Saab 340B for Dummies

Systems and Tech Notes & Overhead and Pedestal

Panel Diagrams

The contents revised, summarized and expanded here came from the
contributions and study notes of Saab 340 pilots, many at American Eagle.
Most notably Dave C. Bush who was credited on an early version of the
systems notes in this guide compiled by - www.SF340.com

CT7-9b Powerplant

Engine Accessory Gearbox drives:

● Engine Electrical System/EES (AC alternator)

● HMU fuel pump
● Main fuel pump
● Starter Generator (DC)
The EES powers: "D.I.Ng"

● Digital Electronic Control Unit/DECU

● Ignition system
● Ng signal
The Digital Electronic Control Unit/DECU controls:

● CTOT, APR & bottom governing functions via the torque motor
● Auto ignition
● 1572 PRPM overspeed drain valve
● Indications for: "T.I.P.":

Tq
ITT
Props/Np
DECU = brain, HMU = brawn

HMU gets it's signals from the DECU

DECU commands the Torque Motor/TM (fuel injector) inside the HMU
Bottom governing activated at 830 and maintains 1040 PRPM. Cancelled at
<280 PRPM

Np indication is taken from the Np sensor on the prop gear box.

Tq indication is taken from the torque/Np sensor located aft of the power
turbines

Failure of the DECU will result in:

● TRQ gauge reads zero
● Np gauge reads zero
● ITT - erratic raw data only
● CTOT, APR & bottom governing functions

Failure of the EES will result in loss of:

● DECU (TRQ, , Np)
● Ignition
● Ng gauge reads zero
● ITT- erratic raw data only

Two shut off valves per engine:

● Condition Levers/CLs close the Engine Fuel Shutoff valve inside the
HMU.
 ● Fire Handles close the fuel shut off valve in the fuel line prior to the
HMU.

4 Functions of the Hydro Mechanical Unit/HMU:

1. metered fuel for combustion (set by PLs)

2. unmetered fuel for inlet guide vanes and anti-ice/start bleed valve
operation
3. Engine shut down via the CLs.
4. Overspeed Protection- fuel shut off at 110% Ng (no auto-relight)

Constant Torque On Takeoff/CTOT

For system operations:
● DECU - to regulate the T/M
● T/M - for fuel injection to CTOT set value beyond that set by the PLs
● CTOT - switch must be set to 'ARM'
● PLs - Must be beyond the 64° PLA (yellow stripe)

Automatic Power Reserve/APR

APR sends a signal to the operating engine to increase torque by 7% (120 shp) in
the event of an engine failure up to 107% TRQ max with APR armed. APR system is
triggered by an Autocoarsen signal. The System is armed when:
● Autocoarsen switch is ON
● Power Lever angle (individual) is above 64° PLA (yellow stripe)
● CTOT switch is set to the APR position
● L/R APR lights illuminate on the flight status panel when PLs are advanced beyond
64° with CTOT set to APR

Conditions requiring an abort during engine start:

● Ng doesn't increase when starter is engaged

● Ng doesn't reach approx 20% after starter activation

● Ng continues to accelerate above ground idle speed (max 75%) with no
PL movement
● No prop rotation with Ng at 55% or >
 ● For a motoring start, no rise in ITT within 10 seconds after selecting CL
to start
● For a motoring start, ITT does not increase below 150°C within 10
seconds of start of ventilation run
● A hung start occurs
● No ENG OIL pressure indication within 30 sec of starter activation
● ITT exceeds 965°C or is increasing at a rate that may exceed 965°C
● GPU voltage drops below 10v and/or EXT PWR switch trips off if Ng has
not yet reached 55%

Engine Bleed valves* close automatically if

● Bleed air line over temps or over pressure
● Fire handle is pulled
● Air Conditioning pack overheats
● A/C distribution duct overheats

*5th stage compressor of each engine supplies

bleed air

HP bleed valves close automatically if

● Bleed air line over temps or over pressure
● Fire Handle is pulled
● Engine is shut down
● Respective Main DC Bus loses power

Red lights on top of Tq gauges go on at 962°C.

Max temp for takeoff is 927°C

Ignition System
Powered by the EES, controlled via both BATT busses via the IGN switches.

