July Aug Seasonal 2022 ISAR

ISAR
DHC-8 Series
DHC 8 Series
In-Service Activities Report Issue 2022-7-8 Seasonal
Seasonal Edition
Dash 8-400 Hydro Quebec
Further details Page 5
Photo credit: unknown
Prepare your aircraft and personnel

now for unpredicted weather operation!
The
From the Editor ISAR EST. 1989
The In-Service Activities Report (ISAR) is a monthly technical newsletter which provides a forum for sharing
in-service experiences. The document includes discrepancies that have been experienced and reported by operators,
and action taken on other noteworthy maintenance tips.
Additionally, the ISAR provides routine notification of items of interest and significance that have occurred since
issuance of the previous edition. It also provides updates regarding customer services and support initiatives within
De Havilland. The ISAR is intended to be read by all in the operator’s organization who are concerned with
maintenance support and operation of the aircraft.
Important Note: Material appearing in this ISAR is to be considered valid as of the date of publication. Operators
concerned with the current validity and possible implications of a specific article in the ISAR should contact the
Technical Help Desk, toll free in North America at: +1-855-310-1013, or direct at: +1-647-277-5820, or by email:
thd@dehavilland.com. For additional information on any of the in-service items covered in the ISAR, please
contact your local De Havilland Aircraft Canada Field Service Representative, the Technical Help Desk, or the
appropriate staff member below:
Editor in Chief
George Moffatt
isar@dehavilland.com
1-437-291-3458 ext. 23666
Customer Services Management Contacts
Robert Mobilio Leighton Storsley

Vice President, Engineering Vice President, Aftermarket & Business Development
robert.mobilio@dehavilland.com leighton.storsley@dehavilland.com
1-416-902-7503 1-403-312-6299
Jason Rahaman Dario Leone Alex Jaglowitz Mervyn Lynn

Director Director Director Director
In-Service Engineering & Technical Support Customer Support Customer Care, Dash 8 Commercial Strategy
jason.rahaman@dehavilland.com dario.leone@dehavilland.com alex.jaglowitz@dehavilland.com mervyn.lynn@dehavilland.com
1-416-508-6845 1-416-409-3757 1-416-435-8330 1-416-902-5984
Douglas Caldwell Martin Cudina John Fernando Allison Batt Kenny Karthigesu
Manager, In-Service
Manager, ISE Systems and Manager, Customer Support Manager Manager
Engineering
In-Service Supplier Mgr and
Technical Support Structures Customer Care, Dash 8 Component Programs
Warranty
doug.caldwell@dehavilland.com martin.cudina@dehavilland.com john.fernando@dehavilland.com allison.batt@dehavilland.com kenny.karthigesu@dehavilland.com
1-647-294 3587 1-647-825-9668 1-416-854-6749 1 647 537 1308 1-416-357-3150
Judy Donegan Luc Cabana Peter Elmsly-Smith

Manager Manager Manager, Customer Support
Technical Publications Maintenance Engineering Oceania & Northeast Asia
peter.elmsly-
judy.donegan@dehavilland.com luc.cabana@dehavilland.com
smith@dehavilland.com
1-437-291-3493 1-437-291-3501 1.61E+11
Harlan Simpkins Mike McKenna TBA

General Manager Customer Liason Pilot Manager, Customer Support
Flight Operations Flight Operations India & South Asia
harlan.simpkins@dehavilland.com mike.mckenna@dehavilland.com
1-416-939-0045 1-647-242-6729
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This document is for information purposes only and is not part of any proposal and creates no contractual commitment. Information in this report is Proprietary to De Havilland
Inc. and
De Havilland Aircraft Canada. This report must not be reproduced or distributed in whole or in part to a third party without prior express permission in writing from De Havilland
Inc.
De Havilland also does not necessarily endorse any of the advertisements appearing in this newsletter.
Back to Table of Contents
2
DHC-8 Series ISAR: 2022-7-8 Seasonal Connect with us on social media
Table of Contents
General and Technical Articles

0001 - Hydro Quebec 0002 - Series 400 De 0003 - Series 400 De 0004 - Series 400 Ethiopian 0005 - Series 400 De
Havilland Canada Havilland Canada Airlines Group Signs Havilland Component
Launches Cargo Increasing Operational Proposal with De Havilland Solutions Program Gains
Conversion Solutions Flexibility of Dash 8-400 Canada for up to Four Momentum with
Utilizing Aircraft with Design Weight Dash 8-400 Freighter - Agreements Signed by
Dash 8-400 Aircraft Increases and Cabin Large Cargo Door Kits Customers in Asia and
Enhancements Europe
Page 5 Page 9
Page 6 Page 7 Page 11
5100 - All Series 2700 - All Series 0001 - All Series 0002 - All Series 0003 - All Series
Engineering Drawings – Flight Control Cable Steps to Enter Aircraft Cold Weather Operations - Regional Best Practice List
Fastener Codes Inspection References (RBPL)
Page 13 Page 16 Page 18 Page 19 Page 21

0561 - All Series 1000 - All Series 1000 - All Series 1010 - All Series 1012 - All Series
Propeller Inspection after COVID - 19 Impact on Short - and Long-Term Cold Weather Layover and Aircraft Storage - Post
Operation in High Storage and Return to Storage with Approaching Preparation for next Flight COVID -19 Storage,
Crosswind Service Climate Change Emerging Issues and
Solutions
1200 - Series 400 1200 - Series 400 1220 - Series 400 1231 - Series 400 1231 - Series 400
Winter Operation - Best Lubrication of Fuselage Flight Control Surfaces De-Ice Vehicle Spray Removal of Snow/Ice From
Practices for Enhanced Doors to Prevent Freezing Hinge Point Lubrication Pressure for De-Icing Spinner and Between
Dispatch Reliability Propeller and Propeller Spinner and Prop.
Blades Blade/Hub, and Propeller
Anti-Icing
2100 - All Series 3011 - Series 400 3021 - Series 400 3040 - All Series 3061 - Series 400
Environmental Control Troubleshooting DEICE Engine Start in Icing Windshield Heating Issues Propeller Deice System
System - Seasonal PRESS Chronic Faults & Condition - EIAH & Cracking - Prevention Issues
Preparation Effective Use of CDS Recommendations to
Reduce Customer Induced
Damage
3080 - Series 400 3080 - Series 400 3200 - All Series 3200 - Series 400 3411 - All Series
Ice Detector Probes, Fault Ice Detector Probes, Influence of Runway De- Brakes - Deicing Fluid and Rainy Season - Pitot /
Monitoring & Reliability Recommendations to icing Fluids on Landing Brake Freezing Static System Drains
Improvement Reduce Customer Induced Gear
Damage

3411 - Series 400 4916 - Series 400 5100 - All Series 5200 - Series 300 5200 - Series 400
Winterization - Pitot/Static APU Air Inlet, Installation of Protective Tape for Erosion Doors - Cold Weather Door closed sensor -
System Drains Drain Angles around the Protection Issues application of sealant
APU Air Inlet
continued on next page

Note: Click the title of any article to be taken there directly.
To find ISARs on www.dehavillandportal.com

Once logged onto De Havilland Aircraft of Cananada Limited portal, click on Publications > Document Libraries – Newsletters, and select your
desired ISAR edition. An ISAR Index is included along with all published ISARs on dehavillandportal.com. The Index is sorted by ATA chapter
and contains every ISAR article ever published.
3
Table of Contents
General and Technical Articles

continued from previous page
5230 - Series 400 5312 - Series 400 6110 - Series 100/200/300 7100 - All Series 7200 - All Series
Door Seal Valve Corrosion Radome - Best Practices Propeller Deicing Issues Engine Cold Weather Pre- Engine Storage in Humid
& Removal of Desiccant for the rainy season Heating Procedures Environments
Filter
7310 - Series 400 7910 - Series 400 7920 - Series 400 FRACAS Snapshot - Series FRACAS Snapshot - Series
High Fuel Temperature - Engine Oil Temperature Updated: Oil Cooler Door 100/200/300 400
Summer Operation Slow Warm-Up Actuator - Reliability April 2022 April 2022
Improvement and Summer
Operation
FRACAS Snapshot - Series FRACAS Snapshot - Series Recently Released Recently Released Publication Revision
100/200/300 400 Documents - Series Documents - Series 400 Schedule - Series
May 2022 May 2022 100/200/300 100/200/300
Publication Revision 2022 Event & Conference GSE Rental Tool List - All Technical Publications In-Service Supplier
Schedule - Series 400 Calendar - All Series Series Customer Service Features Management - All Series
and Subscriptions - All
Series
Mobile Repair Team - All Gallery of reader pictures

Series
Page 114 Page 115
Note: Click the title of any article to be taken there directly.
To find ISARs on www.dehavillandportal.com

Once logged onto De Havilland Aircraft of Cananada Limited portal, click on Publications > Document Libraries – Newsletters, and select your
desired ISAR edition. An ISAR Index is included along with all published ISARs on dehavillandportal.com. The Index is sorted by ATA chapter
Back to Table of Contents and contains every ISAR article ever published.
4
General Articles
0001 / Applicability: DHC-8-400

Hydro Quebec
Contributed by: Lori Mason
Hydro-Quebec is a major producer, transmission provider and distributor of electricity.
Hydro-Quebec’s air transport service operate 2 Dash -8-400 and 1 Dash-300 aircraft to shuttle employees five days
a week to and from hydroelectrical sites located in remote areas of Quebec.
Hugues de Grandmont joined Hydro-Quebec’s air transport team in December 1999 and after 23 years is retiring.
De Havilland Aircraft of Canada would like to take this opportunity to thank Hugues for his support and contributions
to the success of the Dash 8 Aircraft Program and wish him the very best in his retirement.
5
General Articles

De Havilland Canada Launches Cargo Conversion Solutions Utilizing
Dash 8-400 Aircraft
Media release: Farnborough, United Kingdom, July 18, 2022
De Havilland Aircraft of Canada Limited (“De Havilland Canada”) today announced the launch of three cargo
conversion solutions for the Dash 8-400 aircraft. The launched solutions include Quick Change (QC), Package
Freighter (PF) and Freighter with Large Cargo Door (F-LCD) configurations to address a wide variety of
operational business models. Known worldwide for its low cost of operation, exceptional performance and
reliability in airline and special mission operations, the Dash 8-400 aircraft’s rugged design also positions it
exceedingly well for cargo operations.
“As the cargo market continues to grow, our cargo conversion solutions will easily enhance the overall value
and extend the already high revenue-generating capabilities of the Dash 8-400 aircraft,” said Jean-Philippe Côté,
Vice President Programs, De Havilland Canada. “De Havilland Canada will offer the three launched cargo
conversion solutions through original equipment manufacturer (OEM) Service Bulletins approved by Transport
Canada, and we are ready to provide a wide range of OEM support as desired by our operators – from kit
installation to on-site support through our global support infrastructure.
“Several built-in attributes of the Dash 8-400 aircraft, including its outstanding airfield accessibility, hot-and-
high performance, range up to 1,640 nm and long structural life, position it very well for cargo operations, and
its low noise and CO2 emissions mean that it’s also an environmentally responsible choice,” added Mr. Côté.
Dash 8-400 Quick Change (Dash 8-400 QC)

The Quick Change solution is a revenue expansion model that offers flexibility to convert the Dash 8-400 aircraft
between all-passenger and all-cargo configurations. Operators can combine two distinctive income streams into
one, significantly expanding their revenue base. The short time required to switch from one configuration to
the other allows operators to match market dynamics swiftly. By installing a new smoke detection system in the
cabin to convert it into a Class E compartment, no attendants are required in the cabin for cargo flights.
Dash 8-400 Package Freighter (Dash 8-400 PF)

The Dash 8-400 Package Freighter allows bulk loading of various sizes of cargo, such as e-commerce packages.
There are nine distinct loading zones with eight radial spider nets providing tie-down and restraint functions.
The primary cargo access door is in the same position as the aft LHS baggage compartment door in all Dash 8-
400 aircraft, and there are four additional access doors (one at the front and one at the back on each side of
the aircraft) to facilitate quick loading and unloading of cargo. It is ideal for the transportation of e-commerce
packages. An optional cargo loading system is also available for palletized cargo.
Dash 8-400 Freighter with Large Cargo Door (Dash 8-400 F-LCD)
The Dash 8-400 Package Freighter can be equipped with a large cargo door (LCD) and a cargo loading system to
provide a containerized cargo model that facilitates the transport of unit load device (ULD) pallets or containers.
With the LCD measuring 109 in x 69 in (2.8 m x 1.8 m), the Dash 8-400 F-LCD is equipped to handle typical
containers such as LD1, LD2, LD3 and LD4. For example, it can carry as many as eight LD3 containers. This would
allow interline transfer of containers from other aircraft in an operator’s network. It is ideal for hub-and-spoke
network carriers as well as major logistics operators.
6
General Articles

De Havilland Canada Increasing Operational Flexibility of Dash 8-400 Aircraft
with Design Weight Increases and Cabin Enhancements
De Havilland Aircraft of Canada Limited (“De Havilland Canada”) today announced design weight increases and
cabin enhancements for the Dash 8-400 aircraft.
• Cabin enhancements include industry-first OEM collaboration with SpaceX’s Starlink to enable high speed,
low latency broadband internet on De Havilland Canada’s aircraft.
• Images relating to this release are available at https://dehavilland.com/en/media
“As we work toward relaunching the production of the Dash 8-400 aircraft, our design weight increases and cabin
enhancements, which are available to retrofit in-service aircraft, illustrate De Havilland Canada’s ongoing
commitment and investments to support the worldwide fleet,” said Jean-Philippe Côté, Vice President, Programs,
De Havilland Canada. “Our solutions offer our operators many opportunities to increase operational flexibility
and to provide a passenger experience that is equivalent to that on new production aircraft. In addition, our
design weight increases for the Dash 8-400 aircraft will allow operators to meet the increasing passenger weight
allowance requirements mandated by Transport Canada, the FAA and various other aviation authorities, without
any impact on revenue.”
DESIGN WEIGHT INCREASES

The design weight increases will provide an increase of up to 3,000 lb (1,360 kg) in payload (maximum zero fuel
weight) and an increase of up to 2,000 lb (907 kg) to the maximum take-off weight of the Dash 8-400 aircraft.
These weight increases significantly enhance the operational capability of the aircraft to carry more passengers,
more bags, more cargo, and more fuel, and provide more range than ever before. The weight increases are
offered in multiple standard categories and De Havilland Canada can also provide customized weight increases
to meet the specific needs of a particular operator. The increased fuel tankering capability offers operators
options to refuel at points of the network that provide greater operational flexibility and cost optimization.
In addition, an increase of 650 lb (295 kg) is being developed to the aft baggage compartment for operators who
require additional baggage weight carrying capability.
CABIN ENHANCEMENTS
When the Dash 8-400 entered service, its advanced design provided more payload, more passenger capacity, and
more range than competing turboprops. The aircraft incorporated several unique, market-leading features, such
as the Active Noise and Vibration Suppression (ANVS) system to ensure passengers enjoy a quieter cabin.
Additionally, the aircraft’s HEPA (High Efficiency Particulate Air) filter, which is standard on all Dash 8-400 aircraft,
ensures that cabin air is refreshed 100% every three to four minutes. Since entry into service, updates have been
made to the cabin, including LED lighting, new window design, enlarged overhead bins, and more.
De Havilland Canada is again investing in the Dash 8-400 aircraft and is introducing a series of new features to
further enhance passenger appeal with more functionality and flexibility.
7
These features include:
• Satellite-based Internet Connectivity System will provide each passenger with in-flight connectivity
experience that is equivalent to at-home access.
• Wireless In-flight Entertainment (IFE) System access to a wide variety of content on their replaceable
unit that can be installed in the maintenance compared to a seat-back IFE by aircraft power.
• USB In-Seat Power at all passenger seat locations. The system, which does not impact passenger
legroom, is compatible with any seat type and will ensure passengers can easily connect and power
their personal devices while onboard.
• An Overhead Bin Extension Solution for earlier models of Dash 8-400 aircraft. This cost-efficient and
environmentally friendly solution provides additional stowage volume in the Dash 8 aircraft’s cabin
and is the perfect solution to meet growing passenger requirements for more baggage space.
• Pictorial illuminated signage that aligns with signage in airport facilities and facilitates the remarketing
of aircraft by eliminating the need for signage translations.
• Upgraded interior décor that includes soft materials in the cabin (carpets, dado panels, bulkheads,
seat dress covers etc.)
• For earlier models of Dash 8-400 aircraft, brighter LED cabin lighting that will provide a cool, dimmable
lighting system along ceiling panels, and under the bins, as well as adjustable PSU reading lights.
8
General Article
0004 / Applicability: DHC-400

Ethiopian Airlines Group Signs Proposal with De Havilland Canada for up to Four
Dash 8-400 Freighter - Large Cargo Door Kits
De Havilland Aircraft of Canada Limited (“De Havilland Canada”) and Ethiopian Airlines Group (“Ethiopian”)
announced today that Ethiopian has signed a proposal for the purchase of two Dash 8-400 Freighter – Large
Cargo Door (F-LCD) conversion kits. The proposal provides an option for an additional two F-LCD conversion kits.
The parties are working to finalize a definitive and binding agreement.
“Cargo has played a pivotal role in Ethiopian Airlines’ operations over the past couple of years, and will remain a
key growth pillar of our business over the coming years,” said Mesfin Tasew, Chief Executive Officer, Ethiopian
Airlines Group. “The pandemic and subsequent recovery efforts have given rise to significant opportunities in
the cargo space and we see great value in converting our older Dash 8-400 fleet to freighters to capitalize on
these growing opportunities.”
9
“Ethiopian’s proposal with De Havilland Canada is a superb testament to the versatility of the Dash 8-400 aircraft
to satisfy a wide variety of operational requirements and we thank Ethiopian for this confidence in the aircraft’s
capability,” said Philippe Poutissou, Vice President, Customer Experience, De Havilland Canada. “The Dash 8-400
aircraft’s industry-leading operating costs and environmental footprint, as well as its outstanding performance
and large cabin volume have facilitated our introduction of a series of freighter options -- including Quick
Change, Package Freighter and LCD Freighters -- to better serve the expanding cargo market.
About Ethiopian
Ethiopian Airlines (Ethiopian) is the fastest growing Airline in Africa. In its seventy-five years of operation,
Ethiopian has become one of the continent’s leading carriers, unrivalled in efficiency and operational success.
Ethiopian commands the lion’s share of the Pan-African passenger and cargo network operating the youngest
and most modern fleet to more than 130 international passenger and cargo destinations across five continents.
Ethiopian’s fleet includes ultra-modern and environmentally friendly aircraft such as Airbus A350, Boeing 787-8,
Boeing 787-9, Boeing 777-300ER, Boeing 777-200LR, Boeing 777-200 Freighter, Bombardier Q400 (Dash 8-400)
double cabin with an average fleet age of seven years. In fact, Ethiopian is the first airline in Africa to own and
operate these aircraft. Ethiopian is currently implementing a 15-year strategic plan called Vision 2025 that will
see it become the leading aviation group in Africa with seven business units: Ethiopian International Services;
Ethiopian Cargo & Logistics Services; Ethiopian MRO Services; Ethiopian Aviation Academy; Ethiopian ADD Hub
Ground Services; Ethiopian Airports Services and Ethiopian Express Services (Domestic). Ethiopian is a multi-
award-winning airline registering an average growth of 25% in the seven years prior to the COVID-19 pandemic.
10
General Article
0005 / Applicability: DHC-400

De Havilland Component Solutions Program Gains Momentum with Agreements
Signed by Customers in Asia and Europe
De Havilland Aircraft of Canada Limited (“De Havilland Canada”) today announced increasing momentum in its
De Havilland Component Solutions Program (“DCS Program”) with agreements signed by Air Niugini Limited and
flybe Limited. Under the agreements, De Havilland Canada will manage component maintenance, repair and
overhaul (MRO) services for the airlines’ Dash 8-400 aircraft. The DCS Program will also provide access to De
Havilland Canada’s strategically located exchange pool.
Air Niugini, Papua New Guinea’s national airline, signed a five-year DCS agreement to support up to five Dash 8-
400 aircraft. Air Niugini serves 23 domestic points plus nine international routes in Asia, Oceania and Australia.
Established in April 2021, flybe Limited will operate throughout the United Kingdom and European Union. The
airline’s five-year DCS agreement will support a fleet of up to 32 Dash 8-400 aircraft.
“We are delighted to welcome Air Niugini and flybe to our De Havilland Component Solutions Program, and we
look forward to supporting the airlines’ operations well into the future,” said Leighton Storsley, Vice President,
Aftermarket and Business Development, De Havilland Canada. “Our highly customizable DCS program continues
to be the leader in power-by-the-hour solutions for the Dash 8-400 fleet and is designed to allow operators to
focus on other key business activities while we take care of their component management requirements. Our
program, which also provides access to our technical teams’ expertise in warranty administration, planning and
supplier management, provides the cost predictability that is a critical part of airline management.”
11
About the De Havilland Component Solutions (DCS) Program
The DCS program supports the operation of Dash 8-400 aircraft by ensuring cost-effective repair solutions and
global accessibility to over a thousand different aircraft components positioned at strategically located
distribution centers and at some customers’ operating hubs. The program, which is designed to meet the growing
demand for customized repair solutions, accommodates each customer’s requirements and environment. With
its low carbon footprint, low operating costs, industry-leading passenger experience and jet-like performance, the
Dash 8-400 aircraft, which seats up to 90 passengers, is the environmentally responsible choice for operators
seeking optimal performance on regional routes. More than 150 Dash 8-400 aircraft are enrolled in the DCS
program.
12
Technical Article
ATA # 5100 / Applicability: Dash 8- All

Engineering Drawings – Fastener Codes
Contributed by: Neil Baarda
Reference: SRM 51-40-03, Service Letter DH8-400-SL-00-016Q
Discussion
The on-line engineering drawing set, made available to operators via subscription, provides detailed
information regarding aircraft assembly. This infomation can be used to assist with parts and fasteners for
structural parts replacement.
Description
The Online Technical Drawings database allows users to search for and view the complete set of De Havilland
Aircraft of Canada Limited proprietary structural and systems drawings (detail parts, assemblies, installations,
electrical) as well as related Engineering Orders (DCN/EO and NIEO).
Ref. Service Letter DH8-400-SL-00-016Q for more information on subscription.
The illustration diagrams include fastener symbols to identify the location and type of fasteners.
The fastener symbol consists of a single cross with the intersection indicating the centre of the rivet. For DASH
8 aircraft critical stress fasteners are indicated by the addition of a circle at the top of the symbol cross. Critical
stress fasteners have greater edge distance requirements than normal stress fasteners.
1) The upper left quadrant of the fastener symbol cross defines the fastener identity by means of a 2 or 3 letter
code.
2) The upper right quadrant of the cross defines the fastener diameter by means of a numeric code indicating
the fastener diameter or, in the case of lockbolts, by digits of the basic part number (e.g., 6 = 3/16"). The alpha
designation shown with the diameter defines the location of the manufactured head. The letter “N” indicates
the near side, “F” the far side and “NF” both sides. If the location is clearly defined (dimple or countersink
preparation) or the location is optional the letter may be omitted.
3) The lower left quadrant defines dimpling and countersinking requirements by means of an alphanumeric
code. “D” for dimple, “C” for countersink are used, with the first digit being applied to the sheet nearest the
manufactured head. A number following an alpha designation specifies the number of sheets to which the
designation applies.
4) The lower right quadrant can indicate the fastener length by means of a number code consisting of the
fastener grip length dash number. The fastener length will typically be selected by the installer to accommodate
the stack up of parts, paint and sealant, etc.
13
The rivet code block can be found in the left top or bottom corner of the drawing. This legend provides the rivet
type base part number for the rivet codes. The code block lists each type of fastener specified on the drawing.
When combined with the diameter and length information from the fastener symbol cross, the full part number
can be determined. e.g. MS20470AD( )-( ).
When space is not sufficient on drawings, the basic symbol is used to show the fastener location. The basic
symbol is made again in an adjacent open area of the drawing to include the remaining data. An arrow can
connect the two symbols. Where the drawing indicates a fastener pattern and the symbols indicating fastener
locations are not coded, the fastener type shall be the same as the first and last coded symbols of the pattern,
where these symbols have an arrowhead pointing to the opposite symbol.
Refer to Dash 8-400 SRM 51-40-03 for fastener codes and superceded part numbers. For fasteners such as
swaged collar pins and ‘icebox’ DD rivets, more convenient alternates can be found for the Dash 8-400 in the
SRM. Alternate fasteners can be found in the generic Repair Drawings for 8-100, -200 and -300.
14
Please see Service Letter DH8-400-SL-00-016Q page 47 or DH8-SL-00-024Q for subscription to Online Technical
Drawings database. Individual drawings are also available (ref page 50). Service Letters are available for
download on the website: https://dehavillandportal.com
15
Technical Article
ATA # 5100 / Applicability: Dash 8- All

