D

OPERATING DATA MANUAL

CHAPTER 21

POWER PLANT

PAGE

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.00.1

CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.10.1

ENGINE ECU CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
ENGINE START PANEL/BYPASS DOOR CONTROLS . . . . . . . . . . . . . . . . . . . . . .2
ENGINE/PROPELLER TEST FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
PROPELLER GROUND RANGE/SYNCHROPHASE INDICATORS . . . . . . . . . . . .4
AUTOFEATHER - CONTROLS/ INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
ENGINE INSTRUMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
SAT/FLEX TEMPERATURE CONTROLLER AND INDICATOR . . . . . . . . . . . . . . . .10
POWER LEVER POSITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
CONDITION LEVER POSITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.20.1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
ENGINE ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
PROPELLER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
PROPELLER BLADE ANGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
ENGINE IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
ENGINE START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
ENGINE START SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
ENGINE FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
ENGINE FUEL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
ENGINE INTAKE BYPASS DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
ENGINE OIL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

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SERIES 300
21.00 MAR 17/95
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OPERATING DATA MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

Page 2
MAR 17/95 21.00 SERIES 300
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OPERATING DATA MANUAL

CAUTION LIGHTS
(amber)
ILLUMINATED - indicates that an
CAUTION LIGHTS PANEL
engine is operating in manual mode.

POWER UPTRIM ADVISORY LIGHT ENGINE ECU RATING SELECTOR

(green) (rotary control)
ILLUMINATED - confirms uptrim of TOP selection is operative, all other selections
operating engine has taken place are inoperative.
ENGINE ECU rating selector remains at TOP for
all operations.

ENGINE INSTRUMENT
PANEL

ECU MODE SELECTOR SWITCHLIGHT STATIC/FLEXIBLE AIR TEMPERATURE

SWITCHLIGHT
(alternate action) (alternate action)
PUSH - ON segment illuminates green PUSH - SAT segment illuminates green
- indicates fuel scheduling is - static air temperature information from air data
electronically controlled by engine computer system is being used by engine ECU
ECU for computing fuel scheduling.
PUSH - MANUAL segment illuminates PUSH - FLX segment may be selected but does
amber not illuminate.
- indicates fuel scheduling by engine - system is inoperative.
ECU is not selected or is
inoperative.
- engine fuel scheduling is
mechanically controlled by the MFC
(manual mode)

ENGINE ECU CONTROL AND INDICATION

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SERIES 300
21.10 MAR 17/95
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OPERATING DATA MANUAL

ENGINE START SWITCHLIGHT

ENGINE START
SELECT segment illuminated amber –
IGNITION
1 2 START
SELECT
indicates start control circuits
OFF have been armed by selecting engine
SELECT 1 2
NORM start select switch to the #1
START
or #2 position
MANUAL
PUSH – START segment illuminates amber
indicating engine start has been
OVERHEAD PANEL initialized

ENGINE START SELECT SWITCH

(three–position toggle)
IGNITION – lever locked at center position
1 2
OFF 1 – arms start control circuits for #1 engine
AUTO
– observe SELECT illuminates in
MANUAL ENGINE START switchlight
2 – arms start control circuit for #2 engine

OVERHEAD PANEL – observe SELECT illuminates in

ENGINE START switchlight
IGNITION CONTROL SWITCH (MS 8Q100813)
IGNITION CONTROL SWITCH
AUTO – ignition is activated and (three–position toggle)
deactivated automatically by start – controls ignition for related engine
control circuits for engine starting OR
activated when NH decreases below 60%. NORM – ignition is activated and
Auto Ignition is disabled with deactivated automatically by start
condition lever in the FUEL OFF control circuits for engine starting
position.
MANUAL – ignition is on continuously as
required for flight in icing conditions
or turbulence
OFF – ignition cannot be activated
– OFF selection is required for dry motoring
engine with starter without ignition
ENGINE INTAKE BYPASS DOOR

ENGINE INTAKE BYPASS DOOR SWITCHLIGHT

dod03_211000_001.dg, jc, 20/09/02

OPN HTR OPN HTR

CLOSED CLOSED
PUSH – CLOSED segment illuminates green
PUSH – OPN HTR segment illuminates amber
– indicates door opened and heater activation
– heater activates with door open and associted
ENGINE INSTRUMENT PANEL engine running

ENGINE START PANEL/BYPASS DOOR CONTROLS

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SEPT
MAR 30/02
17/95 21.10 SERIES 300
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OPERATING DATA MANUAL

PROPELLER OVERSPEED TEST SWITCH

CIRCUIT PILOT'S
BREAKER FLT PNL (lever locked momentary action)
PNL LTG
OFF OFF TEST - simulates propeller overspeed condition
TEST with power levers advanced.
OFF BRT PROPELLERS
OVERSPEED - serviceable governors confirmed by propellers
ARM
S BETA BACKUP TEST stabilizing at 960 RPM.
T P/L SW 1 P/L SW 2
D
B - power levers must be returned to FLT IDLE before
Y
O
F
E BACKUP BACKUP releasing switch to prevent RPM surge.
L
F E
V
A
T STALL
NOSE O ADC WARNING
DOWN R
T
TEST 1 TEST 1 STEERING BETA BACK-UP SYSTEM TEST SWITCH
R
I
( three position momentary action , center
NOSE
UP
M TEST 2 TEST 2 position is a 'no-contact' position)
BACKUP - with power lever retarded sufficiently
to illuminate GROUND RANGE light, backup
system is triggered causing propeller to cycle
in and out of ground range (GROUND RANGE
light flashes on and off).
P/L SW - with engine slightly above flight idle,
GROUND RANGE lights illuminate, indicating
serviceable limit switch.

