PW127 Maintenance Manual Chapter 72-00

PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3045542
LIST OF EFFECTIVE PAGES
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Check
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72-00-00
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Painting
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Repairs
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SECTION
72-00-02
Fault Isolation
PAGE
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72-00 LEP
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Jan 24/2006

MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - DESCRIPTION AND OPERATION
72-00-00
1.
General
2.
Description
A.
Reduction Gearbox
B.
Turbomachinery
C.
Accessory Drives
11
D.
Identification of Engine Bearings, Flanges and Stations
13
E.
Oil System
19
F.
Fuel and Control System
26
G. Propeller Control System
46
H.
Inlet Temperature and Torque Sensing Systems
48
I.
Ignition System
48
J.
Performance Indicating System
51
K.
Air System
53
3.
Operation (A summary of the functions previously described)
64
4.
Engine - Approved Fuels
64
A.
Use of Approved Fuels
64
B.
High Temperature Stability
71
C.
Quality
71
D.
Additives
71
E.
Acceptable Fuels (Unrestricted Use)
75
F.
Acceptable Fuels (Restricted Use)
77
5.
G. Alternate/Emergency Fuels
78
Engine - Approved Lubricating Oils
78
A.
General
78
B.
Approved Oils
79
72-00 CONTENTS
Page 1
Jan 24/2006

MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - DESCRIPTION AND OPERATION (Contd)
72-00-00
C.
Dupont Oil Blue Dye (PWC05-026)
80
D.
Oil Drain Period
80
E.
Oil Analysis
83
ENGINE - FAULT ISOLATION
72-00-00
1.
General
101
2.
Consumable Materials
101
3.
Special Tools
101
4.
Fixtures, Equipment and Supplier Tools
101
5.
Fault Isolation Chart Locations
101
ENGINE - MAINTENANCE PRACTICES
72-00-00
1.
General
201
2.
201
3.
Special Tools
202
4.
202
5.
Standard Torques
202
6.
Torque Wrenches
203
A.
General
203
B.
Standard Torque Wrenches and Extensions
203
C.
Power Torque Wrenches
205
7.
General Torque Recommendations
206
A.
Oil Lubricated Parts
206
B.
Self-locking Nuts and Helical Coil Inserts
206
C.
Castellated Nuts
207
D.
Standard and Stepped Studs
207
E.
Tube Nuts
207
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Page 2
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - MAINTENANCE PRACTICES (Contd)

8.
9.
10.
11.
12.
13.
14.
72-00-00
Locking
207
A.
General
207
B.
Keywashers
207
C.
Lockwire
210
D.
Retaining Rings
212
Marking of Parts
212
A.
General
212
B.
Permanent Marking
217
C.
Temporary Marking
217
Lubrication
219
A.
219
General
Tube-to-Boss Elbows, Elbow Adapters, Elbow Assemblies, Tees

and Tee Assemblies
219
A.
Removal
219
B.
Installation
219
Straight Nipples or Adapters, Bulkhead Couplings and Tube

Connector Nipples
221
A.
221
Installation
Wiring Harness Connectors
221
A.
General
221
B.
Installation Procedure
221
Inspection
225
A.
General
225
B.
Inspection Procedures
225
C.
Inspection Terms
226
D.
Inspection Gages
226
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Page 3
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - MAINTENANCE PRACTICES (Contd)
15.
72-00-00
E.
Magnetic Particle Inspection
231
F.
Fluorescent Penetrant Inspection
231
G. Inspection of Fuel, Oil and Air Filters
232
Cleaning
232
A.
General
232
B.
Precautions
232
16.
Bearings
233
17.
Debris Analysis and Material Specifications
233
A.
General
233
B.
Filter Patch Check Debris Inspection/Analysis
233
C.
Chip and Flake Analysis
234
D.
Material Specifications
235
E.
Laboratories
250
ENGINE - SERVICING
72-00-00
1.
General
301
2.
301
3.
Special Tools
301
4.
302
5.
Removal/Installation
302
A.
Preparation of Shipping Container for Service or Storage
302
B.
Removal of Engine from Shipping Container
302
C.
Installation of Engine in Shipping Container
303
D.
Removal of Reduction Gearbox from Shipping Container
308
E.
Installation of Reduction Gearbox in Shipping Container
313
F.
Removal of Turbomachinery from Shipping Container
314
72-00 CONTENTS
Page 4
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - SERVICING (Contd)
6.
7.
8.
9.
10.
11.
12.
72-00-00
G. Installation of Turbomachinery in Shipping Container
319
Preservation/Depreservation
320
A.
General Engine Storage/Preservation Procedure
320
B.
Oil System Preservation
323
C.
Fuel System
324
D.
Accessories
325
E.
Desiccant and Humidity Indicator Reactivation
326
F.
Depreservation (Engine)
326
G. Depreservation (Accessories)
329
Shipping
329
A.
General
329
B.
Shipping Method
331
Oil Draining
332
A.
332
Main Oil Tank and/or RGB
Chip Collector - Replacement
333
A.
333
Procedure
Oil System Flushing and Filling
335
A.
335
Procedure
Oil System Filling
337
A.
Oil Filling Procedure
337
B.
Replenishing Empty Oil System
338
Oil Level Check and Top-up
339
A.
General Oil Level Check
339
B.
Top-up
339
72-00 CONTENTS
Page 5
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - SERVICING (Contd)

13.
72-00-00
Oil Consumption Trend Monitoring
340
A.
General
340
B.
Procedure
340
ENGINE - REMOVAL/INSTALLATION
72-00-00
1.
General
401
2.
401
3.
Special Tools
401
4.
402
5.
Removal
402
A.
Engine from Airframe
402
B.
Engine from Stand (PWC34200)
402
6.
Installation
403
A.
Engine in Airframe
403
B.
Engine in Stand (PWC34200)
409
ENGINE - ADJUSTMENT/TEST
72-00-00
1.
General
501
2.
501
3.
Special Tools
501
4.
501
5.
Engine Ground Running Operating Limits
501
6.
Engine/Component Replacement Test Requirements
501
7.
Overtorque and Overtemperature Limits
502
8.
Starting
503
A.
Prestart
503
B.
Wet Motoring
503
72-00 CONTENTS
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - ADJUSTMENT/TEST (Contd)

C.
D.
9.
10.
72-00-00
Dry Motoring (to purge engine of fuel after wet motoring run or
in the event of fire occurring in the engine after starting or
permit a compressor wash to be carried out.)
504
Start
504
Shutdown
507
A.
507
Procedure
Checks
507
A.
Oil Pressure
507
B.
Leak Check
508
C.
Ground IDLE - NH GOVERNING
508
D.
Flight IDLE - NH GOVERNING
508
E.
Flight IDLE/MIN NP GOVERNING
508
F.
REVERSE/MIN. and MAX NP Governing
508
G. Maximum Forward Governing (T.O.P or ITT/T6 Limit)
509
H.
EEC Manual Reversion
509
I.
Autofeather and Uptrim (both engines running)
509
J.
Power Assurance Check
512
K.
Acceleration Check
514
ENGINE - INSPECTION/CHECK
72-00-00
1.
General
601
2.
601
3.
Special Tools
601
4.
601
5.
Periodic Inspection
602
6.
Rotor Components - Service Life
602
7.
Engines with Defects Outside Specified Limits
602
72-00 CONTENTS
Page 7
Jan 24/2006

MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - INSPECTION/CHECK (Contd)

8.
9.
72-00-00
Low Pressure and High Pressure Impellers - Foreign Object

Damage
603
A.
LP Impeller
603
B.
HP Impeller
609
Borescope Inspection
616
A.
General
616
B.
Side-viewing Adapter
616
C.
Light Source
617
D.
Camera
617
E.
Guide Tubes
619
F.
Troubleshooting
619
G. Low Pressure Impeller
620
H.
High Pressure Impeller
623
I.
Fuel Pump and Oil Pump Drive Bevel Gears
623
J.
Accessory Drive Bevel Gears (Towershaft)
625
K.
Starter-generator Drive Gear
625
L.
Intercompressor Case Air Plenum
627
M. No. 5 Bearing Cavity

N.
629
Combustion Chamber Liner Assembly, HP Turbine Vane Ring

Segments and HP Turbine Blades
631
O. LP Turbine Blades and Stator Assembly
632C
P.
632E
Power Turbine Stator Assembly and First-stage Blades
Q. No. 6 and 7 Bearing Vent Transfer Tube.
632H
R.
Second-stage Power Turbine Blades and Vane Ring
632H
S.
RGB First-stage Helical and Input Shaft Gears
632I
T.
RGB Second-stage Gears (Bull Gear and Layshaft Pinions)
632M
72-00 CONTENTS
Page 8
Jan 24/2006

MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - INSPECTION/CHECK (Contd)

10.
11.
72-00-00
Hot Section Component Borescope Inspection Criteria
632R
A.
General
632R
B.
Combustion Chamber (Small Exit Duct, Inner and Outer Liner

Assemblies)
632R
C.
High Pressure (HP) Turbine Vane Segments
643
D.
HP Turbine Blades
646
E.
HP Turbine Shroud Segment
654
F.
LP Turbine Stator .
678
G. LP Turbine Blades
678
H.
First- and Second-stage Power Turbine Vanes
681
I.
First- and Second-stage Power Turbine (PT) Blades
685
Gear Teeth Inspection
685
A.
Acceptable Conditions
685
B.
Non-acceptable Conditions
688
12.
Cracks in Turbine Support Case Inner Wall
688
13.
Cracks in Gas Generator Case Firewall Support Ring
689
A.
689
Visual Inspection
ENGINE - CLEANING/PAINTING
72-00-00
1.
General
701
2.
701
3.
Special Tools
701
4.
701
5.
Engine Cleaning
702
A.
External Wash
702
B.
Compressor Wash
702
72-00 CONTENTS
Page 9
Jan 24/2006

MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - CLEANING/PAINTING (Contd)

C.
Turbine Wash
72-00-00
719
ENGINE - APPROVED REPAIRS
72-00-00
1.
General
801
2.
801
3.
Special Tools
801
4.
801
5.
Helical Coil Insert Replacement
802
A.
General
802
B.
Procedure (same size insert replacement)
802
C.
Procedure (oversize insert replacement)
802
6.
7.
8.
9.
10.
11.
Keensert Insert Replacement
803
A.
Procedure
803
Stud Replacement
806
A.
806
Procedure
Stud Hole Repair
808
A.
808
Procedure
Anodic Film Repair of Aluminum
808
A.
808
Procedure
Chromate Surface Repair of Magnesium
809
A.
General
809
B.
Procedure
810
Jacking Insert Replacement
811
A.
811
Procedure

1.
72-00-01
General
101
72-00 CONTENTS
Page 10
Jan 24/2006

MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT
PAGE
ENGINE - FAULT ISOLATION (Contd)
72-00-01
2.
101
3.
Special Tools
101
4.
101
5.
Fault Isolation Fault Index
101
72-00-02
1.
General
101
2.
101
3.
Special Tools
101
4.
101
5.
Electronic Fuel Control System
101
A.
101
6.
Procedures
Servicing Connectors with Aircraft Electrical Power On
103
A.
103
Procedure
7.
104
8.
Fault Isolation Steps
106
72-00 CONTENTS
Page 11/12
Jan 24/2006

MAINTENANCE MANUAL

1.
General (Ref. Figs. 1 and 2)

The PW127H turboprop engine has two centrifugal impellers driven by independent axial
turbines, a reverse flow annular combustor and a two-stage power turbine which provides the
drive for the reduction gearbox. The engine has two modules: a reduction gearbox module
and a turbomachinery module. The modules are joined to form a rigid unit. Provision is made
for the installation of airframe equipment on the engines.
2.
Description
A.
Reduction Gearbox (Ref. Figs. 3, 4 and 5)

The reduction gearbox has an accessory drive cover and three housings: the front
housing, the rear housing and the input housing (which together make up the housing
set). Reduction is accomplished by a two-stage geartrain.
(1)
Front Housing
The front housing holds the front roller bearings for the two second-stage
gearshafts and the propeller shaft, and the ball thrust bearing for the propeller
shaft. The propeller shaft seal is under a cover on the front housing.
In front of each gearshaft are mounting pads. A propeller brake is fitted to the left
pad. These pads are provided with seal drains blanked off with flight closures.
The propeller brake (Ref. Fig. 5) is a hydromechanical type actuated by solenoid
valves which are energized by an airframe-mounted control unit which controls the
braking and unbraking sequences. The brake is used to immobilize the propeller
when the engine is running and providing electricity and compressor air for off-engine
use. Push buttons on each solenoid valve allow manual operation of the brake
release system during maintenance or when an electrical failure has occurred.
A mounting pad is provided on the right side of the front housing to accommodate
an electric feathering pump. The pad has oil ports that are connected to an
internal oil tank which is part of the rear housing.
The data plate of the reduction gearbox module is attached to the left side of the
front housing.
At the one and eleven oclock positions on the front housing flange are two lifting
brackets.
(2)
Rear Housing
The rear housing carries the second-stage reduction gear and drive pinions,
propeller shaft rear roller bearing, second-stage reduction gear rear roller bearings,
front roller bearing of the input shaft and the front roller bearings of both first-stage
helical gears.
72-00-00
Page 1
ENGINE - DESCRIPTION AND OPERATION Nov 04/2005

MAINTENANCE MANUAL
NP PULSE PICKUP
PROBE
ENGINE FRONT
MOUNTING PAD
TORQUE MOUNTING PAD

AMBIENT PRESSURE
TRANSDUCER
TOTAL INLET
PRESSURE TRANSDUCER
OIL INLET
(FROM REMOTE
OIL COOLER)
MAIN OIL PRESSURE
OIL PRESSURE
REGULATING VALVE LOW OIL PRESSURE SENSOR
SWITCH
FUEL PUMP
OUTLET FILTER
T6 BUSBARS
MECHANICAL
FUEL CONTROL UNIT
MOUNTING PAD
FUEL INLET
OIL PRESSURE
FILTER IMPENDING
BYPASS INDICATOR
OIL PRESSURE
FILTER
CHIP DETECTOR
GEARBOX DATA PLATE
OIL LEVEL INDICATOR

ENGINE ELECTRONIC
CONTROL
TORQUE SENSOR
C61309B
Typical Engine
Figure 1 (Sheet 1 of 2)
72-00-00
Page 2

MAINTENANCE MANUAL
REAR ENGINE
MOUNTING PAD
ENGINE FRONT
MOUNTING PAD
TORQUE
MOUNTING PAD
ACCESSORY GEARBOX
BREATHER TUBE
TORQUE SENSOR
IGNITION EXCITER
AIR INLET
IGNITION HARNESS
REDUCTION GEARBOX
SCAVENGE OIL FILTER
OIL OUTLET
(TO REMOTE
NO. 6 & 7 BEARING OIL PUMP OIL COOLER)
SCAVENGE PIPE
PACK
PRESSURIZING AIR SUPPLY PIPE
FUEL PUMP
INLET FILTER
GEARBOX OIL
PRESSURE PIPE
IGNITER PLUG
ENGINE FRONT
MOUNTING PAD
HIGH PRESSURE ROTOR (NH)
PULSE PICKUP PROBE
STARTER MOUNTING PAD
TOTAL INLET
TEMPERATURE SENSOR
OIL SCAVENGE FILTER
IMPENDING BYPASS INDICATOR
OIL TO FUEL
HEATER
ENGINE DATA PLATE
T6 TRIM RESISTOR
ELECTRIC FEATHERING
PUMP MOUNTING PAD
C61311A
Typical Engine
Figure 1 (Sheet 2)
72-00-00
Page 3

MAINTENANCE MANUAL
PRESSURE/TEMPERATURE STATIONS
P0/T0 P1/T1
P1.8/T1.8
P1.5/T1.5
BEARINGS
FLANGES
P2/T2
1
C
2
D
C11121D_1
Bearings, Flanges and Stations
72-00-00
Page 4

MAINTENANCE MANUAL
P4/T4
P2.5/T2.5
4
F
P8/T8
P5/T5
P3/T3
P7/T7
P6/T6
C11121D_2
Bearings, Flanges and Stations
Figure 2 (Sheet 2)
72-00-00
Page 5

MAINTENANCE MANUAL
TOP MOUNTING
PAD
ACCESSORY
DRIVE COVER
REAR HOUSING
LIFTING BRACKETS
INPUT DRIVE
HOUSING
FRONT HOUSING
PROPELLER SHAFT
PROPELLER SHAFT
FLANGE
ENGINE MOUNTING
PAD
ENGINE
MOUNTING PAD
TORQUE MOUNT
FEATHERING PUMP
MOUNT PAD
DATA PLATE
PROPELLER SHAFT
SEAL DRAIN
GEARSHAFT
COVERS
TORQUE
MOUNT
CHIP DETECTOR
AND STRAINER
C38713
Reduction Gearbox - 34 View
Figure 3
72-00-00
Page 6

MAINTENANCE MANUAL
PROPELLER
MOUNTING FLANGE
REDUCTION GEARBOX
FRONT HOUSING
REDUCTION GEARBOX
REAR HOUSING
OVERSPEED GOVERNOR
DRIVE GEARSHAFT
135 TOOTH SECOND

STAGE SPUR GEAR
PROPELLER
SHAFT SEAL
PROPELLER SHAFT
38 TOOTH SECOND
STAGE SPUR GEAR
PROPELLER SHAFT
FRONT ROLLER
BEARING
IDLER DRIVE
SPUR GEARSHAFT
INTERGRATED
DRIVE GENERATOR
GEARSHAFT
PROPELLER
BRAKE COUPLING
38 TOOTH SECOND
STAGE SPUR GEAR
FIRST STAGE
HELICAL GEAR
HELICAL INPUT
GEARSHAFT
FIRST STAGE
HELICAL GEAR
C69157
Reduction Geartrain
Figure 4
72-00-00
Page 7

MAINTENANCE MANUAL
MANUAL CONTROL
SOLENOID VALVES
PROPELLER BRAKE
C38712
Propeller Brake and Propeller Brake Control - 3/4 View
Figure 5
72-00-00
Page 8

MAINTENANCE MANUAL
The front engine three main mounting pads are located as follows: two on either
side of the housing, and the third at the top center. Torque mounts are located at the
5 and 7 oclock positions on the housing.
The accessory drive cover is mounted on the top rear face.
The propeller (NP) pulse pickup probe is installed in a mounting pad at the
11 oclock position.
On the bottom right side is a pad for the chip detector and oil strainer. Another chip
detector and strainer are installed on the upper left side.
The propeller valve module is mounted on a pad behind, and driven by, the
propeller shaft.
(3)
Input Drive Housing

The input drive housing carries the rear roller bearings of the input driveshaft and
both layshafts.
Two torque sensors are mounted on pads located opposite one another on the
horizontal centerline of the input drive housing.
(4)
Accessory Drives
The overspeed governor/pump assembly is mounted on the right pad and driven by
the 135-tooth second-stage gear. An oil cooled integrated drive generator (IDG)
is mounted on the left pad and is driven by the idler gear, which is also driven by the
135-tooth second-stage gear.
B.
Turbomachinery
The turbomachinery consists of four sections, contained in six casings (Ref. Fig. 6). The
casings are bolted together at flanges (Ref. Fig. 2).
(1)
Air Inlet Section

The air inlet section consists of the front inlet case and the rear inlet case bolted
together at flange C.
The front inlet case has the engine electronic control (EEC) and autofeather unit
(AFU) mounted on the left side, and the fuel-cooled oil cooler, ignition exciters and
turbomachinery data plate on the right side. An access plate is on its top surface.
The forward flange of the front inlet case has two integral lifting brackets and is
connected to the RGB at flange B.
The rear inlet case joins the front case to the low pressure (LP) diffuser case at
flange D. The case contains two bearings (No. 1 and 2) and seals for the power
turbine shaft. Mounting pads are provided for accessories. The engine oil tank forms
part of the casing.
72-00-00
Page 9

MAINTENANCE MANUAL
OIL TANK
TURBINE SECTION
INTERCOMPRESSOR CASE
COMPRESSOR
SECTION
GAS GENERATOR CASE
INLET SECTION
COMBUSTION
SECTION
TURBINE
SUPPORT
FUEL MANIFOLD
CASE
& NOZZLES
DIFFUSER
EXIT
DUCTS
REAR INLET CASE
FRONT INLET CASE
L.P. DIFFUSER CASE
C69158A
Turbomachinery
Figure 6
72-00-00
Page 10
Nov 04/2005

MAINTENANCE MANUAL
(2)
Compressor Section
The compressor section comprises the low pressure (LP) and high pressure (HP)
independent centrifugal impellers. These are contained within the LP diffuser case
(flange D to E) and the intercompressor case (flange E to F) and the front of the
gas generator case (flange F to K).
Diffuser pipes connect the diffuser case, which contains the LP impeller, to the
intercompressor case. Two ball bearings (No. 3 and 4) are housed in the
intercompressor case. The No. 5 roller bearing is contained in the gas generator
case.
A lifting bracket is located at the twelve oclock position on flange K of the gas
generator case.
A Y-adapter and non-return valve are located at the 12 oclock position on the
intercompressor case to supply low pressure air for use in the environment control
system of the aircraft.
(3)
Combustion Section
The annular reverse-flow combustion chamber is contained in the gas generator
case. The fuel manifold is mounted around the exterior of the gas generator case,
with spray nozzles which protrude into the combustion chamber liner. Two
igniter plug bosses are provided on the gas generator case, with corresponding
bosses in the liner. The gas generator case incorporates an air bleed pad through
which P3 air is supplied for off-engine use at low power and during starting.
(4)
Turbine Section
The LP and HP turbines are housed in the rear of the gas generator case, and the
power turbines (PT) in the turbine support case. Concentric shafts connect the
two-stage power turbine to the gearbox and the single-stage LP and HP turbines to
the impellers. The central PT shaft is supported by the No. 1 (ball), No. 2 (roller)
and No. 7 (roller) bearings. The intermediate LP turbine shaft is supported by the
No. 3 (ball) and No. 6 (roller) bearings. The HP turbine shaft (integral with
impeller) is supported by the No. 4 (ball) and No. 5 (roller) bearings.
C.
Accessory Drives (Ref. Fig. 7)

An inclined bevel gearshaft (5) transmits drive from a gear (4), secured to the impeller
(3) forward of No. 4 bearing, to the bevel gear (2) of the accessory drive coupling gearshaft
(1). The centrifugal breather impeller (8) is mounted on the gearshaft (1). A spur gear
(14) drives the fuel pump driveshaft (6) through gear (11), and another spur gear (7)
meshes with gear (10) on the starter-generator driveshaft (9). Provision is made for
hand cranking the HP rotor using a socket wrench extension tool in the end of the
starter-generator driveshaft. Access is gained after removal of a cover opposite the
starter-generator. The oil pumps are driven by driveshaft (13) through bevel gears
(12) and (15).
72-00-00
Page 11
Nov 04/2005

MAINTENANCE MANUAL
2
1
10
14
16
11
6
12
8
5
13
15
C11186C
Turbomachinery Accessory Drive Geartrain
Figure 7
72-00-00
Page 12
Nov 04/2005

MAINTENANCE MANUAL
Key to Figure 7
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
D.
Accessory Drive Coupling Gearshaft

Bevel Gear
HP Impeller
Bevel Gear
Gearshaft
Fuel Pump Driveshaft
Spur Gear
Centrifugal Breather Impeller
Starter-generator Driveshaft
Spur Gear
Spur Gear
Bevel Gear
Oil Pump Driveshaft
Spur Gear
Bevel Gear
Bevel Gear (Ref.)
Identification of Engine Bearings, Flanges and Stations

(1)
Engine Bearing Identification (Ref. Fig. 8)

All the bearings used in the engine have position numbers from 1 thru 30 as per
steps (2), (3) and (4).
NOTE:
(2)
The term Not Used is given to bearing numbers which are not, at this
time, applicable to the engine model specified in this manual.
Engine Main Bearings

The main bearings in the turbomachinery have numbers per Table 1.
TABLE 1, Main Bearing Identification
BEARING NO.
POSITION
TYPE
Power Turbine Shaft
Ball
Power Turbine Shaft
Roller
Low-pressure Impeller
Ball
High-pressure Impeller
Ball
High-pressure Impeller
Roller
Low-pressure Turbine
Roller
Power Turbine Shaft
Roller
72-00-00
Page 13
Nov 04/2005

MAINTENANCE MANUAL
No. 18
BEARING
No. 15
BEARING
No. 19
BEARING
No. 9
BEARING
No. 8
BEARING
C32417C_1
Bearing Identification
72-00-00
Page 14
Nov 04/2005

MAINTENANCE MANUAL
No. 27
BEARING
No. 1
BEARING
No. 25
BEARING
(FRONT)
No. 2
BEARING
No. 25
BEARING
(REAR)
No. 28
BEARING
(FRONT)
No. 3
BEARING
No. 28
BEARING
(REAR)
No. 30
BEARING
No. 29
BEARING
(LOWER)
No. 4
BEARING
No. 5
BEARING
No. 7
BEARING
No. 6
BEARING
C32417C_2
Figure 8 (Sheet 2)
72-00-00
Page 15
Nov 04/2005

MAINTENANCE MANUAL
FWD
NO.14
BEARING
NO.14
BEARING
NO.13
BEARING
NO.13
BEARING
NO.12
BEARING
NO.12
BEARING
NO.11
BEARING
NO.8
BEARING
SECTION
AA
FWD
NO.9
BEARING
NO.11
BEARING
NO.22
BEARING
(FRONT)
NO.20
BEARING
(FRONT)
NO.23
BEARING
(FRONT)
NO.20
BEARING
(REAR)
NO.22
BEARING
(REAR)
SECTION
NO.23
BEARING
(REAR)
BB
C33359
Figure 8 (Sheet 3)
72-00-00
Page 16
Nov 04/2005

MAINTENANCE MANUAL
F
W
D
NO. 25 BEARING
(FRONT)
NO. 26 BEARING
(FRONT)
NO. 24 BEARING
(FRONT)
NO. 26 BEARING
(REAR)
NO. 24 BEARING
(REAR)
NO. 25 BEARING
(REAR)
SECTION
CC
C32419
Figure 8 (Sheet 4)
72-00-00
Page 17
Nov 04/2005

MAINTENANCE MANUAL
(3)
Reduction Gearbox Bearings

The RGB bearings have numbers per Table 2.
TABLE 2, Reduction-gearbox Bearing Identification
BEARING NO.
POSITION
TYPE
Input Drive Shaft
Roller
Input Drive Shaft
Roller
10
NOT USED
NOT USED
11
First-stage Helical Gear
Roller
12
First-stage Helical Gear
Roller
13
Second-stage Spur Gearshaft (Pinion Gear)
Roller
14
Second-stage Spur Gearshaft (Pinion Gear)
Roller
15
Propeller Shaft
Roller
16
NOT USED
NOT USED
17
NOT USED
NOT USED
18
Propeller Shaft
Ball
19
Propeller Shaft
Roller
20 (Front and Rear)
Overspeed-governor Drive Gearshaft
Roller
21
NOT USED
NOT USED
22 (Front and Rear)
Idler Drive Gearshaft
Roller
23 (Front and Rear)
Integrated Drive Generator Gearshaft
Roller
(4)
Accessory Gearbox Bearings

The accessory gearbox bearings, in the upper section of the rear inlet case, and in
the angle drive gearbox which is on the intercompressor case, have numbers
per Table 3.
TABLE 3, Accessory-gearbox Bearing Identification
BEARING NO.
POSITION
TYPE
24 (Front and Rear)
Starter-generator drive Gearshaft
Roller
25 (Front)
Main-accessory-drive Gearshaft
Roller
25 (Rear)
Main-accessory-drive Gearshaft
Ball
26 (Front)
Fuel-pump Drive Shaft
Roller
26 (Rear)
Fuel-pump Drive Shaft
Ball
27
Oil-pump Drive Shaft
Ball
28 (Front)
Accessory-drive Horizontal Gearshaft
Roller
72-00-00
Page 18
Nov 04/2005

MAINTENANCE MANUAL
TABLE 3, Accessory-gearbox Bearing Identification (Contd)

BEARING NO.
POSITION
TYPE
28 (Rear)
Accessory-drive Horizontal Gearshaft
Ball
29 (Upper)
NOT USED
NOT USED
29 (Lower)
Accessory Drive Housing
Roller
30
Accessory-drive Lower Bevel Gearshaft
Ball
E.
Oil System (Ref. Figs. 9 through 13)

The oil system is a wet sump system, cooled by an aircraft mounted air-cooled oil cooler
and an integral fuel-cooled oil cooler. The oil is stored in a tank that is integral with
the rear inlet case. The tank has a filler neck and cap, contents gage and scavenge chip
detector. The system is composed of three subsystems: the pressure system, which
supplies oil to the reduction gearbox and turbomachinery, the scavenge system, which
returns the used oil to the tank and the vent and breather system which vents the bearing
cavities and removes oil from the vented air (Ref. Figs. 9 and 10).
(1)
Pressure System
(a) Turbomachinery
A spur gear type pressure pump is mounted, in a pack with the scavenge
pump, on the right side of the rear inlet case. An integral cast passage connects
the oil tank to the inlet side of the pump. A pressure relief valve returns oil to
the tank to prevent a pressure surge during cold starting.
Airframe-supplied tubes connect the outlet to the airframe air cooled oil cooler.
From the cooler the oil flows via a heat exchanger (airframe component) to
the pressure regulating valve and the pressure filter.
The pressure regulating valve (Ref. Fig. 11) consists of a piston valve and
spring in a ported sleeve. It maintains a constant oil pressure above and in
relation to the air pressure in the No. 3 and 4 bearing cavity. If oil output pressure,
taken from a tapping downstream of the check valve, overcomes the air
pressure plus spring pressure, the valve opens a port. Oil is bled from the main
pressure line by the port and returned to the inlet side of the pump, reducing
output pressure. Air pressure plus spring pressure overcomes the reduced oil
pressure, closing the bleed port at the desired pump output pressure. The
check valve output pressure is also connected, via a restrictor to an oil pressure
transducer and to the low oil pressure switch.
The pressure filter has a bypass valve to ensure adequate flow if the filter is
blocked; an indicator warns of impending blockage. From the filter the oil flows
in two directions: to the oil pressure check valve housing and to the fuel
heater (then, in turn, to the fuel-cooled oil cooler).
72-00-00
Page 19
Nov 04/2005

MAINTENANCE MANUAL
TO
REDUCTION
GEARBOX
OIL
COOLER
OIL TO FUEL HEATER
OIL PRESSURE
TRANSDUCER
AIR FROM NO.3 & 4

BEARING CAVITY
LOW OIL
PRESSURE
SWITCH
PRESSURE
REGULATING
VALVE
RESTRICTOR
MAIN OIL
PRESSURE
FILTER
IMPENDING
BYPASS
INDICATOR
PRESSURE REIEF
VALVE
FROM OIL COOLER

VIA IDG HEAT
EXCHANGER
TO OIL COOLER
OIL PUMP
(PRESSURE)
C69190_1A
Turbomachinery Oil System - Schematic
72-00-00
Page 20
Nov 04/2005

MAINTENANCE MANUAL
CHECK VALVE
BLEED LINE
RESTRICTOR
OIL TEMP.
BULB
STRAINER
M H.P. S
AFT FRO
ICING
STRAINER
STRAINER
STRAINER
VENT
ANTI
GRAVITY DRAIN
INLET STRUT
DRIVESH
VENT
HAFT
ACCESSORY
GEARBOX
NO.1 & 2
BEARING CAVITY
NO.3 & 4
BEARING CAVITY
NO.6 & 7
BEARING CAVITY
NO.5
BEARING CAVITY
JET PUMP
BLOWDOWN
GRAVITY
DRAIN
OIL TANK
STRAINER
SCREEN
CHIP DETECTOR
SCAVENGE FROM
REDUCTION GEARBOX
NO.6 & 7 CAVITY

SCAVENGE PUMP
PRESSURE OIL
SCAVENGE OIL
VENT AIR
DRAIN AND UNPRESSURIZED OIL
C69190_2A
Turbomachinery Oil System - Schematic
Figure 9 (Sheet 2)
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MAINTENANCE MANUAL
ELECTRIC
FEATHERING PUMP
PROPELLER VALVE
MODULE PUMP
RESTRICTOR
MAIN OIL PRESSURE

FROM TURBOMACHINERY
OVERSPEED
GOVERNOR
OVERSPEED
MODE
R.G.B. AUXILLARY
OIL TANK
(PRESSURIZED)
GOVERNING
MODE
DRAIN
PRESSURE OIL
DISTRIBUTION BY
INTERNAL GALLERIES
PROPELLER
VALVE MODULE
PROPELLER
ACTUATOR
DRAIN
CHIP DETECTOR
SIGNAL PRESSURE OIL
ENGINE OIL (PRESSURE)
PROPELLER VALVE MODULE
OIL (BOOSTED)
SCREEN
SCAVENGE OIL
REDUCTION GEARBOX
REDUCTION GEARBOX
SCAVENGE PUMP
TURBOMACHINERY
REDUCTION GEARBOX
SCAVENGE FILTER
MAIN OIL TANK
IMPENDING
BYPASS
INDICATOR
BYPASS
C38658
Reduction Gearbox Oil System - Schematic
Figure 10
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MAINTENANCE MANUAL
OIL IN
OIL OUT
PORT NOT
USED
BEARING OIL
PRESSURE SENSING
AIR PRESSURE SENSING

FROM NO.3 & NO.4
BEARING CAVITY
C31422
Oil Pressure Regulating Valve - 34 Cutaway
Figure 11
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MAINTENANCE MANUAL
Oil goes through internal passages to the check valve housing. After entering
the housing, the oil flows in two directions. One part goes through an internal
passage in the housing wall, past the temperature bulb and externally to a
connection on the rear inlet case. The other part goes through the check valve
after 25% NH has been exceeded.
From the connection on the rear inlet case, oil flows by internal passages to
the accessory gearbox through the inlet struts (for de-icing) to the No. 1 and 2
bearing cavity. Some of the accessory gearbox oil flows via a strainer to
lubricate the drive gears and associated components. Oil flowing to the No. 1
and 2 bearing cavity passes through a strainer. Pressure oil is also used to
actuate a jet pump which scavenges No. 2 bearing area.
The check valve consists of a piston valve and spring in a ported sleeve.
During starting and shutdown, the valve stops oil going to the No. 3, 4, 5, 6
and 7 bearing cavities when pump outlet pressure is below a minimum value.
This ensures that sufficient pressurized air is available at the bearings to
enable the seals and blowdown scavenge system to function correctly and
prevent oil flooding. From the check valve, oil flows through strainers to lubricate
the bearings and associated components in the bearing cavities. Oil flows
through a restrictor before reaching the strainer in the line to the No. 6 and 7
bearing cavity.
Oil flows through tubes to the oil-to-fuel heater and fuel-cooled oil cooler, then
to the reduction gearbox and oil-cooled AC generator.
The fuel-cooled oil cooler (Ref. Fig. 12) is a heat exchanger with two flow
circuits: engine lubricating oil and fuel. The oil circuit has two flow paths (bypass
and internal) and a valve that controls flow between the paths. The valve
remains in the open position, allowing oil to bypass the core until the temperature
reaches 60 to 71C (140-160F). Within this temperature range bypass flow
is cut off and routed through the internal path. To ensure the cooler is not over
pressurized, the valve opens, allowing oil to bypass when the pressure
differential across the valve exceeds 40 psig (276 kPa).
(b) Reduction Gearbox
Inside the gearbox (Ref. Fig. 10) the oil flows into an auxiliary oil tank (which
is part of the casting). The auxiliary tank is pressurized when the engine is
running, and is always full of oil (even when the engine is not running).
Oil from the tank flows, by internal passages and tubes, to the electric feathering
pump and the propeller valve module (PVM) pump. The PVM receives
pressure oil from the electric feathering pump and the PVM pump and signal
pressure oil from the overspeed governor (when in the governing mode). In the
overspeed mode, signal pressure oil is drained through the overspeed
governor. Pressure oil from the PVM actuates the pitch control mechanism in
the propeller.
Oil from the auxiliary tank is distributed through internal galleries to the
reduction and accessory geartrains and bearings.
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MAINTENANCE MANUAL
OIL OUT
OIL IN
A
FUEL IN
FUEL OUT
OIL IN
OIL OUT
DETAIL
OIL OUT
TEMPERATURE
CONTROL
VALVE
FUEL OUT
FUEL IN
OIL IN
C63098
Fuel-cooled Oil Cooler - Schematic
Figure 12
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MAINTENANCE MANUAL
(2)
Scavenge System
(a) Reduction Gearbox
Scavenge oil from the gearbox accessories, gears and bearings drains into a
cavity in the bottom of the reduction gearbox rear housing. The cavity has a chip
detector. A scavenge pump, which is part of the pump pack on the right side
of the rear inlet case, draws the oil through an external tube on the left side of the
front inlet case. The tube is looped upward to prevent gearbox oil from
flooding the oil tank when the engine is not running. The tube connects to an
internal oilway (which provides anti-icing of the intake) in the front inlet case.
From the inlet case, the oil flows through a tube to the scavenge pump, then
through the scavenge filter, which is equipped with a valve to bypass the filter in
the event of blockage. An indicator warns of impending blockage. From the
scavenge filter, the oil flows to the tank.
(b) Turbomachinery
Oil from the accessory casing and the No. 1 bearing cavity is scavenged by
gravity. The No. 2 bearing cavity oil is scavenged through a venturi by gravity
aided by pressure oil, which induces a jet-pump action. Oil from the No. 3,
4 and 5 bearing cavities is scavenged by gravity and assisted by air (blow-down)
from the bearing labyrinth seals. The No. 6 and 7 bearing cavity oil is
scavenged through an external tube connected to the scavenge pump.
(3)
Vent and Breather System

The oil tank and No. 1 and 2 bearing cavity are vented internally, and the No. 6
and 7 bearing cavity externally, to the accessory gearbox. A centrifugal oil separator
(breather impeller) installed in the accessory gearbox removes oil before vented
air is carried by an external tube and discharged into the exhaust.
The impending bypass indicators (Ref. Fig. 13) fitted to the pressure and scavenge
filters sense pressure filter differential. When activated, a signal gives advance
warning of a filter blockage.
F.
Fuel and Control System (Ref. Figs. 14 through 21)

The engine fuel and control system governs the power produced by the engine by
controlling the fuel flow. The fuel flow is controlled by the power lever and fuel shut off
(condition) lever through two integrated systems: the mechanical fuel system and the
electronic fuel system.
(1)
Engine Fuel System

The engine mechanical fuel system (Ref. Fig. 14) is made up of a fuel heater, a
fuel pump and a mechanical fuel control unit (MFCU), which are mounted on the
accessory drive casing. It also comprises a flow divider and dump valve and
fuel nozzle manifold mounted on the gas generator case.
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MAINTENANCE MANUAL
LEFT SIDE MAIN PRESSURE OIL FILTER
RIGHT SIDE SCAVENGE OIL FILTER
C30204A
Oil System Impending Bypass Indicators - Location
Figure 13
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MAINTENANCE MANUAL
(a) The fuel heater (Ref. Fig. 15) consists of a filter and fin-type heater in two
integral housings. The filter housing contains a bypass valve to ensure an
adequate fuel flow in the event of blockage and an indicator to warn of impending
blockage. The heater housing is divided into two circuits. Turbomachinery
lubricating oil flows through one circuit to transfer heat to the fuel, which flows
through the other circuit. A thermal sensor in the fuel circuit operates a
valve to regulate the oil flow in order to maintain the required fuel temperature.
The fuel pressure differential switch located in the fuel filter housing outlet
port activates a warning indicator.
(b) The fuel pump (Ref. Fig. 16) is a positive displacement spur gear assembly
consisting of a fuel ejector (jet pump), a self-relieving inlet screen, two spur
gears, an outlet filter and a bypass valve. Fuel from the MFCU bypass outlet
passes through the jet pump, positioned ahead of the main inlet, to maintain a
constant inlet pressure. The self-relieving inlet screen, when blocked, lifts
from its seat and allows fuel to enter the pump housing. Two spur gears pump
fuel through the outlet filter. A bypass valve diverts fuel to the outlet port in
the event of filter blockage: the differential pressure switch signals the impending
blockage and activates a warning.
(c) The mechanical fuel control unit (MFCU) (Ref. Figs. 17 and 18), mounted on
the fuel pump, controls the engine fuel flow and thus the power output. The
MFCU consists of the following components:
1
Power Lever and Cam Assembly:

The power lever shaft incorporates two speed set cams, which move a
cam lever when the power lever is advanced. A spring connects the cam
lever to the governor lever and exerts a force on the governor lever as a
function of PLA. The governor lever is pivoted, and one end operates
against an airflow restrictor to form the governor orifice (Ag). A ball bearing
on the governor lever contacts the top of the flyweight bearing assembly.
When the power lever is advanced, the cam applies tension to the spring,
which applies a force on the governor lever to close Ag.
Flyweight Assembly:
The flyweights are mounted on a platform on the driveshaft, and as the
driveshaft revolves, centrifugal force causes the weights to pivot about their
mounting points and contact the bottom face of the bearing assembly. As
the driveshaft speed increases, increased centrifugal force causes the
weights to apply an increasing force against the bearing assembly. This
causes the bearing assembly to move upward on the driveshaft and apply
pressure to the ball bearing on the governor lever arm. The governor
orifice Ag opens whenever the driveshaft speed increases enough to
overcome the force applied by the governor lever spring.
Orifices (Fixed and Variable):

High pressure compressor discharge pressure (P3) is supplied to the
MFCU and metered through a fixed orifice to produce Px pressure. Px is
used to pressurize the chamber containing the acceleration bellows, inside
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MAINTENANCE MANUAL
the deceleration bellows and the governing bellows, and is metered

through a fixed orifice to produce Py pressure. Py pressurizes the chamber
containing the deceleration and governing bellows and is tapped off
(then vented to atmosphere) via the governor (Ag) and stepper motor (Ap)
flapper valve orifices. In addition, a Py tapping is connected to the
overspeed governor.
4
Flapper Valves (Ag and Ap):

Ag is controlled by the mechanical speed governor and Ap, which parallels
Ag, by the stepper motor. Movement of either flapper valve changes Py
with respect to Px and repositions the bellows assembly.
Mode Cam Select Mechanism:

The mode select mechanism is used to transfer control between the EEC
and the MFCU. The system is activated automatically by the EEC when a
system fault occurs and also by cockpit command. A solenoid operated
pneumatic servo mechanism is used to select the appropriate cam which
transfers control between the EEC and MFCU.
In EEC mode, a high mechanical governor speed schedule is selected by
the EEC cam to close valve Ag and allow the EEC to control parallel valve Ap
through the stepper motor. In manual mode, the manual cam holds valve
Ap in the closed position and selects a low mechanical governor speed
schedule which allows valve Ag to be controlled by the power lever
angle (PLA).
Bellows Assembly:
Consists of deceleration, governor and acceleration bellows connected by a
shaft linked to the fuel metering valve. Pressure differential between
inside (Px) and outside (Py) pressures causes the deceleration bellows to
expand and reduce fuel flow. An increase in Px pressure acting on the
evacuated acceleration bellows increases fuel flow.
During acceleration, flapper valves Ag and Ap are closed; this equalizes
and increases Px and Py air pressures. As Px increases, the acceleration
bellows contract, opening the metering valve and increasing fuel flow.
When governing, Py is reduced slightly below Px air pressure to give the
fuel flow required to run at the selected power.
During deceleration, when the EEC is not operating, spring force on the
governor flyweights is reduced, opening flapper valve Ag which bleeds and
reduces Py pressure around the deceleration bellows (Px pressure in
the bellows is not affected). The bellows expand, reducing fuel flow until
the deceleration stop is contacted. As governor speed reaches the desired
lower setting, spring force overcomes flyweight force, the valve closes
and Py pressure increases. This moves the bellows away from the stop into
the governing range to control fuel flow at the selected power level.
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MAINTENANCE MANUAL
HEATED OIL
INLET
OUTLET
FUEL FILTER
AIRFRAME / ENGINE
FUEL CONNECTION
FUEL
HEATER
BYPASS
IMPENDING
BYPASS
SWITCH
FUEL FILTER / HEATER UNIT
FUEL PRESSURE
SENSING PORT
C17520_1A
Fuel System - Schematic
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MAINTENANCE MANUAL
AIRFRAME EJECTOR PUMP
MECHANICAL
FUEL CONTROL UNIT
MOTIVE
FLOW VALVE
OUTLET
FILTER
MOTIVE FLOW PUMP
SELF
RELIEVING SCREEN
PUMP
BYPASS
FLOW
METER
(OPTIONAL)
BYPASS FLOW
OIL
FUEL PUMP UNIT
OUTLET
INLET
OIL
COOLER
FUEL TEMP PORT

VENT
AIRCRAFT
DRAIN
TANK
FLOW
DIVIDER
WASTE FUEL
EJECTOR TANK
DUMP VALVE
PRIMARY & SECONDARY
FUEL NOZZLES
AIRFRAME / ENGINE
CONNECTION
C17520_2A
Fuel System - Schematic
Figure 14 (Sheet 2)
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MAINTENANCE MANUAL
HEAT EXCHANGER
AND VALVE BODY
FUEL IN
OIL OUT
FUEL OUT
PRESSURE
DIFFERENTIAL
SWITCH
OIL IN
FUEL FILTER
THERMAL
ELEMENT
VALVE
COMPRESSION
SPRING
FUEL OUT
VALVE
SLEEVE
FUEL
IN
OIL OUT
OIL IN
FUEL
FILTER
C15046B
Fuel Heater - 34 View and Schematic
Figure 15
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MAINTENANCE MANUAL
OUTLET FILTER
IMPENDING
BYPASS SWITCH
FUEL IN
FUEL OUT
OUTLET FILTER
BYPASS VALVE
BYPASS FUEL RETURN
SELF RELIEVING
INLET SCREEN
OUTLET FILTER BYPASS VALVE
IMPENDING
BYPASS SWITCH
OUTLET PORT
OUTLET FILTER
BYPASS RETURN PORT
GEAR PUMP
FUEL EJECTOR
SELF RELIEVING
INLET SCREEN
INLET PORT
C15047B
Fuel Pump - 34 View and Schematic
Figure 16
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MAINTENANCE MANUAL
FUEL CONTROL
RIGGING HOLE
FUEL MOTIVE
FLOW OUTLET
POWER LEVER
PyAIR OUTLET
FUEL SHUTOFF
RIGGING HOLE
P3AIR INLET
FUEL OUTLET
FUEL SHUTOFF LEVER
C30201
Mechanical Fuel Control Unit (MFCU) - 34 View
Figure 17
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MAINTENANCE MANUAL
METERED FUEL OUT

PRESSURIZING VALVE
CONDITION / FUEL
SHUTOFF LEVER
METERING VALVE
OFF
REGULATOR
BYPASS VALVE
ON
MANIFOLDPRESS.
REGULATOR
P3
P0
FUEL DRAIN
BELLOWS ASSY.
POWER LEVER
DEC. BELLOWS
IDLE
MAX. REVERSE
MAX. FORWARD
GOV. BELLOWS
PLA. INPUT
ACC.BELLOWS
RVDT
EEC MODE CAM
& FOLLOWER LEVER
MANUAL MODE CAM
& FOLLOWER LEVER
NH DRIVE INPUT
BLEED
Px
ORIFICE
Py
ORIFICE
NH GOVERNOR
FLYWEIGHTS
GOVERNOR LEVER
P3
TORQUE
TUBE
FUEL INLET
BYPASS RETURN
TO PUMP
PRESSURE
RELIEF VALVE
MOTIVE FLOW
VALVE
MOTIVE FLOW
P3 AIR INLET
DRAIN
Py TO PROPELLER
OVERSPEED GOVERNOR
MODE CAM SELECT SOLENOID
GOVERNOR ORIFICE (Ag)

STEPPER MOTOR
ORIFICE (Ap)
PRESSURE
RELIEF VALVE
STEPPER MOTOR
& GEARHEAD
SERVO VALVE
ELECTRICAL
CONNECTOR
DRAIN
LEGEND
DIFFERENTIAL PRESSURE
P3
COMPRESSOR DISCHARGE PRESSURE
NH HIGH PRESSURE ROTOR SPEED
Px
ENRICHMENT PRESSURE
Py
GOVERNING PRESSURE
RVDT ROTARY VARIABLE DIFFERENTIAL TRANSFORMER
P0
AMBIENT PRESSURE
C15041A
Mechanical Fuel Control Unit (MFCU) - Schematic
Figure 18
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MAINTENANCE MANUAL
During deceleration, when the EEC is operating, the stepper motor opens
flapper valve Ap, bleeding and reducing Py pressure around the deceleration
bellows. The bellows expand, reducing fuel flow until the deceleration
stop is contacted. When the desired power level is reached, the valve closes,
increasing Py pressure to move the bellows away from the stop into the
governing range.
7
Motive Flow Valve: The valve is spring loaded, closes and opens when the
pressure of unmetered fuel overcomes the spring force. The valve provides
fuel to operate a jet pump located in aircraft fuel tank.
High Pressure Relief Valve: Consists of a relief valve, a ported sleeve and
a valve spring. The relief valve operates in parallel with the differential
pressure regulator to prevent excessive buildup of fuel pressure in the main
fuel control body.
Differential Pressure Regulator (Pd Regulator): Maintains a constant

pressure drop across the metering valve by bypassing excess fuel flow to the
fuel pump ejector pump. Bimetallic disks under the spring compensate
for variations in specific gravity due to fuel temperature change. An external
adjustment screw on the regulator cover is used to adjust for maximum
Pd.
10
Metering Valve: Composed of a needle valve operating in a sleeve.

Actuation of the valve changes the orifice area, which regulates the flow of
fuel to the engine. Positioning of the needle valve is controlled by the
bellows assembly in the pneumatic section through a torque tube that acts
as a fuel/air seal.
11
Pressurizing Valve: Maintains a minimum fuel pressure in the MFCU during

low flow conditions when starting.
12
Shutoff Valve: An input shaft driven by the condition/fuel shutoff lever

operates a valve that passes metered flow to the bypass port, consequently
closing the pressurizing valve and shutting down the engine.
13
Manifold Pressure Regulator: Regulates starting fuel flow as a function of

compressor discharge pressure (P3). The valve is normally open, and as
P3 increases, the valve closes.
14
Stepper Motor: Alters the position of the valve (Ap) which bleeds Py
pressure to change metered fuel flow to the engine. The motor is controlled
by the EEC.
15
Rotary Variable Differential Transformer: Fitted to the power lever shaft and
signals power lever angle to the EEC.
16
Mode Select Solenoid: Energized when selecting EEC mode.
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MAINTENANCE MANUAL
17
The MFCU has an identification circuit in the wiring which is read by the
EEC. If an MFCU having a lower fuel flow but not the identification circuit
is installed on a PW127H engine, a fault is generated which prevents the
MFCU from going into EEC mode. The code for the fault is stored in the
EEC memory, thereby facilitating the identification of MFCUs which cannot
meet the fuel flow requirements of PW127H engines.
(d) The flow divider and dump valve (Ref. Fig. 19) is connected to the fuel
manifold at the bottom of the gas generator case (flange F to K). It comprises
primary and secondary spool valves in a housing equipped with inlet and
dump ports. The primary valve opens, giving access to the primary manifold,
when the inlet fuel pressure overcomes the valve spring. The secondary valve
opens when the primary manifold pressure overcomes the secondary valve
spring. When the fuel inlet pressure ceases, the valves close the inlet and open
the dump ports, allowing residual fuel to drain from the manifold through the
flow divider to the dump port.
(e) The fuel manifold delivers fuel to the combustion chamber. The manifold
consists of sheathed nozzle adapter assemblies (Ref. Fig. 20), which protrude
into the combustion chamber, connected to three flexible tubes. One tube
supplies primary fuel and the other two (which are connected), secondary fuel
to the fuel nozzle adapters. Nozzle adapter assemblies are produced by
Delavan. Some nozzles have a fine center hole for primary fuel flow and an
annular orifice for secondary flow; others have no center hole and are equipped
for secondary flow only. The sheath which surrounds the nozzle conveys air,
from the compressor, to cool the nozzle and atomize the fuel.
(f)
To ensure adequate drainage of fuel after shutdown, spring-loaded valves are

installed at the front and rear of the underside of the gas generator case. The
valves open when the pressure inside the case falls to near ambient
pressure. The front valve has an adapter installed with a tube connected to the
adapter to drain the fuel to the main fuel drain valve. In addition, an elbow
and tube is fitted to the exhaust duct and connects to the main fuel drain valve.
(g) To eliminate atmospheric pollution and fuel wastage, the dump valve is
connected to a waste fuel ejector.
1
The fuel waste ejector (Ref. Fig. 21), located in the airframe, comprises a
tank with inlet and outlet connections and a vent. The tank contains
non-return valves, a motive flow ejector pump, a strainer, and a
float-operated drain valve.
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MAINTENANCE MANUAL
SECONDARY
MANIFOLD PORT
INLET PORT
PRIMARY MANIFOLD
PORT
SPRING HOUSING
BODY ASSEMBLY
DUMP PORT
VALVE SPRINGS
TRANSFER VALVE
INLET PORT CLOSED

PRIMARY, SECONDARY
AND DUMP PORTS OPEN
INLET PORT
DUMP
PORT
PRIMARY MANIFOLD PORT
SECONDARY MANIFOLD PORT
FUEL MANIFOLD
ADAPTOR MATING FACE
INLET AND PRIMARY

PORTS OPEN
SECONDARY AND
DUMP PORTS CLOSED
INLET, PRIMARY AND

SECONDARY PORTS
OPEN, DUMP PORT CLOSED
C38659
Flow Divider and Dump Valve - Schematic
Figure 19
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MAINTENANCE MANUAL
SECONDARY
COOLING
AIR
PRIMARY
SWIRL
VANE
C38663
Fuel Manifold Adapter and Nozzle - Cross-section
Figure 20
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MAINTENANCE MANUAL
(2)
During engine operation, fuel drains from the dump valve and is collected
in the ejector tank. As the fuel level rises, the float moves upwards, raising
a lever and unseating a valve covering an orifice. Fuel from the
hydromechanical fuel control flowing through a venturi causes a pressure
drop below the orifice. Fuel pressure acting on top of the orifice, combined
with the pressure drop on the bottom, opens a non-return valve located
on the bottom of the orifice. Fuel is then drawn from the tank through the
orifice, to be conveyed by a tube to the inlet side of the fuel pump. When the
tank fuel level drops, the float moves down and the orifice is covered by
the valve. The non-return valve then closes, preventing fuel from the
mechanical fuel control from entering the tank from the orifice. The ejector
tank is vented to an airframe tank, which also collects fuel and oil from
various drains on the engine.
Engine Control System

(a) Electronic Engine Control
The electronic engine control (EEC) (Ref. Figs. 22 and 23) is located on the left
side of the front inlet case. The EEC operates in conjunction with the
mechanical fuel control unit (MFCU) and the autofeather unit (AFU) to provide
control of engine power.
In EEC mode, the EEC has inputs from the Power Lever Angle (PLA), Rating
Selector Switch (RSS), ambient conditions and aircraft requirements (e.g. bleed
demand). From these inputs, the EEC determines the power required. The
value of the power required is stored internally in the EEC and is also an output
to the aircraft cockpit instrumentation where it is displayed as an equivalent
torque value. The control system then adjusts fuel flow to obtain the power
required and ensure it does not fluctuate.
The EEC also controls minimum power turbine speed (NPT), HP compressor
rotor speed (NH) until just above flight idle, acceleration and deceleration.
In addition, the EEC controls the intercompressor bleed valve (IBV) which
ensures surge free transient operation.
In manual (degraded EEC) mode, the majority of the control functions are
taken over by the Mechanical Fuel Control Unit (MFCU). In this mode, the MFCU
controls high pressure rotor speed based on power lever angle. Monitoring
and adjustment of the torque (power) produced is the responsibility of the person
running the engine.
In manual mode, the intercompressor bleed valve remains controlled by the
EEC and engine acceleration is usually faster than in EEC mode .
Below 30% NH (e.g. starting), fuel flow is controlled by the MFCU only. Above
30% NH, the EEC maintains closed loop control as described above.
The EEC, operating on 28 VDC, corrects and changes fuel flow through
various inputs, both airframe and engine, as follows:
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MAINTENANCE MANUAL
VENT
WASTE FUEL INLET
WASTE FUEL EJECTOR TANK
MOTIVE FLOW INLET
FUEL OUTLET
C11865
Waste Fuel Ejector - 34 View
Figure 21
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MAINTENANCE MANUAL
C38697
Electronic Engine Control - 34 View and Schematic
Figure 22
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MAINTENANCE MANUAL
AIRFRAME
AUTOFEATHER
RELAY
AUTOFEATHER
UNIT
(AFU)
ENGINE
TORQUE 1
LOW TORQUE
LAMP
AUTOFEATHER
ARMED LAMP
ARINC 429
INPUT FROM ADC
NH1
NH2
ACTUAL TORQUE
TORQUE BUG
COCKPIT DISPLAYS
ARINC 429 OUTPUT
28 VDC
T1.8
AUTO FAIL
LAMP
TORQUE 2
ENGINE
CONTROL
SYSTEM FAULT
INDICATOR
UART / ARINC
MAINTENANCE
DIAGNOSTICS
ELECTRONIC
ENGINE
CONTROL
(EEC)
PAMB
DISCRETES
CONDITION FUEL
SHUT OFF LEVER
DISCRETES
TO & FROM
OPPOSITE
ENGINE EEC
BLEED
TORQUEMOTOR
STEPPER
MOTOR
Wf
PLA
MECHANICAL
FUEL CONTROL
UNIT (MFCU)
NH
P3
FUEL FLOW
NH
PVM
PLA
FUEL PUMP
LOW
PRESSURE
FUEL IN
CLA
PLA
RVDT
POWER
LEVER
MOTIVE
FLOW
BYPASS
FLOW
RVDT
ROTARY VARIABLE DIFFERENTIAL TRANSFORMER
PVM
PROPELLER VALVE MODULE
CLA
CONDITION LEVER ANGLE
PLA
POWER LEVER ANGLE
WF
FUEL FLOW
PAMB
AMBIENT PRESSURE
P1.8
TOTAL INLET PRESSURE
T1.8
TOTAL INLET TEMPERATURE
NH
HIGH PRESSURE ROTOR SPEED
P3
INTERSTAGE AIR PRESSURE
C63872
Engine Control and Electrical System - Schematic
Figure 23
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MAINTENANCE MANUAL
(b) Airframe Inputs

1
Mode selector.
Manual switch: This switch selects manual (MFCU) control of the engine.
EEC rating selector.

Selects the required bug power rating - i.e., ATO (alternate take off), MCT
(maximum continuous), CLB (maximum climb) and CRZ (maximum
cruise).
Propeller feathered signal (feather discrete).

This signal comes from either the condition lever angle switch, manual
feather switch or autofeather relay to cancel propeller underspeed fuel
governing whenever the propeller is feathered.
Uptrim relay.
Sends uptrim signal when commanded by opposite engine autofeather
control unit (AFU).
Engine trim switch.

Adjusts the measured power lever angle to eliminate power lever stagger
due to system tolerances.
LRU fault select.

Maintenance activated switch controls display of EEC fault codes.
Propeller brake signal.

Selects NH limited APU mode operation.
Ground test switch.

Not used.
Bleed signal (2 Discrete Inputs).

Indicates bleed air extraction level and lowers thermal power limit of
engine.
10
Air data computer.

Electrical signals from the computer transmit outside air temperature (OAT),
altitude pressure (PALT) and indicated airspeed (IAS). These signals are
normally used instead of those from engine sensors to compute and transmit
a signal to the torque gage which positions the bug to control engine fuel
flow. The engine sensors are used only when a fault occurs in the air data
input to the EEC.
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MAINTENANCE MANUAL
(c) Engine Inputs

1
Ambient pressure (PAMB).

Pneumatic signal to a transducer installed in the EEC.
Total inlet pressure (P1.8)

Pneumatic signal to a transducer installed in the EEC. This is used to
generate an airspeed signal used by the control logic.
Total inlet temperature (T1.8).

Electrical signal from a sensor installed in the rear inlet case.
High pressure turbine rotor speed (NH).

Electrical signals from pulse pick-up probes installed in the accessory
gearbox.
Torque and power turbine rotor speed (NPT).

Electrical signals from a torque sensor installed in the reduction gearbox
input housing. The sensor has two coils. If the signal from No. 1 coil deviates
beyond set limits, the EEC uses the signal from No. 2 coil and a fault is
recorded in the EEC memory. The torque signal is modified by a
characterization plug to compensate for torque shaft variations due to
tolerances.
(d) EEC output

The airframe and engine inputs are processed by logic in the EEC and
compared with reference data stored in the units memory. Commands are then
generated and transmitted to:
1
The MFCU stepper motor to adjust fuel flow.

NOTE:
After a major EEC or EEC input failure, then stepper motor is

frozen (fail fixed), holding fuel flow and power stable under steady
state conditions until reversion to manual occurs. Reversion to
manual is automatic when PLA is below 65 degrees (i.e. at low
power), ensuring power changes during the reversion are
minimized.
A reference bug on the torque indicator. The position of the bug shows the
actual rated engine torque for the current operating conditions. The power
lever may be adjusted to bring engine torque into line with rated torque.
The torque indicator to show the actual torque produced by the engine.
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MAINTENANCE MANUAL
The intercompressor bleed valve which is opened to bleed LP compressor

air and prevent surge, stalls and reduce noise at low power and during
rapid power lever movement. The valve is closed when the MFCU is in
manual mode. The following two modes are used to generate the commands
transmitted to the intercompressor bleed valve:
a
Electronic mode: normal control depending on NH, PLA and PAMB

input.
Degraded mode (Ref. step (d) 7): Control depends on NH input.
A cockpit warning light (auto fail lamp) when a failed fixed condition occurs.
The EEC degraded lamp located on the maintenance panel when a fault
occurs in the EEC.
There is a degraded mode which occurs automatically after a major EEC or

EEC input failure. The MFCU stepper motor is frozen (fail fixed) holding
fuel flow steady or the units reverts to manual control where the fuel flow is
controlled by the power lever angle (PLA). Existing commands may
continue to be generated by the EEC, depending on the type of failure.
(e) Most control system faults are recorded in the EEC memory and identified by a
two-digit code which can be shown on a maintenance panel or ARINC 429
receiver.
(3)
Autofeather Unit
The autofeather unit (AFU) (Ref. Fig. 24) is mounted on the left side of the front
inlet case (flange B to C) adjacent to the EEC. The unit comprises two circuit boards
contained in a metal case. The case has four mounting pads and two electrical
connectors. The AFU operates on 28 VDC and receives signals from the AFU of the
second (twin) engine. A torque shaft characterization plug is installed on the
connectors located at the top of the AFU.
The plug contains links which are set up during the calibration of the torque shaft
and testing of the engine. They bring the torque signals to a nominal value and
compensate for any differences due to material inconsistency and machining
tolerances of the torque shaft. Should an engine fail, its AFU will initiate the engines
autofeather system and signal the EEC and AFU of the twin engine. In that event
the EEC of the twin engine increases power (uptrim) to compensate for the failed
engine. The twin AFU disables its autofeather system to ensure both engines are
not feathered at the same time.
G. Propeller Control System

In addition to the components of the fuel control, the engine power output is governed
by the propeller overspeed governor. The propeller control system consists of the
electronic propeller control (EPC), propeller valve module (PVM), the propeller overspeed
governor and the hydraulic pump described below.
(1)
The EPC is mounted on the airframe (Ref. AMM).
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MAINTENANCE MANUAL
TORQUE SHAFT CHARACTERIZATION

PLUG RECEPTACLE
VIBRATION ISOLATED
MOUNTING PAD
ELECTRICAL CONNECTOR
ENGINE ELECTRONIC CONTROL

OF SECOND ENGINE
28 VOLTS
TORQUE
AUTOFEATHER UNIT
OF SECOND ENGINE
AUTOFEATHER
ENABLE
AUTOFEATHER
UNIT
AUTOFEATHER UNIT
OF SECOND ENGINE
EEC LOCAL
AUTOFEATHER
ENGINE OUT
AUTOFEATHER TEST
C14834A
Autofeather Unit - 34 View and Schematic
Figure 24
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MAINTENANCE MANUAL
(2)
H.
The PVM is mounted behind the propeller shaft on the rear face of the reduction
gearbox. A power lever on the PVM controls reverse pitch and beta scheduling. A
condition lever governs the propeller pitch range and, therefore, propeller speed. A
switch is linked to the PVM condition lever to restrict the use of reverse pitch.
The PVM receives oil from a pump mounted on the reduction gearbox. The oil
pressure is transmitted to the propeller pitch change system by a transfer tube that
runs through the propeller shaft.
Inlet Temperature and Torque Sensing Systems (Ref. Fig. 25 and Fig. 26)
The inlet temperature and torque sensing systems consist of a total inlet temperature
(T1.8) sensor and the engine torque sensor. These units provide signals which are passed
to the engine control system by the engine electrical harness.
I.
(1)
The total inlet temperature (T1.8) sensor (Ref. Fig. 25), mounted in the rear inlet
case (flange C to D), consists of a resistor in a sleeve fitted with a threaded
connector. It receives a fixed low current input from the EEC. The resistance of the
sensor changes with temperature, varying the current returned to the EEC in
proportion.
(2)
The torque sensors (Ref. Fig. 26) have identical tubular housings with a magnet
and coil at the inner (tip) end. A six-pin electrical connector and mount flange are
at the outer end. The engine torque shaft assemblies consist of an outer reduction
gearbox torque shaft and an inner torque shaft metering tube. Teeth on the inner
shaft and on the outer tube pass the sensor inner tip, generating a pulse. Torque
changes cause rotational displacement of the outer tube with respect to the
inner shaft, causing the distance between the teeth to lengthen/shorten. Tooth
separation time sensed by the No. 1 and 2 sensors is transmitted to the AFU and
the EEC, respectively, where it is converted into engine torque indications.
Additionally, the temperature of the torque shaft varies the resistance of the platinum
at the tip of the No. 2 sensor. These resistance variations are transmitted to the
EEC, where they are converted into temperature readings. Temperature affects the
shafts twist rate (torque) and must therefore be compensated for.
Ignition System (Ref. Fig. 27)

The ignition system provides a quick light-up capability over a wide temperature range.
It requires a nominal 28 volts DC to operate, but can function on 9 to 30 volts. The
system comprises two ignition exciters, two individual high tension cables and two spark
igniters. Current is supplied through the engine electrical harness.
(1)
The ignition exciters are flexibly mounted on the right side of the front inlet case.
(a) The exciter is a sealed unit containing electronic circuitry encased in epoxy
resin. It transforms the DC input into a pulsed high voltage output.
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C14760
Temperature Sensor (T1.8) - Location and Schematic
Figure 25
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MAINTENANCE MANUAL
C14758A
Torque Sensors - Location and Details
Figure 26
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MAINTENANCE MANUAL
(b) When the unit is energized, a capacitor on the high voltage side of the output
transformer is progressively charged. When sufficient energy to ionize a spark
gap in the unit is accumulated, the capacitor discharges through a dividing
and step-up transformer network across the two spark igniters. The unit will
continue functioning if one of the igniters is open or shorted, to operate the
remaining igniter. If both igniters fail, or if the input voltage is switched off,
the capacitor automatically discharges.
(c) The two ignition cable assemblies carry the output from the ignition exciters to
the spark igniters. Each assembly consists of an insulated electrical lead inside
a flexible metal braiding and is connected to the exciter and plug by coupling
nuts.
(d) The two air-cooled spark igniters are located at the 5 and 7 oclock positions on
the gas generator case (flange F to K) adjacent to the fuel manifold. Each
igniter has a central electrode enclosed in semi-conducting material. The
electrical potential developed by the ignition exciter is applied across the gap
between the central electrode and the shell (ground). As the potential
increases, a small current passes across the semi-conducting material until the
air between the electrode and the shell ionizes. At this point, high energy
discharges across the gap. The spark always occurs between the electrode
and the shell.
J.
Performance Indicating System (Ref. Fig. 28 through 30)

Engine performance is monitored by various sensors, probes, transmitters and
thermocouples mounted on the engine. Their signals are received by the instrumentation,
either directly through the wiring harness or indirectly through the EEC and AFU.
(1)
Provision is made for the fitting of an oil temperature sensor in the oil pressure
check valve housing. The housing is located behind the pressure oil filter on the
left side of the rear inlet case (flange C to D).
(2)
Provision is made for an oil pressure transmitter tapping in the pressure regulating
valve housing. This is situated immediately above the oil tank on the left side of the
rear inlet case.
(3)
The speeds of the major rotating assemblies are monitored by pulse pickup probes.
These electromagnetic sensors protrude into the engine at various locations. High
pressure rotor speed (NH), low pressure rotor speed (NL) and propeller speed
(NP) are sensed by these probes. Electromagnetic pulses are generated when
associated gears or toothed wheels pass through the magnetic field created at the
tips of the sensors. The pulse frequencies are transmitted directly to cockpit
instrumentation or indirectly through the fuel control system by the electrical harness.
(a) Two identical sensors referred to as NH1 and NH2 (Ref. Fig. 28) are located
on the right side of the rear inlet case. These sensors pick up high pressure
rotor speed signals from the starter motor gearshaft teeth.
(b) One sensor is located below the engine mounting pad on the right side of the
intercompressor case. It senses low pressure rotor speed (NL) from the No. 3
bearing-retaining nut lugs (Ref. Fig. 29).
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GAS GENERATOR CASE

FRONT INLET CASE
IGNITION EXCITER
IGNITER
IGNITER CABLES
SEMI CONDUCTOR
INCONEL 600
COOLING AIR
GLASS SEAL
IGNITION CABLE
CONNECTOR INPUT
IGNITION CROSS SECTION
C30203A
Ignition System
Figure 27
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MAINTENANCE MANUAL
(c) Another sensor is located on the left side of the reduction gearbox rear
housing. It senses propeller speed (NP) from the teeth on the accessory-drive
idler gearshaft (Ref. Fig. 30).
(4)
The torque monitor sensors and the inlet temperature (T1.8) sensor are also part of
performance indicating (Ref. Subpara. 7).
(5)
The turbine interstage temperature (T6) indicating system (Ref. Fig. 31) monitors
gas path temperature. It consists of nine immersion thermocouples, one positive
and one negative bus-bar, one terminal block, one T6 thermocouple trim branched
electrical cable, one lug-mounted T6 thermocouple trim resistor and the airframe
wiring harness and gage.
(a) Each thermocouple has two single-core conductors of different material (alumel
and chromel) that are joined at one end (the bimetal junction) and covered by a
protective sheath. At the other end of the conductor is a terminal lug. The
thermocouples are installed in bosses in the turbine support case (flange K).
(b) The T6 thermocouple trim electrical cable is installed on the right side of the
engine. The branched cable consists of a positive (chromel) lead and a
negative (alumel) lead that connect to a terminal block which is connected to
the positive and negative bus-bars, respectively, at one end. A terminal block,
which bolts to flange C, and a bias resistor are at the other end. A bimetallic
junction (chromel and alumel) surrounded by a metal sheath terminates the
cable. A classified bias resistor and external leads to cockpit instrumentation
are installed on the terminal block located on flange K.
(c) Gas temperature generates a voltage in each thermocouple. To obtain an
average reading, the thermocouples are connected in parallel. Because of
the limited sampling by the thermocouples, the reading is not an accurate
indication of gas path temperature. The actual temperature is calculated at
engine test and compared with that obtained by the thermocouples. A cable
fitted with a fixed resistor is connected in parallel with the thermocouples to bias
the average reading. A thermocouple, integral with the terminal block is
installed in a passage through which oil flows to the No. 1 and 2 bearings. The
oil, of an almost unvarying temperature, ensures constant resistance.
Another resistor, of an appropriate class and easily removed/installed, is fitted
on the terminal block to provide further required T6 temperature correction.
K.
Air System (Ref. Fig. 32)

Air from the low pressure (P2.5) and high pressure (P3) compressor stages is utilized
for sealing bearing cavities, to assist oil scavenging and for internal engine cooling and for
off-engine use. P3 air is also used in the fuel control system and the propeller
overspeed governor, and for off-engine services.
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MAINTENANCE MANUAL
REAR INLET CASE
NH2 PULSE
PICKUP PROBE
ELECTRICAL WIRING
HARNESS PLUG P5
ELECTRICAL WIRING
HARNESS PLUG P14
NH1 PULSE
PICKUP PROBE
C63112
NH Speed Sensor Probes - Location
Figure 28
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MAINTENANCE MANUAL
1
ENGINE
RH SIDE
PROBE CIRCUIT DIAGRAM

NL PULSE PICKUP PROBE
AIR GAP
INTERCOMPRESSOR
CASE
NL PULSE
PICKUP PROBE
C30205
NL Speed Sensor Probe - Location and Details
Figure 29
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MAINTENANCE MANUAL
C14754
NP Speed Sensor Probe - Location and Details
Figure 30
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MAINTENANCE MANUAL
IMMERSION THERMOCOUPLE
POSITIVE BUS BAR
NEGATIVE BUS BAR

T6 THERMOCOUPLE TRIM
BRANCHED ELECTRICAL CABLE
PROBE
BUS BAR SUPPORT BRACKET

TERMINAL BLOCK
LUG MOUNTED T6
THERMOCOUPLE
TRIM RESISTOR
TERMINAL
HOUSING
C63109A
T6 Monitoring System - Location and Details
Figure 31
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MAINTENANCE MANUAL
(1)
Air for Cooling and Sealing (Ref. Fig. 32)

(a) Labyrinth seals are used throughout the turbomachinery to prevent seepage
between air and oil passages. A labyrinth seal is a circumferentially
multi-grooved ring in a close-fitting plain ring; either one or both may rotate. Air
pressure (P2.5 or P3) or pressure in the area to be sealed, which is higher
than oil cavity pressure, undergoes a gradual pressure drop as it travels in and
out of the grooves across the seal. When sealing pressure is equal to the
opposing pressure, flow in either direction is stopped.
(b) A switching valve (Ref. Fig. 33), located in the intercompressor case, provides
adequate air supply during starting by directing P3 air to areas normally
pressurized by P2.5 (during initial start-up, P3 is the only sufficiently pressurized
air available). The valve assembly comprises inner and outer housings; a
piston, valve and springs, adjusting washers and a thrust washer retained by a
cover; and an external adapter with a tube that connects to the rear inlet
case.
(c) When the engine is started, P3 pressure increases at a faster rate than P2.5.
The valve spring holds the valve against the seat, blocking P2.5 air. P3 air
enters the intercompressor case through slots in the valve housing and exits
through the adapter to the rear inlet case. P2.5 increases with increasing NH, and
at 40% to 45% NH, P2.5 overcomes the spring and pushes the valve and
piston up to block P3 air. P2.5 air enters the intercompressor case and also
replaces P3 air in the power turbine shaft seal housing situated in the rear inlet
case.
(d) Air from the switching valve is delivered through external and internal transfer
tubes to the inside of the power turbine shaft. As the air leaks across the
turbine shaft carbon air seals, it prevents lubricating oil from entering the power
turbine shaft. This air passes through holes in the shaft to seal the No. 2
bearing and also helps to scavenge oil from the No. 1 and 2 bearing areas.
(e) The No. 3 and 4 bearing seals are pressurized by air from the switching valve
through internal passages. The No. 4 bearing seals also receive air from the
No. 3 bearing cavity through the space between the HP and LP shafts. The air
from these cavities assists in oil scavenging (blow-down) and vents through
the centrifugal breather in the accessory drives section.
(f)
The No. 5 bearing cavity and seals receive air from the switching valve
chamber through an internal passage and from a vent at the rear of the HP
impeller. The air is also used to scavenge the bearing cavity, and is vented
via an external tube into the exhaust.
(g) Air for sealing and pressurizing the No. 6 and 7 bearings and cavity comes
from the holes in the power turbine shaft and stubshaft. The air is vented by
an internal transfer tube, through the turbine support case, then through an
external pipe into the accessory gearbox and out through the centrifugal
breather and engine exhaust.
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(h) P3 air taken from around the combustion chamber liner cools:
1
The HP Turbine Vane Ring

Air enters each vane or stator through a slot in the top and exits through
holes in the airfoil leading edge and slots in the trailing edge. The inner and
outer platforms are also cooled.
The LP Turbine Stator

Air enters each stator vane through a slot in the top and exits through slots
in the trailing edge. The inner and outer platforms are also cooled.
The HP and LP Turbine Disks:

Air supplied by internal nozzles cools the front and rear faces.
The HP Turbine Blades:

Air passes through holes in the HP turbine disk front cover, along the
bottom of the disk fir-trees into slots in the blade roots. After passing through
the blades, the air exits through slots in the trailing edge and at the tip.
(i)
(2)
The turbine interstage case/power turbine stator bolts: air passes through
holes in the turbine support case, along the LP turbine seal housing, cools
the bolts, and exits into the gas path downstream of the power turbine
stator.
Air from the end of the power turbine shaft cools the front and rear faces of the
first and second-stage power turbine disks and the No. 6 and 7 bearing
housing. It also seals the bearing cavity.
Compressor Air (Ref. Fig 34)

