Dash 8 Classic 71-80 Power Plant June 2015 BW Logo

Dash-8 Series 100/200/300 Technical Training Manual
Power Plant
CHAPTER
71-80
Power Plant
Power Plant
CONTENTS ENGINE INDICATION 42

TORQUE INDICATING 44
TORQUE MEASURING SYSTEM 44
POWERPLANT AND PROPELLER 4 AUTOFEATHER ARMING SWITCH 46
POWER PLANT 4 HIGH PRESSURE COMPRESSOR ROTOR SPEED (NH) 48
POWER CONTROL 4 LOW PRESSURE COMPRESSOR ROTOR SPEED (NL) 48
POWER LEVERS 8 NL INDICATOR 48
CONDITION LEVERS 8 NL INDICATOR Cont. 52
EMERGENCY FUEL CONTROL 8 INTERTURBINE TEMPERATURE (ITT) 52
LOWER INLET COWLING 10 INTERTURBINE TEMPERATURE INDICATORS 52
INTAKE BYPASS DOOR 12 PROPELLER SPEED (NP) 54
ENGINE SIDE AND UPPER COWLINGS 14 PROPELLER RPM (NP) INDICATOR 54
CENTER PANELS 16 ENGINE FUEL SYSTEM INDICATION 56
REAR ACCESS PANELS 16 LOW PRESSURE WARNING 56
FORWARD UPPER COWL 18 ENGINE FUEL FLOW 58
THE FORWARD UPPER COWL IS OF SIMILAR BASIC FUEL FLOW TRANSMITTER 58
CONSTRUCTION TO THAT 18 FUEL FLOW INDICATORS 58
LOWER FORWARD NACELLE COWL 18 FUEL TEMPERATURE INDICATION SYSTEM 60
ENGINE MOUNTS 20 FUEL TEMPERATURE TRANSMITTER 60
FRONT SIDE MOUNTS 20 FUEL TEMPERATURE DUAL INDICATOR 60
REAR MOUNTS 22 ENGINE AIR SYSTEM 62
TORQUE COMPENSATION SYSTEM 22 INTERNAL AIR SYSTEM 62
ENGINE FIRE SEALS 24 INTERNAL AIR SYSTEM Cont. 64
ENGINE CONDITION PANEL 26 ENGINE IGNITION SYSTEM 66
OPERATION26 IGNITION SWITCHES 66
ENGINE CONSTRUCTION 28 ENGINE EXHAUST 70
AIR INLET SECTION 30 JET PIPE ASSEMBLY 72
TURBINE SECTION 32
ACCESSORY GEAR BOX 34
COMBUSTION SECTION 36
HP TURBINE 36
LP VANE RING 38
FIRST STAGE POWER TURBINE RING 40
BORESCOPE VISUAL INSPECTION AREAS 40
EFFECTIVITY: ALL
For Training Purposes Only
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Power Plant
ENGINE FUEL CONTROL 74 ENGINE DRAINS 106

AIRFRAME SYSTEMS AND COMPONENTS 74 ENGINE DRAIN MANIFOLD EJECTION SYSTEM 106
ELECTRONIC CONTROL SYSTEM (ECU) 76 ENGINE HOT END DRAINS 108
ELECTRONIC CONTROL SYSTEM (ECU) 78
ELECTRICAL SIGNALS − AIRFRAME ORIGINATED 78 ENGINE OIL SYSTEM 110
POWER LEVER ANGLE (PLA) 78 OIL TANK 110
ELECTRICAL SIGNALS 80 OIL PUMP 110
PROPELLER FEATHER CONTROL 80 OIL PRESSURE RELIEF VALVE 110
PROPELLER ALTERNATE FEATHER/UNFEATHER CIRCUITS80 OIL COOLER 112
HIGH PRESSURE COMPRESSOR 80 PRESSURE RELIEF AND TEMPERATURE REGULATOR VALVE
OVERTORQUE RELAYS 80 ASSEMBLY112
TORQUE SIGNAL CONDITIONER UNIT 82 RAM AIR FLOW CONTROL (PRE MODSUM 8Q100864
ENGINE FUEL SUPPLY 84 AIRCRAFT)112
FUEL HEATER UNIT 84 RAM AIR FLOW CONTROL (PRE MODSUM 8Q100864
FUEL PUMP UNIT 86 AIRCRAFT)114
MOTIVE FLOW PUMP 86 COOLER PRESSURE RELIEF 114
SELF RELIEVING FILTER 86 PRESSURE REGULATING VALVE 116
FUEL PUMP 86 OIL SYSTEM OPERATION 116
PUMP OUTLET FILTER 86 ENGINE OIL PRESSURE INDICATION 118
OPERATION88 OIL PRESSURE TRANSMITTER 118
ENGINE FUEL FEED AND MOTIVE FLOW 88 OIL PRESSURE AND OIL TEMPERATURE DUAL INDICATOR118
HYDROMECHANICAL METERING UNIT (HMU) 90 LOW OIL PRESSURE WARNING 120
TORQUE MOTOR 92 REDUCTION GEARBOX PRESSURE SYSTEM 122
OPERATION94 CHIP DETECTORS 124
MANUAL CONTROL 94
ELECTRONIC CONTROL 94
BETA OPERATION 96
HMU ENRICHMENT SOLENOID VALVE CONTROL 96
FAIL FIXED TEST SWITCH 98
PROPELLER FEATHERED 98
AUTOFEATHER SEQUENCED 98
ECU FAULT 102
FLOW DIVIDER AND DUMP VALVE 104
EFFECTIVITY: ALL
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POWERPLANT AND PROPELLER
GENERAL
The aircraft is powered by two PW 120/121 turboprop engines driv− The lower cowl incorporates the engine and oil cooler air intake,
ing a Hamilton Standarf 14−SF 7 variable pitch propeller through a which provides for inertial separation of foreign objects from the
reduction gearbox. engine intake air. Provision is made to dump such objects over−
board by means of an electrically−operated intake bypass door.
POWER PLANT
POWER CONTROL
GENERAL
GENERAL
Each power plant consists of an engine, a propeller system, a
power control (engine and propeller) system, engine mounts, fire Power is controlled by a power control system (refer to Chapter 76),
seals, a drain system for waste fuel and oil and accessories neces− the levers of which are interconnected with engine−mounted engine
sary to provide fuel and air for correct engine function under all and propeller control components. Positioning the control system
operating conditions. An exhaust pipe, mounted on the rear of the power and condition levers schedules engine and propeller opera−
engine, passes through shrouds in the nacelle and is supported at tion. The control components, which are identical for each engine,
the rear by trunions. are; electronic control unit (ECU), Hydromechanical Unit (HMU),
overspeed governor and pump and propeller control unit (PCU).
The engine is secured to the nacelle upper structure by resilient Torque Signal conditioner units (TSCU), mounted one on each
mounts, to reduce vibration and engine/propeller torque effect and engine, receive torque inputs from a sensor on each engine. The
is enclosed by a nacelle mounted cowl installation. The cowls are TSCUs are connected into airframe circuits to provide signals to
hinged to provide access to both sides and the bottom of the control in autofeather circuits and provide torque signals to the
engine, while detachable panels in the upper nacelle structure pro− associated ECU.
vide access to the top of the engine. The cowls can be removed
completely to provide access for engine inspection, component
replacement and engine change.
The cowled area around the engine and the annulus between the
exhaust pipe and shrouds, is physically divided into four ventilated,
fireproof zones. The zones are monitored and protected against fire
by a fire detection and extinguishing system.
EFFECTIVITY: ALL
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Power Plant
UPPER FRONT FUEL

MOUNTING TEMPERATURE FUEL LOW
PAD TRANSMITTER PRESSURE
ELECTRICAL BULB SWITCH
INSTALLATION AC HIGH PRESSURE
GENERATOR SHUT OFF
PROPELLER VALVE
BRUSH ENGINE
BLOCK REAR
MOUNTS
ENGINE
DRAIN
LINES
PROPELLER ENGINE
SPEED SENSOR MOUNT OIL PRESSURE
(SYNCHRO PHASING WASTE
SWITCH AND PRESSURE FUEL
SYSTEM) TRANSMITTER LINES
TORQUE PROPELLER P3 BLEED
LOW
FTSD207100a_063
COMPENSATION CONTROL AIR VENTURI

PRESSURE
SYSTEM UNIT (PCU) FUEL FILTER LOW PRESSURE
COMPRESSOR
SHROUD BLEED
AIR DUCT
Built Up Engine
EFFECTIVITY: ALL
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Power Plant
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY: ALL
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Power Plant
ENGINE
ELECTRICAL
INSTALLATION
ADAPTER STARTER AUXILIARY
RING GENERATOR PRESSURE
(FEATHER) PUMP
FIREWALL FUEL FLOW ENGINE AIR ENGINE

FTSD207100a_064
EXTENSION TRANSMITTER INTAKE MOUNT

ADAPTER
BRACKET
INSTALLATION
Built Up Engine
EFFECTIVITY: ALL
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Power Plant
POWER LEVERS EMERGENCY FUEL CONTROL
The HMU and PCU receive scheduling signals from the associated Emergency shutdown provides a means for simultaneously shutting
power lever corresponding to power lever angle (PLA) and from the off the flow of fuel to the engine and hydraulic fluid to the inlet of the
condition lever corresponding to CLA from the power control sys− engine−mounted hydraulic pump. Components provided for each
tem. The ECU receives a voltage signal proportional to PLA from a engine are, a PULL FUEL OFF handle, a fuel emergency shutoff
potentiometer driven by the power lever. valve, a hydraulic emergency shutoff valve and an isolation relay.
The PULL FUEL OFF handles are located on the fire protection
The CLA input to the HMU is used for mechanical on/off fuel con− panel in the flight compartment the fuel emergency shutoff valves
trol. Engine normal operating mode is by the ECU which drives a on the rear spar outboard of each nacelle (refer to Chapter 28) and
torque motor of the HMU. Standby operation in the event of loss of the hydraulic emergency shutoff valves are located one in each
electronic control is by the HMU nacelle.
CONDITION LEVERS
Propeller pitch control is by the PCU in conjunction with the over−

speed governor and pump. The PCU receives scheduling by CLA
and PLA inputs from the power control system and electrical signals
from beta backup and propeller feather circuits. Switches in the
PCUs control ground range indicating light circuits. The CLA setting
selects speed settings in the constant speed range in conjunction
with a flyweight speed governor in the PCU. The PLA setting con−
trols propeller pitch in beta and reverse operating modes.
Provision is made for propeller feathering, which is initiated by CLA

input by positioning the condition lever, by electrical signals from the
autofeather system (take off power only) or by electrical signals
from an alternate feather/unfeather system (refer to Chapter 61).
Propeller overspeed detection and control is by a propeller over−
speed governor, mounted on and driven by the reduction gearbox
accessories drive. Provision is made for overspeed testing.
EFFECTIVITY: ALL
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Power Plant
FLIGHT CONTROL
LOCK LEVER POWER
LEVERS CONDITION
EMERGENCY / PARKING LEVERS FLIGHT IDLE
BRAKE LEVER PLUS 28
DEGREES MAX MAX RPM
P
MINUS
FLIGHT IDLE R
P
PLUS 12 O O
DEGREES W P
BASIC RIG
E MIN
BASIC RIG POSITION
R U
POSITION N
F
FLT
E
IDLE A MIN RPM
FLIGHT IDLE T MINUS
A MINUS
DISC H
E
R
START &
FEATHER
MAX
REV
FUEL
OFF
FLAP
B SELECTOR CONSOLE MARKINGS
LEVER
CENTER CONSOLE B
B
1 NOTE
When power lever "Rig Line" is
aligned with mark on console,
TYPICAL FOR the degrees indicate power lever
angle (PLA) advanced from basic
A POWER LEVERS
"FLT IDLE" rig position.
AND CONDITION
The plus and minus values are
FTSD207100a_020
LEVERS
approx 2 degrees PLA. Likwise
RIG LINE positioning the condition lever
sets condition lever angles (CLA).
Engine Controls
EFFECTIVITY: ALL
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Power Plant
LOWER INLET COWLING
The air intakes are an integral part of each lower forward nacelle
cowl and each provide a ram air duct to the engine compressor inlet
and to the engine oil cooler of the associated power plant. The ram
air duct extends from the inlet lip at the front of the cowl rearward to
the lower nacelle panel, which houses the engine oil cooler.
The duct is formed by front and rear cone shaped structures. The
front cone inner surfaces form a plenum chamber and the rear of
the cone forms a diffuser. The cone acts as an aerodynamic (iner−
tial) intake to separate solids from the ram air flow.
Ram air entering the cowl inlet lip is deflected by the inner surface
of the front cone to form a circular airflow in the plenum. The air is
drawn up to the compressor air inlet and expands outward and rear−
ward to the oil cooler, passing over the outer surface of the rear
cone. Airflow through the cooler is controlled by a temperature con−
trolled door.
Solids in the ram air flow are thrown outwards and downwards to
enter the inside of the rear cone. Solids collected in the rear cone
can be dumped overboard by means of an electrically−operated
bypass door which is opened and closed by manual selection.
The area between the propeller spinner and the cowl is deiced by
the airframe deicing system. The inlet lip is heated electrically when
the bypass door is open.
EFFECTIVITY: ALL
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HORSE COLLAR
(PART OF FORWARD
NACELLE UPPER COWL
DOOR STRUT RIGHT STRUCTURE)
(TYPICAL RIGHT CENTER
AND LEFT PANEL
CENTER PANELS)
RIGHT REAR
ACCESS PANEL
A
A
LATCH TYPICAL FOR FIREWALL

BB LATCH TYPICAL AT THIS
BB CENTER AND REAR PANELS
A
A POSITION RIGHT AND
EXCEPT AS SHOWN
LEFT CENTER PANELS
RESTRAINT
CABLES
NACELLE LOWER
PANEL ASSEMBLY
WING
INSPECTION CABLE RETRACTING REEL
LIGHT
LOWER FORWARD
NACELLE COWL
AERODYNAMIC
FTSD207100a_031
(INERTIAL) INTAKE
VIEW LOOKING INBOARD

ON ENGINE No. 2
ENGINE No.1 SIMILAR
Cowlings
EFFECTIVITY: ALL
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Power Plant
INTAKE BYPASS DOOR
An intake bypass door installation consisting of a hinged door and Each electrically−operated actuator is connected into and controlled
linear actuator is located in each lower forward nacelle cowl at the by a circuit containing an alternate action push−button control
back of the rear cone. The linear actuator is used to operate the switch, which when selected, controls door movement between
door between its closed and open positions. The open position per− open and closed positions in conjunction with limit switches in the
mits dumping of foreign material overboard. associated actuator.
Pressing the unlighted lens of the ENGINE INTAKE BYPASS The control switches, located on the engine instrument panel and
DOOR switch 1 or 2 changes over switch contacts to turn off the marked ENGINE INTAKE BYPASS DOOR 1 (nacelle No. 1) and 2
lamps in the lighted lens and initiates actuator motor operation to (nacelle No. 2) are each provided with two lens, one marked
reposition the bypass door to the open (retracted) or closed OPN/HTR, the other CLOSED. Lamps behind each lens are con−
(extended) position for the corresponding engine. nected into advisory lights dim and test circuits. The OPN/HTR lens
is divided with separately−controlled lights, one behind each half
In the door closed position the CLOSED lens lights up. In the door lens.
open position with the associated engine shut down, only the OPN
half−lens lights up and a ’door open’ signal is relayed to arm intake The lamp behind the OPN lens is controlled by the control switch
lip heater control circuits. With the door open and the associated and limit switches in the actuator. The light behind the HTR lens is
engine running, the HTR half−lens lights up and the engine intake lip controlled by switch selection and by oil pressure sensing and cur−
is heated by a thermostatically controlled heating element, which is rent sensing relays in engine intake lip heating circuits which oper−
built into the engine intake seal. ate in conjunction with an OAT thermostat to control an intake
heater coil (refer to Chapter 30). Power for the circuits is from the
The appropriate CLOSED or OPN and HTR (when activated) lens 28 VDC right−secondary bus.
lights turn on when the associated linear actuator motor has operat
ed to its alternate selected position to the fully open or fully closed
position, when contacts of the corresponding limit switch in the lin−
ear actuator open to shut down the actuator.
Simultaneous with the opening of one contact, the opposite limit

switch closes to arm a circuit to the actuator motor for reverse oper−
ation when the unlighted lens of the control switch is again pressed.
EFFECTIVITY: ALL
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Power Plant
LOWER FORWARD
LINEAR NACELLE COWL
ACTUATOR VERTICAL POST
COWL AIRFLOW
REAR TO OIL
CONE COOLER HINGE
LOWER FORWARD
NACELLE COWLINE
GROUNDING JUMPER
GROUNDING JUMPER
AIRFLOW
TO OIL
BYPASS DOOR COOLER
(CLOSED)
DOOR FRONT DIAPHRAGM
DEBRIS
FTSD207100a_039
DUMPED
OVERBOARD
BYPASS DOOR IN OPEN POSITION
Engine Intake Bypass Door Description and Operation
EFFECTIVITY: ALL
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Power Plant
ENGINE SIDE AND UPPER COWLINGS
The engine cowling installation is similar for both engine nacelles, Zones 3 and 3A are ventilated by air flow from a slot in the wing
each consisting of left and right center panels, rear access panels, leading edge, which is exhausted through louvres at the rear of the
a forward upper cowl assembly and a lower forward nacelle cowl nacelle. The lower forward nacelle cowl forms the engine aerody−
assembly. namic air intake which supplies ram air to the engine and the oil
cooler.
The cowls are supported by the nacelle top structure, a horse−collar,
a lower firewall and the nacelle lower panel assembly. The nacelle Provision is made on each lower cowl to attach a propeller restraint
top structure contains three detachable access panels, which pro− device.
vide access to engine control cables, air bleed valve, dc starter−gen-
erator, engine lift points, ac generator and engine−driven hydraulic
pump. The horsecollar, lower firewall and nacelle lower panel
assembly are part of the nacelle structure.
The cowls which are of fireproof construction and sealed along their
edges, combine with internal firewalls to house the power plant in
fireproof, ventilated zones. The zones are designated 1, 2, 3 and
3A. Zone 1 encompasses the engine hot end and exhaust pipe.
Zone 2 the engine accessories and Zones 3 and 3A the combined
landing gear and controls bay. The zones are protected by a fire
detection and extinguishing system.
Ventilation for Zone 1 is provided by flush−type inlets in the rear

access panels; this air is exhausted around the engine hot section
and exhaust pipe and at the rear of the exhaust pipe.
Zone 2 is ventilated by air which enters the gap between the pro−
peller spinner and the front edge of the forward upper cowl and the
forward lower cowl. Zone 2 ventilation air and bleed air intercooler
exhaust air is exhausted through a flame barrier−type vent in the
center access panel in nacelle top structure.
EFFECTIVITY: ALL
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Power Plant
CAMLOC
WING FASTENER
DOWEL
INSPECTION (5 PLACES)
PIN CABLE RETRACTING LIGHT CENTER REAR
REEL (RETRACTED) FRONT ACCESS ACCESS
ACCESS PANEL PANEL PANEL
E
E
AA B NACELLE TOP
STRUCTURE
A
A FORWARD OIL TANK
UPPER ACCESS DOOR
COWL
LEFT REAR
C
ACCESS PANEL
C
C
NACELLE
COWL
COWL LATCH
E TYPICAL FOR UPPER
AND LOWER FORWARD
NACELLES COWLS GUSSET
D
D
WATER HINGE PIN
TROUGH PROPELLER INTAKE
CAMLOC LEFT RESTRAINT BYPASS DOOR
FASTENER CENTER FITTING INSTALLATION
PANEL
VIEW LOOKING OUTBOARD

