Q400 MTM Vol3A Epub

DASH 8 Q400
MAINTENANCE TRAINING
MANUAL
VOLUME 3A
ATA 36, 21, 30, 29
REVISION 0.4
FlightSafety International, Inc.

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Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
FOR TRAINING PURPOSES ONLY
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INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Second Edition..... 0.............. August 2013 Revision............... 0.3............... April 2015

Revision............... 0.1............... April 2014 Revision............... 0.4......... October 2015
Revision............... 0.2........... August 2014
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page *Revision Page *Revision

No. No. No. No.
Cover........................................................ 0.4 21-19 - 21-20........................................... 0.4
36-i - 36-iii................................................ 0.4 21-21 - 21-34........................................... 0.3
36-iv - 36-11............................................. 0.3 21-35........................................................ 0.4
36-12........................................................ 0.4 21-36 - 21-38........................................... 0.3
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36-14........................................................ 0.4 21-40 - 21-55........................................... 0.3
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CONTENTS
VOLUME 3A
Chapter Title ATA Number
PNEUMATICS 36
AIR CONDITIONING 21
ICE AND RAIN 30
HYDRAULIC POWER 29
DASH 8 Q400 MAINTENANCE TRAINING MANUAL
36 PNEUMATICS
CHAPTER 36
PNEUMATICS
CONTENTS
Page
36-00-00 INTRODUCTION........................................................................................ 36-1
GENERAL ................................................................................................................. 36-1
SYSTEM DESCRIPTION........................................................................................... 36-3
36-11-00 BLEED AIR SYSTEM................................................................................. 36-7
General................................................................................................................ 36-7
System Description.............................................................................................. 36-9
Principal Components........................................................................................ 36-13
P3.0 Ducts................................................................................................... 36-13
P3.0 Venturi................................................................................................ 36-13
P3.0 Bleed Duct Inspection......................................................................... 36-13
P2.7 Ducts................................................................................................... 36-14
P2.7 Bleed Duct Inspection......................................................................... 36-14
Bleed Stage Pressure Switch....................................................................... 36-15
High Pressure Shutoff Valve (HPSOV)........................................................ 36-17
Pre-Cooler Overtemperature Switch ........................................................... 36-19
Pre-Cooler................................................................................................... 36-21
Overtemperature Sensor.............................................................................. 36-23
Nacelle Flow Control Shut-Off Valve (NFCSOV)........................................ 36-25
Nacelle Duct Leak Overtemperature Switch ............................................... 36-27
P2.2 Shut-off Valve..................................................................................... 36-31
Revision 0.4 FOR TRAINING PURPOSES ONLY 36-i

36 PNEUMATICS
Page
Wing Bleed Air Ducts................................................................................. 36-32
Overpressure Switch................................................................................... 36-33
Wing Differential Pressure Sensor & Wing Duct Check Valve..................... 36-34
Dorsal and Aft Fuselage Bleed Air Ducts.................................................... 36-35
APU Differential Pressure Sensor .............................................................. 36-36
Duct Leak Overtemperature Switches - Aft Fuselage ................................. 36-37
APU Bleed Air Ducts.................................................................................. 36-38
APU Check Valve........................................................................................ 36-38
Environmental Control System Electronic Control Unit (ECS ECU)........... 36-39
Controls and Indications.................................................................................... 36-41
Bleed Control Switches............................................................................... 36-41
BLEED 1 and BLEED 2 Switches............................................................... 36-41
Bleed Control Selector................................................................................ 36-43
Operation........................................................................................................... 36-47
Engine Bleed Air......................................................................................... 36-47
BLEED OFF OR DE-ICE ON – HPSOV Control........................................ 36-49
Control and Fault ....................................................................................... 36-51
Fault............................................................................................................ 36-51
Deice and Oil Cooler Ejector Bleed Air...................................................... 36-51
Centralized Diagnostic System (CDS)......................................................... 36-52
Crew Report................................................................................................ 36-52
36-00-00 SPECIAL TOOL & TEST EQUIPMENT.................................................... 36-55
36-00-00 MAINTENANCE PRACTICES.................................................................. 36-55
36-ii FOR TRAINING PURPOSES ONLY Revision 0.4

36 PNEUMATICS
ILLUSTRATIONS
Figure Title Page
36-1 Bleed Air System Synoptic Diagram..........................................................36-2
36-2 Air Conditioning and APU Control Panels.................................................36-4
36-3 Bleed Air System Diagram........................................................................36-6
36-4 Air Conditioning and APU Control Panels.................................................36-8
36-5 Bleed Air System.....................................................................................36-10
36-6 Bleed Air System Schematic....................................................................36-11
36-7 P3.0 Ducts and P3.0 Bleed Air Adapter (P3.0 Venturi).............................36-12
36-8 P2.7 Bleed Air Duct.................................................................................36-14
36-9 Bleed Stage Pressure Switch....................................................................36-15
36-10 High Pressure Shut-Off Valve (HPSOV)..................................................36-16
36-11 Pre-Cooler Overtemperature Switch........................................................36-18
36-12 Pre-Cooler...............................................................................................36-20
36-13 Pre-Cooler...............................................................................................36-21
36-14 Overtemperature Switch..........................................................................36-22
36-15 Nacelle Flow Control Shut-Off Valve.......................................................36-24
36-16 Nacelle Flow Control Shut-Off Valve.......................................................36-25
36-17 Duct Leak Overtemperature Switch.........................................................36-26
36-18 Leak Detection Concept Schematic..........................................................36-28
36-19 P2.2 Shut-off Valve..................................................................................36-30
36-20 P2.2 Shut-off Valve..................................................................................36-31
36-21 Wing Bleed Air Ducts..............................................................................36-32
36-22 Overpressure Switch................................................................................36-33
Revision 0.4 FOR TRAINING PURPOSES ONLY 36-iii

36 PNEUMATICS
Figure Title Page

36-23 Wing Differential Pressure Sensor and Wing Duct Check Valve...............36-34
36-24 Dorsal and Aft Fuselage Bleed Air Ducts.................................................36-35
36-25 Dorsal and Aft Fuselage Bleed Air Ducts.................................................36-36
36-26 Aft Fuselage Duct Leak Overtemperature Switch....................................36-37
36-27 APU Bleed Air Ducts...............................................................................36-38
36-28 ECS Electronic Control Unit (ECU)........................................................36-39
36-29 ECS Interfaces.........................................................................................36-40
36-30 Bleed Air, Air Conditioning Control Panel...............................................36-41
36-31 Bleed Air System Control and Indication.................................................36-42
36-32 Bleed Flow Versus Selection and Rating Chart........................................36-44
36-33 Bleed On De-Ice Off................................................................................36-46
36-34 Bleed On De-Ice On................................................................................36-48
36-35 Control and Fault.....................................................................................36-50
36-36 ARCDU, CDS (1 of 2).............................................................................36-52
36-37 ARCDU, CDS (2 of 2).............................................................................36-53
36-iv FOR TRAINING PURPOSES ONLY

36 PNEUMATICS
CHAPTER 36
PNEUMATICS
36-00-00 INTRODUCTION
The pneumatic systems control and distribute bleed air for:
•• Pressurization of the cabin and flight compartments
•• Conditioned air for interior temperature controls.
GENERAL
Pneumatic Power for the Dash 8 Q400 comes It provides compressed air for use by the
from the bleed-air system. The bleed air system following aircraft systems:
can provide compressed air from one of the
following sources. •• Environmental Control System (ECS)
•• De-Ice System
•• Engine(s)
•• Door Seal Pressurization
•• Auxiliary Power Unit.
•• Aircraft Pressurization.
FOR TRAINING PURPOSES ONLY 36-1

36-2 36 PNEUMATICS
P 2.2
P 2.2 SOV
PRECOOLER
OVERTEMPERATURE OVERTEMPERATURE
HP SENSOR BLEED DUCT LEAK DIFFERENTIAL
SWITCH BLEED SWITCH
OVERPRESSURE TEMPERATURE PRESSURE
SWITCH SWITCH SENSOR
P 3.0 NACELLE WING DUCT

HPSOV PRECOOLER
DASH 8 Q400
FCSOV CHECK VALVE
P 2.7
EJECTOR
P 2.2 SOV
OVBD
MAINTENANCE TRAINING MANUAL

OIL COOLER
EJECTOR
FROM APU APU SOV APU CHECK DIFFERENTIAL

DEICE PRESSURE SENSOR
TO ECS
VALVE
P 2.2
P 2.2 SOV
DEICE
PRECOOLER
OVERTEMPERATURE OVERTEMPERATURE BLEED DUCT LEAK DIFFERENTIAL
HP SENSOR
SWITCH BLEED SWITCH
OVERPRESSURE TEMPERATURE PRESSURE
SWITCH SWITCH SENSOR
P 3.0 NACELLE WING DUCT

HPSOV PRECOOLER
FCSOV CHECK VALVE
P 2.7
EJECTOR
P 2.2 SOV
OVBD
OIL COOLER
fsr62a01.cgm EJECTOR
Figure 36-1. Bleed Air System Synoptic Diagram

36 PNEUMATICS
SYSTEM DESCRIPTION NOTE
The APU bleed air is able to
Refer to: supply pneumatic pressure when
two engine bleed air switches are
•• Figure 36-1. Bleed Air System Synoptic selected to OFF.
Diagram.
•• Figure 36-2. Air Conditioning and APU
Control Panels.
The pneumatic bleed air system can be divided

into four subsystems:
•• Nacelle (LH and RH)

•• Wing (LH and RH)
•• Dorsal/Aft fuselage
•• APU.
Each subsystem includes ducts, valves,

couplings/covers, seals, supports and fasteners.
Each engine has low and high pressure bleed air

ports. The bleed air is automatically modulated
to supply proper bleed air pressure and flow
to service the pneumatic systems. The high
pressure bleed supplies adequate pressure and
flow capacity at low engine power. The low
pressure bleed supplies the flow at all other
engine power settings.
Selection of the two bleed control switches

on the AIR CONDITIONING control panel
turns on the related engine bleed air system.
Selection of the bleed air (BL AIR) switchlight
on the APU CONTROL panel turns on the
APU bleed air.
The Environmental Control System Electronic

Control Unit (ECSECU) has left and right
digital channels and redundant left and right
analog channels. There are protective sensors
that monitor bleed air temperature, pressure,
flow volume and duct leaks. Either the digital
or analog channel is capable of generating a
discrete signal to turn on the No.1 or No.2
BLEED HOT caution light on the Caution and
Warning Panel (CAWP) if an overtemperature,
overpressure or duct leak of the bleed air
system occurs.

36-4 36 PNEUMATICS
A
B
OVERHEAD CONSOLE
DASH 8 Q400
Bleed Toggle Bleed Control
Switches Selector
#1 Bleed Hot (Amber) #2 Bleed Hot (Amber)
AIRCONDITIONING
AIR CONDITIONING

OFF OFF
RECIRC
RECIRC 1 BLEED 2
#1 HYD #2 HYD
NORM
FLUID HOT FLUID HOT MIN MAX
MIN
20 40
60
0
DUCT 80
#1 ENG #1 ENG #2 ENG
TEMP CABIN
OIL PRESS FADEC FAIL FADEC FAIL 100 CABIN
BLEED
CAB FC
DUCT DUCT
GAUGE
B
OFF
MAN
AUTO
PACKS
COOL WARM COOL WARM
F/A
CABIN
TEMP FLT COMP
CABIN CONTROL
A Bleed Air Pushbutton C

Switch
Figure 36-2. Air Conditioning and APU Control Panels

36 PNEUMATICS
PAGE INTENTIONALLY LEFT BLANK

36-6 36 PNEUMATICS
Dorsal BAS
DASH 8 Q400
Wing Box BAS

APU Bleed
Air System
Air Conditioning
Nacelle Bleed
Pack
Air System (BAS)
Aft Pressure
Bulkhead
Nacelle Bleed
Air System (BAS)
Wing Spar BAS
Relay Panel
(Behind Wardrobe)
Figure 36-3. Bleed Air System Diagram

36 PNEUMATICS
36-11-00 BLEED AIR NOTES
SYSTEM
GENERAL
Refer to Figure 36-3. Bleed Air System
Diagram.
The BAS uses air ducts to transfer bleed

air from the engines or the APU to the
Environmental Control System (ECS).
The bleed air from the engines flows through

shrouded ducts in the wing forward spars to
the wing center section. Each wing bleed air
duct has an over pressure switch, a differential
pressure sensor and a check valve to monitor
and control the engine bleed air. A sensor in
the shroud detects duct leaks.
Shrouded dorsal ducts transfer the air from

the wing section to the tail section which
joins with the APU duct and supplies the air
conditioning packs.

36 PNEUMATICS
AIRCONDITIONING
AIR CONDITIONING
OFF OFF
RECIRC
RECIRC 1 BLEED 2
NORM
MIN MAX
MIN
20 40
60
0
DUCT 80
TEMP CABIN
100 CABIN
BLEED
CAB FC
DUCT DUCT
GAUGE
OFF
MAN
AUTO
PACKS
COOL WARM COOL WARM
F/A
CABIN
TEMP FLT COMP
CABIN CONTROL
Figure 36-4. Air Conditioning and APU Control Panels
36-8 FOR TRAINING PURPOSES ONLY

36 PNEUMATICS
SYSTEM DESCRIPTION NOTES
Refer to:
•• Figure 36-4. Air Conditioning and APU

Control Panels.
•• Figure 36-5. Bleed Air System.
•• F i g u r e 3 6 - 6 . B l e e d A i r S y s t e m
Schematic.
Compressed air from the engines or APU is

pressure, flow and temperature regulated then
supplied to the subsystems.
BLEED switches on the AIR CONDITIONING

control panel and the APU control panel
determine the bleed air source. The
system is protected from overtemperature,
overpressurization and leakage.
The left nacelle bleed air system is identical to

the right nacelle system.

36-10 36 PNEUMATICS
P2.7 CHECK VALVE

LEFT ENGINE
P3.0 SOV
NACELLE
FCSOV
DASH 8 Q400
APU

ECS
AIRCONDITIONING
AIR CONDITIONING
OFF OFF
RECIRC
RECIRC 1 BLEED 2
NORM
MIN MAX
MIN
20 40
PFCSOV APU SOV

60
0
DUCT 80
TEMP CABIN
100 CABIN
BLEED
CAB FC
DUCT DUCT
GAUGE
OFF
MAN
AUTO
PACKS
COOL WARM COOL WARM
F/A
CABIN
TEMP FLT COMP
CABIN CONTROL
ECSECU
NACELLE
FCSOV
P3.0 SOV
RIGHT ENGINE P2.7 CHECK VALVE
Figure 36-5. Bleed Air System

Bleed Stage
Press Switch
DASH 8 Q400
P2.2 SOV Closed O/P

ECU Control to ECU & FADEC

P2.2 Interstage BOV
FADEC Control
L & R AFT DUCT LEAK

182.20C OVERTEMPERATURE
SWITCHES 182.2˚C (360°F)
(3600F)
36-11
Figure 36-6. Bleed Air System Schematic
36 PNEUMATICS
36-12 36 PNEUMATICS
DASH 8 Q400

B
A
FWD
Gas Generator
Case
P3 Adapter
(P3.0 Venturi)
B
Revision 0.4
A Photo
Figure 36-7. P3.0 Ducts and P3.0 Bleed Air Adapter (P3.0 Venturi)
36 PNEUMATICS
PRINCIPAL COMPONENTS NOTES
P3.0 Ducts
Refer to Figure 36-7. P3.0 Ducts and P3.0
Bleed Air Adapter (P3.0 Venturi).
High pressure ducting, installed between the

engine (P3.0) bleed air port and the pre-cooler
inlet duct, supplies air flow at low power
settings.
The high pressure ducting in the nacelle is

enclosed in a composite shroud from the bleed
air port to the high pressure shut off valve. This
reduces the possibility of ignition in the event
of a fuel leak.
P3.0 Venturi
Refer Figure 36-7. P3.0 Ducts and P3.0 Bleed
Air Adapter (P3.0 Venturi).
The P3 bleed air adapter (P3.0 Venturi)

installed on the engine gas generator case limits
the amount of hot, high pressure air entering
the bleed air system.
P3.0 Bleed Duct Inspection

Inspect insulation covers on the P3.0 duct
sections for signs of dents, holes, tears, and
other damage. Also, look for signs of wear,
galling, metal pickup, cracks, nicks, burrs,
dents, and other signs of damage or wear on
the duct.
NOTE
Flex joint covers must have no
damage.
Insulation covers that have holes

or tears must be replaced.
Damaged insulation covers can

be repaired at a repair facility if
the hole is less than 2” × 2” or
50mm × 50mm.

36 PNEUMATICS
P2.7 Ducts NOTE

Refer to Figure 36-8. P2.7 Bleed Air Duct. Ducts with cracks are not
serviceable.
P2.7 ducting, installed between the P2.7 engine
bleed air port and the pre-cooler outlet duct, Ducts with only burnish marks
supplies air flow at high power settings. are serviceable.
The P2.7 ducting in the nacelle connects to the The flange sealing surfaces must
high pressure bleed air ducting just upstream have no damage.
of the nacelle shut off valve.
Bellow ball joints must have no
damage.
P2.7 Bleed Duct Inspection
When inspecting the P2.7 ducts, look for signs
of wear, galling, metal pickup, cracks, nicks,
burrs, dents, and other signs of damage or wear.
Figure 36-8. P2.7 Bleed Air Duct
36-14 FOR TRAINING PURPOSES ONLY Revision 0.4

36 PNEUMATICS
Bleed Stage Pressure Switch The switch:
Refer to Figure 36-9. Bleed Stage Pressure •• Opens at 82 psi (565 kPa) increasing
Switch. pressure
•• Closes at 77psi (531 kPa) decreasing
The bleed stage pressure switch installed on
pressure.
a bracket aft of the pre-cooler senses the high
pressure bleed air upstream of the HPSOV.
When the bleed switches are selected off or

the deice system is selected on, the HPSOV is
controlled by the bleed stage pressure switch.
FWD
A BLEED AIR SYSTEM
Figure 36-9. Bleed Stage Pressure Switch

36 PNEUMATICS
FWD
FWD
Figure 36-10. High Pressure Shut-Off Valve (HPSOV)

36 PNEUMATICS
High Pressure Shutoff Valve
(HPSOV)
Refer to Figure 36-10. High Pressure Shut-Off
Valve (HPSOV).
The HPSOV is a pneumatically operated,

torque motor actuated butterfly valve. It has a
wire mesh filter upstream of the torque motor
to protect the servo from contamination. The
valve has a locking pin to lock the valve in the
OPEN position and switches that send valve
open/closed signals to the ECSECU.
The valve is installed in the high pressure

ducting between the engine (P3.0) bleed air
port and the pre-cooler.
The HPSOV opens when the torque motor is

energized letting P3.0 air supply the bleed air
systems.
The ECU uses high pressure (P3.0) information

supplied by FADEC or a signal from the bleed
stage pressure switch to control the operation
of the HPSOV.
Bleed Switch De-Ice Switch HPSOV Controlled by:

off off Bleed Stage Pressure Switch
off on Bleed Stage Pressure Switch
on on Bleed Stage Pressure Switch
on off ECS ECU

36 PNEUMATICS
Figure 36-11. Pre-Cooler Overtemperature Switch

36 PNEUMATICS
Pre-Cooler Overtemperature NOTES
Switch
Refer to Figure 36-11. Pre-Cooler
Overtemperature Switch.
The pre-cooler overtemperature switch installed

in the ducting between the HPSOV and the
pre-cooler opens if the bleed air temperature
exceeds 288°C (550°F) sending a signal to the
ECSECU.
The ECU will use this signal to command the

P2.2 shut-off valve open, allowing cooling air
to pass through the pre-cooler.

36 PNEUMATICS
FWD
D
FW
A PNEUMATIC SYSTEM ASSEMBLY

COOLING
AIR
P2.2 Outlet
AIRFLOW
W
FLO
AIR
W
FLO
AIR
Deice Outlet
W
FLO
P3.0 Outlet
AIR
TO DEICING
SYSTEM
FWD
W
FLO P3.0 Inlet
AIR
P2.2 Inlet B
Figure 36-12. Pre-Cooler

36 PNEUMATICS
Pre-Cooler
Refer to:
•• Figure 36-12. Pre-Cooler.

•• Figure 36-13. Pre-Cooler.
The pre-cooler is a two part air-to-air heat

exchanger mounted to the underside of the spine
cowl. The pre-cooler uses low temperature (P2.2)
air to cool the high temperature P3.0 bleed air.
A small heat exchanger integral to the pre-

cooler reduces the temperature of the bleed
air sent to the deice system using a continuous
flow of P2.2 bleed air.
Figure 36-13. Pre-Cooler

36 PNEUMATICS
FWD
Figure 36-14. Overtemperature Switch

36 PNEUMATICS
Overtemperature Sensor NOTES
Refer to Figure 36-14. Overtemperature Switch.
The overtemperature sensor installed in the

ducting upstream of Nacelle Flow Control
Shut-Off Valve (NFCSOV) opens if the bleed
air temperature exceeds 349°C (660°F) sending
a signal to the ECSECU. The ECU will use this
signal to shut down the related bleed air system
by closing the following valves:
•• Nacelle Flow Control Shut-Off Valve

(NFCSOV)
•• HPSOV
•• P2.2 Shut-Off Valve.
The ECU will bring on the related BLEED

HOT caution light and log a fault code in the
Central Diagnostics System (CDS).
The Resistance Temperature Device (RTD)

sensor was introduced as an alternate
overtemperature sensor by Bombardier
to replace the left and right nacelle
overtemperature switches in 2010. Please refer
to SB 84-36-03 for details. The new sensors
exhibit better life characteristics in extreme
operating environments and may reduce
nuisance BLEED HOT caution occurrences.
Revision 0.4 FOR TRAINING PURPOSES ONLY 36-23

36 PNEUMATICS
FWD
B
FWD
Figure 36-15. Nacelle Flow Control Shut-Off Valve

36 PNEUMATICS
Nacelle Flow Control Shut-Off Selection of the BLEED 1 and/or BLEED 2
switches on the AIR CONDITIONING control
Valve (NFCSOV) panel signals the ECU to open the related
Refer to: NFCSOV. The ECU regulates the NFCSOV
according to the settings of the BLEED,
•• Figure 36-15. Nacelle Flow Control PACKS and MIN/NORM/MAX switches.
Shut-Off Valve.
The ECU digital channels regulate each of the two
•• Figure 36-16. Nacelle Flow Control NFCSOVs to supply 50% of the total flow demand
Shut-Off Valve. based on differential pressure sensor inputs.
The NFCSOV is a pneumatically operated, torque
motor actuated butterfly valve, installed between NOTE
the pre-cooler outlet duct and the wing ducting. It There is no AMM procedure to
has a wire mesh filter upstream of the torque motor lock out pneumatic valves.
to protect the servo from contamination. The valve
has a locking pin to lock the valve in the CLOSED
position. A closed position micro-switch sends
position signals to the ECSECU (BIT). If electrical
power or bleed air is removed, the valve closes.
Figure 36-16. Nacelle Flow Control Shut-Off Valve

36 PNEUMATICS
FWD
FWD
Figure 36-17. Duct Leak Overtemperature Switch

36 PNEUMATICS
Nacelle Duct Leak NOTES
Overtemperature Switch
Refer to:
•• F i g u r e 3 6 - 1 7 . D u c t Leak
Overtemperature Switch.
•• Figure 36-18. Leak Detection Concept
Schematic.
The nacelle duct leak overtemperature switch

is installed in a housing next to the nacelle
shut-off valve, and is connected to the shroud
outlet with rigid tubing. The switch opens if the
temperature exceeds 182.2°C (360°F) sending
a signal to the ECSECU.
The ECU will use this signal to shut down

the related bleed air system by closing the
following valves:
•• NFCSOV
•• HPSOV
•• P2.2 SOV.


36-28 36 PNEUMATICS
Exit to
Ventilation
Zone
DASH 8 Q400
Shroud Support
(Perforated) Leak Flow
Leak Detection
Temperature
Switch

Bleed Flow
Duct Coupling
Pressure
Shroud Carrier
Coupling Cover
Figure 36-18. Leak Detection Concept Schematic

36 PNEUMATICS

36 PNEUMATICS
A
B
Tube Nut
Fitting
A LH SIDE SHOWN
RH SIDE SIMILAR
Packing
Spring
Packing
Filter
P2.2 Shutoff Valve

brbb63a01.dg, rt, 21/03/06
Figure 36-19. P2.2 Shut-off Valve

36 PNEUMATICS
P2.2 Shut-off Valve
Refer to:
•• Figure 36-19. P2.2 Shut-off Valve.

•• Figure 36-20. P2.2 Shut-off Valve.
The P2.2 shut-off valve is a pneumatically
operated, torque motor controlled butterfly
valve installed in-line with the P2.2 low
pressure ducting and the pre-cooler. The valve
has a wire mesh filter before the torque motor
to protect the servo from contamination. The
valve has two closed position micro-switches
that send valve position information to the ECU
and to the Full Authority Digital Electronic
Control (FADEC).
The valve is opened by the ECU when it

receives a signal from the pre-cooler inlet
overtemperature switch. When opened, cooling
air is allowed to flow across the pre-cooler.
Figure 36-20. P2.2 Shut-off Valve

36 PNEUMATICS
Wing Bleed Air Ducts The wing bleed air ducts are an assembly of
the following pieces of bleed air ducts:
Refer to Figure 36-21. Wing Bleed Air Ducts.
•• Firebox duct
Titanium wing bleed air ducts are installed
•• Inboard firebox duct
on the wing front spar and in the wing box
on top of the fuselage in the center section of •• Wing spar duct
the wing.
•• Fairing duct
•• Wingbox duct
•• Wye duct.
The ducts contain wing differential pressure

sensors, overpressure switches and wing duct
check valves.
Wye Duct
Wingbox Duct
Fairing
Duct
Wing Spar Duct
Inboard Firebox
Duct
NOTE Firebox Duct

Left side shown.
Right side similar.
Figure 36-21. Wing Bleed Air Ducts

36 PNEUMATICS
Overpressure Switch
Refer to Figure 36-22. Overpressure Switch.
The overpressure switch is installed on

a bracket in the wing leading edge, and is
connected to the bleed air ducting with rigid
tubing. The switch closes if the pressure in the
duct exceeds 100 psi (690 kPa).
The ECU will use this signal to shut down

the related bleed air system by closing the
following valves:
•• NFCSOV
•• HPSOV
•• P2.2 SOV.

B
FWD
A
NOTE
Left duct shown.
A WING SPAR DUCT ASSEMBLY Right duct similar.
FWD
Figure 36-22. Overpressure Switch

36 PNEUMATICS
Wing Differential Pressure Sensor The ECU uses this data together with pressure
and temperature data to regulate the bleed air
& Wing Duct Check Valve flow through the NFCSOV and to balance the
Refer to Figure 36-23. Wing Differential Pressure flow of bleed air from the engines.
Sensor and Wing Duct Check Valve.
A dual flapper, spring loaded check valve is
The wing differential pressure sensor is installed installed in the bleed air duct to prevent reverse
on a bracket in the wing root leading edge next to flow to each nacelle.
the duct overpressure switch and is connected to
bleed air ducting with rigid tubing. The differential
pressure sensor has two pressure ports. One port
senses the pressure before the wing venturi and
the other port senses the pressure at the throat of
the venturi. The differential pressure is used to
compute the flow through the venturi.
FWD
A
C
B
A WING SPAR DUCT ASSEMBLY
FWD FWD
B
C
Figure 36-23. Wing Differential Pressure Sensor and Wing Duct Check Valve

36 PNEUMATICS
Dorsal and Aft Fuselage Bleed Air
Ducts
Refer to Figure 36-24. Dorsal and Aft Fuselage
Bleed Air Ducts.
Titanium dorsal bleed air ducts, installed on top

of the fuselage, run from the wye duct in the
wing center section along the top of the fuselage
to the dorsal fin at the aft fuselage. The dorsal
ducting incorporates a pair of bellows ball joints
that add flexibility to the assembly.
The dorsal and aft fuselage bleed air ducts have

shrouds and contain a duct leak overtemperature
switch and an APU duct leak overtemperature
switch.
Aft Fuselage Duct
Aft Dorsal Duct
Forward Dorsal Duct
Heat Exchanger Inlet Duct.
Aft Fuselage Tee Duct
Figure 36-24. Dorsal and Aft Fuselage Bleed Air Ducts

36 PNEUMATICS
APU Differential Pressure Sensor The differential pressure sensor has two pressure
ports. One port senses the pressure upstream
Refer to Figure 36-25. Dorsal and Aft Fuselage of the APU venturi and the other port senses
Bleed Air Ducts. the pressure at the throat of the venturi. The
differential pressure is used to compute the flow
The APU differential pressure sensor is through the venturi.
installed on the APU bleed air ducting in the
aft fuselage and is connected by rigid tubing. The dorsal and aft fuselage bleed air ducts
have shrouds and contain two duct leak
overtemperature switches that are installed
side by side.
A ECS PACK
FWD
W
FLO
AIR
B APU BLEED AIR

SUPPLY DUCT
FWD
Figure 36-25. Dorsal and Aft Fuselage Bleed Air Ducts

36 PNEUMATICS
Duct Leak Overtemperature If an overtemperature switch detects a leak, the
ECU closes the related NFCSOV, HPSOV and
Switches - Aft Fuselage P2.2 SOV.
Refer to Figure 36-26. Aft Fuselage Duct Leak
Overtemperature Switch. The APU FADEC will close the APU bleed
valve. The BL AIR OPEN advisory light on the
Two aft fuselage duct leak overtemperature APU panel goes OFF.
switches are installed in the same bracket on
the aft fuselage T-duct. The ECU also illuminates the related BLEED
HOT caution light and records a fault code in
The aft fuselage duct leak overtemperature the CDS to show a duct leak.
switches detect a bleed air leak in the ducts
near the air conditioning pack inlet. If the
temperature in the duct is greater than 360°F
(182.2°C), the switch contacts open.
FWD B
A ENGINE BLEED AIR DUCT
NOTE
Upper component shown.
Lower component similar.
FWD
Figure 36-26. Aft Fuselage Duct Leak Overtemperature Switch

36 PNEUMATICS
APU Bleed Air Ducts

Refer to Figure 36-27. APU Bleed Air Ducts.
Shrouded titanium APU bleed air ducts,

installed aft of the rear pressure bulkhead, run
forward through the APU firewall and join the
aft fuselage duct upstream of the PFCSOV.
APU Check Valve

Refer to Figure 36-27. APU Bleed Air Ducts.
The dual flapper, spring loaded APU check

valve allows APU bleed air to flow to the
packs. The valve prevents reverse flow back
to the APU.
APU Forward Duct
APU Mid Duct
APU Duct Check Valve
Figure 36-27. APU Bleed Air Ducts

36 PNEUMATICS
Environmental Control System The ECU has two channels designated left and right.
Each channel has a digital channel for automatic
Electronic Control Unit (ECS ECU) control and an analog channel for manual control.
Refer to: The analog channel also provides limited backup
control should the digital channel fail.
•• Figure 36-28. ECS Electronic Control
Unit (ECU). The ECU controls and monitors the bleed air
system for the following indications:
•• Figure 36-29. ECS Interfaces.
•• Bleed flow
The ECU, installed under the center floor
boards, responds to pilot switch and sensor •• Bleed pressure
commands to conthe BAS sources. The ECU •• Bleed temperature
and the BAS have redundant configurations
to permit continued ECS operation with •• Engine bleed supply
mechanical and electrical component •• Bleed duct leak detection
malfunctions.
•• Valve positions.
X361.00
X301.00
X176.00
X156.00
A
X176.00
X156.00
Figure 36-28. ECS Electronic Control Unit (ECU)

36-40 36 PNEUMATICS
LEFT NACELLE LEFT P2.2 LEFT HIGH ARINC 429 ARINC 429 RIGHT HIGH RIGHT P2.2 RIGHT NACELLE
SOV SOV PRESSURE SOV DATA BUS DATA BUS PRESSURE SOV SOV SOV
RECEIVES RECEIVES
TRANMITS ONLY
RS 422 DATA BUS

FLT COMP ZONE SUPPLY CABIN ZONE SUPPLY
TEMP SENSOR TEMP SENSOR
DISTRIBUTION DAMPER
COMPRESSOR O/TEMP VALVE COMPRESSOR O/TEMP
DASH 8 Q400
SWITCH SWITCH
FLT COMP ZONE TEMP FLT COMPT CABIN CABIN ZONE TEMP
SENSOR PACK HOT PACK HOT SENSOR

FLT COMPT CABIN
O/TEMP SWITCH O/TEMP SWITCH
DUCT HOT DUCT HOT
LEFT PRECOOLER RIGHT PRECOOLER

TEMPERATURE SWITCH PACK INLET TEMP SWITCH
TEMPERATURE SENSOR
FLT COMP COMPRESSOR CABIN COMPRESSOR

OUTLET TEMP SENSOR LEFT RIGHT OUTLET TEMP SENSOR
DIGITAL PACK INLET PRESSURE DIGITAL
LEFT DIFF PRESSURE CHANNEL SENSOR CHANNEL RIGHT DIFF PRESSURE
SENSOR SENSOR
LEFT NACELLE DUCT LEAK TEMPERATURE RIGHT NACELLE DUCT

O/TEMP SWITCH REDUCTION LEAK O/TEMP SWITCH
TEMPERATURE SWITCH
LEFT BLEED O/TEMP RIGHT BLEED O/TEMP
SWITCH SWITCH
PACK FLOW
LEFT BLEED CONTROL SOV RIGHT BLEED
O/PRESSURE SWITCH O/PRESSURE SWITCH
LEFT AFT DUCT LEAK TEMPERATURE RIGHT AFT DUCT LEAK

O/TEMP SWITCH REDUCTION SOV O/TEMP SWITCH
FLT COMP TEMPERATURE CABIN TEMPERATURE

SELECTOR RECIRCULATION FAN SELECTOR
TURBINE PACK BYPASS PACK BYPASS TURBINE

SOV VALVE VALVE SOV
100 AMP
FUSE
L ANALOG R ANALOG
CHANNEL CHANNEL
28V DC MAIN DISTRIBUTION BOX
28 VDC LEFT MAIN BUS

28 VDC RIGHT MAIN BUS
fs461a01.cgm
Figure 36-29. ECS Interfaces

36 PNEUMATICS
CONTROLS AND INDICATIONS
Refer to Figure 36-30. Bleed Air, Air
Conditioning Control Panel.
Bleed Control Switches

The bleed air switches are installed in the flight
compartment on the air conditioning control panel.
BLEED 1 and BLEED 2 Switches

Selection to ON signals the ECU to open and
control NFCSOV.
BLEED Toggle Switches

A
BLEED Control Selector
AIRCONDITIONING
AIR CONDITIONING
OFF OFF
OVERHEAD CONSOLE
RECIRC
RECIRC 1 BLEED 2
NORM
MIN MAX
MIN
20 40
60
0
DUCT 80
TEMP CABIN
100 CABIN
BLEED
CAB FC
DUCT DUCT
GAUGE
OFF
MAN
AUTO
PACKS
COOL WARM COOL WARM
F/A
CABIN
TEMP FLT COMP
CABIN CONTROL
Figure 36-30. Bleed Air, Air Conditioning Control Panel

36 PNEUMATICS
A
B
OVERHEAD CONSOLE
#1 Bleed Hot (Amber) #2 Bleed Hot (Amber)
#1 HYD #2 HYD
FLUID HOT FLUID HOT
#1 ENG #1 ENG #2 ENG

OIL PRESS FADEC FAIL FADEC FAIL
A Bleed Air Pushbutton Switch
Figure 36-31. Bleed Air System Control and Indication

36 PNEUMATICS
Bleed Control Selector The No.2 BLEED HOT caution light illuminates
on when:
Refer to Figure 36-31. Bleed Air System
Control and Indication. •• Right bleed overpressure switch detects
a pressure of greater than 100 psig.
The BLEED control selector is a three-position
rotary selector that is used to control the •• Right bleed overtemperature switch
amount of bleed air flow from the two engines. detects a temperature of greater than
349°C (660°F).
MIN: Causes the ECU to modulate the nacelle •• Right nacelle duct leak overtemperature
flow control shut-off valve to minimum air flow. switch detects a temperature of greater
than 182°C (360°F).
NORM: Causes the ECU to modulate the nacelle
flow control shut-off valve to normal air flow. Both No.1 and No.2 BLEED HOT caution
lights illuminate when:
MAX: Causes the ECU to modulate the nacelle
flow control shut-off valve to maximum air flow. •• Both aft duct leak switches detect a
shroud temperature greater than 180°C.
The Bleed Air System has the following caution
lights: NOTE
•• No.1 BLEED HOT A BLEED HOT caution light
will remain ON until the cause
•• No.2 BLEED HOT. is removed and the respective
BLEED switches and/or the
Refer to Figure 36-32. Bleed Flow Versus APU BL AIR switchlight are
Selection and Rating Chart. cycled through OFF and back to
the ON position.
The No.1 BLEED HOT caution light
illuminates when:
•• Left bleed overpressure switch detects a

pressure of greater than 100 psig.
•• Left bleed overtemperature switch
detects a temperature of greater than
349°C (660°F).
•• Left nacelle duct leak overtemperature
switch detects a temperature of greater
than 182°C (360°F).

36 PNEUMATICS
NOTE LEGEND
Single Engine Rating is achieved 1. MAX 2 ENG 2 PACK
by uptrim on the local engine or 2. NORM 2 ENG 2 PACK
Bleed Flow
selection of the remote engine 3. MAX 2 ENG 1 PACK
lb/min
4. GROUND 1 ENG NORM or MAX
bleed OFF.
5. NORM 2 ENG 1 PACK
6. MIN 2 ENG 2 PACK or FLIGHT 1
100 ENG NORM or MAX
7. MIN 2 ENG 1 PACK.
80
60
2
4
5
40 6
20 Altitude
Sea 5,000' 10,000' 15,000' 20,000' 25,000'
Level
Bleed Flow Versus Selection and Rating
Figure 36-32. Bleed Flow Versus Selection and Rating Chart

36 PNEUMATICS

36-46 36 PNEUMATICS
TORQUE
(+) PL5 MOTOR
53 A
0-50 mA
2 57 54 B
DISCRETE (-)
3 71
MIN 34 71 14 C
E1 MIN FLOW DISCRETE
EC 31 9 39 D
E2 NORM BLEED OVER TEMPERATURE
32 36 DISCRETES
E3 MAX SWITCH
NORM 33 57
2121-S3
DASH 8 Q400
MAX BLEED SWITCH ELECTRONIC CONTROL UNIT NACELLE SHUT-OFF VALVE
OFF (ECU)
8
9
14
15 B 11
DISCRETE
2121-S1 C 37
ON BLEED SWITCH 1 (L)
AIR CONDITIONING CONTROL PANEL DISCRETE OUT 28 26 #1 BLEED HOT
BLEED OVER PRESSURE

SWITCH CAUTION AND

WARNING PANEL
3 2
1
PL4
B 89 4
C 88 2 78
C

3 DISCRETE
87 79
ICE AND RAIN PROTECTION PANEL PRECOOLER OVER

(OVERHEAD CONSOLE) TEMPERATURE SWITCH F2
BLEED STAGE 33 E6 A3
PRESSURE SWITCH A2 E7 A
0-50 mA E8 A1
B
5 E3 B3 C DISCRETE
D OUT
B 70 B2 E4
DISCRETE E5 B1
C 77
HIGH PRESSURE
PART OF 2-K2 SHUT OFF
BLEED DUCT
VALVE
PART OF 2-K2 LEAKAGE SWITCH RELAY JUNCTION
BOX NO. 1
DISCRETE 72
C2 A8
A9 73
C1
A3 X2
B3 B 8
+28 V DC E2 X1 DISCRETE TORQUE
C 35
F2 (+) MOTOR
2-K2
32 A
Q6 BLEED DUCT 0-50 mA
ECS/BA CONT RELAY JUNCTION 4 B
LEAKAGE SWITCH (-)
28 VDC L MAN BOX NO. 1
R MAIN 5A C7 A3 12 C
C6 A2 DISCRETE
A1 13 D
B3
RIGHT DC CBP
B2
B1 +28 VDC IN 1 18 +28 VDC OUT
P/J8 RTN OUT 2 17 RTN IN
B7 SIG + OUT 3 2 SIG + IN PRE COOLER
ECS/BA CONT A3 X2 5 GND
SIG - OUT 4 7 SIG - IN SHUT OFF VALVE
28 VDC L AUTO B7
L MAIN B8 X1
5A DIFFERENTIAL
DIODE SPLICE CR2 PRESSURE SENSOR
2-K3 C8 (BLEED FLOW P)
LEFT DC CBP G10
9 DISCRETE
56
DISCRETE
RELAY JUNCTION 36
BOX NO. 2
ELECTRONIC CONTROL UNIT

(ECU)
Figure 36-33. Bleed On De-Ice Off

36 PNEUMATICS
OPERATION NOTES
Refer to Figure 36-33. Bleed On De-Ice Off.
NOTE
Left side shown right side
similar.
Engine Bleed Air

Selection of bleed switch 1 provides a ground
to close relay 2-K3 (Relay JB2). 28 VDC for
the relay is supplied from the left and the right
main DC bus.
A “Bleed Selected On” discrete signal from the

ECU (Pin 36) is returned to the ECU (Pin 56)
through relay contacts B1 and B2.
The ECU outputs a signal to open the NFCSOV

(Pins 53 and 54).
Excitation voltage from the ECU (Pin 71) is

sent to the rotary BLEED (MIN/NORM/MAX)
switch and returned through pins 9, 36 or 57.
This input along with differential pressure

sensor input is used to adjust the current
delivered to the NFCSOV for modulation.
HPSOV torque motor control is through the

normally closed contacts (A2 and B2) of relay
2-K2. Valve position feedback is provided
through Pins 72 and 73.

36-48 36 PNEUMATICS
TORQUE
(+) MOTOR
53 A
0-50 mA
2 57 54 B
DISCRETE (-)
3 71
MIN 34 71 14 C
E1 MIN FLOW DISCRETE
EC 31 9 39 D
E2 NORM BLEED OVER TEMPERATURE
32 36 DISCRETES
E3 MAX SWITCH
NORM 33 57
DASH 8 Q400
MAX BLEED SWITCH ELECTRONIC CONTROL UNIT NACELLE SHUT-OFF VALVE
OFF (ECU)
8
9
14
15 B 11
DISCRETE
C 37
ON BLEED SWITCH 1 (L)
AIR CONDITIONING CONTROL PANEL DISCRETE OUT 28 26 #1 BLEED HOT
BLEED OVER PRESSURE

SWITCH CAUTION AND

WARNING PANEL
3 2
1
B 89 4
C 88 2 78
C

3 DISCRETE
87 79
ICE AND RAIN PROTECTION PANEL PRECOOLER OVER

(OVERHEAD CONSOLE) TEMPERATURE SWITCH F2
BLEED STAGE 33 E6 A3
PRESSURE SWITCH A2 E7 A
0-50 mA E8 A1
B
5 E3 B3 C DISCRETE
D OUT
B 70 B2 E4
DISCRETE E5 B1
C 77
HIGH PRESSURE
PART OF 2-K2 SHUT OFF
BLEED DUCT
VALVE
PART OF 2-K2 LEAKAGE SWITCH RELAY JUNCTION
BOX NO. 1
DISCRETE 72
C2 A8
A9 73
C1
A3 X2
B3 B 8
+28 VDC E2 X1 DISCRETE TORQUE
C 35
F2 (+) MOTOR
2-K2
32 A
Q6 BLEED DUCT 0-50 mA
ECS/BA CONT RELAY JUNCTION 4 B
LEAKAGE SWITCH (-)
28 VDC L MAN BOX NO. 1
R MAIN 5A C7 A3 12 C
C6 A2 DISCRETE
A1 13 D
B3
RIGHT DC CBP
B2
B1 +28 V DC IN 1 18 +28 VDC OUT
RTN OUT 2 17 RTN IN
B7 SIG + OUT 3 2 SIG + IN PRE COOLER
ECS/BA CONT A3 X2 5 GND
SIG - OUT 4 7 SIG - IN SHUT OFF VALVE
28 VDC L AUTO B7
L MAIN B8 X1
5A DIFFERENTIAL
DIODE SPLICE CR2 PRESSURE SENSOR
2-K3 C8 (BLEED FLOW P)
LEFT DC CBP G10
9 DISCRETE
56
DISCRETE
RELAY JUNCTION 36
BOX NO. 2

(ECU)
Figure 36-34. Bleed On De-Ice On

36 PNEUMATICS
BLEED OFF OR DE-ICE ON – NOTES
HPSOV Control
If the bleed switch is selected off or the
airframe de-ice is selected on, control of the
HPSOV is via the bleed stage pressure switch.
Refer to Figure 36-34. Bleed On De-Ice On.
Relay 2-K3 is energized and relay 2-K2 is

relaxed. When the P3 Bleed stage pressure
switch senses pressure less than 77 psi (531
kPa), it closes, supplying a ground to energize
relay 2-K2.
Energizing 2-K2 removes control of the

HPSOV from the ECU and contacts A2 and
B2 supply 28 VDC and a ground to open the
HPSOV.

36-50 36 PNEUMATICS
ECU NACELLE
A SHUT-OFF VALVE
CAUTION PANEL 0-50 mA B
#1 BLEED HOT 25 28 DISCRETE OUT

C
DISCRETE D
DASH 8 Q400
OVERHEAD PANEL LEFT ENGINE
BLEED 57
OVER TEMP 2 DISCRETE
3 71
SWITCH
LEFT ENGINE
BLEED B 11
OVER PRESSURE DISCRETE

C 37
SWITCH
A
B
LEFT WING-FRONT CENTER
C R4D APU FADEC
PRECOOLER 2 78 A C
OVER TEMP DISCRETE
3 79 21 H- BLEED VALVE
SWITCH CLOSED IND
LEFT ENGINE
BLEED DUCT B 70 LEFT PRECOOLER

LEAKAGE DISCRETE P22 SOV
C 77
SWITCH 32 A
0-50 mA 4 B
LEFT ENGINE
BLEED DUCT B 8
LEAKAGE DISCRETE
C 35
SWITCH
APU RELAY PANEL
A E- 12 C
DISCRETE 13 D
AFT FUSE - LEFT SIDE
LEFT ENGINE
Figure 36-35. Control and Fault

36 PNEUMATICS
Control and Fault APU Bleed Air
Refer to Figure 36-35. Control and Fault. Selection of the BL AIR switch on the APU
CONTROL panel energizes the APU bleed air
When P3 air temperature is greater than 288ºC system. The APU will supply the ECS with
(550ºF), the pre-cooler overtemperature switch bleed air only when the two engine BLEED 1
closes and sends a discrete signal to the ECU (Pin and 2 switches are selected off.
79). The ECU will command the P2.2 SOV open.
Selection of the BLEED 1 and/or BLEED 2
Fault switches send a signal to the APU FADEC to
close the APU bleed valve.
Bleed overtemperature switch senses
temperature exceeding 349ºC (660ºF), a
discrete signal is sent to the ECU Pin 71.
Deice and Oil Cooler Ejector
Bleed Air
Bleed overpressure switch senses a pressure in
excess of 100 psig (689 kPa), a discrete signal Bleed air from each engine is always available
is sent to the ECS ECU Pin 37. for the deice system and the oil cooler ejectors.
Duct leak switch senses temperature in the Engine bleed air flows through a smaller deice
shroud greater than 182ºC (360ºF), a discrete pre-cooler in the precooler reducing the deice
signal is sent to the ECS ECU Pin 77. bleed air temperature. This deice precooler uses
a continuous flow of P2.2 bleed air to reduce
Upon receipt of any of the above discretes, the the temperature of the bleed air before it flows
ECU will shut down the system by sending to the deice system.
signals to close the HPSOV, NFCSOV and the
P2.2 SOV. The ECU will output a signal to The oil cooler ejector shutoff valve is opened
illuminate the associated BLEED HOT caution by the FADEC when the conditions that follow
light and log a related fault code. occur:
The system will not automatically reset. The
•• Aircraft is WOW
bleed switches must be selected to OFF then
ON to reset the system. •• PLA is less than 60 degrees
•• Oil temperature is greater than 104°C.
If a leak is detected in the common shroud area
(aft fuselage area) and both overtemperature
switches sensed the temperature exceed 182ºC NOTE
(360ºF), a discrete signal is sent to the ECSECU
Check valves in the wing ducts
and the APU relay pin E-.
prevent the use of APU bleed
air for the deice system and oil
The ECU will send a signal to the APU FADEC
cooler ejectors.
for APU bleed valve control. The APU relay
panel will interrupt the bleed request and the
APU bleed valve will close.
The ECU will output a signal to illuminate

both BLEED HOT caution lights. The system
will not automatically reset. All bleed switches
(Engine and APU) must be selected to OFF
then ON to reset the system.

36 PNEUMATICS
Centralized Diagnostic System (CDS) Crew Report

Refer to: No.1 BLEED HOT light came on during climb.
Bleed No.1 remained in OFF position for the
•• Figure 36-36. ARCDU, CDS (1 of 2). remainder of the flight. What troubleshooting
steps will you take?
•• Figure 36-37. ARCDU, CDS (2 of 2).
The CDS lets aircraft maintenance personnel:
•• Read malfunction reports from last or

previous flight legs
•• Read the part number of the software for
the left and right channels of the ECS
•• Perform fault isolation using the data
displayed on pages 6 and 7.
As well, refer to chapter 21 Air Conditioning

CDS as both systems share the same ECS ECU.
CDS
< AVIONICS
< OTHER SYSTEMS
<AVIONIC DATA
ECSPRESENT
ECS PRESENT FLT
FLT LL CH 1/7
CH 1/7
OTHER SYSTEM 1/2
< EMU ANTI-SKID > 4002

XXXX- -ECU
ECUDIG
DIGCH
CH11
XXXX - L NAPRSOV
XXXX - APU DIFF PR
< FCS ICE PROTECTION > XXXX - FD TSOV
XXXX - FD MAN REF POT
XXXX - FD ACM
< ECS APU > XXXX - ECU ANLG CH 1
XXXX - L HP BLD SW
XXXX - COMP TMP MISCMP
< TMCU 1 TMCU 2 > XXXX - SEC OLT MISCMP
XXXX - FD CMP OLT TMP
XXXX - FD MAN OLT TMP
I I
Figure 36-36. ARCDU, CDS (1 of 2)

36 PNEUMATICS
/7
ECS
ECSPRESENT FLTRRCH
PRESENT FLT CH 2/7 ECS SW PART NUMBER
XXXX - ECU DIG CH 2 CHANNEL PART NUMBER
XXXX - R NAPRSOV 22 -
XXXX - APU DIFF PR
XXXX - CAB ACM CHANNEL 2 PART NUMBER
NO FAULTS
XXXX - CAB LOGGED
OLT MISCMP 22 -
XXXX - CAB TSOV
XXXX - ECU ANLG CH 2
XXXX - R HP BLD SW
XXXX - SEC OLT MISCMP
XXXX - CAB CMP OLT TMP
XXXX - CAB MAN OLT TMP
I I
ECS
ECSFLT
FLTHISTOR L CH
HISTOR L CH /7
/7 ECS FLIGHT DATA L CH /7
XXXX
2 -- ECU
ECU DIG CH R L A R2L AA R L C
XXXX
2 -- LL NAPRSO
NAPRSOV
V A L A
F A L EB P L2D 2
P2L D D L
XXXX - APU
APU DIFF
DIFF PR
R
P 2
S S S2L S L
XXXX - FD TSOV
T L T2L T L
XXXX - FD MAN REF POT T S T L T L
XXXX - FD ACM 2 PR 7 PR2 PR 7
XXXX - ECU ANLG CH PR I LE I2LA FF
XXXX - L HP BLD SW LC 2 I LE I L 77
XXXX - COMP TMP MISCMP LC F 7LFFFF I LFFFB
XXXX - SEC OLT MISCMP 2 LFF 7 B L B2L
XXXX - FD CMP OLT TMP OLD B L B L B L
XXXX - FD MAN OLT TMP OLD
I I
ECS
ECSFLT
FLTHISTOR
HISTOR R CH
R CH /7/7 ECS FLIGHT DATA R CH 7/7
XXXX -- ECU
ECUDIG
DIGCH
CH22 R R C
C R2R AA R R B
XXXX -- R
R NAPRSOV
NAPRSOV 2 A R AA A R P R F2
XXXX - APU DIFF PR P2R2F 2 D D R
XXXX - CAB ACM 2 S S S2R S R
XXXX - CAB OLT MISCMP T R T2R T R
XXXX - CAB TSOV T S T R T R
XXXX - ECU ANLG CH 2 PR 7 7 PR2 PR C
XXXX - R HP BLD SW PR I RE I2RA FF
RE 2 I R D I R 77
R B 7RFFFF I RFFF
XXXX - SEC OLT MISCMP OLD
RFF B R B2R
XXXX - CAB CMP OLT TMP OLD
XXXX - CAB MAN OLT TMP OLD B R B R B R
I I
Figure 36-37. ARCDU, CDS (2 of 2)

36 PNEUMATICS
36-00-00 SPECIAL TOOL & TEST EQUIPMENT

•• GSB2111004 Kit - Fluidized Bath
•• 500 or equivalent Temperature Bath
•• Commercially Available Thermometer (capable of an accuracy of ± 0.9°F (± 0.5°C), or
better)
•• Keithley 2700 or equivalent Multimeter/Data Acquisition (Temperature and Resistance
Measuring) System
•• GSB2400001 Multimeter - Hand Held
•• Commercially available Air Pressure Regulator (0 - 125 psi) (0 - 861.85 kPa)
36-00-00 MAINTENANCE PRACTICES

Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures:
•• AMM 36-11-31-000-801 Removal of the P2.2 Shutoff Valve

•• AMM 36-11-31-400-801 Installation of the P2.2 Shutoff Valve
•• AMM 36-11-09-160-801 Cleaning the High Pressure Shutoff Valve Filter
•• AMM 36-11-19-160-801 Cleaning of the Nacelle Shutoff Valve Filter
•• AMM 36-11-31-160-801 Cleaning of the P2.2 Shutoff Valve Filter
•• AMM 45-00-21-742-801 R
etrieval of Data from the Central Diagnostic System (CDS) −
Environmental Control System (ECS)
•• AMM 36-11-00-710-801 O
perational Check of the Bleed Air Nacelle Shut−Off Valve (this
task incorporates 215200–204) MRB#361100–203)
•• AMM 36-11-00-710-802 Operational Test of the Bleed Air System
•• AMM 36-11-00-720-803 F
unctional Check of the Wing Bleed Leak Detection Switches
(MRB#361100−209)
•• AMM 36-11-16-720-801 F
unctional Check of the Bleed Air Over Temperature Switch
(CMR#361100−107)
•• AMM 36-11-16-720-802 F
unctional Check of the Resistance Temperature Device (RTD)
Sensor (CMR#361100−110)
•• AMM 36-11-36-720-801 F
unctional Check of the Bleed Air Overpressure Switch
(CMR#361100−106)

CHAPTER 21
AIR CONDITIONING
CONTENTS
Page
21-00-00 AIR CONDITIONING................................................................................. 21-1
21 AIR CONDITIONING

Introduction......................................................................................................... 21-1
General................................................................................................................ 21-2
21-51-00 AIR CONDITIONING PACK....................................................................... 21-7
General................................................................................................................ 21-7
Component Description...................................................................................... 21-11
Heat-Dual Exchanger.................................................................................. 21-11
Condenser, Reheater and Mixer................................................................... 21-12
Water Collector........................................................................................... 21-13
Spray Nozzle............................................................................................... 21-15
Air Cycle Machine...................................................................................... 21-17
Fan Inlet Diffuser Housing.......................................................................... 21-18
Pack Bypass Valve....................................................................................... 21-19
Turbine Shut-off Valve................................................................................ 21-20
Temperature Reduction Shut-off Valve........................................................ 21-21
Temperature Reduction Valve Switch.......................................................... 21-22
Compressor Outlet Temperature Switch....................................................... 21-23
Compressor Outlet Temperature Sensors..................................................... 21-24
Secondary Heat Exchanger Outlet Temperature Sensor............................... 21-25
Air Conditioning Pack Struts and Air Conditioning Pack Mounts................ 21-26

Page
Packs Control Switches............................................................................... 21-27
Operation........................................................................................................... 21-29
Normal System Operation........................................................................... 21-29
Recirculation Fan........................................................................................ 21-33
21 AIR CONDITIONING
Recirculation Fan Filter Removal................................................................ 21-35

Recirculation Filter..................................................................................... 21-36
21-52-00 FLOW CONTROL SYSTEM..................................................................... 21-37
Introduction....................................................................................................... 21-37
System Description............................................................................................ 21-37
Pack Flow Control and Shut-off Valve......................................................... 21-39
Operational Check of the PFCSOV.............................................................. 21-39
Absolute Pressure Sensor............................................................................ 21-40
Pack Inlet Temperature Sensor.................................................................... 21-41
Packs Control Switches............................................................................... 21-43
Operation........................................................................................................... 21-45
21-61-00 TEMPERATURE CONTROL AND INDICATION..................................... 21-47
General.............................................................................................................. 21-47
Auto Mode.................................................................................................. 21-49
Manual Mode.............................................................................................. 21-50
Environmental Control System Electronic Control Unit (ECS ECU)........... 21-51

Page
Zone Supply Indication Sensors.................................................................. 21-53
Zone Supply Temperature Sensors............................................................... 21-53
Zone Supply Overtemperature Switches...................................................... 21-53
Temperature Sensors................................................................................... 21-53
21 AIR CONDITIONING

Cabin Zone Temperature Sensors................................................................ 21-54
Flight Compartment Zone Temperature Sensor............................................ 21-55
Temperature Control and Indication - Air Conditioning Control Panel........ 21-57
Interfaces.................................................................................................... 21-57
Operation........................................................................................................... 21-61
Temperature Control System Operational Check......................................... 21-64
Crew Report................................................................................................ 21-64
21-20-00 AIR DISTRIBUTION................................................................................. 21-67
Introduction....................................................................................................... 21-67
General.............................................................................................................. 21-67
21-21-00 FLIGHT COMPARTMENT AIR DISTRIBUTION..................................... 21-67
Introduction....................................................................................................... 21-67
General.............................................................................................................. 21-67
Flight Compartment Supply Ducts.............................................................. 21-68
Flight Compartment Distribution Ducts...................................................... 21-68
Operation........................................................................................................... 21-69

Page
Fault Diagnostics................................................................................................ 21-71
Fault Scenario............................................................................................. 21-71
21-22-00 CABIN AND BAGGAGE AIR DISTRIBUTION........................................ 21-72
Introduction....................................................................................................... 21-72
21 AIR CONDITIONING
General.............................................................................................................. 21-72
Cabin Supply Ducts..................................................................................... 21-73
Distribution Damper........................................................................................... 21-75
Distribution-Cabin Ducts............................................................................ 21-76
Splitter Duct - Distribution.......................................................................... 21-79
Aft Baggage Compartment Vent Valves....................................................... 21-81
Operation........................................................................................................... 21-83
21-23-00 GROUND CONNECTION......................................................................... 21-85
Introduction....................................................................................................... 21-85
General.............................................................................................................. 21-85
Ground Connection..................................................................................... 21-85
21-24-00 RAM AIR SYSTEM................................................................................... 21-86
Introduction....................................................................................................... 21-86
Ram Air Check Valve.................................................................................. 21-88
Ram Air Ducts............................................................................................ 21-88
Operation........................................................................................................... 21-89
21-iv FOR TRAINING PURPOSES ONLY Revision 0.4

