Professional Documents
Culture Documents
Section Topic
General Information
Title Page
List of Chapters (Table of Contents)
Record of Revisions
Record of Temporary Revisions
Letter of Transmittal (Highlights of Changes)
List of Effective Pages
Service Bulletin List
Airworthiness Limitations
UA 0201 MM
Secti on Topi c
Touch-Up Solution
Torque Recommendations
Testing
Introduction
Ground Safety Precautions
Test Information
Extreme Weather Conditions
Ground Testing
Checks After Component Repair-Replacement
Idle Speed Adjustments
UA 0201 MM
Section Topic
Special Tools
Removal and Installation
Propeller Shaft Oil Seal
Power Section
T5 Thermocouple Harness and Post-SB1246
T5 Thermocouple. Harness. Bus-Bar Probes Post-SB1246
UA 0201 MM
Section Topic
Introduction
Helical Coil Inserts
Reduction Gearbox Assembly
Combustion Chamber Liner
Exhaust Duct Turning Vane (Pre-SB1151 Engines)
Exhaust Duct (Pre-SB1151 Engines)
Compressor Inlet Case
Gas Generator Case
Compressor Turbine Shroud
Grinding
Accessory Gearbox Assembly
T5 Bus-Bar Terminal Straps or Lugs
T5 Terminal Block
T5 Termocouple Harness
Fireseals
Inlet Fairing and Support Ring
Insulated and Heated Pneumatic Tubes
Oil Filter Check Valve
Ignition Current Regulator Box
Special Limits and Torque Recommendations
Reduction Gearbox PT6A-6A Engines
Reduction Gearbox Pre-SB1124 PT6A-6,-6B and 20 Engines
Reduction Gearbox Post-SB1124 PT6A-20 and PT6A-20A Eng
Post-SB1046 PT6A-20 Eng, Post-SB1043/1046 PT6A-20A’ Eng
Pre/PostlSB1043 and Post-SB1046 PT6A-6 and PT6A-6B Eng
eropeller Reversing Linkage PT6A-6A Engines
End of Index
UA 0201 MM
NI FG,
INTRO
IMAINTENANCE IWANUAL
Nlodel(s)
PT6A-6 SERIES AND -20 SERIES ENGINES
The contents of this manual have been examined and found acceptable to the Minister
in meeting the requirements of an Engine Maintenance Manual for the Pratt Whitney
Canada PT6-6 Series and PT6A-20 Series engine models, as required by the
Canadian Airworthiness Manual, Chapter 533.4 "lnstructions for Continued
Airworthiness".
Jun 01/89
O (973 Pratt Whitney Canada Corp.
PRINTED IN CANADA
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PROPRIETARY NOTICE
MFG REV
NO DESCRIPTION ISSUEDATE ATPREVDATE INSERTEDBY
RECORD OF REVISIONS
45 Part 3 2-64
66 Part 3 2-66
January 5, 2006
Please insert the attached Revision No. 28 pages into your copy of the PT6A-6/-6A/-6B/-20/-20A/-20B
Maintenance Manual. Remove and destroy superseded pages.
is most important that extreme care be exercised in updating your copy of the manual. To
tIeb
that you do not inadvertently discard pages that should be retained, the manual should
ensure
Pages supplied with the new date but no visible change may contain coding changes transparent to
the user and should be inserted as part of the revision.
Any discrepancies, problems or suggestions regarding this revision should be forwarded in writing
using the Pratt Whitney Canada Customer Feedback Sheet (RSVP), and directed to:
Customer Feedback Sheets are contained with new manuals and each subsequent revision. You
may also submit your feedback via our on-line RSVP form available at:
www. pwc .ca/e n/3_0/3_0_6/3_0_6_5_7 .as p.
Page 1
HIGHLIGHTS Dec 02/2005
Pnrt Whitney Canada Corp.
Page 2
HIGHLIGHTS Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PART
SECTION FAG E DATE
1/2
FRONT MATTER LEP Jun 10/20 5Page
PRATT WHITNEY CANADA
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PART/SECTION LIST
PART/SECTION TITLE
1-1 Introduction
2 GENERAL PROCEDURES
2-3 Cleaning
2-6 Testing
2-7 Troubleshooting
1
PART/SECT LIST Feb 01/2002Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PART/SECTION TITLE
3 LINE MAINTENANCE
3-3 Inspection
4 HEAVY MAINTENANCE
4-3 Inspection
4-4 Repair
2
PART/SECT LIST Feb 01/2002Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
This list identifies all Service Bulletins (SB’s) for the PT6A-6 Series and PT6A-20 Series engine
models. Bulletins considered to have no effect on manual have the words "No Effect" added;
effective bulletins give the date incorporated in the manual.
The incorporation of Service Bulletins on the engine is recorded in the engine log book and
related documents.
Allearly PT6A-6 and PT6A-20 Series (Engine Model Group #01) engine ATA 72-Series Service
Bulletins are prefixed with Part No. 3026521 in lieu of a specific model identifier. New and recently
revised SBs have the prefix PTGA.
For a current set of PT6A-6 Series engine Service Bulletins only, use ordering number 3020771.
For a current set of PT6A-20 Series engine Service Bulletins only, use ordering number
3020772.
NOTE: The noted Service Bulletins are being continually revised to reflect P&WC
recommendations for oil, fuels, engine planned maintenance, etc., and are concurrent
with incorporation of engine modifications.
´•I 1002
1003
1024
72-1002
72-1003
72-1024
23
28
1
PT6A-6/-6A/-68/-20/-20A/-20B
PT6A-6/-6A/-6B
See NOTE
See NOTE
Feb 01/80
1038 72-1 038 Orig. Jul 04/73
1040 72-1 040 Orig. Nov 15/73
1043 72-1 043 Orig. Jul 04/73
1045 72-1 045 Orig. Jul 04/73
1046 72-1 046 Orig. Jul 04/73
1047 72-1 047 Orig. Nov 15/73
1056 72-1056 2 Feb 01/80
1061 72-1061 Orig. Jul 04/73
1067 72-1 067 Orig. Jul 04/73
1069 72-1 069 Orig. Jul 04/73
1071 72-1071 1 Cancelled Superseded by SB1112 No Effect
1073 72-1073 2 Oct 04/76
1078 72-1 078 Orig. Jul 04/73
1083 72-1083 1 Cancelled Superseded by SB1255 No Effect
1088 72-1 088 Orig. Nov 15/73
1094 72-1 094 Orig. Jul 04/73
1095 72-1 095 Orig. Jul 04/73
1096 72-1096 1 Cancelled Superseded by SB1155 No Effect
1102 72-1102 Orig. Jul 04/73
1103 72-1103 2 Jul 04/73
1104 72-11 04 1 Jul 04/73
SE LIST Apr
PRATT WHITNEY CANADA
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SE LIST
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MANUAL PART NO. 3015442
SE LIST
PRATT WHITNEY CANADA
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MANUAL PART NO. 3015442
SE LIST Apr
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MANUAL PART NO. 3015442
SE LIST Apr
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SE LIST Apr
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TABLE OF CONTENTS
SUBJECT PAGE
AIRWORTHINESS LIMITATIONS
1. General 1
1/2
AIRWORTHINESS CONTENTS Feb 01/20 2Page
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SECTION PAGE DATE
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AIRWORTHINESS LEP Feb 01/20 2Page
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AIRWORTHINESS LIMITATIONS
1. General
The Airworthiness Limitations section specifies mandatory Rotor Component Service Life
Limits, Scheduled Inspection/Maintenance Intervals and approved Oils and Fuels required for
type certification. The Airworthiness Limitations section is approved by the Canadian
Minister of Transport and specifies maintenance required by any applicable airworthiness or
operational rule unless an alternative program has been approved by the Canadian
Minister of Transport.
For Rotor Component Service Life Limits refer to the latest revision of P&WC S.B. No.1002.
For Time Between Overhauls and Hot Section Inspection Frequency refer to the latest
revision of P&WC S.B. No.1003.
Approved Oils are listed in the latest revision of P&WC S.B. No.1001.
Approved Fuels are listed in the latest revision of Service Bulletin 1244.
AIRWORTHINESS
PA RT
DESCRIPTION OF
ENGINE
PRATT WHITNEY CANADA
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TABLE OF CONTENTS
SUBJECT PAGE
INTRODUCTION
1. GENERAL 1-1-1
1. GENERAL 1-2-1
1. GENERAL 1-3-1
1. GENERAL 1-4-1
TABLE OF CONTENTS
SUBJECT PAGE
1. GENERAL 1-5-1
1. GENERAL 1-6-1
PART 1 CONTENTS
PRATT WHITNEY CANADA
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TABLE OF CONTENTS
SUBJECT PAGE
1. GENERAL 1-7-1
4. GENERAL 1-7-4
INTRODUCTION
1. GENERAL 1-8-1
2. GENERAL 1-8-1
3. GENERAL 1-8-5
TABLE OF CONTENTS
SUBJECT PAGE
4. GENERAL 1-8-5
5. GENERAL 1-8-9
9. GENERAL 1-8-16
TEMPERATURE COMPENSATOR
TABLE OF CONTENTS
SUBJECT PAGE
1. GENERAL 1-9-1
(PT6A-6 ENGINES)
1. GENERAL 1-10-1
2. PROPELLER 1-10-1
TABLE OF CONTENTS
SUBJECT FAG E
(PT6A-6A ENGINES)
1. GENERAL 1-11-1
2. PROPELLER 1-11-1
(PT6A-6B PT6A-20)
1. GENERAL 1-12-1
2. PROPELLER 1-12-1
PART 1 CONTENTS
PRATT WHITNEY CANADA
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TABLE OF CONTENTS
SU BJ ECT FAG E
1. GENERAL 1-13-1
2. PROPELLER 1-13-1
PART 1 CONTENTS
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PART PART
SECTION PAGE DATE SECTION FAG E DATE
PART1 LEP
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PART PART
SECTION FAG E DATE SECTION FAG E DATE
PART1 LEP
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PART
SECTION FAG E DATE
PART1 LEP
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LIST OF FIGURES
FIGURE PAGE
Front and Rear Accessory Drives Leading Particulars Figure 1-2-1 1-2-3
Compressor Rotor and Stater Assembly and No.l Bearing Area Figure 1-4-3 1-4-6
Power Turbine No. 3 and No. 4 Bearing Areas Figure 1-4-7 1-4-17
1
PART 1 LIST OF FIGURES Aug
PRATT WHITNEY CANADA
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LIST OF FIGURES
FIGURE PAGE
Bearing Compartment Seals, Turbine Cooling and Air Bleed Systems (Typical)
Figure 1-5-2 1-5-3
Fuel Ratio Curve for Starting and Acceleration Schedules (Typical) Figure 1-8-8 1-8-19
Fuel Manifold Adapter Assembly Front Cross Section Figure 1-8-9 1-8-23
Fuel Manifold Adapter Assembly Front Cross Section Figure 1-8-10 1-8-25
2
PART 1 LIST OF FIGURES
PRA~T WHITNEY CANADA
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LIST OF FIGURES
FIGURE PAGE
LIST OF TABLES
TITLE PAGE
TABLE 1-2-6, Fiberboard Shipping Container Data (PT6A-6, -6A, -6B Engines)
-Type PK562 1-2-4
TABLE 1-2-7, Fiberboard Shipping Container Data (PT6A-20) -Type PK1325 1-2-5
´•I
SECTION 1 GENERAL INFORMATION AND DESCRIPTION
INTRODUCTION
1. GENERAL
A. This publication is compiled and issued by the Customer Support Department of Pratt
Whitney Canada, Longueuil, Quebec, Canada. It includes approved and recommended
maintenance procedures for turboprop engine models PT6A-6, -6A, -6B, -6/C20,
-20, -20A and -20B. The PT6A-6/C20 is a -6 reworked by the manufacturer to -20
configuration. The PT6A-20A is similar to the -20 except for reversing linkage and exhaust
duct. The PT6A-20B is modified from the -20 SB1206) to have reversing linkage
similar to the -20A. All turboprop models except PT6A-6 have reversing pitch propeller
installations.
C. Requests for pertinent information not covered in this publication and suggestions for
modification or amplification of these instructions so as to increase their usefulness,
will be welcomed by the Customer Support Department of Pratt Whitney Canada.
E. Customer Feedback Sheets are enclosed with new manuals and each subsequent
revision. Additional forms may be obtained by contacting: The Supervisor, Publications
Customer Services, at the above address.
F. The on-line Customer Feedback Sheet (RSVP form) is also available on the Pratt
Whitney Canada website (www.pwc.ca).
Page 1-1-1
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
2. MAINTENANCE CONCEPT
A. The maintenance functions for the PT6 engines described in this manual are divided
into two basic levels; Line Maintenance and Heavy Maintenance. The scope of Line
Maintenance consists of the removal and installation of external components, engine
accessories and Hot Section Inspection. Heavy Maintenance details repairs normally
considered beyond the capabilities of the average line maintenance shop. The scope
consists of the removal and installation of engine components and limited repairs to the
hot section area, reduction gearbox and accessory gearbox. Repairs beyond this
level are not recommended and should be accomplished by an approved overhaul facility.
For Engine Condition Trend Monitoring System refer to Part 2, Section 6.
3. CUSTOMER SUPPORT
A. Customer Support representatives maintain contact with operators and service activities
and available for the investigation of any specific difficulty
are or problem. Requests for
assistance and/or AOG support should be directed to:
4. ACCESSORIES SUPPORT
Longueuil, Quebec
Canada J4H 3Y3
5. SUPPLEMENTARY PUBLICATION
6. SERVICE BULLETINS
Page 1-1-2
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
7. DIRECTIONAL REFERENCES
A. The terms right and left, clockwise and counterclockwise, upper and lower, and similar
directional references will apply to the engine as viewed from the rear and the engine in
a horizontal position.
A. During all operations which involve measurements, frequent reference should be made
to the Table of Fits and Clearances, Part 4.
9. TOOL PROCUREMENT
A. Depending on the geographical location of the operator, requests for the purchase of
special tools, should be sent to:
(1) United States:
A. The names of any companies provided in this publication as a possible source for
required services or supplies are furnished for information purposes only. Pratt Whitney
Canada does not endorse the work performed or supplies procured from these
companies. Further, Pratt Whitney Canada does not accept responsibility, to any
degree, for the selection of such companies for such work performed or supplies procured.
A. Part 2, Section 8, Table 2-8-1, lists the consumable materials used in the maintenance
of the engine.
B. Material Safety Data Sheets (MSDS) containing information about Trade Name, Safety
Hazards, Health Hazards, Reactivity, Spill or Leak Procedures, Special Protection
Information, Special Precautions, and Transportation and Labelling are available from
manufacturer. Read prior to using consumable materials.
Page 1-1-3/4
Aug 27/2004
PRATT WHITNEY CANADA
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1. GENERAL
LEADING PARTICULARS
Page 1-2-1
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. For leading particulars of the front and rear accessory drives, refer to Table 1-2-3.
Max. Torque
A. For specifications of the fuel and lubrication systems, refer to Table 1-2-4.
Page 1-2-2
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
C7819B
Page 1-2-3
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Nomenclature Specification
Fuel Specification Refer to SE No. 1244
Oil Specification Refer to SE No. 1001
Oil Tank Total Capacity 2.3 US gallons (1.92 Imp. gallons, 8.70
liters)
Oil Tank Expansion Space 0.7 US gallons (0.58 Imp. gallons, 2.64
liters)
Oil Tank Usable Quantity 1.5 US gallons (1.25 Imp. gallons, 5.68
liters)
A. For leading particulars of the reusable engine metal shipping container, refer to Table
1-2-5.
Description Data
A. For leading particulars of the non-reusable engine fiberboard shipping container, refer to
Table 1-2-6 or 1-2-7.
TABLE 1-2-6, Fiberboard Shipping Container Data (PT6A-6, -6A, -6B Engines) -Type PK562
Description Data
Page 1-2-4
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Description Data
Page 1-2-5/6
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
A. The engines described throughout this publication are variants of the basic PT6
powerplant which is a lightweight free-turbine engine designed for use in fixed or
rotary-wing aircraft. The PTGA series engines for use in fixed-wing aircraft are available in
two configurations: the PT6A-6 which utilizes a non-reversing propeller and the
PT6A-6A, -6B, -6/C20, -20, -20A and -208 which, though essentially similar, are equipped
with additional features to provide control for reversing propeller applications.
C. Inlet air enters the engine through and annular plenum chamber formed by the
compressor inlet case. From there it is directed to the compressor. The compressor
consists of three axial stages and one centrifugal stage assembled as an integral unit,
which provides a compression ratio of 6.3:1.
D. A row of stater vanes, located between each stage of compression, diffuses the air,
raises its static pressure and directs it to the next stage of compression. The
compressed air is passed through diffuser pipes, turned ninety degrees in direction, then
led through straightening vanes to the combustion chamber. (See Figure 1-3-2)
E. The combustion chamber liner located in the gas generator case consists of an annular
reverse flow weldment with varying size perforations which provide an entry for the
compressed air. The flow of air changes direction to enter the combustion chamber liner
where it reverses direction and mixes with fuel. The location of the combustion
chamber liner eliminates the need for a long shaft between the compressor and the
turbine, thus reducing the overall length and weight of the engine.
G. The compressor and power turbines are located in the approximate center of the engine
with their shafts extending in opposite directions. This provides for simplified installation
and inspection procedures. The exhaust gas from the power turbine is directed
through an exhaust plenum to atmosphere via dual exhaust ports provided in the duct.
Page 1-3-1
Feb 01/2002
PRATT WHITNEY CANADA
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MANUAL PART NO. 3015442
H. An accessory gearcase is located at the rear of the engine with the relevant accessory
drives and mounting pads. The accessories are driven from the compressor by means
of a coupling shaft which extends the drive through a conical tube in the oil tank
center-section. An integral oil tank with a capacity of 2.3 U.S. gallons (1.92 Imperial
gallons: 8.70 liters) is provided in the compressor inlet case.
i. A planetary gearbox located in the front of the engine, provides the speed reduction
between the power turbine and the propeller shaft (PTGA series engines). The PTGA
series engines have a two stage planetary gearbox. Engine output is accurately indicated
by means of an integral torquemeter device located in the gearbox.
Page 1-3-2
Feb 01/2002
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C5B
Page 1-3-3/4
Feb 01/2002
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4i
L)
t
1)
C552A
Page 1-3-5/6
Feb 01/2002
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MANUAL PART NO. 3015442
io
O I
I....
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C553B
Page 1-3-7/8
Feb 01/2002
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MANUAL PART NO. 3015442
.ORIGINAL
.;As iReceived :By
TP
C77465
Page 1-3-9
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MANUAL PART NO. 3015442
ORIGINAL
~9s Received:By
aTP
C77464
Page 1-3-10
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MAINTENANCE MANUAL
MANUAL´• PART ,N01 3015442
.ORIGINAL
As Received By
ATP
C77463
Page 1-3-11
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ORIGINAL
As;Received By
ATP
C77466
Page 1-3-12
Feb 01/2002
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MANUAL PART:NO. 3b15442
.ORIGINAL
As Received’By
ATP
C77459
Page 1-3-13
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.ORIGINAL
As Received BY
AT:P
C77460
Page 1-3-14
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ORIGINAL
~s Received:By
ATP
C77461
Page 1-3-15
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MANUAL PART NO. 3015442
OR\G\NAI-
BY
As Received
.ATP
C77462
Page 1-3-16
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MANUAL PART NO. 3015442
:ORIGINAL
As:Received By
.AT P
C77470
Page 1-3-17
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MANUAL PART NO. 3015442
ORIGINAL
As ~Received BY
ATP
C77468
Page 1-3-18
Feb 01/2002
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MANUAL PART NO. 3015442
ORIGINAL
As Received ´•By
ATP
C77467
Page 1-3-19
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ORIGINAL
As Received By
ATP
C77471
Page 1-3-20
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1. GENERAL
A. This section describes in detail all major items of the engine. (See Figure 1-4-1)
A. The compressor inlet case (see Figure 1-4-2) consists of a circular casting, the front of
which forms a plenum chamber for the passage of compressor inlet air. The rear portion,
which consists of a hollow compartment, is used to form an integral oil tank. A large
area circular wire mesh screen is bolted around the air intake and the rear of the gas
B. The No. 1 bearing, bearing supportand labyrinth seal are contained within the
compressor inlet case centerbore. The bearing support is secured to the inlet case
centerbore flange by four bolts. A nut and shroud washer retains the No. 1 bearing outer
race in its support housing. An oil nozzle, fitted at the end of a cored passage,
provides lubrication to the rear of No. 1 bearing at approximately the 1 o’clock position.
Other cored passages are provided for pressure and scavenge oil (see Figure
1-4-3).
C. The engine main oil filter, incorporating check and bypass valve assemblies, and a
pressure relief valve are respectively located on the right hand side of the inlet case
in 3 and 1 o’clock positions. A fabricated conical tube, complete with preformed packings,
is located between the wall of the inlet case centerbore and centerbore of the accessory
diaphragm, to form a passage for the coupling shaft driving the accessories. The oil
pressure pump, connected to the oil filter housing, is driven by an accessory drive gear.
The pump located in the bottom of the oil tank, is secured to the accessory diaphragm
by four bolts.
A. The compressor rotor and stater assembly (see Figure 1-4-3) consists of three axial
rotor stages, three interstage spacers, three Stater assemblies and a single-stage
centrifugal impeller and housing. The blades fit into dove-tail grooves machined in the
rotor disk rims, and limited clearance between blade root and groove produces the
characteristic metallic clicking heard during compressor rundown. Blade axial
movement is limited by interstage spacers between the disks. The airfoil cross-section of
the first-stage blades differ from those of the second and third stages which are
identical. The length of the blades differ in each stage, decreasing from first to third
stage. The wide chord first stage blades provide increased impact resistance.
Page 1-4-1/2
Feb 01/2002
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MANUAL PART NO. 3015442
IB ~P dl I II II (12
13
~s ~2 /(14
10
7~ U\
4 15
16 LEGEND
~6 7.
8.
9.
10.
FUEL MANIFOLD
GAS GENERATOR CASE
COMPRESSOR BLEED VALVE
COMPRESSOR ASSEMBLY
18) I 11. COMPRESSOR INLETCASE
12. OIL-TO-FUEL HEATER
19) 1 13. DIP-STICKAND FILLER CAP
14. ACCESSORY GEARBOX
20) 1 15. IGNITION CURRENTREGULATOR
V
C555A
Page 1-4-3/4
Feb 01/2002
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MANUAL PART NO. 3015442
PRESSURE RELIEF
VALVE HOUSING
,le
INLET CASE
O 1
1
FWD
PRESSURE OIL
DRAIN PLUG
ORIFICE OIL FILTER
HOUSING PORT
C562B
Page 1-4-5
Feb 01/2002
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MANUAL PART NO. 3015442
COMPRESSOR INTERSTAGE
AIR BLEED NO. 1 BEARING
OIL NOZZLE
IMPELLER
HOUSING
OIL TANK
CENTRIFUGAL CENTER TUBE
IMPELLER
COMPRESSOR
FRONT STUB
SHAFT
ACCESSORIES GEARBOX
LONG SPACER AND /I( COUPLING SHAFT
SLEEVE ASSEMBLY
NO. 1 BEARING
VANE AND -t
SHROUD
’i
ASSEMBLY
GAS GENERATOR CASE (3)
C556A
Page 1-4-6
Feb 01/2002
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MANUAL PART NO. 3015442
B. The first and second stage stater assemblies each contain 44 vanes and the third stage
contains 40 vanes. Each set of compressor stater vanes is held in position by a circular
ring through which the vane ends protrude and to which they are brazed. The vane
rings provide shrouds for the first, second and third stage rotor blades. Stater assemblies
and impeller housing are retained to prevent rotation of the assembly, by lugs on vane
rings engaging grooves on vane rings and impeller housing. Interstage pressure air (P2.5)
is vented to the compressor bleed valve chamber in the gas generator case through
slots in the third stage vane ring.
C. The compressor stubshaft, centrifugal impeller, and impeller housing are positioned in
that order, followed sequentially by an interstage spacer, a stater assembly and a rotor
assembly. The rotating assembly is stacked and secured together by six tie-rods which are
numbered during initial assembly. The impeller housing is secured in the gas generator
case by eight eccentric bolts. The compressor stubshaft is a hollow forging, machined
to accommodate the No. 2 bearing double labyrinth air seal rotor and the No. 2 bearing
assembly. The No. 2 bearing, a roller type, supports the compressor stubshaft and
the compressor rotor assembly in the gas generator case. (See Figure 1 -4-4).
D. The compressor rear hub is an integral part of the first stage compressor rotor disk. The
hub, a hollow forging, is machined to accommodate the No. 1 bearing labyrinth air seal
rotor, a spacer, and the No. 1 bearing. The No. 1 bearing is a ball type, and supports
the compressor rear hub and the compressor rotor assembly in the compressor inlet case.
A short, hollow coupling, extemally splined at its protruding end, is secured within the
compressor rear hub by a transverse pin which passes through the hub and coupling.
E. The complete compressor rotor and stater assembly is fitted into the center rear section
of the gas generator case, which forms the compressor housing, and secured by the
impeller housing at the front and the compressor inlet case at the rear.
F A short, hollow, coupling shaft, internally splined, locates on the splined hub coupling, to
extend the compressor drive to the accessory gearbox input gearshaft. The coupling
embodies a ball-lock at the front end to prevent end thrust on the input gearshaft roller
bearings.
A. The gas generator case is attached to the front flange of the compressor inlet case. It
consists of two sections fabricated into a single structure. The rear inlet section
provides a housing support for the compressor assembly. The No. 2 bearing with two air
seals is located in the centerbore of the gas generator case. The bearing has a
flanged outer race which is secured in the support housing by four bolts. The front and
rear spiral wound gaskets are each secured in the centerbore
stater air seals with their
of the case by eight bolts. An oil nozzle with two jets, one in the front and the other in the
rear of the bearing, provides lubrication..The 14 radial vanes brazed inside the double
skin center section of the gas generator case, provide a pressure increase to the
compressed air as it leaves the centrifugal impeller. The compressed air is then
directed through seventy straightening vanes welded inside the gas generator case
diffuser and out to the combustion chamber area through a slotted diffuser outlet baffle.
Page 1-4-7/8
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
SERIALNO. ~THRUST r SERIAL NO. r SECOND r SPLIT INNER RACE- r INNER RACE- r INNER RACE SERIAL r SPLIT INNER RACE-
TO FRONT BEARING TO FRONT STAGE PULLER GROOVE TO SERIAL NO. TO FRONT NO. TO FRONT AND PULLER GROOVE TO REAR.
CARRIER FRONT’X’ MARKS AND ALIGNED WITH ALIGNED WITH STUB- ’X’ MARKS ALIGNED WITH
BEARING ALIGNED WITH MASTER SPLINE SHAFT MASTER SPLINE OFFSET HOLES ON REAR HUB
MASTER SPLINE
MASTER I OFFSET
SPLINE HOLE rREAR HUB
STUBSHAFT
NO. 4 NO.3 MASTER NO.2 NO. 1
SPLINE
c;s
CAUTION NOTE
ALL ACCESSORY DRIVE BEARINGS MUST BE
i. INNER RACES CAGE AND BALLS OF
REINSTALLED IN THEIR ORIGINAL LOCATIONS.
NO. 1 AND NO. 4 BEARING ARE ID IDENTICAL.
2. NO. 2 AND NO. 3 BEARINGS ARE IDENTICAL.
C1769A
Page 1-4-9/10
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
The front section of the gas generator case forms an outer housing for the combustion
chamber liner. It consists of circular structure provided with mounting bosses for the
a
14 fuel noule assemblies and common manifold. Mounting bosses are also provided at
the six o’clock position for the fuel dump valve and combustion chamber front and
rear drain valves. Two igniter plugs at the 4 and 8 o’clock positions, protrude into the
combustion chamber liner to ignite the fuel/air mixture. Three equi-spaced pads on outer
circumference of gas generator case, provide accommodation for flexible type engine
mounts. The compressor bleed valve outlet port is located at the 8 o’clock position.
A. The combustion chamber liner (see Figure 1-4-5) is of the reverse-flow type and
consists primarily of annular heat-resistant liner open at one end. A series of straight,
an
plunged and shielded perforations allow air to enter the liner in a manner designed to
provide the best fuel/air ratios for starting and sustained combustion. Direction of air flow
is controlled located opposite the perforations. The perforations
by cooling rings
ensure an even distribution at the compressor turbine inlet. The domed
temperature
front end of the combustion chamber liner is supported inside the gas generator case by
seven of the fourteen fuel nozzles sheaths. The rear of the liner is supported by
sliding joints which fit into the inner and outer exit duct assemblies. The duct assemblies
form an envelope which effectively changes the direction of the gas flow by providing
an outlet in close proximity to the compressor turbine vanes. The outlet duct and heat
shield assembly is attached to the gas generator case by seven equi-spaced support
brackets in the case. The heat shield forms a passage through which compressor
discharge air is routed for cooling purposes. A scalloped flange on the rear of the
outer duct locks in the support brackets and secures the assembly. The center section
of the assembly is bolted with the compressor turbine guide vane support to the centerbore
of the gas generator case. (See Figure 1-4-6).
6. TURBINE SECTION
A. The turbine rotor section consists of two separate single-stage turbine slocated in the
center of the gas generator case and completely enveloped by the annular combustion
chamber liner. (See Figure 1-4-6).
A. The compressor turbine vane assembly consists of 29 vanes located between the
combustion chamber exit ducts and compressor turbine. The vanes, incorporating
individual dowel pins on the inner platforms, are positioned in holes on the outer
circumference of the inner support. Sealing is ensured by ceramic fiber cord packing on
the outside diameter of the support which is secured to the centerbore of the gas
generator by eight bolts. The outer platforms of the vanes, sealed with a chevron packing,
fits into the shroud housing and small exit duct which are secured together with twelve
bolts. The shroud housing extends forward into two classified interstage sealing rings on
the power turbine stater housing, to form a seal between both housings. Fourteen
compressor turbine shroud segments positioned in the shroud housing act as a seal and
provide a running clearance for the compressor turbine assembly.
Page 1-4-11
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FUELNOZZLEPORT
WITH SUPPORT BRACKET (7)
~ai
:rj
I‘
r
FUEL NOZZLE
PORT PLAIN (7)
GLOW PLUG SLEEVE (2)
C11
Page 1-4-12
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FUEL MANIFOLD
COMBUSTION CHAMBER
ADAPTER ASSEMBLY
TERMINAL BLOCK LINER ASSEMBLY
GAS GENERATOR
CASE ASSEMBLY
Tt4 THERMOCOUPLE
PROBE T5 THERMOCOUPLE PROBE
COMBUSTION CHAMBER
SMALL (INNER) EXIT
COMPRESSOR TURBINE
DUCT ASSEMBLY
GUIDE VANES
COMPRESSOR TURBINE
EXHAUST DUCT ASSEMBLY
VANE SUPPORT
COMBUSTION CHAMBER
LARGE (OUTER) EXIT
DUCT ASSEMBLY
MULTI-BOLT
ATTACHMENT SINGLE PLANE BALANCING
DISK ASSEMBLY
COMPRESSOR TURBINE
POWER TURBINE
C557C
Page 1-4-13/14
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
8. COMPRESSOR TURBINE
balanced assembly is secured to the front stubshaft by a simplified center lock bolt
(see Figure 1-4-6). A master spline is provided to ensure the disk assembly is always
installed in a predetermined position to retain proper balance. The disk embodies a
reference circumferential groove to enable checking of disk growth when required.
The 58 blades in the compressor turbine disk are secured in fir-tree serrations machined
in the outer circumference of the disk and held in position by individual rivets. The
blades embody squealer tipsthat ensure a minimum amount of pick-up should the rotating
blades comeinto contact with the shroud segments. The required number of classified
weights is determined during balancing procedures and riveted to the relevant flanges
machined on the turbine disk. A small machined area on the rear face of the disk
provides a sealing surface to control the flow of turbine disk cooling air.
9. INTERSTAGE BAFFLE
A. The compressor turbine is separated from the power turbine by an interstage baffle
which prevents dissipation of turbine gases and consequent transmission of heat to
the turbine disk faces. (See Figure 1-4-6). The baffle is secured to and supported by the
power turbine vane ring. The center section of the baffle includes small circular lipped
flanges on the front and rear faces. The flanges fit over mating rotor seals machined on the
respective turbine disk faces to provide control of cooling air flow through the perforated
center of the baffle.
10. POWERTURBINEVANES
A. On PT6A-6 series, PT6A-6/C20, early PT6A-20 and PT6A-20B engines, the power
turbine vane assembly consists of 19 cast vanes. The vanes are cast with dowel pin
platforms which fit into the interstage baffle rim. The stater housing with the enclosed vane
assembly is bolted to the exhaust duct and supports the two classified sealing rings at
flange D. The rings are self-centering and held in position by retaining plates bolted to the
rear face of the stater housing. On most PT6A-20, PT6A-20B and all PT6A-20A
engines, the individual vanes are replaced by a power turbine vane ring with 19 integrally
cast vanes.
A. The power turbine assembly consisting of a turbine disk, blades, and classified weights,
drives the reduction gearing through the power turbine shaft in a clockwise direction.
The disk is held to close tolerances and embodies a reference circumferential groove to
permit disk growth check measurements when required. The turbine disk is splined to
the turbine shaft and secured by a single center lockbolt and keywasher (See Figure
1-4-6). A master spline ensures the power turbine disk is always installed in a
predetermined position to retain the original balance. The required number of classified
weights is determined during balancing procedures and riveted to a flange on the
rear face of the turbine disk. The power turbine blades differ from those of the compressor
turbine in that they are cast complete with notched and shrouded tips. The 41 blades
are secured by fir-tree serrations in the turbine disk and held in position by individual rivets.
The blade tips rotate inside a double knife-edge shroud and form a continuous seal
when the engine is running. This reduces tip leakage and increases turbine efficiency.
Page 1-4-15
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The power turbine support housing consists of a cylindrical housing attached to the
reduction gearbox by 12 studs. The housing provides support for the
rear case
power turbine shaft assembly and two bearings (see Figure 1-4-7). A labyrinth type
seal, secured at the rear of the housing, prevents oil leakage into the power turbine
section. An internal oil transfer tube with four oil nozzles, provides front and rear lubrication
to number three and four bearings. A scavenge tube inside the housing transfers
bearing scavenge oil to the front of the engine.
A. The power turbine disk and shaft assembly is supported and secured in the power
turbine shaft housing by two bearings, the No. 3 bearing which is a roller type and
the No. 4 bearing which is a ball bearing (see Figures 1-4-7 and 1-4-4). The No. 3 bearing
includes an inner race and a flanged outer race. The inner race is secured on the rear
of the power turbine shaft together with the power turbine air seal and power turbine disk
by the center lock bolt. The outer race is secured inside the power turbine shaft
housing by four bolts and tabwashers.
B. The No. 4 bearing includes a split inner race and a flanged outer race. The split inner
race is secured on the front of the power turbine shaft, together with the first stage
reduction gear coupling and a coupling positioning ring, by a keywasher and spanner
nut. A puller groove is incorporated on the front half of the split inner race to facilitate
removal. The flanged outer race is secured inside the power turbine shaft housing by
four bolts and
A. The reduction gearbox (see Figure 1-4-8 for PT6A-6 series engines, and Figure 1-4-9
for PT6A-20 series engines) is located at the front of the engine and consists of two
castings bolted to the front flange of the exhaust duct. The first stage of reduction is
contained in the rear case. Torque from the power turbine is transmitted through the power
turbine shaft to the first stage sun gear.
B. The first stage reduction gear consists of a short hollow shaft which has an integral
sun
spur gear at the front end and externally splined at the rear. The external splines fit over
the end of the power turbine shaft and engage the internal splines of a retainer
coupling. The coupling is in turn splined to the turbine shaft and secured there by a
retaining nut and keywasher. Two double coil retaining rings hold the sun gear in the
retainer coupling. The spur gear end of the sun gear drives the three planetary gears in the
first stage planet carrier.
C. The first stage ring gear is located in helical splines provided in the first stage reduction
gearbox rear case.The torque developed by the power turbine is transmitted through
the sun gear and planet gears to the ring gear which is opposed by the helical splines. This
results in rotation of the planet carrier. The ring gear, though secured by the helical
splines, is allowed to move axially between the case and three retaining plates. This
movement is used in the torquemeter application (refer to Paragraph 15., following).
Page 1-4-16
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
THERMAL INSULATION
BLANKET
EXHAUST DUCT
OIL NOZZLE ASSEMBLY
OIL STRAINER
TURBINE BLADES
(SHROUDED TIP)
FROM
TORQUEMETER
FIRST STAGE
TURBINE DISK
CARRIER
CARRIER
SLEEVE
TURBINE
LOCKING BOLT
PLAIN BEARING
POWER TURBINE
REDUCTION AIR SEAL
GEARBOX
REAR CASE
SCAVENGE
RETAINER
OIL TUBE
RING
TRANSFER TUBE
NO. 3 BEARING
NO. 4 BEARING I POWER TURBINE
SHAFT HOUSING
C5588
Page 1-4-17
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
GOVERNOR DRIVE
SHAFT GEAR FLANGE A
FRONT CASE ASSEMBLY _J 2NO STAGE SUN GEAR
OIL TRANSFER
FLEXIBLE COUPLING
GALLERY
REAR CASE
BEVEL GEAR
ASSEMBLY
OIL SEAL
1STSTAGE
PLANET GEAR
PROPELLER
SHAFT
SPLINE
ADAPTER
FLANGE B
THRUST
BEARING
TORQUEMETER
THRUST BEARING
CYLINDER AND PISTON
COVER
1ST STAGE RING GEAR
PROPELLER OIL
TRANSFER HOUSING
2ND STAGE RING GEAR
ROLLER BEARING
2ND STAGE
PLANET GEAR
Page 1-4-18
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FLANGE A
GOVERNOR DRIVE
FRONTCASEASSEMBLY SHAFTGEAR
I
SECOND STAGE SUN GEAR
OIL TRANSFER
FLEXIBLE COUPLING
GALLERY
REAR CASE
~P ASSEMBLY
BEVEL GEAR
OIL SEAL
FIRST STAGE
PROPELLER f=-- ~YB PLANET GEAR
SHAFT
Ij SPLINE
ADAPTER
FLANGE B
Page 1-4-19
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
D. The second stage reduction gearing is contained at the front of the reduction gearbox.
The first stage planetary gears drive the second stage sun gear via a flexible coupling
which also dampens any vibrations between the two rotating gear assemblies. The second
stage sungear drives five planet gears in the second stage carrier. A second stage
ring gear is fixed by splines to the reduction gearbox front case and secured by three
bolted retaining plates. The second stage carrier is in turn splined to the propeller shaft and
secured by a retaining nut and shroud washer. A flanged roller bearing assembly,
secured by four bolts to the case provides support for the second stage carrier and
propeller shaft. An oil transfer tube and nozzle assembly fitted with preformed packings
is secured within the propeller shaft by a retaining ring to provide lubrication to No. 4
bearing.
E. The accessories located on gearbox front case are driven by a bevel gear
the reduction
mounted on the propeller shaft behind the thrust bearing assembly (see Figures 1-4-8
and 1-4-9). Propeller thrust loads are absorbed by a flanged ball bearing located in the
front face of the reduction gearbox centerbore. The bevel drive gear, adjusting spacer,
thrust bearing and seal runner are stacked and secured to the propeller shaft by a single
spanner nut and keywasher. The thrust bearing cover is secured to the front of the
reduction gearbox and incorporates a removable oil seal retaining ring to facilitate
replacement of the oil seal.
15. TORQUEMETER
A. The torquemeter is a hydro-mechanical torque measuring device located inside, the first
stage reduction gear housing to provide an accurate indication of engine power output.
The mechanism consists of a torquemeter cylinder, torquemeter piston, valve plunger
and spring. (See Figure 1-4-10).
B. Rotation of the ring gear is resisted by the helical splines which impart an axial
movement to the ring gear and therefore to the torquemeter piston. This in turn moves a
valve plunger against a spring, opening a metering orifice and allowing an increased
flow of pressure oil to enter the torquemeter chamber. This movement will continue until
the oil pressure in the torque chamber is proportional to the torque being absorbed
by the ring gear. Any change in power control lever setting will re-cycle the sequence
until a state of equilibrium is again reached.
C. Hydrostatic lock is prevented by allowing oil to bleed continuously from the pressure
chamber into the reduction gear casing through a small bleed hole provided in the top
of the torquemeter cylinder.
D. Because the external pressure within the reduction gearbox may vary and affect the
total pressure on the exterior face of the torquemeter piston, the internal pressure is
measured. The difference between the torquemeter pressure and the reduction gearbox
internal pressure accurately indicates the torqu’e being produced. The two pressures
are internally routed to bosses located on the top of the reduction gearbox front case
where connections can be made to suit individual cockpit instrumentation requirements.
Page 1-4-20
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The exhaust duct (see Figure 1-4-11), a divergent heat resistant duct has two outlet
ports, one on each side of the case. The duct is attached to the front flange of the gas
generator case and consists of inner and outer sections. A reinforcing ring is provided at
the of the exhaust duct at flange D. This consists of a scalloped ring machined in
rear
two halves and coupled to form a circle by two equi-spaced clevis pin joints. The power
turbine stater housing is secured to flange D by twelve bolts which screw into and
also secure the reinforcing ring. The outer conical section which has two flanged exhaust
outlet ports forms the outer gas path and also functions as~a structural member to
support the reduction gearbox. The inner section forms the inner gas path and provides
a compartment for the reduction gearbox rear case and the power turbine support
housing. A removable sandwich-type heat shield insulates the power turbine support
housing from the hot exhaust gases. A short No. 3 bearing cover and spacer are secured
at the rear of the power turbine support housing by a retaining ring. A drain passage,
located at the 6 o’clock position in the exhaust duct, enables residual fuel accumulating
in the exhaust duct during engine shutdown to drain into the gas generator case
where it is discharged overboard through the front drain plug.
A. The accessory gearbox housing, located at the rear of the engine, consists of two
castings both of which are attached to the rear flange of the compressor inletcase by 16
studs. The front casting, which incorporates front and rear preformed packings, forms
an oil-tight diaphragm between the oil tank compartment of the inlet case and the
B. The rear forms an accessory gearbox cover and provides support bosses for the
casting
accessory drive bearings and seals. The internal scavenge oil pump is secured inside
the housing and a second scavenge pump is externally mounted. Mounting pads and
studs are provided on the rear face for the combined starter-generator, the fuel
control unit with the sandwich mounted fuel pump, and the Ng tachometer-generator. A
large plug located below the starter-generator mounting pad provides passage
access
for puller
a tool which must be used to disengage and hold the ball-locked coupling shaft
and input gearshaft during disassembly. Three additional pads are available for
optional requirements. Accessory drives are supported on similar roller bearings fitted
with garter-type oil seals. An oil tank filler cap and integral dipstick is located at the
11 o’clock position on the rear housing to facilitate servicing of the oil system. A
centrifugal oil separator mounted on the starter-generator drive gearshaft separates the
oil from the engine breather air in the accessory gearbox housing. A cored passage
in the diaphragm connects the oil separator to an external mounting pad located at the
12 o’clock position on the rear housing. A carbon face seal located on the front of
the gearshaft in the diaphragm precludes pressure leakage through the bearing assembly.
Page 1-4-21
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
10
I)
~----1 1 ii ~9
121 (4
2 5
II
C14B
Torquemeter- Schematic
Figure 1-4-10
Page 1-4-22
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Gearbox Pressure
2. Torquemeter Pressure
3. Oil Control Piston
4. Control Spring
5. Metering Orifice
6. Piston
7. Torquemeter Chamber
8. First Stage Planet Gear
9. First Stage Ring Gear
10. Helical Splines
11. Casting
12. Cylinder
13. Bleed Hole
A. Engine installation or removal is facilitated by front and rear lifting sling suspension
points. The front suspension point consists of a single metal bracket secured to the
top of the exhaust duct at flange A for all engine models. The bracket embodies a special
eye to accommodate the sling attachment and is identified for this use; a bolted
service plate is incorporated to accommodate the front linkage swivel joint. On PT6A-6
and PT6A-6A engines there are two rear suspension points. These consist of two metal
brackets located at the 3 and 9 o’clock positions on flange G. On PT6A-6B and
PT6A-20 Series engines, the rear suspension point consists of a single metal bracket
secured to the top of the accessory gearbox at flange G.
Page 1-4-23
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
C454B
Page 1-4-24
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
ACCESSORY GEARBOX
HOUSING
1
FLANGE G
CENTRIFUGAL
BREATHER IMPELLER
ACCESSORY
DIAPHRAGM
STARTER-GENERATOR
DRIVE GEARSHAFT
CARBON FACESEAL ~nr I ilAI
BALL LOCK
ROLLER BEARING
CrvPlCAL)
INPUT GEARSHAFT
INTERNAL SCAVENGE
PUMP GEARS
OIL TRAY
C554A
Page 1-4-25/26
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
A. The engine has three separate air bleed systems: a compressor air bleed control, a
bearing compartment air seal and bleed system and a turbine disk cooling system. A
fourth system is available as an optional source of high-pressure air for use in operating
auxiliary airframe equipment. A blanked mounting flange located on the gas generator
case is provided for external connections.
A. The compressor bleed valve automatically opens a port in the gas generator case to
spill interstage compressor air (P2.5), thereby providing antistall characteristics at low
engine speeds (less than 80% Ng). The port closes gradually as high engine speeds are
attained.
B. The compressor bleed valve consisting of a piston type valve in a ported housing, is
installed on the gas generator case at the 7 o’clock position, and is secured by two
bolts. The piston assembly is supported in the bore of the housing and is guided by a
seal support plate, guidepin and a guidepin bolt, which holds the piston assembly together.
A rolling diaphragm permits the piston full travel in either direction, to open or close
the port, while at the same time effectively sealing the compartment at the top of the piston.
A port in the gas generator case provides a direct passage for the flow of compressor
interstage air (P2.5) to the bottom of the bleed valve piston. (See Figure 1-5-1).
C. Compressor delivery air (P3) is tapped off and applied to the bleed valve through a
nozzle (fixed orifice) in the bleed valve cover, then passed through an intermediate
passage and out to atmosphere through a metering plug (convergent-divergent orifice).
The control pressure (Px) between the two orifices acts upon the upper side of the
bleed valve piston, so that when Pr is greater than P2.5, the bleed valve closes. In the
closed position, the interstage air port is sealed by the seal support plate which is
forced against its seat by the action of Pr. Conversely, when Pr is less than P2.5, the
bleed valve opens and allows interstage air (P2.5) to be discharged to atmosphere. The
piston is prevented from closing off the Pr feed line to the upper section of the valve
chamber and from damaging the piston assembly by the stop formed by the hexagon of
the guidepin, which is screwed into the valve cover, and the hexagon of the piston
guidepin bolt.
A. Engine air pressure is utilized to seal the Ist, 2nd and 3rd bearing compartments and
also to cool both the compressor and the power turbines (see Figure 1-5-2). The air
pressure is used in conjunction with air seals which establish and control the required
pressure gradients. The air seals used on the engine consist of a series of stationary
expansion chambers (labyrinths) formed by deep annular~grooves machined in the bore
of a circular seal. The clearance between the rotating and stationary parts is kept as
small as possible consistent with mechanical safety.
Page 1-5-1
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
P3-COMPRESSOR
DISCHARGE AIR
’t
FIXED ORIFICE
Px-POTENTIOMETRIC
PRESSURE TO TOP
OF PISTON
ft PRESSUREAMBIENT
FINAL ORIFICE
PISTON
DISCHARGE TO
ATMOSPHERE
OUTER GUIDE
:j:
INTERSTAGE AIR
GAS GENERATOR CASE
(P2.5)
C829
Page 1-5-2
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
i’
Bh~lV
;I,
;1
C563A
Bearing Compartment Seals, Turbine Cooling and Air Bleed Systems (Typical)
Figure 1-5-2
Page 1-5-3
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
B. Compressor interstage air is utilized to provide a pressure drop across the air seal
located in front of No. 1 bearing. The air is led through perforations in the rim of the
compressor long spacer and sleeve assembly into the center of the rotor. It then flows
rearward through passages in the three compressor disks and out to an annulus machined
in the center of the air seal via passages in the compressor rear hub. The pressure air
is allowed to leak through the labyrinth and so provides the required pressure seal.
C. The No. 2 bearing is protected by an air seal at the front and at the rear of the bearing.
Pressure air for this system is bled either from the centrifugal impeller tip or, depending
on engine speed, from the labyrinth seal connecting it to the turbine
cooling air
system. The air flows through passages in the No. 2 bearing support, equalizing the air
pressure at the front and rear of the bearing compartment and ensures a pressure
seal in the front and rear labyrinths.
D. The compressor and power turbine disks are both cooled by compressor discharge air
bled from the slotted diffuser baffle area down the rear face of the outer exit duct
assembly. It is then metered through holes in the compressor turbine vane support into
the turbine baffle hub, where it divides into three paths. Some of the air is metered
to cool the rear face of the compressor turbine disk, and some to pressurize the bearing
seals. The balance is led forward through passages in the compressor turbine hub to
cool the front face of the compressor turbine. A portion of this cooling air is also led through
a passage in the center of the interstage baffle where the flow divides. One path flows
up the rear face of the power turbine disk while the other is led through the center of the
disk hub and out through drilled passages in the hub of the No. 3 bearing air seals
and front face of the power turbine disk.
E. The cooling air from both turbine disks is dissipated into the main gas stream flow to
atmosphere. The bearing cavity leakage air is scavenged with the scavenge oil into
the accessory gearbox and vented to atmosphere through the centrifugal breather.
Page 1-5-4
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
A. The lubrication system is designed to provide a constant supply of clean lubricating oil
to the engine bearings, reduction gears, torquemeter, propeller and all accessory drive
gears. The oil lubricates and cools the bearings, and conducts any foreign matter to the
main oil filter where it is precluded from further circulation. Calibrated oil nozzles are
used on engine bearings to ensure that an optimum oil flow is maintained for all
the main
operating conditions. A main pressure pump located in the oil tank supplies oil to the
accessory section and through an external transfer tube to the gas generator section and
reduction gearbox.
2. OIL TANK
A. The oil tank is integral part of the compressor inlet case and is located in front of the
an
accessory gearbox. The tank capacity is sufficient to meet all normal operating
requirements, since the average oil consumption is less than 0.2 Ibs/hr. For tank capacities
and other data, refer to Section 2, preceding.
B. The oil tank is provided with an oil filler neck and a quantity dipstick and cap which
protrudes through the accessory gearbox at the 11 o’clock position. The markings on
the dipstick correspond to U.S. quarts, and indicate the quantity of oil required to service
the tank to the full mark. A drain plug provided in the bottom of the tank facilitates oil
drainage. SB1506 introduces a check valve at the lower end of the Oil Filter Tube,
restricting oil loss should the oil-filler-cap be improperly installed.
3. OIL PUMP
A. 011 supplied to a gear type pump, in the lowest portion of the oil tank, is delivered under
pressure to the engine lubricating system. The oil pump consists of two gears within a
pump body and cover which are bolted together to the front face of the accessory
diaphragm. Drive is imparted to the pump by an accessory gearshaft which also
drives the internal double element scavenge pump. A removable screen is provided at
the oil pump inlet. A circular mounting boss on the pump body accommodates a spring
loaded check valve, and through which oil delivery pressure is pumped into the filter
housing.
A. The oil filterassembly consists of either a disposable cartridge type filter element or an
all-metal cleanable element, with a perforated flanged end, a spring-loaded bypass valve
and check valve, (see Figure 1-6-1). These are secured in a alloy housing located in
the compressor inlet case at the 3 o’clock position. A filter cover, secured to the inlet case
by four nuts, holds the filter element and housing in position. Oil pressure flows
through the check valve into the housing, through the filter element and out to the
engine system via a cored passage, leaving any foreign matter deposited on the exterior
of the element. The check valve, positioned in the end of the housing, prevents
gravity flow into the engine after shutdown and permits the filter element to be changed
or removed for cleaning without having to drain the oil tank.
Page 1-6-1
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO.´•3015442
OVERBOARD
BREATHER-VENT
O
ADJUSTING SPACER
ACCESSORY GEARBOX
OIL PRESSURE
HOUSING
RELIEF VALVE
FILTER ELEMENT
TEFLON SPACER
STARTER GENERATOR
FILTER HOUSING
CAVITY DRAIN
BYPASS VALVE
8
CHECK VALVE
C308A
Page 1-6-2
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
C. Engine oil pressure is regulated by a plunger type pressure relief valve located on the inlet
case just above the oil filter assembly, (see Figure 1-6-1). Oil in excess of the regulated
pressure is bypassed back to the tank through a cored passage inside the case. Oil
pressure is adjusted at the factory by the addition or deletion of adjusting spacers and
does not normally require any further adjustment.
A. Oil lubrication for the accessory drives and bearings is supplied from the oil filter through
cored passages and transfer tubes in the accessory diaphragm and rear housing, (see
Figure 1-6-1). The No. 1 bearing is lubricated by oil routed via an internal passage in the
compressor inlet case, through a filter and nozzle assembly secured in the center
section of the case at the rear of the bearing. The oil is sprayed by the nozzle into a
collector ring mounted on the rear of the compressor hub and directed through passages
in the split inner race to the bearing assembly by centrifugal force.
B. A direct supply of oil is provided to lubricate the No. 2 bearing, reduction gearbox, front
accessories, and power turbine shaft bearings, (see Figure 1-6-2). From the filter, the
oil is directed through a cored passage to an outlet boss located at the bottom of the
compressor inlet case. An external transfer tube, connected to the boss, leads oil
pressure forward to the reduction gearbox. Oil is tapped from the tube to lubricate No. 2
bearing via an internal transfer tube secured in the gas generator case. The tube
passes through a diffuser vane to an oil gallery with two nozzles. A strainer protects the
two nozzles which are positioned one in front and the other at the rear of the No. 2
bearing.
C. The main oil pressure is delivered at 70 psig to the reduction gearbox where it is divided
into´•two branches. One branch leads to the first stage reduction gears, splines,
torquemeter, Nos. 3 and 4 bearings. The second branch delivers oil to the second stage
reduction gears and spray lubrication for the No. 4 bearing.
D. Oil pressure to the torquemeter is directed through a metering valve which controls the
flow into the torquemeter chamber. The position of the metering valve is dependent on
the torquemeter piston which reacts in direct proportion to engine torque. (For torquemeter
details, refer to Section 4, preceding.) The oil from the torquemeter supply is directed
via an internal oil transfer tube and strainer in the power turbine support housing to four
nozzles; two of the nozzles are positioned one in front and one in the rear of No. 3
bearing. The other two nozzles are located one in front and the other in the rear of No. 4
bearing to provide additional lubrication to the first stage sun gear coupling and the
bearing.
Page 1-6-314
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
B
OIL COOLER
OILSVPPLY POWER
TURBINE
BEARINGS COMPRESSOR
CHECK
VALVETO
ASSEMBLY
(30 PSI MAX.)
POWER TURBINE
BEARINGS
BEARINGS
Nb. 2 BEARING VENGE PUMP
SCAVENGE PUMP
FILTER BYPASS VALVE
THRUST PRESSURE RELIEF VALVE REDUCTION CASE
BEARING WITH RETURN TO OIL TANK SCAVENGE PUMP
ACCESSORY CASE
SCAVENGE PUMP
GRAVITY DRAIN
OIL PRESSURE PUMP
3 ACCESSORY
TO TORQUEMETER PRESSURE
OIL TANK If GEARBOX
TRANSMITTER
PRESSURE INDICATOR DRAIN
BYPASS VALVE
DIVIDER
BRAIN OIL PEBa BREP~TnER LINE
C13815
Page 1-6-5/6
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
The second branch oil pressure is directed to No. 4 bearing through an oil nozzle
secured in the rear of the propeller oil transfer tube. Passages in the split inner races of the
bearing line up with a drilled annulus on the power turbine shaft to provide access for
centrifugal oil flow into the bearing assembly. The second branch also provides oil from the
internal annulus through cored passages to the propeller constant speed control unit,
the accessory drive gears and the propeller thrust bearing. Oil mist provides lubrication to
the second stage carrier bearing.
reversing valve lever travel. It consists of a ported sleeve valve and housing secured
in the propeller thrust bearing cover.
B. The flow divider consists of ported sleeved valve which is spring-loaded to the closed
a
A. The scavenge oil system includes two double-element scavenge pumps connected by
internal passages and lines to two main external transfer tubes. One pump is secured
inside the accessory gearbox and the other is externally mounted. They are contained in
separate housings and driven off accessory gearshafts.
B. The oil from the No. 1 bearing compartment is returned by gravity through an internal
cored passage to the bottom of the compressor inlet case and then through oil transfer
tube in the oil tank and accessory diaphragm into the accessory gearbox. No. 2
bearing oil drains down from its compartment into an external transfer tube leading
rearward tothe bottom of the oil tank. It is then scavenged through a cored passage in
the accessory diaphragm to the front element of the internal scavenge pump which
forces oil into the accessory gearbox. The oil from the centrifugal breather and input
gearshaft and bearings drains to the bottom of the accessory gearbox. It is scavenged
from the gearbox together with the oil from Nos. 1 and 2 bearings and the scavenged
oil from Nos. 3 and 4 bearings (see Paragraph 17, following). The double-element
scavenge pump is connected by a quillshaft to the main oil pump in the oil tank and
drives an externally mounted tachometer-generator.
Page 1-6-7
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
C. The Nos. 3 and 4 bearing compartment oil is scavenged through a transfer tube into the
reduction gearbox, and drains rearward through an external transfer tube to the front
element of the external scavenge pump, where it is returned into the accessory gearbox.
Oil from the propeller control, front thrust bearing, reduction gears and torquemeter
bleed orifice drains into the reduction gearbox sump, and is scavenged by the rear element
of the external scavenge pump via a separate external transfer tube. The oil from the
pump is delivered through a tee connection into a tube to the airframe cooler, from where
it is returned to the oil tank. Oil returned to the accessory gearbox from Nos. 1, 2, 3
and 4 bearings is scavenged by the rear element of the internal scavenge pump circulated
through the airframe oil cooler and returned to the oil tank.
8. BREATHER SYSTEM
A. Breather air from the engine bearing compartments and the accessory gearbox is
vented overboard through a centrifugal breather located in the accessory gearbox. The
various engine compartments are connected to the accessory gearbox by cored
passages or existing scavenge oil transfer tubes. The No. 1 bearing vents rearward
through the bearing rear housings and the oil tank center tube into the accessory gearbox
via the input gearshaft bearing. The No. 2 bearing is vented to the accessory gearbox
by an interconnecting vent tube in the compressor assembly and the hollow passages in
the extension drive coupling and gearshaft. A bypass valve, immediately upstream of
the front element of the internal scavenge pump, allows oil and air to be vented into the
accessory gearbox under certain transient operating conditions to prevent
overpressurizing the number 2 bearing area. Under normal operating conditions, the
valve is closed to prevent oil flooding back into the tube assembly. The Nos. 3 and 4
bearings and the reduction gearbox are vented by utilizing the present large diameter
internal and external scavenge tubes which lead back from the reduction gearbox to
the external scavenge pump mounted on the accessory gearbox and dumped into the oil
tank after passing the airframe cooler. The oil tank, in turn, vents into the accessory
gearbox through a breather tube.
9. CENTRIFUGAL BREATHER
and drain freely to the bottom of the accessory gearbox. The relatively oil-free
breather air passes forward through the hollow center section of the gearshaft to a
cored passage in the accessory diaphragm. It is then routed through a transfer tube to a
breather boss on the rear face of the accessory housing where a connection for an
overboard vent line is provided.
Page 1-6-8
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
10. OIL-TO-FUELHEATER
accessory gearbox. It functions as a heat exchanger when the engine is running, utilizing
heat from the engine lubricating system to pre-heat fuel in the engine fuel system. The
system incorporates a two-pass engine oil circuit and a two-pass fuel circuit, at right angles
to one another (see Figure 1-6-3). A temperature control valve regulates the fuel
temperature by either permitting oil flow through the heater core, or bypassing it through
the valve back to the engine oil tank through an external line.
B. Hot engine oil enters the oil circuit through the oil inlet port of the heater under engine
pressure. If the outlet fuel temperature is less than the ball valve setting, the vernatherm
plunger will be retracted and the ball will seal the bypass port, forcing the engine oil
to circulate through the core of the heat exchanger. The heat from the engine oil is
transferred through the walls of the heat exchanger to warm the engine fuel.
C. If the fuel outlet temperature is above the ball valve setting, the vernatherm plunger will
be in an extended position and the ball will be lifted off its seat by the plunger. This
permits the hot engine oil to flow through the bypass port and oil outlet without circulating
through the heat exchanger core. The fuel outlet temperature is accordingly reduced.
A. Main oil pressure is measured from the transmitter located at the 3 o’clock position on
the accessory housing. Oil temperature is measured by a temperature bulb located at
the 4 o’clock position on the accessory gearbox.
Page 1-6-9
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FUEL IN
I::::::::
i5ii~
j:’
i
FUEL OUT
OIL I I OIL
IN I I OUT
O;L O;L
IN OUT
BY-PASS
CONDITION
023
Page 1-6-10
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
A. The glow plug type ignition system has been developed and adapted to provide the
engine with an ignition system capable of quick light-up at extremely low ambient
temperatures. The basic system consists of an ignition current regulator with a selectable
circuit to the two sets of ballast tubes, two shielded ignition cable and clamp assemblies
and two glow plugs.
A. The ignition current regulator is secured by three bolts to the accessory gearbox casting
at flange G. The regulator may be airframe mounted if required. The regulator box has a
removable cover and contains four ballast tubes (See Figure 1-7-1) Each tube
consists of a pure iron filament surrounded by helium and hydrogen gases and enclosed
in a glass envelope sealed to an octal base. The iron filament, having a positive
coefficient of.resistance (resistance increased with temperature increase caused by
current flow), provides a stabilizing effect on the current passing through it. At low
temperatures ballast tube resistance is decreased to counteract power loss and as
temperatures rise ballast tube resistance increases to maintain nearly constant
glow-plug current. Each glow plug is wired in series with two parallel-connected ballast
tubes and either or both glow plugs may be selected for light-up. Ballast tubes provide an
initial current surge when switched on, and a lower stabilized current after approximately
30 seconds. This characteristic provides rapidly heated glow plugs for fast light-up.
3. GLOW PLUGS
A. The glow plug (see Figure 1-7-2) consists of a helical heating element fitted into a short
Page 1-7-1
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
GLOV~ PLUGS
LEFT RIGHT
(9 O’CLOCK POSITION) (40’CLOCK POSITION)
LOWER CENTER
OUTPUT OUTPUT
CONNECTOR I I I I I I CONNECTOR
A B
4\ 1 I 1 /4 5
0\ II 1 /00
2 05 3 06
10
Q Os
O 7
O
#1 I I I I 1 #3
3 4\ 1 I e-~c\s 4
0\ II I /00
05
Os05
2 2
10
O 06/ 11 \10
Q
#2 1 I I 1 #4
2&3COMMON
7&8COMMON
C448D
Page 1-7-2
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
EXHAUST CASE
INNER SECTION
COMBUSTION CHAMBER
LINER
GLOW PLUG
COOLINGAIRPPSSIGE
C3735A
Page 1-7-3
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
4. GENERAL
A. The spark ignition system has been developed to provide the engine with an ignition
system capable of quick light-ups over a wide temperature range. The system
consists of an engine-mounted ignition exciter, two individual high tension cable
assemblies and two spark igniters. The system is energized from the aircraft nominal
28-volt d.c. supply and will operate in the 9- to 30-volt range.
5. IGNITION EXCITER
B. When the unit is energized, a capacitor on the high voltage side of the output transformer
is progressively charged, until the energy stored, approximately four joules, is sufficient
to ionize a spark gap in the unit and discharge the capacitor across the two spark
igniters through a dividing and step-up transformer network. The network is designed so
that if one igniter is open or shorted, the remaining igniter will continue to function.
The network also enables the capacitor to discharge automatically in the event of either
or both igniters becoming inoperative, or input voltage is switched off.
6. SPARK IGNITERS
A. The spark igniters, located at the 4 and 8 o’clock positions on the gas generator case
and adjacent to the fuel manifold, are in the form of a double-ended, threaded plug.with
a central positive electrode, enclosed in an annular semi-conducting material. The
electrical potential developed by the ignition exciter is applied across the gap between
the central conductor and the igniter shell (ground). As this potential increases, a small
current passes across the semi-conducting material. This current increases until the
air between the central conductor and the shell ionizes. When ionization occurs, high
energy discharges between the electrodes. The spark always occurs somewhere in the
annular space between the central conductor and shell.
Page 1-7-4
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
INTRODUCTION
1. GENERAL
A. The basic fuel system (see Figure 1-8-1) consists of a single engine driven pump, a
fuel control unit, a fuel manifold and 14 simplex fuel nozzles. A fuel dump valve and
two drain valves are provided on the gas generator case to ensure drainage of residual
fuel after engine shutdown.
2. GENERAL
A. The fuel pump is mounted on the accessory gearbox and is driven through a splined
coupling. The coupling splines are lubricated by oil mist from the accessory gearbox
through a hole in the gearshaft. Another splined coupling shaft extends the drive to the
fuel control unit which is bolted to the rear face of the fuel pump. Fuel from the
aircraft fuel boost pump enters the pump through a 74 micron (200 mesh) inlet screen.
The filter screen is spring-loaded to lift and allow unfiltered fuel to flow in the event
of the screen becoming blocked. The fuel is pumped by rotation of the slotted rotor´•which
contains 10 vanes. The vanes move within their slots, following the inside contour of a
cam ring. The vanes are held against the contour of the ring by centrifugal force and
system pressure. The moving vanes in the cam ring form opposing chambers connected
to pump inlet and outlet ports. As each chamber, formed between the vanes, moves
around in the cam ring, it changes in volume, drawing in fuel and then ejecting^it.
Page 1-8-1/2
Feb 01/2002
PHATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LEGEND
METERING
SPECIFIC CRAVTTY
ADJUSTMENT
DUMP VALVE
OUTPUT FILTER
MAX. STOP VALVE (10 MICRON)
PT6A-6 SERIES AND PT6A-20
ENGINES IS AIRFRAME SUPPLY ~51 Ir~ I I IJ 5 1 ~49 DISK GROUP GEAR TYPE
(BIMETAUIC)
B.
FUEL PUMP a FILTER BYPASS VALVE
BELLOWS STOP METERING HEAD
REGULATOR
INPUTCOUPLING
PROP.GOVERNOA OIFFEREMIIC X PRESSURE j I ~--rmGY1U N r
BELLOWS REGULATING
RESETARM
O
VALVE
OAl
BLEED RETURN
MAXIMUM
TO TANK
OR
I~ STOP
UNDERSPEEDFUEL
GOVERNINGSPEED
a. iRm,
ACCELERATIDN
BELLOWS
RELIEF
VALVE
I I
ADJUSTMENT
~VACUATED) MAX. FLOW
L_ 1
STOP
NfGOVERNORGASSPEED~;
MAX. STOPrlN. STOP
GOVERNROR
DISCH*ROE PRESSURE
SCHEDULING CAM r-
C1854A
Page 1-8-3/4
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
3. GENERAL
A. This is a positive displacement gear type pump which incorporates spring and pressure
loaded bushings and is driven off the accessory gearbox. A coupling is incorporated to
transmit the drive to the pump gears. The coupling splines are lubricated by oil mist from
the accessory gearbox, through a hole in the engine gearshaft. Another coupling is
used to transmit a speed signal to the fuel control unit from the pump gears. Fuel from
the aircraft boost pump enters the fuel pump through a 74 micron (200 mesh) inlet screen
and flows into the pump gear chamber, from where the fuel is delivered at high
pressure to the fuel control unit through a 10 micron pump outlet filter. The inlet screen
is spring-loaded to lift and allow unfiltered fuel to flow into the pump in the event of
the screen becoming blocked. A bypass valve, in parallel with the outlet filter and
connected to the fuel control unit by cored passages in the pump casing, enables
unfiltered high pressure fuel to pass from the pump to the fuel control unit when the
outlet filter becomes blocked. An internal cored passage originating at the mating face
with the fuel control unit mounting flange returns bypass fuel from the fuel control unit to
the pump inlet downstream of the inlet screen. A pressure regulating valve in this line
serves to pressurize the gear bearings.
4. GENERAL
A. The fuel control system consists of three separate units with interdependent functions:
The fuel control unit (FCU), the power turbine governor, or propeller governor package
(PT6A-20A and PT6A-20B engines) and temperature compensator, (see Figure 1-8-2).
The FCU determines the correct fuel schedule for the engine, to provide the power
required as established by the power control lever. This is accomplished by controlling
the speed of the compressor turbine (Ng). The power turbine governor, or power turbine
governor section (Nf) of the propeller governor package (PT6A-20A and PT6A-20B
engines), provides power turbine overspeed protection during normal operation. On
propeller reversing installations, the propeller governor is inoperative during reverse thrust
operation, and control of the power turbine speed is accomplished by the power
turbine governor, or power turbine governor section (Nf) of the propeller governor package
(PT6A-20A and -20B engines). The temperature compensator alters the acceleration
fuel schedule of the fuel control unit, to compensate for variations in compressor inlet air
temperature. Engine characteristics vary with changes in inlet air temperature and the
acceleration fuel schedule must, in turn, be altered to prevent compressor stall and/or
excessive turbine temperatures.
Page 1-8-5/6
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
METERING SECTIONNO/
COMPENSATOR PNEUMATIC (COMPUTING)
i
7 ROD
SECTION
8
8’
9
COMPRESSOR TURBINE GOVERNOR SPRING
COMPRESSORTURBINE ENRICHMENTSPRING
COMPRESSOR TURBINE SPEED SET LEVER
~1 pv
10 LINK
11 IDLE SPEEDADJUSTMENT ~X FUeL BLEEO TO TINK
12 POWER TURBINE SPEED SET LEVER
13
14
POWER TURBINE GOVERNOR SPRING
POWER TURBINE GOVERNOR PLATFORM
i Hn i 111 jj 17
I FUEL OUTLET TO NOULES
po
15 NEEDLE VALVE ROD 15
16 MINIMUMNSCUT-BACK
17 CUT-OFFIIALVE
i ~i=
:li-
18 COMPRESSOR TURBINE GOVERNOR PLATFORM FUEL
19 MINIMUM Nf GOVERNING
L_____J
i PUMP
FROM
20 SPEED SET LEVER
BOOSTERLEUFPMUP
21 SPEEDER SPRING
22 PLATFORM
23 OVERSPEED ADJUSTMENT
ei 0, 23
nTB
1
IUNOIRSPeeO*OJUSTM.II~
25 YOKED BELLCRANK
II
o
a
Pa AMBIENTAIR o O
i
Pc COMPRESSOR DICHARGEAIR
P1 UMMETERED PUMP DELIVERY FUEL I ra ~Kls 16
P2 METEREDFUEL 22
Po BYPASSFUEL
Pr
Py
05
06
ENRICHMENT PRESSURE
GOVERNING
PRESSUREiGOVERNOR
ENRICHMENT ORIFICE
GOVERNING ORIFICE
Nf GOVERNOR SECTION
PROPELLER GOVERNOR
1
PT6A-6 SERIES AND
08 GOVERNING ORIFICE
Nf SECTION _J
PT6A-20 ENGINES ONLY
72 AIR INLETTEMPERATURE PT6A-20A AND -208
ENGINES ONLY
C1852A
Page 1-8-7/8
Feb 01/2002
PRATT WHITNEY CANADA
N1AINTENANCE MANUAL
MANUAL PART NO. 3015442
5. GENERAL
A. The gas turbine fuel control unit (FCU) (see Figure 1-8-3) is mounted on the engine
driven fuel pump and driven at a speed proportional to compressor turbine speed
(Ng). The FCU determines the correct fuel schedule for the engine, to provide the power
required by the power control lever setting. This is accomplished by controlling the
speed of the compressor turbine (Ng). Engine power output is directly dependent upon
compressor turbine speed. The FCU governs compressor turbine speed (Ng), thereby
governing the actual power output of the engine. Control of Ng is accomplished by
regulating the amount of fuel supplied to the combustion chamber.
6. FUEL SYSTEM
A. The FCU is supplied with fuel at pump pressure (P1), (see Figures 1-8-1 and 1-8-2).
Fuel flow is established by a metering valve and bypass valve system. Fuel at P1
pressure is applied to the metering valve inlet. The fuel pressure at the metering valve
outlet is referred to as metered fuel pressure (P2). The bypass valve maintains an
essentially constant fuel pressure differential (P1 P2) across the metering valve. The
orifice area of the valve changes to meet specific engine requirements. Fuel
metering
pump output in excess of these requirements is returned to pump inlet, and is referred
to as Po. The bypass valve consists of a sliding valve operating in a ported sleeve. The
valve is actuated by means of a diaphragm and spring. In operation, the spring force
is balanced by the pressure differential (P1 P2) operating on the diaphragm. The bypass
valve is always positioned to maintain the P1 P2 differential and to bypass fuel in
excess of engine requirements.
