PT6-6 and -20 maint manuals

ATP INDEX COPYRIGHT

2006

COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK PREPARED BY A UNITED STATES GOVERNMENT OFFICER OR EMPLOYEE AS PART OF THAT PERSONS OFFICIAL DUTIES OR BY ANY OTHER THIRD PARTY OFFICER OR EMPLOYEE AS PART OF THAT PERSONS DUTIES. "ATP" is a registered trademark of Aircraft Technical Publishers. All original authorship of ATP is protected under U.S. and foreign copyrights and is subject to written license agreements between ATP and its Subscribers. ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED, STORED IN A RETRIEVAL SYSTEM, OR TRANSMITTED IN ANY FORM BY ANY MEANS, ELECTRONIC, MECHANICAL, PHOTOCOPYING, RECORDING OR OTHERWISE, WITHOUT PRIOR WRITTEN PERMISSION OF THE PUBLISHER.

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ATP Grid Index to Manufacturer’s Publications:

Whitney Canada

Prat

PT6A-20 Series

PT6A-6

Engines

Maintendnce Manual Section

General

Topic Information

Title Page List of

Chapters (Table of Contents)

Record of Revisions Record of

Temporary

Revisions

(Highlights of Changes) Pages

Letter of Transmittal List of Effective

Service Bulletin List

Airworthiness Limitations

Part 1

Description

of

Engine

Introduction

Leading Particulars and Specifications General

Information

Detailed Information Air

Systems

Lubrication System

Ignition System Glow Plug Type (Pre-SB1429) Spark Igniter Type (Post-SB1429) Fuel System Introduction Fuel Fuel

Pump (Vane Type) Pump (Gear Type)

Fuel Control System

Fuel Control Unit Power Turbine Governor (PT6A-6 Series

03/27/2006

Copyright

Aircraft Technical UA

0201

MM

PT6A-20 Engines)

Publishers

Page

1 of

5

Secti on

Topi c

Propeller Governor (PT6A-20A and -20B Engines) Temperature Compensator Fuel Control System Complete Operation (Typical) Fuel Dump Valve Fuel Manifold and Spray Nozzles Engine Controls and Instrumentation Propeller Non-Reversing Inst (PT6A-6 Engines) Propeller Reversing Inst (PT6A-6A Engines) PT6A-20 Engines) Propeller Reversing Inst (PT6A-6B PT6A-20B Engines) Propeller Reversing Inst (PT6A-20A Part 2

General Procedures

Engine Oil System Servicing Preparation for Service or Storage Introduction Removal /Installation

Engine Preservation/Depreservation Cleaning Introduction

Specific Parts Field Cleaning Internal Washes Fuel Nozzle

Engine

Cleaning

External Wash

Standard Practices Metal Particles-Identification

Marking of Parts Temporary Marking Methods Welding Standard Inspection Procedure Elbow Fittings

Touch-Up Solution Torque Recommendations Testing Introduction

Ground Safety Precautions Test Information

Extreme Weather Conditions Ground Testing

Checks After Idle

03/27/2006

Component Repair-Replacement Speed Adjustments Copyright

Aircraft Technical Publishers UA

0201

MM

Page

2 of

5

Section

Topic

Engine Final Checkout Troubleshooting Consumable Materials

Part 3

Special

Line Maintenance

Tools

Removal and Installation

Propeller

Shaft Oil Seal

Power Section

Thermocouple Harness and Post-SB1246 Probes T5 Thermocouple. Harness. Bus-Bar Compressor Turbine Disk Turbine Inlet T4 Thermocouple Harness‘ T5

Post-SB1246

Engines, Post-SB1198) Glow Plugs and Cables (Pre-SB1429) T4 Trim Harness (PT6A-Series

Spark Igniters

and Igniter Cables (Post-SB 1429)

Gas Generator Case Drain Valves

Combustion Chamber Liner Power Turbine Governor and NF Tachometer-Generator

Governor (PT6A-20A and’-20B Engines)

Propeller

Air Inlet Screen

Inlet Fairing Winterized Heat Shield

Compressor Bleed Valve Fuel Control Unit Fuel

Pump Eng) Pump Outlet Filter (Vane-Type~Pump)(Pre-SB1071 Fuel Pump Init Scrn (Vane-Type Pump)(Pst-SB1071,-SB1112) Fuel Pmp Init Scrn (Gear Pump )(Post-SB1096, Pre-SB1155) Fuel PmpOutlt Filter (Gear Pump)(Pst-SB1155 PT6A-20A) Fuel Pmp Init Scrn (Gear Pump)(Post-SB1155 PT6A-20A) Temperature Compensator Fuel

Pneumatic Control Line (P3) and P3 Air Filter

Oil Filter

Oil´• Filter Housing (Post-SB1247) Oil Flter Check

Bypass Valve Assy (Post-SB1247)

Oil Pressure Relief Valve

Ignition System Ballast Tubes (Pre-SB1429) Ignition Current Regulator (Pre-SB1429) Ignition Exciter (Post-SB1429) Oil-to-Fuel Heater

03/27/2006

Copyright

Aircraft Technical Publishers (UA

0201

MM)

Page

3 of

5

Section

Topic

Accessory Drive Seals

Propeller Reversing Inspection Control Linkage

Interconnect

Linkage

Corrosion

Tubing and’Hose Assemblies Accessories

In-Service

Inspection Inspection

Hot Section

Shaft Oil Seal

Propeller

Combustion Chamber Liner

Compressor Compressor Compresses Compressor Compressor

Turbine Blade Tip Clearance and Power Turbine Blades and Power Turbine Vanes Blades (First

Stage)

Turbine Vanes

Turbine Inlet-T4

Thermocouple

Harness

Thermocouple Harhess. Probes and Bus-Bay Intrstg Sealing Rings Compressor Trbn Shroud Housing Glow Plugs (Pre-SB1429)Spark Igniters and Spark Ignition System (Post-SB1429) Fuel Manifold Adapter Assemblies

T5

Oil Filter Element (Post-SB1038. Post-SB1118

Chip

PT6A-20A)

Dectector

Fuel

Pmp Init Screen Plclvance Revision No.

Otlt Fltr (Pst

SBi155

PT6A-20A)

67

Engine Unscheduled Inspection Part 4

Heavy Maintenance

Special

Tools

Removal

and Installation

Introduction

Engine Stands Power Turbine Vanes (Pre-SB1OG1

Post-SB1246)

Power Turbin Vane

Ring PT6A-20 (Post-SB1OG1- SB1246) Compressor Turbine Vanes a~nd Shroud Segments Large Exit Duct Starter-Gen Gearshaft Cntrfgl Breather Carbon Seal Scavenge Pump Inlet Screen

Inspection Repair 03/27/2006

Copyright


0201

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Page

4 of

5

Section

Topic Introduction Helical Coil

Inserts

Reduction Gearbox

Assembly

Combustion Chamber Liner Exhaust Duct Turning Vane (Pre-SB1151 Engines) Exhaust Duct (Pre-SB1151

Compressor

Engines)

Inlet Case

Gas Generator Case Turbine Shroud

Grinding Assembly T5 Bus-Bar Terminal Straps or Lugs

Compressor

Accessory Gearbox 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

Post-SB1046 PT6A-20

Eng, Post-SB1043/1046 PT6A-20A’ Eng

Eng

Pre/PostlSB1043 and Post-SB1046 PT6A-6 and PT6A-6B Eng PT6A-6A Engines eropeller Reversing Linkage Reversing Linkage T. PT6A-6B and PT6A-20 Engines PT6A-20A Engines Reversing Linkage Accessory Gearbox (All Eengines)’

End of Index

03/27/2006

Copyright


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Page

5 of

5

NI FG,

INTRO

IMAINTENANCE IWANUAL TURBOPROP GAS TU RBINE ENGIN E

Nlodel(s) PT6A-6 SERIES AND -20 SERIES ENGINES

Manual Part No. 3015442 Issued 4

July

1973

The contents of this manual have been examined and found acceptable to the Minister in meeting the requirements of an Engine Maintenance Manual for the Pratt 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".

PRATT 1000

WHITN’EY CANADA

Marie-Victorin, Longueuil, Quebec, Canada J4G 1Al

Jun 01/89 O (973 Pratt

Whitney Canada Corp.

PRINTED IN CANADA

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL MANUAL PART NO. 3015442

PROPRIETARY NOTICE

This document contains matter of proprietary nature and is delivered on the express condition that it is not to be disclosed or reproduced in whole or in part without the written consent of Pratt Whitney Canada Corp. This restriction does not limit the

obtained from other

right

sources.

to disclose

information

RECORD OF REVISIONS

MFG REV NO 20

DESCRIPTION See

Highlights

Correction to Revision No. 20 21

(See Highlights

ISSUEDATE

ATPREVDATE

INSERTEDBY

2112/99

4119/99

ATPIKS

2112/99

10115101

ATPIMT

211/02

5/29102

ATPIMG

22

See

Highlights

8/16102

10/30/02

ATPIRCL

23

See

Highlights

6/6/03

10/1/03

ATP/HW

24

See

Highlights

4/2/04

6/17/04

ATPIMG

25

See

Highlights

8/27/04

11/18/04

ATP/JSF

26

See

Highlights

11/26/04

2/18/05

ATP/MB

27

See

Highlights

6/1 0/05

7/22/05

ATP/VD R

28

See

Highlights

12/2/05

3/8/06

ATP/JSF

PRATT

WHITNEY CANADA


RECORD OF REVISIONS REV

ISSUE

NO.

DATE

DATE INSERTED

BY

1

Nov 15/73

P&WC

2

1 Jun 02/75

P&WC

3´•

Oct 04/76

P&WC

4

May 09/77

P&WC

5

1 Mar 15/78

P&WC

6

1 Jun 12/79

P&WC

7

1 Feb 01/80

P&WC

8

Sep

18/81

P&WC

9

Feb 14/83

P&WC

10

Oct 08/85

P&WC

11

I Sep

30/86

P&WC

12

1 Apr

11/88

P&WC

13

Jun 01/89

P&WC

14

May

01/91

P&WC

15

Jun 01/91

16

May

15/92

P&WC

17

May

15/93

P&WC

18

Nov 15/93

P&WC

19

Feb 27/98

P&WC

20

Feb 12/99

21

~un

2

24

25 2r,

4/03

Ar>r 2/04

1 ~ug 27/1)4 Nov-

26/04

2?

JLn~ ~0/05

28

n-e

2/05

ISSUE

DATE

NO.

DATE

INSERTED

BY

P&WC

1 Feb 01/2002 NUS

REV

Feb

12/99

P&WC

~r

01/02

P&WC

~f r230 Oa;l Oct Tun

1/03

ATP/HW

!?/04

ATP/MG

Oct

F25

ATP/JSF

1.8/05

Jul. 22/05 ~ar

8/n6

ATP!MB h~3R /~SP

RECORD OF REVISIONS

Jul

04/73

RECORD OF TEMPORARY REVISIONS

TEMP REV NO

DESCRIPTION

64

Part 2-Sec 2:2-16

65

Part 3-Sec 2:2-64

66

Part 3-Sec 2:2-66

67

Part 3-Sec 3:3-73

ATP REV

INSERT

DATE

REV

REMOVE

ISSUE DATE

DATE

BY

REMOVED

INCOR

BY

1/24/03

4/16/03

ATP/MG

10/1/03

23

ATP/HW

311106

4/5/06

ATPNP

PRATT

WHITNEY CANADA


RECORD OF ADVANCE REVISIONS

TR. NO.

CH/SE/SU

PAGE NO. 2-]. 6

h;2

i;l>art

45

Part

3

2-64

66

Part

3

2-66

67

Part

2

3

3-73

ISSUE

INSERTED

DATE

DATE

BY

REMOVED

1/24/03

ATP/MG

3/1./06

ATP \,IP

10/?/03

REMOVED BY

ATP/HW

RECORD OF ARs

Jul o4n3

Whitney Canada Corp.

Pratt

Pratt 1Whitney Canada

1000, Marie-Victorin

Longueuil, QuBbec, Canada J4G

1Al

A United

TBI. 450-677-9411

January 5,

Technologies Company

2006

REVISION TRANSMITTAL SHEET

TO:

Holders of the Pratt

Whitney

SUBJECT:

Canada Maintenance Manual for

Engines,

PT6A-6/-6A/-6B/-20/-20A/-20B

Manual Part No. 3015442.

Revision No. 28, dated Dec 02/2005

Please insert the attached Revision No. 28 pages into your copy of the PT6A-6/-6A/-6B/-20/-20A/-20B Maintenance Manual. Remove and destroy superseded pages.

page-block replacement (replacing an entire partial page-block replacement (replacing only the affected pages within

Revised data may be in the form of

page-block); or, page-block).

a

a

full

the

is most important that extreme care be exercised in updating your copy of the manual. To that you do not inadvertently discard pages that should be retained, the manual should updated in accordance with the Lists of Effective Pages.

tIeb with the new date but no visible change may contain and should be inserted as part of the revision.

Pages supplied the

user

ensure

coding changes transparent

to

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

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

Whitney Canada 1000 Marie-Victorin

in

writing

Corp.

Longueuil, Quebec Canada J4G 1Al Attention: Email:

Fax:

Manager, Technical Publications (01PB4) publications pwc.ca (450) 647-2702

Customer Feedback Sheets are contained with new manuals and each 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.

subsequent revision. You

Page HIGHLIGHTS

1

Dec 02/2005

Pnrt

Whitney

Canada

Corp.

MAINTENANCE MANUAL PT6A-6/-6A/-6B/-20/-20A/-20B REVISION NO. 28 HIGHLIGHTS Location

Description of Change

Part 2 Section 1

OIL LEVEL CHECK Deleted CAUTION.

Engine

oil top up allowed

(Ref.

SB1001R24). Part 3 Section 3

INTRODUCTION Deleted CAUTION in Oil

System. Engine

oil

top up allowed

(Ref. SB1001R24).

Page HIGHLIGHTS

2

Dec 02/2005

PRATT

WHITNEY CANADA


LIST OF EFFECTIVE PAGES

PART SECTION Title

FAG E

DATE Jun 01/89

Page

Record of Revisions

Jul 04/73

Record of Advance Revisions

Jul 04/73

LEP

1

Jun 10/2005

2 blank

Jun 10/2005

Part/Section

1

Feb 01/2002

List

2

Feb 01/2002

Advance

1

Jun 06/2003

Revision

2 blank

Jun 06/2003

1

Apr 02/2004

2

Apr 02/2004

3

Apr 02/2004 Apr 02/2004 Apr 02/2004 Apr 02/2004

Index

Service Bulletin List

4 5 6

FRONT MATTER LEP

Jun

10/20 5Page

1/2

PRATT

WHITNEY CANADA


PART/SECTION LIST

PART/SECTION

TITLE

AIRWORTHINESS LIMITATIONS

Ain~vorthiness Limitations

1

GENERAL INFORMATION AND DESCRIPTION 1-1

Introduction

1-2

Leading

1-3

General Information

1-4

Detailed Information

1-5

Air

1-6

Lubrication

1-7

Ignition System

1-8

Fuel

1-9

Engine

1-10

Propeller Non-reversing

1-11

Propeller Non-reversing Installation (PT6A-6A Engines)

1-12

Propeller Non-reversing Installation (PT6A-6B PT6A-20 Engines)

1-13

Propeller Non-reversing Installation (PT6A-20A -20B Engines)

Particulars and

Specifications

Systems

System

System Controls and Instrumentation Installation

(PT6A-6 Engines)

and

and

GENERAL PROCEDURES

2

Oil

System Servicing

2-1

Engine

2-2

Preparation

2-3

Cleaning

2-4

Standard Practices

2-5

Torque Recommendations

2-6

Testing

2-7

Troubleshooting

2-8

Consumable Materials

for Service

or

Storage

PART/SECT LIST

Feb

01/2002Page

1

PRATT

WHITNEY CANADA


PART/SECTION

TITLE

3

LINE MAINTENANCE

Tools

3-1

Special

3-2


3-3

Inspection HEAVY MAINTENANCE

4

Tools

4-1

Special

4-2


4-3

Inspection

4-4

Repair

4-5

Spedial

Limits and

Torque

Recommendations

PART/SECT LIST

Feb

01/2002Page

2

PRATT

WHITNEY CANADA


SERVICE BULLETIN LIST 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.

early PT6A-6 and PT6A-20 Series (Engine Model Group #01) engine ATA 72-Series Service Bulletins are prefixed with Part No. 3026521 in lieu of a specific model identifier. New and recently revised SBs have the prefix PTGA.

All

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:

´•I

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. Effect/Date

P&WC SE No.

ATA

SE No.

Rev. No.

1001

72-1001

23

PT6A-6/-6A/-6B/-20/-20A/-20B

See NOTE

1002

72-1002

23

PT6A-6/-6A/-68/-20/-20A/-20B

See NOTE

1003

72-1003

28

PT6A-6/-6A/-6B

See NOTE

1024

72-1024

1

1038

72-1 038

1040

72-1 040

1043

72-1 043

1045

72-1 045

1046

72-1 046

1047

72-1 047

1056

72-1056

1061

72-1061

1067

72-1 067

1069

72-1 069

1071

72-1071

1073

72-1073

1078

72-1 078

1083

72-1083

1088

72-1 088

Engine

Model

Incorporated

Applicability

Feb 01/80 Jul 04/73

Orig. Orig. Orig. Orig. Orig. Orig.

Nov 15/73 Jul 04/73 Jul 04/73 Jul 04/73

Nov 15/73 Feb 01/80

2

Jul 04/73

Orig. Orig. Orig. 1

Jul 04/73 Jul 04/73

Cancelled

Superseded by

SB1112

2

Jul 04/73

Orig. 1

No Effect Oct 04/76

Cancelled

Superseded by SB1255

No Effect Nov 15/73

Orig. Orig. Orig.

Jul 04/73

1094

72-1 094

1095

72-1 095

1096

72-1096

1102

72-1102

1103

72-1103

2

Jul 04/73

1104

72-11 04

1

Jul 04/73

1

Jul 04/73

Cancelled


No Effect Jul 04/73

Orig.

SE LIST

Apr

PRATT

WHITNEY CANADA


1

1

1

1

1

Effect/Date

P&WC SE No.

ATA

SE No.

Rev. No.

1105

72-1105

1109

72-1109

1111

72-1111

1112

72-1112

1114

72-1114

Orig. Orig. Orig. Orig. Orig.

Engine

Model

Incorporated

Applicability

No Effect No Effect No Effect Jul 04/73

No Effect

Never Issued

1118

72-1118

1

Jan 12/79

1124

72-1124

1

No Effect

1127

72-1127

1134

72-1134

Jul 04/73

1137

72-1137

Orig. Orig. Orig.

1138

72-1138

3

No Effect

1139

72-1139

Jul 04/73

1140

72-1140

1141

72-1141

1142

72-1142

1143

72-1143

Orig. Orig. Orig. Orig. Orig.

1144

72-1144

1

Oct 08/85

1146

72-1146

No Effect

1147

72-1147

Orig. Orig.

1148

72-1148

2

No Effect

1149

72-1149

4

No Effect

1150

72-11 50

Orig.

Nov 15/73

1151

72-1151

4

Jan 12/79

1155

72-1155

1

Oct 08/85

1156

72-1156

Orig.

No Effect

1157

72-1157

1

Oct 08/85

1165

72-1165

Orig.

Jul 04/73

Nov 15/73

Jul 04/73

No Effect No Effect No Effect

Jul 04/73

Jul 04/73

1166

72-1166

1

No Effect

1167

72-1167

3

No Effect

1168

72-1168

Orig.

No Effect

Cancelled

Superseded by

SB1287

Cancelled

Superseded by

SB1103

No Effect

1171

72-1171

1

1173

72-1173

Orig.

1174

72-1174

1

1176

72-1176

Orig.

No Effect

1177

72-1177

3

No Effect

1179

72-1179

1180

72-1180

Jul 04/73

1181

72-1181

Orig. Orig. Orig.

No Effect No Effect

No Effect

No Effect

1182

72-1182

1

Oct 04/76

1183

72-1183

1

Oct 04/76

1185

72-1185

Orig.

Oct 04/76

1188

72-1188

3

No Effect

1191

72-1191

3

No Effect

1194

72-1194

1

Mar 15/78

SE LIST

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL

MANUAL PART NO. 3015442

Effect/Date

P&WC SE No.

ATA

SE No.

Rev. No.

1195

72-1195

Orig.

1198

72-1198

1200

72-1200

1203

72-1203

1206

72-1206

2

Jun 02/75

1207

72-1207

1

No Effect

1210

72-1210

2

Mar 15/78

1212

72-1212

2

Oct 08/85

1213

72-1213

3

Engine ModelApplicability

Incorporated No Effect 18/81

2

Sep

1

No Effect

No Effect

Orig.

Cancelled


No Effect

1217

72-1217

4

Jan 12/79

1218

72-1218

3

Oct 04/76

1221

72-1221

1223

72-1223

6

No Effect

1224

72-1224

2

No Effect

1226

72-1226

1

No Effect

1227

72-1227

3

Mar 15/78

1228

72-1228

2

No Effect

1232

72-1232

2

No Effect

1233

72-1233

2

No Effect

1234

72-1234

1

Oct 04/76

1236

72-1236

2

No Effect

1239

72-1239

1240

72-1240

3

1244

72-1 244

20

1245

72-1 245

3

1246

72-1 246

3

Sep Sep

1247

72-1 247

5

Feb 14/83

1248

72-1248

2

No Effect

1249

72-1249

No Effect

Orig.

No Effect

Orig.

No Effect PTGA- 6/-6PJ- 6 B/-2 0/-2 0A/-2 0 B

See NOTE

May

Orig. Orig.

18/81 18/81

09/77

No Effect

1254

72-1254

1255

72-1255

4

No Effect

1257

72-1257

3

No Effect

1258

72-1258

4

No Effect

1261

72-1261

2

No Effect

1262

72-1262

2

No Effect

1263

72-1263

2

No Effect

1267

72-1267

1268

72-1268

1270

72-1270

1272

72-1272

1273

72-1273

1275

72-1275

1

No Effect

1276

72-1 276

3

Sep

1277

72-1277

2

No Effect

No Effect

Orig. Orig.

No Effect No Effect

1 2

No Effect

Cancelled

No Effect

Orig.

SE LIST

18/81

PRATT

WHITNEY CANADA


Effect/Date

P&WC SE No.

ATA

SE No.

Rev. No.

1281

72-1281

2

No Effect

1285

72-1285

1

No Effect

1287

72-1287

2

No Effect

1293

72-1293

1

No Effect

1294

72-1294

1

Sep

Engine

Model

Applicability

Incorporated

30/86

1297

72-1297

1

No Effect

1299

72-1299

Orig.

No Effect

1300

72-1300

1

No Effect

1316

72-1316

1

Feb 14/83

1318

72-1318

3

No Effect

1321

72-1321

2

No Effect

1322

72-1322

Orig.

No Effect

1323

1

No Effect

1324

72-1323 72-1324

3

Sep 30/86

1328

72-1328

Orig.

No Effect

1331

72-1331

1

No Effect

1332

72-1332

Orig.

No Effect

1338

72-1338

2

No Effect

1339

72-1339

2

No Effect

1354

72-1354

3

No Effect

1357

72-1357

2

No Effect

1359

72-1359

No Effect

1361

72-1361

Orig. Orig.

1367

72-1367

3

No Effect

1377

72-1377

3

No Effect

1379

72-1379

2

Jun 01/89

1381

72-1381

3

No Effect

1386

72-1386

3

No Effect

1389

72-1389

1

No Effect

1390

72-1390

6

1391

72-1391

2

Apr11/88 Sep 30/86

1395

72-1395

Orig.

1397

72-1397

3

1398

72-1398

2

1404

72-1404

7

No Effect

1409

72-1409

1

No Effect

1413

72-1413

1

No Effect

1414

72-1414

No Effect

No Effect No Effect No Effect

Cancelled

Sep

30/86

1415

72-1415

Orig. Orig.

1416

72-1416

1

No Effect

1417

72-1417

72-1419

Orig. Orig.

No Effect

1419 1423

72-1423

1

No Effect

1427

72-1427

2

No Effect

No Effect

No Effect

SE LIST

Apr

PRATT

WHITNEY CANADA


Effect/Date

P&WC SE No.

ATA

1429

72-1429

2

No Effect

1430

72-1430

4

No Effect

1431

72-1431

1

No Effect

1439

72-1439

2

Jun 01/89

1441

72-1441

2

No Effect

1447

72-1447

2

No Effect

1457

72-1457

1

No Effect

1465

72-1465

1

No Effect

1466

72-1465

Orig.

No Effect

1470

72-1470

2

No Effect

1474

72-1474

72-1476

1478

72-1478

Orig. Orig. Orig.

No Effect

1476 1479

72-1479

1

No Effect

1481

72-1481

1

No Effect

1484

72-1484

1

No Effect

1485

72-1485

No Effect

1486

72-1486

Orig. Orig.

SE No.

Rev. No.


Incorporated

No Effect No Effect

No Effect

1487

72-1487

1

No Effect

1488

72-1488

No Effect

1489

72-1489

1490

72-1490

Orig. Orig. Orig.

1492

72-1492

1

No Effect

1493

72-1493

No Effect

1498

72-1498

1501

72-1501

1503

72-1503

Orig. Orig. Orig. Orig.

1506

72-1506

1

No Effect

1508

72-1508 72-1509

1518

72-1518

1522

72-1522

1524

72-1524

1527

72-1527

Orig. Orig. Orig. Orig. Orig. Orig.

No Effect

1509

1534

72-1534

3

No Effect

1541

72-1541

Orig.

No Effect

1544

72-1544

1

No Effect

1553

72-1553

Orig. Orig.

No Effect No Effect

No Effect No Effect

No Effect

No Effect Feb 27/98

No Effect No Effect No Effect No Effect No Effect

No Effect

1554

72-1554

1561

72-1561

2

1563

72-1563

Orig.

No Effect

1564

72-1564

3

No Effect

1567

72-1567

2

No Effect

1568

72-1568

2

No Effect

SE LIST

Apr

PRATT

WHITNEY CANADA

IVIAINTENANCE MANUAL MANUAL PART NO. 3015442

Effect/Date

F~&WC SE No.

ATA SE No.

Rev. No.

1571

72-1571

2

No Effect

1578

72-1578

1

No Effect

1587

72-1587

1597

72-1597

Orig. Orig.

No Effect

1598

72-1598

1

No Effect

1599

72-1599

No Effect

No Effect

1606

72-1606

Orig. Orig.

1610

72-1610

2

1614

72-1614

1803

72-1803

Orig. Orig.


Incorporated

No Effect

No Effect No Effect

PT6A-20/-20A/-20B

SE LIST

See NOTE

Apr

PRATT

WHITNEY CANADA


TABLE OF CONTENTS PAGE

SUBJECT AIRWORTHINESS LIMITATIONS 1.

General

1

AIRWORTHINESS CONTENTS

Feb

01/20 2Page

1/2

PRATT

WHITNEY CANADA



PART

SECTION

PAGE

DATE

1

Feb 01/2002

2 blank

Feb 01/2002

1

Feb 01/2002

2 blank

Feb 01/2002

Airworthiness

1

Feb 01/2002

Limitations

2 blank

Feb 01/2002

LEP

Contents

AIRWORTHINESS LEP

Feb

01/20 2Page

1/2

PRATT

WHITNEY CANADA


AIRWORTHINESS LIMITATIONS

1.

General The Airworthiness Limitations section

specifies mandatory

Rotor

Component

Service Life

Intervals and approved Oils and Fuels required for Limits, Scheduled Inspection/Maintenance type certification. The Airworthiness Limitations section is approved by the Canadian

Minister of Transport and specifies maintenance required by any applicable airworthiness 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 revision of P&WC S.B. No.1003.

Approved Oils

Approved

are

Fuels

Inspection Frequency

refer to the latest

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

are

or

listed in the latest revision of Service Bulletin 1244.

AIRWORTHINESS

PA RT

DESCRIPTION OF ENGINE

WHITNEY CANADA

PRATT


TABLE OF CONTENTS

SUBJECT

PAGE PART 1

SECTION 1


GENERAL INFORMATION AND DESCRIPTION

INTRODUCTION 1.

GENERAL

1-1-1

2.

MAINTENANCE CONCEPT

1-1-2

3.

CUSTOMER SUPPORT

1-1-2

4.

ACCESSORIES SUPPORT

1-1-2

5.

SUPPLEMENTARY PUBLICATION

1-1-2

6.

SERVICE BULLETINS

1-1-2

7.

DIRECTIONAL REFERENCES

1-1-3

3.

FITS AND CLEARANCES

1-1-3

9.

TOOL PROCUREMENT

1-1-3

10.

SUPPLIERS AND SUPPLIER SERVICES

1-1-3

11.

CONSUMABLE MATERIALS

1-1-3

SECTION 2

LEADING PARTICULARS AND SPECIFICATIONS

1.

GENERAL

1-2-1

2.

FRONT AND REAR ACCESSORY DRIVES

1-2-2

3.

FUEL AND LUBRICATION SYSTEMS

1-2-2

4.

METAL SHIPPING CONTAINER

1-2-4

5.

FIBERBOARD SHIPPING CONTAINER

1-2-4

SECTION 3 1.

GENERAL INFORMATION

GENERAL

SECTION 4

1-3-1

DETAILED INFORMATION

1.

GENERAL

1-4-1

2.

COMPRESSOR INLET CASE

1-4-1

PART 1

CONTENTS

Aug

PRA~T

WHITNEY CANADA


TABLE OF CONTENTS

PAGE

SUBJECT SECTION 4


(Cont’d)

3.

COMPRESSOR ROTOR AND STATOR ASSEMBLY

1-4-1

4.

GAS GENERATOR CASE

1-4-7

5.

COMBUSTION CHAMBER LINER

1-4-11

6.

TURBINE SECTION

1-4-11

7.

COMPRESSOR TURBINE VANES

1-4-11

8.

COMPRESSOR TURBINE

1-4-15

9.

INTERSTAGE BAFFLE

1-4-15

10.

POWER TURBINE VANES

1-4-15

11.

POWER TURBINE

1-4-15

12.

POWER TURBINE SUPPORT HOUSING

1-4-16

13.

NO. 3 AND 4 BEARINGS

1-4-16

14.

REDUCTION GEARBOX STAGE

(PTGA-SERIES ENGINES)- TWO 1-4-16

15.

TORQUEMETER

1-4-20

16.

EXHAUST DUCT

1-4-21

17.

ACCESSORY GEARBOX

1-4-21

18.

ENGINE LIFTING POINTS

1-4-23

SECTION 5 -AIR SYSTEMS 1.

GENERAL

1-5-1

2.

COMPRESSOR BLEED VALVE

1-5-1

3.

BEARING COMPARTMENT SEALS, TURBINE COOLING AND AIR BLEED SYSTEMS

1-5-1

SECTION 6

LUBRICATION SYSTEM

1.

GENERAL

1-6-1

2.

