pt6-6 and -20 maint manuals

ATPINDEX

COPYRIGHT 2006

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ATP Grid Index to Manufacturer’s Publications:

Prat Whitney Canada

PT6A-6 PT6A-20 Series EnginesMaintendnce Manual

Section Topic

General Information

Title PageList of Chapters (Table of Contents)

Record of Revisions

Record of Temporary Revisions

Letter of Transmittal (Highlights of Changes)List of Effective PagesService Bulletin List

Airworthiness Limitations

Part 1 Description of EngineIntroduction

Leading Particulars and SpecificationsGeneral Information

Detailed Information

Air SystemsLubrication System

Ignition SystemGlow Plug Type (Pre-SB1429)

Spark Igniter Type (Post-SB1429)

Fuel SystemIntroduction

Fuel Pump (Vane Type)Fuel Pump (Gear Type)Fuel Control SystemFuel Control Unit

Power Turbine Governor (PT6A-6 Series PT6A-20 Engines)

03/27/2006 Copyright Aircraft Technical Publishers Page 1 of 5

UA 0201 MM

Secti on Topi c

Propeller Governor (PT6A-20A and -20B Engines)

Temperature CompensatorFuel Control System Complete Operation (Typical)Fuel Dump Valve

Fuel Manifold and Spray Nozzles

Engine Controls and Instrumentation

Propeller Non-Reversing Inst (PT6A-6 Engines)

Propeller Reversing Inst (PT6A-6A Engines)

Propeller Reversing Inst (PT6A-6B PT6A-20 Engines)

Propeller Reversing Inst (PT6A-20A PT6A-20B Engines)

Part 2 General Procedures

Engine Oil System Servicing

Preparation for Service or StorageIntroduction

Removal /Installation

Engine Preservation/DepreservationCleaning

Introduction

Specific Parts

Field CleaningInternal Washes

Fuel Nozzle CleaningEngine External Wash

Standard Practices

Metal Particles-Identification

Marking of Parts

Temporary Marking Methods

WeldingStandard Inspection Procedure

Elbow Fittings

Touch-Up Solution

Torque Recommendations

TestingIntroduction

Ground Safety Precautions

Test Information

Extreme Weather Conditions

Ground TestingChecks After Component Repair-ReplacementIdle Speed Adjustments


UA 0201 MM

Section Topic

Engine Final Checkout

TroubleshootingConsumable Materials

Part 3 Line Maintenance

Special Tools

Removal and Installation

Propeller Shaft Oil Seal

Power Section

T5 Thermocouple Harness and Post-SB1246

T5 Thermocouple. Harness. Bus-Bar Probes Post-SB1246

Compressor Turbine Disk

Turbine Inlet T4 Thermocouple Harness‘

T4 Trim Harness (PT6A-Series Engines, Post-SB1198)

Glow Plugs and Cables (Pre-SB1429)

Spark Igniters and Igniter Cables (Post-SB 1429)

Gas Generator Case Drain Valves

Combustion Chamber Liner

Power Turbine Governor and NF Tachometer-Generator

Propeller Governor (PT6A-20A and’-20B Engines)Air Inlet Screen

Inlet FairingWinterized Heat Shield

Compressor Bleed Valve

Fuel Control Unit

Fuel PumpFuel Pump Outlet Filter (Vane-Type~Pump)(Pre-SB1071 Eng)Fuel Pump Init Scrn (Vane-Type Pump)(Pst-SB1071,-SB1112)Fuel Pmp Init Scrn (Gear Pump )(Post-SB1096, Pre-SB1155)

Fuel PmpOutlt Filter (Gear Pump)(Pst-SB1155 PT6A-20A)

Fuel Pmp Init Scrn (Gear Pump)(Post-SB1155 PT6A-20A)

Temperature CompensatorPneumatic Control Line (P3) and P3 Air Filter

Oil Filter

Oil´• Filter Housing (Post-SB1247)

Oil Flter Check Bypass Valve Assy (Post-SB1247)

Oil Pressure Relief Valve

Ignition System Ballast Tubes (Pre-SB1429)

Ignition Current Regulator (Pre-SB1429)

Ignition Exciter (Post-SB1429)

Oil-to-Fuel Heater


(UA 0201 MM)

Section Topic

Accessory Drive Seals

Propeller Reversing Interconnect Linkage

InspectionControl LinkageCorrosion

Tubing and’Hose Assemblies

Accessories

In-Service InspectionHot Section InspectionPropeller Shaft Oil Seal


Compressor Turbine Blade Tip Clearance

Compressor and Power Turbine Blades

Compresses and Power Turbine Vanes

Compressor Blades (First Stage)

Compressor Turbine Vanes

Turbine Inlet-T4 Thermocouple Harness

T5 Thermocouple Harhess. Probes and Bus-Bay

Compressor Trbn Shroud Housing Intrstg Sealing RingsGlow Plugs (Pre-SB1429)-

Spark Igniters and Spark Ignition System (Post-SB1429)

Fuel Manifold Adapter Assemblies

Oil Filter Element (Post-SB1038. Post-SB1118 PT6A-20A)

Chip Dectector

Fuel Pmp Init Screen Otlt Fltr (Pst SBi155 PT6A-20A)

Plclvance Revision No. 67

Engine Unscheduled Inspection

Part 4 Heavy Maintenance

Special Tools

Removal and Installation

Introduction

Engine Stands

Power Turbine Vanes (Pre-SB1OG1 Post-SB1246)

Power Turbin Vane Ring PT6A-20 (Post-SB1OG1- SB1246)

Compressor Turbine Vanes a~nd Shroud SegmentsLarge Exit Duct

Starter-Gen Gearshaft Cntrfgl Breather Carbon Seal

Scavenge Pump Inlet Screen

Inspection

Repair


UA 0201 MM

Section Topic

Introduction

Helical Coil Inserts

Reduction Gearbox AssemblyCombustion Chamber Liner

Exhaust Duct Turning Vane (Pre-SB1151 Engines)Exhaust Duct (Pre-SB1151 Engines)

Compressor Inlet Case

Gas Generator Case

Compressor Turbine Shroud Grinding

Accessory Gearbox AssemblyT5 Bus-Bar Terminal Straps or LugsT5 Terminal Block

T5 Termocouple Harness

Fireseals

Inlet Fairing and Support RingInsulated and Heated Pneumatic Tubes

Oil Filter Check Valve

Ignition Current Regulator Box

Special Limits and Torque Recommendations

Reduction Gearbox PT6A-6A EnginesReduction Gearbox Pre-SB1124 PT6A-6,-6B and 20 EnginesReduction Gearbox Post-SB1124 PT6A-20 and PT6A-20A EngPost-SB1046 PT6A-20 Eng, Post-SB1043/1046 PT6A-20A’ EngPre/PostlSB1043 and Post-SB1046 PT6A-6 and PT6A-6B Eng

eropeller Reversing Linkage PT6A-6A Engines

Reversing Linkage T. PT6A-6B and PT6A-20 Engines

Reversing Linkage PT6A-20A Engines

Accessory Gearbox (All Eengines)’

End of Index


UA 0201 MM

NI FG,

INTRO

IMAINTENANCE IWANUAL

TURBOPROP GAS TU RBINE ENGIN E

Nlodel(s)

PT6A-6 SERIES AND -20 SERIES ENGINES

Manual Part No. 3015442

Issued 4 July 1973

The contents of this manual have been examined and found acceptable to the Minister

in meeting the requirements of an Engine Maintenance Manual for the Pratt WhitneyCanada PT6-6 Series and PT6A-20 Series engine models, as required by the

Canadian Airworthiness Manual, Chapter 533.4 "lnstructions for Continued

Airworthiness".

PRATT WHITN’EY CANADA1000 Marie-Victorin, Longueuil, Quebec, Canada J4G 1Al

Jun 01/89

O (973 Pratt Whitney Canada Corp.

PRINTED IN CANADA

PRATT WHITNEY CANADAMAINTENANCE MANUAL

MANUAL PART NO. 3015442

PROPRIETARY NOTICE

This document contains matter of proprietary nature and

is delivered on the express condition that it is not to be

disclosed or reproduced in whole or in part without the

written consent of Pratt Whitney Canada Corp. This

restriction does not limit the right to disclose informationobtained from other sources.

RECORD OF REVISIONS

MFG REV

NO DESCRIPTION ISSUEDATE ATPREVDATE INSERTEDBY

20 See Highlights 2112/99 4119/99 ATPIKS

Correction to Revision No. 20 2112/99 10115101 ATPIMT

21 (See Highlights 211/02 5/29102 ATPIMG

22 See Highlights 8/16102 10/30/02 ATPIRCL

23 See Highlights 6/6/03 10/1/03 ATP/HW

24 See Highlights 4/2/04 6/17/04 ATPIMG

25 See Highlights 8/27/04 11/18/04 ATP/JSF

26 See Highlights 11/26/04 2/18/05 ATP/MB

27 See Highlights 6/1 0/05 7/22/05 ATP/VD R

28 See Highlights 12/2/05 3/8/06 ATP/JSF



RECORD OF REVISIONS

REV ISSUE DATE REV ISSUE DATEBY BY

NO. DATE INSERTED NO. DATE INSERTED

1 Nov 15/73 P&WC

2 1 Jun 02/75 P&WC

3´• Oct 04/76 P&WC

4 May 09/77 P&WC

5 1 Mar 15/78 P&WC

6 1 Jun 12/79 P&WC

7 1 Feb 01/80 P&WC

8 Sep 18/81 P&WC

9 Feb 14/83 P&WC

10 Oct 08/85 P&WC

11 I Sep 30/86 P&WC

12 1 Apr 11/88 P&WC

13 Jun 01/89 P&WC

14 May 01/91 P&WC

15 Jun 01/91 P&WC

16 May 15/92 P&WC

17 May 15/93 P&WC

18 Nov 15/93 P&WC

19 Feb 27/98 P&WC

20 Feb 12/99 Feb 12/99 P&WC

21 1 Feb 01/2002 ~r 01/02 P&WC

NUS 2 ~f r230 Oa;l

~un 4/03 Oct 1/03 ATP/HW

24 Ar>r 2/04 Tun !?/04 ATP/MG

25 1 ~ug 27/1)4 Oct ATP/JSF

2r, Nov- 26/04 F25 1.8/05 ATP!MB

2? JLn~ ~0/05 Jul. 22/05 h~3R

28 n-e 2/05 ~ar 8/n6 /~SP

RECORD OF REVISIONS Jul 04/73

RECORD OF TEMPORARY REVISIONS

TEMP ATP REV INSERT DATE REV REMOVE

REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY

64 Part 2-Sec 2:2-16 1/24/03 4/16/03 ATP/MG 10/1/03 23 ATP/HW

65 Part 3-Sec 2:2-64

66 Part 3-Sec 2:2-66

67 311106 4/5/06 ATPNPPart 3-Sec 3:3-73



RECORD OF ADVANCE REVISIONS

TR. PAGE ISSUE INSERTED DATE REMOVED

NO. CH/SE/SU NO. DATE BY REMOVED BY

h;2 i;l>art 2 2-]. 6 1/24/03 ATP/MG 10/?/03 ATP/HW

45 Part 3 2-64

66 Part 3 2-66

67 Part 3 3-73 3/1./06 ATP \,IP

RECORD OF ARs Jul o4n3

Pratt Whitney Canada Corp.Pratt 1Whitney Canada1000, Marie-Victorin

Longueuil, QuBbec, Canada J4G 1AlA United Technologies Company

TBI. 450-677-9411

January 5, 2006

REVISION TRANSMITTAL SHEET

TO: Holders of the Pratt Whitney Canada Maintenance Manual for

PT6A-6/-6A/-6B/-20/-20A/-20B Engines, Manual Part No. 3015442.

SUBJECT: Revision No. 28, dated Dec 02/2005

Please insert the attached Revision No. 28 pages into your copy of the PT6A-6/-6A/-6B/-20/-20A/-20B

Maintenance Manual. Remove and destroy superseded pages.

Revised data may be in the form of a full page-block replacement (replacing an entire

page-block); or, a partial page-block replacement (replacing only the affected pages within

the page-block).

that you do not inadvertently discard pages that should be retained, the manual shouldbeItis most important that extreme care be exercised in updating your copy of the manual. To ensure

updated in accordance with the Lists of Effective Pages.

Pages supplied with the new date but no visible change may contain coding changes transparent to

the user and should be inserted as part of the revision.

Please add Revision No. 28 to the Record of Revisions.

Any discrepancies, problems or suggestions regarding this revision should be forwarded in writingusing the Pratt Whitney Canada Customer Feedback Sheet (RSVP), and directed to:

Pratt Whitney Canada Corp.1000 Marie-Victorin

Longueuil, QuebecCanada J4G 1Al

Attention: Manager, Technical Publications (01PB4)Email: publications pwc.caFax: (450) 647-2702

Customer Feedback Sheets are contained with new manuals and each subsequent revision. You

may also submit your feedback via our on-line RSVP form available at:

www.pwc .ca/en/3_0/3_0_6/3_0_6_5_7 .asp.

Page 1

HIGHLIGHTS Dec 02/2005

Pnrt Whitney Canada Corp.

PT6A-6/-6A/-6B/-20/-20A/-20B MAINTENANCE MANUAL

REVISION NO. 28 HIGHLIGHTS

Location Description of Change

Part 2 OIL LEVEL CHECK

Section 1Deleted CAUTION. Engine oil top up allowed (Ref.SB1001R24).

Part 3 INTRODUCTION

Section 3Deleted CAUTION in Oil System. Engine oil top up allowed

(Ref. SB1001R24).

Page 2

HIGHLIGHTS Dec 02/2005



LIST OF EFFECTIVE PAGES

PART

SECTION FAG E DATE

Title Page Jun 01/89

Record of Revisions Jul 04/73

Record of Advance Revisions Jul 04/73

LEP 1 Jun 10/2005

2 blank Jun 10/2005

Part/Section 1 Feb 01/2002

List 2 Feb 01/2002

Advance 1 Jun 06/2003

Revision 2 blank Jun 06/2003

Index

Service 1 Apr 02/2004

Bulletin2 Apr 02/2004

List

3 Apr 02/2004

4 Apr 02/2004

5 Apr 02/2004

6 Apr 02/2004

FRONT MATTER LEP Jun 10/2005Page 1/2



PART/SECTION LIST

PART/SECTION TITLE

AIRWORTHINESS LIMITATIONS Ain~vorthiness Limitations

1 GENERAL INFORMATION AND DESCRIPTION

1-1 Introduction

1-2 Leading Particulars and Specifications

1-3 General Information

1-4 Detailed Information

1-5 Air Systems

1-6 Lubrication System

1-7 Ignition System

1-8 Fuel System

1-9 Engine Controls and Instrumentation

1-10 Propeller Non-reversing Installation (PT6A-6 Engines)

1-11 Propeller Non-reversing Installation (PT6A-6AEngines)

1-12 Propeller Non-reversing Installation (PT6A-6B and

PT6A-20 Engines)

1-13 Propeller Non-reversing Installation (PT6A-20A and

-20B Engines)

2 GENERAL PROCEDURES

2-1 Engine Oil System Servicing

2-2 Preparation for Service or Storage

2-3 Cleaning

2-4 Standard Practices

2-5 Torque Recommendations

2-6 Testing

2-7 Troubleshooting

2-8 Consumable Materials

PART/SECT LIST Feb 01/2002Page 1



PART/SECTION TITLE

3 LINE MAINTENANCE

3-1 Special Tools

3-2 Removal and Installation

3-3 Inspection

4 HEAVY MAINTENANCE

4-1 Special Tools

4-2 Removal and Installation

4-3 Inspection

4-4 Repair

4-5 Spedial Limits and Torque Recommendations

PART/SECT LIST Feb 01/2002Page 2



SERVICE BULLETIN LIST

This list identifies all Service Bulletins (SB’s) for the PT6A-6 Series and PT6A-20 Series enginemodels. Bulletins considered to have no effect on manual have the words "No Effect" added;effective bulletins give the date incorporated in the manual.

The incorporation of Service Bulletins on the engine is recorded in the engine log book and

related documents.

All early PT6A-6 and PT6A-20 Series (Engine Model Group #01) engine ATA 72-Series Service

Bulletins are prefixed with Part No. 3026521 in lieu of a specific model identifier. New and recentlyrevised SBs have the prefix PTGA.

For a current set of PT6A-6 Series engine Service Bulletins only, use ordering number 3020771.

For a current set of PT6A-20 Series engine Service Bulletins only, use ordering number

3020772.

NOTE: The noted Service Bulletins are being continually revised to reflect P&WC

recommendations for oil, fuels, engine planned maintenance, etc., and are concurrent

with incorporation of engine modifications.

P&WC ATA Effect/Date

SE No. SE No. Rev. No. Engine Model Applicability Incorporated

1001 72-1001 23 PT6A-6/-6A/-6B/-20/-20A/-20B See NOTE

´•I 1003 72-1003 28 PT6A-6/-6A/-6B See NOTE

1002 72-1002 23 PT6A-6/-6A/-68/-20/-20A/-20B See NOTE

1024 72-1024 1 Feb 01/80

1038 72-1 038 Orig. Jul 04/73

1040 72-1 040 Orig. Nov 15/73

1043 72-1 043 Orig. Jul 04/73

1045 72-1 045 Orig. Jul 04/73

1046 72-1 046 Orig. Jul 04/73

1047 72-1 047 Orig. Nov 15/73

1056 72-1056 2 Feb 01/80

1061 72-1061 Orig. Jul 04/73

1067 72-1 067 Orig. Jul 04/73

1069 72-1 069 Orig. Jul 04/73

1071 72-1071 1 Cancelled Superseded by SB1112 No Effect

1073 72-1073 2 Oct 04/76

1078 72-1 078 Orig. Jul 04/73


1088 72-1 088 Orig. Nov 15/73

1094 72-1 094 Orig. Jul 04/73

1095 72-1 095 Orig. Jul 04/73


1102 72-1102 Orig. Jul 04/73

1103 72-1103 2 Jul 04/73

1104 72-11 04 1 Jul 04/73

SE LIST Apr





1105 72-1105 Orig. No Effect



1112 72-1112 Orig. Jul 04/73

1 1114 72-1114 Orig. Never Issued No Effect

1118 72-1118 1 Jan 12/79

1124 72-1124 1 No Effect

1127 72-1127 Orig. Nov 15/73

1134 72-1134 Orig. Jul 04/73

1137 72-1137 Orig. Jul 04/73

1 1138 72-1138 3 No Effect

1139 72-1139 Orig. Jul 04/73




1143 72-1143 Orig. Jul 04/73

1144 72-1144 1 Oct 08/85

1 1146 72-1146 Orig. No Effect

1147 72-1147 Orig. Jul 04/73

1148 72-1148 2 No Effect

1149 72-1149 4 No Effect

1150 72-11 50 Orig. Nov 15/73

1151 72-1151 4 Jan 12/79

1155 72-1155 1 Oct 08/85


1157 72-1157 1 Oct 08/85

1165 72-1165 Orig. Jul 04/73

1166 72-1166 1 No Effect

1167 72-1167 3 No Effect






1177 72-1177 3 No Effect


1180 72-1180 Orig. Jul 04/73


1182 72-1182 1 Oct 04/76

1183 72-1183 1 Oct 04/76

1185 72-1185 Orig. Oct 04/76

1188 72-1188 3 No Effect

1191 72-1191 3 No Effect

1194 72-1194 1 Mar 15/78

SE LIST




SE No. SE No. Rev. No. Engine ModelApplicability Incorporated


1198 72-1198 2 Sep 18/81

1200 72-1200 1 No Effect


1206 72-1206 2 Jun 02/75

1207 72-1207 1 No Effect

1210 72-1210 2 Mar 15/78

1212 72-1212 2 Oct 08/85


1217 72-1217 4 Jan 12/79

1218 72-1218 3 Oct 04/76


1223 72-1223 6 No Effect

1224 72-1224 2 No Effect

1226 72-1226 1 No Effect

1227 72-1227 3 Mar 15/78

1228 72-1228 2 No Effect

1232 72-1232 2 No Effect

1233 72-1233 2 No Effect

1234 72-1234 1 Oct 04/76

1236 72-1236 2 No Effect


1240 72-1240 3 No Effect

1244 72-1 244 20 PTGA-6/-6PJ-6B/-20/-20A/-20B See NOTE

1245 72-1 245 3 Sep 18/81

1246 72-1 246 3 Sep 18/81

1247 72-1 247 5 Feb 14/83

1248 72-1248 2 No Effect

1249 72-1249 Orig. May 09/77


1255 72-1255 4 No Effect

1257 72-1257 3 No Effect

1258 72-1258 4 No Effect

1261 72-1261 2 No Effect

1262 72-1262 2 No Effect

1263 72-1263 2 No Effect



1270 72-1270 1 No Effect

1272 72-1272 2 Cancelled No Effect


1275 72-1275 1 No Effect

1276 72-1 276 3 Sep 18/81

1277 72-1277 2 No Effect

SE LIST





1281 72-1281 2 No Effect

1285 72-1285 1 No Effect

1287 72-1287 2 No Effect

1293 72-1293 1 No Effect

1294 72-1294 1 Sep 30/86

1297 72-1297 1 No Effect


1300 72-1300 1 No Effect

1316 72-1316 1 Feb 14/83

1318 72-1318 3 No Effect

1321 72-1321 2 No Effect


1323 72-1323 1 No Effect

1324 72-1324 3 Sep 30/86


1331 72-1331 1 No Effect


1338 72-1338 2 No Effect

1339 72-1339 2 No Effect

1354 72-1354 3 No Effect

1357 72-1357 2 No Effect



1367 72-1367 3 No Effect

1377 72-1377 3 No Effect

1379 72-1379 2 Jun 01/89

1381 72-1381 3 No Effect

1386 72-1386 3 No Effect

1389 72-1389 1 No Effect

1390 72-1390 6 Apr11/881391 72-1391 2 Sep 30/86


1397 72-1397 3 No Effect

1398 72-1398 2 Cancelled No Effect

1404 72-1404 7 No Effect

1409 72-1409 1 No Effect

1413 72-1413 1 No Effect

1414 72-1414 Orig. Sep 30/86


1416 72-1416 1 No Effect



1423 72-1423 1 No Effect

1427 72-1427 2 No Effect

SE LIST Apr





1429 72-1429 2 No Effect

1430 72-1430 4 No Effect

1431 72-1431 1 No Effect

1439 72-1439 2 Jun 01/89

1441 72-1441 2 No Effect

1447 72-1447 2 No Effect

1457 72-1457 1 No Effect

1465 72-1465 1 No Effect


1470 72-1470 2 No Effect




1479 72-1479 1 No Effect

1481 72-1481 1 No Effect

1484 72-1484 1 No Effect



1487 72-1487 1 No Effect




1492 72-1492 1 No Effect




1503 72-1503 Orig. Feb 27/98

1506 72-1506 1 No Effect







1534 72-1534 3 No Effect


1544 72-1544 1 No Effect



1561 72-1561 2 No Effect


1564 72-1564 3 No Effect

1567 72-1567 2 No Effect

1568 72-1568 2 No Effect

SE LIST Apr

PRATT WHITNEY CANADAIVIAINTENANCE MANUAL


F~&WC ATA Effect/Date


1571 72-1571 2 No Effect

1578 72-1578 1 No Effect



1598 72-1598 1 No Effect



1610 72-1610 2 No Effect


1803 72-1803 Orig. PT6A-20/-20A/-20B See NOTE

SE LIST Apr



TABLE OF CONTENTSSUBJECT PAGE

AIRWORTHINESS LIMITATIONS

1. General 1

AIRWORTHINESS CONTENTS Feb 01/2002Page 1/2




PART

SECTION PAGE DATE

LEP 1 Feb 01/2002

2 blank Feb 01/2002

Contents 1 Feb 01/2002

2 blank Feb 01/2002

Airworthiness 1 Feb 01/2002

Limitations 2 blank Feb 01/2002

AIRWORTHINESS LEP Feb 01/2002Page 1/2



AIRWORTHINESS LIMITATIONS

1. General

The Airworthiness Limitations section specifies mandatory Rotor Component Service Life

Limits, Scheduled Inspection/Maintenance Intervals and approved Oils and Fuels required for

type certification. The Airworthiness Limitations section is approved by the Canadian

Minister of Transport and specifies maintenance required by any applicable airworthiness or

operational rule unless an alternative program has been approved by the Canadian

Minister of Transport.

For Rotor Component Service Life Limits refer to the latest revision of P&WC S.B. No.1002.

For Time Between Overhauls and Hot Section Inspection Frequency refer to the latest

revision of P&WC S.B. No.1003.

Approved Oils are listed in the latest revision of P&WC S.B. No.1001.

Approved Fuels are listed in the latest revision of Service Bulletin 1244.

AIRWORTHINESS

PART

DESCRIPTION OF

ENGINE




PART 1 DESCRIPTION OF ENGINE

SECTION 1 GENERAL INFORMATION AND DESCRIPTION

INTRODUCTION

1. GENERAL 1-1-1

2. MAINTENANCE CONCEPT 1-1-2

3. CUSTOMER SUPPORT 1-1-2

4. ACCESSORIES SUPPORT 1-1-2

5. SUPPLEMENTARY PUBLICATION 1-1-2

6. SERVICE BULLETINS 1-1-2

7. DIRECTIONAL REFERENCES 1-1-3

3. FITS AND CLEARANCES 1-1-3

9. TOOL PROCUREMENT 1-1-3

10. SUPPLIERS AND SUPPLIER SERVICES 1-1-3

11. CONSUMABLE MATERIALS 1-1-3

SECTION 2 LEADING PARTICULARS AND SPECIFICATIONS

1. GENERAL 1-2-1

2. FRONT AND REAR ACCESSORY DRIVES 1-2-2

3. FUEL AND LUBRICATION SYSTEMS 1-2-2

4. METAL SHIPPING CONTAINER 1-2-4

5. FIBERBOARD SHIPPING CONTAINER 1-2-4

SECTION 3 GENERAL INFORMATION

1. GENERAL 1-3-1

SECTION 4 DETAILED INFORMATION

1. GENERAL 1-4-1

2. COMPRESSOR INLET CASE 1-4-1

PART 1 CONTENTS Aug

PRA~T WHITNEY CANADAMAINTENANCE MANUAL



SECTION 4 DETAILED INFORMATION (Cont’d)

3. COMPRESSOR ROTOR AND STATOR ASSEMBLY 1-4-1

4. GAS GENERATOR CASE 1-4-7

5. COMBUSTION CHAMBER LINER 1-4-11

6. TURBINE SECTION 1-4-11

7. COMPRESSOR TURBINE VANES 1-4-11

8. COMPRESSOR TURBINE 1-4-15

9. INTERSTAGE BAFFLE 1-4-15

10. POWER TURBINE VANES 1-4-15

11. POWER TURBINE 1-4-15

12. POWER TURBINE SUPPORT HOUSING 1-4-16

13. NO. 3 AND 4 BEARINGS 1-4-16

14. REDUCTION GEARBOX (PTGA-SERIES ENGINES)- TWO

STAGE 1-4-16

15. TORQUEMETER 1-4-20

16. EXHAUST DUCT 1-4-21

17. ACCESSORY GEARBOX 1-4-21

18. ENGINE LIFTING POINTS 1-4-23

SECTION 5 -AIR SYSTEMS

1. GENERAL 1-5-1

2. COMPRESSOR BLEED VALVE 1-5-1

3. BEARING COMPARTMENT SEALS, TURBINE COOLING AND

AIR BLEED SYSTEMS 1-5-1

SECTION 6 LUBRICATION SYSTEM

1. GENERAL 1-6-1

2. OIL TANK 1-6-1

3. OIL PUMP 1-6-1

PART 1 CONTENTS




SECTION 6 LUBRICATION SYSTEM (Cont’d)

4. OIL FILTER ASSEMBLY 1-6-1

5. OIL PRESSURE SYSTEM 1-6-3

6. PITCH REVERSING VALVE SYSTEM (PT6A-6A ENGINES) 1-6-7

7. SCAVENGE OIL SYSTEM 1-6-7

8. BREATHER SYSTEM 1-6-8

9. CENTRIFUGAL BREATHER 1-6-8

10. OIL-TO-FUEL HEATER 1-6-9

11. OIL SYSTEM INSTRUMENTATION 1-6-9

SECTION 7 IGNITION SYSTEM

GLOW PLUG TYPE (PRE-SB1429)

1. GENERAL 1-7-1

2. IGNITION CURRENT REGULATOR 1-7-1

3. GLOW PLUGS 1-7-1

SPARK IGNITER TYPE (POST-SB1429)

4. GENERAL 1-7-4

5. IGNITION EXCITER 1-7-4

6. SPARK IGNITERS 1-7-4

SECTION 8 FUEL SYSTEM

INTRODUCTION

1. GENERAL 1-8-1

FUEL PUMP (VANE TYPE)

2. GENERAL 1-8-1

FUEL PUMP (GEAR TYPE)

3. GENERAL 1-8-5

PART 1 CONTENTS Aug




SECTION 8 FUEL SYSTEM (Cont’d)

FUEL CONTROL SYSTEM

4. GENERAL 1-8-5

FUEL CONTROL UNIT

5. GENERAL 1-8-9

6. FUEL SYSTEM 1-8-9

7. POWER INPUT, SPEED GOVERNOR, AND ENRICHMENT

SECTION 1-8-11

8. BELLOWS SECTION 1-8-13

POWER TURBINE GOVERNOR (PT6A-6 SERIES AND PT6A-20 ENGINES)

9. GENERAL 1-8-16

PROPELLER GOVERNOR (PT6A-20A AND -208 ENGINES)

10. GENERAL 1-8-17

TEMPERATURE COMPENSATOR

11. GENERAL 1-8-17

FUEL CONTROL SYSTEM COMPLETE OPERATION (TYPICAL)

12. ENGINE STARTING 1-8-17

13. ACCELERATION 1-8-20

14. GOVERNING 1-8-20

15. ALTITUDE COMPENSATION 1-8-20

16. DECELERATION 1-8-21

17. REVERSE THRUST OPERATION 1-8-21

18. STOPPING THE ENGINE 1-8-22

FUEL DUMP VALVE

19. GENERAL 1-8-22

PART 1 CONTENTS Plug




SECTION 8 FUEL SYSTEM (Cont’d)

FUEL MANIFOLD AND SPRAY NOZZLES

20. GENERAL 1-8-22

21. FU EL MAN IFOLD ADAPTER ASSEMBLY 1 -8-24

SECTION 9 ENGINE CONTROLS AND INSTRUMENTATION

1. GENERAL 1-9-1

2. POWER CONTROL LEVER 1-9-1

3. FUEL SHUT-OFF LEVER (PT6A-6A, -68, -6/C20, -20, -20A AND

-208 ENGINES) 1-9-1

4. PROPELLER CONTROL LEVER (PT6A-6, -6A, -6B, -6/C20, -20,-20A AND -208 ENGINES) 1-9-1

5. INTERTURBINE TEMPERATURE SENSING SYSTEM (T5)(PT6A-6/C20, -20, -20A AND -208 ENGINES) 1-9-2

6. TURBINE TEMPERATURE SENSING SYSTEM (T4) (PT6A-6, -6A

AND -68 ENGINES) 1-9-2

7. OIL PRESSURE INDICATOR 1-9-2

8. OIL TEMPERATURE INDICATOR 1-9-5

9. TACHQM ETE R-G EN E RATOR GAS G EN ERATOR (Ng) 1-9-5

10. TAC HOM ETE R-G EN E RATOR POWE R TU RE I N E (Nf) 1 -9-5

11. TORQUEMETER 1-9-5

SECTION 10- PROPELLER NON-REVERSING INSTALLATION

(PT6A-6 ENGINES)

1. GENERAL 1-10-1

2. PROPELLER 1-10-1

3. PROPELLER GOVERNOR 1-10-1

4. PROPELLER GOVERNOR ON-SPEED CYCLE 1-10-3

5. PROPELLER GOVERNOR OVERSPEED CYCLE 1 1-10-3

PART 1 CONTENTS Aug



TABLE OF CONTENTSSUBJECT FAG E

SECTION 10 PROPELLER NON-REVERSING INSTALLATION

(Cont’d)

6. PROPELLER GOVERNOR UNDERSPEED CYCLE 1;10-3

7. PROPELLER OVERSPEED GOVERNOR 1-10-5

8. POWER TURBINE GOVERNOR 1-10-5

SECTION 11 PROPELLER REVERSING INSTALLATION

(PT6A-6A ENGINES)

1. GENERAL 1-11-1

2. PROPELLER 1-11-1



5. PROPELLER GOVERNOR OVERSPEED CYCLE 1-11-5

6. PROPELLER GOVERNOR UNDERSPEED CYCLE 1-11-5



9. PITCH REVERSING VALVE AND LINKAGE 1-11-6

10. PROPELLER REVERSING INTERCONNECTING LINKAGE 1-11-7

11. LOW PITCH CONTROL CYCLE 1-11-7

12. HIGH PITCH CONTROL CYCLE 1-11-9

13. REVERSE PITCH CONTROL CYCLE 1-11-9

14. REVERSE TO LOW PITCH CONTROL CYCLE 1-11-10


(PT6A-6B PT6A-20)

1. GENERAL 1-12-1

2. PROPELLER 1-12-1


PART 1 CONTENTS



TABLE OF CONTENTSSU BJ ECT FAG E

SECTION 12 PROPELLER REVERSING INSTALLATION (Cont’d)






9. FUEL CUT-OFF LEVER 1-12-6

10. POWER CONTROL LEVER 1-12-9

11. NON-STOL APPLICATIONS 1-12-10


(PT6A-20A AND PT6A-20B ENGINES)

1. GENERAL 1-13-1

2. PROPELLER 1-13-1






8. NON-STOL APPLICATIONS 1-13-11

PART 1 CONTENTS

PRA~ WHITNEY CANADAMAINTENANCE MANUAL



PART PART

SECTION PAGE DATE SECTION FAG E DATE

LEP 1 Aug 27/2004 1-3-8 blank Feb 01/2002

2 Aug 27/2004 1-3-9 Feb 01/2002

3 Aug 27/2004 1-3-10 Feb 01/2002

4 blank Aug 27/2004 1-3-11 Feb 01/2002

1-3-12 Feb 01/2002

Contents 1 Aug 27/2004 1-3-13 Feb 01/2002

2 Aug 27/2004 1-3-14 Feb 01/2002

3 Aug 27/2004 1-3-15 Feb 01/2002

4 Aug 27/2004 1-3-16 Feb 01/2002

5 Aug 27/2004 1-3-17 Feb 01/2002

6 Aug 27/2004 1-3-18 Feb 01/2002

7 Aug 27/2004 1-3-19 Feb 01/2002

8 blank Aug 27/2004 1-3-20 Feb 01/2002

List of 1 Aug 27/2004

Figures 2 Aug 27/2004 Section 4 1-4-1 Feb 01/2002

3 Aug 27/2004 1-4-2 blank Feb 01/2002

4 blank Aug 27/2004 1-4-3 Feb 01/2002

1-4-4 blank Feb 01/2002

List of 1 Aug 27/2004 1-4-5 Feb 01/2002

Tables 2 blank Aug 27/2004 1-4-6 Feb 01/2002

1-4-7 Feb 01/2002

Section 1 1-1-1 Aug 27/2004 1-4-8 blank Feb 01/2002

1-1-2 Aug 27/2004 1-4-9 Feb 01/2002

1-1-3 Aug 27/2004 1-4-10 blank Feb 01/2002

1-1-4 blank Aug 27/2004 1-4-11 Feb 01/2002

1-4-12 Feb 01/2002

Section 2 1-2-1 Feb 01/2002 1-4-13 Feb 01/2002

1-2-2 Feb 01/2002 1-4-14 blank Feb 01/2002

1-2-3 Feb 01/2002 1-4-15 Feb 01/2002

1-2-4 Feb 01/2002 1-4-16 Feb 01/2002

1-2-5 Feb 01/2002 1-4-17 Feb 01/2002

1-2-6 blank Feb 01/2002 1-4-18 Feb 01/2002

1-4-19 Feb 01/2002

Section 3 1-3-1 Feb 01/2002 1-4-20 Feb 01/2002

1-3-2 Feb 01/2002 1-4-21 Feb 01/2002

1-3-3 Feb 01/2002 1-4-22 Feb 01/2002

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1-3-5 Feb 01/2002 1-4-24 Feb 01/2002

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1-3-7 Feb 01/2002 1-4-26 blank Feb 01/2002

PART1 LEP




PART PART

SECTION FAG E DATE SECTION FAG E DATE

Section 5 1-5-1 Feb 01/2002 1-8-21 Feb 01/2002

1-5-2 Feb 01/2002 1-8-22 Feb 01/2002

1-5-3 Feb 01/2002 1-8-23 Feb 01/2002

1-5-4 Feb 01/2002 1-8-24 Feb 01/2002

1-8-25 Feb 01/2002

Section 6 1-6-1 Feb 01/2002 1-8-26 blank Feb 01/2002

1-6-2 Feb 01/2002

1-6-3 Feb 01/2002 Section 9 1-9-1 Feb 01/2002

1-6-4 blank Feb 01/2002 1-9-2 Feb 01/2002

1-6-5 Feb 01/2002 1-9-3 Feb 01/2002

1-6-6 blank Feb 01/2002 1-9-4 Feb 01/2002

1-6-7 Feb 01/2002 1-9-5 Feb 01/2002

1-6-8 Feb 01/2002 1-9-6 blank Feb 01/2002

1-6-9 Feb 01/2002

1-6-10 Feb 01/2002 Section 10 1-10-1 Feb 01/2002

1-10-2 Feb 01/2002

Section 7 1-7-1 Feb 01/2002 1-10-3 Feb 01/2002

1-7-2 Feb 01/2002 1-10-4 Feb 01/2002

1-7-3 Feb 01/2002 1-10-5 Feb 01/2002

1-7-4 Feb 01/2002 1-10-6 blank Feb 01/2002

Section 8 1-8-1 Feb 01/2002 Section 11 1-11-1 Feb 01/2002

1-8-2 blank Feb 01/2002 1-11-2 Feb 01/2002

1-8-3 Feb 01/2002 1-11-3 Feb 01/2002

1-8-4 blank Feb 01/2002 1-11-4 Feb 01/2002

1-8-5 Feb 01/2002 1-11-5’ Feb 01/2002

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1-8-7 Feb 01/2002 1-11-7 Feb 01/2002

1-8-8 blank Feb 01/2002 1-11-8 Feb 01/2002

1-8-9 Feb 01/2002 1-11-9 Feb 01/2002

1-8-10 Feb 01/2002 1-11-10 Feb 01/2002

1-8-11 Feb 01/2002

1-8-12 Feb 01/2002 Section 12 1-12-1 Feb 01/2002

1-8-13 Feb 01/2002 1-12-2 Feb 01/2002

1-8-14 Feb 01/2002 1-12-3 Feb 01/2002

1-8-15 Feb 01/2002 1-12-4 Feb 01/2002

1-8-16 Feb 01/2002 1-12-5 Feb 01/2002

1-8-17 Feb 01/2002 1-12-6 Feb 01/2002

1-8-18 Feb 01/2002 1-12-7 Feb 01/2002

1-8-19 Feb 01/2002 1-12-8 blank Feb 01/2002

1-8-20 Feb 01/2002 1-12-9 Feb 01/2002

PART1 LEP




PART

SECTION FAG E DATE

1-12-10 Feb 01/2002

Section 13 1-13-1 Feb 01/2002

1-13-2 blank Feb 01/2002

1-13-3 Feb 01/2002

1-13-4 blank Feb 01/2002

1-13-5 Feb 01/2002

1-13-6 blank Feb 01/2002

1-13-7 Feb 01/2002

1-13-8 blank Feb 01/2002

1-13-9 Feb 01/2002

1-13-10 Feb 01/2002

1-13-11 Feb 01/2002

1-13-12 blank Feb 01/2002

PART1 LEP



FIGURELIST OF FIGURES

PAGE

Front and Rear Accessory Drives Leading Particulars Figure 1-2-1 1-2-3

PT6 Engine -Cross Section (Typical) Figure 1-3-1 1-3-3

PT6 Engine -Airflow Figure 1-3-2 1-3-5

Typical PT6 Engine Figure 1-3-3 1-3-7

PT6A-6 Series Engines Right Front View Figure 1-3-4 1-3-9

PT6A-6 Series Engines Right Rear View Figure 1-3-5 1-3-10

PT6A-6 Series Engines Left Front View Figure 1-3-6 1-3-11

PT6A-6 Series Engines Left Rear View Figure 1-3-7 1-3-12

PT6A-20 Engine Right Front View Figure 1-3-8 1-3-13

PT6A-20 Engine Right Rear View Figure 1-3-9 1-3-14

PT6A-20 Engine Left Front View Figure 1-3-10 1-3-15

PT6A-20 Engine Left Rear View Figure 1-3-11 1-3-16

PT6A-20A Engine Right Front View Figure 1-3-12 1-3-17

PT6A-20A Engine Right Rear View Figure 1-3-13 1-3-18

PT6A-20A Engine Left Front View Figure 1-3-14 1-3-19

PT6A-20A Engine Left Rear View Figure 1-3-15 1-3-20

PT6 Engine Exploded View (Typical) Figure 1-4-1 1-4-3

Compressor Inlet Case Figure 1-4-2 1-4-5

Compressor Rotor and Stater Assembly and No.l Bearing Area Figure 1-4-3 1-4-6

Main Bearing Installation (Typical) Figure 1-4-4 1-4-9

Combustion Chamber Liner Figure 1-4-5 1-4-12

Compressor and Power Turbine Area Figure 1-4-6 1-4-13

Power Turbine No. 3 and No. 4 Bearing Areas Figure 1-4-7 1-4-17

Two Stage Reduction Gearbox Cross Section Figure 1-4-8 1-4-18

Two Stage Reduction Gearbox Cross Section Figure 1-4-9 1-4-19

Torquemeter Schematic Figure 1-4-10 1-4-22

PART 1 LIST OF FIGURES Aug

1



LIST OF FIGURESPAGEFIGURE

Twin Outlet Port Exhaust Duct (Typical) Figure 1-4-11 1-4-24

Accessory Gearbox Cross Section Figure 1-4-12 1-4-25

Compressor Bleed Valve Schematic Figure 1-5-1 1-5-2

Bearing Compartment Seals, Turbine Cooling and Air Bleed Systems (Typical)Figure 1-5-2 1-5-3

Accessory Gearbox Lubrication Schematic Figure 1-6-1 1-6-2

Engine Lubrication Schematic PT6A-6/20 Figure 1-6-2 1-6-5

Oil-to-Fuel Heater Flow Schematic Figure 1-6-3 1-6-10

Ignition Current Regulator Circuit Diagram Figure 1-7-1 1-7-2

Glow Plug Installation Figure 1-7-2 1-7-3

Engine Fuel System Schematic Figure 1-8-1 1-8-3

Fuel Control System Schematic Figure 1-8-2 1-8-7

Fuel Control Unit Figure 1-8-3 1-8-10

Drive Body Assembly Operation Figure 1-8-4 1-8-12

FCU Bellows Section Functional Diagram Figure 1-8-5 1-8-14

Manual Override System Figure 1-8-6 1-8-15

Temperature Compensator Cross Section Figure 1-8-7 1-8-18

Fuel Ratio Curve for Starting and Acceleration Schedules (Typical) Figure 1-8-8 1-8-19

Fuel Manifold Adapter Assembly Front Cross Section Figure 1-8-9 1-8-23

Fuel Manifold Adapter Assembly Front Cross Section Figure 1-8-10 1-8-25

Interturbine Temperature (T5) Sensing System Figure 1-9-1 1-9-3

Turbine Inlet Temperature (T4) Sensing System Figure 1-9-2 1-9-4

Typical Single-acting Propeller- Schematic Figure 1-10-1 1-10-2

Propeller Governor -Schematic Figure 1-10-2 1-10-4

Propeller Reversing Installation Schematic Figure 1-11-1 1-11-2

Reduction Gearbox Propeller Reversing Installation Figure 1-11-2 1-11-4

PART 1 LIST OF FIGURES2




PAGE

Propeller Control Lever Cam Slot Terminology Figure 1-11-3 1-11-8


Propeller Reversing Installation Reduction Gearbox Figure 1-12-2 1-12-4

Engine Controls and Reversing Installation Figure 1-12-3 1-12-7


Engine Controls and Reversing Installation Figure 1-13-2 1-13-7

PART 1 LIST OF FIGURES

PRATT WHITNEV CANADAMAINTENANCE MANUAL


LIST OF TABLES

TITLE PAGE

TABLE 1-2-1, Engine Specifications 1-2-1

TABLE 1-2-2, Engine Leading Particulars 1-2-1

TABLE 1-2-3, Accessory Drives Leading Particulars 1-2-2

TABLE 1-2-4, Fuel and Lubrication System Specifications 1-2-4

TABLE 1-2-5, Metal Shipping Container Data 1-2-4

TABLE 1-2-6, Fiberboard Shipping Container Data (PT6A-6, -6A, -6B Engines)-Type PK562 1-2-4

TABLE 1-2-7, Fiberboard Shipping Container Data (PT6A-20) -Type PK1325 1-2-5

PART 1 LIST OF TABLES



´•ISECTION 1 GENERAL INFORMATION AND DESCRIPTION

INTRODUCTION

1. GENERAL

A. This publication is compiled and issued by the Customer Support Department of Pratt

Whitney Canada, Longueuil, Quebec, Canada. It includes approved and recommended

maintenance procedures for turboprop engine models PT6A-6, -6A, -6B, -6/C20,-20, -20A and -20B. The PT6A-6/C20 is a -6 reworked by the manufacturer to -20

configuration. The PT6A-20A is similar to the -20 except for reversing linkage and exhaust

duct. The PT6A-20B is modified from the -20 SB1206) to have reversing linkagesimilar to the -20A. All turboprop models except PT6A-6 have reversing pitch propellerinstallations.

B. Because the PTGA-Series engines are under a continuing program of improvements in

design and manufacture, it is anticipated that the appearance of certain parts or details

may change as refinements are introduced. However, this publication will be revised

as necessary to incorporate the latest approved data.

C. Requests for pertinent information not covered in this publication and suggestions for

modification or amplification of these instructions so as to increase their usefulness,will be welcomed by the Customer Support Department of Pratt Whitney Canada.

D. Any discrepancies, problems or suggestions regarding this publication should be

forwarded in writing, using the Pratt Whitney Canada Customer Feedback Sheet

(RSVP), to:

Pratt Whitney Canada Corp.1000 Marie-Victorin Blvd


Attention: Manager Publications Dept (01PB4)Website: www.pwc.ca

E-mail: publications@ pwc.ca

E. Customer Feedback Sheets are enclosed with new manuals and each subsequentrevision. Additional forms may be obtained by contacting: The Supervisor, Publications

Customer Services, at the above address.

F. The on-line Customer Feedback Sheet (RSVP form) is also available on the Pratt

Whitney Canada website (www.pwc.ca).

Page 1-1-1

Aug 27/2004



2. MAINTENANCE CONCEPT

A. The maintenance functions for the PT6 engines described in this manual are divided

into two basic levels; Line Maintenance and Heavy Maintenance. The scope of Line

Maintenance consists of the removal and installation of external components, engineaccessories and Hot Section Inspection. Heavy Maintenance details repairs normallyconsidered beyond the capabilities of the average line maintenance shop. The scopeconsists of the removal and installation of engine components and limited repairs to the

hot section area, reduction gearbox and accessory gearbox. Repairs beyond this

level are not recommended and should be accomplished by an approved overhaul facility.For Engine Condition Trend Monitoring System refer to Part 2, Section 6.

3. CUSTOMER SUPPORT

A. Customer Support representatives maintain contact with operators and service activities

and are available for the investigation of any specific difficulty or problem. Requests for

assistance and/or AOG support should be directed to:

Pratt Whitney Canada Corp.1000 Marie-Victorin Blvd.

Longueuil,QuebecCanada J4G1A1

Attention: Customer Support

B. Customer Help Desk (24-hour service):

US and Canada: 1-800-268-8000

International: 450-647-8000

Fax: 450-647-2888

Telex: DELETED

Email: customerhelpdeskQ pwc.ca

4. ACCESSORIES SUPPORT

Accessories may be sent for repair or complete overhaul to:

P&WC Accessories Services333 rue d’Auvergne (Area 2K)Longueuil, QuebecCanada J4H 3Y3

5. SUPPLEMENTARY PUBLICATION

A. Personnel concerned with the maintenance of these engines should familiarizethemselves with the contents of the Parts Catalog (P/N 3015444), which lists and

describes the saleable parts of the engines and illustrates their interrelationship.

6. SERVICE BULLETINS

A. Service Bulletins will be issued as required to provide information or instructions for

modifying earlier production engines or parts to the latest configuration.

Page 1-1-2

Aug 27/2004



7. DIRECTIONAL REFERENCES

A. The terms right and left, clockwise and counterclockwise, upper and lower, and similar

directional references will apply to the engine as viewed from the rear and the engine in

a horizontal position.

8. FITS AND CLEARANCES

A. During all operations which involve measurements, frequent reference should be made

to the Table of Fits and Clearances, Part 4.

9. TOOL PROCUREMENT

A. Depending on the geographical location of the operator, requests for the purchase of

special tools, should be sent to:

(1) United States:

Kell-Strom Tool Co.

214 Church Street

Wethersfield, CT 06109

USA

TEL: 860-529-6851 or 1-800-851-6851 (USA Canada), or

860-721-0658 (24 hour service number)FAX: 860-257-9694

(2) Canada and Elsewhere:

Pratt Whitney Canada Inc.

1000 Marie-Victorin

Longueuil, Quebec

Canada J4G1A1

Attention: Sales Department

10. SUPPLIERS AND SUPPLIER SERVICES

A. The names of any companies provided in this publication as a possible source for

required services or supplies are furnished for information purposes only. Pratt WhitneyCanada does not endorse the work performed or supplies procured from these

companies. Further, Pratt Whitney Canada does not accept responsibility, to anydegree, for the selection of such companies for such work performed or supplies procured.

11. CONSUMABLE MATERIALS

A. Part 2, Section 8, Table 2-8-1, lists the consumable materials used in the maintenance

of the engine.

B. Material Safety Data Sheets (MSDS) containing information about Trade Name, SafetyHazards, Health Hazards, Reactivity, Spill or Leak Procedures, Special Protection

Information, Special Precautions, and Transportation and Labelling are available from

manufacturer. Read prior to using consumable materials.

Page 1-1-3/4

Aug 27/2004




SECTION 2 LEADING PARTICULARS AND SPECIFICATIONS

1. GENERAL

A. Leading particulars of the PT6A-6, PT6A-6A, PT6A-6B, PT6A-20, PT6A-20A and

PT6A-20B engines are as follows: (Refer to Tables 1-2-1 and 1-2-2)

TABLE~1-2-1, Engine Specifications

JP-4 Fuel

ConsumptionLB/ESHP/HR

Shaft RPM Jet Thrust AT 15"C

ESHP SHP (3) (Ib.) (59"F)

A-6 A-20 A-6 A-20 A-6 A-20 A-6 A-20 A-6 A-20

A-6A A-20A A-6A A-20A A-6A A-20A A-6A A-20A A-6A A-20A

Rating A-6B A-20B A-6B A-20B A-6B A-20B A-6B A-20B A-6B A-20B

Takeoff 578 579 550 550 2200 2200 70 72 0.650 0.649

(2) (2)

Max. 525 579 500 550 2200 2200 62 72 0.670 0.649

Cent (1) (2)

Max. 525 566 500 538 2200 2200 62 70 0.670 0.653

Climb (1)

Max. 495 522 471 495 2200 2200 60 68 0.680 0.670

Cruise

(1) Available to 18.3 "C (65"F) Ambient

(2) Available to 21.1 "C (70 "F) ambient

(3) Rotor Speed Power Turbine 33,000 rpm

NOTE: Maximum Continuous is an emergency rating only.

TABLE 1-2-2, Engine Leading Particulars

LEADING PARTICULARS

Engine Type Free Turbine

Type of combustion chamber Annular

Compression ratio 6.3:1

Propeller shaft rotation Clockwise

(looking FWD)

Propeller shaft configuration Flanged(PT6A-6 and -20 Series)

Page 1-2-1

Feb 01/2002



TABLE 1-2-2, Engine Leading Particulars (Cont’d)

LEADING PARTICULARS

Propeller shaft gear ratio 0.0668:1

(PT6A-6 and -20 Series)

Engine diameter 19.0 in.

Basic at Room Temperature (482.6 mm)

Engine length 62.0 in.

Basic at Room Temperature (1575 mm)(PT6A-6 and -20 Series)Oil Consumption 0.2 Ib/hr

(maximum) (0.091 kg/hr)(10 hour period)

Dry weight, (Approximate) 275 Ib.

(Standard equipment) (125 kg)(PT6A-6 and -20 Series)

2. FRONT AND REAR ACCESSORY DRIVES

A. For leading particulars of the front and rear accessory drives, refer to Table 1-2-3.

TABLE 1-2-3, Accessory Drives Leading Particulars

Max. Torque

Drive Pad Rotation Ratio Continuous Static

1 Starter-generator (1) CW 0.293:1 170 1600

2 Fuel Pump/FCU (1) CCW 0.167:1

3 Ng Tach Generator (1) CCW 0.112:1 7 100

4 Vacuum Air Pump (Optional) (1) CCW 0.103:1 60 800

5 OptionalAccessory Drive (1) CW 0.321:1 135 800

6 OptionalAccessory Drive (1) CCW 0.203:1 150 800

7 Propeller Governor (2) CW 0.1273:1 50 850

8 Nf Tach Generator (2) CW 0.1273:1 7 100

9 Propeller OverspeedGovernor (2) CW 0.1273:1 70 850

NOTE: 1. Rear Accessory Drives (100 Ng 37500 rpm).

NOTE: 2. Front Accessory Drives (100 Nf 33000 rpm).

3. FUEL AND LUBRICATION SYSTEMS

A. For specifications of the fuel and lubrication systems, refer to Table 1-2-4.

Page 1-2-2

Feb 01/2002



6

AS VIEWED FROM REAR

AS VIEWED FROM FRONT

C7819B

Front and Rear Accessory Drives Leading Particulars

Figure 1-2-1

Page 1-2-3

Feb 01/2002



TABLE 1-2-4, Fuel and Lubrication System Specifications

Nomenclature SpecificationFuel Specification Refer to SE No. 1244

Oil Specification Refer to SE No. 1001

Oil Tank Total Capacity 2.3 US gallons (1.92 Imp. gallons, 8.70

liters)

Oil Tank Expansion Space 0.7 US gallons (0.58 Imp. gallons, 2.64

liters)

Oil Tank Usable Quantity 1.5 US gallons (1.25 Imp. gallons, 5.68

liters)

4. METAL SHIPPING CONTAINER

A. For leading particulars of the reusable engine metal shipping container, refer to Table

1-2-5.

TABLE 1-2-5, Metal Shipping Container Data

Description Data

Length 79 inches (2001 mm)

Width 34 inches (864 mm)

Height 38 inches (965 mm)

Weight 400 Ib. (181.4 kg)

Pressure Tested at 10 psig

Material Specification SAE 1010-1020

Paint Primer Coat TT-P-664

Paint Finish Coat MIL-E-7729

Semi-gloss

5. FIBERBOARD SHIPPING CONTAINER

A. For leading particulars of the non-reusable engine fiberboard shipping container, refer to

Table 1-2-6 or 1-2-7.

TABLE 1-2-6, Fiberboard Shipping Container Data (PT6A-6, -6A, -6B Engines) -Type PK562

Description Data

Length 73.5 inches (1867 mm)

Width 31.5 inches (800 mm)


Weight (approximate) 160 Ibs (72.6 kg)

Page 1-2-4

Feb 01/2002



TABLE 1-2-7, Fiberboard Shipping Container Data (PT6A-20) -Type PK1325

Description Data

Length 68 inches (1727 mm)Width 26 inches (660 mm)


Weight (approximate) 210 Ibs (95.3 kg)

Page 1-2-5/6

Feb 01/2002




SECTION 3 GENERAL INFORMATION

1. GENERAL

A. The engines described throughout this publication are variants of the basic PT6

powerplant which is a lightweight free-turbine engine designed for use in fixed or

rotary-wing aircraft. The PTGA series engines for use in fixed-wing aircraft are available in

two configurations: the PT6A-6 which utilizes a non-reversing propeller and the

PT6A-6A, -6B, -6/C20, -20, -20A and -208 which, though essentially similar, are equippedwith additional features to provide control for reversing propeller applications.

B. All engines utilize two independent turbines; one driving a compressor in the gas

generator section, the second driving reduction gearing for propeller, or rotary-wingoperation. (See Figure 1-3-1)

C. Inlet air enters the engine through and annular plenum chamber formed by the

compressor inlet case. From there it is directed to the compressor. The compressorconsists of three axial stages and one centrifugal stage assembled as an integral unit,which provides a compression ratio of 6.3:1.

D. A row of stater vanes, located between each stage of compression, diffuses the air,raises its static pressure and directs it to the next stage of compression. The

compressed air is passed through diffuser pipes, turned ninety degrees in direction, then

led through straightening vanes to the combustion chamber. (See Figure 1-3-2)

E. The combustion chamber liner located in the gas generator case consists of an annular

reverse flow weldment with varying size perforations which provide an entry for the

compressed air. The flow of air changes direction to enter the combustion chamber liner

where it reverses direction and mixes with fuel. The location of the combustion

chamber liner eliminates the need for a long shaft between the compressor and the

turbine, thus reducing the overall length and weight of the engine.

F Fuel is injected into the combustion chamber liner by 14 simplex nozzles supplied by a

common manifold. The fuel/air mixture is ignited by two glow plugs (Pre-SB1429) or

spark igniters (Post-SB1429) which protrude into the combustion chamber liner. The

resultant gases expand from the combustion chamber liner, reverse direction and pass

through the turbine guide vanes to the compressor turbine. The turbine guide vanes

ensure that the expanding gases impinge on the turbine blades at the correct angle, with

minimum loss of energy. The still expanding gases pass forward through a second set

of stationary guide vanes to drive the power turbine.

G. The compressor and power turbines are located in the approximate center of the enginewith their shafts extending in opposite directions. This provides for simplified installation

and inspection procedures. The exhaust gas from the power turbine is directed

through an exhaust plenum to atmosphere via dual exhaust ports provided in the duct.

Page 1-3-1

Feb 01/2002



H. An accessory gearcase is located at the rear of the engine with the relevant accessorydrives and mounting pads. The accessories are driven from the compressor by means

of a coupling shaft which extends the drive through a conical tube in the oil tank

center-section. An integral oil tank with a capacity of 2.3 U.S. gallons (1.92 Imperialgallons: 8.70 liters) is provided in the compressor inlet case.

i. A planetary gearbox located in the front of the engine, provides the speed reductionbetween the power turbine and the propeller shaft (PTGA series engines). The PTGA

series engines have a two stage planetary gearbox. Engine output is accurately indicated

by means of an integral torquemeter device located in the gearbox.

J. Stations and flanges are shown on Figure 1-3-3.

K. For specifications of the engine, refer to Table 1-2-1.

Page 1-3-2

Feb 01/2002



C5B

PT6 Engine -Cross Section (Typical)Figure 1-3-1

Page 1-3-3/4

Feb 01/2002



1

4i

L)

t

1)

C552A

PT6 Engine -Airflow

Figure 1-3-2

Page 1-3-5/6

Feb 01/2002



COMPRESSOR TURBINE INLET I COMBUSTION CHAMBER INLET

INTERTURBINE I I I COMPRESSOR INLET

EXHAUST OUTLET --7EXHAUST DUCT I I I I ENGINE INLET

STATIONS (7) (6) (5) ~4) ~31 (2) ~1

io

O I.... ~ii I

C

FLANGES (A) (B) ~C) (D) ~E) ~F)REDUCTION GEARBOX TO I I I I I I OIL TANK TO ACCESSORY

EXHAUST CASE GEARBOX DIAPHRAGMINIIER EXIT DUCT TO COMPRESSOR GAS GENERATOR CASE TO

REDUCTION GEARBOX REAR CASE I I I TURBINE SHROUD HOUSING COMPRESSOR INLET CASETO POWER TURBINE HOUSING SUPPORT

EXHAUST DUCT TO POWEREXHAUST DUCT TO GAS I TURBINE VAWE HOUSING

GENERATOR CASE

C553B

Typical PT6 EngineFigure 1-3-3

Page 1-3-7/8

Feb 01/2002



.ORIGINAL

.;As iReceived :ByTP

C77465

PT6A-6 Series Engines Right Front View

Figure 1-3-4

Page 1-3-9

Feb 01/2002

PRATT WHITNEY CANADAMAINfEiNANCE MANUAL


ORIGINAL

~9s Received:ByaTP

It: Ll;n-l sr:~ ~8-:

C77464

PT6A-6 Series Engines Right Rear View

Figure 1-3-5

Page 1-3-10

Feb 01/2002


MANUAL´• PART ,N01 3015442

.ORIGINALAs Received By

ATP

C77463

PT6A-6 Series Engines Left Front View

Figure 1-3-6

Page 1-3-11

Feb 01/2002



ORIGINAL

As;Received ByATP

C77466

PT6A-6 Series Engines Left Rear View

Figure 1-3-7

Page 1-3-12

Feb 01/2002


MANUAL PART:NO. 3b15442

.ORIGINAL

As Received’ByATP

C77459

PT6A-20 Engine Right Front View

Figure 1-3-8

Page 1-3-13

Feb 01/2002



.ORIGINALAs Received BY

AT:P

C77460

PT6A-20 Engine Right Rear View

Figure 1-3-9

Page 1-3-14

Feb 01/2002



ORIGINAL

~s Received:ByATP

C77461

PT6A-20 Engine Left Front View

Figure 1-3-10

Page 1-3-15

Feb 01/2002



OR\G\NAI-As Received BY

.ATP

C77462

PT6A-20 Engine Left Rear View

Figure 1-3-11

Page 1-3-16

Feb 01/2002



:ORIGINALAs:Received By

.ATPC77470

PT6A-20A Engine Right Front View

Figure 1-3-12

Page 1-3-17

Feb 01/2002



ORIGINALAs ~Received BY

ATP

C77468

PT6A-20A Engine Right Rear View

Figure 1-3-13

Page 1-3-18

Feb 01/2002



ORIGINAL

As Received ´•ByATP

C77467

PT6A-20A Engine Left Front View

Figure 1-3-14

Page 1-3-19

Feb 01/2002



ORIGINAL

As Received ByATP

C77471

PT6A-20A Engine Left Rear View

Figure 1-3-15

Page 1-3-20

Feb 01/2002



PART,1 DESCRIPTION,OF ENGINE

SECTION 4 DETAILED INFORMATION

1. GENERAL

A. This section describes in detail all major items of the engine. (See Figure 1-4-1)

2. COMPRESSOR INLET CASE

A. The compressor inlet case (see Figure 1-4-2) consists of a circular casting, the front of

which forms a plenum chamber for the passage of compressor inlet air. The rear portion,which consists of a hollow compartment, is used to form an integral oil tank. A largearea circular wire mesh screen is bolted around the air intake and the rear of the gas

generator case to preclude foreign object ingestion by the compressor.

B. The No. 1 bearing, bearing support and labyrinth seal are contained within the

compressor inlet case centerbore. The bearing support is secured to the inlet case

centerbore flange by four bolts. A nut and shroud washer retains the No. 1 bearing outer

race in its support housing. An oil nozzle, fitted at the end of a cored passage,provides lubrication to the rear of No. 1 bearing at approximately the 1 o’clock position.Other cored passages are provided for pressure and scavenge oil (see Figure1-4-3).

C. The engine main oil filter, incorporating check and bypass valve assemblies, and a

pressure relief valve are respectively located on the right hand side of the inlet case

in 3 and 1 o’clock positions. A fabricated conical tube, complete with preformed packings,is located between the wall of the inlet case centerbore and centerbore of the accessorydiaphragm, to form a passage for the coupling shaft driving the accessories. The oil

pressure pump, connected to the oil filter housing, is driven by an accessory drive gear.The pump located in the bottom of the oil tank, is secured to the accessory diaphragmby four bolts.

3. COMPRESSOR ROTOR AND STATOR ASSEMBLY

A. The compressor rotor and stater assembly (see Figure 1-4-3) consists of three axial

rotor stages, three interstage spacers, three Stater assemblies and a single-stagecentrifugal impeller and housing. The blades fit into dove-tail grooves machined in the

rotor disk rims, and limited clearance between blade root and groove produces the

characteristic metallic clicking heard during compressor rundown. Blade axial

movement is limited by interstage spacers between the disks. The airfoil cross-section of

the first-stage blades differ from those of the second and third stages which are

identical. The length of the blades differ in each stage, decreasing from first to third

stage. The wide chord first stage blades provide increased impact resistance.

Page 1-4-1/2

Feb 01/2002



IB ~P dl I II II (12

13

~s ~2 /(14

10

7~ U\

4 15

16 LEGEND

171.- PROPELLER REDUCTION GEARBOX2. POWER TURBINE SUPPORT HOUSING3. EXHAUST DUCT

2) J~ 1 4. POWER TURBINE

5. COMPRESSOR TURBINE

9) 1 6. COMBUSTION CHAMBER LINER

~61 7. FUEL MANIFOLD8. GAS GENERATOR CASE

9. COMPRESSOR BLEED VALVE

10. COMPRESSOR ASSEMBLY

18) I 11. COMPRESSOR INLETCASE12. OIL-TO-FUEL HEATER

19) 1 13. DIP-STICKAND FILLER CAP14. ACCESSORY GEARBOX

20) 1 15. IGNITION CURRENTREGULATORV

1 16. FUELCONTROL UNITANDPUMP

17. AIR INLET SCREEN

18. IGNITION GLOW PLUG19. COMPRESSOR TURBINE GUIDE VANES20. POWER TURBINE GUIDE VANES

C555A

PT6 Engine Exploded View (Typical)Figure 1-4-1

Page 1-4-3/4

Feb 01/2002



OIL INLET FROM FUEL

HEATER AND OIL COOLER

PRESSURE RELIEFVALVE HOUSING

,le

INLET CASE

1O

1FWD

PRESSURE OIL

DRAIN PLUGORIFICE OIL FILTER

HOUSING PORT

PRESSURE OIL BOSS

C562B

Compressor Inlet Case

Figure 1-4-2

Page 1-4-5

Feb 01/2002



SHORT SLEEVE AND COMPRESSORCOMPRESSOR BLADE

SPACER ASSEMBLY (2) INLET CASE

COMPRESSOR INTERSTAGENO. 1 BEARINGAIR BLEED

OIL NOZZLE

IMPELLER

HOUSINGOIL TANK

CENTRIFUGAL CENTER TUBEIMPELLER

TIE ROD (6)

COMPRESSORFRONT STUB

SHAFTACCESSORIES GEARBOX

LONG SPACER AND /I( COUPLING SHAFT

SLEEVE ASSEMBLY

NO. 1 BEARING

VANE AND-t

SHROUD

COMPRESSOR’i

NO. 1 BEARING

ASSEMBLYGAS GENERATOR CASE (3)

REAR HUB OIL TRANSFER TUBE

C556A

Compressor Rotor and Stater Assembly and No.l Bearing Area

Figure 1-4-3

Page 1-4-6

Feb 01/2002



B. The first and second stage stater assemblies each contain 44 vanes and the third stagecontains 40 vanes. Each set of compressor stater vanes is held in position by a circular

ring through which the vane ends protrude and to which they are brazed. The vane

rings provide shrouds for the first, second and third stage rotor blades. Stater assemblies

and impeller housing are retained to prevent rotation of the assembly, by lugs on vane

rings engaging grooves on vane rings and impeller housing. Interstage pressure air (P2.5)is vented to the compressor bleed valve chamber in the gas generator case throughslots in the third stage vane ring.

C. The compressor stubshaft, centrifugal impeller, and impeller housing are positioned in

that order, followed sequentially by an interstage spacer, a stater assembly and a rotor

assembly. The rotating assembly is stacked and secured together by six tie-rods which are

numbered during initial assembly. The impeller housing is secured in the gas generatorcase by eight eccentric bolts. The compressor stubshaft is a hollow forging, machined

to accommodate the No. 2 bearing double labyrinth air seal rotor and the No. 2 bearingassembly. The No. 2 bearing, a roller type, supports the compressor stubshaft and

the compressor rotor assembly in the gas generator case. (See Figure 1 -4-4).

D. The compressor rear hub is an integral part of the first stage compressor rotor disk. The

hub, a hollow forging, is machined to accommodate the No. 1 bearing labyrinth air seal

rotor, a spacer, and the No. 1 bearing. The No. 1 bearing is a ball type, and supportsthe compressor rear hub and the compressor rotor assembly in the compressor inlet case.

A short, hollow coupling, extemally splined at its protruding end, is secured within the

compressor rear hub by a transverse pin which passes through the hub and coupling.

E. The complete compressor rotor and stater assembly is fitted into the center rear section

of the gas generator case, which forms the compressor housing, and secured by the

impeller housing at the front and the compressor inlet case at the rear.

F A short, hollow, coupling shaft, internally splined, locates on the splined hub coupling, to

extend the compressor drive to the accessory gearbox input gearshaft. The couplingembodies a ball-lock at the front end to prevent end thrust on the input gearshaft roller

bearings.

4. GAS GENERATOR CASE

A. The gas generator case is attached to the front flange of the compressor inlet case. It

consists of two sections fabricated into a single structure. The rear inlet section

provides a housing support for the compressor assembly. The No. 2 bearing with two air

seals is located in the centerbore of the gas generator case. The bearing has a

flanged outer race which is secured in the support housing by four bolts. The front and

rear stater air seals with their spiral wound gaskets are each secured in the centerbore

of the case by eight bolts. An oil nozzle with two jets, one in the front and the other in the

rear of the bearing, provides lubrication..The 14 radial vanes brazed inside the double

skin center section of the gas generator case, provide a pressure increase to the

compressed air as it leaves the centrifugal impeller. The compressed air is then

directed through seventy straightening vanes welded inside the gas generator case

diffuser and out to the combustion chamber area through a slotted diffuser outlet baffle.

Page 1-4-7/8

Feb 01/2002



SERIALNO. ~THRUST r SERIAL NO. r SECOND r SPLIT INNER RACE- r INNER RACE- r INNER RACE SERIAL r SPLIT INNER RACE-TO FRONT BEARING TO FRONT STAGE PULLER GROOVE TO SERIAL NO. TO FRONT NO. TO FRONT AND PULLER GROOVE TO REAR.

CARRIER FRONT’X’ MARKS AND ALIGNED WITH ALIGNED WITH STUB- ’X’ MARKS ALIGNED WITHBEARING ALIGNED WITH MASTER SPLINE SHAFT MASTER SPLINE OFFSET HOLES ON REAR HUB

MASTER SPLINE

OUTER RACE- OUTER RACE- OUTER RACE- OUTER RACE-SERIAL NO. SERIAL NO. FLANGE AND SERIAL SERIAL NO. TO REARTO FRONT TO FRONT NO. TO FRONT

CAGE AND BALLS- CAGE AND BALLS-SERIAL NO. TO SERIAL NO. TO REARFRONT

ACCESSORY INPUT DRIVE BEARINGS

MASTER I OFFSET

SPLINE HOLE rREAR HUB

STUBSHAFTNO. 4 NO.3 MASTER NO.2 NO. 1

SPLINE

c;s

CAUTION NOTE

ALL ACCESSORY DRIVE BEARINGS MUST BEi. INNER RACES CAGE AND BALLS OF

REINSTALLED IN THEIR ORIGINAL LOCATIONS.NO. 1 AND NO. 4 BEARING ARE ID IDENTICAL.

2. NO. 2 AND NO. 3 BEARINGS ARE IDENTICAL.

3. INTERMIXING OF BEARING COMPONENTSIS STRICTLY UNACCEPTABLE.

C1769A

Main Bearing Installation (Typical)Figure 1-4-4

Page 1-4-9/10

Feb 01/2002



The front section of the gas generator case forms an outer housing for the combustionchamber liner. It consists of a circular structure provided with mounting bosses for the

14 fuel noule assemblies and common manifold. Mounting bosses are also provided at

the six o’clock position for the fuel dump valve and combustion chamber front and

rear drain valves. Two igniter plugs at the 4 and 8 o’clock positions, protrude into the

combustion chamber liner to ignite the fuel/air mixture. Three equi-spaced pads on outer

circumference of gas generator case, provide accommodation for flexible type enginemounts. The compressor bleed valve outlet port is located at the 8 o’clock position.

5. COMBUSTION CHAMBER LINER

A. The combustion chamber liner (see Figure 1-4-5) is of the reverse-flow type and

consists primarily of an annular heat-resistant liner open at one end. A series of straight,plunged and shielded perforations allow air to enter the liner in a manner designed to

provide the best fuel/air ratios for starting and sustained combustion. Direction of air flow

is controlled by cooling rings located opposite the perforations. The perforationsensure an even temperature distribution at the compressor turbine inlet. The domed

front end of the combustion chamber liner is supported inside the gas generator case byseven of the fourteen fuel nozzles sheaths. The rear of the liner is supported bysliding joints which fit into the inner and outer exit duct assemblies. The duct assemblies

form an envelope which effectively changes the direction of the gas flow by providingan outlet in close proximity to the compressor turbine vanes. The outlet duct and heat

shield assembly is attached to the gas generator case by seven equi-spaced supportbrackets in the case. The heat shield forms a passage through which compressor

discharge air is routed for cooling purposes. A scalloped flange on the rear of the

outer duct locks in the support brackets and secures the assembly. The center section

of the assembly is bolted with the compressor turbine guide vane support to the centerbore

of the gas generator case. (See Figure 1-4-6).

6. TURBINE SECTION

A. The turbine rotor section consists of two separate single-stage turbine slocated in the

center of the gas generator case and completely enveloped by the annular combustion

chamber liner. (See Figure 1-4-6).

7. COMPRESSOR TURBINE VANES

A. The compressor turbine vane assembly consists of 29 vanes located between the

combustion chamber exit ducts and compressor turbine. The vanes, incorporatingindividual dowel pins on the inner platforms, are positioned in holes on the outer

circumference of the inner support. Sealing is ensured by ceramic fiber cord packing on

the outside diameter of the support which is secured to the centerbore of the gas

generator by eight bolts. The outer platforms of the vanes, sealed with a chevron packing,fits into the shroud housing and small exit duct which are secured together with twelve

bolts. The shroud housing extends forward into two classified interstage sealing rings on

the power turbine stater housing, to form a seal between both housings. Fourteen

compressor turbine shroud segments positioned in the shroud housing act as a seal and

provide a running clearance for the compressor turbine assembly.

Page 1-4-11

Feb 01/2002



FUELNOZZLEPORTWITH SUPPORT BRACKET (7)

~ai

i

:rjI‘

r

FUEL NOZZLEPORT PLAIN (7)

GLOW PLUG SLEEVE (2)

C11


Figure 1-4-5

Page 1-4-12

Feb 01/2002



FUEL MANIFOLD COMBUSTION CHAMBERADAPTER ASSEMBLY LINER ASSEMBLYTERMINAL BLOCK GAS GENERATOR

CASE ASSEMBLY

Tt4 THERMOCOUPLEPROBE T5 THERMOCOUPLE PROBE

COMPRESSOR TURBINE

COMBUSTION CHAMBERSMALL (INNER) EXIT

GUIDE VANES DUCT ASSEMBLY

COMPRESSOR TURBINEEXHAUST DUCT ASSEMBLY VANE SUPPORT

COMBUSTION CHAMBERLARGE (OUTER) EXIT

DUCT ASSEMBLY

SINGLE BOLT ATTACHMENT

MULTI-BOLTATTACHMENT SINGLE PLANE BALANCING

DISK ASSEMBLY

INTERSTAGE SINGLE BOLTBAFFLE ASSEMBLY ATTACHMENT

MIO PLANE BALANCINGPOWER TURBINE GUIDE VANES DISK ASSEMBLY

COMPRESSOR TURBINE

POWER TURBINE

POWER TURBINE INTEGRALVANE RING

C557C

Compressor and Power Turbine Area

Figure 1-4-6

Page 1-4-13/14

Feb 01/2002



8. COMPRESSOR TURBINE

A. The compressor turbine which consists of a two-plane balanced turbine disk, blades and

classified weights, drives the compressor in a counterclockwise direction. The two-planebalanced assembly is secured to the front stubshaft by a simplified center lock bolt

(see Figure 1-4-6). A master spline is provided to ensure the disk assembly is alwaysinstalled in a predetermined position to retain proper balance. The disk embodies a

reference circumferential groove to enable checking of disk growth when required.The 58 blades in the compressor turbine disk are secured in fir-tree serrations machined

in the outer circumference of the disk and held in position by individual rivets. The

blades embody squealer tips that ensure a minimum amount of pick-up should the rotatingblades come into contact with the shroud segments. The required number of classified

weights is determined during balancing procedures and riveted to the relevant flangesmachined on the turbine disk. A small machined area on the rear face of the disk

provides a sealing surface to control the flow of turbine disk cooling air.

9. INTERSTAGE BAFFLE

A. The compressor turbine is separated from the power turbine by an interstage baffle

which prevents dissipation of turbine gases and consequent transmission of heat to

the turbine disk faces. (See Figure 1-4-6). The baffle is secured to and supported by the

power turbine vane ring. The center section of the baffle includes small circular lippedflanges on the front and rear faces. The flanges fit over mating rotor seals machined on the

respective turbine disk faces to provide control of cooling air flow through the perforatedcenter of the baffle.

10. POWERTURBINEVANES

A. On PT6A-6 series, PT6A-6/C20, early PT6A-20 and PT6A-20B engines, the powerturbine vane assembly consists of 19 cast vanes. The vanes are cast with dowel pinplatforms which fit into the interstage baffle rim. The stater housing with the enclosed vane

assembly is bolted to the exhaust duct and supports the two classified sealing rings at

flange D. The rings are self-centering and held in position by retaining plates bolted to the

rear face of the stater housing. On most PT6A-20, PT6A-20B and all PT6A-20A

engines, the individual vanes are replaced by a power turbine vane ring with 19 integrallycast vanes.

11. POWER TURBINE

A. The power turbine assembly consisting of a turbine disk, blades, and classified weights,drives the reduction gearing through the power turbine shaft in a clockwise direction.

The disk is held to close tolerances and embodies a reference circumferential groove to

permit disk growth check measurements when required. The turbine disk is splined to

the turbine shaft and secured by a single center lockbolt and keywasher (See Figure1-4-6). A master spline ensures the power turbine disk is always installed in a

predetermined position to retain the original balance. The required number of classified

weights is determined during balancing procedures and riveted to a flange on the

rear face of the turbine disk. The power turbine blades differ from those of the compressorturbine in that they are cast complete with notched and shrouded tips. The 41 blades

are secured by fir-tree serrations in the turbine disk and held in position by individual rivets.

The blade tips rotate inside a double knife-edge shroud and form a continuous seal

when the engine is running. This reduces tip leakage and increases turbine efficiency.

Page 1-4-15

Feb 01/2002



12. POWER TURBINE SUPPORT HOUSING

A. The power turbine support housing consists of a cylindrical housing attached to the

reduction gearbox rear case by 12 studs. The housing provides support for the

power turbine shaft assembly and two bearings (see Figure 1-4-7). A labyrinth typeseal, secured at the rear of the housing, prevents oil leakage into the power turbine

section. An internal oil transfer tube with four oil nozzles, provides front and rear lubrication

to number three and four bearings. A scavenge tube inside the housing transfers

bearing scavenge oil to the front of the engine.

13. NO. 3 AND 4 BEARINGS

A. The power turbine disk and shaft assembly is supported and secured in the powerturbine shaft housing by two bearings, the No. 3 bearing which is a roller type and

the No. 4 bearing which is a ball bearing (see Figures 1-4-7 and 1-4-4). The No. 3 bearingincludes an inner race and a flanged outer race. The inner race is secured on the rear

of the power turbine shaft together with the power turbine air seal and power turbine disk

by the center lock bolt. The outer race is secured inside the power turbine shaft

housing by four bolts and tabwashers.

B. The No. 4 bearing includes a split inner race and a flanged outer race. The split inner

race is secured on the front of the power turbine shaft, together with the first stagereduction gear coupling and a coupling positioning ring, by a keywasher and spannernut. A puller groove is incorporated on the front half of the split inner race to facilitate

removal. The flanged outer race is secured inside the power turbine shaft housing byfour bolts and

14. REDUCTION GEARBOX (PTGA-SERIES ENGINES) TWO STAGE

A. The reduction gearbox (see Figure 1-4-8 for PT6A-6 series engines, and Figure 1-4-9

for PT6A-20 series engines) is located at the front of the engine and consists of two

castings bolted to the front flange of the exhaust duct. The first stage of reduction is

contained in the rear case. Torque from the power turbine is transmitted through the powerturbine shaft to the first stage sun gear.

B. The first stage reduction sun gear consists of a short hollow shaft which has an integralspur gear at the front end and externally splined at the rear. The external splines fit over

the end of the power turbine shaft and engage the internal splines of a retainer

coupling. The coupling is in turn splined to the turbine shaft and secured there by a

retaining nut and keywasher. Two double coil retaining rings hold the sun gear in the

retainer coupling. The spur gear end of the sun gear drives the three planetary gears in the

first stage planet carrier.

C. The first stage ring gear is located in helical splines provided in the first stage reduction

gearbox rear case. The torque developed by the power turbine is transmitted throughthe sun gear and planet gears to the ring gear which is opposed by the helical splines. This

results in rotation of the planet carrier. The ring gear, though secured by the helical

splines, is allowed to move axially between the case and three retaining plates. This

movement is used in the torquemeter application (refer to Paragraph 15., following).

Page 1-4-16

Feb 01/2002



THERMAL INSULATIONBLANKET

EXHAUST DUCTOIL NOZZLE ASSEMBLY

OIL STRAINERTURBINE BLADES

(SHROUDED TIP)FROM

TORQUEMETER

FIRST STAGECARRIER

TURBINE DISK

CARRIERSLEEVE

TURBINELOCKING BOLT

PLAIN BEARINGPOWER TURBINE

REDUCTION AIR SEALGEARBOX

REAR CASESCAVENGE

RETAINER OIL TUBERING

TRANSFER TUBE

NO. 3 BEARING

NO. 4 BEARING I POWER TURBINESHAFT HOUSING

POWER TURBINE SHAFT

C5588

Power Turbine No. 3 and No. 4 Bearing Areas

Figure 1-4-7

Page 1-4-17

Feb 01/2002



GOVERNOR DRIVESHAFT GEAR FLANGE A

FRONT CASE ASSEMBLY _J 2NO STAGE SUN GEAR

OIL TRANSFERFLEXIBLE COUPLING

GALLERY

REAR CASEBEVEL GEAR ASSEMBLY

OIL SEAL

1STSTAGEPLANET GEAR

PROPELLERSHAFT

SPLINEADAPTER

FLANGE BTHRUSTBEARING

TORQUEMETERTHRUST BEARING

CYLINDER AND PISTONCOVER

1ST STAGE RING GEARPROPELLER OIL

TRANSFER HOUSING2ND STAGE RING GEAR

ROLLER BEARING2ND STAGE

PLANET GEAR

(PT6A-6 Series Engines) C419A

Two Stage Reduction Gearbox Cross Section

Figure 1-4-8

Page 1-4-18

Feb 01/2002



FLANGE AGOVERNOR DRIVE

FRONTCASEASSEMBLY I SHAFTGEARSECOND STAGE SUN GEAR

OIL TRANSFER FLEXIBLE COUPLINGGALLERY

REAR CASE

BEVEL GEAR ~P ASSEMBLY

OIL SEAL

FIRST STAGEPROPELLER f=-- ~YB PLANET GEAR

SHAFTIj SPLINE

ADAPTER

FLANGE B

THRUST BEARING TORQUEMETERCYLINDER AND

THRUST BEARING PISTON

COVER FIRST STAGERING GEAR

PROPELLER OILTRANSFER HOUSING I" SECOND STAGE

RING GEARROLLER BEARING

SECOND STAGECHIP DETECTOR PLANETGEAR

(PT6A-20 Series Engines) C1163A

Two Stage Reduction Gearbox Cross Section

Figure 1-4-9

Page 1-4-19

Feb 01/2002



D. The second stage reduction gearing is contained at the front of the reduction gearbox.The first stage planetary gears drive the second stage sun gear via a flexible couplingwhich also dampens any vibrations between the two rotating gear assemblies. The second

stage sun gear drives five planet gears in the second stage carrier. A second stagering gear is fixed by splines to the reduction gearbox front case and secured by three

bolted retaining plates. The second stage carrier is in turn splined to the propeller shaft and

secured by a retaining nut and shroud washer. A flanged roller bearing assembly,secured by four bolts to the case provides support for the second stage carrier and

propeller shaft. An oil transfer tube and nozzle assembly fitted with preformed packingsis secured within the propeller shaft by a retaining ring to provide lubrication to No. 4

bearing.

E. The accessories located on the reduction gearbox front case are driven by a bevel gearmounted on the propeller shaft behind the thrust bearing assembly (see Figures 1-4-8

and 1-4-9). Propeller thrust loads are absorbed by a flanged ball bearing located in the

front face of the reduction gearbox centerbore. The bevel drive gear, adjusting spacer,thrust bearing and seal runner are stacked and secured to the propeller shaft by a singlespanner nut and keywasher. The thrust bearing cover is secured to the front of the

reduction gearbox and incorporates a removable oil seal retaining ring to facilitate

replacement of the oil seal.

15. TORQUEMETER

A. The torquemeter is a hydro-mechanical torque measuring device located inside, the first

stage reduction gear housing to provide an accurate indication of engine power output.The mechanism consists of a torquemeter cylinder, torquemeter piston, valve plungerand spring. (See Figure 1-4-10).

B. Rotation of the ring gear is resisted by the helical splines which impart an axial

movement to the ring gear and therefore to the torquemeter piston. This in turn moves a

valve plunger against a spring, opening a metering orifice and allowing an increased

flow of pressure oil to enter the torquemeter chamber. This movement will continue until

the oil pressure in the torque chamber is proportional to the torque being absorbed

by the ring gear. Any change in power control lever setting will re-cycle the sequenceuntil a state of equilibrium is again reached.

C. Hydrostatic lock is prevented by allowing oil to bleed continuously from the pressurechamber into the reduction gear casing through a small bleed hole provided in the topof the torquemeter cylinder.

D. Because the external pressure within the reduction gearbox may vary and affect the

total pressure on the exterior face of the torquemeter piston, the internal pressure is

measured. The difference between the torquemeter pressure and the reduction gearboxinternal pressure accurately indicates the torqu’e being produced. The two pressuresare internally routed to bosses located on the top of the reduction gearbox front case

where connections can be made to suit individual cockpit instrumentation requirements.

Page 1-4-20

Feb 01/2002



16. EXHAUST DUCT

A. The exhaust duct (see Figure 1-4-11), a divergent heat resistant duct has two outlet

ports, one on each side of the case. The duct is attached to the front flange of the gas

generator case and consists of inner and outer sections. A reinforcing ring is provided at

the rear of the exhaust duct at flange D. This consists of a scalloped ring machined in

two halves and coupled to form a circle by two equi-spaced clevis pin joints. The powerturbine stater housing is secured to flange D by twelve bolts which screw into and

also secure the reinforcing ring. The outer conical section which has two flanged exhaust

outlet ports forms the outer gas path and also functions as~a structural member to

support the reduction gearbox. The inner section forms the inner gas path and providesa compartment for the reduction gearbox rear case and the power turbine supporthousing. A removable sandwich-type heat shield insulates the power turbine supporthousing from the hot exhaust gases. A short No. 3 bearing cover and spacer are secured

at the rear of the power turbine support housing by a retaining ring. A drain passage,located at the 6 o’clock position in the exhaust duct, enables residual fuel accumulatingin the exhaust duct during engine shutdown to drain into the gas generator case

where it is discharged overboard through the front drain plug.

17. ACCESSORY GEARBOX

A. The accessory gearbox housing, located at the rear of the engine, consists of two

castings both of which are attached to the rear flange of the compressor inletcase by 16

studs. The front casting, which incorporates front and rear preformed packings, forms

an oil-tight diaphragm between the oil tank compartment of the inlet case and the

accessory drives. The diaphragm provides support for the accessory drive gear

bearings, seals, and main pressure oil pump whichis secured to the diaphragm by four

bolts. The diaphragm is attached to the accessory gearbox rear casting by four

countersunk screws and nuts located at the 4th, 8th, 14th and 18th positions in clockwise

rotation, assuming the Ist to be at the 12 o’clock position. (See Figure 1-4-12).

B. The rear casting forms an accessory gearbox cover and provides support bosses for the

accessory drive bearings and seals. The internal scavenge oil pump is secured inside

the housing and a second scavenge pump is externally mounted. Mounting pads and

studs are provided on the rear face for the combined starter-generator, the fuel

control unit with the sandwich mounted fuel pump, and the Ng tachometer-generator. A

large access plug located below the starter-generator mounting pad provides passagefor a puller tool which must be used to disengage and hold the ball-locked coupling shaft

and input gearshaft during disassembly. Three additional pads are available for

optional requirements. Accessory drives are supported on similar roller bearings fitted

with garter-type oil seals. An oil tank filler cap and integral dipstick is located at the

11 o’clock position on the rear housing to facilitate servicing of the oil system. A

centrifugal oil separator mounted on the starter-generator drive gearshaft separates the

oil from the engine breather air in the accessory gearbox housing. A cored passagein the diaphragm connects the oil separator to an external mounting pad located at the

12 o’clock position on the rear housing. A carbon face seal located on the front of

the gearshaft in the diaphragm precludes pressure leakage through the bearing assembly.

Page 1-4-21

Feb 01/2002



10I)

~----1 1 i i ~9

121 (4

25

II

C14B

Torquemeter- Schematic

Figure 1-4-10

Page 1-4-22

Feb 01/2002



Key to Figure 1-4-10

1. Gearbox Pressure

2. Torquemeter Pressure

3. Oil Control Piston

4. Control Spring5. Metering Orifice

6. Piston

7. Torquemeter Chamber

8. First Stage Planet Gear

9. First Stage Ring Gear

10. Helical Splines11. Casting12. Cylinder13. Bleed Hole

18. ENGINE LIFTING POINTS

A. Engine installation or removal is facilitated by front and rear lifting sling suspensionpoints. The front suspension point consists of a single metal bracket secured to the

top of the exhaust duct at flange A for all engine models. The bracket embodies a specialeye to accommodate the sling attachment and is identified for this use; a bolted

service plate is incorporated to accommodate the front linkage swivel joint. On PT6A-6

and PT6A-6A engines there are two rear suspension points. These consist of two metal

brackets located at the 3 and 9 o’clock positions on flange G. On PT6A-6B and

PT6A-20 Series engines, the rear suspension point consists of a single metal bracket

secured to the top of the accessory gearbox at flange G.

Page 1-4-23

Feb 01/2002



FLANGE A FLANGE C FLANGE D

C454B

Twin Outlet Port Exhaust Duct (Typical)Figure 1-4-11

Page 1-4-24

Feb 01/2002



ACCESSORY GEARBOXHOUSING

1FLANGE G

CENTRIFUGALBREATHER IMPELLER

ACCESSORYDIAPHRAGM

STARTER-GENERATOR

CARBON FACESEAL ~nr I ilAIDRIVE GEARSHAFT

BALL LOCK

ROLLER BEARING

CrvPlCAL)

INPUT GEARSHAFT

OIL FILTER AND OIL PUMP DRIVE

NON-RETURN GEARSHAFT

VALVEOIL SEAL

(TYPICAL)

MAIN PRESSUREPUMP BODYASSEMBLY

INLET OIL SCREEN

INTERNAL SCAVENGEPUMP GEARS

OIL TRAY

C554A

Accessory Gearbox Cross Section

Figure 1-4-12

Page 1-4-25/26

Feb 01/2002




SECTION 5 -AIR SYSTEMS

1. GENERAL

A. The engine has three separate air bleed systems: a compressor air bleed control, a

bearing compartment air seal and bleed system and a turbine disk cooling system. A

fourth system is available as an optional source of high-pressure air for use in operatingauxiliary airframe equipment. A blanked mounting flange located on the gas generatorcase is provided for external connections.


A. The compressor bleed valve automatically opens a port in the gas generator case to

spill interstage compressor air (P2.5), thereby providing antistall characteristics at low

engine speeds (less than 80% Ng). The port closes gradually as high engine speeds are

attained.

B. The compressor bleed valve consisting of a piston type valve in a ported housing, is

installed on the gas generator case at the 7 o’clock position, and is secured by two

bolts. The piston assembly is supported in the bore of the housing and is guided by a

seal support plate, guidepin and a guidepin bolt, which holds the piston assembly together.A rolling diaphragm permits the piston full travel in either direction, to open or close

the port, while at the same time effectively sealing the compartment at the top of the piston.A port in the gas generator case provides a direct passage for the flow of compressor

interstage air (P2.5) to the bottom of the bleed valve piston. (See Figure 1-5-1).

C. Compressor delivery air (P3) is tapped off and applied to the bleed valve through a

nozzle (fixed orifice) in the bleed valve cover, then passed through an intermediate

passage and out to atmosphere through a metering plug (convergent-divergent orifice).The control pressure (Px) between the two orifices acts upon the upper side of the

bleed valve piston, so that when Pr is greater than P2.5, the bleed valve closes. In the

closed position, the interstage air port is sealed by the seal support plate which is

forced against its seat by the action of Pr. Conversely, when Pr is less than P2.5, the

bleed valve opens and allows interstage air (P2.5) to be discharged to atmosphere. The

piston is prevented from closing off the Pr feed line to the upper section of the valve

chamber and from damaging the piston assembly by the stop formed by the hexagon of

the guidepin, which is screwed into the valve cover, and the hexagon of the pistonguidepin bolt.

3. BEARING COMPARTMENT SEALS TURBINE COOLING AND AIR BLEED SYSTEMS

A. Engine air pressure is utilized to seal the Ist, 2nd and 3rd bearing compartments and

also to cool both the compressor and the power turbines (see Figure 1-5-2). The air

pressure is used in conjunction with air seals which establish and control the requiredpressure gradients. The air seals used on the engine consist of a series of stationaryexpansion chambers (labyrinths) formed by deep annular~grooves machined in the bore

of a circular seal. The clearance between the rotating and stationary parts is kept as

small as possible consistent with mechanical safety.

Page 1-5-1

Feb 01/2002



P3-COMPRESSORDISCHARGE AIR

’tFIXED ORIFICE

Px-POTENTIOMETRICPRESSURE TO TOP

OF PISTON

ft PRESSUREAMBIENT

FINAL ORIFICE

CENTRAL GUIDE PIN

ROLLINGDIAPHRAGM:j: t Z~ BODY

PISTONDISCHARGE TOATMOSPHERE

OUTER GUIDE:j:

INTERSTAGE AIRGAS GENERATOR CASE (P2.5)

C829

Compressor Bleed Valve Schematic

Figure 1-5-1

Page 1-5-2

Feb 01/2002



I) A SEALING AND COOLING I) B AIR BLEED SYSTEM I,C TURBINE COOLING

i’Bh~lV

;I,

;1

C563A

Bearing Compartment Seals, Turbine Cooling and Air Bleed Systems (Typical)Figure 1-5-2

Page 1-5-3

Feb 01/2002



B. Compressor interstage air is utilized to provide a pressure drop across the air seal

located in front of No. 1 bearing. The air is led through perforations in the rim of the

compressor long spacer and sleeve assembly into the center of the rotor. It then flows

rearward through passages in the three compressor disks and out to an annulus machined

in the center of the air seal via passages in the compressor rear hub. The pressure air

is allowed to leak through the labyrinth and so provides the required pressure seal.

C. The No. 2 bearing is protected by an air seal at the front and at the rear of the bearing.Pressure air for this system is bled either from the centrifugal impeller tip or, dependingon engine speed, from the labyrinth seal connecting it to the turbine cooling air

system. The air flows through passages in the No. 2 bearing support, equalizing the air

pressure at the front and rear of the bearing compartment and ensures a pressureseal in the front and rear labyrinths.

D. The compressor and power turbine disks are both cooled by compressor discharge air

bled from the slotted diffuser baffle area down the rear face of the outer exit duct

assembly. It is then metered through holes in the compressor turbine vane support into

the turbine baffle hub, where it divides into three paths. Some of the air is metered

to cool the rear face of the compressor turbine disk, and some to pressurize the bearingseals. The balance is led forward through passages in the compressor turbine hub to

cool the front face of the compressor turbine. A portion of this cooling air is also led througha passage in the center of the interstage baffle where the flow divides. One path flows

up the rear face of the power turbine disk while the other is led through the center of the

disk hub and out through drilled passages in the hub of the No. 3 bearing air seals

and front face of the power turbine disk.

E. The cooling air from both turbine disks is dissipated into the main gas stream flow to

atmosphere. The bearing cavity leakage air is scavenged with the scavenge oil into

the accessory gearbox and vented to atmosphere through the centrifugal breather.

Page 1-5-4

Feb 01/2002




SECTION 6 LUBRICATION SYSTEM

1. GENERAL

A. The lubrication system is designed to provide a constant supply of clean lubricating oil

to the engine bearings, reduction gears, torquemeter, propeller and all accessory drive

gears. The oil lubricates and cools the bearings, and conducts any foreign matter to the

main oil filter where it is precluded from further circulation. Calibrated oil nozzles are

used on the main engine bearings to ensure that an optimum oil flow is maintained for all

operating conditions. A main pressure pump located in the oil tank supplies oil to the

accessory section and through an external transfer tube to the gas generator section and

reduction gearbox.

2. OIL TANK

A. The oil tank is an integral part of the compressor inlet case and is located in front of the

accessory gearbox. The tank capacity is sufficient to meet all normal operatingrequirements, since the average oil consumption is less than 0.2 Ibs/hr. For tank capacitiesand other data, refer to Section 2, preceding.

B. The oil tank is provided with an oil filler neck and a quantity dipstick and cap which

protrudes through the accessory gearbox at the 11 o’clock position. The markings on

the dipstick correspond to U.S. quarts, and indicate the quantity of oil required to service

the tank to the full mark. A drain plug provided in the bottom of the tank facilitates oil

drainage. SB1506 introduces a check valve at the lower end of the Oil Filter Tube,restricting oil loss should the oil-filler-cap be improperly installed.

3. OIL PUMP

A. 011 supplied to a gear type pump, in the lowest portion of the oil tank, is delivered under

pressure to the engine lubricating system. The oil pump consists of two gears within a

pump body and cover which are bolted together to the front face of the accessorydiaphragm. Drive is imparted to the pump by an accessory gearshaft which also

drives the internal double element scavenge pump. A removable screen is provided at

the oil pump inlet. A circular mounting boss on the pump body accommodates a springloaded check valve, and through which oil delivery pressure is pumped into the filter

housing.

4. OIL FILTER ASSEMBLY

A. The oil filter assembly consists of either a disposable cartridge type filter element or an

all-metal cleanable element, with a perforated flanged end, a spring-loaded bypass valve

and check valve, (see Figure 1-6-1). These are secured in a alloy housing located in

the compressor inlet case at the 3 o’clock position. A filter cover, secured to the inlet case

by four nuts, holds the filter element and housing in position. Oil pressure flows

through the check valve into the housing, through the filter element and out to the

engine system via a cored passage, leaving any foreign matter deposited on the exterior

of the element. The check valve, positioned in the end of the housing, preventsgravity flow into the engine after shutdown and permits the filter element to be changedor removed for cleaning without having to drain the oil tank.

Page 1-6-1

Feb 01/2002


MANUAL PART NO.´•3015442

OVERBOARDBREATHER-VENT

RELIEF VALVE BODYOIL TANK FILLER CAP

AND DIPSTICK

O

ADJUSTING SPACER

ACCESSORY GEARBOXOIL PRESSURE

HOUSINGRELIEF VALVE

FILTER ELEMENT

OIL FILTER COVER

TEFLON SPACER

STARTER GENERATORFILTER HOUSING

CAVITY DRAIN

BYPASS VALVE

8CHECK VALVE

REDUCTION GEARBOX AND 7~r INTERNAL DOUBLE ELEMENTPOWER SECTION SCAVENGE ’C SCAVENGE OIL PUMP

OIL RETURN

EXTERNAL DOUBLE ELEMENTSCAVENGE OIL PUMP PRESSURE OIL TO REDUCTION

GEARBOX AND POWER SECTION

OIL TANK DRAIN PLUG

C308A

Accessory Gearbox Lubrication Schematic

Figure 1-6-1

Page 1-6-2

Feb 01/2002



A filter bypass is provided by a spring-loaded bypass valve located in the downstream

side of the check valve. The bypass valve is normally closed and sealed againstleakage by a molded seal located on the front end of the disposable filter element, or bya preformed packing located on the front of the all-metal element. In the event of a

blocked filter, the increased pressure overcomes the bypass valve spring, opens the

bypass valve and provides an alternate passage for unfiltered oil flow through the engine.

C. Engine oil pressure is regulated by a plunger type pressure relief valve located on the inlet

case just above the oil filter assembly, (see Figure 1-6-1). Oil in excess of the regulatedpressure is bypassed back to the tank through a cored passage inside the case. Oil

pressure is adjusted at the factory by the addition or deletion of adjusting spacers and

does not normally require any further adjustment.

5. OIL PRESSURE SYSTEM

A. Oil lubrication for the accessory drives and bearings is supplied from the oil filter throughcored passages and transfer tubes in the accessory diaphragm and rear housing, (seeFigure 1-6-1). The No. 1 bearing is lubricated by oil routed via an internal passage in the

compressor inlet case, through a filter and nozzle assembly secured in the center

section of the case at the rear of the bearing. The oil is sprayed by the nozzle into a

collector ring mounted on the rear of the compressor hub and directed through passagesin the split inner race to the bearing assembly by centrifugal force.

B. A direct supply of oil is provided to lubricate the No. 2 bearing, reduction gearbox, front

accessories, and power turbine shaft bearings, (see Figure 1-6-2). From the filter, the

oil is directed through a cored passage to an outlet boss located at the bottom of the

compressor inlet case. An external transfer tube, connected to the boss, leads oil

pressure forward to the reduction gearbox. Oil is tapped from the tube to lubricate No. 2

bearing via an internal transfer tube secured in the gas generator case. The tube

passes through a diffuser vane to an oil gallery with two nozzles. A strainer protects the

two nozzles which are positioned one in front and the other at the rear of the No. 2

bearing.

C. The main oil pressure is delivered at 70 psig to the reduction gearbox where it is divided

into´•two branches. One branch leads to the first stage reduction gears, splines,torquemeter, Nos. 3 and 4 bearings. The second branch delivers oil to the second stagereduction gears and spray lubrication for the No. 4 bearing.

D. Oil pressure to the torquemeter is directed through a metering valve which controls the

flow into the torquemeter chamber. The position of the metering valve is dependent on

the torquemeter piston which reacts in direct proportion to engine torque. (For torquemeterdetails, refer to Section 4, preceding.) The oil from the torquemeter supply is directed

via an internal oil transfer tube and strainer in the power turbine support housing to four

nozzles; two of the nozzles are positioned one in front and one in the rear of No. 3

bearing. The other two nozzles are located one in front and the other in the rear of No. 4

bearing to provide additional lubrication to the first stage sun gear coupling and the

bearing.

Page 1-6-314

Feb 01/2002



FROM OIL COOLER OIL-TO-FUEL HEATERr------~

DEAERATOR

PROPELLER INTEGRALOILTANK ~q OIL TANK BREATHERGOVERNOR -~re CAPACITY 2.3 GALLONS i______j

OIL FILLER ANDDIP STICK

TORQUEMETER OIL

SPLINES, BEARINGSAND CONTROLVALVECENTRIFUGAL

REDUCTION GEARS BREATHER

NO. 4 BEARING N0.3 NO. 2 BEARING NO. 1 BEARING

OILSVPPLY B POWERCHECK

VALVETOOIL COOLER

(30 PSI MAX.)

OIL FILTER AND

TURBINE POWER TURBINEBEARINGS COMPRESSOR ASSEMBLY

BEARINGSBEARINGS

SCAVENGE PUMP

Nb. 2 BEARING VENGE PUMP

FILTER BYPASS VALVE

THRUST PRESSURE RELIEF VALVE REDUCTION CASEBEARING WITH RETURN TO OIL TANK SCAVENGE PUMP

ACCESSORY CASESCAVENGE PUMP

OIL PRESSURE PUMP GRAVITY DRAIN3 ACCESSORY

TO TORQUEMETER PRESSURE OIL TANK If GEARBOXTRANSMITTER

PRESSURE INDICATOR DRAINBYPASS VALVE

SCAVENGE OIL FROM PROPELLER AND REDUCTION GEARBOX tj TOCOCKPIT I ITEMPERATUREINS1’RUMENTS’ 1 BULB

OIL SUPPLY TO PROPELLER AND REDUCTION GEARBOX 70 PSITO REDUCTION GEARBOX

OIL SUMP TOPROPELLER CONTROL REDUCTION

OIL GEARBOXSUPPLY

n~ji R’V’RS1NG VLLV~ PRESSURE OIL SCIIVENGE OIL

DIVIDERBRAIN OIL PEBa BREP~TnER LINE

PT6A-6A ENGINES ONLY

C13815

Engine Lubrication Schematic PT6A-6/20

Figure 1-6-2

Page 1-6-5/6

Feb 01/2002



The second branch oil pressure is directed to No. 4 bearing through an oil nozzle

secured in the rear of the propeller oil transfer tube. Passages in the split inner races of the

bearing line up with a drilled annulus on the power turbine shaft to provide access for

centrifugal oil flow into the bearing assembly. The second branch also provides oil from the

internal annulus through cored passages to the propeller constant speed control unit,the accessory drive gears and the propeller thrust bearing. Oil mist provides lubrication to

the second stage carrier bearing.

6. PITCH REVERSING VALVE SYSTEM (PT6A-6A ENGINES)

A. The pitch reversing valve works in connection with a flow divider to provide a hydrauliccontrol medium for use on reversing propeller installations. The reversing valve serves

as a variable pivot for the reversing valve lever; its position is therefore a function of

reversing valve lever travel. It consists of a ported sleeve valve and housing secured

in the propeller thrust bearing cover.

B. The flow divider consists of a ported sleeved valve which is spring-loaded to the closed

position. It is contained in a separate housing, secured to the reduction gearbox and

interconnects the reversing valve to the gearbox oil sump. It also provides an alternate

oil passage through a check valve to the reduction gearbox main oil pressure inlet. Duringnormal propeller operation, a high-pressure oil bleed opens the flow divider valve

ports, allowing the oil dumped by the reversing valve to return directly to the reduction

gearbox oil sump. However, during windmilling operations, with consequent low gas

generator rpm, the flow divider valve spring tension overcomes the oil bleed pressure,closing the valve ports and directing the propeller control oil flow back to the main oil

gearbox.pressure inlet where it is recirculated through various passages in the reduction

7. SCAVENGE OIL SYSTEM

A. The scavenge oil system includes two double-element scavenge pumps connected byinternal passages and lines to two main external transfer tubes. One pump is secured

inside the accessory gearbox and the other is externally mounted. They are contained in

separate housings and driven off accessory gearshafts.

B. The oil from the No. 1 bearing compartment is returned by gravity through an internal

cored passage to the bottom of the compressor inlet case and then through oil transfer

tube in the oil tank and accessory diaphragm into the accessory gearbox. No. 2

bearing oil drains down from its compartment into an external transfer tube leadingrearward tothe bottom of the oil tank. It is then scavenged through a cored passage in

the accessory diaphragm to the front element of the internal scavenge pump which

forces oil into the accessory gearbox. The oil from the centrifugal breather and inputgearshaft and bearings drains to the bottom of the accessory gearbox. It is scavengedfrom the gearbox together with the oil from Nos. 1 and 2 bearings and the scavengedoil from Nos. 3 and 4 bearings (see Paragraph 17, following). The double-element

scavenge pump is connected by a quillshaft to the main oil pump in the oil tank and

drives an externally mounted tachometer-generator.

Page 1-6-7

Feb 01/2002



C. The Nos. 3 and 4 bearing compartment oil is scavenged through a transfer tube into the

reduction gearbox, and drains rearward through an external transfer tube to the front

element of the external scavenge pump, where it is returned into the accessory gearbox.Oil from the propeller control, front thrust bearing, reduction gears and torquemeterbleed orifice drains into the reduction gearbox sump, and is scavenged by the rear element

of the external scavenge pump via a separate external transfer tube. The oil from the

pump is delivered through a tee connection into a tube to the airframe cooler, from where

it is returned to the oil tank. Oil returned to the accessory gearbox from Nos. 1, 2, 3

and 4 bearings is scavenged by the rear element of the internal scavenge pump circulated

through the airframe oil cooler and returned to the oil tank.

8. BREATHER SYSTEM

A. Breather air from the engine bearing compartments and the accessory gearbox is

vented overboard through a centrifugal breather located in the accessory gearbox. The

various engine compartments are connected to the accessory gearbox by cored

passages or existing scavenge oil transfer tubes. The No. 1 bearing vents rearward

through the bearing rear housings and the oil tank center tube into the accessory gearboxvia the input gearshaft bearing. The No. 2 bearing is vented to the accessory gearboxby an interconnecting vent tube in the compressor assembly and the hollow passages in

the extension drive coupling and gearshaft. A bypass valve, immediately upstream of

the front element of the internal scavenge pump, allows oil and air to be vented into the

accessory gearbox under certain transient operating conditions to preventoverpressurizing the number 2 bearing area. Under normal operating conditions, the

valve is closed to prevent oil flooding back into the tube assembly. The Nos. 3 and 4

bearings and the reduction gearbox are vented by utilizing the present large diameter

internal and external scavenge tubes which lead back from the reduction gearbox to

the external scavenge pump mounted on the accessory gearbox and dumped into the oil

tank after passing the airframe cooler. The oil tank, in turn, vents into the accessory

gearbox through a breather tube.

9. CENTRIFUGAL BREATHER

A. The centrifugal breather consists of a shrouded aluminum alloy impeller secured to the

rear face of the starter-generator gearshaft by a retaining ring. Rotational torque is

transmitted from the gearshaft to the impeller by three equi-spaced alloy pins. Breather

air flows radially inward through the rotating impeller housing where the oil particlesare separated from the air mist by centrifugal force. The oil particles are thrown outward

and drain freely to the bottom of the accessory gearbox. The relatively oil-free

breather air passes forward through the hollow center section of the gearshaft to a

cored passage in the accessory diaphragm. It is then routed through a transfer tube to a

breather boss on the rear face of the accessory housing where a connection for an

overboard vent line is provided.

Page 1-6-8

Feb 01/2002



10. OIL-TO-FUELHEATER

A. The oil-to-fuel heater is a self-contained engine option secured to flange G on the

accessory gearbox. It functions as a heat exchanger when the engine is running, utilizingheat from the engine lubricating system to pre-heat fuel in the engine fuel system. The

system incorporates a two-pass engine oil circuit and a two-pass fuel circuit, at right anglesto one another (see Figure 1-6-3). A temperature control valve regulates the fuel

temperature by either permitting oil flow through the heater core, or bypassing it throughthe valve back to the engine oil tank through an external line.

B. Hot engine oil enters the oil circuit through the oil inlet port of the heater under enginepressure. If the outlet fuel temperature is less than the ball valve setting, the vernatherm

plunger will be retracted and the ball will seal the bypass port, forcing the engine oil

to circulate through the core of the heat exchanger. The heat from the engine oil is

transferred through the walls of the heat exchanger to warm the engine fuel.

C. If the fuel outlet temperature is above the ball valve setting, the vernatherm plunger will

be in an extended position and the ball will be lifted off its seat by the plunger. This

permits the hot engine oil to flow through the bypass port and oil outlet without circulatingthrough the heat exchanger core. The fuel outlet temperature is accordingly reduced.

11. OIL SYSTEM INSTRUMENTATION

A. Main oil pressure is measured from the transmitter located at the 3 o’clock position on

the accessory housing. Oil temperature is measured by a temperature bulb located at

the 4 o’clock position on the accessory gearbox.

Page 1-6-9

Feb 01/2002



FUEL IN

I::::::::

i5ii~

j:’

iFUEL OUT

t

OIL I I OILIN I I OUT

O;L O;LIN OUT

BY-PASSCONDITION

023

Oil-to-Fuel Heater Flow Schematic

Figure 1-6-3

Page 1-6-10

Feb 01/2002



PARII DESGRIPTION OF ENGINE

SECTION 7 IGNITION SYSTEM

GLOW PLUG TYPE (PRE-SB1429)

1. GENERAL

A. The glow plug type ignition system has been developed and adapted to provide the

engine with an ignition system capable of quick light-up at extremely low ambient

temperatures. The basic system consists of an ignition current regulator with a selectable

circuit to the two sets of ballast tubes, two shielded ignition cable and clamp assemblies

and two glow plugs.

2. IGNITION CURRENT REGULATOR

A. The ignition current regulator is secured by three bolts to the accessory gearbox castingat flange G. The regulator may be airframe mounted if required. The regulator box has a

removable cover and contains four ballast tubes (See Figure 1-7-1) Each tube

consists of a pure iron filament surrounded by helium and hydrogen gases and enclosedin a glass envelope sealed to an octal base. The iron filament, having a positivecoefficient of.resistance (resistance increased with temperature increase caused bycurrent flow), provides a stabilizing effect on the current passing through it. At low

temperatures ballast tube resistance is decreased to counteract power loss and as

temperatures rise ballast tube resistance increases to maintain nearly constant

glow-plug current. Each glow plug is wired in series with two parallel-connected ballast

tubes and either or both glow plugs may be selected for light-up. Ballast tubes provide an

initial current surge when switched on, and a lower stabilized current after approximately30 seconds. This characteristic provides rapidly heated glow plugs for fast light-up.

3. GLOW PLUGS

A. The glow plug (see Figure 1-7-2) consists of a helical heating element fitted into a short

plug body. The plugs are secured to the gas generator case in threaded bosses

provided at the 4 and 8 o’clock positions. The heating element consists of a helicallywound coil which lies slightly below the end of the plug body. Four holes, equi-spaced on

the periphery of the plug body lead into an annulus provided below the coil. Duringstarting procedure, the fuel sprayed by the fuel nozzles traverses the lower wall of the

combustion chamber liner into the annulus, The fuel is vaporized and ignited by the hot coil

element which heats up (yellow hot) to approximately 1260"C (2300"F). The four air

holes bleed compressor discharge air fr~m the gas generator case into the body then pastthe hot coil into the combustion chamber to produce a hot streak or torching effect

which ignites the remainder of the fuel. The air also serves to cool the coils when the

engine is running with the ignition system switched off.

Page 1-7-1

Feb 01/2002



GLOV~ PLUGS

LEFT RIGHT

(9 O’CLOCK POSITION) (40’CLOCK POSITION)

UPPER INPUT CONNECTOR

LOWER CENTER

OUTPUT OUTPUT

CONNECTOR I I I I I I CONNECTOR

A B

4\ 1 I 1 /4 5

0\ II 1 /00

10Q

05 3 062

O7Os

O

#1 I I I I 1 #3

BALLAST TUBE BASE

3 4\ 1 I e-~c\s 40\ II I /00

10O

06/ 11 \10Q Os052 05 2

#2 1 I I 1 #4

2&3COMMON7&8COMMON

C448D

Ignition Current Regulator Circuit DiagramFigure 1-7-1

Page 1-7-2

Feb 01/2002



EXHAUST CASEINNER SECTION

COMBUSTION CHAMBERLINER

GLOW PLUG

COOLINGAIRPPSSIGE

LEAD CONNECTOR FROM

GAS GENERATOR I _I IGNITION REGULATOR BOX

CASE

C3735A

Glow Plug Installation

Figure 1-7-2

Page 1-7-3

Feb 01/2002



SPARK IGNITER TYPE (POST-SB1429)

4. GENERAL

A. The spark ignition system has been developed to provide the engine with an ignitionsystem capable of quick light-ups over a wide temperature range. The systemconsists of an engine-mounted ignition exciter, two individual high tension cable

assemblies and two spark igniters. The system is energized from the aircraft nominal

28-volt d.c. supply and will operate in the 9- to 30-volt range.

5. IGNITION EXCITER

A. The ignition exciter is a sealed unit containing electronic components encased in an

epoxy resin. The unit is energized only during the engine starting sequence to initiate

combustion in the combustion chamber. The exciter transforms the DC input to a pulsedhigh voltage output through solid-stage circuitry, a transformer and diodes.

B. When the unit is energized, a capacitor on the high voltage side of the output transformer

is progressively charged, until the energy stored, approximately four joules, is sufficient

to ionize a spark gap in the unit and discharge the capacitor across the two sparkigniters through a dividing and step-up transformer network. The network is designed so

that if one igniter is open or shorted, the remaining igniter will continue to function.

The network also enables the capacitor to discharge automatically in the event of either

or both igniters becoming inoperative, or input voltage is switched off.

6. SPARK IGNITERS

A. The spark igniters, located at the 4 and 8 o’clock positions on the gas generator case

and adjacent to the fuel manifold, are in the form of a double-ended, threaded plug.witha central positive electrode, enclosed in an annular semi-conducting material. The

electrical potential developed by the ignition exciter is applied across the gap between

the central conductor and the igniter shell (ground). As this potential increases, a small

current passes across the semi-conducting material. This current increases until the

air between the central conductor and the shell ionizes. When ionization occurs, highenergy discharges between the electrodes. The spark always occurs somewhere in the

annular space between the central conductor and shell.

Page 1-7-4

Feb 01/2002




SECTION 8 FUEL SYSTEM

INTRODUCTION

1. GENERAL

A. The basic fuel system (see Figure 1-8-1) consists of a single engine driven pump, a

fuel control unit, a fuel manifold and 14 simplex fuel nozzles. A fuel dump valve and

two drain valves are provided on the gas generator case to ensure drainage of residual

fuel after engine shutdown.

FUEL PUMP (VANE TYPE)

2. GENERAL

A. The fuel pump is mounted on the accessory gearbox and is driven through a splinedcoupling. The coupling splines are lubricated by oil mist from the accessory gearboxthrough a hole in the gearshaft. Another splined coupling shaft extends the drive to the

fuel control unit which is bolted to the rear face of the fuel pump. Fuel from the

aircraft fuel boost pump enters the pump through a 74 micron (200 mesh) inlet screen.

The filter screen is spring-loaded to lift and allow unfiltered fuel to flow in the event

of the screen becoming blocked. The fuel is pumped by rotation of the slotted rotor´•which

contains 10 vanes. The vanes move within their slots, following the inside contour of a

cam ring. The vanes are held against the contour of the ring by centrifugal force and

system pressure. The moving vanes in the cam ring form opposing chambers connected

to pump inlet and outlet ports. As each chamber, formed between the vanes, moves

around in the cam ring, it changes in volume, drawing in fuel and then ejecting^it.

Page 1-8-1/2

Feb 01/2002

PHATT WHITNEY CANADAMAINTENANCE MANUAL


LEGEND

BYPASS FUEL PRESSURE PoTRANSFER TUBE FUEL MANIFOLD

uNMETEREoFuELPREssuRE P1 ADAPTER ASSEMBLY

t-~ METERED FUEL PRESSURE PZNOULE

AMBIENT PRESSURE Pa SHEATH

GOVERNOR SERVO PRESSURE Py DRAIN I COMBUSTIONCHAMBER LINER

ACCELERATION 6 SPEED ENRICHMENT PRESSURE Pr GASGENERATOR

COMPRESSOR DISCHARGEPRESSURE Pc CASE

ORII*YALVtTO ITMOSPWTRF

GRAIN TO ATMOSPHERE

MINIMUM CUT-OFF VALVE FUEL CONTROLPRESSUR~ING MIN. FLOW STOP :UNIT AUTOMATIC FUEL

NOTEPROPELLERSPEED 1 vn~ve

METERING SPECIFIC CRAVTTY

I DUMP VALVEPROPELLER GOVERNOR ON MAX. STOP VALVE ADJUSTMENT OUTPUT FILTER (10 MICRON)PT6A-6 SERIES AND PT6A-20

ENGINES IS AIRFRAME SUPPLY ~51 Ir~ I I IJ 5 1 ~49 DISK GROUP GEAR TYPE(BIMETAUIC)

B.FUEL PUMP a FILTER BYPASS VALVE

BELLOWS STOP METERING HEAD

REGULATOR

PROP.GOVERNOA OIFFEREMIIC X PRESSURE j I ~--rmGY1U N rINPUTCOUPLING

RESETARM BELLOWS REGULATING

OAl OVALVE

BLEED RETURNTO TANKMAXIMUM OR

I~ STOP

a. iRm, RELIEF I I

VALVE PUMP GEAR AND SHAFTGEARUNDERSPEEDFUEL ACCELERATIDN

GOVERNINGSPEED BELLOWS

ADJUSTMENT ~VACUATED) MAX. FLOW

PROPELLER GOVERNOR Nf SECTION

L_ STOP

1 INLET SCREEN (74 MICRON)

L PT6A-20A OR 208 ENGINES ONLY

REGULATING VALVE

BYPASS PRESSURE

CUT-OFF STOP

FUEL INLET

(FROM BOOST PUMP)

PRIMARY AND Pc NEEDLE VALVE

IDLE RESET STOP

VIEW OF CUT-OFF IDLERESET LINKAGE

DISK GROUP (BIMETALLIC)POWER TURBINE

MAX. STOPrlN. STOP GOVERNROR NfGOVERNORGASSPEED~; DISCH*ROE PRESSURESCHEDULING CAM

r-

PT6A-6 SERIES ANDSCHEDULING

PT6A-20 ENGINES ONLY Ng GOVERNORCAM TEMPERATURE COMPENSATORL.

IDLE SPEEDVIEW OF POWER TURBINE STOP

GOVERNOR LEVER

C1854A

Engine Fuel System Schematic

Figure 1-8-1

Page 1-8-3/4

Feb 01/2002



FUEL PUMP (GEAR TYPE)

3. GENERAL

A. This is a positive displacement gear type pump which incorporates spring and pressureloaded bushings and is driven off the accessory gearbox. A coupling is incorporated to

transmit the drive to the pump gears. The coupling splines are lubricated by oil mist from

the accessory gearbox, through a hole in the engine gearshaft. Another coupling is

used to transmit a speed signal to the fuel control unit from the pump gears. Fuel from

the aircraft boost pump enters the fuel pump through a 74 micron (200 mesh) inlet screen

and flows into the pump gear chamber, from where the fuel is delivered at highpressure to the fuel control unit through a 10 micron pump outlet filter. The inlet screen

is spring-loaded to lift and allow unfiltered fuel to flow into the pump in the event of

the screen becoming blocked. A bypass valve, in parallel with the outlet filter and

connected to the fuel control unit by cored passages in the pump casing, enables

unfiltered high pressure fuel to pass from the pump to the fuel control unit when the

outlet filter becomes blocked. An internal cored passage originating at the mating face

with the fuel control unit mounting flange returns bypass fuel from the fuel control unit to

the pump inlet downstream of the inlet screen. A pressure regulating valve in this line

serves to pressurize the gear bearings.

FUEL CONTROL SYSTEM

4. GENERAL

A. The fuel control system consists of three separate units with interdependent functions:

The fuel control unit (FCU), the power turbine governor, or propeller governor package(PT6A-20A and PT6A-20B engines) and temperature compensator, (see Figure 1-8-2).The FCU determines the correct fuel schedule for the engine, to provide the powerrequired as established by the power control lever. This is accomplished by controllingthe speed of the compressor turbine (Ng). The power turbine governor, or power turbine

governor section (Nf) of the propeller governor package (PT6A-20A and PT6A-20B

engines), provides power turbine overspeed protection during normal operation. On

propeller reversing installations, the propeller governor is inoperative during reverse thrust

operation, and control of the power turbine speed is accomplished by the powerturbine governor, or power turbine governor section (Nf) of the propeller governor package(PT6A-20A and -20B engines). The temperature compensator alters the acceleration

fuel schedule of the fuel control unit, to compensate for variations in compressor inlet air

temperature. Engine characteristics vary with changes in inlet air temperature and the

acceleration fuel schedule must, in turn, be altered to prevent compressor stall and/or

excessive turbine temperatures.

Page 1-8-5/6

Feb 01/2002



1 FUEL METERING VALVE2 MINIMUM PRESSURIZING VALVE3 HIGM-PRESSURE RELIEFVALVE4 TORQUE TUBE ASSEMBLY

6 NEEDLE VALVE ORIFICE TEMPERATUREr- UNIT

FUEL CONTROL~OL O I METERING SECTIONNO/5 BYPASSVALVE

7 ROD COMPENSATOR PNEUMATIC (COMPUTING)

~1SECTION i8 COMPRESSOR TURBINE GOVERNOR SPRING

8’ COMPRESSORTURBINE ENRICHMENTSPRING9 COMPRESSOR TURBINE SPEED SET LEVER pv

10 LINK

12 POWER TURBINE SPEED SET LEVER~X FUeL BLEEO TO TINK11 IDLE SPEEDADJUSTMENT

13 POWER TURBINE GOVERNOR SPRING i Hn i 111 j j17

I FUEL OUTLET TO NOULES14 POWER TURBINE GOVERNOR PLATFORM po

15 NEEDLE VALVE ROD 15

16 MINIMUMNSCUT-BACK i ~i=17 CUT-OFFIIALVE :li-

18 COMPRESSOR TURBINE GOVERNOR PLATFORML_____J i FUEL

19 MINIMUM Nf GOVERNING PUMP

20 SPEED SET LEVERBOOSTER PUMPFUELFROM

ei 0, 23

21 SPEEDER SPRING22 PLATFORM

IUNOIRSPeeO*OJUSTM.II~ nTB 123 OVERSPEED ADJUSTMENT

25 YOKED BELLCRANK IIo a

OPa AMBIENTAIR o

P1 UMMETERED PUMP DELIVERY FUEL I ra ~Kls i22

16

Pc COMPRESSOR DICHARGEAIR

P2 METEREDFUELPo BYPASSFUEL

Py GOVERNINGPRESSUREiGOVERNOR 1Pr ENRICHMENT PRESSURE

Nf GOVERNOR SECTION05 ENRICHMENT ORIFICE06 GOVERNING ORIFICE PROPELLER GOVERNOR

08 GOVERNING ORIFICE Nf SECTION _J PT6A-6 SERIES AND

PT6A-20 ENGINES ONLY72 AIR INLETTEMPERATURE PT6A-20A AND -208

ENGINES ONLY

C1852A

Fuel Control System Schematic

Figure 1-8-2

Page 1-8-7/8

Feb 01/2002

PRATT WHITNEY CANADAN1AINTENANCE MANUAL


FUEL CONTROL VNIT

5. GENERAL

A. The gas turbine fuel control unit (FCU) (see Figure 1-8-3) is mounted on the enginedriven fuel pump and driven at a speed proportional to compressor turbine speed(Ng). The FCU determines the correct fuel schedule for the engine, to provide the power

required by the power control lever setting. This is accomplished by controlling the

speed of the compressor turbine (Ng). Engine power output is directly dependent upon

compressor turbine speed. The FCU governs compressor turbine speed (Ng), therebygoverning the actual power output of the engine. Control of Ng is accomplished byregulating the amount of fuel supplied to the combustion chamber.

6. FUEL SYSTEM

A. The FCU is supplied with fuel at pump pressure (P1), (see Figures 1-8-1 and 1-8-2).Fuel flow is established by a metering valve and bypass valve system. Fuel at P1

pressure is applied to the metering valve inlet. The fuel pressure at the metering valve

outlet is referred to as metered fuel pressure (P2). The bypass valve maintains an

essentially constant fuel pressure differential (P1 P2) across the metering valve. The

orifice area of the metering valve changes to meet specific engine requirements. Fuel

pump output in excess of these requirements is returned to pump inlet, and is referred

to as Po. The bypass valve consists of a sliding valve operating in a ported sleeve. The

valve is actuated by means of a diaphragm and spring. In operation, the spring force

is balanced by the pressure differential (P1 P2) operating on the diaphragm. The bypassvalve is always positioned to maintain the P1 P2 differential and to bypass fuel in

excess of engine requirements.

B. A relief valve is incorporated parallel to the bypass valve to prevent a buildup of

excessive P1 pressure in the control body. The valve is spring loaded closed and remains

closed until the inlet fuel pressure (P1) overcomes the spring force and opens the

valve. As soon as the inlet pressure is reduced, the valve again closes.