C. The metering valve consists of a contoured needle working in a sleeve. The metering
valve regulates the flow of fuel by changing orifice area. Fuel flow is a function of
metering valve position only, as the bypass valve maintains an essentially constant
differential fuel pressure across the orifice regardless of variations in inlet or discharge
fuel pressures. The pressurizing valve is located between the metering valve and the
cut-off valve. Its function is to maintain adequate pressure within the control to assure
correct fuel metering. The cut-off valve provides a positive means of stopping fuel flow to
the engine. During normal operation, this valve is fully open and offers no restriction to
the flow of fuel to the nozzles. On installations not incorporating a reversing propeller, the
cut-off valve is actuated by the power control lever. On installations incorporating a
reversing propeller, an additional linkage system is employed to operate the cut-off valve.
D. An external adjustment is provided on the bypass valve spring cover to match
accelerations between engines on multi-engine installations. Compensation for variations
in specific gravity resulting from changes in fuel temperature is accomplished by the
bimetallic disks under the bypass valve spring.
Page 1-8-9
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
&I
ACCELERATION
ADJUSTMENT
MAX Ng SPEED
FCU CONTROL ~sS,
ADJUSTMENT
ARM
PART POWER
TRIM STOP
FUEL
OUTLET
I-.J
’Lil
C27B
Page 1-8-10
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. For details of the governor and enrichment levers, see Figure 1-8-4. Views A and B
identify the individual levers and their relationship to each other. Views C and D show
these levers in operation. The power input shaft incorporates a cam which depresses an
internal lever when the power is increased. A spring connects this cam follower lever
to the governor lever. The governor lever is pivoted and one end operates against an
orifice to form the governor valve. The enrichment lever pivots at the same point as
the governor lever. It has two extensions which straddle a portion of the governor lever
so that after a slight movement a gap will be closed and then both levers must
move together. The enrichment lever actuates a fluted pin which operates against the
enrichment hat valve. Another smaller spring connects the enrichment lever to the
governor lever. A roller on the arm of the enrichment lever contacts the end of the
governor spool.
B. The speed scheduling cam applies tension to the governor spring through the intermediate
lever which applies a force to close the governor valve. The enrichment spring, between
the enrichment and governor levers, provides a force to open the enrichment valve.
As the drive shaft revolves, it rotates a table on which the governor weights are mounted.
Small levers on the inside of the weights contact the governor spool. As compressor
turbine speed (Ng) increases, centrifugal force causes the weights to apply increasing
force against the spool. This tends to move the spool outward on the shaft against the
enrichment lever. As governor weight force overcomes opposing spring force, the
governor valve is opened and the eririchment valve is closed.
The enrichment valve will start to close whenever compressor turbine speed (Ng)
increases enough to cause the weight force to overcome the force of the small spring. If
Ng continues to increase, the enrichment lever will continue to move until it contacts
the governor lever as shown in View C, at which time the enrichment valve will be fully
closed. The governor valve will open if compressor turbine speed (Ng) increases
sufficiently to cause the weight force to overcome the force of the larger spring. At this
point the governor valve will be open and the enrichment valve closed, as shown in View
D. The main body incorporates a vent port which vents the inner body cavity to atmospheric
pressure (Pa). Modified compressor discharge pressure, Pr and Py, will be bled off to
Pa when the respective enrichment and governor valves are open.
Page 1-8-11
Feb 01/2002
PRATT. WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
L\
COVERNORLEVER
’;3
ENRICHMENT I
C GOVERNOR
VALVE CLOSED
NOTE LOCATION
OF GAP
VIEW B
VIEW A ENRICHMENT LEVER
GOVERNOR LEVER
NOTE
VIEW C VIEW D
GOVERNOR WEIGHT FORCE GOVERNOR WEIGHT FORCE
OVERCOMES FORCE OF OVERCOMES FORCE OF
SMALL SPRING LARGE SPRING
0451
Page 1-8-12
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
8. BELLOWSSECTION
;B. For explanation purposes the governor bellows assembly is illustrated as a diaphragm
(see Figure 1-8-5). Py pressure is applied to one side of the diaphragm and Pr is
applied to the opposite side. Pr is also applied to the evacuated bellows attached to the
diaphragm. The force of Pr applied against the evacuated bellows is cancelled by
application of the same pressure on an equal area of the diaphragm, as the forces act
in opposite directions. All pressure forces applied to the bellows section can be resolved
into forces acting on the diaphragm only. These forces are: Py pressure acting on the
entire surface of one side; the internal pressure of the evacuated bellows acting on a
portion of the opposite side (within the area of pressure cancellation); and Pr acting
on the remainder of that side. Any change in Py will have more effect on the diaphragm
C. Pr and Py vary with changing engine operating conditions as well as inlet air temperature.
When both pressures increase simultaneously, as during acceleration, the bellows cause
the metering valve to move in an opening direction. When Py decreases as the
desired compressor turbine speed (Ng) is approached (for governing after acceleration),
the bellows will travel to reduce the opening of the metering valve. When both
pressures decrease simultaneously, the bellows will travel to reduce the metering valve
opening because a change in Py is more effective than the same change in Pr. This
occurs during deceleration and moves the metering valve to its minimum flow stop.
D. On installations, incorporating a manual override (see Figure 1-8-6), the cover containing
the bellows travel stop (for governor bellows) and the retaining plate is removed and
replaced by a mechanism which can manually move the end of the governor bellows. This,
in turn, will move the metering valve in a direction to increase the fuel flow to the
engine. The mechanism contains an operating pin with a driving pin passing through it
and through the portion of the actuating shaft which is contoured (helix). Both ends of the
driving pin engage in slots in the cover to prevent rotation. A special manual control in
the cockpit connects to the actuating shaft lever and provides rotation of the actuating
shaft. When the lever is in the OFF position, the operating pin acts as the bellows
travel stop. This system is uni-directional in that it can only push on the governor bellows
to increase fuel flow. It has no power to movethe bellows in the other direction to
reduce fuel flow. This system provides an emergency control in the event of governor
bellows failure.
Page 1-8-13
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
AREAOFPRESSURE
CANCELLATION
Pr
Py
Pr
C434
Page 1-8-14
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO.’ 3015442
SHIMS DRIVINGPIN
COVER
STOP
SHAFT
LEVER
OPERATING PIN
BODY
C30A
Page 1-8-15
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
9. GENERAL
A. The power turbine govemor, mounted on the reduction gearbox of the engine, is driven
at a speed proportional to power turbine speed (Nf). The function of the power turbine
governor is to limit the maximum speed of the power turbine (Nf) as, during normal
operation, Nf is controlled by the propeller governor. However, if a malfunction occurs
the power turbine governor will prevent power turbine speed (Nf) from exceeding 105%.
This is accomplished by reducing the fuel flow in the FCU.
B. The power turbine governor employs a drive body similar to the drive body of the FCU,
with the main difference being the elimination of the speed enrichment mechanism. The
cover incorporates vent holes which maintain the inner cavity of the governor at
atmospheric pressure (Pa). During normal operation, the governor throttle lever is
positioned against the maximum speed stop. On non-reversing applications, the lever is
locked in this position.
C. Py pressure from the FCU (see Figure 1-8-1) is applied to the power turbine governor
valve. If a power turbine overspeed occurs, the governor weight force overcomes the
spring force which opens the valve to bleed off Py pressure. This, in turn, reduces Py
pressure on the governor bellows on the FCU, and results in a reduction of fuel flow
and consequently, compressor turbine speed (Ng). As the overspeed condition is
corrected, the governor weight force diminishes and the spring force again overcomes
the reduced weight force. This action closes the valve restoring control of Py pressure and
engine fuel flow to the FCU.
Page 1-8-16
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
10. GENERAL
A. The propeller governor, mounted on the reduction gearbox of the engine contains a
normal propeller governor (CSU) section, a reversing valve, and a power turbine
governor section, driven at a speed proportional to power turbine speed (Nf). The Nf
governor section provides power turbine overspeed protection during normal operation.
During reverse thrust operation the propeller governor is inoperative and control of
power turbine speed is accomplished by the Nf governor section. The Nf governor section
of the propeller governor senses Py pressure through an external pneumatic line from
the drive body adapter on the FCU to the governor. In the event of a power turbine
overspeed condition, an airbleed orifice in the Nf governor section is opened by
flyweight action (see Figure 1-8-1), to bleed off Py pressure through the governor.
When this occurs, Py pressure acting on the FCU bellows decreases to move the FCU
metering valve in a closing direction, thus reducing fuel flow. Reduction in fuel flow
decreases Ng speed and consequently Nf speed. The speed at which the airbleed orifice
opens is dependent on the setting of the propeller governor control lever and the
setting of the Nf air bleed link. Normally the airbleed orifice is opened at approximately
6% above propeller governor speed setting with the Nf govemor air bleed link at maximum
position, and approximately 4% under propeller governor speed setting at minimum
position. In reverse thrust the propeller reversing interconnect linkage resets the Nf
governor air bleed link to a setting below the propeller governor control lever setting.
Power turbine speed (Nf) and hence propeller speed is then limited by the Nf governor;
power supplied by the gas generator is reduced to allow a propeller speed approximately
5% under the speed set by the propeller governor.
TEMPERATURE COMPENSATOR
11. GENERAL
A. The temperature compensator (see Figure 1-8-7) is mounted on the compressor inlet
case with the bimetallic disks into the inlet air stream. Compressor discharge
extending
pressure (Pc) is applied to the compensator. This pressure source is used to provide
a Pr pressure signal to the FCU. The compensator changes the Pr pressure to provide
A. PT6A-6 engine starting cycle is initiated with the power control lever in the CUT-OFF
position, while PT6A-6A, PT6A-68, PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B
engine starting cycle is initiated with the power control lever in the IDLE position and the
fuel shut-off lever in the CUT-OFF position. The ignition and starter are switched on
and when required compressor turbine speed (Ng) is attained, either the power control
lever on the former engines or the fuel shut-off lever on the latter engines, is moved to the
IDLE position to provide fuel. For the fuel ratio curve (see Figure 1-8-8).
Page 1-8-17
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NEEDLE VALVE
Q HOT
C3 P
C31A
Page 1-8-18
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
STARTING ACCELERATION
105"F
59"F
Wf
Pc
-50"F
Ng SPEED
C32B
Page 1-8-19
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
B. At the time of ignition, the fuel control metering valve is in a low flow position. As the
engine accelerates, the compressor discharge pressure (Pc) increases, causing an
increase in Pr pressure. Pr and Py increase simultaneously as Pr Py during engine
acceleration. The increase in pressure sensed by the bellows causes the metering valve to
move in an opening direction. As compressor turbine speed (Ng) approaches idle, the
centrifugal force of the drive body weights begins to overcome the governor spring force
and opens the governor valve. This creates a Pr Py differential which causes the
metering valve to move in a closing direction until the required-to-run idle fuel flow is
obtained.
C. Any variation in engine speed from the selected (idle) speed will be sensed by the
governor weights and will result in increased or decreased weight force. This change
in weight force will cause movement of the governor valve which will then be reflected by
.a change in fuel flow necessary to re-establish the proper speed.
13. ACCELERATION
A. As the power control lever is advanced above the IDLE position, the speed scheduling
cam is repositioned, moving the cam follower lever to increase the governor spring
force. The governor spring then overcomes the weight force and moves the lever closing
the governor valve. Pr and Py immediately increase and cause the metering valve to
move in an opening direction. Acceleration is then a function of increasing Pr (Px Py).
B. With the increase in fuel flow, the compressor turbine will accelerate. When compressor
turbine speed (Ng) reaches a predetermined point (above 80%), weight force overcomes
the enrichment spring and starts to close the enrichment valve. When the enrichment
valve starts to close, Py and Pr pressures increase causing an increase in the movement
rate of the governor bellows and metering valve, thus providing speed enrichment to
the acceleration fuel schedule. Continued movement of the enrichment will then be
discontinued. Meanwhile, as compressor speed (Ng) and hence power turbine speed (Nf)
increase, the propeller governor increases the pitch of the propeller to prevent Nf from
overspeeding and applies the increased power as additional thrust. Acceleration is
completed when the centrifugal force of the weights again overcomes the governor spring
and opens the governor valve.
14. GOVERNING
A. Once the acceleration cycle has been completed, any variation in engine speed from the
selected speed will be sensed by the governor weights and will result in increased or
decreased weight force. This change in weight force will cause the governor valve to either
open or close, which will then be reflected by the change in fuel flow necessary to
re-establish the proper speed. When the FCU is governing, the valve will be maintained
in a regulating, or "floating" position.
A. Altitudecompensation is automatic with this fuel control system since the acceleration
bellows assembly is evacuated and affords an absolute pressure reference. Compressor
discharge is a measurement of engine speed and air density. Pr is proportional to
compressor discharge pressure, so it will decrease with a decrease in air density. This is
sensed by the acceleration bellows which acts to reduce fuel flow.
Page 1-8-20
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
18. DECELERATION
A. When the power control lever is retarded, the speed scheduling cam is rotated to a
lower point on the cam rise. This reduces the governor spring force and allows the
governor valve to move in an opening direction. The resulting drop in Py moves the
metering valve in a closing direction until it contacts the minimum flow stop. This stop
assures sufficient fuel to the engine to prevent flameout. The engine will continue to
decelerate until the governor weight force decreases to balance the governor spring force
at the new governing position.
A. On PT6A-6A engine installations, the FCU speed scheduling cam has two contoured
robes. This permits scheduling full power at each end of the power control lever travel.
When the power control lever is moved into the reverse thrust range, the propeller pitch
control and the FCU are integrated. Power control lever movement toward full reverse
will increase gas generator turbine speed (Ng) and propeller reverse pitch. The function of
the propeller governor is eliminated in the reverse thrust range and the limiting of
power turbine speed (Nf) is provided by the power turbine governor.
G The idle reset has two settings, low (ground) idle and high (flight) idle. The high idle
setting permits acceleration to maximum rpm to be accomplished in a reduced
amount of time. The idle setting, as well as cut-off, is controlled by the cut-off lever in
the cockpit. The throttle linkage is used only to increase or decrease power.
D. When the power control lever is moved into the reverse thrust position, it integrates the
propeller pitch control and the function of the propeller governor is eliminated. In the
reverse thrust range limiting of power turbine speed (Nf) is provided by the power turbine
governor.
E. Coordinated linkage moves the power turbine governor lever or, air bleed link on
propeller governor (PT6A-20A and PT6A-20B engines) away from the maximum stop, so
limiting will be on the idle adjustment which is set at approximately 95% power turbine
speed (Nf).
F. When power turbine speed (Nf) is reset during reverse thrust operation, the power
turbine governor servo will be partially open, bleeding off some Py pressure. If
power turbine speed drops off, the servo valve will move toward its closed position
increasing Py pressure and fuel flow to increase compressor turbine speed (Ng), thereby
increasing power turbine speed. If power turbine speed exceeds the desired value, the
servo valve will move further open to decrease Py pressure and fuel flow.
Page 1-8-21
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The cut-off valve provides a positive means of stopping fuel flow to the engine. During
normal operation, this valve is fully open and offers no restriction to the flow of fuel to
the nozzles. On PT6A-6 engines the cut-off valve is operated by the power control lever.
On PT6A-6A, PT6A-6B, PT6A-6/C20, PT6A-20, -20A and -20B engines an additional
linkage system is employed to operate the cut-off valve. PT6A-6 engines are stopped by
placing the fuel shutoff lever in the CUT-OFF position. This action moves the FCU
cut-off valve to its seated position stopping all fuel flow to the engine.
19. GENERAL
A. The fuel dump valve consists of a spring-loaded poppet valve which automatically
dumps residual manifold and spray nozzle fuel overboard after engine shutdown. The
valve is connected to the common fuel manifold adapter by a tube coupling at the
6 o’clock position. Pressure fuel is led from the fuel control unit directly to the fuel dump
valve through an external pipe. Fuel pressure in excess of 13 psig opens a port
connecting the valve inlet with the manifold and directs the fuel flow through to the
nozzles. Conversely, closing of the shut-off valve in the fuel control unit will stop the fuel
flow, reduce the fuel pressure at the dump valve which will open and dump residual
fuel overboard, thus preventing the fuel from being coked in the system due to heat
absorption. (See Figure 1-8-9).
20. GENERAL
A. The fuel manifold delivers a constant supply of high-pressure fuel from the fuel dump
valve to 14 simplex fuel nozzles. The common fuel manifold consists of 14 fuel
manifold adapter assemblies interconnected by 14 short fuel transfer tubes. The transfer
tubes incorporate preformed packings at each end to accomplish sealing. Lockplates
maintain the transfer tube alignment and security in their respective manifold adapters.
Each manifold, with its lockplate, is secured by two bolts to a mounting boss on the
circumference of the gas generator case. Individual transfer tubes and fuel manifold
adapter assemblies can be removed and replaced without removing the remaining
assemblies and tubes.
Page 1-8-22
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
GASKET
GAS GENERATOR
CASE ASSEMBLY
COMBUSTION CHAMBER
LINER ASSEMBLY
FUEL NOZZLE
FUEL NOZZLE
SHEATH
Page 1-8-23
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The fuel manifold adapter assembly (see Figure 1-8-9 and 1-8-10) consists of 14 fuel
manifold adapters, each fitted with a simplex fuel nozzle assembly. The fuel nozzle
assemblies provide a fine atomized fuel spray in the annular combustion chamber liner.
Each fuel nozzle assembly consists of a sheath, a spray nozzle and tip all protected
by a fine strainer. The sheath, which functions as a heat shield, fits over the fuel nozzle
assembly and is located on the underside of the manifold adapter by a dowel pin.
The sheath is perforated at the flanged end to permit entry of compressor discharge air,
which cools the nozzle tips and assists fuel atomization. The fuel nozzles are positioned
on the manifold adapter extension to produce a continuous tangential spray from one
nozzle to the next in the combustion chamber liner. The combustion chamber liner is
located and supported by alternate fuel nozzle sheaths. The sheaths act as spigots and
pass through the suspension collars and support brackets welded on the outer wall
of the liner. The spigot fit, between the sheaths and suspension collars, securely locates
the front of the liner in the gas generator case.
Page 1-8-24
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FUEL MANIFOLD
ADAPTER ASSEMBLY
LOCKING
PLATE FUEL MANIFOLD
TRANSFER TUBE
GASKET~
GAS GENERATOR
CASE ASSEMBLY
COMBUSTION CHAMBER
LINER ASSEMBLY
FUEL NOZZLE FUEL NOZZLE
SHEATH
(PT6A-6, -6A, -6B, PT6A-6/C20, early PT6A20 and PT6A-20B Engines) C33A
Page 1-8-25/26
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
A. The following instrumentation and controls are available and considered necessary for
normal operation of engine in flight, to ascertain its mechanical condition, and to ground
check and adjust the power output when necessary.
A. The power control lever controls the gas generator speed and thus modulates engine
power output from Idle to Takeoff. The position for Idle represents the lowest permissible
level of power.
C. On reversing propeller installations, the lever is interconnected with the power turbine
governor, or propeller governor on PT6A-20A and PT6A-20B engines only and
modulates engine power from Full Reverse to Takeoff.
3. FUEL SHUT-OFF LEVER (PT6A-6A, -6B, -6/C20, -20, -20A AND -20B ENGINES)
The fuel shut-off lever opens and closes the cut-off valve, thus selecting CUT-OFF or
IDLE positions, through external linkage. This lever also selects the HI-IDLE position
where applicable.
4. PROPELLER CONTROL LEVER (PT6A-6, -6A, -6B, -6/C20, -20, -20A AND -20B ENGINES)
A. The propeller lever positions the speed adjusting lever on the propeller governor to
provide a means of selecting the desired propeller rpm. When placed in the maximum
decrease rpm position, the propeller will automatically feather.
Page 1-9-1
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The interturbine temperature sensing system (Tt5) provides the pilot with an accurate
indication of engine operating temperatures. The system monitors the temperature at a
point between the compressor and power turbines; it consists of 8 individual
thermocouples connected in parallel by a bus-bar assembly. Earlier engines may include
a wiring harness assembly in lieu of the bus-bar. Each thermocouple probe protrudes
through a threaded boss on the power turbine stater housing into the area immediately in
front of the leading edge of the power turbine vanes (see Figure 1-9-1). Each probe
is secured to its boss by means of a floating, threaded fitting which is part of the probe
assembly. The bus-bar assembly consists of two bus-bars with 8 terminal straps on
each bar. Each bus-bar terminal strap is secured to its respective probe assembly terminal
by special screws, the large diameter screws being for the alumel terminals and the
smaller diameter screws for the chromel terminals. The bus-bar assembly is located on
the power turbine stater housing by five mounting clamps. The assembly is secured
together with five sealing ring retaining plates, by five bolts. The shielded leads which
connect each bus-bar to the terminal block are supported by four brackets welded on the
power turbine stater housing and two brackets on the exhaust duct. The terminal
block is mounted at the 2 o’clock position on the gas generator case. The terminal block
and gasket are secured on the inner wall of the gas generator case with the terminals
protruding through the case to provide a connection point for external wiring to cockpit
instrumentation.
6. TURBINE TEMPERATURE SENSING SYSTEM (T4) (PT6A-6, -6A AND -6B ENGINES)
A. The turbine inlet temperature sensing system (T4) provides the pilot with an accurate
indication of engine operating temperatures. The system monitors the temperature of
the gases in the area immediately in front of the compressor turbine guide vanes and
consists of 24 chromel/alumel thermocouple probes, a chromel and an alumel bus-bar
assembly and
a wiring harness. The thermocouple probes are mounted in pairs on 12
brackets and connected in parallel to two bus-bars. Each bracket is secured to
flange E by a centrally located bolt. The probes extend through the small exit duct into
the gas stream between the large and small exit ducts, through a locating ring mounted on
the front face of the small exit duct (See Figure 1-9-2). The shielded wiring harness
connected to the bus-bars incorporates an integral terminal block which is mounted at the
2 o’clock position on the gas generator case. The terminal block and gasket are
secured to the inner wall of the gas generator case, with their terminal posts protruding
through a port in the case, to the connection point for the trim harness and
provide
for external wiring for cockpit instrumentation. The trim harness is provided on some
bverhauled engines to eliminate read out errors.
A. The oil pressure indicator shows the pressure in the lubricating system, taken from the
delivery side of the oil pump. Provision has been made to install an oil pressure
transmitter in a mounting boss located at the 3 o’clock position on the accessory gearbox
housing.
Page 1-9-2
Feb 01/2002
PRATT WHlfNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015492
a,,
TERMINAL
BLOCK
SHIELDED LEADS
fERMINALLUC
ALUMEL
CHROMEL \i
SEAL
RETAININGPLATE\i\
TERMINAL STRAPS
BUS-BAR
SCREW
TERNIINALLUG
CONTAINMENT RING
TRIM THERMOCOUPLE
CHROMEL TERMINAL
ALUMELTERFIIINAL
~MEL:ERMINIL
CAP SCREW
WASHER DETAIL A
T5 TERMINAL BLOCK
THREADED
COUPLING
DETAIL OF
FLANGE C
THERMOCOUPLE PROBE (REF.)
Page 1-9-3
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
WIRING
HARNESS I V LARGE EXIT
DUCT
TERMINAL
BLOCK
EXHAUST CASE
ASSEMBLY
POWER TURBINE
I 1
FLANGE
POWER TURBINE
GUIDE VANES
TURBINE
j PROBE
COMPRESSOR TURBINE
GUIDE VANES
WIRING
HARNESS
INCONEL
TWEE
PROBE
BRACKET
MOUNTING CHROMEL
BOLT HOLE 1111 BUS-BAR
ALUMEL
BUS-BAR
Page 1-9-4
Feb 01/2002
PRA’I;T WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The oil temperature indicator shows the temperature of the lubricating oil as it leaves the
delivery side of the pressure oil pump. A mounting boss is provided on the accessory
gearbox housing just below the oil pressure transmitter mounting to accommodate an oil
temperature bulb.
A. The power turbine tachometer-generator operates in the same manner as that of the
gas generator. However, the turbine tachometer-generator is installed on the reduction
gearbox case and rotates clockwise with a drive ratio of 0.1273.1.
11. TORQUEMETER
Page 1-9-5/6
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(PT6A-6 ENGINES)
1. GENERAL
2. PROPELLER
A. The engine is normally equipped with a three bladed metal propeller dowelled and
bolted to the front face of the propeller shaft flange. The propeller consists of a
hollow steel spider hub which supports three propeller blades and also houses an
internal oil pilot tube and feather return springs (see Figure 1-10-1). Movement of the
propeller blades is controlled by a hydraulic servo piston which is mounted on the front of
the spider and is connected by individual linkage to the blade trailing roots. Centrifugal
counterweights on each blade, combined with the feathering springs in the servo piston,
tend to drive the piston into the feather or high pitch positions. This movement is
opposed by the oil pressure generated and controlled by the propeller governor. The
oil is routed to the Servo piston via an internal oil transfer housing and the oil pilot
erusserprelleporp
tube. An increase in the oil flow moves the servo piston forward, pulling the
blades towards the low pitch position (increased rpm). A decrease in the oil flow allows the
blades to move toward the high pitch position (decreased rpm) under the influence of
the feathering springs and blade counterweights.
3. PROPELLER GOVERNOR
governor regulates power turbine speed by varying the pitch of the propeller to match the
load torque to the engine torque in response to changing flight conditions. The
propeller governor utilizes pressure oil to decrease blade pitch while the centrifugal force
of the blade counterweights assisted by return springs tend to increase the pitch.
B. The main parts of the~ propeller governor include a gear type oil pump with a pressure
relief valve, a pair of pivoted flyweights mounted on a rotating flyweight head, a
spring-loaded pilot valve and the necessary cored passages contained in the governor
cover and base. The rotating flyweights determine the position of the spring-loaded pilot
valve while the spring load adjusting control is varied by an externally mounted speed
lever.
Page 1-10-1
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
’R-
CONTROL LEVER
RELIEF
VALVE
DRIVE II DRIVE
SPLINE SPLINE
OIL DUMP TO ii OIL DUMP TO
REDUCTION REDUCTION
GEARBOX GEARBOX
COUNTERWEIGHT
ENGINE
OIL SUPPLY FEATHER RETURN
SPRINGS
SERVO PISTON
ROTATION
t PISTON SEAL
PROPELLER OIL
TRANSFER HOUSING SLIDING GUIDE
ROD (3)
FINE PITCH
C548A
Page 1-10-2
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
The propeller governor incorporates two safety features. The first is the control lever
spring attached to the speed adjusting lever. In the event of a propeller control linkage
failure, the spring holds the speed adjusting lever in its last selected position or moves it
toward the high speed setting. A high speed stop prevents the lever moving beyond
the 100% position and enables the engine to operate at or near full rated speed and to
develop maximum power. The second safety feather is a positive low speed setting.
Moving the propeller control lever and thence the speed adjusting lever against the low
speed stop, raises the pilot valve to a positive coarse pitch or feathering position
regardless of flyweight force. This enables the pilot to feather the propeller and minimize
propeller drag in the event of engine failure.
D. To the propeller governor with a sensing element, the rotating pivoted flyweights
provide
are mechanically to the engine by a hollow drive gearshaft (see Figure 1-10-2).
linked
The rotating flyweights, actuated by centrifugal force, position the pilot valve so as to cover
or uncover ports in the drive gearshaft and regulate the oil flow to and from the
propeller servo piston. The centrifugal force exerted by the flyweights is opposed by the
force of the adjustable speeder spring. This determines the engine rpm required to
develop sufficient centrifugal force on the flyweights to center the pilot valve.
A. During an on-speed condition, (see Figure 1-10-2) the forces acting on the
engine/governor/propeller combination are in a state of balance. With the propeller control
lever set to obtain the desired rpm, and the propeller blades in the correct pitch range
to absorb the power developed by the engine, the centrifugal force of the rotating
flyweights exactly balances the force of the speeder spring with the flyweights in the
vertical position. This positions the pilot valve plungers so that the ports which control the
oil flow from the propeller governor pump to the propeller servo piston are closed. The
oil is therefore diverted through the open relief valve back to the inlet side of the pump.
A. In an overspeed condition, the rotating flyweights pivot outward, overcome the speeder
spring tension and raise the pilot valve plunger. This uncovers the ports in the drive
gearshaft and dumps the oil from the propeller servo piston to the reduction gearbox sump.
As the propeller blades increase in pitch angle the load on the engine is increased
with a consequent decrease in engine rpm. The centrifugal force exerted on the governor
flyweights is reduced allowing the speeder spring tension to return the flyweights to a
vertical position. The pilot valve plunger once again blocks the flow of control oil to or from
the propeller servo piston.
A. With the propeller control lever set to the desired rpm, a condition of underspeed occurs
when the engine rpm drops below the predetermined setting. The speeder spring
tension then overcomes the decreased centrifugal force on the flyweights and pivots
them inward, forcing the pilot valve plunger downward and opening the ports. This directs
a flow of pressure oil to the propeller servo piston which overcomes the combined
forces of the propeller counterweights and return springs and decreases the pitch of the
propeller blades. The load on the engine is reduced with a consequent increase in
engine rpm. This is sensed by the propeller governor flyweights causing the pilot valve
plunger again to be positioned to close the oil ports.
Page 1-10-3
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
SPEED ADJUSTING
CONTROL LEVER
CONTROL LEVER
LIFT ROD SPRING
FLYWEIGHT
ADJUSTING WORM
SPEEDER
DRIVE GEAR SHAFT
PILOT VALVE
EOTGNIRPS
n
PLUNGER
FLYWEIGHT
HEAD
RELIEF
VALVE
DRAIN TO SUMP
ENGINE
OIL INLET
PRESSURE
C547
Page 1-10-4
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The propeller overspeed governor is installed in parallel with the propeller governor and
is mounted at approximately the 10 o’clock position on the reduction gearbox front case.
It is provided to control power turbine/propeller overspeed condition by immediately
dumping the oil from the propeller servo piston to the reduction gearbox sump (see Figure
1-10-1). The overspeed governor consists of conventional type flyweights mounted on
a rotating hollow splined shaft. The hollow shaft embodies ports which are normally closed
by a pilot valve and held in this position by a speeder spring. The spring tension acts
in opposition to the centrifugal force produced by the rotating flyweights. When a power
turbine/propeller overspeed condition occurs, the increased centrifugal force sensed
by the flyweights overcomes the spring tension, lifts the pilot valve and dumps the
propeller servo piston oil back to the reduction gearbox through the hollow splined shaft.
This permits the combined forces of the counterweights and return springs to move
the blades toward a coarse pitch position, absorbing the engine power and preventing
further power turbine/propeller overspeed.
A. Th e powe r tu rb i n e gove m o r i s m o u nted on top of a san dw ich type tach om ete r-gene rater
located at the 2 o’clock position on the reduction gearbox front case. It is driven by the
propeller shaft through bevel gears. This governor provides additional overspeed
protection by utilizing an overall fuel limiting control which becomes effective at
approximately 105% power turbine (Nf) rpm. Further clarification is provided in Section
8, preceding.
Page 1-10-5/6
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(PT6A-6A ENGINES)
1. GENERAL
2. PROPELLER
A. The engine is normally equipped with a three bladed metal propeller dowelled and
bolted to the front face of the propeller shaft flange. The propeller consists of a
hollow steel spider hub which supports three propeller blades and houses an internal oil
pilot tube and feather return springs (see Figure 1-11-1). Movement of the propeller
blades is controlled by a hydraulic servo piston which is mounted on the front of the
propeller spider hub and connected by individual linkage to the blade trailing roots.
Centrifugal counterweights on each blade combined with the feathering springs in the
servo piston, tend to drive the piston into the feather or high pitch position. This movement
is opposed by the propeller governor. The pressure oil is routed to the servo piston via
an internal oil transfer housing the oil pilot tube. An increase in the oil pressure moves the
servo piston forward pulling the propeller blades towards the low pitch position
(increased rpm). A decrease in the oil pressure allows the blades to move toward the
high pitch position (decreased rpm) under the influence of the feathering springs and blade
counterweights.
B. The servo piston is also connected by three spring loaded sliding rods to a feedback
ring mounted behind the propeller. The three rods are actuated by the servo piston,
automatically repositioning the feedback ring. Movement of the feedback ring is
transmitted by a carbon block through linkage to the reversing valve which opens
progressively and diverts oil flow from the propeller to the reduction gearbox, precluding
any further change in pitch. Conversely, closing of the valve will increase the oil flow
and so decrease the pitch (increased rpm).
C. The reversing valve function is to schedule the blade angle between the low and
maximum reverse pitch positions and also limit the low pitch. An internal sleeve located
on the pilot valve provides a mechanical stop to limit blade pitch at the maximum
reverse angle.
Page 1-11-1
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
g-- ~J
SPEEDER SPRING
SPEEDER SPRING
THRUST BEARING
GOVERNORPUMP FLY-
WEIGHTS
RELIEF
VALVE I) T II CJ II
DRIVE R -i~- DRIVE
SPLINE SPLINE
OIL DUMP TO ii OILDUMPTO
REDUCTION II I II REDUCTION
GEARBOX GEARBOX
r
COUNTERWEIGHT
MAIN OIL RINGI/ FEATHER RETURN
SUPPLY GEARBOX SPRINGS
SERVO
PISTON
PROPELLER OIL
TRANSFER
FULL HOUSING .´•::.:-´•´•:´•1
REVERSE
CHECK PISTON
IDLE II VALVE II -I´•o
SEAL
\1’ TP~KEOFF
TO REDUCTION
GEARBOX SUMP
REVERSE RETURN SPRINGS
MAX. STOP-SET
PROPELLER AT U.A.C.L.
CONTROLLEVER
,C
FUEL CONTROL CONTROL LEVER
9) ~YI I
REAR
CENTER
FIRESEAL
I
GOVERNOR ACTUATING
ADJUSTABLE
TURNBUCKLE
LEVER ASSEMBLY
UNIT LEVER MOUNTING BRACKET FIRESEAL
Page 1-11-2
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
3 PROPELLERGOVERNOR
spring-loaded pilot valve and the necessary cored oil passages contained in the propeller
governor housing and base. The rotating flyweights determine the position of the pilot
valve while the spring load can be varied by an externally mounted propeller control lever.
C. The propeller governor incorporates two safety features. The first is a control lever spring
which is attached to the speed adjusting lever. In the event of a propeller control linkage
failure, the spring holds the speed adjusting lever in its last selected position, or tends
to move it toward the high speed setting. The high speed stop prevents the lever moving
beyond the 100% position and enables the power turbine to operate at or near
full-ratedspeed develop maximum power. The second safety feature is a positive
and
low speed setting. Moving the speed adjusting control lever against the low speed stop
raises the pilot valve to a positive coarse pitch or feathering position regardless of
flyweight force. This enables the pilot to feather the propeller and minimize propeller
drag in the event of engine failure.
D. To provide propeller governor with a sensing element, the rotating pivoted flyweights
the
are mechanically to the engine by a hollow drive gearshaft (see Figure 1-11-2).
linked
The rotating flyweights actuated by centrifugal force, position the pilot valve so as to cover
or uncover ports in the drive gearshaft and regulate the oil flow to and from the
propeller servo piston. The centrifugal force exerted by the flyweights is opposed by the
force of the adjustable speeder spring. This determines the engine rpm required to
develop sufficient centrifugal force on the flyweights to center the pilot valve.
A. During an on-speed condition (see Figure 1-11-2) in forward thrust the forces acting on
the engine/governor/propeller combination are in a state of balance with the propeller
control lever set to obtain the desired rpm and the propeller blades in the correct pitch
range to absorb the power developed by the engine, the centrifugal force of the
rotating flyweights exactly balances the force of the speeder spring with the flyweights in
the vertical position. This positions the pilot valve plunger so that the ports which
control the oil flow from the govemor pump to the propeller servo piston are closed. The
oil is therefore diverted through the open relief valve back to the inlet side of the
govemor pump.
Page 1-11-3
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
10
12
13
14
15
2
Ir
Page 1-11-4
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. With the propeller control lever set to the desired rpm, a condition of underspeed occurs
when the propeller rpm drops below the predetermined setting. The speeder spring
tension then overcomes the decreased centrifugal force on the flyweights and pivots them
inward, forcing the pilot valve plunger downward and opening the ports. This directs a
flow of pressure oil to the propeller servo piston which overcomes the combined forces of
the propeller counterweights and return springs and decreases the pitch of the
propeller blades. The load on the propeller is reduced with a consequent increase in
propeller rpm. This is sensed by the governor flyweights, causing the pilot valve plunger
to again be positioned to close the oil ports.
Page 1-11-5
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The propeller overspeed governor is installed in parallel with the propeller governor and
is mounted at approximately the 10 o’clock position on the reduction gearbox front case.
It is provided to control a power turbine/propeller overspeed condition by immediately
dumping the oil from the propeller servo piston to the reduction gearbox sump (see Figure
1-11-1). The governor consists of conventional type flyweights mounted on a rotating
hollow splined shaft. The hollow shaft embodies ports which are normally closed by a pilot
valve and held in this position by a speeder spring. The spring tension acts in opposition
to the centrifugal force of the rotating flyweights. When a power turbine/propeller
overspeed condition occurs, the increased centrifugal force sensed by the flyweights
overcomes the spring tension, lifts the pilot valve and dumps the propeller servo piston
oil back tothe reduction gearbox through the hollow splined shaft. This permits the
combined forces of the counterweights and return springs to move the blades toward a
coarse pitch position, absorbing the engine power and preventing further power
turbine/propeller overspeed.
A. The pitch reversing valve consists of a plug type sleeve valve located in the propeller
thrust bearing cover at the 6 o’clock position (see Figure 1-11-2). The reversing valve
oil inlet passage is connected by an external oil transfer tube to an internal transfer tube
on the reduction gearbox. The dump side of the reversing valve is connected to the
reduction gearbox through an externally mounted oil flow divider and pressure check
valve. These ensure an adequate supply of oil to the power section bearings during en~ine
windmilling. The propeller reversing valve accommodates a pivoted reversing lever at
its center. One end of the reversing lever is attached to a push-pull control wire rope which
is interconnected through propeller control and cam follower levers to the FCU, then
to the cockpit power control lever. The opposite end of the reversing lever is attached to
and positioned by a carbon block located in the propeller feedback ring.
Page 1-11-6
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The propeller reversing interconnecting linkage provides the correct relationship between
engine power and propeller blade pitch during reversing operations. The system (see
Figure 1-11-1) comprises three major parts: a control lever mounting bracket bolted to the
accessory gearbox at flange G; a rear control lever, with a circumferential and radial
cam slot (see Figure 1-11-3), mounted on a pivot in the mounting bracket, and a rear
follower lever. The rear follower and rear control levers are interconnected by a follower pin
which rides in the contoured cam slot, transmitting movement of either lever. The
cockpit power control lever is connected directly to the attaching lug on the rear follower
lever, or through the lever pivot pin which is splined and has a special extension to
accommodate an airframe supplied type lever. Two lugs are provided on the control lever
mounting bracket for use by the airframe manufacturer. These enable attachment of
flexible cable supports and provide a terminal point for the static cable casing. A ball
bearing ended interconnecting rod completes the linkage from the rear follower lever to the
FCU control arm.
B. The rear control lever is connected forward to the reversing valve lever on the reduction
gearbox by apush-pull wire rope. Swivel joint telescopic units are used at each end of
the cable to allow for angular variations between the rear control lever and the reverse
lever relative to the wire rope outer casing. The telescopic unit at the rear control
lever end includes an adjustment to enable varying the effective wire rope length. The
clevis end of the wire rope is attached to the rear control lever by using one of a number
of holes provided to effect the desired pitch change rate. The telescopic unit at the
reversing valve lever end includes a wire rope tensioning spring which eliminates
and an adjustable stop to limit the forward travel of the reversing valve lever. The
stop is ,hsalkcabrelleporp
set to ensure that the reversing valve is in a "null" position for normal
operation
C. During normal propeller operation (from IDLE to TAKEOFF), the follower pin moves in
the circumferential portion of the cam slot, but imparts no motion through the rear
control lever to the reversing lever. However, on selection of reverse pitch, the follower
pin moves up the radial portion of the slot, rotating the rear control lever and transmitting
this motion forward through the cable to the reversing lever.
A. The cockpit power control lever is normally placed in the IDLE position prior to engine
lightup. At this point, the follower pin is at the intersection between the radial and
circumferential ports on the cam slot. The feedback ring and therefore the propeller end
of the reversing lever is fixed by stops and return springs to its maximum rearmost
position. The wire rope clevis end of the reversing lever is positioned by the wire rope
spring stop so that the reversing valve is shut off. Both the propeller and power turbine
governors are set for maximum rpm (100% propeller rpm and 100% Nf) respectively.
Page 1-11-7
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
CAM SLOT O
O
RADIAL SECTION
CIRCUMFERENTIAL SECTION
C1212
Page 1-11-8
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
s. As the engine lights up and the rpm increases, the propeller governor senses an
underspeed and directs pressure oil to the propeller servo piston to effect a pitch change.
At an angle somewhat above the low pitch setting, the propeller servo piston will pick
up the low pitch adjustment stops on the guide rods. The feedback ring moves axially
fbrward transmitting this motion through the carbon block to the reversing lever. The
reversing lever pivots on the wire rope clevis end which is presently static and gradually
opens the reversing valve. Oil from the propeller is dumped through the flow divider
to the reduction gearbox. The process continues until the amount of oil dumped by the
valve equals the amount being supplied by the propeller governor, at which point there will
be no further change in pitch and the propeller will be in low pitch.
A. To go into reverse pitch from the low pitch position, the power control ever is pulled
back through a gate into the REVERSE position. This moves the follower pin up the
radial portion of the cam slot, rotating the rear control lever and transmitting a pulling force
to the wire rope against the tension spring. This moves´•the end of the reversing lever
which pivots on the feedback ring end, partially closing the reversing valve and reducing
the amount of oil being dumped to an amount less than that supplied by the propeller
governor. Since this condition is one of underspeed, the propeller will move through low
pitch into the negative pitch range as long as the reversing lever continues to move.
As the propeller moves into low pitch, the feedback ring changes position in an attempt
to open the reversing valve and prevent a further change in pitch. This cannot occur
while the reverse lever continues to be moved.
B. As the propeller reaches the full reverse pitch position, movement at the wire rope clevis
end of the reversing lever will cease. The reversing lever will have travelled only far
enough to move the reversing valve to a "null" position at which point the oil flow into the
propeller is equal to the flow out. The power turbine governor is simultaneously reset
from 106% to 95% (Nf). This final setting leads the propeller and will be reached before
the propeller attains full reverse pitch. Selection of reverse pitch also repositions the
FCU control lever increasing fuel flow and consequently power output. The chosen
relationship of engine power to propeller pitch depends largely on operating requirements.
Should the relationship selected be such as to require 95% (Nf), the power turbine
governor will limit the engine power according to the ability of the propeller to absorb the
power at that speed.
Page 1-11-9
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The process of returning to low pitch from full reverse is exactly opposite to going into
reverse pitch. As the power control lever is moved towards the low pitch gate, the
reversing valve is opened past its "null" position, dumping more oil into the reduction
gearbox than is being supplied by the propeller governor. As the propeller pitch moves out
of the reverse pitch range, the fuel flow is progressively reduced and the power
turbine governor reset to 106% (Nf). The full stabilized low pitch position is obtained
when the amount of oil dumped by the reversing valve equals the quantity supplied by
the propeller governor.
Page 1-11-10
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(PT6A-6B PT6A-20)
1. GENERAL
B. The integrated engine andpropeller combination has three cockpit controls: a fuel cut-off
lever, a power control lever and a propeller control lever. The fuel cut-off lever has two
positions. CUT-OFF and IDLE. An additional HI-IDLE position is provided on certain
installations. This lever controls the cut-off function of the fuel control unit (FCU) and
resets the power control lever Idle Stop to provide 50% minimum Ng in the IDLE position
and up to a minimum of 80% Ng in the HI-IDLE position, where applicable. The Ng
selected by the power control lever is a maximum value which is reached only if the power
turbine governor does not act to reduce Ng below the selected value. The power
control lever also selects low blade angle (Beta) and resets the power turbine governor
from over propeller selected speed at full forward power to under propeller selected
speed in the Beta range. The propeller control lever is connected to the propeller governor
through linkage. Movement of the linkage determines and limits the rpm range of the
propeller governor and so governs the propeller. When the control lever is moved to the
minimum rpm position, the propeller will automatically feather.
2. PROPELLER
A. The engine is normally equipped with a three bladed metal propeller dowelled and
bolted to the front face of the propeller shaft flange. The propeller consists of a
hollow steel spider hub which supports three propeller blades and also houses an
internal oil pilot tube and the feather retum springs (see Figure 1-12-1). Movement of
the propeller blades is controlled by a hydraulic servo piston mounted on the front of the
propeller spider hub. The servo piston is connected by a link to each of the blade
trailing edge roots. Centrifugal counterweights on each blade and feathering springs in
the servo piston tend to drive the servo piston into the feather, or high pitch position. This
movement is opposed by the oil pressure generated and controlled by the propeller
governor. The pressure oil is transferred to the servo piston via an oil transfer housing
and the hollow center of the propeller shaft. An increase in the oil pressure moves the
propeller blades toward the low pitch position (increased rpm). A decrease in the oil
pressure allows the blades to move toward the high pitch position (decreased rpm) under
the influence of the feathering springs and blade counterweights.
Page 1-12-1
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PROPELLER GOVERNOR
GOVERNOR PUMP
ENGINE
OIL SUPPLY
v
j
STOP SPRING
STOP
RELIEF VALVE
LOW STOP
I’ COUNTERWEIGHT
REVERSE RETURN
SPRINGS
COLLAR
RING
ROTATION
J PISTON SEAL
PROPELLER OIL
TRANSFER HOUSING LOW STOP ROD (3 OFF)
FEATHER RETURN
SPRINGS
CARBON BLOCK
Page 1-12-2
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
3. PROPELLER GOVERNOR
A. The propeller governor performs two functions. Under normal flight conditions it acts as
a constantspeed governing unit (CSU) to regulate power turbine speed (Nf) by varying
the propeller blade pitch to match the load torque to the engine torque in response
to changing flight conditions. During low airspeed operations, the propeller governor can
be used to select the required blade angle (Beta control); while in the Beta control
range, engine power is adjusted by the FCU and the power turbine governor to maintain
power turbine speed (Nf) at a speed slightly less than the selected rpm.
C. The propeller governor includes an integral gear type oil pump with a pressure relief
valve, a pair of pivoted flyweights mounted on a rotating flyweight head, a spring-loaded
’pilot valve and the necessary cored oil passages contained in the governor housing and
base. The rotating flyweights determine the position of the pilot valve while the spring
load can be varied by an externally mounted propeller control lever.
D. In the event of a propeller control linkage failure, a spring attached to the propeller
speed adjusting lever holds the lever in its last selected position or moves it toward
the high speed setting. The high speed stop prevents the lever moving beyond the 100%
position and enables the engine to be operated at or near full rated speed and
develop maximum power. Moving the propeller speed adjusting lever against the low
speed stop raises the pilot valve to a positive coarse pitch or feathering position regardless
of flyweight force. This enables the pilot to feather the propeller and minimize propeller
drag in the event of engine failure.
E. To provide propeller governor with a sensing element, the rotating pivoted flyweights
the
are mechanically to the engine by a hollow drive gearshaft. The rotating
linked
flyweights, actuated by centrifugal force, position the pilot valve so as to cover or
uncover oil ports in the drive gearshaft and regulate the oil flow to and from the propeller
servo piston. The centrifugal force exerted by the flyweights is opposed by the force of
the adjustable speeder spring. This determines the engine rpm required to develop
sufficient centrifugal force on the flyweights to center the pilot valve, thereby preventing
oil flow.
Page 1-12-3
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PROPELLER GOVERNOR
HIGH SPEED I CABLE TERMINAL
ADJUSTMENT
STOP
LOW PITCH
STOP ADJUSTER
PROPELLER REVERSING
LEVER
O
jiP" INTERCONNECTING
ROD
PROPELLER
PROPELLER OVERSPEED
GOVERNOR
GOVERNORTEST
SOLENOID
Od PROPELLER OVERSPEED
a GOVERNOR
lp
FEEDBACK
~ING
C38A
Page 1-12-4
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
An override rod is located inside the hollow center of the propeller governor pilot valve
and is connected through a linkage to the propeller reversing lever. The rod is ineffective
when the engine is in the constant speed range as the rotating flyweights hold the
pilot valve clear of the rod. However, when the propeller is running at a speed lower than
that selectedon the propeller control lever, the flyweights allow the pilot valve to drop,
causing the blade angle to decrease. As the propeller blades approach the angle selected
by the power control lever, the feedback ring repositions the propeller reversing lever
to move the pilot valve, through the override rod, to an on-speed or null position and so
prevent further blade movement.
A. During an on-speed condition in forward thrust the forces acting on the engine/propeller
governor/propeller combination are in a state of balance. With the propeller control lever
set to obtain the desired rpm and the propeller blades in the correct pitch range to
absorb the power developed by the engine, the centrifugal force of the rotating flyweights
balances the force of the speeder spring with the flyweights in the vertical position.
This positions the pilot valve plunger so that the ports which control the oil flow from the
governor pump to the propeller servo piston are closed. The oil pressure is therefore
diverted through the relief valve, back to the inlet side of the governor pump.
A. In overspeed condition, the rotating flyweights pivot outward, overcome the speeder
an
spring tension and raise the pilot valve. This uncovers the ports in the drive gearshaft
and dumps the oil from the propeller servo piston to the reduction gearbox sump. As the
propeller blades increase in pitch angle, the load on the engine is increased with a
consequent decrease in engine rpm. The centrifugal force exerted on the propeller
governor flyweights is reduced allowing the~ speeder spring tension to return the flyweights
to a vertical position. The pilot valve once again blocks the flow of control oil to or
from the propeller servo piston.
A. With the propeller control lever set to the desired rpm, a condition of underspeed occurs
when the engine rpm drops below the predetermined setting. The speeder spring
tension then overcomes the decreased centrifugal force on the flyweights and pivots
them inward, forcing the pilot valve downward and opening the ports. This directs a flow
of pressure oil to the propeller servo piston which overcomes the combined forces of
the propeller counterweights and return springs and decreases the pitch of the propeller
blades. The load on the engine is reduced with a consequent increase in engine rpm.
This is sensed by the propeller governor flyweights, which cause the pilot valve plunger to
again be positioned to close the oil ports.
Page 1-12-5
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The propeller overspeed governor is installed in parallel with the propeller governor and
is mounted at approximately the 10 o’clock position on the reduction gearbox front case.
It is provided to control any power turbine/propeller overspeed condition by immediately
bypassing the oil from the propeller servo piston to the reduction gearbox (see Figures
1-12-1 and 1-12-2). The propeller overspeed governor consists of conventional type
flyweights mounted on a rotating hollow-splined shaft. The hollow shaft embodies ports
which are normally closed by a pilot valve and held in this position by a speeder
spring. The spring tension acts in opposition to the centrifugal force of the rotating
flyweights. When an engine overspeed condition occurs, the increased centrifugal force
sensed by the flyweights overcomes the spring tension, lifts the pilot valve and
bypasses the propeller servo piston oil back to the reduction gearbox through the hollow
splined shaft. This permits the combined forces of the counterweights and return
springs to move the blades toward a coarse pitch position, absorbing the engine power
and preventing further engine overspeed. A ground test solenoid valve in the governor
is provided to permit testing the unit. The valve resets the governor to approximately 10%
below its normal overspeed setting.
B. The power turbine governor is progressively reset to below 100% Nf as the propeller
control cam is pulled back into the Beta range, i.e. below the 90% position of the
power control lever. If Nf exceeds the setting of the power turbine governor, the governor
will reduce the fuel flow, through the FCU, and so reduce engine power by reduction
of Ng. The power turbine governor can reduce Ng to a minimum of 50%. If with Ng at 50%,
Nf still exceeds the governor setting, the propeller reverts to a constant-speed
condition controlled by the propeller governor. This will occur under high airspeed
conditions and under these conditions Beta control and reverse pitch selection are not
possible.
A. The cockpit fuel cut-off lever is connected through a combined lever and stop on the top
of the FCU to the cut-off valve lever. The lever and stop also function as an idle stop for
the FCU control rod. With the cockpit fuel cut-off lever in the IDLE position, the FCU
control rod stop is set to the 50% Ng position while with the cockpit fuel cut-off lever in
the HI-IDLE position, (where applicable) the FCU control rod stop is reset to the
80% Ng position.
Page 1-12-6
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FRONT SWIVEL
5WIYELJ~INT
~FCU *CTU~ITING LEYER JOINT
25
PITCH YA LOW PITCH AND REVERSE
PROPELLER GOVERNOR~
HIGH PITCH AND FEATHER
26 LOW-STOP ROD
~CIM MLUhllER LEYER
WIRE ROPE
CASING
ACTUATING LEVER
SPRING, REVERSE RETURN
FCU REVERSING
CAM FOLLOWER PIN 32)LOCK-BOLT
CONFIGURATION FRONT LIFTING
LEVER CENTER FIRESEAL
16 20
FCU BRACKET
14 INTERCONNECT POWER CONTROL LOW-PITCH
ROD LEVER
D ADJUSTER STOP
REAR FIRESEAL
28 LOCKNUT
13 )Ne Mnx. STOP
RETAINING
44 34) SPRING
12 )FCU PLATE
FUEL CONTROL
ARM EXTENSION
DETAIL B
UNIT (FCU)
~j) FCU CONTROL nRM
DETAIL C
10 )CUT-OFF VALVE LEVER POST-SB298
Page 1-12-7/8
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PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. The cockpit power control lever controls engine power through the full range from
maximum Take-off power through to Full Reverse. It also selects the propeller pitch (Beta
control) from the reverse selection up to the constant speed rpm as selected by the
cockpit propeller control lever (Se;e Figure 1-12-3)
B. A cam assembly, secured to the accessory gearbox is the connecting point for the
cockpit power control lever and provides scheduled control movements to the FCU, power
turbine governor and the low blade angle selection system. The cam assembly
consists of an input lever, which is connected through a shaft to a cam follower assembly,
and three cam type levers. The FCU reversing lever is free-mounted on the input
lever shaft while the propeller control cam and FCU actuating lever are free-mounted on
a second shaft. The FCU actuating lever is spring-loaded toward idle and is connected
through an adjustable control rod to the FCU control arm. In operation, movement of the
cockpit power control lever rotates the cam follower. The cam follower pin contacts
one face of the FCU actuating lever and slides in the slotted propeller control cam.
C. The propeller control cam is coupled through a push-pull wire rope to the~ upper end of
the propeller reversing lever. The mid-point of the reversing lever is connected through a
linkage to the propeller governor interconnect rod. The upper end of the lever is also
coupled through two adjustable control rods and a lever to the power turbine governor.
D. When the upper end of the reversing lever is moved by the push-pull wire rope, both the
power turbine governor and the propeller low blade angle selection mechanism are
reset. If the propeller rpm is below constant speed rpm, movement of the reversing lever
causes the propeller governor to change the propeller pitch. The resulting movement
of thepropeller feedback ring moves the lower end of the lever to return the propeller
governor to a null position and prevent further blade movement when the selected
blade angle is reached.
E. In the Beta control range, movement of the power control lever from IDLE up to
approximately the 90% position will select increasing propeller blade pitch angles.
Movement of the lever from IDLE to REVERSE will select decreasing propeller pitch
angles until the ~full reverse pitch is obtained.
F The FCU control arm is positioned by the cockpit power control lever through the cam
follower and in the reverse selection through the FCU reversing lever. In the IDLE
position (see Figure 1-12-3), the cam follower pin is contacted by the adjuster on the
FCU reversing lever and by the FCU actuating lever. When the power control lever is
pushed toward the TAKEOFF position, the cam follower pin pushes the FCU actuating
lever forward against the action of the spring and moves the FCU control arm until the
required power is selected. In the TAKEOFF position, the controls will be in the
positions shown (see Figure 1-12-3).
G. Moving the power control lever back from the IDLE to the REVERSE position, the cam
follower pin contacts the adjuster on the FCU reversing lever and rotates the lever. The
lug at the bottom of the FCU reversing lever contacts the underside of the FCU
actuating lever, lifting it clear of the cam follower pin and rotating it toward the TAKEOFF
position. When the power control lever is in the full REVERSE selection, the FCU
actuating lever will be in the Takeoff position. (See Figure 1-12-3).
Page 1-12-9
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PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
B. Reduced idle power may be obtained by selecting below idle at which point a 12" dead
band allows selection of a flat, fine low without increasing the FCU power lever travel.
Page 1-12-10
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
B. The integrated engine and propeller combination has three cockpit controls: a fuel cut-off
lever, apower control lever and a propeller control lever. The fuel cut-off lever has two
positions: CUT-OFF and IDLE. An additional HI-IDLE position is provided on certain
installations. This lever controls the cut-off function of the fuel control unit (FCU) and
resets the power control lever Idle Stop to provide 50% minimum Ng in the IDLE position
and up to a minimum of 80% Ng in the HI-IDLE position, where applicable. The Ng
selected by the power control lever is a maximum value which is reached only if the power
turbine governor section of the propeller governor does not act to reduce Ng speed
below the selected value. The power control lever also selects low blade angle (Beta)
and resets the power turbine governor section of the propeller governor from over propeller
selected speed at full forward power to under propeller selected speed in the Beta
range. The propeller control lever is connected to the propeller governor through linkage.
Movement of the linkage determines and limits the rpm range of the propeller governor
and so governs the propeller. When the control lever is moved to the minimum rpm
position, the propeller will automatically feather.
2. PROPELLER
A. The engine is normally equipped witha three bladed metal propeller dowelled and
bolted to the front face of the propeller shaft flange. The propeller consists of a
hollow steel spider hub which supports three propeller blades and also houses an
internal oil pilot tube and the feather return springs (see Figure 1-13-1). Movement of
the propeller blades is controlled by a hydraulic servo piston mounted on the front of the
propeller spider hub. The servo piston is connected by a link to each of the blade
trailing edge roots. Centrifugal counterweights on each blade and feathering springs in
the servo piston tend to drive the servo piston into the feather, or high pitch position. This
movement is opposed by the oil pressure generated and controlled by the propeller
governor. The pressure oil is transferred to the servo piston via an oil transfer housing
and the hollow center of the propeller shaft. An increase in the oil pressure moves the
propeller blades toward the low pitch position (increased rpm). A decrease in the oil
pressure allows the blades to move toward the high pitch position (decreased rpm) under
the influence of the feathering springs and blade counterweights.
B. The servo piston is also connected by three spring-loaded sliding rods to a feedback
ring mounted behind the propeller. Movement of the feedback ring is transmitted by a
carbon block through the propeller reversing lever and thence to the Beta valve. This
motion is used to control blade angle from normal forward fine pitch stop to full
reverse blade angle. The motion is available only from approximately 20 degrees positive
to 20 degrees reverse blade angle.
Page 1-13-1/2
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
SPEED ADJUSTING
LEVER
O o
SPEEDER
SPRING
FCU ARM
r PILOTVALVE
n
PY~
RESET POST
BETA CONTROL VALVE
_
AIR BLEED LINK
MINIMUM
GOVERNING
ADJUSTMENT
RETURN TO PUMP
TEST SOLENOID
PROPELLER OVERSPEED
GOVERNOR ii:
1
BETA ROD
J
PITCH LOCK SOLENOID
ACTUATING SWITCH
COUNTERWEIGHT
TO SUMP
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
If 3. PROPELLERGOVERNOR
A. The propeller governor performs three functions. Under normal flight conditions it acts
as a constant speed governing (CSU), maintaining the propeller speed selected by the
pilot by varying the propeller blade pitch to match the load to the engine torque in response
to changing flight conditions. During low airspeed operations, the propeller governor
can be used to select the required blade angle (Beta control); while in the Beta control
range, engine power is adjusted by the FCU and the power turbine section of the propeller
governor to maintain power turbine speed (Nf) at slightly less than the selected rpm.
C. The propeller governor consists of an integral gear type oil pump with a pressure relief
valve, two pivoted flyweights mounted on a rotating flyweight head, a spring loaded pilot
valve and necessary cored passages contained in an aluminum housing. The flyweight
head is attached to a hollow drive shaft which protrudes below the housing flange. The
shaft is externally splined to mate with the corresponding coupling shaft in the
reduction gearbox. The spring loaded pilot valve is installed in the drive shaft centerbore.
Ports in the drive shaft and the position of the pilot valve control the direction of oil
flow within the housing. The rotating shaft speed and hence rotating flyweight determine
the position of the pilot valve, while the opposing spring load on the valve is varied by
the speed adjusting lever at top of the governor. The speed adjusting lever is connected
through airframe linkage to the propeller control lever in the cockpit.
D. A maximum stop prevents the speed adjusting lever moving beyond 100% position and
enables the propeller to be operating at or near, full rated speed, and the engine to
develop maximum power. Movement of the adjusting lever towards the minimum preset
(feathering) stop, raises the pilot valve and decreases oil pressure to propeller servo
piston. This decrease in pressure allows the propeller piston to move under the influence
of the feathering return springs and blade counterweights, to rotate the propeller
blades to a positive coarse pitch or feathering position, regardless of governor flyweight
force acting on the pilot valve. This enables the pilot to feather the propeller and
minimize drag in the event of engine failure.
E. In the event of a malfunction in the linkage of the propeller control ever, a spring
attached to the speed adjusting lever holds the lever in its last selected position or moves
it against the maximum stop.
Page 1-13-5/6
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PROPELLER
CONTROL CAM
1)(2)REARFORKEND
NON-STOL CAM SLOT CONFIGURATION
3 LOCKNUT
O REARWIRE
ROPE RERMINAL TO COCKPIT PROPELLER SPEED
O ADJUSTING LEVER COUNTERWEIGHT PROPELLER CUTAWAY (088. ONLY)
O
CONTROL LEVER
RING,RODEND
SERVO PISTON
900~10
5
IDLE DEADBAND
ADJUSTING BOLT
CAM FOLLOWER
LEVER REVERSE POSITION
~I SETTING MAX. STOP
i
I iC FEATHER RETURN SPRINGS
(NON-STOL
IDLE POSITION APPLICATION) TAKE-OFF POSITION COUPLING NUT( 40
FCU ACTUATING LEVER( 6 ‘r\ "i~ (25) LOW PITCH AND REVERSE
LOW PITCH
o _> STOP ALUUSTER HIGH PITCH AND FEATHER
REAR FORK END 2 REARSWIVEL i
2 LOW STOP ROD
FRONT LIFTING BRACKET JOINT
PROPELLER GOVERNOR AIR 18 WIRE ROPE SPRING, REVERSE RETURN
PRESSURETUBE(Py) CASING CASTELLATED
26
PROPELLER CONTROL CAM 1 27 NUT
PROPELLER GOVERNOR PROPELLER GOVERNOR
INTERCONNECT ROD
PROPELLER FEEDB9~CI( LOW PITCH
38
RING INTERCONNECT ROD
CAM FOLLOWER LEVER 9 PUSH-PULL LOCKNUT( 28 ADJUSTER
WIRE ROPE 44)BRACKET STOP
0
(26
37) RETAINING PLATE ADJUSTING SPACER 8 40 LOW PITCH STOP ADJUSTER
DETAIL A 19 )LOCKNUT
POST-SB298 HI-IDLE 7
17
P~-´• COCKPIT POWER
CONTROL LEVER
FOLLOWER PIN
CLAMP
42)SELF-LOCKING
NUT
SPRING( 34 FRONTWIRE
ROPE TERMINAL
24
FRONT
FORK
NED
II
TELESCOPIC TERMINAL
15 LEVER45m SELF-LOCKING 39
HOUSING FCU REVERSING FIRESEAL 36
r COMPRESSOR SPRING INSULATION
LEVER BOLT
GASKET MAX. STOP
25 47)\(36) (38
26~ /’i~ j REAR FIRESEAL
PROPELLER
FRONT SWIVEL JOINT ~tlpy l+p~
REVERSING
LOCKBOLT 32 BETA
13 )Ns MAx. STOP
VALVE
41
IT.
FUELCONTROL
301 Y~MAX.STOP UNIT (FCU) 12 )FCU ARM EXTENSION GOVERNOR AIR BLEED LINK( 35
CLEVIS
48
39 CARBON BLOCK
11 )FCU CONTROL ARM
(REF.)
31 33 PROPELLER GOVERNOR( 26
10 )CUT-OFF VALVE
INTERCONNECTROD
PT6A-20A PUSH-PULL CONTROL
32
41 RODARRANGEMENT
26
Page 1-13-718
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
F. The Beta valve, incorporated in the propeller governor pump output line to the pilot
valve, and mechanically connected to the propeller reversing lever, is designed so
that forward movement of the valve will initially block off high pressure oil to the propeller
sewo piston; as forward movement continues, pressure oil in the servo will be
dumped back to the reduction gearbox. Axial movement in reverse direction has no
effect on normal propeller control. When the propeller is rotating at a speed lower than
selected by the speed adjusting lever, the governor oil pump provides pressure oil to the
servo piston thereby producing finer propeller pitch, until the feedback ring pulls back
the Beta valve to block off pressure oil to the servo piston, thus preventing further pitch
change. The pitch angle will coarsen automatically to maintain selected propeller
speed as higher engine power is selected. The Beta control does not forcibly select
reverse blade angles and very fine pitch, reverse can only occur when conditions are such
that the propeller is underspeeding relative to that selected.
G. On some installations, a lock pitch solenoid is mounted at the front of the propeller
governor and connected by cored passages to the pump oil pressure line to the
servo piston. The solenoid is energized automatically by a microswitch through movement
of the feedback ring, at a predetermined propeller blade angle. When the solenoid is
energized the valve will close to block oil flow to the servo piston; this action will lock oil
in the piston chamber and prevent any further movement of blades. However, if the
engine power lever is moved into the reverse position, a secondary microswitch installed
in the power lever quadrant, will deenergize the solenoid valve actuating switch,
opening the valve. This enables the propeller governor, power turbine section, to return
to its governing role. A test switch is incorporated in the system to functionally test
valve operation.
H To provide the governor with a sensing element, the rotating pivoted flyweights are
mechanically coupled to the engine by a hollow drive shaft and accessory drive
shaft in the reduction gearbox. The flyweights, actuated by centrifugal force, position the
pilot valve so as to cover or uncover ports in the drive gearshaft and regulate oil flow
to and from the servo piston. The centrifugal force exerted by the flyweights is opposed
by the force of the speeder spring, this determines the engine rpm required to
develop sufficient centrifugal force on the flyweights to center the pilot valve, thereby
preventing oil flow to the servo piston.
Page 1-13-9
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
repositioning the air bleed link to its minimum position brings the yoke into contact with
the pilot valve and brings in a spring load in addition to the speeder spring which
the flyweights must overcome to control propeller speed. This effect causes propeller
governed speed to increase to about 1% higher than nominally selected.
A. During an on-speed condition in forward thrust, the forces acting on the engine,
propeller governor and propeller combination are in a state of balance. With the propeller
speed adjusting lever set to obtain the desired rpm and the propeller blades in the
correct pitch range to absorb the power developed by the engine, the centrifugal force of
the rotating flyweights balances the force of the speeder spring with the flyweights in
the vertical position. This positions the pilot valve plunger so that the ports which control
the oil flow from the governor pump to the propeller servo piston are closed. The oil
pressure is therefore diverted through the relief valve, back to the inlet side of the governor
pump.
A. In an overspeed condition, the rotating flyweights pivot outward, overcome the speeder
spring tension and raise the pilot valve. This uncovers the ports in the drive gearshaft
and dumps the oil from the propeller servo piston to the reduction gearbox sump. As the
propeller blades increase in pitch angle, the load on the engine is increased with a
consequent decrease in engine rpm. The centrifugal force exerted on the governor
flyweights is reduced allowing the speeder spring tension to return the flyweights to a
vertical position. The pilot valve once again blocks the flow of control oil to or from
the propeller servo piston.
Page 1-13-10
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. With the propeller speed adjusting lever set to the desired rpm, a condition of underspeed
occurs when the engine rpm drops below the predetermined setting. The speeder spring
tension then overcomes the decreased centrifugal force on the flyweights and pivots
them inward, forcing the pilot valve downward and opening the ports. This directs a flow
of pressure oil to the propeller servo piston which overcomes the combined forces of
the propeller counterweights and return springs and decreases the pitch of the propeller
blades. The load on the engine is reduced with a consequent increase in engine rpm.
This is sensed by the governor flyweights, which cause the pilot valve plunger to again be
positioned to close the oil port.
A. The propeller overspeed governor is installed in parallel with the propeller governor and
is mounted at approximately the 10 o’clock position on the reduction gearbox front case.
It is provided to control any propeller overspeed condition by immediately bypassing
the oil from the propeller servo piston to the reduction gearbox (see Figure 1-13-1). The
propeller overspeed governor consists of conventiona!type flyweights mounted on a
rotating hollow splined shaft. The hollow shaft embodies ports which are normally closed
by a pilot valve and held in this position by a speeder spring. The spring tension acts
in opposition to the centrifugal force of the rotating flyweights. When an engine overspeed
_
condition occurs, the increased centrifugal force sensed by the flyweights overcomes
the spring tension, lifts the pilot valve and bypasses the propeller servo piston oil back to
the reduction gearbox through the hollow splined shaft. This permits the combined
forces of the counterweights and return springs to move the blades toward a coarse pitch
position, absorbing the engine power and preventing further engine overspeed. A
solenoid valve, which resets the governor to a value below its normal overspeed setting,
is provided to permit ground testing of the unit.
8. NON-STOL APPLICATIONS
A. The installation for Non-Stol applications is identical to the Stol reversing propeller
installation except that a special propeller cam is used. This cam has a different curved slot
configuration for the Low-idle position up to the Take-Off position of the power control
lever travel (refer to Figure 1-13-2 for a detail of the Non-Stot cam). The reversing position
of the propeller control cam is the same as that for Stol applications except that the
Beta range of the Stol application is limited to that part of the control range from Lo-ldle
to Reverse. Movement of the cockpit power control lever from Lo-ldle to Take-Off
position, therefore, has no direct effect upon propeller pitch.
B. Reduced idle power may be obtained by selecting below idle at which point a 12" dead
band allows selection of a flat, fine low without increasing the FCU power lever travel.