OIL TANK

1-6-1

3.

OIL PUMP

1-6-1

PART 1

CONTENTS

WHITNEY CANADA

PRATT


TABLE OF CONTENTS SUBJECT SECTION 6

PAGE LUBRICATION SYSTEM

(Cont’d)

4.

OIL FILTER ASSEMBLY

1-6-1

5.

OIL PRESSURE SYSTEM

1-6-3

6.

PITCH REVERSING VALVE SYSTEM

7.

SCAVENGE OIL SYSTEM

1-6-7

8.

BREATHER SYSTEM

1-6-8

9.

CENTRIFUGAL BREATHER

1-6-8

10.

OIL-TO-FUEL HEATER

1-6-9

11.

OIL SYSTEM INSTRUMENTATION

1-6-9

SECTION 7

(PT6A-6A ENGINES)

1-6-7

IGNITION SYSTEM

GLOW PLUG TYPE

(PRE-SB1429)

1.

GENERAL

1-7-1

2.

IGNITION CURRENT REGULATOR

1-7-1

3.

GLOW PLUGS

1-7-1

SPARK IGNITER TYPE

(POST-SB1429)

4.

GENERAL

1-7-4

5.

IGNITION EXCITER

1-7-4

6.

SPARK IGNITERS

1-7-4

SECTION 8

FUEL SYSTEM

INTRODUCTION 1.

GENERAL

FUEL PUMP 2.

(VANE TYPE)

GENERAL

FUEL PUMP 3.

1-8-1

1-8-1

(GEAR TYPE)

GENERAL

1-8-5

PART 1

CONTENTS

Aug

PRATT

WHITNEY CANADA


TABLE OF CONTENTS

SUBJECT SECTION 8

PAGE FUEL SYSTEM

(Cont’d)

FUEL CONTROL SYSTEM 4.

GENERAL

1-8-5

FUEL CONTROL UNIT 5.

GENERAL

1-8-9

6.

FUEL SYSTEM

1-8-9

7.

POWER INPUT, SPEED GOVERNOR, AND ENRICHMENT SECTION

1-8-11

BELLOWS SECTION

1-8-13

8.

POWER TURBINE GOVERNOR 9.

(PT6A-6 SERIES AND PT6A-20 ENGINES)

GENERAL

1-8-16

PROPELLER GOVERNOR (PT6A-20A AND -208 ENGINES) 10.

GENERAL

1-8-17

TEMPERATURE COMPENSATOR 11.

GENERAL

FUEL CONTROL SYSTEM

1-8-17

COMPLETE OPERATION

(TYPICAL)

12.

ENGINE STARTING

1-8-17

13.

ACCELERATION

1-8-20

14.

GOVERNING

1-8-20

15.

ALTITUDE COMPENSATION

1-8-20

16.

DECELERATION

1-8-21

17.

REVERSE THRUST OPERATION

1-8-21

18.

STOPPING THE ENGINE

1-8-22

FUEL DUMP VALVE 19.

GENERAL

1-8-22

PART 1

CONTENTS

Plug

PRATT

WHITNEY CANADA


TABLE OF CONTENTS SUBJECT

PAGE

SECTION 8

FUEL SYSTEM

(Cont’d)

FUEL MANIFOLD AND SPRAY NOZZLES 20.

GENERAL

1-8-22

21.

FU EL MAN IFOLD ADAPTER ASSEMBLY

1 -8-24

SECTION 9

ENGINE CONTROLS AND INSTRUMENTATION

1.

GENERAL

1-9-1

2.

POWER CONTROL LEVER

1-9-1

3.

FUEL SHUT-OFF LEVER -208

4.

-20A AND

ENGINES)

1-9-1

PROPELLER CONTROL LEVER -20A AND -208

5.

(PT6A-6A, -68, -6/C20, -20,

(PT6A-6, -6A, -6B, -6/C20, -20,

ENGINES)

1-9-1

INTERTURBINE TEMPERATURE SENSING SYSTEM -20A AND -208 ENGINES)

(T5)

(PT6A-6/C20, -20, 6.

TURBINE TEMPERATURE SENSING SYSTEM AND -68 ENGINES)

(T4) (PT6A-6,

1-9-2

-6A 1-9-2

7.

OIL PRESSURE INDICATOR

1-9-2

8.

OIL TEMPERATURE INDICATOR

1-9-5

9.

TACHQM ETE R-G EN E RATOR

GAS G EN ERATOR

(Ng)

10.

TAC HOM ETE R-G EN E RATOR

POWE R TU RE I N E

(Nf)

11.

TORQUEMETER

1-9-5 1 -9-5

1-9-5

SECTION 10- PROPELLER NON-REVERSING INSTALLATION

(PT6A-6 ENGINES) 1.

GENERAL

1-10-1

2.

PROPELLER

1-10-1

3.

PROPELLER GOVERNOR

1-10-1

4.

PROPELLER GOVERNOR ON-SPEED CYCLE

1-10-3

5.

PROPELLER GOVERNOR OVERSPEED CYCLE

PART 1

1-10-3

1

CONTENTS

Aug

PRA~T

WHITNEY CANADA


TABLE OF CONTENTS

SUBJECT

FAG E

SECTION 10

PROPELLER NON-REVERSING INSTALLATION

(Cont’d) 6.

PROPELLER GOVERNOR UNDERSPEED CYCLE

1;10-3

7.

PROPELLER OVERSPEED GOVERNOR

1-10-5

8.

POWER TURBINE GOVERNOR

1-10-5

SECTION 11

PROPELLER REVERSING INSTALLATION

(PT6A-6A ENGINES) 1.

GENERAL

1-11-1

2.

PROPELLER

1-11-1

3.

PROPELLER GOVERNOR

1-11-3

4.


1-11-3

5.


1-11-5

6.


1-11-5

7.


1-11-6

8.


1-11-6

9.

PITCH REVERSING VALVE AND LINKAGE

1-11-6

10.

PROPELLER REVERSING INTERCONNECTING LINKAGE

1-11-7

11.

LOW PITCH CONTROL CYCLE

1-11-7

12.

HIGH PITCH CONTROL CYCLE

1-11-9

13.

REVERSE PITCH CONTROL CYCLE

1-11-9

14.

REVERSE TO LOW PITCH CONTROL CYCLE

SECTION 12

(PT6A-6B

1-11-10


PT6A-20)

1.

GENERAL

1-12-1

2.

PROPELLER

1-12-1

3.

PROPELLER GOVERNOR

1-12-3

PART 1

CONTENTS

PRATT

WHITNEY CANADA


TABLE OF CONTENTS

SU BJ ECT SECTION 12

FAG E PROPELLER REVERSING INSTALLATION

(Cont’d)

4.


1-12-5

5.


1-12-5

6.


1-12-5

7.


1-12-6

8.


1-12-6

9.

FUEL CUT-OFF LEVER

1-12-6

10.

POWER CONTROL LEVER

1-12-9

11.

NON-STOL APPLICATIONS

1-12-10

SECTION 13


(PT6A-20A AND PT6A-20B ENGINES) 1.

GENERAL

1-13-1

2.

PROPELLER

1-13-1

3.

PROPELLER GOVERNOR

1-13-5

4.


1-13-10

5.


1-13-10

6.


1-13-11

7.


1-13-11

8.

NON-STOL APPLICATIONS

1-13-11

PART 1

CONTENTS

PRA~

WHITNEY CANADA



PART SECTION LEP

PART

PAGE 1 2

3 4 blank

Contents

1 2

3 4 5

6 7

8 blank

List of

1

Figures

2 3 4 blank

List of

1

Tables

2 blank

Section 1

1-1-1

1-1-2 1-1-3 1-1-4 blank

Section 2

Section 3

DATE

Aug Aug Aug Aug

SECTION

FAG E

DATE

27/2004

1-3-8 blank

Feb 01/2002

27/2004

1-3-9

Feb 01/2002

27/2004

1-3-10

Feb 01/2002

27/2004

1-3-11

Feb 01/2002

1-3-12

Feb 01/2002

Aug Aug Aug Aug Aug Aug Aug Aug

27/2004

1-3-13

Feb 01/2002

27/2004

1-3-14

Feb 01/2002

27/2004

1-3-15

Feb 01/2002

27/2004

1-3-16

Feb 01/2002

27/2004

1-3-17

Feb 01/2002

27/2004

1-3-18

Feb 01/2002

27/2004

1-3-19

Feb 01/2002

27/2004

1-3-20

Feb 01/2002

Aug Aug Aug Aug

27/2004 1-4-1

Feb 01/2002

27/2004

1-4-2 blank

Feb 01/2002

27/2004

1-4-3

Feb 01/2002

1-4-4 blank

Feb 01/2002

1-4-5

Feb 01/2002

1-4-6

Feb 01/2002

1-4-7

Feb 01/2002

1-4-8 blank

Feb 01/2002

1-4-9

Feb 01/2002

27/2004

Section 4

27/2004

Aug Aug 27/2004 27/2004

Aug Aug 27/2004 Aug 27/2004 Aug 27/2004

1-4-10 blank

Feb 01/2002

1-4-11

Feb 01/2002

1-4-12

Feb 01/2002

1-2-1

Feb 01/2002

1-4-13

Feb 01/2002

1-2-2

Feb 01/2002

1-4-14 blank

Feb 01/2002

1-2-3

Feb 01/2002

1-4-15

Feb 01/2002

1-2-4

Feb 01/2002

1-4-16

Feb 01/2002

1-2-5

Feb 01/2002

1-4-17

Feb 01/2002

1-2-6 blank

Feb 01/2002

1-4-18

Feb 01/2002

1-4-19

Feb 01/2002

1-3-1

Feb 01/2002

1-4-20

Feb 01/2002

1-3-2

Feb 01/2002

1-4-21

Feb 01/2002

1-3-3

Feb 01/2002

1-4-22

Feb 01/2002

1-3-4 blank

Feb 01/2002

1-4-23

Feb 01/2002

1-3-5

Feb 01/2002

1-4-24

Feb 01/2002

1-3-6 blank

Feb 01/2002

1-4-25

Feb 01/2002

1-3-7

Feb 01/2002

1-4-26 blank

Feb 01/2002

PART1

LEP

PRATT

WHITNEY CANADA



PART

PART DATE

FAG E

SECTION

DATE

SECTION

FAG E

Section 5

1-5-1

Feb 01/2002

1-8-21

Feb 01/2002

1-5-2

Feb 01/2002

1-8-22

Feb 01/2002

1-5-3

Feb 01/2002

1-8-23

Feb 01/2002

1-5-4

Feb 01/2002

1-8-24

Feb 01/2002

1-8-25

Feb 01/2002

1-8-26 blank

Feb 01/2002

Section 6

Section 7

Section 8

1-6-1

Feb 01/2002

1-6-2

Feb 01/2002

1-6-3

Feb 01/2002

1-9-1

Feb 01/2002

1-6-4 blank

Feb 01/2002

1-9-2

Feb 01/2002

1-6-5

Feb 01/2002

1-9-3

Feb 01/2002

1-6-6 blank

Feb 01/2002

1-9-4

Feb 01/2002

1-6-7

Feb 01/2002

1-9-5

Feb 01/2002

1-6-8

Feb 01/2002

1-9-6 blank

Feb 01/2002

1-6-9

Feb 01/2002

1-6-10

Feb 01/2002

Section 9

1-10-1

Feb 01/2002

1-10-2

Feb 01/2002

Feb 01/2002

1-10-3

Feb 01/2002

1-7-2

Feb 01/2002

1-10-4

Feb 01/2002

1-7-3

Feb 01/2002

1-10-5

Feb 01/2002

1-7-4

Feb 01/2002

1-10-6 blank

Feb 01/2002

1-8-1

Feb 01/2002

1-11-1

Feb 01/2002

1-8-2 blank

Feb 01/2002

1-11-2

Feb 01/2002

1-8-3

Feb 01/2002

1-11-3

Feb 01/2002

1-8-4 blank

Feb 01/2002

1-11-4

Feb 01/2002

1-8-5

Feb 01/2002

1-11-5’

Feb 01/2002

1-8-6 blank

Feb 01/2002

1-11-6

Feb 01/2002

1-8-7

Feb 01/2002

1-11-7

Feb 01/2002

1-8-8 blank

Feb 01/2002

1-11-8

Feb 01/2002

1-8-9

Feb 01/2002

1-11-9

Feb 01/2002

1-8-10

Feb 01/2002

1-11-10

Feb 01/2002

1-7-1

Section 10

Section 11

1-8-11

Feb 01/2002

1-8-12

Feb 01/2002

1-12-1

Feb 01/2002

1-8-13

Feb 01/2002

1-12-2

Feb 01/2002

1-8-14

Feb 01/2002

1-12-3

Feb 01/2002

1-8-15

Feb 01/2002

1-12-4

Feb 01/2002

1-8-16

Feb 01/2002

1-12-5

Feb 01/2002

1-8-17

Feb 01/2002

1-12-6

Feb 01/2002

1-8-18

Feb 01/2002

1-12-7

Feb 01/2002

1-8-19

Feb 01/2002

1-12-8 blank

Feb 01/2002

1-8-20

Feb 01/2002

1-12-9

Feb 01/2002

Section 12

PART1

LEP

PRATT

WHITNEY CANADA



PART SECTION

Section 13

FAG E

DATE

1-12-10

Feb 01/2002

1-13-1

Feb 01/2002

1-13-2 blank

Feb 01/2002

1-13-3

Feb 01/2002

1-13-4 blank

Feb 01/2002

1-13-5

Feb 01/2002

1-13-6 blank

Feb 01/2002

1-13-7

Feb 01/2002

1-13-8 blank

Feb 01/2002

1-13-9

Feb 01/2002

1-13-10

Feb 01/2002

1-13-11

Feb 01/2002

1-13-12 blank

Feb 01/2002

PART1

LEP

WHITNEY CANADA

PRATT


LIST OF FIGURES FIGURE

PAGE

Front and Rear

Drives

Accessory

Particulars

Leading

PT6

Engine

-Cross Section

(Typical) Figure

PT6

Engine

-Airflow

1-3-2

Typical

PT6

Figure

Engine Figure

Figure

1-2-1

1-2-3

1-3-1

1-3-3 1-3-5

1-3-3

1-3-7

PT6A-6 Series

Engines

Right

Front View

Figure

1-3-4

1-3-9

PT6A-6 Series

Engines

Right

Rear View

Figure

1-3-5

1-3-10

PT6A-6 Series

Engines

Left Front View

Figure

1-3-6

1-3-11

PT6A-6 Series

Engines

Left Rear View

Figure

1-3-7

1-3-12

PT6A-20

Engine

Right

Front View

Figure

1-3-8

1-3-13

PT6A-20

Engine

Right

Rear View

Figure

1-3-9

1-3-14

PT6A-20

Engine

Left Front View

Figure

1-3-10

1-3-15

PT6A-20

Engine

Left Rear View

Figure

1-3-11

1-3-16

PT6A-20A

Engine

Right

Front View

Figure

1-3-12

1-3-17

PT6A-20A

Engine

Right

Rear View

Figure

1-3-13

1-3-18

PT6A-20A

Engine

Left Front View

Figure

1-3-14

1-3-19

PT6A-20A

Engine

Left Rear View

Figure

1-3-15

1-3-20

PT6

Engine

Exploded

View

Compressor

Inlet Case

Compressor

Rotor and Stater

Main

Bearing

Figure

Installation

1-4-1

1-4-3

1-4-2

1-4-5

and No.l

Assembly

(Typical) Figure


Compressor

(Typical) Figure

Figure

Area

Figure

1-4-3

1-4-6

1-4-4

1-4-9

1-4-5

and Power Turbine Area

Power Turbine No. 3 and No. 4

Bearing

1-4-12

Figure

Bearing

1-4-6

Areas

Figure

1-4-13 1-4-7

1-4-17

Two

Stage

Reduction Gearbox Cross Section

Figure

1-4-8

1-4-18

Two

Stage


Figure

1-4-9

1-4-19

Torquemeter

Schematic

Figure

1-4-10

PART 1

1-4-22

LIST OF FIGURES

1

Aug

WHITNEY CANADA

PRATT


LIST OF FIGURES

FIGURE

PAGE

Twin Outlet Port Exhaust Duct

Accessory

Gearbox

Compressor

Cross Section

Bleed Valve

Engine

Gearbox

Lubrication

Figure

1-4-25 1-5-2

and Air Bleed

Systems (Typical) 1-5-3

Schematic

Installation

1-4-24

1-5-1

Cooling

Schematic PT6A-6/20

Ignition Current Regulator Plug

Turbine

1-4-11

1-4-12

Lubrication Schematic

Oil-to-Fuel Heater Flow

Glow

Figure

Schematic

Bearing Compartment Seals, Figure 1-5-2 Accessory

(Typical) Figure

Circuit

Figure

Figure

Figure

Figure

1-6-1

1-6-2

1-6-2

1-6-5

1-6-3

1-6-10

Diagram Figure

1-7-1

1-7-2

1-7-2

1-7-3

Fuel

System

Schematic

Figure

1-8-1

1-8-3

Fuel Control

System

Schematic

Figure

1-8-2

1-8-7

Engine

Fuel Control Unit Drive

Figure

Body Assembly

FCU Bellows Section Manual Override

1-8-3

Operation Figure Functional

System Figure

Temperature Compensator Fuel Ratio Curve for

1-8-10

Starting

1-8-4

1-8-12

Diagram Figure

1-8-5

1-8-14

1-8-6

1-8-15

Cross Section

Figure

1-8-7

and Acceleration Schedules

1-8-18

(Typical) Figure

1-8-8

1-8-19

Fuel Manifold

Adapter Assembly

Front Cross Section

Figure

1-8-9

1-8-23

Fuel Manifold

Adapter Assembly

Front Cross Section

Figure

1-8-10

1-8-25

Interturbine

Temperature (T5) Sensing System Figure

Turbine Inlet

1-9-1

Temperature (T4) Sensing System Figure

Typical Single-acting Propeller- Schematic Figure

Propeller Governor -Schematic Figure

1-9-2

1-10-1

Installation

Schematic

Reduction Gearbox

Propeller Reversing

Figure

Installation

1-9-4 1-10-2

1-10-2

Propeller Reversing

PART 1

1-9-3

1-10-4 1-11-1

Figure

1-11-2 1-11-2

LIST OF FIGURES

1-11-4

2

WHITNEY CANADA

PRA~T


LIST OF FIGURES

FIGURE

Propeller Control

PAGE Lever

Cam Slot

Terminology Figure

Propeller Reversing

Installation

Schematic

Propeller Reversing

Installation

Reduction Gearbox

Engine

Controls and

Propeller Reversing

Engine

Controls and

Reversing Installation

Reversing

Installation

Figure

Schematic Installation

PART 1

Figure

1-12-1

Figure

1-11-8 1-12-2

1-12-2

1-12-3

Figure

Figure

1-11-3

1-13-1 1-13-2

LIST OF FIGURES

1-12-4 1-12-7

1-13-3 1-13-7

WHITNEV CANADA

PRATT


LIST OF TABLES

PAGE

TITLE TABLE 1-2-1,

Engine Specifications

TABLE 1-2-2,

Engine Leading

TABLE 1-2-3,

Accessory

Drives

Particulars

Leading

TABLE 1-2-4, Fuel and Lubrication TABLE 1-2-5,

Metal

Shipping

1-2-1 1-2-1

Particulars

1-2-2

System Specifications

1-2-4

Container Data

TABLE 1-2-6, Fiberboard -Type PK562

Shipping Container

TABLE 1-2-7, Fiberboard

Shipping

1-2-4

Data

(PT6A-6, -6A,

-6B

Engines) 1-2-4

Container Data

(PT6A-20) -Type

PK1325

PART 1 LIST OF TABLES

1-2-5

WHITNEY CANADA

PRATT


´•I GENERAL INFORMATION AND DESCRIPTION

SECTION 1

INTRODUCTION 1.

GENERAL A.

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

This

installations. B.

Because the PTGA-Series engines are under a continuing program of improvements in design and manufacture, it is anticipated that the appearance of certain parts or details may change as refinements are introduced. However, this publication will be revised as necessary to incorporate the latest approved data.

C.

Requests for pertinent information not covered in this publication and suggestions for modification or amplification of these instructions so as to increase their usefulness, will be welcomed by the Customer Support Department of Pratt Whitney Canada.

D.

Any discrepancies, problems or suggestions regarding this publication should be forwarded in writing, using the Pratt Whitney Canada Customer Feedback Sheet (RSVP), to: Pratt Whitney Canada 1000 Marie-Victorin Blvd

Longueuil, Canada Attention:

Corp.

Quebec J4G 1Al

Manager

Publications

Dept (01PB4)

Website: www.pwc.ca E-mail:

publications@ pwc.ca

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

Whitney Canada

website

(RSVP form) (www.pwc.ca).

is also available

on

the Pratt

Page 1-1-1 Aug 27/2004

WHITNEY CANADA

PRATT


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 and

Support representatives

maintain contact with

operators and service activities or problem. Requests for

available for the investigation of any specific difficulty assistance and/or AOG support should be directed to: are

Pratt

Whitney

Canada

Corp.

1000 Marie-Victorin Blvd.

Longueuil,Quebec Canada

J4G1A1

Attention: Customer B.

Customer

Help

Support

Desk

(24-hour service):

US and Canada: 1-800-268-8000

International: 450-647-8000 Fax: 450-647-2888 Telex: DELETED Email: 4.

customerhelpdeskQ pwc.ca

ACCESSORIES SUPPORT Accessories may be sent for

repair

or

complete

overhaul to:

P&WC Accessories Services rue d’Auvergne (Area 2K) Longueuil, Quebec

333

Canada 5.

SUPPLEMENTARY PUBLICATION A.

6.

J4H 3Y3

Personnel concerned with the maintenance of these engines should familiarize themselves with the contents of the Parts Catalog (P/N 3015444), which lists and describes the saleable parts of the engines and illustrates their interrelationship.

SERVICE BULLETINS A.

Service Bulletins will be issued as required to provide information or instructions for modifying earlier production engines or parts to the latest configuration.

Page 1-1-2 Aug 27/2004

WHITNEY CANADA

PRATT


7.

DIRECTIONAL REFERENCES A.

8.

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.

FITS AND CLEARANCES A.

During

all

operations

which involve measurements, Clearances, Part 4.

frequent

reference should be made

to the Table of Fits and

9.

TOOL PROCUREMENT A.

Depending on the geographical special tools, should be sent to: (1)

location of the operator, requests for the

purchase of

United States: Kell-Strom Tool Co. 214 Church Street

Wethersfield, CT 06109 USA TEL: 860-529-6851 860-721-0658

(USA number)

1-800-851-6851

or

(24

hour service

Canada),

or

FAX: 860-257-9694

(2)

Canada and Elsewhere: Pratt

Whitney

Canada Inc.

1000 Marie-Victorin

Quebec J4G1A1

Longueuil, Canada

Attention: Sales 10.

Department

SUPPLIERS AND SUPPLIER SERVICES A.

of any companies provided in this publication as a possible source for services or supplies are furnished for information purposes only. Pratt Whitney required Canada does not endorse the work performed or supplies procured from these

The

names

companies. Further, Pratt degree, for the selection of 11.

Whitney Canada does not accept responsibility, to any companies for such work performed or supplies procured.

such

CONSUMABLE MATERIALS A.

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

B.

Material

Safety

Data Sheets

(MSDS) containing

information about Trade Name,

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

WHITNEY CANADA

PRATT



PART 1 SECTION 2

LEADING PARTICULARS AND SPECIFICATIONS

GENERAL

1.

A.

Leading particulars PT6A-20B engines

of the PT6A-6, PT6A-6A, PT6A-6B, PT6A-20, PT6A-20A and follows: (Refer to Tables 1-2-1 and 1-2-2)

are as

TABLE~1-2-1,

Engine Specifications JP-4 Fuel

Consumption

Takeoff

Max.

(59"F)

A-6

A-20

A-6

A-20A

A-6A

A-20B

A-20B

A-6A A-6B

A-20B

A-6B

A-20 A-20A A-20B

550

550

2200

2200

70

72

0.650

0.649

(2)

(2)

500

550

2200

2200

62

72

0.670

0.649

(1)

(2)

500

538

2200

2200

62

70

0.670

0.653

495

2200

2200

60

68

0.680

0.670

A-20 A-20A

A-6B

A-20B

578

579

579

566

(1)

Climb Max. Cruise

(Ib.) A-20

A-6

A-6A A-6B

525

(3) A-20A

A-20

A-20A

Cent Max.

LB/ESHP/HR AT 15"C

A-6 A-6A A-6B

A-6 A-6A

525

Jet Thrust

SHP

ESHP

Rating

Shaft RPM

495

471

522

(1)

Available to 18.3 "C

(65"F)

(2)

Available to 21.1 "C

(70 "F)

(3)

Rotor

Speed

Ambient ambient

Power Turbine 33,000 rpm

NOTE: Maximum Continuous is

an

emergency

TABLE 1-2-2,

rating only.

Engine Leading

Particulars

LEADING PARTICULARS

Engine Type

Free Turbine

Type of combustion chamber

Annular

Compression

ratio

6.3:1

Propeller shaft rotation (looking FWD)

Clockwise

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

Flanged

Page

1-2-1

Feb 01/2002

WHITNEY CANADA

PRATT


TABLE 1-2-2,

Engine Leading

Particulars

(Cont’d)

LEADING PARTICULARS

Propeller shaft gear ratio (PT6A-6 and -20 Series) Engine

diameter

Basic at Room

2.

0.0668:1

19.0 in.

Temperature

(482.6 mm)

Engine length

62.0 in.

Basic at Room Temperature (PT6A-6 and -20 Series)

(1575 mm)

Oil

Consumption (maximum) (10 hour period)

0.2 Ib/hr

Dry weight, (Approximate) (Standard equipment) (PT6A-6 and -20 Series)

275 Ib.

(0.091 kg/hr)

(125 kg)

FRONT AND REAR ACCESSORY DRIVES A.

For

leading particulars

of the front and

TABLE 1-2-3,

Accessory

rear

accessory drives, refer to Table 1-2-3.

Drives

Leading

Particulars Max.

Drive Pad

Torque

Rotation

Ratio

Continuous

Static

CW

0.293:1

170

1600

CCW

0.167:1

CCW

0.112:1

7

100

CCW

0.103:1

60

800

1

Starter-generator (1)

2

Fuel

3

Ng

4

Vacuum Air

5

OptionalAccessory

Drive

(1)

CW

0.321:1

135

800

6

OptionalAccessory

Drive

(1)

CCW

0.203:1

150

800

7

Propeller

CW

0.1273:1

50

850

8

Nf Tach Generator

CW

0.1273:1

7

100

9

Propeller OverspeedGovernor (2)

CW

0.1273:1

70

850

Pump/FCU (1)

Tach Generator

(1)

Pump (Optional) (1)

Governor

(2) (2)

NOTE: 1. Rear

Accessory

Drives

(100

Ng

37500

rpm).

NOTE: 2. Front

Accessory

Drives

(100

Nf 33000

rpm).

3.

FUEL AND LUBRICATION SYSTEMS A.

For

specifications

of the fuel and lubrication

systems, refer

to Table 1-2-4.

Page

1-2-2

Feb 01/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


6

AS VIEWED FROM REAR

AS VIEWED FROM FRONT

C7819B Front and Rear

Accessory Drives Figure 1-2-1

Leading

Particulars

Page

1-2-3

Feb 01/2002

PRATT

WHITNEY CANADA


TABLE 1-2-4, Fuel and Lubrication

System Specifications Specification

Nomenclature Fuel Oil

Refer to SE No. 1244

Specification

Refer to SE No. 1001

Specification

Oil Tank

2.3 US

Total Capacity

gallons (1.92 Imp. gallons,

8.70


2.64


5.68

liters) Oil Tank

0.7 US

Expansion Space

liters) Oil Tank

1.5 US

Usable Quantity

liters) 4.

METAL SHIPPING CONTAINER A.

For leading 1-2-5.

particulars

of the reusable

TABLE 1-2-5, Metal

engine metal shipping container, refer

Shipping

to Table

Container Data Data

Description Length

79 inches

(2001 mm)

Width

34 inches

(864 mm)

Height

38 inches

(965 mm)

Weight

400 Ib.

Pressure Tested at

10

Material

SAE 1010-1020

Specification

(181.4 kg)

psig

Paint Primer Coat

TT-P-664

Paint Finish Coat

MIL-E-7729

Semi-gloss 5.

FIBERBOARD SHIPPING CONTAINER A.

For

leading particulars

Table 1-2-6

or

of the non-reusable

engine

fiberboard

shipping container,

refer to

1-2-7.


Shipping Container

Data

(PT6A-6, -6A,

-6B

Engines) -Type

PK562

Data

Description Length

73.5 inches

(1867 mm)

Width

31.5 inches

(800 mm)

Height

37 inches

Weight (approximate)

160 Ibs

(940 mm)

(72.6 kg)

Page 1-2-4 Feb 01/2002

PRATT

WHITNEY CANADA



Shipping

Container Data

(PT6A-20) -Type

PK1325

Data

Description

Length

68 inches

(1727 mm)

Width

26 inches

(660 mm)

Height

26 inches

(660 mm)

Weight (approximate)

210 Ibs

(95.3 kg)

Page

1-2-5/6

Feb 01/2002

WHITNEY CANADA

PRATT


PART 1


SECTION 3 1.

GENERAL INFORMATION

GENERAL

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.

A.

The

B.

All

C.

independent turbines; one driving a compressor in generator section, the second driving reduction gearing for propeller, operation. (See Figure 1-3-1)

engines

utilize two

the gas or

rotary-wing

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.

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)

D.

A

E.

The combustion chamber liner located in the gas generator case consists of an annular reverse flow weldment with varying size perforations which provide an entry for the compressed air. The flow of air changes direction to enter the combustion chamber liner where it reverses direction and mixes with fuel. The location of the combustion

chamber liner eliminates the need for

a

long

shaft between the compressor and the

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

into the combustion chamber liner by 14 simplex nozzles supplied by a manifold. The fuel/air mixture is ignited by two glow plugs (Pre-SB1429) or spark igniters (Post-SB1429) which protrude into the combustion chamber liner. The resultant gases expand from the combustion chamber liner, reverse direction and pass through the turbine guide vanes to the compressor turbine. The turbine guide vanes ensure that the expanding gases impinge on the turbine blades at the correct angle, with minimum loss of energy. The still expanding gases pass forward through a second set of stationary guide vanes to drive the power turbine. Fuel is

injected

common

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


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: 8.70 liters) is provided in the compressor inlet case. i.

gallons (1.92 Imperial

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

J.

Stations and

K.

For

an

integral torquemeter

flanges

specifications

are

of the

shown

on

device located in the

Figure

engine, refer

gearbox.

1-3-3.

to Table 1-2-1.