CIRCUIT PILOT’S
BREAKER FLT PNL
PNL LTG

OFF OFF
OFF BRT
TEST
PROPELLERS BETA LOCKOUT SYSTEM TEST (CR873CH00011
ARM OVERSPEED
incorporated) (three–position momentary action, centre
S
T
B
BETA TEST
1 LOCKOUT 2
position is a ‘no–contact’ position).
Y
O
F E
F L
E
LOCKOUT – enables test of system while on ground
V BACKUP BACKUP
A
T
before engine start.
O STALL
NOSE R ADC WARNING
DOWN TEST 1 TEST 1 STEERING
T
R
I OFF
M
dod2110040_001.dg, gw, 04/03/02

NOSE TEST 2 TEST 2

UP

PILOT'S SIDE CONSOLE (CR873CH00011 incorporated)

ENGINE/PROPELLER TEST FUNCTIONS

Page 3
SERIES 300
21.10 SEPT 17/95
MAR 30/02
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OPERATING DATA MANUAL

PROPELLER GROUND RANGE/SYNCHROPHASE INDICATORS

Page 4
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OPERATING DATA MANUAL

AUTOFEATHER SELECT/ARM SWITCHLIGHT PROPELLER FEATHER PUMP RUNNING

PUSH --- SELECT --- illuminates green indicating ADVISORY LIGHT
autofeather system is active. ILLUMINATED --- (green) indicates
ARM --- illuminates amber indicating system is propeller feathering pump is energized.
armed when engine produces greater than 50% --- pump running is timed out after 18
torque and power levers are advanced. seconds.

ALTERNATE FEATHER/UNFEATHER
SWITCHES
ENGINE INSTRUMENT PANEL (three position switches)
ALTERNATE FEATHER --- switch is manually
AUTOFEATHER TEST SWITCHES raised from NORM detent selected to and
(momentary contact to TEST position) mechanically latched in position.
OFF --- is no contact position --- propeller is feathered through propeller
TEST --- contact position to facilitate the following feather pump which augments propeller
test sequences control oil pressure during engine
--- power levers at FLT IDLE. shut ---down or provides total oil pressure
when engine is not operating.
--- condition levers at MAX RPM.
NORM --- propeller feather pump running is
--- with AUTOFEATHER SELECT illuminated. initiated through AUTO FEATHER
--- select both AUTOFEATHER TEST switches to system.
TEST. --- feather pump augments propeller control
--- simulates 50% torque for each engine. oil pressure.
--- ARM light illuminates. UNFEATHER --- switch is selected
--- release of one TEST switch will initiate downward from NORM position and
autofeather of the same engine. electrically latched in UNFEATHER
position by latching solenoid.
--- autofeather is confirmed (ENGINE FAIL light
illuminates, ARM light goes out). --- switch is electrically unlatched to NORM
position after 18 seconds pump running
--- opposite switch is released to OFF. time.
--- feathering propeller unfeathers.

AUTOFEATHER -- CONTROLS / INDICATORS

Page 5
SERIES 300
21.10 MAR
NOV 17/95
28/03
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OPERATING DATA MANUAL

ENGINE TORQUE INDICATOR (1)

Indicates engine torque in percentage as sensed
by torque signal conditioner unit (SCU) and
sensor. The pointer (analogue) indicates up to
120%. Liquid crystal digital display indicates to
one decimal point, equal the pointer movement to
120% and continue to 130%, (199% Mod
8---3/1726). Torque values greater than these
values inhibit the digital display indications
(dashes displayed). These values are sensed to
be incorrect. An indicator electrical power supply
MODEL 311/315 MODEL 314 failure will cause the pointer to move off---scale
below zero and the digital display to blank.

40 60 40 60 Range Marks:
TRQ 80 TRQ 80
20 % 20 %
100 100 Model 311/315
0 0 Normal operation (green arc) . . . . . . . 0 to 96%
Normal maximum (red radial ) . . . . . . . . . . 90%
Uptrim max. (dashed red radial) . . . . . . 103.2%
Mod 8/1386 airplanes . . . . . . . . . . . . . . . 105.6%
Caution (uptrim) range (yellow arc)96 to103.2%
ECU TARGET Mod 8/1386 airplanes . . . . . . . . . . . 96 to 105.6%
TEST TORQUE BUG TEST
BUTTON INOPERATIVE BUTTON
PUSH --- Analogue pointer moves to 105% (blue Model 314
dot), digital display shows 105.0 and warning Normal operation (green arc) . . . . . . 0 to 96%
light illuminates to verify indicator internal Normal maximum (red radial) . . . . . . . . . . . 95%
circuits. Normal maximum (dashed red radial) . . 107.5%
Caution range (yellow arc) . . . . . . 96 to 107.5%

PROPELLER RPM INDICATOR (2)

Indicates propeller rpm as sensed by speed

sensor on reduction gearbox. Pointer
indication is duplicated by integral liquid
crystal display. Pointer indicating below zero
and blank LCD display indicates power
failure.

Range Marks:

TEST Maximum rpm (red radial ) . . . . . . . . . 1212 rpm

BUTTON Normal operation
PUSH --- pointer indicates 1050 rpm (blue dot) (green arc) . . . . . . . . . . . . . . . . . 780 to 1212 rpm
with same shown on digital display, to verify Cautionary range
internal indicator circuits. (yellow arc) . . . . . . . . . . . . . . . . . . 500 to 780 rpm

ENGINE INSTRUMENTATION
Page 6
MAR28/03
NOV 17/95 21.10 SERIES 300 MODEL 311/314/315
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OPERATING DATA MANUAL

ENGINE INSTRUMENTATION
Page 7
SERIES 300
21.10 MAR 17/95
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OPERATING DATA MANUAL

FUEL FLOW INDICATOR (5)

Indicates flow rate of fuel being supplied to

combustion chamber in pounds-per-hour
as sensed by impeller type flow transmitter
in HMU fuel delivery line. Pointer indication
is duplicated by integral liquid crystal disĆ
play. Pointer indicating below zero with
blank LCD indicates power failure.

