POWERPLANT

The Dash8 Q400 is powered by two Pratt & Whitney

PW150A turboprop engines. Each engine derives a
six bladed constant speed, fully feathering and
reversible Dowty R408 propeller. Each powerplant
develops maximum take-off power of 5071 SHP.

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GENERAL INFORMATION
PW150A engine:
Low pressure axial compressor
High pressure centrifugal compressor
Separate single stage turbines attached to each
compressor
Two-stage power turbine driving a third shaft to
turn the propeller through a reduction gearbox
Accessory gearbox driven by high-pressure
compressor

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Accessory gear box operates:

Oil pressure and oil scavenge pumps

High pressure fuel pump
Permanent Magnet Alternator (PMA)
DC Starter/Generator
Regenerative pump

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Bypass Door each engine nacelle incorporates a
bypass door, which provides means of preventing
solids and precipitation from entering the engine
intake.

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Full Authority Digital Electronic Controller (FADEC) is
a dual-channel microprocessor based controller that
controls the engine fuel flow based on various inputs
from the aircraft, engine and propeller control
system. The FADEC also controls two bleed valves
on the engine for surge avoidance. FADEC units
control the engine using data from power and
condition lever position.

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Power levers:
change the engine power in the forward range,
change propeller blade angle in the idle through
reverse beta range.
The condition levers:
set propeller RPM through related Propeller
Electronic Controller (PEC),
set engine power ratings in the forward thrust
range,
provide manual propeller feathering,
provide fuel on/off control.
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Additionally, the engine and control actuators are
fitted with sensors to provide signals to the FADEC
for engine control, cockpit indication, engine health
monitoring and isolation of component failures.
The
Low main oil pressure switch
Low fuel pressure switch
Fuel filter bypass pressure switches
provide independent signals to the two FADEC
channels. The oil pressure sensor signal is routed
directly to the engine display.
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Engine operating information from the FADEC is
transmitted to the Engine Display (ED). The ED
provides information in both analog and digital
form, and include:
Torque (TRQ)
Propeller RPM (PROP)
High pressure turbine and compressor speed as percentage
of maximum speed (NH)
Indicated Turbine Temperature in degrees of Celsius (ITT)
Low pressure turbine and compressor speed as percentage of
maximum speed (NL)
Fuel flow to the engine combustion section is shown in
kilograms per hour (FF)
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Permanent Magnet Alternator (PMA) is the primary
source of electrical power for the engine control
system. The PMA provides electrical power to the
individual channels of the FADEC when NH is above
20%. The essential power buses provide alternate
electrical power to the FADEC for engine starting or
in case of PMA malfunction.

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The Fuel Metering Unit (FMU) controls the fuel flow
supplied to the engine based on demand from the
FADEC. The fuel pump (driven by High Pressure
spool through the accessory gear box) provides
pressurized fuel to the FMU. Excess fuel delivered to
the FMU is returned back to the pump inlet, and to
the airframe fuel tanks as motive flow (which is
used for the main and scavenge ejector pumps).

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The engine oil system
provides lubrication of the engine bearings and
gearboxes,
supplies oil for propeller operation.
Oil temperature is controlled by the Air Cooled Oil
Cooler (ACOC) and the ACOC flap door.
When the oil pressure drops below 44 psi, a related
low oil pressure switch causes the #1 ENG OIL
PRESS or #2 ENG OIL PRESS warning light to flash.

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Each engine has an ignition system consisting of:
one exciter unit,
two igniter plugs in the combustion chamber
The
system
is
activated
and
deactivated
automatically by the FADEC during the start
sequence. The FADEC also activates both igniters if
it detects flameout or surge. It deactivates the
igniters when the engine operates normally.

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Automatic Takeoff Power Control System (ATPCS)
if an engine fails during takeoff, an ATPCS
automatically increases the power of the opposite
engine. This function is also referred to as Uptrim.
The operating engines FADEC will respond to the
uptrim signal from the failed engines PEC/AF unit
by changing engine from NTOP to MTOP.
The ATPCS is armed when both PLAs are high and
engine torque is at least 50%.

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Uptrim is triggered (regardless of autofeather
selection) if:
torque of the failed engine falls below 25%, or
NP falls below 816 RPM, and
PLA is set high, and
MTOP is not set.
Either of the first two conditions must be confirmed
by both torque sensor signals. Dual uptrim signals
are sent to the FADEC of the operating engine to
increase power by 10%.