Compressor air is vented to prevent surge and stalls, and to reduce noise at low
power and during rapid power lever movement. This air is also used in the air
conditioning system of the aircraft and for de-icing.
(a) LP Compressor Shroud Bleed Air (P2)
Slots at the forward edge of the LP impeller housing allow P2 air to enter the
adjacent cavity to prevent surge and improve performance. The air is vented
through an outlet at the bottom of the oil tank.
(b) LP Compressor Air (P2.5)
The P2.5 check and intercompressor bleed valves are mounted on two
branches of a Y-shaped adapter installed on the intercompressor case; the
common base supplies P2.5 air. The P2.5 check valve (Ref. Fig. 35) consists
of a housing, seat, spring, piston and a sleeve secured in the housing by a
retaining ring. When P3 air pressure is below approximately 41 psia, the airframe
shut-off valve (Ref. Fig. 34) is open and the check valve piston is held in the
closed position by spring and P3 air pressure. As P3 air pressure increases
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MAINTENANCE MANUAL
CENTRIFUGAL
BREATHER
IMPELLER
FLANGE
P2.5 / P3 AIR
(FROM SWITCHING
VALVE)
RGB INPUT
HOUSING
TO REDUCTION GEARBOX
GAS PATH
L.P.
IMPELLER
COOLING AND
SEALING AIR FLOW
(CRUISE CONDITION)
C17577
Gas Path/Cooling and Sealing Air
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MAINTENANCE MANUAL
AIR
SWITCHING
VALVE
NO. 6 & 7
BRG. VENT
P3
P2.5
FWD
NO. 3 BRG.
NO. 4 BRG.
NO. 5 BRG
NO. 5 BEARING INTERNAL
VENT OUTLET NOZZLE
H.P.
IMPELLER
NO. 6 BRG. NO. 7 BRG
L.P.
H.P.
TURBINE TURBINE
POWER
TURBINE
C20250C
Gas Path/Cooling and Sealing Air
Figure 32 (Sheet 2)
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MAINTENANCE MANUAL
SPRING
INTERCOMPRESSOR
ADAPTER
CASE
TO REAR INLET CASE
GUIDE PIN
P3
COVER
WASHER
P3
THRUST WASHER
BOLT
INNER HOUSING
RETAINING RING
SLEEVE
SEAT
P2.5
P3
PISTON
TO REAR INLET CASE

P2.5
VALVE
PISTON RING
(AT INITIAL STARTUP)

P3
P2.5
P2.5
P2.5
(AT 40 45% NH)
C15050A
Air Switching Valve - Location and 34 Cutaway
Figure 33
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MAINTENANCE MANUAL
AIR CONDITIONING
CONTROL VALVE
TO AIR
CONDITIONING
PACK
P2.5 CHECK
VALVE
INTERCOMPRESSOR
BLEED VALVE (P2.5)
SHUTOFF
VALVE
LP BLEED
P2.5
HP BLEED
P3
DEICING AIR
AND ACOC
EJECTOR
C66913
Compressor Bleed Air Interconnecting Airflow - Schematic
Figure 34
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MAINTENANCE MANUAL
above approximately 41 psig, the shut-off valve closes, cutting off the supply of
P3 air. Check valve spring pressure is overcome by the increased P2.5 air
pressure which is proportional to P3 pressure. The piston moves to the open
position and P2.5 air is supplied to the environmental control system. When P3
air pressure falls below approximately 41 psig, the shut-off valve opens,
spring and P3 pressure overcomes P2.5 pressure to seat the check valve piston
and stop the flow of P2.5 air.
The intercompressor bleed valve (Ref. Fig. 36) consists of a housing, duct,
piston, cover, transfer tube, restrictor, servo valve and pressure sensing line.
P2.4 air obtained from a diffuser exit duct tapping passes through the
restrictor, the manifold and the transfer tube into the bleed valve chamber
above the piston. The area of the piston exposed to P2.4 air is such that the
force tending to close the piston is greater than the force tending to open it. A
signal from the EEC opens the servo valve to bleed into the duct via an
internal line which reduces the pressure of P2.4 air in the chamber above the
piston. The duct air back pressure modulates the bleed and improves valve
functioning. As the pressure of P2.4 air falls below that of P2.5 air, the piston
moves up, allowing P2.5 air to vent.
(c) HP Compressor Air (P3)
The P3 bleed air venturi adapter is installed on the gas generator case left
side. It vents P3 air, which is ducted through an airframe shut-off valve controlling
its flow to supply air conditioning system demand.
3.
Operation (Ref. Fig. 37) (A summary of the functions previously described)

The engine is started by the starter-generator rotating (cranking) the HP impeller and turbine.
The drive is taken through the accessory gearbox and down the associated driveshaft to
rotate the bevel gear splined to the HP impeller. Fuel is sprayed into the combustion chamber,
where it is mixed with the incoming air from the impeller. The igniter plugs are switched
on, and the air and fuel mixture is ignited. The resultant rearward flow of expanding gas drives
the HP and LP turbines, which are connected to the HP and LP impellers, respectively.
The rotating turbines turning the impellers draw in more air to mix and burn with the fuel. This
causes higher expansion and increases the speed of the turbines and impellers until the
engine has achieved self-sustaining speed with continuous combustion. The igniters may then
be switched off, and the starter-generator functions as a generator. The flow of gas
through the engine also drives the power turbine, which turns the propeller through the
gearbox. Further increase in fuel flow to the combustion chamber will increase gas expansion,
resulting in an increase in turbine and impeller speed. The HP and power turbine rotors
rotate clockwise, and the LP rotor rotates counterclockwise, when viewed from the rear.
4.
Engine - Approved Fuels

A.
Use of Approved Fuels

(1)
The fuels specified in Tables 13 and 14 are recommended by P&WC. Airworthiness

authorities normally require operators to follow these recommendations unless
alternative fuels have been agreed between the operator and P&WC and approved
by the operators airworthiness authority.
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MAINTENANCE MANUAL
C63889
P2.5 Check Valve - Details
Figure 35
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MAINTENANCE MANUAL
SERVO CONTROLLED
P2.4 BLEED
COVER
TO EEC
ELECTRICAL
HARNESS
CONNECTOR
P 2.4
MANIFOLD
RESTRICTOR
P2.5
TUBE
DUCT
SERVO
VALVE
P 2.4
PISTON
P2.5
C38664
Intercompressor Air Bleed Valve
Figure 36
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MAINTENANCE MANUAL
(2)
The fuels recommended have been substantiated by P&WC and are Transport
Canada approved.
NOTE:
(3)
The fuel properties specified in Table 4 are the minimum requirements for
fuel used in PW100 engines. As these properties only meet minimum
engine requirements, the list is not intended or suitable for use as a
purchase specification for procurement of fuel for PW100 engines. Rather,
it is intended to allow operators to include minimum approved fuel
requirements for PW100 engines in conjunction with other functional
requirements when formulating their own procurement specification or
judging the acceptability of fuels manufactured to other national
specifications that exist throughout the world.
Technical requirement tests shall be performed, in accordance with the latest issue
of the listed American Society for Testing and Materials (ASTM) test methods.
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MAINTENANCE MANUAL
DRIVE SHAFT
TO REDUCTION GEARBOX
MAX
OIL
1 ADD
LITRES OR
U.S. QUARTS
2
MIN
GAS PATH
L.P. IMPELLER
C14840_1
Engine Operation
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MAINTENANCE MANUAL
COMBUSTION CHAMBER
FUEL MANIFOLD
ADAPTER
FUEL NOZZLE
POWER TURBINE
COAXIAL SHAFTS H.P. IMPELLER
H.P. TURBINE
L.P. TURBINE
C14840_2
Engine Operation
Figure 37 (Sheet 2)
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TABLE 4, Fuel Properties

Properties
Gravity, deg API at 15C (59F)
Limits
Limits
37 (0.84 kg per 1)
57 (0.75 kg per 1)
Distillation Temperature,
Test Method
ASTM D287
or D1298
ASTM D86
10% Evaporated
Max.
205C (401F)
50% Evaporated
Max.
232C (450F)
End Point
Max.
300C (572F)
Loss, %
Max.
1.5
Residue, %
Max.
1.5
Sulfur, % by Weight
Max.
0.40
ASTM D1266 or
ASTM D2622 or
ASTM D4294
Mercaptan Sulfur, % by Weight

(See NOTE 1)
Max.
0.005
ASTM D1323
Net Heat of Combustion, BTU/lb
18300
Min.
ASTM D240 or
Net Heat of Combustion, K/kg
42.6x10
Min.
ASTM D2382
Freezing Point, F (C)
Max.
-45C (-49F)
ASTM D2386
Reid Vapour Pressure,
Max.
3 psi (21 kPa)
ASTM D323
Aromatic Content, % by volume
Max.
25
ASTM D1319
Burning Quality Luminometer

Number (See NOTE 2)
Min.
45
ASTM D1740
Copper Strip Corrosion 100 1C

(212 1.8F), 2 hrs.
Max.
No. lb
ASTM D130
Viscosity, cs at -34.4C (-30F)
Max.
16.5
ASTM D445
Water Reaction, Volume Change, ml
Max.
ASTM D1094
Water Reaction, Interface rating
Max.
1-b
ASTM D1094
NOTE: 1. Mercaptan sulfur determination may be omitted provided Doctor test in accordance
with ASTM D484 is conducted and results are negative.
NOTE: 2. Fuels will be acceptable provided they meet one of the following alternative
requirements or combination of requirements:
(a) Smoke point of not less than 25 mm when determined in accordance with ASTM
method D1322.
(b) Smoke point of not less than 20 mm when determined in accordance with ASTM
method D1322 provided fuel does not contain more than 3.0 per cent by volume of
naphthalene as determined in accordance with ASTM D1840.
(c) Due to occasional difficulties in meeting the requirements of step (b) above, a
waiver is in current effect which authorizes the relaxation, as necessary, in the value
of minimum smoke point down to 18 mm.
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B.
High Temperature Stability

(1)
The high temperature stability property shall be measured in an ASTM - CRC fuel
coker after 5 hours of operation at 149C (300F) pre-heater temperature, 205C
(400F) filter temperature, and six (6) pounds (2.72 kg) per hour fuel flow rate.
Maximum pressure change shall be 3 inches (76.2 mm) Hg, and pre-heater
deposit shall be less than Code 3 in accordance with ASTM D1660.
(2)
The Jet Fuel Thermal Oxidation Tester (JFTOT) ASTM D3241, may be used as an
alternate test method to ASTM D1660.
(a) Testing shall be conducted at 260C (500F), maximum heater tube temperature
fuel system pressure: 500 psig (3447.4 kPa); fuel flow rate: 2.85 US gal/hr (3
ml/Min.): test time 150 minutes. Maximum pressure change shall be 1.0 inch
(25.4 mm) Hg and pre-heater deposit shall be less than Code 3 in accordance
with ASTM D1660.
(b) If JFTOT test at control temperature of 260C (500F) should fail to meet
specification requirements of preceding sub-step (a), then test shall be conducted
at a temperature of 245C (473F) (See following Note) or, tested as in
preceding step (1).
NOTE:
C.
D.
The results from both the 260C (500F) and 245C (473F)
Control-temperature tests must be reported by the refiner on all
fuel analysis reports.
Quality
(1)
Fuel shall consist solely of hydrocarbon components except as otherwise specified

herein. It shall be clear and free from water, sediment, and suspended matter, and
shall be suitable for use in aircraft turbine engines.
(2)
The odor of the fuel shall not be nauseating or irritating. No substances of known
dangerous toxicity under usual conditions of handling and use shall be used.
Additives
(1)
One or a combination of the following oxidation inhibitors may be added to the

basic fuel in total concentration not greater than 25 milligrams per liter (0.025
g/1) to prevent formation of gum.
v 2, 4-Dimethyl-6 Tertiary Butyl Phenol
v 2, 6-Ditertiary-Butyl-4 Methyl Phenol
v 2, 6-Ditertiary Butyl Phenol
v 75% 2, 6-Ditertiary-Butyl Phenol; 10-15% 2, 4, 6-Tritertiary Butyl Phenol; 10-15%
Orthotertiary Butyl Phenol.
v 72% Min. 2, 4-Dimethyl-6 Tertiary Butyl Phenol; 28% Max. Monomethyl and
Dimethyl Tertiary Butyl Phenol.
v 60% Min. 2, 4-Ditertiary Butyl Phenol; 40% Max. Mixed Tertiary Butyl Phenol.
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(2)
The additives in Tables 5 thru 10, in addition to the oxidation inhibitors listed in step
(1) above, are acceptable for use in engine fuel subject to the limitations stated.
NOTE:
These fuel additives were approved on the basis of information received

from manufacturers or suppliers of the additives. Analysis of this
information and results of tests on product samples have indicated no
significant adverse effect on engine materials provided the concentration
does not exceed the recommended maximum.
(a) Anti-corrosion and lubricity additives in the following tables of this sub-section
are described as being primary corrosion inhibitors and secondarily as lubricity
improvers to meet a U.S. Military Specification. In certain cases, it is
necessary to adjust concentration of such additives to obtain necessary
lubricity improvement. Only products listed in Table 6 have been tested and
approved, by P&WC as both corrosion inhibitors and lubricity improvers, at the
concentration specified.
1
Anti-corrosion Additives used to inhibit corrosion are listed in Table 5 and

are approved for the concentrations listed.
TABLE 5, Anti-corrosion Additives
Maximum Concentration Allowed
Additive
(Trade Name)
lb. per 1000 Barrels
Grams per 10000 Liters
Dupont AFA-1
16
456
Lubrizol 451
20
570
Nalco 5400-A
228
Nalco 5403
228
20
570
Petrolite TOLAD 245

2
Anti-corrosion and Fuel Lubricity Improver Additives (Ref. Table 6).

NOTE:
Extensive operation on low lubricity fuel can result in accelerated

engine fuel pump wear. Until a generally accepted method of
measuring and defining fuel lubricity is available, rapid fuel pump
wear should be considered an indication of low lubricity fuel
and dictates a change in the fuel or addition of a lubricity improver.
The following corrosion inhibitor and fuel lubricity improver
additives are approved for the concentrations listed.
TABLE 6, Anti-corrosion and Fuel Lubricity Improver Additives

Additive
(Trade Name)

Apollo PRI-19
114
Cooper Hiltec E-580
228
Dupont DCI-4A
228
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TABLE 6, Anti-corrosion and Fuel Lubricity Improver Additives (Contd)

Additive
(Trade Name)
228
Mobilad F-800
3
The thermal stability additive in Table 7 is approved for use in engine fuel,
at the option of refiner, to ensure adequate high temperature stability at
time of use.
TABLE 7, Thermal Stability Additive
Additive
(Trade Name)
30
855
Dupont JFA-5
4
The metal deactivator in Table 8 is approved.

TABLE 8, Metal Deactivator Additive
Additive
(Trade Name)
57
N, N1 - Disalicylidene - 1,
2 Propane - Diamine
WARNING:
THESE FUEL SYSTEM ANTI-ICING ADDITIVES CONTAIN

ETHYLENE OR DIETHYLENE GLYCOL MONOMETHYL ETHER
WHICH IS HIGHLY TOXIC. THESE PRODUCTS MUST BE
HANDLED WITH EXTREME CARE. AVOID ALL DIRECT
CONTACT WITH SKIN OR CLOTHING. ANY CLOTHING
ACCIDENTALLY CONTAMINATED BY SPLASHING SHOULD
BE PROMPTLY REMOVED AND THE SKIN WASHED WITH
SOAP AND WATER. PREVENT CONTACT WITH EYES AND
AVOID INHALATION OF VAPORS. IF CONTACT IS MADE WITH
EYES, THEY SHOULD BE FLUSHED WITH WATER FOR 15
MINUTES. CONSULT WITH A PHYSICIAN AS RAPIDLY AS
POSSIBLE AFTER ALL CONTACT CASES.
Any anti-icing additive which is directly equivalent to any of those listed in

Table 9 is approved.
TABLE 9, Anti-icing additives
Additive
(Trade Name)
Phillips PFA 55MB
MIL-I-27686D
Ethylene Glycol Monomethyl Ether as
defined in MIL-I-27686E

Percentage by Volume
0.15
0.15
0.15
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TABLE 9, Anti-icing additives (Contd)

Additive
(Trade Name)
Diethylene glycol monomethyl ether
as
defined in MIL-I-85470A
Ethylene Glycol Monomethyl Ether
(Ethylcellosolve, Liquid I) as
defined in GOST 8313
Mix 50% Liquid I
50% methyl alcohol
(Liquid I-M) as
defined in TU 6-10-1458
Tetrahydrofurfuryl alcohol (TGF) as
defined in GOST 17477
Mix 50% TGF
50% methyl alcohol
(Liquid TGF-M) as
defined in TU 6-10-1457
6

Percentage by Volume
0.15
0.3
0.3
0.3
0.3
The anti-static additives in Table 10 are approved.

TABLE 10, Anti-static Additives
Additive
(Trade Name)
Shell ASA3
Dupont Stadis 450
7

Parts per Million by Weight
1.0
3.0
Anti-microbial Organisms Additive (Ref. Table 11).

a
Airline Operation
The following biocide additive may be used on a limited basis. Limited
basis is defined as intermittent or non-continuous use in a single
application to sterilize aircraft systems suspected or found to be
contaminated by microbial organisms, such as fungi, bacteria and
yeasts. For those operators, where the need for biocide use is
indicated (blocked LP filters), P&WC recommends, as a guide, a
dosage interval of once a month. This interval can then be adjusted,
either greater or lesser, as the operators own experience dictates.
Executive Aircraft Operation

The additive may be used continuously in executive aircraft where
utilization is less than 1200 hours per year.
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TABLE 11, Anti-microbial Organisms Additives

Additive
(Trade Name)
Biobor JF
8

Parts per Million by Weight
270
Other Additives.
a
Leak Check Additive (Ref. Table 12)

This additive is used by local airport authorities to detect leaks in
airport fuel distribution systems.
TABLE 12, Leak Check Additive
Additive
(Trade Name)
Tracer A
(Sulfur Hexafluoride, SF6)
E.

Parts per Million
1
Acceptable Fuels (Unrestricted Use)

(1)
Fuels listed in Table 13 comply with P&WC specifications and are approved for
unrestricted use in PW100 engines.
NOTE: 1. Unless otherwise specified, the latest issue of fuel specifications applies.
NOTE: 2. An acceptable fuel or any mixture of acceptable fuels may be used.
TABLE 13, Approved Fuels
ISSUING
AUTHORITY
BODY
KEROSENE
TYPE
FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE HIGH FLASH

POINT
KEROSENE
C (F)
TYPE
FREEZE
POINT
C (F)
Jet A
-40 (-40) Jet B
-50 (-58) -
Jet A-1
-47 (-53) -
Jet A-2 (See

Note 1)
(See
Note 2)
Kerosene
Type Fuel
-47 (-53) Wide Cut

Type Fuel
-50 (-58) -
US
MIL-DTL-5624
US
MIL-DTL-83133
JP-8
(See Note 3)
-47 (-53) -
ASSOCIATIONS
ASTM (D1655)
IATA
MILITARY
JP-4
-58 (-72) JP-5
(See Note 3)
(See Note 3)
-
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-46 (-51)
-
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TABLE 13, Approved Fuels (Contd)

ISSUING
AUTHORITY
BODY
KEROSENE
TYPE
FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE HIGH FLASH

POINT
KEROSENE
C (F)
TYPE
FREEZE
POINT
C (F)
US
MIL-DTL-83133
JP-8 +100
(See Note 6)
-47 (-53) -
British Joint
Services
AVTUR
(See Note 4)
NA
AVTAG
NA
(See Note 4)
AVCAT
(See Note 4)
NA
Designation
AVTUR/FSII
(See Note 3)
NA
AVTAG/FSII NA
(See Note 3)
AVCAT/FSII
(See Note 3)
NA
NATO Code
F34 (See
NA
Note 3 and 4)
F40 (See
Note 3
and 4)
NA
F43
NA
F35
(See Note 4)
F44 (See Note 3 NA

and 4)
Governments
Canadian/
CAN/C.G.S.B. -47 (-53) CAN/
General
3.23-97
C.G.S.B.
Standards Board
3.22-97
British/
Ministry of
Defence
-51 (-60) CAN/C.G.S.B.

3-GP-24c
-46 (-51)
Defense
Standard
91-87 (NATO
Code F34)
-47 (-53) Defense

-58 (-72) Defense
Standard
Standard 91-86
91-88 (NATO
(NATO Code
Code F40)
F44)
-46 (-51)
Defense
Standard
91-91
(See Note 3)
(NATO Code
F35)
-47 (-53)
-46 (-51)
AIR 3405
-50 (-58) AIR 3407
-58 (-72) AIR 3404
-46 (-51)
RT
-60 (-76) -
CSN 65619
PL5 (See
Note 5)
-50 (-58) -
CSN 6520
RT (See Note -55 (-67) 5)
French/
Ministry of the
Armed Forces
Defense
Standard 91-86
(See Note 3)
Governments
CIS
GOST 10227
Czechoslovakia
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TABLE 13, Approved Fuels (Contd)

ISSUING
AUTHORITY
BODY
FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE HIGH FLASH

POINT
KEROSENE
C (F)
TYPE
FREEZE
POINT
C (F)
PL6 (See
Note 5)
-55 (-67) -
ATK
-50 (-58) -
TH
-53 (-63) -
JUS.B.H2.331
GM-1
-55 (-67) -
China
RP-3
-47 (-53) -
KEROSENE
TYPE
PND-25-005-76
Poland
BN-70/0533-71
Romania
STAS 5639/88
Yugoslavia
NOTE: 1. Fuel Jet A-2 conforming to CAN/C.G.S.B. 3.23-M86 is acceptable for use providing the
restrictions covering flash and freezing points are strictly observed.
NOTE: 2. This fuel has both summer and winter freeze points of -40C (-40F) and -47C (-53F)
respectively.
NOTE: 3. Contains fuel system icing inhibitor (FSII).
NOTE: 4. These designations are not specifications, therefore there are no freeze point
definitions.
NOTE: 5. Use of fuel lubricity improver strongly recommended.
NOTE: 6. Contains thermal stability improver additive.
F.
Acceptable Fuels (Restricted Use)

(1)
The fuels listed in Table 14 are considered by P&WC to be satisfactory for

occasional use only. If these fuels are used in an engine for more than 1000 hours
(intermittently or continuously), a fuel nozzle inspection must be carried out
when 1000 hours running has accumulated. To enable continuous use of these
fuels in excess of 1000 hours, the results of the inspection must be acceptable to
P&WC.
NOTE:
Unless otherwise specified, the latest issue of fuel specifications applies.

TABLE 14, Acceptable Fuels Subject to Restricted Use
ISSUING
AUTHORITY
BODY
KEROSENE
TYPE
FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE HIGH FLASH

POINT
KEROSENE
C (F)
TYPE
FREEZE
POINT
C (F)
TS-1
-60(-76)
-60(-76)
CIS
GOST 10227
T-2 (See
Note)
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TABLE 14, Acceptable Fuels Subject to Restricted Use (Contd)

ISSUING
AUTHORITY
BODY
KEROSENE
TYPE
FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE HIGH FLASH

POINT
KEROSENE
C (F)
TYPE
FREEZE
POINT
C (F)
GOST 10227
T-1
-60(-76)
BDS 5075-71
TS-1
-60(-76)
T-2 (See
Note)
-60(-76)
BDS 5075-71
T-1
-60(-76)
PL-3
-60(-76)
PN-72/C-96026
P-2
-60(-76)
PN-72/C-96026
PSM-2
-60(-76)
Bulgaria
Czechoslovakia
CSN 65619
Poland
NOTE: Use of fuel lubricity improver strongly recommended.

G. Alternate/Emergency Fuels
CAUTION: ADDITIVES SUCH AS TETRA-ETHYL LEAD AND PHOSPHORUS
COMPOUNDS, COMMON TO GASOLINE FUELS ARE HARMFUL TO
HOT SECTION PARTS FROM A CORROSION, SULPHIDATION AND
METALLURGICAL STANDPOINT.
(1)
The use of aviation gasoline (Avgas) is restricted and must be used only during an
emergency. Avgas must not be used for more than 150 hours between engine
overhauls.
CAUTION: ALTHOUGH DIESEL AND HEATING FUELS ARE CHEMICALLY SIMILAR

TO JET FUELS, THEIR COLD FLOW, VISCOSITY AND FREEZING POINT
CHARACTERISTICS ARE SPECIFICALLY CONTROLLED DURING
REFINING TO LEVELS NOT SUITABLE FOR USE IN AIRCRAFT.
(2)
5.
The operation of PW100 engines on fuels other than the approved jet fuels is not
recommended. Specifically excluded as possible alternate or emergency fuels are
such products as automotive gasoline, diesel fuel, heating fuel or any combination of
these products with the approved fuels.
Engine - Approved Lubricating Oils

A.
General
(1)
Major factors affecting oil deterioration over time are engine mechanical condition,
climatic, atmospheric and environmental conditions, dust and sand ingestion during
take-off/landing modes and engine utilization.
(2)
When switching between approved oil brands, the following should be adhered to:
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(a) If switching from a Type II, 5 Centistoke oil, listed in Table 16 (not third
generation), to another oil brand also listed in Table 16 then:
Switch to new oil brand by adding new oil as required (topping off).
NOTE:
Original oil does not need to be drained and engine does not need to
be flushed.
(b) If switching to an oil brand not listed in Table 16, the engine oil must be
drained and the engine flushed (Ref. Servicing).
(3)
If oil of different brands or viscosities become inadvertently combined, the following

applies:
(a) If the oils which are combined are Type II, 5 Centistoke oils listed in Table 16,
(not third generation), no further action is required.
(b) Any combining of all other oils:
drain and flush complete oil system and;
fill with an approved oil (Ref. Servicing and Tables 16, 17 and 18).
(4)
B.
Operators wishing to monitor oil quality are recommended to establish a program in

collaboration with their oil supplier/manufacturer.
Approved Oils
(1)
5 Centistoke Oils
The oils listed in Table 16 comply with specification PWA 521, Type II oil Ts3. These
oils are fully approved for use in PW100 engines.
(2)
4 Centistoke Oils
The oils listed in Table 17 have undergone extensive engine and laboratory
qualification testing prior to being approved for use in PW100 engines.
(3)
Third Generation Oils

The term Third Generation is one that oil companies use to describe turbine oils
which they claim have superior thermal and oxidative stability when compared to
typical Type II, 5 centistoke oils. To ensure that there is no confusion regarding
the term Third Generation, P&WC consider as Third Generation lubricants, only
those listed in Table 18.
(4)
Other Oils
No other oils are approved for use in the PW127H engines. Should the use of an
oil not listed be desired, the intended user should contact Pratt & Whitney Canada,
Product Support Department, for consultation.
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C.
Dupont Oil Blue Dye (PWC05-026)

(1)
This dye (PWC05-026) may be added to any P&WC approved lubricating oil on a
one time basis when filling the system. The dye improves sight glass visibility and
aids in the detection of oil leaks.
(2)
Use 0.5499 - 0.7699 milliliters per liter or 0.0703 - 0.0985 ounces per US gallon of
oil. The maximum concentration must not exceed 0.7699 milliliters per liter or
0.0985 ounces per US gallon.
(3)
The dye is blue in color, however when mixed with some oils which are yellow in
color, the result may be green colored oil.
TABLE 15, Approved Dye
BRAND
Dupont Oil Blue
D.
SUPPLIER
Pylam Products Company Inc.
2175 East Cedar Street
Tempe, Arizona
USA 85281-7431
TEL: 1-800-645-6096
TEL: (480) 929-0070
FAX: (480) 929-0078
URL: http://pylamdyes.com
Oil Drain Period
CAUTION: WHEN CHANGING FROM AN EXISTING LUBRICANT FORMULATION TO A

THIRD GENERATION LUBRICANT FORMULATION (SEE TABLE 18), P&WC
STRONGLY RECOMMENDS THAT SUCH A CHANGE SHOULD ONLY BE
MADE WHEN AN ENGINE IS NEW OR IMMEDIATELY AFTER OVERHAUL.
(1)
Engines in airline operation flying a minimum of 1200 hours annually where

conditions are not known to be detrimental to engine oil:
(a) The oil does not have to be drained between engine restoration/overhaul
thresholds provided that the integrity of the oil system has been maintained, i.e.
no engine maintenance has been carried out where there was a risk of
introducing foreign matter into the oil system.
(2)
Engines operated in aircraft with an annual utilization of less than 1200 hours:
(a) The oil drain period may be either:
1 At fixed intervals (Ref. 05-20-00, SCHEDULED INSPECTION/MAINTENANCE
INTERVALS); or
2
When oil quality is outside limits (Ref. Para. E.).
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TABLE 16, Approved Lubricating Oils - PWA 521, Type II (5-Centistoke)

BRAND
Aero Shell Turbine Oil 500
Royco Turbine Oil 500
Mobil Jet Oil II
Castrol 5000
SUPPLIER
Shell Canada Ltd.
400-4th Avenue S.W.
Calgary, Alberta
Canada T2P 0J4
TEL: 1-800-661-1600
Shell International Petroleum Co.
Shell Center
London, SE1 7NA
England
TEL: 44 (0) 20 7934 1234
FAX: 44 (0) 20 7934 8060
URL: http://www.shell.com
Royal Lubricants Inc.
P.O. Box 518
East Hanover, NJ 07936
USA
TEL: 1-800-989-7692
FAX: (973) 887-6930
URL: http://www.royallube.com
Exxon Mobil Corp.
3225 Gallows Road
Fairfax, VA 22037
USA
TEL: 1-800-662-4525
FAX: (203) 846-3355
URL: http://www.exxonmobil.com
Castrol Industrial North America Inc.
1001 West 31st Street
Downers Groove, IL 60515
USA
TEL: 1-800-462-6835
TEL: (630) 241-4000
FAX: (630) 241-1957
URL: http://www.castrolindustrial.com
Castrol Canada Inc.
3620 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2
TEL: (416) 252-5511
FAX: (416) 252-7315
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TABLE 16, Approved Lubricating Oils - PWA 521, Type II (5-Centistoke) (Contd)
BRAND
BP Turbo Oil 2380/

Exxon Turbo Oil 2380
SUPPLIER
Castrol Specialised Industrial (U.K.)
Wakefield House
Pipers Way
Swindon, Wilts
SN3 1RE England
TEL: 44 (0) 1793 512712
TEL: 44 (0) 1793 511521
FAX: 44 (0) 1793 453218
Air BP
BP Exploration & OIl Inc.
Maple Plaza ll - 1N
6 Campus Drive
Parsippany, NJ 07054
USA
TEL: 973-401-4350
FAX: (973) 401-4355
URL: http://www.airbp.com
TABLE 17, Approved Lubricating Oils - 4-Centistoke

BRAND
Castrol 4000
SUPPLIER
Castrol Industrial North America Inc.
1001 West 31st Street
Downers Groove, Il 60515
USA
TEL: 1-800-462-6835
TEL: (630) 241-4000
FAX: (630) 241-1957
URL: http://www.castrolindustrial.com
Castrol Canada Inc.
3620 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2
TEL: (416) 252-5511
FAX: (416) 252-7315
Castrol Specialised Industrial (U.K.)
Wakefield House
Pipers Way
Swindon, Wilts
SN3 1RE England
TEL: 44 (0) 1793 512712
TEL: 44 (0) 1793 511521
FAX: 44 (0) 1793 453218
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TABLE 18, Approved Lubricating Oils - PWA 521, Type II (5-Centistoke)

THIRD GENERATION
BRAND
Aero Shell Turbine Oil 560
DELETED
DELETED
E.
SUPPLIER
Shell Canada Ltd.
400-4th Avenue S.W.
Calgary, Alberta
Canada T2P 0J4
TEL: 1-800-661-1600
Shell International Petroleum Co.
Shell Center
London, SE1 7NA
England
TEL: 44 (0) 20 7934 1234
FAX: 44 (0) 20 7934 8060
URL: http://www.shell.com
DELETED
DELETED
Oil Analysis
(1)
Before obtaining an oil sample to analyze, start engine and run until oil temperature
is 70 (158F) minimum. Shutdown engine (Ref. Adjustment/Test).
(2)
If in the absense of a maximum TAN number from an oil brand specification and
the TAN is above 1.0, or water content is more than 800 parts per million, either
by weight or volume, proceed as follows:
(a) Drain and discard oil from main oil tank and reduction gearbox (Ref.
Engine/Servicing).
(b) Refill engine with fresh oil. (Ref. Engine/Servicing).
(c) Run engine (Ref. Adjustment/Test).
(d) Drain and discard oil from main oil tank and reduction gearbox (Ref.
Engine/Servicing).
(e) Refill engine with fresh oil. (Ref. Engine/Servicing).
NOTE: 1. The value of TAN in unused oil conforming to specification varies
depending on brand and manufacturer.
NOTE: 2. As oil deteriorates, the color becomes black and a strong harsh odor
is given off. Although this in itself is not a reason to change the oil, it
would be an indication that the oil should be analyzed.
NOTE: 3. Use a Titra-Lube TAN Test Kit (P/N TI-TAN) to analyze the oil. The
kit can be obtained from the following address or contact a local
distributor for availability of the kit:
72-00-00
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MAINTENANCE MANUAL
Dexsil Chemical Corp.

1 Hamden Park Drive
Hamden, CT 06517
USA
TEL: 1-800-4-DEXSIL
203-288-3509
FAX: 203-248-6523
72-00-00
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MAINTENANCE MANUAL

1.
2.
General
A.
This section provides a series of checks to enable problems occurring in the operation
of the engine to be isolated and rectified.
B.
Reference should be made to the flight log and engine log for any entry relating to the
current problem.
Not Applicable
3.
Special Tools
Not Applicable
4.

Not Applicable
5.
Fault Isolation Chart Locations

For PW127H engines, refer to Chapter 72-00-01 for a series of charts having checks to
enable problems that occur in the operation of the engine to be isolated and rectified.
For PW127H engines, refer to Chapter 72-00-02 for a series of charts having checks to enable
problems that occur in the electronic control system to be isolated and rectified.
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MAINTENANCE MANUAL

1.
General
A.
During removal of engine components, such as tubes, look for indications of scoring,
burning or other undesirable conditions. To facilitate reinstallation, observe the location
of each component during removal. Tag unserviceable components for investigation and
possible repair.
B.
Suitable plugs, caps, and other coverings shall be used to protect all openings as they
are exposed.
NOTE:
Dust caps used to protect open lines against contamination shall always be
installed over and not inside the tube ends. Flow through the lines may be
blocked off if lines are inadvertently installed with dust caps inside the tube ends.
C.
If items are dropped into the engine, the dropped articles must be retrieved immediately.
D.
Before assembling or installing any part, be sure it is thoroughly clean.
E.
Lockwire, keywashers and cotterpins must not be reused.
F.
Use new gaskets, backup rings and packings at assembly. Make sure new non-metallic
parts (i.e., carbon seal) show no sign of deterioration due to length of time in storage.
G. When installing engine parts requiring the use of a hammer to facilitate assembly or
installation, use only a plastic or rawhide hammer.
H.
When used, masking tape must be removed and parts cleaned with petroleum solvent
(PWC11-027) or cleaner (PWC11-031) before assembly into the engine. Tape residue
can cause corrosion at engine running temperatures.
NOTE:
2.
Tergit (PWC11-031) is recommended to be used as an alternative to petroleum

solvent when the use of this product is restricted by local environmental and/or
health legislation.
I.
Ensure that antiseize compounds are applied in a thin, even coat. Excess compound
must be completely removed to avoid contamination of adjacent parts, passages or
surfaces.
J.
All external joint faces must be sealed with compound (PWC09-003) after installation or
test. Protect all external bolts and studs with a film of silicone compound. Do not apply
silicone compound to any threads of bolts used to retain accessories. These threads are to
be coated with engine oil (PWC03-001) as required by normal torquing procedures.
K.
Parts coated with corrosion-preventive compound must have all traces of the compound
removed before assembly.
The consumable materials listed below are referred to in this section. For more data, refer to
the CONSUMABLE MATERIALS section at the beginning of this manual.
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MAINTENANCE MANUAL
WARNING:
3.
READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE
MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Item No.
Name
PWC03-001
PWC05-002
PWC05-018
PWC05-018A
PWC05-046
PWC05-061
PWC05-103
PWC05-256
PWC09-003
PWC11-014
PWC11-027
PWC11-031
Oil, Engine
Dye, Layout
Marker, Pen and Pencil
Marker, Ink
Cloth, Abrasive, Coated, Crocus
Marker, Pencil
Enhancer, Contact, Electrical
Compound, Sealing
Alcohol, Isopropyl
Petroleum Solvent
Cleaner, Engine Parts
Special Tools
Special tools are identified in procedural text by part number in parentheses.
4.
Tool No.
Name
PWC58104
Wrench

The fixtures, equipment and supplier tools listed below are referred to in procedural text.
Name
Glass container
Pliers, Soft-jaw - Glenair (TG69)
Wrench, Mini-strap - Glenair (TG70)
5.
Standard Torques
A.
B.
Torque limits are to be interpreted as follows:

(1)
Torque values are at room temperature.
(2)
Angles of turn are in degrees.
(3)
All torques specified in this manual are the effective torques which must be applied
to the part. They do not take into consideration any adapter or extension used
when applying the torque.
Thread lubricant is engine oil (PWC03-001), unless otherwise specified.

NOTE:
C.
Silver-plated bolts do not require lubrication prior to assembly.
Flange bolts must be torqued in a diametrically opposed sequence.
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MAINTENANCE MANUAL
6.
D.
Parts heated or cooled before assembly must be at room temperature when the final
torque is applied.
E.
Torque should be applied slowly and evenly for consistency and accuracy.
Torque Wrenches
A.
General
Check and calibrate torque wrenches before use. Checking one torque wrench against
another does not give accurate results. Some wrenches are sensitive to the method
of support used during the torquing procedure. Therefore, the manufacturers instructions
must always be followed.
B.
Standard Torque Wrenches and Extensions

When using an extension or adapter with standard torque wrenches (Ref. Fig. 201,
Detail A), a correction of the indicated torque reading is required and the following formula
must be used:
a
b
c
R
T
R=
Effective length of extension or adapter

Effective length of torque wrench
Distance through which force is applied to part
Reading on scale or dial of torque wrench
Desired torque on the part
bT
c
bT
a+b
Formula to be used
Example:
Desired torque (T) = 1440 lb.in. (162.72 Nm)
Adapter or extension length = 3 in. (76.20 mm)
Torque wrench length = 15 in. (381.00 mm)
Then:
R (lb.in.) = a
bT
+b
15 x 1440
3 + 15
= 1200 lb.in.
OR
R (Nm) =
381.00 x 162.72
76.20 + 381.00
= 135.60 Nm
When using an extension or adapter which does not change the effective length of a
standard torque wrench (Ref. Detail B), a correction of the indicated torque reading is not
required.
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MAINTENANCE MANUAL
b
c
DETAIL
c
DETAIL
B
C12854A
Torque Wrench and Extension

Figure 201
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MAINTENANCE MANUAL
C.
Power Torque Wrenches

(1)
Power torque wrenches employ a high ratio geartrain operated by a handcrank

(supplied with the wrench) or a pneumatic ratchet drive tool. A 34 in. (19.05 mm)
square drive bar (supplied with the wrench) transmits the output torque of the
geartrain. Two 12 in. (12.70 mm) diameter pins on the wrench adapter transmit
counteracting loads. Wrench input and output shafts rotate in the same direction.
(2)
When tightening a nut, the input drive must be turned counterclockwise; when
loosening, the reverse rotation applies.
(3)
A countertorque adapter is installed on the nut when torque is applied to turn the
part and not the nut. The input drive rotation is opposite to that required when
turning the nut.
(4)
Nuts are tightened, using the power torque wrench and appropriate countertorque
adapter, as follows:
(a) Install socket on nut.
(b) Install appropriate countertorque adapter on part being assembled.
NOTE:
Follow instructions marked on adapter showing direction of rotation

required when torquing and untorquing.
(c) Install power torque wrench on adapter and engage both pins.
(d) Insert 34 in. (19.05 mm) output drive bar into wrench output shaft and turn until
bar engages socket.
(e) Turn ratchet (located on front face of power wrench).
(f)
Insert input driveshaft (handle or power operated) in input shaft. Rotate

driveshaft in same direction as that required for output shaft.
(g) Continue rotating until torque indicator reaches required reading on scale.
NOTE:
Since the torque indicator is calibrated in lb.ft., the appropriate

conversion must be made when torquing to values specified in lb.in.
(h) Remove the power wrench as follows:
(i)
(5)
Alter the position of the ratchet.
Reverse direction of rotation of the input drive until the indicator returns to
zero (green band). This removes the holding pressure on the wrench,
allowing it to be withdrawn from the adapter.
Remove power wrench, drive bar, adapter and socket.
To untorque, repeat step (4), except for rotational direction of ratchet and input
shaft, which must be reversed.
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MAINTENANCE MANUAL
7.
General Torque Recommendations

A.
Oil Lubricated Parts

Torque limits, detailed in the assembly instructions for oil lubricated parts, apply only if
engine oil (PWC03-001) is used on the parts.
B.
Self-locking Nuts and Helical Coil Inserts

(1)
The locking torque for self-locking nuts and helical coil inserts must be checked at
assembly. The locking torque must, unless otherwise specified, not be less than the
values shown in Table 201.
(2)
When checking self-locking torque, care must be taken to ensure the fastener is not
seated. This ensures that only the torque necessary to overcome the friction
holding the thread is measured.
(3)
To ensure the locking feature in the self-locking nut engages the fully formed
external thread on the mating part, a minimum thread protrusion is required (Ref.
Table 201).
TABLE 201, Minimum Locking Torque for Self-locking Nuts and Helical Coil Inserts and
Minimum Thread Protrusion for Self-locking Nuts
THREAD
SIZE
TORQUE
LB.IN.
(Nm)
0.1120-40
MINIMUM
PROTRUSION
IN. (mm)
THREAD
SIZE
TORQUE
LB.IN.
(Nm)
MINIMUM
PROTRUSION
IN. (mm)
0.5 (0.06)
0.4375-20
14.0 (1.58)
0.060 (1.52)
0.1120-48
0.5 (0.06)
0.5000-14
24.0 (2.71)
0.080 (2.03)
0.1250-40
1.0 (0.11)
0.5000-20
18.0 (2.03)
0.060 (1.52)
0.1380-32
1.0 (0.11)
0.050 (1.27)
0.5625-12
30.0 (3.39)
0.080 (2.03)
0.1380-40
1.0 (0.11)
0.040 (1.02)
0.5625-18
24.0 (2.71)
0.070 (1.78)
0.1640-32
1.5 (0.17)
0.050 (1.27)
0.6250-11
40.0 (4.52)
0.090 (2.29)
0.1640-36
1.5 (0.17)
0.040 (1.02)
0.6250-18
32.0 (3.61)
0.070 (1.78)
0.1900-24
2.0 (0.23)
0.060 (1.52)
0.7500-10
60.0 (6.78)
0.1900-32
2.0 (0.23)
0.050 (1.27)
0.7500-16
50.0 (5.65)
0.2500-20
4.5 (0.51)
0.060 (1.52)
0.8750-9
82.0 (9.27)
0.2500-28
3.5 (0.40)
0.050 (1.27)
0.8750-14
70.0 (7.91)
0.3125-18
7.5 (0.85)
0.070 (1.78)
1.0000-8
110.0 (12.43)
0.3125-24
6.5 (0.73)
0.060 (1.52)
1.0000-14
92.0 (10.40)
0.3750-16
12.0 (1.36)
0.070 (1.78)
1.1250-8
137.0 (15.48)
0.3750-24
9.5 (1.07)
0.060 (1.52)
1.1250-12
117.0 (13.22)
0.4375-14
16.5 (1.86)
0.080 (2.03)
1.2500-12
143.0 (16.16)
NOTE: Protrusion dimension includes chamfer.
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MAINTENANCE MANUAL
C.
Castellated Nuts
(1)
Install castellated nuts as follows:

(a) Tighten nut to the minimum recommended torque.
(b) If locking slot is not aligned with the associated lockwire or cotterpin hole,
increase torque until alignment is obtained. If maximum torque is exceeded,
back off nut 1/2 turn and repeat procedure.
(c) Replace nut if locking slot cannot be aligned within the recommended torque
limits.
D.
Standard and Stepped Studs

When the torque required to drive a stud to the correct projection length is not within the
minimum and maximum limits, a new stud must be used.
E.
Tube Nuts
If leakage occurs at a tube nut, do not attempt to correct by overtorquing. Disassemble
fitting and check for nicks, burrs and/or foreign matter. If necessary, use new parts.
8.
Locking
A.
General
Lockwasher, keywashers and cotterpins must not be reused. Various examples of these
locking washers are shown in Figure 202.
B.
Keywashers
(1)
General
(a) When bending keys, do not use sharp-pointed tools. Use of this type of tool
can lead to failure of keys, which, on becoming detached, can pass through
the engine, causing damage.
(2)
Key-type (Ref. Fig. 203)

(a) To prevent reuse, all unbent keys must be bent.
(b) Pre-bent keys must be positioned against side of locking hole to prevent
movement of bolt being locked.
(c) At least one key must be bent sufficiently to meet gap requirement. A minimum
of 75% of its width as measured at base of key must engage flat on bolt being
locked. Other keys may be bent in any convenient way.
(d) Fuel nozzle keywasher keys must not be bent using impact-type tools.
(3)
Cup-type (Ref. Fig. 204)
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MAINTENANCE MANUAL
CUP WASHER
KEY WASHER
KEY WASHER
CUP WASHER
CUP LOCKING WASHER
KEY WASHER
KEY WASHER
KEY WASHER
KEY WASHER
TAB WASHER
TAB WASHER
C3036
Typical Locking Washers
Figure 202
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MAINTENANCE MANUAL
DIRECTION TO
LOOSEN NUT
75% OR MORE OF KEY WIDTH

FOR AT LEAST ONE KEY
DETAIL A
0.010 INCH (0.25mm) MAXIMUM GAP FOR

FASTENERS WITH THREAD SIZES EQUAL
TO OR LESS THAN 0.3125 INCH (7.93mm)
0.020 INCH (0.50mm) MAXIMUM GAP FOR
FASTENERS WITH THREAD SIZES
GREATER THAN 0.3125 INCH (7.93mm)
C30219
Keywashers (Typical) - Installation
Figure 203
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MAINTENANCE MANUAL
(a) The OD of cup-type keywashers must be deformed (crimped) into at least two
of the slots in the associated nut.
(b) The gap between nut OD and cupwasher ID must not exceed 0.005 in.
(0.12 mm).
(c) Crimping should be carried out using one of the tools listed below:
1
Drift-type tool: This tool consists of a ring with prongs on the ID. When
placed over cupwasher and moved in an axial direction, the tool forms
indentations on cupwasher OD.
Squeeze-action tool: This tool forms indentations by pressing cupwasher

OD into nut slots.
Punch: Impact forms indentations in cupwasher OD.

NOTE:
Use of a punch should be avoided where possible and drift or

squeeze-type tools used where practical.
(d) The portion of the tool that forms indentations must be spherically shaped. The
spherical radius must not be less than 0.050 in. (1.27 mm). The radius must
not be larger than is required to fully form the indentation into the associated slot.
(e) To prevent shearing of internal keys, the position of cupwasher must not change
during assembly. This involves marking cupwasher and an adjacent surface.
This enables any rotation of cupwasher, when tightening nut, to be detected.
C.
Lockwire
(1)
General
(a) Lockwire must be tight, after installation, to prevent failure due to rubbing or
vibration.
(b) Lockwire must be installed in a manner that tends to tighten and keep a part
locked in place. This counteracts the natural tendency of part to loosen.
(c) Lockwire must never be overstressed. It will break under vibration if twisted too
tightly. Lockwire must be pulled tight when being twisted and have minimum
tension, if any, when installed.
(d) Lockwire ends must be bent towards the engine or part. This avoids sharp or
projecting ends, which could present a safety hazard.
(2)
Alignment
(a) Check components before securing with lockwire to make sure that they have
been correctly torqued. Also, ensure the lockwire holes are correctly positioned
in relation to one another.
(b) Never overtorque or loosen components to obtain correct hole alignment.
Replace component if necessary.
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A
DIAPHRAGM
0D
EXTERNAL CUP WASHER
SECTION
AA
SECTION
CC
SECTION
BB
INTERNAL CUP WASHER
C12856
Cup-type Keywashers - Installation
Figure 204
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MAINTENANCE MANUAL
(3)
Installation
(a) Secure lockwire at the ends or at a point that will not be twisted. This ensures
the twisted section is not damaged.
(b) Lockwire must not be nicked, kinked or mutilated.
(c) When cutting off ends, leave at least three complete turns after the loop
securing the component. Ensure ends do not fall into the engine.
(4)
Removal
(a) Do not twist lockwire off with pliers, which could cause damage to associated
component. Taking care, cut near component locking hole.
(5)
Procedure
(a) Figure 205 illustrates typical procedure and Figure 206 illustrates basic
examples. Although there are numerous applications for lockwire installation,
practically all are derived from the basic examples shown.
D.
9.
Retaining Rings
(1)
Retaining rings must be installed using approved retaining ring pliers.
(2)
Internal-type rings must not be compressed beyond the point where ends of the
ring meet.
(3)
External-type rings must be expanded only enough to allow installation, without

permanent distortion occurring.
(4)
After installation, ensure each retaining ring is completely seated in its groove,
without looseness or distortion.
Marking of Parts
A.
General
(1)
Marking of engine parts, assemblies, or weldments shall be applied so as to ensure

maximum legibility and durability of mark but in a manner that will not affect
function or serviceability of part. Only applicable Pratt & Whitney Canada marking
methods must be used.
(2)
Except where otherwise specified, reidentification of parts must be accomplished

adjacent to, or in a location similar to, that of original marking.
(3)
All marking characters, unless otherwise specified, must be 0.060 to 0.160 inch
(1.52-4.06 mm) high. In special cases, when marking area is governed by size or
configuration of part, characters not less than 0.016 inch (0.41 mm) nor more than
0.250 inch (6.35 mm) in height are permitted.
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MAINTENANCE MANUAL
10:30
OCLOCK
4:30
OCLOCK
POSITION THE HOLES.
INSERT THE UPPERMOST WIRE,

WHICH POINTS TOWARDS THE
SECOND BOLT, THROUGH THE
HOLE WHICH LIES BETWEEN THE
NINE AND TWELVE OCLOCK
POSITIONS. GRASP THE END OF
THE WIRE WITH A PAIR OF
PLIERS AND PULL THE WIRE
TIGHT.
INSERT PROPER GAGE WIRE.
BRING THE FREE END OF THE

WIRE AROUND THE BOLT HEAD IN
A COUNTERCLOCKWISE
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
HEAD OF THE BOLT, THEN
UNDER THE OTHER END OF THE
WIRE. BE SURE WIRE IS TIGHT
AROUND HEAD.
GRASP THE WIRE BEYOND THE

TWISTED PORTION AND TWIST
THE WIRE ENDS COUNTER
CLOCKWISE UNTIL TIGHT.
TWIST WIRE UNTIL WIRE IS

JUST SHORT OF HOLE IN THE
SECOND BOLT.
DURING THE FINAL TWISTING

MOTION OF THE PLIERS, BEND
THE WIRE DOWN AND UNDER
THE HEAD OF THE BOLT.
KEEPING WIRE UNDER TENSION,

TWIST IN A CLOCKWISE
DIRECTION UNTIL THE WIRE IS
TIGHT. WHEN TIGHTENED THE
WIRE SHALL HAVE APPROXI
MATELY 7 TO 10 TWISTS PER INCH.
CUT OFF EXCESS WIRE WITH

DIAGONAL CUTTERS.
C194C
Lockwire Installation Procedure
Figure 205
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MAINTENANCE MANUAL
EXAMPLE 1
EXAMPLE 2
EXAMPLE 3
EXAMPLE 4
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 TWIST, FROM THE SECOND TO THE THIRD UNIT, IS COUNTERCLOCKWISE 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
COUNTERCLOCKWISE TWIST AFTER IT LEAVES THE HOLE, THE LOOP WILL BE SECURED IN PLACE AROUND THE HEAD OF THAT BOLT.
EXAMPLE 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 9 SHOWS THE METHOD
FOR WIRING BOLTS IN DIFFERENT
PLANES. NOTE THAT WIRE SHOULD
ALWAYS BE APPLIED SO THAT
TENSION IS IN THE TIGHTENING
DIRECTION.
EXAMPLE 10
EXAMPLE 10 SHOWS HOLLOW
HEAD PLUGS WIRED WITH THE
TAB BENT INSIDE THE HOLE
TO AVOID SNAGS AND POSSIBLE
INJURY TO PERSONNEL WORKING
ON THE ENGINE.
EXAMPLE 11
EXAMPLE 11 SHOWS CORRECT
APPLICATION OF SINGLE WIRE
TO CLOSELY SPACED MULTIPLE
GROUP.
C195_1
Examples of Lockwire Installation
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EXAMPLE 12
EXAMPLE 13
EXAMPLES 12 AND 13 SHOW METHODS FOR ATTACHING LEAD SEAL TO PROTECT CRITICAL ADJUSTMENTS.
EXAMPLE 14
EXAMPLE 15
EXAMPLE 14 SHOWS BOLT WIRED TO

A RIGHT ANGLE BRACKET WITH THE
WIRE WRAPPED AROUND THE BRACKET.
EXAMPLE 15 SHOWS CORRECT METHOD

FOR WIRING ADJUSTABLE CONNECTING
ROD.
EXAMPLE 17
EXAMPLE 18
EXAMPLE 19
EXAMPLE 16
EXAMPLE 16 SHOWS CORRECT METHOD
FOR WIRING THE COUPLING NUT ON
FLEXIBLE LINE TO THE STRAIGHT
CONNECTOR BRAZED ON RIGID TUBE.
EXAMPLE 20
FITTINGS INCORPORATING WIRE LUGS SHALL BE WIRED AS SHOWN

IN EXAMPLES 17 AND 18. WHERE NO LOCKWIRE LUG IS PROVIDED,
WIRE SHOULD BE APPLIED AS SHOWN IN EXAMPLES 19 AND 20
WITH CAUTION BEING EXERTED TO ENSURE THAT WIRE IS WRAPPED
TIGHTLY AROUND THE FITTING.
EXAMPLE 21
SMALL SIZE COUPLING NUTS SHALL
BE WIRED BY WRAPPING THE WIRE
AROUND THE NUT AND INSERTING
IT THROUGH THE HOLES AS SHOWN.
C195_2
Figure 206 (Sheet 2)
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MAINTENANCE MANUAL
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 TYPE)
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
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B.
(4)
Electric arc scribing, particularly hand arc scribing, whereby characters are
produced by action of an electric arc between surface and an electrode (scriber), has
been found unsuitable for jet engine parts and must not be used.
(5)
Acid etching, whereby characters are formed by action of an acid on surface of

part, is not recommended because of its possible corrosive effects.
(6)
Do not use soapstone to mark engine parts.
Permanent Marking
(1)
General
(a) Permanent methods of marking are those in which marking is legible
throughout entire service life of part.
(b) Permanent markings must not extend on to any radius, chamfer, sharp edge,
or fillet adjoining designated marking surface.
(2)
Marking Methods
(a) Electrolytic Etch
CAUTION: DO NOT ELECTROLYTICALLY ETCH ANODIZED SURFACES.
1
Characters are produced by electrolysis confined to area of characters by a

stencil.
(b) Vibration Peening

1
Characters are produced by a vibrating, radius-tipped, conical tool.
Manual: Tool is hand-guided and has a single tip.
Mechanical: Tool is mechanically guided and has a single tip or multiple

tips.
NOTE:
C.
The vibration peening method can be used to mark parts originally

marked by diamond drag or roll marking.
Temporary Marking
(1)
General
(a) Temporary methods of marking are those in which the marking will ensure
identification or facilitate handling, storage and final assembly.
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MAINTENANCE MANUAL
CAUTION: LEAD OR METALLIC PENCILS, OR ANY MARKING METHOD

LEAVING A DEPOSIT OF CARBON, ZINC, COPPER, LEAD OR
SIMILAR RESIDUE, MAY CAUSE A REDUCTION IN FATIGUE
STRENGTH DUE TO CARBURIZATION OR INTERGRANULAR
ATTACK WHEN THE PART IS HEATED.
(b) A marking pencil must not be used to apply marks to the mating surfaces of
finished machined parts. Heavy deposits of marking material could adversely
affect clearances and run-out.
(2)
Marking Methods
(a) Electrolytic Etch
CAUTION: DO NOT ELECTROLYTICALLY ETCH ANODIZED SURFACES.
1
This method is sometimes used as temporary marking. Characters are

produced by electrolysis confined to an area by a stencil.
(b) Ink Marking

1
Characters are produced by applying, by any method, an ink that does not
damage the surface.
Inks used in marking may have a light etching action, providing no surface
damage occurs.
NOTE:
(3)
Ink stamping and electrolytic etching may be applied to any

surface that, after assembly, does not move relative to a
contacting surface.
Marking Materials, Hot and Cold Section Engine Parts

(a) Felt Wick Pen and Speedy Dry Ink (PWC05-018).
(b) Marks-a-Lot Marker (PWC05-018).
(c) Brushpen No. 57 (PWC05-018) and Tex-Rite Instant Dry Ink (PWC05-046), use
ink types as follows:
400-1 (black)
400-2 (red)
400-7 (purple)
(d) Micro Supreme No. 142 (purple dye) (PWC05-002).
(e) Phano No. 71 (red pencil) (PWC05-103) may be used on parts that are not
directly exposed to the gas path. This type of marking is easily removed and
is therefore less durable.
(f)
Design Spectracolor Silver 1428 (Silver Pencil) (PWC05-018) or Verithin 753

(Silver Pencil) (PWC05-018A).
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(4)
Marking Materials, Cold Section Engine Parts Only (PWC05-046)

(a) Volgers Opaque Ink (black).
(b) Dykem Ink KX425 (black).
(c) Dykem Ink KXX122 (white).
(d) Carters Ink No. 451 (black).
(5)
Marking Materials, Hot Section Engine Parts Only

(a) Use layout dye (PWC05-002) (lightly applied) to mark parts that are directly
exposed to the engine gas path. This includes turbine blades and disks,
turbine vanes and the combustion chamber liner.
10.
Lubrication
A.
General
CAUTION: LUBRICATION PLUS PROPER ASSEMBLY WILL PREVENT DAMAGE TO
PACKINGS, WHICH COULD CAUSE ENGINE MALFUNCTION.
11.
(1)
Prior to installation, new preformed packings must be coated with a thin film of
engine oil unless otherwise stated.
(2)
Antiseize and anti-galling compounds must be applied in a thin, even coat, and the
excess completely removed. This avoids contamination of adjacent parts, passages
and/or surfaces.
Tube-to-Boss Elbows, Elbow Adapters, Elbow Assemblies, Tees and Tee Assemblies
A.
Removal
(1)
B.
Before removal, mark, using marker (PWC05-018), the angular location of the
tee/elbow on the engine or unit.
Installation (Ref. Fig. 207)

(1)
Lubricate preformed packing, packing retainer (backup ring) and thread of

tee/elbow with a light film of oil (PWC03-001).
(2)
Install nut (2), backup ring (3) and packing (4) on tee/elbow fitting (1), pressing
backup ring into counterbore of nut.
(3)
Turn nut until backup ring is seated in non-threaded annulus of tee/elbow and
packing is against first thread.
(4)
Install tee/elbow into boss (5) on unit, allowing nut to turn with tee/elbow until
packing contacts boss mating face. This point will be recognized by an increase
in torque.
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4
STEP 1
STEP 2
1
1
2
2
3
4
4
5
5
STEP 3
STEP 4
C8818
Installation of Typical Elbow/Tee Fitting
Figure 207
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Key to Figure 207

1.
2.
3.
4.
5.
(5)
Hold nut stationary and turn tee/elbow into boss a further 1-12 turns.
NOTE:
(6)
From this position, the tee/elbow may be turned inward to a maximum of

one turn to facilitate alignment. Should the tee/elbow tighten in the nut
before completion of initial 1-12 turns or during final alignment, the nut may
be allowed to turn with the tee/elbow for the remainder of the distance.
With elbow fitting in correct aligned position, tighten nut and torque to value
detailed in relevant installation instruction.
NOTE:
12.
Fitting
Nut
Backup Ring
Packing
Boss
Metal-to-metal contact between nut and boss must be obtained without

exceeding recommended torque, and there must be no extrusion of
preformed packing or packing retainer.
Straight Nipples or Adapters, Bulkhead Couplings and Tube Connector Nipples

A.
Installation
CAUTION: INSTALL FITTINGS (MS9193 AND SIMILAR) WITH STRAIGHT-THREADED
END FITTING UNIT, OR ACCESSORY, AND 37-DEGREE CONE SEAT
END INTO MATING TUBE ASSEMBLY.
(1)
Lubricate preformed packing with a light film of engine oil (PWC03-001), unless
otherwise stated in specific installation instructions.
(2)
Install preformed packing on fitting and screw fitting into boss.
CAUTION: OVERTORQUING WILL DAMAGE THREADS OF MATING PARTS.

(3)
13.
Tighten fitting and torque to value detailed in relevant installation instruction.
Wiring Harness Connectors

A.
General
(1)
B.
When connecting harness connectors to their respective receptacles, they must be

correctly and fully coupled to ensure maximum sealing. There are three basic
styles.
Installation Procedure
(1)
Style 1 (Ref. Fig. 208)
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(a) The connector has a blue color band and two short orange markings or a full
orange color band on each side of a slot.
(b) Use 1 ml of alcohol (PWC11-014) with 15 ml of electrical contact enhancer
(PWC05-256) and mix thoroughly.
(c) Put a drop of the diluted electrical contact enhancer (PWC05-256) on each
connector and receptacle pin.
NOTE:
Let the liquid flow downward on each pin.
(d) Instructions: Torque by hand until lock indicator (visible in the slot) is aligned
with the orange markings or band. It is recommended to further torque
connector coupling nuts, using one of the following methods:
CAUTION: DO NOT USE STEEL-JAWED PLIERS TO TIGHTEN
CONNECTORS.
1
Method 1, Mini-strap Wrench (PWC58104) or (Glenair TG70)

a
Using mini-strap wrench (PWC58104) or (Glenair TG70), apply

reasonable force to ensure connector coupling nut is firmly tightened
and metal-to-metal bottoming of connector is achieved.
NOTE:
Method 2, Soft-jawed Pliers (Glenair TG69)

a
Using soft-jawed pliers (Glenair TG69), apply reasonable force to

ensure connector coupling nut is firmly tightened and metal-to-metal
bottoming of connector is achieved.
NOTE:
(2)
Mini-strap wrench has a design slip torque of 100 lb.in.

(11.3 Nm).
Soft-jawed pliers have a design slip torque of 100 lb.in.

(11.3 Nm).

(a) The connector has a blue color band and its associated receptacle has a red
and a blue color band.
NOTE:
(d) Instructions: Tighten each connector nut by hand until witness band(s) on
mating receptacle is/are covered. It is recommended to further torque
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STYLE 1
SLOT
LOCK
INDICATOR
ORANGE
BLUE
STYLE 2
STYLE 3
BLUE
BLUE
COLORED
RED
C30216A
Electrical Wiring Harness Connectors - Installation
Figure 208
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CONNECTORS.
1

a

NOTE:

a

NOTE:
(3)

(11.3 Nm).

(11.3 Nm).

(a) The receptacle has a blue or black color band.
NOTE:
(d) Instructions: Tighten each connector nut by hand until witness band(s) on
mating receptacle is/are covered. It is recommended to further torque
CONNECTORS.
1

a

NOTE:

(11.3 Nm).
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NOTE:
14.

(11.3 Nm).
Inspection
A.
General
(1)
B.
A close and complete inspection is important to prolong engine life and give
maximum performance. Check for loose or missing parts and inspect any engine part
or component that has been worn or damaged. Damage to engine parts may
result from improper clearance, lack of lubrication, undesired movement of parts
that are bolted or pressed together, overloading, uneven load distribution, heat, shock
or extension of minor damage such as scratches, tool marks, grinding, cracks,
nicks, etc. Damage to engine parts may also result from presence of foreign matter
such as grit, chips, moisture, chemicals, etc., or from incorrect techniques during
removal or installation.
Inspection Procedures
(1)
All inspection procedures must be carried out in a lighted, clean and dust-free area.
Benches must be clean to keep previously cleaned parts free from dirt and dust. All
parts must be suitably tagged to indicate necessary repair or replacement.
Although most parts require only a visual inspection, a certain number require use
of gages and other measuring equipment. Some damage may be detected only
by magnetic particle or fluorescent penetrant inspection methods. Methods of
inspection for specific parts and components are detailed in relevant sections of this
manual.
(2)
Inspect parts for alignment, distortion, foreign matter, looseness, sharp edges,
scratches, taper and wear. In addition, check the following:
(a) Holes in cases, manifolds, pipes and tubes for obstructions.
(b) Gear teeth and splines for contact patterns.
(c) Magnesium parts for corrosion.
(d) Mounting pads, parting and seating surfaces for smoothness and flatness.
NOTE:
Use pencil carbon paper whenever a smear-type indication of

surface smoothness is required.
(e) Plugs for tightness.

(f)
Studs, dowels and similar protruding parts for alignment and projection length.
(g) Protective surface coatings for completeness.

(h) Condition of threads.
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(3)
Inspect all external tubing, except where special instructions apply, for the following:
(a) Scratches - minor scratches having no appreciable depth are acceptable.
Scratches to a depth of 0.005 in. (0.13 mm) should be blended out.
(b) Nicks - Individual nicks should not be more than 0.062 in. (1.57 mm) long,
0.010 in. (0.25 mm) wide and 0.003 in. (0.08 mm) deep. Nicks to a maximum
depth of 0.005 in. (0.13 mm) should be blended out to remove sharp edges.
(c) Dents - Well-rounded dents are acceptable provided depth does not exceed
10% of tube outside diameter and length and width are at least three times
the depth. No more than three dents per 12 in. (304.8 mm) length of tube are
acceptable; such dents must be separated by at least 0.250 in. (6.35 mm). Dents
are unacceptable within 1.00 in. (25.4 mm) of ferrule scarf-welds or bonds.
(d) Pitting - minor isolated pitting is acceptable provided pitting is not greater than
0.003 in. (0.08 mm) deep. Clusters of pitting should be blended out to a
maximum depth of 0.005 in. (0.13 mm).
(e) Corrosion - remove rust and stains by lightly polishing with crocus cloth
(PWC05-061) and engine oil (PWC03-001).
C.
Inspection Terms
For a definition of the inspection terms used throughout the manual, refer to Table 202.
D.
Inspection Gages
(1)
When an inspection procedure requires a very accurate measurement, a micrometer,

vernier caliper or dial indicator must be used.
(2)
If a micrometer or vernier is used, check gage for accuracy before taking

measurement. Surfaces must be clean and free from dirt and burrs. When using
depth gages, ensure anvil is held tight and square against part to be measured.
(3)
If a dial indicator is used, ensure that indicator base is anchored firmly and that any
swivel connections are tightened securely.
(4)
When taking measurements with feeler gages, ensure final size of feeler is a
reasonably snug fit.
TABLE 202, Inspection Terms and Definitions
TERM
Abrasion
DEFINITION
A roughened area. Varying degrees of
abrasion can be described as light or heavy,
depending upon extent of reconditioning
required to restore surface. Usual cause is
presence of fine unwanted material between
moving surfaces.
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TABLE 202, Inspection Terms and Definitions (Contd)

TERM
Blending
DEFINITION
An operation which removes an irregularity
from a surface and results in a shallow,
smooth depression.
Blister
Raised portion of surface caused by

separation of surface from base. Usually found
on plated or painted surfaces. Associated with
flaking or peeling. Usual cause is imperfect
bond aggravated by presence of moisture,
gas, heat or pressure.
Brinelling
Indentations sometimes found on the surface

of ball or roller bearing parts. Usual causes
are improper assembly or disassembly
technique, such as roller or ball bearings, by
application of force on the free race. Bearings
which do not have full, constant rotation and
are subject to sudden loading, have brinelling
tendencies.
Buckling
Large scale deformation from original shape of

a part, usually caused by pressure or impact
of a foreign object, unusual structural stresses,
excessive localized heating, or any
combination of these.
Burning
Damage to parts by excessive heat.

Evidenced by characteristic discoloration or in
severe cases, by a loss or flow of material.
Usual causes are excessive heat due to lack
of lubrication, improper clearance, or abnormal
flame pattern.
Burnishing
Mechanical smoothing of a metal surface by

rubbing, not accompanied by removal of
material but sometimes by discoloration
around outer edges of area. Operational
burnishing is not detrimental if it covers
approximately the area carrying the load, and
if there is no evidence of pile-up or burning.
Usual cause is normal operation of parts.
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TERM
Burr
DEFINITION
A sharp projection or rough edge. Usual
causes are excessive wear, peening, or
machining operation.
Chipping
Breaking out of small pieces of metal which

have been removed mechanically. Do not
confuse with flaking. Usual cause is a
concentration of stress due to nicks,
scratches, inclusions, peening, or careless
handling of parts.
Corrosion
Breakdown of surface by chemical action.

Usual cause is presence of corrosion agents.
Cracks
A partial fracture. Usual cause is excessive

stress due to sudden overloading, extension of
a nick or scratch, or overheating.
Dent
Small, smoothly rounded hollow in the surface.

Usual causes are concentrated overloading
resulting from peening, or presence of chips
between loaded surfaces, or the striking of a
part.
Distortion
Extensive deformation of the original contour

of a part. (Refer to Dent and Peening). Usual
cause is impact of an unwanted object,
structural stresses, or excessive localized
heating.
Erosion
Carrying away of material by flow of hot

gases, grit, or chemicals. Usual causes are
flow of corroding liquids, hot gases, or
dirt-laden oil.
Flaking
Loose particles of metal on a surface or

evidence of removal of surface covering.
Frosting
An initial stage of scoring caused by

irregularities or high points of metal welding
together. Minute particles of metal transfer to
the mating surface, giving a frosted
appearance.
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TERM
DEFINITION
Galling
A transfer of metal from one surface to the

other of closely fitted surfaces causing
damage to both surfaces. Usual cause is
severe chafing or fretting action caused during
engine operation by a slight relative movement
of two surfaces under high contact pressure.
Do not confuse with scoring, gouging or
scuffing.
Gouging
Displacement of material from a surface by a

cutting or tearing action. Usual cause is
presence of a comparatively large foreign
unwanted body between moving parts.
Grooving
Smooth, rounded furrows (such as, tear

marks), whose sharp edges have been
polished off. Usual causes are concentrated
wear, abnormal relative motion of parts, or
parts out of alignment.
Heat Discoloration
Staining, ranging from straw color (low

temperature effects) to purple (high
temperature effects).
Inclusion
Unwanted material in metal. Surface inclusions

are indicated by dark spots or lines. Usual
cause is a discontinuity in the material. Both
surface inclusions and those near the surface
may be detected during magnetic inspection
by grouping of magnetic particles. Examination
of a fatigue fracture may reveal an inclusions
at the focal point.
Metallization
Coating by molten metal particles sprayed

through the engine.
Nick
A small sharp indentation caused by striking

part against another metal object. Usual
causes are carelessness in handling of parts
or tools before or during assembly, or sand or
fine unwanted particles in the engine during
operation.
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TERM
DEFINITION
Oxidation
The chemical reaction of oxygen with metal

producing discoloration of metal surfaces.
Peening
Deformation of surface. Usual cause is impact

of a foreign object such as occurs in repeated
blows of a hammer on part.
Pitting
Small, irregularly shaped cavities (usually dark

bottomed) in a surface from which material
has been removed by corrosion or chipping.
Corrosion pitting is usually accompanied by a
deposit formed by a corrosive agent on base
material. Usual causes of corrosive pitting are
breakdown of surface by oxidation or some
other chemical, or by electrolytic action. Usual
cause of mechanical pitting is chipping of
loaded surfaces because of overloading or
improper clearance, or presence of unwanted
particles.
Rub
A condition of fretting or chafing, caused by

moving along a surface with pressure and
friction from another surface, which may result
in material removal.
Scoring
Multiple deep scratches made during engine

operation by sharp edges or unwanted
particles; elongated gouges. Usual cause is
presence of chips between loaded surfaces
that have relative motion.
Scratches
Narrow, shallow marks with a sharp bottom

caused by movement of a sharp object or
particles across a surface. Usual causes are
carelessness in handling of parts or tools
before or during assembly, or sand or fine
unwanted particles in the engine during
operation.
Scuffing
A dull or moderate wear of a surface resulting

from a slight amount of rubbing.
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TERM
Seizure
DEFINITION
A welding or binding of two adjacent surfaces,
preventing further movement.
Skidding
To slide without rotating.
Spalling
Sharply roughened area, usually in the form of

irregular, sharp-edged pits with edge
conditions that indicate progressive chipping or
peeling of surface material. Do not confuse
with flaking. Usual causes are fatigue, surface
cracks, subsurface inclusions, or any similar
surface damage that causes a progressive
breaking away of surface under load. With
subsurface inclusions, the bottom of the pit
may be dark.
Stress-failure
Metal failure due to compression forces,

tension, shear, torsion or shock.
Tear
Removal of metal by tensile stresses imposed

by a dull tool or too heavy a cut.
Unbalance
A condition created in a rotating body by an

unequal distribution of weight about its axis.
Usually results in vibration.
Wear
A condition resulting from a relatively slow

removal of parent material. Frequently not
visible to the unaided eye.
E.
Magnetic Particle Inspection

(1)
F.
The magnetic particle inspection is a nondestructive test procedure that detects

cracks, voids, pits, subsurface holes and other imperfections. This method is
applicable to magnetic steel and cannot be used on other materials.
Fluorescent Penetrant Inspection

(1)
Fluorescent penetrant inspection is a nondestructive means of inspecting nonferrous

or nonmagnetic materials for cracks, porosity and other defects having surface
openings. This method may also be used on ferromagnetic parts of complex structure
that could give false indications when checked by the magnetic particle inspection
method.
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G. Inspection of Fuel, Oil and Air Filters

(1)
When determining the condition of engine fuel, oil lubrication and pneumatic
systems, removed filters must be inspected for condition, contamination and other
defects before the application of any allowable cleaning procedures.
NOTE:
15.
Other engine components are normally cleaned prior to carrying out

inspection procedure.
Cleaning
A.
General
(1)
B.
The primary purpose of cleaning is to remove contaminants that may conceal minor
cracks and other defects, which, if not detected, could eventually lead to failure of a
component or part. Engine components or parts should be cleaned only as
necessary to perform required inspection and repair. Avoid overcleaning. Use
recommended cleaning agents listed in CONSUMABLE MATERIALS. The cleaning
methods given in the following text are adequate for all maintenance levels. For
compressor washing, refer to the detailed procedure.
Precautions
WARNING:
REFER TO THE MANUFACTURERS MATERIAL SAFETY DATA SHEETS

FOR CONSUMABLE MATERIALS INFORMATION SUCH AS: HAZARDOUS
INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE,
EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR
SAFE HANDLING, USE AND CONTROL MEASURES.
CAUTION: TAKE PARTICULAR CARE IN SELECTING CLEANING METHOD TO ENSURE

THAT ANODIZING AND OTHER PROTECTIVE COATINGS ARE NOT
REMOVED FROM PARENT METAL. DO NOT USE ALKALIS ON ALUMINUM,
MAGNESIUM AND ALUMINIZED AND PAINTED PARTS.
(1)
Wear rubber gloves, apron or coveralls, and face shield or goggles when working
with or near solvents.
NOTE:
Toxicity depends on the type of contamination that the cleaning agent

contacts when it is applied.
(2)
Use the least toxic of available cleaning materials that will satisfactorily accomplish
the work.
(3)
Perform all cleaning operations in a well-ventilated work area.
(4)
Ensure that adequate and usable fire fighting and safety equipment is conveniently
located and available to all personnel.
(5)
Do not smoke or expose a flame within 50 feet (15.2 m) of cleaning area.
(6)
Ensure all degreasing agents are removed after cleaning.
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(7)
16.
Except where specified, do not use steel brushes for cleaning operations. A stiff
bristle fiber brush is adequate for most cleaning operations.
Bearings
Bearings to be stored should be coated with a light film of lubricating oil, wrapped in clean
plastic bags and placed in individual closed containers.
In addition to part numbers, bearings assemblies are identified by serial number distinguished
from the part number by prefix e.g. SERIAL NUMBER, SR, S/N. Demountable and
semi-demountable bearings are further identified by the same mating number on the inner
and outer race and the cage. These bearings are to be maintained as assemblies as identified
by the mating numbers.
Record location of bearings removed during disassembly to ensure that serviceable bearings
are installed in the original location.
During disassembly, bearing inner and outer races will sometimes be removed at different
stages. Keep inner and outer races as matched sets (i.e. mating number of races must be the
same).
17.
Debris Analysis and Material Specifications

A.
B.
General
(1)
Debris analysis monitors wear of oil-wetted engine parts. This procedure improves
aircraft serviceability and dispatch reliability and reduces engine repair costs. This
is achieved by identifying potential engine problems at the earliest possible stage,
thus minimizing the possibility of in-flight shutdowns, away-from-base engine
changes and secondary damage.
(2)
Rapid wear or surface fatigue (e.g. on gear teeth contact surfaces, bearing
raceways, rolling elements, housing bearing bores, etc.) or interference between
rotating and fixed components (e.g. oil pump pinions, associated housings and
labyrinth seals, etc.) produce debris. Magnetic debris over 100 microns in diameter
are usually captured by the chip detectors. Magnetic and non-magnetic debris
over 10 microns in diameter are usually captured by the oil system filters (main and
RGB scavenge oil filters).
(3)
Analysis (form, appearance, dimensions, quantity and material) of the debris

captured by the filters and chip detectors is necessary to provide the information
needed to facilitate locating the source of the debris and determining any
preventive maintenance action required.
Filter Patch Check Debris Inspection/Analysis

(1)
The analysis should be carried out by any approved laboratory (Ref. Para . E.).
Operators may send the contaminated filter or the debris to the laboratory for the
filter patch check and/or analysis to be carried out.
(2)
The operator must provide to the laboratory the following information with the filter
or debris:
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(a) Engine model and serial number.