C. The metering valve consists of a contoured needle working in a sleeve. The meteringvalve regulates the flow of fuel by changing orifice area. Fuel flow is a function of

metering valve position only, as the bypass valve maintains an essentially constant

differential fuel pressure across the orifice regardless of variations in inlet or dischargefuel pressures. The pressurizing valve is located between the metering valve and the

cut-off valve. Its function is to maintain adequate pressure within the control to assure

correct fuel metering. The cut-off valve provides a positive means of stopping fuel flow to

the engine. During normal operation, this valve is fully open and offers no restriction to

the flow of fuel to the nozzles. On installations not incorporating a reversing propeller, the

cut-off valve is actuated by the power control lever. On installations incorporating a

reversing propeller, an additional linkage system is employed to operate the cut-off valve.

D. An external adjustment is provided on the bypass valve spring cover to match

accelerations between engines on multi-engine installations. Compensation for variationsin specific gravity resulting from changes in fuel temperature is accomplished by the

bimetallic disks under the bypass valve spring.

Page 1-8-9

Feb 01/2002



HI-IDLE STOP CUT-OFF STOP

&IACCELERATIONADJUSTMENT

MAX Ng SPEEDFCU CONTROL ~sS,

ADJUSTMENTARM

PART POWERTRIM STOP

FUELOUTLET

I-.J

’Lil

FUEL INLET FUEL CUT-OFFVALVE LEVER

C27B

Fuel Control Unit

Figure 1-8-3

Page 1-8-10

Feb 01/2002



7. POWER INPUT. SPEED GOVERNOR AND ENRICHMENT SECTION----´•´•´•--´•´•I´•´•´•--

A. For details of the governor and enrichment levers, see Figure 1-8-4. Views A and B

identify the individual levers and their relationship to each other. Views C and D show

these levers in operation. The power input shaft incorporates a cam which depresses an

internal lever when the power is increased. A spring connects this cam follower lever

to the governor lever. The governor lever is pivoted and one end operates against an

orifice to form the governor valve. The enrichment lever pivots at the same point as

the governor lever. It has two extensions which straddle a portion of the governor lever

so that after a slight movement a gap will be closed and then both levers must

move together. The enrichment lever actuates a fluted pin which operates against the

enrichment hat valve. Another smaller spring connects the enrichment lever to the

governor lever. A roller on the arm of the enrichment lever contacts the end of the

governor spool.

B. The speed scheduling cam applies tension to the governor spring through the intermediate

lever which applies a force to close the governor valve. The enrichment spring, between

the enrichment and governor levers, provides a force to open the enrichment valve.

As the drive shaft revolves, it rotates a table on which the governor weights are mounted.

Small levers on the inside of the weights contact the governor spool. As compressorturbine speed (Ng) increases, centrifugal force causes the weights to apply increasingforce against the spool. This tends to move the spool outward on the shaft against the

enrichment lever. As governor weight force overcomes opposing spring force, the

governor valve is opened and the eririchment valve is closed.

The enrichment valve will start to close whenever compressor turbine speed (Ng)increases enough to cause the weight force to overcome the force of the small spring. If

Ng continues to increase, the enrichment lever will continue to move until it contacts

the governor lever as shown in View C, at which time the enrichment valve will be fullyclosed. The governor valve will open if compressor turbine speed (Ng) increases

sufficiently to cause the weight force to overcome the force of the larger spring. At this

point the governor valve will be open and the enrichment valve closed, as shown in View

D. The main body incorporates a vent port which vents the inner body cavity to atmosphericpressure (Pa). Modified compressor discharge pressure, Pr and Py, will be bled off to

Pa when the respective enrichment and governor valves are open.

Page 1-8-11

Feb 01/2002

PRATT. WHITNEY CANADAMAINTENANCE MANUAL


I SPEED ENRICHMENT VALVE OPEN

COVERNORLEVER’;3

L\

ENRICHMENT I

VALVE CLOSED

C GOVERNOR

NOTE LOCATIONOF GAP

VIEW BVIEW A ENRICHMENT LEVER

GOVERNOR LEVER

i j SPEED ENRICHMENT 1 i61~-=ii VALVE CLOSED

GOVERNOR VALVES CLOSED ~sl GOVERNOR VALVE OPENSPEED ENRICHMENT AND

NOTE

LOCATIONOF GAP,43~

VIEW C VIEW DGOVERNOR WEIGHT FORCE GOVERNOR WEIGHT FORCEOVERCOMES FORCE OF OVERCOMES FORCE OFSMALL SPRING LARGE SPRING

0451

Drive Body Assembly OperationFigure 1-8-4

Page 1-8-12

Feb 01/2002



8. BELLOWSSECTION

A. The bellows assembly consists of an evacuated (acceleration) bellows and governorbellows connected by a common rod. The end of the acceleration bellows oppositethe rod is attached to the body casting. The acceleration bellows provides an absolute

pressure reference. The governor bellows is secured in the body cavity and its function is

similar to that of a diaphragm. Movement of the bellows is transmitted to the meteringvalve by the cross shaft and associated levers. The cross shaft moves within a torque tube

which is attached to the shaft near the bellows lever. The tube is secured in the bodycasting at the opposite end by means of an adjustment bushing. Therefore, any rotational

movement of the cross shaft will result in an increase or decrease in the force of the

torque tube. The torque tube forms the seal between the air and fuel sections of the

control. The torque tube is positioned during assembly to provide a force in a direction

tending to close the metering valve. The bellows act against this force to open the meteringvalve. Py pressure is applied to the outside of the governor bellows. Pr pressure is

applied to the inside of the governor bellows and to the outside of the acceleration bellows.

;B. For explanation purposes the governor bellows assembly is illustrated as a diaphragm(see Figure 1-8-5). Py pressure is applied to one side of the diaphragm and Pr is

applied to the opposite side. Pr is also applied to the evacuated bellows attached to the

diaphragm. The force of Pr applied against the evacuated bellows is cancelled byapplication of the same pressure on an equal area of the diaphragm, as the forces act

in opposite directions. All pressure forces applied to the bellows section can be resolved

into forces acting on the diaphragm only. These forces are: Py pressure acting on the

entire surface of one side; the internal pressure of the evacuated bellows acting on a

on the remainder of that side. Any change in Py will have more effect on the diaphragmportion of the opposite side (within the area of pressure cancellation); and Pr acting

than an equal change in Pr, due to the difference in effective area.

C. Pr and Py vary with changing engine operating conditions as well as inlet air temperature.When both pressures increase simultaneously, as during acceleration, the bellows cause

the metering valve to move in an opening direction. When Py decreases as the

desired compressor turbine speed (Ng) is approached (for governing after acceleration),the bellows will travel to reduce the opening of the metering valve. When both

pressures decrease simultaneously, the bellows will travel to reduce the metering valve

opening because a change in Py is more effective than the same change in Pr. This

occurs during deceleration and moves the metering valve to its minimum flow stop.

D. On installations, incorporating a manual override (see Figure 1-8-6), the cover containingthe bellows travel stop (for governor bellows) and the retaining plate is removed and

replaced by a mechanism which can manually move the end of the governor bellows. This,in turn, will move the metering valve in a direction to increase the fuel flow to the

engine. The mechanism contains an operating pin with a driving pin passing through it

and through the portion of the actuating shaft which is contoured (helix). Both ends of the

driving pin engage in slots in the cover to prevent rotation. A special manual control in

the cockpit connects to the actuating shaft lever and provides rotation of the actuatingshaft. When the lever is in the OFF position, the operating pin acts as the bellows

travel stop. This system is uni-directional in that it can only push on the governor bellows

to increase fuel flow. It has no power to move the bellows in the other direction to

reduce fuel flow. This system provides an emergency control in the event of governorbellows failure.

Page 1-8-13

Feb 01/2002



AREAOFPRESSURECANCELLATION

Pr

Py

Pr

DIAPHRAGM REPRESENTS EVACUATEDGOVERNOR BELLOWS (ACCELERATION)

BELLOWS

C434

FCU Bellows Section Functional DiagramFigure 1-8-5

Page 1-8-14

Feb 01/2002


MANUAL PART NO.’ 3015442

SHIMS DRIVINGPIN

COVER

STOP

SHAFT

LEVER

OPERATING PIN

BODY

C30A

Manual Override SystemFigure 1-8-6

Page 1-8-15

Feb 01/2002



POWER TURBINE GOVERNOR (PT6A-6 SERIES AND PT6A-20 ENGINES)

9. GENERAL

A. The power turbine govemor, mounted on the reduction gearbox of the engine, is driven

at a speed proportional to power turbine speed (Nf). The function of the power turbine

governor is to limit the maximum speed of the power turbine (Nf) as, during normal

operation, Nf is controlled by the propeller governor. However, if a malfunction occurs

the power turbine governor will prevent power turbine speed (Nf) from exceeding 105%.

This is accomplished by reducing the fuel flow in the FCU.

B. The power turbine governor employs a drive body similar to the drive body of the FCU,with the main difference being the elimination of the speed enrichment mechanism. The

cover incorporates vent holes which maintain the inner cavity of the governor at

atmospheric pressure (Pa). During normal operation, the governor throttle lever is

positioned against the maximum speed stop. On non-reversing applications, the lever is

locked in this position.

C. Py pressure from the FCU (see Figure 1-8-1) is applied to the power turbine governorvalve. If a power turbine overspeed occurs, the governor weight force overcomes the

spring force which opens the valve to bleed off Py pressure. This, in turn, reduces Pypressure on the governor bellows on the FCU, and results in a reduction of fuel flow

and consequently, compressor turbine speed (Ng). As the overspeed condition is

corrected, the governor weight force diminishes and the spring force again overcomes

the reduced weight force. This action closes the valve restoring control of Py pressure and

engine fuel flow to the FCU.

D. On installations using a reversing propeller, the propeller governor becomes ineffective

during REVERSE THRUST operation, and power turbine speed (Nf) is then controlled

by the power turbine governor to approximately 95%.

Page 1-8-16

Feb 01/2002



PROPELLER GOVERNOR (PT6A-20A AND -208 ENGINES)

10. GENERAL

A. The propeller governor, mounted on the reduction gearbox of the engine contains a

normal propeller governor (CSU) section, a reversing valve, and a power turbine

governor section, driven at a speed proportional to power turbine speed (Nf). The Nf

governor section provides power turbine overspeed protection during normal operation.During reverse thrust operation the propeller governor is inoperative and control of

power turbine speed is accomplished by the Nf governor section. The Nf governor section

of the propeller governor senses Py pressure through an external pneumatic line from

the drive body adapter on the FCU to the governor. In the event of a power turbine

overspeed condition, an airbleed orifice in the Nf governor section is opened byflyweight action (see Figure 1-8-1), to bleed off Py pressure through the governor.When this occurs, Py pressure acting on the FCU bellows decreases to move the FCU

metering valve in a closing direction, thus reducing fuel flow. Reduction in fuel flow

decreases Ng speed and consequently Nf speed. The speed at which the airbleed orifice

opens is dependent on the setting of the propeller governor control lever and the

setting of the Nf air bleed link. Normally the airbleed orifice is opened at approximately6% above propeller governor speed setting with the Nf govemor air bleed link at maximum

position, and approximately 4% under propeller governor speed setting at minimum

position. In reverse thrust the propeller reversing interconnect linkage resets the Nf

governor air bleed link to a setting below the propeller governor control lever setting.Power turbine speed (Nf) and hence propeller speed is then limited by the Nf governor;

power supplied by the gas generator is reduced to allow a propeller speed approximately5% under the speed set by the propeller governor.


11. GENERAL

A. The temperature compensator (see Figure 1-8-7) is mounted on the compressor inlet

case with the bimetallic disks extending into the inlet air stream. Compressor dischargepressure (Pc) is applied to the compensator. This pressure source is used to providea Pr pressure signal to the FCU. The compensator changes the Pr pressure to providean acceleration schedule biased by inlet temperature to prevent compressor stall or

excessive turbine temperature.

FUEL CONTROL SYSTEM COMPLETE OPERATION (TYPICAL)

12. ENGINE STARTING

A. PT6A-6 engine starting cycle is initiated with the power control lever in the CUT-OFF

position, while PT6A-6A, PT6A-68, PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B

engine starting cycle is initiated with the power control lever in the IDLE position and the

fuel shut-off lever in the CUT-OFF position. The ignition and starter are switched on

and when required compressor turbine speed (Ng) is attained, either the power control

lever on the former engines or the fuel shut-off lever on the latter engines, is moved to the

IDLE position to provide fuel. For the fuel ratio curve (see Figure 1-8-8).

Page 1-8-17

Feb 01/2002



NEEDLE VALVE

Q HOT

BIMETALLIC DISK GROUPP,

COMPRESSOR

AIR

C3 P

C31A

Temperature Compensator Cross Section

Figure 1-8-7

Page 1-8-18

Feb 01/2002



STARTING ACCELERATION

105"F

59"FWfPc

-50"F

0 IGNITION IDLE SPEED 100ENRICHMENT

Ng SPEED

C32B

Fuel Ratio Curve for Starting and Acceleration Schedules (Typical)Figure 1-8-8

Page 1-8-19

Feb 01/2002



B. At the time of ignition, the fuel control metering valve is in a low flow position. As the

engine accelerates, the compressor discharge pressure (Pc) increases, causing an

increase in Pr pressure. Pr and Py increase simultaneously as Pr Py during engineacceleration. The increase in pressure sensed by the bellows causes the metering valve to

move in an opening direction. As compressor turbine speed (Ng) approaches idle, the

centrifugal force of the drive body weights begins to overcome the governor spring force

and opens the governor valve. This creates a Pr Py differential which causes the

metering valve to move in a closing direction until the required-to-run idle fuel flow is

obtained.

C. Any variation in engine speed from the selected (idle) speed will be sensed by the

governor weights and will result in increased or decreased weight force. This changein weight force will cause movement of the governor valve which will then be reflected by.a change in fuel flow necessary to re-establish the proper speed.

13. ACCELERATION

A. As the power control lever is advanced above the IDLE position, the speed schedulingcam is repositioned, moving the cam follower lever to increase the governor springforce. The governor spring then overcomes the weight force and moves the lever closingthe governor valve. Pr and Py immediately increase and cause the metering valve to

move in an opening direction. Acceleration is then a function of increasing Pr (Px Py).

B. With the increase in fuel flow, the compressor turbine will accelerate. When compressorturbine speed (Ng) reaches a predetermined point (above 80%), weight force overcomes

valve starts to close, Py and Pr pressures increase causing an increase in the movement

the enrichment spring and starts to close the enrichment valve. When the enrichment

rate of the governor bellows and metering valve, thus providing speed enrichment to

the acceleration fuel schedule. Continued movement of the enrichment will then be

discontinued. Meanwhile, as compressor speed (Ng) and hence power turbine speed (Nf)increase, the propeller governor increases the pitch of the propeller to prevent Nf from

overspeeding and applies the increased power as additional thrust. Acceleration is

completed when the centrifugal force of the weights again overcomes the governor springand opens the governor valve.

14. GOVERNING

A. Once the acceleration cycle has been completed, any variation in engine speed from the

selected speed will be sensed by the governor weights and will result in increased or

decreased weight force. This change in weight force will cause the governor valve to either

open or close, which will then be reflected by the change in fuel flow necessary to

re-establish the proper speed. When the FCU is governing, the valve will be maintainedin a regulating, or "floating" position.

15. ALTITUDE COMPENSATION

A. Altitude compensation is automatic with this fuel control system since the accelerationbellows assembly is evacuated and affords an absolute pressure reference. Compressordischarge is a measurement of engine speed and air density. Pr is proportional to

compressor discharge pressure, so it will decrease with a decrease in air density. This is

sensed by the acceleration bellows which acts to reduce fuel flow.

Page 1-8-20

Feb 01/2002



18. DECELERATION

A. When the power control lever is retarded, the speed scheduling cam is rotated to a

lower point on the cam rise. This reduces the governor spring force and allows the

governor valve to move in an opening direction. The resulting drop in Py moves the

metering valve in a closing direction until it contacts the minimum flow stop. This stopassures sufficient fuel to the engine to prevent flameout. The engine will continue to

decelerate until the governor weight force decreases to balance the governor spring force

at the new governing position.

17. REVERSE THRUST OPERATION

A. On PT6A-6A engine installations, the FCU speed scheduling cam has two contoured

robes. This permits scheduling full power at each end of the power control lever travel.

When the power control lever is moved into the reverse thrust range, the propeller pitchcontrol and the FCU are integrated. Power control lever movement toward full reverse

will increase gas generator turbine speed (Ng) and propeller reverse pitch. The function of

the propeller governor is eliminated in the reverse thrust range and the limiting of

power turbine speed (Nf) is provided by the power turbine governor.

B. On PT6A-6B, PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B engine installations, the

FCU has a single lobe cam. A cam type linkage on the engine provides forward

movement of the fuel control lever at the fuel control when the power control lever is

moved in either the reverse or forward direction. This eliminates the necessity for the two

lobe cam in this control.

G The idle reset has two settings, low (ground) idle and high (flight) idle. The high idle

setting permits acceleration to maximum rpm to be accomplished in a reduced

amount of time. The idle setting, as well as cut-off, is controlled by the cut-off lever in

the cockpit. The throttle linkage is used only to increase or decrease power.

D. When the power control lever is moved into the reverse thrust position, it integrates the

propeller pitch control and the function of the propeller governor is eliminated. In the

reverse thrust range limiting of power turbine speed (Nf) is provided by the power turbine

governor.

E. Coordinated linkage moves the power turbine governor lever or, air bleed link on

propeller governor (PT6A-20A and PT6A-20B engines) away from the maximum stop, so

limiting will be on the idle adjustment which is set at approximately 95% power turbine

speed (Nf).

F. When power turbine speed (Nf) is reset during reverse thrust operation, the powerturbine governor servo will be partially open, bleeding off some Py pressure. If

power turbine speed drops off, the servo valve will move toward its closed positionincreasing Py pressure and fuel flow to increase compressor turbine speed (Ng), therebyincreasing power turbine speed. If power turbine speed exceeds the desired value, the

servo valve will move further open to decrease Py pressure and fuel flow.

Page 1-8-21

Feb 01/2002



18. STOPPING THE ENGINE

A. The cut-off valve provides a positive means of stopping fuel flow to the engine. Duringnormal operation, this valve is fully open and offers no restriction to the flow of fuel to

the nozzles. On PT6A-6 engines the cut-off valve is operated by the power control lever.

On PT6A-6A, PT6A-6B, PT6A-6/C20, PT6A-20, -20A and -20B engines an additional

linkage system is employed to operate the cut-off valve. PT6A-6 engines are stopped byplacing the fuel shutoff lever in the CUT-OFF position. This action moves the FCU

cut-off valve to its seated position stopping all fuel flow to the engine.

FUEL DUMP VALVE

19. GENERAL

A. The fuel dump valve consists of a spring-loaded poppet valve which automaticallydumps residual manifold and spray nozzle fuel overboard after engine shutdown. The

valve is connected to the common fuel manifold adapter by a tube coupling at the

6 o’clock position. Pressure fuel is led from the fuel control unit directly to the fuel dumpvalve through an external pipe. Fuel pressure in excess of 13 psig opens a portconnecting the valve inlet with the manifold and directs the fuel flow through to the

nozzles. Conversely, closing of the shut-off valve in the fuel control unit will stop the fuel

flow, reduce the fuel pressure at the dump valve which will open and dump residual

fuel overboard, thus preventing the fuel from being coked in the system due to heat

absorption. (See Figure 1-8-9).

FUEL MANIFOLD AND SPRAY NOULES

20. GENERAL

A. The fuel manifold delivers a constant supply of high-pressure fuel from the fuel dumpvalve to 14 simplex fuel nozzles. The common fuel manifold consists of 14 fuelmanifold adapter assemblies interconnected by 14 short fuel transfer tubes. The transfer

tubes incorporate preformed packings at each end to accomplish sealing. Lockplatesmaintain the transfer tube alignment and security in their respective manifold adapters.Each manifold, with its lockplate, is secured by two bolts to a mounting boss on the

circumference of the gas generator case. Individual transfer tubes and fuel manifold

adapter assemblies can be removed and replaced without removing the remainingassemblies and tubes.

Page 1-8-22

Feb 01/2002



FUEL MANIFOLD FUEL MANIFOLDLOCKING PLATE

ADAPTER ASSEMBLY TRANSFER TUBE

GASKET

GAS GENERATORCASE ASSEMBLY

COMBUSTION CHAMBERLINER ASSEMBLY

FUEL NOZZLE

FUEL NOZZLESHEATH

(Most PT6A-20 and PT6A-20B, and all PT6A-20A Engines) C1213

Fuel Manifold Adapter Assembly Front Cross Section

Figure 1-8-9

Page 1-8-23

Feb 01/2002



21. FUEL MANIFOLD ADAPTER ASSEMBLY

A. The fuel manifold adapter assembly (see Figure 1-8-9 and 1-8-10) consists of 14 fuel

manifold adapters, each fitted with a simplex fuel nozzle assembly. The fuel nozzle

assemblies provide a fine atomized fuel spray in the annular combustion chamber liner.

Each fuel nozzle assembly consists of a sheath, a spray nozzle and tip all protectedby a fine strainer. The sheath, which functions as a heat shield, fits over the fuel nozzle

assembly and is located on the underside of the manifold adapter by a dowel pin.The sheath is perforated at the flanged end to permit entry of compressor discharge air,which cools the nozzle tips and assists fuel atomization. The fuel nozzles are positionedon the manifold adapter extension to produce a continuous tangential spray from one

nozzle to the next in the combustion chamber liner. The combustion chamber liner is

located and supported by alternate fuel nozzle sheaths. The sheaths act as spigots and

pass through the suspension collars and support brackets welded on the outer wallof the liner. The spigot fit, between the sheaths and suspension collars, securely locates

the front of the liner in the gas generator case.

Page 1-8-24

Feb 01/2002



FUEL MANIFOLDADAPTER ASSEMBLY

LOCKINGPLATE FUEL MANIFOLD

TRANSFER TUBE

GASKET~


COMBUSTION CHAMBERLINER ASSEMBLY FUEL NOZZLE FUEL NOZZLE

SHEATH

(PT6A-6, -6A, -6B, PT6A-6/C20, early PT6A20 and PT6A-20B Engines) C33A

Fuel Manifold Adapter Assembly Front Cross Section

Figure 1-8-10

Page 1-8-25/26

Feb 01/2002




SECTION 9 ENGINE CONTROLS AND INSTRUMENTATION

1. GENERAL

A. The following instrumentation and controls are available and considered necessary for

normal operation of engine in flight, to ascertain its mechanical condition, and to groundcheck and adjust the power output when necessary.

2. POWER CONTROL LEVER

A. The power control lever controls the gas generator speed and thus modulates enginepower output from Idle to Takeoff. The position for Idle represents the lowest permissiblelevel of power.

B. On non-reversing propeller installations, fuel to the engine is automatically shut off at

lever positions below Idle.

C. On reversing propeller installations, the lever is interconnected with the power turbine

governor, or propeller governor on PT6A-20A and PT6A-20B engines only and

modulates engine power from Full Reverse to Takeoff.

3. FUEL SHUT-OFF LEVER (PT6A-6A, -6B, -6/C20, -20, -20A AND -20B ENGINES)

The fuel shut-off lever opens and closes the cut-off valve, thus selecting CUT-OFF or

IDLE positions, through external linkage. This lever also selects the HI-IDLE positionwhere applicable.

4. PROPELLER CONTROL LEVER (PT6A-6, -6A, -6B, -6/C20, -20, -20A AND -20B ENGINES)

A. The propeller lever positions the speed adjusting lever on the propeller governor to

provide a means of selecting the desired propeller rpm. When placed in the maximum

decrease rpm position, the propeller will automatically feather.

Page 1-9-1

Feb 01/2002



5 INTERTVRBINE TEMPERATURE SENSING SYSTEM (T5) (PT6~-B/C20. -2~, -20A FIND

-20B ENGINES)

A. The interturbine temperature sensing system (Tt5) provides the pilot with an accurate

indication of engine operating temperatures. The system monitors the temperature at a

point between the compressor and power turbines; it consists of 8 individual

thermocouples connected in parallel by a bus-bar assembly. Earlier engines may include

a wiring harness assembly in lieu of the bus-bar. Each thermocouple probe protrudesthrough a threaded boss on the power turbine stater housing into the area immediately in

front of the leading edge of the power turbine vanes (see Figure 1-9-1). Each probeis secured to its boss by means of a floating, threaded fitting which is part of the probeassembly. The bus-bar assembly consists of two bus-bars with 8 terminal straps on

each bar. Each bus-bar terminal strap is secured to its respective probe assembly terminal

by special screws, the large diameter screws being for the alumel terminals and the

smaller diameter screws for the chromel terminals. The bus-bar assembly is located on

the power turbine stater housing by five mounting clamps. The assembly is secured

together with five sealing ring retaining plates, by five bolts. The shielded leads which

connect each bus-bar to the terminal block are supported by four brackets welded on the

power turbine stater housing and two brackets on the exhaust duct. The terminal

block is mounted at the 2 o’clock position on the gas generator case. The terminal block

and gasket are secured on the inner wall of the gas generator case with the terminals

protruding through the case to provide a connection point for external wiring to cockpitinstrumentation.

6. TURBINE TEMPERATURE SENSING SYSTEM (T4) (PT6A-6, -6A AND -6B ENGINES)

A. The turbine inlet temperature sensing system (T4) provides the pilot with an accurate

indication of engine operating temperatures. The system monitors the temperature of

the gases in the area immediately in front of the compressor turbine guide vanes and

consists of 24 chromel/alumel thermocouple probes, a chromel and an alumel bus-bar

assembly and a wiring harness. The thermocouple probes are mounted in pairs on 12

brackets and connected in parallel to two bus-bars. Each bracket is secured to

flange E by a centrally located bolt. The probes extend through the small exit duct into

the gas stream between the large and small exit ducts, through a locating ring mounted on

the front face of the small exit duct (See Figure 1-9-2). The shielded wiring harness

connected to the bus-bars incorporates an integral terminal block which is mounted at the

2 o’clock position on the gas generator case. The terminal block and gasket are

secured to the inner wall of the gas generator case, with their terminal posts protrudingthrough a port in the case, to provide the connection point for the trim harness and

for external wiring for cockpit instrumentation. The trim harness is provided on some

bverhauled engines to eliminate read out errors.

7. OIL PRESSURE INDICATOR

A. The oil pressure indicator shows the pressure in the lubricating system, taken from the

delivery side of the oil pump. Provision has been made to install an oil pressuretransmitter in a mounting boss located at the 3 o’clock position on the accessory gearboxhousing.

Page 1-9-2

Feb 01/2002

PRATT WHlfNEY CANADAMAINTENANCE MANUAL


a,,TERMINAL

BLOCK

SHIELDED LEADS

fERMINALLUC

ALUMEL

CHROMEL \i

SEAL RETAININGPLATE\i\TERMINAL STRAPS

BUS-BARSCREW

TERNIINALLUG

CONTAINMENT RING

CHROMEL TERMINAL TRIM THERMOCOUPLE

ALUMELTERFIIINAL ~MEL:ERMINIL

CAP SCREW

WASHER DETAIL AT5 TERMINAL BLOCK

THREADEDCOUPLING

PROBE ASSEMBLY O~ CHROMEL TERMINAL

DETAIL OF FLANGE CTHERMOCOUPLE PROBE (REF.)

(PT6A-20 Series Engines) C571D

Interturbine Temperature (T5) Sensing SystemFigure 1-9-1

Page 1-9-3

Feb 01/2002



GAS GENERATOR COMBUSTION CHAMBERCASE ASSEMBLY LINER ASSEMBLY

COMBUSTION CHAMBERFUEL NOULE SMALL EXIT DUCT

WIRINGHARNESS I V LARGE EXIT

DUCT

TERMINALBLOCK

EXHAUST CASEASSEMBLY

POWER TURBINEI 1

PROBEPOWER TURBINE jCOMPRESSOR TURBINE

GUIDE VANESFLANGE

TURBINE GUIDE VANES

WIRINGHARNESS

INCONEL

TWEE

PROBE

BRACKET

MOUNTING CHROMEL

BOLT HOLE 1111 BUS-BAR

ALUMELBUS-BAR

(PT6A-6 Series Engines) C309B

Turbine Inlet Temperature (T4) Sensing SystemFigure 1-9-2

Page 1-9-4

Feb 01/2002

PRA’I;T WHITNEY CANADAMAINTENANCE MANUAL


8. OIL TEMPERATURE INDICATOR

A. The oil temperature indicator shows the temperature of the lubricating oil as it leaves the

delivery side of the pressure oil pump. A mounting boss is provided on the accessory

gearbox housing just below the oil pressure transmitter mounting to accommodate an oil

temperature bulb.

9. TACHOMETER-GENERATOR GAS GENERATOR (Ng)

A. The tachometer-generator provides an electric current which is used in conjunction with

a tachometer to indicate gas generator rpm. The tachometer-generator is located at the

5 o’clock position on the accessory gearbox housing and is driven from the internal

scavenge pump. Rotation is counterciockwise with a drive ratio of 0.112.1.

10. TACHOMETER-GENERATOR POWER TURBINE (Nf)

A. The power turbine tachometer-generator operates in the same manner as that of the

gas generator. However, the turbine tachometer-generator is installed on the reduction

gearbox case and rotates clockwise with a drive ratio of 0.1273.1.

11. TORQUEMETER

A. The torquemeter indicating system is an integral hydro-mechanical torque measuringdevice which provides an accurate indication of the torque being produced by the

power turbine. The torque pressure value is obtained by tapping the two outlets on topof the reduction gearbox. The pressure differential between the two outlets is then led to an

instrument which indicates the correct torque pressure.

Page 1-9-5/6

Feb 01/2002




SECTION 10 PROPELLER NON-REVERSING INSTALLATION

(PT6A-6 ENGINES)

1. GENERAL

A. The PT6A-6 engines non-reversing installation is designed to utilize a hydraulicallyoperated propeller controlled by a propeller governor and an overspeed governor. A

power turbine governor prevents turbine overspeed by controlling gas generator outputthrough the FCU.

2. PROPELLER

A. The engine is normally equipped with a three bladed metal propeller dowelled and

bolted to the front face of the propeller shaft flange. The propeller consists of a

hollow steel spider hub which supports three propeller blades and also houses an

internal oil pilot tube and feather return springs (see Figure 1-10-1). Movement of the

propeller blades is controlled by a hydraulic servo piston which is mounted on the front of

the spider and is connected by individual linkage to the blade trailing roots. Centrifugalcounterweights on each blade, combined with the feathering springs in the servo piston,tend to drive the piston into the feather or high pitch positions. This movement is

opposed by the oil pressure generated and controlled by the propeller governor. The

tube. An increase in the oil flow moves the servo piston forward, pulling the propellerpressureoil is routed to the Servo piston via an internal oil transfer housing and the oil pilot

blades towards the low pitch position (increased rpm). A decrease in the oil flow allows the

blades to move toward the high pitch position (decreased rpm) under the influence of

the feathering springs and blade counterweights.

3. PROPELLER GOVERNOR

A. The propeller governor consists of a constant speed single-acting centrifugal governormounted on the reduction gearbox front case at the 12 o’clock position. The propellergovernor regulates power turbine speed by varying the pitch of the propeller to match the

load torque to the engine torque in response to changing flight conditions. The

propeller governor utilizes pressure oil to decrease blade pitch while the centrifugal force

of the blade counterweights assisted by return springs tend to increase the pitch.

B. The main parts of the~ propeller governor include a gear type oil pump with a pressurerelief valve, a pair of pivoted flyweights mounted on a rotating flyweight head, a

spring-loaded pilot valve and the necessary cored passages contained in the governorcover and base. The rotating flyweights determine the position of the spring-loaded pilotvalve while the spring load adjusting control is varied by an externally mounted speedlever.

Page 1-10-1

Feb 01/2002



PROPELLER SPEED SETTING SCREWCONTROL LEVER

’R- SPEEDER SPRING SPEEDER SPRING

7~ THRVSTBEPIRINGTHRUST BEARING

GOVERNOR U Uc FLY-

PUMP 7 PROPELLERWEIGHTSGOVERNOR Y~ij PROPELLER

OVERSPEEDGOVERNOR

RELIEFVALVE

DRIVE II DRIVESPLINE SPLINE

OIL DUMP TO ii OIL DUMP TOREDUCTION REDUCTIONGEARBOX GEARBOX

COUNTERWEIGHTENGINE

OIL SUPPLY FEATHER RETURNSPRINGS

SERVO PISTON

ROTATION

t PISTON SEALPROPELLER OIL

TRANSFER HOUSING SLIDING GUIDEROD (3)

HIGH PITCH STOP

PROPELLERCOUNTERWEIGHT

FINE PITCH

C548A

Typical Single-acting Propeller Schematic

Figure 1-10-1

Page 1-10-2

Feb 01/2002



The propeller governor incorporates two safety features. The first is the control lever

spring attached to the speed adjusting lever. In the event of a propeller control linkagefailure, the spring holds the speed adjusting lever in its last selected position or moves it

toward the high speed setting. A high speed stop prevents the lever moving beyondthe 100% position and enables the engine to operate at or near full rated speed and to

develop maximum power. The second safety feather is a positive low speed setting.Moving the propeller control lever and thence the speed adjusting lever against the low

speed stop, raises the pilot valve to a positive coarse pitch or feathering positionregardless of flyweight force. This enables the pilot to feather the propeller and minimize

propeller drag in the event of engine failure.

D. To provide the propeller governor with a sensing element, the rotating pivoted flyweightsare linked mechanically to the engine by a hollow drive gearshaft (see Figure 1-10-2).The rotating flyweights, actuated by centrifugal force, position the pilot valve so as to cover

or uncover ports in the drive gearshaft and regulate the oil flow to and from the

propeller servo piston. The centrifugal force exerted by the flyweights is opposed by the

force of the adjustable speeder spring. This determines the engine rpm required to

develop sufficient centrifugal force on the flyweights to center the pilot valve.

4. PROPELLER GOVERNOR ON-SPEED CYCLE

A. During an on-speed condition, (see Figure 1-10-2) the forces acting on the

engine/governor/propeller combination are in a state of balance. With the propeller control

lever set to obtain the desired rpm, and the propeller blades in the correct pitch rangeto absorb the power developed by the engine, the centrifugal force of the rotatingflyweights exactly balances the force of the speeder spring with the flyweights in the

vertical position. This positions the pilot valve plungers so that the ports which control the

oil flow from the propeller governor pump to the propeller servo piston are closed. The

oil is therefore diverted through the open relief valve back to the inlet side of the pump.

5. PROPELLER GOVERNOR OVERSPEED CYCLE

A. In an overspeed condition, the rotating flyweights pivot outward, overcome the speederspring tension and raise the pilot valve plunger. This uncovers the ports in the drive

gearshaft and dumps the oil from the propeller servo piston to the reduction gearbox sump.As the propeller blades increase in pitch angle the load on the engine is increased

with a consequent decrease in engine rpm. The centrifugal force exerted on the governorflyweights is reduced allowing the speeder spring tension to return the flyweights to a

vertical position. The pilot valve plunger once again blocks the flow of control oil to or from

the propeller servo piston.

6. PROPELLER GOVERNOR UNDERSPEED CYCLE

A. With the propeller control lever set to the desired rpm, a condition of underspeed occurs

when the engine rpm drops below the predetermined setting. The speeder springtension then overcomes the decreased centrifugal force on the flyweights and pivotsthem inward, forcing the pilot valve plunger downward and opening the ports. This directs

a flow of pressure oil to the propeller servo piston which overcomes the combined

forces of the propeller counterweights and return springs and decreases the pitch of the

propeller blades. The load on the engine is reduced with a consequent increase in

engine rpm. This is sensed by the propeller governor flyweights causing the pilot valve

plunger again to be positioned to close the oil ports.

Page 1-10-3

Feb 01/2002



SPEED ADJUSTINGCONTROL LEVER

HIGH SPEED STOP

CONTROL LEVER

LIFT ROD SPRING

ADJUSTING WORMFLYWEIGHT

PILOT VALVE

SPEEDER

SPRINGTOEDRIVE GEAR SHAFT

PLUNGER n FLYWEIGHTHEAD

RELIEFVALVE

DRAIN TO SUMP

j

OIL PUMP PROPELLERCONTROL LINE

ENGINEOIL INLET

PRESSURE

"ON SPEED CONDITION"

C547

Propeller Governor -Schem~aticFigure 1-10-2

Page 1-10-4

Feb 01/2002



7. PROPELLER OVERSPEED GOVERNOR

A. The propeller overspeed governor is installed in parallel with the propeller governor and

is mounted at approximately the 10 o’clock position on the reduction gearbox front case.

It is provided to control power turbine/propeller overspeed condition by immediatelydumping the oil from the propeller servo piston to the reduction gearbox sump (see Figure1-10-1). The overspeed governor consists of conventional type flyweights mounted on

a rotating hollow splined shaft. The hollow shaft embodies ports which are normally closed

by a pilot valve and held in this position by a speeder spring. The spring tension acts

in opposition to the centrifugal force produced by the rotating flyweights. When a power

turbine/propeller overspeed condition occurs, the increased centrifugal force sensed

by the flyweights overcomes the spring tension, lifts the pilot valve and dumps the

propeller servo piston oil back to the reduction gearbox through the hollow splined shaft.

This permits the combined forces of the counterweights and return springs to move

the blades toward a coarse pitch position, absorbing the engine power and preventingfurther power turbine/propeller overspeed.

8. POWER TURBINE GOVERNOR

A. The powe r tu rb i ne govemo r i s mounted on top of a sandwich type tachometer-generater

located at the 2 o’clock position on the reduction gearbox front case. It is driven by the

propeller shaft through bevel gears. This governor provides additional overspeedprotection by utilizing an overall fuel limiting control which becomes effective at

approximately 105% power turbine (Nf) rpm. Further clarification is provided in Section

8, preceding.

Page 1-10-5/6

Feb 01/2002





(PT6A-6A ENGINES)

1. GENERAL

A. The PT6A-6A reversing propeller installation consists of a reversing propeller, controlled

by a propeller governor. An optional overspeed governor may be provided to limit enginespeed in the event of a propeller governor failure. A propeller governor lever determines

the limiting rpm range to which the governor will control the propeller in the normal range.The power delivered by the engine to the propeller shaft is controlled by a powercontrol lever through the FCU. However, for reverse propeller operation the FCU works

in conjunction with a power turbine governor to limit power output according to

propeller requirements. An adjustable linkage, control levers and a slotted cam

arrangement interconnect a reversing valve and lever with the power turbine governorand the FCU, thereby enabling all reverse pitch operations to be controlled by the cockpitpower control lever (see Figure 1-11-1).

2. PROPELLER



hollow steel spider hub which supports three propeller blades and houses an internal oil

pilot tube and feather return springs (see Figure 1-11-1). Movement of the propellerblades is controlled by a hydraulic servo piston which is mounted on the front of the

propeller spider hub and connected by individual linkage to the blade trailing roots.

Centrifugal counterweights on each blade combined with the feathering springs in the

servo piston, tend to drive the piston into the feather or high pitch position. This movement

is opposed by the propeller governor. The pressure oil is routed to the servo piston via

an internal oil transfer housing the oil pilot tube. An increase in the oil pressure moves the

servo piston forward pulling the propeller blades towards the low pitch position(increased rpm). A decrease in the oil pressure allows the blades to move toward the

high pitch position (decreased rpm) under the influence of the feathering springs and blade

counterweights.

B. The servo piston is also connected by three spring loaded sliding rods to a feedback

ring mounted behind the propeller. The three rods are actuated by the servo piston,automatically repositioning the feedback ring. Movement of the feedback ring is

transmitted by a carbon block through linkage to the reversing valve which opens

progressively and diverts oil flow from the propeller to the reduction gearbox, precludingany further change in pitch. Conversely, closing of the valve will increase the oil flow

and so decrease the pitch (increased rpm).

C. The reversing valve function is to schedule the blade angle between the low and

maximum reverse pitch positions and also limit the low pitch. An internal sleeve located

on the pilot valve provides a mechanical stop to limit blade pitch at the maximum

reverse angle.

Page 1-11-1

Feb 01/2002



PROPELLER PROPELLER OVERSPEEDPROPELLER SPEED SETTINGGOVERNOR GOVERNORCONTROL

SPEEDER SPRING

SCREWLEVER

g-- SPEEDER SPRING

~J THRUST BEARING

GOVERNORPUMP FLY-WEIGHTS

RELIEFVALVE I) T II CJ II

DRIVE R -i~- DRIVESPLINE SPLINE

OIL DUMP TO ii OILDUMPTOREDUCTION II I II REDUCTIONGEARBOX GEARBOX

r

COUNTERWEIGHT

MAIN OIL RINGI/ FEATHER RETURN

SUPPLY GEARBOX SPRINGS

SERVOPISTON

PROPELLER OILTRANSFER

FULL HOUSING.´•::.:-´•´•:´•1

REVERSE CHECK PISTON

IDLE II VALVE II -I´•o SEAL

\1’ TP~KEOFF GEARBOX SUMP

TO REDUCTION REVERSE RETURN SPRINGS

POWER FLOW Il CARBONBLOCK

PROPELLER

DIVIDER V II I t REVERSINGVALVELEVERPOWER POWER TURBINE

REAR CONTROLLEVER J

FOLLOWEP VALVE GOVERNOR

LEVER

MAX. STOP-SETAT U.A.C.L.

CONTROLLEVER

,C 9) ~YI I I ADJUSTABLECENTER TURNBUCKLE

FIRESEAL GOVERNOR ACTUATINGFUEL CONTROL CONTROL LEVER REAR

UNIT LEVER MOUNTING BRACKET FIRESEALLEVER ASSEMBLY

(PT6A-6A Engines) C549A

Propeller Reversing Installation Schematic

Figure 1-11-1

Page 1-11-2

Feb 01/2002



3 PROPELLERGOVERNOR

A. The propeller governor consists of a constant speed single-acting centrifugal governormounted at the 12 o’clock position on the reduction gearbox front case. The governorregulates power turbine speed by varying propeller blade pitch to match the load torqueto the engine torque, in response to changing flight conditions. The governor utilizes

pressure oil to decrease blade pitch while the centrifugal force of the blade

counter-weights assisted by return springs tend to increase the pitch. (See Figure1-11-1).

B. The main parts of the propeller governor include a gear-type oil pump with a pressurerelief valve; a pair of pivoted flyweights mounted on a rotating flyweight head; a

spring-loaded pilot valve and the necessary cored oil passages contained in the propellergovernor housing and base. The rotating flyweights determine the position of the pilotvalve while the spring load can be varied by an externally mounted propeller control lever.

C. The propeller governor incorporates two safety features. The first is a control lever springwhich is attached to the speed adjusting lever. In the event of a propeller control linkagefailure, the spring holds the speed adjusting lever in its last selected position, or tends

to move it toward the high speed setting. The high speed stop prevents the lever movingbeyond the 100% position and enables the power turbine to operate at or near

full-rated speed and develop maximum power. The second safety feature is a positivelow speed setting. Moving the speed adjusting control lever against the low speed stopraises the pilot valve to a positive coarse pitch or feathering position regardless of

flyweight force. This enables the pilot to feather the propeller and minimize propellerdrag in the event of engine failure.

D. To provide the propeller governor with a sensing element, the rotating pivoted flyweightsare linked mechanically to the engine by a hollow drive gearshaft (see Figure 1-11-2).The rotating flyweights actuated by centrifugal force, position the pilot valve so as to cover

or uncover ports in the drive gearshaft and regulate the oil flow to and from the

propeller servo piston. The centrifugal force exerted by the flyweights is opposed by the

force of the adjustable speeder spring. This determines the engine rpm required to

develop sufficient centrifugal force on the flyweights to center the pilot valve.


A. During an on-speed condition (see Figure 1-11-2) in forward thrust the forces acting on

the engine/governor/propeller combination are in a state of balance with the propellercontrol lever set to obtain the desired rpm and the propeller blades in the correct pitchrange to absorb the power developed by the engine, the centrifugal force of the

rotating flyweights exactly balances the force of the speeder spring with the flyweights in

the vertical position. This positions the pilot valve plunger so that the ports which

control the oil flow from the govemor pump to the propeller servo piston are closed. The

oil is therefore diverted through the open relief valve back to the inlet side of the

govemor pump.

Page 1-11-3

Feb 01/2002



10

8

12

13

14

4

215

Ir

(PT6A-6A Engines) C342B

Reduction Gearbox Propeller Reversing Installation

Figure 1-11-2

Page 1-11-4

Feb 01/2002




1. Pressure Oil Transfer Tube

2. Flow Divider Valve Housing3. Cable Tensioner

4. Low Pitch Stop Adjustment5. Reversing Valve

6. Reversing Valve Lever

7. Power Turbine Governor

8. Governor Actuating Linkage9. Reversing Lever Guidepin

10. Return Spring11. Sliding Rod (3)12. Feedback Ring13. Carbon Block

14. Propeller Thrust Bearing Cover

15. Scavenge Oil Transfer Tube


A. In an overspeed condition, the rotating flyweights pivot outward, overcomethe speederspring tension and raise the pilot valve plunger. This uncovers the ports in the drive

gearshaft and dumps the oil from the propeller servo piston to the reduction gearbox sump.As the propeller blades increase in pitch angle, the load on the engine is increased

with a consequent decrease in engine rpm. The centrifugal force exerted on the governorflyweights is reduced allowing the speeder spring tension to return the flyweights to a

vertical position. The pilot valve plunger once again blocks the flow of control oil to or from

the propeller servo piston mechanism.



when the propeller rpm drops below the predetermined setting. The speeder springtension then overcomes the decreased centrifugal force on the flyweights and pivots them

inward, forcing the pilot valve plunger downward and opening the ports. This directs a

flow of pressure oil to the propeller servo piston which overcomes the combined forces of

the propeller counterweights and return springs and decreases the pitch of the

propeller blades. The load on the propeller is reduced with a consequent increase in

propeller rpm. This is sensed by the governor flyweights, causing the pilot valve plungerto again be positioned to close the oil ports.

Page 1-11-5

Feb 01/2002






It is provided to control a power turbine/propeller overspeed condition by immediatelydumping the oil from the propeller servo piston to the reduction gearbox sump (see Figure1-11-1). The governor consists of conventional type flyweights mounted on a rotatinghollow splined shaft. The hollow shaft embodies ports which are normally closed by a pilotvalve and held in this position by a speeder spring. The spring tension acts in oppositionto the centrifugal force of the rotating flyweights. When a power turbine/propelleroverspeed condition occurs, the increased centrifugal force sensed by the flyweightsovercomes the spring tension, lifts the pilot valve and dumps the propeller servo pistonoil back tothe reduction gearbox through the hollow splined shaft. This permits thecombined forces of the counterweights and return springs to move the blades toward a

coarse pitch position, absorbing the engine power and preventing further powerturbine/propeller overspeed.


A. The power turbine governor is mounted on the top of a sandwich typetachometer-generator (Nf). The generator is mounted at approximately the 2 o’clock

position on the reduction gearbox and driven by the propeller shaft through bevel gears.The power turbine governor is set to approximately 106% (Nf) speed for normal pitchoperation. Should the propeller stick in such a way as to prevent the propeller governorfrom governing in the normal pitch range, the power turbine governor will act as a

power turbine/propeller overspeed limiter by cutting back fuel flow in the event the

propeller shaft overspeed reaches 106% (Nf).

B. During reverse operation, the power turbine governor is progressively reset to

approximately 95% (Nf) before the propeller reaches a negative pitch angle. This ensures

that the engine power is limited to maintain a propeller rpm somewhat less than thatof the propeller governor setting. The propeller governor will, therefore, always sense an

underspeed condition and direct pressure oil to the propeller servo piston. The powerturbine governor lever is connected by adjustable linkage to the reversing valve lever

system

9. PITCH REVERSING VALVE AND LINKAGE

A. The pitch reversing valve consists of a plug type sleeve valve located in the propellerthrust bearing cover at the 6 o’clock position (see Figure 1-11-2). The reversing valveoil inlet passage is connected by an external oil transfer tube to an internal transfer tube

on the reduction gearbox. The dump side of the reversing valve is connected to the

reduction gearbox through an externally mounted oil flow divider and pressure checkvalve. These ensure an adequate supply of oil to the power section bearings during en~inewindmilling. The propeller reversing valve accommodates a pivoted reversing lever at

its center. One end of the reversing lever is attached to a push-pull control wire rope whichis interconnected through propeller control and cam follower levers to the FCU, then

to the cockpit power control lever. The opposite end of the reversing lever is attached to

and positioned by a carbon block located in the propeller feedback ring.

Page 1-11-6

Feb 01/2002



10. PROPELLER REVERSING INTERCONNECTING LINKAGE

A. The propeller reversing interconnecting linkage provides the correct relationship between

engine power and propeller blade pitch during reversing operations. The system (seeFigure 1-11-1) comprises three major parts: a control lever mounting bracket bolted to the

accessory gearbox at flange G; a rear control lever, with a circumferential and radial

cam slot (see Figure 1-11-3), mounted on a pivot in the mounting bracket, and a rear

follower lever. The rear follower and rear control levers are interconnected by a follower pinwhich rides in the contoured cam slot, transmitting movement of either lever. The

cockpit power control lever is connected directly to the attaching lug on the rear follower

lever, or through the lever pivot pin which is splined and has a special extension to

accommodate an airframe supplied type lever. Two lugs are provided on the control lever

mounting bracket for use by the airframe manufacturer. These enable attachment of

flexible cable supports and provide a terminal point for the static cable casing. A ball

bearing ended interconnecting rod completes the linkage from the rear follower lever to the

FCU control arm.

B. The rear control lever is connected forward to the reversing valve lever on the reduction

gearbox by a push-pull wire rope. Swivel joint telescopic units are used at each end of

the cable to allow for angular variations between the rear control lever and the reverse

lever relative to the wire rope outer casing. The telescopic unit at the rear control

lever end includes an adjustment to enable varying the effective wire rope length. The

clevis end of the wire rope is attached to the rear control lever by using one of a number

of holes provided to effect the desired pitch change rate. The telescopic unit at the

reversing valve lever end includes a wire rope tensioning spring which eliminates

stop is set to ensure that the reversing valve is in a "null" position for normal propellerbacklash,and an adjustable stop to limit the forward travel of the reversing valve lever. The

operation

C. During normal propeller operation (from IDLE to TAKEOFF), the follower pin moves in

the circumferential portion of the cam slot, but imparts no motion through the rear

control lever to the reversing lever. However, on selection of reverse pitch, the follower

pin moves up the radial portion of the slot, rotating the rear control lever and transmittingthis motion forward through the cable to the reversing lever.

11. LOW PITCH CONTROL CYCLE

A. The cockpit power control lever is normally placed in the IDLE position prior to enginelightup. At this point, the follower pin is at the intersection between the radial and

circumferential ports on the cam slot. The feedback ring and therefore the propeller end

of the reversing lever is fixed by stops and return springs to its maximum rearmost

position. The wire rope clevis end of the reversing lever is positioned by the wire rope

spring stop so that the reversing valve is shut off. Both the propeller and power turbine

governors are set for maximum rpm (100% propeller rpm and 100% Nf) respectively.

Page 1-11-7

Feb 01/2002



PROPELLER CONTROL CAM, n oo

CAM SLOT O

O

RADIAL SECTION

CIRCUMFERENTIAL SECTION

C1212

Propeller Control Lever Cam Slot TerminologyFigure 1-11-3

Page 1-11-8

Feb 01/2002



s. As the engine lights up and the rpm increases, the propeller governor senses an

underspeed and directs pressure oil to the propeller servo piston to effect a pitch change.At an angle somewhat above the low pitch setting, the propeller servo piston will pickup the low pitch adjustment stops on the guide rods. The feedback ring moves axiallyfbrward transmitting this motion through the carbon block to the reversing lever. The

reversing lever pivots on the wire rope clevis end which is presently static and graduallyopens the reversing valve. Oil from the propeller is dumped through the flow divider

to the reduction gearbox. The process continues until the amount of oil dumped by the

valve equals the amount being supplied by the propeller governor, at which point there will

be no further change in pitch and the propeller will be in low pitch.

12. HIGH PITCH CONTROL CYCLE

A. With the engine operating and the propeller in low pitch thigh rpm), the power control

lever is advanced from IDLE to the TAKEOFF position. The movement transmitted

through the wire rope moves the follower pin in the circumferential position of the cam

slot without altering the position of the rear control lever. Movement of the rear follower

lever simultaneously advances the FCU control lever to full power position (100%rpm). As the propeller governing speed is reached, the propeller govemor will dumppressure oil from the propeller to increase pitch and maintain speed. The feedback ringreturns to a rearward position shutting off the reversing valve and the propeller will

operate in the conventional manner.

13. REVERSE PITCH CONTROL CYCLE

A. To go into reverse pitch from the low pitch position, the power control ever is pulledback through a gate into the REVERSE position. This moves the follower pin up the

radial portion of the cam slot, rotating the rear control lever and transmitting a pulling force

to the wire rope against the tension spring. This moves´•the end of the reversing lever

which pivots on the feedback ring end, partially closing the reversing valve and reducingthe amount of oil being dumped to an amount less than that supplied by the propellergovernor. Since this condition is one of underspeed, the propeller will move through low

pitch into the negative pitch range as long as the reversing lever continues to move.

As the propeller moves into low pitch, the feedback ring changes position in an attemptto open the reversing valve and prevent a further change in pitch. This cannot occur

while the reverse lever continues to be moved.

B. As the propeller reaches the full reverse pitch position, movement at the wire rope clevis

end of the reversing lever will cease. The reversing lever will have travelled only far

enough to move the reversing valve to a "null" position at which point the oil flow into the

propeller is equal to the flow out. The power turbine governor is simultaneously reset

from 106% to 95% (Nf). This final setting leads the propeller and will be reached before

the propeller attains full reverse pitch. Selection of reverse pitch also repositions the

FCU control lever increasing fuel flow and consequently power output. The chosen

relationship of engine power to propeller pitch depends largely on operating requirements.Should the relationship selected be such as to require 95% (Nf), the power turbine

governor will limit the engine power according to the ability of the propeller to absorb the

power at that speed.

Page 1-11-9

Feb 01/2002



14. REVERSE TO LOW PITCH CONTROL CYCLE

A. The process of returning to low pitch from full reverse is exactly opposite to going into

reverse pitch. As the power control lever is moved towards the low pitch gate, the

reversing valve is opened past its "null" position, dumping more oil into the reduction

gearbox than is being supplied by the propeller governor. As the propeller pitch moves out

of the reverse pitch range, the fuel flow is progressively reduced and the powerturbine governor reset to 106% (Nf). The full stabilized low pitch position is obtained

when the amount of oil dumped by the reversing valve equals the quantity supplied bythe propeller governor.

Page 1-11-10

Feb 01/2002





(PT6A-6B PT6A-20)

1. GENERAL

A. The PT6A-6B and PT6A-20 reversing propeller installation utilizes a single-actinghydraulic reversing propeller controlled by a propeller governor. An optional propelleroverspeed governor may be provided to limit power turbine speed in the event of

failure of the propeller governor. A power turbine governor controls propeller speed in

the Beta range and will also limit propeller speed in the remote event of the propelleroverspeeding.

B. The integrated engine and propeller combination has three cockpit controls: a fuel cut-off

lever, a power control lever and a propeller control lever. The fuel cut-off lever has two

positions. CUT-OFF and IDLE. An additional HI-IDLE position is provided on certain

installations. This lever controls the cut-off function of the fuel control unit (FCU) and

resets the power control lever Idle Stop to provide 50% minimum Ng in the IDLE positionand up to a minimum of 80% Ng in the HI-IDLE position, where applicable. The Ngselected by the power control lever is a maximum value which is reached only if the powerturbine governor does not act to reduce Ng below the selected value. The powercontrol lever also selects low blade angle (Beta) and resets the power turbine governorfrom over propeller selected speed at full forward power to under propeller selected

speed in the Beta range. The propeller control lever is connected to the propeller governorthrough linkage. Movement of the linkage determines and limits the rpm range of the

propeller governor and so governs the propeller. When the control lever is moved to the

minimum rpm position, the propeller will automatically feather.

2. PROPELLER




internal oil pilot tube and the feather retum springs (see Figure 1-12-1). Movement of

the propeller blades is controlled by a hydraulic servo piston mounted on the front of the

propeller spider hub. The servo piston is connected by a link to each of the blade

trailing edge roots. Centrifugal counterweights on each blade and feathering springs in

the servo piston tend to drive the servo piston into the feather, or high pitch position. This

movement is opposed by the oil pressure generated and controlled by the propellergovernor. The pressure oil is transferred to the servo piston via an oil transfer housingand the hollow center of the propeller shaft. An increase in the oil pressure moves the

propeller blades toward the low pitch position (increased rpm). A decrease in the oil

pressure allows the blades to move toward the high pitch position (decreased rpm) under

the influence of the feathering springs and blade counterweights.

Page 1-12-1

Feb 01/2002



SPEED ADJUSTING PROPELLERBETA CONTROL OVERSPEEDLEVER

GOVERNOR

PROPELLER GOVERNOR

GOVERNOR PUMP

ENGINEOIL SUPPLY

v jSTOP SPRING

STOP

RELIEF VALVE

OIL DUMP TO II OIL DUMP TOREDUCTION II REDUCTIONGEARBOX II GEARBOX

LOW STOP

I’ COUNTERWEIGHT

REVERSE RETURNSPRINGS

COLLAR

FEEDBACK f_

n I SERVO PISTONRING

ROTATION

J PISTON SEAL

PROPELLER OILTRANSFER HOUSING LOW STOP ROD (3 OFF)

FEATHER RETURNSPRINGS

CARBON BLOCK

(PT6A-6B and -P0Engines) C37B


Figure 1;12-1

Page 1-12-2

Feb 01/2002



s. The servo piston is also connected by three spring-loaded sliding rods to a feedback

ring mounted behind the propeller. Movement of the feedback ring is transmitted bycarbon blocks through a propeller reversing lever and linkages to the propeller governoroverride rod. The lever functions as a link between the push-pull wire rope and the

override rod in the propeller governor and also functions as a feedback link in the reverse

pitch and low pitch selections.

3. PROPELLER GOVERNOR

A. The propeller governor performs two functions. Under normal flight conditions it acts as

a constant speed governing unit (CSU) to regulate power turbine speed (Nf) by varyingthe propeller blade pitch to match the load torque to the engine torque in responseto changing flight conditions. During low airspeed operations, the propeller governor can

be used to select the required blade angle (Beta control); while in the Beta control

range, engine power is adjusted by the FCU and the power turbine governor to maintain

power turbine speed (Nf) at a speed slightly less than the selected rpm.

B. The propeller governor consists of a single-acting centrifugal governor mounted at the

12 o’clock position on the reduction gearbox front case (see Figure 1-12-2). The

propeller governor function in forward thrust is to boost engine oil pressure to decrease

propeller blade pitch, while the centrifugal force of the blade counterweights, assisted

by feathering springs, tend to increase the pitch.

C. The propeller governor includes an integral gear type oil pump with a pressure relief

valve, a pair of pivoted flyweights mounted on a rotating flyweight head, a spring-loaded’pilot valve and the necessary cored oil passages contained in the governor housing and

base. The rotating flyweights determine the position of the pilot valve while the springload can be varied by an externally mounted propeller control lever.

D. In the event of a propeller control linkage failure, a spring attached to the propellerspeed adjusting lever holds the lever in its last selected position or moves it toward

the high speed setting. The high speed stop prevents the lever moving beyond the 100%

position and enables the engine to be operated at or near full rated speed and

develop maximum power. Moving the propeller speed adjusting lever against the low

speed stop raises the pilot valve to a positive coarse pitch or feathering position regardlessof flyweight force. This enables the pilot to feather the propeller and minimize propellerdrag in the event of engine failure.

E. To provide the propeller governor with a sensing element, the rotating pivoted flyweightsare linked mechanically to the engine by a hollow drive gearshaft. The rotatingflyweights, actuated by centrifugal force, position the pilot valve so as to cover or

uncover oil ports in the drive gearshaft and regulate the oil flow to and from the propellerservo piston. The centrifugal force exerted by the flyweights is opposed by the force of

the adjustable speeder spring. This determines the engine rpm required to developsufficient centrifugal force on the flyweights to center the pilot valve, thereby preventingoil flow.

Page 1-12-3

Feb 01/2002



PROPELLER GOVERNORHIGH SPEED I CABLE TERMINAL

ADJUSTMENTSTOP

LOW PITCHSTOP ADJUSTER

PROPELLER REVERSINGLEVER

OjiP" INTERCONNECTING

ROD

lp

PROPELLER OVERSPEED PROPELLER

GOVERNORTEST GOVERNOR

SOLENOIDOd PROPELLER OVERSPEED

a GOVERNOR

FEEDBACK~ING

C38A

Propeller Reversing Installation Reduction Gearbox

Figure 1-12-2

Page 1-12-4

Feb 01/2002



An override rod is located inside the hollow center of the propeller governor pilot valve

and is connected through a linkage to the propeller reversing lever. The rod is ineffective

when the engine is in the constant speed range as the rotating flyweights hold the

pilot valve clear of the rod. However, when the propeller is running at a speed lower than

that selected on the propeller control lever, the flyweights allow the pilot valve to drop,causing the blade angle to decrease. As the propeller blades approach the angle selected

by the power control lever, the feedback ring repositions the propeller reversing lever

to move the pilot valve, through the override rod, to an on-speed or null position and so

prevent further blade movement.


A. During an on-speed condition in forward thrust the forces acting on the engine/propellergovernor/propeller combination are in a state of balance. With the propeller control lever

set to obtain the desired rpm and the propeller blades in the correct pitch range to

absorb the power developed by the engine, the centrifugal force of the rotating flyweightsbalances the force of the speeder spring with the flyweights in the vertical position.This positions the pilot valve plunger so that the ports which control the oil flow from the

governor pump to the propeller servo piston are closed. The oil pressure is therefore

diverted through the relief valve, back to the inlet side of the governor pump.


A. In an overspeed condition, the rotating flyweights pivot outward, overcome the speederspring tension and raise the pilot valve. This uncovers the ports in the drive gearshaftand dumps the oil from the propeller servo piston to the reduction gearbox sump. As the

propeller blades increase in pitch angle, the load on the engine is increased with a

consequent decrease in engine rpm. The centrifugal force exerted on the propellergovernor flyweights is reduced allowing the~ speeder spring tension to return the flyweightsto a vertical position. The pilot valve once again blocks the flow of control oil to or

from the propeller servo piston.



when the engine rpm drops below the predetermined setting. The speeder springtension then overcomes the decreased centrifugal force on the flyweights and pivotsthem inward, forcing the pilot valve downward and opening the ports. This directs a flow

of pressure oil to the propeller servo piston which overcomes the combined forces of

the propeller counterweights and return springs and decreases the pitch of the propellerblades. The load on the engine is reduced with a consequent increase in engine rpm.This is sensed by the propeller governor flyweights, which cause the pilot valve plunger to

again be positioned to close the oil ports.

Page 1-12-5

Feb 01/2002






It is provided to control any power turbine/propeller overspeed condition by immediatelybypassing the oil from the propeller servo piston to the reduction gearbox (see Figures1-12-1 and 1-12-2). The propeller overspeed governor consists of conventional typeflyweights mounted on a rotating hollow-splined shaft. The hollow shaft embodies portswhich are normally closed by a pilot valve and held in this position by a speederspring. The spring tension acts in opposition to the centrifugal force of the rotatingflyweights. When an engine overspeed condition occurs, the increased centrifugal force

sensed by the flyweights overcomes the spring tension, lifts the pilot valve and

bypasses the propeller servo piston oil back to the reduction gearbox through the hollow

splined shaft. This permits the combined forces of the counterweights and return

springs to move the blades toward a coarse pitch position, absorbing the engine powerand preventing further engine overspeed. A ground test solenoid valve in the governoris provided to permit testing the unit. The valve resets the governor to approximately 10%

below its normal overspeed setting.


A. The power turbine governor is mounted on the top of a sandwich typetachometer-generator.(Nf). The generator is mounted at approximately the 2 o’clock

position on the reduction gearbox and is driven by the propeller shaft through bevel gears(see Figure 1-12-3). The power turbine governor is set to approximately 106% (Nf)speed for normal pitch operation. Should the propeller stick in such a way as to preventthe propeller governor from governing in the normal pitch range, the power turbine

governor will act as an overspeed limiter by bleeding FCU control air, thereby reducingthe fuel flow to limit the power and so govern the propeller shaft speed.

B. The power turbine governor is progressively reset to below 100% Nf as the propellercontrol cam is pulled back into the Beta range, i.e. below the 90% position of the

power control lever. If Nf exceeds the setting of the power turbine governor, the governorwill reduce the fuel flow, through the FCU, and so reduce engine power by reduction

of Ng. The power turbine governor can reduce Ng to a minimum of 50%. If with Ng at 50%,Nf still exceeds the governor setting, the propeller reverts to a constant-speedcondition controlled by the propeller governor. This will occur under high airspeedconditions and under these conditions Beta control and reverse pitch selection are not

possible.

9. FUEL CUT-OFF LEVER

A. The cockpit fuel cut-off lever is connected through a combined lever and stop on the topof the FCU to the cut-off valve lever. The lever and stop also function as an idle stop for

the FCU control rod. With the cockpit fuel cut-off lever in the IDLE position, the FCUcontrol rod stop is set to the 50% Ng position while with the cockpit fuel cut-off lever in

the HI-IDLE position, (where applicable) the FCU control rod stop is reset to the

80% Ng position.

Page 1-12-6

Feb 01/2002



PROPELLER CONTROL CAM( 1NON-STOL CAM SLOT

2 )REAR FORK ENDCONFIGURATION

3 )LOCKNUTo

REAR WIRE ROPETERMINAL o

4 )CLAMPING BOLT CLAMPING BOLT(38) ,COUNTERWEIGHT

OPICTUP~TING LEVER SUPWRT P~RM 39POWER TURBINE GOVERNORINTERCONNECT ROD (UPPER)

PROPELLER GOVERNOR STOP HARTZELL PROPELLER HC-B3TN-3

5TAKE-OFF POSITION

OPdoPELLERsPEEosELEET(IN FEATHERED POSITION)

90"f1" I

24)FRONT FORK END!REVERSE POSITION OIDLE POSITION IDLE DEADBAND To COCKPITPROPELLERRING, ROD END

ADJUSTING BOLTPROPELLER GOVERNOR IRM

CONTROLLEVERSERVO PISTON

(NON-STOLAPPLICATION) OPROPELLER GOYERNMI

FEATHER RETURN SPRINGS

FRONT LIFTING BRACKET

DIM.Z O SPRING STOP DIM. X------~ rC

21 )SPEED CONTROL UNIT STOPPROPELLER CONSTANT

31 SPRING RETAINER CUP

5WIYELJ~INT FRONT SWIVEL

~FCU *CTU~ITING LEYER JOINT 25PITCHYA LOW PITCH AND REVERSE

OPROPELLW CONTROL CfiM

26

STOP ADJUSTER

HIGH PITCH AND FEATHERPROPELLER GOVERNOR~

~CIM MLUhllER LEYER WIRE ROPEACTUATING LEVER LOW-STOP ROD

CASING SPRING, REVERSE RETURN

DETAIL A POWER TURBINE 33 PROPELLER REVERSING LEVER

GOVERNOR LINE (CARBON BLOCKS (25) NOT SHOWN)R PROPELLER 40 )POWER TURBINE GOVERNOR MAXIMUM STOP

~aoJusnao SPPICERPUSH-PULL

FEEDBACK RING

WIRE ROPE 41 )pOWER TURBINE GOVERNOR ARM

r~carPnPowEa42)POWER mRBINE GOVERNOR INTERCONNECT RW (LOWERJ

CONTROL LEIIER 43 POWER TURBINE GOVERNOR LEVER

15 OPOWER TURBINE

GOVERNOR LINE (Py)STOL CAM SLOT 32)LOCK-BOLTCONFIGURATION FCU REVERSING CAM FOLLOWER PIN

LEVER FRONT LIFTING16 CENTER FIRESEAL 20

FCU BRACKET

14 INTERCONNECT POWER CONTROL LOW-PITCHROD LEVER

D ADJUSTER STOP

REAR FIRESEAL LOCKNUT13 )Ne Mnx. STOP RETAINING

28

44 PLATEDETAIL B

34) SPRING12 )FCU ARM EXTENSION

FUEL CONTROLUNIT (FCU) ~j) FCU CONTROL nRM

DETAIL C10 )CUT-OFF VALVE LEVER POST-SB298

(PT6A-6B and -20 Engines) C1849A

Engine Controls and Reversing Installation

Figure 1-12-3

Page 1-12-7/8

Feb 01/2002



10 POWER CONTROL LEVER

A. The cockpit power control lever controls engine power through the full range from

maximum Take-off power through to Full Reverse. It also selects the propeller pitch (Betacontrol) from the reverse selection up to the constant speed rpm as selected by the

cockpit propeller control lever (Se;e Figure 1-12-3)

B. A cam assembly, secured to the accessory gearbox is the connecting point for the

cockpit power control lever and provides scheduled control movements to the FCU, powerturbine governor and the low blade angle selection system. The cam assemblyconsists of an input lever, which is connected through a shaft to a cam follower assembly,and three cam type levers. The FCU reversing lever is free-mounted on the inputlever shaft while the propeller control cam and FCU actuating lever are free-mounted on

a second shaft. The FCU actuating lever is spring-loaded toward idle and is connected

through an adjustable control rod to the FCU control arm. In operation, movement of the

cockpit power control lever rotates the cam follower. The cam follower pin contacts

one face of the FCU actuating lever and slides in the slotted propeller control cam.

C. The propeller control cam is coupled through a push-pull wire rope to the~ upper end of

the propeller reversing lever. The mid-point of the reversing lever is connected through a

linkage to the propeller governor interconnect rod. The upper end of the lever is also

coupled through two adjustable control rods and a lever to the power turbine governor.

D. When the upper end of the reversing lever is moved by the push-pull wire rope, both the

power turbine governor and the propeller low blade angle selection mechanism are

reset. If the propeller rpm is below constant speed rpm, movement of the reversing lever

causes the propeller governor to change the propeller pitch. The resulting movement

of the propeller feedback ring moves the lower end of the lever to return the propellergovernor to a null position and prevent further blade movement when the selected

blade angle is reached.

E. In the Beta control range, movement of the power control lever from IDLE up to

approximately the 90% position will select increasing propeller blade pitch angles.Movement of the lever from IDLE to REVERSE will select decreasing propeller pitchangles until the ~full reverse pitch is obtained.

F The FCU control arm is positioned by the cockpit power control lever through the cam

follower and in the reverse selection through the FCU reversing lever. In the IDLE

position (see Figure 1-12-3), the cam follower pin is contacted by the adjuster on the

FCU reversing lever and by the FCU actuating lever. When the power control lever is

pushed toward the TAKEOFF position, the cam follower pin pushes the FCU actuatinglever forward against the action of the spring and moves the FCU control arm until the

required power is selected. In the TAKEOFF position, the controls will be in the

positions shown (see Figure 1-12-3).

G. Moving the power control lever back from the IDLE to the REVERSE position, the cam

follower pin contacts the adjuster on the FCU reversing lever and rotates the lever. The

lug at the bottom of the FCU reversing lever contacts the underside of the FCU

actuating lever, lifting it clear of the cam follower pin and rotating it toward the TAKEOFF

position. When the power control lever is in the full REVERSE selection, the FCU

actuating lever will be in the Takeoff position. (See Figure 1-12-3).

Page 1-12-9

Feb 01/2002



11. NON-STOL APPLICATIONS

A. The installation of Non-Stot applications is identical to the Stol reversing propellerinstallation except that a special propeller cam is used. This cam has a different curved slot

configuration for the Lo-idle position up to the Take-Off position of the power control

lever travel (refer to Figure 1-12-3 for a detail of the Non-Stol cam). The reverse positionof the propeller control cam is the same as that for Stol applications except that the

beta range of the Stol application is limited to that part of the control range from Lo-ldle

to Reverse. Movement of the cockpit power control lever from Idle to Take-Off position,therefore, has no direct effect upon propeller pitch.

B. Reduced idle power may be obtained by selecting below idle at which point a 12" dead

band allows selection of a flat, fine low without increasing the FCU power lever travel.

Page 1-12-10

Feb 01/2002





(PT6A-20A AND PT6A-20B ENGINES)

1. GENERAL

A. The engine reversing propeller installation consists of a single-acting hydraulic propellercontrolled by a propeller governor, combining the functions of a normal propellergovernor (CSU), a reversing valve and a power turbine governor (Nf).

B. The integrated engine and propeller combination has three cockpit controls: a fuel cut-off

lever, a power control lever and a propeller control lever. The fuel cut-off lever has two

positions: CUT-OFF and IDLE. An additional HI-IDLE position is provided on certain

installations. This lever controls the cut-off function of the fuel control unit (FCU) and

resets the power control lever Idle Stop to provide 50% minimum Ng in the IDLE positionand up to a minimum of 80% Ng in the HI-IDLE position, where applicable. The Ngselected by the power control lever is a maximum value which is reached only if the powerturbine governor section of the propeller governor does not act to reduce Ng speedbelow the selected value. The power control lever also selects low blade angle (Beta)and resets the power turbine governor section of the propeller governor from over propellerselected speed at full forward power to under propeller selected speed in the Beta

range. The propeller control lever is connected to the propeller governor through linkage.

and so governs the propeller. When the control lever is moved to the minimum rpm

Movement of the linkage determines and limits the rpm range of the propeller governor

position, the propeller will automatically feather.

2. PROPELLER

A. The engine is normally equipped witha three bladed metal propeller dowelled and



internal oil pilot tube and the feather return springs (see Figure 1-13-1). Movement of

the propeller blades is controlled by a hydraulic servo piston mounted on the front of the

propeller spider hub. The servo piston is connected by a link to each of the blade

trailing edge roots. Centrifugal counterweights on each blade and feathering springs in

the servo piston tend to drive the servo piston into the feather, or high pitch position. This

movement is opposed by the oil pressure generated and controlled by the propellergovernor. The pressure oil is transferred to the servo piston via an oil transfer housingand the hollow center of the propeller shaft. An increase in the oil pressure moves the

propeller blades toward the low pitch position (increased rpm). A decrease in the oil

pressure allows the blades to move toward the high pitch position (decreased rpm) under

the influence of the feathering springs and blade counterweights.

B. The servo piston is also connected by three spring-loaded sliding rods to a feedback

ring mounted behind the propeller. Movement of the feedback ring is transmitted by a

carbon block through the propeller reversing lever and thence to the Beta valve. This

motion is used to control blade angle from normal forward fine pitch stop to full

reverse blade angle. The motion is available only from approximately 20 degrees positiveto 20 degrees reverse blade angle.

Page 1-13-1/2

Feb 01/2002



STOL CAM 7 l~j) r PUSH-PULL CONTROL

o o

SPEED ADJUSTINGLEVER

O oSPEEDERSPRING

FCU ARM r PILOTVALVE

nPY~

RESET POST

BETA CONTROL VALVE_

AIR BLEED LINK

MINIMUMGOVERNING

ADJUSTMENT

RETURN TO PUMP

TO SUMP FROM PUMP

PITCH LOCKSOLENOID VALVE I I I

TEST SOLENOIDPROPELLER OVERSPEED

GOVERNOR ii:

PITCH LOCK SOLENOID1 BETA ROD

HYDRAULIC LOW PITCH ADJUSTMENT

J ACTUATING SWITCH

COUNTERWEIGHT

TO SUMP

(PT6A-20 and -208 Engines) C1353


Figure 1-13-1

Page 1-13-314

Feb 01/2002



If 3. PROPELLERGOVERNOR

A. The propeller governor performs three functions. Under normal flight conditions it acts

as a constant speed governing (CSU), maintaining the propeller speed selected by the

pilot by varying the propeller blade pitch to match the load to the engine torque in responseto changing flight conditions. During low airspeed operations, the propeller governorcan be used to select the required blade angle (Beta control); while in the Beta control

range, engine power is adjusted by the FCU and the power turbine section of the propellergovernor to maintain power turbine speed (Nf) at slightly less than the selected rpm.

B. The propeller governor is a single-acting centrifugal type mounted at thel2 o’clock

position on the reduction gearbox front case (see Figure 1-13-2). in forward thrust

operation, the function of the propeller govemor is to boost engine pressure oil to

decrease propeller blade pitch, while the centrifugal force of the blade counterweights,assisted by feathering spring, tends to increase the pitch.

C. The propeller governor consists of an integral gear type oil pump with a pressure relief

valve, two pivoted flyweights mounted on a rotating flyweight head, a spring loaded pilotvalve and necessary cored passages contained in an aluminum housing. The flyweighthead is attached to a hollow drive shaft which protrudes below the housing flange. The

shaft is externally splined to mate with the corresponding coupling shaft in the

reduction gearbox. The spring loaded pilot valve is installed in the drive shaft centerbore.

Ports in the drive shaft and the position of the pilot valve control the direction of oil

flow within the housing. The rotating shaft speed and hence rotating flyweight determine

the position of the pilot valve, while the opposing spring load on the valve is varied bythe speed adjusting lever at top of the governor. The speed adjusting lever is connected

through airframe linkage to the propeller control lever in the cockpit.

D. A maximum stop prevents the speed adjusting lever moving beyond 100% position and

enables the propeller to be operating at or near, full rated speed, and the engine to

develop maximum power. Movement of the adjusting lever towards the minimum preset(feathering) stop, raises the pilot valve and decreases oil pressure to propeller servo

piston. This decrease in pressure allows the propeller piston to move under the influence

of the feathering return springs and blade counterweights, to rotate the propellerblades to a positive coarse pitch or feathering position, regardless of governor flyweightforce acting on the pilot valve. This enables the pilot to feather the propeller and

minimize drag in the event of engine failure.

E. In the event of a malfunction in the linkage of the propeller control ever, a springattached to the speed adjusting lever holds the lever in its last selected position or moves

it against the maximum stop.

Page 1-13-5/6

Feb 01/2002



PROPELLER 1)(2)REARFORKENDCONTROL CAM

NON-STOL CAM SLOT CONFIGURATION3 LOCKNUT

O REARWIRE

4 )CLAMPING BOLT

O

EXTENSION /h~\P_PROPELLER GOVERNOR 22

ROPE RERMINAL TO COCKPIT PROPELLER SPEED

O CONTROL LEVER ADJUSTING LEVER COUNTERWEIGHT PROPELLER CUTAWAY (088. ONLY)

24 )FRONT FORK END~/’n"PROPELLER-TYPICALFEATHERED POSITION)

SPRING RING,RODEND

5 ~I SETTING MAX. STOP 21 LZ~g I iCSERVO PISTON

900~10 ADJUSTING BOLT LEVER REVERSE POSITION FRONT LIFTING BRACKET 20i

FEATHER RETURN SPRINGSIDLE DEADBAND CAM FOLLOWER

(NON-STOLIDLE POSITION APPLICATION) TAKE-OFF POSITION COUPLING NUT( 40

WIRE ROPE CASIIIG (43~

~:PI /’SPRINGRETAINERCUPD

~WIRE ROPE(46 Ai’

FCU ACTUATING LEVER( 6 ‘r\ "i~ (25) LOW PITCH AND REVERSE

HIGH PITCH AND FEATHERLOW PITCH

o _> STOP ALUUSTER

FRONT LIFTING BRACKETREAR FORK END 2 REARSWIVEL i 2 LOW STOP ROD

JOINTPROPELLER GOVERNOR AIR 18 WIRE ROPE SPRING, REVERSE RETURN

PRESSURETUBE(Py) CASING CASTELLATED26

NUTPROPELLER CONTROL CAM 1 27PROPELLER GOVERNOR 38 PROPELLER GOVERNORPROPELLER FEEDB9~CI( LOW PITCHINTERCONNECT ROD INTERCONNECT RODCAM FOLLOWER LEVER 9 PUSH-PULL RING LOCKNUT( 28 ADJUSTER

37) RETAINING PLATE ADJUSTING SPACER 8 40LOW PITCH STOP ADJUSTER

0 WIRE ROPE 44)BRACKET STOP (26

DETAIL A

P~-´• 19 )LOCKNUTCLAMP

POST-SB298 HI-IDLE 7COCKPIT POWER SPRING( 34 FRONT

FRONTWIRE24 FORK

CONTROL LEVER ROPE TERMINAL42)SELF-LOCKING NED

17 FOLLOWER PINII

NUT

(16)POWER CqN]TqOL LEVER45mFIRESEAL

LOCKNUT( 30

SELF-LOCKING 39

15TELESCOPIC TERMINAL

HOUSING r COMPRESSOR SPRING FCU REVERSING 36INSULATION BOLTLEVERGASKET MAX. STOP

25 47)\(36) (3826~ /’i~ j REAR FIRESEAL

PROPELLERFRONT SWIVEL JOINT ~tlpy l+p~ REVERSING

24) P~t U\ (i 4) FCU INTERCONNECT ROD 1 \~c(33) LEVER

13 )Ns MAx. STOPLOCKBOLT 32 BETA

301 Y~MAX.STOP IT. UNIT (FCU) 12 )FCU ARM EXTENSION GOVERNOR AIR BLEED LINK( 35FUELCONTROL 41 VALVE

CLEVIS

48 39 CARBON BLOCK11 )FCU CONTROL ARM (REF.)

31 33 10 )CUT-OFF VALVEPROPELLER GOVERNOR( 26

32 PT6A-20A PUSH-PULL CONTROL

INTERCONNECTROD

41 RODARRANGEMENT

26 I iIPT6A-20B PUSH-PULL CONTROLROD ARRANGEMENT (TELESCOPIC UNIT)

PT6A-20A and -208 Engines) C1850B

Engine Controls and Reversing Installation

Figure 1-13-2

Page 1-13-718

Feb 01/2002



F. The Beta valve, incorporated in the propeller governor pump output line to the pilotvalve, and mechanically connected to the propeller reversing lever, is designed so

that forward movement of the valve will initially block off high pressure oil to the propellersewo piston; as forward movement continues, pressure oil in the servo will be

dumped back to the reduction gearbox. Axial movement in reverse direction has no

effect on normal propeller control. When the propeller is rotating at a speed lower than

selected by the speed adjusting lever, the governor oil pump provides pressure oil to the

servo piston thereby producing finer propeller pitch, until the feedback ring pulls back

the Beta valve to block off pressure oil to the servo piston, thus preventing further pitchchange. The pitch angle will coarsen automatically to maintain selected propellerspeed as higher engine power is selected. The Beta control does not forcibly select

reverse blade angles and very fine pitch, reverse can only occur when conditions are such

that the propeller is underspeeding relative to that selected.

G. On some installations, a lock pitch solenoid is mounted at the front of the propellergovernor and connected by cored passages to the pump oil pressure line to the

servo piston. The solenoid is energized automatically by a microswitch through movement

of the feedback ring, at a predetermined propeller blade angle. When the solenoid is

energized the valve will close to block oil flow to the servo piston; this action will lock oil

in the piston chamber and prevent any further movement of blades. However, if the

engine power lever is moved into the reverse position, a secondary microswitch installedin the power lever quadrant, will deenergize the solenoid valve actuating switch,opening the valve. This enables the propeller governor, power turbine section, to return

to its governing role. A test switch is incorporated in the system to functionally test

valve operation.

H To provide the governor with a sensing element, the rotating pivoted flyweights are

mechanically coupled to the engine by a hollow drive shaft and accessory drive

shaft in the reduction gearbox. The flyweights, actuated by centrifugal force, position the

pilot valve so as to cover or uncover ports in the drive gearshaft and regulate oil flow

to and from the servo piston. The centrifugal force exerted by the flyweights is opposedby the force of the speeder spring, this determines the engine rpm required to

develop sufficient centrifugal force on the flyweights to center the pilot valve, therebypreventing oil flow to the servo piston.

Page 1-13-9

Feb 01/2002



i. The function of the propeller governor Nf section, during normal forward thrust

operation, is to protect the engine against a possible power turbine overspeed in the event

of a propeller governor failure. During reverse thrust operation, the propeller govemorpower turbine section is set below the propeller governor selected speed. This acts to

control propeller speed via the FCU servo system (Py), and thus reduce the powersupplied by the gas generator to below that required to maintain approximately 5% less

than the selected propeller speed. A yoked bellcrank, operating off the flyweighthead, opens a pneumatic orifice as speed is increased. The orifice is -connected to the

pneumatic servo system of the FCU and opening of the orifice reduces fuel metered to the

engine. The speed at which the propeller governor power turbine section operates is

dependent on the speed selected on the governor and the position of the air bleed link.

This link is normally set so that the propeller governor power turbine section will

control Nf at approximately 6% higher than the selected speed in its maximum positionand approximately 4% lower in its minimum position. The propeller governor powerturbine section "droop" is approximately 4%, thus in maximum position, the governor will

commence governing at 102% and fully govern at 106%. It should be noted that

repositioning the air bleed link to its minimum position brings the yoke into contact with

the pilot valve and brings in a spring load in addition to the speeder spring which

the flyweights must overcome to control propeller speed. This effect causes propellergoverned speed to increase to about 1% higher than nominally selected.


A. During an on-speed condition in forward thrust, the forces acting on the engine,propeller governor and propeller combination are in a state of balance. With the propellerspeed adjusting lever set to obtain the desired rpm and the propeller blades in the

correct pitch range to absorb the power developed by the engine, the centrifugal force of

the rotating flyweights balances the force of the speeder spring with the flyweights in

the vertical position. This positions the pilot valve plunger so that the ports which control

the oil flow from the governor pump to the propeller servo piston are closed. The oil

pressure is therefore diverted through the relief valve, back to the inlet side of the governor

pump.


A. In an overspeed condition, the rotating flyweights pivot outward, overcome the speederspring tension and raise the pilot valve. This uncovers the ports in the drive gearshaftand dumps the oil from the propeller servo piston to the reduction gearbox sump. As the

propeller blades increase in pitch angle, the load on the engine is increased with a

consequent decrease in engine rpm. The centrifugal force exerted on the governor

flyweights is reduced allowing the speeder spring tension to return the flyweights to a

vertical position. The pilot valve once again blocks the flow of control oil to or from

the propeller servo piston.

Page 1-13-10

Feb 01/2002




A. With the propeller speed adjusting lever set to the desired rpm, a condition of underspeedoccurs when the engine rpm drops below the predetermined setting. The speeder springtension then overcomes the decreased centrifugal force on the flyweights and pivotsthem inward, forcing the pilot valve downward and opening the ports. This directs a flow

of pressure oil to the propeller servo piston which overcomes the combined forces of

the propeller counterweights and return springs and decreases the pitch of the propellerblades. The load on the engine is reduced with a consequent increase in engine rpm.This is sensed by the governor flyweights, which cause the pilot valve plunger to again be

positioned to close the oil port.




It is provided to control any propeller overspeed condition by immediately bypassingthe oil from the propeller servo piston to the reduction gearbox (see Figure 1-13-1). The

propeller overspeed governor consists of conventiona!type flyweights mounted on a

rotating hollow splined shaft. The hollow shaft embodies ports which are normally closed

by a pilot valve and held in this position by a speeder spring. The spring tension acts

in opposition to the centrifugal force of the rotating flyweights. When an engine overspeed_

condition occurs, the increased centrifugal force sensed by the flyweights overcomes

the spring tension, lifts the pilot valve and bypasses the propeller servo piston oil back to

the reduction gearbox through the hollow splined shaft. This permits the combined

forces of the counterweights and return springs to move the blades toward a coarse pitchposition, absorbing the engine power and preventing further engine overspeed. A

solenoid valve, which resets the governor to a value below its normal overspeed setting,is provided to permit ground testing of the unit.

8. NON-STOL APPLICATIONS

A. The installation for Non-Stol applications is identical to the Stol reversing propellerinstallation except that a special propeller cam is used. This cam has a different curved slot

configuration for the Low-idle position up to the Take-Off position of the power control

lever travel (refer to Figure 1-13-2 for a detail of the Non-Stot cam). The reversing positionof the propeller control cam is the same as that for Stol applications except that the

Beta range of the Stol application is limited to that part of the control range from Lo-ldle

to Reverse. Movement of the cockpit power control lever from Lo-ldle to Take-Off

position, therefore, has no direct effect upon propeller pitch.

B. Reduced idle power may be obtained by selecting below idle at which point a 12" dead

band allows selection of a flat, fine low without increasing the FCU power lever travel.

Page 1-13-11/12

Feb 01/2002

PART

GEN RAL

PROCEDURES




PART 2 GENERAL PROCEDURES

SECTION 1 ENGINE OIL SYSTEM SERVICING

1. LUBRICATING OIL 2-1-1

A. General 2-1-1

B. CHANGE OF OIL BRAND 2-1-1

2. OIL LEVEL CHECK 2-1-2

A. General 2-1-2

B. Procedure 2-1-2

3. OIL SYSTEM DRAINAGE 2-1-2

A. Procedure 2-1-2

4. OIL SYSTEM FILLING 2-1-3

A. Procedure 2-1-3

5. OIL SYSTEM FLUSHING 2-1-5

A. General 2-1-5

B. Procedure 2-1-5

6. PATCH MAKING PROCEDURE 2-1-6

A. Procedure 2-1-6

SECTION 2 PREPARATION FOR SERVICE OR STORAGE

INTRODUCTION

1. GENERAL 2-2-1

2. HUMIDITY CONTROL 2-2-1

3. REACTIVATION OF DESSICANT 2-2-1

A. Procedure 2-2-1

4. STORAGE OF ENGINE 2-2-2

5. STACKING FOR STORAGE 2-2-3

PART2 CONTENTS Dec 02/2005Page 1




SECTION 2 PREPARATION FOR SERVICE OR STORAGE (Cont’d)

REMOVAVINSTALLATION

6. GENERAL 2-2-3

A. Precautions 2-2-3

B. Types Of Engine Slings 2-2-4

7. REMOVAL OF ENGINE FROM METAL CONTAINER 2-2-4

A. Procedure 2-2-4

8. REMOVAL OF ENGINE FROM FIBERBOARD CONTAINER

TYPE PK562 2-2-5

A. Procedure 2-2-5

9. REMOVAL OF ENGINE FROM FIBERBOARD CONTAINER

TYPE PK1325 2-2-7

A. Procedure 2-2-7

10. INSTALLATION OF ENGINE IN METAL CONTAINER 2-2-9

A. General 2-2-9

B. Procedure 2-2-9

11. PREPARATION OF FIBERBOARD CONTAINER TYPE PK562 2-2-12

A. Procedure 2-2-12

12. INSTALLATION OF ENGINE IN FIBERBOARD CONTAINERTYPE PK562 2-2-13

A. General 2-2-13

B. Procedure 2-2-13

13. INSTALLATION OF ENGINE- IN FIBERBOARD CONTAINER

TYPE PK1325 (PT6A-6/C20, -20, -20A and -208 ENGINES

ONLY) 2-2-14

A. General 2-2-14

B. Procedure 2-2-14





SECTION 2 PREPARATION FOR SERVICE OR STORAGE (Cont’d)

ENGINE PRESERVATION/DEPRESERVATION

14. GENERAL 2-2-16

B. Fuel Control Unit 2-2-16

15. ENGINE PRESERVATION SCHEDULE 2-2-17

A. Procedure 2-2-17

16. ENGINE OIL SYSTEM PRESERVATION 2-2-17

A. Procedure 2-2-17

17. ENGINE FUEL SYSTEM PRESERVATION 2-2-18

A. Procedure 2-2-18

18. ENGINE DEPRESERVATION SCHEDULE 2-2-19

A. Procedure 2-2-19

19. ENGINE DEPRESERVATION 2-2-20

A. Procedure 2-2-20

SECTION 3 CLEANING

INTRODUCTION

1. GENERAL 2-3-1

SPECIFIC PARTS

2. FUEL AND OIL TUBES 2-3-1

3. OIL FILTER ELEMENT (Post-SB1118 ENGINES) 2-3-1

A. Conventional Cleaning Procedure 2-3-1

B. Electrosonic Cleaning Procedure 2-3-2

4. AIR INLET SCREEN 2-3-2

5. GLOW PLUGS (Pre-SB1429) 2-3-4

A. Cleaning 2-3-4





SECTION 3 CLEANING (Cont’d)

6. SPARK IGNITERS (Post-SB1429) 2-3-4

A. Cleaning 2-3-4

7. IGNITION EXCITER (Post-SB1429) 2-3-4

A. Cleaning 2-3-4

8. FUELMANIFOLD ADAPTER ASSEMBLIES 2-3-5

A. Cleaning 2-3-5

9. FUEL PUMP INLET SCREEN 2-3-8

A. Cleaning 2-3-8


A. Cleaning 2-3-8

11. CHIP DETECTOR 2-3-10

A. Cleaning 2-3-10

12. P3 FILTER ELEMENT (Post-SB1294) 2-3-10

A. Conventional Cleaning Procedure 2-3-10

B. Electrosonic Cleaning Procedure 2-3-10

FIELD CLEANING

13. GENERAL 2-3-12

K. Minimizing Attack 2-3-13

L. Borescope Inspection 2-3-13

14. INTERNAL WASH 2-3-14

A. General 2-3-14

15. INTERNAL WASH METHODS 2-3-14

A. General 2-3-14

16. RECOMMENDED WASH SCHEDULE 2-3-17





SECTION 3 CLEANING (Cont’d)

17. EQUIPMENT REQUIRED 2-3-18

A. General 2-3-18

18. PREPARATION OF SOLUTIONS 2-3-22

INTERNAL WASHES

19. ENGINE MOTORING WASH 2-3-22

A. Procedure 2-3-22

20. COMPRESSOR TURBINE DESALINATION WASH 2-3-25

A. Procedure 2-3-25

21. PERFORMANCE RECOVERY WASH 2-3-28

A. Procedure 2-3-28

22. ENGINE RUNNING WASH 2-3-29

A. Procedure 2-3-29

FUEL NOZZLE CLEANING

23. Preparation and Cleaning 2-3-30

A. Equipment 2-3-30

B. Preparation 2-3-30

C. Cleaning 2-3-31

D. Post-cleaning 2-3-32

ENGINE EXTERNAL WASH

24. General 2-3-32

SECTION 4 STANDARD PRACTICES

1, GENERAL 2-4-1

2. PREFORMED PACKINGS, PACKING RETAINERS AND GASKETS 2-4-1

3. LUBRICATION OF PREFORMED PACKINGS 2-4-2

A. Procedure 2-4-2





SECTION 4 STANDARD PRACTICES (Cont’d)

4. ANTIGALLING AND ANTISEIZE COMPOUNDS 2-4-2

A. Procedure 2-4-2

5. LOCKING DEVICES 2-4-3

6. KEYWASHERS (TAB AND CUP TYPES) 2-4-3

A. Procedure 2-4-3

7. RETAINING RINGS (SPIROLOX, ETC.) 2-4-5

8. LOCKWIRE 2-4-5

9. LOCKING PROCEDURES 2-4-5

10. HARDWARE IDENTIFICATION 2-4-6

METAL PARTICLES IDENTIFICATION

11. GENERAL 2-4-12

12. PRE-REQUISITES 2-4-12

A. Equipment Required 2-4-12

13. TEST PROCEDURES 2-4-14

A. Procedure 2-4-14

MARKING OF PARTS

14. GENERAL 2-4-15

15. PERMANENT MARKING METHODS 2-4-16

A. Procedure 2-4-16

TEMPORARY MARKING METHODS

16. PROCEDURE 2-4-16

A. Definition 2-4-16

B. Temporary Marking of Cold Areas 2-4-16

C. Temporary Marking of Hot Cold Sections 2-4-17

17. MARKING LOCATIONS 2-4-17





SECTION 4 STANDARD PRACTICES (Cont’d)

18. MARKING SIZE 2-4-17

WELDING

19. GENERAL 2-4-17

20. CLEANING BEFORE WELDING 2-4-18

21. WELDING PROCEDURE 2-4-18

A. Procedure 2-4-18

22. CLEANING AFTER WELDING 2-4-19

23. LOCAL STRESS RELIEF 2-4-20

24. INSPECTION OF WELDING 2-4-20

STANDARD INSPECTION PROCEDURE

25. GENERAL 2-4-20

26. INSPECTION GAGES 2-4-21

ELBOW FITTINGS

27. REMOVAL 2-4-21

A. Procedure 2-4-21

28. INSTALLATION 2-4-22

A. Procedure 2-4-22

B. Fluid and Pneumatic Lines 2-4-22

TOUCH-UP SOLUTION

29. CHROME PICKLE SOLUTION (MAGNESIUM RGB AND AGE

HOUSINGS) 2-4-23

A. Preparation 2-4-23

SECTION 5 TORQUE RECOMMENDATIONS

1. GENERAL 2-5-1





SECTION 5 TORQUE RECOMMENDATIONS (Cont’d)

2. TQRQUE WRENCH AND EXTENSIONS 2-5-1

A. Usage of Extension to Torque Wrench 2-5-1

3. NUTS, BOLTS AND SCREWS 2-5-2

4. SELF-LOCKING NUTS 2-5-2

A. Procedure 2-5-2

5. CASTELLATED NUTS 2-5-2

6. SLOTTED, STEEL LOCKNUTS 2-5-2

7. STANDARD AND STEPPED STUDS 2-5-2

8. HOSE, TUBING AND THREADED CONNECTORS 2-5-2

SECTION 6 TESTING

INTRODUCTION

1. GENERAL 2-6-1

2. ENGINE CONDITION TREND MONITORING 2-6-1

3. SYMBOLS 2-6-1

GROUND SAFETY PRECAUTIONS

4. GENERAL 2-6-2

5. AIR INTAKE 2-6-2

6. PROPELLER WINDMILLING 2-6-2

7. ENGINE EXHAUST 2-6-4

8. EXHAUST GASES 2-6-4

9. COOL-DOWN 2-6-4

10. JET FUEL AND LUBRICATING OIL 2-6-4

TEST INFORMATION

11. GENERAL 2-6-4

12. PRECIPITATION 2-6-5





SECTION 6 -TESTING (Cont’d)

13. FUEL 2-6-5

14.~ INSTRUMENTS 2-6-5

15. GROUND OPERATING LIMITS 2-6-5

16. INADVERTENT CUT-OFF AND RELIGHT DURING TAXI 2-6-8

17. ENGINE OVERTEMPERATURE 2-6-8

18. ENGINE OVERSPEED 2-6-8

19. ENGINE OVERTORQUE 2-6-8

EXTREME WEATHER CONDITIONS

20. COLD WEATHER PROCEDURES 2-6-13

21. HOT-WEATHER PROCEDURES 2-6-14

GROUND TESTING

22. GENERAL 2-6-14

A. Purpose and Definitions 2-6-14

23. CHECK NO. 1 PRESTART 2-6-15

A. Procedure 2-6-15

24. CHECK NO. 2 ENGINE START 2-6-15

A. Procedure 2-6-15

25. UNSATISFACTORY START 2-6-16

A. Procedure 2-6-16

26. MOTORING RUN 2-6-16

A. General 2-6-16

B. Procedure 2-6-16

27. CHECK NO. 3 SETTING MAXIMUM GENERATOR SPEED 2-6-17

A. Procedure 2-6-17

B. Adjustment of Gas Generator Control 2-6-18





SECTION 6 TESTING (Cont’d)

28. TRIM SPEED DATA PLATE 2-6-18

29. CHECK NO. 4 ENGINE PERFORMANCE AND DATA PLATE

TRIM SPEED 2-6-18

A. General 2-6-18

B. Performance Check Procedure 2-6-18

30. CHECK NO. 5 ACCELERATION CHECWADJUSTMENT 2-6-19

A. Procedure 2-6-19

31. TORQUEMETER FUNCTION TEST 2-6-23

A. Procedure 2-6-23

32. CHECK NO. 6 ENGINE SHUT-DOWN 2-6-27

A. Procedure 2-6-27

33. PERMISSIBLE FIELD ADJUSTMENT COMPONENTS 2-6-29

A. General 2-6-29

CHECKS AFTER COMPONENT REPAIR REPLACEMENT

34. GENERAL 2-6-29

35. PROPELLER GOVERNOR CHECKS (PT6A-20A AND PT6A-20B

ENGINES ONLY) 2-6-31

A. Procedure 2-6-31

36. PROPELLER FEATHERING CHECK PT6A-6 SERIES AND

PT6A-20 ENGINES 2-6-33

A. Procedure 2-6-33

37. POWER TURBINE GOVERNOR CHECK PT6A-6 SERIES AND

PT6A-20 ENGINES 2-6-34

A. Procedure 2-6-34

38. POWER TURBINE GOVERNOR CHECK PTGB SERIES

ENGINES 2-6-35






SECTION 6 TESTING (Cont’d)

40. FUEL CONTROL UNIT CHECK 2-6-36

A. Procedure 2-6-36

41. FUEL PUMP CHECK 2-6-36

A. Procedure 2-6-36

42. CHECKS AFTER COMPONENT REPLACEMENT 2-6-36

43. PRESSURE TESTING FUEL CONTROL PNEUMATIC SYSTEM 2-6-36

A. Procedure 2-6-36

IDLE SPEED ADJUSTMENTS

44. GENERAL 2-6-37

45. MINIMUM GOVERNING (IDLE) SPEED CHECK 2-6-40

A. Procedure 2-6-40

46. MINIMUM FUEL FLOW ADJUSTMENT ON FUEL CONTROL UNIT

(FCU) 2-6-40

A. Procedure 2-6-40

ENGINE FINAL CHECKOUT

47. CHECKS AND ADJUSTMENTS 2-6-42

A. Procedure 2-6-42

SECTION 7 TROUBLESHOOTING

1. GENERAL 2-7-1

A. Procedure 2-7-1

2. ENGINE CONDITION TREND MONITORING SYSTEM 2-7-1

3. TROUBLESHOOTING 2-7-2

A. Procedure 2-7-2

B. Engine Condition Trend Monitoring (ECTM) Shift 2-7-2

C. Lubricating Oil Contamination 2-7-39





SECTION 8 CONSUMABLE MATERIALS

1. GENERAL 2-8-1

2. SPECIFICATIONS 2-8-1

3. TRADE NAME PRODUCTS 2-8-1

4. SUPPLIER CODES AND ADDRESSES 2-8-9





PART PART


LEP 1 Dec 02/2005 2-2-7 Jun 06/2003

2 Dec 02/2005 2-2-8 Jun 06/2003

3 Dec 02/2005 2-2-9 Jun 06/2003

4 blank Dec 02/2005 2-2-10 Jun 06/2003

2-2-11 Jun 06/2003

Contents 1 Dec 02/2005 2-2-12 Jun 06/2003

2 Dec 02/2005 2-2-13 Jun 06/2003

3 Dec 02/2005 2-2-14 Jun 06/2003

4 Dec 02/2005 2-2-15 Jun 06/2003

5 Dec 02/2005 2-2-16 Jun 06/2003

6 Dec 02/2005 2-2-17 Jun 06/2003

7 Dec 02/2005 2-2-18 Jun 06/2003

8 Dec 02/2005 2-2-19 Jun 06/2003

9 Dec 02/2005 2-2-20 Jun 06/2003

10 Dec 02/2005

11 Dec 02/2005 Section 3 2-3-1 Jun 06/2003

12 Dec 02/2005 2-3-2 Feb 01/2002

2-3-3 Feb01/2002

List of 1 Dec 02/2005 2-3-4 Jun 06/2003

Figures 2 Dec 02/2005 2-3-5 Jun 06/2003

3 Dec 02/2005 2-3-6 Feb 01/2002

4 Dec 02/2005 2-3-6 A Jun 06/2003

2-3-6 B blank Jun 06/2003

List of 1 Dec 02/2005 2-3-7 Jun 06/2003

Tables 2 blank Dec 02/2005 2-3-8 Jun 06/2003

2-3-9 Feb 01/2002

Section 1 2-1-1 Dec 02/2005 2-3-10 Feb 01/2002

2-1-2 Dec 02/2005 2-3-11 Feb 01/2002

2-1-3 Dec 02/2005 2-3-12 Feb 01/2002

2-1-4 Dec 02/2005 2-3-13 Feb 01/2002

2-1-5 Dec 02/2005 2-3-14 Feb 01/2002

2-1-6 Dec 02/2005 2-3-15 Feb 01/2002

2-1-7 Dec 02/2005 2-3-16 Feb 01/2002

2-1-8 blank Dec 02/2005 2-3-17 Feb 01/2002

2-3-18 Feb 01/2002

Section 2 2-2-1 Jun 06/2003 2-3-19 Feb 01/2002

2-2-2 Jun 06/2003 2-3-20 Feb 01/2002

2-2-3 Jun 06/2003 2-3-21 Feb 01/2002

2-2-4 Jun 06/2003 2-3-22 Feb 01/2002

2-2-5 Jun 06/2003 2-3-23 Feb 01/2002

2-2-6 Jun 06/2003 2-3-24 Jun 06/2003

PART2 LEP Dec 02/2005Page 1




PART PART


2-3-25 Feb 01/2002 Section 6 2-6-1 Apr 02/2004

2-3-26 Feb 01/2002 2-6-2 Apr 02/2004

2-3-27 Feb 01/2002 2-6-3 Apr 02/2004

2-3-28 Feb 01/2002 2-6-4 Apr 02/2004

2-3-29 Feb 01/2002 2-6-5 Apr 02/2004

2-3-30 Feb 01/2002 2-6-6 Apr 02/2004

2-3-31 Feb 01/2002 2-6-7 Apr 02/2004

2-3-32 Feb 01/2002 2-6-8 Apr 02/2004

2-6-9 Apr 02/2004

Section 4 2-4-1 Aug 27/2004 2-6-10 Apr 02/2004

2-4-2 Aug 27/2004 2-6-11 Apr 02/2004

2-4-3 Feb 01/2002 2-6-12 Apr 02/2004

2-4-4 Feb 01/2002 2-6-13 Apr 02/2004

2-4-5 Feb 01/2002 2-6-14 Apr 02/2004

2-4-6 Feb 01/2002 2-6-15 Apr 02/2004

2-4-7 Feb 01/2002 2-6-16 Apr 02/2004

2-4-8 Feb 01/2002 2-6-17 Apr 02/2004

2-4-9 Feb 01/2002 2-6-18 Apr 02/2004

2-4-10 Feb 01/2002 2-6-19 Apr 02/2004

2-4-11 Feb 01/2002 2-6-20 Apr 02/2004

2-4-12 Feb 01/2002 2-6-21 Apr 02/2004

2-4-13 Feb 01/2002 2-6-22 Apr 02/2004

2-4-14 Feb 01/2002 2-6-23 Apr 02/2004

2-4-15 Feb 01/2002 2-6-24 Apr 02/2004

2-4-16 Feb 01/2002 2-6-25 Apr 02/2004

2-4-17 Feb 01/2002 2-6-26 Apr 02/2004

2-4-18 Feb 01/2002 2-6-27 Apr 02/2004

2-4-19 Feb 01/2002 2-6-28 Apr 02/2004

2-4-20 Feb 01/2002 2-6-29 Apr 02/2004

2-4-21 Feb 01/2002 2-6-30 Apr 02/2004

2-4-22 Feb 01/2002 2-6-31 Apr 02/2004

2-4-23 Aug 27/2004 2-6-32 Apr 02/2004

2-4-24 Feb 01/2002 2-6-33 Apr 02/2004

2-4-25 Feb 01/2002 2-6-34 Apr 02/2004

2-4-26 blank Feb 01/2002 2-6-35 Apr 02/2004

2-6-36 Apr 02/2004

Section 5 2-5-1 Feb 01/2002 2-6-37 Apr 02/2004

2-5-2 Feb 01/2002 2-6-38 Apr 02/2004

2-5-3 Feb 01/2002 2-6-39 Apr 02/2004

2-5-4 blank Feb 01/2002 2-6-40 Apr 02/2004

2-6-41 Apr 02~004





PART PART


2-6-42 Apr 02/2004 2-7-38 Aug 16/2002

2-6-43 Apr 02/2004 2-7-39 Aug 16/2002

2-6-44 blank Apr 02/2004 2-7-40 Aug 16/2002

2-7-41 Aug 16/2002

Section 7 2-7-1 Aug 16/2002 2-7-42 Aug 16/2002

2-7-2 Aug 16/2002 2-7-43 Aug 16/2002

2-7-3 Aug 16/2002 2-7-44 Aug 16/2002

2-7-4 Aug 16/2002

2-7-5 Aug 16/2002 Section 8 2-8-1 Aug 27/2004

2-7-6 Aug 16/2002 2-8-2 Aug 27/2004

2-7-7 Aug 16/2002 2-8-3 Aug 27/2004

2-7-8 Aug 16/2002 2-8-4 Aug 27/2004

2-7-9 Aug 16/2002 2-8-5 Aug 27/2004

2-7-10 Aug 16/2002 2-8-6 Aug 27/2004

2-7-11 Aug 16/2002 2-8-7 Aug 27/2004

2-7-12 Aug 16/2002 2-8-8 Aug 27/2004

2-7-13 Aug 16/2002 2-8-9 Aug 27/2004

2-7-14 Aug 16/2002 2-8-10 Aug 27/2004

2-7-15 Aug 16/2002 2-8-11 Aug 27/2004

2-7-16 Aug 16/2002 2-8-12 Aug 27/2004

2-7-17 Aug 16/2002 2-8-13 Aug 27/2004

2-7-18 Aug 16/2002 2-8-14 Aug 27/2004

2-7-19 Aug 16/2002 2-8-15 Aug 27/2004

2-7-20 Aug 16/2002 2-8-16 Aug 27/2004

2-7-21 Aug 16/2002 2-8-17’ Aug 27/2004

2-7-22 Aug 16/2002 2-8-18 Aug 27/2004

2-7-23 Aug 16/2002 2-8-19 Aug 27/2004

2-7-24 Aug 16/2002 2-8-20 Aug 27/2004

2-7-25 Aug 16/2002 2-8-21 Aug 27/2004

2-7-26 Aug 16/2002 2-8-22 Aug 27/2004

2-7-27 Aug 16/2002 2-8-23 Aug 27/2004

2-7-28 Aug 16/2002 2-8-24 Aug 27/2004

2-7-29 Aug 16/2002 2-8-25 Aug 27/2004

2-7-30 Aug 16/2002 2-8-26 Aug 27/2004

2-7-31 Aug 16/2002 2-8-27 Aug 27/2004

2-7-32 Aug 16/2002 2-8-28 Aug 27/2004

2-7-33 Aug 16/2002 2-8-29 Aug 27/2004

2-7-34 Aug 16/2002 2-8-30 Aug 27/2004

2-7-35 Aug 16/2002 2-8-31 Aug 27/2004

2-7-36 Aug 16/2002 2-8-32 Aug 27/2004

2-7-37 Aug 16/2002 2-8-33 Aug 27/2004





PART

SECTION PAGE DATE

2-8-34 blank Aug 27/2004





PAGE

Dipstick Assembly Figure 2-1-1 2-1-4

Metal Shipping Container Components Figure 2-2-1 2-2-6

Fiberboard Container Components Type PK562 Figure 2-2-2 2-2-8

Fiberboard Shipping Container Figure 2-2-3 2-2-10

Electrosonic Cleaner Oil Filter Element Figure 2-3-1 2-3-3

Flushing Fixture (Fuel Nozzles) Figure 2-3-2 2-3-6

Compressor Bleed Valve Figure 2-3-3 2-3-9

Electrosonic Cleaner P3 Air Filter Element (Typical) Figure 2-3-4 2-3-11

Pressure Testing Fuel Control Pneumatic System Figure 2-3-5 2-3-15

Compressor Wash Rig Schematic Figure 2-3-6 2-3-19

Water Wash Wand Figure 2-3-7 2-3-20

Modification to Existing Wash Ring Figure 2-3-8 2-3-21

Removal/i nstallation of Turbine Wash Tube Figure 2-3-9 2-3-26

Examples of Locking Type Washers Figure 2-4-1 2-4-4

Lockwire Procedures Figure 2-4-2 2-4-7

Lockwiring Examples Figure 2-4-3 (Sheet 1 of 3) 2-4-8

Lockwiring Examples Figure 2-4-3 (Sheet 2) 2-4-9

Lockwiring Examples Figure 2-4-3 (Sheet 3) 2-4-10

Hardware Code Identification Figure 2-4-4 2-4-11

Identification of Reduced Pitch Diameter Bolt Figure 2-4-5 2-4-13

Installation of Elbow Fitting (Typical) Figure 2-4-6 2-4-24

Torque Wrench and Extension Figure 2-5-1 2-5-3

Exhaust Danger Areas -Typical Figure 2-6-1 2-6-3

Inadvertent Cut-off and Relight During Taxi Figure 2-6-2 2-6-9

Overtemperature Limits (All Conditions except Starting) Figure 2-6-3 2-6-10

Overtemperature limits (Starting Conditions Only) Figure 2-6-4 2-6-11

PART 2 LIST OF FIGURES Dec 02/2005Page 1



LIST OF FIGURESFAG EFIGURE

Overtorque Limits All Engines Figure 2-6-5 2-6-12

Part Power Trim Check Curve Figure 2-6-6 (Sheet 1 of 2) 2-6-20

Part Power Trim Check Curve Figure 2-6-6 (Sheet 2) 2-6-21

Fuel Control Adjustment -Typical Figure 2-6-7 2-6-22

Engine Performance and Data Plate Trim Speed Check Curve Figure 2-6-8

(Sheet 1 of 2) 2-6-24

Engine Performance and Data Plate Trim Speed Check Curve Figure 2-6-8

(Sheet 2) 2-6-25

Acceleration Time vs Ambient Temperature Figure 2-6-9 2-6-26

Power Turbine Governor Adjustments Figure 2-6-10 2-6-30

Propeller Governor Adjustments Figure 2-6-11 2-6-32

Pressure Testing Fuel Control Pneumatic System Figure 2-6-12 2-6-38

Typical Gas Generator Speed Range at Minimum Fuel Flow for Various

Pressure Altitudes Figure 2-6-13 2-6-39

Gas Generator Speed for Pressure Altitude at Minimum Fuel Flow Figure 2-6-14 2-6-41

Minimum Fuel Flow Adjustment Figure 2-6-15 2-6-43

Engine Starting Fault Isolation Chart Figure 2-7-1 (Sheet 1 of 7) 2-7-3

Engine Starting Fault Isolation Chart Figure 2-7-1 (Sheet 2) 2-7-4






Engine Operating Fault Isolation Chart Figure 2-7-2 (Sheet 1 of 10) 2-7-10

Engine Operating Fault Isolation Chart Figure 2-7-2 (Sheet 2) 2-7-11






LIST OF FIGURESFIGURE PAGE







Engine Performance Fault Isolation Chart Figure 2-7-3 (Sheet 1 of 10) 2-7-20

Engine Performance Fault Isolation Chart Figure 2-7-3 (Sheet 2) 2-7-21









Engine Lubrication Fault Isolation Chart Figure 2-7-4 (Sheet 1 of 8) 2-7-30

Engine Lubrication Fault Isolation Chart Figure 2-7-4 (Sheet 2) 2-7-31







Engine Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 1 of 4) 2-7-41

Engine Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 2) 2-7-42




LIST OF Flil;URESFIGURE PAGE



PART 2 LIST OF FIGU RES Dec 02/2005Page 4



LIST OF TABLES

TITLE PAGE

TABLE 2-2-1, Preservation Schedule for Engine in Metal Container 2-2-2

TABLE 2-2-2, Stacking Limitations Metal and Fiberboard Containers 2-2-3

TABLE 2-2-3, Temperature/Pressu re Gradient 2-2-12

TABLE 2-3-1, Electrosonic Cleaner Specifications 2-3-2

TABLE 2-3-2, Rinse Solution Formulation 2-3-16

TABLE 2-3-3, Cleaning Solution Formulation 2-3-16

TABLE 2-3-4, Wash Schedule Recommendations 2-3-17

TABLE 2-3-5, Rinse Mixture Quantity Requirements 2-3-22

TABLE 2-3-6, Cleaning Mixture Quantity Requirements 2-3-23

TABLE 2-3-7, Cleaning Agents 2-3-23

TABLE 2-3-8, Compressor Turbine Wash Schedule Recommendations 2-3-28

TABLE 2-4-1, Chrome Pickle Solution 2-4-23

TABLE 2-6-1, Engine Operating Limits (PT6A-20, -20A and -20B) 2-6-5

TABLE 2-6-2, Engine Operating Limits (PT6A-6, -6A, -6B) 2-6-7

TABLE 2-6-3, Ground Checks after Component Replacement 2-6-31

TABLE 2-7-1, ECTM Shift Fault Isolation 2-7-38

TABLE 2-8-1, Consumable Materials 2-8-1

TABLE 2-8-2, Supplier Codes and Addresses 2-8-9

PART 2 LIST OF TABLES Dec 02/2005Page 1/2



´•I PART 2 GENERAL PROCEDURES

SECTION 1 ENGINE OIL.SYSTEM SERVICING

1. LUBRICATING OIL

A. General

Oil specified for use in lubricating oil system of the engines covered in this manual are

listed in Pratt Whitney Canada (P&WC) Service Bulletin No. 1001 (SB1001). The oils

listed are for use in commercially operated PT6 series engines and are the only oils

approved for flight operations. Should it be desired to use an oil not listed, P&WC

Customer Support Department must be consulted first.

Pratt Whitney CanadaCustomer Support Services

1000 Marie-Victorin

Longueuil, QuebecCanada J4G1Al

B. CHANGE OF OIL BRAND

(1) Different formulations of various oil brands may have different detergent action.

After an oil brand change this may cause release of carbon particles into the oil

system, resulting in clogging of the scavenge screen. After change of oil brand, the

a total of 50-hours (5 inspections) and at routine oil filter checks thereafter up to 500

main oil filter should be inspected for carbon particles at 10-hour intervals up to

hours. If carbon in excess of normal is noted, proceed as follows:

(a) Remove drain plug from 6 o’clock position on accessory gearbox.

(b) Using a mirror and light, inspect scavenge screen through drain hole.

(c) If carbon is in evidence, attempt to dislodge it by using a small stiff paint brush.

(d) Flush out any removed carbon.

(e) If carbon cannot be removed by this method, the accessory gearbox should be

removed (Refer to Part 4, Heavy Maintenance) and the screen cleaned.

NOTE: Maintenance personnel are advised that the engine lubricating oil and

oil wetted components, on newly delivered/overhauled engines, mayexhibit signs of a blue dye. This condition may be ignored as the dyehas no detrimental effect on engine components or on protectivetreatments and is completely soluble in oil.

Page 2-1-1

Dec 02/2005



2. OIL LEVEL CHECK

A. General

To avoid overservicing of oil tank, and high oil consumption, an oil level check is

recommended within 30 minutes after engine shutdown. Ideal interval is 15 to 20 minutes.

If more than 30 minutes has passed, and the dip stick indicates that oil is needed,start the engine and run at ground idle for five minutes, and recheck oil level.

B. Procedure

(1) Unlock filler cap and dipstick from filler neck at 11 o’clock position on accessorygearbox, and remove filler cap.

(2) Wipe dipstick with clean lint-free cloth.

CAUTION: WHEN FILLER CAP ASSEMBLY IS INSTALLED AND LOCKED, NOMOVEMENT IS ALLOWED.

(3) Install cap/dipstick and lock.

(4) Remove cap/dipstick.

I CAUTION: DELETED.

(5) Check oil tank contents against marking on dipstick, and service as required.

NOTE: Normal oil level is one US quart (0.83 Imp. quart, 0.95 liter) below

maximum level, with engine in horizontal attitude.

(6) If oil level is too low to register on dipstick due to possible excessive consumption,or if low or fluctuating pressures have been recorded, refer to Troubleshooting,Engine Lubrication, for action to be taken; then proceed as follows:

(a) Fill oil tank to normal level, and record quantity of oil added.

CAUTION: WHEN FILLER CAP ASSEMBLY IS INSTALLED AND LOCKED, NOMOVEMENT IS ALLOWED.

(b) Install filler cap and dipstick; make sure cap is locked.

(c) Run engine at ground idle for approximately five minutes (Ref. Part 2, Section

6, Testing).

(d) Check oil level (Ref. steps (2) thru (6) preceding).

(e) Check main oil filter (Ref. Part 3, Section 2, Para. Removal of Oil Filter).

3. OIL SYSTEM DRAINAGE

A. Procedure (See Figure 2-1-1)

NOTE: For ail change recommendations, refer to SB1001.

Page 2-1-2

Dec 02/2005´•



(1) Place a suitable drip tray under engine.

(2) Remove cotterpin and lockpin (5) from bottom of air inlet case and remove drain

plug (6) using puller (7).

(3) Remove drain plug (2) or chip detector (3) and cover (4) from 6 o’clock position on

reduction gearbox. Inspect chip detector as detailed in Part 3, Section 3.

(4) Remove drain plug (8) from 6 o’clock position on rear face of accessory gearbox.

4. OIL SYSTEM FILLING


(1) Install plug or chip detector on reduction gearbox as follows:

(a) Pr.e-SB1217: Install plug (2) with preformed packing. Tighten plug, torque (Ref.No. 184, Fits Clearances) and safety wire.

CAUTION: THE CHIP DETECTOR CAN BE QUITE EASILY OVERTIGHTENEDBY MODERATE HAND PRESSURE. THEREFORE, THE USE OF ATORQUE WRENCH IS IMPORTANT TO AVOID OVERTORQUINGWHICH COULD RESULT IN FRACTURE OF THE CHIP DETECTORBODY.

(b) Post-SB1217: Install chip detector (3) with preformed packing, tighten and

torque (Ref. No. 200, Fits Clearances); install cover (4) on chip detector

and torque (Ref. No. 199, Fits Clearances). Safety wire cover and chipdetector.

(2) Install plug (8) with preformed packing in accessory gearbox. Tighten plug, torque(Ref. No. 580, Fits Clearances) and safety wire.

(3) Install drain plug (6) with preformed packing in bottom of air inlet case. Secure in

position with lockpin (5) and cotterpin.

(4) Ensure that drain plug and interconnecting lines are fitted and safety wired to

airframe oil cooler (refer to appropriate Aircraft Maintenance Manual).

(5) Fill oil tank with specified oil (Ref. SB1001) to level of maximum graduation on

dipstick.

CAUTION: WITH FILLER CAP AND DIPSTICK ASSEMBLY LOCKED INTO POSITION,NO MOVEMENT IS ALLOWED.

(6) Install filler cap and dipstick assembly in oil tank and ensure that cap is securelylocked.

(7) Start engine and run at idle, as described in Section 6, following, for approximatelytwo minutes to circulate oil through system.

(8) Feather propeller.

Page 2-1-3

Dec 02/2005



REDUCTION GEARBOX

C 2) (5AIR INLET CASE

PRE-SB1217

3

IMPERIAL POST-SB1217LITERS

QUARTS 6

0.833--1-

"a1.66 --1 cu 1--1.90 7

ACCESSORY GEARBOX

2.49 --1 c~ 1--2.85

83.32 --1 3.80

4.15 --1 ~n 1--4.75

DETAIL OFDIPSTICK

ASSEMBLY

C6226

Dipstick AssemblyFigure 2-1-1

Page 2-1-4

Dec 02/2005



Key to Figure 2-1-1

1. Dipstick Assembly2. Drain Plug (Pre-SB1217)3. Chip Detector (Post-SB1217)4. Cover (Post-SB1217)5. Lockpin6. Drain Plug7. Puller (PWC30077)8. Drain Plug

(9) Shut down engine, as described in Section 6, following.

(10) Check oil level in tank and replenish, as required, to normal level on dipstick as

described in Paragraph 2.B., preceding.


(11) Install filler cap and dipstick assembly in oil tank and ensure that cap is securelylocked.

5. OIL SYSTEM FLUSHING

General

If an engine is to be operated on an oil which differs from that on which it previouslyoperated, or if the oil system has been contaminated by other than metallic particles, then

the oil system must be flushed

B. Procedure

(1) Place suitable drip pan under engine.

(2) Remove oil drain plugs or chip detector from compressor inlet case, reduction

gearbox, accessory gearbox and airframe oil cooler.

CAUTION: LIMIT ENGINE ROTATION TO THE MINIMUM TIME REQUIRED TOACCOMPLISH COMPLETE DRAINING.

(3) With drains open, place power control lever to CUT-OFF (PT6A-6 engines), or to

IDLE position (PT6A-6A, -6B, -20 Series engines), and fuel cut-off lever to

CUT-OFF (PT6A-6A, -6B, -20 Series engines). Motor engine with starter only (noignition) to allow scavenge pumps to clear engine.

(4) Reinstall all drain plugs in engine and airframe cooler.

(5) Taking all normal ground safety precautions (refer to Section 6, following), refill

engine oil tank with nevi~ oil.

O (6) Start engine and run at IDLE for a minimum of two minutes.

Page 2-1-5

Dec 02/2005



(7) Feather propeller, if applicable.

(8) Shut down engine.

(9) Repeat steps (1) (2) and (3)preceding.

(10) Remove engine oil filter; install disposable type (Pre-SB1118) or reinstall all-metal

type (Post-SB1118) after cleaning as detailed in Section 3, following.

(11) Reinstall and safety wire all drain plugs and magnetic chip detector in engine and

airframe cooler.

(12) Refill engine oil tank with new oil.

(13) Check oil level.

(14) Start engine and run at IDLE for a minimum of two minutes.

(15) Feather propeller, if applicable.

(16) Shut down engine.

(17) Check oil level and replenish as necessary.


(18) Reinstall filler cap and dipstick. Ensure that filler cap is correctly installed and

locked securely.

6. PATCH MAKING PROCEDURE

A. Procedure

CAUTION: DO NOT USE PATCH-MAKING PROCEDURE AS A CLEANINGPROCEDURE FOR FILTER ELEMENTS.

(1) Remove filter element from engine (Ref. Part 3, Section 2).

(2) Using suitable tapered plugs, seal inner cavity of filter element.

(3) Place filter in cylindrical container.

WARNING: REFER TO MANUFACTURER’S MATERIAL SAFETY DATA SHEETS FORCONSUMABLE MATERIALS INFORMATION SUCH AS: HAZARDOUS

INGREDIENTS, PHYSICAUCHEMICAL CHARACTERISTICS, FIRE,EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONSFOR SAFE HANDLING, USE AND CONTROL MEASURES.

(4) Fill container with teksol (PWC11-048), enough to cover filter element but leaving a

space for liquid movement when shaking. Secure cover.

Page 2-1-6

Dec 02/2005



(5) Shake container for about three minutes manually or 30 seconds in a vibrator.

Remove cover.

NOTE. Ensure there are no deposits left on filter. If there is, secure container

cover and continue shaking.

(6) Install new filter patch (PWC05-190) in filter patch holder and place over a suitable

container (2 liters or 1/2 gal, min.).

(7) Remove filter element from container.

(8) Pour liquid contents of container into filter patch holder.

(9) Flush out all possible loose particles which may still be in container by pouringsome teksol (PWC11-048) into it, shaking, then emptying into filter patch holder.

(10) Remove filter patch from filter patch holder and place in patch receptacle. Identifysample with type of filter, engine serial number and hours run.

(11) If any debris is found (particles large enough to be trapped by filter patch), send

sample to laboratory for material spectrographic analysis.

NOTE: Some operators retain the filter patches to establish a visual coloration

trend. Operators doing this, need to build up their own experience for

patch coloration trend evaluation because trends may vary from one engineto another and may be affected by the operating environment and

maintenance practices.

(12) Remove plugs from filter element (ensure the preformed packing does not dropinside the element).

WARNING: WHEN USING COMPRESSED AIR FOR DRYING, REGULATE TO 29 psig(200 kPa) OR LESS. WEAR GOGGLES OR FACE SHIELD TO PROTECTEYES.

(13) Dry filter element using clean compressed air at 29 psig (200 kPa).

(14) Install filter element on engine (Ref. Part 3 Section 2).

Page 2-1-7/8

Dec 02/2005



I PART 2 GENERAL PROCEDURES

SECTION 2 PREPARATION FOR SERVICE OR STORAGE

INTRODUCTION

1. GENERAL

A. Procedures included in this section should be followed when removing the engine from,or installing an engine in a storage container, and when carrying out engine depreservationor preservation. If available, Maintenance Stand (PWC30035) may be used for limited

maintenance with engine in a horizontal position, or to support an engine after removal or

prior to installation in airframe or storage container. However, if engine is to undergoheavy maintenance, it must be installed in Stand (PWC30800) as detailed in Part 4.