Page
Normal Operation....................................................................................... 21-89
No Pack Operation...................................................................................... 21-89
Ground Operation....................................................................................... 21-89
21-25-00 AVIONICS COOLING............................................................................... 21-91
21 AIR CONDITIONING

Introduction....................................................................................................... 21-91
General.............................................................................................................. 21-91
Avionic Cooling Fans.................................................................................. 21-93
Zone Temperature Switches......................................................................... 21-95
Avionics and LCD Cooling System Ducts................................................... 21-97
Display Unit Filter Maintenance Practices................................................... 21-97
Avionics Cooling Fans Operational Check................................................... 21-99
Controls and Indications..................................................................................21-101
Interfaces..................................................................................................21-101
Operation.........................................................................................................21-103
Normal System Operation.........................................................................21-103
Crew Reports............................................................................................21-103
Fault Diagnostics.......................................................................................21-103
Central Diagnostics System.......................................................................21-104
The Fault Isolation Manual (FIM).............................................................21-107
Fault Isolation Process..............................................................................21-107
Fault Tables...............................................................................................21-107
Aircraft Diagnostics Solutions..................................................................21-107
Bombardier’s ECS HEX Decoder..............................................................21-113
Revision 0.4 FOR TRAINING PURPOSES ONLY 21-v

Page
21-31-00 PRESSURIZATION CONTROL..............................................................21-121
Introduction.....................................................................................................21-121
General............................................................................................................21-121
System Description..........................................................................................21-123
21 AIR CONDITIONING
Component Description....................................................................................21-126
CABIN PRESSURE Control Panel............................................................21-126
Cabin Pressure Controller.........................................................................21-127
Cabin Indication Module (CIM)................................................................21-128
Outflow Valve...........................................................................................21-129
Forward Safety Valve................................................................................21-131
Forward Safety Valve Selector..................................................................21-132
Aft Safety Valve, Air Jet Pump & Safety Valve Filter................................21-133
Cabin Pressurization Control Panel (CPCP)..............................................21-135
Cabin Indication Module (CIM)................................................................21-137
Interfaces..................................................................................................21-137
Operation.........................................................................................................21-137
Pressure Dump Mode................................................................................21-143
Maintenance Practices...............................................................................21-143
Emergency Mode / Smoke Removal..........................................................21-145
Maintenance Consideration..............................................................................21-149
System Limitations...................................................................................21-149
Maintenance Troubleshooting....................................................................21-149
21-00-00 SPECIAL TOOL & TEST EQUIPMENT..................................................21-150
21-00-00 MAINTENANCE PRACTICES................................................................21-150
21-vi FOR TRAINING PURPOSES ONLY Revision 0.4

ILLUSTRATIONS
Figure Title Page
21-1 ECS Simplified Block Diagram.................................................................21-2
21-2 ECS Detail Block Diagram........................................................................21-3
21 AIR CONDITIONING

21-3 Air Conditioning System Control Panels...................................................21-4
21-4 Air Conditioning Pack Air Flow................................................................21-6
21-5 ECS Detail Block Diagram........................................................................21-8
21-6 Air Conditioning Pack Schematic............................................................21-10
21-7 Dual Heat Exchanger...............................................................................21-11
21-8 Condenser, Reheater and Mixer...............................................................21-12
21-9 Water Collector........................................................................................21-13
21-10 Spray Nozzle...........................................................................................21-14
21-11 Air Cycle Machine Synoptic....................................................................21-16
21-12 Air Cycle Machine .................................................................................21-17
21-13 Fan Inlet Diffuser Housing.......................................................................21-18
21-14 Pack Bypass Valve...................................................................................21-19
21-15 Turbine Shut-Off Valve............................................................................21-20
21-16 Temperature Reduction Shut-off Valve.....................................................21-21
21-17 Temperature Reduction Valve Switch.......................................................21-22
21-18 Compressor Outlet Temperature Switch...................................................21-23
21-19 Compressor Outlet Temperature Sensors..................................................21-24
21-20 Secondary Heat Exchanger Outlet Temperature Sensor............................21-25
21-21 Air Conditioning Support System............................................................21-26
FOR TRAINING PURPOSES ONLY 21-vii

Figure Title Page

21-22 Air Conditioning Control Panel - Pack Control Switches.........................21-27
21-23 Air Conditioning Pack.............................................................................21-28
21-24 Recirculation Fan Synoptic......................................................................21-32
21-25
21 AIR CONDITIONING
Recirculation Fan.....................................................................................21-33
21-26 Recirculation Fan Filter Removal.............................................................21-34
21-28 Recirculation Filter Synoptic...................................................................21-36
21-27 Recirculation Filter..................................................................................21-36
21-29 Flow Control System...............................................................................21-37
21-30 Pack Flow Control and Shut-off Valve Synoptic.......................................21-38
21-31
Pack Flow Control and Shut-off Valve.....................................................21-39
21-32 Absolute Pressure Sensor.........................................................................21-40
21-33 Pack Inlet Temperature Sensor.................................................................21-41
21-34 Pack Control Switches.............................................................................21-42
21-35 ECS Flow Control System.......................................................................21-44
21-36 Temperature Control and Indication Block Diagram................................21-46
21-37 Electronic Control Unit Block Diagram - Air Conditioning.....................21-48
21-38 Maintenance Panel ECS Auto Fail...........................................................21-50
21-39 Electronic Control Unit (ECS ECU)........................................................21-51
21-40 Air Conditioning Control Panel...............................................................21-52
21-41 Zone Supply Temperature Sensors and Switches......................................21-52
21-43 Cabin Zone Temperature Sensor and Indication Sensor Synoptic.............21-54
21-42 Cabin Zone Sensors.................................................................................21-54
21-viii FOR TRAINING PURPOSES ONLY

Figure Title Page

21-44 Flight Compartment Zone Temperature Sensor........................................21-55
21-45 Air Conditioning Control Panel - Detail..................................................21-56
21-46 Flight Attendant’s Panel - Cabin Temperature Control..............................21-56
21-47
21 AIR CONDITIONING

ECS Interfaces.........................................................................................21-58
21-48 Temperature Control Electrical Schematic...............................................21-60
21-49 Temperature Control and Indication Electrical Schematic........................21-62
21-50 General Air Distribution..........................................................................21-66
21-51 Flight Compartment Supply Ducts...........................................................21-68
21-52 Flight Compartment Ducting...................................................................21-69
21-53 Flight Compartment Duct Hot Caution Light...........................................21-70
21-54 Flight Compartment Duct Hot Schematic................................................21-71
21-55 Cabin and Baggage Air Distributions.......................................................21-72
21-56 Cabin Supply Ducts.................................................................................21-73
21-57 Distribution Damper Synoptic.................................................................21-74
21-58 Distribution Damper................................................................................21-75
21-59 Distribution Cabin Ducts (1 of 2)............................................................21-76
21-60 Distribution Cabin Ducts (2 of 2)............................................................21-77
21-61 Splitter Duct - Distribution......................................................................21-78
21-62 Aft Baggage Vent Valves..........................................................................21-80
21-63 Cabin Air Distribution Electrical Schematic............................................21-82
21-64 Ground Connection Check Valve and Duct..............................................21-84
21-65 Ground Connection - Detail.....................................................................21-85
Revision 0.4 FOR TRAINING PURPOSES ONLY 21-ix

Figure Title Page

21-66 RAM Air System.....................................................................................21-86
21-67 RAM Inlet Check Valve...........................................................................21-87
21-68 Emergency Ram Air Check Valve and Ducts............................................21-88
21-69
21 AIR CONDITIONING
Emergency Operation..............................................................................21-89
21-70 Avionics Equipment and Display Unit Cooling System Ducts..................21-90
21-71 Avionics and LCD Cooling System..........................................................21-92
21-72 Cooling Fans............................................................................................21-93
21-73 Zone Temperature Switches.....................................................................21-94
21-74 Avionics and LCD Cooling System Ducts................................................21-96
21-75 Front Fuselage LCD Cooling Filters........................................................21-98
21-76 Avionics Cooling Fans Malfunctions Indications /Advisory Message.... 21-100
21-77 Avionics Cooling Normal Operation (Post Modsum)............................ 21-102
21-78 ECSECU - Present Faults of the Left Channel...................................... 21-104
21-79 ECSECU - Present Faults of the Right Channel.................................... 21-104
21-80 Software Version on Both Channels of the ECSECU............................ 21-105
21-81 Diagnostic (Left) and Hexidecimal (Right) Data Display ..................... 21-105
21-82 Bombardier Navigator - FIM................................................................ 21-106
21-83 Aircraft Diagnostic Solutions............................................................... 21-108
21-84 ADS Session via Images....................................................................... 21-109
21-85 ADS Session via Keywords................................................................... 21-110
21-86 ADS Session via ATA........................................................................... 21-111
21-87 Enter Hex Tab Screen........................................................................... 21-112
21-x FOR TRAINING PURPOSES ONLY

Figure Title Page

21-88 Pack Page Tab Screen........................................................................... 21-114
21-89 Control Panel Screen............................................................................ 21-115
21-90 Bleeds Page Tab Screen........................................................................ 21-116
21-91 Fault Codes Tab Screen......................................................................... 21-117
21 AIR CONDITIONING

21-92 Hex List Tab Screen.............................................................................. 21-118
21-93 Components Tab Screen........................................................................ 21-119
21-94 Fuselage Pressurized Areas................................................................... 21-120
21-95 Pressurization Control Synoptic............................................................ 21-122
21-96 Typical Flight Profile............................................................................ 21-123
21-97 Pressurization Synoptic........................................................................ 21-124
21-98 CABIN PRESSURE Control Panel (CPCP).......................................... 21-126
21-99 Cabin Pressure Controller (CPC).......................................................... 21-127
21-100 Cabin Indication Module (CIM)............................................................ 21-128
21-102 Outflow Valve Synoptic........................................................................ 21-129
21-101 Aft Outflow Valve................................................................................. 21-129
21-103 Forward Safety Valve ........................................................................... 21-130
21-104 Forward Safety Valve Synoptic............................................................. 21-130
21-105 Forward Safety Valve Selector.............................................................. 21-132
21-106 Aft Safety Valve.................................................................................... 21-133
21-107 Cabin Pressurization Control Panel (CPCP).......................................... 21-134
21-108 Pressurization Indicator Panel............................................................... 21-136
21-109 CPCS Diagram..................................................................................... 21-140
FOR TRAINING PURPOSES ONLY 21-xi

Page
21-110 CPCS - Electrical Schematic................................................................. 21-142
21-111 Forward Safety Valve - Detail............................................................... 21-144
21-112 Forward Safety Valve Operation............................................................ 21-146

21 AIR CONDITIONING
21-113 CDS Other System Screen.................................................................... 21-148
21-114 CDS CPCS Failure Reporting Screen.................................................... 21-148
21-xii FOR TRAINING PURPOSES ONLY

CHAPTER 21
AIR CONDITIONING
21 AIR CONDITIONING

21-00-00 AIR CONDITIONING
INTRODUCTION
The air conditioning system supplies the flight compartment and cabin with conditioned
air to ensure passenger and crew comfort.

GENERAL
Refer to:
•• Figure 21-1. ECS Simplified Block

Diagram.
•• Figure 21-2. ECS Detail Block Diagram.
•• Figure 21-3. Air Conditioning System
21 AIR CONDITIONING
Control Panels.
The air conditioning system has these subsystems:
•• Flow Control
•• Temperature Control
•• Pressurization Control
•• Indications.
ENGINE #2
CABIN AND FLIGHT

AMBIENT AIR
AMBIENT AIR
AIR CONDITIONING COMPARTMENT
TEMPERATURE PRESSURIZATION
PACK AND FLOW
CONTROL AND AIR SYSTEM
CONTROL SYSTEM
DISTRIBUTION
SYSTEMS
APU
ATA 36 - PNEUMATICS ATA 21 - AIR CONDITIONING
Figure 21-1. ECS Simplified Block Diagram

PACK BYPASS
VALVE
COMPRESSOR
ACM OUTLET
COMPRESSOR TEMPERATURE SECONDARY
TEMPERATURE
SWITCH HX OUTLET
REDUCTION
VALVE (212°C) TEMPERATURE
SENSOR
COMPRESSOR COMPRESSOR (BIT TO ECU)
PACK ACM
INLET CHECK OUTLET TURBINE
INLET
VALVE TEMPERATURE
DASH 8 Q400
PRESSURE
SENSOR
SENSOR
FROM PACK FLOW PRIMARY SECONDARY
REHEATER CONDENSER TURBINE
PNEUMATIC CONTROL SOV HEAT HEAT
SOV
SYSTEM EXCHANGER EXCHANGER
COMPRESSOR
PACK INLET COMPRESSOR OUTLET SPRAY WATER WATER
REHEATER
TEMPERATURE INLET CHECK TEMPERATURE NOZZLE COLLECTOR
SENSOR VALVE SENSOR

TEMPERATURE
(OPENS (193°C REDUCES
REDUCTION TURBINE
TEMPERATURE FLOW THRU FCSOV,
TEMPERATURE SOV
REDUCTION 212°C CLOSES
SWITCH

VALVE) ACM TURBINE SOV)
(293°C ONLY BIT
COMPRESSOR
TO ECU)
ACM
TURBINE
PACK BYPASS
NOTE: FCV VALVE
Regulates Flow When:
1. APU - Operation
2. Nacelle Valve Failure
ZONE
GROUND ZONE SUPPLY ZONE SUPPLY INDICATION
CHECK SUPPLY
TEMPERATURE OVERTEMPERATURE TEMPERATURE
VALVE SWITCH (88°C) SENSOR
SENSOR
FLIGHT COMPART. ZONE

FLIGHT DECK TEMPERATURE
SENSOR
RECIRC/MIXER
DISTRIBUTION CABIN ZONE

NOISE TREATMENT
DAMPER UPPER CABIN TEMPERATURE
ZONE ZONE ZONE DUCT
VALVE SENSOR
SUPPLY SUPPLY SUPPLY INDICATION
RECIRC FAN TEMPERATURE OVERTEMPERATURE TEMPERATURE
SENSOR SWITCH SENSOR
(88°C)
CABIN TEMP.
LOWER CABIN INDICATION
RECIRC INLET SENSOR
RECIRCULATION FILTER
21-3
Figure 21-2. ECS Detail Block Diagram
21 AIR CONDITIONING

21-4 21 AIR CONDITIONING
OVERHEAD CONSOLE
DASH 8 Q400

Air Conditioning Control Panel
Cabin Indication Module Cabin Pressurization Control
Figure 21-3. Air Conditioning System Control Panels

21 AIR CONDITIONING


fsb52a01.cgm
Ram Air Emergency
W
AIR
Exhaust Ram Air
FLO
AIR
FL
AIRFLOW
Ram Air
OW
AIRFLOW
Engine Bleed Air APU Bleed Air
DASH 8 Q400
W
FLO
AIR
OW
FL
AIR
Ram Air Exhaust
NOTE
Left ACM removed for clarity.

Conditioned Air Supply
OW Recirculated Air
FL
AIR
OW
FL
AIR
Figure 21-4. Air Conditioning Pack Air Flow

21-51-00 AIR •• Air conditioning pack ducts
CONDITIONING PACK •• Air conditioning pack struts

•• Air conditioning pack mounts
GENERAL •• Temperature reduction valve
•• Overtemperature switch compressor
Refer to Figure 21-4. Air Conditioning Pack
Air Flow. •• Outlet temperature sensor compressor and
21 AIR CONDITIONING

•• Secondary heat exchanger sensor outlet
The air conditioning pack is part of the temperature.
Environmental Control System (ECS). It
uses bleed air from the engines or APU
to supply conditioned air to the cabin and
flight compartment.
The system responds to flight crew commands

and compartment temperature controls to
supply a comfortable temperature environment
for passengers and crew.
Two Air Cycle Machines (ACM), with one

dual heat exchanger located in the aft fuselage,
cool the bleed air coming from the two engines.
This configuration provides the redundancy of
two packs while allowing access to a much
larger dual heat exchanger during operation
with a single ACM.
The air conditioning pack has the following

components:
•• Heat-dual exchanger
•• Condenser/reheater/mixer
•• Spray nozzles
•• Water collector
•• Air cycle machine
•• Fan inlet diffuser housing
•• Pack bypass valve
•• Compressor inlet check valve
•• Turbine shut-off valve
•• Fan bypass check valve
•• Ram outlet check valve
•• Ram inlet check valve
•• Temperature reduction shut-off valve

PACK BYPASS
VALVE
COMPRESSOR
ACM OUTLET
COMPRESSOR TEMPERATURE SECONDARY
TEMPERATURE
SWITCH HX OUTLET
REDUCTION
VALVE (212°C) TEMPERATURE
DASH 8 Q400
SENSOR
COMPRESSOR COMPRESSOR (BIT TO ECU)
PACK ACM
INLET CHECK OUTLET TURBINE
INLET
VALVE TEMPERATURE
PRESSURE
SENSOR
SENSOR
FROM PACK FLOW PRIMARY SECONDARY
REHEATER CONDENSER TURBINE
PNEUMATIC CONTROL SOV HEAT HEAT
SOV
SYSTEM EXCHANGER EXCHANGER
COMPRESSOR
PACK INLET COMPRESSOR OUTLET SPRAY WATER WATER
REHEATER
TEMPERATURE INLET CHECK TEMPERATURE NOZZLE COLLECTOR
SENSOR VALVE SENSOR
TEMPERATURE

(OPENS (193°C REDUCES
REDUCTION TURBINE
TEMPERATURE FLOW THRU FCSOV,
TEMPERATURE SOV
REDUCTION 212°C CLOSES
SWITCH
VALVE) ACM TURBINE SOV)
(293°C ONLY BIT
COMPRESSOR
TO ECU)
ACM
TURBINE
PACK BYPASS
NOTE: FCV VALVE
Regulates Flow When:
1. APU - Operation
2. Nacelle Valve Failure
ZONE
GROUND ZONE SUPPLY ZONE SUPPLY INDICATION
CHECK SUPPLY
TEMPERATURE OVERTEMPERATURE TEMPERATURE
VALVE SWITCH (88°C) SENSOR
SENSOR
FLIGHT COMPART. ZONE

FLIGHT DECK TEMPERATURE
SENSOR
RECIRC/MIXER
DISTRIBUTION CABIN ZONE

NOISE TREATMENT
DAMPER UPPER CABIN TEMPERATURE
ZONE ZONE ZONE DUCT
VALVE SENSOR
SUPPLY SUPPLY SUPPLY INDICATION
RECIRC FAN TEMPERATURE OVERTEMPERATURE TEMPERATURE
SENSOR SWITCH SENSOR
(88°C)
CABIN TEMP.
LOWER CABIN INDICATION
RECIRC INLET SENSOR
RECIRCULATION FILTER
Figure 21-5. ECS Detail Block Diagram

SYSTEM DESCRIPTION The temperature switch of the temperature

reduction valve sends a signal to the ECU that
Refer to: is compared with the signal from the pack inlet
temperature sensor.
•• Figure 21-5. ECS Detail Block Diagram.
The ECU then determines if the temperature
•• Figure 21-6. Air Conditioning Pack reduction valve is operating correctly.
Schematic.
The compressor outlet overtemperature sensor
21 AIR CONDITIONING

The ECS Electronic Control Unit (ECSECU) supplies a signal to reduce the pack flow if the
monitors and controls the operation of the air temperature in the compressor is too high.
conditioning packs.
The compressor outlet overtemperature
The ECU has input from the selector switches switch turns the ACM off if the compressor
on the AIR CONDITIONING control panel temperature is too high. The switch also brings
and from the sensors and switches located on a PACK HOT caution light after a time
throughout the system. delay. The PFCSOV will be closed if the
temperature remains high.
First the air passes through the primary stage of
the heat exchange. The ACM then compresses The secondary heat exchanger outlet
the air and sends the warm compressed air to the temperature sensor senses the temperature at
secondary circuit of the dual heat exchanger for the secondary heat exchanger outlet. It is used
cooling. The air then goes through the condenser to monitor the efficiency of the heat exchanger
section of the condenser/reheater/mixer, where and is used for maintenance only.
water in the air is condensed into droplets.
The cooled air then goes through the water collector

where the water droplets are collected to flow to a
nozzle where it is sprayed against the ram inlet face
of the dual heat exchanger to assist with cooling.
The air continues through the re-heater, where

it is warmed. This relatively warm, compressed
air is then expanded in the turbine section of
the ACM, cooling it to cold air.
The temperature at the pack outlet is modulated

by the pack bypass valves that introduce warm
bleed air into the turbine outlet to mix with the
cold ACM air.
The signals that control the positions of these

valves come from the ECU.
When necessary, the temperature of the bleed

air at the pack inlet is lowered by opening the
temperature reduction valve.
This valve allows cooler air downstream of

the secondary heat exchanger to flow into the
pack inlet.

RAM AIR
BLEED AIR TO PACK
PRIMARY HX DISCHARGE
COMPRESSOR DISCHARGE
SECONDARY HX DISCHARGE
SECONDARY
HEAT EXCHANGER REHEATER DISCHARGE
TEMPERATURE SENSOR
TEMPERATURE (193¡C TO ECU - USED TO CHECK EFFICIENCY OF HEAT EXCHANGER) TURBINE DISCHARGE
REDUCTION
VALVE RECIRCULATED AIR
DASH 8 Q400
AIR
S CYCLE CONDITIONED AIR
RAM AIR OUTLET MACHINE TURBINE
CHECK VALVES P
SHUTOFF HOT WET
T VALVE AIR GROUND AIR
F (OPTIONAL)
CHECK VALVE C T
REHEATER
COMPRESSOR
COMPRESSOR T OUTLET
INLET CHECK

TEMPERATURE
VALVES SENSORS
DUAL HEAT TURBINE
SPRAY
SECONDARY
EXCHANGER RAM SHUTOFF

NOZZLE
PRIMARY
MIXER
RAM INLET VALVE TO CABIN
AIR P T AND FLIGHT
COMPRESSOR OUT COMPARTMENT
OUTLET DISTRIBUTION
TEMPERATURE
SWITCH
(212¡C) CONDENSOR
WATER EMERGENCY
T COLLECTOR RAM AIR
CHECK VALVE
FAN BYPASS
C T
WATER LEGEND
CHECK VALVE
F
RAM AIR OUTLET
C ACM COMPRESSOR
CHECK VALVES
F ACM FAN
BLEED AIR T ACM TURBINE
AIR IN TO ECU CYCLE P
PACK
MACHINE T
BYPASS
VALVE
S SOLENOID VALVE
RECIRCULATION
M FAN P T PNEUMATIC TORQUE
ABSOLUTE PACK INLET P
PACK MOTOR VALVE
BYPASS FROM RECIRCULATION FILTER
PRESSURE TEMPERATURE
SENSOR SENSOR TEMPERATURE
T VALVE TEMPERATURE SWITCH
P REDUCTION VALVE
SWITCH (293 ¡C BIT) T
TEMPERATURE SENSOR
EMERGENCY
PACK FLOW P
RAM AIR
DUAL ELEMENT TEMPERATURE
CONTROL T SENSOR
VALVE NOTE
F
Modulates temperature - P
PRESSURE SENSOR
FLOW CONTROL
SYSTEM
controlled by ECU. F POSITION SWITCH
fsb47a01a.cgm CHECK VALVE
Figure 21-6. Air Conditioning Pack Schematic

COMPONENT DESCRIPTION It provides primary cooling of the pack inlet

air and secondary cooling of the air from the
Heat-Dual Exchanger ACM compressors.
Refer to Figure 21-7. Dual Heat Exchanger. The function of the dual heat exchanger is
to use ram air to cool the engine bleed air to
The dual heat exchanger is an aluminum levels compatible with the ACM and system
plate-and-fin, primary crossflow/secondary performance requirements.
counterflow heat exchanger. It is mounted at
21 AIR CONDITIONING

the top of the air conditioning pack between the
ram air inlet duct and fan inlet diffuser housing.
Ram Air Inlet
FWD
A
B
Ram Air Inlet A ENVIRONMENT CONTROL

SYSTEM PACK
Vibration Isolator
Mount
Reheater Air Outlet
Vibration Isolator
Mount
Y
D AR
CON Compressor
SE Inlet
Bleed Air Y
MAR
Inlet
PRI
Temperature FWD
Reduction Outlet
Handle
Figure 21-7. Dual Heat Exchanger

Condenser, Reheater and Mixer The condenser, reheater and mixer is a

crossflow plate and fin, aluminum heat
Refer to Figure 21-8. Condenser, Reheater and exchanger. It has three air circuits as follows:
Mixer.
•• The condenser condenses the water out
The condenser, reheater and mixer, located at of the cabin supply air prior to entering
the bottom of the air conditioning pack, is a the turbines
dual-turbine single recirculation inlet with two
•• The reheater function is to raise the
condenser outlets.
21 AIR CONDITIONING
temperature of the air entering the turbine

•• The mixer combines recirculated air
from the passenger compartment and air
from the two turbine exit ducts.
Mixer Inlet
from Recirc Fan
From AC-Turbine Recirculation Fan
Mixer Inlet
VIEW LOOKING STARBOARD from ACT
Reheater Outlets Mixer

(To Turbine SOV’s)
Reheater
Condenser Inlet
From Secondary
Heat Exchanger
Mixer Outlet
C
Mixer Out W/
Figure 21-8. Condenser, Reheater and Mixer

Water Collector
Refer to Figure 21-9. Water Collector.
The water collector, installed on the left side of

the condenser, removes water from the bleed air.
The water collector has swirl vanes that use

centrifugal action to push the condensed water
21 AIR CONDITIONING

to its inside walls.
The water goes out through a tube to the spray

nozzle. A small overflow provides an outlet for
excess water.
A CONDENSER/REHEATER/MIXER
VIEW LOOKING STARBOARD
Figure 21-9. Water Collector

21 AIR CONDITIONING
A AIR CONDITIONING PACK
Figure 21-10. Spray Nozzle

Spray Nozzle NOTES

Refer to Figure 21-10. Spray Nozzle.
The spray nozzle, installed on the top left side

of the ram air header duct, sprays the moisture
that has been removed onto the secondary heat
exchanger, thereby increasing its efficiency.
21 AIR CONDITIONING

21 AIR CONDITIONING
FWD
Fan Inlet Fan Outlet

B
Vibration
Isolator Mount Turbine Inlet (Inlet (Behind)
NOTE
FWD Left side shown.
Pack Bypass Inlet Right side similar.
Turbine Outlet
Figure 21-11. Air Cycle Machine Synoptic

Air Cycle Machine

Refer to:
•• Figure 21-11. Air Cycle Machine

Synoptic.
•• Figure 21-12. Air Cycle Machine.
21 AIR CONDITIONING

Two ACMs are located below the fan inlet diffuser
housing. Each has a vibration isolator mount to
support and locate the lower part of the pack.
The ACM is a three-wheeled air bearing device

that provides cooling of the warm bleed air.
There are three rotating parts in each ACM:

Figure 21-12. Air Cycle Machine
•• Compressor
•• Turbine
•• Fan.

Fan Inlet Diffuser Housing

Refer to Figure 21-13. Fan Inlet Diffuser
Housing.
The fan inlet diffuser housing, located in the

air conditioning pack between the dual heat
exchanger outlet and the ACM fans, ducts the
ram flow from the dual heat exchanger cold
21 AIR CONDITIONING
side outlet to the fan inlets.
The housing has a common duct used for cooling

airflow from the dual heat exchanger to the
ACM fans and to the ram air exhaust outlets.

SUBASSEMBLY
Fan Bypass Outlet

VIEW LOOKING FORWARD Ram Air Inlet from Dual
Heat Exchanger
Ram Air Exhaust

Outlet
Figure 21-13. Fan Inlet Diffuser Housing

Pack Bypass Valve

Refer to Figure 21-14. Pack Bypass Valve.
The pack (ACM) bypass valves located between

the bleed air inlet and the ACM turbine outlets,
divert the warm air around the ACM and send
it to the cabin and flight compartments.
21 AIR CONDITIONING

Each pack bypass valve is an ECU electrically-
controlled pneumatic valve that consists of:
•• Torque motor
•• Pneumatic actuator
•• Butterfly valve.
Each valve is fitted with a metal wire mesh filter in

the servo air line. The valves also have a locking
pin. When in the locked position, the locking pins
bleed servo air. This action vents and mechanically
locks the valves in the closed position.
VIEW LOOKING FORWARD
Figure 21-14. Pack Bypass Valve

Turbine Shut-off Valve The turbine shut-off valves are ECU

electrically-controlled and pneumatically
Refer to Figure 21-15. Turbine Shut-Off Valve. operated. Each valve consists of:
The turbine shut-off valves, located between •• A torque motor

the condenser/reheater/mixer and the ACM
•• Pneumatic actuator
turbine inlets, control the flow of air to each
ACM turbine. •• Butterfly valve.
21 AIR CONDITIONING
•• The valve has a metal wire mesh filter in

the servo air line and a locking pin that,
when in the locked position, bleeds servo
air to ambient air.
The locking pin mechanically locks the valve

in the closed position.
A
FWD
A ENVIRONMENT CONTROL
SYSTEM PACK
NOTE
Left component shown.
Right component similar.
FWD
B
Figure 21-15. Turbine Shut-Off Valve

Temperature Reduction Shut-off

Valve
Refer to Figure 21-16. Temperature Reduction
Shut-off Valve.
The temperature reduction shut-off valve,

installed on the aft side of the heat exchanger,
allows cooled secondary heat exchanger
21 AIR CONDITIONING

discharge air to be recirculated to the pack inlet.
The temperature reduction shut-off valve is a

pneumatically actuated, solenoid-controlled
gate type device.
FWD
A VIEW LOOKING FORWARD
Figure 21-16. Temperature Reduction Shut-off Valve

Temperature Reduction Valve The temperature reduction valve switch is a

thermal switch that opens when the pack inlet
Switch temperature exceeds 560°F (293°C).
Refer to Figure 21-17. Temperature Reduction
Valve Switch. This action signals the ECU to generate a fault
code to the CDS for a temperature reduction
The temperature reduction valve switch, installed valve failure.
on the bleed air inlet ducting on the aft side
of the air conditioning pack, determines if the
21 AIR CONDITIONING
temperature reduction valve has failed to open.
A
B
VIEW LOOKING DOWN

A HEAT EXCHANGER INLET
DUCT ASSEMBLY
Figure 21-17. Temperature Reduction Valve Switch

Compressor Outlet Temperature

Switch
Refer to Figure 21-18. Compressor Outlet
Temperature Switch.
The compressor outlet temperature switch,

mounted in the secondary heat exchanger inlet
duct, monitors air flow temperature entering
21 AIR CONDITIONING

the secondary heat exchanger.
It is a thermal switch that trips when the compressor

outlet temperature exceeds 415°F (212°C).
B
A
A COMPRESSOR OUTLET
DUCT ASSEMBLY
VIEW LOOKING AFT
Figure 21-18. Compressor Outlet Temperature Switch

Compressor Outlet Temperature

Sensors
Refer to Figure 21-19. Compressor Outlet
Temperature Sensors.
The compressor outlet temperature sensors,

located in the ACM compressor outlet ducting,
monitor the temperature of the air leaving the
21 AIR CONDITIONING
ACM compressors.
VIEW LOOKING LEFT

A
VIEW LOOKING AFT
A COMPRESSOR OUTLET
DUCT ASSEMBLY
Figure 21-19. Compressor Outlet Temperature Sensors

Secondary Heat Exchanger Outlet

Temperature Sensor
Refer to Figure 21-20. Secondary Heat
Exchanger Outlet Temperature Sensor.
The secondary heat exchanger outlet temperature

sensor, installed in the secondary heat exchanger
outlet duct, senses the temperature of the air
21 AIR CONDITIONING

leaving the heat exchanger.
The ECU compares the signal from this

sensor with the signal from the pack inlet
temperature sensor and other inputs. This
action determines whether the dual heat
exchanger is operating efficiently.
A
B
A SECONDARY HEAT EXCHANGER

OUTLET DUCT ASSEMBLY
VIEW LOOKING AFT
Figure 21-20. Secondary Heat Exchanger Outlet Temperature Sensor

Air Conditioning Pack Struts and The support system has the following components:
Air Conditioning Pack Mounts •• Vibration Isolators (4)
Refer to Figure 21-21. Air Conditioning
•• Muffler Support Struts (4)
Support System.
•• Support Struts (12) and
The mounting straps attach to either side of
•• Pack Support Straps (2).
the fan inlet diffuser housing and the airframe.
21 AIR CONDITIONING
They support the weight of the air conditioning

pack.
Vibration
Isolator
1 Mount
Pack Support Strap
Vibration
Isolator Mount
A
Pack Support Strap
1Vibration
Isolator Mount
Figure 21-21. Air Conditioning Support System


Packs Control Switches
Refer to Figure 21-22. Air Conditioning
Control Panel - Pack Control Switches.
The three-position packs control switches are

located on the AIR CONDITIONING control panel.
21 AIR CONDITIONING

•• OFF - Closes related Turbine Shut-off
Valve (TSOV).
•• MAN - ECU temperature control based
on related flight compartment or cabin
rotary switch temperature selection.
•• AUTO - ECU temperature control based
on actual cabin temperature modulates
the pack bypass valve.
AIRCONDITIONING
AIR CONDITIONING
A
OFF OFF
RECIRC
RECIRC 1 BLEED 2
NORM
MIN MAX
OVERHEAD CONSOLE MIN
20 40
60
0
DUCT 80
TEMP CABIN
100 CABIN
BLEED
CAB FC
PACKS CONTROL DUCT DUCT
SWITCHES GAUGE
OFF
MAN
AUTO
PACKS
COOL WARM COOL WARM
F/A
CABIN
TEMP FLT COMP
CABIN CONTROL
Figure 21-22. Air Conditioning Control Panel - Pack Control Switches

SECONDARY
HEAT EXCHANGER
TEMPERATURE TEMPERATURE SENSOR
REDUCTION
VALVE
AIR
S CYCLE
MACHINE TURBINE
P
SHUTOFF
T VALVE
FAN BYPASS F GROUND AIR (21-23-00)
CHECK VALVE C T
DASH 8 Q400
REHEATER
COMPRESSOR T
INLET CHECK
VALVES
DUAL HEAT
SECONDARY
SPRAY TURBINE
EXCHANGER
PRIMARY
NOZZLE RAM SHUTOFF
MIXER
RAM INLET VALVE TO CABIN
AIR P T AND FLIGHT

OUT COMPARTMENT
COMPRESSOR DISTRIBUTION
OUTLET (21-21-00)
TEMPERATURE (21-22-00)
SWITCH CONDENSER
WATER
T COLLECTOR
FAN BYPASS C T WATER

CHECK VALVE
F LEGEND
C ACM COMPRESSOR
F ACM FAN
BLEED (36-11-00) AIR
AIR IN CYCLE P PACK T ACM TURBINE
MACHINE BYPASS
T VALVE S SOLENOID VALVE
RECIRCULATION
M FAN PNEUMATIC TORQUE
P T
P PACK MOTOR VALVE
ABSOLUTE PACK INLET
BYPASS FROM CABIN
PRESSURE TEMPERATURE T TEMPERATURE SWITCH
VALVE
SENSOR SENSOR TEMPERATURE
P REDUCTION VALVE COMPRESSOR OUTLET
SWITCH T TEMPERATURE SENSOR
EMEREGENCY (21-24-00)
PACK FLOW P RAM AIR DUAL ELEMENT
CONTROL T
TEMPERATURE SENSOR
VALVE F
P
PRESSURE SENSOR
FLOW CONTROL (21-52-00)
SYSTEM F POSITION SWITCH
CHECK VALVE
fsb47a01.cgm
Figure 21-23. Air Conditioning Pack

OPERATION effects of the secondary heat exchanger.
Normal System Operation Each compressor outlet temperature sensor

sends data to the ECS ECU in order to maintain
Refer to Figure 21-23. Air Conditioning Pack. the outlet temperature below 380°F (193°C).
If the temperature reaches 380°F, the ECU
The Packs will modulate the PFCSOV towards the closed
position. If the temperature reaches 210°C
Selection of the BLEED 1 and/or 2 switches (415°F), the ECU closes the TSOV and the
21 AIR CONDITIONING

on the AIR CONDITIONING panel provides bypass valve.
power to the ECS ECU. The ECS ECU
automatically controls the packs airflow After a time delay of 10 seconds, if the
through the modulation of the PFCSOV and temperature is still high, the PFCSOV will be
the selected NFCSOV. commanded closed.
In normal operation the PFCSOV modulates at The cooler air from the ACM turbine enters the
approximately 10% > NFCSOVs’ output. condenser causing the water moisture in the hot
wet air to accumulate and be removed by the
Selection of the PACKS switches to AUTO, water collector.
causes:
The removed water is sent to the secondary
•• ECU monitoring of temperatures, heat exchanger spray nozzle.
pressures, and flow rates and
•• A d j u s t i n g o f t h e p a c k v a l v e s t o After the air passes through the condenser, it is
achieve the selected conditioned air ducted back through the reheater section.
temperatures and flow rates.
The reheater warms the air and vaporizes any
The modulated bleed air flows through the remaining water before it is used to power the
primary heat exchanger. ACM turbines.
The heat exchanger uses ram air to remove heat The turbine SOV controls the bleed air flow
from the bleed air. The primary cooled bleed into the ACM turbine. The energy to power
air is then divided into two air flows. the turbines and the air expansion absorb heat
from the air.
The air flows through one check valve for
each of the two compressors of the ACM. After passing through the turbine, the cold
These compressors increase the temperature discharge air is ducted into the mixer to
and pressure of the bleed air. combine with the recirculation fan air. The
recirculation fan takes air from the cabin. After
The two high pressure air flows are combined the mixer, the air is ducted into the cabin and
into one flow to pass through the secondary flight compartments.
heat exchanger.
The ECU controls two pack bypass valves to
The secondary heat exchanger uses cool ram regulate the temperature of the conditioned
air to remove heat from the ACM compressed air sent to the cabin and flight compartment.
bleed air. These valves can send warm, high pressure
bleed air from the pack inlet to the outputs
The secondary heat exchanger temperature of each ACM turbine. Such action raises the
sensor measures bleed air as it leaves the temperature of the air supplied to the cabin and
secondary heat exchanger. This data is used flight compartments.
by the ECU to determine the effective cooling

Closing the pack bypass valve decreases the air

flow, decreasing the air temperature flowing to
the cabin and flight compartments.
The turbines also drive a fan which sends the
ram air flow through the dual heat exchanger.
This is required when there is no ram air
flow through the dual heat exchanger (During
ground runs).
21 AIR CONDITIONING
When the aircraft is in-flight, the ACM fans

can limit the flow of ram air. During flight the
ram air increases, causing the ram air pressure
to increase.
The increase in pressure opens two bypass

valves in the ram air outlet ducts, allowing
maximum flow of ram air.

21 AIR CONDITIONING


VIEW LOOKING LEFT

21 AIR CONDITIONING
RECIRC Fan Switch
RECIRCULATION DUCT
NOTE
Approximately 50% of cabin
air supply is recirculated.
NOTE
Starts at low speed.
Runs at low speed
when only one pack
is operating.
Controlled by switch
and ECU.
OW
FL
AIR
fsc00a01.cgm
Figure 21-24. Recirculation Fan Synoptic

Recirculation Fan
Refer to:
•• Figure 21-24. Recirculation Fan Synoptic.

Synoptic.
•• Figure 21-25. Recirculation Fan..
21 AIR CONDITIONING

The recirculation fan, installed in the recirculation
duct located on the right side of the air
conditioning pack in the aft equipment bay, draws
air from the passenger cabin through a filter
located between the rear wall of the baggage
compartment and the rear pressure bulkhead.
The fan returns this air to the mixing box in the Figure 21-25. Recirculation Fan
air conditioning pack.
The recirculation ducting contains a check valve

that prevents reverse flow. The recirculation
fan on/off switch on the AIR CONDITIONING
control panel controls the on/off operation of
the recirculation fan. Fan speed is controlled
by the ECS ECU.

21 AIR CONDITIONING
Access panel
251 WZ
Recirculation
Duct
Clamp Filter
VIEW LOOKING AFT
Figure 21-26. Recirculation Fan Filter Removal

Recirculation Fan Filter Removal NOTES

Refer to Figure 21-26. Recirculation Fan Filter
Removal.
NOTE
The recirculation filter can only
be replaced. Used filters should
21 AIR CONDITIONING

be discarded.

Recirculation Filter
Refer to:
•• Figure 21-27. Recirculation Filter.

•• Figure 21-28. Recirculation Filter
Synoptic.
21 AIR CONDITIONING
The recirculation HEPA filter is installed on

the aft face of the baggage canted bulkhead and
forward of the aft pressure bulkhead in the aft
baggage compartment.
The recirculation duct coming from the

recirculation fan inlet is connected to the
recirculation filter. The fan inlet is located in Figure 21-27. Recirculation Filter
the aft equipment bay.
Canted Bulkhead
Recirculation
Filter
Recirculation Duct
Access Panel 251 XZ

A VIEW LOOKING FORWARD
Figure 21-28. Recirculation Filter Synoptic

21-52-00 FLOW If the left or right side of the bleed air system
is turned off or the APU is supplying the bleed
CONTROL SYSTEM air, the ECU regulates bleed airflow with the
pack flow control and shut-off valve.
INTRODUCTION
The pack inlet pressure and temperature sensor
The ECU regulates the airflow based upon signals are supplied to the ECU. Both digital
temperature and pressure signals. channels of the ECU use these signals to share
control of the pack flow control and shut-off valve.
21 AIR CONDITIONING

SYSTEM DESCRIPTION
During a flight, one digital channel gets full control
Refer to Figure 21-29. Flow Control System. of the pack flow control and shut-off valve (the other
channel gets full control during the next flight).
Pack inlet pressure and temperature sensors,
located upstream of the pack flow control and If the digital channel in control loses power or
shut-off valve, are used in regulating airflow to fails, the other digital channel takes control of
the air conditioning pack. the pack flow control and shut-off valve.
When both engines are operating and supplying The analog backup channels do not control the
bleed air, the ECU keeps the pack flow control pack flow control and shut-off valve.
and shut-off valve open approximately 10%
more than Nacelle Flow Control Shut-off The digital channel modulates the pack flow
Valve (NFCSOV). control and shut-off valve to provide either
minimum, normal, or maximum pack flow.
LEGEND TO AIR
CONDITIONING
P T PNEUMATIC TORQUE MOTOR VALVE PACK
F POSITION SWITCH
DUAL ELEMENT TEMPERATURE SENSOR
P PRESSURE SENSOR
P T F
TORQUE MOTOR OUTPUT
SENSOR INPUT PACK FLOW CONTROL

AND SHUTOFF VALVE
P
SENSOR INPUT
PACK INLET
TEMPERATURE
SENSOR
ECS ELECTRONIC CONTROL UNIT

ABSOLUTE
PRESSURE SENSOR
BLEED AIR
FROM ENGINES
OR APU
fsb48a01.cgm
Figure 21-29. Flow Control System

21 AIR CONDITIONING
A PFCSOV
Pneumatic Actuator
Valve Closed
Micro Switch
Filter
Torque Motor
Butterfly Valve B
Figure 21-30. Pack Flow Control and Shut-off Valve Synoptic

COMPONENT DESCRIPTION
Pack Flow Control and
Shut-off Valve
Refer to:
•• Figure 21-30. P
ack Flow Control and
Shut-off Valve Synoptic.
21 AIR CONDITIONING

•• Figure 21-31. P
ack Flow Control and
Shut-off Valve.
The pack flow control and shut-off valve is

installed in line with the bleed air supply ducting
on the left aft side of the air conditioning pack.
Figure 21-31. Pack Flow Control and
This digital controlled shared component is a Shut-off Valve
pneumatically operated, torque motor actuated
butterfly valve. It has a position switch that
signals the ECU.
Operational Check of the PFCSOV

A faulty PFCSOV detected by the left or right
digital channel will cause one or more PACK
FCV faults to appear on the CDS.

Absolute Pressure Sensor

Refer to Figure 21-32. Absolute Pressure
Sensor.
The absolute pressure sensor, installed in the

bleed air supply ducting on the left side of the
air conditioning pack, supplies a linear pressure
signal to the ECU.
21 AIR CONDITIONING
It is a dual channel absolute pressure sensor. It

senses the pressure of the bleed air as it flows
into the air conditioning pack.
A
B
Figure 21-32. Absolute Pressure Sensor

Pack Inlet Temperature Sensor

Refer to Figure 21-33. Pack Inlet Temperature
Sensor.
The pack inlet temperature sensor, installed in

the bleed supply ducting on the left side of the
air conditioning pack, supplies two independent
temperature signals to the ECU.
21 AIR CONDITIONING

This sensor is a dual Resistive Temperature
Device (RTD). It senses the temperature of the
bleed air as it flows into the air conditioning pack.
A
B
Figure 21-33. Pack Inlet Temperature Sensor

A
21 AIR CONDITIONING
OVERHEAD CONSOLE
AIRCONDITIONING
AIR CONDITIONING
OFF OFF
RECIRC
RECIRC 1 BLEED 2
NORM
MIN MAX
MIN
20 40
60
0
DUCT 80
TEMP CABIN
100 CABIN
BLEED
PACKS CONTROL CAB FC
SWITCHES DUCT DUCT
GAUGE
OFF
MAN
AUTO
PACKS
COOL WARM COOL WARM
F/A
CABIN
TEMP FLT COMP
CABIN CONTROL
Figure 21-34. Pack Control Switches

CONTROLS AND INDICATIONS NOTES

Packs Control Switches
Refer to Figure 21-34. Pack Control Switches.
The packs control switches are located on the

AIR CONDITIONING control panel in the
flight compartment.
21 AIR CONDITIONING

Refer to Figure 21-22 in 21-51-00 for details.

UNDER FLOOR-CENTRE
LEFT ENGINE
TORQUE
2100-J/P2 (+) PL5 MOTOR
53 A
0-50 mA B
54
(-)
Q6 14 C
DISCRETE
+28 VDC ECS/BA CONT L MAN 39 D
R MAIN J L CHANNEL MAN
5A H GND
NACELEE SHUT-OFF VALVE

21-11-00
R6
+28 VDC ECS/BA CONT R AUTO
C R CHANNEL AUTO
R MAIN 5A B GND
RIGHT ENGINE
RIGHT DC CBP
24-61-00 TORQUE
2100-P/J5
(+) PL5 MOTOR
47 A
0-50 mA B
64
DASH 8 Q400
(-)
B7
+28 VDC ECS/BA CONT L AUTO 58 C
L L CHANNEL AUTO DISCRETE
L MAIN 5A 72 D
M GND
B GND
B
NACELLE
C7
SHUT-OFF VALVE
+28 VDC ECS/BA CONT R MAN 21-11-00 AFT FUSE
E R CHANNEL MAN
L MAIN 5A
F GND TORQUE
J/P3
C M GND (+) P/J23 MOTOR

41 A
LEFT DC CBP 0-50 mA B
24-61-00 40
AFT FUSE (-)
J/P5
P/J3 SWITCH 59
POSITION C
P/J26 D
1

PRESS SIGNAL 3 PRESS
GND 4 6 SIGNAL
EMPENNAGE
+28 VDC 1 11
EXCITATION
RTN 2 10
2100- 2121- PACK FLOW CONTROL
5
P4 P9 AND SHUTOFF VALVE
33 1 21-51-00
D
32 2
53 3
INLET PRESS
21-21-00 49 4
C
F
APU FLOW
RIGHT WING - FRONT CENTRE
J/P25 2100-P/J4
+28 VDC IN 1 41 +28 VDC OUT
RTN OUT 2 40 RTN IN
SIG + OUT 3 54 SIG + IN
SIG-OUT 4 50 SIG - IN
GND 5
E
DIFFERENTIAL
PRESSURE SENSOR
21-11-00
LEFT WING - FRONT CENTRE
J/P8 2100-P/J3
+28 VDC IN 1 18 +28 VDC OUT
RTN OUT 2 17 RTN IN
SIG + OUT 3 2 SIG + IN
SIG-OUT 4 7 SIG-IN
GND 5
F
DIFFERENTIAL
PRESSURE SENSOR
21-11-00
E
B

(ECU)
D
21-11-00
B
A A
Figure 21-35. ECS Flow Control System

OPERATION The ECU uses four input sensors to calculate

the airflow into the packs:
Normal System Operation
•• The left wing differential pressure
Refer to Figure 21-35. ECS Flow Control sensor signal comes from connector
System. P8 pins 3 and 4 to the ECU connector
2100-P3 pins 50 and 54.
The aircraft flow control system is automatically
•• The right wing differential pressure
controlled.
21 AIR CONDITIONING

sensor signal comes from connector
P25 pins 3 and 4 to the ECU connector
Selection of the BLEED 1 and/or 2 switches
2100-P4 pins 50 and 54.
on the AIR CONDITIONING control panel
provides a signal to the ECS ECU. The ECU •• The APU differential pressure sensor
will open the selected engine NFCSOV. signal comes from connector 2121-
P9 pins 3 and 4 to the ECU connector
The ECS ECU automatically controls airflow to 2100-P4 pins 49 and 53.
the ECS Packs through modulation of the Pack
•• The Pack inlet pressure sensor signal
Flow Control and Shut-Off Valve (PFCSOV)
comes from connector P26 pin 3 to the
or the selected NFCSOV.
ECU connector P3 pin 1.
During a single failure of a digital channel,
the other digital channel will take over control
of the PFCSOV and the analog control will
operate for that side. If both digital channels
fail, the analog channel is unable to control the
PFCSOV and it will close.
Operation with one channel on analog control will

cause the related NFCSOV to open and flow to be
controlled through the PFCSOV. This is also the
case with both pack switches selected to MAN.
An ECU failure or power loss causes the

PFCSOV to close and stop the ECS operation.

OVERTEMPERATURE ZONE SUPPLY

SWITCH TEMP SENSOR
FLIGHT
COMPARTMENT
DISTRIBUTION
INDICATION
DASH 8 Q400
DUCT TEMP SENSOR
CABIN UPPER
DISTRIBUTION
FROM PACK
INDICATION
TEMP SENSOR
CABIN LOWER
DISTRIBUTION
CABIN ZONE

TEMPERATURE DIST
SENSOR DAMPER ZONE SUPPLY TEMP
SENSOR
AIR CONDITIONING CABIN TEMP LIGHTING NVS SYSTEM

OVERTEMPERATURE
¡C SWITCH
¡F
TEMP CABIN PSU ON/OFF PAUSE
DISPLAY OVERHD TEST
RECIRC MID CABIN TEMP

NVS INOP
WARM
DISPLAY CABIN PSU PACK CONTROL
TEST SIDEWALL ON/OFF
MIN
F/A CONTROL ENABLED

COOL BOARDING LAVATORY AIRSTAIR
CABIN DOOR
ECS ECU
CABIN TEMP INDICATION SENSOR
CABIN
FLIGHT COMPARTMENT ZONE
TEMP SENSOR
fss58a01.cgm
Figure 21-36. Temperature Control and Indication Block Diagram

21-61-00 TEMPERATURE Components of the temperature control and

indication system are listed below:
CONTROL AND
INDICATION •• Electronic control unit - environmental
control system zone supply indication
sensors
GENERAL •• Temperature sensors
Refer to Figure 21-36. Temperature Control •• Zone supply temperature sensors
21 AIR CONDITIONING

and Indication Block Diagram. •• Zone supply overtemperature switches
The temperature control and indication system: •• AIR CONDITIONING control panel
•• Temperature selector - Cabin
•• Provides temperature control of the
ECS •• Temperature selector - Flight
compartment
•• Provides temperature indication to the
crew and •• Control switches - Packs
•• Detects and records malfunctions of •• Ducts temperature gauge
ECS. •• Ducts temperature switch.
Switches on the AIR CONDITIONING control
panel are used to select the desired cabin and
flight compartment temperatures.
The ECU uses sensors and switches to monitor:
•• Temperature
•• Pressure
•• Flow rates and
•• Valve positions.
The ECU then operates the appropriate valves

to maintain the selected temperature setting.
The ECU uses the pilot and crew commands

to control the air conditioning system in the
following conditions:
•• Manual or automatic operation

•• One or two ACM operation
•• Bleed source selection.
The ECU and the air conditioning system

have redundant control systems for continued
ECS operation with mechanical and electrical
component malfunctions.

ARINC RS 422 ARINC

429 DATA BUS 429
DATA DATA
BUS BUS
DISTRIBUTION
DASH 8 Q400
DAMPER VALVE
ZONE SUPPLY ZONE SUPPLY
TEMPERATURE TEMPERATURE
SENSOR PACK CAUTION LIGHTS SENSOR
PACK INLET
ZONE TEMPERATURE ZONE
TEMPERATURE TEMPERATURE
SENSOR
SENSOR LEFT RIGHT SENSOR
DIGITAL ABSOLUTE PRESSURE DIGITAL
CHANNEL SENSOR CHANNEL
ZONE SUPPLY ZONE SUPPLY

OVERTEMPERATURE OVERTEMPERATURE
SWITCH TEMPERATURE
SWITCH
REDUCTION
TEMPERATURE SWITCH
COMPRESSOR COMPRESSOR
OVERTEMPERATURE PACK CONTROL OVERTEMPERATURE
SWITCH & SHUTOFF VALVE SWITCH
COMPRESSOR OUTLET TEMPERATURE COMPRESSOR OUTLET

TEMPERATURE REDUCTION TEMPERATURE
SENSOR SHUTOFF VALVE SENSOR
SECONDARY HEAT
TURBINE ACM EXCHANGER ACM TURBINE
SHUTOFF BYPASS TEMP SENSOR BYPASS SHUTOFF
VALVE VALVE VALVE VALVE
RECIRC FAN
LEFT RIGHT
ANALOG ANALOG
CHANNEL CHANNEL
28 VDC RIGHT MAIN BUS
28 VDC LEFT MAIN BUS
NOTE: ALL CHANNELS ARE LOCATED IN ECU CONTROLLER

fsd09a01.cgm
Figure 21-37. Electronic Control Unit Block Diagram - Air Conditioning

SYSTEM DESCRIPTION Auto Mode

The AUTO mode uses the left/right digital
Refer to Figure 21-37. Electronic Control Unit
channels for ECS control. The temperature
Block Diagram - Air Conditioning.
control and indication system uses the
following components to sense the temperature
The ECU is the heart of the temperature control
of the conditioned air entering the cabin and
system. It automatically controls the temperature
flight compartments:
of the conditioned air for the aircraft.
21 AIR CONDITIONING

•• Zone supply temperature sensors
The ECU is the interface between the AIR
CONDITIONING panel and the air conditioning •• Zone temperature sensors
system’s mechanical and electrical components.
•• Zone supply indication sensors
It is divided into a left digital channel with a •• Zone supply overtemperature switches.
left backup analog channel and a right digital
channel with a right backup analog channel. Two zone supply temperature sensors measure
the temperature of the air in the supply
The left digital channel and the right analog ducts. The ECU uses these signals to control
channel receive power from the left 28 VDC the temperature of the air leaving the air
bus. The right digital channel and the left conditioning pack.
analog channel receive power from the right
28 VDC bus. Two zone temperature sensors measure
compartment temperatures and send the data
The air conditioning system operates in to the ECU.
MANUAL mode or in AUTO mode.
A third sensor supplies cabin temperature to the
The left and right digital channels share control gauge on the AIR CONDITIONING control panel.
of the pack flow control and shut-off valve,
the temperature reduction valve, and the Two other sensors supply flight and cabin duct
recirculation fan. supply temperatures to the gauge.
One channel is selected to be the digital channel

in control. The digital channel in control is
responsible for all functions applicable to the
shared components.
The control channel changes to the other

channel at each power up. Both digital channels
share control of the PFCSOV. If the control
channel fails, the other channel takes control
of the PFCSOV.
The analog backup channels do not control the

PFCSOV.
The shared components are used to control

the PACK as a single unit. The non-shared
components are used to control the individual
ACM of the PACK. Loss of the digital channel
in control causes the other digital channel to
take control of the shared components.

Manual Mode
Refer to Figure 21-38. Maintenance Panel ECS
Auto Fail.
The ECU reverts to manual mode by selection

to MAN. Automatic reversion to manual occurs
without indication to the flight compartment when
the ECU detects digital control has been lost.
21 AIR CONDITIONING
An ECU amber fault light on the Maintenance

panel illuminates whenever a major fault
is detected by BIT. This indication is only
displayed with WOW.
FWD
AVIONICS RACK ELECTRICAL

INSTALLATION
SYSTEM DOWNLOAD
PROP DEICE CAL J1 AVIO
AVIONIC J3 AVIONIC J4 AVIONIC J5 APU
ENGINE MAINTENAN
MAINTENANCE
NCE CDS G
GND MAINT
RS422/A429
RS422/ RS422/A429 A429 RS422
UNFEATHER
#1 #2
#1 #2 ECS AUTO RESET
NVM RES LED TEST J2 AVIO
AVIONIC
ON FAIL PSEU RS422/A429
RS422/ PMAT DOWNLOAD RS422 PORTS DISABLED
RIG TRIM MAINT D

DISC
PSS PSEU ON A
OFF PWR ON
MAINT OPER ANVS SYS
ANV
FLAP
PAA RS232
R STOP L/V
PROP TEST
DEICE 2
28 VDC
C PLAY SEL
PROP
DIGITAL PASSENGER
CPC TEAM ANNOUNCEMENT SYSTEM
DEICE 1
ECS AFR
FLT ANVS SYS
DEICE
CTL DEGRADED
A
ECS AUTO FAIL Indicator
Figure 21-38. Maintenance Panel ECS Auto Fail

Environmental Control System
Electronic Control Unit (ECS ECU)
Refer to Figure 21-39. Electronic Control Unit
(ECS ECU).
The ECU is installed in the avionics bay under
21 AIR CONDITIONING

the floor boards.
Figure 21-39. Electronic Control Unit (ECS ECU)

AIRCONDITIONING
AIR CONDITIONING
OFF OFF
RECIRC
RECIRC 1 BLEED 2
NORM
MIN MAX
MIN
20 40
21 AIR CONDITIONING
60
0
DUCT 80
TEMP CABIN
100 CABIN
BLEED
CAB FC
DUCT DUCT
GAUGE
OFF
MAN
AUTO
PACKS
COOL WARM COOL WARM
F/A
CABIN
TEMP FLT COMP
CABIN CONTROL
Figure 21-40. Air Conditioning Control Panel
Zone Supply
Flight Compartment
Temperature Sensor
Supply Duct
Zone Supply
Zone Supply
Indication Sensor
Zone Supply
Cabin Supply Duct
FWD
Zone Supply
Temperature Sensor
Zone Supply
Indication Sensor
Figure 21-41. Zone Supply Temperature Sensors and Switches

Zone Supply Indication Sensors Temperature Sensors

Refer to Figure 21-40. Air Conditioning Two zone temperature sensors for the flight
Control Panel. and cabin compartments are used for zone
temperature control.
There are two sensors located at Stn X765 in
the flight compartment and cabin supply ducts.
The zone supply indication sensors are
21 AIR CONDITIONING

RTDs. An RTD gives a resistance which is
proportional to the temperature it senses.
These sensors supply temperature signals

directly to the DUCT TEMP gauge on the AIR
CONDITIONING control panel.
Zone Supply Temperature Sensors

Refer to Figure 21-41. Zone Supply
Temperature Sensors and Switches.
The zone supply temperature sensors are

installed in the cabin and flight compartment
supply ducts under the aft baggage compartment
floor. These sensors supply signals to the ECU
for ECS control.
The zone supply temperature sensors are dual

thermistor sensors that supply a signal to the
digital channel of the ECU.
Zone Supply Overtemperature

Switches
Refer to Figure 21-41. Zone Supply
Temperature Sensors and Switches.
The zone supply overtemperature switches,

installed in the cabin and flight compartment
supply ducts under the aft baggage compartment
floor, supply discrete signals to the ECU when
the temperature in either supply duct exceeds
190°F (87.8°C).
This discrete signal causes the ECU to illuminate

the related CABIN DUCT HOT or FLT COMP
DUCT HOT caution light on the CAWP.