ON ENGINE No. 1 HINGE PIN
FTSD207100a_032a
HINGE ENGINE No. 2 SIMILAR ATTACHMENT BOLT

FITTING HINGE
COVER D
D
B
B
Cowlings
EFFECTIVITY: ALL
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Power Plant
CENTER PANELS
The left and right center panels, hinged to open upwards and provide On aircraft with Mod 8/1175 embodied the left center panel incorpo−
access to the engine accessories section, are of single−piece rigid rates a dormant restraint along the length of the inside edge mem−
construction. Each assembly consists basically of an outer skin, ber and a pressure relief side panel which permits access for oil
which is spot welded to a riveted support structure of frames and tank servicing.
inter costals. The panels are attached, each by two hinges to the
nacelle top structure, the hinges being secured by hinge covers. The REAR ACCESS PANELS
covers are secured with Camloc−type fasteners. The hinge covers
permit removal of the panels for component replacement and engine The left and right rear access panels, hinged to open rearward, and
change. provide access to the engine hot end, fuel injectors (nozzles) and
inter−turbine (T6) thermocouples, are of similar single−piece con−
The panel can be supported in the open position by door stays, struction to that described for the center panels.
which are normally stowed inside the panels. When supporting the
panel, the stay is positioned with one end attached to the panel The panels are attached to the lower nacelle structure by a continu−
and the other end secured by a Camloc−type fastener to the lower ous hinge and secured with quick−release latches, the plungers of
firewall. which engauge latch fittings in the lower firewall. The hinge halves
of the continuous hinge are secured to thenacelle structure by
The panels are secured in the closed position by quick−release Camloc−type fasteners. The fasteners must be released to permit−
latches, plungers of which engauge latch fittings in the nacelle panel removal. Access to the fasteners is through the open left or
horsecollar, the lower firewall and the lower forward nacelle cowl. right panel. In the panels closed position P−section seals around the
P− section seals along the front, top and rear edges of the panels panels are compressed along the continuous hinge, the lower fire−
are compressed by adjacent structures to form sealed joints. Edge wall and the lower forward nacelle cowl.
members along the lower edges of the panels compress P−section
seals on the lower forward nacelle cowl.
An air inlet louvre and an exhaust outlet for the dc starter−generator

is provided in the right panels.
On aircraft with Mod 8/0891 embodied a water trough consisting of

a sealing plate and gutter is provided. This trough (along with over−
size gussets) prevents possible ingress of water into the engine
electronic control unit (ECU).
EFFECTIVITY: ALL
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Power Plant
HORSE COLLAR
(PART OF FORWARD
NACELLE UPPER COWL
AND LEFT PANEL
CENTER PANELS)
RIGHT REAR
ACCESS PANEL
A
A

A
EXCEPT AS SHOWN
LEFT CENTER PANELS
RESTRAINT
CABLES
NACELLE LOWER
PANEL ASSEMBLY
WING
LIGHT
LOWER FORWARD
NACELLE COWL
AERODYNAMIC
FTSD207100a_031
(INERTIAL) INTAKE

ON ENGINE No. 2
ENGINE No.1 SIMILAR
Cowlings
EFFECTIVITY: ALL
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Power Plant
FORWARD UPPER COWL
The forward upper cowl is of similar basic construction to that Two hinge pins secured by bolts are located between the rear end
described for the center panels and is located by a dowel pin on the of the cowl and the nacelle structure. Removal of the bolt at each
forward periphery of the nacelle horsecollar and secured by quick− hinge pin, with the cowl supported permits removal of the cowl for
release latches which engauge latch pins on each side of the lower the purpose of engine change. During cowl closing, the flexible
forward nacelle cowl. cables are automatically rewound on the internally− sprung retrac−
tion reels.
LOWER FORWARD NACELLE COWL
The lower forward nacelle cowl is secured to the nacelle structure

by hinges and removable hinge pins and by quick−release latches
which engauge latch fittings in each side of the nacelle horsecollar,
and in the nacelle firewall.
The cowl is constructed of synthetic fibre, reinforced by fire resistant

metal. A metal top wall forms a transverse firewall under the engine.
In its closed and locked position, the cowl provides the aerodynamic
air intake for the engine and oil cooler.
P−section seals on each side of the cowl are compressed by mating

structure of the rear access panels, the center panels, the nacelle−
horsecollar and the forward upper cowl. A wing inspection light is
located on the outboard side of each lower cowl. An intake bypass
door installation is located at the rear of each lower cowl.
With the cowl latches released, the cowl is free to swing down, thus
the weight of the cowl must be taken manually before the latches
are released. Flexible cables connected on each side of the horsec−
ollar and to retraction reels on the inside surfaces of the cowl unrav−
el as the cowl is lowered.
In the open positions the cowl weight is taken by the flexible cables.
With the cowl open access can be gained to the oil cooler, engine
lower accessories, piping and wiring runs.
EFFECTIVITY: ALL
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Power Plant
HORSE COLLAR
(PART OF FORWARD
NACELLE UPPER COWL
AND LEFT PANEL
CENTER PANELS)
RIGHT REAR
ACCESS PANEL
A
A

A
EXCEPT AS SHOWN
LEFT CENTER PANELS
RESTRAINT
CABLES
NACELLE LOWER
PANEL ASSEMBLY
WING
LIGHT
LOWER FORWARD
NACELLE COWL
AERODYNAMIC
FTSD207100a_031
(INERTIAL) INTAKE

ON ENGINE No. 2
ENGINE No.1 SIMILAR
Cowlings
EFFECTIVITY: ALL
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Power Plant
ENGINE MOUNTS
GENERAL
The mounts installation for each engine consists of five vibration The two parts of the mount are joined at engine installation, when a
isolation mounts, used to secure the engine to the nacelle structure. stem portion of the engine mounted bracket passes through a metal
Three mounts at the front attach the engine reduction gearbox to insert in the nacelle mounted tube form elastomer. The two parts
the nacelle horsecollar and two at the rear attach the engine turbo− are secured together by a nut and washer. The top mount shares all
machinery combustion case flange to the nacelle upper structure. the imposed loads with the side mounts, while its secondary funtion
The front mounts consist of one top mount and two side mounts, is to provide restraint in the event of engine rear mount failure.
which react to vertical, side, fore and aft loads in addition to thrust
produced by the engine/propeller system. The two rear mounts FRONT SIDE MOUNTS
react to vertical and side loads only. The engine mounts can be
inspected, and where necessary individual mounts replaced, without The front side mounts are interchangeable between the left and the
engine removal. right side of the engine reduction gearbox. Each mount is located
between the reduction gearbox and the front face of the nacelle
A torque compensation system attached between the horsecollar horsecollar. The mounts each consist of two sandwich pads, each
and the lower section of the engine reduction gearbox reacts to consisting of a steel plate to which is bonded rubber elastomer
engine/propeller torque, but does not interfere with vibration isola− pads. The pads are attached to an engine mounting bracket and
tion provided by the engine mounts. secured to the nacelle horsecollar with a through bolt and spacer.
The through bolt also serves to pre−compress the assembly by a
FRONT TOP MOUNT predetermined amount, limited by the spacer.
The front top mount consists of two main parts, a tube form assem−
bly, which is attached to the nacelle horsecollar and a single piece
forged bracket which is attached to a pad on the engine reduction
gearbox by a spigotted joint. The tube form assembly consists of a
forged bracket and a rubber elastomer which is captive in the brack−
et.
EFFECTIVITY: ALL
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Power Plant
TOP FRONT NACELLE

GEARBOX MOUNT HORSE REAR DRAIN
MOUNTING COLLAR MOUNTS LINE
PAD BB C
C
FRONT SIDE
MOUNT LEFT
(RIGHT SIDE
SIMILAR)
A
A
REDUCTION EE
GEARBOX
ROD ASSEMBLY LEVER FITTING

FIXED LENGTH ARM ROD ASSEMBLY
D
D
ADJUSTABLE
TURBOMACHINERY
COMBUSTION CASE
FLANGE
NOTE
Bonding jumpers between mounts
and between mounts and aircraft LEFT REAR
structure not shown. For details MOUNT
see figure 202.
DRAIN ENGINE REAR
MOUNTING
FTSD207100a_035
FITTING
ASSEMBLY
A
A
Engine Mounts
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Power Plant
REAR MOUNTS
The two engine rear mounts each consist of a vibration isolator This construction provides for high radial spring rate and has tor-
mount and two struts. Each isolation mount consists of a metal sional stiffness.
wedge shape bonded within a high temperature elastomer sandwich
to form elements located in an outer housing. The torque tube assembly is located on the lower section of the
reduction gearbox by spigots in the engine attachment brackets and
The mount protected by a thermal barrier is bolted to the nacelle attached with bolts to the engine structure. The rod assemblies are
structure. Attachment to the engine is by means of vertical struts, connected to fittings on the nacelle horsecollar at one end and to
one through each mount, which passes through and is secured to the lever arms of the torque tube at the other end.
the mounting by a nut at one end and attached to a bracket on the
turbomachinery/combustion flange at the other end. The vertical GROUNDING JUMPERS
struts are connected by horizontal struts to a central bracket on the
engine to absorb side loads. Grounding jumpers between mounting components and the aircraft
structure reduce induced transient voltages caused by lightning
Provision is made to drain entrapped water from the mounting over− strikes.
board. A drain fitting in each rear isolation mount is connected by a
drain line to a drain fitting through the nacelle outer skin adjacent to
each mount. Deflection at the rear of the engine is limited by snub−
bers which span the rear mounts on each side of the nacelle.
TORQUE COMPENSATION SYSTEM
The system consists of a torque tube assembly and two rod assem−
blies. The torque assembly consists of a torque tube with a lever
arm welded on each end and two engine attachment brackets.
Journal bearings bonded to the torque tube provide for controlled
deflection of the torque tube.
The two rod assemblies are not interchangeable, the rod end of the
right rod assembly (viewed from rear of engine) is not adjustable,
the left rod assembly is provided with an adjustable rod end fitting.
The rod ends of the two assemblies and the journal bearings of the
torque shaft are of similar construction of alternate layers of natural
rubber and metal shims bonded together.
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WEDGE ENGINE
LEFT SHAPED MOUNTING
REAR TUBE FORM BRACKET
MOUNT ELEMENT
THERMAL
BARRIER DRAIN
FITTING
SPACER
VERTICAL RUBBER SANDWICH
CENTRAL ELASTOMER SANDWICH
STRUT PAD
BRACKET PAD
HORIZONTAL C BRACKET
STRUT
METAL
INSERT
BRACKET
TUBE FORM
LEFT REAR MOUNT ELEMENT
E (RIGHT SIMILAR)
STEM
NOTE SINGLE LEVER

PIECE FORGED ARM
Grounding jumpers between mounts and between BRACKET
mounts and aircraft structure not shown.
SPIGOT BRACKET
JOURNAL
FTSD207100a_036
BEARING CAP
BB TOP FRONT MOUNT
TORQUE COMPENSATION
D
D
TUBE ATTACHMENT
Engine Mounts
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ENGINE FIRE SEALS
GENERAL
The nacelle area and the enclosed engine is divided into fire zones
which are formed by the engine cowls, adjacent nacelle structure
and a vertical firewall, all constructed of fire resistant material. The
engine cowlings provide horizontal and vertical traverse firewalls
constructed of fire resistant metal and flexible fire seals. The fire
zones are protected by a fire detection and fire extinguishing sys−
tem.
VERTICAL FIREWALL
The engine and accessories zone and the hot end zone are sepa−
rated by a vertical firewall, consisting of an engine−mounted firewall,
which mates with a firewall in the nacelle. The nacelle portion of the
firewall is made up of a nacelle lower firewall and a nacelle firewall
extension. The firewall extension is detachable to permit engine
installation and removal.
On Mod 8/1249 aircraft the seal material used on the detachable

firewall has been changed to improve the fireproofing and sealing
properties.
ENGINE−MOUNTED FIREWALL
The engine−mounted firewall consists of a web section of fire resist−

ant material supplied as part of the basic engine to which is
attached a two piece firewall extension. The two halves of the fire−
wall extension are of similar construction, consisting of a firewall
web to which is rivetted a peripheral seal, seal retainer and a weld−
ed support assembly, all of fire resistant material. The two halves
are mounted on the engine web section and joined at the engine
vertical centerline by lap joints.
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Power Plant
NACELLE VERTICAL
LOWER FIREWALL
DZUS RECEPTACLE FIREWALL
EXTENSION
NACELLE LOWER (TWO PIECE)
FIREWALL EXTENSION
DZUS FASTENER ENGINE
MOUNTED
WEB SECTION
A
FIREWALL EXTENSION
ATTACHMENTS TO
ENGINE WEB SECTION
SEAL RETAINER
AND WELDED
SUPPORT
B
FTSD207100a_037
PERIPHERAL
SEAL ENGINE MOUNTED FIREWALL
A
A
VIEW LOOKING AFT
FIREWALL EXTENSION
B LAP JOINT (2 PLACES)
Engine Fireseals
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Power Plant
ENGINE CONDITION PANEL
DESCRIPTION
The engine condition panel, located on the right outboard nacelle Releasing the switch removes the ground, but all indicator coils
structure in the main landing gear wheel well, provides visual indica− remain latched.
tion of the condition, serviceable or unserviceable, of components
associated with engine control and engine systems operation. The The indicators show a red fault condition until the switch is selected
panel indications are for ground inspection only and is covered by a to RESET and held momentarily, to permit coil change−over. With
door assembly secured by DZUS− type fasteners. RESET selected, a circuit to ground is completed and all black flag
coils energize and latch. Releasing the switch deenergizes the
The panel contains sixteen indicators, eight for each engine and a black flag coils and the black no fault indication remains on each
momentary toggle TEST/RESET switch, with spring−return to a cen− indicator.
ter off position. Each indicator has two latched positions, each
actuated by an electromagnetic coil; one positions a black flag for
no fault, the other a red flag which indicates a fault.
OPERATION
A fault condition in any monitored component completes a circuit to

ground for the associated red flag coil, energizing the coil, which ini−
tiates changeover of the indicator to show a red flag indication. The
coil latches in this position and the red indication will remain until
the indicator is reset by selecting the TEST/RESET switch to
RESET, when flag changeover takes place.
The diodes in the unaffected circuits isolate the fault circuit to pre−
vent erroneous fault indications. If the fault condition has not been
remedied, the red flag returns when the switch is released from
RESET.
Selecting the TEST/RESET switch to TEST, completes a grounding

circuit to energize the red flag coils in all indicators and all indicators
show a red fault condition.
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Power Plant
A
A
ENGINE CONDITION
RESET
ENGINE
TEST
ECU FAULT
G/BOX OIL
CHIP DET
OIL TANK
CHIP DET
MAIN OIL
FILTER
PANEL FUEL FILTER
COVER SCAVENGE
SHOWN
OIL FILTER
AC GEN
CUT CHIP DET
AWAY
FTSD207100a_029
A
A
Engine Condition Panel
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ENGINE CONSTRUCTION REAR HOUSING
GENERAL The rear housing is forward of flange A and aft of the front housing.
It contains the second stage of reduction gearing with a ratio of
The PW 120/121 turboprop engine consists of a reduction gearbox 4.16 :1, which gives a total gear reduction of 16.67 :1.
module and a turbomachinery module, flange bolted together to form
a rigid integral unit. Provision has been made for the installation of It also provides mounting pads for the following components :
systems or equipment to accommodate specific airframe require−
ments. The turbomachinery comprises four sections, contained in six • Propeller control unit
casings bolted together at the flanges. • Propeller control unit pump and over speed governor
• 30−KVA, oil cooled AC generator
REDUCTION GEARBOX • Airframe hydraulic pump
• Propeller speed (Np) pickup sensor
The reduction gear is a single input, single output spur gear unit con- • AC generator chip detector side houses the electric feathering-
tained in three housings (front, rear, and input). The ¨new design¨ pump.
reduction gearing is completely interchangeable from the original
design, and, as the gearboxes are returned to Pratt and Whitney for FRONT HOUSING
overhaul, the new layshafts are installed.
The front housing contains the propeller output shaft, front roller
The gearbox housings are made of magnesium and are treated as a bearing, front thrust (ball) bearing, and the propeller shaft seal and
single unit. No field repairs or splitting of the housings are autho- drain. It also carries the front bearings for the second stage reduc−
rized. tion gear and each gear shaft. Also, a mounting pad on the right
side houses the electric feathering pump.
If the unit is unserviceable, it must be exchanged as a unit. the right
side of the reduction gearbox has the gearbox module dataplate.
INPUT HOUSING
The input housing carries the rear roller bearing of the input drive
shaft and the rear bearing of the two layshafts. It also contains the
first stage reduction gearing with a reduction ratio of 4.01 :1, as well
as providing the means to couple the power turbine to the reduction
gear. It is bolted to the rear housing at flange A.
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AC HYDRAULIC PUMP MOUNTING PAD