B. Two types of storage containers are in use. One type, of steel construction, is reusable

and may be used for long periods of either indoor or outdoor storage provided the

correct internal pressure is maintained, desiccant is replenished as required and the

engine is preserved in accordance with the applicable schedule.

C. The other type, non-reusable, of which there are two configurations, is of fiberboard

construction. These containers are intended primarily for domestic shipment (NorthAmerican Continent) in closed conveyances, or for domestic and overseas air shipment.This type of container should not be used for shipment by sea. When properlysealed, these containers are weather-resistant and non-susceptible to climatic conditions

for periods up to one week. Fiberboard containers should not be used for outdoor

storage, but will withstand indoor storage in dry areas for periods up to six months.

2. HUMIDITY CONTROL

A. To maintain internal moisture conditions at a safe level for storage, a specific quantity of

dehydrating agent (desiccant) is stowed in each container. Desiccant is packed in

individual bags, each containing eight units tone unit weighing one ounce). Each container

is provided with a humidity indicator to show the moisture level within the container

without disturbing the container or contents. At a safe moisture level (up to 40% relative

humidity) the indicator color is blue. As intemal humidity increases, the color changesgradually to pink. An all pink color indicates that an unsafe moisture condition has been

reached, and desiccant should be replaced with freshly activated material.

NOTE: Humidity indicators have a reversible element when reactivated, which may be

reused provided the original all-blue color is evident. Indicators need not be

replaced unless damaged.

3. REACTIVATION OF DESSICANT

A. Procedure

(1) Place bags of used desiccant and pink humidity indicator in a suitable oven

controlled at 121"C (250"F) for two hours (minimum). Humidity indicator must turn

blue.

Page 2-2-1

Jun 06/2003



(2) Allow oven to cool to room temperature (approximately 22"C (72"F)), then remove

bags and indicator.

(3) As soon as possible, after reactivation is complete, insert bags of desiccant into

polyethylene envelopes. Exclude all air and seal envelopes.

4. STORAGE OF ENGINE

A. Long term storage (91 days or over) of engine must be accomplished in a metal

container, when stored indoor or outdoor. All precautions must be observed to eliminateloss of pressure, and to prevent humidity from reaching an unsafe level. A periodiccheck must be carried out at least once every 30 days and any action necessary takenin accordance with Table 2-2-1.

TABLE 2-2-1, Preservation Schedule for Engine in Metal Container

CONTAINER INTERNAL CONTAINER INTERNAL ACTION REQUIRED

PRESSURE (psi) RELATIVE HUMIDITY

Normal for prevailing ambient Below 20 No action required.temperature in Table (Indicator all blue)

Less than normal for Below 20 Repressurize container (Ref.prevailing ambient Para.lO.). If pressure has

temperature in Table 2-2-3. dropped after lapse of seven

days, remove engine (Ref.Para. 7.), and reinstall in a

serviceable container (Ref.Para.lO.).

20 to 40 Replace desiccant.

(Indicator partially pink) Repressurize container and

check for leakage using a

soapy water solution.

Above 40 Remover engine from

(Indicator all pink) container (Ref. Pam. 10.).Inspect for corrosion; if

condition is satisfactory,reinstall unit with shippingcovers, freshly activateddesiccant (Ref. Pam. 10.) and

repressurize container. Check

for leakage using soapy water

solution. If necessary, rectifyfaulty container and repeatleakage check. If severe

corrosion is present, engineshould be shipped to an

overhaul facility.

Page 2-2-2

Jun 06/2003



B. If engine is stored in a fiberboard container, a periodic check must be carried out at

least once every 7 days, to prevent humidity from reaching an unsafe level. When

indicator changes to a partially pink color, remove engine from container and protectiveenvelope (refer to Paragraphs 3. and 9.). Replace desiccant with freshly activated

bags of desiccant and reinstall engine in container (refer to Paragraphs 12. and 13.).

5. STACKING FOR STORAGE

A. Instructions outlined in Table 2-2-2 must be followed when stacking empty containers, or

engines in containers.

TABLE 2-2-2, Stacking Limitations Metal and Fiberboard Containers

LIMITS PRECAUTIONS LIMITS ACTION REQUIRED

ENGINE IN Ensure containers are ENGINE IN Replace used sleeve

CONTAINER (Three sound and in CONTAINER with new sleeve and

high max.) undamaged condition. Two high maximum cover.

(Static Storage)One high maximum

(Shipping)

EMPTY CONTAINER Only static (no EMPTY CONTAINER Ensure wooden side

(Four high max.) impact) and Four high (max.) stiffeners, where

superimposed fitted, are sound and

stacking is undamaged.recommended. Avoid Only static (nodropping containers impact) and

over each other. superimposedstacking is

recommended. Avoid

dropping containers

over each other.

REMOVAL/INSTALLATION

6. GENERAL

A. Precautions

(1) When an engine is to be removed from, or installed in a metal or fiberboard

container, the following precautions must be taken.

(a) Ensure that hoist has sufficient capacity and safety factor to handle loads as

follows:

1 A load of 350 pounds (159 kg) when lifting engine only.

2 A load of 800 pounds (363 kg) when lifting engine loaded in fiberboard

container.

Page 2-2-3

Jun 06/2003



3 A load of 800 pounds (363 kg) when lifting engine loaded in metal

container.

(2) Ensure that container is positioned correctly on floor, directly beneath hoist.

(3) Ensure that free overhead space of approximately six feet (two metres) minimum is

available.

NOTE: This clearance is exclusive of the distance from the top of the container to

the hoist hook.

B. Types Of Engine Slings

(1) Two types of engine sling assemblies, (PWC30036) and (PWC32327), are used.

Both slings have a single front extension. (PWC30036) has two rear extensions

which attach at the 3 and 9 o’clock positions on PT6A-6 and -6A engines.(PWC32327) has a single rear extension which attaches to a bracket at the 12 o’clock

position on PT6A-6B, -6/C20, -20, -20A and -208 engines.

7. REMOVAL OF ENGINE FROM METAL CONTAINER


(1) Remove service receptacle cover (1) by removing two nuts and lockwashers.

(2) Depressurize container by allowing air to escape through air fill valve (2).

WARNING: A MINIMUM OF 10 MINUTES MUST BE ALLOWED FOR ALL PRESSURETO BE RELIEVED BEFORE SEPARATING THE HALVES OF THECONTAINER.

(3) Remove all engine data papers from record receptacle (5).

(4) Attach chain, or cable sling, to end lifting points (8) provided on top of container.

(5) Remove 36 closure nuts and bolts which secure top and bottom halves of container.

(6) Carefully raise top half of container straight up until clear of engine, then remove

from immediate work area.

CAUTION: NEVER USE ENGINE SLING AND HOIST FITTINGS TO LIFT AN ENGINETHAT IS STILL ATTACHED TO LOWER HALF OF THE CONTAINER.

(7) Attach applicable Sling Assembly (PWC30036) or (PWC32327), to engine liftingpoints.

Page 2-2-4

Jun 06/2003



(8) Take weight of engine on sling and remove three quick release pins (9) securingengine to container mounting brackets. Lift engine slowly from container,simultaneously ensuring that engine remains level and is not permitted to swing.

NOTE: Should difficulty be experienced when removing any of the pins which

secure the engine to the container mounting brackets, remove bolts and

washers which secure bracket in question. An alternative method of

removing the engine from its container is to remove the eight bolts, washers

and nuts which secure the mounting cradle (11) to the container. Lift out

engine, together with mounting cradle, then separate engine from cradle.

(9) Transfer engine to a clear area and remove 11 bolts and washers securing forward

and rear brackets to engine. Reinstall container brackets on cradle and stow bolts

and washers in cloth sacks provided on cradle.

(10) Install engine in appropriate stand.

(11) Depreserve engine (refer to Paragraph 19.).

8. REMOVAL OF ENGINE FROM FIBERBOARD CONTAINER TYPE PK562


(1) Cut steel support straps (15) and discard. Retain corners (16).

(2) Cut sealing tape and fold back flaps on top of container.

(3) Cut protective envelope (9) and expose top of engine.

(4) Attach sling (PWC30036) or (PWC32327) to engine lifting points.

CAUTION: NEVER USE ENGINE HOIST FITTINGS TO LIFT AN ENGINE ANDCRADLE ASSEMBLY THAT IS STILL ATTACHED 10 SKID BASE.

(5) Take weight of engine on sling and remove eight bolts (18) and lockwashers (19)securing cradle (13) to mounting brackets (14). Slowly lift out engine and cradle

assembly ensuring that engine remains level and is not permitted to swing.

(6) Transfer engine to a clear area and remove cradle from engine by removing three

quick release pins (21) from engine mount front brackets (11) and engine mount

rear bracket (12).

(7) Remove 11 bolts and washers securing engine mount front and rear brackets to

engine. Remove brackets and reassemble on cradle. Stow bolts and washers with

cradle.

(8) Remove protective envelope (9) from engine. Discard non-reusable items.

(9) Remove all engine data papers from bottom of container.


(11) Depreserve engine. (Refer to Paragraph 19.).

Page 2-2-5

Jun 06/2003



Q

I

6)

5

4~

15

C1186C

Metal Shipping Container ComponentsFigure 2-2-1

Page 2-2-6

Jun 06/2003



Key to Figure 2-2-1

1. Service Receptacle Cover

2. Air Fill Valve

3. Service Receptacle4. Pressure Relief Valve

5. Record Receptacle6. Container Locating Pin

7. Humidity Indicators

8. Container Lifting Points

9. Quick Release Pins

10. Container Gasket

11. Mounting Cradle

9. REMOVAL OF ENGINE FROM FIBERBOARD CONTAINER TYPE PK1325


(1) Cut steel support straps (10) and discard. Retain corners (9).

(2) Remove cover (1) from sleeve (5) and lift sleeve from skid base (17).

(3) Cut protective envelope (7) and expose top of engine.

1) (4) Attach sling (PWC30036) or (PWC32327) to engine lifting points.

CAUTION: NEVER USE ENGINE HOIST FITTINGS TO LIFT AN ENGINE ANDCRADLE ASSEMBLY THAT IS STILL A~TACHED TO SKID BASE.

(5) Take weight of engine on sling and remove three quick release pins (11) that

secure engine to cradle.

(6) Slowly lift engine clear of cradle (15), ensuring that it does not swing.

(7) Remove 11 bolts and washers that secure brackets (12) and (14) to engine and

stow in bag; attach brackets (12) and (14) to cradle with quick release pins (11)and (13).

(8) Remove envelope (7) and discard non-reusable items.


(10) Remove all engine data papers from bottom of container.

(11) On engines equipped with oil-to-fuel heater, remove two bolts and washers that

secure heater to heater mounting bracket (13) and remove oil-to-fuel heater from

cradle. Install heater on engine. (Refer to Part 3, Section 2).

(12) Retain cradle, skid base and mount brackets (12) for further use.

(13) Depreserve engine. (Refer to Paragraph 19.).

Page 2-2-7

Jun 06/2003



Is_c----

~O

C1489B

Fiberboard Container Components Type PK562

Figure 2-2-2

Page 2-2-8

Jun 06/2003



Key to Figure 2-2-2

1. Inner Stiffener

2. Bolt

3. Plain Washer

4. Outer Stiffener

5. Self-locking Nut

6. Reinforcing Plate

7. Shear Mount

8. Pallet

9. Protective Envelope10. Gaskets

11. Engine Mount Front Bracket

12. Engine Mount Rear Bracket

13. Cradle

14. Mounting Bracket

15. Steel Strapping16. Reinforcing Corner

17. Screw

18. Bolt

19. Lockwasher

20. Humidity Indicator

21. Quick Release Pins

10. INSTALLATION OF ENGINE IN METAL CONTAINER

A. General

Prior to installation of engine in metal container, refer to Paragraphs 14. and 15. followingfor necessary preservation and schedule.

B. Procedure (See Figure 2-2-1)

CAUTION: ENSURE THAT OIL HAS BEEN COMPLETELY DRAINED BEFOREINSTALLING ENGINE IN CONTAINER.

(1) For removal of engine from Stand (PWC30800), refer to Part 4.

CAUTION: DO NOT USE STANDARD COMMERCIAL HARDWARE TO FASTENENGINE SUPPORT BRACKETS TO THE ENGINE OR CONTAINER. USEOF HARDWARE OF LOWER STRENGTH THAN SPECIFIED COULDRESULT IN SERIOUS ENGINE DAMAGE DURING SHIPPING ORHANDLING.

(2) Attach two container forward brackets and gaskets to lower mounting pads on

engine gas generator case using eight bolts and lockwashers. Tighten bolts and

torque to 225 to 250 Ib.in.

Page 2-2-9

Jun 06/2003



S a i

oel/i/

a 6

ato

4 a ~I

C38688

Fiberboard Shipping Container

Figure 2-2-3

Page 2-2-10

Jun 06/2003



Key to Figure 2-2-3

1. Cover

2. Reinforcing Corners

3. Steel Strap4. Pressure Sensitive Tape5. Sleeve

6. Humidity Indicator

7. Protective Envelope8. Gaskets

9. Reinforcing Corners

10. Steel Strap11. Quick-release Pin

12. Front Mount Brackets

13. Quick-release Pin

14. Rear Mount Brackets

15. Cradle

16. Shear Mounts

17. Skid Base

(3) Attach container rear bracket and gasket to mounting pad at 6 o’clock position on

engine accessory gearbox, using three bolts and lockwashers. Tighten bolts and

torque to 50 to 70 Ib.in.

(4) Install shipping covers and plugs, as illustrated in Parts Catalog No. 3015444.

(5) Ensure that interior of container is free of dirt, water, oil, or other contaminants, and

check mating faces of container flanges for distortion or other unserviceable

conditions that may affect airtight sealing of flange joint.

(6) Carefully lower engine into bottom half of container, align brackets with mountingholes and insert three quick release pins (9) to secure engine to cradle.

NOTE: Alterplatively, the cradle may be removed from the container for engineinstallation. After assembling cradle to engine, lower into container and

secure cradle with eight bolts, washers and nuts.

(7) Remove sling from engine.

CAUTION: REMOVE DESICCANT BAGS FROM PROTECTIVE ENVELOPESBEFORE INSTALLATION.

CAUTION: DO NOT PLACE DESICCANT BAGS ON OR NEAR THE COMPRESSORINLET TO AVOID POSSIBLE INGESTION OF DESICCANT PARTICLESBY THE ENGINE.

(8) Tie 12 (96 units 1 oz. per unit, total) freshly activated desiccant bags (PWC15-001)to engine, evenly distributed over engine length, 6 on each side.

Page 2-2-11

Jun 06/2003



(9) Carefully lower top half of container over engine and on to bottom half of container,guiding it over locating pin (6) on forward end of flange of bottom half. Check

container gasket (10) for correct seating.

(10) Secure top and bottom halves of container using 36 closure bolts, washers and

nuts. Coat bolts with corrosion-preventive compound (PWC15-014) and torque nuts

progressively to 270 to 300 Ib.in.

(11) Introduce clean, dry air through air fill valve (2), until internal air pressure equalsvalue indicated for prevailing ambient temperature (refer to Table 2-2-3). Replacevalve cap.

TABLE 2-2-3, Temperature/Pressure Gradient

Description Data

Ambient -29"C -23"C -18"C -7"C 4"C 16"C 27"C 38"C

Temperature (-20"F) (-10"F) (O"F) (20"F) (40"F) (60"F) (80"F) (100"F)

Requiredpsi gagepressure 2.000 2.375 2.750 3.500 4.250 5.000 5.750 6.500

NOTE: 5 psig is established at a standard working temperature of 16"C (60"F).

(12) Check container for pressure leaks using a soap and water solution. Seal any leaks

immediately.

NOTE: Prior to shipping an engine in the container, check intemal pressure of

container over a 48-hour period.

(13) Install service receptacle cover (1, Figure 2-2-1), and secure using two lockwashers

and nuts.

(14) Wrap engine data papers in a waterproof envelope, and secure with clean-stripping,pressure-sensitive adhesive tape (PWC05-070).

NOTE: If the engine log book is the stiff cover type it must be shipped, togetherwith the log sheets, under separate cover.

(15) Place engine data papers in record receptacle (5). Install cover, secure, and

lockwire bolt heads.

11. PREPARATION OF FIBERBOARD CONTAINER TYPE PK562


(1) Open container and fold bottom end flaps inward first, then side flaps.

(2) Use nylon reinforced filament tape (PWC05-070), seal middle seam and overlap 10

to 12 inches along sides, then tape bottom edges at each end and extend around

sides approximately 12 inches.

Page 2-2-12

Jun 06/2003



(3) Using inner stiffener (1) resting at bottom inside of container as template, drill or

punch six 7/16 inch diameter holes in container.

(4) Repeat step (3), preceding, on opposite side of container.

(5) Install four bolts (2) and plain washers (3) in upper holes of outer stiffener (4) and

attach to outside of container. Install inner stiffener (1) over bolts and secure with

self-locking nuts (5) and washers (3). Do not tighten bolts at this stage.

(6) In each lower pair of holes, install bolts through reinforcing plate (6), and attach to

container. Secure shear mounts (7) to inside with self-locking nuts (5) and plainwashers (3). Do not torque nuts at this stage.

(7) Repeat steps (5) and (6) on opposite side of container. Tighten 12 bolts and torqueto 80 to 90 Ib.in.

(8) Install four mounting brackets (14) on shear mounts (7) with screws (17).

(9) Place container on pallet (8).

12. INSTALLATION OF ENGINE IN FIBERBOARD CONTAINER TYPE PK562

A. General

Prior to installation of engine in fiberboard container, refer to Paragraphs 14. and 15.,

following, for necessary preservation and schedule.


(1) Inspect pallet and cradle, renew any part found to be damaged.


(2) For removal of engine from stand (PWC30800) refer to Part 4.

(3) Install engine in new protective envelope (9) so that gaskets (10) on envelope are

aligned with respective engine mount pads.

CAUTION: DO NOT USE STANDARD COMMERCIAL HARDWARE TO FASTEN THEENGINE SUPPORT BRACKETS TO ENGINE OR CONTAINER. USE OFHARDWARE OF LOWER STRENGTH THEN SPECIFIED COULD CAUSESERIOUS ENGINE DAMAGE DURING SHIPPING OR HANDLING.

(4) Attach two engine mount front brackets (11) to mount pads on gas generator case

with eight bolts and washers. Tighten bolts and torque to 225 to 250 Ib.in.

(5) Attach engine mount rear bracket (12) to mount pad on accessory gearbox with

three bolts and washers. T~ghten bolts and torque to 50 to 70 Ib.in.

(6) Lower engine onto cradle (13) and secure front and rear mount brackets to clevis

on cradle with three quick release pins (21).

Page 2-2-13

Jun 06/2003



(7) Ensure that interior of container is free of dirt, oil, water or other contaminants.

(8) Secure humidity indicator (20) to protective envelope (9).

(9) Place log book, log sheets and other relevant papers to be shipped with engine in a

waterproof envelope and seal with pressure-sensitive tape.

(10) Lower engine and cradle assembly into container, taking care not to strike engineagainst any part of container.

(11) Secure cradle to mounting brackets (14) with eight bolts (18) and lockwashers (19).

(12) Detach sling from engine.

CAUTION: REMOVE DESICCANT BAGS FROM PROTECTIVE ENVELOPES BEFORE

INSTALLATION.

CAUTION: DO NOT PLACE DESICCANT BAGS ON OR NEAR THE COMPRESSORINLET TO AVOID POSSIBLE INGESTION OF DESICCANT PARTICLES BYTHE ENGINE.

(13) Tie 12 (96 units 1 oz. per unit, total) freshly activated desiccant bags (PWC15-001)to engine, evenly distributed over engine length, 6 on each side.

(14) Heat-seal along top of envelope, using suitable hand sealing iron, leaving one

corner open to evacuate air. Evacuate air, fold corner and heat-seal. Fold

envelope and align humidity indicator with window in container. Tape envelope end

folds with pressure-sensitive tape.

(15) Fold end flaps of container inward, then side flaps.

(16) Using nylon reinforced filament tape(PWC05-070), tape middle seam and overlapends by approximately eight inches. Tape edges at both ends and extend around

sides approximately 12 inches.

(17) Secure container to pallet (8) with five sets of steel strapping (15), passingstrapping over corners (16) on each side.

13. INSTALLATION OF ENGINE IIj FIBERBOARD CONTAINER -TYPE PK1325 (PT6A-6/C20,

20, -20A and -20B ENGINES ONLY)

A. General

Prior to installation of engine in fiberboard container, refer to Paragraphs 14. and 15.,following, for necessary preservation and schedule.


(1) Inspect skid base and cradle; renew any parts found to be damaged.

Page 2-2-14

Jun 06/2003




(2) On engines fitted with oil-to-fuel heater, proceed as follows:

(a) Disconnect all hoses from heater unit.

(b) Remove two nuts securing heater mounting bracket to accessory gearbox.

(c) Remove heater with bracket from engine.

(d) Blank off all openings in heater and hoses with plugs or covers.

(e) Install heater unit on mounting bracket (13) of cradle and secure with two bolts

and washers.

(3) Remove engine from Stand (PWC30800). (Refer to Part 4.)

(4) Install engine in new protective envelope (7) so that gaskets (8) on envelope are

aligned with respective engine mount pads on engine.

CAUTION: DO NOT USE STANDARD COMMERCIAL HARDWARE TO FASTEN THEENGINE SUPPORT BRACKETS TO ENGINE OR CONTAINER. USE OFHARDWARE OF LOWER STRENGTH THAN SPECIFIED COULD CAUSESERIOUS ENGINE DAMAGE DURING SHIPPING OR HANDLING.

(5) Attach two container forward brackets (12) to lower mounting pads of engine gas

generator case, with eight bolts and washers. Tighten bolts and torque 225 to

250 Ib.in.

(6) Attach container rear bracket (14) to mounting pad at 6 o’clock position on

accessory gearbox with three bolts and washers. Tighten bolts and torque 50 to

70 ib.in.

(7) Lower engine into cradle and attach with three quick-release pins (11) and (13).

(8) Place log book and other documents to be shipped with engine in a waterproofenvelope, and seal with pressure sensitive tape. Glue envelope to skid base.

(9) Detach sling from engine.

(10) Attach new humidity indicator (6) to envelope (7).

(11) Tie 1? bags (96 units total) of freshly activated desiccant to engine.

NOTE: Desiccant bags should be evenly distributed over entire engine length.

(12) Heat-seal along top of envelope, using suitable hand sealing iron, leaving one

corner open to evacuate air. Evacuate air, fold corner and heat seal. Fold

envelope (7) and ensure that humidity indicator (6) will align with window in container.

Tape envelope and folds with pressure-sensitive tape (4).

(13) Place sleeve (5) over engine and fit in position on skid base.

Page 2-2-15

Jun 06/2003



(14) Close flaps of sleeve, and seal diagonally with pressure-sensitive tape (4).

(15) Place cover (1) on sleeve, fold flaps down and seal at each corner with

pressure-sensitive tape (4).

(16) Secure cover with steel strap and four corners (2).

(17) Secure sleeve and cover to skid base with steel straps (10) and 16 corners (9).

ENGINE PRESERVATION/DEPRESERVATION

14. GENERAL

A. The procedure to be followed for preservation and depreservation of engines in service

depends on the period of inactivity, type of preservative used, and whether or not the

engine may be rotated during the inactive period. To establish procedure, reference should-

be made to preservation records (tags) and to the engine service record (log book).The period of inactivity, or anticipated inactivity, should also be established.

B. Fuel Control Unit

(1) Preservation of a fuel control unit depends on the period of inactivity and whether

or not the FCU is operated during the inactive period.

(a) A FCU is considered active if an engine is involved in normal flight operationsor if an engine is wet motored or run during preservation periods.

(b) A FCU is not considered active if an engine is not wet motored or run duringaircraft inactive periods.

(2) For fuel control units that remain on inactive engines in long term container storage(off wing), the time accumulated in the container begins at the time of packaging.

(3) For units that have been removed from the engine and are in storage three yearsor more, refer to Part 3, Section 2, Fuel Control Unit, Storage, Depreservation or

Reconditioning of FCU, Three Year Requirement.

(4) For units that have been removed from the engine and are in storage more than six

years, refer to Part 3, Section 2, Fuel Control Unit, Storage, Depreservation or

Reconditioning of FCU, Six Year Requirement.

(5) For units on engines that are inactive for more than six months and that are not

preserved, refer to Part 3, Section 2, Fuel Control Unit, Storage, Depreservationor Reconditioning of FCU, Six Year Requirement.

Page 2-2-16

Jun 06/2003



15. ENGINE PRESERVATION SCHEDULE

A. Procedure

CAUTION: PROPELLER MUST BE RESTRAINED TO PREVENT WIND MILLING.

CAUTION: UNDER NO CIRCUMSTANCES SHOULD PRESERVATIVE OIL BESPRAYED INTO THE COMPRESSOR OR TURBINE END OF THEENGINE. DIRT PARTICLES DEPOSITING ON BLADES AND VANESDURING ENGINE OPERATION WILL ALTER THE AIRFOIL SHAPE ANDADVERSELY AFFECT COMPRESSOR EFFICIENCY.

(1) 0 to 7 Days Engines may be left in an inactive state, with no preservationprotection requirements, provided: engine is sheltered, humidity is not excessivelyhigh; engine is not subjected to extreme temperature changes which would

produce condensation.

(2) 8 to 28 Days Engines inactive up to 28 days require no preservation providing all

engine openings are sealed off and relative humidity in engine is maintained at less

than 40%. Humidity control is maintained by placing desiccant bags in engineexhaust duct.

NOTE: Ensure that desiccant bags are kept off all engine parts by placing on

racks. Provide suitable windows in exhaust closures for observation of

humidity indicators.

(3) 29 to 90 Days Engines inactive for a period exceeding 28 days, but less than 90

days, need only have fuel system preserved (refer to Paragraph 17., following)engine intake and exhaust openings covered, and desicc8ht and humidity indicators

installed.

(4) 91 Days and Over Engines inactive over 90 days, or removed for long term

storage in container (refer to Paragraph 4.) must, in addition to 29 to 90 dayprocedures, have engine oil drained and unused accessory drive-ends sprayed.(Refer to Paragraph 16., following.)

16. ENGINE OIL SYSTEM PRESERVATION

A. Procedure

(1) Carry out preservation of engine oil system (engines inactive for periods exceeding90 days) as follows:

CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS. (REFER TOSTARTER MANUFACTURER’S MANUAL.)

(a) Close normal fuel supply shut-off valve and rotate engine with electric starter

until oil pressure and compressor speed (Ng) are indicated. Disengage starter.

(b) ~Remove drain plugs from oil tank, accessory gearbox and propeller reduction

gearbox.

Page 2-2-17

Jun 06/2003



(c) With drains open, motor engine with starter (no ignition) to permit scavengepumps to clear engine, indicated by cessation of steady stream of oil from

drains. To prevent excessive operation with limited lubrication, limit rotation to

shortest possible time to accomplish complete drainage.

(d) Remove oil filter element and allow to drain.

(e) Allow oil to drain to a slow drip (approximately one half-hour), then install oil

filter and close drains.

(f) Remove cover plates from pads of accessory drives and spray exposedsurfaces and gearshafts with engine lubricating oil (refer to P&WC Service

Bulletin No. 1001 latest issue for list of approved oils). Replace cover

plates.

(g) Install plugs, caps and covers over all openings to prevent entry of foreignmaterial accumulation of moisture. (Refer to Parts Catalog P/N 3015444.)

NOTE: If the engine is to remain in aircraft, place desiccant bags in exhaust

and inlet ducts.

(h) Tag oil filler cap with date of preservation.

(i) Install humidity indicator in air inlet end and in exhaust end of enginecompartment. Cover with suitable airtight moisture barrier. Provide inspectionwindows at each end for observation of humidity indicators.

NOTE: Inspection of a preserved unit should be carried out every two weeks

if the aircraft is stored outside, or every 30 days if the aircraft is stored

inside. If the relative humidity, as indicated on the humidity indicator,is less than 40%, no further action is required. If humidity indicated

exceeds 40%, the desiccant bags must be replaced by freshlyactivated bags.

17. ENGINE FUEL SYSTEM PRESERVATION

A. Procedure

(1) Carry out preservation of engine fuel system (engines inactive more than 28 days)as follows:

CAUTION: EXTREME CARE MUST BE TAKEN TO PREVENT FOREIGNMATERIAL FROM BEING DRAWN INTO ENGINE FUEL SYSTEM.EQUIPMENT MUST BE FITTED WITH SUITABLE FILTERS OR

STRAINERS, NO COARSER THAN 10-MICRON RATING.

(a) Close normal fuel supply shut-off valve. Disconnect fuel inlet line to fuel pumpor oil-to-fuel heater and connect suitable oil supply line to fuel pump or

oil-to-fuel heater.

Page 2-2-18

Jun 06/2003



CAUTION: UNDER NO CIRCUMSTANCES PERMIT PRESERVATIVE OIL TOENTER ENGINE WHERE IT MAY COME IN CONTACT WITHTHERMOCOUPLE PROBE ASSEMBLY. OIL CONTAMINATION OFHARNESS MAY CAUSE COMPLETE FAILURE OF THERMOCOUPLESYSTEM.

(b) Disconnect fuel line at inlet of dump valve, to prevent flushing oil entering fuel

manifold, and loosen line as required to permit drainage into a suitable

container. Supply flushing oil (PWC05-077) at pressure of 5 to 25 psi at a

temperature of at least 16"C (60"F).

CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS. (REFER TOSTARTER MANUFACTURER’S MANUAL.)

(c) With ignition system off and power control lever to CUT-OFF, carry out normal

30 second motoring run. During motoring cycle power control lever should be

moved to TAKEOFF (PT6A-6 engines). On PT6A-6A, PT6A-6B, PT6A-6/C20,PT6A-20A and PT6A-20B engines the power control lever should be moved

to TAKEOFF and the cut-off lever to FULL OPEN, to displace fuel from system.

(d) After motoring run, check to see if flushing oil is coming from opened fuel line.

If not, repeat motoring cycle until flushing oil flows from opened fuel line.

(e) Return power control lever to CUT-OFF on PT6A-6 engines. Return powercontrol lever to IDLE and cut-off lever to CUT-OFF on PT6A-6A, PT6A-6B,PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B engines. Reconnect fuel

supply line to fuel pump or oil-to-fuel heater, and inlet of dump valve.

(f) Install all plugs, caps and covers over all openings to prevent entry of foreignmaterial and accumulation of moisture. (Refer to Parts Catalog P/N 3015444.)

18. ENGINE DEPRESERVATION SCHEDULE

A. Procedure

(1) 0 to 7 Days No depreservation required.

(2) 7 to 28 Days Desiccant and moisture barriers must be removed. Ensure that all

previously sealed engine openings are reopened and are unobstructed.

(3) 28 to 90 Days Remove engine intake and exhaust covers together with desiccant

and humidity indicators. Depreserve engine fuel system.

(4) 91 Days and Over Engine must be completely depreserved and lubrication systemserviced

Page 2-2-19

Jun 06/2003



19. ENGINE DEPRESERVATION

A. Procedure

(1) Fill engine oil tank with recommended oil. (Refer to P&WC Service Bulletin

No. 1001 latest issue for list of approved oils.)

NOTE: Oil system does not require any depreservation procedures.

CAUTION: UNDER NO CIRCUMSTANCES PERMIT PRESERVATIVE OIL TO ENTER

ENGINE WHERE IT MAY COME IN CONTACT WITH THERMOCOUPLEPROBE ASSEMBLY. OIL CONTAMINATION OF HARNESS MAY CAUSECOMPLETE FAILURE OF THERMOCOUPLE SYSTEM.

(2) Disconnect fuel line at inlet of dump valve and loosen line as required to permitdrainage into a suitable container.

CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS. (REFER TO

STARTER MANUFACTURER’S MANUAL.)

(3) Connect aircraft fuel supply.

(4) With ignition system OFF, displace preservative oil from fuel system as follows:

(a) All engines place power control lever to TAKEOFF position.

(b) PT6A-6A, PT6A-6B, PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B enginesplace fuel cut-off lever to FULL OPEN.

(c) All engines carry out normal 30 seconds motoring cycle.

(d) After motoring cycle, check if clean fuel comes from open fuel line. If not,

repeat motoring cycle until clean fuel appears.

(5) PT6A-6 engines return power control lever to CUT-OFF.

(6) PT6A-6, PT6A-6B, PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B enginesreturn power control lever to IDLE and cut-off lever to CUT-OFF.

(7) Reconnect fuel dump valve inlet line.

(8) Tighten all connections, torque to 90 to 100 Ib.in., and lockwire.

Page 2-2-20

Jun 06/2003



I PART 2 GENERAL PROCEDURES

SECTION 3 CLEANING

INTRODUCTION

1. GENERAL

A. Gas turbine engine cleaning prepares engine parts for detailed inspection,thus making it

easier to detect flaws and other defects. Proper cleaning procedures remove enginedeposits which can cause engine component malfunctioning and also prepares surfacesfor the application of various types of repair processes. Gas turbine engine cleaningcan be categorized in two broad areas, namely, parts cleaning and field cleaning.

SPECIFIC PARTS

2. FUEL AND OIL TUBES

A. Clean the exterior surfaces of all tubes by spraying with petroleum solvent (PWC11-027),and using a soft-bristled brush as necessary. Observe all normal ventilation and fire

safety precautions. Install blanking caps on open tube ends at all times. When cleaningthe internal bores of tubes, take particular care that no foreign matter remains inside

the tubes.

3. OIL FILTER ELEMENT (Post-SB1118 ENGINES)

A. Conventional Cleaning Procedure

(1) Clean oil filter element as follows: (Refer to Inspection for filter cleaning frequency.)

NOTE: For alternate method (electrosonic) of cleaning filter element, refer to

Paragraph B., following. If these methods prove ineffective, permanenttype element only should be cleaned ultrasonically at an overhaul facility,and disposable type replaced.

(a) Seal central tube openings at both ends of oil filter element with suitable size

rubber plugs.

(b) Agitate element for five minutes in clean, unused petroleum solvent

(PWC11-027).

(c) Dry element with clean, dry, filtered compressed air, or allow element to stand

until dry in a clean environment.

NOTE: Do not use dry compressed air for drying disposable type oil filter

elements.

(d) Visually inspect element as indicated in Inspection.

Page 2-3-1

Jun 06/2003



(e) Repeat cleaning and visual inspection, if required, until element is deemed

serviceable. Use only clean and unused petroleum solvent each time.

B. Electrosonic Cleaning Procedure

(1) Clean oil filter element electrosonically as follows: (See Figure 2-3-1, and refer to

Inspection for filter cleaning frequency.)

(a) Plug openings at each end of filter element with suitable plastic or rubber

plugs.

(b) Place element in cleaning tank as shown in Figure 2-3-1.

TABLE 2-3-1, Electrosonic Cleaner Specifications

Model SONAC S-2

Rating 115V AC, 60 Hz, 25W, single phaseTank Capacity 24 U.S. fluid oz. (700 mi)

Supplier Aerosupport International Inc.

75 de la MoselleSt. Lambert, Quebec

Canada J4S1W3

(c) Pour sufficient quantity of cleaning fluid (clean, unused petroleum solvent

PWC11-027 or Trichloroethane PWC11-026) in tank to a level approximately1/4-inch below top.

(d) Operate unit for 10 minutes.

(e) Rotate element 180 degrees tend-to-end) in tank and operate unit for a further

10 minutes.

NOTE: Cleaning duration should be adjusted depending on condition of

element; however, for optimum results, cleaning solvent should be

replaced every 20 minutes.

(f) Using clean, lint-free gloves, remove element from tank and remove plugs.

(g) Allow element to stand in clean environment until dry.

(h) Inspect element as detailed in Inspection. Repeat cleaning cycle as necessary.

(i) Store element in polyethylene bag.

4. AIR INLET SCREEN

A. If air inlet screen is dirty, remove and clean in petroleum solvent (PWC11-027). After

cleaning, use compressed air and dry screen thoroughly before reinstalling on engine.

Page 2-3-2

Feb 01/2002



FILTER ELEMENT

ELECTROSONIC CLEANERPLUGS AT BOTH ENDS

O

5 Ii

CLEANING

SOLUTION

C6289A

Electrosonic Cleaner Oil Filter Element

Figure 2-3-1

Page 2-3-3

Feb 01/2002



5. GLOW PLUGS (Pre-SB1429)

A. Cleaning

(1) Clean the exterior surfaces of the glow plugs with solvent (PWC11-027) or

(PWC11-031). Dry with clean low pressure compressed air.

(2) Remove carbon deposits from the coil element as follows:

WARNING: CARBON REMOVING COMPOUND IS TOXIC AND CAUSTIC.EXERCISE ALL PRECAUTIONS TO PREVENT CONTACT WITHSKIN AND EYES, AND INHALATION OF VAPORS.

(a) Immerse the element end of the glow plug in Turco Super Carb Compound(PWC11-021), for 10 to 30 minutes.

CAUTION: DO NOT USE ABRASIVE BLAST OR HIGH PRESSURECOMPRESSED AIR TO CLEAN THE ELEMENT. SUCH USE CANCAUSE IRREPAIRABLE DAMAGE TO THE COIL.

(b) Carefully remove the loosened carbon using a soft nylon brush.

(c) Rinse the element end of the plug in hot water and dry with clean, low

pressure compressed air.

6. SPARK IGNITERS (Post-SB1429)

A. Cleaning

CAUTION: DO NOT CLEAN THE NOSE (FIRING) END OF IGNITERS. DO NOT REMOVECARBON FROM ELECTRODES OR FROM ANNULAR GAP AREAS. CARBONDEPOSITS IN THE GAP AREA ACT AS AN AID IN IGNITER OPERATION.

(1) Using a felt swab, soaked in isopropyl alcohol (PWC11-014) or engine cleaner

(PWC11-031), clean the terminal well and contact pin.

(2) Dry using clean, dry compressed air.

7. IGNITION EXCITER (Post-SB1429)

A. Cleaning

(1) Remove all corrosion residue using a stainless steel wire brush.

(2) Clean affected surfaces thoroughly using a clean lint-free cloth moistened with

(PWC11-022) methyl-ethyl-ketone

CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME IN CONTACT WITHCENTRAL CONDUCTORS OF EXCITER CONNECTORS. CONTACTWITH CONDUCTORS MAY RESULT IN A HIGH RESISTANCE PATHWHICH COULD GENERATE HEAT AND OXIDATION.

(3) Apply light film of fluorocarbon spray lubricant (PWC06-005) to cleaned areas.

Page 2-3-4

Jun 06/2003



3. FUEL MANIFOLD ADAPTER ASSEMBLIES

A. Cleaning

WARNING: CARBON REMOVING COMPOUND (MAGNUS AERO-DIP)(PWC11-O1 3)IS TOXIC AND CAUSTIC AND MUST BE HANDLED WITH EXTREMECARE. AVOID ALL DIRECT CONTACT WITH SKIN OR CLOTHING.PREVENT CONTACT WITH EYES AND AVOID INHALATION OF VAPOUR.COMPOUND CAN BE FATAL IF SWALLOWED. IF CONTACT WITHEYES OR SKIN OCCURS, WASH AFFECTED AREAS THOROUGHLYFOR 15 MINUTES WITH WATER AND RINSE WITH SATURATED BORICACID SOLUTION. IF ACCIDENTLY SWALLOWED, GET MEDICALA~ENTION IMMEDIATELY. CONSULT WITH PHYSICIAN AS RAPIDLYAS POSSIBLE FOR ALL CONTACT CASES.

CAUTION: ONLY USE RECOMMENDED (ALKALINE) SOLUTION (PH7). SOLUTIONS

I WITH A PH VALVE LOWER THAN 7 (ACIDIC) MAY CAUSE FUELNOZZLE DAMAGE.

(1) The following equipment is required to thoroughly clean complete or partialassemblies:

(a) Perforated Stainless Steel Container Local manufacture to suit operation with

step (b).

CAUTION: OBSERVE FIRE SAFETY PRECAUTIONS AT ALL TIMES WHENPROCEDURES INVOLVE USE OF FUELS OR SIMILARCOMBUSTIBLES. WEAR CLEAN, LINT-FREE COTTON GLOVES ATALL TIMES WHEN HANDLING COMPONENTS, FINGERPRINTSON ORIFICE OF NOZZLES AND SHEATHS MAY PRODUCE A POORSPRAY PATTERN.

(b) Ultrasonic cleaner, ModelT21 (Product Code 317) or Model T14 (Product Code

311).

NOTE: It is not the intention of P&WC that individual operators actuallypurchase the ultrasonic cleaner listed, although it may be obtained

from the following addresses if so desired. P&WC suggest that

operators contact suitable maintenance facilities having this or similar

equipment for most effective fuel nozzle cleaning.

L& R Manufacturing Co.

577 Elm Street

Kearny, NJ 07032

USA

L R Ultrasonics Ltd.

45 Clairemont Rd.

Wealdstone, Harrow, Middlesex HA3 7AV

England

(c) Fuel Noule Flow Fixture (PWC30521).

(d) Test Rig (PWC30506).

Page 2-3-5

Jun 06/2003



FUEL INLET FIT~NG SItE

TO SUIT EXISTING EQUIPMENT

(STAINLESS STEEL)

0.50 IN. TO 0.625 IN. DIA.

I71NCHES

___

(TO SUIT FITTING)

DRILL AND TAP

0.250 IN. X 32 UNEFDRILL 6.75 IN. DEEP

14 PLACES

TAP TO SUIT

1.50 IN. X1.50 IN. BAR STOCK, OR FITTING

1.50 IN. DIA. STOCK STAINLESS STEEL

C3312A

Flushing Fixture (Fuel Noules)Figure 2-3-2

Page 2-3-6

Feb 01/2002



(e) Flushing Fixture Local manufacture (see Figure 2-3-2).

(2) Clean complete manifold adapter assemblies in the following manner:

Page 2-3-6A/6B

Jun 06/2003



(a) Place as many adapter assemblies as possible in perforated stainless steel

container.

(b) Heat solution of approximately two pints of carbon removing compound(PWC11-013, 2 Ibs per US gal, water) to approximately 95"C (200"F) and pourinto tank of ultrasonic cleaner.

NOTE: Subsequent operation of cleaner will maintain solution at approximately60"C (140"F).

(c) Place container, with adapter assemblies in cleaner tank, ensuring all adaptersare completely immersed in compound.

(d) Cover tank and activate ultrasonic cleaner for one hour.

(e) Remove container from tank and wash assemblies thoroughly in very hot

water.

CAUTION: FLUSHING MUST BE ACCOMPLISHED IMMEDIATELY FOLLOWINGCONCLUSION OF CLEANING PROCESS TO AVOID DAMAGE TOASSEMBLIES BY RESIDUAL CARBON REMOVER SOLUTION.

(f) To ensure removal of residual solution from inside adapter assemblies, proceedas follows:

1 Using Fixture (PWC30521) and appropriate blanking tube (refer to Part, 3

pressure, up to 30 psig, for at least one minute duration.Inspection),flow clean, very hot water through assembly at normal tap

2 Remove blanking plug from adapter.

3 Dry assemblies thoroughly using clean, filtered compressed air or nitrogen.

(g) Carry out leakage and functional checks of manifold adapter assemblies as

detailed in Part 3, Removal and Installation, and Inspection, respectively.

(3) Clean fuel nozzles removed from manifold adapters in the following manner:

(a) Refer to Subparagraph (1) for list of equipment.

(b) Place nozzle in perforated stainless steel container and carry out cleaningprocedure detailed in Subparagraph (2), steps (b) to (e), inclusive.

CAUTION: FLUSHING MUST BE ACCOMPLISHED IMMEDIATELY FOLLOWINGCONCLUSION OF CLEANING PROCESS TO AVOID DAMAGE TONOZZLES BY RESIDUAL CARBON REMOVER SOLUTION.

(c) Install noules on flushing fixture (Figure 2-3-2). Use suitable blanking plugs if

all positions are not filled.

(d) Using a suitable adapter hose connected to flushing fixture, flow clean, ve~y hot

water through nozzles for at least one minute at normal tap water pressure upto 30 psig.

Page 2-3-7

Jun 06/2003



(e) Disconnect water supply from fixture and connect fixture to a supply of clean,filtered, compressed air or nitrogen. Ensure nozzles are thoroughly dry.

(f) With nozzles still installed on fixture, connect fixture to Test Rig (PWC30506),and flow fuel through nozzle for one ri~inute at 30 psig.

(g) Remove noule from flushing fixture and install on manifold adapters. (Refer to

Part 3, Removal and Installation).

NOTE: If nozzles are not required for immediate installation, store in covered

container to prevent exposure to dirt and dust.

(h) Carry out leakage and functional checks of fuel nozzles as detailed in Part 3,Sections Removal and Installation, and Inspection, respectively.

(4) Clean manifold adapters and nozzle sheaths in the following manner:

(a) Refer to Subparagraph (1) for list of equipment.

(b) Place adapters and sheaths in perforated stainless steel container and carryout cleaning time to 30 minutes.

(c) Pressure wash parts thoroughly to remove residual compound under very hot

running water for at least one minute. Ensure adequate water flow is maintained

through intemal bores of adapters. Remove any loose carbon build-up from

sheaths by scrubbing with non-metallic bristle brush.

(d) Dry all parts thoroughly with clean filtered compressed air or nitrogen.

(e) Assemble manifold adapters, nozzles and sheaths (refer to Part 3, Removaland Installation) and carry out leakage and functional checks as detailed in

Part 3, Sections Removal and Installation, and Inspection, respectively.

9. FUEL PUMP INLET SCREEN

A. Cleaning

(1) Agitate or rotate inlet screen in petroleum solvent (PWC11-027). Dry using a clean

compressed air jet regulated at 15 psig.

(2) Inspect screen, particularly around the inside diameter, and repeat Step (1) if

screen is not thoroughly clean.

NOTE: Replai~e screen with serviceable unit if screen is not thoroughly cleaned

after repeating process, or if there is evidence of broken screen strands,looseness or corrosion on inspection.


A. Cleaning (See Figure 2-3-3)

(1) Clean metering plug and nozzle orifices as follows:

Page 2-3-8

Jun 06/2003



NOULE

a PLUGN1ETERING

rj

1 I

C937A


Figure 2-3-3

Page 2-3-9

Feb 01/2002



(a) Cut lockwire and remove metering plug and nozzle.

(b) Wash plug and nozzle in petroleum solvent (PWC11-027). Use a wooden

dowel to clear apertures. Dry nozzle and plug in a compressed air jet.

(c) Insert nozzle into valve body, tighten and torque (Ref. No. 971, Fits

Clearances)

(d) Install metering plug, tighten and torque (Ref. 952, Fits Clearances).

(e) When bleed valve is disassembled for diaphragm replacement, clean all

components of valve in petroleum solvent (PWC11-027). Use a wooden dowel to

clean apertures. Dry thoroughly with filtered compressed air.

11. CHIP DETECTOR

A. Cleaning

CAUTION: DO NOT IMMERSE CHIP DETECTOR IN SOLVENT.

(1) Using a stiff brush or spray, clean chip detector with petroleum solvent (PWC11-027).

(2) Ensure detector is free of metal particles and dry with clean, dry compressed air.

(3) If not required immediately, store detector in clean plastic bag.

12. P3 FILTER ELEMENT (Post-SB1294)

A. Conventional Cleaning Procedure

(1) Clean P3 air filter element as follows: (Refer to Inspection for filter cleaningfrequency)

NOTE: For alternate method (electrosonic) of cleaning refer to Paragraph B.,following.

(a) Agitate element for five minutes in clean, unused petroleum solvent

(PWC11-027).

(b) Allow element to drain and dry in a clean environment.

(c) Inspect element as indicated in Part 3, Inspection.

(d) Repeat cleaning and visual inspection, if required, until element is deemed

serviceable. Use only clean and unused petroleum solvent each time.

B. Electrosonic Cleaning Procedure

(1) Clean air filter element electrosonically as follows: (See Figure 2-3-4 and refer to

Inspection for filter cleaning frequency.)

Page 2-3-10

Feb 01/2002



P3 AIR FILTERCLEANING SOLVENT

ELEMENTS (TYP.)

5’a"Id~a aab

oTF I~

ELECTROSONIC CLEANER

C7140E

Electrosonic Cleaner P3 Air Filter Element (Typical)Figure 2-3-4

Page 2-3-11

Feb 01/2002



(a) Place element vertically in cleaning tank or suitable low-frequency sonic

cleaner, generating less than 10 kHz, with open end of element at bottom

position.

(b) Pour sufficient quantity of cleaning solvent (either petroleum solvent PWC11-027

or Trichloroethane PWC11-026), into tank to a level approximately 1/4 inch

below top.

(c) Operate cleaner for ten (10) minutes.

(d) Turn element 180 degrees (open end of element at top).

(e) Operate cleaner for five (5) minutes.

(f) Turn element to original position in tank (Refer step (a)).

(g) Operate cleaner for five (5) minutes.

NOTE: Cleaning duration should be adjusted to suit condition of filter element.

However, for optimum results, cleaning solvent should be replacedevery 20 minutes.

(h) Wear clean, lint-free gloves, and remove element from tank.

(i) Allow element to drain and dry in a clean environment.

(j) necessary.Inspect element as detailed in Part 3, Inspection. Repeat cleaning cycle as

(k) Store element in clean polyethylene bag until required for installation.

FIELD CLEANING

13. GENERAL

A. Sulphidation is a common name for a type of hot corrosion which can affect turbine area

components of gas turbine engines.

B. Sulphates form at engine operating temperatures with sodium and sulphur present. Mostaviation turbine fuels contain sulphur in sufficient amounts for sulphidation. Common

sources of sodium are seawater, atmospheric pollutants and volcanic discharges.

C. Sulphidation attack most often affects the first-stage turbine blades, but, sulphidation ofshroud segments and other non-rotating components is not uncommon.

D. Degradation of the aluminide coating applied to CTT blades will involve some loss of thebase alloy. Post coating strip inspection may reveal a majority of components be

rejected

E. Sulphidation attack can generally be divided into four stages:

Page 2-3-12

Feb 01/2002

PRATT WHITNEY CANADAMAINT~NANCE MAkUAL


F. Stage 1 Initial Coating Deterioration (Sulphidation): Slight roughening of the surface

caused by some growth and localized breakdown of the oxide scale layer is evident.

Mechanical integrity is not affected.

G. Stage 2 Initial Corrosion: Roughness of surface is more marked as oxide layerbreakdown continues. Mechanical integrity is not affected.

H. Stage 3 Advanced Corrosion: Oxidation of the base material has penetrated to

significant depth, with obvious build-up scale. Integrity seriously affected. Progression to

stage 4 will accelerate.

i. Stage 4 Severe Corrosion: Deep penetration of attack with large "blister" of scale.

Failure is likely due to loss of structural material.

J. All stages of attack may be encountered, although stages 3 and 4 will normally be

limited to those engines which are directly exposed to salt water.

K. Minimizing Attack

Desalination wash using plain water with an anti-freeze agent if required minimizes

attack. During stages 1 and 2 the wash will dissolve and carry away sulphates on

component surface.

Water used for washing must be free from contamination, in most cases drinking water

is acceptable. Otherwise demineralized water should be used.

Washfrequency depends on the amount of contamination. Washing weekly is probablythe minimum acceptable. Maritime areas may require washing daily or before each

flight.

Recommended wash frequency is base on operators estimate of corrosion environment

or refer to Table 2-3-3.

L. Borescope Inspection

An alternative method of establishing wash frequency is to monitor blade condition usinga borescope. Wash schedule should be adjusted according to results.

If sulphidated blades continue in service, a borescope inspection program should be

started. This program should continue until a reliable progression rate for the particularcircumstances can be established and a blade life limit determined. The

recommended inspection interval is 200 hours. Blade lives established this way should

be reviewed periodically to account for possible changes in the factors affectingsulphidation.

M. Two points are important to consider when evaluating sulphidated blades.

Stage of sulphidation attack.

Estimate of progression rate to stage 3.

N. At stage 3 mechanical integrity is jeopardized and blades should be removed from

service. When estimating progression beyond stage 1 or 2 exposure to contamination

and improvements in wash programs should be taken into account.

Page 2-3-13

Feb 01/2002



14. INTERNALWASH

A. General

(1) There are three types of internal wash:

(a) Compressor desalination is used to remove salt deposits, however light dirt

deposits may also be removed. Wash medium is drinking water, providedminimum standards are met (Ref. Para. 19. following).

(b) Turbine desalination wash is used to remove salt deposits from compressorturbine blades, wash medium same as for compressor wash. It is stronglyrecommended this procedure be carried out when operating in a salt laden

environment.

NOTE: When desalination washes are performed in conjunction with each

other it is essential that compressor wash is carried out first.

(c) Compressor performance recovery wash uses approved chemical additives to

remove more stubborn deposits which cannot be removed during normaldesalination washes.

WARNING: UNDER NO CIRCUMSTANCES MUST RUNNING WASHES BEPERFORMED WHEN USING A WAND OR A MODIFIED SPRAYRING WITH A FLOW RATE EXCEEDING 0.5 GPM (1.9 i/min).RUNNING WASHES MUST ONLY BE USED IN CONJUNCTION WITHA SPRAY RING NOT EXCEEDING A FLOW RATE OF 0.5 GPM

CAUTION: BEFORE INTERNAL WASH, DISCONNECT P3 LINE AT CENTERFIRESEAL MOUNTING TESTING POINT (SEE FIGURE 2-3-5) ANDCAP OPENINGS. AFTER WASH COMPLETED, CONNECT P3 LINE,REFER TO SECTION 6, TESTING, PARAGRAPH 49.

(d) Internal washes performed while engine is motoring are described in Paragraph19. 20. and 21. following, and washes performed while running in Paragraph 22.

(e) Washing fluids are sprayed into the engine intake either through a low flow (0.5gpm or 1.9 I/min) spray ring if engine is running, or through a wash wand or

high flow (2 to 3 gpm or 7.6 to 11.3 I/min) spray ring if motoring. When running,Ng is set at 60% approx.; this speed is chosen to ensure that emulsified fluid

hits the blades in liquid form. Too high a speed could vaporize the emulsion due

to temperature rise and render it much less effective. Washing during a

motoring cycle ensures that emulsion fluid remains in liquid form.

15. INTERNAL WASH METHODS

A. General

(1) The two methods of performing internal washes are as follows:

(a) While motoring engine with starter only.

Page 2-3-14

Feb 01/2002



ii I

PT6A-20A AND PT6A-20B

OBT’

CONNECT AIR SUPPLY AT THIS POINT

C1851B

Pressure Testing Fuel Control Pneumatic SystemFigure 2-3-5

Page 2-3-15

Feb 01/2002



1 Motoring wash is carried out at an Ng of 10% to 25% and the water or the

cleaning mixture, depending on ambient temperature (Ref. Table 2-3-2,following), is injected at a pressure of 30 to 50 psig (207 to 345 kPa) througha high flowing wash ring or wand.

NOTE: kPa kilo Pascal in SI Units

(b) While running engine.

1 Running wash is carried out at approximately 60% Ng (23,000 rpm) or

IDLE if lower and the cleaning mixture and rinsing solution, dependingon ambient temperature (Ref. Table 2-3-3, following), is injected at a pressureof 17 1 psig (117 7 kPa) through a low flow wash ring.

TABLE 2-3-2, Rinse Solution Formulation

Water

Ambient Temperature See NOTE) Methanol

"C "F by vol. by vol.

+2 up +36 up 100

-25 to +2 -12 to +36 50 50

Below -25 Below -12 40 60

NOTE: 1. Drinking quality water is permitted for motoring wash. However, demineralized water

only is recommended when performing running wash. Refer to Equipment Requiredfor acceptance criteria.

TABLE 2-3-3, Cleaning Solution Formulation

Cleaning Aviation

Agent Kerosene Methanol Water

Ambient Temperature NOTE 1) (NOTE 2) (AMS 3004) (NOTE 3)

"C "F by vol. by vol. by vol. by vol.

+2 Up +36 Up 25 Nil Nil 75

-25 to +2 -12 to +36 25 15 20 40

Below -25 Below -12 25 15 40 20

EXAMPLE: Typical mixture proportions using B 8 B 3100 (PWC11-001C) or TC-100

(PWC11-003E), at amb. temp, of -25"C to +2"C: (Similar proportions for Magnus 1214

(PWC11-001B), R-MCS (PWC11-001D), R-MC G21 (PWC11-001E), ALMON AL-333

(PWC11-001A), TURCO 5884 (PWC11-001G) and CLIX (PWC11-001).

B B 3100 25% by vol. 1250 mi in 5 liters (1.33 US Gallons)

Kerosene 15% by vol. 750 mi

Methanol 20% by vol. 1000 mi

Water 40% by vol. 2000 mi

Page 2-3-16

Feb 01/2002



TABLE 2-3-3, Cleaning Solution Formulation (Cont’d)

Cleaning Aviation

Agent Kerosene Methanol Water

Ambient Temperature NOTE 1) (NOTE 2) (AMS 3004) (NOTE 3)

"C "F by vol. by vol. by vol. by vol.

Total 100% by vol. 5000 mi or 5 liters (1.33 US Gallons)

NOTE: 1. Use any cleaning agent listed (Ref. CONSUMABLE MATERIALS). Solution strengthmust be in accordance with manufacturer/supplier’s recommendations. Where no

specific instructions are provided, proportion of cleaning agent should be as indicated.

NOTE: 2. Use of emulsifying agent (PWC05-005A), 3% by vol. or 150 mi in 5 liters is highlyrecommended to prevent possibility of kerosene separation.

NOTE: 3. Drinking quality water is permissible for motoring wash procedures. However,demineralized water only is recommended when performing running wash. (Ref.Equipment required, for acceptance criteria.)

16. RECOMMENDED WASH SCHEDULE

Depending on the operating environment, the nature and frequency of compressor wash is

recommended to be in accordance with Table 2-3-4.

TABLE 2-3-4, Wash Schedule Recommendations

Environment Wash Frequency Remarks

Continuously salt laden Desalination Daily Strongly recommended after

last flight of day.

Occasionally salt laden Desalination Weekly Strongly recommended.

Adjust interval to suit

engine condition

All Performance 100 to Strongly recommended.

Recovery 200 hours Performance recoverywashes are required less

frequently. Adjust frequencyto suit engine operating conditions

as indicated by ECTM.

Motoring wash for lightsoiling and multiple motoringwashes for heavy soiling is

recommended.

NOTE: 1. Multiple motoring washes should be done to the extent permitted by starter

operating limitations. Observe starter cooling period (Ref. StarterManufacturer’s Manual).

Page 2-3-17

Feb 01/2002



17. EQUIPMENT REQUIRED

A. General

(1) The following equipment for motoring wash or running wash is required as

indicated. (See Figures 2-3-6, 2-3-7 and 2-3-8)

NOTE: A wash cart, (PWC32677-300), is available. For further information,contact Customer Support Services (refer to 1-1-5).

(a) Spray wash rings and wand:

1 For Motoring Wash

CAUTION: DO NOT USE ANY RESTRICTOR WHEN PERFORMINGMOTORING WASH. HOWEVER, USE A RESTRICTOR TOREGULATE FLOW WHILE PERFORMING A RUNNINGWASH.

a Wash wand (refer to Figure 2-3-7). Flow rate 2 to 3 gpm (7.6 to 11.3

I/min).

b Modified wash ring (refer to Figure 2-3-8). Flow rate 2 to 3 gpm (7.6to 11.3 I/min) Use a restrictor.

1 For Running Wash

Optional wash ringFlow rate 0.4 to 0.5 gpm (1.5 to 1.9 I/min)Use a restrictor

(b) Two stainless steel containers, 5 gallon (19 liters) capacity each, capable of

withstanding up to 50 psig (345 kPa) working pressure.

(c) Mechanical agitator, or recirculation pump with relief valve, for moisture

agitation. (Refer to Figure 2-3-6).

(d) Compressed air or nitrogen supply, regulated up to 50 psig (345 kPa).

(e) A source of demineralized water. Criteria for demineralized water should be as

follows:

1 Appearance: free of suspended solids

2 Total solids: 10 ppm (mg/l) max.

3 Specific conductance: 11 micromhos/cm max.

4 Silica content: 3 ppm (mg/l) max.

5 pH value: 5.0 to 7.5 inclusive.

6 Intake filter not coarser than 10 microns.

Page 2-3-18

Feb 01/2002



AGITATOR

CLEANING SOLUTIONSISTEEL

TANK 5 U.S. GALS. (19 LITERS)CAPACITY WORKING PR.

50 P.S.I. (345 kPa)PRESSURE AIR SUPPLY VALVE SHUT-OFF VALVE

GAGE

I XYALVE XVALVE

RELIEF VALVE

TO SPRAY RING OR

WASH WAND CONNECTIONAIRINITROGEN

PRESSURE SOURCE RECIRCULATION

REGULATED UP TO PUMP

50 P.S.1.(345 kPa)

AIR SUPPLY VALVE RINSE SOLUTION TANK SHUT-OFF VALVE5 U.S, GALS.(l9 LITERS)CAPACITY WORKING PR.

50 P.S.I. (345 kPa) S/STEEL

C3974B

Compressor Wash Rig Schematic

Figure 2-3-6

Page 2-3-19

Feb 01/2002



17 HOLES 1/16 DIA.

DRILL, EQUALLYSPACEDLENGTH AND ANGLE OF THIS PORTION

10" TO BE DETERMINED BY AIRCRAFT INSTALLATION

SECTION A-A

t,,,. SOLDERsoLDER SOLDER/JSTD. 112 DIA. FEMALE/HOSE CONNECTION

3 DIMENSIONS ARE IN INCHES

A- SOLDER

12 Io´•~:‘ DIRECTION OF SPRAY

ALL FITTINGS ARE STD. 112 DIA. TEES, ELBOWS 6 CAPS

MATERIAL 1/2 DIA. HARD DRAWN COPPER PIPE

STANDARD 112 DIA.

B, HOSE CONNECTION

17 HOLES 1M6 DIA. EQUALLY

STANDARD 112 CAP// C1B´• SPACED TO SPRAY RADIALLY

INWARD

8.5 R. TO FIT SCREEN SECTION B-B

ALTERNATE CONFIGURATIONDIMENSIONS ARE IN INCHES

MATERIAL: 112 DIA. SOFT COPPER WATER PIPE

NOTE THIS SKETCH IS INTENDED AS A GUIDE ONLY.

ALL DIMENSIONS ARE APPROXIMATE AND

ALTERNATE MATERIALS MAY BE USED AS AVAILABLE.

C3972

Water Wash Wand

Figure 2-3-7

Page 2-3-20

Feb 01/2002



MS 24402-6 TEEDO NOT USE RESTRICTOR

30"

40" 25" Y 40"

35 350

45 45"

65" K~\\ 1 65"70"

8.640" R.85

(REF.) 90"90´• 1A I A

95" 95

100" 100"

_C’9"" 8.640" R.(REF.)"""""""""""""""""""""""""""""""""""""""""""""""""‘~1051100 110"

115´°;15~1

130" 135~ I h’ \135" 130"

1’";J140"150" 1

0.052-0.057 DIA.50HOLESLOC.

EXISTING 6 HOLES WITHIN 0.030 R.OF TRUE POS.

ADDITIONAL 44 HOLES

DO NOT BREAK SHARP EDGESUNSCREW RING-HALVES AT

TEE, FLUSH TO REMOVE SWARF,AND REASSEMBLE.

SECTION A-A

C5383

Modification to Existing Wash RingFigure 2-3-8

Page 2-3-21

Feb 01/2002



(f) Drinking water quality criteria (for Motoring Wash ONLY) should be as follows:

1 Appearance: free of visible extraneous impurities.

2 Total solids: 175 ppm (mg/l) max.

3 pH value: 6.0 to 8.0 inclusive.

4 Chlorides: 15 ppm (mg/l) max.

5 Sulfates: 10 ppm (mg/l) max.

NOTE: Since drinking water quality varies from place to place and season

to season, this criteria is provided as a guide only.

(g) One pressure gage located in air delivery line.

(h) Two air supply valves.

(i) Two fluid shut-off valves.

(j) Suitable tubing to interconnect components, valve and tubing connections are

to be 5/16-inch (8 mm) ID minimum.

(k) Two flow control valves, for use with recirculation pump. (Ref. Figure 2-3-6);

i,.

The cleaning and rinse solution formulation is dependent upon the prevailing ambient

temperature and must be prepared in accordance with Tables 2-3-2, 2-3-3, 2-3-5,2-3-6 and

2-3-7.

INTERNAL WASHES

19. ENGINE MOTORING WASH


(1) Depending on the ambient temperature, fill the wash tanks with appropriate mixture

(refer to Tables 2-3-2 and 2-3-5). Alternatively, connect suitable hose to drinkingwater tap for ambient temperature above +2"C (+36"F).

TABLE 2-3-5, Rinse Mixture Quantity Requirements

Quantity of Mixture

Wash Method Liters U.S. Gallons

Motoring 10 2.66

Running 15 to 19 4 to 5

Page 2-3-22

Feb 01/2002



TABLE 2-3-6, Cleaning Mixture Quantity Requirements

Quantity of Mixture

Wash Method Liters U.S. Gallons

Motoring 5 1.33

Running 13 to 15 3.5 to 4

TABLE 2-3-7, Cleaning Agents

TRADE NAME SPECIFIC INSTRUCTIONS

Magnus 1214 Refer to Table 2-3-3

B&B 3100 Refer to Table 2-3-3

W.C.T. P&WC Developed2 parts Witconate

P10-59B

4 parts Carbitol

1 part Triethanolamine

R-MCS or R-MC G21 Refer to Table 2-3-3

Almon At-333 Refer to Table 2-3-3

Turco 4217 Mixture formulation

(Concentrate) (5 liters)

Ambient Temperature Above -25 to Below -25"

+2 C +2"C

Turco (ml) 200 200 200

Kerosene (ml) 2000 2000 2000

Methanol (ml) 1000 1800

Water (ml) 2800 1800 1000

Total (ml) 5000 5000 5000

Add 150 mi

Witconate and

shake well.

Ardrox 625 Same as for Turco.

(Concentrate)

CLIX Refer to Table 2-3-3

Zok27 Mixture formulation

(5 liters)

Ambient Temperature Above +5 C -5 to +5"C -5 to +21"C Below -21"C

Fluid (ml) 1000 1000 1000 1000

Methanol (ml) 0 1000 1600 2000

Water (ml) 4000 3000 2500 2000

Page 2-3-23

Feb 01/2002



TABLE 2-3-7, Cleaning Agents (Cont’d)

TRADE NAME SPECIFIC INSTRUCTIONS

Total (ml) 5000 5000 5000 5000

Ardrox 6345/6367 Same as for Zok 27

Turboclean 2 Same as for Zok 27

(2) Connect compressor air supply, regulated to 30 to 50 psig to wash tanks. In the

event tap water is used, connect through centrifugal pump if water pressure is

below 30 psig.

(3) Remove or open engine cowlings, as applicable, (Ref. Aircraft Maintenance

Manual) to expose engine inlet screen and install wash wand or modified wash ring(Ref. Figures 2-3-7 and 2-3-8).

CAUTION: CONTAM I NATION/BLOCKAG E OF TH E FCU PN EUMATIC SECTION ORTHE P3 FILTER WILL AFFECT ENGINE PERFORMANCE AND HANDLING.REMOVE AIR TUBE FROM ENGINE BEFORE MOTORING WASH.

CAUTION: SPECIAL CARE SHOULD BE TAKEN WHEN PERFORMING A

COMPRESSOR WASH TO ENSURE THAT THE P3 LINE IS COMPLETELYREMOVED TO AVOID BENDING STRESS OF ONE COUPLING.

(4) Remove front air tube from engine´•to prevent distortion of tube (Ref.Removal/installation of Electrical Connector).

(5) Connect wash ring or wand to pressurized tanks, or to drinking water tap, as

applicable.

NOTE: To prevent precipitation of deposits through inadvertent use of hard water,allow the engine to cool off to below 65"C (150"F). Minimum duration for

cooling off to be 40 minutes since engine last operated.

(6) Ensure ignition and aircraft bleed air are OFF.

CAUTION: DO NOT MOTOR FOR MORE THAN 30 SECONDS, AND OBSERVESTARTER COOLING PERIOD (REFER TO STARTER MANUFACTURER’S

MANUAL). WHEN USING WATEWALCOHOL SOLUTION, CARRY OUTAN ADDITIONAL 30-SECOND DRY MOTORING RUN BETWEEN STEPS

(10) and (11), FOLLOWING, TO PURGE THE ENGINE OF VOLATILEFUMES. ENSURE PRESCRIBED STARTER COOLING PERIOD ISALLOWED FOLLOWING THIS ADDITIONAL STEP.

(7) Motor engine (starter only).

(8) When Ng reaches 5%, inject wash mixture or water into engine, as applicable.

(9) Stop motoring after 30 seconds.

(10) Close tank valve as soon as Ng falls to 5%.

(11) Observe starter cooling period (Ref. Starter Manufacturer’s Manual).

Page 2-3-24

Jun 06/2003



(12) Install front air tube (Ref. Removal/installation of Electrical Connector).

NOTE: It is important to ensure that all solid P3 lines are properly and correctlyfitted before the coupling nuts are tightened. The coupling nuts should be

seated without the use of tools (finger tight) before torquing. The

installation of any pipe brackets should not distort the pipe in any way.

(13) Remove wash wand or ring from inlet screen.

(14) Start engine (Ref. Part 2, Section 6, Engine Start), and run at 80% Ng for one

minute or more to completely dry engine. Check for zero air leaks at reinstalied

coupling nuts during drying cycle. Check engine acceleration (Ref. Part 2, Section

6, Acceleration- Check/Adjustment).

(15) Shut down engine (Ref. Part 2, Section 6, Engine Shutdown).

(16) Install or close engine cowlings (Ref. Aircraft Maintenance Manual).

(17) Remove wash wand or ring from inlet screen. Reinstall or close engine cowlings(Ref. Maintenance Manual).


minute or more to completely dry engine. Check engine acceleration (Ref. Part 2,Section 6, Acceleration Check/Adjustment).

20. COMPRESSOR TURBINE DESALINATION WASH

A. Procedure

(1) Depending on the ambient temperatures, fill the wash tank with appropriate mixture

(Ref. Table 2-3-3). Alternately at temperatures above +2"C (+36"F) use suitable

hose connected to drinking water supply.

(2) Connect compressed air or nitrogen supply, regulated 30 to 50 psig, to wash

tank(s). If drinking water supply is used, and water pressure is below 30 psig, connect

through centrifugal pump.

WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER (POST-SB1429) MAY BEDANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED OFF ANDSYSTEM HAS BEEN INOPERATIVE FOR AT LEAST SIX MINUTESBEFORE REMOVING ANY IGNITION COMPONENTS. ALWAYSDISCONNECT COUPLING NUTS AT IGNITION EXCITER END FIRST.ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLINGNUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLINGNUTS WITH BARE HANDS.

(3) Remove most accessible igniter (1, Fig. 2-3-9) and gasket (2) (Ref. Part 3, Section

2, Removal Spark Igniters and Ignition Cables) or glow plug and gasket (Ref. Part

3, Section 2, Removal Glow Plugs and Cables). Discard gasket.

(4) Install compressor turbine wash tube assembly (3, PWC32271) fingertight in igniterport. Ensure inscribed arrow and "RGB" on tang points towards reduction gearboxand is parallel with engine center line

Page 2-3-25

Feb 01/2002



:o´•´•

i,i; -X~7 !jP

I’ B´•~EBi I (1

L´•~- --er~s

i

VIEW A

C43005

Removal/lnstallation of Turbine Wash Tube

Figure 2-3-9

Page 2-3-26

Feb 01/2002



Key to Figure 2-3-9

1. Igniter/Glow Plug2. Gasket

3. Wash Tube Assembly

CAUTION: DELIVERY HOSE SHOULD BE SUPPORTED TO PREVENT DAMAGE

TO WASH TUBE.

(5) Connect pressurized tank or drinking water supply to wash tube assembly.

NOTE: Minimum cool-down period or 40 minutes should be observed after enginerun. Engine temperature must be below 65"C (150"F) to ensure inadvertent

use of hard water does not result in precipitation of deposits.

(6) Ensure aircraft ignition and bleed air are OFF.

CAUTION: DO NOT MOTOR ENGINE MORE THAN 30 SECONDS; OBSERVE

STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’SMAN UAL).

(7) Carry out dry motoring run (Ref. Part 2, Section 6, Motoring Run).

(8) When Ng reaches 5%, inject water or water/methanol, as applicable, into engine.

(9) Stop motoring run after 30 seconds.

(10) Shut off water dr water/methanol when Ng falls to 5%.

(11) Repeat wash cycle (Ref. Table 2-3-8) as necessary to remove contaminants from

compressor turbine and, if water/methanol used, carry out an additional 30 second

dry motoring run. Observe same CAUTION as before.

(12) Disconnect pressurized tank(s) or drinking water supply from wash tube assemblyand remove assembly (3) from igniter port.

(13) Install igniter (1) with new gasket (2) (Ref. Part 3, Section 2, Installation SparkIgniters and Cables) or glow plug with new gasket (Ref. Part 3, Section 2,Installation Glow Plugs and Igniters) into igniter port.

CAUTION: OBSERVE STARTER COOLING PERIOD (REF STARTERMANUFACTURER’S MANUAL).

(14) Start engine (Ref. Part 2, Section 6, Engine Start). Run engine at 80% Ng for

approximately one minute to completely dry the engine.


Page 2-3-27

Feb 01/2002

PRATT WHITNEY CANADAMAINTENANCE’ MANUAL


TABLE 2-3-8, Compressor Turbine Wash Schedule Recommendations

Operating Environment Nature of Wash Recommended Frequency Remarks

All salt water/air Desalination As required Single wash for

environmental and/or light contamination

conditions desulphidation and multiplewashing for heavycontamination.

21. PERFORMANCE RECOVERY WASH


(1) Depending on the ambient temperature, fill the wash tanks with appropriatecleaning mixture (Ref. Table 2-3-3 and 2-3-6) and rinse solution (Ref. Tables 2-3-2

and 2-3-5) in separate tanks.

(2) Connect compressed air supply, 30 to 50 psig to wash tanks.


Manual) to expose engine inlet screen and install wash ring or wand.

CAUTION: CONTAM INATION/BLOCKAGE OF THE FCU PNEUMATIC SECTION ORTHE P3 FILTER WILL AFFECT ENGINE PERFORMANCE AND HANDLING.REMOVE AIR TUBE FROM ENGINE BEFORE MOTORING WASH.

CAUTION: SPECIAL CARE SHOULD BE TAKEN WHEN PERFORMING ACOMPRESSOR WASH TO ENSURE THAT THE P3 LINE IS COMPLETELYREMOVED TO AVOID BENDING STRESS OF ONE COUPLING.

(4) Remove front air tube from engine to prevent distortion of tube (Ref. 3-2-70).

(5) Connect wash ring or wand to pressure tanks.

NOTE: To prevent precipitation of deposits through inadvertent use of tiard water,allow the engine to cool off to below 65"C (150"F). Minimum duration for

cooling off to be 40 minutes since engine last operated.

(6) Ensure ignition and aircraft bleed air are OFF.

CAUTION: DO NOT MOTOR FOR MORE THAN 30 SECONDS, AND OBSERVESTARTER COOLING PERIOD (REFER TO STARTER MANUFACTURER’S

MANUAL). WHEN USING WATEWALCOHOL SOLUTION, CARRY OUTAN ADDITIONAL 30-SECOND DRY MOTORING RUN BETWEEN STEPS

(11) and (12), FOLLOWING, TO PURGE THE ENGINE OF VOLATILEFUMES. ENSURE PRESCRIBED STARTER COOLING PERIOD ISALLOWED FOLLOWING THIS ADDITIONAL STEP.

(7) Motor engine (starter only).

(8) When Ng reaches 5%, inject wash mixture or water into engine.

(9) Stop motoring after 30 seconds.

Page 2-3-28

Feb 01/2002



(10) Close tank valve as soon as Ng falls to 5%.

(11) Allow cleaning solution to soak for 15 to 30 minutes.

(12) Motor engine. When Ng reaches 5%, inject rinse solution into engine (half quantityonly)

(13) Observe starter cooling period (Ref. Starter Manufacturer’s Manual).

(14) Repeat step (12), once again observing limitations of starter.

(15) Install front air tube (Ref. Removal/installation of Electrical Connector).

NOTE: It is important to ensure that all solid P3 lines are properly and correctlyfitted before the coupling nuts are tightened. The coupling nuts should be

seated without the use of tools (finger tight) before torquing. The

installation of any pipe brackets should not distort the pipe in any way.

(16) Remove wash wand or ring from inlet screen.


minute or more to completely dry engine. Check for zero air leaks at reinstalled

coupling nuts during drying cycle. Check engine acceleration (Ref. Part 2, Section

6, Acceleration Check/Adjustment).


(19) Install or close engine cowlings.(Ref. Aircraft Maintenance Manual).

22. ENGINE RUNNING WASH


(1) Depending on the ambient temperature, fill wash tanks with appropriate cleaningmixture (Ref. Tables 2-3-3 and 2-3-6) and rinse solution (Ref. Tables 2-3-2 and

2-3-5) in separate tanks.

(2) Connect compressed air supply 16 to 18 psig to wash tanks.


Manual) to expose engine inlet screen and install wash ring.

(4) Connect wash ring to pressurized tanks.

(5) Ensure that aircraft bleed air is OFF.

Page 2-3-29

Feb 01/2002



CAUTION: TO ELIMINATE POSSIBILITY OF ENGINE OVER-TEMPERATURE OROVERSPEEDING, THOROUGHLY AGITATE SOLUTION PRIOR TOINGESTION AND DURING WASH CYCLE, THUS PREVENTINGSEPARATION OF KEROSENE. PREFERABLY, USE OF WITCO ASEMULSIFYING AGENT OR, ALTERNATIVELY, USE OF MECHANICALAGITATOR OR RECIRCULATION PUMP WITH RELIEF VALVE (REFER TOFIGURE 2-3-6) IS STRONGLY RECOMMENDED.

(6) Start engine (Ref. Part 2, Section 6, Engine Start, following). Run at 60% Ng(23,000 rpm) or IDLE if lower.

(7) Inject cleaning solution. Flow of solution will be evidenced by decrease in Tt5 and a

slight change in Ng for the mixture specified for an ambient temperature of +2"C

(+36"F) up. However, flow of solution specified for ambient temperature below +2"C

(+36"F) will be evidenced by a slight increase in Tt5 and a slight change in Ng.When solution supply is exhausted, Tt5 and Ng will return to prewash values.

CAUTION: DO NOT INCREASE NG DURING RINSE CYCLE.

(8) Inject rinse solution into engine.

(9) On completion of rinse, increase Ng to 80% for one minute to ensure completedrying.

(10) Shut down engine (Ref. Testing, following).

FUEL NOZZLE CLEANING

23. Preparation and Cleaning

A. Equipment

A wash cart (Ref. PWC32677-100) is required. Prior to washing, the cart must be

prepared and operated in accordance with the cleaning rig manual.

NOTE: Cleaning should only be initiated on new or recently cleaned nozzles as the

procedure will not clear previous blockages. Clean every 200 hours. Adjustinterval based on condition and experience.

B. Preparation

CAUTION: TURCO 5884 IS AN ALKALINE THAT CAN CAUSE SKIN IRRITATION.AVOID SKIN CONTACT.

(1) Mixture ratios to be as follows:

(a) At ambient temperatures of 2"C (35.5"F) and above, mix by volume: 1 partTurco 5884 to 4 parts demineralized water.

(b) At ambient temperatures below 2"C (35.5"F) mix a 50% solution of methanol

and demineralized water, then mix 4 parts of water/methanol (by volume) to 1

part Turco 5884.

Page 2-3-30

Feb 01/2002



cnunohl: BEFORE PROCEEDING FURTHER, MAKE SURE THAT AIR HAS BEEN

RELEASED FROM RESERVOIRS.

(2) Fill reservoir with appropriate volume of cleaning solution (Ref. step (1)).

(3) Fill rinse reservoir with appropriate volume of demineralized water or demineralized

water/methanol mixture according to ambient temperature (Ref. step (1)).

(4) Remove both gas generator drain valves from engine (Ref. Part 3, Section 2,Remove Gas Generator Case Drain Valves). Install suitable drain hoses.

(5) Disconnect engine fuel inlet line from flow divider and dump valve (Ref. Part 3,Section 2, Remove Fuel Dump Valve). Cap fuel inlet line and elbow on fuel dumpvalve.

(6) Disconnect dump line from fuel dump valve outlet (Ref. Part 3, Section 2, Remove

Fuel Dump Valve).

(7) Connect wash cart fluid delivery hose to valve outlet elbow using adapter(0.4375-20 UNJF).

(8) Connect rig fluid delivery hose to rig "FUEL NOZZLE" quick disconnect.

(9) Connect compressed air.

CAUTION: DO NOT EXCEED 120 PSIG.

(10) Set wash rig to 670 psig using reservoir regulator.

(11) Set pulse to 70 psig using pulse regulator.

C. Cleaning

(1) Let engine cool for a minimum of 40 minutes after engine shutdown before cleaningfuel nozzles.

(a) Place valves A and B to AGITATE and valve C OFF and agitate detergentsolution for 2 minutes.

(b) Place valves A and B to WASH and valve C to ON and detergent wash for 3

minutes.

(c) Places all valves to OFF and soak for 10 minutes.

(d) Place valves A and B to WASH and valve C to ON and detergent wash for 3

minutes.

(e) Place all valves to OFF and soak for 10 minutes.

(f) Places valves A and B to RINSE and valve C to ON and rinse for 6 minutes.

(g) Places valves A and B to OFF and valve C to AIR DRY and dry for 5 minutes.

Page 2-3-31

Feb 01/2002

PRA~TT WHITNEY CANADAMAINTENANCE MANUAL


(h) Places all valves to OFF and reduce both reservoir and pulse pressures to

zero.

D. Post-cleaning

(1) Remove compressed air supply from wash cart.

(2) Remove fluid delivery hose from dump valve.

(3) Reconnect dump line (Ref. Part 3, Section 2, Install Fuel Dump Valve).

(4) Remove blanking cap at fuel inlet line and nipple on flow divider and dump valve.

(5) Reconnect fuel inlet line (Ref. Part 3, Section 2, Install Fuel Dump Valve).

(6) Remove drain hose and reinstall gas generator case drain valve (Ref. Part 3,Section 2, Remove Gas Generator Case Drain Valves).

(7) Perform an engine ground run check for leaks (Ref. Adjustmentl Test).

(8) Clean wash cart, stow fluid delivery hoses, and bleed air pressure from reservoirs.

ENGINE EXTERNAL WASH

24. General

CAUTION: DO NOT USE GASOLINE OR SIMILAR TOXIC SUBSTANCES FOR EXTERNALCLEANING.

CAUTION: DO NOT ATTEMPT TO WASH AN ENGINE WHICH IS STILL MOTORRUNNING. ALLOW ENGINE TO COOL FOR A MINIMUM PERIOD OF 40MINUTES AFTER SHUTDOWN.

A. An external wash with fresh water is recommended when the engine is contaminatedwith salt, or corrosive chemicals from agricultural operations. Demineralized water is

not necessary. The engine should never be left for an extended period, such as overnight,in a contaminated condition.

B. In the event water wash is not found effective, a petroleum solvent (varsol)/wateremulsion may be used to remove oil and grime. Thoroughly rinse with water to remove all

traces of cleaning fluid. Completely dry the engine using clean, dry, compressed air.

C. External cleaning is found to be very effective in tracing the origin of possible external oil

leakage.

Page 2-3-32

Feb 01/2002

PRA~T WHITNEY CANADAMAINTENANC~ MA~UAL


´•I PART 2 GENERAL PRACTICES

SECTION 4 STANDARD PRACTICES

1. GENERAL

CAUTION: DUST CAPS USED TO PROTECT OPEN LINES AGAINST CONTAMINATIONSHOULD ALWAYS BE INSTALLED OVER THE TUBE ENDS AND NOTINSIDE. FLUID FLOW THROUGH THE LINES MAY BE BLOCKED OFF IFLINES ARE INADVERTENTLY INSTALLED WITH DUST CAPS INSIDE THETUBE ENDS.

CAUTION: MAKE CERTAIN THAT THERE IS SUFFICIENT PROTECTIVE MATERIALPRESENT TO PRECLUDE THE POSSIBILITY OF DAMAGING ENGINEPARTS.

A. The standard practices outlined in this section are approved by Pratt Whitney Canada.It is recommended that, when applicable, personnel engaged in the maintenance of

engines make frequent reference to this section.

B. During the removal of tubes or engine parts, look for indications of scoring, burning or

other undesirable conditions. To facilitate reinstallation, tag and mark all parts, clips and

brackets to indicate their location. Route unserviceable parts and units to an overhaul

facility for investigation and possible repair.

C. Extreme care must be taken to prevent dust, dirt, lockwire, nuts, washers or other

foreign matter from entering the engine. If at any time such items are dropped, the

disassembly or assembly process must stop until the dropped articles are located,even though this may require a considerable amount of time and labor. Before assemblingor installing any part, ensure that it is thoroughly clean. Suitable caps, plugs and other

sealing devices must be used to protect all openings as soon as they are exposed.

D. Use only a plastic or rawhide hammer when removing or installing engine parts. Covercritical engine parts or areas, e.g. compressor or turbine disks, with protective material

to safeguard them from scratches, nicks or tool marks.

E. Whenever adhesive tape has been-applied to any part, the tape must be removed and

the part thoroughly cleaned of all tape residue with petroleum solvent (PWC11-027),prior to being subjected to elevated temperatures during engine run. Test results indicatethat all tapes are capable of causing surface attack, and/or reduction in tensile

ductility as temperature is increased. Do not, under any circumstances, leave tape or

tape residue on engine parts.

2. PREFORMED PACKINGS, PACKING RETAINERS AND GASKETS

A. Discard all preformed packings,-packing retainers (back-up rings) and gaskets, and

replace with new parts during assembly. Ensure that correct parts are used bychecking part numbers, alsoconfirm that replacement parts show no signs of damage or

deterioration due to storage. Inspect all parts for burrs or sharp edges that maydamage preformed packings and gaskets during subsequent assembly. Avoid the use of

hardened, sharp-pointed or sharp-edged tools. Where packing retainers are to be

fitted, ensure concave face of retainer faces toward preformed packing.

Page 2-4-1

Aug 27/2004



3. LUBRICATION OF PREFORMED PACKINGS

A. Procedure

(1) Prior toinstallation, new O-ring type preformed packings should be coated with a

thin film of lubricant to the following specifications:

CAUTION: APPLICATION OF LUBRICANT PLUS PROPER ASSEMBLY WILLPREVENT DAMAGE TO PACKINGS WHICH COULD CAUSEENGINE MALFUNCTION.

I (a) Packings used in engine fuel system: Lubricating oil (Refer to SB1001).

(b) Packings used in engine oil system: Lubricating oil (Refer to SB1001).

(c) Packings used in engine pneumatic system, or in water or alcohol assemblies:

Lubricating oil (Refer to SB1001).

4. ANTIGALLING AND ANTISEIZE COMPOUNDS

CAUTION: ENSURE THAT ANTIGALLING AND ANTISEIZE COMPOUNDS ARE APPLIEDIN A THIN EVEN COAT, AND THAT ALL EXCESS MATERIAL IS COMPLETELYREMOVED, TO AVOID CONTAMINATION OF PARTS, PASSAGES ORSURFACES WHERE THE COMPOUND MAY CAUSE MALFUNCTIONING, OREVEN FAILURE OF THE ENGINE.

A. Procedure

(1) The following compounds are recommended for specific applications:

(a) Molykote (PWC06-036) lubricant should be used on all loose fit accessoryspline drives, which are external to the engine and have no other means of

lubrication such as starter-generator gearshaft splines. Plastilube No. 3 lubricant

may also be used if Molykote (PWC06-036) is not available.

(b) Molybdenum disulfide (PWC04-002) in either its paste form (Type G) or

powdered form (Type Z) mixed with engine oil or grease may be used for turbine

shaft splines and threads during assembly of these and other componentswhich are not subjected to operating temperatures in excess of 427"C (800"F).

(c) Penetrating oil may be used to further facilitate disassembly of free turbines and

other hot section parts at disassembly of these components.

Page 2-4-2

Aug 27/2004



5. LOCKING DEVICES

CAUTION: ONLY LOCKWIRE AND COTTERPINS MANUFACTURED FROMCORROSION-RESISTANT STEEL ARE TO BE USED.

A. Lockwire, lockwashers, tablocks, tabwashers, keywashers and cotterpins must never be

reused. All lockwire and cotterpins must fit snugly in the drilled holes provided in bolts

and studs for locking purposes. Bushings and plugs must be lockwired to the boss or case.

Do not lockwire the plug to the bushing. Install a cotterpin so that the head fits into the

castellation of the nut and, unless otherwise specified, bend one end of the cotterpin back

over the stud or bolt and the other end flat against the nut.

6. KEYWASHERS (TAB AND CUP TYPES)

A. Procedure

CAUTION: THESE TYPES OF WASHERS MUST ONLY BE USED ONCE. NEWWASHERS MUST ALWAYS BE USED AT EACH ASSEMBLY.

NOTE: The terms keywasher, tabwasher and cupwasher are interchangeable, as used

in this manual.

(1) Tabwashers When bending or setting the tabs on these washers (see Figure2-4-1), do not use sharp-pointed tools. Use of such tools can lead to subsequentfailure of the locking tabs which, on becoming detached, can pass through the enginecausing extensive damage.

(2) Cupwashers

(a) Pre-Assembly:

1 Visually inspect cupwasher for freedom of deep drawing scoremarks

(especially in the undercut adjacent to tangs) and for freedom of priorassembly/handling damage i.e. bent tangs or prior stake marks.

2 Visually inspect contact surfaces for excessive roughness, burrs or scores

which may cause the washer to bind on the nut.

3 Visually inspect the nut for burrs, nicks or scratches on face which abuts

the cupwasher which could cause the nut to pick up on the washer.

(b) Assembly:

1 The cupwasher must be lubricated on the nut side only, the opposite face

must be clean and dry.

1 With cupwasher placed against shaft slots opposite to direction of nut

tightening, screw nut finger-tight.

3 With a silver pencil, make an alignment mark on the cupwasher o.d. and

the component immediately adjacent to the cupwasher not greater than

.020 in width.

Page 2-4-3

Feb 01/2002



C1189B

Examples of Locking Type Washers

Figure 2-4-1

Page 2-4-4

Feb 01/2002



4 Torquethe nut in the normal manner.

5 If the alignment mark has moved by an amount greater than or equal to the

width of the mark, remove and discard the cupwasher.

6 Repeat procedure with a new cupwasher.

Z Stake cupwasher, using the proper tool, in the appropriate location for

external or internal type washer.

NOTE: If nut is used to apply seating torque to a rotor assembly, applysuch torque without a cupwasher installed, then proceed with the

foregoing instructions.

7. RETAINING RINGS (SPIROLOX, ETC.)

A. Retaining rings must be installed using approved retaining ring pliers. Internal type ringsmust not be compressed beyond the point where ends of the ring would meet. External

type rings must be expanded only enough to allow installation without becomingbent. After installation, ensure each retaining ring is completely seated in its groove,without looseness or distortion.

8. LOCKWIRE

A. Lockwire must be the same as that used during the original assembly of the engine; this

wire is part number MS9226-03, a heat and corrosion-resistant steel wire of 0.025 inch

diameter to Specification AMS5687. Alternative MS9226-02 0.016 inch diameter

wire, having limited application, will be specified as required.

9. LOCKING PROCEDURES

A. There are many combinations of lockwiring with certain basic rules common to all.

These rules are as follows:

(1) Lockwire must be tight after installation to prevent failure due to rubbing or

vibration.

(2) Lockwire must be installed in a manner that tends to tighten and keep a part locked

in place, thus counteracting the natural tendency of the part to loosen.

(3) Lockwire must never be overstressed. It will break under vibrations if twisted too

tightly. The lockwire should be pulled taut when being twisted, but should have

minimum tension (if any) when secured.

(4) Lockwire ends must be bent’toward the engine or part, to avoid sharp or projectingends which might present a safety hazard or vibrate in the air stream.

(5) Internal wiring must not cross over, or obstruct, a flow passage when an alternate

method can be used.

Page 2-4-5

Feb 01/2002

PRATT WHITN~Y CANADAMAINTENANCE MANUAL


B. Check the units to be lockwired to make sure that they have been correctly torqued and

that the wiring holes are properly positioned in relation to each other. When there are

two or more units, it is desirable that the holes in the units be in the same relationship to

each other. Never overtorque or loosen units to obtain proper alignment of the holes.

It should be possible to align the wiring holes when the units are torqued within the

specified limits. However, if it is impossible to obtain a proper alignment of the holes

without either over or under-torquing, select another unit which will permit properalignment within the specified torque limits.

C. To prevent mutilation of the twisted section of wire when using pliers, grasp the wire at

the ends or at a point that will not be twisted. Lockwire must not be nicked, kinked, or

mutilated. Never twist the wire ends off with pliers, and, when cutting off ends, leave at

least three complete turns after the loop, exercising extreme care to prevent the wire

ends from falling into the engine. The strength of the material at lockwire holes is marginal;therefore, the wire should be cut, not pulled, during removal of wire.

D. For a typical lockwiring procedure, see Figure 2-4-2. Although there are numerous

lockwiring operations performed on the engine, practically all are derived from the

basic examples shown on Figure 2-4-3.

10. HARDWARE IDENTIFICATION

A. Correct engine reassembly procedures require that particular attention be paid to the

material requirements for nuts and bolts used in the hot section of the engine. In those

areas where parts must be of material which is resistant to high operatingtemperatures, special heat-resistant alloys are employed. It is imperative that at

reassembly of the engine or its components, the properly identified part (if serviceable)be reassembled in its original location.

CAUTION: NEVER ASSEMBLE A MATERIAL CODED PART WITH A C IDENTIFICATIONIN A LOCATION WHICH REQUIRES AN H CODED PART AND VICE-VERSA.

B. Code systems, where used, employ the use of the letter C for corrosion-resistant steel

for normal application and H for heat-resistant alloys in hot-section applications. The

stamped or embossed letter will be followed by a number of one or more digits, e.g. C1,C8, H3 and H12, the digit signifying the material specification. Bolt code identification

usually appears on the top of the head, and nut identification on one side of the hexagon(see Figure 2-4-4). When the application is -an AN or MS six-digit part number, the

code identification C or H will be preceded by the letter E, e.g. EC3 or EH10.

NOTE: All AN and MS six-digit part numbers, when manufactured of material in the

common temperature range (such as cadmium plated, low-alloy, steel parts),are also coded E, to indicate, in part, close material quality control.

C. The adoption of this program will make it possible for service activities to avoid the

assembly of parts with similar physical appearance in locations which require highheat-resistant parts. In this regard it is a requirement at time of disassembly to segregateall similarly coded parts so that two or more physically similar parts with different code

numbers will not be scrambled. This will ensure that, at subsequent reassembly, the coded

parts are replaced in their proper locations.

Page 2-4-6

Feb 01/2002



INSERT THE UPPERMOST WIRE,WHICH POINTS TOWARDS THE

SECOND BOLT, THROUGH THE4:30

10:30 HOLE WHICH LIES BETWEEN THEO’CLOCK POSITION THE HOLES. NINE AND TWELVE O’CLOCKO’CLOCK

POSITIONS. GRASP THE END OF

THE WIRE WITH A PAIR OF

PLIERS AND PULL THE WIRE

TIGHT.

BRING THE FREE END OF THE

WIRE AROUND THE BOLT HEAD IN

A COUNTERCLOCKWISEINSERT PROPER GAGE WIRE. DIRECTION AND UNDER THE END

PROTRUDING FROM THE BOLT

HOLE. TWIST THE WIRE IN A

COUNTERCLOCKWISE DIRECTION.

GRASP UPPER END OF THE

WIRE AND BEND IT AROUND THE I GRASP THE WIRE BEYOND THE

HEAD OF THE BOLT, THEN I TWISTED PORTION AND TWIST

UNDER THE OTHER END OF THE I THE WIRE ENDS COUNTER-

WIRE. BE SURE WIRE IS TIGHT CLOCKWISE UNTIL TIGHT.

AROUND HEAD.

TWIST WIRE UNTIL WIRE IS DURING THE FINAL TWISTING

JUST SHORT OF HOLE IN THE MOTION OF THE PLIERS, BEND

SECOND BOLT. THE WIRE DOWN AND UNDER

THE HEAD OF THE BOLT.

KEEPING WIRE UNDER TENSION,TWIST IN A CLOCKWISE

DIRECTION UNTIL THE WIRE IS I CUT OFF EXCESS WIRE WITH

TIGHT. WHEN TIGHTENED THE I DIAGONAL CUTTERS.WIRE SHALL HAVE APPROXI-

MATELY 7 TO 10 TWISTS PER INCH.

C194C

Lockwire Procedures

Figure 2-4-2

Page 2-4-7

Feb 01/2002



EXAMPLE1 EXAMPLES EXAMPLES 8XAMPLE4

EXAMPLES 1,2,3 AND 4 APPLY TO ALL TYPES OF BOLTS, FILLISTER HEAD SCREWS, SQUARE HEAD PLUGS, AND OTHER SIMILAR

PARTS WHICH ARE WIRED SO THAT THE LOOSENING TENDENCY OF EITHER PART IS COUNTERACTED BY TIGHTENING OF THE OTHER PART.

THE DIRECTION OF MIIST, FROM THE SECOND TO THE THIRD UNIT, IS COUNTER-CLOCKWISE TO KEEP THE LOOP IN POSITION AGAINST

THE HEAD OF THE BOLT. THE WIRE ENTERING THE HOLE IN THE THIRD UNIT WILL BE THE LOWER WIRE AND BY MAKING A

COUNTER-CLOCKWISE TWIST AFTER IT LEAVES THE HOLE, THE LOOP WILL BE SECURED IN PLACE AROUND THE HEAD OF THAT BOLT.

X ~REXAMPLE 5 EXAMPLE 6 EXAMPLE 7 EXAMPLE 8

EXAMPLES 5,6,7 AND 8 SHOW METHODS FOR WIRING VARIOUS STANDARD ITEMS. WIRE MAY BE WRAPPED OVER THE UNIT

RATHER THAN AROUND IT WHEN WIRING CASTELLATED NUTS OR ON OTHER ITEMS WHEN THERE IS A CLEARANCE PROBLEM.

EXAMPLE 9 EXAMPLE 10 EXAMPLE 11

EXAMPLE 9 SHOWS THE METHOD EXAMPLE 10 SHOWS HOLLOW EXAMPLE 11 SHOWS CORRECT

FOR WIRING BOLTS IN DIFFERENT HEAD PLUGS WIRED WITH THE APPLICATION OF SINGLE WIRE

PLANES. NOTE THAT WIRE SHOULD TAB BENT INSIDE THE HOLE TO CLOSELY SPACED MULTIPLE

ALWAYS BE APPLIED SO THAT TO AVOID SNAGS AND POSSIBLE GROUP.

TENSION IS IN THE TIGHTENING INJURY TO PERSONNEL WORKING

DIRECTION. ON THE ENGINE.

C195 1

Lockwiring ExamplesFigure 2-4-3 (Sheet 1 of 3)

Page 2-4-8

Feb 01/2002



~a-oEXAMPLE1Z EXAMPLE13

EXAMPLES 12 AND 13 SHOW METHODS FOR ATTACHING LEAD SEAL TO PROTECT CRITICAL ADJUSTMENTS.

EXAMPLE14 EXAMPLE15 EXAMPLE1G

EXAMPLE 14 SHOWS BOLT WIRED TO EXAMPLE 15 SHOWS CORRECT METHOD EXAMPLE 16 SHOWS CORRECT METHOD

A RIGHT ANGLE BRACKET WITH THE FOR WIRING ADJUSTABLE CONNECTING FOR WIRING THE COUPLING NUT ON

WIRE WRAPPED AROUND THE BRACKET. ROD. FLEXIBLE LINE TO THE STRAIGHT

CONNECTOR BRAZED ON RIGID TUBE.

EXAMPLE 17 EXAMPLE 18 EXAMPLE 19 EXAMPLE 20 EXAMPLE 21

FITnNGS INCORPORATING WIRE LUGS SHALL BE WIRED AS SHOWN SMALL SIZE COUPLING NUTS SHALL

IN EXAMPLES 17 AND 18. WHERE NO LOCKWIRE LUG IS PROVIDED, BE WIRED BY WRAPPING THE WIRE

WIRE SHOULD BE APPLIED AS SHOWN IN EXAMPLES 19 AND 20 AROUND THE NUT AND INSERTING

WITH CAUTION BEING EXERTED TO ENSURE THAT WIRE IS WRAPPED IT THROUGH THE HOLES AS SHOWN.

TIGHTLY AROUND THE FITTING.

C195 2

Lockwiring ExamplesFigure 2-4-3 (Sheet 2)

Page 2-4-9

Feb 01/2002



EXAMPLE 22 EXAMPLE 23

COUPLING NUTS ATTACHED TO STRAIGHT CONNECTORS SHALL BE WIRED

AS SHOWN WHEN HEX IS AN INTEGRAL PART OF THE CONNECTOR.

EXAMPLE 24

COUPLING NUTS ON A TEE SHALL

BE WIRED AS SHOWN ABOVE SO

THAT TENSION IS ALWAYS IN THE

TIGHTENING DIRECTION.

EXAMPLE 25

STRAIGHT CONNECTOR

(BULKHEAD PIPE)

EXAMPLE 26

EXAMPLE 27 EXAMPLE 28

EXAMPLES 26, 27 AND 28 SHOW THE VARIOUS STANDARD FITTINGS WITH CHECK NUT

WIRED SO THAT IT NEED NOT BE DISTURBED WHEN REMOVING THE COUPLING NUT.

C195 3

Lockwiring ExamplesFigure 2-4-3 (Sheet 3)

Page 2-4-10

Feb 01/2002

PRATT WHITNEY CANADAMAINTENANCE MANUAL:


C196

Hardware Code Identification

Figure 2-4-4

Page 2-4-11

Feb 01/2002



CAUTION: CARE MUST BE TAKEN DURING DISASSEMBLY PROCEDURES TO AVOIDMIXING REDUCED PITCH DIAMETER (PD) BOLTS WITH SIMILAR SIZESTANDARD BOLTS.

D. At engine manufacture it is the practice to use bolts with reduced pitch diameter in the

hot section of the engine, to minimize the possibility of bolt and nut seizure. This

practice is standard with regard to all applications where the parts are subjected to

elevated temperatures. To identify reduced PD bolts, check for a 120 degree depressionin the threaded end of the bolt. This identifying mark must not be confused with a

grinding center which is common with ground thread bolts. (See Figure 2-4-5)

METAL PARTICLES IDENTIFICATION

11. GENERAL

A. Should particles of metal be found in the fuel and/or oil strainers, they could be depositsof steel, tin, aluminum, magnesium, silver, titanium, bronze or cadmium. In some

instances, the type of metal may be determined by the color and hardness of the pieces.However, when the particles cannot be positively identified by visual inspection, and

knowledge of the exact character of the metal deposits is desired as an aid to

troubleshooting, a few simple tests will determine the kind of metal present. To identifyunknown metal deposits, refer to Paragraphs 12. and 13. following.

12. PRE-REQUISITES

A. Equipment Required

(1) Electric soldering iron.

(2) Two porcelain spot plates.

(3) An open flame.

(4) Permanent magnet.

(5) Two ounces of aqueous (water) solution containing 10% ammonium nitrate

(NH,NO,).

WARNING: PERSONNEL MUST USE EXTREME CAUTION WHEN HANDLINGACIDS.

(6) Two ounces each of 50% by volume of hydrochloric acid (PWC05-004)(HC1) and

concentrated nitric acid (PWC05-195)(HNO,).

(7) Hydrofluoric acid (HF) (PWC05-004).

(8) Sulfuric acid (H,SO,) (PWC05-074).

(9) Concentrated phosphoric acid (H,PO,) (PWC05-006).

(10) Hydrogen peroxide (H,O,) (fresh) (3% to 10% solution) (PWC05-033).

Page 2-4-12

Feb 01/2002



120~

0.109

0.079

REDUCED PITCH DIAMETER BOLT

STANDARD BOLT

C197B

Identification of Reduced Pitch Diameter Bolt

Figure 2-4-5

Page 2-4-13

Feb 01/2002



(11) Crystalline ammonium bifluoride (NH,HF,) (PWC05-009).

(12) Sodium Hydroxide (NaOH) (solid) (PWC05-058).

13. TEST PROCEDURES

A. Procedure

(1) The following test procedures are recommended for determining the character of

unknown metal particles:

WARNING: NEVER ATTEMPT TO BURN MORE THAN A FEW PARTICLES OFMETAL SUSPECTED TO BE MAGNESIUM. MAGNESIUM POWDEROR DUST 1S EXPLOSIVE.

(a) Magnesium A simple test for these particles is burning. Magnesium will burn

with a bright white flash.

(b) Steel Particles can be isolated by means of the permanent magnet. Steel or

iron is attracted by the magnet.

NOTE: Certain non-corrosive and stainless steels used in this engine are

non-magnetic. Should steel colored particles, when checked with a

magnet, prove to be non-magnetic, continue with the remaining tests.

If the particles remain unidentified after all tests, it should beassumed that they are non-magnetic steel.

(c) Cadmium Place the particles in aqueous (water) solution of ammoniumnitrate. If all or any of the particles dissolve in this solution, they are cadmium.After completion of test, rinse and dry any remaining particles for additionaltests and identification.

(d) Tin These particles can be distinguished by their low melting point. With a

clean soldering iron, heated to 260"C (500"F), and tinned with 50-50 solder

(50% tin 50% lead), a tin particle dropped on the iron will melt and fuse with

the solder.

(e) Aluminum When a particle of aluminum is placed in 50% by volume

hydrochloric acid, it will fizz with rapid emission of gas bubbles and graduallydisintegrate and form a black residue (aluminum chloride). Silver and bronze do

not noticeably react with hydrochloric acid.

(f) Aluminum Paint Make a sodium hydroxide solution by adding one pellet ofsodium hydroxide to three cubic centimeters of water on a watch glass. Dropin the suspected particles. Aluminum silicone paint will react mildly, forming gasbubbles and some visible gas, as the particles change to sodium aluminate.

Aluminum chips will react much more actively with many more visible bubbles

forming. Silver will not react.

(g) Silver When a silver particle is placed in nitric acid, it reacts rather slowly,producing a whitish silver nitrate fog in the acid.

Page 2-4-14

Feb 01/2002



(h) Titanium The following procedure should be used for identification of titanium

particles:

WARNING: THE CHEMICALS USED IN THE FOLLOWING PROCEDURESARE PARTICULARLY HAZARDOUS. THEY REQUIRE SPECIALHANDLING AND THE TESTS ARE BEST PERFORMED BY

QUALIFIED LABORATORY PERSONNEL.

1 Place particle of metal to be identified on white porcelain spot plate. A

second particle of known titanium should be placed alongside on second spotplate to observe and verify results of tests on unknown.

2 Add several crystals of ammonium bifluoride and 5 to 10 drops of water

NOTE: 1. Solid ammonium bifluoride can be conveniently stored in a

dry place and used as needed.

NOTE: 2. Two to three drops of 5% to 10% hydrofluoric acid solution maybe used as an alternative.

3 Let particles stand for 20 to 30 minutes, or until solution becomes slightlydiscolored.

4 Add two to three drops of 1:1 sulfuric acid (i.e. one part concentrated acid

to one part water).

5 discolored.Let particles stand another 20 to 30 minutes, or until solution becomes

6 Add three to four drops of 3% to 10% fresh hydrogen peroxide.

NOTE: If titanium is present, a yellowish color will develop which will

become progressively darker with time if allowed to set.

Z Add two to three drops of concentrated phosphoric acid, and stir gently to

discharge any yellow color due to possible presence of iron. Any remaininglight yellow to orange coloration indicates presence of titanium.

(i) Bronze When a bronze oi copper particle is placed in nitric acid, a brightgreen cloud is produced.

MARKING OF PARTS

14. GENERAL

A. When it is necessary to mark an engine part, weldment, or assembly, only the followingapplicable Pratt Whitney Canada approved marking methods shall be used.

Page 2-4-15

Feb 01/2002



15. PERMANENT MARKING METHODS

A. Procedure

(1) Permanent methods of marking, in which the marking is legible during the entire

service life of the part, are described as follows:

WARNING: DO NOT CONFUSE ELECTROLYTIC ETCHING WITH ELECTRICARC SCRIBING WHICH IS PROHIBITED ON TURBINE ENGINES.

(a) Electrolytic Etching Ordinarily, electrolytic etch markings may be applied to

any surface which, after assembly, does not move relative to a contactingsurface. Anodized parts, however, cannot be electrolytically etched. Characters

are produced by electrolysis, confined to the area of the character by a

stencil, or by an electrolytic marking pen. This technique is sometimes used as

a temporary method.

(b) Vibration Peening This is a process whereby characters are produced by a

vibrating radius-tipped conical tool. This method is not permitted if the

hardness of the material at the time of marking is higher than Rockwell C45, or

equivalent.

TEMPORARY MARKING METHODS

16. PROCEDURE

CAUTION: ANY TEMPORARY MARKING METHOD WHICH LEAVES A CARBONDEPOSIT OR A DEPOSIT OF COPPER, ZINC, LEAD, OR SIMILAR RESIDUEMAY CAUSE SUBSEQUENT CARBURIZATION OR INTERGRANULARATTACK WHEN THE PART IS SUBJECTED TO INTENSE HEAT. AVOID THEUSE OF SUCH A METHOD UNLESS THE MARKING IS COMPLETELYREMOVED BEFORE THE PART IS SUBJECTED TO INTENSE HEAT. DONOT USE CHALK OR SOAPSTONE FOR MARKING.

A. Definition

A method of temporary marking is one which ensures identification during ordinaryhandling and storage of items prior to final assembly.

NOTE: In the event that an unqualified marking material is used, the mark must be

removed thoroughly in order to preclude any possible reduction in fatiguestrength. The method of removal will be dictated by the material used and the

particular part so marked.

B. Temporary Marking of Cold Areas

(1) For temporary marking of the cold areas of the engine only, the following materials

are used:

(a) Volger Opaque Ink (Black) (PWC05-046B).

(b) Dykem Ink KX425 (Black) and KXX 122 (White) (PWC05-046C).

Page 2-4-16

Feb 01/2002



(c) Carter Ink No. 451 (Black) (PWC05-046).

C. Temporary Marking of Hot Cold Sections

(1) For temporary marking of both the hot section and the cold areas of the engine, the

following materials may be used:

(a) Felt Wick Pen and Speedry instant dry ink(PWC05-048A)

(b) Marks-A-Lot (PWC05-048B).

(c) Cado Marker (PWC05-178).

(d) Brushpen No. 57(PWC05-048) and Tex-Rite instant dry ink: 400-1 (Black),400-2 (Red) and 400-7 (Purple).

(e) Micro Supreme No. 142 Purple Dye (PWC05-002).

(f) Phano No. 71 Red Pencil (PWC05-103).

(g) Colorbrite Silver No. 2101 Pencil (PWC05-018A).

17. MARKING LOCATIONS

CAUTION: WHEN USING A MARKING PENCIL, MARKS MUST NOT BE APPLIED TOTHE MATING SURFACE OF FINISHED MACHINED PARTS OR TO CARBONSEAL PLATE SURFACES. HEAVY DEPOSITS OF THE MARKINGMATERIAL COULD ADVERSELY AFFECT CLEARANCES AND RUNOUT

A. Except where otherwise specified, reidentification should be accomplished in the same

manner and adjacent to, or in a location similar to, that of the original markings.

18. MARKING SIZE

A. All markings should be applied so as to ensure maximum legibility and durability of the

mark produced without affecting the function or serviceability of the part. Permanent

markings should not extend into any radius, chamfer, sharp edge or fillet adjoining the

surface designated to be marked. Unless otherwise specified, marking characters should

be 0.060 to 0.160 inch in height. In special cases, when the marking area is limited bysize or configuration, characters not less than 0.016 inch and not more than 0.025 inch in

height will be permitted.

WELDING

19. GENERAL

NOTE: The following procedures apply to components that are dispositioned for repair bywelding and are removed from the engine. Weld repair of components still installed

on an engine is not permitted.

Page 2-4-17

Feb 01/2002



WARNING: UNDER NORMAL CIRCUMSTANCES ONLY AN ARGON REGULATORSHOULD BE USED WITH ARGON GAS, IF HOWEVER, AN OXYGENREGULATOR IS USED, IT MUST NOT BE REINSTALLED ON AN OXYGENCYLINDER. ARGON GAS IS NOT FREE FROM OIL AND THE POSSIBILITYEXISTS OF AN EXPLOSION CAUSED BY THE PRESENCE OF OIL INTHE OXYGEN REGULATOR. USE SAFE WELDING PRACTICES, ADEQUATEVENTILATION, AND PROTECTIVE EQUIPMENT. DO NOT WELD INCONFINED AREAS WITHOUT EXHAUST VENTILATION.

A. An inert gas fusion welding process must be used when repairing cracks in engineparts. Argon or helium gas may be used in inert gas welding; however, argon is

recommended because its greater density reduces its rate of diffusion with the

atmosphere.

B. Inert gas welding is a gas are welding process which uses inert gas to protect the weld

area from the surrounding atmosphere. The heat necessary for welding is provided by a

very intense electric are which is struck between a non-consumable thoriated tungsten(tungsten and thorium alloy) electrode and the metal parts. On repairs where a fillermaterial is required, a welding rod is fed into the weld area and melted with the basemetal in the same manner as in conventional gas welding.

C. The inert gas welding process requires availability of the following equipment:

(1) An A.C. D.C. are welder with high frequency controls.

(2) A Linde HW-10 torch or equivalent with circulating water equipment, and ceramic

cups of suitable size.

(3) An argon gas regulator and two flowmeters.

20. CLEANING BEFORE WELDING

A. Surfaces to be welded must be free from objectionable protective coatings, dirt, grease,oil, and other foreign matter, and as free as praticable from oxides. Wire brushes and

abrasives may be used to remove protective coatings and oxides, except that the final stepin removing oxides from aluminum and aluminum alloys preferably should consist ofchemical treatment taking place as close as practical to the time of welding. Wire brushes,if used for cleaning corrosion-resistant alloys, must have bristles of austenitic

corrosion-resistant steel. No undesirable deposit or residue must remain on surface to

be welded after cleaning operations.

21. WELDING PROCEDURE

A. Procedure

NOTE: Welding is to be carried out only by qualified personnel.

(1) Connect one argon gas flowmeter to torch. Install other flowmeter, if necessary,behind crack as a backup when ready to weld.

(2) Connect torch to the are welder for straight polarity.

Page 2-4-18

Feb 01/2002



(3) Insert a 1/16 inch diameter thoriated tungsten electrode in the torch, allowingapproximately 5/16 inch of the point to extend out of the ceramic cup. The

ceramic cup must not be smaller than a No. 6 for the HW-10 torch, in order to

provide a sufficient amount of inert gas to the weld area where cleanliness of the

surface beads is important.

NOTE: A plain tungsten electrode may be used, but a needle point must be

maintained on the electrode for more positive starting of the are. Where

practical, the electrode must be kept clean of material pickup.

(4) If it is necessary to protect underside of weld from contamination, possible weld

porosity, or poor surface appearance, attach argon gas line behind crack to be

welded. This may be done by fabricating small box-like fixtures having edges shapedto fit contours of part to be welded and using a suitable connection to secure line.

Seal fixture to part in order to conserve as much of the gas as possible.

NOTE: The amount of pressure to provide sufficient backup must be determined.

This pressure should not allow the gas to stir the puddle of the weld. Do

not use flux when welding in an inert atmosphere.

(5) When high frequency controls are used, it is not necessary to strike an are. Hold

torch vertically to work so that the shielding gas (argon) will form a protectiveenvelope around weld. It is preferable to have area to be welded in a horizontal

(flat) position.

(6) Where high frequency controls are not available, strike are and hold tip of electrode

approximately 1/8 to 1/4 inch above surface to be welded until a puddle is formed.

Add welding rod and proceed as in standard gas welding.

NOTE: Test welds using similar material of the same thickness and joint designshould be made to determine the proper gas pressures and are welder

settings required.

B. Because a high percentage of steel parts used on the engine are fabricated from 12

percent chromium corrosion-resistant steels, which are characterized by their

susceptibility to air hardening, field repair of cracks by fusion welding is a specialproblem. The high temperatures at which fusion weld repairs are made and the

subsequent air cooling of the part, or parts, from these temperatures usually result in an

increase in material hardness and a loss in ductility. Parts on which fusion weld

repairs have been made have a tendency to crack because the steel structure becomes

unstable, brittle and highly stressed. The structure of the material can be improved byreheating the parts and controlling the cooling rate.

22. CLEANING AFTER WELDING

A. After welding, flux must be removed as completely as practicable. If complete removal is

not practical, the assemblies should be suitably treated to prevent corrosion by residual

flux. After the welding is completed, clean out any holes with a rotary file and polishwith No. 180 emery cloth (PWC05-021).

Page 2-4-19

Feb 01/2002



2,. LOCALSTRESSREUEF

A. Components which are not highly stressed may be repaired by fusion welding. It is

possible partially to restore the original properties of such welded componentsthrough the use of local heat treatment. The localized heat may be applied by the

neutral flame of an oxyacetylene torch. Extend the stress relief one inch minimum beyondthe welded area. After the desired heat has been applied to the component for the

proper length of time, reduce temperature gradually.

24. INSPECTION OF WELDING

A. Inspect the weld for quality, uniformity, undercutting, cracking and flux removal. Welds

must blend into the adjacent metal in gradual, smooth curves. Welds must be sound,clean, free from foreign material, and from internal and external defects that would

adversely affect the strength of the weld.

STANDARD INSPECTION PROCEDURE

25. GENERAL

A. Damage to engine parts may result from improper ´•clearance, lack of lubrication,undesired movement.of parts which are bolted or pressed together, uneven load

distribution, heat, shock, extension of minor scratches, tool marks, grinding cracks,nicks, etc. Damage to engine parts may also result from the presence of foreign matter

such as grit, chips, moisture, chemicals, etc., or from improper technique duringassembly or disassembly.

B. While it is frequently possible to repair a damaged part so that it may be safetyreinstalled, it is important that the cause of the damage be determined, and corrected if

possible. Otherwise, more serious consequences may result.

C. Inspect parts for alignment, distortion, foreign matter, looseness, out-of-roundness, sharpedges, scratches, taper, warping and wear. In addition, check the following:

(1) Holes in cases, manifolds, pipes and tubes for obstructions.

(2) Gear teeth and splines for contact patterns.

(3) Magnesium parts for corrosion.

Page 2-4-20

Feb 01/2002



CAUTION: ANY TEMPORARY MARKING METHOD WHICH LEAVES A CARBONDEPOSIT OR A DEPOSIT OF COPPER, ZINC, LEAD, OR SIMILARRESIDUE MAY CAUSE SUBSEQUENT CARBURIZATION OFINTERGRANULAR ATTACK WHEN THE PART IS SUBJECTED TOINTENSE HEAT. AVOID THE USE OF SUCH A METHOD UNLESS THEMARKING IS COMPLETELY REMOVED BEFORE THE PART ISSUBJECTED TO INTENSE HEAT. DO NOT USE CHALK OR SOAPSTONEFOR MARKING.

(4) Mounting pads and seating surfaces for smoothness and flatness.

NOTE: Use pencil carbon paper whenever a smear-type indication of surface

smoothness is required.

(5) Plugs for tightness.

(6) Studs, dowels, and similar protruding parts for alignment and projection length.

(7) Protective surface coatings for completeness.

(8) Threads for condition.

26. INSPECTION GAGES

A. When an inspection procedure requires a very accurate measurement, a micrometer or

a dial indicator must be used.

B. If a micrometer is to be used, check it for accuracy before taking a measurement. Make

sure that the contacting surfaces of the micrometer are clean, and that the contactingsurfaces of the parts to be measured are clean and free from burrs. When using a depthmicrometer, be sure to hold the anvil tightly ana squarely against the contactingsurfaces.

C. If a dial indicator is used, make sure that the indicator support is anchored firmly and

that any swivel connections are tightened securely.

D. When taking a measurement with a feeler gage, the final size of the feeler must be a

reasonably snug fit.

ELBOW FITTINGS

27. REMOVAL

A. Procedure

(1) Note angular position of elbow fitting before removal.

(2) Loosen jam nut and remove elbow fitting.

(3) Remove preformed packing, packing retainer (back-up-ring), and jam nut from

elbow fitting.

Page 2-4-21

Feb 01/2002



28. INSTALLATION


(1) Lubricate new preformed packing and packing retainer (back-up ring), and threads

of elbow fitting, with a light film of fluid to be used in system. If a dry assembly is

required, use the lubricant/compound specified in assembly instructions.

(2) Screw jam nut (2) on double-threaded end of elbow fitting (1), with counterbored

face of nut outward. Turn nut on fitting until clear of non-threaded annulus.

(3) Assemble packing retainer (3) on elbow fitting (1) and press into counterbore of jamnut: (2).

(4) Assemble preformed packing (4) on elbow fitting (1) and press into non-threaded

annulus.

(5) Turn jam nut (2) outward until face of packing retainer (3) contacts preformedpacking (4). Continue turning jam nut until preformed packing is pushed firmlyagainst first thread on outer portion of elbow fitting.

(6) Install elbow fitting into boss on engine or accessory unit, allowing jam nut to rotate

with fitting, until preformed packing contacts face of boss. This point will be

recognized by increase in torque required to turn elbow fitting.

(7) With elbow fitting in this position, hold jam nut stationary and turn fitting into boss a

further 1-1/2 turns. If necessary, the elbow fitting may be turned into boss a

maximum of one more complete turn to facilitate alignment to required angularposition.

NOTE: If elbow fitting tightens in jam nut before completing initial 1-112 turns, or

during final alignment, jam nut may be allowed to turn with fitting.

(8) When elbow fitting is aligned in required position, tighten jam nut and torque to

value specified in assembly instructions for engine or accessory unit.

NOTE: Metal to metal contact between jam nut and boss must be obtained

without exceeding maximum recommended torque and there must be no

extrusion of preformed packing and/or packing retainer.

B. Fluid and Pneumatic Lines

NOTE: Refer to specific sections in Part 3 of this manual for assembly instructions.

CAUTION: DO NOT USE FORCE TO POSITION LINE ONTO COUPLING ADAPTERS.

(1) When installing fluid or pneumatic lines, whether solid tubes or flexible hoses,ensure lines engage onto respective coupling adapters without tension or load.

(2) Alignment must be obtained by adjusting the position of the adapters. Refer to

paragraph 28. preceding, for instructions pertaining to the installation of adapters.

Page 2-4-22

Feb 01/2002



TOUCH-UP SOLUTION

29. CHROME PICKLE SOLUTION (MAGNESIUM RGB AND AGE HOUSINGS)

A. Preparation (Ref. Table 2-4-1)

WARNING: REFER TO THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USETHESE MATERIALS FOR INFORMATION SUCH AS HAZARDOUS

INGREDIENTS, PHYSICAUCHEMICAL CHARACTERISTICS, FIRE,EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FORSAFE HANDLING, USE AND CONTROL MEASURES. SOME OF THESEMATERIALS CAN BE DANGEROUS. YOU CAN GET THE DATA SHEETSFROM THE MANUFACTURERS OR THE SUPPLIERS OF THESE MATERIALS.

(1) Fill a suitable container with tap water to no more than ’/2 of the volume of the

solution required.

(2) Slowly and carefully add the required amount of sodium dichromate. Stir to dissolve

the sodium dichromate.

(3) Slowly and carefully add the required amount of nitric acid. Stir to mix the solution.

(4) Fill the remainder of the container with tap water to the specified volume required.

TABLE 2-4-1, Chrome Pickle Solution

MATERIAL PROPORTION PROPORTIONAL LIMITS

Sodium Dichromate 1.5 Ibs. 1.0 to 1.5 Ibs.

(PWC05-055)

Nitric Acid 1.5 pints 1.0 to 1.5 pints(PWC05-1 95)

NOTE: The figures that are given are per gallon of solution required.

iPage 2-4-23

Aug 27/2004



ilJ~

4) t-’-~S (4

C3146A

Installation of Elbow Fitting (Typical)Figure 2-4-6

Page 2-4-24

Feb 01/2002



Key to Figure 2-4-6

1. Elbow Fitting2. Jam Nut

3. Packing Retainer

4. Preformed Packing

Page 2-4-25/26

Feb 01/2002




SECTION 5 TORQUE RECOMMENDATIONS

1. GENERAL

A. Torques specified in the text of this manual are standard values for the size and thread

configuration of the item concerned (nut, bolt, screw, etc.). Reference to an item in Fits

Clearances indicates a specific torque value, and may also give special instructions

not normally covered by standard practices. All torque limits have been established with

the understanding that normal temperature prevails. If the parts involved are hot,sufficient time should be allowed for the temperature of the parts to reach that of the

surrounding area before tightening operation is attempted. Except where otherwise

specified, torque values in this manual are based on the use of parts to which a thread

lubricant, such as engine oil or equivalent, has been applied.

NOTE: Silver-plated bolts do not require lubrication prior to assembly.

B. All tightening must be accomplished slowly and evenly for consistency and best possibleaccuracy.

C. Torque-indicating devices must be checked daily and calibrated by means of weightsand a measured lever arm to ensure there are no inaccuracies; checking one torquewrench against another is not sufficient. Some wrenches are quite sensitive in the way

they react to their support during a tightening operation; therefore, every effort must

be made to follow instructions furnished by the wrench manufacturer.

2. TORQUE WRENCH AND EXTENSIONS

A. Usage of Extension to Torque Wrench

(1) Occasionally, it is necessary to use a special extension, or adapter wrench togetherwith a standard torque wrench (Ref. Fig. 2-5-1). In order to arrive at the resultant

required torque limits, the following formula shall be used:

T Desired torque on the part.E Effective length of special extension or adapter.L Effective length of torque wrench.

A Distance through which force is applied to part.R Reading on scale or dial of torque wrench.

LTLT

-A-L+E

Example:

A torque of 1440 Ib.in. is desired on a part, using special extension having a lengthof three inches from center to center of its holes, and a torque wrench measuring15 inches from center of handle or handle swivel pin to center of its square adapter.Then:

LT 15X1440R 12001b.in.

L 5 15 3

Page 2-5-1

Feb 01/2002


MANUAL PART NO. 3015442´•

(2) With the axis of the extension or adapter and the torque wrench in a straight line,tightening to a wrench reading of 1200 Ib.in. will provide the desired torque of

1440 Ib.in. on the part.

3. NUTS, BOLTS AND SCREWS

A. Bolts and nuts on flanges with metal tubular gaskets must be initially torqued to the

required limits and then retorqued until the recommended torque remains constant.

4. SELF-LOCKING NUTS

A. Procedure

(1) For each item, note the torque necessary to turn the nut on the bolt before seatingthe nut.

(2) Add this torque to the value given in the text for the application. Use this new value

as the total applied torque.

5. CASTELLATED NUTS

A. When tightening a castellated nut, alignment of the slot must be obtained without

exceeding the maximum torque. If this is not possible, replace the nut. After tightening the

nut to the recommended torque, it must not be loosened to permit insertion of lockwire

or a cotterpin. If the slot in the nut or the lockwire hole in the bolt or screw is not properlyaligned at the minimum torque limit, the nut, screw, or bolt should be further tightenedto the next aligning position, but the maximum torque limit must not be exceeded. If

alignment cannot be accomplished without exceeding the maximum limit, back off the

nut, screw, or bolt one-half turn and retorque.

6. SLOTTED STEEL LOCKNUTS

A. Effective locking of slotted, steel locknuts on bolts or studs requires full engagement of

all locknut threads. The chamfered part of the locknut ID does not exert force on the bolt

or stud; therefore, it is not necessary that the bolt or stud be flush with, or protrudefrom, the top face of the locknut.

7. STANDARD AND STEPPED STUDS

A. When the torque required to drive a stud to the correct protrusion does not provide the

minimum value, or exceeds the maximum value of protrusion, another stud must be

selected.