Cabin Zone Temperature Sensors

Refer to:
•• Figure 21-42. Cabin Zone Sensors.

•• Figure 21-43. C
abin Zone Temperature
Sensor and Indication
Sensor Synoptic.
21 AIR CONDITIONING
The cabin zone temperature sensors, located on

the cabin temperature ejector by the fourth dado
panel (Stn X 352) on the left side of the aircraft,
measure the cabin zone temperature and provide
signals to the ECU for control and indication.
The zone temperature sensors are dual

thermistor sensors. Cabin supply air flows
through a restriction in the dado duct.
This accelerates the flow of air and causes a

low pressure air which draws cabin air over
the zone temperature sensor. This ensures an Figure 21-42. Cabin Zone Sensors
accurate measurement of the cabin ambient air.
Cover (On Dado Panel)
Outlet to
Cabin Zone Dado Panel
Temperature
Ejector Sensor
Cabin Zone
Temperature
Indication Sensor
Restriction
Dado Supply Air Cabin Floor
Figure 21-43. Cabin Zone Temperature Sensor and Indication Sensor Synoptic

Flight Compartment Zone

Temperature Sensor
Refer to Figure 21-44. Flight Compartment
Zone Temperature Sensor.
The flight compartment zone temperature

sensor, installed in the right-hand forward
underfloor avionics cooling duct below the
21 AIR CONDITIONING

co-pilot rudder-pedal cover assembly, measures
the flight compartment zone temperature and
provides a feedback signal to the ECU.
Flight Compartment Zone

Temperature Sensor
Figure 21-44. Flight Compartment Zone Temperature Sensor

Bleed Control
AIRCONDITIONING
AIR CONDITIONING Switches
OFF OFF
RECIRC
RECIRC 1 BLEED 2 Bleed Control
Selector
NORM
Recirculation Fan MIN MAX
21 AIR CONDITIONING
Switch MIN
OVERHEAD CONSOLE 20 40
60
0
DUCT 80
TEMP CABIN
100 CABIN
BLEED
CAB FC
DUCT DUCT
GAUGE
Ducts Temperature
Gauge OFF
Flight
MAN
AUTO Compartment
PACKS Temperature
COOL WARM COOL WARM Selector
F/A
CABIN
TEMP FLT COMP
CABIN CONTROL
Cabin Temperature
Selector
A
Figure 21-45. Air Conditioning Control Panel - Detail
Temperature Display Test Switch

Display Selector
CABIN TEMP LIGHTING NVS SYSTEM

°C
Mid Cabin
Temperature °F
Indicator TEMP CABIN DIM PSU ON/OFF PAUSE
MID CABIN TEMP DISPLAY OVERHD OVERHD TEST
NVS INOP
WARM
F/A CONTROL
ENABLED
Cabin DISPLAY CABIN DIM PSU
TEST SIDEWALL SIDEWALL ON/OFF
Temperature
Control
Indicator COOL
BOARDING LAVATORY AIRSTAIR ACCENT

DOOR
Increase Decrease F/A Control Enabled Indicator

Temperature Temperature
Selector Selector
Figure 21-46. Flight Attendant’s Panel - Cabin Temperature Control

CONTROLS AND INDICATIONS •• AUTO - ECU temperature control based

on actual cabin temperature modulates
Temperature Control and the pack bypass valves.
Indication - Air Conditioning •• FLT COMP Temperature Selector
Control Panel -The FLT COMP temperature control
rotary knob is rotated to change the
Refer to: flight compartment temperature request
between COOL and WARM.
21 AIR CONDITIONING

•• Figure 21-45. A
ir Conditioning Control
The Flight Attendant’s Panel has the following
Panel - Detail.
controls and indications:
•• Figure 21-46. F
light Attendant’s Panel
- Cabin Temperature •• MID CABIN TEMP INDICATOR -
Control. Displays temperature from the cabin
zone temperature sensor.
RECIRC FAN Switch - The RECIRC fan
•• T E M P D I S P L A Y S E L E C T O R -
switch controls the operation of the fan.
Toggles the MID CABIN TEMP
indicator between degrees Celsius and
Duct Temp Gauge -The DUCT TEMP gauge
degrees Fahrenheit.
has a scale from 0 through 100 to show the
temperature selection in degrees Celsius. •• F / A C O N T R O L E N A B L E D
INDICATOR - A amber LED that
Cabin Temperature Selector - The CABIN comes on when the CABIN temperature
compartment temperature control rotary knob selector is rotated to the F/A position
is rotated to change the requested temperature in the Air Conditioning Control Panel.
between COOL and WARM.
•• D E C R E A S E T E M P E R A T U R E
SELECTOR - A down arrow selector
BLEED CONTROL Switches - Starts bleed
that decreases the temperature request.
airflow from the No. 1 and/or No. 2 engine to
the air conditioning packs. •• I N C R E A S E T E M P E R A T U R E
SELECTOR - An up arrow selector
The CABIN temperature control rotary knob that increases the temperature request.
is turned fully counterclockwise (CCW) to the
•• CABIN TEMPERATURE CONTROL
F/A position to allow the flight attendant panel
INDICATOR - An LED bar graph that
control of the cabin temperature.
displays the temperature request in red
bar segments from COOL to WARM.
Ducts Temperature Gauge Switch - The air
conditioning system has a GAUGE rotary knob
to make the DUCT TEMP gauge show the Interfaces
cabin duct, cabin, flight compartment duct or
Refer to Figure 21-47. ECS Interfaces.
passenger cabin area temperature.
Packs Control Switches -The PACKS control

switches are three position toggle switches with
the following positions:
•• OFF - Closes related Turbine Shut off

Valve (TSOV)
•• MAN - Temperature control based on
analog positioning of bypass values.
NO FEEDBACK

LEFT NACELLE LEFT P2.2 LEFT HIGH ARINC 429 ARINC 429 RIGHT HIGH RIGHT P2.2 RIGHT NACELLE
SOV SOV PRESSURE SOV DATA BUS DATA BUS PRESSURE SOV SOV SOV
RECEIVES RECEIVES
TRANSMITS ONLY
RS 422 DATA BUS

TEMP SENSOR TEMP SENSOR
DASH 8 Q400
DISTRIBUTION DAMPER
COMPRESSOR O/TEMP VALVE COMPRESSOR O/TEMP
SWITCH SWITCH
FLT COMP ZONE TEMP FLT COMPT CABIN CABIN ZONE TEMP
SENSOR PACK HOT PACK HOT SENSOR

FLT COMPT CABIN

O/TEMP SWITCH O/TEMP SWITCH
DUCT HOT DUCT HOT
LEFT PRECOOLER RIGHT PRECOOLER

TEMPERATURE SWITCH TEMP SWITCH

PACK INLET
TEMPERATURE SENSOR
FLT COMP COMPRESSOR CABIN COMPRESSOR
OUTLET TEMP SENSOR LEFT RIGHT OUTLET TEMP SENSOR
DIGITAL PACK INLET PRESSURE DIGITAL
LEFT DIFF PRESSURE CHANNEL SENSOR CHANNEL RIGHT DIFF PRESSURE
SENSOR SENSOR
LEFT NACELLE DUCT LEAK TEMPERATURE RIGHT NACELLE DUCT

O/TEMP SWITCH REDUCTION LEAK O/TEMP SWITCH
TEMPERATURE SWITCH
LEFT BLEED O/TEMP RIGHT BLEED O/TEMP
SWITCH SWITCH
PACK FLOW
LEFT BLEED CONTROL SOV RIGHT BLEED
O/PRESSURE SWITCH O/PRESSURE SWITCH
AFT DUCT LEAK TEMPERATURE APU DUCT LEAK

O/TEMP SWITCH REDUCTION SOV O/TEMP SWITCH
FLT COMP TEMPERATURE CABIN TEMPERATURE

SELECTOR RECIRCULATION FAN SELECTOR
TURBINE PACK BYPASS PACK BYPASS TURBINE

SOV VALVE VALVE SOV
100 AMP
FUSE
L ANALOG R ANALOG
CHANNEL CHANNEL
28V DC MAIN DISTRIBUTION BOX
28 VDC LEFT MAIN BUS 28 VDC RIGHT MAIN BUS
Figure 21-47. ECS Interfaces

21 AIR CONDITIONING


THERM 3 S THERM
MANUAL 4 F MANUAL
THERM 1 54 THERM
AUTO 2 50 AUTO
GND 5
N
LEFT ZONE
E
31 A
SUPPLY TEMPERATURE 0-50 mA
P
3 B
O
1 53
THERM
2 49
DASH 8 Q400
LEFT PACK TURBINE
GND 5 SHUTOFF VALVE
N
E
66 A
0-50 mA
P
THERM 1 2 THERM 49 B
FLIGHT DECK
O
AUTO 2 3 AUTO
TEMPERATURE
SENSOR
THERM 3 T THERM RIGHT PACK TURBINE
MANUAL 4 H MANUAL SHUTOFF VALVE
N
GND 5
E
33 A
0-50 mA
P
32 B
RIGHT ZONE
O
SUPPLY TEMPERATURE
OVERTEMPERATURE LEFT PACK BYPASS
2 40 CONTROL VALVE
DISCRETE

N
3
E
11 A
0-50 mA
P
10 B
B 59 DISCRETE
O
COMPRESSOR C
OVER TEMPERATURE GND F RIGHT PACK BYPASS
SWITCH CONTROL VALVE TORQUE
(+) MOTOR
FLIGHT DECK ZONE SUPPLY 41 A
OVER TEMPERATURE SWITCH 0-50 mA B
40
(-)
B 16 DISCRETE SWITCH
59 C
POSITION
C D
GND F
A 22
CABIN ZONE C 23
RTD RTD DISCRETE 31 11 CABIN PACK HOT PACK FLOW CONTROL
SUPPLY OVER B 9
TEMPERATURE SWITCH OUT 2 10 CABIN DUCT HOT AND SHUTOFF VALVE
G GND D 16
DISCRETE 27 12 FD PACK HOT
OUT 50 9 FD DUCT HOT
LEFT COMPRESSOR
OUTLET TEMPERATURE SENSOR
CAUTION AND WARNING PANEL
A 14
RTD L D 15
RTD L
B 3
C 4
GND K
E 51
H 52
RTD R RTD R
F 45
A429 HI 46 331 HI ECS MA
G 46
OUT LO 64 330 LO A429
INLET TEMPERATURE A 36 IOP #2

RTD C 37
RTD
B 39
G GND D 38
RIGHT COMPRESSOR ECU AUTO

OUTLET TEMPERATURE SENSOR FAIL DISC 26 48
OUT
1 6
THERM MAINTENANCE PANEL
2 7
#2 CABIN ELECTRONICS CONTROL

TEMPERATURE SENSOR UNIT (ECU)
Figure 21-48. Temperature Control Electrical Schematic

OPERATION During normal operation, the ECU logic will

automatically:
Normal System Operation •• Monitor the two supply duct and two
Refer to: zone temperature sensors and perform
temperature control calculation
•• Figure 21-48. T
emperature Control
•• Monitor two pack over-temperature
Electrical Schematic.
sensors and reduce the pack flow if the
•• Figure 21-48. T
emperature Control temperatures are too high
21 AIR CONDITIONING

and Indication Electrical
•• Monitor the pack over-temperature
Schematic.
switch to stop the pack flow if the
temperature is too high
The ECS ECU provides solenoid power and
pressure sensor excitation. The ECU controls •• Open the two turbine SOVs
the units as follows:
•• Modulate the two pack bypass valves to
warm or cool the pack outlet air
•• Recirculation fan speed
•• Open temperature reduction SOV to
•• PFCSOV modulation
cool the pack inlet air when required
•• Pack temperature reduction SOV
•• Modulate the PFCSOV to control air
•• Pack turbine SOV flow into the packs. The PFCSOV open
switch sends a ground signal from the
•• Pack Bypass SOV and
PFCSOV connector P23 pin C to the
•• Distribution damper valve ECU connector P5 pin 59
•• Perform continuous system BIT
1. The BLEED switches are set to the 1 and
2 position (PACK switches are not in the The two PACK switches are set to the MAN
OFF position): position to give manual control of the packs:
• • This discrete will cause the ECU to
•• These actions will send open circuit
open the Nacelle Flow Control Shutoff
discretes to the ECU (Figure 21-48.
Valve (NFCSOV), the PFCSOV and
Temperature Control and Indication
the two Turbine SOVs. ACMs will
Electrical Schematic.):
start to operate.
°° Connector J5 pins 10 and 37
2. The PACK switches are set to the AUTO
position: °° Connector J2 pins 16 and 41
•• Pack switches send a ground discrete to °° The ECU logic uses these discretes
to send an analog (0 to 50 ma)
connector J5 pin 37 and connector J2
signal to open or close the pack
pin 41 on the ECU
bypass valve
•• S e n d a n o p e n c i r c u i t d i s c r e t e t o
connector J5 pin 10 and connector J2 °° The ECU signals are sent from the:
(refer to Figure 21-48)
pin 16 on the ECU
-- Connector P4 pins 10 and 11 to
•• The signals will cause the ECU to start
the right bypass valve and
controlling the two ACMs to maintain
the selected compartment temperatures -- Connector P3 pins 33 and 32 to
and pack air flow rate. the left bypass valve
°° The ECU digital channel transfers
the control of the control of the
NFCSOV to the analog channel

COOL
3
POT
CW 2
A
CABIN TEMP 1
CONTROL
A
3
DASH 8 Q400
POT
CW 2
B
1
WARM
ATTENDANT
PANEL S2 S3
ENABLE
11 78 DISCRETE
20
A IR
CO
ND
B
TEMP EC
ITIO
NIN
OFF 3
IR
C
INDICATOR 1 OF
BL F
EED
G
36 16
2
MAN DISCRETE
2
WI NO
N RM

CA
35 41
CA BIN
B
AUTO
DU MA
X
FC
CO GE DU
OL CT LE
OF ED
WA F
RM NA
V
AU
RIGHT PACK
T
PA O
CK
SWITCH
CA
BIN CO
OL
TEM
CO P WA
NT RM
RO
L
CA
BIN
A
B
(C6)
TEMP IND
+28 V DC 3A
SEC BUS C
RIGHT DC C/BP
OFF 3 13 10
B 2
A MAN DISCRETE
1 12 37
AUTO
CABIN ZONE
DUCT TEMPERATURE LEFT PACK
SENSOR A C TEMP
SWITCH
B D INDICATOR
12
37
GS100 CABIN 15 28 CABIN
11
1 TEMP 29 21 TEMP
#1 CABIN 6 8
2 CONTROL 19 13 CONTROL
TEMPERATURE SENSOR 5 3
3
9 4 24
5 THERM
3
5
TEMPERATURE #2 CABIN
TEMP F FLIGHT ATTENDANT ELECTRONICS CONTROL
GAUGE SELECT TEMPERATURE PANEL UNIT (ECU)
A INDICATOR G
SWITCH SENSOR
B 13
4 C
FLIGHT DECK AIR CONDITIONING

DUCT TEMPERATURE CONTROL PANEL
Figure 21-49. Temperature Control and Indication Electrical Schematic

°° The ECU logic uses these discretes °° T h i s g i v e s c a b i n t e m p e r a t u r e

to send an analog (0 to 50 ma) primary control and indication to
signal to open or close the pack the F/A panel
bypass valve
°° The ENABLED light on the F/A
•• The ECU signals are sent from the: panel will illuminate
(Refer to Figure 21-48)
°° The F/A panel will use the No.2
°° Connector P4 pins 10 and 11 to the cabin temperature sensor data on
right bypass valve and connector J3 pins 5 and 24
21 AIR CONDITIONING

°° Connector P3 pins 33 and 32 to the •• If AUTO is selected, a 10 kΩ discrete
left bypass valve is sent to connector J4 from pin 27 to
pin 20 on ECU
•• The ECU digital channel transfers the
control of the NFCSOV to the analog •• If MAN is selected, a 10 kΩ discrete is
channel. sent to connector J6 from pin U to pin
K on ECU.
Refer to Figure 21-49. Temperature Control
and Indication Electrical Schematic. The Crew rotates the FLT COMP control knob
to the full WARM position.
Rotating the CABIN control knob to the full
WARM position raises the cabin temperature. •• If AUTO is selected, a low resistance
discrete is sent to connector J3 from pin
•• An open circuit discrete is sent to 27 to pin 35 on ECU
connector J5 pin 78 on the ECU and
•• If MAN is selected, a low resistance
connector J3 pin 37 on the Flight
Attendant (F/A) panel
R to pin D on ECU
°° T h i s s i g n a l p r o v i d e s c a b i n
temperature primary control and °° The ECU uses this signal to send a
50 mA signal to the torque motor to
indication to the A/C panel
close the turbine SOV.
°° The A/C panel will use the No.1
temperature sensor data from In the full COOL position, the output is:
connector P101 pins 4 and 5
•• If AUTO is selected, a 10 kΩ discrete
°° The ECU sends a 50 mA signal is sent to connector J3 from pin 27 to
to the torque motor to close the
pin 35 on ECU
turbine SOV
•• If MAN is selected, a 10 kΩ discrete is
•• If AUTO is selected, a low resistance
sent to connector J1 from pin R to pin
D on ECU.
27 to pin 20 on the ECU
•• If MAN is selected, a low resistance The GAUGE knob shows three temperature
discrete is sent to connector J6 from pin selections on the A/C panel DUCT TEMP
U to pin K on the ECU. gauge. The temperature indicator received 28
VDC from pin C on connector J102.
In the full COOL (F/A) position, the A/C panel
output is as follows: The indicator measures the current flow
through the selected sensor. The current flow
•• A ground discrete is sent to connector is through the A/C panel pins that follow:
J5 pin 78 on the ECU and connector J3
pin 37 on the flight attendant panel •• The cabin duct sensor (connector J101
pins 6 and 11)

•• The flight compartment duct sensor •• Turn CABIN TEMP CONTROL knob
(connector J101 pins 9 and 13) to F/A position
•• The cabin compartment zone sensor •• Verify the F/A control panel is working
(connector J101 pins 4 and 5) by pushing the DISPLAY TEST switch
and check that temperature indication
•• The indication ground pins on connector
and WARM/COOL indicator lights
J101 are pins 4, 8, 11 and 13. come on
The RECIRC switch on the A/C panel will start •• Push the WARM/COOL indicator
21 AIR CONDITIONING
the recirculation fan. The A/C panel sends out to full warm and ensure warm air is
the discretes signal that follow: flowing out to the cabin
•• See the opposite happens when you
•• A ground discrete to the recirculation push the WARM/COOL indicator to
fan (connector J22 pin D) full cool.
°° Fan starts at low speed Crew Report
°° The fan stays at slow speed during Pilot reported that CABIN DUCT HOT caution
single pack operation
light came on during final approach. Fault
°° The fan operates at high speed code 7117 CAB OVR TMP 3 was also found
during all other operations recorded in the CDS. What troubleshooting
steps will you take?
•• A ground discrete to the ECU (connector
J2 pin 60)
°° The ECU uses this ground to operate
the recirculation fan.
Temperature Control System

Operational Check
To verify that the ECS temperature control
system is functioning correctly, please refer
to AMM Task 21-61-00-710-803. Here is a
summary of the check:
•• Use the APU for bleed air supply

•• Do not pressurize the aircraft or turn on
the airframe de-ice system
•• Select both packs to AUTO and both
temperature knob to mid range
•• Stable for 5 minutes before recording
both FC DUCT and CABIN DUCT
temperatures
•• Rotate both temperature knobs to full
cool and later to full warm
•• Verify both duct temperatures do drop
below and rise above than what were
recorded at mid range for full cool and
full warm respectively

21 AIR CONDITIONING


21 AIR CONDITIONING
CABIN SUPPLY DUCT
AIR CONDITIONING
PACK
DADO PANELS AFT PRESSURE

BULKHEAD
GASPERS
RECIRCULATION DUCT
Figure 21-50. General Air Distribution

21-20-00 AIR An avionics cooling system supplies cooling

for the avionics equipment bay and the EFIS/
DISTRIBUTION ESID liquid crystal displays.
An optional ground air conditioning connection

INTRODUCTION is available to supply conditioned air from a
ground source.
The ECS packs supply the flight compartment
and cabin air distribution systems with
21-21-00 FLIGHT
21 AIR CONDITIONING

conditioned air.
COMPARTMENT AIR
GENERAL DISTRIBUTION
The distribution system has the following
subsystems: INTRODUCTION
•• Air Distribution, Flight Compartment The flight compartment conditioned air
•• Air Distribution, Cabin and Baggage distribution system supplies the flight crew
Compartment with conditioned air.
•• Ground Connection
GENERAL
•• Ram Air
Air supply to the flight compartment is ducted
•• Avionics Cooling. from the air conditioning pack, through the
rear pressure bulkhead, to the left side of a
SYSTEM DESCRIPTION splitter duct. From the splitter duct, the flight
compartment air is ducted along the right side
The air distribution system takes conditioned of the aircraft below the cabin floor.
air from the ECS packs and distributes it
throughout the aircraft. Rigid, semi-rigid At the flight compartment bulkhead, a wye
and flexible ducts are used in the distribution duct splits the airflow into two individual but
system. The ducts are routed under the cabin identical distribution systems, one for the pilot
floor and have separate distribution systems for side and the other for the co-pilot side.
the cabin and for the flight compartment.
The ECS ECU monitors a supply duct
The conditioned air is distributed to the cabin temperature sensor; an overtemperature switch
through lower dado panel vents, overhead vents and a flight compartment temperature sensor as
and passenger gaspers. part of its control loop.
A recirculation fan helps to boost the supply of SYSTEM DESCRIPTION

conditioned air.
Refer to Figure 21-50. General Air Distribution.
A gasper system distributes air to individual outlets
in the cabin, flight compartment and the lavatory. A duct, branching from the main flight
compartment duct, supplies the aft baggage
Conditioned air is distributed to the flight compartment inlet.
compartment through lower vents near the
rudder pedals, through side console gaspers, Aft of the flight compartment bulkhead, a duct
and selectable vents for side window demisting. branches off supplying the forward lavatory
Conditioned air is supplied to the aft baggage gasper and the forward flight attendant gasper.
compartment through an inlet valve.

Flight Compartment Supply Ducts
Supply Ducts.
Flight Compartment Distribution

Ducts
21 AIR CONDITIONING
The flight compartment distribution ducts

consist of the following:
•• Flex torso gasper duct

•• Small gasper
•• Trident duct
•• Forward supply duct
•• Under floor take-off duct
•• Stub duct
•• Foot warming supply duct
•• Aft main supply duct LH
•• Aft main supply duct RH
•• Grille side flex duct.
4” Diameter Supply Ducts
Wye Duct
Figure 21-51. Flight Compartment Supply Ducts

OPERATION There are independent small gaspers near

window height on the two sides of the flight
Refer to Figure 21-52. Flight Compartment compartment that are controlled by the knurled
Ducting. vent knobs on the gaspers.
Selecting the SIDE WINDOW DE-MIST lever

(3) on the F/C side wall to the OPEN position will
open the de-mist flow control valve which will
allow conditioned air to blow on the side window.
21 AIR CONDITIONING

Selecting the LOW LEVEL VENTS lever (3) to
the OPEN position will open the low level flow
control valve which will allow conditioned air
to blow out of:
•• Foot warming piccolo tubes

(near the rudder pedals),
•• Fixed grilles (near knee height) and
•• Large torso gaspers.
Flow Control Levers
De-mist SOV
Small Gasper
F/C Floor
Torso Gasper
Foot Warmer
Lower Duct SOV
Figure 21-52. Flight Compartment Ducting

PITCH PITOT HEAT ICE DETECT FLT COMPT #1 HYD

TRIM L AC BUS STBY FAIL DUCT HOT ISO VLV
ELEVATOR PITOT PITOT CABIN #2 HYD

R AC BUS HEAT 1 HEAT 2 DUCT HOT ISO VLV
FEEL
ELEVATOR ENG ADPT ENG ADPT CABIN

ASYMMETRY DC BUS HEAT 1 HEAT 2 PACK HOT
DASH 8 Q400
ELEVATOR L TRU WSHLD PROP FLT COMPT
PRESS CTRL DEICE PACK HOT
#3 STBY WSHLD DEICE L TRU

HYD PUMP R TRU HOT TIMER HOT
EMER LTS INTERNAL SIDE WDO DEICE R TRU

DISARMED BAGG DOOR HOT PRESS HOT
CABIN CHECK SMOKE TOUCHED

PRESS FIRE DET RUNWAY

ENG 2
FROM
TURBINE
APU
SOV
FLT COMP
PACK
NACELLE
FCSOV PACK BYPASS
FCSOV VALVE
FLT COMPT
DUCT HOT TO
BYPASS AIRCRAFT
NACELLE VALVE
FCSOV
CABIN
PACK
TURBINE
SOV
ENG 1
Figure 21-53. Flight Compartment Duct Hot Caution Light

FAULT DIAGNOSTICS The ECU receives a high F/C duct temperature

160°F (71°C) on connector J4 pins 2 and 3. The
Refer to: ECU will reduce the pack outlet temperature by
modulating the ACM bypass valve towards close.
•• Figure 21-53. F
light Compartment Duct
Hot Caution Light. The ECU receives an over-temperature F/C duct
temperature of 190°F (87.8°C) on connector J2
•• Figure 21-54. F
light Compartment Duct
pin 59. The ECU will do the actions that follow:
Hot Schematic.
21 AIR CONDITIONING

•• Close the turbine SOV
Fault Scenario •• Close ACM bypass SOV and
Over-temperature is sensed during automatic
•• Illuminate the FLT COMP DUCT HOT
operation
caution light.
The FLT COMP DUCT HOT caution light
illuminates during a flight. Maintenance NOTE
interrogation of the CDS shows the message -
The FLT COMP DUCT HOT
FD OVRTMP SW.
caution light will remain
illuminated until the over-heat
condition ends. A pack OFF/ON
selection is required to RESET.
FLIGHT COMPARTMENT
OVERTEMPERATURE
SWITCH FLIGHT DECK
GROUND
CONNECT
CHECK FLIGHT COMPARTMENT

VALVE DUCT TEMPERATURE
FLT COMPT SENSOR CABIN
DUCT HOT
CABIN CABIN DUCT

DUCT HOT TEMPERATURE UPPER
CONDITIONED AIR SENSOR DISTRIBUTION
FROM ECS PACK
LOWER
DISTRIBUTION
CABIN DUCT
OVERTEMPERATURE DISTRIBUTION
EMERGENCY SWITCH DAMPER
RAM
M
RECIRCULATION
FAN
Figure 21-54. Flight Compartment Duct Hot Schematic

21-22-00 CABIN SYSTEM DESCRIPTION

AND BAGGAGE AIR The cabin air system delivers air through a
DISTRIBUTION distribution damper to the aft flight attendant
and galley gaspers.
INTRODUCTION The air is also routed to the:
Conditioned air is supplied to the cabin to maintain •• Cabin floor level vents
21 AIR CONDITIONING
a comfortable environment for the passengers.

•• Upwash and downwash vents and
GENERAL •• PSU gasper vents.
Refer to Figure 21-55. Cabin and Baggage Air

Distributions.
The passenger cabin air distribution system

divides the flow of conditioned air to the
passenger cabin between the upper and lower
duct systems. The air is ducted under the baggage
compartment floor where it splits into an upper and
lower supply duct for each side of the fuselage.
The ECU monitors temperature as part of the

control loop.
Cabin Supply Duct
Air Conditioning Pack
Dado Panels Aft Pressure Bulkhead
Gaspers
Recirculation Duct
Flight Compartment Supply Duct
Figure 21-55. Cabin and Baggage Air Distributions

Cabin Supply Ducts
Refer to Figure 21-56. Cabin Supply Ducts.
The cabin supply ducts consist of the following:
•• Lower Cabin Supply Duct
21 AIR CONDITIONING

•• Distribution Damper A Splitter Duct
•• Aft Galley Gasper

•• Noise Treatment Duct
•• Aft Flight Attendant Gasper
•• Rear Pressure Bulkhead
•• Upper Cabin Supply Duct
•• Dado Riser
•• PSU Gasper Riser
•• Cabin Supply Duct.
Rear
Lower Cabin Distribution
Noise Treatment Pressure
FWD Dado Riser (Typical) Supply Duct Damper Duct Bulkhead
PSU Gasper Riser (Typical) Upper Cabin Supply Duct A
Stn X 49.500 Stn X 604.500 Stn X 683.450
NOTE
View looking down.
Figure 21-56. Cabin Supply Ducts

fsc40a01.cgm

21 AIR CONDITIONING
CABIN SUPPLY DUCT ASSEMBLY
FWD
NOTE
If Right Channel or Damper
ER R
Motor Fails - Valve Remains W
LO PE
in Last Postion. UP
ECU Logs Fail in CDS.
NOTE
Depending on Cabin Zone Supply
Sensor (Right Channel in ECU):
- Upper for Cooling, Lower for Heating.
- Standard - 50% Lower, 50% Upper.
- Heating - 70% Lower, 30% Upper.
R - Cooling - 30% Lower, 70% Upper.
WE G
LOATIN
HE D
FW
R
PE G
UP LIN B
O
CO
fsc16a01.cgm
Figure 21-57. Distribution Damper Synoptic

DISTRIBUTION DAMPER
Refer to:
•• Figure 21-57. D
istribution Damper
Synoptic.
•• Figure 21-58. Distribution Damper.
21 AIR CONDITIONING

The distribution damper, installed just aft of
station X604.500, adjusts the amount of air being
delivered to the upper and lower duct systems.
It contains a three-position electrically actuated

valve. The left-hand side supplies the lower Figure 21-58. Distribution Damper
distribution system, for the heating mode.
The right-hand side outlet supplies the upper
distribution system, for the cooling mode.
The distribution damper function is controlled

by the right digital channel of the ECU
depending on the cabin zone supply temperature
and cabin temperature request.

Distribution-Cabin Ducts
Refer to:
•• Figure 21-59. D
istribution Cabin Ducts
(1 of 2).
•• Figure 21-60. D
istribution Cabin Ducts
(2 of 2).
21 AIR CONDITIONING
The conditioned air is distributed to the cabin

through lower dado panel vents, overhead
vents, passenger gaspers, galley gaspers and
lavatory gaspers.
Overhead Bins
Ceiling Upwash Duct Ceiling Upwash Duct
Wye Duct Wye Duct
PSU Gaspers PSU Gaspers
Dado Panel Dado Panel
VIEW LOOKING FORWARD
Figure 21-59. Distribution Cabin Ducts (1 of 2)

Gasper Chamber
21 AIR CONDITIONING

Wye
Duct
Sidewall
Panel Overhead Bin
Ceiling Upwash Duct
CEILING AIR DISTRIBUTION DETAIL
Dado Panel
Seat Frame
Dado Panel
(Elbow) Inlet
1.5” Riser Floor

Duct
LOWER AIR DISTRIBUTION DETAIL
Figure 21-60. Distribution Cabin Ducts (2 of 2)

21 AIR CONDITIONING
Distribution Splitter Duct

A
Center Distribution
Duct
Flight Compartment
Distribution Duct
Aft Pressure
Bulkhead
A
Figure 21-61. Splitter Duct - Distribution

Splitter Duct - Distribution NOTES

Refer to Figure 21-61. Splitter Duct - Distribution.
The flight compartment and cabin flows are

separated by the splitter duct forward of the
pressure bulkhead.
The splitter duct is a semi-rigid bifurcated
21 AIR CONDITIONING

duct made from silicone impregnated glass
cloth. The left side of the bifurcation supplies
flight compartment air while the right side
supplies cabin air.

21 AIR CONDITIONING
VENT INLT VENT OTLT
FWD Stn X 819.102
Stn X 849.362
PRESSURE DOME
Stn X 7300.00
Flexible Aft Baggage

Compartment Duct
Vent Valve
Flexible Aft Baggage

Compartment Duct
Vent Valve
Electrical
Electrical Connector
Connector
Figure 21-62. Aft Baggage Vent Valves

Aft Baggage Compartment NOTES

Vent Valves
Refer to Figure 21-62. Aft Baggage Vent Valves.
The aft baggage compartment vent valves are

installed in the aft baggage compartment.
One valve is installed at the inlet supply below the
21 AIR CONDITIONING

floor on the right hand fuselage. The other vent is
installed at the outlet on the left hand fuselage.
These valves allow the supply of conditioned

air to the baggage compartment when the ECS
packs are in operation.
When smoke is detected in the aft baggage

compartment, the control amplifier will remove
electrical power from the aft baggage vent
inlet and vent outlet shutoff valves. This will
minimize the air flow within the baggage
compartment. Indication of vent valve status
will be shown as VENT INLT and VENT
OTLT lights on the Fire Protection Panel.

2
5 6
RECIRC FAN
12 1 60 ON/OFF
2 3
D ON/OFF
2123-S1
DISCRETE OUT 3 E HI/LO
RECIRCULATION RPM DISCRETE IN 11 F RPM
DASH 8 Q400
FAN SWITCH
AIR CONDITIONING CONTROL PANEL NOSE F

2431-
T8
28V A +28 VDC
B GND
C GND
Q6 DC CONTACTOR
+28 VDC BOX
ECS/BA CONT L MAN
R MAIN J L CHANNEL MAN
5A H GND
A
RECIRCULATION FAN

R6
+28 VDC ECS/BA CONT R AUTO
C R CHANNEL AUTO
R MAIN 5A
B GND
RIGHT DC CBP
SOL 52 B UP
RTN 68 C RTN
SOL 29 A DWN
13 E DN
DISCRETE IN 1 G UP
+28 VDC B7
ECS/BA CONT L AUTO
L MAIN
5A L L CHANNEL AUTO DISTRIBUTION E
B DAMPER
M GND
B GND
C7
+28 VDC
ECS/BA CONT R MAN
L MAIN 5A E R CHANNEL MAN F
F GND
C C
LEFT DC CBP M GND
28 VDC 1 11 EXCITATION
RTN 2 10
PRESS 3 1 PRESS E
SIGNAL 4 6 SIGNAL
GND 5
FWD
B
D
INLET PRESS
ELECTRONIC CONTROL UNIT (ECU)
Figure 21-63. Cabin Air Distribution Electrical Schematic

OPERATION NOTES
Refer to Figure 21-63. Cabin Air Distribution
Operation of the switches that follow on the

AIR CONDITIONING control panel operate
21 AIR CONDITIONING

the ECS:
•• The BLEED switches are set to the 1

and/or 2 position.
•• A PACKS switch is set to the AUTO
position.
•• The distribution damper is controlled by
the ECU (connector J5 pins 29, 52 and
68). The damper controls the airflow in
the positions that follow:
•• Warm operation; 70% of the warm air
goes to the lower vents and 30% goes
to the overhead vents.
•• Cooling operation; 30% of the airflow
goes to the lower vents and the overhead
receives 70%.
•• At standard temperatures (55 to 95°F
(12.8 to 35°C)) air is directed evenly to
the overhead and lower vents.
• • If the right digital channel in the
ECU fails, the damper valve can not
change position.

21 AIR CONDITIONING
Ground Connection
Check Valve
Ground Connection
Duct
Ground Air Connection

Receptacle
NOTE
View looking aft.
Figure 21-64. Ground Connection Check Valve and Duct

21-23-00 GROUND COMPONENT DESCRIPTION

CONNECTION Ground Connection
INTRODUCTION Refer to:
The ground connection provides a means •• Figure 21-64. G

round Connection
of supplying conditioned air to the ECS Check Valve and Duct.
distribution system.
21 AIR CONDITIONING

•• Figure 21-65. G
round Connection
- Detail.
GENERAL
The ground connection is a duct, accessed
An external source of conditioned air is attached through a circular shaped, hinged, and sealed
to the ground connection and the air flow is sent door, located at the rear fuselage right hand side.
to the air conditioning supply ducts.
The connection point has a cover to prevent
The ground connection system has the contamination from entering the system.
following components:
The 5” diameter check valve prevents
•• Ground connection pressurized air from the air conditioning
packs or the emergency ram air system from
•• Ground connection check valve and
venting overboard. When there is no ground
•• Ground connection ducts. conditioned air pressure available, the check
valve is held closed by a spring to prevent dirt
from entering the system.
Latch
D
FW
Figure 21-65. Ground Connection - Detail

21-24-00 RAM AIR SYSTEM In flight, ram air enters the aircraft through
the NACA vents at the base of the dorsal fin.
It flows through the ram air ducting to the dual
INTRODUCTION heat exchanger where it cools the bleed air
entering the air conditioning packs.
The emergency ram air system supplies ambient
air to the flight and cabin compartments in the If there is no air flow from the air conditioning
event of a failure of the air conditioning packs. packs, the pressure from the ram air is enough
to overcome the spring in the emergency
21 AIR CONDITIONING
ram check valve. The check valve will open

SYSTEM DESCRIPTION allowing cooling ram air to flow directly into
the cabin and flight compartment supply ducts.
Refer to Figure 21-66. RAM Air System.
There are two functions of the ram air system:
•• Supply cooling ram air to the dual heat

exchanger and
•• Supply emergency ram air to the cabin
and flight compartments in the event of
a failure of the air conditioning packs.
Naca Vents
Ram Inlet Check Valve
Ram Air Check Valve
NOTE
Recirculation Filter Left ACM removed for clarity.
Conditioned Air Supply Duct
Emergency Ram Air Duct
Figure 21-66. RAM Air System

Refer to Figure 21-67. RAM Inlet Check Valve.
During ground operations, when there is no

ram effect, the airflow through the NACA is
insufficient for cooling. The ACM fans continue
to draw in air through the ram air inlet creating a
negative pressure in the ram inlet. This negative
pressure opens a rectangular-shaped ram inlet
check valve to let in additional cooling air.
21 AIR CONDITIONING

A
FWD
A RAM AIR INLET DUCT ASSEMBLY
FWD
Gasket
Ram Inlet Check Valve
Figure 21-67. RAM Inlet Check Valve

COMPONENT DESCRIPTION Ram Air Ducts

Refer to Figure 21-68. Emergency Ram Air A series of four ducts in the aft fuselage carry
Check Valve and Ducts. air from the NACA vents to the flight and cabin
compartments.
Ram Air Check Valve
The emergency ram air check valve is a circular
dual flapper valve installed between the upper
21 AIR CONDITIONING
and mid emergency ram air ducts.
The valve prevents loss of air through the

ram ducting during pack operations. When
the packs are off, the valve opens in flight, to
provide emergency ram ventilation.
If the check valve can move freely by hand

against the spring pressure, it is considered
serviceable; otherwise it has to be replaced.
Conditioned Air Supply Duct
B
AIR
FL
OW
Emergency Ram
LOW Air Check Valve
AIRF
B A EMERGENCY RAM AIR DUCT
Figure 21-68. Emergency Ram Air Check Valve and Ducts

OPERATION No Pack Operation

Refer to Figure 21-69. Emergency Operation. Ram air pressure opens the emergency ram
check valve and the ram air flows into the cabin
Normal Operation and flight compartment supply ducts.
Ram air flows through the ducting, then Ground Operation

through the dual heat exchangers to cool the
engine bleed air in the Packs. With no ram air flow, the ACM fans draw air
21 AIR CONDITIONING

through the ram air ducts.
P
T
F GROUND AIR
C T
RAM AIR
P T
EMERGENCY
RAM AIR
T
CHECK VALVE
C T
F
P
T
RECIRCULATION
M FAN
P
T
P
T
F
Figure 21-69. Emergency Operation

Upper Piccolo Tubes Flight Instruments (LCD)

FWD
DASH 8 Q400
A
Upper Plenum
Left Underfloor

Duct
Lower Plenum
Zone
Fan 1 (Pilot Side) Temperature
Sensor and
Housing
Fan 3 (Standby)
Lower Piccolo Tubes
Fan 2 (Co-pilot Side)

A
Figure 21-70. Avionics Equipment and Display Unit Cooling System Ducts
21-25-00 AVIONICS NOTE

COOLING
INTRODUCTION
The avionics cooling system has two independent
duct networks and three fans. The system removes
21 AIR CONDITIONING

heat from the avionics rack, the wardrobe rack,
and the five liquid crystal displays (LCDs).
GENERAL
Refer to Figure 21-70. Avionics Equipment and
Display Unit Cooling System Ducts.
The aircraft has an extraction type cooling

system for the avionics and LCDs.
The cooling system has three identical fans. Each

fan can supply half the required cooling flow.
The electrical and ducting systems have been

designed so that single failures do not result in
the loss of the DUs.

SYSTEM DESCRIPTION One of the duct assemblies is routed to the

instrument panel from the pilot side and the
Refer to Figure 21-71. Avionics and LCD other assembly is routed from the co-pilot side.
Cooling System.
The duct assembly on the co-pilot side also
The avionics cooling system in the flight has the standby fan No.3 attached. The hot air
compartment has dual redundant duct assemblies. is exhausted under the floor behind the flight
Each duct assembly has a cooling fan and compartment.
branches of smaller ducts that are connected to
21 AIR CONDITIONING
the 5 LCDs, avionics rack and the wardrobe rack. Fan 1 and fan 2 are normally running whenever
the electrical power is applied to the aircraft
There are three fans: Fan 1, Fan 2 and Fan 3, that DC main bus.
supply airflow in the two avionics cooling ducts.
If either of these fans fails, the standby fan 3
The avionics cooling fan has an electronically- automatically starts operating.
controlled two speed brushless DC motor.
The operational time of the equipment without
Each fan has a built-in electronic LSWD that forced air-cooling is limited to 60 minutes
sends a signal to the IOM when the fan is because of the location and the high-density
rotating slower than 5000 rpm. design of the LCD displays.
A fan speed control unit is installed on the side Operation of the fans is inhibited on the ground
wall of each of the three avionics cooling fans. when the flight compartment temperature is
below 41°F (5°C).
Avionics Cooling
System
Liquid Crystal Display

(LCD) Cooling System
Liquid Crystal Display

(LCD) Cooling System
Avionics Cooling Fans
Figure 21-71. Avionics and LCD Cooling System

Avionic Cooling Fans
Refer to Figure 21-72. Cooling Fans.
Two cooling fans are installed in the fuselage

aft of the pilot bulkhead and one is installed on
the right side of the flight compartment below
21 AIR CONDITIONING

the floor.
The avionics cooling fans draw warm air

away from the display units and the Avionics
rack. They also supply a constant flow of air
across the flight compartment zone temperature
sensor. Only two of the three fans are required
to be operational for dispatch.
STA −69.400
B STA 17.440
Speed
Control Unit
Cooling Fan
3 Speed
Control Unit
2 A
Figure 21-72. Cooling Fans

A
21 AIR CONDITIONING
Temperature Switch Electrical Connector
Display Units
Right Fwd Underfloor Duct
A VIEW LOOKING AFT
Figure 21-73. Zone Temperature Switches

Zone Temperature Switches NOTES

Refer to Figure 21-73. Zone Temperature
Switches.
There are two zone temperature switches

located under the LCDs. When the flight
compartment temperature is:
21 AIR CONDITIONING

•• Below 41°F (5°C) - Fan operation is
inhibited if the aircraft is on the ground
•• Below 55°F (10°C) - Fault monitoring
is inhibited
•• Above 86°F (30°C) - Fan will go high
speed if the aircraft is post Modsum
4-126287.
NOTE
The cooling fans will not operate if
the flight compartment temperature
is less than 46°F (8°C).
The failure monitoring system

will not operate if the flight
compartment temperature is less
than 55°F (13°C).

21 AIR CONDITIONING
Upper Piccolo Tubes
Upper Plenum
Left Underfloor
Duct
Upper Forward Riser
Lower Plenum
Fan 1 (Pilot Side)
Left Underfloor Duct
Zone Temperature
Sensor and Housing
Fan 3 (Standby)
Fan 2 (Co-pilots Side) Lower Piccolo Tubes
Figure 21-74. Avionics and LCD Cooling System Ducts

Avionics and LCD Cooling The duct assembly on the co-pilot side contains
the standby fan located below the flight
System Ducts compartment floor.
Refer to:
Each duct assembly alone can supply enough
•• Figure 21-74. A
vionics and LCD cooling for continuous operation of the DUs.
Cooling System Ducts.
The hot air is exhausted into the exit ducts
•• Figure 21-75. F
ront Fuselage LCD that direct the air to the rear of the baggage
21 AIR CONDITIONING

Cooling Filters. compartment liner.
The dual redundant duct assemblies are as
follows:
Display Unit Filter Maintenance
Practices
•• Lower forward riser duct The filter at the bottom of each LCD is used to
•• Upper forward riser duct ensure the cooling air going into the LCDs is
clean. They need to be replaced at 1000 FH or
•• Lower aft riser duct every 12 months whichever comes first. Here
•• Upper aft riser duct are some helpful hints:
•• Lower Y-ducts •• Do not disconnect the electrical connector
•• Lower plenum •• Disconnect the cooling air hoses so the
•• Upper Y-duct display units can be pulled out sufficiently
for access to the filter
•• Upper plenum
•• PFD, MFD and ED use different size
•• Left underfloor duct filters. Check mod status and refer to IPC
•• Left double tee fitting •• Display Unit filters are not cleanable,
•• Left manifold duct they must be replaced with new ones
•• Right underfloor duct •• Filters are different sizes and are
installed with different orientation
•• Tee fitting and Elbow depending on whether the original or
•• Right double tee fitting redesigned type is used. Adhere to
AMM Task 21-25-00-900-801 to ensure
•• Right manifold duct. the applicable filter type is installed
properly. Incorrect installation can lead
The duct assemblies used above in the avionics to premature Display Unit failure.
cooling system are rigid, semi-rigid and flexible
type ducting.
One assembly is routed from fan 1 below the
cabin floor to the instrument panel on the
pilot side, and behind the avionics rack and
wardrobe shelf.
The second duct assembly is routed from fan 2

below the cabin floor to the instrument panel
on the co-pilot side.

VENTILATION
OUTLETS
(REF)
FRAME
INSTRUMENT PANEL
(REF)
DASH 8 Q400

Engine display
(ED)
NOTES
Push filter down to bottom of pocket.
Slide filter below anchor nut.
TYPICAL DISPLAY
INSTALLATION
(REF)
TYPICAL ORIGINAL TYPICAL REDESIGNED

FILTER FILTER
bray12a01.dg, gv/kmw, apr16/2012
Figure 21-75. Front Fuselage LCD Cooling Filters

Avionics Cooling Fans NOTE

Operational Check
A maintenance task is used for operational
check of the three avionics cooling fans as well
as the two temperature switches. The proper
operating speeds of each avionics cooling fan
are tested by:
21 AIR CONDITIONING

•• Pulling and resetting their PRI and SEC
circuit breakers
•• Applying and removing electrical power
to DC main buses
•• Applying and removing heat to the
left and right temperature switches
(if aircraft has modsum 4-126287 or
4-215000).
NOTE
This test must be done with the
flight compartment temperature
higher than 13°C as the avionics
cooling fan failure monitoring
system will not operate.

MTOP MTOP
75 % TRQ 75 %
%
NH 75 75 NH
%RPM %RPM
21 AIR CONDITIONING
A/FSELECT
MAIN INSTRUMENT PANEL 92. 0 PROP 92. 0
RPM
A/ F TEST A / F TEST
PASSED PASSED
FF
PPH
850 850 FF
PPH
1020 1020
ITT
C
NL NL
%RPM %RPM
74 74
755 755
C OIL PSI FUEL C OIL PSI
0 0 1620 LBS 1620 0 0
+ 25 C + 22
SAT + 22 C
IOMS FAIL FANS FAIL
A Advisory Message
#1 HYD
ISO VLV
L
CABIN #2 HYD
DUCT HOT ISO VLV
L
CABIN
PACK
P CK HOT
PA
MAIN
BATTERY
BATT
A ERY
R
#1 HYD
B FLUID HOT
AVIONICS
#1 ENG
OIL PRESS
OVERHEAD CONSOLE
B Avionics Caution Light
Figure 21-76. Avionics Cooling Fans Malfunctions Indications /Advisory Message

CONTROLS AND INDICATIONS NOTES

Refer to Figure 21-76. Avionics Cooling Fans
Malfunctions Indications /Advisory Message.
There are no manual controls for the avionic

cooling fans. The avionics cooling system
status is indicated on the ED and/or CAWP.
21 AIR CONDITIONING

One Fan Failure: Single fan failures are logged
within the CDS and are not shown to the flight crew.
Two Fans Failure (Air mode): FANS FAIL

advisory message is displayed on the ED.
Two Fans Failure (Ground mode): If speed

is less than 50 Kts, the FANS FAIL advisory
message is displayed on the ED and the IOM
turns on the AVIONIC caution light.
Interfaces
Low Speed Warning Detector
Each fan has a built-in electronic LSWD which
sends a signal to the IOM when the fan is
rotating slower than 5000 rpm.
The IOM uses the low speed warning signal to

record and display faults. Both IOM 1 and IOM
2 monitor all three fan fail speeds.

BEHIND WARDROBE
K9
+28 VDC COOLING FAN CONT

1+25 VDC T>10°C 5 D3
R ESS 1A 3 RTN T>30°C 4 D2 A- D ON/OFF
BUS
T>5°C 2 F D1 R A PWR
C3 C HI/LO
TEMPERATURE SWITCH C2 D B GND FAIL E
RIGHT DC CBP B- C1 C3
B3 C2
DASH 8 Q400
B2 C1 CR5 FAN #1
B1 B3
T>5°C 2 A3 B2
1+25 VDC T>30°C 4 A2 B1
3 RTN T>10°C 5 A1 A3
A2 E 413 FAN #1 INHIBITED
TEMPERATURE SWITCH Z X2
A1 429 FAN #1 RUNNING
C- X1
AV RACK X1
129 FAN #2 RUNNING
K5 X2 131 FAN #3 RUNNING
P/J1A
WOW 8F K1
B6 B
C FAN #1 31-40 A1 I0M #1
+28 VDC FAN 3 PWR SEC A1 PSEU A POWER RELAY
MAIN BUS 20A
S D ON/OFF

M6
CR4 A PWR
FAN 1 PWR SEC B GND FAIL E
+28 VDC
B C3 C HI/LO
ESS BUS 20A
C2 E
C1 FAN #2 129 FAN #2 RUNNING
B3 131 FAN #3 RUNNING
A6 B2
FAN 1 PWR PRI B1
+28 VDC A3 429 FAN #1 RUNNING
MAIN BUS 20A A2 D A PWR 431 FAN #2/FAN #3
C A1 B GND INHIBITED
D ON/OFF
LEFT DC CBP A X1 C FAIL E
A1 IOM #2
X2
FAN #3
B3 K2
R4
B2
FAN 2 PWR PRI B1 FAN #2/#3
+28 VDC
A3 POWER RELAY
MAIN BUS 20A A2 Y
A1 X
L9
X1
+28 VDC FAN 2 PWR SEC
X2
ESS BUS 20A
K4
CR1 CR2
S4
W
FAN 3 PWR PRI U
+28 VDC
MAIN BUS 20A
B3
B2 T
RIGHT DC CBP B1 N
V
X1
X2
K3
RELAY PANEL
Figure 21-77. Avionics Cooling Normal Operation (Post Modsum)

OPERATION output is open circuit which causes the

IOM to record if FAN FAIL output. If
Normal System Operation the Inhibit output is grounded, the IOM
does not record FAN FAIL outputs.
Refer to Figure 21-77. Avionics Cooling •• F o r a i r c r a f t m a n u f a c t u r e d b e f o r e
Normal Operation (Post Modsum). Modsum 4-126287 - the fans always run
at high speed during normal operation.
On initial start-up, electrical power is supplied
to all three fans and all three fans will run. If •• For aircraft with Modsum 4-126287 -
21 AIR CONDITIONING

there is no fan fail signal from the LSWD, fan when the left hand zone temperature
No.3 will shut down and fan No.1 and fan No.2 switch senses 30°C or higher, the HI/LO
will continue to operate. If either fans No.1 or output is open circuit which causes fan
No.2 fails, fan No.3 comes on automatically. No.1 to operate at high speed. If the HI/
LO output is grounded, the fan operates
Only two of the three fans are required to be at low speed. Fan No.2 speed is affected
operational for dispatch. When DC generated by the right hand zone temperature
power is available and the aircraft is in flight, switch.
only two avionics cooling fans are operating. •• T h e 5 ° C a n d 1 0 ° C d i s c r e t e s a r e
inhibited in flight mode and the 30°C
The operational time of the equipment without discrete will cause the fan to go high
forced air cooling is limited to 60 minutes. speed if the main buses are powered.
When the internal temperature increases, the
displays’ brightness will be reduced to 60%.
Each fan uses a LSWD which sends a FAN
If there is the possibility of a misleading or
F AI L output on pin E of the f a n to t h e
total loss of display due to internal temperature
IOMs. This output is grounded if the fan is
increases, the display unit will shut down.
in normal operation.
In the remote case of both main DC buses are
not available in flight and the aircraft is only Crew Reports
powered by the batteries, fan No.1 or No.2 will Avionics fans appear to start late as none of them
operates at low speed. Fan No.3 will not be could be heard running until 10 or 20 minutes
available if both main buses are not powered. after the DC external power was applied.
This operational mode is capable of supplying Subsequent operation of the cooling fans was
the minimum air flow required for the LCDs found normal. What is your assessment?
to operate at reduced brightness but below the
automatic shutoff threshold.
Fault Diagnostics
The avionics cooling system has two fan zone In conjunction with the aircraft centralized
temperature switches which operate at 5°C, diagnostics system, maintenance can use one
10°C and 30°C. On aircraft before Modsum of the following troubleshooting tools:
4-126287, the 30°C discrete is not installed.
•• Bombardier’s ECS HEX Decoder
•• The 5°C, ON/OFF discrete to the fan
is on pin 2 of the switch. When the •• Fault Isolation Manual (FIM).
temperature rises above 5°C, an open •• Aircraft Diagnostics Solutions (ADS)
circuit causes the fan to operate. If the
ON/OFF output is grounded, the fan
stops operation.
•• The 10°C, inhibit discrete to the IOM
is on pin 5 of the switch. When the
temperature rises above 10°C the Inhibit

Central Diagnostics System Page 2 shows the present faults of the right
hand channel. Present faults are faults currently
The aircraft Central Diagnostics System (CDS) stored in memory. When maintenance personnel
has 7 pages of information dedicated for the clear the present faults, they will be moved to
pneumatics and air conditioning systems. their corresponding fault history page.
ECS
ECSPRESENT
PRESENT FLT
FLT LLCH
CH 1/7
1/7
Page 1 shows the first 12 present faults Page 3 lists the fault history for the left
XXXX
4002 --ECU
ECUDIG
DIGCH
CH11
detected by the left channel of the ECSECU. channel. Page
XXXX - 4 lists the fault history for the
L NAPRSOV
Any additional faults are not shown. The faults right channel.
XXXX -The 3 digit
APU DIFF PR number is the time
21 AIR CONDITIONING
are displayed with fault code in hexadecimal XXXX - FD TSOV

in hours since the last reset. If it is more than
followed by a 15 character description. 999, then XXXX
the 3- FDdigits
MAN REF POT
will change to “OLD”.
XXXX - FD ACM
A maximum XXXX of
- ECU12 historical
ANLG CH 1 faults can be
displayed per
XXXXchannel.
- L HP BLD SW
XXXX - SEC OLT MISCMP
XXXX - FD CMP OLT TMP
XXXX - FD MAN OLT TMP
I
ECS PRESENT FLT L CH 1/7

1/7 ECS
ECSPRESENT FLTRRCH
PRESENT FLT CH 2/7
XXXX
4002 --ECU
ECUDIG
DIGCH
CH11 XXXX - ECU DIG CH 2
XXXX - L NAPRSOV XXXX - R NAPRSOV
XXXX - APU DIFF PR XXXX - APU DIFF PR
XXXX - FD TSOV XXXX - CAB ACM
XXXX - FD MAN REF POT XXXX - CAB NO FAULTS LOGGED
OLT MISCMP
XXXX - FD ACM XXXX ECS CABFLT
- ECS FLT
TSOVHISTORY
HISTORY LL CH
CH 3/7
3/7
XXXX - ECU ANLG CH 1 XXXX - ECU ANLG CH 2

XXXX - ECUDIG
4201 DIGCH
CH11 043
XXXX - L HP BLD SW XXXX- -ECU
R HP BLD SW 061
XXXX
4201 - L- LNAPRSOV
NAPRSOV 083
109
XXXX - COMP TMP MISCMP XXXX - COMP TMP MISCMP
3003
XXXX- APU
- APUDIFF
DIFFPR
PR 190
201
XXXX - SEC OLT MISCMP XXXX - SEC OLT MISCMP
4201
XXXX- FD FDTSOV 294
XXXX - FD CMP OLT TMP XXXX --CAB TSOV
CMP OLT TMP 359
4201
XXXX- FD FDMAN REF POT 294
XXXX - FD MAN OLT TMP XXXX --CAB MAN
MAN REF
OLT POT
TMP 398
4201
XXXX- FD
- FDACM
ACM 301
402 I
I 4201 - ECU
XXXX - ECUANLG
ANLGCH CH11 318
410
4201
XXXX- L- LHP
HPBLD
BLDSW
SW 363
450
4201 - COMP TMP MISCMP 371
XXXX - COMP TMP MISCMP 500
4201 - SEC OLT MISCMP 408
ECSFigure
PRESENT21-78. CHECSECU - Present Faults of the Left Channel
XXXX - SEC OLT MISCMP 502
ECS PRESENT FLTRRCH
FLT 2/7 3C01
XXXX- FD
- FDCMP
CMPOLT
OLTTMP
TMP 414
OLD
4201
XXXX- FD
- FDMAN
MANOLT
OLTTMP
TMP 473
OLD
XXXX - ECU DIG CH 2
I
XXXX - R NAPRSOV
XXXX - APU DIFF PR
XXXX - CAB ACM
XXXX ECSNOFLT
- ECS
CAB FLTHISTORY
OLT HISTORY
FAULTS LL CH
LOGGED
MISCMP CH 3/7
3/7 ECS
ECSFLT
FLTHISTORY R CH
HISTORY R CH 4/7
4/7
XXXX - CAB TSOV
XXXX
4201 - ECUDIG
- ECU DIGCHCH11 043
061 XXXX- ECU
3801 - ECUDIG
DIGCH
CH22 095
010
XXXX - ECU ANLG CH 2
XXXX
4201 - L- LNAPRSOV
NAPRSOV 083
109 XXXX- R
3801 - RNAPRSOV
NAPRSOV 099
023
XXXX
3003 -
- APUR HP BLD SW XXXX- APU
- APUDIFF
DIFFPR
PR 168
XXXX - APUDIFF
DIFFPR
PR 190
201 3801 028
XXXX
4201 - -FDCOMP
TSOVTMP MISCMP 294 XXXX- -CAB
CABACM
ACM 254
XXXX - FD TSOV 359 410C 061
XXXX
4201 - -FDSEC OLT MISCMP
XXXX - FDMAN
MANREF
REFPOT
POT 294
398 XXXX- -CAB
410D CABOLT
OLT MISCMP
MISCMP 401
061
XXXX
4201 - -FDCAB CMP OLT TMP
ACM 301
XXXX - FD ACM 402 XXXX- -CAB
410F CABTSOV
TSOV 463
061
XXXX
4201
-
- ECU
CAB MAN OLT TMP
XXXX - ECUANLG
ANLGCHCH11 318
410 410A
XXXX- -ECU
ECUANLG
ANLGCHCH 22 061
495
4201 - L HP BLD SW 363 I
XXXX - L HP BLD SW 450 4201
XXXX- R
- RHP
HPBLD
BLDSW
SW 061
556
4201 - COMP TMP MISCMP 371 410C
XXXX- -COMP
COMPTMP
TMP MISCMP
MISCMP 065
681
XXXX - COMP TMP MISCMP 500
4201 - SEC OLT MISCMP 408 410D
XXXX- -SEC
SECOLT
OLT MISCMP
MISCMP 065
OLD
XXXX - SEC OLT MISCMP 502
3C01
XXXX- FD- FDCMP
CMPOLT
OLTTMP
TMP 414
OLD XXXX- -CAB
410F CABCMP
CMPOLT
OLT TMP
TMP OLD
065
4201
XXXX- FD- FDMAN
MANOLT
OLTTMP
TMP 473
OLD XXXX- -CAB
410A CABMAN
MANOLT
OLT TMP
TMP OLD
065
I I
Figure
ECS
ECSFLT 21-79.
FLTHISTORY
HISTORY CHECSECU
R CH
R 4/7
4/7 - Present Faults of the Right Channel
XXXX- ECU
3801 - ECUDIG
DIGCH
CH22 095
010
XXXX- R
3801 - RNAPRSOV
NAPRSOV 099
023
XXXX- APU
3801 - APUDIFF
DIFFPR
PR 168
028
21-104 XXXX- -CAB
410C CABACM
ACM FOR
254
061
TRAINING PURPOSES ONLY
XXXX- -CAB
410D CABOLT
OLT MISCMP
MISCMP 401
061
XXXX- -CAB
410F CABTSOV
TSOV 463
061
410A
XXXX- -ECU
ECUANLG
ANLGCHCH 22 061
495
Page 5 shows the software version currently

loaded on the two channels of the ECSECU.
Page 6 shows the diagnostics data collected by

the left digital channel. They are recorded in
hexadecimal. Page 7 shows the hexadecimal
data for the right digital channel. The ECS
data sent to the CDS is a “snapshot” of the data
contained in the ECU. The first 3 characters
21 AIR CONDITIONING

are for identification and the remaining 4 are
for signal information. They represent ECS
temperatures, pressures and valve commands.
In order to refresh the data, the ECS menu
must be exited and re-entered. There are 36
hexadecimal codes for each channel.
ECS SW PART NUMBER 5/7
CHANNEL 1 PART NUMBER

4822848-004
CHANNEL 2 PART NUMBER

4822848-004 ECS FLIGHT DATA L CH 6/7
R1L09AA R2L09AA R3L09C1

A1L09AF A3L08EB P1L2D82
P2L0000 D010000 D8L0000
S1S0001 S2L0000 S3L0000
T1L1400 T2L6400 T3L0000
T4S0000 T5L0000 T6L0000
PR10769 PR20063 PR30047
I
PR40008 I1LE663 I2LA3FF
13LC323 I4LE033 I5L0077
16LC01F 17LFFFF I8LFFFB
19LFF87 B1L0001 B2L0000
Figure 21-80. Software Version on Both Channels of the ECSECU
B3L0000 B4L0000 B5L0000
ECS FLIGHT DATA L CH 6/7

ECS FLIGHT DATA R CH 7/7
R1L09AA R2L09AA R3L09C1

R1R09CC R2R09AA R3R09B6
A1L09AF A3L08EB P1L2D82
A1R09AA A3R0904 P1R1F32
P2L0000 D010000 D8L0000
P2R2F92 D010000 D8R0000
S1S0001 S2L0000 S3L0000
S1S0001 S2R0000 S3R0000
T1L1400 T2L6400 T3L0000
T1R1400 T2R6400 T3R0000
T4S0000 T5L0000 T6L0000 T4S0000 T5R0000 T6R0000
PR10769 PR20063 PR30047 PR10767 PR20068 PR3004C
PR40008 I1LE663 I2LA3FF PR40006 I1RE663 I2RA3FF
13LC323 I4LE033 I5L0077 13RE323 I4R903D I5R0077
16LC01F 17LFFFF I8LFFFB 16R400B 17RFFFF I8RFFF8
19LFF87 B1L0001 B2L0000 19RFF81 B1R0001 B2R0000
B3L0000 B4L0000 B5L0000 B3R0000 B4R0000 B5R0000
I I
Figure 21-81. Diagnostic (Left) and Hexidecimal (Right) Data Display

ECS FLIGHT DATA R CH 7/7
R1R09CC R2R09AA R3R09B6

A1R09AA A3R0904 P1R1F32
P2R2F92 D010000 FOR
D8R0000 TRAINING PURPOSES ONLY 21-105
S1S0001 S2R0000 S3R0000
T1R1400 T2R6400 T3R0000
T4S0000 T5R0000 T6R0000
PR10767 PR20068 PR3004C
21 AIR CONDITIONING
Figure 21-82. Bombardier Navigator - FIM

The Fault Isolation Manual (FIM) These BITE indications are made available on
systems such as Cabin Pressure Control System,
The Fault Isolation Manual (FIM) provides Environmental Control System etc.
maintenance personnel with instructions to
identify, isolate, and correct faults. To avoid An alert message is related to one or more status
or reduce dispatch delays, the FIM provides messages. Therefore, start from the alert fault
the Original Equipment Manufacture’s isolation task to find the correct status task.
(OEM) recommended procedures to quickly
and effectively isolate discrepancies in the Class 2 status messages do not have a related
21 AIR CONDITIONING

Q400 aircraft. alert message. Therefore, for the status
messages that are in the Class 2 Fault List,
The FIM has fault isolation tasks to identify start from the status fault isolation task.
single point discrepancies.
Cabin Fault List
Fault Isolation Process
The cabin fault list is an alphanumeric list of
The fault isolation process has three parts.
cabin discrepancies that are seen in the cabin
and affect passenger comfort. An example of
•• A flight compartment discrepancy,
cabin fault is potable water system.
BITE indication, or cabin discrepancy
is viewed
Aircraft Diagnostics Solutions
•• Find the fault isolation task in the
Master Fault Table. Refer to Figure 21-83. Aircraft Diagnostic
Solutions.
•• Do the fault isolation task.
The Aircraft Diagnostics Solutions application
Fault Tables is accessible on the right hand side of the home
page under “My Services and Tools” after you
Alert Message List log into the iflybombardier.com web site. You
The alert message list is an alphanumeric list can open a new ADS troubleshooting session
of all flight compartment discrepancies that in 3 different ways:
are sensed by the aircraft monitoring systems.
Alert messages are shown or heard in the flight •• Images
compartment (e.g. CABIN PRESS or cabin
Click on the relevant area on the cockpit
pressure control panel FAULT light illuminates).
image, e.g. Caution and Warning
Panel for DUCT HOT caution light
Observed Fault List (refer to Figure 21-84. ADS Session via
Images.)
The observed fault list is an alphanumeric list of
the flight compartment discrepancies that the pilots
•• Keywords
can see. An observed fault does not have a related
alert indication. Examples of observed faults are Enter a keyword, e.g. Bleed Hot
caution or advisory lights do not come into view (refer to Figure 21-85. ADS Session
or audio message is not heard or a control panel via Keywords.)
selection does not give the correct result.
•• ATA
Status Message List Select an ATA chapter, e.g. ATA 21
(r efer to Figure 21-86. ADS Session
The status message list is an alphanumeric list
via ATA.)
of all the system BITE indications that can be
seen or heard while the aircraft is on the ground.