(b) Engine time since new (TSN) or time since overhaul or refurbishment (TSO or
TSR).
(c) Time since last filter inspection.
(d) Filter type (main or scavenge).
(e) Reason for filter removal, inspection and debris analysis.
(3)
The laboratory must issue an inspection report to the operator which includes:
(a) Information provided by the operator with the filter or debris.
(b) Total weight of debris.
(c) Material and amount of non-magnetic debris when classified as major (Ref.
Note).
(d) Material, appearance, shape and amount of non-magnetic metallic debris.
(e) Material, appearance, shape and amount of metallic debris.
NOTE:
The amount of individual constituents in the debris should be

classified as:
v Major - when the weight of the constituent is more than 50% of the
total debris weight.
v Minor - when the weight of the constituent is less than 50% of the
v Traces - when the weight of the constituent is less than 5% of the
(4)
C.
If bearing material (Ref. Table 203) is found, the operator must be advised as soon
as possible by telephone and provided with a detailed written report.
Chip and Flake Analysis

(1)
The analysis should be carried out by an approved laboratory (Ref. Para . E.).
(2)
The operator must provide to the laboratory the following information with the chips
and/or flakes:
(a) Engine model and serial number.
(b) Engine time since new (TSN) or time since overhaul or refurbishment (TSO or
TSR).
(c) Chip detector position (Reduction Gearbox or Turbomachinery).
(d) Reason for chip detector inspection (scheduled or unscheduled).
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(3)
Reports supplied by the laboratory to the operator containing the results of the
analysis must include:
(a) Information provided by the operator when submitting the material for analysis.
(b) Type(s) of material found.
(c) Shape and appearance of the material.
(d) If bearing material (Ref. Table 203) is found, the operator must be advised as
soon as possible by telephone and provided with a detailed written report.
D.
Material Specifications
(1)
To facilitate the identification of components which are the source of debris found in
the oil system, the material specifications are listed in Table 203. The common
contaminants found in the oil system are listed in Tables 204 and 205.
TABLE 203, Material Specification (Engine Components)
SPECIFICATION
GENERIC
NAME
PART
NOMENCLATURE
ENGINE
LOCATION
AMS4116
Aluminum (6061)
Stop, Shaft Coupling
AGB
AMS4173
Aluminum (6061)
Stop, Shaft Coupling
AGB
AMS4212
Aluminum (355)
Cover, Pressure Pump
Pump Pack
Housing, Scavenge Pump,

No. 2 and No. 7 Bearing
Pump Pack
Plate, Cover, RGB Scavenge

Pump
Pump Pack
AMS4260
Aluminum
Housing, Scavenge Pump
Pump Pack
AMS4261
Aluminum
Impeller, Centrifugal Breather,

Front
AGB
Impeller, Centrifugal Breather,

Rear
AGB
AMS4275
Aluminum (850)
Bearing, Sleeve, Flanged
RGB
Scavenge Pump
AMS4434
Magnesium
Cover, Regulating Valve
Oil System
AMS4439
Magnesium (ZE41A)
Housing, Input Drive
RGB
Housing
RIC
Cover
AGB
Housing, Main Pressure Pump
Pump Pack
Housing, Propeller, RGB, Rear

Housing Propeller, RGB, Front
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MAINTENANCE MANUAL
TABLE 203, Material Specification (Engine Components) (Contd)

GENERIC
NAME
SPECIFICATION
PART
NOMENCLATURE
Housing, RGB Scavenge
Pump
ENGINE
LOCATION
Pump Pack
Housing, Regulating Valve

AMS4616
Copper
Cage, Bearing, Roller
Hydraulic Pump
Drive
Overspeed
Drive
Accessory Drive
Startergenerator
Drive
Accessory Drive
Bevel
Gearshaft
Towershaft
AMS4975
T1 Alloy
HP Impeller and Shaft
AMS4991
T1 Alloy
Angle Drive Housing
AMS5000
Steel (SAE 1000

series)
Spacers
SST
No. 6 and 7 Bearing Housing
ITD
No. 2 and No. 3 Bearing

Housing
RIC
AMS5350 or
AMS5355
AMS5362
Steel (30347)
Elbow, Tube-to-boss
Elbow, Adapter, Transfer Tube
Adapter, Fuel Manifold
Flange, No. 5 Bearing
Housing Cover
Seal, Air, No. 5 Bearing
Housing Stator
Nozzle, Oil, No. 5 Bearing
Boss, Fuel Drain, Turbine
Support
Boss, Inspection, Turbine
Support
Housing, Oil Transfer
72-00-00
Page 236
Nov 04/2005

MAINTENANCE MANUAL

GENERIC
NAME
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Valve, Pressure Setting HMU

Flange, Diffuser Exit Duct,
Outlet
Nozzle, Oil, Multiple Jet
Housing, Pressure Oil
Check Valve
Carrier, Seal
Nozzle, Compressor Wash
Flange, Accessory Gearbox
Breather
AMS5383
Ni Alloy
No. 5 Bearing Housing
AMS5504
Steel
Keywashers
Steel
No. 9 Bearing Keywashers
Steel (30321)
Keywashers
SST
No. 5 Bearing Front Seal

Abradable
Steel
(Inconel 600)
Seal, Abradable, HP Turbine
AMS5510
AMS5512 or
AMS5646
AMS5540
Gas
Generator Case
Reduction
Gearbox
Gas
Generator Case
Seal, Abradable, No. 5

Bearing
Seal, Turbine Interstage
AMS5610
Steel (51416/10)
Gas Generator
Steel (51410)
Seal, Air/Oil, No. 5 Bearing
AMS5611
AMS5612
AMS5504 or
AMS5613 or
AMS5663

Housing, Stator
LP Diffuser
Case
Seal, Air, No. 6 Bearing Rotor
72-00-00
Page 237
Nov 04/2005

MAINTENANCE MANUAL

GENERIC
NAME
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Seal, Air, PT Rotor

Seal, Intershaft Rotor
HP
Impeller
Seal, Labyrinth
No. 7
Bearing
Seal, Labyrinth, No. 2 Bearing

Gas Generator Case
AMS5662
Ni Alloy
(Inconel 718)
(Pre-SB21683)
Shaft, Stub, HP Turbine
AMS5704
Ni Alloy
(Waspalloy)
(Post-SB21683)
Shaft, Stub, HP Turbine
Ni Alloy
No. 5 Bearing Rear Seal,

Abradable
Steel (30321)
Bearing, Ball
Towershaft
Steel
Ring, Outer, Bearing
Hydraulic Pump
Drive
AMS5665 or
AMS5666
AMS5689
AMS6250 or
AMS6260
Overspeed
Governor Drive
Accessory Drive
AMS6265
Steel (9310)
Ring, Outer Bearing
Startergenerator
Drive
Gear, Spur, Oil Pump
Pump Pack
Shaft, Idler, Pressure Pump
Pump Pack
Shaft, Idler, RGB Scavenge

Pump
Pump Pack
Shaft, Main Pressure Pump

Drive
Pump Pack
Shaft, RGB Scavenge Pump

Drive
Pump Pack
Coupling, Drive, RGB Input

Shaft
RGB
Gear, Bevel, Accessory Drive
AGB
Gear, Bevel, AGB Drive
HP Shaft
72-00-00
Page 238
Nov 04/2005

MAINTENANCE MANUAL

GENERIC
NAME
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Gear, Bevel, Oil Pump Drive
AGB
Gear, Helical, First-stage

Reduction
RGB
Gear, Spur, Accessory Drive
AGB
Gearshaft, Coupling,
Accessory Drive
AGB
Gearshaft, Input, Helical, RGB
RGB
Gearshaft, Bevel, AGB Drive

(18 teeth)
AGB

(43 teeth)
AGB

(46 teeth)
AGB
Gearshaft, Spur, Accessory

Drive
AGB
Gearshaft, Spur, Alternator

Drive
RGB
Gearshaft, Spur, Hydraulic

Pump Drive
RGB
Gearshaft, Spur, Idler Drive
RGB
Gearshaft, Spur, Overspeed

Governor Drive
RGB
Gearshaft, Spur,
Second-stage
Reduction (LH)
RGB
Gearshaft, Spur,
Starter-generator Drive
AGB
Gearshaft, Spur,
Second-stage
Reduction (RH)
RGB
Gearshaft, Spur,
Second-stage
Reduction (LH)
RGB
Shaft, Drive, AGB
AGB
Shaft, Oil Pump Drive
Pump Pack
AMS6304
Steel
LP Shaft
LP Shaft
AMS6322
Steel (8740)
Runner, Pulse Pick-up
LP Shaft
72-00-00
Page 239
Nov 04/2005

MAINTENANCE MANUAL

SPECIFICATION
GENERIC
NAME
PART
NOMENCLATURE
ENGINE
LOCATION
AMS6323
Steel (8740)
Runner, Pulse Pick-up
LP Shaft
AMS6414
Steel (4340)
Coupling, Vernier, Layshaft
RGB (Secondstage
Reduction)
Cage, Bearing, Ball (No. 1)
Power Turbine
Shaft
Cage, Bearing, Roller (No. 2)
Power Turbine
Shaft
Low Pressure
Impeller
High Pressure
Impeller
Low Pressure
Turbine
Cage, Bearing, Roller (No.8)
Input Drive
Shaft
(RGB)
Input Drive
Shaft
(RGB)
First-stage
Helical Gear
(RGB)
First-stage
Helical Gear
(RGB)
Second-stage
Spur Gearshaft
(RGB)
Second-stage
Spur Gearshaft
(RGB)
Propeller Shaft
(RGB)
Propeller Shaft
(RGB)
Propeller Shaft
(RGB)
72-00-00
Page 240
Nov 04/2005

MAINTENANCE MANUAL

SPECIFICATION
GENERIC
NAME
PART
NOMENCLATURE
ENGINE
LOCATION
Overspeed
Governor Drive
Gearshaft
(RGB)
Hydraulic Pump
Drive Shaft
(RGB)
Idler Drive
Spur Gearshaft
(RGB)
Alternator
Drive Spur
Gearshaft
(RGB)
Accessory
Drive Spur
Gearshaft
(AGB)
Cage, Bearing, Roller (No. 25

- Front)
Accessory
Drive Spur
Gearshaft
(AGB)
Cage, Bearing, Ball (No. 25 Rear)
Accessory
Drive Spur
Gearshaft
(AGB)

- Front)
Accessory
Drive Spur
Gearshaft
(AGB)
Accessory
Drive Spur
Gearshaft
(AGB)

- Front)
Accessory
Drive Spur
Gearshaft
(AGB)
Accessory
Drive Spur
Gearshaft
(AGB)
72-00-00
Page 241
Nov 04/2005

MAINTENANCE MANUAL

SPECIFICATION
GENERIC
NAME
PART
NOMENCLATURE
ENGINE
LOCATION
Towershaft
Towershaft
Oil Pump
Driveshaft
AMS6415
Steel (4340)
Power Turbine
Shaft
No. 18 and 19 Bearing Sleeve
RGB
Shaft, PT
No. 4 Bearing Seal, Abradable
ICC
Shaft, Stub, PT
AMS6444
Steel (52100)
Bearing , Roller (No. 20)
Overspeed
governor
Drive Gearshaft
(RGB)
Bearing, Roller (No. 22)
Idler Drive
Gearshaft
(RGB)
Alternator Drive
Gearshaft
(RGB)
Accessory Drive
Spur
Gearshaft
(AGB)
Bearing, Roller (No. 25 Front)
Accessory Drive
Spur
Gearshaft
(AGB)
Bearing, Ball (No. 25 - Rear)
Accessory Drive
Spur
Gearshaft
(AGB)
Accessory Drive
Spur
Gearshaft
(AGB)
72-00-00
Page 242
Nov 04/2005

MAINTENANCE MANUAL

GENERIC
NAME
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Accessory Drive
Spur
Gearshaft
(AGB)
Accessory Drive
Spur
Gearshaft
(AGB)
Accessory Drive
Spur
Gearshaft
(AGB)
Towershaft
Overspeed
Governor
Drive
Accessory Drive
(AGB)
Startergenerator
Drive
Accessory Drive
Bevel Gearshaft
Towershaft
Oil Pump
Driveshaft
AMS6491
M50
Bearing, Ball (No. 1)
Power Turbine
Shaft
Power Turbine
Shaft
LP Impeller
HP Impeller
HP Impeller
LP Impeller
Power Turbine
Shaft
Input Drive
Shaft (RGB)
72-00-00
Page 243
Nov 04/2005

MAINTENANCE MANUAL

GENERIC
NAME
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Input Drive
Shaft (RGB)
First Stage
Helical Gear
(RGB)
First Stage
Helical Gear
(RGB)
Second Stage
Spur Gearshaft
(RGB)
Second Stage
Spur Gearshaft
(RGB)
Propeller Shaft
(RGB)
Propeller Shaft
(RGB)
Propeller Shaft
(RGB)
Idler Drive
Spur Gearshaft
(RGB)
Towershaft
AMS6512
Steel
Layshaft Coupling Shaft
RGB
AMS7225
Steel
Rivet, Cage
Accessory
Drive Spur
Gearshaft
(AGB)
Rivet, Cage
AGB Driveshaft
Oil Pump
Drive Shaft
Cage, Bearing, Roller,

Flanged
Hydraulic Pump
Drive
Si 0.5
Overspeed
Governor Drive
72-00-00
Page 244
Nov 04/2005

MAINTENANCE MANUAL

GENERIC
NAME
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Accessory Drive
(AGB)
Startergenerator
Drive
Nickel
Plating Repair
Silver
Plating
Chromium
Plating Repair
Cadmium
Plating
A1S1C1005
Steel
Lip Seal
Aeroproducts
AMS3249
EPDM
.Case
Motor Driven
Pump
AMS3662A
PTFE
.Gasket
(Teflon)
.Element
AMS4117
(6061-T6 AL)
AMS4119E
AMS4215
(C-355-T6 AL)
Aluminum
Aluminum
B-10
High-leaded Tin
Bronze
AMS4215
Aluminum
Plunger, Reset
Overspeed
Governor
Inlet Tube
Aeroproducts
Outlet Tube
Motor Driven
Pump
Base, Overspeed, Governor
Overspeed
Governor
Body, Governor, Upper
Overspeed
Governor
Body, Governor, Lower
Overspeed
Governor
Casting, Pump Base
Overspeed
Governor Pump
Gear
Casting, Pump Body
Overspeed
Governor Pump
Gear
Bushing, Pump
Overspeed
Governor Pump
Gear
Housing Cover
Aeroproducts
Motor Driven
Pump
72-00-00
Page 245
Nov 04/2005

MAINTENANCE MANUAL

GENERIC
NAME
SPECIFICATION
AMS4260
(356-T6 AL)
AMS4610
AMS4842A
PART
NOMENCLATURE
ENGINE
LOCATION
Aluminum
Cover, Governor
Overspeed
Governor
Brass
Guide, Valve
Oil Cooler
Leaded Bronze
Bearing
Aeroproducts
Motor Driven
Pump
AMS5343
Stainless Steel
(17-4PH)
Governor Drive Gear
Propeller
Control
Unit
AMS5516
Steel
Shims
Aeroproducts
Motor Driven
Pump
AMS5520
Steel
Retainer
Aeroproducts
Motor Driven
Pump
AMS5528 (17-7)
Steel
Ring, Retaining
Overspeed
Governor
AMS5610
(416 SST)
SST
Pin, Straight
Overspeed
Governor
AMS5610
(416 SST) or
AMS5613
(410 SST)
SST
Pin, Ballhead
Overspeed
Governor
Plug, Piston Guide
Overspeed
Governor
Seat, Speeder Spring
Overspeed
Governor
Sleeve, Pilot Valve
Overspeed
Governor
Steel
Governor Gear
Propeller
Control Unit
AMS5618 or
AMS5880
(440C SST)
Steel or SST
Bearing
Overspeed
Governor
AMS5630
(440C SST)
SST
Main Poppett
Overspeed
Governor Pump
Gear
AMS5616
72-00-00
Page 246
Nov 04/2005

MAINTENANCE MANUAL

GENERIC
NAME
SPECIFICATION
AMS5630D
Steel
PART
NOMENCLATURE
ENGINE
LOCATION
Plunger, Check Valve
Overspeed
Governor Pump
Gear
Pilot Poppet
Overspeed
Governor Pump
Gear
Poppet
Aeroproducts
Retainer
Motor Driven
Pump
Seat
AMS5639D
Steel
Sleeve
Aeroproducts
Motor Driven
Pump
AMS5640
Steel (303)
AMS5643 (17-4)
AMS5673
Steel
Sleeve, Sliding, Valve
Oil Cooler
Sleeve, Check Valve
Overspeed
Governor Pump
Gear
Spring
Aeroproducts
Motor Driven
Pump
AMS5678 (17-7)
Steel
Spring, Airbleed
Overspeed
Governor
Spring, Speed Reset
Overspeed
Governor
Spring, Check Valve
Overspeed
Governor Pump
Gear
AMS5688F
Steel
Inlet Screen
Aeroproducts
Motor Driven
Pump
AMS6272
(8617) or
AMS6274
(8620)
Steel
Shaft, O.S. Drive
Overspeed
Governor Pump
Gear
Ballhead, Governor Drive
Overspeed
Governor
Gear
Aeroproducts
AMS6274
(8620)
Steel
72-00-00
Page 247
Nov 04/2005

MAINTENANCE MANUAL

GENERIC
NAME
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Motor Driven
Pump
AMS6290
(4615) or
AMS6272
(8617) or
AMS6274
(8620)
Gear, Idler
Overspeed
Governor Pump
Gear
Plunger, Pilot Valve
Overspeed
Governor
Gear, Pump Drive
Overspeed
Governor Pump
Gear
Bearing, Ball
Overspeed
Governor
Pin
Overspeed
Governor
Packing, Preformed
Aeroproducts
Motor Driven
Pump
Seat, Bearing
Overspeed
Governor
CA-6NM
(ASTM A296)
Lever, Air Bleed
Overspeed
Governor
CDA
NO.C93200
(660 Bronze)
Plate, Pump Pressure
Overspeed
Governor Pump
Gear
MIL-S-22141
(8620)
Seat, Speeder Spring
Overspeed
Governor
Spring Wire
Alloy 4920
Spring, Speeder
Overspeed
Governor
AMS6440
(AISI 52100)
or
Steel
Steel
AMS6442
(AISI 50100)
AMS7270
Buna
ASTM A108
(1117)
TABLE 204, Common Contaminants - Non-organic Material

Contaminant
Detected
Alumina
Main
Elements
Al203
Cause of
Contaminants
Manufacturing
72-00-00
Page 248
Nov 04/2005

MAINTENANCE MANUAL
TABLE 204, Common Contaminants - Non-organic Material (Contd)

Contaminant
Detected
Main
Elements
Cause of
Contaminants
Black Magnetic
Fe304
Anaerobic
decomposition of
shaft
material, can look
like carbon is a
corrosive product.
Calcium Oxide
CaO
Environment
Rust,
Non-magnetic
Fe2O3
Rust
Sand
SiO2
Manufacturing/
Environment
Silicon Carbide
(Black, Shiny,
Angular)
SiC
Manufacturing/
Blasting
ZrSiO4
Manufacturing
Zirconia
Mo52
Common as a trace,
could combine
with Fe (Iron) to
indicate bearing
alloy.
Usually found in
new or
overhauled engines.
Calcium Chloride
(Salt)
CaCl2
Environment
Sodium Chloride
(Salt)
NaCl
Environment
Calcium Sulphate
(Salt)
CaSO4
Environment
TABLE 205, Common Contaminants - Organic Material

Contaminant
Detected
Source
Black Fluorocarbon Rubber, Red Silicon

Rubber, Blue Fluorosilicon Rubber
Preformed Packings, Seal Gaskets
Chloroprene Nitrile Rubber
Gaskets
Carbon
Decomposed Oil, Carbon Seals
72-00-00
Page 249
Nov 04/2005

MAINTENANCE MANUAL
TABLE 205, Common Contaminants - Organic Material (Contd)

Contaminant
Detected
Source
Fibers
Plastics
Paint Flakes
E.
Laboratories
(1)
Chip and flake analysis should be carried out by a qualified laboratory. Some of
which are listed below.
Air Canada Jazz (M50, bearing alloy ONLY) DELETED
Alfa Romeo Avio Laboratory
80038 Pomigliano DArco
Napoli
Italy
TEL: 39-81-8430493
FAX: 39-81-8846522
ALL NIPPON AIRWAYS CO., LTD
Power Plant Maintenance Center
Production Engineering & Control
1-8-2 Haneda Airport
Ota-ku, Tokyo 144-0041, Japan
TEL: 81-3-3747-9660
FAX: 81-3-3747-9648
Analysts Inc.
Skywatch Aircraft Oil Analysis
3075 Corners North Court, N.W.
Norcross, GA 30091
USA
TEL: 1-800-241-6315
(770) 448-5235
FAX: (770) 448-5918
Website: http://www.analystsinc.com
72-00-00
Page 250
Nov 04/2005

MAINTENANCE MANUAL
Areco Canada Inc.

40 Camelot Drive
Napean, Ontario K2G 5X8
Canada
TEL: 1-800-895-0510 (North America Only)
(613) 228-1145
FAX: (613) 228-1148
Website: http://www.arecolabs.com
Aviation Laboratories Inc.
Coporate Headquarters
5401 Mitchelldale #B6
Houston, TX 77092
USA
TEL: 1-800-256-6876
(713) 864-6677
FAX: (713) 864-6990
Website: http://www.avlab.com
Aviation Laboratories Inc.
New Orleans International Airport
910 Maria Street
Kenner, LA 70062
USA
TEL: (504) 469-6751
FAX: (504) 469-6886
Aviation Safety Institute Technology Lab.
(Center of Aviation Safety Technology,
General Civil Aviation Administration of China).
Building 24 Jia, Xibahe Beili,
Chaoyang District, Beijing 100028 P.R.
China
TEL: 86-10-64473571, 86-10-64473559
FAX: 86-10-64473569, 86-10-64473548
Website: http://www.castc.org.cn/lab
E-mail: shup@mail.castc.org.cn
xieml@mail.castc.org.cn
Deutsche Lufthansa AG
POSTFACH 300
22313 Hamburg 63
Germany
TEL: (49) 0 4050 702233
72-00-00
Page 251
Nov 04/2005

MAINTENANCE MANUAL
Jet-Care International Inc.

3 Saddle Road
Cedar Knolls, New Jersey 07927-902
USA
TEL: (973) 292-9597
FAX: (973) 292-3030
Website: http://www.jet-care.com
Martel Laboratories JDS Inc.
Petroleum Laboratory Services
1025 Cromwell Bridge Road
Baltimore, MD 21286
USA
TEL: (410) 825-7790
FAX: (410) 821-1054
Website: http://www.matelabs.com
Petroleum Laboratory Services
1438 E Samgamon Ave
Springfield, IL 62702
USA
TEL: (217) 522-0009
FAX: (217) 522-2119
Website: http://www.matelabs.com
250 Meadowfern Drive
Suite 102
Houston, TX 77067
USA
TEL: (281) 872-9100
FAX: (281) 872-7916
Materials Research Laboratories
Industrial Technology Research Institute
Building 77, 195-5 Chung Hsing Road
Section 4, Chutung, Hsinchu 310 R.O.C.
Taiwan
TEL: (886) 3-591-8231
FAX: (886) 3-591-0073
Website: http://www.mrl.itri.org.tw
72-00-00
Page 252
Nov 04/2005

MAINTENANCE MANUAL
Metro Tech Systems Ltd.

Bay 112
5621-11th Street N.E.
Calgary, Alberta T2E 6Z7
Canada
TEL: (403) 295-8803
FAX: (403) 295-3848
PCAS (Produits Chimiques Auxiliaires et Syntheses)
Zone Industrielle de la Vigne aux Loups
23 Rue Bosselet
91-161 LongJumeau
France
FAX: (1) 64-482319
Website: http://www.pcaschem.com
Predictive Maintenance Corporation
400 Sauve Street West, Suite 101
Montreal, Quebec H3L 1Z8
Canada
TEL: (514) 383-6330
FAX: (514) 383-5631
Website: http://www.pmaint.com
or
Predictive Maintenance Corporation
206, 2723-37 Avenue NE
Calgary, Alberta T1Y 5R8
Canada
TEL: (403) 250-8378
FAX: (403) 286-8287
Qantas NDT Section
Qantas Maintenance Base
Melbourne Airport Base
Victoria
Australia
TEL: (61) 3-92807265
FAX: (61) 3-92807393
72-00-00
Page 253
Nov 04/2005

MAINTENANCE MANUAL
QinetiQ
(formally DERA)
Fuel and Lubricants
Cody Technology Park
Building 442 Pyestock
Farnborough, Hampshire GU14 0LX
England
TEL: (44) 1252 374775/4776
(44) 7771 808541 (Off-hour)
FAX: (44) 1252 374795
Website: http://www.qinetiq.com
E-mail: gpmccullough@qinetiq.com
SN Brussels Airlines
(formally Sabena Airlines)
Building 12-012
International Airport
Brussels, 1930 Zaventem
Belgium
TEL: (32) 2 723 4958
FAX: (32) 2 723 5995
Website: http://www.sabena.com
Spectro Oil Analysis Company Ltd.
Palace Gate
High Street
Odiham, Hampshire RG29 1NP
United Kingdom
TEL: 44-0-1256 704000
FAX: 44-0-1256 704006
Website: http://www.specto-oil.com
The University of Dublin
Trinity Collage
Department of Biochemistry
Chemical Analyst Laboratory
Dublin 2
Ireland
TEL: (353) 1 608 1608
FAX: (353) 1 677 2400
Website: http://www.tcd.ie/Biochemistry
72-00-00
Page 254
Nov 04/2005

MAINTENANCE MANUAL
Vernolab
Zone Les Cents Sillone
27-138 Verneuil sur Avre
Cedex
France
TEL: (33) 0 2 32 60 65
FAX: (33) 0 2 32 60 1646
Website: http://www.vernolab.com
Wear Check Canada Inc.
4161 Sladeview Crescent
Unit 11
Mississauga, Ontario L5L 5R3
Canada
TEL: (905) 569-8600
FAX: (905) 569-8605
Website: http://www.wearcheck.com
Xian Aero Engine Corp.
Physic and Chemical Testing Centre
Xujiawan Beijiao
P.O. Box 13-88, Xian 710021
China
TEL: 86-29-6613888-53144
FAX: 86-29-6614035
72-00-00
Page 255/256
Nov 04/2005

MAINTENANCE MANUAL
ENGINE - SERVICING
1.
General
A.
These instructions provide information necessary for preservation or depreservation of

the engine in storage, installation/removal of the turbomachinery/reduction
gearbox/engine in shipping container, shipping instructions for accessories, oil draining
and oil system flushing.
WARNING:
NOTE:
2.
WEAR GOGGLES WHEN REMOVING LOCKWIRE.

Use engine oil (PWC03-001) for general lubrication, unless stated otherwise.
WARNING:
3.
Item No.
Name
PWC03-001
PWC05-026
PWC05-051
PWC05-053
PWC05-063
PWC05-069
PWC05-070
PWC05-077
PWC05-089
PWC05-107
PWC05-295
PWC15-011
Oil, Engine
Dye, Blue
Seal, Flat Steel Strapping
Sheet, Plastic, Moisture-Proof
Strapping, Steel
Tape, Pressure Sensitive Adhesive
Tape, Filament-reinforced (Pressure-sensitive Adhesive)
Oil, Preservative
Lockwire
Polyurethane (Foam-in-place)
Lockwire (may be used instead of PWC05-089)
Inhibitor
Special Tools
Tool No.
Name
PWC34300
PWC37825
PWC38001
PWC38147
PWC38212
PWC38307
PWC54002
Stand
Adapter
Adapter, Reduction Gearbox (use with PWC34300)
Drain Fitting
Adapter
Adapter
Sling (Engine/Turbomachinery)
72-00-00
ENGINE - SERVICING
Page 301
May 02/2003

MAINTENANCE MANUAL
4.
Tool No.
Name
PWC54212
PWC54213
PWC54214
PWC56515
Adapter, Front
Adapter, Rear
Adapter, Front
Rod, Flapper Valve

Name
Bolts, Slave (0.250-28 thread)
Heat Gun
Hoist, 1000 lb. (454 kg) SWL
Hoist, 2000 lb. (907 kg) SWL
Oven
Strapping Tool 3/4 in. (19.1 mm)
Vacuum Cleaner
5.
Removal/Installation
A.
B.
Preparation of Shipping Container for Service or Storage

(1)
Pre-SB21678: The shipping container comprises a wooden skid base to which a

metal cradle is secured. The interior walls and top are made of plywood. The
exterior sleeve and cover are made of fiberboard.
(2)
Post-SB21678: The shipping container comprises a plywood skid base to which a

metal cradle is secured. The interior top sheet is made of plywood with the exterior
sleeve and cover are both made of fiberboard.
(3)
The container is intended for domestic shipping or for overseas shipping by air and
must not be used for shipping by sea. Exposure to adverse climatic conditions for
more than seven days is prohibited. The container must not be stored outdoors, but a
properly sealed container may be stored in a relatively dry indoor shelter for
periods of up to six months. The humidity indicator must be monitored every 15
days.
Removal of Engine from Shipping Container (Ref. Fig. 301)

(1)
Check condition of humidity indicator (1) (if pink, check engine for corrosion).
(2)
Position container under hoist (2000 lb. (907 kg) SWL).

NOTE:
(3)
Overhead clearance must be at least seven feet (2.134 m) (not including

distance from hoist hook to container top) to enable engine to be lifted
clear of container mounts.
Remove steel strapping (PWC05-063) (2).
72-00-00
ENGINE - SERVICING
Page 302
May 02/2003

MAINTENANCE MANUAL
(4)
Remove and discard cover (3).
(5)
Remove plywood cover (4).
(6)
Pre-SB21678: Remove sleeve (5) and plywood sides (6).
(7)
Post-SB21678: Remove sleeve (5).
(8)
Cut envelope (7) and, using front adapter (PWC54214 (21)) and rear adapter
(PWC54213 (22)), attach sling (PWC54002) (8) to engine.
(9)
Attach hoist to sling and take weight of engine.
CAUTION: DO NOT ATTEMPT TO LIFT AN ENGINE STILL ATTACHED TO THE

CONTAINER.
C.
(10)
Remove quick-release pins (9) and lift engine clear of container.
(11)
Remove the fuel waste ejector tank box (23) from the container.
(12)
Remove the fuel waste ejector tank from the box.
(13)
Install the fuel waste ejector tank (Ref. AMM).
(14)
Remove and reactivate desiccant bags (10).
(15)
Remove bolts (11, 12), washers (13, 14), front adapter (15) and rear adapter (16)
and retain in shipping container base (17).
(16)
Remove engine documents from base.
(17)
Verify engine with engine documents.
(18)
Check engine for defects and damage.
Installation of Engine in Shipping Container (Ref. Fig. 301)

CAUTION: BEFORE SHIPPING ENGINES, ENSURE INTERNAL COMPONENTS ARE
INSTALLED. EXTENSIVE DAMAGE HAS BEEN CAUSED TO
COMPONENTS DUE TO ENGINES HAVING BEEN SHIPPED WITHOUT
NO. 6 AND 7 BEARING HOUSING.
(1)
Prepare engine for storage (Ref. Preservation/Depreservation, Oil Draining and

IPC).
(2)
Ensure following engine documents are complete:

v HP turbine disk, HP turbine disk front and rear cover plates, interstage seal, LP
turbine disk and power turbine disk history records.
v Life limited parts log sheet.
v Log book.
(3)
Remove the fuel waste ejector tank from the airframe (Ref. AMM).
72-00-00
ENGINE - SERVICING
Page 303
May 02/2003

MAINTENANCE MANUAL
C11588A
Shipping Container - Engine Removal/Installation
72-00-00
ENGINE - SERVICING
Page 304
May 02/2003

MAINTENANCE MANUAL
Key to Figure 301

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
23.
Humidity Indicator
Strapping
Cover
Plywood Cover
Sleeve
Plywood Side (Pre-SB21678)
Envelope
Sling
Pin
Desiccant Bags (not illustrated)
Bolt
Bolt
Washer
Washer
Adapter
Adapter
Base
Support
Support
Corner
Box, Ejector
72-00-00
ENGINE - SERVICING
Page 305
May 02/2003

MAINTENANCE MANUAL
8
21
22
16
9
11
1
13
7
15
14
12
23
18
19
17
C11247D
Shipping Container - Engine Removal/Installation
72-00-00
ENGINE - SERVICING
Page 306
May 02/2003

MAINTENANCE MANUAL
(4)
Place the fuel waste ejector tank in the box (23).
(5)
Install the box on the base of the container. Secure with tape (PWC05-069).
(6)
Install documents in envelopes and install envelopes in box glued to base (17) with
pressure-sensitive tape (PWC05-070).
(7)
Install reactivated humidity indicator (1) in envelope (7).
CAUTION: APPROVED COMPONENTS (REF. IPC) MUST BE USED TO SECURE

MOUNTING ADAPTERS TO THE ENGINE AND CONTAINER. USE OF
UNAPPROVED COMPONENTS COULD CAUSE SERIOUS ENGINE
DAMAGE DURING SHIPMENT AND HANDLING.
(8)
Install envelope, adapters (PWC38307) (15) and (PWC38212) (16), washers (13,
14) and bolts (11, 12). Torque front bolts 700 lb.in. (79.10 Nm) and rear bolts
275 lb.in. (31.08 Nm).
(9)
Install ejector box (23) in base (17).
(10)
Lower engine onto container base and align adapter with supports (18, 19).
(11)
Install quick-release pins (9).
(12)
Remove sling (PWC54002) (8), rear adapters (PWC54213 (22)) and front adapter
(PWC54214 (21)) and hoist (2000 lb. (907 kg) SWL).
(13)
Attach reactivated desiccant bags (10) to engine.
(14)
Evacuate envelope using vacuum cleaner and heat-seal envelope using heat gun.
(15) Pre-SB21678: Install plywood sides (6), pierced side in line with humidity
indicator.
(16)
Orientate transparent panel in sleeve (5) to humidity indicator and install sleeve.
(17)
Fold down edges of sleeve and secure with tape (PWC05-070).
(18)
Install plywood cover (4) and tape (PWC05-070) to sleeve.
(19)
Install cover (3) and tape corners (20) in position.
(20)
Install steel strapping (PWC05-063) (2) with strapping tool. Secure with strapping
seals (PWC05-051).
(21)
Seal edges of container with tape (PWC05-070).
(22)
Stencil engine model, build specification (BSxxx), serial number and preservation
date on both ends of container.
(23)
Store container under cover. Do not expose to climatic conditions for more than
seven days. Do not dispatch container by sea.
72-00-00
ENGINE - SERVICING
Page 307
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MAINTENANCE MANUAL
D.
Removal of Reduction Gearbox from Shipping Container (Ref. Fig. 302)

(1)
Check condition of humidity indicator (1) (if pink, check gearbox for corrosion).
(2)

NOTE:
Overhead clearance must be at least five feet (1.524 m) (not including

distance from hoist hook to container top) to enable gearbox to be lifted
clear of container mounts.
(3)
Remove steel strapping (2) and corners (3).
(4)
Remove cover (4).
(5)
(6)
Remove sleeve (6) and plywood sides (7) (Pre-SB21678).
(7)
Cut envelope (8). Remove and reactivate desiccant (9).
(8)
Attach adapter (PWC37825) (10) to propeller shaft.
(9)
Attach hoist (1000 lb. (454 kg) SWL) to adapter and take weight of gearbox.
CAUTION: DO NOT ATTEMPT TO LIFT A REDUCTION GEARBOX WHOSE CRADLE

ADAPTER IS ATTACHED TO THE CONTAINER MOUNTING BARS.
(10)
Remove nuts (11), washers (12) and bolts (13) attaching cradle adapter (14) to
container mounting bars and raise gearbox clear of container.
(11)
Install adapter (PWC38001) (15) and bolts (16) on gearbox. Torque bolts 700 lb.in.
(79.10 Nm).
(12)
Install gearbox in stand (PWC34300) (17) .
(13)
Install bolts (18) and nuts (19). Torque nuts 700 lb.in. (79.10 Nm).
(14)
Rotate gearbox 90 degrees. Attach hoist (1000 lb. (454 kg) SWL) to cradle adapter
(14) eyebolt and take up slack.
CAUTION: DO NOT USE THE CRADLE ADAPTER EYEBOLT TO RAISE OR ROTATE

THE GEARBOX.
(15)
Remove bolts (20) securing gearbox drive coupling to cradle adapter.
CAUTION: USE EXTREME CARE WHEN REMOVING CRADLE ADAPTER.

(16)
Remove nuts (21), washers (22), cradle adapter (14), bolts (23) and coupling cover
(24). Store components in container base.
(17)
Remove lifting adapter (10).
(18)
Remove gearbox documentation from box on plywood side.
72-00-00
ENGINE - SERVICING
Page 308
May 02/2003

MAINTENANCE MANUAL
5
2
3
6
7
8
1
C12626
Shipping Container - Reduction Gearbox Removal/Installation
72-00-00
ENGINE - SERVICING
Page 309
May 02/2003

MAINTENANCE MANUAL
Key to Figure 302

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
Humidity Indicator
Steel Strapping
Corners
Cover
Plywood Cover
Sleeve
Plywood Side (Pre-SB21678)
Envelope
Desiccant (not illustrated)
Adapter
Nuts
Washers
Bolts
Cradle Adapter
Adapter
Bolts
Stand
Bolts
Nuts
Bolts
Nuts
Washers
Bolts
Cover
Overspeed Governor/PVM Oil Pump
Envelope
Cover
Nuts
Bolts
Cushioning (not illustrated)
Cover
Nuts
72-00-00
ENGINE - SERVICING
Page 310
May 02/2003

MAINTENANCE MANUAL
10
11
12
16
15
14
13
29
27
25
28
26
C12627
72-00-00
ENGINE - SERVICING
Page 311
May 02/2003

MAINTENANCE MANUAL
31
18
32
21
19
22
14
24
20
23
17
C12628
72-00-00
ENGINE - SERVICING
Page 312
May 02/2003

MAINTENANCE MANUAL
E.
(19)
Remove overspeed governor/PVM oil pump (25) and envelope (26) from box on
container base.
(20)
Remove nuts (28), bolts (29) and cover (27) from overspeed governor/PVM oil
pump.
(21)
Remove cover (31) and nuts (32) and install overspeed governor/PVM oil pump on
reduction gearbox (Ref. 72-01-50).
(22)
Verify gearbox with documentation.
(23)
Check gearbox for defects and damage.
Installation of Reduction Gearbox in Shipping Container (Ref. Fig. 302)

(1)
Prepare gearbox for storage (Ref. Preservation/Depreservation, Oil Draining and

IPC).
(2)
Ensure log book and gearbox documentation are complete.
(3)
Install documents in envelopes. Install envelopes in box glued to plywood side.

Secure box with tape (PWC05-070).
(4)
Remove overspeed governor/PVM oil pump (25) from gearbox (Ref. AMM). Install
cover (31) and nuts (32).
(5)
Install cover (27), bolts (29) and nuts (28) on PVM oil pump flange.
(6)
Install overspeed governor/PVM oil pump in envelope (26). Evacuate envelope

using vacuum cleaner and heat-seal using heat gun. Wrap with cushioning (30)
and install in box located in container base. Secure box with tape (PWC05-070).
(7)
Install drive coupling protective cover (24).
CAUTION: DO NOT USE CRADLE ADAPTER EYEBOLT TO RAISE OR ROTATE THE

GEARBOX.
(8)
Using hoist (1000 lb. (454 kg) SWL) and aligning dowel holes, install cradle adapter
(14).
CAUTION: APPROVED BOLTS (IPC) MUST BE USED TO SECURE CRADLE

ADAPTER TO GEARBOX AND CONTAINER MOUNTING BAR. USE OF
UNAPPROVED BOLTS COULD CAUSE SERIOUS DAMAGE DURING
SHIPMENT AND HANDLING.
(9)
Install bolts (23), washers (22) and nuts (21). Torque nuts 75 to 85 lb.in.
(8.48-9.61 Nm).
(10)
Aligning holes in drive coupling and cradle adapter, install bolts (20). Torque bolts
75 to 85 lb.in. (8.48-9.61 Nm). Remove hoist.
(11)
Rotate gearbox 90 degrees.
(12)
Attach lifting adapter (PWC37825) (10) to propeller shaft.
72-00-00
ENGINE - SERVICING
Page 313
May 02/2003

MAINTENANCE MANUAL
(13)
Attach hoist (1000 lb. (454 kg) SWL) to adapter and take weight of gearbox.
NOTE:
F.
Overhead clearance must be at least five feet (1.52 mm) (not including
distance from hoist hook to top of lifting adapter).
(14)
Remove nuts (19) and bolts (18). Raise gearbox clear of stand (17).
(15)
Remove bolts (16) and adapter (15).
(16)
Install envelope (8) with the opening at the top and the gaskets on the container
mounting bar pins.
(17)
Align holes in cradle adapter (14) with pins on mounting bar and lower gearbox
carefully into container, ensuring the envelope is not damaged.
(18)
Install bolts (13), washers (12) and nuts (11). Torque nuts 135 to 150 lb.in.
(15.26-16.95 Nm).
(19)
Remove lifting adapter.
(20)
Attach reactivated desiccant bags (9) evenly over gearbox.
(21)
(22)
Evacuate envelope using vacuum cleaner and heat-seal using heat gun.
(23)
Install plywood sides (7) (Pre-SB21678), pierced side aligned with humidity
indicator.
(24)
Align transparent panel with humidity indicator and install sleeve (6), securing
folded-down edges with tape (PWC05-070).
(25)
Install plywood cover (5) and secure to sleeve with tape (PWC05-070).
(26)
Install cover (4) and secure corners (3) in position with tape (PWC05-070).
(27)
Install steel strapping (PWC05-063) (2) using strapping tool. Secure with strapping
seals (PWC05-051).
(28)
(29)
Stencil engine model, build specification (BSxxx), gearbox serial number and
preservation date on both ends of container.
(30)
Removal of Turbomachinery from Shipping Container (Ref. Fig. 303)

(1)
Check condition of humidity indicator (1) (if pink, check turbomachinery for
corrosion).
72-00-00
ENGINE - SERVICING
Page 314
May 02/2003

MAINTENANCE MANUAL
C12649
Shipping Container - Turbomachinery Removal/Installation
72-00-00
ENGINE - SERVICING
Page 315
May 02/2003

MAINTENANCE MANUAL
Key to Figure 303

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
Humidity indicator
Steel Strapping
Corner
Cover
Plywood Cover
Sleeve
Plywood Sides (Pre-SB21678)
Envelope
NOT USED
NOT USED
Adapter, Rear
Adapter, Front
Sling
Ball Lockpins
Bolts
Washers
Brackets
Base
Caps
Nuts
Nuts
Washers
Washers
Bolts
Plate
Support
Desiccant Bags (not illustrated)
Bolts
Cover
Bolts
Support
Packing
72-00-00
ENGINE - SERVICING
Page 316
May 02/2003

MAINTENANCE MANUAL
13
12
11
30
28
31
29
25
32
19
23
20
14
15
16
17
26
18
24
22
21
C12653A
Shipping Container - Turbomachinery Removal/Installation
72-00-00
ENGINE - SERVICING
Page 317
May 02/2003

MAINTENANCE MANUAL
(2)

NOTE:
Overhead clearance must be at least seven feet (2.134 m) (not including

distance from hoist hook to container top) to enable turbomachinery to be
lifted clear of container mounts.
(3)
Remove steel strapping (2) and corners (3).
(4)
Remove cover (4).
(5)
(6)
Remove sleeve (6) and plywood sides (7) (Pre-SB21678).
(7)
Cut envelope (8). Remove and reactivate desiccant bags (27).
(8)
Install sling (PWC54002) (13), front adapter (PWC54212) (12) and rear adapter
(PWC54213) (11).
(9)
Attach sling to hoist and apply enough tension to sling to allow removal of ball
lockpins (14). Adjust eye on sling to ensure a level lift.
CAUTION: DO NOT ATTEMPT TO LIFT THE TURBOMACHINERY IF THE CONTAINER

BASE IS ATTACHED TO THE MOUNTING BRACKETS.
(10)
Remove ball lockpins (14) and raise turbomachinery clear of container.
(11)
Remove bolts (15), washers (16) and brackets (17). Store components in shipping
container base (18).
(12)
Remove protective caps (19), nuts (20, 21), washers (22, 23), bolts (24) and plate
(25). Store components in shipping container base.
(13)
Remove bolts (28) and cover (29).
(14)
Remove bolts (30).
(15)
Remove shaft support (31) and packing (32), using slave bolts (0.250-28 thread).
Discard packing.
(16)
Remove documentation from base.
(17)
Verify turbomachinery with documentation.
(18)
Check turbomachinery for defects or damage.
72-00-00
ENGINE - SERVICING
Page 318
May 02/2003

MAINTENANCE MANUAL
G. Installation of Turbomachinery in Shipping Container (Ref. Fig. 303)

CAUTION: BEFORE SHIPPING ENGINES ENSURE INTERNAL COMPONENTS ARE
INSTALLED. EXTENSIVE DAMAGE HAS BEEN CAUSED TO
COMPONENTS DUE TO ENGINES BEING SHIPPED WITHOUT NO. 6
AND 7 BEARING HOUSING.
(1)
Prepare turbomachinery for storage (Ref. Preservation/Depreservation, Oil Draining

and IPC).
(2)
Ensure following documents are complete:

v HP turbine disk, HP turbine disk front and rear cover plates, LP turbine disk and
PT disk history records.
v Life limited parts log sheet.
v Log book.
(3)
Install documents in envelopes. Install envelopes in box glued to base (18). Secure
with tape (PWC05-070).
(4)
(5)
Install envelope.
(6)
Remove bolts (28) and cover (29).
(7)
Install packing (32) on support (31).
(8)
Install support and bolts (30). Torque bolts fingertight.
(9)
Install cover (29) and bolts (28). Torque bolts fingertight.
CAUTION: APPROVED COMPONENTS (IPC) MUST BE USED TO SECURE

MOUNTING BRACKETS AND PLATE TO THE TURBOMACHINERY AND
CONTAINER. USE OF UNAPPROVED COMPONENTS COULD CAUSE
SERIOUS DAMAGE DURING SHIPMENT AND HANDLING.
(10)
Install protective caps (19).
(11)
Install plate (25), washers (23) and nuts (20). Torque nuts 75 lb.in. (8.48 Nm).
(12)
Install bolts (24), washers (22) and nuts (21). Torque nuts 75 lb.in. (8.48 Nm).
(13)
Install brackets (17), washers (16) and bolts (15). Torque bolts 275 lb.in. (31.08 Nm).
(14)
Lower turbomachinery onto container base, aligning supports (26), brackets and
plate.
(15)
Install ball lockpins (14).
(16)
Remove sling (13), adapters (11, 12) and hoist.
(17)
Attach reactivated desiccant bags (27) evenly over turbomachinery.
72-00-00
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May 02/2003

MAINTENANCE MANUAL
6.
(18)
Evacuate envelope (8), using vacuum cleaner, and heat-seal, using heat gun.
(19)
Install plywood sides (7) (Pre-SB21678), pierced side in line with humidity indicator.
(20)
Align transparent panel with humidity indicator and install sleeve (6).
(21)
Fold down edges of sleeve and secure with tape (PWC05-070).
(22)
Install plywood cover (5) and secure to sleeve with tape (PWC05-070).
(23)
Install cover (4) and secure corners (3) in position with tape (PWC05-070).
(24)
Install steel strapping (PWC05-063) (2) using strapping tool. Secure with strapping
seals (PWC05-051).
(25)
(26)
Stencil engine model, build specification (BSxxx), serial number and preservation
date on both ends of container.
(27)
Preservation/Depreservation
A.
General Engine Storage/Preservation Procedure
CAUTION: ENGINE(S) REMOVED FROM SERVICE AND NOT PRESERVED PER THE
PUBLISHED PROCEDURES, COULD POSSIBLY SUFFER CORROSION
DAMAGE. THE ONLY METHOD TO DETERMINE IF SUCH DAMAGE HAS
OCCURRED IS FOR THE ENGINE TO BE PARTIALLY DISASSEMBLED FOR
VISUAL INSPECTION OF ALL COMPONENTS.
(1)
Engines stored on/off aircraft or in QEC for a pre-determined amount of time. The
storage procedure is as follows:
(a) 0 to 7 days
1
Engines stored on aircraft

a
Seal off all openings to engine (Ref. AMM).
Engine stored off aircraft or in QEC

a
Seal off all engine openings (Ref. AMM) and store engine in a
sheltered location where the engine is subjected to minimum
temperature changes and the lowest possible humidity to minimize on
the condensation.
(b) 8 to 28 days
1
Engines installed on aircraft
72-00-00
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Page 320
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MAINTENANCE MANUAL
Before storage, carry out an oil analysis to determine acidity (TAN)

and water content. If in the absence of a maximum TAN number
from an oil brand specification and the TAN is above 1.0, or water
content is more than 800 parts per million, either by weight or volume,
drain and discard oil from main oil tank and reduction gearbox (Ref.
Para. 8.). Refill with fresh oil (Ref. Para. 11.). Run engine (Ref. AMM)
Run engine every seven days. Start engine and run until oil temperature
is 70C (158F) minimum. Shut down engine (Ref. AMM) and reseal
all engine openings after every engine run (Ref. AMM).
Engine stored off aircraft or in QEC:

a
Place 1 lb. (0.5 kg) of desiccant on wooden racks in engine exhaust

duct.
Seal off all openings to engine (Ref. AMM) and store engine in a
sheltered location where the engine is subjected to minimum
temperature changes and the lowest possible humidity.
(c) 29 to 90 days
1
Engine stored on/off aircraft or in QEC:

a
Preserve fuel system (Ref. Subpara. C.) before engine is removed

from aircraft or stored on wing or in QEC.
Preserve oil system (Ref. Subpara. B.) before engine is removed from
aircraft or stored on wing or in QEC.
Place 1 lb. (0.5 kg) of desiccant and humidity indicator (IPC) on

wooden racks in engine exhaust duct.
Ensure window is provided in exhaust duct closure to facilitate

observation of humidity indicator.
NOTE:
During the period of storage, the humidity indicator must be

inspected at seven-day intervals. If color changes show the
humidity is above 40%, the humidity indicator and desiccant
must be replaced or reprocessed to eliminate moisture. A
log recording the results of the inspections must be attached
to the engine.
(d) Over 90 days

1
Engine stored on/off aircraft or in QEC:

a
Wash engine externals.
72-00-00
ENGINE - SERVICING
Page 321
May 02/2003

MAINTENANCE MANUAL
v Wash engine externals thoroughly with cleaner (Ref.

Cleaning/Painting).
v Carry out a visual inspection of the engine externals. If corrosion
found, repair per the maintenance manual recommendations.
v Apply anti-corrosion fluid inhibitor (PWC15-011) to engine external
surfaces (including propeller shaft).
NOTE:
This fluid protects engine external surfaces by displacing

water.
Preserve fuel system (Ref. Subpara. C.) before engine is removed

from aircraft or stored on wing or in QEC.
Preserve oil system (Ref. Subpara. B.) before engine is removed from
aircraft or stored on wing or in QEC.
Place 1 lb. (0.5 kg) of desiccant (Ref. IPC) and humidity indicator on
wooden racks in tail pipe.
Ensure window is provided in exhaust duct closure to facilitate

observation of humidity indicator.
NOTE:
During the period of storage, the humidity indicator must be

inspected at seven-day intervals. If color changes show the
humidity is above 40%, the humidity indicator and desiccant
must be replaced or reprocessed to eliminate moisture. A
log recording the results of the inspections must be attached
to the engine.
CAUTION: UNDER NO CIRCUMSTANCES SHOULD ENGINE OIL BE

SPRAYED INTO AIR INLET OR EXHAUST OF ENGINE.
DIRT PARTICLES DEPOSITED ON ROTOR AND STATOR
COMPONENTS COVERED WITH OIL COULD ADHERE AND
ALTER AIRFOIL SHAPES, ADVERSELY AFFECTING
ENGINE EFFICIENCY.
g
(2)
Spray exposed accessory drive pads with engine oil (PWC03-001)

and protect with shipping covers (Ref. IPC).
Engine stored on aircraft for an undetermined amount of time. The following may
be used as an alternative to the preceding storage procedure:
(a) Before storage, carry out an oil analysis to determine acidity (TAN) and water
content. If in the absence of a maximum TAN number from an oil brand
specification and the TAN is above 1.0, or water content is more than 800 parts
per million, either by weight or volume, drain and discard oil from main oil
tank and reduction gearbox (Ref. Para. 8.). Refill with fresh oil (Ref. Para. 11.).
Run engine (Ref. AMM).
(b) Seal off all openings to engine (Ref. AMM).
72-00-00
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Page 322
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MAINTENANCE MANUAL
(c) Run engine every seven days. Start engine and run until oil temperature is
70C (158F) minimum. Shut down engine and reseal all engine openings(Ref.
AMM).
(d) Every 30 days, carry out the following:
B.
An oil analysis to determine acidity (TAN) and water content. If in the

absence of a maximum TAN number from an oil brand specification and the
TAN is above 1.0, or water content is more than 800 parts per million,
either by weight or volume, drain and discard oil from main oil tank and
reduction gearbox (Ref. Para. 8.). Refill with fresh oil (Ref. Para. 11.). Run
engine (Ref. AMM).
A visual inspection of the engine externals. Check closely the reduction

gearbox, front and rear inlet cases, propeller shaft, engine accessories
and all attaching hardware. If corrosion is found, repair per the maintenance
manual recommendations.
Oil System Preservation

(1)
Start engine and run until oil temperature is 70C (158F) minimum. Shut down
engine(Ref. AMM).
(2)
Carry out an oil analysis to determine acidity (TAN) and water content.
(a) If in the absence of a maximum TAN number from an oil brand specification
and the TAN is above 1.0, or water content is more than 800 parts per
million, either by weight or volume, proceed as follows:
NOTE: 1. The value of TAN in unused oil conforming to specification varies
depending on brand and manufacturer.
NOTE: 2. The requirement to analyze the oil is not necessary, provided you
carry out the following steps.
NOTE: 3. Use a Titra-Lube TAN Test Kit (P/N TI-TAN) to analyze the oil. The
kit can be obtained from the following address or contact a local
distributor for availability of the kit:
Dexsil Chemical Corp.
1 Hamden Park Drive
Hamden, CT 06517
USA
TEL: 1-800-4-DEXSIL
203-288-3509
FAX: 203-248-6523
1
Drain and discard oil from main oil tank and reduction gearbox (Ref. Para.
8.).
Refill engine with fresh oil. (Ref. Para. 11.).
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Run engine (Ref. step (1)).
8.).
(b) If TAN is less than 1.0 above the limit given in the specification for the specific
brand of oil or water content is less than 800 parts per million either by weight
or volume, proceed as follows:
1
C.
8.).
Fuel System
CAUTION: EXTREME CARE MUST BE TAKEN TO PREVENT FOREIGN MATERIAL
FROM BEING DRAWN INTO FUEL SYSTEM. EQUIPMENT MUST
INCORPORATE SUITABLE FILTERS NO COARSER THAN 5 MICRON
RATING.
(1)
Close engine fuel supply valve (Ref. AMM).
(2)
Disconnect fuel supply line at engine (Ref. AMM). Blank off line.
(3)
Disconnect and displace fuel supply line from flow divider (Ref. 72-01-40).
(4)
Connect supply of 5-micron-filtered preservative oil (PWC05-077) at 5 to 25 psig

(34.474-172.370 kpa) and 16C (60F) to oil-to-fuel heater inlet fitting.
CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS.

(5)
With ignition OFF, and the fuel condition lever in the FUEL ON position, motor
engine and inject preservative oil until oil flows from line disconnected from flow
divider.
(a) Engines stored in a QEC:
1
DELETED
CAUTION: DO NOT USE PRESERVATIVE OIL ON THE PNEUMATIC SIDE

OF THE COMPONENT.
2
Remove the fuel heater, fuel pump, MFCU, FCOC. Fill fuel side of
components with preservative oil (PWC05-077) and drain off excess.
Reinstall all components on the engine and reconnect lines previously
disconnected.
(6)
Disconnect oil supply.
(7)
Connect lines previously disconnected (Ref. 72-01-40).
(8)
Tag fuel line with date of preservation.
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D.
Accessories
(1)
General
(a) Retain shipping parts of replacement components for use when returning
defective components.
(b) Fill components to be shipped, except electrical, with preservative oil
(PWC05-077) and drain off excess.
(c) Install shipping closures and wrap assembly with plastic sheet (PWC05-053).
WARNING:
REFER TO THE MANUFACTURERS MATERIAL SAFETY DATA

SHEETS FOR CONSUMABLE MATERIALS INFORMATION SUCH
AS: HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL
CHARACTERISTICS, FIRE, EXPLOSION, REACTIVITY, HEALTH
HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND
CONTROL MEASURES.
(d) Secure component in shipping container with foam-in-place polyurethane

(PWC05-107).
(e) Identify shipping container.
(2)
Storage
(a) Accessory storage life is unlimited, providing the following procedures are
carried out:
1
Accessories installed on a stored engine

a
Fluid handling components

Preserve in accordance with Subpara. B. or C., as applicable.
Electrical connections must be mated. If mating is not possible,
approved shipping covers must be installed on connector and
associated wiring harness.
Electrical components
No preservation required. Electrical connections must be mated. If
mating is not possible, approved shipping covers must be installed on
connector(s) and associated wiring harness. A shipping closure is
also required to seal the PO connection on the EEC.
Cabin air supply pneumatic valve

Component must be kept dry. No lubricating required. Install approved
shipping cover to seal opening.
Intercompressor bleed valve
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shipping cover to seal opening.
2
Accessories stored off the engine

a
Fluid handling components

Fill fuel system component with preservative oil (PWC05-077) and oil
system component with engine oil (PWC03-001). Drain excess.
Install covers on all electrical connectors, air and oil passages. Place
in a moisture-proof bag and store in a dry location.
Electrical components
Install covers on all electrical connections. Place in a moisture-proof
bag with a desiccant pouch and store in a dry location.
Cabin air supply pneumatic valve

Install approved shipping cover to seal opening. Place in a
moisture-proof bag and store in a dry location.
Intercompressor bleed valve

shipping covers to seal openings. Install cover on electrical
connector.
E.
F.
Desiccant and Humidity Indicator Reactivation

(1)
Heat humidity indicator in oven at 121C (250F) until humidity indicator turns blue.
Heat desiccant for two hours.
(2)
Allow oven to cool to room temperature.
(3)
Place desiccant and indicator in evacuated heat-sealed polyethylene envelope until

required for use.
Depreservation (Engine)
(1)
Remove desiccant, shipping covers, caps and plugs.
(2)
Connect fuel supply line to engine (Ref. AMM).
(3)
Fill oil system to MAX. mark (Ref. Para. 11.).
(4)
If engine has not run for more than 90 days, prime oil system as follows:
(a) Disconnect oil line from oil cooler adapter (2, Fig. 304) located adjacent to
pressure oil filter (Ref. AMM).
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(b) Raise connector (1) above level of engine oil inlet port and pour oil (PWC03-001)
slowly into the connector until the pressure oil pump is filled and oil flows from
connector (1).
(c) Connect the oil line to oil cooler adapter (2). Torque the connector (Ref. AMM).
(d) Remove fuel heater inlet filter cover and filter (Ref. 72-01-40, SERVICING).
Do not remove packings.
(e) Remove air tube assembly (6, Fig. 305) from pressure oil check valve (Ref.
72-01-30, REMOVAL/INSTALLATION).
CAUTION: COVER RESTRAINS SPRING.
(f)
Remove bolts (1), cover (2), packing (3), spring (4) and washers (5). Record
quantity. Do not remove packing from cover.
(g) Put spring and washers into a plastic bag identified with engine serial number.
(h) Install cover (2) and bolts (1). Torque bolts fingertight.
(i)
Install air tube assembly (6). Do not secure clamp assemblies (Ref. 72-01-30,
REMOVAL/INSTALLATION).
(j)
Install fuel heater inlet filter cover and filter (Ref. 72-01-40, SERVICING).
CAUTION: ENSURE AIR BLEED IS OFF.

(k) Air Bleed - OFF
CAUTION: STOP MOTORING AFTER OIL PRESSURE IS REGISTERED ON
GAGE.
CAUTION: ABORT MOTORING IF AN OIL-PRESSURE INDICATION IS NOT
OBTAINED WITHIN 15 SECONDS. DETERMINE AND RECTIFY
CAUSE BEFORE REPEATING RUN.
(l)
Carry out a dry motoring run (Ref. AMM) until an oil-pressure indication is
shown on gage.
(m) Remove fuel heater inlet filter cover and filter. Discard packings (Ref. 72-01-40,
SERVICING).
(n) Remove air tube assembly (6) (Ref. 72-01-30, REMOVAL/INSTALLATION).
(o) Remove bolts (1), cover (2) and packing (3). Discard packing.
(p) Lubricate new packing (3) with engine oil (PWC03-001) and install on cover
(2).
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OIL
1
2
C32217
Aircraft Oil Cooler and Pressure Pump - Priming
Figure 304
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Key to Figure 304

1.
2.
Connector
Adapter
(q) Install washers (5), spring (4), cover (2) and bolts (1). Torque bolts 32 to 36 lb.in.
(3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).
NOTE:
(r)
The number of washers varies between one minimum and five

maximum. Re-assemble using the same number of washers recorded
in step (f).
Install air tube assembly (6) (Ref. 72-01-30, REMOVAL/INSTALLATION).
(s) Lubricate new packing with engine oil (PWC03-001) and install on fuel heater
inlet filter cover.
(t)
(5)
Install fuel heater inlet filter and cover (Ref. 72-01-40, SERVICING).
Disconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40,
CAUTION: PROLONGED MOTORING (IN EXCESS OF 15 SECONDS) MAY RESULT

IN LEAKAGE OF OIL INTO EXHAUST DUCT AND P2.5 AIR PLENUM
WITHIN COMPRESSOR CASE.
(6)
Carry out a wet motoring run (Ref. AMM).
(7)
Check that a solid stream of fuel comes out of fuel-supply line.
(8)
Move condition lever to . Check that stream of fuel stops.
(9)
Move condition lever to START position. Check that fuel stream resumes.
(10)
Reconnect fuel supply line to the flow divider and dump valve (Ref. 72-01-40,
G. Depreservation (Accessories)
7.
(1)
Remove and retain shipping parts of replacement assemblies for use when
returning defective assemblies.
(2)
Drain preserving fluids.
(3)
Flush replacement assemblies with appropriate system fluid.
Shipping
A.
General
(1)
There are two (2) approved methods to ship engines. They are by:
(a) A P&WC Shipping container, as defined in the IPC; or
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C21069
Oil Check Valve - Removal of Spring and Washers
Figure 305
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Key to Figure 305

1.
2.
3.
4.
5.
6.
Bolts
Cover
Packing
Spring
Washer
Tube Assembly
(b) Transportation stand.

B.
Shipping Method
CAUTION: WHEN AN ENGINE IS NOT SHIPPED IN A P&WC SUPPLIED SHIPPING
CONTAINER, IT IS MANDATORY TO TRANSPORT THE ENGINE IN A
TRUCK EQUIPPED WITH AN AIR SUSPENSION SYSTEM (i.e. AIR
SPRINGS).
(1)
Shipping Container (Ref. IPC)

(a) An inspection, before the engine is installed, of the container shock absorbers
is recommended to ensure they are not permanently deformed or damaged.
Repeat the inspection after the engine is installed, to ensure the shock absorbers
are free from cracks and excessive travel.
(b) When loaded on a truck, the container must be firmly secured to the truck bed.
Tables 301, 302 and 303 provide details of the shipping containers.
(2)
Transportation Stand
(a) Engines supplied with a QEC kit (Airframe supplied) must be shipped in a
transportation stand (local manufacture) firmly secured to the truck bed.
The pickup points of the stand must use the aircraft/engine shock absorber
mounts.
TABLE 301, Engine Shipping Container (For Reference Purposes Only)

These are the characteristics of the P&WC engine shipping container. Refer to the
appropriate IPC for shipping container parts.
DESCRIPTION
Approximate External Dimensions
Length
Width
Height
Weight
Empty
Full
DATA
93.7 in. (2380 mm)
38.1 in. (970 mm)
46 in. (1170 mm)
691 lb. (314 kg)
1781 lb. (809 kg)
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TABLE 302, Reduction Gearbox Shipping Container (For Reference Purposes Only)
These are the characteristics of the P&WC Reduction Gearbox Shipping container. Refer
to the appropriate IPC for shipping container parts.
DESCRIPTION
Length
Width
Height
Weight
Empty
Full
DATA
38 in. (965 mm)
35 in. (889 mm)
37 in. (940 mm)
TBA
TBA
TABLE 303, Turbomachinery Shipping Container (For Reference Purposes Only)

These are the characteristics of the P&WC Turbomachinery Shipping container. Refer to
the appropriate IPC for shipping container parts.
DESCRIPTION
Length
Width
Height
Weight
Empty
Full
8.
DATA
69 in. (1753 mm)
40 in. (1016 mm)
46 in. (1168 mm)
TBA
TBA
Oil Draining (Ref. Fig. 306)

A.
Main Oil Tank and/or RGB

NOTE:
Engine oil draining is carried out from four drain outlets. RGB chip detector and
plug, turbomachinery chip detector and oil tank plug.
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN

DISCONNECTING RECEPTACLES AND PLUGS.
(1)
Disconnect electrical harness from chip detector plugs (1) (Ref. AMM).
(2)
Operate feathering pump through full feather/unfeather/feather cycle.
(3)
Remove chip collector plugs (1) and packings (2).

NOTE:
Replacement of the chip collector plug packings (2) is only necessary if a

visual inspection (nicks, cuts, etc.) shows they are damaged.
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(4)
Install drain fitting (4) (PWC38147) in chip collector valves.

NOTE:
(5)
Ensure packing (5) is in place.
Remove plug (6) and packing (7). Discard packing.

NOTE:
Plug (6) is only removed when an AC generator failure is suspected and

strainer secured by plug is inspected.
(6)
Remove plug (8) and packing (9). Discard packing.
(7)
Allow oil to drain to slow drip.
(8)
Remove drain fitting and hose assembly (4).
(9)
Lubricate packings (2) with engine oil (PWC03-001) and install on chip detector
plugs (1).
CAUTION: AFTER INSTALLATION, ENSURE VISUALLY OR BY FEEL, SCALLOP ON

CHIP DETECTOR PLUG IS IN LINE WITH FLAT ON CHIP DETECTOR
VALVE HEXAGON.
(10)
Install chip collector plugs (1). Rotate plugs 90 degrees clockwise to locked
position.
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING

RECEPTACLES AND PLUGS.
(11)
Connect electrical harness (Ref. AMM).
(12)
Lubricate packing (8) with engine oil (PWC03-001) and install on plug (9).
(13)
Install plug. Torque 65 to 75 lb.in. (7.35-8.48 Nm) and secure with lockwire
(PWC05-089) or (PWC05-295).
(14)
If removed, install plug (6) as follows:

(a) Lubricate packing (7) with engine oil (PWC03-001) and install on plug.
(b) Install plug. Torque plug 200 to 225 lb.in. (22.6-25.4 Nm) and secure with
lockwire (PWC05-089) or (PWC05-295).
(15)
9.
Refill with oil (Ref. Para. 10.).
Chip Collector - Replacement (Ref. Fig. 307)

A.
Procedure
(1)
Drain oil (Ref. Para. 8.).

NOTE:
(2)
Chip collector plug (1) and packings (2) are removed when oil is drained.
Remove chip collector valve (3) and packing (4). Discard packing.
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4
5
2
REDUCTION GEARBOX
4
3
7
6
REDUCTION GEARBOX
TYPICAL
LOCKED POSITION
TURBOMACHINERY
8
9
C39231
Oil Draining
Figure 306
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Key to Figure 306

1.
2.
3.
4.
5.
6.
7.
8.
9.
Chip Collector Plug

Packing
Chip Collector Valve
Drain Fitting
Packing
Plug
Packing
Plug
Packing
(3)
Lubricate packing (4) with engine oil (PWC03-001) and install on chip collector valve
(3).
(4)
Install valve. Torque 175 to 200 lb.in. (19.78-22.60 Nm) and secure with lockwire
(PWC05-089) or (PWC05-295).
(5)
Lubricate packings (2) with engine oil (PWC03-001) and install on chip collector
plug (1).
CAUTION: AFTER INSTALLATION, ENSURE, VISUALLY OR BY FEEL, THAT

SCALLOP ON CHIP COLLECTOR PLUG IS IN LINE WITH FLAT ON CHIP
COLLECTOR VALVE HEXAGON.
(6)
Install chip collector plug (1). Rotate plug 90 degrees clockwise to locked position.
CAUTION: ENSURE ELECTRICAL POWER IS OFF WHEN CONNECTING

RECEPTACLES AND PLUGS.
(7)
10.
Connect electrical harness (Ref. AMM).
Oil System Flushing and Filling

NOTE:
A.
Engine oil is to be flushed when contamination is evident or when a change in

operating conditions or oil supply occurs.
Procedure
(1)
(2)
Remove filler cap.
CAUTION: DO NOT USE ANY SHARP TOOLS OR OBJECTS TO OPEN THE

FLAPPER VALVE. CONTINUAL USE OF A SHARP OBJECT MAY
DAMAGE THE VALVE AND NOT ALLOW THE VALVE TO SEAL
CORRECTLY.
(3)
Use rod (PWC56515) to open flapper valve and fill engine with fresh oil (PWC03-001)
to MAX mark on sight gage.
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2
3
4
REDUCTION GEARBOX
2
3
4
TYPICAL
LOCKED POSITION
TURBOMACHINERY
C38739
Chip Collector - Replacement
Figure 307
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Key to Figure 307

1.
2.
3.
4.
11.
Chip Collector Plug

Packing
Chip Collector Valve
Packing
(4)
Install filler cap.
(5)
Carry out a five-minute engine run at ground idle to fill and flush oil lines (Ref.
AMM).
(6)
(7)
Remove pressure and scavenge oil filter covers (Ref. 72-01-50).
(8)
Remove pressure and scavenge filter elements (Ref. 72-01-50).
(9)
Install clean pressure and scavenge filter elements (Ref. 72-01-50).
(10)
Fill with fresh oil (PWC03-001) to MAX mark on sight gage.
(11)
Carry out a five-minute run at ground idle (Ref. AMM).
(12)
Check for oil leaks.
(13)
Allow 15 5 minute period after shutdown to stabilize the engine. Add engine oil
(PWC03-001) to the required level as determined by operators experience, not
exceeding MAX indication, nor allowing level to drop below MIN or ADD 3 marks.
Oil System Filling

CAUTION: TO AVOID THE POSSIBILITY OF INTERNAL ENGINE DAMAGE, REFER TO
ENGINE - APPROVED LUBRICATING OILS, IF CHANGING OIL BRANDS.
A.
Oil Filling Procedure

(1)
Gravity Fill
(a) Remove filler cap.
CAUTION: DO NOT USE ANY SHARP TOOLS OR OBJECTS TO OPEN THE
FLAPPER VALVE. CONTINUAL USE OF A SHARP OBJECT MAY
DAMAGE THE VALVE AND NOT ALLOW THE VALVE TO SEAL
CORRECTLY.
(b) Use rod (PWC56515) to open flapper valve and fill with engine oil to required
level as determined by operators experience, never exceeding MAX indication
or letting level drop below MIN or ADD 3 marks.
(c) Install filler cap.
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(2)
Pressure fill
(a) Connect pressure fill line to oil tank pressure fill valve.
(b) Connect drain line to oil tank overfill valve.
B.
Replenishing Empty Oil System

NOTE:
If the sight glass is dirty, oil level inspection is not easy. Refer to Chapter
72-01-50 for removal/cleaning/installation of the sight glass. To improve visibility
of the oil level during inspection, use blue dye (PWC05-026) (Ref. 72-00-00,
Description and Operation, Engine Approved Lubricating Oils).
(1)
Fill with engine oil (PWC03-001). Bring level to MAX mark on sight gage.
(2)
Carry out a dry motoring run to prime oil pumps and lines (Ref. Adjustment/Test).
CAUTION: OIL LEVEL ABOVE THE MAX MARK CAN NOT ALWAYS BE CLEARLY
SEEN ON THE SIGHT GLASS. OIL ABOVE THE MAX MARK CAN
POSSIBLY RESULT IN AN INTERNAL OIL LEAK, OIL SMELL, SMOKE IN
THE CABIN AND AN INTERNAL ENGINE FIRE.
(3)
Add oil (PWC03-001) until level shown on sight glass is 3 quarts below MAX mark.
(4)
Start engine (Ref. Adjustment/Test).
(5)
Run engine at ground idle and exercise the propeller a minimum of 3 times from
feather to unfeather.
(6)
Before shut down, run engine for a minimum of 20 seconds with propeller in feather
position.
(7)
Shut down engine (Ref. Adjustment/Test).
(8)
Check engine oil level within 30 minutes (15 5 minutes is considered optimum) of
engine shut down.
(9)
Add engine oil (PWC03-001) to required level as determined by operators

experience, never exceeding MAX indication nor letting level drop below MIN or ADD
3 marks.
(10)
Check for oil leaks. Rectify if necessary.
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12.
Oil Level Check and Top-up

A.
General Oil Level Check

(1)
Engine oil levels must be checked within 30 minutes (15 5 minutes is considered
optimum) of engine shutdown, with the oil temperature, as a minimum above 113F
(45C). During shutdown, the engine must run for a minimum of 20 seconds with
the propeller in feather. This ensures that the maximum amount of oil is returned from
the PVM via the reduction gearbox to the oil tank. If this procedure is not followed,
the oil level sightglass indication may not be accurate.
NOTE:
B.
Engines left overnight may have misleading oil level indications. If engine
did not have level checked after last flight or the oil temperature, as a
minimum is not above 113F (45C), an engine run must be carried out per
the step above.
Top-up
NOTE:
If the sight glass is dirty, oil level inspection is not easy. Refer to Chapter
72-01-50 for removal/cleaning/installation of the sight glass. To improve visibility
of the oil level during inspection, use blue dye (PWC05-026) (Ref. 72-00-00,
Description and Operation, Engine Approved Lubricating Oils).
CAUTION: OIL LEVEL ABOVE THE MAX MARK CAN NOT ALWAYS BE CLEARLY
SEEN ON THE SIGHT GLASS. OIL ABOVE THE MAX MARK CAN
POSSIBLY RESULT IN AN INTERNAL OIL LEAK, OIL SMELL, SMOKE IN
THE CABIN AND AN INTERNAL ENGINE FIRE.
(1)
Add engine oil (PWC03-001) as follows:

(a) Oil level can be clearly seen through sight glass.
Drain (Ref. Para. 8.) or add oil (PWC03-001) to required level as determined
by operators experience, never exceeding MAX indication nor letting level drop
below MIN or ADD 3 marks.
(b) Oil level cannot be clearly seen through sight glass. Add 5.6 quarts of oil and
check the oil level
1
If oil level can be clearly seen on the sight glass, refer to step (1)(a),
preceding.
If oil level still cannot be clearly seen on the sight glass:

Drain oil (PWC03-001) (Ref. Para. 8.) to required level as determined by
operators experience, never exceeding MAX indication nor letting level drop
below MIN or ADD 3 marks.
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13.
Oil Consumption Trend Monitoring

A.
B.
General
(1)
The amount of oil added to bring level on sight glass to MAX mark or normal
operating level (Ref. Para. 11.) is recorded in graph form. The units may be
lb/hr (kg/hr) or quart/hr (liter/hr).
(2)
0.5 lb/hr (0.227 kg/hr) is maximum oil consumption permissible which is equivalent
to 0.270 quart/hr (0.256 liter/hr).
(3)
Oil level check and replenishing must be carried out at intervals recommended by
MRB.
Procedure
(1)
When carrying out oil system top-up, measure and record amount of oil added to
top up tank to MAX mark on sight glass.
(2)
Check number of flight hours from last top-up.
(3)
Using following formula, determine oil consumption rate:

Oil consumption (Ref. Step (1))
Flight hours (Ref. Step (2))
= oil/hour
(4)
Plot oil/hour value on a graph (Ref. Fig. 308).
(5)
Oil consumption above maximum permissible or a sudden or gradual increase must

be investigated. Determine and rectify cause (Ref. Fault Isolation).
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KG / HR
LB / HR
0.227
0.181
0.136
0.091
0.045
0.5
0.4
0.3
0.2
0.1
6
FEB.
13
20
27
6
MAR.
13
20
27
10
17
24
APR.
15
MAY
NOTE: THIS GRAPH IS A SAMPLE ONLY OF TYPICAL NORMAL

OIL CONSUMPTION, NOT TO BE USED AS A BASE LINE
C18195
Oil Consumption Trend Monitoring - Sample Graph
Figure 308
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1.
General
A.
B.
These instructions provide the information necessary for the handling of the engine in
and out of the airframe and engine stands and module separation.
Hot section component removal/installation is covered in 72-03-00 .
WARNING:
WARNING:
GLOVES MUST BE WORN TO PROTECT SKIN WHEN DECONTAMINATING

AREAS CONTAINING GASKETS OR PACKINGS WHICH HAVE
DECOMPOSED DUE TO HIGH TEMPERATURES. HYDROFLUORIC ACID IS
PRODUCED WHEN THE MATERIAL DECOMPOSES. MEDICAL
TREATMENT IS REQUIRED AS SOON AS POSSIBLE IF THE ACID
TOUCHES BARE SKIN.
NOTE:
2.
Use engine oil (PWC03-001), for general lubrication, unless stated otherwise.
WARNING:
3.
Item No.
Name
PWC03-001
PWC05-089
PWC05-295
Oil, Engine
Lockwire
Special Tools
Tool No.
Name
PWC34200
PWC34294
PWC37106
PWC37107
PWC37108
PWC37109
PWC38212
PWC38307
PWC54002
PWC54213
PWC54214
Stand
Support
Support
Support
Support
Support
Adapter, Rear
Adapter, Front
Sling, Engine/Turbomachinery
Adapter, Rear
Adapter, Front
72-00-00
Page 401
Mar 11/2005

MAINTENANCE MANUAL
4.