Flight Control Cable Inspection
Contributed by: Selewyn Harding, In-Service Engineering
Reference: AC 43.13-b Chapter 6, para 6.75 (b), Aircraft Maintenance Manual (AMM) PSM 1-84-2 / TASK 20-10-21-200-801 / AMMTASK 27 -
00-00-201-801, PSM 1-83-2 / TASK 20-60-01, TASK PSM 1-82-2 / TASK 20-60-01 and PSM 1-81-2 / TASK 20-60-01, Maintenance Task Card
Manual (MTCM), PSM 1-84-7TC, PSM 1-84-7TC, PSM 1-82-7TC and PSM 1-81-7TC
Discussion
Most of the removed flight control cables are due to exceedance of Aircraft Maintenance Manual wear limits.
Operators have also reported instances of finding corrosion at various locations on the exposed areas of the
flight control cables. Majority of the corrosion findings were related to surface contamination.
Description
The most common control cable sizes are 7x7 and 7x19 cables. A 7x7 cable consists of six strands of seven wires
each, laid around a core strand of seven wires. A 7x19 cable consists of six strands of nineteen wires each, laid
around a core strand of nineteen wires. During the manufacturing process a fabric material is weaved between
the strands. This fabric material is to identify the manufacturer and is not an indicator of wear or corrosion.
16
Corrective Action
The following actions are highly recommended.
1. Complete Inspections as per Maintenance Program Manual and Aircraft Maintenance Manual. To
properly inspect flight control cables, all sections of the cable including pulleys, cables that are wrap
around pulleys, cables guides, and fairleads must be carefully inspected.
2. The easiest way to check for exposed strands of broken wire on a cable is to have one person move the
cable through its length of travel while another person holds a cotton cloth gently around the wire looking
for places that the cable snags the wire. This must be done along the entire length of the accessible cable.
3. Examine the cable external surfaces for corrosion and wear. If you find external corrosion, release the
cable tension for further inspection. Carefully twist the cable to examine the internal strands and wire for
damage, wear, and corrosion. Use special care when carrying out this procedure.
4. External surface contamination can be removed by cleaning using a clean dry coarse rag or a fiber brush.
If corrosion cannot be removed, cable replacement is required.
5. A preservative such as LPS 2 should be applied after the removal of the external contamination.
6. Do not apply lubrication to the control cables, External lubrication attracts abrasive particles which cause
accelerated wear on cables, pulleys, fairleads, and pressure seals.
7. Rotate pulleys which will allow you to check the wear and functioning of the bearings.
8. Inspect the length of a cable where the cable runs over, under, or around a pulley, sleeve or through a
fair-lead; or any section where the cable is flexed, rubbed, or worked in any manner; or any point within
one foot of a swaged-on fitting.
9. Follow the Aircraft Maintenance Manual procedures when cleaning the external surfaces for the aircraft,
avoid washing the preservative compound from flight control cables and pulleys.
10. Avoid spilling any chemical/fluids directly on exposed cables and do not use solvents directly on cables,
during the cleaning process.
17
Seasonal Edition
General Article
0001 / Applicability: DHC-8-All
Steps to Enter Aircraft
Reference: This article supersedes previous articles on this issue
When airstairs are deployed for passenger boarding, the height to reach the first step from the ground is generally higher
compared to later steps (Figure 1). Landing gear shock strut extension varies with outside temperature/aircraft weight, and
as such, aircraft with cantilever-type gears experience varying height of the airstair from the ground in a more pronounced
way. To ease climbing the airstair, another step of intermediate height can be placed on the ground. This step is most
frequently made of perforated steel plates, flat steel plates or wood planks with an anti-slip top. After the airstair door is
closed and the aircraft is ready to depart, this additional step is moved away from the ramp.
Apart from facilitating boarding, a well-designed step made from a perforated steel plate (PSP), expanded sheet metal, ultra
anti-slip serrated heavy sheet metal or other grated varieties can effectively remove most of the snow/slush from the footwear
of people boarding the aircraft. PSP also allows debris to drop through the openings and keeps the step area clean. Photographs
above (Figure 2) show two examples of such steps. These steps offer the following additional benefits:
• Provide anti-slip surface for comfortable and much safer boarding.
• Remove unnecessary weight carried into the cabin by removing snow or debris from passenger/crew footwear. This
may save a considerable amount of weight from being carried every year from accumulated dried salt/deice fluid, etc.,
thereby contributing to fuel economy through improved aircraft performance.
• Save the aircraft structure from the possibility of corrosion, while keeping floor carpets cleaner and drier by removing
snow/ice carried from the ramp area (which may also be contaminated with deicing/anti-ice fluids, oil, hydraulic fluid,
chemicals, etc.)
While such steps offer multiple benefits, they must be used carefully. Ensure:
• The step is placed at a safe distance from the airstair, as the airstair height from the ground may be reduced after
passenger boarding, aircraft re-fueling or baggage/cargo loading.
The step is moved to a safe location before engine start, as damage to the aircraft propeller/engine or equipment/buildings in
the surrounding areas is possible (if blown away by the prop wash).
The Ground Crew must be trained to take all necessary precautions if such steps are used. Handle(s) added to the sides or rear
may help the ground crew to carry away the steps while maintaining a positive grip on them. Steps painted in fluorescent yellow
or orange provide more visibility and thereby ensure they are not lying in the taxi path or active area when the aircraft is
departing.
18
Seasonal Edition
General Article
Cold Weather Operations – References
Reviewed by: Randy Butcher, THD, In-Service Engineering
Reference: PSM 1-8-2, 1-8-2S, 1-81-1, 1-82-1, 1-82-2, 1-82-2S, 1-83-1, 1-83-2, 1-83-2S, 1-84-1, 1-84-2, 1-84-2S as applicable and Transport
Canada Holdover Time guidelines. This article supersedes previous articles on the issue.
Flight crew and maintenance personnel must pay particular attention to the hazards imposed by the winter
season. The purpose of this ISAR article is to remind operators (as well as heighten awareness) of the
importance of these hazards, along with suggesting precautions to take when operating in cold temperatures.
In the event that frost, ice, snow or slush is present or anticipated, personnel should take appropriate actions
to de-ice or anti-ice the affected area. If the condition has not been identified by the flight crew, it must be
reported to them. To prevent delays or flight hazards, DeHavilland recommends that operators pay special
attention to the following recommended guidelines:
For Series 400 aircraft:
► Refer to Aircraft Maintenance Manual (AMM) PSM 1-84-2 Chapter 12, Section 12-31-00 Cold Weather
Protection, and Ramp Servicing Manual (RSM) PSM 1-84-2S Chapter 6, Aircraft General Servicing & Cleaning.
► Refer to Aeroplane Operating Manual (AOM) PSM 1-84-1 for complete details regarding Icing Precautions
and Procedures (Section 3.3.6) and Performance Adjustment for Ground De-icing/Anti-icing Fluid (Section 4.7).
For Series 100/200/300 aircraft:
► Refer to Aircraft Maintenance Manual (AMM) PSM 1-8-2 Chapter 12, Section 12-30-02 (100),
PSM 1-82-2 Chapter 12, Section 12-31-00 (200), PSM 1-83-2 Chapter 12, Section 12-30-02 (300) as appropriate
for Cold Weather Protection, and Ramp Service Manual (RSM) PSM 1-8-2S Chapter 6 (100), PSM 1-82-2S
Chapter 6 (200) and PSM 1-83-2S Chapter 6 (300) as appropriate for Aircraft General Servicing & Cleaning.
► Refer to Operator/Operating Data Manual (ODM) PSM 1-81-1 (100) Supplement 18, PSM 1-82-1 (200)
Supplement 11 and PSM 1-83-1(300) Supplement 24 as appropriate for complete details regarding Icing
Precautions, Procedures and Performance Adjustment for Ground Deicing/Anti-icing Fluid.
For Transport Canada Holdover Time (HOT) Guidelines, access the webpage through the following link:
https://www.tc.gc.ca/en/services/aviation/general-operating-flight-rules/de-icing-aircraft/hold-over-
guidelines.html
19
FAA Holdover Time Guidelines can be reached through the following link:
https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing/
It is the responsibility of the end user to periodically check the website for updates. Among other items, these
webpages, provides a selection of links to items including:
1. Holdover Time (HOT) Guidelines

2. Guidelines for Aircraft Ground – Icing Operations
3. Guide to Ground Icing
20
Seasonal Edition
General Article
Regional Best Practice List (RBPL)
Reference: Regional Best Practice List PSM 1-8-15, 1-82-15, 1-83-15 & 1-84-15
The Regional Best Practice Lists (RBPL) are now available for individual Q-Series aircraft. This is a compilation of
AMM Tasks and Service Letters indicating the effectiveness of recommended individual tasks for different
regions of the world. The RBPL recommends chosen practices to alleviate the impact of a region’s characteristic
weather or environmental features on aircraft operation. The online manual provides the RBPL table (list) in
both Excel and HTML format.
The list divides the global operating regions into four primary and two secondary regions, and provides an index
of effectiveness (Yes or No). The primary regions (see Figure 1) are defined by annual rainfall and annual
temperature. The secondary regions provide supplementary information to the primary regions they overlap.
Primary regions in the RBPL are defined as follows:
1. Arid Region - Mean Annual Temperature is over 10°C (50° F). Annual Rainfall is below 25 centimeters
(10 inches). This region has a dry climate, with a high mean annual temperature; colder winter and hotter
summer.
2. Cold Region - Mean Annual Temperature is below 10°C (50° F). This region typically has a low mean
annual temperature; very cold winter and a cool summer.
3. Temperate Region - Mean Annual Temperature ranges between 10°C (50°F) and 18°C (64.4°F) with
annual Rainfall above 25 centimeters (10 inches). This region has a warm & wet spring, warm & humid
summer, cool & dry fall, and a cold winter. Humid temperate climate and a moderate mean annual
temperature are general weather conditions.
4. Tropical Region - Mean Annual Temperature is over 18°C (64.4°F) with annual rainfall above 25
centimeters (10 inches). This region has a humid equatorial climate and a high mean annual
temperature. The winter is dry and the summer is wet.
21
Recommendations also take into account secondary regions, defined as follows:
1. Industrial − Population density over 500 people/kilometer2 (1295 people/mile2). Applicable to all primary
regions. This region is defined as being industrialized with a significant human presence.
2. Sea Coastal − A band of territory within 100 kilometers (62 miles) of a coast line. Applicable to all primary
regions. This region is defined as being influenced by a large body of salt water. This region typically has
less temperature variation throughout the year and higher annual rainfall compared to the primary region
it overlaps.
The RBPL publication also defines Seasonal Applicability to mitigate the impact of seasonal changes in
temperature and precipitation. Seasonal Applicability should be used with Regional Influence, defined in the RBPL
Introduction chapter.
The RBPL publication is intended to be used in conjunction with the applicable Airplane Flight Manual (AFM),
Aircraft Maintenance Manual (AMM), All Operator Messages (AOM), In-Service Modification Summaries (IS
Modsum), Service Bulletins (SB), Service Letters (SL), Vendor Service Bulletins and Vendor Service Letters
applicable for the model.
The RBPL publication also includes the seasonal variations in its best practice suggestions to minimize the adverse
effects of seasonal changes on the aircraft. Figure 2 is a view of a typical RBPL task. Description of the page format
and terminologies used are detailed below:
Column A: Revision Indicator (rev bar)
Column B: RBP Task Number. Example: 122000-901

12 = ATA Chapter
20 = ATA Section
00 = ATA Subject
901 = Task Sequence Number
Column C: Model Effectivity
Column D: Task Title
Column E: Description - includes the following:
DESCRIPTION − Description of the task and benefit

APPLICABILITY − Technical Condition (Modsum/Service Bulletin/Option), Operating
Condition, or Part/Serial Number Condition.
NOTES − Additional information about the task
Column F: Interval.
APUH − APU Hours HR − Elapsed Hours
DY − Days MO − Months
EC − Engine Cycles YR − Years
EH − Engine Hours T − Threshold
FC − Flight Cycles R − Repeat Interval
FH − Flight Hours WCF – Whichever Comes First
22
Column G: Source Data. Gives the identification number from the best practice source (e.g. MPD task
number, SL number, SB number). If no source exists or if the source does not have an identification
number, NONE is assigned.
Column H: Reference Procedure. Gives the location of the procedure for the RBP task. If no reference
procedure exists, NOT APPLICABLE is assigned and the intent of the best practice is described in
the Remarks column.
Column I - N: Regional Influence. Shows Primary & Secondary Region’s influence (Yes or No).
Column O - R: Seasonal Applicability. Gives the tasks applicability for the given season by showing either Yes or
No. The seasons referenced in these columns are defined in the RBPL Introduction (refer to
Seasonal Applicability).
Column S - V: In-service benefit. Identifies In-service benefit using Yes / No.
RBPL Table – Format Description

Figure 2
Applicability of the tasks for Regional Influence are shown in columns I to N, Seasonal Applicability in columns O
to R and In-service benefits in Column S to V. In-Service benefits are further split into following four categories:
DIR - Dispatch Interruption Rate – Task is effective in reducing dispatch interruptions.

DMC - Direct Maintenance Cost – Task has been effective in reducing direct maintenance costs.
MLC - Maintenance Labour – Task has been effective in reducing labour requirements.
OTR - Task has other benefits described in the DESCRIPTION column.
The RBPL includes a Task Proposal Form for operators to provide proposals/suggestions. These can be emailed to
the In-service Engineering in prescribed form. Once received, ISE will review the suggestion and, if found suitable,
may be included in the RBPL.
23
Seasonal Edition
Technical Article
ATA 0561 / Applicability: DHC-8-All

Propeller Inspection after Operation in High Crosswind
Contributed by: Ashley Gopaul, In-Service Engineering, (Propulsion & Air Systems)
Reference; See text
The AMM Task 05-61-00-280-801 Propeller Inspection after Operation in High Cross Wind has now been
updated to provide further clarification in the following regards:
1. Further emphasis has been put on the fact that the propellers may have to be removed within a
maximum of 30 FH following a high crosswind event. This recommendation is a result of the analysis
findings by Dowty Propellers.
2. Additional information on the required FDR parameters and format which is to be sent to DeHavilland
and/or Dowty Propellers before any analysis can be carried out is explained.
3. It is recommend that operators alert DeHavilland and Dowty Propellers of any wind exceedance event,
even before the data is available. This will allow both parties to make the necessary arrangements and
contact appropriate personnel for the analysis.
CVS File
Figure 1
24
4. This analysis and EASA concurrence can take up to 3 working days to complete, considering the fact that
EASA does not work on weekends. The 30 FH limitation is based on the Series 400 daily flying average of
6.35 FH. This allows 4.5 days for the submitting of data, Dowty analysis, and report and EASA concurrence.
5. On the marked up map of the airport, include the date and time of the wind exceedance. Give details on
the movement of the aircraft, including its position during taxi in relation to the wind direction during the
event.
Plot
Figure 2
25
Seasonal Edition
Technical Article
ATA 1000 / Applicability: All

COVID-19 Impact on Storage and Return to Service
Revised by: Lexi Benson, In-Service Engineering (Systems)
References: See text.
Discussion
The COVID-19 pandemic has heavily impacted the global aerospace industry. In response, numerous revisions to
our Dash 8-100/200/300 and Dash 8-400 Aircraft Maintenance Manuals (AMM) have been made to help provide
better guidance and instruction to the Operators during these challenging times. In parallel, documentation has
been released to temporarily alleviate any burdens to the Operators during the pandemic. For those continuing
to operate during these times, or those who are restarting their operations due to the easing of restrictions in
their countries, De Havilland Aircraft of Canada Limited has been working hard to make sure that the Return to
Service, Virus Control, and Fogging AMM Tasks are up-to-date and ready for seamless use.
Description
1. Changes Related to Storage of Aircraft
Biocide Treatment of the Fuel Tanks
Many Operators were placed in very challenging positions with the release of FAA SAIB 2020-02, EASA SIB 2020-
06 and CASA AWB 20-018. These documents relate to concerns on usage of approved aviation fuel biocides,
Kathon FP 1.5 and Biobor JF. To date, De Havilland has revised all AMM Tasks related to the Biocide Treatment
of Fuel Tanks to ensure the correct biocide application method is used.
The referenced documents (FAA SAIB 2020-02, EASA SIB 2020-06) recommend that for aircraft with single point
pressure refueling/defueling system, the additive should be injected with a metered injection cart. In the revised
AMM tasks, De Havilland has removed the batch blending and over-wing filling as a means to undertake biocide
treatment. This ensures that applicable concentration levels are being met and adequate mixing is achieved to
mitigate any negative effects on engine operation caused by over dosage and improper mixing.
Due to COVID-19, many Operators are being forced to place a significant number of aircraft in storage for lengthy
periods of time, necessitating the use of biocide in the uploaded fuel. De Havilland understands that the
combination of these referenced documents and the pandemic have made these changes hard to achieve.
Whether it be the inability to obtain the required biocide injection system/adapter, or not being able to obtain
the biocide additive. AOM 1191 (Dash 8-100/200/300) and AOM 856 (Dash 8-400) outline guidance for Operators
who are not able to apply biocide and for those who applied the old method of biocide application using batch
blending.
Engine Preservation
The unpredictability of the COVID-19 pandemic inhibits Operators from knowing precisely when their aircraft will
be capable to return to service. Operators want to ensure that they have the ability to get their aircraft back up
and running as quickly as possible when the opportunity finally arises. Thus, it was requested that in lieu of
preserving the engines, to instead run the aircraft engines at regular intervals for any of the set storage periods.
In response, the General Engine Preservation (Dash 8-400 AMM Task 10-13-00-620-801) task was completely
overhauled by Pratt and Whitney Canada (PWC). In addition, the PWC Engine Maintenance Manual for the Dash
8-100/200/300 was revised through TR 72-136.
26
Dash 8-100/200/300 revision highlight:
Engine stored on aircraft for an undetermined amount of time. The following may be used as an alternative to
the preceding storage procedure:
(a) Before storage, carry out an oil analysis to determine acidity (TAN). If in the absence of a maximum TAN
number from an oil brand specification and the TAN is above 2.0, drain and discard oil from main oil
tank and reduction gearbox (Ref. Para. 8.). Refill with fresh oil (Ref. Para. 11.). Run engine (Ref. AMM).
(b) Seal off all openings to engine (Ref. AMM).
(c) Operate the engine at intervals of 14 days. Start the engine and operate until oil temperature is 70°C
(158°F) minimum (Ref. AMM). Shut down the engine and seal all the engine openings again (Ref. AMM).
(d) Every 30 days, carry out the following:
1. An oil analysis to determine acidity (TAN). If in the absence of a maximum TAN number from an
oil brand specification and the TAN is above 2.0, drain and discard oil from main oil tank and
reduction gearbox (Ref. Para. 8.). Refill with fresh oil (Ref. Para. 11.). Run engine (Ref. AMM).
2. A visual inspection of the engine externals. Check closely the reduction gearbox, front and rear
inlet cases, propeller shaft, engine accessories and all attaching hardware. If corrosion is found,
repair per the maintenance manual recommendations.
Dash 8-400 revision highlight:

Do the steps that follow to preserve an engine that is installed on the aircraft for a time limit that is not known.
The following may be used as an alternative to the preceding storage procedure:
(1) Every 7 days, start and run the engine until the oil temperature is a minimum of 70°C (158°F) for 10
minutes between GI and TO power or until the oil temperature becomes stable at TO power (Refer to
TASK 71−00−00−868−801). Shutdown the engine (Refer to TASK 71−00−00−868−802).
(2) Every 30 days, carry out the following:
a. Do a TAN oil analysis to find the acidity or do an analysis to determine the water content of the oil.
1. If the TAN analysis shows that the oil acidity is more than 2 mg KOH/h, and the water content is
more than 1000 parts per million, by weight or by volume, do a Flushing of the Oil System (Refer
to TASK 12−10−71−617−801.
NOTE: The oil TAN and water content analyses are the preferred methods to ensure the oil has not
degraded due to humidity. If the oil acidity and water content are within limits it is not
necessary to change the oil. If flushing of the oil system is performed, it is not necessary to
analyze oil properties before draining the oil.
b. A visual inspection of the engine externals:
1. Check the reduction gearbox, front and rear inlet cases, propeller shaft, engine accessories and all
attaching hardware closely for corrosion.
2. If corrosion is found, repair as necessary.
For further details regarding the General Engine Preservation changes see the applicable AMM task (Dash 8-
400) or Engine Maintenance Manual (Dash 8-100/200/300).
27
Temporary Documentation
The aforementioned topics relating to biocide fuel additives, and engine preservation have yet to be fully
implemented into the Storage AMM tasks. De Havilland felt that this could cause confusion to those Operators
who have already placed aircraft in storage with the current AMM. Therefore, temporary RILs were released to
immediately capture these changes, as well as to temporarily alleviate some tasks that may prove to be a burden
with limited staff and resources.
The temporary RILs provide the following alleviations outside of the AMM:
- Alternate procedure if biocides are not available to be added to the fuel.
- Allows engine runs to be performed every 7 days (Dash 8-400), or every 14 days (Dash 8-100/200/300) in
lieu of engine preservation.
- Allowance to keep batteries on the aircraft when engines are being run regularly.
- Allowance to run the APU every month in lieu of preservation.
- Relaxation on the use of desiccant trays in the cabin and flight compartment, depending on the condition
of the aircraft at the time of storage and the environment the aircraft is stored in.
- Allowance for alternate means to moor the aircraft.
See the respective RIL for more details on what temporary alleviations are available:
- RIL 8-10-002: Dash 8-100/200/300 Up to 28 Day and Up to 90 Day Storage Tasks Temporary Allowance
- RIL 8-10-003: Dash 8-100/200/300 Up to 180 Day Storage Tasks Temporary Allowance
- RIL 84-10-002: Dash 8-400 28 Day Storage Tasks Temporary Allowance
- RIL 84-10-003: Dash 8-400 29 to 90 Day Storage Tasks Temporary Allowance
- RIL 84-10-004: Dash 8-400 91 to 180 Day Storage Tasks Temporary Allowance
AMM Storage Task Updates

De Havilland is working on re-writing the AMM storage tasks as to capture all the changes that have been taking
place over the last few months, and to provide further clarity. These are expected to be released after the
pandemic has calmed, as to reduce any confusion related to compliance. Only necessary changes will be applied
to the AMM Storage tasks in the short term.
2. Changes Related to RTS of Aircraft