Page 1-13-11/12
Feb 01/2002
PA RT
GEN RA L
PROCEDURES
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. General 2-1-1
A. General 2-1-2
B. Procedure 2-1-2
A. Procedure 2-1-2
A. Procedure 2-1-3
A. General 2-1-5
B. Procedure 2-1-5
A. Procedure 2-1-6
INTRODUCTION
1. GENERAL 2-2-1
A. Procedure 2-2-1
1
PART2 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
REMOVAVINSTALLATION
6. GENERAL 2-2-3
A. Precautions 2-2-3
A. Procedure 2-2-4
A. Procedure 2-2-5
A. Procedure 2-2-7
A. General 2-2-9
B. Procedure 2-2-9
A. Procedure 2-2-12
A. General 2-2-13
B. Procedure 2-2-13
A. General 2-2-14
B. Procedure 2-2-14
2
PART2 CONTENTS Dec 02/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 2-2-17
A. Procedure 2-2-17
A. Procedure 2-2-18
A. Procedure 2-2-19
A. Procedure 2-2-20
SECTION 3 CLEANING
INTRODUCTION
1. GENERAL 2-3-1
SPECIFIC PARTS
A. Cleaning 2-3-4
3
PART2 CONTENTS Dec 02/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. Cleaning 2-3-4
A. Cleaning 2-3-4
A. Cleaning 2-3-5
A. Cleaning 2-3-8
A. Cleaning 2-3-8
A. Cleaning 2-3-10
FIELD CLEANING
A. General 2-3-14
A. General 2-3-14
4
PART2 CONTENTS Dec 02/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. General 2-3-18
INTERNAL WASHES
A. Procedure 2-3-22
A. Procedure 2-3-25
A. Procedure 2-3-28
A. Procedure 2-3-29
A. Equipment 2-3-30
B. Preparation 2-3-30
C. Cleaning 2-3-31
D. Post-cleaning 2-3-32
1, GENERAL 2-4-1
A. Procedure 2-4-2
5
PART2 CONTENTS Dec 02/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT FAG E
A. Procedure 2-4-2
A. Procedure 2-4-3
8. LOCKWIRE 2-4-5
A. Procedure 2-4-14
MARKING OF PARTS
A. Procedure 2-4-16
A. Definition 2-4-16
6
PART2 CONTENTS Dec 02/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
WELDING
A. Procedure 2-4-18
ELBOW FITTINGS
A. Procedure 2-4-21
A. Procedure 2-4-22
TOUCH-UP SOLUTION
A. Preparation 2-4-23
1. GENERAL 2-5-1
7
PART2 CONTENTS Dec 02/2005Page
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MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 2-5-2
SECTION 6 TESTING
INTRODUCTION
1. GENERAL 2-6-1
3. SYMBOLS 2-6-1
4. GENERAL 2-6-2
9. COOL-DOWN 2-6-4
TEST INFORMATION
TABLE OF CONTENTS
SUBJECT PAGE
GROUND TESTING
A. Procedure 2-6-15
A. Procedure 2-6-15
A. Procedure 2-6-16
A. General 2-6-16
B. Procedure 2-6-16
A. Procedure 2-6-17
9
PART2 CONTENTS Dec 02/2005Page
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MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. General 2-6-18
A. Procedure 2-6-19
A. Procedure 2-6-23
A. Procedure 2-6-27
A. General 2-6-29
A. Procedure 2-6-31
A. Procedure 2-6-33
A. Procedure 2-6-34
10
PART2 CONTENTS Dec 02/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT FAG E
A. Procedure 2-6-36
A. Procedure 2-6-36
A. Procedure 2-6-36
A. Procedure 2-6-40
A. Procedure 2-6-40
A. Procedure 2-6-42
SECTION 7 TROUBLESHOOTING
1. GENERAL 2-7-1
A. Procedure 2-7-1
3. TROUBLESHOOTING 2-7-2
A. Procedure 2-7-2
11
PART2 CONTENTS Dec 02/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
1. GENERAL 2-8-1
2. SPECIFICATIONS 2-8-1
12
PART2 CONTENTS Dec 02/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PART PART
SECTION FAG E DATE SECTION FAG E DATE
1
PART2 LEP Dec 02/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PART PART
SECTION FAG E DATE SECTION FAG E DATE
PART PART
SECTION PAGE DATE SECTION FAG E DATE
3
PART2 LEP Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PART
SECTION PAGE DATE
4
PART2 LEP Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LIST OF FIGURES
FIGURE PAGE
LIST OF FIGURES
FIGURE FAG E
Engine Performance and Data Plate Trim Speed Check Curve Figure 2-6-8
(Sheet 1 of 2) 2-6-24
Engine Performance and Data Plate Trim Speed Check Curve Figure 2-6-8
(Sheet 2) 2-6-25
Gas Generator Speed for Pressure Altitude at Minimum Fuel Flow Figure 2-6-14 2-6-41
Engine Operating Fault Isolation Chart Figure 2-7-2 (Sheet 1 of 10) 2-7-10
LIST OF FIGURES
FIGURE PAGE
Engine Operating Fault Isolation Chart Figure 2-7-2 (Sheet 10) 2-7-19
Engine Performance Fault Isolation Chart Figure 2-7-3 (Sheet 1 of 10) 2-7-20
Engine Performance Fault Isolation Chart Figure 2-7-3 (Sheet 10) 2-7-29
Engine Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 1 of 4) 2-7-41
Engine Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 2) 2-7-42
3
PART 2 LIST OF FIGURES Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LIST OF Flil;URES
FIGURE PAGE
Engine Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 3) 2-7-43
Engine Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 4) 2-7-44
4
PART 2 LIST OF FIGU RES Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LIST OF TABLES
TITLE PAGE
TABLE 2-6-1, Engine Operating Limits (PT6A-20, -20A and -20B) 2-6-5
1/2
PART 2 LIST OF TABLES Dec 02/20 5Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. LUBRICATING OIL
A. General
Oil specified for use in lubricating oil system of the engines covered in this manual are
listed in Pratt Whitney Canada (P&WC) Service Bulletin No. 1001 (SB1001). The oils
listed are for use in commercially operated PT6 series engines and are the only oils
approved for flight operations. Should it be desired to use an oil not listed, P&WC
Customer Support Department must be consulted first.
(1) Different formulations of various oil brands may have different detergent action.
After an oil brand change this may cause release of carbon particles into the oil
system, resulting in clogging of the scavenge screen. After change of oil brand, the
main oil filter should be inspected for carbon particles at 10-hour intervals up to
a total of 50-hours (5 inspections) and at routine oil filter checks thereafter up to 500
hours. If carbon in excess of normal is noted, proceed as follows:
(b) Using a mirror and light, inspect scavenge screen through drain hole.
(c) If carbon is in evidence, attempt to dislodge it by using a small stiff paint brush.
(e) If carbon cannot be removed by this method, the accessory gearbox should be
removed (Refer to Part 4, Heavy Maintenance) and the screen cleaned.
NOTE: Maintenance personnel advised that the engine lubricating oil and
are
Page 2-1-1
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. General
To avoid overservicing of oil tank, and high oil consumption, an oil level check is
recommended within 30 minutes after engine shutdown. Ideal interval is 15 to 20 minutes.
If more than 30 minutes has passed, and the dip stick indicates that oil is needed,
start the engine and run at ground idle for five minutes, and recheck oil level.
B. Procedure
(1) Unlock filler cap and dipstick from filler neck at 11 o’clock position on accessory
gearbox, and remove filler cap.
I CAUTION: DELETED.
(5) Check oil tank contents against marking on dipstick, and service as required.
NOTE: Normal oil level is one US quart (0.83 Imp. quart, 0.95 liter) below
maximum level, with engine in horizontal attitude.
(6) If oil level is too low to register on dipstick due to possible excessive consumption,
or if low or fluctuating pressures have been recorded, refer to Troubleshooting,
Engine Lubrication, for action to be taken; then proceed as follows:
(a) Fill oil tank to normal level, and record quantity of oil added.
(b) Install filler cap and dipstick; make sure cap is locked.
(c) Run engine at ground idle for approximately five minutes (Ref. Part 2, Section
6, Testing).
(d) Check oil level (Ref. steps (2) thru (6) preceding).
(e) Check main oil filter (Ref. Part 3, Section 2, Para. Removal of Oil Filter).
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(2) Remove cotterpin and lockpin (5) from bottom of air inlet case and remove drain
plug (6) using puller (7).
(3) Remove drain plug (2) or chip detector (3) and cover (4) from 6 o’clock position on
(4) Remove drain plug (8) from 6 o’clock position on rear face of accessory gearbox.
(a) Pr.e-SB1217: Install plug (2) with preformed packing. Tighten plug, torque (Ref.
No. 184, Fits Clearances) and safety wire.
(b) Post-SB1217: Install chip detector (3) with preformed packing, tighten and
torque (Ref. No. 200, Fits Clearances); install cover (4) on chip detector
and torque (Ref. No. 199, Fits Clearances). Safety wire cover and chip
detector.
(2) Install plug (8) with preformed packing in accessory gearbox. Tighten plug, torque
(Ref. No. 580, Fits Clearances) and safety wire.
(3) Install drain plug (6) with preformed packing in bottom of air inlet case. Secure in
position with lockpin (5) and cotterpin.
(4) Ensure that drain plug and interconnecting lines are fitted and safety wired to
airframe oil cooler (refer to appropriate Aircraft Maintenance Manual).
(5) Fill oil tank with specified oil (Ref. SB1001) to level of maximum graduation on
dipstick.
CAUTION: WITH FILLER CAP AND DIPSTICK ASSEMBLY LOCKED INTO POSITION,
NO MOVEMENT IS ALLOWED.
(6) Install filler cap and dipstick assembly in oil tank and ensure that cap is securely
locked.
(7) Start engine and run at idle, as described in Section 6, following, for approximately
two minutes to circulate oil through system.
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MANUAL PART NO. 3015442
REDUCTION GEARBOX
2) (5
C AIR INLET CASE
PRE-SB1217
3
IMPERIAL POST-SB1217
LITERS
QUARTS 6
0.833--1-
"a
1.66 --1 cu 1--1.90 7
ACCESSORY GEARBOX
8
3.32 --1 3.80
DETAIL OF
DIPSTICK
ASSEMBLY
C6226
Dipstick Assembly
Figure 2-1-1
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MANUAL PART NO. 3015442
1. Dipstick Assembly
2. Drain Plug (Pre-SB1217)
3. Chip Detector (Post-SB1217)
4. Cover (Post-SB1217)
5. Lockpin
6. Drain Plug
7. Puller (PWC30077)
8. Drain Plug
(10) Check oil level in tank and replenish, as required, to normal level on dipstick as
described in Paragraph 2.B., preceding.
CAUTION: WITH FILLER CAP AND DIPSTICK ASSEMBLY LOCKED INTO POSITION,
NO MOVEMENT IS ALLOWED.
(11) Install filler cap and dipstick assembly in oil tank and ensure that cap is securely
locked.
General
B. Procedure
(2) Remove oil drainplugs or chip detector from compressor inlet case, reduction
gearbox, accessory gearbox and airframe oil cooler.
(3) With drains open, place power control lever to CUT-OFF (PT6A-6 engines), or to
IDLE position (PT6A-6A, -6B, -20 Series engines), and fuel cut-off lever to
CUT-OFF (PT6A-6A, -6B, -20 Series engines). Motor engine with starter only (no
ignition) to allow scavenge pumps to clear engine.
(5) Taking all normal ground safety precautions (refer to Section 6, following), refill
engine oil tank with nevi~ oil.
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(10) Remove engine oil filter; install disposable type (Pre-SB1118) or reinstall all-metal
type (Post-SB1118) after cleaning as detailed in Section 3, following.
(11) Reinstall and safety wire all drain plugs and magnetic chip detector in engine and
airframe cooler.
(14) Start engine and run at IDLE for a minimum of two minutes.
CAUTION: WITH FILLER CAP AND DIPSTICK ASSEMBLY LOCKED INTO POSITION,
NO MOVEMENT IS ALLOWED.
(18) Reinstall filler cap and dipstick. Ensure that filler cap is correctly installed and
locked securely.
A. Procedure
(1) Remove filter element from engine (Ref. Part 3, Section 2).
(2) Using suitable tapered plugs, seal inner cavity of filter element.
(4) Fill container with teksol (PWC11-048), enough to cover filter element but leaving a
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(5) Shake container for about three minutes manually or 30 seconds in a vibrator.
Remove cover.
NOTE. Ensure there are no deposits left on filter. If there is, secure container
coverand continue shaking.
(6) Install new filterpatch (PWC05-190) in filter patch holder and place over a suitable
container (2 liters or 1/2 gal, min.).
(9) Flush out all possible loose particles which may still be in container by pouring
some teksol (PWC11-048) into it, shaking, then emptying into filter patch holder.
(10) Remove filter patch from filter patch holder and place in patch receptacle. Identify
sample with type of filter, engine serial number and hours run.
(11) If any debris is found (particles large enough to be trapped by filter patch), send
sample to laboratory for material spectrographic analysis.
NOTE: Some operators retain the filter patches to establish a visual coloration
trend.Operators doing this, need to build up their own experience for
patch coloration trend evaluation because trends may vary from one engine
to another and may be affected by the operating environment and
maintenance practices.
(12) Remove plugs from filter element (ensure the preformed packing does not drop
inside the element).
(13) Dry filter element using clean compressed air at 29 psig (200 kPa).
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INTRODUCTION
1. GENERAL
A. Procedures included in this section should be followed when removing the engine from,
or installing an engine in a storage container, and when carrying out engine depreservation
or preservation. If available, Maintenance Stand (PWC30035) may be used for limited
maintenance with engine in a horizontal position, or to support an engine after removal or
prior to installation in airframe or storage container. However, if engine is to undergo
heavy maintenance, it must be installed in Stand (PWC30800) as detailed in Part 4.
B. Two types of storage containers are in use. One type, of steel construction, is reusable
and may be used for long periods of either indoor or outdoor storage provided the
correct internal pressure is maintained, desiccant is replenished as required and the
engine is preserved in accordance with the applicable schedule.
C. The other type, non-reusable, of which there are two configurations, is of fiberboard
construction. These containers are intended primarily for domestic shipment (North
American Continent) in closed conveyances, or for domestic and overseas air shipment.
This type of container should not be used for shipment by sea. When properly
sealed, these containers are weather-resistant and non-susceptible to climatic conditions
for periodsup to one week. Fiberboard containers should not be used for outdoor
storage, but will withstand indoor storage in dry areas for periods up to six months.
2. HUMIDITY CONTROL
A. To maintain internal moisture conditions at a safe level for storage, a specific quantity of
dehydrating agent (desiccant) is stowed in each container. Desiccant is packed in
individual bags, each containing eight units tone unit weighing one ounce). Each container
is provided with a humidity indicator to show the moisture level within the container
without disturbing the container or contents. At a safe moisture level (up to 40% relative
humidity) the indicator color is blue. As intemal humidity increases, the color changes
gradually to pink. An all pink color indicates that an unsafe moisture condition has been
reached, and desiccant should be replaced with freshly activated material.
NOTE: Humidity indicators have a reversible element when reactivated, which may be
reused provided the original all-blue color is evident. Indicators need not be
replaced unless damaged.
3. REACTIVATION OF DESSICANT
A. Procedure
(1) Place bags of used desiccant and pink humidity indicator in a suitable oven
controlled at 121"C (250"F) for two hours (minimum). Humidity indicator must turn
blue.
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(2) Allow oven to cool to room temperature (approximately 22"C (72"F)), then remove
(3) As soon aspossible, after reactivation is complete, insert bags of desiccant into
polyethylene envelopes. Exclude all air and seal envelopes.
4. STORAGE OF ENGINE
A. Long term storage (91 days or over) of engine must be accomplished in a metal
container, when stored indoor or outdoor. All precautions must be observed to eliminate
loss of pressure, and to prevent humidity from reaching an unsafe level. A periodic
check must be carried out at least once every 30 days and any action necessary taken
in accordance with Table 2-2-1.
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A. Instructions outlined in Table 2-2-2 must be followed when stacking empty containers, or
engines in containers.
(Static Storage)
One high maximum
(Shipping)
EMPTY CONTAINER Only static (no EMPTY CONTAINER Ensure wooden side
(Four high max.) impact) and Four high (max.) stiffeners, where
superimposed fitted, are sound and
stacking is undamaged.
recommended. Avoid Only static (no
dropping containers impact) and
over each other. superimposed
stacking is
recommended. Avoid
dropping containers
over each other.
REMOVAL/INSTALLATION
6. GENERAL
A. Precautions
(a) Ensure that hoist has sufficient capacity and safety factor to handle loads as
follows:
2 A load of 800 pounds (363 kg) when lifting engine loaded in fiberboard
container.
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3 A load of 800 pounds (363 kg) when lifting engine loaded in metal
container.
(2) Ensure that container is positioned correctly on floor, directly beneath hoist.
(3) Ensure that free overhead space of approximately six feet (two metres) minimum is
available.
NOTE: This clearance is exclusive of the distance from the top of the container to
the hoist hook.
(1) Two types of engine sling assemblies, (PWC30036) and (PWC32327), are used.
Both slings have a single front extension. (PWC30036) has two rear extensions
which attach at the 3 and 9 o’clock positions on PT6A-6 and -6A engines.
(PWC32327) has a single rear extension which attaches to a bracket at the 12 o’clock
position on PT6A-6B, -6/C20, -20, -20A and -208 engines.
(1) Remove service receptacle cover (1) by removing two nuts and lockwashers.
(2) Depressurize container by allowing air to escape through air fill valve (2).
(3) Remove all engine data papers from record receptacle (5).
(4) Attach chain, or cable sling, to end lifting points (8) provided on top of container.
(5) Remove 36 closure nuts and bolts which secure top and bottom halves of container.
(6) Carefully raise top half of container straight up until clear of engine, then remove
from immediate work area.
CAUTION: NEVER USE ENGINE SLING AND HOIST FITTINGS TO LIFT AN ENGINE
THAT IS STILL ATTACHED TO LOWER HALF OF THE CONTAINER.
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(8) Take weight of engine on sling and remove three quick release pins (9) securing
engine to container mounting brackets. Lift engine slowly from container,
simultaneously ensuring that engine remains level and is not permitted to swing.
NOTE: Should difficulty be experienced when removing any of the pins which
secure engine to the container mounting brackets, remove bolts and
the
washers which secure bracket in question. An alternative method of
removing the engine from its container is to remove the eight bolts, washers
and nuts which secure the mounting cradle (11) to the container. Lift out
engine, together with mounting cradle, then separate engine from cradle.
(9) Transfer to a clear area and remove 11 bolts and washers securing forward
engine
and brackets to engine. Reinstall container brackets on cradle and stow bolts
rear
(1) Cut steel support straps (15) and discard. Retain corners (16).
(2) Cut sealing tape and fold back flaps on top of container.
(5) Take weight of engine on sling and remove eight bolts (18) and lockwashers (19)
securing cradle (13) to mounting brackets (14). Slowly lift out engine and cradle
assembly ensuring that engine remains level and is not permitted to swing.
(6) Transfer engine to a clear area and remove cradle from engine by removing three
quick release pins (21) from engine mount front brackets (11) and engine mount
rear bracket (12).
(7) Remove 11 bolts and washers securing engine mount front and rear brackets to
engine. Remove brackets and reassemble on cradle. Stow bolts and washers with
cradle.
(8) Remove protective envelope (9) from engine. Discard non-reusable items.
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6)
4~
15
C1186C
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(1) Cut steel support straps (10) and discard. Retain corners (9).
(2) Remove cover (1) from sleeve (5) and lift sleeve from skid base (17).
(5) Take weight of engine on sling and remove three quick release pins (11) that
secure engine to cradle.
(6) Slowly lift engine clear of cradle (15), ensuring that it does not swing.
(7) Remove 11 bolts and washers that secure brackets (12) and (14) to engine and
stow inbag; attach brackets (12) and (14) to cradle with quick release pins (11)
and (13).
(11) On engines equipped with oil-to-fuel heater, remove two bolts and washers that
secure heater to heater mounting bracket (13) and remove oil-to-fuel heater from
cradle. Install heater on engine. (Refer to Part 3, Section 2).
(12) Retain cradle, skid base and mount brackets (12) for further use.
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Is
_c----
~O
C1489B
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MANUAL PART NO. 3015442
1. Inner Stiffener
2. Bolt
3. Plain Washer
4. Outer Stiffener
5. Self-locking Nut
6. Reinforcing Plate
7. Shear Mount
8. Pallet
9. Protective Envelope
10. Gaskets
11. Engine Mount Front Bracket
12. Engine Mount Rear Bracket
13. Cradle
14. Mounting Bracket
15. Steel Strapping
16. Reinforcing Corner
17. Screw
18. Bolt
19. Lockwasher
20. Humidity Indicator
21. Quick Release Pins
A. General
Prior to installation of engine in metal container, refer to Paragraphs 14. and 15. following
for necessary preservation and schedule.
(2) Attach two container forward brackets and gaskets to lower mounting pads on
engine gas generator case using eight bolts and lockwashers. Tighten bolts and
torque to 225 to 250 Ib.in.
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S ai
oel/i/
a
6
to
a
4 a
~I
C38688
FiberboardShipping Container
Figure 2-2-3
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MANUAL PART NO. 3015442
1. Cover
2. Reinforcing Corners
3. Steel Strap
4. Pressure Sensitive Tape
5. Sleeve
6. Humidity Indicator
7. Protective Envelope
8. Gaskets
9. Reinforcing Corners
10. Steel Strap
11. Quick-release Pin
12. Front Mount Brackets
13. Quick-release Pin
14. Rear Mount Brackets
15. Cradle
16. Shear Mounts
17. Skid Base
(3) Attach container rear bracket and gasket to mounting pad at 6 o’clock position on
engine accessory gearbox, using three bolts and lockwashers. Tighten bolts and
torque to 50 to 70 Ib.in.
(4) Install shipping covers and plugs, as illustrated in Parts Catalog No. 3015444.
(5) Ensure that interior of container is free of dirt, water, oil, or other contaminants, and
check mating faces of container flanges for distortion or other unserviceable
conditions that may affect airtight sealing of flange joint.
(6) Carefully lower engine into bottom half of container, align brackets with mounting
holes and insert three quick release pins (9) to secure engine to cradle.
NOTE: Alterplatively,the cradle may be removed from the container for engine
installation. After assembling cradle to engine, lower into container and
secure cradle with eight bolts, washers and nuts.
(8) Tie 12 (96 units 1 oz. per unit, total) freshly activated desiccant bags (PWC15-001)
to engine, evenly distributed over engine length, 6 on each side.
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(9) Carefully lower top half of container over engine and on to bottom half of container,
guiding itover locating pin (6) on forward end of flange of bottom half. Check
container gasket (10) for correct seating.
(10) Secure top and bottom halves of container using 36 closure bolts, washers and
nuts. Coat bolts with corrosion-preventive compound (PWC15-014) and torque nuts
progressively to 270 to 300 Ib.in.
(11) Introduce clean, dry air through air fill valve (2), until internal air pressure equals
value indicated for prevailing ambient temperature (refer to Table 2-2-3). Replace
valve cap.
Description Data
(12) Check container for pressure leaks using a soap and water solution. Seal any leaks
immediately.
(13) Install service receptacle cover (1, Figure 2-2-1), and secure using two lockwashers
and nuts.
(14) Wrap engine data papers in a waterproof envelope, and secure with clean-stripping,
pressure-sensitive adhesive tape (PWC05-070).
NOTE: If the engine log book is the stiff cover type it must be shipped, together
with the log sheets, under separate cover.
(15) Place engine data papers in record receptacle (5). Install cover, secure, and
lockwire bolt heads.
(1) Open container and fold bottom end flaps inward first, then side flaps.
(2) Use reinforced filament tape (PWC05-070), seal middle seam and overlap 10
nylon
to 12 inches along sides, then tape bottom edges at each end and extend around
sides approximately 12 inches.
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(3) Using inner stiffener (1) resting at bottom inside of container as template, drill or
(5) Install four bolts (2) and plain washers (3) in upper holes of outer stiffener (4) and
attach to outside of container. Install inner stiffener (1) over bolts and secure with
self-locking nuts (5) and washers (3). Do not tighten bolts at this stage.
(6) In each lower pair of holes, install bolts through reinforcing plate (6), and attach to
container. Secure shear mounts (7) to inside with self-locking nuts (5) and plain
washers (3). Do not torque nuts at this stage.
(7) Repeat steps (5) and (6) on opposite side of container. Tighten 12 bolts and torque
to 80 to 90 Ib.in.
(8) Install four mounting brackets (14) on shear mounts (7) with screws (17).
A. General
Prior to installation of engine in fiberboard container, refer to Paragraphs 14. and 15.,
following, for necessary preservation and schedule.
(1) Inspect pallet and cradle, renew any part found to be damaged.
(3) Install engine in new protective envelope (9) so that gaskets (10) on envelope are
(4) Attach two engine mount front brackets (11) to mount pads on gas generator case
with eight bolts and washers. Tighten bolts and torque to 225 to 250 Ib.in.
(5) Attach engine mount rear bracket (12) to mount pad on accessory gearbox with
three bolts and washers. T~ghten bolts and torque to 50 to 70 Ib.in.
(6) Lower engine onto cradle (13) and secure front and rear mount brackets to clevis
on cradle with three quick release pins (21).
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(7) Ensure that interior of container is free of dirt, oil, water or other contaminants.
(9) Place log book, log sheets and other relevant papers to be shipped with engine in a
(10) Lower engine and cradle assembly into container, taking care not to strike engine
against any part of container.
(11) Secure cradle to mounting brackets (14) with eight bolts (18) and lockwashers (19).
(13) Tie 12 (96 units 1 oz. per unit, total) freshly activated desiccant bags (PWC15-001)
to engine, evenly distributed over engine length, 6 on each side.
(14) Heat-seal along top of envelope, using suitable hand sealing iron, leaving one
corner open to evacuate air. Evacuate air, fold corner and heat-seal. Fold
envelope and align humidity indicator with window in container. Tape envelope end
pressure-sensitive tape.
folds with
(16) Using nylon reinforced filament tape(PWC05-070), tape middle seam and overlap
ends by approximately eight inches. Tape edges at both ends and extend around
sides approximately 12 inches.
(17) Secure container to pallet (8) with five sets of steel strapping (15), passing
strapping over corners (16) on each side.
A. General
Prior to installation of engine in fiberboard container, refer to Paragraphs 14. and 15.,
following, for necessary preservation and schedule.
(1) Inspect skid base and cradle; renew any parts found to be damaged.
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(b) Remove two nuts securing heater mounting bracket to accessory gearbox.
(d) Blank off all openings in heater and hoses with plugs or covers.
(e) Install heater unit on mounting bracket (13) of cradle and secure with two bolts
and washers.
(4) Installengine in new protective envelope (7) so that gaskets (8) on envelope are
(5) Attach two container forward brackets (12) to lower mounting pads of engine gas
generator case, with eight bolts and washers. Tighten bolts and torque 225 to
250 Ib.in.
(7) Lower engine into cradle and attach with three quick-release pins (11) and (13).
(8) Place log book and other documents to be shipped with engine in a waterproof
envelope, and seal with pressure sensitive tape. Glue envelope to skid base.
(11) Tie 1? bags (96 units total) of freshly activated desiccant to engine.
NOTE: Desiccant bags should be evenly distributed over entire engine length.
(12) Heat-seal along top of envelope, using suitable hand sealing iron, leaving one
corner open to evacuate air. Evacuate air, fold corner and heat seal. Fold
envelope (7) and ensure that humidity indicator (6) will align with window in container.
Tape envelope and folds with pressure-sensitive tape (4).
(13) Place sleeve (5) over engine and fit in position on skid base.
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(14) Close flaps of sleeve, and seal diagonally with pressure-sensitive tape (4).
(16) Secure cover with steel strap and four corners (2).
(17) Secure sleeve and cover to skid base with steel straps (10) and 16 corners (9).
ENGINE PRESERVATION/DEPRESERVATION
14. GENERAL
(1) Preservation of a fuel control unit depends on the period of inactivity and whether
ornot the FCU is operated during the inactive period.
(b) A FCU is not considered active if an engine is not wet motored or run during
aircraft inactive periods.
(2) For fuel control units that remain on inactive engines in long term container storage
(off wing), the time accumulated in the container begins at the time of packaging.
(3) For units that have been removed from the engine and are in storage three years
ormore, refer to Part 3, Section 2, Fuel Control Unit, Storage, Depreservation or
Reconditioning of FCU, Three Year Requirement.
(4) For units that have been removed from the engine and are in storage more than six
years, refer to Part 3, Section 2, Fuel Control Unit, Storage, Depreservation or
Reconditioning of FCU, Six Year Requirement.
(5) For units engines that are inactive for more than six months and that are not
on
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A. Procedure
NOTE: Ensure that desiccant bags are kept off all engine parts by placing on
racks. Provide suitable windows in exhaust closures for observation of
humidity indicators.
(3) 29 to 90 Days Engines inactive for a period exceeding 28 days, but less than 90
days, need only have fuel system preserved (refer to Paragraph 17., following)
engine intake and exhaust openings covered, and desicc8ht and humidity indicators
installed.
(4) 91 Days Engines inactive over 90 days, or removed for long term
and Over
storage (refer to Paragraph 4.) must, in addition to 29 to 90 day
in container
procedures, have engine oil drained and unused accessory drive-ends sprayed.
(Refer to Paragraph 16., following.)
A. Procedure
(1) Carry out preservation of engine oil system (engines inactive for periods exceeding
90 days) as follows:
(a) Close normal fuel supply shut-off valve and rotate engine with electric starter
until oil pressure and compressor speed (Ng) are indicated. Disengage starter.
(b) ~Remove drain plugs from oil tank, accessory gearbox and propeller reduction
gearbox.
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(c) With drains open, motor engine with starter (no ignition) to permit scavenge
pumps to clear engine, indicated by cessation of steady stream of oil from
drains. To prevent excessive operation with limited lubrication, limit rotation to
shortest possible time to accomplish complete drainage.
(e) Allow oil to drain to a slow drip (approximately one half-hour), then install oil
filter and close drains.
(f) Remove cover plates from pads of accessory drives and spray exposed
surfaces and gearshafts with engine lubricating oil (refer to P&WC Service
Bulletin No. 1001 latest issue for list of approved oils). Replace cover
plates.
(g) Install plugs, caps and covers over all openings to prevent entry of foreign
material accumulation of moisture. (Refer to Parts Catalog P/N 3015444.)
(i) Install humidity indicator in air inlet end and in exhaust end of engine
compartment. Cover with suitable airtight moisture barrier. Provide inspection
windows at each end for observation of humidity indicators.
NOTE: Inspection of a preserved unit should be carried out every two weeks
if the aircraft is stored outside, or every 30 days if the aircraft is stored
inside. If the relative humidity, as indicated on the humidity indicator,
is less than 40%, no further action is required. If humidity indicated
exceeds 40%, the desiccant bags must be replaced by freshly
activated bags.
A. Procedure
(1) Carry out preservation of engine fuel system (engines inactive more than 28 days)
as follows:
(a) Close normal fuel supply shut-off valve. Disconnect fuel inlet line to fuel pump
or oil-to-fuel heater and connect suitable oil supply line to fuel pump or
oil-to-fuel heater.
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(b) Disconnect fuel line at inlet of dump valve, to prevent flushing oil entering fuel
manifold, and loosen line required to permit drainage into a suitable
as
container. Supply flushing oil (PWC05-077) at pressure of 5 to 25 psi at a
temperature of at least 16"C (60"F).
(c) With ignition system off and power control lever to CUT-OFF, carry out normal
30 second motoring run. During motoring cycle power control lever should be
moved to TAKEOFF (PT6A-6 engines). On PT6A-6A, PT6A-6B, PT6A-6/C20,
PT6A-20A and PT6A-20B engines the power control lever should be moved
to TAKEOFF and the cut-off lever to FULL OPEN, to displace fuel from system.
(d) After motoring run, check to see if flushing oil is coming from opened fuel line.
If not, repeat motoring cycle until flushing oil flows from opened fuel line.
(e) Return power control lever to CUT-OFF on PT6A-6 engines. Return power
control lever to IDLE and cut-off lever to CUT-OFF on PT6A-6A, PT6A-6B,
PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B engines. Reconnect fuel
supply line to fuel pump or oil-to-fuel heater, and inlet of dump valve.
(f) Install all plugs, caps and covers over all openings to prevent entry of foreign
material and accumulation of moisture. (Refer to Parts Catalog P/N 3015444.)
A. Procedure
(2) 7 to 28 Days Desiccant and moisture barriers must be removed. Ensure that all
previously sealed engine openings are reopened and are unobstructed.
(3) 28 to 90 Days Remove engine intake and exhaust covers together with desiccant
and humidity indicators. Depreserve engine fuel system.
(4) 91 Days and Over Engine must be completely depreserved and lubrication system
serviced
Page 2-2-19
Jun 06/2003
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Procedure
(1) engine oil tank with recommended oil. (Refer to P&WC Service Bulletin
Fill
No. 1001 latest issue for list of approved oils.)
(2) Disconnect fuel line at inlet of dump valve and loosen line as required to permit
drainage into a suitable container.
(4) With ignition system OFF, displace preservative oil from fuel system as follows:
(d) After motoring cycle, check if clean fuel comes from open fuel line. If not,
repeat motoring cycle until clean fuel appears.
Page 2-2-20
Jun 06/2003
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
SECTION 3 CLEANING
INTRODUCTION
1. GENERAL
A. Gas turbine engine cleaning prepares engine parts for detailed inspection,thus making it
easier to detect flaws and other defects. Proper cleaning procedures remove engine
deposits which can cause engine component malfunctioning and also prepares surfaces
for the application of various types of repair processes. Gas turbine engine cleaning
can be categorized in two broad areas, namely, parts cleaning and field cleaning.
SPECIFIC PARTS
A. Clean the exterior surfaces of all tubes by spraying with petroleum solvent (PWC11-027),
and using a soft-bristled brush as necessary. Observe all normal ventilation and fire
safety precautions. Install blanking caps on open tube ends at all times. When cleaning
the internal bores of tubes, take particular care that no foreign matter remains inside
the tubes.
(1) Clean oil filter element as follows: (Refer to Inspection for filter cleaning frequency.)
(a) Seal central tube openings at both ends of oil filter element with suitable size
rubber plugs.
(b) Agitate element for five minutes in clean, unused petroleum solvent
(PWC11-027).
(c) Dry element with clean, dry, filtered compressed air, or allow element to stand
until dry in a clean environment.
NOTE: Do not use dry compressed air for drying disposable type oil filter
elements.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(e) Repeat cleaning and visual inspection, if required, until element is deemed
serviceable. Use only clean and unused petroleum solvent each time.
(1) Clean oil filter element electrosonically as follows: (See Figure 2-3-1, and refer to
Inspection for filter cleaning frequency.)
(a) Plug openings at each end of filter element with suitable plastic or rubber
plugs.
(c) Pour sufficient quantity of cleaning fluid (clean, unused petroleum solvent
PWC11-027 or Trichloroethane PWC11-026) in tank to a level approximately
1/4-inch below top.
(e) Rotate element 180 degrees tend-to-end) in tank and operate unit for a further
10 minutes.
(f) Using clean, lint-free gloves, remove element from tank and remove plugs.
A. If air inlet screen is dirty, remove and clean in petroleum solvent (PWC11-027). After
cleaning, use compressed air and dry screen thoroughly before reinstalling on engine.
Page 2-3-2
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FILTER ELEMENT
ELECTROSONIC CLEANER
PLUGS AT BOTH ENDS
5 Ii
CLEANING
SOLUTION
C6289A
Page 2-3-3
Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Cleaning
(1) Clean the exterior surfaces of the glow plugs with solvent (PWC11-027) or
(a) Immerse the element end of the glow plug in Turco Super Carb Compound
(PWC11-021), for 10 to 30 minutes.
(b) Carefully remove the loosened carbon using a soft nylon brush.
(c) Rinse the element end of the plug in hot water and dry with clean, low
pressure compressed air.
A. Cleaning
CAUTION: DO NOT CLEAN THE NOSE (FIRING) END OF IGNITERS. DO NOT REMOVE
CARBON FROM ELECTRODES OR FROM ANNULAR GAP AREAS. CARBON
DEPOSITS IN THE GAP AREA ACT AS AN AID IN IGNITER OPERATION.
(1) Using a felt swab, soaked in isopropyl alcohol (PWC11-014) or engine cleaner
(PWC11-031), clean the terminal well and contact pin.
A. Cleaning
(1) Remove all corrosion residue using a stainless steel wire brush.
(2) Clean affected surfacesthoroughly using a clean lint-free cloth moistened with
(PWC 11-022) methyl-ethyl-ketone
(3) Apply light film of fluorocarbon spray lubricant (PWC06-005) to cleaned areas.
Page 2-3-4
Jun 06/2003
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Cleaning
(a) Perforated Stainless Steel Container Local manufacture to suit operation with
step (b).
(b) Ultrasonic cleaner, ModelT21 (Product Code 317) or Model T14 (Product Code
311).
L R Ultrasonics Ltd.
45 Clairemont Rd.
Wealdstone, Harrow, Middlesex HA3 7AV
England
Page 2-3-5
Jun 06/2003
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
C3312A
Page 2-3-6
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Page 2-3-6A/6B
Jun 06/2003
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MANUAL PART NO. 3015442
(c) Place container, with adapter assemblies in cleaner tank, ensuring all adapters
are completely immersed in compound.
(d) Cover tank and activate ultrasonic cleaner for one hour.
(e) Remove container from tank and wash assemblies thoroughly in very hot
water.
(f) To ensure removal of residual solution from inside adapter assemblies, proceed
as follows:
(g) Carry out leakage and functional checks of manifold adapter assemblies as
(3) Clean fuel nozzles removed from manifold adapters in the following manner:
(b) Place nozzle in perforated stainless steel container and carry out cleaning
procedure detailed in Subparagraph (2), steps (b) to (e), inclusive.
(c) Install noules on flushing fixture (Figure 2-3-2). Use suitable blanking plugs if
all positions are not filled.
(d) Using a suitable adapter hose connected to flushing fixture, flow clean, ve~y hot
water through nozzles for at least one minute at normal tap water pressure up
to 30 psig.
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MANUAL PART NO. 3015442
(e) Disconnect water supply from fixture and connect fixture to a supply of clean,
filtered, compressed air or nitrogen. Ensure nozzles are thoroughly dry.
(f) With nozzles still installed on fixture, connect fixture to Test Rig (PWC30506),
and flow fuel through nozzle for one ri~inute at 30 psig.
(g) Remove noule from flushing fixture and install on manifold adapters. (Refer to
Part 3, Removal and Installation).
NOTE: If nozzles are not required for immediate installation, store in covered
container to prevent exposure to dirt and dust.
(h) Carry out leakage and functional checks of fuel nozzles as detailed in Part 3,
Sections Removal and Installation, and Inspection, respectively.
(4) Clean manifold adapters and nozzle sheaths in the following manner:
(b) Place adapters and sheaths in perforated stainless steel container and carry
out cleaning time to 30 minutes.
(c) Pressure wash parts thoroughly to remove residual compound under very hot
running water for at least one minute. Ensure adequate water flow is maintained
through intemal bores of adapters. Remove any loose carbon build-up from
sheaths by scrubbing with non-metallic bristle brush.
(d) Dry all parts thoroughly with clean filtered compressed air or nitrogen.
(e) Assemble manifold adapters, nozzles and sheaths (refer to Part 3, Removal
and Installation) and carry out leakage and functional checks as detailed in
Part 3, Sections Removal and Installation, and Inspection, respectively.
A. Cleaning
(1) Agitate or rotate inlet screen in petroleum solvent (PWC11-027). Dry using a clean
compressed air jet regulated at 15 psig.
(2) Inspect screen, particularly around the inside diameter, and repeat Step (1) if
screen is not thoroughly clean.
NOTE: Replai~e screen with serviceable unit if screen is not thoroughly cleaned
afterrepeating process, or if there is evidence of broken screen strands,
looseness or corrosion on inspection.
Page 2-3-8
Jun 06/2003
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOULE
a N1ETERING
PLUG
rj
1 I
C937A
Page 2-3-9
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(b) Wash plug and nozzle in petroleum solvent (PWC11-027). Use a wooden
dowel to clear apertures. Dry nozzle and plug in a compressed air jet.
(c) Insert nozzle into valve body, tighten and torque (Ref. No. 971, Fits
Clearances)
(d) Install metering plug, tighten and torque (Ref. 952, Fits Clearances).
(e) When bleed valve is disassembled for diaphragm replacement, clean all
components of valve in petroleum solvent (PWC11-027). Use a wooden dowel to
clean apertures. Dry thoroughly with filtered compressed air.
A. Cleaning
(1) Using a stiff brush or spray, clean chip detector with petroleum solvent (PWC11-027).
(2) Ensure detector is free of metal particles and dry with clean, dry compressed air.
(1) Clean P3 air filter element as follows: (Refer to Inspection for filter cleaning
frequency)
(a) Agitate element for five minutes in clean, unused petroleum solvent
(PWC11-027).
(d) Repeat cleaning and visual inspection, if required, until element is deemed
serviceable. Use only clean and unused petroleum solvent each time.
(1) Clean air filter element electrosonically as follows: (See Figure 2-3-4 and refer to
Inspection for filter cleaning frequency.)
Page 2-3-10
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
P3 AIR FILTER
CLEANING SOLVENT
ELEMENTS (TYP.)
5’a"
Id~a a
ab
oTF I~
ELECTROSONIC CLEANER
C7140E
Page 2-3-11
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(b) Pour sufficient quantity of cleaning solvent (either petroleum solvent PWC11-027
orTrichloroethane PWC11-026), into tank to a level approximately 1/4 inch
below top.
(h) Wear clean, lint-free gloves, and remove element from tank.
(k) Store element in clean polyethylene bag until required for installation.
FIELD CLEANING
13. GENERAL
A. Sulphidation is a common name for a type of hot corrosion which can affect turbine area
B. Sulphates form at engine operating temperatures with sodium and sulphur present. Most
aviation turbine fuels contain sulphur in sufficient amounts for sulphidation. Common
sources of sodium are seawater, atmospheric pollutants and volcanic discharges.
C. Sulphidation attack most often affects the first-stage turbine blades, but, sulphidation of
shroud segments and other non-rotating components is not uncommon.
D. Degradation of the aluminide coating applied to CTT blades will involve some loss of the
base alloy. Post coating strip inspection may reveal a majority of components be
rejected
Page 2-3-12
Feb 01/2002
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MAINT~NANCE MAkUAL
MANUAL PART NO. 3015442
i. Stage 4 Severe Corrosion: Deep penetration of attack with large "blister" of scale.
Failure is likely due to loss of structural material.
J. All stages of attack may be encountered, although stages 3 and 4 will normally be
limited to those engines which are directly exposed to salt water.
K. Minimizing Attack
Desalination wash using plain water with an anti-freeze agent if required minimizes
attack. During stages 1 and 2 the wash will dissolve and carry away sulphates on
component surface.
Water used for washing must be free from contamination, in most cases drinking water
is acceptable. Otherwise demineralized water should be used.
L. Borescope Inspection
Page 2-3-13
Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
14. INTERNALWASH
A. General
(a) Compressor desalination is used to remove salt deposits, however light dirt
deposits may also be removed. Wash medium is drinking water, provided
minimum standards are met (Ref. Para. 19. following).
(b) Turbine desalination wash is used to remove salt deposits from compressor
turbine blades, wash medium same as for compressor wash. It is strongly
recommended this procedure be carried out when operating in a salt laden
environment.
(d) Internal washes performed while engine is motoring are described in Paragraph
19. 20. and 21. following, and washes performed while running in Paragraph 22.
(e) Washing fluids aresprayed into the engine intake either through a low flow (0.5
gpm or 1.9 I/min) spray ring if engine is running, or through a wash wand or
high flow (2 to 3 gpm or 7.6 to 11.3 I/min) spray ring if motoring. When running,
Ng is set at 60% approx.; this speed is chosen to ensure that emulsified fluid
hits the blades in liquid form. Too high a speed could vaporize the emulsion due
to temperature rise and render it much less effective. Washing during a
motoring cycle ensures that emulsion fluid remains in liquid form.
A. General
Page 2-3-14
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
I
ii
PT6A-20A AND PT6A-20B
OBT’
C1851B
Page 2-3-15
Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1 Motoring wash is carried out at an Ng of 10% to 25% and the water or the
cleaning mixture, depending on ambient temperature (Ref. Table 2-3-2,
following), is injected at a pressure of 30 to 50 psig (207 to 345 kPa) through
a high flowing wash ring or wand.
Water
Ambient Temperature See NOTE) Methanol
+2 up +36 up 100
NOTE: 1. Drinking quality water is permitted for motoring wash. However, demineralized water
only is recommended when performing running wash. Refer to Equipment Required
for acceptance criteria.
Cleaning Aviation
Agent Kerosene Methanol Water
Ambient Temperature NOTE 1) (NOTE 2) (AMS 3004) (NOTE 3)
"C "F by vol. by vol. by vol. by vol.
Page 2-3-16
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Cleaning Aviation
Agent Kerosene Methanol Water
Ambient Temperature NOTE 1) (NOTE 2) (AMS 3004) (NOTE 3)
"C "F by vol. by vol. by vol. by vol.
Dependingon the operating environment, the nature and frequency of compressor wash is
recommended to be in accordance with Table 2-3-4.
NOTE: 1. Multiple motoring washes should be done to the extent permitted by starter
operating limitations. Observe starter cooling period (Ref. Starter
Manufacturer’s Manual).
Page 2-3-17
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. General
(1) The following equipment for motoring wash or running wash is required as
a Wash wand (refer to Figure 2-3-7). Flow rate 2 to 3 gpm (7.6 to 11.3
I/min).
b Modified wash ring (refer to Figure 2-3-8). Flow rate 2 to 3 gpm (7.6
to 11.3 I/min) Use a restrictor.
(b) Two stainless steel containers, 5 gallon (19 liters) capacity each, capable of
withstanding up to 50 psig (345 kPa) working pressure.
(c) Mechanical agitator, or recirculation pump with relief valve, for moisture
agitation. (Refer to Figure 2-3-6).
Page 2-3-18
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
AGITATOR
CLEANING SOLUTIONSISTEEL
TANK 5 U.S. GALS. (19 LITERS)
CAPACITY WORKING PR.
50 P.S.I. (345 kPa)
AIR SUPPLY VALVE SHUT-OFF VALVE
PRESSURE
GAGE
I XYALVE XVALVE
RELIEF VALVE
TO SPRAY RING OR
WASH WAND CONNECTION
AIRINITROGEN
RECIRCULATION
PRESSURE SOURCE
REGULATED UP TO PUMP
50 P.S.1.(345 kPa)
C3974B
Page 2-3-19
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
t,,,. SOLDERsoLDER
SOLDER/J
STD. 112 DIA. FEMALE/
HOSE CONNECTION
Io´•~:‘
12 DIRECTION OF SPRAY
C3972
Page 2-3-20
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
MS 24402-6 TEE
DO NOT USE RESTRICTOR
30"
45 45"
8.640" R.
85
(REF.) 90"
90´• 1A I A
95" 95
100" 100"
_C’9"" 8.640" R.
(REF.)"""""""""""""""""""""""""""""""""""""""""""""""""‘~105
1100 110"
115´;15~1
1’";J140" 1
150"
0.052-0.057 DIA.
50HOLESLOC.
EXISTING 6 HOLES WITHIN 0.030 R.
OF TRUE POS.
ADDITIONAL 44 HOLES
C5383
Page 2-3-21
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(f) Drinking water quality criteria (for Motoring Wash ONLY) should be as follows:
NOTE: Since drinking water quality varies from place to place and season
to season, this criteria is provided as a guide only.
(j) Suitable tubing to interconnect components, valve and tubing connections are
to be 5/16-inch (8 mm) ID minimum.
(k) Two flow control valves, for use with recirculation pump. (Ref. Figure 2-3-6);
i,.
The cleaning and rinse solution formulation is dependent upon the prevailing ambient
temperature and must be prepared in accordance with Tables 2-3-2, 2-3-3, 2-3-5,2-3-6 and
2-3-7.
INTERNAL WASHES
(1) Depending on the ambient temperature, fill the wash tanks with appropriate mixture
(refer to Tables 2-3-2 and 2-3-5). Alternatively, connect suitable hose to drinking
water tap for ambient temperature above +2"C (+36"F).
Quantity of Mixture
Motoring 10 2.66
Running 15 to 19 4 to 5
Page 2-3-22
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Quantity of Mixture
Motoring 5 1.33
Running 13 to 15 3.5 to 4
Add 150 mi
Witconate and
shake well.
Page 2-3-23
Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(2) Connect compressor air supply, regulated to 30 to 50 psig to wash tanks. In the
eventtap water is used, connect through centrifugal pump if water pressure is
below 30 psig.
(4) Remove front air tube from engine´•to prevent distortion of tube (Ref.
Removal/installation of Electrical Connector).
(5) Connect wash ring or wand to pressurized tanks, or to drinking water tap, as
applicable.
(8) When Ng reaches 5%, inject wash mixture or water into engine, as applicable.
Page 2-3-24
Jun 06/2003
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: It is important to ensure that all solid P3 lines are properly and correctly
fitted before the coupling nuts are tightened. The coupling nuts should be
seated without the use of tools (finger tight) before torquing. The
installation of any pipe brackets should not distort the pipe in any way.
(17) Remove wash wand or ring from inlet screen. Reinstall or close engine cowlings
(Ref. Maintenance Manual).
A. Procedure
(1) Depending on the ambient temperatures, fill the wash tank with appropriate mixture
(Ref. Table 2-3-3). Alternately at temperatures above +2"C (+36"F) use suitable
hose connected to drinking water supply.
(3) Remove most accessible igniter (1, Fig. 2-3-9) and gasket (2) (Ref. Part 3, Section
2, Removal Spark Igniters and Ignition Cables) or glow plug and gasket (Ref. Part
3, Section 2, Removal Glow Plugs and Cables). Discard gasket.
(4) Install compressor turbine wash tube assembly (3, PWC32271) fingertight in igniter
port. Ensure inscribed arrow and "RGB" on tang points towards reduction gearbox
and is parallel with engine center line
Page 2-3-25
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
:o´•´•
i,
i; -X~7 !jP
I’ B´•~
EBi
I (1
L´•~- --er~s
i
VIEW A
C43005
Page 2-3-26
Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Igniter/Glow Plug
2. Gasket
3. Wash Tube Assembly
CAUTION: DELIVERY HOSE SHOULD BE SUPPORTED TO PREVENT DAMAGE
TO WASH TUBE.
(5) Connect pressurized tank or drinking water supply to wash tube assembly.
(7) Carry out dry motoring run (Ref. Part 2, Section 6, Motoring Run).
(8) When Ng reaches 5%, inject water or water/methanol, as applicable, into engine.
(11) Repeat wash cycle (Ref. Table 2-3-8) as necessary to remove contaminants from
compressor turbine and, if water/methanol used, carry out an additional 30 second
dry motoring run. Observe same CAUTION as before.
(12) Disconnect pressurized tank(s) or drinking water supply from wash tube assembly
and remove assembly (3) from igniter port.
(13) Install igniter (1) with new gasket (2) (Ref. Part 3, Section 2, Installation Spark
Igniters and Cables) or glow plug with new gasket (Ref. Part 3, Section 2,
Installation Glow Plugs and Igniters) into igniter port.
(14) Startengine (Ref. Part 2, Section 6, Engine Start). Run engine at 80% Ng for
approximately one minute to completely dry the engine.
Page 2-3-27
Feb 01/2002
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MAINTENANCE’ MANUAL
MANUAL PART NO. 3015442
(1) Depending on the ambient temperature, fill the wash tanks with appropriate
cleaning mixture (Ref. Table 2-3-3 and 2-3-6) and rinse solution (Ref. Tables 2-3-2
and 2-3-5) in separate tanks.
(4) Remove front air tube from engine to prevent distortion of tube (Ref. 3-2-70).
(8) When Ng reaches 5%, inject wash mixture or water into engine.
Page 2-3-28
Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(12) Motor engine. When Ng reaches 5%, inject rinse solution into engine (half quantity
only)
NOTE: It is important to ensure that all solid P3 lines are properly and correctly
fitted before the coupling nuts are tightened. The coupling nuts should be
seated without the use of tools (finger tight) before torquing. The
installation of any pipe brackets should not distort the pipe in any way.
(17) Start engine (Ref. Engine Start), and run at 80% Ng for one
Part 2, Section 6,
minute or more completely dry engine. Check for zero air leaks at reinstalled
to
coupling nuts during drying cycle. Check engine acceleration (Ref. Part 2, Section
6, Acceleration Check/Adjustment).
(1) Depending on the ambient temperature, fill wash tanks with appropriate cleaning
mixture (Ref. Tables 2-3-3 and 2-3-6) and rinse solution (Ref. Tables 2-3-2 and
2-3-5) in separate tanks.
Page 2-3-29
Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(6) Startengine (Ref. Part 2, Section 6, Engine Start, following). Run at 60% Ng
(23,000 rpm) or IDLE if lower.
(7) Inject cleaning solution. Flow of solution will be evidenced by decrease in Tt5 and a
slight change in Ng for the mixture specified for an ambient temperature of +2"C
(+36"F) up. However, flow of solution specified for ambient temperature below +2"C
(+36"F) will be evidenced by a slight increase in Tt5 and a slight change in Ng.
When solution supply is exhausted, Tt5 and Ng will return to prewash values.
(9) On completion of rinse, increase Ng to 80% for one minute to ensure complete
drying.
A. Equipment
A wash cart (Ref. PWC32677-100) is required. Prior to washing, the cart must be
prepared and operated in accordance with the cleaning rig manual.
NOTE: Cleaning should only be initiated on new or recently cleaned nozzles as the
procedure will not clear previous blockages. Clean every 200 hours. Adjust
interval based on condition and experience.
B. Preparation
(a) At ambient temperatures of 2"C (35.5"F) and above, mix by volume: 1 part
Turco 5884 to 4 parts demineralized water.
(b) At ambient temperatures below 2"C (35.5"F) mix a 50% solution of methanol
and demineralized water, then mix 4 parts of water/methanol (by volume) to 1
part Turco 5884.
Page 2-3-30
Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
cnunohl: BEFORE PROCEEDING FURTHER, MAKE SURE THAT AIR HAS BEEN
RELEASED FROM RESERVOIRS.
(2) Fill reservoir with appropriate volume of cleaning solution (Ref. step (1)).
(3) Fill rinse reservoir with appropriate volume of demineralized water or demineralized
water/methanol mixture according to ambient temperature (Ref. step (1)).
(4) Remove both gas generator drain valves from engine (Ref. Part 3, Section 2,
Remove Gas Generator Case Drain Valves). Install suitable drain hoses.
(5) Disconnect fuel inlet line from flow divider and dump valve (Ref. Part 3,
engine
Section 2, Remove Fuel Dump Valve). Cap fuel inlet line and elbow on fuel dump
valve.
(6) Disconnect dump line from fuel dump valve outlet (Ref. Part 3, Section 2, Remove
Fuel Dump Valve).
(7) Connect wash cart fluid delivery hose to valve outlet elbow using adapter
(0.4375-20 UNJF).
(8) Connect rig fluid delivery hose to rig "FUEL NOZZLE" quick disconnect.
C. Cleaning
(1) Let engine cool for a minimum of 40 minutes after engine shutdown before cleaning
fuel nozzles.
(a) Place valves A and B to AGITATE and valve C OFF and agitate detergent
solution for 2 minutes.
(b) Place valves A and B to WASH and valve C to ON and detergent wash for 3
minutes.
(d) Place valves A and B to WASH and valve C to ON and detergent wash for 3
minutes.
(f) Places valves A and B to RINSE and valve C to ON and rinse for 6 minutes.
(g) Places valves A and B to OFF and valve C to AIR DRY and dry for 5 minutes.
Page 2-3-31
Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(h) Places all valves to OFF and reduce both reservoir and pulse pressures to
zero.
D. Post-cleaning
(3) Reconnect dump line (Ref. Part 3, Section 2, Install Fuel Dump Valve).
(4) Remove blanking cap at fuel inlet line and nipple on flow divider and dump valve.
(5) Reconnect fuel inlet line (Ref. Part 3, Section 2, Install Fuel Dump Valve).
(6) Remove drain hose and reinstall gas generator case drain valve (Ref. Part 3,
Section 2, Remove Gas Generator Case Drain Valves).
(7) Perform an engine ground run check for leaks (Ref. Adjustmentl Test).
(8) Clean wash cart, stow fluid delivery hoses, and bleed air pressure from reservoirs.
24. General
A. An external wash with fresh water is recommended when the engine is contaminated
with salt, or corrosive chemicals from agricultural operations. Demineralized water is
not necessary. The engine should never be left for an extended period, such as overnight,
in a contaminated condition.
B. In the event water wash is not found effective, a petroleum solvent (varsol)/water
emulsion may be used to remove oil and grime. Thoroughly rinse with water to remove all
traces of cleaning fluid. Completely dry the engine using clean, dry, compressed air.
C. External cleaning is found to be very effective in tracing the origin of possible external oil
leakage.
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PRA~T WHITNEY CANADA
MAINTENANC~ MA~UAL
MANUAL PART NO. 3015442
1. GENERAL
A. The standard practices outlined in this section are approved by Pratt Whitney Canada.
It is recommended that, when applicable, personnel engaged in the maintenance of
engines make frequent reference to this section.
B. During the removal of tubes or engine parts, look for indications of scoring, burning or
other undesirable conditions. To facilitate reinstallation, tag and mark all parts, clips and
brackets to indicate their location. Route unserviceable parts and units to an overhaul
facility for investigation and possible repair.
C. Extreme care must be taken to prevent dust, dirt, lockwire, nuts, washers or other
foreign matter from entering engine. If at any time such items are dropped, the
the
disassembly or assembly process must stop until the dropped articles are located,
even though this may require a considerable amount of time and labor. Before assembling
or installing any part, ensure that it isthoroughly clean. Suitable caps, plugs and other
sealing devices must be used to protect all openings as soon as they are exposed.
D. Use only a plastic or rawhide hammer when removing or installing engine parts. Cover
critical engine parts or areas, e.g. compressor or turbine disks, with protective material
to safeguard them from scratches, nicks or tool marks.
E. Whenever adhesive tape has been-applied to any part, the tape must be removed and
the part thoroughly cleaned of all tape residue with petroleum solvent (PWC11-027),
prior tobeing subjected to elevated temperatures during engine run. Test results indicate
that all tapes are capable of causing surface attack, and/or reduction in tensile
A. Discard all preformed packings,-packing retainers (back-up rings) and gaskets, and
replace with new parts during assembly. Ensure that correct parts are used by
checking part numbers, alsoconfirm that replacement parts show no signs of damage or
deterioration due to storage. Inspect all parts for burrs or sharp edges that may
damage preformed packings and gaskets during subsequent assembly. Avoid the use of
hardened, sharp-pointed or sharp-edged tools. Where packing retainers are to be
fitted, ensure concave face of retainer faces toward preformed packing.
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MANUAL PART NO. 3015442
A. Procedure
(1) Prior toinstallation, new O-ring type preformed packings should be coated with a
thin film of lubricant to the following specifications:
I (a) Packings used in engine fuel system: Lubricating oil (Refer to SB1001).
(b) Packings used in engine oil system: Lubricating oil (Refer to SB1001).
A. Procedure
(a) Molykote (PWC06-036) lubricant should be used on all loose fit accessory
spline drives, which are external to the engine and have no other means of
lubrication such as starter-generator gearshaft splines. Plastilube No. 3 lubricant
may also be used if Molykote (PWC06-036) is not available.
(c) Penetrating oil may be used to further facilitate disassembly of free turbines and
other hot section parts at disassembly of these components.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
5. LOCKING DEVICES
A. Procedure
NOTE: The terms keywasher, tabwasher and cupwasher are interchangeable, as used
in this manual.
(1) Tabwashers When bending or setting the tabs on these washers (see Figure
2-4-1), do not use sharp-pointed tools. Use of such tools can lead to subsequent
failure of the locking tabs which, on becoming detached, can pass through the engine
causing extensive damage.
(2) Cupwashers
(a) Pre-Assembly:
3 Visually inspect the nut for burrs, nicks or scratches on face which abuts
the cupwasher which could cause the nut to pick up on the washer.
(b) Assembly:
1 The cupwasher must be lubricated on the nut side only, the opposite face
must be clean and dry.
3 With a silver pencil, make an alignment mark on the cupwasher o.d. and
the component immediately adjacent to the cupwasher not greater than
.020 in width.
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MANUAL PART NO. 3015442
C1189B
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MANUAL PART NO. 3015442
5 If the alignment mark has moved by an amount greater than or equal to the
width of the mark, remove and discard the cupwasher.
Z Stake cupwasher, using the proper tool, in the appropriate location for
external or internal type washer.
A. Retaining rings must be installed using approved retaining ring pliers. Internal type rings
must not be compressed beyond the point where ends of the ring would meet. External
type rings must be expanded only enough to allow installation without becoming
bent. After installation, ensure each retaining ring is completely seated in its groove,
without looseness or distortion.
8. LOCKWIRE
A. Lockwire must be the same as that used during the original assembly of the engine; this
wire ispart number MS9226-03, a heat and corrosion-resistant steel wire of 0.025 inch
diameter to Specification AMS5687. Alternative MS9226-02 0.016 inch diameter
wire, having limited application, will be specified as required.
9. LOCKING PROCEDURES
A. Thereare many combinations of lockwiring with certain basic rules common to all.
These rules are as follows:
(1) Lockwire must be tight after installation to prevent failure due to rubbing or
vibration.
(2) Lockwire must be installed in a manner that tends to tighten and keep a part locked
in place, thus counteracting the natural tendency of the part to loosen.
(3) Lockwire must never be overstressed. It will break under vibrations if twisted too
The lockwire should be pulled taut when being twisted, but should have
tightly.
minimum tension (if any) when secured.
(4) Lockwire ends must be bent’toward the engine or part, to avoid sharp or projecting
ends which might present a safety hazard or vibrate in the air stream.
(5) Internal wiring must not cross over, or obstruct, a flow passage when an alternate
method can be used.
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MANUAL PART NO. 3015442
B. Check the units to be lockwired to make sure that they have been correctly torqued and
that the wiring holes are properly positioned in relation to each other. When there are
two or moreunits, it is desirable that the holes in the units be in the same relationship to
each other. Never overtorque or loosen units to obtain proper alignment of the holes.
It should be possible to the wiring holes when the units are torqued within the
align
specified limits. However, if it is impossible to obtain a proper alignment of the holes
without either over or under-torquing, select another unit which will permit proper
alignment within the specified torque limits.
C. To prevent mutilation of the twisted section of wire when using pliers, grasp the wire at
the ends or at a point that will not be twisted. Lockwire must not be nicked, kinked, or
mutilated. Never twist the wire ends off with pliers, and, when cutting off ends, leave at
least three complete turns after the loop, exercising extreme care to prevent the wire
ends from falling into the engine. The strength of the material at lockwire holes is marginal;
therefore, the wire should be cut, not pulled, during removal of wire.
D. For a typical lockwiring procedure, see Figure 2-4-2. Although there are numerous
lockwiring operations performed on the engine, practically all are derived from the
basic examples shown on Figure 2-4-3.
A. Correct engine reassembly procedures require that particular attention be paid to the
material requirements for nuts and bolts used in the hot section of the engine. In those
areas where parts must be of material which is resistant to high operating
temperatures, special heat-resistant alloys are employed. It is imperative that at
reassembly of the engine or its components, the properly identified part (if serviceable)
be reassembled in its original location.
B. Code systems, where used, employ the use of the letter C for corrosion-resistant steel
for normalapplication and H for heat-resistant alloys in hot-section applications. The
stamped or embossed letter will be followed by a number of one or more digits, e.g. C1,
C8, H3 and H12, the digit signifying the material specification. Bolt code identification
usually appears on the top of the head, and nut identification on one side of the hexagon
(see Figure 2-4-4). When the application is -an AN or MS six-digit part number, the
code identification C or H will be preceded by the letter E, e.g. EC3 or EH10.
NOTE: All AN and MS six-digit part numbers, when manufactured of material in the
common temperature range (such as cadmium plated, low-alloy, steel parts),
are also coded E, to indicate, in part, close material quality control.
C. The adoption of this program will make it possible for service activities to avoid the
assembly of parts with similar physical appearance in locations which require high
heat-resistant parts. In this regard it is a requirement at time of disassembly to segregate
all similarly coded parts so that two or more physically similar parts with different code
numbers will not be scrambled. This will ensure that, at subsequent reassembly, the coded
parts are replaced in their proper locations.
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Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
C194C
Lockwire Procedures
Figure 2-4-2
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PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
EXAMPLES 1,2,3 AND 4 APPLY TO ALL TYPES OF BOLTS, FILLISTER HEAD SCREWS, SQUARE HEAD PLUGS, AND OTHER SIMILAR
PARTS WHICH ARE WIRED SO THAT THE LOOSENING TENDENCY OF EITHER PART IS COUNTERACTED BY TIGHTENING OF THE OTHER PART.
THE DIRECTION OF MIIST, FROM THE SECOND TO THE THIRD UNIT, IS COUNTER-CLOCKWISE TO KEEP THE LOOP IN POSITION AGAINST
THE HEAD OF THE BOLT. THE WIRE ENTERING THE HOLE IN THE THIRD UNIT WILL BE THE LOWER WIRE AND BY MAKING A
COUNTER-CLOCKWISE TWIST AFTER IT LEAVES THE HOLE, THE LOOP WILL BE SECURED IN PLACE AROUND THE HEAD OF THAT BOLT.
X ~R
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 SHOWS THE METHOD EXAMPLE 10 SHOWS HOLLOW EXAMPLE 11 SHOWS CORRECT
FOR WIRING BOLTS IN DIFFERENT HEAD PLUGS WIRED WITH THE APPLICATION OF SINGLE WIRE
PLANES. NOTE THAT WIRE SHOULD TAB BENT INSIDE THE HOLE TO CLOSELY SPACED MULTIPLE
ALWAYS BE APPLIED SO THAT TO AVOID SNAGS AND POSSIBLE GROUP.
TENSION IS IN THE TIGHTENING INJURY TO PERSONNEL WORKING
DIRECTION. ON THE ENGINE.
C195 1
Lockwiring Examples
Figure 2-4-3 (Sheet 1 of 3)
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
~a-o
EXAMPLE1Z EXAMPLE13
EXAMPLES 12 AND 13 SHOW METHODS FOR ATTACHING LEAD SEAL TO PROTECT CRITICAL ADJUSTMENTS.
EXAMPLE 14 SHOWS BOLT WIRED TO EXAMPLE 15 SHOWS CORRECT METHOD EXAMPLE 16 SHOWS CORRECT METHOD
A RIGHT ANGLE BRACKET WITH THE FOR WIRING ADJUSTABLE CONNECTING FOR WIRING THE COUPLING NUT ON
WIRE WRAPPED AROUND THE BRACKET. ROD. FLEXIBLE LINE TO THE STRAIGHT
CONNECTOR BRAZED ON RIGID TUBE.
FITnNGS INCORPORATING WIRE LUGS SHALL BE WIRED AS SHOWN SMALL SIZE COUPLING NUTS SHALL
IN EXAMPLES 17 AND 18. WHERE NO LOCKWIRE LUG IS PROVIDED, BE WIRED BY WRAPPING THE WIRE
WIRE SHOULD BE APPLIED AS SHOWN IN EXAMPLES 19 AND 20 AROUND THE NUT AND INSERTING
WITH CAUTION BEING EXERTED TO ENSURE THAT WIRE IS WRAPPED IT THROUGH THE HOLES AS SHOWN.
TIGHTLY AROUND THE FITTING.
C195 2
Lockwiring Examples
Figure 2-4-3 (Sheet 2)
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
EXAMPLE 22 EXAMPLE 23
EXAMPLE 24
EXAMPLE 25
STRAIGHT CONNECTOR
(BULKHEAD PIPE)
EXAMPLE 26
EXAMPLE 27 EXAMPLE 28
EXAMPLES 26, 27 AND 28 SHOW THE VARIOUS STANDARD FITTINGS WITH CHECK NUT
WIRED SO THAT IT NEED NOT BE DISTURBED WHEN REMOVING THE COUPLING NUT.
C195 3
Lockwiring Examples
Figure 2-4-3 (Sheet 3)
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MANUAL PART NO. 3015442
C196
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MANUAL PART NO. 3015442
D. At engine manufacture it is the practice to use bolts with reduced pitch diameter in the
hot section of the engine, to minimize the possibility of bolt and nut seizure. This
practice is standard with regard to all applications where the parts are subjected to
elevated temperatures. To identify reduced PD bolts, check for a 120 degree depression
in the threaded end of the bolt. This identifying mark must not be confused with a
grinding center which is common with ground thread bolts. (See Figure 2-4-5)
11. GENERAL
A. Should particles of metal be found in the fuel and/or oil strainers, they could be deposits
of steel, tin, aluminum, magnesium, silver, titanium, bronze or cadmium. In some
instances, the type of metal may be determined by the color and hardness of the pieces.
However, when the particles cannot be positively identified by visual inspection, and
knowledge of the exact character of the metal deposits is desired as an aid to
troubleshooting, a few simple tests will determine the kind of metal present. To identify
unknown metal deposits, refer to Paragraphs 12. and 13. following.
12. PRE-REQUISITES
A. Equipment Required
(5) Two ounces of aqueous (water) solution containing 10% ammonium nitrate
(NH,NO,).
(6) Two ounces each of 50% by volume of hydrochloric acid (PWC05-004)(HC1) and
concentrated nitric acid (PWC05-195)(HNO,).
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
120~
0.109
0.079
STANDARD BOLT
C197B
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Procedure
(1) The following test procedures are recommended for determining the character of
unknown metal particles:
(a) Magnesium A simple test for these particles is burning. Magnesium will burn
with a bright white flash.
(b) Steel Particles can be isolated by means of the permanent magnet. Steel or
iron is attracted by the magnet.
NOTE: Certain non-corrosive and stainless steels used in this engine are
non-magnetic. Should steel colored particles, when checked with a
magnet, prove to be non-magnetic, continue with the remaining tests.
If the particles remain unidentified after all tests, it should be
assumed that they are non-magnetic steel.
(d) Tin These particles can be distinguished by their low melting point. With a
clean soldering iron, heated to 260"C (500"F), and tinned with 50-50 solder
(50% tin 50% lead), a tin particle dropped on the iron will melt and fuse with
the solder.
(f) Aluminum Paint Make a sodium hydroxide solution by adding one pellet of
sodium hydroxide to three cubic centimeters of water on a watch glass. Drop
in thesuspected particles. Aluminum silicone paint will react mildly, forming gas
bubbles and some visible gas, as the particles change to sodium aluminate.
Aluminum chips will react much more actively with many more visible bubbles
forming. Silver will not react.
(g) Silver When a silver particle is placed in nitric acid, it reacts rather slowly,
producing a whitish silver nitrate fog in the acid.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(h) Titanium The following procedure should be used for identification of titanium
particles:
4 Add two to three drops of 1:1 sulfuric acid (i.e. one part concentrated acid
to one part water).
Z Add two to three drops of concentrated phosphoric acid, and stir gently to
discharge any yellow color due to possible presence of iron. Any remaining
light yellow to orange coloration indicates presence of titanium.
(i) Bronze When a bronze oi copper particle is placed in nitric acid, a bright
green cloud is produced.
MARKING OF PARTS
14. GENERAL
A. When it is necessary to mark an engine part, weldment, or assembly, only the following
applicable Pratt Whitney Canada approved marking methods shall be used.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Procedure
(1) Permanent methods of marking, in which the marking is legible during the entire
service life of the part, are described as follows:
equivalent.
16. PROCEDURE
A. Definition
NOTE: In the event that unqualified marking material is used, the mark must be
an
removed in order to preclude any possible reduction in fatigue
thoroughly
strength. The method of removal will be dictated by the material used and the
particular part so marked.
(1) For temporary marking of the cold areas of the engine only, the following materials
are used:
(b) Dykem Ink KX425 (Black) and KXX 122 (White) (PWC05-046C).
Page 2-4-16
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(1) For temporary marking of both the hot section and the cold areas of the engine, the
following materials may be used:
(d) Brushpen No. 57(PWC05-048) and Tex-Rite instant dry ink: 400-1 (Black),
400-2 (Red) and 400-7 (Purple).
manner and adjacent to, or in a location similar to, that of the original markings.
A. All markings should be applied so as to ensure maximum legibility and durability of the
mark produced without affecting the function or serviceability of the part. Permanent
markings should not extend into any radius, chamfer, sharp edge or fillet adjoining the
surface designated to be marked. Unless otherwise specified, marking characters should
be 0.060 to 0.160 inch in height. In special cases, when the marking area is limited by
size or configuration, characters not less than 0.016 inch and not more than 0.025 inch in
height will be permitted.
WELDING
19. GENERAL
NOTE: The following procedures apply to components that are dispositioned for repair by
welding and are removed from the engine. Weld repair of components still installed
on an engine is not permitted.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. An inert gas fusion welding process must be used when repairing cracks in engine
parts. Argon or helium gas may be used in inert gas welding; however, argon is
recommended because its greater density reduces its rate of diffusion with the
atmosphere.
B. Inert gas welding is a gas welding process which uses inert gas to protect the weld
are
area from the surrounding atmosphere. The heat necessary for welding is provided by a
very intense electric are which is struck between a non-consumable thoriated tungsten
(tungsten and thorium alloy) electrode and the metal parts. On repairs where a filler
material is required, a welding rod is fed into the weld area and melted with the base
metal in the same manner as in conventional gas welding.
C. The inert gas welding process requires availability of the following equipment:
(1) An A.C. D.C. are welder with high frequency controls.
(2) A Linde HW-10 torch or equivalent with circulating water equipment, and ceramic
cups of suitable size.
A. Surfaces to be welded must be free from objectionable protective coatings, dirt, grease,
oil, and other foreign matter, and as free as praticable from oxides. Wire brushes and
abrasives may be used to remove protective coatings and oxides, except that the final step
in removing oxides from aluminum and aluminum alloys preferably should consist of
chemical treatment taking place as close as practical to the time of welding. Wire brushes,
if used for cleaning corrosion-resistant alloys, must have bristles of austenitic
corrosion-resistant steel. No undesirable deposit or residue must remain on surface to
be welded after cleaning operations.
A. Procedure
(1) Connect one argon gas flowmeter to torch. Install other flowmeter, if necessary,
behind crack as a backup when ready to weld.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: A plain tungsten electrode may be used, but a needle point must be
maintained on the electrode for more positive starting of the are. Where
practical, the electrode must be kept clean of material pickup.