Name
Hoist, 2000 lb. (907 kg) safe working load (SWL)
5.
Removal
A.
B.
Engine from Airframe

(1)
Remove power plant panels and drain oil (Ref. Servicing).
(2)
Depending on purpose of engine removal, remove propeller and engine-mounted

accessories. Prepare engine for storage/shipping.
(3)
Install shipping closures on apertures created by removal of accessories.
(4)
Disconnect and remove, as necessary, system tubing, electrical harness, control

linkage and associated brackets and washers.
(5)
Install shipping closures on disconnected tubes and engine adapters.
(6)
Install sling (PWC54002), rear adapter (PWC54213) and front adapter (PWC54214).
(7)
Attach sling to hoist and take weight of engine.
(8)
Release engine mounts and raise engine clear of airframe.
Engine from Stand (PWC34200) (Ref. Fig. 401)

(1)
Drain oil if shipping intended (Ref. Servicing).
(2)
Install sling (PWC54002) (1), rear adapter (PWC54213) (16) and front adapter
(PWC54214) (15).
(3)
Attach sling to hoist and take weight of engine.
(4)
Remove bolts (9, 10) and nuts (11).
(5)
Remove ball lockpins (14) and lower supports (PWC37106, PWC37108, respectively)
(12, 13) .
CAUTION: DO NOT ATTEMPT TO LIFT AN ENGINE THAT IS ATTACHED TO THE

STAND.
(6)
Lift engine clear of stand (2).
(7)
If fitted, remove slave bolts (4, 6) and stand adapters (PWC38307, PWC38212,
respectively) (3, 5) .
72-00-00
Page 402
Mar 11/2005

MAINTENANCE MANUAL
6.
Installation
A.
Engine in Airframe
NOTE:
(1)
Inspect propeller shaft inside diameter for visible crack before engine
installation (Ref. 72-10-00)
Remove engine from stand (Ref. Para. 5. B.).

NOTE:
To facilitate oil system priming of engines which have not run for more
than 90 days, the pressure oil check valve spring and washers may be
removed prior to engine installation (Ref. Steps (9) (a) to (g) inclusive).
(2)
Install engine in airframe; connect engine mounts, electrical harnesses and control
linkages (Ref. AMM).
(3)
Remove sling and front and rear adapters.
(4)
Remove shipping closures. Install accessories and connect system tubing, electrical
harness, control linkage and associated brackets and washers.
(5)
Fill oil system to mark (Ref. Servicing).
(6)
Advance condition lever to START position and push ignition button ON.
(7)
Check that both igniters are audible.
(8)
Prime pressure oil pumps as follows:

(a) Loosen oil line at oil cooler adapter located adjacent to oil pump (Ref. AMM).
(b) Disconnect oil line from oil cooler adapter (2, Fig. 402) located adjacent to
pressure oil filter (Ref. AMM).
(c) Raise connector (1) above level of engine oil inlet port. Pour oil (PWC03-001)
slowly into the connector until oil seeps from the loose connector adjacent to oil
pump. Hand tighten loose connector and continue pouring until the oil lines
and pressure pump are filled and oil flows from connector (1).
(d) Connect the oil line to the oil cooler adapter (2) and torque both oil line
connectors (Ref. AMM).
(9)
If the engine has not been run for more than 90 days, prime oil system as follows:
(a) Remove pressure oil filter and cover (Ref. 72-01-50, SERVICING). Do not
remove packings from cover and filter.
(b) Remove air tube assembly (6, Fig. 403) from pressure oil check valve (Ref.
72-01-30, REMOVAL/INSTALLATION).
72-00-00
Page 403
Mar 11/2005

MAINTENANCE MANUAL
16
15
10
11
6
5
9
13
4
8
12
7
14
2
14
17
C11867C
Stand PWC34200 - Engine Removal/Installation
Figure 401
72-00-00
Page 404
Mar 11/2005

MAINTENANCE MANUAL
Key to Figure 401

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Sling
Stand
Adapter, Front
Bolt
Adapter, Rear
Bolt
Support
Support
Bolt
Bolt
Nut
Support
Support
Ball Lockpin
Adapter, Front
Adapter, Rear
Support, Assy
CAUTION: COVER RESTRAINS SPRING.

(c) Remove bolts (1), cover (2), packing (3), spring (4) and washers (5). Record
quantity. Do not remove packing from cover.
(d) Put spring and washers into a plastic bag identified with engine serial number.
(e) Install cover (2) and bolts (1). Torque bolts fingertight.
(f)
Install air tube assembly (6). Do not secure clamp assemblies (Ref. 72-01-30,
(g) Install pressure oil filter and cover (Ref. 72-01-50, SERVICING).
CAUTION: ENSURE AIR BLEED IS OFF.
(h) Air Bleed - OFF.
CAUTION: STOP MOTORING AFTER OIL PRESSURE IS REGISTERED ON
GAGE.
(i)
Carry out a dry motoring run(AMM) until an oil pressure indication is shown on
gage. Abort motoring if an oil pressure indication is not obtained within 15
seconds. Determine and rectify cause before repeating run.
(j)
Remove pressure oil filter and cover. Discard packings (Ref. 72-01-50,
SERVICING).
72-00-00
Page 405
Mar 11/2005

MAINTENANCE MANUAL
OIL
1
2
C32217
Aircraft Oil Cooler and Pressure Pump - Priming
Figure 402
72-00-00
Page 406
Mar 11/2005

MAINTENANCE MANUAL
Key to Figure 402

1.
2.
Connector
Adapter
(k) Remove air tube assembly (6, Fig. 403) (Ref. 72-01-30, REMOVAL/
INSTALLATION).
(l)
Remove bolts (1), cover (2) and packing (3). Discard packing.
(m) Lubricate new packing (3) with engine oil (PWC03-001) and install on cover
(2).
(n) Install washers (5), spring (4), cover (2) and bolts (1). Torque bolts 32 to
36 lb.in. (3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).
NOTE:
The number of washers varies between one minimum and five

maximum. Re-assemble, using the same number of washers
recorded in step (c).
(o) Install air tube assembly (6) (Ref. 72-01-30, REMOVAL/INSTALLATION).

(p) Lubricate new packings with engine oil (PWC03-001) and install on pressure oil
filter and filter cover.
(q) Install pressure oil filter and cover (Ref. 72-01-50, SERVICING).
(10)
Disconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40,
CAUTION: PROLONGED MOTORING (IN EXCESS OF 15 SECONDS) MAY RESULT

IN LEAKAGE OF OIL INTO EXHAUST DUCT AND P2.5 AIR PLENUM
WITHIN THE INTERCOMPRESSOR CASE.
(11)
Carry out a wet motoring run(AMM) .
(12)
Check that solid stream of fuel comes out of fuel supply line.
(13)
Move condition lever to SHUT position. Check that stream of fuel stops.
(14)
Move condition lever to START position. Check that fuel stream resumes.
(15)
Reconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40,
(16)
Fill oil tank 2 quarts (1.892 liters) below maximum level.
(17)
Switch on ignition and start engine (Ref. AMM).
(18)
Run engine at ground idle and exercise propeller a minimum of 3 times from
feather to unfeather.
72-00-00
Page 407
Mar 11/2005

MAINTENANCE MANUAL
C21069
Oil Check Valve - Removal of Spring and Washers
Figure 403
72-00-00
Page 408
Mar 11/2005

MAINTENANCE MANUAL
Key to Figure 403

1.
2.
3.
4.
5.
6.
B.
Bolt
Cover
Packing
Spring
Washer
Tube Assembly
(19)
Before shutdown, run engine for a minimum of 20 seconds, with propeller in

feather position.
(20)
Shut down engine (Ref. AMM).
(21)
Check engine oil level within 30 minutes (15 5 minutes is considered optimum) of
engine shutdown.
(22)
Add engine oil to required level as determined by operators experience, never

exceeding MAX indication or letting level drop below MIN or ADD 3 marks.
(23)
Check for fuel and oil leaks. Rectify if necessary.
Engine in Stand (PWC34200) (Ref. Fig. 401)

(1)
Install front adapters (if airframe/engine mounts removed) (PWC38307) (3) and
bolts (4); torque bolts 720 to 800 lb.in. (81.36-90.40 Nm).
(2)
Install rear adapters (if airframe/engine mounts removed) (PWC38212) (5) and bolts
(6); torque bolts 290 to 325 lb.in. (32.77-36.73 Nm).
(3)
Position stand (2) under engine and apply stand brake.
(4)
Lower engine onto stand and align front support (PWC37107) (7) and rear support
(PWC37109) (8) with front and rear adapters on same side of engine.
(5)
Attach adapter (3) to front support with bolt (9).
(6)
Attach adapter (5) to rear support with bolt (10) and nut (11).
(7)
Raise front support (PWC37106) (12) and rear support (PWC37108) (13) and align
supports with adapters.
(8)
Attach support (12) to adapter with bolt (9), and attach support (13) to adapter with
bolt (10) and nut (11).
(9)
Install ball lockpins (14) in supports.
(10)
Remove sling (1), adapters (15, 16) and hoist.

NOTE:
Reduction Gearbox and Turbomachinery modules are separated in

72-02-00.
72-00-00
Page 409/410
Mar 11/2005

MAINTENANCE MANUAL
1.
General
A.
These instructions provide information necessary for adjusting and testing the engine
after replacement of reduction gearbox, turbomachinery, engine or accessories.
B.
Carry out instructions to operate engine in conjunction with instructions in airframe

maintenance manual.
WARNING:
CAUTION: INTERCHANGEABILITY REQUIREMENTS MUST BE REVIEWED WHEN

REPLACING PARTS TO ENSURE COMPATIBILITY WITH EXISTING
SERVICEABLE COMPONENTS.
NOTE:
2.
Lubricate packings with engine oil (PWC03-001), unless otherwise stated.
WARNING:
3.
Item No.
Name
PWC03-001
PWC05-089
PWC05-295
Oil, Engine
Lockwire
Special Tools
4.
Tool No.
Name
PWC37651
Puller

Not Applicable
5.
Engine Ground Running Operating Limits

The parameters which the engines should meet on ground test, when installed in the aircraft,
are shown in Chapter 05-10-00.
6.
Engine/Component Replacement Test Requirements

In the event of an engine or component replacement, the test required to functionally check
the engine or component is listed in Table 501.
72-00-00
Page 501
Mar 09/2001

MAINTENANCE MANUAL
TABLE 501, Engine/Component Replacement Test Requirement

Test Required
(See NOTE 1)
TMM /
FUEL
O/S GOV
ENGINE/
PUMP /
O/S HYDRAULIC
RGB PROP EEC MFCU PCU AFU GOV.
PUMP
IBV
Oil Pressure
(Ref. Para. 10., Subpara. A.)
Propeller Purging
Leak Check
(See NOTE 2)
Ground Idle
Flight Idle/Maximum RPM
Minimum RPM
(Min. Governing NP)
Maximum Power/
Maximum RPM
Reverse Maximum Governing
Propeller Overspeed
LO PITCH Test
Engine Trimming (EEC)
Power Assurance
(Ref. Para. 10., Subpara. J.)
Propeller Overspeed
Protection System Test
EEC Fail Fixed Mode

and MFC Manual Mode Test
Acceleration Check
(Ref. Para. 10., Subpara. K.)
X
X
X
X
IBV Test
(Ref. 72-01-30, Adjustment/Test)
NOTE: 1. Refer to Aircraft Maintenance Manual unless otherwise stipulated.

NOTE: 2. A leak check is necessary when fuel 72-01-40 or oil 72-01-50 system
components have been replaced.
7.
Overtorque and Overtemperature Limits

Refer to Chapter 05-10-00 for overtorque limits and overtemperature limits.
72-00-00
Page 502
Mar 01/2002

MAINTENANCE MANUAL
8.
Starting
A.
Prestart
CAUTION: GROUND RUNNING MUST ALWAYS BE CARRIED OUT WITH THE
AIRCRAFT FACING INTO WIND.
B.
(1)
Check oil level; fill one quart below MAX (Ref. Servicing) .
(2)
Check for security of engine and components.
(3)
Check for fuel and oil leaks.
(4)
Check engine controls for function and freedom of movement.
(5)
Accessory loads - OFF.
(6)
Bleed air - OFF.
Wet Motoring
(1)
Electrical power supply - ON.
(2)
Ignition - OFF.
(3)
Fuel supply valve - OPEN.
(4)
Fuel boost pump - ON,
(5)
Power lever - GRD IDLE.
(6)
Condition lever - OFF.

(7)
Press START button for Eng. No. 1 or Eng. No. 2 as appropriate and check green
START light illuminates.
(8)
Check NH starts to increase.
CAUTION: PROLONGED MOTORING MAY RESULT IN LEAKAGE OF OIL INTO

EXHAUST DUCT AND P2.5 PLENUM.
(9)
When NH passes through 10%, advance appropriate condition lever to FEATHER

(fuel on) for 15 seconds maximum.
NOTE:
Discontinue engine motoring if positive oil pressure is indicated.
(10)
Retard condition lever - OFF.
(11)
Starter control switch - Press to OFF position. Check green light extinguishes.
(12)
Check for unusual noises during rundown.
72-00-00
Page 503
Jul 13/2001

MAINTENANCE MANUAL
C.
(13)
Electrical power supply - OFF.
(14)
Check engine for oil or fuel leaks.
Dry Motoring (to purge engine of fuel after wet motoring run or in the event of fire
occurring in the engine after starting or permit a compressor wash to be carried out.)
CAUTION: CARRY OUT DRY MOTORING RUN BEFORE STARTING ENGINE.

NOTE:
A dry motoring run is not required if the wet motoring run was carried out to
depreserve the fuel system.
(1)
Condition lever - FUEL OFF.
(2)
Ignition - OFF.
(3)
Electrical power supply to engine - ON.
(4)
Fuel supply valve - OPEN.
(5)
Fuel boost pump switch - ON,

(6)
Press START button for Eng. 1 and Eng. 2 as appropriate and check green START
light illuminates. Check NH starts to increase.
CAUTION: PROLONGED MOTORING MAY RESULT IN LEAKAGE OF OIL INTO

EXHAUST DUCT AND P2.5 PLENUM.
(7)
Motor engine for 15 seconds.

NOTE:
D.
Discontinue engine motoring if positive oil pressure is indicated.
(8)
Engine start control switch - Press to OFF position. Check green light extinguishes.
(9)
Fuel boost switch - OFF.
(10)
Fuel supply valve - CLOSED.
(11)
Electrical power supply to engine - OFF.
Start
NOTE:
After motoring cycle(s) or aborted start(s), the engine is recommended to be

run for at least 3 minutes before engine Air Bleed is selected ON.
CAUTION: OIL AT TEMPERATURES BELOW -40C (-40F) MUST BE PREHEATED

PRIOR TO STARTING ENGINE.
(1)
Electrical power supply - ON.

NOTE:
A ground power unit (GPU) is recommended to be used to reduce

maximum ITT/T6 during engine start.
72-00-00
Page 504
Mar 09/2001

MAINTENANCE MANUAL
(2)
Electronic engine control (EEC) - Press to ON position.
(3)
Ignition - 1, 2 or both as required.
(4)
Fuel valve - OPEN.
(5)
Fuel boost pump - ON.
(6)
Air bleed - Closed.
(7)
Condition lever - FUEL OFF.
(8)
Power lever - FLT IDLE.
(9)
Power rating switch - select ATO.

(10)
Press START button for Eng. No. 1 or Eng. No. 2 as appropriate and check green
START light illuminates.
(11)
Check:
CAUTION: IF NH FAILS TO INCREASE AFTER PRESSING START BUTTON,
PRESS START BUTTON TO OFF POSITION. SWITCH IGNITION
OFF AND INVESTIGATE (REF. FAULT ISOLATION).
(a) NH starts to increase.
(b) NL starts to increase.
CAUTION: IF ANY OF THE FOLLOWING OCCURS, MOVE START CONTROL

SWITCH TO OFF POSITION, SWITCH IGNITION OFF, RETARD CONDITION
LEVER TO OFF, ALLOW ENGINE TO DRAIN FOR 30 SECONDS:
v ENGINE FAILS TO LIGHT UP WITHIN 10 SECONDS AFTER ADVANCING
CONDITION LEVER TO FEATHER.
v ENGINE LIGHTS UP BUT FAILS TO ACCELERATE TO 66% 2% NH
WITHIN 50 SECONDS IN EEC MODE (30 SECONDS IN MANUAL
MODE).
v INTERTURBINE TEMPERATURE (ITT/T6) EXCEEDS STARTING LIMITS
(REF. 05-10-00).
v NH EXCEEDS 78%.
72-00-00
Page 505
Jul 13/2001

MAINTENANCE MANUAL
v NO POSITIVE OIL PRESSURE ABOVE 40% NH.

CAUTION: IF FOR ANY REASON THE START IS ABORTED BEFORE FUEL ON,
ALLOW ENGINE TO STOP ROTATING BEFORE REPEATING THE
COMPLETE START PROCEDURE, OBSERVING STARTER MOTOR
OPERATING LIMITS.
CAUTION: AFTER AN ABORTED START, ALLOW A 30 SECOND FUEL DRAIN
PERIOD, FOLLOWED BY A 15 SECOND DRY MOTORING RUN, BEFORE
ATTEMPTING START.
CAUTION: IF ITT/T6 MAINTAINS 950C (1742F) FOR MORE THAN 5 SECONDS OR
CONTINUOUS FLAME ISSUE FROM EXHAUST, CARRY OUT DRY
MOTORING OF ENGINE.
(12)
Either:
(a) If ITT/T6 is less than 200C (392F)
1
Advance condition lever to FEATHER on passing 10% NH.

or
(b) If ITT/T6 is greater than or equal to 200C (392F)

1
Advance condition lever to FEATHER between 10 and 19% NH.
(13)
Check ITT/T6 starts to increase within ten seconds after selecting condition lever to
START. ITT/T6 must not exceed limits (Ref. 05-10-00).
(14)
Engine oil pressure - positive reading must occur at or before 40% NH.
NOTE: 1. If reading is not within limits, check for correct assembly of PRV, remove
and recalibrate pressure oil check valve.
NOTE: 2. The pressure oil check valve must be calibrated on a test bench. Refer
to Engine Overhaul Manual.
NOTE: 3. At first engine run after installation, or maintenance to pressure
regulating valve or oil check valve, a check should be made to verify
correct operation. Start engine to warm up oil to between 50 to 115C
(122-239F). Ensure that oil pressure is observed during this run. Shut
engine down. Start engine; oil pressure-positive reading must occur
between 25-40% NH.
CAUTION:
SHUT DOWN ENGINE (REF. PARA. A.) IF OIL PRESSURE IS LESS THAN
40 PSI.
(15)
Oil pressure 40 psi min.
(16)
ENG FUEL PRESS caution light goes out at approximately 40% NH.
(17)
Start green light goes off at between 55 to 65% NH.
72-00-00
Page 506
Jul 13/2001

MAINTENANCE MANUAL
9.
(18)
Ensure engine accelerates normally to 66 2% NH.
(19)
Ensure ENG OIL PRESS caution goes out.
(20)
After engine stabilizes at IDLE for 3 minutes, select Air Bleed ON if required.
(21)
Operate engine at ground idle until the oil temperature exceeds 0C (32F).
Shutdown
A.
Procedure
(1)
Retard power lever to GRD IDLE. Check NH approximately 75% and NP 70.8 8%
(850 10 rpm).
(2)
Retard condition lever to FEATHER - NH 66 2%. Check that propeller goes into
feather.
(3)
Select Air Bleed - OFF.
(4)
Run engine for a minimum 30 seconds (following operation in forward mode) or 1

minute (following operation in reverse mode). This allows even dissipation of heat
from turbine area and return of scavenge oil to the tank.
CAUTION: IF EVIDENCE OF FIRE EXISTS AFTER SHUTDOWN, INDICATED BY

SUSTAINED INTERTURBINE TEMPERATURE (ITT/T6), SWITCH
IGNITION OFF AND DRY MOTOR ENGINE FOR 15 SECONDS. IF FIRE
PERSISTS, CONTINUE MOTORING ENGINE.
10.
(5)
Retard condition lever to OFF. During rundown, check compressors decelerate

freely with no unusual noise and oil pressure decreases suddenly between 25%
and 35% NH.
(6)
Fuel boost pump - OFF.
(7)
Fuel supply valve - CLOSED.
(8)
Electrical power supply - OFF.
(9)
Check oil level.(Ref. Servicing).
Checks
A.
Oil Pressure
(1)
Run engine at 80% NH and, when oil temperature reaches 70 to 90C (160-194F),
check oil pressure is 55 to 65 psid.
(2)
Oil Pressure Adjustment (Ref. Fig. 501)
72-00-00
Page 507
Mar 01/2002

MAINTENANCE MANUAL
WARNING:
COVER RESTRAINS SPRING.
(a) Remove bolts (1), bracket (2), cover (3), packing (4), and washer (6) using
puller (PWC37651). Discard packing.
(b) Add spacer(s) (5) to increase or remove spacer(s) (5) to decrease oil pressure.
NOTE:
Number of spacers can vary between one minimum and six

maximum.
(c) Lubricate packing (4) and install on cover (3).

(d) Install cover, bracket (2), washer (6) and bolts (1). Torque bolts 32 to 36 lb.in.
(3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).
(e) Run engine at 80% NH and, when oil temperature reaches 70 to 90C
(160-194F), check oil pressure is 55 to 65 lb.in.
B.
Leak Check
(1)
C.
D.
E.
F.
Carry out leak check (Ref. 72-01-40, ADJUSTMENT/TEST; 72-01-50,

ADJUSTMENT/TEST).
Ground IDLE - NH GOVERNING

(1)
PLA - GI, CLA - FEATHER, Air Bleed - OFF.
(2)
Check NH - 66 2%.
Flight IDLE - NH GOVERNING

(1)
PLA - FI, CLA - FEATHER, Air Bleed - OFF.
(2)
Check NH - 74 2%.
Flight IDLE/MIN NP GOVERNING

(1)
Engine air-bleed OFF and PLA - FLT IDLE.
(2)
Engine rating selector - TO or FLIGHT.
(3)
Advance CLA - UNFEATHER.
(4)
Check propeller unfeathers, NP increases to 70.8 .8 % (850 10) rpm and NH is

approximately 74%.
REVERSE/MIN. and MAX NP Governing

(1)
PLA - FLT IDLE, CLA - UNFEATHER position and Air Bleed - OFF.
(2)
Engine rating selector - ATO.
72-00-00
Page 508
Mar 01/2002

MAINTENANCE MANUAL
(3)
Retard PLA - REVERSE.
(4)
Check:
(a) NP stabilizes at 91.7 0.8% (1100 10 rpm).
(b) NH varies as propeller blade angles change due to BETA schedule. Minimum
NH 66%.
G. Maximum Forward Governing (T.O.P or ITT/T6 Limit)

(1)
PLA - FLT IDLE, CLA - UNFEATHER and engine Air Bleed - OFF.
CAUTION: DO NOT EXCEED TORQUE AND ITT/T6 LIMITS (REF. CHAPTER

05-10-00).
H.
I.
(2)
Advance PLA until NP stabilizes (NP governing).
(3)
Check: MAX GOV at 1200 10 NP.
EEC Manual Reversion

(1)
PLA - FLT IDLE, CLA - FEATHER , engine Air Bleed - OFF and EEC MODE - ON.
(2)
Check NH - 74 2%.
(3)
Change EEC MODE to MANUAL MODE.
(4)
Check: EEC reverts to MANUAL and NH stabilizes at 77.9 2%.
(5)
Retard PLA to GD IDLE. Check NH stabilizes at 75.5 2%.
(6)
Advance PLA to FLT IDLE. Check NH stabilizes at 77.9 2%.
(7)
When conditions in step (6) are satisfied, select EEC MODE - ON.
(8)
Check: EEC changes to ON and NH returns to 74 2%.
Autofeather and Uptrim (both engines running)

(1)
PLA - FLT IDLE and CLA - UNFEATHER.
(2)
Record torque, NH and propeller speed (both engines).
(3)
Select AUTOFEATHER - ON.
(4)
Hold No. 1 and No. 2 AUTOFEATHER TEST switches on TEST.
(5)
Check Autofeather ready message is displayed and both torque indicators show
55% minimum.
(6)
Release No. 1 AUTOFEATHER TEST switch while keeping No. 2 TEST switch to
TEST.
72-00-00
Page 509
Mar 01/2002

MAINTENANCE MANUAL
C12163A
Oil Pressure - Adjustment
Figure 501
72-00-00
Page 510
Jul 13/2001

MAINTENANCE MANUAL
Key to Figure 501

1.
2.
3.
4.
5.
6.
(7)
Bolt
Bracket
Cover
Packing
Spacer
Washer
Check:
(a) No. 1 torque returns to value recorded in step (2).
(b) PWR UPTRIM message comes on and on No. 2 ENGINE UPTRIMS - Record
NH which should be the same or show a slight increase from value recorded in
step (2).
(c) After approximately 2 seconds, Autofeather ready message goes out and No. 1
auxiliary feathering pump operation message is displayed.
(d) No. 1 propeller feathers and propeller speed decreases.
(8)
Release No. 2 AUTOFEATHER TEST switch.
(9)
Check:
(a) UPTRIM message goes out and No. 2 engine NH and torque return to the
values recorded in step (2).
(b) No. 1 propeller unfeathers.
(c) No. 1 engine stabilizes at FLT IDLE (NH, torque and propeller speed return to
the values recorded in step (2)).
(10)
Hold No. 1 and No. 2 AUTOFEATHER TEST switches on TEST.
(11)
Check Autofeather ready message comes on and both torque indicators show 55%
minimum.
(12)
Release No. 2 AUTOFEATHER TEST switch while keeping No. 1 TEST switch to
TEST.
(13)
Check:
(a) No. 2 torque returns to value recorded in step (2).
(b) PWR UPTRIM message comes on, No. 1 engine UPTRIMS - record NH which
should be the same or show a slight increase from value recorded in step (2).
(c) After approximately 2 seconds, Autofeather ready message goes out and No. 2
auxiliary feathering pump operation message is displayed.
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MAINTENANCE MANUAL
(d) No. 2 propeller feathers and propeller speed decreases.

(14)
Release No. 1 AUTOFEATHER Test Switch.
(15)
Check:
(a) UPTRIM message goes off and No. 1 engine NH and torque return to the
values recorded in step (2).
(b) No. 2 propeller unfeathers.
(c) No. 2 engine stabilizes at FLT IDLE (NH, torque and propeller speed return to
the values recorded in step (2).
J.
(16)
Advance PLA (both engines) until 70% torque is obtained.
(17)
Check Autofeather ready message comes on.
(18)
Retard PLAs - FLT IDLE.
(19)
Check Autofeather ready message goes off.
(20)
Select AUTO-FEATHER - OFF.
Power Assurance Check

NOTE: 1. The main objective of the Power Assurance Check, is to provide assurance
that the engine will deliver power specified by the manufacturer, at any
atmospheric condition in the operating envelope. The Power Assurance Test
will not provide information about the condition of engine components,
but only about their overall performance.
NOTE: 2. All power assurance charts include an allowance for installation losses.
(1)
Record outside air temperature (OAT) and pressure altitude.

NOTE:
The correct pressure altitude may be obtained as follows:

v Set altimeter calibration window to standard barometric pressure (29.92
Hg) or (1013 Mbars).
v Altimeter reading is the actual Pressure Altitude around aircraft.
v Do not use corrected barometric pressure as supplied by the tower.
(2)
Determine and record target torque (Ref. Fig. 502).
(3)
Determine and record maximum NH (Ref. Fig. 503), NL (Ref. Fig. 504), ITT/T6
(Ref. Fig. 505) and WF (Ref. Fig. 506) values.
(4)
Start engine (Ref. AMM).
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Mar 01/2002

MAINTENANCE MANUAL
(5)
Move condition lever to MAX RPM position and check NP is 100%.
72-00-00
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Jul 13/2001

MAINTENANCE MANUAL
CAUTION: DO NOT EXCEED MAXIMUM RATED TORQUE (REF. 05-10-00). IF

TARGET POWER CAN NOT BE ACHIEVED WITHIN MAXIMUM RATED
TORQUE BECAUSE NP IS TOO LOW, FIND AND RECTIFY THE CAUSE
OF LOW NP.
(6)
Move power lever until target torque is reached (Ref. step (2)). Ensure air bleed is
closed. Stabilize for three minutes.
NOTE:
If NP is not 100%, revise target torque, using the following formula:

Corrected target torque = target torque x
100% NP
Actual NP
Repeat step (6), using the corrected target torque.

(7)
Record NH, NL, ITT/T6 and WF.
(8)
(9)
Check OAT and pressure altitude is same as that recorded in step (1).
(10)
Check engine parameters as follows:

(a) Normal power assurance check
1
If ITT/T6 is within 5C of the limit, on the lower side perform another power
assurance check within one (1) week.
If NH is within 0.25% of the limit, on the lower side, perform another power
assurance check within one (1) week.
(b) Power assurance check after hot section inspection (HSI)

NOTE:
Adequate NH, NL and ITT/T6 margins enable hot sections to

complete an average life for an operators fleet. This life will differ
from operator to operator, depending on operating conditions
(environment and type of operation).
If a Post-HSI power assurance has been carried out, the recommended

minimum NH, NL and ITT/T6 margins relative to the applicable chart is
as indicated in Table 502:
TABLE 502, Recommended Minimum Relative Margins at Power Assurance following an HSI
NH
NL
ITT/T6
3.2%
3.0%
30C
NOTE:
When an engine is installed in an airframe after a shop visit, it is

normal that the engine parameters (NH, NL, ITT/T6) may differ
from the numbers derived from the test cell performance test sheet.
When performing a Power Assurance Check after installation,
the following parameter changes relative to test cell parameters are
typical: (NH (+ 0.2%/ 0.5%); NL ( 0.3%) and ITT/T6 ( 8C).
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MAINTENANCE MANUAL
If the NH, NL and ITT/T6 margins recommended after HSI are not met, hot
section life will be affected. Operators can either:
Remove and rematch the engine (Ref. 72-03-00 - Approved Repair).
or
If within power assurance limits, operate the engine and accept the
reduced hot section life.
(11)
If NH, NL, ITT/T6 and Wf recorded at step (7) are above maximum values recorded
at step (3) or the margins are less then the minimum shown in step (10) (b) 1,
check instrumentation for each engine parameter (Ref. AMM) and, if required, refer
to Fault Isolation:
(a) NH (Ref. Performance Deterioration (ECTM or High ITT (T6)).
(b) NL (%) (Ref. Performance Deterioration (ECTM or High ITT (T6)).
(c) ITT (C) (Ref. High Temperature).
(d) Wf (Ref. Excessive Fuel Consumption).
NOTE:
K.
The engine is still serviceable if fuel flow (Wf) is over the limit and all
other parameters are within limits. However, fuel flow serves as an
indicator, and the accuracy of the readings for other parameters (NH,
NL, ITT) should be investigated.
Acceleration Check
(1)
Record outside air temperature (OAT) and pressure altitude.
(2)
Determine and record target torque (Ref. Fig. 502).
(3)
Determine and record torque value equivalent to 95% of target torque recorded in
step (2).
(4)
(5)
Move condition lever to MAX. rpm position.
(6)
Move power lever until Flight Idle speed is obtained.
(7)
Select manual mode.
(8)
Move power lever slowly until torque value equivalent to 95% of target torque is
obtained (Ref. step (3)).
(9)
Record NH and PLA position.
(10)
Move power lever to Flight Idle.
72-00-00
Page 514
Jan 16/2004
11000.
C66998
Power Assurance Check - Torque
Figure 502
72-00-00
Page 515/516
Mar 09/2001
40.
50.
50.
60.
70.
90.
80.
TORQUE (%)
100.
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
9000.
7000.
5000.
3000.
1000
1000
ALT (FT)
50.
MAINTENANCE MANUAL
C67000
Power Assurance Check - NH (%)
Figure 503
72-00-00
Page 517/518
Mar 09/2001
1000
94.
50.
96.
1000
3000.
98.
5000.
7000.
11000.
9000.
100.
104.
102.
NH (%)
106.
ALT (FT)
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
50.
MAINTENANCE MANUAL
Power Assurance Check - NL (%)

Figure 504
72-00-00
Page 519/520
Mar 09/2001
1000
40.
94.
50.
96.
C67001
1000
3000
98.
100.
5000
7000
9000
102.
104.
11000
NL (%)
106.
ALT (FT)
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
50.
MAINTENANCE MANUAL
C67002
Power Assurance Check - ITT/T6 (C)
Figure 505
72-00-00
Page 521/522
Mar 09/2001
600.
50.
1000
620.
640.
1000
3000.
660.
680.
5000.
700.
720.
740.
7000.
9000.
11000.
780.
800.
760.
INTERTURBINE TEMPERATURE (ITT/T6)( o C)
ALT (FT)
40.
9000.
11000.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
50.
MAINTENANCE MANUAL
C67003
Power Assurance Check - Fuel Flow (Wf)
Figure 506
72-00-00
Page 523/524
Mar 09/2001
750.
50.
850.
950.
1050.
1150.
1250.
1350.
FUEL FLOW (WF)(PPH)
1450.
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
11000
9000
7000
5000
3000
1000
1000
ALT (FT)
50.
MAINTENANCE MANUAL

MAINTENANCE MANUAL
(11)
Perform a slam acceleration by moving power lever within one second from Flight
Idle to PLA position recorded in step (9).
(12)
Record time taken by the engine to accelerate from Flight Idle to the NH speed
recorded in Step (9).
(13)
Retard power lever to Flight Idle, switch on EEC and shutdown engine (Ref. AMM).
(14)
Compare engine acceleration time recorded in step (12) to that shown in Figure
507 for an equivalent temperature.
(15)
If engine acceleration time is below that shown in Figure 507, the MFC is
serviceable.
(16)
If acceleration time is above the limit shown in Figure 507, and all other
troubleshooting procedures do not cure the problem, replace the MFC.
72-00-00
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Jan 16/2004

MAINTENANCE MANUAL
10.0
9.0
8 SECOND LIMIT
8.0
7.0
6.0
TIME
(SECS)
5.0
4.0
3.0
2.0
1.0
30
20
10
10
TEMPERATURE ( o C)
20
30
40
C31805A
Acceleration - Time Limits
Figure 507
72-00-00
Page 526
Mar 09/2001

MAINTENANCE MANUAL
1.
General
A.
The instructions in this section outline details necessary to perform routine, hot section
component, unscheduled and borescope inspections.
NOTE:
2.
Use engine oil (PWC03-001) for general lubrication, unless stated otherwise.
WARNING:
Item No.
Name
PWC03-001
PWC05-042
PWC05-043
PWC05-061
Oil, Engine
Lens Cleaner
Lens Tissue
Cloth, Abrasive,
(Coated, Crocus)
Stone, Abrasive, Flexible
Cloth, Abrasive (320 grit)
PWC05-100
PWC05-101
3.
Special Tools
Tool No.
Name
PWC30128-15
PWC34910-101
PWC34910-800
PWC34910-802
PWC34910-804
PWC34913
PWC34939
PWC34960-201
Puller
Borescope Assembly
Guide Tube
Guide Tube
Guide Tube
Holding Fixture
Pusher
Camera (optional) (Consists of an Olympus OM-2 Camera
incorporating a 50 mm f:1.8 lens and a 1-9 focusing screen)
Puller
PWC37651
4.

Name
Fiberscope FBA 4-90T
72-00-00
Page 601
Jan 24/2006

MAINTENANCE MANUAL
Name
Magnet
Square-drive Socket Extension, 3/8 in. (9.5 mm)
Swiss File
5.
Periodic Inspection
Refer to (Chapter 05-20-00, SCHEDULED INSPECTION/MAINTENANCE INTERVALS).
6.
Rotor Components - Service Life

Certain rotating components are subject to low cycle fatigue due to cyclic operation of the
engine. The number of cycles at which the affected components must be replaced is specified
in AIRWORTHINESS LIMITATIONS.
7.
Engines with Defects Outside Specified Limits

Engines with defects outside specified limits (e.g. damaged impellers) may be returned to
service providing the prior approval and substantiation data is obtained from the P&WC Design
Approval Appointee (DAA). (Copies of the substantiation documentation will be supplied to
Transport Canada.) The local airworthiness authority must be informed of the P&WC
recommendation.
Operators must supply all relevant details of the defect to:
Pratt & Whitney Canada Corp.
1000 Marie Victorin Blvd.
Longueuil, Quebec
Canada J4G 1A1
Attention: Customer Support
Customer Help Desk (24-hour service)
US and Canada: 1-800-268-8000
International: (IAC)-8000-268-8000
Other: 1-450-647-8000
Fax: 1-450-647-2888
72-00-00
Page 602
Jan 24/2006

MAINTENANCE MANUAL
8.
Low Pressure and High Pressure Impellers - Foreign Object Damage

A.
LP Impeller
(1)
Visually inspect impeller for dents and nicks (Ref. Fig. 601 and Table 601).
NOTE: 1. If any FOD has caused the engine to become prone to engine surges or
causes unusual compressor whining, the engine must be removed
immediately.
NOTE: 2. An investigation must be carried out, when damaged impellers are found,
to determine the source of damage and whether the intake bypass
system has been operated correctly. P&WC recommends inspection of
the HP impeller when a damaged LP impeller is found.
NOTE: 3. Precautions must be taken to ensure further damage does not occur.
NOTE: 4. Inspection of the LP impeller may be carried out by a qualified technician
using a suitable light source and viewing the impeller through the air
intake duct. Use of a borescope (Ref. Para. 9.) is optional.
(2)
Tools and Materials Required

v Swiss file
v Abrasive cloth (PWC05-101)
v Crocus cloth (PWC05-061)
v Abrasive stone (PWC05-100)
(3)
Blending Procedure
CAUTION: INSPECT HP IMPELLER BEFORE REWORKING DAMAGED LP
IMPELLER TO DETERMINE IF ENGINE REPLACEMENT IS
REQUIRED.
CAUTION: DO NOT USE POWER TOOLS.
(a) The length and number of blends per vane are not restricted, except in Area
Cc where only one blend is allowed, providing the blends conform with the
following requirements:
1
When the distance between the blended area and vane tip is less than 2
times depth, blend up to tip (Ref. View D).
Leading edge tip damage - cut triangularly (Ref. View E).
In Area Cc, the minimum blend radius is 0.15 in. (3.81 mm).
Radius at the edges of a blend must be 0.03 in. (0.76 mm) minimum (Ref.
Detail F).
72-00-00
Page 603
Jan 24/2006

MAINTENANCE MANUAL
In Areas Ca and Cb, the minimum blend Length G must be at least 2 times
Depth H. The recommended length is 3 times Depth H (Ref. Detail F).
72-00-00
Page 604
Jan 24/2006

MAINTENANCE MANUAL
C
E
0.150 IN.
(3.81 mm)
MINIMUM
RADIUS
ACCEPTABLE
NOT ACCEPTABLE
AREA Cc & H BLEND LIMITS
A
C
0.030 IN. MIN
(0.76 mm.)
Cb
0.030 IN. MIN
(0.76 mm.)
(ONLY)
0.250 IN. MAX

(6.35 mm)
VIEW
A
E
0.250 IN. .MAX
(6.35 mm)
D
Cb
1 IN.
(25.4 mm)
0.125 IN.
(3.17 mm)
0.030 IN. MIN

(0.76 mm.)
.
AS REQUIRED
(AREA Cb ONLY)
Ca
Cc
SECTION
0.030 IN. MIN

(0.76 mm.)
CC
VIEW
E
C30221B
LP Impeller - Inspection (Full and Splitter Vanes)

72-00-00
Page 605
Jan 24/2006

MAINTENANCE MANUAL
0.030 IN
(MIN)
(0.76 mm)
H1
H2
0.030 IN
(MIN)
(0.76 mm)
ACCEPTABLE
DISTANCE BETWEEN ADJACENT BLENDS
BLEND SHAPE
DETAIL
DETAIL
H1
H2
MERGED BLENDS
ACCEPTABLE
DISTANCE BETWEEN ADJACENT BLENDS

NOT ACCEPTABLE
DETAIL
AREA Ca & Cb BLEND LIMITS
C33529
72-00-00
Page 606
Jan 24/2006

MAINTENANCE MANUAL
Airfoil Tip - Bent Damage (Typical)
C100507

72-00-00
Page 607
Jan 24/2006

MAINTENANCE MANUAL
TABLE 601, LP Impeller Inspection (Full and Splitter Vanes)

Area
Area Name
Inspection Limits
Ca
Inner Leading Edge

(extends 1.0 in. (25.4 mm)
from root radius)
Nicks or dents 0.030 in. (0.76 mm) deep

Max. and 0.060 in. (1.52 mm) long Max.
are serviceable.
Blend repair nicks or dents more than
0.030 in. (0.76 mm) deep and 0.060 in.
(1.52 mm) long, to a maximum depth
0.200 in. (5.10 mm). (Ref. Notes 2 and 3).
Cb
Outer leading edge and blade tip

(extends from Ca to vane tip)
Cc
Leading edge root radius

(at leading edge)
Vane tip

are serviceable.
Replace the impeller if nicks or dents are
more than 0.063 in. (1.60 mm) deep
and 0.125 in. (3.17 mm).
(Ref. Notes 2 and 3).
Vane sides
(suction/pressure)

Max. are serviceable.
0.004 in. (0.10 mm) deep, to a maximum
depth 0.006 in. (0.15 mm) and 0.025 in.
(0.63 mm) long.
Root radius
(away from leading edge)

Max. are serviceable.
0.002 in. (0.05 mm) deep, to a maximum
depth 0.003 in. (0.07 mm) and 0.010 in.
(0.25 mm) long.

are serviceable.
0.030 in. (0.76 mm) deep and 0.060 in.
(1.52 mm) long, to a maximum depth
0.250 in. (6.35 mm).
Blend repair nicks or dents 0.030 in.
(0.76 mm) deep Max. and 0.060 in.
(1.52 mm) long Max., to a maximum depth
of 0.040 in.
Replace the impeller if nicks or dents are
more than 0.030 in. (0.76 mm) deep
and 0.060 in. (1.52 mm) long.
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Jan 24/2006

MAINTENANCE MANUAL
NOTE: 1. A dent is surface damage without sharp edges. A nick is surface

damage with sharp edges.
NOTE: 2. Nicks or dents must be blended if raised material or tears are
present.
NOTE: 3. Serviceable and blend repaired nicks or dents must be
monitored, by visual inspection or by using a borescope, every
routine periodic inspection for the presence of or beginning of a
crack. The periodic inspection interval must not exceed 1250
hours. Cracks are not acceptable.
6
When the distance between the deepest points in two adjacent blended
areas is less than 3 times depth (H2) of the deepest blend, the blends
should be merged (Ref. Detail J).
Rework along and parallel to leading edge, when finish blending.
Break sharp edges 0.003 to 0.015 in. (0.070-0.380 mm) after rework.
No tool marks or grooves are permitted after rework.
10
Round bottom of blend.
11
To ensure the amount of rotor unbalance is minimized, after rework,

multiply depth of the blended area(s) with the length(s) (Ref. Note). If the
result is more than 0.045 sq. in. (29.032 sq. mm), the opposite vane
must be reworked to incorporate blended area(s) having similar shape(s)
and position(s).
NOTE:
For triangular cuts, multiply length by depth and divide by 2.

(i.e. length x depth / 2).
B.
HP Impeller
(1)
Use a borescope (Ref. Para. 9.) to do a visual inspection of the impeller for dents,
nicks, tears and/or cracks (Ref. Fig. 602).
(2)
With the borescope findings, use Table 602 to identify the necessary actions based
on the type and location of damage
72-00-00
Page 609
Jan 24/2006

MAINTENANCE MANUAL
Cc
AREA
Cc
FULL BLADES
0.125 in. (3.17 mm)
Ref. 0.900 in. (22.86 mm)
Ref. 2.600 in. (66.05 mm)
SPLITTER BLADES
0.125 in. (3.17 mm)
Ref. 0.900 in. (22.86 mm)
Ref. 1.600 in. (40.64 mm)
C12555B
HP Impeller - Inspection (Full and Splitter Vanes)
Figure 602
72-00-00
Page 610
Jan 24/2006

MAINTENANCE MANUAL
TABLE 602, HP Impeller Inspection (Full and Splitter Vanes) (Ref. Fig. 602)
TYPE OF
DAMAGE
Dent
(Ref. Fig. 603)
Nick
(Ref. Fig. 604)
(Ref. NOTE 1)
Tear
(Ref. Fig. 605)
(Ref. NOTE 1)
AREA A (Vane tip) or

Area C (Leading edge,
extends from root radius)
AREA Cc
(Root radius, at leading edge)
A dent less than 0.500 in. (12.7 mm)

in length is serviceable.
No action required.
A dent less than 0.500 in. (12.7 mm)

in length that is mostly included or
partially extends into
Area Cc is serviceable.
No action required.
A dent more than 0.500 in. (12.7 mm)

in length, refer to Category 1.
A dent more than 0.500 in. (12.7 mm)

in length that extends into Area Cc,
refer to Category 1.
A nick less than 0.020 in. (0.51 mm)

in size is serviceable.
No action required.
A nick less than 0.020 in. (0.51 mm)

No action required.
A nick between 0.020 to 0.120 in.

(0.51-3.05 mm) in size,

(0.51-1.02 mm)
in size, refer to Category 1.

(3.05-7.62 mm) in size,

(1.02-2.03 mm) in size,
A nick more than 0.300 in. (7.62 mm)

A nick more than 0.080 in. (2.03 mm)

A tear less than 0.020 in. (0.51 mm)

No action required.
A tear less than 0.020 in. (0.51 mm)

No action required.
A tear between 0.020 to 0.120 in.

(0.51-3.05 mm) in size,

(0.51-1.02 mm) in size,

(3.05-7.62 mm) in size,

(1.02-2.03 mm) in size,
refer to Category 2
A tear more than 0.300 in. (7.62 mm)

A tear more than 0.080 in. (2.03 mm)

72-00-00
Page 611
Jan 24/2006

MAINTENANCE MANUAL
TABLE 602, HP Impeller Inspection (Full and Splitter Vanes) (Ref. Fig. 602) (Contd)
AREA A (Vane tip) or
Area C (Leading edge,
extends from root radius)
TYPE OF
DAMAGE
Crack
(Ref. NOTE 1)
A crack less than 0.020 in. (0.51 mm)

No action required.
AREA Cc
(Root radius, at leading edge)
Any crack in this Area,
A crack between 0.020 to 0.120 in.

(0.51-3.05 mm) in size,
A crack between 0.120 to 0.300 in.
(3.05-7.62 mm) in size,
A crack more than 0.300 in.
(7.62 mm) in size,
NOTE: 1. The term Size, is used for a nick, tear or crack and is defined as the greater
dimension, either length or depth, characterizing the damage.
NOTE: 2. If any FOD has caused the engine to become prone to engine surges or causes
unusual compressor whining, the engine must be removed immediately.
Category 1:
Record the size and type of damage found. Do a subsequent borescope inspection
after 100 hours, but not later then 200 hours. If the subsequent inspection reveals no
change in the condition of the damage from the initial inspection, no more action is
required. If any crack is seen to grow in size or propagate from the damaged area, or
if material is missing since the last inspection, the engine must be scheduled for
removal in less than 10 hours.
Category 2:
Record the size and type of damage found. Do a subsequent borescope inspection
at intervals not to exceed 200 hours, up to a maximum of 1000 cycles, after which
the engine must be removed. If any crack is seen to grow in size or propagate from
the damaged area, or if material is missing since the last inspection, the engine must
be scheduled for removal in less than 10 hours.
Category 3:
The engine must be scheduled for removal in less than 10 hours.
72-00-00
Page 612
Jan 24/2006

MAINTENANCE MANUAL
DENT LENGTH
C76645
HP Impeller - Example of a Dent
Figure 603
72-00-00
Page 613
Jan 24/2006

MAINTENANCE MANUAL
C76646
HP Impeller - Example of a Nick
Figure 604
72-00-00
Page 614
Jan 24/2006

MAINTENANCE MANUAL
C76647
HP Impeller - Example of a Tear
Figure 605
72-00-00
Page 615
Jan 24/2006

MAINTENANCE MANUAL
9.
Borescope Inspection
A.
General
CAUTION: THE BORESCOPE IS FRAGILE AND VULNERABLE TO RADIATION,
SHOCK, TWISTING AND PINCHING. EXTREME CARE IS REQUIRED
DURING HANDLING TO ENSURE DAMAGE AND SERVICEABILITY
PROBLEMS ARE AVOIDED.
CAUTION: EXCESSIVE TWISTING OF FIBERSCOPE CAN SEVER OPTIC FIBERS.
DO NOT ROTATE FIBERSCOPE TIP BY TURNING THE EYEPIECE
ONLY. ASSIST ROTATING MOTION OF EYEPIECE WITH ONE IN SAME
DIRECTION AT PART OF FIBERSCOPE CLOSEST TO ENTRY INTO
ENGINE.
CAUTION: HEAT CAN DAMAGE THE BORESCOPE. ENGINE TEMPERATURE
MUST BE LESS THAN 66C (150F) BEFORE AN INSPECTION CAN BE
CARRIED OUT. THE NORMAL COOLING PERIOD IS 40 MINUTES
AFTER ENGINE SHUTDOWN. IF REQUIRED, CARRY OUT DRY
MOTORING RUNS TO ACCELERATE COOLING (Ref. AMM).
CAUTION: DO NOT SUBMERGE IN LIQUID.
(1)
The borescope is used to inspect the inside of the engine. Access is through ports
or openings created by the removal of components.
NOTE:
B.
If required, a camera (PWC34960-201) may be used to photograph the

engine areas being inspected.
Side-viewing Adapter (Ref. Fig. 606)

(1)
The side-viewing adapter is used to inspect components located at a nominal

90-degree angle to the fiberscope distal tip. A ring is installed to protect the
distal end when the side-viewing adapter is not fitted.
(2)
Installation
(a) Hold the fiberscope as closely as possible to the distal end and remove the
protective ring.
CAUTION: INSTALL THE SIDE-VIEWING ADAPTER CAREFULLY. IF NOT
INSTALLED AND TIGHTENED CORRECTLY, THE ADAPTER COULD
FALL INTO THE ENGINE. OVERTIGHTENING THE ADAPTER
COULD DAMAGE THE DISTAL END.
(b) Hold the fiberscope as close as possible to the distal end. Install the adapter,
ensuring the indexing slot and lug are aligned. Torque the adapter fingertight.
(3)
Removal
(a) Hold the fiberscope as close as possible to the distal end and remove the
side-viewing adapter.
72-00-00
Page 616
Jan 24/2006

MAINTENANCE MANUAL
CAUTION: INSTALL THE PROTECTIVE RING CAREFULLY. IF NOT INSTALLED

AND TIGHTENED CORRECTLY, THE RING COULD FALL INTO THE
ENGINE. OVERTIGHTENING THE RING COULD DAMAGE THE
DISTAL END.
(b) Hold the fiberscope as close as possible to the distal end and install the
protective ring. Torque the ring fingertight.
C.
Light Source
NOTE:
D.
Specify power requirements when purchasing borescope.
(1)
A halogen lamp is used to provide lighting from either a 110V, 60-cycle or a 220V,
50-cycle power supply.
(2)
Remove the top cover from the light source to replace the lamp.
(3)
Set intensity knob at maximum for best results.
(4)
Before installing light source, refer to manufacturers instructions.
Camera
(1)
General
(a) The camera (PWC34960-201) is used with the borescope to photograph
internal engine components. It must be equipped with a 50 mm f: 1.8 lens.
(2)
Installation
CAUTION: DO NOT USE COMPRESSED AIR TO CLEAN THE CAMERA,
BORESCOPE OR ASSOCIATED EQUIPMENT.
(a) Clean the camera viewfinder, focusing screen and 50 mm lens with lens
cleaning tissue (PWC05-043) and lens cleaner (PWC05-042).
(b) Install the focusing screen in the camera.
(c) Install the 50 mm lens.
(d) Install the camera adapter on the lens.
(e) Load the camera with film (Ref. camera handbook).
(f)
Set the camera film speed to suit the film and the exposure compensation to -2
(Ref. camera handbook).
(g) Release the knurled screw on the outer ring of the camera adapter and align
the bayonet slots with those on the inner ring.
(h) Align the bayonet slots of the adapter and install the camera on the borescope
eyepiece pins.
(i)
Turn the outer ring of the adapter to lock the camera on the borescope.
72-00-00
Page 617
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MAINTENANCE MANUAL
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/Installation
Figure 606
72-00-00
Page 618
Jan 24/2006

MAINTENANCE MANUAL
(j)
Torque the knurled screw on the adapter fingertight.
(k) To obtain alignment, hold the eyepiece and turn the camera.
NOTE:
(3)
Make sure the distal end is not moved when taking photographs.
Removal
(a) Release the knurled knob on the camera adapter.
(b) Turn the outer ring of the camera adapter to align the bayonet slots and
remove the camera from the eyepiece.
(c) Remove the camera adapter from the lens.
(d) Rewind film (Ref. Camera Handbook) and remove the film from the camera
and, using a label, add the following data:
v Engine serial number.
v Date and area or component photographed.
v Engine operating time or cycles since last overhaul.
v Reason for borescope inspection (suspected foreign object damage, low
power, etc.).
E.
Guide Tubes
(1)
General
(a) Guide tubes are used to guide the fiberscope distal end to an intended location
inside the engine.
(2)
Guide tube types

(a) There are two guide tubes:
v Flexible guide tube installed in the T6 thermocouple port.
v Rigid guide tube installed in the fuel manifold adapter port.
(3)
Installation and removal

(a) Installation and removal are covered in the appropriate paragraphs.
F.
Troubleshooting
(1)
The possible sources of, and remedies for, problems encountered when using the
borescope are shown in Table 603.
72-00-00
Page 619
Jan 24/2006

MAINTENANCE MANUAL
TABLE 603, Borescope Troubleshooting

PROBLEM
Poor illumination
Poor definition
Flexible guide tube

(PWC34910-802) or fiberscope
distal end does not move
when control knobs are turned
POSSIBLE SOURCE
REMEDY
Oil or dirt on distal tip or

side-viewing adapter prism
Clean using lens cleaner

(PWC05-042) and lens
tissue (PWC05-043).
Light source intensity

switch set at low
Set switch at high.
Defective lamp in
light source
Replace lamp.
Damaged borescope
light tube
Return to
manufacturer for
repair.
Defective transformer
Return to
manufacturer for
repair.
Diopter ring not

adjusted correctly
Adjust to suit eyes.
Damaged fibers in
fiberscope (seen as black dots
through viewer)
Return to
manufacturer for
repair.
Poor illumination
See previous problem.
Damaged control wires

in guide tube or fiberscope
Return to
manufacturer for
repair.
NOTE: Repairs should be carried out only by the manufacturer.

G. Low Pressure Impeller
(1)
General
(a) Borescope inspection of the low pressure impeller can be carried out using
three different access routes and without the use of a guide tube.
(2)
Inspection Through the Air Intake Duct (Ref. Fig. 607)

(a) Remove the air intake duct (Ref. AMM).
(b) Clamp the holding fixture (PWC34913) to a convenient surface.
(c) Clamp the borescope eyepiece to the fixture and connect the light source.
72-00-00
Page 620
Jan 24/2006

MAINTENANCE MANUAL
DIFFUSER EXIT DUCT PORT
FIBERSCOPE
REAR INLET CASE
FRONT INLET CASE
DISTALEND
PORT IN THE REAR INLET CASE
LP IMPELLER
DISTALEND
FIBERSCOPE
DIFFUSER EXIT DUCT

FLANGE
C32399
LP Impeller - Borescope Inspection
Figure 607
72-00-00
Page 621
Jan 24/2006

MAINTENANCE MANUAL
CAUTION: WITHDRAW THE FIBERSCOPE FROM THE VICINITY OF THE

IMPELLER BEFORE THE LATTER IS ROTATED.
(d) Using the fiberscope and rotating the impeller manually, inspect for damage
(Ref. Para. 8.).
(e) Remove borescope and holding fixture.
(f)
(3)
Install air intake duct (Ref. AMM).
Inspection Through the Rear Inlet Case Port (Ref. Fig. 607)
(a) Remove nut (7, Fig. 608) and bolt (8).
(b) Remove bolts (1), washer (2), bracket (6), cover (3) using puller (PWC37651),
or wash nozzle (4) using puller (PWC30128-15) and packing (5). Discard
packing.
CAUTION: EXTREME CARE MUST BE TAKEN TO ENSURE FOREIGN
OBJECTS DO NOT FALL INTO THE OPEN PORTS.
(c) Remove the most accessible diffuser exit duct (Ref. 72-30-00).
(d) Clamp the holding fixture (PWC34913) to a convenient surface.
(e) Secure the borescope eyepiece to the fixture, connect the light source and
insert the fiberscope into the inspection port.
CAUTION: WITHDRAW THE FIBERSCOPE FROM THE VICINITY OF THE
IMPELLER BEFORE THE LATTER IS ROTATED.
(f)
Inspect the impeller for damage (Ref. Para. 8.).

NOTE:
Rotate the impeller using pusher (PWC34939) through the exit duct
port.
(g) Remove the fiberscope and holding fixture.

(h) Lubricate packing (5) with engine oil (PWC03-001) and install on cover (3) or
wash nozzle (4).
(i)
Install cover or wash nozzle, washer (2), bracket (6) and bolts (1). Torque bolts
32 to 36 lb.in. (3.62-4.07 Nm).
(j)
Install bolt (8) and nut (7) to secure clamp holding oil tube to bracket. Torque
nut 36 to 40 lb.in. (4.07-4.52 Nm).
(k) Install the diffuser exit duct (Ref. 72-30-00.

(4)
Inspection Through the Diffuser Exit Duct Port (Ref. Fig. 607)
72-00-00
Page 622
Jan 24/2006

MAINTENANCE MANUAL
CAUTION: EXTREME CARE MUST BE TAKEN TO ENSURE FOREIGN

OBJECTS DO NOT FALL INTO THE OPEN PORTS.
(a) Remove the most accessible diffuser exit duct (Ref. 72-30-00).
(c) Secure the borescope eyepiece to the fixture, connect the light source and
insert the fiberscope into the exit duct port.
(d) Inspect the impeller for damage (Ref. Para. 8.).
NOTE:
When necessary, remove fiberscope and rotate impeller using pusher

(PWC34939).
(e) Remove the fiberscope and holding fixture.

(f)
H.
Install the diffuser exit duct (Ref. 72-30-00).
High Pressure Impeller

(1)
Remove the starter-generator drive cover (Ref. 72-20-00)) and install a square-drive
socket extension.
CAUTION: EXTREME CARE MUST BE TAKEN TO ENSURE FOREIGN OBJECTS

DO NOT FALL INTO THE OPEN PORTS.
(2)
Remove the most accessible diffuser exit duct (Ref. 72-30-00).
(3)
Clamp the holding fixture (PWC34913) to a convenient surface.
(4)
Secure the borescope eyepiece to the fixture, connect the light source and insert
the fiberscope into the exit duct port (Ref. Fig. 609).
CAUTION: WITHDRAW THE FIBERSCOPE FROM THE VICINITY OF THE IMPELLER

BEFORE THE LATTER IS ROTATED.
(5)
Inspect the impeller for damage (Ref. Para. 8.).

NOTE:
I.
Rotate the impeller using a socket extension installed in the startergenerator driveshaft.
(6)
Remove the fiberscope and holding fixture.
(7)
Install the diffuser exit duct (Ref. 72-30-00).
(8)
Remove the socket extension and install the starter-generator drive cover (Ref.
72-20-00)).
Fuel Pump and Oil Pump Drive Bevel Gears

(1)
Remove oil pump drive cover (Ref. 72-20-00).
(2)
Clamp holding fixture (PWC34913) to a convenient surface.
72-00-00
Page 623
Jan 24/2006

MAINTENANCE MANUAL
1
1
C12709A
LP Impeller Borescope Inspection Port Cover/Nozzle - Removal/Installation
Figure 608
72-00-00
Page 624
Jan 24/2006

MAINTENANCE MANUAL
Key to Figure 608

1.
2.
3.
4.
5.
6.
7.
8.
(3)
Secure borescope eyepiece to fixture, connect light source and insert fiberscope into
aperture.
(4)
Inspect gear teeth for damage (Ref. Para. 11.).

NOTE:
J.
For viewing and inspecting all teeth, retract fiberscope and rotate gears
using a 38 in. (9.5 mm) square-drive socket extension installed on
starter-generator driveshaft (Ref. 72-20-00 for removal of starter-generator
drive cover) .
(5)
Remove all borescope equipment and socket extension.
(6)
Reinstall oil pump drive cover and starter-generator drive cover (Ref. 72-20-00).
Accessory Drive Bevel Gears (Towershaft)

(1)
Remove accessory drive cover (Ref. 72-30-00).
(2)
(3)
Secure borescope eyepiece to fixture, connect light source and insert fiberscope
into aperture.
(4)

NOTE:
K.
Bolt
Washer
Cover
Wash Nozzle
Packing
Bracket
Nut
Bolt
For viewing and inspecting all teeth, retract fiberscope and rotate gears
drive cover).
(5)
(6)
Reinstall accessory drive cover (Ref. 72-30-00) and starter-generator drive cover
(Ref. 72-20-00).
Starter-generator Drive Gear

(1)
Remove NH sensor (Ref. 72-01-60, REMOVAL/INSTALLATION).
(2)
72-00-00
Page 625
Jan 24/2006

MAINTENANCE MANUAL
DIFFUSER EXIT DUCT PORT

FIBERSCOPE
LP IMPELLER
HP IMPELLER
DISTAL END
DIFFUSER EXIT DUCT
C32400
HP Impeller - Borescope Inspection
Figure 609
72-00-00
Page 626
Jan 24/2006

MAINTENANCE MANUAL
(3)
Secure borescope eyepiece to fixture, connect light source and insert fiberscope
into aperture.
(4)

NOTE:
L.
For viewing and inspecting all teeth, retract fiberscope and rotate gears,
drive cover).
(5)
(6)
Reinstall NH sensor (Ref. 72-01-60, REMOVAL/INSTALLATION) and

starter-generator cover (Ref. 72-20-00).
Intercompressor Case Air Plenum (Ref. Fig. 610)

(1)
Remove NL pulse pickup probe (Ref. 72-01-60).

NOTE:
Pre-SB21486: If more convenient, use alternate port.
(2)
(3)
Insert fiberscope into NL pickup probe port, connect light source and secure
eyepiece to holding fixture.
(4)
Inspect the bottom of intercompressor case air plenum for oil accumulation and
debris which, if found, must be handled as follows:
(a) HP Impeller Shroud Retaining Bolts
1
An engine may be returned to service with a maximum of three bolts

missing provided:
a
The bolts and associated keywashers are removed from the engine
and;
A borescope inspection confirms the remaining bolts are not backing

out and the missing bolts were not adjacent to one another.
Repeat borescope inspection at next aircraft A check or 500 FH

whichever comes first to monitor the remaining bolts.
(b) Other Debris

1
Remove, using a magnet, and send to an approved laboratory to be

analyzed (Ref. 72-00-00, MAINTENANCE PRACTICES).
(c) Oil accumulation
72-00-00
Page 627
Jan 24/2006

MAINTENANCE MANUAL
VIEW A
(POSTSB21486)
A
NL SPEED
PROBE PORT
(PRESB21486)
NL SPEED
PROBE PORT
C21110A
Intercompressor Case Air Plenum - Borescope Inspection
Figure 610
72-00-00
Page 628
Jan 24/2006

MAINTENANCE MANUAL
Refer to the inspection procedure, Intercompressor Case P2.5 Cavity

Inspection (Ref. 72-01-50, OIL SYSTEM, INSPECTION/CHECK) and fault
isolation chart Oil on Flanges E and/or F (Ref. 72-00-01, ENGINE FAULT ISOLATION).
(5)
Remove the fiberscope and holding fixture.
(6)
Install NL pulse pickup probe (Ref. 72-01-60).
M. No. 5 Bearing Cavity (Ref. Fig. 611)

NOTE:
Due to casting differences, access holes into No. 5 bearing cavity may vary in
size. This could require the use of a smaller borescope to enter the cavity.
(1)
Remove No. 5 bearing scavenge oil tube assembly (Ref. 72-01-50).
(2)
(3)
Carefully insert borescope 11.4 in. (29.0 cm) into intercompressor case (ICC) No. 5
bearing oil scavenge passage in the direction opposite to the flight direction.
NOTE:
Use of a side-viewing adapter to inspect the bearing cavity is not

recommended due to the difficulties encountered locating the entrance
hole to the bearing cavity.
(4)
Insert the borescope a further 2.0 in. (5.0 cm) into the scavenge passage through
the hole in the housing (Ref. View B) until one bearing roller can be clearly seen.
(5)
Inspect bearing for:

v Fracture of the cage.
v Excessive cage roller pocket wear, shown by enlarged corners and raised
material adjacent to the roller side face.
v Excessive wear and scratches on end face of any roller.
72-00-00
Page 629
Jan 24/2006

MAINTENANCE MANUAL
A
B
CROWNS
0.100 IN.
(2.54 mm)
CORNER RADIUS
DEFECTIVE ROLLER
ENLARGED
ROLLER
POCKET
CORNER
CAGE
WEAR AND
SCRATCHES
ON END FACES
WEIGHT
REDUCTION
POCKETS (12)
ROLLERS (12)
RAISED MATL
SHOWS UP HERE
WHEN ROLLERS
ARE UNSTABLE
AND POCKETS WEAR
0.018 IN.
ROLLER (TYP.) (0.452 mm)
TANG
NORMAL ROLLER
VIEW ON ARROW B
WITH OUTER RACE
REMOVED FOR CLARITY
0.275 IN. DIA.

(6.985 mm)
END
FACE
WEAR ON
CROWN
SILVER BEARING
CAGE
GREY STEEL
NO. 5 BEARING
HOUSING
RAISED MATERIAL
THIN BRIGHT IS NORMAL
LINE
VIEW ON ARROW
C21111C
No. 5 Bearing Cavity - Borescope Inspection
Figure 611
72-00-00
Page 630
Jan 24/2006

MAINTENANCE MANUAL
v Excessive wear on the crown of any roller or thin bright lines at the same axial
location on the crown of every roller.
NOTE: 1. Normal cage appearance after engine running shows no fractures, its
color is either silver, light gold, gold or oil stained and its end face may
have been machined over one segment during balancing. Also there
may be raised material (silver plate) 0.020 in. max (0.508 mm) high next
to roller pocket tang. To compare, tang is 0.050 in. (1.270 mm) high.
NOTE: 2. Normal roller appearance after engine running shows a light grey to
dark grey, light gold, gold or oil stained color. Under normal wear the
end face has a thin 0.005 to 0.025 in. (0.127-0.635 mm) bright
circumferential line at the edge, and the crown has thin bright line(s)
which may occasionally appear around the circumference of any number
of rollers at random axial locations.
NOTE: 3. To rotate the HP rotor to inspect the complete bearing, remove
starter-generator drive cover, install a 38 in. (9.5 mm) square-drive
extension and rotate the starter-generator driveshaft. Rotate the rotor
in the direction in which the rollers roll away from the tip of the
borescope.
N.
(6)
Remove the borescope and holding fixture.
(7)
Install No. 5 bearing scavenge oil tube assembly (Ref. 72-01-50).
Combustion Chamber Liner Assembly, HP Turbine Vane Ring Segments and HP Turbine
Blades
CAUTION: ENSURE FOREIGN OBJECTS DO NOT FALL INTO THE ENGINE.
(1)
Remove the fuel manifold adapters (Ref. 72-01-40) or igniters (Ref. 72-01-20).
(2)
CAUTION: ENSURE ENGINE TEMPERATURE IS BELOW 60C (140F).

(3)
Insert the fiberscope into a fuel manifold adapter or igniter port, connect the light
source (RH-150A3) and secure the eyepiece to the holding fixture (Ref. Fig. 612).
(4)
Inspect the combustion chamber liner assembly for damage (Ref. Para. 10. B.) using
different ports for complete coverage.
NOTE:
The entire combustion chamber formed by the small exit duct and inner
and outer liner assemblies can be inspected through three approximately
equally spaced fuel nozzle ports.
72-00-00
Page 631
Jan 24/2006

MAINTENANCE MANUAL
FIBERSCOPE
FUEL MANIFOLD ADAPTER BOSS

COMBUSTION CHAMBER
DISTALEND
HP IMPELLER
HP TURBINE
C70681
Combustion Chamber Liner Assembly - Borescope Inspection
Figure 612
72-00-00
Page 632
Jan 24/2006

MAINTENANCE MANUAL
CAUTION: DO NOT USE FORCE WHEN INSERTING THE GUIDE TUBE.

(5)
Remove fiberscope and insert guide tubes into fuel manifold or igniter ports as
follows:
NOTE:
Carrying out a borescope inspection through one nozzle port using the
distal end allows a detailed inspection of the leading edges and pressure
sides of up to four consecutive segments located clockwise from the
port. If more than four consecutive vanes require inspection through one
port, a side-viewing adapter must be used. The first segment which can be
inspected is located 120 degrees clockwise from the port. All the
segments can be inspected through three approximately equally spaced
ports located at the 4, 8 and 12 oclock positions. If any of the ports are not
accessible, use the first port located next to the recommended location.
Insert the fiberscope into the guide tube and using the distal end, examine
the leading edges and pressure sides of the four nearest vane segments.
Using a side-viewing adapter, inspect the other vane segment leading
edges. If significant defects are found, the pressure sides must also be
inspected. Record the location and extent of significant defects which
require further inspections to determine the rate of deterioration and to
ensure the inspection limits are not exceeded.
(a) Fuel manifold port

1
Insert guide tube (PWC34910-800) (Ref. Fig. 613) into port, turning it
counterclockwise until fully installed (at 270 degrees).
(b) Right (view from rear) igniter port

1
Insert guide tube (PWC34910-804) into port in an upward direction, turning

it counterclockwise until fully installed.
(c) Left (view from rear) igniter port

1
Insert guide tube (PWC34910-804) into port in a downward direction,

turning it counterclockwise until fully installed.
(6)
Insert the fiberscope into the guide tube and inspect the HP turbine vane ring
segments for damage (Ref. Para. 10.). Use different fuel manifold ports to
obtain complete coverage.
(7)
Remove the starter-generator drive cover (Ref. 72-20-00) and install a 38 in.
(9.5 mm) square-drive socket extension.
NOTE:
(8)
Borescope inspection of the HP turbine blades should be carried out using

one fuel nozzle/igniter port and using the manual drive to rotate the HP
rotor.
Insert the tip of the fiberscope between the vane ring segments and inspect the HP
turbine blades for damage.
72-00-00
Page 632A
Jan 24/2006

MAINTENANCE MANUAL
COMBUSTION CHAMBER
FIBERSCOPE
GUIDETUBE SUPPORT FLANGE
GUIDETUBE
LP TURBINE
HP IMPELLER
GUIDETUBE OPEN TIP
DISTALEND
HP TURBINE
C70682
HP Turbine Vane Ring Segments and Blades - Borescope Inspection
Figure 613
72-00-00
Page 632B
Jan 24/2006

MAINTENANCE MANUAL
CAUTION: WITHDRAW THE FIBERSCOPE TIP BEFORE ROTATING THE TURBINE

ROTOR.
(9)
(10)
Inspect the remaining HP turbine blades using the socket extension to rotate the
turbine rotor.
Remove fiberscope, rigid guide tube and holding fixture.
CAUTION: CARRY OUT LEAK CHECK (REF. 72-01-40, ADJUSTMENT/TEST)

FOLLOWING REINSTALLATION OF FUEL MANIFOLD ADAPTERS.
(11)
Install fuel manifold adapters (Ref. 72-01-40) or igniters (Ref. 72-01-20).
(12)
Remove socket extension and install the starter-generator drive cover (Ref.
72-20-00).
O. LP Turbine Blades and Stator Assembly

(1)
Remove the T6 thermocouples and adapters(Ref. 72-01-60).

(2)
Install flexible guide tube (PWC34910-802) as follows (Ref. Fig. 614):

CAUTION: TO AVOID INTERNAL DAMAGE, INSERT GUIDE TUBE SLOWLY
AND WITHOUT FORCING.
(a) Ensure guide tube flexible end is straight.
(b) Insert guide tube through T6 thermocouple threaded port, screw fingertight
(four turns minimum) and stop when arrows are parallel to engine axis.
(c) Secure with knurled sleeve.
NOTE: 1. To orient the flexible tip toward the PT (first-stage) or LP stator and
disk, turn the hand knob clockwise or counterclockwise. Pull hand
knob to lock flexible tip in position.
NOTE: 2. Fiberscope may be inserted into flexible guide tube before or after
installation of flexible guide tube.
(3)
(4)
Secure borescope eyepiece to the holding fixture and connect the light source.
(5)
Slowly insert fiberscope into guide tube while looking through eyepiece. Stop inserting
fiberscope as soon as distal tip passes through guide tube.
(6)
Slowly rotate guide tube control knob to point fiberscope towards LP turbine blades.
After reaching stop, pull control knob out to lock guide tube into position.
72-00-00
Page 632C
Jan 24/2006

MAINTENANCE MANUAL
ARROW
POSITION
ENGINE AXIS
A
FIBERSCOPE
VIEW AT
GUIDETUBE CONTROL KNOB

GUIDETUBE
COMBUSTION CHAMBER
KNURLED SLEEVE
T6 IMMERSION THERMOCOUPLE BOSS
HP IMPELLER
DISTALEND
HP TURBINE
LP TURBINE
POWER
TURBINES
C70257
LP Turbine Blades and Stator Assembly - Borescope Inspection
Figure 614
72-00-00
Page 632D
Jan 24/2006

MAINTENANCE MANUAL
CAUTION: ENSURE FIBERSCOPE TIP IS NOT BETWEEN TURBINE BLADES

WHEN THE LATTER ARE ROTATED.
(7)
Rotate the LP turbine rotor using either of the following methods:

(a) Remove most accessible diffuser exit duct (Ref. 72-30-00) and rotate LP
impeller, using pusher (PWC34939).
(b) Remove the air intake duct (Ref. AMM) and rotate the LP impeller manually.
(8)
Inspect LP turbine blades for damage (Ref. Para. 10.), swivelling eyepiece to move
the distal end of the fiberscope.
CAUTION: ENSURE LP TURBINE ROTOR IS NOT TURNED WHEN LP TURBINE

STATOR ASSEMBLY IS BEING INSPECTED.
(9)
Loosen guide tube knurled sleeve sufficiently to allow tube to move and facilitate
insertion of fiberscope distal end between LP turbine blades. Retighten sleeve.
(10)
Push fiberscope slowly through guide tube until LP turbine stator vanes can be
inspected for damage. The following must be carried out to inspect the complete
LP stator assembly (Ref. Para. 10.):
(a) Remove the fiberscope and holding fixture.
CAUTION: ENSURE FLEXIBLE TIP IS UNLOCKED AND STRAIGHT BEFORE
CARRYING OUT ANY REMOVAL STEPS.
(b) Remove the flexible guide tube.
(c) Repeat the installation, inspection and removal procedures at the remaining T6
ports.
P.
(11)
Install the diffuser exit duct (Ref. 72-30-00) or the air intake duct (Ref. AMM).
(12)
Install the T6 thermocouples and adapters(Ref. 72-01-60).
Power Turbine Stator Assembly and First-stage Blades

(1)
Remove the T6 thermocouples and adapters (Ref. 72-01-60).

(2)
Install flexible guide tube (PWC34910-802) as follows (Ref. Fig. 615):

CAUTION: TO AVOID INTERNAL DAMAGE, INSERT GUIDE TUBE SLOWLY
AND WITHOUT FORCING.
(a) Ensure guide tube flexible end is straight.
(b) Insert guide tube through T6 thermocouple threaded port, screw fingertight
(four turns minimum) and stop when arrows are parallel to engine axis.
72-00-00
Page 632E
Jan 24/2006

MAINTENANCE MANUAL
ARROW
POSITION
ENGINE AXIS
VIEW AT
A
A
FIBERSCOPE
GUIDETUBE
GUIDETUBE CONTROL KNOB

KNURLED SLEEVE
COMBUSTION CHAMBER
T6 IMMERSION THERMOCOUPLE BOSS

POWER TURBINE STATOR
POWER TURBINE VANE RING
HP IMPELLER
TURBINE EXHAUST DUCT
LP TURBINE
HP TURBINE
DISTALEND
POWER
TURBINES
C70258
Power Turbine Stator Assembly and First-stage Blades - Borescope Inspection
Figure 615
72-00-00
Page 632F
Jan 24/2006

MAINTENANCE MANUAL
(c) Secure with knurled sleeve.