GENERATOR
MOUNTING
PAD OVERSPEED GOVERNOR MOUNTING PAD
PROP CONTROL UNIT MOUNTING PAD
AC GENERATOR
OIL CHIP
DETECTOR
FTSD207100a_045
Reduction Gearbox
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AIR INLET SECTION COMBUSTION SECTION
The air inlet section consists of the front inlet case and the rear inlet The combustor consists of the gas generator case and the internally
case bolted together at flange C. mounted annular, reverse flow combustion chamber. The gas gen−
erator case is bolted to the inter compressor case at flange F and to
The front inlet case is bolted to the reduction gearbox at flange B. the turbine support case at flange K. It provides mounting for the P3
At the top of the case are two integral lifting brackets, an access bleed air valve, 14 duplex fuel nozzles, fuel manifolds, flow divider
plate, and a torque sensor mounting. Electronic components of the and dump valve, and two igniter plugs at the 5 and 7 o’clock posi−
fuel control system are mounted on the left side of the case. The tions. The gas generator case also supports the No.5 bearing
turbomachinery data plate and ignition exciter box are mounted on assembly, LP and HP turbine assemblies, and reverse flow com−
the right side. bustion chamber assembly.
The rear inlet case joins the front case to the low pressure (LP) dif−
fuser case at flange D. The case contains two bearings and seals
for the power turbine shaft. Mounting pads are provide for acces−
sories. The engine oil tank forms part of the casing.
COMPRESSOR SECTION
The compressor section comprises the low−pressure (LP) and high−

pressure (HP) independent centrifugal impellers. These are con−
tained within the LP diffuser case (flange D to E) and the inter com−
pressor case (flange E to F) and the front of the gas generator case
(flange F to K).
21 Diffuser pipes connect the diffuser case, which contains the LP

impeller, to the inter compressor case. Two ball bearings (No.3 and
No.4) are housed in the inter compressor case. The No.5 roller
bearing is contained in the gas generator case.
A lifting bracket is located at the 12 o’clock position on flange F of

the gas generator case.
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P3T3 P6T6
P1.8T1.8 P2T2 P2.5T2.5 P5T5 P7T7
P4T4
1 2 3 4 5 6 7
FTSD3207000a_001
B FRONT INLET C REAR INLET D E F GAS K TURBINE

CASE CASE GENERATOR SUPPORT
CASE CASE
LP DIFFUSER INTERCOMPRESSOR
CASE CASE
Engine Cutaway
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TURBINE SECTION EXTERNAL LOW PRESSURE DIFFUSER PIPES
The pressure turbines are housed in the rear of the gas generator Twenty one external diffuser pipes with metal caskets are mounted
case, and the power turbines in the turbine support case. externally around the inter compressor case. Their purpose is to
Concentric shafts connect the two stage power turbine to the gear− increase the static pressure and to decrease the velocity of the air
box and the single stage LP and HP turbines to the impellers. The from the first to the second stage of compression. The pipes are
central(power turbine) shaft is supported by the No.1 (ball), No.2 constructed from stainless steel and are all completely interchange−
(roller), and No.7 (roller) bearings . The intermediate (LP turbine) able. Containment patches are welded to the pipes to prevent FOD
shaft is supported by the No.3 (ball) and No.6 (roller) bearings and from exiting out the side of the engine, which could sever a fuel or
is enclosed by the HP turbine shaft, which is supported by the No.4 oil line.
(ball) and No.5 (roller) bearings
HIGH PRESSURE IMPELLER
BEARINGS
The HP impeller, located in the inter compressor case and support−
The Ball bearing absorb axial and radial loads. They are numbered ed by the No.4 bearing, is constructed from forged titanium. Its pur−
1,3 and 4. The Roller−absorb radial loads only and allow for shaft pose is to further compress the air from the LP impeller to a com−
expansion. They are numbered 2,5,6 and 7. The ball bearings pression ratio of 3.1 :1 at 100% Nh (33,300 rpm). The impeller is
absorb loads in all directions. Bearings numbered 1,2 and 7 support shaft connected to and driven by the high−pressure turbine. The
the PT shaft. Bearings 3 and 6 support the LP shaft. Bearings 4 and units together are mass balanced by the manufacturer.
5 support the HP shaft.
INTERNAL DIFFUSER PIPES
COMPRESSOR SECTION
Located internally on the forward face of the gas generator case,
LOW PRESSURE IMPELLER the purpose of the diffuser pipes is to raise the static pressure, to
decrease the velocity, and to change the airflow by 90 degrees of
The LP impeller, located in the LP diffuser case and supported by the air entering the combustion chamber.
the No.3 bearing, is constructed from forged titanium. Its purpose is
to compress the inlet airflow to a compression ratio of 3.88 :1 at
(100%Nl) 27,700 rpm. The impeller is shaft connected to and driven
by the low−pressure turbine. The units together are mass balanced
by the manufacturer.
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P3T3 P6T6
P1.8T1.8 P2T2 P2.5T2.5 P5T5 P7T7
P4T4
1 2 3 4 5 6 7
FTSD3207000a_001

CASE CASE
CASE CASE
Engine Cutaway
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ACCESSORY GEAR BOX
The turbomachinery accessory drive gear is driven by the HP com−

pressor assembly and drives the following accessories :
• Fuel pump and the Hydromechanical Unit(HMU)

• Oil pump
• Starter generator
• Centrifugal airfoil separator
An inclined bevel gear shaft transmits drive from a gear, secured to

the impeller, forward of the No.4 bearing, to the bevel gear of the
accessory drive coupling gear shaft. The centrifugal breather
impeller is mounted on the gear shaft, a spur gear drives the fuel
pump drive shaft through a gear, and another spur gear meshes
with a gear on the starter generator drive shaft. Provision is made
for hand cranking the HP rotor using a socket wrench extension tool
in the end of the starter generator drive shaft. Access is gained after
removal of a cover opposite the starter generator. The oil pumps
are driven by a drive shaft through a bevel gear.
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Power Plant
FTSD207100a_065
Accessory Gearbox
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COMBUSTION SECTION HP TURBINE
The annular reverse flow combustion chamber which is contained in The HP turbine is supported by the No.5 bearing. The turbine drives
the gas generator case, combines 25% of the HP compressor air the HP impeller, absorbing one third of the energy. It also drives the
with fuel for burning. The other 75% of the HP air is used for cooling accessory drive gear and its components.
and sealing bearings.
The HP turbine disc front face is cooled by air from internal nozzles.
The fuel manifold is mounted around the exterior of the gas genera− Air also passes through holes in the HP turbine front cover over the
tor case, with spray nozzles which protrude into the combustion blades and through cored passages in each blade to cool the tur−
chamber liner. Two igniter plug bosses are provided on the gas bine.
generator case, with corresponding bosses in the liner. The gas
generator case incorporates air bleed adapters for off engine use. The disc is mounted on a stub shaft by 5 bolts with the stub shaft
The combustion chamber is constructed from a heat−resistant allow connected to the high−pressure compressor.
and is ceramic coated inside. Cooling rings are provided to cool the
combustion chamber walls. The turbine is dual−plane−balanced with the balance classification
on the engine data plate.
TURBINE SECTION
No individual blade replacement is authorized, and the assembly
HP VANE RING must be changed as a complete unit, if required on a hot−section
inspection.
The HP vane ring is supported by the inner turbine support case.
The vane decreases static pressure, increases velocity, and directs
the hot gases into the turbine assembly blades. The guide vane has
eight classed triple vane segments, which are individually replaced
and classed by Pratt and Whitney Canada.
The HP vane ring is cooled by P3 air from the combustion chamber
liner through the hollow vanes to exit holes on the trailing edge. The
inner diameter of the HP vane supports the tangential onboard
injector (TOBI) nozzles, which cool the front face of the HP turbine
disc assembly.
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FTSD207100a_066
Hot Section
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LP VANE RING
The low−pressure vane ring located in the gas generator case, For HP or LP turbine replacement :
directs hot exhaust gases onto the low−pressure turbine at the prop−
er angle to produce the maximum effect and increase air velocity. Identify class and location of trim balancing weights as per data
The LP vane ring is replaceable as a complete unit, if required on a plate.
hot−section inspection.
Make sure that weights already installed on new turbine will not
LP TURBINE interfere with trim balancing weights.
The low−pressure turbine, located in the gas generator case and Install trim balancing weights and secure with rivets.
supported by the No.6 bearing, extracts heat energy from the
exhaust gases to drive the low−pressure compressor. Holes in the
HP disc pass air to assist air which leaks through the labyrinth seal
to cool the LP turbine disc and blades.
The turbine is dual−plane−balanced, with the balance classification

on the engine data plate, and is replaceable as a complete unit, if
required on an HSI.
HP AND LP TURBINE BALANCING
The purpose is to reduce vibration generated by high speed rotating

components.
Detail balancing consists of initial balancing of individual compo−

nents.
Trim balancing is the final balancing of the rotor assembly to bring

imbalance within tolerances.
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P3T3 P6T6
P1.8T1.8 P2T2 P2.5T2.5 P5T5 P7T7
P4T4
1 2 3 4 5 6 7
FTSD3207000a_001

CASE CASE
CASE CASE
Engine Cutaway
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FIRST STAGE POWER TURBINE RING BORESCOPE VISUAL INSPECTION AREAS
Located in the turbine support case the purpose of this vane is to The optical borescope enables maintenance facility personnel to
decrease the static pressure and velocity, and to increase the direct perform visual inspection of the hot−section and compressor areas
hot exhaust gases onto the first stage power turbine at the proper of PW 100 series turboprop engines while the engine remains
angle and speed. The unit is constructed as one piece and is installed in the airframe or in a ground−handling installation
changeable as a complete unit if required on an HSI. Visual inspection can be performed through the following areas :
POWER TURBINE ASSEMBLY • Fuel nozzle adapter ports

• HP turbine buckets and shroud segments
The free power turbine assembly , located in the turbine support • Leading and trailing edges of the HP turbine vane ring
case and supported by the No.7 bearing, extracts heat energy from • Inner and outer rings of the HP turbine vane
the hot exhaust gases to drive the propeller. The assembly includes • Cooling rings and dome section of the combustion liner
the first stage power turbine, second stage power turbine. At 100% • Tt6 thermocouple ports
Nh, the power turbine rotates at 20,000rpm. • LP turbine vane ring
• LP turbine buckets and segments
The power turbine first stage is cooled by air, from a space between • First−stage power turbine buckets
the HP and LP shafts, which leaks past two labyrinth seals. In addi− • First−stage power turbine stators
tion, air from the end of the power turbine shaft passes through • Exhaust duct borescope ports
holes in the stub shaft to cool the rear face of the first stage power • Second−stage power turbine buckets
turbine discs. The rear of the second stage disc is cooled by air • Air inlet duct
from the rear of the turbine shaft. Air from the discs is vented into • LP compressor
the exhaust stream. • Left−side access port
• LP compressor
The assembly is changeable as a complete unit, if required on an • LP to HP crossover tube ports
HSI. The power turbine assembly is mass balanced as a complete • LP compressor
unit with the power turbine shaft. • HP compressor
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P3T3 P6T6
P1.8T1.8 P2T2 P2.5T2.5 P5T5 P7T7
P4T4
1 2 3 4 5 6 7
FTSD3207000a_001

CASE CASE
CASE CASE
Engine Cutaway
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ENGINE INDICATION
GENERAL
Engine operation is monitored by instruments in the flight compart−

ment which receive speed and temperature signals from sensors on
the engine. Propeller speed is monitored in a similar manner The
torque indicator provides torque readouts in terms of percent on a
pointer and an equivalent digital display.
All indicators incorporate white lighting, powered from the 5 V dc

lighting system. Warning lights incorporated for ITT (located in inter−
turbine temperature indicator) are interconnected with a dim and
test control box . TRQ, ITT, FF ,PROP RPM, and NH indicators are
each provided with a liquid crystal display (LCD) for digital readouts.
The aircraft incorporate temperature controlled heaters powered
from the 28 VDC secondary buses in each of these indicators to
ensure LCD operation under low temperature conditions in the flight
compartment.
Other indicators associated with engine operation and located on

the engine instrument panel are:
• Propeller RPM (PROP RPM) indicating systems.

• Fuel flow (FF) and fuel temperature (FUEL TEMP) indicating sys-
tems.
• ENGINE Oil pressure and oil temperature (ENG OIL PSI, °C)
indicating systems.
• Fuel quantity (FUEL QTY) indicating.
• Fuel tank temperature indicating.
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AA
FTSD207100a_062
AA
Engine Indication 100 Series
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TORQUE INDICATING
Torque is indicated for each engine in terms of percentage between In the event of engine overtorque the associated overtorque relay
0 and 120 percent on indicators mounted in the engine instrument energizes to initiate fuel cut back for the overtorque engine by
panel. means of an “Np underspeed fuel governing cancel signal and to
send a ‘power uptrim’ signal to the opposite engine fuel control sys−
A digital readout in each torque indicator in conjunction with a main− tem in conjunction with autofeather circuits.
tenance switch provides coded indications of power plant system
condition. A signal proportional to percentage torque for each Overtorque switch operation can be verified in conjunction with aut−
engine is relayed to the aircraf tflight data recorder (FDR). ofeather control circuits. With autofeather selected and both power
levers advanced above FLT IDLE +12 degrees, a ground is estab−
TORQUE MEASURING SYSTEM lished for the associated power uptrim relay for each engine.
The torque measuring systems, each of which include a torque Pressing the press−to−test button on the front of the indicator results
shaft and torque reference and displacement toothed wheels, a in dial indications, with overtorque switch actuation verified by a
variable reluctance sensor (magnetic pick−up) and a signal condi− ‘power uptrim’ light on the engine instrument panel which turns on.
tioner unit (TSCU).
The torque indicators, located on the engine instrument panel are

powered from the 28VDC essential buses protected by 5−ampere
circuit breakers. Engine No. 1 torque indicator from the left bus by
ENG 1 TORQUE IND (K6) circuit breaker and engine No. 2 from
the right bus by ENG 2 TORQUE IND (J5) circuit breaker. The indi−
cator 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%.
A digital display on the indicator face gives an equivalent digital
readout of torque.
In each torque indicator is an internally mounted overtorque switch

calibrated to operate at 120% engine rated torque. Each over−
torque switch is connected in series with−overtorque relay power
supply circuits for the corresponding engine, relay 7611−K5 engine
No. 1 (7611−K4 engine No. 2).
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EXTERNALLY
REPLACEABLE
LAMPS (TWO PLACES)
UNLIT BLUE DOT

AT TEST VALUE
85 AND 105.0%
RANGE MARKS:
0 TO 90% GREEN ;90 TO 105% YELLOW
RED LIMIT MARK AT 90% SOLID
PRESS -TO-TEST
POINTER, AND LCD
RED LIMIT MARK AT 105% DASHED
PART OF ENGINE HARNESS

CONNECTOR
7700-P7
TORQUE INDICATOR HI SIGNAL
TORQUE 3 5-VDC LIGHTING
SIGNAL TORQUE INDICATOR LO SIGNAL REFER TO CHAPTER 33
PROCESSING 4
TORQUE INDICATOR
5
REFERENCE SIGNAL
12 PART OF ENGINE HARNESS
A PANEL LIGHTING
CONNECTOR 7700-P3 B LTG GROUND
6
C POWER HI
7
D POWER
8 GROUND
SIGNAL CONDITIONER E
UNIT (SCU) 9
F HI
ENGINE NO. 1
K5
(SEE G LO
TORQUE SENSOR ENGINE HARNESS CHAPTER H
ENGINE NO. 1 7700-P6 73)
TEMP LO OUTPUT TO J HI
4 FLIGHT DATA
TEMP HI RECORDER K LO
3
L INDICATOR
SENSOR COIL FINISH
2 LCD HEATER
SENSOR COIL START M
1
N
5
SEE INDICATING P OVERTORQUE
GENERAL, FIGURE3 SWITCH
R
FTSD207100a_047
5A ENGINE NO.1 S
TORQUE IND.
T
NOTE:
U
CIRCUITS FOR ENGINE NO. 1 ARE SHOWN, ENGINE NO. 2 TORQUE INDICATOR
CIRCUITS ARE SIIMILAR. ENGINE NO. 1
IDENT CODE IS 7712 UNLESS OTHERWISE INDICATED

TORQUE INDICATOR
To r q u e I n d i c a t i o n
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AUTOFEATHER ARMING SWITCH
The autofeather arming switch senses engine torque and close to

arm the autofeather circuits when engine torque exceeds 50%, this
is one of the conditions required for take−off warning horn arming At
50% TRQ or above, the circuit also allows disabling of the take−off
warning horn while the AUTOFEATHER switch is held in the TEST1
OR 2 position.
Torque Indicator − Functional Test
• Ensure 28VDC power on aircraft buses.