TEST BUTTON

PUSH - pointer indicates 1050 PPH (blue dot)

and display indicates same, to verify
internal indicator circuits.

LOW PRESSURE GAS GENERATOR

SPEED (NL) INDICATOR (6)
Indicates low pressure gas generator
speed as a percentage in response to a
speed sensor in each LP compressor
housing.

Range Marks:

TEST BUTTON Maximum Operation

PUSH - pointer aligns with an unlit blue dot at (red radial) . . . . . . . . . . . . . . . . . . . . . 102.9%
105% NL reading with an equivalent reading Mod 8/1386 airplanes . . . . . . . . 104%
on digital display.

ENGINE INSTRUMENTATION
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OPERATING DATA MANUAL

ENGINE INSTRUMENTATION
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SERIES 300
21.10 MAR 17/95
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OPERATING DATA MANUAL

SAT/FLX DISPLAY
(switchlight control)

- the SAT section, when selected, illuminates and

indicates static air temperature

- the FLX section of the SAT/FLX indicator can be

selected but will not illuminate. Indicator is
inoperative on all airplanes (Mod 8/1292).

INOPERATIVE

FLEX TEMP CONTROL

(rotary control)

- the FLEX TEMP section of the SAT/FLX

control is inoperative on all airplanes
(Mod 8/1292).

SAT/FLEX TEMPERATURE CONTROLLER AND INDICATOR

Page 10
MAR 17/95 21.10 SERIES 300
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OPERATING DATA MANUAL
POWER
LEVERS

1 2
1 2

A
POWER LEVER
FRICTION KNOB FLIGHT IDLE GATE
RELEASE TRIGGER
PROPELLER
GROUND RANGE
TAKE
OFF 12

1
PROP CONSTANT SPEED
PROPELLER GROUND RANGE
GOVERNED RANGE
LIGHTS ON IN THIS RANGE
P
O
W
E
27.5 R
APPROACH AND LANDING
FLT
+20.0 FLIGHT IDLE GATE
IDLE
+16.5 (RAISE TRIGGERS TO OVERRIDE)
dod2110010_001.dg/doc, pt, 28/01/95
BETA RANGE DISC
(BLADE ANGLE CONTROLLED +1.5 PROPELLER DISCING DETENT
BY POWER LEVER POS’N) 1

MAX
--11.0 REV MAXIMUM REVERSE POWER

POWER LEVER POSITIONS

Page 11
SERIES 300
21.10 MAR 17/95
SEPT 30/02
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OPERATING DATA MANUAL
CONDITION LEVERS

1 2
1 2

A
CONDITION LEVER
FRICTION KNOB

MAX MAXIMUM PROPELLER RPM

( 1200 RPM )
P
R
O CONSTANT SPEED RANGE
“QUIET TAXI”
P
(BETA RANGE
MIN
OPERATION ONLY) U MINIMUM PROPELLER RPM
GATE N
F
( 900 RPM ) AND NORMAL
(LIFT TO OVERRIDE) E FLOW
A
T
H
E
R
GATE
START &
dod2110020_001.dg/doc, pt, 30/01/95