21 AIR CONDITIONING
Figure 21-83. Aircraft Diagnostic Solutions

21 AIR CONDITIONING
Figure 21-84. ADS Session via Images
21 AIR CONDITIONING
Figure 21-85. ADS Session via Keywords

21 AIR CONDITIONING
Figure 21-86. ADS Session via ATA
21 AIR CONDITIONING
Figure 21-87. Enter Hex Tab Screen

Bombardier’s ECS HEX Decoder Refer to:

Bombardier has an ECS troubleshooting tool that •• Figure 21-87. Enter Hex Tab Screen.
you can download from their iflybombardier.com
web site. It is called the ECS HEX Decoder tool. •• Figure 21-88. Pack Page Tab Screen.
You can locate the zipped version of the tool •• Figure 21-89. Control Panel Screen.
under the Resources tab.
•• Figure 21-90. Bleeds Page Tab Screen.
To download a copy of the tool, follow the •• Figure 21-91. Fault Codes Tab Screen.
21 AIR CONDITIONING

path below:
•• Figure 21-92. Hex List Tab Screen.
► iflybombardier.com •• Figure 21-93. Components Tab Screen.
► Resources For sample screens of the Bombardier ECS
Decoder.
► Service Documents
► Training Material
► ECS Decoder V9
To start using the tool, you need to do the

following:
•• On the initial Enter Hex Tab screen

enter date, aircraft registration, ambient
temperature and hex codes recorded on
pages 6 & 7 of the CDS ECS section.
Preferably 3 readings should be taken:
°° When the air-conditioning system is
OFF and cooler down
°° When both engines are running with
bleeds ON and within a few minutes
after hot temperature was selected
°° After cold temperature selection has
just been made
•• Enter cabin and duct temperatures
indicated on the cockpit gauge
•• Enter fault codes or any relevant
information in the NOTE text box
•• Select “File” - “Save as” from menu to
save the reading to a file in a folder of
your choice.
•• Click the “Decode” button to decode
and enable the top toolbar tabs.

21 AIR CONDITIONING
Figure 21-88. Pack Page Tab Screen

21 AIR CONDITIONING
Figure 21-89. Control Panel Screen
21 AIR CONDITIONING
Figure 21-90. Bleeds Page Tab Screen

21 AIR CONDITIONING
Figure 21-91. Fault Codes Tab Screen
21 AIR CONDITIONING
Figure 21-92. Hex List Tab Screen

21 AIR CONDITIONING
Figure 21-93. Components Tab Screen
PRESSURIZED
UNPRESSURIZED
DASH 8 Q400
FORWARD
SAFETY VALVE
AFT SAFETY VALVE

PRESSURIZATION
CONTROL PANEL
CARGO
FLIGHT CABIN COMPT
COMPT
UNDERFLOOR AREA
FORWARD AFT PRESSURE AFT OUTFLOW

PRESSURE DOME VALVE
BULKHEAD
Figure 21-94. Fuselage Pressurized Areas

21-31-00 PRESSURIZATION NOTES

CONTROL
INTRODUCTION
The pressurization system controls the cabin
altitude and the cabin rate of change.
21 AIR CONDITIONING

GENERAL
Refer to Figure 21-94. Fuselage Pressurized
Areas.
The pressurized area of the fuselage extends

from the front pressure bulkhead to the
rear dome. This area includes the flight
compartment, passenger compartment, under
floor space and baggage compartments.
The CABIN PRESSURE control panel controls

the system in automatic and manual modes.
The Cabin Indication Module shows the data
to monitor the system.
If the cabin altitude is too high, the cabin pressure

controller and the cabin indication module send
the warning signal to the aircraft systems.
Electrical power supply for pressurization

control is supplied by the 28 VDC left main
bus through a CABIN PRESS AUTO CONT
circuit breaker.
The aft outflow valve is used for automatic and

manual control of the pressurization system.
The forward safety valve is used for emergency

operation and for smoke removal from the flight
compartment. It also protects the aircraft against
excessive positive and negative air pressures.
The aft safety valve protects the aircraft against

excessive positive and negative pressures and
assists in cabin pressure equalization after
aircraft lands.

21 AIR CONDITIONING
FWD AFT
PRESSURE PRESSURE
BULKHEAD BULKHEAD
FORWARD
SAFETY VALVE
SELECTOR
OVERPRESSURE
FWD SAFETY VALVE
RELIEF
CABIN
PRESSURE
CONTROL DISCRETE MANUAL
PNEUMATIC RELAY PANEL
OUTFLOW
VALVE
ANALOG DISC
RS422 AUTO
ARINC
PLA #2 PLA 60° Switch

DISC
CABIN PSEU WOW - DOOR STATUS (ONLY IN
ADU 1 DISC
NOTE: ADU PRESSURE AUTO MODE)
CONTROLLER
1. Aircraft ALT (Press)
CABIN PFCSOV
2. Barometric Correction ECS
ADU 2 DISC INPUT OPEN
3. Vertical Speed (Aircraft) ECU
AIRFLOW DISC
4. ADU 1 Has Priority
(WATCHDOG
RESETS APU OR DE-ICING
AFT SAFETY VALVE

PROCESSOR IFC 1 OVERPRESSURE BLEED AIR
ARINC
3 TIMES (CDS) RELIEF
THEN CLOSES
THE OUTFLOW RESET
SOLENOID
VALVE) DISC MAINTENANCE VALVE
PANEL
SUCTION
PORT ARINC DISC
(WOW - PLA) AIR JET
ARINC PUMP
CABIN DISC
INDICATION
CABIN PRESSURE 10,000 ft.
MODULE
WARNING LIGHT (9,800 ft.)
ARINC DISC
fs460a01.cgm
Figure 21-95. Pressurization Control Synoptic

SYSTEM DESCRIPTION Flight compartment indications are:
Refer to: •• Cabin altitude

•• Cabin altitude rate of change
•• Figure 21-95. P
ressurization Control
Synoptic. •• Differential pressure
•• Figure 21-96. Typical Flight Profile. •• Cabin altitude warning
•• Cabin Pressure Control System fault
21 AIR CONDITIONING

The system operates in the modes that follow: annunciation
•• Normal/Automatic - Software Profile
•• On Ground - Pressurize 400’ below take
off field elevation during take-off roll
•• Take-off - Maintain software schedule
with reference altitude (ADU inputs)
•• Landing - 400’ below selected landing
altitude
•• Emergency/Smoke Removal
•• Pressure Dump
•• Manual
ALTITUDE
Scheduled Cruise Altitude

25,000'
5.46 psid
Cabin Cruise Altitude

8000'
Landing Elevation
TIME
TAKE-OFF FLIGHT DESCENT DEPRESSURIZATION
PRE-PRESSURIZATION
fsf20a01.cgm
Figure 21-96. Typical Flight Profile

21 AIR CONDITIONING
FORWARD SAFETY
VALVE SELECTOR SUCTION
PORT
NORMAL
FORWARD
SAFETY
VALVE
OPEN
PRESSURIZATION CONTROL PANEL
LDG ALT CABIN ALTITUDE
0 DUMP CLSD
−2 2 F
FT X
1000 A INCR
14 4 U
12 L MAN
10 6 T
8 AUTO OPN
INCR DECR
FWD
− + LDG ALT MAN DIFF OUTFLOW
BLEED
AIR
PSEU
ADS INPUT POWER
LEVERS
CABIN
PRESSURE
CONTROLLER
OUTFLOW AFT SAFETY

VALVE VALVE
Figure 21-97. Pressurization Synoptic

Refer to Figure 21-97. Pressurization Synoptic. NOTES

The pressurization control system is electrically
operated. The pressurized area is supplied with
a flow of conditioned air from the ECS.
Modulating the aft outflow valve controls

the fuselage pressure. If the external ambient
pressure differs from the fuselage pressure by
21 AIR CONDITIONING

more than a preset amount, safety valves will
open for positive or negative pressure relief.
When electrical power is first supplied to the

system, a full electrical test of the system is
done. The FAULT alert light, on the CABIN
PRESSURE control panel illuminates, during
the POST. The system operation is automatic
with the data programmed into the controller.
The aft outflow valve can be manually controlled

from the CABIN PRESSURE control panel on
the flight compartment overhead panel.
The aft safety valve protects against cabin

overpressure and negative pressure and supplies
venting when WOW.
A manually operated forward safety valve in

the front pressure bulkhead is used for backup
pressurization control or for smoke removal.
The forward safety valve is operated by the
FWD OUTFLOW rotary knob on the CABIN
PRESSURE control panel or by the forward safety
valve selector on the co-pilot’s side console.
The CABIN PRESSURE control panel and the

cabin pressure controller control the system.
Operation of the outflow valve is automatically

controlled by the cabin pressure controller
according to the flight profile and landing
elevation set by the aircrew. The valve can also
be operated in the manual mode in the event of
failure of the automatic mode of control.

CABIN PRESSURE Control Panel
Refer to Figure 21-98. CABIN PRESSURE
Control Panel (CPCP).
The CABIN PRESSURE control panel, on the

overhead panel contains the required indicators
21 AIR CONDITIONING
and switches to manage the cabin pressure.
For details, refer to Controls and Indications

CPCP later in this chapter.
OVERHEAD CONSOLE
FWD OUTFLOW
LDG ALT Indicator
Valve Rotary Knob
CABIN ALTITUDE
INCR
INCR DECR
MAN DIFF
LDT ALT Rotary Switch MAN DIFF INC/DECR Switch AUTO-MAN-DUMP

Outflow Selection Switch
A
Figure 21-98. CABIN PRESSURE Control Panel (CPCP)

Cabin Pressure Controller The CPC:
Refer to Figure 21-99. Cabin Pressure •• Provides the calculation of the control
Controller (CPC). logic and cabin pressurization schedule
according to aircraft flight profile.
The CPC is located on the bulkhead forward of
•• Provides control of the cabin pressure
the wardrobe. It is a microprocessor based unit
by driving the auto mode actuator of the
that controls the cabin pressure schedule based
aft outflow valve.
on the aircraft flight profile.
21 AIR CONDITIONING

•• Provides an excessive cabin altitude
warning signal to the CAWP. (9800 ft).
•• Monitors the Cabin Indication Module,
Aft Safety Valve and the Outflow Valve
for fault detection.
•• Initiates a system level power up BIT
A when on the ground.
TOP OF •• Provides an interface to the CDS.
AVIONICS RACK
Pressure
Sensor
Figure 21-99. Cabin Pressure Controller (CPC)

Cabin Indication Module (CIM)

Refer to Figure 21-100. Cabin Indication Module
(CIM).
The cabin indication module located in the

flight compartment on the overhead panel
contains a differential pressure indicator, a
cabin altitude indicator, a cabin rate of change
21 AIR CONDITIONING
indicator, and a pressure sensor.
The CIM interfaces with the CPC and ADUs

for differential, altitude and rate indications.
For details, refer to Controls and Indications
CIM later in this chapter.
OVERHEAD CONSOLE
CABIN
DIFF
Figure 21-100. Cabin Indication Module (CIM)

Outflow Valve
Refer to:
•• Figure 21-101. Aft Outflow Valve.

•• Figure 21-102. Outflow Valve Synoptic.
The 6 in. aft outflow valve is located on the
rear pressure bulkhead.
21 AIR CONDITIONING

The electrical actuator has two DC motors, a
gearbox and a control box.
The gearbox is arranged to allow either actuator

to drive the valve butterfly between limits,
regardless of the position of the other actuator.
Auto mode actuator has a brushless 28 VDC motor.

Manual mode has a 28 VDC motor with brushes. Figure 21-101. Aft Outflow Valve
The function of the aft outflow valve is to

modulate and control the cabin pressure in the
dump, auto and manual modes.
Adapter A
D
FW
Aft Outflow Coupling

Valve
Figure 21-102. Outflow Valve Synoptic

21 AIR CONDITIONING
Figure 21-103. Forward Safety Valve
Poppet Assembly
Overpressure
Relief Box
Pneumatic Relay
Filter
To Fwd Safety
Valve Selector
A
Figure 21-104. Forward Safety Valve Synoptic

Forward Safety Valve NOTES

Refer to:
•• Figure 21-103. Forward Safety Valve.

•• Figure 21-104. Forward Safety Valve
Synoptic.
21 AIR CONDITIONING

The forward safety valve body is located in
the nose compartment and is installed on the
pressure bulkhead.
Its cover includes an overpressure relief box

and a filter box, a poppet/diaphragm assembly,
a deflector, a spring and a pneumatic relay that
includes a manometric capsule and a check valve.
The valve is of mainly composite construction.
The forward safety valve:
•• Provides overpressure and negative

pressure relief.
•• Controls the discharge airflow for flight
deck smoke evacuation or RAM air.
Controlled by the FWD OUTFLOW
knob of the CABIN PRESSURE control
panel or the FWD safety valve selector
on the co-pilot side panel.
•• The filter is non cleanable and has
to be replaced periodically as per
maintenance requirement
•• The valve is held by a quick attachment
detachment clamp and a spring pin ensure
the valve is installed in one fixed position
•• There are two ways to do an operational
check for the forward safety valve:
°° C o n n e c t a V a c u u m P u m p
(GSB100006) to the suction port
to create suction pressure for
the forward safety valve and test
operation of the valve by rotating
the forward safety valve selector
°° Run both engines and pressurize the
aircraft via MAN mode until CIM
registers 2 psi differential pressure.
Turn the FWD OUTFLOW selector
to the INCR position and see the
valve opens.

Forward Safety Valve Selector

Refer to Figure 21-105. Forward Safety Valve
Selector.
The forward safety valve selector is located on

the co-pilot side console.
Opening the forward safety valve provides

21 AIR CONDITIONING
smoke evacuation or ram air flow.
The selector fully opens the forward safety

valve to release all cabin pressure. The selector
is a shut-off valve.
RIGHT SIDE CONSOLE

Switch Guard
A
NORMAL NORMAL
OPEN OPEN
Forward Safety
Valve Selector
Figure 21-105. Forward Safety Valve Selector

Aft Safety Valve, Air Jet Pump & Air Jet Pump
Safety Valve Filter
The air jet pump, located on the aft safety
Refer to Figure 21-106. Aft Safety Valve. valve, has a body and three orifices. The pump
uses bleed air to cause a negative pressure on
Aft Safety Valve the solenoid valve to open the valve.
The aft safety valve, located on the aft pressure The pump fully opens the aft safety valve on
bulkhead, has a solenoid valve and opens on the ground.
21 AIR CONDITIONING

the ground with the No.2 power lever below 60
degrees, if there is a bleed air source.
Safety Valves Filter
The aft safety valve also ensures protection for The filters, installed on the forward and aft
overpressure and negative pressure relief. safety valve, connect the cabin air to the safety
valves. The filters feed the slave chamber of
It is non cleanable and has to be replaced the safety valve with cabin pressure.
periodically. The filter on the aft safety valve
is identical to the forward safety valve and is
secured by four screws and a plate.
Safety Valve
Safety Valve Filter
FWD
NOTE
Open when:
1. WOW
2. PLA <60
3. APU or Engine Air Available.
Air Jet Pump
Cabin Pressure Solenoid Valve
Figure 21-106. Aft Safety Valve

21 AIR CONDITIONING
A NOTE
-1,500 ft/min +2,500 ft/min
Rate of Change (AUTO Mode).
OVERHEAD CONSOLE
CABIN ALTITUDE
INCR
INCR DECR
MAN DIFF
Figure 21-107. Cabin Pressurization Control Panel (CPCP)

CONTROLS AND INDICATIONS 5. MAN DIFF Switch (three position, spring

loaded to the center OFF position)
Cabin Pressurization Control •• DECR - Decreases differential pressure
Panel (CPCP) when AUTO/MAN/DUMP switch is in
the MAN position
Pressurization system control in auto, manual
and dump modes. •• INCR - Increases differential pressure
when AUTO/MAN/DUMP switch is in
Refer to Figure 21-107. Cabin Pressurization the MAN position
21 AIR CONDITIONING

Control Panel (CPCP).
•• Drives outflow valve open/closed for
manual pressure control.
1. LDG ALT Indicator
•• Displays the landing altitude selected 6. OUTFLOW VALVE Selection Switch
with the LDG ALT rotary knob. Landing (three position)
altitude selected provides CPC input to
•• DUMP - Releases pressure by fully
pressurize 400’ below during landing.
opening the outflow valve. Outflow
valve is driven full open by the CPC.
2. FAULT ANNUNCIATOR Light (amber)
•• MAN - Turns off the cabin pressure
•• Is illuminated on CPCP during the POST
controller – enables manual control of the
mode, i.e. on initial aircraft power up or
outflow valve and the cabin differential
whenever the Cabin Pressure Controller
pressure using the MAN DIFF switch.
circuit breaker is reset
The CPCP drives the electrical Outflow
•• Is illuminated on CPCP continuously Valve through a toggle switch.
when the cabin pressure control system
•• AUTO - Cabin altitude is controlled by
detects a fault.
the CPC using the outflow valve which
modulates to maintain a pre-programmed
3. FWD Outflow Valve Rotary knob (rotary
cabin altitude schedule. The CPC
action)
controls the cabin pressure based on a
•• CLSD - Closes the forward safety valve software schedule that is referenced to
(if the forward safety valve selector is aircraft altitude as sensed by the ADU.
in the NORM position.)
•• OPN - Opens the forward safety valve
•• Usually set fully counterclockwise
(CLSD) when in AUTO mode
•• In case of SMOKE evacuation, a manual
controller drives the pneumatic relay of
the Forward Outflow (Safety) Valve to
position the valve. The FWD Safety
Valve selector is provided to Open/
Close the FWD Safety Valve.
4. LDG ALT Rotary Switch (rotary action)

•• Selects the field elevation for landing
as shown on the LDG ALT indicator.

DASH 8 Q400
OVERHEAD CONSOLE Manual Cabin Alt/Differential
Pressure Schedule
CABIN ALT X 1000

AT MAX PRESS (5.46 PSI)

ALTITUDE X 1000
CABIN ALTITUDE TO BE WITHIN 1000 FT
OF AIRFIELD ALTITUDE BEFORE LANDING
CABIN
CABIN
PRESS
DIFF
Cabin Press
Diff Pressure Cabin Altitude Cabin Altitude Rate of Warning Light
Indicator Indicator Climb Indicator
CABIN INDICATION MODULE CAUTION WARNING PANEL
Figure 21-108. Pressurization Indicator Panel

Cabin Indication Module (CIM) cabin altitude continues to rise and

reaches 10,000 ft., a switch integral to
The cabin indication module displays: the cabin pressure controller applies 28
VDC to the CABIN PRESS warning light
•• Differential Pressure causing it to come on.
•• Cabin Altitude
Interfaces
•• Rate of Change.
The interfaces for the pressurization system are:
21 AIR CONDITIONING

Refer to Figure 21-108. Pressurization Indicator
Panel. •• Power Lever Angle (60° Micro Switch)
right lever only.
1. Manual cabin Aft / Differential pressure
•• PSEU (WOW)
schedule
•• ECS Controller
•• Used as a guide to set cabin differential
pressure when using the MAN DIFF •• IFC 1 (CDS)
switch in MAN mode.
•• ADU 1 and ADU 2
2. DIFF PRESSURE Indicator •• Caution and Warning System (CABIN
PRESS)
•• Shows the differential pressure between
cabin and aircraft flight altitude •• 28 VDC Left Main Bus (Cabin Press
pressure in pounds per square inch. Auto Cont circuit breaker).
•• The indicator gives a differential pressure
from −0.5 to 5.8 ± 0.15 psi (−3.45 to 40 OPERATION
±1.03 kPa) between the cabin pressure
and the outside static pressure. Normal System Operation
The aircraft cabin pressurization system is
3. CABIN ALT Indicator
controlled automatically and/or manually. The
•• Shows the cabin altitude in thousands CPCP and the CIM allow the crew to have control
of feet. and indication of the cabin pressurization. The
CPC programming maintains the cabin pressure
•• An internal absolute cabin pressure
during automatic mode. The crew maintains the
sensor performs cabin altitude indication.
cabin differential pressure during manual mode.
This sensor’s information is transmitted
on an ARINC 429 data bus to the CPC.
Automatic Mode
4. CABIN ALTITUDE RATE OF CLIMB
The CPCS will operate in automatic mode when:
Indicator
•• Shows cabin altitude rate of climb or •• Left main bus energized and circuit
descent in thousands of feet per minute. breaker C4, CABIN PRESS AUTO
CONT provides 28 VDC to the CPC
•• Shows cabin altitude rate of climb or
connector J1 pin 1 and to the CPCP
descent in thousands of feet per minute.
connector J2 pin E.
5. CABIN PRESSURE WARNING •• Left essential bus is energized and
circuit breaker L5, CABIN PRESS
•• The cabin indication module shows data
MAN provides 28 VDC to the aft safety
to monitor the system. When the cabon
valve connector P5 pin A.
altitude reaches 9,800 ft., an internal
switch applies a ground signal to the •• PSEU WOFFW open circuit discrete
CABIN PRESS warning light. If the is sensed on CPC connector J1 pin 11.

•• PSEU door closed discrete sensed on 4. Sets the cabin pressure to land at 400 ft
CPC connector J1 pin 5. below the selected landing altitude.
•• Right power lever > 60° switch plus 5. Controls the after landing de-pressuriztaion
WOW sensed on CPC connector J1 pin 26. mode.
•• E C S E C U P F C S O V ( v a l v e o p e n ) Manual Mode
discrete from connector 2100-P/ J2 pin
49 sensed on CPC connector J1 pin 41. The CPCS will operate in manual mode when:
21 AIR CONDITIONING
•• AUTO selection on CPCP provides a

•• Left main bus is energized and circuit
discrete from CPCP connector J2 pin L
breaker C4, CABIN PRESS AUTO CONT
to CPC connector J1 pin 40. This causes
provides 28 VDC to CPC connector J1 pin
the CPC to provide an enable discrete
1 and CPCP connector J2 pin E.
from CPC connector P1 pin 17 to the
aft outflow valve connector J3 pin A. •• Left essential bus is energized and
circuit breaker L5, CABIN PRESS
•• AUTO selection also provides a 28
MAN provides 28 VDC to aft safety
VDC AUTO discrete from CPCP
valve connector P5 pin A.
connector J2 pin D to aft outflow valve
connector P3 pin G. •• The MAN in selection on CPCP provides
a discrete from CPCP connector J2 pin
The CPCS starts the flight sequence mode with L to the CPC connector J1 pin 40. This
WOFFW and No.2 power lever > 60°. causes the CPC to provide a disable
discrete from CPC connector P1 pin 17
The cabin pressure is programmed to be a to the aft outflow valve connector P3
maximum of 8,000 ft (2,438 m) at a flight pin A. The AUTO discrete from CPCP
altitude of 25,000 ft (7,620 m), maximum connector J2 pin D to the aft outflow
differential pressure of 5.46 psi (377 mb). valve connector J3 pin G is removed.
•• 28 VDC manual control discretes on
A cabin sensor in the CPC measures the cabin
CPCP connector J2 pins G (close) and F
pressurization.
(open) to the aft outflow valve connector
J4 pins A (close) and C (open).
Before flight the crew selects the DUMP/MAN/
AUTO switch to the AUTO position and selects
The manual mode is used to control the aft
the LDG ALT on the landing altitude indicator.
outflow valve when the AUTO-MAN-DUMP
switc h is se t to MAN. The MAN D IFF
During flight the automatic mode:
switch is set to the DECR position to open
the aft outflow valve which causes the cabin
1. Calculates the cabin pressure rate of change
differential pressure to decrease.
in accordance with the landing altitude
selection and software schedule.
The differential pressure is shown on the CIM
2. Maintains the lowest possible cabin altitude DIFF indicator. When the toggle switch is set
within the maximum differential pressure to the INCR position, the outflow valve closes
(5.46 psi) range. and causes the cabin differential to increase and
the cabin altitude to decrease.
3. Sets the minimal rate of decent at 300 fpm
or 0.159 psi per minute (10.99 mb/min) and
modulates the rate based on the aircraft decent
rate. During a high rate of decent, the CPC
uses ADU vertical speed data and remaining
flight time to the set landing altitude to
calculate the increased rate (maximum cabin
rate of decent is 2,000 fpm).

21 AIR CONDITIONING


LDG ALT CABIN ALTITUDE
0 DUMP CLSD
FT X
-2 2 F
1000 A INCR
14 4 U
12 L MAN
10 6 T
8 AUTO OPN
MANUAL
INCR DECR FWD
- + LDG ALT MAN DIFF
OUTFLOW
CPCP
AUTO
DASH 8 Q400
PSEU AFT OUTFLOW
PLA VALVE
60° SWITCH
≥ < AFT SAFETY

IFC1 VALVE
(CDS)

ADU 1
PFC SOV
(OPEN)
ECSECU
ADU 2 CABIN PRESSURE

CONTROLLER SOLENOID
VALVE
AIR JET
PUMP
ECS AUTO NVM RESET

FAIL
A G
CIM ECS
CABIN
PRESS MAINTENANCE
PANEL
Figure 21-109. CPCS Diagram

Ground Mode (Manual or Automatic) NOTES

Refer to Figure 21-109. CPCS Diagram.
During Ground mode, the Aft Safety valve

stays open if:
•• 28 VDC from circuit breaker L5 is

available.
21 AIR CONDITIONING

•• Bleed air is supplied to the Aft Safety
valve Air Jet pump.
•• PSEU WOW discrete is sent through
the PLA connector 7600 P8 pin 20 60
degrees switch to the Aft Safety valve
solenoid connector P5 pin B.
Take-Off Mode
During the take-off ground mode the CPC will
modulate the aft outflow valve to pressurize the
cabin to 400 ft (121.9 m) below ambient pressure.
Landing Mode
During the landing mode depressurization is
automatic:
If the set field altitude is higher than actual field

altitude, the aircraft will land un-pressurized.
•• If the field altitude is set less than

landing field altitude, the aircraft will
land pressurized. The WOW signal from
PSEU connector 3261-P/J1A pin 6K is
received by the CPC on connector J1
pin 11. The CPC sends an enable signal
to the Aft Outflow valve on connector
P/J3 pin A, which causes the cabin to
depressurize at a calculated rate for one
minute to reach the landing field altitude.

C4
CABIN PRESS
21 AIR CONDITIONING
+28 VDC AUTO CONT

1 +28 VDC
L MAIN 3A
BUS 2 GND
LEFT DC CBP
+28 VDC E
LAND ELEV + K 20 LAND ELEV +
LAND ELEV WIPER U 21 LAND ELEV WIPER
LAND ELEV - J 22 LAND ELEV -
GND P
CONTROL MODE L 40 CONTROL

FAULT M 10 FAULT
+5 VDC LTG B 33-11-00

LTG GND C
DUMP N 6 DUMP
CAB ALT LIM T 26 THROTTLE
ALT LIM TEST FD H
+28 VDC A
NC 13 27,000 FT MAX
CABIN PRESSURE
4 CABIN PRESS WARNING
CONTROL PANEL
11 WOW
5 DOOR CLOSED
41 FCV OPEN
CABIN PRESSURE CONTROLLER

L5
+28 VDC CABIN PRESS MAN

L ESS 3A
BUS
22 49 FCV OPEN
>MTOP
LEFT DC CBP
18
<MTOP
20 (ECU)
THROTTLE
(CENTRE CONSOLE - RH SIDE)
+28 VDC A 15F DOOR CLOSED
ALT LIM TEST FD S 6K WOW
CAB ALT LIM E 7G WOW VIA THROTTLE
+5 V DC LTG B
33-11-00
LTG GND C 12
DUMP G A1 PSEU
CABIN
R R
GND P PRESS
CABIN PRESS WARNING F 20
WARNING = GND
CAUTION AND WARNING

CABIN INDICATION ANNUNCIATOR PANEL
MODULE (OVERHEAD CONSOLE)
B -28 VDC
C NC
A +28 VDC
AFT SAFETY VALVE
Figure 21-110. CPCS - Electrical Schematic

Pressure Dump Mode NOTE

Refer to Figure 21-110. CPCS - Electrical 1. S
pecial precaution must
Schematic. be made to avoid cabin
differential > 5.5 psid as the
The fast depressurization function is possible safety valves can open at 5.8
from the automatic and the manual modes: psid and may cause injury to
personnel and damage to the
The AUTO/MAN/DUMP switch set to DUMP aircraft.
21 AIR CONDITIONING

position.
2. A
lways use a calibrated
•• The CPCP connector P2 pin N sends a absolute pressure gauge to
dump discrete to the CPC connector P1 determine the cabin internal
pin 6 and to the CIM connector 2131- pressure has reached 5.5 psi
P1 pin G. above what was recorded in
the cabin prior to the start of
°° D u r i n g a u t o m a t i c m o d e , a n the pressurization run.
automatic dump signal is also sent
through the CPCP connector P2 pin
3. D
o not open doors or hatches
F (manual open) channel directly
during pressurization run or
to the aft outflow valve (automatic
until the internal pressure is
motor) connector P4 pin C.
dropped to 0 psid.
•• During manual mode, the crew must
set and hold the MAN DIFF to the The pressurization procedure is summarized
DECR position to send the (valve open) as follows:
signal from the CPCP connector P2
pin F directly to the aft outflow valve •• Ensure all door are closed and locked
connector P4 pin C.
•• Start and run both engines with #2 PLA
> 60°
Maintenance Practices
•• Use MANUAL pressurization mode to
Pressurize the Aircraft for Maintenance close the outflow valve, making sure
the RATE indication does not exceed
AMM Task 21-00-00-863-801 provides the -300 FPM
steps to pressurize the aircraft and optionally
verify the fuselage leak rate is within limits. •• Monitor the hand held pressure gauge
The Tools required for this procedure are: and the CIM to watch for when cabin
differential pressure has reached 5.5
•• Stop watch psid
•• Calibrated pressure gauge 0-25 psi •• Observe the time taken for DIFF to drop
from 5.0 to 3.0 is > 194 seconds
•• Rubber plugs to prevent air leaking
through the drain masts •• If the leakage rate is lower than the
AMM limit, inspect for leaks and repair
as necessary.

3 Outside
21 AIR CONDITIONING
2 Static 4
Cabin Pressure
Pressure
Cabin Pressure
To FWD Safety
Valve Selector
Cabin Pressure
Reference Pressure
from CPCP
Cabin Pressure
Cabin 9
Pressure
Figure 21-111. Forward Safety Valve - Detail

Emergency Mode / Smoke Removal NOTES

Refer to:

- Detail.
Operation.
21 AIR CONDITIONING

There are two emergency selectors that send
vacuum reference pressure to the Forward
Outflow valve which causes the valve to open
and expel the cabin air/smoke.
•• FWD OUTFLOW selector (on the

CPCP) can be used to modulate the
forward outflow valve.
•• FORWARD SAFETY VALVE selector
(on the right side panel) opens and
closes the forward outflow valve.

CAPPED
21 AIR CONDITIONING
PORT
OUTSIDE CABIN ALTITUDE

STATIC
PRESSURE INCR
INCR DECR
MAN DIFF
CABIN - PRESSURE CONTROL PANEL
PNEUMATIC
RELAY
FWD
FWD
SAFETY
VALVE
SUCTION
PORT FORWARD SAFETY VALVE
Figure 21-112. Forward Safety Valve Operation

FWD OUTFLOW OPERATION NOTES

Refer to Figure 21-112. Forward Safety Valve
Operation.
•• CPCP AUTO-MAN-DUMP switch set

to MAN.
•• This disables the automatic mode of the
21 AIR CONDITIONING

aft outflow valve. The aft outflow valve
in manual mode does not move unless
selected with the MAN DIFF switch.
°° CPCP FWD OUTFLOW selector set
to the OPEN position.
°° The selector valve connects the
vacuum reference pressure into the
manometric capsule in the pneumatic
relay which collapses and retracts the
poppet from the suction port vacuum.
°° The low pressure in the cover of
the forward safety valve causes the
main poppet to retract.
°° When the main poppet retracts, the
valve exhausts the cabin air and smoke.

OTHER SYSTEM 1/2

< EMU ANTI-SKID >
< FCS ICE PROTECTION >
< ECS APU >
< TMCU 1 TMCU 2 >
I
21 AIR CONDITIONING
CDS OTHER SYSTEM 2/2
< AVIONICS < FLAPS
< OTHER SYSTEMS < CABIN PRESS CONTROL
CPCS
CPCSFAILURE REPORTING
FAILURE 1/1
REPORTING 1/1
<AVIONIC DATA < AUXILIARY
CP CONTROLLER FAIL
AFT OUTFLOW VALVE FAIL
CP CONTROL PANEL FAIL
CPC / OF VALVE DATA FAIL
I CP CONTROLLER FAIL I
CPC / ADU ARINC FAIL
CPC / CIM ARINC FAIL
INDICATION MODULE FAIL
Figure 21-113. CDS Other System Screen
CIM / ADU ARINC FAIL
AVIONICS
SYSTEM >
REPORT / TEST
I
< AVIONICS MAINT >

STATUS
CPCS
CPCSFAILURE REPORTING
FAILURE 1/1
REPORTING 1/1 CPCSFAILURE
CPCS FAILURE REPORTING
REPORTING 1/1
1/1
< LAST LEG LRU IDENT >

CP CONTROLLER FAIL
REPORT
AFT OUTFLOW VALVE FAIL
CP CONTROL PANEL FAIL
< PREVIOUS LEGS
CPC / OF VALVE DATA FAIL
REPORT
NO
NOFAULTS
FAULTSPRESENT
PRESENT
CP CONTROLLER FAIL
CPC / ADU ARINC FAIL I
CPC / CIM ARINC FAIL
INDICATION MODULE FAIL
CIM / ADU ARINC FAIL
I I
CPCSFAILURE
CPCS FAILURE Figure 21-114.
REPORTING
REPORTING 1/1 CDS CPCS Failure Reporting Screen
1/1
NO
NOFAULTS
FAULTSPRESENT
PRESENT

MAINTENANCE CONSIDERATION Maintenance Troubleshooting

There is a separate CDS page dedicated for the
System Limitations pressurization system - Cabin Pressure Control
As per section 2-6-1 of the Q400 Airplane Flight page. You can access it by drilling down the
Manual (DOT), the following limitations apply: Other Systems menu item as in Figure 21-113
and Figure 21-114 depict cabin pressurization
•• Normal cabin pressure
related fault and a no fault scenarios.
differential limit.............. 5.46 ± 0.1 psi
21 AIR CONDITIONING

•• Maximum cabin pressure To clear existing ECS or CPC system faults,
differential limit....................... 5.95 psi maintenance personnel have to use the NVM
Rotary Switch to select the appropriate system
•• Maximum cabin pressure
before pushing the NVM Reset Pushbutton Switch.
differential limit during taxiing,
take-off and landing...................0.5 psi
•• Maximum cabin altitude
(pressurized light)..................... 8000 ft


•• Panduit Corporation, Tool No. GS-2B
•• GSB2100006, Vacuum Pump
•• GSB3411011(or equivalent) Barfield Pitot-Static Test Set
•• GSB5180001/5180005 or equivalent Electrical Bonding Test Set
21 AIR CONDITIONING
•• GSB2111004-7 (or equivalent) Thermometer

•• GSB2400001 (or equivalent) Multimeter, hand held
•• GSB2111004 Kit - Fluidized Bath

•• AMM 21-22-00-900-801 D
iscard the Cabin Air Distribution Recirculation Filter (MRB#
212200−201)
•• AMM 21-22-22-000-801 Removal of the Recirculation Filter
•• AMM 21-22-22-400-801 Installation of the Recirculation Filter
•• AMM 21-22-74-710-801 O
perational Check of the Aft Baggage Compartment Vent Shut−
Off Valve
•• AMM 21-25-00-900-801 Discard the Front Fuselage LCD Cooling Filters (MRB#212200−203)
•• AMM 21-25-00-710-801 O
perational Check of the Avionics Cooling Fans (MRB#
212500−201)
•• AMM 21-31-41-960-802 Replacement of the Safety Valve Filters
•• FIM 21-30-00-810-801 CABIN PRESS (Warning) − Fault Isolation
•• FIM 21-30-00-810-802 FAULT, Cabin Pressurization Control Panel (Caution) − Fault Isolation
•• FIM 21-30-00-810-803 AFT OUTFLOW VALVE FAIL (Status) − Fault Isolation
•• FIM 21-30-00-810-804 CPC/OF VALVE DATA FAIL (Status) − Fault Isolation
•• FIM 21-30-00-810-805 CPC/ADU ARINC FAIL (Status) − Fault Isolation
•• FIM 21-30-00-810-806 CPC/CIM ARINC FAIL (Status) − Fault Isolation
•• FIM 21-30-00-810-807 CIM/ADU ARINC FAIL (Status) − Fault Isolation
•• FIM 21-30-00-810-808 CP CONTROL PANEL FAIL (Status) − Fault Isolation
•• FIM 21-30-00-810-809 CP CONTROLLER FAIL (Status) − Fault Isolation
•• FIM 21-30-00-810-813 INDICATION MODULE FAIL (Status) − Fault Isolation
•• FIM 21-30-00-810-814 CABIN PRESSURE LOSS OR FLUCTUATIONS−Fault Isolation
•• AMM 21-31-00-720-801 Functional Test of the Pressurization Control
•• AMM 21-31-16-720-801 Functional Test of the Aft Outflow Valve

•• AMM 21-52-00-710-801 O
perational Check of the Pack Flow Control Shut–off Valve
(MRB #215200−201)
•• FIM 21-60-00-810-801 CABIN PACK HOT (Caution) − Fault Isolation
•• FIM 21-60-00-810-802 FLT COMPT PACK HOT (Caution) − Fault Isolation
•• FIM 21-60-00-810-803 FLT COMPT DUCT HOT (Caution) − Fault Isolation
•• FIM 21-60-00-810-804 CABIN DUCT HOT (Caution) − Fault Isolation
21 AIR CONDITIONING

•• FIM 21-60-00-810-806 CAB BYP VLV (Status) − Fault Isolation
•• FIM 21-60-00-810-809 PACK FCV (Status) − Fault Isolation
•• FIM 21-60-00-810-810 PACK ILT MISCMP, channel 1 (Status) − Fault Isolation
•• FIM 21-60-00-810-811 PACK ILT PR, channel 1 (Status) − Fault Isolation
•• FIM 21-60-00-810-812 PACK ILT TMP, channel 1 (Status) − Fault Isolation
•• AMM 21-61-00-710-801 O
perational Check of the Temperature Control, Electronic Control
Unit (MRB# 216000–201)
•• AMM 21-61-00-710-803 Operational Test of the ECS Temperature Control

CHAPTER 30
ICE AND RAIN PROTECTION
CONTENTS
Page
30-00-00 INTRODUCTION........................................................................................ 30-1
GENERAL.................................................................................................................. 30-1
30-10-00 AIRFRAME DEICING SYSTEMS.............................................................. 30-5
General................................................................................................................ 30-5
30 ICE AND RAIN PROTECTION

Component Description........................................................................................ 30-7
ICE PROTECTION Panel.............................................................................. 30-7
30-11-00 AIRFRAME PNEUMATIC DEICING SYSTEMS........................................ 30-9
General................................................................................................................ 30-9
System Description ............................................................................................. 30-9
Timer and Monitor Unit (TMU).................................................................. 30-13
Non-Heated Check Valves .......................................................................... 30-15
Isolation Shut-Off Valve.............................................................................. 30-17
Dual Distributing Valves (DDV).................................................................. 30-19
the Tailplane Deicing Boot Air Lines................................................................. 30-19
Removal of Dual Distributing Valve................................................................... 30-19
Restrictor.................................................................................................... 30-21

Page
Low Pressure Warning Switches (LPWS).................................................... 30-23
Automatic Drain Valves (ADV)................................................................... 30-25
Pressure Transducers................................................................................... 30-27
Heated Check Valves (HCV)....................................................................... 30-28
Boot Air Switch.......................................................................................... 30-29
Outboard Wing Deicer Boots and Hoses...................................................... 30-31
Removal of the Wing Deicer Boots.................................................................... 30-31
Nacelle Deicer Boots and Hoses.................................................................. 30-33

Inboard Wing Deicer Boots and Hoses........................................................ 30-34
Horizontal Stabilizer Deicer Boots and Hoses............................................. 30-35
Vertical Stabilizer Deicer Boots.................................................................. 30-37
Dual Pressure Indicator............................................................................... 30-37
Deicer Boot Repairs........................................................................................... 30-37
Airframe Mode Selector.............................................................................. 30-39
Boot Air Switch.......................................................................................... 30-39
Operation........................................................................................................... 30-41
Fault Indication........................................................................................... 30-47
Operational Test of the Airframe Deice System Air Supply................................ 30-47
30-21-00 ENGINE AIR INTAKE ANTI-ICING........................................................ 30-49
Introduction....................................................................................................... 30-49

Page
General.............................................................................................................. 30-49
Air Intake Heater Thermostats..................................................................... 30-52
Intake Heater Control Relays....................................................................... 30-53
Engine Air Intake Adapter........................................................................... 30-55
Controls and Indications ................................................................................... 30-55
Heater-Engine Intake Switches.................................................................... 30-55

Operation........................................................................................................... 30-57
Fault Diagnostics......................................................................................... 30-57
Operational Check.............................................................................................. 30-58
30-30-00 PITOT-STATIC AND ANGLE OF ATTACK ANTI-ICING SYSTEM......... 30-61
Introduction....................................................................................................... 30-61
General.............................................................................................................. 30-61
Pitot/Static Probes....................................................................................... 30-63
Angle of Attack (AOA) Transducers............................................................ 30-63
Controls and Indications ................................................................................... 30-65
Pitot/Static Switches................................................................................... 30-65
Operation........................................................................................................... 30-65

Page
30-41-00 WINDSHIELD AND PILOT’S WINDOWS ANTI-ICING SYSTEM.......... 30-69
Introduction....................................................................................................... 30-69
General.............................................................................................................. 30-69
Anti-Ice Controller...................................................................................... 30-75
Anti-Ice Controller Activation/Deactivation Relays (3041-K1 to K6).......... 30-77

Windshield Heater Selector......................................................................... 30-78
Pilot Side Window Heat Switch................................................................... 30-79
Windshield and the Pilot Side Window Heaters........................................... 30-79
Operation........................................................................................................... 30-81
Operational Test................................................................................................. 30-81
Tools & Equipment..................................................................................... 30-81
30-42-00 WINDSHIELD WIPER SYSTEM.............................................................. 30-83
Introduction....................................................................................................... 30-83
General.............................................................................................................. 30-83
Windshield Wiper Motor............................................................................. 30-85

Page
Windshield Wiper Arm................................................................................ 30-86
Wiper Blade................................................................................................ 30-86
Ice Detector Spigot..................................................................................... 30-86
Wiper Control Selector................................................................................ 30-89
Control-Wiper Selector............................................................................... 30-89
Alternate Pilot Wiper Selector..................................................................... 30-89
Operation........................................................................................................... 30-91

Low Mode................................................................................................... 30-91
High Mode.................................................................................................. 30-93
Operational Task......................................................................................... 30-93
Park Mode................................................................................................... 30-95
Alternate Mode........................................................................................... 30-97
30-61-00 PROPELLERS ANTI-ICING..................................................................... 30-99
Introduction....................................................................................................... 30-99
General.............................................................................................................. 30-99
Brush Block and Bracket Unit...................................................................30-101
De-Icing Timer Monitor Control Unit........................................................30-102
Propeller Heater Control Switch................................................................30-103
Isolator Contactors....................................................................................30-105
Revision 0.4 FOR TRAINING PURPOSES ONLY 30-v

Page
Controls and Indications .................................................................................30-107
Interfaces..................................................................................................30-107
Calibration................................................................................................30-107
Retrieval of Data from the Central Diagnostic

System (CDS) - Timer Monitor Control Unit (TMCU) ....................................30-111
General.....................................................................................................30-111
Procedure..................................................................................................30-111
General.....................................................................................................30-113
Procedure..................................................................................................30-113
Operation.........................................................................................................30-115
Propeller TMCU De-Ice Cycles.................................................................30-115
Test Mode Operation.................................................................................30-117
30-80-00 ICE DETECTION SYSTEM....................................................................30-119
Introduction.....................................................................................................30-119
General............................................................................................................30-119
System Description..........................................................................................30-119
Ice Detector Probe.....................................................................................30-121
Centralized Diagnostics System (CDS)

Fault Message Retrieval - Fault Isolation...................................................30-123
Operation.........................................................................................................30-125
30-vi FOR TRAINING PURPOSES ONLY Revision 0.4

Page
Fault Diagnostics.......................................................................................30-125
30-00-00 SPECIAL TOOL & TEST EQUIPMENT..................................................30-126
30-00-00 MAINTENANCE PRACTICES................................................................30-126
Revision 0.4 FOR TRAINING PURPOSES ONLY 30-vii

ILLUSTRATIONS
Figure Title Page
20-1 Ice and Rain Protection System.................................................................30-2
20-2 Deice Distribution Block Diagram.............................................................30-4
20-3 Ice and Rain Protection System.................................................................30-6
20-4 Deicer Boots and Controls.........................................................................30-8
20-5 Deicer Boots............................................................................................30-10
20-6 Timer and Monitor Unit...........................................................................30-12
20-7 Pressure Regulating and Relief Valve and Non-Heated Check Valve........30-14

20-8 PRRV and NHCV (Photo)........................................................................30-15
20-9 Isolation Shut-Off Valve (ISOV)..............................................................30-16
20-10 Dual Distributing Valves..........................................................................30-18
20-11 PRRV and NHCV (Photo)........................................................................30-19
20-12 Restrictor.................................................................................................30-20
20-13 Low Pressure Warning Pressure Switch...................................................30-22
20-14 Automatic Drain Valve.............................................................................30-24
20-15
Automatic Drain Valves (Photo)..............................................................30-25
20-16 Pressure Transducer.................................................................................30-26
20-17 Pressure Transducer (Photo)....................................................................30-27
20-18 Heated Check Valve.................................................................................30-28
20-19 Boot Air Switch.......................................................................................30-29
20-20 Outboard Wing Deicer Boots and Hoses..................................................30-30
20-21 CDL - Wing Root Cold Boned Leading Edge Deice Boot........................30-31
FOR TRAINING PURPOSES ONLY 30-ix

Figure Title Page

20-22 Nacelle Deicer Boots...............................................................................30-32
20-23 CDL - Engine Intake Deice Boot.............................................................30-33
20-24 Inboard Wing Deicer Boots and Hoses.....................................................30-34
20-25 Horizontal Stabilizer Deicer Boots and Hoses.........................................30-35
20-26 Vertical Stabilizer Deicer Boots...............................................................30-36
20-27 Dual Deicer Pressure Indicator................................................................30-36
20-28 Airframe Deicing Controls......................................................................30-38
20-29 Pneumatic Deice Electrical Schematic (1 of 3)........................................30-40

20-31 Dwell Time..............................................................................................30-44
20-33 Engine Intake Heater...............................................................................30-48
20-34 Engine Air Intake Anti Ice Block Diagram..............................................30-50
20-35 Air Intake Heater Thermostats.................................................................30-52
20-36 Intake Heater Control Relays...................................................................30-53
20-37 Engine Intake - Controls and Indications.................................................30-54
20-38 Intake Anti-Icing Electrical Schematic.....................................................30-56
20-39 Pitot Static Probes and Angle of Attack Sensors......................................30-60
20-40 Instrument Heaters Monitoring Schematic...............................................30-62
20-41 Pitot/Static and AOA - Controls and Indications......................................30-64
20-42 AOA Vane Failed.....................................................................................30-66
20-43 Flight Compartment Windows.................................................................30-68
30-x FOR TRAINING PURPOSES ONLY

Figure Title Page

20-44 Windshield Assembly...............................................................................30-70
20-45 Windshield Cross-Section........................................................................30-71
20-46 Windshield and Pilot Window Anti-Ice System........................................30-72
20-47 Windshield Control Panel........................................................................30-74
20-48 Anti-Ice Controller Location....................................................................30-75
20-49 Activation/Deactivation Relay - Removal/Installation..............................30-76
20-51
Windshield Control and Overheat Caution Lights....................................30-79

20-52 Windshield and Pilot’s Side Window Anti-Icing Schematic (1 of 2).........30-80
20-53 Windshield and Pilot’s Side Window Anti-Icing Schematic (2 of 2).........30-82
20-54 Windshield Wiper Locator.......................................................................30-83
20-55 Windscreen Wiper Motor (Photo)............................................................30-84
20-56 Windshield Wiper Motor Assembly Detail...............................................30-85
20-57 Windshield Wiper Detail..........................................................................30-86
20-59 Alternate Wiper Switch (Photo)...............................................................30-88
20-60 Windshield Wiper System Schematic - Low Mode...................................30-90
20-61 Windshield Wiper System Schematic - High Mode..................................30-92
20-62 Windshield Wiper System Schematic - Park Mode...................................30-94
20-63 Windshield Wiper System Schematic - Alternate Mode...........................30-96
20-64 Propeller Heater Switch...........................................................................30-98
20-65 Brush Block Assembly Unit.................................................................. 30-100
FOR TRAINING PURPOSES ONLY 30-xi

Figure Title Page

20-66 Brush Block Assembly Unit Location................................................... 30-100
20-67 Timer Monitor Control Unit Location................................................... 30-102
20-68 IRPS Control Panel Location................................................................ 30-103
20-69 Isolator Contactors 3061-K1 and 3061-K2............................................ 30-104
20-70 Rotary Switch on ICE PROTECTION Panel......................................... 30-106
20-71 Controls and Indications - Propellers.................................................... 30-108
20-72 CDS - Main Menu................................................................................ 30-110
20-73 CDS - TMCU FAULTS Pages............................................................... 30-110

20-74 CDS Maintenance Panel and TMCU Faults Page.................................. 30-112
20-75 Prop De-Ice Schematic (1 of 2)............................................................. 30-114
20-76 Prop De-Ice Schematic (2 of 2)............................................................. 30-116
20-77 Ice Detector Probe - Location............................................................... 30-118
20-78 Ice Detector Probe (Photo)................................................................... 30-118
20-79 Ice Detection Message.......................................................................... 30-120
20-80 Controls and Indications - Ice Detection............................................... 30-120
20-81 ARCDU - No Fault Page....................................................................... 30-122
20-82 ARCDU - Fault Found.......................................................................... 30-122
20-83 CDL - Ice Detector Probe (Electronic).................................................. 30-123
20-84 Ice Detection System Electrical Schematic........................................... 30-124
30-xii FOR TRAINING PURPOSES ONLY

CHAPTER 30

The ice and rain protection system (IRPS) includes ice detection, de-icing, anti-icing and
rain removal.
GENERAL
The IRPS has these sub-systems: •• Propellers Ice Protection System
•• Ice Detection System.
•• Air Intake Deicing System
•• Airframe Deicing System
•• Pitot and Static Anti-Icing System
•• Windshield and Windows Ice and Rain
Protection System

NOTE
Nacelle Inlet Lip Right propeller removed
Boot (Both Sides) for clarity.
Co-pilot’s
Windshield
Propeller Blade Heaters

(All Blades)
Pilot’s Side Window
Pilot’s Windshield
Pitot/static
Probes
Ice Detector Probe
fs061a01.cgm
Figure 30-1. Ice and Rain Protection System


Refer to Figure 30-1. Ice and Rain Protection
System.
The air intake de-icing system has pneumatic

de-icing boots. They are formed by the air intake
lip & electrical heating elements, which are
located on the inner surface of the intake adapter.
The airframe de-icing system has nineteen

pneumatic inflatable deicing boots. They are
bonded to the wings and tail leading edges.
Bleed air from the engines is used to inflate the
boots. The inflation of the boots breaks the ice
so it can be carried away by the airflow.
Three pitot-static probes have electrical heating

elements which will prevent ice forming.

The windshields and the pilot’s side window
have electronically controlled heater elements
laminated into the panels. This will keep them
at a predetermined temperature. Windshield
wipers are used to remove rain from the
windshields.
The propeller anti-icing system uses electrical

heating elements in the leading edge of each
propeller blade to remove ice accumulations.
The Ice Detection System (IDS) gives early

detection, and indication of aircraft icing
conditions. The IDS is active when 115 VAC
electrical power is available.