(5) When high frequency controls are used, it is not necessary to strike an are. Hold
torch vertically to work so that the shielding gas (argon) will form a protective
envelope around weld. It is preferable to have area to be welded in a horizontal
(flat) position.
(6) Where high frequency controls are not available, strike are and hold tip of electrode
approximately 1/8 to 1/4 inch above surface to be welded until a puddle is formed.
Add welding rod and proceed as in standard gas welding.
NOTE: Test welds using similar material of the same thickness and joint design
should be made to determine the proper gas pressures and are welder
settings required.
B. Because a high percentage of steel parts used on the engine are fabricated from 12
percent chromium corrosion-resistant steels, which are characterized by their
susceptibility to air hardening, field repair of cracks by fusion welding is a special
problem. The high temperatures at which fusion weld repairs are made and the
subsequent air cooling of the part, or parts, from these temperatures usually result in an
repairs have been made have a tendency to crack because the steel structure becomes
unstable, brittle and highly stressed. The structure of the material can be improved by
reheating the parts and controlling the cooling rate.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
2,. LOCALSTRESSREUEF
A. Components which are not highly stressed may be repaired by fusion welding. It is
possible partially to restore the original properties of such welded components
through the use of local heat treatment. The localized heat may be applied by the
neutral flame of an oxyacetylene torch. Extend the stress relief one inch minimum beyond
the welded area. After the desired heat has been applied to the component for the
proper length of time, reduce temperature gradually.
A. Inspect the weld for quality, uniformity, undercutting, cracking and flux removal. Welds
must blend into the adjacent metal in gradual, smooth curves. Welds must be sound,
clean, free from foreign material, and from internal and external defects that would
adversely affect the strength of the weld.
25. GENERAL
A. Damage to engine parts may result from improper ´•clearance, lack of lubrication,
undesired movement.of parts which are bolted or pressed together, uneven load
distribution, heat, shock, extension of minor scratches, tool marks, grinding cracks,
nicks, etc. Damage to engine parts may also result from the presence of foreign matter
such as grit, chips, moisture, chemicals, etc., or from improper technique during
assembly or disassembly.
C. Inspect parts for alignment, distortion, foreign matter, looseness, out-of-roundness, sharp
edges, scratches, taper, warping and wear. In addition, check the following:
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Feb 01/2002
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MANUAL PART NO. 3015442
(4) Mounting pads and seating surfaces for smoothness and flatness.
(6) Studs, dowels, and similar protruding parts for alignment and projection length.
sure that the contacting surfaces of the micrometer are clean, and that the contacting
surfaces of the parts to be measured are clean and free from burrs. When using a depth
micrometer, be sure to hold the anvil tightly ana squarely against the contacting
surfaces.
C. If a dial indicator is used, make sure that the indicator support is anchored firmly and
that any swivel connections are tightened securely.
D. When taking a measurement with a feeler gage, the final size of the feeler must be a
ELBOW FITTINGS
27. REMOVAL
A. Procedure
(3) Remove preformed packing, packing retainer (back-up-ring), and jam nut from
elbow fitting.
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MANUAL PART NO. 3015442
28. INSTALLATION
(1) Lubricate preformed packing and packing retainer (back-up ring), and threads
new
of elbow fitting, with a light film of fluid to be used in system. If a dry assembly is
required, use the lubricant/compound specified in assembly instructions.
(2) Screw jam nut (2) on double-threaded end of elbow fitting (1), with counterbored
face of nut outward. Turn nut on fitting until clear of non-threaded annulus.
(3) Assemble packing retainer (3) on elbow fitting (1) and press into counterbore of jam
nut: (2).
(4) Assemble preformed packing (4) on elbow fitting (1) and press into non-threaded
annulus.
(5) Turn jam nut (2) outward until face of packing retainer (3) contacts preformed
packing (4). Continue turning jam nut until preformed packing is pushed firmly
against first thread on outer portion of elbow fitting.
(6) Install elbow fitting into boss on engine or accessory unit, allowing jam nut to rotate
with fitting, until preformed packing contacts face of boss. This point will be
recognized by increase in torque required to turn elbow fitting.
(7) With elbow fitting in this position, hold jam nut stationary and turn fitting into boss a
further 1-1/2 turns. If necessary, the elbow fitting may be turned into boss a
maximum of one more complete turn to facilitate alignment to required angular
position.
NOTE: If elbow fitting tightens in jam nut before completing initial 1-112 turns, or
during final alignment, jam nut may be allowed to turn with fitting.
(8) When elbow fitting is aligned in required position, tighten jam nut and torque to
value specified in assembly instructions for engine or accessory unit.
NOTE: Metal to metal contact between jam nut and boss must be obtained
without exceeding maximum recommended torque and there must be no
extrusion of preformed packing and/or packing retainer.
NOTE: Refer to specific sections in Part 3 of this manual for assembly instructions.
(1) When installing fluid or pneumatic lines, whether solid tubes or flexible hoses,
ensure lines engage onto respective coupling adapters without tension or load.
(2) Alignment must be obtained by adjusting the position of the adapters. Refer to
paragraph 28. preceding, for instructions pertaining to the installation of adapters.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TOUCH-UP SOLUTION
WARNING: REFER TO THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE
THESE MATERIALS FOR INFORMATION SUCH AS HAZARDOUS
INGREDIENTS, PHYSICAUCHEMICAL CHARACTERISTICS, FIRE,
EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR
SAFE HANDLING, USE AND CONTROL MEASURES. SOME OF THESE
MATERIALS CAN BE DANGEROUS. YOU CAN GET THE DATA SHEETS
FROM THE MANUFACTURERS OR THE SUPPLIERS OF THESE MATERIALS.
(1) Fill a suitable container with tap water to no more than ’/2 of the volume of the
solution required.
(2) Slowly and carefully add the required amount of sodium dichromate. Stir to dissolve
the sodium dichromate.
(3) Slowly and carefully add the required amount of nitric acid. Stir to mix the solution.
(4) Fill the remainder of the container with tap water to the specified volume required.
i
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
ilJ~
4) t-’-~S (4
C3146A
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Feb 01/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Elbow Fitting
2. Jam Nut
3. Packing Retainer
4. Preformed Packing
Page 2-4-25/26
Feb 01/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
A. Torques specified in the text of this manual are standard values for the size and thread
configuration of the item concerned (nut, bolt, screw, etc.). Reference to an item in Fits
Clearances indicates a specific torque value, and may also give special instructions
not normally covered by standard practices. All torque limits have been established with
the understanding temperature prevails. If the parts involved are hot,
that normal
sufficient time should be allowed for the temperature of the parts to reach that of the
surrounding area before tightening operation is attempted. Except where otherwise
specified, torque values in this manual are based on the use of parts to which a thread
lubricant, such as engine oil or equivalent, has been applied.
B. All tightening must be accomplished slowly and evenly for consistency and best possible
accuracy.
Example:
A torque of 1440 Ib.in. is desired on a part, using special extension having a length
of three inches from center to center of its holes, and a torque wrench measuring
15 inches from center of handle or handle swivel pin to center of its square adapter.
Then:
LT 15X1440
R 12001b.in.
L 5 15 3
Page 2-5-1
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PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442´•
(2) With the axis of the extension or adapter and the torque wrench in a straight line,
tightening to a wrench reading of 1200 Ib.in. will provide the desired torque of
1440 Ib.in. on the part.
A. Bolts and nuts on flanges with metal tubular gaskets must be initially torqued to the
required limits and then retorqued until the recommended torque remains constant.
4. SELF-LOCKING NUTS
A. Procedure
(1) For each item, note the torque necessary to turn the nut on the bolt before seating
the nut.
(2) Add this torque to the value given in the text for the application. Use this new value
as the total applied torque.
5. CASTELLATED NUTS
A. When tightening a castellated nut, alignment of the slot must be obtained without
exceeding the maximum torque. If this is not possible, replace the nut. After tightening the
nut to the recommended torque, it must not be loosened to permit insertion of lockwire
or a cotterpin. If the slot in the nut or the lockwire hole in the bolt or screw is not properly
aligned at the minimum torque limit, the nut, screw, or bolt should be further tightened
to the next aligning position, but the maximum torque limit must not be exceeded. If
alignment cannot be accomplished without exceeding the maximum limit, back off the
nut, screw, or bolt one-half turn and retorque.
A. Effective locking of slotted, steel locknuts on bolts or studs requires full engagement of
all locknut threads. The chamfered part of the locknut ID does not exert force on the bolt
or stud; therefore, it is not necessary that the bolt or stud be flush with, or protrude
A. When the torque required to drive a stud to the correct protrusion does not provide the
minimum value, or exceeds the maximum value of protrusion, another stud must be
selected.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
-I- L
E
C192A
Page 2-5-314
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
SECTION 6 -TESTING
INTRODUCTION
1. GENERAL
A. The operating procedures contained in this section are based solely on items supplied
by Pratt Whitney Canada; no attempt has been made to cover airframe supplied
items for the many possible variations in installation. The powerplant section of the
airframe manufacturer’s manual must be referred to for ground running, trim adjustments
and performance checks. Before making any control adjustment/check, engine should
be run for ten minutes minimum and all parameters stabilized.
The turbine engine characteristic of repeatedly producing its output at, or very close to,
charted gas generator parameter values, provides the basis for the engine trend
monitoring system. Thus, under known conditions of pressure altitude (PA) and indicated
outside air temperature (IOAT), the gas generator parameter values of interturbine
temperature (Tt5), compressor speed (Ng) and fuel flow (Wf) for particular propeller shaft
speeds (Np) and torques are predictable within reasonable limits.
C. New e~gines operate within a tolerance band either above or below charted parameter
values, and tend to deviate more with time and deterioration of gas path components.
D. Abrupt, or gradual changes of normal deviations from charted parameter values indicate
critical changes in gas path component conditions, and as such changes are detectable
before any drastic failure occurs.
E. The system should be introduced when engines are new or newly overhauled. This
enables establishing a base performance line before any deterioration takes place in
the engine. For complete details, refer to P&WC Publication "Aircraft Gas Turbine
Operation Information Letter No. 16 (AGTOIL #16)".
3. SYMBOLS
A. Symbols have been designated for the working variables used in connection with engine
testing. The symbols, referenced to the various stations within the engine, and their
meanings are as follows:
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PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
4. GENERAL
5. AIR INTAKE
A. The compressor inlet case design is such that the air intake velocity is very low.
Nevertheless, the immediate area of the engine inlet should be free of loose objects, sand,
grit, rags and spilled fluids which could enter through the compressor inlet screen and
contaminate or damage the compressor blades.
6. PROPELLER WINDMILLING
A. Propeller must be restrained from windmilling when aircraft is not in use. Windmilling,
with zero oil pressure, can cause power section deterioration.
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WIAINTENANCE MANUAL
MANUAL PART NO. 3015442
3 FT.
I 71" (160"F) 18
:AREA´•ATTAKETOFF:
BLIAS~T):
50 \:::::::::::::::::::I:::::::::::::::::::I 79.50 (175"F) 15
"C
150 _
232" (450"F) 5
250
427" (800"F)
--~--1-
655 593"(1100"F) 0
C231B
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MANUAL PART NO. 3015442
7. ENGINE EXHAUST
A. At takeoff power settings the propeller may pick up and throw loose dirt, gravel, and
other debris over a considerable distance. Precautionary measures must be taken
during the ground running of turbine engines to avoid injury to personnel and damage to
property or other aircraft. Occasionally during the starting of a turbine engine, excess
fuel accumulates in the exhaust ducting and when ignited causes long flames to be blown
from the exhaust nozzles. Personnel must ensure that the runup area is clear of
inflammable materials and ground equipment.
8. EXHAUST GASES
A. The carbon monoxide content of exhaust gases is relatively low but other gases are
present which have a disagreeable odor and are irritating. Exposure normally results
in watering of the eyes, accompanied by a burning sensation. Less noticeable but equally
hazardous, is the possibility of respiratory irritation. For both these reasons, exposure
should be avoided wherever possible, particularly in confined spaces.
9. COOL-DOWN
A. After engine operation, allow sufficient coo-ldown time before inspecting or working on
the exhaust duct.
A. Alljet fuels and lubricating oils have an injurious effect on the skin. Precautions must be
taken to avoid contact as much as possible.
TEST INFORMATION
11. GENERAL
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PRECIPITATION
A. Performance and trim checks should not be attempted during moderate to heavy
precipitation or fog. Water entering the engine inlet changes the power output of the
engine, the change being proportional to the amount of water ingested. Any form of
moisture in the air causes the engine to ingest water. This includes occasions when water
or snow is blown into the air inlet by the propeller or sucked in by the compressor.
Freezing rain or slushy snow has exactly the same effect on power output as water
ingestion and in addition, may cling to inlet ducts or the inlet screen and upset the flow
of air to the engine. If the engine must be performance checked or trimmed during
adverse conditions, the inertial separation system (if fitted) should be selected and the
applicable airframe power loss taken into consideration.
13. FUEL
A. It is recommended that all trims be made using the same fuel as that used in service.
14. INSTRUMENTS
A. Due to the fact that even the best instrumentation available can vary with use, it is
recommended that instrumentation used in trimming engines be calibrated every 30
days, or as dictated by experience. Instrument accuracy should be within the following
limits:
A. The limits shown in Tables 2-6-1 and 2-6-2 are provided as a guide and are based on
Page 2-6-5
Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE 2-6-1, Engine Operating Limits (PT6A-20, -20A and -20B) (Cont’d)
19500 1 I I 1 40 210
Idle I I I 1 685 (6) 500 52 1 I I Min. "F)
1090 1 I I I I I 1 -40
Starting I I I 1 (5)(8) 925 1 I I I I I Min.
0 to
99 "C
(32 to
1500 850 38500 2410 210
Acceleration (5) 48.5 (5) (5) 102.6 (5) 110 "F)
0 to
99 "C
500 1 I I I I I I 1 1(32 to
Max. 21"C 1315 1 I I I 1 12090 95 210
Reverse (70"F) (7) 42.5 750 38100 1101.51 1960 89 65 to 85 "F)
NOTE: 1.All limits are based on sea level and ambient temperatures as specified.
NOTE: 2. Accessory drive seal leakage should not exceed 3 c.c. per hour.
NOTE: 7. If minimum torque is used, Np must be set so as not to exceed power limitations. Reverse
NOTE: 8. Starting temperatures above 925"C (1700"F) should be investigated for cause.
NOTE: 9. For increased oil service life, an oil temperature between 74" and 80"C (+165" and +176"F) is
recommended. A minimum oil temperature of +55"C (130"F) is recommended for fuel heater
operation at Takeoff power.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
0 to
99 "C
(32 to
1500 994 38500 2420 210
Acceleration (5) 48.5 (5) (5) 102.6 (5) 110 "F)
0 to
99 "C
500 1 I I I I I 1 (32 to
Max. 21"C 1315 1 I I I 1 12090 95 210
Reverse (70"F) (7) 42.5 994 38100 1101.51 1960 89 65 to 85 "F)
NOTE: 1.All limits are based on sea level and ambient temperatures as specified.
NOTE: 2. Accessory drive seal leakage should not exceed 3 c.c. per hour.
NOTE: 7. If minimum torque is used, Np must be set so as not to exceed power limitations. Reverse
power operation is limited to one minute.
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MANUAL PART NO. 3015442
NOTE: 9. For increased oil service life, an oil temperature between 74" and 80"C (+165" and +176"F) is
recommended. A minimum oil temperature of +55"C (130"F) is recommended for fuel heater
operation at Takeoff power.
NOTE: An inadvertent cut-off and relight happens when the operator moves the fuel
condition lever from Low Idle to Cut-off and immediately back to Low Idle. This
may result in a short-term sub-idle overtemperature.
A. For operators WITH an engine monitor and have obtained a detailed recording of
the overtemperature event: Refer to Chap. 71-00-00, ADJUSTMENTTTEST, Inadvertent
Cut-off and Relight During Taxi figure.
B. For operators WITHOUT an engine monitor: Return the compressor turbine blade and
diskassembly to an overhaul shop facility for stretch check, fluorescent penetrant
inspection and a metallurgical analysis (cut-up) of two blades.
C. For inadvertent cut-off and relight during taxi, see Figure 2-6-2.
..61serugiF
see
I C.
2-6-3 and 2-6-4.
If an engine was subject to an inadvertent cut-off and relight during taxi, refer to Para.
NOTE:
INTERTURBINE TEMPERATURES SHOWN MAKE NO ALLOWANCE
FOR INSTRUMENT ERRORS. BUT DO ALLOW FOR SOME TYPICAL
INSTRUMENT LAG.
Tt4
1040 1090
00
980 1035
22 Y~ ARE
925 980
AREA A
870 925
L
0 5 10 15 20 25 30
TIME SECONDS
C94573
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
ACTION
1045 790
AREA C]
1040 780
AREA BJ
1025 770
1015 765
1AREA Aj
995 750
1´•´•~
NO ACTION REQUIRED
02 10 20 30 40 50 60 70 80 90
TIME- SECONDS
C763F
Page 2-6-10
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
AREA A NOACTIONREQUIRED
1040 1090
ow
g
w
980 1035 NOTE
TEMPERATURES SHOWN MAKE
NO ALLOWAMCE FOR
Y IARI Y~a INSTRUMENT ERRORS
a
P4
nREnC~
925 960
j AREA A
870 925
12 10 15 20 30
TIME- SECONDS
C764F
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Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
48.5
Uj ~I
NO ACTION REQUIRED
02 10 20 30 40 50 60
SECONDS
0 1 2 3 4 5 6
TIME- MINUTES
C765B
Page 2-6-12
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(1) Where engines are cold soaked at temperatures below -18"C (O"F), it is
frequently
recommended that 5 centistoke oil be used in place of 7.5 centistoke oil.
(2) When engines are cold soaked at temperatures below -29"C (-20"F) preheat should
be applied evenly over accessory gearbox and reduction gearbox areas. Start
engine with propeller lever in full increase position (fine pitch) to ensure oil flow to
front annulus of propeller shaft transfer sleeve.
As fuel temperature decreases, water is thrown out of solution in the form of minute
droplets. When the temperature is low enough, these droplets will freeze, forming tiny
needle-shaped ice crystals. These crystals may collect on the filter surface, impeding fuel
flow and, in extreme cases, cause clogging. Should this condition occur, it will be
indicated by a drop in, or loss of fuel pressure to the engine. The only remedy is to apply
heat to the engine and fuel system components.
C. Under these conditions, it is most important that all sumps, strainers and filters be
thoroughly inspected on all preflight checks. As long as fuel flows freely from the drains in
the tanks and strainers, it can be assumed that the system is free of ice. Any indication
that the flow is restricted is cause for the application of heat. If water has collected
in the sumps and/or strainers and frozen there (indicated by a lack of flow from the drain)
warm air must be applied liberally and the drain opened frequently. Collect all drainage
in a clean container and inspect for the presence of water globules in the fuel.
Page 2-6-13
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MANUAL PART NO. 3015442
D. A similar condition may exist in the lubrication system, with the water coming from
condensation of air in the tank or engine case area. When a hot engine is shut down under
low ambient temperature conditions and allowed to stand for a period of time in the
open, the chances of ice in the fuel and lubrication systems are much more prevalent.
Extra precautions should be taken to prevent formation of ice, and systems should be
checked for the presence of any ice during preflight inspections.
A. Normal starting procedures are used in hot weather. However, it should be noted that
with ambient temperature in excess of 21"C (70"F) the applicable power check curve
must be consulted to prevent engine overtemperatures.
GROUND TESTING
22. GENERAL
(1) Ground testing is intended to give an engine a thorough test for mechanical
soundness and for correct indications of operating parameters. To avoid repeating the
instructions, the following checks are based on reversing engines which utilize
the fuel cut-off lever as a means of controlling starting and shutdown. On
non-reversing engines this is accomplished by the initial movement of the power
control lever to the IDLE detent. In cases of conflict between the instructions in this
manual and those in the applicable aircraft manual, the latter will apply. To
eliminate unnecessary ground running, ground testing is divided into ground test
procedures or checks, as follows:
NOTE: Although procedures for ground testing are described herein, the
appropriate airframe manufacturer’s manual must be consulted for
detailed procedures, curves or tables required to carry out the tests.
Page 2-6-14
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Procedure
(1) Thoroughly inspect engine inlet and ensure that it is clear of loose nuts, bolts, tools,
and other objects which could cause engine damage and possible subsequent
engine failure.
(2) Inspect run-up area in vicinity of engine inlet and exhaust, and remove any loose
objects which might possibly be ingested by the engine or be blown rearward by
the velocity of exhaust gases and propeller blast.
(4) Check for signs of oil in exhaust duct, and for evidence of oil leaking into intake.
A. Procedure
(6) Fuel boost pump ON (engine fuel inlet pressure 5 psig minimum).
(8) As the gas generator speed passes through or has stabilized above the minimum
light off speed, advance fuel cut-off lever to OPEN.
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Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(9) Ensure engine accelerates normally to idle rpm and oil pressure is not less than 40
psig.
NOTE: Successful ignition normally takes place approximately ten seconds after
moving fuel cut-off lever to OPEN and is indicated by a rise in TIT or ITT.
(10) Release engine starter and ignitions switches when gas generator has reached idle
rpm.
A. Procedure
(1) An unsatisfactory start will occur if one or more of the following conditions take
place:
(a) Hot Start Turbine temperature exceeds starting temperature limit. If greater
than normal fuel flow is observed when fuel cut-off lever is moved to OPEN, a
hot start may be anticipated and operator should be prepared to abort start
before starting temperature limits are exceeded. Hot starts may also be caused
by False or Hung Start.
(b) False or Hung Start After lightup has occurred, rpm remains at lower than Idle
rpm.
(c) No Start Engine does not light up within 10 seconds of moving fuel cut-off
lever to OPEN, if turbine temperature gage does not indicate a rise in
temperature, or if there is no increase in rpm, place fuel cut-off lever to OFF.
A. General
Following an unsatisfactory start, clear engine of trapped fuel or vapors with a motoring
run.
B. Procedure
Page 2-6-16
Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(5) Fuel boost pump switch ON (to provide lubrication for engine driven fuel pumping
elements)
(12) Allow the required cooling period for the starter before any further starter operation.
A. Procedure
(1) Fuel control units calibrated during bench test to provide maximum power and
are
temperature rating on an 18"C (65"F) day. If engine inlet temperature is other than
18"C (65"F), it is impossible to set the maximum gas generator speed without
exceeding either temperature or torque limits. To overcome this, a movable spacer
is placed between the gas generator maximum speed (Ng) stop and the lever
anvil. This spacer is called the part power trim stop and represents a constant Ng
speed decrement. Permanently attached to the gas generator maximum speed stop,
the part power trim stop may be removed from its stowed position as follows:
(a) Loosen screw holding part power trim stop to gas generator maximum speed
stop.
(b) Position part power trim stop between power lever anvil and maximum gas
generator speed stop.
(c) Prior totrimming, run engine for approximately two minutes to obtain normal
operating temperatures.
Page 2-6-17
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(1) With power lever and propeller control lever full forward, adjust maximum gas
generator control to obtain 97.1% gas generator (Ng) speed. One complete turn
of gas generator speed control changes gas generator speed by approximately one
I percent. At completion, proceed as follows: (See Figure 2-6-7).
(b) Stow and safety wire part power trim stop (9).
A. Data plate trim speed is gas generator speed (Ng) obtained with engine running at
reference power on a standard day 15"C (59"F). This value is determined from final
acceptance test, and each engine has its individual value stamped on trim speed data
plate in rpm and as a percentage of maximum gas generator speed at a reference power
of 476 shp/DELRTH.
29. CHECK NO. 4 ENGINE PERFORMANCE AND DATA PLATE TRIM SPEED
A. General
I (1) Engine performance and data plate trim speed check curve enables engine
performance to be checked over a wide range of ambient temperatures without
overtorque or overtemperature of the engine.
(2) Periodic engine performance checks should be carried out and changes in engine
performance noted. All forms of engine deterioration are accompanied by an
increase in turbine temperature and fuel flow at a given power. Compressor
deterioration is, in most cases, due to dirt deposits and causes an increase in gas
generator speed at a given power setting. This form of deterioration can be
remedied by field cleaning (refer to Cleaning). Hot section deterioration results in
decreased gas generator speed at a given power setting. Determine engine
performance check parameters as follows:
(c) Obtain reference rpm from engine trim speed data plate.
(d) From engine performance check curve, obtain fuel flow, torquemeter pressure,
gas generator/data plate trim speed and turbine temperature for ambient
conditions. Record these values.
NOTE: This check should be carried out without bleed air or power extraction for
operation of aircraft auxiliaries.
Page 2-6-18
Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(5) Advance power control lever to previously recorded torque setting with the
applicable propeller shaft speed (Np) or output shaft speed (Ns).
(6) Compare observed fuel flow, gas generator speed and turbine temperature with
values
previously recorded.
(7) Ensure that values observed during engine performance and data plate trim speed
check are within the following limits:
(b) rt 0.02 gas generator speed data plate trim speed ratio. (Ratio observed gas
generator speed t data plate trim speed.)
(c) 30"C turbine temperature. If temperature is more than 30"C below chart
temperature, check instrumentation.
NOTE: The above limits cover normal engine deterioration but deviations
should not necessarily be cause for engine rejection until all possible
troubleshooting has been completed (refer to Troubleshooting,
following). Renewal or rework of hot section parts during hot section
inspection can affect parameters, particularly gas generator speed ratio.
Any increase in speed should be noted and recorded for future
reference. The importance of monitoring the performance trend of an
engine throughout its history cannot be overemphasized.
(8) Carry out an engine shut-down check. (Refer to Paragraph 32., Check No. 6
Engine Shut Down, following.)
A. Procedure
(1) Start engine and operate at IDLE for five minutes to allow stabilization of temperature.
(3) Rapidly (less than 1.0 second) move power control lever to maximum.
Page 2-6-19
Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
CAUTION
UNINSTALLED NO LOSS CONDITIONS. UNDER NO
CIRCUMSTANCES MUST S.O.I. LIMITS BE EXCEEDED.
~0O
34
~00
32
´•tf w
30 rr
700 ~i
C-
28
650 ;d:
26 Ilnli M I 11rrr\l
i
"in I I i I I Ii i I I I i i I I I I I 11 11111 1 1111111 1 I I I I 1 111111’11’11:Tr 1 i I I i I I i I I i I I I
Page 2-6-20
Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
~TORQUE ~L!M!T
1 FOR 2000 RPM (Np)
OUTPUT SPEED
2 1700 RPM (Ng) PART
POWER TRIM STOP
3 STATIC CONDITIONS
4 MAXIMUM OBSERVED
40
Ng=36400 (97.1%)
5 TORQUE LB-FT 30.87< PSI
~PC:
vi
p:
w
38
~3C:
36
O
~49
34
~PO’
32 ;PO~
1000
k
950
28
900
mY
26
CAUTION
UNINSTALLED NO LOSS CONDITIONS. UNDER NO #FFFFFFFFFFFFfF##rFC 850
CIRCUMSTANCES MUST S.O.I. LIMITS BE EXCEEDED.
Page 2-6-21
Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
2
3
4 )(5
i~ I
C ,´•I
io
9)(8
7)(6
’r
C2358
Page 2-6-22
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MANUAL PART NO. 3015442
(5) Immediately Ng passes through 97.5%, retard power control lever to IDLE.
(6) Acceleration time must fall within the range specified in Figure 2-6-9. If not, rotate
I acceleration adjuster dome (11, Figure 2-6-7) one click at a time until requirement
is met. Rotate dome clockwise to reduce acceleration time (faster acceleration),
or counterclockwise to increase acceleration time (slower acceleration). If
A. Procedure
(1) Determine and record field barometric pressure (pressure altitude (ft)).
(2) Determine and record indicated outside air temperature (IOAT) in degrees celsius.
(3) Using flight manual chart, determine the take-off torque (target torque) at which to
set engine using pressure altitude (ft) and IOAT recorded at step (1) and step (2)
respectively. Record the value.
Page 2-6-23
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MANUAL PART NO. 3015442
CAUTION
UNINSTALLED NO LOSS CONDITIONS. UNDER NO
CIRCUMSTANCES MUST S.O.I. LIMITS BE EXCEEDED.
42
W 38 26.00
27.00
a 36
e 26.00
~j 34
24.00
32
0 23.00
30
28
320
S 280
24.00
260
h
240
p
C~ W 1.05
ww
a~l
w,0.95
C3a
0 700
Wo
ZW
600 NOTES
a
1. FOR 2000 RPM OUTPUT SPEED
2. STATIC CONDITIONS
w 3. REFERENCE POWER 476SHP 1 6 11 a
500 4. TORQUE LB-FT =30.87x PSI
Page 2-6-24
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
g
38
27.00
g 36
~s 34
6 32
30
28
340 31 narc
~320
300
280
24.00
260
22.00
240
P5) 1.05
YW
CAUTION
UNINSTALLED NO LOSS CONDITIONS. UNDER NO
"d CIRCUMSTANCES MUST S.O.I. LIMITS BE EXCEEDED.
1000
950
Wo
zu 900
I~
Be
~B sso
NOTES
800
i 1. FOR 2000 RPM OUTPUT SPEED
2. STATIC CONDITIONS
3. REFERENCE POWER 476SHP 1 6 ~1 a
750 4. TORQUE LB-FT 30.87X PSI
AMBIENT TEMPERATURE OF
Page 2-6-25
Apr 02/2004
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MANUAL PART NO. 3015442
5.0
4.5
4.0
F 3.5
2.5
2.0
-20 0 20 40 60 80 100
C1542A
Page 2-6-26
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MANUAL PART NO. 3015442
(8) Set Ng 500 rpm above ground idle (Ref. Operating Limitations).
(10) Accelerate engine slowly and uniformly at a rate of 2000 rpm per second until
target torque recorded at step (3) is reached.
(12) Reduce Ng slowly and uniformly at a rate of 2000 rpm per second to Ng set at step
(8).
(17) The engine torque indication system functions correctly when the difference
between Tq recorded in steps (12) (13) and (14) is equal to or less than 200 Ib.ft.
(18) If the difference between the torque readings is in excess of 150 Ib.ft. check aircraft
indication system. If the aircraft indicating system check is satisfactory, the power
section is recommended to be removed and the torquemeter piston, cylinder and
servo valve inspected at an authorized facility for excessive wear, scoring,
fretting, etc.
A. Procedure
(2) Allowengine to stabilize for minimum of one minute at minimum obtainable ITT
(PT6A-20 series) or TIT (PT6A-6 series).
NOTE: Observe any change from normal gas generator run-down time
(approximately 40 to 50 seconds).
Page 2-6-27
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: To prevent possible bleeding of fuel lines and fuel pump cavitation, shut off
fuel to engine by moving fuel cut-off lever OFF before switching aircraft
boost pump OFF.
(8) Listen for any unusual engine noise such as scraping, rubbing or grinding.
(9) Check fuel dump valve and gas generator case drain valves for correct operation.
(10) Check allengine oil lines and connections for leaks. None are allowed, except at
normal seepage drains.
NOTE: Allowable oil seepage is 3cc/hour at each accessory drive pad, and 5
cc/hour at the propeller shaft. All seal leakages shall be included in total oil
consumption.
(11) If engine is scheduled to remain inactive for an extended period, install engine inlet
and exhaust covers after engine has cooled down sufficiently.
(12) Check the oil-to-fuel heater within 15 min. after engine shutdown for a high
operating temperature (Ref. Section 3, Part 3, INSPECTION, Periodic Inspection). A
heater fuel outlet or a fuel pump filter cover having a temperature above 140"F
(60"C) after shutdown shows a heater that does not correctly operate. To measure
the temperature of the oil-to-fuel heater, do one of the following procedures:
(a) Carefully feel the heater fuel outlet or the fuel pump filter cover.
1 If the temperature of the heater fuel outlet or the fuel pump filter cover feels
unusually hot, replace the oil-to-fuel heater.
Page 2-6-28
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(b) Put a temperature recorder on the heater fuel outlet or the fuel pump filter
cover. If the temperature recorder shows a temperature above 140"F
(60"C), replace the oil-to-fuel heater.
A. General
(1) Propeller governor maximum speed stop (refer to Part 1, Prop Reversing Installation).
PT6A-20A and PT6A-20B engines only.
(2) Power turbine governor minimum and maximum governing speed adjustments (1
and 2,Figure 2-6-10). All engines except PT6A-20A and PT6A-20B.
I (3) Propeller governor, PT6A-20A and PT6A-20B engines only. (See Figure 2-6-11)
34. GENERAL
A. The checks to be carried out following the repair of replacement of various engine
components are provided in Table 2-6-3. This table refers to the six test checks described
in preceding paragraphs in addition to the following checks, the latter being more
frequently associated with replacement of power section and certain engine components.
Page 2-6-29
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Page 2-6-30
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Check Req’d
Component (Para. No.)
Power Turbine Governor 1,2,4,6 and Paragraphs 37., 38.
Compressor Bleed Valve 1,2,3,4,5,6 and Paragraph 39.
Propeller Governor 1,2,4,5,6 and Paragraph 35.
(PT6A-20A and -208 Engines only)
(For other models refer to airframe manual
requirements)
Starter-Generator 1,2,6
Ignition System Components 1,2,6
Fuel Nozzles 1,2,3,4,5,6
Fuel Dump Valve, Manifold or Fuel Lines 1,2,4,6
Fuel Control Unit 1,2,3,4,5,6 and Paragraph 40.
Fuel Pump 1,2,3,4,5,6 and Paragraph 41.
NOTE: Table 2-6-3 intended to be used only after maintenance manual instructions on
removal and installation of components and their subsequent depreservation
(where applicable) have been fully complied with.
(4) Allow engine to stabilize at idle with oil temperature in normal operating range.
Page 2-6-31
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
4
6 II jl
ii_
ii!
_1/
1111ia r
C
ii:
i"
r’´•
1
I;
Page 2-6-32
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(6) With control lever selected to full fine pitch position, advance power
propeller
control lever to obtain sufficient power to allow the propeller to constant speed.
(7) Adjust propeller governor maximum speed adjustment (2) as required to obtain
desired maximum propeller speed (Np).
(8) Record Np, torque, fuel flow and power lever position tangle or travel as applicable)
obtained in Step (7) preceding.
(9) To verify proper setting of pneumatic section of governor reconnect governor air
pressure tube. Reset power lever to the position recorded in Step (8) preceding
and check that Ng has not decreased. If a change in Ng occurs, recheck that propeller
governor reset lever is locked hard against the stop. DO NOT ADJUST STOP. An
Ng change of up to 100 rpm is acceptable. If change is greater than permissible limit
of 100 rpm, propeller governor must be replaced.
1 (10) To check reverse power speed disconnect the interconnect rod (6, Figure 2-6-11)
and secure the air bleed link (5) to the minimum stop.
(11) Re-run engine to settings of Step (6), and check that Np governs at 95% 1% of
the maximum speed set in Step (6), adjust pneumatic minimum eccentric adjustment
(4) as required.
(12) Reconnect rod (6) to link (5). Tighten nut, torque to 24 to 36 Ib.in., and lock with
cotterpin.
A. Procedure
Page 2-6-33
Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(4) With fuel cut-off lever at LO-IDLE, move propeller control lever to feathering
position. A considerable reduction in power turbine speed should be observed
indicating that satisfactory feathering of propeller has been accomplished.
(5) Return propeller control lever to the INCREASED position and observe that
propeller shaft speed is regained.
(6) Feather propeller two or three times to purge all air from system.
37. POWER TURBINE GOVERNOR CHECK PT6A-6 SERIES AND PT6A-20 ENGINES
A. Procedure
(1) If the power turbine governor has been replaced or its operation suspect, proceed
I as follows: (See Figure 2-6-10)
2 Disconnect and secure reversing linkage from power turbine governor arm,
if applicable.
Page 2-6-34
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1 On most aircraft installations, either the propeller fine pitch setting restricts
the propeller speed (Np) at static conditions, or the travel of the maximum
governor speed stop is limited, making it impossible to check the
overspeed setting. However, if the governor maximum setting is suspected
of limiting engine power, it may be checked as follows:
a Run engine to trim stop with propeller in full fine pitch and record Ng.
A. The power turbine governor is a droop-type governor with approximately S%droop from
the no-load condition to the full-load condition. For the approved method of checking the
power turbine governor refer to the aircraft manufacturers instructions. Provision is
made for minimum and maximum speed (Nf) adjustment on the governor body. (See
I Figure 2-6-10)
A. Unsatisfactory part power and performance checks may indicate compressor bleed
valve malfunction. For symptoms of compressor bleed valve malfunction, refer to
Section Troubleshooting, following.
Page 2-6-35
Apr 02/2004
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MANUAL PART NO. 3015442
A. Procedure
(1) Carry out a motoring run (refer to Paragraph 26., preceding), with fuel cut-off lever
to OPEN position, to check for fuel system leaks.
(2) Dry out engine with another motoring run in accordance with Paragraph 26.,
preceding.
(3) Perform checks Nos. 1 through 6 as detailed in Paragraphs 23. to 32., preceding).
A. Procedure
(1) Carry out a motoring run (refer to Paragraph 26., preceding), with fuel cut-off lever
to OPEN position, to check for fuel system leaks.
(2) Dry out engine with another motoring run in accordance with Paragraph 26.,
preceding.
(3) Perform checks Nos. 1 through 6 as detailed in Paragraphs 23. to 32., preceding).
A. After fitting components carry out ground checks as referenced in Table 2-6-3.
B. The pneumatic portion of fuel control system must be pressure tested whenever leakage
in any portion of the system is suspected. Any leakage will adversely affect operation of
fuel control. For fuel control pneumatic system pressure testing refer to Paragraph
43. following.
A. Procedure
(1) Disconnect compressor delivery tube assembly from 90" elbow on gas generator
case.
(2) Remove two bolts which secure 90" elbow sealing sleeve on front face of center
fireseal mount ring. Remove sealing sleeve.
(3) Remove bolts securing compressor air delivery 90" elbow to gas generator case.
(5) Connect supply of clean, dry air regulated to 80 (~5) psi to union.
Page 2-6-36
Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(6) Apply suitable leak checking fluid (refer to Section 8, Consumable Materials,
following) to entire surface of all connecting points throughout pneumatic control
I system (see Figure 2-6-12). Particular attention should be paid to that portion of
system between temperature compensator and fuel control, and between fuel control
and power turbine governor. No leaks are permitted other than bleed hole in base
of FCU, from bleed to atmosphere in air inlet manifold, from window on side of FCU
body and from bleed hole in cover of P3 filter (if fitted). Slight sound of escaping
aircoming from under side of power turbine governor can be disregarded.
(7) Wipe all leak checking fluid from connections if no leaks are found. If leaks are
found, affected parts must be examined for defects and retorqued before a final
pressure test of that point is carried out.
(10) Install compressor air delivery 90" elbow, together with gasket, in gas generator
case. Secure elbow with two bolts, tighten bolts, and torque to 24 to 36 Ib.in.
NOTE: Retaining bolts must be retorqued and lockwired after completion of engine
ground check.
(11) Install sealing sleeve over 90" elbow and hole provided in bottom half of
through
center fireseal mount ring. Secure
sealing sleeve to fireseal mount ring with two
bolts and two self-locking nuts. Tighten nuts, and torque 32 to 36 Ib.in.
(12) Assemble compressor air delivery tube to 90" elbow on gas generator case.
44. GENERAL
A. At barometric pressures equivalent to altitudes less than 1500 feet above sea level, fuel
flow is metered to maintain idle speed at a constant value, referred to as minimum
governing speed. However, since the fuel flow required to maintain a constant idle speed
decreases with increasing altitude, a point is reached where the fuel flow does not
decrease further, this point being the minimum fuel flow setting. At altitudes higher than
this point gas generator speed increases proportionally with altitude.
B. Usually the minimum fuel flow setting will be lower than the minimum governing speed.
However, under marginal conditions, that is, when altitude is close to or slightly higher
than 1500 feet and/or barometric pressure is close to or slightly less than 28.0 in.Hg., the
two speeds may coincide or Ng at minimum fuel flow may be higher than that at
minimum governing.
C. From the preceding, it will be seen speed adjustments should only be carried
that idle
I out at conditions of low altitude and/or high barometric pressure. Figure 2-6-13 shows
typical Ng speeds at minimum fuel flow for various barometric pressures.
Page 2-6-37
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
I
I’
PT6A-20A AND PT6A-20B
C1851B
Page 2-6-38
Apr 02/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
63
62
i~ MAXIMUM Ng SPEED AT
59
MINIMUM FUEL FLOW
58
57
56 MINIMUM Ng SPEED AT
z MINIMUM FUEL FLOW
P 55
CL:
54
w 53
z
w
50
49
48
47
46
30 29 28 27 26 25 24 23 22 21 20 19 18
C976A
Typical Gas Generator Speed Range at Minimum Fuel Flow for Various Pressure Altitudes
Figure 2-6-13
Page 2-6-39
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Procedure
(4) With propeller in fine pitch and oil temperature at 38"C (100"F) minimum, observe
idle Ng.
(6) If Ng is less than 51%, adjust speed adjustment (1, Figure 2-6-7) in a clockwise
direction, as required, to achieve 52% 1%.
1 (7) If Ng is more than 53%, adjust speed adjustment (1, Figure 2-6-7) in a
(8) If there is no response to adjustments made in (6) or (7), preceding, the fuel control
unit must be replaced.
A. Procedure
NOTE: The minimum fuel flow is pre-set on all fuel control units. This procedure should
be accomplished during troubleshooting an individual engine starting problem
where the minimum fuel flow setting is suspected.
(1) Disconnect Py tube at FCU or Nf governor and leave open to atmosphere. Tube
coupling nuts and component fittings are not capped during this operation.
(3) Startengine (refer to Paragraph 24., preceding) and run at idle until stabilized at
operating temperature.
(4) Check that indicated gas generator speed (Ng) is within +0.5 0.0% for altitude
pressure (see Figure 2-6-14).
Page 2-6-40
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
63
62
60
58
54
Z 52
50 FT.
48
46
NOTE
NO POWER EXTRACTION
NO CABIN AIR BLEED
44
-40 -30 -20 -10 0 10 20 30 40
C13587
Page 2-6-41
Apr 02/2004
PRA~T WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1 (5) ii fuel flow ad~ustment is required, pmceed as follows. (See Figure 2-6-15) i)
CAUTION: DO NOT SLACKEN NUT A. ANY MOVEMENT WILL DISTURB MAIN
METERINGVALVE AND NECESSITATE FCU RECALIBRATION AT AN
OVERHAUL FACILITY.
(6) Cut lockwire from nuts A and B and Alien screw C and remove.
(7) Hold nut A firmly with wrench and, using another wrench on nut B, carefully turn
counterclockwise to loosen.
(9) When correct Ng reached, hold screw C and tighten and torque nut B 20 to
25 Ib.in.
(10) Shut down engine (refer to Paragraph 32. preceding) and connect Py tube to FCU
or Nf governor as applicable. Tighten and torque Py tube coupling nuts 90 to
(11) Secure screw C and nuts A and B to mounting plate attachment screw with
lockwire.
A. Procedure
(3) Allow engine to warm up to operating temperature and stabilize at idle rpm.
(4) On non-STOL aircraft, advance fuel cut-off lever slowly to HI-IDLE position and
check that speed is within required range. If speed is incorrect, adjust HI-idle
adjustment screw as required. (Turn clockwise to increase speed and
I counterclockwise to decrease. (See Figure 2-6-7)
(5) On STOL aircraft, with fuel cut-off lever at HI-IDLE position, slowly retard propeller
control lever to between 85% and 90% Nf. If Hi-idle speed is incorrect, make
necessary adjustment as outlined in Subparagraph (4) preceding.
Page 2-6-42
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
QI
V
In~l !I
a
U
C -----clJllllllr 3)
~9-/ "5~
C9285
Page 2-6-43/44
Apr 02/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
SECTION 7 -TROUBLESHOOTING
1. GENERAL
A. Procedure
detected, serious and considerable damage may occur to the engine. Therefore, it
is essential to have a thorough knowledge of correct turbine gas temperature
and other important details of engine operation. Before attempting to locate a trouble
or difficulty, or to work on an engine which has been malfunctioning during flight,
consult flight log and any other available data which could help in diagnosing the
trouble.
B. The turbine engine characteristic of repeatedly producing its output at, or very close to,
charted gas generator parameter values, provides the basis for the engine trend
monitoring system. Thus, under known conditions of pressure altitude (PA) and indicated
outside air temperature (Tam), the gas generator parameter values of interturbine
temperature (Tt5), gas generator speed (Ng) and fuel flow (Wf), for particular propeller
speed (Np) and torques (T) are predictable within reasonable limits.
C. New engines operate within a tolerance band, either above or below charted parameter
values, and tend to deviate more than these values with time and deterioration of gas
path components.
Page 2-7-1
Aug 16/2002
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MANUAL PART NO. 3015442
D. Abrupt changes, or gradual increased rate of change, of the normal deviations from
charted parameter values are critical indicators of gas path component conditions. As
such, changes are detectable before any significant deterioration occurs.
E. The monitoring system should be introduced when engines are new or newly overhauled.
This enables the establishment of a performance baseline before any deterioration takes
place in the engine. For procedures, refer the appropriate P&WC Publication
I . oNL
GEN-055.
to
IS
3. TROUBLESHOOTING
A. Procedure
(1) To diagnose and rectify engine condition trend monitoring shift, refer to ECTM Shift
Fault Isolation Chart (Ref. Table .2-7-1)
Page 2-7-2
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Cont’d on Sheet 3
NO
IS I I I I CHECK ACCESSORY
STARTER-GENERATOR I I GEARBOXINPUTSHAFT
OPERATION AUDIBLE COUPLING FOR PROPER
CHECK ELECTRICAL POWER
ENGAGEMENT. INSPECT
SUPPLIES AND
ACCESSORY GEAR
YES STARTER-GENERATOR
DRIVES, BEARINGS AND
ELECTRICAL CONNECTIONS
COMPRESSOR REAR
HUB SPLINES
ARE ELECTRICAL
RECTIFY
NO POWER SUPPLIES
POWER
O.K. I I ANY EVIDENCE OF
SUPPLY
FAULT
DAMAGE, RETURN
YES ENGINE TO APPROVED
OVERHAUL FACILITY
REPLACE
STARTER-GENERATOR
(REF. AIRCRAFT
MAINTENANCE MANUAL)
IF ANY STARTER-GENERATOR
BEARING DISTRESS ANDIOR
SHORTED ARMATURE TO THE
STARTER-GENERATOR SHAFT IS
SUSPECTED, PERFORM INSPECTION
OF MAIN OIL FILTER AFTER
STARTER-GENERATOR REPLACEMENT
(REF. UNSCHEDULED INSPECTION,
PART3 SECTION 3)
REMOVE Ng
DOES ENGINE ROTATE
TACHOMETER-GENERATOR
WITH YES
AND ATTEMPT TO ROTATE
STARTER-GENERATOR
COMPRESSOR AT
OPERATION
TACHOMETER DRIVE
NO
C36866A
Page 2-7-3
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NO
REMOVE
STARTER-GENERATOR.
CHECK FOR SHEARED REMOVE POWER OUTPUT
DRIVE SHAFT AND SECTION AND CHECK
GEARSHAFT SPLINE COMPRESSOR TURBINE TIP
DAMAGE CLEARANCE
NO
IS STARTER-GENERATOR DRIVE
SHAFT SHEARED
IS TURBINE TIP NO
CLEARANCE CORRECT
YES
REPLACE STARTER
GENERATOR ANDIOR
SHIP ENGINE TO
DRIVESHAFT (REF.
APPROVED OVERHAUL
AIRCRAFT MAINTENANCE
FACILTTY
MANUAL)
IF ANY STARTER-GENERATOR
BEARING DISTRESS ANDIOR
SHORTED ARMATURE TO THE
STARTER-GENERATOR SHAFT IS
SUSPECTED, PERFORM INSPECTION
OF MAIN OIL FILTER AFTER
STARTER-GENERATOR REPLACEMENT
(REF. UNSCHEDULED INSPECTION,
PART 3 SECTION 3)
C36867A
Page 2-7-4
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
ENGINE FAILS TO
LIGHT UP
YES
DO A DRY
REPEAT COMPLETE
MOTORING RUN
ENGINE START SEQUENCE
CAUTIQN:OBSERVE
STARTER MOTOR LIMITS
NOTE: (PRE-SB1429)
ENGINES HAVE GLOW
PLUG IGNITION.
CAUTION: (POST SE-1429)
RESIDUAL VOLTAGE IN IGNITION
EXCITER MAY BE DANGEROUSLY
HIGH. MAKE SURE IGNITION
SYSTEM HAS BEEN SWITCHED OFF
AT LEAST SIX MINUTES BEFORE
DISCONNECTING.
OPERATIONALLY CHECK
IGNITION SYSTEM
C36868B
Page 2-7-5
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
IS EVIDENCE OF
CONTAMINATION OR NO CHECK FUEL NOZZLES FOR
DAMAGE APPARENT ON RESTRICTION. FUNCTION CHECK
FCU NOULES
YES
REPLACE FCU
C36869A
Page 2-7-6
Aug 16/2002
PRATT WHITNEY CANADA
MANUAL
MANUAL PART NO. 3015442
HOT START
DELAYED LIGHT
UP
YES YES
NO
YES
C61147A
Page 2-7-7
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
IGNITION
INO NO I IGNITION SYSTEM
FOUND O.K.
YES
YES
IS ENGINE CONTROL
LINKAGE O.K.
CHECK DUMPVALVE
NOI YES OPERATION. RECTIFY OR
REPLACE AS NECESSARY
ADJUST CONTROL CHECK DUMP VALVE.
LINKAGE RIGGING AS IS DUMP VALVE
SECTION CLOSED
REQUIRED
NO
YES
C61148A
Page 2-7-8
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1
ENGINE FAILS OR IS
SLOW TO
ACCELERATETOIDLE
SPEED (Ng)
C61119B
Page 2-7-9
Aug 16/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Cont’d on Sheet 2
CHECK OPERATION OF
CHECK PROPELLER GOVERNOR CHECK PROPELLER GOVERNOR
COMPRESSOR BLEED VALVE
CONTROL SETTINGS. ADJUST CONTROL SETTINGS. ADJUST
AS NECESSARY AS NECESSARY
BLEED VALVE OK
NO HAVE NECESSARY
IF GOVERNOR ADJUSTMENTS
GOVERNOR
NO ARE INEFFECTIVE, REPLACE
ADJUSTMENTS BEEN
GOVERNOR
MADE
REPLACE BLEED VALVE
YES
C61120A
Page 2-7-10
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
YES NO
REPLACE FCU
ANDIOR
CHECK FCU FOR
COUPLING
CONTAMINATION ANDIOR
CORROSION
REPLACE FCU
C61121A
Page 2-7-11
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
SLOW TO
ACCELERATE
NO
YES
YES
REPLACE FCU
C61122A
Page 2-7-12
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
I
OVER TEMPERATURE (MAX. I TEMPERATURE
ALLOWABLE TEMP HAS BEEN LIMITED
EXCEEDED)
CHECK OPERATION OF
INSPECT ENGINE FOR POSSIBLE INDICATING SYSTEM AND MAKE
TURBINE DAMAGE SURE THAT DATA CURVES ARE
CORRECT
NO
COMPRESSOR DIRTY
REPLACE DEFECTIVE
YES I NO BLEED VALVE
C61124
Page 2-7-13
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
AIRFRAME FUEL
Y. MAKE SURE
OF ICE OR WATER CHECK OPERATION OF CHECK FUEL PUMP.
AMINATION INDICATING SYSTEM AND IF PUMP IS SOURCE
MAKE SURE DATA CURVES CONTINUE IN SERVICE
ARE CORRECT.
RECTIFY AS NECESSARY.
IF AIRFRAME FUEL SOURCE
IS SATISFACTORY, LOOSEN
INLET TUBE AT FCU AND
CHECK FOR FUEL FLOW ’SUNDSTRAND FUEL PUMP
CHECK AIR INLET AND PRESSURE PLATES
WHILE MOTORING ENGINE.
COMPRRESSOR FOR ACCUMULATION NORMALLY SQUEAL
IF NO FLOW, REPLACE
OF DIRT. IF NECESSARY, DO A
FUEL PUMP. AT LOW Ng.
COMPRESSOR WASH
CONT’D ON SHEET 6
C61125A
Page 2-7-14
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MAINTENANCE MANUAL
MANUAL ~Aiit:’l;iij. 9015442
OPERATING PROBLEMS
C61126A
Page 2-7-15
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
REPLACE BLEED
VALVE
NO RETURN ENGINETO
TURBINE 8 APPROVED
COMPRESSOR O.K. OVERHAUL FACILITY
CHANGE T2
TEMPERATURE
YES I COMPENSATOR
Cont’d on Sheet 8
NOTE: THERE WILL ALWAYS
BE A SMALL LEAK AT THE
PUMP SEAL, EVEN WITH
THE ENGINE STOPPED.
C61128A
Page 2-7-16
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
OPERATING PROBLEMS
From Sheet 7
COMPRESSOR BLADES
FOUND O.K.
YES NO
RETURN ENGINE TO
APPROVED OVERHAUL
FACILITY
REPLACE FCU
C61129
Page 2-7-17
Aug 16/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
OPERATING PROBLEMS
FROM SHEET 7 CONT’D ON SHEET 10
UNUSUAL NOISES
C61149A
Page 2-7-18
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 9
CHECK IF SUNSTRAND
FUEL PUMP INSTALLED
IF PUMP iS SOURCE OF
NOISE, CONTINUE IN
SERVICE
C61130
Page 2-7-19
Aug 16/2002
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NO
IS ENGINE ON ECTM I
Cont’d on Sheet 7
PROGRAM
YES
NO
NO
NO
WF
YES CHECK ENGINE/AIRFRAME Cont’d on
(RAPID) SHIFT AND NO REPAIR
ITT~Ng SHIFT (REF. NOTE 2) INDICATING SYSTEM Sheet3
NO
Cont’d on
Sheet 2
C36844A
Page 2-7-20
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 1
YES I I NO
ITT, Ng AND Wf I I CHECK ENGINEIAIRFRAME TORQUE REPAIR
DECREASED? AND Np INDICATING SYSTEMS. OK?
NO
YES
NO
ITT, Ng, Wt INCREASED?
YES
NO
CHECK ENGINE/AIRFRAME TORQUE
AND Np INDICATING SYSTEMS. OK?
YES
NO
INSPECT ENGINE INLET. CHECK
BYPASS DOOWICE VANE RIGGING.
OK?
YES
NO SHIP ENGINEIGGM TO
AN APPROVED
OVERHAUL FACILITY
NO
Cont’d on Sheet 3
C36845
Page 2-7-21
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 2
NO
DO ENGINE BLEED VALVE CHECK. OK?
YES
NO
LEAK CHECK P2.5 AIRFRAME BLEED PIPE. OK?
REPAIR
YES
YES
YES
NO
NO
Cont’d on SYSTEM
Sheet 5 NORMAL
YES I NO
REPAIR
Cont’d on Sheet 4
C36846A
Page 2-7-22
Aug 16/2632
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 3
YES
YES
NO
AIR BLEED SYSTEM DUCTING OK? (REF. REPAIR
AIRCRAFT MAINTENANCE MANUAL)
YES
YES
NO
YES
Cont’d on
SYSTEM
Sheet 5
NORMAL
C61132
Page 2-7-23
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NO
YES
YES
NO NO
DO AN
DO A PERFORMANCE RECOVERY WASH HSI
YES
NO
CHECK GAS GENERATOR CASE DRAIN VALVES, FUEL NOULE
GASKETS, "C" FLANGE AND T5 HARNESS SEAL FOR LEAKS. OK?
YES
NO
LEAK CHECK P3 BLEED (AIRFRAME) PIPE AND ADAPTER. OK?
YES
NO
INSPECT COMPRESSOR AND HOT SECTION. OK?
(REF. NOTE 7) 1 I REPAIR
YES NO
SYSTEM I Cont’don
NORMAL SheetG
C36848
Page 2-7-24
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NO
REPEAT ENGINE
PERFORMANCE CHECK WITH
BLEED AIR PORTS BLANKED
OFF. HAS ENGINE
PERFORMANCE IMPROVED
(355. NOTE 10)
YES NO
C36849
Page 2-7-25
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 1
ENGINE PERFORMANCE CHECK ENGINE FIREWALL
YES
AND INLET SEAL CONDITION. NO
.CHECK AFFECTED ENGINE IS
SATISFACTORY (REF. NOTE 5) 1 -I OK? (888. NOTE 8)
NO YES
NO
AIR BLEED SYSTEM PRESSURE
REGULATING VALVE. OK? (REF.
AIRCRAFT MAINTENANCE MANUAL)
COMPARE ENGINE
PERFORMANCE CHECK WITH YES
CHECK DONE AT ENGINE
INSTALLATION OR LATER (AS
AIR BLEED SYSTEM SHUTOFF VALVE. NO
AVAILABLE). RECORD
DIFFERENCES IN PARAMETERS OK? (REF. AIRCRAFT MAINTENANCE
YES
NO
CHECK AIR BLEED SYSTEM DUCTING
(REF. AIRCRAFT MAINTENANCE MANUAL)
NO
YES
Ng SHIFT AND NO ITT
SHIFT?
NO
CHECK ENGINEIAIRFRAME
REPAIR
INDICATING SYSTEM
C36850
Page 2-7-26
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 7
NO
ITT AND Ng Cont’d on Sheet 9
CHANGE
YES
YES
NO
INSPECT ENGINE INLET. CHECK BYPASS REPAIR
DOOWICE VANE RIGGING. OK?
YES
YES YES
INSPECT COMPRESSOR. DAMAGE REPAIR
FODIEROSIONIRUB? ACCEPTABLERREPARRABL
NO
NO
NO
NO
CHECK ENGINE BLEED
VALVE. OK?
YES REPAIR
YES
INSPECT HOT SECTION
I NO
CHECK FOR HOT STARTS. A HOT START MAY CAUSE ALL COMPONENTS AS
PARAMETERS TO INCREASE SUDDENLY REQUIRED
YES
Cont’d on Sheet 9 "C"
C36851A
Page 2-7-27
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 8
IFATIDLE NO
ITT INCREASE AND Ng _I CHANGE
CHECK FUEL HEATER
DECREASE? FUELHEATER
OK?
NO YES
YES
NO NO
DO AN
DO A PERFORMANCE RECOVERY WASH HSI
YES
NO
CHECK GAS GENERATOR CASE DRAIN VALVES, FUEL NO~LE
GASKETS, "C" FLANGE AND T5 HARNESS SEAL FOR LEAKS. OK?
YES
NO
LEAK CHECK P3 BLEED (AIRFRAME) PIPE AND ADAPTER. OK?
YES
NO
INSPECT COMPRERSSOR AND HOT SECTION. OK?
(REF. NOTE 7) REPAIR
YES NO
SYSTEM Cont’d on
NORMAL SheetG
C36852B
Page 2-7-28
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: 1. Review ECTM data, pilot reports and maintenance log book entries and troubleshooting for the last 6
months. Hot section components and performance gradually deteriorate as running time
accumulates. The deterioration rate varies according to operating conditions (environment and type
of operation) and for different engine modification standards. If engine performance apparently
improves T5 decrease without maintenance action, check indicating systems (usually T5 system is at
fault).
NOTE: 2. A rapid shift in engine parameters is usually the result of an indicating system defect.
NOTE: 3. To extend hot section life, the following preventive maintenance, based on the increase in T5 from the
values established at engine installation (engine performancelground power check or ECTM), is
recommended: For a 10"C (20"F) increase in T5, do a performance recovery wash. In addition,
indicating system and engine performancelground power checks are recommended to ensure reliable
engine performance data. Also, test spray pattern or refurbish fuel noules.
For a 15"0 (270 Fl increase in T5 or a 1 to 1.5% decrease in Ng, do a borescope inspection of the
combustion chamber, small exit duct, CT stater vanes and CT blades. In addition, do the maintenance
recommended above.
NOTE: 4. A significant difference between ECTM and engine performance/ground power check parameters
indicate that the defect is within the aircraft air bleed system on the affected engine lair bleed is off
during an engine performancelground power check). An alternative method is to do an engine
performancelground power check with air bleed ON then OFF. Compare the shift parameters for the
engines on the same aircraft. A significant difference indicates bleed sharing problems. For single
engine installations, contact p&WC for typical parameter shift recommendations.
NOTE: 5. When an engine is temperature limited on climb or cruise and the engine performance/ground power
check is satisfactory, the defect is within the aircraft bleed system of the affected engine.
NOTE: 6. An increase in temperature without other parameter shifts may be the result of
defective fuel noules or a deteriorated combustion liner altering combustion profile and changing the
temperature distribution.
NOTE: 7. Compressor deterioration (which increases Ng) and hot section normal deterioration (which reduces
Ng) may balance each other and the effect deterioration has on Ng will be very small or zero (i.e. Ng
will remain constant).
NOTE: 8. When the engine is running on the ground, inlet plenum air pressure is lower than ambient air
pressure. Therefore, if the inlet or firewall seals are damaged, hot air from around the engine may be
ingested causing a temperature increase. Similarly, if the wind direction is from the rear, exhaust gas
may be ingested and temperature increased.
NOTE: 9. The relationship between T5 and the temperature in front of CT stater may change due to hot section
component deterioration altering combustion profile andlor gas path temperature distribution. This
may affect the T5 trim and the indicated T5 and the relationship between T5 and the temperature in
front of the CT vane used for engine certification. A 75 trim verification on the wing or in the test cell
will confirm a shift in the indicated temperature.
NOTE: 10. To remove doubts, a T5 system check (including individual thermocouple checks) is recommended
before doing a complete HSI.
C65318
Page 2-7-29
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LUBRICATION PROBLEMS
CONT’D ON SHEET 3
INDICATING NO NO INDICATING
SYSTEM O.K. I I 1 SYSTEM O.K.
YES
RECTIFY FAULT ON
INDICATING SYSTEM
(REF. AIRCRAFT
MAINTENANCE
MANUAL)
C29872A
Page 2-7-30
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 1
YES
C23255
Page 2-7-31
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LUBRICATION PROBLEMS
YES
PREFORMED
PACKING AND
PLASTIC RING O.K.
VERIFY CONDITION OF OIL FILTER HOUSING
FRONT FACE (PRE-SB1247), REPAIR IF
NO NECESSARY AND PERFORM STATIC LEAK
TEST
REPLACE PREFORMED
PACKING ANDIOR PLASTIC LEAKAGE
RING PERSISTS
C29874A
Page 2-7-32
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LUBRICATION PROBLEMS
OIL PRESSURE
FLUCTUATING FOLLOWS POWER
OIL PRESSURE LEVER AND WILL NOT
RESPOND TO ADDITION
OF SHIMS
INSUFFICIENT OR EXCESS
OIL. CHECK OIL LEVEL
REPLACE REPLACE
PRESSURE RELIEF VALVE
RELIEF VALVE HOUSING
AS NECESSARY
C29876A
Page 2-7-33
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
~k HIGH OIL
TEMPERATURE
INSUFFICIENT OIL.
CHECK OIL LEVEL
RECTIFY FAULT ON
INDICATING SYSTEM I NO INDICATING
(REF. AIRCRAFT i I SYSTEM O.K.
MAINTENANCE
MANUAL) YES
~k NOTE:
EXCESSIVE IDLING IN
FEATHER COULD CAUSE
OVERHEATING INDICATION.
RESTRICT IDLING TIME
IN FEATHER
Cont’d on Sheet 5
C23257
Page 2-7-34
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 4
CHECK AIRFRAME
OIL COOLER-SYSTEM
FOR RESTRICTIONS
OR MALFUNCTIONS
(REF. AIRCRAFT
MAINTENANCE MANUAL)
RECTIFY FAULT ON
OIL COOLER SYSTEM NO
OIL COOLER SYSTEM O.K.
(REF. AIRCRAFT
MAINTENANCE MANUAL)
YES
C23258A
Page 2-7-35
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 6
Cont’d on Sheet 7
EXCESSIVE DISCHARGE
FROM OVERBOARD EXTERNAL OIL LEAKS
BREATHER
CHECK PACKINGIBACKUP
RING AT OIL FILTER
HOUSING
C61138A
Page 2-7-36
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
From Sheet 7
CHECK PACKINGIBACKUP
RING AT OIL FILTER HOUSING
NO EXTERNAL OIL
LEAKS
C61139
Page 2-7-37
Aug 16/2002
PRATT WHITNEY CANADA
MAINIENANCE MANUAL
MANUAL PART NO. 3015442
Page 2-7-38
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: 1.An increase in T5 without other parameter shifts may be the result of defective fuel
nozzles or a deteriorating combustion chamber liner altering combustion profile and
gas path temperature distribution.
NOTE: 2. The relationship between T5 and the temperature in front of the CT stater may
change due to hot section component deterioration altering combustion profile and/or
gas path temperature distribution. This may affect the T5 trim and the indicated T5,
and the relationship between T5 and the temperature in front of the CT stater used for
engine certification. A T5 trim verification on-wing or in a test cell will confirm a shift in
the indicated temperature.
(1) To diagnose and rectify engine lubricating oil contamination, refer to Engine
Lubricating Oil Contamination Fault Isolation Chart (Ref. Fig. 2-7-5).
Page 2-7-39
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: 1. Depending where the debris was found (i.e. strainer, main oil filter or chip
detector) and the shape (i.e. tooth part, locking washer part etc.) a
decision could be made concerning the removal of the affected module.
Alternatively, remove engine.
NOTE: 2. If no debris is found at the 50-hour check, return the oil filter and chip
detector inspections to operator’s standard maintenance program
intervals.
NOTE: 5. It should have already been determined that the engine and not RGB
mounted accessories are generating the debris. If propeller governor or
O/S governor failure occurred prior to original debris detection and
the material could be identified as a propeller or O/S governor material
then the engine may not be generating the debris.
NOTE: 6. Bearing inner and outer rings well as rolling elements are made of
as
steel AMS6440/6444 (52100) AMS6490/6491 (M50). Bearing cages
or
are made of steel AMS6414/6415 (4340) or bronze AMS4616, silver plated
Page 2-7-40
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
CHIP DETECTOR
CIRCUIT COMPLETION
REMOVE AND
TRANSFER DEBRIS AND SEND Cont’d
INSPECT
TO A LAB FOR ANALYSIS I onSheet 4
CHIP DETECTOR
REMOVE AND
INSPECT CARRY OUT PATCH MAKING
ASSOCIATED STRAINER Cont’d
AND SEND TO A LAB
AND onSheet 4
FOR ANALYSIS
MAIN OIL FILTER
Cont’d
CLASSIFY DEBRIS
onSheet 4
RECORD CATEGORY
AND TYPE
Is DEBIS IYES OF DEBRIS
NON-ALLOWABLE
AND REMOVE
CATEGORY 1?
MODULEI ENGINE
No I (RE~NOTE1)
IS MAGNETIC DEBRIS
NON-ALLOWABLE
CATEGORY 2 OR 3?
NO
RECORD ENGINE
IS DEBRIS
TIME CATEGORY,
CATEGORY 2 BRONZE
TYPE AND ORIGIN
(I.E., IT ORIGINATES IN RGB?) OF DEBRIS
YES
RECORD MODULE
TIME CATEGORY.
TYPE AND ORIGIN OF DEBRIS
C23263D
Page 2-7-41
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
HAS RGB GENERATED DEBRIS WITHIN LAST 400 HOURS (555. NOTE 3)
NO YES
CLEAN AND INSTALL OIL FILTER, HAS QUANTITY OF CURRENT DEBRIS INCREASED OR
CHIP DETECTOR AND STRAINERS IS GEARBOX CONSISTENTLY GENERATING DEBRIS?
YES
NO
REMOVE AND INSPECT CHIP DETECTOR, MAIN OIL CLEAN AND INSTALL CHIP
FILTER AND STRAINERS. IS DEBRIS CATEGORY 2 DETECTOR, MAIN OIL FILTER AND
BRONZE FOUND? STRAINERS
NO I tYES
DRAIN AND FLUSH OIL SYSTEM CLEAN AND INSTALL
MAIN OIL FILTER, CHIP DETECTOR AND STRAINERS.
FILL UP OIL SYSTEM
RETURN ENGINE TO SERVICE AND CHECK CHIP DETECTOR AND MAIN OIL FILTER AFTER 10 HOURS Cont’d on
AND PROVIDING NO DEBRIS IS FOUND, AFTER 50 HOURS (REF. NOTE 2). IF DEBRIS IS FOUND, SEND Sheet 4
TO LABORATORY FOR ANALYSIS
C36863
Page 2-7-42
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NO YES
CLEAN AND INSTALL CHIP DETECTOR, I I WERE THE RESULTS OF THE LAST
MAIN OIL FILTER AND STRAINERS LABORATORY ANALYSIS
BEARING MATERIAL (REF. NOTE 4)
YES NO
Cont’d on Sheet 4
C36864B
Page 2-7-43
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
CONTINUEIN YES NO
SERVICE
YES
REMOVE
ENGINE MAY REMAIN IN
SERVICE. CHECK CHIP
MODULE
CARRY OUT AN ADDITIONAL
DETECTOR AND MAIN OIL
FILTER PATCH CHECK AFTER 10
FILTER STRAINER AFTER
HOURS AND PROVIDING NO
10 HOURS AND IF NO
DEBRIS IS FOUND, AFTER 50
DEBRIS IS FOUND AFTER
HOURS (666. NOTE 2)
50 HOURS (666. NOTE 2)
C36865C
Page 2-7-44
Aug 16/2002
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
A. This section contains a listing of consumable materials required for use in line and
heavy maintenance. Materials are listed in major groups under applicable headings
in Table 2-8-1. Material Safety Data Sheets (MSDS) containing information about Trade
Name, Safety Hazards, Health Hazards, Reactivity, Spill or Leak Procedures, Special
Protection Information, Special Precautions, and Transportation and Labelling are
available from manufacturer. Read prior to using consumable.
2. SPECIFICATIONS
A. Specification numbers which apply to materials listed in Table 2-8-1 are basic numbers
and shall be interpreted to include all revisions and amendments thereto.
A. In some instances, such as for cleaning materials, product names are listed to assist the
operator in identifying product types. These names are representative examples only
and their listing does not exclude the use of equivalent products.
Page 2-8-1
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Page 2-8-2
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Page 2-8-3
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Page 2-8-4
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: For tradenames andmanufacturers, refer to the SPM. Remove the marking ink from the
part before heat treatment process and assembly per SPOP 209.
PWC06-005 Use PWC06-005D
I PWC06-005D
PWC06-023
SprayDiscontiued.
Lubricant, Fluorocarbon
PTFE Release Agent
Ref. MS-122DF
Aerosol
Compound, Antiseize
18598(m),
A0103(s)
1 DD67(m),
Page 2-8-5
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Page 2-8-6
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
I PWC 11-013A
PWC 11-014
CMPSsevitanretla
PWC11-013A, PWC11-049
PWCI1-061
Compound,
52
Carbon
Ref. HDP 2888
Alcohol, Isopropyl
or
Removing 02ERO
A0001(s)
US Fed. TT-I-735 Grade A
PMC 9094
Page 2-8-7
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: As an alternative, use the isopropyl alcohol (PWC11-014), acetone (PWC11-012), Ardrox
Leeder 1064K (PWC11-023), Desoclean 45 (PWC11-025) or Envirosolv 655
(PWC11-005) to replace the MEK solvent. You can also use SPOP 209, refer to SPM,
Chapter 70-21-00.
PWC11-026 Was Solvent
Trichlorethylene
NOTE: As an alternative, use perchlorethylene PWC11-016 to replace trichlorethylene solvent.
PWC 1 1 -027 Solvent, Petroleum A000 1 (s), 361 31
Ref. Stoddard Petroleum Solvent
US AMS 3160
US Fed. P-D-680 Type II
PMC 9001
Page 2-8-8
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
I 129Removr,
Ref. MAG-CHEM
HDL-202 (Liquid)
SPMC
Curing Solution:
910-357;
Solvent
020x 324
PWA568
(CPW268)
PWC15-001 DELETED. Reusable.
The names of any companies provided in Table 2-8-2, as a possible source for required
services supplies, are furnished for information purposes only. Pratt
or Whitney Canada
Corp. does not endorse the work performed or supplies procured from these companies.
Further, Pratt Whitney Canada Corp. does not accept responsibility, to any degree, for
the selection of such companies for such work performed or supplies procured.
The codes given are the Manufacturer’s Commercial AQency of Government Entity (CAGE)
number. A supplier used by Pratt Whitney Canada (P&WC) and Pratt and Whitney
America (PWA), who does not have a CAGE No., is given a SXXXX code by PWA. A supplier
used only by P&WC, who does not have a CAGE No., is given an AXXXX code by P&WC.