Biocide Treatment of the Fuel Tanks
As mentioned previously, the AMM tasks related to the Biocide Treatment of the Fuel Tanks were revised with
the latest biocide application information, as well as some return to service (RTS) procedures. If the aircraft was
placed in storage and previously had no biological growth detected, the engine fuel filter replacement does not
need to be carried out.
Since these changes were applied during the pandemic, AOM 1191 (Dash 8-100/200/300) and AOM 856 (Dash 8-
400) were released to cover Operators who have already applied biocides using the existing AMM and guidance
for those who weren’t able to obtain the additives. Below are extracts from the AOMs, relating to the return to
service procedures for aircraft coming out of storage.
28
For Operators unable to apply biocide
For operators that are unable to obtain the additives, the metered injection tooling or are unable to perform
application of biocides using metered injection application, De Havilland recommends the following aircraft
storage fuel tank practices:
- For all aircraft stored longer than 90 days, prior to return to service, operators are advised to retrieve fuel
samples and send them to any local ATSM D5452 certified laboratory for testing. If there are no findings
related to fuel contamination, microbial growth, corrosion, then the aircraft can be returned to service.
For Operators that have already applied biocides using existing AMM procedures
It has been determined that Biobor JF, while also requiring precise mixing methods, is more soluble in fuel than
Kathon FP 1.5. For operators that may have previously stored aircraft using dilution method of biocide application,
the following recommendations apply:
- Prior to any moving of the airplane, sump two gallons of fuel from each tank in an attempt to drain any
potentially settled biocide.
- Attempt to mix the potentially remaining biocide by maximizing movement of fuel in the tank as follows:
fuel transfer from wing to wing, defuel-refuel and/or taxiing with turns and regular brake applications.
- Allow the remaining fuel to settle for a minimum of 24 hours.
- Sump two gallons of fuel from each tank in an attempt to drain any potentially settled biocide.
For more details please refer to the appropriate AMM task, Biocide Treatment of the Fuel Tank, and AOMs.
Engine Preservation
Due to the high number of aircraft entering storage unexpectedly over a short period of time, and restricted
access to perform maintenance on aircraft in various countries, P&WC revised the Dash 8-400 AMM Task 05-53-
00-210-826, Engine Inspection after Storage without Preservation. There is similar documentation provided in the
Engine Maintenance Manual for the Dash 8-100/200/300 series aircraft. Engines that are taken out of service and
not preserved, could potentially suffer corrosion damage.
This task provides an inspection procedure for engines that are inactive for a period less than 6 months and not
preserved. For engines that were left inactive for greater than 6 months and not preserved, the task states that
the engine is to be removed and returned to an overhaul facility for a lack of preservation inspection. For further
details, please refer to the AMM Task 05-53-00-210-826 (Dash 8-400), or Engine Maintenance Manual (Dash 8-
100/200/300).
Furthermore, operators have reported corrosion findings to both stored and inactive engines. P&WC have issued
Service Letter PW150-043 and a general Service Letter GEN-093R1 for the reported corrosion. In addition, P&WC
have also provided repair instructions or concessions when requested by the operator. For Dash 8-400 operator’s
AMM TASK 72-00-00-350-812 (front inlet case repair) was revised in December 2020, to add instructions to repair
corrosion up to 0.030” depth on the inlet struts, inlet gas path and rear mating flange. Dash 8-123 operators can
refer to the applicable Engine Manual.
29
Return to Service Assistance
Aircraft stored without completing the appropriate storage procedures, a Concession Support Letter (CSL) can
be requested for engineering in support of your application to your Regulatory Authority, regarding the aircraft
RTS.
For aircraft requiring to be moved from their current storage location to a maintenance base but have overdue
calendar MRB tasks, a ferry flight permit with accompanying documentation can be requested in support of your
application to your Regulatory Authority. Aircraft not requiring to be moved but would like an extension to
complete their overdue calendar MRB tasks after completion of the AMM Return to Service procedures, a CSL
can be requested for engineering in support of your application to your Regulatory Authority.
For aircraft exiting storage and/or being delivered to a new carrier, a RTS flight operations worksheet for flight
crews is available to complete an operational check flight.
Operators should contact De Havilland Aircraft of Canada Limited Technical Help Desk (THD) for further guidance.
Return to Service after Storage AMM Tasks Updates

De Havilland has released complete re-writes of the Dash 8-400 RTS of an Aircraft After Storage for a Maximum
of 28, 90 and 180 Days to make sure the operators are thoroughly prepared to get back flying in a timely and
efficient manner. In addition, the Dash 8-400 RTS of an Aircraft After Storage for More Than 180 Days should be
released in the coming weeks. The Dash 8-100/200/300 RTS Tasks were deemed sufficient and will not be re-
written in their entirety.
The Dash 8-400 re-writes were performed to remove unnecessary steps, increase the efficiency of the task flow
to reduce RTS time, add steps that were previously missed, update steps from new AMM tasks, and link steps to
their related AMM tasks.
The most significant change in the RTS surrounds the updated fuel inspections, and filter-replacement
requirements. These updates were driven by the changes to the biocide application method from batch blending
and over-wing filling to using a metered injection cart.
Virus Control and Fogging

De Havilland has taken the opportunity to assure that operators have the ability to clean their aircraft thoroughly
for virus control. The AMM task, Aircraft Cleaning for Virus Control, has been revised to include updated
procedures and materials. In addition, a new task has been added to the AMM, Fogging of the Aircraft for Virus
Control or Disinfection. The new AMM task gives instructions to fog the aircraft with a biocide/disinfectant, after
exposure to an infectious disease.
A Service Letter, DH8-400-SL-12-009: Disinfection of Dash 8 Cabin Interior using Ultraviolet-C (UVC) Light, was
released with the purpose of introducing ultraviolet germicidal irradiation as a potential means of disinfection
and to provide guidelines on the usage of UVC light to assist in disinfecting the Dash 8 cabin interior.
In partnership with aero hygenx, the Autonomous UVC Disinfection Robot “RAY” was created along with
accompanying AMM task 12-30-01 (Dash 8-100/300), AMM task 12-25-00 (Dash 8-200) and AMM task 12-21-00-
160-801 (Dash 8-400) to disinfect the aircraft cabin. Contact sales@aerohygenx.com or De Havilland Aircraft of
Canada Limited Technical Help Desk (THD) for further information on pricing and ordering.
30
De Havilland does not have expertise regarding the transmission and management of this disease. De Havilland
is not qualified to identify the disinfectant materials that may be effective to control this disease or the application
frequency to help prevent it. However, if the interior of the aircraft is suspected to be contaminated, perform
AMM task Aircraft Cleaning for Virus Control, in conjunction with any other steps recommended by the
appropriate authorities.
Please refer to the updated Center for Disease Control and Prevention (CDC) in the United States, World Health
Organization (WHO) and International Air Transport Association (IATA) for guidance and current information.
Please see AOM 1187 (Dash 8-100/200/300) and AOM 848 (Dash 8-400), for updates on available guidance to
support practical measures to ensure the safety of their passengers, flight-crew, and maintenance and cleaning
personnel during the pandemic.
31
Seasonal Edition
Technical Article
ATA 1000 / Applicability: Dash 8-All

Short- and Long-Term Storage with Approaching Climate Change
Revised by: Lexi Benson, In-Service Engineering (Systems) (Original: Randy Butcher, THD)
References: See text -
Discussion
As several aircraft have been stored due to the current COVID-19 pandemic, it is a good reminder to review the
storage tasks and prepare for weather changes. It should be noted that this winterization ISAR applies not only
to aircraft flying but to aircraft currently in storage.
Description
Operators are reminded to keep storage tasks current by either following the published AMM procedures or the
RILs that contain temporary allowances to some of the tasks for both short- and long-term storage. Refer to:
- AMM 10-12-XX-550-801 (Series 400)
- AMM 10-10-XX (Series 100/300)
- AMM 10-12-XX (Series 200)
- RIL 84-10-002, 84-10-003, 84-10-004, 84-10-005 (Series 400)
- RIL 8-10-002, 8-10-003, 8-10-004 (Series 100/200/300)
Operator’s Director of Maintenance can alter the recommendations at their discretion, as set out in the AMM
and RILs, based off their environmental conditions. This can mean the addition of steps, or removal of others.
Being proactive with tasks will ensure a swift and cost-effective return to service.
Operators are reminded that if the aircraft is being stored outside, to monitor snow and ice build-up. The aircraft
should be kept as clear as possible. Refer to “Removal of Snow from the Aircraft”:
- AMM 12-31-00-660-801 (Series 400)
- AMM 12-30-02-00 (Series 100/300)
- AMM 12-30-00-00 (Series 200)
32
Seasonal Edition
Technical Article
Cold Weather Layover and Preparation for Next Flight
Reference: PSM 1-84-2S, 1-8-2S, PSM 1-82-2S, PSM 1-83-2S Ramp Servicing Manual; PSM 1-8-2T Illustrated Tool & Equipment Manual; PSM 1-
84-2, PSM 1-8-2, PSM 1-82-2, PSM 1-83-2 Aircraft Maintenance Manual; PSM 1-84-1 Aeroplane Operating Manual; 100/200/300 AFM/AODM as
applicable; Service Letter DH8-400-SL-12-007; DH8-SL-12-001; DH8-SL-12-006 & DH8-SL-12-011 note that this article supersedes all previous
ISAR articles on this issue
With the electrical power removed and engines off, an aircraft’s built-in ice and rain protection system becomes inactive. In
parked condition, snow or ice may keep accumulating on an aircraft and enter areas/systems from where its removal could be
difficult. Apart from blocking openings that are required for aircraft operation or binding components together, accumulated
snow/ice may cause serious damage to an aircraft’s systems or structure (when liquid water/melted snow accumulates in
confined spaces, refreezes, and expands in volume). Expansion of ice creates a tremendous amount of force and could easily
cause damage to the aircraft systems and structure unless preventive measures are in place. Freezing rain could bring similar
hazards to a parked aircraft when water droplets freeze on contact with the aircraft. Appropriate protection must be provided
to prevent such damage to an aircraft when it is parked beyond normal turnaround time, or when it is necessary to secure it
from oncoming inclement weather conditions. Consider moving the aircraft inside a hangar if available.
The following information is supplementary to normal procedures and should be used as applicable. This guidance will not fit all
situations and requires careful evaluation. The responsibility of evaluating the existing condition and taking appropriate action
is entrusted to the person designated for the task. If conflicts or contradictions arise, PSM 1-84-1 Aeroplane Operating Manual
(AOM), PSM 1-84-2S Ramp Servicing Manual, PSM 1-8-2T Illustrated Tool and Equipment Manual, PSM 1-84-2 Aircraft
Maintenance Manual, PSM 1-8-2S, PSM 1-82-2S, PSM 1-83-2S Ramp Servicing Manual, PSM 1-8-2, PSM 1-82-2, PSM 1-83-2
Aircraft Maintenance Manual, PSM 1-83-1 ODM as applicable to the aircraft model will supersede. For aircraft storage, the
appropriate AMM tasks should be referenced.
 Ensure the designated parking spot is clear of debris, FOD, etc. and is safe to park the aircraft. Secure or remove loose
objects from the area, which may blow in wind, a snowstorm or blizzard and cause damage to the aircraft.
 Ensure there is enough access for ground support equipment which may be required later to reach the aircraft and move it
out of the parked position. If departure is planned from the same spot, service vehicles will require safe access and exit.
 Consider the outside air temperature while the aircraft is parked. It may be necessary to pre-heat the engine for start if the
temperature reaches below AMM-mentioned limits. For Series 400 aircraft, see AMM Task 71-00-00-868-822 for details. If
no ground heater is available, the engine may be kept warm by starting it every 2 hours. Detail procedures are also available
for the Series 100/300 in AMM Task 71-00-00-05 Power Plant Adjustment/Test Page 508, and for the Series 200 in AMM
Task 71-00-00-868-806 Engine Start Precautions.
 As an aircraft is taxied in or towed to its designated parking spot, allow the aircraft to roll forward a few feet along a straight
line to relieve side loads on the landing gear and wheels.
Ensure wheels are appropriately chocked and have a secure grip on the ground. Varied types of chocks are available to suit
different conditions. On slippery ground, parking brake or wheel chocks alone may not be able to hold the aircraft in position.
Clear the areas where the wheels will be located and chocks placed beforehand. If necessary, moor the aircraft and secure it in
place in accordance with AMM Task 10-11-00-587-801 Parking and Mooring (400), and AMM Task 10-00-00-00 Parking and
Mooring (100/200/300).
33
 For prolonged layover in freezing conditions, consider parking on a layer of sand (under the wheels only) or substitute, to
ensure the wheels do not freeze to the ground.
 If snow melts and refreezes, ensure there is no accumulation under the wheels. If necessary, move the aircraft a few feet,
clear the ice, and return to the previous spot to ensure the wheels will not freeze to the ground. This is important if the
aircraft has landed recently and the wheels/tires are still warm.
 Install protective equipment as necessary, based on the existing and anticipated weather condition. Remove any water which
may freeze and make removal of the protective equipment difficult.
 If high wind/gusts are expected, consider aligning aircraft to a more suitable heading and taking protective measures as
necessary.
 Drain aircraft water and toilet system as well as the galley. Water frozen inside pipes or system components may cause burst
pipes or damage after freezing.
 Ensure all external doors and access panels are securely closed. Remove any water, which may freeze later and make opening
of these panels/doors difficult. Close all gear doors to prevent or minimize entry of snow/ice in the wheel well area.
 Ensure aircraft battery switch/es are off before leaving. In extreme cold temperature, consider removing aircraft batteries
and keeping them fully charged in a warm environment, as prolonged exposure to cold weather may deplete their charge
and cause a delay in aircraft dispatch after the layover.
The following protective/safety/mooring equipment is available for 100/200/300/400 aircraft. For a full list of available items,
refer to PSM 1-8-2T Illustrated Tool and Equipment Manual, PSM 1-84-2S Ramp Servicing Manual, PSM 1-8-2S, PSM 1-82-2S and
PSM 1-83-2S as appropriate. Maintenance personnel involved in aircraft ground handling and planning for winter weather
operation should make themselves familiar with the applicable Ramp Servicing Manual. Special attention should be placed on
Chapter 6, which provides full details on procedures, precautions and recommended best practices.
Cover - Engine Air Intake GSB1000003 (100/200/300)

This cover plugs the engine air inlet and prevents entry of snow,
ice or other debris. This item is part of the aircraft flyaway kit
included in both GSB000021 (100/200) and GSB000023 (300);
two are required for each aircraft. These covers are held in place
using friction and must be replaced when they fail to stay fitted
securely. A prominent “REMOVE BEFORE FLIGHT” streamer is
attached to the cover.
Cover - Engine Air Intake ACS28001 (400)

This cover is a polyurethane plastic plug that is inserted into the
engine air inlet to prevent entry of snow, ice or other debris. This
cover is part of the aircraft flyaway kit GSB1000027; two are
required for each aircraft. These covers are held in place using
friction and must be replaced when they fail to stay fitted
securely. A prominent “REMOVE BEFORE FLIGHT” streamer is
attached to the cover.
34
Boot - Engine Air Intake GSB1000011 (100/200/300)
Another protective cover, the boot-engine air intake is
available and recommended for extended layover, long-
term storage or for use during severe weather
conditions. This boot provides added protection to the
air inlet as well as the engine inlet deicing boots. The
intake boot is manufactured of materials resistant to
both engine oil and hydraulic fluid. The boot is held by
elastic and adjustable nylon straps with hooks that
attach to the hinge point cut-outs of the engine lower
cowl. This boot is not part of the flyaway kit but is
available as an option. Two such covers are required for
each aircraft.
Cover - Engine Exhaust ACS28002 (400)

The engine exhaust cover prevents unwanted material
from entering the exhaust system when the aircraft is
parked or moored. It is installed on the rear portion of
the nacelle. Two covers are required for each aircraft.
These covers are polyurethane plastic plugs with a
“REMOVE BEFORE FLIGHT” streamer attached. Flyaway
kit GSB1000027 includes two such covers.
Cover - Engine Exhaust GSB1000005 (100/200/300)

The engine exhaust cover prevents unwanted material
from entering the exhaust system when the aircraft is
parked or moored. It is installed on the rear portion of
the nacelle. Two covers are required for each aircraft.
Covers are made from durable fabric with a “REMOVE
BEFORE FLIGHT” streamer attached to them.
Plug - Oil Cooler Vent Scoop ACS28010 (400)

The oil cooler vent scoop plug protects the vents from
entry of unwanted material while the aircraft is parked
or moored. Two plugs are required for each engine.
These plugs are made of polyurethane plastic with a
warning streamer “REMOVE BEFORE FLIGHT” attached
to them. A total of four plugs are part of flyaway kit
GSB1000027.
Cover - Static Port GSB1000013 (100/200/300)

The Static port covers protect the ports from snow, ice,
insects or any other unwanted material. Two covers are
required for each aircraft. These aluminium covers have
a silicon seal. Covers are installed over the static ports
with two thumbscrews. A warning streamer “REMOVE
BEFORE FLIGHT” is attached to each cover. Flyaway kits
GSB000021 (100/200) and GSB000023 (300) include
these items.
CAUTION: THE BOLT THAT SECURES WARNING
STREAMER TO ALUMINIUM PLATE MUST NOT BE
TIGHTENED. A LOOSE FITTING BOLT ALLOWS FOR
THERMAL EXPANSION OF STATIC SYSTEM.
35
Cover - Pitot-Static GSB1000033 (400)
The Pitot head covers prevent entry of snow, ice, insects or
unwanted materials into the pitot system while the aircraft is
parked or moored. Three covers are required for each
aircraft. These fabric covers have a prominent “REMOVE
BEFORE FLIGHT” streamer attached. Flyaway kit GSB000027
includes three such covers. These covers are made of Nomax.
Over time (and therefore frequent handling), the water-
resistant properties of the cover will diminish until they are
no longer effective. It is recommended when this is noticed
that the water-resistant chemical (Burco Pel 5556 –
Burlington Chemical) be reapplied.
Cover - Pitot Head GSB1000006 (100/200/300)

The Pitot head cover prevents entry of snow, ice, insects or
unwanted materials into the pitot system while the aircraft is
parked or moored. Two covers are required for each aircraft.
Covers are fabric-made with a prominent “REMOVE BEFORE
FLIGHT” streamer attached. Both flyaway kits GSB000021
(100/200) and GSB000023 (300) include these pilot head
covers.
Wheel Chocks - Nose & Main Landing Gear GSB1000004

(100/200/300) and GSB1000036 (400)
These chocks are used to lock the wheels either on the main
or nose landing gear, thereby preventing aircraft movement
while it is parked or moored. Similar chocks can also be
procured from other aerospace component suppliers.
Pin - Main Landing Gear Ground Lock GSB1000007

(100/200/300)
The main landing gear ground lock pins are used to lock gear
in the down position when the aircraft is parked, towed or
moored. The pins prevent the gear from accidental collapse
or retraction while on the ground. Two pins are required for
each aircraft. A warning streamer “REMOVE BEFORE FLIGHT”
is attached to each pin.
Pin - Main Landing Gear Ground Lock GSB1000029 (400)

The main landing gear ground lock pins are used to lock the
main gear in the down and locked position when the aircraft
is parked, towed or moored. Two pins are required for each
aircraft. These L-shaped pins are made of hardened steel. A
warning streamer “REMOVE BEFORE FLIGHT” is attached to
each pin. These pins are part of the flyaway kit GSB 1000027.
Pin - Nose Landing Gear Ground Lock GSB1000020

The ground lock pins are used to lock the nose gear in the
down and locked position when the aircraft is parked, towed
or moored. These L-shaped pins are made of hardened steel.
A warning streamer “REMOVE BEFORE FLIGHT” is attached to
each pin. These pins are part of the flyaway kit GSB 1000027
(400), GSB 1000023 (300) & GSB 1000021 (100 & 200).
36
Restraint - Propeller GSB1000031 (400)
The restraint prevents propeller movement/wind milling when
the aircraft is parked or moored. Each propeller requires one
such restraint. The restraint is made of a rubberized fabric cuff
with a length of nylon strap between them and attached to the
landing gear. A warning streamer “REMOVE BEFORE FLIGHT” is
attached to each restraint. The flyaway kit GSB000027 includes
these items. Later models of these restraints have the tip open
to allow drainage of water. Operators who still use the earlier
version can create drain holes or cut outs above the stitch line
for draining water.
Cover - Ice Detector Probe (400)

These covers are made of flame-resistant material and protect
the ice detector probes while the aircraft is on the ground.
These covers also protect personnel working in the area, as the
probe may attain high temperature while activated. These
items are not part of the basic flyaway kit GSB1000027. For
IDPs P/N 4100S019-0X, use GSB1011006. For P/N 511081 and
510920-1, use cover P/N G700-101213-1.
Restraint – Propeller GSB1000008 (100/200/300)

The restraint prevents propeller movement/wind milling when
the aircraft is parked or moored. Each propeller requires one
such restraint. The restraint is made of a rubberized fabric cuff
and a length of “bungee” chord. The cuffs are secured to the
propeller with a length of cable and swivel eyehook fastened
to the underside of the nacelle. A warning streamer “REMOVE
BEFORE FLIGHT” is attached to each restraint. Both flyaway kits
GSB000021 (100/200) and GSB000023 (300) include these
items.
Restraint - Propeller & Passenger Safety GSB1000009

(100/200), GSB1000010 (300)
These safety devices are designed to prevent propeller
movement/wind milling during passenger embarkation and
disembarkation. They also prevent passengers or ramp
personnel from walking into the propeller area. GSB1000009 is
designed for Series 100/200 and GSB1000010 is designed for
Series 300 aircraft. Flyaway kits GSB000021 and GSB000023
include these items. The propeller restraint system is made of
a rubberized fabric cuff with a length of nylon strap and swivel
eyehook to fasten the restraint to the underside of the nacelle.
A warning streamer “REMOVE BEFORE FLIGHT” is attached to
each restraint. A visible yellow rope from the restraint is
secured to the airstair door handrail with a swivel eyehook.
37
Cover - Angle of Attack Vane AOA P/N AOA100 (400)
These covers protect the angle of attack vane while the
aircraft is in a parked or moored condition. Two covers are
required for each aircraft. These aluminum covers can be
mounted on suction cups. The covers come with “REMOVE
BEFORE FLIGHT” streamers attached and are part of the
flyaway kit GSB1000027.
Cover - Alpha Vane GSB1000024 (300)

The alpha vane cover protects the angle of attack sensor
vanes when the aircraft is in a parked or moored condition.
Two covers are required for each aircraft. The cover is an
orange-coloured triangular riveted sheet metal structure
with rubber seals. The cover is installed over the vanes with
two thumbscrews. “NO STEP” and “REMOVE BEFORE FLIGHT”
are prominently stenciled on the two faces of the cover.
Cover - APU GSB1000037 (400)

This cover protects the APU from entry of unwanted
materials while it is in a parked or moored condition.
Cover - Left & Right ECS Ram Air Intake GSB1011008 &
GSB1011009 (400)
These covers protect the APU ram air intake from entry of
unwanted materials while the aircraft is in a parked or
moored condition.
Cover - ECS Exhaust GSB101107 (400)

ECS exhaust covers protect the system from entry of
unwanted material while the aircraft is parked or moored.
Two covers are required for each aircraft. These are included
in the flyaway kit GSB1000027.
38
Cover - Nose Landing Gear Wheel
Nose landing gear covers protect the nose wheels from
weather, fuel, oil, hydraulic fluid, and contaminants
when the aircraft is parked or moored. Each nose
wheel requires an individual cover. Two different types
of covers are available: GSB1000017 for 100/200
aircraft and GSB1000016 for 300/400 aircraft. The nose
wheel cover is made of fabric material with snap
fasteners. A warning streamer “REMOVE BEFORE
FLIGHT” is attached to each cover.
Cover - Main Landing Gear Wheel (100/200/300)

Main landing gear covers protect the main wheels from
weather, fuel, oil, hydraulic fluid, and contaminants
when the aircraft is parked or moored. Each main
wheel requires an individual cover. Two different types
of covers are available depending on the tires in use:
GSB1000014 for 100/200 standard tires and
GSB1000015 for 100/200 high flotation tires and 300
tires.
Cover - Main Landing Gear Wheel 14-6882

& 14-6882-6010 (400)
The Main Landing Gear covers protect the main wheels
from weather, fuel, oil, hydraulic fluid, and
contamination when the aircraft is parked or moored.
Each main wheel requires an individual cover. The main
wheel cover is made of fabric material with Velcro
fasteners. A warning streamer “REMOVE BEFORE
FLIGHT” is attached to each cover.
Main Landing Gear Leg Protective Spool –

