DASH 8 300 SERIES

MAINTENANCE TRAINING
MANUAL
VOLUME 3
ATA 35, 29, 32 & 27
REVISION 0.5

FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
 FOR TRAINING PURPOSES ONLY

NOTICE

The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Maintenance Manuals and Pilot Manuals. It is to be used for
familiarization and training purposes only.

At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
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you might have for improving this manual or any other aspect of our training program.

FOR TRAINING PURPOSES ONLY

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For course information please contact us:

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All rights reserved.
 INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Second Edition..... 0.............. August 2013 Revision............... 0.3...... November 2014

Revision............... 0.1............... April 2014 Revision............... 0.4................July 2015
Revision............... 0.2..... September 2014 Revision............... 0.5............... April 2018

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

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 CONTENTS
VOLUME 3
Chapter Title ATA Number
OXYGEN 35
HYDRAULIC POWER 29
LANDING GEAR 32
FLIGHT CONTROLS 27
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
CHAPTER 35
OXYGEN
CONTENTS
Page

35-00-00 OXYGEN..................................................................................................... 35-1

General................................................................................................................ 35-1
Crew Oxygen Systems.................................................................................. 35-1
Passenger Portable Oxygen Cylinder Assemblies.......................................... 35-3
Customer Special Installations (CSIs), Standard
Options Only (S.O.O.) and Change Requests (CRs)....................................... 35-3
35-10-00 CREW OXYGEN SYSTEM ........................................................................ 35-3
General................................................................................................................ 35-3
Description........................................................................................................... 35-4
Crew Oxygen Cylinder.................................................................................. 35-4
Masks and Regulators................................................................................... 35-5
Oxygen Pressure Gauge................................................................................ 35-7
Overboard Discharge Indicator...................................................................... 35-7
Smoke Goggles............................................................................................. 35-7
Operation............................................................................................................. 35-7
35-21-00 PASSENGER OXYGEN AUTOMATIC
PRESENTATION SYSTEM (CR835CH00009).............................................................. 35-9
General................................................................................................................ 35-9
Description........................................................................................................... 35-9
Oxygen Cylinder Assemblies......................................................................... 35-9
Charging Valve/Pressure Gauge..................................................................... 35-9
Overboard Discharge Indicator...................................................................... 35-9

FOR TRAINING PURPOSES ONLY 35-i

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35 OXYGEN

Page

Pressure Regulator...................................................................................... 35-10

Flight Attendant’s Control Panel.................................................................. 35-10
Advisory Lights.......................................................................................... 35-10
Automatic Presentation Oxygen Masks....................................................... 35-10
Operation........................................................................................................... 35-13
35-30-00 PORTABLE OXYGEN CYLINDER ASSEMBLIES................................... 35-15
General.............................................................................................................. 35-15
Crew Portable Oxygen Cylinder Assembly.................................................. 35-15
Crew Portable Oxygen Cylinder Assemblies (S.O.O. 8109)......................... 35-15
Passenger Portable Oxygen Cylinder Assemblies........................................ 35-15
Flight Attendant’s Portable Oxygen Cylinder Assembly (S.O.O. 7128)........ 35-15
Dual Purpose First Aid And Passenger
Oxygen Cylinder Assemblies (S.O.O. 8159)................................................ 35-15
35-31-01 CREW PORTABLE OXYGEN CYLINDER ASSEMBLY (MOD 8/2229)... 35-17
General.............................................................................................................. 35-17
Description......................................................................................................... 35-17
Component Details............................................................................................. 35-17
Full Face Smoke Mask................................................................................ 35-17
Regulator and Cylinder............................................................................... 35-17
Oxygen Gauge............................................................................................ 35-17
Automatic Oxygen Coupling....................................................................... 35-18
Check Valve Assembly................................................................................ 35-18
The Relief Valve.......................................................................................... 35-18
Operation........................................................................................................... 35-18
System Operation and Control..................................................................... 35-18

35-ii FOR TRAINING PURPOSES ONLY

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35 OXYGEN
Page

35-32-00 PASSENGER PORTABLE OXYGEN CYLINDER ASSEMBLIES............ 35-21

General.............................................................................................................. 35-21
Description......................................................................................................... 35-21
Dual Outlet Regulator................................................................................. 35-21
Passenger Oxygen Mask.............................................................................. 35-21
Operation........................................................................................................... 35-21
35-33-00 FLIGHT ATTENDANT’S PORTABLE
OXYGEN CYLINDER ASSEMBLY (MOD 8/2229)................................................. 35-23
General.............................................................................................................. 35-23
Description......................................................................................................... 35-23
Component Details............................................................................................. 35-23
Oxygen Mask.............................................................................................. 35-23
Regulator and Cylinder............................................................................... 35-23
Oxygen Gauge............................................................................................ 35-23
Automatic Oxygen Coupling....................................................................... 35-23
Check Valve Assembly................................................................................ 35-24
The Relief Valve.......................................................................................... 35-24
Operation........................................................................................................... 35-24
System Operation and Control..................................................................... 35-24
Component Location Index................................................................................ 35-24
35-35-00 DUAL PURPOSE FIRST AID AND PASSENGER
PORTABLE OXYGEN - CYLINDER ASSEMBLIES (S.O.O. 8159)......................... 35-27
General.............................................................................................................. 35-27
Description......................................................................................................... 35-27
Outlet Assemblies....................................................................................... 35-27
Oxygen Masks............................................................................................ 35-27

FOR TRAINING PURPOSES ONLY 35-iii

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35 OXYGEN

Page
Operation........................................................................................................... 35-27
Pressure Regulator Valve Assembly............................................................. 35-28
35-36-01 PROTECTIVE BREATHING EQUIPMENT (PBE).................................... 35-31
General.............................................................................................................. 35-31
Description......................................................................................................... 35-31
PBE Equipment........................................................................................... 35-31
Operation........................................................................................................... 35-33
35-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 35-34
35-00-00 CAUTIONS & WARNINGS....................................................................... 35-34
12-10-35 Oxygen Cylinders Replenishing.......................................................... 35-34
35-32-00 Passenger Portable Oxygen Cylinder Assemblies................................ 35-34
35-36-01 Protective Breathing Equipment (PBE)............................................... 35-34

Revision 0.5
35-iv FOR TRAINING PURPOSES ONLY
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35 OXYGEN
ILLUSTRATIONS
Figure Title Page

35-1 Crew Oxygen System................................................................................35-2

35-2 Crew Oxygen Bottle..................................................................................35-4
35-3 Crew Indication.........................................................................................35-6
35-4 Overboard Discharge Indicator Disc..........................................................35-6
35-5 Passenger Oxygen Automatic Presentation System (CR835CH00009)
(Sheet 1 of 2).............................................................................................35-8
35-5 Passenger Oxygen Automatic Presentation System (CR835CH00009)
(Sheet 2 of 2)...........................................................................................35-10
35-6 Passenger Oxygen Automatic Presentation System (CR835CH00009).....35-12
35-7 
Passenger Oxygen Automatic Presentation System (CR835CH00009) -
Electrical Schematic................................................................................35-14
35-8 Crew Portable Oxygen Cylinder Assembly - Description and Operation.......35-16
35-9 Passenger Portable Oxygen Cylinder Assembly.......................................35-20
35-10 Flight Attendant’s Portable Oxygen Cylinder Assembly -
Description and Operation.......................................................................35-22
35-11 First Aid and Passenger Portable Oxygen Cylinder Assemblies
(S.O.O. 8159)...........................................................................................35-26
35-12 Protective Breathing Equipment (PBE) Location (CR835CH00056)........35-30
35-13 PBE Details (CR83500056).....................................................................35-32

FOR TRAINING PURPOSES ONLY 35-v

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35 OXYGEN
CHAPTER 35
OXYGEN

35-00-00 OXYGEN
GENERAL
The aircraft oxygen systems (depending on individual customer selection) will consist of
a combination of two or more of the following:

Crew Oxygen Systems

•• Crew Oxygen System:
A single cylinder, stationary, diluter/demand type, three outlet oxygen system for the pilot,
co-pilot, and observer.
•• Crew Portable Oxygen Cylinder Assembly:
A single cylinder, portable, with a full face smoke mask. By removing smoke mask, the
cylinder is also compatible with pilot’s, co-pilot’s or observer’s supplemental oxygen masks
(refer to CREW PORTABLE OXYGEN CYLINDER ASSEMBLY).

FOR TRAINING PURPOSES ONLY 35-1

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

MOD 8/1889

Figure 35-1.  Crew Oxygen System

35-2 FOR TRAINING PURPOSES ONLY

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35 OXYGEN
Passenger Portable Oxygen supplemental use. These assemblies replace
the Passenger Portable Oxygen Cylinder
Cylinder Assemblies Assemblies (refer to DUAL PURPOSE
Three, dual outlet, portable supplemental FIRST AID AND PASSENGER
oxygen cylinders, with six constant flow oxygen PORTABLE OXYGEN CYLINDER
masks (refer to PASSENGER PORTABLE ASSEMBLIES(S.O.O. 8159)).
OXYGEN CYLINDER ASSEMBLIES).
•• Protective Breathing Equipment (PBE)
(CR835CH00056)(Model 311 only):
Customer Special Installations For Protective Breathing Equipment
(CSIs), Standard Options Only (PBE) details, refer to 35-36-01.
(S.O.O.) and Change Requests (CRs)
•• C r e w P o r t a b l e O x y g e n C y l i n d e r
35-10-00 CREW OXYGEN
Assemblies (SOO 8109)(designed to SYSTEM
meet CAA requirements):
Consists of two separate portable
installations. A demand type cylinder
GENERAL
with a full face smoke mask and a flight
Refer to Figure 35-1. Crew Oxygen System.
attendant’s portable supplemental oxygen
cylinder. The cylinder and smoke mask
The crew oxygen system is of the diluter demand
are a set and replaces the standard Crew
type. The system consists of a stationary crew
Portable Oxygen System (refer to CREW
oxygen cylinder assembly, pilot’s, co-pilot’s
PORTABLE OXYGEN CYLINDER
and observer’s oxygen mask and regulator
ASSEMBLIES (S.O.O. 8109)).
assemblies stowed in quick-release mask hangers,
•• P a s s e n g e r O x y g e n A u t o m a t i c two oxygen pressure indicators, an overboard
Presentation System - (CR835CH00009): discharge indicator, pilot’s, co-pilot’s and
observer’s mask quick-disconnects and oxygen
This installation consists of two
lines and hoses.
stationary cylinders supplying oxygen
for 50 passengers, two flight attendants
and four children (in parent’s arms).
With this system installed, the
Passenger Portable Oxygen Cylinder
Assemblies are not required (refer to
PASSENGER OXYGEN AUTOMATIC
PRESENTATION SYSTEM).
•• Flight Attendant’s Portable Oxygen
Cylinder Assembly (S.O.O. 7128):
A single portable oxygen cylinder for
the flight attendant. This assembly forms
part of S.O.O. 8109 (refer to FLIGHT
ATTENDANT’S PORTABLE OXYGEN
CYLINDER ASSEMBLY (S.O.O. 7128)).
•• Dual Purpose First Aid And Passenger
Oxygen Cylinder Assembly (S.O.O. 8159):
Three portable constant flow, dual outlet,
oxygen cylinders for first aid and passenger

FOR TRAINING PURPOSES ONLY 35-3

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

DESCRIPTION The pressure reducer incorporates the following:

Crew Oxygen Cylinder •• Pressure gauge 0 - 2000 psi direct reading

cylinder pressure.
Refer to Figure 35-2. Crew Oxygen Bottle.
•• Safety outlet with frangible disc equipped
The lightweight high pressure oxygen cylinder with quick-disconnect coupling to
is mounted, in the forward fuselage to the overboard vent line.
nosewheel sidewall brackets by two stainless
•• A charging valve incorporating two
steel straps. The cylinder has a capacity of
check valves for recharging the cylinder.
39.4 cu. ft. (1100 liters) when charged to 1800
psig at 70°F (21°C), and will provide sufficient •• Relief valve for the low pressure
oxygen for a crew of three (pilot, co-pilot and distribution system (the relief valve opens
observer) to descend from 25,000 feet to 14,000 at 100 psi nominal).
feet in 4 minutes and to continue at 14,000 feet
•• A self-sealing, low pressure, regulated
for 116 minutes. Pressure of 1800 psig is the
oxygen supply outlet coupled by a quick-
minimum for dispatch with a flight deck crew of
disconnect coupling to the system.
three. The cylinder must be removed from the
aircraft if recharging is necessary. The ON/OFF •• A high pressure port which supplies
function is performed by the outlet disconnect oxygen to the co-pilot’s side panel-
which ensures that the system is ON whenever mounted oxygen pressure gauge via
it is connected. copper tubing.

Figure 35-2.  Crew Oxygen Bottle

35-4 FOR TRAINING PURPOSES ONLY

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35 OXYGEN
Masks and Regulators •• A flow indicator is incorporated in
the hose to the mask. Red indicates
Two, quick donning oxygen masks, one each
inadequate oxygen supply while green
for the pilot and co-pilot, are suspended on
indicates adequate oxygen supply. On
quick release hangers from the ceiling above
aircraft incorporating Mod 8/1773, red
and behind each respective seat. These masks
indicates no flow and clear indicates
incorporate a microphone (refer to Chapter
flow is present.
23) and a cleanliness cover that is removed
automatically during mask removal. The
microphone cords and oxygen hoses are normally
plugged into their respective connection points.

The observer’s mask and hose, plus intercom

microphone, cord and smoke goggles are
contained in a bag, suspended on a quick release
strap, attached to the ceiling near the flight
compartment rear bulkhead, inboard of the
pilot’s mask. Connections for the oxygen mask
and internal microphone are located above the
co-pilot’s seat back.

The masks are coupled by a flexible low pressure

hose to an oxygen mask quick disconnect in the
supply line attached to the flight compartment
rear bulkhead.

The regulator incorporates the following:

•• A diluter demand regulator which is

spring-loaded to a NORMAL position
and held in a 100% oxygen position by
a button marked 100%.
•• An emergency dilute override valve
with two positions marked NORMAL
and EMERGENCY.
•• An automatic pressure control which
controls the amount of ambient air to
dilute the oxygen.
•• A low pressure warning valve which
is normally held open when oxygen is
available.
•• An inhalation/exhalation valve which
permits oxygen to be inhaled, and
exhaled gases to exit the mask.
•• A purge feature which allows small
amounts of oxygen to be directed to the
smoke goggles when so desired.

FOR TRAINING PURPOSES ONLY 35-5

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Figure 35-3.  Crew Indication

Figure 35-4.  Overboard Discharge Indicator Disc

35-6 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
Oxygen Pressure Gauge Smoke Goggles
Refer to Figure 35-3. Crew Indication. A pair of smoke goggles is provided for each
crew member. They can be worn over eye
The oxygen pressure gauge marked OXYGEN glasses, and are compatible with the oxygen
PRESS is located on the co-pilot’s side console mask. Pilot’s and co-pilot’s goggles are stowed in
and is connected to the crew oxygen cylinder compartments in the left and right side consoles.
regulator by a high pressure line.
Smoke goggles for the observer are also stowed
In the event of a line failure, a restrictor within in a bag with the oxygen mask, hose, intercom
the regulator limits oxygen flow in the line to microphone and cord, suspended from the quick-
10 liters/minute. release hanger inboard of the pilot’s mask hanger
near the flight compartment rear bulkhead.
The indicator has an outer graduated scale
marked 0, 5, 10, 15, 20 and 25 PSI x 100.
OPERATION
The scale is coloured red from 0 to 150 PSI,
During normal aircraft operation, the
green from 150 to 1850 PSI and yellow from
emergency diluter override valve is in the
1850 to 2500 PSI; a blue backlit radial is located
NORMAL position and oxygen is supplied to
at 1100 PSI.
the mask, on demand, in either of two methods.

NOTE 1. With the diluter demand regulator held

in position by the button marked 100%,
For Pre-Mod 8/1889 only: A blue
undiluted oxygen is supplied to the mask.
backlit radial is located at 1100 psi.
2. Pushing the 100% button down releases the
The gauge is integrally lit using diluter demand regulator to DILUTE and
the aircraft 5VAC lighting supply. oxygen mixed with ambient air is supplied
to the mask.
Overboard Discharge Indicator In the event of a hazardous flight compartment
atmosphere, the emergency diluter override
Refer to Figure 35-4. Overboard Discharge
valve can be manually set to the EMERGENCY
Indicator Disc.
position, delivering 100% oxygen to the mask
at a slight positive pressure.
The overboard discharge indicator containing
a green disc is located on the right side of
In the event of a loss of oxygen supply pressure,
the fuselage adjacent to the oxygen cylinder
the low pressure warning valve in the regulator
location and provides a means of indicating that
closes restricting flow from the regulator and
oxygen cylinder high pressure relief venting has
prevents normal breathing, thereby alerting crew
occurred. The discharge indicator is coupled by
members so that corrective action may be taken.
a flexible hose to the quick-disconnect coupling
of the oxygen cylinder pressure reducer
high pressure relief port. In the event of an
overpressure condition, the cylinder contents
are discharged overboard through the discharge
indicator, ejecting the green disc.

FOR TRAINING PURPOSES ONLY 35-7

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Figure 35-5.  Passenger Oxygen Automatic Presentation System (CR835CH00009) (Sheet 1 of 2)

35-8 FOR TRAINING PURPOSES ONLY

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35 OXYGEN
35-21-00 PASSENGER The automatic presentation oxygen system
comprises two oxygen cylinders, charging
OXYGEN AUTOMATIC valve/pressure gauge, overboard discharge
PRESENTATION SYSTEM indicator, pressure regulator, flow control valve,
barostatic switch, pressure switch, control panel
(CR835CH00009) pressure gauge, two green advisory lights and
passenger/flight attendant automatic deployment
oxygen masks and containers.
GENERAL
The automatic presentation passenger oxygen
Oxygen Cylinder Assemblies
system is a stationary installation that provides Two cylinders, one with a capacity of 115 cubic
supplementary oxygen and breathing equipment feet (3257 liters) and the other with a capacity
for 50 passengers, 2 flight attendants, 2 washroom of 50 cubic feet (1416 liters) when charged to
occupants and 4 children (in parent’s arms). 1850 psig at 70 °F (21 °C), are installed in the
rear left side of the baggage compartment. Each
Twenty-one dual oxygen automatic presentation cylinder is supported by a cradle and secured
units are located in the P.S.U. (Passenger Service by two metal clamping bands and canvas strap.
Unit) filler panels, 1 dual unit immediately Each cylinder incorporates a shutoff valve
forward of each pair of passengers. Two single assembly with pressure gauge, supply port and
presentation units for the flight attendants are an overpressure frangible disc port. Removable
located, 1 in the forward cabin in the bin end cap covers are installed over the cylinders and their
across from the attendant’s seat and the other in associated lines and components to protect
the rear cabin ceiling panel above the second them from damage.
attendant’s seat. One dual presentation unit is
located in the lavatory storage compartment.
Charging Valve/Pressure Gauge
Four extra masks for children are provided as The system charging valve/pressure gauge
part of 4 triple presentation units located at seat assembly is located in the left side baggage
rows 2 and 8. compartment at STA. X662.0 approx. The
charging valve and pressure gauge are
connected to the cylinders, regulator inlet and
DESCRIPTION flight attendant’s pressure gauge by a common
line. A blanking cap, secured by chain, protects
Refer to:
the charging connector threads and prevents
oxygen seepage past the valve.
•• F i g u r e 3 5 - 5 . P a s s e n g e r O x y g e n
Automatic Presentation System
(CR835CH00009) (Sheet 1 of 2). Overboard Discharge Indicator
•• F i g u r e 3 5 - 5 .   P a s s e n g e r O x y g e n The overboard discharge indicator, located
Automatic Presentation System externally in the rear fuselage skin near the
(CR835CH00009) (Sheet 2 of 2). oxygen cylinders, is connected internally by lines
to the frangible disc high pressure relief ports
in the cylinder valve bodies. In the event of an
overpressure condition, the cylinders discharge
the overpressure overboard through the discharge
indicator, ejecting the green indicator disc.

FOR TRAINING PURPOSES ONLY 35-9

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Pressure Regulator Advisory Lights

The pressure regulator, located between the Two green advisory lights, one located in the
oxygen cylinders, is connected into the common forward cabin ceiling centerline and the other
charging and supply line. The 70 psi output in the rear cabin galley ceiling centerline,
from the regulator is fed by the low pressure provide visual indication to the flight attendant
supply line to the flow control valve on the that system oxygen is available.
flight attendant’s control panel. A low pressure
relief valve is incorporated in the regulator.
Automatic Presentation Oxygen
Flight Attendant’s Control Panel Masks
The automatic presentation masks provide
The flight attendant’s control panel, situated
oxygen flow during operation. The mask has
in the rear cabin ceiling over the service door,
an attached re-breather bag, a flow indicator
houses a flow control valve, pressure gauge,
which thickens to show oxygen flow and 40
barometric switch and flasher unit.
inches (1 meter approx.) of tubing. The mask
fits quickly over the passenger’s nose and
The flow control valve has 2 positions, ON and
mouth area and is secured to the head by an
AUTO, selection of which is made manually by
elastic strap.
a knob on the front of the panel.

The pressure gauge shows pressure in the

cylinders.

The barometric switch and flasher unit are

not visible to the flight attendant and function
automatically at preset parameters.

Figure 35-5.  Passenger Oxygen Automatic Presentation System (CR835CH00009) (Sheet 2 of 2)

35-10 FOR TRAINING PURPOSES ONLY

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35 OXYGEN
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 35-11

35-12 35 OXYGEN

DASH 8 SERIES
FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Figure 35-6.  Passenger Oxygen Automatic Presentation System (CR835CH00009)
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
OPERATION NOTES
Refer to:

•• Figure 35-7. Passenger Oxygen Automatic

Presentation System (CR835CH00009).
•• Figure 35-8. Passenger Oxygen Automatic
Presentation System (CR835CH00009) -
Electrical Schematic.

Two oxygen cylinders, with their shutoff

valves wirelocked open, provide oxygen supply
through a pressure reducing valve (pressure
regulator) to the flow control valve. In the
event of a cylinder overpressure (2500 to 2775
psi to 160°F) the frangible safety disc in the
cylinder will rupture exhausting the pressure
overboard to atmosphere through the green
discharge indicator.

Oxygen distribution is through the flow control

valve which provides manual selections of ON
and AUTO.

The normal pre-flight selection of the flow

control valve is the AUTO position. In the
event of loss of cabin pressure, the barostatic
switch senses the rise above 9500 + or - 500
feet (2896 + or - 152 meters) pre-mod 8/1661 or
13,500 + or - 500 feet (4115 + or - 152 meters)
post mod 8/1661 equivalent altitude pressure
and causes the flow control valve solenoid to
energize, opening the flow control valve thereby
pressurizing the oxygen system. With system
pressure build-up, the pressure switch operates
to illuminate both green flashing advisory lights.
When pressure in the oxygen distribution lines
reaches 15-50 psig, all oxygen mask container
lids deploy and the masks within the containers
drop to their intermediate positions.

Oxygen flow to the mask is initiated when the

mask is pulled to its operating position which
releases a pin from the actuator body allowing
oxygen flow to the mask.

Selecting the ON position will pressurize the

system deploying all oxygen masks to their
intermediate positions.

FOR TRAINING PURPOSES ONLY 35-13

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Figure 35-7.  Passenger Oxygen Automatic Presentation System (CR835CH00009) -

Electrical Schematic

35-14 FOR TRAINING PURPOSES ONLY

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35 OXYGEN
35-30-00 PORTABLE Flight Attendant’s Portable Oxygen
OXYGEN CYLINDER Cylinder Assembly (S.O.O. 7128)
ASSEMBLIES A single, 4.25 cubic feet (120 liters) portable
oxygen cylinder with attached mask, is stowed
in a cradle in an overhead bin at the front right
side of the passenger compartment. This cylinder
GENERAL forms part of S.O.O. 8109 (refer to FLIGHT
ATTENDANT’S PORTABLE OXYGEN
The portable oxygen cylinder assemblies which
CYLINDER ASSEMBLY (S.O.O. 7128)).
may be provided are:

Crew Portable Oxygen Dual Purpose First Aid And

Cylinder Assembly Passenger Oxygen Cylinder
An 11.3 cubic feet (320 liters) portable oxygen Assemblies (S.O.O. 8159)
cylinder with a full face smoke mask is stowed
Three 7.15 cubic feet (201 liters) portable
in the flight compartment behind the co-pilot’s
oxygen cylinders, each incorporating two
seat. Two oxygen supply outlets which mate
constant flow oral/nasal masks are stored in
with the smoke mask and/or crew masks are
a compartment forward of the buffet on the
incorporated (refer to CREW PORTABLE
right rear side of the passenger compartment.
OXYGEN CYLINDER ASSEMBLY).
These cylinders combine the provisions for
first aid and passenger supplemental oxygen
Crew Portable Oxygen Cylinder supply (refer to DUAL PURPOSE FIRST AID
AND PASSENGER PORTABLE OXYGEN
Assemblies (S.O.O. 8109) CYLINDER ASSEMBLIES (S.O.O. 8159)).
Meets CAA requirements and consists of two
separate portable cylinder assemblies. An 11.3
cubic feet (320 liters) portable oxygen cylinder
with a full face smoke mask and a portable oxygen
cylinder for the flight attendant. Refer to FLIGHT
ATTENDANT’S PORTABLE OXYGEN
CYLINDER ASSEMBLY (S.O.O. 7128) for
information on attendant’s portable cylinder. The
oxygen cylinder and smoke mask are considered
a set and replaces the Crew Portable Oxygen
Cylinder (refer to CREW PORTABLE OXYGEN
CYLINDER ASSEMBLIES (S.O.O. 8109)).

Passenger Portable Oxygen

Cylinder Assemblies
Three 4.25 cubic feet (120 liters) portable
oxygen cylinders with six full flow oxygen
masks are stowed in an emergency stowage
compartment at the rear of the buffet. Each
cylinder has two oxygen supply outlets for
connecting two constant flow oxygen masks
(refer to PASSENGER PORTABLE OXYGEN
CYLINDER ASSEMBLIES).

FOR TRAINING PURPOSES ONLY 35-15

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

FULL FACE
MASK

EXHALATION
VALVE

DEMAND
VALVE

REGULATOR
KNOB

RELIEF
VALVE
AUTOMATIC
OXYGEN COUPLING
CHECK VALVE
ASSEMBLY

OXYGEN
GAGE

PORTABLE
AUTOMATIC OXYGEN CYLINDER
OXYGEN COUPLING

CARRYING
STRAP
CYLINDER

LOWER
BRACKET

UPPER
BRACKET

Figure 35-8.  Crew Portable Oxygen Cylinder Assembly - Description and Operation

35-16 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
35-31-01 CREW COMPONENT DETAILS
PORTABLE OXYGEN Full Face Smoke Mask
CYLINDER ASSEMBLY The full face smoke mask is kept in stowage bag
(MOD 8/2229) on the bulkhead behind the co-pilot‘s seat. The
stowage bag is held in position with two straps.

The full face smoke mask has a large one piece

GENERAL lens installed to a protective face cover that is
held on the head with a fully adjustable strap
The crew portable oxygen cylinder assembly
assembly. The demand valve and flexible hose
will supply breathing oxygen to the flight crew
is attached to the front of the full face smoke
when there is:
mask. The exhalation valve is installed below
the lens. The quick release coupling on the
•• A loss of cabin pressure.
flexible hose attaches to the automatic oxygen
•• Smoke in the flight compartment. coupling. The quick release coupling is a push
on/pull off (bayonet) connection.
DESCRIPTION
Regulator and Cylinder
Refer to Figure 35-9. Crew Portable Oxygen
The regulator is installed and sealed to the top
Cylinder Assembly - Description and
of the cylinder. The regulator knob controls the
Operation.
oxygen outlet flow from the cylinder. In each of
the ON and OFF positions the regulator knob
The crew portable oxygen cylinder assembly
control is detented to give a positive setting. The
is installed in the flight compartment behind
ON and OFF positions are shown on the regulator.
the co-pilot‘s seat in a quick release stowage.
The regulator knob is operated as follows:
The quick release stowage is the upper
and lower brackets attached to the flight
•• Turned fully counterclockwise to the
compartment floor. The upper bracket has the
ON position.
quick release latch. The carrying strap permits
easy movement (walk-around) when the crew •• Turned fully clockwise to the OFF
portable oxygen cylinder assembly is used. position.
The cylinder is a green metal container with
The primary components of the crew portable
the legend (OXYGEN ONLY) shown on its
oxygen cylinder assembly are the:
surface to identify the system. The weight of
the cylinder is as follows:
•• The full face smoke mask.
•• The regulator and cylinder. •• Empty 6.5 lbs (14.3 kgs).
•• The oxygen gauge. •• Full (fully pressurized) 7.5 lbs (16.5 kgs).
•• The automatic oxygen coupling.
Oxygen Gauge
•• The check valve assembly.
The oxygen gauge is installed to the regulator
•• The relief valve. body. It shows the operator the cylinder
operating pressure.

FOR TRAINING PURPOSES ONLY 35-17

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Automatic Oxygen Coupling •• When you breathe in, oxygen flows into
the oxygen mask.
There are two automatic oxygen couplings
installed to the regulator body. These are •• When you breathe out the used gases
used to connect the quick release couplings are bled to atmosphere.
on the flexible hoses from the full face
When the regulator knob is turned to the OFF
smoke masks.
the oxygen outlet flow stops.

Check Valve Assembly

The check valve assembly is installed to
the regulator body. The cylinder is filled
from a high pressure oxygen supply source
through the check valve assembly. During
this procedure the seal in the check valve
assembly makes sure that no leaks occur and
the high pressure oxygen supply flow goes
only into the cylinder.

When the cylinder is filled and the pressure is

more than the permitted maximum fill pressure
the safety device (frangible disc) in the check
valve assembly will break to release the
increase in pressure and thus prevent damage.

The cap is installed to give protection to the

check valve assembly.

The Relief Valve

The relief valve is installed to the regulator
body. During the operation of the portable
oxygen cylinder assembly the relief valve
gives protection to the low pressure outlet
side. It will bleed off all pressure increases
to atmosphere.

OPERATION
System Operation and Control
The quick release coupling at the flexible hose
is pushed onto one of the automatic oxygen
couplings at the regulator.

When the regulator knob is turned to the ON

position:

•• There is a constant oxygen outlet flow

available at the two automatic oxygen
couplings.

35-18 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 35-19

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

On/off
Second Mask
Knob
Connector

Fill Valve
Cylinder
Pressure Gauge

Mask
Connector

Reservoir
Bag

Carrying
Strap

Figure 35-9.  Passenger Portable Oxygen Cylinder Assembly

35-20 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
35-32-00 PASSENGER •• A pressure gauge with a range of 0 to
2000 psig, provides a direct indication
PORTABLE OXYGEN of cylinder oxygen pressure.
CYLINDER ASSEMBLIES •• A frangible disc type high pressure relief
port.
•• A low pressure relief valve vented to
GENERAL atmosphere, which protects the low
pressure outlet side from overpressure.
Refer to Figure 35-9. Passenger Portable
Oxygen Cylinder Assembly. •• A charging valve for recharging the
cylinder. A protective sealing cap is
The passenger portable oxygen cylinder provided for the valve.
assemblies consist of three dual outlet portable
•• Two outlet ports with constant flow
oxygen cylinders and six masks. The cylinders
outlet adapters for connecting the two
and masks are stowed in brackets mounted on
constant flow oxygen masks.
the door in the emergency stowage compartment
at the rear of the buffet. Each cylinder is secured
in position by quick-release clips.
Passenger Oxygen Mask
Two constant flow, oral/nasal oxygen masks
with an elastic head strap, reservoir bag and
DESCRIPTION a hose with plug-in connector, are housed
in a protective container and located at each
The three passenger portable oxygen cylinder
portable cylinder installation.
assemblies each consist of a steel cylinder with
carrying harness and an altitude compensated
continuous flow dual outlet regulator with an OPERATION
ON/OFF control valve.
The constant flow, dual outlet regulator, when
Each cylinder has a capacity of 4.25 cubic feet turned to the ON position, provides oxygen
(120 liters) of oxygen when charged to 1800 to the outlets at a flow rate of 0.8 liters per
psig at 70° F (21° C). minute at sea level to 3.6 liters per minute at
35,000 feet.
In the event of cabin decompression or
emergency at altitude, each cylinder contains The masks have no means of direct flow
sufficient oxygen to supply two passengers for indication, however, status monitoring is by
a minimum of thirty minutes. This duration observing the inflation and deflation of the
includes an immediate descent from 25,000 reservoir bag.
feet to 14,000 feet within four minutes, with
the remaining flight at a minimum altitude of
14,000 feet for 26 minutes.

Dual Outlet Regulator

The regulator incorporates the following:

•• An integrated ON/OFF control valve and

pressure reducer which reduces the high
cylinder pressure and controls the low
outlet pressure to the two outlet ports.

FOR TRAINING PURPOSES ONLY 35-21

35-22 35 OXYGEN

FLEXIBLE
HOSE REGULATOR
OXYGEN
GAGE KNOB
RESERVOIR
FLEXIBLE BAG
HOSE AUTOMATIC

DASH 8 SERIES
OXYGEN
AUTOMATIC COUPLING
OXYGEN
COUPLING
FOR TRAINING PURPOSES ONLY

A RELIEF
CHECK VALVE VALVE
ASSEMBLY
OXYGEN

MAINTENANCE TRAINING MANUAL

MASK

PORTABLE OXYGEN
OXYGEN MASK CYLINDER
LOWER CYLINDER
BRACKET
B
CARRYING
STRAP

AUTOMATIC
OXYGEN
COUPLING
UPPER BRACKET
WITH LATCH
AUTOMATIC
A OXYGEN
COUPLING B

Figure 35-10.  Flight Attendant’s Portable Oxygen Cylinder Assembly - Description and Operation
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
35-33-00 FLIGHT COMPONENT DETAILS
ATTENDANT’S Oxygen Mask
PORTABLE OXYGEN The oxygen mask is kept in a mask bag attached
CYLINDER ASSEMBLY to the portable oxygen cylinder assembly.

(MOD 8/2229) The oxygen mask is a one piece rubber oral/

nasal cup with reservoir bag attached. The
flexible hose is attached to the oxygen mask.
GENERAL The quick release coupling, installed to flexible
hose, connects to the automatic oxygen coupling
The flight attendant’s portable oxygen cylinder on the cylinder. The quick release coupling is a
assembly will supply breathing oxygen to the push on/pull off (bayonet) connector.
flight crew when there is:

•• A loss of cabin pressure.

Regulator and Cylinder
The regulator is installed and sealed to the top
•• Smoke in the passenger compartment.
of the cylinder. The regulator knob controls the
oxygen outlet flow from the cylinder. In each of
DESCRIPTION the ON and OFF positions the regulator knob
control is detented to give a positive setting. The
Refer to Figure 35-10. Flight Attendant’s Portable
ON and OFF positions are shown on the regulator.
Oxygen Cylinder Assembly - Description and
The regulator knob is operated as follows:
Operation.
•• Turned fully counterclockwise to the
The two portable oxygen cylinder assemblies
ON position.
for the cabin crew are installed behind the
stowage door at the RH rear bulkhead (Ref. •• Turned fully clockwise to the OFF
AMM 25-26-00 - Divider Bulkheads). Two position.
quick release stowages with upper and lower
The cylinder is a green metal container with
brackets are installed to the stowage door. The
the legend (OXYGEN ONLY) shown on its
quick release latches are installed to the two
surface to identify the system. The weight of
upper brackets. The carrying strap permits easy
the cylinder is as follows:
movement (walk-around) when the portable
oxygen cylinder assembly is used.
•• Empty 4.8 lbs (10.56 kgs).
The primary components of the portable oxygen •• Full (fully pressurized) 5.3 lbs (11.66 kgs).
cylinder assembly are the:
Oxygen Gauge
•• The oxygen mask.
The oxygen gauge is installed to the regulator
•• The regulator and cylinder. body. It shows the operator the cylinder
operating pressure.
•• The oxygen gauge.
•• The automatic oxygen coupling.
Automatic Oxygen Coupling
•• The check valve assembly.
There are two automatic oxygen couplings
•• The relief valve. installed to the regulator body. These are used
to connect the quick release couplings on the
flexible hoses from oxygen masks.

FOR TRAINING PURPOSES ONLY 35-23

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Check Valve Assembly COMPONENT LOCATION INDEX

The check valve assembly is installed to the
regulator body. The cylinder is filled from a Access/
high pressure oxygen supply source through the Component Name Qty
Zone
Reference
check valve assembly. During this procedure
the seal in the check valve assembly makes sure Flight attendant 2 35-31-01
portable oxygen
that no leaks occur and the high pressure oxygen cylinder assembly
supply flow goes only into the cylinder.

When the cylinder is filled and the pressure is

more than the permitted maximum fill pressure
the safety device (frangible disc) in the check
valve assembly will break to release the increase
in pressure and thus prevent damage.

The cap is installed to give protection to the

check valve assembly.

The Relief Valve

The relief valve is installed to the regulator
body. When the portable oxygen cylinder
assembly is opened, the relief valve gives
protection to the low pressure outlet side. It will
bleed off all pressure increases to atmosphere.

OPERATION
System Operation and Control
When the regulator knob is turned to the ON
position:

•• A regulated oxygen outlet flow is

available at the two automatic oxygen
couplings.
•• W h e n y o u b r e a t h e i n , o x y g e n i s
available in the mask.
•• When you breathe out the used gases
are bled to atmosphere through the
exhalation valve.

NOTE
The oxygen mask supplies a
constant flow of oxygen for one
person.

When the regulator knob is turned to the OFF

the oxygen outlet flow stops.

35-24 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 35-25

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Figure 35-11.  First Aid and Passenger Portable Oxygen Cylinder Assemblies (S.O.O. 8159)

35-26 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
35-35-00 DUAL Outlet Assemblies
PURPOSE FIRST AID Each outlet assembly contains an internal check
valve and an oxygen hose plug-in adapter.
AND PASSENGER When an oxygen mask connector is inserted
PORTABLE OXYGEN - into an adapter, it opens the check valve and
allows oxygen to flow into the attached mask.
CYLINDER ASSEMBLIES
(S.O.O. 8159) Oxygen Masks
The two oxygen masks equipped with an elastic
head strap, reservoir bag, a flow indicator and a
GENERAL 54 inch hose with plug-in connector are housed
in a bag attached to each oxygen cylinder. The
Refer to Figure 35-11. First Aid and Passenger
oxygen hose plug-in is normally connected to
Portable Oxygen Cylinder Assemblies (S.O.O.
the First Aid outlet assembly.
8159).

Three dual purpose oxygen cylinder assemblies, OPERATION

labelled FIRST AID AND PASSENGER
OXYGEN, each provide for first aid oxygen The altitude compensated continuous flow
treatment and/or supplemental oxygen in case outlet regulator provides oxygen to the
of cabin depressurization. NORMAL and FIRST AID flow outlets from
sea level to 25,000 feet.
The cylinder assemblies are located in the
emergency equipment storage compartment in For First Aid use, the oxygen mask is connected
the rear cabin forward of the buffet. to the FIRST AID flow outlet, however the
mask may be reconnected to the NORMAL
The Passenger Portable Oxygen Cylinder flow outlet, at the flight attendant’s discretion,
Assemblies are not required when S.O.O. 8159 to conserve oxygen and increase the duration
is incorporated. as necessary.

At an average flow rate of 3 liters/minute,

DESCRIPTION the cylinder when charged to 1800 psig, will
provide sufficient oxygen for two persons for
Each cylinder assembly incorporates a pressure
one hour from sea level to 25000 ft. Flight times
gauge, two constant flow 2 liter per minute
exceeding one hour will require additional
outlets marked NORMAL, one constant flow
oxygen.
4 liter per minute outlet marked FIRST AID,
a low pressure relief valve, a high pressure
frangible disc safety plug, a shutoff valve, a
charging valve, a carrying strap and two mask
assemblies with connecting hoses in a storage
bag attached to the cylinder.

The cylinder capacity is 7.15 cubic feet nominal

(201 liters) when charged to 1800 psig at 70° F
(21° C) and is 10% overcharged with oxygen
specification MIL-O-27210 Type I, to 1980
psig as per DOT 49 CFR, Chapter 1, Para
173.302(5), (iv), (c).

FOR TRAINING PURPOSES ONLY 35-27

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Pressure Regulator Valve Assembly NOTES

The pressure regulator valve assembly
incorporates the following:

•• A shutoff valve and pressure regulator.

The shutoff valve controls the flow
of oxygen from the high pressure
cylinder to the pressure regulator and
also controls the flow of oxygen from
the charging valve to the cylinder. The
pressure regulator maintains 55 psi to
the outlet assemblies.
•• A pressure gauge (0 to 2000 psi), is
flush mounted to the valve body with
numerical indications at 500, 1000,
1500 and 2000. A BLUE line at 1200
psig, indicates oxygen supply above this
mark only is to be used for First Aid.
A line for minimum dispatch pressure
at 1900 psig, and a RED line for full
charge pressure at 1980 psig. The
segment below the RED line is marked
GREEN indicating safe operating
pressure. Cylinder pressure legends
on gauge read: EMPTY, REFILL and
FULL CHARGE.
•• A safety plug allows the resultant high
pressure to rupture the underlying
safety disc and vent oxygen to ambient.
•• A low pressure relief valve vented to
ambient, protects the low pressure side
from overpressure.
•• A self-sealing charging valve for
recharging the cylinder. A protective
sealing cap is provided for the valve.

35-28 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 35-29

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Figure 35-12.  Protective Breathing Equipment (PBE) Location (CR835CH00056)

35-30 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
35-36-01 PROTECTIVE •• A dual oxygen system with a capacity
of 36 liters minimum each cylinder
BREATHING EQUIPMENT supplies breathing aviator oxygen to the
(PBE) hood. A rupture protection is provided
in case of ambient over- temperature.
Refer to: •• A Service/End-of-Service battery
powered green and red indicator lights
•• Figure 35-12. Protective Breathing mounted slightly below eye level on the
Equipment (PBE) Location left inner side of the hood. These lights
(CR835CH00056). monitor oxygen activation, functioning
of the equipment and signal when PBE
•• Figure 35-13. PBE Details
service life has ended.
(CR83500056).

GENERAL
Three protective breathing equipment (PBE)
units are provided, one located in the flight
compartment behind the co-pilot’s seat and two
located in the passengers’ compartment: one in
the overhead bin 234AAZ (refer to Chapter 6)
and the other on the left-hand side of the offset
divider bulkhead.

The PBE is a self-contained, portable,

disposable, personal breathing device designed
to safeguard the crew member from the effect
of smoke, carbon dioxide, harmful gases
and oxygen deficiency for approximately 15
minutes while managing in-flight fire, smoke
or fume emergencies.

The PBE has a ten-year useful service life,

based on the expected life of the Service/End-
of-Service batteries.

DESCRIPTION
PBE Equipment
•• A hood with a self-fitting neck opening
which seals out contaminants, retains
the oxygen and keeps the hood inflated
during use. The hood’s inner surface
has an anti-fog coating to improve
visibility. A lithium hydroxide absorber
keeps carbon dioxide at safe levels.

FOR TRAINING PURPOSES ONLY 35-31

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

Figure 35-13.  PBE Details (CR83500056)

35-32 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
OPERATION The second cylinder discharges oxygen more
slowly. A flashing green light in the Service/
End-of-Service indicator is activated, therefore,
WARNING indicating the low-flow cylinder is operating
properly.
I F M O R E T H A N
APPROXIMATELY 10 Once donned, the PBE operates at a positive
SECONDS HAVE ELAPSED pressure and protects and crew member for up
AFTER OXYGEN HAS BEEN to 15 minutes. The neck seal acts as a relief
ACTIVATED AND BEFORE valve to prevent excessive pressure from
DONNING THE HOOD, building inside the hood.
DISCARD THE PBE AND USE
A NEW EQUIPMENT.
NOTE
THE PBE IS DONNED
CORRECTLY IF THE
CAUTION OXYGEN CYLINDERS ARE
POSITIONED OVER THE
BEFORE ACTIVATING THE SHOULDERS UNDER EACH
OXYGEN, REMOVE SHARP EAR AND THE TRANSPARENT
OBJECTS FROM AROUND AMBER-COLORED AREA IS
THE HEAD (SUCH AS FACING FRONT.
COMBS, JEWELRY, ETC.) TO
PREVENT PUNCTURING THE
HOOD OR DAMAGING THE
NECK SEAL.

Oxygen is activated by sharply snapping the

two oxygen cylinders away from each other.
After activating the oxygen cylinders, the hood
must be donned as quickly as possible and
within 10 seconds. One cylinder will release
oxygen rapidly and a very audible hissing
sound from this high-flow cylinder indicates
that the PBE is operating properly.

WARNING

IF THE RED LIGHT

FLASHES WITH THE
GREEN LIGHT OR IF THE
HOOD HAS COLLAPSED,
MOVE IMMEDIATELY TO A
SAFE AREA AND REMOVE
EQUIPMENT.

FOR TRAINING PURPOSES ONLY 35-33

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
35 OXYGEN

35-00-00 SPECIAL TOOLS & TEST EQUIPMENT

•• Nitrogen Test Rig with supply of nitrogen per BB-N-411 Type 1 Grade A Class 1 at 1800 psi.
•• Oxygen Charging Rig with oxygen supply Specification MIL-O-27210 or equivalent.
•• Clamp-on type surface temperature thermometer.
•• Cockpit oxygen outlet male connectors (Robertshaw P/N 525-900-037-03).
•• Low pressure nitrogen rig GSB1216012.
•• Cantesco Formula #300 or equivalent.
•• Leak Detection Solution suitable for nitrogen.
•• Various blanking plugs and caps clean for oxygen system use.

35-00-00 CAUTIONS & WARNINGS

12-10-35 OXYGEN CYLINDERS REPLENISHING
WARNING

THE FOLLOWING RULES MUST BE STRICTLY ADHERED TO

WHEN SERVICING OXYGEN CYLINDERS.

35-32-00 PASSENGER PORTABLE OXYGEN CYLINDER ASSEMBLIES

WARNING

OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO

WORK ON THE OXYGEN AND/OR SYSTEM COMPONENT.
IF YOU DO NOT DO THIS, YOU CAN CAUSE A FIRE OR AN
EXPLOSION.

35-36-01 PROTECTIVE BREATHING EQUIPMENT (PBE)

WARNING

DO NOT USE THE PBE IF THE VSI IN ITS POUCH IS

PROTRUDING OR IF THE TAMPER-EVIDENT SEALS ARE
BROKEN, TORN OR MISSING.