NOTE: 1. To orient the flexible tip toward the PT (first-stage) or LP stator and
disk, turn the hand knob clockwise or counterclockwise. Pull hand
knob to lock flexible tip in position.
NOTE: 2. Fiberscope may be inserted into flexible guide tube before or after
installation of flexible guide tube.
(3)
(4)
Secure the borescope eyepiece to the holding fixture and connect the light source.
(5)
Slowly insert the fiberscope into the guide tube. Look through eyepiece and
stop inserting as soon as the distal tip passes through the guide tube.
(6)
Slowly rotate the guide tube control knob to point the fiberscope towards the power
turbine stator. After reaching the stop, pull the control knob out to lock the guide
tube into position.
(7)
Inspect the power turbine stator for damage (Ref. Para. 10.), swivelling the
eyepiece to move the distal tip of the fiberscope.
NOTE:
Inspection of the complete power turbine stator should be carried out after
the first-stage power turbine blades have been checked.
(8)
Loosen the guide tube knurled sleeve sufficiently to allow the tube to move and
facilitate insertion of the fiberscope distal end between the stator vanes. Retighten
the sleeve.
(9)
Push the fiberscope slowly through the guide tube until the distal tip is adjacent to
the first-stage power turbine blades.
CAUTION: TO AVOID DAMAGE TO DISTAL TIP, ENSURE IT IS RETRACTED FROM

TURBINE BLADES BEFORE ROTATING TURBINE. DUE TO GEAR RATIO,
PROPELLER SHAFT MUST BE ROTATED SLOWLY.
(10)
Inspect the first-stage power turbine blades for damage (Ref. Para. 10.). To alter
blade position, rotate the propeller shaft slowly or, if accessible, the second-stage
power turbine.
(11)
Inspect the complete power turbine stator for damage (Ref. Para. 10.) as follows:
(a) Remove the fiberscope and holding fixture.
CAUTION: ENSURE FLEXIBLE TIP IS UNLOCKED AND STRAIGHT BEFORE
CARRYING OUT ANY REMOVAL STEPS.
(b) Push in and turn the guide tube control knob to straighten flexible tip.
(c) Remove the guide tube.
72-00-00
Page 632G
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MAINTENANCE MANUAL
(d) Repeat the installation, inspection and removal procedures at the remaining T6
ports.
(12)
Install the T6 thermocouples and adapters(Ref. 72-01-60).
Q. No. 6 and 7 Bearing Vent Transfer Tube.

(1)
Remove No. 6 and 7 bearing vent tube (Ref. 72-01-50, REMOVAL/INSTALLATION).
CAUTION: TAKE EXTREME CARE WHEN INSERTING BORESCOPE TO ENSURE

CARBON DOES NOT FALL INTO THE NO. 6 AND 7 BEARING HOUSING.
(2)
Slowly insert the fiberscope down into the No. 6 and 7 bearing vent transfer tube.
(3)
Examine transfer tube walls for carbon deposits which obstruct air flow.
NOTE:
A thin layer of soot is considered normal.
(4)
A carbon deposit covering a maximum of approximately 25% of the tube cross

section is acceptable. If carbon deposit is less then 25%, reinstall bearing vent
tube (Ref. 72-10-50, REMOVAL/INSTALLATION).
(5)
If carbon over maximum allowable is observed, proceed as follows:

CAUTION: UNDER NO CIRCUMSTANCES MUST ANY ATTEMPT BE MADE TO
REMOVE CARBON WITHOUT REMOVING TRANSFER TUBE.
(a) Remove transfer tube (Ref. 72-01-50, REMOVAL/INSTALLATION) .
(b) Clean transfer tube (Ref. 72-01-50, CLEANING/PAINTING).
R.
(6)
Install transfer tube (Ref. 72-01-50, REMOVAL/INSTALLATION).
(7)
Install vent tube (Ref. 72-01-50, REMOVAL/INSTALLATION).
Second-stage Power Turbine Blades and Vane Ring

(1)
General
(a) Borescope inspection of second-stage power turbine blades can be carried out
using two different access routes and without use of a guide tube. The vane
ring should be inspected only through exhaust duct.
(2)
Inspection Through Inspection Port (second-stage power turbine blades)

(a) Remove security bolts and loosen No. 5 bearing vent tube and intercompressor
case drain tube (Ref. 72-01-50, REMOVAL/INSTALLATION) sufficiently to
permit the fiberscope to be inserted into the inspection port.
(b) Clamp holding fixture (PWC34913) to a convenient surface.
(c) Secure borescope eyepiece to fixture, connect light source and insert
fiberscope into the inspection port (Ref. Fig. 617).
72-00-00
Page 632H
Jan 24/2006

MAINTENANCE MANUAL
CAUTION: ENSURE DISTAL TIP OF FIBERSCOPE IS NOT BETWEEN POWER

TURBINE BLADES WHEN LATTER ARE ROTATED. DUE TO GEAR
RATIO, PROPELLER SHAFT MUST BE ROTATED SLOWLY.
(d) Inspect the second-stage power turbine blades for damage (Ref. Para. 10.).
Rotate the propeller shaft slowly to alter blade position.
(f)
(3)
Secure No. 5 bearing vent tube and intercompressor case drain tube (Ref.
72-01-50, OIL SYSTEM - REMOVAL/INSTALLATION).
Inspection Through the Exhaust Duct (second-stage power turbine blades and vane
ring)
(a) Remove the tailpipe (Ref. AMM).
(c) Secure the borescope eyepiece to the fixture, connect the light source and,
using the fiberscope, inspect the second-stage turbine blades for damage
(Ref. Para. 10.).
CAUTION: DO NOT ROTATE POWER TURBINE WHEN INSPECTING VANE
RING.
(d) Insert the distal tip of the fiberscope between the second-stage power turbine
blades and inspect the power turbine vane ring for damage (Ref. Para. 10., H.).
(f)
S.
Install the tailpipe (Ref. AMM).
RGB First-stage Helical and Input Shaft Gears

(1)
Input Shaft Gear

(a) Remove rear bolts (1, Fig. 618), washers (2) and cover (3) from left and
right-hand side of gearbox. Discard packings (4).
NOTE:
Although not as effective, both helical and input gears can be

inspected through one of the ports if access to one side of the
engine is restricted.

(c) Secure borescope eyepiece to holding fixture and connect light source.
(d) If necessary, clean fiberscope, using a lint-free cloth.
(e) Slowly insert fiberscope into gearbox through LH (from front) inspection port.
(f)
Inspect teeth on gears for damage (Ref. Para. 11.).
72-00-00
Page 632I
Jan 24/2006

MAINTENANCE MANUAL
C12712
Borescope Inspection Port Cover - Removal/Installation
Figure 616
72-00-00
Page 632J
Jan 24/2006

MAINTENANCE MANUAL
Key to Figure 616

1.
2.
3.
Bolt
Cover
Gasket
CAUTION: TO AVOID DAMAGE, WITHDRAW FIBERSCOPE FROM

GEARBOX BEFORE TURNING PROPELLER SHAFT.
(g) Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW.
NOTE:
It may be necessary to use lens tissue (PWC05-043) and lens

cleaner (PWC05-042) to remove oil film from distal tip lens.
(h) Repeat steps (e), (f) and (g) until all teeth have been inspected.
NOTE: 1. If acceptable spalling is evident (Ref. Para. 11.), further borescope
inspection must be carried out at intervals not to exceed 300 hours
until the threshold inspection limit is exceeded or, for engines on
an on-condition program, until RGB is refurbished. If unacceptable
spalling is evident on one or more teeth, return reduction gearbox to
an overhaul facility for repair.
NOTE: 2. Keeping a reduction gearbox in service while a removal is planned
may substantially increase the cost of repair/refurbishment due to
further gear and/or bearing damage.
(i)
Slowly insert fiberscope through RH (from front) inspection port.
(j)
Inspect teeth on gears for damage (Ref. Para. 11.).
CAUTION: TO AVOID DAMAGE, WITHDRAW FIBERSCOPE FROM GEARBOX

BEFORE TURNING PROPELLER SHAFT.
(k) Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW.
NOTE:
(l)

Repeat steps (i), (j) and (k) until all teeth have been inspected.
inspections must be carried out at intervals not to exceed 300 hours
until the threshold inspection limit is exceeded or for engines on
an on-condition program until RGB is refurbished. If unacceptable
72-00-00
Page 632K
Jan 24/2006

MAINTENANCE MANUAL
TURBINE SUPPORT
INSPECTION PORT
HP TURBINE
HP IMPELLER
POWER
TURBINES
LP TURBINE
FIBERSCOPE
TURBINE EXHAUST DUCT
DISTAL END
COMBUSTION
CHAMBER
POWER TURBINE
STATOR
POWER TURBINE
VANE RING
C70277
Second-stage Power Turbine Blades - Borescope Inspection
Figure 617
72-00-00
Page 632L
Jan 24/2006

MAINTENANCE MANUAL
(m) Remove fiberscope, light source and fixture.

(n) Lubricate packings (4) with engine oil (PWC03-001) and install on covers (3).
(o) Install covers (3), washers (2) and nuts (1). Torque nuts 32 to 36 lb.in.
(3.62-4.07 Nm).
T.
RGB Second-stage Gears (Bull Gear and Layshaft Pinions)

(1)
Inspection with Front Borescope Inspection Covers Removed

(a) Remove rear bolts (5, Fig. 618), washers (6) and cover (7) from left and
right-hand side of gearbox. Discard packings (8).
NOTE:
Although not as effective, both helical and input gears can be

inspected through one of the ports if access to one side of the
engine is restricted.

(d) If necessary, clean fiberscope, using lint-free cloth.
(e) Slowly insert fiberscope into gearbox through LH (from front) inspection port.
(f)
Inspect teeth on both gears for damage (Ref. Para. 11.).

NOTE:

cleaner (PWC05-042) to remove oil film from distal tip lens
(h) Repeat steps (e), (f) and (g) until all teeth on both gears have been inspected.
(i)
Slowly insert fiberscope through RH (from front) inspection port and inspect
teeth visible on layshaft pinion for damage (Ref. Para. 11.).

(j)
Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW.
72-00-00
Page 632M
Jan 24/2006

MAINTENANCE MANUAL
7
6
LEFT HAND VIEW
3
2
2
RIGHT HAND VIEW
C61606
RGB Borescope Inspection Covers - Removal/Installation
Figure 618
72-00-00
Page 632N
Jan 24/2006

MAINTENANCE MANUAL
Key to Figure 618

1.
2.
3.
4.
5.
6.
7.
8.
Nut
Washer
Cover
Packing
Nut
Washer
Cover
Packing
(k) Repeat steps (i) and (j) until all layshaft pinion teeth have been inspected.
inspections must be carried out at intervals not to exceed 300 hours
until the threshold inspection limit is exceeded or for engines on
an on-condition program until RGB is refurbished. If unacceptable
(l)
Remove fiberscope, light source and fixture.
(m) Lubricate packings (8) with engine oil (PWC03-001) and install on covers (7).
(n) Install covers (7), washers (6) and nuts (5). Torque nuts 32 to 36 lb.in.
(3.62-4.07 Nm).
(2)
Inspection with Accessory Gearbox Drive Cover Removed

(a) Remove RGB accessory drive cover and gears (Ref. 72-10-00).
(c) Secure borescope eyepiece to fixture and connect light source.
(d) Insert fiberscope into rear housing aperture where bull gear is visible, following
along bull gear teeth to one side until second-stage gear is reached.
(e) Inspect gear teeth for damage (Ref. Para. 11.).
72-00-00
Page 632O
Jan 24/2006

MAINTENANCE MANUAL
(f)
Retract fiberscope, turn propeller shaft and reinsert fiberscope. Repeat as

required to view and inspect all teeth.
NOTE: 1. Approximately a quarter turn of propeller shaft rotates second-stage
gear 360 degrees.
(g) To view other second-stage gear, insert fiberscope into other aperture where
bull gear is visible, following along bull gear to other side until second-stage
gear is reached.
(h) Inspect gear teeth for damage (Ref. Para. 11.).
NOTE: 1. To view and inspect all teeth, repeat step (f).
(i)
(3)
Remove all borescope equipment and reinstall gears and RGB accessory
cover (Ref. 72-10-00).
Inspection with Layshaft Covers Removed

(a) Remove nuts (1, Fig. 618), washers (2) and covers (3), using puller
(PWC37651). Discard packings (4).
(d) If necessary, clean fiberscope, using a lint-free cloth.
72-00-00
Page 632P
Jan 24/2006

MAINTENANCE MANUAL
CAUTION: USE ONLY APPROVED FIBERSCOPE (MACHIDA 5 mm FBA 4-90T)

TO INSPECT SECOND-STAGE REDUCTION SPUR GEAR TEETH.
STEEL BRAIDED FIBERSCOPES MUST NOT BE USED. EXTREME
CARE MUST BE TAKEN TO NOT DAMAGE OR SCRATCH
BEARING RACE WHEN INSERTING FIBERSCOPE, WHICH MUST
BE CLEAN.
(e) Slowly insert fiberscope into gearbox through LH (from front) No. 14 bearing at
10 and 11 oclock positions.
(f)
Inspect teeth visible on both bullgear and LH second-stage pinion gear for
damage (Ref. Para. 11.).

NOTE:

(h) Repeat steps (e), (f) and (g) until all teeth on both gears have been inspected.
(i)
Slowly insert fiberscope through RH (from front) No. 14 bearing at 2 oclock

position and inspect teeth visible on layshaft pinion for damage (Ref. Para.
11.).

(j)
Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW.
(k) Repeat steps (i) and (j) until all layshaft pinion teeth have been inspected.
NOTE:
(l)
If acceptable spalling is evident (Ref. Para. 11.), further borescope

until the threshold inspection limit is exceeded.
Remove fiberscope, light source and fixture.
(m) Install layshaft covers (Ref. 72-10-00).
72-00-00
Page 632Q
Jan 24/2006

MAINTENANCE MANUAL
10.
Hot Section Component Borescope Inspection Criteria

CAUTION: GAS PATH COMPONENTS DOWNSTREAM OF COMPONENTS HAVING
MATERIAL MISSING MUST BE INSPECTED TO ENSURE SECONDARY
DAMAGE HAS NOT OCCURRED. PAY SPECIAL ATTENTION TO ROTATING
COMPONENTS.
A.
General
(1)
Borescope inspection is usually a troubleshooting procedure carried out to

determine the reasons for performance deterioration. Consult Fault Isolation
(Performance Deterioration (ECTM shift) or High ITT (T6)), to determine the area to
be borescoped. Borescope inspection of specific areas may also be required by
the maintenance program.
(2)
A hot section inspection (HSI) recommended due to rotating components (i.e.

blades) being outside the guidelines given in the following procedures (Ref.
Para. B. through I.) must be carried out before the next flight.
(3)
Only, an HSI/engine removal which is recommended due to deteriorating non-rotating

engine components may be delayed, provided a power assurance check (Ref.
Adjustment/Test) is carried out to ensure engine performance is within acceptable
limitations. Also, a borescope inspection of the affected area must be carried out
within 50 flight hours. If further extensions are required, subsequent inspections
and power assurance checks must be carried out at intervals depending on the rate
of progression and level of deterioration seen. Extensions must not go beyond an
individual operators approved inspection interval (TBO).
NOTE:
B.
Keeping an engine in service after components have deteriorated beyond

suggested economical criteria may substantially increase the cost of
subsequent repairs/refurbishments due to the possible effect on
downstream components.
Combustion Chamber (Small Exit Duct, Inner and Outer Liner Assemblies)
(1)
General
(a) Combustion chamber components can be repaired (Ref. 72-03-00,
INSPECTION/CHECK), and operators are recommended to consider repair limits
as well as in-service limits before deciding action to be taken after a borescope
inspection. This will enable them to schedule an HSI for economic reasons
before damage increases to the extent that components cannot be repaired and
must be replaced. However, if damage is beyond repair limits, components
may remain in service until in-service limits are reached.
(b) Deterioration must be recorded to provide a baseline to enable rate of
progression to be assessed at subsequent inspections.
72-00-00
Page 632R
Jan 24/2006

MAINTENANCE MANUAL
(c) When localized combustion chamber deterioration is observed, the associated

fuel nozzle must be inspected and replaced if not within specified limits.
Carbon accumulation inside fuel nozzle passages is the principal cause of
spray pattern degradation which results in non-uniform combustion and local
high temperature peaks. Exposure to these peaks contributes to premature hot
section deterioration. Carbon accumulation is progressive and can affect all
nozzles. Therefore, it is suggested, for economic reasons, that all nozzles be
inspected to minimize the possibility of premature deterioration occurring at other
locations.
(d) Refer to Para. A., steps (2) and (3) for additional HSI recommendations.
(2)
Inspection Criteria
(a) Combustion Chamber Outer Liner Center Cooling Ring (Item X) (Pre-SB21598,
Part B) (Ref. Fig. 619)
NOTE:
Refer to SB21598 for the applicability (Ref. Table 1 or 2).
Inspect the center cooling ring for evidence of detachment from the
back-up ring support (Ref. Fig. 620).
If there is evidence that the center cooling ring is detached, P&WC

recommends to remove the engine and carry out the incorporation of
SB21598 Part B within the next 10 FH to avoid potential downstream
damages.
NOTE:
Detachment is when a section of the center cooling ring is

cracked axially completely across the ring and is pulled away
from the liner wall to the extent shown (Ref. Fig. 621).
If there is a section of the center cooling ring missing, P&WC recommends

to carry out repeated borescope inspections at 50 FH intervals, until
incorporation of SB21598, Part B (Ref. Fig. 622).
NOTE:
The 50 FH interval is subject to acceptable condition of the

downstream hot section components.
(b) Combustion chamber inner and outer liner assemblies (Ref. Fig. 623)
1
The following holes are acceptable:

a
Area a: holes having a total surface area less than 0.050 sq.in.
(32.2 sq.mm) equivalent to one hole of 0.250 in. (6.35 mm) diameter.
Area b: holes having a total surface area less than 0.200 sq.in.
(129.0 sq.mm) equivalent to one hole of 0.500 in. (12.7 mm)
diameter.
Area c: holes having a total surface area less than 2.000 sq.in.
(1290.0 sq.mm), providing there are no cracks or holes in the
associated bottom support.
72-00-00
Page 633
Jan 24/2006

MAINTENANCE MANUAL
q
r
r
c
x
r
r
q
q
C18576
Combustion Chamber Outer Liner Center Cooling Ring - Location of
Figure 619
72-00-00
Page 634
Jan 24/2006

MAINTENANCE MANUAL
CENTERCOOLINGRING
CENTERCOOLINGRING
DETACHED FROM SUPPORT
TOP VIEW
C67441
Center Cooling Ring - Example of Detachment
Figure 620
72-00-00
Page 635
Jan 24/2006

MAINTENANCE MANUAL
CENTERC00LINGRING
CENTERC00LINGRING
C67229A
Center Cooling Ring - Detachment of
Figure 621
72-00-00
Page 636
Jan 24/2006

MAINTENANCE MANUAL
CENTERC00LINGRING
MISSING SECTION
OF COOLING RING
C67414
Center Cooling Ring - Example of Missing Section
Figure 622
72-00-00
Page 637
Jan 24/2006

MAINTENANCE MANUAL
A repeat inspection of the affected area must be carried out within 300
flight hours. Subsequent inspections must be carried out at intervals
depending upon rate of progression and level of deterioration seen. If no
further deterioration is observed, the engine may continue in service
with subsequent inspections carried out as defined in the regular
maintenance program. If deterioration exceeds the above limits or the
bottom support is cracked or has holes, an HSI is recommended to
be carried out within 100 flight hours.
Non-converging cracks in the walls of the inner and outer liner assemblies
are acceptable, providing the total surface area between the sides of the
cracks does not exceed the area allowed for holes (Ref. step 1). The engine
may continue in service with subsequent inspections carried out as
defined in the regular maintenance program. If deterioration exceeds the
limits specified in step 1, an HSI is recommended to be carried out within 100
flight hours.
Converging cracks in walls of inner and outer liner assemblies similar to

those shown in View D are acceptable, providing a repeat borescope
inspection of the affected area is carried out within 300 flight hours.
Subsequent inspections must be carried out at intervals depending upon rate
of progression and level of deterioration seen. If no further deterioration
is observed, the engine may continue in service with subsequent inspections
carried out as defined in the regular maintenance program. If converging
cracks are anticipated to progress to an extent that a hole larger than those
considered acceptable (Ref. step 1) will be produced, an HSI is
recommended to be carried out within 100 flight hours.
Cooling rings eroded and/or cracked and/or having material missing due to
metal break away are acceptable. The engine may continue in service with
subsequent inspections carried out as defined in the regular maintenance
program.
NOTE:
Cooling rings having material missing may change air flow which
could accelerate combustion chamber deterioration.
Plasma top coating (ceramic) loss on inner and outer liner assemblies is
acceptable. The engine may continue in service with subsequent
inspections carried out as defined in the regular maintenance program.
Bulging with no abrupt change in curvature and/or hot spots is acceptable.

A repeat inspection of the affected area must be carried out within 300
flight hours. Subsequent inspections must be carried out at intervals
depending upon rate of progression and level of deterioration seen. If no
further deterioration is observed, the engine may continue in service
with subsequent inspections carried out as defined in the regular
maintenance program.
All other defects are acceptable.
(c) Small exit duct (Ref. Fig. 624)
72-00-00
Page 638
Jan 24/2006

MAINTENANCE MANUAL
BULGING
E
a
F
b
D
b
BULGING
BOTTOM
SUPPORT
C22738
Combustion Chamber Inner and Outer Liner Assemblies - Typical In-service Defects
72-00-00
Page 639
Jan 24/2006

MAINTENANCE MANUAL
0.345 in.
REF
(8.763 mm)
1.290 in.
(32.766 mm) REF
ACCEPTABLE HOLE
VIEW
C22737A
72-00-00
Page 640
Jan 24/2006

MAINTENANCE MANUAL
0.920 in.
(23.368 mm)
REF
ACCEPTABLE HOLE
VIEW
0.300 in.
(7.62 mm)
REF
0.680 in.
(17.272 mm)
REF
C22736A
72-00-00
Page 641
Jan 24/2006

MAINTENANCE MANUAL
0.920 in.
(23.368 mm)
REF
0.300 in.
(7.62 mm)
REF
ACCEPTABLE
HOLE
VIEW
C22735A
72-00-00
Page 642
Jan 24/2006

MAINTENANCE MANUAL
As structural integrity is not affected, cracks (including open radial cracks

extending from inner to outer diameter), erosion and/or holes having total
surface area less than 2.000 sq.in. (1290.0 sq.mm) in the heat shield are
acceptable, providing that holes or cracks in the inner flange support are
within limits (Ref. Table 604). When damage is found, a borescope inspection
of the associated HP turbine vanes must be carried out. A repeat
inspection of the affected area must be carried out within 300 flight hours.
Subsequent inspections must be carried out at intervals depending
upon the rate of progression and level of deterioration seen. If deterioration
exceeds the above limits or the inner flange support is cracked or has
holes, an HSI is recommended to be carried out within 100 flight hours.
Plasma top coating (ceramic) loss is acceptable. The engine may continue
in service with subsequent inspections carried out as defined in the regular
maintenance program.
All other defects are acceptable.
TABLE 604, Inner Flange Holes, Reference Dimensions (Ref. Fig. 624)
Pre-SB
Post-SB
Hole
Dia. A (IN)
Approx. Distance
Ref. B (IN)
--
21629
0.050
0.300
21629
--
0.100
0.600
C.
High Pressure (HP) Turbine Vane Segments
CAUTION: AFTER A SHOP VISIT, MORE FREQUENT BORESCOPE INSPECTIONS MAY

BE REQUIRED DUE TO THE REINSTALLATION OF DAMAGED VANE
SEGMENTS. (REF. ENGINE LOGBOOK AND 72-03-00, INSPECTION/CHECK)
(1)
General
(a) Hot gas streaks can result in burnt/eroded areas on the HP turbine vane ring
segments which usually increase flow area, decrease HP compressor speed
(NH) and may result in higher interturbine temperature (ITT/T6). However, flight
safety is not affected. When inspected through the borescope, deteriorated
HP vane segments may already be beyond repairable limits. If this occurs, the
HP shroud segments must be inspected. Continued service may also result
in damage to the turbine support case (TSC) due to oxidation/erosion between
HP shroud segments located in the hot gas streak path. Repair to the TSC
at the HP shroud segment support will significantly increase shop visit cost.
(b) The inspection criteria for HP vane segments is separated into two categories:
1
Criteria for installed vane segments which are visually inspected using a
borescope (visual access is limited, therefore segments cannot be
completely inspected).
72-00-00
Page 643
Jan 24/2006

MAINTENANCE MANUAL
INNER FLANGE SUPPORT
COATING
MISSING
HEAT SHIELD
SECTION
AA
INNER FLANGE
SUPPORT
B
COOLING HOLES
ON INNER FLANGE
(DIA A REF.)
(REF.)
HEAT SHIELD
CRACK
VIEW
C22701B
Small Exit Duct - Typical In-service Defects
Figure 624
72-00-00
Page 644
Jan 24/2006

MAINTENANCE MANUAL
Expanded criteria for vane segments which are removed from the engine
during shop visits (Ref. 72-03-00, Inspection/Check). These expanded
limits can be used to reduce the work done during engine repair by allowing
the vane segments to remain in service.
(c) For both categories, the applicable borescope inspection intervals are listed for
HP turbine vane segments which remain in service. This interval is determined
by hardware condition which is divided into five categories. The actual
interval used is determined by reviewing the borescope inspection requirements
of HP vane segment(s) and other hot end components, then choosing the
shortest interval. It should be noted that if HP vane segments are reinstalled at
shop visit, although flight safety is not affected, subsequent on-wing intervals
may be shorter due to the deterioration which continues when the engine is
returned to service.
(d) Regardless of the borescope interval recommended, it is good maintenance
practice to borescope the combustion chamber, HP vane segments and HP
turbine blades during a fuel nozzle change. If subsequent borescope inspections
reveal hot section damage, the fuel nozzle set associated with the damage
will not be known if the condition of these components was not checked when
doing fuel nozzle changes.
(e) The description and illustrations of various types of HP vane segment damage
which follow, give the criteria used when deciding if an HP vane segment
should continue in service. Certain damage may be classified as allowable for
continued service, but recommendations may be given not to reinstall the
segment if the damage is found during a shop visit. When damaged segments
are returned to service after a shop visit, safety and engine operation will
not be affected, however, subsequent borescope inspections may show damage
increasing to category 4 which may require more frequent inspections and/or
engine removal.
(2)
Inspection Criteria
(a) The five categories listed below cover HP vane segment deterioration.
1
Category 1
No visible deterioration.
Subsequent borescope inspection interval: Refer to Chapter 05-20-00.
Category 2
Minor repairable damage (Ref. Fig. 625).
Subsequent borescope inspection interval: 1500 hours Max.
Dents and/or impact damage are acceptable but may cause the segment to
become unrepairable.
NOTE:
The repairability criteria and examples shown in this category are

guidelines to be used only for maintenance planning purposes.
Category 3
72-00-00
Page 645
Jan 24/2006

MAINTENANCE MANUAL
Minor non-repairable damage (Ref. Fig. 626).

4
Category 4
Non-repairable damage requiring more frequent monitoring (Ref. Fig. 627).
For these more frequent borescope inspections, it is recommended, where
possible, to borescope through the igniter ports instead of the fuel
nozzle ports which involves disturbing the fuel system.
Carry out a detailed borescope inspection of the combustion chamber, HP
turbine blades, HP turbine shrouds, LP turbine vanes and LP turbine
blades for evidence of widespread damage. Re-evaluate segment(s) during
subsequent inspections to see if the condition has degraded to category
5 damage.
Damage of this type may be caused by deviating fuel nozzle flow or
prolonged use of vane segments which are in an unrepairable condition. If
continued service is planned, fuel nozzles are recommended to be
changed as a precaution in order to minimize the possibility of further
downstream damage occurring.
Category 5
Unserviceable condition requiring scheduled engine removal (Ref. Fig.
628).
Carry out a detailed borescope inspection of the combustion chamber, HP
turbine blades, HP turbine shrouds, LP turbine vanes and LP turbine
blades for evidence of widespread damage.
Engine removal is recommended within 50 hours for economic reasons.
Immediate removal is required if rotating components are not within
borescope inspection limits and/or if power assurance check limits are not
met.
NOTE:
D.
To keep an engine in service after components have deteriorated

more than the recommended economical criteria can possibly
increase the cost of subsequent repairs/refurbishment because of
the effect on downstream components.
HP Turbine Blades
(1)
General
(a) The condition of HP turbine blade airfoils and tips is critical to obtain rated
power. An increase in turbine tip clearance can significantly increase the
interturbine temperature (ITT/T6) and reduce Nh rotor speed.
(2)
Inspection Criteria
(a) Coating loss on the leading edge surface of the blade, that is less than 0.350
inch in height or covering less than 40% of the leading edge surface, is
acceptable.
72-00-00
Page 646
Jan 24/2006

MAINTENANCE MANUAL
THESE EXAMPLES SHOW REPAIRABLE EROSION AND

CRACKS THAT ARE ACCEPTABLE FOR CONTINUED
SERVICE. CONTINUED SERVICE MAY CAUSE THE
SEGMENT TO BE NONREPAIRABLE AT NEXT SHOP
VISIT.
ALLOWABLE
NOT ALLOWABLE
0.500
CONVERGING AIRFOIL CRACKS ARE ALLOWABLE.

AIRFOIL SURFACES ARE INTERNALLY SUPPORTED
UP TO 0.500 IN (12.7 MM) FROM THE TRAILING EDGE.
IF AN AREA BOUNDED BY CONVERGING CRACKS
DOES NOT EXTEND INTO THIS SUPPORTING ZONE,
THE SEGMENT IS RECOMMENDED TO BE REPLACED.
C69267
HP Turbine Vane Segment - Minor Repairable Damage
Figure 625
72-00-00
Page 647
Jan 24/2006

MAINTENANCE MANUAL
CRACKS WHICH FORM A CIRCULAR PATTERN

BETWEEN A GROUP OF ADJACENT LEADING
EDGE COOLING HOLES ARE ACCEPTABLE.
VANE SEGMENTS WITH THIS TYPE OF DAMAGE
ARE RECOMMENDED TO BE REPLACED AT SHOP VISIT.
C69269
HP Turbine Vane Segment - Minor Non-repairable Damage
Figure 626
72-00-00
Page 648
Jan 24/2006

MAINTENANCE MANUAL
OUTER PLATFORM
TRAILING EDGE EROSION
AIRFOIL SURFACE
MISSING (BURNT) MATERIAL
EXPOSING INSERT
BURNT MATERIAL EXPOSING THE INSIDE

OF THE VANE REQUIRES FREQUENT
(i.e. CATEGORY 4) MONITORING.
FUEL NOZZLES ARE RECOMMENDED
TO BE REPLACED IF THIS CONDITION
HAS NOT BEEN OBSERVED AT PREVIOUS
INSPECTION.
C69270
HP Turbine Vane Segment - Non-repairable Damage (Category 4)
Figure 627
72-00-00
Page 649
Jan 24/2006

MAINTENANCE MANUAL
ENGINE REMOVAL IS RECOMMENDED WITHIN 50 HOURS

FOR ECONOMIC REASONS IF, VANE SEGMENTS
WITH THE MAJORITY OF THE INTERNAL
INSERT EXPOSED OR WITH ENTIRE AIRFOILS MISSING.
IF ROTATING COMPONENTS ARE NOT WITHIN BORESCOPE INSPECTION
LIMITS OR POWER ASSURANCE CHECK INDICATES THE
ENGINE IS NOT OPERATING WITHIN DEFINED LIMIT,
ENGINE MUST BE REMOVED IMMEDIATELY.
NOTE:
TO KEEP AN ENGINE IN SERVICE AFTER COMPONENTS HAVE
DETERIORIATED MORE THAN THE RECOMMENDED ECONOMICAL
CRITERIA CAN POSSIBLY INCREASE THE COST OF SUBSEQUENT
REPAIRS / REFURBISHMENT BECAUSE OF THE EFFECT ON
DOWNSTREAM COMPONENTS.
C69272B
HP Turbine Vane Segment - Non-repairable Damage Requiring Scheduled Engine Removal
Figure 628
72-00-00
Page 650
Jan 24/2006

MAINTENANCE MANUAL
(b) Defects shown on Figure 629 are acceptable for further service, providing
engine performance is within limits. Additional borescope inspections must
be carried out at intervals not to exceed 1500 flight hours, depending upon rate
of progression and level of deterioration seen. Further increased erosion and
blade tip oxidation will be indicated by an increase in ITT and a drop in Nh rotor
speed when monitored using ECTM.
NOTE:
If borescope limits are being used to determine the serviceability of

the HP turbine blades during an engine repair and the erosion has
reduced the wall thickness at the leading edge tip (Dim. T) to less than
0.020 in. (0.50 mm), follow the borescope inspection intervals in
step (c).
(c) Defects exceeding those shown on Figure 629 but not exceeding the
acceptable defects shown on Figure 630 are acceptable for further service,
providing engine performance is within limits. A repeat borescope inspection and
power assurance check must be carried out within 300 flight hours.
Subsequent borescope inspections and power assurance checks must be
carried out at intervals not to exceed 600 flight hours, depending upon the rate
of progression and level of deterioration seen.
(d) Leading edge/tip erosion and open cracks at blade tip exceeding those shown
on Figure 630 are acceptable for further service, providing internal cooling air
passages are not visible and engine performance is within limits. A repeat
borescope inspection and power assurance check must be carried out within
100 flight hours. Subsequent borescope inspections and power assurance
checks must be carried out at intervals not to exceed 300 flight hours, depending
upon the rate of progression and level of deterioration seen.
(e) Visible internal cooling air passages or trailing edge defects exceeding those
shown on Figure 630 are not acceptable, and an HSI is recommended to be
carried out. For scheduling purposes, the HSI can be delayed for a maximum of
100 flight hours, providing engine performance is within limits.
NOTE:
(f)
(3)
Refer to Para. A. for additional HSI recommendations.
Corrosion that goes through the HP blade platform as shown on figure 630, is
not acceptable and an HSI is recommended to be carried out. For scheduling
purposes, the HSI can be delayed for a maximum of 100 flight hours, providing
engine performance is within limits.
Airfoil corrosion is described in the table that follows. Table 605 provides a
summary of the maintenance actions required, for each of the blade corrosion
conditions.
NOTE:
It is possible that multiple corrosion stages, may appear on a blade set or

on individual blades. To determine the appropriate maintenance action,
refer to the action required for the highest level of corrosion stage present.
Refer to steps (3) (b) thru (e) for corrosion stage definition.
72-00-00
Page 651
Jan 24/2006

MAINTENANCE MANUAL
EROSION
HEAVY RUBBING AND BURNT

MATERIAL
0.080 IN.
BLADE TIP
(2.0 mm)
OPEN CRACK
TRAILING EDGE
0.300 IN.
(8.00mm)
COATING LOSS
HAIRLINE CRACK
LEADING EDGE
NOTES:
1. THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER
SERVICE. REFER TO PARA. 10. D. (2) FOR RECOMMENDED
SERVICE ACTION.
2. HAIRLINE CRACKS WITH NO SIGNS OF EROSION OR
CORROSION AND STARTING AT THE TIP OF THE BLADE
ARE ACCEPTABLE.
C18657H
HP Turbine Blade - Typical Damage (Blade Tip May Be Repairable By Grinding)
Figure 629
72-00-00
Page 652
Jan 24/2006

MAINTENANCE MANUAL
BLADE TIP
OPEN CRACK
EROSION
0.250 IN.
(6.35 mm)
OR 28%
HEAVY RUBBING,
BURNT OR MISSING
MATERIAL
0.250 IN.
(6.35 mm)
OR 24%
0.900 IN.
(22.86 mm)
APPROX.
TRAILING EDGE
EROSION, COATING LOSS OR

BURNT MATERIAL
LEADING EDGE
CORROSION THAT GOES

THROUGH BLADE PLATFORM
NOTES:
1. THE ABOVE LEADING EDGE/TIP EROSION AND OPEN CRACKS AT BLADE TIP ARE
ACCEPTABLE FOR FURTHER SERVICE, REFER TO PARA 10. D.( 2) (d) FOR RECOMMENDED
SERVICE ACTION.
2. TRAILING EDGE DEFECTS EXCEEDING THE ABOVE LIMITS ARE NOT ACCEPTABLE.
REFER TO PARA. 10. D. (2) (c) FOR RECOMMENDED SERVICE ACTION. THE DIMENSIONS
CANNOT BE ACCURATELY MEASURED WHEN USING A BORESCOPE. THEREFORE
THE EXTENT OF THE DAMAGE MAY BE ESTIMATED AS A PERCENTAGE OF
AIRFOIL TRAILING EDGE HEIGHT AND TIP LENGTH.
3. CORROSION THAT GOES THROUGH THE BLADE PLATFORM IS NOT ACCEPTABLE.
REFER TO PARA. 10. D. (2) (f) FOR RECOMMENDED SERVICE ACTION.
C18658K
HP Turbine Blade - Damage Limits
Figure 630
72-00-00
Page 653
Jan 24/2006

MAINTENANCE MANUAL
TABLE 605, Airfoil Corrosion / Maintenance Actions

Blade
Inspection
Area
(Ref. Fig. 632)
Area B
Upper 50%
Borescope
1500 FH Intervals
Borescope
500 FH Intervals
Replace Blade
Within 500 FH
Replace Blade
Within 10 FH
Area A
Lower 50%
Borescope
1500 FH Intervals
Replace Blade
Within 50 FH
Replace Blade
Within 10 FH
Replace Blade
Within 10 FH
Corrosion Stages
NOTE:
General Recommendation on Turbine Wash:

When corrosion is observed on turbine airfoils, it is an indicator that
turbine wash procedures or wash frequency needs correction or adjustment.
In such a case, P&WC recommends the implementation of turbine wash
method 2, on the whole fleet, using tool PWC56502 as described in,
72-00-00, Engine Cleaning. Effectiveness of turbine wash should be
assessed via borescope inspection per Table 605.
(a) Manufacturing Dimples on blade: (Ref to Fig. 631).

During borescope, inspectors must pay attention as to not confuse corrosion
blisters with manufacturing dimples that may be present. The dimples, if present,
are approximately 1/8 inch in diameter and are located at the mid-chord of
the pressure side (concave) of the airfoil (about 1/8 inch above the platform).
These dimples are superfluous material left from the casting process and are
normally removed by hand. However, since this is a manual operation, the
surface profile may vary from one hand tool operator to the other. These dimples
have no effect on blade structural integrity and blade performance. Their
presence is often highlighted by dirt / soot deposits that gather on the dimple.
(b) Corrosion Stage 1: Slight roughening of the surface caused by some growth
and localized breakdown of the protection coating is evident. Structural integrity
of base material is not affected (Ref. Fig. 633 , sheet 1).
(c) Corrosion Stage 2: Oxidation of base material has started. Evidence of
blistering caused by formation of corrosion products under the coating. Individual
blisters do not exceed 0.125 x 0.125 inch. Structural integrity of the base
material may be affected if corrosion blister is located in Area A. (Ref. Fig. 633
, sheet 2).
(d) Corrosion Stage 3: Oxidation of the base material has penetrated to a
significant depth. Blister(s) size is greater than 0.125 x 0.125 inch. Structural
integrity of the base material may be affected (Ref. Fig. 633 , sheet 3).
(e) Corrosion Stage 4: Deep penetration of corrosion going though the airfoil wall.
Structural Integrity of base material affected (Ref. Fig. 633 , sheet 4).
E.
HP Turbine Shroud Segment

(1)
Borescope Inspection Intervals:
72-00-00
Page 654
Jan 24/2006

MAINTENANCE MANUAL
DIMPLE
DIMPLE
DIMPLE
NOTE:
NO MAINTENANCE ACTIONS REQUIRED.
C101553
HP Turbine Blade - Manufacturing Dimples
Figure 631
72-00-00
Page 655
Jan 24/2006

MAINTENANCE MANUAL
AREA B
0.875 IN.
(APPROX)
AREA
C101557
HP Turbine Blade Inspection Areas
Figure 632
72-00-00
Page 656
Jan 24/2006

MAINTENANCE MANUAL
AREA
NOTE:
BORESCOPE AT 1500 FH.
C101558
Stage 1
Airfoil Corrosion Samples
72-00-00
Page 657
Jan 24/2006

MAINTENANCE MANUAL
0.125 IN.
MAXIMUM
AREA
NOTE:
REPLACE BLADE WITHIN 50 FH.
C101559
Stage 2
72-00-00
Page 658
Jan 24/2006

MAINTENANCE MANUAL
AREA B
AREA B REPLACE BLADE WITHIN 500 FH
AREA B
AREA
AREA
AND AREA B REPLACE BLADE WITHIN 10 FH PER WORSE CONDITION
C101563
Stage 3
72-00-00
Page 659
Jan 24/2006

MAINTENANCE MANUAL
REPLACE BLADE WITHIN 10 FH
C101566
Stage 4
72-00-00
Page 660
Jan 24/2006

MAINTENANCE MANUAL
(a) Initial borescope inspection to be made at 1500 hours or more of accumulated

service.
(2)
HP Turbine Shroud Segment Borescope Inspection Criteria (Ref. to Table 606)

NOTE:
The following Table provides a summary of the maintenance action

required for each shroud segment deterioration category.
TABLE 606, Maintenance summary for HP Turbine Shroud Segment

Categories
Borescope Inspection Interval
Every 1000 FH Maximum
Categories
Replacement Required
Within 50 FH Maximum
Within 10 FH Maximum
NOTE: 1. Refer to Para. A. for additional HSI recommendations.

NOTE: 2. The presence of hot streaks can result in wide variation of shroud
deterioration on any one engine. Therefore, it is necessary to inspect the
entire shroud circumference to determine the worst condition. The
presence of burnt HP vanes may help locate shrouds that are in a more
advanced state of deterioration.
(a) Category 1: Subsequent borescope inspection interval, every 1000 FH
maximum (Ref. Fig. 634)
v Borescope inspection shows silver-grey heat discoloration, with no axial
cracks. Slight changes to surface texture may be visible.
(b) Category 2: Subsequent borescope inspection interval, every 500 FH
v Borescope inspection shows minor oxidation characterized by silver-grey
heat discoloration and/or initiation of dark gray spotting. Hairline axial crack(s)
may appear in the thermal barrier coating, may be seen located in the
center and / or at the trailing edge area of the shroud segment.
NOTE:
Witness marks from slight HPT blade tip rubbing are acceptable. If
major rubbing is present, refer to Category 5.
(c) Category 3: Subsequent borescope inspection interval, every 200 FH

72-00-00
Page 661
Jan 24/2006

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE
H.P.T. SHROUD SEGMENT ON BENCH
TRAILING EDGE
H.P.T. BLADE
H.P.T. SHROUD
SEGMENT
LEADING EDGE
LEADING EDGE
H.P.T. BLADE
BORESCOPE VIEW IN THE ENGINE
C75121
HPT Shroud Segments - Category 1: Borescope Required within Next 1000 FH Maximum.
72-00-00
Page 662
Jan 24/2006

MAINTENANCE MANUAL
LEADING EDGE
LEADING EDGE
TRAILING EDGE
TRAILING EDGE
LEADING EDGE
LEADING EDGE
TRAILING EDGE
TRAILING EDGE
C88430A
72-00-00
Page 663
Jan 24/2006

MAINTENANCE MANUAL
TRAILING
EDGE
H.P.T. BLADE
H.P.T.
SHROUD
SEGMENT
LEADING EDGE
LEADING
EDGE
H.P.T. BLADE
C75124
72-00-00
Page 664
Jan 24/2006

MAINTENANCE MANUAL
CRACK
LEADING EDGE
MINOR OXIDATION
TRAILING EDGE
C88431
72-00-00
Page 665
Jan 24/2006

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
C98171
72-00-00
Page 666
Jan 24/2006

MAINTENANCE MANUAL
v Borescope inspection shows curling and / or oxidation. The oxidation is

characterized by heat discoloration, ranging from silver-grey to dark-grey.
Thermal barrier coating with partial coating delamination and / or multiple small
or long axial cracks, located at the center and / or trailing edge area of the
shroud segment.
NOTE: 1. Witness marks from slight HPT blade tip rubbing are acceptable. If
major rubbing is present, refer to Category 5.
NOTE: 2. To keep an engine in service after components have deteriorated,
more than the recommended economical criteria, can possibly
increase the cost of subsequent repairs / refurbishment because of
the adverse effect on downstream components.
(d) Category 4: HP Turbine Shroud Segment replacement within next 50 FH
v Borescope inspection reveals curling and / or heavy oxidation with missing
pieces of thermal barrier coating, or completely missing thermal barrier
coating.
v Erosion / oxidation within the limits shown in figure 637 sheet 3, is acceptable.
Operating the engine with burnt areas on the shroud segments, in excess of
the maximum allowable limits, will damage the turbine support case
(cracking and burning of the HP shroud attachment rim); an HSI is
recommended for economic reasons.
NOTE: 1. Eroded / oxidized shroud segments are normally located around
bottom dead center (BDC). Erosion / oxidation of the HP shroud
front area results in the rim becoming thin (knife edge), and causes
the gap between two adjacent shroud segments to increase.
NOTE: 2. Completely missing thermal barrier coating may be difficult to see
through borescope unless when compared to adjacent shrouds
that are not missing coating. Visually check for increased tip
clearances over individual shrouds, steps at adjacent shroud ends,
and/or darker and rougher surface texture across entire shroud
length.
NOTE: 3. If major rubbing is present, refer to Category 5.
NOTE: 4. Immediate removal is required if the borescope inspection of
downstream rotating components shows evidence of debris
impact. Borescope inspection is to be carried out prior returning to
service.
(e) Category 5: HP Turbine Shroud Segment replacement within next 10 FH
72-00-00
Page 667
Jan 24/2006

MAINTENANCE MANUAL
LEADING
EDGE
HEAVY OXIDATION
MATERIAL MISSING
NUMEROUS CRACKS
TRAILING
EDGE
C75128
72-00-00
Page 668
Jan 24/2006

MAINTENANCE MANUAL
LEADING EDGE
CRACKS
OXIDATION
TRAILING EDGE
C88432
72-00-00
Page 669
Jan 24/2006

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
C98188
72-00-00
Page 670
Jan 24/2006

MAINTENANCE MANUAL
H.P.T. SHROUD
H.P.T. BLADE TIP
PARTIAL THERMAL BARRIER

COATING DELAMINATION
C88425
72-00-00
Page 671
Jan 24/2006

MAINTENANCE MANUAL
CURLING / EROSION
TRAILING
EDGE
LEADING
EDGE
CURLING / EROSION
VIEW B
C88424
72-00-00
Page 672
Jan 24/2006

MAINTENANCE MANUAL
LEADING EDGE
CRACK
MISSING
COATING
TRAILING EDGE
H.P.T. SHROUD SEGMENT ON THE BENCH
C88433
HPT Shroud Segments - Category 4: Shroud Replacement Required Within Next 50 FH Maximum
72-00-00
Page 673
Jan 24/2006

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
C98189
72-00-00
Page 674
Jan 24/2006

MAINTENANCE MANUAL
EROSION / OXIDATION
0.250 IN.
(6.35 MM)
MAX.
0.250 IN.
(6.35 MM)
MAX.
ADJOINING SEGMENTS
VIEW
EROSION / OXIDATION
C32405B
72-00-00
Page 675
Jan 24/2006

MAINTENANCE MANUAL
H.P.T. BLADE
LEADING EDGE
H.P.T. BLADE TIP
CRACK
H.P.T.
BLADE TIP
RUBBING
HEAVY
OXIDATION
C88435
72-00-00
Page 676
Jan 24/2006

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE
C98190
72-00-00
Page 677
Jan 24/2006

MAINTENANCE MANUAL
v Borescope inspection reveals major rubbing with curling and / or heavy

oxidation, with missing pieces of thermal barrier coating, or completely missing
thermal barrier coating. Shroud segment trailing edge may also be
completely missing, exposing the turbine support case attachment rim.
NOTE: 1. Completely missing thermal barrier coating may be difficult to see
through borescope unless when compared to adjacent shrouds
that are not missing coating. Visually check for increased tip
clearances over individual shrouds, steps at adjacent shroud ends,
and/or darker and rougher surface texture across entire shroud
length.
NOTE: 2. Operating the engine with the shroud segments in excess of the
maximum allowable limits described above will damage the turbine
support case (cracking and burning of the HP shroud attachment
rim).
NOTE: 3. Immediate removal is required if the borescope inspection of
downstream rotating components shows evidence of debris
contact. Borescope inspection is to be carried out prior returning to
service.
F.
LP Turbine Stator (Ref. Fig. 639 and 640).

(1)
Inspection Criteria
(a) Burnt areas of the LP stator vanes produce an increase in flow area, decrease
LP compressor speed (NL) and increase ITT/T6. Providing the ITT/T6 is below
the maximum acceptable limit (Ref. Adjustment/Test) there is no need to
carry out a hot section inspection regardless of the amount of damage, providing
the structural integrity of the vanes is not affected. However, as only cracks
can be repaired, it must be understood that keeping the engine in service may
increase HSI costs. Trailing edges with up to 0.250 in. (6.350 mm) of
material missing and wide open cracks are acceptable. Corrosion (shown as
burn through to the core) are not acceptable and an HSI is recommended.
NOTE:
G. LP Turbine Blades
(1)
Inspection Criteria
72-00-00
Page 678
Jan 24/2006

MAINTENANCE MANUAL
TRAILING EDGE
1.4 INCH APPROX.
LEADING EDGE
1.0 INCH APPROX.
C107964
LP Turbine Stator - Borescope Inspection Reference Points
Figure 639
72-00-00
Page 679
Jan 24/2006

MAINTENANCE MANUAL
BORE SCOP E
0.375 IN
REF. DIM FOR
BORESCOPE
C107975
LP Turbine Vane - Borescope Inspection Reference Dimension
Figure 640
72-00-00
Page 680
Jan 24/2006

MAINTENANCE MANUAL
(a) The condition of LP turbine blade airfoils and tips is critical to obtain rated
power. Most significant blade tip defects (rubs and oxidation), seen using a
borescope, increase interturbine temperature (ITT/T6) toward the maximum
acceptance limit (Ref. Adjustment/Test). Even if ITT/T6 is below the maximum
limit an HSI is recommended for economic reasons if defects are beyond the
limits shown in Figure 641. Alternately, defects shown in Figure 641 are
acceptable, providing their condition is monitored by further borescope
inspections and power assurance check (Ref. Adjustment/Test). Subsequent
inspections must be carried out at intervals which must not exceed 600 flight
hours. If defects are in excess of those shown in Figure 642, an HSI is
recommended to be carried out.
(b) Airfoil core corrosion can be seen as blistering or erosion on the convex or
concave side of the blade (usually near the tip at the leading edge). This
condition is unacceptable, and the disk assembly must be replaced within 50
flight hours.
NOTE:
(2)
The LP Turbine blades can continue in service, providing they meet the following
criteria (Ref. Fig. 643):
(a) area a (airfoil): a maximum of three nicks, dents or pits 0.003 in. (0.07 mm)
deep maximum.
(b) area b (leading edge): a maximum of one nick, dent or pit 0.005 in. (0.12 mm)
deep maximum.
NOTE:
Area b includes an area 0.100 in. (2.54 mm) wide from the leading
edge.
(c) area c (trailing edge): a maximum of one nick, dent or pit 0.005 in. (0.12 mm)
deep maximum.
NOTE:
Area c includes an area 0.100 in. (2.54 mm) wide from the trailing
edge.
(d) area d (root area): a maximum of one nick, dent or pit 0.005 in. (0.12 mm)
deep maximum.
NOTE:
Area d includes an area 0.100 in. (2.54 mm) wide from the platform
surface.
(e) area e (leading edge tip): erosion up to a 0.025 in. (0.63 mm) tip radius.
H.
First- and Second-stage Power Turbine Vanes

(1)
Inspection Criteria
72-00-00
Page 681
Jan 24/2006

MAINTENANCE MANUAL
HEAVY RUBBING AND BURNT

MATERIAL ACCEPTABLE
PROVIDING ENGINE PERFORMANCE
IS WITHIN LIMITS
TRAILING EDGE
LEADING EDGE
COATING LOSS
NOTE: THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER

SERVICE. THE EXTENT OF THE DEFECT(S) MUST BE
RECORDED AND MONITORED BY ADDITIONAL BORESCOPE
INSPECTIONS.
C32423A
LP Turbine Blade - Acceptable Damage May Be Repairable By Blade Tip Grinding
Figure 641
72-00-00
Page 682
Jan 24/2006

MAINTENANCE MANUAL
0.500 IN.
(12.7 MM)
OR 36%
0.800 IN.
(20.32 MM)
0.250 IN.
(6.35 MM)
OR 31%
BURNT OR MISSING
MATERIAL
BLISTERING OR EROSION
CAUSED BY CORE CORROSION
0.250 IN.
(6.35 MM)
OR 18%
TRAILING EDGE
LEADING EDGE
1.400 IN.
(35.56 MM)
APPROX
EROSION,
BURNT MATERIAL
OR FOREIGN OBJECT
DAMAGE (FOD)
BLISTERING
CAUSED BY
CORROSION
NOTE: INDIVIDUAL DEFECTS EXCEEDING THE ABOVE

LIMITS ARE NOT ACCEPTABLE. SEE PARA.(6)
FOR RECOMMENDED SERVICE ACTION. THE
DIMENSIONS CANNOT BE ACCURATELY
MEASURED WHEN USING A BORESCOPE
THERFORE THE EXTENT OF THE DAMAGE
MAY BE ESTIMATED AS A PERCENTAGE OF
AIRFOIL TIP LENGTH AND TRAILING EDGE
HEIGHT.
C32424B
LP Turbine Blade - Non-repairable Damage
Figure 642
72-00-00
Page 683
Jan 24/2006

MAINTENANCE MANUAL
a
TRAILING EDGE
LEADING
EDGE
c
0.100 in.
WIDE
(2.54 mm)
A
d
b
DETAIL
0.100 in.
(2.54 mm)
WIDE
C
C
VIEW
C71325
LP Turbine Blade Visual Inspection
Figure 643
72-00-00
Page 684
Jan 24/2006

MAINTENANCE MANUAL
(a) Damaged areas on the first-stage and/or second-stage PT stator (vane)

produce an increase in flow area which increases LP compressor speed (NL) and
lowers interturbine temperature (ITT/T6). Providing NL stays within limits or
the engine does not surge, there is no need to change the stator(s) irrespective
of the amount of damage, unless the structural integrity of the vanes is
affected (e.g. wide open cracks, excessive foreign object damage (FOD) and
missing or burnt material are unacceptable).
I.
First- and Second-stage Power Turbine (PT) Blades

(1)
Inspection Criteria (Ref. Fig 644).

(a) An engine may be returned to service after PT blade fracture(s) providing:
1
The inspection required to determine if vibration produced by PT blade

fracture(s) was sufficient to cause secondary damage requiring return
of the engine to an overhaul facility detailed in 72-03-00, INSPECTION/CHECK
is carried out.
The Power Turbine Rotating Balancing Assembly is replaced before the

first engine run.
(b) Increased tip clearance of the first- and second-stage PT blades decreases LP
compressor speed (NL), increases HP compressor speed (NH) and interturbine
temperature (ITT/T6). If these parameters stay within limits, there is no need
to change the PT assembly irrespective of the amount of damage, providing the
structural integrity of the components is not affected (e.g. cracks, missing
material, excessive foreign object damage (FOD) or blade distortion are
unacceptable).
(c) Corrosion seen as pitting or coating loss is acceptable for continued services
(Ref. Fig 644).
1
11.
If corrosion of the airfoil base material (seen as blistering), is found, the

disk assembly must be replaced within 50 flight hours.
Gear Teeth Inspection

A.
Acceptable Conditions
(a) Small clusters of spalling at one extremity of the tooth width or in a narrow
band along the tooth on less than 12 tooth length. Refer to Figure 645 to
determine acceptable accessory gearbox angle drive gear teeth spalling.
(b) Light shallow scoring.
NOTE:
Presence of scoring usually indicates poor lubrication. Check gear

regularly once scoring is evident. If condition worsens, investigate
associated oil nozzle.
72-00-00
Page 685
Jan 24/2006

MAINTENANCE MANUAL
CORROSION PITTING / COATING LOSS

ACCEPTABLE CONDITION
BLISTERING CONDITION / NOT ACCEPTABLE

REPLACE BLADE WITHIN 50 FHR
C106030
First and Second Stage Power Turbine Blades - Inspection Criteria
Figure 644
72-00-00
Page 686
Jan 24/2006

MAINTENANCE MANUAL
DETAIL
DETAIL
A
C62117
Accessory Gearbox Angle Drive Gears - Unacceptable Teeth Spalling

Figure 645
72-00-00
Page 687
Jan 24/2006

MAINTENANCE MANUAL
(c) Discoloration.
NOTE:
Discoloration usually indicates poor lubricating and may lead to

scoring, then spalling. Check gear regularly. If condition worsens,
investigate associated oil nozzle.
(d) Incorrect tooth contact pattern.

NOTE: 1. Ideal tooth contact is a centrally-located strip on face of tooth. Any
deviation is caused by incorrect tooth contact.
NOTE: 2. Incorrect tooth contact pattern may lead to spalling because
pressure surfaces between teeth are either concentrated on a
smaller area along teeth width and/or off-center along depth. Check
gear regularly.
B.
Non-acceptable Conditions
NOTE:
Replace affected module (RGB or Turbomachinery) if any non-acceptable

condition is evident.
(a) Spalling in a narrow band along whole width of tooth root or dispersed
throughout contact area.
(b) Deep scoring (root/tip direction) across tooth contact surface.
(c) Rough tooth contact surface due to excessive wear, with raised material at
tooth extremities.
12.
Cracks in Turbine Support Case Inner Wall

A.
Cracks in the turbine support case inner wall, found when carrying out a borescope
inspection of the LP turbine blades and first-stage power turbine stator (Ref. Fig.
646), are acceptable providing:
(1)
Crack length does not exceed 4.0 in. (101.6 mm).
(2)
Not more than 6 cracks are found.
(3)
There are no cracks on the same side of adjacent bosses (Ref. Fig. 646, Sheet 3).
(4)
Cracks are recorded (Ref. Table 607).
(5)
An additional inspection of the affected area is carried out at an interval not to

exceed 300 flight hours.
(6)
Subsequent inspections are done at intervals depending on the rate of increase

and level of deterioration seen, but not later than 300 flight hours.
TABLE 607, Turbine Support Case - Crack Record
Boss
Location
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
72-00-00
Page 688
Jan 24/2006

MAINTENANCE MANUAL
TABLE 607, Turbine Support Case - Crack Record (Contd)

Boss
Location
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
2
3
4
5
6
7
8
9
10
11
12
NOTE: No. 1 boss TDC and remaining bosses are numbered counterclockwise from rear of
engine.
13.
Cracks in Gas Generator Case Firewall Support Ring

NOTE:
A.
Cracks extending into the continuous seam of spot weld (original support ring) and
cracks extending through the tack welds (repaired gas generator support ring), may
propagate through the gas generator case wall. The consequences of a crack
through the gas generator case wall is that the case will be non-repairable at next
overhaul or major refurbishment. The decision to remove the engine or continue in
service should be based on Operator experience and economic considerations.
Visual Inspection
(1)
Visually inspect firewall support ring for cracks as follows:

(a) Cracks radiating outwards from bolt holes are acceptable.
(b) Circumferential cracks adjacent to the weld are acceptable.
v The breaking away of small areas of the ring is acceptable or loose pieces of
the ring can be cut away and discarded provided there is a minimum of
2.0 in. (50.80 mm) of material on each side of any support brackets, installed
on the firewall support ring.
(c) Axial cracks are acceptable provided that:
1
The breaking away of small areas of the ring, in the portion resting on the
the gas generator case is acceptable.
72-00-00
Page 689
Jan 24/2006

MAINTENANCE MANUAL
THERMOCOUPLE
BOSSES
C32863
Turbine Support Case Inner Wall - Inspection
72-00-00
Page 690
Jan 24/2006

MAINTENANCE MANUAL
3.8 IN. (96.52 mm)

(TYP)
4 IN. (101.6 mm) MAX

(TYP)
AREA
AREA
AREA
C32861
72-00-00
Page 691
Jan 24/2006

MAINTENANCE MANUAL
AREA
AREA
C32862
72-00-00
Page 692
Jan 24/2006

MAINTENANCE MANUAL
1.
2.
General
A.
Instructions and information necessary for cleaning and painting the engine are provided
in this section.
B.
The importance of cleaning the engine regularly cannot be overemphasized. This helps
in the early detection of leaks and exterior deterioration.
WARNING:
3.
Item No.
Name
PWC03-001
PWC05-005
PWC05-050
PWC05-089
PWC05-295
PWC11-001
PWC11-010
PWC11-027
PWC11-031
PWC11-034
Engine Oil
Emulsifier
Nitrogen
Lockwire
Cleaning Agents
Methanol
Solvent, Petroleum
Detergent, Water-based Alkaline Gel
Special Tools
4.
Tool No.
Name
PWC30128-15
PWC32677-300
PWC37771
PWC56502
Puller
Cart, Compressor/Fuel Nozzle Wash
Nozzle
Wash Nozzle

Name
Air supply valve - 2 off
Centrifugal pump, 10 gal. (37.85 liters) per minute minimum flow rate - 1 off
Containers, 5 gal. (19 liters) capacity - 2 off
72-00-00
Page 701
Jan 24/2006

MAINTENANCE MANUAL
Name
Fluid shutoff valve - 2 off
Hose
Pressure gage - 1 off
Recirculation pump with relief valve - 1 off
Tubing
5.
Engine Cleaning
A.
External Wash
WARNING:

FOR CONSUMABLE MATERIALS INFORMATION SUCH AS:
HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS,
FIRE, EXPLOSION, REACTIVITY, HEALTH HAZARD DATA,
PRECAUTIONS FOR SAFE HANDLING, USE AND CONTROL
MEASURES.
CAUTION: DO NOT USE GASOLINE OR SIMILAR TOXIC SUBSTANCES FOR

EXTERNAL ENGINE CLEANING. DO NOT ATTEMPT TO WASH AN
ENGINE THAT IS STILL HOT OR RUNNING.
(1)
Wash engine using water or petroleum solvent (PWC11-027), or detergent gel

(PWC11-034) water emulsion or cleaner (PWC11-031).
NOTE:
(2)
Thoroughly rinse with clean water if solvent gel or cleaner is used.
WARNING:
(3)
B.
Tergit (PWC11-031) is recommended to be used as an alternative to

petroleum solvent when the use of this product is restricted by local
environmental and/or health legislation.
WHEN USING COMPRESSED AIR FOR DRYING, REGULATE

PRESSURE TO 29 psig (200 kPa) OR LESS. WEAR GOGGLES OR
FACE SHIELD TO PROTECT EYES.
Dry with clean, low pressure, compressed air.
Compressor Wash
(1)
General
NOTE:
A compressor wash can be carried out only on engines incorporating wash

nozzle P/N 3121033-01. Wash nozzle (PWC37771) is recommended to be
used to wash the turbine area.
(a) Washing removes salt, dirt and other baked-on deposits that accumulate in the
gas path and cause engine performance deterioration.
72-00-00
Page 702
Jan 24/2006

MAINTENANCE MANUAL
(b) A desalination wash uses water or water/methanol (PWC11-010) (Ref. Table

701 or Fig. 701) to remove salt and light deposits. The addition of cleaning
agents is not recommended.
NOTE:
Figure 701 introduces an alternate method to determine the methanol

requirement when mixing a desalination/rinse solution for use at
temperatures below 0C (32F).
(c) A rinse wash uses the same solution (according to temperature) as the
desalination wash (Ref. Table 701) and is used after a performance recovery
wash to clean the gas path.
(d) A performance recovery wash uses cleaning agents (Ref. Tables 702, 703, 704
and 705) in the wash solution to remove deposits that cannot be dissolved by a
desalination wash.
NOTE:
Performance recovery washing must be carried out only when

necessary to ensure residue does not build up in engine components.
(e) The formula of the P&WC developed performance recovery solution WCT is
shown in Table 704.
(f)
Depending upon the operating environment, the nature and frequency of

washing are recommended to be in accordance with Chapter 05-20-00.
(g) Wash solution quantity requirements are contained in Table 706.

TABLE 701, Desalination/Rinse Solutions
AMBIENT
TEMPERATURE
WATER
% by Vol.
METHANOL
% by Vol.
+2C up
+36F up
100
Nil
-25 to +2C
-13 to +36F
50
50
Below -25C
Below -13F
40
60
(2)
Inspection Port Cover/Wash Nozzle - Removal/Installation

(a) Remove nut (7, Fig. 702) and bolt (8).
(b) Remove bolts (1), washer (2), bracket (6), cover (3) using puller (PWC37651),
or wash nozzle (4) using puller (PWC30128-15) and packing (5). Discard
packing.
(c) Lubricate packing (5) with engine oil (PWC03-001) and install on cover (3) or
wash nozzle (4).
(d) Install cover or wash nozzle, washer (2), bracket (6) and bolts (1). Torque bolts
32 to 36 lb.in. (3.62-4.07 Nm).
(e) Install bolt (8) and nut (7) to secure clamp holding oil tube to bracket. Torque
nut 36 to 40 lb.in. (4.07-4.52 Nm).
72-00-00
Page 703
Jan 24/2006

MAINTENANCE MANUAL
70%
60%
METHANOL VOLUME
50%
40%
30%
20%
10%
0%
0
10
20
30
40
50
60
OAT ( o C)
C33859
Desalination/Rinse Solution - Determining Methanol Requirement at Temperatures Below 0C
(32F)
Figure 701
72-00-00
Page 704
Jan 24/2006

MAINTENANCE MANUAL
(3)
Preparation of Desalination/Rinse Solutions

(a) The minimum standard for water is drinking quality (Ref. step (7)).
(4)
Preparation of Performance Recovery Solutions

(a) The minimum standard for water is drinking quality (Ref. step (7)).
WARNING:
REFER TO MANUFACTURERS MATERIAL SAFETY DATA SHEETS

HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL
CHARACTERISTICS, FIRE, EXPLOSION, REACTIVITY, HEALTH
HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND
CONTROL MEASURES.
(b) Biodegradable cleaning agents (Ref. Table 705) are recommended to be used.
Solution strength must be as per manufacturer/suppliers recommendation.
Where no specific recommendation is provided, the proportion of cleaning agent
should be as shown in the applicable table.
(c) The use of Witconate HC-59B or P10-59B emulsifying agent (PWC05-005)
(150 ml in 5 liters) is highly recommended to prevent fuel separation.
(5)
Wash Schedule Recommendations

(a) Refer to Chapter 05-20-00.
(6)
Wash Solution Quantity Requirements

(a) Refer to Table 706.
(7)
Drinking Water Quality Requirements

NOTE:
Since drinking water quality varies from place to place and from season to
season, these requirements are provided as a guide only.
(a) Appearance: free from visible impurities.

(b) Total solids: 175 ppm (mg/liter) maximum.
(c) PH value: 6.0 to 8.0 inclusive.
(d) Chlorides: 15 ppm (mg/liter) maximum.
(e) Sulfates: 10 ppm (mg/liter) maximum.
72-00-00
Page 705
Jan 24/2006

MAINTENANCE MANUAL
1
1
C12709A
Inspection Port Cover/Wash Nozzle - Removal/Installation
Figure 702
72-00-00
Page 706
Jan 24/2006

MAINTENANCE MANUAL
Key to Figure 702

1.
2.
3.
4.
5.
6.
7.
8.
Bolt
Washer
Cover
Wash Nozzle
Packing
Bracket
Nut
Bolt
TABLE 702, CLIX (PWC11-001), Almon AL-333 (PWC11-001A), Magnus 1214 (PWC11-001B),
B & B 3100 (PWC11-001C), Turco 5884 (PWC11-001G) and WCT Performance Recovery
Solutions
AMBIENT
TEMPERATURE
CLEANING
AGENT
% by Vol.
FUEL
% by Vol.
METHANOL
% by Vol.
WATER
% by Vol.
+2C up
+36F up
25
Nil
Nil
75
-25 to +2C
-13 to +36F
25
15
20
40
Below -25C
Below -13F
25
15
40
20
EXAMPLE: Typical mixture proportions using B & B 3100 at ambient temperature of -25 to +
2C (-13 to +36F).
CAUTION: ADD 150 ml OF WITCONATE EMULSIFYING AGENT (PWC05-005) AND MIX
SOLUTION THOROUGHLY BEFORE USE TO PREVENT FUEL SEPARATION.
B & B 3100
25% by Vol = 1250 ml in 5 liters (1.33 US gal.)
Fuel
15% by Vol = 750 ml
Methanol
20% by Vol = 1000 ml
Water
40% by Vol = 2000 ml
Total
100% by Vol = 5000 ml or 5 liters (1.33 US gal.)
72-00-00
Page 707
Jan 24/2006

MAINTENANCE MANUAL
TABLE 703, Turco 4217 (PWC11-001F) (concentrate) and Ardrox 624 (PWC11-001H)
(concentrate) - Performance Recovery Solutions
AMBIENT
TEMPERATURE
CLEANING
AGENT
Qty (ml)
FUEL
Qty (ml)
METHANOL
Qty (ml)
WATER
Qty (ml)
CAUTION: ADD 150 ML OF WITCONATE EMULSIFYING AGENT (PWC05-005) AND MIX

SOLUTION THOROUGHLY BEFORE USE TO PREVENT FUEL SEPARATION.
+2C up
+36F up
200
2000
Nil
2800
-25 to +2C
-13 to +36F
200
2000
100
1800
Below -25C
Below -13F
200
2000
1800
1000
TABLE 704, WCT Performance Recovery Wash Solution Developed by P&WC

MATERIAL
QUANTITY
Witconate HC59B or P10-59B

(PWC05-005)
2 parts
Carbitol (PWC11-001)
4 parts
Triethanolamine (PWC11-001)
1 part
TABLE 705, Ardrox 6345 (PWC11-003), Ardrox 6367 (PWC11-003B) (previously identified as
Turboclean 2), Ardrox 6368 (PWC11-003C) (previously identified as Turboclean 2 RTU), ZOK27
(PWC11-003D), and B & B TC100 (PWC11-003E) Biodegradable Performance Recovery
Solutions
AMBIENT
TEMPERATURE
CLEANING
AGENT
% by Vol.
METHANOL
% by Vol.
WATER
% by Vol.
+2C up
+36F up
20
NIL
80
-25 to +2C
-13 to +36F
20
30
50
Below -25C
Below -13F
20
40
40
NOTE: Ardrox 6368 (PWC11-003C) is used undiluted at temperatures above +2C (36F). This
product must not be used below this temperature.
72-00-00
Page 708
Jan 24/2006

MAINTENANCE MANUAL
TABLE 706, Wash Solution Quantity Requirements

TYPE OF WASH
LITERS
US GALLONS
Desalination
19
Rinse
19
Performance Recovery
10
2.66
(8)
Demineralized Water Quality Requirements

(a) Appearance: free of suspended solids.
(b) Total solids: 10 ppm (mg/liter) maximum.
(c) Specific conductance: 11 micro-ohms/cm maximum.
(d) Silica content: 3 ppm (mg/liter) maximum.
(e) PH value: 5.0 to 7.5 inclusive.
(f)
(9)
Intake filter not coarser than 10 microns.
Equipment Required
(a) Compressor wash nozzle P/N 3121033-01.
(b) Compressed air or nitrogen (PWC05-050) supply, regulated up to 50 psig (345
kPa).
(c) Alternate Fluid Supply Systems
1
Compressor wash cart (PWC32677-300)

a
This cart contains the components required to enable wash fluid to be

supplied to the engine at the specified rate and pressure.
Individual components (Ref. Fig. 703)

a
Two stainless steel containers, 5 US gallons (19 liters) capacity, each

capable of withstanding up to 80 psi (550 kPa) working pressure.
A mechanical agitator, or recirculation pump with relief valve, for

mixture agitation.
One pressure gage located in air delivery line.
Two air supply valves.
Two fluid shut-off valves.
Suitable tubing to interconnect components. Valve and tubing

connections to be 0.3125 in. (8 mm) ID minimum.
72-00-00
Page 709
Jan 24/2006

MAINTENANCE MANUAL
(10)
Wash nozzle connection having a 0.5625-18 UNJF thread.
Two flow control valves for use with recirculating pump.
If required, a centrifugal pump with flow rate of 10 gallons (37.85

liters) per minute minimum, for use when drinking water pressure
is below 30 psig (207 kPa).
Desalination Wash Procedure

NOTE:
A hand wash of the engine air intake gas path up to and including the
flanged joint is recommended to be carried out prior to starting the
desalination wash procedure. Use a sponge dipped in a mixture of drinking
quality water and detergent gel (PWC11-034) or equivalent mild detergent.
After the wash, rinse with clean water to remove the soap residue.
(a) Engine Not Running

1
Depending upon the ambient temperature, fill the wash tank or cart
(PWC32677-300) with the appropriate mixture (Ref. Table 701). Alternately,
at temperatures above +2C (+36F), use a suitable hose connected to
drinking water tap.
Disconnect line from flow divider and dump valve drain. Install a cap on
flow divider dump valve. (Ref. AMM).
Disconnect the P3 air pressure sensing tube at the intercompressor case

end. Put a plastic bag over the end of the tube.
NOTE:
Disconnection of the P3 air pressure sensing tube from the

intercompressor case is optional and is at the discretion of the
operator. Operators whose experience indicates MFC pneumatic
side contamination may want to cap the P3 line to prevent
contamination of the MFC.
Connect compressed air or nitrogen supply (PWC05-050), regulated to 30

to 50 psig (207-345 kPa) to wash tanks or cart. If drinking water is used,
connect through a centrifugal pump if water pressure is below 30 psig (207
kPa).
Remove plug (1, Fig. 704) and packing (2). Discard packing.
Install nozzle connection (3). Torque connection 110 to 120 lb.in.

(12.43-13.56 Nm).
Connect pressurized tank, wash cart or drinking water supply to nozzle

connection.
CAUTION: WATER USED TO ACCELERATE ENGINE COOLING MUST BE

DEMINERALIZED.
8
Before washing, ensure engine temperature is below 65C (150F) by one

of the following methods:
72-00-00
Page 710
Jan 24/2006

MAINTENANCE MANUAL
MECHANICAL
AGITATOR
CLEANING SOLUTION/STEEL
TANK 5 U.S. GALS (19 LITERS)
CAPACITY WORKING PR.
345 KPa (50 P.S.I.G.)
AIR SUPPLY VALVE
SHUT OFF VALVE
PRESSURE
GAGE
VALVE
VALVE
RELIEF VALVE
TO WASH
NOZZLE
AIR / NITROGEN
PRESSURE SOURCE
REGULATED UP TO
345 KPa (50 P.S.I.G.)
RECIRCULATION
PUMP
AIR SUPPLY VALVE
RINSE SOLUTION TANK

19 LITERS (5 U.S. GALS)
CAPACITY WORKING PR.
345 KPa (50 P.S.I.G.)
SHUT OFF VALVE
C12546A
Wash Rig - Schematic
Figure 703
72-00-00
Page 711
Jan 24/2006

MAINTENANCE MANUAL
Allowing engine time to cool.
Carrying out a dry motoring run and injecting demineralized water

through the wash nozzle.
NOTE:
An engine temperature below 65C (150F) ensures that

inadvertent use of hard water does not result in precipitation
of deposits.
Forced air cooling:

An air conditioning unit can be used to accelerate engine cooling
temperature.
Ensure aircraft bleed air is OFF.
CAUTION: DO NOT MOTOR FOR MORE THAN 30 SECONDS; OBSERVE

STARTER COOLING PERIOD (REF. STARTER MANUFACTURERS
MANUAL).
10
Carry out a dry motoring run (Ref. AMM).
11
When NH reaches 5%, inject water or water/methanol as applicable, into

engine.
12
Stop motoring run after 30 seconds (Ref. AMM).
13
Shut off water or water/methanol when NH reaches 5%.
14
Disconnect pressurized tank, cart or drinking water supply from nozzle

connection.
15
Remove nozzle connection.
16
Lubricate packing (2) with engine oil (PWC03-001) and install on plug (1).
17
Install plug. Torque plug 110 to 120 lb.in. (12.43-13.56 Nm) and secure
with lockwire (PWC05-089) or (PWC05-295).
CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER

MANUFACTURERS MANUAL).
18
Carry out an additional 30-second dry motoring run (Ref. AMM) if

water/methanol has been used.
19
Remove cap from dump valve and connect drain line to flow divider and
dump valve (Ref. AMM).
20
Remove the plastic bag from the P3 air pressure sensing tube. Install the
tube on the intercompressor case (Ref. 72-01-30, Removal/Installation).
72-00-00
Page 712
Jan 24/2006

MAINTENANCE MANUAL

21
Switch ignition ON and start engine (Ref. AMM). Run at 80% NH for one
minute or more to completely dry the engine.
NOTE:
22
Engine ground run must be carried out as soon as possible to

avoid corrosion problems.
(b) Engine Running

NOTE:
1
Not recommended for operators whose experience indicate MFC

pneumatic side contamination.
Rig Calibration: one of the factors affecting the flow rate of the wash nozzle
is the difference in height between the nozzle, when installed in the engine,
and the wash rig. Therefore, the following procedure must be carried out
to obtain the correct flow rate:
a
Remove bolts (3), washers (4), wash nozzle (5), using puller
(PWC30128-15), and packing (6). Discard packing.
Install nozzle connection (7). Torque connection 110 to 120 lb.in.