Page

1-3-2

Feb 01/2002

PRATT

WHITNEY CANADA


C5B PT6

Engine

-Cross Section

Figure

(Typical)

1-3-1

Page

1-3-3/4

Feb 01/2002

PRATT

WHITNEY CANADA


1

4i

L)

t 1)

C552A

PT6

Engine -Airflow Figure 1-3-2

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

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COMPRESSOR TURBINE INLET

I

I I

I I

(5)

~4)

~31

INTERTURBINE

EXHAUST OUTLET

EXHAUST DUCT

--7

(7)

STATIONS

(6)

I

COMBUSTION CHAMBER INLET I

COMPRESSOR INLET

I

ENGINE INLET

(2)

~1

io

O

~ii

I....

I

C

FLANGES REDUCTION GEARBOX TO EXHAUST CASE

(A)

(B)

~C)

(D)

~E)

~F)

I

I

I

I

I

I

I

I

I

REDUCTION GEARBOX REAR CASE TO POWER TURBINE HOUSING SUPPORT

EXHAUST DUCT TO GAS GENERATOR CASE

I

C553B

Typical PT6 Engine Figure 1-3-3

Page

1-3-7/8

Feb 01/2002

INIIER EXIT DUCT TO COMPRESSOR TURBINE SHROUD HOUSING

EXHAUST DUCT TO POWER TURBINE VAWE HOUSING

OIL TANK TO ACCESSORY GEARBOX DIAPHRAGM GAS GENERATOR CASE TO COMPRESSOR INLET CASE

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.ORIGINAL .;As iReceived

:By

TP C77465

PT6A-6 Series

Engines Right Front View Figure 1-3-4

Page

1-3-9

Feb 01/2002

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MAINfEiNANCE MANUAL MANUAL PART NO. 3015442

ORIGINAL ~9s

Received:By aTP

It: Ll;n-l sr:~

~8-:

C77464 PT6A-6 Series

Engines Right Figure 1-3-5

Rear View

Page

1-3-10

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MAINTENANCE MANUAL MANUAL´• PART

,N01

3015442

.ORIGINAL As

Received By ATP


Engines Left Figure 1-3-6

Front View

Page

1-3-11

Feb 01/2002

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ORIGINAL As;Received By ATP


Engines Left Figure 1-3-7

Rear View

Page

1-3-12

Feb 01/2002

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MAINTENANCE MANUAL MANUAL PART:NO.

3b15442

.ORIGINAL As

Received’By ATP C77459 PT6A-20

Engine Right Figure 1-3-8

Front View

Page

1-3-13

Feb 01/2002

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.ORIGINAL As

Received BY AT:P C77460 PT6A-20

Engine Right Figure 1-3-9

Rear View

Page

1-3-14

Feb 01/2002

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MAINTENANCE MANUAL


ORIGINAL ~s

Received:By ATP

C77461

PT6A-20

Engine Figure

Left Front View 1-3-10

Page

1-3-15

Feb 01/2002

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OR\G\NAIBY As Received .ATP C77462 PT6A-20

Engine Figure

Left Rear View 1-3-11

Page

1-3-16

Feb 01/2002

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:ORIGINAL As:Received By .AT P C77470 PT6A-20A

Engine Figure

Right Front

View

1-3-12

Page

1-3-17

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ORIGINAL As ~Received BY ATP

C77468 PT6A-20A

Engine Figure

Right Rear

View

1-3-13

Page

1-3-18

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MAINTENANCE MANUAL


ORIGINAL As Received

´•By

ATP

C77467 PT6A-20A

Engine Left Front View Figure 1-3-14

Page

1-3-19

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ORIGINAL As Received

By

ATP

C77471 PT6A-20A

Engine Left Rear Figure 1-3-15

View

Page

1-3-20

Feb 01/2002

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PART,1

DESCRIPTION,OF ENGINE

SECTION 4 1.

GENERAL A.

2.


This section describes in detail all

major

items of the

engine. (See Figure 1-4-1)

COMPRESSOR INLET CASE A.

The compressor inlet case (see Figure 1-4-2) consists of a circular casting, the front of which forms a plenum chamber for the passage of compressor inlet air. The rear portion, which consists of a hollow compartment, is used to form an integral oil tank. A large area circular wire mesh screen is bolted around the air intake and the rear of the gas

generator B.

case

to

preclude foreign object ingestion by

the compressor.

and labyrinth seal are contained within the The inlet centerbore. case bearing support is secured to the inlet case compressor 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.

The No. 1

bearing, bearing support

Other cored passages

are

provided

for pressure and scavenge oil

(see Figure

1-4-3). C.

3.

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.

The

COMPRESSOR ROTOR AND STATOR ASSEMBLY A.

The compressor rotor and stater assembly (see Figure 1-4-3) consists of three axial rotor stages, three interstage spacers, three Stater assemblies and a single-stage centrifugal impeller and housing. The blades fit into dove-tail grooves machined in the rotor disk

rims, and limited clearance between blade clicking heard during compressor

characteristic metallic

root and groove produces the rundown. Blade axial

by interstage spacers between the disks. The airfoil cross-section of differ from those of the second and third stages which are blades first-stage 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. movement is limited

the

Page

1-4-1/2

Feb 01/2002

PRATT

WHITNEY CANADA


IB

~P

dl

I II

II

(12 13

~s

~2

/(14

10

7~

U\

15

4

LEGEND

16 17

2)

J~ 9)

~6

1

18)

19)

20) V

C555A PT6

Engine

1

Exploded View (Typical) Figure 1-4-1

Page

1-4-3/4

Feb 01/2002

1

I

1

1 1

1.2. 3. 4. 5. 6. 7. 8. 9.

PROPELLER REDUCTION GEARBOX POWER TURBINE SUPPORT HOUSING EXHAUST DUCT POWER TURBINE COMPRESSOR TURBINE COMBUSTION CHAMBER LINER FUEL MANIFOLD GAS GENERATOR CASE COMPRESSOR BLEED VALVE COMPRESSOR ASSEMBLY COMPRESSOR INLETCASE OIL-TO-FUEL HEATER DIP-STICKAND FILLER CAP ACCESSORY GEARBOX IGNITION CURRENTREGULATOR FUELCONTROL UNITANDPUMP

10. 11. 12. 13. 14. 15. 16. 17. AIR INLET SCREEN 18. IGNITION GLOW PLUG 19. COMPRESSOR TURBINE GUIDE VANES 20. POWER TURBINE GUIDE VANES

PRATT

WHITNEY CANADA


OIL INLET FROM FUEL HEATER AND OIL COOLER PRESSURE RELIEF VALVE HOUSING ,le

INLET CASE

O

1

FWD

1

PRESSURE OIL

DRAIN PLUG ORIFICE

OIL FILTER

HOUSING PORT

PRESSURE OIL BOSS

C562B

Compressor Inlet Case Figure 1-4-2

Page

1-4-5

Feb 01/2002

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WHITNEY CANADA


SHORT SLEEVE AND SPACER ASSEMBLY (2)

COMPRESSOR INLET CASE

COMPRESSOR BLADE

COMPRESSOR INTERSTAGE AIR BLEED

NO. 1 BEARING OIL NOZZLE

IMPELLER

HOUSING OIL TANK CENTER TUBE

CENTRIFUGAL IMPELLER TIE ROD

(6)

COMPRESSOR FRONT STUB SHAFT LONG SPACER AND SLEEVE ASSEMBLY

ACCESSORIES GEARBOX COUPLING SHAFT

/I(

NO. 1 BEARING VANE AND SHROUD ASSEMBLY GAS GENERATOR CASE

-t

(3) COMPRESSOR REAR HUB

’i

NO. 1 BEARING OIL TRANSFER TUBE

C556A

Compressor

Rotor and Stater

Assembly Figure 1-4-3

and No.l

Bearing

Area

Page

1-4-6

Feb 01/2002

PRATT

WHITNEY CANADA


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

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. and

impeller, and impeller housing are positioned in 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).

C.

The compressor stubshaft, centrifugal that order, followed sequentially by an

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 E.

rear

hub

by

a

transverse

pin

which passes

through

the hub and

coupling.

complete compressor rotor and stater assembly is fitted into the center rear section generator case, which forms the compressor housing, and secured by the impeller housing at the front and the compressor inlet case at the rear.

The

of the gas

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. 4.

GAS GENERATOR CASE A.

The gas generator case is attached to the front flange of the compressor inlet case. It consists of two sections fabricated into a single structure. The rear inlet section provides a housing support for the compressor assembly. The No. 2 bearing with two air seals is located in the centerbore of the gas generator case. The bearing has a flanged outer race which is secured in the support housing by four bolts. The front and

spiral wound gaskets are each secured in the centerbore An oil nozzle with two jets, one in the front and the other in the bolts. case by eight 14 radial vanes brazed inside the double lubrication..The of the rear bearing, provides 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 rear

stater air seals with their

of the

directed

through seventy straightening

vanes

diffuser and out to the combustion chamber

welded inside the gas

area

through

a

generator

case

slotted diffuser outlet baffle.

Page

1-4-7/8

Feb 01/2002

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WHITNEY CANADA


SERIALNO. TO FRONT

~THRUST BEARING

r

SERIAL NO. TO FRONT

r

SECOND STAGE CARRIER BEARING

r

SPLIT INNER RACE- r PULLER GROOVE TO FRONT’X’ MARKS ALIGNED WITH MASTER SPLINE

INNER RACESERIAL NO. TO FRONT AND ALIGNED WITH MASTER SPLINE

OUTER RACESERIAL NO. TO FRONT

OUTER RACESERIAL NO. TO FRONT

r

INNER RACE SERIAL NO. TO FRONT AND ALIGNED WITH STUBSHAFT MASTER SPLINE

OUTER RACEFLANGE AND SERIAL NO. TO FRONT

r

SPLIT INNER RACEPULLER GROOVE TO REAR. ’X’ MARKS ALIGNED WITH OFFSET HOLES ON REAR HUB

OUTER RACESERIAL NO. TO REAR

CAGE AND BALLSSERIAL NO. TO REAR

CAGE AND BALLSSERIAL NO. TO FRONT

ACCESSORY INPUT DRIVE BEARINGS

MASTER SPLINE

I

OFFSET HOLE

rREAR HUB

STUBSHAFT

NO. 4

NO.3

MASTER NO.2 SPLINE

c;s

NOTE

CAUTION

ALL ACCESSORY DRIVE BEARINGS MUST BE REINSTALLED IN THEIR ORIGINAL LOCATIONS.

i. INNER RACES CAGE AND BALLS OF NO. 1 AND NO. 4 BEARING ARE ID IDENTICAL. 2. NO. 2 AND NO. 3 BEARINGS ARE IDENTICAL. 3. INTERMIXING OF BEARING COMPONENTS IS STRICTLY UNACCEPTABLE.

C1769A Main

Bearing Installation (Typical) Figure 1-4-4

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Feb 01/2002

NO. 1

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WHITNEY CANADA


The front section of the gas chamber liner. It consists of

generator

case

forms

an

outer

housing

for the combustion

circular structure provided with mounting bosses for the 14 fuel noule assemblies and common manifold. Mounting bosses are also provided at the six o’clock position for the fuel dump valve and combustion chamber front and rear drain valves. Two igniter plugs at the 4 and 8 o’clock positions, protrude into the a

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. 5.

COMBUSTION CHAMBER LINER A.

(see Figure 1-4-5) is of the reverse-flow type and annular heat-resistant liner open at one end. A series of straight, plunged and shielded perforations allow air to enter the liner in a manner designed to provide the best fuel/air ratios for starting and sustained combustion. Direction of air flow

The combustion chamber liner

consists

primarily of

an

located opposite the perforations. The perforations distribution at the compressor turbine inlet. The domed front end of the combustion chamber liner is supported inside the gas generator case seven of the fourteen fuel nozzles sheaths. The rear of the liner is supported by is controlled

by cooling rings temperature

ensure an even

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 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

shield

of the gas generator 6.

(See Figure 1-4-6).

TURBINE SECTION A.

7.

case.

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).

COMPRESSOR TURBINE VANES A.

The compressor turbine vane assembly consists of 29 vanes located between the combustion chamber exit ducts and compressor turbine. The vanes, 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 the power turbine stater housing, to form a seal between both compressor turbine shroud segments positioned in the shroud

provide

a

running

clearance for the compressor turbine

interstage sealing rings on housings. Fourteen housing act as a seal and assembly.

Page

1-4-11

Feb 01/2002

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MAINTENANCE MANUAL


FUELNOZZLEPORT WITH SUPPORT BRACKET

(7)

~ai

i

:rj I‘ r

GLOW PLUG SLEEVE

FUEL NOZZLE PORT PLAIN (7)

(2)

C11


Figure

1-4-5

Page

1-4-12

Feb 01/2002

PRATT

WHITNEY CANADA


FUEL MANIFOLD ADAPTER ASSEMBLY

TERMINAL BLOCK

COMBUSTION CHAMBER LINER ASSEMBLY

GAS GENERATOR CASE ASSEMBLY

Tt4 THERMOCOUPLE PROBE

T5 THERMOCOUPLE PROBE

COMBUSTION CHAMBER SMALL (INNER) EXIT DUCT ASSEMBLY

COMPRESSOR TURBINE GUIDE VANES

COMPRESSOR TURBINE VANE SUPPORT

EXHAUST DUCT ASSEMBLY

COMBUSTION CHAMBER LARGE (OUTER) EXIT DUCT ASSEMBLY

SINGLE BOLT ATTACHMENT MULTI-BOLT ATTACHMENT

SINGLE PLANE BALANCING DISK ASSEMBLY

INTERSTAGE BAFFLE ASSEMBLY

SINGLE BOLT ATTACHMENT MIO PLANE BALANCING DISK ASSEMBLY

POWER TURBINE GUIDE VANES

COMPRESSOR TURBINE POWER TURBINE

POWER TURBINE INTEGRAL VANE RING

C557C

Compressor

and Power Turbine Area

Figure

1-4-6

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Feb 01/2002

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WHITNEY CANADA


8.

COMPRESSOR TURBINE A.

The compressor turbine which consists of a classified weights, drives the compressor in

turbine disk, blades and counterclockwise direction. The two-plane 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

two-plane balanced

a

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

that ensure a minimum amount of pick-up should the rotating into 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

blades blades

embody squealer tips come

provides 9.

a

sealing surface

to control the flow of turbine disk

cooling air.

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.

11.

POWER TURBINE A.

The power turbine assembly consisting of a turbine disk, blades, and classified weights, drives the reduction gearing through the power turbine shaft in a clockwise direction. The disk is held to close tolerances and embodies a reference circumferential groove to permit disk growth check measurements when required. The turbine disk is splined to the turbine shaft and secured by a single center lockbolt and keywasher (See 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 is determined during balancing procedures and riveted to a flange on the 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

weights rear

are

by fir-tree serrations in the turbine disk and held in position by individual rivets. tips rotate inside a double knife-edge shroud and form a continuous seal engine is running. This reduces tip leakage and increases turbine efficiency.

secured

The blade when the

Page

1-4-15

Feb 01/2002

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WHITNEY CANADA


12.

POWER TURBINE SUPPORT HOUSING A.

13.

The power turbine reduction gearbox

support housing consists of

a cylindrical housing attached to the by 12 studs. The housing provides support for the 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.

rear case

NO. 3 AND 4 BEARINGS 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.

bearing includes a split inner race and a flanged outer race. The split inner 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

The No. 4 race

removal. The

flanged

outer race is secured inside the power turbine shaft

housing by

four bolts and

14.

REDUCTION GEARBOX

(PTGA-SERIES ENGINES)

TWO STAGE

A.

The reduction gearbox (see Figure 1-4-8 for PT6A-6 series engines, and Figure 1-4-9 for PT6A-20 series engines) is located at the front of the engine and consists of two castings bolted to the front flange of the exhaust duct. The first stage of reduction is contained in the rear case. Torque from the power turbine is transmitted through the power turbine shaft to the first stage sun gear.

B.

The first

stage

gear consists of a short hollow shaft which has an integral 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

reduction

sun

is located in helical splines provided in the first stage reduction The gearbox 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 rear case.

movement is used in the

torquemeter application (refer

to

Paragraph 15., following).

Page

1-4-16

Feb 01/2002

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WHITNEY CANADA


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 AIR SEAL

REDUCTION GEARBOX REAR CASE

SCAVENGE OIL TUBE

RETAINER RING

TRANSFER TUBE NO. 3 BEARING NO. 4 BEARING

I

POWER TURBINE SHAFT HOUSING

POWER TURBINE SHAFT

C5588 Power Turbine No. 3 and No. 4 Figure 1-4-7

Bearing

Areas

Page

1-4-17

Feb 01/2002

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WHITNEY CANADA


GOVERNOR DRIVE SHAFT GEAR FRONT CASE

ASSEMBLY

FLANGE

_J

OIL TRANSFER GALLERY

A

2NO STAGE SUN GEAR FLEXIBLE COUPLING REAR CASE ASSEMBLY

BEVEL GEAR

OIL SEAL

1STSTAGE PLANET GEAR

PROPELLER SHAFT

SPLINE ADAPTER

FLANGE

B

THRUST BEARING

TORQUEMETER CYLINDER AND PISTON

THRUST BEARING COVER

1ST STAGE RING GEAR

PROPELLER OIL TRANSFER HOUSING

2ND STAGE RING GEAR ROLLER BEARING 2ND STAGE PLANET GEAR

C419A

(PT6A-6 Series Engines) Two

Stage

Reduction Gearbox Cross Section Figure 1-4-8

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1-4-18

Feb 01/2002

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WHITNEY CANADA


FRONTCASEASSEMBLY

FLANGE

GOVERNOR DRIVE SHAFTGEAR

A

I

SECOND STAGE SUN GEAR OIL TRANSFER GALLERY

FLEXIBLE COUPLING REAR CASE

ASSEMBLY

~P

BEVEL GEAR

OIL SEAL

PROPELLER SHAFT

f=--

FIRST STAGE PLANET GEAR

~YB

Ij

SPLINE ADAPTER FLANGE

B

TORQUEMETER CYLINDER AND PISTON

THRUST BEARING THRUST BEARING COVER

FIRST STAGE RING GEAR


I"

SECOND STAGE RING GEAR

ROLLER BEARING SECOND STAGE

CHIP DETECTOR

PLANETGEAR

(PT6A-20 Two

Stage

Series

Engines)

C1163A


Figure

1-4-9

Page

1-4-19

Feb 01/2002

PRATT

WHITNEY CANADA


D.

stage reduction gearing is contained at the front of the reduction gearbox. stage planetary gears drive the second stage sun gear via a flexible coupling

The second The first

vibrations between the two rotating gear assemblies. The second five drives planet gears in the second stage carrier. A second stage gear 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 which also

stage

dampens any

sun

bearing. E.

15.

gearbox front case are driven by a bevel gear 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. The accessories located

on

the reduction

TORQUEMETER A.

The

and B.

hydro-mechanical torque measuring device located inside, the first housing to provide an accurate indication of engine power output. mechanism consists of a torquemeter cylinder, torquemeter piston, valve plunger spring. (See Figure 1-4-10).

The torquemeter is a stage reduction gear

ring gear is resisted by the helical splines which impart an axial ring gear and therefore to the torquemeter piston. This in turn moves plunger against a spring, opening a metering orifice and allowing an increased

Rotation of the

movement to the

valve

a

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.

flow of pressure oil to enter the

lock is prevented by chamber into the reduction gear of the torquemeter cylinder.

allowing oil to bleed continuously from the pressure casing through a small bleed hole provided in the top

C.

Hydrostatic

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 can be made to suit individual cockpit instrumentation requirements.

where connections

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1-4-20

Feb 01/2002

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WHITNEY CANADA


16.

EXHAUST DUCT A.

The exhaust duct

(see Figure 1-4-11),

a

divergent

heat resistant duct has two outlet

ports, one on each side of the case. The duct is attached to the front flange of the gas generator case and consists of inner and outer sections. A reinforcing ring is provided at of the exhaust duct at flange D. This consists of a scalloped ring machined in 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. the

rear

two halves and

17.

ACCESSORY GEARBOX A.

The accessory gearbox housing, located at the rear of the engine, consists of two castings both of which are attached to the rear flange of the compressor inletcase by 16 studs. The front casting, which incorporates front and rear preformed packings, forms an oil-tight diaphragm between the oil tank compartment of the inlet case and the for the accessory drive gear whichis secured to the diaphragm by four bearings, seals, and main pressure oil pump bolts. The diaphragm is attached to the accessory gearbox rear casting by four countersunk screws and nuts located at the 4th, 8th, 14th and 18th positions in clockwise

accessory drives. The

diaphragm provides support

rotation, assuming the Ist B.

to be at the 12 o’clock

position. (See Figure 1-4-12).

forms an accessory gearbox cover and provides support bosses for the drive bearings and seals. The internal scavenge oil pump is secured inside accessory 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 The

rear

casting

plug located below the starter-generator mounting pad provides passage tool which must be used to disengage and hold the ball-locked coupling shaft puller and input gearshaft during disassembly. Three additional pads are available for optional requirements. Accessory drives are supported on similar roller bearings fitted large

for

access

a

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

position on the rear housing. A carbon face seal located gearshaft in the diaphragm precludes pressure leakage through

12 o’clock

on

the

the

the front of

bearing assembly.

Page

1-4-21

Feb 01/2002

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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

WHITNEY CANADA

PRATT


Key

Figure

1-4-10

1.

Gearbox Pressure

2.

Torquemeter Pressure

3.

Oil Control Piston

4.

Control

5.

Spring Metering Orifice

6.

Piston

7.

12.

Torquemeter Chamber First Stage Planet Gear First Stage Ring Gear Helical Splines Casting Cylinder

13.

Bleed Hole

8.

9. 10. 11.

18.

to

ENGINE LIFTING POINTS 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

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FLANGE

A

FLANGE

C

FLANGE

D

C454B Twin Outlet Port Exhaust Duct

Figure

(Typical)

1-4-11

Page

1-4-24

Feb 01/2002

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ACCESSORY GEARBOX HOUSING FLANGE

1

G

CENTRIFUGAL BREATHER IMPELLER ACCESSORY DIAPHRAGM

CARBON FACESEAL

~nr

I

ilAI

STARTER-GENERATOR DRIVE GEARSHAFT

BALL LOCK

ROLLER BEARING

CrvPlCAL)

INPUT GEARSHAFT OIL PUMP DRIVE GEARSHAFT

OIL FILTER AND NON-RETURN VALVE

OIL SEAL

(TYPICAL) MAIN PRESSURE PUMP BODY ASSEMBLY

INLET OIL SCREEN INTERNAL SCAVENGE PUMP GEARS

OIL TRAY

C554A

Accessory

Gearbox

Figure

Cross Section

1-4-12

Page

1-4-25/26

Feb 01/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


PART 1


SECTION 5 -AIR SYSTEMS 1.

GENERAL A.

2.

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.

COMPRESSOR BLEED VALVE 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.

3.

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.

BEARING COMPARTMENT SEALS TURBINE COOLING AND AIR BLEED SYSTEMS A.

Engine air pressure is utilized to seal the Ist, 2nd and 3rd bearing compartments and also to cool both the compressor and the power turbines (see Figure 1-5-2). The air pressure is used in conjunction with air seals which establish and control the required 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. pressure

Page

1-5-1

Feb 01/2002

PRATT

WHITNEY CANADA


P3-COMPRESSOR DISCHARGE AIR

’t FIXED ORIFICE

Px-POTENTIOMETRIC PRESSURE TO TOP OF PISTON

ft PRESSUREAMBIENT FINAL ORIFICE CENTRAL GUIDE PIN ROLLING DIAPHRAGM:j:

t

Z~

BODY

PISTON DISCHARGE TO ATMOSPHERE

:j:

GAS GENERATOR CASE

OUTER GUIDE

INTERSTAGE AIR

(P2.5)

C829

Compressor

Bleed Valve

Figure

Schematic

1-5-1

Page

1-5-2

Feb 01/2002

PRATT

WHITNEY CANADA


I) A

SEALING AND COOLING

I) B

AIR BLEED SYSTEM

I,C

TURBINE COOLING

i’ Bh~lV

;I,

;1

C563A

Bearing Compartment Seals,

Turbine

Cooling Figure 1-5-2

and Air Bleed

Systems (Typical)

Page

1-5-3

Feb 01/2002

PRATT

WHITNEY CANADA


B.

Compressor interstage located in front of No. 1

air is utilized to provide a pressure drop across the air seal 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

Pressure air for this on

protected by

an

air seal at the front and at the

rear

system is bled either from the centrifugal impeller tip

engine speed, from

the

labyrinth

seal

system. The air flows through passages pressure at the front and seal in the front and rear

rear

of the

connecting in the No. 2

of the or,

bearing. depending

it to the turbine

cooling air bearing support, equalizing

bearing compartment

and

ensures a

the air

pressure

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

WHITNEY CANADA

PRATT


PART 1


SECTION 6 1.

LUBRICATION SYSTEM

GENERAL A.

to provide a constant supply of clean lubricating oil 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

The lubrication to the

system is designed

engine bearings,

engine bearings to ensure that an optimum oil flow is maintained for all 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. used

on

the main

operating

2.

3.

OIL TANK A.

The oil tank is

integral part of the compressor inlet case and is located in front of the accessory gearbox. The tank capacity is sufficient to meet all normal 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

an

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.

OIL PUMP A.

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

011 supplied to

housing. 4.

OIL FILTER ASSEMBLY A.

assembly consists of either a disposable cartridge type filter element or an all-metal cleanable element, with a perforated flanged end, a spring-loaded bypass valve and check valve, (see Figure 1-6-1). These are secured in a alloy housing located in the compressor inlet case at the 3 o’clock position. A filter cover, secured to the inlet case by four nuts, holds the filter element and housing in position. Oil pressure flows through the check valve into the housing, through the filter element and out to the engine system via a cored passage, leaving any foreign matter deposited on the exterior of the element. The check valve, positioned in the end of the housing, 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. The oil filter

Page

1-6-1

Feb 01/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL MANUAL PART NO.´•3015442

OVERBOARD BREATHER-VENT RELIEF VALVE BODY OIL TANK FILLER CAP AND DIPSTICK

O ADJUSTING SPACER ACCESSORY GEARBOX HOUSING

OIL PRESSURE RELIEF VALVE

FILTER ELEMENT

OIL FILTER COVER TEFLON SPACER

STARTER GENERATOR CAVITY DRAIN

FILTER HOUSING

BYPASS VALVE

8 CHECK VALVE

REDUCTION GEARBOX AND POWER SECTION SCAVENGE OIL RETURN

7~r ’C

EXTERNAL DOUBLE ELEMENT SCAVENGE OIL PUMP

INTERNAL DOUBLE ELEMENT SCAVENGE OIL PUMP

PRESSURE OIL TO REDUCTION GEARBOX AND POWER SECTION

OIL TANK DRAIN PLUG

C308A

Accessory

Lubrication Schematic Figure 1-6-1

Gearbox

Page

1-6-2

Feb 01/2002

PRATT

WHITNEY CANADA


bypass is provided by a spring-loaded bypass valve located in the downstream side of the check valve. The bypass valve is normally closed and sealed against leakage by a molded seal located on the front end of the disposable filter element, or by a preformed packing located on the front of the all-metal element. In the event of a blocked filter, the increased pressure overcomes the bypass valve spring, opens the bypass valve and provides an alternate passage for unfiltered oil flow through the engine. A filter

C.

5.

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.

OIL PRESSURE SYSTEM 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


FROM OIL COOLER

OIL-TO-FUEL HEATER r------~

DEAERATOR PROPELLER GOVERNOR

SPLINES, BEARINGSAND

~q

INTEGRALOILTANK CAPACITY 2.3 GALLONS

-~re

OIL TANK BREATHER

i______j OIL FILLER AND DIP STICK

TORQUEMETER OIL CONTROLVALVE

CENTRIFUGAL BREATHER

REDUCTION GEARS NO. 4 BEARING

B

OILSVPPLY

N0.3

NO. 1 BEARING

NO. 2 BEARING

VALVETO

OIL COOLER

(30 PSI MAX.)

POWER TURBINE BEARINGS

OIL FILTER AND CHECK ASSEMBLY

COMPRESSOR BEARINGS

Nb. 2 BEARING SCAVENGE PUMP

FILTER BYPASS VALVE THRUST BEARING

POWER TURBINE BEARINGS VENGE PUMP

REDUCTION CASE SCAVENGE PUMP

PRESSURE RELIEF VALVE WITH RETURN TO OIL TANK

ACCESSORY CASE SCAVENGE PUMP

OIL PRESSURE PUMP PRESSURE TRANSMITTER

TO TORQUEMETER PRESSURE INDICATOR

3 OIL TANK DRAIN

If

GRAVITY DRAIN ACCESSORY GEARBOX

BYPASS VALVE

SCAVENGE OIL FROM PROPELLER AND REDUCTION GEARBOX

tj

TOCOCKPIT INS1’RUMENTS’

OIL SUPPLY TO PROPELLER AND REDUCTION GEARBOX 70 PSI TO REDUCTION GEARBOX OIL SUMP PROPELLER CONTROL OIL

n~ji

TO REDUCTION GEARBOX SUPPLY PRESSURE OIL

R’V’RS1NG VLLV~

SCIIVENGE OIL

DIVIDER BRAIN OIL

PT6A-6A ENGINES ONLY

C13815

Engine

Lubrication

Schematic PT6A-6/20

Figure

1-6-2

Page

1-6-5/6

Feb 01/2002

PEBa

BREP~TnER LINE

I

ITEMPERATURE BULB 1

PRATT

WHITNEY CANADA


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 through cored passages to the propeller constant speed control unit,

internal annulus

the accessory drive gears and the the second stage carrier bearing. 6.

propeller

thrust

bearing.

Oil mist

provides lubrication

to

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

The

valve works in connection with

B.

The flow divider consists of

a flow divider to provide a hydraulic control medium for use on reversing propeller installations. The reversing valve serves as a variable pivot for the reversing valve lever; its position is therefore a function of reversing valve lever travel. It consists of a ported sleeve valve and housing secured in the propeller thrust bearing cover.

pitch reversing

ported sleeved valve which is spring-loaded to the closed separate housing, secured to the reduction gearbox and position. interconnects the reversing valve to the gearbox oil sump. It also provides an alternate oil passage through a check valve to the reduction gearbox main oil pressure inlet. During normal propeller operation, a high-pressure oil bleed opens the flow divider valve ports, allowing the oil dumped by the reversing valve to return directly to the reduction gearbox oil sump. However, during windmilling operations, with consequent low gas generator rpm, the flow divider valve spring tension overcomes the oil bleed pressure, closing the valve ports and directing the propeller control oil flow back to the main oil inlet where it is recirculated through various passages in the reduction It is contained in

a

a

gearbox.pressure 7.

SCAVENGE OIL SYSTEM 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


C.