Supplier
Code Name/Address
Page 2-8-9
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
A0013 Speedry Products Inc.
Richmond Hill, NJ
USA
Tel.: Not available
Fax: Not available
Page 2-8-10
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
Page 2-8-11
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
A0039 Sermatech Canada Inc.
747 Riddle Avenue
Dorval, Quebec
Canada H9P 1H4
Tel.: (514) 631-2240
Fax: (514) 636-6196
A0040 Sermatech United Kingdom Ltd.
HighHolborn Road
Codnor Gate Industries Estate
Ripley, Derbyshire
United Kingdom DE5 3NW
Tel.: (44)1773-7489261
Fax: (44)1773-512344
A0042 Airworthy Ltd.
Elsted
Midhurst, West Sussex
England GU29 OJT
Tel.: 730-816672
Fax: 730-815607
A0052 Trikon Technologies Inc.
6969 Trans-Canada Highway
Suite 127
Saint-Laurent, Quebec
Canada H4T 1V8
Tel.: (514) 339-5997
Fax: Not available
Page 2-8-12
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
A0083 3M Canada Inc.
PO. Box 5757
Oxford St. E.
London, Ontario
Canada N6A 4T1
Tel.: (519) 451-2500
Tel.: Telex: 064-5886
Fax: (519) 452-6262
Page 2-8-13
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
A0102 Lear Chemical Research Corp.
1285 Brittania Road East
Mississauga, Ontario
Canada L4W 1C7
Tel.: Not available
Fax: Not available
Page 2-8-14
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
A253 Almon Quimico
Wyandotte Corporation
Rio-De-Janeiro
Brazil
Tel.: Not available
Fax: Not available
Page 2-8-15
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
or
Page 2-8-16
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
!’..´•a
Supplier
Code Name/Address
Page 2-8-17
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
0HJT8 Airgas Northeast Inc.
325 McCausland Court
Cheshire, CT
USA 06410
Tel.: (203) 250-6800
Fax: (203) 250-6834
Page 2-8-18
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
02ERO(m) MAG-CHEM
190 Blvd. Industriel
Boucherville
Quebec J4B 2X3
Canada
Tel.: (800) 363 9929
Tel.: (450) 655 1344
Fax: (450) 655 5428
URL: www.magchem.com
02258 Enthone-OMI Inc.
P.O. Box 1900
West Haven, CT
USA 06516-4147
Tel.: (203) 934-8611
Fax: (203) 799-1513
Page 2-8-19
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
05867 Fine Organics Corp.
205 Main Street
PO. Box 687
Lodi, NJ
USA 07644-0687
Tel.: (973) 472-6800 or (800) 526-7480
Fax: (973) 472-6810
E-mail: chembiz@aol.com
Page 2-8-20
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
Page 2-8-21
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
Page 2-8-22
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
Page 2-8-23
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
Page 2-8-24
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
Page .2-8-25
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
39211 Inte~astlnc.
21 Constellation Court
PO. Box 6984
Toronto, Ontario
Canada M9W 1K4
Tel.:
(416) 674-0770
Fax: (416) 674-5804
Page 2-8-26
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
56444 National Chemsearch
245 Orenda Road
Bramalea, Ontario
Canada L6T 1E7
Tel.: (416) 457-5220 or (800) 268-0804
Fax: (416) 457-5220
Page 2-8-27
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
58933 Furon
CHR Division
T F Furon Division
3660 Edison Place
Rolling Meadows, IL
USA 60008-1013
Tel.: (708) 392-8090 or (800) 323-1650
Fax: (708) 392-0403
or
Reverside Drive
East Harfford, CT
USA 06118
Tel.: (860) 569-8297
Fax: Not available
60543 Ryder-Aviall
2075 Diplomat
PO. Box 7086
Dallas, TX
USA 75234
Tel.:(214) 406-2000
Fax: Not available
60773 Alox Corporation
3943 Buffalo Ave.
P.O. Box 517
Niagara Falls, NY
USA 14302
Tel.: Not available
Fax: Not available
Page 2-8-28
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
61158(m) UnifraxCorp.
(The Carborundum Co.)
2351 Whirlpool St.
Niagara Falls, NY
USA 14305-2413
Tel.: (716) 278-3827
Tel.: Canada: (800) 635-4464
Fax: (716) 278-3904
E-mail: www.unifrax.com
Rage 2-8-29
Ai~g 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
70362 DixonTiconderoga Co.
Sandusky Division
1706 Hayes Avenue
PO. Box 2258
Sandusky, OH
USA 44870-4732
Tel.: (419) 625-9545 or (800) 824-9430
Fax: (419) 625-0719
Page 2-8-30
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
I
:i
Supplier
Code Name/Address
75554 Jackson Lea
A unit of Jackson Inc.
75 Progress Lane
P.O. Box 71
Waterbury, CT
USA 06705
Tel.: (203) 753-5118
Fax: (203) 754-3770
76381(m) 3M Company
3M Center
St. Paul, MN
USA 55144-1000
Tel.: (612) 737-6501 or (800) 364-3577
Fax: (612) 737-7117
8E913 Zip-chem Products
A division of ANDPAK-EMA, Inc.
1860 Dobbin Drive
San Jose, CA
USA 95133
Tel.: (408) 729-0291
Fax: (408) 272-8062
Page 2-8-31
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
80703 Saureisen Cements Co.
160 Gamma Drive
Pittsburgh, PA
USA 15238-2920
Tel.: (412) 963-0303
Fax: (412) 963-7620
86459(m) Penreco
138 Petrolia St.
Karns City, PA
USA 16041
Tel.: (800) 245-3952
Fax: (724) 756-1050
Page 2-8-3?
Aug 27/2004.
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Supplier
Code Name/Address
96043 Driaire
26 Fitch St.
P.O. Box 569
South Nonnralk, CT
USA 06856
Tel.: Not available
Fax: Not available
99742 Permacel
Div. of Nitto Penko America
U.S. Highway No. 1
P.O. Box 671
New Brunswick, NJ
USA 08903
Tel.: (732) 418-2400
Tel.: Telex: 6858014 PERMACEL
Fax: (732) 418-2739
Page 2-8-33/34
Aug 27/2004
PA RT
LINE MAINTENANCE
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
1. GENERAL 3-1-1
1. GENERAL 3-2-1
A. Procedure 3-2-1
A. Procedure 3-2-1
A. Procedure 3-2-2
A. Procedure 3-2-5
A. Procedure 3-2-7
A. Procedure 3-2-8
POWER SECTION
9. REMOVAL 3-2-8
A. Procedure 3-2-8
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 3-2-13
A. Procedure 3-2-15
A. Procedure 3-2-18
A. Procedure 3-2-19
A. Procedure 3-2-19
A. Procedure 3-2-21
A. Procedure 3-2-22
A. Procedure 3-2-23
A. Procedure 3-2-25
2
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT FAG E
A. Procedure 3-2-27
A. Procedure 3-2-29
A. Procedure 3-2-29
A. Procedure 3-2-32
A. Procedure 3-2-32
A. Procedure 3-2-32
A. Procedure 3-2-33
A. Procedure 3-2-33
A. Procedure 3-2-33
A. Procedure 3-2-37
3
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. Removal 3-2-39
A. Procedure 3-2-41
A. Procedure 3-2-43
A. Procedure 3-2-49
A. Procedure 3-2-49
A. Procedure 3-2-49
A. Procedure 3-2-51
A. Procedure 3-2-51
A. Procedure 3-2-52
4
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 3-2-52
A. Procedure 3-2-53
A. Procedure 3-2-53
A. Procedure 3-2-55
INLET FAIRING
A. Procedure 3-2-56
A. Procedure 3-2-56
A. Procedure 3-2-57
A. Procedure 3-2-57
5
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 3-2-57
A. Procedure 3-2-59
A. Procedure 3-2-64
A. Procedure 3-2-64
A. Procedure 3-2-66
FUEL PUMP
A. Procedure 3-2-69
A. Procedure 3-2-71
A. Procedure 3-2-72
A. Procedure 3-2-72
6
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT FAG E
A. Procedure 3-2-72
A. Procedure 3-2-74
FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1096 AND PRE-SB1155 ENGINES)
A. Procedure 3-2-74
A. Procedure 3-2-74
FUEL PUMP OUTLET FILTER (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A
ENGINES)
A. Procedure 3-2-76
A. Procedure 3-2-76
FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A
ENGINES)
A. Procedure 3-2-76
A. Procedure 3-2-76
TEMPERATURE COMPENSATOR
A. Procedure 3-2-78
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 3-2-78
A. Procedure 3-2-79
A. Procedure 3-2-81
A. Procedure 3-2-83
A. Procedure 3-2-83
A. Procedure 3-2-88
A. Procedure 3-2-89
OIL FILTER
A. Procedure 3-2-90
A. Procedure 3-2-90
A. Procedure 3-2-91
A. Procedure 3-2-91
8
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SU BJ ECT FAG E
A. Procedure 3-2-91
A. Procedure 3-2-93
A. Procedure 3-2-95
A. Procedure 3-2-95
A. Procedure 3-2-97
A. Procedure 3-2-97
A. Procedure 3-2-97
A. Procedure 3-2-1 00
A. Procedure 3-2-100
A. Procedure 3-2-101
9
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SU BJ ECT PAGE
A. Procedure 3-2-101
A. Procedure 3-2-101
A. Procedure 3-2-101
A. Procedure 3-2-103
A. Procedure 3-2-103
A. Procedure 3-2-1 05
OIL-TO-FUEL HEATER
A. Procedure 3-2-105
A. Procedure 3-2-107
A. Procedure 3-2-1 09
A. Procedure 3-2-1 09
10
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 3-2-111
A. Procedure 3-2-114
A. Procedure 3-2-115
A. Procedure 3-2-115
A. Procedure 3-2-118
A. Procedure 3-2-119
A. Procedure 3-2-120
A. Procedure 3-2-121
A. Procedure 3-2-125
11
PART3 CONTENTS Dec ´•02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT FAG E
A. Procedure 3-2-126
A. Procedure 3-2-128
A. Procedure 3-2-130
A. Procedure 3-2-130
A. Procedure 3-2-131
A. Procedure 3-2-137
A. Procedure 3-2-138
SECTION 3 INSPECTION
1. INTRODUCTION 3-3-1
CONTROL LINKAGE
2. GENERAL 3-3-6
CORROSION
3. GENERAL 3-3-7
12
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEV CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
4. TUBING 3-3-7
A. Procedure 3-3-7
A. Procedure 3-3-7
A. Procedure 3-3-8
ACCESSORIES
A. Procedure 3-3-9
IN-SERVICE INSPECTION
A. Procedure 3-3-11
A. Procedure 3-3-13
A. Procedure 3-3-14
A. Procedure 3-3-15
C. Procedure 3-3-21
13
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
S U BJ ECT FAG E
A. Procedure 3-3-21
A. Procedure 3-3-22
B. General 3-3-22
A. General 3-3-24
B. Procedure 3-3-24
C. Inspection 3-3-25
A. Procedure 3-3-25
A. Procedure 3-3-27
A. Procedure 3-3-35
A. Procedure 3-3-35
Page 14
PART3 CONTENTS Dec 02/2005´•
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SU BJ ECT FAG E
A. Procedure 3-3-50
A. Procedure 3-3-52
A. Procedure 3-3-52
A. Procedure 3-3-56
A. Procedure 3-3-56
B. Checking 3-3-58
T5 THERMOCOUPLE HARNESS, PROBES AND BUS-BAR (PT6A-6/C20, -20, -20A AND -208
ENGINES)
15
PART3 CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 3-3-59
A. Procedure 3-3-60
A. Procedure 3-3-61
A. Procedure 3-3-61
A. Procedure 3-3-63
A. Procedure 3-3-63
A. Procedure 3-3-65
A. Procedure 3-3-66
A. Procedure 3-3-67
16
PART3 CONTENTS Dec 02/20 5Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT FAG E
CHIP DETECTOR
A. Procedure 3-3-72
B. Inspection 3-3-73
FUEL PUMP INLET SCREEN AND OUTLET FILTER (POST-SB1155 AND ALL PT6A-20A
ENGINES)
A. Procedure 3-3-73
B. Inspection 3-3-73
A. Procedure 3-3-74
A. General 3-3-76
D. Overtemperature 3-3-76
E. Overtorque 3-3-77
17
PARTS CONTENTS Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
S U BJ ECT FAG E
A. General 3-3-84
B. Description 3-3-84
PART PART
SECTION FAG E DATE SECTION FAG E DATE
1
PART3 LEP Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PART PART
SECTION FAG E DATE SECTION FAG E DATE
PART PART
SECTION PAGE DATE SECTION FAG E DATE
3
PART3 LEP Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PART
SECTION FAG E DATE
LIST OF FIGURES
FIGURE PAGE
Power Section Rear View and T5 Thermocouple Assembly Figure 3-2-5 3-2-16
Fuel Manifold and Fuel Dump Valve (Typical) Figure 3-2-13 3-2-40
Fuel Manifold Adapter Assembly Leakage Test Fixture Figure 3-2-15 3-2-44
Clearance Checks -Fuel Nozzle Adapter and Sheath Figure 3-2-16 3-2-46
LIST OF FIGURES
FIGURE PAGE
Oil Filter Element, Housing and Bypass/Check Valve Figure 3-2-36 3-2-98
Compressor Turbine Vane Ring Damage (HSI Recommended) Figure 3-3-2 3-3-12
2
PART 3 LIST OF FIGURES Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LIST OF FIGURES
FIGURE PAGE
Acceptable Cracks in Louvered Cooling Ring Seam Weld Figure 3-3-11 3-3-31
Compressor Turbine Vanes (All Models) and Individual Power Turbine Vanes
Figure 3-3-20 3-3-45
Compressor Blades (First Stage Narrow Chord)- Erosion Limits Figure 3-3-22 3-3-53
Compressor Blades (First Stage Wide Chord) Damage Limits Figure 3-3-23 3-3-54
Compressor Blades (First Stage Wide Chord) Erosion Limits Figure 3-3-24 3-3-55
Inspection of Blind Rivets in Gas Generator Diffuser Area Figure 3-3-25 3-3-57
3
PART 3 LIST OF FIGURES Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LIST OF FIGURES
FIGURE PAGE
4
PART 3 LIST OF FIGURES Dec 02/2005Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LIST OF TABLES
TITLE PAGE
TABLE 3-3-6, Power Turbine Vane Ring Inspection (PT6A-20 Post-SB1OG1 and
all PT6A-20A Engines) 3-3-47
1/2
PART 3 LIST OF TABLES Dec 02/20 5Page
PRA~T WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
The special tools and fixtures necessary to carry out Line Maintenance on the PT6 engine
are listed in Table 3-1-1, and illustrated on Figure 3-1-1. Standard tools, which normally form
part of a mechanic’s tool kit, are not included.
Depending upon the geographical location of the operator, requests for the purchase of tools
should be addressed to:
USA:
or
TEL: 860-565-0140 or
TEL: 450-442-5400 or
1-800-3-115-5122 (Canada, USA and International)
FAX: 450-442-5420
Website: http://www.pwctoolingsolutions.com
E-mail: henri.hudon Q pwc.ca or
frank.caruso pwc.ca
Page 3-1-1
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Rasakti Inc.
148 Sylvestre
St-Germain-de-Grantham, Quebec
Canada JOCIKO
Maintenance Level
PWC30044 Puller X
(Replaced by PWC30330)
PWC30046-50 Puller ’X
(Replaced by PWC30046-52)
PWC30046-51 Puller X
(Replaced by PWC30046-57)
PWC30046-52 Puller X
PWC30046-53 Puller X
PWC30046-54 Puller X
PWC30046-57 Puller X
PWC30047 Puller X
(Replaced by PWC30328)
PWC30075 Drift X
PWC30077 Puller X
PWC30099 Plug X
(Replaced by PWC30530)
PWC30111 Protector X
PWC30114-08 Wrench X
PWC30114-09 Wrench X
PWC30128-05 Puller X
Page 3-1-2
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 301~442
PWC30251 Sling X
(Replaced by PWC30338)
PWC30267 Puller X
PWC30270 Fixture X
PWC30298 Drift X
PWC30325 Puller X
PWC30327 Sling X
(Replaced by PWC32327)
PWC30328 Puller X
PWC30330 Puller X
PWC30331 Wrench X
PWC30333 Puller X
(Replaced by PWC30403)
PWC30335 Spreader X
PWC30416 Puller X
PWC30443 Puller X
PWC30444 Puller X
PWC30458 Squeezer X
PWC30499-50 Gage X\
PWC30521 Fixtu re X
PWC30530 Plug X
PWC30556 Puller X
Page 3-1-3
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PWC34941 Wrench X
Page 3-1-4
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TOOL TOOL
NOT NOT
ILLUSTRATED ILLUSTRATED
TOOL
NOT SIMILAR TO
ILLUSTRATED
PWC30046-52
TOOL
NOT
ILLUSTRATED
Page 3-1-5
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TOOL TOOL
NOT NOT
ILLUSTRATED ILLUSTRATED
TOOL
NOT
ILLUSTRATED
Page 3-1-6
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TOOL
NOT I
ILLUSTRATED
TOOL TOOL
NOT NOT
ILLUSTRATED ILLUSTRATED
TOOL I I TOOL
NOT I /Y C~h I I NOT
ILLUSTRATED ILLUSTRATED
o
Page 3-1-7
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TOOL
NOT I
ILLUSTRATED
Page 3-1-8
3un 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TOOL
NOT
ILLUSTRATED
TOOL
~T;
NOT
ILLUSTRATED
Page 3-1-9
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TOOL
NOT
ILLUSTRATED
y‘I
~i:-´• I
P
Special Tool Illustrations
Page 3-1-10
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TOOL
NOT
ILLUSTRATED
PWC50060 PWC70099
TOOL
NOT
ILLUSTRATED
PWC51140 PWC70652
TOOL
NOT
ILLUSTRATED
Page 3-1-11/12
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
A. This section describes the removal and installation of components and accessories
applicable during line maintenance of the engine, but excluding airframe accessories
information. Any accessory which is replaced must be tested (refer to Part 2, Testing).
These instructions are written with the understanding that the standard practices
described in Part 2, Standard Practices, have been read and fully understood.
B. For special tools and fixtures used in removal and replacement procedures, refer to
Section 1, preceding.
2. REPLACEMENT (Pre-SB1227)
A. Procedure
(1) Remove eight bolts and washers that secure the seal retaining ring to the thrust
bearing cover.
(2) Back off the seal retaining ring (Pre-SB1137 engines) or remove both halves of the
retaining ring (Post-SB1137 engines).
(3) Work out the seal element from the cavity, taking care not to damage the cavity,
runner or cover.
(4) Remove the seal element from the shaft by cutting, and discard.
(1) Disconnect the drain tube (if fitted) from the thrust bearing cover (3).
Page 3-2-1
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(2) Remove the eight bolts (7) and washers (6) that secure the oil seal retaining ring
(Pre-SB1 377/Post-SB1390) or ring halves (Post-SB1 377/Post-SB1381) (1) to the
thrust bearing cover (3) and move the retaining ring forward toward the flange, or
remove ring halves.
good condition.
(4) If installed, remove the support ring halves (8, Post-SB1390 only).
(5) Work out the seal element (4) from the cavity, taking care not to damage the cavity,
runner or cover.
(6) Remove the garter spring from the seal element, and remove the garter spring and
seal element from the shaft.
(1) Ensure that the propeller shaft flange and the interior of the retaining ring halves
(Post-SB1137 engines) are free of nicks and burrs. Check the thrust bearing cover
seal cavity for possible damage caused during removal of the old seal.
(2) Moisten the seal element in engine oil and install on the shaft with the Vee-side
facingthe cavity in the thrust bearing cover.
(3) Install a garter spring (see Figure 3-2-1) into the Vee-side of the seal. (See Figure
3-2-2)
(4) Gently press the seal into the cavity in the thrust bearing cover, and work around
with thumb pressure until the seal is correctly seated.
(5) Locate the retaining ring halves (Post-SB1137 engines) on the thrust bearing cover,
with the split line as close as possible to the horizontal plane. Install bolts and
washers. Torque the bolts in a diametrical sequence, 36 to 40 Ib.in., and apply safety
wire.
Page 3-2-2
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
B
IS RIGHT-HANDED).
~-II-$
INSERT NARROW END (RIGHT HAND)
INTO OTHER END
O id ~S´• -t~col
I‘
o,
I‘
Page 3-2-3
Nov 26/2004
PRATT WHliNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
GARTER
/SPRING
i
L-.i
a
za
C)
il~ SEAL
Page 3-2-4
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(1) Make sure that the propeller shaft, flange and retaining ring (1) interiors are clean
and free from nicks and burrs. Check the thrust bearing cover (3), seal cavity, and
runner (5) for possible damage caused during removal of the old seal.
NOTE: If applicable, check sealant (730 RTV) between oil seal runner and
propeller shaft. Replace if necessary.
NOTE: The oil coated plastic material will enable the seal to be slipped over
(3) Moisten the seal element (4) in engine oil and slide it over the flange and onto the
propeller shaft with the Vee recess of the element facing rearward.
NOTE: It is recommended that the new seal be heated in engine oil (93"C (200"F)
max.) for approximately 20 minutes to make the seal more flexible as it is
being stretched over the propeller shaft flange.
(4) Install a garter spring (see Figure 3-2-1) into the Vee recess in the seal element.
(See Figure 3-2-3).
(5) Gently press the seal element (4) into the cavity between the thrust bearing cover
(3) and the runner (5), and work around the seal with thumb pressure until correctly
seated.
(6) If removed, install support ring halves directly over the seal element (Post-SB1390
only).
Page 3-2-5
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1)1 \1 (4~ (1
56 Al
V
GARTER SPRING
,e 8
PRE-SB1377
(PRE-SB1390)
1’ POST-SB1390
2) (4
1 o
VIEW A
1 8
(ALTERNATE CONFIGURATIONS)
GARTER SPRING
GARTER SPRING
POST-SB13n
j I I ol BB~ j!
V
1)(2~ POST-SB1 381
Page 3-2-6
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(7) Ifapplicable (Post-SB1381 only), moisten the felt strip inserts (9) of the oil seal
retaining ring halves, with engine oil.
(8) Install thepreviously slit gasket (2) (Pre-SB1377), over the propeller shaft between
the retaining ring (1) and the thrust bearing cover (3). When a new gasket is
required, slit the gasket (Ref. Pam. 4.,(3) preceding) or install a pre-split gasket
(Post-SB1 377/Post-SB1 381).
(9) Remove the plastic sheeting from the flange and retaining ring (Pre-SB1377) (1),
and secure the retaining ring to the thrust bearing cover (3) with the bolts (6) and
washers (7). Torque bolts 36 to 40 Ib.in. and apply safety wire.
(11) Connect the airframe drain line (if fitted) to the nipple at the 6 o’clock position on
the thrust bearing cover (5).
A. Procedure
(1) Remove the eight bolts and washers securing the seal retaining ring to the thrust
bearing cover.
(2) Back off the seal retaining ring (Pre-SB1137 engines), or remove both halves of the
retaining ring (Post-SB1137 engines).
(3) Remove the seal element using a suitable tool, taking care not to damage the
in the magnesium alloy thrust bearing cover.
cavity
(4) Remove the seal element from the propeller shaft by cutting, and discard.
Page 3-2-7
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Procedure
(1) Ensure that the interior of the retaining ring (Pre-SB1137 engines), or the interior of
the retaining ring halves (Post-SB1137 engines), are free of nicks and burrs. Check
the cavity in the thrust bearing cover for possible damage caused during removal
of the old seal.
(3) Open the seal element sufficiently to install it around the propeller shaft with the
Vee-side of the seal facing the cavity in the thrust bearing cover.
(4) Press the split ends gently into the seal cavity at, approximately, the 9 o’clock
position. Work around with thumb pressure on both sides of the seal until
correctly seated.
(5) Check that the split is lined up and pinched evenly into place.
(6) Slide the retaining ring (Pre-SB1137 engines) up the shaft to bear against the thrust
bearing cover, or install the retaining ring halves (Post-SB1137 engines) on the
thrust bearing cover.
NOTE: When fitting retaining ring halves (Post-SB1137), ensure that split lines do
not line up with split line of oil seal.
(7) Secure the retaining ring to the thrust bearing cover with eight bolts and washers.
Tighten bolts in a diametrical sequence, torque to 36 to 40 Ib.in. and apply lockwire.
POWER SECTION
9. REMOVAL
A. Procedure
(1) Place suitable container under the reduction gearbox and remove drain plug
a
(2) Disconnect pneumatic tube (Py) from power turbine governor, or from propeller
governor on PT6A-20A and -20B engines only.
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MANUAL PART NO. 3015442
(a) PT6A-6A engines: Remove plain nut, bushing, spacer and dowelled bolt (13,
Figure 3-2-43) securing push-pull control front clevis (15) to reversing lever
(12). Detach bracket (23), complete with assembly of linkage, from flange A, by
removing self-locking nuts, washers and bolts.
1 Disconnect clevis rod end (17) from propeller reversing lever (18) and
interconnect rod (16).
1 Remove nuts, washers and bolts securing lifting bracket (10) to flange A.
3 Remove nuts and bolts securing wire rope casing to flange C as applicable,
and suitably support push-pull control rod and wire rope assembly.
1 Disconnect clevis rod end (17) from propeller reversing lever (18) and
interconnect rod (16).
2 Loosen locknut (8) securing push-pull control rod assembly to lifting bracket
(10).
3 Remove bolts and self-locking nuts securing wire rope casing support
brackets to flange C, as applicable.
4 Remove inboard bolt and self-locking nut and loosen outboard bolt and
self-locking nut securing retaining plate (31) to lifting bracket (10).
Swivel retaining plate (31) outward to release front swivel joint (7).
5 Remove push-pull control rod and wire rope assembly from lifting bracket
(10) and suitably support.
(d) PT6A-20A and -20B engines: Disconnect propeller reversing linkage as follows:
(See Figure 3-2-46).
1 Disconnect clevis rod end (12) from propeller reversing lever (29).
1 Disconnect lower end of interconnect rod (14) from propeller governor air
bleed link (31).
3 Remove bolts and self-locking nuts securing wire rope casing to flange C.
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MANUAL PART NO. 3015442
5 Remove inboard bolt and self-locking nut and loosen outboard bolt and
self-locking nut securing retaining plate (26) to lifting bracket (8). Swivel
retaining plate (26) outward to release front swivel joint (19).
6 Remove push-pull control rod and wire rope assembly from lifting bracket
(8) and suitably support.
(5) Attach applicable power section sling. For PT6A-20A engines, using (PWC30037)
for power section with propeller ´•removed. If propeller is installed, use sling
(PWC30338). For PT6A-20B engines, use sling (PWC30038).
(6) Remove bolts securing pressure and scavenge oil transfer couplings to flange C;
remove couplings and forward sections of tubing. Protect center section of
pressure and scavenge oil tubes with plastic caps.
(7) Remove bolts and release T5 terminal block and gasket into gas generator case.
(8) Remove bolts and nuts, at flange C and separate power section assembly from gas
generator case. If
propeller has been removed, install power section in suitable
stand. Remove sling.
(9) Using suitable marking pencil, mark location of split line of interstage sealing ring(s)
with respect to shroud housing.
10. INSTALLATION
A. Procedure
(1) Attach applicable sling (refer to Paragraph 9.,(5) preceding). Raise power section
into position and align offset holes located at 12 o’clock position.
(2) PT6A-6/C20, -20, -20A and -20B engines: Attach new gasket to T5 terminal block
and insert into gas generator case locating terminal block on mounting boss.
NOTE: If required, a light coat of sealant SQ32M may be applied to mating face
of flange C and T5 terminal block and boss prior to assembly.
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MANUAL PART NO. 3015442
(3) Secure terminal block in position with two bolts ensuring that gasket is in proper
position. Tighten bolts, torque to 32 to 36 Ib.in. and apply lockwire.
(4) Pre-SB1078: Install pressure and scavenge oil transfer tubes with new preformed
packings in their respective couplings, and install new preformed packings on
exposed ends of scavenge and pressure tube center sections. Align engine at flange
C and mate power section to gas generator.
(5) Post-SB1078: Install new packing retainers and preformed packings on front
section of pressure oil transfer tube ensuring that concave face of each packing
retainer is toward adjacent preformed packings.
(6) Install bolts (with bolt heads to rear) and self-locking nuts in flange C to secure
power section to gas generator section. Tighten nuts, in diametrical sequence,
and torque 36 to 40 Ib.in. Remove sling from power section.
(7) Install reduction gearbox drain plug or magnetic chip detector, as applicable.
Tighten and torque plug (Ref. No. 184, Fits Clearances), or detector and cover (Ref.
Nos. 200 and 199), and apply lockwire.
(8) Reconnect pneumatic tube (Py) to power turbine governor or propeller governor.
Tighten coupling nut, torque 90 to 100 Ib.in., and apply lockwire.
(a) PT6A-6A engines: Attach bracket (23, Figure 3-2-43) complete with linkage to
flange A, and secure with two bolts, washers and self-locking nuts. T~ghten nuts
and torque 36 to 40 Ib.in. Ensure that lever guide is properly located in slot in
actuating lever and connect front clevis to reversing lever with bushing, spacer,
dowelled bolt and plain nut. Tighten nut, torque 32 to 36 Ib.in., and lockwire
nut and bolt.
(b) PT6A-6B, -6/C20 and -20 (Pre-SB1185) engines: Reconnect linkage in the
following manner. (See Figure 3-2-44).
I Secure lifting bracket (10), complete with linkage, to flange A with bolts and
self-locking nuts. Tighten and torque nuts 36 to 40 Ib.in.
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2 Connect clevis rod end (17) to propeller reversing lever (18) and interconnect
rod (16), with shouldered stud, spacer and castellated nut. Tighten nut,
torque (Ref. No. 599, Table Fits Clearances) and lock with cotterpin.
3 Secure wire rope casing support brackets to flange C with bolts and
self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.
1 Locate push-pull control rod with wire rod assembly front swivel joint (7)
into position in recess in lifting bracket (10). Pivot retaiing plate to retain
front swivel joint (7) in lifting bracket recess.
2 Install inboard bolt and self-locking nut and secure retaining plate (31) to
lifting bracket (10). Tighten and torque nuts 36 to 40 Ib.in.
3 Connect front clevis rod end (17) to propeller reversing lever (18) and
interconnect rod (16), with shouldered stud, spacer and castellated nut.
Tighten nut, torque (Ref. No. 599, Fits Clearances) and lock with
cotterpin.
4 Tighten locknut (8), securing front swivel joint (7) to lifting bracket (10),
torque (Ref. No. 583, Fits Clearances) and lockwire.
5 Secure wire rope casing support brackets to flange C with bolts and
self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.
(d) PT6A-20A and -208 engines: Reconnect propeller reversing linkage as follows:
(See Figure 3-2-46).
1 Locate push-pull control rod, with wire rope assembly, front swivel joint (19)
into position in recess in lifting bracket (8). Pivot retaining plate (26) to
retain front swivel joint (19) in lifting bracket recess.
2 Install inboard bolt and self-locking nut and secure retaining plate (26) to
lifting bracket (8). Tighten and torque nuts 36 to 40 Ib.in.
3 Connect front clevis rod end (12) to propeller reversing lever (29) and
secure with bolt, spacer sleeve and castellated nut. Tighten nut, torque 24 to
36 Ib.in. and lock with cotterpin.
4 Connect propeller governor interconnect rod (14) to governor air bleed link
(31) with bolt, washer and castellated nut. Tighten nut, torque 24 to
36 Ib.in. and lock with cotterpin.
5 r~ghten locknut (20), securing front swivel joint (19) to lifting bracket (8),
torque (Ref. No. 583, Fits Clearances) and apply lockwire.
6 Secure wire rope casing support bracket to flange C with bolts and
self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.
Page 3-2-12
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MANUAL PART NO. 3015442
(10) Check adjustments on reversing linkage. Refer to Paragraphs 100., 101., 103. and 106.,
following.
(12) Carry out power section checks as outlined in Part 2, Table 2-6-4.
11. REMOVAL
(2) Remove ten bolts (23, Figure 3-2-5) securing containment ring (22) at flange D. Do
not remove bolts (5) at 1 and 7 o’clock positions.
(3) Lift containment ring, cut lockwire lacings and release thermocouple harness from
clips (5) on exhaust duct (10).
(4) Cut lockwire facing and release harness from four clips on stater housing (13).
(5) Loosen thermocouple probe retaining nuts (2) using wrench (PWC30114-05) and
withdraw each probe (1) from stater housing (13) with harness still attached to
probe terminals. If further disassembly is not necessary allow containment ring to
rest on flange D.
(6) Individual probes may be removed by holding probe terminals with a 9/32 open end
wrench and removing terminal screws with appropriate Alien wrench.
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MANUAL PART NO. 3015442
16
8
1
15)
io
14
13) (12
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MANUAL PART NO. 3015442
1. T5 Probes
2. Probe Retaining Nuts
3. Double Hexagon Bolts
4. Interstage Sealing Ring(s) (SB1218)
5. Cable Clips
6. T5 Terminal Block
7. Probe Terminals
8. Reinforcing Ring Right Half
9. Flange D
10. Exhaust Duct
11. Bottom Clevis Pin Location
12. Reinforcing Ring Left Half
13. Stater Housing
14. Interstage Baffle
15. Retaining Plates
16. Vanes
12. INSTALLATION
A. Procedure
NOTE: Prior to assembly, ensure all probe and harness contact surfaces have been
cleaned with No. 400 grit abrasive cloth.
(1) Displace containment ring (22, Figure 3-2-5) from its position on flange D and
insert terminal block (6) end of harness assembly under ring and temporarily
secure to exhaust duct (10) with appropriate masking tape.
(2) Locate hamess assembly complete with probes (Pre-SB1212, ten probes:
Post-SB1212, eight probes) on stater housing. Pre-SB1OG1, place one copper washer
on each probe and Post-SB1OG1, place four copper washers or one thick spacer
on each probe, before inserting probes into respective bosses. Apply antiseize
compound (PWC06-023) to the T5 thermocouple threads only, with a small
paintbrush. Do not use engine oil for a lubricant in this area. Tighten each probe
retaining nut and torque (Ref. No. 597, Fits 8 Clearances). Lockwire retaining nuts in
pairs.
(3) Exercising care, lift containment rings and position hamess ring and cable in clips
provided on stater ring and exhaust duct and secure harness and cable to clips
with lockwire lacing.
(4) Post-SB1212: Ensure that plugs are correctly fitted to lower bosses adjacent to
6 o’clock position on stater housing.
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MANUAL PART NO. 3015442
q~e
23
22
21
5
20 3
19 10
11
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24
25
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27
29
28
NOTE
CORRECT LACING OF
DETAIL OF TYPICAL
THERMOCOUPLE PROBESO
HARNESS TO CLIPS
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MANUAL PART NO. 3015442
1. Exhaust Duct
2. T5 Terminal Block
3. T5 Thermocouple Harness
4. Clip
5. Bolt
6. Long Lead
7. Half Rings
8. Clip
9. Clip
10. Clip
11. Thermocouple Probe Assembly
12. Short Lead
13. Stater Housing
14. Interstage Sealing Ring(s) (SB1218)
15. Alumel Bus-Bar
16. Chremel Bus-Bar
17. Screws
18. SealRetaining Plate (Post-SB1102)
19. Bus-BarStraps
20. Power Turbine Vane Ring
21. Socket Head Screw
22. Containment Ring
23. Bolt
24. Alumel Terminal
25. Chromel Terminal
26. Capscrews
27. Coupling Nut
28. Copper Washer
29. Thermocouple Probe
30. Plug (Post-SB1212)
(5) If a new probe is to be installed, ensure that chromel and alumel wire lugs are secured
to their respective terminals on the probe terminal bars. Install and connect probes
as detailed in Subpara. (1) and (5).
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(6) Hold each terminal bar with a 9/32-inch open end wrench and tighten each terminal
screw. Torque (Ref. No. 596, Fits Clearances) and lockwire each screw to
terminal wire.
(7) Secure containment ring (22, Figure 3-2-5) to flange D with ten bolts (23). Tighten
bolts, torque 32 to 36 Ib.in., and apply lockwire.
NOTE: T5 terminal block mounting bolts should be retorqued and lockwired after
engine ground check.
13
(1) With power section removed (refer to Paragraph 11., preceding) and suspended
from appropriate sling or supported on bench with wooden blocks, disconnect
harness leads (6) and (12) from respective terminals on bus-bar, by removing two
socket head screws (21).
(2) Cut lockwire lacings and detach leads from clips (4) and (10) on stater housing
(13).
(3) Remove ten bolts (23) securing containment ring (22) at flange D of exhaust duct.
Do not remove bolts (5) at 1 and 7 o’clock positions.
CAUTION: When lifting containment ring to remove harness, exercise care to prevent
excessive pressure being applied to thermocouple probes and bus-bar.
(4) Lift containment ring (22) sufficiently to clear clip (8) on exhaust duct (1).
NOTE: Using anapproved marker, mark position of harness relative to clip (9). If
a new harness is to be installed, transfer this mark to exact position on
new harness.
(5) Cut lockwire lacings at clips (8 and 9), and remove harness by pulling leads clear of
containment ring.
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MANUAL PART NO. 3015442
(1) Lift containment ring (22) sufficiently to clear clip (8) on exhaust duct.
(2) Install harness(3) by passing leads under containment ring and aligning with clips
(8 and 9). Exercising care to prevent chafing leads, pull outward and locate mark
on harness (refer to NOTE in Paragraph 13., preceding) with clip (9).
(3) Fasten hamess to clips (8 and 9) using safety wire. (See Detail A.)
(4) Fasten containment ring at Flange D with bolts (23). Torque bolts 32 to 36 Ib.in.,
and safety wire bolts (5 and 23).
(7) After installation of power section (refer to Paragraph 10., preceding), carry out loop
and resistance checks as detailed in Inspection, following.
(1) SB1218: Identify relative position of interstage sealing ring(s) (14, Figure 3-2-5)
and mark location of split joint of ring on stater housing (13), using an approved
marker (refer to Part 2, Section 8). Remove ring(s).
(2) With power section removed (refer to Paragraph 9., preceding) and suspended
from appropriate sling, or supported on bench with wooden blocks, disconnect
leads (6 and 12, Figure 3-2-5) of harness (3) from respective terminal on bus-bar.
Cut lacings and release leads from clips (4 and 10). To prevent possible damage,
fold leads over containment ring (22) and temporarily tape to end of harness.
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MANUAL PART NO. 3015442
$35
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MANUAL PART NO. 3015442
(3) Hold probe terminals and remove cap screws connecting bus-bar straps (1 and 3,
Figure 3-2-6) to probes; use 9/64 inch Alien wrench for screws (4) and 7/64 inch
Alien wrench for screws (2).
NOTE: Any looseness of probe terminal bar is cause for rejection of probe.
(4) Remove screws (17, Figure 3-2-5), interstage seal ring retaining plates (18)
(Post-SB1102) and bus-bar, from stater housing (13).
(5) Unscrew probe coupling nuts (27) using wrench (PWC30114-08), and remove
NOTE: SB1061: Note quantity of washers (28) removed for ease of reassembly.
(1) Using No. 400 grit abrasive cloth (PWC05-003), thoroughly clean contact surfaces
of bus-bar terminals and probe terminal bars.
NOTE: Post-SB1212: Ensure plugs (30, Figure 3-2-5) are correctly fitted and
secured in two bosses at 6 o’clock position on stater housing.
(2) Install copper washers (28, Figure 3-2-5) (SB1061) on each probe (29) and insert
probes in respective bosses on stater housing (13). Position terminal bar of probes
parallel to rear flange of stater housing, tighten probe coupling nuts (27) and
torque (Ref. No. 597, Fits 8 Clearances) using wrench (PWC30114-08), and lockwire.
(3) Carefully position bus-bar assembly on stater housing. Align terminal straps (19) with
respective alumel and chromel terminal of probes and secure to stater housing with
five seal retaining plates (18) and screws (17). Tighten screws, torque 22 to
24 Ib.in. and lockwire.
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(4) Connect alumel and chromel straps (3 and 1, Figure 3-2-6) to respective terminal
of probe terminal bar as follows:
(a) Hold each probe terminal in turn using 9/32 inch open-end wrench and secure
each strap of bus-bar to probe terminal bar with appropriate cap screws (4)
and (2).
(b) Using a 9/64-inch Alien wrench for screw (4) and 7/64-inch Alien wrench for
screw (2), tighten screws, torque (Ref. No. 596, Fits Clearances) and
lockwire.
(5) Connect leads (6 and 12, Figure 3-2-5) of hamess (3) to respective terminal of
bus-bar with socket head screws. Tighten screws, torque (Ref. No. 596, Fits
Clearances) and lockwire.
(6) Secure long lead (6) of harness to clips (4) and short lead (12) to clips (10) on
stater housing, by lacing with lockwire. (See Detail B.)
(7) Install interstage sealing ring(s) (14) in original location, noted in Paragraph 15 (a),
preceding.
(8) Carry out heat response check of probes. (Refer to Section 3, following.)
(9) After installation of power section (refer to Paragraph 10. preceding) carry out loop
and resistance checks as detailed in Inspection, following.
I (1) Remove power section and install in stand (Refer to Paragraph 9., preceding.)
(2) Disengage splined lock (5) in turbine retaining bolt (4) using puller (PWC30325), in
following sequence:
(a) Back off puller body (2) until it touches nut on puller screw (1).
(b) Install puller by running puller screw (1) into splined lock (5) until it bottoms.
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MANUAL PART NO. 3015442
(c) Hold puller screw with suitable wrench and run down puller body (2) until
splined lock is in fully disengaged position.
NOTE: Fully disengaged positions can only be determined by ’feel’, i.e. when
splined lock (5) contacts rear face of turbine retaining bolt (4).
1 (3) Break torque (50 to 100 Ib.ft.) on turbine retaining bolt using wrench (PWC30042)
and remove bolt.
(4) Use puller (PWC30330) to release turbine disk snap diameters only. This will be
observed by a drop of the disk and freedom of puller operation. Withdraw disk.
(d) Set drill at slow speed and drill through bolt until drill stop contacts bolt head.
Use cutting oil, andremove debris at regular intervals.
(g) Install injector in CT bolt. Make sure packing seals between injector and bolt
head.
(h) Turn injector knob clockwise, fingertight, to empty injector and flood stubshaft
cavitjl. Maintain pressure in cavity by tightening knob at regular intervals for 5
minutes minimum.
(j) If bolt does not move, repeat steps (f) through (i) until bolt is removed.
(1) Lightly smearsplines of stubshaft and disk, and threaded portion and shoulder of
turbine retaining bolt with lubricant (PWC06-036). Install disk and blade assembly
aligning master splines.
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(2) Use puller (PWC30325) draw splined (5) its disengaged position lock
I n
Figure on 3-2-7. w o to
hs to as
(3) Install bolt(4), with ´•puller in place into centerbore of disk. Tighten and double
torque bolt, (Ref. No. 541, Fits Clearances) using wrench (PWC30042).
Remove puller (PWC30325) and ensure that splined lock is properly engaged.
(1) Remove power section and install in stand (Refer to Paragraph 9., preceding.)
(2) Install wrench (1, PWC30331) at flange C of gas generator case to prevent
compressor turbine disk from rotating.
(3) Insert protector sleeve (3, PWC30336) into centerbore of turbine disk.
1 (4) Use unlocking tool (2, PWC30335) to unlock keywasher at retaining bolt.
(5) Remove unlocking tool and break torque of mounting bolt using a conventional
socket. Remove bolt and keywasher.
I NOTE: DELETED
1 (6) Use puller (PWC30403)to release turbine disk snap diameters only. This will be
observed by a drop of disk and freedom of puller operation. Withdraw disk.
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MANUAL PART NO. 3015442
4.270
DRILL STOP
DRILL BIT
CT BOLT
BUSHING
OIL INJECTOR
PREFORMED PACKING
B
4 CT BOLT
C25663
Removal of CT Bolt
Figure 3-2-8
Page 3-2-26
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MANUAL PART NO. 3015442
(a) Apply sufficient penetrating oil (50% kerosene, 50% engine oil is suitable)
through bolt center hole to flood stubshaft cavity.
(b) Rotate CT several times to let oil reach slots in bolt thread, and let soak for 20
minutes minimum.
(c) Break torque on bolt (50 to 100 Ib.ft.). If bolt does not move, apply sufficient
tightening force to move bolt; then loosen. Repeat tightening/loosening until
bolt is free and can be removed.
(8) Insert compressor turbine disk puller into centerbore of turbine disk and release
turbine disk snap diameters. Withdraw turbine disk and blade assembly from gas
generator case.
NOTE: A drop of the disk or freedom of puller operation will be observed when
the disk snap diameters are released.
(9) Place disk and blade assembly on clean bench and remove puller. Install assembly
in a suitable container.
(1) Lightly smear splines of turbine disk hub with lubricant (PWC06-004). Install bladed
compressor turbine disk on compressor front stubshaft, aligning master splines.
(2) Make sure keywasher is dry and free from burrs. Lightly smear inside of keywasher
with lubricant (PWC06-004). Apply same lubricant to shoulder and threaded portion
of bolt.
NOTE: On mounting bolt (Post-SB1439) make sure axial lubricating hole and
thread slots are clear.
(4) Install wrench (PWC30331) at flange C of gas generator case to prevent compressor
turbine disk from rotating.
(5) r~ghten and double torque mounting bolt, (Ref. No. 541, Fits Clearances) using a
conventional socket wrench.
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I I I Ilil
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MANUAL PART NO. 3015442
1. Wrench (PWC30331)
2. Unlocking Tool (PWC30335)
3. Sleeve Protector (PWC30336)
1 (6) Use locking tool (PWC30458) to lock keywasher and withdraw tool taking care
1 (7) Install power section onto gas generator assembly (Refer to Paragraph 10.,
preceding.)
21. REMOVAL
(2) Remove bolts fastening T4 terminal block to gas generator case and detach
terminal block and gasket.
(3) Release thermocouple wire from three clips on combustion chamber liner.
(4) Remove safety wire and bolts fastening thermocouple harness to compressor
turbine shroud housing. Remove harness assembly.
22. INSTALLATION
(2) Secure T4 harness conduit in three clips provided on combustion chamber liner.
(3) Install T4 terminal block together with gasket on gas generator case and secure with
two bolts. Tighten bolts, torque 32 to 36 Ib.in. and lockwire.
Page 3-2-29
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C599A
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MANUAL PART NO. 3015442
23. GENERAL
3.75 to 3.95 10
3.95 to 4.20 11
4.20 to 4.45 12
4.56 to 4.75 13
4.75 to 5.10 14
5.10 to 5.50 15
5.50 to 5.90 16
5.90 to 6.40 17
6.40 to 6.90 18
6.90 to 7.60 19
8 20
1 9 25
2 10.5 30
3 12 35
5 14 40
7 16 45
10 19 50
20 24 55
30 30 60
40 43 65
50 72 70
60 110 75
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MANUAL PART NO. 3015442
REMOVAL
.(1) Remove two nuts securing T4 trim harness chromel and alumel lead lugs to T4
thermocouple harness terminal block on gas generator case. Remove lugs from
terminal posts.
(2) PT6A-6A and -6B engines: Remove bolt (14), self-locking nut (4) and spacer
securing clamp (1) to clamp (12) on wire rope casing. Slide clamp (I)from probe (8).
(3) PT6A-6 engines: Remove bolt (2), self-locking nut (4) and spacer (10) securing probe
(8) and clamp (9) to bracket (11). Slide clamp (9) off probe.
(4) Remove two bolts (7),. nuts (4) and washer (6) securing probe (8) flange and
support bracket (3, if fitted) to center fireseal.
(5) Remove probe (8) carefully, feeding hamess (5) through center fireseal.
25. INSTALLATION
(1) Feed harness leads (5) forward through respective hole in center fireseal until
probe flange (8) abuts rear face of center fireseal.
(2) Secure support bracket (3) if applicable, and probe flange to center fireseal with
two bolts (7), two nuts (4) and washer (6). Bolt heads must be on rear face of
fireseal. r~ghten nuts and torque 36 to 40 Ib.in.
(3) PT6A-6 engines: Slide clamp (9) onto probe (8) to align with bracket (11) secure to
support bracket (3). Insert spacer (10) between bracket (11) and clamp (9) and
secure spacer and clamp to bracket using bolt (2) and self-locking nut (4). Tighten
and torque bolt 36 to 40 Ib.in.
(4) PT6A-6A and -6B engines: Slide clamp (1) onto probe (8) to align with clamp (12).
Insert spacer between clamps (1) and (12) and secure clamps using bolt (14) and
self-locking nut. Tighten nut and torque 36 to 40 Ib.in.
(5) Install
respective hamess (5) chromel and alumel lugs on respective T4 thermocouple
terminal blockposts and secure with respective self-locking nuts. Tighten large
(alumel terminal) nut and torque 36 to 40 Ib.in. Tighten smaller (chromel terminal)
nut and torque 23 to 26 Ib.in.
A. Procedure
(1) Using Turbine Temperature Indicating System Test Set (Barfield TT1000A, or
equivalent), check resistance across trim harness lugs. Acceptable resistance is
detailed in the Illustrated Parts Catalogue, for each class of trim harness.
Page 3-2-32
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(2) With test set connected to either chromel or alumel wire lugs, and second lead to
trim harness probe cover, check insulation resistance. The minimum acceptable
resistance is 5000 ohms.
27. REMOVAL
A. Procedure
NOTE: If inspection of glow plug bosses indicates damage, dress threads with
0.5625-18 UNF thread tap.
28. INSTALLATION
A. Procedure
(1) Install glow plugs (no thread lubricant is permitted) and gaskets. Tighten plugs and
torque (Ref. No. 562, Fits Clearances).
(2) Connect cables to glow plugs. Tighten cable nuts, torque (Ref. No. 566, Fits
Clearances) and apply lockwire.
(3) Attach electrical connectors to ignition current regulator. Tighten connectors, torque
(Ref. No. 561, Fits Clearances) and apply lockwire.
(4) Install clamps on cables and secure to engine. Tighten clamp bolts and torque 36
to 40 Ib.in.
29. REMOVAL
Page 3-2-33
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
14
11
9 FIRESEAL MOUNT
BRACKET (REF.)
LA
I 9
7
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12
13
SYMBOLS
9 PT6A-6A 6 PT6A-6B ONLY (11) (15) ,~E´•
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io
7
3
SECTION A-A
Page 3-2-34
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Clamp
2. Bolt
3. Support Bracket
4. Self-locking Nuts
5. T4 Trim Harness
6. Washer
7. Bolts
8. T1 Probe
9. Clamp
10. Spacer
11. Bracket
12. Clamp
13. Reversing Cable
14. Bolt
15. Bolt
(2) Disconnect coupling nuts on left and right igniter cables (7 and 8) from respective
spark igniters (1) and ignition exciter (9).
(3) Remove self-locking nuts and bolts and separate loop clamps (3 and 5) from angle
brackets (4 and 2) at center fireseal.
(4) Remove self-locking nuts and bolts and separate loop clamps (10 and 12) from
angle brackets (11 and 13).
(5) Remove self-locking nut and bolt and separate loop clamp (21) from bracket (20) at
P3 boss on gas generator case.
(6) Remove self-locking nut and bolt and separate loop clamp (19) from loop clamp on
fuel tube.
(7) Remove self-locking nut and bolt and separate loop clamp (14) from bracket (22)
on inlet screen.
(8) Remove self-locking nuts and bolts and separate loop clamps (15 and 17), and
brackets (16 and 18) from rear fireseal mount ring.
(9) Remove self-locking nut and bolt and separate loop clamps (6) on igniter cables (7
and 8).
(12) Remove copper gasket from each spark igniter and discard.
Page 3-2-35
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
a
8
DETAIL A DETAIL B
11
i~7D P_
i
13
DETAIL C
DETAIL O
Page 3-2-36
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Spark Igniter
2. Angle Bracket
3. Loop Clamp
4. Angle racket
5. Loop Clamp
6. Loop Clamp
7. Igniter Cable (Left Hand)
8. Igniter Cable (Right Hand)
9. Ignition Exciter
10. Loop Clamp
11. Angle Bracket
12. Loop Clamp
13. Angle Bracket
14. Loop Clamp
15. Loop Clamp
16. Angle Bracket
17. Loop Clamp
18. Angle Bracket
19. Loop Clamp
20. Angle Bracket
21. Loop Clamp
22. Angle Bracket
30. INSTALLATION
(2) Using a small paintbrush, apply antiseize compound (PWC06-023) only to spark
igniter threads.
(3) Install spark igniters in bosses at 4 o’clock and 8 o’clock positions on gas generator
case. Tighten igniters and torque (Ref. No. 562, Table Fits Clearances).
(4) Assemble igniter cables (7 and 8) between center and rear fireseal mount rings,
passing cable ends through respective holes in mount rings. Pull cables through
until cable flanges bear against mount rings.
Page 3-2-37
Nov 26/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(5) Position angle brackets (16 and 18), on front face of each cable flange, left hole,
position. Secure each bracket and cable flange to rear fireseal mount ring with two
bolts and self-locking nuts. Tighten nuts, torque 36 to 40 Ib.in.
(6) Position angle brackets (4 and 13) on rear face of center firesealmount ring against
cable flanges. Secure brackets and cable flanges to mount ring with two bolts and
self-locking nuts. Tighten nuts, torque 36 to 40 Ib.in.
(7) Connect coupling nuts at end of igniter cables (7 and 8), to respective spark igniters
(1) and
ignition exciter (9). Screw couplings on to mating threads by hand, making
sure that no binding occurs between coupling nuts and cables. Tighten coupling
nuts and torque (Ref. No. 566, Table Fits Clearances). Secure coupling nuts at
ignition exciter with lockwire.
(8) Secure loop clamps (6) on cables (7 and 8) with bolt and self- locking nut. Tighten
nut and torque 36 to 40 Ib.in.
(9) Secure loop clamps (15 and 17) on cables (7 and 8) to angle brackets (16 and 18)
with bolts and self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.
(10) Secure loop clamp (19) on cable (8) to loop clamp on fuel pressure tube, with bolt
and self-locking nut. Tighten nut and torque 36 to 40 Ib.in.
(11) Secure loop clamp (21) on cable (8) to angle bracket (20) with bolt and self-locking
nut. Tighten nut and torque 36 to 40 Ib.in.
(12) Secure loop clamp (14) on cable (7) to bracket (22) on air inlet screen with bolt and
self-locking nut. Tighten nut and torque 36 to 40 Ib.in.
(13) Secure loop clamps (3 and 12)to brackets (4 and 13) with bolts and self-locking
nuts. Tighten nuts and torque 36 to 40 Ib.in.
(14) Secure loop clamps (5 and 10) to angle brackets (2 and Il)with bolts and
self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.
Page 3-2-38
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(3) Disconnect fuel delivery tube (10) at dump valve elbow (9).
(4) Remove attachment bolts and lockplates from inlet manifold adapter (3) located at
6 o’clock positiongas generator case and each adjacent manifold adapter (11).
on
Remove fuel manifold transfer tubes (4).
(5) Remove fuel dump valve and inlet fuelmanifold adapter as an assembly.
(6) Loosen locknut on fuel dump valve connection and remove dump valve from inlet
manifold adapter.
NOTE: Unless glow plugs or spark igniters remain installed, do not attempt to
remove all fuel manifold adapter assemblies at any one time, since seven
of the assemblies serve to locate the combustion chamber liner and
alignment problems may be encountered at reassembly.
(7) Remove bolts and lockplates from remaining fuel manifold adapters and withdraw
transfer tubes and adapters.
(8) Remove sheath from each manifold adapter using puller (PWC30416), as
Page 3-2-39
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
2)(3)(4
lc0
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C76B
Page 3-2-40
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Procedure
(1) When fuel nozzle replacement is necessary, the fuel manifold adapter assembly
must be pressure-tested before installation. Test fuel manifold adapter assembly
for leakage as follows:
(a) Lubricate adapter, nozzle assembly and new tabwasher with fuel and install
fuel nozzle with tabwasher in fuel manifold adapter; tighten and torque 45 to
50 Ib.in. (Ref. No. 550, Fits Clearances).
(b) Install fuel manifold adapter assembly in test fixture (PWC30270) (See Figure
3-2-15).
NOTE: Use one blanking plug (PWC30099) when pressure testing inlet
manifold adapter.
(c) Connect supply line of clean, dry, compressed air or nitrogen, to test fixture
and pressurize to 500 psig.
(e) Ifleakage test is satisfactory, remove assembly from test fixture and lock
keywasher over fuel nozzle.
Page 3-2-41
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
r$
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C974
Page 3-2-42
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
39. INSTALLATION
CAUTION: TAKE EXTREME CARE WHEN HANDLING FUEL NOZZLES AND SHEATHS.
WEAR CLEAN, LINT-FREE, CO~TON GLOVES WHILE HANDLING
COMPONENTS; FINGERPRINTS LEFT ON ORIFICE MAY PRODUCE A
POOR SPRAY PATTERN.
CAUTION: ENSURE THAT THE SHEATH FOR THE NO. 8 FUEL NOZZLE IS ´•NOT USED
IN ANY OTHER POSITION. THE LOCATING HOLE IS PECULIAR TO THE
NO. 8 FUEL NOZZLE ONLY.
(1) Install sheaths on fuel manifold adapters ensuring that locating pins engage hole in
sheaths.
NOTE: Primary fuel manifold adapters are identified by a single weld blob on the
larger mounting flange. Other weld blobs appearing on the knuckle section
of the adapters should be ignored.
(2) Using feeler gage, check circumference gap between fuel manifold adapters and
sheaths, maximum gap allowed is 0.003 inch (See Figure 3-2-16). Larger gap
suggests one or both parts are distorted. Return parts for repair as necessary.
(4) Assemble fuel dump valve coupling (6) together with new preformed packing to dump
valve (7). Torque nut 40 to 65 Ib.in.
(5) Assemble nut (5), new packing retainer and new preformed packing, on coupling,
and insert into fuel inlet manifold adapter (3) (Ref. No. 650, Table Fits
Clearances).
(6) Assemble fuel line elbow (9) and nut (8), together with new packing retainer and
preformed packing, to dump valve (7) (Ref. No. 650, Table Fits Clearances).
Torque locknut 38 to 40 Ib.in.
(7) Install assembled manifold adapter and dump valve, complete with new gasket, on
(a) Pre-SB1276: Install bolts and torque 32 to 36 Ib.in. (Ref. No. 658, Fits 8
Clearances); donot safety wire at this stage.
Page 3-2-43
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
C214A
Page 3-2-44
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Hose Assembly
2. Test Fixture
3. Set Screw (Part of Fixture)
4. Adapter and Nozzle
Assembly
5. Plastic Pad (Part of Fixture)
6. Torque Screw (Part of Fixture)
CAUTION: TO AVOID POSSIBLE FAILURE OF STAINLESS STEEL GASKETS
(POST-SB1276), IT IS ADVISABLE TO SLIDE THE GASKET OVER
THE SHEATH, CAREFULLY ALIGN HOLES AND INSERT BOTH
BOLTS. THE WHOLE ASSEMBLY CAN THEN BE MATED WITH THE
PADS ON THE GAS GENERATOR CASE, THUS AVOIDING ANY
ATTEMPT TO LEVER THE GASKETS INTO ALIGNMENT WITH THE
BOLTS.
(b) Post-SB1276: Install two bolts and torque 15 to 20 Ib.in., then retorque 32 to
36 Ib.in., in same sequence without loosening, then apply safety wire.
(c) Insert fuel transfer tubes (4), complete with new preformed packing on each
end, into manifold adapters. Assemble fuel manifold adapters together with
interconnecting fuel transfer tubes in original positions. Secure each adapter with
lockplate and two bolts.
(d) Pre-SB1276: Torque bolts 32 to 36 Ib.in. (Ref. No. 658, Table Fits Clearances).
NOTE: Some early engines may be equipped with manifold adapters having
equal diameter bores at each end and transfer tubes having equal
O.D. at each end. These adapters should be assembled as shown on
Figure 3-2-18. Later engines have adapters with different diameter
bores at each end, with transfer tubes to suit. These adapters can only
be assembled as shown on Figure 3-2-17. The two types are
interchangeable on the basis of one new transfer tube for a comparable
quantity of like parts of the older type.
NOTE: Do not safety wire bolts at this stage as they must be retorqued after
engine ground check.
(g) Connect fuel delivery tube (10) to fuel line elbow. Torque nut 90 to 100 Ib.in.
and safety wire.
(h) Install cables to glow plugs or spark igniters, as applicable, torque coupling
nuts (Ref. No. 566, Table Fits Clearances).
Page 3-2-45
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
ADAPTER
MAX. ALLOWABLE
GAP 0.003 INCH
AT ANY POSITION
SHEATH
ADAPTER
Ili~i _
MAX. ALLOWABLE
GAP 0.001 INCH
AT ANY POSITION
METAL GASKET
SHEA
C41914
Page 3-2-46
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FUEL MANIFOLD
ADAPTER ASSEMBLY
LOCKING
PLATE FUEL MANIFOLD
TRANSFER TUBE
GASKET
GAS GENERATOR
CASE ASSEMBLY
COMBUSTION CHAMBER
LINER ASSEMBLY
FUELNOZZLE
FUELNOZZLE
SHEATH
Page 3-2-47
Nov 26/2004
PRATT WHITfVEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
GASKET
GAS GENERATOR
CASE ASSEMBLY
2~
COMBUSTION CHAMBER
LINER ASSEMBLY
FUEL NOZZLE
FUEL NOZZLE
SHEATH
Page 3-2-48
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(i) Pre-SB1276: Retorque manifold adapter bolts 32 to 36 Ib.in. (Ref. No. 653,
Table Fits Clearances) and safety wire after applicable engine ground
check (Ref. Part 2, Section 6).
34. REMOVAL
(1) Remove two bolts (12) securing front drain valve assembly to gas generator case.
(3) Remove retaining ring and withdraw valve and valve spring.
35. INSTALLATION
NOTE: To eliminate possibility of leakage after assembly, drain valves shouldbe lapped
lightly in drain valve bodies using lapping compound, Clover 2A (PWC05-019).
Remove all traces of lapping compound by washing valves and bodies
thoroughly in petroleum solvent, AMS3160 (PWC11-027).
(1) Assemble valve and valve spring to each valve body and secure with retaining ring.
(2) Install front and rear drain valve assemblies (1) together with gaskets to gas
generator case bosses. Secure with bolts (12), tighten, torque 32 to 36 Ib.in. and
lockwire.
NOTE: Valve mounting bolts should be retorqued and lockwired after engine
ground check.
36. REMOVAL
(2) Remove fuel manifold transfer tubes, fuel manifold adapters and fuel dump valve.
(Refer to Paragraph 31., preceding.)
(3) Remove ignition glow plugs (Pre-SB1429) or spark igniters (Post-SB1429) (Refer
to Paragraph 27. or 29., preceding.)
Page 3-2-49
Nov 26/2004
PRATT WHITNEY CANADA
NIAINTENANCE MANUAL
MANUAL PART NO. 3015442
1) 12
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Page 3-2-50
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(4) On PT6A-6 Series engines, detach T4 thermocouple harness terminal lead from clips
on combustion chamber liner.
37. INSTALLATION
A. Procedure
(1) Insert combustion chamber liner into gas generator case and install two glow plugs
(Pre-SB1429) or spark igniters (Post-SB1429) (Refer to Paragraph 28. or 30.,
preceding).
NOTE: The ignition plugs and the inner and outer exit ducts will align the liner
prior to installation of the fuel manifold adapters.
(2) Install fuel dump valve, fuel manifold adapter assemblies, and fuel transfer tubes
(Refer to Paragraph 33., preceding).
38. REMOVAL
A. Procedure
(3) Remove nut and washer and withdraw governor from mounting pad on Nf
tachomete r-generator.
Page 3-2-51
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
INSTALLATION i)
A. Procedure
NOTE: It is important to ensure that all solid pneumatic lines are properly and correctly
fitted before the coupling nuts are tightened. The coupling nuts should be
seated without the use of tools, i.e., finger tight, before torquing. The installation
of any pipe brackets should not distort the pipe in any way.
(2) Lubricate shaft with lubricant (PWC04-004) and install tachometer-generator, taking
care not to damage threads on studs.
(3) Lubricate shaft lightly with lubricant(PWC04-004) and install Nf governor. Secure
with four washers and self-locking nuts. Tighten and torque 75 to 85 Ib.in.
(4) Connect governor pneumatic tube to union on governor, tighten nut, torque 90 to
100 Ib.in. and apply lockwire.
(5) dn engines not equipped with reversing system, ensure that govemor lever is
lockwired in maximum speed position.
(6) On engines equipped with reversing system, connect reversing linkage at governor
control arm and secure with castellated nut and bolt. Tighten nut, torque (Ref.
No. 599, Fits 8 Clearances) and install cotterpin.
(7) Connect electrical fitting, torque (Ref. No. 561, Fits 8 Clearances) and apply
lockwire.
40. REMOVAL
(1) Disconnect cockpit control lever linkage from speed adjusting lever (6) on propeller
governor.
(3) Disconnect reversing lever (8) from Beta control valve (7) by removing cotterpin,
washer, sleeve bushing and straight pin.
(4) Disconnect interconnect rod (2) from air bleed link (3) by removing cotterpin,
castellated nut, washer and bolt.
(5) Remove reversing lever (8) from fork end of push-pull contr~l linkage (1) by
removing cotterpin, castellated nut, spacer and bolt.
Page 3-2-52
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
INSTALLATION
NOTE: It is important to ensure that all solid pneumatic lines are properly and correctly
fitted before the coupling nuts are tightened. The coupling nuts should be
seated without the use of tools, i.e., finger tight, before torquing. The installation
of any pipe brackets should not distort the pipe in any way.
(1) Install gasket over studs on governor mounting pad on reduction gearbox. Ensure
that raised side of screen faces upward.
(2) Install govemor and secure with four plain washers and self-locking nuts. Tighten
nuts and torque (Ref. No. 186, Fits Clearances), using wrench (PWC30114-09).
(3) Connect reversing lever (8) to Beta control valve (7) with sleeve bushing, straight
pin and washer. Lock with cotterpin.
(4) Connect reversing lever to fork end of push-pull control linkage (1) with bolt, spacer
and castellated nut. Tighten nut, torque 24 to 36 Ib.in., and lock with cotterpin.
(5) Connect interconnect rod (2) to air bleed link (3) with bolt, washer and castellated
nut; Tighten nut, torque (Ref. No. 599, Fits 8 Clearances), and lock with cotterpin.
(6) Connect Py pneumatic tube (5) at governor (4). Tighten coupling nut, torque 90 to
100 Ib.in., and lockwire.
(7) Connect cockpit control lever linkage to governor speed adjusting lever (6).
42. REMOVAL
A. Procedure
(1) Remove self-locking nuts, washers and bolts securing screen flanges at 6 o’clock
position
I)
Page 3-2-53
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
3) (4
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C494B
Page 3-2-54
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Key to Figure.3-2-20
43. INSTALLATION
A. Procedure
NOTE: If fine mesh screen (Pre-SB1056) is to be installed ensure that inlet fairing
halves are not fitted.
(1) Apply thin film of compound (PWC09-003) to rubber rims of air inlet screen.
(2) Before installing screen, inspect inlet area and inlet fairing sealing strips as detailed
in Inspection.
(3) Carefully install air inlet screen around inlet area. Locate mating flanges at 6 o’clock
position.
(4) Secure flanges with three bolts, washers and self-locking nuts. Tighten nuts and
torque 12 to 15 Ib.in.
(5) Ifinstalling new screen, check unstressed flange gap clearance (0.000 to 0.150
inch). If gap exceeds measurement, install spacers as required (Ref I.P.C.,
Post-SB11S1).
NOTE: Ensure ignition cable support bracket is installed at center bolt location
during assembly.
Page 3-2-55
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
INLET FAIRING
44. REMOVAL
A. Procedure
(1) On Post-SB1056 and all PT6A-20A engines, remove inlet fairing halves as follows:
(b) Remove six bolts and washers securing inlet fairing halves to mounting bracket
assemblies attached to compressor inlet case.
(c) Remove four self-locking nuts, washers and bolts securing upper and lower
inlet fairing halves at mating flanges. Remove fairing halves.
45. INSTALLATION
(1) Install upper and lower inlet fairing halves in inlet area, with mating flanges at the
approximate horizontal centerline.
(2) Secure mating flanges with four bolts, washers and self-locking nuts. Do not tighten
nuts at this stage.
(3) Locate fairing halves on mounting bracket assemblies and secure with six bolts and
washers. Tighten bolts and torque 32 to 36 Ib.in.
46. REMOVAL
A. Procedure
(1) Remove fine mesh air inlet screen (Refer to Paragraph 42., preceding).
(2) Rotate pin fasteners 90 degrees to release upper heat shield assembly from lower
heat shield assembly.
Page 3-2-56
Nov 26/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(3) Remove bolts and washers securing upper and lower heat shield assemblies to gas
generator case.
(4) Remove heat shield assemblies and remove gaskets from lower assembly.
47. INSTALLATION
A. Procedure
(1) Install new gaskets on lower heat shield assembly horizontal mating flanges.
(2) Install upper and lower heat shield assemblies on gas generator case, with mating
flanges at approximate horizontal centerline. Align flanges of both assemblies and
secure by engaging pin fasteners and turning through 90 degrees.
(3) Align heat shield mating flange with gas generator mounting bosses and secure
with bolts and washers. Tighten bolts and torque to 32 to 36 Ib.in.
(4) Install fine mesh air inlet screen (Refer to Paragraph 45. preceding).
46. REMOVAL
(3) Remove two hold-down bolts and plain washers at flanged elbow.
(4) Remove two bolts and plain washers securing bleed valve to gas generator case.
(5) Withdraw bleed valve complete with transfer tube and flanged elbow from case.
Remove gasket.
(6) Remove transfer tube and elbow. Remove preformed packings from tube and base
of bleed valve.
Page 3-2-57
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
I
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~II
C830B
Page 3-2-58
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(a) Remove four slotted screws (1) and washers (2) and remove cover assembly
(3) from housing (14).
(c) Remove cotterpin (13), castellated nut (12) and washers (11), and separate
assembly. Discard diaphragm (7) and seal washer (5).
(a) Install new seal washer (5) on guide pin bolt (4) followed by retainer (6).
(b) Lightly coat top outer circular surface of piston (8) with compound (PWC09-003).
(c) Locate rubber side of new diaphragm (7) to contact retainer (6) on guide pin
bolt, followed by piston (8). Ensure diaphragm is evenly contoured between
retainer and piston.
(d) Install sleeve (9) and support plate (10) on guide pin bolt.
(e) Secure assembly with two washers (11) and castellated nut (12). Tighten nut,
torque (Ref. No. 950, Fits Clearances) and lock with cotterpin (13).
(f) Lightly coat mounting face of housing (14) with compound (PWC09-003).
(g) While holding skirt firmly on housing, push piston up and down to ensure
(h) Lightly coat mounting face of cover assembly’(3) with compound (PWC09-003).
(i) Install assembly on housing, mate guide pin to bolt (4) on piston
cover
assembly align mounting holes. Ensure diaphragm skirt is well seated and
and
secure cover fingertight with four washers (2) and slotted screws (1). Insert
bleed valve mounting bolts (15) in respective holes to ensure cover is centralized.
(j) Check movement of piston for full and free travel, then tighten slotted screws (1).
Torque16 to 20 Ib.in.
(a) Remove four slotted screws and washers (2) and remove cover assembly (3)
from housing (15).
(c) Remove cotterpin (13) and castellated nut (14), and separate assembly.
Discard diaphragm (7).
Page 3-2-59
Nov 26/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
U
3
RUBBER SURFACE
10
12
(Pre-SB1414) C6227A
Page 3-2-60
Nov 26/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Slotted Screw
2. Washer
3. Cover Assembly
4. Guide Pin Bolt
5. Seal Washer
6. Retainer
7. Diaphragm
8. Piston
9. Sleeve
10. Support Plate
11. Washers
12. Castellated Nut
13. Cotterpin
14. Valve Housing
15. Valve Mounting Bolt
(a) Install retainer (5) on guide pin bolt (4), followed by washer (6).
NOTE: If dimension between shoulder and nearest full thread is greater than
1.525 inches, guide pin bolt must be replaced (Ref. Post-SB1413).
(b) Lightly coat outer circular surface of piston (8) with compound, (PWC09-003).
(c) Locate fabric side of new diaphragm (7) on piston (8), ensuring holes are
centrally aligned. Use washer (6) if necessary to achieve this. Press area to
provide an even and smooth bond between diaphragm and piston.
(d) Exercising care to provide an even contour, fold diaphragm over piston to
expose rubber surface as shown in Detail A.
