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Turboshaft Best Maintenance Practices, 2015
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 BEST MAINTENANCE PRACTICES
Turboshaft Engines
Engine Washing
Trend Monitoring
Connector Care
Preservation and Storage

Note that the information in this presentation is for reference only. Always
refer to the Engine Maintenance Manual for the latest maintenance
information

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 ENGINE WASHING

P&WC Proprietary Data

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 ENGINE WASHING

The average large PT6 engine has a mass flow of 5 kg/sec

That is the equivalent of ingesting 8,160 cubic feet of air in one minute
It would empty a large house in just 10 minutes

Now consider the amount of air ingested on an average 4 hour operating

day it would empty a large aircraft hangar (200 / 95 / 55 ft)

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 ENGINE WASHING

Refineries, factories,
deserts oceans, forest
fires all emit chemicals,
abrasive dusts and salts
into the environment in
the prime helicopter
operating region that can
impact engine
performance if not
washed regularly....

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 ENGINE WASHING
Maintenance Manual Recommendations
Continually salt-laden Daily (increase washing frequency
Desalination wash
Operating environment to suit engine condition)

Frequently salt-laden Weekly (increase washing

Desalination wash
operating environment frequency to suit engine condition)

Every 2 weeks or twice per week

Occasionally salt-laden depending on the model (increase
Desalination wash
operating environment washing frequency to suit engine
condition)

As required to suit engine operating

Performance recovery Performance recovery wash conditions as indicated by engine
condition trend monitoring system.

NOTE: Multiple compressor washes should be performed to the extent permitted by starter operating limitations. Observe
starter cooling period (Ref. Starter manufacturer's manual).

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 ENGINE WASHING
General
If using a chemical the it is important to
engine all chemical solution is
removed during the rinse process
with water to obtain the full benefit of
the wash
Allow engine to cool down before
washing
Use drinkable quality water (or de-
mineralised)
Drying run is important if engine is not to
be started within a short time

If the aircraft is going off-line for any

extended period then wash before
the lay-up

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 ENGINE WASHING
Desalination Washes (Turbine)
What causes Sulphidation?
Salt and industrial chemicals in the environment combine with the fuel from
the combustion process and form a glue which builds up on the engine
gas path

At engine operating temperature this glue bakes onto the Turbine

blades

The sulphur in the baked on glue attacks the blade material

What can the operator do to reduce this?

Blade coatings help
The glue is soluble in water so regular rinsing can reduce the build-up
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 TURBINE BLADE SULPHIDATION
What is a Salt Laden Environment?
Dependant on each individual operators environment and mission
Not specified by P&WC for Turboshaft Engines
Some Aviation Authorities specify:
FAA Advisory 43-4A

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P&WC Proprietary Data
 TURBINE BLADE SULPHIDATION
What is a Salt Laden Environment?
Commonwealth of Australia Civil Aviation Safety Authority AD/PT6A/28
Note 1: For the purpose of this directive, operating in a salt laden environment is
defined as a take-off and landing within 10 nautical miles of the sea or, the flight
route is within 10 nautical miles or over the sea and at an altitude of less than
10,000 feet .

Some operators set a schedule and adjust depending on regular

borescope inspections

Primarily this is a commercial decision

Not washing the engine may result premature performance deterioration and an
unscheduled Hot Section Refurbishment

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 ENGINE WASHING
Performance Recovery Wash
Dirt and environmental deposits build up on the compressor section
reducing compressor efficiency
Performance is reduced
Chemicals can cause cold corrosion of the compressor
Desalination wash helps but stubborn dirt deposits cannot be removed
by water alone

What can operators do to reduce this build up?

Chemical wash and soak removed dirt deposits
P&WC recommends this method of washing based upon visual
examination of the compressor blades or when trend monitoring
dictated
Many customers schedule the wash every 10/25/50 hours depending on their mission

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 ENGINE WASHING
External Wash & Drying Run
External washes (water and detergent)
To prevent corrosion of external steel and alloy components

Drying Runs
Important to dry the engine after any type of wash
Dedicated drying run
Wash engine immediately before a scheduled
mission

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 ENGINE WASHING
Sulphidation
Corrosion & Sulphidation attack
major engine components

Turbine Blade Sulphidation

Inlet Case Corrosion

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 ENGINE WASHING
Sulphidation
Sulphidation seen on a PW200 engine
Time since new = 550 hours
Operating Environment = Coastal Europe

Recommendation :
Increase desalination rinse frequency
Re-inspect at regular intervals to monitor

Gas generator case on PW200

Operating Environment = Coastal Europe

Recommendation :
Ensure drying run to remove water
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TURBINE WASH (PT6C)