GBS1011010 (400)
This tool is used to protect the MLG leg from damage
resulting from the aircraft being tied down after
parking.
As the aircraft is readied for departure, ensure all snow/ice is removed safely from the aircraft and the ramp area. Besides a
light coating of loose snow, which would blow off during the takeoff roll, all ice, snow or frost must be removed. A careful
observation is recommended, as a light layer of frozen transparent ice may be difficult to identify; this would adversely affect
the performance of the wing and control surfaces. Special attention must be paid if there was a freezing rain recently (or if it
happened after the last landing of the aircraft). Remove all snow/ice or de-ice the aircraft as necessary; follow the procedures
and observe precautions as mentioned in the Ramp Servicing Manual (RSM), Aircraft Maintenance Manual (AMM), Aeroplane
Operating Manual (AOM) and Operating Data Manual (ODM) as applicable. The RSM provides full information, definitions,
and references on icing, de-icing/anti-ice fluids per SAE standard, types, holdover time, application, limitations, etc. relating
to Dash 8 aircraft. Observe the following precautions while de-icing/anti-icing:
39
 In case the engine/APU has to be kept running during the deicing/anti-icing operation, switch off all cabin bleeds.
 Do not spray deicing/anti-icing fluid directly into the engine or APU inlet, exhaust, probe, scoops, vents or drains. Spraying
directly into the engine or APU inlet could lead to toxic fumes inside the cabin via the air conditioning air supply, and cause
damage to the APU as well.
 Switch windshield heat 'ON' prior to and during deicing/anti-icing operation.
 Avoid spraying hot fluid directly on the cockpit windshields and cabin windows. Use a shallow angle to spray the fluid on
the fuselage. The fluid should flow down to avoid risk of damage.
 Avoid aiming deicing/anti-icing fluid spray directly into ports, scoops or openings on the fuselage, empennage or nacelle.
 Ensure ice/snow is safely cleared away during the removal process and does not get into tight areas around the flight
controls.
 If snowfall continues during the departure preparation, clear the snow at regular intervals to prevent large
build-up and sticking to the aircraft.
 Direct hot fluid at the aircraft and flight controls at a gentle angle. A steep angle or direct perpendicular application may
cause damage. A flight control check is recommended after the aircraft is cleared of ice or
de-iced. Observe all precautions and coordinate with the ground observer before operating a flight control.
 Apply complete and similar or symmetrical deicing/anti-icing treatment to the left and right wing and horizontal stabilizers.
 After the deicing/anti-icing treatment is over, carefully inspect the complete aircraft to ensure all snow/ice has been
removed effectively.
 Remove all protective covers/equipment.
 Ensure the engine, APU inlet, exit, pitot-static covers, AOA vane covers, fuel tank vents, pack inlet/exits, cabin/cargo doors,
and landing gear doors are clear of ice/snow.
 Ensure no ice is left on the fuselage, as it may come loose when the cabin is heated and hit the vertical stabilizer or flight
controls as the aircraft gains forward speed.
 Ensure horizontal stabilizer top surface is clear of ice. Use proper equipment to conduct the inspection safely.
 Ensure the wheels are free (tires are not frozen to the ground) and chocks are securely in place.
Coordinate with the Pilots and request use of minimum thrust during taxi-out to prevent blowing snow/slush behind the
aircraft.
For aircraft departure, ensure the following:

Pre-flight Inspection
 Close to the departure time, perform a thorough walk-around pre-flight inspection.
 Check for no further snow, ice or frost accumulation on the aircraft, especially critical areas, control surfaces, and probes.
Be extremely cautious, as ice roughness of 0.010 to 0.015 inches is known to negate takeoff stall margins on commuter-
type aircraft.
 Ensure all protective covers are removed, including: engine inlet, pitot-static covers, ice detector probe covers, angle of
attack vane covers, and fuel tank vents. Also ensure that exhausts are clear and air conditioning inlet/exits are free of
snow, ice and slush.
 Pay special attention to the landing gear wheel well and doors. Collected slush in the nose landing gear wheel well is
known to have caused landing gear extension problems (even in other types of aircraft).
 Ensure de-icing boots are clear and in good condition. If in doubt, advise Pilots and take appropriate corrective measures.
 If the aircraft is already sprayed with anti-ice fluid, make certain takeoff is within the holdover time since its application.
Ensure pilots are fully aware of this time limit.
 In case takeoff is not possible within the holdover time limit, Pilots should advise Air Traffic Control/tower/ground control
as appropriate and return for renewed anti-ice application.
 If company policy requires so, keep the Operations Centre advised. This will help them to coordinate the flight with ATC
and destination airfield in case delays occur.
40
Seasonal Edition
Technical Article
ATA 1012 / Applicability: Dash 8-All

Aircraft Storage – Post COVID-19 Storage, Emerging Issues and Solutions
Revised by: Lexi Benson (ISE)
Contibuted by: Manny Almeida (ISE), Zsolt Antal (FSR), Lexi Benson (ISE), David de Vogel (ISE), Marcel Fu (THD), George Gombas
(ISE), Ashley Gopaul (ISE), Selewyn Harding (ISE), Isha Lipovsky (FSR), Tim McHale (FSR), Ilan Rousso (ISE), Kevin Sajnani (THD), Luis
Sodre (FSR)
Reference: Field Reporting
As a result of the current COVID-19 pandemic, a significant number of aircraft have been placed into short- and
long-term storage. As aircraft are brought out of storage, DHC have encouraged operators and field service
representatives to report any significant findings on their fleets to the Technical Help Desk at
THD@dehavilland.com. The list below provides a summary of the issues being reported along with corrective or
mitigating actions.
Chapter 10 – Parking and Mooring
1) Aircraft Applicability: All
Reported Issue: There have been reports of operators removing the wheel chocks before servicing
the parking brake accumulator. Aircraft have sustained substantial damage after
rolling into structures, other parked aircraft, or equipment.
Mitigating Action: Make sure that the parking brake accumulator is serviced prior to the removal of
the wheel chocks.
Chapter 27 – Flight Controls
Reported Issue: One operator reporting seized pulleys in the aileron cable circuit on a Dash 8-400
aircraft when completing RTS procedures and a Dash 8-300 aircraft when
completing an A-check.
Mitigating Action: De Havilland recommends completing a detailed inspection of the aileron and
spoiler control cable pulleys in the exposed (not pressurized) areas as per the
applicable task referenced below. This inspection examines the aileron and spoiler
control cables at all pulleys and quadrants above the fuselage and on the rear spar
of the wings. This inspection also examines the straight lengths of the spoiler cables
between the spoiler splitter quadrant and the clutch assemblies.
− Dash 8-123: MTCM Task Card 2710/02
− Dash 8-400: AMM Task 27-00-00-200-801
Corrective Action: Seized pulleys should be replaced, and cable inspected before the next flight. A
report detailing your findings should be sent to THD. Changes to Return to Service
tasks will be implemented in future update to the AMM.
Chapter 28 – Fuel
Reported Issue: Best practice recommendation from an operator in a short-term storage program.
Outer water drain valves are often noted with evidence of water contamination.
Mitigating Action: During weekly engine runs, function the fuel transfer system and cycle the transfer
valves. Also, ensure that technicians are checking all water drain valves, not just the
inboard and collector bay valves.
41
Chapter 29 – Hydraulic Power
Reported Issue: One report of a hydraulic leak which led to the replacement of the wheel assembly.
Mitigating Action: Make sure that all hydraulic leaks are corrected prior to storing the aircraft. It is
also recommended that wheel covers are installed while the aircraft is parked or
stored.
2) Aircraft Applicability: Dash 8-400
Reported Issue: Multiple operators have reported PTU’s leaking from the case drain. In some cases,
the PTU stops leaking once operated and in others, the PTU required replacement.
Mitigating Action: If engines are being run weekly, it is recommended to function the PTU and SPU to
prevent seal dry out.
Chapter 32 – Landing Gear
Reported Issue: Multiple operators reporting light surface corrosion on the MLG Tie Bolts on
multiple aircraft. It is suspected that the aircraft were deeply cleaned before being
placed into storage to remove all the saline residue from winter operations, which
resulted in removing the lube from the tie bolts.
Mitigating Action: Inspect the wheel tie bolts and re-apply the required lubricant where necessary.
Operators are also reminded to use only approved cleaning agents and to carefully
follow the manufacturer’s instructions when cleaning your aircraft. DHC also does
not promote washing the landing gear or the wheels as this can put moisture into
areas that could cause corrosion.
Corrective Action: For wheel tie bolts and locking nuts found with corrosion, where there is doubt on
the condition of the cad plating these should be replaced.
Wheel Bearing Corrosion MLG Tie Bolt Corrosion
42
Reported Issue: An operator reported findings of wheel bearing corrosion.
Mitigating Action: Reminder to operators of the importance of rotating your tires while the aircraft is in
storage as prescribed in the AMM Storage Tasks. The predominate thought is that
tire rotation prevents flat spots, however it is advisable to ensure that wheel bearing
grease is redistributed during this step. DHC also does not promote washing the
landing gear or the wheels as this can put moisture into areas that could cause
corrosion.
Reported Issue: Operators have reported slow or failure to achieve downlocked position events due
to deteriorated grease.
Mitigating Action: Aircraft that have been in storage over the past year are likely to have suffered
degradation of the landing gear grease. The grease within the landing gear has a high
risk of being contaminated by moisture or by having the grease oils dry out due to
prolonged exposure to the local environment. This affects the lubricating qualities of
the grease which can influence the operation of the gear. When these aircraft are
being prepared to return to service, a thorough re-grease must be carried out in
accordance with the proper grease practices required in the AMM. See De Havilland
AOM 892 for further details.
Chapter 23, 34 – Communications & Navigation
Reported Issue: An operator, with aircraft stored in a damp and humid environment, has reported
multiple avionic component failures. Some failures have been linked to the age of
the units, however, there have been cases where connector oxidation was observed.
Corrective Action: Operators are reminded to ensure that desiccant is placed in the aircraft and aircraft
doors with inflatable door seals be taped to prevent moisture ingress, as prescribed
in the applicable AMM storage procedure. Desiccant trays should be checked and
replaced as they become saturated. Aircraft stored in a damp environment, may
want to perform desiccant replacement at a more frequent interval. Where aircraft
cannot be frequently checked, operators may wish to consider removing avionics
equipment and placing the component in a warm dry indoor environment.
Chapter 34 – Navigation
Reported Issue: There have been multiple reports of water trapped in the pitot-static lines.
Mitigating Action: One operator reported that operating the pitot heaters during weekly engine runs
helped reduce moisture build-up in the pitot heads.
Corrective Action: It is recommended that the pitot static lines be cleaned/purged upon exiting storage
to ensure that all the water is removed and any blockage due to dirt, debris or insects
is cleared.
43
Chapter 49 – Auxiliary Power Unit
Reported Issue: An operator reported finding the APU impeller rotor stuck due to corrosion after
being preserved for 180 days.
Mitigating Action: The preferred method for maintaining the APU in storage is for it to be run at least
once a month. If opting to preserve the APU, it is imperative that the preservation
procedures are followed. The biggest threat to improperly stored APUs is corrosion.
Chapter 54 – Nacelles/Pylons
Reported Issue: An operator reported finding the Engine Cowl latches seized on multiple aircraft in
storage.
Mitigating Action: Recommendation to lubricate the latches on a monthly basis to prevent seizing.
Chapter 61 – Propellers
Reported Issue: An operator reported corrosion on the propeller blade’s lightning braid. Root cause
is not fully understood. Another operator reported that during removal of the
propeller counterweight, oxidation was found around the blade shank. The blade was
in the 12 o’clock position, and when it rained, water had collected starting the
oxidation process.
Mitigating Action: Operators are encouraged to ensure that the propellers are periodically rotated
when the aircraft is stored. Rotation should be performed via an engine run.
Reported Issue: An operator reported corrosion and water in the propeller hubs on their Dash 8-300
aircraft.
Mitigating Action: Depending on storage conditions, adjust inspection interval and take oil samples to
check for water content. If needed remove the blades, check the blade shank
bearings, steel balls and bearing races, and hub for corrosion. Ensure
recommendations to rotate the propellers as outlines in Collins SIL 816 and the
Propeller Maintenance Manual 61-10-00 Section 10 Storage and Low Utilization
Inspection are followed.
Chapter 7X – Engines & Related
Reported Issue: Operators are reporting corrosion findings to both stored and inactive engines. Most
of the findings are related to the engine inlet case and mounting pads.
Corrective Action: P&WC have issued Service Letter PW150-043 and a general Service Letter GEN-093R1
for the reported corrosion. In addition, P&WC have also provided repair instructions
or concessions when requested by the operator. For Dash 8-400 operator’s AMM
Task 72-00-00-350-812 (front inlet case repair) was revised in December 2020, to add
instructions to repair corrosion up to 0.030” depth on the inlet struts, inlet gas path
and rear mating flange. Dash 8-123 operators can refer to the applicable Engine
Manual.
44
Mitigating Action: The best corrosion treatment is corrosion prevention. P&WC and DHC agreed that
periodical engine runs are the most effective way to maintain engines and the
aircraft system during storage. For short- and long-term engine storage, P&WC
issued AMM Task 72-00-00-350-813 (Application of the Corrosion Inhibitors) which
lists approved products to be applied proactively on magnesium cases. Dash 8-123
operators can refer to the applicable Engine Manual.
After the engine has been treated and stored, periodical general engine inspections
are needed paying special attention to magnesium parts (engine inlet and mounting
pads) to ensure the engine magnesium surfaces are protected, the desiccant is not
saturated and the engine openings are properly sealed. Aircraft that are not stored
in a hangar and/or are stored in high humidity environments require more frequent
inspections.
Reported Issue: Reports of corrosion found on engines coming out of long-term storage. Some of
these engines had been operating in a high humidity environment before storage or
have been stored in a coastal (marine) environment. Corrosion reported in:
- Intake lip flange (heater attachment flange)
- Intake gas path
- Engine external surfaces
- RGB Overspeed-Governor mounting flange (top area)
- Forward engine mouth and spigot holes
Intake Corrosion (Left) and Intake Lip Corrosion (Right)
45
Mitigating Action: To avoid the spread of corrosion and potential for expensive engine repairs,
additional corrosion inspections and treatment are recommended before storage.
This is particularly the case for aircraft that had been operating in or are to be
stored near coastal (marine) or high humidity environments.
- Inspect the engine externally for any sign of corrosion. Treat and protect as
per AMM.
- Remove the engine intake adapter. Inspect the intake lip and the engine
intake gas path for any pitting, corrosion or missing paint or surface
protection. Repair and protect any findings as per AMM.
- Remove OSG, Hydraulic Pump, and AC generator. Inspect mounting surfaces
for any pitting, corrosion or missing paint or surface protection. Treat and
protect as per AMM.
- If the engine mounts surfaces were not previously protected with CA1000,
consider removing the front engine mounts, inspect and treat with CA1000 as
per P&WC S/L 150-043.
Reported Issue: An operator reported finding the Standby Battery drained on multiple aircraft after
the Engine T-handle remained pulled. This T-handle was pulled per the Engine Fuel
System Preservation AMM TASK 10-13-00-620-803.
Mitigating Action: Per the AMM Storage Tasks, the Standby Battery should either be disconnected or
removed from the aircraft.
Corrective Action: DHC have raised an MCR for AMM TASK 10-13-00-620-803, which will instruct
operators to pull the Fuel and FMU circuit breakers (Battery Bus H2 & J2) after
pulling the T-handle, along with the Fire EXT circuit breaker ( Battery Bus F2) to
assure that if the Standby Battery removal or disconnection is missed, the battery
will not be drained. These CBs will be pushed back in as part of weekly repetitive
task to perform an Operational Test of the Nacelle Fire Detection System. At this
point, it is assumed that the battery will either be removed or disconnected. An
MCR has also been raised for AMM TASK 10-13-10-630-801 (Engine
Depreservation) to reset these CBs and T-handle (FUEL/HYD shut-off).
Reported Issue: An operator reported an increase of POWERPLANT faults on multiple aircraft after
returning to service after storage. The operator started a campaign to proactively
clean the FADEC characterization plug and saw a decrease in POWERPLANT faults.
Corrective Action: Recommendation to clean the FADEC characterization plug as aircraft return to
service.
Reported Issue: For the PW120 and PW123 engines, operators have been reporting issues of sticky
P2.5/P3 switching valves due to internal corrosion.
Corrective Action: P&WC have revised the Engine Manual to disassemble and clean the valve before
returning the engine to service.
46
Seasonal Edition
Technical Article
ATA 1200 / Applicability: DHC-8-400
Winter Operation – Best Practices for Enhanced Dispatch Reliability
Reference: AMM PSM 1-84-2, RSM PSM 1-84-2S, Series 400 SL DH8-400-SL-00-021, AMM Task 30−11−00−100−801, Aerazur SIL F6101–SL–
30–005; supersedes all previous articles.
Due to severe weather conditions, most operators face an uphill struggle in maintaining dispatch reliability during the winter
season. Operational experience from other operators can be useful and utilized in developing best practices to keep aircraft
flying with fewer delays and cancellations. Some tasks recommended in this article may already exist in particular operators’
maintenance programs, but others may consider incorporating them in their maintenance program.
The following recommendations are based on operator feedback and DeHavilland Maintenance Engineering-gathered
information; however, certain dispatch drivers may be typical to a particular airline and require a separate study and review
in order to develop a preventive maintenance strategy. Mentions of certain checks or Flight Hours (FH) are suggestions only,
and airlines may adjust those to suit their typical operating environment/schedule.
Common Types of In-Service Boot Failures

Figure 1
Ice & Rain Protection System (IRPS)
The IRPS is among the top drivers which cause a significant drop in Dispatch Reliability during winter operation. The following
suggestions were developed based on best practices from operators:
 Inspect deice boots every 50 FH. Check for general boot condition, cuts, pinholes, damages or signs of impending
failures. For example, check conditions of previously-performed boot patch and quark repairs. If patch edges show a
tendency of lifting or quark repairs of deterioration, redo the repair to avoid a surprise failure. Figure 1 shows
common types of boot failures/defects seen during line operation.
 Clean wing inboard leading edge and engine intake boots every 100 FH, per AMM Task 30−11−00−100−801 Cleaning
of the Deicer Boots.
 If Skydrol exposure is noticed, clean immediately, as it may cause permanent damage to the boot.
 Clean all deice boots every 600 FH, per AMM Task 30−11−00−100−801 Cleaning of the Deicer Boots.
 Consider soft-timing boots based on previous operating experience in your environment.
 Apply Turtle Wax on boots per AMM Task 30−11−60−370−802 Application of Turtle Wax on Aerazur Deicer Boots.
Besides improved aesthetics, operators reported improved ice shedding capability and reduced pinholing after using
this product.
 Prior to the season changes, a survey can be done on all aircraft for boot condition for planning purposes to mitigate
unforeseen delays.By identifyning boot that need repairs or replacement.
47
Operators may also accomplish the following AMM tasks as winter preparation:
 AMM Task 30−11−00−710−802 Operational Check of the Deicing System Rear Fuselage Heated Check Valve (MRB#
301100–203).
 AMM Task 30−11−00−710−803 Operational Check of the Deicing System Isolation Shut–off Valve
(MRB# 301100–204).
 AMM Task 30−11−00−710−804 Operational Check of the Deicing System in the Manual Mode
(MRB# 301100–205).
 AMM Task 30−11−00−680−802 Drain the Deicing System Air Lines.
 AMM Task 30-11-00-710-801 Operational Check of the Deicing System Air Supply (CMR# 301100–101).
The following products are also available to improve
system reliability:
 New design of deice boots for wing, horizontal,

vertical stabilizer and engine intake.
 New design of boot patches with straight edge to
prevent lifting.
 New Ice Detector Probes P/N 510920-1
(interchangeable & intermixable with P/N 4100S019-
0X).
 New Dual Distribution Valve (DDV) 510312-1
(interchangeable & intermixable with 4100S005-0X).
SB 84-36-04 (Followed by Transport Canada Airworthiness Directive CF-2013-27) was released in March 2013, and requires
separation of the TMU power source through a wiring change. On the pre-SB aircraft, HPSOV and TMU power supply were
through the same Circuit Breaker, and as such this CB trip could cause multiple caution lights. On the post-SB aircraft, this CB
trip will not cause disruption of power supply to the TMU. Further, Modsum IS4Q3650003 was released to introduce in-line
heat sink resistors to reduce current flow through the torque motor, and to prevent nuisance CB trips. This SB and Modsum is
expected to contribute significantly in improving the Airframe Deice System and Pneumatic system reliability.
Landing Gear and Doors
A considerable number of dispatch interruptions are reported each year due to airstair, baggage, translating doors, landing
gear doors and landing gear position indication nuisance warnings. The following tasks are suggested:
Landing Gear
 AMM Task 12−20−01−640−803 Lubrication of the Main Landing Gear.

 AMM Task 12−20−01−640−802 Lubrication of the Nose Landing Gear.
 AMM Task 12−20−01−640−804 Lubrication of the Landing Gear Door Hinges and Linkages.
NLG harness for evidence of wire breaking (based on mod status).
 AMM Task 12−10−32−610−801 Servicing of the NLG Shock Strut.

 MTCM PSM 1-84-7TC Task 000-32-710-705 Lubrication of the Nose Landing Gear (original Task 320100−201).
48
Doors, Proximity Sensing, Seals and Drains
 AMM Task TASK 12−20−01−640−810 Lubrication of the Aft Baggage Door.

 AMM Task 12−20−01−640−806 Lubrication of the Aft Passenger Door.
 AMM Task 12−20−01−640−809 Lubrication of the Forward Baggage Door.
 AMM Task 12−20−01−640−811 Lubrication of the Aft Service Door.
 AMM Task 12−20−01−640−805 Lubrication of the Forward Passenger Door.
 AMM Task 12−20−01−640−808 Lubrication of the Forward Emergency Exit.
 AMM Task 52−11−00−710−801 Operational Check of the Airstair Door Drain Valves (MRB# 521001E202).
 AMM Task 53-20-23-680-801 Opening and closing of the Air stair door threshold drain plug.

 AMM Task 53−00−06−700−801 Fuselage Drain Valve Check.
 AMM Task 32−61−00−280−801 Inductance Value Check of the Proximity Sensors every 800FH/
 GVI of Door proximity sensors before winter. Clean and lubricate all door sensors every 800FH//3 months.
 Check door seals for presence of water. Add drain hole in seals per:
 IS4Q5200037 (aft entry and aft service door seals).
 IS4Q5200041 (forward baggage door seal).
Other Systems
Operators may also consider the following tasks as appropriate:
 AMM Task 12−30−38−040−801 Deactivation of the Wash Water System.