Dual purpose
1. For engine start
2. Auto-relight function

Modes

● Start
IGN is selected to NORM
Active when relay closes, stops when relay is open

● Auto-Ignition
 IGN selected to NORM (1 spark / .25 second)
Active for 7 seconds when DECU detects engine flameout or Np
overspeed
Verify function is operational by noting IGN light illumination
during normal shutdown

● Continuous (1 spark/ .5 second)

Continuous has been selected on the IGN switch OR

Power has been lost from bus

HMU Torque Motor Lock Out

Loss of TRQ or RPM signal, DECU = loss of TM control

TM loss can result in increased Ng, overtemp, overspeed or over TRQ
condition, so TM must be locked out resulting in loss of:
● CTOT
● APR
If T/M locked out on ground
● loss of bottom governing
● Control of prop RPM with PLs

Engine Oil System

Fuel cools engine oil

Prop oil heats fuel
Air cools prop oil

Lubricates engine bearings, engine accessory gearbox.

Leaks indicated by psi fluctuations, then approx 20 psi on gauge. Temps will
be the same or cooler due to air induction into system.

Hamilton Standard 14RF-19 Props

Blade angle controlled via Propeller Control Unit
Hydro-Mechanical PCU
● HP oil pump
● Prop governor
 ● Servo piston
● 2 feather valves

PCU uses HP oil pressure and aerodynamic forces to control blade angle.

Prop goes to fixed pitch position of oil pressure is lost.

On ground, below flight idle, PLs control blade angle.

Four levels of overspeed protection:

Two Oil:

● Constant Speed Governor 1150-1396 PRPM (set by CLs)

● Overspeed Governor 1467 PRPM

Two Fuel:
● Np Overspeed 1572 PRPM (DECU dumps fuel via overspeed/drain
valve, relight available)
● Ng Overspeed 110% Ng (Auto flame out, HMU cuts off fuel, no
relight)

Three way to feather the props: "C.A.M."

●Condition Levers (mechanical feather valve)

●Autocoarsen (auto & electrical feather valve)
●Manual feather pump (electrical feather valve)
-Autocoarsen switch OFF
-Man Feather pump for 5 sec
Man Feather and autocoarsen use the same valve but not simultaneously.

Autocoarsen
Arm Low Mode
● 1 or both PL <64°
● Both Ng >55%
● Both starter/gen RPM >60%
● Switch selected ON
Event in Low Mode
● Ng < 55% on bad engine
● Starter/gen RPM <60% on bad engine
● Ng >55% on good engine

Arm High Mode

 ● Both PLs above 64°
● Both TRQ > 50%
● Both P3 > 120 psi
● Switch selected ON

Event in High Mode

● Ng <55% on bad engine
● Ng >55% on good engine
● TRQ difference of 25% +
● P3 <120 psi on bad engine

Uncoarsening will occur if the switch is turned off after an autocoarsen event
or if failed engine TRQ >50%, P3 above 120 psi.

Prop Oil System

Supplies oil to:
● PCU
● prop gear box
● oil to fuel cooler

Loss of HP oil results in a fixed pitch prop that will not feather.

Fuel System

HP Fuel Pump
The HP fuel pump develops the high pressure necessary for proper
fuel nozzle operation (spray of fuel into burner can). The HP fuel
pump is located inside the HMU and is driven by the engine accessory
gearbox. The HP fuel pump inlet is pressurized by the main pump to
 prevent cavitation. A failure of the HP pump will result in an immediate
flameout.
Main Pump
The main pump is driven by the engine accessory gearbox and takes
fuel from the inboard wing tank to the HP pump inlet. A main pump
failure results in automatic activation of the related standby pump
located inside the respective fuel hopper.

Standby Pump
Located inside the hopper tank, it acts as a back up to the related main
pump. Each elec standby pump is supplied from the respective battery
bus. The STBY pump is in use during

● Engine start
● Main pump fails
● Cross feed
● Defueling if activated

Fuel temperature is monitored in the right fuel line, downstream of the PGB
oil-to-fuel heat exchanger, prior to the fuel shut off valve.

Low Level light- Illuminates if the fuel quantity is below +/- 300 lbs (30-45
min of fuel remaining).

Fuel Quantity Test- Gauges indicates 1,000lbs +/- 50lbs

Fuel Flow Test- 760lbs/hr +/- 35lbs

X-feed goes from feeding tank directly to engine, NOT between fuel tanks.