Revision 0.5
35-34 FOR TRAINING PURPOSES ONLY
DASH 8 SERIES MAINTENANCE TRAINING MANUAL

35 OXYGEN
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 35-35

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 29
HYDRAULIC POWER
CONTENTS
Page

28  HYDRAULIC POWER

29-00-00 HYDRAULIC POWER................................................................................ 29-1
General................................................................................................................ 29-1
29-10-00 MAIN SYSTEMS........................................................................................ 29-5
General................................................................................................................ 29-5
Description........................................................................................................... 29-5
Distribution................................................................................................. 29-11
Engine-Driven Pump................................................................................... 29-19
Emergency Shutoff Valve............................................................................ 29-21
Reservoir..................................................................................................... 29-23
Overspill Container Assembly..................................................................... 29-25
Case Drain Filter......................................................................................... 29-27
Pressure Manifold....................................................................................... 29-29
Return Manifold.......................................................................................... 29-29
Pressure Drop Indicators............................................................................. 29-29
Ground Service Panel and Bleed/ Sample Valve Couplings......................... 29-31
Power Transfer Unit (PTU).......................................................................... 29-33
Rudder Shutoff Valve (Mod 8/1983)............................................................ 29-35
Hydraulic Pressure Transducer.................................................................... 29-37
Operation........................................................................................................... 29-37
Hydraulic Fluid Transfer.................................................................................... 29-39
Fluid Transfer From Hydraulic System No.1 to Hydraulic System No.2...... 29-39

FOR TRAINING PURPOSES ONLY 29-i

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Page
Fluid Transfer From Hydraulic System No.2 to Hydraulic System No.1...... 29-39
29-11-17 STANDBY POWER UNIT......................................................................... 29-41
General.............................................................................................................. 29-41
Description......................................................................................................... 29-41
29  HYDRAULIC POWER

Standby Power Unit..................................................................................... 29-41

Power Supply.............................................................................................. 29-45
Operation........................................................................................................... 29-51
29-21-00 EMERGENCY SYSTEM........................................................................... 29-57
General.............................................................................................................. 29-57
Description......................................................................................................... 29-57
Reservoir..................................................................................................... 29-57
Handpump................................................................................................... 29-57
Main Landing Gear Emergency Selector Valve............................................ 29-57
Operation........................................................................................................... 29-57
29-23-00 POWER TRANSFER UNIT SYSTEM....................................................... 29-59
General.............................................................................................................. 29-59
Description......................................................................................................... 29-59
Power Transfer Unit (PTU).......................................................................... 29-59
Solenoid Selector Valve............................................................................... 29-59
Manual Select Switch/Light........................................................................ 29-59
Pressure Switch........................................................................................... 29-61
Flow Regulator Valve.................................................................................. 29-61
Power Transfer Relays................................................................................. 29-61
Operation........................................................................................................... 29-61
Manual Power Transfer................................................................................ 29-61

Revision 0.5
29-ii FOR TRAINING PURPOSES ONLY
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Page
29-30-00 INDICATING............................................................................................ 29-65
General.............................................................................................................. 29-65
Description and Operation.................................................................................. 29-67
Pressure Indication (Main and Standby)...................................................... 29-67

28  HYDRAULIC POWER

Main System Pumps Low Pressure Warning................................................ 29-69
Overtemperature Indication......................................................................... 29-71
Reservoir Fluid Quantity Indication............................................................ 29-73
No.2 SPU Power Failure Indication (Mod 8/1983)....................................... 29-74
29-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 29-75
29-00-00 CAUTION & WARNINGS......................................................................... 29-76
29-10-00 Main Systems...................................................................................... 29-76
29-10-31 Pressure Manifold............................................................................... 29-76
29-10-36 Return Manifold.................................................................................. 29-77
29-10-43 Rudder Isolation Valve - Mod 8/2781.................................................. 29-77
29-10-26 Case Drain Assembly.......................................................................... 29-78
29-11-17 Standby Power Unit............................................................................. 29-78
29-21-16 Emergency Selector Valve................................................................... 29-78
29-23-00 Power Transfer Unit System................................................................ 29-79

Revision 0.5
FOR TRAINING PURPOSES ONLY 29-iii
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

29-1 Hydraulic Power Distribution (Pre-Mod 8/1983 and Post-Mod 8/2781).....29-2

29-2 Hydraulic Power Distribution (Post-Mod 8/1983)......................................29-3

28  HYDRAULIC POWER

29-3 Main System - Component Location (Pre-Mod 8/1983) (Sheet 1 of 2).......29-4
29-3 Main System - Component Location (Pre-Mod 8/1983) (Sheet 2 of 2).......29-6
29-4 Main System - Component Location (Mod 8/1983) (Sheet 1 of 2).............29-7
29-4 Main System - Component Location (Mod 8/1983) (Sheet 2 of 2).............29-8
29-5 No.1 Hydraulic Power System - Schematic (Sheet 1 of 2)........................29-10
29-5 No.1 Hydraulic Power System - Schematic (Sheet 2 of 2)........................29-12
29-6 No.2 Hydraulic Power System - Schematic
(Pre-Mod 8/1983) (Sheet 1 of 2)..............................................................29-13
29-6 No.2 Hydraulic Power System - Schematic
(Pre-Mod 8/1983) (Sheet 2 of 2)..............................................................29-14
29-7 No.2 Hydraulic Power System - Schematic
(Mod 8/1983) (Sheet 1 of 2)....................................................................29-15
29-7 No.2 Hydraulic Power System - Schematic
(Mod 8/1983) (Sheet 2 of 2)....................................................................29-16
29-8 No.2 Hydraulic System Alternate
Rudder Power - Schematic (Mod 8/1983).................................................29-17
29-9 Engine Driven Pump - Bleed...................................................................29-18
29-10 Emergency Shutoff Valve.........................................................................29-20
29-11 Hydraulic Reservoir.................................................................................29-22
29-12 Overspill Container Assembly..................................................................29-24
29-13 Case Drain Filter.....................................................................................29-26
29-14 Pressure Manifold - Details.....................................................................29-28
29-15 Ground Service Panel and Bleed/Sample Couplings................................29-30
29-16 Power Transfer Unit.................................................................................29-32

FOR TRAINING PURPOSES ONLY 29-v

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

29-17 Alternate Rudder System Shutoff Valve...................................................29-34
29-18 Hydraulic Pressure Transducer - Component Location.............................29-36
29-19 Hydraulic Pressure Transducer - Schematic.............................................29-38
29-20 Standby Power Unit - Schematic..............................................................29-40
29  HYDRAULIC POWER

29-21 No.2 Standby Power Unit - Removal and Installation (Mod 8/1983)........29-42
29-22 Standby Power Unit - Electrical Schematic (Pre-Mod 8/1983).................29-44
29-23 Standby Power Unit - Electrical Schematic (Mod 8/1983)........................29-46
29-24 Standby Power Unit - Electrical Schematic
(Mod 8/2120) (Sheet 1 of 2)....................................................................29-48
29-24 Standby Power Unit - Electrical Schematic
(Mod 8/2120) (Sheet 2 of 2)....................................................................29-49
29-25 Standby Power Unit - Electrical Schematic
(Mod 8/1983) (Sheet 1 of 2)....................................................................29-50
29-25 Standby Power Unit - Electrical Schematic
(Mod 8/1983) (Sheet 2 of 2)....................................................................29-52
29-26 Standby Power Unit - Electrical Schematic
(Mod 8/2120) (Sheet 1 of 2)....................................................................29-53
29-26 Standby Power Unit - Electrical Schematic
(Mod 8/2120) (Sheet 2 of 2)....................................................................29-54
29-27 Emergency Hydraulic System - Schematic...............................................29-56
29-28 Power Transfer Unit System - Electrical
Schematic (Pre-Mod 8/1983)...................................................................29-58
29-29 Power Transfer Unit System - Electrical
Schematic (Mod 8/1983) (Sheet 1 of 2)...................................................29-60
29-29 Power Transfer Unit System - Electrical
Schematic (Mod 8/1983) (Sheet 2 of 2)...................................................29-62
29-30 Power Transfer Unit System - Hydraulic
Schematic (Pre-Mod 8/1983)...................................................................29-63
29-31 Power Transfer Unit System - Hydraulic
Schematic (Mod 8/1983)..........................................................................29-63

29-vi FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

29-32 Hydraulic Power System Indicating.........................................................29-64
29-33 Main and Standby Hydraulic Pressure
Indication - Electrical Schematic.............................................................29-66
29-34 Main System Pumps Low Pressure
Warning - Electrical Schematic................................................................29-68

28  HYDRAULIC POWER

29-35 Hydraulic Power System Overtemperature
Indication - Electrical Schematic.............................................................29-70
29-36 Reservoir Fluid Quantity Indication - Electrical Schematic.....................29-72

FOR TRAINING PURPOSES ONLY 29-vii

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 29
HYDRAULIC POWER

28  HYDRAULIC POWER

29-00-00 HYDRAULIC POWER
GENERAL
Hydraulic power is provided by two independent main systems to operate various flight
controls and landing gear services. In addition there is a separate system for main landing
gear emergency extension.
The two main systems provide hydraulic power to operate wing flaps, rudder, roll spoilers, wheel
brakes, nosewheel steering and landing gear extension and retraction. No.1 system is powered from
an engine driven pump on No.1 engine, and No.2 system is powered from an engine driven pump
on No.2 engine. Electrically driven standby power units (SPU) are incorporated in the No.1 and
No.2 main systems. A power transfer unit (PTU) is powered from the No.1 main system. Output
pressure from the PTU is connected into the No.2 main system landing gear pressure line.

NOTE
There is no (and cannot be) hydraulic fluid transfer between the two
systems through the PTU.

FOR TRAINING PURPOSES ONLY 29-1

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

No. 1 POWER SYSTEM No. 2 POWER SYSTEM

Engine Engine
Driven SPU SPU Driven
Pump #1 #2 Pump
#1 #2
29  HYDRAULIC POWER

Reservoir #1 Reservoir #2
Level switch Level switch
MOD 8/2781

Lower rudder Upper rudder

Rudder isolation Rudder isolation

Valve #1 Valve #2
Inboard and
Wing Flaps Outboard Ground
refer to Spoilers
Chapter 27 Inboard Roll Outboard Roll
Spoilers Spoilers refer to
refer to refer to Chapter 27
Chapter 27 Chapter 27 + Series 100 Only
Mainwheel
Brakes
refer to Parking Brakes
Chapter 32 refer to
Chapter 32
Dual Skid Power Transfer Landing Gear
Control Valve Unit Retraction and
refer to Landing Gear Extension
Chapter 32 and Nosewheel and Nosewheel
Steering
Steering only refer to
refer to Chapter 32
Chapter 32

EMERGENCY SYSTEM
HAND PUMP
dam2900000_002.dg, sw, 25/01/01

Main Landing Gear

Extension
refer to
Chapter 32

Figure 29-1.  Hydraulic Power Distribution (Pre-Mod 8/1983 and Post-Mod 8/2781)

29-2 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

No. 1 POWER SYSTEM No. 2 POWER SYSTEM

Engine Engine
Driven SPU SPU Driven
Pump #1 #2 Pump
#1 #2

28  HYDRAULIC POWER

Rudder
Shut−Off Valve
refer to
Chapter 29
Lower rudder
refer to
Chapter 27
Upper rudder
refer to
Chapter 27 Inboard and
Outboard Ground
Spoilers
Wing Flaps refer to
refer to Chapter 27
Chapter 27 Inboard Roll Outboard Roll
Spoilers Spoilers + Series 100 Only
refer to refer to
Chapter 27 Chapter 27
Mainwheel
Brakes Parking Brakes
refer to refer to
Chapter 32 Chapter 32

Dual Skid Power Transfer

Control Valve Unit Landing Gear
refer to refer to Retraction and
Chapter 32 Extension
Chapter 32 and Nosewheel
Powers #2 System Steering
refer to
Chapter 32

EMERGENCY SYSTEM
HAND PUMP
dam2900000_003.dg, sw, 25/01/01

Main Landing Gear

Extension
refer to
Chapter 32

Figure 29-2.  Hydraulic Power Distribution (Post-Mod 8/1983)

FOR TRAINING PURPOSES ONLY 29-3

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

NOTES:

SEE CHAPTER 32

SEE CHAPTER 27

FOR LOCATION OF COMPONENTS

IN WHEEL WELL, SEE SHEET 2

Figure 29-3.  Main System - Component Location (Pre-Mod 8/1983) (Sheet 1 of 2)

29-4 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

29-10-00 MAIN SYSTEMS Each system consists of an engine driven pump,

an emergency shutoff valve, standby power unit,
a reservoir, an overtemperature switch, a quantity
GENERAL transmitter, a quantity indicator, a case drain
filter, a pressure manifold, a return manifold
There are two independent main systems. an overspill container and a ground servicing
No.1 system is powered from a engine driven panel. Throughout the system, components are
pump (EDP) on the No.1 engine and No.2 connected by rigid and flexible pipelines and
from an EDP on the No.2 engine. The No.1 flared fittings or permaswaged joints.

28  HYDRAULIC POWER

and No.2 systems incorporate an electrically
driven standby power unit (SPU) to assist the The case drain filter assembly contains a filter
system during take-off and landing, for ground element with a pressure drop indicator and a
servicing and for use if there is a No.1 or No.2 bypass valve.
EDP failure (refer to 29-11-17 - STANDBY
POWER UNIT). When Mod. 8/1983 is The pressure manifold contains two check
incorporated, the No.2 SPU is moved from valves and a filter element with a pressure drop
the right nacelle to the mid spar of the vertical indicator. Located on the pressure manifold are
stabilizer in the rear fuselage equipment bay, two pressure transmitters, a low pressure warning
and powers the No.2 hydraulic system through switch and a system pressure relief valve.
an alternate rudder system shutoff valve.
When the aircraft is in the air, the No.2 SPU is The return manifold contains a filter element
activated automatically by a No.2 SPU EDP low with a pressure drop indicator and a filter
pressure switch and/or alternate rudder system bypass valve. Located on the return manifolds
low pressure switch. When the aircraft is on a ground filling connection.
the ground with engines stopped and AC power
applied, a weight-on-wheels (WOW) switch Check valves are provided in the drain lines
de-activates the two low pressure switches to from the engine driven pump and the standby
prevent ground operation of the No.2 SPU in pump to the case drain filter. A bleed and
the automatic mode. At this time, only the No.1 sample valve on the reservoir is connected by
SPU should be used for ground servicing. The a line to the ground servicing panel.
No.1 system incorporates a power transfer unit
system to supply hydraulic pressure for landing When Mod 8/1983 is incorporated, the No.2
gear retraction in the event of a No.2 engine system is connected to an alternate rudder
failure on takeoff (refer to 29-23-00 - POWER power system that supplies hydraulic power to
TRANSFER UNIT SYSTEM). the No.2 rudder when both hydraulic systems
are inoperative, one engine still operates, and
the No.2 hydraulic system loses fluid. The
DESCRIPTION system includes a rudder shutoff valve, the
No.2 SPU, two SPU check valves, a pressure
Refer to:
relief valve, a standby pressure transmitter,
an SPU case drain filter, a EDP low pressure
•• Figure 29-3. Main System - Component
warning switch, and a alternate rudder system
Location (Pre-Mod 8/1983) (Sheet 1 of 2).
return low pressure hydraulic switch.
•• Figure 29-3.  Main System - Component
Location (Pre-Mod 8/1983) (Sheet 2 of 2). When Mod 8/2781 is incorporated on Pre-
Mod 8/1983 aircraft, a new hydraulic rudder
•• Figure 29-4. Main System - Component isolation system (HRIS) is introduced. The
Location (Mod 8/1983) (Sheet 1 of 2). system consists of a rudder isolation valve
•• Figure 29-4.  Main System - Component (RIV) and a reservoir level switch (RLS) for
Location (Mod 8/1983) (Sheet 2 of 2). both the No.1 and No.2 hydraulic systems (Ref.
OPERATION in ATA 29 MSM).

FOR TRAINING PURPOSES ONLY 29-5

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

10 11 12 13
29  HYDRAULIC POWER

9 8 7 6 5 4 3

VIEW OF HYDRAULICS −
RIGHT HAND WHEEL WELL RIGHT SIDE WALL
LEFT HAND WHEEL WELL SIMILAR EXCEPT AS SHOWN

LEGEND
1. HYDRAULIC RESERVOIR
2. HAND PUMP - BRAKE ACCUMULATOR
(RIGHT NACELLE ONLY)
3. QUANTITY INDICATOR - HYDRAULIC RESERVOIR
4. STANDBY POWER UNIT
5. OVERSPILL CONTAINER
6. GROUND SERVICE PANEL
7. RETURN MANIFOLD
8. PRESSURE MANIFOLD
9. CASE DRAIN FILTER
10. ENGINE-DRIVEN HYDRAULIC PUMP
11. EMERGENCY SHUTOFF VALVE
12. ANTI-SKID VALVE
13. ROLL SPOILER UNLOADING VALVE

Figure 29-3.  Main System - Component Location (Pre-Mod 8/1983) (Sheet 2 of 2)

29-6 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

LEGEND

SYSTEM No. 1
SYSTEM No. 2 MAIN LANDING NOSEWHEEL
1
GEAR (MLG) STEERING
MAIN LANDING EMERGENCY
NOSE GEAR AND
GEAR EMERGENCY SELECTOR 1
DOOR ACTUATOR
VALVE

28  HYDRAULIC POWER

EMERGENCY MAIN
LANDING GEAR
3 STA. LOWERING HAND
ENGINE−DRIVEN X109.00 PUMP
PUMP (EDP) GROUND
SERVICE NORMAL LANDING
3
CONNECTIONS GEAR VALVES AND
E.D.P. FIREWALL
EMERGENCY
SHUT−OFF VALVE MAIN 1
BYPASS
LANDING
No. 1 GEAR ACCUMULATOR
3 1
STANDBY ACTUATOR
ELECTRIC MOTOR ANTI−SKID HANDPUMP
1
DRIVEN PUMP BRAKES (RIGHT NACELLE
ONLY)
3

ROLL SPOILER
ACTUATOR OUTBD RESERVOIR AUXILIARY
2 STANDBY &
(EMERGENCY)
PARKING BRAKE 1
LOWERING
ROLL SPOILER M.L.G. DOOR CONTROL VALVE
ACTUATOR
ACTUATOR INBD ACTUATORS
LEFT MAIN
(REAR DOORS) FLAP DRIVE
2 LANDING GEAR 2
1 (MLG) UNIT
(RIGHT MAIN
POWER
LANDING GEAR
TRANSFER
SIMILAR)
UNIT (PTU)
1
No. 2 (ACCESSIBLE FROM
STANDBY ABOVE WING)
ELECTRIC MOTOR
DRIVEN PUMP RUDDER SHUTOFF
VALVE
RUDDER
NORMAL BRAKE
2 ACTUATOR 1
dam03_291000_001_03.dg, gw, 08/11/95

NOTES: CONTROL VALVES

SYSTEM

1 SEE CHAPTER 32.

2 SEE CHAPTER 27.

3 FOR LOCATION OF COMPONENTS

IN WHEEL WELL, SEE SHEET 2.

Figure 29-4.  Main System - Component Location (Mod 8/1983) (Sheet 1 of 2)

FOR TRAINING PURPOSES ONLY 29-7

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

10 11 13 14
29  HYDRAULIC POWER

12 9 8 7 6 5 4 3 2 1

VIEW OF HYDRAULICS −
RIGHT HAND WHEEL WELL RIGHT SIDE WALL
LEFT HAND WHEEL WELL SIMILAR EXCEPT AS SHOWN

LEGEND
1. HYDRAULIC RESERVOIR
2. HAND PUMP − BRAKE ACCUMULATOR
(RIGHT NACELLE ONLY)
3. QUANTITY INDICATOR − HYDRAULIC RESERVOIR
4. STANDBY POWER UNIT (LEFT NACELLE ONLY)
5. OVERSPILL CONTAINER
6. GROUND SERVICE PANEL
7. RETURN MANIFOLD
8. PRESSURE MANIFOLD
9. CASE DRAIN FILTER
10. ENGINE−DRIVEN HYDRAULIC PUMP
11. EMERGENCY SHUTOFF VALVE
12. ACCUMULATOR − EMERGENCY AND PARKING BRAKE
13. ANTI−SKID VALVE
14. ROLL SPOILER UNLOADING VALVE

Figure 29-4.  Main System - Component Location (Mod 8/1983) (Sheet 2 of 2)

29-8 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

28  HYDRAULIC POWER

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 29-9

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

‘A’

‘B’
29  HYDRAULIC POWER

‘C’
‘D’

SYSTEM
PRESSURE ‘E’
RELIEF
VALVE
(3600 PSI) ‘F’ SEE
SHT
2

‘G’

WING FLAPS
(FPU)

Figure 29-5.  No.1 Hydraulic Power System - Schematic (Sheet 1 of 2)

29-10 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Distribution NOTES
Refer to:

•• Figure 29-5. No.1 Hydraulic Power

System - Schematic (Sheet 1 of 2).
•• Figure 29-5.  No.1 Hydraulic Power
System - Schematic (Sheet 2 of 2).

28  HYDRAULIC POWER

•• Figure 29-6. No.2 Hydraulic Power
System - Schematic (Pre-Mod 8/1983)
(Sheet 1 of 2).
•• Figure 29-6.  No.2 Hydraulic Power
System - Schematic (Pre-Mod 8/1983)
(Sheet 2 of 2).
•• Figure 29-7. No.2 Hydraulic Power
System - Schematic (Mod 8/1983)
(Sheet 1 of 2).
•• Figure 29-7.  No.2 Hydraulic Power
System - Schematic (Mod 8/1983)
(Sheet 2 of 2).
•• Figure 29-8. No.2 Hydraulic System
Alternate Rudder Power - Schematic
(Mod 8/1983).

The services operated by the two main systems

are as follows:

No.1 System
•• Rudder - lower actuator (control & damping).
•• Main wheel brakes.
•• Dual skid control valve.
•• Wing flaps.
•• Inboard roll spoilers.
•• Landing gear operation - Through
power transfer unit.

No.2 System
•• Rudder - upper actuator.
•• Parking brakes.
•• Landing gear - Extension and retraction.
•• Outboard roll spoilers.
•• Nosewheel steering.

FOR TRAINING PURPOSES ONLY 29-11

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

GROUND
SAMPLE
‘A’ CONNECTION

‘B’
29  HYDRAULIC POWER

‘C’
‘D’

‘E’
CONT’D
FROM ‘F’
SHEET 1

DRAIN PLUG

RESERVOIR
PRESSURE
RELIEF
VALVE
(70±5 PSI)

‘G’

Figure 29-5.  No.1 Hydraulic Power System - Schematic (Sheet 2 of 2)

29-12 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

‘A’

‘B’

28  HYDRAULIC POWER

‘C’
‘D’
NO.2
ENGINE
DRIVEN
PUMP

SYSTEM
PRESSURE ‘E’
RELIEF
VALVE
(3600 PSI) ‘F’ SEE
SHT
2

‘G’

PTU PTU
SYSTEM SYSTEM
(RETURN) (PRESS)
OUTBOARD ROLL RUDDER NOSEWHEEL PARKING
SPOILERS CONTROL STEERING BRAKES
AND DAMPING
LANDING GEAR
EXTENSION AND
RETRACTION

Figure 29-6.  No.2 Hydraulic Power System - Schematic (Pre-Mod 8/1983) (Sheet 1 of 2)

FOR TRAINING PURPOSES ONLY 29-13

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

GROUND
SAMPLE
CONNECTION
‘A’

‘B’
29  HYDRAULIC POWER

‘C’
‘D’
HAND PUMP AND SOILERS
CONT’D GROUND
FROM FILL
SHEET 1 CONNECTION

‘E’

‘F’

RETURN
MANIFOLD
DRAIN
‘G’ PLUG
RESERVOIR
PRESSURE
RELIEF VALVE
(70±5 PSI)

Figure 29-6.  No.2 Hydraulic Power System - Schematic (Pre-Mod 8/1983) (Sheet 2 of 2)

29-14 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

‘A’

‘B’

28  HYDRAULIC POWER

‘C’

NO.2
ENGINE
DRIVEN
PUMP

SYSTEM
PRESSURE ‘D’
RELIEF
VALVE
(3600 PSI) ‘E’ SEE
SHT
2

‘F’

PTU PTU
SYSTEM SYSTEM
(RETURN) (PRESS)
OUTBOARD ROLL RUDDER NOSEWHEEL PARKING
SPOILERS CONTROL STEERING BRAKES
AND DAMPING
LANDING GEAR
EXTENSION AND
RETRACTION

Figure 29-7.  No.2 Hydraulic Power System - Schematic (Mod 8/1983) (Sheet 1 of 2)

FOR TRAINING PURPOSES ONLY 29-15

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

GROUND
SAMPLE
29  HYDRAULIC POWER

CONNECTION
‘A’

‘B’

‘C’

HAND PUMP AND

SOILERS
CONT’D GROUND
FROM FILL
SHEET 1 CONNECTION

‘D’

‘E’

RETURN
MANIFOLD
DRAIN
‘F’ PLUG
RESERVOIR
PRESSURE
RELIEF VALVE
(70±5 PSI)

dam03_291000_003_04.dc, gw, 09/11/95

Figure 29-7.  No.2 Hydraulic Power System - Schematic (Mod 8/1983) (Sheet 2 of 2)

29-16 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

28  HYDRAULIC POWER

EMPENNAGE
WING ROOT

AIR RESERVOIR
80 CU IN
DEICE AIR
AT 18 PSI

NO. 2 SPU

SPILL
WATER DRAIN OVERBOARD
VALVE
TO THE P
PTU IN LINE TX
FILTER OPENS AT PRESSURE
(70M NOM.) 3600 PSI RELIEF
VALVE

NO.2 SYSTEM
RETURN
R1 R2
TO THE
RUDDER
SYSTEM
P1 P2 NO.2 SYSTEM
PRESSURE MANIFOLD
RUDDER
SHUTOFF VALVE

Figure 29-8.  No.2 Hydraulic System Alternate Rudder Power - Schematic (Mod 8/1983)

FOR TRAINING PURPOSES ONLY 29-17

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

NOTE
No. 2 SYSTEM EDP SHOWN
No. 1 SYSTEM EDP IS THE SAME.

Figure 29-9.  Engine Driven Pump - Bleed

29-18 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Engine-Driven Pump NOTES

Refer to Figure 29-9. Engine Driven Pump - Bleed.

A single stage, variable displacement, pressure

compensated hydraulic pump is driven from
the rear face of the propeller reduction gearbox
on each engine, and generates pressure at a
nominal 3,000 psi.

28  HYDRAULIC POWER

The case drain flow is directed through a case
drain filter and back to the system reservoir.

A drain line connected to the drive coupling

cavity prevents the accumulation of fluid in the
nacelle in the event of pump or gearbox seal
leakage; any leakage from the seals is directed
overboard.

FOR TRAINING PURPOSES ONLY 29-19

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-10.  Emergency Shutoff Valve

29-20 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Emergency Shutoff Valve NOTES

Refer to Figure 29-10. Emergency Shutoff Valve.

An electric motor operated emergency shutoff

valve is located in the suction line to each
engine-driven pump. No.1 system shutoff valve
is on No.1 nacelle right wall. No.2 system is on
No.2 nacelle right wall. Each valve has thermal

28  HYDRAULIC POWER

relief provisions and embodies an indicator
pointer which aligns with markings on the
valve body to show whether the valve is at the
open or closed position. Electrical power for
the valves is taken from the 28VDC BATTERY
PWR bus through FUEL [amp] HYD SOV
ENG 1 and ENG 2 circuit breakers. The valve
operation is controlled by the appropriate
PULL FUEL OFF handle on the fire protection
panel (refer to Chapter 26).

FOR TRAINING PURPOSES ONLY 29-21

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-11.  Hydraulic Reservoir

29-22 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Reservoir NOTES
Refer to Figure 29-11. Hydraulic Reservoir.

A reservoir is installed in each nacelle to

provide sufficient fluid volume under all
operating conditions. The reservoir is an
airless type incorporating a differential piston
assembly through which system pressure

28  HYDRAULIC POWER

is reduced to maintain a boost pressure of
approximately 40 psi in the reservoir and at
the inlet to the hydraulic pump. A pressure
relief valve on the reservoir prevents over-
pressurization due to thermal expansion or
pressure filling and relieves at 70 ±5 psi into
an overspill container. A frangible disc is also
provided which will burst between 165-265
psi, and prevent severe structural damage to
the reservoir.

A manually-operated bleed and sample valve

is used to release entrapped air from the
reservoir after initial reservoir filling or system
component change. The valve is also used
when taking fluid samples for analysis.

Indication of reservoir contents is shown on a

remote quantity indicator located adjacent to
the reservoir and mechanically connected to the
reservoir piston. A quantity transmitter attached
to the remote indicator transmits readings to
an indicator in the flight compartment. An
overtemperature switch is installed on each
system hydraulic reservoir to initiate warning
of hydraulic fluid overtemperature (refer to
29-30-00 - INDICATING).

FOR TRAINING PURPOSES ONLY 29-23

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-12.  Overspill Container Assembly

29-24 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Overspill Container Assembly NOTES

Refer to Figure 29-12. Overspill Container
Assembly.

An overspill container assembly is installed

in each nacelle. The assembly consists of
an aluminum container, a lid and a contents
dipstick, and has a capacity of 1.25 U. S. quarts

28  HYDRAULIC POWER

(1.2 liters). Accumulation of fluid from the
standby power unit pump seal drain and the
reservoir pressure relief valve is collected in
the overspill container. The dipstick with an
engraved SAFE level, is provided to facilitate
checking of the fluid level and so determine the
need for emptying.

FOR TRAINING PURPOSES ONLY 29-25

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

LEGEND
1. Case drain assembly.
2. Filter bowl.
3. Filter element.
4. Pressure drop indicator button.

Figure 29-13.  Case Drain Filter

29-26 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Case Drain Filter NOTES

Refer to Figure 29-13. Case Drain Filter.

A case drain filter is located in each nacelle.

Each filter contains a replaceable 15-micron
absolute element, a flow bypass valve and
a pressure drop indicator. A shutoff device
allows filter element replacement without loss

28  HYDRAULIC POWER

of fluid and the bypass valve is installed to
allow fluid to bypass the filter element in the
event of excessive restriction. As the filters are
in direct line from the engine pumps, the degree
of filter element contamination can provide an
indication of pump condition.

FOR TRAINING PURPOSES ONLY 29-27

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-14.  Pressure Manifold - Details

29-28 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Pressure Manifold NOTES

Refer to Figure 29-14. Pressure Manifold
- Details.

A pressure manifold is located in each nacelle. Each

manifold houses two check valves, a 15 micron
absolute filter element and a pressure drop indicator.
Installed in ports in the manifold are two pressure

28  HYDRAULIC POWER

transmitters, a low pressure warning switch, a
system pressure relief valve, pressure lines from
the engine driven pump and standby power unit
and a pressure line to the various hydraulic services.

Return Manifold
A return manifold is located in each nacelle
adjacent to the pressure manifold. Each return
manifold houses a 5 micron absolute filter with
a pressure drop indicator, a replaceable filter
element, and a filter bypass valve.

Pressure Drop Indicators

Pressure drop indicators react to increase
in pressure differential across filters, and are
embodied in all the filters. Each indicator
consists of a spring-loaded magnetic cylinder
and a spring-loaded red indicator button. The
indicator button is covered by a clear, soft, plastic
housing to reduce damage to the button during
testing. If pressure differential across the filter
exceeds 70 ±10 psi, the indicator button then
protrudes from the indicator body to give warning
of unacceptable filter element contamination. The
indicator button is reset manually, but will retain
the reset position only when filter differential
pressure is within acceptable limits. A bi-metallic
low temperature lockout prevents actuation of the
indicator when fluid temperature is low, with the
consequent increase in viscosity.

FOR TRAINING PURPOSES ONLY 29-29

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Ground Service Panel

Bleed/Sample Coupling

Figure 29-15.  Ground Service Panel and Bleed/Sample Couplings

29-30 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Ground Service Panel and Bleed/ NOTES

Sample Valve Couplings
Refer to Figure 29-15. Ground Service Panel
and Bleed/Sample Couplings.Ground Service
Panel and Bleed/Sample Couplings.

Two ground service panels, one for each main

power system are located one in each nacelle.

28  HYDRAULIC POWER

On each service panel, two quick-disconnect
couplings are provided for connection of a
ground hydraulic power unit. Located inside
each nacelle behind the ground service panel is
a coupling labeled BLEED/SAMPLE, connected
to the bleed and sample valve on the reservoir.

FOR TRAINING PURPOSES ONLY 29-31

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-16.  Power Transfer Unit

29-32 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Power Transfer Unit (PTU) NOTES

The PTU consists of a solenoid selector valve
and a hydraulic motor mechanically coupled
to a hydraulic pump. Power is supplied to
the motor from the No.1 main system and is
transferred to the pump through a coupling
shaft. The pump is connected directly into the
landing gear pressure line of No.2 main system

28  HYDRAULIC POWER

through a check valve and normally supplies
2700 psi at 4.5 U.S. gpm (on Mod 8/1983
aircraft, the check valve is removed and the
PTU pump is connected directly into the No.2
system pressure lines).

FOR TRAINING PURPOSES ONLY 29-33

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

R2
R1
P2
P1

Figure 29-17.  Alternate Rudder System Shutoff Valve

29-34 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Rudder Shutoff Valve (Mod 8/1983) The second passage, on the side of the R2 port,
allows air pressure (through the piston) to go
Refer to Figure 29-17. Alternate Rudder System to the No.2 system return line to the No.2 SPU
Shutoff Valve. inlet port. It also allows fluid, that is stored in
the driver section, to go to the isolated rudder
The rudder shutoff valve is connected into hydraulic circuit to replenish fluid lost from leaks.
the No.2 hydraulic system by four flexible
hydraulic lines, and is located in the right The latch mechanism prevents the valve from
wing root area. The purpose of the shutoff moving to the open position, when it is closed

28  HYDRAULIC POWER

valve is to isolate the rudder circuit of the No.2 and air pressure to the driver section is lost.
hydraulic system if there is hydraulic fluid loss, To move the valve to the open position against
to pressurize the return side of the isolated 18 psi of air pressure, a maximum of 35 psi of
rudder hydraulic circuit to the No.2 SPU inlet, hydraulic fluid pressure is necessary.
and to become a temporary hydraulic reservoir
for the isolated rudder hydraulic circuit for
approximately 30 minutes of flight.

The rudder shutoff valve has a valve section,

a driver section, a check valve, and a latch
mechanism. In the OPEN position the valve
section allows hydraulic fluid flow through
both passages with minimum restriction. In the
CLOSED position, the valve section blocks all
hydraulic flow. When the valve is closed, there
is an allowed leak rate of 2 cc/min from ports
P2 and R2 to R1 and P1.

The driver side has a cylinder and a piston. The

piston has an air side, pressurized by 18 psi
deice air and 80 cubic inch air reservoir, and
a fluid side. The piston moves on two bearing
seals, with the hydraulic fluid and air held
separately by respective teflon seals.

The bleed valve in the fluid side of the cylinder,

allows the driver section to be filled with fluid
after installation of the shutoff valve. It also
allows occasional bleeding of the air trapped
in the driver section. Two internal passages
connect the fluid section with the return side of
the No.2 hydraulic system. The one on the side
of the R1 port, has a check valve to prevent
fluid from leaving the valve. When the valve is
closed, and the system is pressurized, it allows
the fluid to move into the driver section and
open the valve. When the valve is closed it keeps
the fluid in the isolated rudder hydraulic circuit.

FOR TRAINING PURPOSES ONLY 29-35

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

HYDRAULIC RESERVOIR

HYDRAULIC PRESSURE
TRANSDUCER

dam03_2910000_013.dg, dn, jun28/2007

NOTE
Left side shown.
Right side similar.

Figure 29-18.  Hydraulic Pressure Transducer - Component Location

29-36 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Hydraulic Pressure Transducer NOTES

Refer to:

•• Figure 29-18. Hydraulic Pressure

Transducer - Component Location.
•• Figure 29-19. Hydraulic Pressure
Transducer - Schematic.

28  HYDRAULIC POWER

The hydraulic pressure transducer measures the
pressure of the hydraulic system and converts it
into an electrical signal. The electrical signal is
sent to the FDAU, and then recorded in the FDR.

The transducer is designed for operation at

2950 psi normal hydraulic pressure, and can
withstand pressure transients upto 3500 psi.

There are two hydraulic pressure transducers,

one each in the left and right forward nacelle
area at Sta. X182.70. The transducers are
located near the hydraulic reservoir.

The left transducer measures the pressure in

the No.1 hydraulic system. The right transducer
measures the pressure in the No.2 hydraulic
system.

OPERATION
See MSM ATA 29.

FOR TRAINING PURPOSES ONLY 29-37

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

(M3) 2932−P8 2932−P8 3133−P1−B

+28 V DC HYD PRESS IND.2 RIGHT HYD FLIGHT DATA
5A D A C10
RIGHT ESS PRESSURE AQUISITION
BUS C B C11
CB2 TRANSDUCER UNIT

RIGHT C/B PANEL XN159 R NACELLE

(F5) 2932−P7 2932−P7 3133−P1−B

+28 V DC LEFT HYD FLIGHT DATA
HYD PRESS IND.1
LEFT ESS 5A D A C7
PRESSURE AQUISITION
BUS C B C8
CB1 TRANSDUCER UNIT

LEFT C/B PANEL XN159 L NACELLE

dam03_2910000_014.dg, pg, jun28/2007

Figure 29-19.  Hydraulic Pressure Transducer - Schematic

29-38 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

HYDRAULIC FLUID TRANSFER When the Foot Brakes are released, fluid
transfer will now take place as the No.2 System
On the Dash 8 aircraft. hydraulic fluid transfer port in the shuttle valve is blocked, thus the
can occur when the No.1 and No.2 Hydraulic fluid in the brake units, originally from the
systems operate the same actuator that is No.2 System, must return to the No.1 System.
separated by a shuttle valve. The main cause of
fluid transfer is from wheel brake operation. Two To control fluid transfer, release the Foot
ways fluid transfer can happen are as follows: Brakes before releasing the Park Brakes.

28  HYDRAULIC POWER

Fluid Transfer From Hydraulic System
No.1 to Hydraulic System No.2
When the Foot Brakes are applied, No.1 System
fluid goes to the brake units.

When the Park Brake is applied with the

Foot Brakes still applied, the shuttle valve is
pressurized by both the No.1 and No.2 Systems.

When the Foot Brakes are released with the

Park Brakes still applied, the shuttle valve shifts
blocking the No.1 System port of the valve.

When the Park Brake is released, fluid transfer

will now take place as the No.1 System port
in the shuttle valve is blocked, thus the fluid
in the brake units, originally from the No.1
System, must return to the No.2 System.

To control fluid transfer, apply the Foot Brakes

before releasing the Park Brakes.

Fluid Transfer From Hydraulic System

No.2 to Hydraulic System No.1
When the Park Brakes are applied, No.2 System
fluid goes to the brake units.

When the Foot Brakes are applied with the

Park Brakes still applied, the shuttle valve is
pressurized by both the No.1 and No.2 Systems.

When the Park Brakes are released with the

Foot Brakes still applied, the shuttle valve shifts
blocking the No.2 System port of the valve.

FOR TRAINING PURPOSES ONLY 29-39

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-20.  Standby Power Unit - Schematic

29-40 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

29-11-17 STANDBY Standby Power Unit

POWER UNIT The SPU consists of a variable delivery pump
with a full flow capacity of 1.5 U.S. GPM at
2750 ±50 psi and a zero flow capacity of 2915
GENERAL ±25 psi, and incorporates a motor winding
overtemperature switch, inlet and outlet ports,
An electrically driven standby power unit (SPU), case drain port and a drive shaft seal cavity
is incorporated in each of the No.1 and No.2 drain port.

28  HYDRAULIC POWER

main hydraulic systems to supplement the main
system during take-off and landing. The SPU
may also be used if the associated main system
cannot be powered from its own engine driven
pump, and for ground system servicing when
a 115/200VAC external ground power supply
is available When Mod 8/1983 is incorporated,
only the No.1 SPU should be used for ground
system servicing. The reason for this is because
of the very low hydraulic pressure found at the
No.2 SPU inlet port during the operation of
more than one of the hydraulic sub-systems.

The SPUs are controlled directly by switches

on the co-pilot’s instrument panel in the flight
compartment, or automatically by flap quadrant
switches. The SPUs hydraulic pressures are
shown on indicators in the flight compartment
(refer to 29-30-00 - INDICATING).

DESCRIPTION
Refer to:

•• Figure 29-20. Standby Power Unit

- Schematic.
•• Figure 29-21. No.2 Standby Power Unit -
Removal and Installation (Mod 8/1983).
Both No.1 and No.2 SPUs are identical.
Each unit consists of an electrically powered
hydraulic pump connected by pipelines into
the associated main system. The No.1 SPU is
located in the left nacelle and the No.2 SPU is
located in the right nacelle (with Mod 8/1983
incorporated, the No.2 SPU is located on the
vertical stabilizer midspar in the aft fuselage
equipment bay).

FOR TRAINING PURPOSES ONLY 29-41

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

LEGEND
10. Hydraulic line.
29  HYDRAULIC POWER

11. Filter.
12. Check valve.
13. Union.
14. O−ring.

13
14

12

14
11

10
dam03_2911172_010.dg, gg, 07nov/2006

Figure 29-21.  No.2 Standby Power Unit - Removal and Installation (Mod 8/1983)

29-42 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

28  HYDRAULIC POWER

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 29-43

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-22.  Standby Power Unit - Electrical Schematic (Pre-Mod 8/1983)

29-44 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Power Supply NOTES

Refer to:

•• Figure 29-22. Standby Power Unit -

Electrical Schematic (Pre-Mod 8/1983).
•• Figure 29-23. Standby Power Unit -
Electrical Schematic (Mod 8/1983).

28  HYDRAULIC POWER

On Pre-Mod 8/1983 aircraft, the SPU is
powered from the 115/200 volt 3 phase AC
variable frequency bus, through STBY HYD
PMP 1 and STBY HYD PMP 2 circuit breakers.

On Mod 8/1983 aircraft, the No.1 SPU is still

powered from the 115/200 volt 3 phase AC
variable frequency bus through the STBY HYD
PMP 1 circuit breaker, while the No.2 SPU is
powered from the 2921-CB5 circuit breaker
in the left nacelle AC contactor box, and the
2921-CB6 circuit breaker on the right nacelle
AC contactor box.

FOR TRAINING PURPOSES ONLY 29-45

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

dam03_2911170_003.dc, gw, 05/03/02

Figure 29-23.  Standby Power Unit - Electrical Schematic (Mod 8/1983)

29-46 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

28  HYDRAULIC POWER

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 29-47

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

dam03_2911170_006.dc, gw, 05/03/02

Figure 29-24.  Standby Power Unit - Electrical Schematic (Mod 8/2120) (Sheet 1 of 2)

29-48 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Refer to: contactor box. However, the circuit design

gives priority to the SPU power being taken
•• Figure 29-24. Standby Power Unit - from the left (No.1) AC contactor box. The SPU
Electrical Schematic (Mod 8/2120) AC power control unit monitors the quality of
(Sheet 1 of 2). the AC power from both contactor boxes. If
the quality of the electrical power from the left
•• Figure 29-24.  Standby Power Unit -
contactor box (No.1) is unsatisfactory, the No.2
Electrical Schematic (Mod 8/2120)
SPU AUX PWR caution light (located on the
(Sheet 2 of 2).
caution lights panel) comes on and the right

28  HYDRAULIC POWER

contactor box (No.2) will supply power to the
On Mod 8/2120 aircraft the No.1 SPU is
No.2 SPU.
powered from the 2921-CB8 circuit breaker
on the right nacelle contactor box, and the No.2
The No.2 SPU AUX PWR caution light will
SPU remains powered as described for Mod.
not come unless the power frequency is equal
8/1983 aircraft.
to or more than 320 Hz. This is necessary
because the generator output voltage together
Each SPU receives power from its opposite AC
with the bus voltage decreases proportional to
generator. This is a means of retaining brake
frequency when the frequency is less than 320
anti-skid capability during the five second
Hz. Therefore without this function, normal
delay created by stoppage of No.1 engine.
voltage reduction could be taken for a system
problem and activate the caution light.
With Mod 8/1983 incorporated, the No.2 SPU
is powered through the No.2 SPU AC Power
Control Unit (PCU) from either the left or right

dam03_2911170_007.dc, gw, 05/03/02

Figure 29-24.  Standby Power Unit - Electrical Schematic (Mod 8/2120) (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY 29-49

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

dam03_2911170_004.dc, gw, 05/03/02

Figure 29-25.  Standby Power Unit - Electrical Schematic (Mod 8/1983) (Sheet 1 of 2)

29-50 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

OPERATION Overtemperature switches in the pump motor

windings will close when an overtemperature
Refer to: condition of 330 ° ±10 °F (165 ° ±5 °C)
is reached and complete a 28VDC supply
•• Figure 29-22. Standby Power Unit - to No.1 or No.2 STBY HYD PUMP HOT
Electrical Schematic (Pre-Mod 8/1983). caution lights on the caution light panel in the
flight compartment.
•• Figure 29-25. Standby Power Unit -
Electrical Schematic (Mod 8/1983)

28  HYDRAULIC POWER

(Sheet 1 of 2).
•• Figure 29-25.  Standby Power Unit -
Electrical Schematic (Mod 8/1983)
(Sheet 2 of 2).
•• Figure 29-26. Standby Power Unit -
Electrical Schematic (Mod 8/2120)
(Sheet 1 of 2).
•• Figure 29-26.  Standby Power Unit -
Electrical Schematic (Mod 8/2120)
(Sheet 2 of 2).

The SPUs can be operated directly from

switches on the co-pilot’s instrument panel
labeled STBY HYD PRESS, with switch
selections 1 and 2 or NORM.

With Mod 8/1983 incorporated, the No.2, the

No.2 SPU is energized automatically when the
No.2 hydraulic system pressure decreases and
the aircraft is in the airborne mode (refer to
29-10-00-MAIN SYSTEMS).

With the flaps selected to 0 degree on the flap

quadrant in the flight compartment and the
STBY HYD PRESS switches set to NORM,
the standby power units are not in operation.
With the STBY HYD PRESS switches set to
1 and 2, 115/200VDC supply is connected to
the standby power unit motors and hydraulic
power is available to the No.1 and No.2 main
hydraulic systems.

When the flaps are selected to a position 5 degree

or greater on the flap quadrant, the STBY HYD
PRESS switches are bypassed by flap quadrant
actuated switches, and the AC supply is connected
to operate the SPUs. This is to ensure that during
take-off and landing, hydraulic power from the
SPUs is continually available to supplement the
two main hydraulic systems.

FOR TRAINING PURPOSES ONLY 29-51

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

dam03_2911170_005.dc, gw, 05/03/02

Figure 29-25.  Standby Power Unit - Electrical Schematic (Mod 8/1983) (Sheet 2 of 2)

29-52 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

28  HYDRAULIC POWER

dam03_2911170_008.dc, gw, 05/03/02

Figure 29-26.  Standby Power Unit - Electrical Schematic (Mod 8/2120) (Sheet 1 of 2)

FOR TRAINING PURPOSES ONLY 29-53

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

dam03_2911170_009.dc, gw, 05/03/02

Figure 29-26.  Standby Power Unit - Electrical Schematic (Mod 8/2120) (Sheet 2 of 2)

29-54 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

28  HYDRAULIC POWER

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 29-55

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-27.  Emergency Hydraulic System - Schematic

29-56 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

29-21-00 EMERGENCY Filters

SYSTEM The two 25 micron filters are provided for
protection of the selector valve and are not
normally serviced during line maintenance.
GENERAL
An emergency system provides hydraulic
Relief Valve
power for extension of the main landing gear The pressure relief valve protects the system

28  HYDRAULIC POWER

by an auxiliary actuator when the main system against overpressurizing if pumping is continued
hydraulic power is not available. after the main gear has locked down. The valve
also acts as a thermal relief valve.
DESCRIPTION
Selector Valve
Refer to Figure 29-27. Emergency Hydraulic
The selector valve is a two position, two way,
System - Schematic.
manually operated valve. The valve spool is
connected by a link and rod end bearing, to a
The emergency system consists of an
hinged door in the flight compartment floor.
emergency reservoir, a handpump and a main
Opening of the door actuates the selector valve.
landing gear emergency selector valve, with
interconnecting pipelines.
OPERATION
Reservoir Refer to Figure 29-27. Emergency Hydraulic
The reservoir is mounted in the RH side of the System - Schematic.
nose equipment compartment. Secured to the
reservoir cap are suction, fill and drain line During normal extension and retraction of the
connections and dipstick assembly. A level mark main landing gear, when the handpump is not
on the dipstick is stamped “SAFE” and a label in use, the selector valve acts as a bypass valve,
on the outside of the reservoir is marked EMER allowing fluid to flow freely to the auxiliary
LANDING GEAR RESERVOIR. For fluid type actuator via the interconnected pressure and
and specification, refer to Chapter 12. suction lines.

When the door in the flight compartment floor

Handpump is opened, the selector valve is moved to the
The handpump is mounted on a bracket below emergency position, closing the bypass between
the flight compartment floor, and the pump the pressure and suction lines and handpump
operating handle is stowed on the bulkhead pressure is available to the auxiliary actuator.
behind the co-pilot’s seat when not in use. Fluid in the normal, main gear operating
actuators is connected to system return by
operation of the emergency extension bypass
Main Landing Gear Emergency valve (refer to Chapter 32).
Selector Valve
The main landing gear emergency selector
valve is located forward of the handpump and
consists of two filters, a pressure relief valve
and a selector valve.

FOR TRAINING PURPOSES ONLY 29-57

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-28.  Power Transfer Unit System - Electrical Schematic (Pre-Mod 8/1983)

29-58 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

29-23-00 POWER The system is interconnected with engine No.2

oil (lubrication) system through relay 2912-K3
TRANSFER UNIT (refer to Chapter 79 and to the landing gear
SYSTEM retraction circuit through relay 2912-K2 (refer
to Chapter 32).
GENERAL
Power Transfer Unit (PTU)
The power transfer unit (PTU) system provides
The PTU is located in the right rear center

28  HYDRAULIC POWER

hydraulic pressure to retract the landing gear
section wing fairing and consists of a hydraulic
in the event of No.2 engine low oil pressure.
motor and a hydraulic pump. The motor and
Pressure from No.1 hydraulic system is
pump are coupled together by a drive spline
transferred to drive a PTU hydraulic motor,
and mounting adapter but are contained in
which drives a PTU pump in the No.2 hydraulic
separate housings which are bolted together.
system. The pump receives fluid from No.2
The separate housings prevent loss of fluid
system return lines and delivers hydraulic
from one system propegating fluid loss from
pressure via a check valve to the landing gear
the second system. Normal output from the unit
circuit (on mod 8/1983 aircraft, the check valve
is 2700 psi at 4.5 U.S. (3.7 IMP) gpm.
is removed and hydraulic pressure is delivered
to the No.2 main hydraulic system).
Solenoid Selector Valve
It should be noted that only excess power from
The solenoid selector valve is located in the left
No.1 system is utilized and no interchange of
wing root area and is a two position, three port,
fluid takes place between hydraulic systems
single solenoid valve, offset to the normally
No.1 and No.2.
closed position.
Power transfer control circuits are armed when
conditions have been met for landing gear Manual Select Switch/Light
retraction and transfer takes place when engine
The guarded manual select pushbutton switch/
No.2 oil pressure falls (indicated by No.2 ENG
light located on the co-pilot’s instrument
OIL PRESS WARNING LIGHT).
panel is labeled HYD PWR. The switch lens is
divided horizontally by etching each half lens
Provision is made for manual selection of power
lighted by two lamps, with the upper lamps
transfer by means of a guarded pushbutton
connected to 5VDC lighting circuits, behind a
switch/light on the co-pilot’s panel.
lens-half marked PTU SEL.