Turbine wash highly recommended for salt laden

environment

Compressor desalination wash not sufficient to prevent

corrosion at turbine level
Regular turbine wash
Service experience demonstrated that regular turbine
wash will help reduced corrosion in the turbine area,
especially on the Power Turbine blades and stators

No regular turbine wash

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 ENGINE WASHING
Examples
PT6T Compressor
Corrosion on axial stages
Recommendation to increase the
cold wash frequency

PT6T CT blades
Heavy sulphidation on span and
trailing edge
Note hole in blade
Recommendation to increase the
turbine wash frequency

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 TREND MONITORING

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 PERFORMANCE TRENDING
Power Assurance vs. Trend Monitoring
Power Assurance Check (PAC)
'go/no go' checks the engines have performance margin
Airworthiness Requirement
Intervals given in applicable Rotorcraft Flight Manual

Trend Monitoring (TM)

Monitors performance margin changes
Maintenance Recommendation
Regular (weekly / daily) data required

Trending measures changes in margin, PAC measures absolute margin

Since PAC procedures were already in place and logged the same information,
PAC data has been adopted for TM purposes
This means more frequent PAC to provide good TM data
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 PERFORMANCE TRENDING
Power Assurance vs. Trend Monitoring
PAC data is not calculated by the EEC nor stored in the DCU*
PAC is done on the ground
PAC can be used for trending but In-flight trending cannot be used for PAC
*On PT6C-67E and PW210 this will be stored in the DCU

The data can be trended in three ways

Margins plotted manually on a graph
Margins plotted through a basic computer spread sheet e.g. Excel
Raw data entered into WebECTM which calculates and trends the
margins
If you have FMP then the analysis is also covered

P&WC Proprietary Data

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 PERFORMANCE TRENDING
Trend Monitoring - Recommendations
General Recommendations* for Trend Monitoring
EMM 71-00-00 Power Plant Fault Isolation
(a) For each 10C (18F) of increase in MGT, do a performance
recovery wash (Ref. Cleaning)
(b) For an increase of more than 20C (36F) in MGT or a 0.5%
decrease in Ng, do a borescope inspection of the combustion chamber,
CT turbine stator and CT turbine blades. Also do a check on the
indicating systems

Generally, Trending every week / 10 hours is good practice

P&WC Maintenance Programmes (FMP) require regular trending

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POWER ASSURANCE TREND PLOTS

Performance trend monitoring allows hot & cold

section condition monitoring:
Allows planning of engine performance
restoration
Performance recovery wash frequency
adjustment

Care should be taken with the PAC process to

obtain consistent engine health data
Helicopter clear of buildings and directed in to
the wind
No generator load or bleed air
Accurate OAT and Pamb readings
Stabilized condition

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 PERFORMANCE TRENDING
Trend Monitoring
Question :
If an engine has 10C margin, is it OK?

From a PAC point of view?

Yes, today the engine has enough power

From a trending point of view?

If the PAC has been at 10C margin for the last month
Then probably yes
If the PAC was 20C 4 weeks ago, then 15C two weeks ago
Then maybe yes but we need to schedule action very soon
If yesterday the PAC was at 20C
Then probably not

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 PERFORMANCE TRENDING
Trend Monitoring
ENGINE PERFORMANCE TRENDING

45

40

35

30
ITT Margin

25

20

15

10

Flight Hours

Ideal' ITT margin Case 1 Case 2 Case 3

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 TREND MONITORING
WebECTM on the Portal

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 TREND MONITORING
WebECTM on the Portal
Notes for Turboshaft Users:

npN1 in WebECTM = Nf in Turboshaft world = N2 in most cockpit

indication
nhNgN2 in WebECTM = Ng in Turboshaft world = N1 in most cockpit
indication
Ensure that you are using Trend Input rather than Power Assurance
Check
When the data has been entered, use SUBMIT rather than POPULATE.
Populate is used when looking at old data, if you choose a date then
use populate the system will populate the table with the old data.

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 CONNECTOR CARE

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 MAINTENANCE PRACTICES
Connector Care
Good Connector Care reduces reversions to manual due to loose / dirty
connectors
Ensure security every 12 months (EMM)
Inspect, clean, apply contact enhancer Incorrect (red line showing)

Torque using soft jaw pliers

Use silicon wrapping (now in EMM)

Correct (Red Line Covered)

SIL PW200-059
Connector Care video Available

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 PRESERVATION & STORAGE

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STORAGE RECOMMENDATIONS
Engine Preservation SIL GEN-093
Engine preservation is important for extended periods of helicopter
inactivity
SIL GEN-093 issued to emphasize

Engine Preservation applies to all engine models

Consult relevant engine Maintenance Manuals for specific preservation

procedures and requirements

Observance of recommendations will avoid significant potential cost for

maintenance action, including shop visit

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