• Press and hold press−to−test switch on left indicator.
• Check that indicator pointer goes to blue dot at 105%, rim pointer
(’bug’), digital display shows 105% and PWR UPTRIM light on
engine instrument panel comes on. (when AUTOFEATHER
SELECTED).
NOTE:
Operation of PWR UPTRIM light confirms function of overtorque
switch, relay 7712−K5 and power uptrim circuits.
• Release ’press−to−test’ switch. Check indicator pointer and digi-

tal display indicate zero % and PWR UPTRIM light goes out.
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Power Plant
HIGH PRESSURE COMPRESSOR ROTOR SPEED (NH)
The high pressure rotor speed sensor (designated sensor No. 2) is A 0 to 5 VDC signal (ARINC 573−7) proportional to 0 to 100% Nh is
located on, and is supplied as part of, each basic engine. The sen− relayed from each separate circuit to the flight data recorder (refer
sor (magnetic pickup) situated adjacent to a toothed wheel in the to Chapter 31).
accessory gearbox casing on the right side of each engine, provides
an ac voltage signal from 0 to 18990 Hz, at 0.5 to 6.0VAC, peak to LOW PRESSURE COMPRESSOR ROTOR SPEED (NL)
peak, directly proportional to rotor speeds of 0 to 100%. This signal
is applied to the NH speed indicator, with an equivalent output to A low pressure compressor rotor speed sensor is mounted on, and
the associated electronic control unit (ECU). 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 indicator dial is marked NH % RPM and a scale on the dial is the engine. The output of the sensor is 0 to 9233 Hz signal (0 to 5
graduated with major graduations in increments of 10% NH from 0 volts 0 − 5VAC peak to peak), which is equivalent to 0 to 100% rotor
to 110% NH, with minor graduations of 5% NH.The scale is provid− speed.
ed with green arcs 10 to 20% and 66 to 100% NH and a red radial
at 100% NH. NL INDICATOR
A press−to−test pushbutton on the indicator can be used to verify The low pressure compressor rotor speed (NL) indicator is mounted
correct operation of the indicator. Pressing the test pushbutton, with on the engine instrument panel in the flight compartment. The indi−
power on the indicator causes the indicator pointer to align with a cator is powered from the 28VDC essential buses, circuits for
unlit blue dot at 105% NH reading on the dial with an equivalent engine no. 1 from the left bus. Lighting for the indicators is from the
reading on the digital display. Releasing the pushbutton causes the 5V dc lighting system.
pointer to return to a zero reading and the digital display to show
four digit zero reading. The indicator circuits compute the ac signal from the associated
sensor and provide an equivalent indication of NL speeds by means
In the event of indicator electrical power supply failure, the indicator of moving pointers against a fixed dial and an equivalent digital dis−
pointer moves off scale below zero reading and the digital display is play.The pointers for engines No. 1 and No. 2 are mounted on con−
blanked. centric shafts and identi fied 1 and 2 by a marking on each pointer
The indicator dial is marked NL % RPM and the scale is graduated
ModSum 8Q100813 introduces an Auto Relight function which mon− with major graduations in increments of 10% NL from 0 to 110% NL
itors engine speed and permits engine ignition if required. When with minor graduations of 5% NL. The scale is provided with a
engine speed falls (NH < 59.5 + or − 0.5%), switch (S1) closes and green arc from 40 to 100% NL and a red radial at 100% NL.
the Auto Relight System is enabled. Above engine idle speed (NH >
60.8 + or − 0.5%), switch (S1) opens and igniter operation is inhi−
bied.
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EXTERNALLY
A
A REPLACEABLE
LAMPS
PRESS TO TEST TWO PLACES
PUSH BUTTON
UNLIT BLUE DOT
AT TEST VALUE
105.0% NH
AA NH SPEED INDICATOR
NH SENSOR
(MAGNETIC PICK UP) BB
P5
HIGH PRESSURE
COMPRESSOR
ROTOR SPEED (NH)
INDICATOR
P1
BB 5V DC LIGHTING A
ENG 1 B LIGHTING GROUND

HIGH PRESSURE NH IND
COMPRESSOR ROTOR (H5)
28V DC C
SPEED (NH) SENSOR L ESS BUS 5
P5 E
3
COIL 2 ECU OUTPUT
4
2 R F SIGNAL
COIL 1
1 n G SIGNAL RETURN
5 H
PART OF ENG 1 OUTPUT TO
HARNESS A J HI
FLIGHT DATA
dam7710155_001.dg, dm/ab, 06/11/00

NOTE CONNECTOR
FTSD207100a_046
B K LO RECORDER
7700 P4
Circuits shown for engine no. 1. L
9811 P104
Engine no. 2 circuits similar. RECEPTACLE M S1
28 VDC N
Ident code is 7711, unless
TO AUTO RELIGHT P
otherwise indicated. CTRL RELAY
U
MODSUM 8Q100813
NH Indication
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FTSD207100a_049
NL Indication
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NL INDICATOR Cont.
In the event of indicator power supply failure, the indicator pointer The temperature readings are obtained by an indicator driven point−
moves off scale below zero. er against a fixed dial and an equivalent digital display.
A 0 to 5 VDC signal (ARINC 573−7) proportional to 0 to 100% NL is The indicator fixed dial is marked ITT deg C x 100 and the scale is
relayed from each separate circuit to the flight data recorder. graduated in major graduations in increments of 100 deg C,
between 0 and 1200 deg C, with minor graduations in increments of
INTERTURBINE TEMPERATURE (ITT) 50 deg C. The scale is provided with a green arc 350 to 785 deg C,
a red radial at 785 deg C, a yellow arc 785 to 816 deg C, a dashed
The interturbine temperature (ITT) indicating system provides visual red radial at 816 deg C and a red triangle at 950 deg C.
indication of operating temperature in the interturbine zone between
the low pressure turbine rotor and the first stage of the power tur− A 0 to 5 VDC signal proportional to ITT is relayed from each sepa−
bine rotor. rate circuit to the flight data recorder.
The indicating system consists of an interturbine subsystem sup− An overtemperature lamp in each indicator is operated by a switch,
plied with each engine and two turbine temperature indicators locat− which is calibrated to operate and turn on the lamp when intertur−
ed on the engine instrument panel, in the flight compartment. The bine temperature sensed by the indicator exceeds 810 deg C. The
temperature sensing components of the subsystem for each engine lamp and its associated switch are connected into test and dim unit
and its corresponding indicator are joined by chromel (positive) and circuits.
alumel (negative) leads, between the indicators and thermocouple
harness terminals on the associated engine. A test pushbutton is provided in each indicator, which when
pressed, with indicating system power on, causes the indicator
INTERTURBINE TEMPERATURE INDICATORS pointer to move to 1050 deg C, indicated by the dial, a unlit blue dot
on the face of the indicator dial and an equivalent digital display.
The interturbine temperature indicators are powered from the 28V Releasing the test pushbutton causes the indicator pointer to return
dc essential buses, engine No. 1 indicator from the left bus, protect− to its original setting, with an equivalent digital display. In the event
ed by the ENG 1 ITT IND (F5) circuit breaker and engine No. 2 from of loss of electrical power to the indicator, the indicator pointer
the right bus, protected by the ENG 2 ITT IND (F5) circuit breaker. moves off scale below zero and the digital display is blanked.
Indicator lighting is white, and powered from the 5VDC lighting sys−
tem.
The indicators each receive a millivolt signal, proportional to (ITT)

temperature from the corresponding interturbine sensing system.
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EXTERNALLY
REPLACEABLE
LAMP
TWO PLACES
UNLIT BLUE
DOT AT TEST
VALUE 1050 C
PRESS TO TEST OVER TEMP

RANGE MARKS:
FOR POINTER LAMP
AND LCD 350 to 785 C green.
785 C red solid.
785 C to 816 C Yellow Arc
816 C Red Radial
950 C red.
P1 TO INDICATOR
5V DC CIRCUITS
ENG 1 LIGHTING A
ITT IND B LIGHTING GROUND
28V DC
L ESS (F5)
C
BUS
D POWER GROUND
TERMINAL BLOCK (TCI) E
PARALLEL� ON ENGINE
CONNECTED +Cr
F Cr
THERMOCOUPLES �AL
IN ENGINE G AL
CASE H
OUTPUT TO J HI
FLIGHT DATA
RECORDER K LO
M
N
FTSD207100a_048a
ADVISORY LIGHTS U
DIM & TEST
P
NOTES OVERTEMP
LAMP
Circuits for engine no. 1 shown.
Engine no. 2 circuits similar. ITT INDICATOR
ITT Indication
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PROPELLER SPEED (NP)
A propeller speed sensor is located on and supplied as part of each The indicator dial is marked PROP RPM x 100 and the scale is
basic engine. The sensor (magnetic pickup) mounted on the engine graduated in major graduations in increments of 10 RPM from 0 to
reduction gearbox, provides a signal (0 to 5 volts peak−to−peak) 1500 RPM, with minor graduations inincrements of 5 RPM. Range
equivalent to 0 to 1200 rpm propeller speed. The signal is applied to markings are a yellow arc 500 to 780 RPM, a green arc 780 to 1200
the associated propeller rpm indicator. RPM and a red radial at 1200 RPM.
PROPELLER RPM (NP) INDICATOR A press−to−test pushbutton located on the indicator, can be used to
verify the correct operation of the indicator. Pressing the test push−
The propeller RPM indicator for each engine is mounted on the button, with power on the indicator, causes the indicator pointer to
engine instrument panel in the flight compartment. The indicators align with a blue dot at 1050 RPM reading on the dial and there is
are powered by 28VDC from the essential buses, engine No. 1 indi− an equivalent digital display. Releasing the pushbutton causes the
cator from the left bus and engine No. 2 from the right bus, protect− indicator pointer to return to the zero reading and the digital display
ed by 5−ampere circuit breakers ENG 1 NP IND (H5) and ENG 2 to show four zeros.
NP IND (H5).
In the event of indicator electrical power failure, the indicator moves
Lighting for the indicators is white, powered from the 5VDC lighting off scale below zero and the digital display is blanked.
system.
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 5VDC signal proportional to propeller RPM is relayed to the

flight data recorder.
NOTE:
Propeller speed (Np) in excess of 1500 RPM can be read on the
digital display.
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LEFT CENTER PANEL
LOWER
FORWARD OIL TANK ACCESS
NACELLE DOOR WITH
COWL PRESSURE RELIEF
LATCHES LEFT
SIDE PANELS ONLY
BB CENTER PANEL
AA
PIN LATCH
(TYP.)
DORMANT
RESTRAINT
NOTE DOOR
OPENING
Left center panel shown. NORMAL
Right center panel similar.
LOWER FORWARD
NACELLE COWL
FTSD207100a_033
TYPICAL CROSS SECTION AT

BB CENTER AND NACELLE
COWL DORMANT RESTRAINTS
AA
Cowlings
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ENGINE FUEL SYSTEM INDICATION
GENERAL
Engine fuel indicating associated with the engine fuel and control Should the fuel delivery pressure fall below 5.5 psig, the caution
system consists of a fuel low pressure warning system, a fuel flow light logic circuit is connected to ground and the caution light illumi−
indicating system and a fuel temperature indicating system for each nates.
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.
LOW PRESSURE WARNING
The fuel low pressure warning is provided by a fuel low pressure

switch and snubber assembly installed in a tapping in the oil to fuel
heater housing upstream of the engine driven pump. Each switch is
connected to the appropriate ENG FUEL PRESS negative seeking
caution light circuit in the caution lights panel in the flight compart−
ment.
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 con−
nected 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 extinguishes.
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CAUT CAUT
LTS 2 (N1) LTS 1 (M1)
28V DC 28V DC
R MAIN R ESS
No. 1 ENG
FUEL
PRESS
LOGIC P/O CAUTION

LIGHTS PANEL
(SEE CHAPTER 33)
3312�P3 58
C A B P5
NC
C
NO
F T S D 3 7 3 0 0 a _ 0 11
FUEL LOW
PRESSURE SWITCH
Fuel Flow Pressure warning Electrical Schematic
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ENGINE FUEL FLOW FUEL FLOW INDICATORS
Fuel flow indicating for the engine fuel and control installation con− The fuel flow indicators are located on the engine instrument panel
sists of two identical, but independent fuel flow indicating systems, in the flight compartment. Internal lighting for the indicators is
one for each engine. Each system consists of a fuel flow transmitter white, powered from the 5VDC lighting system (refer to Chapter 33).
connected to a fuel flow indicator. The transmitters are mounted on Each indicator receives an ac signal equivalent to fuel flow from its
the engine casings and the indicators are located on the engine associated transmitter and provides a fuel flow readout by means of
instrument panel in the flight compartment. a moving pointer against a fixed dial and an equivalent digital dis−
play.
The electrical circuits for the systems are powered from the 28VDC
left main bus for engine No. 1 and from the 28VDC right main bus A 0 to 5VDC signal proportional to fuel flow is relayed to the flight
for engine No. 2. data recorder.
FUEL FLOW TRANSMITTER The indicator dial is marked FF PPH x 100 (KG/H x 100) and the
scale is graduated in major graduations in increments of 100 PPH
A fuel flow transmitter installation consisting of a transmitter and a (100 KG/H) between 0 and 1200 PPH (0 and 550 KG/H), with minor
mounting bracket assembly is attached to the engine front inlet case graduations in increments of 50 PPH (50 KG/H).
rear flange at approximately 3 o’clock (viewed from rear of engine).
The transmitter is connected into engine metered fuel lines between A test pushbutton is provided on the indicator, which when pressed,
the Hydromechanical Metering Unit (HMU) and the fuel manifold with power on, causes the indicator to move to 1050 PPH (400±70
and nozzles. KG/H), indicated, by a blue dot on the face of the indicator dial and
an equivalent digital display. Releasing the pushbutton causes the
A directional arrow on the transmitter casing points away from the pointer to fall to zero and a digital display of 00.
MFC and provides indication of required fuel flow direction. The
bracket assembly and the transmitter are provided with an uneven Loss of electrical power to the indicator causes the pointer to move
bolting pattern to prevent incorrect installation. The transmitter is of off scale to below zero and the digital display is blanked.
the rotating impeller type and is connected to the associated indica−
tor by electrical wiring.
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5V DC LTG P1
FUEL FLOW FUEL FLOW (REFER TO A
TRANSMITTER IND ENGINE CHAPTER 33)
1 B LTG GND
28V DC C
L BUS 5
D
P3 E
1 F
3 G
LAMPS�
REPLACEMENT BLUE DOT AT 2 H
FROM FRONT 1050 PPH 0 TO 5V DC
OF INDICATOR TEST VALUE 5 OUTPUT TO J HI
FLIGHT DATA K LO
FUEL FLOW RECORDER
4
6
8 TRANSMITTER L
FF
2 PPH x 100 10 M
N
0 12
NOTES P
Engine no. 1 indicating system shown, R
engine no. 2 system similar.
PUSH�TO�TEST
Ident code is 7331. FUEL FLOW
FTSD37300a_012
PUSHBUTTON
INDICATOR
INDICATOR FUEL FLOW
Fuel Flow Pressure warning Electrical Schematic
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FUEL TEMPERATURE INDICATION SYSTEM
GENERAL
The fuel temperature indicating system for the fuel feed systems of The indicator dial is marked FUEL TEMP with the two separate half
both engines consists of temperature transmitter for each engine scales marked in degrees C and graduated from −40 to +80
connected by electrical wiring to a dual indicator which serves both degrees, with major graduations increments of 20 degrees and
engines. minor graduations in increments of 5 degrees. The scale is provided
with a green arc from + 11 to +57 degrees with a red limit mark at
FUEL TEMPERATURE TRANSMITTER 57 degrees, yellow arc −40 to +11 degrees.
A fuel temperature transmitter is located in an engine supplied tap− In the event of indicator power supply failure, the pointer(s) of the
ping upstream of the engine driven pump. The transmitter is a stan− affected circuit(s) move off scale below −40 degrees.
dard electrical resistance type component, in which resistance
varies in direct proportion to sensed temperature.
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 associ−
ated transmitter. The circuits are separately powered from the
28VDC essential buses, circuits for engine No. 1 from the left bus
and circuits for engine No. 2 from the right bus.
Lighting for the indicator is from the 5VDC lighting system.
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.
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5V DC LIGHTING A
FUEL TEMP REFER TO B
ENG 1 (N4) CHAPTER 33
28V DC
L SECONDARY 5 C
BUS D POWER GND
ENG 1 E CASE GND
B F TEMP SENSOR
A G INPUT 1
2 9811�GS15
TEMPERATURE
TRANSMITTER H
FUEL TEMP
80 80 ENG 2
1 2 B J TEMP SENSOR
40 40
A K INPUT 2
2 9811�GS15 FUEL TEMP L
0 0 TEMPERATURE ENG 2 (E4)
28V DC M
TRANSMITTER N
R SECONDARY 5
�40 �40 1 BUS P POWER GND 2
C C NOTES R
1 Ground within 60 in. (150 cm.) of temp bulb.
RANGE MARKS: FUEL
GREEN ARC +11 C TO +57 C 2 9811�GS15 is located on the top ground bracket TEMPERATURE IND
FTSD37300a_013
YELLOW ARCS�40 C TO +11 C on the left side of engine flange

‘C’.
RED LIMIT MARK AT 57 C
A
A
F u e l Te m p e r a t u r e I n d i c a t i n g E l e c t r i c a l S c h e m a t i c
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ENGINE AIR SYSTEM INTERNAL AIR SYSTEM
GENERAL Air from the low−pressure (P2.5) and high−pressure (P3) compres−
sors is used for sealing bearing cavities, to assist oil scavenging,
Air from the engine compressors is used to supply the aircraft air and for internal engine cooling. Bleed air is also used in the fuel
conditioning system and the airframe deicing system Tappings for control system and propeller overspeed governor.
the foregoing services are provided at the high pressure compres−
sor discharge designated P3 and a second from between the high Labyrinth seals are used throughout the turbomachinery to seal
and low compression stages designated P2.5. bearing cavities and other areas of the engine. A labyrinth seal is a
circumferentially multigrooved ring in a close fitting plain ring : either
The aircraft systems operate during idle on P3 flow with automatic one or both may rotate. Air pressure (P2.5 or P3), which is higher
changeover to P2.5 following engine acceleration. Changeover is than cavity pressure or the pressure in the area to be sealed,
accomplished by a shut−off valve of the air conditioning system, undergoes a gradual pressure drop as it travels in and out of the
which shuts off P3 flow when engine acceleration has built−up P3 seal grooves. When sealing pressure is equal to the opposing pres−
pressure to a pre−determined value. sure, flow in either direction is stopped.
Air introduced into the nacelles is used to cool and ventilate the A switching valve located in the inter compressor case, provides
nacelle zones, the installed engine and accessory components, adequate air supply during starting by directing P3 air to areas nor−
which include the power plant accessories. The zones are designat− mally pressurized by P2.5 (during initial start−up, P3 is the only
ed Zones 1, 2, 3, 3A, 4 and 5. pressurized air available). The valve assembly consists of inner and
outer housings, a piston, valve, spring, and adjusting washers
Zones 1, 2 and 3 which are designated fire zones are protected by retained by a cover.
a fire detection and extinguishing system.
During starting, P3 air flows via a transfer tube into the housing and
Zones 3A, 4 and 5 are areas in proximity to the designated fire piston chamber. From the chamber it passes through slots into the
zones which require air circulation for ventilation and cooling. All inter compressor case. The air then passes through an external line
zones are equipped for drainage of fluids. to the rear inlet case. As P2.5 pressure increases, it overcomes
spring and atmospheric pressure to move the piston and stop and
replace the flow of P3 air.
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ANNULUS ZONE 1 OUTLET