DESCRIPTION The lower green lamps are connected to monitor

PTU pressure and are interconnected with
Refer to Figure 29-28 through Figure 29-31. advisory lights dim and test negative seeking
circuits. Pressing the switch lens operates the
The power transfer unit system consists of a switch section of the switch/light to complete
power transfer unit (PTU), a solenoid selector a circuit to energize the PTU solenoid selector
valve, a manual select switch/light, a pressure valve. When No.2 system pressure meets
switch, two check valves (one check valve requirements the green light turns on. Pressing
on mod 8/1983 aircraft), a flow regulator, the lens a second time de-energizes the PTU
power transfer relays 2912 -K2 and -K3 and solenoid selector valve and the green advisory
the necessary piping and wiring. lights go out on falling pressure.

Revision 0.5
FOR TRAINING PURPOSES ONLY 29-59
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

P/O C/BKR CONSOLE

3313−P1A
P/O CO−PILOT FLIGHT PANEL
P/O 38 ‘A’
LO ADVSY
29  HYDRAULIC POWER

LTS TEST 3313−P1B

TO 5V LTG
(SEE & DIM
38
CHAPTER UNIT
HI 33)
2 PTU SEL 3

A B

4 1

NC C
‘B’
C
NO ‘C’
S3

see sheet 2
HYD PWR

P/O RELAY PANEL No. 1

‘D’
C3
C2
C1
B3
B3 B2
B2 B1
B1
A3
A2
A3 A1
A2
A1
dam13_292300_004_01.doc,kms,08/11/95

X1 ‘E’
X1

X2
X2

K2
K3

Figure 29-29.  Power Transfer Unit System - Electrical Schematic (Mod 8/1983) (Sheet 1 of 2)

29-60 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Pressure Switch pressure and B to A between 600 and 750 psig

rising pressure. On rising pressure a circuit is
The pressure switch is located adjacent to the
completed to light the lower half lens of the
solenoid selector valve in the left wing root area.
manual select switch/light.

Flow Regulator Valve The PTU solenoid remains energized until the
landing gear is retracted and locked.
The flow regulator valve is installed in the PTU
selector valve outlet port on the No.1 hydraulic
Relay 2912-K2 de-energizes, when the doors

28  HYDRAULIC POWER

system. The regulating valve serves to limit the
close.
flow available to the PTU motor to prevent loss
of No.1 system effectiveness, motor overspeed
and to ensure sufficient flow is available for Manual Power Transfer
inboard spoiler and rudder control.
In the event of hydraulic pressure loss on No.2
hydraulic system indicating possible engine-
Power Transfer Relays driven pump failure, or for test purposes, power
transfer can be accomplished by pressing the
The power transfer relays are located on relay
lens of the manual select switch/light. The
panel No.1 in the cabin.
lower half lens lights up by action of the
pressure switch as described for engine low
OPERATION oil pressure on take-off.

Refer to Figure 29-28 through Figure 29-31. In the event of fluid loss from the No.2 system,
the flow regulator valve prevents PTU motor
Engine Oil Pressure Low During Landing Gear overspeed, which would cause pressure loss in
Retraction Relay 2912-K2 is energized through the No.1 hydraulic system.
the selector valve and landing gear selector
handle (selected to UP) energizes the PTU
solenoid selector valve.

In the event of engine No.2 oil pressure below

approximately 50 psid (refer to Chapter 79)
relay 2912-K3 energizes to complete a circuit
to energize the PTU solenoid selector valve.

No.1 main hydraulic system pressure is

directed to drive the PTU motor which in turn
operates the PTU pump and No.2 hydraulic
system fluid, is directed through a check
valve into the landing gear pressure line.
A second check valve prevents PTU pump
pressure from entering the remainder of the
No.2 main hydraulic system pressure lines
(on mod 8/1983 aircraft, the second check
valve is removed and the PTU pump pressure
is allowed to enter the No.2 main hydraulic
pressure system). The pressure switch in the
PTU output line is connected through the
advisory lights dim and test box to the manual
select switch/light. The pressure switch closes
B to C between 450 and 550 psig decreasing

FOR TRAINING PURPOSES ONLY 29-61

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

P2

‘A’ A
HYD PWR
XFR
28V DC (G3)
B
R ESS 5
29  HYDRAULIC POWER

BUS C

S1
PRESS SW
X467.00 RHS

P1
‘B’

‘C’ A
CR1
sheet 1

C
cont’d from

POWER XFER
UNIT SELECT
VALVE
X467.00 LHS
9811−
P29 J29 7933−P1

‘D’ 21 3

1
ENG No. 2
DISC
2

A3
REFER TO LANDING
‘E’ A2 GEAR OPERATION AND ENG No. 2
INDICATION
dam13_292300_004_02.doc,kms,08/11/95

(SEE CHAPTER 32) OIL PRESS

A1
3261−P8 SWITCH
B A
P/O RELAY
3261−K13
P/O LANDING NOTE:
GEAR SELECTOR 1. IDENT CODE IS 2912 UNLESS
VALVE OTHERWISE INDICATED

Figure 29-29.  Power Transfer Unit System - Electrical Schematic (Mod 8/1983) (Sheet 2 of 2)

29-62 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

POWER
TRANSFER FLOW NO.1 SYSTEM PRESSURE
UNIT REGULATOR

NO.1 SYSTEM PRESSURE

28  HYDRAULIC POWER

PRESSURE
SWITCH
SELECTOR PRESSURE
VALVE
CHECK RETURN
VALVE

CHECK VALVE
NO.2 SYSTEM PRESSURE
TO L.G SELECTOR
VALVE
NO.2 SYSTEM RETURN

Figure 29-30.  Power Transfer Unit System - Hydraulic Schematic (Pre-Mod 8/1983)

POWER
TRANSFER FLOW NO.1 SYSTEM PRESSURE
UNIT REGULATOR

NO.1 SYSTEM PRESSURE

PRESSURE
SWITCH
SELECTOR PRESSURE
VALVE
CHECK RETURN
VALVE

NO.2 SYSTEM PRESSURE

TO L.G SELECTOR
VALVE
NO.2 SYSTEM RETURN

Figure 29-31.  Power Transfer Unit System - Hydraulic Schematic (Mod 8/1983)

FOR TRAINING PURPOSES ONLY 29-63

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

Figure 29-32.  Hydraulic Power System Indicating

29-64 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

29-30-00 INDICATING NOTES

GENERAL
Refer to Figure 29-32. Hydraulic Power System
Indicating.

Indication is provided in the flight compartment

28  HYDRAULIC POWER

for main systems hydraulic pressure, hydraulic
pumps low pressure, standby power unit
pressure, hydraulic fluid overtemperature and
hydraulic reservoir fluid quantity.

FOR TRAINING PURPOSES ONLY 29-65

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

dam03_2930000_002.dc, gw, 05/03/02

STBY NO.2
ENGINE NO.2
AFT FUSELAGE EQUIPMENT BAY
PRESS TRANSMITTER

Figure 29-33.  Main and Standby Hydraulic Pressure Indication - Electrical Schematic

29-66 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

DESCRIPTION AND OPERATION NOTES

Pressure Indication (Main and
Standby)
Refer to Figure 29-33. Main and Standby
Hydraulic Pressure Indication - Electrical
Schematic.

28  HYDRAULIC POWER

A separate pressure indicating system is
installed in each main system to provide
pressure indicating during normal operation,
when power is only from the engine driven
pump. An additional indicating system is
installed with each standby power unit to
provide pressure indication when power is only
from the standby power unit. Two pressure
transmitters are mounted on the pressure
manifold in No.1 nacelle; one to sense the
No.1 main system pressure and one to sense
the No.1 standby pump pressure. Similarly
the No.2 main and standby power unit
pump pressures are sensed by two pressure
transmitters on the pressure manifold in No.2
nacelle. Electrical signals from the transmitters
operate corresponding dual-pressure indicators
mounted on the co-pilot’s instrument panel.

The No.1 main indicating system is powered

from the 28VDC left essential bus and protected
by a circuit breaker labeled HYD PRESS IND
1 and No.2 main system from the 28VDC right
essential bus protected by a circuit breaker
labeled HYD PRESS IND 2. The No.1 standby
indicating system is powered from the 28VDC
left secondary bus and protected by a circuit
breaker labeled STBY HYD PRESS IND 1, and
the No.2 standby system from the 28VDC right
secondary bus protected by a circuit breaker
labeled STBY HYD PRESS IND 2.

FOR TRAINING PURPOSES ONLY 29-67

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

dam03_2930000_003.dc, gw, 05/03/02

Figure 29-34.  Main System Pumps Low Pressure Warning - Electrical Schematic

29-68 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Main System Pumps Low Pressure NOTES

Warning
Refer to Figure 29-34. Main System Pumps
Low Pressure Warning - Electrical Schematic.

A low pressure warning switch located in the

engine-driven pump (EDP) pressure line at the
pressure manifold in each system, is calibrated

28  HYDRAULIC POWER

to close when the associated system pressure is
2000 ±150 psi falling pressure. When closed
each switch complete a circuit to ground in
the corresponding caution lights circuit. The
associated ENG HYD PUMP caution light
comes on.

An alternate ground in each caution lights

circuit is provided by a circuit which contains
a condition lever angle (CLA) limit switch
(2931-S3 Engine No.2 system, 2931-S4 Engine
No.2 system). The switches are set to close
when the associated condition lever is at the
mid position between START/FEATHER
and FUEL OFF (refer to Chapter 76). This
prevents possible caution light cycling with a
“windmilling” propeller.

For details of the caution lights system, refer

to Chapter 33.

FOR TRAINING PURPOSES ONLY 29-69

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

dam03_2930000_004.dc, gw, 05/03/02

Figure 29-35.  Hydraulic Power System Overtemperature Indication - Electrical Schematic

29-70 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Overtemperature Indication NOTES

No.1 and No.2 Main Systems
Refer to Figure 29-35. Hydraulic Power
System Overtemperature Indication - Electrical
Schematic.

Indication of No.1 and No.2 main system fluid

28  HYDRAULIC POWER

overtemperature is provided by two amber
lights located on the left hand caution light
panel in the flight compartment labeled No.1
HYD FLUID HOT and No.2 HYD FLUID
HOT. The lights are controlled by two
overtemperature switches, one mounted on
each hydraulic system reservoir.

The overtemperature switches operate at a fluid

temperature of 228 ° ±7 °F (109 ° ±4 °C), and
will remain actuated until the fluid temperature
falls to 203 ° ±7 °F (95 ° ±4 °C).

Standby Power Unit Pumps

Indication of standby power unit pump
overtemperature is provided by two amber
lights located on the left hand caution lights
panel in the flight compartment labeled No.1
STBY HYD PUMP HOT and No.2 STBY HYD
PUMP HOT. The lights are controlled by two
overtemperature switches, one incorporated in
each of the standby power unit motor windings.
The overtemperature switches operate at a
winding temperature of 340 °F (170 °C)
and will remain actuated until the winding
temperature falls below 320 °F (160 °C).

Electrical Power
Electrical power for the overtemperature
indication system is supplied from the 28VDC
right essential bus and protected by the CAUT
LTS 1 circuit breaker.

FOR TRAINING PURPOSES ONLY 29-71

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
29  HYDRAULIC POWER

dam03_2930000_005.dc, gw, 05/03/02

Figure 29-36.  Reservoir Fluid Quantity Indication - Electrical Schematic

29-72 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Reservoir Fluid Quantity Indication 10. Rotate transmitter shaft to give zero reading
on the HYD QTY indicator in flight
Refer to Figure 29-36. Reservoir Fluid Quantity
compartment.
Indication - Electrical Schematic.
11. Rotate the synchro body by a small amount
A separate reservoir fluid quantity indicating counterclockwise.
system is provided for each of the two main
12. Check for increasing quantity indication on the
system hydraulic reservoirs.
HYD QTY indicator in the flight compartment.

28  HYDRAULIC POWER

Each system consists of a mechanically connected, 13. Rotate the synchro body to give zero
remote quantity indicator located in each nacelle reading and tighten the clamp in flight
just below the reservoir. Attached to each remote compartment.
indicator is a synchro-transmitter, which provides
14. Open HYD QTY 1 circuit breaker and
fluid quantity indication on a dual indicator,
check that the red fail flag comes into view.
located on the co-pilots instrument panel in the
flight compartment. A push-pull cable converts 15. Repeat steps (a) to (n) using HYD QTY
horizontal movement of the reservoir differential 2 circuit breaker, to zero No.2 hydraulic
piston assembly to rotary movement at the remote indicating system.
indicator and synchro-transmitter.
16. If the synchro transmitter is changed install the
new one and do the zero adjustment as follows:
The reservoir quantity indicating systems are
powered from the 26VAC 400 Hz buses, No.1 A. Make sure that the reservoir differential
system from the left bus and No.2 system from piston assembly is bottomed and the
the right bus. The circuits are protected by circuit reservoir indicator reads zero.
breakers labeled HYD QTY 1 and HYD QTY 2.
B. View the transmitter from the shaft
end and rotate the shaft until the index
Dual Hydraulic Quantity Indicator - mark is 50 degree clockwise from the
Zero Adjustment electrical zero (EZ) mark.
1. Connect external AC / DC power unit and
C. Remove the clamp bolt, washer and
energize the aircraft electrical system.
nut that secures the transmitter in the
(refer to chapter 12).
indicator housing.
2. At avionics circuit breaker panel, close
D. Align the EZ mark with the housing marker,
HYD QTY 1 circuit breaker.
and insert the transmitter into the housing.
3. Check that No.1 system fail flag is biased
E. Make sure that transmitter is fully
out of view.
inserted into the indicator housing.
4. Connect ground hydraulic power unit GHPU
F. Do a check of the EZ marker alignment.
to ground pressure and return connections on
nacelle ground servicing panel. G. Install the clamp bolt washer and nut
but do not tighten.
5. Set GHPU to cart reservoir mode.
H. Rotate the transmitter a maximum of 5
6. Apply 3000 psi (20684 kPa) pressure.
degree to give zero reading on the HYD
7. This procedure ensures that the reservoir QTY indicator located on the co-pilot’s
differential piston assembly is bottomed. instrument panel in flight compartment.
8. Check that the reservoir indicating scale I. Tighten the clamp bolt washer and
reads zero. nut that secures the transmitter in the
indicator housing.
9. Loosen the clamp bolt and nut securing the
transmitter in indicator’s housing located in
the engine nacelle.

FOR TRAINING PURPOSES ONLY 29-73

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

No.2 SPU Power Failure NOTES

Indication (Mod 8/1983)
The No.2 SPU gets AC electrical power from
either the left or right AC contactor box through a
SPU power control unit. The SPU power control
unit continuously monitors the power from both
AC contactor boxes. If the quality of the power
from either contactor box becomes unacceptable,
29  HYDRAULIC POWER

an amber No.2 SPU AUX PWR caution light, on

the caution lights panel, comes on.

29-74 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

29-00-00 SPECIAL TOOLS & TEST EQUIPMENT

•• Ground hydraulic power unit (GHPU) - GSB29000XX or equivalent.
•• Hydraulic fluid dispenser - GSB1210004.
•• Hydraulic test stand, GSB1210004.
•• External electrical A/C power unit.

28  HYDRAULIC POWER

•• External hydraulic ground filling cart.
•• MLG ground lock pin GSB1000007.
•• MLG door lock pin GSB1000019.
•• NLG door lock pin GSB1000020.
•• Near/Far test targets GSB3210003.
•• GSB2440003 Electrical AC Power Cart.
•• GSB29000XX Ground Hydraulic Power Unit or GSB29000YY Ground Hydraulic Power Unit.
•• GSB2900002 Hydraulic Coupling Kit.
•• Handheld Download Unit (HHDLU) Part No. 964-0446-001 or equivalent.
•• APM - AA-A358-SE1, or equivalent - Check valve wrench.
•• APM - AA-A358-SE2, or equivalent - Sizing tool.
•• APM - AA-A358-SE3, or equivalent - Bullet.
•• 200 - 1000°F (93 - 538°C), or equivalent - Electrical heat gun.
•• Part No. 63605-001 or equivalent Alternate Bleed Air Source (ABAS) Kit.
NOTE: This kit is commercially available from “Innovative Aircraft Solutions LLC”.
E-mail: <[email protected]>.
•• GSB1000019, or Tronair 99-8038-000, or equivalent - Main gear door lock pins.
•• GBS2440003, or equivalent - Electrical external AC power cart, 480VAC, 60 Hz.
•• GBS2440006 or Tronair 11-6621-1000 or equivalent - DC Rectifier (50 & 60Hz input),
28.50VDC.
•• GSB32420003 Anti-skid tester.
•• Hydraulic power unit - GSB1210004.
•• Hydraulic power unit - Tronair 05-8005-3400.
•• Electrical power unit - Tronair 11-8073-0000.

FOR TRAINING PURPOSES ONLY 29-75

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

29-00-00 CAUTION & WARNINGS

29-10-00 MAIN SYSTEMS
WARNING

HYDRAULIC FLUID MAY CAUSE SKIN IRRITATION. AVOID

29  HYDRAULIC POWER

PROLONGED OR REPEATED CONTACT WITH SKIN. IN CASE

OF EYE CONTACT, FLUSH EYES THOROUGHLY WITH WATER
AND SEEK PROMPT MEDICAL ATTENTION. IN CASE OF
INGESTION, SEEK PROMPT MEDICAL ATTENTION.

CAUTION
USE CLEAN HOSE WITH STANDARD END FITTINGS WHEN
JUMPERING LINES.

WARNING

HYDRAULIC SERVICES MAY OPERATE. CLEAR PERSONNEL

FROM RUDDER, FLAPS, SPOILERS AND LANDING GEAR BEFORE
APPLICATION OF HYDRAULIC POWER. WITH HYDRAULIC
POWER APPLIED, DO NOT OPERATE PSEU BITE SYSTEM TEST
SWITCH (REFER TO PSM 1-83-2, CHAPTER 32-61-50).

29-10-31 PRESSURE MANIFOLD

WARNING

FAILURE TO OBSERVE SAFETY PRECAUTIONS BEFORE

CARRYING OUT MAINTENANCE PRACTICES ON OR NEAR
ELECTRICALLY CONTROLLED OR OPERATED EQUIPMENT
COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE
TO EQUIPMENT.

WARNING

DOOR LOCK PINS MUST BE INSTALLED IN THE GROUND

LOCK PROVISION BRACKETS PRIOR TO WORKING IN THE
MAIN WHEEL WELL. FAILURE TO OBSERVE THIS WARNING
COULD RESULT IN FATAL OR SERIOUS INJURY.

Revision 0.5
29-76 FOR TRAINING PURPOSES ONLY
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

WARNING

BE CAREFUL WHEN THE DOOR LOCK-PIN IS REMOVED. THE

LANDING GEAR DOORS WILL CLOSE IF THE HYDRAULIC
SYSTEM IS PRESSURIZED. THIS CAN CAUSE INJURIES OR
DEATH TO PERSONS OR DAMAGE TO THE EQUIPMENT.

29-10-36 RETURN MANIFOLD

28  HYDRAULIC POWER

WARNING

MAIN GEAR DOOR LOCK PINS MUST BE INSTALLED PRIOR

TO WORKING IN MAIN GEAR WHEEL WELLS. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN FATAL OR
SERIOUS INJURY.

CAUTION
ENSURE THAT FLUID AND REPLENISHING CONTAINER ARE
ABSOLUTELY CLEAN.

WARNING

MAIN GEAR REAR AND CENTER DOORS WILL CLOSE

AT ENGINE START, ON APPLICATION OF EXTERNAL
HYDRAULIC POWER OR SELECTION OF STANDBY PUMP
FOR GROUND OPERATION, WITH MAIN GEAR DOORS LOCK
PIN REMOVED (REFER TO CHAPTER 32).

29-10-43 RUDDER ISOLATION VALVE - MOD 8/2781

WARNING

BEFORE OPERATING MAIN GEAR ALTERNATE RELEASE

HANDLE, ENSURE THAT AREA AROUND REAR AND CENTER
DOORS IS CLEAR OF PERSONNEL AND GROUND EQUIPMENT.

WARNING

BEFORE CARRYING OUT MAINTENANCE ON THE MAIN

LANDING GEAR, OR SURROUNDING AREA, MAKE SURE THAT
THE MAIN GEAR GROUND LOCKS ARE INSTALLED AND THAT
ALL HYDRAULIC AND ELECTRICAL POWER IS OFF.

Revision 0.5
FOR TRAINING PURPOSES ONLY 29-77
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

WARNING

MAKE SURE THAT LOCKPINS ARE INSTALLED ON THE MAIN

LANDING GEAR AND THE NOSE GEAR LOCK IS ENGAGED.
THE LANDING GEARS CAN ACCIDENTLY RETRACT. THIS
CAN CAUSE INJURY TO PERSONS AND/OR DAMAGE TO
EQUIPMENT.
29  HYDRAULIC POWER

29-10-26 CASE DRAIN ASSEMBLY

WARNING

MAKE SURE THAT LOCK PINS ARE INSTALLED ON THE MAIN

LANDING GEAR AND THE NOSE GEAR LOCK IS ENGAGED.
THE LANDING GEARS CAN ACCIDENTLY RETRACT. THIS CAN
CAUSE INJURY TO PERSONS AND/OR DAMAGE TO EQUIPMENT.

29-11-17 STANDBY POWER UNIT

WARNING

HYDRAULIC SERVICES MAY OPERATE. CLEAR PERSONNEL

FROM: RUDDER, FLAPS, SPOILERS AND LANDING GEAR
BEFORE OPERATIONAL TEST. WITH HYDRAULIC POWER
FROM STANDBY HYDRAULIC POWER UNIT APPLIED. DO
NOT OPERATE PSEU BITE SYSTEM TEST SWITCH (REFER TO
PSM 1-8-2, CHAPTER 32-61-50).

29-21-16 EMERGENCY SELECTOR VALVE

WARNING

OBEY ALL THE HYDRAULIC SAFETY PRECAUTIONS WHEN

YOU DO WORK ON THE HYDRAULIC SYSTEM OR HYDRAULIC
COMPONENTS. IF YOU DO NOT DO THIS, INJURY TO
PERSONNEL OR DAMAGE TO EQUIPMENT CAN OCCUR.

WARNING

MAKE SURE THAT ALL HYDRAULIC AND ELECTRICAL POWER

IS OFF BEFORE YOU DO MAINTENANCE ON THE LANDING GEAR.
THE LANDING GEARS CAN ACCIDENTLY RETRACT. THIS CAN
CAUSE INJURY TO PERSONS AND/OR DAMAGE TO EQUIPMENT.

Revision 0.5
29-78 FOR TRAINING PURPOSES ONLY
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

WARNING

BEFORE OPERATING NOSE LANDING GEAR ALTERNATE

RELEASE HANDLE IN FLIGHT COMPARTMENT FLOOR,
ENSURE THAT AREA AROUND NOSE GEAR DOOR IS CLEAR
OF PERSONNEL AND GROUND EQUIPMENT.

29-23-00 POWER TRANSFER UNIT SYSTEM

28  HYDRAULIC POWER

WARNING

MAIN GEAR DOORS LOCK PIN MUST BE INSTALLED BEFORE

WORKING IN MAIN GEAR WHEEL WELL. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN FATAL OR
SERIOUS INJURY.

WARNING

MAKE SURE THAT ALL PERSONS IN THE AREA OF THE

AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM
IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE
INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT.

WARNING

DO NOT USE MORE FLOW OR PRESSURE THAN THE RATE

GIVEN. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES
TO PERSONS OR DAMAGE TO EQUIPMENT.

WARNING

MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR

OF THE MOVEMENT OF FLIGHT CONTROL SURFACES.
MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN CAUSE
INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT.

Revision 0.5
FOR TRAINING PURPOSES ONLY 29-79
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

WARNING

MAIN GEAR DOORS WILL CLOSE ON ENGINE START OR ON

APPLICATION OF EXTERNAL HYDRAULIC POWER.

WARNING

MAKE SURE THAT ALL PERSONS AND EQUIPMENT ARE

29  HYDRAULIC POWER

CLEAR OF THE LANDING GEAR AND DOOR MOVEMENT

AREA. IF YOU DO NOT DO THIS, INJURY TO PERSONS AND/
OR DAMAGE TO EQUIPMENT CAN OCCUR.

CAUTION
OPERATION OF THE POWER TRANSFER UNIT FOR LONGER
THAN FIVE MINUTES COULD CAUSE THE FLUID IN NO.2
HYDRAULIC SYSTEM TO REACH UNACCEPTABLY HIGH
TEMPERATURES.

WARNING

HYDRAULIC SERVICES MAY OPERATE. CLEAR PERSONNEL

FROM RUDDER, FLAPS, SPOILERS AND LANDING GEAR BEFORE
APPLICATION OF HYDRAULIC POWER. WITH HYDRAULIC
POWER APPLIED, DO NOT OPERATE PSEU BITE SYSTEM TEST
SWITCH (REFER TO PSM 1-8-2, CHAPTER 32-61-50).

WARNING

LANDING GEAR DOORS CLOSE ON APPLICATION OF

HYDRAULIC POWER TO NO.2 SYSTEM. BEFORE CARRYING
OUT ANY SERVICING IN NACELLES OR NOSE GEAR BAY,
ENSURE THAT DOOR LOCK PINS ARE INSTALLED OR DOOR
LINKAGE IS DISCONNECTED.

CAUTION
WHEN FUNCTIONING OR TESTING HYDRAULICALLY
POWERED SYSTEMS, DO NOT EXCEED THE FLOW
AND PRESSURE RATE GIVEN IN THE APPROPRIATE
MAINTENANCE PRACTICES.

UNDER NO CIRCUMSTANCES EXCEED THE HYDRAULIC

SYSTEM PRESSURE RELIEF VALVE FULLY OPEN SETTING OF
3,600 PSI AT A FLOW RATE OF 10 U.S. GAL/MIN. THE VALVE
STARTS TO OPEN AT 3,250 PSI AND RESEATS AT 3,150 PSI.

Revision 0.5
29-80 FOR TRAINING PURPOSES ONLY
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CAUTION
DO NOT OPERATE THE PTU LONGER THAN FIVE MINUTES,
OR YOU COULD CAUSE THE FLUID IN THE NO.2 HYDRAULIC
SYSTEM TO BECOME TOO HOT.

WARNING

28  HYDRAULIC POWER

CHECK THAT MAIN GEAR GROUND LOCK AND MAIN GEAR
DOORS LOCK PINS ARE INSTALLED BEFORE REPLENISHING
HYDRAULIC SYSTEM.

Revision 0.5
FOR TRAINING PURPOSES ONLY 29-81
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 32
LANDING GEAR
CONTENTS
Page

32-00-00 LANDING GEAR........................................................................................ 32-1

General................................................................................................................ 32-1
32-10-00 MAIN GEAR AND DOORS (MODEL 311/314/315)................................... 32-3
General................................................................................................................ 32-3
Description.......................................................................................................... 32-3
Shock Strut................................................................................................... 32-3
Stabilizer Strut Assembly.............................................................................. 32-5

32  LANDING GEAR

Main Gear Doors........................................................................................... 32-7
Main Gear Doors Operating Mechanisms...................................................... 32-7
Dual Main Wheels......................................................................................... 32-7
Operation............................................................................................................. 32-7
Main Gear Assembly..................................................................................... 32-7
Main Gear Doors........................................................................................... 32-7
Rear Door Operating Mechanism.................................................................. 32-7
Forward Door Operating Mechanism........................................................... 32-11
Main Gear Uplock Actuator........................................................................ 32-11
Main Landing Gear Hydraulic Sub System.................................................. 32-11
32-20-00 NOSE GEAR AND DOORS ..................................................................... 32-13
General.............................................................................................................. 32-13
Description........................................................................................................ 32-13
Nose Gear Shock Strut Assembly................................................................ 32-13

FOR TRAINING PURPOSES ONLY 32-i

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Page
Nose Gear Drag Strut Assembly.................................................................. 32-15
Drag Strut Actuator..................................................................................... 32-15
Nose Gear Retraction Actuator.................................................................... 32-15
Nose Gear Doors......................................................................................... 32-19
Nose Gear Doors Operating Mechanism...................................................... 32-21
32-25-00 NOSE GEAR GROUND LOCK CONTROL.............................................. 32-23
General.............................................................................................................. 32-23
Description........................................................................................................ 32-23
Operation........................................................................................................... 32-23
Locking....................................................................................................... 32-23
32  LANDING GEAR

Unlocking................................................................................................... 32-23
32-25-01 ALTERNATE EXTENSION (MODEL 311/314/315).................................. 32-25
General.............................................................................................................. 32-25
Description........................................................................................................ 32-25
Landing Gear Bypass Valve......................................................................... 32-25
Main Gear................................................................................................... 32-25
Nose Gear................................................................................................... 32-25
Operation........................................................................................................... 32-27
32-40-00 WHEELS AND BRAKES.......................................................................... 32-34
General.............................................................................................................. 32-34
Wheels........................................................................................................ 32-34
Brakes......................................................................................................... 32-34
32-41-11 MAIN WHEEL.......................................................................................... 32-34
General.............................................................................................................. 32-34
Description........................................................................................................ 32-34

32-ii FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Page
32-41-16 NOSEWHEEL........................................................................................... 32-34
General.............................................................................................................. 32-34
Description........................................................................................................ 32-34
32-42-00 BRAKE SYSTEM...................................................................................... 32-37
General.............................................................................................................. 32-37
Description........................................................................................................ 32-37
Operation........................................................................................................... 32-37
32-42-11 MAIN WHEEL BRAKE UNIT.................................................................. 32-45
General.............................................................................................................. 32-45
Description........................................................................................................ 32-45

32  LANDING GEAR

Operation........................................................................................................... 32-45
32-44-00 PARKING BRAKE SYSTEM.................................................................... 32-47
General.............................................................................................................. 32-47
Description........................................................................................................ 32-47
Operation........................................................................................................... 32-49
32-46-00 ANTI-SKID SYSTEM............................................................................... 32-59
General.............................................................................................................. 32-59
Description........................................................................................................ 32-59
Skid Control Unit........................................................................................ 32-59
Wheel Speed Transducers............................................................................ 32-59
Skid Control Valve...................................................................................... 32-59
Power Supply.............................................................................................. 32-59
Operation........................................................................................................... 32-61
32-50-00 NOSEWHEEL STEERING SYSTEM........................................................ 32-65
General.............................................................................................................. 32-65

FOR TRAINING PURPOSES ONLY 32-iii

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Page
Description........................................................................................................ 32-65
Hand and Rudder Pedal Steering Control.................................................... 32-67
Steering Manifold....................................................................................... 32-69
Electronic Control Unit (ECU).................................................................... 32-73
Steering Actuator and Centering Spring Mechanism................................... 32-75
Dual Linear Variable Differential Transformer (LVDT)............................... 32-77
Frangible Fuse (Towing Fuse)..................................................................... 32-77
Operation........................................................................................................... 32-77
32-61-00 POSITION AND WARNING..................................................................... 32-79
General.............................................................................................................. 32-79
32  LANDING GEAR

Description........................................................................................................ 32-79
Landing Gear Position Indication................................................................ 32-79
Switch Sensors and Targets......................................................................... 32-79
Landing Gear Warning Horn....................................................................... 32-83
Visual Indication......................................................................................... 32-85
Operation........................................................................................................... 32-85
Landing Gear Position Indication................................................................ 32-85
Landing Gear Warning Horn....................................................................... 32-87
32-61-50 PROXIMITY SWITCH ELECTRONICS UNIT.......................................... 32-89
Description........................................................................................................ 32-89
The Proximity Switch Electronics Unit (PSEU).......................................... 32-90
The Sensors and Targets.............................................................................. 32-91
32-70-00 TAIL BUMPER........................................................................................32-107
General............................................................................................................32-107
Description......................................................................................................32-107

Revision 0.5
32-iv FOR TRAINING PURPOSES ONLY
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Page
Shock Absorber.........................................................................................32-107
Wear Pad...................................................................................................32-107
Attachment Bracket...................................................................................32-107
Link Assembly..........................................................................................32-107
Charge Valve.............................................................................................32-107
Lower Fairing............................................................................................32-107
Fixed Fairing.............................................................................................32-107
32-70-11 TOUCHED RUNWAY SYSTEM..............................................................32-109
General............................................................................................................32-109
Description......................................................................................................32-109

32  LANDING GEAR

Operation.........................................................................................................32-109
32-00-00 SPECIAL TOOLS & TEST EQUIPMENT...............................................32-110
32-00-00 CAUTION & WARNINGS.......................................................................32-111
12-20-05 Scheduled Servicing - (Model 311/314/315).....................................32-111
12-10-33 Replenishing - Landing Gear (Model 311/314/315)..........................32-111
32-10-07 Main Gear Shock Strut Upper and
Lower Torque Links, (Model 311/314/315)......................................................32-113
32-10-12 Main Gear Shock Strut (Model 311/314/315)...................................32-113
32-30-01 Extension and Retraction (Model 311/314/315)................................32-114
32-35-01 Alternate Extension Adjustment Test................................................32-115
32-41-00 Wheels.............................................................................................32-115
32-50-00 Nosewheel Steering System..............................................................32-116
32-61-50 Proximity Switch Electronics Unit....................................................32-116

Revision 0.5
FOR TRAINING PURPOSES ONLY 32-v
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

32-1 Main Gear Assembly..................................................................................32-2

32-2 Main Gear Extension and Retraction.........................................................32-4
32-3 Main Landing Gear Doors Arrangement....................................................32-6
32-4 Main Landing Gear Rear and Center Doors - Operating Mechanism..........32-8
32-5 Main Gear Front Door Operating Mechanism............................................32-9
32-6 Landing Gear Selector Valve....................................................................32-10
32-7 Nose Gear Assembly (Sheet 1 of 3).........................................................32-12
32-8 Nose Gear Extension and Retraction........................................................32-14
32-7 Nose Gear Assembly (Sheet 2 of 3).........................................................32-16

32  LANDING GEAR

32-7 Nose Gear Assembly (Sheet 3 of 3).........................................................32-17
32-9 Nose Gear Doors.....................................................................................32-18
32-10 Nose Gear Doors Operating Mechanism..................................................32-20
32-11 Nose Gear Ground Lock Control.............................................................32-22
32-12 Alternate Extension - Controls (Sheet 1 of 3)..........................................32-24
32-12 Alternate Extension - Controls (Sheet 2 of 3)..........................................32-26
32-12 Alternate Extension - Controls (Sheet 3 of 3)..........................................32-28
32-13 Alternate Extension - Cable System (Sheet 1 of 3)..................................32-29
32-13 Alternate Extension - Cable System (Sheet 2 of 3)..................................32-30
32-13 Alternate Extension - Cable System (Sheet 3 of 3)..................................32-31
32-14 Alternate Extension - Nose Gear and Door Release.................................32-32
32-15 Brake System (Sheet 1 of 4)....................................................................32-36
32-15 Brake System (Sheet 2 of 4)....................................................................32-38
32-15 Brake System (Sheet 3 of 4)....................................................................32-40

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Figure Title Page

32-15 Brake System (Sheet 4 of 4)....................................................................32-41

32-16 Brake System - Schematic.......................................................................32-42
32-17 Main Wheel Brake Unit...........................................................................32-44
32-18 Parking Brake System (Sheet 1 of 9).......................................................32-46
32-18 Parking Brake System (Sheet 2 of 9).......................................................32-48
32-18 Parking Brake System (Sheet 3 of 9).......................................................32-50
32-18 Parking Brake System (Sheet 4 of 9).......................................................32-51
32-18 Parking Brake System (Sheet 5 of 9).......................................................32-52
32-18 Parking Brake System (Sheet 6 of 9).......................................................32-53
32-18 Parking Brake System (Sheet 7 of 9).......................................................32-54
32  LANDING GEAR

32-18 Parking Brake System (Sheet 8 of 9).......................................................32-55

32-18 Parking Brake System (Sheet 9 of 9).......................................................32-56
32-19 Parking Brake System - Schematic..........................................................32-57
32-20 Anti-Skid Components Installation..........................................................32-58
32-21 Anti-Skid System - Hydraulic Schematic.................................................32-60
32-22 Anti-Skid System - Electrical Schematic.................................................32-62
32-23 Nosewheel Steering.................................................................................32-64
32-24 Hand and Rudder Pedal Steering Control.................................................32-66
32-25 Steering Manifold (Sheet 1 of 2)..............................................................32-68
32-25 Steering Manifold (Sheet 2 of 2)..............................................................32-70
32-26 Electronic Control Unit............................................................................32-72
32-27 Steering Actuator and Centering Spring Mechanism................................32-74
32-28 Dual Linear Variable Differential Transformer.........................................32-76
32-29 Landing Gear Control and Indication -
Electrical Schematic (Sheet 1 of 2)..........................................................32-78

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Figure Title Page

32-29 Landing Gear Control and Indication -

Electrical Schematic (Sheet 2 of 2)..........................................................32-80
32-30 Landing Gear Warning Horn - Electrical Schematic.................................32-82
32-31 Landing Gear Down Lock Alternate
Indicator - Schematic (Sheet 1 of 2)........................................................32-84
32-31 Landing Gear Down Lock Alternate
Indicator - Schematic (Sheet 2 of 2)........................................................32-86
32-32 Proximity Switch Electronics Unit - Component Location.......................32-88
32-33 Proximity Switch Electronics Unit (PSEU)..............................................32-92
32-34 Proximity Sensor and Target....................................................................32-93
32-35 Proximity Switch Electronics Unit -
Location of Sensors (Sheet 1 of 5)...........................................................32-94

32  LANDING GEAR

32-35 Proximity Switch Electronics Unit -
Location of Sensors (Sheet 2 of 5)...........................................................32-95
32-35 Proximity Switch Electronics Unit -
Location of Sensors (Sheet 3 of 5)...........................................................32-96
32-35 Proximity Switch Electronics Unit -
Location of Sensors (Sheet 4 of 5)...........................................................32-97
32-35 Proximity Switch Electronics Unit -
Location of Sensors (Sheet 5 of 5)...........................................................32-98
32-36 Tail Bumper Assembly.......................................................................... 32-106
32-37 Touched Runway System (Sheet 1 of 2)................................................ 32-108
32-37 Touched Runway System (Sheet 2 of 2)................................................ 32-109

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TABLES
Table Title Page

32-1 List of Abbreviations............................................................................ 32-100

32-2 PSEU Codes Sensor/Target Position (Sheet 1 of 3)............................... 32-101
32-2 PSEU Codes Sensor/Target Position (Sheet 2 of 3)............................... 32-102
32-2 PSEU Codes Sensor/Target Position (Sheet 3 of 3)............................... 32-103
32-3 Equation Symbols................................................................................. 32-103
32-4 PSEU Equations Explanation and Results (Sheet 1 of 2)...................... 32-104
32-4 PSEU Equations Explanation and Results (Sheet 2 of 2)...................... 32-105

32  LANDING GEAR

FOR TRAINING PURPOSES ONLY 32-xi

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CHAPTER 32
LANDING GEAR

32  LANDING GEAR

32-00-00 LANDING GEAR
GENERAL
The retractable landing gear consists of two main gear assemblies, one mounted in each
nacelle, and a nose gear assembly mounted in a well in the front fuselage. Both main and
nose gear assemblies incorporate shock struts and dual wheels, and are fully enclosed by
doors when retracted. On both main gears assemblies, rear and center doors close, and
nose gear assembly front doors close after extension of the gear to reduce drag and protect
against debris. Disc brakes at each main wheel are operated hydraulically through anti skid
units and the nose wheel is steered hydraulically.
The main gear assemblies retract rearward and the nose gear assembly retracts forward;
normal extension and retraction is hydraulically actuated by the No.2 main hydraulic system
(refer to Chapter 29).
Alternate extension of the main gear is by mechanical release of the uplocks so allowing
partial extension by gravity. Springs on the stabilizer strut drive the overcenter links to the
locked position and the handpump provides pressure to the alternate down actuator.

FOR TRAINING PURPOSES ONLY 32-1

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FRAME
ASSEMBLY

UPLOCK ACTUATOR
MOD 8/1764 OR
MOD
DRAG 8/1828
STRUT
32  LANDING GEAR

JUNCTION
BOX

GROUNDING
POINT

FORWARD DOOR
ANCHOR PILLOW
BLOCK
FAIRINGS

DUAL MAIN
WHEELS

HYDRAULIC BRAKE LINES

AND ELECTRICAL CABLES
PRE MOD 8/1843 WHEEL REMOVED FOR CLARITY

PROTECTIVE
SLEEVE
(MOD 8/1814)

Figure 32-1.  Main Gear Assembly

32-2 FOR TRAINING PURPOSES ONLY

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Proximity weight on wheel sensors (WOW), Included in each assembly is a stabilizer strut
doors proximity sensors and uplock and assembly, a main gear retraction actuator, an
downlock proximity sensors on the landing auxiliary actuator, a stabilizer strut actuator,
gear, are connected to a proximity switch an uplock actuator and dual main wheels. The
electronics unit (PSEU). The PSEU controls stabilizer strut assembly incorporates two lock
selected circuits that function only during flight links and tension springs. For further details
or only when the aircraft is on the ground refer to EXTENSION AND RETRACTION
(refer to PROXIMITY SWITCH SYSTEM - - DESCRIPTION AND OPERATION and
DESCRIPTION AND OPERATION). ALTERNATE EXTENSION - DESCRIPTION
AND OPERATION.
NOTE The dual main wheels each have their own
When proximity sensors, brake assembly, anti-skid system wheel speed
sensor brackets and/or targets transducer and hydraulic brake lines. For further
are adjusted or removed, check details refer to WHEELS AND BRAKES
the sensor rigging as per the - DESCRIPTION AND OPERATION and
appropriate section of the ANTI-SKID SYSTEM - DESCRIPTION AND
Maintenance Manual. OPERATION.

Indication of landing gear position is by lights

on the landing gear selector panel and selector
DESCRIPTION

32  LANDING GEAR

lever in the flight compartment. An infrared light
system is provided as a back-up visual indication
Shock Strut
of the landing gear down-lock state. A landing Each shock strut consists of an outer cylinder
gear warning horn sounds when the aircraft is in and a piston. The upper end of the outer cylinder
a landing configuration without the landing gear is attached to the yoke assembly and the lower
down. For further details refer to POSITION AND end to the drag strut by pins about which these
WARNING - DESCRIPTION AND OPERATION. members pivot during extension and retraction.
These pins engage with lubricated, grooved
The tail bumper is an oleo-pneumatic shock bushings.
absorber with a replaceable friction pad that
is designed to minimize damage to the rear Housed in the lower end of the outer cylinder
fuselage by absorbing a portion of the impact are static and dynamic seals, the lower
energy should a tail-down situation occur telescopic bearing and a scraper ring. A
during take-off and landing. Pre Mod 8/1795. nitrogen and fluid charging valve and a bleed
valve is located on the rear face of the lower
32-10-00 MAIN GEAR half of the shock strut.

AND DOORS (MODEL Upper and lower torque links connect the outer
311/314/315) cylinder and piston, preventing rotation of
the piston. The weight-on-wheels (WOW)
sensors are mounted on a bracket bolted to the
GENERAL outer cylinder and are actuated by targets on
the upper torque link when the weight is off
Refer to Figure 32-1. Main Gear Assembly. the gear and the shock strut extended. At the
bottom end of the piston is an integral one-
Each main gear assembly consists of a single piece dual axle jacking point.
stage, nitrogen/oil shock strut supported at the
top by a yoke assembly and at the bottom by a
drag strut, attached to a frame assembly.

FOR TRAINING PURPOSES ONLY 32-3

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-2.  Main Gear Extension and Retraction

32-4 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Stabilizer Strut Assembly NOTES

The stabilizer strut assembly incorporates
an overcenter link assembly that provides a
mechanical lock when the gear is in the extended
position. The overcenter links are retained in
the locked condition by two spring assemblies
assisted by hydraulic pressure on the stabilizer
strut actuator. Hydraulic pressure retracts the
actuator to unlock the overcenter links at the
beginning of the retraction sequence. The
actuator is mounted on the upper surface of the
stabilizer strut. Also incorporated in the strut is
provision for the safety ground lock pin.

32  LANDING GEAR

FOR TRAINING PURPOSES ONLY 32-5

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32  LANDING GEAR

Figure 32-3.  Main Landing Gear Doors Arrangement

32-6 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Main Gear Doors OPERATION

Refer to Figure 32-3. Main Landing Gear Doors
The following are component operating
Arrangement.
descriptions. For system operation see
Extension And Retraction section of this
On each main gear the front door is mechanically
manual.
linked to the shock strut, while the rear and center
doors are operated by a separate mechanism,
located on the nacelle rear bulkhead. All doors Main Gear Assembly
are hinged on the nacelle sides.
Extension and retraction of the main landing
gear is actuated from the No.2 hydraulic system.
The doors are double skinned and formed to the
For further details refer to EXTENSION
contour of the nacelle. The rear doors meet on
AND RETRACTION - DESCRIPTION AND
the nacelle centerline when closed and enclose
OPERATION.
the main wheels. The front and center doors
enclose the remainder of the landing gear.
Main Gear Doors
Main Gear Doors Operating Refer to Figure 32-3. Main Landing Gear Doors
Arrangement.
Mechanisms
Refer to: The main gear door operating mechanisms

32  LANDING GEAR

come into operation prior to, and after
•• Figure 32-4. Main Landing Gear retraction and extension of the main landing
Rear and Center Doors - Operating gear. By geometric design, the mechanisms
Mechanism. convert the angular motion of the bellcranks
into the angular movement required to open
•• Figure 32-5. Main Gear Front Door
and close the doors.
Operating Mechanism.

The operating mechanisms provide synchronized NOTE

opening and closing of the doors, and consist of
As the sequence of operations
a hydraulic actuator, solenoid and mechanical
for left and right main landing
sequence valves, springs, bellcrank levers, push-
gear doors is identical, one side
pull rods, overcenter lock and an emergency lock
only is described.
release assembly. Brackets are installed on the
rear and center door operating mechanism for
the insertion of safety door lock pins, required Rear Door Operating Mechanism
during servicing of the main gear and associated
Refer to Figure 32-4. Main Landing Gear Rear
areas in the nacelles.
and Center Doors - Operating Mechanism.

Dual Main Wheels Rear and Center Door Actuator

The dual main wheels each have their own
A pivoting hydraulic actuator (single acting)
brake assembly and hydraulic brake line. Anti-
operates the rear and center doors. The
skid wiring is retained with the hydraulic brake
actuator moves sideways when operating
lines. For further details refer to WHEELS
to follow the bellcrank mechanism during
AND BRAKES - GENERAL.
its movement. Its rod end attaches to the
bellcrank close to the fixed pivot point,
consequently movement is minimal.

FOR TRAINING PURPOSES ONLY 32-7

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

SOLENOID
SEQUENCE
MECHANICAL VALVE
REAR AND
SEQUENCE
CENTER DOORS
VALVE
ACTUATOR

OVERCENTER
PROXIMITY STRUT
SENSOR
S06 (S17)

EXTENSION
32  LANDING GEAR

SPRING
EMERGENCY
RELEASE CABLE
CONNECTING
ROD
LOCK
SPRING
BELLCRANK

TRIP LEVER

BELLCRANK
HINGE PIN

DOOR LOCK
PIN HOLE

CONNECTING
RODS
dam03_3210010_003.dg, sb, oct15/2012

REAR DOOR
HINGE ARM

CENTER DOOR
HINGE ARM

Figure 32-4.  Main Landing Gear Rear and Center Doors - Operating Mechanism

32-8 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Bellcrank Mechanism Proximity Sensor

This comprises of several arms, springs, rods By use of a ferrous material target attached to
and levers. There are two fixed pivot points. the overcenter strut, the sensor is able to detect
The bellcrank rotates on one of these and the an locked condition.
overcenter strut on the other.

The overcenter lock strut is shown in the UP

Mechanical Sequence Valve
locked position and folds to unlock. This is mechanically linked to the bellcrank
and changes hydraulic valving, to allow gear
to extend rapidly when LG doors have opened.
Connecting Rods (amp) Springs
Rods and springs on the bellcrank also connect
to the door hinge arms which operate the doors.
Solenoid Sequence Valve
A separate connecting rod attaches the rear left Electrically operated hydraulic valve, that
hand door, to the center door hinge arm, which reverses hydraulic action on the LG doors, to
operates the center door when the rear door permit them to close again when gear is down.
moves. The extension spring is tensioned by
the hydraulic actuator when doors are closed.
When the uplock releases, the spring opens the
doors. The small lock spring shown, tensions
the emergency release cable after use.

32  LANDING GEAR

Figure 32-5.  Main Gear Front Door Operating Mechanism

FOR TRAINING PURPOSES ONLY 32-9

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

LEGEND
1. Hydraulic line.
2. Selector valve.
3. Bracket.
4. Hydraulic line.
5. Hydraulic line.
6. Hydraulic line.
7. Washer.
8. Bolt.
9. Electrical connector.

1 2
32  LANDING GEAR

4
9

7
dam03_3230412_001.dg, kmw, dec02/2010

Figure 32-6.  Landing Gear Selector Valve

32-10 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Forward Door Operating Main Gear Uplock Actuator

Mechanism A single acting hydraulic actuator latches onto a
roller attached to the lower end of the shock strut.
The forward door is mechanically linked to
The latch is hydraulically released when the DOWN
the landing gear strut and is opened or closed
line is pressurized. A proximity sensor located on
directly by the drag strut movement.
the actuator senses an uplocked condition.