(LIFT TO OVERRIDE) PROPELLER FEATHER AND FUEL

FEATHER
ON FOR ENGINE START
FUEL
ENGINE SHUTDOWN
OFF

CONDITION LEVER POSITIONS

Page 12
MAR 30/02
SEPT 17/95 21.10 SERIES 300
SYSTEM DESCRIPTION
D
OPERATING DATA MANUAL
change mechanism in the hub receives engine oil
supplied via the PCU to control blade angle. The PCU
Two Pratt & Whitney PW123 series, free turbine turĆ provides for governed constant speed operation,
boprop engines are installed on the airplane. On power lever controlled beta range (idle to full reverse)
Model 311 and Model 315 (PW123E) airplanes, the and feather modes.
engines develop a normal take-off power rating of
2140 SHP. An automatic power uptrim feature allows The selectable control modes in which the engine
either engine to develop up to 2380 SHP for brief periĆ fuel control systems operate are MANUAL and ON.
ods following an opposite engine failure during taĆ
ke-off. The Model 315 has increased thermal limits MANUAL fuel control is relative to power lever angle
over the Model 311. (PLA) and condition lever angle (CLA) settings, apĆ
plied mechanically by the associated power lever
and condition lever of the engine control system to
Model 314 airplanes, incorporating CR872CH00006,
the mechanical fuel control (MFC).
CR872CH00007 or CR872CH00008, are equipped
with PW123B engines which develop a normal take- When selected to ON fuel control transmits PLA and
off power of 2250 SHP. Automatic power uptrim alĆ CLA through potentiometers to an electrical torque
lows either engine to develop 2500 SHP following an motor on the MFC. The ECU also receives and comĆ
engine failure during take-off. putes applicable engine parameters and ambient
conditions (air data computer information) which
The engine features a two spool gas generator conĆ
vary input movement to the MFC for optimum fuel
sisting of a low pressure (first stage) and high presĆ
scheduling.
sure (second stage) centrifugal compressor, each
driven independently by single stage axial turbines
on coaxial shafts. A two-stage free power turbine aft ENGINE CONTROLS
of the compressor turbines drives the propeller via a
third shaft running forward through the low pressure Power Levers
compressor rotor to a propeller reduction gearbox at
the front of the engine. An exhaust pipe is connected The two power levers, marked 1 and 2, control enĆ
to the engine tailpipe and ducts engine exhaust to gine speed in the forward power range and engine
the rear of the nacelle. speed and propeller blade angle in the idle through
reverse beta range.
An accessory gearbox is driven by the high pressure
compressor rotor to operate the engine-driven fuel For normal flight operation in the forward thrust
pump, an oil pump and the dc starter/generator. For range propeller blade angle is controlled by a goverĆ
engine starting, the starter/generator drives the gearĆ nor in the PCU, which regulates propeller speed (Np)
box to accelerate the high pressure rotor to the necĆ in response to condition lever settings. Engine powĆ
essary speed. er is controlled by the power lever. As the power leĆ
vers are retarded to FLT IDLE, with the condition leĆ
Other accessories are driven by the propeller reducĆ
vers at MAX, the PCU governor reduces blade angle
tion gearbox. These include a propeller overspeed
as it attempts to maintain the selected propeller rpm.
governor, propeller control unit oil pump, the hydrauĆ
As blade angle reduces to + 27.5 degrees (at a point
lic system main pump and the 115-volt variable freĆ
slightly above FLT IDLE), the power lever acquires diĆ
quency ac generator and the propeller control unit
rect blade angle control (beta range). At FLT IDLE,
(PCU).
propeller blade angle decreases to +20.0 degrees.
The propeller is a Hamilton Standard 14-SF-15 Note
(Pre-mod 8/1713) or 14-SF-23 (Mod 8/1713) four
For descriptive reasons, the beta range of
blade, feathering, reversible constant speed unit. power lever movement above FLT IDLE is desĆ
The foam-core/fiberglass blades, bonded to solid ignated flight beta" (useable while airborne)
aluminum spars, are affixed to an alloy hub and have and the beta range between FLT IDLE and
molded-in erosion sheaths and anti-icing heater MAX REV ground beta" (useable only while
elements. A double-acting (hydramatic) pitch on the ground).
Page 1
SERIES 300 MODEL 311/314/315
21.20 MAR 17/95
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OPERATING DATA MANUAL
A FLT IDLE gate prevents unintentional movement MIN selection actuates a microswitch in the condition
into the ground beta region. The gate is overridden lever quadrant that provides a quiet taxi" signal to
by raising gate release triggers below the handgrips, the ECU. This modifies the ECU's reverse beta fuel
allowing the power lever to be moved further aft until schedule to eliminate the Np rise with power that norĆ
a spring detent labeled DISC is reached. Through mally occurs when making reverse power selections
this range, propeller blade angle decreases from while taxiing, with the resultant surges in noise.
+20.0 degrees to +1.5 degrees (discing). When quiet taxi" is in effect, the ECU limits high
pressure compressor rotor speed (NH) to that reĆ
Further power lever movement aft moves the blades
quired to maintain propeller rpm at the 785 rpm Np
into reverse until the power levers reach MAX REV,
underspeed governing limit throughout the reverse
where the blade angles are set at -11.0 degrees.
thrust power lever range. Quiet taxi mode is removed
While in beta range, the mechanical fuel control unit when the condition levers are moved back to MAX.
(MFC) and the electronic control unit (ECU) regulate
Power Uptrim Mode
power to provide propeller underspeed governing in
the FLT IDLE/DISC range. While in the reverse thrust Each ECU features a power uptrim mode during
range, the MFC and ECU also regulate power and take-off, which automatically increases power outĆ
propeller speed, proportional to the amount of reĆ put of non-affected engine up to a maximum take-
verse blade angle selected with the power lever. off rating of 2380 SHP in response to ECU autofeathĆ
Condition Levers er command. The power uptrim occurs 3 seconds
prior to propeller autofeather and is indicated by a
The two condition levers, located adjacent to the
PWR UPTRIM advisory light on the engine instruĆ
power levers and marked 1 and 2, set propeller rpm
ment panel.
in the forward thrust range and provide manual proĆ
peller feathering and fuel on/off control for engine When the ECU of the non-affected engine receives
start and shutdown. Each condition lever provides the uptrim signal, the PWR UPTRIM light is illumiĆ
input to the MFC and PCU of the related engine. nated and the fuel schedule increases above that seĆ
When in the forward thrust (constant speed) range, lected by the power lever to provide power uptrim.
the position of the condition lever sets propeller rpm Prior to initiating propeller autofeather of the affected
through input to the governor in the PCU. At MAX, engine, an Np underspeed fuel governing cancel"
propeller rpm is governed at approx. 1200. Moving signal is received by the ECU. This "fuel governing
the lever aft reduces governed rpm until at MIN rpm is cancel" signal permits the feathering propeller to deĆ
approximately 900. crease rpm through an underspeed condition to a
Moving the condition lever to START & FEATHER feather blade angle. The reduced fuel schedule preĆ
feathers the propeller and disables the propeller unĆ vents an overtorque condition during propeller blade
derspeed governing to allow ground idle" engine angle toward feather. Deactivation of the autofeather
operation. Moving the lever to FUEL OFF cuts off all system after take-off removes the uptrim signal; the
fuel flow to the engine. Lift gates at the MIN and PWR UPTRIM light extinguishes and the ECU returns
START & FEATHER positions prevent unintentional its engine to the original power setting.
movement of the condition levers from MIN to START ECU Torque Rating (BUG) Display Mode
& FEATHER and from START & FEATHER to FUEL
OFF. The ECU torque rating display (bug) mode is inopĆ
erative.
Quiet Taxi Mode
SAT/FLX System
A quiet taxi" mode can be initiated while the engine
is in the beta range to reduce propeller noise. Select The FLEX section of the SAT/FLEX indication system
the quiet taxi mode by positioning the condition leĆ is inoperative. SAT only will be displayed on the indiĆ
vers at MIN and the power levers at FLT IDLE. The cator. The FLEX TEMP control switch is inoperative.