TAIL (ZONE 1
OUTLET) ZONE 1
PIPE AA
ZONE 3 AIR INLET
OUTLET
FLEXIBLE
HOSE
ZONE 2
AIR
SHROUD DC STARTER
GENERATOR
BA
B
CROSS SECTION ZONE 4 COOLING
AA
(TYPICAL) OUTLET
OUTLET
SHROUD PROPELLER
SPINNER
ZONE 4
LEFT CENTER PANEL AIR INLET FLEXIBLE
(SEE SHEET 2) HOSE
ZONE 3A
AIR INLET
LEGEND (SEE SHEET 2)
Inlet air.
AIR INTAKE ZONE 2
BYPASS DOOR INLET AIR
Exhaust air. OIL
COOLER TOP FRONT
NOTE COWL FW
D
Right (no. 2) nacelle shown. NACELLE TOP
(TYPICAL BOTH
FTSD207500a_005
Left (no.1) nacelle similar STRUCTURE

NACELLES) except as shown.
BA
B
N a c e l l e Ve n t i l a t i o n a n d C o o l i n g
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INTERNAL AIR SYSTEM Cont.
Air from the switching valve is delivered through external and inter− P3 air taken from around the combustion chamber liner cools :
nal transfer tubes to the inside of the power turbine shaft. Holes in
the shaft direct air to the seal of the No.2 bearing. The air is vented • The HP turbine vane ring and LP turbine stator. Air enters each
through the accessory gearbox. vane or stator through a slot in the top and exits through slots in
the trailing edge. The inner and outer platforms are also cooled.
The seals of the No.3 and No.4 bearings are pressurized by air
from the switching valve via internal passages. The No.4 bearing • The HP and LP turbine discs. Air supplied by internal nozzles,
seals are pressurized manly by P2.5 air taken from the HP impeller positioned forward of the HP turbine disc, cools the front and
inlet. The air pressurizing these cavities is also used to assist oil rear faces. Routing is provided by holes in the disc and metering
scavenging. annuli in the static components.
The No.5 bearing cavity and seals receive air from the switching • The HP turbine blades. Air passes through holes in the HP
valve chamber via an internal passage. This air also helps with oil tur− bine disc front cover, along the bottom of the disc fir−tree
scavenging. Some P3 air is vented inboard to enable P2.5 air to serrations into slots in the blade roots. After passing through the
enter this cavity. blades, the air exits through slots in the trailing edge and at the
tip.
Air for sealing and pressurizing No.6 and No.7 bearing cavities is
obtained from holes in the power turbine shaft and stub shaft. The Air from the end of the power turbine shaft cools :
bearing cavity is vented by an internal transfer tube through the tur−
bine support case (flange K) and through an external pipe into the • The front and rear faces of the first−and second stage power tur-
accessory gearbox. bine discs and the No.6 and No.7 bearing housing. It also seals
the bearing cavity.
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INTERCOMPRESSOR CASE
P2.5
TO REAR
INLET CASE
P 2.5
FTSD207100a_050
(AT 40-45% NH )
A i r S w i t c h i n g Va l v e
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ENGINE IGNITION SYSTEM
GENERAL
The ignition system for each of the two engines consists of one igni− With IGNITION 1 switch on the ENGINE START panel selected to
tion exciter and two spark igniters, joined by electrical cables. NORM, AUTO on post Modsum 8Q100813 aircraft, a supply circuit
These components are supplied as part of each engine assembly. to engine No. 1 ignition exciters is armed. Positioning the start
The ignition exciters of each engine are controlled by aircraft electri− select switch at SELECT 1 turns on the SELECT Light and arms a
cal circuits to provide ignition during the start cycle or continuous lighted START push switch.
ignition, as required. Each circuit consists of an ignition switch and
a contact of the corresponding start control relay, connected by Pressing the START push switch completes circuits to initiate the
electrical wiring to the associated ignition exciter. start sequence for engine No. 1, during which, start control relay
8011−K4 energizes to complete a circuit to power the associated
Ignition for engine starting is controlled by engine start control cir− ignition exciters. The exciters operate to supply ignition for the two
cuits with the ignition system in the normal mode. On aircraft with spark igniters for engine No.1.
Modsum 8Q100813 included engine starting is controlled with the
ignition switch in the auto mode.
The ignition circuits are powered by 28VDC from the essential

buses, engine No. 1 circuits from the left bus and engine No. 2 cir−
cuits from the right bus.
IGNITION SWITCHES
The ignition switches are mounted on the ENGINE START panel on

the overhead console in the flight compartment.
Each switch is a two pole toggle switch marked OFF− NORM−MAN−

UAL. On aircraft with Modsum 8Q100813 included the ignition
switches are marked OFF−AUTO−MANUAL. In the center NORM,
AUTO on post Modsum 8Q100813 aircraft, position the switch arms
the interlock circuit to the associated start relay contact. In the
MANUAL position, the switch connects the associated ignition
exciters to the 28VDC essential bus.
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A2 A3
A1
C2 C3
TO GCU 1 1 3 4 6
C1
CONTROL
B2 B3 CIRCUITS 2 5
(CHAPTER 80) OFF MANUAL
B1
A B
TO GCU 1 NORM
TO TIME X2 X1 START ENG 1 #1 3
DELAY RELAY CONTROL IGNITION ENGINE 1
(CHAP 80) START CONTROL EXCITER IGNITION
ENG 2 RELAY 8011 K4 SWITCH S1
1 ENG 1
4 6 7 2
IGN (J5)
SPARK IGNITER
ENG 5 ENGINE 1
5 START SELECT
2
(M5) START SELECT 28 VDC
1 3 SWITCH
HOLD
2
2 L ESS BUS
28 VDC
R ESS BUS ENG 1 7 8
B3
B2
B1
TO GCU 2
C2 C3 CONTROL
CIRCUITS
C1 (CHAPTER 80)
A2 A3
A1
TO START PUSH X2 X1 TO GCU 2 ENGINE 2
SWITCH AND
SELECT LIGHT
START
CONTROL
22 IGNITION
SWITCH S2
(CHAPTER 80) START CONTROL
RELAY 8011 K5 1 3 4 6
NOTES
2 5
1. Code is 7411 unless otherwise OFF MANUAL
indicated. TO GCU START,
TERMINATE COMMON NORM
CIRCUIT (CHAP 80)
2. Ignition switch internal mechanisms A B
33
operate in opposite direction to ENG 2 #1
FTSD207400a_001
movement of toggle IGNITION

EXCITER
ENG 2
3. Ignition switch label 'NORM' changed to
1
7 2
IGN (L5)
'AUTO' on modsum 8Q100813 aircraft.
SPARK IGNITER 28 VDC
ENGINE 2 R ESS BUS
Engine Ignition Schematic
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ENGINE IGNITION SYSTEM Cont’d
When the start is terminated by a signal from the associated gener−

ator control unit (GCU) start relay 8011−K4 deenergizes to remove
power from the exciter.
NOTE
Continuous ignition is terminated by selection of the ignition switch
to NORM, AUTO on post Modsum 8Q100813 aircraft, or OFF to
remove power from the ignition circuit.
On aircraft with Modsum 8Q100813 included an auto relight system

is armed when IGNITION 1 switch on the ENGINE START panel is
selected to AUTO. If, during engine operation, the NH speed falls
below 60% a switch in the NH indicator closes. This switch causes
power to be supplied to the ignition circuit.
While the NH speed remains below 60% the ignition circuit is pow−
ered and the spark igniters operate continuously. When the engine
speed increases to above 60% the Nh indicator switch opens and
causes power to be removed from the ignition circuit. This function
of the AUTO ignition switch selection is disabled when the condition
lever is in the FUEL OFF position.
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A2 A3
A1
C2 C3
TO GCU 1 1 3 4 6
C1
CONTROL
B2 B3 CIRCUITS 2 5
(CHAPTER 80) OFF MANUAL
B1
A B
TO GCU 1 NORM
TO TIME X2 X1 START ENG 1 #1 3
DELAY RELAY CONTROL IGNITION ENGINE 1
(CHAP 80) START CONTROL EXCITER IGNITION
ENG 2 RELAY 8011 K4 SWITCH S1
1 ENG 1
4 6 7 2
IGN (J5)
SPARK IGNITER
ENG 5 ENGINE 1
5 START SELECT
2
(M5) START SELECT 28 VDC
1 3 SWITCH
HOLD
2
2 L ESS BUS
28 VDC
R ESS BUS ENG 1 7 8
B3
B2
B1
TO GCU 2
C2 C3 CONTROL
CIRCUITS
C1 (CHAPTER 80)
A2 A3
A1
TO START PUSH X2 X1 TO GCU 2 ENGINE 2
SWITCH AND
SELECT LIGHT
START
CONTROL
22 IGNITION
SWITCH S2
(CHAPTER 80) START CONTROL
RELAY 8011 K5 1 3 4 6
NOTES
2 5
1. Code is 7411 unless otherwise OFF MANUAL
indicated. TO GCU START,
TERMINATE COMMON NORM
CIRCUIT (CHAP 80)
2. Ignition switch internal mechanisms A B
33
operate in opposite direction to ENG 2 #1
FTSD207400a_001
movement of toggle IGNITION

EXCITER
ENG 2
3. Ignition switch label 'NORM' changed to
1
7 2
IGN (L5)
'AUTO' on modsum 8Q100813 aircraft.
SPARK IGNITER 28 VDC
ENGINE 2 R ESS BUS
Engine Ignition Schematic
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ENGINE EXHAUST
GENERAL
The shroud assembly, constructed in three sections, front, center The lower half shroud in each nacelle is provided with a trough to
and rear, concentrically surrounds the exhaust jet pipe throughout collect water, that is expelled overboard through drain lines and
its length. Extending from the nacelle sloping firewall at Station drain fittings in the nacelle skins. The drain fitting for the left nacelle
XN127.5, it forms a fireseal and ventilation area. Ventilation is pro− is located in the outboard skin, and for the right nacelle, in the
vided by passing air through the annulus. Protection is provided by inboard skin.
a fire detection and a fire extinguishing system.
The exhaust jet pipe, constructed in three sections, forward, center,

and rear, are joined at the V flanges and held together by fail safe
couplings (V bands). Each pipe section is encased in an insulation
blanket, reducing heat transfer to cooling air flow through the annu−
lus. Separate flange blankets laced in position are provided for cov−
ering the joint couplings.
The rear shroud section is bolted at the front on each side to the
nacelle structure, and at the rear is supported by trunnion assem−
blies, each consisting of a trunnion bracket and a trunnion. The
trunnion brackets are located on the inner surface of dished sec−
tions in the shroud and bolted through the shroud to the nacelle
structure.
The shroud center section is constructed in upper and lower halves,

joined longitudinally by ’T’ bolt/strap assemblies. The split shroud,
along with an access panel and a cover on the nacelle, facilitate
installation of the exhaust tail pipe sections and the front and rear
shroud sections.
Joints between the center shroud and the adjoining shroud sections
are provided with radial seals. On aircraft incorporating SOO 8103,
heat transfer from the center shroud upper half is reduced by an
insulation blanket.
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HYDRAULIC
STARTER GENERATOR PUMP NOTE
AND COOLING DUCT 1 Components supplied with engine.
FWD
For details refer to Engine
Maintenance Manual.
FUEL FLOW 1
TRANSMITTER
FUEL COOLED
OIL COOLER
1 IGNITION
ENGINE AIR
EXCITER EXHAUST SHROUD EXHAUST EXHAUST
INLET
PART VIEW TRUNNION
RIGHT SIDE OF POWER PLANT
FTSD207100a_002
OIL COOLER ENGINE EJECTOR EJECTOR LINE TO

DRAINS UNIT OVERBOARD
Power Plant General
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JET PIPE ASSEMBLY
The front section of the exhaust jet pipe is attached to the engine
exhaust casing by an articulating joint, formed by an adapter ring
bolted to the engine exhaust casing and a coupling.
Mod 8/1364 aircraft the forward jet pipe ring has been redesigned to
include a flange which prevents deformation of the ring and allevi−
ates interferance between the jet pipe and adaptor ring during nor−
mal engine operation.
The rear section of the exhaust jet pipe is supported by the trun−
nions bolted to the nacelle structure through the rear shroud; bear−
ing tracks on each side of the exhaust jet pipe engauge the trun−
nions. This arrangement permits movement to compensate for jet
pipe flexing and expansion due to heat.
On Pre Mod 8/1125 aircraft stop pins through the trunnion bearing
tracks limit rearward movement of the jet pipe. On aircraft embod−
ing Mod 8/1125, a bracket secured to the trunnion bearing track lim−
its rearward movement of the pipe. A lanyard attached to the rear
jet pipe and shroud, provides an assist in the removal and installa−
tion of the jet pipes.
The center section is attached at V flanges using index holes for

installation alignment. The front and rear sections are jointed to cen
ter section by fail−safe couplings (V bands).
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D SHROUD
SUPPORT
STRUT
C
C
B
B
A
D
SHROUD
FRONT
SECTION
FW
D
NACELLE
SHROUD
"T" BOLT/STRAP BB STRUCTURE
ASSEMBLY
FRONT
SECTION NACELLE SKIN
OUTBOARD LEFT INSULATION
(INBOARD RIGHT D
NACELLE) FLANGED
PLATE TRANSITION
SECTION
TRANSITION
DRAIN FITTING JOINT
RIGID LINE
DRAIN
SHROUD FITTING
CENTER E
SECTION
DRAIN FLEXIBLE
TROUGH DRAIN
C
C LINE
VIEW LOOKING AFT
FTSD207100a_051
ON LEFT HAND NACELLE

SHROUD
NACELLE FRONT
NACELLE SLOPING SECTION
STRUCTURE FIREWALL
Engine Exhaust
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ENGINE FUEL CONTROL AIRFRAME SYSTEMS AND COMPONENTS
GENERAL Airframe systems and components integrated with the engine fuel
and control components include:
A separate fuel and control system is provided for each engine.
Each system is identical and consists of components supplied as • Electrical system − Power supply and input and control signals to
part of the engine and aircraft components and systems installed on the ECU.
the engine and in the airframe. • Fuel system − Flexible hoses and rigid lines for engine fuel feed
supply and motive flow return and rigid lines for engine drains.
ENGINE COMPONENTS Power control lever system − Power lever angle (PLA) inputs tp
HMU (mechanical) and equivalent electrical signals to ECU via
Fuel and control components supplied with the engine include a HMU−mounted potentiometer.
hydromechanical fuel control unit (HMU) and engine−driven fuel • Condition control lever system − Condition lever angle (CLA)
pump, an electronic control unit (ECU), a fuel heater/filter installa− inputs to HMU (mechanical) and by means of limit switch circuits
tion, a 74 micron filter and bypass differential pressure switch, an to the associated ECU.
overspeed governor and pump (pneumatic section only) and a fuel • A fuel flow transmitter connected into piping runs supplied as
delivery system. part of the engine fuel system.
• On Mod 8/0771 aircraft, wire connectors at engine firewall and
The fuel delivery system includes fuel manifolds, fuel nozzles (injec− wing roots are water proofed by shrinkable connector boots.
tors), drain valves, a fuel flow divider and dump valve and neces−
sary piping. A fuel low pressure switch and a fuel temperature
transmitter are located downstream from the fuel heater/filter.
Sensors supplied with the engine are connected to the ECU to pro−
vide pneumatic and electrical signals, as appropriate, proportional to
engine total inlet pressure (Po), (pneumatic signal), engine inlet
temperature (To), (resistance signal) and pressure altitude (PAmb)
by means of an open pipe sensing nacelle pressure.
Magnetic pick−ups (speed sensors), one sensing high pressure

compressor rotor speed (Nh) and the other sensing propeller speed
(Np), provide ac signals proportional to speed to the ECU.
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ELECTRONIC CONTROL SYSTEM (ECU)
An electronic control unit (ECU) is mounted at 9 o’clock on the front Manual Signals (Panel−Mounted Selectors and Switches)
inlet case of each engine and is provided as part of the basic The following controls are connected to ECU control circuits by
engine assembly. electrical wiring:
Each ECU receives inputs representing selectable control modes, Mode selector, located on engine instrument panel. Alternate action
and inputs from transmitters and sensors on the associated engine. switch, one provided for each ECU. The switches are each
The transmitters and sensors provide signals equivalent to engine equipped with two lenses, one marked ON, the other MANUAL. The
high pressure compressor rotor speed (Nh) and ambient conditions lens lamps are connected into the Advisory Lights Dim & Test cir−
to the associated ECU.. A torque sensor provides a torque signal to cuits. Pressing the non illuminated lens initiates the light and circuit
its associated ECUl. changeover.
Circuits in each ECU compute the incoming signals, to provide an Mod 8/1688 connects an additional 28VDC power source to ENG 1
output signal which positions an indicator on the appropriate engine and 2 ECU MODE selector switches 7611−S3/S4 and condition
torque indicator to suit conditions relative to pressure altitude lever limit switches 7611−S7/S8 (Np underspeed fuel governing can−
(PAmb), inlet total temperature (To) and inlet total pressure (Po). cel circuits). Dual power sources ensure correct operation of ECU
Circuits in the ECU monitor Nh speeds and at a predetermined mode switch indicating and Np underspeed fuel governing cancel
speed, below the idle setting (approximately 30% Nh), turn on the circuits in the event of an open ECU circuit breaker (mod 8/0233
ECU, which then assumes its engine fuel control functions. aircraft only)
In addition to control functions, circuits in the ECU continuously