Frame Main Landing Gear Hydraulic Sub

A large frame with pivot axles on each side
is attached to the nacelle structure via two
System
bearing bushings. This is situated just forward Most of the components in the system have
of the main gear drag strut and pivots with the been mentioned in the fore text, the remaining
strut when folding. The lower end of this frame components are described following.
attaches to the linkage which operates the door.
Landing Gear Selector Valve
Operating Link Assembly Refer to Figure 32-6. Landing Gear Selector Valve.
Two operating links are part of the operating
mechanism. Firstly a curved flat link is attached The two hydraulic lines UP and DOWN are
at one end to the pivoting frame by a bolt and at selected by the landing gear selector valve

32  LANDING GEAR

the other end a connection is made to the main when cockpit selection is made, Integral
gear drag strut through a clevis pin. The second Solenoids A and B are energized to provide
operating link contains a swivel connecting rod, control pressure to whichever side of the main
which attaches to the forward door toggle. The spool is required. This operates the valve.
other end of the swivel connecting rod is attached
to the pivot ing frame lower end. This swivelling
link converts the fore and aft motion of the
Pressure Bypass Valve
landing gear to sideways movement tor the door. A manually operated valve controlled by cable
to the alternate extension system cover located
in the flight compartment above the co-pilot.
Door Toggle The valve isolates normal hydraulic operation
An opening in the side of the forward door when the cover is opened.
contains a door toggle bar, mounted vertically
within the door thickness. This is the door
closure mechanism attachment point.
Hand Pump and MLG Alternate
Landing Gear Valve
The handpump located in cockpit floor below
Access Panel an access cover, pressurizes the LG Auxiliary
An access panel attached by six flat head Actuator, to lock the LG down, see Figure 1.
screws, covers the door toggle aperture. The valve which is mechanically operated by
the access cover, opens a special hydraulic line
This panel gives access to the connecting rod clevis which enables this pump to be used.
bolt when replacement or adjustment is required.
Manifold
Bonding Jumper Ports in the manifold permit hydraulic transfer
This connects the hinge arm metal to the airframe by either direct or restricted routes.
metal parts, tor electrical ground continuity.
The restricted route limits the rate of operation
initially and smooths the operation.

FOR TRAINING PURPOSES ONLY 32-11

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

DETAIL B
NOSE GEAR
DRAG STRUT GROUND LOCK
ACTUATOR
FIXED PIVOT
POINTS

PIVOT TUBE ARM

ALTERNATE EXTENSION
UPLOCK RELEASE
MECHANISM

NOSE GEAR RETRACTION

ACTUATOR

UPPER DRAG UPPER TOGGLE

STRUT LOCK LINK

DETAIL C

LOWER DRAG DETAIL A

STRUT
32  LANDING GEAR

MOUNTING LUGS

TRUNION ARMS

OUTER CYLINDER STEERING ANGLE

LIMIT SWITCH
TAXI LIGHT
(MOD 8/1519)
ELECTRICAL
HARNESS
JACKING CASTOR LOCK
CABLE SUPPORT
PROXIMITY
HARNESS
SWITCH
SHIELD PISTON
PROXIMITY SWITCH SENSORS ASSEMBLY
(WEIGHT ON WHEELS)
WEIGHT SWITCH
TARGETS
INNER CYLINDER
JACKING
POINT
LINK
SUSPENSION LEVER
FRONT DUAL
WHEELS

Figure 32-7.  Nose Gear Assembly (Sheet 1 of 3)

32-12 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-20-00 NOSE GEAR from releasing accidentally when

working inside the nose wheel
AND DOORS well (See Figure 32-7).

The nosegear downlock lever cannot be

GENERAL released when these tywraps are attached.
Refer to:
DESCRIPTION
•• Figure 32-7. Nose Gear Assembly
(Sheet 1 of 3). Nose Gear Shock Strut Assembly
•• Figure 32-7.  Nose Gear Assembly The single stage shock strut assembly uses
(Sheet 2 of 3). lever suspension geometry and consists of
an outer cylinder, an inner cylinder, a piston
•• Figure 32-7.  Nose Gear Assembly
assembly, a link and a suspension lever.
(Sheet 3 of 3).
At the upper, forward portion of the outer
The nose gear is housed in a centrally located
cylinder are two mounting lugs for attachment
well, immediately forward of the front pressure
of the drag strut lower link. Two trunnion arms
bulkhead. When retracted into the well, the
extend rearwards and incorporate the pivot
nose gear is enclosed by a set of doors.
points about which the nose gear extends and

32  LANDING GEAR

retracts. On aircraft incorporating Mod 8/1519,
The nose gear assembly consists of a shock
a taxi light is installed on the lower right hand
strut assembly, drag strut assembly, nose gear
side of outer cylinder.
retraction actuator, drag strut actuator, steering
actuator, steering manifold, dual linear variable
Mounted between the trunnion arms is
differential transducer (LVDT), drag strut and
the steering actuator, a centering spring
downlock proximity switches, and dual wheels.
mechanism, the LVDT and steering feedback.
Attached to the shock strut are proximity
Attached to the right hand trunnion is the nose
type switch sensors and related targets, and a
gear actuator. (View on A).
mechanical steering angle limit switch. With Mod
8/1519 incorporated, a taxi light is installed on
Attached to the rear of the inner cylinder is
the lower right hand side of outer cylinder.
a cable support assembly which provides
attachment points for the electrical harness, a
Door closure after extension and retraction is
steering angle limit switch, and a castor lock
achieved by a nosewheel door actuator and sequence
for engagement during nosewheel jacking
valves. A down latch safety lever provides positive
(refer to Chapter 7).
locking of the nose gear on the ground.
The piston assembly located between the inner
For further details refer to EXTENSION
cylinder forked ends, is attached to a link which
AND RETRACTION - DESCRIPTION AND
in turn is attached to the suspension lever. The
OPERATION and NOSEWHEEL STEERING
link transmits nose landing gear loads from the
SYSTEM - DESCRIPTION AND OPERATION.
suspension lever to the piston assembly.

NOTE Located on the top surface of the inner cylinder

is a low pressure charging valve.
For added security during
maintenance several tywraps can
be attached between nosegear
downlock arm and drag strut
actuator. This prevents arm

FOR TRAINING PURPOSES ONLY 32-13

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

DRAGSTRUT ACTUATOR EMERGENCY DOWN

(UPLOCK AND DOWNLOCK) RELEASE
FINAL MOVEMENT SPRINGS
NOSEGEAR
WELL

DRAGSTRUT
INITIAL MOVEMENT
NOSEGEAR
ACTUATOR
FIXED PIVOT PIVOT EXTENDED
POINTS TUBE
ARM

UPPER
PIVOT SHOCK
STRUT LOWER
OVERCENTER PIVOT
LOCK LINKS
TOW LOCK
CONTROL
32  LANDING GEAR

DRAG STRUT
ACTUATOR
EMERGENCY DOWN
RELEASE
DRAG STRUT
ACTUATOR TOW LOCK
(UPLOCK AND CONTROL
DOWNLOCK)
DOWNLOCK
PROX.
SENSOR (S09) PIVOT TUBE LINE

UPPER PIVOT SPRINGS

TENSION NOSE GEAR
SPRINGS ACTUATOR
DRAG STRUT RETARACTED
LOCK LINKS LOWER
DRAGSTRUT
PROXIMITY PIVOT
SENSOR (S10) SHOCK
STRUT
OVERCENTER
LOCK LINKS

FWD
DETAIL OF
LOCK LINKS

Figure 32-8.  Nose Gear Extension and Retraction

32-14 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Nose Gear Drag Strut Assembly NOTES

The nose gear drag strut assembly consists of
a drag strut upper and lower link that sustains
the nose gear shock strut in both the retracted
and extended condition.

Incorporated on the drag strut assembly is

an upper toggle lock link which provides a
mechanical lock when the gear is in either the
up or down position.

Mounted on the drag strut assembly are two

springs and a pivot tube. The pivot tube
incorporates six integral arms, two for the
springs, one for the lock operating link,
one for the drag strut actuator, one for the
emergency uplock release mechanism and one
for provision of ground locking.

Drag Strut Actuator

32  LANDING GEAR

The double acting, hydraulically-operated
actuator effects the locking and unlocking
of the nose gear during the extension and
retraction cycles. The actuator is attached to
the aircraft structure and to the pivot tube by
self-lubricating spherical bearings.

Nose Gear Retraction Actuator

The double acting, hydraulically-operated
actuator retracts and extends the nose gear
under normal operating conditions. The
actuator is attached to the aircraft structure
and to the outer cylinder by self-lubricating,
spherical bearings.

FOR TRAINING PURPOSES ONLY 32-15

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

SPRING ASSEMBLY

DETAIL
D
UPPER DRAG STRUT
UPPER LOCK LINK
CENTERING SPRING
MECHANISM AND
STEERING SENSORS
STEERING
MANIFOLD

STEERING ACTUATOR
LINK
STEERING
ACTUATOR

REAR DOOR SWIVEL

BRACKETS
32  LANDING GEAR

TAXI LIGHT
(MOD 8/1519)
AXLE

VIEW ON A

PIVOT TUBE
TAXI LIGHT
(MOD 8/1519)

L.P. CHARGING VALVE

LINERA
TRANSDUCER

VIEW ON B

Figure 32-7.  Nose Gear Assembly (Sheet 2 of 3)

32-16 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

TARGET

UPPER
LOCK LINK
DRAG STRUT
SWITCH
SENSOR S10

LOWER
LOCK LINK

32  LANDING GEAR

DOWNLOCK
SWITCH SENSOR S9

TARGET

dam10_322000_001_03.doc, pb, 15/08−95

DOWNLOCK
SWITCH SENSOR
TARGET

MOD 8/1060

Figure 32-7.  Nose Gear Assembly (Sheet 3 of 3)

FOR TRAINING PURPOSES ONLY 32-17

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

dam10_322000_002.doc, pb, 11/08/95

Figure 32-9.  Nose Gear Doors

32-18 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Nose Gear Doors NOTES

Refer to Figure 32-9. Nose Gear Doors.

The front hinged left and right nose gear doors

are actuated hydraulically. Each door is double
skinned with the inner skin dished to provide
clearances for the nosewheel in the retracted
position. Each door pivots on two hinges
secured to the nosewheel well structure. Bolted
to the front end of each door is an attachment
bracket for the door operating mechanism. The
rear, hinged left and right doors are actuated
by rods attached to swivel brackets on the
nosewheel outer cylinder.

32  LANDING GEAR

FOR TRAINING PURPOSES ONLY 32-19

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

DOOR LOCK PIN POSITION *

Figure 32-10.  Nose Gear Doors Operating Mechanism

32-20 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Nose Gear Doors Operating NOTES

Mechanism
Refer to Figure 32-10. Nose Gear Doors
Operating Mechanism.

The nose gear doors operating mechanism

provides synchronized closing and opening of
the two front hinged doors. The mechanism
consists of a hydraulic actuator, a link
assembly, a bellcrank, pushrods and extension
spring. The actuator is attached at one end to
the left hand side of the wheel well structure.
The other end of the actuator is bolted to a link
assembly and bellcrank lever. The lower end of
the bellcrank lever is attached to the left hand
door by means of a pushrod. The upper end
of the bellcrank lever is attached to the right
hand door by means of a second pushrod and a
spring, and the center of the bellcrank is bolted
to the link assembly which is attached to the

32  LANDING GEAR

mechanical sequence valve. A hole is machined
in the link assembly for the installation of a
nose gear door lock pin.

An alternate nose door release mechanism,

consisting of an operating arm, return spring
and roller assembly is located on the nosewheel
well front bulkhead. The release mechanism is
cable operated from the flight compartment.

FOR TRAINING PURPOSES ONLY 32-21

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-11.  Nose Gear Ground Lock Control

32-22 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-25-00 NOSE GEAR OPERATION

GROUND LOCK Refer to Figure 32-11. Nose Gear Ground Lock
CONTROL Control.

GENERAL Locking
To engage the nose gear ground lock, a
Because of the low ground clearance at the thumb is inserted through the door aperture
nose gear position, no safely accessible part of and pressed against the latch, releasing the
the nose gear can incorporate a conventional tube and partially opening the door under the
ground lock. A ground lock control has action of the compression spring. The door and
therefore been provided that can be operated tube is then pulled further out (approximately
from outside the nose wheel well. one inch), and turned 90° clockwise in the
slot of the tube support, locking the door and
tube in the engaged position, with the arrow
DESCRIPTION pattern on the door pointing downwards. The
action of fully opening the door operates the
Refer to Figure 32-11. Nose Gear Ground Lock
cable and pivots the downlock safety lever and
Control.
counterweight, engaging the lever with the drag
strut overcenter lock mechanism against the
The nose gear ground lock control consists of a

32  LANDING GEAR

action of the tension spring.
door, a compression spring, a latch, a tube assembly,
a tube support, a link, a cable, a turnbuckle, two
pulleys, a tension spring, a downlatch safety lever Unlocking
and a counterweight assembly.
To disengage the nose gear ground lock, the
door is turned 90° counter-clockwise and pushed
One end of the cable is connected by a link
in flush with the fuselage, against the action of
to the latch and tube assembly which runs
the compression spring; the latch automatically
inside the tube support, and is attached to the
locks the door and tube in the closed position.
door. The tube support is bolted to the fuselage
The tension spring and counterweight act to
structure, and installed between the support and
pivot the lever out of engagement with the nose
door is a compression spring. The other end of
gear down lock mechanism.
the cable is connected through a turnbuckle and
two pulleys to the downlatch safety lever and
counterweight assembly, adjacent to the nose
gear downlock mechanism.

The door is located on the left hand corner

of the nose wheel well, is painted black with
yellow arrow stripes, and labeled PRESS
BUTTON TO RELEASE PULL AND TURN
TO GROUND LOCK NOSE GEAR.

FOR TRAINING PURPOSES ONLY 32-23

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

MAIN L/G RELEASE

PULL FULLY DOWN

CABLES TO
BYPASS
VALVE
MAIN GEAR
ALTERNATE
32  LANDING GEAR

RELEASE
HANDLE

LANDING GEAR
ALTERNATE RELEASE

OPEN DOOR FULLY

CAUTION
ENSURE ALL WHEEL WELLS
ARE CLEAR OF OBSTRUCTIONS
BEFORE CLOSING ACCESS PANEL
TO CLOSE DUMP VALVE

UP: INHIBIT
dam03_3235000_001.cgm, dm/ml, 28/07/03

DOWN: NORMAL

Figure 32-12.  Alternate Extension - Controls (Sheet 1 of 3)

32-24 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-25-01 ALTERNATE Landing Gear Bypass Valve

EXTENSION (MODEL The landing gear bypass valve is located on
top of the fuselage in the right wing fairing,
311/314/315) adjacent to the normal landing gear selector
valve. The bypass valve is operated by an access
door in the flight compartment roof, labeled
GENERAL LANDING GEAR ALTERNATE RELEASE,
the door being retained in the open or closed
Alternate extension of the landing gear is achieved
position by an overcenter, compression spring.
by the mechanical release of the main and nose
Cables, secured to an operating pulley integral
gear uplocks and doors, and extending the main
with the access door, are attached to each end of
gear using an auxiliary actuator, supplied with
an operating lever, which in turn is connected to
hydraulic power from an independent, handpump
the bypass valve spool.
operated hydraulic system.

The nose gear extends by free fall, assisted by Main Gear

the airflow.
Alternate extension of the main landing gear is
by operation of an alternate extension release
A landing gear bypass valve isolates No.2
handle, the handpump and the auxiliary actuator.
system hydraulic supply lines to the main and
The handle is accessible when the access door
nose gear retraction actuators and connects the
in the flight compartment roof is opened, and is

32  LANDING GEAR

lines to return. The landing gear bypass valve
connected by cables, pulleys, a slide assembly, cam
is cable operated from the flight compartment.
mechanism and turnbuckles to the left and right
main gear uplocks and door release mechanisms.
A L/G DOWN SELECT INHIBIT switch is
installed to permit the disabling of the landing
The handpump is located under a hinged door
gear selector valve during pilot training on the
in the flight compartment labeled LANDING
alternate extension system.
GEAR ALTERNATE EXTENSION.

DESCRIPTION Nose Gear

Refer to: Alternate extension of the nose landing gear is
by operation of an alternate extension release
•• Figure 32-12. Alternate Extension - handle, accessible when the hinged access door
Controls (Sheet 1 of 3). in the flight compartment floor is opened. The
handle is connected by cables, pulleys and
•• Figure 32-12.  Alternate Extension -
turnbuckles to the nose gear uplock tripping
Controls (Sheet 2 of 3).
arm, and door release operating arm.
•• Figure 32-12.  Alternate Extension -
Controls (Sheet 3 of 3).
•• Figure 32-13. Alternate Extension -
Cable System (Sheet 1 of 3).
•• Figure 32-13.  Alternate Extension -
Cable System (Sheet 2 of 3).
•• Figure 32-13.  Alternate Extension -
Cable System (Sheet 3 of 3).
•• Figure 32-14. Alternate Extension -
Nose Gear and Door Release.

FOR TRAINING PURPOSES ONLY 32-25

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

N.L.G. ALTERNATE
RELEASE HANDLE

FW
D

DOOR LATCH
CABLE
32  LANDING GEAR

ACCESS DOOR

PULLEY

OVERCENTER
SPRING

LINKAGE
ASSEMBLY

M.L.G. ALTERNATE
EXTENSION SELECTOR
VALVE

HAND PUMP

dam03_3235000_002.cgm, dm/ml, 28/07/03

Figure 32-12.  Alternate Extension - Controls (Sheet 2 of 3)

32-26 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

OPERATION Adjacent to the handpump is a nose gear

alternate extension release handle. On initial
Refer to: selection of the handle cables and pulleys
operate to pivot the operating arm and roller
•• Figure 32-12. Alternate Extension - assembly against the link assembly, breaking
Controls (Sheet 1 of 3). the overcenter lock. A door tension spring opens
the doors and ensures that the doors remain
•• Figure 32-12.  Alternate Extension -
open (refer to NOSE GEAR AND DOORS -
Controls (Sheet 2 of 3).
DESCRIPTION AND OPERATION).
•• Figure 32-12.  Alternate Extension -
Controls (Sheet 3 of 3). Further selection of the nose gear alternate
extension release handle operates the tripping arm
•• Figure 32-13. Alternate Extension -
against the nose gear pivot tube, unlocking the
Cable System (Sheet 1 of 3).
nose gear. Complete extension of the nose gear
•• Figure 32-13.  Alternate Extension - is by free fall and the assistance of the airflow.
Cable System (Sheet 2 of 3).
The L/G DOWN SELECT INHIBIT switch is
•• Figure 32-13.  Alternate Extension -
installed in the flight compartment roof adjacent
Cable System (Sheet 3 of 3).
to the LANDING GEAR ALTERNATE
•• Figure 32-14. Alternate Extension - Nose RELEASE door above the co-pilot’s left
Gear and Door Release. shoulder. The switch is primarily a convenience

32  LANDING GEAR

in training to enable the regular landing gear
Opening of the hinged access door in the flight down selection to be disabled, and provide the
compartment roof rotates the integral pulleys, flight crew with realistic practice in using the
moving the cables and operating the landing alternate extension system.
gear bypass valve. No.2 hydraulic system
pressure is then isolated from the main and Operation of the switch to the INHIBIT position
nose gear retraction actuators and both the up disconnects power from the landing gear
and down lines of the actuators are connected selector valve. The selector valve centralizes
to return. and isolates all hydraulic pressure from the
landing gear system.
Initial selection of the main gear alternate
extension release handle operates the pulleys
and cables to unlock the main gear doors. Door
tension springs open the doors and ensure that
they remain open. Further selection of the main
gear alternate extension release handle operates
to unlock the main landing gear, allowing it to
free fall, and partially extend.

To extend and lock down the main gear fully,

the hinged door in the flight compartment floor
is opened and a linkage assembly attached to the
door operates a selector valve. The hinged door
is held either open or closed by an overcenter
spring. The handpump and auxiliary actuator are
then used to complete extension of the main gear.

FOR TRAINING PURPOSES ONLY 32-27

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

LANDING GEAR ALTERNATE EXTENSION

OPEN OVERHEAD PULL RING TO
DOOR FIRST OPEN PANEL

TO EXTEND AND LOCK MAIN LANDING GEAR,

OPERATE HAND PUMP UNTIL HANDLE IS STIFF.
32  LANDING GEAR

NOSE L/G RELEASE VISUAL CHECK FOR GEAR DOWN & LOCKED

PULL FULLY UP TURN ON LIGHT SWITCH

CHECK FOR LIGHTS

dam03_3235000_003.cgm, dm/ml, 28/07/03

Figure 32-12.  Alternate Extension - Controls (Sheet 3 of 3)

32-28 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CABLE TO CABLES TO
SLIDE ASSEMBLY BYPASS VALVE

32  LANDING GEAR

IN CENTER SECTION

ACCESS
DOOR
BYPASS
DOOR PULLEYS
VALVE
COMPRESSION
SPRING OPERATING
ACCESS LEVER
DOOR
MAIN GEAR
ALTERNATE
RELEASE
HANDLE

TURNBUCKLES
dam03_3235000_004.cgm, rr, 29/07/03

PULLEYS

CABLES FROM
ACCESS DOOR PULLEYS

Figure 32-13.  Alternate Extension - Cable System (Sheet 1 of 3)

FOR TRAINING PURPOSES ONLY 32-29

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CABLES TO
LEFT AND RIGHT
NACELLES

SLIDE
ASSEMBLY

CABLE FROM
ALTERNATE
RELEASE
HANDLE
32  LANDING GEAR

CABLE TO REAR
AND CENTER
DOOR RELEASE
CABLE FROM
CABLE TO MAIN
SLIDE
GEAR UPLOCK
ASSEMBLY
RELEASE
dam03_3235000_005.cgm, rr, 29/07/03

CAM MECHANISM

Left nacelle shown.

Right is the same.

Figure 32-13.  Alternate Extension - Cable System (Sheet 2 of 3)

32-30 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CABLE FROM NACELLE

CAM MECHANISM CABLE FROM NACELLE
(SHEET 2) CAM MECHANISM
(SHEET 2)

32  LANDING GEAR

CABLE FROM NACELLE
CAM MECHANISM
(SHEET 2)

LEVER ASSEMBLY
RELEASE MECHANISM
dam03_3235000_006.cgm, rr, 29/07/03

Left gear shown.

Right gear is the same.

Figure 32-13.  Alternate Extension - Cable System (Sheet 3 of 3)

FOR TRAINING PURPOSES ONLY 32-31

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-14.  Alternate Extension - Nose Gear and Door Release

32-32 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 32-33

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-40-00 WHEELS AND DESCRIPTION

BRAKES Both wheel halves are secured together with
tie bolts, and a preformed packing is installed
between the halves during assembly to prevent
GENERAL the leakage of air past the mating surfaces.
Wheels Installed in the wheel inner and outer halves are
The aircraft is equipped with six wheels, two grease lubricated, non-interchangeable wheel
mounted on the nose gear and two mounted bearings and bearing caps. Grease seals protect
on each main gear (refer to MAIN WHEEL the inner and outer bearings from the ingress
- DESCRIPTION, and NOSEWHEEL of foreign matter.
- DESCRIPTION).
Inserts are installed over bosses on the wheel
inner half to engage the drive slots of the brake
Brakes units. Thermal relief plugs, with an inner core of
There are three systems for controlling the fusible metal are installed in the wheel inner half,
aircraft brakes. These systems are: and protect against tire pressure increase resulting
from extreme brake overheat. A tire inflation
•• The brake system controlled by the valve is installed in the wheel outer half.
pilot’s or co-pilot’s rudder pedals and
32  LANDING GEAR

actuated hydraulically from the No.1 Model 311 only aircraft with Mod 8/1886
main hydraulic system (refer to BRAKE incorporates, grease retainer and overpressure
SYSTEM - DESCRIPTION AND relief valves.
OPERATION).
•• The parking brake system controlled 32-41-16 NOSEWHEEL
by a lever on the center console and
actuated hydraulically from No.2 main
hydraulic system (refer to PARKING
GENERAL
BRAKE SYSTEM - DESCRIPTION
Each nosewheel is of the split-web type and is
AND OPERATION).
manufactured from either aluminum forgings
•• The anti-skid system which complements or castings. The standard wheel is designed for
the brake system and prevents the main use with a standard 18 x 5.50 x-8 or alternative
wheels from locking regardless of the 22 x 6.50-10 tubeless tire.
rudder pedal pressure being applied.
This system is controlled by an ON/OFF
switch on the co-pilot’s instrument panel
DESCRIPTION
(refer to ANTI-SKID BRAKE SYSTEM
Both wheel halves are bolted together and a
- DESCRIPTION AND OPERATION).
preformed packing is installed between the
halves to prevent leakage of air past the mating
32-41-11 MAIN WHEEL surfaces. Single lip grease seals protect the
inner and outer bearings from the ingress of
foreign matter. A tire inflation valve is installed
GENERAL in the wheel outer half.
The main wheel is of split web type and is
manufactured from forged aluminum. The
wheel is designed for use with 31.0 x 9.75-14
tubeless tire.

32-34 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 32-35

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-15.  Brake System (Sheet 1 of 4)

32-36 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-42-00 BRAKE SYSTEM OPERATION

Refer to:
GENERAL
•• Figure 32-15. Brake System (Sheet 1 of 4).
The brake system is controlled by the pilot’s
•• Figure 32-15.  Brake System (Sheet 2 of 4).
and co-pilot’s brake pedals and is powered by
the No.1 main hydraulic system. •• Figure 32-15.  Brake System (Sheet 3 of 4).
•• Figure 32-15.  Brake System (Sheet 4 of 4).
DESCRIPTION •• Figure 32-16. Brake System - Schematic.

Refer to: When a brake pedal is pressed, related tie

rod operates the brake control lever, either
•• Figure 32-15. Brake System (Sheet 1 of 4). by pushrod directly from the pilot’s brake
pedal or through the interconnect cable from
•• Figure 32-15.  Brake System (Sheet 2 of 4).
the co-pilot’s brake pedal. Operation of the
•• Figure 32-15.  Brake System (Sheet 3 of 4). pilot’s brake pedals does not operate the
co-pilot’s brake pedals, but operation of the
•• Figure 32-15.  Brake System (Sheet 4 of 4).
co-pilot’s brake pedals will operate the pilot’s
•• Figure 32-16. Brake System - Schematic. brake pedals.

32  LANDING GEAR

The brake system consists of left and right Movement of the brake control lever extends
hydraulic brake control valves, a dual skid the lever spring and pulls the control cable
control valve for each pair of main wheels, a to actuate the lever of the related brake
quantity limiting valve and shuttle valve for control valve. The brake control valve acts
each main wheel and four disc-type brake units, as a variable pressure reducing valve to
one at each main wheel. vary the pressure according to the amount
of brake pedal movement, thereby providing
The brake control valves are mounted in the left progressive braking. Operation of the valve
wing root area. Each valve is controlled by a control lever allows fluid under pressure
lever and cable system from the interconnected from No.1 hydraulic system to be directed
pilot’s and co-pilot’s left and right brake pedals. through the dual skid control valve to an
The linkage attached to the base of the brake independent outlet for each brake. From the
pedals is spring-loaded to return the pedals to dual skid control valve, pressure is delivered
the off position when released. Two spring rods independently through a quantity limiting
are installed to relieve braking loads. valve and shuttle valve to the related brake
unit. Each quantity limiting valve is a
The hydraulic lines are routed from each brake hydraulic fuse which closes to shut off the line
control valve into the appropriate nacelle to the to the brake unit if the fluid passed through the
dual skid control valve. In addition, two direct valve exceeds a predetermined quantity, thus
lines from No.1 main hydraulic system are reducing fluid loss if excessive leakage occurs
routed to each dual skid control valve. From the downstream of the valve.
dual skid control valve, a separate line for each
wheel is routed through a quantity limiting When the brake pedal is released, the lever spring
valve and shuttle valve to the wheel brake unit. returns the pedal to the off position. A spring in
the brake control valve returns the valve to the off
The brake pressure transducer gives the brake position, brake pressure is released to return and
pressure signal which is recorded in the Flight the valve inlet port is closed.
Data Recorder (FDR).

FOR TRAINING PURPOSES ONLY 32-37

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-15.  Brake System (Sheet 2 of 4)

32-38 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

When the pilot or co-pilot’s brake pedal is NOTES

pressed, the brake pressure transducer send a
signal to the FDR of the brake system hydraulic
pressure. The brake system hydraulic pressure
is then recorded in the FDR.

Refer to ANTI-SKID SYSTEM - DESCRIPTION

AND OPERATION for details of the dual
skid control valve operation and to MAIN
WHEEL BRAKE UNIT - DESCRIPTION
AND OPERATION for details of the wheel
brake units.

32  LANDING GEAR

FOR TRAINING PURPOSES ONLY 32-39

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-15.  Brake System (Sheet 3 of 4)

32-40 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

PREMOD
8/1983

MOD 8/1983

QUANTITY
LIMITING
VALVES

dam10_324400_001_08.dg, rt, 08/08/95

RIGHT NACELLE
( Right Hand Wall )

Figure 32-15.  Brake System (Sheet 4 of 4)

FOR TRAINING PURPOSES ONLY 32-41

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-16.  Brake System - Schematic

32-42 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 32-43

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-17.  Main Wheel Brake Unit

32-44 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-42-11 MAIN WHEEL movement of the pressure plate assembly and

carrier and lining assembly rotors away from
BRAKE UNIT the piston housing, internal adjuster pins pull
sleeves (4) through the adjuster assembly (14)
housing. This maintains constant head stack
GENERAL clearance with each actuation of the brakes,
thereby providing a self-adjusting feature to
The aircraft is equipped with four main wheel
compensate for brake wear.
brake units, one for each main wheel. Each
brake unit is a piston-actuated, dual disc unit
When the brake system pressure is released,
hydraulically-operated by the aircraft brake
springs in the adjuster assemblies return the
systems. The brake units are designed for use
carrier and lining assemblies and the discs to
with synthetic phosphate ester-based hydraulic
the released (non-actuated) position.
fluid only.
The brake lining wear is checked by observing
DESCRIPTION the protruding length of the shortest indicator
rod (9) from the adjustment sleeve (10),
Refer to Figure 32-17. Main Wheel Brake Unit. with brake pressure applied. (refer to MAIN
WHEEL BRAKE UNIT - MAINTENANCE
Each brake unit consists of a piston housing, a PRACTICES).
pressure plate assembly, three carrier and lining

32  LANDING GEAR

assembly rotors, a torque plate assembly and
two brake lining wear indicators. The piston
housing contains six actuating pistons, six
adjuster assemblies, and bleed fitting ports.The
side bleed fitting assembly (1) can be installed
in either of the ports to permit a left or right
hand assembly.

Mounting of the main wheel brake unit on the

main gear axle (13) is accomplished by engaging
the two brake torque pin bushings (11) with the
two brake pins (12) on the main gear.

OPERATION
Refer to Figure 32-17. Main Wheel Brake Unit.

The brake unit has a maximum operating

pressure of 3000 psi and a maximum static
back pressure of 50 psi.

When the brake is actuated, pressurized fluid

from the brake system forces the six actuating
pistons (7) to push the pressure plate assembly
(6), and carrier and lining assembly rotors
(2) against the torque plate assembly (3). The
friction generated by contact between the static
lining assemblies and the rotating discs creates
braking action. Moving simultaneously with the

FOR TRAINING PURPOSES ONLY 32-45

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-18.  Parking Brake System (Sheet 1 of 9)

32-46 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-44-00 PARKING valve. The control valve is located in the right

wing root area, center fuselage at STN. X400.00.
BRAKE SYSTEM Hydraulic lines are routed from the control valve
along each wing front spar to quantity limiting
valves and shuttle valves in each nacelle, and
GENERAL from there to the wheel brake units.
The parking brake system is supplied with fluid
The handpump, accumulator, nitrogen pressure
pressure from the No.2 main hydraulic system.
indicator and nitrogen charging valve and
An accumulator in the parking brake system
the manifold are located in the right nacelle.
maintains pressure for brake application after
Attached to the manifold is a pressure
engine shutdown. A handpump is provided for
transmitter and a thermal relief valve.
use on the ground only, to restore accumulator
hydraulic pressure when necessary.
On aircraft with Mod 8/1152, accumulator
and parking brake manifold with pressure
A PARKING BRAKE caution light on
transmitter and thermal relief valve are located
the master caution light panel in the flight
in right wing-to-fuselage fairing at STN.
compartment comes on when the parking
X445.50 (refer to Figure 32-18.  Parking Brake
brake is moved to the PARK position (refer to
System (Sheet 8 of 9).).
Chapter 33).
On aircraft incorporating Mod 8/1982, the
The parking brake may be used in the event

32  LANDING GEAR

nitrogen pressure indicator and the nitrogen
of a brake system malfunction (refer to
charging valve are located at the bottom of the
BRAKE SYSTEM - DESCRIPTION AND
parking brake accumulator in right wing-to-
OPERATION).
fuselage fairing at STN. X445.50 (refer to Figure
32-18.  Parking Brake System (Sheet 9 of 9).).
DESCRIPTION
Refer to:

•• Figure 32-18 Parking Brake System.

•• Figure 32-19. Parking Brake System
- Schematic.

The parking brake system consists of a parking

brake lever with release button, a parking
brake pressure indicator, a cable assembly, a
parking brake control valve, a handpump, a gas
accumulator, a nitrogen pressure indicator, a
nitrogen charging valve and a brake manifold.

Switches are located on the center control

console for the CAUTION LIGHTS PANEL
indicator and Take-Off Warning Horn.

The parking brake lever is located on the left of

the center console and the parking brake pressure
indicator is located on the co-pilot’s instrument
panel. The cable assembly interconnects the
parking brake lever and the parking brake control

FOR TRAINING PURPOSES ONLY 32-47

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-18.  Parking Brake System (Sheet 2 of 9)

32-48 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

OPERATION pressure indicator in the flight compartment to

allow monitoring of available brake pressure.
Refer to:
After engine shutdown, check valves close
•• Figure 32-18 Parking Brake System. to maintain the accumulator pressure and the
handpump can be used to build up this pressure
•• Figure 32-19. Parking Brake System when it becomes depleted.
- Schematic.

Operation of the parking brake lever from

the OFF to the PARK position actuates the
parking brake control valve, directing fluid
under pressure from No.2 main hydraulic
system to the shuttle valves. Fluid pressure
moves the shuttle valves to close off the inlet
ports from the brake system and directs parking
brake pressure to the mainwheel brake units. As
braking for all main wheels is controlled by a
single parking brake control valve, differential
braking is not possible. The control valve
does, however, provide progressive braking in
proportion to brake lever movement. With the

32  LANDING GEAR

engine shut down and 28VDC power supplied
to the aircraft, the PARKING BRAKE caution
light comes on when the lever is set in the
PARK position.

Switches S1 and S2 are located together inside

the center control console and are tripped
simultaneously by the parking brake lever. S1
operates the PARKING BRAKE lamp on the
CAUTION LIGHTS PANEL. S2 allows the
Take-Off Warning horn circuit to be energized.

Both switches operate when the brake lever is

at the PARK position.

To release the parking brake, push the release

button, move the lever to the OFF position.

The return spring in the parking brake control

valve closes the pressure port and opens the
brake lines to return, releasing the mainwheel
brakes. The PARKING BRAKE caution light
goes off when the brake lever is moved away
from the PARK position.

Brake pressure from either No.2 system or the

accumulator (engines shut down and 28VDC
right main bus energized), is sensed by the
pressure transmitter and applied to the brake

FOR TRAINING PURPOSES ONLY 32-49

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-18.  Parking Brake System (Sheet 3 of 9)

32-50 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

PREMOD
8/1983

MOD 8/1983

QUANTITY
LIMITING
VALVES

RIGHT NACELLE
dam10_324400_001_08.dg, rt, 08/08/95

( Right Hand Wall )

Figure 32-18.  Parking Brake System (Sheet 4 of 9)

FOR TRAINING PURPOSES ONLY 32-51

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-18.  Parking Brake System (Sheet 5 of 9)

32-52 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

Figure 32-18.  Parking Brake System (Sheet 6 of 9)

FOR TRAINING PURPOSES ONLY 32-53

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

dam10_324400_001_04.dg, rt, 27/07/95

HANDPUMP

Figure 32-18.  Parking Brake System (Sheet 7 of 9)

32-54 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

Figure 32-18.  Parking Brake System (Sheet 8 of 9)

FOR TRAINING PURPOSES ONLY 32-55

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

GAS
32  LANDING GEAR

OIL

dam10_324400_001_08.dg, rt/gg, 04/05/95

PSI X
1000

Figure 32-18.  Parking Brake System (Sheet 9 of 9)

32-56 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

Figure 32-19.  Parking Brake System - Schematic

FOR TRAINING PURPOSES ONLY 32-57

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-20.  Anti-Skid Components Installation

32-58 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-46-00 ANTI-SKID associated wiring. The test logic detects open

or short transducers or valve circuits, loss of
SYSTEM power to the control unit, and excessive full
brake release (dump).
GENERAL
Wheel Speed Transducers
The anti-skid system provides protection
Each wheel speed transducer consists of a rotor
against skidding when normal braking is
shaft, coil assembly, and bearing contained in a
applied at speeds above approximately 10
housing assembly. The transducer assembly is
knots, by controlling the reduction of hydraulic
secured within the axle by two bolts threaded
brake pressures to the individual wheel brake
into the axle. The transducer is driven by a
units during conditions of an impending skid.
spring drive clip mounted on the inner surface
of the hubcap.
DESCRIPTION
Refer to:
Skid Control Valve
The dual skid control valves are located one
•• Figure 32-20. Anti-Skid Components in each nacelle and each valve consists of two
Installation. servo valves, two spool and sleeve valves, a
shutoff valve, four restrictors, a check valve
•• Figure 32-21. Anti-Skid System -

32  LANDING GEAR

and four filters.
Hydraulic Schematic.
•• Figure 32-22. Anti-Skid System - Each servo valve consists of a torque motor,
Electrical Schematic. an electro-magnetic device which produces
an armature deflection proportional to input
The anti-skid system consists of the following current, and a hydraulic circuit which produces
main components; a skid control unit, four a differential pressure proportional to the
wheel speed transducers (one for each main armature deflection.
wheel), two dual skid control valves and an
ANTI-SKID switch.
Power Supply
Power for the anti-skid system is supplied from
Skid Control Unit the 28VDC right main bus, through ANTI-
The skid control unit is located below the cabin SKID INBD and ANTI-SKID OUTBD circuit
floor on centre line of aircraft between X354.25 breakers, when the ANTI-SKID switch on the
and X370.8. co-pilot’s glareshield panel is switched on. This
initiates a system dynamic test, after which a
The control unit provides electrical control continuous monitor of the system is performed.
to the skid control system hydraulic servo Two lights on the caution lights panel Labeled
valves. Transducers in each main gear axle INBD ANTI-SKID and OUTBD ANTI-SKID
of the aircraft feed wheel speed signals into indicate a system failure.
the control unit. The control unit senses and
modifies this information to control the system
hydraulic valves, which in turn control and
modulate braking pressure to the wheel brakes
to prevent wheel skids or lockups.

The control unit is capable of testing the

electrical integrity of the skid control
components (transducers and valves) and

FOR TRAINING PURPOSES ONLY 32-59

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

TO
RETURN

SERVO
VALVE

SERVO
VALVE

SPOOL SPOOL SHUTOFF

AND AND VALVE MAIN NO.1
SLEEVE SLEEVE SYSTEM
VALVE VALVE PRESSURE
32  LANDING GEAR

METERED
PRESSURE
FROM BRAKE
CONTROL
VALVE

PARKING BRAKE
DUAL SKID-
SYSTEM
CONTROL VALVE

NOTE:
QUANTITY QUANTITY SHOWN WITH BRAKES
LIMITING SHUTTLE LIMITING APPLIED
VALVE VALVES VALVE

LEGEND
MAIN SYSTEM PRESSURE
RETURN

METERED PRESSURE

STATIC

CHECK VALVE
BRAKE UNITS AND
WHEEL SPEED FILTER
TRANSDUCERS
RESTRICTOR

Figure 32-21.  Anti-Skid System - Hydraulic Schematic

32-60 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

OPERATION skid control valves. The servo valves and sleeve

and spool valves together provide regulated
Refer to: pressures (consistent with pilot brake pedal
pressure) to reapply pressure to the brake units.
•• Figure 32-21. Anti-Skid System -
Hydraulic Schematic. The check valves in the skid control valves
allow free flow of metered pressure to the
•• Figure 32-22. Anti-Skid System - servo valves in the event of system failure but
Electrical Schematic. prevent system pressure entering the metered
pressure line.
When the aircraft lands and the anti-skid switch
(S1) is set to ON, power is provided from the The restrictors are installed to dampen out
28VDC right main bus to the skid control unit. pulsations and prevent valve squeal.
Signals from the landing gear weight switches
and the landing gear selector lever switch are The filters in the metered pressure and system
relayed to the proximity switch electronics pressures lines of the skid control valves are of
unit (PSEU), activating anti-skid braking the 10 micron, stainless steel wire screen type,
(refer to PROXIMITY SWITCH SYSTEM - and the filters to the servo valves are of the 40
DESCRIPTION AND OPERATION). micron stainless steel wire screen type.
As the aircraft rolls and the brake pedals are In flight, with weight off the landing gear, the
depressed, brake metered pressure from the brake

32  LANDING GEAR

landing gear weight switches provide brake
control valves is directed through the spool and release signals, through the proximity switch
sleeve valves of the dual skid control valves, electronics unit, to the skid control unit. This
through the quantity limiting valves and shuttle provides touchdown protection by ensuring that
valves to the brake units. In each skid control valve, the brakes are off until the aircraft has touched
metered pressure is also directed to one end of the down and the wheels are spinning.
spool and sleeve valves and to operate the shutoff
valve. Movement of the shutoff valve directs main If the main gear wheel does not spin up rapidly
system pressure through the servo valves to the on landing due to an icy or flooded runway,
other end of the spool and sleeve valves. main gear leg compression may occur before
wheel spinup. When this occurs there is a three-
The wheel speed transducers detect any second delay before the skid control unit will
unduly high wheel deceleration or differential allow brake differential pressure to be applied.
between aircraft speed and individual wheel No delay will take place after wheel spinup
speed, and signal the skid control unit. The velocity exceeds the 35 knot threshold. A low
skid control unit provides a modulated brake speed drop-out feature is provided to prevent
release signal to energize the servo valve in the anti-skid system controlling brake pressure
the appropriate skid control valve when a skid below approximately 12 knots. The brakes
is detected. The energized servo valves reduce are controlled by pilot brake pedal pressure
main system pressure by dumping some or all of during this low speed phase. During towing the
the pressure to return. Metered pressure to the anti-skid system should be switched off. The
end of the spool and sleeve valves partially or anti-skid system is designed both electrically
totally overcomes the now reduced main system and mechanically to revert to normal braking
pressure and the spool and sleeve valves move without skid control in the case of anti-skid
to dump some or all of the metered pressure to system failure. The monitoring circuits control
return, thus reducing pressure to the brake units. two lights on the caution lights panel labeled
INBD ANTI-SKID and OUTBD ANTI-SKID.
As the wheels speed up, the wheel speed When the ANTI- SKID switch is selected from
transducer input signals to the skid control unit OFF to ON, or from ON to TEST (switch is
are modified and passed to the servo valves in the spring-loaded to ON position from TEST),

FOR TRAINING PURPOSES ONLY 32-61

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-22.  Anti-Skid System - Electrical Schematic

32-62 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

with the landing gear down and locked, the NOTES

anti-skid system serviceable and the aircraft
in the air, the INBD ANTI-SKID and OUTBD
ANTI-SKID caution lights will come on for
approximately 3 seconds and then go off.

Under the same conditions but with the aircraft

on the ground, the INBD ANTI-SKID and
OUTBD ANTI-SKID caution lights will come
on for approximately 6 seconds and then go off.

NOTE
The anti-skid test should not be
initiated at taxi speed above 5
knots. Slight brake release “pulses”
can be detected by the pilot while
taxiing when light brake pressure
is applied. This indicates correct
anti-skid test function.

32  LANDING GEAR

Either or both caution lights will come on, or
remain on after testing if there is a loss of electrical
power or a malfunction within the system.

FOR TRAINING PURPOSES ONLY 32-63

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-23.  Nosewheel Steering

32-64 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-50-00 NOSEWHEEL NOTES

STEERING SYSTEM
GENERAL
Refer to Figure 32-23. Nosewheel Steering.

The nosewheel steering system is hydraulically

powered from the No.2 hydraulic system and
electrically controlled through an electronic
control unit located in the aircraft nose
compartment. The system provides directional
control of the nosewheel by operation of a hand
steering control or by rudder pedal movement
when the aircraft is on the ground.

Automatic centering and shimmy damping is

incorporated within the system components and
a 60° limit switch is located on the nose gear
shock strut.

32  LANDING GEAR

Electrical power is supplied from the left and
right 28VDC main buses and circuit protection
is provided by the circuit breakers identified
as NLG STEER IND (B6) and NLG STEER
CONT (P6). A steering control switch, labeled
STEERING and OFF, is located on the
pilot’s side console immediately forward of
the steering control handle. System failure is
indicated by an amber caution light located in
the overhead caution lights panel and identified
as NOSE STEERING.

DESCRIPTION
Refer to Figure 32-23. Nosewheel Steering.

The nosewheel steering system consists of hand

and rudder pedal steering control mechanism
with associated dual input potentiometers, a
steering manifold, an electronic control unit, a
hydraulic steering actuator and centering spring
mechanism, a dual linear variable differential
transformer and a frangible fuse (towing fuse).

FOR TRAINING PURPOSES ONLY 32-65

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

RUDDER INPUT
QUADRANT

B
DUAL INPUT
A POTENTIOMETER
LINK

MODULE AND
MOUNTING
BRACKET FORK
HAND STEERING CONTROL LEVER
HANDLE AND INTERPHONE A
SWITCH
HAND STEERING CONTROL
32  LANDING GEAR

HANDLE AND INTERPHONE

SWITCH
SPRING RETAINER
CENTERING
SPOOL
SPRING
CENTERING
LARGE GEAR SPRING
SECTOR
INTERPHONE
CABLE

MODULE AND
MOUNTING
BRACKET
DUAL INPUT
MECHANICAL POTENTIOMETER
LINK INTERPHONE
CABLE
dam10_325000_002.dg, pt, 21/08/95

FLEXIBLE
SMALL COUPLING
GEAR
SECTOR DUAL INPUT
POTENTIOMETER
B
B
MOD 8/1961

Figure 32-24.  Hand and Rudder Pedal Steering Control

32-66 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Hand and Rudder Pedal Steering 2. High speed taxi mode, operated by rudder
pedal movement, provides a maximum
Control nosewheel turning radius of 7° to left or
Refer to Figure 32-24. Hand and Rudder Pedal right of center.
Steering Control. 3. In reverse mode, operated from the hand
steering control, handle in the centered
The hand steering control mechanism is located position, only direct aft rearward rolling is
in the pilot’s side console and the rudder pedal permitted.
steering control mechanism is attached to the
co-pilot’s rudder input quadrant under the 4. Free castering mode (steering system
flight compartment floor. inoperative), controlled by differential engine
power combined with braking, provides a
The hand steering control mechanism consists maximum nosewheel turning radius of 120°
of an operating handle, two eccentric stops, to left or right of center. This limit is also
a pair of mating spur gear sectors and a dual imposed for aircraft towing.
input potentiometer. The large gear sector
is secured directly to the handle shaft and
rotary movement of the handle is conveyed
through the gear sectors to the potentiometer
via mechanical linkage and flexible coupling.
Automatic centering is accomplished through

32  LANDING GEAR

a torsion spring installed around the handle
shaft with rotational force applied to the spring
by the retaining spool and a spacer located
between the spring tangs. A steering range
decal, incorporating a yellow FORWARD
band, is attached to the pilot’s side console at
the base of the control handle. A white stripe
on the handle indicates the steering position
within the range limits. An interphone switch
and cable assembly is incorporated in the
steering control handle (refer to Chapter 23,
COMMUNICATIONS).

The rudder pedal steering control mechanism

consists of an interconnected link and fork
lever which convey rotary movement of the
co-pilot’s rudder input quadrant to a dual input
potentiometer. The potentiometer is secured
to the quadrant inboard mounting bracket and
the link and fork lever to the quadrant and
potentiometer, respectively.

Nosewheel steering ranges are limited to the

following:

1. Low speed taxi mode, operated from the

hand steering control, provides a maximum
nosewheel turning radius of 60° to left or
right of center.