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POWERPLANT
An uptrim condition is indicated by:
The UPTRIM indication in the ED
A change in the engine rating from NTOP to MTOP
A change in the torque bug from NTOP to MTOP

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PROPELLER
The constant
propeller:

speed

six

bladed

Dowty

R408

Fully feathering
Reversible
Counter-weighted
Leading edges electrically heated
Made from carbon fiber and glass fiber-reinforced
plastic with a lightweight foam filler

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The propeller is driven through a reduction gearbox
which also drives the:

Pitch Control Unit (PCU)

PCU oil pump and Propeller Overspeed Governor
Main hydraulic pump
115 VAC Variable Frequency Generator

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The propeller control system consists of the:
Propeller Electronic Control (PEC)
Pitch Control Unit (PCU)
High Pressure PCU oil pump
Overspeed Governor units
Alternate Feathering Pump
Propeller System Sensors

and

Propeller

The propeller control system adjusts blade angle to

control propeller in flight and in reverse.

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The propeller overspeed governor has a hydraulic
section and an electronic section.
The hydraulic section controls blade angles by
stopping the HP oil supply, when the RPM exceeds
approximately 1060. When RPM decreases below
the overspeed point, the overspeed governors
restores normal propeller control. If the propeller
goes back to overspeed, the cycle is repeated,
resulting in continuous fluctuation in prop RPM in
and out of overspeed until the cause is removed.

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POWERPLANT
The electronic section uses FADEC NP overspeed
circuitry to signal the FMU to reduce the fuel supply
to the engine, if an overspeed of approximately
1120 RPM is reached. When NP drops below the
overspeed point, the governor allows the FMU to
restore the normal fuel flow.
The hydraulic OSG is locked out in reverse, and the
FADEC electronic section is the primary means of
protection from overspeed in reverse.

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Propeller feathering systems provide:
Autofeathering
Alternate feathering and unfeathering
Manual feathering

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The autofeather system automatically feathers the
propeller if an engine fails during takeoff. The
system also increases the power of the operating
engine (uptrim). Autofeather is selected by pushing
the AUTOFEATHER switchlight on the PROPELLER
CONTROL panel.
Indication:
SELECT on the switchlight
A/F SELECT message on ED
A/F ARMED message on ED when both torques are
more than 50% and both PLAs are more than 60
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Autofeather is activated, from the armed state,
when the torque signal of one engine falls below
25%. After a 3 second delay, the propeller of the
failed engine will feather. The alternate feathering
pump is also activated for approximately 30
seconds.
The autofeather system can be disarmed by:
Pushing the AUTOFEATHER SELECT switchlight off
Moving one or both power levers to flight idle
Autofeathering of one propeller

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CAUTION
Propeller may unfeather if autofeather switchlight is
selected off before condition lever is selected to
FUELL OFF.

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Alternate feather operational back-up / alternate
feathering is accomplished by pushing the guarded
#1 or #2 ALT FTHR switchlight on the PROPELLER
CONTROL panel, if the condition lever is at
START&FEATHER or FUEL OFF.

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Manual feathering is used during engine shutdown
by moving the related condition lever to the
START&FEATHER or FUEL OFF.

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AUTOMATIC UNDERSPEED PROTECTION CIRCUIT
(AUPC) is armed when:

Power lever is at or above FLIGHT IDLE

Condition lever is above START&FEATHER
Torque is above 50%
Autofeather and alternate feather is not active

It is triggered if NP drops below 816 RPM while

torque remains above 50%. If the AUPC activates,
the #1 or #2 PEC caution light comes on.

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POWERPLANT
ABNORMAL OPERATION
For full list of emergency procedures refer to OMB
Q400 and QRH.

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POWERPLANT
Engine fail/fire/shutdown memory items:

Power Lever. . . . . . . . . . . . . . . .Flight Idle

Condition Lever . . . . . . . . . . . . .Off
Alternate Feather (if reqd) . . . . .Fthr
Pull Fuel/Hyd Off Handle . . . . . . Pull
Tank Aux Pump . . . . . . . . . . . . .Off

If Fire:

Extg switch (affected engine) . . . Fwd Btl

If Fire Persists,Wait Up To 30 Seconds:

Extg switch (affected engine) . . . Aft Btl

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The above procedure applies also to:
OIL PRESSURE BELOW 44 PSI or #1 ENG OIL
PRESS or #2 ENG OIL PRESS (Warning Light)
#1 ENG FADEC FAIL or #2 ENG FADEC FAIL
(Warning Light)
UNSCHEDULED PROPELLER FEATHERING (above
400 ft AGL)

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Propeller overspeed (Propeller increases above 1020
RPM and #1 PEC or #2 PEC Caution Light illuminates.)
Above 400 ft AGL:

Airspeed . . . . . . . . . . . . reduce toward minimum

speed appropriate to
flap configuration and
flight conditions.
Affected Engine:

Power Lever . . . . . . . . . . . . . .Flight Idle

Condition Lever . . . . . . . . . . . Start/Feather
Alternate Feather (if reqd) . . . Fthr

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IF propeller does not feather:

DO NOT SHUT DOWN ENGINE.