monitor input signal circuits and its own internal circuits. Input sig−
nal faults are indicated by #1 or #2 ENGINE MANUAL caution light,
as appropriate, in the flight compartment and the affected ECU
goes into reversion In the event of ECU internal circuit faults, the
ECU is shut down automatically by internal test circuits and goes
into reversion. The fault is indicated by the same caution light and
by a flag marked ECU FAULT on the engine condition panel.
The term reversion means that engine fuel control by the ECU
changes over to fuel ’control’ only by the HMU, in response to
power lever angle (PLA) setting. Each ECU monitors its associated
engine control system for system faults.
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FTSD207100a_052
Engine Electronic Control
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ELECTRONIC CONTROL SYSTEM (ECU) POWER LEVER ANGLE (PLA)
The ENGINE ECU rating selector, common to both engine 1 and • Voltage signal from HMU potentiometer proportional to lever
engine 2 control systems, is located on the engine instrument panel. movement . Switching signal from power lever limit switch
The selector is a rotary switch with two selectable positions, TOP • Selects HMU enriched fuel schedule with power lever positioned
(take off power) and NORM. above FLT IDLE plus 28 degrees (HMU enrichment solenoid
de−energized) in conjunction with ENGINE ECU rating selector.
Deck C provides a ground to energize the HMU enrichment sole− Condition lever angle − Switching signals from condition lever
noid valve when ENGINE ECU rating selector is at NORM. When limit switches
selected to TOP, one ground circuit to the enrichment solenoid • ’Np underspeed fuel governing cancel’ and ’quiet taxi’.
valve is removed.
NOTE:
Deck D (Mod 8/0295), arms circuits to the take−off warning horn Mod 8/1688 aircraft. Condition lever limit switches 7611−S7/ S8 (Np
when one or both power levers are selected above FLT IDLE + 28 underspeed fuel governing cancel circuits) are connected to an
degrees and weight is on the main landing gears. With rating additional 28VDC power source to ensure correct operation in the
selector at TOP, the circuit to the horn is open. event of an open ECU circuit breaker
On Mod 8/0886 aircraft, the switch is provided with two decks A and
B. When rating selector is selected at NORM, deck A provides a
ground to energize the HMU enrichment solenoid valve. When
selected to TOP, one ground circuit to the enrichment solenoid
valve is removed. Deck B provides a ground for Mod 8/0295 when
selected at NORM.
ELECTRICAL SIGNALS − AIRFRAME ORIGINATED
Engine Trim Switch, located on the side of pilot’s side console is

used for matching engine speeds in terms of PLA. This switch is
normally covered by a panel secured by Velcro tape and is provided
for ground adjustment only.
Fail fixed test switch, located adjacent to engine trim switch is used
to simulate an ECU fault condition, engine No. 1 or engine No. 2
during ECU fail fixed ground test.
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FTSD207100a_052
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ELECTRICAL SIGNALS OVERTORQUE RELAYS
PROPELLER FEATHER CONTROL The overtorque relays (7712−K5 engine No. 1 and 7712−K4 engine
No. 2) are mounted on relay panel No. 1 in the cabin. The relays
− Power ’uptrim’ signal from relay 6121−K11 (left engine) or 6121− are powered from the 28 VDC essential buses.
K10 (right engine) to opposite engine ECU, during propeller aut−
ofeather or engine overtorque with autofeathering selected − Power Each relay is connected into the overtorque sensing circuit of the
’uptrim’ signal from feather solenoid valve control circuit to opposite associated engine torque indicator. In the event of engine over−
engine ECU when circuit energized. Np underspeed fuel governing torque a circuit to ground is completed by the overtorque relay in
cancel signal to ECU of engine with feathering propeller from relay the indicator. The associated overtorque relay energizes to relay an
7712−K5 and 7712−K4 to ECU of overtorque engine. ’Np underspeed fuel governing cancel’ signal to its associated ECU
and when autofeather is selected a ’power uptrim’ signal to the
PROPELLER ALTERNATE FEATHER/UNFEATHER appropriate engine ECU through the associated power uptrim relay.
CIRCUITS
’Np underspeed governing cancel’ signal to ECU of engine with

feathering propeller. Power ’up−trim’ signal to opposite engine ECU
when feather solenoid valve of feathering propeller energized. (refer
to Chapter 61).
HIGH PRESSURE COMPRESSOR
(NH) overspeed test − Signals from over−speed test switch during

overspeed test.
ECU Reset During high pressure compressor overspeed testing

the ECU is locked out and must be reset in order to return the
engine to automatic control. ECU reset is accomplished by a time
delay relay, which interrupts the power supply momentarily following
release of a test switch.
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FTSD207100a_052
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TORQUE SIGNAL CONDITIONER UNIT
The TSCU is mounted on the left side of the fron inlet case. The
TSCU has two circuit boards and three electrical connectors. It
operates on 28 VDC and receives torque signals from a sensor
mounted on the engine and the torque signals from the second
engine. In turn, it sends torque signals to the second engine.
The torque shaft characterization plugs have connectors on the

base of the TSCU. The plugs contain links, which are set up during
the calibration of the torque shaft and the testing of the engine. The
purpose of the links is to bring the torque shaft signals to a nominal
value to compensate for any differences due to material inconsis−
tency and machining tolerances of the torque shaft.
In the event of an engine failure, the failed−engine TSC initiates,

through a relay, autofeathering cancels NP underspeed fuel govern−
ing of the failed engine. In addition, the relay signals the ECU of
the second engine in increase power (uptrim) to compensate for the
failed engine and isolates the second−engine TSC to disable the
autofeather system. This ensures that both engines cannot be
feathered at the same time.
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Torque Signal
Conditioner
Unit TSCU
FTSD207100a_053
To r q u e S i g n a l C o n d i t i o n e r U n i t L o c a t i o n
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ENGINE FUEL SUPPLY FUEL HEATER UNIT
GENERAL The fuel heater unit consists of a filter and a fin−type heater in two
integral housings and a fuel temperature and sensing port.
Fuel is directed from the tanks along the wing front spar (Sta. XN−
127.50) to the engines by fire resistant flexible hoses, and rigid lines The 74−micron filter has a 1.5−psid switch which warns of impending
,which carry fuel feed to the engine and fuel high pressure motive fuel bypass. In the event of impending filter blockage, the detector
flow from the engine to the appropriate left or right wing tank. is actuated, and a red flag appears on the engine condition panel in
the right wheel well. The filter has a 3.0−psid actual bypass feature
The motive flow fuel line for each tank is routed between a shroud to endure adequate fuel flow to the engine even though the filter is
installation on the appropriate wing front spar and a motive flow out− blocked.
let fitting on the engine−mounted hydro mechanical unet (HMU). Fuel
feed for the corresponding engine is routed between the same The heater housing is divided into two sections. Turbomachinery
shroud installation and an inlet fitting on the engine−mounted fuel lubrication oil flows through one section to transfer heat to the fuel
filter and heater. in the other section. This helps prevent the formation of ice in the
fuel. A thermal sensor in the fuel section operates a valve which
An engine fuel low pressure switch is installed in the fuel manifold regulates the oil flow to maintain the fuel temperature between 11
between the fuel heater/filter and the fuel pump inlet of each engine. and 43 degrees C.
The switches sensing pump inlet pressure are connected into FUEL
PRESS caution lights circuits.
An engine fuel temperature transmitter is installed in the fuel mani-

fold adjacent to the engine fuel low pressure switch. The transmitters
sensing fuel delivery temperature from the fuel heater/filter of each
engine are connected into fuel temperature indicating circuits.
A pressure switch in each engine fuel pump outlet filter housing is

connected, one to No. 1 FUEL FLTR BYPASS (engine No. 1) and
one to No. 2 FUEL FLTR BYPASS caution lights. In the event of
impending fuel filter bypass, normally caused by blockage, the appro
priate caution light comes on in the flight deck.
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HEAT EXCHANGER
AND VALVE BODY
FUEL IN
FUEL OUT
OIL OUT
PRESSURE
DIFFERENTIAL OIL IN
THERMAL SWITCH
ELEMENT
FUEL FILTER
FUEL
OUT
VALVE
COMPRESSION
SPRING
VALVE
SLEEVE
FUEL
IN OIL
OUT
OIL
FTSD37300a_003
FUEL IN
FILTER
Fuel Heater Component Details
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FUEL PUMP UNIT FUEL PUMP
GENERAL The fuel pump is a positive displacement assembly with a single

stage, matched pair of spur gears. Output capacity is from 100 psi
The fuel pump unit is mounted on the upper forward face of the (148 pph) at 6% Nh to 665 psi (2,720 pph) at 100% Nh.
rear inlet case and is driven by the accessory gear. The unit con−
tains a motive flow pump, self relieving filter, fuel pump, and pump PUMP OUTLET FILTER
outlet filter.
The filter is part of the fuel pump unit and is used for the final clean−
MOTIVE FLOW PUMP ing of the fuel before being delivered to the MFC. It is a 10−micron,
cleanable filter and is checked every 100 hours and replaced every
To maintain fuel inlet pressure, a small amount of fuel is returned 600 hours.
from the MFC to the inlet side of the pump unit through an ejector
nozzle positioned ahead of the main inlet. The flow from the ejector A differential pressure switch is provided for the fuel pump outlet fil−
causes a depression upstream of the main inlet (motive flow) and ter of each engine. The switches, located in the filter covers, are
draws fuel into the inlet port. It also aids in preventing pump cavita− connected by wiring to the #1 and #2 FUEL FLTR BYPASS caution
tion. lights in the cockpit.
SELF RELIEVING FILTER
The self relieving filter (SRF) is a 74−micron filter which, when

blocked at 1.3 psid, lifts from its seat to allow the fuel to bypass the
filter. The filter can be cleaned and is checked at regular inspection
cycles, but it has no external indication of a blocked or bypassed
condition.
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MOTIVE FLOW
HEATED OIL
INLET OUTLET
FUEL FILTER HMU
OUTLET
FUEL FILTER
HEATER
BYPASS
MOTIVE� SELF� PUMP BYPASS
FLOW RELIEVING
PUMP SCREEN
IMPENDING
BYPASS SWITCH
FUEL PRESSURE FUEL TEMP IMPENDING

SENSING PORT PORT BYPASS
SWITCH
FLOWMETER
FLOW
DIVIDER
LEGEND
Inlet pressure. FUEL MANIFOLD
DUMP
Pump delivery pressure. DRAIN
VALVE
Metered fuel flow.
Bypass fuel.
Drain fuel. PRIMARY AND
FTSD37300a_002
Cooling oil. SECONDARY

FUEL NOZZLES
Fuel System Schematic
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OPERATION
ENGINE FUEL FEED AND MOTIVE FLOW
At engine starting the engine−driven fuel pump draws fuel from the
appropriate wing tank, through the fuel feed line and a 74 micron fil−
ter of the fuel heater and filter assembly. Initially, with the fuel sup−
ply from the HMU shut off during motoring, the pump output is by
passed and the related No.1 or No. 2 ENG FUEL PRESS caution
light is on, sensed by the fuel low pressure switch.
After fuel light−up and engine acceleration past a predetermined

high pressure compressor rotor speed (Nh) below flt idle speed,
motive fuel flow is directed through the motive flow lines providing
the necessary flow to operate the boost ejector pump and three
scavenge ejector pumps in the appropriate wing tank.
The output of the boost ejector pump augments the existing engine
fuel feed supply and the fuel pressure caution light goes out. In the
event of low fuel pressure downstream of the fuel heater/filter, the
fuel pressure caution light stays on. The AC powered auxiliary
pump for the particular tank can be started by manual selection.
The 74 micron filter is equipped with a differential pressure detector;
in the event of filter impending blockage, the detector is actuated
and a red flag is indicated for the appropriate engine on the engine
condition panel.
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MOTIVE FLOW
HEATED OIL
INLET OUTLET
FUEL FILTER HMU
OUTLET
FUEL FILTER
HEATER
BYPASS
MOTIVE� SELF� PUMP BYPASS
FLOW RELIEVING
PUMP SCREEN
IMPENDING
BYPASS SWITCH
FUEL PRESSURE FUEL TEMP IMPENDING

SENSING PORT PORT BYPASS
SWITCH
FLOWMETER
FLOW
DIVIDER
LEGEND
Inlet pressure. FUEL MANIFOLD
DUMP
Pump delivery pressure. DRAIN
VALVE
Metered fuel flow.
Bypass fuel.
Drain fuel. PRIMARY AND
FTSD37300a_002
Cooling oil. SECONDARY

FUEL NOZZLES
Fuel System Schematic
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HYDROMECHANICAL METERING UNIT (HMU) COMPRESSOR DISCHARGE PRESSURE (PC) SENSOR

AND SERVO
COMPONENTS
The PC servo consists of two bellows: one evacuated and the
HIGH−PRESSURE RELIEF AND EJECTOR VALVE other open to fuel pressure. The bellows provide a force propor−
tional to P3 on a lever controlling two flapper valves to give and
The high−pressure relief and ejector valve limits fuel inlet pressure increase in fuel flow when P3 increases. A combines sleeve valve
to a predetermined (set) value. It is spring−loaded closed. When and servo piston is connected to the lever by a spring. Valve posi−
the set pressure is exceeded, the valve opens and allows fuel to be tion is controlled by inlet fuel pressure being opposed by servo
routed back to the pump inlet. The ejector portion of the valve pressure (pressure of fuel which passes through a nozzle located in
operates when the spring−loaded−closed valve opens and allows the servo piston) plus spring pressure. The flapper valves bleed
fuel to bypass to the motive−flow scavenge and boost pumps. This servo pressure to alter sleeve valve position and fuel flow to the
occurs at approximately 40% rpm during engine starting. HMU outlet.
PRESSURE−REGULATING VALVE MINIMUM PRESSURE VALVE
The pressure−regulating valve maintains a set pressure differential This spring−loaded−closed valve at the HMU outlet allows fuel to
across the torque motor flapper valve. Excess fuel is returned to flow to the flow divider when fuel pressure overcomes spring pres−
the fuel pump motive−flow ejector. sure. At engine starting, the valve ensures that a minimum pres−
sure exists for correct operation of the pressure−regulating valve.
MOST SELECTOR VALVE When the condition level is in the FUEL OFF position, high−pressure
fuel is diverted to the spring side of the valve, stopping fuel flow to
The pressure−regulating valve senses and controls the pressure the fuel divider and dump valve.
drop across control circuits within the HMU through the most and
least selector valves. The most selector valve is located between
the enrichment solenoid and the torque motor flapper valve and ops
to the grater of two incoming pressures, closing the path of the
lower pressure.
POWER LEVER VALVE
The power lever valve is a rotary vale in a sleeve with fuel circuit
windows. Movement of the valve varies the size of the windows
and determines the flow rate though the valve.
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FTSD207300a_057
HMU
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TORQUE MOTOR
The torque motor receives signals from the engine electronic control
to operate a flapper valve. This valve modulates the fuel flow from
the pressure−regulating valve.
ENRICHMENT SOLENOID
When the power lever is set above idle, the enrichment solenoid
protects against severe power loss in the event of an electronic
control system failure. In this event, the solenoid ensures that the
power will not fall below 50%.
POTENTIOMETER
The potentiometer is attached to the power lever valve and moves

with the valve to signal the power lever angle to the electronic con−
trol system.
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FTSD207300a_057
HMU
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OPERATION
Engine fuel control for each engine is provided by engine−mounted Provision is made in the engine control systems, so that autofeather
control systems, each consisting of a hydromechanical fuel control of one propeller results in the automatic power ’uptrim’ (increased
unit (HMU), an electronic control unit (ECU) and the pneumatic sec− fuel schedule) of the opposite engine to supply a source of reserve
tion of an overspeed governor. power. Provision is made for automatic power ’up−trim of the oppo−
site engine in the event of alternate feather of one propeller (manual
The main control modes in which the fuel control systems operate selection).
are manual and normal. In the manual mode, the HMU operating
alone provides essential fuel control for safe operation in the A ’quiet taxi’ mode can be selected by moving the condition lever of
absence of control of fuel scheduling by the ECU. each engine control system to the MIN RPM position. In this mode
propeller speeds remain constant (785 RPM) in response to power
MANUAL CONTROL lever movement in the reverse range.
Manual fuel control is relative to power lever angle (PLA) and condi−
tion lever angle (CLA) settings, applied mechanically by the associ−
ated power lever and condition lever of the engine control system to
the HMU.
The PLA settings provide fuel demands, while CLA setting provides
for fuel on/off control. The manual operating mode provides all
requirements for engine operation, but does not provide automatic
control functions associated with ECU control.
ELECTRONIC CONTROL
Electronic control is by the ECU, with a basic setting in the form of a

voltage signal equivalent to PLA. Required fuel scheduling is met by
controlling the position of the HMU torque motor.
Following receipt of the basic setting, circuits in the ECU compute

input signals and control the HMU by means of a voltage signal to
position the HMU torque motor and obtain the required fuel sched−
ule.
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FTSD207300a_057
HMU
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BETA OPERATION HMU ENRICHMENT SOLENOID VALVE CONTROL
In propeller operating ranges below the cruise range to full reverse, The HMU enrichment solenoid valve is controlled by aircraft circuits
propeller blade angle is controlled in response to PLA mechanical to provide the required fuel schedule to suit conditions for normal
input to a propeller control unit (PCU), with fuel governing by the running and shutdown, take off, and ECU fault.
ECU. In this mode, the ECU provides a fuel schedule above that
demanded by PLA to maintain propeller speed (Np) above a critical
level by means of underspeed governing. During propeller feather−
ing a signal is relayed to the associated ECU to cancel underspeed
governing and the engine operates on a reduced fuel schedule.
NORMAL RUNNING AND SHUTDOWN
During normal running and shut down under ECU control the HMU
enrichment solenoid valve is controlled by reversion relays 7611−K1
engine No. 1 and 7611−K2 engine No. 2. The relays are mounted
on relay panel No. 1 in the flight compartment.
The reversion relay for the corresponding engine is energized when

the ECU MODE selector is on and high pressure compressor speed
exceeds approximately 30% Nh. When energized, the relay turns
off the corresponding #1 ENG (#2 ENG) MANUAL caution light and
energizes the associated enrichment solenoid valve to changeover
fuel schedule control to the ECU. This fuel schedule is termed the
HMU deenriched (lean) schedule.
At engine shut−down, the ECU deenergizes the associated rever−

sion relay, turns on the #1 ENG MANUAL (#2 ENG MANUAL) cau−
tion light and deenergizes the HMU enrichment solenoid to return
the HMU enrichment solenoid valve to the enriched fuel schedule.
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HMU
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FAIL FIXED TEST SWITCH AUTOFEATHER SEQUENCED
A fail fixed test can be carried out by an ECU FAIL−FIXED TEST On initiation of autofeather, signals are relayed from autofeather cir−
switch. This test switch is provided for ground check only and is cuits to ’uptrim’ the opposite engine and to cancel propeller (NP)
located under an access panel (Velcro fastened)on side of the underspeed fuel governing for the (autofeathered) propeller. The
pilot’s console. ’uptrim’ signal is relayed from relay 6121−K11 engine No. 1 or relay
6121−K10 engine No. 2, as applicable, to the opposite operating
The switch is lever locked to the center position and has two engine ECU.
momentary selections, ENG 1 and ENG 2, each connected by
wiring to the ECU of each engine. Selecting the switch to ENG 1 Circuits in the recipient ECU initiate a signal to the corresponding
(ENG 2) with the associated engine running and with the power HMU to increase the fuel schedule for the operating engine and the
lever advanced above FLT IDLE + 28 degrees and the ENGINE PWR UPTRIM light on the engine instrument panel comes on.
ECU rating selector at TOP simulates an ECU fail condition. The #1 When the associated feather solenoid valve circuits energize, a
ENG (#2 ENG) MANUAL caution light turns on. backup power uptrim signal is relayed to the recipient ECU.
With the ECU in the manual mode engine power remains at the The ’NP fuel underspeed governor cancel signal’ is relayed, when
same setting until the power lever is retarded below FLT IDLE + 28 the PCU feather valve and feathering pump circuit of the fault
degrees or the ENGINE ECU rating selector is selected to NORM. engine energizes as a 28 VDC input to the ECU of same (fault)
One or both of these selections provides a ground for the enrich− engine. Circuits in the recipient ECU operate to cancel the effect of
ment solenoid valve coils, which energize and engine power adjusts the propeller governor underspeed condition caused by the feather−
to the value set by the HMU enriched fuel schedule relative to ing of the associated propeller. This prevents increased fuel flow to
power lever setting. the fault engine.
To return the engine to ECU control (normal operation), the ECU