Electrical
Three components: DC system, AC inverter & 115v AC wild system.

Three sources of power for the DC system:

1. Batteries
2. External Power
3. Generators

115 v AC Wild Frequency System

Each prop accessory gearbox drives a 115v AC wild frequency generator that
produces 3 phases. 460 - 600 hz

AC Wild GENs power all electric ice protection systems except the STBY
PITOT (R Ess Bus)

Prop RPM must be above 1,000 for AC GENs to come online

If an AC GEN fails, the other will pick up the load automatically except for
intake heat. Power for that is taken directly from its respective AC gen
while all other elec power is connected to it's respective AC gen bus.

Neither engine is capable of supplying bleed air to the opposite side.

For an AC GEN to be considered failed, all 3 phases must be inop.

Random lights on the A channel indicate 1 or 2 phases have failed and auto
transfer will not occur as it was not a total failure of the GEN.

115 / 26 v AC Inverter System

● Two 115v inverters change DC to AC power 400 hz and power
● 26 v powers VOR & RMI flags

No auto switching after an inverter failure. It must manually be selected.

Failure of the 26 v output will not cause a master caution alert or illuminate
the inverter light. A 26 v failure will result in VOR/RMI flags only.

Failure of the 115 v output will trigger a master caution/amber inverter light.

24 / 28 v DC Electrical System
● Two NiCad batteries (one in each wing root, vents w/fan assist on
ground)
● External Power
● Two Engine Driven Generators
Starter Generator 0-55% Ng
Generator after 55% Ng

Two thermal switches in each NiCad battery:

● NO BAT START (57°C)
● Batt HOT (71°C)

Emergency Power Supply

One 24 v lead acid battery (in avionics rack behind cockpit)
 Back up power for:
● Emergency Bus
● Emergency Avionics Bus
● Illumination of STBY instruments and cabin
● Pressure Indicator

EMERGENCY POWER is not supplied when BAT switches are OFF and voltage
is <24 volts.

Bus Tie Auto function is powered by the L BAT bus.

Bus Tie Conn function is powered by the EMERG bus.

Bus Tie relay opens automatically when overloads (>800amp) flow across.

Normally, the only time the bus tie should be open is when both GENs are
online.

Bus Tie joins the two DC networks. GREEN = CLOSED.

When you lose a GEN, you should get the BUS TIE and related GEN light.
Only thing that will be lost is the Utility Bus (requires two GENs or a GPU).

The Generator Control Unit/GCU automatically opens the generator relay:

● Malfunctions are detected (except over heating)
● External power is used
● Fire handle is pulled

An overheated GEN does not open the relay!

An overheated battery will open the battery relay.

GEN output should be at least 27.5 v and have a load of at least 50 amps

Only 2 reset attempts per GEN.

L BAT bus powers landing gear & flap control (elec selector). Without it, gear
can still be lowered via the EMERG LDG handle.

Emergency lights are powered by 5 NiCad battery packs under the cabin
floor (10 minutes).

During engine starts, the ESS & MAIN busses are load shed.
The Power Distribution Units/PDUs (aft of NiCad batt compartment) house all
the battery and series/parallel relays.

External Power 28v / 1200-1600 amp

Will magnetically held on switch will trip OFF when:
● Overvoltage (>31v)
● Undervoltage (<10v)
● During engine start if voltage drops <7v during start switch activation.

The blue EXT PWR AVAIL light illuminates when the GPU provides at least 7v
but requires at least 10v to connect .

External power starts must have at least 28-29.5 v DC

DC GENs are unavailable (relays open) when GPU is applied.

What is supplied by what bus??

Hot Battery Bus = "FEABLE RAT"

Fire Handle
Engine fire bottle
AHRS back up pwr
Battery voltage indicator
Lights (dome, entrance, cargo)
Extinguisher (cargo)
Refuel panel
ACARS back up power
Time (cockpit clock)

(You think you're HOT but you're not. You're just a FEABLE RAT!)

EMERGENCY BUS = "WEBALLS"

Warning system back up power
Emergency voltage indication
Bus tie relay
Audio system back up power
L / R Eng fire detection
L / R tailpipe hot detection
STBY instrument lighting

...more Saab mnemonics-

115v Inverter = "A FROG"
ACARS
Flight Data Recorder
Radar Stabilization
Overhead Lighting
GPWS

Ice Protection
STBY Pitot heat = 5 min warm up time
Front & Side Windows = 6 min warm up time

If NORM & HIGH modes are installed for side windows, NORM must be used
for 7min before HIGH is selected to minimize thermal shock.