FOR TRAINING PURPOSES ONLY 32-67

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-25.  Steering Manifold (Sheet 1 of 2)

32-68 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Steering Manifold Electro-hydraulic Servo Valve

Refer to: The electro-hydraulic servo valve incorporates
two electrical sections and one hydraulic. The
•• Figure 32-25. Steering Manifold (Sheet hydraulic section consists of a body enclosing
1 of 2). a sliding spool to provide alternating chambers
for hydraulic fluid pressure and return. One
•• Figure 32-25.  Steering Manifold
electrical section contains a coil, a rotating
(Sheet 2 of 2).
armature with integral jet pipe, and a feedback
spring connecting the jet pipe to the hydraulic
The steering manifold is secured to the
sliding spool. The second electrical section
outboard side of the nose landing gear right
contains a coil and a linear armature which is a
hand trunnion support plate. A hydraulic fluid
component part of the hydraulic sliding spool.
transfer tube, extending from the steering
actuator and passing through the nose gear
An internal passage in the hydraulic section
trunnion, fits into a chamber at the base of the
body conveys high pressure hydraulic fluid from
manifold. A removable cover plate, attached
the mode selector valve to the rotating armature
to the outboard side of the manifold, provides
jet pipe. A second passage interconnects a
access to the transfer tube.
chamber at each end of the hydraulic spool
with a high pressure feed emanating from the
The main components of the steering manifold
jet pipe. The two high pressure feeds retain the
consist of a solenoid valve, an electro-hydraulic
hydraulic spool in the null position when no

32  LANDING GEAR

servo valve with two steering rate orifices, a
electrical input is applied to the servo valve.
mode selector valve with a damping orifice, a
An electrical input causes the jet pipe to rotate
25-micron inlet filter and a fluid compensator.
and create a pressure imbalance which allows
Anti-cavitation check valves, overload relief
the spool to move in the selected direction.
valves and flow restrictors are embodied to
Movement of the spool applies a force on the
regulate the flow of hydraulic fluid within the
feedback spring which re-centers the jet pipe
steering manifold. The solenoid, servo and mode
to restore the hydraulic pressure balance and
selector valves are interconnected, via internal
maintain the spool at its new position.
passages in the manifold, to control the flow of
hydraulic fluid for the selected movement of the
Operation of the valve is controlled by electrical
steering actuator. Transition of hydraulic fluid
signals from the electronic control unit.
from the manifold to the steering actuator is
provided by the transfer tube.
Steering rate orifices are located in the left and
right steering hydraulic pressure lines between
Solenoid Valve the servo valve and steering actuator. The
orifices provide constant flow to prevent surge
The solenoid valve incorporates a hydraulic
and eliminate erratic steering operation.
piston and cylinder and an electrical section
containing a coil and a linear armature
connected to the hydraulic piston.

Energizing the coil retracts the armature and

allows high pressure hydraulic fluid to unseat the
piston and direct the flow to the mode selector
valve. De-energizing the coil reverses armature
and piston movement to close the pressure port
and open a fluid return port. Operation of the
valve is controlled by electrical signals from the
electronic control unit.

FOR TRAINING PURPOSES ONLY 32-69

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-25.  Steering Manifold (Sheet 2 of 2)

32-70 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Mode Selector Valve NOTES

The mode selector valve incorporates two
mated assemblies; one consisting of a sleeve
which houses a spring-loaded sliding spool and
the other a sleeve and piston. When the steering
system is in the inoperative damping mode, the
valve is held in the closed position by hydraulic
pressure acting on the sleeve and piston. In this
position, the sliding spool interconnects the left
and right hydraulic pressure steering lines, via a
damping orifice, to isolate the electro-hydraulic
servo valve from system pressure. Operation
of the mode selector valve is controlled by
high pressure hydraulic fluid directed from the
solenoid valve, refer to sub-para (1). The high
pressure flow enters the spring chamber of the
mode selector valve to move the sliding spool
in order to connect system hydraulic pressure
with the electro-hydraulic servo valve, refer to
sub para (2).

32  LANDING GEAR

Fluid Compensator
The fluid compensator consists of a spring-
loaded piston and poppet assembly and a return
pressure relief valve. Its primary function is
to maintain hydraulic pressure in the steering
manifold and actuator to prevent cavitation in
the damping mode with the system inoperative
or shut down.

When the system pressure is shut off, the

spring-loaded piston unseats to close the poppet
and prevent the return of hydraulic fluid.
This action maintains pressure in the steering
manifold and actuator to prevent cavitation in
the damping mode. In this mode, hydraulic
fluid is cycled between the mode selector valve,
the steering actuator and the fluid compensator
through two anti-cavitation check valves.

With system pressure applied and steering

control in the inoperative damping mode,
the fluid compensator is fully charged in the
open position. This is accomplished by a
high pressure bleed to the components, via a
charging orifice, which overcomes spring force
to seat the piston and open the poppet.

FOR TRAINING PURPOSES ONLY 32-71

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-26.  Electronic Control Unit

32-72 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Electronic Control Unit (ECU) The control loop circuit board supplies the
required DC power to drive the rotating armature
Refer to Figure 32-26. Electronic Control Unit. in the electro-hydraulic servo valve on the
steering manifold. The DC power is the resultant
The ECU is mounted in the nose compartment derived from electrical input signals of the hand
and contains four printed circuit boards and rudder pedals steering control potentiometers
consisting of power supply, ramp circuit, control and feedback signals from the LVDT.
loop and display. Operation of the nosewheel
steering system is controlled through the ECU The display circuit board incorporates two
by a combination of electrical input signals green advisory lights for 28VDC power, a seven
from the hand and rudder pedals steering control segment display for BITE/Diagnostics, a BITE
potentiometers and electrical feedback signals initiate push button, and test points for hand and
from the linear voltage differential transformers rudder pedals steering control potentiometers
(LVDT). The electrical input signals are relayed and LVDT feedback. Access to the display panel
by the ECU to energize the solenoid valve and is provided by a removable cover secured to the
electro-hydraulic servo valve in the steering ECU by quick-release fasteners.
manifold to initiate a steering operation. The
feedback signals are converted by the ECU into
output signals to the servo valve to maintain the
selected steering position.

The ECU monitors itself and steering system

32  LANDING GEAR

electrical components through a built-in test
equipment (BITE) circuit to provide early fault
detection. When a failure occurs, the ECU removes
power from the steering manifold solenoid valve
which results in shut down of the steering system.
A warning light on the master caution panel
labeled NOSE STEERING comes on when the
steering system is shut down due to a failure.

The power supply circuit board receives

incoming power at a nominal 28VDC and
regulate this to 5VDC for the built-in test
equipment (BITE) circuits and to 16VDC for
other circuits. It also provides an internally
generated 400 Hz excitation voltage to the
LVDT connected to the steering actuator and
to the LVDT in the steering manifold electro-
hydraulic servo valve.

The ramp circuit board provides the electrical

signal to energize the steering manifold
solenoid valve which initiates the flow of
hydraulic pressure fluid to the steering system.

It also furnishes a controlled 12VDC excitation

voltage to the hand and rudder pedals
steering control potentiometers and provides
microprocessor interface components for the
BITE/Diagnostic circuits.

FOR TRAINING PURPOSES ONLY 32-73

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-27.  Steering Actuator and Centering Spring Mechanism

32-74 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Steering Actuator and Centering A protective cover for the LVDT is secured to the
steering actuator, utilizing the left and right link
Spring Mechanism pin retaining bolts, and attached to lugs on the
Refer to Figure 32-27. Steering Actuator and centering spring housing by quick-release pins.
Centering Spring Mechanism.

The centering spring mechanism is mounted

Centering Spring Mechanism
on the steering actuator and both components The centering spring mechanism is secured
are located transversely above and to the rear to lugs on the upper surface of the steering
of the nose gear shock strut between the strut actuator cylinder. The mechanism consists of a
outer cylinder trunnion arms. compression spring between two cylinder type
canisters, all enclosed within a spring housing
and secured by a single canister/spring retainer.
Steering Actuator The spring is preloaded by the tightening
The steering actuator is a double-acting torque applied to the retainer during assembly.
hydraulic actuator consisting of a stationary A special bolt is installed at the outer end of
piston within a moving cylinder; the piston each canister to provide adjustment of the
head dividing the cylinder into two separate mechanism during installation. The bolts are
chambers for pressure and/or return hydraulic adjusted to contact the left and right trunnion
fluid. A bleed port is provided for each of the arms of the shock strut outer cylinder and
two chambers in the cylinder. are locked in position by set screws. During

32  LANDING GEAR

nosewheel steering, the left or right bolt reacts
The piston is secured at one end to the left against the corresponding trunnion arm to
trunnion arm of the shock strut outer cylinder compress the spring.
and the opposite end is supported by an oil
transfer tube. The transfer tube extends from The spring housing incorporates integral lugs for
the steering manifold mounting and passes mounting the mechanism on the steering actuator
through the right trunnion arm of the shock and for attachment of the LVDT fail-safe bracket
strut outer cylinder into the bore of the actuator and steering actuator protective cover.
piston. Rotation of the transfer tube within the
piston is prevented by a pin inserted through
the trunnion arm and into the transfer tube.
Drillings in the transfer tube direct the flow of
pressure and return hydraulic fluid between the
steering manifold and the cylinder chambers at
each side of the piston head.

The cylinder incorporates two forward-facing

sets of integral lugs to provide attachment
points for a pair of telescoping links which are
interconnected through a central swivel link
arrangement. The swivel link arrangement is
attached to the nose gear shock strut inner
cylinder and converts lateral movement of the
steering actuator cylinder to rotary motion
for nosewheel steering. Two vertical lugs on
the cylinder provide attachment points for the
centering spring mechanism.

FOR TRAINING PURPOSES ONLY 32-75

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-28.  Dual Linear Variable Differential Transformer

32-76 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Dual Linear Variable Differential NOTES

Transformer (LVDT)
Refer to Figure 32-28. Dual Linear Variable
Differential Transformer.

The LVDT is an electro-mechanical device

which converts linear movement of the steering
actuator into electrical feedback signals to the
electronic control unit (ECU). It consists of
a body incorporating primary and secondary
stationary coils and a pair of probes with
integral armatures which move between the
coils. A rod end, secured to the probes through
a spherical bearing, provides length adjustment
of the LVDT during installation.

A flange on the LVDT body is secured to a

bracket mounted on the left trunnion arm of the
shock strut to provide a fixed anchor point for
the LVDT. The rod end is secured to a bracket

32  LANDING GEAR

mounted on the right upper lug of the steering
actuator cylinder and this arrangement forms the
primary drive for the LVDT feedback signals.

A tang on the spherical bearing locates between

a pair of lugs on a bracket secured to the
centering spring housing to provide a fail-
safe secondary drive for the LVDT feedback
signals. The mating tang and lugs are retained
in alignment by a spring pin.

Frangible Fuse (Towing Fuse)

The frangible fuse is mounted to the top of the
outer cylinder of the nose landing gear. It reacts
with the stops on the retaining flange/locating
ring which is bolted to lugs on the upper face
of the inner cylinder. For further details, refer
to PSM 1-83-6, CMM 32-20-01.

OPERATION
See MSM ATA 32.

FOR TRAINING PURPOSES ONLY 32-77

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

(5V DC)
32  LANDING GEAR

Figure 32-29.  Landing Gear Control and Indication - Electrical Schematic (Sheet 1 of 2)

32-78 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-61-00 POSITION AND DESCRIPTION

WARNING Refer to:

•• Figure 32-29. Landing Gear Control

GENERAL and Indication - Electrical Schematic
(Sheet 1 of 2).
Refer to:
•• Figure 32-29.  Landing Gear Control
•• Figure 32-29. Landing Gear Control and Indication - Electrical Schematic
and Indication - Electrical Schematic (Sheet 2 of 2).
(Sheet 1 of 2).
•• Figure 32-30. Landing Gear Warning
•• Figure 32-29.  Landing Gear Control Horn - Electrical Schematic.
and Indication - Electrical Schematic
(Sheet 2 of 2).
Landing Gear Position Indication
•• Figure 32-30. Landing Gear Warning
The landing gear position lights are located
Horn - Electrical Schematic.
on the landing gear selector panel in the flight
compartment. One green light and one red light
Landing gear position lights located on the
are provided for each landing gear unit, and one
landing gear selector panel, indicate the locked
amber light for each set of doors.
down or unlocked condition of each landing gear

32  LANDING GEAR

assembly and associated doors. The lights are
Each light is covered by a lens and labeled
controlled by uplock and downlock sensors and
LEFT, NOSE, RIGHT, and L. DOOR N.,
targets through the proximity switch electronics
DOOR. R. DOOR.
unit (PSEU) (refer to PROXIMITY SWITCH
SYSTEM - DESCRIPTION AND OPERATION).
The landing gear panel lights may be dimmed
and tested by selection of DIM/BRT and TEST
An amber light in the landing gear selector lever
CAUT/ADVSY switches (refer to Chapter 33).
indicates an intermediate position of the gear
between up and down position, ie gear in transit.
Switch Sensors and Targets
The landing gear locked down condition can The proximity sensors are stable inductors. The
be confirmed by visual indicator lights located inductors react in a repeatable manner to the
below the LANDING GEAR ALTERNATE approach of a standardized ferromagnetic steel
EXTENSION door in the flight compartment target. The effect of the target is to increase the
floor. A manually operated switch is used to inductance value of the sensor above the PSEU
operate these lamps. sensor circuit switch point.

A landing gear warning horn, which is part of Each sensor is connected to a sensor circuit in
the dual warning horn, is located in the flight the PSEU. The sensor circuit is switched on
compartment and sounds when the aircraft is when the inductance of the sensor increases to
in a landing configuration without the landing the switch point; this occurs when the target is
gear down. brought within approximately 0.050 inch (1.27
mm) from the sensor face. This target position is
A light on the master caution light panel in the referred to as target “near”. The reverse occurs
flight compartment labeled PARKING BRAKE, when the target is taken away (target “far”). The
comes on when the parking brake is moved to PSEU logic circuits operate as designed from the
the PARK position (refer to Chapter 31). “near” or “far” switching signals.

FOR TRAINING PURPOSES ONLY 32-79

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

LEFT CB PANEL
LOC E5
32  LANDING GEAR

Figure 32-29.  Landing Gear Control and Indication - Electrical Schematic (Sheet 2 of 2)

32-80 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 32-81

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-30.  Landing Gear Warning Horn - Electrical Schematic

32-82 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Landing Gear Warning Horn NOTES

Refer to Figure 32-30. Landing Gear Warning
Horn - Electrical Schematic.

A steady 2000 Hz tone from the DUAL

WARNING HORN is the landing gear warning
alarm; a second tone of 100 Hz is for the Take-
Off warning (refer to Chapter 31). the 2000
Hz steady tone sounds when the aircraft is in
a landing configuration without the landing
gear down. The horn is powered from the
28VDC left main bus through the LDG GEAR
HORN (E5) circuit breaker. A HORN MUTE
and TEST switch is located on the landing
gear selector panel. For a functional test
(refer to EXTENSION AND RETRACTION
- MAINTENANCE PRACTICES). For further
details refer to OPERATION - Landing Gear
Warning Horn.

32  LANDING GEAR

FOR TRAINING PURPOSES ONLY 32-83

32-84 32  LANDING GEAR

X141, Z160
3312−
ALT GEAR IND FAIL J/P3
23
K11 CAUTION WARNING
J4/P4B PANEL
B3
2 B2 B1

A3
A2 A1

DASH 8 SERIES
R11
X2 T D1 ’A’ SEE SHEET 2
X1 D D3
3261−K10
B3
B2 B1 ’F’ SEE SHEET 2

A3
FOR TRAINING PURPOSES ONLY

A2 A1 G DS2
X2 LEFT MAIN
2
X1 GEAR
K21 DNLK IND
B3
8 B2 B1
FOR INTERNAL
REFER SHEET 2

MAINTENANCE TRAINING MANUAL

A3
A2 A1
R21
X2 T D1 ’B’ SEE SHEET 2
X1 D D3
G DS3
NOSEWHEEL
LDG GEAR
DNLK IND

’D’ SEE SHEET 2

G DS4
’E’ SEE SHEET 2 RIGHT MAIN
K31 GEAR
B3 DNLK IND
4 B2 B1

A3
A2 A1
R31
X2 T D1 ’C’ SEE SHEET 2
X1 D D3

NOTES:
1. THE FOLLOWING ENGINEERING DRAWING WERE USED TO
PRODUCE THIS WIRING DIAGRAM.
EMERGENCY DOWNLOCK 82400010/87/H 83260002/4/− 8Z9678/2/A
INDICATION CONTROL 82410306/2/− 83260002/6/− 8Z9678/3/A
2 REFER PROXIMITY SWITCH SYSTEM (32−61−50).
MODSUM 8Q101955 INCORPORATED.
Revision 0.5

Figure 32-31.  Landing Gear Down Lock Alternate Indicator - Schematic (Sheet 1 of 2)
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Visual Indication located adjacent to the control switch under the

LANDING GEAR ALTERNATE EXTENSION
Refer to:
door in the flight compartment floor.
•• Figure 32-31. L
 anding Gear Down Lock
Alternate Indicator - OPERATION
Schematic (Sheet 1 of 2).
•• Figure 32-31. Landing Gear Down Lock
Landing Gear Position Indication
Alternate Indicator - Refer to:
Schematic (Sheet 2 of 2).
•• Figure 32-29. Landing Gear Control
Visual indication of the landing gear locked down and Indication - Electrical Schematic
condition is by selection of the toggle switch and (Sheet 1 of 2).
by observation of the three green indicating lights,
•• Figure 32-29.  Landing Gear Control
located under the LANDING GEAR ALTERNATE
and Indication - Electrical Schematic
EXTENSION door in the flight compartment floor.
(Sheet 2 of 2).
When the gear is not locked down the light
path is blocked and the phototransistor for that
Electrical
circuit is not conducting. The corresponding With electrical power available to the main DC
indicator lamp would then be extinguished. buses and the landing gear selected down, the

32  LANDING GEAR

nose and main gear uplock and door sensors
Visual indication of the landing gear locked down sense the movement away from their respective
condition is made by transmitting a light through targets during extension of the gear and signal
holes aligned in each of the downlock mechanism. the PSEU. The PSEU supplied output power
to turn on the three red lights and momentarily
The lights are powered from the 28VDC right turn on the three amber “doors open” lights.
essential bus through a LDG GEAR EMER DN
LK IND circuit breaker (L6) and controlled When the gear is down and locked, the downlock
by a single switch located adjacent to the sensors signal the PSEU which turns off the
emergency handpump under the LANDING three red lights and turns on the three green
GEAR ALTERNATE EXTENSION door in the lights. The landing gear doors close and their
flight compartment floor. sensors signal the PSEU which momentarily
turn on the amber “door open” lights.
Nose Gear When the gear is selected up, the nose and main
Visual indication of the nose gear downlock is gear downlock sensors, signal the PSEU to turn
made by the alignment of the light through the off the three green lights and turn on the three
hole in the downlock link and is sensed by a red lights. The doors open and their sensors
phototransistor which illuminates the forward signal the PSEU which momentarily turn on
most green light of the three landing gear visual the three amber “doors open” lights.
indicator lights in the flight compartment floor
when the switch is operated. The amber, doors open lights, are continuously
illuminated when gear doors remain open
following gear transit cycles. These lights also
Main Gear illuminate momentarily when gear doors are
Visual indication of the main gear downlocks is opening and closing normally.
made by transmitting power from infrared light
emitting diodes (CR3) through aligned holes An amber light in the landing gear selector lever
in the stabilizer struts and downlock links to comes on when selected and during movement
phototransistors (Q1). The completed circuits of the gear (up or down) and goes out when the
turn on green (L/H and R/H) indicating lights, gear is locked in its selected position.

Revision 0.5
FOR TRAINING PURPOSES ONLY 32-85
32-86 32  LANDING GEAR

K10
LDG GEAR
EMER DNLK IND S1
B3 K40
28V DC (L6) 1 ’D’ SEE SHEET 1 B1 B2
RIGHT 5A 3 2
ESS BUS A3 B3
B1 B2
’A’ SEE SHEET 1 A1 A2
EMERGENCY
RIGHT C/BKR PANEL DOWN LOCK X1 A3
INDICATOR LIGHT X2 A1 A2
CONTROL R10
X176, Y90, Z110 R40 C1 ’F’ SEE SHEET 1

DASH 8 SERIES
D1 T X1 ’E’ SEE SHEET 1
D3 D X2
K20

R14
B3 300
B1 B2

A3
’B’ SEE SHEET 1 A1 A2
FOR TRAINING PURPOSES ONLY

J4/P4B CR3
X1
2
X2
R20
8 LEFT MAIN
LDG GEAR
4
+28VDC Q1 DNLK SENSOR
K30
13
R10 R11 C4 +

MAINTENANCE TRAINING MANUAL

22 4K7 22
R12 SPARE B3
2K2 B1 B2 Q2
5
6 A3 NOSEWHEEL
Q4 2N2907A ’C’ SEE SHEET 1 A1 A2
+28VDC LDG GEAR
X1 DNLK SENSOR
X2
9 R30
R4 R5 C2 +
22 4K7 22
R6
2K2
1
Q2 2N2907A

R13
15 300
R7 R8 C3 +
22 4K7 22
R9
2K2
7
Q3 2N2907A CR3
+28VDC
RIGHT MAIN
11 LDG GEAR
R1 R2 C1 + DNLK SENSOR
22 4K7 22
R3
2K2
P4B/J4 3 Q1
14 +28VDC Q1 2N2907A
12
10
EMERGENCY DOWNLOCK INDICATOR
CONTROL UNIT NOTES: SEE SHEET 1
Revision 0.5

Figure 32-31.  Landing Gear Down Lock Alternate Indicator - Schematic (Sheet 2 of 2)
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Landing Gear Warning Horn NOTES

Refer to Figure 32-30. Landing Gear Warning
Horn - Electrical Schematic.

The landing gear warning horn will sound at a

steady 2000 Hz and cannot be muted, when the
following condition exists:

When the landing gear has not down locked

with flaps selected to more than 10° or more
and autofeather not selected.

The landing gear warning horn will sound at

a steady 2000 Hz and can be muted, when the
following condition exists.

When the landing gear is not down and locked,

with either engine power lever less than 12°
above flight idle and airspeed is below 130
knots.

32  LANDING GEAR

The landing gear warning horn will sound at a
steady 2000 Hz when the HORN MUTE TEST
switch on the landing gear selector panel is
selected to the TEST position.

When the horn sounds under these conditions,

the horn can be muted if it was caused by one
only of the power levers being retarded. A
subsequent retarding of the remaining power
lever will cancel muting. The HORN MUTE
button on the landing gear selector lever, will
mute the horn when pushed.

FOR TRAINING PURPOSES ONLY 32-87

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

A
B

SWITCH GUARD

UP: INHIBIT
DOWN: NORMAL

LG DOWN SELECT
A
32  LANDING GEAR

INHIBIT SWITCH

PROXIMITY SWITCH
ELECTRONIC UNIT
(PSEU)
PSEU DRIP TRAY

PASSENGER
DOOR

P.S.E.U.

RELAY PANEL
NO.1
AVIONICS RACK
dam10_326150_002.dg, rt, 01/05/97

Figure 32-32.  Proximity Switch Electronics Unit - Component Location

32-88 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-61-50 PROXIMITY The PSEU is installed on the avionics rack

above the wardrobe, forward of the passenger
SWITCH ELECTRONICS exit door (refer to Figure2 ). Sensors S1
UNIT through S6, S9 through S17, and their targets
are installed in the landing-gear system. The
landing-gear selector panel is installed on the
DESCRIPTION engine instrument panel (refer to EXTENSION
AND RETRACTION - DESCRIPTION
Refer to Table 32-1. List of Abbreviations. AND OPERATION). The microswitches
S21, S22 and S26 (S26 only on the aircraft
The primary function of the Proximity with SOO 8113) are installed in the flap
Switch Electronics Unit (PSEU) is to monitor quadrant below the floor on the right side of
and operate indicators in the landing-gear the flight compartment (refer to Chapter 27).
extension and retraction system. The PSEU Microswitches S23 and S24 are installed one
supplies sequence signals to operate the in each engine power-lever mechanism below
landing-gear door sequence-valves. The the center console (refer to Chapter 76). The
PSEU monitors the uplock, downlock and relays are installed on the relay panel No.1 on
weight-on-wheels (WOW) conditions of the left side wall, forward of the passenger exit
the landing-gear. The PSEU also operates a door (refer to Figure 2).
warning horn. The system supplies landing-
gear position data to other systems. The Two proximity sensors (WOW 1 and WOW

32  LANDING GEAR

PSEU also gives a caution indication when 2) are installed on each landing-gear for the
the passenger or baggage doors are not detection of the weight-on-wheels (WOW)
correctly closed. condition . All WOW 1 sensors and the related
PSEU circuits make up the WOW 1 system. All
The PSEU uses twenty one proximity sensors WOW 2 sensors and the related PSEU circuits
(S1 through S6, S8 through S17, and 5271 make up the WOW 2 system. The two WOW
S1 through 5271 S6) with a target for each systems are independently assembled and are
sensor. The PSEU also receives inputs fully isolated. This helps to make sure that the
from the landing-gear selector panel, four failure of one system will not have a effect on
microswitches (S21 through S24), and five the other system.
landing-gear relays (K1 through K4, and
K10). For all relay functions, refer to Chapter The PSEU uses 28VDC, which is supplied from
32, 32-30-00. the sources that follow:

On aircraft with SOO 8113 installed, a •• The left main bus through the circuit
microswitch S26 and a push-on push-off switch breakers LDG GEAR CONT IND and
light (LANDING FLAPS 15[deg] / 35[deg] LDG GEAR WOW SYS 2.
SELECT SWITCH), are also installed. The
•• The left essential bus through the circuit
switch light is also a part of the GROUND
breakers LDG GEAR CONT IND and
PROXIMITY WARNING SYSTEM (refer to
LDG GEAR WOW SYS 2.
Chapter 34).
•• The right main bus through the circuit
breaker LDG GEAR WOW SYS 1.
•• The right essential bus through the circuit
breaker LDG GEAR WOW SYS 1.

FOR TRAINING PURPOSES ONLY 32-89

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

The Proximity Switch Electronics The PSEU uses the proximity sensors to get
input of the near or far position of the targets.
Unit (PSEU) The PSEU also uses the inputs from the
Refer to: components that follow:

•• Figure 32-32. Proximity Switch •• The landing-gear selector panel

Electronics Unit - Component
•• The microswitches on the power levers
Location.
•• The microswitches on the flap quadrant
•• Figure 32-33. Proximity Switch
Electronics Unit (PSEU). •• The air data computer
Refer to: •• The nosewheel steering.

•• Table 32-2. PSEU Codes Sensor/Target The inputs to the PSEU are used by the
Position (Sheet 1 of 3).. operational logic of the PSEU to give output
to different systems and circuits. The types of
•• Table 32-3. Equation Symbols.
outputs given by the PSEU are as follows:
•• Table 32-4. PSEU Equations Explanation
and Results (Sheet 1 of 2).. •• 28VDC (source drivers - conducting)
•• Ground switching
The PSEU has logic circuits, output drivers, a
(sinking drivers - conducting)
32  LANDING GEAR

non-volatile memory, a Built In Test Equipment

(BITE), and a test panel. The unit is held to a •• Close loop circuits
mounting tray by two hold-down screws and
•• Open loop circuits.
latches, at the front base of the unit. A handle
on the front of the unit makes removal and
The switch functions of the PSEU use many
installation easier.
different inputs during the many different
conditions that occur during landing-gear and
The test panel on the front face of the unit lets
aircraft operation. The different relations of
you do the system self-test, which finds and
inputs are given in equations that show the
identifies faults. Below the test panel is a BITE
logic of the PSEU logic circuits. Each equation
INSTRUCTIONS label which gives instructions
is given a number. Table 32-2 shows the PSEU
to operate the test panel, and a list of codes
codes, sensor/target position, and Figure 8
used in the test. The BITE INSTRUCTIONS
shows the symbols used in the equations. Table
label has a CAUTION STATIC SENSITIVE
32-4 shows the equation numbers (EQ No),
EQUIPMENT sign to tell the personnel that the
output connector pin, the logic equation, type
PSEU has static sensitive circuitry. Electrical
of output, and the function of each output.
connections to the PSEU are made through three
connectors in one shell with a key-way at the rear
The BITE circuits in the PSEU automatically
of the unit. The connectors are identified as A, B,
monitor and start a self-test of the specified
and C. The pins on the connectors are identified
circuits for fault conditions during flight. The
alpha-numerically (for example: A16 is pin 16
automatic monitoring test isolates faults to
on connector A, B16 is pin 16 on connector B).
the external power supplies, the sensors, the
targets, or the cards in the PSEU. The faults
All electronic circuits in the PSEU are on
that are found during the flight are kept in the
plug-in circuit cards. There are five cards in
non-volatile memory. The test panel shows
the unit. The cards are removed with extractor
these faults during subsequent ground check
levers, and installed with connector guide-pins
operations. The memory keeps the last 30 faults
and keying-inserts on the cards and sockets.
that are found.
The guide-pins and keying-inserts make sure
that the cards are installed in the correct
location and are correctly aligned.

32-90 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

The BITE circuits thus keep and give all the switching signals.
data for subsequent troubleshooting of faults in
the landing-gear system. For example: failure Table 32-2 shows the sensors used in the
of landing-gears to uplock or downlock, or the system, the function of each sensor, the
landing-gear doors not operating correctly. The abbreviation and the corresponding target
BITE system also does a test to find out if the position. An abbreviation with a bar above it
PSEU circuits and the sensors are serviceable. shows a “not” state. For example:
The BITE system also has an expanded test
mode that isolates the failures that follow: •• N G D L K m e a n s t h e n o s e g e a r i s
downlocked.
•• Failures of major components (For
•• NGDLK with a bar on top means the
example: PROM 1, NAV RAM, RAM1,
nose gear is not downlocked.
RAM2 and CPU) in circuit cards.
•• Failures of internal power sources.
•• Failures of circuit card source drivers.

Ground personnel can also do tests on all PSEU

components with the controls on the face panel
of the PSEU. Personnel can correct the failure
of circuits in the PSEU by the replacement of

32  LANDING GEAR

the defective cards showed on the test display.
Personnel must obey the electrostatic discharge
precautions during the replacement of the
circuit cards, since PSEU is an electrostatic
sensitive device.

The test panel controls and lights have clear

marks for identification (refer to Figure 32-33).

The Sensors and Targets

Refer to Figure 32-34. Proximity Sensor and
Target.

The sensors are inductors with a stable

inductance standardized at 4.7 (+0.1/-0.2)
millihenrys. Each sensor is in a stainless steel
case. The targets are made of ferromagnetic
stainless steel (refer to Figure 32-34). Each
sensor is connected to a sensor circuit in the
PSEU. The PSEU sensor circuit is set at a
switch-point of 5.00 millihenrys.

The sensor circuit switch is set on when the

inductance of the sensor increases to the switch-
point. This occurs when the target comes near
(approximately 0.077 inch) to the sensor face.
This condition is referred to as target “near”.
The opposite occurs when the target is taken
away (target “far”). The PSEU logic circuits
operate as designed from the “near” or “far”

FOR TRAINING PURPOSES ONLY 32-91

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-33.  Proximity Switch Electronics Unit (PSEU)

32-92 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

Figure 32-34.  Proximity Sensor and Target

FOR TRAINING PURPOSES ONLY 32-93

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-35.  Proximity Switch Electronics Unit - Location of Sensors (Sheet 1 of 5)

32-94 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

3261S9
NOSE GEAR
DOWN LOCK
SENSOR
(NGDLK)

3261S10
NOSE GEAR
DRAG STRUT
SENSOR
(NGDST)

32  LANDING GEAR

Figure 32-35.  Proximity Switch Electronics Unit - Location of Sensors (Sheet 2 of 5)

FOR TRAINING PURPOSES ONLY 32-95

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-35.  Proximity Switch Electronics Unit - Location of Sensors (Sheet 3 of 5)

32-96 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

Figure 32-35.  Proximity Switch Electronics Unit - Location of Sensors (Sheet 4 of 5)

FOR TRAINING PURPOSES ONLY 32-97

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-35.  Proximity Switch Electronics Unit - Location of Sensors (Sheet 5 of 5)

32-98 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 32-99

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Refer to Table 32-1. List of Abbreviations.

Following is a list of abbreviations used in the equations and their description:

NGWOW2 Nose Gear Weight On Wheel 2 (Sensor No.2)

RGWOW2 Right Gear Weight On WHeel 2 (Sensor No.2)

LGWOW2 Left Gear Weight On Wheel 2 (Sensor No.2)

LGUPLK Left Gear Uplocked

LGDLK Left Gear Downlocked

LAFTWHLDRS Left Aft Wheel Doors Closed

NGDLK Nose Gear Downlocked

NGDST Nose Gear Drag Strut Locked

NGWOW1 Nose Gear Weight On Wheel 1 (Sensor No.1)

RGWOW1 Right Gear Weight On Wheel 1 (Sensor No.1)

LGWOW1 Left Gear Weight On Wheel 1 (Sensor No.1)

32  LANDING GEAR

NGFWDWHLDRS Nose Gear Fwd Wheel Doors Closed

RGUPLK Right Gear Uplocked

RGDLK Right Gear Downlocked

RAFTWHLDRS Right Gear Aft Wheel Doors Closed

A Passenger Door Closed (Overcenter Mech.)

B Passenger Door Down and Locked

C Baggage Door Closed (Fwd Top Left)

D Baggage Door Closed (Aft Top Right)

G Emergency Exit Door Closed

J Service Door Closed

Note: An abbreviation with a bar (—) on top indicates a NOT condition.

Examples:
LGUPLK Left Gear NOT Uplocked
A Passenger Door NOT Closed (Overcenter Mech.)

Table 32-1.  List of Abbreviations

32-100 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Sensor PSEU Function Function Target Aircraft on

No. Code Abbreviation Position Ground/In Air
Nose Gear Weight On Wheel 2
NGWOW2 Far On Ground
3261 (Landing Gear Extended)
01
S1
Nose Gear Weight NOT On Wheel 2
NGWOW2 Near In Air
(Landing Gear Extended or Retracted)
Right Gear Weight On Wheel 2
RGWOW2 Far On Ground
3261 (Landing Gear Extended)
02
S2
Right Gear Weight NOT On Wheel 2
RGWOW2 Near In Air
(Landing Gear Extended or Retracted)
Left Gear Weight On Wheel 2
LGWOW2 Far On Ground
3261 (Landing Gear Extended)
03
S3
Left Gear Weight NOT On Wheel 2
LGWOW2 Near In Air
(Landing Gear Extended or Retracted)
Left Gear Uplocked
LGUPLK Near In Air
3261 (Landing Gear Retracted)
04
S4
Left Gear NOT Uplocked On Ground
LGUPLK Far

32  LANDING GEAR

(Landing Gear Extended) In Air
Left Gear Downlock On Ground
LGDLK Near
3261 (Landing Gear Extended) In Air
05
S5
Left Gear NOT Downlocked
LGDLK Far In Air
(Landing Gear Retracted)
Left Aft Wheel Doors Closed On Ground
LAFTWHLDRS Near
3261 (Landing Gear Extended or Retracted) In Air
06
S6
Left Aft Wheel Doors NOT Closed
LAFTWHLDRS Far In Air
(Landing Gear In Motion)

5271 Service Door Closed J Near

08
S8
Service Door NOT Closed J Far
Nose Gear Downlocked On Ground
NGDLK Near
3261 (Landing Gear Extended) In Air
09
S9
Nose Gear NOT Downlocked
NGDLK Far In Air
(Landing Gear Retracted)
Nose Gear Drag Strut Locked On Ground
NGDST Near
3261 (Landing Gear Extended or Retracted) In Air
10
S10
Nose Gear Drag Strut NOT Locked
NGDST Far In Air
(Landing Gear In Motion)

Table 32-2.  PSEU Codes Sensor/Target Position (Sheet 1 of 3)

FOR TRAINING PURPOSES ONLY 32-101

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Sensor PSEU Function Function Target Aircraft on

No. Code Abbreviation Position Ground/In Air
Nose Gear Weight On Wheel 1
NGWOW1 Far On Ground
(Landing Gear Extended)
3261
11
S11 Nose Gear Weight NOT On Wheel 1
NGWOW1 Near In Air
(Landing Gear Extended or Retracted)

Right Gear Weight On Wheel 1

RGWOW1 Far On Ground
3261 (Landing Gear Extended)
12
S12
Right Gear Weight NOT On Wheel 1
RGWOW1 Near In Air
(Landing Gear Extended or Retracted)
Left Gear Weight On Wheel 1
LGWOW1 Far On Ground
3261 (Landing Gear Extended)
13
S13
Left Gear Weight NOT On Wheel 1
LGWOW1 Near In Air
(Landing Gear Extended or Retracted)
Nose Gear Fwd Wheel Doors Closed
NGFWDWHLDRS Near In Air
3261 (Landing Gear Extended or Retracted)
14
S14
Nose Gear Fwd Wheel Doors NOT Closed
32  LANDING GEAR

NGFWDWHLDRS Far In Air

(Landing Gear In Motion)
Right Gear Uplocked
RGUPLK Near In Air
3261 (Landing Gear Retracted)
15
S15
Right Gear NOT Uplocked On Ground
RGUPLK Far
(Landing Gear Extended) In Air
Right Gear Downlocked On Ground
RGDLK Near
3261 (Landing Gear Extended) In Air
16
S16
Right Gear NOT Downlocked
RGDLK Far In Air
(Landing Gear Retracted)
Right Aft Wheel Doors Closed On Ground
RAFTWHLDRS Near
3261 (Landing Gear Extended or Retracted) In Air
17
S17
Right Aft Wheel Doors NOT Closed
RAFTWHLDRS Far In Air
(Landing Gear In Motion)

5271 Emergency Exit Door Closed G Near

19
S19
Emergency Exit Door NOT Closed G Far
Passenger Door Closed
A Near -
5271 (Overcenter Mech)
21
S1
Passenger Door NOT Closed
A Far -
(Overcenter Mech)

Table 32-2.  PSEU Codes Sensor/Target Position (Sheet 2 of 3)

32-102 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Sensor PSEU Funtion Function Target Aircraft on

No. Code Abbreviation Position Ground/In Air
5271 Passenger Door Down and Locked B Far -
22
S2
Passenger Door NOT Down and Locked B Near -

5271 Baggage Door Closed - (Fwd Top Left) C Near -

23
S3
Baggage Door Open - (Fwd Top Left) C Far -

5271 Baggage Door Closed - (Aft Top Right) E Near -

25
S5
Baggage Door Open - (Aft Top Right) E Far -

- - Retract Command RET CMD - -

- - Extend Command EXT CMD - -

- - Flight Idle FLT IDLE - -

- - Indicated Airspeed IAS - -

Table 32-2.  PSEU Codes Sensor/Target Position (Sheet 3 of 3)

32  LANDING GEAR

Symbol Description
< Less than

> Greater than

∑ Sum

— Not (bar over abbreviation)

+ Or

· And

No. In disagreement

Table 32-3.  Equation Symbols

FOR TRAINING PURPOSES ONLY 32-103

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

dam03_3261500_025.dg, sw, 05/04/02

Table 32-4.  PSEU Equations Explanation and Results (Sheet 1 of 2)

32-104 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32  LANDING GEAR

dam03_3261500_026.dg, sw, 05/04/02

Table 32-4.  PSEU Equations Explanation and Results (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY 32-105

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
32  LANDING GEAR

Figure 32-36.  Tail Bumper Assembly

32-106 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-70-00 TAIL BUMPER Charge Valve

To charge the shock absorber with nitrogen,
a charge valve (3) is provided. This valve is
GENERAL located on the rod end of the shock absorber
(refer to MAINTENANCE PRACTICES for
The tail bumper is designed to damp excessive
charging procedure).
tail loads if rear fuselage ground contact occurs.
The tail bumper incorporates a wear pad and a
nitrogen-charged shock absorber. On aircraft Lower Fairing
incorporating Mod 8/1795 the tail bumper
The lowe r f a ir ing ( 6) is a str e a ml i n ed ,
assembly is not installed.
composite material shroud, which covers the
lower end of the tail bumper assembly. It
DESCRIPTION moves with the wear pad when compressed
under load.
Refer to Figure 32-36. Tail Bumper Assembly.
Fixed Fairing
Shock Absorber The fixed fairing (8) is the upper shroud for
The shock absorber (1) is trunnion-mounted the bumper assembly. The upper edge of the
on attachment bracket (10) and its lower end fairing contains a rubber boot to protect the
is attached to the lever arm (7). It provides a aircraft body from scrape marks when the

32  LANDING GEAR

reaction load against the pad, when the pad is fairing is attached. The fairing, which is made
in contact with the ground. of composite materials has a considerable
amount of flexibility and will sustain scuff
marks and some physical damage without a
Wear Pad need for repair.
The wear pad (4) is attached to lever arm (7) which
in turn is attached at one end to the attachment
bracket (10) and at the other end to shock absorber
(1). The pad will sustain considerable wear when
dragged against hard concrete surfaces. A hole
(5) in the pad is used to indicate wear (Refer to
MAINTENANCE PRACTICES for wear limit).

Attachment Bracket
Tail bumper attachment bracket (10) is attached
to the aircraft by four bolts (9) and all other
components are attached to this bracket.

Link Assembly
Link assembly (2) consists of an upper yoke
frame with a lower adjustable bearing end.

The upper yoke end of link assembly is

connected to tail bumper attachment bracket
(10) while its lower end positions the lower
fairing (6). The link assembly is pivoted to move
when the wear pad is subjected to ground loads.

FOR TRAINING PURPOSES ONLY 32-107

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

TOUCHED #1 E
RUNWAY OIL P

WARNING LIGHTS PANEL

32  LANDING GEAR

FRANGIBLE
SWITCH

Figure 32-37.  Touched Runway System (Sheet 1 of 2)

32-108 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-70-11 TOUCHED The system is powered from the 28VDC

right main bus and protected by 5-ampere
RUNWAY SYSTEM CONTACT WARN (N3) circuit breaker.

GENERAL OPERATION
The touched runway system provides a warning Refer to Figure 32-37.  Touched Runway
light in the flight compartment when the rear System (Sheet 2 of 2).
fuselage makes hard contact with the runway
on take off or landing. The normally closed frangible switch opens
on impact when the rear fuselage makes hard
contact with the runway on take off or landing.
DESCRIPTION The opening of the switch causes the relay (K1)
to de-energize and the TOUCHED RUNWAY
Refer to Figure 32-37. Touched Runway
warning light comes on.
System (Sheet 1 of 2).
The frangible switch can not be reset, once the
The touched runway system consists of a
circuit opens it remains open.
frangible switch 3152-S1 located on the bottom
of the fuselage at sta. X636.00, relay 3152-K1
on the No.1 relay panel behind the wardrobe

32  LANDING GEAR

and a warning light labeled TOUCHED
RUNWAY on the warning lights panel in the
flight compartment.

Figure 32-37.  Touched Runway System (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY 32-109

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-00-00 SPECIAL TOOLS & TEST EQUIPMENT

•• MLG door lock pins GSB1000019.
•• Shims - Local manufacture Stainless Steel 15-5 per AMS5659 or 17-4PH per AMS5643 or
equivalent. Passivate per ASTM A 967-96.
•• Insert/Extract Tool Daniels M83723/31-20.
•• Assembly Tool, Messier-Dowty CAT5021-3B.
•• Axle Jack ,GSB0700023.
•• Container, hydraulic fluid resistant.
•• Hydraulic Cart, Tronair 05-8005-3400.
•• Axle jack - GSB0700016.
•• Near/Far test targets - GSB3210003.
•• Tronair NEAR/FAR Test target P/N 99-8041-6000.
•• NLG door lockpin - GSB1000020.
•• Pressure sensitive tape - Tape 3M No. 213 or equivalent.
32  LANDING GEAR

•• Hydraulic power unit - Tronair 05-8005-3400.

•• Pitot static test adapter set - GSB3411009.
•• Electrical power unit.
•• MLG ground lock pin GSB1000007.
•• Nose gear ground lock.
•• Dummy Roller - 0.875 inch (22.23 mm) diameter
•• Go/No Go test gauge - Tronair 99-8110-6000 (Mod 8/1025).
•• Near/Far test targets - GSB3210003 (for WOW sensors).
•• Rig Pin - 0.375 inch (9.53 mm) diameter.
•• Manufactured shims - CSP 343-178.
•• Towing Bar - GSB0900002, GSB0900003, GSB0900005.
•• Gauge, Tread Depth.
•• MLG axle nut socket GSB3241006.
•• Bead breaker GSB3241003.
•• NLG axle nut socket GSB3241005.
•• Handheld Download Unit (HHDLU) Part No. 964-0446-001 or equivalent.
•• Hydraulic pressure gauge 0-3000 psi.
•• Reservoir servicing unit - Tronair P/N 06-8120-3600 or equivalent.
•• Tensiometer, 10 to 30 pounds (4.5 to 13.6 kg).
•• Anti-skid test units - GSB3242003.

32-110 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

•• Anti-skid spin up tool - Tronair 99-8042-6000.

•• Protractor GSB 3251004.
•• Multimeter for ECU test point readings.
•• Extractor - GSB3250001.
•• Installation Tool - Messier-Dowty Tools, CAT5103-7B and 8B.
•• Static wrist strap GSB2400011.
•• A jig is required to support the shock absorber in a vertical position. A method of applying
a measured force of 5,000 lb (2,268 Kg).
•• Vernier Gage or meter to measure 0-1 inch (25 mm) travel.
•• Flexible transparent tubing and connections to shock absorber body.
•• A two-way test valve.
•• Hydraulic pump for 2,000 psi metered to 1,400 to 1,500 psi.
•• Nitrogen cylinder with gages for 0 to 2,000 psi nitrogen (metered).

32-00-00 CAUTION & WARNINGS

32  LANDING GEAR

12-20-05 SCHEDULED SERVICING - (MODEL 311/314/315)

CAUTION
DO NOT MIX GREASE FROM DIFFERENT MANUFACTURERS OR
SPECIFICATIONS IN THE SAME COMPONENT. THE PROPERTIES
OF ONE GREASE CAN DECREASE THE LUBRICATION
PERFORMANCE OF THE OTHER GREASE. THIS COULD POSSIBLY
CAUSE UNSATISFACTORY LUBRICATION AND FAILURE OF THE
COMPONENT.

12-10-33 REPLENISHING - LANDING GEAR (MODEL 311/314/315)

CAUTION
ENSURE THAT CORRECT HYDRAULIC FLUID, SPECIFICATION
MIL-H-5606, IS USED TO FILL SHOCK STRUTS. USE OF
PHOSPHATE ESTER-BASE FLUIDS IS STRICTLY PROHIBITED
AS IT WOULD RESULT IN SEVERE DETERIORATION OF
SHOCK STRUT SEALS.

USE ONLY NITROGEN WHEN CHARGING SHOCK STRUTS.

DO NOT USE COMPRESSED AIR.

BEFORE RELEASING PRESSURE FROM SHOCK STRUTS,

ENSURE THAT AIRCRAFT IS WELL CLEAR OF HANGAR
STRUCTURE AND GROUND EQUIPMENT.

Revision 0.5
FOR TRAINING PURPOSES ONLY 32-111
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

ISOLATE ELECTRICAL POWER FROM LANDING GEAR AND

DEPRESSURIZE HYDRAULIC SYSTEMS.

WARNING

CHECK THAT NOSE GEAR GROUND LOCK IS FULLY

ENGAGED AND NOSE GEAR DOORS LOCK PIN IS INSTALLED
BEFORE SERVICING SHOCK STRUT. IF GROUND LOCK WILL
NOT MOVE TO FULLY ENGAGED POSITION, INSTALL NOSE
FUSELAGE JACK IMMEDIATELY (REFER TO CHAPTER 7)
BEFORE INVESTIGATING CAUSE OF PROBLEM.

CAUTION
DO NOT LOOSEN THE SWIVEL NUT TOO QUICKLY. THE
SHOCK STRUT CAN COMPRESS QUICKLY WHEN THE
PRESSURIZED HYDRAULIC FLUID OR NITROGEN IN THE
SHOCK STRUT PISTON IS RELEASED. DAMAGE TO THE
AIRCRAFT CAN OCCUR.
32  LANDING GEAR

WARNING

DO NOT LIFT THE LANDING GEAR WITH THE AXLE JACK

TOO MUCH. THE AIRCRAFT CAN BE LIFTED OFF THE MAIN
JACKS WITH THE AXLE JACK. DAMAGE TO EQUIPMENT AND
INJURIES TO PERSONS CAN OCCUR.

WARNING

MAKE SURE THAT THE LOCKPINS ARE INSTALLED ON

THE MAIN LANDING GEAR. MAKE SURE THAT THE NOSE
GEAR LOCK IS ENGAGED. THE LANDING GEAR CAN
ACCIDENTALLY RETRACT. THIS CAN CAUSE INJURY TO
PERSONS AND/OR DAMAGE TO EQUIPMENT.

CAUTION
PUT THE MAIN GEAR AXLE-JACK ON THE FORWARD SIDE
OF THE MAIN GEAR. IF YOU DO NOT DO THIS, YOU CAN
CAUSE DAMAGE TO THE BOTTOM OF THE SHOCK STRUT
OR TORQUE LINK.

CAUTION
DO NOT USE COMPRESSED AIR TO FILL THE TIRES.
USE ONLY COMPRESSED DRY NITROGEN. IF YOU USE
COMPRESSED AIR, YOU CAN CAUSE DAMAGE TO THE TIRES.

Revision 0.5
32-112 FOR TRAINING PURPOSES ONLY
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

WARNING

CHECK THAT MAIN GEAR GROUND LOCK AND MAIN GEAR

DOORS LOCK PINS ARE INSTALLED BEFORE SERVICING
PARKING BRAKE ACCUMULATOR.

32-10-07 MAIN GEAR SHOCK STRUT UPPER AND LOWER

TORQUE LINKS, (MODEL 311/314/315)
WARNING

MAKE SURE THAT ALL HYDRAULIC AND ELECTRICAL

POWER IS OFF BEFORE YOU DO MAINTENANCE ON THE
LANDING GEAR. THE LANDING GEARS CAN ACCIDENTLY
RETRACT. THIS CAN CAUSE INJURY TO PERSONS AND/OR
DAMAGE TO EQUIPMENT.