FAIL test switch is released and the ECU must be reset by selecting
the ENG 1 (ENG 2) MODE selector to MANUAL and then to ON.
PROPELLER FEATHERED
In the event of propeller autofeather, alternate feather or manual

feather , the following takes place to control engine fuel flow:
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MANUAL FEATHER SELECTED
Selecting a condition lever to START & FEATHER actuates limit

switch 7611−S7, engine No. 1 condition lever selected (or 7611−S8,
engine No. 2 condition lever selected) to initiate an ’NP fuel under−
speed governing cancel’ signal to engine No. 1 (engine No. 2)
ECU. Circuits in the recipient ECU operate to cancel the effect of
governor underspeed condition on the selected engine, caused by
the feathering of the associated propeller, to prevent increased fuel
flow to the fault engine.
The ’NP fuel underspeed governing cancel’ signal relays a 28 VDC

input to the ECU at the same input described for autofeather
sequenced or al−ternate feather selected.
NOTE:
The power ’uptrim˜ signal (autofeather) sequenced step (a) or alter−
nate feather selected ((step (b)) and the ’NP fuel underspeed gov−
erning cancel’ signal remain in effect until the propeller feathered
condition is terminated.
PROPELLER UNFEATHERING
Unfeathering a propeller results in termination of the ’NP fuel under−

speed cancel’ signal to the ECU of the engine with propeller feath−
ered and the power ’uptrim’ signal to the ECU of the opposite
engine when applicable, Termination of the ’NP fuel underspeed
cancel’ signal is processed by logic circuits in the ECU which pre−
vent the return to ’underspeed fuel governing’ until the unfeathering
propeller has achieved a speed of approximately 360 rpm with the
condition lever at MIN.
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ECU FAULT
In the event of an ECU fault, the reversion relay is deenergized by

removal of the reversion relay ground by the associated ECU con−
trol circuits. The enrichment solenoid valve is deenergized and
HMU fuel schedule changes over to the enriched fuel schedule and
#1 ENG (#2 ENG) MANUAL caution light turns on.
When the fault is an internal ECU circuit fault, the ECU fault flag on
the engine condition panel in the landing gear wheel well comes on
and latches.
SINGLE SOURCE POWER LOSS INDICATIONS
Loss of power from the left essential bus to engine No. 1 ECU or
from the right essential bus engine No. 2 ECU is indicated by:
• #1 ENG MANUAL or #2 ENG MANUAL caution light comes on,

• ECU MODE selector light remains on − Mod 8/1688.
• Operation of engines, normal under ECU control
Loss of power from the right essential bus to engine No. 1 ECU or
from left essential bus engine No. 2 ECU is not indicated and the
engines operate normally under ECU control and the ECU MODE
selector light is on.
Dual Source Power Loss Indications
Loss of both power sources to an ECU is indicated by:
• #1 ENG (#2 ENG) MANUAL caution light comes on,

• ECU Mode selector light goes out.
• Control operation of engine changes over to manual mode.
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FLOW DIVIDER AND DUMP VALVE
GENERAL
The flow divider and dump valve is connected to the fuel manifold To ensure adequate drainage of fuel after shutdown, a spring
at the bottom of the gas generator case, flanges F to K. It has pri− loaded valve is installed at the front and rear of the underside of the
mary and secondary spool valves in a housing which has inlet and gas generator case. The valve opens when the pressure inside the
dump ports. case falls to near ambient pressure.
The primary valve opens, giving access to the primary manifold,

when the inlet fuel pressure overcomes the valve spring. The sec−
ondary valve opens when the primary manifold pressure overcomes
the second valve spring. When the fuel inlet pressure ceases, the
valves close the inlet and open the dump ports, allowing any resid−
ual fuel to drain from the manifold through the flow divider to the
dump port.
FUEL MANIFOLD AND NOZZLES
The fuel manifold delivers fuel to the combustion chamber and, in

the event of a broken packing, drains fuel leakage. The manifold
includes the sheathed nozzle assemblies, which are interconnected
by triple transfer tubes.
Two of the tubes supply fuel to the adapters, and the third drains
any fuel leakage.
Ten nozzles have a fine center hole for primary fuel flow and an
annular orifice for secondary flow; four more have no center hole
and are equipped for secondary flow only. This provides a total of
14 nozzles. The sheath which surrounds the nozzle conveys com−
pressor air to cool the nozzle and atomize the fuel.
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FUEL NOZZLE FUEL NOZZLE

SHEATH
GAS GENERATOR SECONDARY FUEL

CASE ASSEMBLY MANIFOLD ADAPTER
ASSEMBLY
LEGEND
FUEL MANIFOLD
INLET ADAPTER Primary fuel.
Secondary fuel.
Drain fuel.
VIEW LOOKING FWD P3 air.
PRIMARY�SECONDARY
FUEL MANIFOLD ADAPTER
ASSEMBLY
FTSD207300a_007
PRIMARY�SECONDARY ADAPTER SECONDARY ADAPTER
Fuel Manifold and Nozzles Component Details
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ENGINE DRAINS
Engine drain points are connected by rigid lines and flexible hoses The ejector pump is interconnected and driven by 18 psi air supply
to aircraft drain provisions. Drains from the reduction gearbox bleed from the airframe deicing system. Waste fluids collected in
accessories, turbomachinery accessories and the fuel manifold the manifold reservoir are discharged through the ejector pump,
drain are connected to a drain manifold ejection system, while hot which is connected by rigid lines to a discharge point in the nacelle
end sections of the engine are drained directly overboard. tail cone. In the event of ejector pump or 18 psi air system malfunc−
tion, the waste fluids are discharged overboard through a line con−
During engine shutdown, fuel remaining in the fuel manifold is nected between the manifold overboard dump line and a discharge
drained to its related wing fuel tank via tube assemblies. Residual opening in the nacelle sidewall.
combustion chamber air pressure forces fuel through a dump valve
located on the bottom of the combustion chamber and past an open
check valve back to the fuel tank.
ENGINE DRAIN MANIFOLD EJECTION SYSTEM
The engine drain ejection system for each nacelle contains a drain
manifold and ejector pump assembly which is located on the out−
board side of the left nacelle and the inboard side of the right
nacelle.
The manifold consists of a reservoir, a sight glass, a manual drain

valve and an over−board dump line. The manifold is connected to
separate drain lines, one which connects drains from the propeller
flange seal and the hydraulic pump seal drain, one which connects
Hydro−mechanical fuel control unit (HMU) and fuel pump seal
drains, one from the starter−generator seal drain and a drain line
from the fuel manifold.
Drain from the fuel manifold only takes place when fuel leakage
from the engine fuel manifold primary or secondary transfer tubes
enters third transfer tube.
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FUEL CONTROL DRAIN 18 PSI

AND FUEL PUMP AIR
SEAL DRAIN
FUEL
NACELLE A
A
ENGINE OIL FIREWALL
ENGINE
FIREWALL
FWD EXTENSION
HYDRAULIC
OIL PROPELLER B
FLANGE AND
HYDRAULIC EJECTOR
PUMP SEAL OVERBOARD
DRAIN DRAIN
A
A DRAIN
LINE
ENGINE DRAIN
MANIFOLD
STARTER MANIFOLD C
GENERATOR OVERBOARD
SEAL DRAIN DRAIN
ENGINE OIL
(STARTER GEN) VIEW ON INBOARD SIDE OF NACELLE
FUEL (FUEL
PUMP AND HMU)
HYDRAULIC FLUID AND
PROPELLER FLANGE
SIGHT GLASS
TO OVERBOARD
DRAIN MANIFOLD
18 PSI AIR SUPPLY
B
FTSD207100a_044
EJECTOR PUMP
DRAIN VALVE
FWD
C
Engine Drains
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ENGINE HOT END DRAINS
Fuel which collects in the engine hot end (combustion chamber

front and rear drain valves and free turbine exhaust drain valve )
usually caused by a false or aborted start is discharged directly
overboard. The fuel is directed overboard through stainless steel
drain lines which join the front and rear drain valves in the bottom of
the combustion casing with a drain line from a union in the turbine
casing.
The lines are provided with a common outlet fitting which is con−
nected by a flexible hose to a flush mounted drain fitting in the
nacelle sidewall (Pre Mod 8/1447). Mod 8/1447 replaces existing
flush mounted drains with two standoff drain masts. The standoff
drain masts are added at 1 location on each side of the nacelle
sidewall and are designed to discharge waste fluids overboard
away from the nacelle assembly.
Each drain mast has a provision ( drain port ) for one tube assem−
bly. Fluids accumulating in the lower areas of the of the engine hot
end are drained overboard via interconnecting stainless steel tube
assemblies. The open end of the tube assemblies in each drain
mast are beveled to create a local negative pressure that enhances
drainage into air flow away from the nacelle sidewall. The drain
lines are similar for each engine with the exception that the left
engine drains through the outboard sidewall of the left nacelle, while
the right engine drains through the inboard sidewall of the right
nacelle.
During normal engine starting and running, compressor discharge

pressure from the combustion casing holds the combustion cham−
ber drain valves closed. Loss of pressure caused by engine shut−
down permits the valves to open. The free turbine exhaust drain
valve is continuously modulated to purge during engine normal
operation.
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DRAIN TROUGH WING LEADING EXHAUST SHROUD DRAIN TROUGH

FWD SECTION EDGE DRAIN DRAIN MAIN SECTION
DRAIN MANIFOLD
OVERBOARD DRAIN
LOWER DRAIN MAST COMBUSTION CASE

FRONT COWL FOR ZONE 1 OVERBOARD DRAIN NOTE
DRAIN MAST Looking inboard on LH nacelle.
FOR ZONE 2 View looking outboard on RH
nacelle similar.
FTSD207100a_043
Engine and Nacelle Drains
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ENGINE OIL SYSTEM OIL TANK
GENERAL The oil tank forms an integral part of the engine rear inlet case. The
tank includes a strainer, scavenge oil chip detector, filler neck, and
The wet sump engine oil system has oil cooling provided by a sight gage. The oil may be checked and serviced through an
remote cooler. The oil is stored in a 3.25−U.S. gallon tank which is access panel on the left side of the nacelle.
integral with the rear inlet casting. The tank has a filler neck with
cap, contents gage, pressure strainer, and scavenge chip detector. OIL PUMP
The single system supplies oil to the reduction gearbox and the tur−
bomachinery. A spur−gear pressure pump is mounted, in a pack with the scav−
enge pumps, on the right side of the rear inlet case.
The oil system is composed of two subsystems : the pressure oil
system, which supplies oil to the engine, and the scavenge oil sys− A four−in−one oil pump is driven by the accessory drive gear. The
tem, which returns the used oil to the tank. pump contains one pressure element and three scavenge elements.
The pressure element draws oil from the tank through a strainer.
OIL SPECIFICATIONS Three scavenge elements return all oil to the tank.
Only oils conforming to Pratt and Whitney Aircraft Specification OIL PRESSURE RELIEF VALVE
PWA 521, Type II may be used. Qualified oils and their compatibility
are listed in Pratt and Whitney Service Bulletin No. 20001R2. A relief valve senses pump outlet pressure and limits the maximum
pressure to 200 psi during cold engine starting.
CAUTION
Do not mix different brands or specifications and types of oil
since their chemical structure may make them incompatible.If
oil from adifferent table is to be used drain and flush the engine
oil system before . To avoid the possibility of unacceptable oil
mixtures during propeller servicing, the propeller barrel must
contain the same type oil as the engine oil system.
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FTSD207100a_057
CHIP DETECTOR PRESSURE TRANSDUCER
RESTRICTOR T TEMPURATURE SENSING
SCREEN/STRAINER IMPENDING BYPASS INDICATOR
Engine Oil System
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OIL COOLER OIL CIRCULATION
The oil coolers for the engines are identical and each consists of a Oil from the associated engine lubrication system is delivered by the
one pass core of plate and fin construction with headers on each engine−driven pressure pump to the INLET port of the correspon−
side of the core, a pressure relief and temperature regulator valve ding oil cooler. Depending on the temperature of the outlet oil, the
and a drain valve. temperature regulator section of the valve operates to bypass the oil
or pass it through the cooler core. Bypassed cooled oil is mixed and
PRESSURE RELIEF AND TEMPERATURE REGULATOR delivered to the `OUTLET‘ port of the cooler and flows around the
VALVE ASSEMBLY body of the ram air door actuator before its return to a connection
adjacent to the engine lubrication system pressure filter. If the dif-
The pressure relief and temperature regulator valve assembly ferential pressure across the cooler exceeds the pressure relief valve
enclosed in the left header, consists of a relief valve assembly and cracking point oil is bypassed.
thermal regulating valve. The thermal regulating valve portion con−
trols the flow of oil into the cooler core, or to bypass it, depending TEMPERATURE REGULATION
on the oil temperature at the cooler outlet. The relief valve portion of
the assembly is set to open at a predetermined differential pressure When oil temperature at the outlet port is below approximately 75
between the inlet and outlet of the cooler to prevent possible damage degrees C, the thermal element in the pressure relief and tempera−
to the oil cooler. This applied particularly during cold weather starts ture regulator valve is contracted and a spring positions the valve to
or should circulation of oil through the cooler be restricted. bypass the inlet oil directly to the outlet port and back to the engine.
This provides a quick warm−up feature during engine starting to
RAM AIR FLOW CONTROL (PRE MODSUM 8Q100864 meet fuel/oil heater requirements. When the oil temperature rises
AIRCRAFT) above 80 degrees C the thermal regulator valve is closed so as to
position the temperature regulating valve to direct all the inlet oil
Ram air flow through the oil cooler core is controlled by the ram air through the cooler core.
flow control door at the rear of the cooler. The door is positioned
between closed (no air flow) and open (full air flow) depending upon Reduction in oil temperature causes the thermal regulator valve to
return oil temperature at the cooler outlet. The door is supported at open proportionally and a return spring repositions the temperature
each side by a bearing on the nacelle structure and a shaft assem− regulating valve to reduce oil flow through the cooler core and
bly (attached to the door), which forms a hinge point. The door is increase the oil bypass. In operation, the temperature regulating
connected to the actuator in the cooler outlet by a push rod. portion of the valve operates to maintain return oil temperature at
approximately 80 degrees C, during operation of the engine in the
cruising speed range.
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HOSE
OIL DELIVERY OIL
RETURN
TEMPERATURE CONTROLLED
ACTUATOR
DRAIN OIL COOLER
VALVE
PRESSURE
RELIEF AND
TEMPERATURE
REGULATOR
VALVE
RAM AIR FLOW PUSHROD OIL FILTER

CONTROL DOOR
Oil Cooler
FTSD207100a_058
Engine Oil System
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RAM AIR FLOW CONTROL (PRE MODSUM 8Q100864

AIRCRAFT)
With cooler out oil temperature below 77 degrees C the temperature This impending blockage will be indicated on the engine condition
element in the ram air control actuator is contracted and the door in panel in the right wheel well. The filters can be cleaned electrosoni−
the cooler exit duct remains closed. As cooler out oil temperatures cally, or they may be non cleanable; this information will be indicat−
rise above 77 degrees C, the thermal element expands proportion− ed on the filter housing.
ally to compress a spring in the actuator and move a push rod to
open the exit air duct a corresponding amount, permitting a con− CHECK VALVE
trolled amount of ram air to pass through the cooler. At return oil
temperature of approximately 85 degrees C the vane is fully open, The check valve consists of a piston valve and spring in a ported
allowing a free flow of ram air through the cooler. Reduction in sleeve. During starting and shutdown, the valve stops oil going to
return oil temperature causes the thermal element to contract and the No.3, No.4, No.5, No.6, and No.7 bearing cavities when pump
spring force returns the actuator push rod to proportionally close the outlet pressure is below a minimum value. This ensures that suffi−
vane. cient pressurized oil is available at the bearings to enable the seals
and blow down scavenge system to function correctly and prevent
COOLER PRESSURE RELIEF oil flooding. From the check valve, oil flows through strainers to
lubricate the bearing cavities. Oil flows through a restrictor before
Should the differential pressure between the inlet and outlet ports of reaching the strainer in the line to the No.6 and No.7 bearing cavi−
the pressure relief valve exceed approximately 40 psid, the relief ties.
valve operates to bypass the oil directly to the outlet side of the
valve and prevent circulation of oil through the cooler core.
MAIN OIL FILTER
The main oil filter is located on the top left side of the rear inlet
case above the oil tank. Its purpose is to filter pressure oil for use
by the engine and to ensure adequate flow if the filter becomes
blocked.
The filter is a 10−micron filter featuring a 40−psid bypass and a 25−

psid impending bypass switch to warn of impending filter blockage.
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HOSE
OIL DELIVERY OIL
RETURN
TEMPERATURE CONTROLLED
ACTUATOR
DRAIN OIL COOLER
VALVE
PRESSURE
RELIEF AND
TEMPERATURE
REGULATOR
VALVE
RAM AIR FLOW PUSHROD OIL FILTER