30-4 30 ICE AND RAIN PROTECTION
Engine Air Supply Engine Air Supply
Left Pressure Right Pressure

Regulator/Relief Valve Regulator/Relief Valve
Isolator
Left Pressure Left Low Pressure Left Non-Heated Shut Off Right Non-Heated Right Low Pressure Right Pressure
Transducer Warning Switch Check Valve Valve Check Valve Warning Switch Transducer
DASH 8 Q400
Extension Extension
Wing Wing
Left Boot Right Boot
Automatic Drain Valve Automatic Drain Valve
Outboard Outboard
Wing Left Wing Right
Boot Boot

Dual Dist Dual Dist Dual Dist Dual Dist
Valve 1 Valve 3 Valve 2 Valve 4
Outboard Outboard
Centre Wing Centre Wing
Left Boot Right Boot
Inboard Left Inboard Centre Right Inboard Centre Inboard

Centre Wing Engine Wing Wing Engine Wing Wing Centre Wing
Left Boot Intake Boot Left Boot Right Boot Intake Boot Right Boot Left Boot Right Boot
Left Right
Heated Check Valve Heated Check Valve
Automatic Drain Valve Automatic Drain Valve
Dual Dist Dual Dist

U L
Valve 5 Valve 6
P O
Fin
P W
Boot
E E
R R
Outboard Horizontal Inboard Horizontal Outboard Horizontal Inboard Horizontal
Stab Right Boot Stab Right Boot Stab Left Boot Stab Left Boot
fsr65a01.cgm
Figure 30-2. Deice Distribution Block Diagram

30-10-00 AIRFRAME A BOOT AIR switch is used to control the

normally open isolation valve. The DDV is
DEICING SYSTEMS normally closed and must be energized open.
The boots inflate, and will stay inflated, as long

GENERAL as pressurized air is being supplied through the
dual distributing valves (DDV).
Refer to Figure 30-2. Deice Distribution Block
Diagram. When not activated, boot ports are connected
to suction. This will deflate and hold the boots
The airframe deicing system is divided into flush with the leading edges.
two identical subsystems, one subsystem per
engine. Each subsystem uses bleed air from its The AIRFRAME MODE SELECT is used to
related engine to inflate boots on: select automatic deicing. It can be set to SLOW
or FAST. The selector is self-homing so that a
•• The leading edges of the wings selection to SLOW or FAST and then back to OFF
•• Horizontal stabilizer will allow the system to complete a full cycle.
•• Vertical stabilizer The automatic boot inflation sequence is
•• Nacelle air intakes. controlled, and monitored by the timer and

monitor unit (TMU). The TMU controls the
The inflation and deflation of the boots removes sequence and supplies a dwell period related
the accumulated ice from these surfaces. to the selected rate.
The two subsystems are connected to each other Green WING, TAIL, and nacelle inlet lip boot
through an isolation shut-off valve (ISOV). The inflation LEDs will show the boot inflation
deice systems and subsystems on the aft section sequence. It is also used to confirm correct boot
of the aircraft are also connected by a restrictor. inflation and pressure.
Four automatic drain valves in the system will The airframe deicing system can be pressurized
prevent any accumulation of water which could with bleed air from the engine or by an alternate
freeze and cause the system to malfunction. bleed air source (ABAS) Kit 6360-001 or
equivalent.
SYSTEM DESCRIPTION
Airframe de-icing has two modes of operation;
automatic or manual. It can be operated in
either mode.
The airframe of the ice system uses

pneumatically actuated rubber deicing boots.
These boots are bonded to the leading edges of
the wings, horizontal and vertical stabilizers as
well as nacelle inlet lips.
Deicing bleed air is taken from the bleed port

of each engine and is available to inflate the
deice boots regardless of the position of the
BLEED switches.

OVERHEAD CONSOLE
ICE
TAIL
AIRFRAME
AIRFRAME MODE SELECT
WING
ENGINE INTAKE
BOOT AIR PITOT STATIC
ISO
WINDSHIELD
WIPER
PLT SIDE
HIGH
WARNING: DO NOT SELECT

WARM UP/NORM IF SAT >20 C
Figure 30-3. Ice and Rain Protection System

COMPONENT DESCRIPTION NOTES

ICE PROTECTION Panel
Refer to Figure 30-3. Ice and Rain Protection
System.
The ICE PROTECTION panel is installed on

the overhead console in the flight compartment.
This panel is used for the control and

indications of the ice protection system.
A facing panel which has all the marking is

attached over the ICE PROTECTION panel.
WARNING
DO NOT GET SCRATCHES ON

THE FACING PANEL. LIGHT
WILL SHOW THROUGH
THE SCRATCHES. IT IS NOT
EASY TO READ THE PANEL
LEGEND DURING THE NIGHT
IF THE PANEL HAS TOO
MANY SCRATCHES. THIS
CONDITION CAN CAUSE AN
ACCIDENT IF YOU OPERATE
THE AIRCRAFT DURING THE
NIGHT.

LEGEND
CENTRE WING
Low Pressure Warning Switch.
DEICING BOOTS TIMER
OUTER WING DEICING BOOTS NACELLE INTAKE BOOT MONITORING Heated Automatic Drain Valve.
UNIT H Heated Check Valve.
Check Valve.
5 6 S
2 4 3 4 3 2 2 CAUTION & Isolation Shutoff Valve.

1 1 2 1 1
DASH 8 Q400
WARNING Pressure Regulating Valve.
LIGHTS
Pressure Transducer.
DEICE
TIMER Restrictor.
BLEED AIR
15-11 PSI Dual Distributing Valve.
DEICE
1 5 3 2 PRESS
2 4 6 1

S
3-5 PSI DEICE ICE PROTECTION

PRESSURE 30 30
TAIL
15 PSI 20 20 6 5 5 6
AIRFRAME MODE SELECT AIRFRAME
10 10 OFF OFF MANUAL
TO DOOR SEAL TO CPCS 0 0 MANUAL SLOW SELECT
H
RESERVOIR TANK EJECTOR PSI PSI
FAST
H H
WING
1 2 4 3 4 3 2 1
5 6
PROPS PROPS
6 6
5 5
5 TEST
OFF
ON ENGINE INTAKE
OPN HTR OPN HTR
6 CLOSED CLOSED
PROPS
BOOT AIR -PITOT/STATIC PORTS-
VERTICAL
5 5 STABILIZER
NORM OFF OFF
6 6
ISO STBY 1 2
HORIZONTAL STABILIZER DEICING BOOTS
fse98a01a.cgm
Figure 30-4. Deicer Boots and Controls

30-11-00 AIRFRAME The right manifold has a branch pipe that

supplies air pressure to the ejector pump for
PNEUMATIC DEICING the aft safety valve. (For more information see
SYSTEMS cabin pressure control system).
Crew monitoring of the boot operation (or DDV

GENERAL output status) is done by the boot inflation
advisory lights on the ICE PROTECTION
The boots have narrow tubes that are inflated control panel.
with compressed air.
SYSTEM DESCRIPTION
Refer to Figure 30-4. Deicer Boots and
Controls.
The pneumatic de-icing system consists of

two “L” shaped manifolds. Each manifold
has a pressure transducer connected to a dual

indicator in the flight compartment.
Each system is regulated to 18 psig and delivers

air to the six dual distributor valves (DDV),
which when signaled by the TMU cause the
boots to inflate.
The sequence consists of six boot inflation

cycles, which are six seconds in duration. The
air is supplied from the engines through one
pressure regulating valve (PRV) with a check
valve (CV) in each nacelle.
The manifold is located on the wing front spar

connected with an ISOV.
Two lines deliver air to the rear fuselage deicer

boots through heated check valves, and two DDVs.
A heated restrictor also connects the two systems
downstream from the heated check valves.
The check valves and restrictor prevent any

loss of pneumatic supply to the tail boots if one
of the supply lines looses air pressure.
The left manifold has a branch pipe that

supplies air to the door seal system (Refer to
Ch. 52-00-00).

NOTE
Manual switch positions and
ICE PROTECTION associated indicator light
TAIL sequence correspond with
6 6
5 5 deice boot inflation sequence
AIRFRAME MODE SELECT AIRFRAME shown above. Numbers do
OFF OFF MANUAL not actually appear on panel.
SLOW SELECT
MANUAL
FAST
WING
1 2 4 3 4 3 2 1
5 6
PROPS PROPS
6
3 6 4
5
4
3 2
1
fse99a01.cgm
Figure 30-5. Deicer Boots

Refer to Figure 30-5. Deicer Boots. NOTES

The de-ice boot inflation sequences are:
1. The two outboard pair of boots

2. The two center pair of outboard boots
3. The left outboard and the right inboard
boots
4. The right outboard and the left inboard
boots
5. The left and right inner horizontal stabilizer
deice boots, the upper vertical stabilizer
boot, and the left engine intake boot
6. The two outer horizontal stabilizer boots
with the lower vertical stabilizer boot, and
the right engine intake boot.

A
FWD
A WARDROBE PANEL
B
FWD
fs916a01.cgm
Figure 30-6. Timer and Monitor Unit


Timer and Monitor Unit (TMU)
Refer to Figure 30-6. Timer and Monitor Unit.
The TMU is installed behind the wardrobe

enclosure.
The TMU sequences the DDV operation according

to a pre-defined cycle (SLOW or FAST). It
commands the DDV to distribute air supply
through one of its two outputs. After the inflation
cycle time, it commands the DDV to let air flow
back and exhaust overboard through the ejector.
During this cycle, the TMU monitors the

operation of the low pressure switches
incorporated in each DDV output. This is to
confirm the operation of the DDV, and for

indication on the IRPS panel.
The TMU also controls the heaters of all heated

components of the deicing system. It will use
the static air temperature (SAT) information to
activate/de-activate the following heaters:
•• Check valves
•• Restrictors
•• Drain valves
•• DDVs.
The TMU also monitors the left and right engine

intake adapter heaters and will automatically
activate the spare heater in each intake adapter
when a main heater has failed.
The TMU monitors the air data sensor heaters

listed below:
•• Two 115 VAC pitot/static probes

•• One 28 VDC pitot/static probe (Standby)
•• Two 115 VAC angle of attack (AOA) sensors.

B
Pressure
Regulating And
Relief Valve
NOTE
Non-heated
Right Side Shown.
Check Valve
Left Side Similar.
Figure 30-7. Pressure Regulating and Relief Valve and Non-Heated Check Valve

Pressure Regulating and Relief WARNING

Valves
REMOVE PRESSURE FROM
Refer to: THE SYSTEM WITH THE
DRAIN VALVE BEFORE THE
•• Figure 30-7. Pressure Regulating and REMOVAL. IF YOU DO NOT
Relief Valve and Non-Heated Check DO THIS, HIGH PRESSURE
Valve. AIR CAN CAUSE INJURIES
TO PERSONS.
•• Figure 30-8. PRRV and NHCV (Photo).
The pressure regulating and relief valves

Non-Heated Check Valves
(PRRV) are installed on the firewall of each The non-heated check valves (NHCV) are
nacelle. There is one for each engine and installed attached to the PRRV in the left and
pneumatic deice subsystem. right nacelles. There are two NHCV, one for
each engine nacelle.
The PRRV regulates the pressure and provides
regulated air supply to its respective deicer
system. In the event of overpressure in the system, WARNING
a relief port allows the pressure to decrease.

USE SAFETY GLOVES FOR
A failure of one PRRV does not prevent the PROTECTION WHEN YOU
deice system from operating normally. DO THE SERVICING OF
THE NON−HEATED CHECK
Failure of the two PRRVs will cause a total VALVE AFTER A FLIGHT. IF
loss of pneumatic supply and airframe deicing. YOU DO NOT DO THIS, HOT
METAL PARTS CAN CAUSE
INJURIES TO PERSONS.
Figure 30-8. PRRV and NHCV (Photo)

B
A
A VIEW LOOKING AFT
Connector
Port
ft737a01.cgm
Port
Figure 30-9. Isolation Shut-Off Valve (ISOV)

Isolation Shut-Off Valve NOTES

Refer to Figure 30-9. Isolation Shut-Off Valve
(ISOV).
The ISOV is installed in the pneumatic

manifold on the front of the wing spar, in the
left side wing root fairing.
The ISOV will be closed when not energized.

When 28 VDC is supplied, and the BOOT AIR
switch is in the NORM position, the ISOV will
be energized open.
In the event of a loss of pressure in the left or

right system, it may be closed by setting the
BOOT AIR switch to the ISO position. This
will isolate the two sides.

DASH 8 Q400
NOTE
DDV shown in removed condition.

Flexible Hose
Dual Distributing Valve
Bracket Flexible Hose

Flexible Hose
Bracket
Electrical
Connector
Dual Distributing
Valve
Flexible Hose
B WING DDV B REAR FUSELAGE DDV
Figure 30-10. Dual Distributing Valves

Dual Distributing Valves (DDV) REMOVAL OF DUAL

Refer to:
DISTRIBUTING VALVE
The valves are bolted to brackets attached to
•• Figure 30-10. Dual Distributing
the structure. The air hoses are clamped to the
Valves.
DDV.
•• Figure 30-11. PRRV and NHCV
(Photo).
The DDVs in each wing are located on the front

of the wing spar. Two (2) DDVs for the tail are
located in the aft equipment bay.
The DDV can be manually opened or

automatically controlled by the TMU. Each
DDV is supplied with pressurized air from
the deice system and distributes it to the boots
through two separate electrical valves.

The DDV sets open one after the other (according
to timer sequencing or manual operation). The
Low Pressure Switch (LPS) incorporated on each
DDV output closes when the pressure increases
above 14 psig at boot inflation. The pressure switch Figure 30-11. PRRV and NHCV (Photo)
opens when the pressure decreases below 11 psig.
At boot deflation, air flows back to the DDV

and exhausts from the system through the
ejector. Air from the boots is removed using a
venturi effect. This allows the boots to flatten
on the leading edge when they are not inflated.
NOTE
The DDV is heated to prevent
the electrical valves and the
ejector from freezing and to
avoid moisture on the connector.
THE TAILPLANE DEICING

BOOT AIR LINES
The air lines near the DDV have a fitting that
houses a drain plug to allow the draining of
moisture.

FWD
AIRFRAME PNEUMATIC DEICING SYSTEM
Heated Restrictor
B RESTRICTOR
Figure 30-12. Restrictor

Restrictor NOTES
Refer to Figure 30-12. Restrictor.
The restrictor is located inside the aft equipment

bay. It allows air flow between the two sides of
the aft deicer system.
This is to make sure that the tail is correctly

de-iced in the event of a failure upstream of one
of the HCVs.

B
A VIEW LOOKING AFT
Low Pressure
Warning Switch
Figure 30-13. Low Pressure Warning Pressure Switch

Low Pressure Warning Switches NOTES

(LPWS)
Refer to Figure 30-13. Low Pressure Warning
Pressure Switch.
Two Low Pressure Warning Switches (LPWS)

are installed on the forward side of the wing
spar, in the wing to body fairing area.
The LPWS senses low pressure in the system.
The LPWS will:
•• Close when the pressure inside the

system is less than 12.5 psig.
•• Open when the pressure is greater than
15 psig.

When the LPWS is closed, it causes the DEICE
PRESS caution light to come on.
The LPWS signal is also sent to the TMU for

maintenance purposes.
CAUTION
DO NOT SEAL THE FOUR
VENT HOLES ON THE BODY
OF THE LOW PRESSURE
WARNING SWITCH WHEN
YOU INSTALL IT. IF
YOU DO THIS, YOU CAN
CAUSE DAMAGE TO THE
EQUIPMENT.

C
A AFT EQUIPMENT BAY LEFT SIDE WALL
INBD
B WING LEADING EDGE
Automatic Drain Valve
Clamp
Flexible Hose
Figure 30-14. Automatic Drain Valve

Automatic Drain Valves (ADV)

Refer to:
•• Figure 30-14. Automatic Drain Valve.

•• Figure 30-15. A
utomatic Drain Valves
(Photo).
The heated automatic drain valves (ADV) are

installed at a low point in the deicer pressure
lines. There is one ADV located prior to the
dual distributing valves. There are two in the
aft equipment bay located between the heated
check valves and the aft DDVs.
The ADVs collect water that may be in the

Figure 30-15. A
utomatic Drain
deicer system pressure lines.
Valves (Photo)
The valve opens to drain the water when the

pressure in the system is less than 3 psig.
When pressure in the system is greater than 5

psig, the valve closes to prevent pressure loss.
The ADV is heated automatically by the TMU

to prevent trapped water from freezing and
restricting flow.

Electrical
Connector
B
Pressure A WING FRONT SPAR

Transducer
Deice Line
Figure 30-16. Pressure Transducer

Pressure Transducers
Refer to:
•• Figure 30-16. Pressure Transducer.

•• Figure 30-17. Pressure Transducer
(Photo).
There are two pressure transducers for the
airframe pneumatic deicing system, each installed
in the wing to body fairing area near the low
pressure warning switch forward of the front spar.
The left and right pressure manifold, each have

a pressure transducer connected to one side of
the dual indicator in the flight compartment.
The pressure transducers are installed in the

wing to body fairing area near the low pressure
warning switch forward of the front spar.
Figure 30-17. Pressure Transducer (Photo)

Heated Check Valves (HCV) The HCV lets air flow into the aft portion
of the deicing system. It prevents air from
Refer to Figure 30-18. Heated Check Valve. flowing back to the wing system in the event
of a failure upstream of the check valve (CV).
The airframe pneumatic deicing system has
three HCVs. Two HCVs are used for the This allows the tail to be deiced when a failure
deicing on the tail. They are located in the Aft occurs in one side of the wing system.
Equipment Bay. One HCV is for the door seal
system supply which is tapped from the left
manifold, located in the left wing root fairing
(Ref. to AMM 52-13-11).
B A
FWD
A
Air Flow Arrow
Heated Check Valve
Figure 30-18. Heated Check Valve

Boot Air Switch

Refer to Figure 30-19. Boot Air Switch.
The BOOT AIR switch is installed on the ICE

PROTECTION panel on the overhead console
in the flight compartment.
The switch commands the ISOV to close in

order to separate the left from the right side
deicer system.
ICE
TAIL
AIRFRAME

WING
ENGINE INTAKE
ISO
WINDSHIELD
WIPER
PLT SIDE
HIGH

Figure 30-19. Boot Air Switch

NOT A BOOT
D
NOTE
Left side shown.
Right side similar.
Y 222.019
Figure 30-20. Outboard Wing Deicer Boots and Hoses

Y 308.019
A DEICING BOOT

Outboard Wing Deicer Boots and REMOVAL OF THE WING

Hoses DEICER BOOTS
Refer to Figure 30-20. Outboard Wing Deicer The following is an abbreviated description of
Boots and Hoses. the maintenance practice and is intended for
training purposes only. For a more detailed
Ten deicer boots (five on each wing) are located description of the practice, refer to the task in
on the outboard wing leading edges. the Bombardier AMM PSM 1-84-2.
The boots are bonded to the leading edge The removal of the wing deicer boot requires
structure with an adhesive, and the edges the removal of the leading edge assemble. The
are sealed for aerodynamic smoothness. The edge sealant is removed then using a solvent the
leading edge is removed when replacing a boot. old boot is slowly peeled away from the leading
edge structure. The leading edge structure
The two outermost outboard wing deicer boots is then cleaned of all remaining adhesive.
are interconnected and operate together. The new boot is bonded to the leading edge
structure and a new edge seal is installed.
The next two deicer boots are interconnected
and operate together.

The left inner most outboard wing deicer boot
is interconnected with the right inboard deicer
boot and will operate together.
Similarly, the right innermost outboard wing

deicer boot is interconnected with the left
inboard wing deicer boot.
SYSTEM 30 1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT

CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
ATA
SUB-SYSTEM PART DESCRIPTION 2. REMARKS AND/OR EXCEPTIONS
30---1 WING ROOT COLD BONDED 2 One (1) may be missing with no performance
LEADING EDGE DEICE BOOT penalty for a maximum of three (3) calendar
days provided:
a. associated leading edge surface is cleaned;
b. associated boot supply/vacuum manifold
hoses are capped;
c. leading edge holes from manifold are
covered; and
d. the airplane is not operated in known or
forecast icing and/or heavy precipitation
conditions.
Figure 30-21. CDL - Wing Root Cold Boned Leading Edge Deice Boot

NOTE
Left side shown.

Right side similar.
D
FigureFW30-22. Nacelle Deicer Boots

Nacelle Deicer Boots and Hoses

Refer to Figure 30-22. Nacelle Deicer Boots.
Two nacelle deicer boots (one per nacelle) form

around the air intake lips to remove ice build-up.
The left nacelle deicer boot operates at the

same time as the inboard horizontal stabilizer
deicer boots.
The right nacelle deicer boot operates at the

same time as the outboard horizontal stabilizer
deicer boots.


ATA
30---1 WING ROOT COLD BONDED 2 One (1) may be missing with no performance
LEADING EDGE DEICE BOOT penalty for a maximum of three (3) calendar
days provided:
a. associated leading edge surface is cleaned;
b. associated boot supply/vacuum manifold
hoses are capped;
c. leading edge holes from manifold are
covered; and
d. the airplane is not operated in known or
forecast icing and/or heavy precipitation
conditions.
Figure 30-23. CDL - Engine Intake Deice Boot

Inboard Wing Deicer Boots and

Hoses
Refer to Figure 30-24. Inboard Wing Deicer
Boots and Hoses.
Two inboard wing deicer boots are located (one

per wing) between the nacelle and the fuselage.
Inflation of the tubes, cracks the ice allowing

it to be removed by the airflow.
A
NOTE
Left side shown.
Right side similar.
A DE-ICING BOOT
Figure 30-24. Inboard Wing Deicer Boots and Hoses

Horizontal Stabilizer Deicer Boots

and Hoses
Refer to Figure 30-25. Horizontal Stabilizer
Deicer Boots and Hoses.
Four deicer boots cover the horizontal stabilizer

leading edge.
The two outboard horizontal stabilizer deicer

boots are interconnected with lower vertical
stabilizer deicer boot. They operate together.
The two inboard horizontal stabilizer deicer

boots are interconneted with the upper vertical
stabilizer deicer boot. They will operate together.

LEGEND
1. Outboard Leading Edge A
2. Inboard Leading Edge.
NOTE
Left side shown. B
Right side similar.
Figure 30-25. Horizontal Stabilizer Deicer Boots and Hoses

Figure 30-26. Vertical Stabilizer Deicer Boots
DEICE PRESS
Figure 30-27. Dual Deicer Pressure Indicator

Vertical Stabilizer Deicer Boots HAVE A GOOD FLOW OF

CLEAN AIR AND APPROVED
Refer to Figure 30-26. Vertical Stabilizer BODY PROTECTION WHEN
Deicer Boots. YOU USE SOLVENTS. DO
NOT GET SOLVENTS ON
The vertical stabilizer deicer boot is a single YOUR BODY OR BREATHE
boot that is divided into two sections. It covers THE FUMES. KEEP FLAMES
the vertical stabilizer leading edge. AND SPARKS AWAY
FROM THE AREA. MANY
The upper section of the vertical stabilizer SOLVENTS ARE POISONOUS
deicer boot is interconnected with the two AND FLAMMABLE.
inboard horizontal stabilizer boots.
DO NOT PUT A LARGE
The lower section of the vertical stabilizer OR MEDIUM PATCH ON
deicer boot is interconnected and will inflate THE ENGINE AIR INTAKE
and deflate at the same time as the outer right DEICING BOOT. THIS IS TO
horizontal stabilizer deicer boot. PREVENT ENGINE DAMAGE
BY INGESTION BECAUSE OF
Dual Pressure Indicator PATCH LOSS.

Refer to Figure 30-27. Dual Deicer Pressure MAKE SURE THE PATCH
Indicator. AND REPAIR AREA IS IN
THE TEMPERATURE RANGE
The dual pressure indicator is installed in 10 TO 30°C (50 TO 86°F). FOR
the flight compartment on the co-pilot’s side REPAIRS AT LOW OUTSIDE
console. AIR TEMPERATURE, HEAT
THE PATCH AND REPAIR
The two pneumatic manifolds pressure AREA AT 10 TO 30 °C (50 TO
transducers are connected to the dual pressure 86°F) DURING ALL OF THE
indicator. PROCEDURE.
The dual pressure indicator receives 28 VDC MAXIMUM OPERATING

from the left and right secondary buses. The TEMPERATURE FOR LARGE
indicator also supplies the excitation to the two SIZE PATCH IS 50°C (122°F).
pressure transducers. DO NOT INFLATE THE BOOT
WITH LARGE SIZE PATCH
DEICER BOOT REPAIRS IF THE TEMPERATURE IS
MORE THAN 50°C (122°F).
There are two maintenance procedures for
the repair of deicer boots, with the Aerazur If the damage is out of the limits defined
Patch Repair Kit and the patchless repair kit hereafter, the deicer boot must be replaced.
(QUARK®) for small cracks.
NOTE
DO NOT STACK PATCHES.
EDGE DISTANCE BETWEEN
PATCHES MUST BE MORE
THAN 0.500 IN (12.7 MM).

ICE
TAIL
AIRFRAME
Airframe Manual
Select Switch
Airframe Mode
Selector WING
ENGINE INTAKE
ISO
Boot Air WINDSHIELD

WIPER
Switch PLT SIDE
HIGH

Figure 30-28. Airframe Deicing Controls

CONTROLS AND INDICATIONS AIRFRAME MANUAL SELECT: Inflation of

a set of boots is possible by rotating the switch
Airframe Mode Selector to the desired boot position.
Refer to Figure 30-28. Airframe Deicing OFF: Automatic deicing is inhibited and only
Controls. manual deicing is permitted. The TMU monitoring
of the DDV low-pressure switches is inhibited.
The AIRFRAME MODE SELECT switch
selects the following operational modes: Boot Air Switch
•• MANUAL Refer to Figure 30-28. Airframe Deicing
Controls.
•• OFF
•• SLOW The BOOT AIR switch has two positions;
NORM and ISO.
•• FAST.
In the NORM position, the isolation valve is
The two automatic modes are:
energized open connecting the left and right
deicing systems.
•• SLOW

•• FAST. In the ISO position, the isolation valve is
de-energized closed, and the left and right
When SLOW mode is selected, the deice deicing systems are isolated from each other.
sequence duration is 3 minutes.
If the FAST mode is selected, the deice

sequence duration is 1 minute.
When the automatic mode is set, the AIRFRAME

MANUAL SELECT switch is inhibited.
When the AIRFRAME MODE SELECT switch

is in the MANUAL or OFF position, individual
boots can be inflated using the second switch
labeled AIRFRAME MANUAL SELECT.
The AIRFRAME MANUAL SELECT switch

selects any of the following modes:
•• Two OFF positions

•• Outboard Wing
•• Center Outboard Wing
•• Inner Outboard Wing
•• Inboard Wing
•• Right Nacelle
•• Left Nacelle.

1 +28 VDC
HEATER CHK VALVE 3 O/P H 2 INPUT HEATER CHK VALVE 3 I/P
(K7)
+28 VDC DEICE CONT CHECK VALVE
R ESS 5A
DASH 8 Q400
CENTER
RIGHT DC CBP FRONT 1 +28 VDC
SPAR HEATER DRAIN 1 O/P C 2 INPUT HEATER DRAIN 1 I/P
13 1 3 AUTO DRAIN
NORM
1
11 2
2
3 ISO SHUT-OFF
1 +28 VDC
VALVE HEATER DRAIN 2 O/P D
3010-S4 2 INPUT HEATER DRAIN 2 I/P
54 Z BOOT AI R I SO I / P
AUTO DRAIN
12
MANUAL
1 80 T MAN HEATERS RET 1
2 OFF

B 3 SLOW 75 U
1 +28 VDC
4 FAST HEATER CHK VALVE 2 O/P E 2 INPUT HEATER CHK VALVE 2 1/P
5
OFF CHECK VALVE
6
MANUAL
B 7 316 PNEUMATIC
SLOW DE-ICING SELECT
8
1 31-41 A2 IOM #2
FAST 1 +28 VDC
14 A- TIMER OFF I/P HEATER DRAIN 3 O/P F 2 INPUT HEATER DRAIN 3 I/P
2
C 3
15 B- TIMER SLOW I/P AUTO DRAIN
(B8) 4
AFR DEICE 16 C- TIMER FAST I/P
+28 VDC CV/DRAIN HTRS 5
SEC BUS 5A
6
1 +28 VDC
C 88 HEATER DRAIN 4 O/P G 2 INPUT HEATER DRAIN 4 I/P
7
8 85
RIGHT DC CBP TO BLEED AIR CONTROL AUTO DRAIN
86
24-61-00 AND INDICATION
90
87
89
(R8) 1
AFR DEICE 1 +28 VDC
CV/DRAIN HTRS 2 HEATER CHK VALVE 1 O/P B 2 INPUT HEATER CHK VALVE 1 I/P
3A
D CHECK VALVE
3
1
2 17 'A'
+28 VDC OFF 3
4 18 'B'
SEC BUS
4
19 'C' SEE SHT. 2
(P7) DR SEAL CV HTR 1
5
RESTRICT 2 20 'D'
6 1 +28 VDC
3A 7 21 'E'
3 HEATER RESTR 1 O/P J 2 INPUT HEATER RESTR 1 I/P
A 22 'F'
4 HEATERS RET 3 H-
3010-S2
RESTRICTOR
LEFT DC CBP 3010-S3 AIRFRAME MODE ICE AND RAIN PROTECTION SYSTEM (IRPS)
AIRFRAME MODE SELECT SELECT TIMER AND MONITOR
ICE AND RAIN PROTECTION SYSTEM (IRPS)
CONTROL PANEL
(O/H CONSOLE - LH SIDE)
HEATED DRAIN/CHECK VALVES
Figure 30-29. Pneumatic Deice Electrical Schematic (1 of 3)

OPERATION NOTES
The Ice and Rain Protection (IRPS) operates
with regulated engine bleed air (Refer to 36-00-
00). The two deice system pneumatic regulator
automatically maintains the manifold pressure
at 18 psi, to supply pressurized air to the deice
boots. Each DDV has two solenoids which
operate independently to supply pressurized
air to two separate deice boot groups. When
the solenoids are not energized, the same air
is ejected from the DDV to create a −3.2 psig
suction in the deice boots. The negative pressure
will make sure they remain deflated.
Refer to Figure 30-29. Pneumatic Deice

Electrical Schematic (1 of 3).

For normal operation of the IRPS; the left and
right secondary buses supply power to the Circuit
Breakers (CB) that follow:
•• Left DC bus CB P7, DR SEAL CV HTR

RESTRICT supplies 28 VDC to the
check valve connector P13 pin 1 and
restrictor connector P20 pin 1.
•• Left DC bus CB R8, AFR DEICE CV/
DRAIN HTRS supplies 28 VDC to the
check valve connector P18 pin 1 and the
two aft fuselage auto drain connectors
P17 and P18 pins 1.
•• Right DC bus CB B8, AFR DEICE CV/
DRAIN HTRS supplies 28 VDC to the
check valve connector P19 pin 1 and the
two wing auto drain connectors P14 and
P15 pins 1.
•• Left DC bus CB M5 DEICE CONT
supplies 28 VDC to the IRPS TMU
connector P3 pin W.
•• Right DC bus CB K7, AIRFRAME
MANUAL CONT supplies 28 VDC to
the Isolation SOV connector P21 pin 1
and the IRPS panel connector P101 pin13.
•• 2 8 V D C f r o m t h e C B K 7 i s a l s o
supplied to the AIRFRAME MANUAL
SELECT selector.

AIRFRAME
DEICE
(P8)
V/HTRS
#1 & #3
3A
+28 VDC AIRFRAME

L SEC (Q8)
DEICE
V/HTRS #5
DASH 8 Q400
3A
LEFT DC CBP 6 DDV'S #1 (OUTBD L WING)

HEATER_DDV_#1_O/P A 4 5
A LOW_PRESS_VALVE_1A_I/P
B LOW_PRESS_VALVE_1B_I/P CMD DDV_*1A_O/P M 1 7 48 LOW_PRESS_VALVE_1A_I/P 48
C LOW_PRESS_VALVE_2A_I/P A
D LOW_PRESS_VALVE_2B_I/P 2 8
E LOW_PRESS_VALVE_3A_I/P B
F LOW_PRESS_VALVE_3B_I/P CMD DDV_*1B_O/P N 3 9 49 LOW_PRESS_VALVE_1B_I/P 49
G LOW_PRESS_VALVE_4A_I/P
H LOW_PRESS_VALVE_4B_I/P
J LOW_PRESS_VALVE_5A_I/P DDV'S #2 (OUTBD R WING)
6
W LOW_PRESS_VALVE_5B_I/P
HEATER_DDV_#2_O/P W 4 5
X LOW_PRESS_VALVE_6A_I/P
Y LOW_PRESS_VALVE_6B_I/P 1 LOW_PRESS_VALVE_2A_I/P
CMD DDV_*2A_O/P P 7 51 51
A

2 8
(M5) B
+28 VDC DEICE CONT CMD DDV_*2B_O/P R 3 9 52 LOW_PRESS_VALVE_2B_I/P 52
L ESS 1A W- 28 VDC IN
6
DDV'S #3 (OUTBD L WING)
LEFT DC CBP BB HEATER_DDV_#3_O/P V 4 5
CMD DDV_*3A_O/P S 1 7 53 LOW_PRESS_VALVE_3A_I/P 53

F- HEATERS_RET_1 A
2 8
G- HEATERS_RET_2 B
CMD DDV_*3B_O/P 3 TO
J- 9 54 LOW_PRESS_VALVE_3B_I/P 54
(SEE
SHT. 3)
AFR DEICE DDV'S #4 (OUTBD R WING)
(A8) AUTO 6
HEATER_DDV_#4_O/P X 4 5
DIST VLV
5A FF 28 VDC IN
CMD DDV_*4A_O/P I- 1 7 55 LOW_PRESS_VALVE_4A_I/P 55
A
2 8
B
CMD DDV_*4B_O/P H- 3 9 56 LOW_PRESS_VALVE_4B_I/P 56
AIRFRAME
(D8) DEICE 6 DDV'S #5 (EMPENNAGE)
V/HTRS #6
+28 VDC 3A HEATER_DDV_#5_O/P Y 4 5
R SEC
CMD DDV_*5A_O/P M- 1 7 57 LOW_PRESS_VALVE_5A_I/P
A 57
2 8
AIRFRAME
DEICE B
(C8) CMD DDV_*5B_O/P K- 3 9 58 LOW_PRESS_VALVE_5B_I/P
V/HTRS 58
#3 & #4
3A
6 DDV'S #6 (EMPENNAGE)
HEATER_DDV_#6_O/P Z 4 5
RIGHT DC CBP CMD DDV_*6A_O/P Z- 1 7 59 59
LOW_PRESS_VALVE_6A_I/P
A
2 8
B
CMD DDV_*6B_O/P N- 3 9 61 LOW_PRESS_VALVE_6B_I/P 61
'A' 'B' 'C' 'D' 'F' 'E'

ICE AND RAIN PROTECTION SYSTEM (IRPS) TIMER AND MONITOR ADVISORY DIM AND TEST BOX
SEE SHT. 1

Refer to: The two boots stay inflated and the lights
remain illuminated until the MANUAL selector
•• Figure 30-29. Pneumatic Deice Electrical is moved to another setting.
Schematic (1 of 3).
•• Figure 30-30. Pneumatic Deice Electrical
Schematic (2 of 3).
Setting the airframe mode select selector to the

manual position will provide:
Two ground circuits from the IRPS panel connector

P101 pins 75 and 80 to the TMU connector P2 pins
T and U which causes the TMU to change from
automatic control to manual operation.
The TMU supplies the ground circuits to the

six DDVs’ and the two check valve heaters.
(Manual mode does not energize the restrictor
and the drain valve heaters).

A circuit from the IRPS panel connector P101
pins 85, 86 and 90 through the right bleed stage
pressure switch which allows the ECSECU to
control the HPSOV (Refer to 21-11-00-101).
A circuit on the IRPS panel connector P101 pins 87,

88 and 89 through the left bleed stage pressure switch
which allows the ECSECU to control the HPSOV.
AIRFRAME MANUAL SELECT selector is

set to the first clockwise position after the two
OFF positions.
This action supplies 28 VDC from the IRPS

panel connector P101 pin 17 which supplies
power to DDV No.1 through connector P24 pin
1 and DDV No.2 through connector P28 pin 1.
The energized side of the two DDVs’ opens which

supplies 18 psi air to inflate the two O/B wing boots.
When the output air pressure from the DDV

dual reaches 14 psi, the DDV pressure switches
close to supply a ground signal.
The ground signals from connector P24 (left O/B)

pin 7 and connector P28 (left O/B) pin 7 through
the Advisory Dim and Test Box to the IRPS panel
connector P101 pins 31 and 42 cause the two green
(left and right O/B) LED indicators to come on.

6 sec
DDV 1A & 2A energized
DASH 8 Q400
6 sec
DDV 1B & 2B energized
6 sec
DDV 4B energized

6 sec
DDV 3B energized
6 sec
DDV 3A & 5B & 6B
6 sec
DDV 4A & 5A & 6A energized
6 x 6 = 36 sec
Dwell Time
27 sec
T1 T1
T2 147 sec
Fast = 63 sec for one complete cycle

Slow = 183 sec for one complete cycle
Figure 30-31. Dwell Time

Automatic SLOW Mode panel connector P101 pin 31 (for

indication).
Refer to: • The DDV 2 pressure switch senses
the pressure rise and sends a ground
•• Figure 30-29. Pneumatic Deice Electrical signal from its connector P28 pin 7
Schematic (1 of 3). to the TMU connector P3 pin C (for
•• Figure 30-31. Dwell Time. correct operation) and to the IRPS
panel connector P101 pin 32 (for
During the automatic SLOW mode, the TMU indication).
will supply 28 VDC to energize the 12 solenoids • A temperature output (SAT) from
in the six DDVs in a programmed sequence. The the IOP No.1 connector P1C-A1
sequence and duration of the solenoid operations pins 331 and 332 is received on the
is the same in SLOW or FAST mode. The TMU connector P2 pins B and C.
difference between SLOW and FAST mode is
the dwell time after each cycle of twelve DDV • T h e T M U u s e s t h e S A T d a t a
solenoids. The DDVs stay deactivated or dwell (less than 5ºC (41ºF)) to supply a
for 147 ±2.5 seconds in SLOW mode and 27 ground circuit to energize the IRPS
±2.5 seconds in FAST mode. component heaters that follow:
-- The six DDVs (Pins 4 of each

The first set of solenoids in the cycle sequence connector),
is described; the next five sets are similar.
-- The two aft fuselage check
•• The AIRFRAME MODE SELECT selector valves (Pins 2 of each connector)
on the IRPS panel is set to the SLOW (not shown),
position. The IRPS operates in the SLOW -- The door seal reservoir check
mode due to the signals that follow: valve,
• Two open circuit signals are sent -- The four drain valves and,
from the IRPS panel connector
P101 pins 75 and 80 to the TMU -- The restrictor.
connector P2 pins T and U which
causes the TMU to operate in
automatic mode.
• A ground circuit from the IRPS
panel connector P101 pin 15 to the
TMU connector P3 pin B which
causes the TMU to start automatic
SLOW mode.
• The TMU sends 28 VDC energize
signal from its connector P3 pins
M and P to the two DDV solenoid
connectors P24 and P28 to pins
1 which causes the solenoids to
energize open.
• The DDV 1 pressure switch senses
the pressure rise and sends a ground
signals from its connector P24 pin 7
to the TMU connector P3 pin A (for
correct operation) and to the IRPS

Connector 3312-P3
48 31 1 L OUTER OUTBOARD
3011-DS1
B 22
21
DEICE
DEICE
PRESS
PRESS
DE-ICE
C
Connector P3
23
6
DEICE
DEICE
PRESS
TIMER PRESS
49 32 2 L OUTER CENTRE
LEFT LOW PRESSURE
3011-DS2 SWITCH #1 CAUTION AND WARNING
PANEL
DASH 8 Q400
54 33 3 L OUTER INBOARD
Q- L_ LPSW_1_I/P
3011-DS3 B R- R_LPSW_2_I/P
C DE-ICE PRESS. O/P G-

15 L CENTER WING
MONITOR_FAIL_O/P E-
3011-DS4 RIGHT LOW PRESSURE SWITCH #2
53 34 4 L ENG INTAKE A K 307

MAINT_ARINC_TX
B F 308
3011-DS5
Rx A b 331 Hi GPDB1
ARINC Rx B c 332 Low A429
59 35 5 R TAIL OUTER +LOW FIN
3013-DS1

IOP #1
58 36 6 R TAIL INNER +UPPER FIN
3013-DS2 ICE TEST 411 S- ICE TEST C +28 V DC

D DC RTN
IOM #1
61 37 7 L TAIL INNER
+5V DC DIM LTS A +5 VDC
3013-DS3 B DC RTN
(S6)
AFR DEICE
+28 V DC BOOT LTS
R MAIN 5A 57 38 8 L TAIL OUTER 1
WOW 2B U- START_MAINT_ARINC
3013-DS4
R +28 V DC
PSEU S DC RTN
RIGHT DC CBP 55 39 9 R ENG INTAKE
3012-DS5 E GND
14 R CENTRE WING AFR DEICE 42 T- RESET_MAINT_ARINC

AFR DEICE
(N8)
PRESS D N
+28 VDC 3012-DS4 TRANSDUCER #2
IND #1 E P PRESS. SIGNAL
L SEC 5A MAINTENANCE PANEL ICE AND RAIN PROTECTION TRANSDUCER #2
SYSTEM (IRPS) TIMER AND MONITOR PRESS. SIGNAL A L 18 +1.5/-1 psig
56 40 10 R OUTER INBOARD B M (124 +10.34/-6.89 kPa)
C
3012-DS3 CAUTIONS AND WARNINGS, MAINTENANCE
LEFT DC CBP PRESSURE TRANSDUCER #2
52 41 11 R OUTER CENTRE
3012-DS2
AFR DEICE
(A7)
PRESS D J TRANSDUCER #1
+28 V DC IND #2
R SEC 61 42 12 R OUTBOARD OUTER E K PRESS. SIGNAL
5A TRANSDUCER #1
A G 18 +1.5/-1 psig
PRESS. SIGNAL
3012-DS1 B H (124 +10.34/-6.89 kPa)
C
E 13
RIGHT DC CBP
PRESSURE TRANSDUCER #1 DE-ICE PRESSURE INDICATOR
ICE AND RAIN PROTECTION SYSTEM (IRPS) CONTROL PANEL
ADVISORY LIGHTS PRESSURE INDICATION

Fault Indication NOTES

Troubleshooting
Refer to Figure 30-32. Pneumatic Deice
Electrical Schematic (3 of 3).
The TMU monitors the left and right IRPS

manifold low pressure warning switches
(LPWS) on connector P3 pins Q and R.
If a LPWS senses low pressure, it sends a
ground signal to the Caution and Warning
panel connector 3312-P3 pins 21 and/or 22 (to
illuminate the DEICE PRESS light). The TMU
records the fault for CDS maintenance. If the
TMU senses a LPWS fault, the TMU inhibits
its monitoring of the DDV pressure switches at
the same time.
The TMU monitors each DDV pressure switch

for correct solenoid operation. If each DDV
pressure switch does not sense 14 psi (103 kPa)
within 4 ±0.6 seconds of the DDV solenoid
open signal, the TMU will illuminate the
DEICE PRESS caution light.
OPERATIONAL TEST OF THE

AIRFRAME DEICE SYSTEM AIR
SUPPLY
The objective of this operational check is to
make sure that one engine is able to supply the
required pressure of the two systems.

FWD
NOTE
A Left side shown.
Right side similar.
Figure 30-33. Engine Intake Heater

30-21-00 ENGINE AIR NOTES

INTAKE ANTI-ICING
INTRODUCTION
Engine air intake anti-icing prevents ice
build-up on the engine front air inlets. The
two engine intakes have an electrically heated
engine adapter.
GENERAL
Refer to Figure 30-33. Engine Intake Heater.
The air intake anti-icing system has electrical

heating elements on the inner surface of the
intake adapter.

The engine air intake is also integrally anti-iced
by reduction gear box scavenge oil heat.
The engine air intake adapter anti-icing includes

two electrical heating elements (one main and
one spare). Each heater has a minimum heating
power of 1000 Watts.
The engine intake anti-icing system contains

the components listed below:
•• Air intake heater thermostats

•• ENGINE heater intake switches
•• Control-intake heater relays.

Left Push-Button Right Push-Button
Left Thermostat Right Thermostat
Left Engine Oil Right Engine Oil

Pressure Switch Pressure Switch
Left Engine Relay Right Engine Relay
Timer & Monitor Unit
Left Selection Relay Right Selection Relay
1 2 1 2
Left Engine Air Right Engine Air

Intake Adapter Intake Adapter
Figure 30-34. Engine Air Intake Anti Ice Block Diagram


Refer to Figure 30-34. Engine Air Intake Anti
Ice Block Diagram.
The left engine air intake adapter heaters are

energized by the 115 VAC B phase left bus.
The 115 VAC B phase right bus supplies the
right engine air adapter.
Circuit breakers labeled INTK LIP HTR ENG

1 (left AC BUS) and INTK LIP HTR 2 (right
AC BUS) are on the AC CB panel.
Each heated adapter is controlled by the

ENGINE INTAKE switchlights on the ICE
PROTECTION panel.
The heating elements are embedded in epoxy

fibreglass on the inner surface of the intake

adapter. The heaters are insulated using stay foam
polyurethane and are sealed with polysulfide.
Power is supplied to the heater through a relay

when the following conditions are met:
•• Temperature measured by a thermostat

monitoring the fuselage skin temp is
less than 15.6°C (60°F)
•• Related engine oil pressure switch is
closed
•• ENGINE INTAKE switchlight has been
pushed
•• 115 VAC power is available.
When an ENGINE INTAKE switchlight is

pushed, the bypass door of that engine starts to
open to evacuate ice pieces shed from nacelle
inlet components. The OPN or CLOSED lights
show the position of the related bypass doors.
The TMU monitors the current to the heater. The

TMU senses an abnormal current flow when the
current is less than 1 A and more than 12 ±0.5 A.
When abnormal current is sensed, a fault

message is recorded by the TMU. The TMU
activates a relay to switch to the spare heater
circuit. This fault can only be read via CDS.

COMPONENT DESCRIPTION The thermostats will operate the intake heaters

at approximately 16°C.
Air Intake Heater Thermostats
The thermostats are taped to a plate that presses
Refer to Figure 30-35. Air Intake Heater them against the skin on the lower belly.
Thermostats.
The two thermostats are located under a plate

adjacent to the skin below the flight deck floor.
The thermostat is a thermal and mechanical

switch.
FWD
A THERMOSTAT FLOOR MOUNT
NOTE
Right component similar.
FWD
Figure 30-35. Air Intake Heater Thermostats

Intake Heater Control Relays

Refer to Figure 30-36. Intake Heater Control
Relays.
Intake Heater Selection Control Relays are

located on the relay panel behind the wardrobe.
Selection of the Intake heater control will

energize the relays in the spare heater circuit.
The intake heater control relays control the
adapter heaters based on switch position.
A
B
Figure 30-36. Intake Heater Control Relays

PITCH PITOT HEAT

A ICE DETECT
TRIM STBY F L
FAI
FAIL
PITOT PITOT
A 1
HEAT A 2
HEAT
PROP
DEICE
DEICE
TIMER
EMER LTS INTERNAL SIDE WDO DEICE

DISARMED DOORS HOT PRESS
CABIN CHK
PRESS FIRE DET
ECS CAUTION PANEL
Engine Intake
Bypass Switchlights
ICE
TAIL
AIRFRAME
WING
ENGINE INTAKE
ISO
WINDSHIELD
WIPER
PLT SIDE
HIGH

Figure 30-37. Engine Intake - Controls and Indications

Engine Air Intake Adapter NOTES

Refer to Figure 30-33. Engine Intake Heater.
The engine intake adapters are located on each

engine inlet front case.
The adapters are attached to the engine intake

lip by a V-band clamp.
The engine intake adapter heater circuit is

energized when an ENGINE INTAKE
switchlight (on the ICE PROTECTION control
panel) is pushed and if the thermostats are
below 16°C.

Heater-Engine Intake Switches

Refer to Figure 30-37. Engine Intake - Controls
and Indications.
The engine intake heater switches are located

in the anti-icing control panel on the overhead
console.
ENGINE INTAKE switch will activate the

engine intake adapter heater circuit.
If both heating elements in the same engine

adapter fail, the related ENG ADPT HEAT 1
or ENG ADPT HEAT 2 caution light comes on.
When the engine intake adapter heater is

energized, a HTR will illuminate on a segment
of the ENGINE INTAKE switchlight.

115 V AC INTK LIP

L BUS HTR ENG 1
PH 'B' 15A
115 V AC CBP
59
60 A3
Selection Relay
DASH 8 Q400
A2 A1 V- H CONT REL I/P
OPEN HTR
61 B A A C 1-12 A A3 K A
SPARE
PWR OUT M J A2 *
A1 L C
G B3 *
B2 B1 L 115 V AC IN
A G G D 16°C H G
MAIN
D
CLOSED
T- X1
RLY CMD O/P G BB X1 B
S2X
A2 U- X2 CC X2
E GND
A3 58 THERMOSTAT LH K1 K3
A1 (25A)

LEFT ENGINE
57 INTAKE ADAPTOR
55 B2 RELAY PANEL
B3 56 A3 * RESISTANCE VALUE
B1 A 10.4 - 11.6 OHMS
(P6)
INTK DEF D14 D15 Control Relay * INSULATION RESISTANCE
+28 V DC ACT 1 A2
A1 BETWEEN HEATER 1
L SEC 5A AND THE METALLIC
1-K2 STRUCTURE,
RELAY PANEL
ENGINE INTAKE HYDRAULIC PUMP LH
CONTROL/STANDBY
Oil Px BETWEEN HEATER 2
LEFT DC CBP AND THE METALLIC
RELAY JUNCTION BOX 3 STRUCTURE AND
ICE AND RAIN PROTECTION SYSTEM (IRPS) BETWEEN HEATERS
PANEL 1&2 SHOULD BE AT
B LEAST 5 MEGA OHMS.
A
F
E
C
D
LEFT ENGINE BY- PASS

DOOR ACTUATOR ENGINE R 37 ENGINE
ADPT HEAT 1 ADPT HEAT 1
CR3 CR4 CAUTION AND

27 28 WARNING PANEL
28 27 (O/H CONSOLE)
34 34 S INT O/P
DIM & TEST
ACU
E +28 V DC IN
(S5) L L BUS AC
PWR OUTPUT 20 PWR INPUT
+28 V DC DEICE CONT
R MAIN 1A GND 19
21-11-00
L AC CONTROL BOX ICE AND RAIN PROTECTION SYSTEM (IRPS)
RIGHT DC CBP TIMER AND MONITOR
LEFT ENGINE
Figure 30-38. Intake Anti-Icing Electrical Schematic

OPERATION •• The TMU sends the 115 VAC from its

connector P1 pin M to the (anti-ice)
Normal System Operation relay panel connector J350 pin J
•• During normal operation, the (anti-ice)
Refer to Figure 30-38. Intake Anti-Icing
K3 relay sends the power from the relay
panel connector J350 pin J through the
energizer K3 relay pin L to the left engine
The engine intake anti-icing system is
intake adapter connector J505 pin A
controlled automatically after the ENGINE
which causes the main adapter to heat
INTAKE switch is selected to the OPN (open)
position. The operation of the left anti-ice •• TMU also monitors the load output from
system is described, the right system is similar. pin M. When the PWR OUT load is in the
normal range (1-12 Amps), the TMU sends
The ENGINE INTAKE switch on the IRPS a power signal from its connector P2 pin S
panel is set to the OPN position which provides to the IRPS panel connector P101 pin 59
the signals that follow: which causes the HTR light to come on.
•• The CB P6, INTK DEF ACT 1 supplies Fault Diagnostics

28 VDC through the switch selection
to the IRPS panel connector P101 pins
Troubleshooting

57 and 58 Refer to Figure 30-38. Intake Anti-Icing
•• This action supplies power to the left Electrical Schematic.
engine by-pass door actuator connector
pin B which causes the actuator to move If the TMU senses the abnormal current output
to the open position (less than 1 A or greater than 12 ±0.5 A), it
performs the actions that follow:
•• When the actuator is in the door open
position, a power signal is sent from its •• The TMU removes the power signal
connector J520 pin C to the IRPS panel from its connector P1 pin G to the (anti-
connector P101 pin 61 which causes the ice) relay panel connector J353 pin BB
OPN light to come on to de-energize relay K3
•• This action also supplies power to the •• This action causes K3 relay to switch the 115
thermostat switch which closes when VAC output from the connector P350 pin L
the fuselage skin temperature is less than to pin K to switch to the spare engine adapter
16ºC, and sends the power to the (anti- heater connector J505 pin C
ice) relay panel connector P353 pin T
•• If TMU senses the two left engine adapter
•• The 1-K2 hydraulic pump control relay heaters have failed, it will send a signal
is closed by the ECIU when the left from its connector P2 pin R to the caution
engine oil pressure switch senses oil and warning panel connector 3312-P1 pin
pressure greater than 44 psi (303 kPa) 37, which causes the ENG ADPT HEAT
•• The 1-K2 relay supplies the ground 1 caution light to come on
from the connector RJB3-P1A pin D15 •• The TMU also records the fault for the
to the (anti-ice) relay panel connector CDS maintenance access.
P353 pin U which, in turn, closes the
K1 anti-ice relay •• The CDS can show the related messages
that follow:
•• This action supplies 115 VAC from
the relay panel connector J350 pin H • L ENG ADAPT HEATER FAIL
through pin G to the TMU connector • ENG ADAPT SWITCHING FAIL
P1 pin L
• MONITOR 1 FAIL.

OPERATIONAL CHECK NOTES

The following is an abbreviated description of
the maintenance practice and is intended for
description of the practice, refer to the task in
the Bombardier AMM PSM 1-84-2.
With the engine running select an ENGINE

INTAKE switchlight. Make sure you see the
electrical load increase on the MFD electrical
page, the HTR light of the ENGINE INTAKE
switchlight comes on, and when the ENGINE
INTAKE opens an OPEN will show on the
switchlight. If the external air temperature is
more than 50 degrees F (10 degrees C) use freeze
mist to cool the airframe thermostat at Sta. –54.00
between stringer 32P and stringer 31P.
To do the testing GSB3021001 Test box (tester)

(or manufacture locally) can be used.



115 VAC
FWD 1
NOTE A PRIMARY STATIC PROBE

Right components similar.
28 VDC
FWD
2
B
B STANDBY STATIC PROBE
115 VAC
NOTE
NOTE
There is no switch to turn
this on or off.
Right components similar.
C ANGLE OF ATTACK TRANSDUCER
Figure 30-39. Pitot Static Probes and Angle of Attack Sensors

30-30-00 PITOT-STATIC NOTES

AND ANGLE OF ATTACK
ANTI-ICING SYSTEM
INTRODUCTION
Three pitot-static probes and two angle of
attack vanes incorporate electrical heating
elements to prevent icing.
Icing can cause incorrect pitot or static

measurements or stall protection calculations.
GENERAL
Refer to Figure 30-39. Pitot Static Probes and
Angle of Attack Sensors.

The pitot and static anti-icing system includes
the component that follows:
•• Three control switches

•• The IRPS timer and monitor unit
•• Caution and warning panel indicator lights
•• The three Pitot/static probes.
•• The two Angle of Attack transducers.
SYSTEM DESCRIPTION
The heaters of the pitot/static probes and the

angle of attack transducer are monitored by the
IRPS TMU.
The monitor function is performed by the three

independent modules in the TMU. Each of
these monitoring modules has an independent
power supply.
The power for the pitot/static and AOA heater

is supplied through the TMU.
The standby probe heater is supplied through

the K5 relay which is energized closed by the
selection of the STDBY switch.

TIMER AND MONITOR

UNIT
L PITOT HEATER IRPS CONTROL PANEL
TO 115 VAC L
TO 28 VDC R MAIN PITOT STATIC 1
MODULE 1 L AOA HEATER
DASH 8 Q400
L AOA FAIL
PITOT HEAT 1 FAIL TO 115 VAC L
R PITOT HEATER
TO 115 VAC R
TO 28 VDC L MAIN PITOT STATIC 2
MODULE 2
R AOA HEATER

R AOA FAIL
PITOT HEAT 2 FAIL TO 115 VAC R
PITOT STATIC STBY
TO 28 VDC L ESS
MODULE 3
PITOT STBY HEATER
PITOT STBY FAIL

TO 28 VDC
K5 R ESS
PITOT STBY RELAY
STALL
CAUTION IOM 1
PROTECTION
PANEL
MODULE
CDS
ADU 1
ADU 2
fsr75a01.cgm
Figure 30-40. Instrument Heaters Monitoring Schematic


Pitot/Static Probes
Refer to Figure 30-40. Instrument Heaters
Monitoring Schematic.
The three pitot/static probes have internal

heater elements for anti-ice protection.
The main two probes are supplied from the left

and right 115 VAC buses. The standby probe is
supplied from the right ESS DC bus.
The left probe is located forward and below the

pilot’s windshield. The right probe is located
forward and below the co-pilot’s windshield.
The standby probe is located below the lower
aft corner of the co-pilot’s side window.

WARNING
THE PITOT/STATIC PROBES

BECOME HOT VERY
QUICKLY WHEN THE
HEATER IS ON. THE HOT
PROBES CAN CAUSE INJURY
TO PERSONNEL.
CAUTION
THE LIMIT FOR THE
PITOT/STATIC HEATER IS
5 MINUTES. DAMAGE TO
THE HEATER WILL OCCUR
IF OPERATED FOR MORE
THAN THE 5 MINUTE LIMIT.
Angle of Attack (AOA) Transducers

Two angle of attack (AOA) transducers are
located on the forward fuselage below the
lower aft corner of each side window. The
probes heat is controlled by the TMU.
The angle of attack vanes heaters are directly

supplied from 115 VAC buses through the TMU.
The TMU monitors the current to the heaters.