Page 2
MAR 17/95 21.20 SERIES 300
ENGINE ECU
D
OPERATING DATA MANUAL
A selection of the ENG #1 or ENG #2 ECU MODE seĆ
lector to ON will also cause the applicable fuel control
The engine ECU receives PLA, CLA, SCU, engine paĆ system to revert to ECU control.
rameters and air data computer information. The
The MFC incorporates provisions for the manual
ECU computes this information and supplies correcĆ
control of the fuel schedule. These provisions consist
tion signals to the MFC torque motor. This system alĆ
of a solenoid valve in each MFC, controlled by a reĆ
lows optimum fuel scheduling under varying engine
version relay and related circuits. The MFC solenoid
ambient and operating conditions.
is deenergized and control of the fuel scheduling is
Engine Fuel Control set by the MFC. In MANUAL control underspeed fuel
ON, MANUAL and Reversion governing is not provided.

Manual fuel scheduling is controlled by power lever

Engine Fuel Control may be selected to ON for conĆ angle (PLA) and condition lever angle (CLA) settings.
trol under engine electronic control or MANUAL for The PLA settings provide fuel demands and control
control under engine mechanical fuel control (MFC). the propeller blade angle in the beta range. The CLA
settings provide for fuel on/off control and manual
selection of the propeller to FEATHER.
When fuel control is ON and an ECU fault occurs the
fuel system goes into reversion. The #1 ENG MANUĆ The manual operating mode provides all requireĆ
AL or #2 ENG MANUAL caution light on the caution ments for engine operation, but does not supply auĆ
light panel will illuminate. The fuel scheduling is fixed tomatic control functions associated with ECU conĆ
at point of ECU fault and torque will remain as last seĆ trol (ie. control of fuel flow by ECU inputs to MFC,
lected by power lever. Fuel schedule will then be unĆ propeller Np underspeed governing and NH low
der MANUAL (MFC) control and fuel schedule will be speed limiting, which includes Quiet Taxi mode and
as selected by power lever movement. handling bleed off valve (HBOV) control.

CAUTION
Selection of the ENG #1 or ENG #2 ECU MODE seĆ
lector to MANUAL, will cause the respective MODE On landing do not retard POWER lever below DISC.
selector to illuminate MANUAL and the #1 ENG After landing maintain propeller speed (Np) above
MANUAL or #2 ENG MANUAL caution light to illumiĆ 785 rpm and high pressure turbine speed (NH) above
nate. The fuel control system will be under MFC conĆ 66%. If unable, feather propeller after landing is comĆ
trol. plete and taxi aircraft on remaining engine.

Page 3
SERIES 300
21.20 MAR 17/95
PROPELLER CONTROL
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OPERATING DATA MANUAL
Constant Speed Mode

General
When the power levers are in the forward thrust
The propeller is controlled by the propeller control range, condition lever input to the propeller governor
unit (PCU) operating in conjunction with an overĆ between MIN and MAX sets propeller rpm by adjustĆ
speed governor, an autofeather system, an alternate ing spring pressure on a set of internal governor flyĆ
feather system, a propeller synchrophase system weights. The set propeller rpm is maintained by the
and the power and condition levers. speed sensing flyweights metering oil pressure in orĆ
der to adjust blade angle as required to maintain the
The PCU provides for governed, constant speed opĆ set rpm.
eration through a flyweight governor controlled by
the condition lever; beta range operation by the powĆ Beta Mode
er lever; and propeller feathering modes by the conĆ
dition lever or the autofeather/alternate feather sysĆ When the propeller is in beta mode, blade angle is set
tems. An overspeed governor provides overspeed by power lever input to a beta cam in the PCU. The
protection in the constant speed, flight beta range beta cam actuates the reverse valve and the beta
and ground beta range (by acting on the MFC to limit metering valve. The beta metering valve also reĆ
NH). ceives mechanical blade angle feedback inputs.

The PCU is mounted on the propeller reduction gearĆ As power is reduced in the forward power range suffiĆ
box. It controls propeller blade angle by metering enĆ cient for propeller speed to drop below the governor
gine oil to one side of the pitch change mechanism in setting, the governor admits full oil pressure to reĆ
the hub to reduce blade angle (fine) which is opĆ duce blade angle in an attempt to maintain the set
posed by constant oil pressure supplied to the mechĆ rpm. As beta range is entered, blade angle is now
anism to increase blade angle (coarse). A PCU hyĆ controlled by bleeding off varying amounts of oil
draulic pump, mounted with the overspeed governor pressure to the sump via the beta metering valve. A
on the reduction gearbox, boosts engine oil supply certain amount of bleed-off holds blade angle;
pressure to the PCU. bleeding off less reduces blade and bleeding off
more increases blade angle.
All propeller blade angles are achieved by the conĆ
trolled metering of oil pressure in the constant speed In beta range, moving the power lever increases or
and beta modes and the dumping (to the sump) of decreases oil pressure bleed-off to move the blades
pressure in the feather or propeller overspeed in the required direction. When blade angle has inĆ
modes. Aerodynamic loads on the propeller tends to creased or decreased to the new angle set by the
drive the blades to low blade angles. Should the supĆ power lever, the blade angle feedback acts on the
ply of oil pressure to the PCU be lost, a pitchlock feaĆ beta metering valve to hold the blades at the new poĆ
ture, incorporated into the pitch change mechanism, sition. Blade angle is controlled in this way throughĆ
engages to prevent aerodynamic loads from reducĆ out the power lever beta range from the entry point
ing blade angle more than 1 degree and propeller slightly above FLT IDLE (where blades are set at
speed increasing more than 2% from the point of oil +27.5 degrees ) through to MAX REV (blades set at
pressure loss. -11.0 degrees ).