Alpha probes are powered as soon as the respective AC GEN is online, no on

or off controls

Pitot/Static tubes are powered as soon as the respective AC GEN is online.

OAT probe is heated upon gear traction (Weight On Wheels function) and is
biased out on ground.

L Side & L Front light on A channel illuminated

● Controller fault
● Overheat sensor
● Partial or complete power loss

Each window heat controller regulates respective front & opposite side
window.

L Intake light on A channel illuminated

● Excessively high (>125°) or low (<10°C) temperatures sensed
● Partial or complete power loss of heating or control power
● One or more of the temp control sensors is lost

De-Ice OV TEMP light = bleed air is too hot >150°C. (Can often happen on
the ground with one HP open.)

Engine inlet frame vanes (hollow) are heated by scavange engine oil.
Inlet guide vanes and splitter lip are heated by bleed air.

Eng intake mats are electrically heated by AC Wild GEN

De-Ice Boots
Inflate for 24 seconds on a 3 minute cycle:
● Stabilizer (6 seconds)
● Outboard wing (6 seconds)
● Inboard wing (6 seconds)
● Stabilizer (6 seconds)

Manual inflation for as long as button is depressed.

When not inflated, boots held to leading edge by suction.

TIMER light illuminates = pressure problem or a timer control

problem
● Pressure difference between distributor valve control signal and line
pressure downstream of the valve
● Timer has failed
● Control power is lost

Pro De-Ice Heat

Ice accretion in SAT -5°C or colder

Norm (-5°C to -12°C): heat for 11 seconds, rest for 79 seconds

Max (-13°C or colder): heat for 90 seconds, rest for 90 seconds

Opposite blades electrically heated.

When changing modes, select OFF first.

Engine Anti-Ice
Prevents ice formation on:
● Inlet lip (electrical)
● Intake Ducts
● Inlet frame vanes (engine oil)
● Splitter lip (bleed air)
● Inlet Guide Vanes (bleed air)
Electrical heating provided by 115 v AC Generator.

Two types of intake mats: Lucas or Cox

Lucas must be switched ON to indicate faults. Cox will indicate at any time.
Splitter Lip & Inlet Guide Vane air comes from the 5th stage and is regulated
via the Engine-Anti-Ice/Start Bleed Valve.

Hydraulic
Hydraulic system provides pressure for operation of the flaps, landing gear,
brakes & nosewheel steering.

Main reservior is pressurized by the EMERG accumulator, backed up by a

spring piston, to prevent cavitation.

HYD light on CWP indicates low pressure (<1,850 psi +/- 50) in either the
MAIN or EMERG accumulators or the fluid temp is too hot.

If the fluid in the main reservoir is too hot (116°C), the HYD light will
illuminate on the CWP and will not extinguish until temp drops below 93°C.

Utilizes four nitrogen charged accumulators precharged at 1650 psi.

The purpose of the EMERG accumulator is to release the gear uplocks via the
EMERG LDG GEAR handle.

The only accumulator that cannot be charged via the hand pump is the
EMERG accumulator.

The MAIN accumulator is the only one with no check valve. The MAIN
supplies the flaps, landing gear, inboard/outboard brake systems and nose
wheel steering.

Main Hyd pump is automatically activated when:

● Pressure in the main accumulator decreases below 2100 pi and
continues until the pressure increases to 2900 psi.
● The landing gear is operated and continues until the left main gear
downlocks or both mains uplock.

When the hyd pump is selected to OVRD it runs continuously until pressure
increases to 2900 psi.

Hyd pump operates on 28v when in AUTO mode.

Hyd pump operates on 24v when in OVRD mode.

The hand pump reservoir is un pressurized and only supplies the hand
pump. Fluid quantity is viewed in a sight on the left side of the nose wheel
well.

MIL-5606 hyd fluid is red in color.