ICE
TAIL
AIRFRAME
WING
ENGINE INTAKE
DASH 8 Q400
ISO
Standby Pitot/static Probe Switch
WINDSHIELD
WIPER
PLT SIDE No. 1 Pitot/static Probe Switch

HIGH No. 2 Pitot/static Probe Switch

Pitot Heat Standby #1 Stall System

(Amber) Fail (Amber)
Pitot Heat 1 Pitot Heat 2 PITOT AND STATIC PROBE SWITCHES #2 Stall System Pusher Syst
(Amber) (Amber) Fail (Amber) Fail
PITCH PITOT HEAT ICE DETECT #1 HYD ROLL SPLR #1 STALL

TRIM STBY F L
FAI
FAIL ISO VLV
L INBD SPLR SYST FAIL
PITOT PITOT CABIN #2 HYD #2 STALL

HEAT 1 HEAT 2 DUCT HOT ISO VLV
L SYST FAIL
CABIN ROLL SPLR PUSHER PARKING

P
PARKIN G
PACK
P CK HOT
PA INBD HYD SYST FAIL BRAKE
PROP MAIN INBD OUTBD

DEICE BATTERY
BATT
A ERY
R ANTISKID ANTISKID
DEICE #1 HYD #2 HYD FLAP LDG GEAR

TIMER FLUID HOT FLUID HOT DRIVE INOP
EMER LTS INTERNAL SIDE WDO DEICE NOSE FUELING

AVIONICS
A
AVIONIC S
DISARMED DOORS HOT PRESS STEERING ON
CABIN CHK #1 ENG #1 ENG #2 ENG MAIN BAT

A
PRESS FIRE DET OIL PRESS FADEC
F
FADE C FAIL
F L
FAI FADEC
F
FADE C FAIL
F L
FAI HOT
fs471a01.cgm PITOT AND STATIC / AOA CAUTION LIGHTS
Figure 30-41. Pitot/Static and AOA - Controls and Indications

CONTROLS AND INDICATIONS switch to the STBY, 1 and/or 2 (on) position. The
pitot heaters stay on until the switch is set to the off
Pitot/Static Switches position or the Electrical bus is de-energized. The
operation of the Pitot 2 anti-ice system is described;
Refer to Figure 30-41. Pitot/Static and AOA - the Pitot 1 anti-ice system is similar.
Controls and Indications.
The right pitot/static heater operates when the
Three toggle switches labeled 1, 2 and STBY actions that follow occur:
are located on the ICE PROTECTION panel on
the overhead console (each probe having its own •• The PITOT STATIC 2 switch on the
switch). They control the operation of the Pitot heat. IRPS panel is set to the position which
provides the signals that follow:
When the pitot static heaters are not operating,
the following caution lights will come on: °° The CB PITOT HEAT 2 supplies
115 VAC through the switch
selection to the IRPS panel
•• PITOT HEAT 1
connector P100 pin D to the TMU
•• PITOT HEAT 2 connector P4 pin B
•• PITOT HEAT STBY. °° The selection also supplies a ground
signal through the switch selection

Fault codes are stored in the TMU for to the IRPS panel connector P101
maintenance purposes. The maintenance pin 30 to the TMU connector P3 pin
messages associated with the fault codes are: P to show the TMU that the Pitot 2
heat is selected on
•• PITOT 1 FAIL
°° This action causes the TMU to energize
•• PITOT 2 FAIL the right pitot/static probe heater
•• PITOT STBY FAIL. °° This TMU supplies 115 VAC out from
its connector P4 pin A to the right
Failure of an angle of attack vane heater or pitot/static probe connector P2 pin A
the corresponding TMU monitoring module
causes a signal to be sent to the Stall Protection °° The TMU monitors the current out
from PITOT 2 PWR OUT pin A for
Module (SPM).
heater operation
An AOA vane heater failure will cause two of °° When the TMU senses correct heater
the following indications to appear: operation, it outputs an open circuit
signal out from its connector P3 pin
•• No.1 Stall U to the caution and warning panel
connector P3 pin 3 which causes the
•• No.2 Stall and
PITOT HEAT 2 caution light to go out
•• PUSHER SYST FAIL. and also send the signal to the No.2
ADU connector P1-A2 pin 7 (fault
OPERATION codes)
°° (If the TMU senses a heater fail
Normal System Operation (current < 1 A or >12.5A), the TMU
will send a ground signal out from
Refer to Figure 30-41. Pitot/Static and AOA - pin U to cause the caution light to
Controls and Indications. come on.
The Pitot and Static Anti-Ice system is controlled
manually with the selection of each PITOT STATIC

U PITOT HEAT 2 O/P
IRPS TIMER
AND MONITOR
T PITOT HEAT S/BY O/P
L AOA 2 FAIL O/P

B AOA 1 FAIL O/P
9811-
J5003
84
52
85 427 R VANE HT FAIL
53 327 L VANE HT FAIL
86 SPM #2
54 27-30
327 R VANE HT FAIL SPM #1

427 L VANE HT FAIL 27-30
Figure 30-42. AOA Vane Failed

The Angle of Attack (AOA) vane heaters NOTES

are energized at all times when AC power is
supplied to the A/C buses. The AOA heaters
stay on until the A/C is de-energized or the 115
VAC breakers are pulled. The operation of the
AOA anti-ice heater has internal controls.
•• The AOA 1 heater is energized with

signals that follow:
°° The TMU is energized when DC
power is applied.
°° T h e C B , L A O A V A N E H T R
supplies 115 VAC to the TMU
connector P1 pin C.
°° This TMU supplies 115 VAC out from
its connector P1 pin D to the right
AOA probe connector PJ1-A3 pin 7.
°° The TMU also monitors the current

out from AOA 1 PWR OUT pin D
for heater operation.
°° When the TMU senses correct
heater operation, it outputs an open
circuit signal out from its connector
P3 pin L to the Stall Protection
Module (SPM) connector P1A-A1
pin 327 which the SPM monitors.
(Refer to 27-33-00 Stall Protection).
Select a probe switch ON and make sure the

Caution light for that probe goes off, that you
see a small load increase on the MFD electrical
page and the probe warms up. Check the other
two probes.
Refer to Figure 30-42. AOA Vane Failed.
NOTE
If the Stall Protection Module
(SPM) senses a ground signal
(AOA heater failed) on connector
P1A-A1 pin 327, the SPM will
bring on the No.2 STALL SYST
FAIL and the PUSHER SYST
FAIL caution lights.

A
NOTE
Pilot’s windshield and side window shown;
Co-pilot side similar.
Figure 30-43. Flight Compartment Windows

30-41-00 WINDSHIELD NOTES

AND PILOT’S WINDOWS
ANTI-ICING SYSTEM
INTRODUCTION
The windshield anti-icing system prevents ice
formation on the windshields and the pilot
side window.
GENERAL
Windows.
The windshield anti-icing system is comprised

of the following components:

•• Anti-icing controllers
•• Windshield heat selector
•• Pilot side window switch
•• Control relays
•• Pilot Windshield resistive heater
•• Pilot Side Window resistive heater
•• Co-pilot Windshield resistive heater
•• Three temperature sensors built into
each windshield
•• ICE PROTECTION panel
•• IRPS TMU (for CDS).

24909-2 SENSOR (3 PLCS)

SENSOR ZONE
J
UP
J
FWD
OUTSIDE LOOKING IN
NON-HEATED HEATED AREA

AREA (ALL ASSY)
FACEPLY
INTERLAYER
INTERLAYER
MAINPLY
MAINPLY
SEAL INTERLAYER
(TERMINAL BLOCK, SENSOR)

SECTION J-J HEATER COATING
DETAIL L
BRAID ROUTING DETAIL
INSIDE LOOKING OUT
Figure 30-44. Windshield Assembly

SYSTEM DESCRIPTION The windshield anti-icing system is controlled

by the following switches on the overhead panel:
Refer to:
•• HEAT
•• Figure 30-44. Windshield Assembly. •• PLT SIDE WDO/HT
•• Figure 30-45. Windshield Cross-Section.
The windshield and pilot’s side window heaters are
The windshield anti-icing system includes the controlled by the two anti-ice controllers (AIC).
components that follow:
If the AIC fails, the WSHLD CTRL caution
•• Pilot Windshield resistive heater light will come on. If the HEAT selector is in
the OFF position, the WSHLD CTRL caution
•• Pilot Side Window resistive heater light is prevented from coming on.
•• Co-pilot Windshield resistive heater
Failure messages are recorded in IRPS and
•• Three temperature sensors built into the TMU for maintenance purposes. The two
each windshield maintenance messages are:
•• Seven relays
•• RIGHT WSHLD CTRL FAIL
•• Two Anti-Ice Controllers (AIC)

•• LEFT WSHLD CTRL FAIL.
•• ICE PROTECTION panel
•• IRPS TMU (for CDS)
Figure 30-45. Windshield Cross-Section

Normal Sensor
LEFT ANTI-ICE CONTROLLER RIGHT ANTI-ICE CONTROLLER
Overheat Sensor
LEFT WINDSHIELD Spare Sensor RIGHT WINDSHIELD Pilot SIDE WINDOW
WSHLD warm-up relay
DASH 8 Q400
to 28 VDC
overheat de-activation
Normal Activation
Normal Activation
Normal activation
Norm
Warm up
Off
WSHLD heat control

switch
(IRPS control panel)
to 28 VDC to 28 VDC
L WSHLD L WSHLD R WSHLD R WSHLD Pilot SWD Pilot SWD

Activation relay De-activation relay De-activation relay Activation relay De-activation relay Activation relay
to LEFT WINDSHIELD RIGHT WINDSHIELD to PILOT SIDE to

115 HEATER HEATER 115 WINDOW HEATER 115
VAC VAC VAC
L R R
fsr71a01a.cgm
Figure 30-46. Windshield and Pilot Window Anti-Ice System

Refer to: NOTES

•• Figure 30-46. Windshield and Pilot
Window Anti-Ice System.
•• Figure 30-47. Windshield Control
Panel.
Each AIC controls the related windshield

heater relays. The left AC bus supplies power
for the pilot’s windshield in the NORM mode.
It also supplies power to the pilot and co-pilot
windshields in the WARM UP mode.
The right AC bus supplies power for the

co-pilot’s windshield in the NORM mode. The
right AC bus also supplies power for the pilot’s
side window.
The three windshields are electrically controlled

by 28 VDC from the left and right secondary
buses.
The left AIC is protected by a 1 Ampere circuit

breaker labeled PLT WS/HT CONT (Left DC,
R7). Right AIC is protected by a 1 Ampere
circuit breaker labeled COPLT WS PLT WDO
HT CONT (Right DC, B6).

ICE
TAIL
AIRFRAME
WING
ENGINE INTAKE
ISO
WINDSHIELD
WIPER
PLT SIDE
HIGH

Figure 30-47. Windshield Control Panel

COMPONENT DESCRIPTION The windshield and pilot’s side window heaters

are controlled by the two anti-ice controllers
Anti-Ice Controller (AICs). Each AIC controls the related
windshield heater relays.
Refer to Figure 30-48. Anti-Ice Controller
Location.
The anti-ice controllers (AICs) are installed

in the midsection of the electrical equipment
panel. This panel is located behind the
wardrobe closet.

A
A WARDROBE PANEL
Figure 30-48. Anti-Ice Controller Location

B
Nut
Lock washer Nut
Lock washer
Washer
Wire Washer
Washer Wire
Terminal Stud
Washer
Terminal
Stud
Terminal Stud
Screw
Relay
Terminal Stud A
Washer
Washer
Receptacle Nut
Relay
B C
braw09a01.dg, gv, 11/06/04
Figure 30-49. Activation/Deactivation Relay - Removal/Installation

Anti-Ice Controller Activation/ NOTES

Deactivation Relays (3041-K1 to K6)
Refer to Figure 30-49. Activation/Deactivation
Relay - Removal/Installation.
The relays are energized by the anti-ice

controllers to provide and remove 115 VAC to
the windshield and pilots side window heaters.
There are six relays, two are for the pilot
windshield, two are for the co-pilot windshield
and two are for the pilots side window.
The two relays for the pilot side window are 15A
plug in type relays and the four relays for the
windshield are 50A bolt on type. All the relays
are on the relay rack located behind the wardrobe.
The relays are used to isolate the AICs from

the high current flow required for heating.

When the windshield control is in the OFF
position, the deactivation relay is controlled
using the Overheat Temperature Sensor. The
activation relay stays open regardless of the
Normal Temperature Sensor information. In
the WARM-UP or NORM modes, the Anti-Ice
Controller (AIC) uses the Normal Temperature
Sensor information to control the activation
relay and the Overheat Temperature Sensor to
control the deactivation relay. The left AIC is
powered by the 28 VDC left secondary bus.
The right AIC is powered by the 28 VDC right
secondary bus.

Windshield Heater Selector When the HEAT selector is set to WARM UP,
the windshields are partially heated.
Refer to Figure 30-50. Windshield Control Panel.
When the HEAT selector is set to NORM mode,
Windshield HEAT Selector is located on the both windshields are heated with full electrical
windshield control panel of the overhead power. This selection causes the WARM UP
console. It operates the pilot and co-pilot relay to de-energize and change from a series
windshield heaters. connection to an independent connection on
the related bus.
The windshield mode selector has the settings
that follow: When the PLT SIDE WDO/HT switch is
selected ON, the right AIC energizes the side
•• OFF window relay, which supplies the pilot side
•• WARM UP window heater with 115 VAC phase A right
bus power.
•• NORM.
ICE
TAIL
AIRFRAME
A
WING
ENGINE INTAKE
ISO
WINDSHIELD
WIPER
PLT SIDE
HIGH

Windshield Heat Switch
Pilot Side Window Heat Switch

A

Pilot Side Window Heat Switch OFF position, the WSHLD CTRL caution light
is prevented from coming on.
Refer to Figure 30-50. Windshield Control Panel.
If a windshield has an overheat condition it
PLT SIDE WDO/HT switch is located on the will cause the WSHLD HOT caution light to
windshield control panel. It operates the pilot come on.
side window heater.
If the pilot side window has an overheat
The side window switch has the settings that condition it will cause the SIDE WDO HOT
follow: caution light to come on.
•• OFF A failure of either windshield heat controller causes
•• ON. the WSHLD CTRL caution light to come on.
An overheat condition of the windshields causes

Windshield and the Pilot Side the WSHLD HOT caution light to come on.
Window Heaters
An overheat condition for the pilot side window
Refer to Figure 30-50. Windshield Control
causes the SIDE WDO HOT caution light to
Panel.
come on.

The two forward windshields and the pilot’s
side window have electronically controlled
heater elements laminated into the panels.
This will keep the windows at a predetermined

temperature to prevent icing and misting.

Refer to:
PITCH PITOT HEAT
A
TRIM STBY
•• Figure 30-50. Windshield Control Panel.
PITOT
•• Figure 30-51. W
indshield Control and A 1
HEAT
Overheat Caution Lights.
When the HEAT selector is set to NORM

mode, both windshields are heated with full
electrical power.
This selection causes the WARM UP relay to L S
LT
EMER LTS INTERNAL SIDE WDO
DISARMED DOORS HOT
de-energize and change from a series connection
to an independent connection on the related bus. CABIN
PRESS
CHK
FIRE DET
When the PLT SIDE WDO/HT switch is selected

ON, the right AIC energizes the side window
relay, which supplies the pilot side window
heater with 115 VAC phase A right bus power.
If one of the two windshield heat controller
fails, it will cause the WSHLD CTRL caution Figure 30-51. W
indshield Control and
light to come on. If the HEAT selector is in the Overheat Caution Lights

(R7)
28 VDC PLT WS/HT CONT
L SEC 1A M 28 VDC
BUS 'A'
SEE PAGE. 2 A WSHLD O/HT-H
B WSHLD O/HT-C
SEE PAGE. 2 'B' P WSHLD NORM-H
LEFT DC CBP
DASH 8 Q400
TEMP CONTROL R WSHLD NORM-C
AND OVERHEAT
FEEDBACK SIGNALS
WINDSHIELD ACT CMD O/P H ACTIVATE/DEACTIVATE
FROM TEMP SENSORS 'E'
WINDSHIELD DE-ACT CMD O/P W COMMANDS TO RELAY PNL (SEE PAGE. 2)
SIDE WINDOW HOT O/P K

AIC FAIL O/P Y
WS HOT O/P J
40 SIDE WIN HOT

S1 S1
81 38 WSHLD CTRL
5 1
OFF 1 C WINDSHIELD OFF I/P
WARM UP 6 2 D WARM UP MODE I/P 2 OFF
NORM 3C2 45 E WINDSHIELD ON I/P 3C1 WARM UP
7 3
X GND 82 ON
5
47 L GND
5

6 48
1C2 49 96 6 95 39 WSHLD HOT
7
2C2
7
LEFT ANTI-ICE CONTROLLER
WINDSHIELD 83 42 WSHLD CTRL
HEAT 1
OFF 2
1C1 CAUTION AND WARNING
S2 1 3
50 84 PANEL
(O/H CONSOLE)
2 3
53 WINDSHIELD
HEAT
ON
PLT ICE AND RAIN PROTECTION SYSTEM (IRPS) PANEL
SIDE/WDO C WINDSHIELD OFF I/P (O/H CONSOLE - LH SIDE)
HEAT D WARM UP MODE I/P
30-11-00
E WINDSHIELD ON I/P
DD L AIC FAIL I/P
L
ICE AND RAIN PROTECTION SYSTEM (IRPS) PANEL CC R AIC FAIL I/P
C- WINDSHIELD HOT J
(O/H CONSOLE - LH SIDE)
30-11-00
U SIDE WINDOW OFF I/P
V SIDE WINDOW ON I/P
SYSTEM (IRPS)
AIC FAIL O/P Y TIMER MONITOR
S SWD O/HT-H
T SWD O/HT-C
SEE PAGE. 2 'C' A- SWD NORM-H
TEMP CONTROL B- SWD NORM-C
AND OVERHEAT
FEEDBACK SIGNALS A WSHLD O/HT-H
FROM TEMP SENSORS B WSHLD O/HT-C
'D' P WSHLD NORM-H
(B6) R WSHLD NORM-C
CO-PLT W/S PLT
28 VDC WDO HEAT CONT
R SEC 1A M 28V DC
BUS X GND WSHLD ACT CMD O/P H
WSHLD DE-ACT CMD O/P W 'F' ACTIVATE/DEACTIVATE
SWD ACT CMD O/P F COMMANDS TO RELAY PNL (SEE PAGE. 2)
'G'
SWD DE-ACT CMD O/P G
RIGHT DC CBP
RIGHT ANTI-ICE CONTROLLER
Figure 30-52. Windshield and Pilot’s Side Window Anti-Icing Schematic (1 of 2)

OPERATION The anti-ice controller modulates the

windshield heat by removing the ground signal
Normal System Operation out from pin W which causes the K2 relay to
open and removes power from the heater.
Refer to:
•• Figure 30-52. Windshield and Pilot’s

OPERATIONAL TEST
Side Window Anti-Icing Schematic (1
of 2).
•• Figure 30-53. Windshield and Pilot’s training purposes only. For a more detailed
Side Window Anti-Icing Schematic (2 description of the practice, refer to the task in
of 2). the Bombardier AMM PSM 1-84-2.
The windshield anti-icing is controlled Tools & Equipment

automatically wi t h t he s el ect i on of the
WINDSHIELD selector to the WARM UP or 1. GSB2400001, Multimeter - Digital Volt/
NORM positions. The two windshield heaters Ohm
operate individually in NORM mode and 2. GSB2400016, Or GSB5180005 Electrical
operate in series during WARM UP mode. & Avionics tool kit
The operation of the pilot windshield heater

anti-ice system is described; the co-pilot and On the overhead panel, set the WINDSHIELD
side window systems are similar. HEAT selector to the WARM UP position.
After 30 seconds, make sure there are no
The WINDSHIELD selector to the NORM caution lights and windshield is cool to the
position which provides the signals that follow: touch. Set the WINDSHIELD HEAT selector
to the NORM position. After 5 minutes, make
The CB R7, PLT WS/HT CONT supplies 28 sure there is an increase in the windshield
VDC to the left Anti-Ice Controller connector temperature with the bare hand. Make sure
P1 pin M. there are no caution lights.
This action causes the anti-ice controller to NOTE

supply a power signal out from connector P1
pin H to the relay panel connector P9811-P353 Remove all jewelry from one of
pin C which closes the K1 relay. your hands.
The anti-ice controller also supplies a ground Use caution when doing window heater and
signal from connector P1 pin W to the relay control tests, as the windshield and side
panel connector P9811-P353 pin E which windows become hot very quickly when they
closes the K3 relay. are heated.
This action sends the CB L WSHLD HT

115 VAC from the relay panel connector
P9811-P351 pin D to pin F.
The relay panel connector P9811-P351 pin F

sends power to the pilot heater pin L1 which
causes the windshield heater to operate.
The pilot windshield normal heat sensor sends

output from pins C and B to the left anti-ice
controller connector P1 pins P and R for control.

S1
K7, WHEN ENERGIZED IN WARM-UP MODE,
1 B3 CONNECTS PILOT'S & CO-PILOT'S HEATERS
2 46 B2 IN SERIES.
2C1 B1
3 A3
A2
A1
DASH 8 Q400
X2
SYSTEM (IRPS) PANEL
(O/H CONSOLE - LH SIDE) X1
K7 (25A)
L2
115 VAC L L WSHLD HT A3 A3
BUS PH 'C' 30A D A2 A2
A1 A1 F L1
115 VAC VARIABLE C- X1 X1 D WINDSHIELD O/HT-H

FREQUENCY CBP
D- X2 X2 A WINDSHIELD O/HT-C 'B'
SEE PAGE 1
K1 (50A) K2 (50A) C WINDSHIELD NORM-H LEFT ANTI-ICE CONTROLLER
ACTIVATE CMD
'E'

B- B WINDSHIELD NORM-C
SEE PAGE 1 DE-ACTIVATE CMD E-
TB1
'A'
SEE PAGE 1
A3 A3
A A2 A2
A1 A1 C L1
'G' ACTIVATE CMD R- X1 X1 L2

(N5) PLT WDO SEE PAGE 1
HT RLY DE-ACTIVATE CMD Q- X2 X2
1A D SIDE WINDOW O/HT-H
K5 (15A) K6 (15A)
A SIDE WINDOW O/HT-C
'C'
P-
28 VDC N- C SIDE WINDOW NORM-H SEE PAGE 1
R SEC RIGHT ANTI-ICE CONTROLLER
BUS CO-PLT W/S
(B6) B SIDE WINDOW NORM-C
PLT WDO
HT CONT
1A TB2
A3 A3
E A2 A2
RIGHT DC CBP A1 A1 F
ACTIVATE CMD U- X1 X2 L1
'F'
SEE PAGE 1 DE-ACTIVATE CMD T- X2 X1
115 VAC R L WDO HT L2
BUS PH 'A' 10A K3 (50A) K4 (50A)
S- D WINDSHIELD O/HT-H
M-
A WINDSHIELD O/HT-C
'D'
RELAY PANEL C WINDSHIELD NORM-H SEE PAGE 1
115 VAC R RIGHT ANTI-ICE CONTROLLER
R WSHLD HT
BUS PH 'C' 30A B WINDSHIELD NORM-C
TB3
115 VAC VARIABLE
FREQUENCY CBP
Figure 30-53. Windshield and Pilot’s Side Window Anti-Icing Schematic (2 of 2)

30-42-00 WINDSHIELD
WIPER SYSTEM
INTRODUCTION
Refer to Figure 30-54. Windshield Wiper
Locator.
The wipers remove rain from the windshields

during taxiing, taking off, landing and at
airspeeds up to 200 kt.
GENERAL
The windshield wiper system has the following
components:
•• Motor/Converter assembly

•• Wiper arm
•• Wiper blade
•• Wiper control selector.
•• Alternate pilot wiper switchlight and
relay.
NOTE
Right component silimar.
Figure 30-54. Windshield Wiper Locator

SYSTEM DESCRIPTION The rotary WIPER switch on the windshield control

panel operates the two motor/converter units.
Refer to Figure 30-55. Windscreen Wiper
Motor (Photo). With the WIPER switch set to HIGH, the
motors operate at a high speed.
The two independent motor/converter units
are installed in front of the forward pressure With the WIPER switch set to OFF, the
bulkhead. The motor/converters operate the wiper electrical power is removed from the motor
arms for the pilot’s and co-pilot’s windshields. field windings and the wiper blades stop
anywhere in their cycle.
The wiper arm, with the wiper blade, is installed
on the converter output shaft-adjusting sleeve To stow the wiper blades, the WIPER switch
with a washer, nut, and cotter pin. is set to the PARK position. The wiper blades
complete their cycle and stop operation at the
They are supplied with electrical power from lowest blade angle.
the left and right secondary DC buses.
The WIPER switch is then released and returns
This system ensures that in the event of to the OFF position, removing power to the
power loss of one DC bus or failure of either motor circuits.
motor allows the remaining unit to supply an
unobstructed forward view for one pilot. The wipers are designed to park off the
windshield when not in use.
Figure 30-55. Windscreen Wiper Motor (Photo)

COMPONENT DESCRIPTION Each motor/converter assembly includes the

following components:
Windshield Wiper Motor
•• DC motor with two field windings
Motor Assembly Detail. •• Park switch
•• Converter gearbox.
There are two independent electrical motor/
converter units installed in front of the
f or w ar d pr es sure bul khead. Each wipe r
system has a two speed, DC motor fitted to a
mechanical converter.
A motor/converter changes the rotary motion

of the motor to an oscillating motion at the
wiper to drive the wiper arms for the pilot and
co-pilot windshields.

Spigot
Motor Assembly
Ground Wire
Figure 30-56. Windshield Wiper Motor Assembly Detail

Windshield Wiper Arm Ice Detector Spigot

Refer to Figure 30-57. Windshield Wiper Detail. Refer to Figure 30-57. Windshield Wiper Detail.
The wiper arm is installed on the hub of An ice detector spigot is riveted to the wiper
the converter output shaft-adjusting sleeve arm attachment. It gives a visual indication of
and includes a tension spring. A trigger and the formation of ice on the windshield wipers.
detent within the arm facilitates removal and At night it is illuminated by a light located in
installation of the arm and blade assembly by and controlled from the flight compartment.
keeping the blade away from the windshield.
Wiper Blade
Refer to Figure 30-57. Windshield Wiper Detail.
The wiper blade is attached to the two wiper

arms.The wiper blade removes rain water from
the windshield.
Wiper Blade
Ice Detector Spigot
Wiper Arm
Figure 30-57. Windshield Wiper Detail



ICE
TAIL
AIRFRAME
A
1
WING
ENGINE INTAKE
ISO
WINDSHIELD
WIPER
PLT SIDE
HIGH

WARM UP/NORM IF SAT >20
Windshield Power
Switch
A
Figure 30-59. Alternate Wiper Switch (Photo)

Wiper Control Selector Alternate Pilot Wiper Selector

Refer to Figure 30-58. Windshield Control Panel. Refer to Figure 30-59. Alternate Wiper Switch
(Photo).
The rotary WIPER control selector is located
on the windshield control panel of the overhead The ALTERNATE PILOT WIPER switchlight
console. Its selector controls the operation of is installed on the pilot’s side console. Power
the wipers for the pilot and co-pilot. They are is supplied from the left secondary bus. When
supplied with electrical power from the left and selected to the ON position the pilot windshield
right secondary DC buses. This system ensures wiper will operate at high speed only.
that in the event of power loss of one DC bus or
failure of either motor allows the remaining unit to The relay for the alternate wiper is located below
supply an unobstructed forward view for one pilot. the pilot side console. When the ALTERNATE
PILOT WIPER is selected, a green ON indication
The Wiper Control Selector has the four positions will come on the switchlight.
as follows:
•• PARK
•• OFF

•• LOW
•• HIGH.
To stow the wiper blades, set the WIPER switch to

the PARK position. The wiper blades will complete
their cycle and stop operation. The wipers are
designed to park off the windshield when not
in use. The WIPER switch is then released at
the PARK position and is spring-loaded to OFF,
removing power to the motor circuits.
With the WIPER switch set to OFF the wiper

blades stop anywhere in their cycle.
With the WIPER switch set to LOW, the motors

operate at a low speed.
With the WIPER switch set to HIGH, the motors

operate at a high speed.

Control-Wiper Selector
Refer to Figure 30-59. Alternate Wiper Switch
(Photo).
Selection of LOW or HIGH activates both

wipers at the appropriate speed.

G 41
42 L F
43 C4
44
N E
(A6)
CO-PILOT M C
28 VDC W/S WIPER
R SEC 10A P
31
BUS 32
RIGHT DC CBP
J G
33
DASH 8 Q400
C3
34 H D
K B
21 R
22
F
T
CO-PILOT'S WINDSHIELD
W WIPER MOTOR
23 C2
PARK

OFF 24
LOW U D3 F
D2
HIGH
D1
11 C3
12 C2
S1 C1
13 S B3 E
B2
C1
B1
V A3 C
14
A2
A1
(S7)
PILOT X1
28 VDC W/S WIPER
L SEC 10A X G
X2
BUS WINDSHIELD
K1
WIPER D
LEFT DC CBP PILOT CONSOLE
PNL LTG A
C G G B
W W
B G
B

SYSTEM (IRPS) PANEL
(O/H CONSOLE - LH SIDE) A2 PILOT'S WINDSHIELD
A3 WIPER MOTOR
A1
B2
WIPER B3
OFF B1
S2
PARK LOW
PILOT CONSOLE
HIGH
ALTERNATE PILOT WIPER
Figure 30-60. Windshield Wiper System Schematic - Low Mode

OPERATION NOTES
Low Mode
System Schematic - Low Mode.
The operation of the pilot side wiper is

described; the co-pilot wiper is similar but has
no alternate wiper selection switch.
The windshield wipers operate in LOW mode

when the following actions occur:
•• T h e W I P E R s e l e c t o r o n t h e I C E
PROTECTION panel is set to the LOW
position which provides the signals that
follow:
°° T h e C B , P L T W / S W I P E R
supplies 28 VDC from the ICE

PROTECTION panel connector
P100 pin X to pin V through the
selector.
°° The connector P100 pin V supplies

the power to the pilot wiper relay
K1 pin A3.
°° The de-energized K1 relay sends

the power out through pin A2 to
the pilots wiper motor connector
P1 pin E.
°° This selection also supplies ground

signals out through the ICE
P100 pins R, T and W to the pilot
wiper motor connector P1 pins C,
F and G.
°° T h e s e a c t i o n s c a u s e t h e p i l o t
windshield wiper to operate at low
speed.

G 41
42 L F
43 C4
44
N E
(A6)
CO-PILOT M C
DASH 8 Q400
28 VDC W/S WIPER
R SEC 10A P
31
BUS 32
RIGHT DC CBP
J G
33 C3
34 H D
K B
21 R

F 22
T
W WIPER MOTOR
23 C2
PARK
OFF 24
LOW U D3 F
D2
HIGH
D1
11 C3
12 C2
S1 C1
13 S B3 E
B2
C1
B1
V A3 C
14
A2
A1
(S7)
PILOT X1
28 VDC W/S WIPER
L SEC 10A X G
X2
BUS WINDSHIELD
K1
WIPER D
PNL LTG A
C G G B
W W
B G
B

SYSTEM (IRPS) PANEL
A3 WIPER MOTOR
A1
B2
WIPER B3
OFF B1
S2
PARK LOW
PILOT CONSOLE
HIGH
Figure 30-61. Windshield Wiper System Schematic - High Mode

High Mode NOTE

Refer to Figure 30-61. Windshield Wiper In the HIGH position, the wiper
System Schematic - High Mode. speed is 220 to 280 strokes a
minute.
The windshield wipers operate in HIGH mode
when the following actions occur: Make sure that the wiper blades clean the
windshield clear of water.
PROTECTION panel is set to the HIGH Set the WIPER switch to the OFF position
position which provides the signals that when the wiper is in the middle of travel. Make
follow: sure that the two wipers stop.
°° T h e C B , P L T W / S W I P E R Set and hold the WIPER switch in the PARK
position. Make sure that the wiper blades align
in the PARK position. Make sure that the center
P100 pin X to pin U through the
of each wiper blade is below the bottom edge
selector.
of the windshield.
°° The connector P100 pin U supplies
the power to the pilot wiper relay Release the WIPER switch and make sure that

K1 pin D3. the switch returns to the OFF position.
°° The de-energized K1 relay sends On the pilot’s side console, push the
the power out through pin D2 to
ALTERNATE PILOT WIPER pushbutton
switch. Make sure the pilot’s wiper operates
P1 pin D.
in the high mode. Make sure that the green ON
°° This selection also supplies ground light comes on.
PROTECTION panel connector On the pilot’s side console, push the
P100 pins R, T and W to the pilot ALTERNATE PILOT WIPER pushbutton
wiper motor connector P1 pins C, again. Make sure that the pilot wiper stops.
F and G. Make sure that the green ON light goes off.
windshield wiper to operate at
HIGH speed.
Operational Task
On the WINDSHIELD panel, set the WIPER
switch to the LOW position. Make sure the two
wiper blades operate correctly at the low speed.
NOTE
In the LOW position, the wiper
speed is 160 to 200 strokes a minute.
Set the WIPER switch to the HIGH position.

Make sure the two wiper blades operate
correctly at the high speed.

G 41
42 L F
43 C4
44
N E
(A6)
CO-PILOT M C
28 VDC W/S WIPER
R SEC 10A P
31
BUS 32
RIGHT DC CBP
J G
33
DASH 8 Q400
C3
34 H D
K B
21 R
22
F
T
W WIPER MOTOR
23 C2
PARK

OFF 24
LOW U D3 F
D2
HIGH
D1
11 C3
12 C2
S1 C1
13 S B3 E
B2
C1
B1
V A3 C
14
A2
A1
(S7)
PILOT X1
28 VDC W/S WIPER
L SEC 10A X G
X2
BUS WINDSHIELD
K1
WIPER D
PNL LTG A
C G G B
W W
B G
B

SYSTEM (IRPS) PANEL
A3 WIPER MOTOR
A1
B2
WIPER B3
OFF B1
S2
PARK LOW
PILOT CONSOLE
HIGH
Figure 30-62. Windshield Wiper System Schematic - Park Mode

Park Mode NOTES

System Schematic - Park Mode.
The windshield wipers move to the park

position when the following actions occur:
PROTECTION panel is set to the PARK
follow:
°° T h e C B , P L T W / S W I P E R
P100 pin X to pin S.
°° The connector P100 pin S supplies
the power to the pilot wiper relay
K1 pin B3.

°° The de-energized K1 relay sends
the power out through pin B2 to
P1 pin B.
°° This selection also supplies ground
P100 pins W and V to the pilot
wiper motor connector P1 pins C
and E.
windshield wiper to move and stay
in the park position.
°° Release the spring loaded switch to
the OFF position.

G 41
42 L F
43 C4
44
N E
(A6)
CO-PILOT M C
28 VDC W/S WIPER
R SEC 10A P
31
BUS 32
RIGHT DC CBP
J G
33
DASH 8 Q400
C3
34 H D
K B
21 R
22
F
T
W WIPER MOTOR
23 C2
PARK

OFF 24
LOW U D3 F
D2
HIGH
D1
11 C3
12 C2
S1 C1
13 S B3 E
B2
C1
B1
V A3 C
14
A2
A1
(S7)
PILOT X1
28 VDC W/S WIPER
L SEC 10A X G
X2
BUS WINDSHIELD
K1
WIPER D
PNL LTG A
C G G B
W W
B G
B

SYSTEM (IRPS) PANEL
A3 WIPER MOTOR
A1
B2
WIPER B3
OFF B1
S2
PARK LOW
PILOT CONSOLE
HIGH
Figure 30-63. Windshield Wiper System Schematic - Alternate Mode

Alternate Mode NOTES

System Schematic - Alternate Mode.
The pilot alternate windshield wiper only
operates in the HIGH mode when the following
actions occur:
•• The ALTERNATE PILOT WIPER

switchlight on the pilot side consol is
pushed which provides the signals that
follow:
°° The CB, PLT W/S WIPER supplies
28 VDC to the switch-light S2 pin G
(for light illumination) and to relay
K1 pins X1 (to close relay K1) and
D1 (for wiper motor operation).
°° The switch-light supplies the ground

signals on pins A1 to bring on the
switchlight ON light and from B1 to
the K1 relay pin X2 to energize the
relay closed.
°° The energized K1 relay sends the
power out through pin D2 to the
pilots wiper motor connector P1
pin D
°° And a ground signal out from pin
C2 to the pilot motor connector
P1 pin F and also a ground signal
through the ICE PROTECTION
panel to pin G
-- This ICE PROTECTION panel

also supplies a ground
signal out through the ICE
P100 pin W to the pilot motor
connector P1 pin C.
-- These actions will cause the
pilot side windshield wiper
to operate at high speed.

ICE
TAIL
AIRFRAME
1
WING
ENGINE INTAKE
Prop Heater
Switch
ISO
WINDSHIELD
WIPER
PLT SIDE
HIGH

Figure 30-64. Propeller Heater Switch

30-61-00 PROPELLERS aluminum housing. The housing is attached to

the spinner back plate by a series of bolts.
ANTI-ICING
Propeller anti-icing is powered through circuit
breakers labeled PROP DEICE on the 115 VAC
INTRODUCTION variable frequency bus.
The propeller anti-icing system has electrical
DC electrical control power is supplied directly
heating elements in the leading edge of each
to the left and right Timer Monitor Control Unit
propeller blade to remove ice accumulations.
(TMCU) through a 3 A circuit breaker labeled
PROP DEICE CONT and PROP DEICE 2 from
GENERAL the left and right essential buses respectively.
Refer to Figure 30-64. Propeller Heater Switch.
There are two identical Timer Monitor Control
Units (TMCU), one for each propeller.
To avoid excessive build up of ice, the pilot
must select propeller heat to ON.
Power is supplied to the heater in a cyclic
sequence by the Timer Monitor Control Unit
When propeller heat is selected to ON, all
(TMCU) with the ‘on’ time set, which weakens
six blades on one propeller are heated at one
the ice bond and allows the lower centrifugal

time. When the cycle finishes then the other
forces to displace the ice. The ‘off’ period time
propeller is heated.
allows a small layer of ice to build up and give
a mass that can be shed during the on cycle.
The propeller anti-icing system utilizes
components listed below:
•• De-icing brush block bracket assembly

•• De-icing timer monitor control unit
(TMCU)
•• Control switch propeller heater.
SYSTEM DESCRIPTION
Refer to:
•• Figure 30-65. Brush Block Assembly

Unit.
•• Figure 30-66. Brush Block Assembly
Unit Location.
•• Figure 30-67. Timer Monitor Control
Unit Location.
The propeller speed (Np) and Total Air

Temperature (TAT) are monitored for control.
Slip rings transfer the blade heater power across

the rotating/static interface using the brushes of
the brush block. Three slip rings are installed
into an insulating ring contained within an

Dual Pulse Probe

Assembly
Brush Retaining
Assembly
Brush Block Unit Dual Pulse Probe Assembly

Receptacle (J22)
Brush Block Bracket

Sub-assembly
Aircraft Bonding
Point
Figure 30-65. Brush Block Assembly Unit
FWD
A PROPELLER EQUIPMENT SET
Figure 30-66. Brush Block Assembly Unit Location

COMPONENT DESCRIPTION CAUTION

Brush Block and Bracket Unit BE CAREFUL WHEN YOU
ASSEMBLE THE BRUSH
Refer to Figure 30-65. Brush Block Assembly
BLOCK UNIT TO THE
Unit.
BRUSH BLOCK BRACKET
SUBASSEMBLY.
The brush Block and Bracket Unit transfers
de-icing power from the airframe to the rotating
-D
O NOT CAUSE DAMAGE
propeller using slip rings.
TO THE SLIP RINGS OR
THE TARGET SCREWS.
Refer to Figure 30-66. Brush Block Assembly
Unit Location.
-D
O NOT TURN THE
PROPELLER WITH THE
The de-icing power brush block and the pulse
BRUSH RETAINING
probe that is used in the control system are
ASSEMBLY IN POSITION.
attached to a bracket. The brush block is
attached to the bracket at three positions.
The block is made of a molded composite

material with external and internal covers and
contains the parts that follow:
•• Receptacle for the connection of the

airframe harness.
•• Six brushes arranged with two brushes
per slipring position, with a maximum
allowable length for wear of 11 mm.
•• Three terminal studs for connection
of the incoming three phase power
wiring from the receptacle, and also
the connection for the two brush leads
per slipring position.
•• Six brush/spring cavities.
•• Two brush/spring retaining covers.
•• A terminal housing cover.

De-Icing Timer Monitor Control Unit WARNING

Refer to Figure 30-67. Timer Monitor Control
Unit Location. THE COOLING FINS ON THE
TMCU HAVE SHARP EDGES
The two TMCUs are located adjacent to each AND CAN CAUSE INJURY
other under the aircraft cabin floor at station IF YOU TOUCH THEM.
X375. It is installed onto the aircraft structure YOU MUST BE CAREFUL
by 4 bolts through the base plate. The TMCU WHEN YOU REMOVE THE
distributes electrical heating power to the CONNECTORS AND/OR THE
propellers to give correct ice shedding under INSTALLATION PARTS.
the different atmospheric conditions.
It will also monitor the propeller heaters for

open or short circuits.
Figure 30-67. Timer Monitor Control Unit Location

Propeller Heater Control Switch

Refer to Figure 30-68. IRPS Control Panel
Location.
Propeller Heater Control Switch is located in

the flight compartment on the overhead panel.
The propeller Heater Control Switch is a rotary

switch labeled PROP-TEST/OFF/ON.
Propeller heater control switch controls the

power to the heater.

Propeller Heater
Switch
Figure 30-68. IRPS Control Panel Location

Isolator Contactor
X373.15
TMCUs
X361.00
X341.00
Figure 30-69. Isolator Contactors 3061-K1 and 3061-K2

Isolator Contactors NOTES

Refer to Figure 30-69. Isolator Contactors
3061-K1 and 3061-K2.
The isolator contactors are installed below the

floor panels in the center of the fuselage. When
the contactors are energized they provide a
three phase variable frequency AC current to
their related TMCU.
Isolator contactor 3061-K1 is for the left

propellers deice system and 3061-K2 is for the
right propellers deice system.
The TMCU has discrete solid state power

switches for cycling power from a three phase
variable frequency 115 VAC supply to deice
elements installed on the propeller blades.

For safety reasons, an aircraft-mounted
isolation contactor is placed between the three-
phase power supply from the TMCU and the
propeller when deicing is not demanded or if
there is a potentially damaging failure. The
TMCU controls the operation of the contactor.
The contactor coil can only be enabled when

the propeller heat switch is set to the ON or
TEST position.

ICE
TAIL
AIRFRAME
Advisory Lights
1
WING
ENGINE INTAKE

Prop Heater Switch
ISO
WINDSHIELD
WIPER
PLT SIDE
HIGH

Figure 30-70. Rotary Switch on ICE PROTECTION Panel

CONTROLS AND INDICATIONS NOTE

Refer to Figure 30-70. Rotary Switch on ICE If the CAL switch is not pushed
PROTECTION Panel. and held for long enough the
CAL light will not go out.
Two advisory lights, one for each propeller,
are located on the ICE PROTECTION panel. Make sure the CAL light for the applicable
They indicate propeller heater function to the TMCU goes out and stays out. On the ICE
flight crew. PROTECTION panel, hold the PROP switch
to the TEST position. Make sure the applicable
Refer to Figure 30-71. Controls and Indications PROPS light come on for 15 seconds. On the
- Propellers. caution panel, the PROP DEICE light stays out.
Any faults will cause the MASTER CAUTION Set the PROP switch to OFF when the PROPS
indicator (on the Glareshield panel) and the indicator goes out. On the maintenance panel,
PROP DEICE caution light (on the overhead make sure the applicable CAL light is on. Wait
Caution and Warning Panel) to come on. There at least 90 seconds and repeat steps for the
is one indicator for both propellers. other TMCU if necessary.
English language fault messages are transmitted Do the TMCU test. Set the PROP switch to the

by the TMCU on an ARINC 429 data bus upon ON position for 90 seconds, then set the PROP
request to the centralized diagnostic system switch to OFF. If the SAT is less than 5 °C, the
(CDS) as indicated by activation of a discrete two PROP lights will come on in a sequence. If
input signal when the propeller is not rotating. the SAT is more than 6 °C, the two PROP lights
will not come on. On the ARCDU, set the TMCU
No.1 and No.2 and make sure the screen shows
Interfaces the “NO FAULT REPORTED” indication.
The system interfaces with:
•• Integrated flight cabinet (IFC)

•• FADEC Local (for Oil Px.) through the
ECIU
•• Proximity sensing electronic unit
(PSEU)
•• TMCU remote.
Calibration
Start the engines and make sure the AC
GENs show 115 VAC ±5 VAC. On the ICE
PROTECTION panel, do a PROP TEST. On
the caution panel, make sure the PROP DEICE
light does not come on during the test.
On the maintenance panel set the CDS GDN

MAINT switch to the MAINT position. Make
sure the CDS GDN MAINT light comes on. Push
the PROP DEICE CAL switch for the applicable
TMCU and hold it for three seconds or more.

PITCH PITOT HEAT

A ICE DETECT
TRIM STBY F L
FAI
FAIL
PITOT PITOT
A 1
HEAT A 2
HEAT
PROP
DEICE
DEICE
TIMER

CABIN CHK
PRESS FIRE DET
CAUTION PANEL
STICK PUSHER
SHUT OFF
ENGINE
ENGINE FIRE
FIRE
INHIBIT ANTI SKID

TEST
TERRAIN ELEVA
VATOR TRIM
ELEVATOR
INHIBIT SHUT OFF
CF-AEI
Master Caution
Annunciator Switch
Figure 30-71. Controls and Indications - Propellers



OTHER SYSTEM 1/2
< EMU ANTI-SKID >
< FCS ICE PROTECTION >
< ECS APU >
< TMCU 1 TMCU 2 >

Figure 30-72. CDS - Main Menu
OTHER SYSTEM 1/2 TMCU FAULTS 1/1 TMCU1

TMCU1 FAULTS
FAULTS 1/1
< EMU ANTI-SKID > TMCU (1)

ddddddddR
INPUT AC LOW PHASE (A,B,C)
TMCU FAIL (CODE X X)
< FCS ICE PROTECTION > SHORTED OUTPUT PHASE (A,B,C)
NO FAULT REPORTED OVERCURRENT PHASE (A,B,C)
UNDERCURRENT PHASE (A,B,C)
< ECS APU > OPEN OUTPUT PHASE (A,B,C)
CALIBRATION FAILURE
HEAT ON LINE / OTHER TMCU
< TMCU 1 TMCU 2 > SYNC LINE / OTHER TMCU
ARINC RECEIVE BUS
Figure 30-73. CDS - TMCU FAULTS Pages

RETRIEVAL OF DATA FROM THE On the maintenance panel, set the CDS GND
MAINT toggle switch to the “down” position
CENTRAL DIAGNOSTIC SYSTEM and make sure the CDS GND MAINT light
(CDS) - TIMER MONITOR goes off.
CONTROL UNIT (TMCU)
De-energize the electrical system.
the maintenance practice and is intended for Remove all tools, equipment, and unwanted
training purposes only. For a more detailed materials from the work area.
General
Obey all the electrical/electronic safety
precautions.
Energize the aircraft electrical system.
Put the aircraft in the weight-on-wheels

condition.
Procedure
Refer to:
•• Figure 30-88. CDS - Main Menu.

•• Figure 30-89. C
DS - TMCU FAULTS
Pages.
On the maintenance panel, set the CDS GND

MAINT toggle switch to the “up” position and
make sure the CDS GND MAINT light comes on.
Set either ARCDU to the ON position and push

the MAINT key.
The CDS main menu is displayed as follows in

Figure 30-88.
Push the LSK 2L to access the OTHER

SYSTEM menu. Push the LSK 4L to access the
number 1 TMCU FAULTS pages or the LSK
4R to access the number 2 TMCU FAULTS
pages. If no faults are reported, the CDS will
show a NO FAULT REPORTED message. The
CDS will show a maximum of seven pages
depending on the number of faults and the
number of times the faults occur.

PRO
O DEICE CAL
PROP
TMCU FAULTS 1/1
CDS GND MAINT
#1 #2
ECS AUTO NVM R
RE
RESET
ON FAIL PSEU
PSS PSEU
NO FAULT REPORTED
OFF MAINT OPER
FLAP
PAA
PROP TEST
DEICE 2
28 VDC
CPC PROP
DEICE 1
ECS AFR
FLT DEICE
CTL
Figure 30-74. CDS Maintenance Panel and TMCU Faults Page

TASK 45-00-30-743-801 ERASE NOTES

THE DATA FROM THE CENTRAL
DIAGNOSTIC SYSTEM (CDS)
- TIMER MONITOR CONTROL
UNIT (TMCU)
General
Obey all the electrical/electronic safety
precautions.
Energize the aircraft electrical system.

Put the aircraft in the weight-on-wheels
condition.
Procedure
Refer to CDS Maintenance Panel and TMCU
Faults Page.

MAINT toggle switch to the “up” position
and make sure the CDS GND MAINT light
comes on. On the CDS Maintenance panel,
turn the system selector rotary switch to the
PROP DEICE 1 (2) position. Make sure the
system selector LED is on. Push the NVM
RESET (Guarded) switch. On the TMCU
FAULTS pages make sure the CDS shows the
NO FAULT REPORTED message.
On the CDS Maintenance panel, turn the system

selector rotary switch to the OFF position.
Make sure the system selector LED is off.

MAINT toggle switch to the “down” position and
make sure the CDS GND MAINT light goes off.
De-energize the electrical system.
Remove all tools, equipment, and unwanted

materials from the work area.

AVIONICS RACK
AVIONICS RACK
O/H CONSOLE - LH SIDE
2730-
P/J1A-A1 2730-
INCREASED P/J1A-A2
SH 2 2 3000- 329 INCREASED
REFERENCE 329
J/P101 SPEED SWITCH REFERENCE
FLT COMP
71 SPEED SWITCH
3000- 27-30 A1 SPM #1
3313- 2 3 27-30 A2 SPM #2
72 27-33-00
J/P2 P/J101 27-33-00
DASH 8 Q400
7 9 5 6 FWD FUSE (U/F) LHS
BLADE BLADE
DEICING DEICING
A
J/P1-1 P/J1 3 1 4 6
DS1 PH A 1 INNER
ADVISORY DIM D A PF CF PF CF PF CF PF CF
AND TEST BOX PH B 2 CENTER
31-51-00 P/J2-1 E C
1 6 11 PH C 3 OUTER PF PF
43 C1 2 98 F E
TEST 3 7 12
OFF DECK A 5 2
ON 4 PROPELLER NO. 1 SLIPRING
C2 5 73 BRUSH BLOCK
6 CF CF
3140-
1 8 P/J1C-A2
44 C1 2 421
3
DECK C 31-40 A2 IOM #2

S1 PROP HEAT PLT SIDE CONS
CF=CAMBER FACE OF BLADE
PF=PITCH FACE OF BLADE
74
7600-
ICE AND RAIN PROTECTION P/J1-ECIU WARDROBE
SYSTEM (IRPS) PANEL 65 ECIU CHANNEL A
30-11-00 75
9811-
J/P2-1 P/J340
L NACELLE ECIU
PROP 1 DEICE CAL 15 45 PROP 1 DEICE CAL
2421- PROP 1 DEICE 16 43 PROP 1 DEICE
J/P5-1 P/J1-1
PHASE A F A1 A2 A MAINT PNL
45-45-00
PHASE B E B1 B2 B
PHASE C D C1 C2 C AVIONICS RACK

X2
LEFT A/C P/J2-1 3140-

CONTACTOR BOX J/P2-1 P/J1C-A1 PROP RPM >400
X1 17
24-31-00 TCMU #1 MA HI 2 429 HI TCMU #1 MA TAT < +5°C
K1 14
A429 (1K) LO 3 428 LO A429 (1K)
ISOLATOR
(L6)
CONTACTOR 31-41 A2 IOP #2
+28 V DC PROP DEICE CONT
L ESS BUS 22 28 V DC IN 31-41-00
3A
FLT COMP
LEFT DC CBP
24-61-00 3313- HI 4 FMS #1
GPDB #1 A429 LO 5 34-61-00
J/P1
7 19
8 20
O/H CONSOLE
ACU ADVISORY
d4s306100_a_007.dg, nr, dec11/2008

DIM AND TEST BOX SH 2 1
31-51-00
3312-
AVIONICS RACK P/J3
PROP DEICE 13 5 PROP DEICE
3140-
J/P1A-A1
CAUTION AND
TMCU #1 TEST 225 18 TMCU #1 TEST
WARNING PANEL
31-51-00
DEICING TIMER MONITOR CONTROL
31-40 A1 IOM #1 UNIT PROP NO#1
31-41-00 PROPELLER ELECTRONIC CONTROL UNIT LEFT HAND CIRCUITS SHEET 2, J/P2-2, PIN 13
Figure 30-75. Prop De-Ice Schematic (1 of 2)

OPERATION A timer circuit in the TMCU makes sure that

the microprocessor operates correctly. If the
Normal System Operation microprocessor does not start normal operation,
it is switched off by the timer circuit.
Refer to:
Propeller faults are shown as a PROP DEICE
•• Figure 30-75. P
rop De-Ice Schematic caution light on the overhead Caution and Warning
(1 of 2). Panel (one indicator for the two propeller systems).
•• Figure 30-76. P
rop De-Ice Schematic A test mode (calibration) is available on the
(2 of 2). aircraft maintenance panel. It is able to test
blade heater resistance and is recorded in Non-
The propeller de-ice system is manually selected Volatile Memory for CDS retrieval. (TASK
and automatically controlled when the PROP 30-61-00-720-801 Functional Test of the
selector is set to the ON or TEST positions. The Propellers De-icing System). (See appendix).
PROPS indicator on the ICE PROTECTION
panel will illuminate when power is applied The propeller de-ice operates when the
to the blade heaters. The prop de-ice operates following actions occur:
until the selector is set to the off position. The
operation of the left engine prop de-ice is •• T h e P R O P s e l e c t o r o n t h e I C E
described; the right side is similar. PROTECTION panel is set to the ON

The propeller RPM and total air temperature follow:
(TAT) are monitored by the two TMCUs to
calculate the prop de-ice cycles from the table °° T h e C B , P R O P D E I C E C O N T
supplies 28 VDC to the TMCU No.1
below. There is a default cycle for a fault with
connector P2-1 pin 22.
the ARINC bus or data integrity error. An
output signal from one TMCU to the other °° The TMCU No.1 supplies a power
TMCU allows synchronization to prevent the signal from its connector P2-1 pin 17
two heaters from operating at the same time. to the isolation contactor K1 pin X1.
°° The PROP selector supplies the ground
Propeller TMCU De-Ice Cycles signal from the IRPS panel connector
P101 pin 8 to the isolation contactor
TAT Range ºC (ºF) Energized De-energized pin X2 which closes the K1 relay.
> +5 (41) OFF -
°° The CB2, PROP DEICE in the left
-7 (19.5) to +5 (41) 12 sec. 78 sec. AC contactor box supplies 115
-12 (10.5) to -7 (19.5) 45 sec. 80 sec. VAC through the closed isolation
contactor to the TMCU No.1
-17 (1.5) to -12 (10.5) 74 sec. 76 sec.
connector P1-1 pins A, B and C.
-22 (-7.5) to -17 (1.5) 84 sec. 96 sec.
≤ -22 (-7.5) 92 sec. 108 sec. °° The TMCU No.1 connector P2-1 pins 2
and 3 receive the ARINC 429 Total Air
Temperature (TAT) and propeller RPM
The TMCU activates the propeller blade heaters (NP) from the IOP No.2 connector
when the following conditions are met: P1C-A2 pins 428 and 429 if:
•• TAT less than 41°F (5°C) -- The NP is greater than 400 RPM
•• Prop RPM greater than 400 -- The TAT is less than +5 ºC
(41ºF) then
•• PROP heater switch set to ON.
-- The ground signal out from the
IRPS panel connector P101 pin

AVIONICS RACK
AVIONICS RACK
O/H CONSOLE - LH SIDE
2730-
P/J1A-A1 2730-
INCREASED P/J1A-A2
SH 2 2 3000- 329 INCREASED
REFERENCE 329
J/P101 SPEED SWITCH REFERENCE
FLT COMP
71 SPEED SWITCH
3000- 27-30 A1 SPM #1
3313- 2 3 27-30 A2 SPM #2
72 27-33-00
J/P2 P/J101 27-33-00
7 9 5 6 FWD FUSE (U/F) LHS
BLADE BLADE
DASH 8 Q400
DEICING DEICING
A
J/P1-1 P/J1 3 1 4 6
DS1 PH A 1 INNER
ADVISORY DIM D A PF CF PF CF PF CF PF CF
AND TEST BOX PH B 2 CENTER
31-51-00 P/J2-1 E C
1 6 11 PH C 3 OUTER PF PF
43 C1 2 98 F E
TEST 3 7 12
OFF DECK A 5 2
ON 4 PROPELLER NO. 1 SLIPRING
C2 5 73 BRUSH BLOCK
6 CF CF
3140-
1 8 P/J1C-A2
44 C1 2 421
3
DECK C 31-40 A2 IOM #2
S1 PROP HEAT CF=CAMBER FACE OF BLADE

PLT SIDE CONS
PF=PITCH FACE OF BLADE
74
7600-
ICE AND RAIN PROTECTION P/J1-ECIU WARDROBE
SYSTEM (IRPS) PANEL 65 ECIU CHANNEL A
30-11-00 75
9811-
J/P2-1 P/J340
L NACELLE ECIU
PROP 1 DEICE CAL 15 45 PROP 1 DEICE CAL
2421- PROP 1 DEICE 16 43 PROP 1 DEICE
J/P5-1 P/J1-1
PHASE A F A1 A2 A MAINT PNL
45-45-00
PHASE B E B1 B2 B
PHASE C D C1 C2 C AVIONICS RACK

X2
LEFT A/C P/J2-1 3140- TAT

CONTACTOR BOX X1 17 J/P2-1 P/J1C-A1 RPM
24-31-00 K1 TCMU #1 MA HI 2 429 HI TCMU #1 MA
14 428 LO
A429 (1K) LO 3 A429 (1K)
ISOLATOR
(L6)
CONTACTOR 31-41 A2 IOP #2
+28 V DC PROP DEICE CONT
L ESS BUS 22 28 V DC IN 31-41-00
3A
FLT COMP
LEFT DC CBP
24-61-00 3313- HI 4 FMS #1
GPDB #1 A429 LO 5 34-61-00
J/P1
7 19
8 20
O/H CONSOLE
ACU ADVISORY
d4s306100_a_007.dg, nr, dec11/2008

DIM AND TEST BOX SH 2 1
31-51-00
3312-
AVIONICS RACK P/J3
PROP DEICE 13 5 PROP DEICE
3140-
J/P1A-A1
CAUTION AND
TMCU #1 TEST 225 18 TMCU #1 TEST
WARNING PANEL
31-51-00
DEICING TIMER MONITOR CONTROL
31-40 A1 IOM #1 UNIT PROP NO#1
31-41-00 PROPELLER ELECTRONIC CONTROL UNIT LEFT HAND CIRCUITS SHEET 2, J/P2-2, PIN 13
Figure 30-76. Prop De-Ice Schematic (2 of 2)

7 to the TMCU No.1 connector •• This action causes the TMCU No.1 to
P2-1 pin 12. send 115 three phaseVAC out from its
connector P2-1 pins D, E and F to the
°° This action causes the TMCU No.1 brush block connector P1 pins A, C
to send 115 three phase VAC out
and E.
from its connector P2-1 pins D, E
and F to the brush block connector •• These actions cause the left propeller
P1 pins A, C and E. blade heaters to energize on for five to
seven seconds and de-energize off for
°° T h e s e a c t i o n s c a u s e s t h e s i x 2 seconds then the right engine cycles
propellers deicer boots to energize
on and off.
with a resultant voltage of 200 VAC
phase to phase. •• The TMCU will not operate for 30
seconds after this test.
The No.1 TMCU also sends left and right prop
•• The green propeller lights on the ICE
de-ice signals out from the connector P2-1 pins 19
PROTECTION panel also illuminate
and 20 to the advisory dim and test unit connector
during the propeller blade heaters
3313-P1 pins 7 and 8. The advisory dim and test
operation.
unit sends power signals out from connector 3313-
P2 pins 7 and 8 to the ICE PROTECTION panel
connector 3000-P101 pins 9 and 10 to illuminate

the green PROPS de-ice advisory lights.
Test Mode Operation

The PROP selector on the ICE PROTECTION
panel is set to the TEST position which
provides the signals that follow:
•• The CB, PROP DEICE CONT supplies

28 VDC to the TMCU No.1 connector
P2-1 pin 22.
•• The TMCU No.1 supplies a power
signal from its connector P2-1 pin 17
to the isolation contactor K1 pin X1.
•• The PROP selector supplies the ground
signal from the IRPS panel connector
P101 pin 8 to the isolation contactor pin
X2 which closes the K1 relay.
•• The CB2, PROP DEICE in the left
AC contactor box supplies 115 VAC
through the closed isolation contactor
to the TMCU No.1 connector P1-1 pins
A, B and C.
•• Then the TMCU ignores the TAT &
WOW signal because the TEST position
has been selected.
•• The ground signal out from the IRPS
panel connector P101 pin 6 to the
TMCU No.1 connector P2-1 pin 11.