8. HOSE TUBING AND THREADED CONNECTORS

A. If leakage occurs at a coupling, do not attempt to correct by overtorquing. Disassemble

the fitting and check for nicks, burrs, or foreign objects. Use new parts if necessary.

Page 2-5-2

Feb 01/2002



E -I- L

C192A

Torque Wrench and Extension

Figure 2-5-1

Page 2-5-314

Feb 01/2002



´•I PART 2 GENERAL PROCEDURES

SECTION 6 -TESTING

INTRODUCTION

1. GENERAL

A. The operating procedures contained in this section are based solely on items suppliedby Pratt Whitney Canada; no attempt has been made to cover airframe supplieditems for the many possible variations in installation. The powerplant section of the

airframe manufacturer’s manual must be referred to for ground running, trim adjustmentsand performance checks. Before making any control adjustment/check, engine shouldbe run for ten minutes minimum and all parameters stabilized.

2. ENGINE CONDITION TREND MONITORING

A. Gas turbine/turboprop engine maintenance practices frequently include inflight engineperformance monitoring, as a means of detecting mechanical deterioration in enginegas paths. A single system requiring almost no arithmetic calculation has been devisedfor the engine to aid in planning indicated rectifications early, and thus reduce primaryand secondary damage costs resulting from fully developed failures, and risks of inflightshutdowns and flight cancellations.

The turbine engine characteristic of repeatedly producing its output at, or very close to,charted gas generator parameter values, provides the basis for the engine trend

monitoring system. Thus, under known conditions of pressure altitude (PA) and indicated

outside air temperature (IOAT), the gas generator parameter values of interturbine

temperature (Tt5), compressor speed (Ng) and fuel flow (Wf) for particular propeller shaft

speeds (Np) and torques are predictable within reasonable limits.

C. New e~gines operate within a tolerance band either above or below charted parametervalues, and tend to deviate more with time and deterioration of gas path components.

D. Abrupt, or gradual changes of normal deviations from charted parameter values indicate

critical changes in gas path component conditions, and as such changes are detectable

before any drastic failure occurs.

E. The system should be introduced when engines are new or newly overhauled. This

enables establishing a base performance line before any deterioration takes place in

the engine. For complete details, refer to P&WC Publication "Aircraft Gas Turbine

Operation Information Letter No. 16 (AGTOIL #16)".

3. SYMBOLS

A. Symbols have been designated for the working variables used in connection with enginetesting. The symbols, referenced to the various stations within the engine, and their

meanings are as follows:

Pamb Ambient Barometric Pressure

Page 2-6-1

Apr 02/2004



Pt2 Total pressure compressor inlet screen

Tamb Ambient TemperatureTt2 Total temperature compressor inlet screen

Tt4 Total temperature compressor turbine inlet

Tt5 Total temperature interturbine temperatureTt7 Total temperature exhaust

Nf Power Turbine rpm

Ng Gas generator rpm

Np Propeller rpm

Ns Output shaft rpm

shp shaft horse power

shp 6~8 shaft horse power (corrected)Wf Fuel Flow (Ib/hr)T TemperatureF (delta) P observed/P standard

S (sigma) Ratio of relative density8 (theta) T observedrr standard

GROUND SAFETY PRECAUTIONS

4. GENERAL

A. Turbine-powered aircraft make it necessary to improve ground safety precautions, to

prevent injury to personnel and damage to property. When handling, or working on

turbine-powered aircraft not only must the propeller area be avoided, but allowances must

also be made for the hot, high velocity exhaust gases discharged from the exhaust

nozzles. (See Figure 2-6-1)

5. AIR INTAKE

A. The compressor inlet case design is such that the air intake velocity is very low.

Nevertheless, the immediate area of the engine inlet should be free of loose objects, sand,grit, rags and spilled fluids which could enter through the compressor inlet screen and

contaminate or damage the compressor blades.

6. PROPELLER WINDMILLING

A. Propeller must be restrained from windmilling when aircraft is not in use. Windmilling,with zero oil pressure, can cause power section deterioration.

Page 2-6-2

Apr 02/2004

PRATT WHITNEY CANADAWIAINTENANCE MANUAL


3 FT.

I71" (160"F) 18

:AREA´•ATTAKETOFF:

BLIAS~T):50 \:::::::::::::::::::I:::::::::::::::::::I 79.50 (175"F) 15

121" (250"F) ~10 FEETKNOTS 75-

"C

150_ 232" (450"F) 5

250427" (800"F)

655 593"(1100"F) --~--1- 0

C231B

Exhaust Danger Areas -TypicalFigure 2-6-1

Page 2-6-3

Apr 02/2004



7. ENGINE EXHAUST

A. At takeoff power settings the propeller may pick up and throw loose dirt, gravel, and

other debris over a considerable distance. Precautionary measures must be taken

during the ground running of turbine engines to avoid injury to personnel and damage to

property or other aircraft. Occasionally during the starting of a turbine engine, excess

fuel accumulates in the exhaust ducting and when ignited causes long flames to be blown

from the exhaust nozzles. Personnel must ensure that the runup area is clear of

inflammable materials and ground equipment.

8. EXHAUST GASES

A. The carbon monoxide content of exhaust gases is relatively low but other gases are

present which have a disagreeable odor and are irritating. Exposure normally resultsin watering of the eyes, accompanied by a burning sensation. Less noticeable but equallyhazardous, is the possibility of respiratory irritation. For both these reasons, exposureshould be avoided wherever possible, particularly in confined spaces.

9. COOL-DOWN

A. After engine operation, allow sufficient coo-ldown time before inspecting or working on

the exhaust duct.

10. JET FUEL AND LUBRICATING OIL

A. All jet fuels and lubricating oils have an injurious effect on the skin. Precautions must be

taken to avoid contact as much as possible.

TEST INFORMATION

11. GENERAL

A. The performance of a turbine engine is greatly affected by surrounding atmosphericconditions. For this reason it is absolutely essential that accurate values of the actual

barometric pressure (not corrected to sea level) and ambient temperature be obtained for

the immediate area at the time of engine testing. Furthermore, it is highly desirable

that engine trimming and performance checks be carried out at low wind velocity with

the engine intake facing in the direction of the wind. Even this precaution will not preventan unstable trim in certain aircraft at moderate-to-high wind velocities. Each type of

aircraft must have special procedures and limits set up for trimming the engine, whenthe wind velocity and direction exceed those in which a stable trim can be obtained.

Page 2-6-4

Apr 02/2004



PRECIPITATION

A. Performance and trim checks should not be attempted during moderate to heavyprecipitation or fog. Water entering the engine inlet changes the power output of the

engine, the change being proportional to the amount of water ingested. Any form of

moisture in the air causes the engine to ingest water. This includes occasions when water

or snow is blown into the air inlet by the propeller or sucked in by the compressor.Freezing rain or slushy snow has exactly the same effect on power output as water

ingestion and in addition, may cling to inlet ducts or the inlet screen and upset the flow

of air to the engine. If the engine must be performance checked or trimmed duringadverse conditions, the inertial separation system (if fitted) should be selected and the

applicable airframe power loss taken into consideration.

13. FUEL

A. It is recommended that all trims be made using the same fuel as that used in service.

14. INSTRUMENTS

A. Due to the fact that even the best instrumentation available can vary with use, it is

recommended that instrumentation used in trimming engines be calibrated every 30

days, or as dictated by experience. Instrument accuracy should be within the followinglimits:

Ambient temperature; ~tl"F

Ambient pressure; ~0.05 in.HgInlet air temperature Probe range (-65" to +75"C) +1"C lover full range)Nf; ~0.5%

Ng; ~0.5%

Tt4; +5"C (950" to 1050"C) +15"C ton remainder of scale)Tt5; temperature +-5"C (650" to 750"C) ~15"C ton remainder of scale)Oil temperature; Scale range (20" to 150"C) ~3"C lover full range)Torquemeter pressure; ~t26 Ib.ft., ~2% or 1 psig

15. GROUND OPERATING LIMITS

A. The limits shown in Tables 2-6-1 and 2-6-2 are provided as a guide and are based on

sea level and ambient temperatures as specified.

TABLE 2-6-1, Engine Operating Limits (PT6A-20, -20A and -20B)

Max. Max. Nom

Torque inal Ng Np Oil Oil

Power SHP ITT"C Press. Temp.Setting (OAT) Ib. ft. psig (Tt5) (Tt5) RPM RPM psig (3) 1 "C (9)

Takeoff 10 to

and Max. 99"C

Cent. En 550 (50 to

Route 21"C 210

Emergency (70"F) 1315 42.5 750 381001101.512200 100 65 to 85 "F)

Page 2-6-5

Apr 02/2004



TABLE 2-6-1, Engine Operating Limits (PT6A-20, -20A and -20B) (Cont’d)

Max. Max. Nom

Torque rved inal Ng Np Oil OilPower SHP ITT"C Press. Temp.setting (OAT) Ib. ft. psig (Tt5) (Tt5) RPM RPM psig (3) 1 "C (9)

0 to

99"C

538 1 I I I I I I 1 1(32 to

Max. 15"C I I I I I I I I I 1 210

Climb (59"F) 1315 42.5 725 705 1 I 12200 100 65 to 85 "F)

0 to

99"C

495 1 I I I I I I I 1 1(32 to

Max. 15"C I I I I I I I I I I iloCruise (59"F) 1 1315 42.5 705 1 I 1 12200 100 65 to 85 "F)

-40 to

99 "C

(-40

19500 1 I I 1 40 210Idle I I I 1 685 (6) 500 52 1 I I Min. "F)

1090 1 I I I I I 1 -40

Starting I I I 1 (5)(8) 925 1 I I I I I Min.

0 to

99 "C

(32 to

1500 850 38500 2410 210

Acceleration (5) 48.5 (5) (5) 102.6 (5) 110 "F)

0 to

99 "C

500 1 I I I I I I 1 1(32 to

Max. 21"C 1315 1 I I I 1 12090 95 210

Reverse (70"F) (7) 42.5 750 38100 1101.51 1960 89 65 to 85 "F)

NOTE: 1.All limits are based on sea level and ambient temperatures as specified.

NOTE: 2. Accessory drive seal leakage should not exceed 3 c.c. per hour.

NOTE: 3. Minimum oil pressure above 28,000 Ng is 65 psig.

NOTE: 4. For rpm, ITT and torque limits refer to Inspection and Figures 2-6-3,2-6-4 and 2-6-5.

NOTE: 5. These values are time-limited to two seconds.

NOTE: 6. Increase Ng to keep within this limit.

NOTE: 7. If minimum torque is used, Np must be set so as not to exceed power limitations. Reverse

power operation is limited to one minute.

NOTE: 8. Starting temperatures above 925"C (1700"F) should be investigated for cause.

NOTE: 9. For increased oil service life, an oil temperature between 74" and 80"C (+165" and +176"F) is

recommended. A minimum oil temperature of +55"C (130"F) is recommended for fuel heater

operation at Takeoff power.

Page 2-6-6

Apr 02/2004



TABLE 2-6-2, Engine Operating Limits (PT6A-6, -6A, -6B)

Max. Max. Nom

Torque inal Ng Np Oil Oil

Power SHP TIT"C IT"C Press. Temp.Setting (OAT) Ib. ft. psig (Tt4) (Tt4) RPM RPM psig (3) 1 "C (9)

Takeoff I I I I I I I I I I 110 to

and Max. I I I I I I I I I I I 99"CCent. En 550 1 I I I I I I I 1 1(50 to

Route 21"C I I I I I I I I I 1 210

Emergency (70"F) 1315 42.5 994 38100 1101.51 2200 100 65 to 85 "F)

0 to

99"C

500 1 I I I I I I I 1 (32 to

Max. 18"C I I I I I I I I I 1 210

Climb (64"F) 1315 42.5 952 935 1 I 12200 100 65 to 85 "F)

0 to

99"C

471 1 I I I I I 1 1(32 to

Max. 15"C I I I I I I I I I 1 210

Cruise (59"F) 1315 42.5 930 1 I 1 12200 100 65 to 85 "F)

-40 to

99 "C

(-40to

19500 1 I I 1 40 210

Idle I I I 1 700 (6) 500 52 1 I I Min. "F)

1038 1 I I I I I r -40

Starting I I I 1 (5)(8) 870 1 I I I I I Min.

0 to

99 "C

(32 to

1500 994 38500 2420 210

Acceleration (5) 48.5 (5) (5) 102.6 (5) 110 "F)

0 to

99 "C

500 1 I I I I I 1 (32 to

Max. 21"C 1315 1 I I I 1 12090 95 210

Reverse (70"F) (7) 42.5 994 38100 1101.51 1960 89 65 to 85 "F)

NOTE: 1.All limits are based on sea level and ambient temperatures as specified.

NOTE: 2. Accessory drive seal leakage should not exceed 3 c.c. per hour.

NOTE: 3. Minimum oil pressure above 28,000 Ng is 65 psig.

NOTE: 4. For rpm, ITT and torque limits refer to Inspection and Figures 2-6-3, 2-6-4 and 2-6-5.

NOTE: 5. These values are time-limited to two seconds.

NOTE: 6. Increase Ng to keep within this limit.

NOTE: 7. If minimum torque is used, Np must be set so as not to exceed power limitations. Reverse

power operation is limited to one minute.

Page 2-6-7

Apr 02/2004



TABLE 2-6-2, Engine Operating Limits (PT6A-6, -6A, -6B) (Cont’d)

Max. Max. Nom

Torque ed inal Ng Np Oil Oil

Power SHP TIT"C C Press. Temp.Setting (OAT) Ib. ft. psig (Tt4) (Tt4) RPM RPM psig (3) 1 "C (9)

NOTE: 8. Starting temperatures above 870"C (1600"F) should be investigated for cause.

NOTE: 9. For increased oil service life, an oil temperature between 74" and 80"C (+165" and +176"F) is

recommended. A minimum oil temperature of +55"C (130"F) is recommended for fuel heater

operation at Takeoff power.

INADVERTENT CUT-OFF AND RELIGHT DURING TAXI

NOTE: An inadvertent cut-off and relight happens when the operator moves the fuel

condition lever from Low Idle to Cut-off and immediately back to Low Idle. This

may result in a short-term sub-idle overtemperature.

A. For operators WITH an engine monitor and have obtained a detailed recording of

the overtemperature event: Refer to Chap. 71-00-00, ADJUSTMENTTTEST, Inadvertent

Cut-off and Relight During Taxi figure.

B. For operators WITHOUT an engine monitor: Return the compressor turbine blade and

disk assembly to an overhaul shop facility for stretch check, fluorescent penetrantinspection and a metallurgical analysis (cut-up) of two blades.

C. For inadvertent cut-off and relight during taxi, see Figure 2-6-2.

17. ENGINE OVERTEMPERATURE

A. Overtemperature conditions are usually preceded by an excessively rapid rise in fuel

flow, compressor speed, and turbine temperature. Several momentary highovertemperatures affect engine service life just as seriously as a single prolonged lower

overtemperature condition. The higher the temperature, the sooner serious enginedamage occurs and the more extensive is the inspection required. When an

overtemperature condition is anticipated, or has occurred, perform a normal engineshutdown. Avoid an emergency shutdown unless it is obvious that continued operationwill result in more than overtemperature damage.

IB. For overtemperature limits and the corresponding inspection procedures, see

Figures16..2-6-3 and 2-6-4.

C. If an engine was subject to an inadvertent cut-off and relight during taxi, refer to Para.

18. ENGINE OVERSPEED

A. For engines subjected to overspeed, sudden stoppage, loss of oil or lightning strike

conditions, refer to Engine Unscheduled Inspection for action required.

19. ENGINE OVERTORQUE

I A. For engine wnditions and conenivs actions see Figure 2-6-5 i)

Page 2-6-8

Apr 02/2004



AREA A RECORD OCCURRENCE IN ENGINE LOG BOOK.

AREA B 1. DO HOT SECTION INSPECTION.2. RETURN COMPRESSOR TURBINE BLADE AND DISK ASSEMBLY

TO AN OVERHAUL FACILITY FOR STRETCH CHECK, FLUORESCENTPENETRANT INSPECTION AND A METALLURGICAL ANALYSIS

(CUT-UP) OF TWO BLADES.

AREA C RETURN ENGINE TO AN OVERHAUL FACILITY.

NOTE:

INTERTURBINE TEMPERATURES SHOWN MAKE NO ALLOWANCEFOR INSTRUMENT ERRORS. BUT DO ALLOW FOR SOME TYPICALINSTRUMENT LAG.

Tt4

1040 1090

00980 1035

22 Y~ ARE

925 980

AREA A

870 925

0 L 5 10 15 20 25 30

TIME SECONDS

C94573

Inadvertent Cut-off and Relight During Taxi

Figure 2-6-2

Page 2-6-9

Apr 02/2004



ACTION

AREA A 1. DETERMINE AND CORRECT CAUSE OF OVERTEMPERATURE.2. VISUAL INSPECTION THROUGH EXHAUST PORTS OF POWER

TURBINE BLADES AND EXHAUST DUCT TURNING VANES (16 FITTED).3. RECORD IN ENGINE LOG BOOK.

AREA B i. PERFORM HOT SECTION INSPECTION.

AREA C 1. PERFORM HOT SECTION INSPECTION.2. RETURN COMPRESSOR TURBINE DISK AND BLADE ASSEMBLY TO AN

OVERHAUL FACILITY FOR STRETCH CHECK AND FLOURESCENT PENETRANTINSPECTION.~

a IF TEMPERATURE EXCEEDS THIS VALUE FOR 2 SECONDS RETURNENGINE TO AN OVERHAUL FACILITY. COMPRESSOR TURBINE BLADESAND POWER TURBINE BLADES MUST BE DISCARDED AND BOTH THE

Tt4 Tt5 TURBINE DISKS SUBJECTED TO STRETCH CHECK AND FLOURESCENTa PENETRANTINSPECTION.1050 850

1045 790

AREA C]1040 780

AREA BJ1025 770

1015 765

1AREA Aj

995 750

1´•´•~NO ACTION REQUIRED

02 10 20 30 40 50 60 70 80 90

TIME- SECONDS

C763F

Overtemperature Limits (All Conditions ex~ept Starting)Figure~ 2-6-3

Page 2-6-10

Apr 02/2004



AREA A NOACTIONREQUIRED

AREA B DETERMINE AND CORRECT CAUSE OF OVERTEMPERATUREVISUAL INSPECTION THROUGH EXHAUST PORTS OF POWERTURBINE BLADES AND EXHAUST DUCT TURNING VANES (IFFITTED). RECORD IN ENGINE LOG BOOK.

AREA C i. PERFORM HOT SECTION INSPECTION.2. RETURN COMPRESSOR TURBINE DISK AND BLADE ASSEMBLY TO AN

OVERHAUL FACILITY FOR STRETCH CHECK AND FLOURESCENT PENETRANTINSPECTION.

´•3E´• IF TEMPERATURE EXCEEDS THIS VALUE FOR 2 SECONDS RETURNENGINE TO AN OVERHAUL FACILITY. COMPRESSOR TURBINE BLADESAND POWER TURBINE BLADES MUST BE DISCARDED AND BOTH THETURBINE DISKS SUBJECTED TO STRETCH CHECK AND FLOURESCENTPENETRANT INSPECTION.

Tt4 Tt5

1050 1100

1040

ow

1090

g

w NOTE980 1035TEMPERATURES SHOWN MAKE

NO ALLOWAMCE FORY IARI Y~a INSTRUMENT ERRORS

aP4

nREnC~925 960

j AREA A

870 925

12 10 15 20 30

TIME- SECONDS

C764F

´•I Overtemperature limits (Starting Conditions Only)Figure2-6-4

Page 2-6-11

Apr 02/2004



48.5

Uj ~I

RECORD IN ENGINE LOG BOOK

42.5

NO ACTION REQUIRED

02 10 20 30 40 50 60

SECONDS0 1 2 3 4 5 6

TIME- MINUTES

C765B

Overtorque Limits -All EnginesFigure 2-6-5

Page 2-6-12

Apr 02/2004

PRA’IT WHITNEY CANADAMAINTENANCE MANUAL


EXTREME WEATHER CONDITIONS

20. COLD WEATHER PROCEDURES

CAUTION: WHEN STARTING AN ENGINE WHICH HAS BEEN EXPOSED TO LOWAMBIENT TEMPERATURES OVERNIGHT, CAREFULLY OBSERVE FUEL AND

OIL PRESSURES. THE LACK OF EITHER FUEL OR OIL PRESSURE

INDICATION, OR PRESSURE INDICATION BELOW NORMAL OPERATING

LIMITS, IS CAUSE FOR IMMEDIATE ENGINE SHUTDOWN. INSPECT FOR ICEIN THE SYSTEMS AND, IF ICE IS PRESENT, MOVE THE AIRCRAFTINDOORS AND/OR APPLY HOT AIR BEFORE ATTEMPTING ANOTHERSTART.

A. A complete discourse on the effects of cold weather on turboprop engine operation is

beyond the scope of this publication. However, the following procedures and summaryof the more prevalent effects will aid in ground running and in troubleshooting some of the

problems arising from cold weather operations.

(1) Where engines are frequently cold soaked at temperatures below -18"C (O"F), it is

recommended that 5 centistoke oil be used in place of 7.5 centistoke oil.

(2) When engines are cold soaked at temperatures below -29"C (-20"F) preheat should

be applied evenly over accessory gearbox and reduction gearbox areas. Start

engine with propeller lever in full increase position (fine pitch) to ensure oil flow to

front annulus of propeller shaft transfer sleeve.

As fuel temperature decreases, water is thrown out of solution in the form of minute

droplets. When the temperature is low enough, these droplets will freeze, forming tinyneedle-shaped ice crystals. These crystals may collect on the filter surface, impeding fuel

flow and, in extreme cases, cause clogging. Should this condition occur, it will be

indicated by a drop in, or loss of fuel pressure to the engine. The only remedy is to applyheat to the engine and fuel system components.

C. Under these conditions, it is most important that all sumps, strainers and filters be

thoroughly inspected on all preflight checks. As long as fuel flows freely from the drains in

the tanks and strainers, it can be assumed that the system is free of ice. Any indication

that the flow is restricted is cause for the application of heat. If water has collected

in the sumps and/or strainers and frozen there (indicated by a lack of flow from the drain)warm air must be applied liberally and the drain opened frequently. Collect all drainagein a clean container and inspect for the presence of water globules in the fuel.

Page 2-6-13

Apr 02/2004



WARNING: FUEL DRAINING FROM THE AFFECTED COMPONENT AFTER SEVERALMINUTES OF HEAT APPLICATION DOES NOT NECESSARILY INDICATETHAT ALL ICE HAS MELTED. LUMPS OF ICE MAY STILL REMAIN IN THE

UNIT AND COULD BE A SERIOUS FLIGHT HAZARD. CONTINUE TOAPPLY HEAT FOR A SHORT TIME AFTER FUEL BEGINS TO FLOW FROMTHE DRAIN AND INSPECT THE DRAINAGE FREQUENTLY UNTIL IT ISEVIDENT THAT ALL WATER HAS BEEN REMOVED.

D. A similar condition may exist in the lubrication system, with the water coming from

condensation of air in the tank or engine case area. When a hot engine is shut down under

low ambient temperature conditions and allowed to stand for a period of time in the

open, the chances of ice in the fuel and lubrication systems are much more prevalent.Extra precautions should be taken to prevent formation of ice, and systems should be

checked for the presence of any ice during preflight inspections.

21. HOT-WEATHER PROCEDURES

A. Normal starting procedures are used in hot weather. However, it should be noted that

with ambient temperature in excess of 21"C (70"F) the applicable power check curve

must be consulted to prevent engine overtemperatures.

GROUND TESTING

22. GENERAL

A. Purpose and Definitions

(1) Ground testing is intended to give an engine a thorough test for mechanical

soundness and for correct indications of operating parameters. To avoid repeating the

instructions, the following checks are based on reversing engines which utilize

the fuel cut-off lever as a means of controlling starting and shutdown. On

non-reversing engines this is accomplished by the initial movement of the powercontrol lever to the IDLE detent. In cases of conflict between the instructions in this

manual and those in the applicable aircraft manual, the latter will apply. To

eliminate unnecessary ground running, ground testing is divided into ground test

procedures or checks, as follows:

NOTE: Although procedures for ground testing are described herein, the

appropriate airframe manufacturer’s manual must be consulted for

detailed procedures, curves or tables required to carry out the tests.

(a) Check No. 1- Prestart

(b) Check No. 2 Engine Start

(c) Check No. 3 Setting Maximum Gas Generator Speed

(d) Check No. 4 Engine Performance and Data Plate Speed

(e) Check No. 5 -Acceleration Check/Adjustment

(f) Check No. 6 Engine Shutdown

Page 2-6-14

Apr 02/2004



CHECK NO. 1 PRESTART

A. Procedure

CAUTION: ON ENGINES WITH FUEL CONTROL UNITS HAVING A MANUAL

OVERRIDE SYSTEM INSTALLED, MAKE SURE THAT LEVER IS IN FULLOFF POSITION (FULLY COUNTERCLOCKWISE) OR ANOVERTEMPERATURE CONDITION WILL RESULT DURING START.

(1) Thoroughly inspect engine inlet and ensure that it is clear of loose nuts, bolts, tools,and other objects which could cause engine damage and possible subsequentengine failure.

(2) Inspect run-up area in vicinity of engine inlet and exhaust, and remove any loose

objects which might possibly be ingested by the engine or be blown rearward bythe velocity of exhaust gases and propeller blast.

(3) Check level in oil tank. Refer to Part 2, Section 1.

(4) Check for signs of oil in exhaust duct, and for evidence of oil leaking into intake.

(5) Check fuel system for presence of water.

CAUTION: DO NOT SELECT REVERSE WITH PROPELLER STATIC, AS DAMAGEWILL OCCUR TO THE REVERSING LINKAGE.

(6) Check engine and propeller controls for full travel, freedom of movement,andcorrectdirection.

24. CHECK NO. 2 ENGINE START

A. Procedure

(1) Power control lever IDLE.

(2) Propeller control lever INCREASE SPEED.

(3) Fuel cut-off lever- OFF.

(4) Engine master switch ON.

(5) Engine fuel shut-off switch OPEN.

(6) Fuel boost pump ON (engine fuel inlet pressure 5 psig minimum).

(7) Hold engine starter and ignition switches at ON position simultaneously.

CAUTION: BE PREPARED TO ABORT START IF TURBINE TEMPERATURE RISESAT AN ABNORMAL RATE, OR IF INDICATIONS ARE THAT THEMAXIMUM ALLOWABLE TURBINE TEMPERATURE MAY BE EXCEEDED.ENSURE THAT ENGINE ACCELERATES NORMALLY TO IDLE RPM.

(8) As the gas generator speed passes through or has stabilized above the minimum

light off speed, advance fuel cut-off lever to OPEN.

Page 2-6-15

Apr 02/2004



(9) Ensure engine accelerates normally to idle rpm and oil pressure is not less than 40

psig.

NOTE: Successful ignition normally takes place approximately ten seconds after

moving fuel cut-off lever to OPEN and is indicated by a rise in TIT or ITT.

(10) Release engine starter and ignitions switches when gas generator has reached idle

rpm.

25. UNSATISFACTORY START

A. Procedure

(1) An unsatisfactory start will occur if one or more of the following conditions take

place:

CAUTION: IF TURBINE TEMPERATURE CONTINUES TO RISE, OPERATORSHOULD BE PREPARED TO ABORT START BEFORETEMPERATURE LIMITS ARE EXCEEDED.

(a) Hot Start Turbine temperature exceeds starting temperature limit. If greaterthan normal fuel flow is observed when fuel cut-off lever is moved to OPEN, a

hot start may be anticipated and operator should be prepared to abort start

before starting temperature limits are exceeded. Hot starts may also be caused

by False or Hung Start.

(b) False or Hung Start After lightup has occurred, rpm remains at lower than Idle

rpm.

CAUTION: WHENEVER ENGINE FAILS TO LIGHT UP WITHIN 10 SECONDSAFTER MOVING FUEL CUT-OFF LEVER TO OPEN, SWITCH OFFFUEL AND IGNITION. ALLOW A 30 SECOND FUEL DRAINING

PERIOD, FOLLOWED BY A MOTORING RUN, BEFORE ATTEMPTINGANOTHER START.

(c) No Start Engine does not light up within 10 seconds of moving fuel cut-off

lever to OPEN, if turbine temperature gage does not indicate a rise in

temperature, or if there is no increase in rpm, place fuel cut-off lever to OFF.

26. MOTORING RUN

A. General

Following an unsatisfactory start, clear engine of trapped fuel or vapors with a motoringrun.

B. Procedure

(1) Power control lever IDLE.

(2) Fuel cut-off lever- OFF.

(3) Engine master switch ON (to supply electrical power to starter).

Page 2-6-16

Apr 02/2004



(4) Engine fuel shut-off switch ON.

(5) Fuel boost pump switch ON (to provide lubrication for engine driven fuel pumpingelements)

(6) Leave ignition switch in OFF position.

(7) Hold engine starter switch ON for 10 seconds duration.

(8) Release engine starter switch.

(9) After engine rundown, switch fuel boost pump OFF.

(10) Engine fuel shut-off switch OFF.

(11) Engine master switch OFF.

(12) Allow the required cooling period for the starter before any further starter operation.

27. CHECK NO. 3 SETTING MAXIMUM GENERATOR SPEED

A. Procedure

(1) Fuel control units are calibrated during bench test to provide maximum power and

temperature rating on an 18"C (65"F) day. If engine inlet temperature is other than

18"C (65"F), it is impossible to set the maximum gas generator speed without

exceeding either temperature or torque limits. To overcome this, a movable spaceris placed between the gas generator maximum speed (Ng) stop and the lever

anvil. This spacer is called the part power trim stop and represents a constant Ngspeed decrement. Permanently attached to the gas generator maximum speed stop,the part power trim stop may be removed from its stowed position as follows:

CAUTION: THE MAXIMUM GOVERNING SPEED STOP IS PRESET ON ALL

FUEL CONTROLS AND THE FOLLOWING PROCEDURE SHOULDNOT BE DONE UNLESS ABSOLUTELY ESSENTIAL. THISPROCEDURE WILL ONLY BE POSSIBLE AT RELATIVELY HIGHAMBIENT TEMPERATURES.

CAUTION: DURING CHECKS AND ADJUSTMENTS, IT MAY BE NECESSARYTO EXCEED 97.1% Ng TO ACHIEVE MAXIMUM Ng AT ALTITUDE

(101.5%). CAUTION MUST BE USED; DURING ADJUSTMENT AND

NORMAL OPERATION TO MAKE SURE ENGINE OPERATINGLIMITS ARE NOT EXCEEDED (REF TABLES 2-6-1 and 2-6-2).

(a) Loosen screw holding part power trim stop to gas generator maximum speedstop.

(b) Position part power trim stop between power lever anvil and maximum gas

generator speed stop.

(c) Prior to trimming, run engine for approximately two minutes to obtain normal

operating temperatures.

Page 2-6-17

Apr 02/2004



B. Adjustment of Gas Generator Control

(1) With power lever and propeller control lever full forward, adjust maximum gasgenerator control to obtain 97.1% gas generator (Ng) speed. One complete turn

of gas generator speed control changes gas generator speed by approximately one

I percent. At completion, proceed as follows: (See Figure 2-6-7).

(a) Carry out engine shut-down check.

(b) Stow and safety wire part power trim stop (9).

(c) Safety wire gas generator maximum speed adjustment (4).

28. TRIM SPEED DATA PLATE

A. Data plate trim speed is gas generator speed (Ng) obtained with engine running at

reference power on a standard day 15"C (59"F). This value is determined from final

acceptance test, and each engine has its individual value stamped on trim speed data

plate in rpm and as a percentage of maximum gas generator speed at a reference powerof 476 shp/DELRTH.

29. CHECK NO. 4 ENGINE PERFORMANCE AND DATA PLATE TRIM SPEED

IA. General

(1) Engine performance and data plate trim speed check curve enables engineperformance to be checked over a wide range of ambient temperatures without

overtorque or overtemperature of the engine.

(2) Periodic engine performance checks should be carried out and changes in engineperformance noted. All forms of engine deterioration are accompanied by an

increase in turbine temperature and fuel flow at a given power. Compressordeterioration is, in most cases, due to dirt deposits and causes an increase in gasgenerator speed at a given power setting. This form of deterioration can be

remedied by field cleaning (refer to Cleaning). Hot section deterioration results in

decreased gas generator speed at a given power setting. Determine engineperformance check parameters as follows:

(a) Obtain ambient air temperature.

(b) Obtain field barometric pressure (not corrected to sea level).

(c) Obtain reference rpm from engine trim speed data plate.

(d) From engine performance check curve, obtain fuel flow, torquemeter pressure,

gas generator/data plate trim speed and turbine temperature for ambient

conditions. Record these values.

B. Performance Check Procedure

NOTE: This check should be carried out without bleed air or power extraction for

operation of aircraft auxiliaries.

Page 2-6-18

Apr 02/2004



(1) Determine the values of parameters as detailed in Paragraph A., preceding.

(2) Carry out pre-start check. (Refer to Paragraph 23., preceding).

(3) Effect a satisfactory engine start. (Refer to Paragraph 24., preceding.)

(4) Run at idle rpm to warm up engine and to stabilize instruments.

(5) Advance power control lever to previously recorded torque setting with the

applicable propeller shaft speed (Np) or output shaft speed (Ns).

(6) Compare observed fuel flow, gas generator speed and turbine temperature with

values previously recorded.

(7) Ensure that values observed during engine performance and data plate trim speedcheck are within the following limits:

(a) 15 Ib/hr fuel flow.

(b) rt 0.02 gas generator speed data plate trim speed ratio. (Ratio observed gasgenerator speed t data plate trim speed.)

(c) 30"C turbine temperature. If temperature is more than 30"C below chart

temperature, check instrumentation.

NOTE: The above limits cover normal engine deterioration but deviationsshould not necessarily be cause for engine rejection until all possibletroubleshooting has been completed (refer to Troubleshooting,following). Renewal or rework of hot section parts during hot section

inspection can affect parameters, particularly gas generator speed ratio.

Any increase in speed should be noted and recorded for futurereference. The importance of monitoring the performance trend of an

engine throughout its history cannot be overemphasized.

(8) Carry out an engine shut-down check. (Refer to Paragraph 32., Check No. 6

Engine Shut Down, following.)

30. CHECK NO. 5 -ACCELERATION CHECWADJUSTMENT

A. Procedure

NOTE: When adjustment of acceleration time is considered necessary, an engineperformance check should be carried out prior to making any adjustment. Thiswill ensure the suspected acceleration problem is not due to enginedeterioration or bleed valve malfunction.

(1) Start engine and operate at IDLE for five minutes to allow stabilization of temperature.

(2) Set Ng to 64%.

(3) Rapidly (less than 1.0 second) move power control lever to maximum.

(4) Note and record time required for Ng to reach 97.5%.

Page 2-6-19

Apr 02/2004



CAUTIONUNINSTALLED NO LOSS CONDITIONS. UNDER NOCIRCUMSTANCES MUST S.O.I. LIMITS BE EXCEEDED.

TORQUE LIMIT NOTES

421 FOR 2000 RPM (Np)

OUT SPEED2 1700 RPM (N9) PART

POWER TRIM STOP3 STATIC CONDITIONS

404 MAXIMUM OBSERVED

Ng=36400 (97.1%)~U i 5 TORQUE LB-FT= 30.87( PSI

´•p,a 1?b

~i 38 i~

~0O

34

~00

32

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30 rr

700 ~i

28 C-

650 ;d:26 "in I I i I Ilnli I Ii M i I I I i i I I I I I i 11 11111 1 1111111 1 I I I I 1 111111’11’11:Tr 1 i I I i I I 11rrr\l I i I I i I I I

0 10 20 30 40 50 60 70 80 90 100 110 120

AMBIENT TEMPERATURE F

PT6A20 Series Engines C239C

Part Power Trim Check Curve

Figure 2-6-6 (Sheet 1 of 2)

Page 2-6-20

Apr 02/2004



~TORQUE ~L!M!T

2 1700 RPM (Ng) PART

1 FOR 2000 RPM (Np)OUTPUT SPEED

POWER TRIM STOP3 STATIC CONDITIONS4 MAXIMUM OBSERVED

40Ng=36400 (97.1%)

~PC: 5 TORQUE LB-FT 30.87< PSI

vip:w

38

~3C:

36O

~49

34

~PO’

32 ;PO~

1000

k

950

28

900mY

26

CAUTIONUNINSTALLED NO LOSS CONDITIONS. UNDER NO #FFFFFFFFFFFFfF##rFC 850

CIRCUMSTANCES MUST S.O.I. LIMITS BE EXCEEDED.

0 10 20 30 40 50 60 70 80 90 100 110 120

AMBIENT TEMPERATURE F

PT6A6 Series Engines C756B

Part Power Trim Check Curve

Figure 2-6-6 (Sheet 2)

Page 2-6-21

Apr 02/2004



23

4 )(5

i~ I

8

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9)(87)(6 ’r

C2358

Fuel Control Adjustment -TypicalFigure 2-6-7

Page 2-6-22

Apr 02/2004



´•I Key to Figure 2-6-7

1. Minimum Governing Speed Adjustment (IDLE)2. Hi-idle Speed Adjustment3. Idle Cut-off Lever Stop4. Maximum Ng Speed Adjustment5. Fuel Pump Inlet Screen

6. Fuel Pump Inlet

7. Fuel Pump Outlet

8. FCU Sensing Line

9. Part Power Trim Stop10. FCU Outlet

11. Acceleration Dome

(5) Immediately Ng passes through 97.5%, retard power control lever to IDLE.

CAUTION: IF ACCELERATION CHECK IS DONE AFTER COMPRESSOR RUNNINGWASH, CHECK P3 FILTER/FORWARD AIR TUBE FOR CONTAMINATION/BLOCKAGE. DO NOT ADJUST FCU.

I (6) Acceleration time must fall within the range specified in Figure 2-6-9. If not, rotate

acceleration adjuster dome (11, Figure 2-6-7) one click at a time until requirementis met. Rotate dome clockwise to reduce acceleration time (faster acceleration),or counterclockwise to increase acceleration time (slower acceleration). If

requirement cannot be met within a maximum of three clicks in either direction,replace fuel control unit.

31. TORQUEMETER FUNCTION TEST

A. Procedure

(1) Determine and record field barometric pressure (pressure altitude (ft)).

NOTE: Pressure altitude may be obtained by setting Kolsman window in altimeter

to 29.92 inches of mercury, position of needle will give value in feet or bycontacting the local flight service for an uncorrected pressure reading.Do not use sea level pressure normally supplied by tower.

(2) Determine and record indicated outside air temperature (IOAT) in degrees celsius.

NOTE: To make sure result of torquemeter function test is accurate, determine

and record IOAT immediately before engine start. Use IOAT value

recorded to determine take-off torque (Ref. step (3)).

(3) Using flight manual chart, determine the take-off torque (target torque) at which to

set engine using pressure altitude (ft) and IOAT recorded at step (1) and step (2)respectively. Record the value.

(4) Start engine (Ref. Para. 8.).

(5) Switch off generator, bleed air and air conditioning.

Page 2-6-23

Apr 02/2004



CAUTION

UNINSTALLED NO LOSS CONDITIONS. UNDER NO


42

W 38 26.00

a 3627.00

e 26.00

~j 34

3224.00

0 23.00

30

28

320

I

S 280

260 24.00

h

240

pC~ W 1.05ww

a~lw,0.95C3a

a

0 700Wo

ZW

600 NOTESa

1. FOR 2000 RPM OUTPUT SPEED

2. STATIC CONDITIONS

w 3. REFERENCE POWER 476SHP 1 6 11 a500 4. TORQUE LB-FT =30.87x PSI

-40 -30 -20-10 O 10 20 30 40 50 60 70 80 90 100 110 120

AMBIENT TEMPERATURE "F

PT6A20 Series Engines C240C

Engine Performance and Data Plate Trim Speed Check Curve


Page 2-6-24

Apr 02/2004



42 FIELD BAROMETRIC PRESSURE 31100_IN.

g38

27.00g 36

~s 34

6 32

30

28

340 31 narc

~320300

280

24.00260

240 22.00

P 5) 1.05YW

CAUTION

UNINSTALLED NO LOSS CONDITIONS. UNDER NO"d


1000

950

Wo

zu 900

I~Be~B sso

NOTES800

i 1. FOR 2000 RPM OUTPUT SPEED

2. STATIC CONDITIONS

3. REFERENCE POWER 476SHP 1 6 ~1 a

750 4. TORQUE LB-FT 30.87X PSI

-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120

AMBIENT TEMPERATURE OF

PT6A6 Series Engines C341B

Engine Performance and Data Plate Trim Speed Check Curve


Page 2-6-25

Apr 02/2004



5.0

4.5

4.0

F 3.5

2.5

2.0

-20 0 20 40 60 80 100

Ttl AMBIENT TEMPERATURE F

C1542A

Acceleration Time vs Ambient TemperatureFigure 2-6-9

Page 2-6-26

Apr 02/2004



(6) Check propeller control lever is in high rpm.

(7) Check oil temperature is above 60"C.

(8) Set Ng 500 rpm above ground idle (Ref. Operating Limitations).

(9) Record Ng, Np and engine torque (Tq).

(10) Accelerate engine slowly and uniformly at a rate of 2000 rpm per second until

target torque recorded at step (3) is reached.

(11) Allow engine to stabilize for two minutes.

(12) Reduce Ng slowly and uniformly at a rate of 2000 rpm per second to Ng set at step(8).

(13) Record Ng, Np and Tq.

(14) Repeat steps (10) to (13).

(15) Reduce Ng to ground-idle.

(16) Shut down engine (Ref. Para. 9.).

(17) The engine torque indication system functions correctly when the difference

between Tq recorded in steps (12) (13) and (14) is equal to or less than 200 Ib.ft.

(18) If the difference between the torque readings is in excess of 150 Ib.ft. check aircraft

indication system. If the aircraft indicating system check is satisfactory, the powersection is recommended to be removed and the torquemeter piston, cylinder and

servo valve inspected at an authorized facility for excessive wear, scoring,fretting, etc.

32. CHECK NO. 6 ENGINE SHUT-DOWN

A. Procedure

CAUTION: WHILE THE AIRCRAFT IS UNATTENDED, ENSURE THAT THEPROPELLER IS TIED DOWN TO PREVENT WINDMILLING WITH ZEROOIL PRESSURE.

(1) Retard power control lever to IDLE.

(2) Allow engine to stabilize for minimum of one minute at minimum obtainable ITT

(PT6A-20 series) or TIT (PT6A-6 series).

(3) Propeller control lever to FEATHER position.

(4) Move fuel cut-off lever to OFF.

NOTE: Observe any change from normal gas generator run-down time

(approximately 40 to 50 seconds).

Page 2-6-27

Apr 02/2004



(5) After rundown, switch fuel boost pump OFF.

NOTE: To prevent possible bleeding of fuel lines and fuel pump cavitation, shut off

fuel to engine by moving fuel cut-off lever OFF before switching aircraft

boost pump OFF.

(6) Engine fuel shut-off switch OFF.

(7) Engine master switch OFF.

(8) Listen for any unusual engine noise such as scraping, rubbing or grinding.

(9) Check fuel dump valve and gas generator case drain valves for correct operation.

(10) Check all engine oil lines and connections for leaks. None are allowed, except at

normal seepage drains.

NOTE: Allowable oil seepage is 3cc/hour at each accessory drive pad, and 5

cc/hour at the propeller shaft. All seal leakages shall be included in total oil

consumption.

(11) If engine is scheduled to remain inactive for an extended period, install engine inlet

and exhaust covers after engine has cooled down sufficiently.

(12) Check the oil-to-fuel heater within 15 min. after engine shutdown for a highoperating temperature (Ref. Section 3, Part 3, INSPECTION, Periodic Inspection). A

heater fuel outlet or a fuel pump filter cover having a temperature above 140"F

(60"C) after shutdown shows a heater that does not correctly operate. To measure

the temperature of the oil-to-fuel heater, do one of the following procedures:

NOTE: The inspection of the oil-to-fuel heater is a minor inspection requirement.

WARNING: MAKE SURE PROTECTIVE CLOTHING IS PUT ON WHENMANUALLY CHECKING THE TEMPERATURE OF THE HEATERFUEL OUTLET OR THE FUEL PUMP FILTER COVER. THEOIL-TO-FUEL HEATER CAN GET HOT. THIS WILL PREVENTPOSSIBLE INJURY TO PERSONNEL.

(a) Carefully feel the heater fuel outlet or the fuel pump filter cover.

1 If the temperature of the heater fuel outlet or the fuel pump filter cover feels

unusually hot, replace the oil-to-fuel heater.

2 If a high temperature is not felt, remove the protective clothing and

carefully check the heater fuel outlet or the fuel pump filter cover again. If

the oil-to-fuel heater is operating correctly, the heater fuel outlet and the fuel

pump filter cover should be comfortable to touch.

Page 2-6-28

Apr 02/2004



CAUTION: A NEW TEMPERATURE RECORDER MUST BE USED FOR EACHINSPECTION.

(b) Put a temperature recorder on the heater fuel outlet or the fuel pump filter

cover. If the temperature recorder shows a temperature above 140"F

(60"C), replace the oil-to-fuel heater.

NOTE: A Temp-Plate Temperature Recorder (PWC05-329) can be used.

33. PERMISSIBLE FIELD ADJUSTMENT COMPONENTS

A. General

CAUTION: ADJUSTING SCREWS MUST BE TURNED ONLY IN INCREMENTS OF1/8 OF A TURN AT ANY ONE TIME. POWER TURBINE GOVERNORMINIMUM SPEED ADJUSTMENT SHOULD BE TURNED IN EVEN FINERINCREMENTS.

(1) Propeller governor maximum speed stop (refer to Part 1, Prop Reversing Installation).PT6A-20A and PT6A-20B engines only.

(2) Power turbine governor minimum and maximum governing speed adjustments (1

Iand 2, Figure 2-6-10). All engines except PT6A-20A and PT6A-20B.

(3) Propeller governor, PT6A-20A and PT6A-20B engines only. (See Figure 2-6-11)

(a) Feathering adjustment.

(b) Maximum speed stop.

1 (4) Fuel control unit: All engines. (See Figure 2-6-7)

(a) Maximum Ng speed adjustment (4).

(b) Minimum governing speed adjustment (1).

CHECKS AFTER COMPONENT REPAIR REPLACEMENT

34. GENERAL

A. The checks to be carried out following the repair of replacement of various enginecomponents are provided in Table 2-6-3. This table refers to the six test checks described

in preceding paragraphs in addition to the following checks, the latter being more

frequently associated with replacement of power section and certain engine components.

Page 2-6-29

Apr 02/2004



PT6A-6 and -20 Engines C236C

Power Turbine Governor AdjustmentsFigure 2-6-10

Page 2-6-30

Apr 02/2004




1. Maximum Governing Speed Adjustment (Power Turbine

Speed)2. Control Arm (Clockwise to Increase)

TABLE 2-6-3, Ground Checks after Component Replacement

Check Req’dComponent (Para. No.)

Power Turbine Governor 1,2,4,6 and Paragraphs 37., 38.

Compressor Bleed Valve 1,2,3,4,5,6 and Paragraph 39.

Propeller Governor 1,2,4,5,6 and Paragraph 35.

(PT6A-20A and -208 Engines only)(For other models refer to airframe manual

requirements)Starter-Generator 1,2,6

Ignition System Components 1,2,6

Fuel Nozzles 1,2,3,4,5,6

Fuel Dump Valve, Manifold or Fuel Lines 1,2,4,6

Fuel Control Unit 1,2,3,4,5,6 and Paragraph 40.

Fuel Pump 1,2,3,4,5,6 and Paragraph 41.

Power Section 1,2,3,4,6 and Paragraphs 35., 36., 37., 38..

Checks in

Paragraphs are required in addition to

checks 1 to 6.

Scavenge Oil Tubes 22,23,31

Shaft Oil Seals 22,23,31

NOTE: Table 2-6-3 intended to be used only after maintenance manual instructions on

removal and installation of components and their subsequent depreservation(where applicable) have been fully complied with.

35. PROPELLER GOVERNOR CHECKS (PT6A-20A AND PT6A-20B ENGINES ONLY)


(1) Disconnect and cap governor air pressure tube at governor.

(2) Perform pre-start check. (Refer to Paragraph 23., preceding.)

(3) Start engine. (Refer to Paragraph 24., preceding.)

(4) Allow engine to stabilize at idle with oil temperature in normal operating range.

Page 2-6-31

Apr 02/2004



6 II4

jl

ii_

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ii: i"r’´•

1

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PT6A-20A and -20B Engines C41511

Propeller Governor AdjustmentsFigure 2-6-11

Page 2-6-32

Apr 02/2004




1. Pneumatic Maximum Adjustment (NOT FOR FIELD USE)2. Governor Maximum Speed Adjustment3. Feathering Adjustment4. Pneumatic Minimum Eccentric Adjustment5. Air Bleed Link (Reset Arm)6. Interconnect Rod

7. Push-pull Control

8. Speed Adjusting Lever

(5) Ensure condition lever is set to LO-IDLE and perform two feathering cycles to purgeair from system.

NOTE: If feathering time exceeds the airframe manufacturer’s recommendations,it can be decreased by turning the feathering adjusting screw (3)counterclockwise. Two turns from the nominal setting is the maximum

adjustment permitted in the counterclockwise direction.

(6) With propeller control lever selected to full fine pitch position, advance powercontrol lever to obtain sufficient power to allow the propeller to constant speed.

(7) Adjust propeller governor maximum speed adjustment (2) as required to obtain

desired maximum propeller speed (Np).

(8) Record Np, torque, fuel flow and power lever position tangle or travel as applicable)obtained in Step (7) preceding.

(9) To verify proper setting of pneumatic section of governor reconnect governor air

pressure tube. Reset power lever to the position recorded in Step (8) precedingand check that Ng has not decreased. If a change in Ng occurs, recheck that propellergovernor reset lever is locked hard against the stop. DO NOT ADJUST STOP. An

Ng change of up to 100 rpm is acceptable. If change is greater than permissible limit

of 100 rpm, propeller governor must be replaced.

1 (10) To check reverse power speed disconnect the interconnect rod (6, Figure 2-6-11)and secure the air bleed link (5) to the minimum stop.

(11) Re-run engine to settings of Step (6), and check that Np governs at 95% 1% of

the maximum speed set in Step (6), adjust pneumatic minimum eccentric adjustment(4) as required.

(12) Reconnect rod (6) to link (5). Tighten nut, torque to 24 to 36 Ib.in., and lock with

cotterpin.

36. PROPELLER FEATHERING CHECK PT6A-6 SERIES AND PT6A-20 ENGINES

A. Procedure

(1) Perform a pre-start check. (Refer to Paragraph 23., preceding.)

Page 2-6-33

Apr 02/2004



(2) Accomplish a satisfactory engine start. (Refer to Paragraph 24., preceding.)

(3) Allow engine to warm up to operating temperature, and engine instruments tostabilize at idle rpm.

(4) With fuel cut-off lever at LO-IDLE, move propeller control lever to featheringposition. A considerable reduction in power turbine speed should be observed

indicating that satisfactory feathering of propeller has been accomplished.

(5) Return propeller control lever to the INCREASED position and observe that

propeller shaft speed is regained.

(6) Feather propeller two or three times to purge all air from system.

37. POWER TURBINE GOVERNOR CHECK PT6A-6 SERIES AND PT6A-20 ENGINES

A. Procedure

(1) If the power turbine governor has been replaced or its operation suspect, proceedI as follows: (See Figure 2-6-10)

(a) Minimum Speed:

1 Remove propeller overspeed governor and replace with a blanking plate.(Refer to Airframe Manufacturer’s Manual).

2 Disconnect and secure reversing linkage from power turbine governor arm,if applicable.

3 Move governor control arm (2) counterclockwise to minimum speed and

secure in this position.

4 Perform a pre-start check. (Refer to Paragraph 23., preceding.)

5 Accomplish a satisfactory engine start. (Refer to Paragraph 24., preceding.)

6 Warm engine to operating temperature, and allow engine instruments to

stabilize at idle rpm.

Z With propeller control lever in INCREASE position, advance power control

lever and observe governing action at 94% (+1%) propeller shaft speed(Np). The governing point is reached when further movement of powercontrol lever produces no increase in propeller shaft speed. If propellershaft speed is not governed within 94% 1%, replace power turbine

governor.

NOTE: Adjust in extremely fine increments only.

Page 2-6-34

Apr 02/2004



8 Move power turbine governor control arm (2) clockwise to maximum

governing speed stop, and secure in this position.

NOTE: If power turbine governor has been replaced, a reverse thrust

performance check (refer to airframe manufacturer’s manual) must

be carried out in addition to power turbine governor check. (Notapplicable to non-reversing PT6A-6.)

(b) Maximum Speed:

1 On most aircraft installations, either the propeller fine pitch setting restricts

the propeller speed (Np) at static conditions, or the travel of the maximum

governor speed stop is limited, making it impossible to check the

overspeed setting. However, if the governor maximum setting is suspectedof limiting engine power, it may be checked as follows:

a Run engine to trim stop with propeller in full fine pitch and record Ng.

b Disconnect governor air pressure tube from power turbine governorand install blanking plug in tube.

c Re-run engine as in Step a preceding, ensure Ng has not increased.

Z! If Ng has increased, reconnect tube. Adjust power turbine governormaximum speed adjustment counterclockwise in 1/8 turn increments

to a maximum of one turn until power condition of Step c is obtained.

(c) After checks completed:

1 Reinstall propeller overspeed governor. (Refer to Airframe Manufacturer’s

Manual).

2 Reconnect reversing linkage to power turbine governor arm, if applicable.

38. POWER TURBINE GOVERNOR CHECK PTGB SERIES ENGINES

A. The power turbine governor is a droop-type governor with approximately S%droop from

the no-load condition to the full-load condition. For the approved method of checking the

power turbine governor refer to the aircraft manufacturers instructions. Provision is

made for minimum and maximum speed (Nf) adjustment on the governor body. (SeeI Figure 2-6-10)


CAUTION: ADJUSTMENTS ARE CARRIED OUT ONLY UNDER CONTROLLEDCONDITIONS ATOVERHAUL.

A. Unsatisfactory part power and performance checks may indicate compressor bleed

valve malfunction. For symptoms of compressor bleed valve malfunction, refer to

Section Troubleshooting, following.

Page 2-6-35

Apr 02/2004



40. FUEL CONTROL UNIT CHECK

A. Procedure

(1) Carry out a motoring run (refer to Paragraph 26., preceding), with fuel cut-off lever

to OPEN position, to check for fuel system leaks.

(2) Dry out engine with another motoring run in accordance with Paragraph 26.,

preceding.

(3) Perform checks Nos. 1 through 6 as detailed in Paragraphs 23. to 32., preceding).

41. FUEL PUMP CHECK

A. Procedure

(1) Carry out a motoring run (refer to Paragraph 26., preceding), with fuel cut-off lever

to OPEN position, to check for fuel system leaks.

(2) Dry out engine with another motoring run in accordance with Paragraph 26.,

preceding.

(3) Perform checks Nos. 1 through 6 as detailed in Paragraphs 23. to 32., preceding).

42. CHECKS AFTER COMPONENT REPLACEMENT

A. After fitting components carry out ground checks as referenced in Table 2-6-3.

B. The pneumatic portion of fuel control system must be pressure tested whenever leakagein any portion of the system is suspected. Any leakage will adversely affect operation of

fuel control. For fuel control pneumatic system pressure testing refer to Paragraph43. following.

43. PRESSURE TESTING FUEL CONTROL PNEUMATIC SYSTEM

A. Procedure

(1) Disconnect compressor delivery tube assembly from 90" elbow on gas generatorcase.

(2) Remove two bolts which secure 90" elbow sealing sleeve on front face of center

fireseal mount ring. Remove sealing sleeve.

(3) Remove bolts securing compressor air delivery 90" elbow to gas generator case.

Remove elbow and gasket.

(4) Connect AN832-4 union to compressor delivery tube assembly.

(5) Connect supply of clean, dry air regulated to 80 (~5) psi to union.

Page 2-6-36

Apr 02/2004



(6) Apply suitable leak checking fluid (refer to Section 8, Consumable Materials,following) to entire surface of all connecting points throughout pneumatic control

I system (see Figure 2-6-12). Particular attention should be paid to that portion of

system between temperature compensator and fuel control, and between fuel control

and power turbine governor. No leaks are permitted other than bleed hole in base

of FCU, from bleed to atmosphere in air inlet manifold, from window on side of FCU

body and from bleed hole in cover of P3 filter (if fitted). Slight sound of escapingair coming from under side of power turbine governor can be disregarded.

(7) Wipe all leak checking fluid from connections if no leaks are found. If leaks are

found, affected parts must be examined for defects and retorqued before a final

pressure test of that point is carried out.

(8) Disconnect air supply.

(9) Remove AN832-4 union.

(10) Install compressor air delivery 90" elbow, together with gasket, in gas generatorcase. Secure elbow with two bolts, tighten bolts, and torque to 24 to 36 Ib.in.

NOTE: Retaining bolts must be retorqued and lockwired after completion of engineground check.

(11) Install sealing sleeve over 90" elbow and through hole provided in bottom half of

center fireseal mount ring. Secure sealing sleeve to fireseal mount ring with two

bolts and two self-locking nuts. Tighten nuts, and torque 32 to 36 Ib.in.

(12) Assemble compressor air delivery tube to 90" elbow on gas generator case.

Tighten union, torque 90 to 100 Ib.in., and lockwire.

IDLE SPEED ADJUSTMENTS

44. GENERAL

A. At barometric pressures equivalent to altitudes less than 1500 feet above sea level, fuel

flow is metered to maintain idle speed at a constant value, referred to as minimum

governing speed. However, since the fuel flow required to maintain a constant idle speeddecreases with increasing altitude, a point is reached where the fuel flow does not

decrease further, this point being the minimum fuel flow setting. At altitudes higher than

this point gas generator speed increases proportionally with altitude.

B. Usually the minimum fuel flow setting will be lower than the minimum governing speed.However, under marginal conditions, that is, when altitude is close to or slightly higherthan 1500 feet and/or barometric pressure is close to or slightly less than 28.0 in.Hg., the

two speeds may coincide or Ng at minimum fuel flow may be higher than that at

minimum governing.

C. From the preceding, it will be seen that idle speed adjustments should only be carried

I out at conditions of low altitude and/or high barometric pressure. Figure 2-6-13 shows

typical Ng speeds at minimum fuel flow for various barometric pressures.

Page 2-6-37

Apr 02/2004



I’ I

PT6A-20A AND PT6A-20B

CONNECT AIR SUPPLY AT THIS POINT

C1851B

Pressure Testing Fuel Control Pneumatic SystemFigure 2-6-12

Page 2-6-38

Apr 02/2004



63

62

i~ MAXIMUM Ng SPEED AT

59 MINIMUM FUEL FLOW

58

57

56 MINIMUM Ng SPEED ATz MINIMUM FUEL FLOW

P 55

CL: 54

zw 53

w

52 MINIMUM GOVERNING SPEED

50

49

48

47

46

30 29 28 27 26 25 24 23 22 21 20 19 18

BAROMETRIC PRESSURE (INCHES H9)

C976A

Typical Gas Generator Speed Range at Minimum Fuel Flow for Various Pressure Altitudes

Figure 2-6-13

Page 2-6-39

Apr 02/2004



45. MINIMUM GOVERNING (IDLE) SPEED CHECK

A. Procedure

CAUTION: DO NOT PERFORM CHECKS AT BAROMETRIC PRESSURES BELOW

28.0 IN.HG.OR ALTITUDES IN EXCESS OF 1500 FEET. CHECKS MUSTBE PERFORMED WITH ZERO POWER EXTRACTION.

(1) Perform a prestart check. (Refer to Paragraph 23., preceding.)

(2) Perform a satisfactory engine start. (Refer to Paragraph 24., preceding.)

(3) Allow engine to warm up to operating temperature and instruments to stabilize at

idle rpm.

CAUTION: IF INTERTURBINE TEMPERATURE (Tt5) OR TURBINE INLET

TEMPERATURE (Tt4) RISES ABNORMALLY AT ANY TIME DURING IDLE

SPEED CHECK, SHUT DOWN ENGINE IMMEDIATELY.

(4) With propeller in fine pitch and oil temperature at 38"C (100"F) minimum, observe

idle Ng.

(5) If Ng is 52% 1% no further action is necessary.

(6) If Ng is less than 51%, adjust speed adjustment (1, Figure 2-6-7) in a clockwise

direction, as required, to achieve 52% 1%.

1 (7) If Ng is more than 53%, adjust speed adjustment (1, Figure 2-6-7) in a

counterclockwise direction, as required, to achieve 52% 1%.

(8) If there is no response to adjustments made in (6) or (7), preceding, the fuel control

unit must be replaced.

46. MINIMUM FUEL FLOW ADJUSTMENT ON FUEL CONTROL UNIT (FCU)

A. Procedure

NOTE: The minimum fuel flow is pre-set on all fuel control units. This procedure should

be accomplished during troubleshooting an individual engine starting problemwhere the minimum fuel flow setting is suspected.

(1) Disconnect Py tube at FCU or Nf governor and leave open to atmosphere. Tube

coupling nuts and component fittings are not capped during this operation.

(2) Perform prestart check (Refer to Paragraph 23. preceding).

CAUTION: CAREFULLY MONITOR T4 OR T5 LIMITS AS APPLICABLE. ENSURELIMITS ARE NOT EXCEEDED.

(3) Start engine (refer to Paragraph 24., preceding) and run at idle until stabilized at

operating temperature.

(4) Check that indicated gas generator speed (Ng) is within +0.5 0.0% for altitude

pressure (see Figure 2-6-14).

Page 2-6-40

Apr 02/2004



63

62

60

58

54

Z 52

50 FT.

48

46NOTE

NO POWER EXTRACTIONNO CABIN AIR BLEED

44

-40 -30 -20 -10 0 10 20 30 40

AIR INLET TEMPERATURE C

C13587

Gas Generator Speed for Pressure Altitude at Minimum Fuel Flow

Figure 2-6-14

Page 2-6-41

Apr 02/2004



1 (5) ii fuel flow ad~ustment is required, pmceed as follows. (See Figure 2-6-15) i)CAUTION: DO NOT SLACKEN NUT A. ANY MOVEMENT WILL DISTURB MAIN

METERINGVALVE AND NECESSITATE FCU RECALIBRATION AT ANOVERHAUL FACILITY.

(6) Cut lockwire from nuts A and B and Alien screw C and remove.

(7) Hold nut A firmly with wrench and, using another wrench on nut B, carefully turn

counterclockwise to loosen.

CAUTION: ADJUSTMENTS TO MINIMUM FUEL FLOW ARE EXTREMELY SENSITIVEANDMUST BE MADE IN SMALL INCREMENTS.

(8) Using appropriate Alien wrench, adjust screw C, clockwise increases,counterclockwise decreases Ng RPM.

NOTE: If there is no response to adjustment made in preceding subparagraph,fuel control unit must be replaced.

(9) When correct Ng reached, hold screw C and tighten and torque nut B 20 to

25 Ib.in.

(10) Shut down engine (refer to Paragraph 32. preceding) and connect Py tube to FCU

or Nf governor as applicable. Tighten and torque Py tube coupling nuts 90 to

100 Ib.in. and lockwire.

(11) Secure screw C and nuts A and B to mounting plate attachment screw with

lockwire.

ENGINE FINAL CHECKOUT

47. CHECKS AND ADJUSTMENTS

A. Procedure

NOTE: All adjustments must be made with the engine stopped.

(1) Perform a pre-start check. (Refer to Paragraph 23., preceding.)

(2) Accomplish a satisfactory engine start. (Refer to Paragraph 24., preceding.)

(3) Allow engine to warm up to operating temperature and stabilize at idle rpm.

(4) On non-STOL aircraft, advance fuel cut-off lever slowly to HI-IDLE position and

check that speed is within required range. If speed is incorrect, adjust HI-idle

adjustment screw as required. (Turn clockwise to increase speed and

I counterclockwise to decrease. (See Figure 2-6-7)

(5) On STOL aircraft, with fuel cut-off lever at HI-IDLE position, slowly retard propellercontrol lever to between 85% and 90% Nf. If Hi-idle speed is incorrect, make

necessary adjustment as outlined in Subparagraph (4) preceding.

Page 2-6-42

Apr 02/2004



QI

VIn~l !I

aU

C -----clJllllllr 3)

~9-/ "5~

C9285

Minimum Fuel Flow AdjustmentFigure 2-6-15

Page 2-6-43/44

Apr 02/2004



I PART 2 GENERAL PROCEDVRES

SECTION 7 -TROUBLESHOOTING

1. GENERAL

A. Procedure

For details on recommended procedures for engine system troubleshooting, reference

should be made to Tables 2-7-1 through 2-7-5. Each table comprises a series of diagnostictests and rectification sequences which will assist an operator in discovering, isolatingand correcting various troubles that may arise in the basic engine or any of its related

systems during service.

(1) Discovering the Trouble

Engine troubles can be either obvious or hidden. If hidden troubles are not

detected, serious and considerable damage may occur to the engine. Therefore, it

is essential to have a thorough knowledge of correct turbine gas temperatureand other important details of engine operation. Before attempting to locate a trouble

or difficulty, or to work on an engine which has been malfunctioning during flight,consult flight log and any other available data which could help in diagnosing the

trouble.

(2) Isolating the Trouble

To correctly isolate trouble, it is necessary to have information of previous trouble, if

any, and work which has been performed on the engine. Check each probablesource of trouble, by use of relevant diagnostic test sequences, until defect has been

isolated. Systematic checking is essential for thorough troubleshooting and will

save time and extend engine life.

2. ENGINE CONDITION TREND MONITORING SYSTEM

A. Gas turbine/turboprop engine maintenance practices frequently include in-flight engineperformance monitoring as a means of detecting mechanical deterioration in engine gas

paths. A simple system, requiring almost no arithmetic calculation, has been devised

for the PTGA engine to aid in early planning of indicated rectifications, and thus reduce

the potential costs of primary and secondary damage resulting from fully developedfailures, or from the risks of in-flight shutdowns, and flight cancellations.

B. The turbine engine characteristic of repeatedly producing its output at, or very close to,charted gas generator parameter values, provides the basis for the engine trend

monitoring system. Thus, under known conditions of pressure altitude (PA) and indicated

outside air temperature (Tam), the gas generator parameter values of interturbine

temperature (Tt5), gas generator speed (Ng) and fuel flow (Wf), for particular propellerspeed (Np) and torques (T) are predictable within reasonable limits.

C. New engines operate within a tolerance band, either above or below charted parametervalues, and tend to deviate more than these values with time and deterioration of gas

path components.

Page 2-7-1

Aug 16/2002



D. Abrupt changes, or gradual increased rate of change, of the normal deviations from

charted parameter values are critical indicators of gas path component conditions. As

such, changes are detectable before any significant deterioration occurs.

E. The monitoring system should be introduced when engines are new or newly overhauled.

This enables the establishment of a performance baseline before any deterioration takes

I place in the engine. For procedures, refer to the appropriate P&WC PublicationSILNo.GEN-055.

3. TROUBLESHOOTING

A. Procedure

(1) To enable systematic troubleshooting, engine troubles are categorized into four

basic classes. Each class consists of common related engine problems with

appropriate diagnostic tests and rectification sequences. The classes of engineproblems and probable causes are detailed as follows:

(a) Troubleshooting, Engine Starting (Ref. Fig. 2-7-1).

(b) Troubleshooting, Engine Operating (Ref. Pig. 2-7-2).

(c) Troubleshooting, Engine Performance (Ref. Fig. 2-7-3).

(d) Troubleshooting, ECTM Shift (Ref. Table 2-7-1).

(e) Troubleshooting, Engine Lubrication (Ref. Fig. 2-7-4).

(f) Troubleshooting, Oil Contamination (Ref. Fig. 2-7-5).

B. Engine Condition Trend Monitoring (ECTM) Shift

(1) To diagnose and rectify engine condition trend monitoring shift, refer to ECTM ShiftFault Isolation Chart (Ref. Table .2-7-1)

Page 2-7-2

Aug 16/2002



Cont’d on Sheet 3

NO INDICATION OF INSUFFICIENT EXCESSIVE RPMENGINE RPM RPM

NO

IS I I I I CHECK ACCESSORY

STARTER-GENERATOR I I GEARBOXINPUTSHAFT

OPERATION AUDIBLE COUPLING FOR PROPERCHECK ELECTRICAL POWER ENGAGEMENT. INSPECT

SUPPLIES AND ACCESSORY GEARYES STARTER-GENERATOR

DRIVES, BEARINGS ANDELECTRICAL CONNECTIONS COMPRESSOR REAR

HUB SPLINES

ARE ELECTRICALRECTIFY

NO POWER SUPPLIESPOWER

O.K. I I ANY EVIDENCE OFSUPPLYFAULT DAMAGE, RETURN

YES ENGINE TO APPROVED

OVERHAUL FACILITY

REPLACESTARTER-GENERATOR

MAINTENANCE MANUAL)(REF. AIRCRAFT

IF ANY STARTER-GENERATORBEARING DISTRESS ANDIOR

SHORTED ARMATURE TO THESTARTER-GENERATOR SHAFT IS

SUSPECTED, PERFORM INSPECTIONOF MAIN OIL FILTER AFTER

STARTER-GENERATOR REPLACEMENT

(REF. UNSCHEDULED INSPECTION,PART3 SECTION 3)

DOES ENGINE ROTATE REMOVE Ng

WITH YES TACHOMETER-GENERATORAND ATTEMPT TO ROTATE

STARTER-GENERATORCOMPRESSOR AT

OPERATIONTACHOMETER DRIVE

NO

Cont’d on Sheet 2 Cont’d on Sheet 2

C36866A

Engine Starting Fault Isolation Chart


Page 2-7-3

Aug 16/2002



From Sheet 1 From Sheet 1

RECTIFY FAULT ON Ng YES DOES COMPRESSORTACHOMETER ROTATE FREELY WITH NO

INDICATING SYSTEM I- I SOUNDOFTURBINE BLADE

SCRAPING

NO

REMOVESTARTER-GENERATOR.CHECK FOR SHEARED REMOVE POWER OUTPUT

DRIVE SHAFT AND SECTION AND CHECK

GEARSHAFT SPLINE COMPRESSOR TURBINE TIP

DAMAGE CLEARANCE

NOIS STARTER-GENERATOR DRIVE

SHAFT SHEARED

IS TURBINE TIP NO

CLEARANCE CORRECTYES

ARE SPLINES ON NO YES

GEARSHAFT O.K. REMOVE COMPRESSORTURBINE AND GRIND

SEGMENTSYES

REPLACE STARTERGENERATOR ANDIOR

DRIVESHAFT (REF.SHIP ENGINE TO

AIRCRAFT MAINTENANCE APPROVED OVERHAULFACILTTY

MANUAL)

IF ANY STARTER-GENERATORBEARING DISTRESS ANDIOR

SHORTED ARMATURE TO THESTARTER-GENERATOR SHAFT IS

SUSPECTED, PERFORM INSPECTIONOF MAIN OIL FILTER AFTER

STARTER-GENERATOR REPLACEMENT

(REF. UNSCHEDULED INSPECTION,PART 3 SECTION 3)

C36867A



Page 2-7-4

Aug 16/2002



From Sheet 1 Cont’d on Sheet 5

ENGINE FAILS TOLIGHT UP

SET "FUEL CONDITION" LEVERTO "GROUND-IDLE" POSITION.

NO ALLOW 30 SECONDS FUELHAS ENGINE STARTING

PROCEDURE BEEN DONE DRAINING PERIODANDCARRYOUT DRY MOTORING RUN

YES

DO A DRYREPEAT COMPLETE

MOTORING RUNENGINE START SEQUENCE

CAUTIQN:OBSERVESTARTER MOTOR LIMITS

NOTE: (PRE-SB1429)ENGINES HAVE GLOW

PLUG IGNITION.CAUTION: (POST SE-1429)

EXCITER MAY BE DANGEROUSLYRESIDUAL VOLTAGE IN IGNITION

HIGH. MAKE SURE IGNITION

SYSTEM HAS BEEN SWITCHED OFFAT LEAST SIX MINUTES BEFORE

DISCONNECTING.

OPERATIONALLY CHECKIGNITION SYSTEM

CHECK POWER SUPPLIES TO

IGNITION EXCITER. DOIGNITION SYSTEM NO

ELECTRICAL INSULATION ANDFOUND O.K.

CONTINUITY CHECKS ON IGNITIONCABLES AND VISUALLY CHECK

YES CABLES AND IGNITERS. RECTIFYAS NECESSARY.


C36868B



Page 2-7-5

Aug 16/2002




ON AIRFRAME INSTALLATION NO IS AIRFRAME FUEL NO FAULTS FOUND ONCHECK OPERATION OF SUPPLY TO IGNITERS OR CABLES.

BOOSTER PUMP, IF FITTED, AND ENGINE O.K. REPLACE IGNITIONENSURE FUEL SOURCE IS FREE EXCITER

OF ICE OR WATER(POST-SB1429) OR

CONTAMINATION YES CURRENT REGULATOR

(PRE-SB1429)

FAULT POSSIBLE DUE TOIF AIRFRAME FUEL SUPPLY AIR LOCK IN FUELIS O.K., CHECK BLEED AIR CONTROL UNIT. IF FUEL

SYSTEM FROM FCU BYPASS. SYSTEM HAS BEENRECTIFY AS NECESSARY. DISCONNECTED, ENSURE

BYPASS FUEL TO TANK IS

UNRESTRICTED AND

RESTART ENGINE TO

CARRY OUT

IF AIRFRAME FUEL SOURCE AND SELF-BLEEDING

BLEED AIR SYSTEM ARE O.K., OPERATION

LOOSEN COUPLING NUT ONINLET TUBE OF FCU. CHECK FOR

EVIDIENCE OF FLOW WHILE FAULT IN FLOW DIVIDER

FLOW DIVIDER AND DUMP SYSTEM. RECTIFY OR

MOTORING FUEL DRAINS FROM YES AND DUMP VALVE

VALVE DURING REPLACE VALVES ASFUEL FLOW MOTORING OF ENGINE NECESSARYFOUND O.K.

YESNO

REPLACE FUEL PUMP

IS EVIDENCE OF

CONTAMINATION OR NO CHECK FUEL NOZZLES FOR

DAMAGE APPARENT ON RESTRICTION. FUNCTION CHECK

FCU NOULES

YES

REPLACE FCU

C36869A



Page 2-7-6

Aug 16/2002

PRATT WHITNEY CANADAMANUAL



DELAYED LIGHTHOT START

UP

HAS ENGINE HAS ENGINENO NO STARTINGSTARTING

PROCEDURE BEEN I I I PROCEDURE BEEN

DONE DONE

YES YES

CHECK FOR LOW POWER SUPPLIES AND SET "FUEGCONDITION" LEVER

POOR CONNECTIONS ON POWER INPUT TO "GROUND-IDLE" POSITION.

LINES AND STARTER-GENERATOR ALLOW 30 SECONDS FUEL

CONNECTION DRAINING PERIOD AND CARRY

OUT DRY MOTORING RUNARE ELECTRICAL SUPPLIES O.K.

NOYES

RECTIFY POWER SUPPLY REPEAT COMPLETE ENGINEOR CABLE FAULT START SEQUENCE CAUTION:

OBSERVE STARTER MOTORLIMITS

CHECK IGNITION SYSTEM

CHECK IGNITION SYSTEM

CAUTION: (POST-SB1429)RESIDUAL VOLTAGE IN IGNITIONEXCITER MAY BE DANGEROUSLYHIGH. MAKE SURE THAT IGNITION NOTE: PRE-SB1429 ENGINES

SYSTEM HAS BEEN SWITCHED OFF HAVE GLOW PLUG

AT LEAST SIX MINUTES BEFORE IGNITION.DISCONNECTING


C61147A



Page 2-7-7

Aug 16/2002




IGNITION INO NO I IGNITION SYSTEMFOUND O.K.

YES

YES

CHECK P3 BLEED AIR CHECK POWER SUPPLIES TO

SYSTEM FOR AIRCRAFT IGNITION EXCITER, DO

SERVICES. MAKE SURE ELECTRICAL INSULATION AND

THAT ALL SERVICES ARE CONTINUITY CHECKS ON

SELECTED OFF. RECTIFY IGNITION CABLE AND VISUALLY

AS NECESSARY CHECK CABLES AND IGNITERS.RECTIFY AS NECESSARY

CHECK ENGINE CONTROLLINKAGE RIGGING

NO FAULTS FOUND ON IGNITER ORCABLES. REPLACE IGNITION

EXCITER

IS ENGINE CONTROLLINKAGE O.K.

CHECK DUMPVALVENOI YES OPERATION. RECTIFY OR

REPLACE AS NECESSARYADJUST CONTROL CHECK DUMP VALVE.

LINKAGE RIGGING AS IS DUMP VALVE

REQUIRED SECTION CLOSED

NOYES

REPLACE DUMP VALVE CHECK MINIMUM FUEL FLOW

CHECK FUEL NOZZLES FORRESTRICTION. FUNCTION CHECK

NOZZLES

C61148A



Page 2-7-8

Aug 16/2002



Cont’d from Sheet 5

1ENGINE FAILS OR IS

SLOW TOACCELERATETOIDLE

SPEED (Ng)

CHECK P3 AIR BLEED DELIVERY

TUBES FOR POSSIBLE LEAKS OR

RESTRICTIONS FOR POST-SB1S11OR 361362. REPLACE AIR FILTER IF

NECESSARY

IF DELIVERY TUBES ARE O.K.

CHECK PNEUMATIC SECTION OF

(Nf) PROPELLER GOVERNER (PT6A-6AND -20 ENGINES ONLY) AND

(Ng) GOVER (ALL MODELS).RECTIFY AS NECESSARY

CHECK DUMP VALVE OPERATION.

RECTIFY OR REPLACE AS NECESSARY.

IF PREVIOUS CHECKS ARE O.K. POSSIBLEFAULT DUE TO CONTAMINATION IN FCU.

CHECK AND REPLACE FCU AS NECESSARY.

C61119B



Page 2-7-9

Aug 16/2002



Cont’d on Sheet 2

HOOTING OR EXCESSIVE MAX RPMPROPELLER SLOW TOFEATHER AND UNFEATHER (Np)HUMMING SOUND

CHECK OPERATION OFCHECK PROPELLER GOVERNOR CHECK PROPELLER GOVERNOR

COMPRESSOR BLEED VALVECONTROL SETTINGS. ADJUST CONTROL SETTINGS. ADJUST

AS NECESSARY AS NECESSARY

BLEED VALVE OKNO HAVE NECESSARY

IF GOVERNOR ADJUSTMENTSGOVERNOR

NO ARE INEFFECTIVE, REPLACE ADJUSTMENTS BEENGOVERNOR MADE

REPLACE BLEED VALVE

YES

YES IF FAULT IS STILL APPARENT, PROPELLER BLADE ANGLEPOSSIBLE LEAK DUE TO

ADJUSTMENT INCORRECT.WORN OR DAMAGED

ADJUST AND REPLACE ASNO ACTION NECESSARY IF CONDITION PREFORMED PACKING AT

OCCURS BELOW 60% Ng P,NO PROPELLER S~Pm OIL

INTERMITTENTLY SUCH AS DURING TRANSFER TUBEMANUFACTURER’S

ACCELERATION TO IDLE OR DURING A MANUAL)CHANGE OF SPEED. IF CONDITION

PERSISTS, OR OCCURS ABOVE 60% Ng,DISASSEMBLE AND CHECK ClT DISK

FOR BLADE SHIFT. REPAIR AS

NECESSARY. IF NO BLADE SHIFT, REPLACE OIL TRANSFER

REBALANCE OR REPLACE CTT DISK. IF TUBE PREFORMED

CONDITION PERSISTS AFTER PACKING

REPLACEMENT OF DISK. SHIP ENGINE

TO AN APPROVED OVERHAULFACILITY.

SHIP ENGINE OR POWER

OUTPUT SECTION TOAPPROVED OVERHAUL

FACILITY

C61120A

Engine Operating Fault Isolation Chart


Page 2-7-10

Aug 16/2002




FAILURE TO OVERSPEED UNCONTROLLEDDECELERATE (Ng) ACCELERATION

CHECK FCU TO FUEL PUMP

INTERFACE FOR POSSIBLESHEARED OR WORN DRIVE

SPLINE COUPLING

DRIVE SPLINE COUPLINGSHEARED OR WORN

YES NO

REPLACE FCUANDIOR

CHECK FCU FORCOUPLING

CONTAMINATION ANDIORCORROSION

REPLACE FCU

C61121A



Page 2-7-11

Aug 16/2002




SLOW TOACCELERATE

CHECK Py AIR BLEED TUBE ANDP3 AIR DELIVERY TUBE FOR

LEAKS OR RESTRICTIONS. FOR

POST-SB1294,REPLACE AIR FILTER IF

NECESSARY

CHECK P3 AIR BLEEDTUBES OK. REPLACE IF

NECESSARY

NOYES

CHECK Nf PROPELLER GOVERNORRECTIFY OR REPLACE(PT6A-20A AND -208 ENGINES ONL

OR Nf POWER TURBINE GOVERNOR DEFECTIVE TUBE AS

(PT6A-6 AND -20 ENGINES). APPLICABLE

RECTIFY AS NECESSARY.

YES

REPLACE FCU

C61122A



Page 2-7-12

Aug 16/2002




IOVER TEMPERATURE (MAX. I TEMPERATURE

ALLOWABLE TEMP HAS BEEN LIMITED

EXCEEDED)

CHECK OPERATION OFINSPECT ENGINE FOR POSSIBLE INDICATING SYSTEM AND MAKE

TURBINE DAMAGE SURE THAT DATA CURVES ARE

CORRECT

TURBINE INSPECT O.K.

CHECK ENGINE INSTALLATION

YES I ~NO FOR AIR LEAKAGES AT ENGINE

RETURN ENGINE TO APPROVED FLANGES AND GAS GENERATOR

OVERHAUL FACILITY DRAIN VALVES

CHECK OPERATION OF CHECK BLEED AIR VALVETEMPERATURE INDICATING SYSTEM. OPERATION

RECTIFY AS NECESSARY

CHECK AIR INLET AND COMPRESSOR FOR I_

YES ARE BLEED VALVE

CONTAMINATION BUILD UP I- I OPERATIONS O.K.

NO

COMPRESSOR DIRTYREPLACE DEFECTIVE

YES I NO BLEED VALVE

DO COMPRESSOR WASH PROCEDURE

CHECK FOR EXCESSIVE AIRFRAMEACCESSORY POWER LOADING (REF.

AIRFRAME MANUFACTURER’S MANUAL)

CHECK ENGINE OVERTEMPERATURECHART. INSPECT REMOVE ENGINE AS

APPLICABLE

C61124



Page 2-7-13

Aug 16/2002



FROM SHEET 4 CONT’D ON SHEET 7

FLAMEOUT LOW POWER SQUEAL NOISE AT

(ALL PARAMETERS DECELERATION OR

LOW). DURING MOTORING.

AIRFRAME FUEL

Y. MAKE SURE

OF ICE OR WATER CHECK OPERATION OF CHECK FUEL PUMP.

AMINATION INDICATING SYSTEM AND IF PUMP IS SOURCE

MAKE SURE DATA CURVES CONTINUE IN SERVICE

ARE CORRECT.

IF AIRFRAME FUEL SOURCE RECTIFY AS NECESSARY.

IS SATISFACTORY, LOOSEN

INLET TUBE AT FCU AND

CHECK FOR FUEL FLOW ’SUNDSTRAND FUEL PUMPCHECK AIR INLET AND PRESSURE PLATESWHILE MOTORING ENGINE.COMPRRESSOR FOR ACCUMULATION NORMALLY SQUEALIF NO FLOW, REPLACE OF DIRT. IF NECESSARY, DO A

FUEL PUMP. COMPRESSOR WASHAT LOW Ng.

IF FUEL SUPPLY CHECKS INSPECT ENGINE FOR TURBINE

ARE O.K., DEFECT DUE TO DAMAGE. IF DAMAGED, RETURNTOANAPPROVED OVERHAUL FA CILITYPOSSIBLE AIR LOCK.

RESTART ENGINE TO DO

SELF-BLEEDING

OPERATION. CHECK FOR INCORRECT

ADJUSTMENT OR

DISCONNECTED CONTROL

CHECK ACCELERATION LINKAGES. (REF. AIRCRAFT

TIME OF ENGINE. MANUFACTURER’S MANUAL).

CONT’D ON SHEET 6 IF CONTROL LINKAGES ARE

SATISFACTORY, DO CHECKS

ON PROPELLER GOVERNOR

(PNEUMATIC SECTION Nf).IF DEFECTIVE, REPLACE

GOVERNOR.

CONT’D ON SHEET 6

C61125A



Page 2-7-14

Aug 16/2002


MANUAL ~Aiit:’l;iij. 9015442

OPERATING PROBLEMS

from Sheet 5 from Sheet 5

CHECK FCU FOR YES ACCELERATION TIME IF CONTROL LINKAGES ARECONTAMINATION OR O.K. SATISFACTORY CARRY OUT

CORROSION. FCU CHECKS ON Ng PROPELLER

CONTAMINATION GOVERNOR (PT6A-20A AND

-206 ENGINES) OR ON NfGOVERNOR (PT6A-6 AND -20

YES NOREPLACE FCU ENGINES). IF DEFECTIVE,

REPLACE GOVERNOR.

INSPECT ENGINE

FOR "FOD" OR

TURBINE DAMAGECHECK COMPRESSOR

IF FCU CHECKS ARE O.K. BLEED VALVE. RECTIFY

CHECK FUEL NOZZLES FOR OR REPLACE AS

POSSIBLE RESTRICTIONS NECESSARY

IF FUEL NOULES ARE O.K.POSSIBLE FAULT DUE TO

CONTAMINATED FCU. CHECK P3 AIR BLEEDCHECK AND REPLACE AS DELIVERY TUBES FOR

NECESSARY POSSIBLE LEAKS ORRESTRICTIONS FOR

POST-SB1294.

REPLACE AIR FILTER IF

NECESSARY

C61126A



Page 2-7-15

Aug 16/2002




VIBRATION FUEL LEAKAGE ATSURGE DURING FCUIFUELPUMPACCELERATION FLANGE

DO COMPRESSOR REMOVE FCU AND CHECKPROPELLER DAMAGE OR BLADE

WASH PROCEDURE PREFORMED PACKING ATANGLE SLIPPED. ADJUST ANDIOR

BY-PASS PORT. IS LEAKAGEREPLACE AS NECESSARY (REF. TO

VISIBLEAIRFRAME MANUFACTURER’S

MI\NUAL) NO YES

INSPECT ENGINE FOR CHECK THROUGH CHECK OPERATION REPLACE PREFORMED

LOOSE MOUNTING EXHAUST PORTS OF COMPRESSOR PACKING AND FCU

BRACKETS I -I FOR POWER BLEED VALVE

TURBINE DAMAGE

REMOVE AIR INLET BLEED VALVESCREEN AND LEAKAGE AT FUEL PUMP

OPERATION O.K.INSPECT 1ST STAGE SHAFT SEAL. REPLACE

COMPRESSOR FOR FCU AND FUEL PUMPYES

SIGNS OF DAMAGE NO

REPLACE BLEED

VALVE

NO RETURN ENGINETOTURBINE 8 APPROVED

COMPRESSOR O.K. OVERHAUL FACILITYCHANGE T2

TEMPERATURE

YES I COMPENSATOR

CHECK COMPRESSOR BLEED AIR

VALVE OPERATION

Cont’d on Sheet 8NOTE: THERE WILL ALWAYS

BE A SMALL LEAK AT THE

PUMP SEAL, EVEN WITHTHE ENGINE STOPPED.

C61128A



Page 2-7-16

Aug 16/2002



OPERATING PROBLEMS

From Sheet 7

REMOVE INLET SCREEN.EXAMINE 1ST STAGE

COMPRESSOR BLADES FOR

FOREIGN OBJECT DAMAGE

(FOD)

COMPRESSOR BLADES

FOUND O.K.

YES NO

RETURN ENGINE TOAPPROVED OVERHAUL

FACILITY

REPLACE FCU

C61129



Page 2-7-17

Aug 16/2002



OPERATING PROBLEMS


UNUSUAL NOISES

ENGINE INTERNAL RUBBING OR SCRAPING NOISES.COMPRESSOR OR TURBINE ROTORS DO NOT ROTATE

FREELY, DECELERATE OR RUN DOWN EASILY ON

ENGINE SHUT DOWN.

75 TOO HIGH AT AURALLY CHECK COMPRESSOR FORSHUT DOWN I I I SHORT AND ABRUPT DECELERATION

OR RUN DOWN TIME.

RESTRAIN PROPELLER AND

MOMENTARILY ROTATECHECK REAR MOUNTED

COMPRESSOR WITH STARTER.ACCESSORIES FOR DRAG OR

CHECK FOR EVIDENCE OFINTERFERENCE OF ROTATING

COMPRESSOR TURBINE RUB, IFCOMPONENTS.

ONLY LIGHT RUBBING AUDIBLE,

NORMAL PERIOD OF COOLING AT

RESTART ENGINE AND ALLOW

GROUND IDLE PRIOR TO SHUT ON START UP, SLOW PROPELLERDOWN. ACCELERATION, ABRUPT

DECELERATION ON SHUT DOWNOR PROPELLER STIFF TO TURN.

ROTATE PROPELLER. CHECKFOR RUBS AND SCRAPING. I I I INSPECT THROUGH EXHAUST

PORTS, EXHAUST AREAS AND

POWER TURBINE FOR EVIDENCE

INSPECT POWER TURBINE I I I I OF DISTRESS.

ROTOR AND EXHAUST AREASFOR EVIDENCE OF DISTRESS I I I I POSSIBLE PROPELLER SHAFT OIL

TRANSFER HOUSING SEIZURE

REMOVE POWER SECTION AND RETURN TO OVERHAULINSPECT FOR COMPRESSOR FACILITY FOR REPAIR

TURBINE BLADE TIP TO SHROUD LOOSE OR WORN

RUB NO. 3 BEARINGCOVER

INSPECT AND REPLACE AS NECESSARY

C61149A



Page 2-7-18

Aug 16/2002



From Sheet 9

SQUEAL AT RUN DOWNOR DURING MOTORING

CHECK IF SUNSTRAND

FUEL PUMP INSTALLED

IF PUMP iS SOURCE OF

NOISE, CONTINUE IN

SERVICE

SUNSTRAND FUEL PUMPPRESSURE PLATED OFTENSQUEAL AT LOW Ng

C61130



Page 2-7-19

Aug 16/2002



NOIS ENGINE ON ECTM I Cont’d on Sheet 7

PROGRAM

YES

IS PARAMETER SHIFT CONSIDERED YES DO PREVENTIVENORMAL FOR ENGINE RUNNING TIME MAINTENANCE

(REF. NOTES 1 AND 6) (REF. NOTE 3)

NO

IF MULTI-ENGINE INSTALLATION, ANALYZE YES CHECK AIRCRAFT OAT, ALTITUDE ANDECTM PLOTS FOR EACH ENGINE. ARE AIR SPEED INDICATING SYSTEMS. A

PARAMETER SHIFTS SIMILAR DEFECT IN THESE SYSTEMS WILL

CAUSE SIMILAR ECTM SHIFT ON BOTH

NO ENGINES

rrr (RAPID) SHIFT AND NO NSMlf SHIFT YES

(REF. NOTES 2,5)

NO

Ng (RAPID) SHIFT AND NO YES

ITTMlf SHIFT (REF. NOTE 2)

NO

WF (RAPID) SHIFT AND NO YES CHECK ENGINE/AIRFRAME Cont’d on

ITT~Ng SHIFT (REF. NOTE 2) INDICATING SYSTEM REPAIR Sheet3

NO

Cont’d on

Sheet 2

C36844A

Engine Performance Fault Isolation Chart


Page 2-7-20

Aug 16/2002



From Sheet 1

YES I I NOITT, Ng AND Wf I I CHECK ENGINEIAIRFRAME TORQUE REPAIRDECREASED? AND Np INDICATING SYSTEMS. OK?

NOYES

NO

ITT, Ng, Wt INCREASED?

YES

NOCHECK ENGINE/AIRFRAME TORQUEAND Np INDICATING SYSTEMS. OK?

YES

NOINSPECT ENGINE INLET. CHECK

BYPASS DOOWICE VANE RIGGING.OK?

YES

INSPECT YES YES Cdnt’d

COMPRESSOR. DMdAGE ACCEPTABLE/REPAIRABLEREPAIR Sheet

FODIEROSIONIRUB? 3 "A"

NO

NO SHIP ENGINEIGGM TOAN APPROVED

OVERHAUL FACILITY

YES DO A COMPRESSOR WASH ORCOMPRESSOR DIRTY?POWER RECOVERY WASH

NO

Cont’d on Sheet 3

C36845



Page 2-7-21

Aug 16/2002



From Sheet 2

NO

DO ENGINE BLEED VALVE CHECK. OK?

YES

NOLEAK CHECK P2.5 AIRFRAME BLEED PIPE. OK?

REPAIR

YES

CHECK HOT STARTS, A HOTNO INSPECT ENGINE HOTSTART MAY CAUSE ALL

PARAMETERSTOINCREASE SECTION COMPONENTS

SUDDENLY AS REQUIRED

YESYES

From DO ENGINE PERFORMANCE CHECK. COMPARE WITH CHECK

Sheets 1 DONE AT ENGINE INSTALLATION OR LATER (AS AVAILABLE).and 2 "A" RECORD DIFFERENCES (SHIFT) IN PARAMETERS

SIGNIFICANT DIFFERENCE BETWEENYES

IS THE INITIAL SHIFT YESECTM AND ENGINE PERFORMANCE REDUCEDIELIMINATED BY THE

CHECK PARAMETERS RECORDED (REF. PREVIOUS MAINTENANCE

NOTE 4) ACTION

NONO

Cont’d onSYSTEM

Sheet 5 NORMAL

CHECK ENGINE FIREWALL AND INLET SEAL

CONDITIONS. OK? (REF. NOTE 8)

YES I NO

REPAIR

Cont’d on Sheet 4

C36846A



Page 2-7-22

Aug 16/2632



From Sheet 3

AIR BLEED SYSTEM PRESSURE REGULATING NOVALVE OK? (REF. AIRCRAFT MAINTENANCE

MANUAL)

YES

AIR BLEED SYSTEM SHUTOFF VALVE OK? NO

(REF. AIRCRAFT MAINTENANCE MANUAL)

YES

NOAIR BLEED SYSTEM DUCTING OK? (REF. REPAIR

AIRCRAFT MAINTENANCE MANUAL)

YES

HOT SECTION COMPONENTS HAVE BEEN

INSPECTED AND REPAIRED AS NECESSARY

YES

REPEAT ENGINE PERFORMANCE CHECK.CONTACT AIRCRAFT MANUFACTURER HAS PERFORMANCE IMPROVED?

NOYES

Cont’d onSYSTEM Sheet 5NORMAL

C61132



Page 2-7-23

Aug 16/2002



From Sheets 3 and 4

ITT AND Wt INCREASE AND

Ng DECREASE?

NO YES

INSPECT CT STATOR, BLADES AND SHROUD ARE DEFECTS UNACCEPTABLE OR

SEGMENTS. DEFECTS FOUND? COULD THEY CAUSE THE

YES PERFORMANCE DETERIORATION?

YESNO NO

DO ANDO A PERFORMANCE RECOVERY WASH HSI

ITT AND Wt INCREASE WITH Ng CONSTANT?

YES

NOCHECK GAS GENERATOR CASE DRAIN VALVES, FUEL NOULE

GASKETS, "C" FLANGE AND T5 HARNESS SEAL FOR LEAKS. OK?

YESNO

LEAK CHECK P3 BLEED (AIRFRAME) PIPE AND ADAPTER. OK?

YES

NO

INSPECT COMPRESSOR AND HOT SECTION. OK?

(REF. NOTE 7) 1 I REPAIR

REPEAT ENGINE PERFORMANCE

CHECK. HAS PERFORMANCEIMPROVED?

YES NO

SYSTEM I Cont’don

NORMAL SheetG

C36848



Page 2-7-24

Aug 16/2002



From Sheets 5 and 9

NO

REPEAT ENGINE

PERFORMANCE CHECK WITHBLEED AIR PORTS BLANKED

OFF. HAS ENGINE

PERFORMANCE IMPROVED

(355. NOTE 10)

YES NO

SYSTEM NORMAL DO AN HSI

C36849



Page 2-7-25

Aug 16/2002



From Sheet 1ENGINE PERFORMANCE YES

CHECK ENGINE FIREWALL

.CHECK AFFECTED ENGINE IS AND INLET SEAL CONDITION. NO

SATISFACTORY (REF. NOTE 5) 1 -I OK? (888. NOTE 8)

NO YES

NOAIR BLEED SYSTEM PRESSUREREGULATING VALVE. OK? (REF.

AIRCRAFT MAINTENANCE MANUAL)

COMPARE ENGINE

PERFORMANCE CHECK WITH YES

CHECK DONE AT ENGINEINSTALLATION OR LATER (AS

AVAILABLE). RECORD AIR BLEED SYSTEM SHUTOFF VALVE. NO

DIFFERENCES IN PARAMETERS OK? (REF. AIRCRAFT MAINTENANCE

(REF. NOTE 3) MANUAL)

YES

NOCHECK AIR BLEED SYSTEM DUCTING

(REF. AIRCRAFT MAINTENANCE MANUAL)

ITTSHIFTANDNO NSSHIFT YES(REF. NOTES 8, 9)

NO

YESNg SHIFT AND NO ITT

SHIFT?

NO

CHECK ENGINEIAIRFRAMEREPAIR

INDICATING SYSTEM

Cont’d on Sheet 8 Cont’d on

Sheet 9 "C"

C36850



Page 2-7-26

Aug 16/2002



From Sheet 7

NOITT AND Ng Cont’d on Sheet 9

CHANGE

YES

CHECK TORQUE AND NpNO

INDICATING SYSTEMS

(AIRFRAMEIENGINE). OK?

YES

NOINSPECT ENGINE INLET. CHECK BYPASS REPAIR

DOOWICE VANE RIGGING. OK?

YES

YES YESINSPECT COMPRESSOR. DAMAGE REPAIR

FODIEROSIONIRUB? ACCEPTABLERREPARRABL

NONO

SHIP ENGINE/GGM TO AN APPROVEDOVERHAUL FACILITY

Contld

on´•

Sheet 9YES DO A COMPRESSOR WASH OR POWER L I "C"

COMPRESSOR DIRTY?RECOVERY WASH

NO

NOCHECK ENGINE BLEED

VALVE. OK?

YES REPAIR

LEAK CHECK P2.5 AIRFRAME NO

BLEED PIPE. OK?

YES

INSPECT HOT SECTIONCHECK FOR HOT STARTS. A HOT START MAY CAUSE ALL I NO

COMPONENTS ASPARAMETERS TO INCREASE SUDDENLY REQUIRED

YES

Cont’d on Sheet 9 "C"

C36851A



Page 2-7-27

Aug 16/2002



From Sheet 8

IFATIDLE NO _I CHANGEITT INCREASE AND Ng CHECK FUEL HEATERDECREASE? OK?

FUELHEATER

NO YES

INSPECT CT VANE, BLADES AND SHROUD ARE DEFECTS UNACCEPTABLE OR

SEGMENTS. DEFECTS FOUND? COULD THEY CAUSE THEPERFORMANCE DETERIORATION?

YES

YESNO NO

DO ANDO A PERFORMANCE RECOVERY WASH HSI

ITT AND Wt INCREASE WITH Ng CONSTANT?

YES

NOCHECK GAS GENERATOR CASE DRAIN VALVES, FUEL NO~LE

GASKETS, "C" FLANGE AND T5 HARNESS SEAL FOR LEAKS. OK?

YESNO

LEAK CHECK P3 BLEED (AIRFRAME) PIPE AND ADAPTER. OK?

YES

NO

INSPECT COMPRERSSOR AND HOT SECTION. OK?

(REF. NOTE 7) REPAIR

REPEAT ENGINE PERFORMANCEFrom Sheets 7

and 8 "C" CHECK. HAS PERFORMANCEIMPROVED?

YES NO

SYSTEM Cont’d on

NORMAL SheetG

C36852B



Page 2-7-28

Aug 16/2002



NOTE: 1. Review ECTM data, pilot reports and maintenance log book entries and troubleshooting for the last 6

months. Hot section components and performance gradually deteriorate as running time

accumulates. The deterioration rate varies according to operating conditions (environment and typeof operation) and for different engine modification standards. If engine performance apparentlyimproves T5 decrease without maintenance action, check indicating systems (usually T5 system is at

fault).

NOTE: 2. A rapid shift in engine parameters is usually the result of an indicating system defect.

NOTE: 3. To extend hot section life, the following preventive maintenance, based on the increase in T5 from the

values established at engine installation (engine performancelground power check or ECTM), is

recommended: For a 10"C (20"F) increase in T5, do a performance recovery wash. In addition,indicating system and engine performancelground power checks are recommended to ensure reliable

engine performance data. Also, test spray pattern or refurbish fuel noules.

For a 15"0 (270 Fl increase in T5 or a 1 to 1.5% decrease in Ng, do a borescope inspection of the

combustion chamber, small exit duct, CT stater vanes and CT blades. In addition, do the maintenance

recommended above.

NOTE: 4. A significant difference between ECTM and engine performance/ground power check parametersindicate that the defect is within the aircraft air bleed system on the affected engine lair bleed is off

during an engine performancelground power check). An alternative method is to do an engineperformancelground power check with air bleed ON then OFF. Compare the shift parameters for the

engines on the same aircraft. A significant difference indicates bleed sharing problems. For singleengine installations, contact p&WC for typical parameter shift recommendations.

NOTE: 5. When an engine is temperature limited on climb or cruise and the engine performance/ground powercheck is satisfactory, the defect is within the aircraft bleed system of the affected engine.

NOTE: 6. An increase in temperature without other parameter shifts may be the result of

defective fuel noules or a deteriorated combustion liner altering combustion profile and changing the

temperature distribution.

NOTE: 7. Compressor deterioration (which increases Ng) and hot section normal deterioration (which reduces

Ng) may balance each other and the effect deterioration has on Ng will be very small or zero (i.e. Ngwill remain constant).

NOTE: 8. When the engine is running on the ground, inlet plenum air pressure is lower than ambient air

pressure. Therefore, if the inlet or firewall seals are damaged, hot air from around the engine may be

ingested causing a temperature increase. Similarly, if the wind direction is from the rear, exhaust gas

may be ingested and temperature increased.

NOTE: 9. The relationship between T5 and the temperature in front of CT stater may change due to hot section

component deterioration altering combustion profile andlor gas path temperature distribution. This

may affect the T5 trim and the indicated T5 and the relationship between T5 and the temperature in

front of the CT vane used for engine certification. A 75 trim verification on the wing or in the test cell

will confirm a shift in the indicated temperature.

NOTE: 10. To remove doubts, a T5 system check (including individual thermocouple checks) is recommended

before doing a complete HSI.

C65318



Page 2-7-29

Aug 16/2002



LUBRICATION PROBLEMS

CONT’D ON SHEET 3

HIGH OIL LOW OIL

PRESSURE PRESSURE

CHECK 011: PRESSURE INSUFFICIENT OIL.INDICATING SYSTEM (REF. CHECK OIL LEVELAIRCRAFT MAINTENANCE AND EXTERNAL OIL LINES

MANUAL) AND COOLER FOR LEAKS.RECTIFY AS NECESSARY.

OIL LEVEL O.K. CHECK OIL

(REF. AIRCRAFT MAINTENANCEPRESSURE INDICATING SYSEM

MANUAL

INDICATING NO NO INDICATING

SYSTEM O.K. I I 1 SYSTEM O.K.

YES

RECTIFY FAULT ON

INDICATING SYSTEM

(REF. AIRCRAFTMAINTENANCE

MANUAL)

CONT’D ON SHEET 2 CONT’D ON SHEET 2

C29872A

Engine Lubrication Fault Isolation Chart


Page 2-7-30

Aug 16/2002



From Sheet 1

ADJUST OIL PRESSURE

REGULATING VALVE AS

NECESSARY

OIL PRESSURE REGULATING

VALVE MALFUNCTION. REMOVE,CLEAN AND INSPECT VALVE

REPLACE OIL PRESSURE

REGULATING VALVE NO

PRESSURE REGULATING VALVE O.K.

YES

PRESSURE RELIEF VALVE MAL-

FUNCTION. REMOVE, CLEAN

AND INSPECT VALVE

REPLACE PRESSURE INO

RELIEF VALVE I IPRESSURE RELIEF VALVE O.K.

SHIP ENGINE TO APPROVED

OVERHAUL FACILITY

C23255



Page 2-7-31

Aug 16/2002





OIL LEAK FROM COMPRESSOR INLET CASE SMOKE INOR INTO EXHAUST DUCT (ENGINE COCKPIT

SIGNIFICANTLY NOSE DOWN)

CHECK FOR OIL LEAKAGE DUE TO DEFECTIVE

PREFORMED PACKING AND PLASTIC RING ONOIL FILTER HOUSING

YESPREFORMED

PACKING AND

PLASTIC RING O.K.VERIFY CONDITION OF OIL FILTER HOUSING

NO NECESSARY AND PERFORM STATIC LEAKFRONT FACE (PRE-SB1247), REPAIR IF

TEST

LAP CHECK VALVE (PRE-SB1247). RENEWPREFORMED PACKING (POST-SB1247). LAPCHECK VALVE AND SEAT (POST-SB1379).

PERFORM STATIC LEAK TEST

REPLACE PREFORMED

PACKING ANDIOR PLASTIC LEAKAGE

RING PERSISTS

CHECK FOR LEAKAGE AT

PREFORMED PACKING ON

ACCESSORY GEARBOX.RECTIFY AS NECESSARY

C29874A



Page 2-7-32

Aug 16/2002





OIL PRESSUREFLUCTUATING FOLLOWS POWEROIL PRESSURE LEVER AND WILL NOT

RESPOND TO ADDITIONOF SHIMS

INSUFFICIENT OR EXCESS

OIL. CHECK OIL LEVEL

OIL LEVEL O.K. CHECK OIL

PRESSURE INDICATINGSYSTEM (REF. AIRFRAME OIL FILTER INSPECTION O.K.

MANUAL) I I POSSIBLE PRESSURE RELIEF VALVE

MALFUNCTION. CLEAN AND

INSPECTRECTIFY FAULT ON NO INDICATING

INDICATING SYSTEM I- I SYSTEM O.K.

(REF. AIRFRAMEYES

MANUAL)REPLACE PRESSURE RELIEF VALVE

INSPECT OIL FILTER. AS NECESSARYCLEAN OR REPLACE AS

NECESSARY

OIL FILTER INSPECTION O.K.REMOVE ACCESSORY

POSSIBLE PRESSURE RELIEFGEARBOX AND CHECK OIL

VALVE MALFUNCTION. CLEANPUMP HOUSING FOR

AND INSPECTCRACKS

REPLACE REPLACEPRESSURE RELIEF VALVE

RELIEF VALVE HOUSINGAS NECESSARY

C29876A



Page 2-7-33

Aug 16/2002



From Sheet 3 Cont’d on Sheet d

~k HIGH OIL

TEMPERATURE

INSUFFICIENT OIL.

CHECK OIL LEVEL

OIL LEVEL O.K.

CHECK OIL TEMPERATURE

INDICATING SYSTEM

(REF. AIRCRAFT

MAINTENANCE MANUAL)

RECTIFY FAULT ON

INDICATING SYSTEM I NO INDICATING

(REF. AIRCRAFT i I SYSTEM O.K.

MAINTENANCE

MANUAL) YES

IF HIGH OIL TEMP. DURING

GROUND OPERATION, (AfRCRAFTSTATIONARY) VERIFY PROPELLER

RIGGING/ADJUSTMENT (PRIMARYBLADE ANGLE) (REF. AIRCRAFT

MAINTENANCE MANUAL)

~k NOTE:

EXCESSIVE IDLING IN

FEATHER COULD CAUSE

OVERHEATING INDICATION.

RESTRICT IDLING TIME

IN FEATHER

Cont’d on Sheet 5

C23257



Page 2-7-34

Aug 16/2002



From Sheet 4

CHECK AIRFRAME

OIL COOLER-SYSTEMFOR RESTRICTIONSOR MALFUNCTIONS

(REF. AIRCRAFTMAINTENANCE MANUAL)

RECTIFY FAULT ONOIL COOLER SYSTEM NO

(REF. AIRCRAFT OIL COOLER SYSTEM O.K.

MAINTENANCE MANUAL) YES

THERMOSTATIC BYPASS AND

CHECK VALVE O.K.

SHIP ENGINE TO APPROVEDHEAT SHIELD FAILURE.

OVERHAUL FACILITY.

C23258A



Page 2-7-35

Aug 16/2002



From Sheet 6

EXCESSIVE OIL CONSUMPTION

Cont’d on Sheet 7

EXCESSIVE DISCHARGEFROM OVERBOARD EXTERNAL OIL LEAKS

BREATHER

CHECK OIL LEVEL FOR CHECK FOR EVIDENT OIL LEAKS ATOVERSERVICED CONDITION TRANSFER TUBE PACKINGS.

CHECK TRANSFER TUBES FOR

BLOCKAGE. RECTIFY ASNECESSARY

CHECK PACKINGIBACKUPRING AT OIL FILTER

HOUSING

CHECK CENTRIFUGAL BREATHERCARBON SEAL. RECTIFY AS

NECESSARY

IF LEAKS PERSISTS, SHIPENGINE TO AN APPROVED

OVERHAUL FACILTTY

C61138A



Page 2-7-36

Aug 16/2002



From Sheet 7

OIL LEAK AT INLET OIL AT EXHAUST DUCT

CASE AREA

CHECK OIL LEVEL FOR

OVERSERVICED CONDITION CHECK FOR RESTRICTIONS IN

SCAVENGE TUBES, OR OIL TOFUEL HEATER TUBES

CHECK AIR BREATHER VALVE

STICKING. RECTIFY AS

NECESSARY

CHECK PACKINGIBACKUPRING AT OIL FILTER HOUSING

CHECK OIL TANK CENTER TUBE IF LEAK PERSISTS, SHIP

PREFORMED PACKINGS RECTIFY ENGINE TO AN APPROVED

AS NECESSARY I -I OVERAHUL FACILITY

NO EXTERNAL OIL

LEAKS

CHECK OIL TO FUEL HEATER FOR

INTERNAL LEAKS. REPLACE.

C61139



Page 2-7-37

Aug 16/2002

PRATT WHITNEY CANADAMAINIENANCE MANUAL


TABLE 2-7-1, ECTM Shift Fault Isolation

Engine Parameters Probable Cause Action Req’d Remarks

Ail parameters UP Engine/Airframe Inspect. Repair as req’d.indicating systems.

Air inlet door blocked. Inspect. Repair as req’d.

Bypass door or ice Inspect. Repair as req’d.vane misrigged.

Compressor FOD, Inspect. Remove engine if

rub, erosion, damage limits are

exceeded.

Compressor Wash compressor.contaminated/dirty.

Bleed´•valve open. Inspect. Repair as req’d.

P2.5 air leaks from Inspect. Repair as req’d.engine/airframesystem

PT stater vanes Inspect PT stater Repair as req’d.burned/flow area vanes and PT blades.

increased. PT blade

tip oxidation/rub.

Hot start. Inspect hot section Do applicableand check log book. overtemperature

inspection.

All parameters DOWN Engine/Airframe Inspect. Repair as req’d.indicating system.

T5 UP or DOWN, Ng, Engine/Airframe Inspect If applicable, Repair as req’d. T5

Wf Constant indicating system. do on-wing T5 system usually decreases

(Note 1) trim. when probes are

(Note 2) unserviceable.

Fuel nozzle Inspect. Clean as req’d.deterioration.

Ng UP or DOWN, T5, Engine/Airframe Inspect. Repair as req’d.WF Constant indicating system.

Wf UP or DOWN, T5, Engine/Airframe Inspect. Repair as req’d.Ng Constant indicating system.

Wf, T5 UP, Ng DOWN CT stater vanes Inspect CT stater, and If limits exceeded, do

burned/flow area CT blades. an HSI.

increased. CT blade

tip oxidation/rub.

Normal hot section Do an HSI if T5 limit

deterioration, exceeded.

Page 2-7-38

Aug 16/2002



TABLE 2-7-1, ECTM Shift Fault Isolation (Cont’d)

Engine Parameters Probable Cause Action Req’d Remarks

Wf, T5 UP, Ng P3 leaks from Inspect. Repair as req’d.Constant engine/airframe

system.

Gas generator case Inspect. Replace engine if

cracked at fuel nozzle defect confirmed.

or P3 bleed pads.Diffuser exit ducts

cracked or loose.

Leaking gas Inspect. Replace engine if

generator drain defect confirmed.

valves, Cflange, fuel

nozzle gasket, or T5

harness seal.

Concurrent hot Inspect CT stater and Do an HSI or send

section and CT blades, and engine for overhaul.

compressor compressor.deterioration.

NOTE: 1.An increase in T5 without other parameter shifts may be the result of defective fuel

nozzles or a deteriorating combustion chamber liner altering combustion profile and

gas path temperature distribution.

NOTE: 2. The relationship between T5 and the temperature in front of the CT stater may

change due to hot section component deterioration altering combustion profile and/or

gas path temperature distribution. This may affect the T5 trim and the indicated T5,and the relationship between T5 and the temperature in front of the CT stater used for

engine certification. A T5 trim verification on-wing or in a test cell will confirm a shift in

the indicated temperature.

C. Lubricating Oil Contamination

(1) To diagnose and rectify engine lubricating oil contamination, refer to EngineLubricating Oil Contamination Fault Isolation Chart (Ref. Fig. 2-7-5).

Page 2-7-39

Aug 16/2002



(2) The following NOTES are referred to in Figure 2-7-5:

NOTE: 1. Depending where the debris was found (i.e. strainer, main oil filter or chipdetector) and the shape (i.e. tooth part, locking washer part etc.) a

decision could be made concerning the removal of the affected module.

Alternatively, remove engine.

NOTE: 2. If no debris is found at the 50-hour check, return the oil filter and chipdetector inspections to operator’s standard maintenance programintervals.

NOTE: 3. Results of previous laboratory analysis and origin of debris should bedetermined within 50 hours of original detection of debris.

NOTE: 4. Results of last sample must be known prior to continuing.

NOTE: 5. It should have already been determined that the engine and not RGB

mounted accessories are generating the debris. If propeller governor or

O/S governor failure occurred prior to original debris detection and

the material could be identified as a propeller or O/S governor material

then the engine may not be generating the debris.

NOTE: 6. Bearing inner and outer rings as well as rolling elements are made ofsteel AMS6440/6444 (52100) or AMS6490/6491 (M50). Bearing cagesare made of steel AMS6414/6415 (4340) or bronze AMS4616, silver platedper AMS2412. When only bearing cage material is generated (major or

minor filter contaminant), this may indicate cage wear due to lack of

lubrication and/or bearing damage causing rolling element instability.

Page 2-7-40

Aug 16/2002



CHIP DETECTORCIRCUIT COMPLETION

REMOVE AND TRANSFER DEBRIS AND SEND Cont’dINSPECT TO A LAB FOR ANALYSIS I on Sheet 4CHIP DETECTOR

REMOVE ANDINSPECT CARRY OUT PATCH MAKING

ASSOCIATED STRAINER Cont’dAND SEND TO A LAB

AND on Sheet 4FOR ANALYSIS

MAIN OIL FILTER

Cont’dCLASSIFY DEBRIS

on Sheet 4

CLEAN AND RE-INSTALL

IS DEBRIS YES OIL FILTER, STRAINER RECORD CATEGORY,Cont’d

ALLOWABLE? AND CHIP DETECTOR. TYPE ANDon Sheet 4

RETURN ENGINE TO SERVICE ORIGIN OF DEBRIS

NO

RECORD CATEGORYAND TYPE

Is DEBIS IYESOF DEBRIS

NON-ALLOWABLEAND REMOVE

CATEGORY 1?MODULEI ENGINE

No I (RE~NOTE1)

IS MAGNETIC DEBRISNON-ALLOWABLE

CATEGORY 2 OR 3?

NO

RECORD ENGINEIS DEBRIS

CATEGORY 2 BRONZETIME CATEGORY,TYPE AND ORIGIN

(I.E., IT ORIGINATES IN RGB?)OF DEBRIS

YES

RECORD MODULETIME CATEGORY.

TYPE AND ORIGIN OF DEBRIS

Cont’d on Sheet 2 t Cont’d on Sheet 3

C23263D

Engine Oil Contamination Fault Isolation Chart


Page 2-7-41

Aug 16/2002




NON-ALLOWABLE CATEGORY 2 BRONZE DEBRIS ORIGINATING IN RGB

HAS RGB GENERATED DEBRIS WITHIN LAST 400 HOURS (555. NOTE 3)

NO YES

CLEAN AND INSTALL OIL FILTER, HAS QUANTITY OF CURRENT DEBRIS INCREASED ORCHIP DETECTOR AND STRAINERS IS GEARBOX CONSISTENTLY GENERATING DEBRIS?

YESNO

SCHEDULE RGB REMOVALRUN ENGINE AT 80% T.O. POWER FOR 10 WITHIN 10 FLIGHT HOURS OF

MINUTES (555. ADJUSTMENTTTEST) CURRENTLY REPORTEDDEBRIS

REMOVE AND INSPECT CHIP DETECTOR, MAIN OIL CLEAN AND INSTALL CHIP

FILTER AND STRAINERS. IS DEBRIS CATEGORY 2 DETECTOR, MAIN OIL FILTER AND

BRONZE FOUND? STRAINERS

NO I tYES

DRAIN AND FLUSH OIL SYSTEM CLEAN AND INSTALLMAIN OIL FILTER, CHIP DETECTOR AND STRAINERS.

FILL UP OIL SYSTEM

RUN ENGINE AT 80%

FOR 10 MINUTES

REMOVE AND INSPECT OIL FILTER, CHIP DETECTOR YESREMOVE RGB

AND STRAINERS. CATEGORY 2 BRONZE DEBRISMODULE

GENERATED?

NO

CLEAN AND INSTALL CHIP DETECTOR, MAINOIL FILTER AND STRAINERS

RETURN ENGINE TO SERVICE AND CHECK CHIP DETECTOR AND MAIN OIL FILTER AFTER 10 HOURS Cont’d on

AND PROVIDING NO DEBRIS IS FOUND, AFTER 50 HOURS (REF. NOTE 2). IF DEBRIS IS FOUND, SEND Sheet 4

TO LABORATORY FOR ANALYSIS

C36863



Page 2-7-42

Aug 16/2002




NON-ALLOWABLE CATEGORY 2 OR 3 DEBRIS OTHER THAN BRONZE

HAS ENGINE GENERATED DEBRIS WITHIN 400 HOURS

(REF. NOTE 3)

NO YES

CLEAN AND INSTALL CHIP DETECTOR, I I WERE THE RESULTS OF THE LAST

MAIN OIL FILTER AND STRAINERS LABORATORY ANALYSIS

BEARING MATERIAL (REF. NOTE 4)

YES NO

RUN ENGINE AT 80% FOR 10 MINUTES

REMOVE

ENGINE IS THE OUANTITY OF

DEBRIS SAME ORREMOVEAND INSPECTCHIP DETECTOR, MAIN NO NO INCREASEDOR ISENGINEOIL FILTER AND STRAINERS. IS CATEGORY 2 CONSISTENTLY

OR 3 DEBRIS FOUND I I I GENERATING DEBRIS

YESYES

DRAIN AND FLUSH OIL SYSTEM. CLEAN AND

INSTALL CHIP DETECTOR, MAIN OIL FILTER REMOVE ENGINE AT

AND STRAINERS. FILL UP OIL SYSTEM FIRST

OPPORTUNITY OR

WITHIN 10 HOURS

RUN ENGINE AT 80% FOR 10 MINUTES

CLEAN AND INSTALL CHIP DETECTOR. MAIN OIL

FILTER AND STRAINERS

REMOVE AND INSPECT CHIP DETECTOR, MAIN NOOIL FILTER AND STRAINERS. IS CATEGORY 2

OR 3 DEBRIS FOUND RETURN ENGINE TO SERVICE AND CHECK CHIPYES DETECTOR AND MAIN OIL FILTER AND

STRAINERS AFTER 10 HOURS AND PROVIDINGREMOVE

ENGINENO DEBRIS IS FOUND, AFTER 50 HOURS (REF.

NOTE 2). IF DEBRIS IS FOUND, SEND TOLABORATORY FOR ANALYSIS

Cont’d on Sheet 4

C36864B



Page 2-7-43

Aug 16/2002



Cont’d from Sheets 1,2 and 3

DEBRIS ANALYSED AT LAB

YES WAS THE ENGINEIS DEBRIS BEARING MATERIAL GENERATING DEBRIS

AMS6440/6444 (52100) OR (REF. NOTE 5)AMS6490/6491 (M50) (366 NOTE 6)

NOYES

NO ENGINE MAY REMAIN IN

SERVICE. CARRY OUT A CHIP

WAS DEBRIS CONTINUE INDETECTOR AND FILTER

ALLOWABLE I -I SERVICECHECK AFTER 10 HOURS AND

PROVIDING NO DEBRIS IS

FOUND, AFTER 50 HOURS

NO (666. NOTE 2) 1 I REPLACEENGINE

YES INSPECT MODULE ASWAS DEBRIS GEAR MATERIAL? REQUIRED USING

BORESCOPE(LABORATORYNO ANALYSED DEBRIS)

WAS MATERIAL AIR SEAL WAS DEBRIS BRONZE

AMS4117,AMS4127, AMS4150, I 1 CATEGORY 2 MATERIALIS MODULE IN ACCEPTABLE

YES I )NO I CONDITIONAMS5613, AMS5671, MOLY

CONTINUEIN YES NOSERVICE

YES

ENGINE MAY REMAIN IN REMOVE

SERVICE. CHECK CHIP MODULECARRY OUT AN ADDITIONAL

DETECTOR AND MAIN OILFILTER PATCH CHECK AFTER 10

FILTER STRAINER AFTERHOURS AND PROVIDING NO

10 HOURS AND IF NODEBRIS IS FOUND, AFTER 50

DEBRIS IS FOUND AFTERHOURS (666. NOTE 2) 50 HOURS (666. NOTE 2)

IS LAB SEAL OR BRONZE MATERIAL FOUND (MAJOR OR MINOR CONTAMINANT)

NO

REMOVE MODULE RETURN TO SERVICE

C36865C



Page 2-7-44

Aug 16/2002




SECTION 8 CONSUMABLE MATERIALS

1. GENERAL

A. This section contains a listing of consumable materials required for use in line and

heavy maintenance. Materials are listed in major groups under applicable headingsin Table 2-8-1. Material Safety Data Sheets (MSDS) containing information about Trade

Name, Safety Hazards, Health Hazards, Reactivity, Spill or Leak Procedures, SpecialProtection Information, Special Precautions, and Transportation and Labelling are

available from manufacturer. Read prior to using consumable.

B. As used in this section, the term "Consumable Material" shall be defined as an

expendable substance not separately obtainable from Pratt Whitney Canada and which

may be applied to engines or engine parts during maintenance.

2. SPECIFICATIONS

A. Specification numbers which apply to materials listed in Table 2-8-1 are basic numbers

and shall be interpreted to include all revisions and amendments thereto.

3. TRADE NAME PRODUCTS

A. In some instances, such as for cleaning materials, product names are listed to assist the

operator in identifying product types. These names are representative examples onlyand their listing does not exclude the use of equivalent products.

TABLE 2-8-1, Consumable Materials

Item Nomenclature/Specification Supplier Code

PWC01-001 Fuel, Engine (Ref. Approved Service Bulletins)

PWC03-001 Oil, Engine A0001

Lubricating(Ref. ApprovedService Bulletins)

PWC03-002 Fluid, Calibrating A0015

Ref. Brayco 922

US MIL-PRF-7024 Type II

PMC 9041

PWC04-004 Grease 1 V074, 77163, A0022

High Temperature(Bentonite-type)Ref. Plastilube No. 3

PMC 9631

Page 2-8-1

Aug 27/2004



TABLE 2-8-1, Consumable Materials (Cont’d)


PWC04-005 Grease 73219, A0032, A0033, A0034,Extreme Pressure A0035

Ref. Lubriplate 130A

PMC 79919

PWC05-007 Fluid, 03530

Leak CheckRef. Leak Tec #372E

PMC 9569

PWC05-009 Ammonium Bifluoride A0001(s)Pet. Crystalline

PWC05-011 Ammonium Nitrate A0001(s)Ref. OpenPowder Form

1.725 Specific GravityUS MIL-A-175

PMC 1517

PWC05-019 Compound, Lapping 731 65

Ref. Clover 2A

No. 400 Grit

PMC 3013

PWC05-021 Cloth, Abrasive Emery A0001(s)Ref. Open180 Grit

US ANSI B74.18

PWC05-027 Ink, Marking S0089

Ref. Carter 21451

Black

PWC05-031 Flux, Resin 09185(m), 10178(m)Ref. No. 1545

PMC 2000

PWC05-037 Enamel, Epoxy A0097(s), S0098(s), ONYSS(m)Aluminized

Ref. 529K002 Base

910K021 CuringSolution

PWA 569

LPMC1 746

PWC05-038 Hydrogen Peroxide A0001(s), 08338

Commercial Grade

Ref. Open32.5 to 35%

US Fed. A-A-53707

PMC 1602

Page 2-8-2

Aug 27/2004




Item Nomenclature/Specif ication Supplier Code

PWC05-046A Marker, Ink S0036

Ref. Fast Drying No. 57

400-1 Black

400-2 Red

400-7 Purple

PWC05-046C Ref. PWC05-229

PWC05-048 Pen, Marking S0036

Ref. Brushpen No. 57

PWC05-048A Pen, Marking A0013, 30133

Ref. Felt Wick Pen

PWC05-048B Ref. PWC05-331

PWC05-055 Sodium Dichromate A0001(s)Ref. OpenCommercial Grade

PMC 1300

PWC05-061 Cloth, Abrasive A0001(s), 44197 (m), 61158(m)Coated CrocusRef. OpenUS ANSI B74.18

400 Grit

PWC05-064 Solution, Anodize Touch-Up 84063

(for Aluminum Alloys)Ref. Alodine No. 1200S

US. AMS 2473

PMC 71600

PWC05-070 Tape, Pressure A0001(s), A0083, 76381(m)Sensitive Adhesive

Filament Reinforced

Ref. 3M No. 898

Type II,2 .0 in. (50.8 mm) Wide

US. ASTM D5330

PWC05-074 Acid, Sulfuric A0001(s)Ref. Commercial or

Technical Grade

66 Degrees Baume

PMC1 003

I´• PWC05-077 Oil, Preservative 2R128

Ref. Grade 1010

Brayco 460

US MIL-PRF-6081

PMC 9852

Page 2-8-3

Aug 27/2004





PWC05-089 Lockwire or Safetywire A0001(s), 8W577(m)Nickel Alloy (CRES)Inconel 600

Ref. MS9226-03

US. AMS5687

0.025 in. (0.64 mm) Dia.

(for engine external applications only,PWC05-295 may be substituted).

PWC05-101 Cloth, Abrasive A0001(s), 44197(m), 61158(m)Aluminum Oxide or

Silicone Carbide

Ref. OpenUS ANSI 874.18

No. 320 Grit

PWC05-110 Lockwire or Safetywire A0001(s), 8W577(m)Nickel Alloy or

Inconel 600

Ref. MS9226-01

US. AMS5687

0.016 in. (041 mm) Dia.