 AMM Task 30−21−00−710−802 Operational Check of the Engine Air Intake Adapter Heater (CMR #302100−101).
 Air Cooled Oil Cooler (ACOC) Thermal Valve check per Service Letter DH8-400-SL-79-004.
 DVI of standby pitot/static probe (MRB Task# 341201-201).
 AMM Task 30−80−00−710−801 Operational Test of the Ice Detection System. Additionally, check that the aerodynamic
sealant around the IDP flange is in good condition, with no signs of contamination, corrosion or damage.
 AMM Task 27−33−00−710−802 Operational Check of the Elevator Control Stick Pusher System (CMR # 273300−101).
Also check that the AOA vanes do not show any sign of contamination, corrosion or damage.
 Cleaning of the refuel/de-fuel panel switches per WDM task20-32-00-201 and AMM task 20-30-00-110-802 (series 400)
and AMM task 20-30-03-02 (series 1,2 and 3) Cleaning of Electrical Connector, Switch or Relay.
Pre-Departure Inspection
 Ensure there is no water/ice in the brakes, which may cause a frozen brake condition.
 Check the tire footprint area for no accumulation of ice/water in freezing condition. A tire frozen to the ground may
suffer serious damage as the aircraft rolls out for taxi.
 Check main standby and auxiliary battery voltages are acceptable for departure.
 Check crew oxygen pressure and service as required.
 Perform external walk-around to inspect for condition of aircraft surfaces, including landing gear.
 TASK 12−31−00−660−806 Inspection and Removal of De−Hydrated Anti−Icing Fluid inside the Flight Control Surfaces (if
aircraft was deiced during the winter season).
49
Doors
 Ensure sills are clean and clear of debris. Check that door seals are in good working condition.
 Leave doors closed as much as possible (as the operational requirements permit), especially in inclement weather, to
prevent ingress of water/snow. This will minimize possible door operation problems and interior damage caused by
water.
After the winter season is over, consider:
 AMM Task 72−00−00−160−803 Compressor and Turbine Wash.
 AMM Task 12−30−38−440−801 Activation of the Wash Water System (if AMM Task 12−30−38−040−801 Deactivation
of the Wash Water System was performed).
 TASK 12−31−00−660−806 Inspection and Removal of De−Hydrated Anti−Icing Fluid inside the Flight Control Surfaces
(if aircraft was deiced during the winter season).
50
Seasonal Edition
Technical Article
Lubrication of Fuselage Doors to Prevent Freezing
Reference: AMM 12-20 (see text for details); IS4Q5200070; note that this article supersedes previous articles on this issue.
Fuselage doors, its mechanism, sensors and seals are directly exposed to the harsh and freezing weather condition during the
winter periods. Unless kept clean and maintained correctly, ice/snow or water frozen into ice, as the temperature drops can
interrupt with the operation of the system. It is therefore essential that, the system and components be maintained correctly
and when necessary be paid additional attention to ensure correct and trouble-free operation during this period.
A common problem experienced by operators in winter weather condition is “Fuselage Doors” warning (Figure 1). Commonly,
problems are caused by liquid water collecting into critical areas and then freezing at lower temperature and obstructing
operation or movement of the door mechanism or indication system.
Correct maintenance practices & preventive measures can ensure the system
still operates reliably in inclement weather conditions & seasons.
Additionally, several optional ISMODs are available as mentioned, later in this
article.
Lubrication and maintenance of the fuselage doors in clean condition can
ensure correct functioning of the system. Especially for the winter months,
operators may consider performing these tasks at shorter intervals. No single
interval can be suggested as, that needs to be adjusted depending on the
operating environment.
Skykleen (CPM 08-12) is a recommended material that, operators’ can use to
clean the sensors and door seal. Some operators have reported positive
results by lubricating door seals with DC33 grease or DC557 dry silicon film
Figure-1 spray. Others reported success by application of a small amount of DC557
spray on the top surfaces of the proximity sensors to prevent icing.
DeHavilland suggests that, operators take into account their operational environment and application of one or more of the
following AMM tasks as preventive measures to avoid freezing of the door, sensors and its mechanism:
• AMM Task 12-20-01-640-805 Lubrication of the Forward Passenger Door
• AMM Task 12-20-01-640-806 Lubrication of the Aft Passenger Door
• AMM Task 12-20-01-640-809 Lubrication of the Forward Baggage Door
• AMM Task 12-20-01-640-810 Lubrication of the Aft Baggage Door
• AMM Task 12-20-01-640-811 Lubrication of the Aft Service Door
Occasional reports have also been received from operators on forward airstair door requiring higher than normal force to fully
open. Lubrication of the pivot points with LPS lubricants can ensure its smooth operation.
Besides the sensors and seal freezing another common problem experienced in cold weather is difficulty in opening / closing of
the Door Handle Mechanism due to water freezing the mechanism.
IS Modsum IS4Q5200070 allows Operators to remove insulation blankets from the fuselage door shells to avoid moisture
accumulation. Some operators observed the insulation blankets in the door shells were trapping water / moisture. The soaked
blankets were holding moisture and causing corrosion of the handle mechanism. This optional mod may be implemented by
operators who encounter such situations. This mod is currently in Rev-J.
Other available options and practices from operators are mentioned below which can ensure improved reliability and
maintenance access:
51
PSEU Door Sensor Inductance Check – AMM Task
Some operators measure door proximity sensor inductances at regular intervals (approximately 90 days) and monitor its trend.
A significant shift can indicate an impending malfunction and often provides advanced notice of sensors which may be drifting
out of range.
Following the introduction of new PSEU (30145-501/602), AMM has been updated with new gap limits between the door sensors
/ target and inductance values. For optimum performance and reliable door indication the sensors must be in correctly rigged
condition.
Incorect Illumination of the FUSELAGE DOORS Warning Lights
The translating doors locked proximity sensor wires break and cause the incorrect illumination of the FUSELAGE DOORS
warning lights.
So, there are now two ISMODSUMs for the locked proximity sensor wires at each translating door. One ISMODSUM is only for
the removal of sealant between the sensor wires and the weather seal and the replacement of the grommet. The other
ISMODSUM is for the removal of convoluted core conduit and the installation of in-line junctions.
It is recommended that you do not do IS4Q5200067, IS4Q5200068, and IS4Q5200069.
Refer to DH8−400−SL−52−013.
Water in Door Seal
Water trapped and frozen inside the door seals can make it hard to compress and cause difficulty in opening of the doors. The
following IS Modsums were issued to add a ¼ inch hole to the translating door seals so that water can drain out and do not
cause any further problem:
• IS4Q5200037_G Aft Entry & Aft Service Door Seal – Addition of Drain Hole
• IS4Q5200041_D Fwd Baggage Door Seal – Addition of Drain Hole
52
Seasonal Edition
Technical Article
ATA 1220 / Applicability: Dash 8-400

Flight Control Surfaces Hinge Point Lubrication
Contributed by: Selewyn Harding
Reference: AMM 51-25-01, RIL 84-27-099, SB 84-27-74B, IS4Q2700020 and IS4Q5500011
Discussion
Flight Control Hinge Hardware Corrosion
Description
Operators have reported instances of finding corroded and seized hardware on various location on the exposed
areas of the airframe primarily at some of the flight control hinge points.
Corrective Action
The following actions are highly recommended;
11. Follow the AMM procedures when the steps are called out to apply corrosion inhibiting compound F13
Grade 2 (MIL-C-16173 Grade 2) to the bolt shank. Ref PSM 1-84-2 Aircraft Maintenance Manual Ch 51-25-
01.
12. Do not clean hardware with sandpaper or abrasive pads and re-use them, any hardware showing signs of
corrosion should be replaced.
13. The procedure in RIL 84-27-099 Flight Control Surfaces Hinge Point Lubrication should be accomplished as
a minimum both prior to and at the end of winter to minimize the potential for corrosion to the flight control
surface hinge points hardware due to dehydrated(dry)/rehydrated de-icing/anti-icing and/or runway de-
icing fluid interactions. This RIL will eventually be converted to a New AMM Chapter 12 Task.
14. Service Bulletin 84-27-74B Rudder Actuator Bracket Nuts – Inspection and Rectification provides the
instructions to do a detailed visual inspection of the MS21042L4 nuts attaching the rudder actuator brackets
to the rear spar. If corrosion, cracks, or missing nuts are found, the MS21042L4 nuts are replaced with
NAS99264L nuts. This service bulletin also provides the necessary instructions if damage is found. If
required, MS21042L4 nuts are to be replaced with NAS99264L nuts.
15. Replacement of the Cad plated steel bolts with CRES bolts –
IS ModSum IS4Q2700020 Alternate Bolts, Washers, Nuts and Bushings for INBD and OUTBD Flight Spoiler
and Actuator Installation provides substitution (CRES) hardware part numbers for the spoiler toggle links to
the PCU and the spoiler panel installation both inboard and outboard.
16. Replacement of the Cad plated steel bolts with CRES bolts –
IS ModSum IS4Q5500011 Rudder Installation – Fore and Trailing Rudder – Alternate CRES Hardware
Installation available by request, provides substitution (CRES) hardware part numbers for rudder installation
for fore and aft rudder joints.
53
Seasonal Edition
Technical Article
ATA # 1231 / Applicability: Dash 8-400
De-Ice Vehicle Spray Pressure for De-Icing Propeller and Propeller Blades
Contributed by: Jason R. Vinslovas | In-Service Engineering | Propulsion and Air Systems
Reference: PSM 1-84-2 AMM TASK 12−31−00−910−801 | Deicing and Anti−icing Standard Practices, Ramp servicing Manual Section 6, and FAA
document FAA 14 CFR Part 121 | Standardized International Aircraft Ground Deicing Program (SIAGDP)
Discussion
Clarification on the di-ice vehicle pressure required for de-icing propellers and propeller blades.
Description
AMM TASK 12−31−00−910−801 para. 2. E. and Ramp Servicing Manual section 6 para. B. 9. (page 13) state to
use a low pressure and low quantity spray when utilizing a de-ice vehicle.
De Havialland has received requests from operators for clarification on what the maximum pressure and flow
rate should be.
Corrective Action
After discussion with Dowty Propellers, it has been confirmed that Dowty Propellers does not dictate any
specific restrictions on the equipment types which can be used for de-icing. Dowty Propellers allows the use
of fluid Types I thru IV. The only recommendation is to avoid the application of pressure spraying into the inside
of the spinner area, where there is the potential for de-icing fluid to ingress past the blade root seals and enter
the propeller hub. The pressures suggested in the FAA guidance document on de-icing are acceptable to Dowty
Propellers.
FAA document FAA 14 CFR Part 121 – Standardized International Aircraft Ground Deicing Program (SIAGDP)
para. 05.01.04 – Equipment Fluid Use and Spray Alternatives states the following:
“The demand of spray pressure and flow rate depends largely on elements such as the contamination on
aircraft surfaces, wind conditions, temperature of fluid, spraying distance etc. Generally a 50-275 l/min (13-73
gpm) flow rate at a pre-nozzle discharge pressure of 650 kPa (94 psi) with the boom fully elevated will be
suitable for any deicing task.”
FAA document FAA 14 CFR Part 121 – Standardized International Aircraft Ground Deice Program (SIAGDP)
available online on the FAA website at the following link:
https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing/
54
Seasonal Edition
Technical Article
ATA # 1231 / Applicability: Dash 8-400
Removal of Snow/Ice From Spinner and Between Spinner and Prop.
Blade/Hub, and Propeller Anti-Icing
Revised by: Jason R. Vinslovas | In-Service Engineering | Propulsion and Air Systems (Original by: Ashley Gopaul)
Reference: PSM 1-84-2 AMM TASK 12−31−00−660−801 | Removal of Snow from the Aircraft, TASK 12−31−00−910−801 | Deicing and Anti−icing
Standard Practices, and TASK 12−31−00−660−807 | Propeller Anti−icing
Discussion
AMM TASK 12−31−00−660−801 – Removal of Snow from the Aircraft (revised to add a new step to remove the
snow/ice from the spinner.)
AMM TASK 12−31−00−910−801 – Deicing and Anti−icing Standard Practices (revised to add a new step to remove
the snow/ice between the spinner and propeller blade/hub.)
AMM TASK 12−31−00−660−807 – Propeller Anti−icing (provides instructions to help prevent ice accumulation on
the propeller blades.)
Description
De Havialland has received several reports from operators of snow and ice build-up inside the spinner and
between the spinner and propeller blade/hub area on aircraft that were exposed to adverse weather conditions
(freezing rain, heavy snow, etc.) while parked on the ground. This condition caused high levels of vibration which
impacted operations.
Snow/ice contamination on the propeller assembly and blades while parked on the ground must be deiced prior
to departure.
Corrective Action
Due to these reported events, De Havilland has revised the AMM procedures to include a step to remove
snow/ice from inside the spinner, and from between the spinner and the propeller blades.
The snow/ice removal procedure can be performed by either the application of deicing fluid, or by removing,
cleaning, and reinstalling the spinner. It is recommended to remove the spinner, clean and reinstall for any
snow/ice accumulated in the spinner that is difficult to melt with deicing fluid alone.
To help prevent ice accumulation on the propeller blades, approved deicing fluid may be applied to the blades as
follows: Remove any ice accumulation from the propeller blades, lightly scrub the blades and heaters with a mild
soap and water solution and dry thoroughly, apply the the approved fluid with a soft cloth sparingly on the blade
surfaces, and buff the entire surface of each blade with a soft dry cloth until a smooth gloss os obtained.
55
Alternatively, some operators choose to install spinner and blade covers (commonly referred to as “prop.
socks”) in forecasted adverse weather conditions to protect against significant accumulation of snow/ice
contamination, and to minimize the need to deice the propeller assembly and blades prior to departure.
If the porp. covers work in certain operational cases, operators can use them at their own discretion. Operators
should be aware that in certain adverse weather conditions, there is possibility that the socks could trap water
and snow in the lower blades which has the potential to freeze. This could result is having to cut the cover off
and deal with any snow/ice frozen to the blade tip. If operators choose to use prop. covers to improve
operational efficiency, operatoes may want to discuss it with their local regulatory authorities and incorporate
it into their operational manual.
In addition, it is recommended that before winter, perform a visual inspection of the propeller system to make
sure that it operates correctly to maximize system reliability, minimize air turn backs, diversions, and return to
blocks due to unscheduled failures. For further information, please refer to PSM 1-84-15 Regional Best Practices
List RBP TASK 611000-901, PSM 1-84-2 AMM TASK 61-10-00-210-801, and Service Letter SL DH8-400-SL-00-021
latest revision.
56
Seasonal Edition
Technical Article

Environmental Control System – Seasonal Preparation
Contributed & revised by: Ilan Rousso, In-Service Engineering, (Propulsion & Air Systems)
Reference: AMM Tasks 36−11−00−710−802, 36-11-14-790-801, 21−51−11−618−801, 21-51-12-618-801, 21−51−01−160−801, 21−51−01−280−801,
21−51−01−290−801, UTAS SIL 655 & 656.
During the summer and humid weather seasons, the Environmental Control System (ECS) encounters high cooling demand.
To ensure efficient operation of the system, it is essential that the system is maintained, configured, and operated correctly.
Unobstructed air flow in the cabin/cockpit is required for the system to control/maintain the correct temperature. Based on
the temperature sensor inputs, the ECS tries to optimize packs operation so that selected temperatures can be maintained
over the entirety of the aircraft. However, obstruction in the cabin air delivery and return paths can cause difficulty in
maintaining the selected temperature, as the control is done by adjusting the supply air temperature only. In such situation,
the system will continue to lower the supply air temperature to meet the lowest selected cabin/cockpit temperature.
Obstruction in the airflow path may destabilize the system operation as the delivered air temperature could be too cold for
other zones.
On a number of occasions, difficulty in maintaining selected cabin temperature was reported. After extensive trouble shooting
and replacing a number of components, the cabin/cockpit air outlets were found to be closed. It is essential that unobstructed
airflow be maintained for correct system operation.
Following maintenance practices before the onset of the summer season may assist in ensuring the system is operating
correctly for the duration of the period.
1. Ensure the Bleed air system is operating correctly (summer)
The ECS requires adequate supply of air to ensure proper operation and control of temperature. A successful completion of
AMM Task 36−11−00−710−802, Operational Test of the Bleed Air System, ensures correct pneumatic system operation and
air supply from the Engine/s and APU for efficient operation of the system.
2. Pre-cooler leak check (summer)
A bleed air leak from the pre-cooler (Figure 1) may reduce cooling efficiency of the ECS due to loss of supply air. It may also
increase engine fuel burn and cause an increase in ITT. A small leak may not be captured by the trend monitoring, so a
successful completion of AMM 36-11-14-790-801, Precooler Leakage Test, is recommended to ensure that a leak is within the
acceptable limit.
Pneumatic pre-cooler
Figure 1
57
3. Ensure the Cabin Air Distribution Recirculation filters are clean (summer)
The Cabin Air Distribution Recirculation filter (Figure 2) is installed on the canted bulkhead in the aft baggage compartment. If
the aircraft was flying in environments having suspended dust, sand, or contaminants, it may be useful to check the condition
of the filter. MRB Task # 212200−201 requires replacement of this filter at regular intervals (4,000 or 5,000 FH depending on
incorporation of ISMOD IS4Q2150004), but depending on the operating environment, an operator may require this task to be
performed in shorter intervals. A clean filter ensures adequate circulation of air and improved cooling ability of the system.
4. Ensure the ACM Condenser drain and Spray Nozzle (fog nozzle) are clear (summer)
The ACM condenser collects a large amount of water from the ECS air supply, which is then drained and sprayed over the heat
exchanger to increase its cooling efficiency. A partially or fully clogged spray nozzle (fog nozzle) or supply line may prevent
efficient draining of the condensed water into the ram air flowing over the heat exchanger. The spray nozzles and drain lines
should be kept in clean condition per AMM Task 21-51-11-618-801 and 21-51-12-618-801. Current MRB Task #215100–203
requires cleaning of these parts at least every 6,000 Flight Hours but, operators should review if, their operating environment
requires a shorter cleaning interval. Besides loss of cooling efficiency, a clogged nozzle or blocked tube can also cause an
unpleasant smell in the cabin air.
Cabin Air Distribution Recirculation filter

Figure 3
58
5. Ensure ECS Dual Heat Exchanger is clean & ram air flow path is unobstructed (summer)
The dual heat exchanger is located at the top of the air conditioning pack in the aft fuselage. For efficient operation of the ECS,
it is necessary that the heat exchanger be maintained and in clean condition, so that the ram air flow path is unobstructed and
able distribute the heat. AMM Task 21−51−01−160−80, ‘Cleaning the Dual Heat Exchanger’, provides full instruction on
cleaning of this component. Tasks 21−51−01−280−801, Detailed Inspection of the Heat Exchanger, and/or 21−51−01−290−801,
Borescope Inspection of the Heat Exchanger, may be performed if required or if a defect is suspected.
A number of 5 heat exchanger failures were reported, mostly on aircrafts operating in high temperature/humid environments.
The reason for the failure was mainly attributed to thermal stress exceeding the design limits. Most damages were observed
in the primary circuit of the heat exchangers, causing air leaks and/or fin damages. Investigation of these failures are now
complete and a redesign process is underway. Difficulties reported by operators were Low or No cooling and sometimes
associated with Fault Code 3502.
The image above (Figure 4) shows accumulation of debris/FOD in a heat exchanger from an operator aircraft. Following
repeated complaints of a hot cabin, the maintenance investigation found a deposit of debris/FOD obstructing the ram air flow
path, which affected the system’s ability to cool the aircraft.
6. Ram Air outlet & inlet valves (summer)
Ensure the ram air inlet and outlet check valves (Figure 5) are operating correctly. Obstruction in the ram air flow path can
reduce the cooling capability of pack/s. A defective or partially open ram air inlet valve can cause loss of ram air flow over the
heat exchanger, thereby affecting its cooling capacity. Similarly, a ram air outlet check valve stuck in partially or fully closed
position may affect the cooling ability of the respective ACM. Refer to UTAS SIL 655 & 656 for detail.
59
Operation in high humidity condition
In high humidity conditions, condensation and dripping water from the PSU/cabin ceiling may be experienced. The ECS
condenser uses cool air from the ACM turbines to reduce the temperature, which may cause water vapor in the bleed air to
condense. Subsequently, this results in a fog/mist condition in the cabin. If such condition exists:
a. Maintain the cabin duct temperature as close to the dew point as possible. The airport control tower or the local
Meteorological Office can provide the current dew point.
b. Keep the minimum number of cabin exits open to minimize the mixing of humid air from the environment and cool
air from the ECS.
c. Keep the window shutters/blinds closed to reduce solar radiation entering the cabin.
60
Seasonal Edition
Technical Article

Troubleshooting DEICE PRESS Chronic Faults & Effective Use of CDS
Revised by: Lexi Benson (ISE) (Original: Randy Butcher, THD)
References: FIM Task 30-10-00-810-801, 30-10-00-810-803 to 815, AMM Task 30-11-00-680-801 and 30-11-00-680-802.
Note that this article supersedes all previous articles on this issue.
Discussion
Operators have been complaining about chronic DEICE PRESS caution lights illuminating on their aircraft. The
timer and monitor unit (TMU) and low pressure warning switches (LPWS) can bring on the DEICE PRESS caution
light on the caution and warning panel (CAWP). Field reports have indicated several cases where faults were not
troubleshot properly, leading to the replacement of several components in a futile attempt to correct repeat
DEICE PRESS caution lights – highlighting the importance of using the central diagnostic system (CDS).
Description
The DEICE PRESS caution light may come on due to one or both of the following reasons:
1. The LPWS senses that the left or the right manifold pressure dropped below 12.5 psi for more than 20
seconds; the TMU then inhibits the dual distributor valve (DDV) low pressure switch monitoring to avoid
cascading faults.
2. The TMU senses that there is no change to the DDV low pressure switch status within 4 seconds of the
timer command; a LOW PRESSURE # A/B FAIL maintenance message will be logged for retrieval from the
CDS.
Reason #1 – Low Engine Power Setting
At certain operating conditions, pneumatic manifold pressure may fall below 12.5 psi due to low engine power
(NL) setting. Such a condition may occur during descent or approach at low engine power. This is not a fault
condition; if the airframe deice system is selected ON, the high pressure bleed valve will open to provide
required pneumatic pressure for system operation. Alternatively, the engine NL may be increased to raise the
manifold pressure and extinguish the caution light. See the Airplane Flight Manual (AFM) Section 4.7.3.1. which
provides the necessary guidance to flight crew.
Reason #2 – DEICE PRESS in SLOW/FAST only