CONTROL DOOR
Oil Cooler
FTSD207100a_058
Engine Oil System
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PRESSURE REGULATING VALVE
The pressure regulating valve , located on the left side of the rear From the filter the oil flows in two directions to
inlet case, consists of a piston valve and spring in a ported sleeve. the reduction gearbox, through the oil−to−fuel heater, and to the tur−
It maintains a constant oil pressure above and in relation to the air bomachinery.
pressure in the No.3 and No.5 bearing cavities. If oil output pres−
sure, taken from a tapping in the line to the No.6 and No.7 bear− A pipe carries the oil to the reduction gearbox and to the oil cooled
ings, overcomes the air pressure plus spring pressure, the valve AC generator. Inside the gearbox, the oil flows into a reservoir
opens a port. Oil is bled from the main pressure line via the port which is part of the casting. This is the auxiliary oil tank. The auxil−
and returned to the inlet side of the pump, reducing output pres− iary oil tank is pressurized and is always full of oil (even when the
sure. Air pressure plus spring pressure overcomes the reduced oil engine is not running). Oil from this tank flows by internal passages
pressure underneath the valve, closing the bleed port at the desired and pipes to the electrical feathering pump and to the propeller con−
pump output pressure. The valve is also connected via a restrictor trol unit (PCU) pump mounted on the reduction gearbox. Oil from
to the oil pressure transducer. the tank is also distributed, through internal galleries, to the reduc−
tion geartrain and bearings. The PCU receives pressure oil from the
OIL SYSTEM OPERATION PCU pump and the electric feathering pump.
The pressure oil, spur−gear oil pump is mounted in a pack on the Oil for the turbomachinery mainshaft bearings and accessory drive
right side of the rear inlet case. A pipe from the oil tank is connect− gears and bearings flows from the pressure filter. Nozzles direct the
ed to the inlet side of the pump. A second pipe from the outlet is oil at the seven mainshaft bearings.
connected to the remotely mounted air cooler. A pressure relief
valve returns the oil to the tank to prevent a pressure surge during NOTE
cold starting. Oil bypasses the cooler until the normal working tem− For airplanes with SB 20849 incorporated Reference oil pressure to
perature is achieved. From the cooler, the oil flows to the pressure the pressure regulating valve is taken from No.1 and No.2 bearing oil
regulating valve and the pressure filter. pressure supply lines. Reference oil pressure to the pressure trans-
ducer is taken from No.6 and No.7 bearing pressure supply line.
The pressure regulating valve maintains constant oil pressure in
relation to the air pressure in the cavity.
If the oil pressure overcomes the air pressure, the valve opens a
port to return oil from the main pressure line to the inlet side of the
pressure pump until the pressures equalize. The valve is also con−
nected to the oil pressure transducer. The filter has a bypass to
ensure adequate flow if it becomes blocked; an indicator warns of
impending blockage.
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FTSD207100a_057
CHIP DETECTOR PRESSURE TRANSDUCER
RESTRICTOR T TEMPURATURE SENSING
SCREEN/STRAINER IMPENDING BYPASS INDICATOR
Engine Oil System
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ENGINE OIL PRESSURE INDICATION OIL PRESSURE AND OIL TEMPERATURE DUAL
INDICATOR
Oil system indicating for each of the two engines is by the same
type systems, consisting of oil pressure indicating, oil temperature The oil pressure and temperature dual indicator, located on the
indicating and low oil pressure warning. An oil tank is an integral engine instrument panel and marked ENG OIL has two scales; and
part of each engine and oil level (quantity) indicating is by means of pointers, one scale marked PSI and other deg C. The oil pressure
a sight glass on the left side of the engine. Access to the sight glass section provides an output of 10VDC (+ or − 0.01VDC) to its associ−
is by means of a hinged access door in the engine left side cowl. ated oil pressure transmitter and receives a 0 to 100 millivolt signal
Components are oil pressure transmitter and low oil pressure proportional to 0 to 100 psi. The indicator provides an equivalent
switch both connected to common pressure and vent lines. An oil reading of oil pressure using a moving pointer against the fixed
temperature bulb is screwed into an adapter in oil lines adjacent to scale marked PSI.
the oil filter. These components are connected into and provide
sensing for pressure, temperature and warning light circuits. The oil temperature scale is provided with two red radials, one
green arc and two yellow arcs. Maximum engine oil temperature is
OIL PRESSURE TRANSMITTER indicated by the upper red radial at 125 deg C. Minimum oil tem−
perature for engine start and operation is indicated by the lower red
The oil pressure transmitter of the semi−conductor (silicone) strain radial at −40 deg C. The green oil temperature arc indicates normal
gauge−type is mounted on theleft side of the engine, adjacent to the oil temperature operation of 45 to 115 deg C.
tank level sight glass. The components of the strain gauge are
bonded to a metal diaphragm. Engine oil pressure from the output Two yellow oil temperature arcs, one above and below the green
of the engine oil pressure regulator is applied to one side of the arc indicate oil temperature caution ranges. The lower yellow arc
diaphragm at the pressure inlet of the transmitter. Rreference pres− extends from −40 to 45 deg C. and the upper yellow arc extends
sure from the turbomachinery accessory gearbox cavity is applied from 115 to 125 deg C. In the event of power failure to the system,
to the opposite side of the diaphragm. Power to the transmitter the psi pointer moves off scale below 0 psi.
strain gauge which forms a bridge circuit is regulated to 10VDC
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 millivolts, proportional to 0 to 100 psi corrected for refer−
ence pressure. The signal is applied to the oil pressure section of
the associated dual indicator.
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150 100
100 80
ENGOIL 60
50
40
0
20
�50 0
C PSI
RANGE MARKS:
(OIL PRESSURE)
5V DC
55 TO 65 PSI GREEN LIGHTING A
40 TO 55 PSI YELLOW REFER TO B LIGHTING GROUND
40 PSI RED RADIAL CHAPTER 33
28V DC L ESS BUS 5 C

ENG 1
OIL PRESS IND
(K5)
D POWER GROUND
E
1 G �EXCITATION
2 H 10V DC EXCITATION
(REGULATED)
3 F SHIELD GROUND
4 J +SIGNAL
5 K �SIGNAL RETURN
OIL PRESSURE P1
TRANSMITTER L
TO TEMPERATURE M
INDICATING N
FTSD207100a_059
NOTE CIRCUITS P
Engine No.1 Oil pressure 7930�P1 DUAL OIL PRESSURE

AND OIL TEMPERATURE
indicating circuits shown. INDICATOR
Engine No.2 similar.
Ident code is 7932, unless
otherwise indicated.
Engine Oil System Indication
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LOW OIL PRESSURE WARNING
The low oil pressure warning system for each engine consists of an
engine oil pressure low switch, which is mounted on the left side of
the engine
The warning lights panel supplied on modified aircraft is mounted on

the lower edge of the caution lights panel The oil pressure low switch
of each engine is connected into engine intake lip heater circuits of
the corresponding engine. Engine No. 2 low pressure switch is con−
nected 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 connection sensing the tur-
boma−
chinery accessory gearbox cavity pressure.
Switch mechanisms are calibrated to operate their contacts from C.
to
N.O. on increasing engine oil pressure at 49 psid and from C. to N.C.
at 40 to 44 psid decreasing pressure. With the engine oil pressure
above 49 psid, 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 40 to 44 psid 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 No.1 OIL

PRESSURE LOW SWITCH
ENGINE N0.2 OIL
PRESSURE LOW SWITCH PRESSURE OIL PRESSURE
REGULATING CONNECTION
NC NO NC NO NC NO NC NO
OIL OIL VALVE
PRESSURE PRESSURE
C
C
4 6 5 3 1 2 4 6 5 3 1 2
TO ENGINE No.1 TO ENGINE No.2

INTAKE LIP INTAKE LIP
HEATER CIRCUITS HEATER CIRCUITS
( CHAPTER 30 ) ( CHAPTER 30 )
TO HYDRAULIC
POWER TRANSFER VENT FROM
CIRCUITS ( CHAPTER 29 )
PART OF CONTROL DIM AND TEST LOGIC TURBOMACHINERY
UNIT WARNING LIGHTS
ACCESSORY
GEARBOX
ENGINE OIL
NOTE TANK
Pressure switch contacts
open 49 PSID Rising Close
No. 1 ENG No.2 ENG
OIL PRESS OIL PRESS 40 to 44 PSID Falling.
28V DC 28V DC
PART OF WARNING LIGHTS PANEL ( CHAPTER 33 )

FTSD207100a_060
OIL PRESSURE OIL PRESSURE

TRANSMITTER SWITCH
L o w P r e s s u r e Wa r n i n g S y s t e m
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REDUCTION GEARBOX PRESSURE SYSTEM
Oil flows along a tube connecting the fuel cooled oil cooler to the Oil from the oil cooled AC generator collects in a cavity in the gear−
reduction gearbox and the oil cooled AC generator. Inside the gear− box and is drawn through external pipes by another scavenge pump
box the oil flows into an auxiliary oil tank, which is part of the cast− in the pump pack, through the scavenge filter to the oil tank. The
ing. This tank is pressurized and is always full of oil (even when the scavenge filter has a bypass valve in case of filter blockage. An
engine is not running). indicator warns of impending blockage.
Oil from the tank flows by internal passages and tubes to the elec− Oil from the accessory casing and the No.1 bearing cavity is scav−
tric feathering pump and the propeller control unit (PCU) pump. The enged by gravity. From the No.2 bearing cavity, oil is scavenged
propeller control unit receives pressure oil from the electric feather− through a venturi by gravity assisted by pressure oil which induces
ing pump and the PCU pump and signal pressure oil from the over− a jet pump action. Oil drainage from the No.3, No.4, and No.5 bear−
speed governor (when in the governing mode). In the overspeed ing cavities is assisted by air leakage from the bearing labyrinth
mode, signal pressure oil is drained via the overspeed governor. seals. The No.3 and No.4 bearing scavenge is further assisted by
Pressure oil from the propeller control unit actuates the pitch control HP compressor (P3) air through the accessory drive casing. Oil
mechanism in the propeller. from the No.6 and No.7 bearings is scavenged by a pump which is
part of the pump pack.
Oil from the tank is also distributed, through internal galleries, to the
reduction and accessory geartrains and bearings.
SCAVENGE SYSTEM
Reduction gearbox scavenge oil drains into a cavity in the bottom of

the gearbox. A chip detector is installed in the gearbox cavity. A
scavenge pump, which is part of the pump pack on the right side of
the rear inlet case, draws the oil through a pipe on the left side of
the front inlet case. The pipe is looped upward to prevent the gear−
box oil from flooding the oil tank when the engine is not running and
is connected to an internal oilway in the front inlet case. This oilway
aids in anti−icing of the intake. From the inlet case, the oil flows
through a pipe to the scavenge pump, through the scavenge filter,
to the oil tank.
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ELECTRIC
FEATHERING PUMP
PROPELLER
CONTROL UNIT PUMP
RESTRICTOR
MAIN OIL
PRESSURE FROM
TURBOMACHINERY
OVERSPEED GOVERNOR
RGB AUXILIARY OIL-COOLED

OIL TANK (PRESSURIZED) AC GENERATOR
DRAIN
PROPELLER PRESSURE OIL

CONTROL UNIT DISTRIBUTION BY
INTERNALGALLERIES
DRAIN SCAVENGER OIL

COLLECTION
PROPELLER OVERFLOW
ACTUATOR
CHIP DETECTOR CHIP DETECTOR
SCREEN
SCREEN
REDUCTION GEARBOX
REDUCTION GEARBOX AC GENERATOR TURBOMACHINERY

SCAVENGER PUMP SCAVENGER PUMP
REDUCTION GEARBOX
SCAVENGER FILTER
LEGEND
FTSD207100a_061
PRESSURE OIL
PROPELLER CONTROL
OIL (BOOSTED)
IMPENDING BYPASS
SCAVENGER OIL BYPASS INDICATOR
Reduction Gearbox Oil System
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CHIP DETECTORS OPERATION
Red flags on an engine condition panel are used to indicate faults A fault condition in any monitored component completes a circuit to
or conditions leading to faults in fuel system filters, oil system filters ground for the associated red flag coil, energizing the coil, which ini−
and lube system chip detectors, engine electronic control units tiates changeover of the indicator to show a red flag indication. The
(ECU) and the air data computer (ADC) system input to ECUs. coil latches in this position and the red indication will remain until
the indicato is reset by selecting the TEST/RESET switch to
The engine condition panel, located on the right outboard nacelle RESET, when flag changeover takes place.
structure in the main landing gear wheel well, provides visual indica−
tion of the condition, serviceable or unserviceable, of components The diodes in the unaffected circuits isolate the fault circuit to pre−
associated with engine control and engine systems operation. vent erroneous fault indications. If the fault condition has not been
The components, are monitored for each engine, by separate sens− remedied, the red flag returns when the switch is released from
ing circuits as follows: RESET.
• Electronic Control unit (ECU); Monitored for internal faults by Selecting the TEST/RESET switch to TEST, completes a grounding
fault detection circuits in each ECU. circuit to energize the red flag coils in all indicators and all indicators
• Reduction gearbox oil; Monitored for metallic contamination, by show a red fault condition. Releasing the switch removes the
means of a chip detector. ground, but all indicator coils remain latched. The indicators show a
• Main oil tank; Monitored for metallic contamination, by means of red fault condition until the switch is selected to RESET and held
a chip detector. momentarily, to permit coil changeover.
• Engine oil filter; Monitored for differential pressure across the
filter, indicating restricted or blocked filter, by means of a pres- With RESET selected, a circuit to ground is completed and all black
sure detector. flag coils energize and latch. Releasing the switch deenergizes the
• Reduction gearbox scavenge filter monitored for filter bypassing, black flag coils and the black no fault indication remains on each
• by means of a differential pressure detector. indicator.
• AC generator oil; Monitored for metallic deposits in area of gen-
erator drive, by means of a chip detector.
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AC GENERATOR
AC GENERATOR OIL CHIP 74 MICRON FILTER
DETECTOR DIFFERENTIAL
PRESSURE
DETECTOR
FRONT
ENGINE OIL
FILTER
DIFFERENTIAL
PRESSURE
DETECTOR
VIEW ON LEFT SIDE OF ENGINE
74 MICRON FUEL
FILTER/HEATER
REDUCTION
GEARBOX
ENGINE
OIL TANK
REDUCTION ELECTRONIC
GEARBOX CONTROL PRESSURE
OIL CHIP UNIT (ECU) OIL FILTER
DETECTOR
MAIN OIL TANK
CHIP DETECTOR
SCAVENGE OIL FILTER

BYPASS DETECTOR
FRONT
FTSD207100a_030
VIEW ON RIGHT SIDE OF ENGINE REDUCTION GEARBOX

SCAVENGE OIL FILTER
Engine Condition Detectors
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EFFECTIVITY: ALL
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June 2015

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Dash-8 Series 100/200/300 Technical Training Manual

CONTENTS ENGINE INDICATION 42

ENGINE FUEL CONTROL 74 ENGINE DRAINS 106

POWERPLANT AND PROPELLER

UPPER FRONT FUEL

COMPENSATION CONTROL AIR VENTURI

THIS PAGE INTENTIONALLY LEFT BLANK

FIREWALL FUEL FLOW ENGINE AIR ENGINE

EXTENSION TRANSMITTER INTAKE MOUNT

POWER LEVERS EMERGENCY FUEL CONTROL

Propeller pitch control is by the PCU in conjunction with the over−

Provision is made for propeller feathering, which is initiated by CLA

LOWER INLET COWLING

LATCH TYPICAL FOR FIREWALL

VIEW LOOKING INBOARD

INTAKE BYPASS DOOR

Simultaneous with the opening of one contact, the opposite limit

DOOR FRONT DIAPHRAGM

BYPASS DOOR IN OPEN POSITION

Engine Intake Bypass Door Description and Operation

ENGINE SIDE AND UPPER COWLINGS

Ventilation for Zone 1 is provided by flush−type inlets in the rear

VIEW LOOKING OUTBOARD

HINGE ENGINE No. 2 SIMILAR ATTACHMENT BOLT

An air inlet louvre and an exhaust outlet for the dc starter−generator

On aircraft with Mod 8/0891 embodied a water trough consisting of

LATCH TYPICAL FOR FIREWALL

VIEW LOOKING INBOARD

FORWARD UPPER COWL

The lower forward nacelle cowl is secured to the nacelle structure

The cowl is constructed of synthetic fibre, reinforced by fire resistant

P−section seals on each side of the cowl are compressed by mating

LATCH TYPICAL FOR FIREWALL

VIEW LOOKING INBOARD

TOP FRONT NACELLE

ROD ASSEMBLY LEVER FITTING

TORQUE COMPENSATION SYSTEM

NOTE SINGLE LEVER

ENGINE FIRE SEALS

On Mod 8/1249 aircraft the seal material used on the detachable

The engine−mounted firewall consists of a web section of fire resist−

ENGINE CONDITION PANEL

A fault condition in any monitored component completes a circuit to

Selecting the TEST/RESET switch to TEST, completes a grounding

PANEL FUEL FILTER

Engine Condition Panel

ENGINE CONSTRUCTION REAR HOUSING

AC HYDRAULIC PUMP MOUNTING PAD

PROP CONTROL UNIT MOUNTING PAD

AIR INLET SECTION COMBUSTION SECTION

The compressor section comprises the low−pressure (LP) and high−

21 Diffuser pipes connect the diffuser case, which contains the LP

A lifting bracket is located at the 12 o’clock position on flange F of

P1.8T1.8 P2T2 P2.5T2.5 P5T5 P7T7

B FRONT INLET C REAR INLET D E F GAS K TURBINE

TURBINE SECTION EXTERNAL LOW PRESSURE DIFFUSER PIPES

P1.8T1.8 P2T2 P2.5T2.5 P5T5 P7T7

B FRONT INLET C REAR INLET D E F GAS K TURBINE

ACCESSORY GEAR BOX

The turbomachinery accessory drive gear is driven by the HP com−

• Fuel pump and the Hydromechanical Unit(HMU)

An inclined bevel gear shaft transmits drive from a gear, secured to

COMBUSTION SECTION HP TURBINE

The turbine is dual−plane−balanced, with the balance classification

CONTENTS ENGINE INDICATION 42

ENGINE FUEL CONTROL 74 ENGINE DRAINS 106