Page 4
MAR 17/95 21.20 SERIES 300
Autofeather System
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OPERATING DATA MANUAL
Once the autofeather sequence for one of the
propellers is initiated, interlock features prevents
Autofeather is selected for take---off only and the autofeather of a second propeller.
system is active (armed) only when the torque of
The system can be disarmed and deactivated by
both engines exceeds approximately 38% and both
pressing the SELECT/ARM switchlight, retarding
power levers are advanced to meet PLA/OAT
both power levers to FLT IDLE or by both engine
requirements.
torque levels dropping below approximately 38%.
NOTE
The autofeather system, when selected, provides
automatic propeller feathering and non---affected For aircraft incorporating Mod 8/1983, during
engine power uptrim following a propeller feather the Autofeather test, due to the artificially
condition after engine failure during take---off. lowered RPM, the AC voltage output may drop
Autofeather logic and control circuits operate in enough to illuminate the #2 SPU AUX PWR
conjunction with a signal condition unit (SCU). caution light and SPU pressures may cycle
and go offline.
A single SELECT/ARM switchlight on the lower right Alternate Feather System
engine instrument panel selects or deselects the
system and indicates whenever system is armed. The alternate feather system provides a back---up
means of manually feathering and unfeathering a
Each SCU compares torque inputs from a sensor on propeller in the event in --- flight condition lever
each engine. Autofeather is triggered when an selections have failed to achieve full propeller
armed SCU detects failure of its associated engine feathering/unfeathering.
by a decrease of torque below approximately 28%,
Alternate feathering/ unfeathering can be
with the opposite engine at greater than
performed with the engine running or shut down
approximately 38%. The triggered SCU immediately
and with or without engine oil pressure. To initiate
energizes a power uptrim signal to the ECU of the
alternate feathering, move the ALTERNATE
opposite (non---affected) engine to initiate “power
FEATHER/NORM/UNFEATHER switch to the
uptrim” fuel schedule and illuminate the PWR
mechanically locked ALTERNATE FEATHER
UPTRIM advisory light. The non---affected engine
position with the appropriate power lever at or
bleed air system is shutdown.
above FLT IDLE and the appropriate condition
lever below MIN. Alternate feathering of an
After a 3 second delay, the SCU initiates engine with the autofeather system armed also
autofeathering of the low torque (affected) engine. initiates power uptrim of the non --- affected
An “NP underspeed fuel governing cancel” signal to engine.
the failed engine ECU permits propeller operation
below the propeller minimum speed (785 RPM), The system consists of alternate feather control
without the possibility of propeller/engine circuits interconnected with the feather solenoid
overtorque. An auxiliary pressure pump is energized valve, the auxiliary feathering pump and the ECU
and runs for approximately 18 seconds to provide of each engine. Two ALTERNATE FEATHER
adequate time for propeller feathering before switches on the engine instrument panel with
automatically shutting off. An advisory light for the positions NORMAL, ALTERNATE FEATHER
pump illuminates while the auxiliary feathering pump (leverlocked) and UNFEATHER (magnetically
is energized. latched),controlsystemoperationforeachpropeller.

Page 5
SERIES 300
21.20 MAR
NOV17/95
28/03
The actions and results of an ALTERNATE FEATHER
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OPERATING DATA MANUAL
position) of the two propellers in cruise flight.
selection are basically similar to autofeathering. Synchrophasing is achieved by matching the speed
Signals are supplied to open the feather solenoid and phase of No. 2 propeller (slave) to that of the No.
valve and to energize the auxiliary feathering pump of 1 propeller (master).
the selected engine to feather its propeller
(ALTERNATE FEATHER advisory light illuminates). A synchrophase control unit monitors speed and
phase of both the master and slave propellers using
At the same time an “Np underspeed cancel” signal signals from pulse generators at each propeller hub.
is supplied to the ECU to prevent engine fuel flow The control unit compares the signals and applies an
response as propeller rpm decays below 785. If the output signal to a torque motor on the slave (No. 2)
autofeather system is on, energizing of the feather propeller’s PCU constant speed governor. The
solenoid valve also supplies a “power uptrim” signal torque motor has authority to modify the governor’s
directly to the ECU of the opposite engine (PWR condition lever speed setting within a limited range
UPTRIM light does not illuminate). The above as required to increase or decrease No. 2 propeller’s
conditions are maintained (except for the auxiliary rpm until speed and phase angle is matched with No.
feathering pump which times ---out after 1 propeller.
approximately 18 seconds) as long as the
The system is activated by a SYNCHROPHASE
ALTERNATE FEATHER selection is maintained.
switch on the right glareshield panel. An adjacent
Returning the switch to NORM deenergizes the
advisory light illuminates to indicate the system is
feather solenoid valve, resets the auxiliary feathering
active.
pump timer circuits and removes the Np underspeed
fuel governing cancel and power uptrim signals. NOTE
The synchrophase system is for use in climb,
If, during an airstart of the engine, the propeller fails
cruise and descent only.
to move out of feather upon moving the condition
lever out of START & FEATHER, the ALTERNATE NOTE
FEATHER switch is selected to UNFEATHER. An Due to limited authority of the synchrophase
UNFEATHER selection energizes the related torque motor, the propellers must be manually
auxiliary feathering pump (adjacent advisory light synchronized to within 20 rpm of each other
illuminates) which runs for approximately 18 before the synchrophase system is activated.
seconds to provide supplemental oil pressure to
unfeather the propeller. The switch is magnetically Feather Mode
held at the UNFEATHER position until the pump
shuts off after 18 seconds at which time the switch Feather mode is initiated either by the manual
automatically releases to NORM (advisory light goes feathering valve which is opened by condition lever
out). START & FEATHER selection or by a feather solenoid
valve which is opened normally by the
Propeller Synchrophase System autofeather/alternate feather system. When either
valve is opened the propeller feathers regardless of
The propeller synchrophase system synchronizes the state of the propeller governor or the reverse and
both propeller speed and phase angle (relative blade beta metering valves.