PWC05-1 47 Electrode A0001(s), 05838, 28835

2% Thoriated TungstenPet. OpenPMC5052-3

Length: 7 in. (177.8 mm)Diameter: 1/16 in. (1.587 mm)

PWC05-1 90 Patch, Filter A0084(s), 08071(m)Ref. P/N NY6004700

Millipore 60

Micron Nylon

PWC05-1 95 Acid, Nitric A0001(s)Technical Grade

Ref. OpenUS Fed A-A59105

5 to 10% Solution

42% Reagent Grade

45 Degrees Baume

PMC1000

PWC05-229 Ink, Stamping Black 98148(m)(For marking on non-poroussurfaces with a rubber stamp)Ref. Dykem Black KX-425

PMC 4021-1 or -3

Page 2-8-4

Aug 27/2004





PWC05-295 Wire, Safety, Steel A0001(s), 1 A053(s)Ref. OpenAS 3214-02

PWC05-329 Temperature Recorder A0123

Single Position

0.56 in. (14 mm.) dia.

Ref. P/N 414-140F-060C

PWC05-331 Felt Tip Marker See NOTE

(Rapid Drying)Temporary MarkingRef. PMC 4050

NOTE: For tradenames andmanufacturers, refer to the SPM. Remove the marking ink from the

part before heat treatment process and assembly per SPOP 209.

IPWC06-005

Aerosol

SprayDiscontinued.Use PWC06-005D

PWC06-005D Lubricant, Fluorocarbon 18598(m), 1 DD67(m), 1 E473(m),PTFE Release Agent A0103(s)Ref. MS-122DF

PWC06-023 Compound, Antiseize 02570(m), A0019(s), A0037(s),Ref. Silver Goop A0038(s), A0113(s)PWA 36001

PMC 9940

PWC06-032 Compound, Antigalling and Anti-seize A0104(s), 05972(m)(High Temperature)Ref. Loctite C-200.Solid Film

US MIL-A-907

PWA586, PMC79912

(CPW37)

PWC09-001 Sealant, Silicone Rubber 71984(m), K7750, D8367

Ref. Silastic RTV 732

PMC 1836

(C PW51 9-1 1

PWC09-001A Sealant, Silicone Rubber 01139(B)(m)Ref. RTV 102, 103, 108, 109

(CPW51 9-11)

PWC09-002 Compound, Locking 05972(m), A0104(s), A0018,and Retaining Anaerobii: D2617, U0406

Ref. Loctite Grade

US. MIL-S-22473

PWA549-7, PMC79900

(CPW79-290)

Page 2-8-5

Aug 27/2004





PWC09-002A Compound, Locking 05972(m), AO 104(s), AOO 18,

and Retaining Anaerobic D2617, U0406

Ref. Loctite Grade

US. MIL-S-22473

PWA549-4, PMC79897

PWC11-001 Cleaner, Alkaline 20913, 56444

(Internal Engine Washing)Ref. CLIX

PWC11-001A Cleaner, Alkaline A253

(Internal Engine Washing)Ref. Almon AL-333

PWC11-001B Cleaner, Alkaline 02ERO(m), 85884

(Internal Engine Washing)Ref. Magnus 1214

PWC11-001C Cleaner, Alkaline 21361

(Internal Engine Washing)Ref. B&B 3100

SPMC87-4

PWC11-001D Cleaner, Alkaline AOlll(s), N1480

(Internal EngineRef. ECT R-MCWashing)

Premixed P/N 4070

PWC11-001E Cleaner, Alkaline AOlll(s), N1480

(Internal Engine Washing)Ref. ECT R-MC

Concentrate P/N 4072

PWC11-btjlF Cleaner, Alkaline 36325(m), 0BYN5(m)(Internal Engine Washing)Ref. Turco 4217

Concentrate

PWC 11-001H Cleaner, Alkaline A0052(s), 23373(s), 37127(s),(Internal Engine Washing) A0121(m), 44389

Ref. Ardrox 624

Concentrate

PWC11-001J Cleaner, Alltalii~e A0001(s)(Internal Engine Washing)Ref. Triethanolamine

PWC11-002 Was Solvent

trichloroethane 1-1-1

Ref. NOTE

NOTE: Use isopropyl alcohol (PWC11-014) to replace the trichloroethane solvent. You can also

use SPOP 209, refer to the SPM, Chapter 70-21-00.

Page 2-8-6

Aug 27/2004





PWC 11-003 Cleaner, Detergent A0052(s), 2273(s), 37127(s),(Engine Washing) K6858(m), A0121(m),), 02CA7,Ref. Ardrox 6345 D1940

SPMC 87-2

PWC11-003B Cleaner, Detergent A0052(s), A0121(m), 23373(s),(Engine Washing) 37127(s), 44389, K6858(m)(Biodegradable)Ref. Ardrox 6367

(Turboclean 2)

PWC 11-003C Cleaner, Detergent A0052(s), 23373(s), 37127(s),(Engine Washing) K6858(m)(Biodegradable)Ref. Ardrox 6368

(Turboclean 2 RTU)(Ready to use)

PWC 11-003D Cleaner, Detergent U4628, 1 NCOO, 39052(s)(Engine Washing)(Biodegradable)Ref. ZOK 27

PWC11-010 Alcohol, Methyl A0001(s)

O-M-232 Grade A

US AMS3004

PMC 9089

PWC 11-012 Acetone A0001(s)Ref. OpenPMC 9008

IPWCI1-013 No longer availabe. Use

alternativesSPMC52

PWC11-013A, PWC11-049 or

PWCI1-061

PWC11-013A Compound, Carbon Removing 02ERO

Ref. HDP 2888

PWC11-014 Alcohol, Isopropyl A0001(s)US Fed. TT-I-735 Grade A

PMC 9094

I PWC 11-016 DELETED (Use PWC11-014)

PWCII-021 Compound, 0BYN5(m), 36325(m)Cold Carbon RemovingRef. Turco Super Carb

PMC 9047

Page 2-8-7

Aug 27/2004





PWC11-021A Compound, Cold Carbon Removing 56883

Ref. Penetone, Formula #423

PMC 9031

PWC11-021B Compound, 88375

Cold Carbon RemovingRef. Wyandotte P-1075

PMC 9084

PWCI 1-022 Solvent, Cleaning A0001(s), 36842

Methyl Ethyl Ketone (MEK)Ref. OpenUS ASTM D740

PMC9076, (CPW79908)´•Ref. NOTE

NOTE: As an alternative, use the isopropyl alcohol (PWC11-014), acetone (PWC11-012), Ardrox

Leeder 1064K (PWC11-023), Desoclean 45 (PWC11-025) or Envirosolv 655

(PWC11-005) to replace the MEK solvent. You can also use SPOP 209, refer to SPM,Chapter 70-21-00.

PWC11-026 Was Solvent

Trichlorethylene

NOTE: As an alternative, use perchlorethylene PWC11-016 to replace trichlorethylene solvent.

PWC 1 1 -027 Solvent, Petroleum A000 1 (s), 361 31

Ref. Stoddard Petroleum Solvent

US AMS 3160

US Fed. P-D-680 Type II

PMC 9001

PWC11-031 Cleaner, Engine 02ER0(m)Ref. TergitPMC 79783

PWC11-032 Solvent, Degreaser 02ERO(m)Ref. Magkleen 4

PMC 79789

PWC11-033 Cleaner, Aqueous 02ER0(m)Ref. Soliterj-304PMC 71254

PWCll-048 Solvent, Cleaner 02ERO(m)Ref. MAG-CHEM ITeksol

Spray-onANipe-off

PWC11-049 Remover, Rust, All<aline A0052(s), 23373(s), 37127(s),Ref. Ardrox 185 A0121(m), 44389, 02CA7, D1940

SPMC52

Page 2-8-8

Aug 27/2004





IPWC11-061

SPMC129Remover,

Rust, Alkaline 02ER0 (m)Ref. MAG-CHEM

HDL-202 (Liquid)

PWC13-001 Primer, Epoxy Base: A0097(s), S0098(s), 0NYSS(m)519 x 303;Curing Solution:

910-357;Solvent

020 x 324

PWA568

(CPW268)

PWC15-001 DELETED. Reusable.

4. SUPPLIER CODES AND ADDRESSES

The names of any companies provided in Table 2-8-2, as a possible source for requiredservices or supplies, are furnished for information purposes only. Pratt Whitney Canada

Corp. does not endorse the work performed or supplies procured from these companies.Further, Pratt Whitney Canada Corp. does not accept responsibility, to any degree, for

the selection of such companies for such work performed or supplies procured.

The codes given are the Manufacturer’s Commercial AQency of Government Entity (CAGE)number. A supplier used by Pratt Whitney Canada (P&WC) and Pratt and WhitneyAmerica (PWA), who does not have a CAGE No., is given a SXXXX code by PWA. A supplierused only by P&WC, who does not have a CAGE No., is given an AXXXX code by P&WC.

TABLE 2-8-2, Supplier Codes and Addresses

SupplierCode Name/Address

A0001(s) Local SupplyLocal Purchase

A0002(s) Butterfield (Litton)91 Cornella St. West

Smith Falls, Ontario

Canada K7A 4T3

Tel.: (613) 283-8001

Fax: Telex: 05-33934

A0006 Dixon Ticonderoga Inc.

531 Davis Drive

Newmarket, Ontario

Canada L3Y 2P1

Tel.: (905) 263-4966

Fax: (905) 895-9555

Page 2-8-9

Aug 27/2004



TABLE 2-8-2, Supplier Codes and Addresses (Cont’d)


A0013 Speedry Products Inc.

Richmond Hill, NJ

USA

Tel.: Not available

Fax: Not available

A0015 Castrol Canada Inc.

2150 Rue Frances HughesChomedy, Ville de Laval, QuebecCanada H7S 1N7

Tel.: (450) 382-6940

Tel.: (900) 361-3837

Fax: Not available

A0018(s) National Bearings Ltd.

724 Renaud

Dorval, QuebecCanada H9X 1H5

Tel.: (514) 333-7000

Fax: Not available

A0019(s) Vannes Raccords Laurential Ltee.

(A distributor of The Swagelok Co.)2425 HalpernVille St. Laurent, Quebec

Canada H4S 1S3

Tel.: (450) 332-3651

Fax: (450) 332-4386

A0023(m) Whifford Plastics Ltd.

Brindley 86, Astmoor

Runcom, Cheshire

England SK10 4NJ

Tel.: 01928-571000

Fax: 01928-571010

A0026 W.H. Brady Inc.

10 Marmac Drive

Rexdale, Ontario

Canada M9W 1E6

Tel.: (416) 675-7111 or (800) 387-3917

Fax: Not available

A0030(m) Imperial Oil Canada

111 St. Clair Ave. W.

Toronto, Ontario

Canada M5W 1K3

Tel.: (416) 968-4111

Fax: (416) 968-4374

Page 2-8-10

Aug 27/2004





A0032 Antwerp Marine Center, S.A.

Mechelsctteenweg 43

B-2000 AntwerpBelgiumTel.: 32-3-2320084

Fax: Not available

A0033 L.L. LTD.

15 Russell Garden Mews

London W14 8EU

EnglandTel.: Not available

Fax: Not available

A0034 Kian Seng Hardware Trading Pts. Ltd.

168 Sims Ave.

SingaporeTel.: 14-3865-748-7144

Fax: Not available

A0035 F Bacon Co. Inc.

Div. De Drummond-Sullivan Co.

274 Chemin Bates

Mont Royal, QuebecCanada H3S 1A3

Tel.: (514) 737-3755

Fax: Not available

A0036 Ashburn Industries

3219 HarrisburgP.O. Box 2046

Houston, TX

USA 77252

Tel.: Not available

Fax: Not available

A0037(s) Amsterdam Valve Fitting G. Loewik BV

(A distributor of The Swagelok Co.)P.O. Box 9050

1180 Amstelveen

The Netherlands

Tel.: (31) (20) 6470231

Fax: (31) (20) 6474267

A0038(s) Singapore Valve Fitting (Pte) Ltd.

(A distributor of The Swagelok Co.)28 Mandai Estate

Singapore 729917

Tel.: (65) 3670688

Fax: (65) 3685300

Fax: Cable SINVAF

Page 2-8-11

Aug 27/2004





A0039 Sermatech Canada Inc.

747 Riddle Avenue

Dorval, QuebecCanada H9P 1H4

Tel.: (514) 631-2240

Fax: (514) 636-6196

A0040 Sermatech United Kingdom Ltd.

High Holborn Road

Codnor Gate Industries Estate

Ripley, DerbyshireUnited Kingdom DE5 3NW

Tel.: (44)1773-7489261Fax: (44)1773-512344

A0042 Airworthy Ltd.

Elsted

Midhurst, West Sussex

England GU29 OJTTel.: 730-816672

Fax: 730-815607

A0052 Trikon Technologies Inc.

6969 Trans-Canada HighwaySuite 127

Saint-Laurent, Quebec

Canada H4T 1V8Tel.: (514) 339-5997

Fax: Not available

A0065 Turbine Support Division

Chromally American Corp.4430 Director DriveSan Antonio, TX

USA 78220

Tel.: (512) 333-6010

Fax: Not available

A0066 Semco Instruments Inc.

25700 Rye St.

Valencia, CA

USA 91355

Tel.: (805) 257-2000

Fax: (805) 295-0044

A0071 Corrosion Service Co.’ Ltd.

369 Rimrock Rd.

Downsview, Ontario

Canada M3J 3J2

Tel.: (416) 630-2600

Fax: (416) 630-2393

Page 2-8-12

Aug 27/2004





A0083 3M Canada Inc.

PO. Box 5757

Oxford St. E.

London, Ontario

Canada N6A 4T1

Tel.: (519) 451-2500

Tel.: Telex: 064-5886

Fax: (519) 452-6262

A0084(s) Millipore Canada Ltd.

36 Antares Drive, Suite 700

NepeanOntario K2E 7W5

CanadaTel.: (800) 645 5476

Fax: (613) 225 9366

A0097(s) Courtaulds AerospaceA Division of International Paints Canada

Ltd.

5676 Timberlea Blvd.

Mississauga, Ontario

Tel.: (905) 629-7999

Canada L4W 4M6

Fax: (905) 629-7009

A0099 ITW Signode India Ltd.

5, SP Road

Hyderabad-500016India

Tel.: Not available

Fax: Not available

A0100 Technolube Products

5814 East 61st Street

Los Angeles, CA

USA 900400

Tel.: Not available

Fax: Not available

A0101(s) Brent Mexicana S.A.

De C.V. Tiburcio Montiel

81 Col. San MiquelChapultepec 11850-Mexico

D.F Mexico

Tel.: Not available

Fax: Not available

Page 2-8-13

Aug 27/2004





A0102 Lear Chemical Research Corp.1285 Brittania Road East


Canada L4W 1C7

Tel.: Not available

Fax: Not available

A0103(s) Miller-Stephenson Chemical Co. Inc.

514 Carlingview Drive

Rexdale, Ontario

Canada M9W 5R3

Tel.: (416) 675-3204 or (800) 323-4621

Fax: (416) 674-2987

E-mail: www.miller-stephenson.com

A0104(s) Loctite Canada Inc.

2225 Meadowpine Blvd.


Canada L5N 7P2

Tel: (905) 814-6511 or (800) 263-5043

Fax: (905) 814-5391

A01 05(s) Matcon

(A distributor of Indestructible Paints Ltd.)1012 Britto Complex6th Cross, Victoria LayoutBangalore, India

560 047

Tel.: 9180-554-3805

Fax: 9180-544-3804

A0121(m) Oakite Products of Canada, Ltd.115 East Drive

Bramalea, Ontario, L6T 1B7

Canada

Tel.: (800) 526-4473

Tel.: (905) 791-1628

Fax: (905) 791-1527

Fax: (908) 464-7914

URL: www.oakite.com

A0123 Wahl Instruments Inc.

234 Weaverville HighwayAsheville, NC 28804-1228

USATel.: (828) 658-3131

Tel.: (800) 421-2853

Fax: (828) 658-0728

E-mail: www.instrumentationgroup.com

Page 2-8-14

Aug 27/2004





A253 Almon Quimico

Wyandotte CorporationRio-De-Janeiro

Brazil

Tel.: Not available

Fax: Not available

D2617 Loctite Deutschland GmbH

Arabellastrasse 17

Postfach 81 05 80

8000 Munchen 81

GermanyTel.: Not available

Fax: Not available

D8367 Dow Coming GmbH

Schmierstoffe Pelkovenstrasse 152

8000 Muenchen 50

GermanyTel.: Not available

Fax: Not available

K1010 R’aychem Limited

Faraday Road

Dorcan, Swindon

United KingdomSN3 5HH

Tel.: 0793-528171

Fax: 0793-482297

K3237 Marston Bentley Ltd.

9 Naylor Street

Liverpool, EnglandL3 6DS

Tel.: Not available

Fax: Not available

K3504(m) Indestructible Paint Co. Ltd.

25 Pentos drive

Sparkhill, BirminghamUnited KingdomB11 3TA

Tel.: (0121) 702-2485

Fax: (0121) 778-4338

Page 2-8-15

Aug 27/2004





K6858 Brent Europe Ltd.

(Brent International PLC)Denbigh RoadBletchley, Milton KeynesBuckinghamshireEngland MKI 1PB

Tel.: 44-1753-651812

Tel.: Telex: 847693 BRENT

Fax: 44-1753-652460

K1750 Dow Coming Ltd.

Molykote Division NG Co.

Avco House Castle Street

Reading Berks, RD1 7-2

United KingdomTel.: Not available

Fax: Not available

N1480 Ivar Rivenaes A/S

Damsgirds 35

N-5037 Solheimsvik

NorwayTel.: 55-203390

Fax: 55-295925

S0036 Texrite Products Co.

10333 Shoemaker St.

Detroit, MI

USA 48213

Tel.: (313) 925-9002

Fax: (313) 925-9602

S0081 Lucas Avitron

PO. Box 120039

Stantford, CT 06912

USA

Tel.: (203) 351-8400

Fax: (203) 351-8444

S0089 Avery Dennison

Dennison Division

One Clark Hill

Farmington, MA

USA 01701

Tel.: (508) 879-0511

Fax: (508) 383-4259

or

Page 2-8-16

Aug 27/2004



!’..´•a



Office Products Canada

200 Base Line Road East

Bowmanville, Ontario

Canada L1C 1A2

Tel.: (905) 623-6311

Fax: (905) 623-9751

S0098(s) ASC Philadelphia(A distributor of Courtaulds Aerospace)823 East Gate

Mt. Laurel, NJ

USA 08054

Tel.: (609) 234-1600

Fax: (609) 234-5515

S0116 W. Canning Inc.

223 North Brockman St.

Pasadena, TX

USA 77506

Tel.: (713) 472-5081 or (800) 521-2589

Fax: (713) 472-2440

U0406 Loctite UK Ltd.

Watchmead

Welwyn Garden City Herts

United Kingdom AL7 1-B

Tel.: Not available

Fax: Not available

0BYN5 Turco Products Inc.

Sub. of Efl Atochem NorthAmerica

7300 Bolsa Avenue

Westminister, CA

USA 92684-3600

Tel.: (714) 890-3600

Fax: (714) 892-7179

0BZD7 Liquid Air Engineering Corp.1155 Sherbrooke St. W.

Montreal, QuebecCanada H3A 1H8

Tel.: (514) 842-5431

Fax: Not available

0CZB2 Stoody Deloro Stellite Inc.

Stellite Coatings Div.

1201 Eisenhower Dr. N.

Goshen, ID

USA 46526-5396

Tel.: (219) 534-2585

Fax: (219) 534-3417

Page 2-8-17

Aug 27/2004





0HJT8 Airgas Northeast Inc.

325 McCausland Court

Cheshire, CT

USA 06410

Tel.: (203) 250-6800

Fax: (203) 250-6834

0NYSS(m) PRC-Desoto International

5430 San Fernando Road

Glendale, CA

USA 91203

Tel.: (818) 240 2060

Fax: (818) 549-7595

0W138 Fine Organics Corp.6935 West 62nd Street

Chicago, IL

USA 60638

Tel.: Not available

Fax: Not available

00BB6(s) Indestructible Paints Inc.

66 Ema Ave.

USA 06460Milford, CT

Tel.: (203) 877-9243

Fax: (203) 876-7680

00198 Pratt Whitney Canada Corp.Attn: Parts’ Support (Mail Code 01OE4)1000 Marie Victorin Blvd.


Tel.: (450) 647-2777

Fax: (450) 647-2834

01058 Michigan Chrome Chemical Co.

8615 Grinnel Ave.

Detroit, MI

USA 48213-1152

Tel.: (313) 267-5279

Fax: Not available

01139(A) General Electric Co.

Attn: Rubber and Fluid Products Dept.Attn: Customer Support260 HudsonRiver Rd.

Waterford, NY

USA 12188

Tel.: (518) 233-3330 or (800) 255-8886

Fax: Not available

Page 2-8-18

Aug 27/2004





01139(B) General Electric Co.

(m) Attn: Silicone Sales Dept.Attn: Customer Support260 Hudson River Road

Waterford, NY

USA 12188

Tel.: (518) 233-3330 or (800) 255-8886

Fax: (518) 233-3931

02ERO(m) MAG-CHEM

190 Blvd. Industriel

Boucherville

Quebec J4B 2X3

Canada

Tel.: (800) 363 9929

Tel.: (450) 655 1344

Fax: (450) 655 5428

URL: www.magchem.com02258 Enthone-OMI Inc.

P.O. Box 1900

West Haven, CT

Tel.: (203) 934-8611

USA 06516-4147

Fax: (203) 799-1513

02570(m) Swagelok Co.

(formally Crawford Fitting Co.)29500 Solon Road

Solon, OHUSA 44139

Tel.: (440) 248-4600

Fax: (440) 349-5970

03042 Dennison Carter (Ref. S0089)03530 American Gas Chemicals Co. Ltd.

220 Pegasus Ave.

Northvale, NJ

USA 07647-1904

Tel.: (201) 767-7300 or (800) 288-3647

Fax: 9201) 767-1741

E-mail: [email protected] Philips Elmet Corp.

1560 Lisbon Road

Lewiston, ME

USA 04240

Tel.: (207) 784-3591 or (800) 526-7480

Fax: Not available

Page 2-8-19

Aug 27/2004





05867 Fine Organics Corp.205 Main Street

PO. Box 687

Lodi, NJ

USA 07644-0687

Tel.: (973) 472-6800 or (800) 526-7480

Fax: (973) 472-6810

E-mail: [email protected]

05972(m) Permatex Industrial Corp.Div. of Loctite North America Group1001 Trout Brook CrossingRock Hill, CT

USA 06067-3910

Tel.: (860) 571-5100

Fax: (860) 571-5465

06090 Raychem Corp.Electronic Systems Group300 Constitution Drive

Menlo Park, CA

USA 94025-1111

Tel.: (650) 361-3333Fax: (650) 361-3485

08071 (m) M i Ilipore Co rporation

80 Ashby Road

Bedford

MA 01730-2271

USA

Tel.: (781) 275 9200

Fax: (781) 275 5550

08338 Allied Chemicals Canada Ltd.

FluorineProducts201 City´•Centre Dr.


Canada L5B 2i4Tel.: (905) 276-9211

Fax: (905) 276-5711

09185(m) Litton Industries.

Kester Solder Division

515 E. Touhy Ave.

Des Plaines, IL

USA 60018-2675

Tel.: (847) 297-1600 or (800) 253-7837

Fax: (847) 390-9338 or (847) 699-5548

E-mail: customerservice kester.com

Page 2-8-20

Aug 27/2004





1A053(s) AAA Aircraft Supply Co.

36 Suffield Street

PO. Box 411

Windsor Locks, CT 06096-1320

USA

Tel.: (860) 627-0181

Fax: (860) 623-2483

1C394 Dulson Frank and Co. Ltd.

5760 Pare Street

Montreal, QuebecCanada H4P 1R9

Tel.: (514) 735-4681

Fax: (514) 735-8566

1DD67(m) Miller-Stephenson Chemical Co. Inc.

6348 Oakton Street

Morton Grove, IL

USA 60053

Tel.: (847) 966-2022 or (800) 992-2424

Fax: (847) 966-8468

E-mail: www.miller-stephenson.com

1E473(m) Miller-Stephenson Chemical Co. Inc.

12261 Foothill Boulevard

Sylamar, CAUSA 91342

Tel.: (818) 896-4714 or (800) 992-2424

Fax: (818) 896-6086

1V074 Sulflo Inc.

1158 Erie Ave.

P.O. Box 285

North Tonawanda NY

USA 14120-3507

Tel.: (716) 695-3585

Fax: (716) 695-0367

10178(s) Kester Solder Co. of Canada Ltd.

1 Prince Charles Road

P.O. Box 474

Brantford, Ontario

Canada N3T 5N9

Tel.: (519) 753-3425

Fax: (519) 753-0641

Page 2-8-21

Aug 27/2004





18598(m) Miller-Stephenson Chemical Co. Inc.

George Washington HighwayP.O. Box 905

Danbury, CT

USA 06813

Tel.: (203) 743-4447 or (800) 992-2424

Fax: (203) 791-8702

E-mail: www.miller-stephenson.com2R128 Castrol Inc.

Speciality Products DivisionSuite 230

16715 Van Karman Avenue

Irvine, CA

USA 92714

Tel.: (714) 660-9414 or (800) 458-5823,Ext. 3012

Fax: Not available

2R602 Astrolite AlloysDiv. of Astro Metallurgical709 Via Alondra

Camarillo, CAUSA93010-8714

Tel.: (805) 484-3621 or (800) 235-5935

Fax: (805) 388-0577

20913 NCH Corp.PO. Box 152170

2727 Chemsearch Blvd.

Irving, TX

USA 75015

Tel.: (214) 438-0211

Fax: Not available

21361 B&B Tritech Inc.

875 West 20th St.

Hialeah, FL

USA 33010-2310

Tel.: (305) 888-5247

Fax: (305) 887-4587

22980 Sanford (A Newell Co.)(m) 2711 Washington Blvd.

Bellwood, IL

USA 60104

Tel.: (708) 649-3513

Fax: (708) 649-3594

E-mail: www.sanfordcorp.com

Page 2-8-22

Aug 27/2004





23373(m) Chemetall Oakite Western Branch

16961 Knott Avenue

La Mirada, CAUSA 90638-6015

Tel.: 1-800-331-1197

Tel.: (714) 739-2821

Fax: (714) 670-6480

Chemetall Oakite Eastern Branch

50 Valley Road

Berkeley Heights, NJ

USA 07922

Tel.: 1-800-526-4473

Tel.: (908) 464-6900

Fax: (908) 464-6917

Chemetall Oakite Canada

115 East Drive

Bramalea, Ontario

Canada L6T 1B7

Tel.: 1-800-668-4318

Tel.: (905) 791-1628

Fax: (905) 791-1527

25645 Whitford Corp.33 Sproul Road

Frazer, PA

USA 19355

Tel.: (610) 296-3200

Fax: (610) 647-4849

28112 Minnesota Mining Mfg. Co.

3M CompanyIndustrial Chemical Products

3M Center St.

St. Paul, MN

USA 55144-1000

Tel.: (800) 364-3577

Fax: (612) 737-7117

28835 Hobart Bros. Co.

Hobart Square600 W. Main Street

Troy, OH

USA 45373

Tel.: (937) 332-4000

Fax: (937) 332-4090

Page 2-8-23

Aug 27/2004





29372 Fairchild Industries Inc.

Fairchild Aerospace Fastener Division

3000 West Lomita Blvd.

Torrance, CA

USA 90505-5103

Tel.: (310) 784-0700 or (310) 530-0963

Fax: (310) 539-6940

30133 Ideal Stencil Machine and Tape102 Iowa Avenue

P.O. Box 305

Belleville, IL

USA 62222-0305

Tel.: (618) 233-0162

Fax: Not available

331 50 Steven Industries, Inc.

39 Avenue C

Bayonne, NJ

USA 07002

Tel.: Not available

Fax: Not available

33333 Washington Mills

Electro Minerals Corp.1801 Buffalo Avenue

Niagara Falls NY

USA 14302

Tel.: (716)278-6600 or (800) 828-1666

Fax: Not available

33564(A) Dexter AerospaceMaterials Division

2850 Willow Pass Rd.

Pittsburg, PA

USA 94565-3299

Tel.: (510) 458-8000

Fax: (510) 458-8030

33564(8) Dexter AerospaceElectronic Materials Division

211 Franklin Street

Orlean, NY

USA 14760

Tel.: (716) 372-6300

Fax: (716) 372-6864

Page 2-8-24

Aug 27/2004





35502 Magna Chemical Ltd.

190 Blvd. Industriel

Boucherville, QuebecCanada J4B 2X3

Tel: (450) 655-1344

Fax: (450) 655-5428

36131 Shell Canada Products Limited

400 4th Ave. SW

PO. Box 100

Station M

Calgary, Alberta

Canada T2P 2H5

Tel.: (403) 691-3111

Fax: (403) 691-3777

36325 Deane Co.

Div. of Groulx-Robertson Ltee./Ltd.

190 Oneida Drive

Pointe Claire, QuebecCanada H9R 1A8

Tel.: (514) 697-3730

36382 Witco Canada

Fax: (514) 697-3887

565 Coronation Drive

West Hill, Ontario

Canada M1E 2K3

Tel.: (416)284-1661Fax: (416) 284-4316

36842 Anachemia Canada Inc.

500 2nd Avenue

Ville St. Pierre, QuebecCanada H8R 1M3

Tel.: (514) 489-5711

Fax: (514) 363-5281

37127(m) Brent Canada Ltd.

363 Arvin Avenue

Stoney Creek, Ontario

Canada L8E 2M8

Tel.: (905) 662-8046

Fax: (905) 662-5966

Page .2-8-25

Aug 27/2004





39211 Inte~astlnc.

21 Constellation Court

PO. Box 6984

Toronto, OntarioCanada M9W 1K4

Tel.: (416) 674-0770

Fax: (416) 674-5804

39918 Sulzer Metco (Westbury) Inc.

1101 Prospect Ave.

Westbury, Long Island, NY

USA 11590-2724

Tel.: (516) 334-1300

Fax: (516) 338-2486

44197 Norton Co. (Export Sales)(m) 1 New Bond Street

PO. Box 15008

Worchester, MA

USA 01606-0008

Tel.: (508) 795-5307 or (800) 446-1119

Fax: (508) 795-4130

44389 Oakite Products Inc.

(Chemetall Chemical Products Inc.)50 Valley Road

Berkeley Heights, NJ

07922-2712

USA

Tel.: (800) 526-4473

Tel.: (908) 508-2214

Fax: (908) 464-7914

URL: www.oakite.com

:5W425(m) Emhart Corp.Bostik Division

Boston Street

Middleton, MA

USA 01949

Tel.: (978) 777-0100

Fax: (978) 750-7212

55403(m) Caig Laboratories Inc.

12200 Thatcher Court

Poway,CAUSA 92064

Tel.: (858) 486-8388

Fax: (858) 486-8398

E-mail: [email protected]:http~www.caig.com

Page 2-8-26

Aug 27/2004



IABLE 2-8-2, Supplier Codes and Addresses (Cont’d)


56444 National Chemsearch

245 Orenda Road

Bramalea, OntarioCanada L6T 1E7

Tel.: (416) 457-5220 or (800) 268-0804

Fax: (416) 457-5220

55596 Polymet Corp.10073 Commerce Park Drive

Cincinnati, OH

USA 45246

Tel.: (513) 874-3586

Fax: (513) 874-2880

56883 Penetone Corp.Sub. of West Chemical Products Inc.

74 Hudson Avenue

Tenafly, NJ

USA 07670-1017

Tel.: (201) 567-3000

Fax: (201) 569-5340

57965 Stoody Deloro Stellite

Welding Rods Wires Division

16425 Gale Avenue

Industry, CA

USA 91749

Tel.: (818) 968-0717 or (800) 227-9333

Fax: Not available

58401(m) United States Welding Corp.3579 Hwy., 50 East #104

Carson City, NV

USA 89701

Tel.: (702) 883-7878 or (800) 423-5964

Fax: (702) 883-7776

E-mail: www.usweldingcorp.com58913 Sermatech International Inc.

(m) Materials Division

155 South Limerick Road

Limerick, PA

USA 19468-1603

Tel.: (610) 948-5100

Fax: (610) 948-5407

Page 2-8-27

Aug 27/2004





58933 Furon

CHR Division

T F Furon Division

3660 Edison Place

Rolling Meadows, IL

USA 60008-1013

Tel.: (708) 392-8090 or (800) 323-1650

Fax: (708) 392-0403

59595 Texaco Inc.

2000 Westchester Avenue

White Plains, NY

USA 10650

Tel.: (914) 253-4000

Fax: (914) 253-7753

or

Reverside DriveEast Harfford, CT

USA 06118

Tel.: (860) 569-8297

Fax: Not available

60226 Battenfield Grease Oil Corp. of New York

1174 Erie Avenue

PO. Box 728

North Tonawanda, NY

USA 14120

Tel.: (716) 695-2100

Fax: Not available

60543 Ryder-Aviall2075 DiplomatPO. Box 7086

Dallas, TX

USA 75234

Tel.: (214) 406-2000

Fax: Not available

60773 Alox Corporation3943 Buffalo Ave.

P.O. Box 517

Niagara Falls, NY

USA 14302

Tel.: Not availableFax: Not available

Page 2-8-28

Aug 27/2004





61158(m) Unifrax Corp.(The Carborundum Co.)2351 Whirlpool St.

Niagara Falls, NY

USA 14305-2413

Tel.: (716) 278-3827

Tel.: Canada: (800) 635-4464

Fax: (716) 278-3904

E-mail: www.unifrax.com

63262 Textron Speciality Materials

Sub. of Textron Inc.

2 Industrial Avenue

Lowell, MA

USA 01851-5107

Tel.: (978) 452-8961

Fax: (978) 454-5619

63726 Metallurgical Technologies Inc.

14436 Max Road

Route 4, Box 4752

Pearland, TX

Tel.: (281) 485-7765

USA 77581-9709

Fax: (281) 485-0211

66724 LPS Laboratories

(m) Division of Holt Lloyd Corp.P.O. Box 105052

4647 Hugh Howell Road

Tucker, GA

USA 30084-5052

Tel.: (800) 241-8334

Fax: (770) 493-9206

E-mail: [email protected] Daubert Chemical Co. Inc.

4700 South central SW

Chicago, IL

USA 60638

Tel.: (312) 496-7350

Fax: Not available

Rage 2-8-29

Ai~g 27/2004





70362 Dixon Ticonderoga Co.

Sandusky Division

1706 Hayes Avenue

PO. Box 2258

Sandusky, OH

USA 44870-4732

Tel.: (419) 625-9545 or (800) 824-9430

Fax: (419) 625-0719

71410 Parker Amchem

Division of Henkel Corp.32100 Stephenson Hwy.Madison Heights, MI

USA 48071

Tel.: (800) 222-2600 Ext. 286

Tel.: (800) 583-9300 Ext. 261

Fax: (248) 583-9387

71984(m) Dow Coming Corp.2200 West Salzburg Rd.

PO. Box 994

Midland, MI

Tel.: (517) 496-6000 or (800) 248-2481

USA 48686-0994

Fax: (517) 496-6974

73165 Fel-Pro Inc.

Div. of Felt Products Mfg. Co.

7450 North McCormick Blvd.

P.O. Box 1103

;I Skokie, IL

USA 60076-8103

Tel.: (847) 674-7700 or (800) 323-4356

Fax: (847) 674-0019

73219 Fiske Brothers Refining Co.129 Lockwood Street

Newark, NJ

USA 07105-4720

Tel.: (973) 589-9150

Fax: (973) 589-4432

75437 EOE Inc.

585 Fourth Street

PO. Box 177

Troy, NyUSA 12181

Tel.: (518) 272-6922

Fax: (518) 272-2182

Page 2-8-30

Aug 27/2004



I

:i



75554 Jackson Lea

A unit of Jackson Inc.

75 Progress Lane

P.O. Box 71

Waterbury, CT

USA 06705

Tel.: (203) 753-5118

Fax: (203) 754-3770

76071 Macdermid Inc.

245 Freight Street

Waterbury, CT

USA 06702

Tel.: (203) 575-5700 or (800) 325-4158

Fax: Domestic: (203) 575-5630

Fax: International: (203) 575-7900

76381(m) 3M Company3M Center

St. Paul, MN

USA 55144-1000

Tel.: (612) 737-6501 or (800) 364-3577

8E913 Zip-chem Products

Fax: (612) 737-7117

A division of ANDPAK-EMA, Inc.

1860 Dobbin Drive

San Jose, CA

USA 95133

Tel.: (408) 729-0291

Fax: (408) 272-8062

8R378 Hammill and Gillespie Inc.

154 Livingstone Avenue

P.O. Box 104

Livingstone, NJ

USA 07039-3017

Tel.: (201) 994-3650

Fax: Not available

8W577(m) Aerospace Specifications Metals

1384 W. McNab Rd.

Ft. lauderdale, FL

USA 33309

Tel.: (954) 977-0666

Fax: (954) 977-3858

Page 2-8-31

Aug 27/2004





80703 Saureisen Cements Co.

160 Gamma Drive

Pittsburgh, PA

USA 15238-2920

Tel.: (412) 963-0303

Fax: (412) 963-7620

82682(m) Tempil Inc.

2901 Hamilton Road

South Plainfield, NJ

USA 07080

Tel.: (800) 757-8300

Fax: (908) 757-9273

82925 Octagon Processes, Inc.

596 River Road

Edgewater, NJ

USA 07020

Tel.: (201) 945-9400

Fax: Not available

85665 Witco Corp.1 American Lane

Greenwich, Conn.

USA 06831-2559

Tel.: 1-800-494-8287

Fax: (203) 552-2849

Intl. Fax: (203) 552-3414

85884 Ecolab Inc.

Ecolab Center

370 Wabasha St.

St. Paul, MN

USA 55102-1307

Tel.: (612) 293-2570

Fax: Not available

86459(m) Penreco

138 Petrolia St.

Karns City, PA

USA 16041

Tel.: (800) 245-3952

Fax: (724) 756-1050

87889 The Texacone Co.

4111 Forney Rd.

Mesquite, TX

USA 75149-2722

Tel.: (800) 235-2727

Fax: Not available

Page 2-8-3?Aug 27/2004.





88375 Wyandotte Paint Products Co.

650 Stephenson HighwayP.O. Box 1196

Troy, MI

USA 48099

Tel.: Not available

Fax: Not available

9)(212 Shell International Petroleum Co.

Shell Center

London, SE1 7NA

EnglandTel.: 44-171-934-1234

Fax: 44-171-934-8060

96043 Driaire

26 Fitch St.

P.O. Box 569

South Nonnralk, CT

USA 06856

Tel.: Not available

Fax: Not available

98148(m) Dykem Co.

3624 West Lake Ave.

Glenview, IL

USA 60025

Tel.: (800) 323-9538

Fax: (800) 323-9536

99742 Permacel

Div. of Nitto Penko America

U.S. Highway No. 1

P.O. Box 671

New Brunswick, NJ

USA 08903

Tel.: (732) 418-2400

Tel.: Telex: 6858014 PERMACEL

Fax: (732) 418-2739

Page 2-8-33/34

Aug 27/2004

PART

LINE MAINTENANCE



TABLE OF CONTENTS

SUBJECT PAGE

PART 3 LINE MAINTENANCE

SECTION 1 SPECIAL TOOLS

1. GENERAL 3-1-1

SECTION 2 REMOVAL AND INSTALLATION

1. GENERAL 3-2-1

PROPELLER SHAFT OIL SEAL

2. REPLACEMENT (Pre-SB1227) 3-2-1

3. REMOVAL NON-SPLIT TYPE SEAL (Pre-SB1227) 3-2-1

A. Procedure 3-2-1

4. REMOVAL NON-SPLIT TYPE SEAL (Post-SB1227,Pre-SB1377/Post-SB1 390 AND Post-SB1377 EXCLUDING

PT6A-6A ENGINES) 3-2-1

A. Procedure 3-2-1

5. INSTALLATION NON-SPLIT TYPE SEAL (Pre-SB1227) 3-2-2

A. Procedure 3-2-2

6. INSTALLATION NON-SPLIT TYPE SEAL (Post-SB1227,Pre-SB1 377/Post-SB1390 AND Post-SB1 377/Post-SB1381,EXCLUDING PT6A-6A ENGINES) 3-2-5

A. Procedure 3-2-5

7. REMOVAL SPLIT TYPE SEAL 3-2-7

A. Procedure 3-2-7

8. INSTALLATION SPLIT TYPE SEAL 3-2-8

A. Procedure 3-2-8

POWER SECTION

9. REMOVAL 3-2-8

A. Procedure 3-2-8


PARTS CONTENTS Dec 02/2005Page 1




SECTION 2 REMOVAL AND INSTALLATION (Cont’d)

A. Procedure 3-2-10

T5 THERMOCOUPLE HARNESS (PT6A-6/C20 AND PT6A-20 (PRE-SB1073) ENGINES) AND

POST-SB1246 ALL MODELS

11. REMOVAL 3-2-13

A. Procedure 3-2-13


A. Procedure 3-2-15

T5 THERMOCOUPLE HARNESS, BUS-BAR AND PROBES (PT6A-20/-20B (POST-SB1073) AND

ALL PT6A-20A ENGINES) AND POST-SB1246 ALL MODELS

13. REMOVAL OF HARNESS 3-2-18

A. Procedure 3-2-18

14. INSTALLATION OF HARNESS 3-2-19

A. Procedure 3-2-19

15. REMOVAL OF BUS-BAR AND PROBES (Post-SB1212) 3-2-19

A. Procedure 3-2-19

16. INSTALLATION OF BUS-BAR AND PROBES (Post-SB1212) 3-2-21

A. Procedure 3-2-21

COMPRESSOR TURBINE DISK

17. REMOVAL (Pre-SB1043 ENGINES) 3-2-22

A. Procedure 3-2-22

18. INSTALLATION (Pre-SB1043 ENGINES) 3-2-23

A. Procedure 3-2-23

19. REMOVAL (Post-SB1043 AND ALL PT6A-20A ENGINES) 3-2-25

A. Procedure 3-2-25






20. INSTALLATION (Post-SB1043 AND ALL PT6A-20A ENGINES) 3-2-27

A. Procedure 3-2-27

TURBINE INLET T4 THERMOCOUPLE HARNESS (PT6A-6 SERIES ENGINES)

21. REMOVAL 3-2-29

A. Procedure 3-2-29


A. Procedure 3-2-29

T4 TRIM HARNESS (PT6A-6 SERIES ENGINES, POST-SB1193)

23. GENERAL 3-2-31

24. REMOVAL 3-2-32

A. Procedure 3-2-32


A. Procedure 3-2-32

26. FUNCTIONAL CHECK 3-2-32

A. Procedure 3-2-32

GLOW PLUGS AND CABLES (PRE-SB1429)

27. REMOVAL 3-2-33

A. Procedure 3-2-33


A. Procedure 3-2-33

SPARK IGNITERS AND IGNITER CABLES (POST-SB1429)

29. REMOVAL 3-2-33

A. Procedure 3-2-33


A. Procedure 3-2-37






31. FUEL DUMP VALVE AND FUEL MANIFOLD ADAPTER

ASSEMBLIES 3-2-39

A. Removal 3-2-39

32. REPLACEMENT OF FUEL NOZZLES LEAKAGE TEST 3-2-41

A. Procedure 3-2-41


A. Procedure 3-2-43

GAS GENERATOR CASE DRAIN VALVES

34. REMOVAL 3-2-49

A. Procedure 3-2-49


A. Procedure 3-2-49

COMBUSTION CHAMBER LINER

36. REMOVAL 3-2-49

A. Procedure 3-2-49


A. Procedure 3-2-51

POWER TURBINE GOVERNOR AND NF TACHOMETER-GENERATOR (ALL ENGINES EXCEPT

PT6A-20A AND -208)

33. REMOVAL 3-2-51

A. Procedure 3-2-51


A. Procedure 3-2-52






PROPELLER GOVERNOR (PT6A-20A AND -20B ENGINES)

40. REMOVAL 3-2-52

A. Procedure 3-2-52


A. Procedure 3-2-53

AIR INLET SCREEN

42. REMOVAL 3-2-53

A. Procedure 3-2-53


A. Procedure 3-2-55

INLET FAIRING

44. REMOVAL 3-2-56

A. Procedure 3-2-56


A. Procedure Post-SB1056 and PT6A-20A Engines 3-2-56

WINTERIZED HEAT SHIELD

46. REMOVAL 3-2-56

A. Procedure 3-2-56


A. Procedure 3-2-57

COMPRESSOR BLEED VALVE

48. REMOVAL 3-2-57

A. Procedure 3-2-57

49. REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3022954)(Pre-SB1414) 3-2-57






A. Procedure 3-2-57

50. REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3027249)(Post-SB1414) 3-2-59

A. Procedure 3-2-59


A. Procedure 3-2-64

FUEL CONTROL UNIT

52. REMOVAL 3-2-64

A. Procedure 3-2-64


A. Procedure 3-2-66

54. STORAG E 3-2-67

A. Preservation of FCU 3-2-67

B. Depreservation or Reconditioning of FCU after Storage 3-2-68

C. Packaging and Shipping of FCU 3-2-68

FUEL PUMP

55. REMOVAL 3-2-69

A. Procedure 3-2-69


A. Procedure 3-2-71

FUEL PUMP OUTLET FILTER (VANE-TYPE PUMP) (PRE-SB1071 ENGINES)

57. REMOVAL 3-2-72

A. Procedure 3-2-72


A. Procedure 3-2-72






FUEL PUMP INLET SCREEN (VANE-TYPE PUMP) (POST-SB1071 AND POST-SB1112

ENGINES)

59. REMOVAL 3-2-72

A. Procedure 3-2-72


A. Procedure 3-2-74

FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1096 AND PRE-SB1155 ENGINES)

61. REMOVAL 3-2-74

A. Procedure 3-2-74


A. Procedure 3-2-74

FUEL PUMP OUTLET FILTER (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A

ENGINES)

63. REMOVAL 3-2-76

A. Procedure 3-2-76


A. Procedure 3-2-76

FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A

ENGINES)

65. REMOVAL 3-2-76

A. Procedure 3-2-76


A. Procedure 3-2-76


67. REMOVAL 3-2-78

A. Procedure 3-2-78







A. Procedure 3-2-78

PNEUMATIC CONTROL LINE (P3) AND P3 AIR FILTER

69. GENERAL 3-2-79

70. REMOVAUINSTALLATION OF ELECTRICAL CONNECTOR 3-2-79

A. Procedure 3-2-79

71. REMOVAL (Pre-SB1294) 3-2-81

A. Procedure 3-2-81

72. REPLACEMENT OF P3 FILTER ELEMENT (Post-SB1294) 3-2-83

A. Procedure 3-2-83

73. REMOVAL (Post-SB1294) 3-2-83

A. Procedure 3-2-83

74. INSTALLATION (Pre-SB1294) 3-2-88

A. Procedure 3-2-88

75. INSTALLATION (Post-SB1294) 3-2-89

A. Procedure 3-2-89

OIL FILTER

76. REMOVAL OF FILTER ELEMENT 3-2-90

A. Procedure 3-2-90

77. INSTALLATION OF FILTER ELEMENT 3-2-90

A. Procedure 3-2-90

78. REMOVAL OF FILTER HOUSING (Pre-SB1247) 3-2-91

A. Procedure 3-2-91

79. INSTALLATION OF FILTER HOUSING (Pre-SB1247) 3-2-91

A. Procedure 3-2-91






80. STATIC LEAK CHECK OF FILTER HOUSING (Pre-SB1247) 3-2-91

A. Procedure 3-2-91

81. REMOVAL OF CHECWBYPASS VALVE ASSEMBLY (Pre-SB1247) 3-2-93

A. Procedure 3-2-93

82. INSTALLATION OF CHECK/BYPASS VALVE ASSEMBLY

(Pre-SB1247) 3-2-95

A. Procedure 3-2-95

OIL FILTER HOUSING (POST-SB1247)

83. REMOVAL 3-2-95

A. Procedure 3-2-95


A. Procedure 3-2-97

85. STATIC LEAK CHECK 3-2-97

A. Procedure 3-2-97

OIL FILTER CHECK AND BYPASS VALVE ASSEMBLY (POST-SB1247)

86. REMOVAL 3-2-97

A. Procedure 3-2-97

87. INSTALLATION 3-2-1 00

A. Procedure 3-2-1 00

OIL PRESSURE RELIEF VALVE

88. REMOVAL 3-2-1 00

A. Procedure 3-2-100






TABLE OF CONTENTSSU BJ ECT PAGE


IGNITION SYSTEM BALLAST TUBES (PRE-SB1429)

90. REMOVAL 3-2-101




IGNITION CURRENT REGULATOR (PRE-SB1429)

92. REMOVAL 3-2-101




IGNITION EXCITER (POST-SB1429)

94. REMOVAL 3-2-1 03




OIL-TO-FUEL HEATER

96. REMOVAL 3-2-1 05




ACCESSORY DRIVE SEALS

93. REMOVAL 3-2-1 09









PROPELLER REVERSING INTERCONNECT LINKAGE

100. GENERAL 3-2-111

101. REMOVAL OF REVERSING SYSTEM FLOW DIVIDER VALVE

(PT6A-6A ENGINES) 3-2-111


102. INSTALLATION OF REVERSING SYSTEM FLOW DIVIDER

VALVE (PT6A-6A ENGINES) 3-2-114


103. REMOVAL OF PROPELLER REVERSING REAR LINKAGE



104. INSTALLATION OF PROPELLER REVERSING REAR LINKAGE



105. REMOVAL OF PROPELLER REVERSING FRONT LINKAGE



106. INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE



107. REMOVAL OF PROPELLER REVERSING REAR LINKAGE

(PT6A-6B, -6/C20, -20, -20A AND -20B ENGINES) 3-2-120


108. INSTALLATION OF PROPELLER REVERSING REAR LINKAGE

(PT6A-6B, -6/C20, -20, -20A AND -20B ENGINES) 3-2-121


109. ADJUSTMENT OF PROPELLER REVERSING REAR LINKAGE

(PT6A-6B, -6/C20, -20, -20A AND -208 ENGINES) 3-2-125


PART3 CONTENTS Dec ´•02/2005Page 11






(PT6A-6B, -6/C20 AND -20 ENGINES) 3-2-126



(PT6A-6B, -6C/20 AND -20 ENGINES) 3-2-128


112. SPRING STOP (OPTIONAL) (PT6A-6B AND -20 ENGINES) 3-2-130


113. INSTALLATION OF PROPELLER REVERSING INTERCONNECT

FRONT AND REAR LINKAGE (PT6A-6B AND -20 ENGINES) 3-2-130



(PT6A-20A AND -20B ENGINES) 3-2-131



(PT6A-20A AND -20B ENGINES) 3-2-137


116. INSTALLATION OF PROPELLER REVERSING INTERCONNECT

FRONT AND REAR LINKAGE (PT6A-20A AND -20B ENGINES) 3-2-138


SECTION 3 INSPECTION

1. INTRODUCTION 3-3-1

CONTROL LINKAGE

2. GENERAL 3-3-6

CORROSION

3. GENERAL 3-3-7





SECTION 3 INSPECTION (Cont’d)

TUBING AND HOSE ASSEMBLIES

4. TUBING 3-3-7

A. Procedure 3-3-7

5. INSULATED TUBES 3-3-7

A. Procedure 3-3-7

6. HEATED TUBES 3-3-8

A. Procedure 3-3-8

7. HOSE ASSEMBLIES 3-3-9

8. METAL BRAID 3-3-9

ACCESSORIES

9. STARTER-GENERATOR GEARSHAFT 3-3-9

A. Procedure 3-3-9

IN-SERVICE INSPECTION

10. HOT SECTION COMPONENTS 3-3-11

A. Procedure 3-3-11

11. POWER SECTION MODULE 3-3-13

A. Procedure 3-3-13

12. COMBUSTION CHAMBER (SMALL EXIT DUCT, INNER AND

OUTER COMBUSTION CHAMBER LINER ASSEMBLIES) 3-3-14

A. Procedure 3-3-14

13. CT VANE RING 3-3-15

A. Procedure 3-3-15

14. CT BLADES 3-3-17

C. Procedure 3-3-21

15. CT SHROUD SEGMENTS 3-3-21




TABLE OF CONTENTSS U BJ ECT FAG E


Is. POWER TURBINE (PT) VANE RING 3-3-21

A. Procedure 3-3-21

17. PT BLADES 3-3-22

HOT SECTION INSPECTION

18. GENERAL 3-3-22

A. Procedure 3-3-22

B. General 3-3-22


19. INSPECTION 3-3-24

A. General 3-3-24

B. Procedure 3-3-24

C. Inspection 3-3-25


20. GENERAL 3-3-25

21. ACCEPTABLE CONDITIONS REPAIR UNNECESSARY 3-3-25

A. Procedure 3-3-25

22. ACCEPTABLE CONDITIONS REPAIR NECESSARY 3-3-27

A. Procedure 3-3-27

23. UNACCEPTABLE CONDITIONS NO REPAIR PERMITTED 3-3-35

A. Procedure 3-3-35

24. COMBUSTION CHAMBER SMALL AND LARGE EXIT DUCTS 3-3-35

A. Procedure 3-3-35

COMPRESSOR TURBINE BLADE TIP CLEARANCE

25. GENERAL 3-3-39

PART3 CONTENTS Page 14

Dec 02/2005´•





COMPRESSOR AND POWER TURBINE BLADES

26. GENERAL 3-3-39

COMPRESSOR AND POWER TURBINE VANES

27. GENERAL 3-3-43

COMPRESSOR BLADES (FIRST STAGE)

28. GENERAL 3-3-50

29. DAMAGE LIMITS NARROW CHORD (Pre-SB1094 ENGINES) 3-3-50

A. Procedure 3-3-50

30. EROSION LIMITS NARROW CHORD (Pre-SB1094 ENGINES 3-3-52

A. Procedure 3-3-52

31. DAMAGE LIMITS WIDE CHORD (Post-SB1094 AND ALL


A. Procedure 3-3-52

32. EROSION LIMITS WIDE CHORD (Post-SB1094 AND ALL


COMPRESSOR TURBINE VANES


A. Procedure 3-3-56

TURBINE INLET T4 THERMOCOUPLE HARNESS

34. GENERAL 3-3-56


A. Procedure 3-3-56

B. Checking 3-3-58

T5 THERMOCOUPLE HARNESS, PROBES AND BUS-BAR (PT6A-6/C20, -20, -20A AND -208

ENGINES)

36. GENERAL 3-3-58







A. Procedure 3-3-59


A. Procedure 3-3-60

COMPRESSOR TURBINE SHROUD HOUSING AND INTERSTAGE SEALING RINGS

39. GENERAL 3-3-61

A. Procedure 3-3-61

GLOW PLUGS (PRE-SB1429)

40. INSPECTION/FUNCTIONAL CHECK 3-3-61

A. Procedure 3-3-61

SPARK IGNITERS AND SPARK IGNITION SYSTEM (POST-SB1429)


A. Procedure 3-3-63


A. Procedure 3-3-63

FUEL MANIFOLD ADAPTER ASSEMBLIES

43. GENERAL 3-3-65

A. Procedure 3-3-65


A. Procedure 3-3-66

OIL FILTER ELEMENT (POST-SB1038, POST-SB1118 AND ALL PT6A-20A ENGINES)

45. GENERAL 3-3-67

A. Procedure 3-3-67






CHIP DETECTOR

46. GENERAL 3-3-72

A. Procedure 3-3-72

B. Inspection 3-3-73

FUEL PUMP INLET SCREEN AND OUTLET FILTER (POST-SB1155 AND ALL PT6A-20A

ENGINES)

47. GENERAL 3-3-73

A. Procedure 3-3-73

B. Inspection 3-3-73

48. CURRENT REGULATOR (Pre-SB1429)- IGNITION BALLAST

TUBES 3-3-74

A. Procedure 3-3-74

ENGINE UNSCHEDULED INSPECTION

49. GENERAL 3-3-76

A. General 3-3-76

B. Performance Deterioration 3-3-76

C. Engine Overspeed 3-3-76

D. Overtemperature 3-3-76

E. Overtorque 3-3-77

F. Immersion in Water 3-3-77

G. Dropped Engine 3-3-77

H. Material Ingestion (e.g., ice, stones, etc.) 3-3-77

I. Bird Strike/Soft Material Ingestion (e.g., soft rags, plastic bags,etc.) 3-3-77

J. Chip Detector Circuit Completion and/or Debris in Oil Filter 3-3-78

K. Propeller Sudden Stoppage or Impact 3-3-78




TABLE OF CONTENTSS U BJ ECT FAG E


L. Propeller strike causing minor blade damage (e.g.,delamination, indentation, blade tip bent slightly, etc.). 3-3-79

M. Propeller Lightning Strike 3-3-79

N. Heavy Landing 3-3-79

O. Sustained Running at an Oil Temperature Outside Limits 3-3-80

P Loss of Oil or Oil Pressure or Low Oil 3-3-81

Q. Oil Pressure Follows Throttle 3-3-82

R. Contamination by Fire Extinguishing Agents 3-3-82

S. Audible Rubbing, Binding or Scraping 3-3-83

T. Propeller Windmilling after In-flight Shutdown 3-3-83

U. Starter-Generator Replacement 3-3-83

50. ENGINE OVERTEMPERATURE 3-3-84

51. ENGINE OVERTORQUE 3-3-84

52. BORESCOPE 3-3-84

A. General 3-3-84

B. Description 3-3-84

C. Removal/i nstal lation 3-3-86





PART PART


LEP 1 Dec 02/2005 3-1-10 Jun 10/2005

2 Dec 02/2005 3-1-11 Jun 10/2005

3 Dec 02/2005 3-1-12 blank Jun 10/2005

4 Dec 02/2005

Section 2 3-2-1 Nov 26/2004

Contents 1 Dec 02/2005 3-2-2 Nov 26/2004

2 Dec 02/2005 3-2-3 Nov 26/2004

3 Dec 02/2005 3-2-4 Nov 26/2004

4 Dec 02/2005 3-2-5 Nov 26/2004

5 Dec 02/2005 3-2-6 Nov 26/2004

6 Dec 02/2005 3-2-7 Nov 26/2004

7 Dec 02/2005 3-2-8 Nov 26/2004

8 Dec 02/2005 3-2-9 Nov 26/2004

9 Dec 02/2005 3-2-10 Nov 26/2004

10 Dec 02/2005 3-2-11 Nov 26/2004

11 Dec 02/2005 3-2-12 Nov 26/2004

12 Dec 02/2005 3-2-13 Nov 26/2004

13 Dec 02/2005 3-2-14 Nov 26/2004

14 Dec 02/2005 3-2-15 Nov 26/2004

15 Dec 02/2005 3-2-16 Nov 26/2004

16 Dec 02/2005 3-2-17 Nov 26/2004

17 Dec 02/2005 3-2-18 Nov 26/2004

18 Dec 02/2005 3-2-19 Nov 26/2004

3-2-20 Nov 26/2004

List of 1 Dec 02/2005 3-2-21 Nov 26/2004

Figures 2 Dec 02/2005 3-2-22 Nov 26/2004

3 Dec 02/2005 3-2-23 Nov 26/2004

4 Dec 02/2005 3-2-24 Nov 26/2004

3-2-25 Nov 26/2004

List of 1 Dec 02/2005 3-2-26 Nov 26/2004

Tables 2 blank Dec 02/2005 3-2-27 Nov 26/2004

3-2-28 Nov 26/2004

Section 1 3-1-1 Jun 10/2005 3-2-29 Nov 26/2004

3-1-2 Jun 10/2005 3-2-30 Nov 26/2004

3-1-3 Jun 10/2005 3-2-31 Nov 26/2004

3-1-4 Jun 10/2005 3-2-32 Nov 26/2004

3-1-5 Jun 10/2005 3-2-33 Nov 26/2004

3-1-6 Jun 10/2005 3-2-34 Nov 26/2004

3-1-7 Jun 10/2005 3-2-35 Nov 26/2004

3-1-8 Jun 10/2005 3-2-36 Nov 26/2004

3-1-9 Jun 10/2005 3-2-37 Nov 26/2004





PART PART


3-2-38 Nov 26/2004 3-2-79 Nov 26/2004

3-2-39 Nov 26/2004 3-2-80 Nov 26/2004

3-2-40 Nov 26/2004 3-2-81 Nov 26/2004

3-2-41 Nov 26/2004 3-2-82 Nov 26/2004

3-2-42 Nov 26/2004 3-2-83 Nov 26/2004

3-2-43 Nov 28/2004 3-2-84 Nov 26/2004

3-2-44 Nov 26/2004 3-2-85 Nov 26/2004

3-2-45 Nov 26/2004 3-2-86 Nov 26/2004

3-2-46 Nov 28/2004 3-2-87 Nov 26/2004

3-2-47 Nov 26/2004 3-2-88 Nov 26/2004

3-2-48 Nov 26/2004 3-2-89 Nov 26/2004

3-2-49 Nov 26/2004 3-2-90 Nov 26/2004

3-2-50 Nov 26/2004 3-2-91 Nov 26/2004

3-2-51 Nov 26/2004 3-2-92 Nov 26/2004

3-2-52 Nov 26/2004 3-2-93 Nov 26/2004

3-2-53 Nov 26/2004 3-2-94 Nov 26/2004

3-2-54 Nov 26/2004 3-2-95 Nov 26/2004

3-2-55 Nov 26/2004 3-2-96 Nov 26/2004

3-2-56 Nov 26/2004 3-2-97 Nov 26/2004

3-2-57 Nov 26/2004 3-2-98 Nov 26/2004

3-2-58 Nov 26/2004 3-2-99 Nov 26/2004

3-2-59 Nov 26/2004 3-2-100 Nov 26/2004

3-2-60 Nov 26/2004 3-2-101 Nov 26/2004

3-2-61 Nov 26/2004 3-2-102 Nov 26/2004

3-2-62 Nov 26/2004 3-2-103 Nov 26/2004

3-2-63 Nov 26/2004 3-2-104 Nov 26/2004

3-2-64 Nov 26/2004 3-2-105 Nov 26/2004

3-2-65 Nov 26/2004 3-2-106 Nov 26/2004

3-2-66 Nov 26/2004 3-2-107 Nov 26/2004

3-2-67 Nov 26/2004 3-2-108 Nov 26/2004

3-2-68 Nov 26/2004 3-2-109 Nov 26/2004

3-2-69 Nov 26/2004 3-2-110 Nov 26/2004

3-2-70 Nov 26/2004 3-2-111 Nov 26/2004

3-2-71 Nov 26/2004 3-2-112 Nov 26/2004

3-2-72 Nov 26/2004 3-2-113 Nov 26/2004

3-2-73 Nov 26/2004 3-2-114 Nov 26/2004

3-2-74 Nov 26/2004 3-2-115 Nov 26/2004

3-2-75 Nov 26/2004 3-2-116 Nov 26/2004

3-2-76 Nov 26/2004 3-2-117 Nov 26/2004

3-2-77 Nov 26/2004 3-2-118 Nov 26/2004

3-2-78 Nov 26/2004 3-2-119 Nov 26/2004





PART PART


3-2-120 Nov 26/2004 3-3-20 Dec 02/2005

3-2-121 Nov 26/2004 3-3-21 Dec 02/2005

3-2-122 Nov 26/2004 3-3-22 Dec 02/2005

3-2-123 Nov 26/2004 3-3-23 Dec 02/2005

3-2-124 Nov 26/2004 3-3-24 Dec 02/2005

3-2-125 Nov 26/2004 3-3-25 Dec 02/2005

3-2-126 Nov 26/2004 3-3-26 Dec 02/2005

3-2-127 Nov 26/2004 3-3-27 Dec 02/2005

3-2-128 Nov 26/2004 3-3-28 Dec 02/2005

3-2-129 Nov 26/2004 3-3-29 Dec 02/2005

3-2-130 Nov 26/2004 3-3-30 Dec 02/2005

3-2-131 Nov 26/2004 3-3-31 Dec 02/2005

3-2-132 Nov 26/2004 3-3-32 Dec 02/2005

3-2-133 Nov 26/2004 3-3-33 Dec 02/2005

3-2-134 Nov 26/2004 3-3-34 Dec 02/2005

3-2-135 Nov 26/2004 3-3-35 Dec 02/2005

3-2-136 Nov 26/2004 3-3-36 Dec 02/2005

3-2-137 Nov 26/2004 3-3-37 Dec 02/2005

3-2-138 Nov 26/2004 3-3-38 Dec 02/2005

3-2-139 Nov 26/2004 3-3-39 Dec 02/2005

3-2-140 blank Nov 26/2004 3-3-40 Dec 02/2005

3-3-41 Dec 02/2005

Section 3 3-3-1 Dec 02/2005 3-3-42 Dec 02/2005

3-3-2 Dec 02/2005 3-3-43 Dec 02/2005

3-3-3 Dec 02/2005 3-3-44 Dec 02/2005

3-3-4 Dec 02/2005 3-3-45 Dec 02/2005

3-3-5 Dec 02/2005 3-3-46 Dec 02/2005

3-3-6 Dec 02/2005 3-3-47 Dec 02/2005

3-3-7 Dec 02/2005 3-3-48 Dec 02/2005

3-3-8 Dec 02/2005 3-3-49 Dec 02/2005

3-3-9 Dec 02/2005 3-3-50 Dec 02/2005

3-3-10 Dec 02/2005 3-3-51 Dec 02/2005

3-3-11 Dec 02/2005 3-3-52 Dec 02/2005

3-3-12 Dec 02/2005 3-3-53 Dec 02/2005

3-3-13 Dec 02/2005 3-3-54 Dec 02/2005

3-3-14 Dec 02/2005 3-3-55 Dec 02/2005

3-3-15 Dec 02/2005 3-3-56 Dec 02/2005

3-3-16 Dec 02/2005 3-3-57 Dec 02/2005

3-3-17 Dec 02/2005 3-3-58 Dec 02/2005

3-3-18 Dec 02/2005 3-3-59 Dec 02/2005

3-3-19 Dec 02/2005 3-3-60 Dec 02/2005





PART

SECTION FAG E DATE

3-3-61 Dec 02/2005

3-3-62 Dec 02/2005

3-3-63 Dec 02/2005

3-3-64 Dec 02/2005

3-3-65 Dec 02/2005

3-3-66 Dec 02/2005

3-3-67 Dec 02/2005

3-3-68 Dec 02/2005

3-3-69 Dec 02/2005

3-3-70 Dec 02/2005

3-3-71 Dec 02/2005

3-3-72 Dec 02/2005

3-3-73 Dec 02/2005

3-3-74 Dec 02/2005

3-3-75 Dec 02/2005

3-3-76 Dec 02/2005

3-3-77 Dec 02/2005

3-3-78 Dec 02/2005

3-3-79 Dec 02/2005

3-3-80 Dec 02/2005

3-3-81 Dec 02/2005

3-3-82 Dec 02/2005

3-3-83 Dec 02/2005

3-3-84 Dec 02/2005

3-3-85 Dec 02/2005

3-3-86 Dec 02/2005

3-3-87 Dec 02/2005

3-3-88 Dec 02/2005

3-3-89 Dec 02/2005

3-3-90 Dec 02/2005

3-3-91 Dec 02/2005

3-3-92 Dec 02/2005

3-3-93 Dec 02/2005

3-3-94 blank Dec 02/2005





Propeller Shaft Oil Seal Garter Spring Figure 3-2-1 3-2-3

Propeller Shaft Oil Seal Figure 3-2-2 3-2-4


Power Section Rear View Figure 3-2-4 3-2-14

Power Section Rear View and T5 Thermocouple Assembly Figure 3-2-5 3-2-16

T5 Bus-bar and Probe Installation Figure 3-2-6 3-2-20

Compressor Turbine Splined Lock Arrangement Figure 3-2-7 3-2-24

Removal of CT Bolt Figure 3-2-8 3-2-26

Compressor Turbine Removal Figure 3-2-9 3-2-28

Compressor Turbine Disk and T4 Harness Installed Figure 3-2-10 3-2-30

Removal/i nstallation of T4 Trim Harness Figure 3-2-11 3-2-34

Removal/installation of Igniter Cables Figure 3-2-12 3-2-36

Fuel Manifold and Fuel Dump Valve (Typical) Figure 3-2-13 3-2-40

Fuel Nozzle Sheath Removal Figure 3-2-14 3-2-42

Fuel Manifold Adapter Assembly Leakage Test Fixture Figure 3-2-15 3-2-44

Clearance Checks -Fuel Nozzle Adapter and Sheath Figure 3-2-16 3-2-46

Fuel Manifold Adapter Assembly Figure 3-2-17 3-2-47

Fuel Manifold Adapter Assembly Figure 3-2-18 3-2-48

Combustion Chamber Liner Figure 3-2-19 3-2-50

Engine Front Linkage Figure 3-2-20 3-2-54

Compressor Bleed Valve Figure 3-2-21 3-2-58

Compressor Bleed Valve P/N 3022954 Figure 3-2-22 3-2-60

Compressor Bleed Valve P/N 3027249 Figure 3-2-23 3-2-62

Installation of Fuel Control Unit to Fuel Pump Figure 3-2-24 3-2-65

Fuel Control Unit (Typical)- Storage Figure 3-2-25 3-2-70

Fuel Pump Inlet Screen Figure 3-2-26 3-2-73




LIST OF FIGURES

FIGURE PAGE

Fuel Pump Inlet Screen Removal Figure 3-2-27 3-2-75

Fuel Pump and Filter Assembly Figure 3-2-28 3-2-77

Temperature Compensator Figure 3-2-29 3-2-80

Electrical Connector Wiring Details Figure 3-2-30 3-2-82

Temperature Compensator and P3 Tube Figure 3-2-31 3-2-84

Pneumatic Lines and P3 Filter Figure 3-2-32 3-2-86

Disassembly/Assembly of Oil Filter Figure 3-2-33 3-2-92

Oil Filter Cover and Element Figure 3-2-34 3-2-94

Oil Filter Housing Figure 3-2-35 3-2-96

Oil Filter Element, Housing and Bypass/Check Valve Figure 3-2-36 3-2-98

Main Oil Pressure Relief Valve Figure 3-2-37 3-2-102

Ignition Current Regulator Figure 3-2-38 3-2-104

Removal/installation of Ignition Exciter Figure 3-2-39 3-2-106

Oil-to-Fuel Heater Figure 3-2-40 3-2-108

Accessory Drive Seal Replacement (Typical) Figure 3-2-41 3-2-110

Flow Divider Valve Assembly Figure 3-2-42 3-2-112

Engine Controls and Reversing System Figure 3-2-43 3-2-116

Engine Controls and Reversing System Figure 3-2-44 3-2-122

Engine Rear Linkage Figure 3-2-45 3-2-124

Engine Controls and Reversing System Figure 3-2-46 (Sheet 1 of 3) 3-2-132

Engine Controls and Reversing System Figure 3-2-46 (Sheet 2) 3-2-133

Engine Controls and Reversing System Figure 3-2-46 (Sheet 3) 3-2-134

Starter-Generator Gearshaft Spline Wear Check Figure 3-3-1 3-3-10

Compressor Turbine Vane Ring Damage (HSI Recommended) Figure 3-3-2 3-3-12

Compressor Turbine Vane Ring Acceptable and Repairable Damage Figure3-3-3 3-3-16





CT Blade Manufacturing Anomalies Figure 3-3-4 3-3-18

Compressor Turbine Blade Unacceptable Damage Figure 3-3-5 3-3-19

Compressor Turbine Blade Acceptable Damage Figure 3-3-6 3-3-20


Acceptable Cracks in Inner Liner Figure 3-3-8 3-3-28

Acceptable Buckling and Cracks in Cooling Rings Figure 3-3-9 3-3-29

Acceptable Cracks in Louvered Cooling Rings Figure 3-3-10 3-3-30

Acceptable Cracks in Louvered Cooling Ring Seam Weld Figure 3-3-11 3-3-31

Acceptable Bulging in Liner Dome Figure 3-3-12 3-3-32

Acceptable Buckling in Liner Figure 3-3-13 3-3-33

Combustion Chamber Liner Cooling Ring Gaps Figure 3-3-14 3-3-34

Unacceptable Buckling in Liner Figure 3-3-15 3-3-36

Unacceptable Multiple Cracks in Liner Figure 3-3-16 3-3-37

Inspection of Combustion Chamber Large Exit Duct Figure 3-3-17 3-3-38

Metal Buildup and Cracks on Shroud Segments Figure 3-3-18 3-3-40

Compressor Turbine Blade Inspection Figure 3-3-19 3-3-44

Compressor Turbine Vanes (All Models) and Individual Power Turbine Vanes

Figure 3-3-20 3-3-45

Compressor Blades (First Stage Narrow Chord) Damage Limits Figure3-3-21 3-3-51

Compressor Blades (First Stage Narrow Chord)- Erosion Limits Figure 3-3-22 3-3-53

Compressor Blades (First Stage Wide Chord) Damage Limits Figure 3-3-23 3-3-54

Compressor Blades (First Stage Wide Chord) Erosion Limits Figure 3-3-24 3-3-55

Inspection of Blind Rivets in Gas Generator Diffuser Area Figure 3-3-25 3-3-57

Glow Plug Showing Fused Area Figure 3-3-26 3-3-62

Spark Igniter Erosion Limits Figure 3-3-27 3-3-64

Fuel Manifold Adapter Assembly Functional Check Figure 3-3-28 3-3-68





Fuel Nozzle Spray Conditions Figure 3-3-29 3-3-70

Fuel Pump Coupling Area Inspection Figure 3-3-30 3-3-75

Borescope and Accessories Installed Figure 3-3-31 3-3-85

Side-viewing Adapter Removal/installation Figure 3-3-32 3-3-87

Guide Tube Orientation Figure 3-3-33 3-3-89

Borescope Views Figure 3-3-34 3-3-92




LIST OF TABLES

TITLE PAGE

TABLE 3-1-1, Special Tools 3-1-2

TABLE 3-2-1, Trim Thermocouple Conversion Table 3-2-31

TABLE 3-3-1, Periodic Inspection 3-3-1

TABLE 3-3-2, Hot Section Inspection 3-3-23

TABLE 3-3-3, Compressor Turbine Blade Inspection 3-3-41

TABLE 3-3-4, Power Turbine Blade Inspection 3-3-42

TABLE 3-3-5, Inspection of Compressor Turbine Vanes (All Engines) and

Individual Power Turbine Vanes (Pre-SB10G1 PT6A-20 Engines only) 3-3-46

TABLE 3-3-6, Power Turbine Vane Ring Inspection (PT6A-20 Post-SB1OG1 and

all PT6A-20A Engines) 3-3-47

TABLE 3-3-7, Spark Igniter Erosion Limits 3-3-63

TABLE 3-3-8, Borescope Troubleshooting 3-3-90

PART 3 LIST OF TABLES Dec 02/2005Page 1/2



´•I PART 3 LINE MAINTENANCE


1. GENERAL

The special tools and fixtures necessary to carry out Line Maintenance on the PT6 engineare listed in Table 3-1-1, and illustrated on Figure 3-1-1. Standard tools, which normally form

part of a mechanic’s tool kit, are not included.

Depending upon the geographical location of the operator, requests for the purchase of tools

should be addressed to:

USA:

Kell-Strom Tool Company Inc.214 Church Street, PO. Box 240


USA

TEL: 860-529-6851 or

1-800-851-6851 (USA and Canada)FAX: 860-257-9694

Website: http:~www.kell-strom.com

E-mail: Ipriest@ kell-strom.com

or

Pratt Whitney, Tool Support Services

411 Silver Lane, Mail Stop 129-20

East Hartford, CT 06118

USA

TEL: 860-565-0140 or

1-800-PWA-TOOL (USA and Canada)FAX: 860-610-2670

E-mail: lemirejwQ pweh.com

CANADA and all other locations:

Pratt Whitney Canada, Tooling Solutions

333 rue d’Auvergne (02AN1)Longueuil,QuebecCanada J4H 3Y3

TEL: 450-442-5400 or

1-800-3-115-5122 (Canada, USA and International)FAX: 450-442-5420

Website: http://www.pwctoolingsolutions.comE-mail: henri.hudon Q pwc.ca or

frank.caruso pwc.ca

Page 3-1-1

Jun 10/2005



Rasakti Inc.

148 SylvestreSt-Germain-de-Grantham, QuebecCanada JOCIKO

TEL: 819-395-1111 or (24 hour service number)1-888-RASAKTI (727-2584) (Canada USA)FAX: 819-395-1100

Website: www.rasakti.com

E-mail: i. poirierQ rasakti.com

TABLE 3-1-1, Special Tools

Maintenance Level

Part No. Name Line Heavy

PWC30036 Sling X

PWC30037 Sling (PS without prop) X

(Replaced by PWC70099)

PWC30042 Wrench X

PWC30044 Puller X


PWC30046-50 Puller ’X

(Replaced by PWC30046-52)

PWC30046-51 Puller X






PWC30047 Puller X


PWC30075 Drift X

PWC30077 Puller X

PWC30099 Plug X


PWC30111 Protector X

PWC3011 4-05 Wrench X

PWC30114-08 Wrench X

PWC30114-09 Wrench X


Page 3-1-2

Jun 10/2005


MANUAL PART NO. 301~442

TABLE 3-1-1, SpecialTools (Cont’d)

Maintenance Level


PWC30213 Puller X


PWC30239 Adapter Rod X

PWC30251 Sling X


PWC30267 Puller X

PWC30270 Fixture X

PWC30298 Drift X

PWC30325 Puller X

PWC30327 Sling X


PWC30328 Puller X

PWC30330 Puller X

PWC30331 Wrench X

PWC30333 Puller X


PWC30335 Spreader X

PWC30336 Protector Sleeve X

PWC30338 Sling (PS with prop) X

(Replaced by PWC70652 and

PWC70653)

PWC30403 Puller X

PWC30416 Puller X

PWC30443 Puller X

PWC30444 Puller X

PWC30458 Squeezer X

PWC30499-50 Gage X\

PWC30506 Test Rig X

PWC30521 Fixtu re X

PWC30530 Plug X

PWC30556 Puller X

PWC30800 Engine Stand X


Page 3-1-3

Jun 10/2005




Maintenance Level


PWC32073 Sling X


PWC32327 Sling X


PWC32420 Sling X


PWC34073 Sling X




PWC34913 Holding Fixture X

PWC34910-101 Borescope Assembly X

PWC34910-200 Guide Tube X

PWC34941 Wrench X

PWC50057 Kit, Drill CT Bolt X

PWC50060 Injector, Oil X


PWC51 861 Sling X

PWC70099 Sling (PS without prop) X

PWC70652 Sling (PS with prop) X

PWC70653 Sling Adapter (used with X

PWC70652)

Page 3-1-4

Jun 10/2005



PWC30036 PWC30044 PWC30046-52

TOOL TOOL

NOT NOT

ILLUSTRATED ILLUSTRATED

PWC30037 PWC30046-50 PWC30046-53

TOOL

NOT SIMILAR TO

ILLUSTRATEDPWC30046-52

PWC30042 PWC30046-51 PWC30046-54

TOOL

NOT

ILLUSTRATED

Special Tool illustrations

Page 3-1-5

Jun 10/2005



PWC30046-57 PWC30077 PWC30114-05

PWC30047 PWC30099 PWC30114-08

TOOL TOOL

NOT NOT


PWC30075 PWC30111 IPWC30114-09

TOOL

NOT

ILLUSTRATED

Special Tool Illustrations

Page 3-1-6

Jun 10/2005



PWC30128-05 PWC30251 PWC30298

TOOL

NOT I

ILLUSTRATED

PWC30213 PWC30267 PWC30325

TOOL TOOL

NOT NOT


PWC30239 PWC30270 PWC30327

TOOL I I TOOL

NOT I /Y C~h I I NOT

ILLUSTRATED ILLUSTRATEDo


Page 3-1-7

Jun 10/2005



PWC30328 PWC30333 PWC30338

TOOL

NOT IILLUSTRATED

PWC30330 PWC30335 PWC30403

PWC30331 PWC30336 PWC30416


Page 3-1-8

3un 10/2005



PWC30443 PWC30499-50 PWC30530

TOOL

NOT

ILLUSTRATED

PWC30444 PWC30506 PWC30556

TOOL~T;

NOT

ILLUSTRATED

PWC30458 PWC30521 PWC30800

I


Page 3-1-9

Jun 10/2005



PWC32073 PWC34073 PWC34910-101

PWC32327 PWC34300 PWC34910-200

TOOL

NOT

ILLUSTRATED

PWC32420 PWC34913 PWC34941

y‘I

~i:-´• I

P


Page 3-1-10

Jun 10/2005



PWC50057 PWC51861 PWC70653

TOOL

NOT

ILLUSTRATED

PWC50060 PWC70099

TOOL

NOT

ILLUSTRATED

PWC51140 PWC70652

TOOL

NOT

ILLUSTRATED


Page 3-1-11/12

Jun 10/2005





1. GENERAL

A. This section describes the removal and installation of components and accessories

applicable during line maintenance of the engine, but excluding airframe accessories

information. Any accessory which is replaced must be tested (refer to Part 2, Testing).These instructions are written with the understanding that the standard practicesdescribed in Part 2, Standard Practices, have been read and fully understood.

CAUTION: REMOVAL AND REPLACEMENT OF COMPONENTS MUST BE CARRIEDOUT WITH THE ENGINE IN A HORIZONTAL ATTITUDE WITHOUT LATERALROTATION. THIS PRECAUTION WILL PREVENT THE RESIDUAL OIL INNO. 1 AND NO. 2 BEARING COMPARTMENTS FROM ENTERING THECOMPRESSOR THROUGH AIR SEALS.

B. For special tools and fixtures used in removal and replacement procedures, refer to

Section 1, preceding.


2. REPLACEMENT (Pre-SB1227)

A. A propeller shaft oil seal of a non-split configuration is initially installed at enginemanufacture or overhaul. Should replacement of the oil seal be required at maintenance,a split type seal or non-split type seal can be installed.

3. REMOVAL NON-SPLIT TYPE SEAL (Pre-SB1227)

A. Procedure

(1) Remove eight bolts and washers that secure the seal retaining ring to the thrust

bearing cover.

(2) Back off the seal retaining ring (Pre-SB1137 engines) or remove both halves of the

retaining ring (Post-SB1137 engines).

(3) Work out the seal element from the cavity, taking care not to damage the cavity,runner or cover.

(4) Remove the seal element from the shaft by cutting, and discard.

4. REMOVAL NON-SPLIT TYPE SEAL (Post-SB1227, Pre-SB1377/Post-SB1 390 AND

Post-SB1377 EXCLUDING PT6A-6A ENGINES)


(1) Disconnect the drain tube (if fitted) from the thrust bearing cover (3).

Page 3-2-1

Nov 26/2004



(2) Remove the eight bolts (7) and washers (6) that secure the oil seal retaining ring(Pre-SB1 377/Post-SB1390) or ring halves (Post-SB1 377/Post-SB1381) (1) to the

thrust bearing cover (3) and move the retaining ring forward toward the flange, or

remove ring halves.

(3) Slit across the gasket (2) half-way between the holes at the 1 and 2 o’clock

positions (Pre-SB1377/Post-SB1 390) or open the pre-split gasket(Post-SB1 377/Post-SB1381) and remove the gasket. Retain the gasket if it is in a

good condition.

(4) If installed, remove the support ring halves (8, Post-SB1390 only).

(5) Work out the seal element (4) from the cavity, taking care not to damage the cavity,runner or cover.

(6) Remove the garter spring from the seal element, and remove the garter spring and

seal element from the shaft.

5. INSTALLATION NON-SPLIT TYPE SEAL (Pre-SB1227)

A. Procedure (See Figures 3-2-1 and 3-2-2)

(1) Ensure that the propeller shaft flange and the interior of the retaining ring halves

(Post-SB1137 engines) are free of nicks and burrs. Check the thrust bearing cover

seal cavity for possible damage caused during removal of the old seal.

CAUTION: AVOID APPLYING LOADS LOCALLY TO LIP OF SEAL. SEAL ELEMENTIS SOFT AND HAS LOW TEAR RESISTANCE. IT MUST BE HANDLEDWITH CARE AT ALL TIMES TO PREVENT NICKING OR ANY FORM OFDAMAGE.

(2) Moisten the seal element in engine oil and install on the shaft with the Vee-side

facing the cavity in the thrust bearing cover.

NOTE: To facilitate installation of seal on propeller shaft, it is recommended that a

strip of plastic material (polyethylene sheet) be taped over the flange of

propeller shaft, then liberally coated with engine oil. This will enable the seal

to be slipped over flange and retaining ring without undue stress. It is

also recommended that the new seal be heated in engine oil (not more than

93"C (200"F) for approximately 20 minutes to make the seal more

flexible as it is being stretched over the propeller shaft flange.

(3) Install a garter spring (see Figure 3-2-1) into the Vee-side of the seal. (See Figure3-2-2)

(4) Gently press the seal into the cavity in the thrust bearing cover, and work around

with thumb pressure until the seal is correctly seated.

(5) Locate the retaining ring halves (Post-SB1137 engines) on the thrust bearing cover,with the split line as close as possible to the horizontal plane. Install bolts and

washers. Torque the bolts in a diametrical sequence, 36 to 40 Ib.in., and apply safetywire.

Page 3-2-2

Nov 26/2004



’-r GRASP SPRING SUCH THAT NPIRROW WD IS IS RIGHT

’s? HAND. STRAIGHT END IN LEFT. HOLDING LEFT END

FIRMLY ROTATE NARROW END TWO TURNS IN A

COUNTER-CLOCKWISE DIRECTION (SPRING HELIX

B IS RIGHT-HANDED).

~-II-$INSERT NARROW END (RIGHT HAND)INTO OTHER END

O id ~S´• -t~col

I‘

o,

ROTATE NARROW END TWO TURNS CLOCKWISE TO

SECURE ENDS TOGETHER, AND SPRING IS THEN

ASSEMBLED.

I‘

(Post-SB1137 Engines) 0950

Propeller Shaft Oil Seal Garter SpringFigure 3-2-1

Page 3-2-3

Nov 26/2004

PRATT WHliNEY CANADAMAINTENANCE MANUAL


GARTER

/SPRING

iiL-.i

a

za

C)

2

il~ SEAL

3

5

(Post-SB1137 Engines) C949C


Figure 3-2-2

Page 3-2-4

Nov 26/2004



(I) Key to Figure 3-2-2

1. Oil Seal Retaining Ring2. Self-locking Nut

3. Flat Washer

4. Propeller Thrust Bearing Cover Assembly5. Seal

6. Flat Washer

7. Bolt (Double Hex)

6. INSTALLATION NON-SPLIT TYPE SEAL (Post-SB1227, Pre-SB1377/Post-SB1 390 AND

Post-SB1 377/Post-SB1381, EXCLUDING PT6A-6A ENGINES)


(1) Make sure that the propeller shaft, flange and retaining ring (1) interiors are cleanand free from nicks and burrs. Check the thrust bearing cover (3), seal cavity, and

runner (5) for possible damage caused during removal of the old seal.

NOTE: If applicable, check sealant (730 RTV) between oil seal runner and

propeller shaft. Replace if necessary.

CAUTION: AVOID APPLYING LOADS LOCALLY TO LIP OF SEAL. SEAL ELEMENTIS SOFT AND HAS LOW TEAR RESISTANCE. IT MUST BE HANDLEDWITH CARE AT ALL TIMES TO PREVENT NICKING OR OTHER FORM OFDAMAGE.

(2) Position a strip of plastic material (e.g., polyethylene sheet) over the propeller shaft

flange and retaining ring (1) with adhesive tape. Make sure that the retaining ring is

as close as possible to the flange.

NOTE: The oil coated plastic material will enable the seal to be slipped over

flange and retaining ring without undue stress.

(3) Moisten the seal element (4) in engine oil and slide it over the flange and onto the

propeller shaft with the Vee recess of the element facing rearward.

NOTE: It is recommended that the new seal be heated in engine oil (93"C (200"F)max.) for approximately 20 minutes to make the seal more flexible as it is

being stretched over the propeller shaft flange.

(4) Install a garter spring (see Figure 3-2-1) into the Vee recess in the seal element.

(See Figure 3-2-3).

(5) Gently press the seal element (4) into the cavity between the thrust bearing cover

(3) and the runner (5), and work around the seal with thumb pressure until correctlyseated.

(6) If removed, install support ring halves directly over the seal element (Post-SB1390only).

Page 3-2-5

Nov 26/2004



3

1)1 \1 (4~ (1

56 AlV

FOR FIELD MAINTENANCE, CUTGASKET AT LOCATION SHOWN

FOR FIELD MAINTENANCE, CUTGASKET AT LOCATION SHOWN GARTER SPRING

GARTER SPRING

,e 8

PRE-SB1377

(PRE-SB1390)

1’ POST-SB1390

2) (41 o

VIEW A1 8

(ALTERNATE CONFIGURATIONS)

GARTER SPRING GARTER SPRING

POST-SB13n

j I I ol BB~ j!

1)(2~ V POST-SB1 381

SB1227, Pre-SB1377, SB1390, SB1377, SB1381, excluding PT6A-6A 041987


Figure 3-2-3

Page 3-2-6

Nov 26/2004



Key to Figure 3-2-3

1. Oil Seal Retaining Ring (Pre-SB1 377/Post-SB1390) or RingHalves (Post-SB1 377/Post-SB1 381)

2. Gasket

3. Thrust Bearing Cover

4. Propeller Shaft Oil Seal

5. Runner

6. Bolt

7. Washer

8. Support Ring Halves (Post-SB1390)9. Felt Strip Inserts (Post-SB1381 only)

(7) If applicable (Post-SB1381 only), moisten the felt strip inserts (9) of the oil seal

retaining ring halves, with engine oil.

(8) Install the previously slit gasket (2) (Pre-SB1377), over the propeller shaft between

the retaining ring (1) and the thrust bearing cover (3). When a new gasket is

required, slit the gasket (Ref. Pam. 4.,(3) preceding) or install a pre-split gasket(Post-SB1 377/Post-SB1 381).

(9) Remove the plastic sheeting from the flange and retaining ring (Pre-SB1377) (1),and secure the retaining ring to the thrust bearing cover (3) with the bolts (6) and

washers (7). Torque bolts 36 to 40 Ib.in. and apply safety wire.

(10) For engines incorporating retaining ring halves (Post-SB1 377/Post-SB1381),position ring halves on the thrust bearing cover, ensuring that the felt stripinserts (9, Post-SB1381 only) engage the lip of the seal runner, and secure with the

bolts (6) and washers (7). Torque bolts 36 to 40 Ib.in. and apply safety wire.

(11) Connect the airframe drain line (if fitted) to the nipple at the 6 o’clock position on

the thrust bearing cover (5).

7. REMOVAL SPLIT TYPE SEAL

A. Procedure

(1) Remove the eight bolts and washers securing the seal retaining ring to the thrust

bearing cover.

(2) Back off the seal retaining ring (Pre-SB1137 engines), or remove both halves of the

retaining ring (Post-SB1137 engines).

(3) Remove the seal element using a suitable tool, taking care not to damage the

cavity in the magnesium alloy thrust bearing cover.

(4) Remove the seal element from the propeller shaft by cutting, and discard.

Page 3-2-7

Nov 26/2004



8. INSTALLATION SPLIT TYPE SEAL

A. Procedure

(1) Ensure that the interior of the retaining ring (Pre-SB1137 engines), or the interior of

the retaining ring halves (Post-SB1137 engines), are free of nicks and burrs. Check

the cavity in the thrust bearing cover for possible damage caused during removal

of the old seal.

CAUTION: AVOID APPLYING LOADS LOCALLY TO LIP OF SEAL. SEAL ELEMENT

IS SOFT AND HAS LOW TEAR RESISTANCE. IT MUST BE HANDLEDWITH CARE AT ALL TIMES TO PREVENT NICKING OR OTHER FORM OF

DAMAGE.

(2) Moisten the seal in engine oil.

(3) Open the seal element sufficiently to install it around the propeller shaft with the

Vee-side of the seal facing the cavity in the thrust bearing cover.

(4) Press the split ends gently into the seal cavity at, approximately, the 9 o’clock

position. Work around with thumb pressure on both sides of the seal until

correctly seated.

(5) Check that the split is lined up and pinched evenly into place.

(6) Slide the retaining ring (Pre-SB1137 engines) up the shaft to bear against the thrust

bearing cover, or install the retaining ring halves (Post-SB1137 engines) on the

thrust bearing cover.

NOTE: When fitting retaining ring halves (Post-SB1137), ensure that split lines do

not line up with split line of oil seal.

(7) Secure the retaining ring to the thrust bearing cover with eight bolts and washers.

Tighten bolts in a diametrical sequence, torque to 36 to 40 Ib.in. and apply lockwire.

POWER SECTION

9. REMOVAL

A. Procedure

(1) Place a suitable container under the reduction gearbox and remove drain plug(Pre-SB1217 engines) or chip detector (Post-SB1217 engines), and allow oil to

drain.

NOTE: If chip detector is removed (Post-SB1217 engines), inspect chip detector

(refer to Inspection, following).

(2) Disconnect pneumatic tube (Py) from power turbine governor, or from propellergovernor on PT6A-20A and -20B engines only.

(3) Disconnect electrical connections as required.

Page 3-2-8

Nov 26/2004



(4) Disconnect propeller reversing linkage as follows:

NOTE: After disconnecting linkage ensure that it is adequately supported to

prevent undue stress on wire rope casing.

(a) PT6A-6A engines: Remove plain nut, bushing, spacer and dowelled bolt (13,Figure 3-2-43) securing push-pull control front clevis (15) to reversing lever

(12). Detach bracket (23), complete with assembly of linkage, from flange A, byremoving self-locking nuts, washers and bolts.

(b) PT6A-6B, -6/C20 and -20 (Pre-SB1185) engines: Disconnect propellerreversing linkage as follows: (See Figure 3-2-44).

1 Disconnect clevis rod end (17) from propeller reversing lever (18) and

interconnect rod (16).

1 Remove nuts, washers and bolts securing lifting bracket (10) to flange A.

3 Remove nuts and bolts securing wire rope casing to flange C as applicable,and suitably support push-pull control rod and wire rope assembly.

(c) PT6A-6B, -6/C20 and -20 (Post-SB1185) engines: Disconnect propellerreversing linkage as follows: (See Figure 3-2-44).

1 Disconnect clevis rod end (17) from propeller reversing lever (18) and

interconnect rod (16).

2 Loosen locknut (8) securing push-pull control rod assembly to lifting bracket

(10).

3 Remove bolts and self-locking nuts securing wire rope casing supportbrackets to flange C, as applicable.

4 Remove inboard bolt and self-locking nut and loosen outboard bolt and

self-locking nut securing retaining plate (31) to lifting bracket (10).Swivel retaining plate (31) outward to release front swivel joint (7).

5 Remove push-pull control rod and wire rope assembly from lifting bracket

(10) and suitably support.

(d) PT6A-20A and -20B engines: Disconnect propeller reversing linkage as follows:

(See Figure 3-2-46).

1 Disconnect clevis rod end (12) from propeller reversing lever (29).

1 Disconnect lower end of interconnect rod (14) from propeller governor air

bleed link (31).

3 Remove bolts and self-locking nuts securing wire rope casing to flange C.

4 Loosen lock-nut (20) securing push-pull control rod assembly front

swivel joint (19) to lifting bracket (8).

Page 3-2-9

Nov 26/2004



5 Remove inboard bolt and self-locking nut and loosen outboard bolt and

self-locking nut securing retaining plate (26) to lifting bracket (8). Swivel

retaining plate (26) outward to release front swivel joint (19).

NOTE: PT6A-20B engines may or may not incorporate SB1185.

6 Remove push-pull control rod and wire rope assembly from lifting bracket

(8) and suitably support.

(5) Attach applicable power section sling. For PT6A-20A engines, using (PWC30037)for power section with propeller ´•removed. If propeller is installed, use sling(PWC30338). For PT6A-20B engines, use sling (PWC30038).

(6) Remove bolts securing pressure and scavenge oil transfer couplings to flange C;remove couplings and forward sections of tubing. Protect center section of

pressure and scavenge oil tubes with plastic caps.

(7) Remove bolts and release T5 terminal block and gasket into gas generator case.

CAUTION: CAUTION MUST BE TAKEN NOT TO ROTATE OR DISTURB THEINTERSTAGE SEALING RING(S) ON THE REAR OF THE POWERTURBINE STATOR HOUSING.

(8) Remove bolts and nuts, at flange C and separate power section assembly from gasgenerator case. If propeller has been removed, install power section in suitablestand. Remove sling.

(9) Using suitable marking pencil, mark location of split line of interstage sealing ring(s)with respect to shroud housing.

10. INSTALLATION

A. Procedure

NOTE: Whenever a replacement power section is installed on an engine at maintenance,the original power turbine vane and interstage baffle assembly must beretained and installed on the new power section. This requirement is to ensure

vane throat area match between compressor turbine and power turbine

vanes, which can affect operating parameters of the engine.

(1) Attach applicable sling (refer to Paragraph 9.,(5) preceding). Raise power sectioninto position and align offset holes located at 12 o’clock position.

(2) PT6A-6/C20, -20, -20A and -20B engines: Attach new gasket to T5 terminal blockand insert into gas generator case locating terminal block on mounting boss.

NOTE: If required, a light coat of sealant SQ32M may be applied to mating faceof flange C and T5 terminal block and boss prior to assembly.

Page 3-2-10

Nov 26/2004



cau~lohl: PRIOR TO MATING THE POWER SECTION TO THE GAS GENERATOR

CASE, CENTRALIZE INTERSTAGE SEALING RING(S). THIS MAY BEACCOMPLISHED BY INSERTING ONE OR MORE PIECES OF BEESWAXOF SUITABLE SIZE IN CAVITY AT 6 O’CLOCK POSITION IN STATORHOUSING. ENSURE RING(S) IS IN SAME POSITION AS NOTED ONDISASSEMBLY. ON POST-SB1218 CONFIGURATION, ENSURE SIDE OFRING MARKED’PRESS’ FACES REAR OF ENGINE.

CAUTION: ENSURE FLANGE C OF GAS GENERATOR CASE AND EXHAUST DUCTARE PARALLEL AND AXIALLY ALIGNED. IF ASSEMBLIES DO NOTMATE FREELY, DO NOT USE FORCE; WITHDRAW POWER SECTIONAND CHECK FOR CAUSE OF INTERFERENCE.

(3) Secure terminal block in position with two bolts ensuring that gasket is in proper

position. Tighten bolts, torque to 32 to 36 Ib.in. and apply lockwire.

(4) Pre-SB1078: Install pressure and scavenge oil transfer tubes with new preformedpackings in their respective couplings, and install new preformed packings on

exposed ends of scavenge and pressure tube center sections. Align engine at flangeC and mate power section to gas generator.

(5) Post-SB1078: Install new packing retainers and preformed packings on front

section of pressure oil transfer tube ensuring that concave face of each packingretainer is toward adjacent preformed packings.

(6) Install bolts (with bolt heads to rear) and self-locking nuts in flange C to secure

and torque 36 to 40 Ib.in. Remove sling from power section.power section to gas generator section. Tighten nuts, in diametrical sequence,

(7) Install reduction gearbox drain plug or magnetic chip detector, as applicable.Tighten and torque plug (Ref. No. 184, Fits Clearances), or detector and cover (Ref.Nos. 200 and 199), and apply lockwire.

(8) Reconnect pneumatic tube (Py) to power turbine governor or propeller governor.Tighten coupling nut, torque 90 to 100 Ib.in., and apply lockwire.

(9) Reconnect propeller reversing linkage as follows:

(a) PT6A-6A engines: Attach bracket (23, Figure 3-2-43) complete with linkage to

flange A, and secure with two bolts, washers and self-locking nuts. T~ghten nuts

and torque 36 to 40 Ib.in. Ensure that lever guide is properly located in slot in

actuating lever and connect front clevis to reversing lever with bushing, spacer,dowelled bolt and plain nut. Tighten nut, torque 32 to 36 Ib.in., and lockwire

nut and bolt.

(b) PT6A-6B, -6/C20 and -20 (Pre-SB1185) engines: Reconnect linkage in the

following manner. (See Figure 3-2-44).

I Secure lifting bracket (10), complete with linkage, to flange A with bolts and

self-locking nuts. Tighten and torque nuts 36 to 40 Ib.in.

Page 3-2-11

Nov 26/2004



2 Connect clevis rod end (17) to propeller reversing lever (18) and interconnect

rod (16), with shouldered stud, spacer and castellated nut. Tighten nut,

torque (Ref. No. 599, Table Fits Clearances) and lock with cotterpin.

3 Secure wire rope casing support brackets to flange C with bolts and

self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.

(c) PT6A-6B, -6/C20 and -20 (Post-SB1185) engines: Reconnect propellerreversing linkage as follows: (See Figure 3-2-44).

1 Locate push-pull control rod with wire rod assembly front swivel joint (7)into position in recess in lifting bracket (10). Pivot retaiing plate to retain

front swivel joint (7) in lifting bracket recess.

2 Install inboard bolt and self-locking nut and secure retaining plate (31) to

lifting bracket (10). Tighten and torque nuts 36 to 40 Ib.in.

3 Connect front clevis rod end (17) to propeller reversing lever (18) and

interconnect rod (16), with shouldered stud, spacer and castellated nut.

Tighten nut, torque (Ref. No. 599, Fits Clearances) and lock with

cotterpin.

4 Tighten locknut (8), securing front swivel joint (7) to lifting bracket (10),torque (Ref. No. 583, Fits Clearances) and lockwire.

5 Secure wire rope casing support brackets to flange C with bolts and


(d) PT6A-20A and -208 engines: Reconnect propeller reversing linkage as follows:

(See Figure 3-2-46).

1 Locate push-pull control rod, with wire rope assembly, front swivel joint (19)into position in recess in lifting bracket (8). Pivot retaining plate (26) to

retain front swivel joint (19) in lifting bracket recess.

NOTE: PT6A-20B engines may or may not incorporate SB1185.

2 Install inboard bolt and self-locking nut and secure retaining plate (26) to

lifting bracket (8). Tighten and torque nuts 36 to 40 Ib.in.

3 Connect front clevis rod end (12) to propeller reversing lever (29) and

secure with bolt, spacer sleeve and castellated nut. Tighten nut, torque 24 to

36 Ib.in. and lock with cotterpin.

4 Connect propeller governor interconnect rod (14) to governor air bleed link

(31) with bolt, washer and castellated nut. Tighten nut, torque 24 to

36 Ib.in. and lock with cotterpin.

5 r~ghten locknut (20), securing front swivel joint (19) to lifting bracket (8),torque (Ref. No. 583, Fits Clearances) and apply lockwire.

6 Secure wire rope casing support bracket to flange C with bolts and


Page 3-2-12

Nov 26/2004



(10) Check adjustments on reversing linkage. Refer to Paragraphs 100., 101., 103. and 106.,following.

(11) Refill oil system. (Refer to Part 2.)

(12) Carry out power section checks as outlined in Part 2, Table 2-6-4.

T5 THERWIOCOUPLE HARNESS (PT6A-6/C20 AND PT6A-20 (PRE-SB1073) ENGINES) AND

POST-SB1246 ALL MODELS

11. REMOVAL


(1) Remove power section. (Refer to Paragraph 9., preceding.)

(2) Remove ten bolts (23, Figure 3-2-5) securing containment ring (22) at flange D. Do

not remove bolts (5) at 1 and 7 o’clock positions.

CAUTION: WHEN LIFTING CONTAINMENT RING TO REMOVE HARNESSASSEMBLY, EXERCISE CARE TO PREVENT EXCESSIVE PRESSUREBEING APPLIED TO HARNESS OR PROBES.

(3) Lift containment ring, cut lockwire lacings and release thermocouple harness from

clips (5) on exhaust duct (10).

(4) Cut lockwire facing and release harness from four clips on stater housing (13).

(5) Loosen thermocouple probe retaining nuts (2) using wrench (PWC30114-05) and

withdraw each probe (1) from stater housing (13) with harness still attached to

probe terminals. If further disassembly is not necessary allow containment ring to

rest on flange D.

NOTE: Pre-SB1212: Ten T5 thermocouple probes are installed. Post-SB1212:

Eight T5 thermocouple probes are installed; two bosses on stater housingnearest 6 o’clock position are plugged and respective bus-bar terminal

straps removed.

CAUTION: PROBE TERMINAL BARS ARE INSULATED WITH BAKED CERAMICWHICH IS EXTREMELY FRAGILE. AVOID TWISTING TERMINAL WHENREMOVING SCREWS. USE 9/64 INCH ALLEN WRENCH FORSCREWS ON ALUMEL AND 7/64 INCH ALLEN WRENCH FOR SCREWSON CHROMEL TERMINALS. ANY LOOSENESS OF PROBE TERMINALBARS IS CAUSE FOR REJECTION OF PROBE.

(6) Individual probes may be removed by holding probe terminals with a 9/32 open end

wrench and removing terminal screws with appropriate Alien wrench.

Page 3-2-13

Nov 26/2004



16

1 8

15)

io

14

13) (12

(Pre-SB1073 Engines) C211

Power Section Rear View

Figure 3-2-4

Page 3-2-14

Nov 26/2004



Key to Figure 3-2-4

1. T5 Probes

2. Probe Retaining Nuts

3. Double Hexagon Bolts

4. Interstage Sealing Ring(s) (SB1218)5. Cable Clips6. T5 Terminal Block

7. Probe Terminals

8. Reinforcing Ring Right Half

9. Flange D

10. Exhaust Duct

11. Bottom Clevis Pin Location

12. Reinforcing Ring Left Half

13. Stater Housing14. Interstage Baffle

15. Retaining Plates

16. Vanes

12. INSTALLATION

A. Procedure

NOTE: Prior to assembly, ensure all probe and harness contact surfaces have been

cleaned with No. 400 grit abrasive cloth.

(1) Displace containment ring (22, Figure 3-2-5) from its position on flange D and

insert terminal block (6) end of harness assembly under ring and temporarilysecure to exhaust duct (10) with appropriate masking tape.

CAUTION: DAMAGE WILL OCCUR IF THE ANTISEIZE COMPOUND COMES INTOCONTACT WITH TITANIUM PARTS. MAKE SURE THAT THE WORKPLACEIS CLEAN TO PREVENT ACCIDENTAL CONTAMINATION.

(2) Locate hamess assembly complete with probes (Pre-SB1212, ten probes:Post-SB1212, eight probes) on stater housing. Pre-SB1OG1, place one copper washer

on each probe and Post-SB1OG1, place four copper washers or one thick spaceron each probe, before inserting probes into respective bosses. Apply antiseize

compound (PWC06-023) to the T5 thermocouple threads only, with a small

paintbrush. Do not use engine oil for a lubricant in this area. Tighten each proberetaining nut and torque (Ref. No. 597, Fits 8 Clearances). Lockwire retaining nuts in

pairs.

(3) Exercising care, lift containment rings and position hamess ring and cable in clipsprovided on stater ring and exhaust duct and secure harness and cable to clipswith lockwire lacing.

(4) Post-SB1212: Ensure that plugs are correctly fitted to lower bosses adjacent to

6 o’clock position on stater housing.

Page 3-2-15

Nov 26/2004



q~e23

22

21

5

6

20 3

19 10

11

ls~12

171

Is’l

1514

10) (13

DETAIL OF LOWER PROBEBOSS BLANKING PLUGS

2425

2928

27

26

CORRECT LACING OF THERMOCOUPLE PROBESONOTE DETAIL OF TYPICAL

HARNESS TO CLIPS

(Post-SB1061, Post-SB1073 and Post-SB1246) C3991A

Power Section Rear View and T5 Thermocouple AssemblyFigure 3-2-5

Page 3-2-16

Nov 26/2004



Key to Figure 3-2-5

1. Exhaust Duct

2. T5 Terminal Block

3. T5 Thermocouple Harness

4. Clip5. Bolt

6. Long Lead

7. Half Rings8. Clip9. Clip

10. Clip11. Thermocouple Probe Assembly12. Short Lead

13. Stater Housing14. Interstage Sealing Ring(s) (SB1218)15. Alumel Bus-Bar

16. Chremel Bus-Bar

17. Screws

18. Seal Retaining Plate (Post-SB1102)19. Bus-Bar Straps20. Power Turbine Vane Ring21. Socket Head Screw

22. Containment Ring23. Bolt

24. Alumel Terminal

25. Chromel Terminal

26. Capscrews27. Coupling Nut

28. Copper Washer

29. Thermocouple Probe

30. Plug (Post-SB1212)

(5) If a new probe is to be installed, ensure that chromel and alumel wire lugs are secured

to their respective terminals on the probe terminal bars. Install and connect probesas detailed in Subpara. (1) and (5).

Page 3-2-17

Nov 26/2004



CAUTION: PROBE TERMINAL BARS ARE INSULATED WITH BAKED CERAMICWHICH IS EXTREMELY FRAGILE. AVOID USING EXCESSIVE FORCEOR TWISTING TERMINALS WHEN TIGHTENING SCREWS. USE A 9/64

INCH ALLEN WRENCH FOR SCREWS ON ALUMEL TERMINALS AND7/64 INCH ALLEN WRENCH FOR SCREWS ON CHROMEL TERMINALS.ANY LOOSENESS OF PROBE TERMINAL BAR IS CAUSE FORREJECTION OF PROBE.

(6) Hold each terminal bar with a 9/32-inch open end wrench and tighten each terminal

screw. Torque (Ref. No. 596, Fits Clearances) and lockwire each screw to

terminal wire.

(7) Secure containment ring (22, Figure 3-2-5) to flange D with ten bolts (23). Tightenbolts, torque 32 to 36 Ib.in., and apply lockwire.

(8) Carry out functional check of T5 system as detailed in Part 3, Inspection.

(9) Install power section. (Refer to Paragraph 10., preceding.)

NOTE: T5 terminal block mounting bolts should be retorqued and lockwired after

engine ground check.

T5 THERMOCOUPLE HARNESS, BUS-BAR AND PROBES (PT6A-20/-20B (POST-SB1073)AND ALL PT6A-20A ENGINES) AND POST-SB1246 ALL MODELS

13


(1) With power section removed (refer to Paragraph 11., preceding) and suspendedfrom appropriate sling or supported on bench with wooden blocks, disconnect

harness leads (6) and (12) from respective terminals on bus-bar, by removing two

socket head screws (21).

(2) Cut lockwire lacings and detach leads from clips (4) and (10) on stater housing(13).

(3) Remove ten bolts (23) securing containment ring (22) at flange D of exhaust duct.

Do not remove bolts (5) at 1 and 7 o’clock positions.

CAUTION: When lifting containment ring to remove harness, exercise care to preventexcessive pressure being applied to thermocouple probes and bus-bar.

(4) Lift containment ring (22) sufficiently to clear clip (8) on exhaust duct (1).

NOTE: Using an approved marker, mark position of harness relative to clip (9). If

a new harness is to be installed, transfer this mark to exact position on

new harness.

(5) Cut lockwire lacings at clips (8 and 9), and remove harness by pulling leads clear of

containment ring.

Page 3-2-18

Nov 26/2004



(6) If further disassembly is not required, allow containment ring to rest on flange D, or

temporarily secure with one slave bolt.

14. INSTALLATION OF HARNESS


CAUTION: WHEN LIFTING CONTAINMENT RING TO INSTALL HARNESS, EXERCISECARE TO PREVENT EXCESSIVE PRESSURE BEING APPLIED TOTHERMOCOUPLE PROBES AND BUS-BAR.

(1) Lift containment ring (22) sufficiently to clear clip (8) on exhaust duct.

(2) Install harness (3) by passing leads under containment ring and aligning with clips(8 and 9). Exercising care to prevent chafing leads, pull outward and locate mark

on harness (refer to NOTE in Paragraph 13., preceding) with clip (9).

(3) Fasten hamess to clips (8 and 9) using safety wire. (See Detail A.)

(4) Fasten containment ring at Flange D with bolts (23). Torque bolts 32 to 36 Ib.in.,and safety wire bolts (5 and 23).

(5) Pre-SB1457: Connect leads (6 and 12) of harness to respective terminals of

bus-bar with socket head screws. Torque screws (Ref. No. 596, Fits Clearances)and safety wire

(6) Post-SB1457: Connect leads (6 and 12) or harness to respective terminals of

bus-bar with nuts. Torque large nuts (AL) 10 to 15 Ib.in., and small nuts (CR) 8

to 12lb.in.

(7) After installation of power section (refer to Paragraph 10., preceding), carry out loopand resistance checks as detailed in Inspection, following.

15. REMOVAL OF BUS-BAR AND PROBES (Post-SB1212)


(1) SB1218: Identify relative position of interstage sealing ring(s) (14, Figure 3-2-5)and mark location of split joint of ring on stater housing (13), using an approvedmarker (refer to Part 2, Section 8). Remove ring(s).

(2) With power section removed (refer to Paragraph 9., preceding) and suspendedfrom appropriate sling, or supported on bench with wooden blocks, disconnect

leads (6 and 12, Figure 3-2-5) of harness (3) from respective terminal on bus-bar.

Cut lacings and release leads from clips (4 and 10). To prevent possible damage,fold leads over containment ring (22) and temporarily tape to end of harness.

Page 3-2-19

Nov 26/2004



$35

Y/

~n,o

8)

7 s6

(Post-SB1073 and Post-SB1246) C3795

T5 Bus-bar and Probe Installation

Figure 3-2-6

Page 3-2-20

Nov 26/2004



Key to Figure 3-2-6

1. Chromel Terminal Strap2. Capscrew (Chromel Terminal)3. Alumel Terminal Strap4. Capscrew (Alumel Terminal)5. Alien Wrench

6. Open-end Spanner (9/32)7. Stater Housing8. Screw

CAUTION: EXERCISE CARE WHEN REMOVING CAP SCREWS. DO NOT APPLYEXCESSIVE PRESSURE ON PROBE TERMINAL BARS, AS CERAMICINSULATION IS EXTREMELY FRAGILE.

(3) Hold probe terminals and remove cap screws connecting bus-bar straps (1 and 3,Figure 3-2-6) to probes; use 9/64 inch Alien wrench for screws (4) and 7/64 inch

Alien wrench for screws (2).

NOTE: Any looseness of probe terminal bar is cause for rejection of probe.

(4) Remove screws (17, Figure 3-2-5), interstage seal ring retaining plates (18)(Post-SB1102) and bus-bar, from stater housing (13).

(5) Unscrew probe coupling nuts (27) using wrench (PWC30114-08), and remove

probes (29) and copper washers (28).

NOTE: SB1061: Note quantity of washers (28) removed for ease of reassembly.

16. INSTALLATION OF BUS-BAR AND PROBES (Post-SB1212)


(1) Using No. 400 grit abrasive cloth (PWC05-003), thoroughly clean contact surfaces

of bus-bar terminals and probe terminal bars.

NOTE: Post-SB1212: Ensure plugs (30, Figure 3-2-5) are correctly fitted and

secured in two bosses at 6 o’clock position on stater housing.

(2) Install copper washers (28, Figure 3-2-5) (SB1061) on each probe (29) and insert

probes in respective bosses on stater housing (13). Position terminal bar of probesparallel to rear flange of stater housing, tighten probe coupling nuts (27) and

torque (Ref. No. 597, Fits 8 Clearances) using wrench (PWC30114-08), and lockwire.

(3) Carefully position bus-bar assembly on stater housing. Align terminal straps (19) with

respective alumel and chromel terminal of probes and secure to stater housing with

five seal retaining plates (18) and screws (17). Tighten screws, torque 22 to

24 Ib.in. and lockwire.

Page 3-2-21

Nov 26/2004



CAUTION: EXERCISE CARE WHEN INSTALLING TERMINAL SCREWS. AVOIDTWISTING TERMINAL WHEN TIGHTENING SCREWS AS CERAMICINSULATION IS EXTREMELY FRAGILE.

(4) Connect alumel and chromel straps (3 and 1, Figure 3-2-6) to respective terminal

of probe terminal bar as follows:

(a) Hold each probe terminal in turn using 9/32 inch open-end wrench and secure

each strap of bus-bar to probe terminal bar with appropriate cap screws (4)and (2).

(b) Using a 9/64-inch Alien wrench for screw (4) and 7/64-inch Alien wrench for

screw (2), tighten screws, torque (Ref. No. 596, Fits Clearances) and

lockwire.

(5) Connect leads (6 and 12, Figure 3-2-5) of hamess (3) to respective terminal ofbus-bar with socket head screws. Tighten screws, torque (Ref. No. 596, Fits

Clearances) and lockwire.

(6) Secure long lead (6) of harness to clips (4) and short lead (12) to clips (10) on

stater housing, by lacing with lockwire. (See Detail B.)

(7) Install interstage sealing ring(s) (14) in original location, noted in Paragraph 15 (a),preceding.

NOTE: Single ring configuration (Post-SB1218) must have (PRESS) markingfacing rear of engine.

(8) Carry out heat response check of probes. (Refer to Section 3, following.)

(9) After installation of power section (refer to Paragraph 10. preceding) carry out loopand resistance checks as detailed in Inspection, following.

COMPRESSOR TURBINE DISK

17. REMOVAL (Pre-SB1043 ENGINES)


I (1) Remove power section and install in stand (Refer to Paragraph 9., preceding.)

(2) Disengage splined lock (5) in turbine retaining bolt (4) using puller (PWC30325), in

following sequence:

(a) Back off puller body (2) until it touches nut on puller screw (1).

(b) Install puller by running puller screw (1) into splined lock (5) until it bottoms.

Page 3-2-22

Nov 26/2004



(c) Hold puller screw with suitable wrench and run down puller body (2) until

splined lock is in fully disengaged position.

NOTE: Fully disengaged positions can only be determined by ’feel’, i.e. when

splined lock (5) contacts rear face of turbine retaining bolt (4).

CAUTION: DO NOT EXCEED 150 LB. FTTORQUE ON BOLT.

1 (3) Break torque (50 to 100 Ib.ft.) on turbine retaining bolt using wrench (PWC30042)and remove bolt.

CAUTION: CONTINUED USE OF PULLER IN SUBPARAGRAPH (4), FOLLOWING,MAY DAMAGE BLADE TRAILING EDGES IF SHROUD HEAT SHIELD ISCONTACTED.

(4) Use puller (PWC30330) to release turbine disk snap diameters only. This will be

observed by a drop of the disk and freedom of puller operation. Withdraw disk.

I (5) If Pre-SB1439 bolt is seized (Ref. Fig. 3-2-8):

(a) Install drill bit, part of kit (PWC50057), in suitable hand drill.

(b) Install stop on drill bit, 4.270 in. from tip.

(c) Install bushing into CT bolt hole, fingertight.

(d) Set drill at slow speed and drill through bolt until drill stop contacts bolt head.

Use cutting oil, and remove debris at regular intervals.

(e) Remove bushing from CT bolt and clean surrounding area.

(f) Fill oil injector (PWC50060): tum knob clockwise until plunger bottoms; placeinjector tip in penetrating oil (50% kerosene, 50% engine oil is suitable); and

turn knob counter-clockwise to draw in oil.

(g) Install injector in CT bolt. Make sure packing seals between injector and bolt

head.

(h) Turn injector knob clockwise, fingertight, to empty injector and flood stubshaft

cavitjl. Maintain pressure in cavity by tightening knob at regular intervals for 5

minutes minimum.

(i) Remove injector, and loosen bolt.

(j) If bolt does not move, repeat steps (f) through (i) until bolt is removed.

18. INSTALLATION (Pre-SB1043 ENGINES)


(1) Lightly smear splines of stubshaft and disk, and threaded portion and shoulder of

turbine retaining bolt with lubricant (PWC06-036). Install disk and blade assemblyaligning master splines.

Page 3-2-23

Nov 26/2004



SPLINED LOCK ARRANGEMENT

OF DISK AND STUB SHAFT INTHE UNLOCKED POSITION

1) (2) 1 (3) (4) (5) (6

Pre-SB1043 Engines C77B

Compressor Turbine Splined Lock ArrangementFigure 3-2-7

Page 3-2-24

Nov 26/2004



Key to Figure 3-2-7

1. Puller Screw (PWC30325)2. Puller Body (PWC30325)3. Splined Lock Spring4. Turbine Retaining Bolt

5. Splined Lock

6. Stubshaft

I (2) Use puller (PWC30325) to draw splined lock (5) to its disengaged position asshownonFigure 3-2-7.

(3) Install bolt (4), with ´•puller in place into centerbore of disk. Tighten and double

torque bolt, (Ref. No. 541, Fits Clearances) using wrench (PWC30042).Remove puller (PWC30325) and ensure that splined lock is properly engaged.

NOTE: Locking position may be found by inserting threaded puller (PWCS0128-05)into splined lock and pulling back slightly to allow lock to be turned,checking each spline in turn. When properly aligned, splined lock (5) will

drop in flush with end of bolt (4).

I (4) preceding.)Install power section on gas generator assembly (Refer to Paragraph 10.,

19. REMOVAL (Post-SB1043 AND ALL PT6A-20A ENGINES)


(1) Remove power section and install in stand (Refer to Paragraph 9., preceding.)

(2) Install wrench (1, PWC30331) at flange C of gas generator case to preventcompressor turbine disk from rotating.

(3) Insert protector sleeve (3, PWC30336) into centerbore of turbine disk.

1 (4) Use unlocking tool (2, PWC30335) to unlock keywasher at retaining bolt.

(5) Remove unlocking tool and break torque of mounting bolt using a conventional

socket. Remove bolt and keywasher.

I NOTE: DELETED

CAUTION: CONTINUED USE OF PULLER IN SUBPARAGRAPH (6), FOLLOWING,MAY DAMAGE BLADE TRAILING EDGES IF SHROUD HEAT SHIELD ISCONTACTED.

1 (6) Use puller (PWC30403)to release turbine disk snap diameters only. This will be

observed by a drop of disk and freedom of puller operation. Withdraw disk.

(7) If Post-SB1439 bolt is seized:

Page 3-2-25

Nov 26/2004



4.270

DRILL STOP

DRILL BIT

CT BOLTBUSHING

OIL INJECTORPREFORMED PACKING

o B4 CT BOLT

C25663

Removal of CT Bolt

Figure 3-2-8

Page 3-2-26

Nov 26/2004



(a) Apply sufficient penetrating oil (50% kerosene, 50% engine oil is suitable)through bolt center hole to flood stubshaft cavity.

(b) Rotate CT several times to let oil reach slots in bolt thread, and let soak for 20

minutes minimum.

CAUTION: IF FORCE DOES NOT DECREASE, DO NOT EXCEED 150 LB.FT

THIS INDICATES PERMANENT SEIZURE, AND BOLT MUST BEDRILLED OUT. DRILL OUT IN TWO STAGES. DO NOT EXCEEDMINOR THREAD DIA. OF 0.5538 IN.

(c) Break torque on bolt (50 to 100 Ib.ft.). If bolt does not move, apply sufficient

tightening force to move bolt; then loosen. Repeat tightening/loosening until

bolt is free and can be removed.

CAUTION: CONTINUED OPERATION OF PULLER DURING REMOVAL OF DISKMAY DAMAGE BLADE TRAILING EDGES IF SHROUD HOUSING ISCONTACTED.

(8) Insert compressor turbine disk puller into centerbore of turbine disk and release

turbine disk snap diameters. Withdraw turbine disk and blade assembly from gasgenerator case.

NOTE: A drop of the disk or freedom of puller operation will be observed when

the disk snap diameters are released.

CAUTION: HANDLE TURBINE DISK AND BLADE ASSEMBLY WITH CARE.

(9) Place disk and blade assembly on clean bench and remove puller. Install assemblyin a suitable container.

20. INSTALLATION (Post-SB1043 AND ALL PT6A-20A ENGINES)


(1) Lightly smear splines of turbine disk hub with lubricant (PWC06-004). Install bladed

compressor turbine disk on compressor front stubshaft, aligning master splines.

(2) Make sure keywasher is dry and free from burrs. Lightly smear inside of keywasherwith lubricant (PWC06-004). Apply same lubricant to shoulder and threaded portionof bolt.

NOTE: On mounting bolt (Post-SB1439) make sure axial lubricating hole and

thread slots are clear.

(3) Insert keywasher and retaining bolt into disk centerbore.

(4) Install wrench (PWC30331) at flange C of gas generator case to prevent compressorturbine disk from rotating.

(5) r~ghten and double torque mounting bolt, (Ref. No. 541, Fits Clearances) using a

conventional socket wrench.

Page 3-2-27

Nov 26/2004



I I I Ilil

Post-SB1043 Engines C487C

Compressor Turbine Removal

Figure 3-2-9

Page 3-2-28

Nov 26/2004



Key to Figure 3-2-9

1. Wrench (PWC30331)2. Unlocking Tool (PWC30335)3. Sleeve Protector (PWC30336)

1 (6) Use locking tool (PWC30458) to lock keywasher and withdraw tool taking care

not to scratch centerbore of disk.

1 (7) Install power section onto gas generator assembly (Refer to Paragraph 10.,preceding.)

TURBINE INLET T4 THERMOCOUPLE HARNESS (PT6A-6 SERIES ENGINES)

21. REMOVAL



(2) Remove bolts fastening T4 terminal block to gas generator case and detach

terminal block and gasket.

CAUTION: FLEXING OF BRAIDED LEAD MUST BE KEPT TO A MINIMUM TO AVOIDSHORTING AND/OR FRAYING OF BRAID. ATTACH TERMINAL BLOCKLOOSELY TO BUS-BAR WITH SAFETY WIRE IMMEDIATELY ONREMOVAL FROM GAS GENERATOR CASE.

(3) Release thermocouple wire from three clips on combustion chamber liner.

(4) Remove safety wire and bolts fastening thermocouple harness to compressorturbine shroud housing. Remove harness assembly.

(5) Install harness in protector (PWC30111) to avoid damage to probes.

22. INSTALLATION


(1) Position T4 thermocouple hamess assembly on compressor turbine shroud housingwith harness support bracket in the 3 o’clock position, and secure with 12 bolts.

Tighten bolts, torque 32 to 36 Ib.in. and lockwire individually.

(2) Secure T4 harness conduit in three clips provided on combustion chamber liner.

(3) Install T4 terminal block together with gasket on gas generator case and secure with

two bolts. Tighten bolts, torque 32 to 36 Ib.in. and lockwire.

Page 3-2-29

Nov 26/2004



C599A

Compressor Turbine Disk and T4 Harness Installed

Figure 3-2-10

Page 3-2-30

Nov 26/2004



T4 TRIM HARNESS (PT6A-6 SERIES ENGINES, POST-SB1198)

23. GENERAL

A. The T4 trim harness is connected externally in parallel with the T4 thermocoupleharness, on some overhauled engines, to eliminate readout error. Should the trim harness

require replacement in the field, it must be replaced with one of identical resistance.

Careful note should be made of the part number of the unit removed and the part number

of the unit to be installed (refer to Table 3-2-1).

TABLE 3-2-1, Trim Thermocouple Conversion Table

P/N 3013604 Resistance Value P/N 3031417

and class (Ohms at 70"F) and class

3.75 to 3.95 10

3.95 to 4.20 11

4.20 to 4.45 12

4.56 to 4.75 13

4.75 to 5.10 14

5.10 to 5.50 15

5.50 to 5.90 16

5.90 to 6.40 17

6.40 to 6.90 18

6.90 to 7.60 19

8 20

1 9 25

2 10.5 30

3 12 35

5 14 40

7 16 45

10 19 50

20 24 55

30 30 60

40 43 65

50 72 70

60 110 75

Page 3-2-31

Nov 26/2004



REMOVAL


.(1) Remove two nuts securing T4 trim harness chromel and alumel lead lugs to T4

thermocouple harness terminal block on gas generator case. Remove lugs from

terminal posts.

(2) PT6A-6A and -6B engines: Remove bolt (14), self-locking nut (4) and spacersecuring clamp (1) to clamp (12) on wire rope casing. Slide clamp (I)from probe (8).

(3) PT6A-6 engines: Remove bolt (2), self-locking nut (4) and spacer (10) securing probe(8) and clamp (9) to bracket (11). Slide clamp (9) off probe.

(4) Remove two bolts (7),. nuts (4) and washer (6) securing probe (8) flange and

support bracket (3, if fitted) to center fireseal.

(5) Remove probe (8) carefully, feeding hamess (5) through center fireseal.

25. INSTALLATION


(1) Feed harness leads (5) forward through respective hole in center fireseal until

probe flange (8) abuts rear face of center fireseal.

(2) Secure support bracket (3) if applicable, and probe flange to center fireseal with

two bolts (7), two nuts (4) and washer (6). Bolt heads must be on rear face of

fireseal. r~ghten nuts and torque 36 to 40 Ib.in.