A DEICE PRESS caution light that comes on only in SLOW/FAST mode is likely related to the DDV, flex lines near
the boot nozzle, or a damaged de-icer boot. This is because when set to OFF or MANUAL mode, the TMU’s DDV
low pressure switch monitoring is off. If the DDV low pressure switch is sensing low pressure, it is normal for this
drop in pressure to not be visible on the pressure indicator located in the flight compartment. In this case, there
should be a LOW PRESSURE # A/B FAIL message logged in the CDS.
The fault isolation procedure starts with an inspection of the de-icer boot(s) connected to the applicable DDV
pneumatic outlet line, to confirm it is not leaking air. A significant air leak will cause loss of enough pressure and
late or no dwell signal to the TMU. If the dwell pressure signal is not received by the TMU within 4 seconds, it will
post a DEICE PRESS caution light. Furthermore, leaking or damaged boots (Figure 1) may introduce water in the
pneumatic lines while the system is under suction. If water is detected in the lines during inspection, it should be
cleared, as the presence of excessive water may freeze in the lines and cause the system to malfunction.
Necessary repairs should be made to stop further entry of water into the system. Some boot cracks do not leak
air or are not obvious while under inflation, however these cracks open up while the boot is under suction and
allow fluids (air, water, de-icer fluids, etc.) to be sucked into the system.
61
During the winter season, when an aircraft taxies-in it is good practice to have a good look at the de-icer boots.
Crew have reported seeing boots remaining inflated, or having chunks of ice attached, indicating significant
damages occurred during the previous flight. For inspections, attention should be paid to pinholes and smaller
leaks which may not be readily visible without boots being inflated. Previously applied failed patches or Quark
repairs (Figure 1) are other possible sources of air leaks.
Air may leak from supply lines, especially flexible lines. In case of chronic problems, these flex lines should be
included during inspections, as mechanics have reported findings of cracks, leaks and damages in these lines on
several occasions. Checking these lines may require the removal of one or more leading edges. Flex lines which
connect to the boot nozzle are designed no to be too long, as this may create a low point for water accumulation
and partial/full blockage when frozen. Depending on the location of the leak, the leak would not present a low
pressure reading on the pressure indicator and would be sensed by the DDV low pressure switch. If lines are
replaced, make sure to maintain design specification. Missing clamps were also reported in some cases, especially
to the air supply lines or DDVs to the air supply lines. Some aircraft showed evidence of damage to the flex lines
caused by over-tightening of the clamps (Figure 2).
DDVs are normally replaced only after confirming the reported indication is not related to an air leak. Apart from
wear and tear or failure of internal components, shop reports have reported finding contaminants inside DDVs.
Lubricants used to ease hose installation may migrate into the DDV solenoids causing them to fail. It should be
noted that the use of lubricants is not approved, however may be used to ease hose installation. Similarly,
contaminates including glycol used for de-icing may enter the DDV through boot damages, dry up into gel and
interfere with its solenoid valve operation.
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Reason #3 – DEICE PRESS in OFF, MANUAL and SLOW/FAST
A DEICE PRESS caution light that comes on in OFF, MANUAL and SLOW/FAST modes is likely related to a
pneumatic line leak, or LPWS failure. A pneumatic line leak should be visible on the pressure indicator located in
the flight compartment.
Air may leak from supply lines, especially flexible lines. In case of chronic problems, these flex lines should be
included during inspections, as mechanics have reported findings of cracks, leaks and damages in these lines on
several occasions. Flex lines are used in the wing, horizontal stabilizer, vertical stabilizer and lower cowl de-icer
boot pneumatic lines. Depending on the location of the leak, the leak should present a low pressure reading on
the pressure indicator and sensed by the LPWS. If lines are replaced, make sure to maintain design specification.
Some aircraft showed evidence of damage to the flex lines caused by over-tightening of the clamps (Figure 2).
Automatic drain valves (ADV) are installed at low point in the wing and rear fuselage. At system pressure below
3 psig, these valves open and allow water in the system to drain out. As the pressure builds up, these valves close
to prevent loss of pneumatic pressure. Electrical heating prevents these valves from freezing. ADVs failed in
closed position will not be able to drain out water. However, a valve failed in open position will allow pneumatic
supply to leak. The system is designed to operate with one ADV failed in the open position. Additional loss of
system air through another partially open ADV or leaks in the system may cause nuisance indications, and such
indications could appear repeatedly.
Pneumatic lines from the tail section DDVs extend up to the vertical stabilizer and horizontal stabilizer. Moisture
collected in these long pipes drain into the drain outlets. These outlets are plugged and require occasional
opening to drain collected water (MRB #301100-208). Pre-mod plugs had a small hole originally intended to drain
water but were replaced with a solid plug (Figure 4) to prevent ingestion of fluid into the DDVs.
Drain plugs are also located on the port and starboard wing armpit locations (Figure 5), to drain moisture from
pipes in these locations. The plugs have measured drilled holes to drain out moisture continuously. Ensure that
the drain holes are clean and clear of debris. A plugged hole may cause water accumulation in the pipes, as well
as other problems associated with a blocked pipe line.
The airframe de-ice system also supplies pneumatic pressure to the inflatable door seals. An operator also
reported significant loss of air pressure due to air bleeding out of a failed charging valve.
63
Reason #4 – Effective Use of CDS
Field reports indicated several cases where reported faults were not troubleshot properly and the TMU was
replaced as a “Quick fix.” The faults returned and TMUs were sent back by the repair station as No Fault Found
(NFF). In the process, the airline paid for shipping, bench test and recertification of the part. Information available
on the CDS, IRPS-MAINTENANCE page may provide valuable information in certain instances.
Recently an operator reported replacing several system components in a futile attempt to correct repeated DEICE
PRESS caution light. Though the system showed a HEATER DRIVER FAIL maintenance message in the CDS at the
beginning, no effective attention was paid to it. DDV changes cured the problem temporarily and showed the
system working fine during ground tests (warmer temperature), but a failed heating circuit was causing the DDV
to freeze at altitude and fail again, giving the same failure annunciation. Finally, the defective/failed configuration
plug was located through a check of the system heating circuits. The CDS fault messages when used in conjunction
with the Fault Isolation Manual (FIM) can provide effective clue in correcting faults and return an aircraft to
service.
The displays in Figure 6 show the feedback from TMU P/N 4100S018-0X. To read the actual and existing faults,
the AC power should be on. With the new TMU P/N 511670 installed, the nuisance fault messages will be filtered
out and no longer be displayed on the CDS.
64
The left display in Figure 6 shows the CDS IRPS-MAINTENANCE page with aircraft DC power only. The page is
already full, showing 10 nuisance faults. Some of these systems faults, such as the “RIGHT AOA FAIL” or “PITOT 1
FAIL,” having designated higher priority, occupy top lines in the IRPS page and truncate other fault messages if
below the 10th line (IRPS page can display only 10 fault message at a time, though there are 30 possible failures
it may register). Actual fault indications, if any, will be truncated in this situation.
The middle display in Figure 6 shows the CDS page (AC power is on) with the IRPS page cleared. This is the actual
existing condition - No faults.
The right display in Figure 6 shows the CDS page during engine shutdown (both props feathered and AC power
off). The ice and rain page which was previously clear now shows the nuisance faults coming back (the rest will
show up after allowing sufficient time).
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Seasonal Edition
Technical Article
Engine Start in Icing Condition – Engine Intake Adapter Heaters,
Recommendations to Reduce Customer Induced Damage
Contributed by: Lexi Benson (ISE)
References: Zodiac SIL 4100S01028-30-001, DHC FOSL DH8-400-SL-30-018. This article supersedes previous ISAR articles on the subject.
Aircraft Affected:
Dash 8-400 aircraft with Timer and Monitor Unit (TMU), P/N 4100S018-0X, installed.
Discussion
Operators whowhoswitch
switchONONthetheengine
engine intake adapter
intake heaters
adapter (EIAH)
heaters without
(EIAH) AC power
without available
AC power and/or
available do notdo
and/or switch
not
OFF
switch while
OFFAC power
while is still isavailable,
AC power may activate
still available, the spare
may activate heater
the spare prematurely
heater whilewhile
prematurely the main heater
the main is still
heater is
functional. Prolonged
still functional. use of
Prolonged usethe of spare heater
the spare can cause
heater heatheat
can cause concentration
concentrationwithin the insulation
within material
the insulation and at
material its
and
interface with the
at its interface metal
with the casing, therebythereby
metal casing, shortening equipment
shortening life. Upon
equipment failure
life. Upon offailure
the spare heater
of the andheater
spare associated
and
illumination of the ENGofADPT
associated illumination the ENG HEAT ADPTX caution
HEAT X light, thelight,
caution operator should should
the operator attempt to bring
attempt to the
bringmain heater
the main back
heater
online.
back online.
Component manufacturer Zodiac Services (now, Safran Aerosystems) clarified clarified through
through their
their referenced
referenced Service
Service
Information Letter (SIL) that if they find units sent for repair
repair that
that have
have the
the main
main heater
heater still
still functional,
functional, but
but the
the
spare heater failed, such units would not be considered forfor warranty
warranty and
and damages
damages would
would be
be classed
classed as
ascustomer
customer
induced damage (CID). Examples of failed spare heater damagedamage include
include overheat
overheat areas,
areas, disbond,
disbond, delamination,
delamination,
cracks, etc.
This situation does not apply to the new TMU, P/N 511670, which only allows the switch from the main heater to
the spare heater after it confirms AC power is available.
66
Description
The EIAH system requires AC power for the heating elements and DC power for its system control. If the bypass
doors are selected OPEN and the OAT is such that the EIAH will be commanded ON, but AC power is not available:
• TMU interprets having no AC power as a failure of the main heater.
• TMU will command the K3/K4 relay to switch over to the spare heater (Figure 2).
• TMU will log “X ENG ADAPT HEATER FAIL” message(s) in the central diagnostic system.
• Once AC power is available, the system will continue using the spare heater element, since the TMU
interpreted that the main heater has failed.
The spare heater was designed as a back-up of the main heater to allow time to replace the EIAH without grounding
the aircraft. The main heater is located closer to the metal casing, allowing faster heat transfer from the electric
heater. The spare heater is located on top of the main heater, separated by insulating material, and therefore has
a relatively longer heat transfer path. As such, prolonged use of the spare heater can cause heat concentration
within the insulation material and at its interface with the metal casing, thereby shortening equipment life. Once
the spare heater fails the system will bring on the associated ENG ADPT HEAT X caution light indicating that both
the main and spare heaters have failed, even though the main heater is still serviceable.
Corrective Action
A Flight Operations Service Letter, DH8-400-SL-30-018, has been released to provide further details to mitigate this
situation. From DH8-400-SL-30-018:
“Operate the Engine Intake Bypass doors as follows:
1. Before and during Start, ensure the Engine Intake Doors remain closed prior to selecting the CONDITION
levers to MIN/850 or MAX.
2. Ensure the Engine Intake Doors are closed prior to selecting the CONDITION levers to START/FEATHER during
shut-down.
While on ground, to minimize potential delays, if an ENG ADPT HEAT 1 or ENG ADPT HEAT 2 caution light illuminates,
with engines running and AC power available, recycling the affected Engine Intake Bypass Door switch light will reset
the TMU and restore Main Heater operation.
If both Intake Heaters have failed, the affected ENG ADPT HEAT 1 or ENG ADPT HEAT 2 caution light will remain
illuminated. Maintenance action or appropriate MEL relief will be required prior to flight.
If the affected ENG ADPT HEAT 1 or ENG ADPT HEAT 2 caution light extinguishes, the flight may continue.
Maintenance is to be notified of the flight crew action.”
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Seasonal Edition
Technical Article

Windshield Heating Issues & Cracking – Prevention
Revised by: Lexi Benson (ISE) (Original: Derrick Dougherty, ENG)
References: Series 400 AMM Tasks 20-10-01-430-801 & 56-10-01-400-801, Series 300 AMM Task 56-10-11-02, Series 200 AMM Task 56-10-
11-04, Series 100 AMM Task 56-10-11-02, PPG & Sierracin CMM 56-10-01 (as applicable), PPG Inspection Guide, and Transport Canada
Civil Aviation Safety Alert CASA 2012-01 of 2012-06-07, SB 84-30-16 & SB 8-30-41, Transport Canada ADs CF-2017-18 & CF-2017-25.
Note that this article supersedes all previous articles on this issue.
Discussion
Selection of “NORM” (Series 400) or “WARM UP” (Series 100/200/300) on the windshield heat switch on the
windshield control panel can bring on a nuisance WSHLD CTRL caution light if AC power is not available to the
system yet.
Arcing, smoke and/or overheating of the heater connector contacts have led to some windshield cracking events
on the Series 100/200/300 and Series 400 aircraft. After investigation, some events were linked to poor electrical
connections between the aircraft wiring and windshield heater terminal block. Other electrical arcing events have
been linked to moisture ingress due to damaged windshield outboard moisture seals.
Description
The windshield heating circuit requires DC power for control, and AC power for the heaters. As such, the AC
generator(s) must be on-line before the windshield heat is selected to “NORM” (Series 400) or “WARM UP” (Series
100/200/300). Such selection should be made only after the AC GEN caution light(s) have extinguished. Failure to
do so, the WSHLD CTRL caution light will come on.
Windshields require a considerable amount of electrical power, and as such, electrical connections must be clean
and properly installed to ensure a safe and unobstructed electrical path. Loose terminal lugs could create sparks
that lead to burning of the lugs, and due to the excessive heat, cracking of the windshields (Figure 1).
The windshield’s outboard moisture seal (also referred to as a hump seal), is the primary barrier to prevent
moisture ingress from entering the laminate. If moisture gets inside the laminate, delamination and degradation
of the electrical heating system can occur, reducing the windshield service life. If the sealant has eroded more
than 25% of its original width or if the sealant has cracked or debonded, the moisture seal should be repaired at
the next opportunity. Interlayer degradation around the periphery of the windshield is commonly seen as a result
of outboard moisture seal failure (Figure 2). Electrical arcing along the inner edge of the bus bar at the
bus/bar/conductive film interface is commonly seen as a result of moisture ingress.
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Corrective Action
To avoid a nuisance WSHLD CTRL caution light, it is essential that the correct Aircraft Flight Manual (AFM)
procedures are followed.
On June 7, 2012, Transport Canada issued a Civil Aviation Safety Alert (CASA) #2012-01, emphasizing safety
concerns regarding the loss of (or improper torque values of) windshield heater electrical terminal connections,
causing connectors to overheat and smoke in the flight compartment. It recommends that owners and
maintainers inspect the windshield heater terminal block connections for security, overheating and wire routing
by performing a detailed inspection of the terminals and ground studs to ensure that the parts are not loose and
that there are no visible signs of overheating or discoloration. It was also recommended that the attaching
hardware at the terminals be re-torqued to the value specified by the airframe manufacturer.
Since such incidents continued, Service Bulletin (SB) 8-30-41 and SB 84-30-16 were released in early 2017 and
were subsequently mandated by Transport Canada through Airworthiness Directive (AD) CF-2017-18 and AD CF-
2017-25. Within the specified time limits, General Visual Inspection of the Windshield Moisture Seals per MRB
Task No. 561001E201 (Series 400) and MRB Task No. 5610/01 (Series 100/200/300) is to be completed along with
the completion of the applicable SB, which provides instructions to re-torque the terminal lug screws and to apply
Humiseal to the screw heads.
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Seasonal Edition
Technical Article

Propeller Deice System Issues
Contributed by: Ashley Gopaul
Reference: AMM TASK 30-61-01-110-801; 61-10-16-110-801; Dowty SIL E368; E372
A number of operators reported Propeller Deice System failures especially during the winter operation. Generally
identified reasons were Prop Deice Harness failure and contaminated Brush Block/Slip Ring assemblies.
A significant number of harness failures were caused by kinking of the harnesses and eventually protruding through
the gap between the blade cuff platform and back-plate (Figure-1 to 4) leading to electrical short / open circuits.
Dowty worked on a trial instillation with shortened harness length where excess harness can be taken up between
the existing blade P clips. Further tests were carried out on a dynamic test rig for 1,000 hours followed by a CSI
trial. Dowty recommends that, during installation, operators ensure the inner recessed edges of the back-plate are
free from sharp edges to prevent damages to the harnesses. CMM approves dressing out the sharp edges, if
necessary, using emery paper.
Dowty completed rig testing on the New Design harness to show it eliminate the in-service issues. Rig testing does
not completely simulate actual installation an operating conditions. A decision was made to still have a Controlled
Service Installation (CSI) of the new harness. CSI with the new harness commence in August 2018 with planned SB
release September 2019. First inspection of the CSI Harness carried out after approximately 200 FH showed signs
of abrasion. The abrasion was confirmed to be caused by harness contact with edge of back plate during cruise. A
second inspection found further abrasion.
The new harness performed well with regards to the original failures caused by kinking and herniation.
Investigations at Dowty concluded to fit an edging strip to sharp areas of the backplate as the best solution. This
strip is already fitted to another Dowty Propeller backplate and seen as a viable solution.
CSI continued with this new configuration for deice harness and edging strip installed and started on May 2019.
Monthly inspections of the propeller with harness/strip show no adverse findings:
▪ No signs of herniation or kinking.
▪ Witness on harness and strip contact but no wear.
Decision was taken by Dowty to go ahead with full modification at risk. Applicable Dowty SB D8400-61-127 &
D8400-61-129 from the CSI trial have been updated and full SB was released the end of September 2019. All parts
were available upon SB release.
Figure 1 Figure 2
Harness Installation Harness protruding between blade and backplate
70
Propeller Deice
Harness
Edging Strip
Installed
Figure 3
New De-ice harness and Edging Strip Installed.
Other issues which contributed to similar failures originated from the Brush Block/Slip Ring Assembly (Figures 4
& 5). During the winter operation careless application of Deice fluids on the Propeller Blade or hub could result
into Brush Block/Slip Ring Assembly contamination. Early in 2017 Bombardier released two AMM Tasks
30−61−01−110−801 Chemical Cleaning of the Brush Block Unit and AMM Task 61−10−16−110−801 Chemical
Cleaning of the Slip Ring Assembly aimed as follow up tasks to clean contaminants from these areas. Besides
Propeller heating failures, contaminated Brush Block/Slip Ring Assemblies can result arching and further
electrical issues. As an optional task, De Havilland recommends these tasks be carried out at Intermediate Checks
(currently 800 FH) specifically during the winter operation
Figure 4 Figure 5
Contaminated brush block Contaminated / arching damaged slip ring
71
Seasonal Edition
Technical Article

Ice Detector Probes, Fault Monitoring & Reliability Improvement
Contributed by: Lexi Benson, In-Service Engineering (Original: Randy Butcher, THD, In-Service Engineering)
Reference: FRACAS PSM 1-84-26 Issue 105,114, 119
Discussion
During winter operations, it is important to ensure serviceability of the ice detection system, as the aircraft may
end up in an AOG situation if the system is not functioning properly. A single IDP sensor failure may go undetected
until both units have failed.
Description
The Dash 8-400 aircraft is equipped with two IDP units. This design feature is aimed at improving system
redundancy so that failure on of one IDP does not cause the grounding of the aircraft. If one IDP fails, the system
will automatically switch to the serviceable unit and continue to operate normally. Pilots will not see any failure
indication on the Caution & Warning Panel (CAWP) if the switchover is successful, which is why a single IDP failure
can go undetected. The ICE DETECT FAIL light only comes on the CAWP after both IDPs have failed.
Failure of one IDP posts a failure to the Central Diagnostic System (CDS). The IRPS – MAINTENANCE page will show
either “L ICE DETECTOR FAIL” or “R ICE DETECTOR FAIL”.
Corrective Action
Periodic checks of the CDS, particularly the IRPS – MAINTENANCE page, are recommended. This will provide the
maintenance crews with advance information to take corrective actions. Under certain conditions, dispatch is
allowed with IDP unit(s) inoperative. Detailed limitations and requirements are in the Minimum Equipment List
(MEL).
Since the release of IDP, P/N 510920-1, a significant increase in reliability was recorded. FRACAS data shows April
2009 URR (12-month) of 0.325 dropped down to 0.127 in May 2019.
However, the following contributory factors stopped further URR downward trend:
1. Physical damage (Customer Induced Damage) to the IDPs, P/N 510920-1 units.
2. Increased failures of older high time IDPs, P/N 4100S019-0X units
For reducing CID to IDP P/N 510920-1 units, see ISAR article “Ice Detector Probes, Recommendations to Reduce
Customer Induced Damage”.
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Seasonal Edition
Technical Article

Ice Detector Probes, Recommendations to Reduce Customer Induced
Damage
Contributed by: Lexi Benson, In-Service Engineering (Systems)
References: DHC SL DH8-400-SL-30-019, ZS SIL DHC8-Q400-SL-30-025
Aircraft Affected
Dash 8-400 aircraft with IDP P/N 510920-1 installed
Discussion
In 2010, Zodiac Aerospace (now, Safran Aerosystems) introduced a new Ice Detector Probe (IDP), P/N 510920-1,
after the previous supplier of the old IDP, P/N 4100S019-0X, discontinued supply. The new IDP design has been
found to be more reliable than its counterpart overall, but now suffers from bending at the sensor tip (see DH8-
400-SL-30-019). Upon further investigation, it has been found that the sensor tip often makes contact with
personnel and equipment due to the location of the IDPs on the fuselage and may also be damaged during
shipping. Thus, these bent probes are categorized as Customer Induced Damage (CID) by Safran Aerosystems. As
part of the 2020 TRIM commitments to Operators, DHC has promised to provide a list of recommendations to
reduce CID to the IDP.
Recommendations
DHC believes that Operators who choose to follow each of the below recommendations, should witness a
reduction in CID to the IDPs. It is up to the Operators to determine which combination of strategies to use, and
what best suits their operations.
1. Ramp/Gate Procedure
During the investigation into the sensor tip bending, it was found that during departures/arrivals and
during maintenance, the sensor tip is vulnerable to contact with personnel and equipment. Particularly in
the following situations:
- Ground power connection/disconnection
- Wheel chock installation/removal
- Nose Landing Gear wheel replacement
- Maintenance on Nose Landing Gear and Steering system
DHC recommends the addition of a pylon below each of the IDP locations during departures/arrivals to
make sure ground personnel do not get close enough to contact the IDP. Some Operators have even
trained their ramp personnel to approach the aircraft from the front for chocking purposes.
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2. Warning Placard Installation
A warning placard on the aircraft around each of the IDPs provides a direct reminder visible to the
personnel working in the vicinity. This is a similar concept to the addition of a pylon, but a more
permanent solution.
IS Mod IS4Q1100018 has suffered reliability issues in-service. A new IS Mod is under development and we
are aiming for release by the end of 2022/early 2023.
3. Installation of IDP Cover
An IDP cover can be an effective visual reminder to personnel during maintenance and storage of the
aircraft, as well as providing an additional layer of protection to the IDP. There is currently an IDP cover
(P/N G700-101213-1) available in the Illustrated Tool and Equipment Manual (ITEM), Chapter 10 – Parking
and Mooring.
It is recommended that this cover be used when the aircraft is in storage, and while under-going
maintenance. It may also prove to be successful for use on the ramp but should be noted that this is one
more thing to be removed from the aircraft before flight.
4. Shipping and Receiving Practices

Zodiac Aerospace (now, Safran Aerosystems)
issued SIL DHC8-Q400-SL-30-025 in March 2015
providing information on angular measurement of
the IDP probe so that Operators can ascertain for
themselves if a removed unit was damaged due to
a bent probe and take corrective action at their
end.
A procedure for returning the probes to the repair
facility is also provided to allow Safran
Aerosystems to evaluate any potential damage
sustained during transportation. It should also be
noted that an angular measurement tool (Go/No-
Go Tool, P/N IDP1905) is available FOC via your
Safran Customer Service Representative.
Some Operators have reported bent sensor tip on
new or overhauled probes, most likely incurred
during transportation. Thus, it is good practice
when receiving an IDP to perform the angular
measurements and check the sensor tip for
bending.
IDP Cover (PN G700-101213-1)
74
Seasonal Edition
Technical Article
Influence of Runway De-icing Fluids on Landing Gear
Contributed by: Dave de Vogel, In-Service Engineering, (Hydro-Mechanical)
During winter operations, aircraft runway de-icing occurs on a regular basis. As a result of this practice, many countries are
introducing more environmentally-friendly de-icing fluids. This practice changes the runway de-ice fluid from a Glycol-based
solution to an Acetate Salt-type-based aqueous solution.
Landing Gear components, electrical connectors, carbon brake assemblies and aircraft structures that have prolonged contact
with runway de-icers that contain a monopropylene glycol or an aqueous mixture of formate salts are not necessarily at risk
of lessening the anti-corrosion properties of the Cadmium plating. However, prolonged contact with potassium acetate-based
runway de-icers may lead to a gradual loss of the Cadmium plate. Exposure over the course of a winter season can be enough
to reduce the anti-corrosion capabilities of the Cadmium coating where the onset of corrosion could occur.
Flight operations into airports which use Potassium Acetate-based Runway Deicer fluids are unavoidable. To reduce the affects
these de-icing fluids have on the corrosion resistance of the Cadmium-plated components on the landing gear, operators are
advised to clean the landing gear at the earliest opportunity and service the gear with grease. Further to this, it is advised to
repeat the cleaning and grease application of the landing gear on a regular basis throughout winter operations.
Service Letter DH8-400-SL-12-008 was relased Aug 2017 advising of Controlled Cleaning and Greasing of Landing Gear That
are exposed to Heavy Precipitation (Snow, Ice or Heavy Rains) and Salt-Based Runway De-Icing Fluids
Carbon Brakes – Oxidation Due to Runway Deicing Fluids
In reference to Transport Category aircraft equipped with carbon brakes (utilizing airports where runway deicing fluids are
used), brake failure or degradation may occur as a result of the switch to more environmental-friendly organic salt deicing
fluids (mainly potassium formate and acetate, but other alkalis as well).
The Series 400 is equipped with carbon brakes.
Runway deicing fluid remains on the underside of an aircraft, and can collect as ice and slush on the landing gear and coat the
carbon brake rotors and stators. During gear retraction, this ice and slush on the gear (now stowed in a horizontal position)
melts on the brake units, where it is further absorbed into the carbon rotors and stators. The presence of alkalis in the deicing
fluid creates a catalytic condition which lowers the temperature of oxidation and softens the carbon. This condition causes the
brake to flake and crumble over time, reducing the life and long-term efficiency of the brakes. As a result, there is a danger of
possible brake failure during a high speed aborted takeoff, or dragged brake during normal takeoff (and subsequent
overheating after the aircraft is airborne), or excessive vibration during any ground operation.
It should be noted that the center of the brake unit cannot be easily inspected. This is where the brake stator couplings are
indexed to the torque tube, mechanically linked to the axle, thus transmitting the braking torque to the wheels.
The current Society of Automotive Engineers (SAE) Aerospace Material Specification (AMS) runway deicer specifications were
developed with the endorsement of the SAE G-12 aviation industry representatives, which included both domestic and foreign
airlines, airframe manufacturers, and regulators. Modification of the AMS specifications will occur after the affected parties
formalize a new testing protocol that has been endorsed by the SAE G-12 Aircraft Ground Deicing Committee.
Transport Canada recommends that operators of aircraft equipped with carbon brakes who use airports where runway deicing
fluid is used conduct a detailed visual inspection during each landing gear wheel removal. The carbon brake rotors and stators
should be checked for obvious damage, distortion, carbon chips, crushed, flaked, soft, fractured carbon or missing carbon
elements. Carbon oxidation often develops on the inner diameter of the carbon stator drive lugs. Unless stator drive lugs are
fractured, oxidation damage to the lugs cannot be easily detected on an installed brake.
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Seasonal Edition
Technical Article