(e) Install assembly of diaphragm on guide pin bolt (4), with rubber side of
diaphragm seated on retainer (5). Check for correct seating of washer (6).
(f) Lightly coat flat end of sleeve (9) with compound, (PWC09-003).
(g) Install sleeve guide pin bolt, coated end to piston, followed by one washer
on
(10), support plate (11), second washer (10) and spacer (12). Ensure spacer
(12) is assembled with large diameter flange facing washer and support plate
(11). Secure assembly with castellated nut (14). Tighten nut, torque (Ref.
No. 950, Fits 8 Clearances) and lock with cotterpin (13).
(h) Lightly coat mounting face of housing (15) with compound, (PWC09-003).
Page 3-2-61
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
2 1 I I I n CY /1C-~ 8
i 10
RETAINER RUBBER ~3
SURFACE
11
j
10
;I L1 I
PISTON 12
DIAPHRAGM
FABRIC
SURFACE
ii 6
7
8
O
:i
.i
i´•-´•:~´•:
i.ii.X,
a..
(Post-SB1414) C6223
Page 3-2-62
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Slotted Screw
2. Washer
3. Cover Assembly
4. Guide Pin Bolt
5. Retainer
6. Washer
7. Diaphragm
8. Piston
9. Sleeve
10. Washers
11. Support Plate
12. Spacer
13. Cotterpin
14. Castellated Nut
15. Housing
16. Valve Mounting Bolt
(j) While holding skirt firmly on housing, push piston up and down to ensure
(k) Lightly coat mounting face of cover assembly (3) with compound, (PWC09-003).
(I) Install assembly on housing; mate guide pin on cover with guide pin
cover
bolt in piston assembly, and locating pin in housing with related hole in
cover. Ensure diaphragm skirt is well seated and secure assembly fingertight
with four washers (2) and slotted screws (1). Insert valve mounting slotted screws
(16) in respective holes to ensure cover is centralized.
(m) Check movement of piston for full and free travel, then tighten bolts (1). Torque
(Ref. No. 967, Fits Clearances) and lockwire in pairs. Remove bolts (16).
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
51. INSTALLATION i)
A. Procedure (See Figure 3-2-21)
CAUTION: KEEP THE COMPRESSOR INLET AREA CLEAR OF ALL FOREIGN OBJECTS
THAT COULD BE INGESTED BY THE ENGINE AND CAUSE SERIOUS
INTERNAL DAMAGE.
NOTE: 1. Prior to installation, the bleed valve must be pressure checked as detailed in
Part 2, Troubleshooting.
NOTE: 2. When the compressor bleed valve has been stored for a period exceeding 24
months, the valve must be returned to an approved service facility for
retesting and calibration.
(1) Install new preformed packings on base of bleed valve and both ends of transfer
tube. Install tube and elbow in bleed valve port.
(3) Ensure that valve piston is free to travel, then install bleed valve assembly on gas
generator case.
(4) Secure bleed valve to case with two bolts and plain washers. Do not tighten bolts
at this stage.
(5) Secure flanged elbow to gas generator case with two bolts and plain washers.
Tighten bolts, torque 32 to 36 Ib.in., and lockwire.
(7) On PT6A-6A engines incorporating winterized heat shield, install upper heat shield
assembly (Refer to Paragraph 47., preceding.)
52. REMOVAL
NOTE: If the FCU is to be stored off the engine, prepare the FCU for short or long
term storage (Ref. STORAGE) after removal is complete.
(3) Install dust caps over ends of all tubes and fittings.
(4) Disconnect FCU rod by removing castellated nut, washer and bolt.
Page 3-2-64
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PREFORMED PACKING
F.C.U.
FUEL PUMP
DRIVE COUPLING
C618A
Page 3-2-65
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(6) Remove mounting nuts and washers which secure FCU to fuel pump. Withdraw
pump and retain coupling.
53. INSTALLATION
NOTE: When a replacement FCU is being installed, check the length of storage and
do reconditioning after storage (Ref. STORAGE).
(1) Install new preformed packing in bypass port recess of fuel pump mating flange.
removal, or which was installed under the shipping plate on a new pump,
such packing must be removed and a new preformed packing of
correct part number installed.
(2) Clean FCU and fuel pump drive shafts thoroughly with petroleum solvent
(PWC11-027). Ensure solvent does not enter FCU bearings.
(a) For engines with fuel pump P/N 4V146R002, ensure that the deeper counterbore
of the coupling is facing toward the FCU.
(b) For engines with fuel pump P/N 4V146R100 or 4V146R101, ensure that the
counterbored end of the coupling is facing toward the FCU. (See Figure
3-2-24).
(c) For engines with fuel pump P/N 024800-101B, 024800-104 or 025323-101, the
coupling has a male and female end and can only be installed in one position.
(4) Install FCU on fuel pump. If necessary, rotate drive shaft to ensure proper
engagement of coupling splines. Secure with self-locking nuts, tighten and torque 75
to 85 Ib.in.
(5) Connect fuel inlet and outlet hose couplings at FCU. Tighten coupling nuts, torque
170 to 200 Ib.in. for inlet and 90 to 100 Ib.in. for outlet and safety wire.
(6) Connect Py and Pr pneumatic tube couplings at FCU. Torque coupling nuts 65 to
75 Ib.in. and safety wire.
(7) On engines equipped with reversing mechanisms, connect FCU control rod to FCU
control arm with bolt, washer and castellated nut. Torque 12 to 18 Ib.in. and secure
with cotterpin.
Page 3-2-66
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
54. STORPIGE
A. Preservation of FCU
(a) Fill the fuel section of the FCU with calibrating fluid (PWC03-002) filtered
through a 10 micron filter.
(b) Install caps and plugs in all ports of the fuel section of the FCU.
(c) Check the security of all caps and plugs in all ports of the air section of the
FCU to prevent the entrance of dirt or other contaminates.
(e) Refer to Para. C., Packaging and Shipping, for protection from dirt and other
contaminants.
(f) Every ten days, check the fluid level in the fuel section of the unit and refill as
necessary.
(b) Fill the fuel section of the FCU with preservative oil (PWC05-077) filtered
through a 10 micron filter.
NOTE: Tip the FCU as necessary to make sure that a complete film of oil
goes into all ports and passages of the fuel section of the unit.
(c) Drain the excess oil as required and install caps and plugs in all ports of the
fuel section of the unit.
(d) Check the security of all caps and plugs in all openings of the air section of the
FCU to prevent the entrance of dirt or other contaminates.
(f) Refer to Para. C., Packaging and Shipping, for protection from dirt and other
contaminants.
Page 3-2-67
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
CAUTION: DO NOT PERMIT FUEL OR OIL TO ENTER THE DRIVE BODY CAVITY OR
ANY AIR PRESSURE PORTS.
CAUTION: DO NOT ATTEMPT TO REPLACE ANY LOCKWIRE SEAL UNTIL THE FCU
HAS BEEN CHECKED TO BE CERTAIN THAT CALIBRATION OR OPERATION
HAS NOT BEEN EFFECTED.
(1) Inspect all lockwire and lockwire seals. Replace broken lockwire after checking the
torque value of nuts, plugs, caps or screws that were lockwired.
(2) Return the unit for recalibration if any lockwire seal indicates tampering or if the
lockwire is broken.
(3) For units in storage three years or less, remove the plugs and drain preservation
fluid prior to the return to service. No further action is required.
(a) For units in storage three years or more but less than six years, ship the unit to
an approved overhaul facility (Ref. Step (6)) for the following:
(a) For units in storage more than six years, ship the unit to an approved overhaul
facility for reconditioning.
(b) For units engines that are inactive for more than six months and that are
on
notpreserved, remove the FCU from the engine (Ref. Removal/lnstallation)
and ship the unit to an approved overhaul facility for reconditioning.
(1) When the FCU is to be shipped or stored, prepare the unit as follows:
(a) Make sure that all shipping plugs and caps are secure.
Page 3-2-68
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(b) Place the FCU (2) on the shipping base (5) and secure with bolts (4).
(c) Put the power lever (6) in position and secure with lockwire (3) as shown to
prevent movement during storage or shipping.
(d) Put the FCU and stand into a moisture and vapor proof container or plastic bag
and seal the opening. Attach atag to the unit indicating the date of storage.
FUEL PUMP
55. REMOVP~L
A. Procedure (See Figure 3-2-24)
(3) Install dust caps over ends of all lines and fittings.
(4) Remove nuts and washers securing fuel pump to accessory gearbox housing.
Withdraw fuel pump.
Page 3-2-69
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FUEL
OUT
12
FUEL
OUT
FUELIN 3
C88316
Page 3-2-70
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
56. INSTALLATION
(1) Install
gasket over studs on fuel pump mounting pad on accessory gearbox
housing.
(2) Apply a thin film of engine oil to splines of fuel pump drive, ensuring that hole in
gearshaft centerbore is clear, and teflon insert is installed. Ensure drive splines
align and mesh correctly with intemally splined gearshaft. Secure assembly to
accessory gearbox housing with three plain washers and self-locking nuts. Tighten
nuts and torque 75 to 85 Ib.in.
NOTE: 1. Some engines prior to serial number PCE20172 do not have the oil mist
lubrication hole in gearshaft centerbore. For these engines, apply
lubricant (Plastilube No. 3) sparingly to splines. For all other engines, all
traces of grease should be removed from both the coupling and bore
of gearshaft, then lubricated with a thin film of engine oil.
NOTE: 2. On Post-SB1165 and all PT6A-20A engines, oil mist lubrication hole in
gearshaft centerbore is larger in diameter and is countersunk on
upstream side to provide better spline lubrication.
Page 3-2-71
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(4) Connect fuel inlet and outlet hose couplings to fuel pump. Tighten coupling nuts,
torque 170 to 200 Ib.in. and lockwire to their respective adapters.
57. REMOVAL
A. Procedure
53. INSTALLATION
A. Procedure
(1) Before installing new filter element, check for presence of preformed packing in
internal diameter. The element must be installed so that the preformed packing
slides over the spigot in the pump body.
(5) Check filter housing for leaks after engine run. (Refer to Part 2, Testing)
59. REMOVAL
(1) Cut lockwire securing fuel screen cap nut to fuel pump body.
(2) Unscrew and remove screen together with screen, lifting assembly
cap nut
vertically to prevent any possible damage to screen body.
(3) Disconnect fuel inlet line at pump end to drain off residual fuel.
Page 3-2-72
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
OO
O
O i I
O ,II
ii
Page 3-2-73
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MANUAL PART NO. 3015442
60. INSTALLATION
(2) Install screen and cap nut assembly. Tighten cap nut, torque 75 to 100 Ib.in. and
apply lockwire.
(3) Connect fuel inlet line, tighten coupling nut, torque 270 to 300 Ib.in. and apply
lockwire.
(4) Check pump body for leaks after engine ground run. (Refer to Part 2, Testing).
61. REMOVAL
(1) Remove screws securing fuel inlet screen cover to fuel pump body.
(3) Remove long bolt, spring and washers, and separate screen from cover.
62. INSTALLATION
A. Procedure
(1) Attach filter to cover and secure with long bolt, spring and two washers. Tighten
bolt and torque 20 to 23 Ib.in.
(2) Install two preformed packings on inlet screen cover and assemble screen and
cover assembly to pump body.
(3) Secure cover with four washers and screws. Tighten screws, torque 40 to 46 Ib.in.,
and lockwire.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
STEEL WASHER
"u
Page 3-2-75
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FUEL PUMP OUTLET FILTER (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A
ENGINES)
63. REMOVAL
64. INSTALLATION
(1) Before installing new filter element, check for presence of preformed packing in
intemal diameter. The element must be installed so that the preformed packing
slides over the spigot in the pump body.
(4) Install filter housing, tighten to compress preformed packing and obtain
metal-to-metal contact.
FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A
ENGINES)
65. REMOVAL
(3) Remove long bolt, spring, washers and separate screen from cover.
66. INSTALLATION
(1) Attach screen to cover and secure with long bolt, spring, steel washer and teflon
washer. Tighten bolt, and torque 20 to 30 Ib.in.
Page 3-2-76
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
OUTLET PORT
F.C.U. DRIVE
COUPLING
OUTLET FILTER HOUSING
HOLE ’A’
FUEL HEATER OUTLET
HOLE ’B’
:h
INLET PORT
STRAIGHT ADAPTER
Page 3-2-77
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MANUAL PART NO. 3015442
(3) Tighten cover to compress preformed packing and obtain metal-to-metal contact.
Lockwire to hole B.
TEMPERATURE COMPENSATOR
67. REMOVAL
(1) Disconnect Py tube at coupling nut (1) and P3 tube at coupling nut (4) from
temperature compensator.
(3) Loosen four bolts and nuts securing seal retaining plate (5) to rear fireseal (6).
68. INSTALLATION
(2) Position temperature compensator together with mounting bracket on rear fireseal
(6).
(3) Secure mounting bracket with two self-locking nuts (2) to flange G. Tighten nuts
and torque 36 to 40 Ib.in.
(4) Secure seal retaining plate (5) with four bolts and nuts. Tighten nuts and torque
(Ref. No. 549, Fits Clearances).
(5) Reconnect tubes. Tighten coupling nuts (1 and 4), torque 40 to 65 Ib.in. and apply
lockwire.
Page 3-2-78
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
69. GENERAL
A. Should it be necessary to replace the heated compressor discharge air pressure (P3)
tube, disconnect the heater electrical leads from the electrical connector installed on
bracket at flange G.
NOTE: It is important to ensure that all solid pneumatic lines are properly and correctly
fitted before the coupling nuts are tightened. The coupling nuts should be
seated without the use of tools, i.e., finger tight, before torquing. The installation
of any pipe brackets should not distort the pipe in any way.
(1) Remove two clamp screws (5) and remove clamp halves from bell end fitting (4).
(2) Unscrew bell end fitting (4) from flange mounted connector shell (1) and slide bell end
fitting and cable sleeve (6) down electrical heater harness.
(3) Slide nylon sleeve (3) and rubber insulator (2) down heater harness to reveal
soldered terminals at of connector pins (7).
rear
(4) Using a suitable soldering iron, unsolder leads from connector pins A and B
(PT6A-6 Series, -6/C20, -20 and -20B) or B and D (PT6A-20A) for removal of
compressor discharge air pressure (P3) tube heater leads.
NOTE: Compressor discharge pressure (P3) tube heater leads connect to pins:
A and B (PT6A-6 Series, PT6A-20 and -20B), Detail B
B and D (PT6A-20A), Detail A.
(5) Carefully remove unsoldered tube heater leads by pulling through rubber insulator
(2), bell end fitting (4) and cable sleeve (6).
(6) Insert relevant tube leads of replacement unit through cable sleeve (6), bell end
fitting (4) and nylon sleeve (3). Pass leads through relevant holes in rubber
insulator (2).
(7) Using suitable soldering iron, solder leads to connector pins (7) solder buckets,
using Kester solder (PWC05-205)and Kester resin flux (PWC05-031) (see Figure
3-2-30 for wire to pin location).
(8) Slide rubber insulator (2) and nylon sleeve (3) over soldered connections.
Page 3-2-79
Nov 26/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
910
O I 5
C70
Temperature Compensator
Figure 3-2-29
Page 3-2-80
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PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Coupling Nut
2. Bracket Nut
3. Mounting Bracket
4. Coupling Nut
5. Seal Retaining Plate
6. Rear Seal
(9) Slide bell end fitting over sleeve and screw onto connector body; tighten fingertight.
(10) Locate cable clamp halves over cable sleeve (6) and bell end fitting and secure
with two screws (5).
(1) Disconnect coupling nuts of insulated tube assembly (11) from elbow (9) at gas
generator case and tube assembly (13) at rear fireseal mount ring. Remove
insulated tube assembly.
(2) Remove two self-locking nuts that secure sealing sleeve (10) to center fireseal
mount ring.
(3) Remove two bolts that secure flanged elbow (9) to gas generator case. Remove
flanged elbow, gasket (8) and sealing sleeve.
(4) Release self-locking nuts and bolts that secure seals (17) and seal retaining plates
(16) (Post-SB1195) or seals (18) and seal retaining plates (19) (Pre-SB1195) to rear
fireseal mount ring.
NOTE: Seals (17) and retaining plates (16) are common items shared with the
fuel pressure line and, therefore, remain loosely attached to the mount
ring.
(5) Disconnect coupling nut of tube assembly (13) at straight nipple (14) on temperature
compensator. Remove tube assembly.
(6) Disconnect electrical leads at connector (12) secured to bracket (4) at flange G.
(Refer to Paragraph 70., preceding.) Remove self-locking nuts that secure loop
clamps, on electrical lead, to studs on flange G.
(7) Disconnect coupling nuts of heated tube assembly (1) at elbow on FCU and tube
coupling (5) on temperature compensator.
Page 3-2-’81
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1 2 3 4 5 6
KEY
O O
Al
I
o o
C5173
Page 3-2-82
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(1) Cut lockwire and remove cover (32) from filter housing (14); withdraw filter element
(34) and remove preformed packings (17 and 33) and discard.
(2) Install new preformed packing (17) in recess at inner end of new filter element (34)
and install new preformed packing (33) on cover (32).
(3) Install filter element in filter housing (14); ensure preformed packing (17) slides over
(4) Apply engine oil to cover threads and screw filter cover (32) into filter housing,
tighten to compress preformed packing (33) and torque 60 to 70 Ib.in.
revoceriwkcoL
to housing.
(1) Disconnect electrical leads at connector secured to bracket (26) at flange G. (Refer
to Paragraph 70., preceding.) Remove self-locking nut and bolt that secure loop
clamps (30) to bracket (35) and remove loop clamps from electrical leads of heated
tube assemblies (1 and 4).
(2) Disconnect coupling nuts of heated tube assembly (4) at elbow on FCU and at
elbow on top of P3 filter housing (14). Remove tube assembly.
(3) Disconnect coupling nuts of heated tube assembly (1) at straight nipple (2) on the
rear of filter housing (14) and tube coupling (25), and on the rear of temperature
(4) Disconnect coupling nuts of insulated tube assembly (28) from elbow (22) at gas
generator case and tube assembly (29) at rear fireseal mount ring; remove
insulated tube assembly.
(5) Remove two bolts and self-locking nuts that secure sealing sleeve (23) at center
fireseal mount ring.
Page 3-2-83
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
17
16
6
j
5
FCU 3 4
2
POST-SB1195
REAR
(D71 MOUNT
RING´•-I
1´•9, (Cr
~00
PRE-SB1195 (8
10
CENTER FIRESEAL
FIOUNT RING
(Pre-SB1294) C9169
Page 3-2-84
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(6) Remove two bolts that secure flanged elbow (22) at gas generator case. Remove
elbow, sealing sleeve and gasket (21); discard gasket.
(7) Loosen self-locking nuts and bolts that secure seals (8) and retaining plates (7)
(Post-SB1195) or seal (6) and retaining plate (5) (Pre-SB1195) to rear fireseal
mount ring.
NOTE: Seals (8) and retaining plates (7) are common items shared with the fuel
pressure line, therefore, they should only be removed if found unserviceable.
(8) Disconnect coupling nut of tube assembly (29) from straight nipple (36) at
temperature compensator. Remove tube assembly.
(9) Remove self-locking nuts, washers and bolts that secure housing assembly (14) to
filter bracket (26). Remove housing assembly, spacers (13) and bracket (16).
(10) If filter housing assembly is to be replaced with a serviceable unit, remove elbow
fitting (9) and straight nipple (2) from assembly, and retain for reuse. Discard
preformed packings (3 and 12), and packing retainer (11).
Page 3-2-85
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
F.C.U.
5J
PRE-SBI 195 P0ST-SB1195
I
VIEW A
FLANGE G
34 REAR FIRESEAL
MOUNI.NC
116
15 7 19 20 18
27
I
35
j
25)
31) (26 21
23) Y~22
~-y´•a
io~ ~2q
(Post-SB1294) C8140
Page 3-2-86
Nov 26/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Page 3-2-87
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MANUAL PART NO. 3015442
NOTE: It is important to ensure that all solid pneumatic lines are properly and correctly
fitted before the coupling nuts are tightened. The coupling nuts should be
seated without the use of tools, i.e., finger tight, before torquing. The installation
of any pipe brackets should not distort the pipe in any way.
(1) Locate sealing sleeve (10) on flanged elbow (9) then locate elbow and new gasket
(8) gas generator case, passing screwed end of elbow and boss of sealing
on
(2) Secure flanged elbow to gas generator case with two bolts. T~ghten bolts, torque 36
to 40 Ib.in., and apply lockwire. Secure sealing sleeve to center fireseal mount ring
with bolts and self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.
(3) If seals and retaining plates were removed from rear fireseal mount ring during
removal, proceed as follows. If seals and retaining plates were serviceable and
remained attached to mount ring, proceed to Subparagraph (d). Locate seals (17)
and seal retaining plates (16) on front and rear faces of rear fireseal mount ring
(Post-SB1195) or single seal (18) and seal retaining plate (19) on front face of
rear fireseal mount ring (Pre-SB1195) and secure with bolts and self-locking nuts
(bolt heads to be on air inlet side of mount ring). Do not tighten nuts at this stage.
(4) Pass tube assembly (13) through rear fireseal mount ring and loosely mounted seals
and connect coupling nut of assembly to straight nipple (14) on temperature
compensator. Tighten coupling nut, torque to 90 to 100 Ib.in., and apply lockwire.
Tighten self-locking nuts and bolts that secure seals and seal retaining plates to
mount ring and torque fingertight plus 180 degrees.
(5) Locate heated tube assembly (1) between elbow fitting on fuel control unit (FCU)
and tube coupling (5) on temperature compensator. Tighten coupling nuts 90 to
100 Ib.in., and apply lockwire.
(6) Route electrical lead of heated tube assembly forward and under mounting bracket
(4) and connect leads to relevant pins of connector on bracket. (Refer to Paragraph
70.).
(7) Locate insulated tube assembly (11) between tube assembly (13) and flanged
elbow(9). Connect coupling nut of insulated tube to threaded fitting of tube
assembly (13). Tighten nut and torque 90 to 100 Ib.in., and apply lockwire.
(8) Perform fuel system pneumatic pressure test (Refer to Part 2, Testing) connecting
pressure source to coupling nut at front end of insulated tube assembly.
(9) At conclusion of satisfactory pressure test, connect coupling nut of insulated tube
assembly (11) to flanged elbow (9). Tighten nut, torque 90 to 100 Ib.in., and
lockwire.
Page 3-2-88
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
INSTALLATION (Post-SB1294)
NOTE: It is important to ensure that all solid pneumatic lines are properly and correctly
fitted before the coupling nuts are tightened. The coupling nuts should be
seated without the use of tools (finger tight) before torquing. The installation of
any pipe brackets should not distort the pipe in any way.
(1) If new or overhauled P3 air filter assembly is being installed, fit elbow fitting (9) and
straight nipple (2) prior to installation as follows:
(a) Fit new preformed packing (3) on straight nipple (2) and install in boss at rear
of filter housing (14). Tighten nipple and torque 38 to 42 Ib.in.
(2) Locate two bolts and washers in filter bracket, bolt heads on air inlet side of
bracket. Fit two spacers (13) on bolts followed by filter housing (14). Secure filter
housing with two self-locking nuts, positioning bracket (16) at outer location.
Tighten nuts and torque 32 to 36 Ib.in.
(3) Locate heated tube assembly (4) and connect coupling nuts to elbow fitting on fuel
control unit and to elbow (9) at top of filter housing (14). Tighten nuts, torque 90 to
100 Ib.in., and apply lockwire.
(4) Locate heated tube assembly (1) and connect coupling nuts to tube coupling (25)
on temperature compensator (18). Tighten nuts, torque 90 to 100 Ib.in., and apply
lockwire.
(5) Route electrical leads of heated tube assemblies (1 and 4) under bracket (26) and
connect leads to relevant connector pins of electrical connector mounted on
bracket. (Refer to Paragraph 70. for wiring details). Secure two leads to angle bracket
(35) with two loop clamps (30), nuts and bolts. Tighten self-locking nuts and
torque 36 to 40 Ib.in.
(6) If seals and were removed from rear fireseal mount ring during
retaining plates
removal, proceed follows. If seals and retaining plates were serviceable and
as
remained attached to mount ring, proceed to Subparagraph (7). Locate seals (8) and
retaining plates (7) on front and rear faces of rear fireseal mount ring (Pre-SB1195)
or single seal(6) and retaining plate (5) on front face of mount ring (Post-SB1195)
and secure with bolts and self-locking nuts (bolt heads to be on air inlet side of mount
ring). Do not tighten nuts at this stage.
(7) Pass tube assembly (29) through rear fireseal mount ring and loosely mounted
seals and connect coupling nut of assembly to straight nipple (36) on temperature
compensator (18). Tighten coupling nut, torque 90 to 100 Ib.in., and apply lockwire.
Tighten self-locking nuts and bolts that secure seals and seal retaining plates to
rear fireseal mount ring and torque fingertight plus 180 degrees.
Page 3-2-89
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(8) Locate sealing sleeve (23) on flanged elbow (22), then locate elbow and new
gasket (21) on gas generator case, passing screwed end of elbow and boss of
sealing sleeve through hole in center fireseal mount ring.
(9) Secure elbow to gas generator case with two bolts. T~ghten bolts, torque 36
flanged
to 40 Ib.in., apply lockwire. Secure sealing sleeve to center fireseal mount ring
and
with two bolts and self-locking nuts (bolt heads to be on air inlet side of mount
ring). Tighten nuts and torque 36 to 40 Ib.in.
(10) Locate insulated tube assembly (28) between tube assembly (29) and flanged
elbow (22). Connect coupling nut of assembly to threaded fitting of tube assembly
(29). Tighten nut, torque 90 to 100 Ib.in. and apply lockwire.
(11) Perform fuel system pneumatic pressure test (Refer to Part 2, Testing) connecting
pressure source to coupling nut at front end of insulated tube assembly (28).
(12) At conclusion of satisfactory pressure test, connect coupling nut of insulated tube
assembly (28) to flanged elbow (22). Tighten nut, torque 90 to 100 Ib.in., and apply
lockwire.
OIL FILTER
(1) Remove four self-locking nuts (20, Figure 3-2-33) and washers (19) securing filter
cover (1) to compressor inlet case.
(2) Remove cover from case and remove preformed packing (17) from cover.
(3) Remove filter element (15) from filter housing (5) using Puller (PWC30556).
(4) Remove preformed packings (16 and 21) from filter element.
(1) Install preformed packings (16 and 21, Figure 3-2-33) on filter element (15).
(2) Insert element into filter housing (5) perforated flange first, in compressor inlet case.
(3) Ensure teflon spacer (18) is firmly seated on filter cover (1).
(4) Install preformed packing (17) on filter cover, and install cover on compressor inlet
case.
Page 3-2-90
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MANUAL PART NO. 3015442
(5) Secure cover with four washers (19) and self-locking nuts (20). Tighten nuts and
torque 36 to 40 Ib.in.
(2) Place suitable container under compressor inlet case. Remove cotterpin and drain
plug lockpin from bottom of inlet case. Remove drain plug using Puller (PWC30077)
and allow engine oil tank to drain. Remove preformed packing from drain plug.
(4) Remove preformed packings (3 and 9, Figure 3-2-33) and plastic ring (4) from
housing.
(2) Install plastic ring (4) and preformed packing (3) on housing. (Refer to Figure
3-2-35 for positioning of ring and packing.)
(3) Insert filter housing in compressor inlet case; push in by hand until firmly seated.
Avoid applying side loads on housing while pressing into position.
(5) Install drain plug with preformed packing in bottom of compressor inlet case.
Secure with lockpin and cotterpin.
(6) Fill oil tank with approved oil and check oil level. (Refer to Part 2, Engine Oil
System Servicing.)
80. STATIC LEAK CHECK OF FILTER HOUSING (Pre-SB1247) (Ref. Fig. 3-2-33)
A. Procedure
(1) Let engine stand for two hours. Monitor oil leakage into filter housing; maximum
leakage permitted is 0.5 ml/hr. If leakage exceeds limits, verify condition of
preformed packing(s) (items 3 and 9).
(3) If leakage persists, replace part(s) if necessary and/or repeat lapping procedure as
applicable.
Page 3-2-91
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
15
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13
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INSTALLATION OF VEE PACKING
C1237D
Page 3-2-92
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(3) Compress check valve spring (6) and remove lockpin (8) and collar (7). Remove
check valve spring and repair washer (22) if fitted, and remove assembly of check
and bypass valve from housing (5). Care should be exercised not to damage
valve face.
NOTE: If repair washer is fitted and housing is serviceable, retain washer for
reinstallation. If housing is to be replaced, discard repair washer.
(4) If new check valve (2) or bypass valve piston (12) is to be installed, or check valve
seating requires lapping (refer to Part 4, Repair), disassemble check and bypass
valve in the following manner:
(a) Compress bypass valve piston (12) and remove cotterpin (14) and washer (13)
from stem of check valve.
Page 3-2-93
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PRATT g, WHITNEy
CANADA
IMAINTENANCE MANUAL
MANUAL PART NO. 3015442
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Page 3-2-94
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Filter Element
2. Teflon Spacer
3. Oil Filter Cover
(b) Carefully release and remove piston, spring (10) and packing (11) from
check valve.
(1) Assemble check valve and bypass valve piston in the following manner:
(a) Install bypass valve spring (10) over stem on check valve (2).
(b) Install packing (11) in inner groove of bypass valve piston (12) with open end
of packing facing outer groove of piston (Det. A).
(c) Install bypass valve piston over spring (10) and into centerbore of check valve
(d) Compress spring until stem protrudes from end of piston and secure piston on
stem with washer (13) and cotterpin (14).
(2) Slide check and bypass valve assembly into filter housing until seated.
(3) Hold valve assembly in position with suitable fiber drift and install check valve
spring (6), and
spring retaining collar (7) on protruding section of check valve
stem
NOTE: If a repaired filter housing is being reinstalled ensure repair washer (22) is
installed between shoulder on housing and check valve spring.
(4) Compress spring with collar and insert lockpin (8) through hole in valve stem.
Release spring and allow collar to slip over lockpin. Ensure lockpin is completely
covered by retaining collar.
(5) Install oil filter housing and element (Ref. Para. 79. and 77.).
83. REMOVAL
(1) Place a suitable container directly under the oil drain plug of the compressor inlet
case. Remove oil drain plug from bottom case using puller (PWC30077) and drain
oil.
Page 3-2-95
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1iu,
B
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PREFORMED PACKING
PLASTIC RING
025
Page 3-2-96
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MANUAL PART NO. 3015442
(3) Remove filter housing (9) from compressor inlet case using puller (PWC30328).
84. INSTALLATION
(2) Install plastic ring (10) and preformed packing (11) on housing (Refer to Figure
3-2-35 for positioning of ring and packing).
(3) Insert filter housing in compressor inlet case; push in by hand until firmly seated.
Avoid applying side loads on housing while pressing into position.
(5) Install drain plug with preformed packing in bottom of compressor inlet case.
Secure with lockpin and cotterpin.
(6) Fill oil tank with approved oil and check oil level (Refer to Part 2, Engine Oil
System Servicing).
A. Procedure
(1) Let engine stand for two hours. Monitor oil leakage into filter housing (maximum
leakage permitted is 0.5 ml/hr). If leakage exceeds limits, verify condition of
preformed packing(s) (items 8 and 11).
(3) If leakage persists, replace the necessary part(s) and/or repeat lapping procedure,
as applicable.
86. REMOVAL
(1) Remove oil filter and filter housing (Refer to Paragraphs 76. and 83., preceding).
Page 3-2-97
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
o\:
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INSTALL ITEM 20
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15
17
16
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Page 3-2-98
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Preformed Packing
2. Filter Element
3. Preformed Packing
4. Preformed Packing
5. Teflon Spacer
6. Cover
7. Retaining Ring
8. Preformed Packing
9. Filter Housing
10. Plastic Ring
11. Preformed Packing
12. Preformed Packing
13. Valve Housing
14. Preformed Packing (Pre-SB1379)
15. Check Valve
16. Spring
17. Bypass Valve Guide
18. Spring
19. Retaining Ring
20. Preformed Packing (V-type)
21. Bypass Valve
22. Washer
23. Cotterpin
(2) Exercising care, remove retaining ring (7) and withdraw assembly of check and
bypass valve from filter housing (9).
(3) Remove preformed packing (12) from check valve housing (13).
(4) Remove retaining ring (19) and separate bypass valve guide (17) from valve
housing (13). Exercise care when removing check valve (15) as it is spring loaded to
valve guide.
(5) Remove check valve (15) and spring (16) from valve seat.
(7) Exercise care during this operation as parts are spring loaded. Apply light pressure
tobypass valve (21) and remove cotterpin (23) and washer (22). Separate
assembly.
(8) Remove spring (18) from shaft of guide and preformed packing (20) from valve
(21).
Page 3-2-99
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MANUAL PART NO. 3015442
87. INSTALLATION
NOTE: Prior toassembly, new check valve and/or seat (Post-SB1379) must be lapped.
(Refer to Part 4, Repair)
(1) Install preformed packing (20) on bypass valve (21). Ensure packing is installed as
shown
(2) Install on internal shaft of bypass valve guide (17). Locate bypass valve
spring (18)
(21) shaft and compress spring so that shaft protrudes from end of valve.
over
Secure assembly with washer (22) and cotterpin (23).
(3) Install preformed packing (14, Pre-SB1379) on seating face of check valve (15).
(4) Install spring (16) in recess in external shaft of bypass valve guide (17). Install
complete assembly in valve housing (13) and secure with retaining ring (19).
(6) Install complete assembly of check and bypass valve in oil filter housing, and
secure with retaining ring (7).
(9) Fill oil tank with approved oil (Refer to Part 2, Engine Oil System Servicing).
88. REMOVAL
(1) Remove two bolts (4) and plain washers (3) securing relief valve cover (2) to inlet
case.
Page 3-2-100
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MANUAL PART NO. 3015442
INSTALLATION
(1) Install new preformed packing (7) on main oil pressure relief valve body (10) and
insert valve body into housing in compressor inlet case (6).
(2) Assemble bypass valve (9), adjusting spacers (8; max. 4 required) and spring (5).
Insert assembly into main oil pressure relief valve body (10).
(3) Install new preformed packing (1) on relief valve cover (2) and place cover over
relief valve assembly, secure with washers (3) and bolts (4). Tighten bolts, torque
32 to 35 Ib.in. and apply lockwire.
90. REMOVAL
(1) Remove four spacers securing cover of ignition current regulator, and detach cover.
(2) Remove tubes together with tubular copper spring cushions. Slide out cushions
taking care not to bend spring fingers.
INSTALLATION
A. Procedure
(1) Slide copper spring cushion over glass bulb end of tube taking care not to bend
spring fingers.
(2) Press tube firmly into receptacle provided in ignition current regulator.
(3) Install ignition current regulator cover and secure retaining screws. Torque screws
92. REMOVAL
A. Procedure
(1) Disconnect power input and ignition glow plug cables from receptacles on cover.
(2) Remove three bolts and washers securing ignition current regulator to accessory
gearbox housing.Remove regulator.
Page 3-2-101
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MANUAL PART NO. 3015442
2) (4) (3
II Y ~s
io
C135A
Page 3-2-102
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MANUAL PART NO. 3015442
1. Preformed Packing
2. Relief Valve Cover
3. Plain Washer
4. Relief Valve Cover Bolt
5. Valve Spring
6. Compressor Inlet Case
7. Preformed Packing
8. Adjusting Spacers
9. Bypass Valve
10. Relief Valve Body
93. INSTALLATION
A. Procedure
(1) Install ignition current regulator on three bosses provided on accessory gearbox
housing with washers and bolts. Torque bolts 36 to 40 Ib.in. and apply safety wire.
(2) Connect power input and ignition glow plug cables to receptacles on regulator cover.
Torque cable nuts (Ref. No. 561, Fits Clearances) and apply safety wire.
94. REMOVAL
(2) Remove supply cable from input connector on ignition exciter (4).
(3) Remove two ignition cable couplings from output connectors an ignition exciter.
(4) Remove four bolts (1), self-locking nuts (3) and washers (2) securing unit to bracket
(7) and remove ignition exciter.
(5) Remove three bolts (5) and washers (6) securing bracket (7) to engine casing.
Page 3-2-103
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MANUAL PART NO. 3015442
1) (2
A
s
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C1327A
Page 3-2-104
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MANUAL PART NO. 3015442
1. Ignition Box
2. Cover
3. Bolt
4. Cables
5. Resistor
6. Cushion
7. Spring
95. INSTALLATION
(1) Secure bracket (7) to engine casing with three bolts (5) and washers (6). Tighten
bolts, torque 36 to 40 Ib.in., and safety wire.
(2) Secure ignition exciter (4), with single input connector uppermost, to bracket (7)
with four bolts (1),washers (2) and self-locking nuts (3). Tighten nuts and torque
36 to 40 Ib.in.
(3) Lightly coat threads of ignition exciter connectors with fluorocarbon spray lubricant.
(4) Connect coupling nuts of supply cable and two high tension ignition cable couplings
torespective connectors on ignition exciter. Tighten nuts, torque fingertight plus 45
degrees and safety wire.
(5) Reconnect coupling nuts at other end of ignition cables to spark igniters. Tighten
nuts and torque fingertight plus 45 degrees.
OIL-TO-FUEL HEATER
96. REMOVAL
(1) Disconnect lines from oil-to-fuel heater assembly (1) at fuel inlet (2), fuel outlet (3),
oil inlet (4) and oil outlet (7) connections.
Page 3-2-105
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
P
INpm
CONNECTOR 9
f
I:
d
OUTPUT CONNECTORS
Page 3-2-106
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MANUAL PART NO. 3015442
1. Bolt
2. Washer
3. Self-locking Nut
4. Ignition Exciter
5. Bolt
6. Washer
7. Bolt
(2) Remove self-locking nuts and washers securing heater mounting bracket to
G.
flange
(3) Withdraw heater mounting bracket (6) and heater from studs on flange G.
(5) Withdraw heater, together with two transfer tubes, from mounting bracket.
(6) Install dust caps over ends of all lines and fittings.
97. INSTALLATION
(1) Install new preformed packings on two transfer tubes and insert transfer tubes into
mounting bracket (6).
(2) Install heater (1) over transfer tubes and secure to mounting bracket with bolts (5).
Tighten bolts, torque 32 to 36 Ib.in. and attach lockwire.
(3) Install heater and mounting bracket assembly over studs on flange G and secure
with washers and self-locking nuts. Tighten nuts and torque 32 to 36 Ib.in.
(4) Remove all dust caps and reconnect fuel and oil lines to their respective connections.
Tighten nuts, and torque as follows:
(b) Fuel outlet hose coupling nut, torque 200 to 225 Ib.in.
(c) Oil inlet hose coupling nut, torque 110 to 120 Ib.in.
(d) Oil outlet hose coupling nut, torque 110 to 120 Ib.in.
Page 3-2-107
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MANUAL PART NO. 3015442
0630
Oil-to-Fuel Heater
Figure 3-2-40
Page 3-2-108
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MANUAL PART NO. 3015442
98. REMOVAL
(1) Remove the accessory unit, if applicable, from the mounting pad on the accessory
gearbox housing.
(2) Use the gearshaft oil-seal carrier puller (PWC30046-57), and the starter-generator
gearshaft oil-seal carrier puller (PWC30046-52) on Pre-SB1386 dry-spline
starter-generator arrangements, or puller (PWC30046-54) on Post-SB1386
wet-spline starter-generator arrangements, to remove oil-seal and carrier from the
gearbox housing.
NOTE: When removing seals at the fuel control unit (FCU) and the starter-generator
mounting pads, make sure that the retaining rings are removed before
attempting to withdraw the assembled seal and carrier.
(3) Remove seal and preformed packing from the oil-seal carrier.
99. INSTALLATION
(1) Moisten silicone element seal with engine oil and gently press seal into carrier until
correctly seated.
NOTE: Use hand pressure only to install seal. Do not use bench press.
(2) Install preformed packing on carrier and install seal and carrier assembly into
new
respective boss
using Drift (PWC30075 Pre-SB1386) or (PWC30675 Post-SB1386).
(3) For starter-generator and FCU drive seal and carrier assemblies, secure with
retaining rings.
(4) Check for oil leakage (Ref. Part 2, Section 6, Para. 31).
Page 3-2-109
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
I:
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DETAIL A I; i II1( RETAINING RINGS AT FCU AND
STARTER-GENERATOR GEARSHAFT
NOT SHOWN
C502B
Page 3-2-110
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(5) Check for oil leakage after 5 to 10 hours of operation (Ref. Part 2, Section 6, Pam.
31).
100. GENERAL
A. The adjustments in the following paragraphs are designed to provide the correct power
relationship at all ambient temperatures. However, aircraft installations will differ and
reference should be made to the power plant section of the applicable aircraft manual. It
is assumed that all rigging will be accomplished with the propeller installed and
blades in the full feather position.
(1) Unlock retaining ring (10) and push oil transfer tube (11) into boss of thrust bearing
cover (8).
(2) Remove packing cover (39) from valve housing assembly (14) by removing two
bolts (23) and washers (24).
(3) Install Puller (PWC30267) on sleeve (36) of flow divider valve. Carefully withdraw
sleeve complete with valve and sealing sleeve.
(4) Remove preformed packings (38 and 37) from sleeve (36).
(5) Remove retaining ring (25) and remove valve (26) from sleeve (36).
(6) Remove retaining ring (31) and remove sealing sleeve (32), preformed packings
(30 and 33) from sleeve (36).
(7) Compress spring (35) and remove retaining ring (29). Remove spacer (34) and
spring.
Page 3-2-111
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MANUAL PART NO. 3015442
?j,
13 8
10
14) (12
15~ ~32
16
17
27
18
25
39
Page 3-2-112
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IVIAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Bolt
2. Reduction Gearbox
3. Preformed Packing
4. Reversing Valve Tube
5. Bolt
6. Governor Actuating Lever Bracket
7. Preformed Packing
8. Thrust Bearing Cover
9. Preformed Packing
10. Retaining Ring
11. Transfer Tube
12. Sleeve Strainer
13. Preformed Packing
14. Valve Housing
15. Check Valve
16. Spring
17. Spring Seat
18. Retaining Ring
19. Bolt
20. Washer
21. Preformed Packings
22. Transfer Tube
23. Bolt
24. Washer
25. Retaining Ring
26. Valve
27. Retaining Ring
28. Preformed Packing
29. Retaining Ring
30. Preformed Packing
31. Retaining Ring
32. Sealing Sleeve
33. Preformed Packing
34. Spacer
35. Spring
36. Valve Sleeve
37. Preformed Packing
38. Preformed Packing
39. Cover
Page3-2-113
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MANUAL PART NO. 3015442
(9) Remove two bolts (19) and washers (20) securing flow divider valve housing (14) to
reduction gearbox. Remove housing with transfer tube (22) and preformed packings
(21).
(10) Remove retaining ring (18) and remove spring seat (17), spring (16) and check
valve (15) from housing.
(12) Remove transfer tube (11) with preformed packings (13 and 9), and retaining ring
(10) from boss in thrust bearing covet: (8).
(1) Insert valve (26) in valve sleeve (36) and secure with retaining ring (25).
(2) Install spring (35) in valve sleeve, compress with spacer (34). Secure spring and
spacer with retaining ring (29).
(5) Install preformed packings (33 and 30) on sealing sleeve (32).
(6) Install sealing sleeve (32) on sleeve (36) and secure with retaining ring (31).
(7) Install complete valve assembly in housing (14) and install cover (39). Secure cover
to housing with two washers (24) and bolts (23). Tighten and torque bolts 32 to
36 Ib.in., and attach lockwire.
(8) Install check valve (15), spring (16) and spring seat (17) in housing (14). Compress
spring with seat and secure with retaining ring (18). Insert strainer (12), fully
bottomed, in boss in reduction gearbox.
(9) Install preformed packings (13 and 9), and retaining ring (10) on transfer tube (11).
Insert tube, fully bottomed, in boss in thrust bearing cover (8).
(10) Install preformed packings (21) on transfer tube (22). Insert tube into port in
mounting flange of housing (14).
(11) Install complete assembly of valve housing on reduction gearbox and secure with
two washers (20) and bolts (19). Tighten and torque bolts 32 to 36 Ib.in., and attach
lockwire.
(12) Retract transfer tube (11), (refer to Subparagraph (9), preceding) into port in valve
housing and secure in position with retaining ring (10).
I)
Page 3-2-114
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MANUAL PART NO. 3015442
(1) Disconnect rear clevis (30) from reversing control lever (29) by removing cotterpin,
washer and straight pin (28).
(2) Loosen self-locking nut on clamping bolt (33). Unscrew and remove rear wire rope
terminal (32).
(3) Remove FCU interconnect rod (25) by removing cotterpins, castellated nuts and
bolts at follower lever (26) and at FCU arm (42).
(4) Remove cotterpin, washer and straight pin (27) securing follower lever (26) to
reversing control lever (29).
(5) Remove follower lever (26) from linkage bracket (38) by loosening lock bolt (35)
and removing splined, grooved pin (36).
(6) Remove reversing control lever (29) from linkage bracket (38) by removing
cotterpin, washer and straight pin (34).
(1) Install rear wire rope terminal (32) by screwing onto wire rope until bottomed.
Secure clamping bolt (33) by tightening self-locking nut and torquing (Ref.
No. 581, Fits Clearances).
(2) Locate reversing control lever (29) between front holes in linkage bracket (38) and
secure with straight pin (34), washer and cotterpin.
(3) Locate follower lever (26) between rear holes in linkage bracket (38) and secure
with grooved pin (36) and lock bolt (35). Apply lockwire to the bolt.
(4) Connect follower lever (26) to reversing control lever (29) with straight pin (28),
washer and cotterpin.
NOTE: If lockwire at rod end connectors of interconnect rod (25) has been
broken, check and, if necessary, adjust length to 7-1/8 inches (between
rod-end centers).
(5) Connect rod (25) to lower hole on follower lever (26) and to FCU arm (42), with two
bolts and castellated nuts. Tighten nuts, torque (Ref. No. 585, Fits 8 Clearances)
and lock with-cotterpins.
(6) Adjust length of rod (25) so that lever (26) and arm (42) are approximately parallel.
Tighten locknuts, check rod-end for safety, and secure with lockwire.
I)
Page 3-2-115
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MANUAL PART NO. 3015442
30 31 32 33
26 27 28 29
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42
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C596
(Pf6A-6 Engines)
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MANUAL PART NO. 3015442
Page 3-2-117
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MANUAL PART NO. 3015442
(7) Connect rear clevis (30) at center hole on reversing control lever (29), and secure
with straight pin (28), washer and cotterpin. Ensure that lever (29) is approximately
parallel to follower lever (26), and that pin (27) is in neutral position in cam slot
in lever (29).
(8) Ensure that FCU arm (42) makes contact with stops before pin (27) reaches end of
cam slot in lever (29).
(1) Disconnect front clevis (15) from reversing valve lever (12) by removing lever guide,
nut sleeve bushing, sleeve spacer and dowelled bolt (13).
(2) Remove turnbuckle assembly (17) by removing cotterpin, castellated nut, flanged
sleeve,washer and bolt at Nf governor arm (3), and cotterpin, castellated nut, two
washers and bolt at actuating lever (8).
(3) Remove actuating lever (8) by removing cotterpin, washer and straight pin (6).
(4) Remove reversing valve lever (12) from reversing valve (10) by removing cotterpin,
washer and straight pin (9).
(5) Remove valve housing (11) complete with valve (10) from thrust bearing cover by
removing two bolts.
(7) Remove one preformed packing from valve. Remove two preformed packings and
one packing retainer from
housing.
(8) Disconnect rear clevis (30) from reversing control lever (29) by removing cotterpin,
washer and straight pin (28).
(9) Loosen self-locking nut on clamping bolt (33). Unscrew and remove rear wire rope
terminal (32).
(10) Disconnect wire rope front casing from front swivel joint (22).
(11) Remove locknut and washer securing front swivel joint (22) to mounting bracket
(23). Remove swivel joint complete with push-pull control linkage and wire rope.
Exercise care to prevent damage to wire rope when extracting from casing.
(12) Loosen self-locking nut on clamping bolt (14), and unscrew complete assembly
from wire rope.
(13) Remove lock bolt (21), and unscrew front swivel joint from assembly. Remove
internal compression spring.
(14) Remove front clevis (15) by sliding it rearward through adjustable stop (16).
(15) Loosen locknut (18) and remove adjustable stop from adjuster (19).
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MANUAL PART NO. 3015442
(16) Disconnect rear wire rope casing from swivel joint at rear fireseal.
(17) Remove locknut and washer and renlove rear swivel joint from fireseal.
(18) Disconnect and remove rear wire rope casing from coupling on center fireseal.
(19) Remove self-locking nut and bolt securing clamp on front wire rope casing to flange
(20) Disconnect and remove front wire rope casing from coupling on center fireseal.
(21) Remove coupling from center fireseal by removing locknut and two washers.
(1) Install bulkhead coupling on center fireseal, with one washer on each side of
fireseal, and secure with locknut, r~ghten locknut, torque (Ref. No. 586, Fits 8
Clearances) and secure with lockwire.
(2) Install rear swivel joint on rear fireseal and secure with washer and locknut. Tighten
locknut, torque (Ref. No. 583, Fits Clearances) and secure with lockwire.
(3) Install front swivel joint (22) on mounting bracket (23) and secure with washer and
locknut. Tighten locknut, torque (Ref. No. 583, Fits 8 Clearances) and secure with
lockwire.
(4) Install rear wire rope casing, by connecting to swivel joint at rear fireseal and to
coupling at center fireseal. Tighten casing coupling nuts, torque (Ref. No. 582,
Fits 8 Clearances) and secure with lockwire.
(6) Screw adjustable stop (16) into adjuster (19) followed by locknut (18). Finger-tighten
locknut leaving approximately six threads showing on adjustable stop.
(7) Insert front clevis (15) into stop followed by compression spring. Screw assembly
onto swivel joint (22), until holes in swivel joint and adjuster are aligned. Secure
with lock bolt (21). Tighten bolt, torque (Ref. No. 585, Fits 8( Clearances) and secure
with lockwire.
(8) Ensure that wire rope is clean and free of foreign matter, and insert through casings
from rear swivel joint. Screw wire rope counterclockwise through clamping bolt (14)
in front swivel joint until fully bottomed. Tighten self-locking nut on clamping bolt
and torque (Ref. No. 581, Fits 8 Clearances).
(9) Install clamping bolt (33) on wire rope terminal (32). Screw assembly, clockwise, on
rear end of wire rope until bottomed. Tighten self-locking nut on clamping bolt and
torque (Ref. No. 581, Fits Clearances).
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MANUAL PART NO. 3015442
(10) Install one preformed packing and packing retainer on reversing valve (10).
(11) Install two preformed packings on valve housing (11). Install valve in housing and
secure with retaining ring.
(12) Install assembly of reversing valve on thrust bearing cover and secure with two
bolts. Tighten bolts and torque 36 to 40 Ib.in.
(13) Install reversing valve lever (12) by securing to reversing valve with straight pin (9),
washer and cotterpin.
(14) Install Nf governor actuating lever (8) by securing to bracket on thrust bearing cover
with straight pin (6), washer and cotterpin.
(15) Secure short arm of actuating lever (8) and reversing valve lever (12) to front clevis
(15) with dowelled bolt (13) spacer, bushing, plain nut and lever guide.
NOTE: If lockwire at rod end connectors (1) of turnbuckle assembly (17) has been
broken, check and, if necessary, adjust length to 3-318 inches and
lockwire. Check rod ends for safety.
(a) Connect one rod end to long arm of actuating lever (8) with bolt, two washers
ton each side of rod end), and castellated nut.
(b) Connect other rod end to governor arm (3) with bolt, washer, flanged sleeve
and castellated nut.
(c) Tighten both castellated nuts 24 to 36 Ib.in., and lock with cotterpins.
(18) Adjust stop (16) in adjuster (19) to obtain specified clearance (Ref. No. 86, Fits
Clearances) between reversing valve (10) and reversing valve housing (11). Tighten
locknut (18), torque (Ref. No. 584, Fits Clearances) and secure with lockwire.
107. REMOVAL OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20, -20A
AND -20B ENGINES)
(1~ Discdnnect airframe linkage from power input lever (39, Figure 3-2-44), and
remove lever.
(2) Remove FCU control rod (6, Figure 3-2-45) from actuating lever (2) and FCU
control arm (9) by removing two cotterpins, castellated nuts, washers and bolts.
(3) Disconnect rear clevis rod end (3) from propeller control cam (1) by removing
cotterpin, washer and straight pin.
Page 3-2-120
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MANUAL PART NO. 3015442
(4) Loosen self-locking nut on clamp bolt (4, Figure 3-2-44), and remove rear wire
rope terminal by unscrewing from wire rope.
(5) Remove mounting bracket (8, Figure 3-2-45), complete with rear linkage from
flange G, by removing two self-locking nuts and one bolt.
(a) Remove extension spring (5) from actuating lever (2) and mounting bracket by
removing two cotterpins and washers.
(b) Remove two cotterpins, washers, straight headed pin (17), cam follower pin
(16), and remove control cam (1) and actuating lever (2) from mounting
bracket (8).
(c) Loosen lock bolt on cam follower lever (15). Remove grooved pin (7), follower
lever (15), and actuating lever (13) from mounting bracket (8).
(1) Assemble FCU actuating lever (2, Figure 3-2-45) and propeller control cam (1) to
control lever mounting bracket (8), and insert straight headed pin (17) through front
holes of bracket, cam (1), and lever (2), and secure pin with washer and cotterpin.
(2) Assemble actuating lever (13) and cam follower lever (15) to control lever mounting
bracket (8). Install grooved pin (7) through rear holes of bracket (8) and levers (13
and 15). T~ghten bolt on cam follower lever (15) and torque 32 to 36 Ib.in.,
securing with lockwire.
(3) Install fork end of cam follower lever (15) over propeller control cam (1)
and insert
cam follower pin (16) through holes in fork end of lever and through cam slot in
(4) Temporarily secure angle bracket (12) to control lever mounting bracket (8) with
bolt. Do not torque bolt at this stage.
(5) Locate control lever mounting bracket assembly at flange G of accessory gearbox
and secure gearbox studs with two self-locking nuts. Tighten nuts and torque 36
to
to 40 Ib.in. Secure angle bracket (12) to accessory gearbox boss with two bolts.
Tighten three angle bracket bolts 36 to 40 Ib.in., and secure with lockwire.
(6) Install extension spring (5) between post on control lever mounting bracket (8) and
post on FCU actuating lever (2), and secure with washers and cotterpins.
Page 3-2-121
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MANUAL PART NO. 3015442
10
9
a i´•
(i
8 L~
1 C
8
51
34)\ 7
1
5~’
50 35 j,~tq
48
25
18
23) I j (19
40
i
TO COCKPIT~ 22 21
20
33 32
41 PROPELLER
43
~;CONTROLLEVER FIRESEALCENTER
REAR FIRESEAL
42
46)(45)(44
1)(2
53
1" 15
TAKE-OFF POSITION REVERSE POSITION
IDLE POSITION
DETAIL A
DIM. ’Z’
27
10
28
DETAIL B .’d 26
30
29
9
10 DETAIL D
DIM. ’X’
31
(0.0101NCH)
DETAIL C DETAIL E
903’2-361185
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MANUAL PART NO. 3015442
Page 3-2-123
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MANUAL PART NO. 3015442
15 1 O
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Page 3-2-124
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Procedure
NOTE: Adjustment trigging) of the rear linkage will vary considerably with various
airframe installations and types of propeller control cam (STOL, NON-STOL,
etc.) being used. The following adjustment procedure may be used as a general
guide. For final adjustment trigging) of propeller reversing linkage in airframe,
reference must be made to applicable airframe manufacturer’s manual. Adjust
the propeller reversing rear linkage as follows: (See Figures 3-2-44 and
3-2-45).
(1) Rotate FCU arm (44, Figure 3-2-44) fully counterclockwise. Holding the cut-off
valve lever (45) against the cut-off stop (48) slowly rotate the FCU arm (44)
clockwise until governor cam pick-up point is reached.
NOTE: Initial movement of the FCU am7 from thefully counterclockwise position
will be free of resistance. The pick-up point will be recognized when a
small resistant force is encountered.
(2) Slacken FCU arm extension (43) and adjust serrated spacer (49) until FCU arm
(44) is approximately 16 degrees below horizontal as the pick-up point is reached.
Tighten FCU arm extension (43), torque (Ref. No. 598, Fits Clearances) and
secure with lockwire.
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MANUAL PART NO. 3015442
(3) adjust idle deadband adjusting bolt (5) in actuating lever (40) to suit
Install and
airframe installation and propeller control cam (Refer to airframe
specific
manufacturer’s manual).
(4) Rotate power input lever (39) until cam follower pin (37) rests in track point (53) of
propeller control cam (1), (See IDLE POSITION, Figure 3-2-44).
(5) With FCU arm (44) set approximately two degrees counterclockwise from pick-up
point and rear linkage in idle position and cam follower pin in track point, adjust
length of FCU control rod (41) until holes in rod end connectors align with top hole
of FCU actuating lever (6) and inner hole of FCU control arm (44). Tighten rod
end connector locknuts and install FCU control rod (41). Temporarily secure with
bolts, washers and castellated nuts.
(6) Rotate power input lever (39), if fitted, or grooved pin (38), fully clockwise, then fully
counterclockwise, confirm that stop is contacted in both positions. Adjust length of
FCU control rod (41) as necessary. Remove FCU control rod.
(7) Tighten locknuts on control rod, torque nuts 32 to 36 Ib.in., and secure with
lockwire.
(8) Apply light film of grease (PWC04-001) to ball end fittings on control rod. Install
control rod and secure with bolts, washers and castellated nuts. Tighten nuts,
torque (Ref. No. 585, Fits Clearances) and lock with cotterpins.
(1) Disconnect rear clevis rod end (2) from propeller control cam (1) by removing
cotterpin, washer and straight pin.
(2) Loosen self-locking nut on clamp bolt (4) and remove wire rope terminal by
unscrewing from wire rope. Remove locknut (34) and washers, and unscrew swivel
joint (35) from wire rope casing nut.
(3) Remove cotterpin, castellated nut, three washers and bolt securing power turbine
govemor interconnect rod (16) to governor lever (22). Remove cotterpin, castellated
nut and two washers securing interconnect rod to propeller reversing lever (18).
(4) Disconnect clevis rod end (17) from reversing lever (18) by removing cotterpin,
castellated nut, spacer and shouldered stud.
(5) Disconnect front wire rope casing nut from front swivel joint (7).
(6) On Pre-SB1185 engines, remove locknut (8) securing front swivel joint (7) to lifting
bracket (10). Remove push-pull control linkage complete with wire rope, exercising
care not to damage wire rope.
Page 3-2-126
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MANUAL PART NO. 3015442
(7) On Post-SB1185 engines, remove innermost nut and bolt, and loosen remaining nut
and bolt securing remaining plate (31), to lifting bracket. Loosen locknut (8) and
pivot retaining plate outward. Remove push-pull control linkage complete with wire
rope, exercising care not to damage wire rope.
(8) Remove bolts and self-locking nuts, securing wire rope casing bracket to flange C,
as required.
(9) Disconnect rear wire rope casing nut from bulkhead coupling, on center fireseal,
and remove casing.
(10) Remove locknut and washers securing bulkhead coupling to center fireseal.
(11) Remove self-locking nut and washer from clamp bolt (4) and unscrew control linkage
assembly from wire rope. Remove clamp bolt.
(a) Remove lock bolt (27) and remove front swivel joint (7) and spring (30) from
assembly.
(b) Loosen locknut and remove clevis rod end (17) from front wire rope terminal.
Remove wire rope terminal from assembly.
(c) Remove locknut (29) and remove adjuster stop (28) from low-pitch stop
adjuster (26).
(13) Remove propeller reversing lever (18) from governor actuating lever (25) by
removing cotterpin, castellated nut and bolt. Ensure that sleeve bushings on
either side of reversing lever arm remain firmly in place.
(14) Remove actuating lever (25) from governor arm (12) and’ support arm (15) by
removing two cotterpins, castellated nuts and bolts, and governor arm shield (if
fitted)
(15) Remove arms (12 and 15) by removing two self-locking nuts and washers.
(16) Remove spring stop (9), if fitted, from lifting bracket by removing one self-locking
nut, two bolts and washers.
(17) Disconnect and remove interconnect rod (21) by removing cotterpin, castellated nut,
washer and bolt and power turbine governor arm (20). Remove cotterpin,
castellated nut, three washers and bolt at power turbine governor lever (22).
(18) Remove two self-locking nuts and remove support bracket, complete with govemor
lever (22), from flange A.
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MANUAL PART NO. 3015442
NOTE: To obtain freedom of movement, lubricate all rod end connectors with grease
(PWC04-001).
(1) On Pre-SB1185 engines, insert front swivel joint (7) in engine lifting bracket (10) on
flange A, and secure with locknut (8). Tighten nut and torque (Ref. No. 583, Fits
Clearances)
(2) On Post-SB1185 engines, locate front swivel joint (7) in slot of lifting bracket, and
secure retaining plate (31), bolt and self-locking nut. Tighten both nuts and
with
torque 36 to 40 Ib.in. Install locknut (8) on swivel joint, tighten nut and torque (Ref.
No. 583, Fits 8 Clearances).
(3) Install rear swivel joint (35) on rear fireseal and secure with two plain washers and
locknut (34). Tighten nut and torque (Ref. No. 583, Fits 8 Clearances).
(4) Install bulkhead coupling and washer on center fireseal, inserting from rear, and
secure with washers and locknut. Tighten nut, and torque (Ref. No. 586, Fits 8
Clearances)
(5) Install front and rear section of wire rope casing. Tighten coupling nuts, torque (Ref.
No. 582, Fits Clearances) and attach lockwire to adjacent locknuts. Secure front
section of wire rope casing and bracket to flange C las applicable) with bolts
and self-locking nuts. Tighten and torque nuts 36 to 40 Ib.in.
(6) Assemble locknut (29) on adjuster stop (28) and screw assembly into adjuster (26)
leaving approximately eight to twelve threads showing.
(7) Insert front push-pull control terminal from rear, into adjuster, followed by spring
(30). Slide assembly over front of swivel joint and secure with lockbolt (27) on
collar. Tighten bolt, torque (Ref. No. 585, Fits Clearances) and secure with lockwire.
(8) Install clevis rod end (17), complete with locknut, on push-pull control terminal.
Ensure that threads are visible through inspection hole on clevis rod end. Check
that travel of adjuster is approximately 1-114 inches.
NOTE: Early engines may not incorporate inspection hole in rod end clevis; in this
condition ensure that minimum of 3 threads are showing beyond locknut.
Clevis must be drilled at next shop visit (Ref. Airworthiness Directive
CF-80-21).
(9) Suitably hold propeller governor speed adjusting lever against maximum speed stop
(52).
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(10) Insert feeler gage under pilot valve lifting rod on propeller governor, and hold
dimension "Z" (see Detail B) at its low setting of 0.085 (~0.001) inch. Install arm
(12) so that fork end is at 6 o’clock position or slightly forward.
NOTE: When installing the arm (12), the pilot valve lifting lever must be held
against upper flange of governor spool rod.
(11) Move the arm (12) forward sufficiently to insert feeler gage beneath spool to set
dimension "Z" at 0.210 inch. Screw in pilot valve maximum stop (14) on governor
bracket to arm. Tighten nut on stop screw, and torque (Ref. no. 599, Fits
Clearances).
CAUTION: DO NOT FORCE THE ARM (12) TO GIVE A DIMENSION GREATER THAN
0.230 INCH OR DAMAGE TO THE GOVERNOR WILL RESULT.
(12) Connect top end of actuating lever support arm (15) to forward hinge bolt on
propeller governor bracket. Connect lower fork end of arm (15) and arm (12), to
propeller actuating lever (25).
(a) For Pre-SB1067 engines, insert spherical bearing into bore in propeller
reversing lever and secure bearing in place with retaining ring.
(b) For Post-SB1067 engines, insert one retaining ring into bore in propeller
reversing lever. Installspherical bearing and secure with second retaining ring.
(14) Connect lever (18) to lever (25) with spacer inserted on each side.
(15) While holding dimension "Z" to 0.085 inch, adjust clevis rod end (17) and/or
adjuster (28) in order to connect lever (1 8) ~to clevis rod end (17).
(16) Loosely install power turbine governor lever (22) and bracket on flange A.
(17) Assemble and install the upper power turbine governor interconnect rod (16)
between levers (22 and 18). Adjust rod so that lower half of lever (15) is
approximately parallel to flange A.
(18) Install power turbine governor arm (20) so that, with contact made to the power
turbine governor maximum stop (19) i.e., fully clockwise, the arm points directly
inward at right angles to engine axis.
(19) Hold clevis rod end (17) fully forward, and install the lower power turbine governor
interconnect rod (21) by adjusting its length until arm (20) is lightly touching stop
(19). Shorten rod (21) by one complete tum on one end before installing rod.
(20) Tighten all nuts on front linkage and controls, torque (Ref. No. 599, Fits
Clearances) and lock with cotterpins. Recheck dimension "Z" with front control
terminal held fully forward.
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MANUAL PART NO. 3015442
CAUTION: DO NOT TORQUE RETAINING NUTS THAT ATTACH ARMS (12 AND 15)
TO PROPELLER CONSTANT SPEED CONTROL UNIT ABOVE SPECIFIED
LIMITS.
(21) Tighten power turbine governor lever mounting bracket hold down nuts at flange A
and torque 36 to 40 Ib.in. Ensure all rod ends are free to swivel.
(1) Install stop shield on arm (12). Tighten bolt and nut, torque (Ref. No. 599, Fits
Clearances) and secure with cotterpin.
(2) Assemble propeller reversing lever spring stop by inserting two springs into
cylinder. Compress springs with piston and insert spiral retaining ring into groove
provided in cylinder. Install adjuster screw into piston leaving approximately 318
inch threads showing.
(3) Install spring stop assembly in hole provided in lifting bracket at flange A, inserting
from front. Secure with three bolts, plain washers and self-locking nuts. Tighten
nuts and torque to 36 to 40 Ib.in.
(4) Using feeler gage, control dimension "X" (between adjuster screw and stop shield
on arm) to 0.010 inch, secure adjuster screw with cotterpin.
NOTE: The adjuster screw may be turned clockwise up to 112 turn to facilitate
installation of cotterpin.
(1) Secure bracket with self-locking nut and bolt, at approximately the 3 o’clock position
on flange C, tighten nut and torque 36 to 40 Ib.in.
(2) Install clamp over front wire rope casing and secure to bracket on flange C with nut
and bolt. Tighten nut and torque to 32 to 36 Ib.in.
(3) Install clamp over front wire rope casing and another clamp over power turbine
govemor pneumatic line front section. Secure two clamps together with bolt and
nut, tighten nut and torque to 32 to 36 Ib.in.
(4) Insert wire rope into rear swivel joint (35), through rear and front casings, into front
adjuster assembly. Secure counterclockwise through clamping bolt (4) until wire
rope end contacts bottom of blind hole in front terminal.
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(5) Check for safety of wire rope, by inserting a piece of wire into small hole in front
terminal. Secure wire rope front end by tightening self-locking nut on clamping bolt
(4), and torque (Ref. No. 599, Fits Clearances).
(6) Install rear terminal on wire rope, allowing wire rope to pass through internally
threaded clamping bolt (4).
(7) Check for safety of wire rope, by inserting a piece of wire into small hole in
terminal. Secure wire rope rear end by tightening self-locking nut on clamping bolt (4),
and torque (Ref. No. 581, Fits Clearances).
(8) Screw locknut (3)and clevis rod end (2) on the rear push-pull terminal and adjust
to align with middle hole on the control cam (1). Extend clevis rod end by one half
turn to ensure positive movement of control. Tighten locknut and torque 75 to
85 Ib.in.
(9) Insert straight pin through clevis rod end (2) and control cam (1), and secure with
washer and cotterpin.
(10) On completion of all adjustments, carry out a thorough check of engine control and
reversing system for correct torque loading of coupling and linkage nuts, and for
securing with lockwire or cotterpins, as applicable.
(1) Disconnect rear clevis rod end (2) from propeller control cam (1), by removing
cotterpin, washer and straight pin.
(2) Loosen self-locking nut on clamping bolt (4) and remove rear wire rope terminal, by
unscrewing from wire rope.
(3) Loosen and unscrew coupling nut (7) at front end of wire rope casing from the
swivel joint (19).
(4) Remove cotterpin, nut, spacer, sleeve and bolt securing clevis rod end (12) to
propeller reversing lever (29).
(5) Remove cotterpin, washer and straight headed pin securing propeller reversing
lever (29) to Beta control valve clevis (30).
(7) Remove cotterpin, castellated nut, washer and bolt securing propeller governor
interconnect rod (14) to propeller governor air bleed link.(31).
(8) Remove cotterpin, castellated nut (25) and washer securing upper end of
interconnect rod (14) to outer end of wire rope clamp bolt (27).
Page 3-2-131
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MANUAL PART NO. 3015442
REAR FIRESEAL
6
1 7
51 1 DETAIL A
17
POST-SB1185
48
~s
47’ (4Q
18
35
42
40
37
39
38T TO COCKPIT POWER
CONTROL LEVER
4443
45
46
12
TO COCKPIT PROPELLER
CONTROL LEVER
ic
1
9
s
I
C C
i
HIGH PITCH 8 FEATHER
Page 3-2-132
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MANUAL PART NO. 3015442
3~ (4
90"+1" ~5
TAKE-OFF POSITION REVERSE POSITION
IDLE POSITION
DETAIL B
~j"
25
20) (22
28) 127
19
MAX. STOP
15
LOCK BOLT
29
21)! 21 25
14 30
r
!2~ GOVERNOIRAIR CARBON
BLEED LINK BLOCK
14 (REF.)
MAX. STOP 54
28
19 15 29
DETAIL C
31 30 PT6A-20A PUSH-PULL CONTROL
ROD ARRANGEMENT (SOLID LINK)
CARBON
DETAIL C
jl; BLOCK
(666.)
PT6A-20B PUSH-PULL CONTROL
ROD ARRANGEMENT (TELESCOPIC LINK)
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MANUAL PART NO. 3015442
PROPELLER
GOVERNOR
BETAVALVE7 ’Aa\
PROPELLER
REVERSING
LEVER
REVERSING LEVER
GUIDE PIN BRACKET
ASSEMBLY
SEE DETAIL E
FOR CORRECT
INSTALLATION.
29
THRUST
BEARING
COVER
cg ’9
DETAIL E
rg
se
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Page 3-2-135
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MANUAL PART NO. 3015442
(10) Pre-SB1185: Remove locknut (20) securing front swivel joint (19) to lifting bracket
(8) on flange A. Withdraw front swivel joint complete with push-pull control rod
assembly and attached wire rope.
(11) Post-SB1185: Remove innermost nut and bolt, and loosen remaining nut securing
retaining plate (26) to lifting bracket (8). Loosen locknut (20) and pivot retaining
plate outward. Remove front swivel joint (19) complete with push-pull control rod
assembly and attached wire rope.
(12) Remove self-locking nut and bolt securing wire rope casing clamp to bracket
attached at flange C.
(13) Remove self-locking nut (18), washer and bolt securing wire rope casing (33) to
bracket (16) attached to center fireseal.
(14) Remove two self-locking nuts (18) and bolts securing retaining plates, seals,
insulation gaskets (17) and angle bracket (16) to center fireseal. Split retaining
plates and seals to enable wire rope casing (33) to be withdrawn through fireseal.
(15) Loosen and remove wire rope casing coupling nut (7) from front end of rear swivel
joint (35). Carefully remove clamp, seals, insulation gaskets and angle bracket from
casing. Withdraw casing forward through center fireseal.
(16) Remove rear swivel joint (35) from rear fireseal by removing swivel joint locknut
(34) located on forward face of rear fireseal.
(17) Disassemble push-pull control rod assembly removed at Step (10) or(ll) as follows:
(a) Remove self-locking nut (28), and spacer from wire rope clamping bolt (27) to
release tension on wire rope.
(b) Remove wire rope (32) from front linkage assembly by unscrewing wire rope in
a counterclockwise direction to disengage rope from clamping bolt (27) internal
threads. Withdraw wire rope.
(c) PT6A-20A: Remove clamp bolt (27) from wire rope terminal and front clevis rod
(12). Withdraw clevis rod from wire rope terminal.
(d) PT6A-20B: Remove bolt (54) securing front clevis (12) and withdraw clevis.
Remove bolt (27) from telescopic terminal housing (52), spring sleeve
clamp
and wire rope terminal. Remove telescopic terminal housing (52) spring sleeve
and compression spring (53) from wire rope terminal.