(3) PT6A-6 engines: Slide clamp (9) onto probe (8) to align with bracket (11) secure to

support bracket (3). Insert spacer (10) between bracket (11) and clamp (9) and

secure spacer and clamp to bracket using bolt (2) and self-locking nut (4). Tightenand torque bolt 36 to 40 Ib.in.

(4) PT6A-6A and -6B engines: Slide clamp (1) onto probe (8) to align with clamp (12).Insert spacer between clamps (1) and (12) and secure clamps using bolt (14) and

self-locking nut. Tighten nut and torque 36 to 40 Ib.in.

(5) Install respective hamess (5) chromel and alumel lugs on respective T4 thermocoupleterminal block posts and secure with respective self-locking nuts. Tighten large(alumel terminal) nut and torque 36 to 40 Ib.in. Tighten smaller (chromel terminal)nut and torque 23 to 26 Ib.in.

26. FUNCTIONAL CHECK

A. Procedure

(1) Using Turbine Temperature Indicating System Test Set (Barfield TT1000A, or

equivalent), check resistance across trim harness lugs. Acceptable resistance is

detailed in the Illustrated Parts Catalogue, for each class of trim harness.

Page 3-2-32

Nov 26/2004



(2) With test set connected to either chromel or alumel wire lugs, and second lead to

trim harness probe cover, check insulation resistance. The minimum acceptableresistance is 5000 ohms.

GLOW PLUGS AND CABLES (PRE-SB1429)

27. REMOVAL

A. Procedure

(1) Disconnect cables at ignition current regulator and glow plugs.

(2) Detach clamps securing cables to engine, and remove cables.

(3) Remove glow plugs from gas generator case.

NOTE: If inspection of glow plug bosses indicates damage, dress threads with

0.5625-18 UNF thread tap.

28. INSTALLATION

A. Procedure

(1) Install glow plugs (no thread lubricant is permitted) and gaskets. Tighten plugs and

torque (Ref. No. 562, Fits Clearances).

(2) Connect cables to glow plugs. Tighten cable nuts, torque (Ref. No. 566, Fits

Clearances) and apply lockwire.

(3) Attach electrical connectors to ignition current regulator. Tighten connectors, torque(Ref. No. 561, Fits Clearances) and apply lockwire.

(4) Install clamps on cables and secure to engine. Tighten clamp bolts and torque 36

to 40 Ib.in.

SPARK IGNITERS AND IGNITER CABLES (POST-SB1429)

29. REMOVAL


WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLYHIGH. MAKE SURE IGNITION IS SWITCHED OFF AND SYSTEM HAS BEENINOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING ANYIGNITION COMPONENTS. ALWAYS DISCONNECT COUPLING NUTS ATIGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TOREMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUTCONNECTORS OR COUPLING NUTS WITH BARE HANDS.

(1) Isolate power from ignition system.

Page 3-2-33

Nov 26/2004



INLET SCREEN (REF.) FIRESEAL ASSEMBLY (REF.)

91411 FIRESEAL MOUNT

BRACKET (REF.)

LA9I 7

10)~12 13

SYMBOLS

9 PT6A-6A 6 PT6A-6B ONLY (11) (15) ,~E´•

~A´•PT6A-6 AND PT6B-9 ONLY ‘r V 1 2

io

3 7

SECTION A-A

(PT6A-6, PT6A-6A and PT6A-6B, Post-SB1198) C320

Removal/lnstallation of T4 Trim Harness

Figure 3-2-11

Page 3-2-34

Nov 26/2004




1. Clamp2. Bolt

3. Support Bracket

4. Self-locking Nuts

5. T4 Trim Harness

6. Washer

7. Bolts

8. T1 Probe

9. Clamp10. Spacer11. Bracket

12. Clamp13. Reversing Cable

14. Bolt

15. Bolt

CAUTION: WHEN UNSCREWING CABLE COUPLING NUTS, DO NOT ALLOW

BRAIDING, FERRULES OR IGNITER TO TURN AT SAME TIME.

(2) Disconnect coupling nuts on left and right igniter cables (7 and 8) from respectivespark igniters (1) and ignition exciter (9).

(3) Remove self-locking nuts and bolts and separate loop clamps (3 and 5) from anglebrackets (4 and 2) at center fireseal.

(4) Remove self-locking nuts and bolts and separate loop clamps (10 and 12) from

angle brackets (11 and 13).

(5) Remove self-locking nut and bolt and separate loop clamp (21) from bracket (20) at

P3 boss on gas generator case.

(6) Remove self-locking nut and bolt and separate loop clamp (19) from loop clamp on

fuel tube.

(7) Remove self-locking nut and bolt and separate loop clamp (14) from bracket (22)on inlet screen.

(8) Remove self-locking nuts and bolts and separate loop clamps (15 and 17), and

brackets (16 and 18) from rear fireseal mount ring.

(9) Remove self-locking nut and bolt and separate loop clamps (6) on igniter cables (7and 8).

(10) Withdraw igniter cables (7 and 8) through fireseal mount rings.

(11) Remove spark igniters (1) from gas generator case.

(12) Remove copper gasket from each spark igniter and discard.

Page 3-2-35

Nov 26/2004



1

a

a

8

DETAIL A DETAIL B

B

i~7D P_11

i13

DETAIL C

DETAIL O

(Post-SB1 429) C17951

Removal/installation of Igniter Cables

Figure 3-2-12

Page 3-2-36

Nov 26/2004




1. Spark Igniter2. Angle Bracket

3. Loop Clamp4. Angle racket

5. Loop Clamp6. Loop Clamp7. Igniter Cable (Left Hand)8. Igniter Cable (Right Hand)9. Ignition Exciter

10. Loop Clamp11. Angle Bracket


14. Loop Clamp15. Loop Clamp16. Angle Bracket




30. INSTALLATION


CAUTION: APPLY COMPOUND TO IGNITER THREADS OR IGNITER BOSSTHREADS ONLY.

(1) Install new copper gasket on each spark igniter (1).

(2) Using a small paintbrush, apply antiseize compound (PWC06-023) only to sparkigniter threads.

NOTE: Spark igniter threads must not be lubricated with oil.

(3) Install spark igniters in bosses at 4 o’clock and 8 o’clock positions on gas generatorcase. Tighten igniters and torque (Ref. No. 562, Table Fits Clearances).

(4) Assemble igniter cables (7 and 8) between center and rear fireseal mount rings,passing cable ends through respective holes in mount rings. Pull cables throughuntil cable flanges bear against mount rings.

Page 3-2-37

Nov 26/2004



CAUTION: BOLTS SECURING SEAL RETAINING PLATES TO REAR AND CENTERFIRESEALMOUNT RINGS MUST HAVE BOLT HEADS LOCATED ON AIRINLET SIDE.

(5) Position angle brackets (16 and 18), on front face of each cable flange, left hole,position. Secure each bracket and cable flange to rear fireseal mount ring with two

bolts and self-locking nuts. Tighten nuts, torque 36 to 40 Ib.in.

(6) Position angle brackets (4 and 13) on rear face of center firesealmount ring againstcable flanges. Secure brackets and cable flanges to mount ring with two bolts and

self-locking nuts. Tighten nuts, torque 36 to 40 Ib.in.

CAUTION: UNDER NO CIRCUMSTANCES ARE LUBRICANTS OF ANY TYPE TO BEUSED ON CABLES WITH TEFLON INSULATED SLEEVES. LUBRICANTSCONTAINING GREASE, SILICONE OR PETROLATUM MUST NOT BEUSED ON ANY IGNITION COMPONENTS, AS CONTAMINATION OFELECTRICAL CONTACTS WITHIN CONNECTORS OR CENTRALCONDUCTOR OF CABLE CAN RESULT IN A HIGH RESISTANCE PATHWHICH COULD GENERATE HEAT AND OXIDATION.

CAUTION: DO NOT ALLOW BRAIDING, FERRULES OR IGNITER PLUGS TO TURNWHENSCREWING ON COUPLING NUTS.

(7) Connect coupling nuts at end of igniter cables (7 and 8), to respective spark igniters(1) and ignition exciter (9). Screw couplings on to mating threads by hand, makingsure that no binding occurs between coupling nuts and cables. Tighten couplingnuts and torque (Ref. No. 566, Table Fits Clearances). Secure coupling nuts at

ignition exciter with lockwire.

(8) Secure loop clamps (6) on cables (7 and 8) with bolt and self- locking nut. Tightennut and torque 36 to 40 Ib.in.

(9) Secure loop clamps (15 and 17) on cables (7 and 8) to angle brackets (16 and 18)with bolts and self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.

(10) Secure loop clamp (19) on cable (8) to loop clamp on fuel pressure tube, with boltand self-locking nut. Tighten nut and torque 36 to 40 Ib.in.

(11) Secure loop clamp (21) on cable (8) to angle bracket (20) with bolt and self-lockingnut. Tighten nut and torque 36 to 40 Ib.in.

(12) Secure loop clamp (14) on cable (7) to bracket (22) on air inlet screen with bolt and

self-locking nut. Tighten nut and torque 36 to 40 Ib.in.

(13) Secure loop clamps (3 and 12)to brackets (4 and 13) with bolts and self-lockingnuts. Tighten nuts and torque 36 to 40 Ib.in.

(14) Secure loop clamps (5 and 10) to angle brackets (2 and Il)with bolts and


Page 3-2-38

Nov 26/2004



FUEL DUMP VALVE AND FUEL MANIFOLD ADAPTER ASSEMBLIES

A. Removal (See Figure 3-2-13)

(1) Disconnect glow plug or spark igniter cables, as applicable.

(2) Number fuel manifold adapters prior to removal.

(3) Disconnect fuel delivery tube (10) at dump valve elbow (9).

(4) Remove attachment bolts and lockplates from inlet manifold adapter (3) located at

6 o’clock position on gas generator case and each adjacent manifold adapter (11).Remove fuel manifold transfer tubes (4).

(5) Remove fuel dump valve and inlet fuelmanifold adapter as an assembly.

(6) Loosen locknut on fuel dump valve connection and remove dump valve from inlet

manifold adapter.

NOTE: Unless glow plugs or spark igniters remain installed, do not attempt to

remove all fuel manifold adapter assemblies at any one time, since seven

of the assemblies serve to locate the combustion chamber liner and

alignment problems may be encountered at reassembly.

(7) Remove bolts and lockplates from remaining fuel manifold adapters and withdraw

transfer tubes and adapters.

CAUTION: EXTREME CARE MUST BE EXERCISED WHEN HANDLING FUELNOZZLES AND SHEATHS. WEAR CLEAN, LINT-FREE, COTTONGLOVES WHILE HANDLING COMPONENTS; FINGERPRINTS LEFT ONORIFICE MAY PRODUCE A POOR SPRAY PATTERN.

(8) Remove sheath from each manifold adapter using puller (PWC30416), as

necessary (See Figure 3-2-14).

NOTE: 1. Manifold components are to be inspected as detailed in Section 3,following, and cleaned as detailed in Part 2, Section 3.

NOTE: 2. If manifold assemblies are not to be reinstalled in engine immediately,they should be placed in a clean, covered container to prevent exposureto dirt and dust.

NOTE: 3. If manifold assemblies are to be shipped to an overhaul facility, or stored,they must be individually wrapped and securely packaged in a manner to

prevent their relative movement and possible damage to orifice faces.

Page 3-2-39

Nov 26/2004



2)(3)(4

lc0

D g

I ~p

C76B

Fuel Manifold and Fuel Dump Valve (Typical)Figure 3-2-13

Page 3-2-40

Nov 26/2004




1. Gas Generator Case Front Drain Valve (Rear Valve Similar)2. Adapter Securing Bolt and Lockplate3. Inlet Fuel Manifold Adapter4. Fuel manifold Transfer Tube (Typical 14)5. Nut

6. Valve Coupling7. Fuel Dump Valve

8. Nut

9. Elbow

10. Fuel Delivery Tube

11. Fuel Manifold Adapter (Typical 13)12. Drain Valve Securing Bolt

32. REPLACEMENT OF FUEL NOZZLES LEAKAGE TEST

A. Procedure


(1) When fuel nozzle replacement is necessary, the fuel manifold adapter assemblymust be pressure-tested before installation. Test fuel manifold adapter assemblyfor leakage as follows:

(a) Lubricate adapter, nozzle assembly and new tabwasher with fuel and install

fuel nozzle with tabwasher in fuel manifold adapter; tighten and torque 45 to

50 Ib.in. (Ref. No. 550, Fits Clearances).

(b) Install fuel manifold adapter assembly in test fixture (PWC30270) (See Figure3-2-15).

NOTE: Use one blanking plug (PWC30099) when pressure testing inlet

manifold adapter.

(c) Connect supply line of clean, dry, compressed air or nitrogen, to test fixture

and pressurize to 500 psig.

(d) Pressure test for leaks by applying leak checking fluid, Leak Tec 372

(PWC05-007) around fuel nozzle and tabwasher area, or by immersing in

petroleum solvent, AMS3160 (PWC11-027).

NOTE: No leakage is permitted between fuel nozzle and manifold adapter.

(e) If leakage test is satisfactory, remove assembly from test fixture and lock

keywasher over fuel nozzle.

Page 3-2-41

Nov 26/2004



r$n’

C974

Fuel Noule Sheath Removal

Figure 3-2-14

Page 3-2-42

Nov 26/2004



39. INSTALLATION


CAUTION: TAKE EXTREME CARE WHEN HANDLING FUEL NOZZLES AND SHEATHS.WEAR CLEAN, LINT-FREE, CO~TON GLOVES WHILE HANDLING

COMPONENTS; FINGERPRINTS LEFT ON ORIFICE MAY PRODUCE APOOR SPRAY PATTERN.

CAUTION: ENSURE THAT THE SHEATH FOR THE NO. 8 FUEL NOZZLE IS ´•NOT USEDIN ANY OTHER POSITION. THE LOCATING HOLE IS PECULIAR TO THENO. 8 FUEL NOZZLE ONLY.

(1) Install sheaths on fuel manifold adapters ensuring that locating pins engage hole in

sheaths.

NOTE: Primary fuel manifold adapters are identified by a single weld blob on the

larger mounting flange. Other weld blobs appearing on the knuckle section

of the adapters should be ignored.

(2) Using feeler gage, check circumference gap between fuel manifold adapters and

sheaths, maximum gap allowed is 0.003 inch (See Figure 3-2-16). Larger gapsuggests one or both parts are distorted. Return parts for repair as necessary.

(3) Carefully check gap between fuel noule tip and side of hole in sheath (See Figure3-2-16), a clearance of 0.020 inch is required. If a clearance is less at any point,this suggests one or both parts are distorted. Return parts for repair as necessary.

(4) Assemble fuel dump valve coupling (6) together with new preformed packing to dumpvalve (7). Torque nut 40 to 65 Ib.in.

(5) Assemble nut (5), new packing retainer and new preformed packing, on coupling,and insert into fuel inlet manifold adapter (3) (Ref. No. 650, Table Fits

Clearances).

(6) Assemble fuel line elbow (9) and nut (8), together with new packing retainer and

preformed packing, to dump valve (7) (Ref. No. 650, Table Fits Clearances).Torque locknut 38 to 40 Ib.in.

(7) Install assembled manifold adapter and dump valve, complete with new gasket, on

generator case boss at 6 o’clock position and secure as follows:

(a) Pre-SB1276: Install bolts and torque 32 to 36 Ib.in. (Ref. No. 658, Fits 8

Clearances); do not safety wire at this stage.

Page 3-2-43

Nov 26/2004



4

C214A

Fuel Manifold Adapter Assembly Leakage Test Fixture

Figure 3-2-15

Page 3-2-44

Nov 26/2004




1. Hose Assembly2. Test Fixture

3. Set Screw (Part of Fixture)4. Adapter and Nozzle Assembly5. Plastic Pad (Part of Fixture)6. Torque Screw (Part of Fixture)

CAUTION: TO AVOID POSSIBLE FAILURE OF STAINLESS STEEL GASKETS

(POST-SB1276), IT IS ADVISABLE TO SLIDE THE GASKET OVERTHE SHEATH, CAREFULLY ALIGN HOLES AND INSERT BOTHBOLTS. THE WHOLE ASSEMBLY CAN THEN BE MATED WITH THEPADS ON THE GAS GENERATOR CASE, THUS AVOIDING ANYATTEMPT TO LEVER THE GASKETS INTO ALIGNMENT WITH THEBOLTS.

(b) Post-SB1276: Install two bolts and torque 15 to 20 Ib.in., then retorque 32 to

36 Ib.in., in same sequence without loosening, then apply safety wire.

(c) Insert fuel transfer tubes (4), complete with new preformed packing on each

end, into manifold adapters. Assemble fuel manifold adapters together with

interconnecting fuel transfer tubes in original positions. Secure each adapter with

lockplate and two bolts.

(d) Pre-SB1276: Torque bolts 32 to 36 Ib.in. (Ref. No. 658, Table Fits Clearances).

NOTE: Some early engines may be equipped with manifold adapters havingequal diameter bores at each end and transfer tubes having equalO.D. at each end. These adapters should be assembled as shown on

Figure 3-2-18. Later engines have adapters with different diameter

bores at each end, with transfer tubes to suit. These adapters can onlybe assembled as shown on Figure 3-2-17. The two types are

interchangeable on the basis of one new transfer tube for a comparablequantity of like parts of the older type.

NOTE: Do not safety wire bolts at this stage as they must be retorqued after

engine ground check.

(e) Post-SB1276: Torque bolts sequentially 15 to 20 Ib.in., then continue in same

sequence 32 to 36 Ib.in. without loosening; safety wire bolts in pairs.

NOTE: After torquing a maximum 0.001 in. gap is allowed between the

adapter and sheath flanges (See Figure 3-2-13).

(f) Safety wire fuel dump valve fittings.

(g) Connect fuel delivery tube (10) to fuel line elbow. Torque nut 90 to 100 Ib.in.

and safety wire.

(h) Install cables to glow plugs or spark igniters, as applicable, torque couplingnuts (Ref. No. 566, Table Fits Clearances).

Page 3-2-45

Nov 26/2004



ADAPTER

MAX. ALLOWABLEGAP 0.003 INCHAT ANY POSITION

SHEATH 0;76 SIZE DRILL (0.020" DIA.)

SECTION THROUGH FUEL MANIFOLD ADAPTER AND SHEATH HAND HELD

ADAPTER

Ili~i_

MAX. ALLOWABLEGAP 0.001 INCHAT ANY POSITION

METAL GASKET

GAS GENERATOR CASE


SHEA

SECTION THROUGH FUEL MANIFOLD ADAPTER AND SHEATHINSTALLED ON GAS GENERATOR CASE

C41914

Clearance Checks -Fuel Nozzle Adapter and Sheath

Figure 3-2-16

Page 3-2-46

Nov 26/2004



FUEL MANIFOLDADAPTER ASSEMBLY

LOCKING

PLATE FUEL MANIFOLDTRANSFER TUBE

GASKET



FUELNOZZLE FUELNOZZLESHEATH

(PT6A6, PT6A-6B and Early PT6A-20 Engines) C33A

Fuel Manifold Adapter AssemblyFigure 3-2-17

Page 3-2-47

Nov 26/2004

PRATT WHITfVEY CANADAMAINTENANCE MANUAL


FUEL MANIFOLD FUEL MANIFOLDLOCKING PLATE

ADAPTER ASSEMBLY TRANSFER TUBE

GASKET


2~


FUEL NOZZLE

FUEL NOZZLESHEATH

(PT6A-20 and -20A Engines) C1213

Fuel Manifold Adapter AssemblyFigure 3-2-18

Page 3-2-48

Nov 26/2004



(i) Pre-SB1276: Retorque manifold adapter bolts 32 to 36 Ib.in. (Ref. No. 653,Table Fits Clearances) and safety wire after applicable engine groundcheck (Ref. Part 2, Section 6).

GAS GENERATOR CASE DRAIN VALVES

34. REMOVAL

A. Procedure’(See Figures 3-2-13)

(1) Remove two bolts (12) securing front drain valve assembly to gas generator case.

(2) Withdraw drain valve and gasket from mounting boss.

(3) Remove retaining ring and withdraw valve and valve spring.

(4) Repeat process for rear drain valve assembly.

35. INSTALLATION


NOTE: To eliminate possibility of leakage after assembly, drain valves shouldbe lappedlightly in drain valve bodies using lapping compound, Clover 2A (PWC05-019).Remove all traces of lapping compound by washing valves and bodies

thoroughly in petroleum solvent, AMS3160 (PWC11-027).

(1) Assemble valve and valve spring to each valve body and secure with retaining ring.

(2) Install front and rear drain valve assemblies (1) together with gaskets to gas

generator case bosses. Secure with bolts (12), tighten, torque 32 to 36 Ib.in. and

lockwire.

NOTE: Valve mounting bolts should be retorqued and lockwired after engineground check.


36. REMOVAL



(2) Remove fuel manifold transfer tubes, fuel manifold adapters and fuel dump valve.

(Refer to Paragraph 31., preceding.)

(3) Remove ignition glow plugs (Pre-SB1429) or spark igniters (Post-SB1429) (Referto Paragraph 27. or 29., preceding.)

Page 3-2-49

Nov 26/2004

PRATT WHITNEY CANADANIAINTENANCE MANUAL


1) 12

a ag ~Tal Q

o. ´•‘R‘´•

"o O

o, 10

:V

b

D\

a

8j ’\Ij

I D

d ´•7 1 I

o

8ii´•;!:I j o

_(E~3)OoF

i

i

O o

8"I

~J,Ri

i!! .9i i:u o,’

´•9; /a08 /I~ ~’k

C492A


Figure 3-2-19

Page 3-2-50

Nov 26/2004




1. Combustion Chamber Liner

2. Gas Generator Case

3. Ignition Plug Boss

4. Ignition Plug Locating Hole

(4) On PT6A-6 Series engines, detach T4 thermocouple harness terminal lead from clipson combustion chamber liner.

CAUTION: IF DIFFICULTY IS EXPERIENCED IN FREEING LINER, STRIKE INSIDEOF LINER SHARPLY WITH PALM OF HAND. DO NOT ATTEMPT TO PRYLINER LOOSE.

(5) Withdraw combustion chamber liner from gas generator case.

37. INSTALLATION

A. Procedure

(1) Insert combustion chamber liner into gas generator case and install two glow plugs(Pre-SB1429) or spark igniters (Post-SB1429) (Refer to Paragraph 28. or 30.,preceding).

NOTE: The ignition plugs and the inner and outer exit ducts will align the liner

prior to installation of the fuel manifold adapters.

(2) Install fuel dump valve, fuel manifold adapter assemblies, and fuel transfer tubes

(Refer to Paragraph 33., preceding).

(3) Install power section (Refer to Paragraph 9., preceding).

POWER TURBINE GOVERNOR AND NF TACHOMETER-GENERATOR (ALL ENGINES

EXCEPT PT6A-20A AND -20B)

38. REMOVAL

A. Procedure

(1) Disconnect governor pneumatic tube and tachometer-generator electrical connector.

(2) On engines equipped with reversing system, disconnect reversing linkage byremoving castellated nut and bolt at govemor control arm.

(3) Remove nut and washer and withdraw governor from mounting pad on Nf

tachomete r-generator.

(4) Withdraw tachometer-generator from reduction gearbox case.

Page 3-2-51

Nov 26/2004



INSTALLATION i)A. Procedure

NOTE: It is important to ensure that all solid pneumatic lines are properly and correctlyfitted before the coupling nuts are tightened. The coupling nuts should be

seated without the use of tools, i.e., finger tight, before torquing. The installation

of any pipe brackets should not distort the pipe in any way.

(1) Install new gasket over studs on reduction gearbox case.

(2) Lubricate shaft with lubricant (PWC04-004) and install tachometer-generator, takingcare not to damage threads on studs.

(3) Lubricate shaft lightly with lubricant (PWC04-004) and install Nf governor. Secure

with four washers and self-locking nuts. Tighten and torque 75 to 85 Ib.in.

(4) Connect governor pneumatic tube to union on governor, tighten nut, torque 90 to

100 Ib.in. and apply lockwire.

(5) dn engines not equipped with reversing system, ensure that govemor lever is

lockwired in maximum speed position.

(6) On engines equipped with reversing system, connect reversing linkage at governorcontrol arm and secure with castellated nut and bolt. Tighten nut, torque (Ref.No. 599, Fits 8 Clearances) and install cotterpin.

(7) Connect electrical fitting, torque (Ref. No. 561, Fits 8 Clearances) and applylockwire.

PROPELLER GOVERNOR (PT6A-20A AND -20B ENGINES)

40. REMOVAL


(1) Disconnect cockpit control lever linkage from speed adjusting lever (6) on propellergovernor.

(2) Disconnect Py pneumatic tube (5) at propeller govemor.

(3) Disconnect reversing lever (8) from Beta control valve (7) by removing cotterpin,washer, sleeve bushing and straight pin.

(4) Disconnect interconnect rod (2) from air bleed link (3) by removing cotterpin,castellated nut, washer and bolt.

(5) Remove reversing lever (8) from fork end of push-pull contr~l linkage (1) byremoving cotterpin, castellated nut, spacer and bolt.

(6) gearbox.Remove nuts and washers, and remove govemor from mounting pad on reduction

Page 3-2-52

Nov 26/2004



INSTALLATION


CAUTION: AFTER MAJOR TURBINE BLADE FRACTURE, THE PROPELLER GOVERNORON ENGINES WITH PROPELLER REVERSING MUST BE SENT TO ANAPPROVED OVERHAUL FACILITY FOR INSPECTION PRIOR TO RETURNINGUNIT TO SERVICE.




(1) Install gasket over studs on governor mounting pad on reduction gearbox. Ensure

that raised side of screen faces upward.

(2) Install govemor and secure with four plain washers and self-locking nuts. Tightennuts and torque (Ref. No. 186, Fits Clearances), using wrench (PWC30114-09).

(3) Connect reversing lever (8) to Beta control valve (7) with sleeve bushing, straightpin and washer. Lock with cotterpin.

(4) Connect reversing lever to fork end of push-pull control linkage (1) with bolt, spacerand castellated nut. Tighten nut, torque 24 to 36 Ib.in., and lock with cotterpin.

(5) Connect interconnect rod (2) to air bleed link (3) with bolt, washer and castellated

nut; Tighten nut, torque (Ref. No. 599, Fits 8 Clearances), and lock with cotterpin.

(6) Connect Py pneumatic tube (5) at governor (4). Tighten coupling nut, torque 90 to

100 Ib.in., and lockwire.

(7) Connect cockpit control lever linkage to governor speed adjusting lever (6).

AIR INLET SCREEN

42. REMOVAL

A. Procedure

CAUTION: KEEP COMPRESSOR INLET AREA CLEAR OF ALL FOREIGN OBJECTSWHICH COULD BE INGESTED BY ENGINE AND CAUSE SERIOUSINTERNAL DAMAGE.

(1) Remove self-locking nuts, washers and bolts securing screen flanges at 6 o’clock

position

(2) Carefully open screen and remove from inlet area.

I)

Page 3-2-53

Nov 26/2004



3) (4

O f~ (6

I ~3‘

2

~3 b

(9 C/X XU c>

C494B

Engine Front LinkageFigure 3-2-20

Page 3-2-54

Nov 26/2004



Key to Figure.3-2-20

1. Push-pull Control Linkage2. Interconnect Rod

3. Air Bleed Link

4. Propeller Governor

5. Py Pneumatic Tube

6. Governor Speed Adjusting Lever

7. Beta Control Valve

8. Reversing Lever

9. Nf Tachometer-Generator

43. INSTALLATION

A. Procedure


NOTE: If fine mesh screen (Pre-SB1056) is to be installed ensure that inlet fairinghalves are not fitted.

(1) Apply thin film of compound (PWC09-003) to rubber rims of air inlet screen.

(2) Before installing screen, inspect inlet area and inlet fairing sealing strips as detailed

in Inspection.

(3) Carefully install air inlet screen around inlet area. Locate mating flanges at 6 o’clock

position.

(4) Secure flanges with three bolts, washers and self-locking nuts. Tighten nuts and

torque 12 to 15 Ib.in.

(5) If installing new screen, check unstressed flange gap clearance (0.000 to 0.150

inch). If gap exceeds measurement, install spacers as required (Ref I.P.C.,Post-SB11S1).

NOTE: Ensure ignition cable support bracket is installed at center bolt location

during assembly.

Page 3-2-55

Nov 26/2004



INLET FAIRING

44. REMOVAL

A. Procedure


(1) On Post-SB1056 and all PT6A-20A engines, remove inlet fairing halves as follows:

(a) Remove air inlet screen. (Refer to Paragraph 42., preceding.)

(b) Remove six bolts and washers securing inlet fairing halves to mounting bracket

assemblies attached to compressor inlet case.

(c) Remove four self-locking nuts, washers and bolts securing upper and lower

inlet fairing halves at mating flanges. Remove fairing halves.

45. INSTALLATION

A. Procedure Post-SB1056 and PT6A-20A Engines

(1) Install upper and lower inlet fairing halves in inlet area, with mating flanges at the

approximate horizontal centerline.

(2) Secure mating flanges with four bolts, washers and self-locking nuts. Do not tightennuts at this stage.

(3) Locate fairing halves on mounting bracket assemblies and secure with six bolts and

washers. Tighten bolts and torque 32 to 36 Ib.in.

(4) Tighten mating flange self-locking nuts and torque 36 to 40 Ib.in.

(5) Install air inlet screen (Refer to Paragraph 43. preceding).

WINTERIZED HEAT SHIELD

46. REMOVAL

A. Procedure


(1) Remove fine mesh air inlet screen (Refer to Paragraph 42., preceding).

(2) Rotate pin fasteners 90 degrees to release upper heat shield assembly from lower

heat shield assembly.

Page 3-2-56

Nov 26/2004



(3) Remove bolts and washers securing upper and lower heat shield assemblies to gasgenerator case.

(4) Remove heat shield assemblies and remove gaskets from lower assembly.

47. INSTALLATION

A. Procedure

(1) Install new gaskets on lower heat shield assembly horizontal mating flanges.

(2) Install upper and lower heat shield assemblies on gas generator case, with matingflanges at approximate horizontal centerline. Align flanges of both assemblies and

secure by engaging pin fasteners and turning through 90 degrees.

(3) Align heat shield mating flange with gas generator mounting bosses and secure

with bolts and washers. Tighten bolts and torque to 32 to 36 Ib.in.

(4) Install fine mesh air inlet screen (Refer to Paragraph 45. preceding).

COMPRESSOR BLEED VALVE

46. REMOVAL



(1) Remove air inlet screen (Refer to Paragraph 42., preceding).

(2) On PT6A-6A engines, incorporating winterized heat shield installation, remove

upper heat shield assembly (Refer to Paragraph 46., preceding).

(3) Remove two hold-down bolts and plain washers at flanged elbow.

(4) Remove two bolts and plain washers securing bleed valve to gas generator case.

(5) Withdraw bleed valve complete with transfer tube and flanged elbow from case.

Remove gasket.

(6) Remove transfer tube and elbow. Remove preformed packings from tube and base

of bleed valve.

49. REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3022954) (Pre-SB1414)


(1) Disassemble bleed valve as follows:

Page 3-2-57

Nov 26/2004



~33 )1I

i in

~II

C830B


Figure 3-2-21

Page 3-2-58

Nov 26/2004



(a) Remove four slotted screws (1) and washers (2) and remove cover assembly(3) from housing (14).

(b) Remove complete assembly of piston (8) from housing.

(c) Remove cotterpin (13), castellated nut (12) and washers (11), and separateassembly. Discard diaphragm (7) and seal washer (5).

(d) Clean bleed valve components as detailed in Part 2, Cleaning.

(2) Assemble bleed valve in sequence as follows:

(a) Install new seal washer (5) on guide pin bolt (4) followed by retainer (6).

(b) Lightly coat top outer circular surface of piston (8) with compound (PWC09-003).

(c) Locate rubber side of new diaphragm (7) to contact retainer (6) on guide pinbolt, followed by piston (8). Ensure diaphragm is evenly contoured between

retainer and piston.

(d) Install sleeve (9) and support plate (10) on guide pin bolt.

(e) Secure assembly with two washers (11) and castellated nut (12). Tighten nut,torque (Ref. No. 950, Fits Clearances) and lock with cotterpin (13).

(f) Lightly coat mounting face of housing (14) with compound (PWC09-003).

(g) While holding skirt firmly on housing, push piston up and down to ensure

diaphragm rolls correctly between piston and housing wall.

(h) Lightly coat mounting face of cover assembly’(3) with compound (PWC09-003).

(i) Install cover assembly on housing, mate guide pin to bolt (4) on pistonassembly and align mounting holes. Ensure diaphragm skirt is well seated and

secure cover fingertight with four washers (2) and slotted screws (1). Insert

bleed valve mounting bolts (15) in respective holes to ensure cover is centralized.

(j) Check movement of piston for full and free travel, then tighten slotted screws (1).Torque 16 to 20 Ib.in.

50. REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3027249) (Post-SB1414)


(1) Disassemble bleed valve as follows:

(a) Remove four slotted screws and washers (2) and remove cover assembly (3)from housing (15).

(b) Remove complete assembly of piston (8) from housing.

(c) Remove cotterpin (13) and castellated nut (14), and separate assembly.Discard diaphragm (7).

Page 3-2-59

Nov 26/2004



o

U

3

RUBBER SURFACE

o

FABRIC SURFACE DIAPHRAGM

10

12

e

o

(Pre-SB1414) C6227A

Compressor Bleed Valve P/N 3022954

Figure 3-2-22

Page 3-2-60

Nov 26/2004




1. Slotted Screw

2. Washer

3. Cover Assembly4. Guide Pin Bolt

5. Seal Washer

6. Retainer

7. Diaphragm8. Piston

9. Sleeve

10. Support Plate

11. Washers

12. Castellated Nut

13. Cotterpin14. Valve Housing15. Valve Mounting Bolt

(d) Clean bleed valve components as detailed in Part 2, Cleaning.

(2) Assemble bleed valve, in sequence, with new diaphragm as follows:

(a) Install retainer (5) on guide pin bolt (4), followed by washer (6).

NOTE: If dimension between shoulder and nearest full thread is greater than

1.525 inches, guide pin bolt must be replaced (Ref. Post-SB1413).

(b) Lightly coat outer circular surface of piston (8) with compound, (PWC09-003).

(c) Locate fabric side of new diaphragm (7) on piston (8), ensuring holes are

centrally aligned. Use washer (6) if necessary to achieve this. Press area to

provide an even and smooth bond between diaphragm and piston.

(d) Exercising care to provide an even contour, fold diaphragm over piston to

expose rubber surface as shown in Detail A.

(e) Install assembly of diaphragm on guide pin bolt (4), with rubber side of

diaphragm seated on retainer (5). Check for correct seating of washer (6).

(f) Lightly coat flat end of sleeve (9) with compound, (PWC09-003).

(g) Install sleeve on guide pin bolt, coated end to piston, followed by one washer

(10), support plate (11), second washer (10) and spacer (12). Ensure spacer(12) is assembled with large diameter flange facing washer and support plate(11). Secure assembly with castellated nut (14). Tighten nut, torque (Ref.No. 950, Fits 8 Clearances) and lock with cotterpin (13).

(h) Lightly coat mounting face of housing (15) with compound, (PWC09-003).

Page 3-2-61

Nov 26/2004



1

2 1 I I I n CY /1C-~ 8

o

i 10

RETAINER RUBBER ~3SURFACE

11

j PISTON

;I L1 I10

DIAPHRAGM 12

FABRICSURFACE

ii 6

78

:iO

.ii´•-´•:~´•:

i.ii.X,

a..

(Post-SB1414) C6223

Compressor Bleed Valve P/N 3027249

Figure 3-2-23

Page 3-2-62

Nov 26/2004




1. Slotted Screw

2. Washer

3. Cover Assembly4. Guide Pin Bolt

5. Retainer

6. Washer

7. Diaphragm8. Piston

9. Sleeve

10. Washers

11. Support Plate

12. Spacer13. Cotterpin14. Castellated Nut

15. Housing16. Valve Mounting Bolt

(i) Locate piston assembly in housing. Carefully align mounting holes

(diaphragm skirt to housing) and ensure complete seating of skirt on mountingface of housing.

(j) While holding skirt firmly on housing, push piston up and down to ensure

diaphragm rolls correctly between piston and housing wall.

(k) Lightly coat mounting face of cover assembly (3) with compound, (PWC09-003).

(I) Install cover assembly on housing; mate guide pin on cover with guide pinbolt in piston assembly, and locating pin in housing with related hole in

cover. Ensure diaphragm skirt is well seated and secure assembly fingertightwith four washers (2) and slotted screws (1). Insert valve mounting slotted screws

(16) in respective holes to ensure cover is centralized.

(m) Check movement of piston for full and free travel, then tighten bolts (1). Torque(Ref. No. 967, Fits Clearances) and lockwire in pairs. Remove bolts (16).

Page 3-2-63

Nov 26/2004



51. INSTALLATION i)A. Procedure (See Figure 3-2-21)

CAUTION: KEEP THE COMPRESSOR INLET AREA CLEAR OF ALL FOREIGN OBJECTSTHAT COULD BE INGESTED BY THE ENGINE AND CAUSE SERIOUSINTERNAL DAMAGE.

NOTE: 1. Prior to installation, the bleed valve must be pressure checked as detailed in

Part 2, Troubleshooting.

NOTE: 2. When the compressor bleed valve has been stored for a period exceeding 24

months, the valve must be returned to an approved service facility for

retesting and calibration.

(1) Install new preformed packings on base of bleed valve and both ends of transfer

tube. Install tube and elbow in bleed valve port.

(2) Install new gasket on flanged elbow.

(3) Ensure that valve piston is free to travel, then install bleed valve assembly on gasgenerator case.

(4) Secure bleed valve to case with two bolts and plain washers. Do not tighten bolts

at this stage.

(5) Secure flanged elbow to gas generator case with two bolts and plain washers.

Tighten bolts, torque 32 to 36 Ib.in., and lockwire.

(6) Tighten bleed valve bolts, torque 35 to 45 Ib.in., and lockwire.

(7) On PT6A-6A engines incorporating winterized heat shield, install upper heat shield

assembly (Refer to Paragraph 47., preceding.)

(8) Install air inlet screen. (Refer to Paragraph 43., preceding.)

FUEL CONTROL UNIT

52. REMOVAL


NOTE: If the FCU is to be stored off the engine, prepare the FCU for short or longterm storage (Ref. STORAGE) after removal is complete.

(1) Disconnect fuel inlet and outlet at FCU.

(2) Disconnect Py and Pr pneumatic tubes at FCU.

(3) Install dust caps over ends of all tubes and fittings.

(4) Disconnect FCU rod by removing castellated nut, washer and bolt.

Page 3-2-64

Nov 26/2004



FUEL FILTER CAP NUT

PREFORMED PACKING

F.C.U.

FUEL PUMP

COUNTERBORE THIS END

DRIVE COUPLING

C618A

Installation of Fuel Control Unit to Fuel PumpFigure 3-2-24

Page 3-2-65

Nov 26/2004



(5) Disconnect control linkage at FCU cut-off valve lever.

(6) Remove mounting nuts and washers which secure FCU to fuel pump. Withdraw

pump and retain coupling.

53. INSTALLATION


NOTE: When a replacement FCU is being installed, check the length of storage and

do reconditioning after storage (Ref. STORAGE).

(1) Install new preformed packing in bypass port recess of fuel pump mating flange.

NOTE: If recess contains a preformed packing which was not discarded at

removal, or which was installed under the shipping plate on a new pump,such packing must be removed and a new preformed packing of

correct part number installed.

(2) Clean FCU and fuel pump drive shafts thoroughly with petroleum solvent

(PWC11-027). Ensure solvent does not enter FCU bearings.

(3) Install FCU drive coupling as follows:

(a) For engines with fuel pump P/N 4V146R002, ensure that the deeper counterbore

of the coupling is facing toward the FCU.

(b) For engines with fuel pump P/N 4V146R100 or 4V146R101, ensure that the

counterbored end of the coupling is facing toward the FCU. (See Figure3-2-24).

(c) For engines with fuel pump P/N 024800-101B, 024800-104 or 025323-101, the

coupling has a male and female end and can only be installed in one position.

(4) Install FCU on fuel pump. If necessary, rotate drive shaft to ensure properengagement of coupling splines. Secure with self-locking nuts, tighten and torque 75

to 85 Ib.in.

CAUTION: IF NECESSARY TO ALTER ANGULAR POSITION OF INLET ELBOW TOALIGN WITH INLET HOSE, REFER TO INSTRUCTIONS IN PART 2,STANDARD PRACTICES TO AVOID DAMAGE TO PREFORMED PACKING.

(5) Connect fuel inlet and outlet hose couplings at FCU. Tighten coupling nuts, torque170 to 200 Ib.in. for inlet and 90 to 100 Ib.in. for outlet and safety wire.

(6) Connect Py and Pr pneumatic tube couplings at FCU. Torque coupling nuts 65 to

75 Ib.in. and safety wire.

(7) On engines equipped with reversing mechanisms, connect FCU control rod to FCU

control arm with bolt, washer and castellated nut. Torque 12 to 18 Ib.in. and secure

with cotterpin.

(8) Connect control linkage to FCU cut-off valve lever.

Page 3-2-66

Nov 26/2004



54. STORPIGE

A. Preservation of FCU

(1) Short term storage 28 days or less:

CAUTION: DO NOT PERMIT FUEL OR OIL TO ENTER THE DRIVE BODYCAVITY OR ANY AIR PRESSURE PORTS.

(a) Fill the fuel section of the FCU with calibrating fluid (PWC03-002) filtered

through a 10 micron filter.

(b) Install caps and plugs in all ports of the fuel section of the FCU.

(c) Check the security of all caps and plugs in all ports of the air section of the

FCU to prevent the entrance of dirt or other contaminates.

(d) Put a tag on the unit indicating date of storage.

(e) Refer to Para. C., Packaging and Shipping, for protection from dirt and other

contaminants.

(f) Every ten days, check the fluid level in the fuel section of the unit and refill as

necessary.

(2) Long term storage more than 28 clays:

CAUTION: DO NOT PERMIT FUEL OR OIL TO ENTER THE DRIVE BODYCAVITY OR ANY AIR PRESSURE PORTS.

(a) Drain all remaining fluid from the FCU.

(b) Fill the fuel section of the FCU with preservative oil (PWC05-077) filtered

through a 10 micron filter.

NOTE: Tip the FCU as necessary to make sure that a complete film of oil

goes into all ports and passages of the fuel section of the unit.

(c) Drain the excess oil as required and install caps and plugs in all ports of the

fuel section of the unit.

(d) Check the security of all caps and plugs in all openings of the air section of the

FCU to prevent the entrance of dirt or other contaminates.

(e) Put a tag on the unit indicating date of storage.

(f) Refer to Para. C., Packaging and Shipping, for protection from dirt and other

contaminants.

Page 3-2-67

Nov 26/2004



B. Depreservation or Reconditioning of FCU after Storage

CAUTION: DO NOT PERMIT FUEL OR OIL TO ENTER THE DRIVE BODY CAVITY ORANY AIR PRESSURE PORTS.

CAUTION: DO NOT ATTEMPT TO REPLACE ANY LOCKWIRE SEAL UNTIL THE FCUHAS BEEN CHECKED TO BE CERTAIN THAT CALIBRATION OR OPERATIONHAS NOT BEEN EFFECTED.

(1) Inspect all lockwire and lockwire seals. Replace broken lockwire after checking the

torque value of nuts, plugs, caps or screws that were lockwired.

(2) Return the unit for recalibration if any lockwire seal indicates tampering or if the

lockwire is broken.

(3) For units in storage three years or less, remove the plugs and drain preservationfluid prior to the return to service. No further action is required.

(4) Three year requirement:

(a) For units in storage three years or more but less than six years, ship the unit to

an approved overhaul facility (Ref. Step (6)) for the following:

1 Replacement of the drive shaft bearings in accordance with the HoneywellAccessory Overhaul Manual (ATA No. 73-20-54).

2 Inspection of all remaining drive body assembly bearings.

3 A functional test of the FCU in accordance with the Honeywell AccessoryOverhaul Manual (ATA No. 73-20-54).

(5) Six year requirement:

(a) For units in storage more than six years, ship the unit to an approved overhaul

facility for reconditioning.

(b) For units on engines that are inactive for more than six months and that are

not preserved, remove the FCU from the engine (Ref. Removal/lnstallation)

and ship the unit to an approved overhaul facility for reconditioning.

(6) Fuel control units may be shipped to:

Pratt Whitney Canada Corp.Plant 12, Accessories Business

2525, Fernand-Lafontaine

Longueuil, PQCanada J4N1N7

C. Packaging and Shipping of FCU (Ref. Fig. 3-2-25)

(1) When the FCU is to be shipped or stored, prepare the unit as follows:

(a) Make sure that all shipping plugs and caps are secure.

Page 3-2-68

Nov 26/2004



(b) Place the FCU (2) on the shipping base (5) and secure with bolts (4).

CAUTION: THE POWER LEVER MUST BE SECURED DURING STORAGE ORSHIPPING OR ELSE DAMAGE TO THE DRIVE SHAFT OR POWERLEVER CAN RESULT.

(c) Put the power lever (6) in position and secure with lockwire (3) as shown to

prevent movement during storage or shipping.

(d) Put the FCU and stand into a moisture and vapor proof container or plastic bagand seal the opening. Attach a tag to the unit indicating the date of storage.

(e) Store the unit in an approved shipping carton or case.

(2) The shipping base P/N 2529654 can be purchased from:

Air Parts and Supply Company12840 SW 84th. Avenue Rd.,Miami, FL 33156

USA

TEL: (305) 235-5401

FAX: (305) 235-8185

FUEL PUMP

55. REMOVP~L


(1) Remove FCU (Ref. Paragraph 52., preceding).

(2) Disconnect all fuel lines at fuel pump.

(3) Install dust caps over ends of all lines and fittings.

(4) Remove nuts and washers securing fuel pump to accessory gearbox housing.Withdraw fuel pump.

(5) Remove gasket and discard.

Page 3-2-69

Nov 26/2004



FUEL

OUT

12

FUEL

OUT

FUELIN 3

4

6

C88316

Fuel Control Unit (Typical)- StorageFigure 3-2-25

Page 3-2-70

Nov 26/2004




1. Fuel Bypass Connector and Shipping Cap/Plug2. Fuel Control Unit

3. Lockwire

4. Bolt

5. Shipping Stand (P/N 2529654)6. Power Lever

7. P3 Air Port and Shipping Cap/Plug8. Fuel Inlet Connector and Shipping Cap/Plug9. Fuel Pressure Connector and Shipping Cap/Plug

56. INSTALLATION


CAUTION: PRE-SB1316: ENSURE INPUT DRIVE COUPLING IS CORRECTLYSECURED ON PUMP INTERNAL SPLINES BY LIGHTLY PULLING ANDPUSHING BY HAND. COUPLING SHOULD BE SLIGHTLY LOOSE, BUTSHOULD NOT MOVE IN OR OUT. DO NOT REMOVE COUPLINGFROM PUMP. CHECK PROTRUSION OF COUPLING FROM MOUNTINGFACE OF PUMP; MEASUREMENT SHOULD BE 1.00 TO 1.12 INCHES.ENSURE COUPLING IS NOT DISPLACED DURING ASSEMBLY TOGEARBOX. POST-SB1316 PUMP INPUT DRIVE COUPLING FEATURESA STOP FLANGE AND MORE POSITIVE RETENTION; THERESHOULD BE NO AXIAL MOVEMENT.

(1) Install gasket over studs on fuel pump mounting pad on accessory gearboxhousing.

(2) Apply a thin film of engine oil to splines of fuel pump drive, ensuring that hole in

gearshaft centerbore is clear, and teflon insert is installed. Ensure drive splinesalign and mesh correctly with intemally splined gearshaft. Secure assembly to

accessory gearbox housing with three plain washers and self-locking nuts. Tightennuts and torque 75 to 85 Ib.in.

NOTE: 1. Some engines prior to serial number PCE20172 do not have the oil mist

lubrication hole in gearshaft centerbore. For these engines, applylubricant (Plastilube No. 3) sparingly to splines. For all other engines, all

traces of grease should be removed from both the coupling and bore

of gearshaft, then lubricated with a thin film of engine oil.

NOTE: 2. On Post-SB1165 and all PT6A-20A engines, oil mist lubrication hole in

gearshaft centerbore is larger in diameter and is countersunk on

upstream side to provide better spline lubrication.

NOTE: 3. On Post-SB1409 engines, ensure oil mist lubrication hole in gearshaftcenterbore is clear by manually inserting No. 55 drill (0.0520 inch) in hole

and turning by hand.

(3) Remove all dust caps from lines and fittings.

Page 3-2-71

Nov 26/2004



(4) Connect fuel inlet and outlet hose couplings to fuel pump. Tighten coupling nuts,

torque 170 to 200 Ib.in. and lockwire to their respective adapters.

(5) Install fuel control unit. (Refer to Paragraph 53., preceding).

FUEL PUMP OUTLET FILTER (VANE-TYPE PUMP) (PRE-SB1071 ENGINES)

57. REMOVAL

A. Procedure

(1) Unscrew and remove filter housing from fuel pump.

(2) Remove filter element and discard.

53. INSTALLATION

A. Procedure

(1) Before installing new filter element, check for presence of preformed packing in

internal diameter. The element must be installed so that the preformed packingslides over the spigot in the pump body.

(2) Install filter element.

(3) Install and handtighten filter housing.

(4) Lockwire lugs on filter housing to fuel pump body.

(5) Check filter housing for leaks after engine run. (Refer to Part 2, Testing)

FUEL PUMP INLET SCREEN (VANE-TYPE PUMP) (POST-SB1071 AND POST-SB111P

ENGINES)

59. REMOVAL


(1) Cut lockwire securing fuel screen cap nut to fuel pump body.

(2) Unscrew and remove screen cap nut together with screen, lifting assemblyvertically to prevent any possible damage to screen body.

(3) Disconnect fuel inlet line at pump end to drain off residual fuel.

(4) Clean inlet screen as outlined in Part 2, Cleaning.

Page 3-2-72

Nov 26/2004



O

OOOO i I

O ,II

ii

FUEL FILTER CAP-NUT

(Post-SB1071 and Post-SB1112 Engines) C751A

Fuel Pump Inlet Screen

Figure 3-2-26

Page 3-2-73

Nov 26/2004



60. INSTALLATION


(1) Install preformed packing in groove provided on screen cap nut.

(2) Install screen and cap nut assembly. Tighten cap nut, torque 75 to 100 Ib.in. and

apply lockwire.

(3) Connect fuel inlet line, tighten coupling nut, torque 270 to 300 Ib.in. and applylockwire.

(4) Check pump body for leaks after engine ground run. (Refer to Part 2, Testing).

FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1096 AND PRE-SB1155

ENGINES)

61. REMOVAL


(1) Remove screws securing fuel inlet screen cover to fuel pump body.

(2) Insert Puller (PWC30443 or PWC30444) as applicable, in threaded removal hole

provided in cover and extract inlet screen assembly.

(3) Remove long bolt, spring and washers, and separate screen from cover.

(4) Clean screen as detailed in Part 2, Cleaning.

62. INSTALLATION

A. Procedure

(1) Attach filter to cover and secure with long bolt, spring and two washers. Tightenbolt and torque 20 to 23 Ib.in.

(2) Install two preformed packings on inlet screen cover and assemble screen and

cover assembly to pump body.

(3) Secure cover with four washers and screws. Tighten screws, torque 40 to 46 Ib.in.,and lockwire.

Page 3-2-74

Nov 26/2004



STEEL WASHER

"u

(Pre-SB1155 Engines) C835

Fuel Pump Inlet Screen Removal

Figure 3-2-27

Page 3-2-75

Nov 26/2004



FUEL PUMP OUTLET FILTER (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A

ENGINES)

63. REMOVAL


(1) Unscrew and remove filter housing from fuel pump.

(2) Remove filter element and discard.

64. INSTALLATION


(1) Before installing new filter element, check for presence of preformed packing in

intemal diameter. The element must be installed so that the preformed packingslides over the spigot in the pump body.

(2) Install filter element.

(3) Install preformed packing on filter housing.

(4) Install filter housing, tighten to compress preformed packing and obtain

metal-to-metal contact.

(5) Lockwire filter housing to hole A on name plate boss.

(6) Check filter housing for leaks after engine run.

FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A

ENGINES)

65. REMOVAL


(1) Remove outlet filter as detailed in Paragraph 63., preceding.

(2) Unscrew inlet screen cover and withdraw assembly.

(3) Remove long bolt, spring, washers and separate screen from cover.

(4) Clean screen as detailed in Part 2, Cleaning.

66. INSTALLATION


(1) Attach screen to cover and secure with long bolt, spring, steel washer and teflon

washer. Tighten bolt, and torque 20 to 30 Ib.in.

Page 3-2-76

Nov 26/2004



OUTLET PORT

PUMP DRIVE COUPLING

F.C.U. DRIVE

OUTLET FILTER HOUSING

COUPLING

HOLE ’A’FUEL HEATER OUTLET

INLET SCREEN COVER I

HOLE ’B’:h

INLET PORT

STRAIGHT ADAPTER

r9saINLET HOSEFUEL PUMP

PUMPOUTLETI c~W ~!iF.C.U. INLET HOSE

FUEL PUMP OUTLET FILTER

ELBOW ADAPTER

(Post-SB11SS and all PT6A-20A Engines) C1214

Fuel Pump and Filter AssemblyFigure 3-2-28

Page 3-2-77

Nov 26/2004



(2) Install two new preformed packings on screen cover, and assemble screen and

cover assembly to pump body.

(3) Tighten cover to compress preformed packing and obtain metal-to-metal contact.

Lockwire to hole B.

(4) Install outlet filter as detailed in Paragraph 65., preceding.


67. REMOVAL


(1) Disconnect Py tube at coupling nut (1) and P3 tube at coupling nut (4) from

temperature compensator.

(2) Remove two bracket nuts (2) at flange G.

(3) Loosen four bolts and nuts securing seal retaining plate (5) to rear fireseal (6).

(4) Remove temperature compensator complete with mounting bracket (3).

68. INSTALLATION


(1) If a new temperature compensator is to be installed, transfer mounting bracket (3)to new unit. Tighten nut at plug and torque to 28 to 32 Ib.in.; tighten and torque nut

at coupling 38 to 42 Ib.in. Apply lockwire to both nuts.

(2) Position temperature compensator together with mounting bracket on rear fireseal

(6).

(3) Secure mounting bracket with two self-locking nuts (2) to flange G. Tighten nuts

and torque 36 to 40 Ib.in.

(4) Secure seal retaining plate (5) with four bolts and nuts. Tighten nuts and torque(Ref. No. 549, Fits Clearances).

(5) Reconnect tubes. Tighten coupling nuts (1 and 4), torque 40 to 65 Ib.in. and applylockwire.

Page 3-2-78

Nov 26/2004



PNEUMATIC CONTROL LINE (P3) AND P3 AIR FILTER

69. GENERAL

A. Should it be necessary to replace the heated compressor discharge air pressure (P3)tube, disconnect the heater electrical leads from the electrical connector installed on

bracket at flange G.




70. REMOVAUINSTALLATION OF ELECTRICAL CONNECTOR


CAUTION: ENSURE CABLE HARNESS LEADS DO NOT TURN WHEN UNSCREWINGBELL END FITTING FROM CONNECTOR SHELL.

(1) Remove two clamp screws (5) and remove clamp halves from bell end fitting (4).

(2) Unscrew bell end fitting (4) from flange mounted connector shell (1) and slide bell end

fitting and cable sleeve (6) down electrical heater harness.

(3) Slide nylon sleeve (3) and rubber insulator (2) down heater harness to reveal

soldered terminals at rear of connector pins (7).

(4) Using a suitable soldering iron, unsolder leads from connector pins A and B

(PT6A-6 Series, -6/C20, -20 and -20B) or B and D (PT6A-20A) for removal of

compressor discharge air pressure (P3) tube heater leads.

NOTE: Compressor discharge pressure (P3) tube heater leads connect to pins:

A and B (PT6A-6 Series, PT6A-20 and -20B), Detail B

B and D (PT6A-20A), Detail A.

(5) Carefully remove unsoldered tube heater leads by pulling through rubber insulator

(2), bell end fitting (4) and cable sleeve (6).

(6) Insert relevant tube leads of replacement unit through cable sleeve (6), bell end

fitting (4) and nylon sleeve (3). Pass leads through relevant holes in rubber

insulator (2).

(7) Using suitable soldering iron, solder leads to connector pins (7) solder buckets,using Kester solder (PWC05-205)and Kester resin flux (PWC05-031) (see Figure3-2-30 for wire to pin location).

(8) Slide rubber insulator (2) and nylon sleeve (3) over soldered connections.

Page 3-2-79

Nov 26/2004



910

O I 5

I

C70

Temperature CompensatorFigure 3-2-29

Page 3-2-80

Nov 26/2004




1. Coupling Nut

2. Bracket Nut

3. Mounting Bracket

4. Coupling Nut

5. Seal Retaining Plate

6. Rear Seal

CAUTION: DO NOT ALLOW LEADS TO TURN WHILE TIGHTENING BELL ENDFITTINGS.

(9) Slide bell end fitting over sleeve and screw onto connector body; tighten fingertight.

(10) Locate cable clamp halves over cable sleeve (6) and bell end fitting and secure

with two screws (5).

71. REMOVAL (Pre-SB1294)


(1) Disconnect coupling nuts of insulated tube assembly (11) from elbow (9) at gasgenerator case and tube assembly (13) at rear fireseal mount ring. Remove

insulated tube assembly.

(2) Remove two self-locking nuts that secure sealing sleeve (10) to center fireseal

mount ring.

(3) Remove two bolts that secure flanged elbow (9) to gas generator case. Remove

flanged elbow, gasket (8) and sealing sleeve.

(4) Release self-locking nuts and bolts that secure seals (17) and seal retaining plates(16) (Post-SB1195) or seals (18) and seal retaining plates (19) (Pre-SB1195) to rear

fireseal mount ring.

NOTE: Seals (17) and retaining plates (16) are common items shared with the

fuel pressure line and, therefore, remain loosely attached to the mount

ring.

(5) Disconnect coupling nut of tube assembly (13) at straight nipple (14) on temperaturecompensator. Remove tube assembly.

(6) Disconnect electrical leads at connector (12) secured to bracket (4) at flange G.

(Refer to Paragraph 70., preceding.) Remove self-locking nuts that secure loopclamps, on electrical lead, to studs on flange G.

(7) Disconnect coupling nuts of heated tube assembly (1) at elbow on FCU and tube

coupling (5) on temperature compensator.

Page 3-2-’81

Nov 26/2004



1 2 3 4 5 6

KEY

O O

Al Io o

7 FOR AIRFRAME USE

O O

B

Ool P3 HEATER LEAD

C5173

Electrical Connector Wiring Details

Figure 3-2-30

Page 3-2-82

Nov 26/2004




1. Flange Mounted Connector Shell

2. Rubber Insulator

3. Nylon Sleeve

4. Bell End Fitting5. Clamp Screws

6. Cable Sleeve

7. Pin

72. REPLACEMENT OF P3 FILTER ELEMENT (Post-SB1294)


(1) Cut lockwire and remove cover (32) from filter housing (14); withdraw filter element

(34) and remove preformed packings (17 and 33) and discard.

(2) Install new preformed packing (17) in recess at inner end of new filter element (34)and install new preformed packing (33) on cover (32).

(3) Install filter element in filter housing (14); ensure preformed packing (17) slides over

spigot in centerbore of housing.

(4) Apply engine oil to cover threads and screw filter cover (32) into filter housing,tighten to compress preformed packing (33) and torque 60 to 70 Ib.in. Lockwirecoverto housing.

73. REMOVAL (Post-SB1294)


(1) Disconnect electrical leads at connector secured to bracket (26) at flange G. (Referto Paragraph 70., preceding.) Remove self-locking nut and bolt that secure loopclamps (30) to bracket (35) and remove loop clamps from electrical leads of heated

tube assemblies (1 and 4).

(2) Disconnect coupling nuts of heated tube assembly (4) at elbow on FCU and at

elbow on top of P3 filter housing (14). Remove tube assembly.

(3) Disconnect coupling nuts of heated tube assembly (1) at straight nipple (2) on the

rear of filter housing (14) and tube coupling (25), and on the rear of temperaturecompensator (18); remove tube assembly.

(4) Disconnect coupling nuts of insulated tube assembly (28) from elbow (22) at gasgenerator case and tube assembly (29) at rear fireseal mount ring; remove

insulated tube assembly.

(5) Remove two bolts and self-locking nuts that secure sealing sleeve (23) at center

fireseal mount ring.

Page 3-2-83

Nov 26/2004



17

616

5 j2FCU 3 4

POST-SB1195REAR(D71 MOUNT

RING´•-I1´•9, (Cr

~00

PRE-SB1195 (8

10

CENTER FIRESEALFIOUNT RING

(Pre-SB1294) C9169

Temperature ~ompensator and P3 Tube

Figure 3-2-31

Page 3-2-84

Nov 26/2004




1. Heated Tube Assembly2. Jam Nut

3. Jam Nut

4. Mounting Bracket

5. Tube Coupling6. Plug7. Preformed Packing8. Gasket

9. Flanged Elbow

10. Sealing Sleeve

11. Insulated Tube Assembly12. Electrical Connector

13. Tube Assembly14. Straight Nipple15. Preformed Packing16. Seal Retaining Plate (Post-SB1195)17. Seal (Post-SB1195)18. Seal (Pre-SB1195)19. Seal Retaining Plate (Pre-SB1195)

(6) Remove two bolts that secure flanged elbow (22) at gas generator case. Remove

elbow, sealing sleeve and gasket (21); discard gasket.

(7) Loosen self-locking nuts and bolts that secure seals (8) and retaining plates (7)(Post-SB1195) or seal (6) and retaining plate (5) (Pre-SB1195) to rear fireseal

mount ring.

NOTE: Seals (8) and retaining plates (7) are common items shared with the fuel

pressure line, therefore, they should only be removed if found unserviceable.

(8) Disconnect coupling nut of tube assembly (29) from straight nipple (36) at

temperature compensator. Remove tube assembly.

(9) Remove self-locking nuts, washers and bolts that secure housing assembly (14) to

filter bracket (26). Remove housing assembly, spacers (13) and bracket (16).

(10) If filter housing assembly is to be replaced with a serviceable unit, remove elbow

fitting (9) and straight nipple (2) from assembly, and retain for reuse. Discard

preformed packings (3 and 12), and packing retainer (11).

Page 3-2-85

Nov 26/2004



F.C.U.

5JPRE-SBI 195 P0ST-SB1195

I

VIEW A

s

34FLANGE G

116 MOUNI.NC

REAR FIRESEAL

27

715

I

19 20 18

35

j25)

31) (26 21

23) Y~22

~-y´•a

28) CENTER FIRESEALMOUNT RING

io~ ~2q

(Post-SB1294) C8140

Pneumatic Lines and P3 Filter

Figure 3-2-32

Page 3-2-86

Nov 26/2004




1. Heated Tube Assembly2. Straight Nipple3. preformed Packing4. Heated Tube Assembly5. Seal Retaining Plate (Pre-SB1195)6. Seal (Post-SB1195)7. Seal Retaining Plate (Post-SB1195)8. Seal (Post-SB1195)9. Elbow

10. Jam Nut

11. Packing Retainer

12. Preformed Packing13. Spacer14. Filter Housing Assembly15. Loop Clamp (Fuel pressure)16. Angle Bracket

17. Preformed Packing18. Temperature Compensator19. Plug20. Preformed Packing21. Gasket

22. Flanged Elbow

23. Sealing Sleeve

24. Preformed Packing25. Tube Coupling26. Filter Bracket

27. Jam Nut

28. Insulated Air Pressure Tube

29. Air Pressure Tube

30. Loop Clamps31. Jam Nut

32. Cover

33. Preformed Packing34. Filter Element

35. Bracket

36. Straight Nipple

Page 3-2-87

Nov 26/2004



74. INSTALLATION (Pre-SB1294)





(1) Locate sealing sleeve (10) on flanged elbow (9) then locate elbow and new gasket(8) on gas generator case, passing screwed end of elbow and boss of sealingsleeve through hole in center fireseal mount ring.

(2) Secure flanged elbow to gas generator case with two bolts. T~ghten bolts, torque 36

to 40 Ib.in., and apply lockwire. Secure sealing sleeve to center fireseal mount ringwith bolts and self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.

(3) If seals and retaining plates were removed from rear fireseal mount ring duringremoval, proceed as follows. If seals and retaining plates were serviceable and

remained attached to mount ring, proceed to Subparagraph (d). Locate seals (17)and seal retaining plates (16) on front and rear faces of rear fireseal mount ring(Post-SB1195) or single seal (18) and seal retaining plate (19) on front face of

rear fireseal mount ring (Pre-SB1195) and secure with bolts and self-locking nuts

(bolt heads to be on air inlet side of mount ring). Do not tighten nuts at this stage.

(4) Pass tube assembly (13) through rear fireseal mount ring and loosely mounted seals

and connect coupling nut of assembly to straight nipple (14) on temperaturecompensator. Tighten coupling nut, torque to 90 to 100 Ib.in., and apply lockwire.

Tighten self-locking nuts and bolts that secure seals and seal retaining plates to

mount ring and torque fingertight plus 180 degrees.

(5) Locate heated tube assembly (1) between elbow fitting on fuel control unit (FCU)and tube coupling (5) on temperature compensator. Tighten coupling nuts 90 to

100 Ib.in., and apply lockwire.

(6) Route electrical lead of heated tube assembly forward and under mounting bracket

(4) and connect leads to relevant pins of connector on bracket. (Refer to Paragraph70.).

(7) Locate insulated tube assembly (11) between tube assembly (13) and flangedelbow (9). Connect coupling nut of insulated tube to threaded fitting of tube

assembly (13). Tighten nut and torque 90 to 100 Ib.in., and apply lockwire.

(8) Perform fuel system pneumatic pressure test (Refer to Part 2, Testing) connectingpressure source to coupling nut at front end of insulated tube assembly.

(9) At conclusion of satisfactory pressure test, connect coupling nut of insulated tube

assembly (11) to flanged elbow (9). Tighten nut, torque 90 to 100 Ib.in., and

lockwire.

Page 3-2-88

Nov 26/2004



INSTALLATION (Post-SB1294)



seated without the use of tools (finger tight) before torquing. The installation of

any pipe brackets should not distort the pipe in any way.

(1) If new or overhauled P3 air filter assembly is being installed, fit elbow fitting (9) and

straight nipple (2) prior to installation as follows:

(a) Fit new preformed packing (3) on straight nipple (2) and install in boss at rear

of filter housing (14). Tighten nipple and torque 38 to 42 Ib.in.

(b) Fit jam nut (10) on double-threaded section of elbow followed by packingretainer (11) and preformed packing (12), locating preformed packing in

non-threaded annulus. Assemble elbow fitting into boss at top of filter housing(14) and tighten (Ref. 640, Fits Clearances). Do not torque at this stage.

(2) Locate two bolts and washers in filter bracket, bolt heads on air inlet side of

bracket. Fit two spacers (13) on bolts followed by filter housing (14). Secure filter

housing with two self-locking nuts, positioning bracket (16) at outer location.

Tighten nuts and torque 32 to 36 Ib.in.

(3) Locate heated tube assembly (4) and connect coupling nuts to elbow fitting on fuel

control unit and to elbow (9) at top of filter housing (14). Tighten nuts, torque 90 to

100 Ib.in., and apply lockwire.

(4) Locate heated tube assembly (1) and connect coupling nuts to tube coupling (25)on temperature compensator (18). Tighten nuts, torque 90 to 100 Ib.in., and applylockwire.

(5) Route electrical leads of heated tube assemblies (1 and 4) under bracket (26) and

connect leads to relevant connector pins of electrical connector mounted on

bracket. (Refer to Paragraph 70. for wiring details). Secure two leads to angle bracket

(35) with two loop clamps (30), nuts and bolts. Tighten self-locking nuts and


(6) If seals and retaining plates were removed from rear fireseal mount ring duringremoval, proceed as follows. If seals and retaining plates were serviceable and

remained attached to mount ring, proceed to Subparagraph (7). Locate seals (8) and

retaining plates (7) on front and rear faces of rear fireseal mount ring (Pre-SB1195)or single seal (6) and retaining plate (5) on front face of mount ring (Post-SB1195)and secure with bolts and self-locking nuts (bolt heads to be on air inlet side of mount

ring). Do not tighten nuts at this stage.

(7) Pass tube assembly (29) through rear fireseal mount ring and loosely mounted

seals and connect coupling nut of assembly to straight nipple (36) on temperaturecompensator (18). Tighten coupling nut, torque 90 to 100 Ib.in., and apply lockwire.

Tighten self-locking nuts and bolts that secure seals and seal retaining plates to

rear fireseal mount ring and torque fingertight plus 180 degrees.

Page 3-2-89

Nov 26/2004



(8) Locate sealing sleeve (23) on flanged elbow (22), then locate elbow and new

gasket (21) on gas generator case, passing screwed end of elbow and boss of

sealing sleeve through hole in center fireseal mount ring.

(9) Secure flanged elbow to gas generator case with two bolts. T~ghten bolts, torque 36

to 40 Ib.in., and apply lockwire. Secure sealing sleeve to center fireseal mount ringwith two bolts and self-locking nuts (bolt heads to be on air inlet side of mount

ring). Tighten nuts and torque 36 to 40 Ib.in.

(10) Locate insulated tube assembly (28) between tube assembly (29) and flangedelbow (22). Connect coupling nut of assembly to threaded fitting of tube assembly(29). Tighten nut, torque 90 to 100 Ib.in. and apply lockwire.

(11) Perform fuel system pneumatic pressure test (Refer to Part 2, Testing) connectingpressure source to coupling nut at front end of insulated tube assembly (28).

(12) At conclusion of satisfactory pressure test, connect coupling nut of insulated tube

assembly (28) to flanged elbow (22). Tighten nut, torque 90 to 100 Ib.in., and applylockwire.

OIL FILTER

76. REMOVAL OF FILTER ELEMENT


(1) Remove four self-locking nuts (20, Figure 3-2-33) and washers (19) securing filter

cover (1) to compressor inlet case.

(2) Remove cover from case and remove preformed packing (17) from cover.

CAUTION: EXERCISE CARE WHEN INSERTING PULLER FOR REMOVAL OFFILTER ELEMENT NOT 10 DAMAGE INNER SCREEN OF ELEMENT.

(3) Remove filter element (15) from filter housing (5) using Puller (PWC30556).

(4) Remove preformed packings (16 and 21) from filter element.

(5) Clean filter element as detailed in Part 2, Cleaning.

77. INSTALLATION OF FILTER ELEMENT


(1) Install preformed packings (16 and 21, Figure 3-2-33) on filter element (15).

(2) Insert element into filter housing (5) perforated flange first, in compressor inlet case.

(3) Ensure teflon spacer (18) is firmly seated on filter cover (1).

(4) Install preformed packing (17) on filter cover, and install cover on compressor inlet

case.

Page 3-2-90

Nov 26/2004



(5) Secure cover with four washers (19) and self-locking nuts (20). Tighten nuts and


78. REMOVAL OF FILTER HOUSING (Pre-SB1247)


(1) Remove filter element. (Refer to Paragraph 76., preceding.)

(2) Place suitable container under compressor inlet case. Remove cotterpin and drain

plug lockpin from bottom of inlet case. Remove drain plug using Puller (PWC30077)and allow engine oil tank to drain. Remove preformed packing from drain plug.

(3) Remove filter housing (3, Figure 3-2-35) from compressor inlet case using Puller

(4) (PWC30328).

(4) Remove preformed packings (3 and 9, Figure 3-2-33) and plastic ring (4) from

housing.

79. INSTALLATION OF FILTER HOUSING (Pre-SB1247)


(1) Install preformed packing (9) on housing.

(2) Install plastic ring (4) and preformed packing (3) on housing. (Refer to Figure3-2-35 for positioning of ring and packing.)

(3) Insert filter housing in compressor inlet case; push in by hand until firmly seated.

Avoid applying side loads on housing while pressing into position.

(4) Install filter element. (Refer to Paragraph 77., preceding.)

(5) Install drain plug with preformed packing in bottom of compressor inlet case.

Secure with lockpin and cotterpin.

(6) Fill oil tank with approved oil and check oil level. (Refer to Part 2, Engine Oil

System Servicing.)

80. STATIC LEAK CHECK OF FILTER HOUSING (Pre-SB1247) (Ref. Fig. 3-2-33)

A. Procedure

(1) Let engine stand for two hours. Monitor oil leakage into filter housing; maximum

leakage permitted is 0.5 ml/hr. If leakage exceeds limits, verify condition of

preformed packing(s) (items 3 and 9).

(2) If necessary, replace preformed packing(s) and repeat step (1).

(3) If leakage persists, replace part(s) if necessary and/or repeat lapping procedure as

applicable.

Page 3-2-91

Nov 26/2004



15

I;´•"--’;14~ 1

I ai

2220

4

14

12

13

2) (10

11) (12) (13

DETAIL AINSTALLATION OF VEE PACKING

C1237D

Disassembly/Assembly of Oil Filter

Figure 3-2-33

Page 3-2-92

Nov 26/2004




1. Oil Filter Cover

2. Check Valve

3. Preformed Packing4. Plastic Retaining Ring5. Filter Housing6. Check Valve Spring7. Spring Retainer Collar

8. Lockpin9. Preformed Packing

10. Bypass Valve Spring11. Packing12. Bypass Valve Piston

13. Washer

14. Cotterpin15. Oil Filter Element

16. Prefdrmed Packing17. Preformed Packing18. Teflon Spacer19. Washer

20. Nut

21. Preformed Packing22. Repair Washer (if fitted).

81. REMOVAL OF CHECWBYPASS VALVE ASSEMBLY (Pre-SB1247)


(1) Remove oil filter element. (Refer to Paragraph 76., preceding.)

(2) Remove oil filter housing. (Refer to Paragraph 78., preceding.)

(3) Compress check valve spring (6) and remove lockpin (8) and collar (7). Removecheck valve spring and repair washer (22) if fitted, and remove assembly of check

and bypass valve from housing (5). Care should be exercised not to damagevalve face.

NOTE: If repair washer is fitted and housing is serviceable, retain washer for

reinstallation. If housing is to be replaced, discard repair washer.

(4) If new check valve (2) or bypass valve piston (12) is to be installed, or check valve

seating requires lapping (refer to Part 4, Repair), disassemble check and bypassvalve in the following manner:

(a) Compress bypass valve piston (12) and remove cotterpin (14) and washer (13)from stem of check valve.

Page 3-2-93

Nov 26/2004

PRATT g, WHITNEy CANADAIMAINTENANCE MANUALMANUAL PART NO. 3015442

"IF~

i I bt~, fd,

~v

C660AOil Filter Cover and ElementFigure 3-2-34

Page 3-2-94Nov 26/2004




1. Filter Element

2. Teflon Spacer3. Oil Filter Cover

(b) Carefully release and remove piston, spring (10) and packing (11) from

check valve.

82. INSTALLATION OF CHECWBYPASS VALVE ASSEMBLY (Pre-SB1247)


(1) Assemble check valve and bypass valve piston in the following manner:

(a) Install bypass valve spring (10) over stem on check valve (2).

(b) Install packing (11) in inner groove of bypass valve piston (12) with open endof packing facing outer groove of piston (Det. A).

(c) Install bypass valve piston over spring (10) and into centerbore of check valve

(d) Compress spring until stem protrudes from end of piston and secure piston on

stem with washer (13) and cotterpin (14).

(2) Slide check and bypass valve assembly into filter housing until seated.

(3) Hold valve assembly in position with suitable fiber drift and install check valve

spring (6), and spring retaining collar (7) on protruding section of check valve

stem

NOTE: If a repaired filter housing is being reinstalled ensure repair washer (22) is

installed between shoulder on housing and check valve spring.

(4) Compress spring with collar and insert lockpin (8) through hole in valve stem.

Release spring and allow collar to slip over lockpin. Ensure lockpin is completelycovered by retaining collar.

(5) Install oil filter housing and element (Ref. Para. 79. and 77.).

OIL FILTER HOUSING (POST-SB1247)

83. REMOVAL

A. Procedure (Ref. Figure 3-2-36)

(1) Place a suitable container directly under the oil drain plug of the compressor inlet

case. Remove oil drain plug from bottom case using puller (PWC30077) and drain

oil.

Page 3-2-95

Nov 26/2004



1iu,B

~W1PREFORMED PACKING

PLASTIC RING

025

Oil Filter HousingFigure 3-2-35

Page 3-2-96

Nov 26/2004




1. Oil Filter Cover Mount Pad

2. Check Valve Collar

3. Filter Housing4. Puller (PWC30328)

(2) Remove filter element (Ref. Para. 76.).

(3) Remove filter housing (9) from compressor inlet case using puller (PWC30328).

84. INSTALLATION


(1) Install preformed packing (8) on housing (9).

(2) Install plastic ring (10) and preformed packing (11) on housing (Refer to Figure3-2-35 for positioning of ring and packing).

(3) Insert filter housing in compressor inlet case; push in by hand until firmly seated.

Avoid applying side loads on housing while pressing into position.

(4) Install filter element (Refer to Paragraph 77., preceding).

(5) Install drain plug with preformed packing in bottom of compressor inlet case.

Secure with lockpin and cotterpin.

(6) Fill oil tank with approved oil and check oil level (Refer to Part 2, Engine Oil

System Servicing).

85. STATIC LEAK CHECK (Ref. Fig. 3-2-36)

A. Procedure

(1) Let engine stand for two hours. Monitor oil leakage into filter housing (maximumleakage permitted is 0.5 ml/hr). If leakage exceeds limits, verify condition of

preformed packing(s) (items 8 and 11).

(2) If necessary, replace preformed packing(s) and repeat step (a).

(3) If leakage persists, replace the necessary part(s) and/or repeat lapping procedure,as applicable.

OIL FILTER CHECK AND BYPASS VALVE ASSEMBLY (POST-SB1247)

86. REMOVAL


(1) Remove oil filter and filter housing (Refer to Paragraphs 76. and 83., preceding).

Page 3-2-97

Nov 26/2004



ITEM 14 ON PRE-SB1379 ENGINES ONL

e

6

o\: P IN THIS POSITION3) i~ INSTALL ITEM 20

I:12)

15

17

16

IX~23

jQ

Post-SB1247, Pre-SB1379 C621 8C

Oil Filter Element, Housing and Bypass/Check Valve

Figure 3-2-36

Page 3-2-98

Nov 26/2004




1. Preformed Packing2. Filter Element

3. Preformed Packing4. Preformed Packing5. Teflon Spacer6. Cover

7. Retaining Ring8. Preformed Packing9. Filter Housing

10. Plastic Ring11. Preformed Packing12. Preformed Packing13. Valve Housing14. Preformed Packing (Pre-SB1379)15. Check Valve

16. Spring17. Bypass Valve Guide

18. Spring19. Retaining Ring20. Preformed Packing (V-type)21. Bypass Valve

22. Washer

23. Cotterpin

(2) Exercising care, remove retaining ring (7) and withdraw assembly of check and

bypass valve from filter housing (9).

(3) Remove preformed packing (12) from check valve housing (13).

(4) Remove retaining ring (19) and separate bypass valve guide (17) from valve

housing (13). Exercise care when removing check valve (15) as it is spring loaded to

valve guide.

(5) Remove check valve (15) and spring (16) from valve seat.

(6) Remove preformed packing (14, Pre-SB1379) from valve (15).

(7) Exercise care during this operation as parts are spring loaded. Apply light pressureto bypass valve (21) and remove cotterpin (23) and washer (22). Separateassembly.

(8) Remove spring (18) from shaft of guide and preformed packing (20) from valve

(21).

Page 3-2-99

Nov 26/2004



87. INSTALLATION


NOTE: Prior to assembly, new check valve and/or seat (Post-SB1379) must be lapped.(Refer to Part 4, Repair)

(1) Install preformed packing (20) on bypass valve (21). Ensure packing is installed as

shown

(2) Install spring (18) on internal shaft of bypass valve guide (17). Locate bypass valve

(21) over shaft and compress spring so that shaft protrudes from end of valve.

Secure assembly with washer (22) and cotterpin (23).

(3) Install preformed packing (14, Pre-SB1379) on seating face of check valve (15).

NOTE: Preformed packing (14) not required on reworked (Post-SB1379) valve

ass~embly.

(4) Install spring (16) in recess in external shaft of bypass valve guide (17). Install

complete assembly in valve housing (13) and secure with retaining ring (19).

(5) Install preformed packing (12) on valve housing (13).

CAUTION: PRIOR TO INSERTION OF VALVE ASSEMBLY INTO HOUSING, ENSUREPREFORMED PACKING (12) IS CORRECTLY SEATED ON VALVE SEATAND IS NOT DISTORTED.

(6) Install complete assembly of check and bypass valve in oil filter housing, and

secure with retaining ring (7).

(7) Install oil filter housing (Refer to Paragraph 84., preceding).

(8) Install oil filter element (Refer to Paragraph 77., preceding).

(9) Fill oil tank with approved oil (Refer to Part 2, Engine Oil System Servicing).

OIL PRESSURE RELIEF VALVE

88. REMOVAL


(1) Remove two bolts (4) and plain washers (3) securing relief valve cover (2) to inlet

case.

(2) Remove cover using Puller (PWC30046-53).

(3) Withdraw relief valve assembly.

(4) Wash valve assembly in petroleum solvent (PWC11-027).

Page 3-2-100

Nov 26/2004



INSTALLATION


(1) Install new preformed packing (7) on main oil pressure relief valve body (10) and

insert valve body into housing in compressor inlet case (6).

(2) Assemble bypass valve (9), adjusting spacers (8; max. 4 required) and spring (5).Insert assembly into main oil pressure relief valve body (10).

(3) Install new preformed packing (1) on relief valve cover (2) and place cover over

relief valve assembly, secure with washers (3) and bolts (4). Tighten bolts, torque32 to 35 Ib.in. and apply lockwire.

IGNITION SYSTEM BALLAST TUBES (PRE-SB1429)

90. REMOVAL


(1) Remove four spacers securing cover of ignition current regulator, and detach cover.

(2) Remove tubes together with tubular copper spring cushions. Slide out cushions

taking care not to bend spring fingers.

INSTALLATION

A. Procedure

CAUTION: POST-SB1103 AND ALL PT6A-20A ENGINES: INSTALL RESISTORTUBES IN POSITIONS INDICATED ON FIGURE 3-2-38.

(1) Slide copper spring cushion over glass bulb end of tube taking care not to bend

spring fingers.

(2) Press tube firmly into receptacle provided in ignition current regulator.

(3) Install ignition current regulator cover and secure retaining screws. Torque screws

10 to 11.5 Ib.in. and apply safety wire.

IGNITION CURRENT REGULATOR (PRE-SB1429)

92. REMOVAL

A. Procedure

(1) Disconnect power input and ignition glow plug cables from receptacles on cover.

(2) Remove three bolts and washers securing ignition current regulator to accessorygearbox housing. Remove regulator.

Page 3-2-101

Nov 26/2004



2) (4) (3

5

II Y ~s

io

C135A

Main Oil Pressure Relief Valve

Figure 3-2-37

Page 3-2-102

Nov 26/2004




1. Preformed Packing2. Relief Valve Cover

3. Plain Washer

4. Relief Valve Cover Bolt

5. Valve Spring6. Compressor Inlet Case

7. Preformed Packing8. Adjusting Spacers9. Bypass Valve

10. Relief Valve Body

93. INSTALLATION

A. Procedure

(1) Install ignition current regulator on three bosses provided on accessory gearboxhousing with washers and bolts. Torque bolts 36 to 40 Ib.in. and apply safety wire.

(2) Connect power input and ignition glow plug cables to receptacles on regulator cover.

Torque cable nuts (Ref. No. 561, Fits Clearances) and apply safety wire.

IGNITION EXCITER (POST-SB1429)

94. REMOVAL


WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLYHIGH. ENSURE THAT IGNITION IS SWITCHED OFF, AND SYSTEM HASBEEN INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVINGANY IGNITION COMPONENTS. ALWAYS DISCONNECT COUPLING NUTS ATIGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO

REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUTCONNECTORS OR COUPLING NUTS WITH BARE HANDS.

(1) Isolate power from ignition system.

(2) Remove supply cable from input connector on ignition exciter (4).

CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULE TO ROTATEWHEN REMOVING COUPLING NUTS.

(3) Remove two ignition cable couplings from output connectors an ignition exciter.

(4) Remove four bolts (1), self-locking nuts (3) and washers (2) securing unit to bracket

(7) and remove ignition exciter.

(5) Remove three bolts (5) and washers (6) securing bracket (7) to engine casing.

Page 3-2-103

Nov 26/2004



1) (2

A

B

s

A

B I (ilT~I ~lil a~

6) 15

C1327A

Ignition Current RegulatorFigure 3-2-38

Page 3-2-104

Nov 26/2004




1. Ignition Box

2. Cover

3. Bolt

4. Cables

5. Resistor

6. Cushion

7. Spring

95. INSTALLATION


(1) Secure bracket (7) to engine casing with three bolts (5) and washers (6). Tightenbolts, torque 36 to 40 Ib.in., and safety wire.

(2) Secure ignition exciter (4), with single input connector uppermost, to bracket (7)with four bolts (1), washers (2) and self-locking nuts (3). Tighten nuts and torque36 to 40 Ib.in.

CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME IN CONTACT WITHCENTRALCONDUCTORS OF EXCITER CONNECTORS. CONTACT WITHCONDUCTORS MAY RESULT IN A HIGH RESISTANCE PATH WHICHCOULD GENERATE HEAT AND OXIDATION.

(3) Lightly coat threads of ignition exciter connectors with fluorocarbon spray lubricant.

CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TOROTATE WHEN SCREWING ON COUPLING NUTS.

(4) Connect coupling nuts of supply cable and two high tension ignition cable couplingsto respective connectors on ignition exciter. Tighten nuts, torque fingertight plus 45

degrees and safety wire.

CAUTION: DO NOT ALLOW BRAIDING OR FERRULES TO ROTATE WHENSCREWING ON COUPLING NUTS.

(5) Reconnect coupling nuts at other end of ignition cables to spark igniters. Tightennuts and torque fingertight plus 45 degrees.

OIL-TO-FUEL HEATER

96. REMOVAL


(1) Disconnect lines from oil-to-fuel heater assembly (1) at fuel inlet (2), fuel outlet (3),oil inlet (4) and oil outlet (7) connections.

Page 3-2-105

Nov 26/2004



7

P

INpm fCONNECTOR 9

I:

dOUTPUT CONNECTORS

(Post-SB1 429) C41 498

Removal/installation of Ignition Exciter

Figure 3-2-39

Page 3-2-106

Nov 26/2004




1. Bolt

2. Washer

3. Self-locking Nut

4. Ignition Exciter

5. Bolt

6. Washer

7. Bolt

(2) Remove self-locking nuts and washers securing heater mounting bracket to

flange G.

(3) Withdraw heater mounting bracket (6) and heater from studs on flange G.

(4) Remove bolts (5) securing heater to mounting bracket.

(5) Withdraw heater, together with two transfer tubes, from mounting bracket.

(6) Install dust caps over ends of all lines and fittings.

97. INSTALLATION


(1) Install new preformed packings on two transfer tubes and insert transfer tubes into

mounting bracket (6).

(2) Install heater (1) over transfer tubes and secure to mounting bracket with bolts (5).Tighten bolts, torque 32 to 36 Ib.in. and attach lockwire.

(3) Install heater and mounting bracket assembly over studs on flange G and secure

with washers and self-locking nuts. Tighten nuts and torque 32 to 36 Ib.in.

(4) Remove all dust caps and reconnect fuel and oil lines to their respective connections.

Tighten nuts, and torque as follows:

(a) Fuel inlet hose coupling nut, torque 65 to 85 Ib.in.

(b) Fuel outlet hose coupling nut, torque 200 to 225 Ib.in.

(c) Oil inlet hose coupling nut, torque 110 to 120 Ib.in.

(d) Oil outlet hose coupling nut, torque 110 to 120 Ib.in.

Page 3-2-107

Nov 26/2004



0630

Oil-to-Fuel Heater

Figure 3-2-40

Page 3-2-108

Nov 26/2004




1. Oil-to-Fuel Heater Assembly2. Heater fuel Inlet Connection

3. Heater Fuel Outlet Line

4. Heater Oil Inlet Connection

5. Retaining Bolts

6. Heater Mounting Bracket

7. Heater Oil Outlet Connection

ACCESSORY DRIVE SEALS

98. REMOVAL


(1) Remove the accessory unit, if applicable, from the mounting pad on the accessorygearbox housing.

(2) Use the gearshaft oil-seal carrier puller (PWC30046-57), and the starter-generatorgearshaft oil-seal carrier puller (PWC30046-52) on Pre-SB1386 dry-splinestarter-generator arrangements, or puller (PWC30046-54) on Post-SB1386

wet-spline starter-generator arrangements, to remove oil-seal and carrier from the

gearbox housing.

NOTE: When removing seals at the fuel control unit (FCU) and the starter-generatormounting pads, make sure that the retaining rings are removed before

attempting to withdraw the assembled seal and carrier.

(3) Remove seal and preformed packing from the oil-seal carrier.

99. INSTALLATION


(1) Moisten silicone element seal with engine oil and gently press seal into carrier until

correctly seated.

NOTE: Use hand pressure only to install seal. Do not use bench press.

(2) Install new preformed packing on carrier and install seal and carrier assembly into

respective boss using Drift (PWC30075 Pre-SB1386) or (PWC30675 Post-SB1386).

(3) For starter-generator and FCU drive seal and carrier assemblies, secure with

retaining rings.

NOTE: Starter-generator gearshaft may be of dry spline (Pre-SB1386) or wet

spline (Post-SB1386) configuration.

(4) Check for oil leakage (Ref. Part 2, Section 6, Para. 31).

Page 3-2-109

Nov 26/2004



I:

~3

:ic"’i, /´•/Pa~Ii

\i,

~a

NOTE:

DETAIL A I; i II1( RETAINING RINGS AT FCU ANDSTARTER-GENERATOR GEARSHAFTNOT SHOWN

C502B

Accessory Drive Seal Replacement (Typical)Figure 3-2-41

Page 3-2-110

Nov 26/2004



(5) Check for oil leakage after 5 to 10 hours of operation (Ref. Part 2, Section 6, Pam.

31).

PROPELLER REVERSING INTERCONNECT LINKAGE

100. GENERAL

CAUTION: THE FOLLOWING ASSEMBLY INSTRUCTIONS ARE GIVEN PRIMARILY TOSATISFY SHIPPING REQUIREMENTS AND THE RESULTANT RIGGING MAYDIFFER QUITE CONSIDERABLY FROM WHAT IT SHOULD BE WHENTHE ENGINE IS INSTALLED IN THE AIRFRAME. AT ENGINE INSTALLATIONBY THE AIRFRAME MANUFACTURER THE LINKAGE IS ADJUSTED TOSUIT A PARTICULAR AIRFRAME REQUIREMENT. THIS ADJUSTMENT MAY

INCLUDE ALTERING ROD LENGTHS, MOVING CLEVIS PINS TODIFFERENT HOLES AND, IF NECESSARY, SELECTING A DIFFERENT CAMTO PROVIDE THE REQUIRED POWER RESPONSE CHARACTERISTICS.THE FINAL RIGGING ARRANGEMENT IS PART OF THE AIRCRAFTCERTIFICATION REQUIREMENT AND IS DETAILED IN THE APPROPRIATEAIRCRAFT MAINTENANCE MANUAL. THEREFORE, WHEN AN ENGINEIS REINSTALLED IN AN AIRCRAFT AFTER OVERHAUL OR REPAIR, THE

ENGINE SHOULD BE RIGGED IN ACCORDANCE WITH THE RELEVANT

AIRCRAFT MAINTENANCE MANUAL AND NOT IN ACCORDANCE WITH

THE APPLICABLE P&WC MAINTENANCE OR OVERHAUL MANUAL.

A. The adjustments in the following paragraphs are designed to provide the correct power

relationship at all ambient temperatures. However, aircraft installations will differ and

reference should be made to the power plant section of the applicable aircraft manual. It

is assumed that all rigging will be accomplished with the propeller installed and

blades in the full feather position.

101. REMOVAL OF REVERSING SYSTEM FLOW DIVIDER VALVE (PT6A-6A ENGINES)


(1) Unlock retaining ring (10) and push oil transfer tube (11) into boss of thrust bearingcover (8).

(2) Remove packing cover (39) from valve housing assembly (14) by removing two

bolts (23) and washers (24).

(3) Install Puller (PWC30267) on sleeve (36) of flow divider valve. Carefully withdraw

sleeve complete with valve and sealing sleeve.

(4) Remove preformed packings (38 and 37) from sleeve (36).

(5) Remove retaining ring (25) and remove valve (26) from sleeve (36).

(6) Remove retaining ring (31) and remove sealing sleeve (32), preformed packings(30 and 33) from sleeve (36).

(7) Compress spring (35) and remove retaining ring (29). Remove spacer (34) and

spring.

Page 3-2-111

Nov 26/2004



I

13

?j,

8

10

14) (12

15~ ~32

16

17

2718

25

39

(PT6A-6 Engines) C647B

Flow Divider Valve AssemblyFigure 3-2-42

Page 3-2-112

Nov 26/2004




1. Bolt

2. Reduction Gearbox

3. Preformed Packing4. Reversing Valve Tube

5. Bolt

6. Governor Actuating Lever Bracket

7. Preformed Packing8. Thrust Bearing Cover

9. Preformed Packing10. Retaining Ring11. Transfer Tube

12. Sleeve Strainer

13. Preformed Packing14. Valve Housing15. Check Valve

16. Spring17. Spring Seat

18. Retaining Ring19. Bolt

20. Washer

21. Preformed Packings

22. Transfer Tube

23. Bolt

24. Washer

25. Retaining Ring26. Valve

27. Retaining Ring28. Preformed Packing

29. Retaining Ring30. Preformed Packing31. Retaining Ring32. Sealing Sleeve

33. Preformed Packing

34. Spacer35. Spring36. Valve Sleeve

37. Preformed Packing38. Preformed Packing39. Cover

Page 3-2-113

Nov 26/2004



(8) Remove retaining ring (27) from valve sleeve (36).

(9) Remove two bolts (19) and washers (20) securing flow divider valve housing (14) to

reduction gearbox. Remove housing with transfer tube (22) and preformed packings(21).

(10) Remove retaining ring (18) and remove spring seat (17), spring (16) and checkvalve (15) from housing.

(11) Remove strainer (12) from open boss in reduction gearbox.

(12) Remove transfer tube (11) with preformed packings (13 and 9), and retaining ring(10) from boss in thrust bearing covet: (8).

102. INSTALLATION OF REVERSING SYSTEM FLOW DIVIDER VALVE (PT6A-6A ENGINES)


(1) Insert valve (26) in valve sleeve (36) and secure with retaining ring (25).

(2) Install spring (35) in valve sleeve, compress with spacer (34). Secure spring and

spacer with retaining ring (29).

(3) Install retaining ring (27) on valve sleeve.

(4) Install preformed packings (28, 38 and 37) on valve sleeve.

(5) Install preformed packings (33 and 30) on sealing sleeve (32).

(6) Install sealing sleeve (32) on sleeve (36) and secure with retaining ring (31).

(7) Install complete valve assembly in housing (14) and install cover (39). Secure cover

to housing with two washers (24) and bolts (23). Tighten and torque bolts 32 to

36 Ib.in., and attach lockwire.

(8) Install check valve (15), spring (16) and spring seat (17) in housing (14). Compressspring with seat and secure with retaining ring (18). Insert strainer (12), fullybottomed, in boss in reduction gearbox.

(9) Install preformed packings (13 and 9), and retaining ring (10) on transfer tube (11).Insert tube, fully bottomed, in boss in thrust bearing cover (8).

(10) Install preformed packings (21) on transfer tube (22). Insert tube into port in

mounting flange of housing (14).

(11) Install complete assembly of valve housing on reduction gearbox and secure with

two washers (20) and bolts (19). Tighten and torque bolts 32 to 36 Ib.in., and attachlockwire.

(12) Retract transfer tube (11), (refer to Subparagraph (9), preceding) into port in valve

housing and secure in position with retaining ring (10).

I)

Page 3-2-114

Nov 26/2004



REMOVAL OF PROPELLER REVERSING REAR LINKAGE (PT6A-6A ENGINES)


(1) Disconnect rear clevis (30) from reversing control lever (29) by removing cotterpin,washer and straight pin (28).

(2) Loosen self-locking nut on clamping bolt (33). Unscrew and remove rear wire ropeterminal (32).

(3) Remove FCU interconnect rod (25) by removing cotterpins, castellated nuts and

bolts at follower lever (26) and at FCU arm (42).

(4) Remove cotterpin, washer and straight pin (27) securing follower lever (26) to

reversing control lever (29).

(5) Remove follower lever (26) from linkage bracket (38) by loosening lock bolt (35)and removing splined, grooved pin (36).

(6) Remove reversing control lever (29) from linkage bracket (38) by removingcotterpin, washer and straight pin (34).

104. INSTALLATION OF PROPELLER REVERSING REAR LINKAGE (PT6A-6A ENGINES)


(1) Install rear wire rope terminal (32) by screwing onto wire rope until bottomed.

Secure clamping bolt (33) by tightening self-locking nut and torquing (Ref.No. 581, Fits Clearances).

(2) Locate reversing control lever (29) between front holes in linkage bracket (38) and

secure with straight pin (34), washer and cotterpin.

(3) Locate follower lever (26) between rear holes in linkage bracket (38) and secure

with grooved pin (36) and lock bolt (35). Apply lockwire to the bolt.

(4) Connect follower lever (26) to reversing control lever (29) with straight pin (28),washer and cotterpin.

NOTE: If lockwire at rod end connectors of interconnect rod (25) has been

broken, check and, if necessary, adjust length to 7-1/8 inches (betweenrod-end centers).

(5) Connect rod (25) to lower hole on follower lever (26) and to FCU arm (42), with two

bolts and castellated nuts. Tighten nuts, torque (Ref. No. 585, Fits 8 Clearances)and lock with-cotterpins.

(6) Adjust length of rod (25) so that lever (26) and arm (42) are approximately parallel.Tighten locknuts, check rod-end for safety, and secure with lockwire.

I)

Page 3-2-115

Nov 26/2004

PRATT WHITNEY CANADAAIIAINTENANCE MANUAL


26 27 28 29 30 31 32 33

1234

24

25

34

37 2 38

42

7

41

\\\\8

910

21 151P

11

1316 14 40

20

19 18

C596(Pf6A-6 Engines)

Engine Controls and Reversing System

Figure 3-2-43

Page 3-2-116

Nov 26/2004




1. Rod Ends 22. Swivel Joint

2. Maximum Stop 23. Bracket

3. Nf Govemor Arm 24. Rod Ends

4. Maximum RPM Adjustment 25. FCU Interconnect Rod

5. Reverse Thrust Speed 26. Follower Lever

Adjustment 27. Straight Pin

6. -Pin 28. Straight Pin

7. Carbon Block Pin 29. Reversing Control Lever

8. Nf Govemor Actuating Lever 30. Rear Clevis

9. Pin 31. Jam Nut

10. Reversing Valve 32. Wire Rope Terminal

11. Reversing Valve Housing 33. Clamping Bolt

12. Reversing Valve Lever 34. Straight Pin

13. Bowelled Bolt 35. Lock Bolt

14. Clamping Bolt 36. Splined Grooved Pin

15. Front Clevis 37. Bracket

16. Adjustable Stop 38. Linkage Bracket

17. Turnbuckle Assembly 39. Maximum FCU Stop18. Locknut 40. Part Power Stop19. Adjuster 41. Maximum Reverse Stop20. Internal Spring 42. FCU Arm

21. Lock Bolt

Page 3-2-117

Nov 26/2004



(7) Connect rear clevis (30) at center hole on reversing control lever (29), and secure

with straight pin (28), washer and cotterpin. Ensure that lever (29) is approximatelyparallel to follower lever (26), and that pin (27) is in neutral position in cam slot

in lever (29).

(8) Ensure that FCU arm (42) makes contact with stops before pin (27) reaches end of

cam slot in lever (29).

105. REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6A ENGINES)


(1) Disconnect front clevis (15) from reversing valve lever (12) by removing lever guide,nut sleeve bushing, sleeve spacer and dowelled bolt (13).

(2) Remove turnbuckle assembly (17) by removing cotterpin, castellated nut, flangedsleeve, washer and bolt at Nf governor arm (3), and cotterpin, castellated nut, two

washers and bolt at actuating lever (8).

(3) Remove actuating lever (8) by removing cotterpin, washer and straight pin (6).

(4) Remove reversing valve lever (12) from reversing valve (10) by removing cotterpin,washer and straight pin (9).

(5) Remove valve housing (11) complete with valve (10) from thrust bearing cover byremoving two bolts.

(6) Remove valve from housing by removing retaining ring.

(7) Remove one preformed packing from valve. Remove two preformed packings and

one packing retainer from housing.

(8) Disconnect rear clevis (30) from reversing control lever (29) by removing cotterpin,washer and straight pin (28).

(9) Loosen self-locking nut on clamping bolt (33). Unscrew and remove rear wire ropeterminal (32).

(10) Disconnect wire rope front casing from front swivel joint (22).

(11) Remove locknut and washer securing front swivel joint (22) to mounting bracket

(23). Remove swivel joint complete with push-pull control linkage and wire rope.Exercise care to prevent damage to wire rope when extracting from casing.

(12) Loosen self-locking nut on clamping bolt (14), and unscrew complete assemblyfrom wire rope.

(13) Remove lock bolt (21), and unscrew front swivel joint from assembly. Remove

internal compression spring.

(14) Remove front clevis (15) by sliding it rearward through adjustable stop (16).

(15) Loosen locknut (18) and remove adjustable stop from adjuster (19).

Page 3-2-118

Nov 26/2004



(16) Disconnect rear wire rope casing from swivel joint at rear fireseal.

(17) Remove locknut and washer and renlove rear swivel joint from fireseal.

(18) Disconnect and remove rear wire rope casing from coupling on center fireseal.

(19) Remove self-locking nut and bolt securing clamp on front wire rope casing to flange

(20) Disconnect and remove front wire rope casing from coupling on center fireseal.

(21) Remove coupling from center fireseal by removing locknut and two washers.

106. INSTALLATION OF PROPELLER REVERSING FRONT LIN~AGE (PT6A-6A ENGINES)


(1) Install bulkhead coupling on center fireseal, with one washer on each side of

fireseal, and secure with locknut, r~ghten locknut, torque (Ref. No. 586, Fits 8

Clearances) and secure with lockwire.

(2) Install rear swivel joint on rear fireseal and secure with washer and locknut. Tightenlocknut, torque (Ref. No. 583, Fits Clearances) and secure with lockwire.

(3) Install front swivel joint (22) on mounting bracket (23) and secure with washer and

locknut. Tighten locknut, torque (Ref. No. 583, Fits 8 Clearances) and secure with

lockwire.

(4) Install rear wire rope casing, by connecting to swivel joint at rear fireseal and to

coupling at center fireseal. Tighten casing coupling nuts, torque (Ref. No. 582,Fits 8 Clearances) and secure with lockwire.

(5) Install front wire rope casing, by connecting to coupling at center fireseal and to

front swivel joint on mounting bracket. Tighten casing coupling nuts, torque (Ref.No. 582, Fits 8 Clearances) and secure with lockwire.

(6) Screw adjustable stop (16) into adjuster (19) followed by locknut (18). Finger-tightenlocknut leaving approximately six threads showing on adjustable stop.

(7) Insert front clevis (15) into stop followed by compression spring. Screw assemblyonto swivel joint (22), until holes in swivel joint and adjuster are aligned. Secure

with lock bolt (21). Tighten bolt, torque (Ref. No. 585, Fits 8( Clearances) and secure

with lockwire.

(8) Ensure that wire rope is clean and free of foreign matter, and insert through casingsfrom rear swivel joint. Screw wire rope counterclockwise through clamping bolt (14)in front swivel joint until fully bottomed. Tighten self-locking nut on clamping bolt

and torque (Ref. No. 581, Fits 8 Clearances).

(9) Install clamping bolt (33) on wire rope terminal (32). Screw assembly, clockwise, on

rear end of wire rope until bottomed. Tighten self-locking nut on clamping bolt and

torque (Ref. No. 581, Fits Clearances).

Page 3-2-119

Nov 26/2004



(10) Install one preformed packing and packing retainer on reversing valve (10).

(11) Install two preformed packings on valve housing (11). Install valve in housing and

secure with retaining ring.

(12) Install assembly of reversing valve on thrust bearing cover and secure with two

bolts. Tighten bolts and torque 36 to 40 Ib.in.

(13) Install reversing valve lever (12) by securing to reversing valve with straight pin (9),washer and cotterpin.

(14) Install Nf governor actuating lever (8) by securing to bracket on thrust bearing cover

with straight pin (6), washer and cotterpin.

(15) Secure short arm of actuating lever (8) and reversing valve lever (12) to front clevis

(15) with dowelled bolt (13) spacer, bushing, plain nut and lever guide.

(16) Tighten nut, torque 32 to 36 Ib.in. and secure with lockwire.

NOTE: If lockwire at rod end connectors (1) of turnbuckle assembly (17) has been

broken, check and, if necessary, adjust length to 3-318 inches and

lockwire. Check rod ends for safety.

(17) Install turnbuckle assembly (17) as follows:

(a) Connect one rod end to long arm of actuating lever (8) with bolt, two washers

ton each side of rod end), and castellated nut.

(b) Connect other rod end to governor arm (3) with bolt, washer, flanged sleeve

and castellated nut.

NOTE: Assemble washer on side of rod end opposite to sleeve flange.

(c) Tighten both castellated nuts 24 to 36 Ib.in., and lock with cotterpins.

(18) Adjust stop (16) in adjuster (19) to obtain specified clearance (Ref. No. 86, Fits

Clearances) between reversing valve (10) and reversing valve housing (11). Tightenlocknut (18), torque (Ref. No. 584, Fits Clearances) and secure with lockwire.

107. REMOVAL OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20, -20A

AND -20B ENGINES)


(1~ Discdnnect airframe linkage from power input lever (39, Figure 3-2-44), and

remove lever.

(2) Remove FCU control rod (6, Figure 3-2-45) from actuating lever (2) and FCU

control arm (9) by removing two cotterpins, castellated nuts, washers and bolts.

(3) Disconnect rear clevis rod end (3) from propeller control cam (1) by removingcotterpin, washer and straight pin.

Page 3-2-120

Nov 26/2004



(4) Loosen self-locking nut on clamp bolt (4, Figure 3-2-44), and remove rear wire

rope terminal by unscrewing from wire rope.

(5) Remove mounting bracket (8, Figure 3-2-45), complete with rear linkage from

flange G, by removing two self-locking nuts and one bolt.

(6) Disassemble rear linkage from mounting bracket as follows:

(a) Remove extension spring (5) from actuating lever (2) and mounting bracket byremoving two cotterpins and washers.

(b) Remove two cotterpins, washers, straight headed pin (17), cam follower pin(16), and remove control cam (1) and actuating lever (2) from mountingbracket (8).

(c) Loosen lock bolt on cam follower lever (15). Remove grooved pin (7), follower

lever (15), and actuating lever (13) from mounting bracket (8).

108. INSTALLATION OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20,-20A AND -208 ENGINES)


(1) Assemble FCU actuating lever (2, Figure 3-2-45) and propeller control cam (1) to

control lever mounting bracket (8), and insert straight headed pin (17) through front

holes of bracket, cam (1), and lever (2), and secure pin with washer and cotterpin.

(2) Assemble actuating lever (13) and cam follower lever (15) to control lever mountingbracket (8). Install grooved pin (7) through rear holes of bracket (8) and levers (13and 15). T~ghten bolt on cam follower lever (15) and torque 32 to 36 Ib.in.,securing with lockwire.

(3) Install fork end of cam follower lever (15) over propeller control cam (1) and insert

cam follower pin (16) through holes in fork end of lever and through cam slot in

propeller control cam. Secure with washer and cotterpin.

(4) Temporarily secure angle bracket (12) to control lever mounting bracket (8) with

bolt. Do not torque bolt at this stage.

(5) Locate control lever mounting bracket assembly at flange G of accessory gearboxand secure to gearbox studs with two self-locking nuts. Tighten nuts and torque 36

to 40 Ib.in. Secure angle bracket (12) to accessory gearbox boss with two bolts.

Tighten three angle bracket bolts 36 to 40 Ib.in., and secure with lockwire.

(6) Install extension spring (5) between post on control lever mounting bracket (8) and

post on FCU actuating lever (2), and secure with washers and cotterpins.

Page 3-2-121

Nov 26/2004



TO COCKPIT POWER ~154 )118

CONTROL LEVER (13~ ~i4

10 a9 (i i´•

8 L~

1 C8

34)\ 751

j,~tq1 5~’

50 35

48 25

18

40

33 32

23) I j (19i

TO COCKPIT~ 22 21 20

41 PROPELLER

~;CONTROLLEVER FIRESEALCENTER43

REAR FIRESEAL42

46)(45)(44

1)(2

53

1" 15

TAKE-OFF POSITION REVERSE POSITION

IDLE POSITION

DETAIL ADIM. ’Z’

27

7

10

28

DETAIL B .’d26

2930 9

10 DETAIL DDIM. ’X’

31 (0.0101NCH)DETAIL C DETAIL E

903’2-361185

(PT6A-6B and -20 Engines) C1968A

Engine Controls and Reversing SystemFigure 3-2-44

Page 3-2-122

Nov 26/2004




1. Propeller Control Cam 28. Low Pitch Adjuster Stop

2. Clevis Rod End 29. Locknut

3. Locknut 30. Spring

4. Clamp Bolt 31. Retaining Plate

5. Idle Deadband Adjusting Bolt 32. Wire Rope(NON-STOL APPLICATION) 33. Wire Rope Casing

6. FCU Actuating Lever 34. Locknut

7. Front Swivel Joint 35. Rear Swivel Joint

8. Locknut 36. Extension Spring9. Spring Stop (Dimension X) 37. Cam Follower Pin

10. Front Lifting Bracket 38. Grooved Pin

11. Propeller Govemor 39. Power Input Lever (Airframe12. Propeller Governor Arm Supplied)

13. Propeller Speed Adjusting Lever 40. Actuating Lever

14. propeller Govemor Stop 41. FCU Control Rod

15. Actuating Lever Support Arm 42. Ng Maximum Stop

16. Governor Interconnect Rod 43, FCU Arm Extension

17. Clevis Rod End 44. FCU Control Arm

18. Propeller Reversing Lever 45. Cut-off Valve Lever

19. Governor Maximum Stop 46. Fuel Control Unit (FCU)

20. Governor Arm 47. Hi-idle Stop

21. Governor Interconnect Rod 48. Cut-off Stop

(Lower) 49. Serrated Spacer22. Governor Lever 50. Governor Air Pressure Line (Py)23. Govemor Air Pressure Line (Py) 51. Cam Follower Lever

24. Propeller Feedback Ring 52. Propeller Constant Speed Control

25. Propeller Governor Actuating Unit StopLever 53. Track Point

26. Low Pitch Stop Adjuster27. Lockbolt

Page 3-2-123

Nov 26/2004



1O

o15 O

ib16

17

7 @I5r

I13 12

8- aI

o

9 oa

7

10

(PT6A-6B, -20, -20A and -208 Engines) C1969

Engine Rear LinkageFigure 3-2-45

Page 3-2-124

Nov 26/2004



Ke~ to Figure 3-2-45

1. Propeller Control Cam

2. Fuel ControlActuating Lever (6, Figure 3-2-44)3. Clevis Rod End (2, Figure 3-2-44)4. Locknut (3, Figure 3-2-44)5. Extension Spring (36, Figure 3-2-44)6. FCU Control Rod (41, Figure 3-2-44)7. Grooved Pin (38, Figure 3-2-44)8. Mounting Bracket

9. FCU Control Arm (44, Figure 3-2-44)10. FCU Arm Extension (43, Figure 3-2-44)11. Serrated Spacer (49, Figure 3-2-44)12. Angle Bracket

13. Actuating Lever (40, Figure 3-2-44)14. Idle Deadband Adjusting Bolt (NON-STOL APPLICATION)

(5, Figure)15. Cam Follower Lever, (51, Figure 3-2-44)16. Cam Follower Pin (37, Figure 3-2-44)17. Straight Headed Pin

109. ADJUSTMENT OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20, -20A

AND -20B ENGINES)

A. Procedure

NOTE: Adjustment trigging) of the rear linkage will vary considerably with various

airframe installations and types of propeller control cam (STOL, NON-STOL,etc.) being used. The following adjustment procedure may be used as a generalguide. For final adjustment trigging) of propeller reversing linkage in airframe,reference must be made to applicable airframe manufacturer’s manual. Adjustthe propeller reversing rear linkage as follows: (See Figures 3-2-44 and

3-2-45).

(1) Rotate FCU arm (44, Figure 3-2-44) fully counterclockwise. Holding the cut-off

valve lever (45) against the cut-off stop (48) slowly rotate the FCU arm (44)clockwise until governor cam pick-up point is reached.

NOTE: Initial movement of the FCU am7 from the fully counterclockwise positionwill be free of resistance. The pick-up point will be recognized when a

small resistant force is encountered.

(2) Slacken FCU arm extension (43) and adjust serrated spacer (49) until FCU arm

(44) is approximately 16 degrees below horizontal as the pick-up point is reached.

Tighten FCU arm extension (43), torque (Ref. No. 598, Fits Clearances) and

secure with lockwire.

Page 3-2-125

Nov 26/2004



(3) Install and adjust idle deadband adjusting bolt (5) in actuating lever (40) to suit

specific airframe installation and propeller control cam (Refer to airframe

manufacturer’s manual).

(4) Rotate power input lever (39) until cam follower pin (37) rests in track point (53) of

propeller control cam (1), (See IDLE POSITION, Figure 3-2-44).

(5) With FCU arm (44) set approximately two degrees counterclockwise from pick-uppoint and rear linkage in idle position and cam follower pin in track point, adjustlength of FCU control rod (41) until holes in rod end connectors align with top hole

of FCU actuating lever (6) and inner hole of FCU control arm (44). Tighten rod

end connector locknuts and install FCU control rod (41). Temporarily secure with

bolts, washers and castellated nuts.

(6) Rotate power input lever (39), if fitted, or grooved pin (38), fully clockwise, then fullycounterclockwise, confirm that stop is contacted in both positions. Adjust length of

FCU control rod (41) as necessary. Remove FCU control rod.

(7) Tighten locknuts on control rod, torque nuts 32 to 36 Ib.in., and secure with

lockwire.

(8) Apply light film of grease (PWC04-001) to ball end fittings on control rod. Install

control rod and secure with bolts, washers and castellated nuts. Tighten nuts,torque (Ref. No. 585, Fits Clearances) and lock with cotterpins.

110. REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6B, -6/C20 AND-20ENGINES)A. Procedure (See Figure 3-2-44)

(1) Disconnect rear clevis rod end (2) from propeller control cam (1) by removingcotterpin, washer and straight pin.

(2) Loosen self-locking nut on clamp bolt (4) and remove wire rope terminal byunscrewing from wire rope. Remove locknut (34) and washers, and unscrew swivel

joint (35) from wire rope casing nut.

(3) Remove cotterpin, castellated nut, three washers and bolt securing power turbine

govemor interconnect rod (16) to governor lever (22). Remove cotterpin, castellated

nut and two washers securing interconnect rod to propeller reversing lever (18).

(4) Disconnect clevis rod end (17) from reversing lever (18) by removing cotterpin,castellated nut, spacer and shouldered stud.

(5) Disconnect front wire rope casing nut from front swivel joint (7).

(6) On Pre-SB1185 engines, remove locknut (8) securing front swivel joint (7) to liftingbracket (10). Remove push-pull control linkage complete with wire rope, exercisingcare not to damage wire rope.

Page 3-2-126

Nov 26/2004



(7) On Post-SB1185 engines, remove innermost nut and bolt, and loosen remaining nut

and bolt securing remaining plate (31), to lifting bracket. Loosen locknut (8) and

pivot retaining plate outward. Remove push-pull control linkage complete with wire

rope, exercising care not to damage wire rope.

(8) Remove bolts and self-locking nuts, securing wire rope casing bracket to flange C,as required.

(9) Disconnect rear wire rope casing nut from bulkhead coupling, on center fireseal,and remove casing.

(10) Remove locknut and washers securing bulkhead coupling to center fireseal.

(11) Remove self-locking nut and washer from clamp bolt (4) and unscrew control linkageassembly from wire rope. Remove clamp bolt.

(12) Disassemble push-pull control linkage as follows:

(a) Remove lock bolt (27) and remove front swivel joint (7) and spring (30) from

assembly.

(b) Loosen locknut and remove clevis rod end (17) from front wire rope terminal.Remove wire rope terminal from assembly.

(c) Remove locknut (29) and remove adjuster stop (28) from low-pitch stopadjuster (26).

(13) Remove propeller reversing lever (18) from governor actuating lever (25) byremoving cotterpin, castellated nut and bolt. Ensure that sleeve bushings on

either side of reversing lever arm remain firmly in place.

(14) Remove actuating lever (25) from governor arm (12) and’ support arm (15) byremoving two cotterpins, castellated nuts and bolts, and governor arm shield (iffitted)

(15) Remove arms (12 and 15) by removing two self-locking nuts and washers.

(16) Remove spring stop (9), if fitted, from lifting bracket by removing one self-lockingnut, two bolts and washers.

(17) Disconnect and remove interconnect rod (21) by removing cotterpin, castellated nut,washer and bolt and power turbine governor arm (20). Remove cotterpin,castellated nut, three washers and bolt at power turbine governor lever (22).

(18) Remove two self-locking nuts and remove support bracket, complete with govemorlever (22), from flange A.

Page 3-2-127

Nov 26/2004



111. INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6B, -6C/20 AND

-20 ENGINES)


NOTE: To obtain freedom of movement, lubricate all rod end connectors with grease

(PWC04-001).

(1) On Pre-SB1185 engines, insert front swivel joint (7) in engine lifting bracket (10) on

flange A, and secure with locknut (8). Tighten nut and torque (Ref. No. 583, Fits

Clearances)

(2) On Post-SB1185 engines, locate front swivel joint (7) in slot of lifting bracket, and

secure with retaining plate (31), bolt and self-locking nut. Tighten both nuts and

torque 36 to 40 Ib.in. Install locknut (8) on swivel joint, tighten nut and torque (Ref.No. 583, Fits 8 Clearances).

(3) Install rear swivel joint (35) on rear fireseal and secure with two plain washers and

locknut (34). Tighten nut and torque (Ref. No. 583, Fits 8 Clearances).

(4) Install bulkhead coupling and washer on center fireseal, inserting from rear, and

secure with washers and locknut. Tighten nut, and torque (Ref. No. 586, Fits 8

Clearances)

NOTE: Two additional washers may be installed if necessary to compensate for

discrepancy in length of wire rope casing.

(5) Install front and rear section of wire rope casing. Tighten coupling nuts, torque (Ref.No. 582, Fits Clearances) and attach lockwire to adjacent locknuts. Secure front

section of wire rope casing and bracket to flange C las applicable) with bolts

and self-locking nuts. Tighten and torque nuts 36 to 40 Ib.in.

(6) Assemble locknut (29) on adjuster stop (28) and screw assembly into adjuster (26)leaving approximately eight to twelve threads showing.

(7) Insert front push-pull control terminal from rear, into adjuster, followed by spring(30). Slide assembly over front of swivel joint and secure with lockbolt (27) on

collar. Tighten bolt, torque (Ref. No. 585, Fits Clearances) and secure with lockwire.

(8) Install clevis rod end (17), complete with locknut, on push-pull control terminal.

Ensure that threads are visible through inspection hole on clevis rod end. Check

that travel of adjuster is approximately 1-114 inches.

NOTE: Early engines may not incorporate inspection hole in rod end clevis; in this

condition ensure that minimum of 3 threads are showing beyond locknut.

Clevis must be drilled at next shop visit (Ref. Airworthiness Directive

CF-80-21).

(9) Suitably hold propeller governor speed adjusting lever against maximum speed stop(52).

Page 3-2-128

Nov 26/2004



(10) Insert feeler gage under pilot valve lifting rod on propeller governor, and hold

dimension "Z" (see Detail B) at its low setting of 0.085 (~0.001) inch. Install arm

(12) so that fork end is at 6 o’clock position or slightly forward.

NOTE: When installing the arm (12), the pilot valve lifting lever must be held

against upper flange of governor spool rod.

(11) Move the arm (12) forward sufficiently to insert feeler gage beneath spool to set

dimension "Z" at 0.210 inch. Screw in pilot valve maximum stop (14) on governorbracket to arm. Tighten nut on stop screw, and torque (Ref. no. 599, Fits

Clearances).

CAUTION: DO NOT FORCE THE ARM (12) TO GIVE A DIMENSION GREATER THAN0.230 INCH OR DAMAGE TO THE GOVERNOR WILL RESULT.

(12) Connect top end of actuating lever support arm (15) to forward hinge bolt on

propeller governor bracket. Connect lower fork end of arm (15) and arm (12), to

propeller actuating lever (25).

(13) Assemble propeller reversing lever (18) as follows:

(a) For Pre-SB1067 engines, insert spherical bearing into bore in propellerreversing lever and secure bearing in place with retaining ring.

(b) For Post-SB1067 engines, insert one retaining ring into bore in propellerreversing lever. Install spherical bearing and secure with second retaining ring.

(14) Connect lever (18) to lever (25) with spacer inserted on each side.

(15) While holding dimension "Z" to 0.085 inch, adjust clevis rod end (17) and/or

adjuster (28) in order to connect lever (1 8) ~to clevis rod end (17).

(16) Loosely install power turbine governor lever (22) and bracket on flange A.

(17) Assemble and install the upper power turbine governor interconnect rod (16)between levers (22 and 18). Adjust rod so that lower half of lever (15) is

approximately parallel to flange A.

(18) Install power turbine governor arm (20) so that, with contact made to the powerturbine governor maximum stop (19) i.e., fully clockwise, the arm points directlyinward at right angles to engine axis.

(19) Hold clevis rod end (17) fully forward, and install the lower power turbine governorinterconnect rod (21) by adjusting its length until arm (20) is lightly touching stop(19). Shorten rod (21) by one complete tum on one end before installing rod.

(20) Tighten all nuts on front linkage and controls, torque (Ref. No. 599, Fits

Clearances) and lock with cotterpins. Recheck dimension "Z" with front control

terminal held fully forward.

Page 3-2-129

Nov 26/2004



CAUTION:TO PROPELLER CONSTANT SPEED CONTROL UNIT ABOVE SPECIFIEDDO NOT TORQUE RETAINING NUTS THAT ATTACH ARMS (12 AND 15)

LIMITS.

(21) Tighten power turbine governor lever mounting bracket hold down nuts at flange A

and torque 36 to 40 Ib.in. Ensure all rod ends are free to swivel.

112. SPRING STOP (OPTIONAL) (PT6A-6B AND -20 ENGINES)


(1) Install stop shield on arm (12). Tighten bolt and nut, torque (Ref. No. 599, Fits

Clearances) and secure with cotterpin.

(2) Assemble propeller reversing lever spring stop by inserting two springs into

cylinder. Compress springs with piston and insert spiral retaining ring into grooveprovided in cylinder. Install adjuster screw into piston leaving approximately 318inch threads showing.

NOTE: Use lubricant (PWC06-036) on the piston during assembly.

(3) Install spring stop assembly in hole provided in lifting bracket at flange A, insertingfrom front. Secure with three bolts, plain washers and self-locking nuts. Tightennuts and torque to 36 to 40 Ib.in.

(4) Using feeler gage, control dimension "X" (between adjuster screw and stop shield

on arm) to 0.010 inch, secure adjuster screw with cotterpin.

NOTE: The adjuster screw may be turned clockwise up to 112 turn to facilitateinstallation of cotterpin.

113. INSTALLATION OF PROPELLER REVERSING INTERCONNECT FRONT AND REAR

LINKAGE (PT6A-6B AND -20 ENGINES1


(1) Secure bracket with self-locking nut and bolt, at approximately the 3 o’clock positionon flange C, tighten nut and torque 36 to 40 Ib.in.

(2) Install clamp over front wire rope casing and secure to bracket on flange C with nut

and bolt. Tighten nut and torque to 32 to 36 Ib.in.

(3) Install clamp over front wire rope casing and another clamp over power turbine

govemor pneumatic line front section. Secure two clamps together with bolt and

nut, tighten nut and torque to 32 to 36 Ib.in.

(4) Insert wire rope into rear swivel joint (35), through rear and front casings, into front

adjuster assembly. Secure counterclockwise through clamping bolt (4) until wire

rope end contacts bottom of blind hole in front terminal.

NOTE: As casing sections are internally lined, no lubrication is required on wire

Page 3-2-130

Nov 26/2004



(5) Check for safety of wire rope, by inserting a piece of wire into small hole in front

terminal. Secure wire rope front end by tightening self-locking nut on clamping bolt

(4), and torque (Ref. No. 599, Fits Clearances).

(6) Install rear terminal on wire rope, allowing wire rope to pass through internallythreaded clamping bolt (4).

(7) Check for safety of wire rope, by inserting a piece of wire into small hole in

terminal. Secure wire rope rear end by tightening self-locking nut on clamping bolt (4),and torque (Ref. No. 581, Fits Clearances).

(8) Screw locknut (3) and clevis rod end (2) on the rear push-pull terminal and adjustto align with middle hole on the control cam (1). Extend clevis rod end by one half

turn to ensure positive movement of control. Tighten locknut and torque 75 to

85 Ib.in.

(9) Insert straight pin through clevis rod end (2) and control cam (1), and secure with

washer and cotterpin.

(10) On completion of all adjustments, carry out a thorough check of engine control and

reversing system for correct torque loading of coupling and linkage nuts, and for

securing with lockwire or cotterpins, as applicable.

114. REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-20A AND -208

ENGINES)


(1) Disconnect rear clevis rod end (2) from propeller control cam (1), by removingcotterpin, washer and straight pin.

(2) Loosen self-locking nut on clamping bolt (4) and remove rear wire rope terminal, byunscrewing from wire rope.

(3) Loosen and unscrew coupling nut (7) at front end of wire rope casing from the

swivel joint (19).

(4) Remove cotterpin, nut, spacer, sleeve and bolt securing clevis rod end (12) to

propeller reversing lever (29).

(5) Remove cotterpin, washer and straight headed pin securing propeller reversinglever (29) to Beta control valve clevis (30).

(6) Remove control lever and sleeve bushing.

(7) Remove cotterpin, castellated nut, washer and bolt securing propeller governorinterconnect rod (14) to propeller governor air bleed link.(31).

(8) Remove cotterpin, castellated nut (25) and washer securing upper end ofinterconnect rod (14) to outer end of wire rope clamp bolt (27).

(9) Remove interconnect rod (14).

Page 3-2-131

Nov 26/2004



REAR FIRESEAL

61

7

58) (2) ~Bs’k; (35 26

51 1 DETAIL A17

POST-SB118548

~s47’ (4Q

18

38T35

40

37

42 TO COCKPIT POWERCONTROL LEVER

39

4443

4546

12

TO COCKPIT PROPELLERCONTROL LEVER

1ic

9s

I

C C

LOW PITCH 8 REVERSE

iHIGH PITCH 8 FEATHER

PROPELLER FEEDBACK RING13

14

(PT6A-20A and -208 Engines) C1967C_1

Engine Controls and Reversing SystemFigure 3-2-46 (Sheet 1 of 3)

Page 3-2-132

Nov 26/2004



CAM TRACK POINT

6

3~ (4

90"+1" ~5TAKE-OFF POSITION REVERSE POSITION

IDLE POSITION

DETAIL B

25 ~j"20) (22

28) 127MAX. STOP

19

15

LOCK BOLT29

25

BLEED LINK

21)! 2114 30

!2~ GOVERNOIRAIR r CARBON

14

BLOCK

(REF.)

MAX. STOP 54

28

19 15 29

31

DETAIL C30 PT6A-20A PUSH-PULL CONTROL

CARBONROD ARRANGEMENT (SOLID LINK)

jl; BLOCK

DETAIL C (666.)