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

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 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 vented overboard

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 A.

breather consists of

a shrouded aluminum alloy impeller secured to the gearshaft by a retaining ring. Rotational torque is starter-generator transmitted from the gearshaft to the impeller by three equi-spaced alloy pins. Breather air flows radially inward through the rotating impeller housing where the oil particles are separated from the air mist by centrifugal force. The oil particles are thrown outward and drain freely to the bottom of the accessory gearbox. The relatively oil-free breather air passes forward through the hollow center section of the gearshaft to a cored passage in the accessory diaphragm. It is then routed through a transfer tube to a breather boss on the rear face of the accessory housing where a connection for an overboard vent line is provided.

The

centrifugal

rear

face of the

Page

1-6-8

Feb 01/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


10.

OIL-TO-FUELHEATER

A.

The oil-to-fuel heater is

a self-contained engine option secured to flange G on the accessory gearbox. It functions as a heat exchanger when the engine is running, utilizing heat from the engine lubricating system to pre-heat fuel in the engine fuel system. The

a two-pass engine oil circuit and a two-pass fuel circuit, at right angles (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.

system incorporates

to one another

11.

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.

OIL SYSTEM INSTRUMENTATION A.

Main oil pressure is measured from the transmitter located at the 3 o’clock position on the accessory housing. Oil temperature is measured by a temperature bulb located at the 4 o’clock position on the accessory gearbox.

Page

1-6-9

Feb 01/2002

PRATT

WHITNEY CANADA


FUEL IN

I::::::::

i5ii~

j:’

i FUEL OUT

t OIL IN

I

I

I

I

OIL OUT

O;L O;L IN

OUT

BY-PASS CONDITION

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

Page

1-6-10

Feb 01/2002

WHITNEY CANADA

PRATT


PARII

DESGRIPTION OF ENGINE

SECTION 7

IGNITION SYSTEM

GLOW PLUG TYPE 1.

(PRE-SB1429)

GENERAL A.

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

engine with an ignition system capable of quick light-up at extremely low ambient temperatures. The basic system consists of an ignition current regulator with a selectable circuit to the two sets of ballast tubes, two shielded ignition cable and clamp assemblies and two glow plugs. 2.

IGNITION CURRENT REGULATOR A.

The ignition current regulator is secured by three bolts to the accessory gearbox

casting

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. at

3.

flange

GLOW PLUGS A.

a helical heating element fitted into a short secured the to plug body. plugs gas generator case in threaded bosses and o’clock 8 4 the at provided positions. The heating element consists of a helically wound coil which lies slightly below the end of the plug body. Four holes, equi-spaced on the periphery of the plug body lead into an annulus provided below the coil. During

The glow plug (see Figure 1-7-2) consists of The

are

the fuel sprayed by the fuel nozzles traverses the lower wall of the combustion chamber liner into the annulus, The fuel is vaporized and ignited by the hot coil element which heats up (yellow hot) to approximately 1260"C (2300"F). The four air

starting procedure,

holes bleed compressor discharge air fr~m the gas generator case into the body then past the hot coil into the combustion chamber to produce a hot streak or torching effect which ignites the remainder of the fuel. The air also serves to cool the coils when the engine is running with the ignition system switched off.

Page

1-7-1

Feb 01/2002

PRATT

WHITNEY CANADA


GLOV~ PLUGS

(9

RIGHT

LEFT O’CLOCK POSITION)

(40’CLOCK POSITION)

UPPER INPUT CONNECTOR

LOWER OUTPUT CONNECTOR

I

2

I

I B

I

4\

1 I

1

0\

II

1

Q

10

I A

CENTER OUTPUT I CONNECTOR

/4

5

/00 3

05

O

Os

06 7

O I

#1

I

I I

1

#3

BALLAST TUBE BASE 3 2

1 I

II

O

10

#2

4\

0\

1

e-~c\s

I

05

06/

I

2

11

I 1

4

/00

\10

Q

Os05

#4

2&3COMMON 7&8COMMON

C448D

Ignition

Current

Regulator Circuit Diagram Figure 1-7-1

Page

1-7-2

Feb 01/2002

PRATT

WHITNEY CANADA


EXHAUST CASE INNER SECTION

COMBUSTION CHAMBER LINER

GLOW PLUG COOLINGAIRPPSSIGE

GAS GENERATOR CASE

I

_I

LEAD CONNECTOR FROM IGNITION REGULATOR BOX

C3735A Glow

Plug Installation Figure 1-7-2

Page

1-7-3

Feb 01/2002

PRATT

WHITNEY CANADA


SPARK IGNITER TYPE 4.

GENERAL A.

5.

(POST-SB1429)

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. The

IGNITION EXCITER

ignition exciter is a sealed unit containing electronic components encased in an epoxy resin. The unit is energized only during the engine starting sequence to initiate combustion in the combustion chamber. The exciter transforms the DC input to a pulsed high voltage output through solid-stage circuitry, a transformer and diodes.

A.

The

B.

When the unit is

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

6.

SPARK IGNITERS A.

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

annular space between the central conductor and shell.

Page

1-7-4

Feb 01/2002

WHITNEY CANADA

PRATT


PART 1


SECTION 8

FUEL SYSTEM

INTRODUCTION 1.

GENERAL A.

The basic fuel system (see Figure 1-8-1) consists of a single engine driven pump, a fuel control unit, a fuel manifold and 14 simplex fuel nozzles. A fuel dump valve and two drain valves are provided on the gas generator case to ensure drainage of residual fuel after engine shutdown.

FUEL PUMP 2.

(VANE TYPE)

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

WHITNEY CANADA

PHATT


LEGEND

BYPASS FUEL PRESSURE

Po

uNMETEREoFuELPREssuRE

P1 PZ

t-~ METERED FUEL PRESSURE

AMBIENT PRESSURE

TRANSFER TUBE

FUEL MANIFOLD ADAPTER ASSEMBLY NOULE

Pa

SHEATH

GOVERNOR SERVO PRESSURE

DRAIN

Py

ACCELERATION 6 SPEED ENRICHMENT PRESSURE COMPRESSOR DISCHARGEPRESSURE

I

COMBUSTIONCHAMBER LINER

Pr

GASGENERATOR CASE

Pc

ORII*YALVt TO ITMOSPWTRF

GRAIN TO ATMOSPHERE

MINIMUM

CUT-OFF VALVE

PRESSUR~ING

MIN. FLOW STOP

1

I

NOTE PROPELLERSPEED PROPELLER GOVERNOR ON MAX. STOP PT6A-6 SERIES AND PT6A-20 ENGINES IS AIRFRAME SUPPLY ~51 Ir~

FUEL CONTROL

vn~ve

METERING VALVE

I

I

IJ 5

1 ~49

AUTOMATIC FUEL DUMP VALVE

:UNIT SPECIFIC CRAVTTY ADJUSTMENT

OUTPUT FILTER

(BIMETAUIC) B.

BELLOWS STOP

(10 MICRON)

GEAR TYPE

DISK GROUP

a

FUEL PUMP

FILTER BYPASS VALVE

METERING HEAD REGULATOR

OIFFEREMIIC

PROP.GOVERNOA RESETARM OAl

X

PRESSURE REGULATING

BELLOWS

j

I

~--rmGY1U N

r

VALVE

O

MAXIMUM

I~

BLEED RETURN TO TANK

OR

STOP

iRm,

a.

RELIEF

I

I

VALVE

PUMP GEAR AND SHAFTGEAR

ACCELERATIDN BELLOWS

UNDERSPEEDFUEL GOVERNINGSPEED ADJUSTMENT

~VACUATED)

MAX. FLOW

L_

STOP 1

INLET SCREEN

PROPELLER GOVERNOR Nf SECTION

L

PT6A-20A OR 208 ENGINES ONLY

BYPASS PRESSURE REGULATING VALVE

CUT-OFF STOP

FUEL INLET BOOST PUMP)

(FROM

PRIMARY AND Pc NEEDLE VALVE IDLE RESET STOP

VIEW OF CUT-OFF IDLE RESET LINKAGE MAX. STOPrlN. STOP

POWER TURBINE GOVERNROR SCHEDULING CAM

DISK GROUP

NfGOVERNORGASSPEED~;

PT6A-6 SERIES AND PT6A-20 ENGINES ONLY

L. VIEW OF POWER TURBINE GOVERNOR LEVER

(BIMETALLIC)

DISCH*ROE PRESSURE

r-

SCHEDULING CAM

Ng GOVERNOR TEMPERATURE COMPENSATOR

IDLE SPEED STOP

C1854A

Engine

INPUTCOUPLING

System Schematic Figure 1-8-1

Fuel

Page 1-8-3/4 Feb 01/2002

(74 MICRON)

PRATT

WHITNEY CANADA


FUEL PUMP 3.

(GEAR TYPE)

GENERAL A.

positive displacement gear type pump which incorporates spring and pressure 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. This is

a

loaded


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

(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 governor section

excessive turbine

temperatures.

Page

1-8-5/6

Feb 01/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


1 2 3 4 5 6 7 8

8’ 9 10

FUEL METERING VALVE MINIMUM PRESSURIZING VALVE HIGM-PRESSURE RELIEFVALVE TORQUE TUBE ASSEMBLY BYPASSVALVE NEEDLE VALVE ORIFICE ROD COMPRESSOR TURBINE GOVERNOR SPRING COMPRESSORTURBINE ENRICHMENTSPRING COMPRESSOR TURBINE SPEED SET LEVER LINK IDLE SPEEDADJUSTMENT POWER TURBINE SPEED SET LEVER POWER TURBINE GOVERNOR SPRING POWER TURBINE GOVERNOR PLATFORM NEEDLE VALVE ROD

r-

TEMPERATURE COMPENSATOR

11 12 13 14 15 16 MINIMUMNSCUT-BACK 17 CUT-OFFIIALVE 18 COMPRESSOR TURBINE GOVERNOR PLATFORM 19 MINIMUM Nf GOVERNING 20 SPEED SET LEVER 21 SPEEDER SPRING 22 PLATFORM 23 OVERSPEED ADJUSTMENT

FUEL CONTROL~OL UNIT

PNEUMATIC (COMPUTING) SECTION

~1

O

i

pv

~X i

Hn

i

111

jj po

i

i

Py 05 06 08 72

FUEL OUTLET TO NOULES

ei

FUEL PUMP FROM BOOSTER

LEUFPMUP

0,

23

nTB

II

a

o

Pa Pc P1 P2 Po Pr

I

17

~i= :li-

L_____J

YOKED BELLCRANK AMBIENTAIR COMPRESSOR DICHARGEAIR UMMETERED PUMP DELIVERY FUEL METEREDFUEL BYPASSFUEL ENRICHMENT PRESSURE GOVERNING ENRICHMENT ORIFICE GOVERNING ORIFICE GOVERNING ORIFICE AIR INLETTEMPERATURE

FUeL BLEEO TO TINK

15

IUNOIRSPeeO*OJUSTM.II~

25

METERING SECTIONNO/

I

O

o

I

ra

~Kls

i

16 22

PRESSUREiGOVERNOR Nf GOVERNOR SECTION

PROPELLER GOVERNOR Nf SECTION _J

PT6A-20A AND -208 ENGINES ONLY

C1852A Fuel Control

System Schematic Figure 1-8-2

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

1

1

PT6A-6 SERIES AND PT6A-20 ENGINES ONLY

PRATT

WHITNEY CANADA

N1AINTENANCE MANUAL MANUAL PART NO. 3015442

FUEL CONTROL VNIT 5.

GENERAL A.

6.

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.

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

area

of the

(P1

P2)

across

the

metering

valve. The

valve changes to meet specific engine requirements. Fuel pump output in excess of these requirements is returned to pump inlet, and is referred to as Po. The bypass valve consists of a sliding valve operating in a ported sleeve. The orifice

metering

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 P1 P2 differential and to bypass fuel in valve is always positioned to maintain the excess

of

engine requirements.

B.

A relief valve is incorporated parallel to the bypass valve to prevent a buildup of excessive P1 pressure in the control body. The valve is spring loaded closed and remains closed until the inlet fuel pressure (P1) overcomes the spring force and opens the valve. As soon as the inlet pressure is reduced, the valve again closes.

C.

The metering valve consists of a contoured needle working in a sleeve. The 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


HI-IDLE STOP

CUT-OFF STOP

&I ACCELERATION ADJUSTMENT

FCU CONTROL ARM

MAX Ng SPEED ADJUSTMENT

~sS,

PART POWER

TRIM STOP

FUEL OUTLET

I-.J

’Lil

FUEL INLET

FUEL CUT-OFF VALVE LEVER

C27B

Fuel Control Unit

Figure

1-8-3

Page

1-8-10

Feb 01/2002

PRATT

WHITNEY CANADA


7.

POWER INPUT. SPEED GOVERNOR AND ENRICHMENT SECTION ----´•´•´•--´•´•I´•´•´•--

A.

For details of the governor and enrichment levers, see Figure 1-8-4. Views A and B 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 internal lever when the power is increased. A spring connects this cam follower lever

identify

an

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 governor spool. B.

on

the

arm

of the enrichment lever contacts the end of the

speed scheduling cam applies tension to the governor spring through the intermediate 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

lever which

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.

body incorporates a vent port which vents the inner body cavity to atmospheric Modified compressor discharge pressure, Pr and Py, will be bled off to (Pa). pressure Pa when the respective enrichment and governor valves are open.

The main

Page

1-8-11

Feb 01/2002

WHITNEY CANADA

PRATT.


I

SPEED ENRICHMENT VALVE OPEN

L\

COVERNORLEVER

I

’;3 ENRICHMENT

C

GOVERNOR VALVE CLOSED

NOTE LOCATION OF GAP VIEW

VIEW

A

B

ENRICHMENT LEVER

GOVERNOR LEVER

SPEED ENRICHMENT AND GOVERNOR VALVES CLOSED

ii

ij

~sl

SPEED ENRICHMENT VALVE CLOSED GOVERNOR VALVE OPEN

1 i61~-=

NOTE

LOCATIONOF GAP

VIEW

,43~

C

VIEW

GOVERNOR WEIGHT FORCE OVERCOMES FORCE OF SMALL SPRING

D

GOVERNOR WEIGHT FORCE OVERCOMES FORCE OF LARGE SPRING

0451 Drive

Body Assembly Operation Figure 1-8-4

Page

1-8-12

Feb 01/2002

WHITNEY CANADA

PRATT


8.

BELLOWSSECTION A.

assembly consists of an evacuated (acceleration) bellows and governor by a common rod. The end of the acceleration bellows opposite the rod is attached to the body casting. The acceleration bellows provides an absolute pressure reference. The governor bellows is secured in the body cavity and its function is similar to that of a diaphragm. Movement of the bellows is transmitted to the metering valve by the cross shaft and associated levers. The cross shaft moves within a torque tube which is attached to the shaft near the bellows lever. The tube is secured in the body casting at the opposite end by means of an adjustment bushing. Therefore, any rotational The bellows

bellows connected

movement of the cross shaft will result in

an

increase

or

decrease in the force of the

torque tube. The torque tube forms the seal between the air and fuel sections of the control. The torque tube is positioned during assembly to provide a force in a direction

tending to close the metering valve. The bellows act against this force to open the metering valve. Py pressure is applied to the outside of the governor bellows. Pr pressure is applied to the inside of the governor bellows and to the outside of the acceleration bellows. ;B.

For explanation purposes the governor bellows assembly is illustrated as a diaphragm (see Figure 1-8-5). Py pressure is applied to one side of the diaphragm and Pr is applied to the opposite side. Pr is also applied to the evacuated bellows attached to the diaphragm. The force of Pr applied against the evacuated bellows is cancelled 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 than an equal change in Pr, due to the difference in effective area.

C.

Pr and Py vary with changing engine operating conditions as well as inlet air temperature. When both pressures increase simultaneously, as during acceleration, the bellows cause the metering valve to move in an opening direction. When Py decreases as the

desired compressor turbine speed (Ng) is approached (for governing after acceleration), the bellows will travel to reduce the opening of the metering valve. When both pressures decrease simultaneously, the bellows will travel to reduce the metering valve opening because a change in Py is more effective than the same change in Pr. This occurs during deceleration and moves the metering valve to its minimum flow stop. D.

incorporating a manual override (see Figure 1-8-6), the cover containing 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 On installations,

the bellows travel

to increase fuel flow. It has

no

reduce fuel flow. This system bellows failure.

power to

provides

the bellows in the other direction to emergency control in the event of governor

move

an

Page

1-8-13

Feb 01/2002

WHITNEY CANADA

PRATT


AREAOFPRESSURE CANCELLATION

Pr Py

Pr

EVACUATED

DIAPHRAGM REPRESENTS GOVERNOR BELLOWS

(ACCELERATION) BELLOWS

C434 FCU Bellows Section

Figure

Functional

Diagram

1-8-5

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 Manual Override

Figure

System

1-8-6

Page

1-8-15

Feb 01/2002

WHITNEY CANADA

PRATT


POWER TURBINE GOVERNOR 9.

(PT6A-6

SERIES AND PT6A-20

ENGINES)

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 locked in this position. C.

maximum

speed stop. On non-reversing applications,

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

weight force. This action closes the valve fuel flow to the FCU.

the reduced

engine D.

the lever is

On installations

during by the

using

restoring

control of

Py

overcomes

pressure and

reversing propeller, the propeller governor becomes ineffective operation, and power turbine speed (Nf) is then controlled governor to approximately 95%. a

REVERSE THRUST

power turbine

Page

1-8-16

Feb 01/2002

WHITNEY CANADA

PRATT


PROPELLER GOVERNOR 10.

(PT6A-20A

AND -208

ENGINES)

GENERAL A.

propeller governor, mounted on the reduction gearbox of the engine contains a 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. The

normal


GENERAL A.

on the compressor inlet into the inlet air stream. Compressor discharge 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 an acceleration schedule biased by inlet temperature to prevent compressor stall or

The

temperature compensator (see Figure 1-8-7) is mounted

case

with the bimetallic disks

extending

excessive turbine temperature.


COMPLETE OPERATION

(TYPICAL)

ENGINE STARTING A.

PT6A-6 engine starting cycle is initiated with the power control lever in the CUT-OFF position, while PT6A-6A, PT6A-68, PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B engine starting cycle is initiated with the power control lever in the IDLE position and the fuel shut-off lever in the CUT-OFF position. The ignition and starter are switched on and when required compressor turbine speed (Ng) is attained, either the power control lever on the former engines or the fuel shut-off lever on the latter engines, is moved to the IDLE position to provide fuel. For the fuel ratio curve (see Figure 1-8-8).

Page

1-8-17

Feb 01/2002

PRATT

WHITNEY CANADA


NEEDLE VALVE

Q

HOT

BIMETALLIC DISK GROUP

P, COMPRESSOR AIR

C3

P

C31A

Temperature Compensator Cross Figure 1-8-7

Section

Page

1-8-18

Feb 01/2002

PRATT

WHITNEY CANADA


ACCELERATION

STARTING

105"F 59"F Wf Pc

-50"F

0

IDLE

IGNITION

Ng

SPEED ENRICHMENT

100

SPEED

C32B Fuel Ratio Curve for

Starting and Acceleration Figure 1-8-8

Schedules

(Typical)

Page

1-8-19

Feb 01/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


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.

13.

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 .a change in fuel flow necessary to re-establish the proper speed.

Any

by

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.

15.

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.

ALTITUDE COMPENSATION A.

compensation is automatic with this fuel control system since the acceleration 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.

Altitude bellows

Page

1-8-20

Feb 01/2002

WHITNEY CANADA

PRATT


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 valve in a closing direction until it contacts the minimum flow stop. This stop 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.

metering assures

17.

REVERSE THRUST OPERATION A.

On PT6A-6A engine installations, the FCU speed scheduling cam has two contoured robes. This permits scheduling full power at each end of the power control lever travel. When the power control lever is moved into the reverse thrust range, the propeller 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.

B.

On PT6A-6B, PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B engine installations, the FCU has a single lobe cam. A cam type linkage on the engine provides forward movement of the fuel control lever at the fuel control when the power control lever is moved in either the reverse lobe cam in this control.

G

forward direction. This eliminates the

necessity

for the two

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

D.

or

cockpit.

The throttle

linkage

is used

only

to increase

or

decrease power.

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.

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

Coordinated

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


18.

STOPPING THE ENGINE 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.

FUEL DUMP VALVE 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

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). valve

FUEL MANIFOLD AND SPRAY NOULES 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

adapter assemblies

can

case.

be removed and

Individual transfer tubes and fuel manifold

replaced

without

removing

the

remaining

assemblies and tubes.

Page

1-8-22

Feb 01/2002

PRATT

WHITNEY CANADA


LOCKING PLATE


FUEL MANIFOLD TRANSFER TUBE

GASKET


COMBUSTION CHAMBER LINER ASSEMBLY FUEL NOZZLE FUEL NOZZLE SHEATH

(Most

PT6A-20 and

Fuel Manifold

C1213

PT6A-20B, and all PT6A-20A Engines)

Adapter Assembly Front Cross Section Figure 1-8-9

Page

1-8-23

Feb 01/2002

PRATT

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21.

FUEL MANIFOLD ADAPTER ASSEMBLY A.

The fuel manifold

adapter assembly (see Figure 1-8-9 and 1-8-10) consists of 14 fuel 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 manifold

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



LOCKING PLATE


GASKET~



FUEL NOZZLE

(PT6A-6, -6A, -6B, PT6A-6/C20, early Fuel Manifold

PT6A20 and PT6A-20B

Adapter Assembly

Figure

FUEL NOZZLE SHEATH

Engines)

C33A

Front Cross Section

1-8-10

Page 1-8-25/26 Feb 01/2002

PRATT

WHITNEY CANADA


PART 1

SECTION 9 1.


ENGINE CONTROLS AND INSTRUMENTATION

GENERAL A.

following instrumentation and controls are available and considered necessary for operation of engine in flight, to ascertain its mechanical condition, and to ground check and adjust the power output when necessary.

The

normal

2.

POWER CONTROL LEVER 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. B.

On

non-reversing propeller installations, positions below Idle.

fuel to the

engine

is

automatically

shut off at

lever C.

3.

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. On

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

4.

applicable.

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

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.

The

Page

1-9-1

Feb 01/2002

PRATT

WHITNEY CANADA


5

INTERTVRBINE TEMPERATURE SENSING SYSTEM (T5)

-20B A.

(PT6~-B/C20. -2~,

-20A FIND

ENGINES) temperature sensing system (Tt5) provides the pilot with an accurate engine operating temperatures. The system monitors the temperature at a

The interturbine indication of

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,

and

a

chromel and

an

alumel bus-bar

a wiring harness. The thermocouple probes are mounted in pairs assembly brackets and connected in parallel to two bus-bars. Each bracket is secured to

on

12

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

flange

through

a

port in the

for external bverhauled 7.

the connection point for the trim harness and instrumentation. The trim harness is provided on some cockpit to eliminate read out errors. case, to

provide

for

wiring engines

OIL PRESSURE INDICATOR A.

The oil pressure indicator shows the pressure in the lubricating system, taken from the delivery side of the oil pump. Provision has been made to install an oil 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

WHlfNEY CANADA

PRATT


a,,

TERMINAL BLOCK

SHIELDED LEADS

fERMINALLUC

ALUMEL

\i

CHROMEL SEAL

RETAININGPLATE\i\

TERMINAL STRAPS

BUS-BAR SCREW TERNIINALLUG

CONTAINMENT RING

TRIM THERMOCOUPLE

CHROMEL TERMINAL

~MEL:ERMINIL

ALUMELTERFIIINAL

CAP SCREW

WASHER

DETAIL

A

T5 TERMINAL BLOCK

THREADED COUPLING PROBE ASSEMBLY

O~

CHROMEL TERMINAL FLANGE

DETAIL OF

THERMOCOUPLE PROBE

(PT6A-20 Interturbine

C

(REF.)

Series

Engines)

C571D

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

Page

1-9-3

Feb 01/2002

PRATT

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GAS GENERATOR CASE ASSEMBLY FUEL NOULE

COMBUSTION CHAMBER LINER ASSEMBLY COMBUSTION CHAMBER SMALL EXIT DUCT

WIRING

I

HARNESS

V

LARGE EXIT DUCT

TERMINAL BLOCK EXHAUST CASE ASSEMBLY POWER TURBINE

I POWER TURBINE GUIDE VANES

FLANGE

TURBINE

j

1

PROBE

COMPRESSOR TURBINE GUIDE VANES

WIRING HARNESS

INCONEL TWEE

PROBE

BRACKET

MOUNTING BOLT HOLE

1111

CHROMEL BUS-BAR

ALUMEL BUS-BAR

(PT6A-6 Turbine Inlet

Series

Engines)

C309B

Temperature (T4) Sensing System Figure 1-9-2

Page

1-9-4

Feb 01/2002

PRA’I;T

WHITNEY CANADA


8.

OIL TEMPERATURE INDICATOR A.

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

The oil

temperature bulb. 9.

TACHOMETER-GENERATOR A.

GAS GENERATOR

(Ng)

tachometer-generator provides an electric current which is used in conjunction with tachometer to indicate gas generator rpm. The tachometer-generator is located at the 5 o’clock position on the accessory gearbox housing and is driven from the internal scavenge pump. Rotation is counterciockwise with a drive ratio of 0.112.1.

The a

10.

TACHOMETER-GENERATOR A.

11.

POWER TURBINE (Nf)

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.

The power turbine

TORQUEMETER A.

The torquemeter indicating system is an integral hydro-mechanical torque measuring device which provides an accurate indication of the torque being produced by the power turbine. The torque pressure value is obtained by tapping the two outlets on top of the reduction gearbox. The pressure differential between the two outlets is then led to an instrument which indicates the correct torque pressure.

Page

1-9-5/6

Feb 01/2002

PRATT

WHITNEY CANADA


PART 1

SECTION 10


PROPELLER NON-REVERSING INSTALLATION

(PT6A-6 ENGINES) 1.

GENERAL A.

2.

engines non-reversing installation is designed to utilize a hydraulically operated propeller controlled by a propeller governor and an overspeed governor. A power turbine governor prevents turbine overspeed by controlling gas generator output through the FCU. The PT6A-6

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 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.

erusserprelleporp

3.

PROPELLER GOVERNOR A.

propeller governor consists of a constant speed single-acting centrifugal governor on the reduction gearbox front case at the 12 o’clock position. The propeller 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.

The

mounted

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


PROPELLER CONTROL LEVER

GOVERNOR PUMP

SPEED SETTING SCREW

’R-

SPEEDER SPRING THRUST BEARING

U

7~

SPEEDER SPRING

THRVSTBEPIRING

Uc FLY-

7

PROPELLERWEIGHTS Y~ij

GOVERNOR


RELIEF VALVE DRIVE

II

SPLINE OIL DUMP TO REDUCTION GEARBOX

DRIVE

SPLINE

ii

OIL DUMP TO REDUCTION GEARBOX

COUNTERWEIGHT

ENGINE OIL SUPPLY

FEATHER RETURN SPRINGS SERVO PISTON

ROTATION

t

PISTON SEAL


SLIDING GUIDE ROD (3) HIGH PITCH STOP

PROPELLER

COUNTERWEIGHT FINE PITCH

C548A

Typical Single-acting Propeller Figure 1-10-1

Schematic

Page

1-10-2

Feb 01/2002

PRATT

WHITNEY CANADA


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. The

D.

the propeller governor with a sensing element, the rotating pivoted flyweights mechanically to the engine by a hollow drive gearshaft (see Figure 1-10-2). The rotating flyweights, actuated by centrifugal force, position the pilot valve so as to cover or uncover ports in the drive gearshaft and regulate the oil flow to and from the propeller servo piston. The centrifugal force exerted by the flyweights is opposed by the force of the adjustable speeder spring. This determines the engine rpm required to develop sufficient centrifugal force on the flyweights to center the pilot valve. To

are

4.

During an on-speed condition, (see Figure 1-10-2) the forces acting on the combination are in a state of balance. With the propeller control engine/governor/propeller 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.

PROPELLER GOVERNOR OVERSPEED CYCLE A.

6.

linked

PROPELLER GOVERNOR ON-SPEED CYCLE A.

5.

provide

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.

PROPELLER GOVERNOR UNDERSPEED CYCLE A.

With the propeller control lever set to the desired rpm, a condition of underspeed when the engine rpm drops below the predetermined setting. The speeder spring

occurs

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

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SPEED ADJUSTING CONTROL LEVER HIGH SPEED STOP

CONTROL LEVER SPRING

LIFT ROD

FLYWEIGHT ADJUSTING WORM

SPEEDER

DRIVE GEAR SHAFT PILOT VALVE PLUNGER

n

RELIEF VALVE

EOTGNIRPS

FLYWEIGHT HEAD

DRAIN TO SUMP j

OIL PUMP

PROPELLER

CONTROL LINE

ENGINE OIL INLET

PRESSURE

"ON SPEED CONDITION"

C547

Propeller Governor -Schem~atic Figure 1-10-2

Page

1-10-4

Feb 01/2002

PRATT

WHITNEY CANADA


7.


A.

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

The

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

8.

POWER TURBINE GOVERNOR 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


PART 1

SECTION 11



(PT6A-6A ENGINES) 1.

GENERAL A.

2.

reversing propeller installation consists of a reversing propeller, controlled by a propeller governor. An optional overspeed governor may be provided to limit engine speed in the event of a propeller governor failure. A propeller governor lever determines the limiting rpm range to which the governor will control the propeller in the normal range. The power delivered by the engine to the propeller shaft is controlled by a power control lever through the FCU. However, for reverse propeller operation the FCU works in conjunction with a power turbine governor to limit power output according to propeller requirements. An adjustable linkage, control levers and a slotted cam arrangement interconnect a reversing valve and lever with the power turbine governor and the FCU, thereby enabling all reverse pitch operations to be controlled by the cockpit power control lever (see Figure 1-11-1). The PT6A-6A

PROPELLER A.

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.

The

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 The three rods are actuated by the servo piston,

propeller. ring 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). mounted behind the

C.

The

reversing

maximum on

the

valve function is to schedule the blade angle between the low and pitch positions and also limit the low pitch. An internal sleeve located

reverse

pilot valve provides angle.

a

mechanical stop to limit blade

pitch

at the maximum

reverse

Page

1-11-1

Feb 01/2002

WHITNEY CANADA

PRATT


PROPELLER CONTROL LEVER


PROPELLER GOVERNOR

g--

SPEEDER SPRING

THRUST BEARING FLYWEIGHTS

RELIEF VALVE

T

I)

II

DRIVE SPLINE

II

R

-i~-

II

I

GEARBOX


TP~KEOFF POWER

COUNTERWEIGHT FEATHER RETURN SPRINGS SERVO PISTON

II

-I´•o

Il

FLOW DIVIDER V

II

t

I

POWER CONTROLLEVER

CARBONBLOCK REVERSINGVALVELEVER J

VALVE

FOLLOWEP

PISTON SEAL

REVERSE RETURN SPRINGS

TO REDUCTION GEARBOX SUMP

REAR

OILDUMPTO REDUCTION GEARBOX

.´•::.:-´•´•:´•1

CHECK VALVE

II

II

DRIVE SPLINE

r

RINGI/

IDLE

\1’

CJ

ii


FULL REVERSE

SPEEDER SPRING

~J

GOVERNORPUMP

MAIN OIL SUPPLY

SPEED SETTING SCREW


LEVER

MAX. STOP-SET AT U.A.C.L.