Brakes – Deicing Fluid and Brake Freezing
Contributed by: Dave De Vogel, (Hydro-mechanical)
Reference: Goodrich SL2087; TC SDA AV-2008; SAE AIR4762]
Operators have reported brake units freezing after parking brakes are applied following operation on runways
and taxiways contaminated with wet snow and slush. Some operators used hot deicing fluid directly on the
brakes to release them.
It is strongly advised that operators should not use hot glycol-based deicing fluid to melt (free-up) frozen
brakes. While a glycol-based deicing fluid may not immediately result in catalytic oxidation of the carbon brake
disks, there is a concern about its potential effect on the friction performance of the brake. Operators are
advised to review Goodrich Service Letter No.2087 (contact Goodrich Wheels & Brakes) for further
information.
To prevent brake freeze-up after parking an aircraft at the gate, operators may wish to consider using wheel
chocks instead of parking brakes. Without the parking brakes being applied, the disks will neither be clamped
together nor have complete contact, reducing the likelihood of moisture freezing up the disks together. In case
the parking brake is applied and the brakes freeze, a forced air heater should be used to warm the brakes and
unlock the disks. Operators may also attempt repeated brake applications (at full pressure) to try to break free
of the ice bond.
For further information on this subject, operators are advised to review Transport Canada Service Difficulty
Advisory
AV-2008-08 dated 2008-12-02 and SAE Aerospace Information Report AIR4762 (see www.sae.org).
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Seasonal Edition
Technical Article
Rainy Season - Pitot / Static System Drains
Contributed by: Manny Almeida, In-Service Engineering, (Avionics / Electrical)
Reference: PSM 1-84-4 Aircraft Illustrated Parts Catalogue, Maintenance Task Card Manual 000-34-900-702 & 703, AMM Tasks
34−11−06−680−801, 34−11−06−680−802 and Illustrated Tool & Equipment Manual PSM 1-8-2T
During layover in the rainy season/s, condensation or direct entry of rain can cause water accumulation in the
pitot static lines. This water can travel to the Air Data Computers or freeze in the lines as low temperature is
experienced at higher altitudes. Partial or complete blockage of the lines may cause Altitude and/or Airspeed
mismatch or failures. Therefore, following recommendations are being made for aircraft series mentioned
below:
DHC 8 Series 400
• Pitot static lines be drained per Maintenance Task Card Manual tasks 000-34-900-702 and 703, at
intervals based on local conditions.
• This recommendation should be considered especially if, the aircraft is parked outside. If the aircraft is
parked outside during rain, it is highly recommended you cover the pitot static probes with an approved
pitot static cover. For more information on pitot static covers, refer to the covers section of this ISAR
or the referenced Illustrated Tool & Equipment Manual PSM 1-8-2T.
DHC 8 Series 100, 200 & 300
Pitot static lines:
• DHC 8 Series 100, Clean pitot static lines as per AMM 34-11-00, 34-11-02 or 34-11-03
• DHC 8 Series 200, Clean pitot static lines as per AMM task 34-11-00-170-802
• DHC 8 Series 300, Clean pitot static lines as per AMM 34-11-01, 34-11-05
Reference task cards 3410/01 and 3410/03 for further information on cleaning pitot static lines
Pitot tube drain holes:
• DHC 8 Series 100, Clean pitot tube drain holes as per AMM34-11-00, 34-11-02, 34-11-03
• DHC 8 Series 200, Clean pitot tube drain holes as per AMM task 34-11-00-160-801
• DHC 8 Series 300, Clean pitot tube drain holes as per AMM 34-11-01, 34-11-05
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Technical Article

Winterization - Pitot/Static System Drains
Reviewed by; Randy Butcher, THD, In-Service Engineering
Reference: PSM 1-84-4 Aircraft Illustrated Parts Catalogue, Maintenance Task Card Manual 000-34-900-702 & 703, AMM Tasks
34−11−06−680−801 & 34−11−06−680−802.
Figure 1 Figure 2
The Maintenance Task Card Manual 000-34-900-702 and 703, call up drain tasks for the pitot static systems at
specified intervals.
However, as an added protection to avoid pitot static drain line cracks caused by freezing water in the lines, it
is recommended that these tasks be carried out in advance of freezing ambient temperature conditions. This
recommendation should be considered specially, if the aircraft is parked outside.
Depending on the aircraft configuration (Figure 1 and 2), there may be up to nine pitot static drains that will
need to be drained.
If Moisture is observed in any of the pitot static system drains, the operator should consider cleaning out the
pitot static system lines refer to task AMM 34-11-00-170-801.
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Technical Article

APU Air Inlet, Installation of Drain Angles around the APU Air Inlet
Contributed by: Randy Butcher, Ilan Rousso, Timothy McHale and Ashley Gopaul
Liquids such as de-icing fluids are suspected to be ingested into the APU through the intake, The modification
installs drain angles forward, aft and above the APU air inlet in order to divert the flow of liquids away from
the inlet, reducing the possibility of SOFT FOD.
SOFT FOD:
Soft FOD is defined as impeller blade damage caused by impact by a relatively “soft” Foreign Object that usually
bend the blade and typically not leave any trace on the point of impact that can be identified under Scanning
Electron Microscope (SEM) and Energy Dispersive Spectroscopy (EDS) analyses. Examples of Soft-FOD are: Ice,
slush, de-icing fluid, etc… Here the word “Soft" refers to the ability of water to deform and ice to shatter during
impact or the inability of ice and fluid to cut through the impeller material.
The result would be less fluids ingested into the APU that can avert damage to the internal parts of the APU.
This IS medium is highly recommended, please contact the THD at thd@dehavilland.com reference the below
IS modsum number.
ISMODSUM IS4Q5500008
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Seasonal Edition
Technical Article
Protective Tape for Erosion Protection
Reference: PSM 1-84-2, 1-84-4, Modsum 4-303300 and Series 400 AMM Task 51-25-61-390-801, Series 300 AMM Task 51-25-02-02, Series 200
AMM Task 51-25-02-02 and Series 100 AMM Task 51-25-02-02. Supersedes previous ISAR articles on this subject.
In-service aircraft may experience erosion damage caused by abrasive particles in the rain. Such damage may
also be caused by suspended solid particles in the airflow. Due to the airflow pattern around the airframe,
certain areas of the aircraft are more susceptible to such damage and may cause stripping of the paint surface
or damage to the composite material surface. Figure 1 to 3 show such damages suffered by in-service aircraft.
Operators experiencing erosion damages may consider a Polyurethane Protective Tape (PPT) option to protect
exterior aircraft surfaces and polycarbonate lens covers, and Polyurethane Protective Radome Boot (PPRB) to
protect the Radome. The polyurethane material used in PPT and PPRB is tough, transparent and resistant to
ultraviolet light, rain and particle erosion.
Figures 3 to 6 are not a full list, but show general areas on the Dash 8 aircraft which experience erosion
damage. However, depending on the aircraft model, additional areas may be affected. Protective measures
for different aircraft models as applicable (specific model and serial number) are mentioned in the referenced
AMM tasks.
AMM Tasks 51-25-61-390-801 (Series 400), 51-25-02-02 (Series 300), 51-25-02-02 (Series 200) and 51-25-02-
02 (100) provide details of the procedures for respective aircraft models and serial numbers.
For installation of PPT or PPRB, it is essential that the surface on which it is installed is free from contaminants
or oily substances. Except for the polycarbonate lens cover, the application area should be lightly abraded
using Silicon Carbide (400 grit) abrasive paper following cleaning with adhesive cleaner. Abrading the
polycarbonate lens cover is not recommended, as it may cause damage to the surface or obscure
transparency. For application of PPT/PPRB, the temperature should be above 60 oF (15.6oC). If applied on a
painted surface, the paint should be fully dry and cured to ensure the tape adheres to a solid surface.
For aircraft operating from unpaved runways, a separate option is available to cover areas susceptible to
damage on the fuselage. General areas covered are lower, side fuselage and lower engine cowl. A full
description is available in AMM Task 51-25-61-390-802 Application of Polyurethane Protective Tape (PPT) for
Unpaved Runway Protection.
80
Protective measures are also available for erosion protection of the Series 400 Prop Spinner. Dowty SB D8400-61-
105 provides instructions on how to fit the PPT Radome cap. The cap, P/N FP48, is available from 3M.
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Seasonal Edition
Technical Article
Doors – Cold Weather Issues
Reference: see text; note that this article supersedes previous articles on this issue
DeHavilland receives occasional reports of difficulties with the operation of the Front Emergency Exit (Type-1) door in freezing
conditions. The door is designed so as not to allow accumulation of water or ice to the extent which may prevent its operation.
The following recommendations are made as preventive measures:
Periodic cycling of the door, especially during winter months, to ensure that mechanism is operating correctly. Also refer
to Maintenance Task 5220/07 (Operational Check of FORWARD RH EMERGENCY EXIT at ‘5A’ Check) and SB 8-52-32
(Mod 8/1784).
Note: It may not be necessary to remove the door completely, however exercise caution when performing this check, as the
door is heavy (at least two individuals are required to safely accomplish this check).
 Inspect door and operating
mechanism to ensure no binding or
fouling exists between moving parts
and the adjacent structure.
Note: if any bearings, cam followers or

rod ends are found seized, corroded or
damaged, they should be replaced.
Also refer to Maintenance Task
5220/08 (Visual Inspection of Forward
Emergency Exit Mechanisms at ‘C’
Check).
 Check door rigging and skin gaps in

accordance with AMM, PSM 1-83-2, 52-
20-16 (pages 201 through 221), and
adjust as necessary.
 Check door structure for blocked
or missing drain holes (in the cross-
beams) and wet insulation blankets.
Also refer to SB 8-52-35 (Mod 8/2132) and SB 8-25-145 (Mod 8/2434), respectively.
 In addition, routine cleaning and spraying of corrosion preventative compounds (e.g., LPS-3) on door opening mechanism
may help repel accumulation of moisture. Also refer to Task 5220/09 (Lubrication of Forward Emergency Exit External Handle
Sleeve at ‘5A’ Check) and Task 5220/10 (Lubrication of Forward Emergency Exit Door Seal Pressurizing Valve Hinge Pin Every
‘C’ Check).
 Further, there were Operator reports of not being able to open the Fwd RH Type I Emergency Exit door with either the
internal or external handle. SB 8-52-65 has been issued recently (July, 2017) which provides instructions to perform the
inspection of the bearing on the canter and lower shaft. If any corrosion is found, the affected bearing is replaced, corrosion
inhibiting compound (CIC) is applied and lubricated per Modsum 8Q113030.
 Refer to Dash 8 ISAR 1997-09-5220, which addresses issues relating to sticking of Type I emergency exit door seal
pressurizing valves. Also refer to Task 5220/10 (Lubrication of Forward Emergency Exit Door Seal Pressurizing Valve Hinge Pin
Every ‘C’ Check).
82
Type I emergency exit door operating difficulties were also identified to be caused by seal inflation valve (P/N 75290151)
freezing or sticking. A malfunctioning valve prevented the door seal from deflating, making it difficult to open the exit. SB 8-
52-60 (Modsum 8Q101159) was issued in September 2002 introducing an improved door seal inflation valve (Aerazur P/N
505702) similar to the Series 400 aft baggage door valve. SB 8-52-60 (Modsum 8Q101159) introduced a modified Series 400
baggage door control valve in place of the existing valve (ref. AIPC 52-05-00, Fig.10 and Fig.20). This change was mandated by
Transport Canada Airworthiness Directive CF-2003-04 (ref. AOM 733).
Difficulty with operating the door handle due to corroded bearings in the door opening mechanism was also reported by an
operator. The issue was solved by reduced intervals for tasks/inspections to identify door condition and related mechanisms.
Bearing corrosion does not prevent opening of the doors but may require a stronger force to do so.
DeHavilland suggests operators review frequency of the following tasks (Maintenance Task Card Manual,
PSM 1-83-7TC) to ensure they are adequate for their operating environments:
Task 5220/06 - Operational Check of FLIGHT COMPARTMENT ESCAPE HATCH

Task 5220/03 - Operational Check of CENTER EMERGENCY EXIT DOOR and Lubricate External Handle
Task 5220/05 - Lubrication of FLIGHT COMPARTMENT ESCAPE HATCH Release Mechanism
Task 5220/06 - Operational Check of FLIGHT COMPARTMENT ESCAPE HATCH
Task 5220/07 - Operational Check of FORWARD RH EMERGENCY EXIT
Task 5220/08 - Visual inspection of all FORWARD RH EMERGENCY EXIT mechanisms
Task 5220/09 - Lubrication of FORWARD RH EMERGENCY EXIT External Handle sleeve
Task 5220/10 - Lubrication of FORWARD RH EMERGENCY EXIT Door Seal Pressurization Valve Hinge Pin (Pre SB 8−52−60 or Pre
Modsum 8Q101159) (Carry out in conjunction with 5220/08 and 5220/09)
Task 5220/11 – Operational Check of FORWARD RH EMERGENCY EXIT HANDLE
Task 5220/51 - Internal general visual inspection of FORWARD RH EMERGENCY EXIT DOOR STRUCTURE
Task 5220/52 - Internal general visual inspection of RH CENTER EMERGENCY EXIT DOOR
Task 5220/53 - Internal general visual inspection of LH CENTER EMERGENCY EXIT DOOR
Task 5220/54 - Internal general visual inspection of FLIGHT COMPARTMENT ESCAPE HATCH
Task 5220/55 - External general visual inspection of FLIGHT COMPARTMENT ESCAPE HATCH and SEAL
Additionally, operators may also wish to review the following documents to check mod status of their aircraft and its
applicability:
SB 8-52-32 - Doors - Improved Sealing System for Emergency Type I Exit Doors - Modification 8/1784 (production cut-in MSN
325)
SB 8-52-35 - Doors - Type I Emergency Exit - Drilling of Drainage Holes in Cross Beams - Modification 8/2132 (production cut-
in MSN 406)
SB 8-25-145 - Equipment/Furnishing - Replacement of Insulation Blankets With Heat Sealed Type - Modification
8/2434.
SB 8-53-71 - Fuselage - Rain Deflector above Type I Emergency Exit - Change Request 853CH00107 (ModSum 8Q900132) (Note:
this SB was issued in response to an operator request and is applicable only to specific aircraft serial numbers).
Emergency exits are not used routinely and as such, reporting of any related incidents is infrequent. In order to
monitor and better address emergency exit door operating concerns, operators are requested to notify their
DeHavilland Field Service Representative or the Technical Help Desk (telephone: +1-514-855-8500, or toll free in North
America at: +1-844-CRC-CRC0 [+1-844-272-2720]; by fax at: 1-416-375-4539; or by e-mail at: de Havilland Technical
Help Desk thd@dehavilland.com regarding all technical issues relating to the doors.
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Technical Article
Door closed sensor – application of sealant
Reference: AMM TASK 51-23-00-390-801, 51-23-01-390-801 & ISMODSUM IS4Q5200075
Operators have reported freezing of door-closed sensors during the winter season, resulting in the incorrect illumination of
the “FUSELAGE DOORS” warning light in the cockpit. In some cases, the crew performed an air turn-back. Investigation revealed
that the door-closed sensors may have frozen due to cold temperatures in conjunction with the presence of moisture collected
between the sensor body and support (installed on the lower face of the bracket). This condition makes it difficult for the
sensor to move smoothly, and results in the sensor being unable to maintain the correct gap width between the door (target)
and the surroundings (sensor) if any fuselage flexing takes place. An increase in the gap triggers the “FUSELAGE DOORS”
warning.
Translating Door – Door closed sensor (Aft pax door – LH shown. Installations are similar in RH Fwd Baggage door, RH Aft
Service Door & LH Fwd pax door)
Figure 1
In order to prevent accumulation of moisture on the top face of the door-closed proximity sensor, In-Service Modsum
IS4Q5200075 allows the use of sealant PRC 1422 to fill the cavity between the top face of the proximity sensor and the sensor
sleeve.
Application of PRC 1422 to fill the cavity

Figure 2
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Seasonal Edition
Technical Article

Door Seal Valve Corrosion & Removal of Desiccant Filter
Reference: MS IS4Q5200074, 4Q113942 & SB84-52-91- Removal of Desiccant Filter from Door Seal System. Supersedes previous ISAR
articles on this subject.
Air tapped from the engine contains atmospheric moisture which turns into water due to condensation inside
the seals, valves and pipes. Condensed water frozen inside the seals may hold the seals in expanded profile
causing obstruction while opening the door. Operators reported situations where the aircraft had to be taken
to a heated hanger to get the ice inside door seal melted before the doors could be opened.
The referenced mod was introduced to absorb water / moisture from the pressurizing air & keep the seals dry.
However, success of this mod was limited to certain geographic locations only as the desiccant quickly got
saturated (Figure 2) and required frequent removals in other areas. Besides, operators reported that,
maintenance of the desiccant filters required frequent attention and added cost. Operators also reported
further problems like corrosion of the Seal Control Valves and Electro-pneumatic Shut-off-Valve (EPP SOV) and
pipes (Figure 1).
Corrosion inside Door Seal Control Valve components

Figure 3
85
Service Bulletin SB 84-52-91 has now been released and available to operators who wish to remove the
desiccant filter. Besides removing the Desiccant filter, this mod involves a modified tapping point for the Door
Seal Pressurization System air. Previously, the 18.0 psi pressurizing air was tapped from the bottom of the
deice line (Figure 4) in the Left Armpit Area. This allowed condensed moisture from the pipe to enter Heated
Check Valve and then into the Desiccant filter before going to the Door Seal Pressurization System. Post SB 84-
52-91, the deice pipe in this location is modified and allows air to be tapped from the top side of the Deice Pipe
(Figure 5). Condensate water, if any will now stay in the deice line and flow down the pipe to the drain and will
be expelled through the already existing plug (Figure 6).
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Technical Article
Radome - Best Practices for the rainy season
Contributed by: George Gombas, In-Service Engineering, (Avionics / Electrical)
Reference: See text.
Some operators reported finding water or condensation inside the Radome, especially during the rainy seasons. Such
condition may lead to lower reliability or Weather RADAR transceiver failures. If it becomes necessary to remove / dry out
water inside the Radome, use clean and dry compressed air at a maximum pressure of 30 psi (207 kPa). Refer to the following
AMM Tasks for further detail:
Dash 8 Series 400: DHC-8-400 AMM TASK 53−12−01−960−801 Replacement of the Radome Seals.
Dash 8 Series 1/2/3: DHC-8-300 AMM 53−50−00−201−02 RADOME − MAINTENANCE PRACTICES
The AMM Task method of using B2 sealant is generally more effective in environments experiencing heavy precipitation, but,
the following In-Service Modsums (ISMODs) provide an alternative and permanent sealing method which offers ease of
removal / installation.
Dash 8 Series 400: IS4Q5300028 Fairings, Nose Fuselage − Radome − Seal Rework
Dash 8 Series 1/2/3: IS8Q5300023 Fairings, Nose Fuselage – Radome – Seal Rework
Following ISMODs are available to improve ventilation and keep the inner area of the radome dry. Two AN231 plastic drainage
grommets (Figure 6) are installed over the drain holes (radome outer bottom surface) to improve ventilation (Figure 4 & 5).
Dash 8 Series 400: IS4Q5300033 Fuselage, Radome − Installation of Drainage Grommets

Dash 8 Series 123: IS8Q5300024 Fuselage, Radome – Installation of Drainage Grommets
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Technical Article
ATA 6110 / Applicability: Dash 8-100/200/300

Propeller Deicing Issues
Validated & Revised by; Ashley Gopaul, In-Service Engineering (Propulsion & Air Systems)
Reference: DHC SB8-30-34 Collins SB 14SF-61-118
No. 1 Relay Panel (shown in part) Ice Protection panel (shown in part)
Figure 1 Figure 2
Propeller Deicing Power Control Relays
Several operators have reported premature failure of the propeller deicing system power control relays 3061-
K1, -K2, -K3, and -K4 (located on the No.1 Relay Panel assembly - Figure 1 above). Investigation into the issue
determined that the supplier had substituted an alternate relay, Leach P/N M500-D4N-003, in place of the
approved Part Number, Leach P/N KC-D4N. Although both relays meet the same MS27743-18 specification, the
substituted part does not have the same contact construction and has not been approved by De Havilland.
Operators are advised that Leach P/N KC-D4N is the only deicing relay approved by De Havilland for use on the
aircraft. It is recommended that any other relays be removed and replaced as required.
De Havilland further recommends incorporation of SB 8-30-34. Pre-SB configuration relays are wired in a parallel-
series-parallel arrangement across the 3 contacts of each relay, which caused unequal distribution of current
load across the contacts.
Operator reports indicate some aircraft required more than one of the four propellers’ deice relay to be replaced
in one winter season. ModSum 8Q100867 (SB 8-30-34) rewires each relay to distribute the current load evenly
across contacts to extend relay life.
88
Propeller Deicing Boots – Burnt Propeller Blade Heaters
An operator burnt all propeller blade heaters during a landing gear functional test. This condition occurred
when the aircraft was jacked, and AC external power was connected. Neither the flight crew nor the
maintenance personnel performed a cockpit check. It was determined that the propeller deicing switch was
left in the below 10-degree position (Figure 2) and none of the appropriate circuit breakers were opened
prior to jacking the aircraft.
Propeller Blade Heater Lead Terminal Cover – Incorrect Installation

Applicability: Series 100/300
Reference: Hamilton Sundstrand 14SF-7 & 15-23 Maintenance Manual
While flying in icing conditions, an aircraft experienced heavy vibration from the No.2 propeller, as well as
ice build-up. An investigation revealed that the terminal covers (P/N 782375-1) on all four blades had been
installed upside-down. This resulted in tension on the heater leads and eventual failure, causing open
circuit to two blade heaters. Correct installation of the terminal covers are shown in the Hamilton
Sundstrand 14SF-7 & 14SF-15-23 Maintenance Manuals. Figure 3 above shows installations for both pre -
and post-SB 14-SF-61-118 configurations
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Seasonal Edition
Technical Article
Engine Cold Weather Pre-Heating Procedures
Updated by: Ilan Rousso, In-Service Engineering, (Propulsion & Air Systems)
Reference: AMM 71-00-00 (Q123) & 71-00-00-868-822 (400). Supersedes previous articles
DeHavilland has received requests from operators on how best to pre-heat the engine when starting with an
OAT of -40°C
Operators are reminded to review the current engine pre-heat procedures as outlined in AMM 71-00-00, Task
71-00-00-868-806 for the 200, AMM 71-00-00, page 508 for the 100/300, and Task 71-00-00-868-822 for the
400
Engine preheating can be accomplished by starting the engine every 2 hours and operating at the flight idle
position until the oil temperature obtains a minimum value of 20°C when an external ground heater is not
available. For operators where a certified external aircraft ground heater is available, pre-heating the engine is
accomplished by the following procedure:
 Install aircraft ground heater duct in exhaust jet pipe.
 Open bypass FOD door.
 Install air inlet plug into air inlet duct.
 Permit engine to heat for minimum of 30 minutes before engine start is attempted.
CAUTION: FAILURE TO PRE-HEAT ENGINE WHEN OIL TEMPERATURE IS AT -40°C OR COLDER
FOR LAST 2 HOURS CAN CAUSE DAMAGE TO ENGINE.
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Technical Article
ATA 7200 / Applicability: All