32-10-12 MAIN GEAR SHOCK STRUT (MODEL 311/314/315)

32  LANDING GEAR

WARNING

DOOR LOCK PINS MUST BE INSTALLED IN THE GROUND

LOCK PROVISION BRACKETS PRIOR TO WORKING IN THE
MAIN WHEEL WELL. FAILURE TO OBSERVE THIS WARNING
COULD RESULT IN INJURY.

CAUTION
IDENTIFY AND MARK THE INBOARD AND OUTBOARD
TRANSDUCER CABLES TO PREVENT INCORRECT (CROSSED)
INSTALLATION.

WARNING

MAKE SURE THAT YOU HAVE SUFFICIENT PERSONS OR

EQUIPMENT TO HOLD THE PISTON. THE PISTON WEIGHS
APPROXIMATELY 85 LB (38.6 KG). IF THE PISTON FALLS, IT CAN
CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT.

CAUTION
BE CAREFUL WHEN YOU MOVE THE PISTON IN THE
CYLINDER. IF THE PISTON IS NOT ALIGNED CORRECTLY, IT
WILL NOT MOVE FREELY WHEN YOU REMOVE OR INSTALL
IT. THIS CAN CAUSE DAMAGE TO THE O-RINGS OR SEALS.

Revision 0.5
FOR TRAINING PURPOSES ONLY 32-113
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

WARNING

BEFORE OPERATING NOSE LANDING GEAR ALTERNATE

RELEASE HANDLE IN FLIGHT COMPARTMENT FLOOR,
ENSURE THAT AREA AROUND NOSE GEAR DOORS IS CLEAR
OF PERSONNEL AND GROUND EQUIPMENT.

WARNING

BEFORE OPERATING, NLG ALTERNATE EXTENSION RELEASE

HANDLE IN FLIGHT COMPARTMENT, ENSURE THAT AREA
AROUND NOSE GEAR DOORS IS CLEAR OF PERSONNEL.

WARNING

ASSEMBLY OF SPRING TO RIGHT HAND DOOR IMPOSES

A LOAD OF APPROXIMATELY 30 POUNDS WHEN DOORS
ARE CLOSED.

WARNING
32  LANDING GEAR

NOSE GEAR FRONT DOORS WILL REMAIN OPEN BUT WILL

CLOSE IMMEDIATELY EXTERNAL HYDRAULIC POWER IS
APPLIED OR AN ENGINE STARTED.

32-30-01 EXTENSION AND RETRACTION (MODEL 311/314/315)

CAUTION
MAIN AND NOSE GEAR DOORS CAN BE DISCONNECTED
OR DOOR LOCK PINS INSTALLED PRIOR TO BLEEDING
TO PREVENT DOORS FROM CLOSING WHEN HYDRAULIC
POWER IS APPLIED. (REFER TO MAIN GEAR DOORS -
MAINTENANCE PRACTICES AND NOSE GEAR DOORS
- MAINTENANCE PRACTICES).

WARNING

HYDRAULIC FLUID MAY CAUSE SKIN IRRITATION. PREVENT

CONTACT WITH EYES OR SKIN. WEAR PROTECTIVE EYE
SHIELD OR GOGGLES AND GLOVES. IN CASE OF EYE
CONTACT, FLUSH EYES THOROUGHLY WITH WATER
AND SEEK PROMPT MEDICAL ATTENTION. IN CASE OF
INGESTION, SEEK PROMPT MEDICAL ATTENTION.

CAUTION
MAKE SURE THAT THE ALTERNATE RELEASE DOOR

Revision 0.5
32-114 FOR TRAINING PURPOSES ONLY
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

AND THE ALTERNATE EXTENSION DOOR ARE FULLY

CLOSED BEFORE YOU USE THE PRIMARY RETRACTION OR
EXTENSION SYSTEM OF THE LANDING GEAR. IF YOU DO
NOT DO THIS, IT CAN CAUSE DAMAGE TO LANDING GEAR
SYSTEM COMPONENTS.

CAUTION
MAKE SURE THE CENTER WING ACCESS PANELS ARE
INSTALLED BEFORE YOU DO THE EXTENSION AND/OR
RETRACTION OF THE LANDING GEAR SYSTEM. IF YOU DO
NOT DO THIS, IT CAN CAUSE DAMAGE TO THE AIRCRAFT.

WARNING

LANDING GEAR DOORS WILL CLOSE RAPIDLY WHEN

HYDRAULIC PRESSURE IS APPLIED.

32-35-01 ALTERNATE EXTENSION ADJUSTMENT TEST

32  LANDING GEAR

WARNING

PUT THE SAFETY DEVICES, THE WARNING SIGNS, AND THE

WARNING PLACARDS IN POSITION BEFORE YOU START A
PROCEDURE ON OR NEAR:
1.FLIGHT CONTROLS
2.FLIGHT CONTROL SURFACES
3. COMPONENTS THAT MOVE

MAKE SURE THAT THERE ARE NO PERSONS OR EQUIPMENT

ON OR NEAR THE FLIGHT CONTROL SURFACES.
ACCIDENTAL MOVEMENT OF THE FLIGHT CONTROLS
CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO
EQUIPMENT.

32-41-00 WHEELS
WARNING

DO NOT PROBE CUTS OR OBJECTS THAT ARE EMBEDDED IN

THE TIRE WHILE THE TIRE IS INFLATED. THE OBJECT CAN
EJECT FROM THE TIRE OR THE TIRE CAN EXPLODE. THIS
CAN CAUSE SERIOUS INJURIES.

Revision 0.5
FOR TRAINING PURPOSES ONLY 32-115
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

32-50-00 NOSEWHEEL STEERING SYSTEM

WARNING

IF THE NOSE STEERING CAUTION LIGHT DOES NOT COME

ON BEFORE THE NOSEWHEEL IS AT THE 70° POSITION, SET
THE STEERING SWITCH TO OFF. DO NOT RELEASE THE
STEERING HANDWHEEL UNTIL THE STEERING SYSTEM
IS OFF. IF YOU RELEASE THE HANDWHEEL WITH THE
STEERING SYSTEM ON, THE NOSE WHEEL WILL MOVE.
SUDDEN MOVEMENT OF THE NOSEWHEEL WITH THE TOW
BAR ATTACHED CAN CAUSE INJURIES TO PERSONS OR
DAMAGE TO EQUIPMENT.

32-61-50 PROXIMITY SWITCH ELECTRONICS UNIT

WARNING

RELEASE ALL HYDRAULIC PRESSURE BEFORE

OPERATING PSEU BITE SYSTEM TEST. BITE CIRCUITS CAN
32  LANDING GEAR

MOMENTARILY DRIVE ANY HYDRAULIC SYSTEM THAT

IS CONNECTED TO PSEU, EXCEPT THE LANDING GEAR
RETRACTION SYSTEM.

Revision 0.5
32-116 FOR TRAINING PURPOSES ONLY
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32  LANDING GEAR

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 32-117

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 27
FLIGHT CONTROLS
CONTENTS
Page
27-00-00 FLIGHT CONTROLS.................................................................................. 27-1
General................................................................................................................ 27-1
Roll Control.................................................................................................. 27-2
Yaw Control.................................................................................................. 27-2
Pitch Control................................................................................................. 27-3
Wing Flaps.................................................................................................... 27-3
Stall Warning/Stick Pusher............................................................................ 27-3
Gust Locks.................................................................................................... 27-3
Powered Flight Control Surfaces Position Indication .................................... 27-3
27-05-00 POWERED FLIGHT CONTROL SURFACES INDICATION SYSTEM....... 27-7
Description........................................................................................................... 27-7
Transmitter Synchros.................................................................................. 27-11

27  FLIGHT CONTROLS

Operation........................................................................................................... 27-11
27-10-00 ROLL CONTROL SYSTEM...................................................................... 27-13
Description......................................................................................................... 27-13
27-12-00 AILERON CONTROL SYSTEM................................................................ 27-13
Description......................................................................................................... 27-13
27-12-00 AILERONS................................................................................................ 27-17
Description......................................................................................................... 27-17
Aileron Trim Tab......................................................................................... 27-17
Aileron Geared Tab..................................................................................... 27-17

FOR TRAINING PURPOSES ONLY 27-i

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Page
27-12-00 AILERON GEARED TAB.......................................................................... 27-19
Description......................................................................................................... 27-19
Operation........................................................................................................... 27-19
27-12-00 AILERON SPLITTER QUADRANT.......................................................... 27-21
Description......................................................................................................... 27-21
27-12-00 AILERON QUADRANT ........................................................................... 27-21
Description......................................................................................................... 27-21
27-13-00 AILERON TRIM TAB SYSTEM................................................................ 27-23
Description......................................................................................................... 27-23
Aileron Trim Tab......................................................................................... 27-23
Aileron Trim Tab Actuator........................................................................... 27-23
Operation........................................................................................................... 27-25
Trim............................................................................................................ 27-25
27-14-00 ROLL SPOILERS CONTROL SYSTEM................................................... 27-27
Description......................................................................................................... 27-27
Roll Spoilers............................................................................................... 27-31
27  FLIGHT CONTROLS

Roll Spoiler Actuators................................................................................. 27-35

Spoilers Splitter Quadrant........................................................................... 27-35
Wing Spoiler Clutch.................................................................................... 27-37
Roll Disconnect Clutch............................................................................... 27-37
Tension Regulator....................................................................................... 27-37
Roll Spoiler Actuator Unload Valves........................................................... 27-37
Roll Spoiler Pressure Switch....................................................................... 27-37
Spoiler Cable Disconnect Sensor................................................................. 27-37
Operation........................................................................................................... 27-38

27-ii FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Page
27-16-00 ROLL DISCONNECT SYSTEM................................................................ 27-41
General.............................................................................................................. 27-41
Description......................................................................................................... 27-41
Operation........................................................................................................... 27-41
Clutch Engaged........................................................................................... 27-41
Clutch Disengaged...................................................................................... 27-41
Clutch Re-engagement................................................................................ 27-43
27-20-00 RUDDER CONTROL SYSTEM ............................................................... 27-45
Description......................................................................................................... 27-45
Rudder Pedal Assemblies............................................................................ 27-53
Rudder Restrictor Mechanism..................................................................... 27-53
Spring Strut and Motion Detector............................................................... 27-53
Rudder Mixing Quadrant............................................................................. 27-53
Operation........................................................................................................... 27-53
Normal Operation....................................................................................... 27-53
27-20-00 RUDDER................................................................................................... 27-55

27  FLIGHT CONTROLS

Description......................................................................................................... 27-55
27-22-00 RUDDER FEEL AND TRIM ..................................................................... 27-57
Description......................................................................................................... 27-57
Operation........................................................................................................... 27-59
Rudder Trimming........................................................................................ 27-59
Rudder Feel................................................................................................. 27-59
27-30-00 PITCH CONTROL SYSTEM..................................................................... 27-59
Description......................................................................................................... 27-59
27-32-00 ELEVATOR CONTROL SYSTEM............................................................. 27-61

FOR TRAINING PURPOSES ONLY 27-iii

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Page
Description......................................................................................................... 27-61
27-32-00 ELEVATORS............................................................................................. 27-63
Description......................................................................................................... 27-63
27-32-00 CONTROL COLUMNS ............................................................................ 27-63
Description......................................................................................................... 27-63
27-34-00 ELEVATOR SPRING TAB SYSTEM......................................................... 27-65
Description......................................................................................................... 27-65
Elevator Spring Tab..................................................................................... 27-65
Elevator Spring Tab Mechanism.................................................................. 27-65
Operation........................................................................................................... 27-65
27-36-00 ELEVATOR TRIM TAB SYSTEM ............................................................ 27-67
Description......................................................................................................... 27-67
Elevator Trim Tab........................................................................................ 27-67
Elevator Trim Tab Actuator.......................................................................... 27-67
Operation........................................................................................................... 27-67
27-36-00 STANDBY ELEVATOR TRIM SYSTEM................................................... 27-71
27  FLIGHT CONTROLS

Description......................................................................................................... 27-71
Operation........................................................................................................... 27-73
27-38-00 PITCH DISCONNECT SYSTEM............................................................... 27-75
Description......................................................................................................... 27-75
Operation........................................................................................................... 27-75
Clutch Engaged........................................................................................... 27-75
Clutch Disengaged...................................................................................... 27-75
Clutch Re-engagement................................................................................ 27-75
27-33-00 STALL WARNING/STICK PUSHER SYSTEM ........................................ 27-79

27-iv FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Page
Description......................................................................................................... 27-79
Stall Warning/Stick Pusher Computer......................................................... 27-81
Angle of Attack Vanes................................................................................. 27-81
Control Column Stick Shakers.................................................................... 27-81
Stick Pusher Actuator.................................................................................. 27-83
Nitrogen Gage/Charge Valve Assembly....................................................... 27-83
Stick Pusher Pneumatic Assembly............................................................... 27-83
Pressure Regulator...................................................................................... 27-83
Three-Way Directional Solenoid Valve........................................................ 27-83
Two-Way Solenoid Dump Valve.................................................................. 27-83
Pressure Switches........................................................................................ 27-83
Burst Disc................................................................................................... 27-83
Stick Pusher Test......................................................................................... 27-83
Stick Pusher Fault Indication....................................................................... 27-85
Low Altitude Stick Pusher Inhibit Controller (CR No.827CH00019)........... 27-85
Operation........................................................................................................... 27-85

27  FLIGHT CONTROLS

27-50-00 WING FLAPS SYSTEM............................................................................ 27-87
General.............................................................................................................. 27-87
Description......................................................................................................... 27-87
Flaps Drive System..................................................................................... 27-87
Flaps Control System.................................................................................. 27-87
27-52-00 FLAPS DRIVE SYSTEM.......................................................................... 27-89
General.............................................................................................................. 27-89
Description......................................................................................................... 27-89
Primary Drive Torque Tubes........................................................................ 27-90

FOR TRAINING PURPOSES ONLY 27-v

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Page
Secondary Drive Flexible Shafts................................................................. 27-90
Torque Sensor Unit..................................................................................... 27-90
Transfer Gearboxes..................................................................................... 27-91
Roller Carriage Assembly (Tracks 4 and 5)................................................. 27-93
Roller Carriage Assembly (Tracks 1, 2 and 3)............................................. 27-93
27-52-00 FLAP POWER UNIT (FPU)...................................................................... 27-97
General.............................................................................................................. 27-97
Description......................................................................................................... 27-97
Hydraulic Operation.................................................................................... 27-99
Operation.........................................................................................................27-101
27-53-00 FLAPS POSITION INDICATING SYSTEM............................................27-103
Description.......................................................................................................27-103
27-70-00 GUST LOCK SYSTEM...........................................................................27-105
Description.......................................................................................................27-105
General.....................................................................................................27-105
Aileron Gust Lock Mechanism..................................................................27-105
27  FLIGHT CONTROLS

Elevator Gust Lock Mechanism.................................................................27-105

Operation.........................................................................................................27-109
Aileron Gust Lock.....................................................................................27-109
Elevator Gust Lock....................................................................................27-109
27-00-00 SPECIAL TOOLS & TEST EQUIPMENT...............................................27-110
27-00-00 CAUTION & WARNINGS.......................................................................27-112
27-00-00 Flight Controls..................................................................................27-112
27-13-02 Aileron Trim Tab System...................................................................27-112
27-05-00 Power Flight Control Surface Indicator.............................................27-112

27-vi FOR TRAINING PURPOSES ONLY

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Page
27-05-16 Rudder Synchro Transmitter..............................................................27-113
27-12-00 Aileron Control System......................................................................27-113
57-60-71 Aileron and Tabs Balancing...............................................................27-113
27-00-00 Roll Spoiler Cable Disconnect Sensor...............................................27-114
27-20-00 Rudder Control System.....................................................................27-114
27-20-39 Rudder Hydraulic Pressure Switch....................................................27-115
27-36-00 Standby Elevator Trim System..........................................................27-115
27-32-00 Elevator Control System...................................................................27-116
27-33-04 Stick Pusher Pneumatic System........................................................27-116
27-51-05 Flap Select Switch............................................................................27-116
27-52-11 Flap Secondary Drive Shaft System..................................................27-117
27-52-61 Transfer Gearbox...............................................................................27-118

27  FLIGHT CONTROLS

Revision 0.5
FOR TRAINING PURPOSES ONLY 27-vii
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ILLUSTRATIONS

Figure Title Page

27-1 Flight Control Surfaces..............................................................................27-2
27-2 Flight Control Arrangement.......................................................................27-4
27-3 Roll Control Slide......................................................................................27-5
27-4 Powered Flight Control Surfaces Indication System (Sheet 1 of 3)............27-6
27-4 Powered Flight Control Surfaces Indication System (Sheet 2 of 3)............27-8
27-4 Powered Flight Control Surfaces Indication System (Sheet 3 of 3)............27-9
27-5 Synchro Transmitter.................................................................................27-10
27-6 Aileron Control System (Sheet 1 of 2).....................................................27-12
27-6 Aileron Control System (Sheet 2 of 2).....................................................27-14
27-7 Aileron Installation..................................................................................27-16
27-8 Aileron Geared Tab System.....................................................................27-18
27-9 Aileron Splitter Quadrant.........................................................................27-20
27-10 Aileron Trim Tab System.........................................................................27-22
27-11 Aileron Trim Tab Actuation and Indication Schematic.............................27-24
27-12 Roll Spoiler Control System (Sheet 1 of 2)..............................................27-26

27  FLIGHT CONTROLS

27-12 Roll Spoiler Control System (Sheet 2 of 2)..............................................27-28
27-13 Roll Spoiler Switches and Indications (Sheet 1 of 4)...............................27-30
27-13 Roll Spoiler Switches and Indications (Sheet 2 of 4)...............................27-32
27-14 
Roll Spoiler Actuator Internal Schematic (Inboard Spoiler Retracted) -
Hydraulic System No.1............................................................................27-34
27-13 Roll Spoilers Control System (Sheet 3 of 4)............................................27-36
27-13 Roll Spoilers Control System (Sheet 4 of 4)............................................27-36
27-15 Roll Disconnect System (Sheet 1 of 2)....................................................27-40
27-15 Roll Disconnect System (Sheet 2 of 2)....................................................27-42

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Figure Title Page

27-16 Rudder Control Schematic.......................................................................27-44
27-17 Rudder Control System (Sheet 1 of 3).....................................................27-46
27-17 Rudder Control System (Sheet 2 of 3).....................................................27-47
27-17 Rudder Control System (Sheet 3 of 3).....................................................27-48
27-18 Rudder Controls and Indicators (Sheet 1 of 2).........................................27-50
27-18 Rudder Controls and Indicators (Sheet 2 of 2).........................................27-51
27-19 Rudder Control System............................................................................27-52
27-20 Rudder Hinge Details..............................................................................27-54
27-21 Rudder Trim and Indication Schematic....................................................27-58
27-22 Elevator Control System (Sheet 1 of 2)....................................................27-60
27-22 Elevator Control System (Sheet 2 of 2)....................................................27-62
27-23 Elevator Spring Tab Mechanism...............................................................27-64
27-24 Elevator Trim Tab System (Sheet 1 of 2)..................................................27-66
27-24 Elevator Trim Tab System (Sheet 2 of 2)..................................................27-68
27-25 Elevator Trim Installation - Front Fuselage..............................................27-69
27-26 Elevator Control Schematic.....................................................................27-70
27  FLIGHT CONTROLS

27-27 Standby Trim System Controls.................................................................27-71

27-28 Standby Elevator System.........................................................................27-72
27-29 Pitch Disconnect System (Sheet 1 of 2)...................................................27-74
27-29 Pitch Disconnect System (Sheet 2 of 2)...................................................27-76
27-30 Stall Warning System - Location of Components (Sheet 1 of 2)...............27-78
27-30 Stall Warning System - Location of Components (Sheet 2 of 2)...............27-80
27-31 Stick Pusher Pneumatic Assembly...........................................................27-82
27-32 Stick Pusher Pneumatic Assembly...........................................................27-84
27-33 Flap Control/Drive Schematic..................................................................27-86

27-x FOR TRAINING PURPOSES ONLY

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Figure Title Page

27-34 Flaps - General Arrangement (Sheet 1 of 4).............................................27-88
27-34 Flaps - General Arrangement (Sheet 2 of 4).............................................27-92
27-34 Flaps - General Arrangement (Sheet 3 of 4).............................................27-94
27-34 Flaps - General Arrangement (Sheet 4 of 4).............................................27-95
27-35 Flap Power Unit.......................................................................................27-96
27-36 Flap Power Unit - Schematic....................................................................27-98
27-37 Flap Position Indicating System - Schematic........................................ 27-100
27-38 Flap Position Indicator.......................................................................... 27-102
27-39 Gust Lock System (Sheet 1 of 2).......................................................... 27-104
27-39 Gust Lock System (Sheet 2 of 2).......................................................... 27-106
27-40 Gust Lock Control Rigging Diagram.................................................... 27-108

27  FLIGHT CONTROLS

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CHAPTER 27
FLIGHT CONTROLS

27-00-00 FLIGHT CONTROLS

27  FLIGHT CONTROLS

GENERAL
The flight controls consist of roll control, yaw control, pitch control, and wing flap systems.
Stall warning and gust lock systems are also provided.
The primary flight control surfaces are operated by cables from either left or right control columns
and rudder pedals, allowing the aircraft to be flown from either the pilot’s or co-pilot’s position.

FOR TRAINING PURPOSES ONLY 27-1

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Roll Control Yaw Control

Roll control is by a conventional aileron control Yaw control is by rudder pedal movement or
system augmented by two hydraulically- electrically-actuated trim inputs controlling
actuated roll spoilers in each wing which raise hydraulic actuation of a two-sectioned rudder. A
proportionally with the upgoing aileron. The single cable circuit from the pedals controls two
ailerons are cable-operated from the co-pilot’s independently powered hydraulic actuators which
control wheel and roll spoiler actuation is normally operate together but can operate singly
cable-operated from the pilot’s control wheel. if one should fail. Artificial “feel” is provided.
The two circuits are normally interconnected The actuators move the fore rudder directly, and
but can be separated in an emergency by a roll the trailing rudder is geometrically linked to the
disconnect system to maintain a measure of fore rudder so that trailing rudder movement is
lateral control if jamming occurs in either the double that of the fore rudder.
aileron or roll spoiler system.
A rudder hydraulic damper maintains rudder
Geared tabs provide aerodynamic assistance to position against gusts when the aircraft is
aileron movement and an electrically-actuated parked and the hydraulics are not pressurized,
trim tab is located on the right aileron. but allows normal actuation when the hydraulic
systems are pressurized.

ELEVATOR TRIM TAB

ELEVATOR SPRING TABS

AILERON GEARED TAB (300) ELEVATOR TRIM TAB

TRIM TAB (INBD) (300)
SPRING/TRIM TAB (100/200)

AILERON OUTBOARD
ROLL SPOILERS

INBOARD ELEVATOR
ROLL SPOILERS
TRAILING RUDDER
OUTBOARD FLAP
27  FLIGHT CONTROLS

GROUND INBOARD FLAPS FORE RUDDER

SPOILERS
(SERIES 100
ONLY) OUTBOARD
FLAP

INBOARD
ROLL SPOILERS

OUTBOARD
ROLL SPOILERS
AILERON GEARED TAB (300)
SPRING TAB (100/200)

GROUND SPOILERS AILERON

(SERIES 100 ONLY)

Figure 27-1.  Flight Control Surfaces

27-2 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

A yaw damping provision is controlled by a Gust Locks

rudder servo control system.
A gust lock system, engaged from the flight
compartment, locks the ailerons neutral and
Pitch Control the elevators fully down when the aircraft is
parked or being taxied. The rudder damper
Control is by operation of left and right
damps the rudder against gusting when there
independently-mounted elevators, controlled
is no hydraulic system pressure.
by the pilot’s and co-pilot’s control columns
through left and right cable circuits. The two
circuits are normally interconnected, but can be Powered Flight Control Surfaces
separated in an emergency by a pitch disconnect
system, so that one side remains operative if
Position Indication
jamming occurs in the opposite side. The position of the rudder and spoiler control
surfaces is displayed on an indicator in the
Elevator movement on each side is through a flight compartment. The inputs to the indicator
spring tab system which provides aerodynamic are provided from transmitter synchros at
assistance. Elevator trim tabs are actuated the control surfaces and are converted in the
through a cable system controlled by an indicator for application to the flight data
elevator trim handwheel. recorder. Inputs from elevator and aileron
position transmitter synchros are also converted
and fed to the flight data recorder via the
Wing Flaps indicator, but elevator and aileron positions
The wing flap system consists of two flap are not displayed.
segments on each wing. Flap movement is
initiated electromechanically and is hydro-
mechanically driven.

Stall Warning/Stick Pusher

Left and right independent stall warning systems
are provided to warn of an impending stall
by shaking the control columns. Both control
columns shake in the event of an impending stall

27  FLIGHT CONTROLS

being sensed by only one system.

A nitrogen operated pneumatic stick pusher

system activated by the Stall Warning Stick
Pusher Computer provides forward pitch in
the event of an uncorrected deep stall for an
aft C of G configuration. This system consists
of a pneumatic system, a gage/charge valve
assembly and a linear actuator that pushes both
control columns forward in the event that a stall
is sensed by both left and right systems.

FOR TRAINING PURPOSES ONLY 27-3

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ROLL
DISCONNECT

PITCH
DISCONNECT

TORQUE
TUBE

AILERON
QUADRANT

COPILOT'S
RUDDER ELEVATOR
RUDDER QUADRANTS QUADRANT
RUDDER
27  FLIGHT CONTROLS

INTERCONNECT RESTRICTOR

PILOT'S
ELEVATOR
SPOILER QUADRANT
QUADRANT
STICK
PUSHER
300 ONLY
CONTROL ARRANGEMENT

Figure 27-2.  Flight Control Arrangement

27-4 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

ROLL
SPOILER
CABLE
TENSION
REGULATOR*

A
ELEVATOR
CONTROL
QUADRANTS

27  FLIGHT CONTROLS

SECTION A-A A
AILERON
*SERIES 100 AIRPLANES WITH MOD 8/0708
QUADRANT
CUT IN AC NO. 100 SERIES 125
300 SERIES 124 VIEW LOOKING FORWARD

Figure 27-3.  Roll Control Slide

FOR TRAINING PURPOSES ONLY 27-5

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

dam03_2705000_001.cgm, kms, 07/07/03

LEFT OUTBOARD
ROLL SPOILER
SYNCHRO INPUT

Figure 27-4.  Powered Flight Control Surfaces Indication System (Sheet 1 of 3)

27-6 FOR TRAINING PURPOSES ONLY

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27-05-00 POWERED NOTES

FLIGHT CONTROL
SURFACES INDICATION
SYSTEM
DESCRIPTION
Refer to:

•• Figure 27-4. Powered Flight Control

Surfaces Indication System (Sheet 1 of 3).
•• Figure 27-4.  Powered Flight Control
Surfaces Indication System (Sheet 2 of 3).
•• Figure 27-4.  Powered Flight Control
Surfaces Indication System (Sheet 3 of 3).

A powered flight control surfaces (PFCS)

indicator provides the pilot with separate
direct displays of rudder and roll spoiler
position. The indicator receives electrical
signals, representing angular position, from
transmitter synchros connected to the rudder
and roll spoiler control surfaces. The displays
are provided by synchro-driven pointers against
a graduated scale on the face of the instrument.
Elevator and aileron position information data
is also fed into the indicator for the flight data
recorder, but not displayed. The indicator is
located on the pilot’s instrument panel.

27  FLIGHT CONTROLS

The input signals from the right aileron, the
rudder, the left and right elevator and the left
and right inboard and outboard spoiler synchros
are converted in the indicator to 0.3 to 5VDC
analog signals which are applied to the flight
data recorder (refer to Chapter 31).

The system requires a power supply of 26V

400 Hz, supplied by the left 26VAC bus, and
5VDC for lighting.

FOR TRAINING PURPOSES ONLY 27-7

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27  FLIGHT CONTROLS

Figure 27-4.  Powered Flight Control Surfaces Indication System (Sheet 2 of 3)

27-8 FOR TRAINING PURPOSES ONLY

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PRE−MOD 8/1350

MOD 8/1350

2
2

27  FLIGHT CONTROLS

INDEX No. PART No. MANUFACTURER

40−603−4
1 PRE−MOD 8/1350 RAGEN DATA SYSTEMS
HI88C NOVATRONIC OF
1 MOD 8/1350 CANADA

2 13TX−0115−A ASTRO INSTRUMENTS

Figure 27-4.  Powered Flight Control Surfaces Indication System (Sheet 3 of 3)

FOR TRAINING PURPOSES ONLY 27-9

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27  FLIGHT CONTROLS

Figure 27-5.  Synchro Transmitter

27-10 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Transmitter Synchros NOTES

Refer to Figure 27-5. Synchro Transmitter.

All transmitter synchros are identical to each

other. Each consists of a wye winding stator in
a housing assembly, and a rotor assembly with
a spline shaft. Index marks are engraved on the
end of the rotor shaft and on the face of the
housing assembly at the shaft end. When the two
marks are aligned, the transmitter is electrically
at the zero position. The rotor is excited by
26VAC and the stator wye connected output
changes with the change of rotor position.

In order to prevent over rotation of the brushless

rotor, spring pin stops are installed. One spring pin
is mounted on the housing face, while the other is
mounted on the rotor shaft. The spring pin stops
permit the rotor shaft to rotate a minimum of plus
or minus 140° from electrical zero. For a detailed
location of each transmitter synchro, also removal/
installation, refer to the corresponding control
surfaces maintenance practices.

OPERATION
The rotor of each transmitter synchro is driven by
the movement of the associated control surface, and
a voltage equivalent to the° of movement (angular
position) is induced in the stator of the synchro.
This stator voltage is applied to the stator of the
corresponding synchro in the indicator, driving the

27  FLIGHT CONTROLS

rotor of the indicator synchro, and thus the indicator
pointer, to an angular position equivalent to the° of
control surface movement.

The range of travel for the rudder indicator

synchro is ±30° from a center scale zero. The
four spoiler indicator synchros move from scale
end zero to 75°.

The pointer scales for the spoilers are graduated

for neutral, mid-travel and full travel. The
rudder pointer scale is graduated at neutral, mid
and full travel for each side.

Outputs from all control surfaces are converted

to DC analog voltages (0.3 to 5V approximately)
and fed to the flight data recorder. Refer to
Chapter 31 for further details.

FOR TRAINING PURPOSES ONLY 27-11

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27  FLIGHT CONTROLS

Figure 27-6.  Aileron Control System (Sheet 1 of 2)

27-12 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-10-00 ROLL 27-12-00 AILERON

CONTROL SYSTEM CONTROL SYSTEM
DESCRIPTION DESCRIPTION
Roll control consists of an aileron control Refer to:
system, a roll spoiler system, and an
electrically-actuated aileron trim tab system. •• Figure 27-6. Aileron Control System
(Sheet 1 of 2).
The co-pilot’s control wheel operates the
•• Figure 27-6.  Aileron Control System
ailerons mechanically through the aileron
(Sheet 2 of 2).
control circuit. In flight, the pilot’s control
wheel provides inputs to two hydraulic roll
Rotary movement of the co-pilot’s control
spoiler actuators in each wing, through the
wheel is transmitted by a sprocket and chain
roll spoiler control system, to raise two roll
mechanism to a sprocket and lever assembly at
spoilers (inboard and outboard) simultaneously
the base of the co-pilot’s control column. A push
with and proportionally to upgoing aileron
rod connects the lever to an aileron quadrant
movement at low airspeeds (below 140 knots).
underneath the flight compartment floor. The
At airspeeds above 140 knots, only the inboard
normal position of the roll disconnect handle
roll spoilers operate in conjunction with the
is in, and the engagement spring in the clutch
ailerons.
retains the mechanism in the engaged position,
also at the base of the co-pilot’s control column,
The pilot’s and co-pilot’s roll control mechanism
connects the aileron control circuit to the roll
below the flight compartment floor are normally
spoiler control circuit to provide coordinated
interconnected to provide coordinated movement
movement of ailerons and spoilers (refer to ROLL
of ailerons and spoilers. The mechanisms can
DISCONNECT SYSTEM - DESCRIPTION
be disconnected from each other by a roll
AND OPERATION).
disconnect system if jamming of either the
aileron or roll spoiler circuits occur, thereby
Control cables are routed aft from the aileron
freeing the unjammed circuit to provide limited
quadrant, up the forward face of the flight
roll control.
compartment bulkhead, aft in the cabin roof,

27  FLIGHT CONTROLS

then through the roof to terminate at an aileron
Refer to appropriate sections in this chapter for
splitter quadrant on the aft face of the wing
details of the aileron control system, the roll
rear spar. An aileron control wing cable circuit
spoiler system, the roll disconnect system, and
is routed outboard from the aileron splitter
the aileron trim tab system.
quadrant along the aft face of each wing
rear spar to terminate at an aileron terminal
quadrant. Movement of the terminal quadrant
is transmitted to the aileron by a pushrod.

Both of the aileron fuselage control cables

pass through a cable seal in the cabin roof
near the wing rear spar. The seal consists of a
seal base, two split balls and a seal cover, and
provides sealing of the cables against loss of
cabin pressure.

FOR TRAINING PURPOSES ONLY 27-13

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27  FLIGHT CONTROLS

Figure 27-6.  Aileron Control System (Sheet 2 of 2)

27-14 FOR TRAINING PURPOSES ONLY

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PAGE INTENTIONALLY LEFT BLANK

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-15

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27  FLIGHT CONTROLS

Figure 27-7.  Aileron Installation

27-16 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-12-00 AILERONS NOTES

DESCRIPTION
Refer to Figure 27-7. Aileron Installation.

Each aileron is hinged to four hinge fittings

at the trailing edge of the wing. View holes
are located on the underside of the aileron for
visual inspection of the hinge pins. An access
panel is located at the center hinge point for
a similar purpose. A horn at the outboard end
of each aileron provides aerodynamic balance.
Internal mass balance weights are contained in
the horn leading edge.

A geared tab is hinged to the trailing edges

of the left and right ailerons, and a trim tab is
hinged to the trailing edge of the right aileron.
The trim tab mechanism is mounted forward of
the aileron front spar of the right aileron.

Aileron Trim Tab

The aileron trim tab is hinged to three hinge
fittings at the trailing edge of the right aileron.
The tab is connected by a push rod to a lever/
spring assembly and electrical actuator mounted
forward of the front spar in the aileron. The tab
is positioned by the actuator to achieve the
desired lateral trim.

27  FLIGHT CONTROLS

Aileron Geared Tab
The aileron geared tabs are hinged to four hinge
fittings at the trailing edge of each aileron. The
tab is connected to an aileron hinge arm by
a geared linkage consisting of two links, one
connected to the geared tab hinge, the second
to an acuator arm on the geared tab front spar.
Positional adjustment of the tab is by adjustment
bolts located on geared tab hinge arm.

FOR TRAINING PURPOSES ONLY 27-17

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-8.  Aileron Geared Tab System

27-18 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-12-00 AILERON NOTES

GEARED TAB
DESCRIPTION
Refer to Figure 27-8. Aileron Geared Tab
System.

An aileron geared tab is hinged to the inboard

trailing edges of the left and right ailerons.
The tab is controlled by an externally mounted
geared linkage on the underside of the aileron
and aileron geared tab.

At full aileron deflection (17°) the geared tab

deflects 5° out of the airflow to reduce pilot
effort at the control wheel. At smaller aileron
deflections the movement of the geared tab is
less thus providing the larger aileron surface
needed at small deflections.

The geared tab is hinged to four fittings at the

trailing edge of each aileron. The aileron hinge
arm is connected to the tab by a geared linkage
consisting of two links, one connected to the
geared tab hinge, the second to an actuator arm
on the geared tab front spar.

OPERATION
At maximum aileron deflection, the geared

27  FLIGHT CONTROLS

tabs move 5° opposite the ailerons direction
of travel. As the ailerons return to neutral the
tabs are geared to their neutral (0°) positions.

FOR TRAINING PURPOSES ONLY 27-19

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27  FLIGHT CONTROLS

Figure 27-9.  Aileron Splitter Quadrant

27-20 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-12-00 AILERON 27-12-00 AILERON

SPLITTER QUADRANT QUADRANT
DESCRIPTION DESCRIPTION
Refer to Figure 27-9. Aileron Splitter Quadrant. The aileron quadrant transmits aileron control
from the co-pilot’s control column to the
The aileron splitter quadrant transmits aileron aileron splitter quadrant. The aileron autopilot
control from the co-pilot’s control column to is also connected to this quadrant.
terminating quadrants in each wing. It also
provides attachment for the aileron gust lock The quadrant is mounted on the right hand side
mechanism, and a hole for inserting a rig pin. of the lower forward fuselage under the flight
compartment floor.
The quadrant is mounted on the rear face of the
rear spar, right of the aircraft centerline. The aileron quadrant assembly consists of a
double sheave pulley with attached travel stops,
Three pulleys on a common shaft make up and a lever assembly, mounted on bearings
the main body. The center pulley only, has supported by a single bolt and attached to two
a removable fitting with two cable retaining mounting brackets and two guard brackets.
holes. Top and bottom pulleys, holes are inset.
For rigging procedures, a ¼ inch rig pin hole is
A lever with an internal spring-loaded plunger, is provided for locking the quadrant.
attached off-center to the bottom of the quadrant.
When the gust locks are on, the plunger engages
a lock plate at the base of the quadrant, locking
the ailerons in neutral.

For rigging procedures, a ¼ inch rig pin hole

is provided for locking the gust lock arm in
neutral. A lock plate is engaged when the
ailerons are moved to neutral.

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-21

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AILERON TRIM SWITCH

27  FLIGHT CONTROLS

Figure 27-10.  Aileron Trim Tab System

27-22 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-13-00 AILERON TRIM NOTES

TAB SYSTEM
DESCRIPTION
Refer to Figure 27-10. Aileron Trim Tab
System.

An electrically-operated aileron trim tab is

hinged to the trailing edge at the inboard end of
the right aileron. Tab movement is controlled
by an aileron trim switch on a trim panel on
the center console in the flight compartment.
The tab is actuated by an electrical actuator,
mounted in the aileron, through a lever
assembly and an adjustable push rod.

An aileron trim tab position potentiometer,

connected to the lever assembly, controls an
aileron trim tab position indicator located on the
trim panel adjacent to the aileron trim switch.

The aileron trim switch has three positions:

LWD (left wing down), RWD (right wing
down) and an unmarked center-off position.
The switch is spring-loaded to return to its
center-off position when released.

Aileron Trim Tab

The aileron trim tab is hinged to three fittings

27  FLIGHT CONTROLS

at the trailing edge of the right aileron. The
tab drive bracket is connected by a push rod
to the trim mechanism. A mass balance weight
extends forward from the tab center hinge.

Aileron Trim Tab Actuator

The aileron trim tab actuator is an electromechanical
unit powered by a DC motor, which derives its
power from the 28VDC left essential bus.

An internal magnetic brake arrests actuator

movement when power to the actuator is switched
off, but releases when the actuator is energized.
Limit switches in the actuator operate at both
extremities of travel to switch off the motor.

FOR TRAINING PURPOSES ONLY 27-23

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

RIGHT
4 WING
DOWN
5
EXTEND A A
6

COMMON C C 1 LEFT
WING
2 DOWN
RETRACT B B
27  FLIGHT CONTROLS

Figure 27-11.  Aileron Trim Tab Actuation and Indication Schematic

27-24 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

OPERATION NOTES
Refer to Figure 27-11. Aileron Trim Tab
Actuation and Indication Schematic.

Trim
When the aileron trim switch is pressed to LWD,
power is applied to the “extend” terminal of
the actuator and the internal magnetic brake is
released. This action rotates the lever assembly
which moves the push rod and raises the trim tab.
When the switch is released the magnetic brake
operates to arrest actuator movement, thereby
preventing any further trim tab operation.

During actuator extension, the trim tab position

potentiometer is extended to reposition the
pointer of the trim tab position indicator
relative to the ° of trim movement.

When RWD is selected operation is similar to

that resulting from selection of LWD, but with
power being applied to the “retract” terminal
of the actuator.

If power to the indicator is removed the

indicator pointer goes off the scale.

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-25

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

2
3

7
8
4 5
9

15
REFER TO ROLL
DISCONNECT 2
SYSTEM

1
13

14
6
10 9
8
11

LEGEND
27  FLIGHT CONTROLS

1. Outboard roll spoiler.

12 2. Inboard roll spoiler.
38 (MOD 8Q100898)
3. Turnbuckles.
4. Spoilers splitter quadrant.
5. Turnbuckles.
6. Turnbuckles.
7. Outboard roll spoiler actuator.
REFER TO AILERON CONTROL 8. Wing spoiler clutch.
SYSTEM FOR CONTINUATION 9. Inboard roll spoiler actuator.
10. Roll spoilers control cables (left wing).
11. Roll spoilers control cables (fuselage).
12. Roll spoiler quadrant.
13. Pilot’s control wheel.
14. Copilot’s control wheel.
15. Roll spoilers control cables (right wing).
38. Roll spoiler cable disconnect
sensor assembly (8Q100898).

Figure 27-12.  Roll Spoiler Control System (Sheet 1 of 2)

27-26 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-14-00 ROLL wing spoiler clutch are a series of push rods,

levers and quadrants, which supply a mechanical
SPOILERS CONTROL input to both inboard and outboard roll spoiler
SYSTEM hydraulic actuators of each wing.

No.1 hydraulic system provides power to

DESCRIPTION operate the inboard roll spoilers and No.2
hydraulic system provides power to operate
Refer to: the outboard roll spoilers. At speeds below
140 knots, each actuator responds to pilot
•• Figure 27-12. Roll Spoiler Control input and progressively raises its connected
System (Sheet 1 of 2). spoiler (coincidental with the upgoing aileron).
A follow-up provision within each actuator
•• Figure 27-12.  Roll Spoiler Control causes actuator movement to cease when the
System (Sheet 2 of 2). selected position is reached.
The roll spoilers control system augments the Each actuator retains its spoilers down when
ailerons in providing lateral control. the spoiler controls are in neutral or actuation
is in a direction compatible with a downgoing
Rotary movement of the pilot’s control wheel is aileron. At speeds above 140 knots, only the
transmitted by a chain and sprocket mechanism inboard spoilers operate. The outboard spoilers
to a lever at the base of the control column. The are held down by hydraulic pressure due to
lever is connected by an interconnect push rod the closing of a No.2 actuator unload valve
to a normally engaged clutch mechanism (of controlled by the closing of either of two
the roll disconnect system) at the base of the paralleled speed switches, one in No.1 air data
co-pilot’s control column and a second lever computer and one in No.2 air data computer.
at the base of the pilot’s column connects to a
roll spoiler quadrant, via an interconnect rod.

A spoiler cable disconnect sensor is installed

in the spoiler control system. The sensor
automatically removes hydraulic extend pressure
from each spoiler actuator in the unlikely event

27  FLIGHT CONTROLS

of a fuselage spoiler cable disconnect.

Control cables are routed aft from the roll

spoiler quadrant under the cabin floor and
extend to the rear of the cabin. They extend
vertically up the forward face of the rear
pressure bulkhead and then forward along the
cabin roof to the rear spar area, where they are
routed through the cabin roof, to terminate at
the lower pulley of a spoilers splitter quadrant.
The spoilers splitter quadrant is secured to the
rear face at the center of the wing rear spar.

Separate control cables secured to the two upper

pulleys of the spoilers splitter quadrant are routed
outboard along the aft face of the rear spar of each
wing, they terminate at a spoiler clutch secured
at each outer wing rear spar. Connected to each

FOR TRAINING PURPOSES ONLY 27-27

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

22
23
24

CABLE SEAL

16
10 15

20
17 19
12

21

18

B
11

A 10

9
27  FLIGHT CONTROLS

7
25

26
D
NOTE
27 Hydraulic lines omitted for clarity.
C

Figure 27-12.  Roll Spoiler Control System (Sheet 2 of 2)

27-28 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

PAGE INTENTIONALLY LEFT BLANK

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-29

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CAUTION LIGHTS
Illuminate to indicate hydraulic pressure failure.
27  FLIGHT CONTROLS

The PFCS INDICATOR

shows the position and
movement of the roll
spoilers and rudder.

Appropriate ROLL SPOILER PRESSURE Switch

should be pushed for off.

Figure 27-13.  Roll Spoiler Switches and Indications (Sheet 1 of 4)

27-30 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Refer to: Both of the roll spoiler fuselage control cables

pass through a cable seal in the cabin roof
•• Figure 27-13. Roll Spoiler Switches and near the wing rear spar. The seal consists of a
Indications (Sheet 1 of 4). seal base, two split balls and a seal cover, and
provides sealing of the cables against loss of
•• Figure 27-13.  Roll Spoiler Switches and cabin pressurization.
Indications (Sheet 2 of 4).

Four push off switch/lights are provided, Roll Spoilers

two on the lower center side of the co-pilot’s
An inboard and an outboard roll spoiler are
instrument panel, and two on the center panel
provided at each wing. Each spoiler is hinged
of the right hand glareshield panel. The
to three hinge fittings built into the trailing
two switch/lights located on the co-pilot’s
edge of the wing shroud support structure. The
instrument panel are marked PUSH FOR
center hinge is common for both inboard and
OFF and are designated ROLL SPOILER
outboard spoilers. The spoilers fair with the
PRESSURE INBD and OUTBD. They are
wing top skin when retracted and can extend
provided to switch off either system in the
to approximately 74° upwards when actuated
event of pressure loss in either supply. If
. The inboard spoilers are located between
activated the switch/light will illuminate a
wing stations YW260.97 and YW333.00. The
yellow lens.
outboard spoilers are located between wing
stations YW333.00 and YW404.65.
The two switch/lights located at the center of the
glareshield panel are marked PUSH OFF, and
are designated POWER FLIGHT CONTROL NOTE
SHUT- OFF SPLR 1 and SPLR 2. Either switch/
Spoiler motion and position is
light will illuminate to indicate a spoiler jam.
at all times directly proportional
The SPLR 1 switch/light will illuminate if a
to control wheel movement.
jam occurs due to an actuator linkage jam in
During operation, the primary
the left or right wing inboard roll spoiler circuit.
stops of the aileron control
The SPLR 2 switch/light will illuminate, if
system can limit the travel of
a jam occurs due to an actuator linkage jam
the spoiler panels when the
in the left or right wing outboard roll spoiler
roll disconnect handle is not
circuit. Pressing the appropriate switch/light
pulled. The PFCS indicator in

27  FLIGHT CONTROLS

will deactivate the applicable system, keeping
the flight compartment displays
the affected inboard or outboard spoilers faired
roll spoiler position in response
with the wing structure.
to position sensors at each roll
spoiler panel. The maximum
Caution lights are provided to indicate failures
roll spoiler displacement is
and advisory lights indicate operation on
limited to approximately 75%
landing. The Powered Flight Control Surface
full travel except in a situation
(PFCS) indication system shows roll spoiler
where the roll disconnect must
position. Refer to POWERED FLIGHT
be used. In this case, the pilots
CONTROL SURFACE INDICATION SYSTEM
control wheel will deflect the
- DESCRIPTION AND OPERATION.
roll spoilers to their maximum
deflection of 74°.
Two spoiler clutches, one at each outer wing
rear spar, operate as control quadrants in
The center hinge bracket on each
normal operation. A clutch in the pulley of each
spoiler also serves as the drive
mechanism provides for disengagement and
bracket and is linked to the roll
isolation of either inboard or outboard spoilers
spoiler hydraulic actuator.
if servo actuator linkage jamming occurs.

FOR TRAINING PURPOSES ONLY 27-31

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-13.  Roll Spoiler Switches and Indications (Sheet 2 of 4)

27-32 FOR TRAINING PURPOSES ONLY

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PAGE INTENTIONALLY LEFT BLANK

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-33

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

INPUT
LINKAGE

SERVO
CONTROL
PILOT VALVE
INPUT

PRESSURE
RELIEF
VALVE

CONSTANT
HOLD DOWN
PRESSURE
27  FLIGHT CONTROLS

Figure 27-14.  Roll Spoiler Actuator Internal Schematic (Inboard Spoiler Retracted) -
Hydraulic System No.1

27-34 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Roll Spoiler Actuators A pressure relief valve

incorporated in each actuator
Refer to Figure 27-14. Roll Spoiler Actuator
protects against a jam of the
Internal Schematic (Inboard Spoiler Retracted)
servo control valve at the neutral
- Hydraulic System No.1.
position and provides relief during
momentary overload forces.
The roll spoiler actuators are mounted on the
aft face of each wing rear spar. One actuator
operates the inboard spoiler panel and the other Spoilers Splitter Quadrant
operates the outboard spoiler panel.
The spoilers splitter quadrant is secured to the
aft face of the wing rear spar to the left of the
Each actuator consists of a servo control valve,
aircraft centerline.
a pressure relief valve and an input linkage to
operate the servo control valve.
The mechanism consists of two bearing brackets
and a pulley assembly. The pulley assembly is a
With no control input, constant hydraulic
single unit consisting of three pulleys, the larger
pressure is supplied to the retract side of the
lower pulley accommodates the fuselage control
pistons of the actuators. This keeps the spoiler
cable, the center pulley, the right wing control
panels in the retracted position.
cable and the top pulley, the left wing control
cable. Roll inputs from the fuselage cables rotate
During operation, control input to the actuators (via
all three pulleys together to effect roll spoiler
the input linkage) moves the servo control valve.
operation through the wing control cable circuits.
This lets hydraulic pressure move the actuator
piston as necessary. When input motion stops,
the input linkage and the servo valve continues to
move until the force is balanced and the movement
of the actuator piston stops. When pilot input is
removed, the constant hydraulic pressure returns
the actuator to the spoiler down position.