PROPELLER CONTROLLEVER

,C

FUEL CONTROL UNIT LEVER

9) ~YI

I

I CENTER FIRESEAL

CONTROL LEVER

REAR

MOUNTING BRACKET

FIRESEAL

ADJUSTABLE TURNBUCKLE GOVERNOR ACTUATING LEVER ASSEMBLY

C549A

(PT6A-6A Engines) Propeller Reversing Installation Figure 1-11-1

Schematic

Page

1-11-2

Feb 01/2002

PRATT

WHITNEY CANADA


3

PROPELLERGOVERNOR A.

propeller governor consists of a constant speed single-acting centrifugal governor mounted at the 12 o’clock position on the reduction gearbox front case. The governor regulates power turbine speed by varying propeller blade pitch to match the load torque to the engine torque, in response to changing flight conditions. The governor utilizes pressure oil to decrease blade pitch while the centrifugal force of the blade The

counter-weights 1-11-1). B.

by

return

springs

tend to increase the

pitch. (See Figure

a gear-type oil pump with a pressure pair of pivoted flyweights mounted on a rotating flyweight head; a 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.

The main

parts of the propeller governor include

relief valve;

C.

assisted

a

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 The

position and enables the power turbine to operate at or near develop maximum power. The second safety feature is a positive speed 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.

beyond

the 100%

and

full-rated

D.

propeller governor with a sensing element, the rotating pivoted flyweights mechanically to the engine by a hollow drive gearshaft (see Figure 1-11-2). The rotating flyweights actuated by centrifugal force, position the pilot valve so as to cover or uncover ports in the drive gearshaft and regulate the oil flow to and from the propeller servo piston. The centrifugal force exerted by the flyweights is opposed by the force of the adjustable speeder spring. This determines the engine rpm required to develop sufficient centrifugal force on the flyweights to center the pilot valve.

To

provide

are

4.

the

linked


During an on-speed condition (see Figure 1-11-2) in forward thrust the forces acting on combination are in a state of balance with the propeller engine/governor/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 the

govemor pump.

Page

1-11-3

Feb 01/2002

WHITNEY CANADA

PRATT


10 8

12

13

14

4

15

2

Ir

C342B

(PT6A-6A Engines) Reduction Gearbox

Propeller Reversing

Figure

Installation

1-11-2

Page

1-11-4

Feb 01/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


Key

1-11-2

Pressure Oil Transfer Tube

2.

Flow Divider Valve

3.

Cable Tensioner

4.

Low Pitch

Housing

6.

Stop Adjustment Reversing Valve Reversing Valve Lever

7.

Power Turbine Governor

8.

Governor

12.

Actuating Linkage Reversing Lever Guidepin Return Spring Sliding Rod (3) Feedback Ring

13.

Carbon Block

14.

Propeller Thrust Bearing Cover Scavenge Oil Transfer Tube

9. 10. 11.

15.


6.

Figure

1.

5.

5.

to

overspeed condition, the rotating flyweights pivot outward, overcomethe 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 mechanism. In

an


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

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. the

Page

1-11-5

Feb 01/2002

PRATT

WHITNEY CANADA


7.

PROPELLER OVERSPEED GOVERNOR A.

The propeller overspeed governor is installed in parallel with the propeller governor and is mounted at approximately the 10 o’clock position on the reduction gearbox front case. It is provided to control 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 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. hollow

8.


The power turbine governor is mounted on the top of a sandwich type tachometer-generator (Nf). The generator is mounted at approximately the 2 o’clock position on the reduction gearbox and driven by the propeller shaft through bevel gears. The power turbine governor is set to approximately 106% (Nf) speed for normal pitch operation. Should the propeller stick in such a way as to prevent the propeller governor from governing in the normal pitch range, the power turbine governor will act as a power turbine/propeller overspeed limiter by cutting back fuel flow in the event the propeller shaft overspeed reaches 106% (Nf).

B.

During reverse operation, the power turbine governor is progressively reset to approximately 95% (Nf) before the propeller reaches a negative pitch angle. This ensures that the engine power is limited to maintain a propeller rpm somewhat less than that of the propeller governor setting. The propeller governor will, therefore, always sense an underspeed condition and direct pressure oil to the propeller servo piston. The power turbine governor lever is connected by adjustable linkage to the reversing valve lever system

9.

PITCH REVERSING VALVE AND LINKAGE A.

The

pitch reversing valve consists of a plug type sleeve valve located in the 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 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 on

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.

windmilling.

Page

1-11-6

Feb 01/2002

PRATT

WHITNEY CANADA


10.

PROPELLER REVERSING INTERCONNECTING LINKAGE

A.

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 The

FCU control B.

arm.

reversing valve lever on the reduction push-pull wire rope. Swivel joint telescopic units are used at each end of the cable to allow for angular variations between the rear control lever and the reverse lever relative to the wire rope outer casing. The telescopic unit at the rear control lever end includes an adjustment to enable varying the effective wire rope length. The clevis end of the wire rope is attached to the rear control lever by using one of a number of holes provided to effect the desired pitch change rate. The telescopic unit at the reversing valve lever end includes a wire rope tensioning spring which eliminates and an adjustable stop to limit the forward travel of the reversing valve lever. The is set to ensure that the reversing valve is in a "null" position for normal stop operation The

rear

control lever is connected forward to the

gearbox by

a

,hsalkcabrelleporp

C.

propeller operation (from IDLE to TAKEOFF), the follower pin moves in 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. During

normal

the circumferential

11.

LOW PITCH CONTROL CYCLE A.

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.

The

Page

1-11-7

Feb 01/2002

PRATT

WHITNEY CANADA


PROPELLER CONTROL

CAM,

n o o O O

CAM SLOT

RADIAL SECTION

CIRCUMFERENTIAL SECTION

C1212

Propeller

Control Lever

Figure

Cam Slot

Terminology

1-11-3

Page

1-11-8

Feb 01/2002

PRATT

WHITNEY CANADA


s.

12.

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. As the

HIGH PITCH CONTROL CYCLE A.

engine operating

and the

in low

pitch thigh rpm), the power control lever is advanced from IDLE to the TAKEOFF position. The movement transmitted through the wire rope moves the follower pin in the circumferential position of the cam With the

propeller

altering the position of the rear control lever. Movement of the rear follower simultaneously advances the FCU control lever to full power position (100% rpm). As the propeller governing speed is reached, the propeller govemor will dump pressure oil from the propeller to increase pitch and maintain speed. The feedback ring returns to a rearward position shutting off the reversing valve and the propeller will operate in the conventional manner. slot without lever

13.

REVERSE PITCH CONTROL CYCLE 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

B.

reverse

lever continues to be moved.

propeller reaches the full reverse pitch position, movement at the wire rope clevis 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. As the

end of the

Page

1-11-9

Feb 01/2002

PRATT

WHITNEY CANADA


14.

REVERSE TO LOW PITCH CONTROL CYCLE A.

The process of returning to low pitch from full reverse is exactly opposite to going into reverse pitch. As the power control lever is moved towards the low pitch gate, the reversing valve is opened past its "null" position, dumping more oil into the reduction gearbox than is being supplied by the propeller governor. As the propeller pitch moves out of the reverse pitch range, the fuel flow is progressively reduced and the 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


PART 1 SECTION 12



(PT6A-6B 1.

2.

PT6A-20)

GENERAL A.

The PT6A-6B and PT6A-20

reversing propeller installation utilizes a single-acting hydraulic reversing propeller controlled by a propeller governor. An optional propeller overspeed governor may be provided to limit power turbine speed in the event of failure of the propeller governor. A power turbine governor controls propeller speed in the Beta range and will also limit propeller speed in the remote event of the propeller overspeeding.

B.

The

propeller combination has three cockpit controls: a fuel cut-off lever, a power control lever and a propeller control lever. The fuel cut-off lever has two positions. CUT-OFF and IDLE. An additional HI-IDLE position is provided on certain installations. This lever controls the cut-off function of the fuel control unit (FCU) and resets the power control lever Idle Stop to provide 50% minimum Ng in the IDLE 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. integrated engine

and

PROPELLER A.

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 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

WHITNEY CANADA

PRATT


SPEED ADJUSTING LEVER


BETA CONTROL

PROPELLER GOVERNOR

GOVERNOR PUMP

ENGINE OIL SUPPLY

j

v

SPRING STOP

STOP RELIEF VALVE

OIL DUMP TO II REDUCTION II GEARBOX II


I’

COUNTERWEIGHT

REVERSE RETURN SPRINGS

LOW STOP COLLAR FEEDBACK RING

f

_

n

I

SERVO PISTON

ROTATION

J

PISTON SEAL


LOW STOP ROD

(3 OFF)

FEATHER RETURN SPRINGS CARBON BLOCK

(PT6A-6B

and

C37B

-P0Engines)

Propeller Reversing Installation Figure 1;12-1

Schematic

Page

1-12-2

Feb 01/2002

PRATT

WHITNEY CANADA


s.

3.

by three spring-loaded sliding rods to a feedback propeller. Movement of the feedback ring is transmitted by carbon blocks through a propeller reversing lever and linkages to the propeller governor override rod. The lever functions as a link between the push-pull wire rope and the override rod in the propeller governor and also functions as a feedback link in the reverse pitch and low pitch selections. is also connected

The

servo

ring

mounted behind the

piston

PROPELLER GOVERNOR A.

propeller governor performs two functions. Under normal flight conditions it acts as speed 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. The a

B.

constant

propeller governor consists of a single-acting centrifugal governor mounted at the position on the reduction gearbox front case (see Figure 1-12-2). The propeller governor function in forward thrust is to boost engine oil pressure to decrease propeller blade pitch, while the centrifugal force of the blade counterweights, assisted by feathering springs, tend to increase the pitch.

The

12 o’clock

C.

propeller governor includes an integral gear type oil pump with a pressure relief a pair of pivoted flyweights mounted on a rotating flyweight head, a spring-loaded and the necessary cored oil passages contained in the governor housing and valve ’pilot 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. The

valve,

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.

propeller governor with a sensing element, the rotating pivoted flyweights are mechanically to the engine by a hollow drive gearshaft. The rotating 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 To

provide

the

linked

oil flow.

Page

1-12-3

Feb 01/2002

PRATT

WHITNEY CANADA


HIGH SPEED ADJUSTMENT STOP

I

PROPELLER GOVERNOR CABLE TERMINAL

LOW PITCH STOP ADJUSTER

PROPELLER REVERSING LEVER

O

jiP"

INTERCONNECTING ROD PROPELLER GOVERNOR

PROPELLER OVERSPEED GOVERNORTEST SOLENOID

Od


a

lp

FEEDBACK

~ING

C38A

Propeller Reversing

Installation

Figure

Reduction Gearbox

1-12-2

Page

1-12-4

Feb 01/2002

PRATT

WHITNEY CANADA


An override rod is located inside the hollow center of the

propeller governor pilot valve and is connected through a linkage to the propeller reversing lever. The rod is ineffective when the engine is in the constant speed range as the rotating flyweights hold the pilot valve clear of the rod. However, when the propeller is running at a speed lower than that selected

on the propeller control lever, the flyweights allow the pilot valve to drop, causing the blade angle to decrease. As the propeller blades approach the angle selected by the power control lever, the feedback ring repositions the propeller reversing lever to move the pilot valve, through the override rod, to an on-speed or null position and so

prevent further blade 4.


5.

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.


6.

movement.

In

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 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. an


With the propeller control lever set to the desired rpm, a condition of underspeed when the engine rpm drops below the predetermined setting. The speeder spring tension then

overcomes

the decreased

centrifugal

force

on

the

flyweights

and

occurs

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.

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1-12-5

Feb 01/2002

PRATT

WHITNEY CANADA


7.


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

the oil from the propeller servo piston to the reduction gearbox (see Figures 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

bypassing

1-12-1 and

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. 8.


The power turbine governor is mounted on the top of a sandwich type The generator is mounted at approximately the 2 o’clock tachometer-generator.(Nf). the reduction position on gearbox and is driven by the propeller shaft through bevel gears

(see Figure 1-12-3). The power turbine governor is set to approximately 106% (Nf) speed for normal pitch operation. Should the propeller stick in such a way as to prevent the propeller governor from governing in the normal pitch range, the power turbine governor will act as an overspeed limiter by bleeding FCU control air, thereby reducing the fuel flow to limit the power and so govern the propeller shaft speed. B.

The power turbine governor is progressively reset to below 100% Nf as the 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. 9.

FUEL CUT-OFF LEVER 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


PROPELLER CONTROL CAM( 1

NON-STOL CAM SLOT CONFIGURATION

)REAR FORK END

2

3 )LOCKNUT o

REAR WIRE ROPE TERMINAL

4

o

)CLAMPING BOLT

CLAMPING

OPICTUP~TING

BOLT(38) ,COUNTERWEIGHT

LEVER SUPWRT P~RM

POWER TURBINE GOVERNOR INTERCONNECT ROD (UPPER)

39

HARTZELL PROPELLER HC-B3TN-3 (IN FEATHERED POSITION)

PROPELLER GOVERNOR STOP

90"f1"

5

TAKE-OFF POSITION

IDLE DEADBAND ADJUSTING BOLT

IDLE POSITION

OPdoPELLERsPEEosELEET

REVERSE POSITION

I

24)FRONT FORK END!

ROD END PROPELLERRING, O

To COCKPIT CONTROLLEVER

SERVO PISTON

PROPELLER GOVERNOR IRM

(NON-STOL APPLICATION)

OPROPELLER

GOYERNMI

FEATHER RETURN SPRINGS

FRONT LIFTING BRACKET

O

DIM.Z

31

~FCU OPROPELLW ~CIM

FRONT SWIVEL JOINT

5WIYELJ~INT

*CTU~ITING LEYER

SPRING RETAINER CUP

25

26

MLUhllER LEYER

DETAIL

YA

PITCH STOP ADJUSTER

CONTROL CfiM

A

rC

SPRING STOP DIM. X------~

PROPELLER CONSTANT 21 )SPEED CONTROL UNIT STOP

WIRE ROPE CASING

HIGH PITCH AND FEATHER

PROPELLER GOVERNOR~ ACTUATING LEVER

LOW-STOP ROD

SPRING, REVERSE RETURN

POWER TURBINE GOVERNOR LINE

33 R

~aoJusnao

PUSH-PULL WIRE ROPE

SPPICER

PROPELLER FEEDBACK RING

40 )POWER TURBINE GOVERNOR MAXIMUM STOP

42)POWER

O

15

43

mRBINE GOVERNOR INTERCONNECT RW

(LOWERJ

POWER TURBINE GOVERNOR LEVER

POWER TURBINE GOVERNOR LINE (Py)

32)LOCK-BOLT

CAM FOLLOWER PIN

FCU REVERSING LEVER

14

PROPELLER REVERSING LEVER (CARBON BLOCKS (25) NOT SHOWN)

41 )pOWER TURBINE GOVERNOR ARM

r~carPnPowEa CONTROL LEIIER

STOL CAM SLOT CONFIGURATION

LOW PITCH AND REVERSE

16

FCU INTERCONNECT ROD

FRONT LIFTING 20 BRACKET

CENTER FIRESEAL

POWER CONTROL LEVER

LOW-PITCH ADJUSTER STOP

D

REAR FIRESEAL

13 )Ne

28

Mnx. STOP

44

12 )FCU

FUEL CONTROL UNIT (FCU)

~j)

ARM EXTENSION

FCU CONTROL nRM

DETAIL

10 )CUT-OFF VALVE LEVER

(PT6A-6B

Engine

and -20

Controls and

Figure

C1849A

Engines)

Reversing

C

POST-SB298

Installation

1-12-3

Page

1-12-7/8

Feb 01/2002

LOCKNUT

RETAINING PLATE

DETAIL

B

34) SPRING

PRATT

WHITNEY CANADA


10

POWER CONTROL LEVER

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)

A.

The

B.

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

A

propeller control cam is coupled through a push-pull wire rope to the~ upper end of propeller reversing lever. The mid-point of the reversing lever is connected through 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.

the

D.

a

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 the propeller governor to change the propeller pitch. The resulting movement propeller 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. causes

of the

E.

In the Beta control range, movement of the power control lever from IDLE up to the 90% position will select increasing propeller blade pitch angles. Movement of the lever from IDLE to REVERSE will select decreasing propeller pitch

approximately angles F

until the ~full

reverse

pitch

is obtained.

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

Feb 01/2002

PRATT

WHITNEY CANADA


11.

NON-STOL APPLICATIONS A.

The installation of Non-Stot 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 Lo-idle position up to the Take-Off position of the power control lever travel (refer to Figure 1-12-3 for a detail of the Non-Stol cam). The reverse 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 cockpit power control lever from Idle to Take-Off position, direct effect upon propeller pitch.

to Reverse. Movement of the

therefore, has B.

no

Reduced idle power may be obtained by selecting below idle at which point a 12" dead band allows selection of a flat, fine low without increasing the FCU power lever travel.

Page

1-12-10

Feb 01/2002

WHITNEY CANADA

PRATT


PART 1

SECTION 13



(PT6A-20A 1.

AND PT6A-20B

ENGINES)

GENERAL A.

engine reversing propeller installation consists of a single-acting hydraulic propeller by a propeller governor, combining the functions of a normal propeller governor (CSU), a reversing valve and a power turbine governor (Nf).

The

controlled

B.

and propeller combination has three cockpit controls: a fuel cut-off 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 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.

The

integrated engine

lever,

2.

a

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 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.

ring

Page 1-13-1/2 Feb 01/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


STOL CAM

r PUSH-PULL CONTROL

l~j)

7

o

o

SPEED ADJUSTING LEVER O

o

SPEEDER SPRING FCU ARM

r PILOTVALVE

PY~

n

RESET POST BETA CONTROL VALVE AIR BLEED LINK

_

MINIMUM GOVERNING ADJUSTMENT

RETURN TO PUMP

TO SUMP PITCH LOCK SOLENOID VALVE

I

FROM PUMP

I I TEST SOLENOID


ii:

J

PITCH LOCK SOLENOID ACTUATING SWITCH

and -208

C1353

Engines)

Propeller Reversing Installation Figure 1-13-1

Schematic

Page

HYDRAULIC LOW PITCH ADJUSTMENT

COUNTERWEIGHT

TO SUMP

(PT6A-20

1

BETA ROD

1-13-314

Feb 01/2002

PRATT

WHITNEY CANADA


If

3.

PROPELLERGOVERNOR A.

propeller governor performs three functions. Under normal flight conditions it acts 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. The

as a

propeller governor is a single-acting centrifugal type mounted at thel2 o’clock position on the reduction gearbox front case (see Figure 1-13-2). in forward thrust operation, the function of the propeller govemor is to boost engine pressure oil to decrease propeller blade pitch, while the centrifugal force of the blade counterweights, assisted by feathering spring, tends to increase the pitch.

B.

The

C.

The

D.

A maximum

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. 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 it against the maximum stop.

moves

Page 1-13-5/6 Feb 01/2002

WHITNEY CANADA

PRATT


PROPELLER CONTROL CAM

1)(2)REARFORKEND NON-STOL CAM SLOT CONFIGURATION

3

LOCKNUT

O

REARWIRE

ROPE RERMINAL

SPEED ADJUSTING LEVER

TO COCKPIT PROPELLER CONTROL LEVER

O

O

24 )FRONT FORK 4 )CLAMPING

/h~\P_

EXTENSION SPRING

BOLT

900~10

IDLE POSITION

CAM FOLLOWER LEVER

(NON-STOL APPLICATION)

REVERSE POSITION

TAKE-OFF POSITION

COUPLING WIRE ROPE CASIIIG

NUT( 40

(43~

~WIRE ROPE(46

LEVER( 6

‘r\

2

PROPELLER GOVERNOR AIR

18

CAM FOLLOWER LEVER

DETAIL

PROPELLER GOVERNOR INTERCONNECT ROD

9

PUSH-PULL WIRE ROPE

HI-IDLE

P~-´•

7

FOLLOWER PIN

15

25

r

47)\(36)

(38

26~

j

SPRING( 34

P~t

U\

301

IT.

Y~MAX.STOP

FUELCONTROL UNIT (FCU)

12 )FCU

39

48

)Ns

FRONTWIRE ROPE TERMINAL

SELF-LOCKING

FIRESEAL

24

39

36

MAX. STOP

33

32

MAx. STOP

ARM EXTENSION

1

\~c(33)

32

LOCKBOLT

41 GOVERNOR AIR BLEED

LINK( 35

(REF.) PROPELLER GOVERNOR( INTERCONNECTROD

26 PT6A-20A PUSH-PULL CONTROL RODARRANGEMENT

41

I

26 PT6A-20B PUSH-PULL CONTROL ROD ARRANGEMENT (TELESCOPIC UNIT)

Engine

BETA VALVE CLEVIS

CARBON BLOCK

10 )CUT-OFF VALVE

PT6A-20A and -208 Controls and

Figure

C1850B

Engines)

Reversing

Installation

1-13-2

Page

BOLT


l+p~

~tlpy

11 )FCU CONTROL ARM

31

FRONT FORK NED

REAR FIRESEAL

(i 4) FCU INTERCONNECT ROD 13

(26

LOCKNUT( 30

FRONT SWIVEL JOINT

24)

ADJUSTER STOP

NUT

INSULATION GASKET

/’i~

PROPELLER GOVERNOR INTERCONNECT ROD

38

LOW PITCH

LOCKNUT( 28

42)SELF-LOCKING

LEVER45m

FCU REVERSING LEVER

COMPRESSOR SPRING

PROPELLER FEEDB9~CI( RING

CLAMP

II

(16)POWER CqN]TqOL

CASTELLATED NUT

27

LOW PITCH STOP ADJUSTER

19 )LOCKNUT

COCKPIT POWER CONTROL LEVER

17

TELESCOPIC TERMINAL HOUSING

LOW STOP ROD

44)BRACKET

40

8

A

POST-SB298

2

SPRING, REVERSE RETURN

26

0

ADJUSTING SPACER

HIGH PITCH AND FEATHER i

CASING

1

PROPELLER CONTROL CAM

LOW PITCH AND REVERSE

WIRE ROPE

PRESSURETUBE(Py)

37) RETAINING PLATE

(25) LOW PITCH STOP ALUUSTER

REARSWIVEL JOINT

/’SPRINGRETAINERCUP

A

"i~

_>

o

REAR FORK END

FEATHER RETURN SPRINGS

i

i’


SERVO PISTON

~:PI

D

FCU ACTUATING

PROPELLER-TYPICAL FEATHERED POSITION)

END~/’n"

I iC

LZ~g

20


(088. ONLY)

RING,RODEND

21

SETTING MAX. STOP

~I

5 IDLE DEADBAND ADJUSTING BOLT

22

PROPELLER GOVERNOR

PROPELLER CUTAWAY

COUNTERWEIGHT

1-13-718

Feb 01/2002

iI

PRATT

WHITNEY CANADA


F.

The Beta valve, incorporated in the

valve, and mechanically connected

propeller governor pump output line to the pilot propeller reversing lever, is designed so will initially block off high pressure oil to the propeller

to the

that forward movement of the valve 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

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. servo

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

valve H

governing role. operation.

A test switch is

incorporated

in the

system

to

functionally

test

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 Feb 01/2002

PRATT

WHITNEY CANADA


i.

during normal forward thrust possible power turbine overspeed in the event of a propeller governor failure. During reverse thrust operation, the propeller govemor power turbine section is set below the propeller governor selected speed. This acts to control propeller speed via the FCU servo system (Py), and thus reduce the power supplied by the gas generator to below that required to maintain approximately 5% less than the selected propeller speed. A yoked bellcrank, operating off the flyweight head, opens a pneumatic orifice as speed is increased. The orifice is -connected to the pneumatic servo system of the FCU and opening of the orifice reduces fuel metered to the engine. The speed at which the propeller governor power turbine section operates is dependent on the speed selected on the governor and the position of the air bleed link. This link is normally set so that the propeller governor power turbine section will control Nf at approximately 6% higher than the selected speed in its maximum position and approximately 4% lower in its minimum position. The propeller governor power turbine section "droop" is approximately 4%, thus in maximum position, the governor will commence governing at 102% and fully govern at 106%. It should be noted that repositioning the air bleed link to its minimum position brings the yoke into contact with the pilot valve and brings in a spring load in addition to the speeder spring which the flyweights must overcome to control propeller speed. This effect causes propeller governed speed to increase to about 1% higher than nominally selected. The function of the

operation, is

4.

to

propeller

governor Nf section,

protect the engine against

a


condition in forward thrust, the forces acting on the engine, and propeller governor propeller combination are in a state of balance. With the propeller set to obtain the desired rpm and the propeller blades in the lever speed adjusting absorb to the power developed by the engine, the centrifugal force of correct pitch range 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

During

an

on-speed

pump. 5.


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

Feb 01/2002

PRATT

WHITNEY CANADA


6.


propeller speed adjusting lever set to the desired rpm, a condition of underspeed 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 With the occurs

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

positioned 7.

the governor

flyweights,

which

cause

the

pilot

valve

plunger to again

be

port.


8.

by

to close the oil

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.

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


TABLE OF CONTENTS

PAGE

SUBJECT PART 2 SECTION 1 1.

2.

3.

4.

5.

6.

GENERAL PROCEDURES

ENGINE OIL SYSTEM SERVICING

LUBRICATING OIL

2-1-1

A.

General

2-1-1

B.

CHANGE OF OIL BRAND

2-1-1

OIL LEVEL CHECK

2-1-2

A.

General

2-1-2

B.

Procedure

2-1-2

OIL SYSTEM DRAINAGE

2-1-2

A.

2-1-2

Procedure

OIL SYSTEM FILLING

2-1-3

A.

2-1-3

Procedure

OIL SYSTEM FLUSHING

2-1-5

A.

General

2-1-5

B.

Procedure

2-1-5

PATCH MAKING PROCEDURE

2-1-6

A.

2-1-6

Procedure

SECTION 2

PREPARATION FOR SERVICE OR STORAGE

INTRODUCTION 1.

GENERAL

2-2-1

2.

HUMIDITY CONTROL

2-2-1

3.

REACTIVATION OF DESSICANT

2-2-1

A.

2-2-1

Procedure

4.

STORAGE OF ENGINE

2-2-2

5.

STACKING FOR STORAGE

2-2-3

PART2 CONTENTS

Dec

02/2005Page

1

PRATT

WHITNEY CANADA


TABLE OF CONTENTS

PAGE

SUBJECT SECTION 2


(Cont’d)

REMOVAVINSTALLATION 6.

7.

8.

GENERAL A.

Precautions

2-2-3

B.

Types

2-2-4

11.

A.

2-2-4

13.

Procedure

REMOVAL OF ENGINE FROM FIBERBOARD CONTAINER TYPE PK562

2-2-5

Procedure

2-2-5

REMOVAL OF ENGINE FROM FIBERBOARD CONTAINER TYPE PK1325

2-2-7

Procedure

2-2-7

INSTALLATION OF ENGINE IN METAL CONTAINER

2-2-9

A.

General

2-2-9

B.

Procedure

2-2-9

PREPARATION OF FIBERBOARD CONTAINER A.

12.

Engine Slings

2-2-4

A. 10.

Of

REMOVAL OF ENGINE FROM METAL CONTAINER

A. 9.

2-2-3

TYPE PK562

2-2-12

Procedure

2-2-12

INSTALLATION OF ENGINE IN FIBERBOARD CONTAINER TYPE PK562

2-2-13

A.

General

2-2-13

B.

Procedure

2-2-13

INSTALLATION OF ENGINE- IN FIBERBOARD CONTAINER TYPE PK1325 (PT6A-6/C20, -20, -20A and -208 ENGINES

ONLY)

2-2-14

A.

General

2-2-14

B.

Procedure

2-2-14

PART2 CONTENTS

Dec

02/2005Page

2

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


TABLE OF CONTENTS

SUBJECT SECTION 2

PAGE PREPARATION FOR SERVICE OR STORAGE

(Cont’d)

ENGINE PRESERVATION/DEPRESERVATION 14.

GENERAL B.

15.

17.

2-2-17

Procedure

2-2-17 2-2-17

A.

2-2-17

Procedure

ENGINE FUEL SYSTEM PRESERVATION

2-2-18

Procedure

2-2-18

ENGINE DEPRESERVATION SCHEDULE A.

19.

2-2-16

ENGINE OIL SYSTEM PRESERVATION

A.

18.

Fuel Control Unit

ENGINE PRESERVATION SCHEDULE A.

16.

2-2-16

2-2-19

Procedure

2-2-19

ENGINE DEPRESERVATION

2-2-20

A.

2-2-20

Procedure

SECTION 3

CLEANING

INTRODUCTION 1.

GENERAL

2-3-1

SPECIFIC PARTS 2.

FUEL AND OIL TUBES

3.

OIL FILTER ELEMENT A.

Conventional

B.

Electrosonic

2-3-1

(Post-SB1118 ENGINES)

Cleaning Cleaning

2-3-1

Procedure

2-3-1

Procedure

2-3-2

4.

AIR INLET SCREEN

2-3-2

5.

GLOW PLUGS

2-3-4

A.

(Pre-SB1429)

Cleaning

2-3-4

PART2 CONTENTS

Dec

02/2005Page

3

PRATT

WHITNEY CANADA


TABLE OF CONTENTS

PAGE

SUBJECT SECTION 3 6.

SPARK IGNITERS A.

7.

8.

11.

2-3-4

(Post-SB1429)

2-3-4

Cleaning

2-3-4

2-3-5

Cleaning

2-3-5 2-3-8

Cleaning

2-3-8


2-3-8

A.

2-3-8

Cleaning

CHIP DETECTOR

2-3-10

Cleaning

2-3-10

A. 12.

Cleaning

FUEL PUMP INLET SCREEN A.

10.

2-3-4

FUELMANIFOLD ADAPTER ASSEMBLIES A.

9.

(Post-SB1429)

IGNITION EXCITER A.

(Cont’d)

CLEANING

P3 FILTER ELEMENT

(Post-SB1294)

A.

Conventional

B.

Electrosonic Cleaning Procedure

Cleaning

2-3-10

Procedure

2-3-10

2-3-10

FIELD CLEANING 13.

14.

GENERAL K.

Minimizing

L.

Borescope Inspection

16.

Attack

2-3-13 2-3-13

INTERNAL WASH A.

15.

2-3-12

2-3-14

General

2-3-14

INTERNAL WASH METHODS

2-3-14

A.

2-3-14

General

RECOMMENDED WASH SCHEDULE

PART2 CONTENTS

2-3-17

Dec

02/2005Page

4

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TABLE OF CONTENTS


18.

PAGE CLEANING

(Cont’d)

EQUIPMENT REQUIRED

2-3-18

A.

2-3-18

General

PREPARATION OF SOLUTIONS

2-3-22

INTERNAL WASHES 19.

20.