PT6A-20B PUSH-PULL CONTROLROD ARRANGEMENT (TELESCOPIC LINK)

(PT6A-20A and -20B Engines) c1967C_2

Engine Controls and Reversing SystemFigure 3-2-46 (Sheet 2)

Page 3-2-133

Nov 26/2004



PROPELLERGOVERNOR

BETAVALVE7 ’Aa\

PROPELLERREVERSINGLEVER

REVERSING LEVERGUIDE PIN BRACKETASSEMBLYSEE DETAIL EFOR CORRECTINSTALLATION.

29

PROPELLER REVERSING LEVER

MUST BE POSITIONED BEMIEEN

GUIDE PIN AND PROPELLER SHAFT

THRUSTBEARINGCOVER

cg ’9

DETAIL E

rgse

PT6A-20A and -208 Engines C80839

Engine Controls and Reversing SystemFigure 3-2-46 (Sheet 3)

Page 3-2-134

Nov 26/2004




1. Propeller Control Cam 29. Propeller Reversing Lever

2. Clevis Rod End 30. Bata Valve Clevis

3. Locknut 31. Govemor Air Bleed Link

4. Clamp Bolt 32. Wire Rope5. Idle Deadband Adjusting Bolt 33. Wire Rope Casing

(NON-STOL APPLICATION) 34. Locknut

6. Fuel Control Actuating Lever 35. Rear Swivel Joint

7. Coupling Nut 36. Extension Spring8. Locknut 37. Cam Follower Pin

9. Front Lifting Bracket 38. Grooved Pin

10. Propeller Govemor 39. Power Input Lever (Airframe11. Propeller Speed Adjusting Lever Supplied)12. Clevis Rod End 40. Actuating Lever

13. Propeller Feedback Ring 41. FCU Control Rod

14. Propeller Governor Interconnect 42. Ng Maximum StopRod 43. FCU Arm Extension

15. Lock Bolt 44. FCU Control Arm

16. ~Bracket 45. Cut-off Valve Lever

17. Insulation Gasket 46. Fuel Control Unit (FCU)18. Self-locking Nut 47. Hi-idle Stop19. Front Swivel Joint 48. Cut-off Stop20. Locknut 49. Serrated Spacer21. Low Pitch Stop Adjuster 50. Govemor Air Pressure Line (Py)22. Spring 51. Cam Follower Lever

23. Locknut 52. Telescopic Terminal Housing24. Low Pitch Adjuster Stop 53. Compression Spring25. Castellated Nut 54. Bolt

26. Retaining Plate 55. Guide Pin Bracket Assembly27. Clamp Bolt 56. Self-locking Nut

28. Self-locking Nut-

Page 3-2-135

Nov 26/2004



(10) Pre-SB1185: Remove locknut (20) securing front swivel joint (19) to lifting bracket

(8) on flange A. Withdraw front swivel joint complete with push-pull control rod

assembly and attached wire rope.

(11) Post-SB1185: Remove innermost nut and bolt, and loosen remaining nut securingretaining plate (26) to lifting bracket (8). Loosen locknut (20) and pivot retainingplate outward. Remove front swivel joint (19) complete with push-pull control rod

assembly and attached wire rope.

(12) Remove self-locking nut and bolt securing wire rope casing clamp to bracket

attached at flange C.

(13) Remove self-locking nut (18), washer and bolt securing wire rope casing (33) to

bracket (16) attached to center fireseal.

(14) Remove two self-locking nuts (18) and bolts securing retaining plates, seals,insulation gaskets (17) and angle bracket (16) to center fireseal. Split retainingplates and seals to enable wire rope casing (33) to be withdrawn through fireseal.

(15) Loosen and remove wire rope casing coupling nut (7) from front end of rear swivel

joint (35). Carefully remove clamp, seals, insulation gaskets and angle bracket from

casing. Withdraw casing forward through center fireseal.

(16) Remove rear swivel joint (35) from rear fireseal by removing swivel joint locknut

(34) located on forward face of rear fireseal.

(17) Disassemble push-pull control rod assembly removed at Step (10) or(ll) as follows:

(a) Remove self-locking nut (28), and spacer from wire rope clamping bolt (27) to

release tension on wire rope.

(b) Remove wire rope (32) from front linkage assembly by unscrewing wire rope in

a counterclockwise direction to disengage rope from clamping bolt (27) internal

threads. Withdraw wire rope.

(c) PT6A-20A: Remove clamp bolt (27) from wire rope terminal and front clevis rod

(12). Withdraw clevis rod from wire rope terminal.

(d) PT6A-20B: Remove bolt (54) securing front clevis (12) and withdraw clevis.

Remove clamp bolt (27) from telescopic terminal housing (52), spring sleeve

and wire rope terminal. Remove telescopic terminal housing (52) spring sleeve

and compression spring (53) from wire rope terminal.

(e) Remove locknut (23) from low pitch adjuster stop (24).

(f) Unscrew low pitch adjuster stop (24) from low pitch stop adjuster (21) and

remove, complete with wire rope terminal and spring.

(g) Remove lock bolt (15) from low pitch stop adjuster (21) and front swivel joint(19). Slide low pitch stop adjuster from swivel joint flange.

Page 3-2-136

Nov 26/2004



115. INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE (PT6A-20A AND -20B

ENGINES)


NOTE: If rod end connectors have been washed, or if there is any evidence of stickingor binding, turn ball outward and lubricate surface using grease (PWC04-001)or equivalent.

(1) Pre-SB1185: Insert front swivel joint (19) in forward engine lifting bracket (8) at

flange A and secure with locknut (20). Tighten nut, torque (Ref. No. 960, Fits


(2) Post-SB1185: Locate front swivel joint (19) in slot of lifting bracket (8) and secure

with retaining plate (26), bolt and self-locking nut. Tighten both nuts and torque 36

to 40 Ib.in. Install locknut (20) on swivel joint (19). Tighten nut and torque (Ref.No. 960, Fits Clearances) and secure with lockwire.

(3) Install pitch stop adjuster (21) on front end of swivel joint (19) and lock in positionwith lockbolt (15). Tighten bolt, torque 24 to 36 Ib.in., and secure with lockwire.

(4) Install short helical compression spring (22) over front end of swivel joint stubshaft.

NOTE: On Post-SB1129 engines, this spring has been removed permanently.Refer to appropriate aircraft manufacturer’s manual for information and

instructions.

(5) Install low pitch adjuster stop (24) on wire rope terminal. Slide wire rope terminal

over swivel joint (19) stubshaft and screw adjuster stop (24) into stop adjuster (21),to obtain between 1.00 inch and 1.25 inch of travel on wire rope terminal. Screw

plain locknut (23) onto adjuster stop (24) until fingertight.

NOTE: Locknut must not be torqued until final adjustments have been made.

(6) PT6A-20A engines: Assemble clevis rod end (12) to wire rope terminal and insert

clamp bolt (27) through holes in terminal and clevis rod end. Ensure that wire ropescrew hole in clamp bolt is lined up correctly, then screw wire rope into bolt,ensuring wire rope is visible when viewed through inspection hole in clevis rod end.

Secure clamp bolt (27) with spacer and self-locking nut. Tighten nut and torque36 to 40 Ib.in.

(7) PT6A-20B engines: Install telescopic terminal housing (52) and compression spring(53) on front end of wire rope terminal. Install spring sleeve into telescopic terminal

housing (52) and~ insert clamp bolt (27) into slot in telescopic terminal housing,hole in wire rope terminal and hole in spring sleeve. Ensure that wire rope screw

hole in clamp bolt (27) is correctly aligned, then screw wire rope into bolt. Secure

clamp bolt with spacer and self-locking nut. Secure clamp bolt with spacer and

self-locking nut. Tighten nut and torque 36 to 40 Ib.in. Install clevis rod end (12) into

telescopic terminal housing and secure with bolt and castellated nut. T~ghten nut,

torque 12 to 18 Ib.in. and lock with cotterpin.

Page 3-2-137

Nov 26/2004



CAUTION: THE LOWER END OF THE PROPELLER REVERSING LEVER (29) ISMACHINED WITH A STEPPED NOTCH. MAKE SURE THE STEPPEDNOTCH AT THE END OF THE PROPELLER REVERSING LEVER (39) ISUNDER THE PIN IN THE REVERSING LEVER GUIDE PIN BRACKETASSEMBLY (55) (REF FIG. 3-2-46, DETAIL E.

(8) Install upper end of propeller reversing lever (29) into clevis rod end (12). Install

sleeve spacer and secure with bolt and castellated nut. Tighten nut, torque 12 to

18 Ib.in., and lock with cotterpin.

(9) Insert sleeve bushing in reversing lever (29) hole, place lever in Beta control valve

clevis (30) slot, and secure with a straight headed pin, washer and cotterpin.

(10) With propeller feathered and carbon block against rear face of slip ring, set low

pitch adjuster stop (24) so that, with linkage pulled fully forward, Beta valve clevis

slot end is flush with front face of Beta valve captive nut. r~ghten nut (23), torque (Ref.No. 584, Fits Clearances) and secure with lockwire to adjuster (21).

(11) Secure lower end of propeller governor interconnecting rod (14) to lower hole of

propeller governor air bleed link (31) with bolt, washer and castellated nut. Tightennut, torque 12 to 18 Ib.in., and lock with cotterpin.

(12) Adjust length of interconnect rod so that, with reversing linkage held fully forward

against pitch adjuster stop (24), and reset arm against maximum stop, rod end

connector at upper end of rod (14) aligns with wire rope clamp bolt (27).

(13) Shorten govemor interconnect rod (14) by turning each rod end connector one half

turn. Tighten locknuts, torque 24 to 36 Ib.in., and apply lockwire to the internallythreaded rod.

(14) Install upper end of rod end connector to clamp bolt (27), secure with two plainwashers and castellated nut. Tighten nut, torque (Ref. No. 599, Fits Clearances)and lock with cotterpin.

116. INSTALLATION OF PROPELLER REVERSING INTERCONNECT FRONT AND REAR

LINKAGE (PT6A-20A AND -20B ENGINES)


(1) Install rear swivel joint (35) to rear fireseal using two plain hexagon locknuts (34).One locknut is installed forward of the fireseal and the other to the rear. Do not

torque at this point.

(2) Install insulation gaskets (17), seals and retaining plates on center fireseal mount

ring at the 3 o’clock position. Install angle bracket (16) on front lower side of

fireseal. Secure with two bolts and self-locking nuts (18). Do not torque at this point.

NOTE: Seal retaining bolt heads should be positioned so that bolt heads are on

air inlet side of fireseal mount ring.

(3) Install wire rope casing (33) through seals and center fireseal mount ring and

connect casing coupling nuts (7) to front swivel joint (19) and rear swivel joint(35). Adjust rear swivel joint position to compensate for variations in casing length.

Page 3-2-138

Nov 26/2004



(4) Tighten locknut (34) on rear swivel joint (35), torque (Ref. No. 583, Fits

Clearances).

(5) Tighten coupling nuts at each end of casing (33), torque (Ref. No. 582, Fits 8


(6) Tighten self-locking nuts (18) and torque (Ref. No. 549, Fits Clearances).

(7) Install clamp on casing (33) and secure to angle bracket (16) with bolt, washer and

self-locking nut (18). Tighten nut and torque 24 to 36 Ib.in.

(8) Insert wire rope (32) into rear swivel joint (35) and push forward into casing towardthe front adjustable assembly. Check that internally threaded clamping bolt (27) is

loose and screw wire rope (32) clockwise through clamp until rope bottoms. Check for

safety by inserting a piece of wire into inspection hole in terminal. Tightenself-locking nut (28) on wire rope clamping bolt and torque (Ref. No. 581, Fits

Clearances).

(9) Slip rear control terminal (complete with clevis rod end) over end of wire rope, and

screw clockwise to engage wire rope into threaded hole of clamp bolt (4). Check for

safety by inserting a piece of wire through small viewing hole in rod end. Tightennut on clamping bolt and torque (Ref. No. 581, Fits Clearances).

NOTE: On Post-SB1170 engines, viewing hole is located on hexagon section of

rod end adjacent to clamp bolt (4), while on Pre-SB1170 engines, viewinghole is located nearer clevis end of rod assembly.

(10) Adjust length of clevis rod end (2) to align with center hole of propeller control cam

(1). Extend clevis rod end by one half turn, to ensure positive movement ofcontrols. Tighten locknut (3), torque 65 to 85 Ib.in. and secure with lockwire.

(11) Attach clevis rod end (2) to center hole of propeller control cam (1) and secure with

straight headed pin, plain washer and cotterpin.

(12) On completion of all adjustments, check through engine control and reversingsystem to ensure that all fasteners are correctly installed and locked where

applicable.

Page 3-2-139/140

Nov 26/2004





1. INTRODUCTION

A. The inspection procedures detailed are considered a normal function of operatingorganizations and are intended as a guide for minimum inspection and maintenance

requirements. ROUTINE inspection coincides with the daily or preflight airframe

inspection. MINOR coincides with a typical airframe zone inspection. The intervals at

which these inspections are performed may be altered by the aircraft manufacturersmaintenance program and approved by the local airworthiness authority. Enginesmaintained in compliance with the aircraft manufacturer’s approved maintenance programshall be as required by performance monitoring in accordance with the

operator/regulator authority agreed plan. Engines operating in sandy or dustyenvironments or in smog or salt-laden atmospheres should be subjected to regularinspections for corrosion and compressor erosion (Ref. Table 3-3-1). Hot Section

inspection intervals are outlined in the applicable service bulletin (Ref. AIRWORTHINESS

LIMITATIONS), and will be updated periodically as dictated by service experience and

time-between- overhauls (TBO). If, in the light of experience, it becomes necessary to

modify procedures, these will be included in subsequent revisions to this manual.

TABLE 3-3-1, Periodic Inspection

Component Inspection Interval

A. Tubing, (1) All accessible connections, clamps and brackets MINOR

Wiring, for security.Control

Linkages,Hose

Assemblies

(2) Evidence of wear, chafing, cracks and MINOR

corrosion.

(3) Evidence of fuel and old leakage. ROUTINE

(4) Pay particular attention to rear linkage cam box, Every 100

fuel control unit arm, telescopic rod and rod end hours

fittings. Disconnect rod ends and clean usingsolvent (PWC11-027) or (PWC11-031). Examine

rod end for corrosion, roughness in rotation,side play and radial play. Lubricate with lightgrease (PWC04-001)as necessary, making sure

of free movement of linkage. After lubrication

reinstall rod ends and torque to specified value

(Ref. Part 3, Section 2, Removal Installation).

Page 3-3-1

Dec 02/2005



TABLE 3-3-1, Periodic Inspection (Cont’d)


NOTE: With the exception of rod end fittings, linkages generally will

operate satisfactorily without lubrication. While lubrication will

be effective in some instances, it must be realized that

grease and oil attracts dirt and foreign matter. Depending on

local conditions, operators should take these facts into

consideration before deciding to lubricate components.

B. Air Inlet Cleanliness. For screen edge rebonding MINOR

Screen instructions refer to Part 4, Section 4, Repair.

C. Gas Cracks, distortion and corrosion and evidence of MINOR

Generator overheating.Case

D. Fireseals Cracks and attachment of brackets and seals MINOR

E. Exhaust Duct (1) Cracks and distortion. MINOR

(2) Engines that exhibit inferior welds MINOR not

(Ref. Part 4, Section 3, Inspection) (SB1610). to exceed

150 hours.

(3) Engines that exhibit cracks 25 hours

(Ref. Part 4, Section 3, Inspection) (SB1610).

F. Propeller Check for oil leaks. ROUTINE

Shaft Seal MINOR

G. Accessories (1) Security of installation, linkage and sense lines. MINOR

(2) Evidence of fuel and oil leaks. ROUTINE

MINOR

(3) Starter-generator gearshaft splines for wear.

At starter-generator removal/replacement only.

2. ENGINE INTERNALS

A. Compressor Overhaul. Remove assembly and ship to an approved Refer to SE

Turbine Disk overhaul facility. 1003 or SE

Assembly 1803 as

applicable.

B. Mot Section Examine with borescope (Ref. Para. 52.). In

conjunctionwith

periodic fuel

nozzle leak

and

function

tests (Ref.4.H.).

I" A.OIL SYSTEMbil Level CAUTION: DELETED.

Page 3-3-2

Dec 02/2005





(1) Check oil level. ROUTINE

MINOR

NOTE: Do check within 10 minutes of engine shutdown (Ref.Part 2, Section 1, Engine Oil System Servicing).

(3) Check condition and locking of oil filler cap. ROUTINE

MINOR

B. Oil Filter (1) Remove and inspect for foreign matter.

Element

Post-SB1118

(2) Filter elements must be cleaned (Ref. Part 2, MINOR

Section 3, Cleaning) and inspected in (Seeaccordance with Paragraph 45., normally at NOTE)intervals coinciding with oil change periodsrecommended in SB1001.

NOTE: Inspect initially at 100 hours with extension to relevant

airframe zone inspection based on inspection results

but not to exceed 200 hours.

(3) Filter element must be cleaned and inspectedevery 1500 hours at an overhaul facility usingapproved equipment prior to further use.

Following this cleaning at an overhaul facility,the filter may be utilized for further 1500 hour

period, maintaining the same inspection and

cleaning schedule.

C. Reduction (1) Connect test set (Ref. Para. 36.B.) or utility Every 100

Gearbox Chip volt-ohmmeter hours across the pins of chip hours

Detector detector. If a resistance of 100 ohms or less is

indicated, remove and inspect chip detector in

accordance with Paragraph 46., following.

(2) Remove magnetic chip detector (Ref. Pam. Every 600

46.). Bridge chip hours detector magnetic poles hours

with suitable metallic jumper and using suitable

ohmmeter check for continuity between

connector pins. Replace chip detector if

continuity does not exist.

NOTE: For aircraft equipped with an airframe suppliedindicating device, the integrity of the completeindicating system can be checked by re-attaching the

electrical connector to the removed chip detector and

check for chip indication when magnetic poles are

bridged. Closed circuit condition must exist (Ref.Aircraft Maintenance Manual).

Page 3-3-3

Dec 02/2005





(3) Any foreign material found on the chip detector

or in the main oil filter should be identified

before further inspection/operation (Ref. Part 2,Section 4, Standard Practices).

4. FUEL SYSTEM

A. Fuel Check fuel for water contamination. MINOR

NOTE: On new aircraft, check for presence of water/

contamination after each flight until no contamination is

found; also check after first flight or ground run

whenever any component upstream of filter is

replaced.

B. Fuel Pump Check for attachment and leaks (Ref. Part 2, ROUTINE

Section 6, Testing).

NOTE: If airframe boost pump (either electrically or enginedriven) fails or is inadvertently left off for a cumulative

time in excess of 10 hours, the engine driven fuel

pump must be removed and replaced.

C. Fuel Pump Check inlet screen for foreign matter or Every 500

Inlet Screen distortion. Clean and reinstall the screen or hours

(74 micron) install a new screen.

D. Fuel Pump Check for foreign matter or distortion. Install MINOR

Outlet Filter new filter as service conditions dictate. If fuel

system contamination is suspected, flush

system and replace filter.

E. Fuel Pump If Sundstrand fuel pump is installed, check fuel Not to

Coupling pump coupling in-situ for fretting corrosion (Ref. exceed 600

Para. 47.A. and B.). hours

F Drain and Check for security and leaks. MINOR

Dump Valves

G. Fuel Control (1) Attachment of unit, linkage and pneumatic MINOR

Unit sense lines.

(2) Evidence of FCU bearing wash-out indicated by ROUTINE

traces of blue dye effluent at FCU vent. Effluent

is caused by mixture of bearing grease and fuel

(Ref. Para 2, Troubleshooting Fuel Leakage at

FCU Vent).

H. Fuel Manifold (1) Leak-test, function-test, and clean fuel manifold See NOTE

Adapter and adapter and nozzle assemblies. Refurbish as

Nozzle necessary (Ref. Para. 43. and 44.).Assemblies

NOTE: Do the periodic borescope inspection of the hot section

components in conjunction with these tests (Ref. 2.B.).

Page 3-3-4

Dec 02/2005





(2) Engines ON in-situ fuel nozzle cleaningprogram:

(a) Recommended initial interval for operators in 400 hours

areas where fuel quality may be questionableand for operators new to PTGA operation:

Extension based on inspection results. 200 hours

(b) Recommended initial interval for other 600 hours

operators.

Extension based on inspection results. 200 hours

(3) Engines NOT ON in-situ fuel nozzle cleaningprogram.

(a) Recommended initial interval for 200 hours

cleaning/inspection for operators in areas where

fuel quality may be questionable and for

operators new to PTGA operation:

Extension, if applicable, to be determined based

on inspection results.

(b) Recommended initial interval for 400 hours

cleaning/inspection for other operators.

Extension, if applicable, to be determined based 200 hours

on inspection results.

NOTE 1: If one or more unacceptable nozzle(s) is tare) found

during the leak and function tests, it is highly recommended

that the hot section be inspected for damage by a direct visual

inspection or borescope inspection.

NOTE 2: Regular fuel nozzle maintenance is important for hot

section durability. Inspection is recommended at routine

intervals according to either one of the above programs.

J. Oil-to-Fuel Check oil-to-fuel heater installation MINOR

Heater (Ref. Part 2, Section 6).

5. PNEUMATIC SYSTEM

A. Compressor (1) Install new filter element based on service MINOR

Delivery Air experience and environment, maximum interval

P3 Filter 1000 hours (Refer to Part 3, Section 2,Element Removal/i nstallation, P3 Filter Element

Post-SB1294 (Post-SB1294). The filter element may be

cleaned electrosonically (Refer to Part. 2,Section 3, Cleaning, P3 Filter Element).

Page 3-3-5

Dec 02/2005





B. Bleed Valve (1) For engines operating in dusty, industrial/smog, Every 600

salt laden environments or high cyclic hours.

conditions. Extension

may be

based on

operatorsexperience.

(2) For other engines NOT operating in conditions Inspect in

in Step (1). conjunctionwith a Hot

Section

inspection.

6. IGNITION SYSTEM

A. Ignition Security and condition. MINOR

Current

RegulatorPre-SB1 429

E. Cable Security of attachment. Chafing, wear and MINORAssemblies twisting of braid.

C. Glow Plugs (1) Cleanliness and condition of elements. MINOR

Pre-SB1 429

(2) Functional check. (Refer to Paragraph 40.). MINOR

D. Ignition Security and condition. MINORExciter

Post-SE 1429

E. Spark Igniters Cleanliness, erosion and operation. MINOR

Post-SB1 429

CONTROL LINKAGE

2. GENERAL

A. Check all engine controls for correct operation, ensuring that the linkage from the

cockpit controls to the engine units is connected to permit full and free movement. Make

sure that the controls are adjusted to permit over-travel of the control lever, full

operation of the engine unit and that the linkage can be operated without interference.

Also investigate and eliminate any slack in the control system. Lubricate and adjust all

controls in accordance with the aircraft manufacturer’s instructions.

Page 3-3-6

Dec 02/2005



CORROSION

3. GENERAL

A. Corrosion may be identified as metal loss or pitting, but more usually appears as local

swelling or buildup due to the greater volume occupied by nickel oxides. These

corrosion products vary in color from black to green and in the advanced state there will

be associated cracking, referred to as exfoliation. Care should be taken to distinguishbetween corrosion buildup and possible light brown or rust colored deposits which are

essentially harmless combustion by products. The latter are usually more widespreadover hot section components and while possibly affecting performance, will not directlyaffect compressor turbine and power turbine blade integrity.

TUBING AND HOSE ASSEMBLIES

4. TUBING

A. Procedure

(1) Inspect all engine scavenge oil, pressure oil, pneumatic control and fuel supplytubing, except where special instructions apply, for the following:

(a) Circumferential scratches in tubes are acceptable provided they do not exceed

a 45 degree segment on circumference. Any number of scratches is permissible;these may be blended out provided depth of blend does not exceed

one-quarter of the wall thickness of tube.

(b) Longitudinal scratches in tubes must not exceed 1/2 inch in length. Any number

of scratches is permissible.

(c) Nicks and chafing marks in tubes are acceptable provided three-quarters of the

wall thickness remains after blending. Each blended area must not exceed

on-half square inch.

(d) Dents in tubes are of limited acceptability, provided there are no restrictions to

flow caused by sharp edges or corners. Dents are unacceptable within one

inch of ferrule scarf-welds, or in a blended area.

(e) Minor isolated pitting is acceptable if not greater than 0.003 inch in depth.Clusters of pits should be blended out to a maximum depth of 0.005 inch.

(f) Rust and stains on tubes are acceptable if they can be removed by lightpolishing with very mild abrasive.

5. INSULATED TUBES

A. Procedure

(1) Examine silicone rubber sheathing for damage. Surface cuts up to three inches in

length are rectified by use of cement filler (Ref. Repair).

Page 3-3-7

Dec 02/2005



(a) If damage exceeds limits specified above (a), but depth is superficial, sheathingmay be repaired by replacement of damaged portion (Ref. Repair).

(b) Examine flanged end fitting for elongated holes.

(c) Examine tubes for cracks, especially at brazed joints.

(d) Check tube assemblies for corrosion, dents, fretting, nicks, pitting and

scratches.

(e) Blend out minor damage that does not exceed limits specified in Inspection,Tubing.

(f) Examine couplings and threaded fittings for cracks or damaged threads.

(g) Check tube bores for obstructions.

(h) Reject tube assemblies damaged beyond specified limits (Ref. Inspection,Tubing).

(i) Examine insulation on pneumatic tube assemblies for cuts in outer rubber

sheath. Cuts up to three inches long may be repaired. (Ref. Repair.)

6. HEATED TUBES

A. Procedure

(1) Check resistance value of heating element and lead of pneumatic tube assemblies

using Turbine Temperature Indicating System Test Set (Barfield TT1000A) or

equivalent. The resistance should be as follows:

(a) Pre-SB1294 heated tube assembly, the resistance should be 20.0 1.4 ohms.

(b) Post-SB1294 heated tube assemblies, the resistance (measured in parallel)should be 19.0 3.0 ohms.

NOTE: Test Set (Barfield TT1000A) obtainable from:

Barfield Instrument Corp.PO Box 527705

Miami, FL 33152-7705

USA

TEL: 305-871-5629

NOTE: Post-SB1294 heated tube assemblies, measured individually, should

be as follows:

P/N’s 3030944 and 3030944A3 35.0 3.5 ohms

P/N’s 3030978 and 3030978A 40.0 4.0 ohms

P/N 30309448:39.0 2.0 ohms

P/N 30309788:41.2 2.0 ohms

Page 3-3-8

Dec 02/2005



7. HOSE ASSEMBLIES

A. Examine high and low pressure hose assemblies for crimps and buckling. High pressurehoses with such defects must be replaced, while low pressure hoses with such defects

are acceptable. Flattening, caused by a permanent set at the bend of an assemblyand not associated with a crimp or buckling, is acceptable.

NOTE: A crimp or buckle is an abrupt change in the hose teflon inner liner contour

caused when the hose is bent at too small a radius. As a result, the liner will

be partially or completely collapsed on one location. This condition, which can be

detected through the outer hose covering, is similar to that which occurs

when a cardboard tube is bent. When a hose assembly is straightened, the

collapsed area will expand, but the inner liner contour may remain collapsed.

8. METAL BRAID

A. Inspect metal braid sections of pneumatic tube assemblies for cuts in metal braid. Threebroken wires per plait, or six broken wires per linear foot, are acceptable. Replace tubes

on which wire braid is chafed or worn through to electrical conductors.

ACCESSORIES

9. STARTER-GENERATOR GEARSHAFT

A. Procedure

(1) Inspect starter-generator gearshaft internal splines for wear, after starter-generatorremoval as follows: (Ref. Fig. 3-3-1).

(a) Set Gage (PWC30499-50) to 0.660 inch dimension ’A’ (View A, Figure 3-3-1)as follows:

1 Release gage clamp screw (3) and adjust ball and screw assemblies (4) to

obtain dimension ’A’ (0.660 inch).

2 Tighten gage clamp screw (3) and check dimension ’A’ has not altered.

(b) Insert gage into gearshaft, tilting gage so that it enters gearshaft splines at

approximately 45 degrees.

(c) Slowly allow gage to support itself in gearshaft splines. If gage supports itself,the gearshaft is serviceable. If gage does not support itself, gearshaft must be

replaced as detailed in Part 4, REMOVAL INSTALLATION.

Page 3-3-9

Dec 02/2005



n 1

2

ALLOW GAGE TO SUPPORT ITSELF

3) (4) (1

tlrj-DIM. A

1

DETAIL A

C1539B

Starter-Generator Gearshaft Spline Wear Check

Figure 3-3-1

Page 3-3-10

Dec 02/2005



Key to Figure 3-3-1

1. Gage (PWC30499-50)2. Starter-generator Gearshaft Spline3. Gage Clamp Screw

4. Ball and Screw Assemblies

5. Starter-Generator Mount Pad

IN-SERVICE INSPECTION

10. HOT SECTION COMPONENTS

A. Procedure

(1) In-service inspection is a troubleshooting procedure used to find the reason for

performance deterioration. Parts can be inspected using a borescope (Ref. Part

3, Section 3, Inspection) or by removing the power section. Refer to Part 2, Section

7, Troubleshooting, for areas to be inspected.

(a) Using a borescope is more practical for this inspection. Removal and

installation of the power section components/assemblies could result in damageto parts and/or distortion of sealing surfaces causing gas leaks and

performance loss.

(b) Acceptable damage will have to be documented and the rate of progressionmonitored. Record engine module time and cycles, fuel nozzle port used, if

found by borescope, component, description, location and dimensions of defect.

(c) If rotating components are found with unacceptable damage during inspection,an HSI must be done before the next flight. If damaged non- rotatingcomponents are found, except when holes are burnt through the combustion

chamber (Ref. Para. 12.A.(c)), or the CT vane ring trailing edge defects are

beyond limits shown (Ref. Fig. 3-3-2), the HSI may be delayed, providingan engine ground power test (Ref. Aircraft Maintenance Manual) is done to check

engine performance.

(d) An additional engine ground power test and inspection of the affected area

must be done after 50 hours. If further extensions are required, subsequentinspections and engine ground power test intervals will depend on the rate of

progression and level of deterioration. Keeping an engine in service after

components have deteriorated may substantially increase the cost of subsequentrepai rs/refurbishments due to the effect on downstream components.

(e) Gas path components downstream of components having material missingmust be inspected to check if secondary damage has occurred. Pay specialattention to rotating components. Compressor turbine (CT) vane airfoils burnt

through at the trailing edge (both pressure and suction sides) may mean

replacement of the complete set of CT blades, depending on the area of the

surface burnt through.

Page 3-3-11

Dec 02/2005



NOTE:TRAILING EDGE DEFECTS EXCEEDING THESE LIMITSARE NOT ACCEPTABLE. DIMENSIONS CANNOT BEACCURATELY MEASURED WHEN USING A BORESCOPETHEREFORE THE EXTENT OF THE DAMAGE MAY BE

ESTIMATED AS A PERCENTAGE OF AIRFOIL LEADINGEDGE HEIGHT (1.130 APPROX.)

0.230

1.130 APPROX.

LEADING EDGEOPEN CRACK

TRAILING EDGE SURFACEMISSING (BURNT MATERIAL)

CRACKS IN THE OUTER RINGEXTENDING INTO THE FILLETRADIUS OR ON THE AIRFOIL

BURNT AREA ONINNER/OUTER RING

C23013

Compressor Turbine Vane Ring Damage (HSI Recommended)Figure 3-3-2

Page 3-3-12

Dec 02/2005

PRATT WHITNEY CANADARIIAINTENANCE MANUAL


(f) The ability of an engine to produce the TO power required by the flight manual

for the actual Tam is the only engine power airworthiness requirement.However, on some installations the aircraft maintenance manual provides an

engine ground power test. This test may be used to confirm TO power is

produced within operating limits over the complete range of ambient

temperature and altitude for which the engine/aircraft is certified. If, at an

anticipated high ambient temperature and/or altitude, T5 and Ng will approachor exceed the maximum limits, an HSI is recommended before the actual

conditions occur.

NOTE: When T5 and Ng approach or are anticipated to approach or exceed

the maximum limits, troubleshoot the engine/installation before doingan HSI.

(g) Carbon accumulation inside fuel nozzle passages is the principle cause of

spray pattern degradation which results in non-uniform combustion and

local high temperature peaks. Exposure to these peaks contributes to prematurehot section deterioration. Carbon accumulation is progressive and can affect

all nozzles. Therefore, inspect all nozzles to minimize premature deterioration

occurring at other locations.

(h) If component deterioration exceeds limits, either replace the individual

component or do an HSI, depending on the general condition of the hot section

and engine performance.

(i) The inspections are recommended concurrent with scheduled enginemaintenance checks applicable to individual aircraft installations.

11. POWER SECTION MODULE

A. Procedure

(1) As an alternative to using the borescope, proceed as follows to remove/install the

power section module for visual inspection (heavy maintenance only):

(a) Removal

1 Remove power section (Ref. Part 3, Section 2, Removal Installation).

2 Remove CT disk assembly (Ref. Part 3, Section 2, Removal Installation).

3 Remove combustion chamber inner liner (Ref. Part 3, Section 2, Removal

Installation).

4 Remove CT vane ring assembly, shroud housing and small exit duct (Ref.Part 4, Section 2, Removal Installation).

NOTE: Do not separate these parts unless CT stater damage exceeds

limits.

5 Inspect hot section (Ref. Para. 18.).

(b) Installation

Page 3-3-13

Dec´•02/2005



1 Install CT vane ring assembly, shroud housing and small exit duct (Ref.Part 4, Section 2, Removal Installation).

1 Install CT disk assembly (Ref. Part 3, Section 2, Removal Installation).

3 Install combustion chamber inner liner (Ref. Part 3, Section 2, Removal

Installation).

4 Install power section (Ref. Part 3, Section 2, Removal Installation).

12. COMBUSTION CHAMBER (SMALL EXIT DUCT, INNER AND OUTER COMBUSTION

CHAMBER LINER ASSEMBLIES)

A. Procedure

(1) Combustion chamber liner cracks may be repairable, and an HSI is recommendedbefore they progress to such an extent that component replacement is required.Converging cracks in the inner and outer combustion chamber liner walls which do

not meet are acceptable. Inspect affected area at 100 hours. Subsequentinspection intervals must not exceed 400 hours.

(a) Plasma top coating (ceramic) loss revealing undercoat (diffused aluminide) on

outer and inner liners is acceptable, providing base metal is not burnt or

eroded.

(b) Small areas (approx. 1 sq.in.) bulging and/or hot spots on inner or outer liner

walls may be repairable and a HSI is recommended for economic reasons.

However, the engine may remain in service, providing the associated fuel

nozzle(s) are inspected and replaced if not within limits. Inspect the affected area

at intervals not exceeding 400 hours.

(c) Holes in inner and outer liner walls are unacceptable. An HSI must be done to

identify and then replace the affected component. Associated fuel nozzle(s)must be inspected and replaced if not within limits.

(d) Cracked or distorted cooling rings on liners may be repairable. For economic

reasons, a HSI is recommended before cooling rings are burnt through and

pieces enter the gas stream. Bulging and/or burning in the dome area, associated

or not with axial cracks, is acceptable provided the axial cracks (circumferentiarcracks are unacceptable) do not exceed 1.0 inch in length or 0.030 inch in

width. Alternatively, the engine may remain in service if it is understood that the

cooling air flow is changed, and the rate at which the combustion chamber

deteriorates may increase. Thus, if a HSI is not done, combustion chamber liner

having distorted cooling rings or converging cracks must have the associated

fuel nozzle(s) inspected and replaced if not within specified limits. Inspect the

damaged area at 100 hours. Subsequent inspection intervals must not

exceed 400 hours.

Page 3-3-14

Dec 02/2005



(e) Excessive carbon deposits inside combustion chamber liners could be the

result of poor fuel atomization by the fuel nozzles (indicated by depositsaround fuel nozzle bosses). Distortion of combustion chamber liner coolingrings may produce carbon deposits in the dome area downstream of the affected

cooling ring. If excessive carbon deposits are found, flow check the fuel

nozzles. If the nozzles are serviceable, the combustion chamber liner is the

probable cause. Inspect the CT blades, as erosion by carbon particles (somecarbon particles remain in the gas stream and are not deposited in the

combustion area) may damage and eventually cause CT blade replacement. If

CT blades are eroded, refer to Para. 14. If CT blades are not eroded, the

engine may remain in service and the CT blades and combustion chamber liners

must be inspected within 100 hours. Subsequent inspection intervals must

not exceed 400 hours.

(f) As the structural integrity of the small exit duct is not affected, cracks and openradial cracks extending from the inner to the outer diameter are acceptable(length not limited), and an unlimited amount of coating loss is acceptable. Holes

less than 0.500 in, in diameter in the outer wall are acceptable. If holes or

open cracks are found, a HSI is recommended for economic reasons. The enginemay remain in service, and HSI delayed, providing it is understood that the

CT vane ring cooling air flow is affected, increasing the rate of deterioration.

When damage is found, inspect the CT vane ring and associated fuel nozzle.

Inspect the damaged area at 100 hours. Subsequent inspection intervals

must not exceed 400 hours. If deterioration exceeds the above limits, an HSI is

recommended.

(g) Cracks along, or across, the dome to outer liner seam weld are acceptableprovided the cracks do not intersect the fuel manifold support bracket.

Inspect damage at 100 hours. Subsequent inspections are at the operatorsdiscretion but must not exceed 400 hours.

13. CT VANE RING

A. Procedure

CAUTION: IF ANY CT VANE HAS TRAILING EDGE BURN THROUGH AS SHOWN

(Ref. Fig. 3-3-2), THE CT BLADES MUST BE DISCARDED.

(1) Burned areas on vanes increase flow area which accelerates downstream

component deterioration, deceases Ng and increases T5.

(a) Cracks (Ref. Fig. 3-3-3) are repairable. Keep the engine in service and monitor

deterioration progression. Do an HSI before defects progress tosuch an extent

that the CT vane ring becomes unrepairable. This will increase the cost of

the subsequent HSI. Inspect CT vane ring having the defects shown within 100

hours. Subsequent inspection must not exceed 400 hours.

Page 3-3-15

Dec 02/2005



AIRFOIL CRACKS ONPRESSURE ANDSUCTION SIDES

LEADING EDGCRACK

TRAILING EDGEPARALLEL CRACKS

INNEWOUTER RINGCRACKS NOT EXTENDINGINTO FILLET RADIUS

NOTE:THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER SERVICE.THE EXTENT OF THE DEFECT(S) MUST BE RECORDED AND

MONITORED BY ADDITIONAL INSPECTIONS. THE ASSOCIATEDFUEL NOZZLE MUST BE INSPECTED AND REPLACED IF NOT

WITHIN SPECIFIED LIMITS.

C23014

Compressor Turbine Vane Ring Acceptable and Repairable DamageFigure 3-3-3

Page 3-3-16

Dec 02/2005´•



(b) If defects have progressed beyond repair limits shown, engine may remain in

service, providing a ground power check (Ref. Aircraft Maintenance Manual) is

done, and the airfoil trailing edge damage does not exceed limits shown

(Ref. Fig. 3-3-2). An HSI is recommended if the vane trailing edge defects are

beyond the limits shown or downstream components are affected by the CT

vane distress or engine performance is unacceptable.

NOTE: Refer to Pam. 10. for additional recommendations.

14. CT BLADES

A. While performing compression turbine blade inspection, operators might notice surface

anomalies that could be mistaken for sulphidation. In fact, these surface anomalies are

a result of the blade manufacturing process and do not affect turbine performance.The following points of inspection will help operators determine if the blades are

sefl/iceable:

No loss of coating.

No change in color.

No evidence of sulphidation on adjacent blades.

Geometrical deviations do not exceed 0.005 inches deep or 0.005 inches high. There

is no width limitation (Ref. Fig. 3-3-4).

B. The condition of airfoils and tips is critical to obtain rated power. Most significant blade

tip defects (rubs and oxidation) increase T5. Even if T5 is below maximum, an HSI maybe recommended for economic reasons if distress is beyond the limits shown (Ref.Fig. 3-3-5). Defects shown are acceptable, providing their condition is monitored byfurther inspections and engine ground power checks. Subsequent inspection intervals

must not exceed 400 hours. Cracks 0.050 in, long in the upper 1/3 of the trailingedge are acceptable providing the complete set of blades is removed within 100 hours

and inspected in accordance with overhaul manual criteria. If defects are beyond those

shown (Ref. Pig. 3-3-6), an HSI is recommended.

NOTE: Refer to Para. 10., sSteps (c) and (d), for additional HSI recommendations.

Page 3-3-17

Dec 02/2005



0.005 IN

0.005 IN

C77352

CT Blade Manufacturing Anomalies

Figure 3-3-4

Page 3-3-18

Dec 02/2005



BLADE TIP OPEN CRACKEROSION

ORIGINALCONTOUR

VIEW ON ARROW A

i~ri: BURNT OR MISSINGMATERIAL

EROSION BURNTMATERIAL OR PA TRAILING

FOREIGN OBJECT I~li EDGEDAMAGE (FOD)

SULFIDATION

(COATING BLISTERINGWITH SOME BLISTERS

BURST)

i~,c.´• c

LEADING ~vEDGE

C23067

Compressor Turbine Blade Unacceptable DamageFigure 3-3-5

Page 3-3-19

Dec 02/2005



HEAVY RUBBING AND BURNT MATERIAL

IS ACCEPTABLE PROVIDING ENGINEPERFORMANCE IS WITHIN LIMITS.

EROSIONCRACK

0.0500.050

TYPICALTYPICAL

C,,,, t113 h

0.050

COATINGI-.; TRAILING

TYPICAL h

LOSS EDGE

0.970

(REF.)

LEADINGEDGE

COATING LOSS

(CHANGE IN

COLOUR)

THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHERSERVICE. THE EXTENT OF THE DEFECT(S) MUST BE

RECORDED AND MONITORED BY ADDITIONAL INSPECTIONS.

C23004

Compressor Turbine Blade Acceptable DamageFigure 3-3-6

Page 3-3-20

Dec 02/2005



C Procedure

(1) Check blades for axial shift. Normally, with components within assembly tolerances,the blade platforms are approximately in line. When a blade shifts, the blade moves

axially and can be seen as having moved in relation to the adjacent platform.

NOTE: 1. Checking, with a borescope, the CT blade TE platforms mismatch for

each blade is quite difficult. The recommended method is to look at the

leading edge (LE) mismatch while rotating the CT disk. When a mismatch

is observed tone of the airfoils LE is shifted), check blade trailing edgeplatform. Maximum shift is 0.020 inch.

NOTE: 2. The amount of blade shift may be estimated by using a 0.020 in. thick

wire The free end should be positioned within the field of view of the

borescope. When estimating the amount of shift, position the free end of

the wire adjacent to the platform being checked.

(2) If blade shift in excess of the limit is observed, an HSI is recommended.

15. CT SHROUD SEGMENTS

A. Heavy rubbing and oxidation are acceptable, providing T5 is within limits. Operating the

engine with areas burnt on the shroud segments may cause damage to the CT shroud

housing (cracking and burning of the attachment rim), and an HSI is recommended

for economic reasons. A damaged shroud housing must be replaced at the next HSI or

refurbishment.

NOTE: Refer to Para. 10., Steps (c) and (d), for additional HSI recommendations.

16. POWER TURBINE (PT) VANE RING

A. Procedure

(1) Damage on the airfoils may produce an increase in flow area which will increase

Ng and T5.

NOTE: Inspection of the PT stater and/or blades is recommended when upstreamcomponent damage does not explain performance loss or when secondarydamage is suspected.

(a) Cracks on the inner and outer rings and airfoils are repairable. Keeping the

engine in service, these defects will progress until the PT vane ring becomes

unrepairable. This will increase the cost of the subsequent HSI. Inspect the

damaged area within 100 hours. Subsequent inspection intervals must not

exceed 400 hours.

(b) An HSI is recommended when the defects are still repairable.

Page 3-3-21

Dec 02/2005



(c) If the defects are not repairable, replace PT vane ring at the next powersection repair. Providing Ng and T5 are within limits, there is no need for powersection repair and PT stater change, regardless of the amount of damage,unless structural integrity of the airfoils is affected (e.g. wide open cracks,excessive foreign object damage (FOD) and missing or burnt material are

unacceptable).

17. PT BLADES

A. Increased tip clearance of PT stater blades increases T5. If T5 is within limits, there is

no need to change the PT stater assembly, regardless of the amount of the damage,providing the structural integrity of the components is not affected. Cracks, missingmaterial, excessive FOD, heavy sulphidation or blade distortion are unacceptable.

HOT SECTION INSPECTION

18. GENERAL

A. Procedure

(1) Hot section inspection is normally carried out under one of two sets of circumstances:

(a) Operators using Trend Monitoring, H.S.I. will be preformed when dictated byperformance deterioration, in which case pre-inspection performance will be

known and post-inspection improvement duly recorded. When performance has

deteriorated sufficiently to warrant an H.S.I., some rework to the hot section

may be expected.

(b) When H.S.I. is performed on a time basis, the object will be to avert componentdeterioration. Due to the fact that it may be necessary to rework or replaceparts, it is recommended that a performance check be carried out both prior to

and after the inspection, since components replaced during H.S.I. mayaffect engine performance.

NOTE: For Hot Section Inspection interval frequency refer to SB1003.

B. General

(1) The scope of the hot section inspection (H.S.I.) is outlined in Table 3-3-2. In order

to accomplish this inspection, proceed as follows:

(a) Remove power section (Ref. Section 2, Removal/lnstallation)

(b) Remove compressor turbine disk assembly. (Ref. Section 2, Removal/lnstallation).Prior to disk removal, check tip clearances (Ref. Para. 25.).

(c) Remove fuel manifold adapter assemblies. (Ref. Section 2, Removal/i nstallation).

Page 3-3-22

Dec 02/2005



(d) Remove combustion chamber liner. (Ref. Section 2, Removal/i nstallation).

NOTE: Should it be necessary during H.S.I. to make a more detailed

inspection of engine components listed in Table 3-3-2 which have

not been disassembled (i.e. compressor turbine vane ring assemblyand small and large exit duct), remove these parts as detailed in Part 4,Section 2, Removal/lnstallation.

TABLE 3-3-2, Hot Section Inspection

Component Nature of InspectionGas Generator Case Cracks, distortion, overheating and

corrosion (Ref. 72-30-04).Combustion Chamber Liner Cracks, distortion, burning, fretting wear or

hot spots.

Combustion Chamber Large Exit Duct Cracks, burning or distortion.

Combustion Chamber Small Exit Duct Cracks, burning or distortion.

Combustion Turbine Vanes Cracks, coating loss, erosion of parentmetal or impact damage.

Compressor Turbine Shroud Segments Cracks, distortion, erosion and metal

build-up.

Compressor Turbine Shroud Housing Wear and grooving in area of contact with

interstage sealing rings. If wear is uneven

and conducive to leakage, return shroud

housing to an approved overhaul facility for

incorporation of SB1157.

Compressor Turbine Disk Assembly Measure radial tip clearance (Ref. Par.

25.).

Inspect blades for tip rub, erosion, impactdamage, coating loss, cracks, shift and

circumferential movement, heat

discoloration and corrosion (Ref. Table

3-3-3).

Inspect blade retaining rivets for condition.

If unacceptable, return bladed disk

assembly to an overhaul facility for

rectification and, if necessary, incorporationof SB1139.

Examine disk for nicks, scratches and

dents. Damage to 0.005 inch deep is

acceptable in any area. Damage exceedinglimit, ship disk to an approved overhaul

facility.

Page 3-3-23

Dec 02/2005



TABLE 3-3-2, Hot Section Inspection (Cont’d)

Component Nature of Inspection

Interturbine or Turbine Security, wiring and functional check.

Inlet Temperature Sensing System Probes and bus-bar terminal straps or lugslas applicable) for condition. For weld repair of straps or

lugs, refer to Part 4, Section 4.

OnPost-SB1102 and all PT6A-20A engines,inspect seal retaining plates for condition.

Interstage Sealing Rings Wear, fretting and distortion (TworingsPre-SB1218 and one ring on

Post-SB1218 engines).NOTE: To facilitate inspection of powerturbine blade retaining rivets and inner

exhaust duct, remove one airframe exhaust

stub (if not already removed).Power Turbine Disk Assembly Inspect blades for impact damage, erosion

or cracks. Inspect blade retaining rivets for

condition. If unacceptable, return bladeddisk assembly to an overhaul facility for

rectification and, if necessary, incorporationof SB1150.

Exhaust Duct Cracks or distortion.

Power Turbine Vane Ring Cracks, erosion or impact damage.Fuel Nozzles Dissimilarity of carbon buildup. Perform

functional check.

Fuel Nozzle Sheaths Fretting wear, erosion and carbon build-up.

Compressor Inlet Remove inlet screen and check

compressor inlet area and first-stagecompressor blades and vanes for dents,nicks, dirt deposits, corrosion and erosion.

Reduction Gearbox Oil Strainer Remove and inspect strainer for foreignmatter.


19. INSPECTION

A. General

(1) Inspect Propeller Thrust Bearing Cover as follows:

(a) Inspect thrust bearing cover seal cavity for burrs, nicks and other surface

damage. Light stoning of damaged surfaces is acceptable.

B. Procedure

(1) Inspect Oil Seal Retaining Ring as follows:

Page 3-3-24

Dec 02/2005



(a) Inspect retaining ring or ring halves for nicks, burrs and surface damage. Lightstoning of damaged surfaces is acceptable.

(b) Check integrity of felt strip inserts (Ref. Fig. 3-3-7) in oil seal retaining ringhalves (Post-SB1381 only). If worn or damaged, retaining ring halves must

be shipped to an approved overhaul facility for felt strip insert replacement.

C. Inspection

(1) Inspect oil seal runner as follows:

(a) Inspect visible area of oil seal runner for nicks, burrs and other surface damagecaused by tooling during removal of seal. No repair is acceptable. Ship power

output section to an approved overhaul facility for replacement of defective

seal runner

(b) Inspect propeller shaft oil seal contact surface on oil seal runner for evidence

of wear (grooving). If concentrated wear exists, installation of alternate offset

propeller shaft oil seal should be considered. The alternate oil seal contacts seal

runner at a new location (Ref. I.P.C.).


20. GENERAL

A. Inspect the combustion chamber liner for cracks, buckling and/or burning. Cracks in the

liner surfaces are usually of a stress-relieving nature and, as such, are not serious in

that the rate of growth decreases as the crack lengthens. Thermal stresses, in effect,relieve original stress conditions. It is normal to observe a given type of deterioration

repeated from liner in the same engine or engines of the same model. Typical liner distress

consists of buckling and cracking of cooling rings and buckling at the inner wall

adjacent to the dome.

21. ACCEPTABLE CONDITIONS REPAIR UNNECESSARY

A. Procedure

(1) Acceptable conditions not requiring repair are as follows:

(a) Localized buckling and/or burning of all cooling rings (except louvered type)accompanied by cracking is acceptable provided the cracks do not extend

into the seam weld. (See Figure 3-3-9).

(b) Cracks in the louvered cooling ring (Ref. Fig. 3-3-10) are acceptable providedthat circumferential cracks in the seain weld (see Figure 3-3-11) do not exceed

0.300 inch in length and are stop-drilled using a 1/10 inch drill.

(c) Straight line cracks between two adjacent cooling holes.

Page 3-3-25

Dec 02/2005



3q3

2 2

1)1 (4) (1

56

v

c FOR FIELD MAINTENANCE, CUTGASKET AT LOCATION SHOWN

FOR FIELD MAINTENANCE, CUT

GASKET AT LOCATION SHOWN I GARTER SPRING

GARTER SPRING

885-581377

4(PRE-SB1390)VIEW A

(ALTERNATE CONFIGURATIONS)

GARTER SPRING 4GARTER SPRING

F P8057-581377

1 8087-8513812 1

Post-SB1227, Post-SB1390, Post-SB1381, excl. PT6A-6A Engines) C41987


Figure 3-3-7

Page 3-3-26

Dec 02/2005



Key to Figure 3-3-7

1. Oil Seal Retaining Ring (Pre-SB1 377/Post-SB1390) or RingHalves (Post-SB1 377/Post-SE 1381)

2. Gasket

3. Thrust Bearing Cover

4. Propeller Shaft Oil Seal

5. Runner

6. Bolt

7. Washer

8. Support Ring Halves (Post-SB1390)9. Felt Strip Inserts (Post-SB1381 only)

CAUTION: CRACKS RUNNING IN THE SAME DIRECTION, SO THAT THEYCOULD JOIN, ARE NOT ACCEPTABLE UNLESS THEY ARE

SEPARATED BY AT LEAST THREE INCHES OF SOUND METAL.

(d) A maximum of seven cracks, each crack not exceeding one inch in length, is

acceptable in the inner liner adjacent to the dome end. (See Figure 3-3-8).

(e) Localized areas that have been heated to an extent as to cause bulging of the

liner dome are considered acceptable (Ref. Fig. 3-3-12), provided there is no

crack and the bulging is not associated with excessive burning, which

would reduce the wall thickness and weaken the structure. The dome bulgingis often associated with cooling ring buckling and reduction of cooling ring gap,and repair of the gap is necessary (Ref. Repair, Para. 22. A. (a)).

22. ACCEPTABLE CONDITIONS REPAIR NECESSARY

A. Procedure

(1) Acceptable conditions requiring repair are as follows:

(a) Buckled cooling rings, in which the gap has been eliminated, must be

reworked. Use a suitable bar to restore a uniform gap to dimensions shown in

Figure 3-3-14.

(b) Cracks not exceeding two inches in length must be welded. (Refer to Part 4,Section 4, Repair).

(c) Circumferential cracks adjacent to seam welds must be repaired by welding.(Refer to Part 4, Section 4, Repair).

NOTE: Crack openings in excess of 0.030 inch are not repairable.

(d) Cracks progressing from a free edge so that their meeting is imminent and

could allow a piece of metal to break loose must be repaired by welding.(Refer to Part 4, Section 4, Repair).

Page 3-3-27

Dec 02/2005



t~3

d

C88A

Acceptable Cracks in Inner Liner

Figure 3-3-8

Page 3-3-28

Dec 02/2005´•



CRACK MUST NOT EXTENDINTO SEAM WELD

(Except Louvered Type) C223A

Acceptable Buckling and Cracks in Cooling RingsFigure3-3-9

Page 3-3-29

Dec 02/2005



ACCEPTABLE, PROVIDED ANY CRACK IN

COOLING RING SEAM WELD DOES NOTEXCEED 0.300 INCH IN LENGTH AND IS

STOP-DRILLED USING 1/16 DRILL

------u

MULTIPLE CRACKS THROUGH COOLINGRING ARE ACCEPTABLE, PROVIDED

SEAM WELD CRACKS ARE WITHIN LIMITS

C224B

Acceptable Cracks in Louvered Cooling RingsFigure 3-3-10

Page 3-3-30

Dec 02/2005

MAINTENANCE MANUAL


d d d d d ’d d d d

d

d d 3a ~citi a~ a

888888888888888888

Q (S 6 b 8

CRACKS OF THIS NATURE ARE ACCEPTABLE, PROVIDED

THEY DO NOT EXCEED 0.300 INCH IN LENGTH AND ARE

STOP-DRILLED USING 1116 DRILL.

C225B

Acceptable Cracks in Louvered Cooling Ring Seam VVeld

Figure 3-3-11

Page 3-3-31

Dec 02/2005



~,c\O Y L

L

c\0 U

CgL ~u\ C O

~\L\ C´• C

D u

c. crg c

rC

;p c

c r

i 6 CC~ L* C

c,L

OC r\ C CI~ c

r Lrr

c CL

I c

c

CLO C ’C’r

r r LC0 6

c (r c LC

ccf

cc c

cC r

r~ CCL C C

F L CC C C

C L LC (iC C

O cQ rce i

L C

c c c re Cc

j!Cr c dr

c,c

Ccc ro c ~Cp-c c

t" i ir

r t

C,

e

crJ~i-i C CtCI, C

’4 C rll’r, r

r r

c

G%. I,´•,+t c Ir

rc rO

´•´•:I~u

O rr

rI C

c,

Fr c

´•C

TYPICAL’f

r

;r

r

C25837

Acceptable Bulging in Liner Dome

Figure 3-3-12

Page 3-3-32

Dec 02/2005



c-e cc c

c C C C 6 C C C

3 C

cC9 O

OCCCCCI Ci

9 9

9999999’

99

9 9

90009998

o o o

oo

o

oo

oOQoo 000

C39A

Acceptable Buckling in Liner

Figure 3-3-13

Page 3-3-33

Dec 02/2005



INNERLINE #4 #5 #6 #7

L .0801N. .0801N. .0501N..0601N. .0801N.

.0601N. .0301N..060 IN.

LINER DOME

B .080 IN. /;050 IN.

.0601N. .0301N.

-ADOME TO OUTER COOLING RINGS #1 #7

LINER SEAM WELD#3 #2 #1

LOUVERED COOLINGRING

.060 IN.

.0401N..050 IN.

i.0301N.

.010 IN.ALL DIMENSIONS GIVEN

.000 IN.ARE INTERNAL AS SHOWN

IN THIS TYPICAL VIEW VIEW ON ARROWS B

DETAIL A

C1057A

Combustion Chamber Liner Cooling Ring GapsFigure 3-3-14

Page 3-3-34

Dec 02/2005



UNACCEPTABLE CONDITIONS NO REPAIR PERMITTED

A. Procedure

(1) Unacceptable conditions necessitating rejection of the combustion chamber liner

are as follows:

NOTE: Rejected liners must be returned to an overhaul facility.

(a) Severe buckling causing kinked metal. (Ref. Fig. 3-3-15).

(b) Multiple cracks as shown on Figure 3-3-16.

(c) Cracks exceeding two inches in length.

(d) Circumferential cracks adjacent to seam welds which are opened in excess of

0.030 inch.

24. COMBUSTION CHAMBER SMALL AND LARGE EXIT DUCTS

A. Procedure

(1) Inspect combustion chamber small and large exit ducts as follows: (Ref. Fig.3-3-1 7).

(a) Inspect small exit duct for fretting wear at duct flange which contacts the

combustion chamber liner. Wear up to 0.015 inch is acceptable. If wear is in

excess of 0.015 inch, duct should be returned to overhaul facility for possiblerepair.

(b) Radial cracks up to 1.00 inch long in small exit duct outer wall are acceptableprovided they are stop drilled using a I~s (0.0625) inch drill.

(c) Inspect large exit duct for fretting wear at surface which contacts the combustion

chamber liner. Wear up to 50 percent of material thickness is acceptable. If

wear is in excess of 50 percent, duct should be returned to overhaul facility for

possible repair.

(d) Cracks up to 1.00 inch long in the large exit duct inner wall are acceptableprovided they are stop-drilled using a ~s (0.0625) inch drill.

(e) Coating loss of any amount is acceptable on both small and large ducts

provided there is no evidence of burning or erosion of parent metal.

Page 3-3-35

Dec 02/2005



C

C

e

o

C P C C

O ~3

c O ooo

O

oo

000 000

~?F´•´•:T.-,.2-

o

o

oo

o00O oogo

C90A

Unacceptable Buckling in Liner

Figure 3-3-15

Page 3-3-36

Dec 02/2005



C~9

t~is3

i I

dti;3

C91A

Unacceptable Multiple Cracks in Liner

Figure 3-3-16

Page 3-3-37

Dec 02/2005

PRAVT WHITNEY CANADAMAINTENANCE MANUAL


COMBUSTION CHAMBERLARGE EXIT DUCT

CRACKS OF THIS NATURE ARE

’iit

A ACCEPTABLE WITHOUT REPAIR

tt

DETAIL A

C11OA

Inspection of Combustion Chamber Large Exit Duct

Figure 3-3-17

Page 3-3-38

Dec 02/2005



COMPRESSOR TURBINE BLADE TIP CLEARANCE

25. GENERAL

A. Measure and record the turbine tip clearance at several locations. Average tip clearance

should be between 0.011 and 0.018 inch (REF. NO. 318, Fits Clearances). Clearances

should be measured with wire or tapered feeler gages. Make sure that the shroud

assembly is centralized.

NOTE: Tip clearance at any one location should not exceed 0.019 inch or be less than

0.008 inch. However, if clearance exceeds 0.018 inch at one location, continue

segments in service provided performance has been satisfactory and topaverage clearance (0.018 inch) is not exceeded.

B. If the tip clearances are below 0.008 inch due to a shroud high spot, a maximum of

three segments may be ground locally over a length not exceeding one inch per

segment. For localized grinding use an air drill (or equivalent) with abrasive wheel A54

IBF (or equivalent). When the total length of all high spots exceeds three inches, they must

be ground using shroud Grinder (PWC30122) (Refer to Part 4, Section 4, Repair).

C. Examine the compressor turbine shroud segments for evidence of metal buildup and

cracks. Limits are shown on Figure 3-3-18.

COMPRESSOR AND POWER TURBINE BLADES

GENERAL

A. For compressor turbine blade inspection requirements, refer to Table 3-3-3; for powerturbine blade inspection requirements, refer to Table 3-3-4.

Page 3-3-39

Dec 02/2005



HEAVY RUB WHERE FUSION OF METAL FROMCOMPRESSOR TURBINE BLADE SQUEALER TIPSHAS OCCURRED, GRIND SEGMENT UNTIL FLUSH

WITH CONTOUR. INSPECT COMPRESSOR TURBINEBLADES FOR 0.008 IN. MINIMUM SQUEALER TIP.

LIGHT TIP RUB OF THISNATURE IS ACCEPTABLE

ONE CRACK (THROUGH) PERMITTED INEACH COMPRESSOR TURBINE SHROUD SEGMENT

(Pre-SB1147 Engines) C226C

Metal Buildup and Cracks on Shroud SegmentsFigure 3-3-18

Page 3-3-40

Dec 02/2005



TABLE 3-3-3, Compressor Turbine Blade Inspection

Inspection Maximum Serviceable Maximum Repairable Corrective Action

CORROSION Refer to Paragraphs Not repairable3. and 26.F.

BLADE SHIFT Protrusion of blade Not repairable. See NOTE 1.

root beyond disk rim

must not exceed

0.005 inch on either

side of disk. If blade

shift is between 0.005

and 0.060 inch,further serviceabilityof the disk will be

determined at an

overhaul facility. Blade

shift in excess of

0.060 inch will result

in discarding of the

disk.

CIRCUMFERENTIAL Max. 0.030 inch Not repairable. See NOTE 1.

MOVEMENT acceptableat blade tip

TIP RUBSQUEALER Minimum squealer tip Not repairable. See NOTE 1.

height 0.008 inch.

AREA A

Nicks, dents and pits Three 0.005 inch Not repairable. See NOTE 1.

deepper blade.

Cracks Not acceptable Not repairable. See NOTE 2.

AREA B (FILLET)

Nicks, dents and pits One 0.005 inch deep Not repairable. Ref. NOTE 1

per blade.

Cracks Not acceptable Not repairable. Ref. NOTE 2

LEADING AND

TRAILING

EDGES

Nicks, dents and pits One 0.020 inch deep Not repairable. Ref. NOTE 1

per blade.

Cracks Not acceptable Not repairable. Ref. NOTE 2

LEADING EDGE TIP

EROSION AND

BURNING

Erosion (Ref.Fig. 3-3-19) Not repairable Ref. NOTE 1

Page 3-3-41

Dec 02/2005



TABLE 3-3-3, Compressor Turbine Blade Inspection (Cont’d)


Burning The entire set of Not repairable Ref. NOTE 1

Compressor Turbineblades must be

scrapped if a

compressor turbine

vane ring inspectionreveals that vane

trailing edge burninghas resulted in loss of

airfoil area of

0.125 sq.in. or more,

on any one vane and

burnt area can be

seen from the leadingedge of vane ringwhen viewed parallelto engineslongitudinal axis.

NOTE: 1. Send bladed disk assembly to an approved overhaul facility.

NOTE: 2. If any blade is found cracked, return turbine assembly to an approved overhaul facilityfor replacement of complete set of blades.

TABLE 3-3-4, Power Turbine Blade Inspection


BLADE SHIFT Protrusion of blade root beyond Not repairable. See NOTE 1.

disk rim must not exceed 0.005

inch on either side of disk.

BLADE LOOSENESS

Circumferential 0.030 inch Not repairable. See NOTE 1.

movement

Axial Not acceptable Not repairable. See NOTE 1.

movement

AREA A

Nicks, dents and pits Three 0.003 inch deep Not repairable. None

Cracks Not acceptable Not repairable. See NOTE 1.

AREA B

Nicks, dents and pits One 0.010 inch deep One 0.020 inch deep Blend

Cracks Not acceptable Not repairable Ref. NOTE 1

Page 3-3-42

Dec 02/2005



TABLE 3-3-4, Power Turbine Blade Inspection (Cont’d)


LEADING AND

TRAILINGEDGES

Nicks, dents and pits One 0.010 inch deep Not repairable. None

Cracks Not acceptable Not repairable Ref. NOTE 1

NOTE: 1. Send bladed disk assembly to an approved overhaul facility.

NOTE: Cracks may not extend beyond coating depth. When after stripping coating,cracks do not extend into the base metal, blade may be considered serviceable.

Other normal inspection criteria must be applied.

B. Examine compressor turbine airfoil surfaces, particularly concave surface, for loss of

coating, up to 25 percent is permissible, and/or corrosion using 10-power magnification.Assess stage of deterioration and accept or reject bladed disk as follows:

Stage 1 Initial Coating Deterioration (Sulfidation)

C. Evidenced by slight color change of part of coating area. May be rust colored or dark

gray. If coating has deteriorated but is probably still intact, blades are considered

acceptable for further service.

Stage 2 Initial Corrosion

D. Evidenced by apparent rise of sulfidated coating over surrounding surface, with small,scattered blisters appearing in coating. Corrosion of base material has started.

Acceptance or rejection of disk is at discretion of operator based on previous experience.If blades are to remain in service, operators must increase existing desalination

washes and schedule regular borescope inspection of blades every 200 hours.

Stage 3 Advanced Corrosion

E. Evidenced by clusters of ruptered blisters exposing bare material. Craters so formed

progressively deepen and crater surfaces darken with glazed appearance. Ship disk

assembly to an approved overhaul facility for blade replacement.

Stage 4 Severe Corrosion

F. Deep penetration with large ruptured blisters exposing large areas of bare metal. Failure

is very likely due to structural loss. Ship disk assembly to an approved overhaul facilityfor blade replacement.

COMPRESSOR AND POWER TURBINE VANES

27. GENERAL

A. For inspection requirements on compressor turbine and power turbine vanes, refer to

Table 3-3-5 (PT6A-6, -6A, -6B and PT6A-20 (Pre-SB1OG1 engines) and Table 3-3-6

(PT6A-20 (Post-SB1OG1) and all PT6A-20A engines).

Page 3-3-43

Dec 02/2005



0.100 0.100 0.200

rLEADINGEDGELEADING

EDGE

0.100 ~E PROVIDED ENGINEPERFORMANCE IS

SATISFACTORY

FILLET

AREA B TIP RADIUSEROSION LIMITS

BLADES HAVING THINNED OR FEATHERED LEADING EDGES DUE TO EROSIONARE NOT ACCEPTABLE

C3112E

Compressor Turbine Blade InspectionFigure 3-3-19

Page 3-3-44

Dec 02/2005



UNACCEPTABLE CRACKEDBEYOND LIMITS

ACCEPTABLE

(Pre-SB1OG1 Engines) C3348

Compressor Turbine Vanes (All Models) and Individual Power Turbine Vanes

Figure 3-3-20

Page 3-3-45

Dec 02/2005



TABLE 3-3-5, Inspection of Compressor Turbine Vanes (All Engines) and Individual Power

Turbine Vanes (Pre-SB1OG1 PT6A-20 Engines only)

Inspection Max. Serviceable Max. Repairable Action

COMPRESSORTURBINE VANES

Loss of coating 0.300 inch square on Not repairable Replaceany airfoil surface at maintenance level

Parent metal erosion 0.010 inch deep on Not repairable Replace with new

any vane of same class

airfoil surface

Trailing edge cracks Multiple hairline Not repairable Replacecracks not exceeding at maintenance level

0.100 inch long

Not more than five Not repairable Replacecracks at maintenance level

per vane, which

exceed

0.185 inch long.

Erosion and When a compressor Not repairable Replace with new

burning turbine vane ring vane of same class

inspection reveals

that vane trailing edgeburning has resulted

in loss of airfoil area,

of 0.125 sq.in. (i.e.,average length times

average width equalsor exceeds

0.125 sq.in.) or more,on any one vane and

burnt area can be

seen from the leadingedge of the vane ringwhen viewed parallelto the enginelongitudinal axis, the

entire set of

compressor turbine

blades must be

scrapped.

Ship power section/turbine disks to an approved overhaul facility.

POWER TURBINE

VANES

Erosion or 0.020 inch 0.020 Blend power turbine

chipping of leading vanes to a smooth

or trailing edges contour

Page 3-3-46

Dec 02/2005



TABLE 3-3-5, Inspection of Compressor Turbine Vanes (All Engines) and Individual Power

Turbine Vanes (Pre-SB1OG1 PT6A-20 Engines only) (Cont’d)


Airfoil surface 0.125 inch square by Not repairable Replace with new

erosion or 0.010 inch deep on vane

pitting any of same class

vane

Cracks Not repairable Not repairable Replace with new

vane

of same class

NOTE: 1. Cracks longer than 0.125 in. must be separated by at least 0.100 in.

NOTE: 2. Cracks must not be open in excess of 0.020 in.

NOTE: 3. Classification, replace vane ring with same class within 0.03. If vane class

unknown, refer to last test cell run matching figures in log book or contact P&WC

Customer Support.

TABLE 3-3-6, Power Turbine Vane Ring Inspection (PT6A-20 Post-SB1OG1 and all PT6A-20A

Engines)

CRACKS


Leading and/or 0.400 inch long on Not repairable Return power turbine

trailing edges any number of vanes at maintenance level vane ring to an

any airfoil surface. overhaul

facility for possiblerepair.

Outer ring 0.600 inch long Not repairable Return power turbine

at maintenance level vane ring to an

overhaul

facility for possiblerepair.

Inner ring One crack through Not repairable Return power turbine

entire at maintenance level vane ring to an

length is acceptable overhaul

provided crack facility for possibleis not open more than repair.0.020 inch

EROSION OR

FITTING

Page 3-3-47

Dec 02/2005




Engines) (Cont’d)


Airfoil 0.250 square inch by Not repairable Replace assemblysurfaces 0.010 inch deep on with

any one Same class

vane for any number

of vanes

INTERSTAGEBAFFLE

Retaining rivets Replace rivets as

for security necessary

INTERSTAGEBAFFLE SEALING

RING(S)

FRETTING WEAR

Inside diameter Acceptable provided Not repairable Replaceend

faces of ring do not

meet when ringis installed in seatinglocation

over compressorturbine shroud

housing

Page 3-3-48

Dec 02/2005



TABLE 3-3-6, PowerTurbine Vane Ring Inspection (PT6A-20 Post-SB1OG1 and all PT6A-20A

Engines) (Cont’d)


Sealing face Acceptable provided Not repairable Replace with new

face vane

shows witness of of same class

contact

around completecircumference

when checked againsttrue flat surface.

Install original or new

ring(s) individually in

correct location and

orientation

on compressorturbine shroud

housing.Check gap between

ring and

housing sealingdiameter, maximum

acceptable gap in

free state is 0.002

inch over not more

than120 degrees of are,

remaining area to be

light tight.Reject ring and/or

housing if thislimit is exceeded

POWER TURBINE

STATOR HOUSING

FRETTING WEAR

LUGS Acceptable providing Not repairable Replaceminimum lug width of

0.190 inch is

maintained

Sealing face Acceptable providing Not repairable Replaceface shows witness of

contact around

completecircumference when

checked againstsealing ring

Page 3-3-49

Dec ´•02/2005




Engines) (Cont’d)


NOTE: 1. Light stoning of ring inside diameter and compressor turbine shroud housing sealingsurface to remove localized high spots is acceptable

NOTE: 2. Replace vane ring and interstage baffle assembly with same class or +0.1. For vane

ring classification, refer to IPC.

COMPRESSOR BLADES (FIRST STAGE)

28. GENERAL

A. If, after troubleshooting, it is necessary to inspect the first stage compressor blades,inspect them for acceptable or unacceptable blade damage as detailed in Paragraphs29. and 31. Damage limits to first stage compressor blades are based primarily on

structural integrity considerations. In assessing damage, it should be remembered

that continued operation with a large percentage of blades damaged or eroded to

maximum or near maximum acceptable limits may result in decreased compressor and

engine efficiency. Due to restricted areas, and difficulty in accomplishing properblending repairs, the damage and erosion limits in Paragraphs 30. to 32., are considered

acceptable without repair.

29. DAMAGE LIMITS NARROW CHORD (Pre-SB1094 ENGINES)

A. Procedure

(1) Inspect compressor first stage, narrow chord blades for damage as follows: (Ref.Fig. 3-3-21).

(a) Multiple superficial leading edge nicks, 0.010 inch maximum depth on anynumber of blades.

(b) Leading or trailing edge dents 0.030 inch deep by 0.040 inch long. Four dents

per blade on either leading or trailing edge on any number of blades.

NOTE: A dent is considered to be an indentation caused by impact in which

the parent metal has been displaced.

(c) Leading or trailing edge tip curl without presence of tearing. Maximum

allowable deformation 0.050 inch on one edge, six blades only.

(d) Leading or trailing edge nicks 0.020 inch maximum depth. No more than two

nicks on either leading or trailing edge, on any number of blades.

NOTE: A nick is considered to be a sharp surface indentation caused byimpact, resulting in parent metal loss. No cracks permitted.

Page 3-3-50

Dec 02/2005



TIP CURL

DENT (MATERIAL DISPLACED) NICK (MATERIAL LOSS)

MULTIPLE SUPERFICIAL NICKS

I INARROW CHORD

0.050 INCH NO FOREIGNOBJECT DAMAGE ALLOWABLE

IN ROOT FILLET RADIUS

C600B

Compressor Blades (First Stage Narrow Chord) Damage LimitsFigure3-3-21

Page 3-3-51

Dec 02/2005



30. EROSION LIMITS NARROW CHORD (Pre-SB1094 ENGINES

A. Procedure

(1) Inspect compressor first stage, narrow chord blades as follows (Ref. Fig. 3-3-22).

(a) Use Detail A for comparison.

(b) Acceptable leading edge erosion 0.200 inch maximum material loss (Ref. Detail

B).

(c) Unacceptable leading edge and adjacent airfoil surface erosion (Ref. Detail C).

31. DAMAGE LIMITS WIDE CHORD (Post-SB1094 AND ALL PT6A-20A ENGINES)

A. Procedure

(1) Inspect compressor first stage, wide chord blades as follows (Ref. Fig. 3-3-23):

CAUTION: NICKS IN LEADING AND TRAILING EDGES BECOME INCREASINGLYCRITICAL TOWARD THE ROOT OF THE BLADE. DAMAGE IS NOTPERMITTED WITHIN 0.050 INCH OF THE BLADE ROOT FILLETRADIUS.

(a) Multiple superficial leading edge nicks 0.050 inch maximum depth on anynumber of blades.

(b) Leading or trailing edge dents 0.100 inch deep by 0.100 inch long. Two dents

per blade on either leading or trailing edge on any number of blades.

NOTE: A dent is considered to be an indentation caused by impact in whichthe parent metal has been displaced.

(c) Leading or trailing edge tip curl without presence of tearing. Maximumallowable deformation 0.150 inch on one edge, four blades only.

(d) Leading or trailing edge nicks 0.100 in, max, depth. Two dents maximum perblade on leading or trailing edge on any number of blades.

NOTE: A nick is considered a sharp surface indentation caused by impact,resulting in parent metal loss. No cracks permitted.

32. EROSION LIMITS WIDE CHORD (Post-SB1094 AND ALL PT6A-20A ENGINES)

A. Inspect compressor first stage, wide chord blades for leading edge erosion (Ref. Fig.3-3-24). Eroded blades are considered acceptable without repair, provided maximum

erosion from leading edge to apex of eroded area does not exceed 0.400 inch.

NOTE: If damage to the first stage compressor blades is acceptable and, followingblending, engine performance remains within acceptable limits, inspection of

the subsequent compressor rotors and stators is not required. Under these

conditions, the engine is considered acceptable for service.

Page 3-3-52

Dec 02/2005



0.200

DETAIL A DETAIL B DETAIL C

NARROW CHORD

C613B

Compressor Blades (First Stage Narrow Chord) Erosion Limits

Figure 3-3-22

Page 3-3-53

Dec 02/2005



LEADING EDGETIP CURL

DENT

(MATERIAL DISPLACED) NICKI~-- (MATERIAL LOSS)

WIDE CHORD

0.050 INCH NO FOREIGN OBJECTDAMAGE ALLOWABLE IN ROOT

FILLET RADIUS

C935

Compressor Blades (First Stage Wide Chord)- Damage Limits

Figure 3-3-23

Page 3-3-54

Dec 02/2005



0.400 MAXIMUM MAIERIALLOSS FROM EROSION

LEADING EDGEWIDE CHORD

C936A

Compressor Blades (First Stage Wide Chord) Erosion Limits

Figure 3-3-24

Page 3-3-55

Dec 02/2005



COMPRESSOR TURBINE VANES

33. INSPECTION

A. Procedure

(1) If any of the vanes exhibit evidence of impact damage, remove inner and outer exit

duct assemblies and inspect the 14 blind rivets (if fitted) in gas generator case for

security and condition (Ref. Fig. 3-3-25). Acceptable conditions without repair are as

follows:

(a) Four adjacent rivet or rivet heads are missing.

(b) Six rivets or rivet heads are missing from total of 14.

(c) A total of eight loose rivets is permissible provided no rivets are missing.

(d) A total of six missing and two loose rivets is maximum acceptable condition.

NOTE: A gap of 0.005 inch (maximum) is acceptable between the rivet head

and the sheet surface as shown on Figure 3-3-25, Detail A, providedthat at least 40% of the rivet head circumference is in contact with

the sheet surface. Should any of the above limiting conditions be

exceeded, new rivets must be installed in accordance with the

instructions contained in Part 4, Section 4, Repair.

TURBINE INLET T4 THERMOCOUPLE HARNESS

34. GENERAL

A. Since the harness is a single integral unit consisting of 24 thermocouples averaged bymeans of a bus-bar, the probes cannot be checked separately. The following method of

checking will therefore only uncover circuit malfunctions such as an integral short

circuit, and an open circuit in the harness lead.


A. Procedure

(1) Check the harness at major inspection or when troubleshooting as follows:

(a) Using Turbine Temperature Indicating System Test Set (Barfield TT1000A) or

equivalent, check resistance of internal harness at terminal block. When

measured from each of chromel and alumel posts of terminal block to gas

generator case, the minimum acceptable resistance is 25,000 ohms.


Miami, Florida 33152-7705

USA

TEL: 305-871-5629

Page 3-3-56

Dec 02/2005



POST-SB1143

RIVET (14)

C;MARK LETTER SR IN THIS AREA TOINDICATE COATED CASE HAS BEEN

STRESS RELIEVED. VIBRO-PEENMAXIMUM DEPTH 0.003 INCH.

PRE-SB1143

PARTIAL VIEW OFGAS GENERATOR CASE

C1651B

Inspection of Blind Rivets in Gas Generator Diffuser Area

Figure 3-3-25

Page 3-3-57

Dec 02/2005



(b) Check the continuity and loop resistance, measured across the chromel and

alumel posts of the terminal block, using a Barfield TT1000A (or equivalent).Acceptable loop resistance is 1.26 to 1.54 ohms.

(c) Check the resistance of the harness extension (if fitted) using a BarfieldTT1000A or equivalent. When measured from Pin A to Pin B of the connector to

the metal overbraid, resistance must not be less than 25,000 ohms.

NOTE: If several probes are damaged or broken internally, the loop resistancewould not necessarily fall outside the allowable tolerance. Erroneous

temperature indication could occur because of the resultantunbalance in the harness circuit.

B. Checking

(1) Check suspected probes as follows:

NOTE: This check requires removal of power section and T4 harness (Refer to

Section 2, preceding).

(a) Attach Barfield TT1000A or equivalent to the harness terminal block chromel

and alumel posts.

(b) Heat each probe separately using a soldering iron.

(c) Observe for a positive deflection of uniform polarity on the test set (or on the

cockpit gage) from each probe. The harness should be replaced if it is found

that:

1 Any probe exhibits reversed polarity.

2 Four or more probes are otherwise defective.

T5 THERMOCOUPLE HARNESS, PROBES AND BUS-BAR (PT6A-6/C20, -20, -20A AND -208

ENGINES)

36. GENERAL

A. The installed T5 temperature sensing system may be considered as a single unit. On

Pre-SB1073 PT6A-6/C20, -20 and -208 engines, the assembly comprises a number of

thermocouple probes (SB1212, ten probes; Post-SBPost-SB1212, eight probes) and a

wiring harness incorporating an integral terminal block. On Post-SB1073 and PT6A-20A

engines, the assembly comprises a number of thermocouple probes (Pre-SB1212, ten

probes; Post-SB1212, eight probes), a chromel and alumel bus-bar assembly and a

wiring harness incorporating an integral terminal block. The assembly cannot be checked

individually from the exterior. The following method of checking will only reveal circuit

malfunctions.

B. To carry out inspection and functional checks use Turbine Temperature IndicatingSystem Test Set, Model TT1000A. The inspection and heat response check of probes will

be accomplished with power section removed. (Refer to Section 2, preceding.)

Page 3-3-58

Dec 02/2005




Miami, Florida 33152-7705

USA

37. INSPECTION

A. Procedure

(1) Check harness, bus-bar and probes for general condition as follows:

(a) With power section removed, inspect harness lead terminals and terminal block

for attachment and signs of damage. Block and terminals may be repaired as

detailed in Part 4, Section 4, Repair.

(b) Post-SB1073: Inspect bus-bar terminal straps for damage (Refer to Part 4,Section 4, Repair).

(c) Inspect individual probes in the following manner:

1 Check terminal bar of probes for attachment. Reject probe if bar is loose.

2 Disconnect either chromel or alumel terminal from probe using 9/32 inch

open-end spanner and an Alien wrench (9/s4 inch wrench for alumel or 7/64inch wrench for chromel). Isolate strap from terminal bar.

a Using test set, measure resistance across probe terminals. If resistance is

not within 0.24 to 0.46 ohm, replace probe (Refer to Section 2).

4 Measure resistance between open terminal and stater housing. If

resistance is less than 50,000 ohms, replace probe (Refer to Section 2).

5 Connect bus-bar strap (or harness lead) to probe. Torque screw (Ref.No. 596, Fits 8 Clearances) and lockwire (MS9226-02).

(d) Carry out heat response check of each probe (Ref. Par. 38.).

(2) Bus-bar inspection:

(a) Bus-bar insulation resistance must not be less than 5000 ohms.

(b) Check bus-bar for breaks, kinks, damage or loose bracket.

(c) Return defective bus-bar for possible repair to the following P&WC facility:

Pratt Whitney Canada (Plant 12)2525 Fernand Lafontaine

Longueuil, QuebecCanada J4N1N7

Attention: Accessories Overhaul ShopTEL: (450) 442-6800

FAX: (450) 442-6807

Page 3-3-59

Dec 02/2005




A. Procedure

(1) Check T5 temperature sensing system at major inspection and troubleshooting as

follows:

(a) Insulation Resistance Check: Disconnect all leads from terminal block on gasgenerator case. Connect leads of test set to each terminal on block, in turn,and ground (Flange C), and measure harness insulation resistance. As measured

from either chromel or alumel terminal to ground, resistance must not be less

than 5000 ohms.

(b) Continuity and Loop Resistance Check: Using test set, measure resistance

across terminals of terminal block. Resistance must be 0.58 to 0.74 ohms for

Post-SB1073, or 0.3 to 0.5 ohms for Pre-SB1073. If several probes are broken or

damaged, the loop resistance may not necessarily fall out of the acceptabletolerance. However, erroneous temperature indications could occur due to

resultant unbalance in the harness and bus-bar circuit.

(c) If thermocouple leads fail continuity or resistance test, or are found shorted,proceed as follows:

1 Heat T5 terminal block for five minutes using heat gun having maximum

heat range of 538"C (1000"F).

2 Let terminal block cool to room temperature.

3 Repeat test in Step (l)(b).

4 If problem persists, repeat Steps (l)(b) and (a).

(d) Probe Heat Response Check: With power section removed, apply heat source,such as 100-watt soldering iron (to heat probes to 94"C (200"F), but not

exceeding 540"C (1000"F)) to each probe and check for positive temperaturedeflection. After checking one probe allow heated probe to cool to room

temperature before proceeding with next probe.

NOTE: When polarity of one of the T5 probes is reversed in a T5 sensingsystem, the EMF of reversed polarity cancels out a portion of the total

T5 signal. The amount of reduction depends on the total source

impedances of the probes of each polarity. One probe with reversed

polarity may produce a temperature change of 55.6"C (100"F).Therefore, when performing a heat response check on a probe, confirm

that output signal is of same polarity with that of the other probes.

Page 3-3-60

Dec 02/2005



COMPRESSOR TURBINE SHROUD HOUSING AND INTERSTAGE SEALING RINGS

39. GENERAL

A. Procedure

(1) Sealing area between compressor and power turbines is critical to engineperformance. Check as follows:

(a) Remove interstage sealing ring(s) from power section. Two rings required on

Pre-SB1218 engines and one ring on Post-SB1218 engines.

(b) Install rings on compressor turbine shroud housing and check gap in sealingrings. If gap is less than 0.030 inch, sealing ring(s) should be replaced and

shroud housing should be inspected for wear, fretting and distortion. If necessary,housing should be reworked or replaced (refer to Table 3-3-2).

(c) Single ring configuration (Post-SB1218) must have (PRESS) marking facingrear of engine.

GLOW PLUGS (PRE-SB1429)

40. INSPECTION/FUNCTIONAL CHECK

A. Procedure

(1) Inspect the glow plugs as follows (Ref. Fig. 3-3-26):

(a) Check the element for evidence of carbon build-up. Clean as detailed in Part 2,Section 3, Cleaning.

(b) Check the element for the presence of fused area. The maximum fused area

must be not more than ~s inch x 1/32 inch in one area only. Plugs with fused

area(s) greater than this limit must be discarded.

(c) Inspect the threads on body of the plugs for condition.

(2) Perform functional check of glow plugs as follows:

(a) Remove glow plugs (Refer to Section 2).

(b) Attach glow plugs to ignition harness.

(c) Switch ignition OFF.

(d) Confirm that glow plug elements attain an acceptable orange-yellow color in

approximately 8 seconds.

(e) Switch ignition OFF.

(f) Secure glow plugs in gas generator case (Refer to Section 2).

Page 3-3-61

Dec 02/2005



C222

Glow Plug Showing Fused Area-

Figure 3-3-26

Page 3-3-62

Dec 02/2005



SPARK IGNITERS AND SPARK IGNITION SYSTEM (POST-SB1429)

41. INSPECTION

A. Procedure

(1) Inspect spark igniters and ignition exciter after cleaning as detailed in Part 2,CLEANING:

(a) Inspect exterior cylindrical area of firing end of igniter shell for chafing wear.

Wear is acceptable to a depth of 0.015 inch.

(b) Inspect igniter shell and electrode for erosion (Ref. Fig. 3-3-27 and Table

3-3-7). If erosion equals or exceeds amounts shown, reject spark igniter.

TABLE 3-3-7, Spark Igniter Erosion Limits

P&WC PART NO. VENDOR NAME AND PART NO. DIM. A (IN) DIM. B (IN)

3035102 Champion: CH34055 0.3000 Not Applicable

3031213 Bendix: 10-390667-1 0.3000 Not Applicable

(c) Carry out functional test on acceptable and replacement spark igniters (Ref.Para. 42.).

(d) Inspect ignition exciter for signs of damage and general condition.

(e) Inspect input and output connectors for damage, paying particular attention to

connector threads for corrosion.


A. Procedure

WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLYHIGH. MAKE SURE IGNITION IS SWITCHED OFF AND SYSTEM HASBEEN INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVINGANY IGNITION COMPONENTS. ALWAYS DISCONNECT COUPLINGNUTS AT IGNITION EXCITER END FIRST. ALWAYS USE INSULATEDTOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCHOUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.

(1) Perform functional check of spark ignition system as follows:

(a) Switch ignition system OFF.

CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TOROTATE WHEN RELEASING COUPLING NUTS.

(b) Disconnect coupling nut of one ignition cable from output connector on ignitionexcite r.

Page 3-3-63

Dec ´•02/2005



CAUTION:

SHOULD AN IGNITER PLUG BE DROPPED, INTERNAL DAMAGE,POSSIBLY NOT DETECTABLE BY TEST, CAN OCCUR.

RECOMMENDATION IS TO REPLACE THE IGNITER PLUG.

DIM. A

1i

I~ DIM.B

NEW IGNITER ACCEPTABLE WEAR WORN OUT

NOTE: FOR DIMENSIONS A AND B REFER TO TABLE 201.

C174

Spark Igniter Erosion Limits

Figure 3-3-27

Page 3-3-64

Dec 02/2005



CAUTION: BEFORE SWITCHING ON IGNITION TO PERFORM OPERATIONAL

CHECK, CARRY OUT A DRY MOTORING RUN (REFER TO PART 2,SECTION 6, TESTING) TO MAKE SURE THAT NO FUEL REMAINSIN GAS GENERATOR CASE.

(c) Switch ignition ON.

(d) Listen at gas generator case for snapping sound with frequency of at least one

snap per second. Switch ignition OFF.

(e) Reconnect coupling nut of ignition cable to ignition exciter and remove other

cable coupling nut. Repeat steps (c) and (d).

(f) If snapping sound is not heard on either check, replace ignition exciter (Referto Part 3, Section 2, Removal And Installation) and repeat steps (a) through(e).

(g) If snapping sound is not heard on one check only, replace associated sparkigniter and/or ignition cable (Refer to Part 3, Section 2, Removal And

Installation), and repeat operational check. If spark igniter still fails, replaceignition exciter.

FUEL MANIFOLD ADAPTER ASSEMBLIES

43. GENERAL

A. Procedure

CAUTION: EXTREME CARE MUST BE EXERCISED WHEN HANDLING FUEL

NOZZLES AND SHEATHS. WEAR CLEAN, LINT-FREE, COTTONGLOVES WHILE HANDLING COMPONENTS; FINGERPRINTS LEFT ONORIFICE MAY PRODUCE A POOR SPRAY PATTERN.

CAUTION: IF FUEL MANIFOLD ADAPTERS ARE REMOVED, AND ARE NOT TO BE

REINSTALLED IMMEDIATELY, THEY MUST BE PLACED IN A COVERED

CONTAINER TO PREVENT EXPOSURE TO DIRT AND DUST. IF FUEL

NOZZLE TIPS EXHIBIT SIGNS OF CARBON BUILDUP, THEY SHOULD BE

CLEANED. (REFER TO PART 2, CLEANING).

(1) Inspect fuel manifold adapter assemblies as follows:

(a) Remove fuel manifold adapter assemblies (Refer to Section 2).

(b) Remove sheath from each manifold adapter assembly (Refer to Section 2).

(c) Inspect sheaths for fretting wear to a maximum depth of 0.010 inch.

(d) Inspect nozzle sheath for erosion and wear. Eroded areas may be lightly buffed

provided final dome thickness is 0.040 inch minimum.

Page 3-3-65

Dec 02/2005




A. Procedure

CAUTION: TO ELIMINATE DANGER OF ELECTROSTATIC DISCHARGE,CONNECTABLE (15) OF TEST RIG (PWC30506) (1) TO SUITABLEGROUND POINT.


(1) Perform functional check on fuel manifold adapter assemblies as follows: (SeeFigure 3-3-28).

(a) Partially fill container (4) of Test Rig (PWC30506) (1), or equivalent, with clean

fuel.

(b) Carefully insert blanking tube (13) and connecting tube (9) in fuel manifold

adapter(ll) and connect hose assembly (7) to connecting tube (9). Tightencoupling nut securely.

(c) Locate and secure fuel manifold adapter (11) with blanking tube (13) and

connecting tube (9) in Fixture (PWC30521) (12) and position drip tray below

fixtu re.

NOTE: For the No. 8 fuel manifold inlet adapter, blank off inlet connections

using Plug (PWC30530) or equivalent, prior to locating adapter in

Fixture (PWC30521).

(d) Operate pressure regulating valve (3) gradually until pressure gage (6)indicates 20.0 psig.

(e) A full conical spray, free of spitting or drooling, should appear at, or below 20.0

psig. An onion formation may or may not appear Ref. Fig. 3-3-29).

(f) Adjust pressure regulating valve (3) to increase the fuel pressure to 60 psig.The volume of spray should increase and be evenly spread about the center

axis of the fuel nozzle orifice.

(g) Spitting or drooling at 20.0 psig, or more than 20% streakiness at 60 psig, is

reason for rejection of fuel nozzle (10).

NOTE: Streakiness is defined as variations of spray quantity indifferent partsof the spray cone, showing up as darker streaks in the spray.

(h) Remove external carbon deposits on the fuel nozzle by lightly brushing orifice

face, with a brush having either bronze or non-metallic bristles.

NOTE: Brush nozzle only while fuel is flowing through orifice.

Page 3-3-66

Dec 02/2005



(i) Close off air supply (2), by means of pressure regulating valve (3), and allow

pressure gage to decrease to zero.

(j) Uncouple hose assembly (7) from connecting tube (9).

(k) Remove fuel manifold adapter assembly (Il)from fixture (12), and withdraw

blanking tube (13) and connecting tube (9).

(I) Replacement fuel nozzles must be pressure tested as detailed in Section 2.

OIL FILTER ELEMENT (POST-SB1033, POST-SB1118 AND ALL PT6A-20A ENGINES)

45. GENERAL

A. Procedure

CAUTION: IN INSTANCES OF ENGINE-GENERATED METAL CONTAMINATION,THE POSSIBILITY OF RESIDUAL MATTER REMAINING IN PROPELLERAND AIRFRAME OIL SYSTEMS COULD CONTRIBUTE TOCONTAMINATION OF NEWLY INSTALLED ENGINE. WHEN AN ENGINEIS REMOVED DUE TO METAL CONTAMINATION OF THE OIL

SYSTEM, ALL AIRFRAME COMPONENTS ASSOCIATED WITH THEENGINE OIL SYSTEM INCLUDING PROPELLER, PROPELLERGOVERNORS (WHEN AIRFRAME SUPPLIED), TUBES AND HOSESSHOULD BE FLUSHED ACCORDING TO AIRFRAME MANUFACTURER’SINSTRUCTIONS. AIRFRAME OIL COOLERS SHOULD BE REPLACED.

ENGINE-SUPPLIED OIL-TO-FUEL HEATERS AND GOVERNORS SHOULDBE RETURNED WITH THE ENGINE.

(1) Any foreign material found on the chip detector or in the main oil filter should be

identified before further inspection/operation (Ref. Part 2, Section 4, Standard

Practices). Inspect oil filter element as follows:

(a) Remove oil filter element (Ref. Part 3, Section 2, Removal And Installation).

(b) If no visible metallic contaminant is evident, proceed as follows:

1 Clean oil filter element (Ref. Part 2, Section 3, Cleaning).

2 Using a 10 power (minimum) magnifying glass, inspect filter element for

blocked passages and broken wires.

3 If dents and/or broken wires are found, the filter element must be replaced.

4 If more than five percent of visible passages are found blocked after

repeated cleaning, element must be sent to an overhaul facility for ultrasonic

cleaning and bubble point testing.

NOTE: Operators requiring further information should contact:

Page 3-3-67

Dec 02/2005

PRATT WHiTNEY CANADAMAINTENANCE MANUAL


14

NOTE:MAXIMUM AIR INLET SUPPLY

PRESSURE 100 P.S.I.G.

15

12

10

13

C993E

Fuel Manifold Adapter Assembly Functional Check

Figure 3-3-28

Page 3-3-68

Dec 02/2005




1. Test Rig (PWC30506)2. Air Supply3. Pressure Regulating Valve

4. Fuel Container

5. Filter

6. Pressure Gage7. Hose Assembly8. Check Valve

9. Connecting Valve

10. Fuel Nozzle

11. Fuel Manifold Adapter12. Fixture (PWC30521)13. Blanking Tube

14. Pressure Relief Valve

15. Ground Cable

Pratt Whitney Canada

Customer Support Department1000 Marie-Victorin

Longueuil, QuebecCanada L4G 1Al

(c) When a small amount of visible metallic contaminant is evident, proceed as

follows:

NOTE: In determining filter metal contamination, (Ref. Part 2, Section 4,Standard Practices, Paragraphs 19, 20 and 21) consideration must be

given to particle/flake size, shape and engine operating history. A

particle is a piece of metal with finite thickness large enough in area

to become entrapped on the main oil filter surface. A flake is a metal

chip having immeasurable thickness but large enough to become

also entrapped on the main oil filter surface. The following should be

used as a guide and not as a specification of engine serviceability.Examples of possible contaminants are:

Small flakes of non-ferrous metal normally originate from plainbearings or bushings of babbit, tin, bronze or silver.

Small flakes of ferrous metal normally originate from spalledanti-friction bearings, gear teeth or fretting.Slivers of steel normally originate from interference between steel

parts or from heavy scoring.

Page 3-3-69

Dec 02/2005



ACCEPTABLE

GOOD UNIFORM LIGHT STREAKSSPRAY QUALITY (20%) MAX.

NOT ACCEPTABLE

´•i"I::´•:iiiiliiiii[liliI.:il’i[iiiliiiiiiONE OR MORE ONE OR MORE SKEWNESS DROOLING SPITTING

HEAVY STREAKS VOIDS

25%20%

FUEL NOZZLE A

THE ADDITION OF THE STREAKS MUST NOT

EXCEED 20% OF THE TOTAL FUEL SPRAY. FUEL SPRAY UNDER VIEW

VIEW A

C67153A

Fuel Nozzle Spray Conditions

Figure 3-3-29

Page 3-3-70

Dec 02/2005



Fuzz or powdered material is cast iron and originates from the

propeller shaft oil transfer sleeve.lt can be assumed that less than 40

small particles of miscellaneous metal, largely non ferrous, can be

discounted. In such cases the filter element should be cleaned and

reinstalled. It must also be considered that new engines, or enginesimmediately after extensive shop work, may produce metal

contamination at the oil filter. In such cases normal precautions apply.

(d) If Silver Plating Flakes are found, proceed as follows:

1 If the main oil filter contains a large quantity (15 or more) of silver flakes,the engine oil system must be flushed (Ref. Part 2, Section 1).

2 if silver flakes greater than 0.080 inch are found in the main oil filter, the

AGE internal scavenge pump screen must be cleaned (Ref. Part 4,Section 2). The engine oil system must be flushed (Ref. Part 2, Section 1).

3 In both cases after performing the above, the engine may be returned to

service and the oil filter reinspected at the next scheduled inspection (Ref.Part 3, Table 3-3-1).

(e) White Metal

1 On first discovery, clean oil filter (Ref. Part 2, Section 3, Cleaning) and

recheck after 10 hours.

2 On second discovery of similar amount of metal, clean oil filter, drain and

change engine oil and recheck after 10 hours.

3 On third inspection, if the same amount of white metal continues to be

generated, the engine should be shipped to an overhaul facility for

inspection.

(f) Bronze or Steel

1 On first discovery, if there are less than 40 pieces of steel or bronze, clean

filter (Ref. Part 2, Section 3, Cleaning) and recheck after 5 to 10 hours.

2 On first discovery, if there are more than 40 pieces of steel or bronze, clean

filter, drain and change engine oil. Perform ground run for one hour and

recheck.

a If on recheck after one hour ground run, a greater quantity of steel or

bronze is found, the engine should be shipped to an overhaul facilityfor inspection.

b If on recheck after one hour ground run, a smaller quantity of metal is

present, clean filter and recheck after five to 10 hours.

c If recheck after 5 to 10 hours reveals presence of similar quantity of

steel or bronze metal, the engine should be shipped to an overhaul

facility for inspection.

Page 3-3-71

Dec 02/2005



CHIP DETECTOR

46. GENERAL

A. Procedure

CAUTION: IN INSTANCES OF ENGINE-GENERATED METAL CONTAMINATION THEPOSSIBILITY OF RESIDUAL MATTER REMAINING IN PROPELLER ANDAIRFRAME OIL SYSTEMS COULD CONTRIBUTE TO CONTAMINATIONOF NEWLY INSTALLED ENGINE. WHEN AN ENGINE IS REMOVED DUETO METAL CONTAMINATION OF THE OIL SYSTEM, ALL AIRFRAMECOMPONENTS ASSOCIATED WITH THE ENGINE OIL SYSTEMINCLUDING PROPELLER, PROPELLER GOVERNORS (WHENAIRFRAME SUPPLIED), TUBES AND HOSES SHOULD BE FLUSHEDACCORDING TO AIRFRAME MANUFACTURER’S INSTRUCTIONS.AIRFRAME OIL COOLERS SHOULD BE REPLACED. ENGINE-SUPPLIEDOIL-TO-FUEL HEATERS AND GOVERNORS SHOULD BE RETURNEDWITH THE ENGINE.

(1) Any foreign material found on the chip detector or in the main oil filter should be

identified before further inspection/operation (Ref. Part 2, Standard Practices).Inspect reduction gearbox chip detector, which has indicated electrical continuity as

follows:

(a) Remove chip detector from reduction gearbox.

NOTE: Whenever the chip detector is removed for inspection, the oil filter

should also be inspected as indicated in Paragraph 45.

(b) If only a single chain of magnetic particles bridge the gap across the poles of

the chip detector and the particles consist of small slivers, clean and reinstall

detector.

NOTE: Clean poles of chip detector by wiping with lint-free cloth; discard cloth

after cleaning.

(c) If more than 10 pieces of small, nugget shaped magnetic material are evident

the engine should be shipped to an overhaul facility for inspection.

NOTE: The chip detector can be easily overtightened. Use of a torque wrench

is recommended to avoid overtightening and possible fracture of chipdetector body.

(d) When a small amount of fuzz, made up of powdered material, is evident, clean

detector, reinstall and recheck for continuity after 10 hours.

(e) When powdered fuzz is evident a second time, but the quantity has not

increased, clean detector, reinstall and recheck for continuity after a further 10

hours.

(f) When powdered fuzz is found a third time in similar or greater quantities the

engine should be shipped to an overhaul facility for inspection.

Page 3-3-72

Dec 02/2005



ADVANCE REVISION NO. 67

(PT6A-6 SERIES AND PT6A-20 SERIES ENGINES)

INSERT Advance Revision 67 facing page-3-3-73, Part 3 Section 3


ENGINES)

PURPOSE: Revised the fuel pump in-situ inspection procedure (Para. 47) and added figure3-3-29A.

To be done in.conjunction with P&WC S.B. No.1645.

B. Sundstrand Fuel Pump In-Situ Inspection

(1) Remove the drain line and fitting from the fuel pump drain port (Ref. Section 2).

CAUTION:;,IF COTTO~j SWAB OR SIMILAR DEVICE IS USED FOR THIS

INSPECTION, CARE MUST BE TAKEN TO MAKE SURE THAT NOFOREIGN MATTER REMAINS IN DRAIN PORT OR ASSOCIATEDFITTINGS AND LINES.

(2) :1 Insert´• a cotton swab, or equivalent; 1.0 to 1.5 in, deep into the drain port of the fuel

pump (RBf. Fig. 3-3-29A).

(3) Angle the cotton swab towards the fuel pump outlet filter and roll it inside the drainir

port to collect evid~ence of a possible reddish-brown ~deposit´•(iron oxide),

(4) If no reddish-brown (iron oxide) stain is evident, the fuel pump may remain in

service

CAUTION: DO NOT REMOVE FUEL PUMP COUPLING, REMOVAL M~Y CAUSECHIPPING OF SPLINES AND/OR LOSS OF CIRCLIP RETENTION.CIRCLIP ALLOWS VERY LIMITED MOVEMENT OF PUMP COUPLING.

(5) If reddish-brown (iron-oxide) stain is evident, remove fuel pump (Ref. Section 2):´•

(a) Examine input coupling side area of pump face (Se Fig. 3-3-30) for residuefrom fretting corrosion (iron-oxide deposit). If none present pump may remainin service.

(b) Evidence of corrosion residue indicates excessive spline wear. Ship fuel pumpto approved overhaul facility.

(c) Install a replacement fuel pump (Ref. Section 2).

(6) eheck for leakage from seal drain port as follows:

(a) Coupling drive oil leaks from fuel pump drain should not exceed 3 cc per hour.

If limits are exceeded, replace~plain seal on accessory gearbox pad (Ref.Section 2). If leaks are still present and exceed limits, ship unit for overhaul.

...5;´•"~

´•PART-3/SEC- 3 Page 1 of 4

Mar 01/2006

PRINTED IN CANADA


MANUAL PART NO. 3015442AR 67

FUEL PUMP

OUTLET

~dFILTER

ORIGINAL

i’BAs Received 8~

CIVITY TO BEt,-´•6 ATP

INSPECTED

DRAIN PORT

(DRAIN FITTING REMOVED)

C107468

Fuel Pump In-situ InspectionFigure 3-3-29A

PART-3/SEC- 3 Page 2 of 4

Mar 01/2006

PRATT WHITNEYCANADAMAINTENANCE MANUAL


AR 67

DRIVE COUPLING

SEAL DRAIN PORT

9cs~

AREA TO BEINSPECTED

C41986

Fuel Pump Coupling Area InspectionFigure 3-3-30

PART-3/SEC- 3 Page 3 of 4

Mar 01/2006

PRATT. WHITNEY CANADAMAINTENANCE MANUAL

MANUAL PART NO. 3015442AR 67

(b) Fuel leaks should not exceed 20 cc per hour. If leakage exceeds limit, ship fuel

pump for overhaul.

NOTE: If limit is exceeded, inspect FCU driveshaft bearing area for fuel

contamination.

PART-3/SEC- 3 Page 4 oi 4

Mar 01/2006



B. Inspection

(1) Perform detailed inspection of chip detector as follows:

(a) Examine threads for damage. Chase threads as necessary. Replace chipdetector if threads are damaged or crossed.

(b) Examine lacquer witness stripes on detector housing/connector body (P/N3019373 only). Misaligned stripes are an indication that rotation between

the two parts of the detector has taken place with the possibility of short circuit

between the two poles of the detector and therefore give rise to false

indication. In this condition, reject chip detector.

NOTE: Chip detector P/N 3029199 change letter B and subsequentincorporates a splined locking arrangement that preventsmovement; therefore it does not require witness stripe identification.

(c) Connect an ohmmeter across detector output terminals and place a suitable

steel bar (keep) across the detector poles. Circuit continuity must exist.

(d) Check security of output terminal pins and condition of potting compound. If

pins are loose or compound is cracked reject detector.

(e) Connect an ohmmeter between shell of detector and each connector pin, in

turn. Insulation resistance must be not less than 5000 ohms.


ENGINES)

47. GENERAL

A. Procedure

(1) Inspect fuel pump inlet screen and outlet filter as follows:

(a) Remove inlet screen and outlet filter (Ref. Section 2).

(b) Clean inlet screen (Ref. Part 2, Section 3, Cleaning).

(c) Using a 10-power (minimum) magni~ying glass, inspect inlet screen for cloggedpassages and broken wires. Inspect outlet screen for contamination.

NOTE: It is recommended that the fuel pump outlet filter (disposable type) be

replaced every 600 hours or as service conditions dictate.

(d) If dents or broken wires are found in fuel pump inlet screen, the screen must

be replaced.

B. Inspection

(1) Inspect fuel pump coupling as follows:

NOTE: Please see the

q TEIWPORARY

REVISION I I Page 3-3-73

~thatrevisesthispage. I Dec 02/2005



CAUTION: IF COTTON SWAB OR SIMILAR DEVICE IS USED FOR THIS

INSPECTION, CARE MUST BE TAKEN TO MAKE SURE THAT NOFOREIGN MATTER REMAINS IN DRAIN PORT OR ASSOCIATEDFITTINGS AND LINES.

(a) Remove drain line and fitting from pump drain port (Ref. Section 2).

(b) Inspect fuel drain port internal passage wall above drain port threads and

inside diameter of drain port, drain fitting and drain line for evidence of

reddish-brown (iron-oxide) stain. If none evident fuel pump may remain in

service.

CAUTION: DO NOT REMOVE FUEL PUMP COUPLING, REMOVAL MAY CAUSECHIPPING OF SPLINES AND/OR LOSS OF CIRCLIP RETENTION.CIRCLIP ALLOWS VERY LIMITED MOVEMENT OF PUMPCOUPLING.

(c) If reddish-brown (iron-oxide) stain is evident, remove fuel pump (Ref. Section

2) as precautionary measure and proceed as follows:

1 Examine input coupling side area of pump face (See Fig. 3-3-30) for

residue from fretting corrosion (iron-oxide deposit). If none present pump

may remain in service.

2 Evidence of corrosion residue indicates excessive spline wear. Ship fuel

pump to approved overhaul facility.

3 Install original or replacement fuel pump as applicable (Ref. Section 2).

(d) Check for leakage from seal drain port as follows:

L Coupling drive oil leaks from fuel pump drain should not exceed 3 cc perhour. If limits are exceeded, replace plain seal on accessory gearbox pad(Ref. Section 2). If leaks are still present and exceed limits, ship unit for

overhaul.

2 Fuel leaks should not exceed 20 cc per hour. If leakage exceeds limit, shipfuel pump for overhaul.

NOTE: If limit is exceeded, inspect FCU driveshaft bearing area for fuel

contamination.

48. CURRENT REGULATOR_(Pre-S 429) IGNITION BALLAST TUBES

A. Procedure

(1) Inspect current regulator ignition ballast tubes as follows:

(a) Inspect base of ballast tubes for cracks. If there is any suspicion of air leakageinto the tube, reject tube.


A8~ TEMPORARY

REVISIONthatrevises thispage. I I Page 3-3-74

Dec 02/2005____.

_i



DRIVE COUPLING

j´• 1

SEAL DRAIN PORT

(9\)

AREA TO BEINSPECTED

C41986

Fuel Pump Coupling Area InspectionFigure 3-3-30


Ae TEMPORARY

REVISION I I Page 3-3-75

that revises this page. I I Dec 02/2005



(b) Using turbine temperature indicating test set (Ref. Barfield 2312G-8*) or

equivalent, check for circuit continuity between Pins 2 and 8, and between Pins

3 and 7, of each ballast tube. If no continuity exists in either circuit, rejectballast tube.

NOTE: Pin numbers on ballast tubes may be identified by reference to the

key on the base. No. 1 pin being the first pin clockwise from the key.Any or all of Pins 1, 4, 5 and 6 may be missing.

ENGINE UNSCHEDULED INSPECTION

49. GENERAL

A. General

Whenever unusual engine conditions (e.g, overspeed, sudden stoppage, lightning strike

or loss of oil) are experienced, perform unscheduled inspection.

8. Performance Deterioration

(1) Refer to Part 2, Section 7, Troubleshooting.

C. Engine Overspeed

(1) When observed gas generator speed (Ng) exceeds 101.5% but does not exceed

102.6%:

(a) No action required.

(2) When observed gas generator speed (Ng) exceeds 102.6%:

(a) Overhaul engine for Light Overhaul, Engine Overspeed. Indicate Ng observed.

(3) When observed propeller speed (Np) exceeds 100% but does not exceed 110%:

NOTE: For transient conditions, refer to Table 6-2-1 (PT6A-20, -20A, -208) or

Table 2-6-2 (PT6A-6, -6A, -68).

(a) No action required.

(4) When observed propeller speed (Np) exceeds 110%:

(a) Overhaul engine or power section for Light Overhaul, Engine Overspeed.Indicate Np observed.

D. Overtemperature

(1) Check engine/aircraft temperature indicating system. If satisfactory, refer to Fig.2-6-2 and 2-6-3 for required action.

Page 3-3-76

Dec 02/2005´•



E. Overtorque

(1) Check engine/aircraft temperature indicating system. If satisfactory, refer to Pig.2-6-4 and the following steps for required action.

(2) Carry out the following maintenance action.

(a) If the overtorque is in the shaded area, remove and inspect the RGB chipdetector, strainer and scavenge filter element. If no metallic debris is found,the power section module can remain in service without further unscheduled

maintenance actions. If either is contaminated with metal, carry out

procedure called up for debris in oil system (Ref. Part 2, Section 7,Troubleshooting).

(b) If the overtorque is above shaded area in excess of transient, overhaul powersection module for Light Overhaul, Overtorque

(c) Refer to Aircraft Maintenance Manual for related aircraft checks.

F. Immersion in Water

(1) Overhaul engine for Light Overhaul, Immersion in Water.

G. Dropped Engine

(1) Overhaul engine for Light Overhaul, Dropped Engine.

H. Material Ingestion (e.g., ice, stones, etc.)

(1) Check first-stage compressor rotor for foreign object damage (FOD) (Ref. Pam.

23.).

(2) Carry out engine performance/ground power check (Ref. Part 2, Sec. 6, Para. 31).

i. Bird Strike/Soft Material Ingestion (e.g., soft rags, plastic bags, etc.)

(1) Remains on inlet screen and first-stage compressor airfoils confirm a bird or

material has passed through the engine and possibly contaminated the gas path and

CT vane cooling air passages. If contamination occurs, hot section componentsdeteriorate rapidly, increasing the cost of refurbishment. Therefore, operators are

recommended to carry out a hot section inspection (HSI) as soon as possible after a

bird strike or ingestion of soft material is confirmed.

(2) However, if the engine remains in service, carry out the following procedure:

(a) Check first-stage compressor airfoils for FOD and bird remains or soft material

(Ref. Ref. Para. 23.).

(b) Carry out a performance recovery wash (Ref. Part 2, Sec. 3, Pam. 17).

(c) Carry out an engine performance/ ground power check (Ref. Part 2, Sec. 3,Para. 17).

Page 3-3-77

Dec 02/2005



J. Chip Detector Circuit Completion and/or Debris in Oil Filter

(1) Refer to Part 2, Section 7, Troubleshooting.

K. Propeller Sudden Stoppage or Impact

(1) Propeller sudden stoppage occurs when propeller rotation stops due to contact with

a hard object (e.g., ground, ground service equipment, etc.)

(a) Overhaul power section module for Light Overhaul, Sudden Stoppage

(b) Inspect remainder of engine:

I Check exterior of gas generator case, engine mounts, inlet case, struts,accessories, accessory mountings and flanges for cracks and buckling.

2 Remove starter-generator and check mounting pad area on accessory

gearbox for cracks.

3 Rotate compressor turbine and check for unusual noises.

4 If damage is found, overhaul complete engine for Light Overhaul Propeller,Sudden Stoppage.

5 Remove and overhaul propeller governor for Propeller Sudden Stoppage.

(2) Propeller strike causing blade structural damage propeller spar bent or metallic

blades: propeller blade tip bent lover 1.00 in.) or missing and blade bent).

NOTE: Propeller strike occurs when (1) a rotating propeller hits a stationary objectof (2) a stationary propeller is hit by a moving object, causing blade

damage.

(a) Overhaul power section for Light Overhaul, Overtorque.

(b) Inspect remainder of engine:

I Check gas generator case for surface damage or distortion.

2 Check flanges for cracks or buckling

3 If any damage is found, overhaul complete engine for Light Overhaul,Propeller Strike.

Page 3-3-78

Dec 02/2005



L. Propeller strike causing minor blade damage (e.g., delamination, indentation, blade tipbent slightly, etc.).

(1) Remove main oil filter, strainer and chip detector, and inspect for metallic debris. If

metallic debris is found, refer to Part 2, Section 7, Troubleshooting. If no metallic

debris is found, reinstall oil filter, strainer and chip detector. Then run engine at 80%

torque for 10 minutes, recheck RGB chip detector, oil strainer and main oil filter.

Return engine to service if no metallic debris is found. Check RGB chip detector dailyfor one week (approx. 65 hours). Return to standard inspection intervals if no

chip indications occur. If chip detector circuit is completed or metallic debris is found,refer to Part 2, Section 7, Troubleshooting.

M. Propeller Lightning Strike

(1) If signs of arcing are found on the propeller blades, the propeller shaft and flangemust be checked for magnetism. If the propeller shaft or flange is found magnetized,overhaul power section for Light Overhaul, Lightning Strike.

(2) Remove and overhaul propeller governor for Lightning Strike.

(3) Procedure:

(a) Check propeller shaft and flange for magnetism with one of the following:

1 Check propeller shaft, especially flange, using a magneto meter residual

to make sure magnetism is within 3 gauss or 3 oersted or 2.38 A/cm. If

reading is above 3 gauss or 3 oersted or 2.38 A/cm., replace power section.

2 If propeller shaft or flange is not magnetized, remove and inspect main oil

filter, RGB chip detector and oil strainer for metallic debris. If metallic debris

is found, refer to Troubleshooting.

3 If no metallic debris is found, return engine to service. Monitor chip detector

daily for 1 week. Remove main oil filter and inspect after 7 days (approx.65 flight hours) (Ref. Part 3, Sec. 2, Para. 59).

4 If no metallic debris is found, engine may continue in service with

subsequent inspections carried out as defined in the relevant maintenance

program.

N. Heavy Landing

(1) If engine was subjected to a heavy landing incident, carry out the following checks:

NOTE: A heavy landing is by structural damage to aircraft landing gear, wing span

causing underwing skin buckling and rivet heads missing.

(a) Inspect and if any of the following defects are evident, replace engine:

1 Cracks/distortion of engine skin mounts.

2 Damage to engine structural housings (RGB, Exhaust, Gas Generator,AGE and Inlet Housing).

Page 3-3-79

Dec 02/2005



3 Check all engine-mounted accessory adapters and/or mounting bosses for

cracks and distortion. Pay special attention to:

a Fuel pump, FCU and associated adapter.

b Starter-generator and assodiated adapter.

c AC unit or vacuum pump, propeller control and overspeed governor.

2! Fuel heater and external oil pump packs.

4 Check the engine accessories specified in Step 3a for security. Rectify as

required.

5 Check the following airframe/engine connections for attachment:

fuel inlet

oil cooler

indicating system

ignition systemair systemfuel oil drains

control linkage

6 Remove main oil filter, strainer and chip detector and inspect for metallic

debris. If metallic debris is found, refer to Part 2, Section 7,Troubleshooting. If no metallic debris is found, reinstall oil filter, strainer and

chip detector. Then run engine at 80% torque for ten minutes, and

recheck RGB chip detector, oil strainer and main oil filter. If no metallic

debris is found, return the engine to service. Check chip detector daily for

one week. Remove and inspect main oil filter after seven days (approx. 65

hours). If no metallic debris is found, the engine may remain in service

with subsequent inspection carried out as defined in the relevant

maintenance program.

O. Sustained Running at an Oil Temperature Outside Limits

(1) Check aircraft/engine oil temperature indicating system (Ref. Table 2-6-1 (PT6A-20,-20A, -208) or Table 2-6-2 (PT6A-6, -6A, -68). If satisfactory, do the followingmaintenance procedure:

(a) Drain and discard oil (Ref. Part 2, Section. 1, Pam. 3).

(b) Remove and check oil filter and strainer (Ref. Part 3, Section 2, Para. 59).

(c) Remove and check chip detector(s) (Ref. Part 3, Section 3, Pam. 46.).

(d) Rectify cause of high oil temperature (Ref. Part 2, Section 7, Troubleshooting,Table 2-7-5).

(e) Fill oil system (Ref. Part 2, Sec. 1, Pam. 4).

Page 3-3-80

Dec 02/2005



P Loss of Oil or Oil Pressure or Low Oil

NOTE: Low oil pressure is defined as running the engine with the oil pressure below

the specified limits (Ref. Table 2-6-1 (PT6A-20, -20A, -208) or Table 2-62

(PT6A-6, -6A, -68).

(1) If the loss of oil is 6 qt. or more and the oil pressure or torquemeter indication

fluctuated or oil pressure dropped below minimum value:

(a) Check oil pressure and torque indicator system. If correct, and the engine did

not run above 1315 Ib.ft., torque with pressure below 85 psi (minimum time

running is permitted to allow flight crew to follow the emergency procedure),remove main filters, strainer, and chip detector and inspect for metallic debris. If

metallic debris is found, refer to Troubleshooting.

(b) Turn the propeller by hand and listen for unusual noises coming from the

reduction gearbox or PT bearings.

(c) If unusual noises are heard, overhaul power section for Light Overhaul,Unusual Oil Conditions.

NOTE: 1. Oil pressures below 40 psig are unsafe and require the engine to be

shut down (min. time running permitted to allow flight crew to follow

emergency procedure).

NoTE:2. If oil pressure fluctuates or drops below the nominal value (i.e., 85

psi), reduce the engine power from the maximum of 1315 Ib.ft.

torque. The engine may be kept running provided that the oil pressuredoes not fall lower than 40 psig; however, the torque indicatingsystem will be unreliable at this low pressure (min. time running is

permitted to allow flight crew to follow emergency procedure).

NOTE: 3. The PT blades may rub, immediately after engine shutdown which is

not an indication of distress, providing the rubbing disappears when

the engine cools down.

(d) Turn the compressor rotor. Listen for unusual noises coming from bearings,seals, gears, compressor and/or CT.

(e) If unusual noises are heard, overhaul gas generator for Light Overhaul,Unusual Oil Conditions.

(f) Remove main oil filter, strainer and chip detector and inspect for metallic

debris. If metallic debris is found, refer to Part 2, Section 7, Troubleshooting. If no

metallic debris is found, reinstall oil filter, strainer and chip detector. Then run

engine at 80% torque for 10 minutes; re check RG8 chip detector, oil strainer and

main oil filter. Return engine to service if no metallic debris is found. Check

RGB chip detector daily for one week (approx. 65 hours). Return to standard

inspection intervals if no chip indications occur. If chip detector circuit is

completed or metallic debris is found, refer to Part 2, Section 7, Troubleshooting.

Page 3-3-81

Dec 02/2005



(g) If the engine was kept running above the maximum 1315 Ib.ft. torque with an

oil pressure below 85 psi (Ref. Table 1-2-1), check oil pressure and torqueindication systems; if correct, remove and overhaul the engine for low oil

pressure inspection.

(h) If the loss of oil is 6 qt. or more and the engine oil pressure or torquemeterindication have fluctuated or oil pressure dropped below 40 psi.

NOTE: In case the oil pressure drops below 40 psi, an engine shut down is

required. In single engine installation or emergency, use minimum

power to sustain flight and prepare for emergency landing.

(i) Check oil pressure indicating system. If correct and the engine was keptrunning with oil pressure below 40 psi in excess of the time required to carry out

the emergency engine shutdown procedure, overhaul engine for LightOverhaul, Unusual Oil Conditions.

(j) Remove and overhaul propeller governor for Loss of Oil.

Q. Oil Pressure Follows Throttle

(1) In normal operation, oil pressure indication is stable. Malfunction of pressure relief

valve or oil leakage can cause oil pressure indication to increase as throttle is

advanced or to drop when throttle is retarded.

(a) Check external lines for breaks and leakage. Remove pressure relief valve and

check for scoring, sticking, etc. (Ref. Part 3, Sec. 2, Para. 71).

(b) Remove accessory gearbox. Check oil pump housing for cracks.

(c) Remove oil pressure relief valve and body. Examine body for wear resultingfrom relief valve rotation. Replace housing if necessary (Ref. Part 3, Sec. 2,Para. 71).

R. Contamination by Fire Extinguishing Agents

(1) In case of engine contamination by fire extinguishing agents (foam or powder from

~the ground fire fighting equipment), do the following immediately:

(a) Do a dry motoring run (Ref. Part 2, Sec. 6, Para. 26) to blow out residual

deposits.

(b) Wash engine externally (Ref. Part 2, Sec. 3, Para. 10) using fresh water only.

(c) Carry out engine motoring performance recovery wash (Ref. Part 2, Sec. 3, Para.

17) omitting dry motoring run.

(2) Halon fire extinguishing agent from aircraft on board fire extinguishing bottles

(system).

(a) No engine maintenance required.

Page 3-3-82

Dec 02/2005



S. Audible Rubbing, Binding or Scraping

(1) Any unusual (internal) engine noises (e.g. rubbing, scraping and/or squealing, etc.)warrant immediate investigation. as follows:

(a) Rotate compressor and/or turbine rotors and listen for any undesirable

interference of rotating components with stationary parts.

(2) Compressor rotor audible rubbing, scraping, rapid or abrupt deceleration on

shutdown.

(a) Check for rear accessory case mounted accessory drag.

(b) Check for compressor turbine tip rub (Ref. Part 3, Section 3, Para. 15)

(c) Indications of compressor rub or bearing distress. Overhaul engine for LightOverhaul. Indicate Compressor Rotor Rub.

(3) Power turbine rotor for rattles, rubbing or scraping. Slow propeller acceleration on

start. Abrupt deceleration on shutdown.

(a) Examine power turbine disk assembly and exhaust area through exhaust portsfor evidence of distress.

(b) If inspection reveals damage, carry out inspection

(c) Slow or stiff propeller rotation. Overhaul power section for Light Overhaul.Indicate Audible Rubbing.

T. Propeller Windmilling after In-flight Shutdown

(1) With stabilized windmilling Np less than oi equal to 20 rpm.

(a) If less than six quarts of oil are required to bring oil level up to MAX on

dipstick, no further action is necessary

(b) If six quarts of oil or more are required to bring oil level up to MAX on dipstick,refer to Loss of Oil/Oil Pressure.

(2) With an unknown (not recorded) Np or stabilized windmilling Np greater than 20

rpm and related to engine failure (serviceable engine).

(a) Refer to Loss of Oil/Oil Pressure.

(3) With in-flight shutdown attributed to a confirmed engine problem, send engine to an

approved overhaul facility. Indicate reason for removal.

U. Starter-Generator Replacement

(1) If the starter-generator is replaced in order to rectify a reported engine starting or

electrical generation defect, that is suspected as an electrical fault or bearingdistress of the starter-generator, inspect the main oil filter as follows:

Page 3-3-83

Dec 02/2005



(a) Do a main oil filter patch check (Ref. Part 2, Section 1). The results of the filter

patch analysis should be reviewed within the next 25 flight hours. If non

allowable debris is found, follow the recommended maintenance actions (Ref.Part 2, Section 1).

(b) Regardless of the results of the patch analysis, repeat step (a) every 100

hours, for the next 700 flight hours.

(c) if bearing material (AMS 6440/6444 or AMS 6490/649, Ref. Part 2, Section 1)is found, remove the engine/gas generator module and send to an approvedoverhaul facility for repair.

50. ENGINE OVERTEMPERATURE

A. For overtemperature limits and corresponding inspection procedures, refer to Part 2,Section 6.

51. ENGINE OVERTORQUE

A. For overtorque limits and corrective action, refer to Part 2, Section 6.

52. BORESCOPE

A. General

The borescope is an optical device which enables an operator to perform visual

inspection of hot section areas of PTGA series engines. Access is through ports or

openings created by removal of engine components. Personnel performing borescopeinspection must be fully qualified to do this check and analyze results.

B. Description

(1) The borescope assembly comprises a pattern-controlled rigid Guide Tube

(PWC34910-200), a direct viewing flexible 5 mm fiberscope (PWC34910-100), a lightsource, a side viewing adapter and other accessories. A still or video camera

may be used to record engine areas.

(2) Using the borescope, without removal of the engine power section, an operator can

inspect the following:

(a) Compressor turbine blades and shroud segments.

(b) Leading and trailing edges of compressor turbine stater assembly.

(c) Inner and outer vane rings of the compressor turbine stater assembly.

(d) Cooling rings and dome section of the combustion chamber liner.

NOTE: Before using the borescope, study the following procedures, the

borescope assembly and its accessories (Ref. Fig. 3-3-31). it is

considered vulnerable to severe shocks, twisting and pinching. Care

and attention must therefore be used when handling it tomust therefore be used when handling it to prolong

Page 3-3-84

Dec 02/2005



CAMERA AND LENS

CAMERA ADAPTER

EYEPIECE

GUIDE TUBE

FIBERSCOPEHOLDING

FIXTURE ~J rWRENCH

j

~-o

FLANGE C

LIGHT SOURCE

C41524

Borescope and Accessories Installed

Figure 3-3-31

Page 3-3-85

Dec 02/2005



(3) Light Source

NOTE: Specify power requirements when purchasing borescope.