NOTE
During maintenance when the

27  FLIGHT CONTROLS

constant hydraulic pressure is
removed (the hydraulic gauges
read 0 psig), it is possible that
the remaining system hydraulic
pressure can cause the actuators
to extend. This can occur because
the extend side of the actuator
piston has a larger surface area
than the retract side of the piston.
The remaining hydraulic pressure
can cause the force that is applied
to the extend side of the piston to
be more than the force that is
applied to the retract side of the
piston. This effect is a result of
production tolerances and other
system properties. Friction in the
actuator can prevent this effect.

FOR TRAINING PURPOSES ONLY 27-35

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

28

LEGEND
16. Interconnect rod.
17. Guard pin.
18. Quadrant stops.
29 19. Fuselage control cable pulley.
30 20. Upper pulley.
21. Spoiler control cables (above fuselage).
22. Seal cover.
23. Split ball.
24. Seal base.
10
31 25. Inboard actuator pushrod.
26. Wing spoiler clutch mechanism.
36 32
27. Outboard actuator pushrod.
28. Upper bearing bracket.
37 29. Bellcrank.
30. Connecting rod.
31. Clutch roller.
32. Clutch plate.
33. Clutch springs.
34. Lower bearing bracket.
35. Connecting rod.
35 36. Micro switch.
34 37. Pulley quadrant.
33

Figure 27-13.  Roll Spoilers Control System (Sheet 3 of 4)

STRUCTURAL
42 CHANNEL 39
(REF)
27  FLIGHT CONTROLS

43

40

45 41

LEGEND
39. Cam.
44 40. Arm assembly.
41. Leaf spring.
42. Microswitch.
MOD 8Q100898 43. Actuating lever.
44. Extension spring.
45. Spring anchor
bracket.

Figure 27-13.  Roll Spoilers Control System (Sheet 4 of 4)

27-36 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Wing Spoiler Clutch Roll Spoiler Actuator Unload Valves

Refer to Figure 27-13.  Roll Spoilers Control A roll spoiler actuator unload valve for the
System (Sheet 3 of 4). inboard roll spoilers is designated No.1 and
is located in No.1 nacelle on the right hand
A wing spoiler clutch mechanism is secured side of Sta XN175.55. An unload valve for the
to each outer wing rear spar, between the outboard roll spoilers is designated No.2 and
inboard and outboard roll spoiler actuators. is located similarly to the inboard unload valve
The mechanism consists of two mounting but in No.2 nacelle. The valves are solenoid
brackets, rollers, spring-loaded clutch operated, and, when energized, unload the
plates, a pulley quadrant, levers and two appropriate system to return, thereby retracting
microswitches. The assembly components are the corresponding spoilers.
mounted on a common shaft. The clutch acts
as a conventional quadrant in normal flight. Power for No.1 valve is supplied from the
The clutch will actuate either of the two 28VDC right essential bus via a 5 amp ROLL
microswitches to indicate the presence of a SPLR I/B ARM circuit breaker. Power for
jam. Power is provided from the 28VDC right No.2 valve is supplied from the 28VDC right
essential bus, via a 5 amp ROLL SPLR JAM essential bus via a 5 amp ROLL SPLR O/B
IND circuit breaker. ARM circuit breaker.

Roll Disconnect Clutch Roll Spoiler Pressure Switch

A roll disconnect clutch is secured to the base of A roll spoiler pressure switch for No.1
the co-pilot’s control near its pivot point, and is hydraulic system (inboard spoiler actuation) is
normally engaged to connect the chain drive of designated No.1 and located in No.1 nacelle.
the co-pilot’s control wheel, via an interconnect A pressure switch for No.2 hydraulic system
rod to the chain drive of the pilot’s control (outboard spoiler actuation) is designated No.2
wheel. When disengaged, the clutch mechanism and located similarly to the No.1 switch, but in
disconnects the chain drive sprocket of the No.2 nacelle. The switch closes when hydraulic
co-pilot’s column from the interconnect rod. For pressure falls to 450 to 550 psi, to illuminate
further details, refer to ROLL DISCONNECT ROLL SPLR INBD HYD or ROLL SPLR
SYSTEM - DESCRIPTION AND OPERATION. OUTBD HYD caution light as appropriate, and
opens at 600 to 750 psi increasing pressure.

27  FLIGHT CONTROLS

Tension Regulator Power for the lights is supplied from 28VDC
The spoiler cables tension regulator is mounted caution lights circuit breakers.
under the cockpit floor directly below the
pilot’s control column.
Spoiler Cable Disconnect Sensor
The regulator consists of a center shaft, two Refer to Figure 27-13.  Roll Spoilers Control
pivoting half sectors mounted on bearings System (Sheet 4 of 4).
and a force transmitting device in the form of
a locking cross bar. The pilot’s input on the The spoiler cable disconnect sensor assembly
control column causes rotation of both half consists of a spring-loaded roller arm, an extension
sectors and the cross bar thus acting like a spring, a spring anchor bracket, a leaf spring latch,
pulley. An automatic compensation function and two switches. The sensor assembly is attached
maintains cable tension within a given range to the fuselage structure, adjacent to the spoiler
according to temperature, wear or structural cable tension regulator, under the cockpit floor.
deflection.

FOR TRAINING PURPOSES ONLY 27-37

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

In the event of a fuselage cable disconnect, the NOTES

cable loop tension reduces to near zero and
(depending on which cable disconnects) either
the left or right hand spoiler panels deflect. The
spring actuates both switches. The cam, on the
arm assembly, locks behind the leaf spring.
This keeps the arm in the actuated position and
prevents switch bounce.

Actuation of the switches applies 28VDC to

energize the left and right roll spoiler unloading
valves. Energizing the roll spoiler unloading
valves removes hydraulic pressure from the
extend side of each spoiler actuator. Hold-down
pressure is then applied to retract the roll spoilers.

Spoiler system hydraulic pressure switches are

actuated by the loss of spoiler extend pressure.
The ROLL SPLR INBD HYD caution light
comes on immediately and the ROLL SPLR
OUTBD HYD caution light comes on when
the airspeed decreases below 135 knots. The
ROLL SPLR INBD HYD and ROLL SPLR
OUTBD HYD caution lights being on is the
indication that roll spoiler control has been
lost and subsequent lateral control is with the
ailerons only.

OPERATION
See MSM ATA 27.
27  FLIGHT CONTROLS

27-38 FOR TRAINING PURPOSES ONLY

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PAGE INTENTIONALLY LEFT BLANK

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-39

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-15.  Roll Disconnect System (Sheet 1 of 2)

27-40 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-16-00 ROLL a bank of three micro switches when the roll

disconnect clutch is disengaged. A micro switch
DISCONNECT SYSTEM on the aileron quadrant is operated when the
aileron handwheel range of movement exceeds
50° in either direction with the roll disconnect
GENERAL clutch disengaged. For further details refer to
ROLL SPOILERS CONTROL SYSTEM -
The roll disconnect system provides for
DESCRIPTION AND OPERATION.
disconnecting the aileron control mechanism
from the roll spoilers control mechanism in the
event of jamming of either mechanism. OPERATION
Refer to:
DESCRIPTION
•• Figure 27-15. Roll Disconnect System
Refer to:
(Sheet 1 of 2).
•• Figure 27-15. Roll Disconnect System •• Figure 27-15.  Roll Disconnect System
(Sheet 1 of 2). (Sheet 2 of 2).
•• Figure 27-15.  Roll Disconnect System
(Sheet 2 of 2). Clutch Engaged
The normal position of the roll disconnect
The aileron and roll control mechanisms are
handle is in, and the engagement spring in the
normally interconnected by an interconnect
clutch retains the mechanism engaged. When
rod when a clutch mechanism near the pivot
operation of the co-pilot’s control wheel rotates
point of the co-pilot’s control column is in its
the sprocket, rotary motion is transmitted by
normally engaged condition.
the clutch plates to directly operate the aileron
control system, and through the engaged lever and
The roll disconnect system is controlled from
clutch plate assembly to operate the roll spoilers
a horizontally mounted handle labeled ROLL
control mechanism. Rotation of the pilot’s control
DISC, located on the center console in the
wheel is similarly conveyed through the clutch
flight compartment. The disconnect handle is
mechanism to the aileron controls.
connected to the clutch mechanism by cables,

27  FLIGHT CONTROLS

pulleys and a spring-loaded lever assembly.
Clutch Disengaged
The cables between the handle and clutch
To disengage the clutch, the ROLL DISC handle
mechanism are routed under the flight
must be pulled out, and rotated 90° to retain it in
compartment floor. Adjustment to the system
the disengaged position. This action withdraws
is by turnbuckles, one in the forward roll
the lever and clutch plate assembly to disengage
disconnect cable and one in the cable from the
it from the sprocket of the clutch lever assembly
lever assembly to the clutch mechanism.
and compress the engagement spring.
The clutch mechanism is secured to the
Separation of the lever and clutch plate
co-pilot’s control column near its pivot point
assembly and clutch lever assembly is then
and is normally engaged to connect the chain
the point of division of the co-pilot’s (aileron)
drive and sprocket of the co-pilot’s wheel
control wheel inputs and pilot’s (roll spoiler)
with an interconnect rod to the roll spoilers
control wheel inputs.
control mechanism. When disengaged, the
clutch mechanism disconnects the chain drive
sprocket of the clutch lever assembly from the
lever and clutch plate assembly. A cam operates

FOR TRAINING PURPOSES ONLY 27-41

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-15.  Roll Disconnect System (Sheet 2 of 2)

27-42 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Clutch Re-engagement NOTES

When the roll disconnect handle is rotated
90°, the handle and the lever and clutch
plate assembly in the clutch mechanism are
returned to the engaged position by the return
and engagement springs. The lever and clutch
plate assembly reengages with the clutch lever
assembly when the two control wheels come
into alignment.

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-43

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

FLAP
SELECTOR
LEVER

PILOT'S CO-PILOT'S
RUDDER RUDDER
PEDALS PEDALS
RUDDER
INPUT
QUADRANTS RUDDER TRAVEL
LIMITER
MECHANISM
POWERED FLIGHT CONTROL SHUTOFFS
RUD 1 SPLR 1 SPLR 2 RUD 2

PUSH PUSH PUSH PUSH

OFF OFF OFF OFF
RUDDER
MIXING
QUADRANT

RUDDER INPUT FROM AIL LORE

QUADRANT YAW DAMPER
TRIM L R

SYSTEM
RUDDER
LWD RWD TRIM
TRIM

L R
L R
YAW DAMPER W
D
W
D
ACTUATOR
SUMMING UNIT
RUDDER TRIM
ACTUATOR ACTUATOR
LINKAGE
JAM SENSOR FEEL UNIT
LOWER NO. 1 FEEL SPRING
RUDDER
ACTUATOR
UPPER NO. 2
CAUTION RUDDER
LIGHTS ACTUATOR
# 1 RUD # 2 RUD
HYD HYD

RUD GUST RUD

PRESS DAMPER PRESS
CAUTION
PRESSURE LIGHTS
27  FLIGHT CONTROLS

SWITCH
NO. 1 AND 2
AIR DATA
COMPUTER
INPUT
NO. 1 HYDRAULIC NO. 2 HYDRAULIC
SYSTEM SYSTEM

NO. 1 AND 2 RUD FULL

AIR DATA RUDDER PRESS
COMPUTER PRESSURE CAUTION
INPUT REGULATOR LIGHTS
LEGEND
HYDRAULIC PRESSURE
HYDRAULIC RETURN
ELECTRICAL OPERATION
MECHANICAL OPERATION

Figure 27-16.  Rudder Control Schematic

27-44 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-20-00 RUDDER at a three pulley rudder mixing quadrant at

Sta. X396.00. From the lower pulley of the
CONTROL SYSTEM mixing quadrant, two control cables are routed
around separate pulleys to extend aft below
the cabin floor on the left hand side, through
DESCRIPTION the rear fuselage then upwards to terminate
at a pulley quadrant in the vertical stabilizer.
Refer to:
From the quadrant, a push rod connects to the
feel unit through the summing link. Quadrant
•• Figure 27-17. Rudder Control System rotation is opposed by two feel springs of the
(Sheet 1 of 3). feel unit to provide the artificial feel. A rudder
•• Figure 27-17.  Rudder Control System control interconnect push rod between the two
(Sheet 2 of 3). sets of pedals completes the circuit. The two
rudder control cables each pass through a cable
•• Figure 27-17.  Rudder Control System seal comprising a seal base, split ball and seal
(Sheet 3 of 3). cover, at the rear pressure dome located in
•• Figure 27-18. Rudder Controls and the rear fuselage. The seals provide sealing of
Indicators (Sheet 1 of 2). cables against loss of cabin pressurization. A
similar arrangement is provided as the cables
•• Figure 27-18.  Rudder Controls and pass through the empennage ceiling structure
Indicators (Sheet 2 of 2). in the tail cone section.
The aircraft is controlled directionally by A rudder input restrictor mechanism, installed
a two-sectioned rudder, with its sections at the co-pilot’s input quadrant allows full
designated fore and trailing rudder. The fore rudder travel when the flap lever is selected to
rudder is actuated by two hydraulic rudder detents of more than 0°. At 0°, rudder travel is
actuators mounted one above the other in the restricted.
vertical stabilizer. Movement of the trailing
rudder is transmitted from the fore rudder The input restrictor mechanism is controlled
by two push rods, one each at the upper and from the flap selector lever by push rods, levers
lower extremities of the rudder. The geometric and a lay shaft.
arrangement is such that trailing rudder
movement is twice that of the fore rudder. Trim movement caused by extension or

27  FLIGHT CONTROLS

retraction of the trim actuator deflects the
Actuator movement is controlled conventionally quadrant and resets the feel to a revised
from the pilot’s and co-pilot’s rudder pedals neutral position. Refer to RUDDER
through a duplicate control cable circuit and a FEEL AND TRIM - DESCRIPTION AND
rudder mixing quadrant. Alternatively, actuator OPERATION for further details. Each
movement can be initiated by an electrical trim actuator responds to quadrant rotation
actuator controlled by a rudder trim switch on through a spring strut and summing bar.
a trim panel located on the center console in
the flight compartment. A feel unit provides The summing bar pivots about the actuator
artificial feel during manual operation from the piston rod end and the input link provides inputs
rudder pedals. to extend or retract the actuator appropriately.
Resultant movement of the actuator piston rod
Two input quadrant connecting rods, one at each repositions the summing bar and input link to
rudder pedal mechanism, are each connected prevent further movement when the selected
to a rudder input quadrant below the flight rudder position is reached.
compartment floor. From each input quadrant
a pair of control cables extend aft below the
floor to terminate, through a series of pulleys,

FOR TRAINING PURPOSES ONLY 27-45

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-17.  Rudder Control System (Sheet 1 of 3)

27-46 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27  FLIGHT CONTROLS

Figure 27-17.  Rudder Control System (Sheet 2 of 3)

FOR TRAINING PURPOSES ONLY 27-47

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

INPUT ARM

PUSH ROD
27  FLIGHT CONTROLS

Figure 27-17.  Rudder Control System (Sheet 3 of 3)

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The upper of the two rudder actuators is pressure in either rudder hydraulic system.
powered from the number 2 hydraulic system, The lights are controlled by low pressure
and the lower actuator is powered from the switches mounted on the rudder damper. A
number 1 hydraulic system. At speeds of less RUD FULL PRESS caution light is provided
than 150 knots, a pressure regulator, located to indicate full 3000 psi hydraulic pressure
on a bulkhead inside the tailcone, reduces the to either rudder actuator.
pressure to each actuator to 1500 psi ±100 psi.
At speeds of 150 knots and over, pressure to A caution light labelled RUD PRESS
each actuator is reduced to 900 ±65 psi. The is located on the caution lights panel to
difference in airspeed is sensed by No.1 and indicate a failure of the system to reduce
No.2 air data computer. to 900 psi at aircraft speeds over 150 knots.
The light is controlled by relay K2 which
If jamming occurs in either actuator system, is energized by either No.1 or No.2 RUD
a spring in the spring strut is compressed PRESS switches, obtaining power via relay
by a change in the strut length, and a spring K4 from the 28VDC left main bus 5 amp
strut motion detector actuates a microswitch. RUD SPEED INDICATOR circuit breaker.
This causes the light in the corresponding The powered flight control indication
RUD 1 or RUD 2 rudder switch light on system indicates rudder position (refer to
the glareshield panel to come on. Power for POWERED FLIGHT CONTROL SURFACES
the RUD 1 switch light and related limit INDICATION SYSTEM - DESCRIPTION
switch is supplied from 28VDC left main AND OPERATION).
bus via a 5 amp RUD SYS ISOL 1 circuit
breaker; power for the RUD 2 switch light
and related limit switch is supplied from
28VDC right main bus via a 5 amp RUD
SYS ISOL 2 circuit breaker. The switch light
can then be depressed to depressurize the
affected system. Full 3000 psi pressure is
then automatically supplied to the unaffected
system which operates the rudder on its own,
as the inoperative actuator idles.

A rudder servo linear actuator (yaw damper),

27  FLIGHT CONTROLS

installed between the quadrant linkage and
the structure, responds to signals from
accelerometers to provide automatically
compensated rudder deflections. The
yaw damper operates independently or
in conjunction with an automatic flight
control system. For further details of the
yaw damper, refer to Chapter 22. A rudder
damper, mounted to the left of the rudder
actuators, permits rudder hydraulic actuation
when either or both hydraulic systems are
pressurized, but retains the rudder against
wind gust when the hydraulic systems are
not pressurized.

Two caution lights labelled No.1 RUD

HYD and No.2 RUD HYD are located on
the caution lights panel to indicate loss of

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 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Light will illuminate to indicate a failure

of hydraulic pressure to reduce to 900
psi in its related system during aircraft
speeds of 150 knots or more.

RUDDER HYDRAULIC PRESSURE

CAUTION LIGHTS
Either light will illuminate to indicate
hydraulic pressure loss in its related
system. Serviceable system pressure
automatically increases to 3000 psi to
maintain rudder operation.

Illuminate to indicate 3000 psi full

rudder pressure to one system.
27  FLIGHT CONTROLS

PFCS (POWERED FLIGHT CONTROL RUDDER PEDAL

SYSTEMS INDICATOR)

RUDDER PEDAL
ADJUSTMENT
RUD - Pointer indicates HANDLE
rudder position

NOTE:
Triangles indicate 16º left
and 18º right rudder.

Figure 27-18.  Rudder Controls and Indicators (Sheet 1 of 2)

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 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

PART OF GLARESHIELD PANEL

RUDDER SWITCH LIGHTS

Either light will come on to
indicate a jam in its related
system. When switch is pushed
off, light goes out, jammed
system is depressurized and
applicable RUD HYD caution light
comes on. Serviceable system
continues to operate but at
increased pressure to 3000 psi.

TRIM PANEL

27  FLIGHT CONTROLS

RUDDER TRIM POSITION
INDICATOR
Indicates direction and amount
of rudder trim applied.

RUDDER TRIM SWITCH

Selects two rates of trim in
each direction, permitting fine
or coarse adjustment.
Trimmed position is sensed as
neutral position.

Figure 27-18.  Rudder Controls and Indicators (Sheet 2 of 2)

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27  FLIGHT CONTROLS

Figure 27-19.  Rudder Control System

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Rudder Pedal Assemblies bar to initiate actuator movement. Each spring

strut is installed between the feel unit assembly
Refer to Figure 27-19. Rudder Control System.
and the corresponding actuator summing bar.
The pilot’s and co-pilot’s rudder pedal assemblies
A spring strut motion detector is installed
are pivot-mounted to brackets below the flight
parallel to each spring strut and consists of a
compartment floor. The rudder pedals rotate about
cam arm, link, and limit switch.
the pedal support tubes to provide foot brake
control. A system of rods and levers transfers
During normal operation, each spring strut
movement at the pedals to the brake cable system.
length remains constant. In the event of a jam
Refer to BRAKE SYSTEM - DESCRIPTION
in the corresponding actuator or its linkage,
AND OPERATION, Chapter 32 for further details.
input movement to the strut causes an inner
spring in the strut to compress, decreasing the
A rudder pedal adjustment handle is provided at
strut’s length. This decrease in length deflects
each rudder assembly to facilitate pedal adjustment
the motion detector cam arm relative to its link,
at either side. Each adjustment handle is located
triggering the limit switch. This illuminates the
on the casing between each set of rudder pedals.
corresponding RUD 1 or RUD 2 rudder switch
light on the glareshield panel to warn of the
Each pair of rudder pedals is connected by push rods
jammed condition. The switch light can then
to levers on the position adjustment mechanism, also
be depressed to disengage the affected system.
located under the flight compartment floor. From a
lever attached to the adjustment mechanism support
tube, a push rod connects the input quadrants of the
Rudder Mixing Quadrant
co-pilot’s and pilot’s rudder control system; from The rudder mixing quadrant is provided to ensure
an additional lever attached to the support tube an continued rudder control in the event of a fracture
interconnect rod connects the co-pilot’s and pilot’s of a left or right rudder cable in fuselage.
rudder control circuits.
The quadrant is located under the floor, secured
Rudder Restrictor Mechanism to the fuselage structure between Sta. X391.00
and X401.00. The quadrant has three pulleys
The rudder input restrictor mechanism is
and rotates on two integral bearings.
installed adjacent to the co-pilot’s rudder
input quadrant (right side). Both quadrant and
The upper pulley accommodates the left side
restrictor mechanism are secured to the same

27  FLIGHT CONTROLS

rudder control cables in fuselage, the center pulley,
support structure. Rudder travel is reduced at
the right side rudder control cables in fuselage and
flap lever setting of 0°. This is achieved by a
the lower pulley, the control cables to rudder.
plunger engaging between two stops secured to
the co-pilot’s input quadrant.
In the event of the left or right cables being
fractured forward of the mixing quadrant, rudder
At 0° flap lever setting, the restrictor mechanism
control will be maintained by either pilot or co-pilot
plunger is fully engaged and permits partial rotation
due to the interconnect rod linking both pedal
of the input quadrant. Upon moving the flap lever to
assemblies. The serviceable circuit will rotate
5° a push rod rotates a lay shaft and lever which in
the quadrant, transmitting movement through the
turn moves a second push rod to actuate the restrictor
lower pulley control cables to the rudder.
mechanism which pivots on a bearing shaft. The
restrictor plunger is withdrawn and clears the stops
as controls are operated. OPERATION
Spring Strut and Motion Detector Normal Operation
Two spring struts are provided, transmitting See MSM ATA 27.
quadrant movement to each actuator summing

FOR TRAINING PURPOSES ONLY 27-53

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27  FLIGHT CONTROLS

Figure 27-20.  Rudder Hinge Details

27-54 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-20-00 RUDDER In addition to the trailing rudder main hinges,

two safety hinges are provided, one each at the
upper and lower hinge points.
DESCRIPTION
On Mod 8/1037 aircraft, belleville washers and
Refer to Figure 27-20. Rudder Hinge Details. longer bolts at six main rudder hinge locations,
four radius rod locations and a minimum/
The fore rudder is hinged to the vertical maximum torque value prevent bolt rotation and
stabilizer at four main hinge points, the upper eliminate damage to bearings.
and lower hinges containing sealed self-
aligning ball bearings, and the two center hinges Bonding wires adjacent to the upper hinges
containing sealed double-row ball bearings. of the fore and trailing rudder are provided to
conduct static build up in the rudder control
At the center hinge fittings, extensions on surfaces to discharge through the airframe.
the right side of the hinge fittings are the
attachment points for the rudder actuators; a
fitting on the left side midway between the two
center hinge fittings is the attachment point for
the rudder damper.

In addition to the fore rudder main hinges, two

safety hinges are provided, one each at the
upper and lower hinge points.

At the fore rudder upper hinge point, the main

upper hinge fitting attaches to a hinge bracket
on the vertical stabilizer rear spar. An extension
on the right side of this bracket is the anchor
point for the upper push rod which extends
diagonally aft to a bracket on the upper hinge
fitting on the left side of the trailing rudder.
The arrangement at the lower hinge point is
similar to the upper hinge point except that the

27  FLIGHT CONTROLS

push rod attachment is positioned diagonally
left to right from front to rear.

The trailing rudder is hinged to the fore rudder

rear spar at three main points, the upper and
lower hinges containing sealed self-aligning
ball bearings, and the center hinge containing a
sealed double-row ball bearing. The upper and
lower main points each have two hinge fittings,
one of which is the attachment point for the
push rod. The push rods control movement of
the trailing rudder relative to the fore rudder.

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PAGE INTENTIONALLY LEFT BLANK

27  FLIGHT CONTROLS

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27-22-00 RUDDER FEEL NOTE

AND TRIM In flight, it is acceptable for the
pointer of the RUDDER TRIM
indicator to be within ±1 division
of the NOSE (neutral) position
DESCRIPTION with the conditions that follow:
A rudder feel and trim assembly provides -T
 he aircraft in straight and
artificial feel during operation of the rudder level flight at 200 kts. indicated
pedals. Electromechanical trimming is air speed.
controlled by the RUDDER switch located
- The AP/YD off.
on the TRIM panel on the center console and
indicated by an adjacent RUDDER TRIM -T
 he SPLR 1 and SPLR 2 switch/
indicator. Rudder trimming biases the complete lights are off and the PFCS
rudder system so that a newly trimmed position indicator shows all roll spoilers
is sensed by the pilot as the neutral position. in the fully retracted position.
-T
 he trim ball is centered with
The RUDDER switch provides for optional rapid
feet off the rudder pedals.
or slow rates of trim adjustment in each direction.
-T
 he wings are trimmed level with
The feel and trim assembly consists of a trim hands off the control wheels.
actuator anchored at the front to the vertical
-T
 he elevator trim wheel in the
stabilizer structure, and connected at the rear
TO (take-off) range.
to two trim arms. The trim arms are bearing-
mounted to a shaft (with integral actuating arms).
Also bearing-mounted to the shaft are two pairs
of link arms. A feel spring is retained at one end
to a trunnion between each pair of link arms
and at the other end to a spindle between the
trim arms, at the actuator end. A spacer between
each pair of link arms forms the point of contact
with the shaft actuating arm during trimming, or
rotation initiated from the rudder pedals.

27  FLIGHT CONTROLS

A rudder trim position potentiometer within
the trim actuator provides electrical inputs
to reposition the pointer of the RUDDER
TRIM indicator.

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27  FLIGHT CONTROLS

Figure 27-21.  Rudder Trim and Indication Schematic

27-58 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

OPERATION in the direction of rotation, while the opposite

spring is unaffected. During trimming, the
Refer to Figure 27-21. Rudder Trim and springs and trim arms move together.
Indication Schematic.
On completion of trimming, the springs become
anchored at the newly trimmed position and
Rudder Trimming once again provide feel when rudder pedal
When the rudder trim switch is selected fully operation deflects the assembly from its newly
to “L” for rapid trim, power is directed by the trimmed neutral position.
rudder trim switch from the 28VDC left essential
bus through a normally closed extend limit
switch to provide power to drive the actuator
27-30-00 PITCH
in an extend direction. The ground return is CONTROL SYSTEM
provided through a normally closed retract limit
switch and the rudder trim switch. If the actuator
is extended to its limit, the extend limit switch
DESCRIPTION
is opened to disconnect power to the motor and
Pitch control consists of two independent
connect the motor to a common ground.
elevator control circuits, each operating an
independently mounted, spring tab assisted
When the rudder trim switch is selected to the
elevator, and an elevator trim tab system.
mid graduation L line for slow trim, reduced
voltage is directed to the rudder trim actuator
The pilot’s control column operates the left
through voltage reducing resistors R3 and R4.
elevator through the left elevator control circuit
and the left elevator spring tab system. The
Extension of the actuator resets the quadrant
co-pilot’s control column operates the right
to bias the complete rudder system to the left.
elevator through the right elevator control
Actuator movement is transmitted through feel
circuit and the right elevator spring tab system.
unit arms and the link arms to rotate the shaft
to the newly trimmed neutral position.
The pilot’s and co-pilot’s control columns
are normally interconnected so that there is
Movement of the trim arm extends the rudder
simultaneous movement of both elevators.
trim position transmitter and provides a signal
The columns can be disconnected from each
to move the rudder trim indicator pointer

27  FLIGHT CONTROLS

other by a pitch disconnect system if jamming
towards its “L” position.
of one of the control circuits occurs, thereby
freeing the unjammed circuit to provide
When rudder trim switch is selected to “R”,
limited pitch control.
operation is similar but in an opposite direction.
A standby elevator trim system operates
If power to the indicator is removed the
through the elevator trim servo of the automatic
indicator pointer will go off the scale.
flight control system (AFCS).

Rudder Feel Refer to appropriate sections of this chapter

for details of the elevator control system, the
Rotation of the feel and trim assembly from
pitch disconnect system, the elevator spring tab
neutral, in either direction, extends one or the
system, the elevator trim tab system, and the
other of the feel springs to provide artificial
standby elevator trim system.
feel to the rudder pedal movement.

As the springs are anchored to the feel unit

arms at the actuator end, rotation of the shaft
actuating arms extends the spring at the side

FOR TRAINING PURPOSES ONLY 27-59

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27  FLIGHT CONTROLS

Figure 27-22.  Elevator Control System (Sheet 1 of 2)

27-60 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-32-00 ELEVATOR To facilitate rigging of the elevator control

system, rigging pins can be installed at the base
CONTROL SYSTEM of the pilot’s control column, both elevator
output quadrants, both elevator terminal
quadrants, both input levers and the elevators.
DESCRIPTION
Refer to:

•• Figure 27-22. Elevator Control System

(Sheet 1 of 2).
•• Figure 27-22.  Elevator Control System
(Sheet 2 of 2).

Fore and aft movement of the normally

interconnected control columns is transmitted
to left and right elevator control cable circuits.
The pilot’s control column is connected, via
an elevator output lever and elevator output
quadrant, to the left elevator control cable
circuit. The co-pilot’s control column is
connected, in a similar manner, to the right
elevator control cable circuit. The cable circuits
(and elevators) can operate independently if a
pitch disconnect system is actuated.

The left and right cable circuits are similar to

each other. The forward cables loop around
the elevator output quadrants, under the flight
compartment floor, and then extend aft, under
the cabin floor, through the rear fuselage, then
upwards into the vertical stabilizer to terminate
at left and right elevator terminal quadrants in

27  FLIGHT CONTROLS

the vertical stabilizer.

Terminal quadrant movement is transmitted by

pushrods, input levers and torsion springs to
deflect the elevators. The spring tabs are also
deflected, to provide aerodynamic assistance
to elevator movement, through a pushrod,
elevator trim lever, torque tube and link which
is connected to the elevator input lever.

Each elevator control cable circuit passes

through a cable seal in the rear pressure dome.
Each seal consists of a seal base, two split balls
and a seal cover, and provides sealing of the
cables against loss of cabin pressure.

FOR TRAINING PURPOSES ONLY 27-61

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27  FLIGHT CONTROLS

ELEVATOR SPRING TAB LEVER

Figure 27-22.  Elevator Control System (Sheet 2 of 2)

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 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-32-00 ELEVATORS A control wheel, pivot-mounted to the top

of the co-pilot’s control column operates an
aileron control mechanism (mounted on the
DESCRIPTION column near its pivot point) through chains and
sprockets within the control column. A similar
The left and right elevators are mounted arrangement in the pilot’s control column
independently of each other. Each elevator operates a roll spoiler control mechanism near
is hinged to three hinge fittings at the trailing the pivot point of the column. The aileron
edge of the horizontal stabilizer. A horn at the and roll spoiler mechanisms are normally
outboard end of each elevator carries internal interconnected, but can be disconnected by
mass balance weights at its forward end. roll disconnect actuation disengaging the clutch
mechanism. Refer to ROLL DISCONNECT
Bumper stops are located on a fitting at the SYSTEM - DESCRIPTION AND OPERATION
forward end of each elevator inboard rib. A for details of the roll disconnect mechanism.
spring-loaded gust lock latch is also secured
to this fitting. An interphone/transmit switch is housed at the
top of the outboard handgrip of each control
A spring tab is hinged to the trailing edge at the wheel. Provision is made for future inclusion
inboard end of each elevator. The spring tab of switches in a switch housing at the top of the
mechanism is installed forward of each elevator inboard handgrip of each control wheel.
front spar at its inboard end.
A stick shaker of the stall warning system is
A trim tab is hinged to the trailing edge at the attached to the forward face of each control
outboard end of each elevator. column and a stick pusher actuator is connected
to the pilot’s elevator quadrant under the flight
27-32-00 CONTROL compartment floor.

COLUMNS
DESCRIPTION
The pilot’s and co-pilot’s control columns

27  FLIGHT CONTROLS

are of conventional control column design.
Each column is bolted to a lateral torque
tube which is mounted in bearings under the
flight compartment floor. Aircraft with Mod
8Q101338 have a torque tube catcher assembly
that supports and prevents the torque tube from
fouling with the underfloor controls in the
event of a malfunction. A catcher assembly is
installed at both ends of the torque tube where
the torque tube is bolted to the control column.
The torque tube incorporates a clutch which can
be disconnected in the event of a jam in either
elevator control circuit to allow for individual
control column operation of the elevators.
Refer to PITCH DISCONNECT SYSTEM -
DESCRIPTION AND OPERATION for details
of the pitch disconnect mechanism.

FOR TRAINING PURPOSES ONLY 27-63

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

PUSH ROD − TAB

27  FLIGHT CONTROLS

Figure 27-23.  Elevator Spring Tab Mechanism

27-64 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-34-00 ELEVATOR In flight, air loads on the elevator oppose the

effort of the pilot when moving the control
SPRING TAB SYSTEM column. This produces a twisting movement,
which increases the load on the torque shaft.
DESCRIPTION This action is transmitted through the torque
tube, crank and push rod to deflect the spring tab
Refer to Figure 27-23. Elevator Spring Tab
in a direction opposite to elevator movement,
Mechanism.
and provides aerodynamic assistance in moving
the elevator.
The elevator spring tab system for each
elevator provides aerodynamic assistance to
On completion of an elevator movement, a
elevator movement. Each system consists of
balance is established between pilot effort, spring
an elevator spring tab, and elevator spring tab
tab assistance and air loads on the elevator.
mechanism and a push rod which connects the
mechanism to the tab. An elevator control push
Maximum tab deflection is governed by the
rod connects the elevator control circuit to the
crank stops, after which the elevators are moved
elevator and spring tab mechanism.
directly by the control column. Maximum input
movement is governed by the lever stops.
Elevator Spring Tab
For rigging of the elevator spring tab system,
An elevator spring tab is hinged at five points
refer to ELEVATOR CONTROL SYSTEM -
to the trailing edge at the inboard end of each
MAINTENANCE PRACTICES.
elevator. The tab drive bracket is connected
to a push rod which operates the tab through
the spring tab mechanism in the elevator. Two
mass balance weights are attached to arms
which extend forward of the tab leading edge.

Elevator Spring Tab Mechanism

The elevator spring tab mechanism, at the
inboard end of each elevator, consists of a

27  FLIGHT CONTROLS

torque shaft (primary spring), a torsion spring
type torque tube (secondary spring), a lever and
link which connect the elevator control push
rod to the torque shaft and the torque tube, and
a crank which transmits torque tube rotation via
a push rod to operate the spring tab. Lever and
crank travel is limited by stops.

OPERATION
When the elevator is operated with the aircraft at
rest, the lever pivots with only slight loading of
the torque shaft, slight deflection of the torque
tube and little movement of the spring tab, due
to the absence of air loads on the elevator.

FOR TRAINING PURPOSES ONLY 27-65

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27  FLIGHT CONTROLS

Figure 27-24.  Elevator Trim Tab System (Sheet 1 of 2)

27-66 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-36-00 ELEVATOR elevator trim tab actuator assembly and linkage.

Two mass balance weights are attached to arms
TRIM TAB SYSTEM which extend forward of the tab leading edge.

DESCRIPTION Elevator Trim Tab Actuator

The elevator trim tab actuator consists of a screw
Refer to:
jack connected to the trim tab by a fixed length
push rod, an idler assembly and an adjustable
•• Figure 27-24. Elevator Trim Tab
push rod. The elevator trim chain is located
System (Sheet 1 of 2).
around the sprocket of the screw jack. Trim
•• Figure 27-24.  Elevator Trim Tab movement, initiated from the flight compartment,
System (Sheet 2 of 2). rotates the sprocket of the screw jack to extend
or retract the jack to raise or lower the trim tab
The elevator trim tab system is controlled through the push rods and idler.
manually by operation of the pilot’s or
co-pilot’s elevator trim handwheels, located
on the center console in the flight compartment.
OPERATION
The handwheels are mounted on a common
Rotation of either elevator trim handwheel
shaft and control trim movement of two elevator
is transmitted through the handwheel chain,
trim tabs, one at the outboard trailing edge of
interconnect chain and layshaft to operate
each elevator, through sprockets, chains and
the elevator trim chain and cable assembly
chain/cable assemblies.
to operate each elevator trim tab actuator
assembly. A screw jack in the actuator assembly
An elevator trim tab position indicator
converts the rotary movement of the trim chain
is mechanically operated by, and located
assembly into linear movement. This action
alongside, the pilot’s elevator trim handwheel.
operates push rods which in turn move the trim
The indicator is provided with a scale marked
tab to the desired position.
ND (nose down), TO (take-off) and NU (nose
up). The indicator is illuminated by three
Elevator trim indication is accomplished
integral lights and the tip of the pointer also
mechanically. A spiral on the inside face of the
contains an integral light. The lights illuminate
pilot’s handwheel converts rotary movement of
when a TRIM LT switch, located adjacent to

27  FLIGHT CONTROLS

the handwheel to linear movement, through a
the indicator, is pressed.
follower pin on the upper end of the elevator
trim potentiometer. When a handwheel is
A potentiometer is interconnected to the trim
rotated in a nose-up direction, the pointer
indicator assembly and provides a signal of
moves towards NU proportionate to the amount
elevator trim tab position to the flight data
of trim selected. Conversely, rotation of the
recorder (refer to Chapter 31).
pilot’s handwheel in a nosedown direction
deflects the indicator towards ND.
Elevator trim can also be operated by the
elevator trim servo (refer to STANDBY
ELEVATOR TRIM SYSTEM - DESCRIPTION
AND OPERATION).

Elevator Trim Tab

The elevator trim tab is hinged at four points
to the trailing edge at the outboard end of each
elevator. The tab drive fitting is connected to
a push rod which operates the tab through the

FOR TRAINING PURPOSES ONLY 27-67

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27  FLIGHT CONTROLS

Figure 27-24.  Elevator Trim Tab System (Sheet 2 of 2)

27-68 FOR TRAINING PURPOSES ONLY

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27  FLIGHT CONTROLS

Figure 27-25.  Elevator Trim Installation - Front Fuselage

FOR TRAINING PURPOSES ONLY 27-69

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VALVE

CLOSED
M
E FUEL OPEN
R
1 QTY 2
G C
TANK 1
B LBS x 1000
AUX PUMP
PITCH
R
E A 0 3
K OFF
L NO
E
V T
E
DISCONNECT
A O
PARK
T
O
R
P
T
I
R
C
I NU
K
M TRIM LT

A/P PITCH
SERVO
27  FLIGHT CONTROLS

ARM

S
T
B
Y
O E
F L
E
F V
A
T
O
R STDBY ELEVATOR TRIM
NOSE DOWN
NOSE T
DOWN R
I
M
NOSE
UP
NOSE
UP

ELEVATOR ELEVATOR

A/P TRIM
SERVO

Figure 27-26.  Elevator Control Schematic

27-70 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-36-00 STANDBY
ELEVATOR TRIM
SYSTEM
DESCRIPTION
Refer to Figure 27-27. Standby Trim System
Controls.

A Standby elevator trim system is provided to

give trim tab control in the event of a trim cable
fracture occurring forward of the elevator trim
servo cable clamps. On Mod 8/1053 aircraft,
servo clamps prevent cables from twisting.

Elevator trim can be accomplished using the

elevator trim servo of the automatic flight
control system (AFCS). The standby elevator
trim system is armed by selecting a guarded
switch on the pilot’s side console to ARM.
Elevator trim is then controlled by either of two
spring loaded switches, one on the pilot’s side
console and one on the co-pilot’s side console.

27  FLIGHT CONTROLS

PILOT’S SIDE CONSOLE

Figure 27-27.  Standby Trim System Controls

FOR TRAINING PURPOSES ONLY 27-71

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PILOT'S ELEVATOR TRIM SWITCH

(LOCATED PILOT'S SIDE CONSOLE) AFCS
10
11

12

1
2 – NOSE DOWN
UP + NOSE UP
3 A

ELEVATOR TRIM SERVO

4 8E
5 + NOSE DOWN
DOWN
6 – NOSE UP
D
STANDBY ELEV TRIM
CONTROL SWITCH 7 8F
(LOCATED PILOT'S 8
SIDE CONSOLE) CLUTCH
(GUARDED) 9 EXCITATION
E
OFF
STDBY
ELEV 6 5
10A
TRIM K1
3 2 10
5 10H
28 VDC ARM 11
L ESS 10F
12

1
2
UP
3
4

DOWN
5 6
7 9811 TB3
8 AVIONICS TB'S
ABOVE WARDROBE
9

CO-PILOT'S ELEVATOR TRIM SWITCH

(LOCATED COPILOT'S SIDE CONSOLE)

PILOT SELECTION
(NOSE DOWN)

PILOT'S ELEVATOR TRIM SWITCH

(LOCATED PILOT'S SIDE CONSOLE) AFCS
10
11

12

1
2 – NOSE DOWN
UP + NOSE UP
3 A

ELEVATOR TRIM SERVO

4 8E
5 + NOSE DOWN
DOWN
6 – NOSE UP
D
STANDBY ELEV TRIM
8F
27  FLIGHT CONTROLS

CONTROL SWITCH 7
(LOCATED PILOT'S 8
SIDE CONSOLE) CLUTCH
(GUARDED) 9 EXCITATION
E
OFF
STDBY
ELEV 6 5
10A
TRIM K1
3 2 10
5 10H
28 VDC ARM 11
L ESS 10F
12

1
2
UP
3
4

DOWN
5 6
7 9811 TB3
8 AVIONICS TB'S
ABOVE WARDROBE
9
LEGEND
INPUT PWR CO-PILOT'S ELEVATOR TRIM SWITCH
(LOCATED COPILOT'S SIDE CONSOLE)
PWR TO SERVO
SERVO GND

CO-PILOT SELECTION
(NOSE UP)

Figure 27-28.  Standby Elevator System

27-72 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

OPERATION NOTES
Selecting, the red cover-guarded switch on the
pilot’s side panel supplies power to relay K1,
which energizes to remove the automatic flight
control system input to the elevator trim servo.

Selecting the pilot’s or co-pilot’s side panel

toggle switch to either the nose up or nose
down position routes power to the elevator trim
servo, which fins a ground through the opposite
toggle switch.

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-73

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-29.  Pitch Disconnect System (Sheet 1 of 2)

27-74 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-38-00 PITCH OPERATION

DISCONNECT SYSTEM Clutch Engaged
In the normal unactuated position, the pitch
DESCRIPTION disconnect handle is in its engaged (in) position.
The spring in the clutch mechanism retains the
Refer to: clutch and clutch plate in engagement with
each other to connect positively the pilot’s and
•• Figure 27-29. Pitch Disconnect System co-pilot’s control columns.
(Sheet 1 of 2).
•• Figure 27-29.  Pitch Disconnect System Clutch Disengaged
(Sheet 2 of 2).
To disengage the clutch, the handle must be
pulled out and rotated 90° to retain it in the
The pitch disconnect system provides for
disengaged position. This operates the cable to
disconnecting left elevator control from right
draw back the clutch lever and cam assembly
elevator control in the event of jamming of
which acts on cam followers to withdraw the
either control.
spring-loaded clutch from the clutch plate.
Clutch disengagement disconnects the two
The left and right elevator controls are normally
control columns from each other allowing them
interconnected by a pitch interconnect torque
to pivot independently.
tube when a pitch disconnect clutch mechanism
incorporated within the torque tube is in its
normally engaged position. Clutch Re-engagement
When the pitch disconnect handle is rotated
The pitch disconnect system is controlled by
90°, the handle and clutch are returned to the
a vertically mounted disconnected handle,
engaged position by the clutch lever spring.
marked PITCH DISC, located On the center
This allows the clutch to reengage with the
console in the flight compartment. The
clutch plate, when the two control columns
disconnect handle is connected by a cable
come into alignment.
system to the clutch mechanism.

The cables between the handle and clutch

27  FLIGHT CONTROLS

mechanism are routed under the flight
compartment floor. Adjustment of the system
is by a turnbuckle in the pitch disconnect cable.

The clutch mechanism consists of a housing, a

cable operated clutch lever and cam assembly,
and a spring-loaded clutch.

FOR TRAINING PURPOSES ONLY 27-75

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-29.  Pitch Disconnect System (Sheet 2 of 2)

27-76 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

PAGE INTENTIONALLY LEFT BLANK

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-77

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

ANGLE OF ATTACK
(AOA) VANE
(RIGHT SIDE
SIMILAR)

100 _ + 2 _
VANE TRAVEL

FACE OF ANGLE OF
ATTACK (AOA) VANE

PILOT’S SIDE
PANEL
(SEE SHEET 2)

100 _ + 2 _
VANE TRAVEL

ALIGNMENT BUSHINGS STALL WARNING/

(2 PLACES) STICK PUSHER
COMPUTER S T A T IC
S EN S IT IV E

CONTROL COLUMN
27  FLIGHT CONTROLS

SHAKER (RIGHT
SIDE SIMILAR) BI T E T ES T

LOW ALTITUDE FAULT

STICK PUSHER CH A NN EL 1 − CH A NN EL 2

CONTROLLER PUSHER
ELECTRICAL
EQUIPMENT
S T I C K P U S H E R T ES T
ENABLED

SHELF
DHC S PEC I FI C A T IO N N O. S RD 405
(TOP RIGHT
P /N 9 0 6 − 1 0 0 0 0 −
SIDE)
SER. N O .
Q A AC C EP TAN C E
M OD

A B C D E F G

B A C 29PPS 10091

Figure 27-30.  Stall Warning System - Location of Components (Sheet 1 of 2)

27-78 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-33-00 STALL NOTES

WARNING/STICK
PUSHER SYSTEM
DESCRIPTION
Refer to Figure 27-30. Stall Warning System -
Location of Components (Sheet 1 of 2).

The stall warning/stick pusher system provides

warning of an impending stall by shaking both
control columns and pneumatically pitching
both control columns forward. The system also
provides a fast/slow indicator function which
is related to the stall speed of the aircraft and
is indicated on the flight director indicators.

The system requires 28VDC for operation and

consists of two independent identical sub-
systems No.1 system (left) and No.2 system
(right). Each sub-system consists of a stall
warning/stick pusher computer, an angle of
attack vane, a stick shaker motor; the two
systems share a stick pusher. The stick
pusher requires an input from both computers
before a push output is generated. The flap
position indicator, torque indicators, left and
right angle of attack vanes, Attitude Heading
and Reference System and Digital Air Data
Computer provide inputs to the computers
of both sub-systems which in turn use the
information to compensate for Mach number,

27  FLIGHT CONTROLS

true airspeed, pitch and roll angles and rates,
yaw rates and normal acceleration.

The Stall Warning Stick Pusher Computer is

mounted on the top shelf of the right electrical
equipment rack. The angle of attack vanes are
mounted on the fuselage below the pilot and
co-pilot’s windows. A stick shaker is mounted
in front of each control column and a stick
pusher assembly is attached to the pilot’s
elevator control quadrant.

On aircraft incorporating CR No.827CH00019,

a Low Altitude Stick Pusher Controller has
been installed to allow the stick pusher to be
available whenever the aircraft is airborne.

FOR TRAINING PURPOSES ONLY 27-79

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

CAUTION LIGHTS PANEL

27  FLIGHT CONTROLS

CO-PILOT’S CENTER GLARESHIELD PANEL

(PILOT’S SIDE SIMILAR)

PILOT’S SIDE CONSOLE

Figure 27-30.  Stall Warning System - Location of Components (Sheet 2 of 2)

27-80 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Stall Warning/Stick Pusher When the stall warning/stick pusher computer

is loose in the tray or completely removed
Computer (“box ajar”) the No.1 STALL SYST FAIL,
Refer to Figure 27-30.  Stall Warning System - No.2 STALL SYST FAIL and PUSHER SYST
Location of Components (Sheet 2 of 2). FAIL caution lights come on. The stall warning
stick pusher system is inhibited on the ground
The Stall Warning/Stick Pusher Computer is by means of WOW signal from the PSEU and
mounted on the top shelf of the right electrical the radio altimeter below 400 feet AGL signal.
equipment rack in the flight compartment BITE function is inhibited when airbourne.
behind the co-pilot. The computer receives
analog inputs from angle of attack sensors,
flap position sensors and torque indicators.
Angle of Attack Vanes
Avionics Standard Communication Bus (ASCB) Two angle of attack vanes are installed, located
digital data is received from the Digital Air below the pilot’s and co-pilot’s side windows
Data Computer (DADC) and Attitude Heading mounted on the fuselage. The vanes protrude
and Reference System (AHRS). The computer into the local airflow sensing the attack angle
processes these signals to provide outputs for by rotating the internal armature of a resolver
stall warning/stick pusher, stick pusher and mounted in each unit, thus producing an analog
fast/slow indicator functions. Test switches signal equivalent to the aircraft angle of attack.
and internal monitors are used to check all Each unit is equipped with a 115VAC case and
operations, and system faults are indicated vane heater which is active as long as variable
by caution lights to assist in troubleshooting. AC power is supplied.
A Built In Test Equipment (BITE) display
presents a fault isolation phrase.
Control Column Stick Shakers
Fault codes stored in the computer are cleared Each shaker, located on the control column,
by pressing and holding the related BITE consists of an enclosed motor with an
TEST CHANNEL 1 switch or BITE TEST unbalanced weight geared to the drive shaft.
CHANNEL 2 switch (on the front panel of the The vibration generated by the motor is
computer) for more than 10 seconds. mechanically coupled to the control wheel.
Actuating the motor with 28VDC causes the
The system is a two-channel redundant control column to shake.
computer design using similar hardware and

27  FLIGHT CONTROLS

software in both of its channels. Both channels
are separated physically but share the same
enclosure and BITE display circuitry. Each
channel of the Stall Warning/Stick Pusher
Computer executes a stall warning and fast/
slow algorithm independent of the other. Either
channel can provide stall warning (stick shaker)
output independently, but both computer
channels must be in agreement to provide an
output to the stick pusher.