ENGINE MOTORING WASH

2-3-22

A.

2-3-22

COMPRESSOR TURBINE DESALINATION WASH A.

21.

22.

Procedure

2-3-25

Procedure

2-3-25

PERFORMANCE RECOVERY WASH

2-3-28

A.

2-3-28

Procedure

ENGINE RUNNING WASH A.

2-3-29

Procedure

2-3-29

FUEL NOZZLE CLEANING 23.

Preparation

and

Cleaning

2-3-30

A.

Equipment

2-3-30

B.

Preparation

2-3-30

C.

Cleaning

2-3-31

D.

Post-cleaning

2-3-32

ENGINE EXTERNAL WASH 24.

General

SECTION 4

2-3-32

STANDARD PRACTICES

1,

GENERAL

2-4-1

2.

PREFORMED PACKINGS, PACKING RETAINERS AND GASKETS

2-4-1

3.

LUBRICATION OF PREFORMED PACKINGS

2-4-2

A.

2-4-2

Procedure

PART2 CONTENTS

Dec

02/2005Page

5

WHITNEY CANADA

PRATT


TABLE OF CONTENTS SUBJECT

FAG E

SECTION 4 4.

STANDARD PRACTICES

(Cont’d)

ANTIGALLING AND ANTISEIZE COMPOUNDS

2-4-2

A.

2-4-2

Procedure

5.

LOCKING DEVICES

6.

KEYWASHERS A.

2-4-3

(TAB

AND CUP

TYPES)

2-4-3

Procedure

2-4-3

7.

RETAINING RINGS

8.

LOCKWIRE

2-4-5

9.

LOCKING PROCEDURES

2-4-5

HARDWARE IDENTIFICATION

2-4-6

10.

METAL PARTICLES

(SPIROLOX, ETC.)

2-4-5

IDENTIFICATION

11.

GENERAL

2-4-12

12.

PRE-REQUISITES

2-4-12

A.

2-4-12

13.

Equipment Required

TEST PROCEDURES A.

2-4-14

Procedure

2-4-14

MARKING OF PARTS 14.

GENERAL

2-4-15

15.

PERMANENT MARKING METHODS

2-4-16

A.

2-4-16

Procedure

TEMPORARY MARKING METHODS 16.

17.

PROCEDURE

2-4-16

A.

Definition

B.

Temporary Marking

of Cold Areas

C.

Temporary Marking

of Hot

2-4-16

2-4-16

Cold Sections

2-4-17

MARKING LOCATIONS

2-4-17

PART2 CONTENTS

Dec

02/2005Page

6

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WHITNEY CANADA


TABLE OF CONTENTS


PAGE STANDARD PRACTICES

(Cont’d)

MARKING SIZE

2-4-17

WELDING 19.

GENERAL

2-4-17

20.

CLEANING BEFORE WELDING

2-4-18

21.

WELDING PROCEDURE

2-4-18

A.

2-4-18

Procedure

22.

CLEANING AFTER WELDING

2-4-19

23.

LOCAL STRESS RELIEF

2-4-20

24.

INSPECTION OF WELDING

2-4-20

STANDARD INSPECTION PROCEDURE 25.

GENERAL

2-4-20

26.

INSPECTION GAGES

2-4-21

ELBOW FITTINGS 27.

28.

REMOVAL

2-4-21

A.

2-4-21

Procedure

INSTALLATION

2-4-22

A.

Procedure

2-4-22

B.

Fluid and Pneumatic Lines

2-4-22

TOUCH-UP SOLUTION 29.

CHROME PICKLE SOLUTION

RGB AND AGE 2-4-23

A.

2-4-23

Preparation

SECTION 5 1.

(MAGNESIUM

HOUSINGS)

TORQUE RECOMMENDATIONS

GENERAL

2-5-1

PART2 CONTENTS

Dec

02/2005Page

7

WHITNEY CANADA

PRATT





(Cont’d)

TQRQUE WRENCH AND EXTENSIONS

2-5-1

A.

2-5-1

Usage of Extension

to

Torque

Wrench

3.

NUTS, BOLTS AND SCREWS

2-5-2

4.

SELF-LOCKING NUTS

2-5-2

A.

2-5-2

5.

Procedure

CASTELLATED NUTS

2-5-2

6.

SLOTTED, STEEL LOCKNUTS

2-5-2

7.

STANDARD AND STEPPED STUDS

2-5-2

8.

HOSE, TUBING AND THREADED CONNECTORS

2-5-2

SECTION 6

TESTING

INTRODUCTION 1.

GENERAL

2-6-1

2.

ENGINE CONDITION TREND MONITORING

2-6-1

3.

SYMBOLS

2-6-1

GROUND SAFETY PRECAUTIONS 4.

GENERAL

2-6-2

5.

AIR INTAKE

2-6-2

6.

PROPELLER WINDMILLING

2-6-2

7.

ENGINE EXHAUST

2-6-4

8.

EXHAUST GASES

2-6-4

9.

COOL-DOWN

2-6-4

JET FUEL AND LUBRICATING OIL

2-6-4

10.

TEST INFORMATION 11.

GENERAL

2-6-4

12.

PRECIPITATION

2-6-5

PART2 CONTENTS

Dec

02/2005Page

8

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TABLE OF CONTENTS

SUBJECT

PAGE

SECTION 6 -TESTING 13.

(Cont’d)

FUEL

2-6-5

14.~ INSTRUMENTS

2-6-5

15.

GROUND OPERATING LIMITS

2-6-5

16.

INADVERTENT CUT-OFF AND RELIGHT DURING TAXI

2-6-8

17.

ENGINE OVERTEMPERATURE

2-6-8

18.

ENGINE OVERSPEED

2-6-8

19.

ENGINE OVERTORQUE

2-6-8

EXTREME WEATHER CONDITIONS 20. 21.

COLD WEATHER PROCEDURES

2-6-13

HOT-WEATHER PROCEDURES

2-6-14

GROUND TESTING 22.

GENERAL A.

23.

26.

27.

2-6-14

PRESTART

2-6-15

Procedure

CHECK NO. 2 A.

25.

and Definitions

CHECK NO. 1 A.

24.

Purpose

2-6-14

2-6-15

ENGINE START

2-6-15

Procedure

2-6-15

UNSATISFACTORY START

2-6-16

A.

2-6-16

Procedure

MOTORING RUN

2-6-16

A.

General

2-6-16

B.

Procedure

2-6-16

CHECK NO. 3 A.

Procedure

B.

Adjustment

SETTING MAXIMUM GENERATOR SPEED

2-6-17 2-6-17

of Gas Generator Control

PART2 CONTENTS

2-6-18

Dec

02/2005Page

9

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TABLE OF CONTENTS

PAGE

SUBJECT SECTION 6 28. 29.

TESTING

(Cont’d)

TRIM SPEED DATA PLATE

CHECK NO. 4

2-6-18

ENGINE PERFORMANCE AND DATA PLATE

TRIM SPEED

30.

A.

General

2-6-18

B.

Performance Check Procedure

2-6-18

CHECK NO. 5 A.

31.

32.

ACCELERATION CHECWADJUSTMENT

Procedure

2-6-19

2-6-23

A.

2-6-23

Procedure

CHECK NO. 6

ENGINE SHUT-DOWN

2-6-27

GENERAL

35.

PROPELLER GOVERNOR CHECKS ENGINES ONLY)

37.

38.

39.

REPLACEMENT 2-6-29

(PT6A-20A AND

PT6A-20B 2-6-31

Procedure

2-6-31

PROPELLER FEATHERING CHECK PT6A-20 ENGINES

PT6A-6 SERIES AND 2-6-33

Procedure

2-6-33

POWER TURBINE GOVERNOR CHECK PT6A-20 ENGINES A.

2-6-29 2-6-29

34.

A.

COMPONENTS

General

CHECKS AFTER COMPONENT REPAIR

A.

2-6-27

Procedure

PERMISSIBLE FIELD ADJUSTMENT A.

36.

2-6-19

TORQUEMETER FUNCTION TEST

A. 33.

2-6-18

PT6A-6 SERIES AND 2-6-34

Procedure

2-6-34

POWER TURBINE GOVERNOR CHECK ENGINES

PTGB SERIES 2-6-35


2-6-35

PART2 CONTENTS

Dec

02/2005Page

10

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MAINTENANCE MANUAL


TABLE OF CONTENTS


TESTING

(Cont’d)

FUEL CONTROL UNIT CHECK A.

41.

FAG E

2-6-36

Procedure

2-6-36

FUEL PUMP CHECK

2-6-36

A.

2-6-36

Procedure

42.

CHECKS AFTER COMPONENT REPLACEMENT

2-6-36

43.

PRESSURE TESTING FUEL CONTROL PNEUMATIC SYSTEM

2-6-36

A.

2-6-36

Procedure

IDLE SPEED ADJUSTMENTS 44.

GENERAL

45.

MINIMUM GOVERNING A.

46.

2-6-37

SPEED CHECK

(IDLE)

2-6-40

Procedure

2-6-40

MINIMUM FUEL FLOW ADJUSTMENT ON FUEL CONTROL UNIT

(FCU) A.

2-6-40

Procedure

2-6-40

ENGINE FINAL CHECKOUT 47.

CHECKS AND ADJUSTMENTS

2-6-42

A.

2-6-42

Procedure

SECTION 7 1.

TROUBLESHOOTING

GENERAL

2-7-1

A.

2-7-1

Procedure

2.

ENGINE CONDITION TREND MONITORING SYSTEM

2-7-1

3.

TROUBLESHOOTING

2-7-2

A.

Procedure

2-7-2

B.

Engine

C.

Lubricating

Condition Trend

Monitoring (ECTM)

Shift

2-7-2

Oil Contamination

PART2 CONTENTS

2-7-39

Dec

02/2005Page

11

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TABLE OF CONTENTS

PAGE

SUBJECT

SECTION 8

CONSUMABLE MATERIALS

1.

GENERAL

2-8-1

2.

SPECIFICATIONS

2-8-1

3.

TRADE NAME PRODUCTS

2-8-1

4.

SUPPLIER CODES AND ADDRESSES

2-8-9

PART2 CONTENTS

Dec

02/2005Page

12

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL



PART

PART

SECTION LEP

Contents

FAG E

DATE

SECTION

DATE

FAG E

1

Dec 02/2005

2-2-7

Jun 06/2003

2

Dec 02/2005

2-2-8

Jun 06/2003

3

Dec 02/2005

2-2-9

Jun 06/2003

4 blank

Dec 02/2005

2-2-10

Jun 06/2003

2-2-11

Jun 06/2003

1

Dec 02/2005

2-2-12

Jun 06/2003

2

Dec 02/2005

2-2-13

Jun 06/2003

3

Dec 02/2005

2-2-14

Jun 06/2003

4

Dec 02/2005

2-2-15

Jun 06/2003

5

Dec 02/2005

2-2-16

Jun 06/2003

6

Dec 02/2005

2-2-17

Jun 06/2003

7

Dec 02/2005

2-2-18

Jun 06/2003

8

Dec 02/2005

2-2-19

Jun 06/2003

9

Dec 02/2005

2-2-20

Jun 06/2003

10

Dec 02/2005

11

Dec 02/2005

2-3-1

Jun 06/2003

12

Dec 02/2005

2-3-2

Feb 01/2002

Section 3

2-3-3

Feb01/2002

List of

1

Dec 02/2005

2-3-4

Jun 06/2003

Figures

2

Dec 02/2005

2-3-5

Jun 06/2003

3

Dec 02/2005

2-3-6

Feb 01/2002

4

Dec 02/2005

2-3-6 A

Jun 06/2003

2-3-6 B blank

Jun 06/2003

List of

1

Dec 02/2005

2-3-7

Jun 06/2003

Tables

2 blank

Dec 02/2005

2-3-8

Jun 06/2003

2-3-9

Feb 01/2002

Section 1

Section 2

2-1-1

Dec 02/2005

2-3-10

Feb 01/2002

2-1-2

Dec 02/2005

2-3-11

Feb 01/2002

2-1-3

Dec 02/2005

2-3-12

Feb 01/2002

2-1-4

Dec 02/2005

2-3-13

Feb 01/2002

2-1-5

Dec 02/2005

2-3-14

Feb 01/2002

2-1-6

Dec 02/2005

2-3-15

Feb 01/2002

2-1-7

Dec 02/2005

2-3-16

Feb 01/2002

2-1-8 blank

Dec 02/2005

2-3-17

Feb 01/2002

2-3-18

Feb 01/2002

2-2-1

Jun 06/2003

2-3-19

Feb 01/2002

2-2-2

Jun 06/2003

2-3-20

Feb 01/2002

2-2-3

Jun 06/2003

2-3-21

Feb 01/2002

2-2-4

Jun 06/2003

2-3-22

Feb 01/2002

2-2-5

Jun 06/2003

2-3-23

Feb 01/2002

2-2-6

Jun 06/2003

2-3-24

Jun 06/2003

PART2 LEP

Dec

02/2005Page

1

PRATT

WHITNEY CANADA



PART

SECTION

PART FAG E

DATE

SECTION

FAG E

Section 6

2-6-1

2-3-25

Feb 01/2002

2-3-26

Feb 01/2002

2-6-2

2-3-27

Feb 01/2002

2-6-3

2-3-28

Feb 01/2002

2-6-4

2-3-29

Feb 01/2002

2-6-5

2-3-30

Feb 01/2002

2-6-6

2-3-31

Feb 01/2002

2-6-7

2-3-32

Feb 01/2002

2-6-8 2-6-9

Section 4

2-4-1

Aug Aug

27/2004

2-6-10

2-4-2

27/2004

2-6-11

2-4-3

Feb 01/2002

2-6-12

2-4-4

Feb 01/2002

2-6-13

2-4-5

Feb 01/2002

2-6-14

2-4-6

Feb 01/2002

2-6-15

2-4-7

Feb 01/2002

2-6-16

2-4-8

Feb 01/2002

2-6-17

2-4-9

Feb 01/2002

2-6-18

2-4-10

Feb 01/2002

2-6-19

2-4-11

Feb 01/2002

2-6-20

2-4-12

Feb 01/2002

2-6-21

2-4-13

Feb 01/2002

2-6-22

2-4-14

Feb 01/2002

2-6-23

2-4-15

Feb 01/2002

2-6-24

2-4-16

Feb 01/2002

2-6-25

2-4-17

Feb 01/2002

2-6-26

2-4-18

Feb 01/2002

2-6-27

2-4-19

Feb 01/2002

2-6-28

2-4-20

Feb 01/2002

2-6-29

2-4-21

Feb 01/2002

2-6-30

2-4-22

Feb 01/2002

2-6-31

2-4-23

Aug

27/2004

2-6-32

2-4-24

Feb 01/2002

2-6-33

2-4-25

Feb 01/2002

2-6-34

2-4-26 blank

Feb 01/2002

2-6-35 2-6-36

Section 5

2-5-1

Feb 01/2002

2-6-37

2-5-2

Feb 01/2002

2-6-38

2-5-3

Feb 01/2002

2-6-39

2-5-4 blank

Feb 01/2002

2-6-40 2-6-41

PART2 LEP

DATE

Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr

Dec

02/2004 02/2004 02/2004 02/2004 02/2004 02/2004 02/2004

02/2004 02/2004

02/2004 02/2004 02/2004 02/2004 02/2004 02/2004 02/2004

02/2004 02/2004 02/2004 02/2004

02/2004 02/2004 02/2004 02/2004 02/2004 02/2004 02/2004 02/2004 02/2004 02/2004

02/2004 02/2004 02/2004

02/2004 02/2004 02/2004 02/2004

02/2004 02/2004 02/2004

02~004

02/2005Page

2

PRATT

WHITNEY CANADA



PART

SECTION

PART

PAGE 2-6-42 2-6-43 2-6-44 blank

DATE

SECTION

Apr 02/2004 Apr 02/2004 Apr 02/2004

FAG E 2-7-38 2-7-39 2-7-40 2-7-41

Section 7

2-7-1 2-7-2 2-7-3 2-7-4 2-7-5 2-7-6 2-7-7 2-7-8 2-7-9 2-7-10 2-7-11 2-7-12

2-7-13 2-7-14

2-7-15 2-7-16 2-7-17 2-7-18

2-7-19 2-7-20 2-7-21 2-7-22 2-7-23 2-7-24

2-7-25 2-7-26 2-7-27 2-7-28 2-7-29 2-7-30 2-7-31 2-7-32 2-7-33

2-7-34 2-7-35 2-7-36 2-7-37

Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug

16/2002

2-7-42

16/2002

2-7-43

16/2002

2-7-44

DATE

Aug 16/2002 Aug 16/2002 Aug 16/2002 Aug 16/2002 Aug 16/2002 Aug 16/2002 Aug 16/2002

16/2002

16/2002

Section 8

2-8-1

16/2002

2-8-2

16/2002

2-8-3

16/2002

2-8-4

16/2002

2-8-5

16/2002

2-8-6

16/2002

2-8-7

16/2002

2-8-8

16/2002

2-8-9

16/2002

2-8-10

16/2002

2-8-11

16/2002

2-8-12

16/2002

2-8-13

16/2002

2-8-14

16/2002

2-8-15

16/2002

2-8-16

16/2002

2-8-17’

16/2002

2-8-18

16/2002

2-8-19

16/2002

2-8-20

16/2002

2-8-21

16/2002

2-8-22

16/2002

2-8-23

16/2002

2-8-24

16/2002

2-8-25

16/2002

2-8-26

16/2002

2-8-27

16/2002

2-8-28

16/2002

2-8-29

16/2002

2-8-30

16/2002

2-8-31

16/2002

2-8-32

16/2002

2-8-33

PART2 LEP

Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug

Dec

27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004

27/2004 27/2004 27/2004 27/2004 27/2004

27/2004 27/2004 27/2004 27/2004

27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004

02/2005Page

3

PRATT

WHITNEY CANADA



PART

SECTION

DATE

PAGE 2-8-34 blank

Aug

27/2004

PART2 LEP

Dec

02/2005Page

4

WHITNEY CANADA

PRATT


LIST OF FIGURES

PAGE

FIGURE

Dipstick Assembly Figure

2-1-1

Metal

Components Figure

Shipping

Container

Fiberboard Container Fiberboard

Shipping

2-1-4

Components

Container

Electrosonic Cleaner

Bleed Valve

Electrosonic Cleaner Pressure

Testing

Figure

Existing

of

Lockwire Procedures

2-3-3 2-3-6

(Typical) Figure

System Figure

Figure

2-3-4

2-3-11

2-3-5

2-3-15

2-3-6

2-3-19

2-3-7

Wash

Locking Type

2-3-1

2-3-9

2-3-20

Ring Figure

2-3-8

Removal/i nstallation of Turbine Wash Tube

Examples

2-2-8

2-3-3

Schematic

Figure

2-2-2

2-3-2

Fuel Control Pneumatic

Water Wash Wand

Figure

2-2-10

P3 Air Filter Element

Compressor Wash Rig

Modification to

Figure

2-2-6

2-2-3

Oil Filter Element

Flushing Fixture (Fuel Nozzles) Figure

Compressor

PK562

Type

Figure

2-2-1

Washers

Figure

Figure

2-3-21 2-3-9

2-3-26

2-4-1

2-4-4

Figure

2-4-2

Lockwiring Examples Figure

2-4-3

(Sheet


2-4-3

(Sheet 2)

2-4-9


2-4-3

(Sheet 3)

2-4-10

Hardware Code Identification

2-4-7

Figure

1 of

Torque

Fitting (Typical) Figure

Wrench and Extension

Exhaust

Figure

Danger Areas -Typical Figure

Inadvertent Cut-off and

Overtemperature

Limits

2-4-8

2-4-4

2-4-11

Identification of Reduced Pitch Diameter Bolt Installation of Elbow

3)

Relight During

Figure

2-4-5

2-4-13

2-4-6

2-4-24

2-5-1

2-5-3

2-6-1

Taxi

2-6-3

Figure

2-6-2

2-6-9

(All Conditions except Starting) Figure

Overtemperature limits (Starting Conditions Only) Figure

2-6-3

2-6-10

2-6-4

PART 2 LIST OF FIGURES

2-6-11

Dec

02/2005Page

1

PRATT

WHITNEY CANADA


LIST OF FIGURES

FIGURE

FAG E

Overtorque Limits

All

Engines Figure

2-6-5

2-6-12

Part Power Trim Check Curve

Figure

2-6-6

(Sheet


Figure

2-6-6

(Sheet 2)

Fuel Control

Adjustment -Typical Figure

and Data Plate Trim

Engine Performance (Sheet 2)

and Data Plate Trim

Acceleration Time

Ambient

2-6-20 2-6-21 2-6-22

Speed Check

Curve

Figure

2-6-8 2-6-24

Speed Check

Curve

Figure

2-6-8 2-6-25

vs

Power Turbine Governor

Temperature Figure

Adjustments Figure

Propeller Governor Adjustments Figure

Testing

2)

2-6-7

Engine Performance (Sheet 1 of 2)

Pressure

1 of

2-6-9

2-6-26

2-6-10

2-6-30

2-6-11


2-6-32

System Figure

2-6-12

2-6-38

Gas Generator Speed Range at Minimum Fuel Flow for Various Pressure Altitudes Figure 2-6-13

Typical

Gas Generator

Speed

Minimum Fuel Flow

for Pressure Altitude at Minimum Fuel Flow

Adjustment Figure

Figure

2-6-39 2-6-14

2-6-41

2-6-15

2-6-43

Engine Starting

Fault Isolation Chart

Figure

2-7-1

(Sheet

Engine Starting


Figure

2-7-1

(Sheet 2)

2-7-4

Engine Starting


Figure

2-7-1

(Sheet 3)

2-7-5

Engine Starting Fault Isolation Chart Figure

2-7-1

(Sheet 4)

2-7-6

1 of

7)

2-7-3

Engine Starting


Figure

2-7-1

(Sheet 5)

2-7-7

Engine Starting


Figure

2-7-1

(Sheet 6)

2-7-8

Engine Starting


Figure

2-7-1

(Sheet 7)

2-7-9

Engine Operating


Figure

2-7-2

(Sheet

Engine Operating


Figure

2-7-2

(Sheet 2)

2-7-11

Engine Operating


Figure

2-7-2

(Sheet 3)

2-7-12

Engine Operating


Figure

2-7-2

(Sheet 4)

2-7-13

1 of

10)


2-7-10

Dec

02/2005Page

2

WHITNEY CANADA

PRATT


LIST OF FIGURES FIGURE

PAGE

Engine Operating


Figure

2-7-2

(Sheet 5)

2-7-14

Engine Operating


Figure

2-7-2

(Sheet 6)

2-7-15

Engine Operating


Figure

2-7-2

(Sheet 7)

2-7-16

Engine Operating


Figure

2-7-2

(Sheet 8)

2-7-17

Engine Operating


Figure

2-7-2

(Sheet 9)

2-7-18

Engine Operating


Figure

2-7-2

(Sheet 10)

2-7-19

Engine

Performance Fault Isolation Chart

Engine

Performance Fault Isolation Chart Figure 2-7-3

(Sheet 2)

2-7-21

Engine


Figure

2-7-3

(Sheet 3)

2-7-22

Engine


Figure

2-7-3

(Sheet 4)

2-7-23

Engine


Figure

2-7-3

(Sheet 5)

2-7-24

Engine


Figure

2-7-3

(Sheet 6)

2-7-25

Engine


Figure

2-7-3

(Sheet 7)

2-7-26

Engine


Figure

2-7-3

(Sheet 8)

2-7-27

Engine


Figure

2-7-3

(Sheet 9)

2-7-28

Engine


Figure

2-7-3

(Sheet 10)

2-7-29

Engine

Lubrication Fault Isolation Chart

Figure

2-7-4

(Sheet

Engine


Figure

2-7-4

(Sheet 2)

2-7-31

Engine


Figure

2-7-4

(Sheet 3)

2-7-32

Engine


Figure

2-7-4

(Sheet 4)

2-7-33

Engine


Figure

2-7-4

(Sheet 5)

2-7-34

Engine


Figure

2-7-4

(Sheet 6)

2-7-35

Engine


Figure

2-7-4

(Sheet 7)

2-7-36

Engine


Figure

2-7-4

(Sheet 8)

2-7-37

Engine

Oil Contamination Fault Isolation Chart

Figure

2-7-5

(Sheet

Engine


Figure

2-7-5

(Sheet 2)

Figure

2-7-3

(Sheet

1 of

1 of

10)

2-7-20

8)

2-7-30

1 of

4)


2-7-41

2-7-42

Dec

02/2005Page

3

PRATT

WHITNEY CANADA


LIST OF

Flil;URES PAGE

FIGURE

Engine


Figure

2-7-5

(Sheet 3)

2-7-43


Figure

2-7-5

(Sheet 4)

2-7-44

Engine Oil Contamination

PART 2 LIST OF FIGU RES

Dec

02/2005Page

4

WHITNEY CANADA

PRATT


LIST OF TABLES PAGE

TITLE

TABLE 2-2-1, Preservation Schedule for

Engine

Stacking

TABLE 2-2-3,

Temperature/Pressu re Gradient

Rinse Solution Formulation

TABLE 2-3-3,

Cleaning

2-2-12

2-3-2 2-3-16

Solution Formulation

2-3-16

Wash Schedule Recommendations

TABLE 2-3-5, Rinse Mixture

Cleaning

TABLE 2-3-7,

Cleaning Agents

Mixture

Compressor

2-3-17

Quantity Requirements

TABLE 2-3-6,

TABLE 2-3-8,

2-2-3

Specifications

TABLE 2-3-2,

TABLE 2-3-4,

2-2-2

Metal and Fiberboard Containers

Limitations

TABLE 2-2-2,

TABLE 2-3-1, Electrosonic Cleaner

in Metal Container

2-3-22


2-3-23

2-3-23

Turbine Wash Schedule Recommendations

2-3-28

TABLE 2-4-1, Chrome Pickle Solution

2-4-23

TABLE 2-6-1,

Engine Operating Limits (PT6A-20,

TABLE 2-6-2,

Engine Operating

Limits

TABLE 2-6-3, Ground Checks after

-20A and

-20B)

2-6-5

(PT6A-6, -6A, -6B)

2-6-7

Component Replacement

2-6-31

TABLE 2-7-1, ECTM Shift Fault Isolation

2-7-38

TABLE 2-8-1, Consumable Materials TABLE 2-8-2,

Supplier

2-8-1

Codes and Addresses


2-8-9

Dec

02/20 5Page

1/2

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


´•I

GENERAL PROCEDURES

PART 2

SECTION 1 1.

ENGINE OIL.SYSTEM SERVICING

LUBRICATING OIL A.

General

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. Oil

Pratt Whitney Canada Customer Support Services 1000 Marie-Victorin Longueuil, Quebec Canada J4G1Al B.

CHANGE OF OIL BRAND

(1)

Different formulations of various oil brands may have different detergent action. 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

After

main oil filter should be

inspected for carbon particles at 10-hour intervals up (5 inspections) and at routine oil filter checks thereafter up excess of normal is noted, proceed as follows:

to

total of 50-hours hours. If carbon in

to 500

(a)

plug

a

Remove drain

(b) Using (c)

mirror and

position

light, inspect scavenge

If carbon is in evidence, attempt to

(d) Flush

(e)

a

from 6 o’clock

on

accessory

screen

dislodge

it

gearbox.

through

by using

a

drain hole.

small stiff

paint brush.

out any removed carbon.

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:

advised that the engine lubricating oil and newly delivered/overhauled engines, may exhibit signs of a blue dye. This condition may be ignored as the dye has no detrimental effect on engine components or on protective treatments and is completely soluble in oil. Maintenance

oil wetted

personnel

components,

are

on

Page

2-1-1

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WHITNEY CANADA

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2.

OIL LEVEL CHECK A.

General

overservicing of oil tank, and high oil consumption, an oil level recommended within 30 minutes after engine shutdown. Ideal interval is If more than 30 minutes has passed, and the dip stick indicates that oil start the engine and run at ground idle for five minutes, and recheck oil

To avoid

B.

is needed, level.

Procedure

(1)

Unlock filler cap and dipstick from filler neck at 11 o’clock position gearbox, and remove filler cap.

(2)

Wipe dipstick

(3)

Install

(4)

Remove

cap/dipstick

CAUTION:

(5)

accessory

LOCKED, NO

and lock.

cap/dipstick. DELETED.

Check oil tank contents against marking NOTE:

Normal oil level is

one

maximum level, with

(6)

on

with clean lint-free cloth.

WHEN FILLER CAP ASSEMBLY IS INSTALLED AND MOVEMENT IS ALLOWED.

CAUTION:

I

check is 15 to 20 minutes.

US

dipstick,

on

and service

quart (0.83 Imp. quart,

engine

0.95

as

required.

liter)

below

in horizontal attitude.

If oil level is too low to register on dipstick due to possible excessive consumption, if low or fluctuating pressures have been recorded, refer to Troubleshooting, Engine Lubrication, for action to be taken; then proceed as follows:

or

(a)

Fill oil tank to normal level, and record

CAUTION:

3.

quantity

of oil added.

WHEN FILLER CAP ASSEMBLY IS INSTALLED AND MOVEMENT IS ALLOWED.

(b)

Install filler cap and

(c)

Run

engine 6, Testing).

(d)

Check oil level

(e)

Check main oil filter

at

dipstick;

ground

make

idle for

cap is locked.

approximately

(Ref. steps (2) (Ref.

sure

thru

LOCKED, NO

five minutes

(Ref.

Part 2, Section

(6) preceding).

Part 3, Section 2, Para. Removal of Oil

Filter).

OIL SYSTEM DRAINAGE A.

Procedure NOTE:

(See Figure 2-1-1)

For ail

change recommendations,

refer to SB1001.

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2-1-2

Dec 02/2005´•

PRATT

WHITNEY CANADA


drip tray under engine.

Place

(2)

Remove cotterpin and lockpin (5) plug (6) using puller (7).

(3)

Remove drain plug reduction gearbox.

(4) 4.

suitable

(1)

a

Remove drain

from bottom of air inlet

case

(2) or chip detector (3) and cover (4) from Inspect chip detector as detailed in Part 3,

plug (8) from

6 o’clock

position

on rear

and

drain

remove

6 o’clock

position

on

Section 3.

face of accessory

gearbox.

OIL SYSTEM FILLING A.

Procedure

(See Figure 2-1-1)

(1)

plug

Install

(a)

or

reduction

on

Pr.e-SB1217: Install plug (2) with No. 184, Fits Clearances) and

CAUTION:

(b)

chip detector

gearbox

as

follows:

preformed packing. Tighten plug, torque (Ref. safety wire.

THE CHIP DETECTOR CAN BE QUITE EASILY OVERTIGHTENED BY MODERATE HAND PRESSURE. THEREFORE, THE USE OF A TORQUE WRENCH IS IMPORTANT TO AVOID OVERTORQUING WHICH COULD RESULT IN FRACTURE OF THE CHIP DETECTOR BODY.