(12.43-13.56 Nm).
Using suitable hose, connect wash rig or cart to nozzle connection.
Adjust wash rig to obtain a flow rate of 4 to 5 liter/min (1.1-1.3 gal/min)

with the wash nozzle at the same height as it was when installed in
the engine.
Remove hose and nozzle connection.
Lubricate packing (6) with engine oil (PWC03-001) and install on wash
nozzle (5).
Install wash nozzle (5), washers (4) and bolts (3). Torque bolts 36 to
40 lb.in. (4.07-4.52 Nm).
Lubricate packing (2) with engine oil (PWC03-001) and install on plug
(1).
Wash Procedure
72-00-00
Page 713
Jan 24/2006

MAINTENANCE MANUAL
C12547
Wash Nozzle Connection - Removal/Installation
Figure 704
72-00-00
Page 714
Jan 24/2006

MAINTENANCE MANUAL
Key to Figure 704

1.
2.
3.
Plug
Packing
Connection
CAUTION: DEMINERALIZED OR DISTILLED WATER MUST BE

USED FOR WASHING WHEN ENGINE IS RUNNING. THE
USE OF HARD WATER OR CLEANING AGENTS MAY
RESULT IN THE PRECIPITATION OF DEPOSITS.
a
Fill wash tank or cart with demineralized or distilled water.

NOTE:
20 to 25 liters (5.28-6.6 gal) of water are required per engine.
Open and secure left side engine cowl doors (Ref. AMM).
Install connection (3). Torque connection 110 to 120 lb.in.

(12.42-13.56 Nm).
WARNING:
ENSURE HOSE IS ROUTED TO THE REAR AND DOWN

TO AVOID INTERFERENCE WITH PROPELLER.
CAUTION: ENSURE PART NO. OF NOZZLE USED FOR RIG

CALIBRATION IS SAME AS THE NOZZLE TO BE USED
FOR THIS WASH.
e
Using suitable hose, connect wash tank or cart to nozzle.
Ensure cabin air bleed is OFF.
Stabilize engine at disk with propeller feathered.
CAUTION: FLOW RATES HIGHER THAN THOSE RECOMMENDED

MAY FLOOD THE LUBRICATION SYSTEM WITH WATER.
i
Inject water at 4 to 5 liter/min (1.1-1.3 gal/min) for 5 minutes.

NOTE:
ITT indication may decrease during water injection.
After 5 minutes shut off water supply.
Allow engine to continue running for a further 2 minutes to purge drain

lines and dry engine.
NOTE:
Water may continue to flow from drains for approximately 20

to 30 seconds.
72-00-00
Page 715
Jan 24/2006

MAINTENANCE MANUAL
(11)
Disconnect hose from connection (3).
Remove connection (3).
Lubricate packing (2) using engine oil (PWC03-001) and install on

plug (1).
Close and secure cowl doors (Ref. AMM).
Performance Recovery Wash Procedure

NOTE:
A hand wash of the engine air intake gas path up to and including the
flanged joint is recommended to be carried out prior to starting the wash
procedure. Use a sponge dipped in a mixture of drinking quality water and
detergent gel (PWC11-034) or equivalent mild detergent. After the wash,
rinse with clean water to remove the soap residue.
(a) Depending upon ambient temperature, fill wash tank or wash cart
(PWC32677-300) with 10 liters of cleaning solution (Ref. Tables 702, 703, 704
and 705) and fill rinse tank with 19 liters of solution (Ref. Table 701).
(b) Disconnect the P3 air pressure sensing tube at the intercompressor case end.
Put a plastic bag over the end of the tube.
NOTE:
DELETED
(c) Connect compressed air or nitrogen (PWC05-050) supply, regulated to 30 to 50

psig (207-345 kPa) to wash tank or cart.
(d) Remove plug (1, Fig. 704) and packing (2). Discard packing.
(e) Install nozzle connection (3). Torque connection 110 to 120 lb.in.
(12.43-13.56 Nm).
(f)
Connect pressurized tank or wash cart to nozzle connection.

DEMINERALIZED.
(g) Before washing, ensure engine temperature is below 65C (150F) by one of
the following methods:
1
Carrying out a dry motoring run and injecting demineralized water through
the wash nozzle.
NOTE:
An engine temperature below 65C (150F) ensures that

inadvertent use of hard water does not result in precipitation of
deposits.
72-00-00
Page 716
Jan 24/2006

MAINTENANCE MANUAL
Forced air cooling:

a

temperature.
(h) Ensure aircraft bleed air is OFF.

MANUAL). WHEN USING WATER/METHANOL, CARRY OUT AN
ADDITIONAL 30-SECOND DRY MOTORING RUN TO REMOVE
VOLATILE FUMES BEFORE OPERATING ENGINE.
(i)
Carry out a dry motoring run (Ref. AMM).
(j)
When NH reaches 5%, inject cleaning solution into engine.
(k) Stop motoring after 30 seconds.

(l)
Shut off cleaning solution when NH reaches 5%.
(m) Allow cleaning solution to soak for 15 to 30 minutes.

(n) Carry out a dry motoring run (Ref. AMM). When NH reaches 5%, inject rinse
solution (half the quantity) or drinking water from tap into engine. Stop
motoring after 30 seconds.
(o) Carry out a dry motoring run. When NH reaches 5%, inject remaining rinse
solution or drinking water into engine. Stop motoring after 30 seconds.
(p) Shut off drinking water or rinse solution tank or wash cart when NH reaches
5%.
(q) Disconnect pressurized tank, wash cart or drinking water supply from nozzle
connection.
(r)
Remove nozzle connection.
(s) Lubricate packing (2) with engine oil (PWC03-001) and install on plug (1).
(t)
Install plug. Torque plug 110 to 120 lb.in. (12.43-13.56 Nm) and secure with
lockwire (PWC05-089) or (PWC05-295).

(u) Carry out an additional 30-second dry motoring run (Ref. AMM) if water/methanol
has been used.
72-00-00
Page 717
Jan 24/2006

MAINTENANCE MANUAL
5
4
3
1
7
2
C33441
Compressor Wash Nozzle - Removal/Installation
Figure 705
72-00-00
Page 718
Jan 24/2006

MAINTENANCE MANUAL
Key to Figure 705

1.
2.
3.
4.
5.
6.
7.
Plug
Packing
Bolt
Washer
Wash Nozzle
Packing
Connection
(v) Remove the plastic bag from the P3 air pressure sensing tube. Install the
tube to the intercompressor case (Ref. 72-01-30, REMOVAL/
INSTALLATION).
(w) Switch ignition ON and start engine (Ref. AMM). Run at 80% NH for one
minute or more to completely dry the engine.
NOTE:
Engine ground run must be carried out as soon as possible to avoid

corrosion problems.
(x) Shut down engine (Ref. AMM).

C.
Turbine Wash
(1)
General
(a) Turbine washing removes salt and sulphide deposits from the high pressure,
low pressure and power turbines.
(b) Water or water/methanol (according to temperature, Ref. Table 701) is used to
wash turbines.
(c) Depending upon the operating environment, the nature and frequency of
turbine washing is recommended to be in accordance with the Gas Path Wash
recommended schedule per Chapter 05-20-00.
(d) Approximately 0.5 US gallons (1.90 liters) will pass through the turbines during
a 30-second motoring cycle.
(e)
1
Turbine wash can be performed using one of the two methods that follow.
a
Method 1:
72-00-00
Page 719
Jan 24/2006

MAINTENANCE MANUAL
This method includes wash nozzle PWC37771. This nozzle goes

through a short distance in the combustion chamber and gives a an
effective washing of the HPT vanes and sufficient washing of the HPT
blades.
b
Method 2:
This method includes wash nozzle PWC56502. This nozzle is longer
than PWC37771 and extends all the way to the HP turbine blade
airfoil. It has been designed specially to give an effective washing of
the HP turbine blade airfoil and downstream components. Method 2 is
recommended in areas where the HPT airfoil is exposed to harsh or
marine environment.
(2)
Turbine Wash Schedule Recommendations, , refer to Gas Path Wash recommended

schedule, Chapter 05-20-00.
(3)
Method 1:
(a) Equipment Required
1
A wash nozzle (PWC37771) installed in one of the igniter ports is used

when washing turbines . In addition, the wash cart or containers and
associated components listed in Subpara. B., step (9), are required if drinking
quality water obtained directly from a tap at the correct pressure is not
used.
(b) Turbine Wash Procedure

1
Depending upon the ambient temperature, fill the wash tank or cart with the
appropriate mixture (Ref. Table 701). Alternately, at temperatures above
+2C (+36F), use a suitable hose connected to a drinking water tap.
Connect compressed air or nitrogen (PWC05-050) supply, regulated to 30

to 50 psig (207-345 kPa), to wash tanks or cart. If drinking water is used,
connect through a centrifugal pump if water pressure is below 30 psig (207
kPa).
WARNING:
RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE

DANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED
OFF. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION
EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO
REMOVE COUPLING NUTS. DO NOT TOUCH OUTPUT
CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
Remove the most accessible igniter (1, Fig. 706) and gasket (2) (Ref.
72-01-20, REMOVAL/INSTALLATION). Discard gasket.
Install turbine wash nozzle, (3) ensuring that RGB inscribed on tang is
pointing towards the reduction gearbox. Torque nozzle fingertight.
Install nozzle connection.
72-00-00
Page 720
Jan 24/2006

MAINTENANCE MANUAL
Disconnect combustion chamber drain line to ecology tank and drain line
from flow divider and dump valve drain. Install a cap on flow divider and
dump valve drain (Ref. AMM).
Connect pressurized tank, wash cart or drinking water supply to nozzle

connection. The delivery hose must be supported to avoid damage to
the wash nozzle.

DEMINERALIZED.
8
Before washing, ensure engine temperature is below 65C (150F) by one

of the following methods:
a
Carrying out a dry motoring run and injecting demineralized water

through the wash nozzle.
NOTE:
An engine temperature below 65C (150F) ensures that the

inadvertent use of hard water does not result in the
precipitation of deposits.
Forced air cooling:

temperature.
Ensure aircraft bleed air is OFF.

MANUAL).
10
Carry out a dry motoring run (Ref. Adjustment/Test).
11
When NH reaches 5%, inject water or water/methanol, as applicable, into

engine.
12
Stop motoring run after 30 seconds (Ref. Adjustment/Test).
13
Shut off water or water/methanol when NH reaches 5%.

14
Repeat washing cycles as necessary to remove contaminants from

turbines.
15
Disconnect pressurized tank, wash cart or drinking water supply from

nozzle connection.
16
Remove nozzle connection and nozzle (3).
72-00-00
Page 721
Jan 24/2006

MAINTENANCE MANUAL
FW
PWC37771
PWC56502
C12552A
Turbine Wash Nozzle Connection - Removal/Installation
Figure 706
72-00-00
Page 722
Jan 24/2006

MAINTENANCE MANUAL
Key to Figure 706

1.
2.
3.
Igniter
Gasket
Turbine Wash Nozzle
17
Install gasket (2) and igniter (1) (Ref. 72-01-20, REMOVAL/

INSTALLATION).
18
Connect combustion chamber drain line to ecology tank. Connect drain line
to flow divider and dump valve (Ref. AMM).

19
Carry out an additional 30-second dry motoring run (Ref. Adjustment/Test)

if water/methanol has been used.

20
Switch ignition ON and start engine (Ref. Adjustment/Test). Run at 80% NH

for one minute or more to completely dry the engine.
NOTE:
21
(4)
Engine ground run must be carried out as soon as possible to

avoid corrosion problems.
Shut down engine (Ref. Adjustment/Test).
Method 2:
(a) This alternate turbine wash procedure provides increased water flow directly to
the HP turbine blade area and reduce the time it takes to perform the turbine
wash.
(b) This procedure can be used on all engines but will be most effective on
engines operated continuously in a marine or harsh environment.
1
Advantages:
v Increased flow of water directly onto turbine blades.
v Eleminates riskof MFCU contamination.
v No need to disconnect the P3 line.
v No need to disconnect fuel drain lines at the flow divider.
v Negligible accumulation of water in the gas generator case.
v No need for post-wash engine drying runs because of very low residual
wash water.
72-00-00
Page 723
Jan 24/2006

MAINTENANCE MANUAL
(c) Depending upon the operating environment, the nature and frequency of
turbine washing is recommended to be in accordance with the Gas Path Wash
recommended schedule per Chapter 05-20-00.
(d) Equipment Required
1
A wash nozzle (PWC56502) installed in the left igniter port is used when
washing turbines.
(e) Flow Calibration of the Wash nozzle and the Wash Rig.
WARNING:
(f)
DO NOT EXCEED MAXIMUM RATED PRESSURE FOR WASH

RIG. HIGH PRESSURE CAN CAUSE SERIOUS INJURIES.
REFER TO MANUFACTURER SPECIFICATION.
Prior to using the turbine wash nozzle, water flows must be calibrated with
the operators wash rig to ensure water flow is sufficient to adequately
clean the turbines.
Use a graduated measuring bucket and attach the wash nozzle to the
wash rig and spray water into the bucket for 20 seconds at a pressure of 50
to 80 Psi.
Adjust supply pressure to get a flow of 7 to 9 liters over a 20 second period
Water accumulated in the bucket should measure between 7 and 9 liters
If this specified flow cannot be obtained, check if there is any restrictions in

the wash rig and correct the problem.
Turbine Wash Procedure

1
Depending upon the ambient temperature, fill the wash tank or cart with the
appropriate mixture (Ref. Table 701). Alternately, at temperatures above
2C (36F), drinking quality tap water.
Connect compressed air or nitrogen (PWC05-050) supply, regulated to the

pressure as determined in step (3).
If tap water is used, connect through a centrifugal pump to get a flow of 7

to 9 liters in 20 seconds.
72-00-00
Page 724
Jan 24/2006

MAINTENANCE MANUAL
WARNING:
RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE

DANGEROUSLY HIGH. MAKE SURE THE IGNITION IS
SWITCHED OFF. ALWAYS DISCONNECT COUPLING NUTS AT
IGNITION EXCITER END FIRST. ALWAYS USE INSULATED
TOOLS TO REMOVE COUPLING NUTS. DO NOT TOUCH
OUTPUT CONNECTORS OR COUPLING NUTS WITH
BARE HANDS.
Remove the left (port side) igniter and install the turbine wash nozzle by
directing the tip upward after insertion through the igniter hole. Apply a
slight counter-clockwise rotation as the tube is inserted.
NOTE:
Using the right side (starboard) igniter port wil result in the nozzle
being positioned at the bottom of the engine. This will cause wash
water to be improperly dispersed through the turbines during
the wash.
If the tube gets stuck at any time during insertion, do not attempt to force it.
It could cause damage to the combustor coating. Carefully, pull back the
tube slightly and reinsert using a light shaking motion to prevent jamming.
Once the wash nozzle is inserted, carrefully thread the nozzle into the igniter
port a few turns using only your hands for torque.
Connect the wash rig hose to the fluid fittings on the wash nozzle using
appropriate adapters. The delivery hose must be supported to avoid
damage to the wash tube.
Set the wash rig delivery pressure to what is required to deliver 7 to 9 liters
of water over a 20 seconds period (Ref. Step 3).

DEMINERALIZED.
9
Before washing, make sure the engine temperature is below 65C (150F)
by one of the following methods:
a
Allowing engine time to cool at ambient temperature.
Use of demineralized water.
Use of portable air conditioning unit through exhaust duct or inlet

passage.
NOTE:
An engine temperature below 65C (150F) ensures that the

accidental use of hard water does not result in the precipitation
of deposits.
Make sure the aircraft bleed air is OFF.
72-00-00
Page 725
Jan 24/2006

MAINTENANCE MANUAL
CAUTION: DO NOT MOTOR FOR MORE THAN 30 SECONDS.

OBSERVE STARTER COOLING PERIOD (REF. STARTER
e
Carry out a dry motoring run (to be timed for 30 seconds).
Within 3 seconds of the start of the motoring run, open the supply
valve to apply wash water to the engine.
Shut off the supply water after 20 seconds and let the engine continue
to motor until the 30 seconds motoring run is complete. The 10
seconds of motoring at the end of the cycle with no water applied, is
necessary to ensure the residual water is carried out back of the engine.
Disconnect the wash rig and remove the wash nozzle.
Install gasket (2) and igniter (1) (Ref. 72-01-20, REMOVAL/

INSTALLATION).
There is no need to perform a post-wash engine drying run when

using this wash procedure if the engine is not exposed to
temperature below 2 C and the engine is scheduled to be started
within the next 12 hours.
CAUTION: PRIOR TO STARTING ENGINES, DRAIN NO. 5 BEARING

VENT PASSAGE AND INTERCOMPRESSOR CASE CAVITY
IN ENGINES NOT INCORPORATING SB21053 AND
SB21136 RESPECTIVELY IF OIL PRESSURE INDICATIONS
WERE OBSERVED DURING TWO OR MORE OF THE
MOTORING CYCLES CARRIED OUT WHEN WASHING THE
COMPRESSORS AND/OR TURBINES.
k
10
If required, remove the blanking cover to drain no. 5 bearing vent

passage (Ref. SB21053 and Chap. 72-01-50) and plug to drain
intercompressor cavity (Ref. SB 21136 and Chap. 72-10-50).
Engine Drying
a
Switch ignition ON and start engine (Ref. AMM).
Run at 80% NH for one minute or more to completely dry the engine.
Shutdown engine (Ref. AMM).
72-00-00
Page 726
Jan 24/2006

MAINTENANCE MANUAL

1.
General
A.
2.
These instructions provide information of a general nature applicable to the repair

sections throughout this manual.
WARNING:
3.
Item No.
Name
PWC05-055
PWC05-057
PWC05-061
PWC05-064
PWC05-073
PWC05-161
PWC05-162
PWC05-195
PWC05-196
PWC05-197
PWC05-198
PWC09-002
PWC11-016
PWC11-019
PWC11-027
PWC11-031
Sodium Dichromate
Sodium Hydroxide
Cloth, Abrasive (Coated, Crocus)
Solution, Anodize Touch-up (Alodine)
Water, Distilled
Chromel Pickle Solution
Wetting Agent, Chromate
Nitric Acid
Hydrochloric Acid
Acid, Chromic (Solution)
Chromate Conversion Salts - magnesium
Compound, Locking
Perchlorethylene
Solution, Chromate Conversion
Solvent, Petroleum
Special Tools
Not Applicable
4.

Name
Drill
Driving tool Kee TD624L
Heat Gun
Helical coil insert extraction/installation tool
Helical coil tang removal tool
72-00-00
Page 801
Mar 01/2002

MAINTENANCE MANUAL
Name
Helical coil thread plug gage and bottoming tap (standard thread size)
Helical coil thread plug gage and bottoming tap (oversize thread size)
Oven
Stud drivers
Thread plug gage
Wire brush
5.
Helical Coil Insert Replacement

A.
General
(1)
Check near hole for identification of oversize insert installation. For example, a
marking of +4 indicates a 0.004 in. (0.101 mm) oversize insert has been installed
at each location.
(2)
Remove unserviceable insert, using extraction tool.
(3)
Clean out hole and ensure debris and other foreign matter are removed.
(4)
Check threads using thread plug gage as follows:

(a) Insert hole is standard size if thread plug gage (NO GO side) enters less then
three turns. Install replacement insert of standard size (Ref. Para. B.).
(b) Insert hole is oversize if thread plug gage (NO GO side) enters more then
three turns. Install oversize replacement insert (Ref. Para. C.).
B.
Procedure (same size insert replacement)

(1)
If part being repaired is made from magnesium, treat hole as specified in chromate
surface repair (Ref. Para. 10.). If part is made from aluminum, treat as per anodic
film repair (Ref. Para. 9.).
CAUTION: BEFORE INSTALLING HELICAL COIL INSERTS, REFER TO

ILLUSTRATED PARTS CATALOG TO ENSURE CORRECT INSERT FOR
THE PARTICULAR LOCATION IS USED.
C.
(2)
Using new helical coil insert, install insert into threaded hole using insert installation
tool. Insert outer thread must be between one and one and one-half threads below
surface of hole or counterbore, whichever applies.
(3)
Cut off driving tang at notch using tang removal tool, and remove tang from hole.
(4)
Inspect the replaced helical coil insert (Ref. 72-00-00, MAINTENANCE PRACTICES).
Procedure (oversize insert replacement)

(1)
Tap hole with appropriate bottoming tap if oversize helical coil is required.
72-00-00
Page 802
Mar 01/2002

MAINTENANCE MANUAL
CAUTION: BEFORE INSTALLING HELICAL COIL INSERTS, REFER TO

ILLUSTRATED PARTS CATALOG FOR OVERSIZE INSERT P/N TO
ENSURE CORRECT INSERT FOR THE PARTICULAR LOCATION IS
USED.
(2)
Using new helical coil insert, install insert into threaded hole using insert installation
tool. Insert outer thread must be between one and one and one-half threads below
surface of hole or counterbore, whichever applies.
(3)
Cut off driving tang at notch using tang removal tool, and remove tang from hole.
CAUTION: DO NOT PUT THE MARKING ON A SEALING FACE OR AREA WHICH

WOULD AFFECT FUNCTION OF PART.
6.
(4)
Identify oversize insert installation using the following example +4 for a 0.004 in.
(0.101 mm) oversize. Mark part, by vibropeen method, 0.002 to 0.006 in.
(0.050-0.0150 mm) deep next to insert hole (Ref. Fig. 801). Blend to remove raised
material.
(5)
Inspect the replaced helical coil insert (Ref. 72-00-00, MAINTENANCE PRACTICES).
Keensert Insert Replacement (Ref. Fig. 802)

A.
Procedure
13 32
in. (10.319 mm)
(1)
Drill out insert material between keys to depth shown using a

diameter drill (Ref. detail A).
(2)
Using a small pin punch, bend keys inward and break them off (Ref. detail B).
(3)
Remove insert with an E-2 type tool (Ref. detail C).
(4)
Clean out hole and ensure swarf and other foreign matter is removed.
(5)
If part being repaired is made from magnesium, treat hole as specified in chromate
surface repair (Ref. Para. 10.). If part is made from aluminum, treat hole as
specified in anodic film repair (Ref. Para. 9.).
CAUTION: BEFORE INSTALLING KEENSERT INSERTS, REFER TO ILLUSTRATED

PARTS CATALOG (REF. FILTER BYPASS & PRESSURE RELIEF VALVE
OR RGB OIL FILTER & BYPASS VALVE) TO ENSURE CORRECT
INSERT FOR PARTICULAR LOCATION IS USED.
(6)
Screw in new insert, using fingers, to a depth of 0.010 to 0.030 in. (0.25-0.76 mm)
below surface of parent component (Ref. detail D).
(7)
Using a Kee driving tool (TD624L) and a hammer, drive down keys with several
light taps (Ref. detail E).
72-00-00
Page 803
Mar 01/2002

MAINTENANCE MANUAL
+4
+4
TYPICAL AREA FOR OVERSIZE MARKING

VIEW
A
C24386
Identification of Oversize Insert Installation
Figure 801
72-00-00
Page 804
Mar 01/2002

MAINTENANCE MANUAL
13 INCH DRILL
32
(10.319 mm)
LOCKING WIRES
0.200 IN.
(0.508 mm)
KEENSERT
DETAIL
DETAIL
DETAIL
0.0300.010 IN.
(0.7620.254 mm)
KEE DRIVING
TOOL
DETAIL
DETAIL
C17622
Replacement of Keensert Inserts
Figure 802
72-00-00
Page 805
Mar 01/2002

MAINTENANCE MANUAL
7.
Stud Replacement
A.
Procedure
(1)
Measure stud protrusion height (use adjacent stud in case of stretched or broken
stud).
(2)
Remove damaged stud.
(3)
Examine stud hole for condition; on worn stud holes use oversize studs.
NOTE:
Stud holes with threads damaged beyond the dimensions suitable for
maximum oversize stud installation may be repaired with helical coil
inserts. Use of an insert reduces wall thickness and strength of surrounding
metal; therefore, specific instances should be referred to P&WC Customer
Support Department (Ref. INTRODUCTION) for approval.
CAUTION: BEFORE INSTALLING NEW STUDS, REFER TO ILLUSTRATED PARTS

CATALOG TO ENSURE THE CORRECT STUD FOR THE PARTICULAR
LOCATION IS USED.
(4)
Install stud to correct protrusion height using an approved stud driver. Ensure
torque limits given in Tables 801, 802 or 803, as applicable, are not exceeded.
TABLE 801, Standard and Stepped Studs Installed in Self-locking Helical Coil Inserts
Torque
(Minimum)
lb.in. (Nm)
Torque
(Maximum)
lb.in. (Nm)
0.1900-32
23 (2.60)
45* (5.09)
0.2500-28
52 (5.88)
90 (10.17)
0.3125-24
105 (11.87)
180 (20.34)
0.3750-24
140 (15.82)
240 (27.12)
0.4375-20
175 (19.78)
300 (33.90)
0.5000-20
260 (29.38)
450 (50.85)
0.5625-18
350 (39.55)
640 (75.32)
0.6250-18
525 (59.32)
900 (101.70)
Thread Size
(Nut End)
* When drive end is 0.1900-24, reduce this value to 40 (4.52).
72-00-00
Page 806
Mar 01/2002

MAINTENANCE MANUAL
TABLE 802, Standard Interference Fit Studs

Torque
(Minimum)
lb.in. (Nm)
Torque
(Maximum)
lb.in. (Nm)
Necked $
Torque
(Maximum)
lb.in. (Nm)
Plain #
0.1640-32
15 (1.70)
30 (3.39)
30 (3.39)
0.1900-24
25 (2.80)
40 (4.52)
45 (5.09)
0.2500-20
50 (5.50)
95 (10.74)
105 (11.87)
0.3125-18
100 (11.00)
210 (23.73)
230 (25.99)
0.3750-16
180 (20.00)
375 (42.38)
425 (48.03)
0.4375-14
280 (32.00)
600 (67.80)
675 (76.28)
0.5000-13
450 (50.00)
950 (107.35)
1050 (118.65)
0.5625-12
625 (70.00)
1400 (158.20)
1500 (169.50)
0.6250-11
900 (100.00)
1900 (214.70)
2100 (237.30)
0.7500-10
1550 (175.00)
3500 (395.50)
3800 (429.40)
Thread Size
(Drive End)
$ These limits apply where the unthreaded diameter of the stud is less than the minimum minor
diameter of the coarse pitch thread (drive end).
# These limits apply where the unthreaded diameter of the stud is equal to or greater than the
minimum minor diameter of the coarse pitch thread (drive end).
TABLE 803, Stepped Interference Fit Studs

Torque
(Minimum)
lb. in. (Nm)
Torque
(Maximum)
lb. in. (Nm)
Necked $
Torque
(Maximum)
lb. in. (Nm)
Plain #
0.1640-36
15 (1.70)
30 (3.39)
30 (3.39)
0.1900-32
25 (2.80)
45 (5.09)
50 (5.65)
0.2500-28
50 (5.50)
115 (13.00)
125 (14.13)
0.3125-24
100 (11.00)
240 (27.12)
260 (29.38)
0.3750-24
180 (20.00)
450 (50.85)
500 (56.50)
0.4375-20
280 (32.00)
700 (79.10)
800 (90.40)
0.5000-20
450 (50.00)
1150 (129.95)
1300 (146.90)
0.5625-18
625 (70.00)
1600 (180.80)
1800 (203.40)
0.6250-18
900 (100.00)
2400 (271.20)
2600 (293.80)
Thread Size
(Drive End)
72-00-00
Page 807
Mar 01/2002

MAINTENANCE MANUAL
TABLE 803, Stepped Interference Fit Studs (Contd)
Thread Size
(Drive End)
0.7500-20
Torque
(Minimum)
lb. in. (Nm)
Torque
(Maximum)
lb. in. (Nm)
Necked $
Torque
(Maximum)
lb. in. (Nm)
Plain #
1550 (175.00)
4200 (474.60)
4600 (519.80)
$ These limits apply where the unthreaded diameter of the stud is less than the minimum minor
diameter of the fine pitch thread (nut end).
# These limits apply where the unthreaded diameter of the stud is equal to or greater than the
minimum minor diameter of the fine pitch thread (nut end).
8.
Stud Hole Repair

A.
9.
Procedure
(1)
Ensure damaged hole is suitable for repair.
(2)
Measure core depth of existing hole.
(3)
Determine angle and depth of counterbore, if any, of existing hole.
(4)
Select relevant size drill and drill hole to core depth of existing hole.
(5)
Tap hole one thread deeper than insert to be fitted.
(6)
Where applicable, counterbore hole to required angle and depth.
(7)
Clean out hole and ensure freedom from metal chippings and other foreign matter.
(8)
If part being repaired is magnesium, treat tapped hole as specified in chromate

surface repair (Ref. Para. 10.). If part is aluminum, treat as per anodic film repair
(Ref. Para. 9.).
(9)
Using appropriate size helical coil insert, install insert into repaired stud hole.
Anodic Film Repair of Aluminum

A.
Procedure
WARNING:
(1)

MEASURES.
Clean surface to be repaired using a swab soaked in perchlorethylene (PWC11-016)

and/or crocus cloth (PWC05-061).
72-00-00
Page 808
Mar 01/2002

MAINTENANCE MANUAL
(2)
Apply anodize touch-up solution (PWC05-064) for three to four minutes to prepared
surface using a swab or brush. Repeat application frequently to ensure surface is
continually wet with solution during the treatment.
NOTE:
10.
If solution does not wet surface, remove with clean cloth and reclean (Ref.
step (1)).
(3)
Allow surface to air dry or wipe off solution with cloth soaked in clean water.
(4)
Examine coating and ensure repair surface is completely covered. Reapply treatment
as necessary.
Chromate Surface Repair of Magnesium

A.
General
(1)
The following procedures outline how to prepare the chromate solutions.

(a) Prepare chromate conversion solution (PWC11-019) using Table 804 and the
steps that follow:
TABLE 804, Chromate Conversion Solution (PWC11-019)
Material
Operating
Limits
Make-up
(PWC05-198)
Chromate Conversion
Salts - magnesium
5 oz. wt/gal
4.5 - 5.5 oz. wt/gal
(PWC05-196)
Hydrochloric Acid
2 fl oz/gal
1 - 3 fl oz/gal
(PWC05-162)
Wetting agent
1 ml/gal
Sodium Hydroxide,
consists of (PWC05-057) and
water (PWC05-073) (16 oz)
Add, as necessary,
to raise pH to
operating range.
pH = 0.6 - 1.1
NOTE: To maintain (PWC05-162), add 0.5 ml for every 5 oz (PWC05-198) added.

1
Fill suitable container to 3/4 level with tap water.
Slowly and cautiously add required amount of conversion salts

(PWC05-198).
Slowly and cautiously add required amount of hydrochloric acid

(PWC05-196) and stir to mix.
Slowly and cautiously add required amount of wetting agent (PWC05-162)

and stir to mix.
Fill container to operating level and stir to mix.
72-00-00
Page 809
Mar 01/2002

MAINTENANCE MANUAL
Add hydrochloric acid (PWC05-196) or a combination of sodium hydroxide

(PWC05-057) and 16 oz of water (PWC05-073) to adjust pH, as necessary.
Stir to mix.
(b) Prepare chromel pickle solution (PWC05-161) using Table 805 and the steps
that follow:
TABLE 805, Chromel Pickle Solution (PWC05-161)
Material
Operating
Limits
Make-up
(PWC05-055)
Sodium Dichromate
1.5 lbs
1.0 - 1.5 lbs
(PWC05-195)
Nitric Acid
1.4 pints
1.0 - 1.5 pints
NOTE: Figures given are weights per gallon of solution.
B.
Fill container 1/2 full with tap water.
Add slowly and cautiously the required amount of sodium dichromate

(PWC05-055). Stir to dissolve.
Add slowly and cautiously the required amount of nitric acid (PWC05-195).
Stir to mix.
Fill remainder of the container with tap water. Stir to mix.
Procedure
WARNING:
(1)

FOR CONSUMABLE MATERIALS INFORMATION SUCH AS: HAZARDOUS
INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE,
EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR
SAFE HANDLING, USE AND CONTROL MEASURES.
With the use of a small steel brush, a crocus cloth (PWC05-061) or an abrasive
cloth (PWC05-101), lightly remove all traces of corrosion (magnesium oxide).
Remove all debris.
NOTE:
Use a suitable cover to protect area around the surface to be repaired to

prevent contamination.
(2)
Clean the surface to be repaired with a swab soaked in isopropyl alcohol

(PWC05-014) and a crocus cloth (PWC05-061).
(3)
Apply chromate solution (PWC11-019) or chromel pickle solution (PWC05-161) at a

temperature of 13 to 29C (55-85F) for 30 to 45 seconds to prepared surface,
using a swab or brush. Repeat application frequently to make sure the surface is
continually wet with solution during the treatment.
(4)
Wipe the affected area with a swab and clean water until successive swabs are no
longer stained yellow. Clean impeller, if the solution has been accidentally applied.
72-00-00
Page 810
Jan 16/2004

MAINTENANCE MANUAL
(5)
Dry thoroughly with clean low pressure compressed air at 29 psig (200 kPa), make
sure the compressed air is free of oil vapors if continuing with step (6).
NOTE:
(6)
Apply two coats of primer (PWC13-001) (primer can be diluted with 10% solvent).
(7)
Let the air dry the primer for 8 hours before the application of enamel paint. You can
use clean low pressure compressed air at 29 psig (200 kPa) to accelerate drying.
(8)
Apply three to four coats of enamel (PWC05-037) to primed surface. Let surface of
enamel to become tacky (approximately 15 minutes) between each coat. Let the
final coat of enamel paint to dry for 24 hours before returning engine to service.
NOTE:
11.
If the surface being repaired is not in contact with another part, continue
with steps (6) to (8).
Drying times of primer and paint can be reduced by heating (use a heat gun
at the low heat setting - see manufacturers instructions).
Jacking Insert Replacement

A.
Procedure
(1)
Remove jacking insert, using a drill.
WARNING:
(2)

MEASURES.
Remove locking compound residue and clean insert seat and associated area,
using a wire brush and solvent (PWC11-027) or cleaner (PWC11-031).
NOTE:
Tergit (PWC11-031) is recommended to be used as an alternative to

petroleum solvent when the use of this product is restricted by local
environmental and/or health legislation.
(3)
Coat insert with locking compound (PWC09-002) and install in flange.
(4)
To cure compound, locally heat insert to 100 3C (212 5F), using a heat gun
for 10 to 15 minutes.
72-00-00
Page 811/812
Jan 16/2004

MAINTENANCE MANUAL

1.
2.
General
A.
This section provides a series of checks to enable problems occurring in the operation
of the engine to be isolated and rectified.
B.
The recommended procedures in this section are intended to provide satisfactory results
to common engine faults. The steps can be changed by the Operator to make the
troubleshooting procedures better and adapted to their own operation, provided the end
result is the same or better. Substantiation is based on the Operators own reliability
data, experience and/or operating practices.
C.
current problem.
Not Applicable
3.
Special Tools
Not Applicable
4.

Name
Heat gun - Thermofit minigun (with reflector)
5.

The actions required to locate and rectify problems with the engine are detailed in the
following figures.
FAULT
FIGURE
Unable to Select Manual Mode

Incorrect MFCU Operation
Reference Pressure Leak - Unable to
Achieve Take-off Power
Mismatched Power Setting
Engine Fails to Start
High Oil Consumption
Smoke from Exhaust on Start-up or
Shutdown/Engine Flooded with Oil/Oil Odor
in Cockpit
Low or Loss of Oil Pressure
High Oil Pressure
101
102
103
104
105
106
107
108
109
72-00-01
Page 101
Nov 04/2005

MAINTENANCE MANUAL
FAULT
FIGURE
High Oil Temperature

Incorrect Torque Readings
Torque Fluctuations
Excessive Fuel Consumption
HP Fuel Filter Impending Bypass Indicator
Activated
Propeller Slow to Unfeather
Performance Deterioration (ECTM Shift) or
High ITT/T6
Hot Start
Propeller Speed (NP) Fluctuations
Slow Oil Pressure Buildup after 40% NH
during Starting
High ITT/T6 Temperature
Engine Stall
Unable to Rotate Propeller Manually after
Engine Shutdown/Propeller does not rotate
after Engine Start
Chip Detector Circuit Completion
Main Oil Filter Impending Bypass Indicator
Activated
RGB Scavenge Oil Filter Impending
Bypass Indicator Activated
Hung Start
Debris in Oil System
Debris in Oil System From the
Tubomachinery Module
Debris in Oil System from the Reduction
Gearbox Module
Oil Debris - Evaluation of Laboratory
Report
Oil Leak From Propeller Shaft Area
Oil on Flange(s) E and/or F
LP Fuel Filter Impending Bypass Indicator
Activated
Fuel Temperature Too High or Too Low
Engine Overtorque
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
72-00-01
Page 102
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
VERY HIGH FLIGHT IDLE OF 88% NH, AND/OR

INABILITY TO ATTAIN TAKEOFF POWER.
NO RESPONSE TO POWER LEVER MOVEMENT.
1.
2.
3.
4.
MANUAL SWITCH
MFCU
ENGINE WIRING HARNESS
AIRCRAFT WIRING AND RELAYS
RUN ENGINE AT FLIGHT IDLE. NO

PRESS MANUAL SWITCH.
FAULT LAMP, GOES OUT ?
REPLACE MANUAL SWITCH

(REF. AMM)
YES
MANUAL LAMP GOES OUT?
NO
REPLACE MANUAL SWITCH

(REF. AMM)
YES
MANUAL OCCURS WHEN

PULLING OUT MANUAL
SOLENOID MFC
BREAKER?
YES
NO
SHUT DOWN ENGINE. PRESS

MANUAL SWITCH ON AND
RELEASE. CAN MFCU
TRANSFER SOLENOID BE
HEARD OPERATING ?
YES
NO
PULL OUT EEC POWER

CIRCUIT BREAKER.
DISCONNECT MFCU
CONNECTOR. PRESS
MANUAL SWITCH ON.
IS VOLTAGE BETWEEN
P8N (RTN) AND
P8M (POSITIVE)
EQUAL TO 0 VDC ?
NO
YES
SYSTEM NORMAL
REPLACE MFCU
(REF. 720140)
ENGINE WIRING
HARNESS OK?
REPLACE MFCU
NO
RECTIFY OR
REPLACE
(REF. 720110)
YES
AIRCRAFT WIRING NO
AND RELAYS OK?
RECTIFY OR
REPLACE
(REF. AMM)
C26208
Unable to Select Manual Mode
Figure 101
72-00-01
Page 103
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1. VERY HIGH FLIGHT IDLE OF ABOUT

88% NH IN MANUAL MODE.
2. TAKEOFF NOT ATTAINABLE AT LIMIT
OF POWER LEVER TRAVEL IN EEC MODE.
NORMAL OPERATION IN MANUAL MODE.
1. MFCU
SYMPTOM 1.
WITH ENGINE AT FLIGHT IDLE

PLA, PULL MFCU SOLENOID
CIRCUIT BREAKER.
NH DROPS TO 75% ?
NO
STOP ENGINE. DISCONNECT MFCU

ELECTRICAL CONNECTION. START
ENGINE. ENGINE ACCELERATES
TO 75% ?
YES
CHECK AIRCRAFT WIRING OF

MANUAL MODE SELECTOR
SWITCH (REF. AMM)
NO
REPLACE MFCU
(REF. 720140)
YES
CHECK LINE 126 FOR SHORT

CIRCUIT
SYMPTOM 2.
REPLACE MFCU
(REF. 720140)
C38582
Incorrect MFCU Operation
Figure 102
72-00-01
Page 104
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1. MFCU
2. OVERSPEED GOVERNOR
3. PY AIR TUBE
UNABLE TO ACHIEVE TAKEOFF POWER AT FULL

POWER LEVER TRAVEL IN MANUAL OR EEC MODE.
OVERSHOOT ON TORQUE DURING POWER SETTING.
TIGHTEN FITTINGS ON PY TUBE AT

NO
MFCU AND OVERSPEED GOVERNOR.
IS TAKEOFF NOW ATTAINABLE ?
TIGHTEN FITTINGS ON P3 TUBE AT

NO
MFCU AND INTERCOMPRESSOR CASE.
IS TAKEOFF NOW ATTAINABLE ?
YES
YES
SYSTEM NORMAL
SYSTEM NORMAL
DISCONNECT PY TUBE FROM MFCU

AND BLANK MFCU FITTING. IS
TAKEOFF NOW ATTAINABLE ?
NO
REPLACE MFCU
(REF. 720140)
NO
REPLACE PY TUBE
(REF. 720130)
YES
CONNECT PY TUBE TO MFCU.

DISCONNECT PY TUBE FROM
OVERSPEED GOVERNOR AND
BLANK OPEN END. IS TAKEOFF
NOW ATTAINABLE ?
YES
REPLACE OVERSPEED GOVERNOR

(REF. 720150)
C26210
Reference Pressure Leak - Unable to Achieve Takeoff Power
Figure 103
72-00-01
Page 105
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1. WIRING HARNESS
2. AIRCRAFT WIRING
FOR SAME POWER LEVER AND RATING SELECTED,

ONE ENGINE MAY PRODUCE A DIFFERENT POWER.
START ENGINES. POWER ON ALL

SYSTEMS. ALL BLEEDS OFF.
INCREASE TO TAKEOFF POWER.
DOES POWER EQUALIZE ?
ANY FDEP FAULT INDICATED ?

YES
RECTIFY. FAULT PERSISTS ?
YES
NO
YES
NO
TURN ON LP BLEEDS. POWER EQUAL ?
NO
YES
SYSTEM NORMAL
TURN ON HP BLEEDS. POWER EQUAL ?
NO
YES
SYSTEM NORMAL
CARRY OUT ENGINE TRIM ON BOTH

ENGINES. POWER SETTING OK ?
YES
SYSTEM NORMAL
NO
SHUT DOWN ENGINES. TURN EEC
POWER OFF. CHECK LINES 148
AND 149 CONTINUITY AND/OR
INSULATION. OK ?
NO
REPLACE WIRING
HARNESS
(REF. 720110)
NO
REPAIR/REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
REPAIR/REPLACE
AIRCRAFT WIRING
(REF. AMM)
YES
P11CC TO BLEED SWITCH 1, AND
BLEED SWITCH 1 TO BREAKER OK ?
YES
P11DD TO BLEED SWITCH 2, AND
BLEED SWITCH 2 TO BREAKER OK ?
YES
SYSTEM NORMAL
C38583
Mismatched Power Setting
Figure 104
72-00-01
Page 106
Nov 04/2005

MAINTENANCE MANUAL
SYSTOMS
NO T6 INDICATION (LIGHT UP) WITHIN 10 SECONDS
OF ADVANCING CONDITION LEVER TO START POSITION
NH INDICATION YES
LESS THAN 10%
SUSPECT LRU
1. ACCESSORY GEARBOX
2. IGNITION SYSTEM
3. FUEL SUPPLY
4. BOOSTER PUMPS
5. AIRCRAFT LP FUEL VALVE
6. LP AND HP FUEL FILTERS
7. FUEL PUMP AND MFC
8. FLOW DIVIDER
REFER TO SHEET 4
NO
YES
NH INCREASES
UNUSUALLY FAST
BORESCOPE AGB YES

ANGLE DRIVE
GEAR DAMAGE?
NO
NO
REPLACE
TURBOMACHINERY
CONTACT P&WC
FUEL FLOW LESS NO
THAN 90pph WITH
CLA AT FEATHER?
OAT LESS YES

THAN 5 C
SWITCH ON
YES
IGNITERS FOR
30 SECONDS.
ENGINE STARTS?
SYSTEM
NORMAL
NO
YES
NO
REPLACE FLOW
YES
DIVIDER.
ENGINE STARTS OK?
YES
FUEL DRAINING FROM

DUMP VALVE DURING
START ATTEMPT
NO
NO
FUEL DRAINING
NO
FROM FUEL
MANIFOLD DRAIN?
YES
REPLACE FUEL
NO
NOZZLE PACKINGS
ENGINE STARTS OK?
YES
IS FUEL DRAINING FROM NO

GAS GENERATOR DURING
START ATTEMPT?
YES
REFER TO SHEET 3
FOR IGNITION SYSTEM
TROUBLESHOOTING.
SYSTEM OK?
REPLACE FLOW
YES
DIVIDER.
ENGINE STARTS OK?
NO
SYSTEM NORMAL
CONTD ON SHEET 2
CONTACT P&WC
SYSTEM
NORMAL
REPLACE FUEL
YES
NOZZLE SET
ENGINE STARTS OK?
NO
CONTACT P&WC
C26212B
72-00-01
Page 107
Nov 04/2005

MAINTENANCE MANUAL
CONDT FROM
SHEET 1
AIRCRAFT FUEL TANKS NO

CONTAIN FUEL?
ADD FUEL
YES
BOOSTER PUMP OK? NO
RECTIFY OR
REPLACE (REF. AMM)
YES
NO
AIRCRAFT LP VALVE
OPEN (ON FIREWALL)?
RECTIFY OR
REPLACE (REF. AMM)
YES
REFER TO TROUBLESHOOTING
CHART "HP FUEL FILTER IMPENDING
BYPASS INDICATOR ACTIVATED"
HP FUEL FILTER
YES
BYPASS INDICATORS
ACTIVATED?
NO
REPLACE FUEL
FLOWMETER
ENGINE STARTS OK?
YES
SYSTEM NORMAL
NO
DISCONNECT FUEL LINE

FROM FLOW DIVIDER.
CARRY OUT A WET
MOTORING RUN. CHECK
FOR FUEL. OK ?
REPLACE FUEL
PUMP AND MFCU
NO
YES
REPLACE FLOW DIVIDER

(REF. 720140)
ENGINE STARTS ?
REPLACE
FUEL NOZZLES
(REF. 720140)
NO
YES
SYSTEM NORMAL
C28474B
72-00-01
Page 108
Nov 04/2005

MAINTENANCE MANUAL
SUSPECT LRU
SYMPTOMS
1. AIRCRAFT IGNITION SYSTEM

2. IGNITION EXCITER
3. IGNITER
4. IGNITER LEADS
NO ITT/T6 INDICATION (LIGHT UP) WITHIN 10 SECONDS

OF ADVANCING CONDITION LEVER TO START POSITION
SNAPPING NOISE
FROM IGNITERS ?
NO
PUSH CONTACT
BREAKER IN
AIRCRAFT IGNITION NO
SYSTEM CONTACT
BREAKER IS IN ?
YES
YES
AIRCRAFT IGNITION
SYSTEM OK ?
(REF. AMM)
NO
RECTIFY
(REF. AMM)
YES
REPLACE IGNITION
EXCITER.
(REF. 720120)
START OK ?
YES
SYSTEM NORMAL
NO
REMOVE AND VISUALLY

CHECK IGNITERS FOR
WEAR (REF. 720120)
OK ?
NO
REPLACE IGNITERS
(REF. 720120)
YES
CHECK/REPLACE IGNITER
LEADS (REF. 720120)
C26213
72-00-01
Page 109
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1. FUEL PUMP
2. STARTER
3. TURBOMACHINERY
NO NH INDICATION
STARTER CONTACT
BREAKER IN ?
NO
RECTIFY
YES
ELECTRICAL POWER AT
STARTER TERMINALS ?
RECTIFY AIRCRAFT
SYSTEM (REF. AMM)
NO
YES
HP ROTOR ROTATES ?
NO
REMOVE FUEL PUMP

(REF. 720140)
HP ROTOR ROTATES ?
YES
REPLACE FUEL
PUMP
(REF. 720140)
YES
NO
REMOVE STARTER
(REF. AMM)
HP ROTOR ROTATES ?
YES
REPLACE STARTER
(REF. AMM)
NO
REPLACE
TURBOMACHINERY
(REF. 720200)
NH INDICATOR OK ?
(REF. AMM)
NO
RECTIFY
(REF. AMM)
YES
REPLACE STARTER
(REF. AMM)
C26214
72-00-01
Page 110
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
HIGH OIL CONSUMPTION
SUSPECT LRU
1. EXTERNAL OIL LEAK
2. PRESSURE REGULATING VALVE
3. OVERSERVICING
4. OIL COOLER QUICKRELEASE COUPLINGS
5. OIL COOLER
6. NL SENSOR AND SEALING TUBE PACKINGS

7. AGB BREATHER
8. NO. 6 & 7 BEARING TRANSFER TUBES
9. AGB CARBON SEAL
10. AGB BREATHER COUPLING SHAFT STOP
11. P2.5/P3 SWITCHING VALVE
12. NO. 6 & 7 BEARING OIL SCAVENGE PUMP
13. FIRST STAGE PT DAMAGE
C62149
72-00-01
Page 111
Nov 04/2005

MAINTENANCE MANUAL
CHECK MAINTENANCE HISTORY

FROM PRIOR TO THE FIRST REPORTS
(REF. NOTE 1).
EXTERNAL OIL LEAK FOUND?

CHECK OVERBOARD DRAINS
(REF. NOTE 8 AND AMM).
YES
YES
NO
NO
OIL PRESSURE TOO HIGH?

(ABOVE 65 psid)
RECTIFY.
OIL CONSUMPTION OK?
ADJUST/REPLACE OIL PRESSURE

YES
REGULATING VALVE (REF. 720150)
OIL PRESSURE OK?
YES
NO
NO
SYSTEM
NORMAL
REPAIR/REPLACE OIL PRESSURE

YES
REGULATING VALVE (REF. 720150)
OIL CONSUMPTION OK?
NO
DO AN OIL LEVEL CHECK. AFTER

20 SECS. RUNNING IN FEATHER, IS
OIL LEVEL ABOVE "ADD 1" ?
YES
DRAIN OIL FROM TANK TO

"ADD 1" OIL LEVEL (REF. SERVICING)
OIL CONSUMPTION OK?
YES
NO
CONTD ON
SHEET 3
C62148
72-00-01
Page 112
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM
SHEET 2
A/C OIL COOLER QUICK YES

RELEASE COUPLINGS
LEAKING ?
YES
NO
REMOVE AND INSPECT NL

SENSOR & SEALING TUBE
FOR SIGNS OF LEAKAGE
(REF. 720160).
PACKINGS DAMAGED ?
YES
NO
NO
A/C OIL COOLER LEAKING?
RECTIFY (REF. AMM)

OIL CONSUMPTION
OK ?
RECTIFY OR REPLACE
(REF. AMM) OIL
CONSUMPTION OK ?
YES
NO
YES
REPLACE PACKINGS
(REF. 720160) OIL
CONSUMPTION OK ?
YES
NO
SYSTEM NORMAL
NO
OBSTRUCTION FOUND IN
AGB BREATHER TUBE
(REF. NOTE 2) ?
YES
NO
NO. 6 & 7 BEARING

TRANSFER TUBE LEAK
(REF. 720150) ?
YES
NO
YES
NO
NO. 6 & 7 BEARING VENT

TRANSFER TUBE INSIDE
DIAMETER OBSTRUCTED
BY COKED OIL ?
RECTIFY
OIL CONSUMPTION OK ?
RECTIFY
OIL CONSUMPTION OK ?
YES
NO
YES
CLEAN (REF. 720150)
NO
CONTD ON
SHEET 4
C62126
72-00-01
Page 113
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM
SHEET 3
REMOVE ENGINE FOR
INVESTIGATION
BORESCOPE FIRST STAGE PT BLADES

TO CHECK FOR IMPACT DAMAGE TO
LEADING EDGES AND/OR TIPS.
BLADE SHIFT, RUBS, OIL STAINS,
COKING. OK? (REF. INSP/CHECK)
SEE NOTE 6
NOTE 1: LRU CHANGE MAY HAVE INTRODUCED AN EXTERNAL LEAK CONDITION.

NOTE 2: REMOVE AGB BREATHER PIPE AND VISUALLY INSPECT FOR BLOCKAGE.
NOTE 3: ADAPTER ASSEMBLIES MUST BE CHECKED TO ENSURE THE ADJUSTING SPACER THICKNESS IS
CORRECT AND THE SEAL IS SERVICEABLE. USE A 0.001 IN. (0.025mm) FEELER GAGE TO
ENSURE NO CLEARANCE EXISTS BETWEEN THE ADAPTER/SPACER/SEAL OVER 360 DEGREES. REFER
TO CHAPTER 722000 FOR SPACER THICKNESS CALCULATION AND INSPECTION CRITERIA FOR
CARBON SEAL AND MATING GEARSHAFT SEALING FACE.
NOTE 4: LOOK INSIDE CENTRIFUGAL BREATHER SHAFT TO CHECK THAT THE AGB BREATHER ADAPTER AIR
WINDOWS ARE NOT OBSTRUCTED BY THE AGB STOP SHAFT PLUG (REF. 723000). USE
FLASHLIGHT TO ILLUMINATE CAVITY INSIDE THE SHAFT. CHECK SEAL MATING SURFACE ON
SHAFT FOR DAMAGE.
NOTE 5: VISUALLY CHECK THE AIR SWITCHING VALVE PLUNGER "IN SITU" PRIOR TO ENGINE STARTUP.
IT SHOULD BE PROTRUDING BY LESS THAN 0.250 in. IF MORE,
SUSPECT PLUNGER STUCK ON P2.5 (REMOVE COVER AND INSPECT).
N.B.: SPRING PRESSURE SHOULD HOLD THE PLUNGER DOWN (P3 POSITION) UNTIL SUFFICIENT P2.5
IS AVAILABLE AFTER START.
REMOVE COVER AND VISUALLY CHECK THE PLUNGER FOR BEND, SCORING, FREEDOM OF
MOVEMENT, ETC.
NOTE 6: INABILITY TO IDENTIFY AND/OR RECTIFY HIGH OIL CONSUMPTION (ABOVE MAX LIMIT) AFTER
CARRYING OUT THE LISTED CHECKS INDICATES INTERNAL ENGINE DAMAGE/OIL LEAKAGE.
REMOVE ENGINE FOR INVESTIGATION.
NOTE 7: MAXIMUM OIL CONSUMPTION PERMISSIBLE IS 0.50 lbs/hr (0.227 kg/hr), WHICH IS
EQUIVALENT TO 0.270 QUART/HOUR (0.250 LITERS/HOUR).
C27410C
72-00-01
Page 114
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
SMOKE FROM EXHAUST ON STARTUP

OR SHUTDOWN/ENGINE
FLOODED WITH OIL/OIL ODOR IN
COCKPIT
LONG WET OR DRY OR

REPETITIVE MOTORING
RUNS CARRIED OUT ?
1. FLOODED WITH OIL

2. OIL PRESSURE CHECK VALVE
3. OIL PRESSURE REGULATING VALVE
4. OIL PUMP PRESSURE RELIEF VALVE
5. P2.5/P3 SWITCHING VALVE
6. NO. 6 & 7 BEARING TRANSFER TUBES
7. NO. 6 & 7 BEARING OIL SCAVENGE PUMP
8. ENGINE
YES
START ENGINE AND RUN AT

GND IDLE FOR 5 MINUTES
WITH AIR BLEED OFF. OK ?
YES
SYSTEM NORMAL
NO
NO
EXAMINE OIL LEVEL. TOO HIGH ?
YES
NO
NO
SYSTEM NORMAL
REPLACE OIL
PRESSURE CHECK VALVE
(REF. 720150). OK ?
YES
SYSTEM NORMAL
NO
YES
OIL PRESSURE TOO HIGH ?
YES
NO
NO
OIL PRESSURE INCREASES/DECREASES

BETWEEN 25 AND 40% NH DURING
STARTUP OR SHUTDOWN ?
DRAIN FROM OIL TANK TO

MAX OIL LEVEL. OK ?
YES
ADJUST/REPLACE OIL
PRESSURE REGULATING VALVE YES
(REF. 720150).
OIL PRESSURE OK ?
SYSTEM NORMAL
NO
CONTD ON
SHEET 2
CONTD ON
SHEET 2
C26217B
Smoke from Exhaust on Startup or Shutdown/Engine Flooded With Oil/Oil Odor in Cockpit
72-00-01
Page 115
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM
SHEET 1
CONTD FROM
SHEET 1
REPAIR/REPLACE OIL PUMP YES

PRESSURE RELIEF VALVE
(REF. 720150). OK ?
SYSTEM NORMAL
NO
EXAMINE P2.5/P3
SWITCHING VALVE. OK ?
REPAIR/REPLACE AS
NECESSARY
(REF. 723000). OK ?
NO
YES
HAS THE P2.5/P3 SWITCHING

VALVE FOUR (4) SPACERS?
(REF. 723000).
YES
SYSTEM NORMAL
NO
NO
ADD SPACERS
(4 MAX)
(REF. 723000).
YES
NO. 6 & 7 BEARING,

VENT AND SCAVENGE
TRANSFER TUBES OK ?
NO
CLEAN/REPLACE AS
NECESSARY
(REF. 720150)
YES
CONTD ON
SHEET 3
C26218B
72-00-01
Page 116
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM
SHEET 2
NO. 6 & 7 BEARING

TRANSFER TUBES OR
EXTERNAL PIPES OK ?
NO
BORESCOPE INSPECTION OF HP, LP AND PT

BLADES FOR STRUCTURAL INTEGRITY.
GO TO: CHAPTER 055000 UNSCHEDULED
MAINTENANCE INSPECTION AT "ENGINE
RELATED VIBRATION AND / OR CRACKED TUBE".
YES
BORESCOPE FIRSTSTAGE
PT BLADES TO CHECK FOR
IMPACT DAMAGE TO LEADING NO
EDGES AND/OR TIPS, BLADE
SHIFT, RUBS, OIL STAINS/
COKING. OK ?
REMOVE ENGINE FOR INVESTIGATION

(REF. REMOVAL/INSTALLATION)
YES
OIL FOUND IN
INTERCOMPRESSOR
CASE P2.5 PLENUM ?
YES
INVESTIGATE (REF. 720150,

INSPECTION /CHECK)
NO
SEE NOTE
NOTE:
INABILITY TO IDENTIFY AND/OR RECTIFY THE FAULT AFTER CARRYING OUT THE
LISTED CHECKS INDICATES INTERNAL ENGINE DAMAGE/OIL LEAKAGE. REMOVE
ENGINE FOR INVESTIGATION.
C26219A
72-00-01
Page 117
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
LOW OR LOSS OF OIL PRESSURE
1.
2.
3.
4.
5.
6.
7.
8.
9.
ENGINE KEPT RUNNING LONGER

THAN REQUIRED TO COMPLY
WITH FLIGHT/MAINTENANCE MANUALS?
YES
OIL LEAKS
OIL LEVEL
FUEL COOLED OIL COOLER
FUEL HEATER
INDICATING SYSTEM
PRESSURE REGULATING VALVE
PRESSURE OIL PUMP
PRESSURE OIL CHECK VALVE
REPLACE
ENGINE
NO
OIL PRESSURE INDICATING SYSTEM NO
OK? (REF. AIRCRAFT MANUAL)
GAGE OK?
(REF. AIRCRAFT MANUAL)
YES
NO
REPLACE
YES
CABLES AND CONNECTIONS NO
OK? (REF. AIRCRAFT
MANUAL)
RECTIFY
OR
REPLACE
YES
OIL PRESSURE TRANSDUCER
(LOW OIL PRESSURE SWITCH)
OK? (REF. AIRCRAFT
MANUAL)
NO
REPLACE
YES
TURN PROPELLER, LP AND HP

ROTORS ANY UNUSUAL NOISE?
YES

RESTRICTOR BLOCKED?
(REF. 720150)
YES
CLEAN
OR
REPLACE
IS NOISE FROM AN
ACCEPTABLE POWER TURBINE
RUB?
NO
REPLACE
ENGINE/
MODULE
NO
YES
CONTD
ON
SHEET 2
C25394
72-00-01
Page 118
Nov 04/2005

MAINTENANCE MANUAL
SUSPECT LRU
1. OIL LEAKS
2. OIL LEVEL
3. FUEL COOLED OIL COOLER
4. FUEL HEATER
5. INDICATING SYSTEM
6. PRESSURE RELIEF VALVE
7. PRESSURE REGULATING VALVE
8. PRESSURE OIL PUMP
9. PRESSURE OIL CHECK VALVE
SYMPTOMS
CONTD FROM SHEET 1
PATCH CHECK PRESSURE AND SCAVENGE

YES
OIL FILTERS, VISUALLY INSPECT
CHIP DETECTORS (REF. 720150).
DEBRIS FOUND?
CARRY OUT PROCEDURE

FOR DEBRIS IN OIL SYSTEM
(REF. NOTE).
IS ENGINE SERVICEABLE?
NO
NO
REPLACE
ENGINE/
MODULE
YES
CHECK ENGINE FOR EXTERAL

OIL LEAKS. OK?
RECTIFY
(REF. 720150)
YES
OIL LEVEL LOW?
YES
FILL TO CORRECT
LEVEL (REF. SERVICING)
NO
OIL SMELLS OF FUEL?
YES
NO
FUEL COOLED OIL NO

COOLER OK?
REPLACE
(REF. 720150)
YES
OIL TO FUEL
HEATER OK?
OIL PUMP PRESSURE RELIEF NO

VALVE OK? (REF. 720150)
NO
REPLACE
(REF. 720150)
RECTIFY
OR
REPLACE
YES
OIL PUMP PRESSURE REGULATING NO
VALVE OK? (REF. 720150)
RECTIFY
OR
REPLACE
YES
PRESSURE OIL PUMP OK? NO
(REF. 720150)
RECTIFY
OR
REPLACE
YES
PRESSURE OIL CHECK VALVE NO
OK? (REF. 720150)
RECTIFY
OR
REPLACE
YES
CONTD ON SHEET 3
C25395
72-00-01
Page 119
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
6.
7.
8.
9.
OIL LEAKS
OIL LEVEL
FUEL HEATER
INDICATING SYSTEM
PRESSURE OIL PUMP
CONTD
FROM
SHEET 2
IF NOT RUN PREVIOUSLY,
RUN ENGINE AT 80%
TORQUE FOR TEN MINUTES
(REF. NOTE)
CHECK FILTERS VISUALLY

AND CHIP DETECTORS FOR
CIRCUIT COMPLETION
(REF. 720150)
DEBRIS FOUND?
YES
CARRY OUT PROCEDURE

NO
FOR DEBRIS IN OIL SYSTEM.
IS ENGINE SERVICEABLE?
REPLACE
ENGINE /
MODULE
YES
NO
NO
WAS OIL LEVEL OK AFTER
10 MINUTE RUN AT 80% TORQUE?
CARRY OUT PROCEDURE FOR

HIGH OIL CONSUMPTION.
YES
MONITOR ENGINE OIL

CONSUMPTION FOR 65 FH
CONTD
ON
SHEET 4
C25396
72-00-01
Page 120
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
6.
7.
8.
9.
OIL LEAKS
OIL LEVEL
FUEL HEATER
INDICATING SYSTEM
PRESSURE OIL PUMP
CONTD
FROM
SHEET 3
CHECK TURBOMACHINERY AND

RGB CHIP DETECTORS DAILY
UNTIL 65 FH IS EXCEEDED. CARRY
OUT PATCH CHECK ON PRESSURE
AND SCAVENGE OIL FILTERS
(REF. 720150) AFTER 65 5 FH.
IF DEBRIS FOUND CARRY OUT
PROCEDURE FOR DEBRIS IN OIL
SYSTEM (REF. FIG. 129).
NOTE: CAUSE OF LOW OR LOSS OF OIL PRESSURE MUST BE FOUND

AND RECTIFIED BEFORE THE ENGINE IS RUN.
C25397A
72-00-01
Page 121
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
HIGH OIL PRESSURE
1.
2.
3.
4.
5.
PRESSURE INDICATING
SYSTEM OK?
NO
GAGE OK?
NO
OIL PRESSURE GAGE

AIRFRAME WIRING HARNESS
OIL PRESSURE TRANSDUCER
OIL PRESSURE REGULATING VALVE
OIL PRESSURE FILTER
REPLACE
(REF. AMM)
YES
YES
NO
CABLES AND
CONNECTION OK?
RECTIFY OR
REPLACE
(REF. AMM)
YES
OIL PRESSURE
TRANSDUCER OK?
SYSTEM NORMAL
PRESSURE REGULATING
VALVE OK?
NO
REPLACE
(REF. AMM)
ADJUST OR REPLACE
(REF. ADJUSTMENT/TEST
OR 720150)
NO
YES
SYSTEM NORMAL
MAIN OIL PRESSURE

FILTER OK?
NO
CLEAN OR REPLACE
(REF. 720150
YES
SYSTEM NORMAL
C25398
High Oil Pressure
Figure 109
72-00-01
Page 122
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
HIGH OIL TEMPERATURE
1.
2.
3.
4.
OIL SYSTEM
OK?
NO
YES
OIL TANK LEVEL

OK?

OIL TEMPERATURE GAGE
OIL TEMPERATURE TRANSMITTER
NO
FILL TO CORRECT LEVEL

(REF. SERVICING)
YES
ENGINE FUELCOOLED
OIL COOLER BYPASS NO
VALVE/INTERNAL
PASSAGES OK?
REPLACE
FUELCOOLED
OIL COOLER
(REF. 720150)
YES
SYSTEM NORMAL
TEMPERATURE
INDICATING SYSTEM
OK?
AIRFRAME AIRCOOLED NO
OIL COOLER OK?
GAGE OK?
NO
REPLACE
AIRCOOLED
OIL COOLER
(REF. AMM)
REPLACE
(REF. AMM)
YES
YES
CABLES AND
CONNECTIONS OK?
NO
RECTIFY OR
REPLACE
(REF. AMM)
NO
REPLACE
(REF. AMM)
YES
SYSTEM NORMAL
OIL TEMPEATURE
TRANSMITTER OK?
C25399
High Oil Temperature
Figure 110
72-00-01
Page 123
Nov 04/2005

MAINTENANCE MANUAL
SUSPECT LRU
SYMPTOMS
INCORRECT TORQUE READING
1. AFU
2. EEC
3. TORQUE INDICATOR
4. TORQUE SHAFT CHARACTERIZATION PLUG
5. REDUCTION GEARBOX TORQUE SHAFTS
(a) DIGITAL (EEC)

(b) ANALOG (AFU)
CHANGE TORQUE INDICATOR.

(REF. AMM) READING OK ?
YES
NO
(b)
(a)
REPLACE AFU.
READING OK ?
(REF. 720110)
DO EEC FAULTS AS FOLLOWS:

LRU FAULT CODES
09/28/29/31/61 OR 74
YES
SYSTEM
NORMAL
YES
SYSTEM
NORMAL
RECTIFY
NO
NO
CHARACTERIZATION PLUG
TO CORRECT VALUE ?
(SEE DATA PLATE)
NO
REPLACE
AFU TRIM PLUG
TO CORRECT VALUE
(REF. DATA PLATE)
YES
REPLACE EEC (REF. 720110)

READING OK ?
NO
YES
NO
REPLACE
YES
SYSTEM
NORMAL
INVESTIGATE
REDUCTION GEARBOX
TORQUE SHAFTS
INVESTIGATE REDUCTION
GEARBOX TORQUE SHAFTS
C38584
Incorrect Torque Readings
Figure 111
72-00-01
Page 124
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
TORQUE FLUCTUATIONS
2. PCU
3. MFCU
PROPELLER
SYSTEM OK ?
NO
OVERSPEED
GOVERNOR
OK ?
NO
RESET OR REPLACE
(REF. 720150)
NO
REPLACE
(REF. AMM)
NO
REPLACE
(REF. 720140)
NO
RECTIFY
(REF. 720110)
YES
YES
PCU OK ?
SYSTEM NORMAL
FUEL SYSTEM
OK ?
YES
SYSTEM NORMAL
NO
MFCU OK ?
YES
ELECTRONIC FUEL
CONTROL SYSTEM
OK ?
C26221
Torque Fluctuations
Figure 112
72-00-01
Page 125
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
EXCESSIVE FUEL CONSUMPTION
1.
2.
3.
4.
5.
6.
INDICATING
SYSTEM OK ?
NO
GAGE OK?
FUEL FLOWMETER GAGE

FUEL FLOWMETER
MFCU
FLOW DIVIDER AND DUMP VALVE
FUEL MANIFOLD PACKINGS
NO
REPLACE
(REF. AMM)
YES
YES
CABLES AND
CONNECTIONS OK ?
NO
RECTIFY OR
REPLACE
(REF. AMM)
YES
FLOWMETER OK?
SYSTEM NORMAL
FUEL SYSTEM
OK ?
YES
NO
MFCU OK?
REPLACE
(REF. AMM)
NO
REPLACE
(REF. 720140)
NO
YES
ELECTRONIC FUEL
CONTROL SYSTEM
OK ?
NO
RECTIFY
(REF. 720140)
NO
RECTIFY OR
REPLACE
(REF. 720140)
YES
SYSTEM NORMAL
FLOW DIVIDER AND

DUMP VALVE OK?
YES
FUEL MANIFOLD NO
PACKINGS OK?
REPLACE
(REF. 720140)
C26222
72-00-01
Page 126
Nov 04/2005

MAINTENANCE MANUAL
SUSPECT LRU
SYMPTOMS
EXCESSIVE FUEL CONSUMPTION
HOT SECTION BORESCOPE

INSPECTION
(REF. INSPECTION/CHECK)
OK?
1.
2.
3.
4.
5.
6.
NO
FUEL FLOWMETER GAGE

FUEL FLOWMETER
MFC
FLOW DIVIDER AND DUMP VALVE
FUEL MANIFOLD PACKINGS
CARRY OUT HSI

(REF. 720300)
YES
COLD SECTION
BORESCOPE
INSPECTION OK?
NO
REPLACE ENGINE
IF OUTSIDE LIMITS
YES
SYSTEM NORMAL
C25414
72-00-01
Page 127
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
IMPENDING BYPASS INDICATOR ACTIVATED

IS LP FUEL FILTER BYPASS
INDICATOR ACTIVATED?
YES
IS FUEL IN AIRCRAFT FUEL

TANKS CONTAMINATED?
NO
1. FUEL
2. BYPASS SWITCH
3. FUEL PUMP
NO
4. AIRCRAFT SYSTEM
5. FUEL HEATER
6. MFCU
FIND & CORRECT SOURCE

OF CONTAMINATION
YES
DRAIN, FLUSH & CLEAN
AIRCRAFT FUEL TANKS
FUEL SYSTEM & FILTERS
FLUSH AIRCRAFT FUEL SYSTEM

DOWNSTREAM OF DEFECT
NO
REPLACE FUEL PUMP

AND FUEL HEATER
REMOVE AND VISUALLY INSPECT LP, HP AND FUEL

PUMP INLET FUEL FILTERS (REF. 720140)
NO
IS HP FUEL FILTER
CONTAMINATED ? (REF. NOTE 1)
FILTER BYPASS NO
SWITCH OK ?
YES
YES
REPLACE
FUEL PUMP
(REF. 720140)
(REF. NOTE 2)
NO
REPAIR/REPLACE
SWITCH (REF. 720140)
ARE LP AND INLET FUEL

FILTERS CONTAMINATED ?
NO
AIRCRAFT
SYSTEM OK ?
REPAIR SYSTEM
(REF. AMM)
YES
IS FUEL IN AIRCRAFT
FUEL TAMKS CONTAMINATED?
NO
FIND AND CORRECT

SOURCE OF
CONTAMINATION
YES
DRAIN, FLUSH AND CLEAN AIRCRAFT
FUEL TANKS AND FUEL SYSTEM (REF. AMM)
FLUSH AIRCRAFT FUEL

SYSTEM DOWNSTREAM
OF DEFECT (REF. AMM)
CLEAN OR REPLACE
ENGINE LP, HP AND INLET
FUEL FILTERS (REF. 720140)
CONTD ON SHEET 2
C26223A
HP Fuel Filter Impending Bypass Indicator Activated
72-00-01
Page 128
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM SHEET 1
CARRY OUT ENGINE GROUND RUN.

CHECK G1, F1, ACCELERATION,
NO
DECELERATION AND T.O. POWER
IN BOTH EEC AND MANUAL. OK ?
REPLACE MFCU, FLOW

DIVIDER AND FUEL PUMP
(REF. 720140)
YES
START BOTH ENGINES

AND CHECK PLA STAGGER.
OK ?
NO
RETRIM EEC.
PLA STAGGER OK?
NO
CHANGE MFCU
(REF. 720140)
YES
YES
SYSTEM NORMAL
NOTE 1: THE HP FUEL FILTER IS RECOMMENDED TO BE CLEANED PERIODICALLY.

HOWEVER, AFTER REPEATED CLEANING, THE EFFICIENCY OF THE
CLEANING PROCEDURE DECREASES AND THE FILTER MAY HAVE TO BE REPLACED.
NOTE 2: THE FUEL PUMP MUST BE CHANGED IF DEBRIS COLLECTED BY
THE HP FUEL FILTER ARE GENERATED BY THE FUEL PUMP.
C26224A
HP Fuel Filter Impending Bypass Indicator Activated
72-00-01
Page 129
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPCT LRU
PROPELLER SLOW TO UNFEATHER
ENGINE CONTROL
LINKAGE SYSTEM
OK ?
NO
1. PCU
2. PCU PUMP
PCU TO MFCU CONTROL

ROD ADJUSTMENT OK ?
(REF. AMM)
NO
ADJUST
(REF. AMM)
NO
REPLACE
(REF. AMM)
NO
REPLACE
(REF. 720150)
YES
SYSTEM NORMAL
OIL SUPPLY OK ?
YES
SYSTEM NORMAL
NO
PCU OK ?
YES
PCU PUMP OK ?
C26225
Propeller Slow to Unfeather
Figure 115
72-00-01
Page 130
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
ECTM PARAMETER SHIFT

ENGINE ITT/T6 TEMPERATURE LIMITED
1.
2.
3.
4.
5.
IS ECTM CARRIED OUT?
AIRCRAFT AIR BLEED SYSTEM

AIRCRAFT INDICATING SYSTEMS
ECTM RECORDER
AIR DATA COMPUTER
ENGINE
NO
YES
IS PARAMETER SHIFT
CONSIDERED NORMAL FOR
ENGINE RUNNING TIME
(SEE NOTE 1)?
CONTD ON
SHEET 3
YES
CARRY OUT RECOMMENDED

PREVENTATIVE MAINTENANCE
(SEE NOTE 3)
NO
ANALYZE THE TYPE OF

PARAMETER SHIFT SEEN
ON ECTM PLOTS
(SEE NOTE 2)
ANALYZE ECTM PLOTS FOR

BOTH ENGINES OF SAME
AIRCRAFT. ARE PARAMETER
SHIFTS SIMILAR
(SEE NOTE 4)?
YES
NO
AIRCRAFT OAT, ALTITUDE

AND SPEED INDICATING
SYSTEMS OK?
NO
RECTIFY
(REF. AMM)
YES
ECTM RECORDER OK?
NO
RECTIFY
(REF. AMM)
YES
CARRY OUT POWER ASSURANCE
CHECK OF AFFECTED ENGINE.
COMPARE WITH POWER ASSURANCE
CHECK CARRIED OUT AT ENGINE
INSTALLATION. RECORD
DIFFERENCES (SHIFT) IN
PARAMETERS.
AIR DATA COMPUTER AND

WIRING OK?
NO
RECTIFY
(REF. AMM)
CONTD ON
SHEET 2
C25389
Performance Deterioration (ECTM shift) or High ITT (T6)
72-00-01
Page 131
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU

1.
2.
3.
4.
5.

ECTM RECORDER
AIR DATA COMPUTER
ENGINE
CONTD FROM
SHEET 1
SIGNIFICANT DIFFERENCE
BETWEEN ECTM AND POWER
ASSURANCE PARAMETER
SHIFTS RECORDED
(SEE NOTE 5)?
YES
AIR BLEED SYSTEM

NO
PRESSURE REGULATING
VALVE OK?
RECTIFY
(REF. AMM)
YES
NO
AIR BLEED SYSTEM

SHUTOFF
VALVE OK?
TROUBLESHOOT
(REF. SHEETS 4 AND 5)
NO
RECTIFY
(REF. AMM)
NO
RECTIFY
(REF. AMM)
YES
AIR BLEED SYSTEM

DUCTING
OK?
COMPONENT DETERIORATION
LIMITS EXCEEDED?
YES
CARRY OUT AN HSI

(REF. 720300)
NO
CARRY OUT AN HSI

(REF. 720300)
NO
CHECK T6 SYSTEM AND

REPEAT POWER ASSURANCE
CHECK (SEE NOTE 6).
POWER ASSURANCE CHECK
OK?
YES
SYSTEM NORMAL
C25390
72-00-01
Page 132
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU

1.
2.
3.
4.
5.

ECTM RECORDER
AIR DATA COMPUTER
ENGINE
CONTD FROM SHEET 1
POWER ASSURANCE CHECK OF YES

AFFECTED ENGINE OK?
(SEE NOTE 7)
NO
COMPARE POWER ASSURANCE
CHECK WITH POWER ASSURANCE
CHECK CARRIED OUT AT ENGINE
INSTALLATION. RECORD
DIFFERENCES IN PARAMETERS
(SEE NOTE 3)
YES
AIR BLEED SYSTEM

PRESSURE REGULATING
VALVE OK?
NO
RECTIFY
(REF. AMM)
YES
NO
AIR BLEED SYSTEM
SHUTOFF VALVE OK?
RECTIFY
(REF. AMM)
YES
AIR BLEED SYSTEM

DUCTING OK?
NO
RECTIFY
(REF. AMM)
TROUBLESHOOT
(REF. SHEETS 4 AND 5)
COMPONENT DETERIORATION YES

LIMITS EXCEEDED?
(REF. 720000)
CARRY OUT AN HSI

(REF. 720300)
NO
CHECK T6 SYSTEM AND REPEAT

NO
POWER ASSURANCE CHECK
(SEE NOTE 6).
POWER ASSURANCE CHECK OK?
CARRY OUT AN HSI

(REF. 720300)
YES
SYSTEM NORMAL
C25391
72-00-01
Page 133
Nov 04/2005

MAINTENANCE MANUAL
ENGINE PARAMETERS
ITT/T6
NH
NL
WF
ACTION
REQUIRED
PROBABLE DEFECT
REMARKS
AIRCRAFT/ENGINE TORQUE INDICATING

SYSTEM. ENGINE AIR INLET OBSTRUCTED.
INSPECT/REPAIR
LP IMPELLER FOD, RUB.