Engine Storage in Humid Environments
Contributed by: Ilan Rousso
Reference: AMM 10-12-XX
Discussion
DHC have received reports of corrosion found on engines coming out of long-term storage. In some cases, these
engines had been operating in a high humidity environment before storage or had been stored in a coastal (marine)
environment.
Description
The corrosion has been reported in the following areas:
* Intake lip flange (heater attachment flange).
* Intake gas path.
* Engine external surfaces.
* RGB Overspeed-Governor mounting flange (top area).
* Forward engine mount and spigot holes.
Intake Corrosion Intake Lip Corrosion
91
Corrective Action
To avoid the spread of corrosion and potential for expensive engines repairs, additional corrosion inspections
and treatment may require before storage. This is particularly the case for aircraft that had been operating in or
are to be stored near coastal (marine) or high humidity environments:
• Inspect the engine externally for any sign of corrosion. Treat and protect as per AMM.
• Remove the engine intake adapter. Inspect the intake lip and the engine intake gas path for any pitting,
corrosion or missing paint or surface protection. Repair and protect any findings as per AMM.
• Remove OSG, Hydraulic Pump, and AC generator. Inspect mounting surfaces for any pitting, corrosion or
missing paint or surface protection. Treat and protect as per AMM.
• If the engine mounts surfaces were not previously protected with CA1000, consider removing the front
engine mounts, inspect and treat with CA1000 as per P&WC S/L 150-043.
Additional References and Tasks
AMM TASK 30−21−15−400−801 Installation of the Engine Air Intake Adapter Heater
AMM TASK 72−00−00−160−801 External Wash
AMM TASK 72−00−00−350−812 Front Inlet Case Repair, and
AMMTASK 72−00−00−350−806 Chromate Surface Repair of Magnesium,
AMM TASK 72−00−00−350−805 Anodic Film Repair of Aluminum.
AMM TASK 72−00−00−370−801 Painted Surface Repair.
P&WC S/L 150-043 PW150A Maintenance instructions – Corrosion on Front Inlet Case (FIC) flange, RGB mount
pad, and prop flange holes.
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Technical Article

High Fuel Temperature – Summer Operation
Contributed by: Ilan Rousso, In-Service Engineering, (Propulsion & Air Systems)
Reference: P&WC SIL 150-034 and 150 -038.
During summer operation, some operators are experiencing high fuel temperature while the aircraft is parked
on the ramp. This is due to the stagnant / trapped fuel in the Fuel Oil Heat Exchanger (FOHE) that is heated up
by high temperature in the surround area. As soon as the engine is started and fresh fuel flows in from the
aircraft fuel tank/s, the temperature will come down.
However, operators are also reporting high fuel temperature during flight. This is caused by the FOHE actuator
being unable to extend. Tests using the metal bellow did not yield expected improvement and as such P&W is
currently looking into alternative design options.
In the interim, it is recommended that the following steps be followed to monitor the trend and take proactive
action:
• If the aircraft is equipped with FAST system, monitor the fuel temperature trend. Replace the FOHE
actuator if deterioration in trend is observed.
• If the aircraft does not have FAST system installed, monitor the EMU data for fault code 1709.
• Refer to P&WC SL150-034 and for maintenance action.
• Consider soft timing the FOHE actuator. P&W is now offering reduced price for the FOHE actuator to
offset the increase in DMC. Related SIL 150-038 was revised in July 2018.
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Technical Article
Engine Oil Temperature Slow Warm-Up
Validated & Revised by: Ilan Rousso, In-Service Engineering (Propulsion)
Reference: DH8-400-SL-79-002A; note that this article supersedes Series 400-ISAR-2008-08-7910
As originally stated in Service Letter DH8-400-SL-79-002A, operators have reported experiencing longer than
normal duration for the engine oil temperature to reach the minimum 65°C required for takeoff in icing
conditions. This temperature was based on tests conducted by Pratt & Whitney Canada and is required to
ensure that the oil temperature in the engine inlet strut provides adequate anti-icing. Taking into consideration
slow warm-up in low temperatures, PWC and DeHavilland have revised the minimum oil temperature limit for
take-off to 55°C (oil temperature indication on engine display in yellow arc), provided that 65°C is reached within
3 minutes after takeoff power is set.
Slower oil warm-up during winter operation is considered a normal characteristic of the system. At
temperatures around 0°C or below, it can take upwards of 30 minutes to reach an oil temperature of 65°C with
engine power at flight idle or below. If a faster warm-up is required, it is suggested that engine power be
increased above flight idle until the oil temperature reaches the required level prior to takeoff. It is
recommended that the power increase be carried out while the aircraft is stationary in an area that is not
contaminated with ice or slush. Check the surrounding and ensure it is safe to operate the engine/s at higher
power. Further, it is also recommended that the ANVS system be placed into “Pause” until ready for take-off.
Operators are invited to incorporate the above information in their flight operations documentation as
necessary.
94
Seasonal Edition
Technical Article
Updated: Oil Cooler Door Actuator – Reliability Improvement and Summer
Operation
Contributed by: Ilan Rousso, In-Service Engineering, (Propulsion & Air Systems)
In high temperature environments, the high time Air Cooled Oil Cooler (ACOC) Door Actuator has been reported
to get stuck, and consequently, prevent the door from opening. The restriction of airflow has caused engine oil
temperature to deviate from the limit. Depending on the door position when the actuator gets stuck, the oil
temperature could reach/exceed the upper or lower operating limits, prompting In-flight shutdown. An
engineering investigation showed that the sticking of the actuators was being caused by fatigue cracking of the
solders on the electronic board, as the actual operating environment is more severe than originally expected.
Previous version actuators (P/N 800600M02 and 800600M03) are affected by the mentioned solder cracking.
To correct this issue, actuator manufacturer Fly-by-Wire Systems introduced a new design with an improved
electronic board through Service Bulletin 800600-79-002. New actuators (P/N 800600M04) are 2-way
interchangeable with P/N 800600M02 and 800600M03. Previous actuators can be sent to component repair
shops for modifications/upgrade to P/N 800600M04. DeHavilland recommends all previous versions of this part
be removed from the aircraft and sent to a component repair shop for modification to PNR 800600M04.
ACOC door actuators only start to open when the oil

temperature is above 95oC. Since ACOC door actuators
are rarely operated in cold temperatures, the issue could
also be considered a doormat fault. Prior to the summer
season, exercise the door as per AMM 79-21-31-710-801.
Note that, this issue is not always the result of solder

cracking on the electronic board. Some less common
causes that, have been reported include chafed wires or
Engine Cockpit Interface Unit (ECIU).
95
Technical Articles
DHC-8-100-200-300 Monthly FRACAS Snapshot

Contributed by: Sepideh Hasani, Maintenance Engineering Data up to April 2022
The material in this section originates from the Maintenance Programs and Planning, Maintenance Data Analysis,
and Aircraft Economics groups. Inquiries should be addressed, as applicable to Vasil Rambi, Manager of
Maintenance Data Analysis and Aircraft Economics (Vasil.rambi@dehavilland.com). The latest Maintenance
Engineering initiatives can be viewed through www.dehavillandportal.com.
HOURS 27,423,247 HOURS S/N 95 71,526

TOTAL TOP
FLEET AIRCRAFT
CYCLES 32,697,806 CYCLES S/N 360 112,722
Note: Total Hours/Cycles are estimated using the latest data available.
FLEET DISPATCH MEASURE (12 Month

Average)
DISPATCH RELIABILITY 99.16%
AIRCRAFT CHARGEABLE
SCHEDULE COMPLETION RATE 99.68%
AIRCRAFT CHARGEABLE PLUS NON- DISPATCH RELIABILITY 98.90%
CHARGEABLE SCHEDULE COMPLETION RATE 99.55%
96
Technical Articles
DHC-8-400 Monthly FRACAS Snapshot

Contributed by: Sepideh Hasani, Maintenance Engineering Data up to April 2022
HOURS 11,911,928 HOURS S/N 4032 47,542

TOTAL TOP
FLEET AIRCRAFT
CYCLES 12,380,658 CYCLES S/N 4032 50,292
DHC-8-400
Average)
AIRCRAFT CHARGEABLE
97
Technical Articles
DHC-8-100-200-300 Monthly FRACAS Snapshot

Contributed by: Sepideh Hasani, Maintenance Engineering Data up to May 2022
HOURS 27,443,577 HOURS S/N 95 71,536

TOTAL TOP
FLEET AIRCRAFT
CYCLES 32,718,818 CYCLES S/N 360 113,089
Note: Total Hours/Cycles are estimated using the latest data available.

Average)
AIRCRAFT CHARGEABLE
98
Technical Articles
DHC-8-400 Monthly FRACAS Snapshot

Contributed by: Sepideh Hasani, Maintenance Engineering Data up to May 2022
HOURS 11,966,719 HOURS S/N 4032 47,542

TOTAL TOP
FLEET AIRCRAFT
CYCLES 12,435,875 CYCLES S/N 4032 50,292
DHC-8-400
Average)
AIRCRAFT CHARGEABLE
99
Recently Released Documents
DHC-8-100-200-300
All published Service Letters, All Operator Messages, Generic Reference Instruction Letters, and Generic
In-Service Modsums are available through www.iflybombardier.com.
Note: Obsolete (closed) RILs should be removed from operators' manuals
Updated 2022-Aug-31. Please note; due to issues posting on the DH Customer portal, data is not available for some subject lines.
100
101
Recently Released Documents
DHC-8-400
All published Service Letters, All Operator Messages, Generic Reference Instruction Letters, and Generic
In-Service Modsums are available through www.iflybombardier.com.
Note: Obsolete (closed) RILs should be removed from operators' manuals
Updated 2022-Aug-31. Please note; due to issues posting on the DH Customer portal, data is not available for some subject lines.
102
103
104
Technical Publications
Revisions DHC-8-100-200-300
Applicability: DHC-8-100-200-300
Maintenance and Flight Manual Revision Schedule – 6-month look ahead
The material in this section originates from the Technical Publications department. General inquiries can be
addressed to Judy Donegan, Manager (email: judy.donegan@dehavilland.com; telephone: 1-437-291-3493).
For questions regarding the revision schedule, please contact Jason Price, Supervisor (email:
jason.price@dehavilland.com; telephone: 1-416-375-3944).
Series 100 Planned Monthly

PSM Number Manual Revision Number Revision Date
Program Distribution Date
100 PSM-1-8-4 AIPC 77 September 15, 2021 September 15, 2021

100 PSM-1-8-2W WDM 70 September 15, 2021 September 15, 2021
123 PSM1-8-6A CMM 21 October 15, 2021 October 15, 2021
100 PSM-1-8-2 AMM 79 October 15, 2021 October 15, 2021
1234 PSM-1-8-2T ITEM 26 November 5, 2021 November 5, 2021
100 PSM-1-8-7A NDT 19 November 15, 2021 November 15, 2021
100 PSM-1-81-7P MPLM 29 December 15, 2021 December 15, 2021
100 PSM-1-8-7TC MTCM 31 December 15, 2021 December 15, 2021
100 PSM-1-8-3 SRM 20 December 15, 2021 December 15, 2021


105
Revisions DHC-8-100-200-300


Please note; due to issues posting on the DH Customer portal, no change to the following schedule report since last issue.
106
Revisions DHC-8-400
Applicability: DHC-8-400
Maintenance and Flight Manual Revision Schedule – 6-month look ahead
The material in this section originates from the Technical Publications department. General inquiries can be
addressed to Judy Donegan, Manager (email: judy.donegan@dehavilland.com; telephone: 1-437-291-3493).
For questions regarding the revision schedule, please contact Jason Price, Supervisor (email:
jason.price@dehavilland.com; telephone: 1-416-375-3944).
Series 400 Revision Planned Monthly

PSM Number Manual Revision Date
Program Number Distribution Date
400 PSM-1-84-2 AMM 74 September 5, 2021 September 5, 2021

400 PSM-1-84-2A SDS 48 September 5, 2021 September 5, 2021
400 PSM-1-84-4 AIPC 75 October 5, 2021 October 5, 2021
400 PSM-1-84-33 SSM 26 November 5, 2021 November 5, 2021
400 PSM-1-84-2W WDM 74 November 5, 2021 November 5, 2021
400 PSM-1-84-6 CMM 20 November 5, 2021 November 5, 2021
400 PSM-1-84-2 AMM 75 November 5, 2021 November 5, 2021
400 PSM-1-84-23 FIM 69 November 5, 2021 November 5, 2021
400 PSM-1-84-2A SDS 49 November 5, 2021 November 5, 2021
400 PSM-1-84-7P MPD 52 December 5, 2021 December 5, 2021
400 PSM-1-84-18 CPM 47 December 5, 2021 December 5, 2021
400 PSM-1-84-7A NDT 25 January 5, 2022 January 5, 2022
400 PSM-1-84-7A NDT 26 January 5, 2022 January 5, 2022
400 PSM-1-84-6 CMM 21 February 5, 2022 February 5, 2022
107
2022 Event & Conference
Calendar
Applicability: All Series
108
In-Service Engineering GSE
Rental Program & Catalog
Contributed by: Aayush Tiwary (ISE)
Reference: Service Letters: DH8-400-SL-00-016P and DH8-SL-00-024P
In- Service Engineering (ISE) maintains an inventory of commonly requested tools, testers and ground equipment
which are available for rental to support maintenance of Dash -8 aircraft. Frequently used equipment and special
tools are available for rental on a daily-rate basis from our Toronto facility. ISE also maintain a limited number of
tools that are available for sale. The inventory is continually updated to include new tools, based on operator needs.
Details of NDT Calibration Standards were published in ISAR 2016 – 09.
Available rental GSE is catalogued on the following pages.
Please contact thd@dehavilland.com for pricing and availability.
109
GSE Rental Tool List
ATA 20
P/N Alternate P/N Nomenclature Series
Swaged Bearing Removal / Installation Kit
RSK1117 -- 400
(Elevator PCU bearings)
ATA 24
P/N Alternate P/N Nomenclature Applicability
Crimper Tool Kit - Copper Wire - Thomas & Betts
TBHD1M -- ALL
with various MS23002 & MS90485 die sets
Crimper Tool Kit - Alum Wire - Tyco with 68006 to
1752787 -1 -- ALL
9 & 68011 die sets
HPU15M -- Hyd Foot Pump ALL
ATA 27
GSB2712002 82700011-001-98 Aileron Rigging Tool – MYLAR (Sale only) 100/ 200
GSB2712003 85740007-S901-98 Aileron Rigging Tool - MYLAR (Sale only) 300
GSB2712004 85740002-S901-98 Tab Rigging Tool - MYLAR (Sale only) 100/ 200
GSB2712005 85740009-S903-240 Tab Rigging Tool - MYLAR (Sale only) 300
GSB2712006 85740007-S903-240 L/H Gear Tab Rigging Tool - MYLAR (Sale only) 300
GSB2712007 85740007-S904-240 R/H Gear Tab Rigging Tool - MYLAR (Sale only) 300
GSB2715001 85741000-003-240 L/H Gear Tab Rigging Tool - MYLAR (Sale only) 400
GSB2715002 85741000-004-240 R/H Gear Tab Rigging Tool - MYLAR (Sale only) 400
GSB2715003 85517021-001-240 L/H Elevator Tab Rigging Tool - MYLAR (Sale only) 400
GSB2715004 85517021-002-240 R/H Elevator Tab Rigging Tool - MYLAR (Sale only) 400
GSB2715005 85741000-001-240 Aileron Rigging Tool - MYLAR (Sale only) 400
GSB2720001 82710602-010-138 Rudder Pedal Force Meter Fixture ALL
GSB2733002 FTP276005-001-58 Rigging Fixture− Control Column ALL
GSB2733003 -- AOA Vane Rigging - MYLAR 400
GSB2733004 -- Safe Flight Tester - Stall Warning Calibration Test 100/200
GSB2751002 A162842-B FCU on wing Diagnostic Tool (Cable Assy) 400
82740010-001-58 -- Roll Spoiler Actuator Rigging Tool 100/200/300
85540001-005-213B MHI 02F99205 Rudder Sling 400
ATA 28
GSB2840002 102-00876 Digital Fuel Quantity Test Set ALL
GSB2800006 -- Fuel Line Pneumatic Pressure tester (Red Box) 400
DATxx -- Axial Swage Tools – all sizes with Hyd Pump ALL
906-10247-3 -- Loop Resistance Tester ALL
Fuel system Pressure Test Rig Kit
85710001-001-141 -- including NACA duct plugs SD6176 & Dummy Filler ALL
Cap 85713001-001-141C
ATA 29
DLTxx -- Radial Swage Tools – all sizes with Hyd Pump ALL
110
GSE Rental Tool List
ATA 32
GSB3251004 83220001-001-138 Protractor - NLG Steering Angle 100/200/300
85312780-111-84 -- NLG Trunnion Plate Corrosion Removal Kit (RD 8- 100/200/300
53-3115/3957)
ATA 34
GSB3421001 83420701-001-58 Kit - AHARS Shelf Alignment and Leveling 400
GSB3443002 -- Radio Alt Simulator Honeywell 100/200/300
GSB3443003 -- Radio Alt Simulator Honeywell 400
83420001-011-58 -- APIRS Tray Alignment Tool 100/200/300
SD6159 7007337-901 AHRS Levelling Tool 100/300
465596 -- IRS Tray Alignment Fixture 400
APIRS Calibration computer with harness 420-
EQ12753 -- 100/200/300
00375-190
ATA 52
85216941-001-138 -- Over Center Link Gap Tool 400
85237003-001-138 -- Rigging Tool- Baggage Door Handle 400
85217301-005-168 -- Special Retrofit Tools - Aft Service Door 400
SB 84-28-21
DATxx -- Axial Swage Tools with Hyd Pump 400
TS.790.10.50 MK12 -- Adaptor Fitting (Sale only) 400
TS.790.10.40 MK12 -- Plug Fitting (Sale only) 400
8Z10150 -- Drill Guide Kit (Sale only) 400
SB 84-55-09
8Z10178-001-58 -- Locating Tool – Elevator PCU fitting 400
OH Bin Extension
TLJ454001-xxx -- Drill and Trim Fixtures 400
111
Technical Publications Customer
Service Features & Subscriptions
We offer publications in the following formats:

• Paper
• Single PDF Flight Manuals
• Online web portal
• Offline software Navigator IETP
• IPAD Applications
• SGML Files
• ASCII Text Files
De Havilland Canada is excited to announce the new customer portal: www.dehavillandportal.com
The new portal will have improved speed and interface and will have dynamic functionality with respect to
information, documentation, and online transactions.
Contact GGLS De Havilland Customer Service at the

following email:
dehavillandcustomerservice@gilmore.ca
or Judy Donegan, Manager Technical Publications:
judy.donegan@dehavilland.com
112
In-Service Supplier Management
Driving supplier engagement to ensure customer needs are
addressed
Our services include:

Tactical Management
• We receive over 1,200 requests each year to facilitate discussions between customers and
suppliers and bring issues to resolution.
• Intercede on the customer’s behalf; some of the key areas where we can assist are Spares,
Repairs and Warranty claims.
• Streamline relationship touchpoints and processes to eliminate non value-added work.
Supplier Performance Reviews

• Create real accountability and incentives for suppliers to deliver business value.
• Review of Key Performance Indicators (KPI) and development of Action Plans with suppliers to
address any performance deficiencies for the fleet or individual airline.
Strategic Governance
• Monitor supplier completion of Top Reliability Issues Management (TRIM) Vendor Service Bulletins
(VSBs), as well as Technical Steering Committee (TSC) and Airline Economics Working Group
(AEWG) projects.
• Ensure availability of parts ordered through a supplier on completion of reliability and safety
modifications.
Contact the ISSM Team 24/7/365 at the following email:

DHC-8 Series: sm@dehavilland.com
113
Mobile Repair Team
when you need to get back in the air, we’ll be there.
Our total project management approach provides you with:
• Structural repair
• Aircraft recovery
• Repair estimates
• Daily schedule reporting and project duration forecasting
Contact the Mobile Repair Team 24/7/365 at the following

numbers:
DHC-8 Series Customers
Toll Free North America: +1-844-CRC-CRC0 (+1-844-272-2720)
Direct: +1-514-855-8500
Email: thd@dehavilland.com
114
A Gallery of some of our
reader’s favorite pictures
This page is reserved for you, our readers, to showcase favorite photographs you have taken of De Havilland aircraft.
Please submit good quality JPG image files along with your name and a location taken so we can credit your image.
isar@dehavilland.com
Provided by Ron Mayer from Linkedin Star Peru and Renegade Air sites
Beautiful photo of Passion Air taken by

passenger (unknown)
“Milan offered us an extraordinary

show in the air” Photo credit Loïc (LLB
PHOTO) L.
115
From the Editor
Do you have a subject of interest related to

We are your Airline or an experience with DHC-8
looking for aircraft you would like to share? Your article
should include one cover photo and some
cover photos descriptive text. You may include a few
& related smaller photos to include in the body of
articles for your article as required.
future ISAR Please submit photos and articles by email

publications to isar@dehavilland.com
116

July Aug Seasonal 2022 ISAR

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ISAR

In-Service Activities Report Issue 2022-7-8 Seasonal

Prepare your aircraft and personnel

Customer Services Management Contacts

Robert Mobilio Leighton Storsley

Jason Rahaman Dario Leone Alex Jaglowitz Mervyn Lynn

1-416-508-6845 1-416-409-3757 1-416-435-8330 1-416-902-5984

1-647-294 3587 1-647-825-9668 1-416-854-6749 1 647 537 1308 1-416-357-3150

Judy Donegan Luc Cabana Peter Elmsly-Smith

Harlan Simpkins Mike McKenna TBA

General and Technical Articles

Page 13 Page 16 Page 18 Page 19 Page 21

Page 24 Page 26 Page 32 Page 33 Page 41

Page 72 Page 73 Page 75 Page 76 Page 77

Page 78 Page 79 Page 80 Page 82 Page 84

continued on next page

To find ISARs on www.dehavillandportal.com

General and Technical Articles

Page 85 Page 87 Page 88 Page 90 Page 91

Page 93 Page 94 Page 95 Page 96 Page 97

Page 98 Page 99 Page 100 Page 102 Page 105

Mobile Repair Team - All Gallery of reader pictures

Page 114 Page 115

Note: Click the title of any article to be taken there directly.

To find ISARs on www.dehavillandportal.com

0001 / Applicability: DHC-8-400

Hydro-Quebec is a major producer, transmission provider and distributor of electricity.

Back to Table of Contents

0002 / Applicability: DHC-8-400

Dash 8-400 Quick Change (Dash 8-400 QC)

Dash 8-400 Package Freighter (Dash 8-400 PF)

Back to Table of Contents

0003 / Applicability: DHC-8-400

DESIGN WEIGHT INCREASES

Back to Table of Contents

Back to Table of Contents

0004 / Applicability: DHC-400

Back to Table of Contents

Back to Table of Contents

0005 / Applicability: DHC-400

Back to Table of Contents

Back to Table of Contents

ATA # 5100 / Applicability: Dash 8- All

Back to Table of Contents

Back to Table of Contents

Back to Table of Contents

ATA # 5100 / Applicability: Dash 8- All

Back to Table of Contents

Back to Table of Contents

Back to Table of Contents

Back to Table of Contents

1. Holdover Time (HOT) Guidelines

Back to Table of Contents

Column A: Revision Indicator (rev bar)

Column B: RBP Task Number. Example: 122000-901

Column C: Model Effectivity

Column D: Task Title

Column E: Description - includes the following:

DESCRIPTION − Description of the task and benefit

RBPL Table – Format Description

DIR - Dispatch Interruption Rate – Task is effective in reducing dispatch interruptions.

Back to Table of Contents

ATA 0561 / Applicability: DHC-8-All