Page 6
MAR 17/95 21.20 SERIES 300
 D
OPERATING DATA MANUAL
Propeller Ground Range Indication and BETA BackĆ The Beta Lockout System (BLS) consists of a warnĆ
up Protection ing horn, revised beta backup enable logic, reĆ
worked PROP RPM gauges incorporating an Np trigĆ
Advisory lights are provided on the left glareshield ger, automatic ECU MANUAL reversion logic, and
panel to indicate that the propellers are in the ground automatic engine ignition activation logic. The sysĆ
range of beta operation. Marked PROPELLER tem is activated and deactivated by ground/air logic
GROUND RANGE 1 and 2, each light is illuminated combined with PLA.
by a low blade angle switch that is actuated by the
blade angle mechanical feedback mechanism. IlluĆ The BLS is disabled on the ground to allow for discĆ
mination occurs when blade angle is decreasing ing, by either 50 ft. RAD ALT or WOW signal with the
through +16.5 degrees. A beta backup system proĆ warning horn enabled down to 20 ft. Setting the PLA
vides protection against the propeller entering beta less than Flight Idle while in the flight mode enables
ground range unintentionally due to a PCU malfuncĆ the system. Beta backup protection remains enĆ
tion (while the power lever is above ground range). abled regardless of PLA setting, while in the air
The system uses a beta back up signal, supplied by mode.
the low blade angle switch, which is relayed to the
feather solenoid valve via a power lever-operated The warning horn provides an aural warning as the
microswitch. The micro-switch will relay the beta Flight Idle gate is removed by lifting the power lever
backup signal only when the power lever is above the triggers, and before ground beta is actually selected.
ground range position. The revised beta backup enable logic provides low
blade angle protection independent of PLA while airĆ
In the event the propeller enters ground range with
borne, instead of the existing standard PLA greater
the power lever above the ground range setting, the
than Flight Idle logic. The Np trigger is tripped upon
beta backup signal supplied by the low blade angle
detection of Np values in excess of 1000 PROP RPM
switch is relayed to energize open the feather soleĆ
when the power levers are set below the FLT IDLE
noid valve, causing the propeller to begin feathering
gate in flight. This provides a discrete signal to inĆ
until blade angle increases past the ground range
crease the prop blade angle to reduce PROP RPM to
point. The low blade angle switch then closes the
values below the trigger point. The discrete signal is
feather solenoid valve, restoring the original condiĆ
sent to the existing feather solenoid integral to the
tion. The result is a continuous cycling in and out of
PCU. As PROP RPM decreases below the trip point
propeller ground range, accompanied by on/off
the signal is discontinued. The automatic reversion
flashing of the related PROPELLER GROUND
of the ECU to MANUAL ensures that adequate fuel
RANGE indicator light, until the cause of the fault is
flows and high NH RPM are maintained.
rectified.Provision is made to test beta backup funcĆ
tion and to check serviceability of the power lever-
Propeller Overspeed Governing
operated microswitch by means of BETA BACKUP
TEST switches on the pilot's side console panel.
The propeller overspeed governor, mounted with the
Beta Lockout System (CR 873CH00011) PCU hydraulic pump on the propeller reduction gearĆ
box, incorporates both a hydraulic section to provide
This system incorporates electrical circuits to preĆ overspeed governing in constant speed and flight
vent the propellers from entering the ground Beta beta range and a pneumatic section to provide overĆ
range of operation during flight. speed governing in ground beta range.

Page 7
SERIES 300
21.20 SEPT 30/02
MAR 17/95
 D
OPERATING DATA MANUAL

86

PROPELLER BLADE ANGLES

Page 8
MAR 17/95 21.20 SERIES 300
ENGINE IGNITION SYSTEM
D
OPERATING DATA MANUAL
start control circuits signal the GCU to commence
engine spool up and energizing the ignition system
Each engine incorporates an ignition system consist- (if in normal mode). The GCU connects the starter/
ing of two exciter units connected by high tension generator to its main feeder bus through the main
cables to two igniter plugs in the combustion cham- bus contactor to energize the start section and begin
ber. For engine starting, the system is activated and driving the high pressure compressor rotor. As the
deactivated a utomatically by the engine start control starter/generator cranks the high pressure compres-
circuits during the start sequence (normal mode). sor rotor through 10% NH, the condition lever is se-
For take---off, landing and flight into precipitation or lected to START & FEATHER to introduce fuel and
turbulence, the system can by activated manually to engine light ---up occurs. At 25% NH the ECU takes
provide continuous ignition (manual mode) for over the control of the fuel schedule. The ECU auto-
flameout protection. matically accelerates the engine to the 76% ground
idle setting.
Operational mode of the ignition system is deter-
mined by the position of the appropriate IGNITION 1 The start sequence automatically terminates as the
or 2 switch on the ENGINE START panel. Each engine accelerates through 63% NH, at which time
switch has positions marked MANUAL for manual the ignition is deactivated and the starter/generator
(continuous) mode operation, NORM for normal (au- is switched to generator mode operation by its GCU.
tomatic) mode operation and OFF. The OFF position As the start control circuits are disarmed, the SE-
isolates the exciter unit from its power supply (the re- LECT switch is released to the center position and
lated essential dc bus) to prevent activation of the ig- the START lens of the START switchlight goes out. A
nition system by the start control circuits when dry time delay relay maintains illumination of the SELECT
motoring the engine with the starter. lens for a further 2 seconds after start circuit release.