LP IMPELLER CONTAMINATION.
BORESCOPE INSPECT
COMPRESSOR WASH
PT BLADE RUB.
INSPECT/REPAIR
AIRCRAFT/ENGINE TORQUE INDICATING SYSTEM
INSPECT/REPAIR
ITT/T6 USUALLY
DECREASES WHEN PROBES
UNSERVICEABLE
REMOVE ENGINE IF
FOD EXCEED LIMITS
AIRCRAFT/ENGINE ITT/T6 INDICATING

SYSTEM (SEE NOTE 8)
INSPECT/REPAIR
OR
OR
AIRCRAFT/ENGINE NH INDICATING SYSTEM.
INSPECT/REPAIR
AIRCRAFT/ENGINE NL INDICATING SYSTEM.
INSPECT/REPAIR
AIRCRAFT/ENGINE WF INDICATING SYSTEM.
INSPECT/REPAIR
CRACKED LP DIFFUSER EXIT DUCT.
INSPECT/REPAIR
OR
OR
IF LIMITS EXCEEDED
CARRY OUT AN HSI
P2.5 AIR LEAKS FROM ENGINE/AIRFRAME

SYSTEM.
LP TURBINE STATOR VANES BURNED/FLOW
AREA INCREASED.
LP TURBINE BLADE TIP OXIDATION/RUB.
INTERCOMPRESSOR BLEED VALVE

SEIZED IN OPEN POSITION.
CHECK VALVE
HP TURBINE VANE SEGMENTS

BURNED/FLOW AREA INCREASED.
BORESCOPE HP
VANE SEGMENTS
AND BLADES
HP TURBINE BLADE TIP OXIDATION/RUB.
CARRY OUT AN HSI IF

ITT/T6 LIMIT IS
EXCEEDED
CHECK
STANDARD HOT SECTION

DETERIORATION.
BORESCOPE LP
STATOR VANES
& LP BLADES
GAS GENERATOR CASE CRACKED

AT FUEL NOZZLE OR P3 BLEED
BOSS.
LEAKING GAS GENERATOR DRAIN VALVE.
INSPECT/REPLACE
P2.5/P3 SWITCHING VALVE COMPLETELY

OR PARTIALLY SEIZED IN P3 POSITION.
INSPECT/REPAIR
IF LIMITS EXCEEDED
CARRY OUT AN HSI
IF LIMITS EXCEEDED
CARRY OUT AN HSI
REPLACE ENGINE IF
DEFECT CONFIRMED
HIGH OIL CONSUMPTION

EVIDENT HEAVY
BREATHING
C20168B
72-00-01
Page 134
Nov 04/2005

MAINTENANCE MANUAL
C35198
72-00-01
Page 135
Nov 04/2005

MAINTENANCE MANUAL
6. TO REMOVE DOUBTS, A T6 SYSTEM CHECK (INCLUDING AN INDIVIDUAL T6

THERMOCOUPLE CHECK) AND A POWER ASSURANCE CHECK WITH THE AIR BLEED
PORTS BLANKED-OFF IS RECOMMENDED BEFORE ENGINE REMOVAL.
7. WHEN AN ENGINE IS T6 LIMITED ON CLIMB OR CRUISE AND THE POWER
ASSURANCE CHECK IS SATISFACTORY, THE DEFECT IS WITHIN THE AIRCRAFT
BLEED SYSTEM ASSOCIATED WITH THE AFFECTED ENGINE.
8. AN INCREASE IN ITT/T6 TEMPERATURE WITHOUT OTHER PARAMETER CHANGES MAY
BE THE RESULT OF DEFECTIVE FUEL NOZZLES ALTERING COMBUSTION AND
CHANGING THE T6 TEMPERATURE DISTRIBUTION.
9. THE TREND MONITORING PROGRAM IS THE MAIN TOOL FOR HEALTH
MONITORING OF PW100 ENGINES. CHANGES OF ENGINE PARAMETERS LIKE NH,
NL, WF AND ITT/T6 MAY INDICATE THAT THE CONDITION OF THE INTERNAL ENGINE
COMPONENTS HAVE DETERIORATED. BORESCOPE INSPECTION IS THEN
RECOMMENDED IN ORDER TO DETERMINE WHETHER COMPONENT DETERIORATION
EXCEEDS LIMITS (REF. INSPECTION/CHECK).
C35199A
72-00-01
Page 136
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
HOT START
1. EEC
2. WIRING HARNESS
3. POWER SUPPLY
4. ELECTRICAL CONNECTORS
5. STARTER
6. MFCU
7. FUEL PUMP
8. TURBOMACHINERY
NOTE: BEFORE STARTING ENGINE, REFER TO OVERTEMPERATURE CHART (REF. 051000) TO ENSURE
TEMPERATURE LIMITS HAVE NOT BEEN EXCEEDED.
CONDITION LEVER ADVANCED
AT OR ABOVE 10% AND AIR
BLEED OFF ?
NO
REPEAT START
YES
ARE FLOW DIVIDER DUMP LINE
AND/OR GAS GENERATOR DRAIN
LINES AND VALVES FREE FROM
RESTRICTIONS ? (i.e. COKING)
NO
RECTIFY
YES
CARRY OUT T6 SYSTEM CHECK

(REF. 720160). SYSTEM OK?
NO
RECTIFY
YES
ENGINE INLET OBSTRUCTED ?
YES
REMOVE
OBSTRUCTION
NO
ENGINE STARTS NORMALLY

IN MANUAL ?
NO
CONT"D ON SHEET 2
YES
REPLACE EEC
(REF. 720110)
START OK ?
YES
SYSTEM NORMAL
NO
WIRING HARNESS
OK ?
YES
CHANGE MFCU
(REF. 720140)
NO
REPAIR/REPLACE
(REF. 720110)
C26226A
Hot Start
72-00-01
Page 137
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM
SHEET 1
STARTER POWER SUPPLY OK ?
NO
RECTIFY
(REF. AMM)
NO
RECTIFY
(REF. AMM)
YES
STARTER ELECTRICAL
CONNECTORS OK ?
YES
HP ROTOR ROTATES FREELY ?
YES
NO
CHANGE STARTER
(REF. AMM).
START OK ?
YES
SYSTEM NORMAL
NO
CHANGE MFCU
(REF. 720140)
REPLACE FUEL PUMP

(REF. 720140). HP
ROTOR ROTATES FREELY ?
REPLACE
TURBOMACHINERY
(REF. 720200)
NO
YES
SYSTEM NORMAL
C26227A
Hot Start
72-00-01
Page 138
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
PROPELLER SPEED (NP) FLUCTUATIONS
1. NP PULSE PICKUP PROBE

2. PCU
INVESTIGATE NP
INDICATING SYSTEM
(REF. AMM)
ALL OTHER ENGINE

YES
PARAMETERS STABLE ?
NO
PROPELLER SYSTEM
OK ?
YES
SYSTEM NORMAL
NO
PCU OK ?
NO
RECTIFY OR REPLACE
(REF. AMM)
NO
RECTIFY OR REPLACE
(REF. 720150)
YES
PROPELLER OVERSPEED
GOVERNOR OK ?
C26228
Propeller Speed (NP) Fluctuations
Figure 118
72-00-01
Page 139
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
SLOW OIL PRESSURE BUILDUP AFTER

40% NH DURING STARTING
OIL SYSTEM OK ?
NO
YES
1. OIL PRESSURE REGULATING VALVE RESTRICTOR

2. OILPRESSURE CHECK VALVE
3. OIL PRESSURE REGULATING VALVE
4. OIL PRESSURE GAGE
5. AIRFRAME WIRING HARNESS
6. OIL PRESSURE TRANSDUCER
OIL TEMPERATURE
OK ?
NO
RECHECK AT
HIGHER OIL
TEMPERATURES
NO
RECTIFY OR REPLACE
(REF. 720150)
NO
RECTIFY OR REPLACE
(REF. 720150)
NO
RECTIFY OR REPLACE
(REF. 720150)
NO
RECTIFY OR REPLACE
(REF. AMM)
NO
RECTIFY OR REPLACE
(REF. AMM)
NO
REPLACE
(REF. AMM)
YES
REGULATING VALVE
RESTRICTOR OK ?
YES
OIL PRESSURE CHECK
VALVE OK ?
YES
SYSTEM NORMAL
REGULATING VALVE
OK ?
OIL PRESSURE
INDICATING
SYSTEM OK ?
NO
GAGE OK ?
YES
YES
CABLES AND
CONNECTIONS OK ?
SYSTEM NORMAL
YES
OIL PRESSURE
TRANSDUCER OK ?
C26229A
Slow Oil Pressure Buildup after 40% NH During Starting
Figure 119
72-00-01
Page 140
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1. ITT GAGE
3. T6 WIRING HARNESS
4. THERMOCOUPLES
5. T6 TRIM RESISTOR
6. INTERCOMPRESSOR BLEED VALVE
& TORQUE MOTOR
7. P2.5 CHECK VALVE
8. P3 BLEED VENTURI
9. LP DIFFUSER DUCTS
HIGH ITT/T6 TEMPERATURE
TEST ENGINE AND

INDICATING SYSTEM
WITH TEST SET EET 4000
INDICATING SYSTEM OK ?
NO
GAGE OK ?
NO
REPLACE
(REF. AMM)
NO
RECTIFY OR
REPLACE
(REF. AMM)
YES
YES
CABLES AND
CONNECTIONS OK ?
YES
NO
T6 WIRING HARNESS
OK ?
RECTIFY OR
REPLACE
(REF. 720160)
YES
TRIM RESISTER OK ?
NO
REPLACE
(REF. 720160)
NO
REPLACE
(REF. 720160)
YES
SYSTEM NORMAL
THERMOCOUPLES OK ?
C74845
72-00-01
Page 141
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
HIGH ITT/T6 TEMPERATURE
AIR BLEED
SYSTEM OK ?
NO
1. ITT GAGE
3. T6 WIRING HARNESS
4. THERMOCOUPLES
5. T6 TRIM RESISTER
6. INTERCOMPRESSOR BLEED
VALVE AND TORQUE MOTOR
INTERCOMPRESSOR BLEED
VALVE AND SERVO VALVE
OK ?
YES
7. P2.5 CHECK VALVE

8. P3 BLEED VENTURI
9. LP DIFFUSER DUCTS
NO
REPLACE
(REF. 720130)
YES
SYSTEM NORMAL
P2.5 CHECK VALVE OK ?
NO
REPLACE
(REF. 723000)
YES
P3 BLEED AIR VENTURI

ADAPTER OK ?
CHECK THE FOLLOWING FOR

EXTERNAL AIR LEAKS:
SWITCHING VALVE HOUSING SEAT
SWITCHING VALVE BOSS
LP DIFFUSER DUCTS GAS GENERATOR
DRAIN, P3 AND FUEL NOZZLE BOSSES
AND ADJACENT AREA
NL PROBE PACKINGS
SEAL TUBE (NL PROBE OPPOSITE
POSITION) PACKINGS
T6 THERMOCOUPLE LOOSE/MISSING
P2.5 AIRTOREAR INLET CASE TUBE OK ?
NO
YES
REPLACE
(REF. 720130)
REPLACE AS
REQUIRED
NO
SYSTEM NORMAL
C26232
72-00-01
Page 142
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
ENGINE STALL
AIR SYSTEM
OK ?
YES
1. LP COMPRESSOR BLEED SHROUD

2. P2.5 CHECK VALVE
3. INTERCOMPRESSOR BLEED VALVE TORQUE MOTOTR
5. MFCU P3 AIR TUBE
6. EEC
7. AFU
8. MFCU
NO
LP COMPRESSOR
BLEED SHROUD OK?
NO
RECTIFY OR
REPLACE
(REF. 723000)
NO
RECTIFY OR
REPLACE
(REF. AMM)
NO
RECTIFY OR
REPLACE
(REF. 720130)
NO
RECTIFY OR
REPLACE
(REF. 720130)
YES
P2.5 CHECK VALVE

OK ?
YES
VALVE SERVO VALVE OK ?
YES
SYSTEM NORMAL
TEST INTERCOMPRESSOR
BLEED VALVE (REF. 720130)
OK ?
C26233A
Engine Stall
72-00-01
Page 143
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
ENGINE STALL
ENGINE STEADY STATE

PERFORMANCE NORMAL
RELATIVE TO GROUND
RUN CHECK CHARTS ?
1. LP COMPRESSOR BLEED SHROUD

2. P2.5 CHECK VALVE
TORQUE MOTOR
5. MFCU P3 AIR TUBE
6. EEC
7. MFCU
NO
INSTRUMENTATION OK ?
NO
RECTIFY
(REF. AMM)
YES
YES
BORESCOPE INSPECTION OF
IMPELLERS, DIFFUSERS,
TURBINES, VANES AND BLADES
(REF. INSPECTION/CHECK) OK ?
SYSTEM NORMAL
FUEL SYSTEM OK ?
YES
SYSTEM NORMAL
NO
P3 LINE TO MFCU OK ?
NO
RECTIFY OR
REPLACE
DEFECTIVE
COMPONENTS
NO
RECTIFY
(REF. 720130)
NO
RECTIFY OR
REPLACE
COMPONENTS
YES
ELECTRONIC FUEL CONTROL

CONTROL SYSTEM OK ?
LRU FAULT CODE: 85
C38585
Engine Stall
72-00-01
Page 144
Nov 04/2005

MAINTENANCE MANUAL
SUSPECT LRU
SYMPTOMS
1) UNABLE TO ROTATE PROPELLER MANUALLY

ENGINE
SEVERAL MINUTES AFTER ENGINE SHUTDOWN
2) PROPELLER DOES NOT ROTATE AFTER ENGINE START
3) LOUD RUBBING NOISE COMING FROM BACK END OF ENGINE WHEN PROPELLER IS ROTATED MANUALLY
4) OIL SMELL IN CABIN BLEEDS
5) VIBRATION DURING PROPELLER UNFEATHERING SEQUENCE
BORESCOPE THE FIRST

STAGE PT BLADES TO
CHECK FOR BLADE SHIFT,
LEADING EDGE/TIP
IMPACT DAMAGE, PLATFORM
RUBS OR EVIDENCE OF OIL
STAINS
(REF. INSPECTION/CHECK).
OK (REF. NOTE)?
YES
PROPELLER ROTATES
FREELY AT SUBSEQUENT
ENGINE START FREES
UP AT GI?
YES
RUB PERSISTS 100 HOURS

AFTER NEW/HSI/OVERHAUL
NO
YES
NO
IMMEDIATELY AFTER SHUTDOWN

NO
(WHEN ENGINE IS HOT) ROTATE
PROPELLER. IS RUB AUDIBLE?
NO
YES
CAN POWER TURBINE ASSY. BE

REMOVED WITHOUT REMOVAL
OF ENGINE?
NO
REMOVE ENGINE
(REF. AMM).
YES
REMOVE POWER TURBINE ASSY.

(REF. 720300/TURBOMACHINERY
REMOVAL).
YES
PROPELLER SHAFT ROTATES
FREELY WITH NO RUBBING NOISE?
INSTALL A SERVICEABLE POWER

TURBINE ASSEMBLY (REF. 720300,
TURBOMACHINERY INSTALLATION)
AND RETURN ENGINE TO SERVICE.
SYSTEM NORMAL
NO
REMOVE/SEND ENGINE FOR

INVESTIGATION (REF. AMM).
NOTE:
WHEN THE ENGINE HAS COOLED AND THE TEMPERATURE EQUALIZED, P.T. STATOR DISTORTION AND TIGHT TIP
CLEARANCES CAN CAUSE BLADE RUBBING. THIS IS NORMAL AND USUALLY DISAPPEARS DURING ENGINESTART.
A BORESCOPE INSPECTION SHOULD BE CARRIED OUT THE FIRST TIME A PROPELLER DOES NOT ROTATE MANUALLY
OR WHEN THE BEHAVIOR OF THE PROPELLER DURING STARTUP/SHUTDOWN DEVIATES FROM ITS USUAL PATTERN.
C25382B
Unable to Rotate Propeller Manually after Engine Shutdown/Propeller Does Not Rotate after
Engine Start
Figure 122
72-00-01
Page 145
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
ELECTRICAL CIRCUIT
COMPLETED ON CHIP DETECTOR
1. CHIP DETECTOR
2. INDICATING SYSTEM
3. MODULE
MAGNETIC CHIPS FOUND NO

ON CHIP DETECTOR?
YES
TROUBLESHOOT
(REF. DEBRIS IN
OIL SYSTEM)
CHIP DETECTOR
CONTINUITY OK?
REPLACE CHIP
DETECTOR
(REF. 720150)
NO
YES
INDICATING
SYSTEM OK?
NO
RECTIFY
YES
SYSTEM NORMAL
C25401
Chip Detector Circuit Completion
Figure 123
72-00-01
Page 146
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
BYPASS INDICATOR ACTIVATED
SCAVAENGE OIL FILTER BYPASS

ACTIVATED?
1. BYPASS INDICATOR
2. ENGINE
REFER TO SCAVENGE OIL

FILTER BYPASS INDICATOR
ACTIVATION PROCEDURE
YES
NO
REMOVE MAIN OIL FILTER
CHIP DETECTOR & STRAINER
IS MAIN OIL FILTER

CONTAMINATED ?
NO
REPLACE BYPASS INDICATOR
YES
CARRY OUT PATCH CHECK
REF. 720150
DID PATCH CHECK REVEAL MATERIAL

OTHER THAN FINE CARBON PARTICLES
NOTE 1
NO
CLEAN OR CHANGE
OIL FILTER
NOTE 2
RETURN ENGINE TO SERVICE
YES
REFER TO EMM 720150 PAR.H
FOR MAINTENANCE RECOMMENDATION
REFER TO FAULT ISOLATION CHART

FIG. 128 OF DEBRIS IN OIL SYSTEM
NOTE 1: THE MOST COMMON NONMETALLIC CONTAMINATION IS CARBON PARTICLES CAUSED BY

THERMAL BREAKDOWN OF THE OIL DUE TO EXPOSURE TO HIGH TEMPERATURE. CARBON CAN BE
IDENTIFIED AS FINE BLACK SOOTY PARTICLES, WHICH MAY NOT BE DISLODGED FROM FILTER ELEMENT
DURING PATCH CHECK.
NOTE 2: REVIEW/ADJUST OIL FILTER CLEANING OR REPLACEMENT INTERVAL BASED ON IMPENDING
BYPASS EXPERIENCES.
C26235C
Main Oil Filter Impending Bypass Indicator Activated
72-00-01
Page 147
Nov 04/2005

MAINTENANCE MANUAL
Cont d from Sheet 1
IS BYPASS INDICATOR
ACTIVATED ?
YES
REPLACE ENGINE, AIRCRAFT

OIL COOLER, PCU & REQUIRED
PROPELLER COMPONENTS.
FLUSH AIRCRAFT OIL SYSTEM
NO
RETURN TO STANDARD BYPASS

INDICATOR. CHECK INTERVAL.
NOTE: AN IMPENDING BYPASS INDICATION DOES NOT NECESSARILY MEAN THAT OIL FILTER
WAS BYPASSED. AN ASSESSMENT OF AMOUNT OF CONTAMINATION CAN INDICATE
WHETHER A BYPASS HAS ACTUALLY OCCURRED. IF DEBRIS IS DEPOSITED ON MOST
OF SURFACE OF FILTER ELEMENT, ASSOCIATED HOUSING AND CHIP DETECTOR
STRAINER, IT CAN BE CONSIDERED THAT A BYPASS HAS OCCURRED.
C35215A
Main Oil Filter Impending Bypass Indicator Activated
72-00-01
Page 148
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
BYPASS INDICATOR ACTIVATED
1. BYPASS INDICATOR
2. REDUCTION GEARBOX
REFER TO MAIN OIL FILTER

BYPASS INDICATOR
ACTIVATION PROCEDURE
YES
MAIN OIL BYPASS INDICATOR

ACTIVATED ?
NO
REMOVE RGB SCAVENGE
FILTER, CHIP DETECTOR
AND STRAINERS
IS RGB SCAVENGE FILTER

CONTAMINATED WITH
LOOSE DEBRIS ?
NO
REPLACE RGB SCAVENGE

FILTER BYPASS INDICATOR
YES
DID PATCH CHECK REVEAL MATERIAL

OTHER THAN FINE CARBON PARTICLES
NOTE 1
NO
CLEAN OR CHANGE
OIL FILTER
NOTE 2
YES
REFER TO EMM 720150 PAR.H
FOR MAINTENANCE RECOMMENDATION
REFER TO FAULT ISOLATION CHART

FIG. 128 OF DEBRIS IN OIL SYSTEM
NOTE 1: THE MOST COMMON NONMETALLIC CONTAMINATION IS CARBON PARTICLES CAUSED BY

THERMAL BREAKDOWN OF THE OIL DUE TO EXPOSURE TO HIGH TEMPERATURE. CARBON CAN BE
IDENTIFIED AS FINE BLACK SOOTY PARTICLES, WHICH MAY NOT BE DISLODGED FROM FILTER ELEMENT
DURING PATCH CHECK.
NOTE 2: REVIEW/ADJUST OIL FILTER CLEANING OR REPLACEMENT INTERVAL BASED ON IMPENDING
BYPASS EXPERIENCES.
C26236C
RGB Scavenge Oil Filter Impending Bypass Indicator Activated
72-00-01
Page 149
Nov 04/2005

MAINTENANCE MANUAL
C35213
RGB Scavenge Oil Filter Impending Bypass Indicator Activated
72-00-01
Page 150
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
ENGINE DOES NOT REACH GROUND

IDLE SPEED WITHIN 30 SECONDS
REPEAT START WITH EEC

SELECTED OFF. START OK?
YES
NO
1. EEC
2. MFC
3. ELECTRICAL
HARNESS
4. CONDITION
LEVER RIGGING
5. P3 LINE
6. Py LINE
7. OVERSPEED
GOVERNOR
CHECK EEC
FAULT CODES.
OK?
YES
8. FLOW DIVIDER &

DUMP VALVE
9. FUEL MANIFOLD
TRANSFER TUBE
PACKING
10. AIRCRAFT BOOSTER
PUMPS
11. FUEL FLOWMETER
12. FUEL PUMP
13. FUEL NOZZLES
14. TURBOMACHINERY
15. STARTER
REPLACE MFC
(REF. 720140)
START OK?
NO
NO
CONTACT P&WC
YES
RECITIFY/REPLACE
EEC. START OK?
YES
SYSTEM
NORMAL
NO
REPLACE ELECTRICAL
HARNESS. START OK?
YES
NO
CONTACT P&WC
FUEL FLOW HIGHER THAN

90 PPH WHEN CLA MOVED
TO FEATHER?
YES
CONTD ON
SHEET 2 (A)
NO
CHECK CLA
RIGGING OK?
NO
RECITIFY
YES
CONTD ON
SHEET 2 (B)
C76749
Hung Start
72-00-01
Page 151
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM
SHEET 1 (A)
FUEL FLOW DOES NOT INCREASE
OR INCREASES SLIGHTLY AFTER
LIGHT UP?
YES
P3 LINE TO MFC
BLOCKED OR
LEAKING?
REPAIR OR REPLACE
NO
NO
CONTD ON
SHEET 4 (D)
NO
YES
PLUG Py LINE AT
MFC. START OK?
FUEL FLOW DECREASES

AFTER LIGHT UP?
YES
YES
REPLACE Py LINE
START OK?
NO
NO
SYSTEM
NORMAL
YES
PLUG MOTIVE FLOW LINE
AT MFC. START OK?
YES
REFER TO AMM FOR

MOTIVE FLOW /
JET PUMP INSPECTION
REPLACE OVERSPEED
GOVERNOR. START OK?
NO
DISCONNECT MFC
DRAIN. START OK?
NO
REFER TO AMM FOR

DRAIN SYSTEM
INSPECTION
YES
YES
CONTACT P&WC
NO
CONTACT P&WC
CONTD FROM
SHEET 1 (B)
YES
FUEL DRAINING FROM

FLOW DIVIDER AND DUMP
VALVE DURING START?
YES

AND DUMP VALVE.
START OK?
NO
NO
FUEL DRAINING FROM
FUEL MANIFOLD DRAIN
DURING START OK?
YES
REPLACE TRANSFER
TUBE PACKINGS.
START OK?
NO
YES
SYSTEM
NORMAL
CONTACT P&WC
SYSTEM
NORMAL
NO
CONTD ON SHEET 3 (C)

CONTACT P&WC
C76750
Hung Start
72-00-01
Page 152
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM
SHEET 2 (C)
ARE LP/HP FUEL FILTER

BYPASS INDICATORS
ACTIVATED?
YES
CARRY OUT TROUBLESHOOTING

CHARTS FOR LP/HP FUEL FILTER
BYPASS INDICATORS ACTIVATED
NO
ARE AIRCRAFT BOOSTER
PUMPS WORKING?
NO
REPAIR OR REPLACE
(REF. AMM)
YES
REPLACE FUEL
FLOWMETER
START OK?
YES
SYSTEM NORMAL
NO
AND DUMP VALVE
START OK?
YES
SYSTEM NORMAL
NO
REPLACE MFC AND
FUEL PUMP
START OK?
YES
SYSTEM NORMAL
NO
REPLACE FUEL NOZZLES
START OK?
YES
SYSTEM NORMAL
NO
CONTACT P&WC
C76751
Hung Start
72-00-01
Page 153
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM
SHEET 2 (D)
CHECK IF HP ROTOR IS
HARD TO ROTATE OR
MAKES NOISE?
YES
BORESCOPE HPT
ROTOR. IS THERE
EVIDENCE OF RUBBING?
REPLACE
TURBOMACHINERY
MODULE
YES
NO
NO
REPLACE STARTER.
ROTATION/START OK?
YES
SYSTEM
NORMAL
NO
REPLACE FUEL PUMP
ROTATION/START OK?
YES
SYSTEM
NORMAL
NO
CONTACT P&WC
CHECK THE STARTER

BRUSHES, POWER SUPPLY.
STARTER OK?
NO
RECTIFY
(REF. AMM)
YES
CONTACT P&WC
C76752
Hung Start
72-00-01
Page 154
Nov 04/2005

MAINTENANCE MANUAL
REMOVE ASSOCIATED OIL

FILTER AND CHIP DETECTOR.
INSPECT ASSOCIATED OIL

FILTER AND CHIP DETECTOR.
COLLECT DEBRIS FOUND.
DETERMINE IF DEBRIS
FOUND IS AN ALLOWABLE
OR A NONALLOWABLE
DEBRIS (REF.720150).
IF IT IS A NONALLOWABLE
DEBRIS, DETERMINE THE
CATAGORY (REF.720150).
IS DEBRIS ALLOWABLE?
YES
NO
IS DEBRIS NONALLOWABLE
CATAGORY 1?
NO
CLEAN AND INSTALL OIL FILTERS,

STRAINER, CHIP DETECTOR
STRAINERS AND CHIP DETECTORS.
RETURN ENGINE TO SERVICE,
PENDING RESULT OF LABORATORY
ANALYSIS.
RECORD CATAGORY, TYPE

AND ORIGIN OF DEBRIS.
SEND DEBRIS TO AN
APPROVED LABORATORY.
REFER TO CHART
"EVALUATION OF
LABORATORY REPORT"

SEND DEBRIS TO AN
APPROVED LABORATORY.
DEBRIS ORIGINATED IN
TURBOMACHINERY?
YES
YES
SEE SHEET 2
REFER TO CHART
"OIL DEBRIS FROM
TURBOMACHINERY"
NO
REFER TO CHART
"OIL DEBRIS
FROM RGB"
C74110
72-00-01
Page 155
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM SHEET 1

IS DEBRIS IDENTIFIABLE AS
A NO.9 BEARING
KEYWASHER DEBRIS?
YES
NO
IS DEBRIS IDENTIFIABLE AS
AS A TAB WASHER
DEBRIS?
NO
REPLACE AFFECTED MODULE

(SEE NOTE 1)
YES
HAS SIMILAR EVENT

OCCURRED SINCE LAST
MODULE OVERHAUL?
YES
REMOVE RGB.
NO
IS THERE EVIDENCE OF
THE KEYWASHER
FRAGMENT HAVING GONE
THROUGH THE GEARTEETH,
THEREBY DAMAGING THE
CONTACTING SURFACE?
YES
NO
RGB MODULE MAY

REMAIN IN SERVICE.
NOTE 1:
AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS,
IT IS RECOMMENDED THAT THE REPLACEMENT ENGINE HAVE AN OILFILTER
PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE
BEARING/GEAR MATERIAL FROM THE ORIGINAL FAILURE HAS NOT CONTAMINATED
THE REPLACEMENT ENGINE DUE TO INCOMPLETE FLUSHING OF THE
AIRFRAME/PROPELLER OIL SYSTEM(S). IF MAGNETIC MATERIAL IS
FOUND, REPEAT PATCH CHECK AFTER 50 HOURS. IF THE AMOUNT OF
MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50HOUR INTERVALS
UNTIL NO MAGNETIC MATERIAL IS FOUND. THE TIME BETWEEN PATCH CHECKS
SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND
CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL
INCREASES OR IF MAGNETIC MATERIAL IS FOUND AFTER THE SECOND CLEAN
PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL
SYSTEM MUST BE CARRIED OUT.
C74111A
72-00-01
Page 156
Nov 04/2005

MAINTENANCE MANUAL
NOTE: DO THE "DEBRIS IN OIL SYSTEM" CHART

BEFORE YOU DO THIS PROCEDURE.
HAS TURBOMACHINERY A
RECENT HISTORY (WITHIN
400 HOURS) OF
GENERATING DEBRIS?
YES
REVIEW THE RESULTS OF

LAST LABORATORY ANALYSIS.
(REF. NOTE 2)
NO
WERE THE RESULTS OF
THE PREVIOUS LABORATORY
ANALYSIS BEARING MATERIAL?
(NOTE 1)
CLEAN AND INSTALL FILTERS,
STRAINERS, CHIP DETECTOR
STRAINERS AND CHIP
DETECTORS.
RUN ENGINE AT 80%

TORQUE FOR 10 MINUTES.
(REF. AMM)
YES
REMOVE
TURBOMACHINERY.
(SEE NOTE 3)
NO
IS THE QUANTITY OF DEBRIS

THE SAME OR INCREASED OR
IS MODULE CONSISTENTLY
GENERATING DEBRIS?
YES
REMOVE
TURBOMACHINERY
AT FIRST OPPORTUNITY
OR WITHIN 10FH
(SEE NOTE 3)
NO
NO
REMOVE AND INSPECT OIL

FILTERS, STRAINERS, CHIP
DETECTORS AND CHIP
DETECTOR STRAINERS.
IS DEBRIS FOUND?
YES
DRAIN AND FLUSH ENGINE

AND POWERPLANT OIL
SYSTEM.
CLEAN AND REINSTALL

DETECTOR STRAINERS
AND CHIP DETECTORS.
SEE SHEET 2 (B)
SEE SHEET 2 (C)
SEE SHEET 2 (A)
C74112
Debris in Oil System From the Tubomachinery Module
72-00-01
Page 157
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM SHEET 1

(B)
CONTD FROM SHEET 1

(C)
CONTD FROM SHEET 1

(A)
FILL UP ENGINE AND

POWERPLANT OIL SYSTEM.
RUN ENGINE AT 80%

(REF. AMM)

DETECTORS AND CHIP
DETECTOR STRAINERS.
IS DEBRIS FOUND?
YES
REMOVE TURBOMACHINERY
MODULE. (SEE NOTE 3)
NO
CLEAN AND REINSTALL

DETECTOR STRAINERS AND
CHIP DETECTORS.

LAST LABORATORY ANALYSIS
BEFORE NEXT DISPATCH.
REFER TO CHART "EVALUATION
OF LABORATORY REPORT".
(REF. NOTE 1)
YES
RETURN ENGINE TO SERVICE AND CHECK

AIRFRAME CONDITION PANEL (IF APPLICABLE)
FOR CHIP DETECTOR CIRCUIT COMPLETION
OR REMOVE AND INSPECT CHIP DETECTOR/
COLLECTOR DAILY FOR 50 FH.
CHECK OIL FILTERS FOR DEBRIS AFTER
50 FH (REF. NOTE 1)
NO
REFER TO CHART
"EVALUATION OF
LABORATORY REPORT"
WHEN ANALYSIS RESULT
OF MOST CURRENT DEBRIS
IS AVAILABLE.
IS DEBRIS FOUND ?
C74113A
72-00-01
Page 158
Nov 04/2005

MAINTENANCE MANUAL
NOTE 1:
RESULTS OF PREVIOUS LABORATORY ANALYSIS AND ORIGIN OF DEBRIS SHOULD BE

DETERMINED WITHIN 50 FLIGHT HOURS OF ORIGINAL DETECTION OF DEBRIS.
NOTE 2:
RESULTS OF LAST SAMPLE MUST BE KNOWN PRIOR TO CONTINUING.
NOTE 3:
AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS

RECOMMENDED THAT THE REPLACEMENT ENGINE HAVE AN OILFILTER PATCH CHECK
CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL FROM
THE ORIGINAL FAILURE DUE TO INCOMPLETE FLUSHING OF THE AIRFRAME/PROPELLER
OIL SYSTEM(S) HAS NOT CONTAMINATED THE REPLACEMENT ENGINE. IF MAGNETIC
IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS. IF THE AMOUNT OF MATERIAL IS
REDUCED, REPEAT PATCH CHECK AT 50HOUR INTERVALS UNTIL NO MAGNETIC
MATERIAL IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE
STANDARD INTERVAL AFTER THE SECOND CONSECUTIVE CLEAN PATCH CHECK.
IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS
FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED
FOR DEBRIS IN OIL SYSTEM MUST BE CARRIED OUT.
C74114
72-00-01
Page 159
Nov 04/2005

MAINTENANCE MANUAL
NOTE 1 : DO THE "DEBRIS IN OIL SYSTEM" CHART

BEFORE YOU DO THIS PROCEDURE.
NOTE 2 : A HAIRLIKE FILAMENT COMPOSED OF A SINGLE
CHAIN OF METALLIC DUST (FUZZ) IS CONSIDERED
ACCEPTABLE. NO ACTION REQUIRED.
DEBRIS ORIGINATES
FROM THE RGB.
HAS RGB A RECENT

HISTORY (WITHIN 400
HOURS) OF GENERATING
DEBRIS?
YES
SCHEDULE RGB REMOVAL

WITHIN 50FH OF CURRENTLY
REPORTED DEBRIS.
(SEE NOTE 4)

LAST LABORATORY ANALYSIS.
(REF. NOTE 2)
NO
YES
WERE THE RESULTS OF THE
PREVIOUS LABORATORY
ANALYSIS BEARING
MATERIAL? (NOTE 1 & 6)
CLEAN AND INSTALL FILTERS,

STRAINERS, CHIP DETECTOR
STRAINERS AND CHIP
DETECTORS.
NO / UNKNOWN
IS THE QUANTITY OF DEBRIS

THE SAME OR INCREASED
OR IS RGB CONSISTENTLY
GENERATING DEBRIS?
NO
YES
IS DEBRIS ORIGINATING
IN THE RGB AND NOT THE
ACCESSORIES (PCU
GENERATOR OR O/S
GOVERNOR AND HYDRAULIC
PUMP)? (REF. NOTE 3 & 5)
RUN ENGINE AT 80%

(REF. AMM)
NO
REPLACE DEFECTIVE
ACCESSORIES.
YES
REMOVE AND INSPECT
OIL FILTERS, STRAINERS,
CHIP DETECTORS AND
CHIP DETECTOR STRAINERS.
IS DEBRIS FOUND?
NO
REMOVE RGB WITHIN 50FH
OF CURRENTLY REPORTED
DEBRIS. (SEE NOTE 4)
YES
DRAIN AND FLUSH ENGINE

AND POWERPLANT OIL
SYSTEM.
CLEAN AND REINSTALL

DETECTOR STRAINERS
AND CHIP DETECTORS.
SEE SHEET 2 (C)
SEE SHEET 2 (B)
SEE SHEET 2 (A)
C74131A
Debris in Oil System from the Reduction Gearbox Module
72-00-01
Page 160
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM SHEET 1

(C)
CONTD FROM SHEET 1

(B)
CONTD FROM SHEET 1

(A)
FILL UP ENGINE AND

POWERPLANT OIL SYSTEM.
RUN ENGINE AT 80%

(REF. AMM)
REPLACE DEFECTIVE
ACCESSORIES.
YES
FROM ACCESSORIES
(PCU GENERATOR OR
O/S GOVERNOR AND
HYDRAULIC PUMP)?
(REF. NOTE 1, 3 & 5)
YES
NO
NO
CLEAN AND REINSTALL

DETECTOR STRAINERS AND
CHIP DETECTORS.
REMOVE RGB MODULE WITHIN

50 HOURS OF CURRENTLY
REPORTED DEBRIS
(REF. SHEET 1 )
(SEE NOTE 4)

LAST LABORATORY ANAYLSIS
WITHIN 25 FH OF THE INITIAL
FINDING OF THE CURRENT
REPORTED DEBRIS. REFER TO
CHART "EVALUATION OF
LABORATORY REPORT"
(REF. NOTE 1 AND 6)

DETECTORS AND CHIP
DETECTOR STRAINERS.
IS DEBRIS FOUND?
YES

AND CHECK AIRFRAME CONDITION
PANEL (IF APPLICABLE) FOR CHIP
DETECTOR CIRCUIT COMPLETION
OR REMOVE AND INSPECT CHIP
DETECTOR/COLLECTOR AFTER
10 FH AND AFTER 50 FH.
CHECK OIL FILTERS FOR DEBRIS
AFTER 50 FH (REF. NOTE 1).
NO
REFER TO CHART
"EVALUATION OF
LABORATORY REPORT"
WHEN ANALYSIS
RESULT OF MOST
CURRENT DEBRIS
IS AVAILABLE.
IS DEBRIS FOUND ?
C74132B
72-00-01
Page 161
Nov 04/2005

MAINTENANCE MANUAL
NOTE 1:
RESULTS OF PREVIOUS LABORATORY ANALYSIS AND ORIGIN OF DEBRIS SHOULD BE DETERMINED WITHIN 50 FLIGHT HOURS
OF ORIGINAL DETECTION OF DEBRIS.
NOTE 2:
RESULTS OF LAST SAMPLE MUST BE KNOWN PRIOR TO CONTINUING.
NOTE 3:
IT SHOULD HAVE ALREADY BEEN DETERMINED THAT THE RGB AND NOT RGB MOUNTED ACCESSORIES ARE GENERATING THE
DEBRIS.
NOTE 4:
AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS RECOMMENDED THAT THE REPLACEMENT
ENGINE HAVE AN OILFILTER PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL
FROM THE ORIGINAL FAILURE HAS NOT CONTAMINATED THE REPLACEMENT ENGINE DUE TO INCOMPLETE FLUSHING
OF THE AIRFRAME/PROPELLER OIL SYSTEM(S). IF MAGNETIC MATERIAL IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS.
IF THE AMOUNT OF MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50HOUR INTERVALS UNTIL NO MAGNETIC MATERIAL
IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND
CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS
FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL SYSTEM MUST
BE CARRIED OUT.
NOTE 5:
IT IS POSSIBLE THAT DEBRIS BELIEVED TO BE ORIGINATING FROM RGB MODULE IS, IN FACT, ORIGINATING FROM PROPELLER
CONTROL UNIT (PCU), OVERSPEED GOVERNOR (O/S GOVERNOR), HYDRAULIC PUMP OR FEATHERING PUMP. TO DETERMINE
THE ACTUAL SOURCE OF THE DEBRIS, REFER TO THE LIST OF MATERIAL AND IDENTIFY MOST PROBABLE SOURCE.
ALTERNATELY, REMOVE THESE COMPONENTS INDIVIDUALLY BASED ON THE MOST PROBABLE SOURCE OF DEBRIS. CHECK
CHIP DETECTOR DAILY TO DETERMINE IF THE RGB IS STILL MAKING DEBRIS. IDENTIFY THE SOURCE OF DEBRIS WITHIN 50 HOURS
OF THE ORIGINALLY REPORTED DEBRIS.
NOTE 6:
AMS6444 (52100) / AMS6491 (M50) MATERIAL IN RGB DEBRIS MAY BE CAUSED BY ELECTROEROSION OF THE NO.15, 18 AND 19
BEARINGS. CHECK PROPELLER DEICING SYSTEM IN ACCORDANCE WITH PROPELLER MAINTENANCE DOCUMENTATION.
RECORD AND REPORT RESULTS OF CHECK TO LOCAL P&WC FIELD REPRESENTATIVE.
C74128
72-00-01
Page 162
Nov 04/2005

MAINTENANCE MANUAL
DEBRIS ANALYZED AT
LABORATORY (TABLE MATERIAL
SPECIFICATIONS SHOULD BE
CONSULTED TO DETERMINE
WHICH COMPONENT IS
GENERATING DEBRIS).
NO
WAS DEBRIS BEARING MATERIAL

AMS6444 (52100) / AMS6491 (M50) /
AMS6414 / AMS6415?
YES
WAS THE RGB

GENERATING
DEBRIS?
NO
YES
FROM ACCESSORIES
(PCU GENERATOR OR YES
O/S GOVERNOR AND
HYDRAULIC PUMP)?
(REF. NOTE 1 & 7)
REPLACE
DEFECTIVE
ACCESSORIES.
NO
WAS DEBRIS
ALLOWABLE?
YES
WAS THE
TURBOMACHINERY
GENERATING
DEBRIS?
CONTINUE
IN SERVICE
YES
HAS RGB A RECENT

HISTORY (WITHIN
400 HOURS) OF
GENERATING
DEBRIS?
NO
YES
REPLACE RGB
WITHIN 50 FLIGHT
HOURS OF MOST
CURRENTLY
REPORTED DEBRIS.
(REF. NOTE 2 & 5)
NO
REPLACE MODULE
(REF. NOTE 2)
CONTINUE
IN SERVICE.
(REF. NOTE 4)
CARRY OUT AN INSPECTION (BORESCOPE)
OF THE FOLLOWING COMPONENTS DEPENDING
WHICH MODULE THE DEBRIS WAS FOUND IN
YES
WAS DEBRIS
(RGB: FIRSTSTAGE GEARS;
GEAR MATERIAL?
TURBOMACHINERY: ANGLE DRIVE GEARBOX
GEARS, OIL PUMP DRIVE GEARS, FUEL PUMP
NO
DRIVE GEARS AND STARTER GENERATOR
DRIVE GEARS). (REF. EMM).
INSPECT RGB
CHIP DETECTOR
AFTER 50 FLIGHT
HOURS. IS DEBRIS
FOUND?
NO
CONTINUE
IN SERVICE.
(REF. NOTE 4)
YES
IS MODULE IN
ACCEPTABLE
CONDITION?
NO
SEE SHEET 2
REMOVE MODULE
(REF. NOTE 2)
YES
CONTINUE
IN SERVICE
REPLACE RGB
WITHIN 50 FLIGHT
HOURS OF MOST
CURRENTLY
REPORTED DEBRIS.
(REF. NOTE 2 & 5)
NOTE : REFER TO CHAPTER 720150 FOR A LIST OF THE MOST FREQUENT

NONMAGNETIC MATERIALS FOUND IN OIL FILTER DEBRIS.
C74129A
Oil Debris - Evaluation of Laboratory Report
72-00-01
Page 163
Nov 04/2005

MAINTENANCE MANUAL
CONTD FROM SHEET 1
WAS LABYRINTH SEAL

MATERIAL AMS5504 /
AMS5613 / AMS5663?
(REF. NOTE 3)
NO
YES
WAS DEBRIS FOUND AT
FIRST FILTER OR PATCH
CHECK FROM NEW,
OVERHAULED OR REPAIRED
ENGINE (MAJOR OR MINOR
CONTAMINANT)?
(REF. NOTE 6)
REFER TO 720000, MAINTENANCE PRACTICES,

MATERIAL SPECIFICATIONS AND COMMON CONTAMINANTS
(ORGANIC AND NONORGANIC) TABLES AND DETERMINE
POSSIBLE SOURCE(S) OF DEBRIS ORIGINATOR(S).
AS NECESSARY, DETERMINE THE SOURCE OF
CONTAMINATION PER APPLICABLE MAINTENANCE MANUAL.
OTHERWISE, RETURN MODULE TO AN OVERHAUL FACILITY.
NO
YES
CARRY OUT AN ADDITIONAL
FILTER PATCH CHECK AFTER NO
50 FLIGHT HOURS. WAS
LABYRINTH SEAL
MATERIAL FOUND?
RETURN MODULE
TO SERVICE.
YES
BORESCOPE ENGINE AS
REQUIRED. (REF. NOTE 7)
IS MODULE IN
ACCEPTABLE CONDITION?
NO
REMOVE MODULE.
(REF. NOTE 2)
YES
ENGINE MAY REMAIN IN SERVICE.
CHECH AIRFRAME CONDITION PANEL
(IF APPLICABLE) FOR CHIP DETECTOR
CIRCUIT COMPLETION OR REMOVE
NO
AND INSPECT CHIP DETECTOR/
COLLECTOR DAILY FOR 50 FH.
CHECK OIL FILTER FOR DEBRIS
AFTER 50 FH.
IS DEBRIS FOUND ?
RETURN MODULE
TO SERVICE.
YES
IS LABYRINTH SEAL
MATERIAL FOUND (MAJOR NO
OR MINOR CONTAMINANT)?
(REF. NOTE 6)
RESTART THIS PROCEDURE FROM

SHEET 1 TO IDENTIFY MOST
PROBABLE SOURCE OF DEBRIS
YES
REMOVE MODULE.
C74121A
72-00-01
Page 164
Nov 04/2005

MAINTENANCE MANUAL
NOTE 1: IT SHOULD HAVE ALREADY BEEN DETERMINED THAT THE RGB AND NOT RGB MOUNTED ACCESSORIES ARE GENERATING
THE DEBRIS.
NOTE 2: AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS RECOMMENDED THAT THE REPLACEMENT
ENGINE HAVE AN OILFILTER PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL
FROM THE ORIGINAL FAILURE HAS NOT CONTAMINATED THE REPLACEMENT ENGINE DUE TO INCOMPLETE FLUSHING
OF THE AIRFRAME/PROPELLER OIL SYSTEM(S). IF MAGNETIC MATERIAL IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS.
IF THE AMOUNT OF MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50HOUR INTERVALS UNTIL NO MAGNETIC MATERIAL
IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND
CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS
FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL SYSTEM MUST
BE CARRIED OUT.
NOTE 3: IF THE INITIAL PATCH CHECK OR FILTER CHANGE IS CARRIED OUT AT MORE THAN 100 FLIGHT HOURS, THE SEAL MATERIAL
FOUND MAY HAVE BEEN GENERATED AFTER THE RUNNINGIN PERIOD. THEREFORE, AN ADDITIONAL PATCH CHECK MUST
BE CARRIED OUT AFTER APPROXIMATELY ONE WEEK (50 FLIGHT HOURS). CARRY OUT THE INSPECTIONS SHOWN FOR
LABYRINTH SEAL MATERIAL (AMS5504 OR AMS5613 OR AMS5663).
NOTE 4: KEEPING A DEBRISGENERATING REDUCTION GEARBOX OR TURBOMACHINERY MODULE IN SERVICE WHILE A REMOVAL IS
PLANNED MAY SUBSTANTIALLY INCREASE THE COST OF REPAIR/REFURBISHMENT DUE TO FURTHER GEAR AND/OR
BEARING DAMAGE.
NOTE 5: AMS6444 (52100) / AMS6491 (M50) MATERIAL IN RGB DEBRIS MAY BE CAUSED BY ELECTROEROSION OF NO.15, 18 AND 19
BEARINGS. CHECK PROPELLER DEICING SYSTEM IN ACCORDANCE WITH PROPELLER MAINTENANCE DOCUMENTATION.
RECORD AND REPORT RESULTS OF CHECK TO LOCAL P&WC FIELD REPRESENTATIVE.
NOTE 6: THE AMOUNTS OF INDIVIDUAL CONSTITUENTS IN OIL FILTER PATCH DEBRIS AFTER ANALYSIS IS;
MAJOR WHEN WEIGHT OF THE CONSTITUENT IS MORE THAN 50% OF THE TOTAL DEBRIS WEIGHT.
MINOR WHEN WEIGHT OF THE CONSTITUENT IS LESS THAN 50% BUT MORE THAN 5% OF THE TOTAL DEBRIS WEIGHT.
TRACES WHEN WEIGHT OF THE CONSTITUENT IS LESS THAN 5% OF THE TOTAL DEBRIS WEIGHT.
NOTE 7: BORESCOPE INSPECTION:
1 A BORESCOPE INSPECTION OF THE LOW PRESSURE (LP) AND HIGH PRESSURE (HP) IMPELLERS TO CHECK FOR
SEVERE RUBS OR FOREIGN OBJECT DAMAGE (FOD) (REF. EMM).
2 A BORESCOPE INSPECTION OF THE HIGH AND LOW PRESSURE TURBINE BLADES AND THE FIRST AND SECOND
STAGE POWER TURBINE BLADES TO CHECK FOR SEVERE RUBS (TIPS, PLATFORMS, ETC.), BLADE SHIFT, CORROSION/
SULFIDATION AND BURNED OR MISSING TIPS (REF. EMM).
3 A BORESCOPE INSPECTION THROUGH THE NL PULSE PICKUP PROBE PORT AT THE BOTTOM OF THE INTERCOMPRESSOR
CASE AIR PLENUM TO CHECK FOR ABRADABLE SEAL MATERIAL (REF. EMM). IN ADDITION, THE TIP OF THE PICKUP PROBE
MUST BE CHECKED FOR MAGNETIC MATERIAL WHICH COULD INDICATE NO.3 OR 4 BEARING, OR BEVEL GEARS DISTRESS.
4 A BORESCOPE INSPECTION THROUGH THE BOTTOM T6 THERMOCOUPLE PORT (REF. EMM) TO CHECK FOR SOOT, CARBON
OR OIL IN THE AREA AROUND NO.6 AND 7 BEARING HOUSING AND AT THE BOTTOM OF THE INTERTURBINE DUCT.
5 TO MINIMIZE THE POSSIBILITY OF BEARING FAILURE AND TO FACILITATE DECISIONMAKING WHEN THE ORIGIN OF THE
SEAL MATERIAL IS NOT DISCOVERED DURING THE ABOVE INSPECTIONS, OPERATORS MAY, AT THEIR DISCRETION, CARRY
OUT A BORESCOPE INSPECTION OF THE NO.5 BEARING CAVITY THROUGH THE OIL SCAVENGE (REF. EMM) PORT TO CHECK
FOR LABYRINTH SEAL, BEARING AND BEARING CAGE DETERIORATION.
NOTE 8: IT IS POSSIBLE THAT DEBRIS BELIEVED TO BE ORIGINATING FROM RGB MODULE IS, IN FACT, ORIGINATING FROM PROPELLER
CONTROL UNIT (PCU), OVERSPEED GOVERNOR (O/S GOVERNOR), HYDRAULIC PUMP OR FEATHERING PUMP. TO DETERMINE
THE ACTUAL SOURCE OF THE DEBRIS, REFER TO THE LIST OF MATERIAL AND IDENTIFY MOST PROBABLE SOURCE.
ALTERNATELY, REMOVE THESE COMPONENTS INDIVIDUALLY BASED ON MOST PROBABLE SOURCE OF DEBRIS. CHECK CHIP
DETECTOR DAILY TO DETERMINE IF THE RGB IS STILL MAKING DEBRIS. IDENTIFY THE SOURCE OF DEBRIS WITHIN 50 HOURS
OF THE ORIGINALLY REPORTED DEBRIS.
C74130
72-00-01
Page 165
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
OIL LEAK FROM PROPELLER SHAFT
1. PROPELLER SHAFT SEAL

2. PROPELLER THRUST BEARING COVER
3. REDUCTION GEARBOX MODULE
EXTERNAL ?
LESS THAN 5cc/hr FROM

SHAFT SEAL DRAIN ?
NO
YES
SYSTEM
NORMAL
YES
NO
AIRFRAME DRAIN
LINE IS CLEAR ?
NO
CLEAR LINE AND

VERIFY FUNCTION
CLEAN SEAL RUNNER, REPLACE

PROP SHAFT AND INSPECT
INSIDE DIA. OF SHAFT FOR VISIBLE
CRACK (REF. 721000) OK ?
YES
YES
SYSTEM
NORMAL
NO
SCHEDULE MODULE
REMOVAL
VERIFY LOCATION
OF LEAK
PROPELLER TO PROP SHAFT

MATING FLANGE ?
YES
REFER TO PROPELLER
SYSTEM CMM
THRUST BEARING COVER

TO RGB FRONT HOUSING
MATING SURFACE ?
FRONT FACE OF THRUST

BEARING COVER ?
YES
YES
EVIDENCE OF CORROSION ON NO
THRUST BEARING COVER ?
CONTD ON
SHEET 2
YES
REPAIR CORROSION; CLEAN SEAL
RUNNER; REPLACE PROP SHAFT
SEAL AND INSPECT I.D. OF THE
SHAFT FOR VISIBLE CRACK
(REF. 721000) OK ?
YES
SYSTEM
NORMAL
CLEAN SEAL RUNNER, REPLACE

PROP SHAFT SEAL AND INSPECT
INSIDE DIA. OF SHAFT AND
VISIBLE CRACK (REF. 721000) OK ?
NO
NO
SCHEDULE MODULE
REMOVAL
YES
SYSTEM
NORMAL
C26239B
72-00-01
Page 166
Nov 04/2005

MAINTENANCE MANUAL
CONTD
FROM
SHEET 1
THRUST BEARING COVER
TO RGB FRONT HOUSING
MATING SURFACE OK ?
NO
EVIDENCE OF CORROSION ?
NO
REPLACE THRUST BEARING COVER

GASKET AND PACKING. OK ?
YES
NO
SCHEDULE
MODULE
REMOVAL
YES
SYSTEM NORMAL
REPAIR CORROSION (REF. 72-10-00)

NO
REPLACE THRUST BEARING COVER GASKET
AND PACKING. OK ?
SCHEDULE
MODULE
REMOVAL
YES
SYSTEM
NORMAL
C24927
72-00-01
Page 167
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
OIL ON FLANGE (S) E AND/OR F

REFER TO INTERCOMPRESSOR CASE AIR PLENUM BORESCOPE
(REF. 720000, ENGINEINSPECTION/CHECK)
AND INTERCOMPRESSOR CASE P2.5 CAVITY INSPECTION
(REF. 720150, INSPECTION/CHECK)
OIL ODOR IN COCKPIT ?
YES
NO
OIL CONSUMPTION ABOVE YES

LIMIT (REF. 051000) ?
REFER TO FIGURE "SMOKE FROM

EXHAUST ON STARTUP OR SHUTDOWN/
ENGINE FLOODED WITH OIL/
OIL ODOR IN COCKPIT"
REFER TO FIGURE
"HIGH OIL CONSUMPTION"
NO
BORESCOPE ICC AIR

PLENUM. OIL FOUND ?
NO
YES
CARRY OUT INSPECTION

OF THE ICC P2.5 CAVITY
(REF. 720150)
OK?
YES
SYSTEM NORMAL
SYSTEM NORMAL
C61583B
Oil on Flange(s) E and/or F
Figure 132
72-00-01
Page 168
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
IMPENDING BYPASS
INDICATOR ACTIVATED
1. FUEL
2. PRESSURE DIFFERENTIAL SWITCH
3. AIRCRAFT SYSTEM
4. FUEL HEATER
5. FUEL PUMP
IS THE HP FUEL
FILTER BYPASS
INDICATOR ACTIVATED?
YES
NO
CHECK THE AIRFRAME LP
FUEL FILTER IMPENDING NO
BYPASS INDICATING
SYSTEM (REF. AMM) OK?
CHANGE FUEL HEATER

AND PUMP. CARRY OUT
HP FUEL FILTER BYPASS
INDICATOR ACTIVATED
TROUBLESHOOTING
REPAIR SYSTEM
(REF. AMM)
YES
REMOVE LP FUEL FILTER.
CARRY OUT VISUAL INSPECTION
IS LP FUEL FILTER
CONTAMINATED ?
NO
IS THE PRESSURE
DIFFERENTIAL SWITCH
OK ?
YES
YES
REMOVE HP AND FUEL PUMP
INLET FILTER. CARRY OUT VISUAL
INSPECTION
ARE HP & FUEL PUMP INLET
FILTERS CONTAMINATED ?
YES
AIRCRAFT SYSTEM OK ?
NO
NO
REPLACE THE PRESSURE

DIFFERENTIAL SWITCH
(REF. 720140 SERVICING)
REPAIR SYSTEM
(REF. AMM)
CHANGE THE FUEL HEATER &

THE FUEL PUMP
NO
IS AIRCRAFT FUEL
SYSTEM CONTAMINATED ?
NO
YES
DRAIN, FLUSH & CLEAN
AIRCRAFT FUEL SYSTEM
(REF. AMM)
CLEAN OR REPLACE ENGINE

LP, HP AND INLET FUEL FILTERS
GROUND RUN ENGINE &

CHECK FOR FUEL LEAKS
C82791
LP Fuel Filter Impending Bypass Indicator Activated
Figure 133
72-00-01
Page 169
Nov 04/2005

MAINTENANCE MANUAL
SYNPTOMS
SUSPECT LRU
1. FUEL TEMPERATURE PROBE
2. FUEL HEATER THERMOSTATIC ELEMENT
3. FUEL HEATER
4. FUEL COOLED OIL COOLER
FUEL TEMPERATURE TOO HIGH OR TOO LOW

WITH ENGINE RUNNING
REFER TO CHART "LP FUEL

FILTER IMPENDING BYPASS
INDICATOR ACTIVATED"
IS LP FUEL FILTER IMPENDING BYPASS YES

INDICATOR ACTIVATED ?
NO
REFER TO CHART "MAIN OIL

FILTER IMPENDING BYPASS
INDICATOR ACTIVATED"
IS MAIN OIL FILTER IMPENDING BYPASS YES

INDICATOR ACTIVATED ?
NO
CHECK FUEL TEMPERATURE
INDICATOR SYSTEM (REF.AMM)
OK?
NO
RECTIFY
(REF. AMM)
YES
CHECK ELECTRICAL HARNESS AND NO
FUEL INDICATOR CONNECTORS
(REF. 720110) OK?
YES
RECTIFY/REPLACE
HARNESS
(REF. 720110)
CARRY OUT RESISTANCE CHECK ON THE

NO
FUEL TEMPERATURE PROBE (REF.720160)
OK?
REPLACE PROBE
(REF. 720160)
YES
IS FUEL TEMPERATURE HIGH ? YES
(REF. NOTE 1)
REPLACE FUEL HEATER

THERMOSTATIC ELEMENT
(REF. 720140)
NO
RUN ENGINE UNTIL OIL
NO
TEMPERATURE STABILIZES
BETWEEN 70 TO 80 C(158176 F)
IS TEMPERATURE STILL HIGH?
IS FUEL TEMPERATURE LOW ?

(REF. NOTE 2)
YES
IS OIL TEMPERATURE NO
ABOVE 40 C (104 F) ?
SEE
SHEET 2
CHECK/RECTIFY
OIL COOLER SYSTEM
(REF. AMM)
SYSTEM
NORMAL
YES
REPLACE FUEL HEATER
(REF.720140)
SEE
SHEET 2
C72642
72-00-01
Page 170
Nov 04/2005

MAINTENANCE MANUAL
SEE
SHEET 1
SEE
SHEET 1
REPLACE FUEL HEATER

THERMOSTATIC ELEMENT
(REF.720140)

BETWEEN 70 TO 80 C (158176 F)
IS TEMPERATURE STILL HIGH?
NO

NO
BETWEEN 70 TO 80 C (158176 F)
IS TEMPERATURE STILL LOW?
SYSTEM
NORMAL
SYSTEM
NORMAL
YES
REPLACE FUEL HEATER

(REF. 720140)

BETWEEN 70 TO 80 C (158176 F)
IS TEMPERATURE STILL LOW?
NO
SYSTEM
NORMAL
NOTE 1:
NOTE 2:
IF THE TEMPERATURE IN THE AIRCRAFT

FUEL TANK IS EXCEEDING 57 C (135 F),
THE FUEL TEMPERATURE MAY EXCEED
THE LIMIT AFTER THE FUEL GOES
THROUGH THE FUEL HEATER.
IF THE TEMPERATURE IN THE AIRCRAFT

FUEL TANK IS LOWER THAN 54 C (65 F),
THE FUEL TEMPERATURE MAY BE LOWER THAN
THE LIMIT AFTER THE FUEL GOES
THROUGH THE FUEL HEATER.
C72643
72-00-01
Page 171
Nov 04/2005

MAINTENANCE MANUAL
SYMPTOMS
ENGINE OVERTORQUE
IS THE MAX. TORQUE AND
NO
DURATION OF THE OVERTORQUE
KNOWN?
YES
REFER TO CHAPTER
055000, UNSCHEDULED
MAINTENANCE INSPECTIONS
(REF. PARA. "ENGINE
OVERTORQUE ESTIMATION")
REFER TO CHAPTER
055000, UNSCHEDULED
MAINTENANCE INSPECTIONS
(REF. PARA. "OVERTORQUE")
C89602
Engine Overtorque
Figure 135
72-00-01
Page 172
Nov 04/2005

MAINTENANCE MANUAL

1.
2.
General
A.
This section provides a series of checks to enable problems that occur in the electronic
control system to be isolated and rectified.
B.
current problem.
Not Applicable
3.
Special Tools
Not Applicable
4.

Name
Heat gun - Thermofit minigun (with reflector)
Electronic fuel control system (EFCS) tester EET 4000
Insulation tester (standard)
ARINC 429 receiver (Sfena Microdits model M56CRMO or equivalent)
DELETED
5.
Electronic Fuel Control System

A.
Procedures
(1)
The actions required to locate and rectify problems with the engine electronic
control system are detailed in the following figures. Faults in the system are
detected by the built-in test (BIT) circuits in the electronic engine control (EEC). The
EEC records up to eight faults in the system. An ARINC 429 receiver or the
Flight Entry Data Panel (FDEP) is used to interrogate the EEC and display the
faults as a fault code. When a problem with the engine occurs:
(2)
Record the fault codes displayed on the ARINC 429 receiver (if applicable).
(a) ARINC Reader Technique
1
To check the fault codes, select label 240 on the ARINC reader or FDEP
(Ref. AMM), which indicates an LRU code.
Push the LRU advance and record all messages between the start data
message 01 and end data message 02.
72-00-02
Page 101
Oct 20/2000

MAINTENANCE MANUAL
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING

AND DISCONNECTING RECEPTACLES AND PLUGS.
(3)
Check that power and condition levers are set and rigged correctly (Ref. 72-01-40
and Aircraft Maintenance Manual).
CAUTION: DISCONNECT THE EEC AND AUTOFEATHER UNIT (AFU) OF BOTH

ENGINES BEFORE USING THE EFCS TEST SET OR OTHER
EQUIPMENT. DO NOT INSERT TEST PROBE INTO CONNECTOR
SOCKETS OR ATTACH TEST CLIPS TO CONNECTOR PINS.
(4)
Isolating defective components:

(a) Determine which components and associated lines are suspect using Fault
Isolation electrical schematics and applicable troubleshooting figure.
(b) Pull EEC and AFU circuit breaker as necessary. Remove connector P1 from
EEC or connector from AFU as necessary.
(c) Do not disturb or touch the connector at the suspect sensor or accessory.
Check loop resistance (LINE plus SENSOR/ACCESSORY plus LINE) at
connector P1 or connector at AFU.
(d) Remove the connector at the suspect sensor or accessory. Individually
measure the sensor/accessory resistance and then the line resistance of each
leg (wiring harness).
(e) If any individual resistance value is out of specified range, replace that item
(sensor/component or wiring harness).
NOTE:
(f)
Refer to Fault Isolation electrical schematics for resistance values of

sensors and accessories. Line resistance should be equal to or less
than 0.5 ohm, any leg.
If the individual resistance values are within specified range, but the loop
resistance and sum of individual resistance values do not match, fault was
possibly generated by connector interface (pin/socket) damage, but not at
connector P1.
(g) If the individual resistance values are within specified range and the loop
resistance matches the sum of individual resistances, fault was possibly
generated by connector interface (pin/socket) damage at connector P1.
(h) Clean, inspect and install connectors (Ref. 72-01-10).
(i)
Erase fault code from EEC (Ref. step (5)).
(j)
Carry out an operational check.

NOTE:
Inspect all connectors which are disassembled for corrosion,

contamination and distorted pins. Clean, repair or replace as
required (Ref. 72-01-10).
72-00-02
Page 102
Sep 03/99

MAINTENANCE MANUAL
(5)
When the EEC fault codes are rectified, the codes should be erased as follows:
NOTE:
The engine must be shut down and the electrical power ON.
(a) Set the power lever at GROUND IDLE.

(b) Cycle the EEC MANUAL switch ON and OFF.
(c) Hold the ENGINE TRIM switch ON for at least 10 seconds.
(6)
Electronic test set EET 4000 can be used to test the following components:
v AFU
v Electrical wiring harness
v NL probe
v NH probe
v NP probe
v Torque probe
v MFC (torque motor)
v HBV (Servo valve)
v EEC
Refer to the vendors manual (supplied with test set) for connecting the test set
and the method of use.
(7)
6.
DELETED
Servicing Connectors with Aircraft Electrical Power On

A.
Procedure
(1)
Pull EEC circuit breaker before disconnecting connectors. The primary means of
fault detection is through an open circuit, therefore, if the EEC circuit breaker is not
pulled before disconnecting connectors, the following faults may be stored in the
EEC memory:
(a) MFCU P8 is disconnected.
Fault code stored in memory: 89 and 90
(b) Torque Sensor No. 2 (P7) is disconnected.
Fault code stored in memory: 74
(c) T1.8 Temperature Sensor (P4) is disconnected.
Fault code stored in memory: 28 and 29
(2)
If required, erased fault codes from memory after reconnecting connectors (Ref.
Para. A.).
72-00-02
Page 103
Oct 20/2000

MAINTENANCE MANUAL
7.

A.
Refer to Table 101, Fault Index, for a summary of faults.

TABLE 101, Fault Code Index
LRU Fault Code (HEX)
Figure
Fault Description
06
102
PLA Bias
07
103
PLA Gain
08
104
Loss of Intercompressor Bleed

Valve Control
09
105
Torque Test Failure
10
106
NPT Interface (F/D conversion)
11
107
Stepper Motor W/A Circuit
12
108
Dual NH
14
109
Dual Temperature
15
110
Dual Altitude (Static Pressure)
17
111
Nacelle Static Pressure Sensor
18
112
Sensor Calibration (EEPROM)
19
113
Nacelle Delta-P Pressure Sensor
20
114
Low Level Gain
21
115
Low Level Drift
22
116
Sensor Calibration (Cold Junction)
25
117
High Level Gain
26
118
High Level Drift
28
119
Torque Gain Trim
29
120
Torque Bias Trim
31
121
EEROM Fault
32
122
ARINC Output
34
123
UART Interface
39
124
IBV W/A Interface Fault
40
125
Configuration Trim Fault
41
126
Loss of Engine Configuration Signal
43
127
MFCU Identification
44
128
EEC Internal Fault
49
129
ARINC Input Fault
72-00-02
Page 104
Oct 20/2000

MAINTENANCE MANUAL
TABLE 101, Fault Code Index (Contd)

Figure
Fault Description
52
130
ARINC Label 211 Fault
53
131
54
132
57
133
Engine/Gearbox Torque Fault No. 1
58
134
59
135
61
136
TAT Crosscheck Fault
62
137
ALT Crosscheck Fault
63
138
Torque Sensor Coil No. 1 High

Torque Fault
64
139
Torque Sensor Coil No. 1 Low

Torque Fault
65
140
Torque Sensor Coil No. 1 High NPT

Fault
66
141
Torque Sensor Coil No. 1 Low NPT

Fault
67
142
Connector Failure
69
143
Total Torque (A/D Conversion) Fault
70
144
Torque Sensor Coil No. 2 High

Torque Fault
71
145
Torque Sensor Coil No. 2 Low

Torque Fault
72
146
Torque Sensor Coil No. 2 High NPT

Fault
73
147
Torque Sensor Coil No. 2 Low NPT

Fault
74
148
Torque Compensation Fault
75
149
Dual Coil Torque Probe

Cross-check
76
150
Dual NP Cross-check
78
151
Inlet Temperature Probe Fault
80
152
NH No. 1 Sensor High Range Fault
81
153
NH No. 2 Sensor High Range Fault
82
154
NH No. 1 Sensor Low Range Fault
83
155
NH No. 2 Sensor Low Range Fault
72-00-02
Page 105
Sep 03/99

MAINTENANCE MANUAL
TABLE 101, Fault Code Index (Contd)
8.
Figure
Fault Description
84
156
Dual NH Cross-check
85
157
Fail Fixed Wraparound Fault
86
158
Auto Ignition Wraparound Fault
87
159
IBV Wraparound Fault
89
160
PLA E1 Signal Fault
90
161
PLA E2 Signal Fault
91
162
PLA Total Fault
92
163
Stepper Motor Phase Fault
93
164
Stepper Motor Intermittent Phase

Fault
165
UPTRIM Lamp Wraparound
LAB
166
Incorrect EEC Configuration

Installed
167
Throttle Stagger
168
Dual Airspeed Input
169
Unable to Trim Actual

Power to Torque Bug
170
Noisy Engine Surges at

Intermediate Power
171
Instability or Engine Runaway
172
Autofeather System Faults
173
Autofeather System Does not

Arm on Takeoff
174
Engine Power Increases as

Propeller is Feathered
Fault Isolation Steps

Figures 102 through 174 list the steps for isolating and rectifying fault(s).
72-00-02
Page 106
Sep 03/99
72-00-02
C68079
Electrical Wiring Harness and EEC - Schematic Diagram

Page 107/108
Sep 03/99
c U b
1 2 3 4 5
COIL 1
EEC (LOCAL)
S
T
H J K L
A B G F E C D H J K
E F
A P a B N
AFU (LOCAL)
J16
P16
P1
P10
P6
157
158
159
J11
FEATHER SOL HI
A P a B N
156
151
152
153
154
155
149
150
148
147
E F
HI TORQUE FROM OPP RELAY
145
146
A/F ARMED RELAY

A/F TEST
A/F ENABLE OPP.
LOW TORQUE IND
A/F ENABLE LOCAL
AFU POWER 28VDC

AFU POWER RTN
UPTRIM OUTPUT
HI TORQUE TO OPP RELAY
A/F RELAY RTN
A/F RELAY HI
612664
D Y C
COIL 2
108.0 NOM.
E s a D L M N
188
189
190
191
102
101
100
TORQUE 2 SENSOR HI
TORQUE 2 SENSOR RTN
TOR. SEN. TEMP HI
TOR. SEN. TEMP LO
TORQUE SIGNAL REF.

TORQUE SIGNAL RTN
TORQUE SIGNAL HI
141
142
143
144
U T EE q
557589
P9
COIL 1
NP SIGNAL HI
NP SIGNAL RTN
NP SIGNAL HI
NP SIGNAL RTN
L K
3050
P5
C D V W
6595
3 4 1 2 5
139
140
136
137
138
B n R
MANUAL SOL. RTN

MANUAL SOL. EXC.
IGNITION
NH SIGNAL HI
NH SIGNAL RTN
u t w
COIL 2
G F S T H A B C P R J L N M
186
187
U j X n k F a c b G
COIL 2
135
133
134
132
131
130
129
121
122
123
124
125
126
127
128
LL j
UPTRIM LAMP
UPTRIM DISC FROM OPP. ENGINE

FEATHER DISC
(CANCEL NP COVERING)
FAIL FIXED RELAY RTN
FAIL FIXED RELAY HI
INHIBIT / RESET DISC
DISCRETE RTN
EEC POWER RTN

EEC POWER RTN
EEC POWER 28VDC
EEC POWER 28VDC
ECS FAULT RTN
PW127H ENGINE TRIM DISC
SPARE
LRU SELECTOR
7288
P7
P8
EE u c
184
185
136
i W
g F v
COIL 1
A C B
p x X HH
AA
NH SIGNAL HI
NH SIGNAL RTN
K J
X Y MM r
3645
A B G E F D C
m a Z M S HH g F
AB 5278
PC/RC 76114
r q L p e R P
174
175
176
177
178
179
180
181
182
183
BB h C
STEP MOTOR EXC.

STEP MOTOR A
STEP MOTOR B
STEP MOTOR C
STEP MOTOR D
RVDT EXC
RVDT RTN
RVDT RTN (E1 & E2)
RVDT E1
RVDT E2
MFC ID LOOP
MFC ID LOOP RTN
172
173
118
119
120
117
f CC DD
FG/SG/TG/HG
115155
BLEED VALVE TM HI
BLEED VALVE TM RTN
PROP. BRAKE DISC

BLEED SWITCH NO 1
BLEED SWITCH NO 2
GROUND TEST DISC
NM 3255
P14
133166
G w
COIL 2
3 4 1 2 5
115
116
114
y NN FF
612664
Z E
COIL 1
P T S GG z k m AA V r U q A y W CC
DISCRETE RTN
GROUND TEST RTN
RATING LOGIC BIT 2 DISC
112
113
103
104
105
106
107
108
109
110
111
KK x
108.0 NOM.
P4
165
166
167
168
169
170
171
SPARE
RATING LOGIC BIT 1 DISC
SPARE
FROM AC DATA BUS ARINC (RTN)
FROM AC DATA BUS ARINC (SIG)
TEST SERIAL INPUT UART (SIG)
TEST SERIAL INPUT UART (RTN)
TEST SERIAL OUTPUT UART (SIG)
TEST SERIAL OUTPUT UART (RTN)
TO AC DATA BUS ARINC (SIG)
TO AC DATA BUS ARINC (RTN)
t z h E e d c G H
557589
3 2 1 4 5
TORQUE 2 SENSOR HI
TORQUE 2 SENSOR RTN
TOR. SEN. TEMP HI
TOR. SEN. TEMP RTN
TOR. SEN. TEMP LO
TORQUE 1 SENSOR RTN
TORQUE 1 SENSOR HI
163
164
K J d
COIL 1
P2
NH SIGNAL HI
NH SIGNAL RTN
160
161
162
b U c
3645
T1.8 SENSOR HI
T1.8 SENSOR LO
T1.8 SENSOR RTN
100
101
102
JX
108.0 NOM.
TORQUE SIGNAL HI
TORQUE SIGNAL RTN
TORQUE SIGNAL REF.

MAINTENANCE MANUAL
JX
P16
P5
C A B E F
PVM
(LOCAL)

MAINTENANCE MANUAL
P36 HP FUEL FILTER IMPENDING

BYPASS SWITCH (PUMP)
SPARK IGNITION SYSTEM

(SINGLE EXCITERS SINGLE OUTPUT)
1
2
P24 IGNITION EXCITER
HP FUEL FILTER SIG

HP FUEL FILTER RTN
201
202
G
F
B
A
IGNITER PLUGS
IGNITION BOX #1 RTN
192
193
IGNITION BOX #1 HI
B
A
P32 ENGINE OIL INLET TEMP

90.4 @ 0C
97.3 @ 20C
P24 IGNITION EXCITER

B
A
IGNITION BOX #2 RTN
194
195
IGNITION BOX #2 HI
A
B
OIL TEMPERATURE SIG

OIL TEMPERATURE RTN
203
204
B
P
F
G
P35 LP FUEL FILTER IMPENDING

BYPASS SWITCH
A
B
LP FUEL FILTER SIG

LP FUEL FILTER RTN
205
206
V
C
P25 ENGINE OIL LP SWITCH

B
C
P
P37 FUEL INLET TEMP
OIL PRESSURE 28 VDC
196
197
198
OIL PRESSURE RTN

OIL PRESSURE LOW SIG
M
D
R
90.4 @ 0C
97.3 @ 20C
A
B
FUEL TEMPERATURE SIG

FUEL TEMPERATURE RTN
207
208
M
A
P27 ENGINE OIL PRESSURE

TRANSMITTER
+ VE (CR) BUS TERMINAL
VE (AL) BUS TERMINAL
199
200
B
A
D
E
V
K
U
OIL PRESSURE 10 VDC HI

OIL PRESSURE 10 VDC RTN
OIL PRESSURE RTN
OIL PRESSURE SIG
209
210
211
212
H
J
L
K
N
U
P33 NL SENSOR
THERMOCOUPLE
TRIM CIRCUIT
1
2
NL SIGNAL HI
NL SIGNAL RTN
T6 THERMOCOUPLES
INSTRUMENTATION HARNESS NO.1
INSTRUMENTATION HARNESS NO.2
C68209
Electrical Wiring Harness and EEC - Schematic Diagram
72-00-02
Page 109/110
Sep 03/99
213
214
R
E
D
S

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
06
PLA BIAS (PLABIF)
SYMPTOMS
SUSPECT LRU
1. EEC
NO NPT GOVERNING
ARINC "TRIMMED" PLA (133) = 0 DEGREE
ARINC "RAW" PLA (134) = 0 DEGREE
ARINC "COMMANDED TORQUE" (341) = 0%
ENGINE CONTROL SYSTEM FAULT (ECSF)
INDICATOR ON
STEPPER MOTOR FAIL FIXED DEGRADED
EEC MODE
REPLACE EEC
(REF. 720110)
NOTE : THIS FAULT MAY ALSO OCCUR DUE TO AN EEC ELECTRICAL POWER INTERRUPTION.
C64036A
EEC Fault Isolation
Figure 102
72-00-02
Page 111
Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
07
PLA GAIN (PLAGIF)
SYMPTOMS
SUSPECT LRU
NO NPT GOVERNING
INDICATOR ON
EEC MODE
1. EEC
REPLACE EEC
(REF. 720110)
NOTE: THIS FAULT MAY ALSO OCCUR DUE TO AN EEC ELECTRICAL POWER INTERRUPTION.
C64037
EEC Fault Isolation
Figure 103
72-00-02
Page 112
Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
08
LOSS OF INTERCOMPRESSOR
BLEED VALVE CONTROL
(HBOVIF)
SYMPTOMS
SUSPECT LRU
INTERCOMPRESSOR BLEED VALVE CLOSED

NO NPT U/S GOVERNING
SEE LRU 12
ARINC LABEL 270 BIT 25 SET

INDICATOR ON
THIS FAULT IS CAUSED BY A DUAL NH FAILURE AND THE MAINTENANCE PROCEDURE FOR
LRU 12 IS TO BE FOLLOWED.
THIS FAULT SENDS A "DASHDASH" OUTPUT TO THE COCKPIT ON ARINC LABEL 343 TO TELL
THE PILOT THAT THE INTERCOMPRESSOR BLEED VALVE IS NOT OPERATIONAL.
C64038
EEC Fault Isolation
Figure 104
72-00-02
Page 113
Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
09
TORQUE TEST FAILURE

(QTSTSW)
SYMPTOMS
SUSPECT LRU
1. EEC

ARINC TORQUE INDICATION (343) = 0%
ARINC BUG TORQUE INDICATION (344) = 0%
ARINC "NPT" INDICATION (346) = 0%
ARINC TORQUE INDICATION TO FDAU (254) = (NO READING)
INDICATOR ON
EEC MODE
REPLACE EEC
(REF. 720110)
NOTE:
THIS FUNCTION PERFORMS A GENERAL CHECK ON THE EEC TORQUE CONVERSION PROCESS.
THE CHECK WILL DETECT AN INTERNAL EEC FAILURE OF THE TORQUE / NPT CONVERSION PROCESS.
C64039
EEC Fault Isolation
Figure 105
72-00-02
Page 114
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

10
NPT INTERFACE (FREQUENCY TO DIGITAL

CONVERSION) (NPTSW)
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.