Post-SB1217: Install

chip

detector

(3)

with

preformed packing, tighten

and

Clearances); install cover (4) on chip detector torque (Ref. No. 200, Fits and torque (Ref. No. 199, Fits Clearances). Safety wire cover and chip detector.

(2)

(Ref. (3)

plug (8)

Install

with

No. 580, Fits

preformed packing in accessory gearbox. Tighten plug, torque Clearances) and safety wire.

Install drain plug (6) with preformed packing in bottom of air inlet with lockpin (5) and cotterpin.

case.

Secure in

position

(4)

Ensure that drain plug and airframe oil cooler (refer to

(5)

Fill oil tank with

specified

interconnecting lines are fitted and safety wired appropriate Aircraft Maintenance Manual).

oil

(Ref. SB1001)

to level of maximum

graduation

to

on

dipstick. CAUTION:

WITH FILLER CAP AND DIPSTICK ASSEMBLY LOCKED INTO

POSITION,

NO MOVEMENT IS ALLOWED.

(6)

(7)

Install filler cap and locked.

Start

engine

and

dipstick assembly

run

at

idle,

two minutes to circulate oil

(8)

Feather

as

in oil tank and

ensure

described in Section 6,

that cap is

following,

for

securely

approximately

through system.

propeller.

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2-1-3

Dec 02/2005

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REDUCTION GEARBOX

2)

C

(5 AIR INLET CASE

PRE-SB1217

3

IMPERIAL QUARTS

LITERS

POST-SB1217 6

0.833--1-

1.66 --1

cu

"a

1--1.90

7

ACCESSORY GEARBOX

2.49 --1

c~

8

3.80

3.32 --1

4.15 --1

1--2.85

~n

1--4.75

DETAIL OF

DIPSTICK ASSEMBLY

C6226

Dipstick Assembly Figure 2-1-1

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Dec 02/2005

WHITNEY CANADA

PRATT


Key

3. 4. 5.

6. 7.

8.

(10)

Shut down

5.

2-1-1

as

described in Section 6,

following.

Check oil level in tank and replenish, as required, to normal level described in Paragraph 2.B., preceding.

on

dipstick

as

WITH FILLER CAP AND DIPSTICK ASSEMBLY LOCKED INTO POSITION, NO MOVEMENT IS ALLOWED.

CAUTION:

(11)

engine,

Figure

Dipstick Assembly Drain Plug (Pre-SB1217) Chip Detector (Post-SB1217) Cover (Post-SB1217) Lockpin Drain Plug Puller (PWC30077) Drain Plug

1. 2.

(9)

to

Install filler cap and locked.

dipstick assembly

in oil tank and

ensure

that cap is

securely

OIL SYSTEM FLUSHING General

If an engine operated, or

is to be if the oil

operated on system has

an

oil which differs from that

been contaminated

by

on

which it

other than metallic

previously particles, then

the oil system must be flushed B.

Procedure

Place suitable

(2)

plugs or chip detector from gearbox, accessory gearbox and airframe oil Remove oil drain

CAUTION:

O

drip pan

under

engine.

(1)

compressor inlet case, reduction cooler.

LIMIT ENGINE ROTATION TO THE MINIMUM TIME REQUIRED TO ACCOMPLISH COMPLETE DRAINING.

(3)

With drains open, place power control lever to CUT-OFF (PT6A-6 engines), or to IDLE position (PT6A-6A, -6B, -20 Series engines), and fuel cut-off lever to CUT-OFF (PT6A-6A, -6B, -20 Series engines). Motor engine with starter only (no ignition) to allow scavenge pumps to clear engine.

(4)

Reinstall all drain

(5)

Taking all normal ground safety precautions (refer engine oil tank with nevi~ oil.

(6)

Start

engine

and

plugs

run

in

engine

and airframe cooler. to Section

6, following), refill

at IDLE for a minimum of two minutes.

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Dec 02/2005

WHITNEY CANADA

PRATT


Feather

(8)

Shut down

(9)

Repeat steps (1) (2)

propeller,

applicable.

engine. and

(3)preceding.

(10)

Remove engine oil filter; install disposable type (Pre-SB1118) or reinstall all-metal type (Post-SB1118) after cleaning as detailed in Section 3, following.

(11)

Reinstall and safety wire all drain airframe cooler.

(12)

Refill

(13)

Check oil level.

(14)

Start

(15)

Feather

(16)

Shut down

(17)

Check oil level and

engine

engine

CAUTION:

(18) 6.

if

(7)

oil tank with

and

run

new

plugs and magnetic chip

detector in

engine

and

oil.

at IDLE for a minimum of two minutes.

propeller, if applicable.

engine.

replenish

as

necessary.

WITH FILLER CAP AND DIPSTICK ASSEMBLY LOCKED INTO POSITION, NO MOVEMENT IS ALLOWED.

Reinstall filler cap and locked securely.

dipstick. Ensure

that filler cap is

correctly

installed and

PATCH MAKING PROCEDURE A.

Procedure

CAUTION:

DO NOT USE PATCH-MAKING PROCEDURE AS A CLEANING PROCEDURE FOR FILTER ELEMENTS.

(1)

Remove filter element from

(2)

Using

(3)

Place filter in

WARNING:

(4)

suitable

engine (Ref.

tapered plugs,

cylindrical

seal inner

Part 3, Section

cavity

2).

of filter element.

container.

REFER TO MANUFACTURER’S MATERIAL SAFETY DATA SHEETS FOR CONSUMABLE MATERIALS INFORMATION SUCH AS: HAZARDOUS INGREDIENTS, PHYSICAUCHEMICAL CHARACTERISTICS, FIRE, EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND CONTROL MEASURES.

Fill container with teksol (PWC11-048), enough to space for liquid movement when shaking. Secure

cover

filter element but

leaving

a

cover.

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2-1-6

Dec 02/2005

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WHITNEY CANADA


(5)

Shake container for about three minutes Remove

manually

or

30 seconds in

a

vibrator.

cover.

Ensure there are no deposits left and continue shaking.

NOTE.

on

filter. If there is,

secure

container

cover

(6)

Install

patch (PWC05-190) (2 liters or 1/2 gal, min.).

new

container

filter

in filter

(7)

Remove filter element from container.

(8)

Pour

(9)

liquid

contents of container into filter

Flush out all teksol

some

(10)

patch

holder and

place

over a

suitable

holder.

possible loose particles which may still be in container by pouring (PWC11-048) into it, shaking, then emptying into filter patch holder. patch from filter patch holder and place in patch receptacle. Identify type of filter, engine serial number and hours run.

Remove filter

sample (11)

patch

with

If any debris is found (particles large enough to be trapped sample to laboratory for material spectrographic analysis.

by filter patch), send

Some operators retain the filter patches to establish a visual coloration 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.

NOTE:

trend.

(12)

plugs from the element).

Remove inside

WARNING:

filter element

(ensure

the

preformed packing

does not

drop

WHEN USING COMPRESSED AIR FOR DRYING, REGULATE TO 29 psig (200 kPa) OR LESS. WEAR GOGGLES OR FACE SHIELD TO PROTECT EYES.

(13)

Dry filter

(14)

Install filter element

element

using on

clean

compressed

engine (Ref.

air at 29

Part 3 Section

psig (200 kPa). 2).

Page

2-1-7/8

Dec 02/2005

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GENERAL PROCEDURES

PART 2

I SECTION 2


INTRODUCTION 1.

GENERAL A.

Procedures included in this section should be followed when removing the engine from, 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. or

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

for

storage, 2.

are

weather-resistant and

non-susceptible

to climatic conditions

up to one week. Fiberboard containers should not be used for outdoor but will withstand indoor storage in dry areas for periods up to six months.

periods

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:

3.

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.

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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Jun 06/2003

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MAINTENANCE MANUAL


(2)

Allow

bags

(3) 4.

oven to cool to and indicator.

room

temperature (approximately 22"C (72"F)), then

possible, after reactivation is complete, insert bags of polyethylene envelopes. Exclude all air and seal envelopes.

As

soon as

remove

desiccant into

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 in accordance with Table 2-2-1.

once

every 30

TABLE 2-2-1, Preservation Schedule for

CONTAINER INTERNAL PRESSURE (psi) Normal for

prevailing

ambient

days

Engine

CONTAINER INTERNAL RELATIVE HUMIDITY Below 20

and any action necessary taken

in Metal Container

ACTION REQUIRED

No action all

required.

temperature in Table

(Indicator

Less than normal for ambient temperature in Table 2-2-3.

Below 20

Repressurize container (Ref. Para.lO.). If pressure has dropped after lapse of seven days, remove engine (Ref. Para. 7.), and reinstall in a serviceable container (Ref. Para.lO.).

20 to 40

Replace desiccant. Repressurize container and check for leakage using a

blue)

prevailing

(Indicator partially pink)

soapy water solution. Above 40

(Indicator

all

pink)

Remover container

engine from (Ref. Pam. 10.).

Inspect for corrosion; if condition is satisfactory, reinstall unit with shipping

freshly activated (Ref. Pam. 10.) and repressurize container. Check for leakage using soapy water solution. If necessary, rectify faulty container and repeat leakage check. If severe corrosion is present, engine should be shipped to an overhaul facility. covers,

desiccant

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2-2-2

Jun 06/2003

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WHITNEY CANADA


B.

is stored in a fiberboard container, a periodic check must be carried out at every 7 days, to prevent humidity from reaching an unsafe level. When indicator changes to a partially pink color, remove engine from container and protective envelope (refer to Paragraphs 3. and 9.). Replace desiccant with freshly activated bags of desiccant and reinstall engine in container (refer to Paragraphs 12. and 13.). If

engine

least

5.

once

STACKING FOR STORAGE A.

Instructions outlined in Table 2-2-2 must be followed when in containers.

stacking empty containers,

or

engines

TABLE 2-2-2,

Limitations

Metal and Fiberboard Containers

LIMITS

PRECAUTIONS

LIMITS ENGINE IN CONTAINER

Stacking

Ensure containers

(Three

are

sound and in undamaged condition.

high max.)

ACTION REQUIRED

Replace

ENGINE IN CONTAINER Two high maximum

with

used sleeve

new

sleeve and

cover.

(Static Storage) high maximum (Shipping)

One

EMPTY CONTAINER

Only static (no impact) and superimposed stacking is

(Four high max.)

EMPTY CONTAINER Four

Ensure wooden side

stiffeners, where

high (max.)

fitted,

are

sound and

undamaged. Only static (no impact) and superimposed stacking is

recommended. Avoid containers over each other.

dropping

recommended. Avoid dropping containers over

each other.

REMOVAL/INSTALLATION 6.

GENERAL A.

Precautions

(1)

engine is to be removed from, or installed container, the following precautions must be taken.

When

(a)

an

Ensure that hoist has sufficient follows:

capacity

and

in

a

safety

metal

or

fiberboard

factor to handle loads

1

A load of 350

pounds (159 kg)

when

lifting engine only.

2

A load of 800

pounds (363 kg)

when

lifting engine

as

loaded in fiberboard

container.

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2-2-3

Jun 06/2003

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A load of 800

3

pounds (363 kg)

when

lifting engine

loaded in metal

container.

(2)

Ensure that container is

(3)

Ensure that free overhead space of available. NOTE:

B.

on

floor, directly beneath hoist.

approximately six feet (two metres)

This clearance is exclusive of the distance from the the hoist hook.

minimum is

top of the container

to

Types Of Engine Slings (1)

7.

positioned correctly

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.

REMOVAL OF ENGINE FROM METAL CONTAINER A.

Procedure

(See Figure 2-2-1)

(1)

Remove service

(2)

Depressurize

WARNING:

receptacle

container

cover

(1) by removing

two nuts and lockwashers.

air to escape

air fill valve

by allowing

through

(2).

A MINIMUM OF 10 MINUTES MUST BE ALLOWED FOR ALL PRESSURE TO BE RELIEVED BEFORE SEPARATING THE HALVES OF THE

CONTAINER. data papers from record

(3)

Remove all

(4)

Attach chain,

(5)

Remove 36 closure nuts and bolts which

(6)

Carefully raise top half of container from immediate work area.

CAUTION:

(7)

Attach

engine or

cable

sling,

to end

receptacle (5).

lifting points (8) provided secure

straight

on

top of container.

top and bottom halves of container.

up until clear of

engine,

then

remove

NEVER USE ENGINE SLING AND HOIST FITTINGS TO LIFT AN ENGINE THAT IS STILL ATTACHED TO LOWER HALF OF THE CONTAINER.

applicable Sling Assembly (PWC30036)

or

(PWC32327),

to

engine lifting

points.

Page

2-2-4

Jun 06/2003

PRATT

WHITNEY CANADA


(8)

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.

Take

difficulty be experienced when removing any of the pins which engine to the container mounting brackets, remove bolts and washers which secure bracket in question. An alternative method of removing the engine from its container is to remove the eight bolts, washers and nuts which secure the mounting cradle (11) to the container. Lift out engine, together with mounting cradle, then separate engine from cradle.

NOTE:

Should secure

(9)

to a clear area and remove 11 bolts and washers securing forward brackets to engine. Reinstall container brackets on cradle and stow bolts and washers in cloth sacks provided on cradle.

Transfer and

8.

the

engine

rear

in

(10)

Install

(11)

Depreserve engine (refer

engine

stand.

appropriate

to

Paragraph 19.).

REMOVAL OF ENGINE FROM FIBERBOARD CONTAINER A.

Procedure

(See Figure 2-2-2)

(1)

Cut steel support straps

(2)

Cut

sealing tape

(3)

Cut

protective envelope (9)

(4)

Attach

CAUTION:

TYPE PK562

(15) and discard.

and fold back

sling (PWC30036)

flaps

on

and expose

or

Retain

corners

(16).

top of container.

top of engine.

(PWC32327)

to

engine lifting points.

NEVER USE ENGINE HOIST FITTINGS TO LIFT AN ENGINE AND CRADLE ASSEMBLY THAT IS STILL ATTACHED 10 SKID BASE.

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.

(5)

Take

(6)

Transfer engine to quick release pins rear bracket (12).

a

clear

area

and

(21) from engine

remove

cradle from

engine by removing three (11) and engine mount

mount front brackets

(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

(9)

Remove all


engine in

engine. Discard

non-reusable items.

data papers from bottom of container.

appropriate stand.

(10)

Install

(11)

Depreserve engine. (Refer

engine

from

to

Paragraph 19.).

Page

2-2-5

Jun 06/2003

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WHITNEY CANADA

MAINTENANCE MANUAL


Q

I

6) 5

4~ 15

C1186C Metal

Shipping Container Components Figure 2-2-1

Page

2-2-6

Jun 06/2003

PRATT

WHITNEY CANADA


Key 1.

Service

Air Fill Valve

2-2-1

Receptacle

Cover

Receptacle

3.

Service

4.

Pressure Relief Valve

5.

Record

8.

Receptacle Container Locating Pin Humidity Indicators Container Lifting Points

9.

Quick Release Pins

7.

10.

Container Gasket

11.

Mounting

Cradle

REMOVAL OF ENGINE FROM FIBERBOARD CONTAINER A.

1)

Figure

2.

6.

9.

to

(See Figure 2-2-3)

Procedure

(1)

Cut steel

(2)

Remove

(3)

Cut

(4)

Attach

support straps (10) and discard. Retain cover

(1)

from sleeve


sling (PWC30036)

Take

(5)

(9).

and lift sleeve from skid base

and expose

or

corners

(17).

top of engine.

(PWC32327)

to

engine lifting points.

NEVER USE ENGINE HOIST FITTINGS TO LIFT AN ENGINE AND CRADLE ASSEMBLY THAT IS STILL A~TACHED TO SKID BASE.

CAUTION:

(5)

TYPE PK1325

weight of engine on sling engine to cradle.

and

remove

three

quick

release

pins (11)

that

secure

(6) (7)

lift

Slowly

engine

clear of cradle

(15), ensuring

that it does not

swing.

Remove 11 bolts and washers that secure brackets (12) and (14) to engine and bag; attach brackets (12) and (14) to cradle with quick release pins (11) and (13). stow in

(8)

Remove

(9)

Install

envelope (7)

engine

(10)

Remove all

(11)

On

in

and discard non-reusable items.

appropriate

engine

stand.

data papers from bottom of container.

with oil-to-fuel heater, remove two bolts and washers that heater to heater mounting bracket (13) and remove oil-to-fuel heater from cradle. Install heater on engine. (Refer to Part 3, Section 2).

engines equipped

secure

cradle, skid base and

(12)

Retain

(13)

Depreserve engine. (Refer

mount brackets to

(12)

for further

use.

Paragraph 19.).

Page

2-2-7

Jun 06/2003

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MAINTENANCE MANUAL


Is _c----

~O

C1489B Fiberboard Container

Components Figure 2-2-2

Type

PK562

Page

2-2-8

Jun 06/2003

WHITNEY CANADA

PRATT


Key 1.

Inner Stiffener

2.

Bolt

3.

Plain Washer

4.

Outer Stiffener

5. 6.

Self-locking Reinforcing

7.

Shear Mount

8.

Pallet

9.

Protective

2-2-2

Nut Plate

Envelope

10.

Gaskets

11. 12.

Engine Engine

13.

Cradle

14.

16.

Mounting Bracket Steel Strapping Reinforcing Corner

17.

Screw

18.

Bolt

19.

Lockwasher

20.

Humidity

21.

Quick Release Pins

15.

10.

Figure

to

Mount Front Bracket Mount Rear Bracket

Indicator

INSTALLATION OF ENGINE IN METAL CONTAINER A.

General Prior to installation of engine in metal container, refer to for necessary preservation and schedule.

B.

Procedure CAUTION:

(1)

(2)

14. and 15.

following

(See Figure 2-2-1) ENSURE THAT OIL HAS BEEN COMPLETELY DRAINED BEFORE INSTALLING ENGINE IN CONTAINER.

For removal of

CAUTION:

Paragraphs

engine

from Stand

(PWC30800),

refer to Part 4.

DO NOT USE STANDARD COMMERCIAL HARDWARE TO FASTEN ENGINE SUPPORT BRACKETS TO THE ENGINE OR CONTAINER. USE OF HARDWARE OF LOWER STRENGTH THAN SPECIFIED COULD RESULT IN SERIOUS ENGINE DAMAGE DURING SHIPPING OR HANDLING.

Attach two container forward brackets and gaskets to lower mounting pads on engine gas generator case using eight bolts and lockwashers. Tighten bolts and

torque

to 225 to 250 Ib.in.

Page

2-2-9

Jun 06/2003

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WHITNEY CANADA


ai

S

oel/i/

a

6

to

a

4

a

~I

C38688

Shipping Container Figure 2-2-3

Fiberboard

Page

2-2-10

Jun 06/2003

PRATT

WHITNEY CANADA


Key

(3)

Attach container

to

1.

Cover

2.

Figure

2-2-3

Corners

3.

Reinforcing Steel Strap

4.

Pressure Sensitive

5.

Sleeve

6.

Humidity

7.

Protective

8.

Gaskets

9. 10.

Reinforcing Steel Strap

Tape

Indicator

Envelope Corners

11.

Quick-release Pin

12.

Front Mount Brackets

13.

Quick-release Pin

14.

Rear Mount Brackets

15.

Cradle

16.

Shear Mounts

17.

Skid Base

rear

bracket and

engine accessory gearbox, using

gasket

to

mounting pad

at 6 o’clock

three bolts and lockwashers.

Tighten

position

on

bolts and

to 50 to 70 Ib.in.

torque

shipping

and

plugs,

illustrated in Parts

Catalog

No. 3015444.

(4)

Install

(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

covers

engine

holes and insert three

(7)

as

into bottom half of container, align brackets with mounting quick release pins (9) to secure engine to cradle.

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.

NOTE:

Alterplatively,

Remove

sling

from

engine.

CAUTION:

REMOVE DESICCANT BAGS FROM PROTECTIVE ENVELOPES BEFORE INSTALLATION.

CAUTION:

DO NOT PLACE DESICCANT BAGS ON OR NEAR THE COMPRESSOR INLET TO AVOID POSSIBLE INGESTION OF DESICCANT PARTICLES BY THE ENGINE.

(8)

(96 units 1 oz. per unit, total) freshly activated desiccant bags (PWC15-001) engine, evenly distributed over engine length, 6 on each side.

Tie 12 to

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(9)

lower top half of container over engine and on to bottom half of container, over locating pin (6) on forward end of flange of bottom half. Check container gasket (10) for correct seating.

Carefully guiding it

(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.

Temperature/Pressure Gradient

TABLE 2-2-3,

Data

Description -29"C

-23"C

-18"C

-7"C

4"C

16"C

27"C

38"C

(-20"F)

(-10"F)

(O"F)

(20"F)

(40"F)

(60"F)

(80"F)

(100"F)

2.000

2.375

2.750

3.500

4.250

5.000

5.750

6.500

Ambient

Temperature Required psi gage pressure NOTE: 5

psig

(12)

is established at

a

standard

working temperature

Check container for pressure leaks

using

a

of 16"C

(60"F).

soap and water solution. Seal any leaks

immediately. NOTE:

(13)

Prior to shipping an engine in the container, check intemal pressure of container over a 48-hour period.

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, pressure-sensitive adhesive tape (PWC05-070). NOTE:

(15)

11.

Place engine data papers in record lockwire bolt heads.

Procedure

(1) (2)

Open

secure

If the engine log book is the stiff cover type it must be with the log sheets, under separate cover.

receptacle (5).

PREPARATION OF FIBERBOARD CONTAINER A.

and

with

clean-stripping,

shipped, together

Install cover, secure, and

TYPE PK562

(See Figure 2-2-2) container and fold bottom end

flaps inward first, then side flaps.

reinforced filament tape (PWC05-070), seal middle seam and overlap 10 along sides, then tape bottom edges at each end and extend around sides approximately 12 inches. Use

nylon

to 12 inches

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WHITNEY CANADA

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inner stiffener (1) resting at bottom inside of container six 7/16 inch diameter holes in container.

template,

drill

(3)

Using punch

(4)

Repeat step (3), preceding,

(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

(7)

(3).

opposite

on

as

or

side of container.

Do not torque nuts at this stage.

Repeat steps (5)

(6)

and

on

opposite

side of container.

Tighten

12 bolts and

torque

to 80 to 90 Ib.in.

12.

(8)

Install four

(9)

Place container

mounting on

brackets

(14)

on

shear mounts

(7)

(17).

TYPE PK562

General Prior to installation of

following, B.

screws

pallet (8).

INSTALLATION OF ENGINE IN FIBERBOARD CONTAINER A.

with

Procedure

(1)

engine in fiberboard container, preservation and schedule.

renew

any part found to be

(3)

Install engine in new protective envelope (9) aligned with respective engine mount pads.

CAUTION:

engine

from stand

(PWC30800)

For removal of

damaged.

so

refer to Part 4.

that

gaskets (10)

on

envelope

engine mount front brackets (11) to mount pads on gas generator bolts and washers. Tighten bolts and torque to 225 to 250 Ib.in.

eight

Attach engine mount rear bracket (12) to mount pad on accessory three bolts and washers. T~ghten bolts and torque to 50 to 70 Ib.in.

engine onto cradle (13) and secure front and cradle with three quick release pins (21).

Lower on

are

DO NOT USE STANDARD COMMERCIAL HARDWARE TO FASTEN THE ENGINE SUPPORT BRACKETS TO ENGINE OR CONTAINER. USE OF HARDWARE OF LOWER STRENGTH THEN SPECIFIED COULD CAUSE SERIOUS ENGINE DAMAGE DURING SHIPPING OR HANDLING.

Attach two with

(6)

14. and 15.,

ENSURE THAT OIL HAS BEEN COMPLETELY DRAINED BEFORE INSTALLING ENGINE IN CONTAINER.

(2)

(5)

Paragraphs

(See Figure 2-2-2)

Inspect pallet and cradle,

CAUTION:

(4)

refer to

for necessary

rear

gearbox

case

with

mount brackets to clevis

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2-2-13

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MAINTENANCE MANUAL


water or other contaminants.

(7)

Ensure that interior of container is free of

(8)

Secure

(9)

log book, log sheets and other relevant papers to be shipped with engine waterproof envelope and seal with pressure-sensitive tape.

humidity indicator (20)

to

dirt, oil,

protective envelope (9).

Place

(10)

engine and cradle assembly against any part of container.

(11)

Secure cradle to

(12)

Detach

Lower

sling

mounting

from

brackets

into container,

(14)

with

taking

bolts

eight

care

(18)

not to strike

in

a

engine

and lockwashers

(19).

engine.

CAUTION:

REMOVE DESICCANT BAGS FROM PROTECTIVE ENVELOPES BEFORE INSTALLATION.

CAUTION:

DO NOT PLACE DESICCANT BAGS ON OR NEAR THE COMPRESSOR INLET TO AVOID POSSIBLE INGESTION OF DESICCANT PARTICLES BY THE ENGINE.

(13)

(14)

(96 units engine, evenly

unit, total) freshly activated desiccant bags (PWC15-001)

Tie 12

1 oz. per

to

distributed

Heat-seal corner

along top

of

over

engine length,

envelope, using

open to evacuate air. Evacuate

envelope and align humidity indicator pressure-sensitive tape.

6

on

suitable hand

air, fold

corner

each side.

sealing iron, leaving

one

and heat-seal. Fold

with window in container.

Tape envelope end

folds with

(15) (16)

Fold end

flaps

of container inward, then side

flaps.

Using nylon reinforced filament tape(PWC05-070), tape middle seam and overlap by approximately eight inches. Tape edges at both ends and extend around sides approximately 12 inches. ends

(17)

Secure container to

strapping 13.

pallet (8) with five sets of (16) on each side.

steel

strapping (15), passing

over corners

INSTALLATION OF ENGINE

IIj

FIBERBOARD CONTAINER -TYPE PK1325 (PT6A-6/C20,

20, -20A and -20B ENGINES ONLY) A.

General Prior to installation of engine in fiberboard container, refer following, for necessary preservation and schedule.

B.

Procedure

(1)

to

Paragraphs

14. and 15.,

(See Figure 2-2-3)

Inspect

skid base and

cradle;

renew

any parts found to be

damaged.

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Jun 06/2003

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ENSURE THAT OIL HAS BEEN COMPLETELY DRAINED BEFORE INSTALLING ENGINE IN CONTAINER.

CAUTION:

(2)

On

engines

fitted with oil-to-fuel heater,

proceed

(a)

Disconnect all hoses from heater unit.

(b)

Remove two nuts

securing

heater

as

follows:

bracket to accessory

mounting

gearbox.

(c) Remove heater with bracket from engine. (d)

Blank off all

(e)

Install heater unit and washers.

openings

in heater and hoses with

mounting

on

bracket

(13)

plugs

or covers.

of cradle and

engine from Stand (PWC30800). (Refer

with two bolts

4.)

(3)

Remove

(4)

engine in new protective envelope (7) so that gaskets (8) aligned with respective engine mount pads on engine. Install

on

envelope

are

DO NOT USE STANDARD COMMERCIAL HARDWARE TO FASTEN THE ENGINE SUPPORT BRACKETS TO ENGINE OR CONTAINER. USE OF HARDWARE OF LOWER STRENGTH THAN SPECIFIED COULD CAUSE SERIOUS ENGINE DAMAGE DURING SHIPPING OR HANDLING.

CAUTION:

(5)

to Part

secure

Attach two container forward brackets (12) to lower mounting pads of engine gas generator case, with eight bolts and washers. Tighten bolts and torque 225 to 250 Ib.in.

(6)

Attach container

accessory 70 ib.in.

bracket (14) to mounting pad at 6 o’clock position on with three bolts and washers. Tighten bolts and torque 50 to

rear

gearbox

Lower

(8)

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.

(9)

Detach

Place

(10)

Attach

(11)

Tie

sling new

from

engine.

humidity

indicator

(6)

to

envelope (7).

1? bags (96 units total) of freshly activated desiccant

NOTE:

(12)

engine

into cradle and attach with three

quick-release pins (11) and (13).

(7)

Desiccant

Heat-seal corner

bags

along top

of

should be

evenly

distributed

to

over

engine.

entire

engine length.

envelope, using suitable hand sealing iron, leaving

open to evacuate air. Evacuate

air, fold

one

and heat seal. Fold will align with window in container.

corner

envelope (7) and ensure that humidity indicator (6) 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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Jun 06/2003

WHITNEY CANADA

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flaps

of sleeve, and seal

(14)

Close

(15)

Place

(16)

Secure

(17)

Secure sleeve and

(1) on sleeve, pressure-sensitive tape (4). cover

cover

diagonally

fold

flaps

with steel strap and four cover

with

pressure-sensitive tape (4).

down and seal at each

corners

corner

with

(2).

to skid base with steel

straps (10) and

16

corners

(9).

ENGINE PRESERVATION/DEPRESERVATION 14.

GENERAL

procedure to be followed for preservation and depreservation of engines in service depends on the period of inactivity, type of preservative used, and whether or not the engine may be rotated during the inactive period. To establish procedure, reference shouldbe made to preservation records (tags) and to the engine service record (log book). The period of inactivity, or anticipated inactivity, should also be established.

A.

The

B.

Fuel Control Unit

(1)

Preservation of a fuel control unit depends on the period of not the FCU is operated during the inactive period.

inactivity

and whether

or

(a)

A FCU is considered active if an engine is involved in normal flight or if an engine is wet motored or run during preservation periods.

(b)

A FCU is not considered active if

aircraft inactive

(2)

engine

is not wet motored

or run

during

periods.

on inactive engines in long term container storage the time accumulated in the container begins at the time of packaging.

For fuel control units that remain

(off wing), (3)

an

operations

For units that have been removed from the engine and are in storage three years more, refer to Part 3, Section 2, Fuel Control Unit, Storage, Depreservation or

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)

engines that are inactive for more than six months and that are not refer to Part 3, Section 2, Fuel Control Unit, Storage, Depreservation preserved, or Reconditioning of FCU, Six Year Requirement. For units

on

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WHITNEY CANADA


15.

ENGINE PRESERVATION SCHEDULE A.

Procedure CAUTION:

PROPELLER MUST BE RESTRAINED TO PREVENT WIND MILLING.

CAUTION:

UNDER NO CIRCUMSTANCES SHOULD PRESERVATIVE OIL BE SPRAYED INTO THE COMPRESSOR OR TURBINE END OF THE ENGINE. DIRT PARTICLES DEPOSITING ON BLADES AND VANES DURING ENGINE OPERATION WILL ALTER THE AIRFOIL SHAPE AND ADVERSELY AFFECT COMPRESSOR EFFICIENCY.

Days Engines may be left in an inactive state, with no preservation protection requirements, provided: engine is sheltered, humidity is not excessively high; engine is not subjected to extreme temperature changes which would produce condensation.

(1)

0 to 7

(2)

Days Engines inactive up to 28 days require no preservation providing all engine openings are sealed off and relative humidity in engine is maintained at less than 40%. Humidity control is maintained by placing desiccant bags in engine 8 to 28

exhaust duct. NOTE:

Ensure that desiccant bags are kept off all engine parts by placing on racks. Provide suitable windows in exhaust closures for observation of

humidity (3)

indicators.