To further protect against erroneous stick pusher

signals, both “push” commands are externally
“ANDed” by series coupled solenoid valves.

The computer requires a nominal 28VDC for

operation.

FOR TRAINING PURPOSES ONLY 27-81

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

PSI
X 1000

MODEL 311

PSI
X 1000

STICK PUSHER
MODEL 301 PNEUMATIC ASSEMBLY

ACCESS DOOR SURROUND

ACTUATOR
TRAVEL
LIMITER
ELEVATOR
QUADRANT
27  FLIGHT CONTROLS

STICK PUSHER
ACTUATOR

Figure 27-31.  Stick Pusher Pneumatic Assembly

27-82 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Stick Pusher Three-Way Directional Solenoid

Refer to Figure 27-31. Stick Pusher Pneumatic
Valve
Assembly. The two solenoid valves, which contain valve
position monitoring switches, are connected in
The stick pusher is nitrogen operated, and SWSP series pneumatically, but receive their electrical
computer activated in the event of an uncorrected signal from separate sources via the SWSP
stall and consists of a pneumatic assembly, a computer. This is done to reduce the possibility
gage/charge valve assembly and an actuator. of an unwanted pusher operation.

Stick Pusher Actuator Two-Way Solenoid Dump Valve

The stick pusher actuator is a single acting The dump valve is designed to dump unwanted
pneumatic type actuator (refer to Figure 27-31). pressure in the actuator to atmosphere. When the
pressure in the line to the pusher actuator rises to
The actuator’s piston is guided by an internal 100-125 psig, a pressure switch will activate the
bushing and sealed with Teflon seals. Two springs PUSH OFF switch circuit light in the aircraft’s
are housed in each end of the actuator’s cylinder cockpit. The pilot can then actuate the PUSH
to retract the piston and provide damping. OFF switch, opening the dump solenoid valve
which vents the line pressure to atmosphere.
Nitrogen Gage/Charge Valve
Assembly Pressure Switches
Two pressure switches are used in the stall
Nitrogen (N2) pressure indication and recharging
warning stick pusher system. One actuates on
facilities for the nitrogen reservoir bottle are
rising pressure, at 100-125 psig, and the other
combined into a single pressure gage/charge valve
actuates on decreasing pressure, at 450 psig.
assembly located in the nose, forward of the main
The computer will turn on the PUSHER SYS
DC battery. A filtered charging union mounted on
FAIL caution light when the cylinder pressure
the stick pusher actuator is installed to prevent
drops below 450 psi. A burst disc will vent the
any contamination within the assembly.
cylinder if pressure exceeds 2400 psig.

Stick Pusher Pneumatic Assembly

27  FLIGHT CONTROLS

Burst Disc
The stick pusher pneumatic assembly is a
A burst disc is incorporated and is designed to
manifold system, incorporating; a pressure
burst upon continuous application of pressure in
regulator, three-way directional valve, two-way
the cylinder in excess of 2400 psig. The burst
solenoid dump valve, two pressure switches, burst
disc is located at the forward end of the installed
disc and a built in 15 cu in. pressure cylinder.
pneumatic assembly. A burst disc retention bolt
is installed to prevent damage to the disc and to
Pressure Regulator provide a safety guard over the disc aperture.
The pressure regulator regulates the pressure
from the cylinder (Model 301: 2000 psig max, Stick Pusher Test
Model 311: 1550 psig max) and reduces it to a
Each Stall warning Stick Pusher computer
set pressure of 200 ±15 psig.
channel has a separate switch on the front
panel which will initiate a pusher function test.
The pressure regulator has a built-in pressure
To activate the pusher both STICK PUSHER
relief system which vents to atmosphere after
TEST switches must be pressed simultaneously.
the regulator’s internal pressure rises to a
Activation of these test switches will cause the
fixed percentage above the set outlet pressure
pusher function to be tested.
of the regulator.

FOR TRAINING PURPOSES ONLY 27-83

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

LEGEND TO STICK PUSHER SHUTOFF

FULL PRESSURE NITROGEN SWITCHLIGHT CIRCUIT 28 VDC

REDUCED PRESSURE NITROGEN

EXHAUST
BURSTER
DISC
PRESSURE
PRESSURE
REDUCER VALVE
STICK PUSHER
STICK PUSH-OFF SWITCH LOW-
PUSHER PRESSURE
ACTUATOR SWITCH

EXHAUST EXHAUST

FROM
STICK PUSHER
SHUTOFF EXHAUST DIRECTION CONTROL
SWITCHLIGHT 28 VDC VALVES NITROGEN
DUMP CYLINDER
CIRCUIT
VALVE

NO.1
STALL WARNING
STICK PUSH COMP NITROGEN GAGE/
P10A
CHARGE VALVE
PUSHER COM 30 ASSEMBLY
VALVE SW 46
LOW-PRESS SW 45
PUSHER FAIL 56
NO.2
STALL WARNING PUSHER
STICK PUSH COMP SYST FAIL
PUSHER COM 30
VALVE SW 46
LOW-PRESS SW 45
PUSHER FAIL 56

MAX CHARGE IS
2,000 PSIG. THREE WAY
CLEAR SWSP DIRECTIONAL
NONVOLATILE SOLENOID
PSI MEMORY AFTER VALVES
1000
FILLING

NITROGEN CYLINDER
27  FLIGHT CONTROLS

PRESSURE GAGE AND

CHARGING JACK

KILL PRESSURE
SWITCH
PRESSURE
REGULATOR
QUADRANT OPERATING LOW-NITROGEN-
ANVIL PRESSURE
STICK PUSHER SWITCH
ACTUATOR

ELEVATOR
QUADRANT

NITROGEN
CYLINDER

Figure 27-32.  Stick Pusher Pneumatic Assembly

27-84 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Stick Pusher Fault Indication NOTES

Three caution lights are provided to alert the
flight crew of faults associated with the Stall
Warning Stick Pusher System. These lights
include the No.1 STALL SYST FAIL, No.2
STALL SYST FAIL and PUSHER SYST FAIL.

Low Altitude Stick Pusher Inhibit

Controller (CR No.827CH00019)
The Low Altitude Stick Pusher Inhibit Controller
is mounted on the top shelf of the right electrical
equipment rack beside the Stall Warning/Stick
Pusher Computer in the flight compartment
behind the co-pilot. The controller allows the
stick pusher system to operate below 400 ft
RAD ALT by processing input signals from
AOA sensors, stick shaker, RAD ALT and
WOW sensors.

Below 400 ft the Low Altitude Stick Pusher

Controller will initiate the stick pusher
operation once the AOA sensors is more than
18°, and will inhibit the operation of the stick
pusher once the AOA sensors return to 17.5°
and below. The controller has a Built In Test
Equipment (BITE) system.

Fault and Pusher Enabled lights are located on

the front panel of the controller.

The controller requires a nominal 28VDC for

27  FLIGHT CONTROLS

operation.

OPERATION
See MSM ATA 27.

FOR TRAINING PURPOSES ONLY 27-85

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

FLAP
0
5 POSITION
FLAP
DEG 15
INDICATOR LEGEND
35 ELECTRICAL OPERATION
FLAP SELECTOR MECHANICAL OPERATION
LEVER HYDRAULIC PRESSURE
HYDRAULIC RETURN

NO. 1 HYDRAULIC
0°

SYSTEM
5°

F
L
PRESSURE RETURN CAUTION
A
LIGHT
P
S

15°
FLAP
POWER
35°

HYDRAULIC PRESSURE
SOLENOID VALVE
HYDRAULIC
FLAP PRESSURE
POWER SENSOR
UNIT
HYDRAULIC
TRANSFER MOTOR TRANSFER
GEARBOX SCREWJACKS GEARBOX
27  FLIGHT CONTROLS

L OUTBD L INBD R INBD R OUTBD

FLAP FLAP FLAP FLAP FLAP
FLAP
POSITION PRIMARY
POSITION
SENSOR LOAD TRANSMISSION SHAFT
SENSOR
(TORQUE)
SECONDARY
SENSOR
TRANSMISSION SHAFT

TO FLIGHT DATA FLAP CAUTION TO TAKE OFF

RECORDER AND DRIVE LIGHT WARNING SYSTEM
STALL WARNING AND STALL WARNING
COMPUTER COMPUTER

Figure 27-33.  Flap Control/Drive Schematic

27-86 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-50-00 WING FLAPS NOTES

SYSTEM
Refer to Figure 27-33. Flap Control/Drive
Schematic.

GENERAL
The wing flaps system consists of a drive
system, a control system and four separate flap
sections, two on each wing. The inboard flap
on each wing is secured between the fuselage
structure and the engine nacelle inboard
structure. The outboard flap on each wing is
secured between the engine nacelle outboard
structure and the aileron. Indication of flap
position is provided on an indicator on the
co-pilot’s panel in the flight compartment.

DESCRIPTION
Flaps Drive System
The flaps drive system is hydro-mechanically
operated, and can be selected to move the flaps
from the fully up, 0° position, to the fully down
35° position or to an intermediate 5, 10 or 15°
position (refer to FLAPS DRIVE SYSTEM -
DESCRIPTION AND OPERATION).

Flaps Control System

27  FLIGHT CONTROLS

Control of the flaps operation is hydro-mechanical
and is initiated by selection of flap select lever
located on the right side of the flight compartment
center console. The lever is interconnected to a
hydraulic flap drive power unit on the wing center
section rear spar by a series of connecting rods,
quadrants and control cables.

The selection lever moves in a quadrant provided

with locking gates at positions marked 0, 5, 10,
15 and 35. Operation of the flap selection lever
actuates a switch on the flaps layshaft which
directs electrical power to the flap drive power
unit (refer to FLAPS CONTROL SYSTEM -
DESCRIPTION AND OPERATION).

FOR TRAINING PURPOSES ONLY 27-87

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-34.  Flaps - General Arrangement (Sheet 1 of 4)

27-88 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-52-00 FLAPS DRIVE A friction brake connected to the FPU will

prevent uncontrolled flap retraction in the event
SYSTEM of a mechanical failure within the FPU.

The primary drive torque tubes extend outboard

GENERAL from the FPU as shown in Figure 1, and connect
to ball screw actuators by splined shafts. The
Refer to Figure 27-34. Flaps - General
four ball screw actuators at each wing are
Arrangement (Sheet 1 of 4).
located at wing stations YW61.37, YW126.17,
YW192.00 and YW354.20. Each ball screw
The flaps drive system consists of a
actuator is secured to the wing rear spar and
mechanically-operated hydraulic flap power
drives or retracts the flap along tracks.
unit (FPU), a primary drive system, a secondary
flexible drive system and four ball screw
Integral with each ball screw actuator is a
actuators in each wing. The ball screw actuators
worm and wheel gear reduction, ballscrew and
(two to each flap) drive the flaps up or down in
nut and a bi-directional force limiter which
tracks as selected. The actuators are numbered 1
will arrest actuator movement in the event
through 4, inboard to outboard; 1 and 2 drive the
of a jam or overload; actuator movement is
inboard flaps, 3 and 4 drive the outboard flaps.
automatically continued should the jam or
overload subside and a flap selection in the
Five tracks on each wing support the flaps;
opposite direction of the jam is initiated.
the tracks are numbered 1 through 5, inboard
to outboard. The inboard flap is supported in
The outboard primary drive torque tubes are
two cam tracks, one on the side of the fuselage
connected to a splined drive of a flap transfer
and one on the inboard side of the nacelle. The
gearbox in each outer wing. Each transfer
outboard flap is supported by 3 tracks, one
gearbox also houses a position sensor to
cam track on the outboard side of the nacelle
indicate flap positions. A second splined shaft
and two cantilever tracks at wing stations
on each gearbox serves as the output drive to
YW369.00 and YW261.00.
the flexible secondary drive system.

DESCRIPTION The secondary drive system is located below

the primary drive system. It provides continued
The hydraulic flap power unit (FPU) is located flap operation to complete selection in the

27  FLIGHT CONTROLS

on the wing rear spar to the right of the aircraft event of a primary drive separation.
centerline. It converts mechanical and electrical
inputs into hydraulic power to rotate the primary A torque sensor coupling connects the left and
and secondary interconnected drive systems. The right wing secondary drives, and detects drive
primary drive system, which is interconnected to torque in either side of the secondary drive. The
ball screw actuators consists of a series of torque sensor will alert the pilot by bringing on a FLAP
tubes which rotate at a regulated speed in a direction DRIVE caution light in flight compartment.
to lower or raise the wing flaps as selected. The
secondary flexible drive system consists of a series Flap incidence is controlled by cam and
of flexible shafts coupled together and connected to cantilever type tracks. Flap track 1 consists of
the primary drive system via two transfer gearboxes. a cam track integral with the fuselage side.

The FPU arrests flap movement when the Flap track 2 consists of a cam track integral
selected flap position is reached, or in the with the inboard side of the nacelle.
event of loss of hydraulic pressure to the
flaps system. In case the FPU fails to arrest Flap track 3 is similar to tracks 1 and 2 but is
movement, mechanical stops are provided on integral with the outboard side of the nacelle.
each ball screw actuator.

FOR TRAINING PURPOSES ONLY 27-89

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Flap tracks 4 and 5 are cantilever type tracks In addition, four elastomeric torsion couplings
and extend aft from the underside of the wing are provided, one at each end of each torque
surface. Roller carriage assemblies are fitted tube located inboard of No.1 ball screw
to tracks 4 and 5 and in turn are secured to the actuator on the left and right wing. The torsion
outboard flaps, allowing smooth extension and couplings absorb the initial torque applied to
retraction in the tracks. The inboard end of the the drive system if a ball screw actuator jams.
outboard flap is fitted with a series of rollers
which engage track 3 on the outboard side of Secured around each torque tube, but not
the nacelle. contacting the tube, are a series of retainers
secured to the spar structure. The retainers
The inboard flaps are fitted with a number of are provided to prevent a failed tube from
rollers located at each end which engage in interfering with adjacent controls.
tracks 1 and 2, allowing smooth extension and
retraction in the tracks.
Secondary Drive Flexible Shafts
The secondary drive system consists of five
Primary Drive Torque Tubes flexible shafts coupled together. The shafts
Sixteen aluminum tube assemblies, varying in interconnect the primary drive system through
length, are provided in the primary drive system. a transfer gearbox in each outer wing and are
secured to the structure with clamps. Each
Nine tubes extend outward from the FPU along flexible shaft consists of a steel core with
the left wing rear spar to engage with each of squared ends protruding from the end of the
the four ball screw actuators on the left wing. shaft. The steel core is encased in flexible steel;
Seven tubes extend outward from the FPU this in turn is covered with a fluid resistant
along the right wing rear spar to engage with shrink tubing.
each of the four ball screw actuators on the
right wing. The left and right wing drives are coupled to
a torque sensor unit clamped to the rearspar,
Each side connects to the secondary drive left of the center section. In normal operation
system via transfer gearboxes. the secondary drive carries no load; any load
imposed on either side of the secondary drive
Splined couplings are provided to connect will be sensed by the torque sensor which
the tubes together. Each splined coupling has will light up a caution light in the flight
27  FLIGHT CONTROLS

a crowned spline which engages the internal compartment. The secondary drive will prevent
spline of its connected torque tube. The asymmetric deployment of the flaps in the
crowned spline allows for ease of maintenance event of a failure in the primary drive.
and compensates for misalignment.

Rubber dust covers secured at the ends of each

Torque Sensor Unit
torque tube protect the internal splined fittings The torque sensor unit is secured to the rear
from the ingress of dirt. spar left of the center fuselage at Sta. Y37.00.
It couples the left and right drives from each
The left wing drive assembly is provided with wing transfer gearbox.
four bearing assemblies located at the ends of
selected torque tubes and secured to the rear During normal flap operation, no loads are
spar structure. The right wing drive assembly is transmitted to the torque sensor. In the event
provided with two bearing assemblies located of a primary drive separation, the torque sensor
at the ends of selected torque tubes and secured will detect the difference in drives between
similarly. The two bearing assemblies maintain the operating and non-operating side. A ramp
alignment of the drive system. coupling within the sensor is caused by the
drag on the failed side to move along a threaded

27-90 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

shaft and connect both sides, thus transmitting NOTES

the drive from the operating side to the non -
operating side. The secondary drive will drive
the flaps to their selected position, rotation being
supplied from the operating primary drive side.

Switches inside the torque sensor are actuated

by the ramp coupling to light a FLAP DRIVE
caution light in the flight compartment alerting
the crew of a primary drive fault.

Transfer Gearboxes
Two transfer gearboxes are provided, one at
each outer wing. They transfer rotation from
the primary drive torque tubes to the secondary
drive through input and output splined shafts.

A series of spur gears, shaft mounted in bearings

and keyed to the input and output splined shafts,
transfer drive from the primary torque tubes to
the secondary drive at increased speed.

Position sensors at each transfer gearbox are

connected to the input gear shaft to provide flap
position information and indication.

The position sensor on the left wing transfer

gearbox provides flap position indication
information to the Flight Data Recorder and
information to the stall warning computer.

The sensor on the right wing gearbox also

27  FLIGHT CONTROLS

provides information to the stall warning
computer and to the take-off warning horn.

FOR TRAINING PURPOSES ONLY 27-91

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-34.  Flaps - General Arrangement (Sheet 2 of 4)

27-92 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Roller Carriage Assembly Roller Carriage Assembly

(Tracks 4 and 5) (Tracks 1, 2 and 3)
Refer to: At tracks 1 and 2, roller carriages are secured
to each end of the inboard flap. The carriages
•• Figure 27-34.  Flaps - General are provided with rollers that engage the tracks.
Arrangement (Sheet 2 of 4). Two 2.0 inch diameter rollers are provided at
each track and provide flap support in flight
•• Figure 27-34.  Flaps - General
and two 1.0 inch diameter deadweight rollers
Arrangement (Sheet 3 of 4).
are provided at each track to support the flap
•• Figure 27-34.  Flaps - General weight when aircraft in on ground.
Arrangement (Sheet 4 of 4).
A failsafe plate is provided at each track to
Tracks 4 and 5 on the left and right wing are
support the flap in the track should a failure
fitted with roller carriage assemblies secured
occur to a large roller. Rubbing pads are
to the outboard flap.
provided to prevent excessive side movement
of the flap.
Track 4 roller carriage consists of ten rollers
that engage the track surfaces during extension
At flap track 3, the roller carriage assemblies
or retraction. Four 2.0 inch diameter rollers,
consist of two pairs of 2.0 inch diameter rollers;
located two at each side of the track, provide
one pair provides support for flap loads in 0 to
for flap movement and support during flap 0 to
16° range; one pair provides support for the
16° movement.
flaps in the 16 to 35° range. Two 1.0 inch
diameter rollers support flaps when aircraft is
A 2.15 inch diameter roller located at the
on ground (Pre Mod 8/0954).
underside of the track provides for support in
the flap 16 to 35° position.
On aircraft fitted with Mod 8/0954 roller
carriage assemblies the two 1.0 inch diameter
To support flap loads on the ground, two 1.0
rollers have been deleted.
inch diameter deadweight rollers are located
at the underside of the track and one 1.25 inch
diameter deadweight roller is located at the top
side of the track (Pre Mod 8/0954). Two 1.0

27  FLIGHT CONTROLS

inch diameter side rollers are located one each
side of the track and prevent side movement
of the flap.

On aircraft fitted with Mod 8/0954 roller

carriage assemblies the two dead weight rollers
located at the underside of the track are 0.90
inch in diameter and the dead weight roller
located at the top side of the track is 1.15 inch
in diameter.

Failsafe straps secured to the internal flap

structure and to the roller carriage provide
support in the event of an attachment lug or
bolt failure.

Track 5 roller carriage assembly is similar

to track 4.

FOR TRAINING PURPOSES ONLY 27-93

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-34.  Flaps - General Arrangement (Sheet 3 of 4)

27-94 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

FRONT

TYPICAL, TRACKS 4 AND 5

23. 2.0 INCH DIAMETER ROLLER

24. RUBBING PAD (BOTH ENDS OF INBOARD FLAP ONLY)
25. FAIL SAFE PLATE

27  FLIGHT CONTROLS

26. 1.0 INCH DIAMETER DEAD WEIGHT ROLLER (PRE MOD 8/0954)
0.90 INCH DIAMETER DEAD WEIGHT ROLLER (MOD 8/0954)
27. FLAP
28. 2.0 INCH DIAMETER ROLLER
29. CARRIAGE ASSEMBLY
30. FAILSAFE STRAPS
31. ATTACHMENT LUGS
32. 1.0 INCH DIAMETER SIDE ROLLER
33. 1.250 INCH DEAD WEIGHT ROLLER (PRE MOD 8/0954)
1.150 INCH DEAD WEIGHT ROLLER (MOD 8/0954)
34. FLAP TRACK
35. 2.0 INCH DIAMETER ROLLER
36. 2.15 INCH DIAMETER ROLLER
37. 1.0 INCH DIAMETER DEAD WEIGHT ROLLER (PRE MOD 8/0954)
0.90 INCH DIAMETER DEAD WEIGHT ROLLER (MOD 8/0954)
38. 2.0 INCH DIAMETER ROLLER

Figure 27-34.  Flaps - General Arrangement (Sheet 4 of 4)

FOR TRAINING PURPOSES ONLY 27-95

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-35.  Flap Power Unit

27-96 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-52-00 FLAP POWER A spring-loaded friction brake fitted at the left

wing output drive of the FPU applies constant
UNIT (FPU) drag on the system so that in the event of an
FPU internal mechanical failure, the flaps
will remain at the failed position. The friction
GENERAL brake is composed of a series of friction plates
and brake plates mounted on a shaft inside
The flap power unit is a hydraulic-electric-
the cooling fluid filled brake housing. The
mechanical device, designed to provide rotary
brake plates are fixed to the housing while
output to drive four ball screw actuators on
the friction plates are splined to the drive.
each wing to lower or raise the flaps as selected.
Friction on the plates allows the resultant drag
to maintain the flaps at the failed position if a
The unit is secured to the wing rear spar to the
mechanical failure occurs within the FPU. A
right of the aircraft center line.
fill plug, approximately 45° from the top of
the brake housing, is provided to fill the brake
DESCRIPTION housing with cooling fluid. A drain plug at the
bottom of brake housing allows draining of
Refer to Figure 27-35. Flap Power Unit. cooling fluid.

The FPU is comprised of a housing with Heat generated by the friction brake is
internal hydraulic and mechanical components. dissipated through the cooling fluid and the
The internal hydraulics consist of an isolation finned brake housing.
solenoid valve, a shut off valve, a control
valve, a pressure switch and a discharge flow
regulating valve. The mechanical components
are: a harmonic drive differential, reduction
gearing, integral hydraulic motor gearing and
feedback geartrain.

Pressure is supplied from No.1 hydraulic

system to the FPU through a filter and restrictor
embodied at the inlet port. A return line carries
fluid back to system reservoir.

27  FLIGHT CONTROLS

A plastic drain line is provided to transport
any internal fluid seepage from the FPU to the
fuselage underside for overboard evacuation.
A fill plug on the side of the FPU facilitates
checking internal hydraulic fluid level. A drain
plug provides a means of removing fluid.

An externally mounted pulley quadrant

operated from the flight compartment by cables
provide input for various flap selections.

Two stops integrated with the pulley quadrant

serve to enhance positional accuracy. A fixed
0° stop is located at the front of the pulley
quadrant; an adjustable 35° stop is located at
the rear of the pulley quadrant.

FOR TRAINING PURPOSES ONLY 27-97

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-36.  Flap Power Unit - Schematic

27-98 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Hydraulic Operation NOTES

Refer to Figure 27-36. Flap Power Unit
- Schematic.

When a flap selection is initiated, the isolation

solenoid valve in the FPU is electrically
energized (for details of electrical operation, refer
to FLAPS DRIVE SYSTEM - DESCRIPTION
AND OPERATION, para 3.B.), causing the valve
to open and supply hydraulic pressure to operate
the shut off valve. Hydraulic pressure forces open
the shutoff valve allowing fluid to port to the
control valve which has been repositioned by the
pulley quadrant and harmonic drive differential
during flap lever selection.

Hydraulic pressure from the control valve is

ported to the motor to begin driving the flaps
to their selected position.

Return fluid from the motor is directed through

the spring-loaded discharge flow regulating
valve and dictates the speed of motor operation.

As the flaps are driven to their selected position

by the FPU, the motor-drive geartrain drives
the harmonic drive reduction to position the
control valve in the closed position, effectively
stopping pressure from operating the motor.

The isolation solenoid valve is energized open

for 70 seconds to allow for full operation of

27  FLIGHT CONTROLS

flaps to selected position.

FOR TRAINING PURPOSES ONLY 27-99

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

28V DC
5V DC LTG
LEFT ESS BUS

FLAPS INDICATOR
POSN 5
IND L.
A
(M6) B LTG GND
C 28V DC No.1
RVDT No.1 D DC RTN No.1
E
D F V RVDT
FLAP TRANSFER C G
GEARBOX LEFT A H 5V AC
B 400 Hz
J EXCITATION
F S
T
1 U
RVDT No.2 V
K N.C.
D L V RVDT
C M
FLAP TRANSFER N 5V AC
A
GEARBOX RIGHT 400 Hz
B P EXCITATION
F W
2
X
28V Y S1
SECONDARY Z CLOSED AT
WINDINGS 3 > 20o 0.5
o

CORE R
AND
PRIMARY a < 4o 0.1
o

WINDING b
27  FLIGHT CONTROLS

c
d
e
f
g
h
NOTES j
1 See Chapter 27 Stall Warning
(M7)
Heating System.
FLAPS
2 See Chapter 31 FDR POSN 5
3 To warning horn. IND R. 28V DC
RIGHT ESS BUS

Figure 27-37.  Flap Position Indicating System - Schematic

27-100 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

OPERATION NOTES
The signal processing function begins with the
generation of a 5VAC, 400 Hz signal generated
within the indicator. This signal is applied to
the corresponding RVDT. The return signal
from the RVDT is then connected with the 5Vs
AC signal and converted to an equivalent DC
level. The 5VAC signal is also converted to a
DC reference level, and these two DC signals
are applied to a ratio circuit.

The left side circuit sends its output through

two buffer amplifiers to Stall Warning
Computer No.1 and to the FDR. The output
voltage is also converted to a current which
drives the pointer mechanism to display the
flap angle on a linear dial.

The right side circuit provides a buffered

output to Stall Warning Computer No.2 and
also controls three internal relays which switch
at preset flap angles. One of these relays is used
to supply 28VDC to an external horn.

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-101

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

2 3

CO-PILOT INSTRUMENT PANEL

4
1
27  FLIGHT CONTROLS

Figure 27-38.  Flap Position Indicator

27-102 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-53-00 FLAPS NOTES

POSITION INDICATING
SYSTEM
DESCRIPTION
Refer to Figure 27-37. Flap Position Indicating
System - Schematic.

The flaps position indicating system consists

of two independent circuits, left side and right
side, each powered by a separate 28VDC
source and each interfacing to one of two Ratio
Voltage Differential Transformers (RVDT)
units which supply the flap signals.

The flap position indicator is a ratio meter with

flap indicating marks at 0, 5, 15 and 35°.

The left side circuit drives the pointer

mechanism and Flight Data Recorder (FDR)
signal. The right side circuit drives a warning
horn and two switch point relays. Each circuit
provides an output to one of the two Stall
Warning Computers.

A core within each RVDT is connected to

gearing inside the flap transfer gearbox. The
core moves up or down according to flap
movement thereby changing the coupling
(electro-magnetic) between the primary and

27  FLIGHT CONTROLS

secondary windings.

FOR TRAINING PURPOSES ONLY 27-103

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-39.  Gust Lock System (Sheet 1 of 2)

27-104 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-70-00 GUST LOCK Aileron Gust Lock Mechanism

SYSTEM The aileron gust lock mechanism is located on
the aft face of the wing rear spar to the right of
the aircraft centerline. The mechanism consists
DESCRIPTION of a cable-operated gust lock lever with integral
spring loaded plunger, a lock plate on the
General aileron/spoiler interconnect quadrant, and two
tension springs.
Refer to:

•• Figure 27-39. Gust Lock System Elevator Gust Lock Mechanism

(Sheet 1 of 2).
The elevator gust lock mechanism is located at
•• Figure 27-39.  Gust Lock System the top of the vertical stabilizer. The mechanism
(Sheet 2 of 2). consists of a sprocket and shaft mounted on a
bracket in the vertical stabilizer, an actuating
The gust lock system, controlled by a control lever and lock lever assembly secured to a
lock lever on the center console, locks the common shaft and a connecting rod with an
ailerons in their neutral position, the elevators overcenter release. The lever assembly is spring-
in their fully down position and prevents the loaded to retain the levers unlocked.
power levers from being advanced.

The control lock lever, marked CONT LOCK,

is connected by a push rod and lever/layshaft
assembly to a gust lock quadrant below the flight
compartment floor. A cable circuit extends aft
from the quadrant, up the forward face of the
flight compartment bulkhead then aft again
in the cabin ceiling. The cables pass through
the cabin roof at the wing rear spar to control
an aileron gust lock mechanism on the wing
rear spar. The cables extend aft again, up the
vertical stabilizer to control an elevator gust lock

27  FLIGHT CONTROLS

mechanism at the top of the vertical stabilizer.

The cables pass through cable seals in the

cabin roof at the wing rear spar. Each seal
consists of a seal base, two split balls and a
seal cover, and provides sealing against loss of
cabin pressurization.

The gust lock is locked in the “ON” position

when a latch pin on the control lock lever
engages with a latch plate at the base of the lever.

FOR TRAINING PURPOSES ONLY 27-105

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL
27  FLIGHT CONTROLS

Figure 27-39.  Gust Lock System (Sheet 2 of 2)

27-106 FOR TRAINING PURPOSES ONLY

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

PAGE INTENTIONALLY LEFT BLANK

27  FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 27-107

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

A4
27  FLIGHT CONTROLS

Figure 27-40.  Gust Lock Control Rigging Diagram

27-108 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

OPERATION NOTES
Aileron Gust Lock
When the control lock lever release is pressed
and the lever is pulled back from the “OFF” to
the “ON” position, the aileron gust lock lever
is pivoted by the cable to the locked position.
If the ailerons are neutral, the plunger engages
in the lock plate slot. If the ailerons are not in
the neutral position, the plunger is compressed
against the face of the lock plate and springs
out to lock the ailerons only when they are
moved to neutral.

In the event of a failure in the cable circuit, the

two tension springs pull the aileron gust lock
lever to unlock the ailerons.

Elevator Gust Lock

At the same time the cable actuates the aileron
gust lock lever, a chain/cable assembly rotates
the sprocket and shaft of the elevator gust lock
mechanism to draw the connecting rod forward
and pivot the lock levers to the locked position.
If the elevators are down, the levers engage
under the spring-loaded gust lock latches on
the elevators to lock the elevators down. If the
elevators are not down when the lock levers are
actuated to their locked position, the latches are
depressed and spring out to lock the elevators
only when the elevators are moved fully down.

27  FLIGHT CONTROLS

When the connecting rod is in the locked
position, a pin engages in the recess at the
shaft end of the rod to provide an overcenter
lock. In the event of a cable failure, a spring-
loaded overcenter release on the connecting
rod will snap the pin from its overcenter
position to unlock the elevator gust lock and
springs will return the elevator gust lock levers
to their unlocked position thus providing a
failsafe feature.

FOR TRAINING PURPOSES ONLY 27-109

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-00-00 SPECIAL TOOLS & TEST EQUIPMENT

•• Digital voltmeter.
•• Digital multimeter - 87-INTL (or equivalent).
•• 1/4 inch diameter rigging pin, part of Kit GSB2700006.
•• Tri Aileron Rigging Tool Mylar Template (Series 300 Only), P/N GSB2712003.
•• Gear Tab Rigging Tool Mylar Template (LH) (Series 300 Only), P/N GSB2712006.
•• Gear Tab Rigging Tool Mylar Template (RH) (Series 300 Only), P/N GSB2712007.
•• Digital Inclinometer (Protractor), P/N GSB2000009m.
•• Rigging pin set - GSB2700006.
•• Tension meter - GSB2700009.
•• Spring scale, 0 to 50 lb (0 to 22.7 kg) range.
•• Trim Tab Rigging Tool Mylar Template (Series 300 Only), P/N GSB2712005.
•• Spacer, spoiler tension regulator - GSB2714000.
•• Rigging Tool, 82740010-001-58.
•• 1/4 inch diameter rig pins, part of GSB2700006, Rigging Pin Set.
•• 3/16 inch diameter rig pin, part of GSB2700006, Rigging Pin Set.
•• Rigging pin set, P/N GSB270009.
•• Digital inclinometer (protractor), P/N GSB2000009.
•• Kit, pitot static test adapter - GSB3411009.
•• Test set, air data (pitot/static) - GSB3411011.
•• Rigging tool, Part No GSB2714000.
27  FLIGHT CONTROLS

•• Rigging pins A3 and A4, part of Kit GSB2700006, or equivalent.

•• Rigging pin set, P/N GSB27000006.
•• Force gauge (mechanical spring scale), 0 to 50 lb (0 to 22.7 kg) range.
•• Hand-held Download Unit (HHDLU), 964-0446-001 (or equivalent).
•• Fairchild FA2100 FDR/CVR Portable Interface Unit (PI) or 964-0446-001 Download Unit
(HHDLU).
•• Force Meter, 0 to 100 lbf range, DFM-100 (or equivalent).
•• Fixture, rudder-pedal force-meter, GSB2720001 (or equivalent).
•• Control Column Rigging Fixture, GSB2733002 (or equivalent).
•• One rigging pin (A1) Part No. H-1258-25 Part of Kit GSB2700006.
•• Two rigging pins (A2 and B2) Part No. H-1258-6 Part of Kit GSB2700006.
•• Two rigging pins (A3 and B3) Part No. H-1257-48) Part of Kit GSB2700006.
•• One rigging pin (A5) Part No. H-1258-5 part of kit GSB2700006.

27-110 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

•• Radio altimeter simulator - GSB3443002.

•• Jumper (electrical wire) - Locally manufactured.
•• Static Wrist Strap - GSB2400011.
•• Nitrogen Rig and Servicing Hose Kit - Tronair 99-8095-6000.
•• Rigging Pin A2, part of Kit GSB2700006.
•• Digital Force Meter - GSB2000024, DFM-100 or equivalent.
•• Digital Ohmmeter.
•• Two locally manufactured spacers, length 3.098 inches (78.689mm), inside spacer
diameter,0.25 inches (6.35mm).
•• Plastic cable clamps (MS336-1-9) as required.
•• Plastic cable clamps installation tool (MS90387-1).
•• Pressure Lubrication fixture 290083-187 (Servicair).
•• Shims (as required) - Hamilton Sundstrand Part Numbers:767197-3 and 767197-4, 767197-
1, 767197-2.
•• Electrical power unit, P/N GSB2440002.
•• Hydraulic power unit, P/N GSB2900001.
•• Lubrication tool - P/N AGE 13622 or equivalent, Flap actuator (No.1 and No.2) series
734374.
•• Lubrication tool - P/N AGE 13624 or equivalent, Flap actuator (No.3) series 755216.
•• Lubrication tool - P/N AGE 13623 or equivalent, Flap actuator (No.4) series 734181.
•• Backlash measurement tool, Sundstrand P/N AGE 11017.
•• Torque Sensor tool, Part No. GSB2752002 part of kit GSB2700006.
•• Jumper wires for connector pins.

27  FLIGHT CONTROLS

•• Digital Multimeter 99-8087-6001.
•• Function Generator - 5 VAC, 400 Hz Power supply, B&K Model 4011A.
•• RVDT test circuit.
•• RVDT break-out box.
•• Digital inclinometer GSB 2000009.
•• Two 3/16 inch diameter rigging pins, part of Kit 99-8030-4000 (Tronair).
•• One 1/4 inch diameter rigging pin, part of Kit 99-8030-4000 (Tronair).

FOR TRAINING PURPOSES ONLY 27-111

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-00-00 CAUTION & WARNINGS

27-00-00 FLIGHT CONTROLS
WARNING

IF POSSIBLE, DO THE RIGGING IN THE RECOMMENDED

TEMPERATURE RANGE. WHEN THE AMBIENT TEMPERATURE
IS FARTHER FROM THE RECOMMENDED RANGE, THE
TENSION VALUE IS NOT VERY ACCURATE.

27-13-02 AILERON TRIM TAB SYSTEM

CAUTION
CARRY OUT MASS BALANCING CHECK FOLLOWING
REPAIRS OR REPAINTING TO AILERON TRIM TABS (REFER
TO PSM 1-83-3).

27-05-00 POWER FLIGHT CONTROL SURFACE INDICATOR

WARNING

PUT THE SAFETY DEVICES, THE WARNING SIGNS, AND

THE WARNING PLACARDS IN POSITION BEFORE YOU
START A PROCEDURE ON OR NEAR THE FLIGHT CONTROLS
SURFACES COMPONENTS THAT MOVE.

WARNING
27  FLIGHT CONTROLS

MAKE SURE THAT THERE ARE NO PERSONS OR EQUIPMENT

ON OR NEAR FLIGHT CONTROL SURFACES. ACCIDENTAL
MOVEMENT OF THE FLIGHT CONTROLS CAN CAUSE
INJURIES TO PERSONS OR DAMAGE EQUIPMENT.

WARNING

MAKE SURE THAT ALL THE PERSONS IN THE AREA OF

THE AIRCRAFT ARE TOLD BEFORE ELECTRICAL SYSTEM
IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE
INJURIES TO PERSONS OR DAMAGE EQUIPMENT.

WARNING

WHEN YOU FORCE AN ENGINE START TO SUPPLY INTERNAL

ELECTRICAL AND HYDRAULIC POWER, MAKE SURE THAT
ALL THE RELATED SAFETY PRECAUTIONS ARE OBEYED.

27-112 FOR TRAINING PURPOSES ONLY

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO

PERSONS OR DAMAGE EQUIPMENT.

WARNING

OBEY ALL THE HYDRAULIC SAFETY PRECAUTIONS WHEN

YOU DO WORK ON THE HYDRAULIC SYSTEM OR HYDRAULIC
COMPONENTS. IF YOU DO NOT DO THIS, YOU CAN CAUSE
INJURIES TO PERSONS OR DAMAGE EQUIPMENT.

WARNING

DO NOT USE MORE FLOW OR PRESSURE THAN THE RATE

GIVEN. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES
TO PERSONS OR DAMAGE EQUIPMENT.

27-05-16 RUDDER SYNCHRO TRANSMITTER

WARNING

DO NOT CONNECT HYDRAULIC POWER.

27-12-00 AILERON CONTROL SYSTEM

WARNING

MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR

OF THE MOVEMENT OF FLIGHT CONTROL SURFACES.
MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN CAUSE
INJURIES TO PERSONS OR DAMAGE TO THE EQUIPMENT.

27  FLIGHT CONTROLS

CAUTION
DO AILERON BALANCING CHECK FOLLOWING REPAIRS TO
OR RE-PAINTING OF THE AILERONS (REFER TO STRUCTURAL
REPAIR MANUAL PSM 1-83-3, CHAPTER 57-60-71).

57-60-71 AILERON AND TABS BALANCING

CAUTION
TRIM TAB P/N 85740473 MUST BE BALANCED BEFORE
BALANCING AILERONS (R.H. AILERON ONLY).

FOR TRAINING PURPOSES ONLY 27-113

 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-00-00 ROLL SPOILER CABLE DISCONNECT SENSOR

WARNING

PUT THE SAFETY DEVICES, THE WARNING SIGNS, AND THE

WARNING PLACARDS IN POSITION BEFORE YOU START A
PROCEDURE ON OR NEAR:
- FLIGHT CONTROLS.
- FLIGHT CONTROL SURFACES.
-C
 OMPONENTS THAT MOVE MAKE SURE THAT THERE ARE
NO PERSONS OR EQUIPMENT ON OR NEAR THE FLIGHT
CONTROL SURFACES.
ACCIDENTAL MOVEMENT OF THE FLIGHT CONTROLS
CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO
EQUIPMENT.

27-20-00 RUDDER CONTROL SYSTEM

CAUTION
DO NOT MOVE THE RUDDER PEDALS WHILE THE RUDDER
TRIM ACTUATOR IS DISCONNECTED. IF YOU DO, DAMAGE
TO THE ACTUATOR AND/OR THE FEEL UNIT CAN OCCUR.

WARNING

WHEN YOU DO AN ENGINE START TO SUPPLY INTERNAL

ELECTRICAL AND HYDRAULIC POWER, MAKE SURE THAT
ALL THE RELATED SAFETY PRECAUTIONS ARE OBEYED.
IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO
27  FLIGHT CONTROLS

PERSONS OR DAMAGE TO EQUIPMENT.

WARNING

PUT THE SAFETY DEVICES, THE WARNING SIGNS, AND THE

WARNING PLACARDS IN POSITION BEFORE YOU START A
PROCEDURE ON OR NEAR THE:
- FLIGHT CONTROLS.
- FLIGHT CONTROL SURFACES.
- COMPONENTS THAT MOVE.
MAKE SURE THAT THERE ARE NO PERSONS OR EQUIPMENT
ON OR NEAR THE SURFACES OF THE FLIGHT CONTROLS.
ACCIDENTAL MOVEMENT OF THE FLIGHT CONTROLS
CAN CAUSE INJURIES TO PERSONS AND DAMAGE TO THE
EQUIPMENT.

Revision 0.5
27-114 FOR TRAINING PURPOSES ONLY
 DASH 8 SERIES MAINTENANCE TRAINING MANUAL

27-20-39 RUDDER HYDRAULIC PRESSURE SWITCH

WARNING

OBEY ALL THE HYDRAULIC SAFETY PRECAUTIONS WHEN

YOU DO WORK ON THE HYDRAULIC SYSTEM OR HYDRAULIC
COMPONENTS. IF YOU DO NOT DO THIS , INJURY TO
PERSONNEL OR DAMAGE TO EQUIPMENT CAN OCCUR.

WARNING

HYDRAULIC FLUID MAY CAUSE SKIN IRRITATION. AVOID

PROLONGED OR REPEATED CONTACT WITH SKIN. IN CASE
OF EYE CONTACT, FLUSH EYES THOROUGHLY WITH WATER
AND SEEK PROMPT MEDICAL ATTENTION. IN CASE OF
INGESTION, SEEK PROMPT MEDICAL ATTENTION.

WARNING

REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT

BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARDS
AT THE CIRCUIT BREAKERS OR EXTERNAL POWER. IF YOU
DO NOT DO THIS YOU CAN CAUSE INJURIES TO PERSONS
OR DAMAGE TO THE EQUIPMENT.

WARNING

DO NOT USE MORE FLOW OR PRESSURE THAN THE RATE

GIVEN. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES
TO PERSONS OR DAMAGE TO EQUIPMENT.

WARNING

27  FLIGHT CONTROLS

OBEY ALL THE HYDRAULIC SAFETY PRECAUTIONS WHEN
YOU DO WORK ON THE HYDRAULIC SYSTEM OR HYDRAULIC
COMPONENTS. IF YOU DO NOT DO THIS, INJURY TO
PERSONNEL OR DAMAGE TO EQUIPMENT CAN OCCUR.

27-36-00 STANDBY ELEVATOR TRIM SYSTEM

CAUTION
DO NOT MIX GREASE FROM DIFFERENT MANUFACTURERS
OR SPECIFICATIONS IN THE SAME COMPONENT. THE
PROPERTIES OF ONE GREASE CAN DECREASE THE
LUBRICATION PERFORMANCE OF THE OTHER GREASE. THIS
COULD POSSIBLY CAUSE UNSATISFACTORY LUBRICATION
AND FAILURE OF THE COMPONENT.

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CAUTION
SURFACES TO BE SEALED SHOULD BE CLEANED
IMMEDIATELY PRIOR TO SEALANT APPLICATION.

27-32-00 ELEVATOR CONTROL SYSTEM

CAUTION
YOU MUST DO A RIGGING CHECK OF THE ELEVATOR
CONTROL SYSTEM RELATED TO THAT PART OF THE
SYSTEM THAT WAS DISTURBED. IF YOU DO NOT DO THIS,
AN INCORRECT FLIGHT ATTITUDE CAN OCCUR.

CAUTION
YOU MUST DO A FUNCTIONAL CHECK OF THE ELEVATOR
CONTROL SYSTEM RELATED TO THAT PART OF THE
SYSTEM THAT WAS DISTURBED. IF YOU DO NOT DO THIS,
AN INCORRECT FLIGHT ATTITUDE CAN OCCUR.

CAUTION
YOU MUST DO AN OPERATIONAL TEST OF THE ELEVATOR
TRIM SYSTEM IF YOU DISTURB ONE OR MORE THAN ONE OF
THE COMPONENTS. IF YOU DO NOT DO THIS, AN INCORRECT
FLIGHT ATTITUDE CAN OCCUR.

27-33-04 STICK PUSHER PNEUMATIC SYSTEM

CAUTION
27  FLIGHT CONTROLS

USE ONLY NITROGEN WHEN CHARGING THE STICK PUSHER

PNEUMATIC SYSTEM. DO NOT USE COMPRESSED AIR.

27-51-05 FLAP SELECT SWITCH

WARNING

APPROXIMATE WEIGHT OF FLAPS ARE: INBOARD 61 LBS

(28 KG) OUTBOARD 127 LBS (57.6 KG) WHEN REMOVING
AND/OR INSTALLING FLAPS, ENSURE SUFFICIENT LIFTING
CAPABILITY IS AVAILABLE.

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27-52-11 FLAP SECONDARY DRIVE SHAFT SYSTEM

CAUTION
DURING REMOVAL/INSTALLATION OF FLEXIBLE DRIVE SHAFTS, DO
NOT BEND OR COIL SHAFTS IN A RADIUS OF LESS THAN 24 INCHES
(61 CM). SHARP BENDS MAKE KINKS IN THE SHAFT CORE THAT
RESULT IN PREMATURE WEAR OF FLEXIBLE SHAFT ASSEMBLY.

CAUTION
THE CORE OF THE FLEXIBLE SHAFT ASSEMBLY IS REMOVABLE
AND CAN SLIDE OUT OF THE CASING. INSTALLED SHIPPING
CAPS (OR CLEAN PLASTIC BAGS) WILL RETAIN THE CORE. IF
THE CORE SLIDES OUT OF CASING, ENSURE CORE IS CLEAN AND
LUBRICATED BEFORE RE-INSTALLING IN CASING.

CAUTION
WHEN DISCONNECTING OR RE-CONNECTING FLAP SYSTEM
COMPONENTS, DO NOT BEND FLEXIBLE SHAFT ASSEMBLIES
IN A RADIUS OF LESS THAN 24 INCHES (61 CM). SHARP
BENDS MAKE KINKS IN THE SHAFT CORE THAT RESULT IN
PREMATURE WEAR OF FLEXIBLE SHAFT ASSEMBLIES.

CAUTION
USE OF EXCESSIVE FORCE CAN STRETCH FLEXIBLE CASING
BEYOND ACCEPTABLE LIMITS.

CAUTION

27  FLIGHT CONTROLS

DO NOT ALLOW INTERNAL DRIVE TO BECOME CONTAMINATED
WITH DIRT OR DEBRIS BEFORE OR DURING INSTALLATION.

CAUTION
FOLLOWING ANY DISCONNECTION/INSTALLATION OF ANY
PRIMARY OR SECONDARY DRIVE COMPONENTS, TORQUE
SENSOR UNIT MUST BE RE-CENTERED (REFER TO WING
FLAPS TORQUE SENSOR UNIT - MAINTENANCE PRACTICES).

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27-52-61 TRANSFER GEARBOX

CAUTION
ALTHOUGH THE RVDT DRIVE CAN TURN CONTINUOUSLY,
DO NOT TURN THE RVDT DRIVE MORE THAN 335 TURNS
IN EITHER DIRECTION FROM THE NULL POSITION. IF YOU
TURN THE RVDT OUT OF THIS RANGE IT IS POSSIBLE THE
RIGGING OF THE RVDT WILL NOT BE CORRECT.
27  FLIGHT CONTROLS

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27  FLIGHT CONTROLS

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