ENGINE START SYSTEM AUTO IGNITION SYSTEM (MS 8Q100813)

Engine starting is accomplished using the starter/ Modsum MS 8Q100813 introduces the Auto Ignition
generators in conjunction with the ignition and fuel System. With MS 8Q100813 incorporated, engine
control systems. The start control circuits control starting is controlled with the ignition switch in the
starter/generator operation through the generator Auto Mode. The ignition switch is marked OFF---
control units (GCUs), and provide automatic ignition AUTO---MANUAL. An auto relight system is armed
activation and deactivation. Fuel supply is initiated when IGNITION 1 or IGNITION 2 switch on the EN-
manually by condition lever selection at the appropri- GINE START panel is selected to AUTO. If, during en-
ate time in the start sequence. gine operation, the NH falls below 60% a switch in the
NH indicator closes. This switch causes power to be
The start control circuits for both engines are armed supplied to the ignition circuit. While the NH speed
and activated by a single center---lever---locked SE- remains below 60%, the ignition circuit is powered
LECT arming switch and START switchlight on the and the spark igniters operate continuously. When
ENGINE START panel. The start sequence begins the engine speed increases to above 60% the NH in-
with the condition levers at FUEL OFF and the SE- dicator switch opens and causes power to be re-
LECT switch positioned at 1 or 2 depending on the moved from the ignition circuit. This function of the
engine to be started. The 1 or 2 selection arms the Auto Ignition switch selection is disabled when the
start control circuits and the start mode circuits in the condition lever is in the FUEL OFF position.
related GCU. The switch is magnetically held at the
CAUTION
selected position by the armed start control circuits
until completion of the sequence. Arming of the con- With the Engines shut down, the Ignition
trol circuits is confirmed by illumination of the SE- switch in the AUTO position and DC Power se-
LECT lens of the adjacent START switchlight. lected, movement of the Condition lever out of
the FUEL OFF position will activate the Auto
The start sequence is then initiated by pressing the Ignition system and the spark igniters will op-
START switchlight (START lens illuminates). The erate continuously.
Page 9
SERIES 300 MODEL 311/314/315
21.20 MAR 17/95
SEPT 29/06
 D
OPERATING DATA MANUAL

ENGINE START SCHEMATIC

Page 10
MAR 17/95 21.20 SERIES 300 MODEL 311/314/315
ENGINE FUEL SYSTEM
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OPERATING DATA MANUAL
(ECU) installed on each engine. The ECU, acting
through its associated mechanical fuel control unit
General
(MFC), controls fuel scheduling in response to inputs
Fuel for engine feed is drawn from the collector bay received from the power and condition levers. In adĆ
and delivered under pressure to the mechanical fuel dition, engine sensors provide engine and propeller
control unit (MFC) of the engine. Each engine fuel speeds, engine torque and ambient conditions to the
supply is heated and filtered before entering the enĆ ECU.
gine driven fuel pump. If the fuel filter is restricted or
blocked, fuel will bypass the filter to supply the enĆ
gine. This will illuminate the #1 or #2 FUEL FLTR BYĆ The MFC may also be operated in a manual mode
PASS caution light. The fuel is heated by hot engine should ECU control not be available (ECU in REVERĆ
lubricating oil passed through a heat exchange/filter SION/MANUAL) or if the manual fuel scheduling
unit mounted on the engine before being delivered to mode is selected. Control over ECU fuel schedule
the engine driven fuel pumps. modes is provided by ENG ECU MODE switchlights
on the engine instrument panel, one for each ECU.
Fuel Control Unit
Each switchlight, when pressed, alternately illumiĆ
Normal control over engine operation is through the nates ON (ECU fuel schedule mode selected) or
scheduling of fuel flow by the electronic control unit MANUAL (MFC fuel schedule selected ).

Page 11
SERIES 300
21.20 MAR 17/95
 D
OPERATING DATA MANUAL

ENGINE FUEL SCHEMATIC

Page 12
MAR 17/95 21.20 SERIES 300
ENGINE OIL SYSTEM
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OPERATING DATA MANUAL
ENGINE INTAKE BYPASS DOORS

The engine oil system provides lubrication of engine

bearings and gearboxes, as well as supplying oil The engine intake bypass doors, one in each nacelle
pressure for propeller actuation. The oil system inĆ at the rear of the plenum, provide a means of preventĆ
cludes an oil sump (6 U.S. gal total capacity) with ing solids and precipitation from accumulating on the
sight gage that is integral with the compressor case, aft floor of the intake plenum by creating an exhaust
and a pressure pump driven from accessory gearbox path for solids to escape when opened by flight comĆ
that pressurizes the oil system and routes it to an oil partment selection. The doors are normally opened
cooler. From the oil cooler oil is routed through a only during flight in icing conditions.
pressure filter and then to an engine lubricating netĆ
work and the reduction gearbox lubricating network. The bypass doors are box-like units hinged at the
The engine network provides oil pressure to the fuel rear and retracted and extended by electric actuaĆ
heater, oil low pressure switch, oil pressure transmitĆ tors. Door opening and closing is controlled by ENĆ
ter, oil temperature bulb and accessory gearbox and GINE INTAKE BYPASS DOOR switchlights on the enĆ
engine bearing cavities. gine instrument panel. When energized by
switchlight selection, the actuator fully extends or reĆ
The oil low pressure switch for each engine illumiĆ
tracts the door before switching off automatically.
nates a No. 1 ENG OIL PRESS or No. 2 ENG OIL
PRESS caution light respectively when engine oil
pressure drops below 42 ± 2 psid. Oil temperature is A heater incorporated into the engine inlet adapter
controlled by the oil cooler mounted in the rear of the ring, which joins the compressor case inlet to the inĆ
engine intake duct. A pressure relief and temperaĆ take duct, is activated automatically when the byĆ
ture regulator (thermostat) assembly in the oil cooler pass door is opened. An oil pressure switch and temĆ
routes the oil through the cooler if the oil temperature perature sensor in the heater control circuit,
is greater than 80 degrees C or fully bypasses the oil however, prevents heater activation when the engine
directly to the oil cooler outlet if the oil temperature is is shutdown and/or air temperature is above 10 deĆ
less than 75 degrees C. grees C (on Mod 8/0928 airplanes, above 15_C ).

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21.20 MAR 17/95
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