(a) A halogen lamp is used to provide lighting from either a 110V, 60-Hz or a 220V,50 Hz power supply.

(b) Remove top cover from light source to replace lamp.

(c) Remove top cover from light source to replace lamp.

(d) Before installing light source refer to manufacturer’s instructions.

C. Removal/installation

(1) Side Viewing Adapter (Ref. Fig. 3-3-32)

(2) An adapter (SL-4TP) is used to inspect components located at a nominal 90 degreeangle to fiberscope distal tip. The use of side-viewing adapter will introduce a

reduction in the field of view as compared to the direct viewing field. A ring is installedto protect distal end when side-viewing adapter is not fitted.

(a) Installation

CAUTION: INSTALL SIDE-VIEWING ADAPTER CAREFULLY. IF NOTINSTALLED AND TIGHTENED CORRECTLY, ADAPTER COULDFALL INTO THE ENGINE. OVERTIGHTENING ADAPTERCOULD DAMAGE DISTAL END.

I Hold fiberscope as close as possible to distal end and remove protectivering.

2 Hold fiberscope as close as possible to distal end. Install adapter with

indexing slot and lug aligned. Tighten adapter fingertight.

(b) Removal

CAUTION: INSTALL PROTECTIVE RING CAREFULLY. IF NOT INSTALLEDAND TIGHTENED CORRECTLY, RING COULD FALL INTO THEENGINE. OVERTIGHTENING RING COULD DAMAGEDISTAL END.

1 Hold fiberscope as close as possible to distal end and remove side-viewingadapter.

(3) Camera

(a) A camera may be used with borescope to photograph internal enginecomponents. It must be equipped with a 50 mm F1.8 lens. Refer to camera

handbook for guidance

1 installation

Page 3-3-86

Dec 02/2005



BORESCOPE DISTAL END

PROTECTIVE RING

DIRECTION OF ROTATION

FOR RING REMOVAL

RING REMOVAL

PRISM BODY

INDEXING LUG

INDEXING SLOT

BORESCOPE DISTAL END

SIDE VIEWING ADAPTER

THREADED RING

DIRECTION OF ROTATION

FOR RING REMOVAL

ADAPTER INSTALLATION

C12191

Side-viewing Adapter Removal/i nstallationFigure3-3-32

Page 3-3-87

Dec 02/2005



CAUTION: DO NOT USE COMPRESSED AIR TO CLEAN CAMERA,BORESCOPE OR ASSOCIATED EQUIPMENT.

a Clean camera view finder, reflex mirror, focusing screen and 50 mm

lens with lens cleaning tissue and cleaner.

b Install endoscopic focusing screen in camera.

c Install the 50 mm lens.

d Install camera adapter (CAII) on lens.

e Load camera with film (Ref. camera handbook).

f Set camera film speed to suit film and exposure compensation to -2

(Ref. camera handbook).

g Align bayonet slot of adapter and push-install camera on borescopeeyepiece pins.

NOTE: Make sure distal end is not moved when taking photographs.

(b) Removal

1 Turn outer ring of camera adapter to disengage locking mechanism and

remove camera from eyepiece.

2 Remove camera adapter from lens.

3 Remove film from camera and, using a label, add following data:

4 Engine serial number.

5 Date and area of component photographed.

6 Engine operating time or cycles since last overhaul.

Z Reason for borescope inspection (suspected foreign object damage, lower

power, etc.).

(4) Guide Tube (Ref. Pig. 3-3-33)

(a) Installation

1 Remove appropriate fuel manifold adapter(s) (Ref. Part 3, Section 2, Pam.

24).

NOTE: The rigid, pattern-controlled guide tube must be inserted freely, no

force must be used.

2 Ease the Guide Tube (PWC34910-200) through manifold adapter port into

the combustion chamber and exit duct zone turning the guide tube

counterciockwise until it achieves a three-quarter t;m.

Page 3-3-88

Dec 02/2005



FUEL MANIFOLD ADAPTER PORT

FLANGE C7

C,~i

RIGID GUIDE TUBE

C~POINT OF ENTRY (REF.)

FIBERSCOPE TIP

125"

VANE RING

DISTAL

RELATION BETWEEN POINT OF ENTRY AND DISTAL TIP

VIEW TOWARD AIR INLET CASE

C41525

Guide Tube Orientation

Figure 3-3-33

Page 3-3-89

Dec 02/2005



3 Installed, the guide tube end locates between vanes of compressor turbine

stater, while its supporting flange rests on the adapter boss. Secure flangeto boss.

(b) Removal

1 Loosen knurled screw to release guide tube supporting flange.

2 Withdraw guide tube, turning clockwise.

3 Reinstall manifold adapter(s) (Ref. Part 3, Section 2, Pam. 24).

(5) Troubleshooting

(a) The possible sources of, and remedies for, problems encountered when usingborescope are shown in Table 3-3-8.

TABLE 3-3-8, Borescope Troubleshooting

PROBLEM SOURCE REMEDY

Poor illumination Oil or dirt on distal tip, Clean using lens cleaner and

or side viewing adapter tissue.

prism

Light source intensity Set switch to HIGH.

switch set at LOW

Defective lamp Replace lamp

Damaged borescope Return to manufacturer

light tube for repair.

Defective transformer Return to manufacturerfor repair.

Poor definition

Diopter ring not adjusted Adjust to suit eyes.

correctly

Damaged fibers in Return to manufacturer

fiberscope, (seen as for repair.black dots through viewer)

Poor illumination See previous problem

Fiberscope distal Damaged control wires Return to manufacturer

end does not move for repair.when control knob is

turned

NOTE: Repairs should be done only by the manufacturer.

(6) Inspection

(a) Compressor Turbine (CT) Blades

Page 3-3-90

Dec 02/2005



Install guide tube (Ref. Para. C.(4).

2 Clamp holding fixture PWC34913 to flange C (Ref. Fig. 3-3-31).

3 Fasten borescope to holding fixture and connect borescope to light source

(Ref.Fig. 3-3-31).

CAUTION: MAKE SURE ENGINE TEMPERATURE IS BELOW 60"C (140"F).

fl: Slowly insert fiberscope into guide tube while looking through eyepiece.Stop inserting fiberscope immediately distal tip reaches end of guidetube.

NOTE: Make sure distal tip actuating lever is in neutral position when

installing or removing fiberscope.

5 Remove starter-generator from engine accessory gearbox (Ref. Aircraft

Maintenance Manual).

6 Attach wrench (PWC34941) to splined gearshaft.

7 Loosen knurled knob on holding fixture.

8 Examine CT blade tip, root and airfoil section (Ref. Views A and B, Fig.3-3-34 and Para. 26., for limits).

cnu~: MAKE SURE DISTAL TIP OF BORESCOPE IS NOT LOCATEDBETWEEN COMPRESSOR TURBINE BLADES BEFORETURNING COMPRESSOR.

9 Continue inspection of CT blades while a second operator, using wrench,rotates the compressor.

10 Retract fiberscope into guide tube.

11 DELETED

12 Withdraw fiberscope from guide tube.

13 Remove borescope and holding fixture.

14 Remove guide tube (Ref. Para. C.(4).

15 Insert fiberscope through the exhaust duct port.

CAUTION: MAKE SURE THE PROPELLER AND THE POWER TURBINEDO NOT ROTATE WHILE FIBERSCOPE IS INSERTEDTHROUGH THE PT BLADES.

16 Examine the trailing edge of the CT blades while a second operator, usingthe wrench, rotates compressor.

17 Carefully remove the fiberscope from the exhaust duct.

Page 3-3-91

Dec 02/2005



.i-

COMPRESSOR TURBINE BLADE ROOT COMPRESSOR TURBINE BLADE TIP

VIEW A VIEW B

8´•.~

VANE LEADING EDGE VANE TRAILING EDGE

VIEW C VIEW D

COMBUSTION CHAMBER LINER COOLING RING

VIEW E

C27489

Borescope Views

Figure 3-3-34

Page 3-3-92

Dec 02/2005



18 Remove wrench from splined gearshaft, and install starter generator (Ref.Aircraft Maintenance Manual).

(b) CT Stater Assembly

1 Install guide tube (Ref. Para. C.(4).

2 Clamp holding fixture PWC34913 to Flange C (Ref. Fig. 3-3-31).

3 Install borescope to holding fixture and connect light source.

CAUTION: MAKE SURE ENGINE TEMPERATURE IS BELOW 60"C (140"F)

4 Insert fiberscope into guide tube.

NOTE: The use of side viewing adapter may add to inspection capability(Ref. Pam. C.(1).

5 Examine vane leading and trailing edges, inner and outer rings of vane ringassembly (Ref. Views C and D, Fig. 3-3-34, and Para. 27. for limits).

NOTE: To photograph inspected area refer to paragraph C.(3).

6 Remove borescope and holding fixture.

Z Remove guide tube (Ref. Para. C.(4).

(c) Combustion Chamber Liner Assembly

CAUTION: MAKE SURE ENGINE TEMPERATURE IS BELOW 60"C (140"F).

1 Remove fuel manifold adapters as necessary (Ref. Part 3, Section 2,Fuel Dump Valve and Fuel Manifold Adapter Assemblies).

2 Clamp holding fixture (PWC34913) to flange C.

3 Insert fiberscope into a fuel manifold adapter port, secure eyepiece to

holding fixture and connect light source.

4 Inspect combustion chamber liner (Ref. View E, Fig. 3-3-34 and Para. 20;

for limits).

5 Remove fiberscope, light source and holding fixture.

6 Install fuel manifold adapters (Ref. Part 3, Section 2, Fuel Dump Valve and

Fuel Manifold Adapter Assemblies).

Page 3-3-93/94

Dec 02/2005

PART

HEAVY

MAINTENANCE

PRATT WHITNEY CANADA´•MAINTENANCE MANUAL



PART 4 HEAVY MAINTENANCE


1. GENERAL 4-1-1


INTRODUCTION

1. GENERAL 4-2-1

ENGINE STANDS

2. INSTALLATION OF ENGINE IN STAND 4-2-~1

A. Procedure 4-2-1

3. REMOVAL OF ENGINE FROM STAND 4-2-2

A. Procedure 4-2-2

POWER TURBINE VANES (PRE-SB1OG1 AND POST-SB1246 ENGINES)

4. REPLACEMENT 4-2-2

5. REMOVAL 4-2-3

A. Procedure 4-2-3


A. Procedure 4-2-3

POWER TURBINE VANE RING PT6A-20 (POST-SB1OG1) ALL PT6A-20A ENGINES AND ALL

POST-SB1246

7. GENERAL 4-2-5

3. REMOVAL 4-2-7

A. Procedure 4-2-7


A. Procedure 4-2-7

10. REMOVAL (Pre-SB1046 ENGINES) 4-2-10

A. Procedure 4-2-10

PART4 CONTENTS Jun 10/2005Page 1





11. INSTALLATION (Pre-SB1046 ENGINES) 4-2-10

A. Procedure 4-2-10

12. REMOVAL (Post-SB1046 ENGINES) 4-2-10

A. Procedure 4-2-10

13. INSTALLATION (Post-SB1046 AND ALL PT6A-20A ENGINES) 4-2-13

A. Procedure 4-2-13

COMPRESSOR TURBINE VANES AND SHROUD SEGMENTS

14. REPLACEMENT OF VANES 4-2-14

15. REPLACEMENT OF SEGMENTS 4-2-14

16. REMOVAL 4-2-14

A. Procedure 4-2-14


A. Procedure 4-2-16

LARGE EXIT DUCT

18. REMOVAL 4-2-18

A. Procedure 4-2-18


A. Procedure 4-2-19

STARTER-GENERATOR GEARSHAFT AND CENTRIFUGAL BREATHER CARBON SEAL

20. REMOVAL 4-2-19

A. Procedure 4-2-19

21. DISASSEMBLY/ASSEMBLY 4-2-23

A. Procedure 4-2-23


A. Procedure 4-2-25






SCAVENGE PUMP INLET SCREEN

23. CLEANING 4-2-29

A. Procedure 4-2-29


1. GENERAL 4-3-1

2. EXHAUST DUCT 4-3-1

A. Procedure 4-3-1

3. COMPRESSOR INLET CASE 4-3-3

A. Procedure 4-3-3

4. GAS GENERATOR CASE 4-3-3

A. Inspection of Gas Generator Case 4-3-3

SECTION 4 REPAIR

INTRODUCTION

1. GENERAL 4-4-1

HELICAL COIL INSERTS


A. Repair 4-4-1

REDUCTION GEARBOX ASSEMBLY

3. FRONT AND REAR REDUCTION GEARBOX HOUSING 4-4-1

A. Repair of Corrosion 4-4-1


4. CRACK REPAIR 4-4-3

A. Procedure 4-4-3





SECTION 4 REPAIR (Cont’d)

EXHAUST DUCT TURNING VANE IPRE-SB1151 ENGINES)


A. Procedure 4-4-3


A. Procedure 4-4-5

EXHAUST DUCT (PRE-SB1151 ENGINES)

7. REPAIR 4-4-5

A. Procedure 4-4-5

COMPRESSOR INLET CASE

8. REPAIR OF CORROSION 4-4-7

A. Procedure 4-4-7

GAS GENERATOR CASE

9. REMOVAL OF DEFECTIVE RIVETS 4-4-8

A. Procedure 4-4-8

10. SELECTION OF REPLACEMENT RIVET (Pre-SB1143 ENGINES) 4-4-8

11. SELECTION OF REPLACEMENT RIVET (Post-SB1143 AND ALL



A. Procedure 4-4-8

13. REPAIR 4-4-10

A. Procedure 4-4-10

14. CORROSION REMOVAL 4-4-10

A. Procedure 4-4-10

15. SHANKNUT REPLACEMENT 4-4-12

A. Procedure 4-4-12





SECTION 4 REPAIR (Cont’d)

16. DIFFUSER EXIT DUCTS 4-4-12

A. Procedure 4-4-12

17. REPLACEMENT REPAIR (REF FIG. 04-104-8) 4-4-13

A. Procedure 4-4-13

18. FUEL NOZZLE BOLT REMOVAL 4-4-13

A. Procedure 4-4-13

19. REPAIR FUEL NOZZLE PAD FRONT DAMAGED THREADED

HOLE(S) 4-4-15

A. Procedure 4-4-15

COMPRESSOR TURBINE SHROUD GRINDING

20. OPERATION BREAKDOWN 4-4-15

A. Procedure 4-4-15

ACCESSORY GEARBOX ASSEMBLY

21. ACCESSORY GEARBOX HOUSING 4-4-21

A. Repair of Corrosion 4-4-21

T5 BUS-BAR TERMINAL STRAPS OR LUGS


A. Procedure 4-4-23

T5 TERMINAL BLOCK

23. REPAIR 4-4-23

A. Procedure 4-4-23

T5 THERMOCOUPLE HARNESS

24. LUG REPLACEMENT (SINGLE INSULATION CRIMPING) 4-4-26

A. Procedure 4-4-26

25. LUG REPLACEMENT (DOUBLE INSULATION CRIMPING) 4-4-28




TABLE OF CONTENTSSU BJ ECT PAGE

SECTION 4- REPAIR (Cont’d)

A. Procedure 4-4-28

26. BRAIDING REPAIR 4-4-28

A. Procedure 4-4-28

FIRESEALS

27. CHAFING STRIP REPLACEMENT 4-4-32

A. Procedure 4-4-32

28. WIDE MESH AIR INLET SCREEN 4-4-32

A. Procedure 4-4-32

INLET FAIRING AND SUPPORT RING

29. SEALING STRIP BONDING 4-4-32

A. Procedure 4-4-32

INSULATED AND HEATED PNEUMATIC TUBES

30. REPAIR 4-4-33

A. Procedure 4-4-33

OIL FILTER CHECK VALVE

31. LAPPING 4-4-33

A. Procedure 4-4-33

IGNITION CURRENT REGULATOR BOX

32. BRACKET REPAIR (WELDED TYPE) 4-4-33

SECTION 5 SPECIAL LIMITS AND TORQUE RECOMMENDATIONS

1. GENERAL 4-5-1

2. TERMS AND SYMBOLS 4-5-1

A. Procedure 4-5-1

3. TORQUE APPLICATION 4-5-1





PART PART


LEP 1 Jun 10/2005 4-2-13 Aug 27/2004

2 Jun 10/2005 4-2-14 Aug 27/2004

4-2-15 Aug 27/2004

Contents 1 Jun 10/2005 4-2-16 Aug 27/2004

2 Jun 10/2005 4-2-17 Aug 27/2004

3 Jun 10/2005 4-2-18 Aug 27/2004

4 Jun 10/2005 4-2-19 Aug 27/2004

5 Jun 10/2005 4-2-20 Aug 27/2004

6 Jun 10/2005 4-2-21 Aug 27/2004

7 deleted 4-2-22 Aug 27/2004

8 deleted 4-2-23 Aug 27/2004

4-2-24 Aug 27/2004

List of 1 Jun 10/2005 4-2-25 Aug 27/2004

Figures 2 Jun 10/2005 4-2-26 Aug 27/2004

4-2-27 Aug 27/2004

List of 1 Jun 10/2005 4-2-28 Aug 27/2004

Tables 2 blank Jun 10/2005 4-2-29 Aug 27/2004

4-2-30 Aug 27/2004

Section 1 4-1-1 Aug 27/2004

4-1-2 Aug 27/2004 Section 3 4-3-1 Feb 01/2002

4-1-3 Aug 27/2004 4-3-2 Feb 01/2002

4-1-4 Aug 27/2004 4-3-3 Feb 01/2002

4-1-5 Aug 27/2004 4-3-4 Feb 01/2002

4-1-6 Aug 27/2004 4-3-5 Feb 01/2002

4-1-7 Aug 27/2004 4-3-6 Feb 01/2002

4-1-8 Aug 27/2004

4-1-9 Aug 27/2004 Section 4 4-4-1 Jun 10/2005

4-1-10 Aug 27/2004 4-4-2 Jun 10/2005

4-4-3 Jun 10/2005

Section 2 4-2-1 Aug 27/2004 4-4-4 Jun 10/2005

4-2-2 Aug 27/2004 4-4-5 Jun 10/2005

4-2-3 Aug 27/2004 4-4-6 Jun 10/2005

4-2-4 Aug 27/2004 4-4-7 Jun 10/2005

4-2-5 Aug 27/2004 4-4-8 Jun 10/2005

4-2-6 Aug 27/2004 4-4-9 Jun 10/2005

4-2-7 Aug 27/2004 4-4-10 Jun 10/2005

4-2-8 Aug 27/2004 4-4-11 Jun 10/2005

4-2-9 Aug 27/2004 4-4-12 Jun 10/2005

4-2-10 Aug 27/2004 4-4-13 Jun 10/2005

4-2-11 Aug 27/2004 4-4-14 Jun 10/2005

4-2-12 Aug 27/2004 4-4-15 Jun 10/2005

PART4 LEP Jun 10/2005Page 1




PART PART

SECTION FAG E DATE SECTION PAGE DATE

4-4-16 Jun 10/2005 4-5-20 Aug 27/2004

4-4-17 Jun 10/2005 4-5-21 Aug 27/2004

4-4-18 Jun 10/2005 4-5-22 Aug 27/2004

4-4-19 Jun 10/2005 4-5-23 Aug 27/2004

4-4-20 Jun 10/2005 4-5-24 Aug 27/2004

4-4-21 Jun 10/2005 4-5-25 deleted

4-4-22 Jun 10/2005 4-5-26 deleted

4-4-23 Jun 10/2005

4-4-24 Jun 10/2005

4-4-25 Jun 10/2005

4-4-26 Jun 10/2005

4-4-27 Jun 10/2005

4-4-28 Jun 10/2005

4-4-29 Jun 10/2005

4-4-30 Jun 10/2005

4-4-31 Jun 10/2005

4-4-32 Jun 10/2005

4-4-33 Jun 10/2005

4-4-34 Jun 10/2005

4-4-35 Jun 10/2005

4-4-36 blank Jun 10/2005

Section 5 4-5-1 Aug 27/2004

4-5-2 Aug 27/2004

4-5-3 Aug 27/2004

4-5-4 Aug 27/2004

4-5-5 Aug 27/2004

4-5-6 Aug 27/2004

4-5-7 Aug 27/2004

4-5-8 Aug 27/2004

4-5-9 Aug 27/2004

4-5-10 Aug 27/2004

4-5-11 Aug 27/2004

4-5-12 Aug 27/2004

4-5-13 Aug 27/2004

4-5-14 Aug 27/2004

4-5-15 Aug 27/2004

4-5-16 Aug 27/2004

4-5-17 Aug 27/2004

4-5-18 Aug 27/2004

4-5-19 Aug 27/2004

PART4 LEP Jun 10/2005Page 2




PAGE

Power Turbine Vanes Figure 4-2-1 4-2-4

Integral Power Turbine Vane Ring Figure 4-2-2 4-2-6

Power Turbine and Vane Ring Area Figure 4-2-3 4-2-8

Power Turbine Figure 4-2-4 4-2-11

Power Turbine Figure 4-2-5 4-2-12

Installation Sequence Turbine Vane and Shroud Figure 4-2-6 4-2-15

No. 2 Bearing Scavenge Oil Transfer Tube Removal Figure 4-2-7 4r2-20

Accessory Gearbox Diaphragm with Gears Installed Figure 4-2-8 4-2-22

Disassembly of Starter-Generator Gearshaft Figure 4-2-9 4-2-24

Accessory Gearbox Installation Locking Figure 4-2-10 4-2-26

Centrifugal Breather Gearshaft Carbon Seal Replacement Figure 4-2-11 4-2-28

Scavenge Pump Inlet Screen Inspection Figure 4-2-12 4-2-30

Exhaust Duct Vane Acceptable Crack Limits Figure 4-3-1 4-3-2

Diffuser Exit Tubes (Typical Examples) Figure 4-3-2 4-3-5

Fixture (PWC30153) Figure 4-4-1 4-4-4

Installation of Exhaust Duct Turning Vane Figure 4-4-2 4-4-6

Installation of Blind Rivets in Gas Generator Case Figure 4-4-3 4-4-9

Modified.Cherry Rivet Gun Figure 4-4-4 4-4-11

Gas Generator Case Repair (Typical) Figure 4-4-5 4-4-14

Shanknut Replacement Figure 4-4-6 4-4-16

Diffuser Exit Tube Repair (Typical) Figure 4-4-7 ´•4-4-17

Diffuser Exit Duct Repair/Replacement Figure 4-4-8 4-4-18

Compressor Turbine Shroud Grinding Figure 4-4-9 4-4-22

Shroud Cross Section Figure 4-4-10 4-4-24

Terminal Straps and Lugs Replacement Figure 4-4-11 4-4-25

T5 Harness Lug Replacement Single Insulation Crimping Figure 4-4-12 4-4-27

PART 4 LIST OF FIGURES J,, 10/2005Page 1



LIST OF FIGURESPAGEFIGURE

T5 Harness Lug Replacement Double Insulation Crimping Figure 4-4-13 4-4-29

T5 harness Lug Replacement, Crimping Procedure Figure 4-4-14 4-4-30

T5 Thermocouple Harness Braid Repair Figure 4-4-15 4-4-31

Lapping of Oil Filter Check Valve Figure 4-4-16 4-4-34

Ignition Current Regulator Riveting of Detached Bracket to Box Figure 4-4-17 4-4-35

Fits Clearances Figure 4-5-1 (Sheet 1 of 16) 4-5-9

Fits Clearances Figure 4-5-1 (Sheet 2) 4-5-10


Fits 8 Clearances Figure 4-5-1 (Sheet 4) 4-5-12













PART 4 LIST OF FIGURES Jun 10/2005Page 2



LIST OF TABLES

TITLE PAGE

TABLE 4-1-1, Special Tools 4-1-2

TABLE 4-4-1, Filler Rod Specification Combustion Chamber Liner Repair 4-4-3

PART 4 LIST OF TABLES Jun 10/2005Page 1/2



´•I PART 4 HEAVY MAINTENANCE


1. GENERAL

The Special tools necessary for overhaul, are listed at the front of each page block of every

Chapter/Section/Subject and are referred to by PWC number in the text. The special tool

numbers are summarized below. Note that for tool ordering purposes the letters PWC are a

component part of the tool number.

Depending upon the geographical location of the operator, requests for the purchase of tools

should be addressed to:

USA:

Kell-Strom Tool Company Inc.

214 Church Street, PO. Box 240


USA

TEL: 860-529-6851 or

1-800-851-6851 (USA and Canada)FAX: 860-257-9694

Website: http:~www.kell-strom.com

E-mail: Ipriest~ kell-strom.com

Pratt Whitney, Tool Support Services

411 Silver Lane, Mail Stop 129-20

East Hartford, CT 06118

USA

TEL: 860-565-0140 or

1-800-PWA-TOOL (USA and Canada)FAX: 860-610-2670

E-mail: lemirejwQpweh.com

CANADA and all other locations:

Pratt Whitney Canada, Tooling Solutions

333 rue d’Auvergne (02AN1)Longueuil,QuebecCanada J4H 3Y3

TEL: 450-442-5400 or

1-800-3-115-5122 (Canada, USA and International)FAX: 450-442-5420

Website: http:~www.pwctoolingsolutions .com

E-mail: [email protected] or

frank.carusoQ pwc.ca

Page 4-1-1

Aug 27/2004



or

Rasakti Inc.

148 SylvestreSt-Germain-de-G rantham, Quebec

Canada JOC1KO

TEL: 819-395-1111 or (24 hour service number)1-888-RASAKTI (727-2584) (Canada USA)FAX: 819-395-1100

Website: www.rasakti.com

E-mail: i. poirier@ rasakti.com

The special tools and fixture necessary for Heavy Maintenance are in addition to those

required for Line Maintenance and are listed in Table 4-1-1 and illustrated on Figure 4-1-1.

TABLE 4-1-1, Special Tools

Maintenance Level


PWC30030 Puller X


PWC30035 Maintenance Stand X


PWC30051-01 Base X

PWC30051-02 Drift X

PWC30052 Puller X


PWC30054 Drift X

PWC30122 Grinder (used with PWC32122-50) X


PWC30128-04 Threaded Puller X

PWC30153 Locating Fixture X

PWC30180 Radius Gage X


PWC30226 Jackscrews X


PWC30266 Mount Ring X


PWC30271-1 00 Spreader X

(Replaced by PWC31 771-1 00)

PWC30274 Base X

Page 4-1-2

Aug 27/2004




Maintenance Level


PWC30275 Split Plate X


PWC30289 Bracket X


PWC30310 Puller X

PWC30312 Adapter X


PWC30332 Wrench X

PWC30335 Adapter X


PWC30373 Puller/Pusher X

PWC30408 Adapter X

PWC30409 Adapter X



(Replaced by PWC32417)´•I PWC30425 Pliers X

PWC30675 Drift X

PWC30712 Adapter X



PWC30854 Drift X

PWC30855 Compressor X


PWC31771-100 Spreader X

PWC32122-50 Grinding Wheel (used with XPWC301 22)(Replaced by PWC32528)

PWC32081’ Mount Ring X

PWC32209 Adapter ´•X

PWC32275I

Split Ring X


PWC32389 Bracket X

PWC32396 Jackscrews X

Page 4-1-3

Aug 27/2004




Maintenance Level




PWC32483 Cutter X

PWC32484 Gage X

PWC32528 Grinding Wheel (used with X

PWC3791 8)



PWC37918 Grinder (used with PWC32528) X

PWC50064-1 00 Kit, Drill Jig X

PWC50064-200 Centre Drill X

(Replacement Only; part’ofPWC50064-100 kit)

PWC50502 Compressor X


Page 4-1-4

Aug 27/2004



PWC30030 PWC30051-01 PVVC30054

TOOL

NOT

ILLUSTRATED

PWC30035 PWC30051-02 PWC30122

TOOL

NOT

ILLUSTRATED

a31:

PVVC30046-57 PWC30052 PWC30128-04

I´•-´•~


Page 4-1-5

Aug 27/2004



PWC30153 PWC30266 PWC30275

TOOL TOOL TOOL

NOT NOT NOT

ILLUSTRATED ILLUSTRATED ILLUSTRATED

PWC30180 PWC30271-100 PWC30289

TOOL I I TOOL

NOT I I NOT

ILLUSTRATED I I ILLUSTRATED

PWC30226 PWC30274 PWC30310


Page 4-1-6

Aug 27/2004



PWC30312 PWC30373 PWC30417

TOOL

NOT

ILLUSTRATED

PWC30332 PWC30408 PWC30425

PWC30335 PWC30409 PWC30675


Page 4-1-7

Aug 27/2004



PWC30712 PWC30855 PWC32081

’3

3‘;

PWC30800 PWC31771-100 PWC32209

PWC30854 PWC32122-50 PWC32275

I


Page 4-1-8

Aug 27/2004



PWC32380 PWC32417 PWC32528

PWC32389 PWC32483 PWC34300

PWC32396 PWC32484 PWC37918


Page 4-1-9

Aug 27/2004



PWC50064-100 PWC51140

PWC50064-200

TOOL

NOT

ILLUSTRATED

PWC50502


Page 4-1-10

Aug 27/2004





INTRODUCTION

1. GENERAL

A. This section contains instructions for removing and installing engine components duringheavy maintenance. Having completed repairs described, ground testing should be

carried out to check for mechanical soundness and correct operational parameters. These

instructions are presented with the assumption that standard practices described in

Part 2, Standard Practices, have been read and fully understood.

B. Refer to Section 1, preceding, for special tools and fixtures which will be required duringheavy maintenance.

C. When the nature of work to be performed requires that an engine be supported in other

than the horizontal position, Stand (PWC30800) or its equivalent must be employed.Used in conjunction with the stand are Mount Ring (PWC30266), Brackets (PWC30289)and Adapters (PWC30712).

ENGINE STANDS

INSTALLATION OF ENGINE IN STAND

A. Procedure

(1) Attach engine sling ~(PWC30036) or (PWC32327) as applicable, to engine liftingpoints. Take up slack.

(2) Remove all drain plugs and No. 2 bearing scavenge oil line. Make sure that the oil

is completely drained (Refer to Part 2, Standard Practices).

(3) Attach three brackets (PWC30289) to engine mounting pads on gas generatorcase. Secure each bracket with four bolts. Tighten bolts, torque 225 to 250 Ib.in.

and lockwire heads using a single strand of wire.

(4) If mount ring (PWC30266) is installed in stand (PWC30800), remove four bolts and

washers, and remove mount ring (with adapters PWC30712) from stand.

(5) Split mount ring at lockplates by removing four bolts from each lockplate.

(6) Attach larger mount ring segment to two brackets (PWC30289) on engine, with six

bolts and nuts. Use two washers on each bolt. Make sure that the section marked

TOP is located over mounting pad at 12 o’clock position. Fingertighten the six

nuts.

Page 4-2-1

Aug 27/2004



(7) Attach smaller mount ring segment to remaining bracket (PWC30289) on engine,with three bolts and nuts. Use two washers on each bolt. Fingertighten the three

nuts.

(8) Secure ring segments and lockplates with eight bolts, and tighten bolts firmly.Tighten nuts firmly on three bracket attachment bolts.

(9) Install two adapters (PWC30712) on mount ring with four machine screws and

washers. Tighten screws firmly.

(10) Carefully lower engine into stand, and secure adapters to stand with six bolts,washers and nuts. Tighten nuts firmly.

(11) Remove engine sling.

3. REMOVAL OF ENGINE FROM STAND

A. Procedure

(1) Attach applicable sling (PWC30036) or (PWC32327) to engine lifting points and

take up slack.

(2) Remove six nuts, washers and bolts securing adapters (PWC30712) (attached to

mount ring PWC30266) to stand (PWC30800).

(3) Raise engine clear of stand.

(4) Remove adapters from mount ring by removing four machine screws and washers.

(5) Detach mount ring segments by removing four bolts from each lockplate.

(6) Remove nuts, bolts and washers securing mount ring to three brackets (PWC30289),attached to engine. Remove mount ring.

(7) Remove 12 bolts securing three brackets to mounting pads on gas generator case.

POWER TURBINE VANES (PRE-SB1OG1 AND POST-SB1246 ENGINES)

4. REPLACEMENT

A. Should power turbine vanes require replacement, it is desirable to replace them with

new vanes of an identical class. However, if original class of a defective vane cannot

be identified during disassembly, vanes of any class may be utilized provided that the total

class average is within limits (Ref. No. 359, Fits Clearances).

NOTE: To arrive at class average, add together the class markingsbf ail Vanes and

divide the total figure by the number of vanes.

Page 4-2-2

Aug 27/2004



5. REMOVAL


(1) Remove power section (Refer to Part 3, Section 2, Removal Installation).

(2) PT6A-20 (Pre-SB1073): Remove T5 thermocouple harness and probes, and

containment ring Refer to Part 3, Section 2, Removal Installation).

(3) Post-SB1246: Remove bolts at 1 and 7 o’clock positions and remove half rings (1,Figure 4-2-3) from top and bottom front face of Flange D.

(4) Remove assembly of vanes (7, Figure 4-2-1) and stater housing (9) from exhaust

duct. Place assembly on bench, leading edge of vanes facing down.

(5) Lift stater housing clear of assembly of vanes and baffle (6).

(6) Remove packing (3) from around outer platform of vanes. Designate vane adjacentto offset hole as No. 1, and number remaining vanes in clockwise sequence. This

will make sure that the original relationship between vanes during reassembly.

(7) Remove vane sealing strip cover (2) and sealing strip (1) from outer platform of

vanes.

(8) Remove vanes and remove vee packings (4) and (5) from baffle (6). Place vanes in

suitable protective container.

6. INSTALLATION

A. Procedure (See Figures 4-2-1 and 4-2-3).

(1) Open Vee of packings (4 and 5, Figure 4-2-1) and wrap around outer diameter of

interstage baffle (6).

NOTE: Packings must be installed with Vee openings facing toward rear of

engine.

(2) Install 19 vanes (7, Figure 4-2-1) over Vee packings on baffle (6), making sure that

the vane pegs project through locating holes in baffle. Check vanes are in correct

order with No. 1 adjacent to offset hole and remainder in clockwise sequence.

(3) Locate sealing strip (1) over outer platform of vanes, mating holes in strip with pegson vanes. Secure strip with cover (2).

(4) Install Vee packing (3) as shown around outer platform of vanes, open side of Vee

section facing rear.

(5) Lower turbine vane stater housing (9) over vanes until outer platform rim of vanes

enters groove in housing.

(6) Install complete assembly on exhaust duct, Flange D, with offset holes aligned.

Page 4-2-3

Aug 27/2004



10

7

12

7

4 3

5 6

101 2

Pre-SB1OG1 Engines C1703A

Power Turbine Vanes

Figure 4-2-1

Page 4-2-4

Aug 27/2004



Key to Figure 4-2-1

1. Sealing Strip2. Sealing Strip Cover

3. Vee Packing4. Vee Packing5. Vee Packing6. Baffle

7. Vane (19 ea)8. Bolt

9. Power Turbine Stater Housing10. Interstage Sealing Ring(s) (SB1218)11. Seal Ring Retaining Plate

(7) (Post-SB1246): Secure assembly of turbine vanes to exhaust duct as follows:

NOTE: Use Alignment Pins (PWC32212) at several locations through halfringsto make sure that the alignment of all mounting holes.

(a) Install upper half ring (1, Figure 4-2-3) on front face of Flange D and alignoffset hole. Secure assembly with one bolt at 1 o’clock position.

(b) Install lower half ring on front face of Flange D and align mounting holes.

Secure assembly with one bolt at 7 o’clock position.

(c) Tighten bolts at 1 and 7 o’clock positions and torque 32 to 36 Ib.in. Remove

alignment pins.

(8) Install T5 harness assembly and probes, and containment ring (Refer to Part 3,Section 2, Removal Installation).

(9) Carry out loop and resistance checks of T5 sensing system and, if necessary, heat

response check of probes (Refer to Part 3, Section 2, Inspection).

(10) install power section (Refer to Part 3, Section 2, Removal 8 Installation).

POWER TURBINE VANE RING PT6A-20 (POST-SB1OG1) ALL PT6A-20A ENGINES AND ALL

POST-S B1 246

7. GENERAL

A. If vane ring is to be replaced, it is recommended that a complete stater assembly (vanering and interstage baffle), having vane ring of identical class, be used as replacement.In the unlikely event that original class of defective vane ring cannot be determined,a vane ring of any class may be fitted, providing class average is within limits specified(Ref. No. 359, Fits 8 Clearances).

Page 4-2-5

Aug 27/2004



3) (4) (5

PT6A20 (Post-SB1061) and all PT6A-?0A engines, and Pre-SB1246 C5288

Integral Power Turbine Vane RingFigure 4-2-2

Page 4-2-6

Aug 27/2004



Key to Figure 4-2-2

1. Exhaust Duct

2. Power Turbine Shroud Ring3. Reinforcing Ring4. Stater Housing Assembly5. T5 Probe Mounting Boss

6. Interstage Seal Ring(s) (SB1218)7. Compressor Turbine Shroud Housing8. PT Vane and Baffle Assembly

8. REMOVAL


(1) With power section removed and suspended from appropriate sling, or supportedon bench with wooden blocks, remove T5 harness assembly (Pre-SB1073) or

thermocouple bus-bar and probes (Referto Part 3, Section 2, Removal Installation).

NOTE: Pre-SB1246, Post-SB1177: The harness, bus-bar and probes need not

be removed. Cut lacing and release harness from clips on exhaust duct.

Remove 12 bolts at Flange D and remove complete assembly; withdraw

vane ring from stater housing. Exercise care not to damage probes.

(2) Remove containment ring (2, Figure 4-2-3) by removing ten bolts.

CAUTION: TO PREVENT POSSIBLE DAMAGE TO T5 HARNESS, FOLD LEADS AND

TEMPORARILY TAPE TO END OF HARNESS.

(3) Remove bolts at 1 and 7 o’clock positions, and remove half rings (1) from top and

bottom of front face of Flange D of exhaust duct (8).

(4) Remove stater housing (3) complete with stater assembly (6), by pulling on vanes.

(5) Remove stater assembly from housing. If difficulty is experienced during removal,tap gently on rim of stater using a soft faced hammer.

9. INSTALLATION


NOTE: Pre-SB1246, Post-SB1177: Exercising care to prevent damage to probes, or

undue pressure applied to bus-bar, or harness assembly (Pre-SB1073), install

vane ring in stater housing and reinstall complete assembly on exhaust

duct. Secure assembly with 12 bolts, torque 32 to 36 Ib.in. and lockwire. (SeeFigure 4-2-2). Secure harness to clips on exhaust duct with lockwire lacing.

Page 4-2-7

Aug 27/2004



1 3 4

Post-SB1OG1 and Post-SB1246 Engines C3800

Power Turbine and Vane Ring Area

Figure 4-2-3

Page 4-2-8

Aug 27/2004



Key to Figure 4-2-3

1. Half Ring2. Containment Ring3. Stater Housing4. T5 Thermocouple Probe

5. Power Turbine Disk

6. Vane (Stator Assembly)7. Turbine Shroud

8. Exhaust Duct

CAUTION: ON ENGINES INCORPORATING THE INTENT OF SERVICEBULLETINS SB1177 AND SB1212 THERE ARE ONLY EIGHT T5 PROBESIN THE STATOR HOUSING AND TEN SLOTS IN THE VANE RING. THETWO CLOSELY SPACED SLOTS ARE NOT USED AND MUST NOT ALIGNWITH ANY OF THE EIGHT PROBES.

(1) Locate stater assembly (6, Figure 4-2-3) in housing (3) and align index marks.

Make sure that the lugs on housing are fully mated with slots in vane ring.

(2) Invert assembly, making sure that the stater and housing do not separate. Holdingvanes (6) of stater, install complete assembly on Flange D of exhaust duct (8) and

align offset holes.

(3) Secure assembly to exhaust duct in the following manner:

NOTE: Use Alignment Pins (PWC32212) at several locations through half rings to

make sure alignment of all mounting holes.

(a) Install top half ring (1) on front face of Flange D and align offset holes. Secure

assembly at 1 o’clock position with one silver-plated bolt, fingertight only.

(b) Install bottom half ring on front face of Flange D and align mounting holes.Secure assembly at 7 o’clock position with one silver-plated bolt, fingertightonly.

(4) Make sure that the harness is clear of any residual tape adhesive using petroleumsolvent (PWC11-027)(AMS31 60).

(5) Route leads of harness over face of stater assembly and place containment ring (2)on stater housing. Align offset holes, remove alignment pins and secure with ten

silver-plated bolts.

(6) Tighten 12 bolts at Flange D; torque 32 to 36 Ib.in., and lockwire.

(7) Install T5 thermocouple harness assembly and probes (Pre-SB1073), or probes and

bus-bar (Refer to Part 3, Section 2, Removal Installation).

(8) After installation of power section (refer to Part 3, Removal Installation), carry out

loop and resistance checks of T5 sensing system ´•(Refer to Part 3´•; !Section 3,Inspection).

Page 4-2-9

Aug 27/2004



10. REMOVAL (Pre-SB1046 ENGINES)


(1) Remove turbine interstage baffle and vane assembly (Ref. Paras. 4. or 8.).

(2) Unlock tabwasher and remove turbine disk retaining nuts.

NOTE: Disk retaining nuts are match-marked to bolts for balancing purposes and

must be installed in their original positions.

(3) Remove power turbine shaft rotor air seal.

(4) Remove power turbine disk and blade assembly using puller (PWC30310).

NOTE: To make sure that the original location is maintained at reassembly, index

mark power turbine shroud in line with offset hole on exhaust duct prior to

removal of disk and blade assembly.

11. INSTALLATION (Pre-SB1046 ENGINES)


NOTE: Correct installation of turbine disk and seal rotor to shaft is done by one of

retaining bolts which is slightly offset.

(1) Apply a light coat of lubricant(PWC06-036) to threaded portion of bolts.

(2) Install power turbine disk and blade assembly over five bolts.

NOTE: Make sure that index mark on shroud is aligned with offset hole one

exhaust duct.

(3) Install power turbine shaft rotor air seal.

(4) Install tabwasher and numbered nuts on respective turbine disk mounting bolts.

(5) Make sure that disk is properly seated, tighten nuts, torque (Ref. No. 539, Fits

Clearances) and lock tabwashers.

(6) Install turbine interstage baffle and vane assembly (Ref. Paras. 6. or 7.).

12. REMOVAL (Post-SB1046 ENGINES)


(1) Remove turbine interstage baffle and vane assembly (Ref. Paras 4. or 8.).

(2) Install wrench (6) (PWC30332) at Flange D of exhaust duct to prevent turbine disk

from rotating.

(3) Insert protector sleeve (7) (PWC30336) into centerbore of turbine disk.

Page 4-2-10

Aug 27/2004



C _C

OFFSET HOLE

’X’ MARK

c~C,i (Q

6

P~ES

Pre-SB1046 Engines C212

Power Turbine

Figure 4-2-4

Page 4-2-11

Aug 27/2004



DIRECTION FORTORQUING

9

’i

Post-SB1046 and all PT6A20A Engines C486C

Power Turbine

Figure 4-2-5

Page 4-2-12

Aug 27/2004



Key to Figure 4-2-5

1. Turbine Retaining Bolt

2. Cupwasher3. Dogs4. Threads

5. Shoulder

6. Wrench (PWC30332)7. Protector Sleeve (PWC30336)8. Socket and Extension

9. Torque Wrench

(4) Using unlocking tool (PWC30335), unlock keywasher at retaining bolt.

(5) Remove unlocking tool and break torque on retaining bolt using conventional socketand extension.

(6) Remove bolt and withdraw disk using puller (PWC30403). Remove the teflon

sleeve.

NOTE: To make sure of the original location, index mark power turbine shroud in

line with offset hole on exhaust duct prior to removal of disk and blade

assembly.

INSTALLATION (Post-SB1046 AND ALL PT6A-20A ENGINES)


(1) Lightly smear splines of turbine disk hub with lubricant (PWC06-036). Install bladed

disk on shaft, aligning master splines.

NOTE: Make sure that the index mark on shroud is aligned with offset hole one

exhaust duct.

(2) Use new keywasher that is dry and free from burrs. Lightly smear inside of washer

with lubricant (PWC06-036). Apply same lubricant to shoulder and threaded portionof bolt.

(3) Insert keywasher and retaining bolt into disk centerbore.

(4) Install wrench (PWC30332) at Flange D of exhaust duct to prevent power turbine

disk from rotating.

1 (5) Tighten retaining bolt and double torque (Ref. No. 541 or 1283, Fits Clearances)using a conventional socket and extension.

(6) Using locking tool (PWC30458), lock keywasher. Withdraw tool, taking care not to

scratch disk centerbore.

(7) install turbine interstage baffle and vane assembly (Ref. Paras. 6. or 7.).

Page 4-2-13

Aug 27/2004



COMPRESSOR TURBINE VANES AND SHROUD SEGMENTS

14. REPLACEMENT OF VANES

A. In the event of compressor turbine vanes requiring replacement, it is desirable to

replace them with new vanes of identical class. However, if original class of a defective

vane cannot be identified, vanes of any class may be utilized provided that the total

class average is equal to that determined at manufacture (first run engines) or last

overhaul (overhauled engines).

NOTE: To arrive at a class average, add together class markings of all vanes and

divide total figure by number of vanes.

15. REPLACEMENT OF SEGMENTS

A. For shroud segment classification guide and grinding when replacing segments, refer to

Part 4, Section 4, Repair, Table 4-4-2, following.

16. REMOVAL


NOTE: "X" Pre-SB1147) (3 segments), Post-SB1147 (13 segments)"Y"- Pre-SB1147/Post-SB1147 (1 segment)

(1) Remove combustion chamber liner (Refer to Part 3, Section 2, Removal

Installation).

(2) Remove compressor turbine disk (Refer to Part 3, Section 2, Removal Installation).

(3) Remove eight bolts securing- compressor turbine vane assembly to no. 2 bearingcover.

(4) Withdraw combustion chambersmall exit duct and compressor turbine vane

assembly.

(5) Pre-SB1147: Remove 12 bolts securing -~compressor turbine shroud housing land T4

thermocouple harness on PT6A-6, -6A and -6B engines) to combustion chamber

small exit duct. Separate shroud housing from small exit duct and remove heat shield

and four shroud segments. Remove and discard ceramic fiber cord from outer

platforms of shroud segments.

(6) Post-SB1147: Remove 12 bolts securing compressor turbine shroud housing landT4 thermocouple harness on PT6A-6, -6A and -6B engines) to combustion chamber

small exit duct. Separate shroud~housing from small exit duct, remove heat shield

and 14 shroud segments.

(7) Pre-SB1172: Designate vane adjacent to offset hole at 12 o’clock position as No. 1,and number remaining vanes in a clockwise sequence. This will make sure correct

relationship between vanes at reassembly.

Page 4-2-14

Aug 27/2004

PRA~TT WHITNEY CANADAMAINTENANCE MANUAL


VANE SUPPORT

VEE PACKING

SLAVE PREFORMEDPACKING

COMPRESSOR TURBINE

DETAIL A VANES (29) SMALL EXIT DUCTDETAIL B

INSTALLATION OF COMPRESSOR TURBINE INSTALLATION OF VANE SUPPORTVANES ON VANE SUPPORT ASSEMBLY IN SMALL EXIT DUCT

CAUTIONREMOVE SLAVE PREFORMEDPACKING FROM VANE OUTER

PLATFORM

jSHORT SEGMENT ’X’

snRouD IL XJLONG SEGMENT HOUSING

SMALL EXIT DUCT

DETAIL C DETAIL D

INSTALLATION OF COMPRESSOR INSTALLATION OF SHROUD HOUSING

TURBINE SHROUD SEGMENTS IN SMALL EXIT DUCT

Post-SB1144 and Pre-SB1172 Engines C41510

Installation Sequence Turbine Vane and Shroud

Figure 4-2-6

Page 4-2-15

Aug 27/2004



(8) Separate compressor turbine inner vane support from combustion chamber small

exit duct.

(9) Remove Vee packing strip from vane outer platform.

(10) Remove vanes from vane support and store them in a suitable container.

(11) Remove and discard all ceramic fiber cords on vane support.

(12) Post-SB1172: Remove support clamp from bore of inner vane support.

17. INSTALLATION

A. Procedure

(1) Assemble and install compressor turbine vane ring assembly, small exit duct and

shroud housing as follows:

(a) Cut three lengths of reinforced ceramic fiber cord slightly longer than

circumference of front outer groove of vane support. Entwine cords to form a

single length and install in front groove of support. make sure no gap exists

where cord ends meet.

(b) Prior to assembly of compressor turbine vane ring assembly, arrange vanes in

number sequence and check each vane in turn as follows:

I Free fit of vane locating pin to related hole in inner vane support.

2 Free fit of vane outer platform to related groove and slots in small exit duct.

NOTE: If difficulty is experienced when checking recoated or refurbished

vanes, coating may be removed from affected pins, lugs and/or

platforms to provide free fit of vane. Coating must not be removed

from airfoil surfaces. If dimensional discrepancies or distortion

of any vane prevents proper fit, affected vane must be replaced with

a vane of same class area.

(c) Post-SB1172: Installsupport clamp in vane inner support so that clamp spigotlocates inside slotted flange.

(d) Install 29 vanes of appropriate class average (Ref. Para. 14.) on vane support,locating vane pins in support holes. Start with No. 1 vane and proceedclockwise in numerical order. Temporarily retain installed vanes in position with

a slave preformed packing.

(e) Assemble vane support assembly and small exit duct as follows:

i Post-SB1144/Pre-SB1172: (Ref. Fig. 4-2-6) Locate vane packing around

outer platforms of vanes, with Vee opening facing vane leading edges.Install vane assembly in small exit duct so that offset hole in vane supportflange aligns with grooved lug on duct flange. Locate vane outer platformlugs in duct grooves. Remove slave preformed packing.

Page 4-2-16

Aug 27/2004



2 Post-SB1172: Insert vane outer support into small exit duct so that groovedlugs are aligned. Locate vane packing around outer platforms of vanes with

Vee opening facing vane leading edges. Install inner support and vane

assembly in outer support, mating small lugs on vane outer platforms with

grooves in outer support. Remove slave preformed packing.

3 Check that a parallel gap of 0.002 and 0.005 inch exists between inner

platforms of vanes. If gap exceeds 0.005 inch, rotate vanes, or if

necessary, replace appropriate vanes. If gap is less than 0.002 inch, the

platforms may be stoned to rectify.

(f) Pre-SB1147: Install shroud segments, heat shield and shroud housing as

follows:

1 Select appropriate class of shroud to match tip diameter of compressorturbine (Refer to Part 4, Section 4, Repair, Table 4-4-2).

2 Install four shroud segments tone long, three short) on vane outer

platforms (Ref. Fig. 4-2-6), locating segment lugs between vane lugs. Make

sure that one end of long segment aligns with top of vane support and

that other end runs counterclockwise, when looking at trailing edges of

vanes.

i! Install heat shield over segments, place shroud housing over assembly,align bolt holes and press housing into position.

(g) Post-SB1147: Install shroud segments, heat shield and shroud housing as

follows:

1 Select appropriate class of shroud to match tip diameter of compressorturbine (Refer to Part 4, Section 4, Repair, Table 4-4-2).

2 Install 14 shroud segments tone long, 13 short) on vane outer platforms,locating segment lugs between vane lugs. Make sure that one end of

long segment aligns with grooved lug on outer support flange and that outer

end runs counterclockwise when looking at trailing edges of vanes. Install

short vanes in clockwise progression.

3 Install heat shield on lip of segments, straightening segments to conform

with heat shield.

4 Using clean engine oil, lightly lubricate groove in inner diameter of shroud

housing.

5 Install shroud housing over segments, lightly tapping it into position byhand.

6 Invert assembly and check that heat shield is positioned correctly on

housing lip.

7 Using a small pick or screwdriver, adjust segments until shroud lips dropinto position behind heat shield.

Page 4-2-17

Aug 27/2004



8 Strike small exit duct sharply by hand to seat flange fully on shroud

housing.

(h) On PT6A-6, -6A and -6B engines, install T4 thermocouple assembly as follows:

CAUTION: TO MINIMIZE THE POSSIBILITY OF DAMAGE, AVOID FLEXINGTHE BRAID BETWEEN FERRULES. WHEN TERMINAL BLOCKIS NOT ATTACHED TO GAS GENERATOR CASE,TEMPORARILY SECURE IT TO BUS-BAR.

1 Install T4 thermocouple assembly so that when grooved lug of small exit

duct flange is at 12 o’clock (looking toward rear of engine), thermocouplebracket nearest cable connection is at 9 o’clock; this will make sure that cable

is in correct position in relation to retaining clips on combustion chamber

liner. Secure T4 thermocouple and shroud housing to small exit duct with 12

bolts. Tighten bolts, torque 32 to 36 Ib.in. and lock with lockwire,Specification MS9226-03.

(i) Install duct and vane assembly in gas generator case as follows:

L Post-SBt 144/Pre-SB1172: Install assembly so that grooved lug on small

exit duct flange is at 12 o’clock, and offset holes in vane support flangeand No. 2 bearing cover are aligned. Secure assembly to bearing cover with

eight silver-plated bolts. Tighten bolts, torque (Ref. No. 554, Fits

Clearances), and lockwire in pairs. Using a 0.001 inch feeler gage, check

for correct seating of vane support assembly.

2 Post-SB1172: Install assembly so that grooved or X-marked lugs of vane

outer support and small exit duct are at 12 o’clock position. Rotate

assembly in each direction until engagement of lugs on large exit duct with

slots in inner vent support is felt. Observe through holes in clamp platethat lugs are engaged and inner support is correctly seated. There should

be no clearance between clamp plate and large exit duct. Align offset

hole in clamp plate with similar hole in No. 2 bearing cover flange and secure

with eight silver-plated bolts. Tighten bolts, torque (Ref. No. 554, Fits

Clearances) and lockwire in pairs.

LARGE EXIT DUCT

18. REMOVAL

A. Procedure

(1) Remove combustion chamber liner and compressor turbine disk (Refer to Part 3,Section 2, Removal Installation).

(2) Remove compressor turbine vane ring, shroud housing and small exit duct

assembly (Ref. Para. 16.).

(3) Apply hand pressure evenly on each side of centerbore of large exit duct and,simultaneously, rotate duct counterclockwise approximately 20 degrees to

disengage duct from support brackets in gas generator case.

Page 4-2-18

Aug 27/2004



(4) Withdraw duct from gas generator case. Remove and discard ceramic fiber cord

from outer circumference of duct flange.

19. INSTALLATION

A. Procedure

NOTE: If SB1172 is embodied, then the large exit duct Post-SB1182 must be installed.

(1) Position duct in gas generator case so that offset hole in duct is approximately20 degrees counterclockwise from offset hole in No. 2 bearing cover.

(2) Rotate duct in a clockwise direction to align offset holes; scallops on ducts should

now be locked in position by brackets in gas generator case.

(3) Install compressor turbine vane ring, shroud housing and small exit duct assembly(Ref. Para. 17.).

(4) Install compressor turbine disk assembly and combustion chamber liner (Refer to

Part 3, Section 2, Removal Installation).

STARTER-GENERATOR GEARSHAFT AND CENTRIFUGAL BREATHER CARBON SEAL

20. REMOVAL

A. Procedure (See Figures 4-2-7, 4-2-8 and 4-2-9)

NOTE: Access to centrifugal breather gearshaft can only be obtained by removingaccessory gearbox from compressor inlet case. Removal may be accomplishedwhile the engine is installed in the aircraft. However, it is recommended that

the engine be removed to obtain maximum accessibility.

(1) Drain oil tank (compressor inlet case) (Ref. Part 2, General Procedures).

(2) Remove engine from airframe (Ref. Aircraft Maintenance Manual), and secure in

suitable stand.

(3) Remove accessories, fuel heater oil lines, accessory pad covers and oil tubes,(Ref. Part 3, Section 2, Removal Installation). Install dust caps on all openends of external lines and fittings.

(4) Disconnect No. 2 bearing scavenge oil tube and remove short oil transfer tube from

compressor inlet case using puller (PWC30128-04) (Ref. Fig. 4-2-7).

(5) Remove filler tube retaining ring and withdraw filler tube from accessory gearboxhousing.

(6) Withdraw oil filter housing (Ref. Part 3, Section 2, Removal Installation).

Page 4-2-19

Aug 27/2004



C

g~i

I

C505D

No. 2 Bearing Scavenge Oil Transfer Tube Removal

Figure 4-2-7

Page 4-2-20

Aug 27/2004



cnuTloN: THE ACCESSORY GEARBOX DIAPHRAGM IS SECURED TO THE

ACCESSORY HOUSING BY FOUR COUNTERSUNK SCREWS ANDSELF-LOCKING NUTS. ASSUMING THE NUT AT THE 12 O’CLOCKPOSITION TO BE NO. 1,THESE NUTS ARE 4TH, 8TH, 14TH AND 18THIN CLOCKWISE ROTATION AND MUST NOT BE REMOVED AT THISSTAG E.

(7) Remove self-locking nuts securing accessory gearbox housing and accessorydiaphragm to compressor inlet case at Flange G.

(8) Pre-SB1045 and engines with SB1104 embodied, separate accessory gearbox with

attached diaphragm from compressor inlet case, holding the assembly in a

horizontal position and withdrawing slowly rearward.

(9) Post-SB1045, Post-SB1134 and all PT6A-20A engines, separate accessory gearboxwith attached diaphragm from compressor inlet case as follows:

(a) Remove center boss hexagon plug from accessory gearbox rear case.

Determine location of lock ball (8, Fig. 4-2-10) by viewing through center boss

hole.

(b) Rotate compressor by hand until notch on washer at rear hub (9) is at 3 o’clock

position. This will make sure that the lock ball in the locking arrangement is at

the top of the compressor rear hub before disengagement.

(c) Insert pusher (PWC30373) through housing center boss into coupling shaft (2).Turn knurled body into center boss. Do not rotate pusher T handle once the

tool is secured. Pull on T handle until lock ball is fully disengaged.

(d) Handtighten nut on pusher enough to remove all slackness along couplingshaft.

(e) Separate accessory gearbox with attached diaphragm from compressor inlet

case using jackscrews (PWC30226). If, during removal of accessory gearboxthe lock ball drops out of the locking arrangement, retrieve the lock ball from

No. 1 bearing housing, or oil scavenge passage in compressor inlet case.

(f) Remove lock ball (8) from locking arrangement on top of compressor rear hub

coupling (9), and retaining ring (3), washer (4), key (5), expander spring (6)and washer (7) from inside of hub. Discard lock ball and expander spring.

(10) Remove transfer tubes, oil tank center tube and large preformed packing from

diaphragm flange.

(11) Place accessory gearbox on bench, diaphragm facing downward. Remove four

locknuts, washer and countersunk screws securing diaphragm to gearbox.

(12) Separate diaphragm from gearbox, using a soft faced hammer if necessary.

(13) Remove assembly of gearshaft (2, Fig. 4-2-8) and impeller (3) from diaphragm.

(14) Remove flanged roller bearing from diaphragm by unlocking keywasher and removingthree bolts.

Page 4-2-21

Aug 27/2004



99

DETAIL A

8

6

C148C

Accessory Gearbox Diaphragm with Gears Installed

Figure 4-2-8

Page 4-2-22

Aug 27/2004



Key to Figure 4-2-8

1. Flange G

2. Starter-Generator Gearshaft

3. Centrifugal Breather Impeller4. Accessory Gearbox Drive Gearshaft

5. Fuel Control Gearshaft

6. Pressu re Oil Pump and Ng Tachomete r-Generato r Gearshaft

7. Vacuum Pump and External Scavenge Pump Gearshaft

8. Power Takeoff Gearshaft (Optional)9. Hydraulic Pump Gearshaft (Optional)

10. Preformed Packing11. Preformed Packing12. Retaining Ring

(15) Withdraw seal carrier from diaphragm using puller (PWC30052)or(PWC30046-57) (Ref. Fig. 4-2-11).

(16) Remove seal from carrier using drift (PWC30051-02) and base (PWC30051-01).

21. DISASSEMBLY/ASSEMBLY


(1) Locate split plate (3) as shown between centrifugal impeller (5) and gearshaft (6).

(2) Position assembly on base (4).

(3) Install compressor (1) on impeller (5) and mate lugs of compressor with slots in

impeller.

CAUTION: SEPARATION OF GEARSHAFT AND IMPELLER SHOULD NOT REQUIREEXCESSIVE FORCE. IF DIFFICULTY IS EXPERIENCED, CHECK THATRETAINING RING IS COMPLETELY CLEAR OF GROOVE IN IMPELLER.

(4) Using drift (2) inserted in compressor, separate assembly.

(5) Remove split plate from impeller and gearshaft from bottom of base.

(6) Remove retaining ring (12, Figure 4-2-8) and preformed packings (10) and (11)from gearshaft and impeller respectively.

(a) Install preformed packing (10) on gearshaft (2).

(b) Install preformed packing (11) on impeller (3).

(c) Install retaining ring (12) in groove in gearshaft.

NOTE: Check for security of shoulder pins before mating parts.

Page 4-2-23

Aug 27/2004



COMPRESSOR INSTALLATIONS

1

j 1

5) (6) o

IMPELLER AND GEARSHAFT SEPARATION

C3614

Disassembly of Starter-Generator Gearshaft

Figure 4-2-9

Page 4-2-24

Aug 27/2004



Key to Figure 4-2-9

1. Compressor (PWC30855)2. Drift (PWC30854)3. Split Plate (PWC30275)4. Base (PWC30274)5. Centrifugal Impeller6. Starter-Generator Gearshaft

(d) Position impeller on gearshaft; align shoulder pins in impeller with holes in

gearshaft and press parts firmly together by hand to engage retaining ring.Check parts are locked together.

22. INSTALLATION

A. Procedure (See Figures 4-2-8, 4-2-11 and 4-2-10)

CAUTION: PRIOR TO INSTALLATION, THE CARBON SEAL SHOULD BE IMMERSEDIN ENGINE OIL AND WORKED IN AND OUT TO make sure THAT THECARBON SEAL ELEMENT IS FREE TO TRAVEL WITHIN THE SEALCASING.

(1) Heat centrifugal breather gearshaft seal carrier in engine oil heated to 79" to 91"C

(175" to 195"F).

(2) Remove carrier from oil, press new seal into carrier using Drift (PWC30054). Seecross-sectional views on Figure 4-2-11 for correct assembly.

(3) Install preformed packing on seal carrier and press carrier into diaphragm.

(4) Install flanged bearing and secure with three bolts and keywashers. Tighten bolts,torque 32 to 35 Ib.in. and lock keywashers.

(5) Install assembly of gearshaft in diaphragm and mesh with related gearshafts.

CAUTION: IF, FOR ANY REASON, OTHER ACCESSORY DRIVES WERE REMOVEDDURING REMOVAL PROCEDURE ON ENGINES INCORPORATINGOPTIONAL DRIVES, EXERCISE CARE NOT TO INTERCHANGE THEEXTERNAL SCAVENGE PUMP GEARSHAFT (7; FIGURE 4-2-8) WITH THEHYDRAULIC PUMP GEARSHAFT (9). THESE GEARSHAFTS ARESIMILAR IN APPEARANCE AND MUST BE IDENTIFIED BY PARTNUMBER.

(6) Install preformed packing on rear flange of accessory gearbox diaphragm and.

position housing over diaphragm. Lead in chamfer on gearshafts permits easyentry into seals in gearbox housing.

(7) Secure assembly with four countersunk screws, washers and nuts, and torque 36

to 40 Ib.in.

(8) Install preformed packing on front spigot of diaphragm Flange G and insert oil tank

O center tube (1) with preformed packing into diaphragm (See Figure 4-2-10).

Page 4-2-25

Aug 27/2004



L ii

A

~1

VIEW A

Post-SB1045 Engines C221B

Accessory Gearbox Installation LockingFigure 4-2-10

Page 4-2-26

Aug 27/2004




1. Oil Tank Center Tube

2. Coupling Shaft

3. Retaining Ring4. Flat Washer

5. Ball Thrust Spring Key6. Lock Ball Expander Spring7. Flat Washer

8. Lock Ball

9. Compressor Rear Hub Coupling

(9) Pre-SB1045: Install accessory gearbox assembly on inlet case studs, aligningtransfer tubes. Make sure that index mark on coupling shaft is aligned with index

mark on gearbox input shaft.

(10) Pre-SB1045 and all PT6A-20A engines, install accessory gearbox assembly on inlet

case as follows:

(a) Install washer (7), new expander spring (6), key (5) and washer (4) into

compressor rear hub coupling (9) and secure with retaining ring (3).

(b) Slowly rotate compressor until hole in splined end of rear hub is at 12 o’clock

position. Coat new lock ball (8) with petrolatum jelly and place in hole. (SeeFigure 4-2-10).

(c) Install pusher (PWC30373) through housing center boss into input gearshaft.

(d) Position gearbox assembly on inlet case studs to align coupling shaft with rear

hub.

(e) If lock ball is correctly engaged, end-float along coupling shaft will be reducedto a slight fore-and-aft slackness.

(f) A visual check should show end of coupling shaft approximately 0.250 inch

forward of adapter.

(g) Remove pusher and install hexagon plug complete with preformed packing.Torque plug (Ref. No. 92, Fits Clearances), and safety wire.

(11) On engines with Post-SB1104 embodied, install accessory gearbox assembly on

inlet case studs, aligning transfer tubes. Align coupling shaft with compressor rear

hub.

(12) Install plain washers over short studs on compressor inlet case, and thick spacersover long studs. Install nuts on studs, tighten and torque 32 to 36 Ib.in.

(13) Install oil filter housing together with filter element and filter cover (Ref. Part 3,Removal& Installation).

Page 4-2-27

Aug 27/2004



\y)oo´•

c,

G

G

C506C

Centrifugal Breather Gearshaft Carbon Seal ReplacementFigure 4-2-11

Page 4-2-28

Aug 27/2004



(14) Install two new preformed packings on oil filler tube and secure assembly in

accessory gearbox housing with retaining ring.

(15) Install new preformed packing on short internal oil transfer tube and insert into

compressor inlet case at 6 o’clock position.

(16) Install new preformed packing on compressor inlet case end of No. 2 bearingscavenge oil tube. Secure flange with two bolts at 6 o’clock position and lockwire.

(17) Install all previously removed accessories.

(18) Connect all pneumatic, fuel and oil lines. Tighten connectors if applicable.

(19) Connect all electrical cables and lockwire electrical connectors if applicable.

(20) Connect and lockwire all control rods as required.

(21) Install drain plug and secure with lockpin and cotterpin.

(22) Refill oil tank with oil of approved specification (Refer to Part 2, Engine Oil SystemServicing)

SCAVENGE PUMP INLET SCREEN

23. CLEANING (Ref. Fig. 4-2-12)

A. Procedure

(1) Drain the oil tank and AGE (Ref. Part 2, Section 1). With asuitable light source and

mirror or borescope, check the scavenge pump inlet screen mesh for carbon or

debris (Ref. Fig. 4-2-12).

(2) If the screen mesh has carbon or debris, carefully remove it with a suitable small

plastic scraper or brush. Do not deform the screen mesh.

(a) Flush anycarbon or debris residue from the AGE as follows:

1 Remove the oil filler cap.

2 Remove the retaining ring and oil filler tube.

3 Place a suitable container under the AGE drain, and pour approximately 34

fluid ounces of new engine oil (PWC03-001) heated to 122"F (50"C) into

the AGE filler tube opening. Make sure that the oil does not enter the oil tank.

4 Let the oil drain. Examine the inlet screen and surrounding area to make sure

that the residue is removed. If not, repeat the cleaning and flushingprocedure above.

(b) Install the oil filler tube and retaining ring.

(c) Refill the oil tank Ref. Part 2, Section 1).

Page 4-2-29

Aug 27/2004



OIL FILLER CAP

AND CAGE ASSEMBLY

-t

I -tt 1

-I-

I-

DRAIN PLUG ORMAGNETIC CHIPDETECTOR

81)PUMPINLETSCREEN

PUMP INLETSCREEN

SECTION A-A VIEW B

(DRAIN PLUG REMOVED) (TYPICAL VIEW ON DRAIN BOSS)

C41801

Scavenge Pump Inlet Screen InspectionFigure 4-2-12

Page 4-2-30

Aug 27/2004



PART 4 HEAVY MAINTENANCE


1. GENERAL

A. Compressor turbine blade stretch inspection is to be implemented at an approvedoverhaul facility only, and as such, compressor turbine disk and blade assemblies which

have been subjected to an overtemperature condition (Ref. Part 2, Section 6, Testing)should be returned to an overhaul facility, together with records of total operating hours or

flight cycles (Ref. PART 2, SECTION 4, STANDARD PRACTICES) since engineoverhaul or installation of replacement port.

2. EXHAUST DUCT

A. Procedure

(1) Inspect exhaust duct as follows:

(a) Inspect case and flanges for nicks, dents, cracks or distortion. No cracks are

permitted in the outer case or flanges.

(b) Inspect turning vanes (Pre-SB11S1) for security and cracks. Crack limits and

acceptable stop drilling are shown on Figure 4-3-1. Vanes cracked beyondlimits should be replaced. (Refer to Repair, following.)

(c) On Pre-SB1324 exhaust ducts, inspect outer surface of flange D, approximatelyone inch below the flange, for circumferential cracks. If cracks or cracking are

evident, return engine to overhaul facility for repair.

(2) For engines that have incorporated SB1610 since the last overhaul and that exhibit

inferior welds:

(a) Inspect for cracks at each minor inspection and repeat the inspection (Ref.Step (c)) at intervals not to exceed 150 hours of flight time.

(b) If cracks are found, repeat the inspection (Ref. Step (c)) at intervals not to

exceed 25 hours flight time. All cracks will be marked with a suitable metal

marking pencil (PWC05-013), and the length, location, duct hours and Time

Since Overhaul recorded.

(c) Using 5x magnification, visually inspect the forward area of the exhaust duct for

cracks, from the propeller reduction gearbox mounting flange to 2 inches aft

around the entire circumference of the duct.

1 Exhaust ducts are considered serviceable provided:

There are no more than 3 cracks.

The total length of all cracks does not exceed 2 inches.

No one crack exceeds 1 inch.

Page 4-3-1

Feb 01/2002



ANY LENGTH ACCEPTABLEWITHOUT REPAIR

1 INCH CRACK ACCEPTABLESTOP DRILL 1/16 INCH

1 118 INCH CRACK ACCEPTABLESTOP DRILL 1/16 INCH

AIRFOIL CRACK FROM UEANY LENGTH ACCEPTABLE

STOP DRILL 1/16 INCH

(Pre-SB1151 Engines) C585A

Exhaust Duct V~ne Acceptable Crack Limits

Figure 4-3-1

Page 4-3-2

Feb 01/2002



´•I When there are 2 or 3 cracks, they must be separated by a minimum of

6x the length of the longest crack or 3 inches, whichever is greater.

The growth rate of any crack does not exceed 0.015 inch/hour of operation.

3. COMPRESSOR INLET CASE

A. Procedure

(1) Inspect compressor inlet case as follows:

(a) Examine compressor inlet case for general condition.

(b) One crack tin one strut only) up to 0.700 inch is acceptable as is, providedcrack is not open more than 0.020 inch and does not progress through the

fiiet radius.

(c) Cracks exceeding 0.700 inch in inlet case struts will require removal of inlet

case and forwarding to an approved overhaul facility for repair.

4. GAS GENERATOR CASE

A. Inspection of Gas Generator Case

(1) Missing diffuser exit ducts:

(a) Reject engine if two adjacent exit ducts are missing, or if more than two

?onadjacent ducts are missing.

(b) An engine missing a maximum of two non-adjacent ducts may continue in

service for 500 hours after discovery, if all other exit ducts are within allowable

limits and engine performance remains acceptable. Remove debris and sharpedges.

NOTE: Operating with missing diffuser exit ducts may lead to accelerated hot

section deterioration. If engine is kept in service, perform borescopeinspection of hot section and combustion chamber at recommended

interval (Ref. Periodic Inspection).

(2) Examine gas generator case for general condition, including cracks, distortion, and

evidence of overheating.

(3) On engines installed in airframe, check engine mounts for attachment and

conditions (Ref. Aircraft Maintenance Manual).

(4) On engines which have been disassembled for HSI (Ref. Table 3-3-2), examine

condition of mounting pads and threaded holes.

(5) Examine shanknuts on flanges in area of No. 2 bearing for tightness. Loose or

damaged nuts may be replaced (Ref. Repair).

Page 4-3-3

Feb 01/2002



(6) Inspect straightening vanes for cracks and missing material. Up to seven vanes

with one side broken off is acceptable provided no more than two are adjacent to

one another, and sharp material is blended to make sure no further detachment of

material

(7) Examine diffuser exit ducts in gas generator case as follows (Ref. Fig. 4-3-2).

(a) Inspect for fretting wear at following locations:

Between adjacent ducts.

Between ducts and adjacent straightening vanes.

Between ducts and inner wall of gas generator case.

NOTE: Fretting wear on outer face and edge adjacent to next ducts is

acceptable. Blend repair sharp edges by removal of excessivelythinned metal.

(b) Any cracks on inner or outer surfaces, which will not converge and allow metal

to become detached, are acceptable (Ref. Details A, B and D, Fig. 4-3-2)provided they are stop drilled (Ref. Repair). A crack terminating at a seam weld

requires no stop drilling. For cracks which could converge and allow metal to

become detached (Ref. Detail C) refer to Repair.

(8) Loss of material on a maximum of four diffuser exit ducts is acceptable provided:

(a) Detached material is removed from engine.

(b) Size of detached material does not exceed 0.50 x 0.80 in. on the inner surface,0.30 x 0.30 in, on the outer surfaces (Ref. Details A and B, Fig. 4-3-2).

(c) A hole on the inner surface is smoothed to remove uneven edges (Ref.Repai r).

(d) Fretted areas are smoothed to remove excessively thinned material (Ref.Repair).

(e) When any of the above limits are exceeded, the ducts must be replaced (Ref.Repair).

(9) Inspect gas generator case for corrosion:

NOTE: For engines with a diffused aluminide conversion-coated gas generatorcase, the corrosion products may become visually apparent. Coloring will

be reddish brown to rust, which may give the impression that prematureattack has occurred on the base material. Light brushing with a soft bristle

brush will show that apparent rust is superficial. Appearance of coatingmay vary. Damaged coating should be touch-up repaired (Ref. Section 4,Approved Repairs).

(a) Minor corrosion on the exposed surfaces of the gas generator case may be

removed (Ref. Section 4, Approved Repairs).

Page 4-3-4

Feb 01/2002



DAMAGE ON OUTER SURFACE DAMAGE ON INNER SURFACE

0.300 MAX.

PERMISSIBLE I Y 0.500 MAX.

PERMISSIBLE

0.800 MAX.PERMISSIBLE

A B

DAMAGE ON INNER SURFACE DAMAGE ON OUTER SURFACE

FRETTED AREA

C D

C347D

Diffuser Exit Tubes (Typical Examples)Figure 4-3-2

Page 4-3-5

Feb 01/2002



(b) If the condition of the corrosion exhibited on the exposed surfaces of the gas

generator case indicates that further examination of the fuel manifold and

igniter bosses is required, remove the fuel manifold adapters and spark igniters(Ref. PART 3, SECTION 2, REMOVAL INSTALLATION). Examine mountingpads, fuel nozzle bosses and machined surfaces for corrosion and wear. Isolated

corrosion pitting not closely grouped, less than 0.010 inch deep, not coveringmore than 75 percent of the surface is acceptable without repair.

Page 4-3-6

Feb 01/2002




SECTION 4 REPAIR

INTRODUCTION

1. GENERAL

A. This section contains the latest approved methods for repair at heavy maintenance level

of the PT6 engine. It has been written with the understanding that all parts requiringrepair have been thoroughly inspected and tagged to indicate necessary repairs. As more

information concerning repairs becomes available, it will be included in subsequentrevisions to this manual.

HELICAL COIL INSERTS

2. REPLACEMENT

The use of helical coil inserts permits repair of housings which might otherwise be scrappedbecause of damaged threads. The insert is located between tapped female thread and

screw thread of stud or bolt, to restore a damaged thread to its original size. Refer to

appropriate Illustrated Parts Catalog (IPC) for approved locations and part number of inserts.

Unauthorized helical coil, or similar inserts, repairs of damaged studholes, etc, is not

permitted. Authorization for repairs of this type should be obtained from Pratt and WhitneyCanada.

A. Repair

(1) Replace inserts as follows:

(a) Remove unserviceable helical coil inserts using tools contained in Standard

commercial helical coil repair kits.

(b) Install new inserts of the same size as those removed, and drive to correct

thread pitch below surface of part in which they are installed. Cut off drivingtang at notch.

REDUCTION GEARBOX ASSEMBLY

3. FRONT AND REAR REDUCTION GEARBOX HOUSING

A. Repair of Corrosion

I NOTE: Corrosion must not be deeper than 0.010 in. and must not cover an area

greater than 30 percent of the total surface of the front and rear RGB housing.

(1) Apply a suitable covering material around the area to be repaired.

Page 4-4-1

Jun 10/2005



(2) Clean the surface of the area to be repaired, using a swab soaked in isopropylalcohol (PWC11-014) and crocus cloth (PWC05-061).

(3) Remove all traces of corrosion (magnesium oxide) using a suitable steel brush,crocus cloth (PWC05-061), abrasive cloth (PWC05-101), file or grit paper.Remove all traces of debris using a vacuum cleaner.

(4) Flush the area with clean water at room temperature.

(5) Dry the area with clean, compressed air, at 29 psig.

WARNING: REFER TO THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USETHESE MATERIALS FOR INFORMATION, SUCH AS HAZARDOUS

INGREDIENTS, PHYSICAVCHEMICAL CHARACTERISTICS, FIRE,EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONSFOR SAFE HANDLING, USE AND CONTROL MEASURES. SOME OFTHESE MATERIALS CAN BE DANGEROUS. YOU CAN GET THE DATASHEETS FROM THE MANUFACTURERS OR THE SUPPLIERS OFTHESE MATERIALS.

(6) Prepare a chrome pickle solution (Ref. PART 2, SECTION 4, STANDARD

PRACTICES, Touch-Up Solution).

(7) Using a swab or brush, apply the chrome pickle solution, at a temperature of 17" to

29"C (55" to 85"F), to the prepared surface for 30 to 45 seconds.

NOTE: Repeat the application frequently to make sure that the affected surface is

continually wet with the solution.

(8) Swab the area with clean water until successive swabs are no longer stained

yellow.

(9) Dry the area with local heating lair dry or a heat gun at a low setting).

(10) Clean the affected area with a rag soaked in clean water.

(11) Dry the area with clean, compressed air at 29 psig.

(12) Apply two coats of primer (PWC13-001).

NOTE: The primer can be diluted with 10% solvent.

(13) Allow the primer to air dry for eight hours before applying enamel paint. Use

compressed air at 29 psig to accelerate the drying time.

(14) Apply three to four coats of enamel (PWC05-037) to the primed surface. Allow the

surface of the enamel to become tacky (approximately 15 minutes) between each

coat. The final coat of enamel must dry for 24 hours before returning the engine to

service.

NOTE: Drying time for the primer and paint can be reduced with the use of ´•a heat

gun at a low setting. Refer to the manufacturer’s instructions.

Page 4-4-2

Jun 10/2005




4. CRACK REPAIR

A. Procedure

(1) Repair acceptable combustion chamber liner cracks as follows (Ref. PART 3,INSPECTION, for repairable limits):

CAUTION: ANY HOLES THAT ARE PLUGGED AS A RESULT OF WELDINGMUST BE REDRILLED TO THE ORIGINAL SIZE, AND THENDEBURRED. PARTICLES OF LOOSE WELD MUST BE REMOVED.

(a) Stop-drill both ends of crack, using 1/16 (0.0625) inch drill. Vee-out crack usingsuitable abrasive wheel. Wire brush thoroughly and swab with alcohol.

(b) Weld crack using inert gas fusion method (Ref. PART 2, preceding) and filler

rod specified in Table 4-4-1. Use copper back-up plate to reduce distortion,with addition of argon gas back-up (if available). Stress relief after welding is not

required.

NOTE: Do not dress the weld.

TABLE 4-4-1, Filler Rod Specification Combustion Chamber Liner Repair

PART NO. SPECIFICATION

Combustion Chamber Liner Filler Rod

3007583 AMS5798

3009083 AMS5798

3d‘l 0083 AMS5798

3011083 AMS5798

3014142 AMS5798

3014769 AMS5798

3023774 AMS5837

EXHAUST DUCT TURNING VANE (PRE-SB11S1 ENGINES)

5. REPLACEMENT

A. Procedure

(1) Before attempting to install replacement vanes, set up fixture (PWC30153) with

reference to existing vanes in duct under repair, as follows (Ref. Fig. 4-4-1):

(a) Loosen locknut (3) and back off setting screw (2) by turning counterclockwise.

(b)’ Rotate fixture arm (1) to line up with serviceable vane, when fixture is

installed and located on the offset hole on flange D.

Page 4-4-3

Jun 10/2005



1 2 3

a a a

C112A

Fixture (PWC30153)Figure 4-4-1

Page 4-4-4

Jun 10/2005



(c) Turn setting screw (2) to contact, but not pre-load, trailing edge of vane.

Tighten locknut (3).

(d) Shim equally either side, as required, to take up any clearance between fixture

(PWC30153), and exhaust duct Flange D.

(e) Remove fixture, taking care not to disturb setting of screw (2).

6. INSTALLATION

A. Procedure

(1) Install replacement vane(s) as follows (Ref. Pig. 4-4-1, 4-4-2):

(a) Remove defective vane(s) by grinding off rivet heads and driving out stems

using a suitable pin punch.

(b) Position and locate new vane in duct using the previously set vane locatingfixture (PWC30153). The arm (1, Pig. 4-4-1) must be rotated to the desired

radial location and the fixture reinstalled on the offset hole of Flange D to achieve

this.

(c) Drill five holes in new vane through the five holes in the duct. Pilot-drill usingNo. 52 (0.0635 inch) drill followed by No. 40 (0.098 inch) drill.

(d) Remove fixture (PWC30153) and vane and deburr the five holes.

(e) Install new vane and secure with suitable sheet metal fasteners.

(f) Prior to riveting, install plain washer on each of five rivets (Ref. Pig. 4-4-2).

EXHAUST DUCT(PRE-SB1151 ENGINES)

7. REPAIR

A. Procedure

(1) Inner exhaust duct walls that have cracks emanating from the turning vane rivet

holes may be weld repaired as follows:

(a) Stop drill 1/16 (0.0625) inch end of crack.

(b) Thoroughly wire brush the area to be welded.

(c) Using tungsten inert-gas method and filler rod (PWC05-216A), weld preparedareas.

(d) Dress welds as required and fluorescent penetrant inspect welded areas.

Page 4-4-5

Jun 10/2005



EXHAUST DUCT(REF.)

RIVETS 5 PER VANE

WASHERS 5 PER VANE

.A

TRAILINGEDGE

VANE

(REF.) A

FWD

B 111 1 B LEADING EDGE

RIVETSWASHERS

RIVETS (2)3 HOLES

0.098-0.100 DIA.

2 HOLES0.098-0.100 DIA. RIVETS (3)

SECTION B-8SECTION A-A

(Pre-SB11S1 Engines) C113A

Installation of Exhaust Duct Turning Vane

Figure 4-4-2

Page 4-4-6

Jun 10/2005



COMPRESSOR INLET CASE

8. REPAIR OF CORROSION

A. Procedure

NOTE: Corrosion must not be deeper than 0.010 in., and must not cover an area

greater than 10 percent of the total surface of the inlet case.

(1) Apply a suitable covering material over the compressor section.

(2) Clean the surface of the area to be repaired, using a swab soaked in isopropylalcohol (PWC11-014) and crocus cloth (PWC05-061).

(3) Remove all traces of corrosion (aluminum oxide) using a suitable steel brush,crocus cloth (PWC05-061), abrasive cloth (PWC05-101), file or grit paper.Remove all traces of debris using a vacuum cleaner.


(5) Locally clean the repaired surface and surrounding area, using a swab soaked in

perchlorethylene (PWC11-016) or acetone (PWC11-012) and a crocus cloth

(PWC05-061). Remove all debris using a vacuum cleaner.

(6) Apply anodize touch-up solution (PWC05-064) using a swab or brush for three to

four minutes.

NOTE: 1. Repeat the application frequently to make sure that the affected surface

is continually wet with the solution.

NOTE: 2. If the solution does not wet the surface, remove the solution with a clean

cloth and repeat Step (3). Also, clean the first-stage compressor if the

solution has been inadvertently applied.

(7) Allow the surface to air dry or wipe off solution with a cloth soaked in clean water.

(8) Examine the coating and make sure that the repair surface is completely covered.

Reapply the treatment again, as necessary.

NOTE: After the successful completion of Step (8), the engine may be returned to

service for the next 100 hours.

(9) For a more durable repair, do the following:

(a) Do Steps (2) through (6) again.

(b) Dry the affected area thoroughly.

(c) Apply two coats of primer (PWC13-001).


Page 4-4-7

Jun 10/2005



(d) Allow the primer to air dry for eight hours before applying enamel paint. Use


(e) Apply three to four coats of enamel (PWC05-037) to the primed surface. Allow

the surface of the enamel to become tacky (approximately 15 minutes)between each coat. Allow a final coat of enamel paint to dry for 24 hours before

returning the engine to service.

NOTE: Drying time can be reduced with the use of a heat gun at a low

setting. Refer to the manufacturers instructions.

(10) If the corrosion repair is more than the maximum permitted limits, inspect the

repaired area again, at intervals not exceeding 10 flight hours. The engine must

be returned to an approved overhaul facility within 50 flight hours for a repair to be

done.

GAS GENERATOR CASE

9. REMOVAL OF DEFECTIVE RIVETS

A. Procedure

(1) Remove defective rivet as follows (Ref. Fig. 4-4-3):

(a) Drill rivet head only, using 1/8 (0.125) inch diameter drill, pry off weakened

head and carefully punch out rivet stem using a suitable pin punch.

(b) Make sure that all punched out stems are removed from engine. If necessary,stems may be blown out through straightening vanes by motoring engine.

10. SELECTION OF REPLACEMENT RIVET (Pre-SB1143 ENGINES)

A. Where possible, 1/8 (0.125) inch nominal diameter rivets P/N 3011178 (CR517-4-4)should be installed, provided hole diameter does not exceed 0.138 inch. If hole

diameter exceeds 0.138 inch, open up hole using No. 20 (0.1610 inch) drill and install

5/32 (0.15625) inch diameter oversize rivet P/N 3012519 (CR517-5-4).

11. SELECTION OF REPLACEMENT RIVET (Post-SB1143 AND ALL PT6A-20A ENGINES)

A. Where possible, 1/8 (0.125) inch nominal diameter rivets P/N 3018356 (CR517-4-6)should be installed, provided hole diameter does not exceed 0.138 inch. If hole

diameter exceeds 0.138 inch, open up hole using No. 20 (0.16!0 inch) drill and install

5/32 (0.15625) inch diameter oversize rivet (CR517-5-6).

12. INSTALLATION

A. Procedure

(1) Install replacement rivet as follows:

Page 4-4-8

Jun 10/2005



POST-SB11 43

RIVET (14)

APRE-SB1143

GAS GENERATOR CASE WPARTIAL VIEW OF

C1651A

Installation of Blind Rivets in Gas Generator Case

Figure 4-4-3

Page 4-4-9

Jun 10/2005



(a) Install rivets using Cherry rivet gun 036 with pulling head G6H4B (1/8 dia.

rivet) or G6H5B (5/32 dia. rivet). Care must be taken to keep rivet gunvertical to sheet metal to make sure rivet is properly installed. Use of modified

rivet gun, as shown in Figure 4-4-4, is strongly recommended.

(b) Inspect installed rivets (Ref. SECTION 3, INSPECTION).

13. REPAIR

A. Procedure

(1) Repair bleed valve mount flange threaded hole(s) as follows:

(a) Open up damaged hole(s) using 0.332 inch (Q size) drill. Chamfer 0.385 to

0.395 inch x 90" 5" included angle.

(b) Tap hole using 0.375-16 UNF-2B tap.

(c) Install insert ("Keensert" P/N KN428 (NAS 394C-4)) 0.010 to 0.015 inch below

surface, fingertight.

(d) Drive keys down using locking tool (P/N TD428L).

(e) If already installed, damaged inserts may be replaced as follows:

1 Drill out insert material between keys and thread to a maximum depth of

0.188 (3/16) inch using 0.281 (9/32) inch drill.

2 Deflect keys inward, break off using suitable pin punch.

3 Remove insert using E-Z out tool.

4 Install new insert, steps (c) and (d), preceding.

14. CORROSION REMOVAL

A. Procedure

(1) Remove corrosion as follows:

(a) Manually remove all visible corrosion using coarse abrasive paper to the extent

of exposing bare metal. Use abrasive cloth (PWC05-014) or a soft bristle brush

to provide a clean surface.

NOTE: Do not use power tools for corrosion removal.

(b) Restore coating on gas generator case that exhibits small localized areas of

coating loss:

Page 4-4-10

Jun 10/2005



G36 HAND GUNCHERRY RIVET DIVISION

318 DIA. NORI\IAL PIPE TOWNSEND CDMPANY

REMOVE FINGER CHERRY RIVET DIVISIONGUARD TOWNSEND COMPANY

6 A1RAD.

PLUG

31/2C-´•-´•´•12518

O3/32 THICK

PLATE: MATERIAL- STEEL17116

TUBE: MATERIAL- STEEL

f5/8 DIA. 15132

9116 RAD.

8112 RAD

SECTION A-A

C2588

Modified Cherry Rivet Gun

Figure 4-4-4

Page 4-4-11

Jun 10/2005



1 Remove all traces of oil or grease from touch-up area using an aqueous

spray or wipe (PWC11-033). if necessary, scrub area with a soft

non-metallic brush or pad.

NOTE: Casing is to be cool to the touch.

2 Mask all exposed holes in fuel or igniter pads.

3 Feather defective area using abrasive cloth (PWC05-003).

4 Thoroughly agitate, on a paint shaker or equivalent, coating material.

5 Apply two or three brush, spray or damp sponge coats of (PWC07-023)Sermetal 249 Touch-up. Wipe off excess coating.

6 Allow each coat of touch-up conversion coating to air dry for four hours

between coats.

(c) Application of corrosion inhibitor:

1 Mask all holes that are to remain free of corrosion inhibitor.

2 Apply corrosion inhibitor (PWC15-013) in accordance with manufacturer’sinstructions.

15. SHANKNUT REPLACEMENT

A. Procedure

(1) Replace shanknuts as follows (Ref. Fig. 4-4-5, 4-4-6):

(a) Using a suitable drill, partially remove the flared end of shanknut (2, Fig.4-4-5).

NOTE: Do not drill through to contact flange.

(b) Remove shanknut using a parallel pin punch at drilled end to shear weakened

flare, and retrieve from case.

(c) Install new shanknut and hold against flange (Ref. Fig. 4-4-6).

(d) Lightly lubricate tapered portion of shanknut spreader (PWC30335) with engineoil (PWC03-001) and screw into shanknut until shank end is flared againstflange.

(e) Remove shanknut spreader and examine flared end of shanknut for correct

forming with no evidence of deformation or cracks.

16. DIFFUSER EXIT DUCTS

A. Procedure

(1) In-situ repair (Ref. Fig. 4-4-7):

Page 4-4-12

Jun 10/2005



(a) Stop drill cracks using a 1/16 (0.0625) inch drill (Ref. Details A, B and C).Cracks in the outer walls of ducts may be reached by drilling access holes

in inner walls using a 1/4 (0.250) inch drill, then stop drill in outer wall using a

1/16 (0.0625) inch drill (Ref. Detail D). Access holes are acceptable without

repair.

(b) Remove metal that would become detached due to converging cracks.

(c) Blend out areas where metal has become detached, or has been removed

(Ref. Details A, B and C), or where metal has been excessively thinned due

to fretting.

17. REPLACEMENT REPAIR (REF. FIG. 4-4-8)

A. Procedure

CAUTION: BEFORE MACHINING, MASK OFF SURROUNDING HARDWARE TOPREVENTINGRESS OF METAL PARTICLES TO BEARING AREAS INPARTICULAR AND TO ENGINE iN GENERAL.

(1) Insert a suitable shim (brass or steel) between ducts and case wall to avoid

damaging surrounding area during machining. Cut off defective diffuser exit duct to

part-off dimension (View B).

NOTE: Replacement procedure is not applicable to diffuser exit tubes at locations

(5) in Figure 4-4-8.

(2) Insert gage (item 64) into stub (3), using cutter (item 63) face to DIM. "A" (View B).Break sharp edges and chamfer as required (View B). Clean area.

(3) Remove shim, coat OD of stub (3) with compound (PWC09-002). Open clamp (2)(View A-A) to permit insertion of small end of diffuser exit duct (1) and with clampstill open, as semble over stub (3) in diffuser ring.

(4) Butt up duct to stub and progressively torque bolt (4), maintaining clearances

shown. Torque bolt 28 to 32 Ib.in. and safety wire.

(5) On completion, thoroughly clean and vacuum gas generator case before and after

removal of masking tape.

18. FUEL NOZZLE BOLT REMOVAL

A. Procedure

(1) Remove fuel manifold adapter and fuel nozzle assemblies as necessary to exposebroken bolt (Ref. PART 3, REMOVAVINSTALLATION).

CAUTION: MASK ENGINE, AS NECESSARY, TO PREVENT POSSIBLE INGESTIONOF METAL PARTICLES.

(2) Install drill jig (PWC50064-100) on fuel nozzle pad, and secure with jig screw.

(3) Drill pilot hole with center drill (PWC50064-200), using jig guide.

Page 4-4-13

Jun 10/2005



s a Ac,

n USE NO. 40 (0.098) DRILLTO CLEAN HOLE AFTER

PAINTING OR RECOATINGn

p 2

i,

aREMOVE SHANKNU’TSWHERE NECESSARY

(POST-SBI1SO)

s

lp

In,

1)a rp

n, i"rt’)

C1433D

Gas Generator Case Repair (Typical)Figure 4-4-5

Page 4-4-14

Jun 10/2005

PRATT WHIINEY CANADAMAINTENANCE MANUAL


Key to Figure 4-4-5

1. Gas Generator Case

2. Shanknut

(4) Install bushing in jig, and secure with lockscrew.

(5) Drill bolt for appropriate extractor.

(6) Remove bolt. Examine threads for damage, and repair if necessary.

19. REPAIR FUEL NOZZLE PAD FRONT DAMAGED THREADED HOLE(S)

A. Procedure

NOTE: This procedure is to be used as a temporary measure to repair damagedthread in fuel nozzle pad front mounting hole(s). This repair is acceptable for

continued operation until the next overhaul, when the hell-coil insert will be

replaced by permanent TIG weld repair of the affected hole(s).

(1) Mask gas generator openings to keep out debris.

(2) Drill damaged front hole 13/64 (0.203) inch to original depth.

(3) Chamfer 0.220-0.250 inch X 120 5" included angle.

(4) Tap front hole 10-32 UNF-3B hell-coil tap.

(5) Install hell-coil insert (PWCO5-118) 10-32 UNF (P/N MS124655 or equivalent 1191-

3CN0190) using hell-coil insert tool.

(6) Break and remove driving tang.

(7) Remove all masking material.

COMPRESSOR TURBINE SHROUD GRINDING

20. OPERATION BREAKDOWN

A. Procedure (Ref. Fig. 4-4-9, 4-4-10)

(1) Carry out compressor turbine shroud grinding operations as follows:

(a) After grinding, the segments should be inspected. If a lip is present, which is

either sharp edged or proud of the ground surface by more than 0.005 inch,remove by local grinding using a hand held rotary tool with flexible drive and

grinding wheel attachment, or similar equipment.

(b) Install radius gage (PWC30417), (PWC32417) or (PWC32380):

1 Zero on master.

Page 4-4-15

Jun 10/2005



SHANKNUT AFTERSPREADER

INSTALLATION

I

SHANKNUT BEFORE

INSTALLATION

TYPICAL CROSS-SECTION AREA AND APPLICATION

C1997A

Shanknut ReplacementFigure 4-4-6

Page 4-4-16

Jun 10/2005



STOP-DRILL AND SMOOTH OUT HOLE STOP-DRILL AND SMOOTH OUT HOLE

Ib

A B

STOP-DRILL, REMOVE METAL AND BLEND OUT HOLE STOP-DRILL THROUGH WINDOW

ON INNER WALL0.800

1 Y" kl i

0.500 MAX.

0.400 MAX.

0.800 MAX.

0.250 MAX.

C D

C348C

Diffuser Exit Tube Repair (Typical)Figure 4-4-7

Page 4-4-17

Jun 10/2005



VIEW A-A

si70.015 MIN.

BOTH SIDES A A

0.0800.020

BOTH SIDES

DIM.A DIM.BL

1.290 1.370

1.280 1.320

CHAMFER 2"~ X VIEW BFERRULE AND CLAMP

REMOVED FOR CLARITY

C10359B

Diffuser Exit Duct Repair/ReplacementFigure 4-4-8

Page 4-4-18

Jun 10/2005



Key to Figure 4-4-8

1. Replacement Diffuser Exit Duct Assembly2. Clamp3. Stub

4. Bolt

5. Diffuser Exit Duct Assembly (Repair not applicable at these

locations)

2 use adapter (PWC30408) or (PWC30409) on stubshaft (Ref. Section 1,preceding).

3 Indicate on heat shield.

(c) Centralize vane assembly:

I Slightly loosen bolts on vane ring lockplate.

2 Centralize.

3 Take four readings 90 degree apart.

4 Retighten bolts and safety wire.

(d) Remove shroud eccentricity:

1 Grind shroud to remove high spots on ID following steps (f) through (j)below.

(e) Determine amount of grinding or replacement of shroud segments, as

applicable (REF NO. 318, Fits and Clearances):

NOTE: Radius gage (PWC32380) permits measurement of taper.

1 Measure shroud ID using radius gage (PWC30417) or (PWC32417).

2 Measure bladed disk OD (three places and average) using 8 to 9 inch

micrometer.

NOTE: If measurements of bladed disk OD reveal differences in excess of

0.005 inch, disk must be returned to an overhaul facility for tipgrinding.

ID Average OD3 Actual radial tip clearance equals 2

4 If actual radial tip clearance is less than 0.013 inch, grind shrouds to obtain

radial tip clearance of 0.013 inch (minimum) following procedure steps (f)through (j) below.

5 If actual radial tip clearance is greater than 0.016 inch, replace shrouds

and grind to obtain 0.013 inch (minimum) radial tip clearance followingprocedure steps (f) through (j) below.

Page 4-4-19

Jun 10/2005



(f) Install shroud grinder (PWC30122) or (PWC37917), as applicable (Ref. Fig.4-4-9):

1 On stubshaft.

2 Use adapter (PWC30408) or (PWC30409) (Ref. Section 1, preceding).

3 Align offset hole.

(g) Set grinding wheel (PWC32122-50) or (PWC32528), as applicable:

1 Wheel freshly dressed.

2 Adjust vertical vernier first.

3 Set wheel to bottom of shroud segments.

4 Adjustside vernier.

5 Set wheel to touch thickest segment.

6 Back off side vernier one turn.

(h) Grinding Operation 1:

1 Start air and adjust side vernier until wheel touches.

2 Adjust vertical vernier one turn IN at each completed revolution of grinder.

3 Repeat until wheel touches top of shroud.

(i) Grinding Operation 2:

1 Adjust side vernier until wheel touches.

2 Adjust vertical vernier one turn OUT at each completed revolution of

grinder.

3 Repeat until wheel reaches bottom of shroud.

(j) Grinding Operation 3.

1 Adjust side vernier until wheel touches.

2 Repeat steps (h) and (i).

3 Repeat this procedure until desired clearance is obtained.

Page 4-4-20

Jun 10/2005



ACCESSORY GEARBOX ASSEMBLY

21. ACCESSORY GEARBOX HOUSING

A. Repair of Corrosion

NOTE: Corrosion must not be deeper than 0.010 in. and must not cover an area

greater than 10 percent of the total surface of the AGE housing.

(1) Apply a suitable covering material over all accessories, linkages, the compressorsection and around the area to be repaired.

(2) Clean the surface of the area to be repaired with a swab soaked in isopropylalcohol (PWC11-014) and crocus cloth (PWC05-061).

(3) Remove all traces of corrosion (magnesium oxide) using a suitable steel brush,crocus cloth (PWC05-061), abrasive cloth (PWC05-101), file or grit paper.Remove all traces of debris using a vacuum cleaner.


(5) Dry the area with clean compressed air at 29 psig.

WARNING: REFER TO THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USETHESE MATERIALS FOR INFORMATION SUCH AS HAZARDOUS

INGREDIENTS, PHYSICAVCHEMICAL CHARACTERISTICS, FIRE,EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FORSAFE HANDLING, USE AND CONTROL MEASURES. SOME OFTHESE MATERIALS CAN BE DANGEROUS. YOU CAN GET THE DATA

SHEETS FROM THE MANUFACTURERS OR THE SUPPLIERS OFTHESE MATERIALS.

(6) Prepare a chrome pickle solution (Ref. PART 2, SECTION 4, STANDARD

PRACTICES, Touch-Up Solution).

(7) Using a swab or brush, apply the chrome pickle solution, at a temperature of 17" to

29"C (55" to 85"F), to the prepared surface for 30 to 45 seconds.

NOTE: Repeat the application frequently to make sure that the affected surface is

continually wet with the solution.

(8) Swab the area with clean water until successive swabs are no longer stained

yellow.

(9) Dry the area with local heating lair dry or a heat gun at a low setting).

(10) Clean the affected area with a rag soaked in clean water.

(11) Dry the area with clean, compressed air at 29 psig.

(12) Apply two coats of primer (PWC13-001).


Page 4-4-21

Jun 10/2005



O 4

7

8

~ille

1 6

C1747

Compressor Turbine Shroud GrindingFigure 4-4-9

Page 4-4-22

Jun 10/2005



Key to Figure 4-4-9

1. Blanking Material

2. Grinding Wheel

3. Shroud Grinding (PWC30122)4. Gas Generator Case

5. Vertical Vernier

6. Shroud Segment7. Adapter (PWC30408) or (PWC30409)8. Side Vernier

(13) Allow the primer to air dry for eight hours before applying enamel paint. Use


(14) Apply three to four coats of enamel (PWC05-037) to the primed surface. Allow the

surface of the enamel to become tacky (approximately 15 minutes) between each

coat. The final coat of enamel must dry for 24 hours before returning the engine to

service.

NOTE: Drying time for the primer and paint can be reduced with the use of a heat

gun at a low setting. Refer to the manufacturers instructions.

T5 BUS-BAR TERMINAL STRAPS OR LUGS

22. REPLACEMENT

A. Procedure

(1) Replace damaged terminal straps or lugs on T5 bus-bar as follows (Ref. Fig.

(a) Dress bus-bar to remove old weldment.

(b) Secure appropriate terminal strap to bus-bar and fusion weld using the

tungsten-inert gas (TIG) method. No filler rod required.

(c) Attach terminal lug to the bus-bar, making sure the large chamfer on threaded

portion is facing outward; fusion weld using the TIG method. Use chromel or

alum’el welding rod (PWC05-164), as applicable.

NOTE: Stress relief is not required.

T5 TERMINAL BLOCK

23. REPAIR

A. Procedure

(1) Repair loose T5 terminals in block as follows:

Page 4-4-23

Jun 10/2005



EXAMPLE: RECOMMENDED SHROUD SEGMENT GRIND

BLADED DISK OD CLASS TO BE USED SHROUD SEGMENT

MEASUREMENTS CLASS DIMENSION A (See ID TO (INCHBS)

(INCHES) Illustration) WINfHUn MAKIMUM REMARKS

8.548 1 0.042 to 0.043 8.570 8.584 NOTE: If blade

tip clearance

8.542 2 0.045 to 0.046 8.564 8.578 exceeds specifiedlimits after

8.536 3 0.048 to 0.049 8.558 8.527 removing eccent-

ricity on shroud

8.530 4 0.051 to 0.052 8.552 8.566 segments, select

neat higher8.524 0.054 to 0.055 8.546 8.560 (thicPrest) class

segments and

8.518 6 0.057 to 0.058 8.540 8.554 grind as

required. For

8.512 7 0.060 to 0.061 8.534 8.548 bladed dish OD

beloP~ 8.512

8 0.069 to 0.072t a a inches use class

8 or 9.

9 0.079 to 0.083f

f Post-SEll47

a Grind to suit

fA

SHROUD CROSS SECTION SHOWING

DIMENSION "A"

C76140

Shroud Cross Section

Figure 4-4-10

Page 4-4-24

Jun 10/2005

PRATT WHITNEY CANADAWIAINTENANCE MANUAL


WELD

0.200 0.685o.oso~ 0.565

ALUMELTERMINAL LUG

WELD

45"fi TERMINAL STRAPn

CHROMELTERMINAL LUG

C744A

Terminal Straps and Lugs ReplacementFigure 4-4-11

Page 4-4-25

Jun 10/2005



WARNING: CARE MUST BE EXERCISED WHILE USING THERMOCOUPLESEALING CEMENT (PWC08-009), OTHERWISE, SPLASHES MIGHTCAUSE DISCOMFORT OF THE EYES. IN THE EVENT OFCONTACT WITH EYES, IMMEDIATELY WASH WITH WATER ANDCONSULT A PHYSICIAN (MEDICAL DOCTOR).

(a) Secure terminals by applying a few drops of cement (PWC08-009). The

terminal block is to be oven-dried at temperature of 65" to 93"C (149" to 199.4"F)for one-half hour, or air dried at room temperature for 24 hours.

(b) Replace missing ceramic insulation as follows:

1 Apply cement (PWC08-009), as required, to surfaces.

NOTE: Make sure that all surfaces coming into contact with the cement

are free from grease and dirt. Contamination by these impuritieswill adversely affect the physical and electrical insulating propertiesof the cement.

2 Dry assembly at 38"C (100"F) for one-half hour to eliminate bubbling.

3 Cure assembly at a temperature of 65" to 93"C (149" to 199.4"F) for two

hours, or air dry at room temperature for 24 hours.

(c) Perform loop resistance and continuity check (Ref. PART 3, INSPECTION).

THERMOCOUPLE.~RNESSi)

24. LUG REPLACEMENT (SINGLE INSULATION CRIMPING)

A. Procedure

(1) Replace broken or damaged terminal lugs (Ref. Fig. 4-4-12).

(a) Cut wire as close as possible to weld, open ears and remove lug from lead.

NOTE: Harness lead must not be shortened more than absolutely necessaryin order to maintain resistance within permissible limits.

(b) Work stainless steel braid back approximately 1/2 inch. Exercise care not to

damage insulation under braid.

(c) Wrap insulating tape (PWC05-191) two turns over exposed insulation, trim

frayed insulation back to 3/16 (0.1875) inch from end of wire.

(d) Trim stainless steel braid to 5/16 (0.3125) inch from end of wire and wrap tapetwo turns over braid.

(e) Slide chafing sleeve (tubing, class H-C-2) 7/16 (0.4375) inch long over tape,with twisting motion, to 1/4 (0.250) inch from end of wire.

Page 4-4-26

Jun 10/2005



SLEEVE

OSTEEL BRAID

WIRE -/INSULATION

INSULATION TAPE

WELD 7 ~r CRIMP

O

C927B

T5 Harness Lug Replacement Single Insulation CrimpingFigure 4-4-12

Page 4-4-27

Jun 10/2005



(f) Secure a terminal lug of appropriate material (chromel or alumel) to the wire bycrimping small ear of lug around wire with approximately 1/16 (0.0625) inch of

wire exposed.

(g) Fusion weld wire to terminal lug using TIG method. Use chromel or alumel

welding rod (PWC05-164), as applicable. Inspect and test weld by gentlypulling on lug with pliers. Clean both sides of lug with stainless steel wire brush

or emery cloth (PWC05-003).

(h) Crimp large terminal lug ears over insulation sleeve.

(i) Perform loop resistance and continuity check (Ref. PART 3, SECTION 2,REMOVAUINSTALLATION).

25. LUG REPLACEMENT (DOUBLE INSULATION CRIMPING)

A. Procedure

(1) Replace broken or damaged terminal lugs (Ref. Pig. 4-4-13):

(a) Proceed as detailed in Paragraph 24., Steps (a) through (g). Use a sleeve 3/4

(0.750) inch long and vary other dimensions slightly to allow for longer terminal

lug.

(b) Crimp the two lug ears over the chafing sleeve using pliers (PWC30425) (Ref.Pig. 4-4-14, Steps 1 to 4).

(c) Perform loop resistance and continuity check (Ref. PART 3, INSPECTION).

26. BRAIDING REPAIR

A. Procedure

(1) Lifted or broken stainless steel braiding may be cut away providing insulation

remains intact. Repair broken or deteriorated braiding on harness as follows:

(a) Cut off all loose strands of braiding around damaged area.

(b) Wrap insulating tape (PWC05-191) around harness, covering all of the

damaged area (Ref. Pig. 4-4-15).

(c) Wrap repaired area with steel wire (PWC05-110) MS9226-01 (AMS5687). Hold

wrapping wire snugly along length of harness braid beginning from the left.

Starting at opposite end, wrap wire tightly and uniformly over harness braid and

repaired area.

NOTE: Make sure the wire overlaps tape and contacts harness braid at each

end of the repair.

(d) When approximately two-thirds of wrapping length is completed, allow short

end of loop to remain exposed. Continue wrapping wire to complete remainingdistance, shown as "113 X".

Page 4-4-28

Jun 10/2005



INSULATING TAPE

O

WIRE II;SULATION STEEL BRAID

SLEEVE

W$D CRIMP

C1184A

T5 Harness Lug Replacement Double Insulation CrimpingFigure 4-4-13

Page 4-4-29

Jun 10/2005



XSTEP1 STEPP

STEP 3 STEP 4

C1185

T5 harness Lug Replacement, Crimping Procedure

Figure 4-4-14

Page 4-4-30

Jun 10/2005



INSULATING TAPE

B

:"i113 X

C4960C

T5 Thermocouple Harness Braid RepairFigure 4-4-15

Page 4-4-31

Jun 10/2005



(e) After final turn of wrapping, insert wire "A" through loop. Cut off surplus end of

wire "B", so that length is approximately one-third of repair lehgth. Pull loopend "C" until wire at "A" is snug and end "B" of wire has just disappearedunderneath final turn of wrappings. Then, cut wire end "C" flush.

FIRESEALS

27. CHAFING STRIP REPLACEMENT

A. Procedure

(1) Detached sealing strips, if serviceable, may be rebonded as follows:

(a) Remove old cement and thoroughly clean surfaces to be bonded usinginhibited trichloroethane (PWC11-014). Roughen surface of chafing strip with fine

emery cloth and clean with inhibited trichloroethane.

(b) Bond chafing strips to center fireseal (top and bottom) using silastic cement

(PWC09-001), and allow to dry at room temperature for approximately 72

hours.

(c) Bond chafing strip to rear fireseal mount ring using cement (PWC08-009), andallow to dry at room temperature for at least two hours.

28. WIDE MESH AIR INLET SCREEN

A. Procedure

(1) The following repair is permissible provided there is no wire mesh breakage or

unbonding of the chafing strips from the wire mesh.

(a) Rebond chafing strips to flanges using silastic cement (PWC09-001). Allow to

dry at room temperature for approximately 72 hours.

INLET FAIRING AND SUPPORT RING

29. SEALING STRIP BONDING

A. Procedure

(1) Partially detached sealing strips, if serviceable, may be rebonded as follows:

(a) Remove old cement and thoroughly clean surfaces to be bonded using inhibited

trichloroethane (PWC11-014). Roughen surface of sealing strip with fine emerycloth and clean with inhibited trichloroethane.

(b) For Post-SB1056 engines: Bond sealing strip to top or bottom inlet fairing usingsilastic cement (PWC09-001), and allow to dry at room temperature for

approximately 72 hours.

Page 4-4-32

Jun 10/2005



(c) Bond sealing strip to support ring with silastic cement (PWC08-009), and allow

to dry at room temperature a minimum of 72 hours.

INSULATED AND HEATED PNEUMATIC TUBES

30. REPAIR

A. Procedure

(1) Cuts in rubber sheaths of insulated tubes may be repaired as follows:

(a) Apply silastic cement (PWC08-009) to damaged area in accordance with

manufacturer’s recommendations. If the cut is large, it may be necessary to bind

the area lightly with plastic covered wire until the cement has cured.

(b) Allow cement to cure 24 hours at room temperature.

(c) Trim excess cement if necessary.

OIL FILTER CHECK VALVE

31. LAPPING

A. Procedure

(1) When a new oil filter check valve or housing is installed, the check valve may be

lapped in position in the filter housing as follows (Ref. Fig. 4-4-16):

(a) Lap Face A of valve in housing, or check valve in check valve seat (ForPost-SB1379 engines) sufficiently to give 360-degree surface contact, usinglapping compound (PWC05-019).

(b) After lapping, wash valve and housing thoroughly in petroleum solvent

(PWC11-027). Make sure all traces of lapping compound are removed.

IGNITION CURRENT REGULATOR BOX

32. BRACKET REPAIR (WELDED TYPE)

A. Where weld seams securing mounting brackets to box, become cracked, the bracket

may be reattached to the box by riveting. Drill three holes (using a No. 51 drill) in

locations shown on Figure 4-4-17 and install rivets MS20470B2-4 or equivalent.

Page 4-4-33

Jun 10/2005



FILTER HOUSING

REPAIR WASHERMS9321-08 (IF FITTED)

FACE A

CHECK VALVE

C745A

Lapping of Oil Filter Check Valve

Figure 4-4-16

Page 4-4-34

Jun 10/2005



O lr0.1 25

I+++IVIEW ON ARROW A

6 116

C230A

Ignition Current Regulator Riveting of Detached Bracket to Box

Figure 4-4-17

Page 4-4-35/36

Jun 10/2005



I PART 4 HEAYY MAINTENANCE

SECTION 5 SPECIAL LIMITS AND TORQUE RECOMMENDATIONS

1. GENERAL

A. Reference numbers on Figure 4-5-1 indicate the location of fits, clearances, and partsfor which torque and spring pressures are specified. A description of, and limits for,these fits, clearances, backlashes, torques and spring pressures is located by referring a

reference number to Tables 601, 602, 603, 604 and 605 which corresponds to these

figures.

2. TERMS AND SYMBOLS

A. Procedure

(1) The terms and symbols used in Tables 4-5-1, 4-5-2, 4-5-3, 4-5-4 and 4-5-5 are

explained as follows:

(a) DIMENSIONS FOR REF Column This column indicates the minimum and

maximum manufacturing dimensions of two mating parts. These dimensions

are provided for information only.

(b) LIMITS Column This column indicates the desired minimum and maximum fits

and clearances between new parts, and also the allowable limit to which these

parts may wear before replacement is necessary.

(c) The symbol T indicates a tight fit and a fit without a T symbol denotes a loose

fit.

(d) Unless otherwise specified, all fits are diametrical.

(e) The figures in the MINIMUM, MAXIMUM and REPLACE columns shall be

interpreted as follows: torque in pound-inches, spring pressures in pounds,and all other limits in inches.

NOTE: Where the REPLACE column is left blank, the minimum or maximum

limit applies, as required.

3. TORQUE APPLICATION

A. Where minimum and maximum figures are given for torque loads, they represent the

intended tightening range. Where figures for castle nuts are provided in the minimum

column only, these nuts should be tightened to the designated torque and then further

tightened, if necessary, to properly align the locking slot. Where figures are providedin the minimum and maximum columns, the alignment of the locking slot must be obtained

without exceeding the maximum torque. If this is not possible, another nut should be

used. After tightening nuts to the recommended torque, they shall not be loosened to

permit insertion of lockwire or cotterpins.

Page 4-5-1

Aug 27/2004



B. All nut, bolt and screw torques should be obtained using a thread lubricant. The

lubricant should be engine oil or equivalent unless otherwise specified. Torquerequirements for interference fit applications such as studs and pipe plugs may be

obtained with or without lubrication, unless otherwise specified.

TABLE 4-5-1, FITS AND CLEARANCES

Dim. for Ref. (inches) Limits (inches)REF

NO. Name Min. Max. Min. Max. Replace

88 Shaft, Propeller 0.4980 0.49900.0005T 0.0020T

Dowel 0.4995 0.5000

243 Adapter, Manifold, Fuel 0.5700 0.5710

Inlet 0.0010T 0.0020 0.0030

Sheath, Manifold 0.5700 0.5720

279 Bolt, Compressor 0.6350 0.6370

Turbine Stubshaft

Post-SB1043 and All 0.6400 0.6420 0.0030 0.0070

PT6A-20A EnginesDisk, Turbine

307 Shroud, Power Turbine 10.2870 10.28900.0000 0.0050T 0.0020

Duct, Exhaust 10.2840 10.2870

335 Case, Compressor 0.8560 0.8580

Inlet0.0080 0.0120 0.0150

Body, Valve, Pressure 0.8460 0.8480

Relief

456 PT6A-20A 0.1885 0.1890

Bolt, Machine0.0005 0.0030

Lever, Propeller 0.1895 0.1915

Governor

705 Seal, Carbon Face 1.1885 1.1905

Carrier, Seal 1.186 in. 1.1865 1.1875 0.0010T 0.0040T 0.0008T

ID

Page 4-5-2

Aug 27/2004



TABLE 4-5-2, Torque and Stretch

Limits

REF.

NO. Name Min. Max.

184 Pre-SB1217 2151b.in. 2401b.in.

Plug

186 Nut, Propeller Gov. Mounting 170 Ib.in. 190 Ib.in.

187 Nut, Cover, Overspeed Gov. Dr. 170 Ib.in. 190 Ib.in.

188 Nut, Self-locking 145 Ib.in. 165 Ib.in.

199 Post-SB1217 Torque Fingertight OnlyChip Detector Cover

200 Post-SB1217 451b.in. 551b.in.

Chip Detector

318 Compressor Turbine Blade 0.0110 0.0180

Radial Tip Clearance (Run Segments) (Ref.NOTE)

NOTE: Dimensions 0.0110 and 0.0180 are inspection criteria for run segments at Hot

Section Inspection on engine with a good performance.

318 Compressor Turbine Blade 0.0130 0.0160

Radial Tip Clearance (New Segments) (Ref.NOTE)

NOTE: Dimensions 0.0130 and 0.0160 are used when a new set of segments requiregrinding under field conditions.

359 For PT6A-6 Series Post-SB1OG1 12.0 12.4

359 For PT6A-20 Series 13.3 13.7

Class Average

Page 4-5-3

Aug 27/2004



TABLE 4-5-2, Torque and Stretch (Cont’d)

Limits

REF.

NO. Name Min. Max.

360 For PT6A-6 Series 12.1 12.6

Class Average (this value is the average of sub-

classification values marked on 29 vanes)

541 Pre-SB1 043 6001b.in. 6501b.in.

Bolt, Compressor Turbine (Molykote G lubrication. Tightento 600 650 Ib.in., release to zero, re-tighten to final limits.)

541 Post-SB1043 and all PT6A-20A Engines: 4201b.in. 4601b.in.

Bolt, Compressor Turbine

541 Post-SB1 439 5001b.in. 5501b.in.

Bolt, Compressor Turbine

I"’Post-SB1 459

CANCELLED AND REPLACED BY FIT NO. 1283

549 Nut, Self-locking Tighten until firm contact,plus 180 degrees.

550 Nozzle, Fuel 451b.in. 50lb.in.

554 Bolt 20lb.in. 251b.in.

561 Electrical Connectors Fingertight, plus 5

degrees.

562 Pre-SB1429 3001b.in. 3601b.in.Glow PlugPost-SB1 429

Spark IgniterTighten to 300 Ib.in., loosen to 0 Ib.in., retighten to 300 Ib.in.

minimum to 360 Ib.in. maximum.

Page 4-5-4

Aug 27/2004




Limits

REF.NO. Name Min. Max.

566 Pre-SB1429 Fingertight, plus 45

Lead, Ignition Output degrees.Post-SB1 429

Coupling Nut, Igniter Cable

576 Nut, Self-locking 12lb.in. 15lb.in.

580 Plug 2151b.in. 2401b.in.

or

Post-SB1985 and all PT6A-20A

Adapter, Straight

581 Nut, Self-locking 351b.in. 40lb.in.

582 Casing, Wire Rope 40lb.in. 60lb.in.

583 PT6A-6 Series 80 Ib.in. 100 Ib.in.

Nut

584 Nut 150lb.in. 2501b.in.

585 Nut, Castellated 20lb.in. 30lb.in.

586 Nut 60lb.in. 80lb.in.


Nut, Self-locking, (T4 Thermocouple Connection)

’588 PT6A-6 Series 10 Ib.in. 15 Ib.in.

Nut, Self-locking, (T4 Thermocouple Connection)

596 PT6A-20 Series Slb.in. 12lb.in.

Screw, Cap

Page 4-5-5

Aug 27/2004




Limits

REF.NO. Name Min. Max.

597 PT6A-20 Series 401b.in. 501b.in.

Nut, Coupling


Extension, Fuel Control Arm


Nut, Castellated


Nut, Self-locking

902 Plug, Machine 1501b.in. 2001b.in.

903 Adapter, Access Plug, Accessory Gearbox 2001b.in. 2201b.in.

950 Nut, Slot Hex 131b.in. 221b.in.

952 Metering Plug, Bleed Valve 401b.in. 501b.in.

961 Pt6A-20 Series 10 Ib.in. 15 Ib.in.

Bolt (T5 Terminal Block Connection)


Bolt (T5 Terminal Block Connection)

966 Bolt 351b.in. 451b.in.

967 Bolt 161b.in. 201b.in.

I Nozzle, Bleed Valve 10 Ib.in. 15 Ib.in.

Page 4-5-6

Aug 27/2004




Limits

REF

NO. Name Min. Max.

1283 Post-SB1 459 5001b.in. 550ib.in.

Bolt, Compressor Turbine (Molykote G lubrication. Torque to

600 650 Ib.in., release to zero, re-torque to final limits.)

TABLE 4-5-3, Spring Pressure

Limits

REF.

NO. Name Min. Max.

606 Pre-SB1043

Spring, Helical Compression

1.500 inch 8 Ibs. 10 Ibs.

TABLE 4-5-4, Special Assembly

Limits

REF

NO. Name Min. Max.

650 Coating

(1) Coat packing, packing retainer and external thread of fitting sparingly with

petrolatum (PWC06-002), or fluid to be used in line, and assemble nut, packingretainer and packing onto fitting. Work packing retainer into counterbore of nut.

Turn down until packing is pushed firmly against lower thread of fitting.

(2) Install fitting into boss, at the same time, keep nut turning with fitting until packingcontacts boss (recognized by sudden torque increase). While holding nut stationary,turn fitting in 1-1/2 turns. Position fitting by turning in, not over, one more turn.

(3) While holding fitting stationary, turn nut down against boss, then lockwire. Obtain

metal-to-metal contact between nut and boss without exceeding recommended

torque. Extrusion of packing or packing retainer not permissible.

658 Gaskets

(1) When new gaskets are used, retorque bolts after acceptance run and before

shipping. For gasket changes made in service, retorque bolts after a minimum of

one half hour running and before a maximum of five hours running iscdmpleted.

Page 4-5-7

Aug 27/2004



TABLE 4-5-5, Compressor Turbine Stater Backlash

Limits

REF.

NO. Name Min. Max.

NOT APPLICABLE

Page 4-5-8

Aug 27/2004



186

187

O

O

188

186

187

PT6A-6A

188

PT6A-6 NON-REVERSING

Reduction Gearbox PT6A-6A Engines c1223_1C

Fits Clearances


Page 4-5-9

Aug 27/2004



200~ 184

199- PRE-SB1217

POST-SB1217

Reduction Gearbox PT6A-6A Engines~

Fits 6 Clearances


Page 4-5-10

Aug 27/2004



186

88

187

188

184

(PRE-SB1217)

200

199

(POST-SB1217)

Reduction Gearbox-Pre-SB1124 PT6A-6, PT6A-6B and PT6A-20 Engines C1224B

Fits Clearances


Page 4-5-11

Aug 27/2004



186

187

88

188

184(PRE-SB1217)

200

199

(POST-SB1217)

Reduction Gearbox-Post-SB1124 PT6A-20 and PT6A-20A Engines C12258

Fits Clearances


Page 4-5-12

Aug 27/2004



FLANGE

oli~ ~A

967

966

650

VIEW AV

DETAIL B

Post-SB1046 PT6A-20 Engines, Post-SB1 043/1046 PT6A-20A Engines C41698_1 A

Fits Clearances


Page 4-5-13

Aug 27/2004



´•ao

o o

561Y I((

576 580

REAR VIEW OF ENGINE

Post-SB1046 PT6A-20 Engines, Post-SB1043/1046 PT6A-20A Engines C41698_2A

Fits Clearances


Page 4-5-14

Aug 27/2004



FLANGE C

318307

597

554

541264

278

277

359360

211

Q-´•´•PRE-SB1043 ENGINES AND PRE-SB1046 ENGINES

Post-SB1046 PT6A-20 Engines, Post-SB1 043/1046 PT6A-20A Engines C41699_1 A

Fits Clearances


Page 4-5-15

Aug 27/2004



C

243 962-~ FLANGE C

VIEW C

318

550~ 59!

554

541

541

562

-1 360

j566

658

POST-SB1043 ENGINE AND POST-SB1046 ENGINES

Post-SB1046 PT6A-20 Engines, Post-SB1043/1046 PT6A-20A Engines C41699_2A

Fits Clearances


Page 4-5-16

Aug 27/2004



FLANGE C

307 597 318

250

539

2642n606

359

241

PRE-SB1043 ENGINESAND

PRE-SB1046 ENGINES

588 587

359307 318

554

967

952

Q50

~pe" POST-SB1043 ENGINES ANDPOST-SB1OI ENGINES

Pre/Post-SB1043 and Post-SB1046 PT6A-6 and PT6A-6B Engines C12288

Fits Clearances


Page 4-5-17

Aug 27/2004



FLANGE G FLANGE E581 r 583

582

ri

I I

585 582

549 L586L582

585

SECTION G-G

Propeller Reversing Linkage PT6A-6A Engines C1230_1B

Fits Clearances


Page 4-5-18

Aug 27/2004



583 7 585 7 r 584 r 581

FLANGE C FLANGE A

SECTION A-A

A

1

582

Propeller Reversing Linkage PT6A-6A Engines C1230_2B

Fits Clearances


Page 4-5-19

Ailg 27/2004



583 582

\_HMI

M IIII 11582

i Klj~i i i I

´•-C´•ii 5861582 .X/

REARFIRESEAL CENTER

FIRESEAL

599 a r 598

kSECTION H-H

SECTION N-N SECTION K-K‘ J VIEW L SECTION M-M

585

Reversing Linkage PT6A-6B and PT6A-20 Engines C1231_1B

Fits Clearances


Page 4-5-20

Aug 27/2004



"O"hR

i~E I !I!r-

VIEW LOOKING FROM REAR

G- W" lrSECTION F-F SECTION D-D SECTION C-C SECTION B-B

F C16~LF

D ´•I~SECTION E-E 599

S B

583 ~:FB

~V VIEW ASECTION S-S

SECTION R-R

Reversing Linkage PT6A-6B and PT6A-20 Engines C1231_28

Fits Clearances


Page 4-5-21

Aug 27/2004



FLANGE C FLANGE A583

582

B r 582 D

A ´•CJ IYI I i

~B 582

I.i""i 586

REARFIRESEAL CENTER

FIRESEAL

598

585 VIEW A SECTION B-B SECTION C-C

Reversing Linkage PT6A-20A Engines C1858_1A

Fits Clearances


Page 4-5-22

Aug 27/2004



456

599

OYO

VIEW LOOKING FROM REAR

584

E

599

YIEW O L i 581 sEcTlaEl E-E

Reversing Linkage PT6A-20A Engines C1858_2A

Fits 6 Clearances


Page 4-5-23

Aug 27/2004



705

Accessory Gearbox (All Engines) C1233B

Fits Clearances


Page 4-5-24

Aug 27/2004

pt6-6 and -20 maint manuals

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