A
A
fs885a01.cgm
Figure 30-77. Ice Detector Probe - Location
Figure 30-78. Ice Detector Probe (Photo)

30-80-00 ICE DETECTION shows ICE DETECTED on the engine systems

integrated display (ESID), ED page.
SYSTEM
It also triggers the heater circuit of the IDP to
deice the sensor.
INTRODUCTION
If the ICE PROTECTION panel REF SPEEDS
The Ice Detection System (IDS) gives early
toggle switch is set to the off position when
detection and indication of aircraft icing
ice is detected, the ICE DETECTED message
conditions. This system is not activated or
will come into view yellow and flashing until
controlled by the flight crew.
actioned. When the REF SPEEDS switch is
selected to the INCR position, the advisory
GENERAL message will change to white and steady. The
INCR REF SPEED reminder message will also
Refer to:
be displayed on the ED.
•• Figure 30-77. I c e D e t e c t o r P r o b e
If the REF SPEEDS switch is set to the
- Location.
INCR position when ice is detected the ICE
•• Figure 30-78. I c e D e t e c t o r P r o b e DETECTED message will appear in white
(Photo). reverse video for 5 seconds then normal video.

The Ice Detection System consists of two Only one advisory message is shown when ice
independent electronic ice detector probes (IDP) is sensed by one or both IDPs.
installed on the front fuselage. It advises the
crew of icing conditions when ice accumulation Discrete information comes from either sensor
on the IDP is greater than 0.02 in. (0.5 mm). through Input/Output Processor (IOP1 or IOP2).
The IDS is activated anytime 115 VAC electrical If the signal from the sensor exceeds the “Ice
power is available. When ice accumulation is Threshold Level”, there is an “ICE” output of
sensed, the words ICE DETECTED appear on the Ice Detector. It causes the heater circuit
the engine display (ED). of the Ice Detector Probe (IDP) to deice the
sensor. The sensor is then ready for a new ice
The IFC interface with the electronic instrument detection cycle.
system (EIS) to generate the ICE DETECTED
advisory message. The ICE DETECTED message will remain in
view for a minimum of 60 ±5 seconds.
SYSTEM DESCRIPTION
Each IDP interfaces with these systems:
Refer to Figure 30-79. Ice Detection Message.
•• Caution and Warning Panel
The ice sensor operates on a piezoelectric
•• IFC
principle. It continuously vibrates at its natural
resonant frequency and when ice accumulates •• TMU.
on the ice sensor, the frequency of vibration
increases due to an increase in rigidity. The left and right IDPs are directly powered
from the related 115 VAC variable frequency
Water or liquid contaminants increase the left bus and 115 VAC variable frequency right
diaphragm mass without increasing its stiffness. bus, through 5 A circuit breakers labeled L ICE
DET and R ICE DET.
T he f requency change i s el ect ronic a lly
converted to supply the electrical signal that

MTOP UPTRIM MTOP

100 % TRQ 100 %
A %
NH 0 0 NH
%RPM %RPM
A/FSELECT
0. 0 PROP 0. 0
RPM
A/ F TEST A / F TEST
PASSED PASSED
FF 0 0 FF
PPH PPH
0 0
ITT
C
NL NL
%RPM %RPM
0 20 20 0
[ BALANCE ]
C OIL PSI FUEL C OIL PSI
0 0 4300 LBS 3600 0 0
+ 25 C + 22
SAT + 0 C
ICE DETECTED
[INCR REF SPEED]
Ice Detected Indicator
Figure 30-79. Ice Detection Message
ICE
TAIL
AIRFRAME
A B
WING
OVERHEAD CONSOLE
REF SPEED Switch ICE DETECT FAIL (Amber)

ENGINE INTAKE
PITOT STATIC PITCH PITOT HEAT

A ICE DETECT
BOOT AIR TRIM STBY FAIL
PITOT PITOT
HEAT
A 1 HEAT
A 2
ISO
WINDSHIELD
WIPER
PROP
PLT SIDE DEICE
DEICE
HIGH TIMER

CABIN CHK
WARM UP/NORM IF SAT >20 C PRESS FIRE DET
A B CAUTION PANEL
Figure 30-80. Controls and Indications - Ice Detection

COMPONENT DESCRIPTION CONTROLS AND INDICATIONS

Ice Detector Probe Refer to:
Refer to: •• Figure 30-79. Ice Detection Message.

•• Figure 30-80. C
ontrols and Indications
•• Figure 30-77. I c e D e t e c t o r P r o b e
- Ice Detection.
- Location.
•• Figure 30-78. I c e D e t e c t o r P r o b e Only one advisory message is shown when ice
(Photo). is sensed by one or both IDPs. The message
will also flash until the REF SPEED switch is
Two IDPs are located, one on each side of the selected to ON.
forward fuselage.
The ICE DETECTED message is not displayed
Each IDP is attached to the skin from the when ice is not detected.
outside using six bolts.
Failure of the two IDPs causes the ICE
DETECT FAIL caution light (on the Caution
WARNING
and Warning Panel) to come on.

WHEN THE ICE−DETECTED
Failure of one IDP is reported to the TMU.
INDICATION COMES ON
The TMU stores the failure as a maintenance
YOU MUST IMMEDIATELY
message that will be displayed on the ARCDU
REMOVE THE TESTER
when the CDS is interrogated. The displayed
FROM THE ICE DETECTOR
message is “LEFT IDP FAIL” or “RIGHT IDP
PROBE. WHEN THE OUTSIDE
FAIL” for the related left or right IDP failure.
AIR TEMPERATURE IS
LESS THAN 20°C, THE
ICE DETECTOR HEATERS
BECOME HOT VERY
QUICKLY. IT CAN CAUSE
INJURY TO PERSONNEL OR
DAMAGE TO EQUIPMENT.
WARNING
THE ICE DETECTOR PROBES

CAN BECOME HOT VERY
QUICKLY WHEN THE ICE−
DETECTED INDICATION
COMES ON. THE HOT ICE
DETECTOR PROBES CAN
CAUSE INJURIES IF YOU
TOUCH THEM.

ARMS
IRPS - MAINTENANCE ARMS
IRPS - MAINTENANCE
< ARCDU 1 TEST < PITOT

ARCDU1 1FAIL
TEST
< ARCDU 2TE TEST < ARCDU 2TE TEST

NO FAULT REPORTED
< RCAU TEST < RCAU TEST
< SPECIAL TEST < SPECIAL TEST
I I
Figure 30-81. ARCDU - No Fault Page Figure 30-82. ARCDU - Fault Found

Centralized Diagnostics System

(CDS) Fault Message Retrieval -
Fault Isolation
To retrieve the fault codes from the aircraft
systems, do the procedures that follow:
1. On the ARCDU, OTHER SYSTEMS 1 push

one of the screen line select key adjacent to
the following:
•• TMCU1
•• ICE PROTECTION
•• TMCU2.
2. If there is No Faults a NO FAULT REPORTED

message will be displayed. (Refer to Figure
30-81).
3. If there are Faults they will be listed in

plain English (Figure 30-82).

ATA
30---3 ICE DETECTOR PROBE 2 One (1) may be removed with no performance
(ELECTRONIC) penalty for a maximum of thirty (30) calendar
days provided:
a. a blanking plate is installed in its place as
per the approved repair drawing R/D
8/4 ---53---2302.
Figure 30-83. CDL - Ice Detector Probe (Electronic)

NOSE
LEFT ICE
P/J33
PH 'A' DET
5A 1 115 VAC PH A
L BUS
J/P33
3 SIGNAL RTN ICE O/P 2
SYSTEM OK O/P 4
115 VAC VARIABLE
7 GND
FREQUENCY PANEL
24-51-00 8 CASE GND
DASH 8 Q400
AVIONICS RACK
LEFT ICE
DETECTOR PROBE 3140-
P/J1A-A1
120 LEFT ICE DET
214 RIGHT ICE DET
FLT COMP
31-40 A1 IOM #1
3312- 31-41-00
P/J3 P/J3
1 V- L FAIL I/P
ICE DETECT
2 EE R FAIL I/P
FAIL
AVIONICS RACK

CAUTION AND
WARNING PANEL ICE AND RAIN PROTECTION
(O/H CONSOLE) SYSTEM (IRPS) TIMER AND 3140-
31-51-00 MONITOR P/J1A-A2
30-11-00 120 LEFT ICE DET
214 RIGHT ICE DET
31-40 A2 IOM #2
31-41-00
NOSE
P/J34
3 SIGNAL RTN
J/P34
7 GND SYSTEM OK O/P 4
ICE O/P 2
RIGHT ICE 8 CASE GND
DET
PH 'A'
5A 1 115 VAC PH A
R BUS
115 VAC VARIABLE RIGHT ICE

FREQUENCY PANEL DETECTOR PROBE
24-51-00
NOTES:
1. UNLESS OTHERWISE SPECIFIED, ALL REFERENCE
DESIGNATIONS ARE PREFIXED 3000-.
2. PIN LOCATION SUFFIXED BY ( - ) DENOTES LOWER
CASE LETTERS.
3. THE FOLLOWING ENGINEERING DRAWINGS WERE USED:
83000200/11/K
82420406/2/B
Figure 30-84. Ice Detection System Electrical Schematic

OPERATION Fault Diagnostics

Normal System Operation Fault Detection
Refer to Figure 30-84. Ice Detection System The ICE DETECT FAIL caution light
Electrical Schematic. illuminates when the two ice detector probes
have failed.
The ice detection system operates when the
actions that follow occur:
The Ice Detection system brings on the ICE
•• The CB, RIGHT ICE DET supplies 115 DECTECT FAIL caution light when the actions
VAC to the right ice detector connector that follow occur:
P34 pin 1.
•• The CB, RIGHT ICE DET supplies 115
•• This causes the ice detector probe to VAC to the right ice detector connector
vibrate at a set frequency. P34 pin 1.
•• When ice is detected, the frequency •• The CB, LEFT ICE DET supplies 115
change is sensed in the probe and the VAC to the right ice detector connector
probe sends the signals that follow: P33 pin 1.
°° The right ice detection probe sends •• The left and right ice detector probes send

a ground a (ice detected) signal out open circuit (fail) signals out from their
of its connector P34 pin 2 to the connectors on pins 4 to the caution and
IOM No.2 connector 3140-PJ1A-A2 warning panel connector 3312-P3 pins
pin 214 and IOM No.1 connector 1 and 2 which causes the ICE DETECT
3140-PJ1A-A1 pin 214. FAIL caution light to illuminate.
°° T h e t w o I O M s c a u s e s a n I C E •• The left and right ice detector probes
DETECTED (amber) message to also send the open circuit (fail) signals
come on, on the Engine Display. out from their connectors on pins 4 to
°° The REF SPEEDS switch is set to the IRPS TMU connector P3 pins V and
the INCR position which causes the EE which causes the TMU to record
ICE DETECTED message to change the fault for the CDS access (Refer to
from amber to white and INCR REF 45-45-00).
SPEED (white) comes on. (Refer to
27-33-00 SPS)
°° The left and right ice detector probes
send ground (probe serviceable)
signals out from their connectors on
pins 4 to the caution and warning
panel connector 3312-P3 pins 1 and
2 which causes the ICE DETECT
FAIL light to stay off.
°° The left and right ice detector probes
also send ground (probe serviceable)
signals out from their connectors on
pins 4 to the IRPS TMU connector
P3 pins V and EE.
°° When the IDP senses ice or when
touched for more than a few seconds,
the IDP internal heater comes on.


•• Commercially Available from Innovative Aircraft Solutions LLC.
•• Alternate Bleed Air Source (ABAS) Kit 63605-001 or Equivalent
•• Commercially Available Vacuum Source (approved to give 20 inches Hg)
•• GSB3021001 (or manufacture locally) Test box (tester)
•• 18-234 Extraction Tool (Vivisun)
•• GSB2400001, Multimeter - Digital Volt/Ohm
•• GSB2400016, Electrical & Avionics tool kit
•• GSB2400001 Digital Multimeter - Hand Held
•• GSB5180001 or GSB5180005 Bonding Tester
•• Commercially Available Four terminal low resistance test equipment
•• Commercially Available Insulation test meter
•• 807-102-000-011 Ice Sensor Tester

•• AMM 30-11-00-680-801 Drain the Tailplane Deicing Boot Air Lines (MRB#301100−208)
•• AMM 30-11-16-000-801 Removal of the Dual Distributing Valves
•• AMM 30-11-16-400-801 Installation of the Dual Distributing Valves
•• AMM 30-11-66-000-801 Removal of the Outboard Wing Deicer Boots and Hoses
•• AMM 30-11-66-400-801 Installation of the Outboard Wing Deicer Boots and Hoses
•• AMM 30-11-71-000-801 Removal of the Nacelle Deicer Boots and Hoses
•• AMM 30-11-71-400-801 Installation of the Nacelle Deicer Boots and Hoses
•• AMM 30-11-76-000-801 Removal of the Inboard Wing Deicer Boots and Hoses
•• AMM 30-11-76-400-801 Installation of the Inboard Wing Deicer Boots and Hoses
•• AMM 30-11-81-000-801 Removal of the Horizontal Stabilizer Deicer Boots and Hoses
•• AMM 30-11-81-400-801 Installation of the Horizontal Stabilizer Deicer Boots and Hoses
•• AMM 30-11-86-000-801 Removal of the Vertical Stabilizer Deicer Boots and Hoses
•• AMM 30-11-86-400-801 Installation of the Vertical Stabilizer Deicer Boots and Hoses
•• AMM 30-11-00-300-802 Repair of the Pneumatic Deicer Boots
•• AMM 45-00-30-742-802 R
etrieval of Data from the Central Diagnostic System (CDS) − Ice
Protection System (ICE PROTECTION)
•• AMM 30-11-00-710-801 O
perational Check of the Deicing System Air Supply
(CMR#301100–101)

•• AMM 30-21-01-000-801 Removal of the Air Intake Heater Thermostats

•• AMM 30-21-01-400-801 Installation of the Air Intake Heater Thermostats
•• AMM 30-21-00-710-801 Operational Test of the Engine Air Intake Anti−Icing
•• AMM 30-30-00-710-801 Operational Test of the Pitot and Static Anti−icing System
•• AMM 30-41-00-710-801 Operational Test of the Pilot Windshield Anti−icing System
•• AMM 30-42-00-710-801 Operational Test of the Windshield Wiper System
•• AMM 30-61-00-280-801 D
etailed Inspection of the Propeller Deice Brush Wear Indicator
(MRB #306000−201)
•• AMM 30-61-06-820-801 Calibration Procedure for the Timer Monitor Control Unit (TMCU)
•• AMM 45-00-30-742-801 R
etrieval of Data from the Central Diagnostic System (CDS) −
Timer Monitor Control Unit (TMCU)
•• AMM 30-61-00-720-801 Functional Test of the Propellers De−icing System
•• AMM 30-61-00-720-802 F
unctional Test and Calibration of the Propeller De−icing System
(Modsum 4−126150)

•• AMM 30-80-00-710-801 Operational Test of the Ice Detection System

CHAPTER 29
HYDRAULICS
CONTENTS
Page
29-00-00 INTRODUCTION........................................................................................ 29-1
GENERAL.................................................................................................................. 29-3
Hydraulic Safety Precautions............................................................................... 29-3
General......................................................................................................... 29-3
29-11-00 MAIN HYDRAULIC SYSTEMS NO.1 AND NO.2...................................... 29-5
General................................................................................................................ 29-5
Component Description........................................................................................ 29-9
Engine Driven Pumps (EDPs)....................................................................... 29-9
Removal/Installation of the Variable Delivery Hydraulic Pump............................ 29-9
Firewall Shut-Off Valves (FSOVs)............................................................... 29-10
Isolation Valves........................................................................................... 29-11
No.1 and 2 Hydraulic System Reservoirs.................................................... 29-13
29 HYDRAULICS
No.1 and 2 Hydraulic System Reservoir Components................................. 29-13
Ecology Bottles........................................................................................... 29-14
Hydraulic Filter Manifold........................................................................... 29-15
Pressure Filter............................................................................................. 29-16
Return Filter................................................................................................ 29-16
Case Filter (Pre Mod SB)............................................................................ 29-17
Case Filter (Post Mod SB)........................................................................... 29-18
No.1 Hydraulic System Standby Power Unit (SPU)..................................... 29-19

Page
Heat Exchanger........................................................................................... 29-20
Removal/Installation of the Hydraulic Fluid to Fuel Heat Exchanger................. 29-20
Heat Exchanger Bypass Valve..................................................................... 29-21
No.1 Hydraulic System Balanced Relief Valve............................................ 29-23
Power Transfer Unit (PTU).......................................................................... 29-25
PTU Select Valve........................................................................................ 29-27
Hydraulic Control Panel/Switch.................................................................. 29-27
Operation........................................................................................................... 29-31
No.1 System Operation............................................................................... 29-31
Firewall Shut-off Valves (CLOSED)............................................................ 29-31
SPU Operation............................................................................................ 29-35
SPU Operation (Manual)............................................................................. 29-35
SPU Operation (Automatic)........................................................................ 29-35
SPU Operation (Motor Hot)........................................................................ 29-39

29 HYDRAULICS
No.2 Hydraulic System Operation............................................................... 29-41
PTU Operation............................................................................................ 29-41
PTU Operation with Manual Selection........................................................ 29-43
PTU Automatic Operation........................................................................... 29-45
PTU Operation for No.2 Engine Failure

in Flight and/or #2 EDP Failure in Flight.................................................... 29-47
PTU Failure................................................................................................. 29-49
29-12-00 NO.3 MAIN HYDRAULIC SYSTEM........................................................ 29-51

Page
General.............................................................................................................. 29-51
DC Motor Driven Pump (DCMP)................................................................ 29-53
No.3 Hydraulic System Reservoir............................................................... 29-54
Ecology Bottle............................................................................................ 29-55
No.3 Hydraulic Accumulator ...................................................................... 29-56
No.3 Hydraulic Bootstrap Accumulator....................................................... 29-57
No.3 Hydraulic Accumulator Isolation Valve............................................... 29-58
No.3 Hydraulic System Pressure Switches.................................................. 29-61
No.3 Hydraulic System Pressure Filter Manifold........................................ 29-63
Manifold Charging Gauge........................................................................... 29-64
Elevator Press............................................................................................. 29-67
No.3 HYD PUMP....................................................................................... 29-67
29 HYDRAULICS
Quantity Indicator....................................................................................... 29-69
Operation........................................................................................................... 29-71
29-30-00 INDICATIONS.......................................................................................... 29-79
Introduction....................................................................................................... 29-79
General.............................................................................................................. 29-79
Indications......................................................................................................... 29-83

Page
Hydraulic Pressure Transducers................................................................... 29-85
Temperature Switches................................................................................. 29-86
Hydraulic System Pressure Switch.............................................................. 29-87
No.3 System Hydraulic Warning Pressure Switch....................................... 29-88
29-00-00 APPENDIX................................................................................................ 29-89
General.............................................................................................................. 29-89
Maintenance Practices................................................................................. 29-89
Pressurization of the Hydraulic Systems..................................................... 29-89
Pressurization of the Aircraft Hydraulic Systems

with the Ground Hydraulic Power Unit (GHPU).......................................... 29-90
29-00-00 SAMPLING OF THE HYDRAULIC SYSTEMS........................................ 29-93
Limitations......................................................................................................... 29-93
Hydraulic Lines.................................................................................................. 29-93
Inspection of Hydraulic Lines..................................................................... 29-93
Hydraulic Line Repair........................................................................................ 29-94

29 HYDRAULICS
Temporary Repair........................................................................................ 29-94
29-10-00 FLUSHING OF THE HYDRAULIC SYSTEM(S)...................................... 29-94
29-00-00 SPECIAL TOOL & TEST EQUIPMENT.................................................... 29-95
29-00-00 MAINTENANCE PRACTICES.................................................................. 29-96

ILLUSTRATIONS
Figure Title Page
29-1 Distribution of Hydraulic System..............................................................29-2
29-2 Hydraulic Synoptic No.1...........................................................................29-4
29-3 Hydraulic Synoptic No.2...........................................................................29-6
29-4 Engine Driven Pump..................................................................................29-8
29-5 Engine Driven Pump - Removed................................................................29-9
29-6 Firewall Shut-Off Valve (FSOV)..............................................................29-10
29-7 Isolation Valve (No.1 and No.2 Hydraulic Systems)................................29-11
29-8 Hydraulic Reservoir.................................................................................29-12
29-9 Ecology Bottle.........................................................................................29-14
29-10 Hydraulic Filter Manifold........................................................................29-15
29-11 Pressure Filter (No.1 and No.2 Hydraulic Systems).................................29-16
29-12 Case Filter Pre Mod SB (No.2 Hydraulic Systems)..................................29-17
29-13 Case Filter Post Mod SB (No.2 Hydraulic Systems)................................29-18
29-14 Standby Power Unit.................................................................................29-19
29 HYDRAULICS
29-15 Heat Exchanger.......................................................................................29-20
29-16 Heat Exchanger Bypass Valve..................................................................29-21
29-17 No.1 Hydraulic System Balanced Relief Valve........................................29-22
29-18 Power Transfer Unit (PTU)......................................................................29-24
29-19 Power Transfer Unit (PTU) .....................................................................29-25
29-20 PTU Select Valve.....................................................................................29-26
29-21
Standby Hydraulic Pressure Switchlight..................................................29-27
29-22
Power Transfer Unit Switchlight..............................................................29-28
FOR TRAINING PURPOSES ONLY 29-v

Figure Title Page

29-23
Ground Service Connections - System Pressure Transducer.....................29-28
29-24 No.1 Hydraulic System - Firewall Shut-Off Valve (FSOV) CLOSED

Signal......................................................................................................29-30
29-25 No.1 Hydraulic System - Firewall Shut-Off Valve (FSOV) CLOSED.......29-32
29-26 Three-Position Level Sensing Valve.........................................................29-33
29-27 SPU Operation - Manual ON...................................................................29-34
29-28 SPU Operation - Automatic - Park Brake Off - Flaps Greater than 0........29-36
29-29 SPU Operation - Automatic W Off W - No.1 ENG LOW OIL PX............29-37
29-30 No.1 Hydraulic System Electrical Schematic - SPU Windings Hot..........29-38
29-31 PTU Hydraulic System Schematic...........................................................29-40
29-32 No.2 Hydraulic System Electrical Schematic - PTU Manual Operation...29-42
29-33 PTU Automatic Operation.....................................................................29-44
29-34 No.2 Engine Fail In Flight .....................................................................29-46
29-35 PTU Failure.............................................................................................29-48
29-36 No.3 Hydraulic System Block Diagram...................................................29-50

29 HYDRAULICS
29-37 No.3 Hydraulic System PreMod..............................................................29-50
29-38 DC Motor Driven Pump (DCMP)............................................................29-52
29-39 View Looking Outboard PostMod............................................................29-53
29-40 No.3 Hydraulic System Reservoir............................................................29-54
29-41 Hydraulic System Ecology Bottle............................................................29-55
29-42 No. 3 Hydraulic System Accumulator......................................................29-56
29-43 No.3 Hydraulic Bootstrap Accumulator...................................................29-57
29-44 No.3 Hydraulic Accumulator Isolation Valve...........................................29-58
29-vi FOR TRAINING PURPOSES ONLY

Figure Title Page

29-45 Pressure Switches Synoptic.....................................................................29-60
29-46 Pressure Switches....................................................................................29-61
29-47 Pressure Filter Manifold (System No.3)...................................................29-62
29-48 No.3 Hydraulic Pressure Filter Manifold.................................................29-63
29-49 Manifold Charging Gauge........................................................................29-64
29-50 Hydraulic Control Panel - Detail..............................................................29-65
29-51 Cautions - CAWP.....................................................................................29-66
29-52 Quantity Indicator in No.3 Hydraulic System Reservoir..........................29-68
29-53 Quantity Indicator in No.3 Hydraulic System..........................................29-69
29-54 No.3 Hydraulic System - Schematic........................................................29-70
29-55 No.3 Hydraulic System Isolation Valve (Open) Automatically -

Due to a Loss of Both Engines In Flight..................................................29-72
29-56 No.3 Hydraulic System Isolation Valve (Open) Automatically -

Due to No.1 Hydraulic System Failure In Flight......................................29-74
29-57 DCMP Operation - Park Brake Off - WOW - Single Engine Operating.........29-76
29-58 Hydraulic System Indications (Normal Mode).........................................29-78
29 HYDRAULICS
29-59 Hydraulic System Indications Reversion Mode (Composite Mode)..........29-80
29-60 Hydraulic System Caution Indications.....................................................29-82
29-61 Hydraulic Control Panel..........................................................................29-82
29-62 Indicating, Fire Protection Panel (FPP)....................................................29-84
29-63 Hydraulic Pressure Transducers...............................................................29-85
29-64 Temperature Switches..............................................................................29-86
29-65 Hydraulic System Pressure Switch...........................................................29-87
29-66 No.3 Hydraulic System Pressure Switch..................................................29-88
FOR TRAINING PURPOSES ONLY 29-vii

Figure Title Page

29-67 Ground Hydraulic Power Unit (GHPU)....................................................29-89
29-68 Ground Hydraulic Power Unit (GHPU)....................................................29-90
29-69 Hydraulic Access Door............................................................................29-91
29-70 Servicing No.1 and No.2 Hydraulic Systems...........................................29-91
29-71 Hydraulic Sample Bottle..........................................................................29-92
29-72 No.3 Bleed Relief Valve...........................................................................29-92

29 HYDRAULICS
29-viii FOR TRAINING PURPOSES ONLY

CHAPTER 29
HYDRAULICS
The main and auxiliary hydraulic systems supply the fluid force necessary to move the
29 HYDRAULICS
hydraulically powered devices.
The Dash 8 Q400 has four hydraulic systems consisting of three main systems designated
No.1, No.2, No.3 and an auxiliary system.
All systems use a synthetic phosphate ester-based fluid.
NOTE
Phosphate ester hydraulic fluid causes discomfort when comes in contact with
the skin or the eyes. Use protective glove or barrier type hand cream. Wash
thoroughly with soap and water if exposed to phosphate ester.

29-2 29 HYDRAULICS
System 1 Sys tem 2

EDP EDP
No.1 SPU
No.2
DASH 8 Q400
P
Nose Wheel
Flaps Power Transf er Unit Steeri ng
Landing Gear
System 3

Inboard Ext./Retrac t
Flt. Spoiler s
DCMP
No.3 Outboa rd
Flt. Spoi lers
Main Wheel
Brakes
System
(Anti Skid)
Accumulator Emergenc y /
Parking Brak es
Left Elevator Right Elevator Left Elevator Right Elevator Left Elevator Right Elevator
Outboard Outboard Inboard Inboard Centre Centre
Lower Hand Pump Upper

Rudder Rudder
Main
Landing Gear
Extensio n
Emergenc y Lowering System
Figure 29-1. Distribution of Hydraulic System

GENERAL The indicating system shows:

•• Hydraulic pressures
Refer to Figure 29-1. Distribution of Hydraulic
•• Hydraulic quantities
System.
•• System faults
The No.1 hydraulic system provides hydraulic
•• System operating status
power to operate:
•• Accumulator pressures.
•• Flaps
•• Inboard Roll Spoilers HYDRAULIC SAFETY
•• Brakes (Normal) PRECAUTIONS
•• E l e v a t o r ( O u t b o a r d P r e s s u r e
Control Units (PCU’s)
General
•• Tag the applicable electrical and hydraulic
•• Rudder (Lower PCU).
controls when you do maintenance on
hydraulic systems or flight controls
The No.2 hydraulic system provides hydraulic
power to operate: •• Use approved gloves and goggles that
are resistant to hydraulic fluid when
•• Gear
you do work on hydraulic components
•• Rudder (Upper PCU) or systems
•• Outboard Roll Spoilers •• If you get hydraulic fluid in your eyes,
do as follows:
•• Park Brake
•• Elevator (Center PCU’s) °° Flush the eyes with cool,
clean water for 15 minutes
•• Steering. and get medical aid
•• If you get hydraulic fluid in your mouth
The No.3 hydraulic system supplies hydraulic
or stomach, get medical aid immediately.
power to operate the elevators inboard PCU’s.
The auxiliary hydraulic system provides power to

the alternate main landing gear extension system.
29 HYDRAULICS
Hydraulic system indications are shown on the:
•• Multi-Function Displays (MFDs)
•• Caution and Warning Panel (CAWP)
•• HYDRAULIC CONTROL Panel
•• Remote Indicators
•• Fire Protection Panel (FPP).

29-4 29 HYDRAULICS
LEGEND
Hydraulic pressure line
Hydraulic return line
Hydraulic suction line
Case drain
THERMAL BYPASS VALVE
OIL/FUEL HEAT System low pressure
35-52°C (85 PSID)
DASH 8 Q400
EXCHANGER
EDP FILTER MANIFOLD
PRESSURE
PILOT PRESSURE SWITCHES
PRESS SWITCH LINE
15 MICRON
2400
1800 PSI

PRESS 5 MICRON PRIORITY
TX VALVE ISOLATION
PRESS TX PR (2100 PSI) VALVE
PRESSURE
RELIEF VALVE TEMP
GRND PRESSURE (3800 PSI) SWITCHES
SPU P NORMAL
CONNECT BRAKES &
FLAPS INBD FLT
5 MICRON SPOILERS
FILL EMPTY RESERVOIR
SWITCH PTU
SELECTOR LOWER
VALVE RUDDER PCU
QTY & L/R OUTBD
QUICK GAUGE & ELEVATOR
DISCONNECT RELIEF/BLEED/ S S PCUs
SAMPLE VALVE XDUCER
M P
ECOLOGY
BOTTLE
GROUND SUCTION
CONNECTION
Figure 29-2. Hydraulic Synoptic No.1

29-11-00 MAIN No.1 system contains a priority valve that

closes if pressure becomes low. This action will
HYDRAULIC SYSTEMS remove pressure to the flaps and Power Transfer
NO.1 AND NO.2 Unit (PTU). The valve will automatically reset
when fluid pressure returns to normal.
A PTU selector valve controls No.1 system
GENERAL pressure to the PTU (motor side).
Refer to:
The No.2 hydraulic system uses a PTU as a
•• Figure 29-2. Hydraulic Synoptic No.1. backup. The system also contains an accumulator
to provide park brake pressure when primary
•• Figure 29-3. Hydraulic Synoptic No.2. pressure is not available. A transducer supplies
park brake pressure to the FDPS. A handpump
Engine Driven Pump (EDP) output pressure is is provided to pressurize the park brake system
monitored by a pressure switch and then delivered if primary pressure is not available.
through a check valve to the filter manifold where
it is filtered. A transducer measures the pressure
and sends data to the Flight Data Processing
System (FDPS) for display.
Backup Standby Pressure Unit (SPU) pressure
is measured and sent to the FDPS for indication.
This flow joins the No.1 system to supply
pressure when selected.
A thermal/bypass valve controls the flow of
case drain fluid from the EDP and SPU through
heat exchangers in the fuel collector bays.
The 3000 psi output fluid is split into two flows.
One flow is sent to the reservoir differential
piston to keep the reservoir pressurized. This
ensures a positive inlet pressure to the SPU and
the EDP (through a firewall shut-off valve). The
29 HYDRAULICS
flow is also sent through a pilot pressure line to
hold the isolation valve open. The second flow
is sent to the hydraulic components that are
operated by the No.1 hydraulic system.
The bootstrap reservoirs contain a level
sensing valve and switches for control and
indication. Provisions for bleed/relief/samples
are provided. Any overflow from the system is
collected by the ecology bottles.
Reservoir quantity transducers send information to
the FDPS for display on the MFDs. The reservoirs
also contain direct reading quantity gauges.

29-6 29 HYDRAULICS
ACCUMULATOR
FUEL/OIL HAND PUMP
THERMAL BYPASS
VALVE 35-52°C EXCHANGER
15 MICRON (85 PSID)
DASH 8 Q400
EDP
PILOT PRESSURE
LINE
15 MICRON
2400 1800 PSI
5 MICRON
M
ISOLATION
PRESSURE

PTU VALVE PRESSURE
TX
TX
GROUND PRESSURE
CONNECTION RELIEF VALVE P M
TEMPERATURE
FIREWALL (3600 PSI) SWITCHES
SHUTOFF
VALVE
FILL
5 MICRON
RETURN UPPER RUDDER & OUTBOARD
EMPTY SPOILERS EMERGENCY
RESERVOIR L/R CENTRE
SWITCH LANDING GEAR BRAKE
SUPPLY ELEVATOR PCU's
STEERING
LEVEL
SENSING VALVE
QUANTITY
LEGEND GAUGE
RELIEF/
BLEED & XDUCER
HYDRAULIC PRESSURE LINE
SAMPLE ECOLOGY
HYDRAULIC RETURN LINE VALVE BOTTLE
HYDRAULIC SUCTION LINE GROUND
SUCTION
NITROGEN
RETURN
CASE DRAIN
Figure 29-3. Hydraulic Synoptic No.2

29 HYDRAULICS

FWD Six Bolt

TO P Mounting Pattern
Case Drain
Port
B OT
TO M
Seal Drain
Port
Discharge
Port
NOTE
Right side shown,
Suction left side similar.
Port
29 HYDRAULICS
FWD
Figure 29-4. Engine Driven Pump

COMPONENT DESCRIPTION REMOVAL/INSTALLATION

OF THE VARIABLE DELIVERY
Engine Driven Pumps (EDPs) HYDRAULIC PUMP
Refer to:
•• Figure 29-4. Engine Driven Pump. the maintenance practice and is intended for
•• Figure 29-5. Engine Driven Pump
- Removed.
The EDP is bolted to the reduction gearbox
and is driven through a splined input shaft. NOTE
The discharge, suction, and case drain ports of
Do not lubricate the preformed
the pump are connected directly to the aircraft
packing with hydraulic fluid.
hydraulic system through flexible hoses.
The pump is a variable displacement axial NOTE

piston type unit, wherein a cylinder barrel
Make sure that the case drain
containing nine pistons is driven by an external
port points up and the seal drain
power source (RGB).
port points down.
The EDPs for the No.1 and No.2 hydraulic
If the EDP is removed for a
systems supply primary power.
mechanical failure, do a flushing
of the applicable hydraulic system
before the installation of a new
EDP, then replace the applicable
case-drain filter element for the
EDP that was removed.
29 HYDRAULICS
Figure 29-5. Engine Driven Pump - Removed

Firewall Shut-Off Valves (FSOVs) The valve assembly consists of 28 VDC electric
motor operated by an actuator mounted on
Refer to Figure 29-6. Firewall Shut-Off Valve a ball valve (valve body assembly). It has
(FSOV). two positions, OPEN and CLOSED with an
attached position indicator.
The hydraulic FSOVs are installed in the No.1
and No.2 engine nacelles (they are located in Internal switches provide position status to
the wheel well on the forward-right sidewall), the FPP.
in the EDP suction line.
DC Motor
Shut-off
Valve
Electrical
Connector
NOTE Open/Closed
Left nacelle shown. Position Indicator
Right nacelle similar.
29 HYDRAULICS
HYDRAULIC EMERGENCY
SHUT-OFF VALVE ASSEMBLY
Figure 29-6. Firewall Shut-Off Valve (FSOV)

Isolation Valves A pilot port supplies 3000 psi to hold the valve
open. A loss of this pressure causes the valve to
Refer to Figure 29-7. Isolation Valve (No.1 and close. It is closed by spring pressure.
No.2 Hydraulic Systems).
When closed, the No.1 hydraulic system
The No.1 Hydraulic system valve is contained isolation valve stops fluid flow. As a result,
within the LH wing to fuselage fairing. System fluid will no longer flow to the normal brakes
2 valve is located on the RH side. and the inboard roll spoiler systems.
The isolation valves stop the flow of hydraulic When closed, the No.2 hydraulic system
fluid to parts of the hydraulic systems, when isolation valve stops fluid flow to the landing
the reservoir contents drop below 1.3 liters. gear, outboard roll spoilers and nose wheel
steering systems.
The valve has two ports for pressure switches.
The inlet switch senses system pressure; the outlet
port senses the valve position (open/closed).
Switch Port “A”
Pilot Port
Out Port
A
29 HYDRAULICS
Switch
B Port
NOTE
No.1 Isolation valve shown,
No.2 Isolation valve similar. Inlet Port
Return Port
Figure 29-7. Isolation Valve (No.1 and No.2 Hydraulic Systems)

LEGEND
1. Reservoir Empty Switch
2. Differential Piston
3. Relief Valve
4. 107°C (225°F) Temperature Switch
5. Bleed Port
6. Return Port
7. 135°C (275°F) Temperature Switch
8. Quantity Indicator
9. Transducer
10. Reservoir Level Sensing Valve.
4
3
6
7
29 HYDRAULICS
2
8
NOTE
Left side shown,
right side similar.
10
A
Figure 29-8. Hydraulic Reservoir

No.1 and 2 Hydraulic System 9. Quantity Indicator

Reservoirs A wire cable attached to the low pressure
piston drives a spring loaded pulley that is
Refer to Figure 29-8. Hydraulic Reservoir.
attached to a pointer on the dial gauge.
The No.1 hydraulic system reservoir is installed 10. Reservoir Level Sensing Valve
in the No.1 nacelle (wheel well mid-right
A spool and sleeve linear valve is operated
sidewall). The No.2 hydraulic system reservoir
by the low pressure piston. The valve
is installed in the No.2 nacelle (wheel well
controls the pressure to the isolation valve
mid-right sidewall).
pilot pressure line and actuates the reservoir
empty switch.
No.1 and 2 Hydraulic System
Reservoir Components
1. Reservoir Empty Switch
The normally open switch closes when the
fluid level inside the reservoir is empty -
Close Hydraulic FSOV.
2. Differential Piston
The small-area side of the piston is exposed
to system pressure (3000 psi) and transfers
the force to pressurize the reservoir to 55 psi.
3. Relief Valve
The valve opens at 80 psig which ports
fluid to the ecology bottle.
4. 107°C Temperature Switch
fluid inside the reservoir is >107°C. This
causes the No.1 or No.2 HYD FLUID HOT
caution lights to illuminate.
29 HYDRAULICS
5. Bleed Port
Provides manual bleed capabilities.
6. Return Port
The port allows hydraulic fluid into the
reservoir.
7. 135°C Temperature Switch
fluid inside the reservoir is >135°C - Close
Hydraulic FSOV.
8. Transducer
A pulley rotates a 1000 Ohm potentiometer to
provide an electrical signal to the IFC (IOM)
for the hydraulic system quantity display.

Ecology Bottles The No.2 hydraulic system reservoir collects

leakage from the No.2 reservoir bleed/relief valve.
Refer to Figure 29-9. Ecology Bottle.
Each bottle has a fluid capacity of 0.793 US qt
The No.1, No.2 and SPU hydraulic system ecology (750 milliliters).
bottles are installed in their related nacelles.
The No.1 system ecology bottle collects leakage NOTE

from the No.1 hydraulic system reservoir bleed/ A 3/8” hole is drilled through the
relief valve and the balanced relief (priority) valve. intercostal and the ecology bottle lid
to prevent the bottle from collapsing
The SPU ecology bottle collects leakage from due to differential pressure.
the SPU shaft seal.
Inlet Fittings
Removable Lid
Overflow Fitting
Clamp
Clamps
29 HYDRAULICS
Bottle
Figure 29-9. Ecology Bottle

Hydraulic Filter Manifold The filter manifolds contain:

Refer to Figure 29-10. Hydraulic Filter Manifold. •• Filters to remove contaminates from the
pressure, return, case drain, filling and
The No.1 and No.2 hydraulic system filter ground power fluid circuits
manifolds are installed in their related nacelle
•• Check valves, switches and transducers
wheel wells (mid-right sidewall).
for system monitoring
•• Differential Pressure Indicators (DPI)
that “pop out” when a differential
pressure across the filter exceeds 70 PSI.
NOTE
No.1 Manifold shown,
No.2 Manifold shown.
Return Filter DPI
29 HYDRAULICS
Pressure Filter DPI
Case Drain Filter DPI
Case Drain Filter
Return Filter
Pressure Filter
Figure 29-10. Hydraulic Filter Manifold

Pressure Filter Return Filter

Refer to Figure 29-11. Pressure Filter (No.1 One Bypass return filter is installed in each
and No.2 Hydraulic Systems). filter manifold. The filter removes 100% of all
contamination particles larger than 5 microns.
One Non-Bypass disposable pressure filter
is installed in each filter manifold element. It consists of a filter element with a bowl, a
The filter removes 100% of all contamination differential pressure indicator, an automatic
particles larger than 5 microns. shut-off device, and a bypass relief valve.
It consists of a filter element with a bowl, a

differential pressure indicator, and an automatic
shut-off device.
NOTE
4 LHS - No.1 Hydraulic
System shown,
29 HYDRAULICS
RHS - No.2 Hydraulic

System opposite.
3
LEGEND
2 1. Filter Manifold
2. Filter Bowl
3. Filter Element, pressure
4. Locking Lever
Figure 29-11. Pressure Filter (No.1 and No.2 Hydraulic Systems)

Case Filter (Pre Mod SB)

Refer to Figure 29-12. Case Filter Pre Mod SB
(No.2 Hydraulic Systems).
One Bypass disposable case-drain filter installed

in each filter manifold removes 100% of all
contamination particles larger than 15 microns.
It is made up of a filter element and bowl, a

differential pressure indicator, an automatic
shut-off device, and a bypass relief valve.
29 HYDRAULICS
FWD
LEGEND
1. Filter Manifold
2. Locking Lever
4
3. Filter Element, Case Drain
4. Filter Bowl.
Figure 29-12. Case Filter Pre Mod SB (No.2 Hydraulic Systems)

Case Filter (Post Mod SB)

Refer to Figure 29-13. Case Filter Post Mod SB
(No.2 Hydraulic Systems).
A second case drain filter has been added for

the PTU. This modification is designed to
improve reliability of system No.2 EDP by
separating EDP and PTU case drain lines.
The second filter reduces back pressure,

increases cooling flow and provides independent
filtering of the pump case drain lines.
29 HYDRAULICS
Figure 29-13. Case Filter Post Mod SB (No.2 Hydraulic Systems)

No.1 Hydraulic System Standby An internal temperature switch monitors

the motor windings. See Figure 29-29 No.1
Power Unit (SPU) Hydraulic System Electrical Schematic - SPU
Refer to Figure 29-14. Standby Power Unit. Windings Hot in this chapter.
The SPU installed in the No.1 nacelle (upper- The SPU is commanded on for normal takeoff
mid wheel well) provides a backup hydraulic and landing configurations. It can also be
source for the No.1 system. selected on by the crew.
The SPU control power is from (right) main

bus (CB Q4) STBY HYD PUMP No.1. The
SPU motor power 115V AC from the right
contactor box 60 A circuit breaker (CB 18).
AC Motor
Case Drain Port
AP1VC-011 Pump
29 HYDRAULICS
Discharge
Port
Mounting
Electrical
Suction
Connector Seal Drain Port
(Bottom)
Figure 29-14. Standby Power Unit

Heat Exchanger Cut the inlet and return hydraulic tubes of the
heat exchanger at the swage attachment.
Refer to Figure 29-15. Heat Exchanger.
The No.1 and No.2 hydraulic systems have heat NOTE

exchangers located in the fuel tank to cool the It may be necessary to remove
hydraulic fluid. the sealant from the heat
exchanger flange.
REMOVAL/INSTALLATION OF
THE HYDRAULIC FLUID TO NOTE
FUEL HEAT EXCHANGER Make sure that the surfaces are
The following is an abbreviated description of clean with no corrosion, paint,
the maintenance practice and is intended for grease or preservation fluids.
29 HYDRAULICS
FWD
Figure 29-15. Heat Exchanger

Heat Exchanger Bypass Valve

Refer to Figure 29-16. Heat Exchanger Bypass
Valve.
Heat exchanger bypass valves, installed

between the heat exchanger inlet and outlet
lines of the No.1 and No.2 systems, control
the flow of hydraulic case drain fluid from the
pumps to the heat exchangers.The valve starts
to open at 35°C. It is fully open at 52°C. The
valve relieves at pressure greater than 85 psid.
NOTE
Left nacelle shown,
FWD Right nacelle similar.
INB
D
Return
Hydraulic Tube
FWD
Heat Exchanger
29 HYDRAULICS
Bypass Valve
Hydraulic
Supply Outlet Tube
OUT
BD Hydraulic Tube Hydraulic
Inlet Tube
FWD
MID NACELLE
Figure 29-16. Heat Exchanger Bypass Valve

NOTE
Left side shown,
right side similar.
Hydraulic Inlet
Priority Valve
DOWN
Drain Tube
FWD
TOP VIEW
29 HYDRAULICS
Figure 29-17. No.1 Hydraulic System Balanced Relief Valve

No.1 Hydraulic System Balanced NOTES

Relief Valve
Refer to Figure 29-17. No.1 Hydraulic System
Balanced Relief Valve.
The No.1 hydraulic system balanced relief

valve is located in the rear left wing-to-fuselage
fairing. If No.1 hydraulic system pressure drops
to less than 2100 psi, then the valve removes
hydraulic power to the flaps and PTU.
The valve is spring-loaded to the closed position.
29 HYDRAULICS

FWD
TOP VIEW
Hydraulic No.1 Hydraulic

Case-Drain Return
No.2 Hydraulic
Pressure
29 HYDRAULICS
No.2 Hydraulic
Pressure
FWD
Drain Tube
No.2 Hydraulic
Suction
Figure 29-18. Power Transfer Unit (PTU)

Power Transfer Unit (PTU)

Refer to:
•• Figure 29-18. Power Transfer Unit
(PTU).

(PTU).
The PTU is a fixed displacement component

installed in the fuselage-to-wing fairing (rear-
right). It supplies backup hydraulic pressure to
the No.2 hydraulic system.
Hydraulic No.1 system pressure drives the

motor-side and the pressure pumps No.2
hydraulic system fluid.
29 HYDRAULICS
Figure 29-19. Power Transfer Unit (PTU)

PTU Select
Valve Outlet
Hydraulic Line
FWD
Pressure Electrical
Hydraulic Line Return Output
Hydraulic Line
FWD
NOTE
Left side shown,
right side similar.
TOP VIEW
29 HYDRAULICS
Figure 29-20. PTU Select Valve

PTU Select Valve

GPWS
Refer to Figure 29-20. PTU Select Valve. LANDING
The PTU select valve is installed in the wing- FLAP
to-fuselage fairing (rear left). The valve controls
the flow of hydraulic pressure to the PTU motor.

Hydraulic Control Panel/Switch
HYDRAULIC CONTROL
Refer to Figure 29-21. Standby Hydraulic
Pressure Switchlight.
STBY HYD PTU HYD #3
PRESS CNTRL ISOL VLV
The switches that follow are alternate action
switches.
Standby Hydraulic Pressure

Switchlight (Green)
•• Energizes SPU on manually
•• The ON (green) segment illuminates
when the switch is manually selected.
Figure 29-21. Standby Hydraulic Pressure
Switchlight
29 HYDRAULICS

GPWS
LANDING
FLAP
HYDRAULIC CONTROL
STBY HYD PTU HYD #3

FAIL
29 HYDRAULICS
Figure 29-22. Power Transfer Unit Figure 29-23. Ground Service Connections -
Switchlight System Pressure Transducer

Power Transfer Unit Switchlight NOTES

Refer to:
Switchlight.
•• F i g u r e 2 9 - 2 3 . G r o u n d S e r v i c e
Connections - System Pressure
Transducer.
•• The ON (White) segment illuminates

when the switch is manually selected on.
•• T h e F A I L ( a m b e r ) s e g m e n t w i l l
illuminate and latch on whenever
the PTU has failed to pressurize five
seconds after being commanded on
(manual or automatic), or failed during
operation. It can only be cancelled /
reset by cycling electrical power.
•• The PTU CNTRL switch (/////) segment
illuminates when the PTU is pressurized.
NOTE
ALL OF THE ABOVE ARE
DIMMABLE, AND WILL TEST
DURING THE ADVISORY
LIGHT TEST.
29 HYDRAULICS

29-30 29 HYDRAULICS
LEGEND
Hydraulic pressure line
Hydraulic return line
THERMAL BYPASS Hydraulic suction line

VALVE Case drain
35-52°C OIL/FUEL HEAT System Low Pressure
(85 PSID) EXCHANGER
DASH 8 Q400
FILTER MANIFOLD
PRESSURE
PILOT PRESSURE SWITCHES
PRESS LINE
15 MICRON
2400 SWITCH
1800 PSI
PRESS 5 MICRON

TX PRIORITY ISO-
PRESS TX Pr VALVE LATION
FIREWALL (2100 PSI) VALVE
SHUTOFF PRESSURE
VALVE RELIEF VALVE TEMP
GRND PRESSURE (3600 PSI)
CONNECTION SWITCHES
SPU P NORMAL
BRAKES &
5 MICRON FLAPS INBD FLT
ECOLOGY FILL SPOILERS
BOTTLE PTU
EMPTY
RESERVOIR SELECTOR
SWITCH
VALVE LOWER
RUDDER PCU
LEVEL SENSING
QTY. PTU % L/R OUTBD
VALVE
GAUGE & ELEVATOR
QUICK RELIEF / BLEED / XDUCER PCUs
DISCONNECT SAMPLE VALVE M P
ECOLOGY
BOTTLE
GROUND SUCTION
CONNECTION
Figure 29-24. No.1 Hydraulic System - Firewall Shut-Off Valve (FSOV) CLOSED Signal
OPERATION NOTES
No.1 System Operation
Refer to:
•• Figure 29-24. No.1 Hydraulic System
- Firewall Shut-Off Valve (FSOV)
CLOSED Signal.
- Firewall Shut-Off Valve (FSOV)
CLOSED.
Any of the following three condition signals
will provide a ground to energize relay K2,
removing power from the valve OPEN contact,
and applying the power to the CLOSED contact:
•• Pulling the PULL FUEL/HYD handle

•• The 107ºC temperature switch and the
135ºC temperature switch are closed
•• The hydraulic reservoir quantity empty
switch is closed.
The 107ºC temperature switch provides a ground to
pin 29 on the CAWP, causing the NO.1 HYD FLUID
HOT caution light to illuminate. The switch also
provides a ground to the 135ºC temperature switch.
Firewall Shut-off Valves (CLOSED)

Refer to Figure 29-26. Three-Position Level
Sensing Valve.
29 HYDRAULICS
The reservoir includes a three-position level
sensing valve operated by the low pressure
portion of the differential piston.
During normal operation, the isolation valve is
held open through the pilot pressure line. If the
fluid volume falls below a pre-set level, then the
piston makes contact with the level sensing valve,
positioning it to the mid-position. This closes the pilot
pressure line, thus removing pressure to the isolation
valve pilot port. The valve spring-loads close.
If the fluid volume in the reservoir continues to
fall, the level sensing valve contacts the empty
switch. The FSOV will be commanded to close.
This is the normal position when operating
from a hydraulic ground cart.

29-32 29 HYDRAULICS
NACELLE No. 2
(AFT FIREWALL)
B C D
2911-J/P11
B C
B B
A
107°C
HYDRAULIC SYSTEM #2
RESERVOIR
DASH 8 Q400
C TEMPERATURE SWITCH
(225 DEG. F)
FUSELAGE LH.
2911-J/P13
9811-
B P/J357 RH. WING
C
A F-
135°C 9811- 2911- EDP2 2911-
B3 J/P357 P/J22 (RIGHT ENG J/P22
HYDRAULIC SYSTEM #2
B2 C- G FIREWALL C VALVE OPEN
RESERVOIR 26-21-00
B1 D- H SHUT OFF E VALVE CLOSED
TEMPERATURE SWITCH
SEE D VALVE)
(275 DEG. F)
A3 E- A A
SHEET 2 A2
D 'C'
A1
CR1 NACELLE No. 2
2911-J/P18
(AFT FIREWALL)
A G- X1

D B
C B- X2 LEGEND
A- 2911-K1 Hydraulic Pressure Line
(G1) INTLET M Firewall Shutoff Valve
HYD SOV HYDRAULIC SYSTEM #2
ENG 2 RESERVOIR RELAY PANEL
5A QUANTITY SWITCH (O/H CONSOLE) Pressure Relief valve
(O/H CONSOLE)
ENG #2 PULL 3312-

+28 VDC NACELLE No. 1 FUEL OFF P/J3
(F1)
BATT BUS HYD SOV (AFT FIREWALL) HANDLE SW. 47 #2 HYD.
ENG 1 FLUID HOT
5A
2911-J/P10 ENG #1 PULL 29 #1 HYD.
M A
C FUEL OFF FLUID HOT
B B HANDLE SW.
RIGHT DC CBP A CAUTION AND
24-61-00 107°C FIRE WARNING PANEL
PROTECTION PANEL 31-51-00
HYDRAULIC SYSTEM #1 26-00-00
RESERVOIR
NOTES: TEMPERATURE SWITCH FUSELAGE LH.
K1/K2 ENERGIZED = (225 DEG. F)
FIREWALL SO VALVE
CLOSED IF: 9811-
P/J353 OUTLET
1. HYD SYS No. 1 OR No. 2 TEMP > 275° 2911-J/P12 G-
C A K- LH. WING
OR
B
2. HYD SYS No. 1 OR No. 2 EMPTY 135°C
9811- 2911- EDP1 2911-
HYDRAULIC SYSTEM #1 B3 J/P353 CLOSED P/J21 (LEFT ENG J/P21
OR
RESERVOIR B2 N- G FIREWALL C VALVE OPEN
26-21-00
TEMPERATURE SWITCH B1 P- H SHUT OFF E VALVE CLOSED
3. ENG No. 1 OR No. 2 PULL
(275 DEG. F) D VALVE)
FUEL OFF HANDLE : OFF
A3 M- A A
A2 OPEN
A1
2911-J/P17 NACELLE No. 1
A H- X1 (AFT FIREWALL)
D B
C F- X2
(SEE SHT 3) 2911-K2
HYDRAULIC SYSTEM #1
RESERVOIR
QUANTITY SWITCH RELAY PANEL
SHUT-OFF VALVE CIRCUITS LEFT/RIGHT
Figure 29-25. No.1 Hydraulic System - Firewall Shut-Off Valve (FSOV) CLOSED
# 1 HYD
FLUID HOT
T225 TEMPERATURE RESERVOIR
SWITCH DIFFERENTIAL
PISTON
DASH 8 Q400
GROUND CART
T275 TEMPERATURE OPERATION
SWITCH
ISOLATION
SUPPLY
TO PUMP

SYSTEM
PRESSURE TO ISOLATION
VALVE PILOT
PORT "C"
AND
NORMAL
OPERATION
RESERVOIR EMPTY
LEVEL SENSING SWITCH
FIREWALL
OR SHUTOFF VALVE
fsb21a01a.cgm PULL FUEL/HYD

OFF
29-33
Figure 29-26. Three-Position Level Sensing Valve
29 HYDRAULICS
29-34 29 HYDRAULICS
DASH 8 Q400
38 ON 38
ADVISORY LIGHTS
CONTROL UNIT (ACU)
STBY HYD (CO-PILOT INSTRUMENT PANEL

(Q4) PUMP #1 RH SIDE)
+28 VDC
RIGHT MAIN 5A
RIGHT DC CBP ON

CB18
K B G G C
ØA
L G B E B 50 #1 STBY HYD
F NC D PUMP HOT
NC A G G D NC ØB
C C 3Ø
CAUTION AND WARNING
POWER IN
PANEL
A2
ØC
H A3
A A
A1 P
41 60A
B2
STANDBY POWER
A- B3
2421-K7 UNIT (SPU)
B1 R 16
STBY HYD PRESS RIGHT AC CONTACTOR BOX 1-K2

1-K4
HYDRAULIC CONTROL PANEL
28VDC
28VDC
OIL PX1
WOW
5
PARK BRAKE
LEVER 3-K3
(LH THROTTLE QUADRANT)
E11 B2
B1 E12 C
E9 X1
HYDRAULIC SYSTEM #1
H9 X2 RESERVOIR
QUANTITY SWITCH
FLAPS
Figure 29-27. SPU Operation - Manual ON

SPU Operation SPU Operation (Automatic)

The SPU will operate: Refer to:
•• Manually if selected by “STBY HYD •• Figure 29-27. SPU Operation - Manual

PRESS” switchlight ON.
•• Automatically if the flaps are set > •• F i g u r e 2 9 - 2 8 . S P U O p e r a t i o n -
0, parking brake not set and the No.1 Automatic - Park Brake Off - Flaps
reservoir is not empty Greater than 0.
•• Automatically if the engine No.1 oil •• F i g u r e 2 9 - 2 9 . S P U O p e r a t i o n -
pressure is low and the aircraft is Automatic W Off W - No.1 ENG LOW
WOFFW. OIL PX.
The SPU operates automatically if flaps are

SPU Operation (Manual) greater than 0° and the parking brake is selected
Refer to Figure 29-27. SPU Operation - Manual OFF and 115VAC power is available and No.1
ON. hydraulic reservoir is not emply.
The SPU system operates manually if selected Park brake OFF supplies power from pin 5 to
on with the switchlight and if 115 VAC power pin E9 on relay 3-K-3.
is available.
Flap > 0ºC provides ground to energize relay 3-K3.
Power from the right 28 VDC Main Bus (CB
Q4) to: Relay 3-K3 energized:
•• Pin K on Hydraulic Control Panel •• Contacts B2-B1 provides ground for

relay K7 supplying 115 VAC to energize
•• Pin 41 on right AC contactor box to the SPU (Reservoir not empty).
relay K-7.
Pushing the STBY HYD PRESS switchlight:
•• Provides a ground through the ACU to
cause the switchlight ON indication to
illuminate
29 HYDRAULICS
•• Provides a ground to energize relay
K-7 that will close the three contacts
supplying 115 VAC to energize the SPU.

29-36 29 HYDRAULICS
DASH 8 Q400
38 STBY ON 38
HYD
PRESS
ADVISORY LIGHTS
CONTROL UNIT (ACU)
STBY HYD
(Q4) PUMP #1
+28 VDC
RIGHT MAIN 5A
RIGHT DC CBP ON

CB18
K B G G C
ØA
F NC D PUMP HOT
NC A G G D NC ØB
C C 3Ø
CAUTION AND WARNING
POWER IN
PANEL
A2
ØC
H A3
A A
A1 P
41 60A
B2
STANDBY POWER
A- B3
2421-K7 UNIT (SPU)
B1 R 16
1-K2
2921-S102
28VDC
28VDC
OIL PX1
WOW
5
PARK BRAKE
LEVER 3-K3
E11 B2
B1 E12 C
E9 X1
HYDRAULIC SYSTEM #1
H9 X2 RESERVOIR
QUANTITY SWITCH
FLAPS
Figure 29-28. SPU Operation - Automatic - Park Brake Off - Flaps Greater than 0
DASH 8 Q400
STBY
38 HYD ON 38
PRESS
ADVISORY LIGHTS
CONTROL UNIT (ACU)
STBY HYD (CO-PILOT INSTRUMENT PANEL

(Q4) PUMP #1 RH SIDE)
+28 VDC
RIGHT MAIN 5A
RIGHT DC CBP ON

CB18
K B G G C
ØA
F NC D PUMP HOT
NC A G G D NC ØB
C C 3Ø
CAUTION AND WARNING
POWER IN
PANEL
A2
ØC
H A3
A A
A1 P
41 60A
B2
STANDBY POWER
A- B3
2421-K7 UNIT (SPU)
B1 R 16

1-K4
28VDC
28VDC
OIL PX1
WOW
5
PARK BRAKE
LEVER 3-K3
E11 B2
B1 E12 C
E9 X1
HYDRAULIC SYSTEM #1
H9 X2 RESERVOIR
QUANTITY SWITCH
FLAPS
29-37
Figure 29-29. SPU Operation - Automatic W Off W - No.1 ENG LOW OIL PX
29 HYDRAULICS
29-38 29 HYDRAULICS
DASH 8 Q400
#1 STBY HYD
B 50 PUMP HOT
J/P25

E
115 VAC CAUTION AND

C WARNING PANEL
3 Phase
STANDBY POWER UNIT
Figure 29-30. No.1 Hydraulic System Electrical Schematic - SPU Windings Hot
SPU Operation (Motor Hot) NOTES

Electrical Schematic - SPU Windings Hot.
Internal temperature switches monitor the

motor windings. A closed switch provides a
ground to pin 50 on the CAWP, causing the #1
STBY HYD PUMP HOT light to illuminate.
This does not cause the pump to shut-off.
WARNING
BE VERY CAREFUL WHEN

YOU APPLY AC ELECTRICAL
POWER TO THE AIRCRAFT
WHILE IT IS ON JACKS OR
IN A WEIGHT-OFF-WHEELS
CONDITION (FAR TARGETS). IF
YOU DO THIS, THE STANDBY
POWER UNIT (SPU) WILL
START AUTOMATICALLY.
THIS CAN CAUSE INJURY TO
PERSONS AND DAMAGE TO
THE AIRCRAFT.
BE VERY CAREFUL BECAUSE

THE STANDBY POWER
UNIT (SPU) WILL START
AUTOMATICALLY IF YOU
HAVE THESE CONDITIONS
AT THE SAME TIME:
29 HYDRAULICS
°° YOU APPLY EXTERNAL
AC ELECTRICAL POWER
TO THE AIRCRAFT
°° THE PARKING BRAKE IS
NOT ON
°° THE FLAPS ARE NOT AT
ZERO DEGREES.
WARNING
IF YOU ARE NOT CAREFUL,

YOU CAN CAUSE INJURY TO
PERSONS AND DAMAGE TO
THE EQUIPMENT.