Landing Gear
Pulling the EMEGR LDG GEAR handle will:
● Send the pressure from the EMERG accumulator to the uplock actuator
to move the uplock, releasing the gear
● Open a path for hyd fluid to drain to the main reservoir
● Detonate explosive bolts that separate the main gear doors from the
gear allowing the gear to free fall into position (gear is locked down by
springs, gravity & slipstream forces).

The LDG GEAR handle must be in the down position to arm the anti-skid
when the EMERG LDG GEAR handle is pulled.

Gear downlocks are held closed by springs, downlock is hyd opened to

permit gear retraction.

Landing gear uplocks are hyd actuated.

Electrical power is not required for gravity gear extension.

Electrical power is required for hand pump operation (to move selector that
directs fluid flow).

Brakes

Anti-Skid is not available when ground speed is <20 kts so as to not

interfere with braking during tight turns while taxiing.
At touchdown anti-skid is immediately available if average wheel speed is
>50kts or after 3 seconds.

Parking brake on CWP illuminates when brake handle is pulled and at least
1700 psi.

A minimum of 1500 psi is required for parking brake application.

Parking brake light on CWP extinguishes if pressure fall below 900 psi.

Automatic Flight Idle Stop/AFIS

Prevents movement of PLs into beta range while airborne via a mechanical
stop in the power quadrant on the center console.

AFIS is electrically controlled and mechanically operated.

Gets input from: main geardown lock switches, anti-skid computer & Weight
On Wheels/WOW switches

AFIS lights on Fight Status panel

● FI STOP OPEN - amber
Failed to close in flight, PL movement is unrestricted
● FI STOP - blue
Illuminates during normal ground operations. FI stop is open.
Manual Override knob (red)

To be pulled in case mechanical stop did not open after touchdown and PLs
cannot be moved into BETA.

Both FI STOP lights on CWP panel will illuminate of the in flight and the knob
is pulled.

Can only be reset by maintenance.

If start of L ENG is attempted with the override pulled, a CONFIG warning

will sound.

Fire
Aircraft smoke & fire detection
● 3 over temp sensors in the engine tailpipe
● a continuous loop resistance detector connected to a fire control unit in
each engine nacelle
● smoke detectors in the lav, avionics bay & cargo

Engine fire extinguishing agent is halon.

Each engine fire ext can be routed to the opposite side engine.

Pulling the ENG Fire Handle will cause:

● Fuel shutoff valve to close
● Engine (LP) & HP bleed valves to close
● Generator relays to open
● Arms the main & reserve fire extinguisher squibs
● Resets the warning system firebell & flashers

Activation of Cargo fire extinguisher should prevent reignition of flames

for up to 40 minutes. The second fire extinguisher bottle increases fire
supperssion time to 60 minutes if discharged within 25 min of first bottle.

Cargo fire extinguisher bottles may not be fired within 2 minutes of each
other, so as not to build up excessive pressure in the cargo compartment.

CARGO EXTG light = low pressure (260-310 psi) detected in the related fire
bottle. May take up to 15 minutes to illuminate

When extinguished, the outer bottle rapidly floods the compartment with
HALON while the inner bottle discharges slowly.

Cargo fire detection system is powered via the EMERG bus.

Warnings
Warning Annunciator System modes:
● T/O inhibit (prevents CWP alerts during T.O. except RGAP)
● Ground Ops (blocks non-essential alerts on ground)
● Flight

CWP Lights Not Inhibited on Takeoff = "R-GAP"

Red CWP lights
Gustlock
Autocoarsen
Parking Brake

During engine start, WAS switched from ground mode to T/O inhibit,
then back to ground ops due to power source change from essential to
emergency bus.

GPWS
● Visual and aural alerts when predicted flight path results in ground
contact.
● 50' to 2,500' ft

GPWS Inputs = "FRAIL"

Flaps
Radio Altimeter
Air Data Computer
I.L.S.
Landing gear

Inop radio altimeter inhibits all warnings.

Configuration warnings:
On takeoff - "Con-F-IG"
● Condition Levers not MAX
● Flaps > 15° C
● Trim not In Green

On landing -
● Any gear is not down and locked below 500' ft RA with
● At least one PL retarded below the 64° PLA
OR
● Flaps 20 is selected and all gear are not down and locked. (The horn
cannot be silenced in this situation.)
Warning Electronics Unit (white "Bite Light") on overhead test panel
illuminates
● one of the GENs output is low
● warning system computer

Overhead Panel Guide