(e) Remove locknut (23) from low pitch adjuster stop (24).
(f) Unscrew low pitch adjuster stop (24) from low pitch stop adjuster (21) and
remove, complete with wire rope terminal and spring.
(g) Remove lock bolt (15) from low pitch stop adjuster (21) and front swivel joint
(19). Slide low pitch stop adjuster from swivel joint flange.
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NOTE: If rod end connectors have been washed, or if there is any evidence ofsticking
or binding, turn ball outward and lubricate surface using grease (PWC04-001)
or equivalent.
(1) Pre-SB1185: Insert front swivel joint (19) in forward engine lifting bracket (8) at
flange A and secure with locknut (20). Tighten nut, torque (Ref. No. 960, Fits
Clearances) and secure with lockwire.
(2) Post-SB1185: Locate front swivel joint (19) in slot of lifting bracket (8) and secure
with retaining plate (26), bolt and self-locking nut. Tighten both nuts and torque 36
to 40 Ib.in. Install locknut (20) on swivel joint (19). Tighten nut and torque (Ref.
No. 960, Fits Clearances) and secure with lockwire.
(3) Install pitch stop adjuster (21) on front end of swivel joint (19) and lock in position
with lockbolt (15). Tighten bolt, torque 24 to 36 Ib.in., and secure with lockwire.
(4) Install short helical compression spring (22) over front end of swivel joint stubshaft.
(5) Install lowpitch adjuster stop (24) on wire rope terminal. Slide wire rope terminal
over swivel joint (19) stubshaft and screw adjuster stop (24) into stop adjuster (21),
to obtain between 1.00 inch and 1.25 inch of travel on wire rope terminal. Screw
plain locknut (23) onto adjuster stop (24) until fingertight.
NOTE: Locknut must not be torqued until final adjustments have been made.
(6) PT6A-20A engines: Assemble clevis rod end (12) to wire rope terminal and insert
clamp (27) through holes in terminal and clevis rod end. Ensure that wire rope
bolt
screw hole in clamp bolt is lined up correctly, then screw wire rope into bolt,
ensuring wire rope is visible when viewed through inspection hole in clevis rod end.
Secure clamp bolt (27) with spacer and self-locking nut. Tighten nut and torque
36 to 40 Ib.in.
(7) PT6A-20B engines: Install telescopic terminal housing (52) and compression spring
(53) on front end of wire rope terminal. Install spring sleeve into telescopic terminal
housing (52) and~ insert clamp bolt (27) into slot in telescopic terminal housing,
hole in wire rope terminal and hole in spring sleeve. Ensure that wire rope screw
hole in clamp bolt (27) is correctly aligned, then screw wire rope into bolt. Secure
clamp bolt with spacer and self-locking nut. Secure clamp bolt with spacer and
self-locking nut. Tighten nut and torque 36 to 40 Ib.in. Install clevis rod end (12) into
telescopic terminal housing and secure with bolt and castellated nut. T~ghten nut,
torque 12 to 18 Ib.in. and lock with cotterpin.
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(8) Install upper end of propeller reversing lever (29) into clevis rod end (12). Install
sleeve spacer and secure with bolt and castellated nut. Tighten nut, torque 12 to
18 Ib.in., and lock with cotterpin.
(9) Insert sleeve bushing in reversing lever (29) hole, place lever in Beta control valve
clevis (30) slot, and secure with a straight headed pin, washer and cotterpin.
(10) With propeller feathered and carbon block against rear face of slip ring, set low
pitch adjuster stop (24) so that, with linkage pulled fully forward, Beta valve clevis
slot end is flush with front face of Beta valve captive nut. r~ghten nut (23), torque (Ref.
No. 584, Fits Clearances) and secure with lockwire to adjuster (21).
(11) Secure lower end of propeller governor interconnecting rod (14) to lower hole of
propeller governor air bleed link (31) with bolt, washer and castellated nut. Tighten
nut, torque 12 to 18 Ib.in., and lock with cotterpin.
(12) Adjust length of interconnect rod so that, with reversing linkage held fully forward
against pitch adjuster stop (24), and reset arm against maximum stop, rod end
connector at upper end of rod (14) aligns with wire rope clamp bolt (27).
(13) Shorten govemor interconnect rod (14) by turning each rod end connector one half
turn. Tighten locknuts, torque 24 to 36 Ib.in., and apply lockwire to the internally
threaded rod.
(14) Install upper end of rod end connector to clamp bolt (27), secure with two plain
washers and castellated nut. Tighten nut, torque (Ref. No. 599, Fits Clearances)
and lock with cotterpin.
(1) Install rear swivel joint (35) to rear fireseal using two plain hexagon locknuts (34).
One locknut is installed forward of the fireseal and the other to the rear. Do not
torque at this point.
(2) Install insulation gaskets (17), seals and retaining plates on center fireseal mount
ring at the 3 o’clock position. Install angle bracket (16) on front lower side of
fireseal. Secure with two bolts and self-locking nuts (18). Do not torque at this point.
NOTE: Seal retaining bolt heads should be positioned so that bolt heads are on
air inlet side of fireseal mount ring.
(3) Install wire rope casing (33) through seals and center fireseal mount ring and
connect casing coupling nuts (7) to front swivel joint (19) and rear swivel joint
(35). Adjust rear swivel joint position to compensate for variations in casing length.
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(4) Tighten locknut (34) on rear swivel joint (35), torque (Ref. No. 583, Fits
Clearances).
(5) Tighten coupling nuts at each end of casing (33), torque (Ref. No. 582, Fits 8
Clearances) and secure with lockwire.
(6) Tighten self-locking nuts (18) and torque (Ref. No. 549, Fits Clearances).
(7) Install clamp on casing (33) and secure to angle bracket (16) with bolt, washer and
self-locking nut (18). Tighten nut and torque 24 to 36 Ib.in.
(8) Insert wire rope (32) into rear swivel joint (35) and push forward into casing toward
the front adjustable assembly. Check that internally threaded clamping bolt (27) is
loose and screw wire rope (32) clockwise through clamp until rope bottoms. Check for
safety by inserting a piece of wire into inspection hole in terminal. Tighten
self-locking nut (28) on wire rope clamping bolt and torque (Ref. No. 581, Fits
Clearances).
(9) Slip rear control terminal (complete with clevis rod end) over end of wire rope, and
screw clockwise to engage wire rope into threaded hole of clamp bolt (4). Check for
safety by inserting a piece of wire through small viewing hole in rod end. Tighten
nut on clamping bolt and torque (Ref. No. 581, Fits Clearances).
(10) Adjust length of clevis rod end (2) to align with center hole of propeller control cam
(1). Extend clevis rod end by one half turn, to ensure positive movement of
controls. Tighten locknut (3), torque 65 to 85 Ib.in. and secure with lockwire.
(11) Attach clevis rod end (2) to center hole of propeller control cam (1) and secure with
straight headed pin, plain washer and cotterpin.
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SECTION 3 INSPECTION
1. INTRODUCTION
(4) Pay particular attention to rear linkage cam box, Every 100
fuel control unit arm, telescopic rod and rod end hours
fittings. Disconnect rod ends and clean using
solvent (PWC11-027) or (PWC11-031). Examine
rod end for corrosion, roughness in rotation,
side play and radial play. Lubricate with light
grease (PWC04-001)as necessary, making sure
of free movement of linkage. After lubrication
reinstall rod ends and torque to specified value
(Ref. Part 3, Section 2, Removal Installation).
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NOTE: With the exception of rod end fittings, linkages generally will
operate satisfactorily without lubrication. While lubrication will
be effective in some instances, it must be realized that
grease and oil attracts dirt and foreign matter. Depending on
applicable.
B. Mot Section Examine with borescope (Ref. Para. 52.). In
conjunction
with
periodic fuel
nozzle leak
and
function
tests (Ref.
4.H.).
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C. Reduction (1) Connect test set (Ref. Para. 36.B.) or utility Every 100
Gearbox Chip volt-ohmmeter hours across the pins of chip hours
Detector detector. If a resistance of 100 ohms or less is
indicated, remove and inspect chip detector in
accordance with Paragraph 46., following.
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H. Fuel Manifold (1) Leak-test, function-test, and clean fuel manifold See NOTE
Adapter and adapter and nozzle assemblies. Refurbish as
Nozzle necessary (Ref. Para. 43. and 44.).
Assemblies
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5. PNEUMATIC SYSTEM
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MANUAL PART NO. 3015442
B. Bleed Valve (1) For engines operating in dusty, industrial/smog, Every 600
salt laden environments orhigh cyclic hours.
conditions. Extension
may be
based on
operators
experience.
(2) For other engines NOT operating in conditions Inspect in
in Step (1). conjunction
with a Hot
Section
inspection.
6. IGNITION SYSTEM
CONTROL LINKAGE
2. GENERAL
A. Check all engine controls for correct operation, ensuring that the linkage from the
cockpit controls to the engine units is connected to permit full and free movement. Make
sure that the controls are adjusted to permit over-travel of the control lever, full
operation of the engine unit and that the linkage can be operated without interference.
Also and eliminate any slack in the control system. Lubricate and
investigate adjust all
controls in accordance with the aircraft manufacturer’s instructions.
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MANUAL PART NO. 3015442
CORROSION
3. GENERAL
A. Corrosion may be identified as metal loss or pitting, but more usually appears as local
swelling or buildup due to the greater volume occupied by nickel oxides. These
corrosion products vary in color from black to green and in the advanced state there will
be associated cracking, referred to as exfoliation. Care should be taken to distinguish
between corrosion buildup and possible light brown or rust colored deposits which are
essentially harmless combustion by products. The latter are usually more widespread
over hot section components and while possibly affecting performance, will not directly
affect compressor turbine and power turbine blade integrity.
4. TUBING
A. Procedure
(1) Inspect all engine scavenge oil, pressure oil, pneumatic control and fuel supply
tubing, except where special instructions apply, for the following:
(a) Circumferential scratches in tubes are acceptable provided they do not exceed
a 45 degree segment on circumference. Any number of scratches is permissible;
these may be blended out provided depth of blend does not exceed
one-quarter of the wall thickness of tube.
(b) Longitudinal scratches in tubes must not exceed 1/2 inch in length. Any number
of scratches is permissible.
(c) Nicks and chafing marks in tubes are acceptable provided three-quarters of the
wall thickness remains after blending. Each blended area must not exceed
on-half square inch.
(d) Dents in tubes are of limited acceptability, provided there are no restrictions to
flow caused by sharp edges or corners. Dents are unacceptable within one
inch of ferrule scarf-welds, or in a blended area.
(e) Minor isolated pitting is acceptable if not greater than 0.003 inch in depth.
Clusters of pits should be blended out to a maximum depth of 0.005 inch.
(f) Rust and stains on tubes are acceptable if they can be removed by light
polishingwith very mild abrasive.
5. INSULATED TUBES
A. Procedure
(1) Examine silicone rubber sheathing for damage. Surface cuts up to three inches in
length are rectified by use of cement filler (Ref. Repair).
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MANUAL PART NO. 3015442
(a) damage exceeds limits specified above (a), but depth is superficial, sheathing
If
may be repaired by replacement of damaged portion (Ref. Repair).
(d) Check tube assemblies for corrosion, dents, fretting, nicks, pitting and
scratches.
(e) Blend out minor damage that does not exceed limits specified in Inspection,
Tubing.
(f) Examine couplings and threaded fittings for cracks or damaged threads.
(h) Reject tube assemblies damaged beyond specified limits (Ref. Inspection,
Tubing).
(i) Examine insulation on pneumatic tube assemblies for cuts in outer rubber
sheath. Cuts up to three inches long may be repaired. (Ref. Repair.)
6. HEATED TUBES
A. Procedure
(1) Check resistance value of heating element and lead of pneumatic tube assemblies
using Turbine Temperature Indicating System Test Set (Barfield TT1000A) or
equivalent. The resistance should be as follows:
(a) Pre-SB1294 heated tube assembly, the resistance should be 20.0 1.4 ohms.
TEL: 305-871-5629
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7. HOSE ASSEMBLIES
A. Examine high and low pressure hose assemblies for crimps and buckling. High pressure
hoses with such defects must be replaced, while low pressure hoses with such defects
are acceptable. Flattening, caused by a permanent set at the bend of an assembly
and not associated with a crimp or buckling, is acceptable.
NOTE: A crimp or buckle is an abrupt change in the hose teflon inner liner contour
caused when the hose is bent at too small a radius. As a result, the liner will
be partially or completely collapsed on one location. This condition, which can be
detected through the outer hose covering, is similar to that which occurs
when a cardboard tube is bent. When a hose assembly is straightened, the
collapsed area will expand, but the inner liner contour may remain collapsed.
8. METAL BRAID
A. Inspect metal braid sections of pneumatic tube assemblies for cuts in metal braid. Three
broken wires per plait, or six broken wires per linear foot, are acceptable. Replace tubes
on which wire braid is chafed or worn through to electrical conductors.
ACCESSORIES
9. STARTER-GENERATOR GEARSHAFT
A. Procedure
(1) Inspect starter-generator gearshaft internal splines for wear, after starter-generator
removal as follows: (Ref. Fig. 3-3-1).
(a) Set Gage (PWC30499-50) to 0.660 inch dimension ’A’ (View A, Figure 3-3-1)
as follows:
1 Release gage clamp screw (3) and adjust ball and screw assemblies (4) to
obtain dimension ’A’ (0.660 inch).
2 Tighten gage clamp screw (3) and check dimension ’A’ has not altered.
(b) Insert gage into gearshaft, tilting gage so that it enters gearshaft splines at
approximately 45 degrees.
(c) Slowly allow gage to support itself in gearshaft splines. If gage supports itself,
the gearshaft is serviceable. If gage does not support itself, gearshaft must be
replaced as detailed in Part 4, REMOVAL INSTALLATION.
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MANUAL PART NO. 3015442
n 1
3) (4) (1
tlrj-
A
DIM.
1
DETAIL A
C1539B
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MANUAL PART NO. 3015442
1. Gage (PWC30499-50)
2. Starter-generator Gearshaft Spline
3. Gage Clamp Screw
4. Ball and Screw Assemblies
5. Starter-Generator Mount Pad
IN-SERVICE INSPECTION
A. Procedure
(1) In-service inspection is a troubleshooting procedure used to find the reason for
performance deterioration. Parts can be inspected using a borescope (Ref. Part
3, Section 3, Inspection) or by removing the power section. Refer to Part 2, Section
7, Troubleshooting, for areas to be inspected.
(a) Using a borescope is more practical for this inspection. Removal and
installation of the power section components/assemblies could result in damage
to parts and/or distortion of sealing surfaces causing gas leaks and
performance loss.
(b) Acceptable damage will have to be documented and the rate of progression
monitored. Record engine module time and cycles, fuel nozzle port used, if
found by borescope, component, description, location and dimensions of defect.
engine performance.
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NOTE:
TRAILING EDGE DEFECTS EXCEEDING THESE LIMITS
ARE NOT ACCEPTABLE. DIMENSIONS CANNOT BE
ACCURATELY MEASURED WHEN USING A BORESCOPE
THEREFORE THE EXTENT OF THE DAMAGE MAY BE
ESTIMATED AS A PERCENTAGE OF AIRFOIL LEADING
EDGE HEIGHT (1.130 APPROX.)
0.230
1.130 APPROX.
LEADING EDGE
OPEN CRACK
BURNT AREA ON
INNER/OUTER RING
C23013
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MANUAL PART NO. 3015442
(f) The ability of an engine to produce the TO power required by the flight manual
for the actual Tam is the only engine power airworthiness requirement.
However, on some installations the aircraft maintenance manual provides an
engine ground power test. This test may be used to confirm TO power is
produced within operating limits over the complete range of ambient
temperature and altitude for which the engine/aircraft is certified. If, at an
anticipated high ambient temperature and/or altitude, T5 and Ng will approach
or exceed the maximum limits, an HSI is recommended before the actual
conditions occur.
(g) Carbon accumulation inside fuel nozzle passages is the principle cause of
spray pattern degradation which results in non-uniform combustion and
local high temperature peaks. Exposure to these peaks contributes to premature
hot section deterioration. Carbon accumulation is progressive and can affect
all nozzles. Therefore, inspect all nozzles to minimize premature deterioration
occurring at other locations.
A. Procedure
(a) Removal
4 Remove CT vane ring assembly, shroud housing and small exit duct (Ref.
Part 4, Section 2, Removal Installation).
(b) Installation
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1 Install CT vane ring assembly, shroud housing and small exit duct (Ref.
Part 4, Section 2, Removal Installation).
12. COMBUSTION CHAMBER (SMALL EXIT DUCT, INNER AND OUTER COMBUSTION
CHAMBER LINER ASSEMBLIES)
A. Procedure
(1) Combustion chamber liner cracks may be repairable, and an HSI is recommended
before they progress to such an extent that component replacement is required.
Converging cracks in the inner and outer combustion chamber liner walls which do
not meet are acceptable. Inspect affected area at 100 hours. Subsequent
inspection intervals must not exceed 400 hours.
(a) Plasma top coating (ceramic) loss revealing undercoat (diffused aluminide) on
outer and inner liners is acceptable, providing base metal is not burnt or
eroded.
(b) Small areas (approx. 1 sq.in.) bulging and/or hot spots on inner or outer liner
walls may be repairable and a HSI is recommended for economic reasons.
However, the engine may remain in service, providing the associated fuel
nozzle(s) are inspected and replaced if not within limits. Inspect the affected area
at intervals not exceeding 400 hours.
(c) Holes in inner and outer liner walls are unacceptable. An HSI must be done to
identifyand then replace the affected component. Associated fuel nozzle(s)
must be inspected and replaced if not within limits.
(d) Cracked or distorted cooling rings on liners may be repairable. For economic
reasons, a HSI is recommended before cooling rings are burnt through and
pieces enter the gas stream. Bulging and/or burning in the dome area, associated
or not with axial cracks, is acceptable provided the axial cracks (circumferentiar
cracks are unacceptable) do not exceed 1.0 inch in length or 0.030 inch in
width. Alternatively, the engine may remain in service if it is understood that the
cooling air flow is changed, and the rate at which the combustion chamber
deteriorates may increase. Thus, if a HSI is not done, combustion chamber liner
having distorted cooling rings or converging cracks must have the associated
fuel nozzle(s) inspected and replaced if not within specified limits. Inspect the
damaged area at 100 hours. Subsequent inspection intervals must not
exceed 400 hours.
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(e) Excessive carbon deposits inside combustion chamber liners could be the
result of poor fuel atomization by the fuel nozzles (indicated by deposits
around fuel nozzle bosses). Distortion of combustion chamber liner cooling
rings may produce carbon deposits in the dome area downstream of the affected
cooling ring. If excessive carbon deposits are found, flow check the fuel
nozzles. If the nozzles are serviceable, the combustion chamber liner is the
probable cause. Inspect the CT blades, as erosion by carbon particles (some
carbon particles remain in the gas stream and are not deposited in the
combustion area) may damage and eventually cause CT blade replacement. If
CT blades are eroded, refer to Para. 14. If CT blades are not eroded, the
engine may remain in service and the CT blades and combustion chamber liners
must be inspected within 100 hours. Subsequent inspection intervals must
not exceed 400 hours.
(f) As the structural integrity of the small exit duct is not affected, cracks and open
radial cracks extending from the inner to the outer diameter are acceptable
(length not limited), and an unlimited amount of coating loss is acceptable. Holes
less than 0.500 in, in diameter in the outer wall are acceptable. If holes or
open cracks are found, a HSI is recommended for economic reasons. The engine
may remain in service, and HSI delayed, providing it is understood that the
CT vane ring cooling air flow is affected, increasing the rate of deterioration.
When damage is found, inspect the CT vane ring and associated fuel nozzle.
Inspect the damaged area at 100 hours. Subsequent inspection intervals
must not exceed 400 hours. If deterioration exceeds the above limits, an HSI is
recommended.
(g) Cracks along, or across, the dome to outer liner seam weld are acceptable
provided the cracks do not intersect the fuel manifold support bracket.
Inspect damage at 100 hours. Subsequent inspections are at the operators
discretion but must not exceed 400 hours.
A. Procedure
(1) Burned areas on vanes increase flow area which accelerates downstream
component deterioration, deceases Ng and increases T5.
(a) Cracks (Ref. Fig. 3-3-3) are repairable. Keep the engine in service and monitor
deteriorationprogression. Do an HSI before defects progress tosuch an extent
that the CT vane ring becomes unrepairable. This will increase the cost of
the subsequent HSI. Inspect CT vane ring having the defects shown within 100
hours. Subsequent inspection must not exceed 400 hours.
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AIRFOIL CRACKS ON
PRESSURE AND
SUCTION SIDES
LEADING EDG
CRACK
TRAILING EDGE
PARALLEL CRACKS
INNEWOUTER RING
CRACKS NOT EXTENDING
INTO FILLET RADIUS
NOTE:
THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER SERVICE.
THE EXTENT OF THE DEFECT(S) MUST BE RECORDED AND
MONITORED BY ADDITIONAL INSPECTIONS. THE ASSOCIATED
FUEL NOZZLE MUST BE INSPECTED AND REPLACED IF NOT
WITHIN SPECIFIED LIMITS.
C23014
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(b) If defects have progressed beyond repair limits shown, engine may remain in
service, providing a ground power check (Ref. Aircraft Maintenance Manual) is
done, and the airfoil trailing edge damage does not exceed limits shown
(Ref. Fig. 3-3-2). An HSI is recommended if the vane trailing edge defects are
beyond the limits shown or downstream components are affected by the CT
vane distress or engine performance is unacceptable.
14. CT BLADES
A. While performing compression turbine blade inspection, operators might notice surface
anomalies that could be mistaken for sulphidation. In fact, these surface anomalies are
a result of the blade manufacturing process and do not affect turbine performance.
The following points of inspection will help operators determine if the blades are
sefl/iceable:
No loss of coating.
No change in color.
B. The condition of airfoils and tips is critical to obtain rated power. Most significant blade
tip defects (rubs and oxidation) increase T5. Even if T5 is below maximum, an HSI may
be recommended for economic reasons if distress is beyond the limits shown (Ref.
Fig. 3-3-5). Defects shown are acceptable, providing their condition is monitored by
further inspections and power checks. Subsequent inspection intervals
engine ground
must not exceed 400 hours. Cracks 0.050 in, long in the upper 1/3 of the trailing
edge are acceptable providing the complete set of blades is removed within 100 hours
and inspected in accordance with overhaul manual criteria. If defects are beyond those
shown (Ref. Pig. 3-3-6), an HSI is recommended.
NOTE: Refer to Para. 10., sSteps (c) and (d), for additional HSI recommendations.
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0.005 IN
0.005 IN
C77352
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ORIGINAL
CONTOUR
VIEW ON ARROW A
EROSION BURNT
MATERIAL OR PA TRAILING
FOREIGN OBJECT I~li EDGE
DAMAGE (FOD)
SULFIDATION
(COATING BLISTERING
WITH SOME BLISTERS
BURST)
LEADING
EDGE
~,c.´•
~v
c
C23067
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MANUAL PART NO. 3015442
EROSION
CRACK
0.050
0.050
TYPICAL
TYPICAL
C,,,, t
113 h
0.050
TYPICAL h
COATINGI-.;
LOSS
TRAILING
EDGE
0.970
(REF.)
LEADING
EDGE
COATING LOSS
(CHANGE IN
COLOUR)
C23004
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C Procedure
(1) Check blades for axial shift. Normally, with components within assembly tolerances,
the blade platforms are approximately in line. When a blade shifts, the blade moves
axially and can be seen as having moved in relation to the adjacent platform.
NOTE: 2. The amount of blade shift may be estimated by using a 0.020 in. thick
wire The free end should be positioned within the field of view of the
borescope. When estimating the amount of shift, position the free end of
the wire adjacent to the platform being checked.
A. Heavy rubbing and oxidation are acceptable, providing T5 is within limits. Operating the
engine with areas burnt on the shroud segments may cause damage to the CT shroud
housing (cracking and burning of the attachment rim), and an HSI is recommended
for economic reasons. A damaged shroud housing must be replaced at the next HSI or
refurbishment.
NOTE: Refer to Para. 10., Steps (c) and (d), for additional HSI recommendations.
A. Procedure
(1) Damage on the airfoils may produce an increase in flow area which will increase
Ng and T5.
(a) Cracks on the inner and outer rings and airfoils are repairable. Keeping the
engine in service, these defects will progress until the PT vane ring becomes
unrepairable. This will increase the cost of the subsequent HSI. Inspect the
damaged area within 100 hours. Subsequent inspection intervals must not
exceed 400 hours.
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(c) If the defects are not repairable, replace PT vane ring at the next power
section repair. Providing Ng and T5 are within limits, there is no need for power
section repair and PT stater change, regardless of the amount of damage,
unless structural integrity of the airfoils is affected (e.g. wide open cracks,
excessive foreign object damage (FOD) and missing or burnt material are
unacceptable).
17. PT BLADES
A. Increased tip clearance of PT stater blades increases T5. If T5 is within limits, there is
no need to change the PT stater assembly, regardless of the amount of the damage,
providing the structural integrity of the components is not affected. Cracks, missing
material, excessive FOD, heavy sulphidation or blade distortion are unacceptable.
18. GENERAL
A. Procedure
(1) Hot section inspection is normally carried out under one of two sets of circumstances:
(a) Operators using Trend Monitoring, H.S.I. will be preformed when dictated by
performance deterioration, in which case pre-inspection performance will be
known and post-inspection improvement duly recorded. When performance has
deteriorated sufficiently to warrant an H.S.I., some rework to the hot section
may be expected.
(b) When H.S.I. is performed on a time basis, the object will be to avert component
deterioration. Due to the fact that it may be necessary to rework or replace
parts, it is recommended that a performance check be carried out both prior to
and after the inspection, since components replaced during H.S.I. may
affect engine performance.
B. General
(1) The scope of the hot section inspection (H.S.I.) is outlined in Table 3-3-2. In order
to accomplish this inspection, proceed as follows:
(c) Remove fuel manifold adapter assemblies. (Ref. Section 2, Removal/i nstallation).
Page 3-3-22
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Page 3-3-23
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
19. INSPECTION
A. General
(a) Inspect thrust bearing cover seal cavity for burrs, nicks and other surface
damage. Light stoning of damaged surfaces is acceptable.
B. Procedure
Page 3-3-24
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(a) Inspect retaining ring or ring halves for nicks, burrs and surface damage. Light
stoning of damaged surfaces is acceptable.
(b) Check integrity of felt strip inserts (Ref. Fig. 3-3-7) in oil seal retaining ring
halves (Post-SB1381 only). If worn or damaged, retaining ring halves must
be shipped to an approved overhaul facility for felt strip insert replacement.
C. Inspection
(a) Inspect visiblearea of oil seal runner for nicks, burrs and other surface damage
caused by tooling during removal of seal. No repair is acceptable. Ship power
output section to an approved overhaul facility for replacement of defective
seal runner
(b) Inspect propeller shaft oil seal contact surface on oil seal runner for evidence
of wear (grooving). If concentrated wear exists, installation of alternate offset
propeller shaft oil seal should be considered. The alternate oil seal contacts seal
runner at a new location (Ref. I.P.C.).
20. GENERAL
A. Inspect the combustion chamber liner for cracks, buckling and/or burning. Cracks in the
liner surfaces are usually of a stress-relieving nature and, as such, are not serious in
that the rate of growth decreases as the crack lengthens. Thermal stresses, in effect,
relieve original stress conditions. It is normal to observe a given type of deterioration
repeated from liner in the same engine or engines of the same model. Typical liner distress
consists of buckling and cracking of cooling rings and buckling at the inner wall
adjacent to the dome.
A. Procedure
(a) Localized buckling and/or burning of all cooling rings (except louvered type)
accompanied by cracking is acceptable provided the cracks do not extend
into the seam weld. (See Figure 3-3-9).
(b) Cracks in the louvered cooling ring (Ref. Fig. 3-3-10) are acceptable provided
that circumferential cracks in the seain weld (see Figure 3-3-11) do not exceed
0.300 inch in length and are stop-drilled using a 1/10 inch drill.
Page 3-3-25
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
3
3q
2 2
1)1 (4) (1
56
v
c
FOR FIELD MAINTENANCE, CUT
GASKET AT LOCATION SHOWN
FOR FIELD MAINTENANCE, CUT
GASKET AT LOCATION SHOWN I GARTER SPRING
GARTER SPRING
885-581377
4(PRE-SB1390)
VIEW A
(ALTERNATE CONFIGURATIONS)
GARTER SPRING 4
GARTER SPRING
F P 8057-581377
1 8087-851381
2 1
Page 3-3-26
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(d) A maximum of seven cracks, each crack not exceeding one inch in length, is
acceptable in the inner liner adjacent to the dome end. (See Figure 3-3-8).
(e) Localized areas that have been heated to an extent as to cause bulging of the
liner dome are considered acceptable (Ref. Fig. 3-3-12), provided there is no
crack and the bulging is not associated with excessive burning, which
would reduce the wall thickness and weaken the structure. The dome bulging
is often associated with cooling ring buckling and reduction of cooling ring gap,
and repair of the gap is necessary (Ref. Repair, Para. 22. A. (a)).
A. Procedure
(a) Buckled cooling rings, in which the gap has been eliminated, must be
reworked. Use a suitable bar to restore a uniform gap to dimensions shown in
Figure 3-3-14.
(b) Cracks not exceeding two inches in length must be welded. (Refer to Part 4,
Section 4, Repair).
(d) Cracks progressing from a free edge so that their meeting is imminent and
could allow a piece of metal to break loose must be repaired by welding.
(Refer to Part 4, Section 4, Repair).
Page 3-3-27
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
t~3
C88A
Page 3-3-28
Dec 02/2005´•
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
and Cracks in
Acceptable Buckling
erugiFsCooling
3-3-9 gniR
Page 3-3-29
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
------u
C224B
Page 3-3-30
Dec 02/2005
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
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Page 3-3-31
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
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Page 3-3-32
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
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Page 3-3-33
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
INNERLINE #4 #5 #6 #7
L
B
.0801N.
.0601N.
LINER DOME
.0801N.
.060 IN.
.080 IN.
.0601N.
.0801N.
.0601N.
/;050 IN.
.0301N.
.0501N.
.0301N.
-A
DOME TO OUTER COOLING RINGS #1 #7
LINER SEAM WELD
#3 #2 #1
LOUVERED COOLING
RING
.060 IN.
.0401N.
.050 IN.
.0301N.
i
.010 IN.
ALL DIMENSIONS GIVEN
.000 IN.
ARE INTERNAL AS SHOWN
IN THIS TYPICAL VIEW VIEW ON ARROWS B
DETAIL A
C1057A
Page 3-3-34
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Procedure
(d) Circumferential cracks adjacent to seam welds which are opened in excess of
0.030 inch.
A. Procedure
(1) Inspect combustion chamber small and large exit ducts as follows: (Ref. Fig.
3-3-17).
(a) Inspect small exit duct for fretting wear at duct flange which contacts the
combustion chamber liner. Wear up to 0.015 inch is acceptable. If wear is in
excess of 0.015 inch, duct should be returned to overhaul facility for possible
repair.
(b) Radial cracks up to 1.00 inch long in small exit duct outer wall are acceptable
provided they are stop drilled using a I~s (0.0625) inch drill.
(c) Inspect large exit duct for fretting wear at surface which contacts the combustion
chamber liner. Wear up to 50 percent of material thickness is acceptable. If
wear is in excess of 50 percent, duct should be returned to overhaul facility for
possible repair.
(d) Cracks up to 1.00 inch long in the large exit duct inner wall are acceptable
provided they are stop-drilled using a ~s (0.0625) inch drill.
(e) Coating loss of any amount is acceptable on both small and large ducts
provided there is no evidence of burning or erosion of parent metal.
Page 3-3-35
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
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Page 3-3-36
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
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Page 3-3-37
Dec 02/2005
PRAVT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
COMBUSTION CHAMBER
LARGE EXIT DUCT
’iit
tt
DETAIL A
C11OA
Page 3-3-38
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
25. GENERAL
A. Measure and record the turbine tip clearance at several locations. Average tip clearance
should be between 0.011 and 0.018 inch (REF. NO. 318, Fits Clearances). Clearances
should be measured with wire or tapered feeler gages. Make sure that the shroud
assembly is centralized.
NOTE: Tip clearance at any one location should not exceed 0.019 inch or be less than
0.008 inch. However, if clearance exceeds 0.018 inch location, continue
at one
segments in service provided performance has been satisfactory and top
average clearance (0.018 inch) is not exceeded.
B. If the tip clearances are below 0.008 inch due to a shroud high spot, a maximum of
three segments may be ground locally over a length not exceeding one inch per
segment. For localized grinding use an air drill (or equivalent) with abrasive wheel A54
IBF (or equivalent). When the total length of all high spots exceeds three inches, they must
be ground using shroud Grinder (PWC30122) (Refer to Part 4, Section 4, Repair).
C. Examine the compressor turbine shroud segments for evidence of metal buildup and
cracks. Limits are shown on Figure 3-3-18.
GENERAL
A. For compressor turbine blade inspection requirements, refer to Table 3-3-3; for power
turbine blade inspection requirements, refer to Table 3-3-4.
Page 3-3-39
Dec 02/2005
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MANUAL PART NO. 3015442
Page 3-3-40
Dec 02/2005
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MANUAL PART NO. 3015442
AREA A
Nicks, dents and pits Three 0.005 inch Not repairable. See NOTE 1.
deep
per blade.
Cracks Not acceptable Not repairable. See NOTE 2.
AREA B (FILLET)
Nicks, dents and pits One 0.005 inch deep Not repairable. Ref. NOTE 1
per blade.
Cracks Not acceptable Not repairable. Ref. NOTE 2
LEADING AND
TRAILING
EDGES
Nicks, dents and pits One 0.020 inch deep Not repairable. Ref. NOTE 1
per blade.
Page 3-3-41
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
compressor turbine
vane ring inspection
reveals that vane
BLADE SHIFT Protrusion of blade root beyond Not repairable. See NOTE 1.
disk rim must not exceed 0.005
inch on either side of disk.
BLADE LOOSENESS
AREA A
Nicks, dents and pits Three 0.003 inch deep Not repairable. None
AREA B
Nicks, dents and pits One 0.010 inch deep One 0.020 inch deep Blend
Page 3-3-42
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LEADING AND
TRAILING
EDGES
Nicks, dents and pits One 0.010 inch deep Not repairable. None
NOTE: Cracks may not extend beyond coating depth. When after stripping coating,
cracks do not extend into the base metal, blade may be considered serviceable.
Other normal inspection criteria must be applied.
B. Examine compressor turbine airfoil surfaces, particularly concave surface, for loss of
coating, up to 25 percent is permissible, and/or corrosion using 10-power magnification.
Assess stage of deterioration and accept or reject bladed disk as follows:
C. Evidenced by slight color change of part of coating area. May be rust colored or dark
gray. If coating has deteriorated but is probably still intact, blades are considered
acceptable for further service.
Stage 2 Initial Corrosion
D. Evidenced by apparent rise of sulfidated coating over surrounding surface, with small,
scattered blisters appearing in coating. Corrosion of base material has started.
Acceptance or rejection of disk is at discretion of operator based on previous experience.
If blades are to remain in service, operators must increase existing desalination
washes and schedule regular borescope inspection of blades every 200 hours.
F. Deep penetration with large ruptured blisters exposing large areas of bare metal. Failure
is very likely due to structural loss. Ship disk assembly to an approved overhaul facility
for blade replacement.
27. GENERAL
A. For inspection requirements on compressor turbine and power turbine vanes, refer to
Table 3-3-5 (PT6A-6, -6A, -6B and PT6A-20 (Pre-SB1OG1 engines) and Table 3-3-6
(PT6A-20 (Post-SB1OG1) and all PT6A-20A engines).
Page 3-3-43
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
rLEADINGEDGE
LEADING
EDGE
C3112E
Page 3-3-44
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
UNACCEPTABLE CRACKED
BEYOND LIMITS
ACCEPTABLE
Compressor Turbine Vanes (All Models) and Individual Power Turbine Vanes
Figure 3-3-20
Page 3-3-45
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE 3-3-5, Inspection of Compressor Turbine Vanes (All Engines) and Individual Power
Turbine Vanes (Pre-SB1OG1 PT6A-20 Engines only)
COMPRESSOR
TURBINE VANES
Parent metal erosion 0.010 inch deep on Not repairable Replace with new
Page 3-3-46
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE 3-3-5, Inspection of Compressor Turbine Vanes (All Engines) and Individual Power
Turbine Vanes (Pre-SB1OG1 PT6A-20 Engines only) (Cont’d)
Airfoil surface 0.125 inch square by Not repairable Replace with new
erosion or 0.010 inch deep on vane
NOTE: 1. Cracks longer than 0.125 in. must be separated by at least 0.100 in.
NOTE: 3. Classification, replace vane ring with same class within 0.03. If vane class
unknown, refer to last test cell run matching figures in log book or contact P&WC
Customer Support.
TABLE 3-3-6, Power Turbine Vane Ring Inspection (PT6A-20 Post-SB1OG1 and all PT6A-20A
Engines)
CRACKS
Leading and/or 0.400 inch long on Not repairable Return power turbine
trailing edges any number of vanes at maintenance level vane ring to an
any airfoil surface. overhaul
facility for possible
repair.
Outer ring 0.600 inch long Not repairable Return power turbine
at maintenance level vane ring to an
overhaul
facility for possible
repair.
Inner ring One crack through Not repairable Return power turbine
entire at maintenance level vane ring to an
EROSION OR
FITTING
Page 3-3-47
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE 3-3-6, Power Turbine Vane Ring Inspection (PT6A-20 Post-SB1OG1 and all PT6A-20A
Engines) (Cont’d)
INTERSTAGE
BAFFLE
Page 3-3-48
Dec 02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE 3-3-6, PowerTurbine Vane Ring Inspection (PT6A-20 Post-SB1OG1 and all PT6A-20A
Engines) (Cont’d)
POWER TURBINE
STATOR HOUSING
FRETTING WEAR
Page 3-3-49
Dec ´•02/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE 3-3-6, Power Turbine Vane Ring Inspection (PT6A-20 Post-SB1OG1 and all PT6A-20A
Engines) (Cont’d)
NOTE: 1. Light stoning of ring inside diameter and compressor turbine shroud housing sealing
surface to remove localized high spots is acceptable
NOTE: 2. Replace vane ring and interstage baffle assembly with same class or +0.1. For vane
28. GENERAL
A. If, after troubleshooting, it is necessary inspect the first stage compressor blades,
to
inspect them for acceptable or unacceptable blade damage as detailed in Paragraphs
29. and 31. Damage limits to first stage compressor blades are based primarily on
structural integrity considerations. In assessing damage, it should be remembered
that continued operation with a large percentage of blades damaged or eroded to
maximum or near maximum acceptable limits may result in decreased compressor and
engine efficiency. Due to restricted areas, and difficulty in accomplishing proper
blending repairs, the damage and erosion limits in Paragraphs 30. to 32., are considered
acceptable without repair.
A. Procedure
(1) Inspect compressor first stage, narrow chord blades for damage as follows: (Ref.
Fig. 3-3-21).
(a) Multiple superficial leading edge nicks, 0.010 inch maximum depth on any
number of blades.
(b) Leading ortrailing edge dents 0.030 inch deep by 0.040 inch long. Four dents
per blade on either leading or trailing edge on any number of blades.
(c) Leading or trailing edge tip curl without presence of tearing. Maximum
allowable deformation 0.050 inch on one edge, six blades only.
(d) Leading or trailing edge nicks 0.020 inch maximum depth. No more than two
nicks on either leading or trailing edge, on any number of blades.
Page 3-3-50
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TIP CURL
NARROW CHORD
I I
C600B
A. Procedure
(1) Inspect compressor first stage, narrow chord blades as follows (Ref. Fig. 3-3-22).
(b) Acceptable leading edge erosion 0.200 inch maximum material loss (Ref. Detail
B).
(c) Unacceptable leading edge and adjacent airfoil surface erosion (Ref. Detail C).
31. DAMAGE LIMITS WIDE CHORD (Post-SB1094 AND ALL PT6A-20A ENGINES)
A. Procedure
(1) Inspect compressor first stage, wide chord blades as follows (Ref. Fig. 3-3-23):
(a) Multiple superficial leading edge nicks 0.050 inch maximum depth on any
number of blades.
(b) Leading ortrailing edge dents 0.100 inch deep by 0.100 inch long. Two dents
per blade on either leading or trailing edge on any number of blades.
(c) Leading or trailing edge tip curl without presence of tearing. Maximum
allowable deformation 0.150 inch on one edge, four blades only.
(d) Leading ortrailing edge nicks 0.100 in, max, depth. Two dents maximum per
blade on leading or trailing edge on any number of blades.
32. EROSION LIMITS WIDE CHORD (Post-SB1094 AND ALL PT6A-20A ENGINES)
A. Inspect compressor first stage, wide chord blades for leading edge erosion (Ref. Fig.
3-3-24). Eroded blades are considered acceptable without repair, provided maximum
erosion from leading edge to apex of eroded area does not exceed 0.400 inch.
NOTE: If damage to the first stage compressor blades is acceptable and, following
blending, engine performance remains within acceptable limits, inspection of
the subsequent compressor rotors and stators is not required. Under these
conditions, the engine is considered acceptable for service.
Page 3-3-52
Dec 02/2005
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MANUAL PART NO. 3015442
0.200
NARROW CHORD
C613B
Page 3-3-53
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MANUAL PART NO. 3015442
LEADING EDGE
TIP CURL
DENT
NICK
(MATERIAL DISPLACED)
I~-- (MATERIAL LOSS)
WIDE CHORD
C935
Page 3-3-54
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MANUAL PART NO. 3015442
LEADING EDGE
WIDE CHORD
C936A
Page 3-3-55
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MANUAL PART NO. 3015442
33. INSPECTION
A. Procedure
(1) If any of the vanes exhibit evidence of impact damage, remove inner and outer exit
duct assemblies and inspect the 14 blind rivets (if fitted) in gas generator case for
security and condition (Ref. Fig. 3-3-25). Acceptable conditions without repair are as
follows:
(b) Six rivets or rivet heads are missing from total of 14.
(c) A total of eight loose rivets is permissible provided no rivets are missing.
(d) A total of six missing and two loose rivets is maximum acceptable condition.
NOTE: A gap of 0.005 inch (maximum) is acceptable between the rivet head
and the sheet surface as shown on Figure 3-3-25, Detail A, provided
that at least 40% of the rivet head circumference is in contact with
the sheet surface. Should any of the above limiting conditions be
exceeded, new rivets must be installed in accordance with the
instructions contained in Part 4, Section 4, Repair.
34. GENERAL
checking will therefore only uncover circuit malfunctions such as an integral short
circuit, and an open circuit in the harness lead.
A. Procedure
(a) Using Turbine Temperature Indicating System Test Set (Barfield TT1000A) or
TEL: 305-871-5629
Page 3-3-56
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
POST-SB1143
RIVET (14)
PRE-SB1143
PARTIAL VIEW OF
GAS GENERATOR CASE
C1651B
Page 3-3-57
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MANUAL PART NO. 3015442
(b) Check the continuity and loop resistance, measured across the chromel and
alumel posts of the terminal block, using a Barfield TT1000A (or equivalent).
Acceptable loop resistance is 1.26 to 1.54 ohms.
(c) Check the resistance of the harness extension (if fitted) using a Barfield
TT1000A or equivalent. When measured from Pin A to Pin B of the connector to
the metal overbraid, resistance must not be less than 25,000 ohms.
NOTE: If several
probes are damaged or broken internally, the loop resistance
would not necessarily fall outside the allowable tolerance. Erroneous
temperature indication could occur because of the resultant
unbalance in the harness circuit.
B. Checking
NOTE: This check requires removal of power section and T4 harness (Refer to
Section 2, preceding).
(a) Attach Barfield TT1000A or equivalent to the harness terminal block chromel
and alumel posts.
(c) Observe for a positive deflection of uniform polarity on the test set (or on the
cockpit gage) from each probe. The harness should be replaced if it is found
that:
T5 THERMOCOUPLE HARNESS, PROBES AND BUS-BAR (PT6A-6/C20, -20, -20A AND -208
ENGINES)
36. GENERAL
B. To carry out inspection and functional checks use Turbine Temperature Indicating
System Test Set, Model TT1000A. The inspection and heat response check of probes will
be accomplished with power section removed. (Refer to Section 2, preceding.)
Page 3-3-58
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
37. INSPECTION
A. Procedure
(1) Check harness, bus-bar and probes for general condition as follows:
(a) With power section removed, inspect harness lead terminals and terminal block
for attachment and signs of damage. Block and terminals may be repaired as
detailed in Part 4, Section 4, Repair.
(b) Post-SB1073: Inspect bus-bar terminal straps for damage (Refer to Part 4,
Section 4, Repair).
1 Check terminal bar of probes for attachment. Reject probe if bar is loose.
2 Disconnect either chromel or alumel terminal from probe using 9/32 inch
open-end spanner and an Alien wrench (9/s4 inch wrench for alumel or 7/64
inch wrench for chromel). Isolate strap from terminal bar.
5 Connect bus-bar strap (or harness lead) to probe. Torque screw (Ref.
No. 596, Fits 8 Clearances) and lockwire (MS9226-02).
(d) Carry out heat response check of each probe (Ref. Par. 38.).
(a) Bus-bar insulation resistance must not be less than 5000 ohms.
(c) Return defective bus-bar for possible repair to the following P&WC facility:
Page 3-3-59
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MANUAL PART NO. 3015442
A. Procedure
follows:
(a) Insulation Resistance Check: Disconnect all leads from terminal block on gas
generator case. Connect leads of test set to each terminal on block, in turn,
and ground (Flange C), and measure harness insulation resistance. As measured
from either chromel or alumel terminal to ground, resistance must not be less
than 5000 ohms.
(b) Continuity and Loop Resistance Check: Using test set, measure resistance
across terminals of terminal block. Resistance must be 0.58 to 0.74 ohms for
Post-SB1073, or 0.3 to 0.5 ohms for Pre-SB1073. If several probes are broken or
damaged, the loop resistance may not necessarily fall out of the acceptable
tolerance. However, erroneous temperature indications could occur due to
resultant unbalance in the harness and bus-bar circuit.
(c) If thermocouple leads fail continuity or resistance test, or are found shorted,
proceed as follows:
1 Heat T5 terminal block for five minutes using heat gun having maximum
heat range of 538"C (1000"F).
(d) Probe Heat Response Check: With power section removed, apply heat source,
such as 100-watt soldering iron (to heat probes to 94"C (200"F), but not
exceeding 540"C (1000"F)) to each probe and check for positive temperature
deflection. After checking one probe allow heated probe to cool to room
temperature before proceeding with next probe.
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39. GENERAL
A. Procedure
(1) Sealing area between compressor and power turbines is critical to engine
performance. Check as follows:
(a) Remove interstage sealing ring(s) from power section. Two rings required on
(b) Installrings on compressor turbine shroud housing and check gap in sealing
rings. gap is less than 0.030 inch, sealing ring(s) should be replaced and
If
shroud housing should be inspected for wear, fretting and distortion. If necessary,
housing should be reworked or replaced (refer to Table 3-3-2).
(c) Single ring configuration (Post-SB1218) must have (PRESS) marking facing
rear of engine.
A. Procedure
(a) Check the element for evidence of carbon build-up. Clean as detailed in Part 2,
Section 3, Cleaning.
(b) Check the element for the presence of fused area. The maximum fused area
must be not more than ~s inch x 1/32 inch in one area only. Plugs with fused
area(s) greater than this limit must be discarded.
(f) Secure glow plugs in gas generator case (Refer to Section 2).
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C222
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41. INSPECTION
A. Procedure
(1) Inspect spark igniters and ignition exciter after cleaning as detailed in Part 2,
CLEANING:
(b) Inspect igniter shell and electrode for erosion (Ref. Fig. 3-3-27 and Table
3-3-7). If erosion equals or exceeds amounts shown, reject spark igniter.
P&WC PART NO. VENDOR NAME AND PART NO. DIM. A (IN) DIM. B (IN)
3035102 Champion: CH34055 0.3000 Not Applicable
3031213 Bendix: 10-390667-1 0.3000 Not Applicable
(c) Carry out functional test on acceptable and replacement spark igniters (Ref.
Para. 42.).
(d) Inspect ignition exciter for signs of damage and general condition.
(e) Inspect input and output connectors for damage, paying particular attention to
connector threads for corrosion.
A. Procedure
(b) Disconnect coupling nut of one ignition cable from output connector on ignition
excite r.
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MANUAL PART NO. 3015442
CAUTION:
SHOULD AN IGNITER PLUG BE DROPPED, INTERNAL DAMAGE,
POSSIBLY NOT DETECTABLE BY TEST, CAN OCCUR.
RECOMMENDATION IS TO REPLACE THE IGNITER PLUG.
DIM. A
1
i
I~ DIM.B
C174
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(d) Listen at gas generator case for snapping sound with frequency of at least one
(e) Reconnect coupling nut of ignition cable to ignition exciter and remove other
cable coupling nut. Repeat steps (c) and (d).
(f) If snapping sound is not heard on either check, replace ignition exciter (Refer
to Part 3, Section 2, Removal And Installation) and repeat steps (a) through
(e).
(g) If snapping sound is not heard on one check only, replace associated spark
igniter and/or ignition cable (Refer to Part 3, Section 2, Removal And
Installation), and repeat operational check. If spark igniter still fails, replace
ignition exciter.
43. GENERAL
A. Procedure
(b) Remove sheath from each manifold adapter assembly (Refer to Section 2).
(c) Inspect sheaths for fretting wear to a maximum depth of 0.010 inch.
(d) Inspect nozzle sheath for erosion and wear. Eroded areas may be lightly buffed
provided final dome thickness is 0.040 inch minimum.
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A. Procedure
(1) Perform functional check on fuel manifold adapter assemblies as follows: (See
Figure 3-3-28).
(a) Partially fill container (4) of Test Rig (PWC30506) (1), or equivalent, with clean
fuel.
(b) Carefully insert blanking tube (13) and connecting tube (9) in fuel manifold
adapter(ll) and connect hose assembly (7) to connecting tube (9). Tighten
coupling nut securely.
(c) Locate and secure fuel manifold adapter (11) with blanking tube (13) and
connecting tube (9) in Fixture (PWC30521) (12) and position drip tray below
fixtu re.
NOTE: For the No. 8 fuel manifold inlet adapter, blank off inlet connections
using Plug (PWC30530) or equivalent, prior to locating adapter in
Fixture (PWC30521).
(d) Operate pressure regulating valve (3) gradually until pressure gage (6)
indicates 20.0 psig.
(e) A full conical spray, free of spitting or drooling, should appear at, or below 20.0
psig. An onion formation may or may not appear Ref. Fig. 3-3-29).
(g) Spitting or drooling at 20.0 psig, or more than 20% streakiness at 60 psig, is
reason for rejection of fuel nozzle (10).
(h) Remove external carbon deposits on the fuel nozzle by lightly brushing orifice
a brush having either bronze or non-metallic bristles.
face, with
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(i) Close off air supply (2), by means of pressure regulating valve (3), and allow
pressure gage to decrease to zero.
(k) Remove fuel manifold adapter assembly (Il)from fixture (12), and withdraw
tube (13) and connecting tube (9).
blanking
45. GENERAL
A. Procedure
(1) Any foreign material found on the chip detector or in the main oil filter should be
identified before further inspection/operation (Ref. Part 2, Section 4, Standard
Practices). Inspect oil filter element as follows:
(a) Remove oil filter element (Ref. Part 3, Section 2, Removal And Installation).
3 If dents and/or broken wires are found, the filter element must be replaced.
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14
NOTE:
MAXIMUM AIR INLET SUPPLY
PRESSURE 100 P.S.I.G.
15
12
10
13
C993E
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1. TestRig (PWC30506)
2. AirSupply
3. Pressure Regulating Valve
4. Fuel Container
5. Filter
6. Pressure Gage
7. Hose Assembly
8. Check Valve
9. Connecting Valve
10. Fuel Nozzle
11. Fuel ManifoldAdapter
12. Fixture (PWC30521)
13. Blanking Tube
14. Pressure Relief Valve
15. Ground Cable
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ACCEPTABLE
NOT ACCEPTABLE
´•i"I: il [iI.:l’[i
ONE OR MORE ONE OR MORE SKEWNESS DROOLING SPITTING
HEAVY STREAKS VOIDS
25%
20%
FUEL NOZZLE A
C67153A
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propeller shaft oil transfer sleeve.lt can be assumed that less than 40
small particles of miscellaneous metal, largely non ferrous, can be
discounted. In such cases the filter element should be cleaned and
reinstalled. It must also be considered that new engines, or engines
immediately after extensive shop work, may produce metal
contamination at the oil filter. In such cases normal precautions apply.
1 If the main oil filter contains a large quantity (15 or more) of silver flakes,
the engine oil system must be flushed (Ref. Part 2, Section 1).
2 if silver flakes greater than 0.080 inch are found in the main oil filter, the
AGE internal scavenge pump screen must be cleaned (Ref. Part 4,
Section 2). The engine oil system must be flushed (Ref. Part 2, Section 1).
3 In both cases after performing the above, the engine may be returned to
service and the oil filter reinspected at the next scheduled inspection (Ref.
Part 3, Table 3-3-1).
1 On first discovery, clean oil filter (Ref. Part 2, Section 3, Cleaning) and
recheck after 10 hours.
2 On second discovery of similar amount of metal, clean oil filter, drain and
change engine oil and recheck after 10 hours.
1 On first discovery, if there are less than 40 pieces of steel or bronze, clean
filter (Ref. Part 2, Section 3, Cleaning) and recheck after 5 to 10 hours.
2 On first discovery, if there are more than 40 pieces of steel or bronze, clean
filter, drain and change engine oil. Perform ground run for one hour and
recheck.
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CHIP DETECTOR
46. GENERAL
A. Procedure
(1) Any foreign material found on the chip detector or in the main oil filter should be
identified before further inspection/operation (Ref. Part 2, Standard Practices).
Inspect reduction gearbox chip detector, which has indicated electrical continuity as
follows:
NOTE: Whenever the chip detector is removed for inspection, the oil filter
should also be inspected as indicated in Paragraph 45.
(b) If only a single chain of magnetic particles bridge the gap across the poles of
the chip detector and the particles consist of small slivers, clean and reinstall
detector.
NOTE: Clean poles of chip detector by wiping with lint-free cloth; discard cloth
after cleaning.
(c) If more than 10 pieces of small, nugget shaped magnetic material are evident
the engine should be shipped to an overhaul facility for inspection.
NOTE: The chip detector can be easily overtightened. Use of a torque wrench
is recommended to avoid overtightening and possible fracture of chip
detector body.
(d) When small amount of fuzz, made up of powdered material, is evident, clean
a
(e) When powdered fuzz is evident a second time, but the quantity has not
increased, clean detector, reinstall and recheck for continuity after a further 10
hours.
(f) When powdered fuzz is found a third time in similar or greater quantities the
engine should be shipped to an overhaul facility for inspection.
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FUEL PUMP INLET SCREEN AND OUTLET FILTER (POST-SB1155 AND ALL PT6A-20A
ENGINES)
PURPOSE: Revised the fuel pump in-situ inspection procedure (Para. 47) and added figure
3-3-29A.
(1) Remove the drain line and fitting from the fuel pump drain port (Ref. Section 2).
(2) :1 Insert´• a cotton swab, or equivalent; 1.0 to 1.5 in, deep into the drain port of the fuel
pump (RBf. Fig. 3-3-29A).
ir
(3) Angle the cotton swab towards the fuel pump outlet filter and roll it inside the drain
port to collect evid~ence of a possible reddish-brown ~deposit´•(iron oxide),
(4) If no reddish-brown (iron oxide) stain is evident, the fuel pump may remain in
service
(5) If reddish-brown (iron-oxide) stain is evident, remove fuel pump (Ref. Section 2):´•
(a) Examine input coupling side area of pump face (Se Fig. 3-3-30) for residue
from fretting corrosion (iron-oxide deposit). If none present pump may remain
in service.
(b) Evidence of corrosion residue indicates excessive spline wear. Ship fuel pump
toapproved overhaul facility.
(a) Coupling drive oil leaks from fuel pump drain should not exceed 3 cc per hour.
If limits are exceeded, replace~plain seal on accessory gearbox pad (Ref.
Section 2). If leaks are still present and exceed limits, ship unit for overhaul.
...5;´•"~
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AR 67
FUEL PUMP
OUTLET
FILTER
~d ORIGINAL
As Received 8~
i’B t,-´•6 ATP
CIVITY TO BE
INSPECTED
DRAIN PORT
(DRAIN FITTING REMOVED)
C107468
PART-3/SEC- 3 Page 2 of 4
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AR 67
DRIVE COUPLING
SEAL
DRAIN PORT
9
cs~
AREA TO BE
INSPECTED
C41986
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AR 67
(b) Fuel leaks should not exceed 20 cc per hour. If leakage exceeds limit, ship fuel
pump for overhaul.
NOTE: If limit is exceeded, inspect FCU driveshaft bearing area for fuel
contamination.
PART-3/SEC- 3 Page 4 oi 4
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B. Inspection
(a) Examine threads for damage. Chase threads as necessary. Replace chip
detector if threads are damaged or crossed.
(c) Connect an ohmmeter across detector output terminals and place a suitable
steel bar (keep) across the detector poles. Circuit continuity must exist.
(d) Check security of output terminal pins and condition of potting compound. If
pins are loose or compound is cracked reject detector.
(e) Connect an ohmmeter between shell of detector and each connector pin, in
turn. Insulation resistance must be not less than 5000 ohms.
FUEL PUMP INLET SCREEN AND OUTLET FILTER (POST-SB1155 AND ALL PT6A-20A
ENGINES)
47. GENERAL
A. Procedure
(1) Inspect fuel pump inlet screen and outlet filter as follows:
(a) Remove inlet screen and outlet filter (Ref. Section 2).
(c) Using a10-power (minimum) magni~ying glass, inspect inlet screen for clogged
passages and broken wires. Inspect outlet screen for contamination.
NOTE: It is recommended that the fuel pump outlet filter (disposable type) be
replaced every 600 hours or as service conditions dictate.
(d) If dents or broken wires are found in fuel pump inlet screen, the screen must
be replaced.
B. Inspection
q TEIWPORARY
REVISION
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(a) Remove drain line and fitting from pump drain port (Ref. Section 2).
(b) Inspect fuel drain port internal passage wall above drain port threads and
inside diameter of drain port, drain fitting and drain line for evidence of
reddish-brown (iron-oxide) stain. If none evident fuel pump may remain in
service.
(c) If reddish-brown (iron-oxide) stain is evident, remove fuel pump (Ref. Section
2) as precautionary measure and proceed as follows:
1 Examine input coupling side area of pump face (See Fig. 3-3-30) for
residue from fretting corrosion (iron-oxide deposit). If none present pump
may remain in service.
L Coupling drive oil leaks from fuel pump drain should not exceed 3 cc per
hour. If limits are exceeded, replace plain seal on accessory gearbox pad
(Ref. Section 2). If leaks are still present and exceed limits, ship unit for
overhaul.
2 Fuel leaks should not exceed 20 cc per hour. If leakage exceeds limit, ship
fuel pump for overhaul.
NOTE: If limit is exceeded, inspect FCU driveshaft bearing area for fuel
contamination.
A. Procedure
(a) Inspect base of ballast tubes for cracks. If there is any suspicion of air leakage
into the tube, reject tube.
A8~
TEMPORARY
REVISION
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DRIVE COUPLING
j´• 1
(9\)
AREA TO BE
INSPECTED
C41986
Ae TEMPORARY
REVISION
that revises this page.
I I
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(b) Using turbine temperature indicating test set (Ref. Barfield 2312G-8*) or
equivalent, check for circuit continuity between Pins 2 and 8, and between Pins
3 and 7, of each ballast tube. If no continuity exists in either circuit, reject
ballast tube.
key on the base. No. 1 pin being the first pin clockwise from the key.
Any or all of Pins 1, 4, 5 and 6 may be missing.
49. GENERAL
A. General
Whenever unusual engine conditions (e.g, overspeed, sudden stoppage, lightning strike
or loss of oil) are experienced, perform unscheduled inspection.
8. Performance Deterioration
C. Engine Overspeed
(1) When observed gas generator speed (Ng) exceeds 101.5% but does not exceed
102.6%:
(a) Overhaul engine for Light Overhaul, Engine Overspeed. Indicate Ng observed.
(3) When observed propeller speed (Np) exceeds 100% but does not exceed 110%:
NOTE: For transient conditions, refer to Table 6-2-1 (PT6A-20, -20A, -208) or
(a) Overhaul engine or power section for Light Overhaul, Engine Overspeed.
Indicate Np observed.
D. Overtemperature
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E. Overtorque
(a) If the overtorque is in the shaded area, remove and inspect the RGB chip
detector, strainer and scavenge filter element. If no metallic debris is found,
the power section module can remain in service without further unscheduled
maintenance actions. If either is contaminated with metal, carry out
procedure called up for debris in oil system (Ref. Part 2, Section 7,
Troubleshooting).
(b) If the overtorque is above shaded area in excess of transient, overhaul power
section module for Light Overhaul, Overtorque
F. Immersion in Water
G. Dropped Engine
(1) Check first-stage compressor rotor for foreign object damage (FOD) (Ref. Pam.
23.).
(2) Carry out engine performance/ground power check (Ref. Part 2, Sec. 6, Para. 31).
i. Bird Strike/Soft Material Ingestion (e.g., soft rags, plastic bags, etc.)
(1) Remains on inlet screen and first-stage compressor airfoils confirm a bird or
material has passed through the engine and possibly contaminated the gas path and
CT vane cooling air passages. If contamination occurs, hot section components
deteriorate rapidly, increasing the cost of refurbishment. Therefore, operators are
recommended to carry out a hot section inspection (HSI) as soon as possible after a
bird strike or ingestion of soft material is confirmed.
(2) However, if the engine remains in service, carry out the following procedure:
(a) Check first-stage compressor airfoils for FOD and bird remains or soft material
(Ref. Ref. Para. 23.).
(b) Carry out a performance recovery wash (Ref. Part 2, Sec. 3, Pam. 17).
(c) Carry out an engine performance/ ground power check (Ref. Part 2, Sec. 3,
Para. 17).
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(1) Propeller sudden stoppage occurs when propeller rotation stops due to contact with
a hard object (e.g., ground, ground service equipment, etc.)
(a) Overhaul power section module for Light Overhaul, Sudden Stoppage
I Check exterior of gas generator case, engine mounts, inlet case, struts,
accessories, accessory mountings and flanges for cracks and buckling.
(2) Propeller strike causing blade structural damage propeller spar bent or metallic
blades: propeller blade tip bent lover 1.00 in.) or missing and blade bent).
NOTE: Propeller strike occurs when (1) a rotating propeller hits a stationary object
of(2) a stationary propeller is hit by a moving object, causing blade
damage.
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L. Propeller strike causing minor blade damage (e.g., delamination, indentation, blade tip
bentslightly, etc.).
(1) Remove main oil filter, strainer and chip detector, and inspect for metallic debris. If
metallic debris is found, refer to Part 2, Section 7, Troubleshooting. If no metallic
debris is found, reinstall oil filter, strainer and chip detector. Then run engine at 80%
torque for 10 minutes, recheck RGB chip detector, oil strainer and main oil filter.
Return engine to service if no metallic debris is found. Check RGB chip detector daily
for one week (approx. 65 hours). Return to standard inspection intervals if no
chip indications occur. If chip detector circuit is completed or metallic debris is found,
refer to Part 2, Section 7, Troubleshooting.
(1) If of arcing are found on the propeller blades, the propeller shaft and flange
signs
must be checked for magnetism. If the propeller shaft or flange is found magnetized,
overhaul power section for Light Overhaul, Lightning Strike.
(3) Procedure:
(a) Check propeller shaft and flange for magnetism with one of the following:
2 If propeller shaft or flange is not magnetized, remove and inspect main oil
filter, RGB chip detector and oil strainer for metallic debris. If metallic debris
is found, refer to Troubleshooting.
N. Heavy Landing
(1) If engine was subjected to a heavy landing incident, carry out the following checks:
NOTE: A heavy landing is by structural damage to aircraft landing gear, wing span
causing underwing skin buckling and rivet heads missing.
(a) Inspect and if any of the following defects are evident, replace engine:
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required.
fuel inlet
oil cooler
indicating system
ignition system
air system
fuel oil drains
control linkage
6 Remove main oil filter, strainer and chip detector and inspect for metallic
debris. If metallic debris is found, refer to Part 2, Section 7,
Troubleshooting. If no metallic debris is found, reinstall oil filter, strainer and
chip detector. Then run engine at 80% torque for ten minutes, and
recheck RGB chip detector, oil strainer and main oil filter. If no metallic
debris is found, return the engine to service. Check chip detector daily for
one week. Remove and inspect main oil filter after seven days (approx. 65
(1) Check aircraft/engine oil temperature indicating system (Ref. Table 2-6-1 (PT6A-20,
-20A, -208) or Table 2-6-2 (PT6A-6, -6A, -68). If satisfactory, do the following
maintenance procedure:
(a) Drain and discard oil (Ref. Part 2, Section. 1, Pam. 3).
(b) Remove and check oil filter and strainer (Ref. Part 3, Section 2, Para. 59).
(c) Remove and check chip detector(s) (Ref. Part 3, Section 3, Pam. 46.).
(d) Rectify cause of high oil temperature (Ref. Part 2, Section 7, Troubleshooting,
Table 2-7-5).
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NOTE: Low oil pressure is defined as running the engine with the oil pressure below
thespecified limits (Ref. Table 2-6-1 (PT6A-20, -20A, -208) or Table 2-62
(PT6A-6, -6A, -68).
(1) If the loss of oil is 6 qt. or more and the oil pressure or torquemeter indication
fluctuated or oil pressure dropped below minimum value:
(a) Check oil pressure and torque indicator system. If correct, and the engine did
not run above 1315 Ib.ft., torque with pressure below 85 psi (minimum time
running is permitted to allow flight crew to follow the emergency procedure),
remove main filters, strainer, and chip detector and inspect for metallic debris. If
metallic debris is found, refer to Troubleshooting.
(b) Turn the propeller by hand and listen for unusual noises coming from the
reduction gearbox or PT bearings.
(c) If unusual noises are heard, overhaul power section for Light Overhaul,
Unusual Oil Conditions.
NOTE: 1. Oil pressures below 40 psig are unsafe and require the engine to be
shut down (min. time running permitted to allow flight crew to follow
emergency procedure).
NoTE:2. If oil pressure fluctuates or drops below the nominal value (i.e., 85
psi), reduce the engine power from the maximum of 1315 Ib.ft.
torque. The engine may be kept running provided that the oil pressure
does not fall lower than 40 psig; however, the torque indicating
system will be unreliable at this low pressure (min. time running is
permitted to allow flight crew to follow emergency procedure).
NOTE: 3. The PT blades may rub, immediately after engine shutdown which is
not an indication of distress, providing the rubbing disappears when
the engine cools down.
(d) Turn the compressor rotor. Listen for unusual noises coming from bearings,
seals, gears, compressor and/or CT.
(e) If unusual noises are heard, overhaul gas generator for Light Overhaul,
Unusual Oil Conditions.
(f) Remove main oil filter, strainer and chip detector and inspect for metallic
debris. If metallic debris is found, refer to Part 2, Section 7, Troubleshooting. If no
metallic debris is found, reinstall oil filter, strainer and chip detector. Then run
engine at 80% torque for 10 minutes; re check RG8 chip detector, oil strainer and
main oil filter. Return engine to service if no metallic debris is found. Check
RGB chip detector daily for one week (approx. 65 hours). Return to standard
inspection intervals if no chip indications occur. If chip detector circuit is
completed or metallic debris is found, refer to Part 2, Section 7, Troubleshooting.
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(g) If the engine was kept running above the maximum 1315 Ib.ft. torque with an
oil pressure below 85 psi (Ref. Table 1-2-1), check oil pressure and torque
indication systems; if correct, remove and overhaul the engine for low oil
pressure inspection.
(h) If the loss of oil is 6 qt. or more and the engine oil pressure or torquemeter
indication have fluctuated or oil pressure dropped below 40 psi.
NOTE: In the oil pressure drops below 40 psi, an engine shut down is
case
(i) Check oil pressure indicating system. If correct and the engine was kept
running with oil pressure below 40 psi in excess of the time required to carry out
the emergency engine shutdown procedure, overhaul engine for Light
Overhaul, Unusual Oil Conditions.
(1) In normal operation, oil pressure indication is stable. Malfunction of pressure relief
valve or oil leakage can cause oil pressure indication to increase as throttle is
advanced or to drop when throttle is retarded.
(a) Check external lines for breaks and leakage. Remove pressure relief valve and
check for scoring, sticking, etc. (Ref. Part 3, Sec. 2, Para. 71).
(b) Remove accessory gearbox. Check oil pump housing for cracks.
(c) Remove oil pressure relief valve and body. Examine body for wear resulting
from relief valve rotation. Replace housing if necessary (Ref. Part 3, Sec. 2,
Para. 71).
(1) In case of engine contamination by fire extinguishing agents (foam or powder from
~the ground fire fighting equipment), do the following immediately:
(a) Do a dry motoring run (Ref. Part 2, Sec. 6, Para. 26) to blow out residual
deposits.
(b) Wash engine externally (Ref. Part 2, Sec. 3, Para. 10) using fresh water only.
(c) Carry out engine motoring performance recovery wash (Ref. Part 2, Sec. 3, Para.
17) omitting dry motoring run.
(2) Halon fire extinguishing agent from aircraft on board fire extinguishing bottles
(system).
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(1) Any unusual (internal) engine noises (e.g. rubbing, scraping and/or squealing, etc.)
warrant immediate investigation. as follows:
(a) Rotate compressor and/or turbine rotors and listen for any undesirable
interference of rotating components with stationary parts.
(b) Check for compressor turbine tip rub (Ref. Part 3, Section 3, Para. 15)
(c) Indications of compressor rub or bearing distress. Overhaul engine for Light
Overhaul. Indicate Compressor Rotor Rub.
(3) Power turbine rotor for rattles, rubbing or scraping. Slow propeller acceleration on
(a) Examine power turbine disk assembly and exhaust area through exhaust ports
for evidence of distress.
(a) If less than six quarts of oil are required to bring oil level up to MAX on
(b) If six quarts of oil or more are required to bring oil level up to MAX on dipstick,
refer to Loss of Oil/Oil Pressure.
(3) With in-flight shutdown attributed to a confirmed engine problem, send engine to an
U. Starter-Generator Replacement
Page 3-3-83
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(a) Do a main oil filter patch check (Ref. Part 2, Section 1). The results of the filter
patch analysis should be reviewed within the next 25 flight hours. If non
allowable debris is found, follow the recommended maintenance actions (Ref.
Part 2, Section 1).
(b) Regardless of the results of the patch analysis, repeat step (a) every 100
hours, for thenext 700 flight hours.
(c) if bearing material (AMS 6440/6444 or AMS 6490/649, Ref. Part 2, Section 1)
is found, remove the engine/gas generator module and send to an approved
overhaul facility for repair.
52. BORESCOPE
A. General
B. Description
(2) Using the borescope, without removal of the engine power section, an operator can
(c) Inner and outer vane rings of the compressor turbine stater assembly.
(d) Cooling rings and dome section of the combustion chamber liner.
NOTE: Before using the borescope, study the following procedures, the
borescope assembly and its accessories (Ref. Fig. 3-3-31). it is
considered vulnerable to severe shocks, twisting and pinching. Care
handling it to prolong
and attention must therefore be used when handling
Page 3-3-84
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
CAMERA ADAPTER
EYEPIECE
GUIDE TUBE
HOLDING FIBERSCOPE
FIXTURE ~J rWRENCH
~-o
FLANGE C
LIGHT SOURCE
C41524
Page 3-3-85
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MANUAL PART NO. 3015442
(a) A halogen lamp is used to provide lighting from either a 110V, 60-Hz or a 220V,
50 Hz power supply.
C. Removal/installation
(a) Installation
(b) Removal
(3) Camera
1 installation
Page 3-3-86
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PROTECTIVE RING
DIRECTION OF ROTATION
FOR RING REMOVAL
RING REMOVAL
PRISM BODY
INDEXING LUG
INDEXING SLOT
THREADED RING
DIRECTION OF ROTATION
FOR RING REMOVAL
ADAPTER INSTALLATION
C12191
Page 3-3-87
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: Make sure distal end is not moved when taking photographs.