Alternate Feather . . . . . . Off
Condition Levers . . . . . . .Max
Power Levers . . . . . . . . . operate together to
maintain the desired
flight profile.
Land immediately at the nearest suitable airport.
IF propeller feathers:

ENGINE FAIL/FIRE/SHUTDOWN
. . . . . . . . . . . . . . . . . . . accomplish immediately

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On ground emergencies memory items:

Extg switch (affected engine) . . . . . . . . . Aft Btl

Emerg Brake . . . . . . . . . . . . . . . . . . . . .On
Power Levers . . . . . . . . . . . . . . . . . . . . .Disc
Condition Levers . . . . . . . . . . . . . . . . . . Fuel Off
Pull Fuel/Hyd Off handle (affected engine) . pull
Tank Aux Pumps (1 an2) . . . . . . . . . . . . .Off

IF Fire:

Extg switch . . . . . . . . . . . . . . . . . . . . . . Fwd Btl

Wait up to 30 secs, If fire persists:

Extg switch . . . . . . . . . . . . . . . . . . . . . . Aft Btl

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IF Evacuation:

Emergency Lights . . . . . . . . . . . . . . . . . . .On

Fasten Seat Belts . . . . . . . . . . . . . . . . . . .Off
Evacuate . . . . . . . . . . . . . . . . . . . . . . . . .as reqd
AC/DC Ext Pwr and APU . . . . . . . . . . . . . .Off
Battery Master . . . . . . . . . . . . . . . . . . . . .Off

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Aborted engine start memory items
Condition Lever . . . . . . . . . . . . . . . . Fuel Off
Start Select . . . . . . . . . . . . . . . . . . .Off
Propeller ground range advisory light cycling
memory items
Power Levers. . . . . . . . . .advance above Flight Idle

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POWERPLANT
LIMITATIONS
Use of Reduced Take-off Power (RDC TOP) is not
authorized.
Ambient Temperature Limitations
o(Lower): -54C
o(Upper): +50C or ISA +35C whichever is lower
oWith Bypass Doors Open, MTOP and MCP power settings
are limited to a maximum Ambient Temperature
Limitation of: ISA + 25C
Maximum Altitude for airstart: 20,000 ft
Automatic Take-off Power Uptrim: 10% torque
(nominal)
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POWERPLANT
Chart References:

1) The maximum take-off rating is limited to 5 minutes.

2) 20 seconds maximum.
3) 5 seconds maximum for torque values above flight
idle and less than 55%
4) a. Maximum oil temperature is 125C between
discing and flight idle.
b.
Minimum oil temperature required for power
settings above flight idle is 0C.
c.
Minimum oil temperature required to ensure air
inlet ice protection, prior take-off, is 55C.
d.
Minimum oil temperature required to ensure air
inlet ice protection, in flight and within 3 minutes of
setting take-off power, is 65C.
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POWERPLANT
NOTE:
To maintain the minimum engine oil temperature of 65C
during descent, holding and approach, in icing
conditions, it may be necessary to increase engine
power. The increase in engine power will be limited by
the allowable maximum airspeed appropriate to VMO,
VLO, VFE, aircraft system malfunctions, turbulence and
ATC instructions.

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POWERPLANT
5) Maximum oil pressure at discing with OAT below 0C.
6) a. NTOP torque indication will be 90% or 91%.
b. Maximum allowable continuous NP overspeed is 1071
rpm.
7) The Normal Take-off ITT limit for a given ambient air
temperature is given in the table below:
OAT C

ITT NTOP C

-40

823

-16

824

-10

828

832

+10

838

+20

840

+30

844

+33 and above

845

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8) The Normal Take-off NL limit for
temperature is given in the following
9) The Normal Take-off NH limit for
temperature is given in the following
OAT C

a given ambient air

table:
a given ambient air
table:

NL % NTOP

NH % NTOP

-50

95,40

97,80

-40

95,60

97,63

-30

95,80

97,66

-20

95,95

97,70

-10

96,45

97,80

97,05

98,00

+10

97,50

98,18

+20

97,80

98,32

+30

98,20

98,50

+40

98,25

98,70

+50

98,28

98,85

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Oil Pressure Limitations:
Minimum 44 psi
Normal operating range 61 to 72 psi
Transient minimum 44 to 61 psi

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Oil Temperature Limitations:
Oil temperature for start up 40C
GND IDLE:
o Minimum 40C
o Maximum 107C (125C PL between FLT IDLE and
DISC)
Above GND IDLE:
o Minimum 0C (55C for take-off in icing conditions)
o Maximum 107C
o Max. Continuous 107C

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POWERPLANT
Starter Cranking Limits
Start

Max Time ON

Followed By

70 seconds

2 min. OFF

70 seconds

2 min. OFF

70 seconds

30 min. OFF

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