Suction
Relief Valve
Pressure In
Case
Drain
Motor
Idle
Circuit
29 HYDRAULICS
Pump
Pressure Out
Return
Figure 29-31. PTU Hydraulic System Schematic

No.2 Hydraulic System Operation NOTES

The PTU selector valve provides the control by
starting and stopping the flow of pressurized
hydraulic fluid from the No.1 hydraulic system
to the PTU motor.
The PTU pump takes fluid from the reservoir

through a check valve and the return / suction
line to the inlet of the pump. The PTU has a
bypass orifice to maintain a steady rotation
under no flow demands.
Refer to Figure 29-31. PTU Hydraulic

System Schematic.
This bypass flow is ported through the case

drain circuit to the system heat exchanger.
This action offsets the additional heat created
by the PTU operation. The PTU displacement
ratio is balanced (flow / pressure) to achieve
delivery pressure similar to the EDP
throughout the required range. Output flow
rate is dependant upon input pressure and
flow. (i.e. EDP or SPU).
PTU Operation
Refer to Figure 29-31. PTU Hydraulic System
Schematic.
The PTU system has three parts:
•• Selector valve
•• Motor
29 HYDRAULICS
•• Pump.
The PTU operates:

•• Manually if selected on with the
switchlight
•• Automatically if:
°° Parking Brake OFF and
°° Flaps > 0° and
°° No.2 hydraulic reservoir NOT
empty and
°° N o . 1 s y s t e m p r e s s u r e i s
> 2400 psi.

HYD PWR XFR
5
R ESS BUS
3313-
2921-
P100 P100 P2 P1
ADVISORY
PTU LIGHTS
SELECT CONTROL
SWITCH UNIT
C
37 D&T 37
ON FAIL
E F
39 D&T 39
D 26 D&T 26
J
G
M
N
2921-K5
N-
PTU
M- FAIL
RELAY
Z- D3
D2
Y- 2921-
D1
P23
ON
C3 A
C2 PTU
SELECTOR
C1 VALVE
B3 B
B2
B1
2921-
A3
P4 P4
A2
PTU
PRESSURE A1
SWITCH X1 Y1
C
B X2 Y2
A 5 SEC T/D ON
OPERATE K5
F 3241-
E
P12
PARK
D BRAKE
HIGH 4
SPU ENABLE ON
B3
RUN SPU E11 B2
HYD #1
GND OUT B1
E12 NOT EMPTY SYS #3 DCMP (K10-X1)
GND IN
A3
A2
E14
A1
E15 2752-
E9
X1 P2
X2 FLAP
H9
LEVER
(K4) 3-K3
2931- N
2921-K13 P2 P2
EDP #2
PRESSURE
PTU SWITCH >0 DEG
ENABLE
RELAY C
B3 B
B2 A
B1 9811-RJB3
HIGH
P1B P1B
A3 WOW
A2 RELAY
9811-RJB3
P1A P1A
A1 MAIN OIL 22
PRESS #2 19
X1
16
D6
X2 D5 ON GND
(K1) 1-K4
HIGH
(K3) 1-K3
29 HYDRAULICS
SYS #3 ISOL VALVE

2921-K11
SYS #2 QTY
STATUS
RELAY
D3
D2
D1
2921-K12
C3
C2 EDP #1
PRESSURE
C1 STATUS
B3 D3
TO #2 FIREWALL SHUTOFF
B2 D2
B1 D1
2921-
P18 P18 A3 C3
SYSTEM #2 A2 C2
QUANTITY
SWITCH A1 C1
C X1
B B3
B2
A X2
B1
EMPTY
A3
A2
2921-
A1
P1 P1
EDP #1
PRESSURE X1
SWITCH
C X2
B
A
HIGH
PTU SELECTED ON
Figure 29-32. No.2 Hydraulic System Electrical Schematic - PTU Manual Operation

PTU Operation with Manual WARNING

Selection
Refer to Figure 29-32. No.2 Hydraulic System YOU MUST INSTALL THE
Electrical Schematic - PTU Manual Operation. LOCKPINS ON THE MAIN
LANDING GEAR. MAKE
Power is supplied to the PTU SELECT SURE YOU ENGAGE THE
SWITCH from the R ESS Bus. NOSE GEAR LOCK. IF
YOU DO NOT DO THIS,
This power is also supplied to the PTU THE LANDING GEAR CAN
SELECTOR VALVE. ACCIDENTALLY RETRACT.
THIS CAN CAUSE INJURIES
When the PTU SELECT SWITCH is selected TO PERSONS AND DAMAGE
ON, a ground is supplied to the ON light TO THE EQUIPMENT.
of the PTU SELECT SWITCH through the
ADVISORY LIGHTS CONTROL UNIT.
A ground is supplied through the PTU

PRESSURE SWITCH, through the ADVISORY
LIGHTS CONTROL UNIT to the SELECT
SWITCH to bring on the green bar.
A ground is supplied through the EDP #1

PRESSURE STATUS de-energized relay
K12 to SYS #2 QTY STATUS de-energized
RELAY K11, through the SELECT SWITCH,
through the PTU FAIL RELAY K5 to the PTU
SELECTOR VALVE.
The PTU comes ON.
WARNING
29 HYDRAULICS
INSTALL THE DOOR
LOCKPINS. IF YOU DO NOT
DO THIS, YOU CAN CAUSE
INJURIES TO PERSONS AND
DAMAGE TO THE EQUIPMENT.

HYD PWR XFR
5
R ESS BUS
3313-
2921-
P100 P100 P2 P1
ADVISORY
PTU LIGHTS
SELECT CONTROL
SWITCH UNIT
C
37 D&T 37
ON FAIL
E F
39 D&T 39
D 26 D&T 26
J
G
M
N
2921-K5
N-
PTU
M- FAIL
RELAY
Z- D3
D2
Y- 2921-
D1
P23
ON
C3 A
C2 PTU
SELECTOR
C1 VALVE
B3 B
B2
B1
2921-
A3
P4 P4
A2
PTU
PRESSURE A1
SWITCH X1 Y1
C
B X2 Y2
A 5 SEC T/D ON
OPERATE K5
F 3241-
E
P12
PARK
D BRAKE
HIGH 4
SPU ENABLE ON
B3
RUN SPU E11 B2
HYD #1
GND OUT B1
GND IN
A3
A2
E14
A1
E15 2752-
E9
X1 P2
X2 FLAP
H9
LEVER
(K4) 3-K3
2931- N
2921-K13 P2 EDP #2 P2
PRESSURE
PTU SWITCH >0 DEG
ENABLE
RELAY C
B3 B
B2 A
B1 9811-RJB3
HIGH
P1B P1B
A3 WOW
A2 RELAY
9811-RJB3
P1A P1A
A1 MAIN OIL 22
PRESS #2 19
X1
16
D6
X2 D5 ON GND
(K1) 1-K4
HIGH
29 HYDRAULICS
(K3) 1-K3
SYS #3 ISOL VALVE
2921-K11
SYS #2 QTY
STATUS
RELAY
D3
D2
D1
2921-K12
C3
C2 EDP #1
PRESSURE
C1 STATUS
B3 D3
B2 D2
B1 D1
2921-
P18 P18 A3 C3
SYSTEM #2 A2 C2
QUANTITY
SWITCH A1 C1
C X1
B B3
B2
A X2
B1
EMPTY
A3
A2
2921-
A1
P1 P1
EDP #1
PRESSURE X1
SWITCH
C X2
B
A
HIGH
AUTOMATIC OPERATION
Figure 29-33. PTU Automatic Operation

PTU Automatic Operation NOTES

Refer to Figure 29-33. PTU Automatic
Operation.
With the PARK BRAKE selected OFF ESS

power from the ESS BUS is supplied through
the de-energized PTU FAIL RELAY K5 to
the PTU ENABLE RELAY K13, the ground
for K13 is through the de-energized EDP #1
PRESSURE STATUS RELAY K12 and the
flap lever in the 0 degree position.
The PTU SELECTOR VALVE receives its

ground through the de-energized PTU FAIL
RELAY K5, the energized PTU ENABLE
RELAY K13, and the de-energized SYS #2
QTY STATUS RELAY K11 and EDP #1
PRESSURE STATUS RELAY K12.
The PTU comes ON.
The green bar has power from the R ESS

Bus and finds a ground through ADVISORY
LIGHTS CONTROL UNIT and the PTU
PRESSURE SWITCH in high.
29 HYDRAULICS

HYD PWR XFR
5
R ESS BUS
3313-
2921-
P100 P100 P2 P1
ADVISORY
PTU LIGHTS
SELECT CONTROL
SWITCH UNIT
C
37 D&T 37
ON FAIL
E F
39 D&T 39
D 26 D&T 26
J
G
M
N
2921-K5
N-
PTU
M- FAIL
RELAY
Z- D3
D2
Y- 2921-
D1
P23
ON
C3 A
C2 PTU
SELECTOR
C1 VALVE
B3 B
B2
B1
2921-
A3
P4 P4
A2
PTU
PRESSURE A1
SWITCH X1 Y1
C
B X2 Y2
A 5 SEC T/D ON
OPERATE K5
F 3241-
E
P12
PARK
D BRAKE
HIGH 4
SPU ENABLE ON
B3
RUN SPU E11 B2
HYD #1
GND OUT B1
GND IN
A3
A2
E14
A1
E15 2752-
E9
X1 P2
X2 FLAP
H9
LEVER
(K4) 3-K3
2931- N
2921-K13 P2 P2
EDP #2
PRESSURE
PTU SWITCH >0 DEG
ENABLE
RELAY C
B3 B
B2 A
B1 9811-RJB3
HIGH
P1B P1B
A3 WOW
A2 RELAY
9811-RJB3
P1A P1A
A1 MAIN OIL 22
PRESS #2 19
X1
16
D6
X2 D5 ON GND
(K1) 1-K4
HIGH
(K3) 1-K3
29 HYDRAULICS
SYS #3 ISOL VALVE

2921-K11
SYS #2 QTY
STATUS
RELAY
D3
D2
D1
2921-K12
C3
C2 EDP #1
PRESSURE
C1 STATUS
B3 D3
B2 D2
B1 D1
2921-
P18 P18 A3 C3
SYSTEM #2 A2 C2
QUANTITY
SWITCH A1 C1
C X1
B B3
B2
A X2
B1
EMPTY
A3
A2
2921-
A1
P1 P1
EDP #1
PRESSURE X1
SWITCH
C X2
B
A
HIGH
#2 ENGINE FAIL IN FLIGHT
Figure 29-34. No.2 Engine Fail In Flight

PTU Operation for No.2 Engine NOTES

Failure in Flight and/or #2 EDP
Failure in Flight
Refer to Figure 29-34. No.2 Engine Fail In
Flight.
The power supply remains the same as

previously described, but the ground is different.
The ground for the PTU ENABLE RELAY

K13 is through the MAIN OIL PRESS #2
SWITCH in low, or the EDP #2 PRESSURE
SWITCH in low and then through the WOW
RELAY to ground.
29 HYDRAULICS

HYD PWR XFR
5
R ESS BUS
3313-
2921-
P100 P100 P2 P1
ADVISORY
PTU LIGHTS
SELECT CONTROL
SWITCH UNIT
C
37 D&T 37
ON FAIL
E F
39 D&T 39
D 26 D&T 26
J
G
M
N
2921-K5
N-
PTU
M- FAIL
RELAY
Z- D3
D2
Y- 2921-
D1
P23
ON
C3 A
C2 PTU
SELECTOR
C1 VALVE
B3 B
B2
B1
2921-
A3
P4 P4
A2
PTU
PRESSURE A1
SWITCH X1 Y1
C
B X2 Y2
A 5 SEC T/D ON
OPERATE K5
F 3241-
E
P12
PARK
D BRAKE
HIGH 4
SPU ENABLE ON
B3
RUN SPU E11 B2
HYD #1
GND OUT B1
GND IN
A3
A2
E14
A1
E15 2752-
E9
X1 P2
X2 FLAP
H9
LEVER
(K4) 3-K3
2931- N
2921-K13 P2 EDP #2 P2
PRESSURE
PTU SWITCH >0 DEG
ENABLE
RELAY C
B3 B
B2 A
B1 9811-RJB3
HIGH
P1B P1B
A3 WOW
A2 RELAY
9811-RJB3
P1A P1A
A1 MAIN OIL 22
PRESS #2 19
X1
16
D6
X2 D5 ON GND
(K1) 1-K4
HIGH
(K3) 1-K3
SYS #3 ISOL VALVE
29 HYDRAULICS
2921-K11
SYS #2 QTY
STATUS
RELAY
D3
D2
D1
2921-K12
C3
C2 EDP #1
PRESSURE
C1 STATUS
B3 D3
B2 D2
B1 D1
2921-
P18 P18 A3 C3
SYSTEM #2 A2 C2
QUANTITY
SWITCH A1 C1
C X1
B B3
B2
A X2
B1
EMPTY
A3
A2
2921-
A1
P1 P1
EDP #1
PRESSURE X1
SWITCH
C X2
B
A
HIGH
PTU AIRBORNE OPERATION FAIL
Figure 29-35. PTU Failure

PTU Failure NOTES

Refer to Figure 29-35. PTU Failure.
Power to the PTU FAIL RELAY K5 is through

the PARK BRAKE switch when the park brake
is selected OFF.
In normal operation of the PTU there is no

ground for the K5 relay because of the position
of the PTU PRESSURE SWITCH in the high
pressure mode.
If the pressure from the PTU fails, the PTU

PRESSURE SWITCH will provide a ground
to the K5 RELAY through the PTU ENABLE
RELAY K13.
After 5 seconds time delay, K5 relay will

energize removing the power from the PTU
SELECTOR VALVE to shutdown the PTU,
and provide a ground for the FAIL indication
on the PTU SELECT SWITCH.
In flight a ground through the WOW 1-K4 will

keep relay K5 energized following a loss of PTU
pressure, isolating the PTU SELECTOR VALVE.
29 HYDRAULICS

NO.3 HYDRAULIC SYSTEM

RESERVOIR CAPACITY - RH ELEVATOR
2.5 LITRES
ISOLATION
VALVE
DCMP
DC
MOTOR PUMP
2600-3250 PSI
LH ELEVATOR
ACCUMULATOR
Figure 29-36. No.3 Hydraulic System Block Diagram
Reservoir
Bootstrap
Accumulator
FWD
29 HYDRAULICS
Manifold Charging
Valve and Gauge
Accumulator
DCMP
Figure 29-37. No.3 Hydraulic System PreMod

29-12-00 NO.3 MAIN SYSTEM DESCRIPTION

HYDRAULIC SYSTEM Refer to:
GENERAL Block Diagram.
CAUTION PreMod.
If WOFFW No. 3 Hydraulic During normal operation, the system is in an active

System operates automatically standby mode with the accumulator isolation valve
when No.1 and / or No.2 closed. In the event of a dual engine failure, when
Hydraulic System pressure is low, both EDPs and the SPU are unavailable, or when
or when both engines oil pressure either system 1 or 2 isolation valve input pressure
indicates low oil pressure. No. switches indicate low pressure, the No.3 hydraulic
3 Hydraulic System can be system will power the inboard PCU’s.
manually engaged by setting the
switch of the isolation valve of The system has the main components that follow:
No. 3 Hydraulic System to OPEN.
•• DCMP
NOTE •• No.3 Hydraulic system reservoir
No. 3 Hydraulic System will be •• Hydraulic accumulators
isolated and automatically switched •• Hydraulic accumulator isolation valve
off when No.1 or No.2 Hydraulic
System is re-pressurized. •• Hydraulic pressure filter manifold
•• Hydraulic pressure filter element
WARNING •• Pressure switches
MAKE SURE THAT PERSONS •• Manifold charging gauge.
AND EQUIPMENT ARE
CLEAR OF THE MOVEMENT
OF THE ELEVATOR
29 HYDRAULICS
SURFACES. MOVEMENT
OF THE FLIGHT CONTROL
SURFACES CAN CAUSE
INJURIES TO PERSONS
AND DAMAGE TO THE
EQUIPMENT.
The No.3 hydraulic system installed in the aft

fuselage supplies backup hydraulic power to
the left and right elevator inboard PCU’s.

Terminal Connector
Terminal Connector (Positive)
(Negative)
Ground Wire
DCMP
Hydraulic
Inlet Tube Drain Tube
FWD
Hydraulic
Outlet Tube
Reservoir
FWD
29 HYDRAULICS
Accumulator
Isolation Valve
Ecology Bottle
System Filter
AFT EQUIPMENT
Figure 29-38. DC Motor Driven Pump (DCMP)

COMPONENT DESCRIPTION NOTE

The DCMP will operate
DC Motor Driven Pump (DCMP) intermittently on the ground
Refer to: when the dc battery bus is
energized by the batteries or
•• Figure 29-38. DC Motor Driven Pump external ground power.
(DCMP).
•• Figure 29-39. View Looking Outboard
PostMod.
The No. 3 DC Motor Pump (DCMP) is used

to pressurize the accumulator in the No. 3
hydraulic system. Electrical power is supplied
to the DCMP by the STBY battery through the
dc battery bus (standby battery). The DCMP
will operate intermittently during normal
flight to maintain a No. 3 system pressure
range of 2600 to 3250 psi. DCMP operation is
controlled by two pressure switches installed
on the accumulator isolation valve.
TUBE ASSY, RETURN
PRE---CUT TUBE ASSY

(82960168)
TEE
29 HYDRAULICS
HOSE, SUCTION
DRAIN HOSE
HOSE, PRESSURE
VIEW LOOKING OUTBOARD

MANIFOLD
POSTMOD CONDITION
Figure 29-39. View Looking Outboard PostMod

No.3 Hydraulic System Reservoir A bleed/relief valve installed in the reservoir provides
manual bleeding and pressure relief capabilities.
Reservoir. The bootstrap cylinder maintains reservoir
pressure at approximately 55 psi.
A bootstrap reservoir stores hydraulic fluid for
the No.3 hydraulic system. The reservoir provides
local and remote fluid quantity indication. NOTE
The volume of the No.3 hydraulic
system reservoir is 2.5 liters.
FWD
Bleed/Relief
29 HYDRAULICS
Valve
Quantity
Transducer Visual Quantity
Gauge
Figure 29-40. No.3 Hydraulic System Reservoir

Ecology Bottle
Refer to Figure 29-41. Hydraulic System
Ecology Bottle.
A 0.75 liter plastic ecology bottle collects hydraulic

fluid released from the reservoir bleed/relief valve
and leakage from the DCMP shaft seal.
Inlet Fittings
Removable Lid
Overflow Fitting
Clamp
Clamps
Bottle
29 HYDRAULICS
Figure 29-41. Hydraulic System Ecology Bottle

No.3 Hydraulic Accumulator

Refer to Figure 29-42. No. 3 Hydraulic System
Accumulator.
The accumulator supplies the hydraulic pressure

to the inboard elevator PCUs when required.
The nitrogen pre-charge pressure is dependant

upon temperature. When the temperature is
between 18 and 37°C (63-99°F), the gas pre-
charge pressure will be between 1900 and
2000 psi.
Servicing is through a remote charging valve

and indicator.
FWD
Gauge
Charging Valve
29 HYDRAULICS
Hydraulic Tube
Clamps
No. 3 Hydraulic
System Accumulator
Clamps
Nitrogen
Charging Tube
Figure 29-42. No. 3 Hydraulic System Accumulator

No.3 Hydraulic Bootstrap

Accumulator
Refer to Figure 29-43. No.3 Hydraulic
Bootstrap Accumulator.
A bootstrap accumulator keeps pressure on the

reservoir to ensure a positive inlet pressure to
the DCMP.
The nitrogen pre-charge pressure is dependant

upon temperature. Between 17 and 38°C the
gas pre-charge pressure is between 1100 and
1200 psi. The gas inlet end of the accumulator
has a gas charging valve and pressure gauge
for servicing.
29 HYDRAULICS
Figure 29-43. No.3 Hydraulic Bootstrap Accumulator

No.3 Hydraulic Accumulator The isolation valve de-energizes open for the
conditions that follow:
Isolation Valve
Refer to Figure 29-44. No.3 Hydraulic •• Weight Off Wheels (WOFFW) and
Accumulator Isolation Valve. •• No.1 and/or No.2 hydraulic system
pressure low or
During normal flight operations the isolation
valve is energized closed to isolate the inboard •• No.1 and No.2 engine oil pressure low.
elevator PCU’s from hydraulic pressure. When
open, the isolation valve allows hydraulic The isolation valve can be manually opened
pressure to power the inboard elevator PCU’s. from the flight compartment when the HYD
No.3 ISOL VLV switch on the HYDRAULIC
CONTROL Panel is set to OPEN.
A dump/thermal relief valve is provided for pressure

relief capability and to allow the accumulator to be
manually de-pressurized for maintenance.
DCMP Port
Relief/Dump
Valve
Pressure Switch
(900-1500 PSI)
Outlet Port
Accumulator
Port
Pressure
Transducer
29 HYDRAULICS
Return Port
FWD
Pressure Switch Solenoid

(900 PSI)
Pressure Switch
(2600-3250 PSI)
Figure 29-44. No.3 Hydraulic Accumulator Isolation Valve

29 HYDRAULICS

29-60 29 HYDRAULICS
DASH 8 Q400

3
Pressure switch Pressure
2
switch
Electrical
Connector 1
Pressure switch Transducer
Accumulator
Isolation
Valve
FWD
Figure 29-45. Pressure Switches Synoptic

No.3 Hydraulic System Pressure The No.2 switch causes the #3 HYD PUMP
caution light to illuminate when:
Switches
Refer to: •• The accumulator pressure is less than
900 psi or
•• Figure 29-45. Pressure Switches
Synoptic. •• The pump has been operating for longer
than 60 seconds on the ground.
•• Figure 29-46. Pressure Switches.
There are three pressure switches and a The No.3 switch is installed downstream of
transducer installed on the accumulator the isolation valve. It causes the ELEV PRESS
isolation valve. caution light to illuminate if all three systems
are supplying power to the elevator PCU’s.
The No.1 switch cycles the DCMP on/off to
keep the accumulator pressure between 2600 The pressure transducer sends signals to the
psi and 3250 psi. FDPS for pressure display on the MFDs.
29 HYDRAULICS
Figure 29-46. Pressure Switches

Pressure
Filter Manifold
Lock Lever
Filter
Element
FWD
29 HYDRAULICS
Filter Bowl
Figure 29-47. Pressure Filter Manifold (System No.3)

No.3 Hydraulic System Pressure The resettable DPI gives an indication of

differential pressure across the filter element
Filter Manifold at 70 ± 10 psi. The indicator will not actuate
Refer to: with a low fluid temperature.
•• Figure 29-47. Pressure Filter Manifold
(System No.3). NOTE
•• Figure 29-48. No.3 Hydraulic Pressure The No.3 hydraulic system
Filter Manifold. pressure filter bowl is fully
interchangeable with the case
The No.3 hydraulic system contains a non- drain filter bowls of the No.1
bypass, 15 micron pressure filter element and and No.2 hydraulic system filter
bowl and a Differential Pressure Indicator (DPI). manifolds.
A shut-off device stops fluid flow through the

filter when the filter bowl is removed.
29 HYDRAULICS
Figure 29-48. No.3 Hydraulic Pressure Filter Manifold

Manifold Charging Gauge

Refer to Figure 29-49. Manifold Charging Gauge.
A charging valve and gauge are used to

charge the accumulator with dry nitrogen in
accordance with chart located nearby.
The fitting is a standard MS size and the gauge

reads from 0 to 5000 psi with 1000 psi as major
increments.
0 to 5000 PSI
200 PSI Minor
Graduations
MS20813-1 Cap
29 HYDRAULICS
MS28889 Valve
Figure 29-49. Manifold Charging Gauge


GPWS
Refer to Figure 29-50. Hydraulic Control Panel LANDING
- Detail. FLAP
The No.3 hydraulic system isolation valve
switchlight is blank when the isolation valve
is in the NORM (closed) position. Selection
of the guarded HYD No.3 ISOL VLV switch
manually opens the valve and the amber colored
OPEN segment indication is displayed.
HYDRAULIC CONTROL
STBY HYD PTU HYD #3

OPEN
Figure 29-50. Hydraulic Control Panel -

Detail
29 HYDRAULICS

29 HYDRAULICS
Figure 29-51. Cautions - CAWP

Elevator Press NOTES

Refer to Figure 29-51. Cautions - CAWP.
A pressure switch downstream of the No.3

isolation valve and the No.1 and No.2 isolation
valve inlet pressure switches are effectively
connected in series. If all three hydraulic systems
are supplying pressure to the elevator PCUs, then
the ELEVATOR PRESS caution light illuminates.
No.3 HYD PUMP

Refer to Figure 29-51. Cautions - CAWP.
The No.3 HYD PUMP caution light illuminates

when:
•• The system pressure falls to 900 psi
(6205 kPa) or
•• The pump has been operating for longer

than 60 seconds on the ground.
29 HYDRAULICS

29 HYDRAULICS
Valve Assembly
Bleed Relief
Quantity Indicator
Assembly
Figure 29-52. Quantity Indicator in No.3 Hydraulic System Reservoir

Quantity Indicator
Refer to:
•• Figure 29-52. Quantity Indicator in
No.3 Hydraulic System Reservoir.
•• Figure 29-53. Quantity Indicator in
No.3 Hydraulic System.
A direct reading quantity gauge is operated

mechanically by the differential piston in
the reservoir. This mechanical movement
also rotates a 1000 ohm potentiometer to
provide an input to the FDPS for display
on the MFDs.
29 HYDRAULICS
Figure 29-53. Quantity Indicator in No.3 Hydraulic System

29-70 29 HYDRAULICS
LEGEND
Air Charge
Hydraulic Pressure Line
QTY. ECOLOGY Hydraulic Return Line
GAUGE BOTTLE 55 PSI Suction
BOOTSTRAP
DASH 8 Q400
ACCUMULATOR
FILL/DRAIN
ACCUMULATOR
ACCUMULATOR

ISOLATION VALVE
RESERVOIR 2600-3250 PSI
#3 HYD PUMP
INBOARD
DCMP P SOV LEFT AND RIGHT
ELEVATOR
ACTUATORS
S
FILTER
CHECK VALVE RELIEF/

DUMP
VALVE
P
COMPENSATOR
PRESSURE ELEVATOR
TRANSMITTER PRESS
Figure 29-54. No.3 Hydraulic System - Schematic

OPERATION NOTES
Refer to Figure 29-53. Quantity Indicator in
No.3 Hydraulic System.
DCMP Control Logic

The DCMP, which is powered by the STBY
battery bus, runs intermittently to keep the
system accumulator charged.
The DCMP contactor will be energized (DCMP

on) when:
•• No.1 and/or No.2 engine oil pressure
is high and
•• Park brake is released and
•• Accumulator pressure is less than
2600 psi and
•• WOW.
ISOL Valve Control Logic

With WOFFW and a dual engine failure, or the
loss of either hydraulic system, the isolation
valve is de-energized OPEN and pressure is
applied to the inboard elevator PCUs.
29 HYDRAULICS

29-72 29 HYDRAULICS
RH. AFT FUSELAGE LH.
SOLENOID 9811-
VALVE OPEN RJB3-
9811-
(DE-ENERGIZED) B3 J/P1D
+ 28 VDC P/J24 RJB3-
B12 1 SEE SHT. 3
SEE 2 A P/J1D
B13
SHT. 2 B8 B2
A12
A3
A8 A2
B
+ 28 VDC
SEE 2 A5 X1
DE-ENERGIZED
ACCUMULATOR SHT. 2
D5 X2
PRESSURE TO
3-K1
DASH 8 Q400
ELEVATORS
HYDRAULIC SYSTEM. No. 3 RELAY JUNCTION.

ISOLATION BOX No. 3
VALVE SOLENOID
J/P100
B-
OPEN X SEE 29-11-00
SEE 29-11-00
H
CR14
CLOSED RJB3- RJB3- FUSELAGE LH.
J/P1-B 34 35 40 J/P1-A D11 E11 A5 F5 E5 D5
SYSTEM No. 3 SELECTOR ISOLATION
PUSH-BUTTON SWITCH
(HYDRAULIC CONTROL PANEL) 1-K4 D1 1-K2 1-K3

B2 D2 B2
D3
B3 D3 B3
AV.RACK/HIRF X2 X1 X1 X2 B1 X1 X2 D1 B1
RELAY D2
ENCLOSURE JUNCTION
BOX No. 3 RJB3- RJB3-
P/J1-B 44 43 49 55 37 P/J1-A E9 D9 A9 D12 E12 E7 D7 A7 A4 D6
3261-
WOFFW J/P1C
2J SEE 29-11-00
32-61 A1 PSEU
32-61-00
L R/S X=426,
Y=38, A=169
(O/H CONSOLE)
J/P 26
PX
A 29-12-00 3312-
(H7) (RJB3-J/P1A, PIN D12)
SWITCH B P/J1
28 VDC HYD SYS CONT F 14 ELEV
5A PRESS
LEFT ESS
HYDRAULIC SYSTEM #1 CAUTION AND

PRESS SWITCH WARNING PANEL
LEFT DC CBP
24-61-00 31-51-00
CAUTION LIGHTS
PLT. SIDE CONS.
L R/S X=426,
Y=38, A=169
LOW 7600-
ECIU-J/P1
ENG #1 OIL J/P 26
14 PX
PRESS IND.
A
29-12-00
LOW 7600- SWITCH B
FROM HYD
ECIU-J/P2 F
ENG #2 OIL SYS No.3
97 PRESS SW.
PRESS IND.
HYDRAULIC SYSTEM #2
ECIU PRESS SWITCH
76-10-00
Figure 29-55. No.3 Hydraulic System Isolation Valve (Open) Automatically - Due to a Loss of Both Engines In Flight
No.3 System Isolation Valve NOTES

Operation (Open) In Flight, Engines
Not Running
Isolation Valve (Open) Automatically - Due to
a Loss of Both Engines In Flight.
Condition: Due to a Loss of Both Engines In

Flight.
The isolation valve will de-energize (Open)

when the ground used to energize the 1-K2 and
the 1-K3 relays is no longer provided, due to
loss of oil pressure from both engines.
29 HYDRAULICS

29-74 29 HYDRAULICS
RH. AFT FUSELAGE LH.
SOLENOID 9811-
VALVE OPEN RJB3-
9811-
(DE-ENERGIZED) B3 J/P1D
+ 28 VDC P/J24 RJB3-
B12 1 SEE SHT. 3
SEE 2 A P/J1D
B13
SHT. 2 B8 B2
A12
A3
A8 A2
B
+ 28 VDC
SEE 2 A5 X1
DE-ENERGIZED
ACCUMULATOR SHT. 2
D5 X2
PRESSURE TO
ELEVATORS 3-K1
DASH 8 Q400
HYDRAULIC SYSTEM. No. 3 RELAY JUNCTION.
ISOLATION BOX No. 3
VALVE SOLENOID
J/P100
B-
OPEN X SEE 29-11-00
H SEE 29-11-00
CR14
CLOSED 981 1- RJB3- 981 1- RJB3- FUSELAGE LH.
J/P1-B 34 35 40 J/P1-A D11 E11 A5 F5 E5 D5
SYSTEM No. 3 SELECTOR ISOLATION
PUSH-BUTTON SWITCH
(HYDRAULIC CONTROL PANEL) 1-K4 D1 1-K2 B2 1-K3 D2 B2

D3
B3 D3 B3
AV.RACK/HIRF X2 X1 X1 X2 B1 X1 X2 D1 B1
RELAY D2
ENCLOSURE JUNCTION 981 1- 981 1-
BOX No. 3 RJB3- RJB3-
P/J1-B 44 43 49 55 37 P/J1-A E9 D9 A9 D12 E12 E7 D7 A7 A4 D6
3261-
WOFFW J/P1C
2J SEE 29-11-00
32-61 A1 PSEU
32-61-00
L R/S X=426,
Y=38, A=169
(O/H CONSOLE)
J/P 26
PX
A 29-12-00 3312-
(H7) (RJB3-J/P1A, PIN D12)
SWITCH B P/J1
28 VDC HYD SYS CONT F 14 ELEV
5A PRESS
LEFT ESS
HYDRAULIC SYSTEM #1 CAUTION AND

PRESS SWTICH WARNING PANEL
LEFT DC CBP
24-61-00 31-51-00
CAUTION LIGHTS
PLT. SIDE CONS.
L R/S X=426,
Y=38, A=169
HIGH 7600-
ECIU-J/P1
ENG #1 OIL J/P 26
14 PX
PRESS IND.
A
29-12-00
HIGH 7600- SWITCH B
FROM HYD
ECIU-J/P2 F
ENG #2 OIL SYS No.3
97 PRESS SW.
PRESS IND.
HYDRAULIC SYSTEM #2
ECIU PRESS SWTICH
76-10-00
Figure 29-56. No.3 Hydraulic System Isolation Valve (Open) Automatically - Due to No.1 Hydraulic System Failure In Flight
No.3 System Isolation Valve NOTES

Operation (Open) In Flight, Loss of a
One Hydraulic System
Isolation Valve (Open) Automatically - Due to
No.1 Hydraulic System Failure In Flight.
Condition: Due to No.1 Hydraulic System

Failure In Flight.
The isolation valve will de-energize (Open)

when the ground is no longer provided by
either hydraulic pressure switch.
29 HYDRAULICS

29-76 29 HYDRAULICS
NOSE COMPARTMENT
CB54
SEE BATT.
SYS.
5A 2431-
(24-32-00)
J/P9 SEE RELAY 2-K2
CB50 6 15 T
SEE BATT.
SYS.
100A 2431-
(24-32-00)
J/P10 P/J22
EMPENN. RH 1 2 C + 28 VDC
2431-
P/J9
J/P5 - RTN
P 12
HIGH A
HI > 3250
MAX 11 HYD SYS #3
HYD #3
C R K23 DC MOTOR
ISOL VLV. LO < 2600 LOW
DASH 8 Q400
SELECTED MIN B PUMP
CLOSED RL4 BATT MASTER
SWITCH ON
FUSELAGE LH. HYDRAULIC SYSTEM #3 SEE BATT.
PRESSURE SWITCH SYS.
7 8
9811- (24-32-00)
RJB3-J/P1D 1 K24
B12
B3 9811- B3
B2 B14
B1 RJB3-P/J1D STBY. BATT. CONTACTOR CLOSED
B13
B8 B2
B1
A3 A12 STANDBY CONTACTOR BOX
A2 A3 24-31-00
A1 A8 A2
X2 A1
SEE 29-11-00 X1 3-K1 DC MOTOR PUMP CIRCUIT
K10

ENERGIZED - PARK BRAKE OFF RELAY JUNCTION.
BOX No. 3
FUSELAGE LH. B
9811-
RJB3-
P/J1B
31
9811-
B3 RJB3-
33 J/P1B
B1 B2 28
25 WOW TO
A3 1-K4
ENERGIZE
29-11-00 22
A1 A2 19
GPWS
9811- LANDING
+
RJB3- FLAP
P/J1A D3
A10 J/P1A 10
ENG #1 OIL PX.
D1 D2 A11 TO ENERGIZE
15
C3 1-K2
35
A15 C1 C2 A14
OH CONSOLE B15 HYDRAULIC CONTROL
C3
3312-
#3 J/P1 ENG #2 OIL PX. FAILED STBY HYD PTU HYD #3
C1 C2 A2 TO ENERGIZE ENGINE
HYD.PUMP PRESS CNTRL ISOL VLV
15 A1
1-K3 9811- ON ON OPEN
CAUTION AND WNG 9811- RJB3-
PANEL B3
RJB3- J/P1C
31-51-00 P/J1C E4
B1 B2
E5
LH AFT
F5
J/P3
SEE RELAY E2 TD B
F
K23, 60
E A3
SEC
2-K2
DCMP PRESSURE
SWITCH
RELAY JUNCTION.
BOX No. 3
RELAY GROUNDS
Figure 29-57. DCMP Operation - Park Brake Off - WOW - Single Engine Operating
DCMP Operation - Park Brake Off - NOTES

WOW - Single Engine Operating
Refer to Figure 29-57. DCMP Operation - Park
Brake Off - WOW - Single Engine Operating.
Hydraulic system No.3 Pressure switch is low

and relay K10 is energized by the Park Brake
selected OFF and No.1 engine operating. (Oil
Pressure).
29 HYDRAULICS

MAIN INSTRUMENT PANEL
ELECTRICAL
MAIN +1. 00 +1. 00 115 . 06

AUX - . 34 115 . 06
ST BY - . 34 115 . 06
+1. 00 . 06
ESS 115 . 06
MAIN 115 . 06
SEC +1. 00 +1. 00 115 . 06
PSI x 1000
29 HYDRAULICS
Parking Brake Hydraulic Main System #1 Main System #3

Pressure Indication Pressure Indication Pressure Indication
#1 System Stand−by Main System #2 System #1, #2 And #3

Pressure Indication Pressure Indication Hyd Quantity
Figure 29-58. Hydraulic System Indications (Normal Mode)

29-30-00 INDICATIONS NOTES
INTRODUCTION
Hydraulic system indications are shown on the:
•• MFDs
•• CAWP
•• HYDRAULIC CONTROL panel
•• FPP.
The indicating system shows:

•• Hydraulic pressures
•• Hydraulic quantities
•• System cautions
•• System operating status.
GENERAL
Refer to:
•• Figure 29-58. Hydraulic System Indications
(Normal Mode).
•• Figure 29-59. Hydraulic System Indications
Reversion Mode (Composite Mode).
Quantity and pressure transducers give inputs

to the MFD for the three hydraulic system
indications:
29 HYDRAULICS
•• No.1, No.2 and No.3 main hydraulic
system pressure
•• No.1, No.2 and No.3 hydraulic systems
quantity.
MFD 2 shows data in analog format during

normal configuration.
Either MFD can show the data in digital format

on a composite page.

ELECTRICAL
MAIN +1. 00 +1. 00 115 . 06

AUX - . 34 115 . 06
STBY - . 34 115 . 06
+1. 00 . 06
ESS 115 . 06
MAIN 115 . 06
SEC +1. 00 +1. 00 115 . 06
I
29 HYDRAULICS
Parking Brake Hydraulic Main System #1 Main System #3

Pressure Digital Indication Pressure Indication Pressure Indication
#1 System Stand-by Main System #2 #1, #2 and #3 Hydraulic Fluid
Pressure Indication Pressure Indication Quantity Digital Indications
Figure 29-59. Hydraulic System Indications Reversion Mode (Composite Mode)

29 HYDRAULICS

#1 HYD
ISO VLV
#2 HYD
ISO VLV
#1 HYD #2 HYD
FLUID HOT FLUID HOT
Figure 29-60. Hydraulic System Caution Indications
GPWS
LANDING
FLAP
29 HYDRAULICS
HYDRAULIC CONTROL
STBY HYD PTU HYD #3

FAIL
SPU PBA PTU PBA Accumulation Isolation

Switch Switch Valve PBA Switch
Figure 29-61. Hydraulic Control Panel

INDICATIONS NOTES
Refer to:
•• Figure 29-60. Hydraulic System
Caution Indications.
•• Figure 29-61. Hydraulic Control Panel.
The CAWP shows hydraulic system caution

lights. Each hydraulic system includes pressure
and temperature switches that illuminate
caution lights on this panel.
HYDRAULIC CONTROL Panel switchlights

show the operating status for the SPU, PTU
and No.3 hydraulic system isolation valve. The
SPU switch shows ON with switch selection.
HYD #3 ISOL VLV shows OPEN with switch
selection. The PTU shows ON with switch
selection; the crosshatch when producing
pressure and the fail light if the PTU fails to
produce 900 psi within five seconds of being
commanded on.
29 HYDRAULICS

Refer to Figure 29-62. Indicating, Fire

Protection Panel (FPP).
The FPP shows the advisory indications for the

hydraulic FSOVs. During normal operation, an
FSOV OPEN green light will illuminate. When
the FSOV is closed, a FSOV CLOSED white
light will illuminate.
Hydraulic Emergency Shut-off

Valves Open/closed Lights
VENT VENT
INLT OTLT
FIRE BOTTLE
ENGINE 1
FIRE ENGINE 2
TEST
DETECTION
29 HYDRAULICS
OVERHEAD CONSOLE
Figure 29-62. Indicating, Fire Protection Panel (FPP)

Hydraulic Pressure Transducers
Refer to Figure 29-63. Hydraulic Pressure
Transducers.
There are two pressure transducers installed in

the No.1 hydraulic system. A system pressure
transducer and a SPU pressure transducer send
data to the FDPS.
There is one pressure transducer installed in

the No.2 hydraulic system that sends system
pressure data to the FDPS.
There is one pressure transducer installed in

the No.3 hydraulic system that sends system
1
pressure data to the FDPS.
FWD
29 HYDRAULICS
A
LEGEND
1. Filter Manifold
2. Pressure Transducer
3. Electrical Connector.
3
A
Figure 29-63. Hydraulic Pressure Transducers

Temperature Switches
Refer toFigure 29-64. Temperature Switches.
Two switches are installed on No.1 and No.2

reservoirs.
At 107°C, a HYD FLUID HOT caution light

illuminates on the CAWP.
At 135°C, the firewall shut-off valve closes.
If the pump windings are hot, a thermal switch

in the SPU turns ON the #1 STBY HYD PUMP
HOT caution light.
Reservoir
FWD
29 HYDRAULICS
Temperature switch, 107°C
Electrical connector
Figure 29-64. Temperature Switches

Hydraulic System Pressure Switch The inlet switch monitors system pressure. This
is used for #3 ISOL valve open logic and ELEV
Refer to Figure 29-65. Hydraulic System PRESS caution light control logic.
Pressure Switch.
The outlet switch brings on the #1 or #2 HYD
If the EDP is not producing pressure, the #1 or ISO VLV caution light if it senses pressure less
#2 ENG HYD PUMP caution light comes ON. than 900 psi.
Two pressure switches are installed on the inlet The PTU switchlight annunciator indication
and outlet ports of the No.1 and No.2 hydraulic comes ON if the PTU outlet pressure switch
system isolation valves. senses pressure.
LEGEND
1. Electrical Connector
2. Isolation Valve (No.1 & 2)
3. Port, Pressure Switch - A
4. Pressure Switch - A
5. Port, Pressure Switch - B
6. Pressure Switch - B
29 HYDRAULICS
3
4
5
Figure 29-65. Hydraulic System Pressure Switch

No.3 System Hydraulic Warning

Pressure Switch
Pressure Switch.
The No.3 hydraulic system has a pressure

switch that is installed downstream of the
accumulator isolation valve.
If the No.1 and No.2 isolation valves inlet pressure

switches along with the No.3 system pressure
switch all show high pressure, then the ELEV
PRESS caution light comes ON on the CAWP.
29 HYDRAULICS
Figure 29-66. No.3 Hydraulic System Pressure Switch

29-00-00 APPENDIX Pressurization of the Hydraulic

Systems
GENERAL Refer to Figure 29-67. Ground Hydraulic Power
Unit (GHPU).
Maintenance Practices The aircraft hydraulic systems can be pressurized
If you spill hydraulic fluid on the deicer boots or using:
in any case, immediately clean it up.
•• Ground Hydraulic Power Unit (GHPU)
•• External electrical power
•• Engine power.
NOTE
The Ground Hydraulic Power
Unit (GHPU) does not pressurize
the case drain line.
29 HYDRAULICS
Figure 29-67. Ground Hydraulic Power Unit (GHPU)

Pressurization of the Aircraft The GHPU operates in two modes:

Hydraulic Systems with the Ground 1. CLOSED LOOP:
Hydraulic Power Unit (GHPU) •• GHPU pressurizes aircraft hydraulic
Refer to: systems and circulate hydraulic fluid from
and back to aircraft hydraulic systems
•• Figure 29-68. Ground Hydraulic Power reservoirs. Aircraft hydraulic fluid will
Unit (GHPU). not drain into the GHPU reservoir.
•• Figure 29-69. Hydraulic Access Door. 2. OPEN LOOP:
•• Figure 29-70. Servicing No.1 and No.2 •• GHPU pressurizes aircraft hydraulic
Hydraulic Systems. systems and circulates hydraulic
fluid from aircraft hydraulic systems
reservoirs to GHPU reservoir. Aircraft
hydraulic fluid will drain into the
GHPU reservoir.
Return
29 HYDRAULICS
Pressure
Figure 29-68. Ground Hydraulic Power Unit (GHPU)

Figure 29-69. Hydraulic Access Door
29 HYDRAULICS
Figure 29-70. Servicing No.1 and No.2 Hydraulic Systems

Figure 29-71. Hydraulic Sample Bottle

29 HYDRAULICS
Figure 29-72. No.3 Bleed Relief Valve

29-00-00 SAMPLING CAUTION

OF THE HYDRAULIC When the hydraulic fluid sample
SYSTEMS fails to meet the Standard
Specifications in the lab report,
corrective actions are given to
LIMITATIONS return aircraft to service.
Refer to:
Sampling bottles should be of clear glass and
•• Figure 29-71. Hydraulic Sample Bottle. 250 to 500 ML (CC) capacity. Preclean the
bottle with distilled water and dry. Do not
•• Figure 29-72. No.3 Bleed Relief Valve. “RINSE” the bottle with hydraulic sample fluid.
New hydraulic fluid is a clear light purple colour,
free of haze or solid particles. Dark brown color
HYDRAULIC LINES
fluid may be the result of colour leaching from the
Engine Driven Pump EDP, seals, hoses. It may
Inspection of Hydraulic Lines
also indicate exposure to excessive heat. Loss of Make sure that there are none of the defects
fluid colour does not mean loss of fluid properties. that follow:
Investigate the causes of darkening and check
other factors such as viscosity, TAN and solid •• Cuts
particle contents. If tests and investigations are •• Fraying
satisfactory, do not replace the hydraulic fluid
because of the fluid dark colour. •• Kinks
•• Wear
Take a hydraulic fluid sample as follows:
•• Dents.
•• Pressurize the Hydraulic system to
be sampled. NOTE
•• On the reservoir of the hydraulic No damage (wear or dents) is
system, operate the relief push button. permitted in the bend area of
hydraulic tubes.
•• Drain 0.25 to 0.50 L of hydraulic fluid
into the ecology bottle of the system.
29 HYDRAULICS
If there are dents or wear, measure the defect
•• Remove one ecology bottle from its with the vernier caliper or optical micrometer.
attachment position on the aircraft.
Make sure the dents or wear are in the
•• Put the clean sample bottle below recommended limits for the tube material.
the inlet fitting to the ecology bottle.
•• Operate the relief push button.
•• Fill the sample bottle until it is
almost full.
•• Put a correct label on the sample
bottle to identify it.
•• Send the hydraulic fluid sampling
bottle to a lab for analysis.
•• Top up the hydraulic system.
•• Get a lab analysis report.

HYDRAULIC LINE REPAIR NOTE

The following is an abbreviated description of Material found by the analysis of
the maintenance practice and is intended for a fluid sample by Materials Lab
training purposes only. For a more detailed will determine the additional
description of the practice, refer to the task in task requirements.
There are two approaches to repair damage

tubing (permanent and temporary repair).
To minimize aircraft downtime and expedite

return to service.
Repair the damaged tube with a serviceable

piece using permaswage sleeves or with flex
hose.
The procedure also includes information

regarding the Quick Fix Kit for the field repair
of the damaged tubes.
Temporary Repair
Install a flexible hose as a temporary repair, this
will allow 5000 hours of operation provided an
inspection is done after every 1000 hours to ensure
the serviceability and condition of the flex hose.
29-10-00 FLUSHING
OF THE HYDRAULIC
SYSTEM(S)
29 HYDRAULICS
Reasons to flush the hydraulic system(s):

•• Particle contamination,
•• Chemical contamination,
•• Fluid properties degradation,
•• Failure of the Engine Driven Pump
(EDP), Standby Power Unit (SPU) or
Power Transfer Unit (PTU)
Repeated extensions of the Differential
Pressure Indicators (DPI’s).
Perform General Visual Inspection of the

Hydraulic System Filter Differential Pressure
Indicators (DPI’s).


•• GSB2440006 DC Rectifier (50/60 Hz, 28.50 V dc).
•• GSB2440003 Electrical AC power cart.
•• GSB29000XX Ground Hydraulic Power Unit.
•• GSB29000YY Ground Hydraulic Power Unit.
•• GSB2900001 Hydraulic Power Unit.
•• GSB2900002 Hydraulic Coupling Kit.
•• 11-8073-1010 DC Ground Power Unit
•• MS21914 - Bootstrap pressure port cap.
•• H102 AVTRON or equivalent portable hydraulic test stand.
•• 18-4208-0010- or equivalent booster and manifold/regulator.
•• B0302164 or MS33514 or equivalent, commercially available dapter and fitting between
the GHPU hose and the heat exchanger line for the flushing of the No. 1 or No. 2 hydraulic
system heat exchanger line.
•• GSB2900001 GHPU
•• Commercially Available Various adaptors hoses and fittings of size, length and type to suit container
to capture fluid while sampling 575 VAC, 3 Phase, 60 Hz or equivalent Standard Electric Power.
•• GSB1216010 Nitrogen cart.
•• GSB1210006 Servicing Unit
•• GSB1210005 Reservoir Servicing Unit - Single Container 5 gal (19 L) and 150 psi (1034
kPa), Phosphate Ester Compatible.
•• GSB1000020 Pin, NLG Door Ground Lock
•• GSB1000028 Pin, MLG Door Ground Lock
29 HYDRAULICS
•• GSB2400001, Multimeter-Hand Held
•• ACS28008 Hydraulic Pipe Swage Repair Kit
•• GSB1210003 Reservoir Servicing Quick-Disconnect Coupling
•• GSB1210004 Hydraulic Fluid Dispenser (SAE AS 1241)
•• GSB1210007 Portable Hydraulic Service Unit (SAE AS 1241)
•• GSB1000004 Wheel Chocks - MLG and NLG
•• Commercially available Glenair TG70 Strap Wrench or Equivalent.
•• Commercially available McMaster Carr Replacement Strap P/N: 5448A33 (101-170 lbf in
torque) or Equivalent
•• GSB2700008-32 Target - De-Actuator (Copper).
•• GSB2700008-16D Target - Actuator (Steel).
•• GSB3411011 Test Set - Air Data.


•• AMM 29-00-00-863-801 Pressurization of the No. 1 and No. 2 Hydraulic Systems

•• AMM 29-00-00-863-802 R
emoval of the Hydraulic Pressure from the No. 1 and No. 2
Hydraulic Systems
•• AMM 29-00-00-863-803 Pressurization of the No. 3 Hydraulic System
•• AMM 29-00-00-863-804 Removal of the Hydraulic Pressure from the No. 3 Hydraulic System
•• AMM 12-10-29-210-801 F
luid Quantity Check of the No. 1 and No. 2 Hydraulic System
Reservoirs
•• AMM 12-10-29-611-802 Servicing of the No. 3 Hydraulic System Reservoir
•• AMM 29-00-00-220-801 Sampling of the No. 1, No. 2 and No. 3 Hydraulic Systems
•• AMM 29-10-00-280-802 D
etailed Visual Inspection of the No. 1, No. 2 and No. 3
Hydraulic Systems
•• AMM 29-11-00-210-802 G
eneral Visual Inspection of the Hydraulic System No. 1 and
No. 2 Filter Differential Pressure Indicators (Delta P) (MRB
291100–201)
•• AMM 29-11-26-000-801 Removal of the No. 1 and No. 2 Hydraulic System Ecology Bottles
•• AMM 29-11-26-400-801 Installation of the No. 1 and No. 2 Hydraulic System Ecology Bottles
•• AMM 29-11-61-000-801 Removal of the Hydraulic Power Transfer Unit
•• AMM 29-11-61-400-801 Installation of the Hydraulic Power Transfer Unit
•• AMM 29-10-00-870-801 Bleeding of the No. 1 Hydraulic System
•• AMM 29-10-00-870-802 Bleeding of the No. 2 Hydraulic System
•• AMM 12-00-16-490-801 Connection of the Ground Hydraulic Power
29 HYDRAULICS
•• AMM 12-00-16-090-801 Removal of the Ground Hydraulic Power

•• FIM 29-11-00-810-801 #1 HYD ISO VLV (Caution) − Fault Isolation
•• FIM 29-11-00-810-802 HYD VALVE CLOSED (Advisory) − Fault Indication
•• FIM 29-11-00-810-803 HYDRAULIC PRESSURE LOSS (Status) − Fault Isolation
•• FIM 29-11-00-810-804 #2 HYD ISO VLV (Caution) − Fault Isolation
•• AMM 29-11-00-710-802 O
perational Check of the Hydraulic System 1 Engine Driven
Pump (EDP) Pressure Switch (CMR#291100−103)
•• AMM 29-11-06-710-801 Operational Test of the Firewall Shut−off Hydraulic Valve
•• AMM 29-11-36-710-801 Operational Test of the Standby Power Unit
•• AMM 29-11-61-710-801 Operational Test of the Power Transfer Unit
•• AMM 29-12-01-710-801 O
perational Test of the No.3 Hydraulic System after
replacement of the DC Motor Driven Pump (DCMP)

•• AMM 29-21-06-000-802 Removal of the Secondary MLG Selector Valve Filter Fitting
•• AMM 29-21-06-400-802 Installation of the Secondary MLG Selector Valve Filter Fitting
•• AMM 29-21-16-000-801 Removal of the In−Line Filter Screen
•• AMM 29-21-16-400-801 Installation of the In−Line Filter Screen
•• AMM 29-21-00-611-801 S
ervicing of the Landing Gear Alternate Extension Hydraulic
Reservoir (MRB #292000−201)
•• AMM 12-10-29-611-803 S
ervicing of the Alternate Landing−Gear Extension Hydraulic
Reservoir
•• AMM 29-21-00-617-801 Flushing of the Alternate Landing Gear Extension Hydraulic System
•• AMM 29-21-00-870-801 Bleeding of the Alternate Landing Gear Extension Hydraulic System
•• AMM 29-21-00-710-802 O
perational Check of the Landing Gear Alternate Extension
Hydraulic System Hand Pump (CMR#292000−103)
•• FIM 29-30-00-810-801 ELEVATOR PRESS (Caution) − Fault Isolation
•• FIM 29-30-00-810-802 #1 ENG HYD PUMP (Caution) − Fault Isolation
•• FIM 29-30-00-810-803 #1 HYD FLUID HOT (Caution) − Fault Isolation
•• FIM 29-30-00-810-804 #1 STBY HYD PUMP HOT (Caution) − Fault Isolation
•• FIM 29-30-00-810-805 #2 ENG HYD PUMP (Caution) − Fault Isolation
•• FIM 29-30-00-810-806 #2 HYD FLUID HOT (Caution) − Fault Isolation
29 HYDRAULICS

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DASH 8 Q400

FlightSafety International, Inc.

FOR TRAINING PURPOSES ONLY

FlightSafety International Toronto Learning Center

For course information please contact us:

Copyright © 2012 FlightSafety International, Inc.

Dates of issue for original and changed pages are:

Second Edition..... 0.............. August 2013 Revision............... 0.3............... April 2015

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

21-150 - 21-151....................................... 0.4 30-114 - 30-125....................................... 0.3

GENERAL ................................................................................................................. 36-1

SYSTEM DESCRIPTION........................................................................................... 36-3

36-11-00 BLEED AIR SYSTEM................................................................................. 36-7

System Description.............................................................................................. 36-9

Principal Components........................................................................................ 36-13

P3.0 Ducts................................................................................................... 36-13

P3.0 Venturi................................................................................................ 36-13

P3.0 Bleed Duct Inspection......................................................................... 36-13

P2.7 Ducts................................................................................................... 36-14

P2.7 Bleed Duct Inspection......................................................................... 36-14

Bleed Stage Pressure Switch....................................................................... 36-15

High Pressure Shutoff Valve (HPSOV)........................................................ 36-17

Pre-Cooler Overtemperature Switch ........................................................... 36-19

Overtemperature Sensor.............................................................................. 36-23

Nacelle Flow Control Shut-Off Valve (NFCSOV)........................................ 36-25

Nacelle Duct Leak Overtemperature Switch ............................................... 36-27

P2.2 Shut-off Valve..................................................................................... 36-31

Revision 0.4 FOR TRAINING PURPOSES ONLY 36-i

Overpressure Switch................................................................................... 36-33

Dorsal and Aft Fuselage Bleed Air Ducts.................................................... 36-35

APU Differential Pressure Sensor .............................................................. 36-36

Duct Leak Overtemperature Switches - Aft Fuselage ................................. 36-37

APU Bleed Air Ducts.................................................................................. 36-38

APU Check Valve........................................................................................ 36-38

Environmental Control System Electronic Control Unit (ECS ECU)........... 36-39

Controls and Indications.................................................................................... 36-41

Bleed Control Switches............................................................................... 36-41

BLEED 1 and BLEED 2 Switches............................................................... 36-41

Bleed Control Selector................................................................................ 36-43

Engine Bleed Air......................................................................................... 36-47

BLEED OFF OR DE-ICE ON – HPSOV Control........................................ 36-49

Control and Fault ....................................................................................... 36-51

Deice and Oil Cooler Ejector Bleed Air...................................................... 36-51

Centralized Diagnostic System (CDS)......................................................... 36-52

Crew Report................................................................................................ 36-52

36-00-00 SPECIAL TOOL & TEST EQUIPMENT.................................................... 36-55

36-00-00 MAINTENANCE PRACTICES.................................................................. 36-55

36-ii FOR TRAINING PURPOSES ONLY Revision 0.4

36-2 Air Conditioning and APU Control Panels.................................................36-4

36-3 Bleed Air System Diagram........................................................................36-6

36-4 Air Conditioning and APU Control Panels.................................................36-8

36-5 Bleed Air System.....................................................................................36-10

36-6 Bleed Air System Schematic....................................................................36-11

36-8 P2.7 Bleed Air Duct.................................................................................36-14

36-9 Bleed Stage Pressure Switch....................................................................36-15

36-10 High Pressure Shut-Off Valve (HPSOV)..................................................36-16

36-11 Pre-Cooler Overtemperature Switch........................................................36-18

36-14 Overtemperature Switch..........................................................................36-22

36-15 Nacelle Flow Control Shut-Off Valve.......................................................36-24

36-16 Nacelle Flow Control Shut-Off Valve.......................................................36-25

36-17 Duct Leak Overtemperature Switch.........................................................36-26

36-18 Leak Detection Concept Schematic..........................................................36-28

FlightSafety International Toronto Learning Center

Page Revision Page Revision