(b) Removal
3 Remove film from camera and, using a label, add following data:
(a) Installation
2 Ease the Guide Tube (PWC34910-200) through manifold adapter port into
the combustion chamber and exit duct zone turning the guide tube
counterciockwise until it achieves a three-quarter t;m.
Page 3-3-88
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FLANGE C7
C,
~i
C~
POINT OF ENTRY (REF.)
FIBERSCOPE TIP
125"
VANE RING
DISTAL
C41525
Page 3-3-89
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
3 Installed, the guide tube end locates between vanes of compressor turbine
stater, while its supporting flange rests on the adapter boss. Secure flange
to boss.
(b) Removal
(5) Troubleshooting
(a) The possible sources of, and remedies for, problems encountered when using
borescope are shown in Table 3-3-8.
Poor illumination Oil or dirt on distal tip, Clean using lens cleaner and
or side viewing adapter tissue.
prism
Light source intensity Set switch to HIGH.
switch set at LOW
Poor definition
(6) Inspection
Page 3-3-90
Dec 02/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(Ref.Fig. 3-3-31).
fl: Slowly insert fiberscope into guide tube while looking through eyepiece.
Stop inserting fiberscope immediately distal tip reaches end of guide
tube.
NOTE: Make sure distal tip actuating lever is in neutral position when
installing or removing fiberscope.
8 Examine CT blade tip, root and airfoil section (Ref. Views A and B, Fig.
3-3-34 and Para. 26., for limits).
11 DELETED
16 Examine the trailing edge of the CT blades while a second operator, using
the wrench, rotates compressor.
Page 3-3-91
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MANUAL PART NO. 3015442
.i-
8´•.~
VIEW C VIEW D
VIEW E
C27489
Borescope Views
Figure 3-3-34
Page 3-3-92
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
18 Remove wrench from splined gearshaft, and install starter generator (Ref.
Aircraft Maintenance Manual).
NOTE: The use of side viewing adapter may add to inspection capability
(Ref. Pam. C.(1).
5 Examine vane leading and trailing edges, inner and outer rings of vane ring
assembly (Ref. Views C and D, Fig. 3-3-34, and Para. 27. for limits).
4 Inspect combustion chamber liner (Ref. View E, Fig. 3-3-34 and Para. 20;
forlimits).
6 Install fuel manifold adapters (Ref. Part 3, Section 2, Fuel Dump Valve and
Fuel Manifold Adapter Assemblies).
Page 3-3-93/94
Dec 02/2005
PA RT
HEAVY
MAINTENANCE
PRATT WHITNEY CANADA´•
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
1. GENERAL 4-1-1
INTRODUCTION
1. GENERAL 4-2-1
ENGINE STANDS
A. Procedure 4-2-1
A. Procedure 4-2-2
4. REPLACEMENT 4-2-2
5. REMOVAL 4-2-3
A. Procedure 4-2-3
6. INSTALLATION 4-2-3
A. Procedure 4-2-3
POWER TURBINE VANE RING PT6A-20 (POST-SB1OG1) ALL PT6A-20A ENGINES AND ALL
POST-SB1246
7. GENERAL 4-2-5
3. REMOVAL 4-2-7
A. Procedure 4-2-7
9. INSTALLATION 4-2-7
A. Procedure 4-2-7
A. Procedure 4-2-10
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 4-2-10
A. Procedure 4-2-10
A. Procedure 4-2-13
A. Procedure 4-2-14
A. Procedure 4-2-16
A. Procedure 4-2-18
A. Procedure 4-2-19
A. Procedure 4-2-19
A. Procedure 4-2-23
A. Procedure 4-2-25
2
PART4 CONTENTS Jun 10/2005Page
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MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT FAG E
A. Procedure 4-2-29
SECTION 3 INSPECTION
1. GENERAL 4-3-1
A. Procedure 4-3-1
A. Procedure 4-3-3
SECTION 4 REPAIR
INTRODUCTION
1. GENERAL 4-4-1
2. REPLACEMENT 4-4-1
A. Repair 4-4-1
A. Procedure 4-4-3
3
PART4 CONTENTS Jun 10/2005Page
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MANUAL PART NO. 3015442
TABLE OF CONTENTS
SUBJECT PAGE
5. REPLACEMENT 4-4-3
A. Procedure 4-4-3
6. INSTALLATION 4-4-5
A. Procedure 4-4-5
7. REPAIR 4-4-5
A. Procedure 4-4-5
A. Procedure 4-4-7
A. Procedure 4-4-8
A. Procedure 4-4-8
A. Procedure 4-4-10
A. Procedure 4-4-10
A. Procedure 4-4-12
4
PART4 CONTENTS Jun 10/2005Page
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TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 4-4-12
A. Procedure 4-4-13
A. Procedure 4-4-13
A. Procedure 4-4-15
A. Procedure 4-4-15
A. Procedure 4-4-23
T5 TERMINAL BLOCK
A. Procedure 4-4-23
T5 THERMOCOUPLE HARNESS
A. Procedure 4-4-26
5
PART4 CONTENTS Jun 10/2005Page
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TABLE OF CONTENTS
SU BJ ECT PAGE
A. Procedure 4-4-28
FIRESEALS
A. Procedure 4-4-32
A. Procedure 4-4-32
A. Procedure 4-4-32
A. Procedure 4-4-33
A. Procedure 4-4-33
1. GENERAL 4-5-1
A. Procedure 4-5-1
6
PART4 CONTENTS Jun 10/2005Page
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PART PART
SECTION FAG E DATE SECTION FAG E DATE
1
PART4 LEP Jun 10/2005Page
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MANUAL PART NO. 3015442
PART PART
SECTION FAG E DATE SECTION PAGE DATE
2
PART4 LEP Jun 10/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LIST OF FIGURES
FIGURE PAGE
No. 2 Bearing Scavenge Oil Transfer Tube Removal Figure 4-2-7 4r2-20
1
PART 4 LIST OF FIGURES J,, 10/2005Page
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MANUAL PART NO. 3015442
LIST OF FIGURES
FIGURE PAGE
Ignition Current Regulator Riveting of Detached Bracket to Box Figure 4-4-17 4-4-35
2
PART 4 LIST OF FIGURES Jun 10/2005Page
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LIST OF TABLES
TITLE PAGE
TABLE 4-4-1, Filler Rod Specification Combustion Chamber Liner Repair 4-4-3
1/2
PART 4 LIST OF TABLES Jun 10/20 5Page
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
The Special tools necessary for overhaul, are listed at the front of each page block of every
Chapter/Section/Subject and are referred to by PWC number in the text. The special tool
numbers are summarized below. Note that for tool ordering purposes the letters PWC are a
Depending upon the geographical location of the operator, requests for the purchase of tools
should be addressed to:
USA:
TEL: 860-529-6851 or
TEL: 860-565-0140 or
TEL: 450-442-5400 or
1-800-3-115-5122 (Canada, USA and International)
FAX: 450-442-5420
Website: http:~www. pwctoolingsolutions .com
E-mail: henri.hudon@pwc.ca or
frank.caruso Q pwc.ca
Page 4-1-1
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MANUAL PART NO. 3015442
or
Rasakti Inc.
148 Sylvestre
St-Germain-de-G rantham, Quebec
Canada JOC1KO
The special tools and fixture necessary for Heavy Maintenance are in addition to those
required for Line Maintenance and are listed in Table 4-1-1 and illustrated on Figure 4-1-1.
Maintenance Level
PWC30046-57 Puller X
PWC30051-01 Base X
PWC30051-02 Drift X
PWC30052 Puller X
(Replaced by PWC30046-57)
PWC30054 Drift X
PWC30274 Base X
Page 4-1-2
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Maintenance Level
PWC30312 Adapter X
(Replaced by PWC30408)
PWC30332 Wrench X
PWC30335 Adapter X
(Replaced by PWC30409)
PWC30373 Puller/Pusher X
PWC30408 Adapter X
PWC30409 Adapter X
(Replaced by PWC32209)
PWC30417 Radius Gage X
(Replaced by PWC32417)
´•I PWC30425 Pliers X
PWC30675 Drift X
PWC30712 Adapter X
PWC30855 Compressor X
(Replaced by PWC50502)
PWC31771-100 Spreader X
PWC32275 I
Split Ring X
PWC32389 Bracket X
PWC32396 Jackscrews X
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MANUAL PART NO. 3015442
PWC32484 Gage X
PWC50502 Compressor X
Page 4-1-4
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MANUAL PART NO. 3015442
TOOL
NOT
ILLUSTRATED
TOOL
NOT
ILLUSTRATED
a31:
I´•-´•~
Page 4-1-5
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MANUAL PART NO. 3015442
TOOL I I TOOL
NOT I I NOT
ILLUSTRATED I I ILLUSTRATED
Page 4-1-6
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TOOL
NOT
ILLUSTRATED
Page 4-1-7
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MANUAL PART NO. 3015442
’3
3‘;
Page 4-1-8
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MANUAL PART NO. 3015442
Page 4-1-9
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MANUAL PART NO. 3015442
PWC50064-100 PWC51140
PWC50064-200
TOOL
NOT
ILLUSTRATED
PWC50502
Page 4-1-10
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
INTRODUCTION
1. GENERAL
A. This section contains instructions forremoving and installing engine components during
heavy Having completed repairs described, ground testing should be
maintenance.
carried out to check for mechanical soundness and correct operational parameters. These
instructions are presented with the assumption that standard practices described in
Part 2, Standard Practices, have been read and fully understood.
B. Refer to Section 1, preceding, for special tools and fixtures which will be required during
heavy maintenance.
C. When the nature of work to be performed requires that an engine be supported in other
than the horizontal position, Stand (PWC30800) or its equivalent must be employed.
Used in conjunction with the stand are Mount Ring (PWC30266), Brackets (PWC30289)
and Adapters (PWC30712).
ENGINE STANDS
A. Procedure
(2) Remove all drain plugs and No. 2 bearing scavenge oil line. Make sure that the oil
iscompletely drained (Refer to Part 2, Standard Practices).
(3) Attach three brackets (PWC30289) to engine mounting pads on gas generator
case. Secure each bracket with four bolts. Tighten bolts, torque 225 to 250 Ib.in.
and lockwire heads using a single strand of wire.
(4) If mount ring (PWC30266) is installed in stand (PWC30800), remove four bolts and
washers, and remove mount ring (with adapters PWC30712) from stand.
(5) Split mount ring at lockplates by removing four bolts from each lockplate.
(6) Attach larger mount ring segment to two brackets (PWC30289) on engine, with six
bolts and nuts. Use two washers on each bolt. Make sure that the section marked
TOP is located over mounting pad at 12 o’clock position. Fingertighten the six
nuts.
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MANUAL PART NO. 3015442
(7) Attach smaller mount ring segment to remaining bracket (PWC30289) on engine,
with three bolts and nuts. Use two washers on each bolt. Fingertighten the three
nuts.
(8) Secure ring segments and lockplates with eight bolts, and tighten bolts firmly.
Tighten nuts firmly on three bracket attachment bolts.
(9) Install two adapters (PWC30712) on mount ring with four machine screws and
washers. Tighten screws firmly.
(10) Carefully lower engine into stand, and secure adapters to stand with six bolts,
washers and nuts. Tighten nuts firmly.
A. Procedure
(1) Attach applicable sling (PWC30036) or (PWC32327) to engine lifting points and
take up slack.
(2) Remove six nuts, washers and bolts securing adapters (PWC30712) (attached to
mountring PWC30266) to stand (PWC30800).
(4) Remove adapters from mount ring by removing four machine screws and washers.
(5) Detach mount ring segments by removing four bolts from each lockplate.
(6) Remove nuts, bolts and washers securing mount ring to three brackets (PWC30289),
attached to engine. Remove mount ring.
(7) Remove 12 bolts securing three brackets to mounting pads on gas generator case.
4. REPLACEMENT
A. Should power turbine vanes require replacement, it is desirable to replace them with
new vanes of an identical class. However, if original class of a defective vane cannot
be identified during disassembly, vanes of any class may be utilized provided that the total
class average is within limits (Ref. No. 359, Fits Clearances).
NOTE: To arrive at class average, add together the class markingsbf ail Vanes and
divide the total figure by the number of vanes.
Page 4-2-2
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MANUAL PART NO. 3015442
5. REMOVAL
(3) Post-SB1246: Remove bolts at 1 and 7 o’clock positions and remove half rings (1,
Figure 4-2-3) from top and bottom front face of Flange D.
(4) Remove assembly of vanes (7, Figure 4-2-1) and stater housing (9) from exhaust
duct. Place assembly on bench, leading edge of vanes facing down.
(5) Lift stater housing clear of assembly of vanes and baffle (6).
(6) Remove packing (3) from around outer platform of vanes. Designate vane adjacent
to offset hole as No. 1, and number remaining vanes in clockwise sequence. This
will make sure that the original relationship between vanes during reassembly.
(7) Remove vane sealing strip cover (2) and sealing strip (1) from outer platform of
vanes.
(8) Remove vanes and remove vee packings (4) and (5) from baffle (6). Place vanes in
suitable protective container.
6. INSTALLATION
(1) Open Vee of packings (4 and 5, Figure 4-2-1) and wrap around outer diameter of
interstage baffle (6).
NOTE: Packings must be installed with Vee openings facing toward rear of
engine.
(2) Install 19 vanes (7, Figure 4-2-1) over Vee packings on baffle (6), making sure that
the vane pegs project through locating holes in baffle. Check vanes are in correct
order with No. 1 adjacent to offset hole and remainder in clockwise sequence.
(3) Locate sealing strip (1) over outer platform of vanes, mating holes in strip with pegs
on vanes. Secure strip with cover (2).
(4) Install Vee packing (3) as shown around outer platform of vanes, open side of Vee
section facing rear.
(5) Lower turbine vane stater housing (9) over vanes until outer platform rim of vanes
(6) Install complete assembly on exhaust duct, Flange D, with offset holes aligned.
Page 4-2-3
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MANUAL PART NO. 3015442
10
7 7
4 3
2
1
5 6
10
1 2
Page 4-2-4
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Sealing Strip
2. Sealing Strip Cover
3. Vee Packing
4. Vee Packing
5. Vee Packing
6. Baffle
7. Vane (19 ea)
8. Bolt
9. Power Turbine Stater Housing
10. Interstage Sealing Ring(s) (SB1218)
11. Seal Ring Retaining Plate
NOTE: Use Alignment Pins (PWC32212) at several locations through half rings
to make sure that the alignment of all mounting holes.
(a) Install upper half ring (1, Figure 4-2-3) on front face of Flange D and align
offset hole. Secure assembly with one bolt at 1 o’clock position.
(b) Install lower half ring on front face of Flange D and align mounting holes.
Secure assembly with one bolt at 7 o’clock position.
(c) Tighten bolts at 1 and 7 o’clock positions and torque 32 to 36 Ib.in. Remove
alignment pins.
(8) Install T5 harness assembly and probes, and containment ring (Refer to Part 3,
Section 2, Removal Installation).
(9) Carry out loop and resistance checks of T5 sensing system and, if necessary, heat
response check of probes (Refer to Part 3, Section 2, Inspection).
POWER TURBINE VANE RING PT6A-20 (POST-SB1OG1) ALL PT6A-20A ENGINES AND ALL
POST-S B1 246
7. GENERAL
ring andinterstage baffle), having vane ring of identical class, be used as replacement.
In the unlikely event that original class of defective vane ring cannot be determined,
a vane ring of any class may be fitted, providing class average is within limits specified
Page 4-2-5
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
3) (4) (5
Page 4-2-6
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MANUAL PART NO. 3015442
1. Exhaust Duct
2. Power Turbine Shroud Ring
3. Reinforcing Ring
4. Stater Housing Assembly
5. T5 Probe Mounting Boss
6. Interstage Seal Ring(s) (SB1218)
7. Compressor Turbine Shroud Housing
8. PT Vane and Baffle Assembly
8. REMOVAL
(1) With power section removed and suspended from appropriate sling, or supported
on bench with wooden blocks, remove T5 harness assembly (Pre-SB1073) or
NOTE: Pre-SB1246, Post-SB1177: The harness, bus-bar and probes need not
be removed. Cut lacing and release harness from clips on exhaust duct.
Remove 12 bolts at Flange D and remove complete assembly; withdraw
vane ring from stater housing. Exercise care not to damage probes.
(2) Remove containment ring (2, Figure 4-2-3) by removing ten bolts.
(3) Remove bolts at 1 and 7 o’clock positions, and remove half rings (1) from top and
bottom of front face of Flange D of exhaust duct (8).
(4) Remove stater housing (3) complete with stater assembly (6), by pulling on vanes.
(5) Remove stater assembly from housing. If difficulty is experienced during removal,
tap gently on rim of stater using a soft faced hammer.
9. INSTALLATION
Page 4-2-7
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1 3 4
Page 4-2-8
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MANUAL PART NO. 3015442
1. Half Ring
2. Containment Ring
3. Stater Housing
4. T5 Thermocouple Probe
5. Power Turbine Disk
6. Vane (Stator Assembly)
7. Turbine Shroud
8. Exhaust Duct
(1) Locate stater assembly (6, Figure 4-2-3) in housing (3) and align index marks.
Make sure that the lugs on housing are fully mated with slots in vane ring.
(2) Invert assembly, making sure that the stater and housing do not separate. Holding
vanes (6) of stater, install complete assembly on Flange D of exhaust duct (8) and
align offset holes.
NOTE: Use Alignment Pins (PWC32212) at several locations through half rings to
make sure alignment of all mounting holes.
(a) Install top half ring (1) on front face of Flange D and align offset holes. Secure
assembly at 1 o’clock position with one silver-plated bolt, fingertight only.
(b) Install bottom half ring on front face of Flange D and align mounting holes.
Secure assembly at 7 o’clock position with one silver-plated bolt, fingertight
only.
(4) Make sure that the harness is clear of any residual tape adhesive using petroleum
solvent (PWC11-027)(AMS31 60).
(5) Route leads of harness over face of stater assembly and place containment ring (2)
on housing. Align
stater offset holes, remove alignment pins and secure with ten
silver-plated bolts.
(7) Install T5 thermocouple harness assembly and probes (Pre-SB1073), or probes and
bus-bar (Refer to Part 3, Section 2, Removal Installation).
(8) After installation of power section (refer to Part 3, Removal Installation), carry out
loop and resistance checks of T5 sensing system ´•(Refer to Part 3´•; !Section 3,
Inspection).
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MANUAL PART NO. 3015442
(1) Remove turbine interstage baffle and vane assembly (Ref. Paras. 4. or 8.).
NOTE: Disk retaining nuts are match-marked to bolts for balancing purposes and
must be installed in their original positions.
(4) Remove power turbine disk and blade assembly using puller (PWC30310).
NOTE: To make sure that the original location is maintained at reassembly, index
mark power turbine shroud in line with offset hole on exhaust duct prior to
removal of disk and blade assembly.
NOTE: Correct installation of turbine disk and seal rotor to shaft is done by one of
retaining bolts which is slightly offset.
(2) Install power turbine disk and blade assembly over five bolts.
NOTE: Make sure that index mark on shroud is aligned with offset hole one
exhaust duct.
(4) Install tabwasher and numbered nuts on respective turbine disk mounting bolts.
(5) Make sure that disk is properly seated, tighten nuts, torque (Ref. No. 539, Fits
Clearances) and lock tabwashers.
(6) Install turbine interstage baffle and vane assembly (Ref. Paras. 6. or 7.).
(1) Remove turbine interstage baffle and vane assembly (Ref. Paras 4. or 8.).
(2) Install wrench (6) (PWC30332) at Flange D of exhaust duct to prevent turbine disk
from rotating.
(3) Insert protector sleeve (7) (PWC30336) into centerbore of turbine disk.
Page 4-2-10
Aug 27/2004
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
C _C
OFFSET HOLE
’X’ MARK
c~C,
i
(Q
6
P~ES
Power Turbine
Figure 4-2-4
Page 4-2-11
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MANUAL PART NO. 3015442
DIRECTION FOR
TORQUING
’i
Power Turbine
Figure 4-2-5
Page 4-2-12
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Turbine
Retaining Bolt
2. Cupwasher
3. Dogs
4. Threads
5. Shoulder
6. Wrench (PWC30332)
7. Protector Sleeve (PWC30336)
8. Socket and Extension
9. Torque Wrench
(5) Remove unlocking tool and break torque on retaining bolt using conventional socket
and extension.
(6) Remove bolt and withdraw disk using puller (PWC30403). Remove the teflon
sleeve.
NOTE: To make sure of the original location, index mark power turbine shroud in
line with offset hole on exhaust duct prior to removal of disk and blade
assembly.
(1) Lightly smear splines of turbine disk hub with lubricant (PWC06-036). Install bladed
disk on shaft, aligning master splines.
NOTE: Make sure that the index mark on shroud is aligned with offset hole one
exhaust duct.
(2) Use new keywasher that is dry and free from burrs. Lightly smear inside of washer
with lubricant (PWC06-036). Apply same lubricant to shoulder and threaded portion
of bolt.
(4) Install wrench (PWC30332) at Flange D of exhaust duct to prevent power turbine
disk from rotating.
1 (5) Tighten retaining bolt and double torque (Ref. No. 541 or 1283, Fits Clearances)
using a conventional socket and extension.
(6) Using locking tool (PWC30458), lock keywasher. Withdraw tool, taking care not to
scratch disk centerbore.
(7) install turbine interstage baffle and vane assembly (Ref. Paras. 6. or 7.).
Page 4-2-13
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MANUAL PART NO. 3015442
NOTE: To arrive at a class average, add together class markings of all vanes and
divide total figure by number of vanes.
A. For shroud segment classification guide and grinding when replacing segments, refer to
Part 4, Section 4, Repair, Table 4-4-2, following.
16. REMOVAL
(2) Remove compressor turbine disk (Refer to Part 3, Section 2, Removal Installation).
(3) Remove eight bolts securing- compressor turbine vane assembly to no. 2 bearing
cover.
(4) Withdraw combustion chambersmall exit duct and compressor turbine vane
assembly.
(5) Pre-SB1147: Remove 12 bolts securing -~compressor turbine shroud housing land T4
thermocouple harness PT6A-6, -6A and -6B engines) to combustion chamber
on
small exit duct. Separate shroud housing from small exit duct and remove heat shield
and four shroud segments. Remove and discard ceramic fiber cord from outer
platforms of shroud segments.
(6) Post-SB1147: Remove 12 bolts securing compressor turbine shroud housing land
T4 thermocouple harness on PT6A-6, -6A and -6B engines) to combustion chamber
small exit duct. Separate shroud~housing from small exit duct, remove heat shield
and 14 shroud segments.
(7) Pre-SB1172: Designate vane adjacent to offset hole at 12 o’clock position as No. 1,
and number remaining vanes in a clockwise sequence. This will make sure correct
relationship between vanes at reassembly.
Page 4-2-14
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MANUAL PART NO. 3015442
VANE SUPPORT
VEE PACKING
SLAVE PREFORMED
PACKING
COMPRESSOR TURBINE
SMALL EXIT DUCT
DETAIL A VANES (29)
DETAIL B
INSTALLATION OF COMPRESSOR TURBINE INSTALLATION OF VANE SUPPORT
VANES ON VANE SUPPORT ASSEMBLY IN SMALL EXIT DUCT
CAUTION
REMOVE SLAVE PREFORMED
PACKING FROM VANE OUTER
PLATFORM
DETAIL C DETAIL D
INSTALLATION OF COMPRESSOR INSTALLATION OF SHROUD HOUSING
TURBINE SHROUD SEGMENTS IN SMALL EXIT DUCT
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MANUAL PART NO. 3015442
(8) Separate compressor turbine inner vane support from combustion chamber small
exit duct.
(10) Remove vanes from vane support and store them in a suitable container.
(11) Remove and discard all ceramic fiber cords on vane support.
(12) Post-SB1172: Remove support clamp from bore of inner vane support.
17. INSTALLATION
A. Procedure
(1) Assemble and install compressor turbine vane ring assembly, small exit duct and
shroud housing as follows:
(a) Cut three lengths of reinforced ceramic fiber cord slightly longer than
circumference of front outer groove of vane support. Entwine cords to form a
single length and install in front groove of support. make sure no gap exists
where cord ends meet.
(b) Prior to
assembly of compressor turbine vane ring assembly, arrange vanes in
number sequence and check each vane in turn as follows:
I Free fit of vane locating pin to related hole in inner vane support.
2 Free fit of vane outer platform to related groove and slots in small exit duct.
(c) Post-SB1172: Installsupport clamp in vane inner support so that clamp spigot
locates inside slotted flange.
(d) Install 29 vanes of appropriate class average (Ref. Para. 14.) on vane support,
locating vane pins in support holes. Start with No. 1 vane and proceed
clockwise in numerical order. Temporarily retain installed vanes in position with
a slave preformed packing.
(e) Assemble vane support assembly and small exit duct as follows:
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MANUAL PART NO. 3015442
2 Post-SB1172: Insert vane outer support into small exit duct so that grooved
lugs are aligned. Locate vane packing around outer platforms of vanes with
Vee opening facing vane leading edges. Install inner support and vane
assembly in outer support, mating small lugs on vane outer platforms with
grooves in outer support. Remove slave preformed packing.
3 Check that a parallel gap of 0.002 and 0.005 inch exists between inner
platforms of vanes. If gap exceeds 0.005 inch, rotate vanes, or if
necessary, replace appropriate vanes. If gap is less than 0.002 inch, the
platforms may be stoned to rectify.
(f) Pre-SB1147: Install shroud segments, heat shield and shroud housing as
follows:
2 Install four shroud segments tone long, three short) on vane outer
platforms (Ref. Fig. 4-2-6), locating segment lugs between vane lugs. Make
sure that one end of long segment aligns with top of vane support and
that other end runs counterclockwise, when looking at trailing edges of
vanes.
i! Install heat shield over segments, place shroud housing over assembly,
align bolt holes and press housing into position.
(g) Post-SB1147: Install shroud segments, heat shield and shroud housing as
follows:
4 Using clean engine oil, lightly lubricate groove in inner diameter of shroud
housing.
housing lip.
7 Using a small pick or screwdriver, adjust segments until shroud lips drop
into position behind heat shield.
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MANUAL PART NO. 3015442
8 Strike small exit duct sharply by hand to seat flange fully on shroud
housing.
(h) On PT6A-6, -6A and -6B engines, install T4 thermocouple assembly as follows:
(i) Install duct and vane assembly in gas generator case as follows:
18. REMOVAL
A. Procedure
(1) Remove combustion chamber liner and compressor turbine disk (Refer to Part 3,
Section 2, Removal Installation).
(2) Remove compressor turbine vane ring, shroud housing and small exit duct
assembly (Ref. Para. 16.).
(3) Apply hand pressure evenly on each side of centerbore of large exit duct and,
simultaneously, rotate duct counterclockwise approximately 20 degrees to
disengage duct from support brackets in gas generator case.
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MANUAL PART NO. 3015442
(4) Withdraw duct from gas generator case. Remove and discard ceramic fiber cord
from outer circumference of duct flange.
19. INSTALLATION
A. Procedure
NOTE: If SB1172 is embodied, then the large exit duct Post-SB1182 must be installed.
(1) Position duct in gas generator case so that offset hole in duct is approximately
20degrees counterclockwise from offset hole in No. 2 bearing cover.
(2) Rotate duct in a clockwise direction to align offset holes; scallops on ducts should
now be locked in position by brackets in gas generator case.
(3) Install compressor turbine vane ring, shroud housing and small exit duct assembly
(Ref. Para. 17.).
(4) Install compressor turbine disk assembly and combustion chamber liner (Refer to
Part 3, Section 2, Removal Installation).
20. REMOVAL
(1) Drain oil tank (compressor inlet case) (Ref. Part 2, General Procedures).
(2) Remove engine from airframe (Ref. Aircraft Maintenance Manual), and secure in
suitable stand.
(3) Remove accessories, fuel heater oil lines, accessory pad covers and oil tubes,
(Ref. Part 3, Section 2, Removal Installation). Install dust caps on all open
ends of external lines and fittings.
(4) Disconnect No. 2 bearing scavenge oil tube and remove short oil transfer tube from
compressor inlet case using puller (PWC30128-04) (Ref. Fig. 4-2-7).
(5) Remove filler tube retaining ring and withdraw filler tube from accessory gearbox
housing.
(6) Withdraw oil filter housing (Ref. Part 3, Section 2, Removal Installation).
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MANUAL PART NO. 3015442
g~i
C505D
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MANUAL PART NO. 3015442
(7) Remove self-locking nuts securing accessory gearbox housing and accessory
diaphragm to compressor inlet case at Flange G.
(8) Pre-SB1045 and engines with SB1104 embodied, separate accessory gearbox with
attached diaphragm from compressor inlet case, holding the assembly in a
horizontal position and withdrawing slowly rearward.
(9) Post-SB1045, Post-SB1134 and all PT6A-20A engines, separate accessory gearbox
with attached diaphragm from compressor inlet case as follows:
(a) Remove center boss hexagon plug from accessory gearbox rear case.
Determine location of lock ball (8, Fig. 4-2-10) by viewing through center boss
hole.
(b) Rotate compressor by hand until notch on washer at rear hub (9) is at 3 o’clock
position. This will make sure that the lock ball in the locking arrangement is at
the top of the compressor rear hub before disengagement.
(c) Insert pusher (PWC30373) through housing center boss into coupling shaft (2).
Turn knurled body into center boss. Do not rotate pusher T handle once the
tool is secured. Pull on T handle until lock ball is fully disengaged.
(d) Handtighten nut on pusher enough to remove all slackness along coupling
shaft.
(e) Separate accessory gearbox with attached diaphragm from compressor inlet
case using jackscrews (PWC30226). If, during removal of accessory gearbox
the lock ball drops out of the locking arrangement, retrieve the lock ball from
No. 1 bearing housing, or oil scavenge passage in compressor inlet case.
(f) Remove lock ball (8) from locking arrangement on top of compressor rear hub
and
coupling (9), retaining ring (3), washer (4), key (5), expander spring (6)
and washer (7) from inside of hub. Discard lock ball and expander spring.
(10) Remove transfer tubes, oil tank center tube and large preformed packing from
diaphragm flange.
(11) Place accessory gearbox on bench, diaphragm facing downward. Remove four
locknuts, washer and countersunk screws securing diaphragm to gearbox.
(12) Separate diaphragm from gearbox, using a soft faced hammer if necessary.
(13) Remove assembly of gearshaft (2, Fig. 4-2-8) and impeller (3) from diaphragm.
(14) Remove flanged roller bearing from diaphragm by unlocking keywasher and removing
three bolts.
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MANUAL PART NO. 3015442
9
9
DETAIL A
C148C
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MANUAL PART NO. 3015442
1. Flange G
2. Starter-Generator Gearshaft
3. Centrifugal Breather Impeller
4. Accessory Gearbox Drive Gearshaft
5. Fuel Control Gearshaft
6. Pressu re Oil Pump and Ng Tachomete r-Generato r Gearshaft
7. Vacuum Pump and Scavenge Pump
External Gearshaft
8. Power Takeoff Gearshaft (Optional)
9. Hydraulic Pump Gearshaft (Optional)
10. Preformed Packing
11. Preformed Packing
12. Retaining Ring
(15) Withdraw seal carrier from diaphragm using puller (PWC30052)or
(PWC30046-57) (Ref. Fig. 4-2-11).
(16) Remove seal from carrier using drift (PWC30051-02) and base (PWC30051-01).
21. DISASSEMBLY/ASSEMBLY
(1) Locate split plate (3) as shown between centrifugal impeller (5) and gearshaft (6).
(3) Install compressor (1) on impeller (5) and mate lugs of compressor with slots in
impeller.
(5) Remove split plate from impeller and gearshaft from bottom of base.
(6) Remove retaining ring (12, Figure 4-2-8) and preformed packings (10) and (11)
from gearshaft and impeller respectively.
Page 4-2-23
Aug 27/2004
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MANUAL PART NO. 3015442
COMPRESSOR INSTALLATIONS
j 1
5) (6) o
C3614
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MANUAL PART NO. 3015442
1. Compressor (PWC30855)
2. Drift (PWC30854)
3. Split Plate (PWC30275)
4. Base (PWC30274)
5. Centrifugal Impeller
6. Starter-Generator Gearshaft
(d) Position impeller on gearshaft; align shoulder pins in impeller with holes in
gearshaft and press parts firmly together by hand to engage retaining ring.
Check parts are locked together.
22. INSTALLATION
(1) Heat centrifugal breather gearshaft seal carrier in engine oil heated to 79" to 91"C
(175" to 195"F).
(2) Remove carrier from oil, press new seal into carrier using Drift (PWC30054). See
cross-sectional views on Figure 4-2-11 for correct assembly.
(3) Install preformed packing on seal carrier and press carrier into diaphragm.
(4) Install flanged bearing and secure with three bolts and keywashers. Tighten bolts,
torque 32 to 35 Ib.in. and lock keywashers.
(5) Install assembly of gearshaft in diaphragm and mesh with related gearshafts.
CAUTION: IF, FOR ANY REASON, OTHER ACCESSORY DRIVES WERE REMOVED
DURING REMOVAL PROCEDURE ON ENGINES INCORPORATING
OPTIONAL DRIVES, EXERCISE CARE NOT TO INTERCHANGE THE
EXTERNAL SCAVENGE PUMP GEARSHAFT (7; FIGURE 4-2-8) WITH THE
HYDRAULIC PUMP GEARSHAFT (9). THESE GEARSHAFTS ARE
SIMILAR IN APPEARANCE AND MUST BE IDENTIFIED BY PART
NUMBER.
(6) Install preformed packing on rear flange of accessory gearbox diaphragm and.
position housing over diaphragm. Lead in chamfer on gearshafts permits easy
entry into seals in gearbox housing.
(7) Secure assembly with four countersunk screws, washers and nuts, and torque 36
to 40 Ib.in.
(8) Install preformed packing on front spigot of diaphragm Flange G and insert oil tank
center tube (1) with preformed packing into diaphragm (See Figure 4-2-10).
O
Page 4-2-25
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MANUAL PART NO. 3015442
L ii
~1
VIEW A
Page 4-2-26
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MANUAL PART NO. 3015442
(10) Pre-SB1045 and all PT6A-20A engines, install accessory gearbox assembly on inlet
case asfollows:
(a) Install washer (7), new expander spring (6), key (5) and washer (4) into
compressor rear hub coupling (9) and secure with retaining ring (3).
(b) Slowly rotate compressor until hole in splined end of rear hub is at 12 o’clock
position. Coat new lock ball (8) with petrolatum jelly and place in hole. (See
Figure 4-2-10).
(c) Install pusher (PWC30373) through housing center boss into input gearshaft.
(d) Position gearbox assembly on inlet case studs to align coupling shaft with rear
hub.
(e) If lock ball is correctly engaged, end-float along coupling shaft will be reduced
to a slight fore-and-aft slackness.
(f) A visual check should show end of coupling shaft approximately 0.250 inch
forward of adapter.
(g) Remove pusher and install hexagon plug complete with preformed packing.
Torque plug (Ref. No. 92, Fits Clearances), and safety wire.
(12) Install plain washers over short studs on compressor inlet case, and thick spacers
over long studs. Install nuts on studs, tighten and torque 32 to 36 Ib.in.
(13) Install oil filter housing together with filter element and filter cover (Ref. Part 3,
Removal& Installation).
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\y)o o´•
c,
C506C
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MANUAL PART NO. 3015442
(15) Install new preformed packing on short internal oil transfer tube and insert into
compressor inlet case at 6 o’clock position.
(16) Install new preformed packing on compressor inlet case end of No. 2 bearing
scavenge oil tube. Secure flange with two bolts at 6 o’clock position and lockwire.
(18) Connect all pneumatic, fuel and oil lines. Tighten connectors if applicable.
(19) Connect all electrical cables and lockwire electrical connectors if applicable.
(21) Install drain plug and secure with lockpin and cotterpin.
(22) Refill oil tank with oil of approved specification (Refer to Part 2, Engine Oil System
Servicing)
A. Procedure
(1) Drain the oil tank and AGE (Ref. Part 2, Section 1). With asuitable light source and
mirror or borescope, check the scavenge pump inlet screen mesh for carbon or
debris (Ref. Fig. 4-2-12).
(2) If the screen mesh has carbon or debris, carefully remove it with a suitable small
plastic scraper or brush. Do not deform the screen mesh.
3 Place suitable container under the AGE drain, and pour approximately 34
a
fluid ouncesof new engine oil (PWC03-001) heated to 122"F (50"C) into
the AGE filler tube opening. Make sure that the oil does not enter the oil tank.
4 Let the oil drain. Examine the inlet screen and surrounding area to make sure
that the residue is removed. If not, repeat the cleaning and flushing
procedure above.
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-t
I -tt 1
-I-
I-
DRAIN PLUG OR
MAGNETIC CHIP
DETECTOR
81) PUMP
INLET
SCREEN
PUMP INLET
SCREEN
SECTION A-A VIEW B
(DRAIN PLUG REMOVED) (TYPICAL VIEW ON DRAIN BOSS)
C41801
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MANUAL PART NO. 3015442
SECTION 3 INSPECTION
1. GENERAL
2. EXHAUST DUCT
A. Procedure
(a) Inspect case and flanges for nicks, dents, cracks or distortion. No cracks are
(b) Inspect turning vanes (Pre-SB11S1) for security and cracks. Crack limits and
acceptable stop drilling are shown on Figure 4-3-1. Vanes cracked beyond
limits should be replaced. (Refer to Repair, following.)
(2) For engines that have incorporated SB1610 since the last overhaul and that exhibit
inferior welds:
(a) Inspect for cracks at each minor inspection and repeat the inspection (Ref.
Step (c)) at intervals not to exceed 150 hours of flight time.
(b) If cracks are found, repeat the inspection (Ref. Step (c)) at intervals not to
exceed 25 hours flight time. All cracks will be marked with a suitable metal
marking pencil (PWC05-013), and the length, location, duct hours and Time
Since Overhaul recorded.
(c) Using 5x magnification, visually inspect the forward area of the exhaust duct for
cracks, from the propeller reduction gearbox mounting flange to 2 inches aft
around the entire circumference of the duct.
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The growth rate of any crack does not exceed 0.015 inch/hour of operation.
A. Procedure
(b) One crack tin one strut only) up to 0.700 inch is acceptable as is, provided
crack is not open more than 0.020 inch and does not progress through the
fiiet radius.
(c) Cracks exceeding 0.700 inch in inlet case struts will require removal of inlet
case and forwarding to an approved overhaul facility for repair.
(a) Reject engine if two adjacent exit ducts are missing, or if more than two
?onadjacent ducts are missing.
NOTE: Operating with missing diffuser exit ducts may lead to accelerated hot
section deterioration. If engine is kept in service, perform borescope
inspection of hot section and combustion chamber at recommended
interval (Ref. Periodic Inspection).
(2) Examine gas generator case for general condition, including cracks, distortion, and
evidence of overheating.
(3) On engines installed in airframe, check engine mounts for attachment and
conditions (Ref. Aircraft Maintenance Manual).
(4) On engines which have been disassembled for HSI (Ref. Table 3-3-2), examine
condition of mounting pads and threaded holes.
(5) Examine shanknuts on flanges in area of No. 2 bearing for tightness. Loose or
Page 4-3-3
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MANUAL PART NO. 3015442
(6) Inspect straightening vanes for cracks and missing material. Up to seven vanes
with one side broken off is acceptable provided no more than two are adjacent to
one another, and sharp material is blended to make sure no further detachment of
material
(7) Examine diffuser exit ducts in gas generator case as follows (Ref. Fig. 4-3-2).
NOTE: Fretting wear on outer face and edge adjacent to next ducts is
acceptable. Blend repair sharp edges by removal of excessively
thinned metal.
(b) Any crackson inner or outer surfaces, which will not converge and allow metal
to become detached, are acceptable (Ref. Details A, B and D, Fig. 4-3-2)
provided they are stop drilled (Ref. Repair). A crack terminating at a seam weld
requires no stop drilling. For cracks which could converge and allow metal to
become detached (Ref. Detail C) refer to Repair.
(8) Loss of material on a maximum of four diffuser exit ducts is acceptable provided:
(b) Size of detached material does not exceed 0.50 x 0.80 in. on the inner surface,
0.30 x 0.30 in, on the outer surfaces (Ref. Details A and B, Fig. 4-3-2).
(c) A hole on the inner surface is smoothed to remove uneven edges (Ref.
Repai r).
(d) Fretted areas are smoothed to remove excessively thinned material (Ref.
Repair).
(e) When any of the above limits are exceeded, the ducts must be replaced (Ref.
Repair).
(a) Minor corrosion on the exposed surfaces of the gas generator case may be
removed (Ref. Section 4, Approved Repairs).
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MANUAL PART NO. 3015442
0.300 MAX.
PERMISSIBLE I Y 0.500 MAX.
PERMISSIBLE
0.800
MAX.PERMISSIBLE
A B
FRETTED AREA
C D
C347D
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MANUAL PART NO. 3015442
(b) If the condition of the corrosion exhibited on the exposed surfaces of the gas
generator case indicates that further examination of the fuel manifold and
igniter bosses is required, remove the fuel manifold adapters and spark igniters
(Ref. PART 3, SECTION 2, REMOVAL INSTALLATION). Examine mounting
pads, fuel nozzle bosses and machined surfaces for corrosion and wear. Isolated
corrosion pitting not closely grouped, less than 0.010 inch deep, not covering
more than 75 percent of the surface is acceptable without repair.
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SECTION 4 REPAIR
INTRODUCTION
1. GENERAL
A. This section contains the latest approved methods for repair at heavy maintenance level
of the PT6 engine. It has been written with the understanding that all parts requiring
repair have been thoroughly inspected and tagged to indicate necessary repairs. As more
information concerning repairs becomes available, it will be included in subsequent
revisions to this manual.
2. REPLACEMENT
The use of helical coil inserts permits repair of housings which might otherwise be scrapped
because of damaged threads. The insert is located between tapped female thread and
screw thread of stud or bolt, to restore a damaged thread to its original size. Refer to
appropriate Illustrated Parts Catalog (IPC) for approved locations and part number of inserts.
Unauthorized helical coil, or similar inserts, repairs of damaged studholes, etc, is not
permitted.Authorization for repairs of this type should be obtained from Pratt and Whitney
Canada.
A. Repair
(a) Remove unserviceable helical coil inserts using tools contained in Standard
commercial helical coil repair kits.
(b) Install new inserts of the same size as those removed, and drive to correct
thread pitch below surface of part in which they are installed. Cut off driving
tang at notch.
A. Repair of Corrosion
NOTE: Corrosion must not be deeper than 0.010 in. and must not cover an area
I greater than 30 percent of the total surface of the front and rear RGB housing.
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(2) Clean the surface of the area to be repaired, using a swab soaked in isopropyl
alcohol (PWC11-014) and crocus cloth (PWC05-061).
(3) Remove all traces of corrosion (magnesium oxide) using a suitable steel brush,
cloth (PWC05-061), abrasive cloth (PWC05-101), file or grit paper.
crocus
Remove all traces of debris using a vacuum cleaner.
WARNING: REFER TO THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE
THESE MATERIALS FOR INFORMATION, SUCH AS HAZARDOUS
INGREDIENTS, PHYSICAVCHEMICAL CHARACTERISTICS, FIRE,
EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS
FOR SAFE HANDLING, USE AND CONTROL MEASURES. SOME OF
THESE MATERIALS CAN BE DANGEROUS. YOU CAN GET THE DATA
SHEETS FROM THE MANUFACTURERS OR THE SUPPLIERS OF
THESE MATERIALS.
(7) Using a swab or brush, apply the chrome pickle solution, at a temperature of 17" to
29"C (55" to 85"F), to the prepared surface for 30 to 45 seconds.
NOTE: Repeat the application frequently to make sure that the affected surface is
continually wet with the solution.
(8) Swab the area with clean water until successive swabs are no longer stained
yellow.
(9) Dry the area with local heating lair dry or a heat gun at a low setting).
(10) Clean the affected area with a rag soaked in clean water.
(14) Apply three to four coats of enamel (PWC05-037) to the primed surface. Allow the
surface of the enamel to become tacky (approximately 15 minutes) between each
coat. The final coat of enamel must dry for 24 hours before returning the engine to
service.
NOTE: Drying time for the primer and paint can be reduced with the use of ´•a heat
gun at a low setting. Refer to the manufacturer’s instructions.
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4. CRACK REPAIR
A. Procedure
(1) Repair acceptable combustion chamber liner cracks as follows (Ref. PART 3,
INSPECTION, for repairable limits):
(a) Stop-drill both ends of crack, using 1/16 (0.0625) inch drill. Vee-out crack using
suitable abrasive wheel. Wire brush thoroughly and swab with alcohol.
(b) Weld crack using inert gas fusion method (Ref. PART 2, preceding) and filler
rod specified in Table 4-4-1. Use copper back-up plate to reduce distortion,
with addition of argon gas back-up (if available). Stress relief after welding is not
required.
3007583 AMS5798
3009083 AMS5798
3d‘l 0083 AMS5798
3011083 AMS5798
3014142 AMS5798
3014769 AMS5798
3023774 AMS5837
5. REPLACEMENT
A. Procedure
(1) Before attempting to install replacement vanes, set up fixture (PWC30153) with
reference to existing vanes in duct under repair, as follows (Ref. Fig. 4-4-1):
(a) Loosen locknut (3) and back off setting screw (2) by turning counterclockwise.
(b)’ Rotate fixture arm (1) to line up with serviceable vane, when fixture is
installed and located on the offset hole on flange D.
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MANUAL PART NO. 3015442
1 2 3
a a a
C112A
Fixture (PWC30153)
Figure 4-4-1
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(c) Turn setting screw (2) to contact, but not pre-load, trailing edge of vane.
(d) Shimequally either side, as required, to take up any clearance between fixture
(PWC30153), and exhaust duct Flange D.
(e) Remove fixture, taking care not to disturb setting of screw (2).
6. INSTALLATION
A. Procedure
(a) Remove defective vane(s) by grinding off rivet heads and driving out stems
using a suitable pin punch.
(b) Position and locate new vane in duct using the previously set vane locating
fixture (PWC30153). The arm (1, Pig. 4-4-1) must be rotated to the desired
radial location and the fixture reinstalled on the offset hole of Flange D to achieve
this.
(c) Drill five holes in new vane through the five holes in the duct. Pilot-drill using
No. 52 (0.0635 inch) drill followed by No. 40 (0.098 inch) drill.
(d) Remove fixture (PWC30153) and vane and deburr the five holes.
(e) Install new vane and secure with suitable sheet metal fasteners.
(f) Prior to riveting, install plain washer on each of five rivets (Ref. Pig. 4-4-2).
7. REPAIR
A. Procedure
(1) Inner exhaust duct walls that have cracks emanating from the turning vane rivet
holes may be weld repaired as follows:
(c) Using tungsten inert-gas method and filler rod (PWC05-216A), weld prepared
areas.
(d) Dress welds as required and fluorescent penetrant inspect welded areas.
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
EXHAUST DUCT(REF.)
.A
TRAILING
EDGE
VANE
(REF.) A
FWD
RIVETS
WASHERS
RIVETS (2)
3 HOLES
0.098-0.100 DIA.
2 HOLES
0.098-0.100 DIA. RIVETS (3)
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MANUAL PART NO. 3015442
8. REPAIR OF CORROSION
A. Procedure
NOTE: Corrosion must not be deeper than 0.010 in., and must not cover an area
(2) Clean the surface of the area to be repaired, using a swab soaked in isopropyl
alcohol (PWC11-014) and crocus cloth (PWC05-061).
(3) Remove all traces of corrosion (aluminum oxide) using a suitable steel brush,
crocus cloth (PWC05-061), abrasive cloth (PWC05-101), file or grit paper.
Remove all traces of debris using a vacuum cleaner.
(5) Locally clean the repaired surface and surrounding area, using a swab soaked in
perchlorethylene (PWC11-016) or acetone (PWC11-012) and a crocus cloth
(PWC05-061). Remove all debris using a vacuum cleaner.
(6) Apply anodize touch-up solution (PWC05-064) using a swab or brush for three to
four minutes.
NOTE: 1. Repeat the application frequently to make sure that the affected surface
iscontinually wet with the solution.
NOTE: 2. If the solution does not wet the surface, remove the solution with a clean
cloth and repeat Step (3). Also, clean the first-stage compressor if the
solution has been inadvertently applied.
(7) Allow the surface to air dry or wipe off solution with a cloth soaked in clean water.
(8) Examine the coating and make sure that the repair surface is completely covered.
Reapply the treatment again, as necessary.
NOTE: After the successful completion of Step (8), the engine may be returned to
service for the next 100 hours.
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MANUAL PART NO. 3015442
(d) primer to air dry for eight hours before applying enamel paint. Use
Allow the
compressed air at 29 psig to accelerate the drying time.
(e) Apply three to four coats of enamel (PWC05-037) to the primed surface. Allow
the surface of the enamel to become tacky (approximately 15 minutes)
between each coat. Allow a final coat of enamel paint to dry for 24 hours before
returning the engine to service.
NOTE: Drying time can be reduced with the use of a heat gun at a low
setting. Refer to the manufacturers instructions.
(10) If the corrosionrepair is more than the maximum permitted limits, inspect the
repaired again, at intervals not exceeding 10 flight hours. The engine must
area
be returned to an approved overhaul facility within 50 flight hours for a repair to be
done.
A. Procedure
(a) Drill rivet head only, using 1/8 (0.125) inch diameter drill, pry off weakened
head and carefully punch out rivet stem using a suitable pin punch.
(b) Make sure that all punched out stems are removed from engine. If necessary,
stems may be blown out through straightening vanes by motoring engine.
A. Where possible, 1/8 (0.125) inch nominal diameter rivets P/N 3011178 (CR517-4-4)
should be installed, provided hole diameter does not exceed 0.138 inch. If hole
diameter exceeds 0.138 inch, open up hole using No. 20 (0.1610 inch) drill and install
5/32 (0.15625) inch diameter oversize rivet P/N 3012519 (CR517-5-4).
A. Where possible, 1/8 (0.125) inch nominal diameter rivets P/N 3018356 (CR517-4-6)
should be installed, provided hole diameter does not exceed 0.138 inch. If hole
diameter exceeds 0.138 inch, open up hole using No. 20 (0.16!0 inch) drill and install
5/32 (0.15625) inch diameter oversize rivet (CR517-5-6).
12. INSTALLATION
A. Procedure
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Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
POST-SB11 43
RIVET (14)
A
PRE-SB1143
PARTIAL VIEW OF
GAS GENERATOR CASE
W
C1651A
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(a) Install rivets using Cherry rivet gun 036 with pulling head G6H4B (1/8 dia.
rivet) or G6H5B (5/32 dia. rivet). Care must be taken to keep rivet gun
vertical to sheet metal to make sure rivet is properly installed. Use of modified
rivet gun, as shown in Figure 4-4-4, is strongly recommended.
13. REPAIR
A. Procedure
(a) Open up damaged hole(s) using 0.332 inch (Q size) drill. Chamfer 0.385 to
0.395 inch x 90" 5" included angle.
(c) Install insert("Keensert" P/N KN428 (NAS 394C-4)) 0.010 to 0.015 inch below
surface, fingertight.
1 Drill out insert material between keys and thread to a maximum depth of
0.188 (3/16) inch using 0.281 (9/32) inch drill.
A. Procedure
(a) Manually remove all visible corrosion using coarse abrasive paper to the extent
of exposing bare metal. Use abrasive cloth (PWC05-014) or a soft bristle brush
to provide a clean surface.
(b) Restore coating on gas generator case that exhibits small localized areas of
coating loss:
Page 4-4-10
Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
PLUG
f
5/8 DIA. 15132
9116 RAD.
8112 RAD
SECTION A-A
C2588
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MANUAL PART NO. 3015442
1 Remove all traces of oil or grease from touch-up area using anaqueous
spray wipe (PWC11-033).
or if necessary, scrub area with a soft
non-metallic brush or pad.
6 Allow each coat of touch-up conversion coating to air dry for four hours
between coats.
A. Procedure
(a) Using a suitable drill, partially remove the flared end of shanknut (2, Fig.
4-4-5).
(b) Remove shanknut using a parallel pin punch at drilled end to shear weakened
flare, and retrieve from case.
(c) Install new shanknut and hold against flange (Ref. Fig. 4-4-6).
(d) Lightly lubricate tapered portion of shanknut spreader (PWC30335) with engine
oil (PWC03-001) and screw into shanknut until shank end is flared against
flange.
(e) Remove shanknut spreader and examine flared end of shanknut for correct
forming with no evidence of deformation or cracks.
16. DIFFUSER EXIT DUCTS
A. Procedure
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(a) Stop drill cracks using a 1/16 (0.0625) inch drill (Ref. Details A, B and C).
Cracks in the outer walls of ducts may be reached by drilling access holes
in inner walls using a 1/4 (0.250) inch drill, then stop drill in outer wall using a
1/16 (0.0625) inch drill (Ref. Detail D). Access holes are acceptable without
repair.
(b) Remove metal that would become detached due to converging cracks.
(c) Blend out areas where metal has become detached, or has been removed
(Ref. Details A, B and C), or where metal has been excessively thinned due
to fretting.
A. Procedure
(1) Insert a suitable shim (brass or steel) between ducts and case wall to avoid
damaging surrounding area during machining. Cut off defective diffuser exit duct to
part-off dimension (View B).
(2) Insert gage (item 64) into stub (3), using cutter (item 63) face to DIM. "A" (View B).
Break sharp edges and chamfer as required (View B). Clean area.
(3) Remove shim, coat OD of stub (3) with compound (PWC09-002). Open clamp (2)
(View A-A) to permit insertion of small end of diffuser exit duct (1) and with clamp
still open, as semble over stub (3) in diffuser ring.
(4) Butt up duct to stub and progressively torque bolt (4), maintaining clearances
shown. Torque bolt 28 to 32 Ib.in. and safety wire.
(5) On completion, thoroughly clean and vacuum gas generator case before and after
removal of masking tape.
A. Procedure
(1) Remove fuel manifold adapter and fuel nozzle assemblies as necessary to expose
broken bolt (Ref. PART 3, REMOVAVINSTALLATION).
(2) Install drill jig (PWC50064-100) on fuel nozzle pad, and secure with jig screw.
(3) Drill pilot hole with center drill (PWC50064-200), using jig guide.
Page 4-4-13
Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
c,
n
s a A USE NO. 40 (0.098) DRILL
TO CLEAN HOLE AFTER
n
PAINTING OR RECOATING
p 2
i,
a
REMOVE SHANKNU’TS
WHERE NECESSARY
(POST-SBI1SO)
s
lp
In,
1)
a rp
n, i
"rt’)
C1433D
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Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(6) Remove bolt. Examine threads for damage, and repair if necessary.
A. Procedure
(2) Drill damaged front hole 13/64 (0.203) inch to original depth.
(5) Install hell-coil insert (PWCO5-118) 10-32 UNF (P/N MS124655 or equivalent 1191-
3CN0190) using hell-coil insert tool.
(a) After grinding, the segments should be inspected. If a lip is present, which is
either sharp edged or proud of the ground surface by more than 0.005 inch,
remove by local grinding using a hand held rotary tool with flexible drive and
1 Zero on master.
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Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
SHANKNUT AFTER
SPREADER
INSTALLATION
SHANKNUT BEFORE
INSTALLATION
C1997A
Shanknut Replacement
Figure 4-4-6
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
STOP-DRILL AND SMOOTH OUT HOLE STOP-DRILL AND SMOOTH OUT HOLE
I
b
A B
STOP-DRILL, REMOVE METAL AND BLEND OUT HOLE STOP-DRILL THROUGH WINDOW
ON INNER WALL
0.800
1 Y" kl i
0.400 MAX.
0.500 MAX.
0.250 MAX.
0.800 MAX.
C D
C348C
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Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
VIEW A-A
si7
0.015 MIN.
A
BOTH SIDES A
0.080
0.020
BOTH SIDES
DIM.A DIM.B
L
1.290 1.370
1.280 1.320
C10359B
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
2 Centralize.
1 Grind shroud to remove high spots on ID following steps (f) through (j)
below.
grinding.
ID Average OD
3 Actual radial tip clearance equals 2
4 If actual radial tip clearance is less than 0.013 inch, grind shrouds to obtain
radial tip clearance of 0.013 inch (minimum) following procedure steps (f)
through (j) below.
5 If actual radial tip clearance is greater than 0.016 inch, replace shrouds
and grind (minimum)
to obtain 0.013 inch radial tip clearance following
procedure steps (f) through (j) below.
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Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1 On stubshaft.
4 Adjustside vernier.
Page 4-4-20
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
A. Repair of Corrosion
NOTE: Corrosion must not be deeper than 0.010 in. and must not cover an area
(1) Apply a suitable covering material over all accessories, linkages, the compressor
section and around the area to be repaired.
(2) Clean the surface of the area to be repaired with a swab soaked in isopropyl
alcohol (PWC11-014) and crocus cloth (PWC05-061).
(3) Remove all traces of corrosion (magnesium oxide) using a suitable steel brush,
cloth (PWC05-061), abrasive cloth (PWC05-101), file or grit paper.
crocus
Remove all traces of debris using a vacuum cleaner.
WARNING: REFER TO THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE
THESE MATERIALS FOR INFORMATION SUCH AS HAZARDOUS
INGREDIENTS, PHYSICAVCHEMICAL CHARACTERISTICS, FIRE,
EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR
SAFE HANDLING, USE AND CONTROL MEASURES. SOME OF
THESE MATERIALS CAN BE DANGEROUS. YOU CAN GET THE DATA
SHEETS FROM THE MANUFACTURERS OR THE SUPPLIERS OF
THESE MATERIALS.
(7) Using a swab or brush, apply the chrome pickle solution, at a temperature of 17" to
29"C (55" to 85"F), to the prepared surface for 30 to 45 seconds.
NOTE: Repeat the application frequently to make sure that the affected surface is
continually wet with the solution.
(8) Swab the area with clean water until successive swabs are no longer stained
yellow.
(9) Dry the area with local heating lair dry or a heat gun at a low setting).
(10) Clean the affected area with a rag soaked in clean water.
Page 4-4-21
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
O 4
~ille
1 6
C1747
Page 4-4-22
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. Blanking Material
2. Grinding Wheel
3. Shroud Grinding (PWC30122)
4. Gas Generator Case
5. Vertical Vernier
6. Shroud Segment
7. Adapter (PWC30408) or (PWC30409)
8. Side Vernier
(13) Allow theprimer to air dry for eight hours before applying enamel paint. Use
compressed air at 29 psig to accelerate the drying time.
(14) Apply three to four coats of enamel (PWC05-037) to the primed surface. Allow the
surface of the enamel to become tacky (approximately 15 minutes) between each
coat. The final coat of enamel must dry for 24 hours before returning the engine to
service.
NOTE: Drying time for the primer and paint can be reduced with the use of a heat
gun at a low setting. Refer to the manufacturers instructions.
22. REPLACEMENT
A. Procedure
(1) Replace damaged terminal straps or lugs on T5 bus-bar as follows (Ref. Fig.
(b) Secure appropriate terminal strap to bus-bar and fusion weld using the
tungsten-inert gas (TIG) method. No filler rod required.
(c) Attach terminal lug to the bus-bar, making sure the large chamfer on threaded
portion facing outward; fusion weld using the TIG method. Use chromel or
is
alum’el welding rod (PWC05-164), as applicable.
T5 TERMINAL BLOCK
23. REPAIR
A. Procedure
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Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
a Grind to suit
f
A
C76140
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Jun 10/2005
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WIAINTENANCE MANUAL
MANUAL PART NO. 3015442
WELD
0.200 0.685
o.oso~ 0.565
ALUMEL
TERMINAL LUG
WELD
CHROMEL
45"fi TERMINAL STRAP
n
TERMINAL LUG
C744A
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
NOTE: Make sure that all surfaces coming into contact with the cement
are free from grease and dirt. Contamination by these impurities
will adversely affect the physical and electrical insulating properties
of the cement.
(c) Perform loop resistance and continuity check (Ref. PART 3, INSPECTION).
THERMOCOUPLE.~RNESS
i)
24. LUG REPLACEMENT (SINGLE INSULATION CRIMPING)
A. Procedure
(a) Cut wire as close as possible to weld, open ears and remove lug from lead.
NOTE: Harness lead must not be shortened more than absolutely necessary
in order to maintain resistance within permissible limits.
(b) Work stainless steel braid back approximately 1/2 inch. Exercise care not to
damage insulation under braid.
(c) Wrap insulating tape (PWC05-191) two turns over exposed insulation, trim
frayed insulation back to 3/16 (0.1875) inch from end of wire.
(d) Trim stainless steel braid to 5/16 (0.3125) inch from end of wire and wrap tape
two turns over braid.
(e) Slide chafing sleeve (tubing, class H-C-2) 7/16 (0.4375) inch long over tape,
with twisting motion, to 1/4 (0.250) inch from end of wire.
Page 4-4-26
Jun 10/2005
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
SLEEVE
O
STEEL BRAID
WIRE -/INSULATION
INSULATION TAPE
WELD 7 CRIMP
~r
C927B
Page 4-4-27
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
(f) Secure a terminal lug of appropriate material (chromel or alumel) to the wire by
crimping small ear of lug around wire with approximately 1/16 (0.0625) inch of
wire exposed.
(g) Fusion weld wire to terminal lug using TIG method. Use chromel or alumel
welding rod (PWC05-164), as applicable. Inspect and test weld by gently
pulling on lug with pliers. Clean both sides of lug with stainless steel wire brush
or emery cloth (PWC05-003).
(i) Perform
loop resistance and continuity check (Ref. PART 3, SECTION 2,
REMOVAUINSTALLATION).
A. Procedure
(a) Proceed as detailed in Paragraph 24., Steps (a) through (g). Use a sleeve 3/4
(0.750)inch long and vary other dimensions slightly to allow for longer terminal
lug.
(b) Crimp the two lug ears over the chafing sleeve using pliers (PWC30425) (Ref.
Pig. 4-4-14, Steps 1 to 4).
(c) Perform loop resistance and continuity check (Ref. PART 3, INSPECTION).
A. Procedure
(1) Lifted or broken stainless steel braiding may be cut away providing insulation
remains intact. Repair broken or deteriorated braiding on harness as follows:
(a) Cut off all loose strands of braiding around damaged area.
(b) Wrap insulating tape (PWC05-191) around harness, covering all of the
damaged area (Ref. Pig. 4-4-15).
(c) Wrap repaired area with steel wire (PWC05-110) MS9226-01 (AMS5687). Hold
wrapping wire snugly along length of harness braid beginning from the left.
Starting at opposite end, wrap wire tightly and uniformly over harness braid and
repaired area.
NOTE: Make sure the wire overlaps tape and contacts harness braid at each
end of the repair.
Page 4-4-28
Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
INSULATING TAPE
O
WIRE
II;SULATION STEEL BRAID
SLEEVE
W$D CRIMP
C1184A
Page 4-4-29
Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
X
STEP1 STEPP
STEP 3 STEP 4
C1185
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Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
INSULATING TAPE
:"i113 X
C4960C
Page 4-4-31
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MANUAL PART NO. 3015442
(e) After final turn of wrapping, insert wire "A" through loop. Cut off surplus end of
wire "B", so that length is approximately one-third of repair lehgth. Pull loop
end "C" until wire at "A" is snug and end "B" of wire has just disappeared
underneath final turn of wrappings. Then, cut wire end "C" flush.
FIRESEALS
A. Procedure
(a) Remove old cement and thoroughly clean surfaces to be bonded using
inhibited trichloroethane (PWC11-014). Roughen surface of chafing strip with fine
emery cloth and clean with inhibited trichloroethane.
(b) Bond chafing strips to center fireseal (top and bottom) using silastic cement
(PWC09-001), and allow to dry at room temperature for approximately 72
hours.
(c) Bond chafing strip to rear fireseal mount ring using cement (PWC08-009), and
allow to dry at room temperature for at least two hours.
A. Procedure
(1) The following repair is permissible provided there is no wire mesh breakage or
(a) Rebond chafing strips to flanges using silastic cement (PWC09-001). Allow to
dry at room temperature for approximately 72 hours.
A. Procedure
(a) Remove old cement and thoroughly clean surfaces to be bonded using inhibited
trichloroethane (PWC11-014). Roughen surface of sealing strip with fine emery
cloth and clean with inhibited trichloroethane.
(b) For Post-SB1056 engines: Bond sealing strip to top or bottom inlet fairing using
silastic cement (PWC09-001), and allow to dry at room temperature for
approximately 72 hours.
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MANUAL PART NO. 3015442
(c) Bond sealing strip support ring with silastic cement (PWC08-009), and allow
to
to dry at room temperature a minimum of 72 hours.
30. REPAIR
A. Procedure
31. LAPPING
A. Procedure
(1) When a new oil filter check valve or housing is installed, the check valve may be
lapped in position in the filter housing as follows (Ref. Fig. 4-4-16):
(b) After lapping, wash valve and housing thoroughly in petroleum solvent
(PWC11-027). Make sure all traces of lapping compound are removed.
A. Where weld seams securing mounting brackets to box, become cracked, the bracket
may be reattached to the box by riveting. Drill three holes (using a No. 51 drill) in
locations shown on Figure 4-4-17 and install rivets MS20470B2-4 or equivalent.
Page 4-4-33
Jun 10/2005
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FILTER HOUSING
REPAIR WASHER
MS9321-08 (IF FITTED)
FACE A
CHECK VALVE
C745A
Page 4-4-34
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
0.1 25
O
lr
I+++I
VIEW ON ARROW A
6 116
C230A
Page 4-4-35/36
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
1. GENERAL
A. Reference numbers on Figure 4-5-1 indicate the location of fits, clearances, and parts
for which torque and spring pressures are specified. A description of, and limits for,
these fits, clearances, backlashes, torques and spring pressures is located by referring a
reference number to Tables 601, 602, 603, 604 and 605 which corresponds to these
figures.
A. Procedure
(1) The terms and symbols used in Tables 4-5-1, 4-5-2, 4-5-3, 4-5-4 and 4-5-5 are
explained as follows:
(a) DIMENSIONS FOR REF Column This column indicates the minimum and
maximum manufacturing dimensions of two mating parts. These dimensions
are provided for information only.
(b) LIMITS Column This column indicates the desired minimum and maximum fits
and clearances between new parts, and also the allowable limit to which these
parts may wear before replacement is necessary.
(c) The symbol T indicates a tight fit and a fit without a T symbol denotes a loose
fit.
(e) The figures in the MINIMUM, MAXIMUM and REPLACE columns shall be
interpreted as follows: torque in pound-inches, spring pressures in pounds,
and all other limits in inches.
NOTE: Where the REPLACE column is left blank, the minimum or maximum
limit applies, as required.
3. TORQUE APPLICATION
A. Where minimum and maximum figures are given for torque loads, they represent the
intended tightening range. Where figures for castle nuts are provided in the minimum
column only, these nuts should be tightened to the designated torque and then further
tightened, if necessary, to properly align the locking slot. Where figures are provided
in the minimum and maximum columns, the alignment of the locking slot must be obtained
without exceeding the maximum torque. If this is not possible, another nut should be
used. After tightening nuts to the recommended torque, they shall not be loosened to
permit insertion of lockwire or cotterpins.
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MANUAL PART NO. 3015442
B. All nut, bolt and screw torques should be obtained using a thread lubricant. The
lubricant should be engine oil or equivalent unless otherwise specified. Torque
requirements for interference fit applications such as studs and pipe plugs may be
obtained with or without lubrication, unless otherwise specified.
Page 4-5-2
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MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Limits
REF.
NO. Name Min. Max.
187 Nut, Cover, Overspeed Gov. Dr. 170 Ib.in. 190 Ib.in.
NOTE: Dimensions 0.0110 and 0.0180 are inspection criteria for run segments at Hot
Section Inspection on engine with a good performance.
NOTE: Dimensions 0.0130 and 0.0160 are used when a new set of segments require
grinding under field conditions.
Page 4-5-3
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MANUAL PART NO. 3015442
Limits
REF.
NO. Name Min. Max.
Post-SB1 459
Page 4-5-4
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PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
REF.
NO. Name Min. Max.
Page 4-5-5
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
REF.
NO. Name Min. Max.
Nut, Coupling
1501b.in. 2001b.in.
902 Plug, Machine
10 Ib.in. 15 Ib.in.
Nozzle, Bleed Valve
I
Page 4-5-6
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Limits
REF.
NO. Name Min. Max.
606 Pre-SB1043
Spring, Helical Compression
1.500 inch 8 Ibs. 10 Ibs.
Limits
REF
NO. Name Min. Max.
650 Coating
(1) Coat packing, packing retainer and external thread of fitting sparingly with
petrolatum (PWC06-002), or fluid to be used in line, and assemble nut, packing
retainer and packing onto fitting. Work packing retainer into counterbore of nut.
Turn down until packing is pushed firmly against lower thread of fitting.
(2) Install fitting into boss, at the same time, keep nut turning with fitting until packing
contacts boss (recognized by sudden torque increase). While holding nut stationary,
turn fitting in 1-1/2 turns. Position fitting by turning in, not over, one more turn.
(3) While holding fitting stationary, turn nut down against boss, then lockwire. Obtain
metal-to-metal contact between nut and boss without exceeding recommended
torque. Extrusion of packing or packing retainer not permissible.
658 Gaskets
(1) When gaskets are used, retorque bolts after acceptance run and before
new
Page 4-5-7
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
Limits
REF.
NO. Name Min. Max.
NOT APPLICABLE
Page 4-5-8
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
186
187
188
186
187
PT6A-6A
188
PT6A-6 NON-REVERSING
Fits Clearances
Figure 4-5-1 (Sheet 1 of 16)
Page 4-5-9
Aug 27/2004
PRATT WHITNEV CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
200~ 184
199- PRE-SB1217
POST-SB1217
Page 4-5-10
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
186
88
187
188
184
(PRE-SB1217)
200
199
(POST-SB1217)
Fits Clearances
Figure 4-5-1 (Sheet 3)
Page 4-5-11
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
186
187
88
188
184
(PRE-SB1217)
200
199
(POST-SB1217)
Fits Clearances
Figure 4-5-1 (Sheet 4)
Page 4-5-12
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FLANGE
oli~ ~A
967
966
650
V
VIEW A DETAIL B
Page 4-5-13
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
´•a
o
o o
Y
561 I((
576 580
Page 4-5-14
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FLANGE C
318
307
597
554
541
264
278
277
359
360
211
Q-´•´•
PRE-SB1043 ENGINES AND PRE-SB1046 ENGINES
Page 4-5-15
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
C
243 962-~ FLANGE C
VIEW C
318
550~ 59!
554
541
541
562
-1 360
j
566
658
Page 4-5-16
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FLANGE C
250
539
2642n
606
359
241
PRE-SB1043 ENGINES
AND
PRE-SB1046 ENGINES
588
587
359
307 318
554
967
952
Q50
Fits Clearances
Figure 4-5-1 (Sheet 9)
Page 4-5-17
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FLANGE G FLANGE E
581 r 583
582
ri
I I
585 582
549 L586L582
585
SECTION G-G
Fits Clearances
Figure 4-5-1 (Sheet 10)
Page 4-5-18
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
FLANGE C FLANGE A
SECTION A-A
A
1
582
Fits Clearances
Figure 4-5-1 (Sheet 11)
Page 4-5-19
Ailg 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
583 582
\_H
MI
M IIII 11
582
i Klj~i i i I
ii 586
´•-C´•
1582 .X/
REAR
FIRESEAL CENTER
FIRESEAL
599 a r 598
k
SECTION H-H
M-M
SECTION N-N SECTION K-K‘ J VIEW L SECTION
585
Fits Clearances
Figure 4-5-1 (Sheet 12)
Page 4-5-20
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
"O"hR
i~E I !I!
r-
G- W" lr
SECTION F-F SECTION D-D SECTION C-C SECTION B-B
F C16~LF
D ´•I~
SECTION E-E 599
S B
B
583 ~:F
~V VIEW A
SECTION S-S
SECTION R-R
Fits Clearances
Figure 4-5-1 (Sheet 13)
Page 4-5-21
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
583
FLANGE C FLANGE A
582
B r 582
D
A ´•C
J
IYI I i
~B 582
I.i""i 586
REAR
FIRESEAL CENTER
FIRESEAL
598
Fits Clearances
Figure 4-5-1 (Sheet 14)
Page 4-5-22
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
456
599
OYO
584 599
L
YIEW O i 581 sEcTlaEl E-E
Fits 6 Clearances
Figure 4-5-1 (Sheet 15)
Page 4-5-23
Aug 27/2004
PRATT WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
705
Fits Clearances
Figure 4-5-1 (Sheet 16)
Page 4-5-24
Aug 27/2004