ARINC TORQUE INDICATION (343) = 0%
DIGITAL NPT INDICATION (346) = 0%
ARINC TORQUE INDICATION TO FDAU (254) = (NO READING)
INDICATOR ON
EEC MODE
PROPELLER COMES OUT OF FEATHER

WITHIN 20 SECONDS WHEN CONDITION
LEVER MOVED TO UNFEATHER POSITION?
CHECK HIGH PRESSURE OIL PUMP,

PROPELLER TRANSFER TUBE,
PROPELLER ACTUATOR AND
PROPELLER CONTROL UNIT
(REF AMM)
NO
YES
CHECK ENGINE HARNESS. CONTINUITY

ON LINE 134 LESS THAN OR EQUAL TO
0.5 OHM?
PROPELLER CONTROL SYSTEM

HARNESS
TORQUE SENSOR
EEC
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
CHECK ENGINE HARNESS. INSULATION

RESISTANCE OF PINS P2 s AND J11 j
TO OTHER PINS AND BACKSHELL ON
CONNECTORS GREATER THAN OR EQUAL TO
2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
CONTINUED ON SHEET 2
C64040
EEC Fault Isolation
72-00-02
Page 115
Sep 03/99

MAINTENANCE MANUAL
CONTINUED FROM SHEET 1
ARE BOTH FAULT CODES

LRU 66 AND 73 SET?
YES
CARRY OUT CHECKS AS PER

LRU FAULT CODES 66 AND 73
YES

YES

YES

NO

LRU 65 AND 72 SET?
NO

LRU 66 AND 72 SET?
NO

LRU 65 AND 73 SET?
NO
REPLACE EEC
(REF. 720110)
NOTE:
FAULT CODE LRU 10 EXISTS IF:

1.
2.
3.
4.
5.
NP IS BELOW 30%, FEATHER IS NOT COMMANDED FOR 20 SECONDS AND NH IS ABOVE 72%
BOTH FAULT CODES LRU 66 AND 73 ARE SET
C26353
EEC Fault Isolation
72-00-02
Page 116
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

11
STEPPER MOTOR W/A CIRCUIT

(SMSVIF)
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. MFCU STEPPER MOTOR
3. EEC

INDICATOR ON
NO
CHECK HARNESS. CONTINUITY ON
LINES 174, 175, LESS THAN 0.5 OHMS?
REPAIR / REPLACE HARNESS

(REF. 720110)
YES
CHECK MFCU STEPPER MOTOR.

NO
CONTINUITY BETWEEN PINS J8G
AND J8F, BETWEEN 115 AND 155 OHMS?
REPLACE MFCU
(REF. 720110)
YES
C68382
EEC Fault Isolation
Figure 107
72-00-02
Page 117
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

12
DUAL NH (NHTIF)
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
INTERCOMPRESSOR BLEED VALVE CLOSED

NO NPT GOVERNING
NO AUTOIGNITION
DIGITAL NH INDICATOR (245) = 0%
INDICATOR ON
EEC MODE
NH OVERSPEED
ABNORMAL ENGINE SHUTDOWN
HARNESS
NH SENSORS
EEC
HAS NH EXCEEDED 110% AND YES

FAULT CODES LRU 80 AND 81
ALSO SET?
TAKE APPROPRIATE ACTION

FOR NH OVERSPEED
NO
WAS ENGINE SHUT DOWN BY
INTERRUPTING FUEL SUPPLY
WITH CONDITION LEVER IN
UNFEATHER POSITION AND
FAULT CODES LRU 82 AND 83
ALSO SET?
YES
SYSTEM NORMAL
NO
ARE ONLY LRU 81 AND 82 YES
ALSO SET?
CARRY OUT CHECK AS PER

NO
ARE ONLY LRU 80 AND 83
ALSO SET?
YES

NO
NOTE:
THIS FAULT IS SET IF:

1.
2.
3.
4.
5.
LRU 80 AND 81 ARE BOTH SET

END OF CONVERSION IS FOUND FOR EITHER PROBE.
C64042
EEC Fault Isolation
Figure 108
72-00-02
Page 118
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

14
DUAL TEMP
(TATIF)
SYMPTOMS
SUSPECT LRU
1. EEC
2. T1.8 SENSOR
3. ADC
ECSF INDICATOR ON
ARINC "ADC" TAT (211) = 0
ARINC "EEC" T1.8 (211) = 0
ARINC "TORQUE BUG" (344) = 0%
EEC MODE
REPLACE EEC (REF. 720110) NO

AND RERUN ENGINE.
FAULT PERSISTS?
SYSTEM NORMAL
YES
IS FAULT CODE LRU 78 FOR

ENGINE INLET TEMPERATURE
SENSOR SET?
YES
RECTIFY T1.8 SENSOR AS

PER LRU FAULT CODE 78
YES
RECTIFY TAT ADC AS PER

LRU FAULT CODE 52
NO

ADC TOTAL AIR TEMPERATURE
SET?
NO
SYSTEM NORMAL
NOTE:
THIS FAULT IS SET IF BOTH SOURCES SUPPLYING TEMPERATURE TO THE EEC ARE
DETERMINED TO BE INVALID AND NPT IS ABOVE 60% (I.E. NOT ON THE GROUND).
C64043
EEC Fault Isolation
Figure 109
72-00-02
Page 119
Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
15
DUAL PRESSURE
(ALTIF)
SYMPTOMS
SUSPECT LRU
1. EEC
2. ADC
ECSF INDICATOR ON
INTERCOMPRESSOR BLEED VALVE CONTROL DEGRADED
ARINC "ADC" ALTITUDE (203) = 0 FOOT
ARINC "EEC" ALTITUDE (203) = 0 FOOT
ARINC "SELECTED" ALTITUDE (203) = 0 FOOT
ARINC "TORQUE BUG" (344) = 0%
EEC MODE
REPLACE EEC (REF. 720110) NO

AND RERUN ENGINE.
FAULT PERSISTS?
SYSTEM NORMAL
YES

ALTITUDE ADC SET?
YES
RECTIFY ALTITUDE ADC AS

NO
SYSTEM NORMAL
NOTE:
THIS FAULT IS SET IF BOTH SOURCES SUPPLYING AMBIENT PRESSURE TO THE EEC ARE
DETERMINED TO BE INVALID AND NPT IS ABOVE 60% (I.E. NOT ON THE GROUND).
C64045
EEC Fault Isolation
Figure 110
72-00-02
Page 120
Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
17
NACELLE STATIC PRESSURE

(PSIF)
SYMPTOMS
SUSPECT LRU

ECSF INDICATOR ON
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
1. THE STATIC PRESSURE TRANSDUCER IS LOCATED ON THE EEC AND IS CONTINUOUSLY

CHECKED OVER A SPECIFIC PRESSURE RANGE.
2. THIS FAULT WILL ALSO SET LRU = 44.
C64046
EEC Fault Isolation
Figure 111
72-00-02
Page 121
Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
18
SENSOR CALIBRATION
(EDATIF)
SYMPTOMS
SUSPECT LRU

ARINC "EEC" AIRSPEED (206) = 0 KNOT
ECSF INDICATOR ON
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
1. DURING INITIALIZATION, THE EEC LOCATED PRESSURE TRANSDUCER CALIBRATION DATA IS

VERIFIED. IF INVALID, THIS FAULT IS FLAGGED AND THE EEC ASSUMES DEFAULT VALUES.
C64047
EEC Fault Isolation
Figure 112
72-00-02
Page 122
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

19
NACELLE DELTAP PRESSURE

SENSOR (DELPIF)
SYMPTOMS
SUSPECT LRU
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
1. THIS DELTAP PRESSURE TRANSDUCER IS LOCATED ON THE EEC AND IS CONTINUOUSLY

CHECKED OVER A SPECIFIC PRESSURE RANGE.
C26427
EEC Fault Isolation
Figure 113
72-00-02
Page 123
Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
20
LOW LEVEL GAIN

(SGCIF)
SYMPTOMS
SUSPECT LRU
NO PHYSICAL SYMPTOMS OTHER

THAN FAULT CODE INDICATION
AND ECSF INDICATOR ON
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
1. LOW LEVEL INPUTS (mV) COMING FROM AMBIENT AND DIFFERENTIAL PRESSURE TRANSDUCERS
ARE GAIN CORRECTED WITHIN THE EEC. THIS GAIN CORRECTION ACCOUNTS FOR STRAIN GAGE
EXCITATION VARIATIONS.
C64048
EEC Fault Isolation
Figure 114
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
21
LOW LEVEL DRIFT

(DRFTIF)
SYMPTOMS
SUSPECT LRU

ARINC "EEC" T1.8 (211) = 0
ECSF INDICATOR ON
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
1. THIS DRIFT CORRECTION TO LOW LEVEL (mV) INPUTS IS TO ACCOUNT FOR HARDWARE
AMPLIFIER DRIFT.
C64049
EEC Fault Isolation
Figure 115
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
22
SENSOR CALIBRATION
(CJIF)
SYMPTOMS
SUSPECT LRU

1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
1. AN INTERNAL EEC COLD JUNCTION IS USED TO CORRECT THE GAIN AND THE DRIFT
OF THE EEC PRESSURE TRANSDUCERS FOR THERMAL VARIATIONS.
C26430
EEC Fault Isolation
Figure 116
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

25
HIGH LEVEL GAIN

(GAINIF)
SYMPTOMS
SUSPECT LRU

IS FAULT CODE LRU 28

ALSO SET?
1. TORQUE SHAFT
CHARACTERIZATION
PLUG
2. EEC
YES

LRU FAULT CODE 28
YES

LRU FAULT CODE 29
NO
IS FAULT CODE LRU 29

ALSO SET?
NO
ARE BOTH FAULT CODES LRU 28 AND 29 YES

ALSO SET?

LRU FAULT CODE 28 AND 29
NO
REPLACE EEC
(REF. 720110)
NOTE:
HIGH LEVER SIGNALS (I.E. VDC) ARE PROCESSED AND CONVERTED TO DIGITAL SIGNALS FOR USE
BY THE EEC. EACH SIGNAL IS GAIN COMPENSATED FOR VARIATIONS IN EXCITATION VOLTAGE.
THE GAIN SIGNAL IS CONTINUOUSLY RANGE CHECKED. VALUES OUTSIDE THIS RANGE ARE
CONSIDERED INVALID AND THIS FAULT IS FLAGGED.
C64050
EEC Fault Isolation
Figure 117
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

26
HIGH LEVEL DRIFT

(DRFCIF)
SYMPTOMS
SUSPECT LRU

1. TORQUE SHAFT
CHARACTERIZATION
PLUG
2. EEC
PROCEED AS FOR FAULT CODE

LRU 25
NOTE:
HIGH LEVER SIGNALS (I.E. VDC) ARE DRIFT COMPENSATED FOR VARIATIONS IN TEMPERATURE.
THIS FAULT MAY ALSO OCCUR DUE TO AN ELECTRICAL POWER INTERRUPTION OR POWER
SUPPLY VOLTAGE REDUCTION.
C64051
EEC Fault Isolation
Figure 118
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

28
Q2 GAIN
(TGTIF)
SYMPTOMS
SUSPECT LRU
TORQUE INDICATION MAY BE INACCURATE

EEC WILL USE EEROM STORED VALUE
1. TORQUE SHAFT
CHARACTERIZATION
PLUG
2. EEC
ECSF INDICATOR ON
TORQUE SHAFT CHARACTERIZATION PLUG NO

IN PLACE (J4 OF EEC)?
ENSURE IT
IS IN PLACE
YES
REPLACE
CHARACTERIZATION
PLUG WITH RESISTOR
VALUES R3 AND R4
AS PER DATA PLATE
(REF. 720110)
CHECK CONTINUITY RESISTANCE BETWEEN

NO
PINS. C TO E WITHIN 1.0% OF VALUE
SHOWN ON PLUG DATA PLATE (R4)?
YES
REPLACE EEC
(REF. 720110)
C64053
EEC Fault Isolation
Figure 119
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

29
Q2 GAIN
(TBTIF)
SYMPTOMS
SUSPECT LRU
TORQUE INDICATION MAY BE INACCURATE

EEC WILL USE EEROM STORED VALUE
ECSF INDICATOR ON
1. TORQUE SHAFT
CHARACTERIZATION
PLUG
2. EEC

ENSURE IT
IS IN PLACE
YES
CHECK CONTINUITY RESISTANCE BETWEEN

PINS. C TO D WITHIN 1.0% OF VALUE
SHOWN ON PLUG DATA PLATE (R3)?
REPLACE
CHARACTERIZATION
PLUG WITH RESISTOR
VALUES R3 AND R4
AS PER DATA PLATE
(REF. 720110)
NO
YES
REPLACE EEC
(REF. 720110)
C64054
EEC Fault Isolation
Figure 120
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
31
EEPROM
(EROMIF)
SYMPTOMS
SUSPECT LRU

1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
THIS FAULT IS FLAGGED IN THE EVENT OF A FAILURE IN THE NONVOLATILE

MEMORY OF THE EEC. THE NONVOLATILE MEMORY CANNOT BE ERASED WITH
STANDARD PROCEDURES USING THE INHIBIT/RESET SWITCH.
C26368
EEC Fault Isolation
Figure 121
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
32
ARINC OUTPUT
(AROIF)
SYMPTOMS
SUSPECT LRU
ALL ARINC OUTPUTS SET TO DEFAULT

VALUES EXCEPT FOR DISCRETE OUTPUTS (270)
ECSF INDICATOR ON
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
NO FAULT CODE IS SET IF THE INTERNAL ARINC DRIVER IS FOUND TO BE DEFECTIVE.
C64056
EEC Fault Isolation
Figure 122
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
34
UART INTERFACE
(UARTIF)
SYMPTOMS
SUSPECT LRU

1. EEC
REPLACE EEC
(REF. 720110)
NOTE: THE UNIVERSAL ASYNCHRONOUS RECEIVER/TRANSMITTER (UART) IS A DATA BUS USED

FOR MONITORING EEC PARAMETER. THIS FAULT WILL RESULT DUE TO AN INTERNAL EEC
FAULT ONLY. THIS LINK IS ONLY USED BY PWC PERSONNEL AND MAY BE IGNORED AT
THE DISCRETION OF THE OPERATOR.
C64057
EEC Fault Isolation
Figure 123
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

39
VALVE WRAPAROUND INTERFACE
(HBWAIF)
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. IBV TORQUE MOTOR
3. EEC
ENGINE SURGE MAY OCCUR

ECSF INDICATOR ON
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
CHECK ENGINE HARNESS. CONTINUITY ON NO

LINES 172 AND 173 LESS THAN 0.5 OHM?
YES

RESISTANCE OF PINS P10A, P10C, P1 i,
NO
AND P1W TO OTHER PINS AND BACKSHELL ON
CONNECTORS GREATER THAN 2 MEGOHMS
AT 45 VDC?
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
CHECK IBV TORQUE MOTOR.

NO
CONTINUITY BETWEEN PINS J10A
AND J10C, 133 TO 161 OHMS? CONTINUITY
BETWEEN PINS B AND C AND ALSO PIN F
AND GROUND, LESS THAN 100 MILLIOHMS?
REPLACE IBV TORQUE

MOTOR AND RECHECK
IBV (REF. 720130).
YES
REPLACE EEC
(REF. 720110)
NOTE:
THIS FAULT IS SET IF THE EEC DOES NOT YET GIVE A POSITIVE INDICATION THAT EITHER PWM NO.
1 OR 3 IS ACTIVE. THE INDICATION TO THE EEC COMES FROM A RANGE CHECK PERFORMED ON
THE OUTPUT WRAPAROUND CIRCUITRY.
C68390
EEC Fault Isolation
Figure 124
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE
LOSS OF ENGINE
CONFIGURATION SIGNAL
40
SYMPTOMS
SUSPECT LRU
1. TORQUE SHAFT / CONFIG.
CHARACTERIZATION
PLUG
2. EEC
ECSF INDICATOR ON
EEC MODE

ENSURE IT
IS IN PLACE
YES
REPLACE
CHARACTERIZATION
PLUG WITH RESISTOR
VALUES R1, R3 AND R4
AS PER DATA PLATE
(REF. 720110)
CHECK CONTINUITY RESISTANCE BETWEEN NO

PINS, C TO A WITHIN + 1.0% OF VALUE
SHOWN ON PLUG DATA PLATE (R1)
YES
REPLACE EEC
(REF. 720110)
C64083
EEC Fault Isolation
Figure 125
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE
LOSS OF ENGINE
CONFIGURATION SIGNAL
41
SYMPTOMS
SUSPECT LRU
1. TORQUE SHAFT / CONFIG.
CHARACTERIZATION
PLUG
2. EEC
NO PHYSICAL SYMTOMS OTHER

THAN ECSF INDICATOR ON

ENSURE IT
IS IN PLACE
YES
REPLACE
CHARACTERIZATION
PLUG WITH RESISTOR
VALUES R1, R3 AND R4
AS PER DATA PLATE
(REF. 720110)
CHECK CONTINUITY RESISTANCE BETWEEN NO

PINS, C TO A WITHIN + 1.0% OF VALUE
SHOWN ON PLUG DATA PLATE (R1)
YES
REPLACE EEC
(REF. 720110)
C64084
EEC Fault Isolation
Figure 126
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

43
MFCU IDENTIFICATION FAULT

(MFCID)
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
ECSF INDICATOR ON
EEC MODE
HAS A PW127H MFCU BEEN INSTALLED?
TYPE OF MFCU
HARNESS
MFCU
EEC
REPLACE WITH
CORRECT MFCU
(REF. 720140)
NO
YES
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
CHECK HARNESS. CONTINUITY ON LINES 186 NO

AND 187 LESS THAN 0.5 OHM?
YES
CHECK HARNESS. INSULATION RESISTANCE OF PINS
P8J, P8L, P2D AND P2 a TO OTHER PINS AND
BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
CHECK MFCU. CONTINUITY BETWEEN PINS
J8J AND J8L LESS THAN 1 OHM?
NO
REPLACE MFCU
(REF. 720140)
YES
CHECK MFCU. INSULATION RESISTANCE OF PINS
NO
J8J AND J8L TO ALL OTHER PINS (EXCEPT TO
EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER
THAN 2 MEGOHMS AT 45 VDC?
REPLACE MFCU
(REF. 720140)
YES
NOTE:
THIS FAULT IS SET IF THE EEC DOES NOT ACKNOWLEDGE CONTINUITY BETWEEN PINS J2 a
AND J2D OF THE MFCU. THE PW127H MFCUs PROVIDE HIGHER FLOWS FOR OPERATION
AT PW127H POWERS THAN THE MFCUs INSTALLED ON LOWER POWER ENGINES. THESE
CONNECTED PINS WITHIN THE MFCU ARE A WAY FOR THE EEC TO IDENTIFY A PW127H MFCU.
C64060
EEC Fault Isolation
Figure 127
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
44
EEC INTERNAL FAILURE

(ECINTF)
SYMPTOMS
SUSPECT LRU
PHYSICAL SYMPTOMS WILL DEPEND ON THE

CAUSE OF THE FAULT. LRU NO. 1722/31/32/34
CAN INDIVIDUALLY SET "ECINTF" WHICH WILL
SHOW THE SPECIFIC ASSOCIATED SYMPTOMS.
1. EEC
REPLACE EEC
(REF. 720110)
C26373
EEC Fault Isolation
Figure 128
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

49
ARINC INPUT
(ARINSW)
SYMPTOMS
SUSPECT LRU
ARINC "ADC" ALTITUDE (203) = 0 FOOT

ARINC "ADC" AIRSPEED (206) = 0 KNOT
ENGINE TORQUE MAY NOT MATCH
BUG TORQUE AT 75 DEGREES PLA WHEN AT
THERMALLY RATED POWER
POSSIBLE LEFT AND RIGHT TORQUE BUG SPLIT
ECSF INDICATOR ON
FAULT OCCURS
ON BOTH ENGINES?
1. ADC
2. HARNESS
3. EEC
YES
CARRY OUT CHECK

OF AIRCRAFT ADC
SYSTEM (REF. AMM)
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
NO
SELECT OTHER ADC

AND RUN ENGINE TO
CHECK FOR FAULT.
FAULT STILL EXISTS
(REF. NOTE)?
YES
CHECK ENGINE HARNESS.

CONTINUITY ON LINES
104 AND 105 LESS THAN
OR EQUAL TO 0.5 OHM?
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
C68389
EEC Fault Isolation
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
CONTINUED FROM SHEET 1

INSULATION RESISTANCE
OF PINS J11 h, J11 z,
P2S AND P2T TO ALL
OTHER PINS ON SAME
CONNECTOR AND
BACKSHELL GREATER
THAN OR EQUAL TO
2 MEGOHMS AT 45 VAC
OR VDC?
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
REPLACE EEC
(REF. 720110)
NOTE:
INITIAL SYSTEM CHECKS MUST BE CARRIED OUT WHEN THE ENGINE IS RUNNING AND
OUT OF FEATHER SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED
WHEN THE ENGINE IS NOT RUNNING. THIS FAULT IS SET IF THE ARINC INPUT LINK IS
FOUND TO BE INVALID WITH NPT ABOVE 60%.
C26375
EEC Fault Isolation
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
52
ARINC LABEL 211

(A211SW)
SYMPTOMS
SUSPECT LRU

BUG TORQUE AT 75 DEGREES PLA
WHEN AT THERMALLY RATED POWER
ECSF INDICATOR ON
1. ADC
2. HARNESS
3. EEC
CARRY OUT CHECK

OF AIRCRAFT ADC
SYSTEM (REF. AMM)
FAULT OCCURS ON YES

BOTH ENGINES?
NO
SELECT OTHER ADC

AND RUN ENGINE TO
CHECK FOR FAULT.
FAULT STILL EXISTS
(REF. NOTE)?
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
YES
DOES FAULT CODE

YES
LRU 49 (ARINC INPUT)
EXIST?
CARRY OUT CHECK

AS PER LRU FAULT CODE 49
NO
SYSTEM NORMAL
NOTE: INITIAL SYSTEM CHECKS MUST BE CARRIED OUT WHEN THE ENGINE IS RUNNING AND OUT OF FEATHER
WITH NPT ABOVE 60% SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED WHEN THE
ENGINE IS NOT RUNNING.
C64063
EEC Fault Isolation
Figure 130
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
53
ARINC LABEL 203

(A203SW)
SYMPTOMS
SUSPECT LRU
1. ADC
2. HARNESS
3. EEC
ARINC "ADC" ALTITUDE (203) = 0 FEET

ECSF INDICATOR ON
CARRY OUT CHECK

OF AIRCRAFT ADC
SYSTEM (REF. AMM)
FAULT OCCURS ON YES

BOTH ENGINES?
NO
SELECT OTHER ADC

AND RUN ENGINE TO
CHECK FOR FAULT.
FAULT STILL EXISTS
(REF. NOTE)?
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
YES
DOES FAULT CODE

YES
EXIST?
CARRY OUT CHECK

NO
SYSTEM NORMAL
C64065
EEC Fault Isolation
Figure 131
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
54
ARINC LABEL 206

(A206SW)
SYMPTOMS
SUSPECT LRU
1. ADC
2. HARNESS
3. EEC
ARINC "ADC" AIRSPEED (206) = 0 KNOT

ECSF INDICATOR ON
CARRY OUT CHECK

OF AIRCRAFT ADC
SYSTEM (REF. AMM)
FAULT OCCURS ON YES

BOTH ENGINES?
NO
SELECT OTHER ADC

AND RUN ENGINE TO
CHECK FOR FAULT.
FAULT STILL EXISTS
(REF. NOTE)?
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
YES
DOES FAULT CODE

YES
EXIST?
CARRY OUT CHECK

NO
SYSTEM NORMAL
C64066
EEC Fault Isolation
Figure 132
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

57
ENGINE/GEARBOX
OVER TORQUE FAULT NO. 1
(Q22TQE)
SYMPTOMS
SUSPECT LRU

ECSF INDICATOR ON
RECORD OVERTORQUE IN
LOG BOOK
CARRY OUT MAINTENANCE

ACTIONS SPECIFIED IN
CHAPTER 055000.
NOTE:
THIS FAULT OCCURS WHEN THE ENGINE TORQUE IS BETWEEN 122% AND 137% (12800 14440
LB. FT. ) FOR A CONTINUOUS PERIOD OF TIME GREATER THAN 20 AND LESS THAN 300 SECONDS,
OR WHEN THE ENGINE TORQUE IS BETWEEN 100% AND 122% (1050412800 LB. FT.) FOR A
CONTINUOUS PERIOD OF TIME GREATER THAN 600 SECONDS.
C64068
EEC Fault Isolation
Figure 133
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
58
ENGINE / GEARBOX
OVERTORQUE FAULT NO. 2
(Q37TQE)
SYMPTOMS
SUSPECT LRU

ECSF INDICATOR ON
LOG BOOK
CARRY OUT MAINTENANCE

ACTIONS SPECIFIED IN
CHAPTERS 055000.
NOTE:
THIS FAULT IS SET IF THE FOLLOWING TORQUE LEVELS ARE MAINTAINED FOR THE CONTINUOUS
PERIODS INDICATED:
TORQUE BETWEEN (%)
TORQUE VAL (LB. FT.)
TORQUE PERIOD (SEC)
137.5 142.8
142.8 147.6
147.6 152.3
152.3 157.1
157.1 161.8
161.8 166.6
166.6 171.8
14440 15000
15000 15500
15500 16000
16000 16500
16500 17000
17000 17500
17500 18054
LESS THAN 256.6 OR

LESS THAN 217.9 OR
LESS THAN 179.1 OR
LESS THAN 140.4 OR
LESS THAN 101.7 OR
LESS THAN 62.9 OR
LESS THAN 20
C64070
EEC Fault Isolation
Figure 134
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
59
ENGINE / GEARBOX
OVERTORQUE FAULT NO. 3
(Q47TQE)
SYMPTOMS
SUSPECT LRU

ECSF INDICATOR ON
LOG BOOK
REMOVE RGB MODULE AND

RETURN TO AN OVERHAUL
FACILITY FOR INSPECTION
NOTE:
THIS FAULT IS SET FOR THE FOLLOWING TORQUE LEVELS:

TORQUE BETWEEN (%)
TORQUE VAL (LB. FT.)
121.8 137.5
137.5 142.8
142.8 147.6
147.6 152.3
152.3 157.1
157.1 161.8
161.8 166.6
166.6 171.8
12794 14443
14443 15000
15000 15500
15500 16000
16000 16500
16500 17000
17000 17500
17500 18054
TORQUE PERIOD (SEC)

GREATER THAN 300.0 OR
GREATER THAN 20 OR
TORQUE GREATER THAN 171.89% (18054 LB. FT.)
C64073
EEC Fault Isolation
Figure 135
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
61
TAT CROSSCHECK
(TATXIF)
SYMPTOMS
SUSPECT LRU
1. ADC
2. T1.8 SENSOR
3. EEC

ECSF INDICATOR ON
CARRY OUT CHECK

OF AIRCRAFT TAT
MEASUREMENT SYSTEM
(REF. AMM)
FAULT OCCURS ON YES

BOTH ENGINES?
NO
SELECT OTHER ADC

AND RUN ENGINE TO
CHECK FOR FAULT.
FAULT STILL EXISTS
(REF. NOTE)?
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
YES
REPLACE T1.8 SENSOR

ON ENGINE WITH FAULT.
FAULT STILL EXISTS?
(REF. NOTE)?
NO
SYSTEM NORMAL
YES
REPLACE EEC
(REF. 720110)
SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED WHEN THE ENGINE IS NOT RUNNING.
THIS FAULT IS SET IF ADC AND EEC PROBES DIFFER BY MORE THAN + 15.5 C (28 F) IN MCL AND MCR RATINGS
AND + 7.7 C (14 F) FOR OTHER RATINGS, TORQUE OUTPUT IS 90% OF TQBUG, AND PLA IS GREATER THAN
40 DEGREES.
C64074
EEC Fault Isolation
Figure 136
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MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

62
ALT CROSSCHECK
(ALTXIF)
SYMPTOMS
SUSPECT LRU
1. ADC
2. EEC

ECSF INDICATOR ON
CARRY OUT CHECK

OF AIRCRAFT TAT
MEASUREMENT SYSTEM
(REF. AMM)
FAULT OCCURS ON YES

BOTH ENGINES?
NO
SELECT OTHER ADC

AND RUN ENGINE TO
CHECK FOR FAULT.
FAULT STILL EXISTS
(REF. NOTE)?
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
YES
REPLACE EEC
(REF. 720110)
SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED WHEN THE ENGINE IS NOT RUNNING.
THIS FAULT IS SET IF ADC AND EEC PROBES DIFFER BY MORE THAN + 1 PSIA IN MCL AND MCR RATINGS
AND + 0.5 PSIA FOR OTHER RATINGS WITH PLA ABOVE 40 DEGREES.
C64075
EEC Fault Isolation
Figure 137
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
63
TORQUE SENSOR NO. 2

COIL NO. 1 HIGH TORQUE
(Q1IF)
SYMPTOMS
SUSPECT LRU

1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC
CHECK HARNESS. CONTINUITY ON LINES 170

REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P7C, P7D, P1P, P1R TO OTHER
PINS AND BACKSHELL ON CONNECTORS
GREATER THAN 2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY
BETWEEN PINS J7C AND J7D HAVE A
RESISTANCE BETWEEN 612 AND 664 OHMS?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7C TO ALL OTHER PINS
NO
(EXCEPT J7D) AND BACKSHELL, AND PIN J7D
TO ALL OTHER PINS (EXCEPT J7C) AND
BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
NOTE:
TO SET THIS FAULT, NPT MUST BE BETWEEN 21% AND 135%, FEATHER NOT COMMANDED AND
TORQUE OVER 230%. THIS FAULT IS SPECIFIC TO COIL NO. 1 OF TORQUE SENSOR NO.2.
C68384
EEC Fault Isolation
Figure 138
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
64
TORQUE SENSOR NO. 2

COIL NO. 1 LOW TORQUE
(Q1LIF)
SYMPTOMS
SUSPECT LRU

1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC

REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
NOTE:
TORQUE LOWER THAN 20%. THIS FAULT IS SPECIFIC TO COIL NO. 1 OF TORQUE SENSOR NO.2.
C68385
EEC Fault Isolation
Figure 139
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
65
TORQUE SENSOR NO. 2

COIL NO. 1 H1 NPT
(NP1IF)
SYMPTOMS
SUSPECT LRU

DID NP EXCEED 135%?
1.
2.
3.
4.
FOLLOW APPROPRIIATE
MAINTENANCE ACTION FOR
NP OVERSPEED (REF. 055000)
YES
NO
NP OVERSPEED
HARNESS
TORQUE SENSOR NO. 2
EEC
NO

(REF. 720110)
YES
NO

(REF. 720110)
YES
NO
REPLACE TORQUE SENSOR NO. 2

(REF. 720160)
YES
NO
REPLACE TORQUE SENSOR NO. 2

(REF. 720160)
YES
NOTE:
THIS FAULT IS SET IF NPT EXCEEDS 135% AND FEATHER IS NOT COMMANDED.
C68387
EEC Fault Isolation
Figure 140
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
66
TORQUE SENSOR NO. 2

COIL NO. 1 LOW NPT
(NP1LIF)
SYMPTOMS
SUSPECT LRU

1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC

REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
NO
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
NOTE:
THIS FAULT IS SET IF FOLLOWING ENGINE START, NPT GOES ABOVE 25%, FEATHER IS NOT
COMMANDED (CLA OUT OF FEATHER POSITION) AND A SUBSEQUENT NPT VALUE IS LOWER THAN 21%.
C68388
EEC Fault Isolation
Figure 141
72-00-02
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
67
CONNECTOR FAILURE
(CONNIF)
SYMPTOMS
SUSPECT LRU
1. EEC CONNECTOR P1
2. EEC
INTERCOMPRESSOR BLEED VALVE CLOSES

NO AUTOIGNITION
ARINC "EEC" T1.8 (211) = 0
ARINC NH INDICATION (245) = 0%
ECSF INDICATOR ON
STEPPER MOTOR FAIL FIXED
IS CONNECTOR P1 SECURELY MATED TO J1?
NO
RECONNECT
P1 TO EEC
YES
REPAIR / REPLACE
(REF. 7201/10)
YES
IS ENGINE HARNESS VISUALLY DAMAGED?

NO
NOTE:
THIS FAULT IS SET IF LRU 74/78/84/90 ARE ALL SIMULTANEOUSLY LATCHED. THESE LRUs
CORRESPOND TO THE TORQUE SHAFT TEMPERATURE, NACELLE AMBIENT TEMPERATURE
AND E1 AND E2 SIGNALS FROM THE RVDT IN THE MFC.
C64082
EEC Fault Isolation
Figure 142
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

69
TOTAL TORQUE (FREQUENCY / DIGITAL

CONVERSION) (QTOTSW)
SYMPTOMS
SUSPECT LRU
EEC FAULT LAMP ON (FAIL FIX)

ARINC "TORQUE" INDICATION (343) = 0%
FAULT CODES SET INCLUDE

ONLY LRU 63 AND 71?
1.
2.
3.
4.
HARNESS
TORQUE SENSOR, NO. 2
TORQUE SHAFT
EEC
YES

YES

NO

ONLY LRU 64 AND 70?
NO

YES
LRU 64 AND 71 OR 63 AND 70?
CHECK TORQUE SHAFTS
NO
REPLACE EEC
(REF. 720110)
NOTE:
THIS FAULT IS SET IF:

1.
2.
3.
4.

C26437
EEC Fault Isolation
Figure 143
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Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
70
TORQUE SENSOR NO. 2

COIL NO. 2 HIGH TORQUE
(Q2IF)
SYMPTOMS
SUSPECT LRU

1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC

REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
PINS P7A, P7B, P1 r, P1 q TO OTHER
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
BETWEEN PINS J7A AND J7B HAVE A
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
RESISTANCE OF PIN J7A TO ALL OTHER PINS
NO
(EXCEPT J7B) AND BACKSHELL, AND PIN J7B
TO ALL OTHER PINS (EXCEPT J7A) AND
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
NOTE:
TORQUE OVER 230%. THIS FAULT IS SPECIFIC TO COIL NO. 2 OF TORQUE SENSOR NO.2.
C68358
EEC Fault Isolation
Figure 144
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
71
TORQUE SENSOR NO. 2

COIL NO. 2 LOW TORQUE
(Q2LIF)
SYMPTOMS
SUSPECT LRU

1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC

REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
PINS P7A, P7B, P1 r, P1 q TO OTHER
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
BETWEEN PINS J7A AND J7B HAVE A
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
NO
TO ALL OTHER PINS (EXCEPT J7A) AND BACKSHELL
ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
NOTE:
TORQUE LOWER THAN 20%. THIS FAULT IS SPECIFIC TO COIL NO. 2 OF TORQUE SENSOR NO. 2.
C68359
EEC Fault Isolation
Figure 145
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
72
TORQUE SENSOR NO. 2

COIL NO. 2 HIGH NPT
(NP2IF)
SUSPECT LRU
SYMPTOMS
NP EXCEEDS 135%
1.
2.
3.
4.
FOLLOW APPROPRIATE
MAINTENANCE ACTION FOR
NP OVERSPEED (REF. 055000)
YES
NO

NP OVERSPEED
HARNESS
TORQUE SENSOR NO. 2
EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
PINS P7A, P7B, P1r, P1 q TO OTHER
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
BETWEEN PINS J7A AND J7B TO HAVE A
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
NO
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
NOTE:
THIS FAULT IS SET IF NPT EXCEEDS 135% AND FEATHER IS NOT COMMANDED.
C68360
EEC Fault Isolation
Figure 146
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
73
TORQUE SENSOR NO. 2

COIL NO. 2 LOW NPT
(NP2LIF)
SYMPTOMS
SUSPECT LRU

1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC
CHECK CONTINUITY OF ENGINE HARNESS.

DISCONNECT P1 AND P7 CONNECTORS.
RESISTANCE ON LINES 165 AND 166 LESS THAN
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
CHECK INSULATION OF ENGINE HARNESS.
RESISTANCE BETWEEN P7A, P7B, P1 r, P1 q
AND OTHER PINS AND BACKSHELL ON CONNECTORS
GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
CHECK CONTINUITY OF TORQUE SENSOR
NO. 2. PINS J7A AND J7B HAVE A
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
NO
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
NOTE:
THIS FAULT IS SET IF FOLLOWING ENGINE START, NPT GOES ABOVE 25%, FEATHER IS NOT
COMMANDED (CLA OUT OF FEATHER POSITION) AND A SUBSEQUENT NPT VALUE IS LOWER THAN 21%.
C68361
EEC Fault Isolation
Figure 147
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Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

74
TEMPERATURE COMPENSATION
TORQUE SENSOR NO. 2 (TQ1F)
SYMPTOMS
SUSPECT LRU
TORQUE INDICATION AND OUTPUT COULD

DIFFER BETWEEN LHS AND RHS ENGINE AS A
FUNCTION OF ENGINE OIL TEMPERATURE
CHECK CONTINUITY OF ENGINE HARNESS.
RESISTANCE ON LINES 167, 168 AND 169
LESS THAN OR EQUAL TO 0.5 OHM?
1. HARNESS
2. TORQUE SENSOR NO. 2
3. EEC
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE
OF PINS P1L, P1 e, P1 p, P7E, P7F
NO
AND P7G TO OTHER PINS ON BACKSHELL AND
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY OF

NO
PINS J7G TO J7E, AND J7G TO J7F,
109 OHMS NOMINAL (REF. 720160). J7E
TO J7F LESS THAN OR EQUAL TO 1 OHM?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
RESISTANCE OF PINS J7E, J7F AND J7G TO
ALL OTHER PINS (EXCEPT TO EACH OTHER)
AND BACKSHELL ON CONNECTOR GREATER THAN
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
NOTE:
WHEN THIS SIGNAL FAILS, THE EEC WILL DEFAULT TO A TORQUE SHAFT TEMPERATURE OF
80.5 C (176.6 F). THIS FAULT IS SET IF THE TORQUE TEMPERATURE SIGNAL FAILS TO PASS
A RANGE CHECK.
C68362
EEC Fault Isolation
Figure 148
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MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
75
DUAL TORQUE CROSSCHECK

(QXIF)
SYMPTOMS
SUSPECT LRU

1. TORQUE SENSOR
NO. 2
2. HARNESS
CHECK TORQUE SENSOR NO. 2. RESISTANCE

NO
BETWEEN PINS J7A AND J7B 557589 OHMS
AND BETWEEN PINS J7C AND J7D 612664 OHMS?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
RESISTANCE OF PIN J7A AND J7B TO ALL OTHER
PINS (EXCEPT TO EACH OTHER) AND BACKSHELL,
AND OF PINS J7C AND J7D TO ALL OTHER PINS
(EXCEPT TO EACH OTHER) AND BACKSHELL ON
CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?
NO
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
CHECK HARNESS. IS CONTINUITY ON LINES
165, 166, 170 AND 171 LESS THAN 0.5 OHM?
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
PINS P7A, P7B, P7C, P7D, P1 r, P1 q , P1P
AND P1R TO OTHER PINS AND BACKSHELL ON
NO
REPAIR / REPLACE
HARNESS
(REF. 720110)
YES
SYSTEM NORMAL
NOTE:
THIS FAULT IS SET IF NPT IS ABOVE 30%, FEATHER IS NOT COMMANDED, NO FAULTS ARE SET FOR
ANY COILS AND THE DIFFERENCE BETWEEN THE TWO TORQUE COIL READINGS EXCEEDS 5%.
C68363
EEC Fault Isolation
Figure 149
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

76
DUAL NP CROSSCHECK
TORQUE SENSOR NO. 2
(NPXIF)
SYMPTOMS
SUSPECT LRU

1. TORQUE SENSOR
NO. 2
2. HARNESS
PROCEED WITH CHECK AS PER

LRU FAULT CODE 75
NOTE:
THIS FAULT IS SET IF NPT IS ABOVE 30%, FEATHER IS NOT COMMANDED, NO FAULT CODES FOR THE
COILS ARE SET AND THE DIFFERENCE BETWEEN THE TWO NPT COIL READINGS EXCEEDS 5%.
C26393
EEC Fault Isolation
Figure 150
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

78
INLET TEMPERATURE
(T18IF)
SYMPTOMS
SUSPECT LRU
ARINC "EEC" TI.8 (211) = 0
1. T1.8 SENSOR
2. HARNESS
3. EEC
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
CHECK HARNESS CONTINUITY. LINES 160, 161 NO

AND 162 LESS THAN OR EQUAL TO 0.5 OHM?
YES

PINS P1K, P1J, P1d, P43, P42 AND
NO
P41 TO OTHER PINS AND BACKSHELL ON
CONNECTOR GREATER THAN OR EQUAL TO
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
YES
CHECK T1.8 SENSOR. CONTINUITY ON LINES

J43 TO J42 AND J43 TO J41 108 OHMS
NOMINAL (REF. 720160)? J42 TO J41
LESS THAN OR EQUAL TO 1 OHM?
REPLACE T1.8
SENSOR
(REF. 720160)
NO
YES
CHECK T1.8 SENSOR. INSULATION RESISTANCE
NO
OF PINS J4 TO PROBE BODY GREATER THAN OR
EQUAL TO 2 MEGOHMS AT 45 VDC?
REPLACE T1.8
SENSOR
(REF. 720160)
YES
NOTE:
THIS FAULT IS SET IF THE INLET TEMPERATURE SENSOR LOCATED ON THE REAR INLET CASE
DOES NOT PASS A RANGE CHECK WHEN NH IS ABOVE 66% (I.E. THE ENGINE RUNNING).
C68364
EEC Fault Isolation
Figure 151
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Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
80
NH NO. 1 SENSOR
HIGH RANGE
(NH1IF)
SYMPTOMS
SUSPECT LRU

1.
2.
3.
4.
NH EXCEEDS 110% AND FAULT CODES

LRU 12 AND 81 EXIST?
TAKE APPROPRIATE
ACTION FOR NH
OVERSPEED
(REF. 055000)
YES
NO
CHECK HARNESS CONTINUITY. RESISTANCE
ON LINES 163 AND 164 LESS THAN OR EQUAL
TO 0.5 OHM?
NH OVERSPEED
HARNESS
NH SENSOR NO. 1
EEC
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPLACE NH
SENSOR NO. 1
(REF. 720160)
YES
RESISTANCE OF PINS P143, P144, P1Z
P1E TO OTHER PINS AND BACKSHELL
ON CONNECTORS GREATER THAN OR EQUAL
TO 2 MEGOHMS AT 45 VDC?
YES
CONTINUITY OF NH SENSOR NO. 1, PINS J53
TO J144, 36 TO 45 OHMS
(COIL RESISTANCE)?
YES
NOTE:
THIS FAULT IS AUTOMATICALLY SET IF NH EXCEEDS 110%.
C68365
EEC Fault Isolation
Figure 152
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
81
NH NO. 2 SENSOR
HIGH RANGE
(NH2IF)
SYMPTOMS
SUSPECT LRU

1.
2.
3.
4.
NH EXCEEDS 110% AND FAULT CODES

NH OVERSPEED
HARNESS
NH SENSOR NO. 2
EEC
TAKE APPROPRIATE
ACTION FOR NH OVERSPEED
(REF. 055000)
YES
NO
TO 0.5 OHM?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
RESISTANCE OF PINS P53, P54, P1D,
P1Y TO OTHER PINS AND BACKSHELL
YES
REPLACE NH
SENSOR NO. 2
(REF. 720160)
CONTINUITY OF NH SENSOR NO. 2, PINS J53 NO

TO J54, 36 TO 45 OHMS (COIL RESISTANCE)?
YES
CHECK NH SENSOR NO. 2. INSULATION RESISTANCE
OF PINS J53 AND J54 TO OTHER PINS (EXCEPT TO
EACH OTHER) AND BACKSHELL ON CONNECTOR
REPLACE NH
SENSOR NO. 2
(REF. 720160)
NO
YES
C68366
EEC Fault Isolation
Figure 153
72-00-02
Page 164
Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
82
NH NO. 1 SENSOR
LOW RANGE
(NHECS1)
SYMPTOMS
SUSPECT LRU

1.
2.
3.
4.
WAS ENGINE SHUT DOWN BY INTERRUPTING FUEL

SUPPLY WITH CONDITION LEVER IN
UNFEATHERED POSITION? FAULT CODES
YES
IMPROPER ENGINE SHUTDOWN

HARNESS
NH SENSOR NO. 1
EEC
SYSTEM NORMAL
NO
TO 0.5 OHM?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
RESISTANCE OF PINS P143, P144, P1Z,
P1E AND OTHER PINS AND BACKSHELL
YES
CONTINUITY OF NH SENSOR NO. 1, PINS J143
REPLACE NH
SENSOR NO. 1
(REF. 720160)
NO
YES
NOTE:
THIS FAULT WILL BE SET ONCE A LOW RANGE FAILURE IS DETECTED (NH<30%), NPT
IS ABOVE 30% AND FEATHER IS NOT COMMANDED.
C68367
EEC Fault Isolation
Figure 154
72-00-02
Page 165
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

83
NH NO. 2 SENSOR LOW

RANGE (NHECS2)
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.

WAS ENGINE SHUT DOWN BY INTERRUPTING FUEL

YES
SUPPLY WITH CONDITION LEVER IN UNFEATHERED
POSITION? DO FAULT CODES LRU 12 AND 82 EXIST?
IMPROPER ENGINE SHUTDOWN

HARNESS
NH SENSOR NO. 2
EEC
SYSTEM NORMAL
NO
CHECK HARNESS CONTINUITY. RESISTANCE ON LINES
184 AND 185 LESS THAN OR EQUAL TO 0.5 OHM?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
CHECK ENGINE HARNESS. INSULATION RESISTANCE
BETWEEN PINS P53, P54, P1D, P1Y AND OTHER
PINS AND BACKSHELL ON CONNECTORS GREATER
THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
REPLACE NH
SENSOR NO. 2
(REF. 720160)
NO
CONTINUITY OF NH SENSOR NO. 2, J53
YES
OF PINS J53 AND J54 TO OTHER PINS
NO
REPLACE NH
SENSOR NO. 2
(REF. 720160)
YES
NOTE:
THIS FAULT WILL BE SET ONCE A LOW RANGE FAILURE IS DETECTED (NH <30%), NPT IS
ABOVE 30% AND FEATHER IS NOT COMMANDED.
C68368
EEC Fault Isolation
Figure 155
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
84
DUAL NH CROSSCHECK
(NHXIF)
SYMPTOMS
SUSPECT LRU

1. HARNESS
2. NH SENSORS
REPAIR / REPLACE
HARNESS
(REF. 720160)
CHECK HARNESS. CONTINUITY ON LINES 163, NO

164, 184 AND 185 LESS THAN 0.5 OHM?
YES
CHECK HARNESS. INSULATION RESISTANCE OF PINS

P143, P144, P53, P54, P1Z, P1E, P1D AND P1Y
TO OTHER PINS AND BACKSHELL ON CONNECTORS
NO
REPAIR / REPLACE
HARNESS
(REF. 720160)
YES
CHECK NH SENSORS. RESISTANCE BETWEEN
PINS J143 AND J44 FOR SENSOR NO. 1
AND J53 AND J54 FOR SENSOR NO. 2
BETWEEN 36 AND 45 OHMS?
REPLACE NH SENSOR
NO. 1 AND / OR
SENSOR NO. 2
(REF. 720160)
NO
YES

OF PINS J53 AND J54 TO OTHER PINS
NO
REPLACE NH
SENSOR NO. 2
(REF. 720160)
YES
SYSTEM NORMAL
NOTE:
THIS FAULT IS SET IF NPT IS ABOVE 30%, FEATHER IS NOT COMMANDED, NO PREVIOUS FAULT
CODES ARE SET FOR ANY OF THE NH PROBES AND THE DIFFERENCE BETWEEN THE TWO
READINGS EXCEEDS 0.9%.
C68369
EEC Fault Isolation
Figure 156
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
85
FAIL FIXED WRAPAROUND

(HSS1IF)
SYMPTOMS
SUSPECT LRU
1. EEC FAULT LAMP ON (FAIL FIX)

WHEN EEC IS NOT FAILED
1. AIRCRAFT WIRING
AND RELAY
2. ENGINE HARNESS
3. MFCU
4. EEC
2. EEC FAULT LAMP OFF WHEN

EEC IS FAILED
CHECK CONTINUITY OF AIRCRAFT FAIL FIXED RELAY.

DISCONNECT P11. RESISTANCE BETWEEN PINS
P11AA AND P11 b EQUAL TO VALUE GIVEN IN AMM?
NO
REPAIR /REPLACE
AIRCRAFT WIRING /
RELAY (REF. AMM)
YES
NO
REPAIR /REPLACE
AIRCRAFT WIRING /
RELAY (REF. AMM)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
APPLY 28 VDC TO PINS P11AA (+) AND P11 b ().

MANUAL LAMP OFF?
YES
CHECK ENGINE HARNESS. CONTINUITY ON LINES
YES
OF PINS J11AA, J11 b, P2 c AND P2H TO
ALL OTHER PINS AND BACKSHELL ON CONNECTORS
GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
FAULT CODE LRU 92 ALSO SET
(FOR STEPPER MOTOR IN MFCU)?
YES
CARRY OUT CHECK AS

NO
NOTE:
THE VOLTAGE SUPPLIED BY THE EEC TO THE FAIL FIXED RELAY AND THE MFCU STEPPER MOTOR
COMES FROM THE SAME DRIVER. THEREFORE, A SHORT CIRCUIT TO GROUND ON ANY ONE OF
THESE CIRCUITS WILL RESULT IN FAULT CODE LRU 85 BEING SET.
C68370
EEC Fault Isolation
Figure 157
72-00-02
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Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
86
AUTOIGNITION WRAPAROUND
(LSS5IF)
SYMPTOMS
SUSPECT LRU
AUTOIGNITION MAY NOT BE

COMMANDED IF REQUIRED
1. AIRCRAFT WIRING
AND RELAY
2. ENGINE HARNESS
3. EEC
CHECK CONTINUITY OF AIRCRAFT AUTOIGNITION

RELAY. DISCONNECT PIN P11. RESISTANCE BETWEEN
PIN P11B AND 28 VDC EQUAL TO VALUE GIVEN IN AMM?
NO
REPAIR /REPLACE
AIRCRAFT WIRING /
RELAY (REF. AMM)
YES
REPAIR /REPLACE
AIRCRAFT WIRING /
RELAY (REF. AMM)
APPLY GROUND TO PIN P11B (). IGNITION NO

COMES ON (ASSUMING GOOD IGNITERS)?
YES
CHECK ENGINE HARNESS. CONTINUITY OF

LINE 136 LESS THAN 0.5 OHM?
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES

OF PINS J11B AND P1C TO ALL OTHER PINS AND
BACKSHELL ON CONNECTORS GREATER THAN
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
NOTE:
THIS FAULT IS SET IF EITHER THE AIRCRAFT / ENGINE SYSTEM IS NOT OPERATIONAL
OR THE EEC IS DAMAGED INTERNALLY.
C68371
EEC Fault Isolation
Figure 158
72-00-02
Page 169
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

87
WRAPAROUND FAULT
(HSS2IF)
SYMPTOMS
SUSPECT LRU
ENGINE SURGE MAY OCCUR AT ALTITUDE

DURING RAPID PLA MANOEUVER.
1. ENGINE HARNESS
2. INTERCOMPRESSOR
BLEED VALVE
TORQUE MOTOR
3. EEC
FOLLOW CHECK AS PER

LRU FAULT CODE 39
C26402A
EEC Fault Isolation
Figure 159
72-00-02
Page 170
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

89
PLA PHASE 1
(PLA1IF)
SYMPTOMS
SUSPECT LRU

NO NPT GOVERNING
CHECK HARNESS. CONTINUITY ON LINES 179, 180,
1. HARNESS
2. MFCU
3. EEC
NO
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
YES
PINS P8A, P8B, P8P, P8C, P1F, P1 a, P1b
NO
AND P1 c TO OTHER PINS AND BACKSHELL ON
CONNECTORS GREATER THAN 2 MEGOHMS
AT 45 VDC?
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
YES
CHECK MFCU RVDT. CONTINUITY BETWEEN PINS J8A
AND J8B 45 TO 85 OHMS, BETWEEN PINS J8P AND
J8C 70 TO 150 OHMS AND BETWEEN PINS J8R
NO
AND J8C TO 76 TO 114 OHM?
REPLACE
MFCU
(REF. 720140)
YES
CHECK MFCU RVDT. INSULATION RESISTANCE OF PINS
J8A AND J8B TO OTHER PINS (EXCEPT TO EACH OTHER)
NO
AND BACKSHELL, AND PINS J8P AND J8C TO OTHER
PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON
REPLACE
MFCU
(REF. 720140)
YES
NOTE:
THIS FAULT IS SET IF THE PLA NO. 2 SIGNAL FROM THE MFCU RVDT FAILS A RANGE CHECK.
C68372
EEC Fault Isolation
Figure 160
72-00-02
Page 171
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

90
PLA PHASE 2
(PLA2IF)
SYMPTOMS
SUSPECT LRU

NO NPT GOVERNING
CHECK HARNESS. CONTINUITY ON LINES P8A / P1F,
P8B/P1 a, P8R/P1G AND P8C/P1 c
1. HARNESS
2. MFCU
3. EEC
NO
REPLACE ELECTRICAL
HARNESS
YES
PINS P8A, P8B, P8R, P8C, P1F, P1 a, P1G
NO
AND P1 c TO OTHER PINS AND BACKSHELL ON
REPLACE ELECTRICAL
HARNESS
YES
CHECK MFCU RVDT. CONTINUITY BETWEEN PINS J8A
NO
AND J8B FROM 45 TO 85 OHMS AND BETWEEN PINS
J8R AND J8C FROM 76 TO 114 OHMS?
REPLACE
MFCU
(REF. 720140)
YES
CHECK MFCU RVDT. INSULATION RESISTANCE OF PINS
J8A AND J8B TO ALL OTHER PINS (EXCEPT TO EACH
OTHER) AND BACKSHELL, AND PINS J8R AND J8C TO
ALL OTHER PINS (EXCEPT TO EACH OTHER AND P)
AND BACKSHELL ON CONNECTOR GREATER THAN
NO
REPLACE
MFCU
(REF. 720140)
YES
NOTE:
THIS FAULT IS SET IF THE PLA NO. 2 SIGNAL FROM THE MFCU RVDT FAILS A RANGE CHECK.
C26404
EEC Fault Isolation
Figure 161
72-00-02
Page 172
Sep 03/99

MAINTENANCE MANUAL
LRU FAULT CODE
FAILURE
91
PLA TOTAL
(PLAIF)
SYMPTOMS
SUSPECT LRU

NO NPT GOVERNING
ONLY FAULT CODE LRU 89 ALSO SET?
1. HARNESS
2. MFCU
3. EEC
YES

LRU FAULT CODE 89
YES

LRU FAULT CODE 90
NO
ONLY FAULT CODE LRU 90 ALSO SET?

NO
BOTH FAULT CODES LRU 89 AND 90 ALSO SET?

LRU FAULT CODE 89 AND 90
TAKING CARE NOT TO REPEAT
THE SAME TESTS
YES
NO
NOTE:
THIS FAULT IS SET IF THE PLA FAILS A RANGE CHECK.
C26405
EEC Fault Isolation
Figure 162
72-00-02
Page 173
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

92
STEPPER MOTOR PHASE FAULT

(SMCFIF)
SYMPTOMS
SUSPECT LRU
1. HARNESS
3. EEC
CHECK HARNESS. CONTINUITY ON LINES 174, 175,

176, 177 AND 178 LESS THAN 0.5 OHM?
NO

(REF. 720110)
NO

(REF. 720110)
YES

PINS J8G, P8F, P8S, P8T, P8H, P1U AND P1j,
P1X, P1 n AND P1 k TO OTHER PINS AND
BACKSHELL ON CONNECTORS GREATER THAN
2 MEGOHMS?
YES
CHECK MFCU STEPPER MOTOR. CONTINUITY

BETWEEN PINS J8G AND J8F, J8G AND
J8S, J8G AND J8T AND J8G AND
J8H BETWEEN 115 AND 155 OHMS?
NO
REPLACE MFCU
(REF. 720140)
YES
CHECK MFCU STEPPER MOTOR. INSULATION

RESISTANCE OF PINS J8F, J8G, J8H, J8S
AND J8T TO ALL OTHER PINS (EXCEPT TO
EACH OTHER) AND BACKSHELL ON CONNECTOR
NO
REPLACE MFCU
(REF. 720140)
YES
C68373
EEC Fault Isolation
Figure 163
72-00-02
Page 174
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE

93
STEPPER MOTOR INTERMITTENT

PHASE FAULT
(SMINTF)
SYMPTOMS
SUSPECT LRU
POSSIBLE RANDOM POWER OSCILLATIONS
IS LRU FAULT CODE 92 ALSO SET?
1. HARNESS
3. EEC
YES
TROUBLESHOOT AS PER LRU

FAULT CODE 92
NO
ARE ANY OTHER FAULT CODES ALSO SET?
YES
NOTE CODES FOR APPROPRIATE

TROUBLESHOOTING LATER
NO
POWER PU EEC / CLEAR FAULT CODES AND

SHAKE P1 CONNECTOR
YES
IS FAULT CODE 93 SET?

NO
REPLACE
HARNESS
NO
CHECK HARNESS AND MFCU CONTINUITY.

PINS U TO j; U TO X; U TO n AND U TO k TO
BE BETWEEN 115 AND 165 OHMS (EVEN
WHEN SHAKING P1)
"B"
"A"
C26407
EEC Fault Isolation
72-00-02
Page 175
Sep 03/99

MAINTENANCE MANUAL
CONTINUED FROM
SHEET 1
"A"
CONTINUED FROM
SHEET 1
"B"
REPLACE
EEC
CLEAN
CHECK FOR CONTAMINATION OF PINS

U, j, X, n AND k
DIRTY
CLEAN CONNECTOR PER MAINTENANCE
PROCEDURE (REF. 720110),
RECONNECT AND TORQUE CONNECTOR
SHAKE P8 CONNECTOR
YES
IS FAULT CODE 93 SET?

NO
REPLACE
HARNESS
DISCONNECT P1 AND P8. TEST

HARNESS LINES 174, 175, 176, 177
AND 178 FOR CONTINUITY SHAKING
P8 CONNECTOR
NO
YES
REPLACE
MFCU
CHECK CONTINUITY AND RESISTANCE

BETWEEN THE MFCU PINS G TO F; G TO
S; G TO T AND G TO H BETWEEN 115
AND 155 OHM WHILE GENTLY TAPPING
THE SIDE OF THE MFCU CONNECTOR.
NO
YES
CLEAN CONNECTOR PER MAINTENANCE
PROCEDURE (REF. 720110),
RECONNECT AND TORQUE CONNECTOR
CLEAN P1 AND P8 CONNECTOR PER
MAINTENANCE PROCEDURE
(REF. 720110), CONNECT BOTH
CONNECTORS BACK AND TORQUE
THEM TO THE SPECIFIED
TORQUE LEVELS
C68374
EEC Fault Isolation
72-00-02
Page 176
Sep 03/99

MAINTENANCE MANUAL
FAILURE
UPTRIM LAMP WRAPAROUND
(LSS4IF)
SYMPTOMS
SUSPECT LRU
1. UPTRIM LAMP ON AT ALL TIMES
1. UPTRIM LAMP RELAY

2. WIRING HARNESS
3. EEC
2. UPTRIM LAMP OFF WHEN OPPOSITE

ENGINE HAS AUTOFEATHERED
UPTRIM LAMP RELAY OK (REF. AMM)?
NO
REPAIR / REPLACE
(REF. AMM)
NO
REPLACE WIRING
HARNESS
(REF. 720110)
YES
CONTINUITY ON LINE 135 LESS THAN

YES
INSULATION RESISTANCE OF PIN P2N TO ALL OTHER

PINS AND SHELL P2, AND J11w TO ALL OTHER
PINS AND SHELL J11, GREATER THAN OR EQUAL TO
NO
REPLACE WIRING
HARNESS
(REF. 720110)
YES
NOTE:
THIS FAULT IS SET IF THE UPTRIM LAMP DRIVER SYSTEM IS FOUND TO BE INCORRECT.
C68375
EEC Fault Isolation
Figure 165
72-00-02
Page 177
Sep 03/99

MAINTENANCE MANUAL
FAILURE
LRU FAULT CODE
INCORRECT EEC CONFIGURATION

INSTALLED
LAB
SYMPTOMS
SUSPECT LRU
1. CHARACTERIZATION PLUG
2. EEC
REPLACE
CHARACTERIZATION
PLUG (REF. 720110)
OK?
YES
SYSTEM NORMAL
NO
REPLACE EEC
(REF. 720110)
OK?
YES
SYSTEM NORMAL
C37697
EEC Fault Isolation
Figure 166
72-00-02
Page 178
Sep 03/99

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
AT TAKEOFF PLA, IN EEC MODE, TORQUE

INDICATED WILL NOT MATCH TORQUE BUG.
TORQUE BUG MAY OR MAY NOT BE ACHIEVED
BY ADJUSTING PLA.
1. MFCU
3. PY AIR TUBE
SET PLA AT FLIGHT IDLE.

SELECT MANUAL MODE. ADJUST
NO
PLA TO TAKEOFF OR FULL POWER
LEVER TRAVEL. IS POWER
SELECTION ATTAINABLE?
CHECK FOR REFERENCE

PRESSURE LEAK (REF. 720001,
REFERENCE PRESSURE LEAK
UNABLE TO ACHIEVE TAKEOFF POWER)
YES
REPLACE MFCU (REF. 720140)
C26410
Throttle Stagger
Figure 167
72-00-02
Page 179
Sep 03/99

MAINTENANCE MANUAL
FAILURE
DUAL AIRSPEED INPUT FAULT
(IASIF)
SYMPTOMS
SUSPECT LRU
POSSIBLE TORQUE SPLIT

POSSIBLE DEGRADE ENGINE AND PROPELLER
PERFORMANCE
SYMPTOMS AFTER BOTH

LRU = 54 OR
LRU = 19 ARE SET
1. EEC AND
2. ADC
3. WIRING
LRU 54
RECTIFY AS PER
LRU FAULT CODE 54
LRU 19
REPLACE EEC
(REF. 720110)
NOTE:
THIS FAULT IS SET WHEN BOTH ARINC AIRSPEED INPUT FAULT (LRU = 54) AND DELTA
P SENSOR FAULT (LRU = 17) ARE SET.
C26439
Dual Airspeed Input Fault
Figure 168
72-00-02
Page 180
Sep 03/99

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
ACTUAL OUTPUT TORQUE AT TAKEOFF DOES

NOT MATCH BUG WITH MATCHED PLAs.
SHUT DOWN ENGINE(S).

TURN EEC POWER OFF.
DISCONNECT P11.
HOLDING TRIM SWITCH
ON, CONTINUITY P11g
TO P11MM LESS THAN
YES
1. WIRING HARNESS
2. AIRCRAFT WIRING
CHECK WIRING HARNESS.

CONTINUITY ON
LINES 127 AND 129
OK?
NO
REPLACE WIRING
HARNESS
(REF. 720110)
YES
NO
REPAIR / REPLACE
AIRCRAFT WIRING
(REF. AMM)

INSULATION RESISTANCE
OF PINS P2X, P2v, J11 g AND
AND J11MM TO ALL OTHER
PINS AND BACKSHELL ON
CONNECTORS GREATER THAN
OR EQUAL TO 2 MEGOHMS AT
45 VDC?
NO
REPAIR / REPLACE
HARNESS
(REF. 720110)
C68376
Unable to Trim Actual Power to Torque Bug
Figure 169
72-00-02
Page 181
Sep 03/99

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1. IBV ORIFICE AND FILTER
2. IBV
NO EEC FAULT CODES

FAILURE OF INTERCOMPRESSOR BLEED
VALVE (IBV) TO OPEN AT CORRECT TIME
WILL RESULT IN VERY NOISY ENGINE OR
SURGING DURING ACCELERATION
IBV ORIFICE AND FILTER CHECK OK?

(REF. 720130)
CLEAN ORIFICE AND

FILTER
(REF. 720130)
NO
YES
REPLACE IBV (REF. 720130)
C26412
Noisy Engine/Surges at Intermediate Power
Figure 170
72-00-02
Page 182
Sep 03/99

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1. MFCU
2. WIRING HARNESS
3. AIRCRAFT SYSTEM
MFCU REVERSION SYSTEM FAULT
NO
CHECK MFCU FOR DAMAGED

PINS OK?
REPLACE MFCU
(REF. 720140)
YES
CHECK MFCU SOLENOID

PINS M TO N, 32 TO
55 OHMS, OK?
NO
REPLACE MFCU
(REF. 720140)
YES
CONTINUITY LINES 139 NO

AND 140 LESS THAN OR
EQUAL TO 0.5 OHM?
REPLACE HARNESS
(REF 720110)
YES
AIRCRAFT SYSTEM
OK? (REF. AMM)
NO
RECTIFY
YES
SYSTEM NORMAL
C68377
Instability or Engine Runaway
Figure 171
72-00-02
Page 183
Sep 03/99

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
1. WHEN AUTOFEATHER TEST IS SELECTED,

ARMED LAMP DOES NOT ILLUMINATE.
2. WHEN TEST SWITCHES 1 AND 2 ARE ON,
ANALOG NEEDLE OF TORQUE INDICATED
DOES NOT INDICATE 60% TORQUE.
AFU
ENGINE HARNESS
AIRCRAFT WIRING
TORQUE SENSOR
NO. 1
3. WHEN TEST SWITCH IS RELEASED,

OPPOSITE ENGINE UPTRIM LAMP
DOES NOT ILLUMINATE.
SELECT ATO RATING.

PRESS AUTOFEATHER TEST
SWITCHES NO. 1 AND 2 ON.
DOES ARMED LAMP
ILLUMINATE?
YES
SYSTEM
NORMAL
NO
CHANGE AFU ON ENGINE

NO. 1.
(REF. 720110)
DOES ARMED LAMP
ILLUMINATE?
YES
SYSTEM
NORMAL
YES
SYSTEM
NORMAL
NO
REINSTALL AFU NO. 1.

CHANGE AFU ON ENGINE
NO. 2.
(REF. 720110)
DOES ARMED LAMP
ILLUMINATE?
NO
C26414
72-00-02
Page 184
Sep 03/99

MAINTENANCE MANUAL
CONTD FROM
SHEET 1
REINSTALL AFU NO. 2 (REF. 720110).

DISCONNECT P16 AND P6 ON AFU
NO. 1 AND 2. TURN TEST SWITCH NO. 1
AND 2 ON. ARE THERE 28 VDC ON
P16N, P16 a AND P16P TO BOTH
AFU S ?
REPAIR/ REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
YES
CHECK AIRCRAFT WIRING FOR HIGH

TORQUE SIGNAL. CONNECTION
BETWEEN AFU NO. 1, P16S TO AFU
NO. 2, P16R AND AFU NO. 1, P16R
TO AFU NO. 2, P16S OK ?
REPAIR/ REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
YES
CHECK AIRCRAFT WIRING CONTINUITY

ON BOTH ENGINES NO. 1 AND 2 TO
TORQUE SENSOR NO. 1. CONTINUITY
BETWEEN P16L AND P6D, P16K AND
P6C, P16J AND P6B, P16H AND P6A
LESS THAN OR EQUAL TO 0.5 OHMS ?
REPAIR/ REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
YES
CHECK AIRCRAFT WIRING FROM BOTH

AFUS (P16A). REINSTALL P16 AND P6
TO AIRCRAFT WIRING ON AFU NO. 1 AND 2
C26341
72-00-02
Page 185
Sep 03/99

MAINTENANCE MANUAL
WITH TEST SWITCHES NO. 1

AND 2 ON, DO BOTH TORQUE
INDICATOR ANALOG NEEDLES
READ 60%?
YES
SYSTEM
NORMAL
NO
REPLACE AFU ON ENGINE

THAT DOES NOT READ
60% TORQUE. OK?
YES
SYSTEM
NORMAL
NO
REINSTALL AFU THAT

WAS REMOVED.
CONTINUITY AFU TO
TORQUE INDICATOR OK?
REPAIR / REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
NO
CHECK AIRCRAFT WIRING CONTINUITY

ON BOTH ENGINES NO. 1 AND 2 TO
TORQUE SENSOR NO. 1. CONTINUITY
P16L TO P6F, P16K TO P6G,
P16J TO P6B AND P16H TO P6A
REPAIR / REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
YES
C26415
72-00-02
Page 186
Sep 03/99

MAINTENANCE MANUAL
CHECK TORQUE SENSOR

NO. 1. COIL RESISTANCE
OF PINS J6A TO
J6B BETWEEN 557 AND
589 OHMS? IS J6G TO
J6F 108 OHMS NOM.
AT 20 C (RTD RESISTANCE)?
REPLACE
TORQUE SENSOR NO. 1
(REF. 720160)
NO
YES
REPLACE AIRCRAFT
TORQUE INDICATOR
(REF. AMM)
C26416
72-00-02
Page 187
Sep 03/99

MAINTENANCE MANUAL
ENGINE NO. 2 UPTRIM

LAMP ON WHEN TEST
SWITCH NO. 1 RELEASED
YES
SYSTEM
NORMAL
NO
CHECK CONTINUITY. ENGINE NO. 2
HARNESS LINE 135 LESS THAN OR
EQUAL TO 0.5 OHM?
REPAIR / REPLACE
ENGINE
HARNESS
NO
YES
RESISTANCE ENGINE NO. 2 HARNESS
P2N AND J11w TO ALL OTHER PINS
AND BACKSHELL ON CONNECTORS
GREATER THAN OR EQUAL TO
REPAIR / REPLACE
ENGINE
HARNESS
NO
YES
REPLACE EEC ON ENGINE NO. 2.
RETRY AUTOFEATHER TEST.
UPTRIM LAMP ENGINE NO. 2
ILLUMINATES?
YES
SYSTEM
NORMAL
NO
YES
REINSTALL EEC ON ENGINE NO. 2.

AIRCRAFT WIRING TO P11 w OK?
SYSTEM
NORMAL
NO
REPLACE AFU ON ENGINE
NO. 1. UPTRIM LAMP WORK?
YES
SYSTEM
NORMAL
NO
INVESTIGATE AIRCRAFT WIRING AND
SYSTEM FROM AFU NO. 1 P16B
(LOW TORQUE INDICATOR DRIVER)
C68378
72-00-02
Page 188
Sep 03/99

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
WITH ALL CONDITIONS PRESENT TO ARM

AUTOFEATHER SYSTEM ON TAKEOFF,
SYSTEM DOES NOT ARM
SELECT ATO RATING.

PRESS AUTOFEATHER TEST
SWITHES NO. 1 AND 2
ON WITH ENGINE NO. 1
RUNNING AT GROUND IDLE.
RELEASE TEST SWITCH NO. 1.
AUTOFEATHER OPERATES
NORMALLY?
1. AFU
2. ENGINE HARNESS
3. AIRCRAFT WIRING
CARRY OUT
INVESTIGATION
AS PER LRU
FAULT CODE 91
NO
YES
ANALOG TORQUE
INDICATION = 0?
YES
CHECK TORQUE
SHAFT
NO
INVESTIGATE
AIRCRAFT WIRING TO
PLA ENABLE
MICROSWITCHES
(REF. AMM). OK?
YES
SYSTEM
NORMAL
C26418
Autofeather System Does not Arm on Takeoff
Figure 173
72-00-02
Page 189
Sep 03/99

MAINTENANCE MANUAL
SYMPTOMS
SUSPECT LRU
WHEN PROPELLER IS FEATHERED,

ENGINE POWER INCREASES,
CAUSED BY NPT GOVERNING NOT BEING
CANCELLED WHEN PROPELLER IS FEATHERED
SET CONDITION
LEVER AT FUEL CUTOFF
POSITION. TURN EEC
POWER OFF. REMOVE
CONNECTOR P2 FROM
EEC. ARE THERE 28 VDC
ON P2 s OF ENGINE
HARNESS?
1.
2.
3.
4.
YES
AFU
ENGINE HARNESS
AIRCRAFT WIRING
EEC
REPLACE
EEC
NO
CHECK CONTINUITY.
ENGINE HARNESS
LINE 134 LESS
THAN OR EQUAL TO
0.5 OHM?
REPAIR / REPLACE
ENGINE
HARNESS
NO
YES
INSULATION RESISTANCE OF
PINS P2 s AND J11 j
TO ALL OTHER PINS AND
BACKSHELL ON CONNECTORS
GREATER THAN OR EQUAL TO
REPAIR / REPLACE
ENGINE
HARNESS
NO
YES
INVESTIGATE
AIRCRAFT WIRING.
ARE THERE 28 VDC
ON ENGINE HARNESS
DISCONNECT P11 j
WHEN PROPELLER IS
FEATHERED?
NO
RECTIFY
YES
SYSTEM NORMAL
C26419
Engine Power Increases as Propeller is Feathered
Figure 174
72-00-02
Page 190
Sep 03/99

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PRATT & WHITNEY CANADA

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LIST OF EFFECTIVE PAGES

PRATT & WHITNEY CANADA

ENGINE - DESCRIPTION AND OPERATION

Identification of Engine Bearings, Flanges and Stations

Fuel and Control System

G. Propeller Control System

Inlet Temperature and Torque Sensing Systems

Performance Indicating System

Operation (A summary of the functions previously described)

Engine - Approved Fuels

Use of Approved Fuels

High Temperature Stability

Acceptable Fuels (Unrestricted Use)

Acceptable Fuels (Restricted Use)

Engine - Approved Lubricating Oils

PRATT & WHITNEY CANADA

ENGINE - DESCRIPTION AND OPERATION (Contd)

Dupont Oil Blue Dye (PWC05-026)

Oil Drain Period

ENGINE - FAULT ISOLATION

Fixtures, Equipment and Supplier Tools

Fault Isolation Chart Locations

ENGINE - MAINTENANCE PRACTICES

Fixtures, Equipment and Supplier Tools

Standard Torque Wrenches and Extensions

Power Torque Wrenches

General Torque Recommendations

Oil Lubricated Parts

Self-locking Nuts and Helical Coil Inserts

Standard and Stepped Studs

PRATT & WHITNEY CANADA

ENGINE - MAINTENANCE PRACTICES (Contd)

Tube-to-Boss Elbows, Elbow Adapters, Elbow Assemblies, Tees

Straight Nipples or Adapters, Bulkhead Couplings and Tube

Wiring Harness Connectors

PRATT & WHITNEY CANADA

ENGINE - MAINTENANCE PRACTICES (Contd)

Magnetic Particle Inspection

Fluorescent Penetrant Inspection

G. Inspection of Fuel, Oil and Air Filters

Debris Analysis and Material Specifications

Filter Patch Check Debris Inspection/Analysis

Chip and Flake Analysis

Fixtures, Equipment and Supplier Tools

Preparation of Shipping Container for Service or Storage

Removal of Engine from Shipping Container

Installation of Engine in Shipping Container

Removal of Reduction Gearbox from Shipping Container