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)

Engines inactive over 90 days, or removed for long term (refer to Paragraph 4.) must, in addition to 29 to 90 day storage have procedures, engine oil drained and unused accessory drive-ends sprayed. to (Refer Paragraph 16., following.) 91

Days

and Over

in container

16.

ENGINE OIL SYSTEM PRESERVATION A.

Procedure

(1)

Carry out preservation 90 days) as follows: CAUTION:

(a)

of

engine

oil

system (engines inactive for periods exceeding

OBSERVE STARTER MOTOR OPERATING LIMITS. STARTER MANUFACTURER’S MANUAL.)

(REFER TO

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 gearbox.

from oil tank, accessory

gearbox

and

propeller reduction

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Jun 06/2003

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WHITNEY CANADA


(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.

(d)

Remove oil filter element and allow to drain.

(e) Allow oil

to drain to a slow filter and close drains.

(f)

drip (approximately

one

half-hour),

then install oil

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.) NOTE:

(h) Tag (i)

If the engine is to remain in aircraft, and inlet ducts.

oil filler cap with date of

Install

humidity

place

desiccant

bags

in exhaust

preservation.

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

NOTE:

indicators.

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

exceeds 40%, the desiccant activated bags. 17.

humidity

bags

required. If humidity indicated replaced by freshly

must be

ENGINE FUEL SYSTEM PRESERVATION A.

Procedure

(1)

Carry as

out

preservation

CAUTION:

(a)

of

engine

fuel

system (engines inactive

more

than 28

days)

follows: EXTREME CARE MUST BE TAKEN TO PREVENT FOREIGN MATERIAL FROM BEING DRAWN INTO ENGINE FUEL SYSTEM. EQUIPMENT MUST BE FITTED WITH SUITABLE FILTERS OR STRAINERS, NO COARSER THAN 10-MICRON RATING.

Close normal fuel supply shut-off valve. Disconnect fuel inlet line to fuel pump oil-to-fuel heater and connect suitable oil supply line to fuel pump or oil-to-fuel heater. or

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CAUTION:

UNDER NO CIRCUMSTANCES PERMIT PRESERVATIVE OIL TO ENTER ENGINE WHERE IT MAY COME IN CONTACT WITH THERMOCOUPLE PROBE ASSEMBLY. OIL CONTAMINATION OF HARNESS MAY CAUSE COMPLETE FAILURE OF THERMOCOUPLE SYSTEM.

dump valve, to prevent flushing oil entering fuel required to permit drainage into a suitable container. Supply flushing oil (PWC05-077) at pressure of 5 to 25 psi at a temperature of at least 16"C (60"F). Disconnect fuel line at inlet of

(b)

manifold, and loosen line

CAUTION:

as


(REFER

TO

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

(c)

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. After

(d)

If not,

18.

motoring run, check to repeat motoring cycle

see

until

if

flushing oil is coming from opened fuel flushing oil flows from opened fuel line.

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.)

ENGINE DEPRESERVATION SCHEDULE A.

Procedure

No

(1)

0 to 7

(2)

7 to 28

(3)

28 to 90

exhaust

and

fuel

(4)

Days

depreservation required.

Days Desiccant and moisture barriers must be removed. Ensure previously sealed engine openings are reopened and are unobstructed.

91

Days Remove engine intake and humidity indicators. Depreserve engine

Days

and Over

Engine

must be

covers

together

that all

with desiccant

system.

completely depreserved

and lubrication system

serviced

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2-2-19

Jun 06/2003

WHITNEY CANADA

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19.

ENGINE DEPRESERVATION A.

Procedure

(1)

engine oil tank with recommended oil. (Refer to P&WC Service Bulletin No. 1001 latest issue for list of approved oils.) Fill

NOTE:

CAUTION:

(2)

Oil system does not

require any depreservation procedures.

UNDER NO CIRCUMSTANCES PERMIT PRESERVATIVE OIL TO ENTER ENGINE WHERE IT MAY COME IN CONTACT WITH THERMOCOUPLE PROBE ASSEMBLY. OIL CONTAMINATION OF HARNESS MAY CAUSE COMPLETE FAILURE OF THERMOCOUPLE SYSTEM.

Disconnect fuel line at inlet of dump valve and loosen line drainage into a suitable container.

CAUTION:

Connect aircraft fuel

(4)

With

place power

engines

All

(d)

After

carry out normal 30 seconds

engines

motoring cycle,

oil from fuel

control lever to TAKEOFF

(b) PT6A-6A, PT6A-6B, PT6A-6/C20, PT6A-20, place fuel cut-off lever to FULL OPEN. (c)

to

(REFER

permit

TO

supply.

ignition system OFF, displace preservative All

required


(3)

(a)

as

check if clean fuel

system

as

follows:

position.

PT6A-20A and PT6A-20B

engines

motoring cycle.

comes

from open fuel line. If not,

repeat motoring cycle until clean fuel appears. return power control lever to CUT-OFF.

(5)

PT6A-6

(6)

PT6A-6, PT6A-6B, PT6A-6/C20, PT6A-20, PT6A-20A and PT6A-20B engines

engines

return power control lever to IDLE and cut-off lever to CUT-OFF.

(7)

Reconnect fuel

(8)

Tighten

dump valve inlet line.

all connections, torque to 90 to 100 Ib.in., and lockwire.

Page

2-2-20

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GENERAL PROCEDURES

PART 2

I

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 2.

FUEL AND OIL TUBES A.

Clean the exterior surfaces of all tubes by spraying with petroleum solvent (PWC11-027), and using a soft-bristled brush as necessary. Observe all normal ventilation and fire

safety precautions. Install blanking caps on open tube ends at all times. When cleaning the internal bores of tubes, take particular care that no foreign matter remains inside the tubes. 3.

OIL FILTER ELEMENT (Post-SB1118 ENGINES) A.

Conventional Cleaning Procedure

(1)

Clean oil filter element

as

central tube

rubber

openings

Inspection

for filter

cleaning frequency.)

at both ends of oil filter element with suitable size

plugs.

(b) Agitate element for (PWC11-027).

Dry

to

(electrosonic) of cleaning filter element, refer to Paragraph B., following. If these methods prove ineffective, permanent type element only should be cleaned ultrasonically at an overhaul facility, and disposable type replaced.

(a) Seal

until

(Refer

For alternate method

NOTE:

(c)

follows:

five minutes in clean, unused

element with clean, dry, filtered dry in a clean environment.

NOTE:

Do not

use

petroleum solvent

compressed air,

or

allow element to stand

dry compressed air for drying disposable type

oil filter

elements.

(d) Visually inspect

element

as

indicated in

Inspection.

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2-3-1

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(e) Repeat cleaning serviceable. Use B.

Electrosonic

(1)

Cleaning

and visual inspection, if required, until element is deemed only clean and unused petroleum solvent each time.

Procedure

Clean oil filter element electrosonically as follows: Inspection for filter cleaning frequency.)

(See Figure 2-3-1,

at each end of filter element with suitable

(a)

Plug openings plugs.

(b)

Place element in

cleaning

tank

as

shown in

TABLE 2-3-1, Electrosonic Cleaner

Figure

plastic

and refer to

rubber

or

2-3-1.

Specifications SONAC S-2

Model

AC, 60 Hz, 25W, single phase

Rating

115V

Tank

24 U.S. fluid

oz.

Aerosupport

International Inc.

Capacity

Supplier

(700 mi)

75 de la Moselle

St. Lambert, Quebec Canada J4S1W3

(c)

Pour sufficient quantity of cleaning fluid (clean, unused petroleum solvent PWC11-027 or Trichloroethane PWC11-026) in tank to a level approximately 1/4-inch below top.

(d) Operate (e)

Rotate element 180 10 minutes.

NOTE:

4.

unit for 10 minutes.

degrees tend-to-end)

in tank and operate unit for

a

further

duration should be adjusted depending on condition of element; however, for optimum results, cleaning solvent should be replaced every 20 minutes.

Cleaning

element from tank and

(f)

Using clean, lint-free gloves,

(g)

Allow element to stand in clean environment until

(h)

Inspect

(i)

Store element in

element

as

remove

detailed in

remove

plugs.

dry.

Inspection. Repeat cleaning cycle

as

necessary.

polyethylene bag.

AIR INLET SCREEN

A.

is dirty, remove and clean in petroleum solvent (PWC11-027). After compressed air and dry screen thoroughly before reinstalling on engine.

If air inlet

screen

cleaning,

use

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2-3-2

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FILTER ELEMENT ELECTROSONIC CLEANER PLUGS AT BOTH ENDS

O

Ii

5

CLEANING

SOLUTION

C6289A Electrosonic Cleaner

Figure

Oil Filter Element 2-3-1

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2-3-3

Feb 01/2002

WHITNEY CANADA

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5.

GLOW PLUGS (Pre-SB1429) A.

Cleaning (1)

Clean the exterior surfaces of the glow plugs with solvent (PWC11-027) (PWC11-031). Dry with clean low pressure compressed air.

(2)

Remove carbon

Immerse the element end of the glow (PWC11-021), for 10 to 30 minutes.

(a)

(b) Carefully

remove

plug

the loosened carbon

Rinse the element end of the

(c)

as

follows:

in Turco

Super

Carb

Compound

DO NOT USE ABRASIVE BLAST OR HIGH PRESSURE COMPRESSED AIR TO CLEAN THE ELEMENT. SUCH USE CAN CAUSE IRREPAIRABLE DAMAGE TO THE COIL.

CAUTION:

pressure

compressed

plug

using

a

soft

in hot water and

nylon

dry

brush.

with clean, low

air.

SPARK IGNITERS (Post-SB1429) A.

Cleaning

CAUTION:

7.

from the coil element

CARBON REMOVING COMPOUND IS TOXIC AND CAUSTIC. EXERCISE ALL PRECAUTIONS TO PREVENT CONTACT WITH SKIN AND EYES, AND INHALATION OF VAPORS.

WARNING:

6.

deposits

or

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) (PWC11-031), clean the terminal well and contact pin.

(2)

Dry using clean, dry compressed air.

or

engine

cleaner

IGNITION EXCITER (Post-SB1429) A.

Cleaning (1)

Remove all corrosion residue

(2)

Clean affected surfaces

a

stainless steel wire brush.

thoroughly using (PWC 11-022) methyl-ethyl-ketone

CAUTION:

(3)

using

a

clean lint-free cloth moistened with

DO NOT ALLOW ANY LUBRICANT TO COME IN CONTACT WITH CENTRAL CONDUCTORS OF EXCITER CONNECTORS. CONTACT WITH CONDUCTORS MAY RESULT IN A HIGH RESISTANCE PATH WHICH COULD GENERATE HEAT AND OXIDATION.

Apply light

film of fluorocarbon spray lubricant

(PWC06-005)

to cleaned areas.

Page

2-3-4

Jun 06/2003

PRATT

WHITNEY CANADA


3.

FUEL MANIFOLD ADAPTER ASSEMBLIES A.

I

Cleaning WARNING:

CARBON REMOVING COMPOUND (MAGNUS AERO-DIP)(PWC11-O1 3) IS TOXIC AND CAUSTIC AND MUST BE HANDLED WITH EXTREME CARE. AVOID ALL DIRECT CONTACT WITH SKIN OR CLOTHING. PREVENT CONTACT WITH EYES AND AVOID INHALATION OF VAPOUR. COMPOUND CAN BE FATAL IF SWALLOWED. IF CONTACT WITH EYES OR SKIN OCCURS, WASH AFFECTED AREAS THOROUGHLY FOR 15 MINUTES WITH WATER AND RINSE WITH SATURATED BORIC ACID SOLUTION. IF ACCIDENTLY SWALLOWED, GET MEDICAL A~ENTION IMMEDIATELY. CONSULT WITH PHYSICIAN AS RAPIDLY AS POSSIBLE FOR ALL CONTACT CASES.

CAUTION:

ONLY USE RECOMMENDED (ALKALINE) SOLUTION (PH7). SOLUTIONS WITH A PH VALVE LOWER THAN 7 (ACIDIC) MAY CAUSE FUEL NOZZLE DAMAGE.

(1)

The

following equipment

is

required

to

thoroughly

clean

complete

or

partial

assemblies:

(a) Perforated Stainless step (b). CAUTION:

(b)

Steel Container

Local manufacture to suit

operation

with

OBSERVE FIRE SAFETY PRECAUTIONS AT ALL TIMES WHEN PROCEDURES INVOLVE USE OF FUELS OR SIMILAR COMBUSTIBLES. WEAR CLEAN, LINT-FREE COTTON GLOVES AT ALL TIMES WHEN HANDLING COMPONENTS, FINGERPRINTS ON ORIFICE OF NOZZLES AND SHEATHS MAY PRODUCE A POOR SPRAY PATTERN.

Ultrasonic cleaner, ModelT21

(Product Code 317)

or

Model T14

(Product

Code

311). NOTE:

It is not the intention of P&WC that individual operators actually purchase the ultrasonic cleaner listed, although it may be obtained from the following addresses if so desired. P&WC suggest that operators contact suitable maintenance facilities having this or similar equipment for most effective fuel nozzle cleaning.

L& R Manufacturing Co. 577 Elm Street

Kearny,

NJ 07032

USA L

R Ultrasonics Ltd.

45 Clairemont Rd.

Wealdstone, Harrow, Middlesex HA3 7AV

England (c)

Fuel Noule Flow Fixture

(d)

Test

(PWC30521).

Rig (PWC30506).

Page

2-3-5

Jun 06/2003

PRATT

WHITNEY CANADA


FUEL INLET FIT~NG SItE TO SUIT EXISTING EQUIPMENT

(STAINLESS STEEL)

0.50 IN. TO 0.625 IN. DIA. (TO SUIT FITTING)

71NCHES

I

___

DRILL AND TAP 0.250 IN. X 32 UNEF

DRILL 6.75 IN. DEEP

14 PLACES

TAP TO SUIT 1.50 IN. X1.50 IN. BAR STOCK, OR 1.50 IN. DIA. STOCK STAINLESS STEEL

FITTING

C3312A

Flushing

Fixture

(Fuel Noules)

Figure

2-3-2

Page

2-3-6

Feb 01/2002

PRATT

WHITNEY CANADA


(e) Flushing (2)

Clean

Fixture

complete

Local manufacture

manifold

adapter

(see Figure 2-3-2).

assemblies in the

following

manner:

Page

2-3-6A/6B

Jun 06/2003

PRATT

WHITNEY CANADA


Place as many container.

(b)

Heat solution of approximately two pints of carbon removing compound (PWC11-013, 2 Ibs per US gal, water) to approximately 95"C (200"F) and pour into tank of ultrasonic cleaner.

NOTE:

adapter

perforated stainless steel

(a)

assemblies

Subsequent operation (140"F).

as

possible

in

of cleaner will maintain solution at

approximately

60"C

(c)

Place container, with adapter assemblies in cleaner tank, completely immersed in compound.

ensuring

all

adapters

are

(d)

(e)

Cover tank and activate ultrasonic cleaner for

one

hour.

Remove container from tank and wash assemblies

thoroughly

in very hot

water.

FLUSHING MUST BE ACCOMPLISHED IMMEDIATELY FOLLOWING CONCLUSION OF CLEANING PROCESS TO AVOID DAMAGE TO ASSEMBLIES BY RESIDUAL CARBON REMOVER SOLUTION.

CAUTION:

(f)

To

ensure

as

follows:

1

Using

removal of residual solution from inside

adapter assemblies, proceed

Fixture (PWC30521) and appropriate blanking tube (refer to flow clean, very hot water through assembly at normal

,)noipsig, tcepsnI.noitarud for at least

pressure, up to 30

2

Remove

3

Dry

blanking plug

assemblies

from

one

Part, tap

minute

adapter.

thoroughly using clean,

filtered

compressed

air

or

nitrogen.

out leakage and functional checks of manifold adapter assemblies detailed in Part 3, Removal and Installation, and Inspection, respectively.

(g) Carry (3)

Clean fuel nozzles removed from manifold adapters in the

(a) (b)

Refer to

Subparagraph (1)

3

for list of

following

as

manner:

equipment.

Place nozzle in perforated stainless steel container and carry out cleaning detailed in Subparagraph (2), steps (b) to (e), inclusive.

procedure

FLUSHING MUST BE ACCOMPLISHED IMMEDIATELY FOLLOWING CONCLUSION OF CLEANING PROCESS TO AVOID DAMAGE TO NOZZLES BY RESIDUAL CARBON REMOVER SOLUTION.

CAUTION:

(c)

Install noules on flushing fixture all positions are not filled.

(d) Using water to 30

a

suitable

through psig.

adapter

(Figure 2-3-2).

Use suitable

blanking plugs

if

hose connected to flushing fixture, flow clean, ve~y hot one minute at normal tap water pressure up

nozzles for at least

Page

2-3-7

Jun 06/2003

WHITNEY CANADA

PRATT


(e)

Disconnect water

supply

filtered, compressed air

from fixture and connect fixture to a supply of clean, nitrogen. Ensure nozzles are thoroughly dry.

or

(f)

With nozzles still installed on fixture, connect fixture to Test and flow fuel through nozzle for one ri~inute at 30 psig.

Rig (PWC30506),

(g)

Remove noule from

adapters. (Refer

Part 3, Removal and NOTE:

If nozzles

flushing fixture Installation).

are

container to

not

and install

on

manifold

required for immediate installation,

prevent exposure

to

store in covered

to dirt and dust.

out leakage and functional checks of fuel nozzles as detailed in Part 3, Sections Removal and Installation, and Inspection, respectively.

(h) Carry (4)

Clean manifold

(a)

(b)

Refer to

9.

for list of

manner:

stainless steel container and carry

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. all parts

thoroughly

with clean filtered

compressed

air

or

nitrogen.

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.

FUEL PUMP INLET SCREEN A.

Cleaning (1) (2)

Agitate or rotate inlet screen compressed air jet regulated Inspect screen

NOTE:

petroleum solvent (PWC11-027). Dry using psig.

a

clean

at 15

particularly around thoroughly clean.

screen,

is not

in

the inside

diameter, and repeat Step (1) if

Replai~e screen with serviceable unit if screen repeating process, or if there is evidence looseness or corrosion on inspection.

after

10.

following

equipment.

adapters and sheaths in perforated cleaning time to 30 minutes.

(d) Dry (e)

Subparagraph (1)

Place out

(c)

in the

adapters and nozzle sheaths

is not thoroughly cleaned of broken screen strands,

COMPRESSOR BLEED VALVE A.

Cleaning (See Figure 2-3-3) (1)

Clean

metering plug

and nozzle orifices

as

follows:

Page

2-3-8

Jun 06/2003

WHITNEY CANADA

PRATT


NOULE

a

N1ETERING PLUG

rj

1

I

C937A

Compressor Bleed Valve Figure 2-3-3

Page

2-3-9

Feb 01/2002

WHITNEY CANADA

PRATT

MAINTENANCE MANUAL


(a)

Cut lockwire and

(b)

Wash

plug

remove

and nozzle in

dowel to clear apertures.

(c)

Insert nozzle into valve

and nozzle.

metering plug

petroleum solvent (PWC11-027). Use a wooden Dry nozzle and plug in a compressed air jet.

body, tighten

and torque

(Ref.

No. 971, Fits

Clearances) metering plug, tighten

(d)

Install

and torque

(e)

When bleed valve is disassembled for

(Ref. 952,

Fits

Clearances).

diaphragm replacement,

components of valve in petroleum solvent (PWC11-027). Use clean apertures. Dry thoroughly with filtered compressed air. 11.

clean all

wooden dowel to

CHIP DETECTOR A.

Cleaning DO NOT IMMERSE CHIP DETECTOR IN SOLVENT.

CAUTION:

12.

a

(1)

Using

(2)

Ensure detector is free of metal

(3)

If not

a

stiff brush

Conventional

(1)

spray, clean

required immediately,

P3 FILTER ELEMENT A.

or

chip detector with petroleum solvent (PWC11-027).

particles

and

dry

with clean,

store detector in clean

dry compressed air.

plastic bag.

(Post-SB1294)

Cleaning

Procedure

Clean P3 air filter element

as

follows: (Refer to Inspection for filter cleaning

frequency) NOTE:

For alternate method

(electrosonic)

of

cleaning

refer to

Paragraph B.,

following. (a) Agitate element (PWC11-027).

(b)

Allow element to drain and

(c)

Inspect

element

(d) Repeat cleaning serviceable. Use B.

Electrosonic

(1)

for five minutes in clean, unused

as

dry

in

a

only

solvent

clean environment.

indicated in Part 3,

and visual

petroleum

inspection,

Inspection. if

clean and unused

required, until element is deemed petroleum solvent each time.

Cleaning Procedure

Clean air filter element electrosonically as follows: Inspection for filter cleaning frequency.)

(See Figure

2-3-4 and refer to

Page

2-3-10

Feb 01/2002

PRATT

WHITNEY CANADA


P3 AIR FILTER

CLEANING SOLVENT

ELEMENTS

(TYP.)

5’a"

Id~a ab

oTF

a

I~

ELECTROSONIC CLEANER

C7140E P3 Air Filter Element Figure 2-3-4

Electrosonic Cleaner

(Typical)

Page

2-3-11

Feb 01/2002

PRATT

WHITNEY CANADA


(a)

Place element

in

vertically

cleaning

tank

or

suitable

low-frequency

sonic

cleaner, generating less than 10 kHz, with open end of element

at bottom

position.

(b)

Pour sufficient quantity of cleaning solvent (either petroleum solvent PWC11-027 Trichloroethane PWC11-026), into tank to a level approximately 1/4 inch below top. or

cleaner for ten

(c)

Operate

(d)

Turn element 180

(e) Operate cleaner (f)

NOTE:

(5)

end of element at

(5)

top).

minutes.

original position

cleaner for five

Cleaning

minutes.

degrees (open

for five

Turn element to

(g) Operate

(10)

(Refer step (a)).

in tank

minutes.

duration should be

adjusted

to suit condition of filter element.

However, for optimum results, cleaning solvent should be replaced every 20 minutes.

(h) Wear clean, lint-free gloves, and

(i)

Allow element to drain and

(j)

neces ary.Inspect

(k)

Store element in clean

element

as

dry

in

remove

a

element from tank.

clean environment.

detailed in Part 3,

Inspection. Repeat cleaning cycle

polyethylene bag

until

as

required for installation.

FIELD CLEANING 13.

GENERAL A.

Sulphidation

is

a common name

components of gas turbine

for

a

type of hot

corrosion which

can

affect turbine

area

engines.

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 alloy. Post coating strip inspection may rejected

base

E.

Sulphidation

attack

can

generally

to CTT blades will involve some loss of the

reveal

a

be divided into four

majority

of components be

stages:

Page

2-3-12

Feb 01/2002

WHITNEY CANADA PRATT MAINT~NANCE MAkUAL MANUAL PART NO. 3015442

F.

Stage

by

some

Mechanical G.

Stage

Coating Deterioration (Sulphidation): Slight roughening of growth and localized breakdown of the oxide scale layer integrity is not affected.

Initial

1

caused

2

Initial Corrosion:

Roughness of surface is more marked integrity is not affected.

as

the surface

is evident.

oxide

layer

breakdown continues. Mechanical H.

Stage 3 Advanced Corrosion: Oxidation of the base material has penetrated to significant depth, with obvious build-up scale. Integrity seriously affected. Progression stage

i.

to

4 will accelerate.

Stage

4

Failure is

Severe Corrosion: Deep penetration of attack with likely due to loss of structural material.

large

"blister" of scale.

stages of attack may be encountered, although stages 3 and 4 will limited to those engines which are directly exposed to salt water.

J.

All

K.

Minimizing Attack Desalination wash attack.

using plain

During stages

water with

an

anti-freeze

normally

agent if required

1 and 2 the wash will dissolve and carry away

be

minimizes

sulphates

on

component surface.

washing must be free from contamination, in most Otherwise demineralized water should be used.

Water used for

acceptable.

is

Washfrequency depends on the amount acceptable. Maritime areas flight. the minimum

Recommended wash frequency is base refer to Table 2-3-3.

cases

drinking

water

Washing weekly is probably require washing daily or before each

of contamination. may

on

operators estimate of corrosion environment

or

L.

Borescope Inspection

establishing wash frequency is to monitor blade condition using borescope. Wash schedule should be adjusted according to results.

An alternative method of a

If sulphidated blades continue in service, a borescope inspection program should be started. This program should continue until a reliable progression rate for the particular circumstances can be established and a blade life limit determined. The recommended inspection interval is 200 hours. Blade lives established this way should be reviewed periodically to account for possible changes in the factors affecting

sulphidation. M.

Two

points

Stage

of

important

sulphidation

Estimate of N.

are

to consider when

evaluating sulphidated

blades.

attack.

progression

rate to

stage

3.

stage 3 mechanical integrity is jeopardized and blades should be removed from service. When estimating progression beyond stage 1 or 2 exposure to contamination and improvements in wash programs should be taken into account. At

Page

2-3-13

Feb 01/2002

PRATT

WHITNEY CANADA


14.

INTERNALWASH A.

General

(1)

There

three

are

types

of internal wash:

(a) Compressor desalination is used to remove salt deposits, however light dirt deposits may also be removed. Wash medium is drinking water, 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 environment. NOTE:

procedure

be carried out when

operating

in

a

salt laden

When desalination washes are performed in conjunction with each other it is essential that compressor wash is carried out first.

(c) Compressor performance recovery wash uses approved chemical additives remove more stubborn deposits which cannot be removed during normal

to

desalination washes. WARNING:

UNDER NO CIRCUMSTANCES MUST RUNNING WASHES BE PERFORMED WHEN USING A WAND OR A MODIFIED SPRAY RING WITH A FLOW RATE EXCEEDING 0.5 GPM (1.9 i/min). RUNNING WASHES MUST ONLY BE USED IN CONJUNCTION WITH A SPRAY RING NOT EXCEEDING A FLOW RATE OF 0.5 GPM

CAUTION:

BEFORE INTERNAL WASH, DISCONNECT P3 LINE AT CENTER FIRESEAL MOUNTING TESTING POINT (SEE FIGURE 2-3-5) AND CAP OPENINGS. AFTER WASH COMPLETED, CONNECT P3 LINE, REFER TO SECTION 6, TESTING, PARAGRAPH 49.

(d)

Internal washes performed while engine is motoring are described in Paragraph 19. 20. and 21. following, and washes performed while running in Paragraph 22.

(e) Washing

fluids

sprayed into the engine intake either through a low flow (0.5 I/min) spray ring if engine is running, or through a wash wand or gpm flow (2 to 3 gpm or 7.6 to 11.3 I/min) spray ring if motoring. When running, high is 60% approx.; this speed is chosen to ensure that emulsified fluid set at Ng 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. or

15.

are

1.9

INTERNAL WASH METHODS A.

General

(1)

The two methods of

(a)

While

performing

motoring engine with

internal washes starter

are as

follows:

only.

Page

2-3-14

Feb 01/2002

WHITNEY CANADA

PRATT


ii

I

PT6A-20A AND PT6A-20B

OBT’

CONNECT AIR SUPPLY AT THIS POINT

C1851B Pressure

Testing


Figure

System

2-3-5

Page

2-3-15

Feb 01/2002

WHITNEY CANADA

PRATT


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.

1

kPa

NOTE: While

(b)

kilo Pascal in SI Units

running engine.

wash is carried out at approximately 60% Ng (23,000 rpm) or IDLE if lower and the cleaning mixture and rinsing solution, depending on ambient temperature (Ref. Table 2-3-3, following), is injected at a pressure

Running

1

of 17

1

psig (117

7

kPa) through

a

low flow wash

ring.

TABLE 2-3-2, Rinse Solution Formulation

Water See NOTE)

Ambient Temperature

Methanol

"C

"F

by

+2 up

+36 up

100

-25 to +2

-12 to +36

50

50

Below -25

Below -12

40

60

NOTE: 1.

Drinking quality water only is recommended

is

vol.

by

vol.

permitted for motoring wash. However, demineralized water performing running wash. Refer to Equipment Required

when for acceptance criteria.

TABLE 2-3-3,

Ambient

+2

Cleaning Agent NOTE 1)

Temperature "F

"C

Up

by

+36

Cleaning

Up

vol.

Solution Formulation Aviation Kerosene

Methanol

Water

(NOTE 2)

(AMS 3004)

(NOTE 3)

by

vol.

by

vol.

by

vol.

25

Nil

Nil

75

-25 to +2

-12 to +36

25

15

20

40

Below -25

Below -12

25

15

40

20

Typical mixture proportions using B 8 B 3100 (PWC11-001C) or TC-100 (PWC11-003E), at amb. temp, of -25"C to +2"C: (Similar proportions for Magnus 1214 (PWC11-001B), R-MCS (PWC11-001D), R-MC G21 (PWC11-001E), ALMON AL-333 (PWC11-001A), TURCO 5884 (PWC11-001G) and CLIX (PWC11-001).

EXAMPLE:

B

B 3100 25%

Kerosene 15%

by

by

vol.

vol.

Methanol 20% by vol. Water 40%

by vol.

1250 mi in 5 liters

(1.33 US Gallons)

750 mi 1000 mi

2000 mi

Page

2-3-16

Feb 01/2002

PRATT

WHITNEY CANADA


TABLE 2-3-3,

Ambient

"F

Total 100%

by

vol.

Solution Formulation

Cleaning Agent NOTE 1)

Temperature

"C

Cleaning

by 5000 mi

or

5 liters

Aviation Kerosene

Methanol

Water

(NOTE 2)

(AMS 3004)

(NOTE 3)

vol.

(1.33

by US

(Cont’d)

vol.

by

vol.

by

vol.

Gallons)

NOTE: 1. Use any cleaning agent listed (Ref. CONSUMABLE MATERIALS). Solution strength must be in accordance with manufacturer/supplier’s recommendations. Where no specific instructions are provided, proportion of cleaning agent should be as indicated.

NOTE: 2. Use of emulsifying agent recommended to prevent NOTE: 3.

(PWC05-005A), 3% by vol. or 150 possibility of kerosene separation.

mi in 5 liters is

highly

permissible for motoring wash procedures. However, only is recommended when performing running wash. (Ref. Equipment required, for acceptance criteria.)

Drinking quality

water is

demineralized water

16.

RECOMMENDED WASH SCHEDULE on the operating environment, the nature and recommended to be in accordance with Table 2-3-4.

Depending

TABLE 2-3-4, Environment

frequency

of compressor wash is

Wash Schedule Recommendations

Wash

Frequency

Remarks

Continuously

salt laden

Desalination

Daily

Strongly recommended last flight of day.

Occasionally

salt laden

Desalination

Weekly

Strongly recommended. Adjust interval to suit engine condition

Performance

100 to

Recovery

200 hours

recommended. Performance recovery washes are required less

All

after

Strongly

frequently. Adjust frequency to suit engine operating conditions as indicated by ECTM. Motoring wash for light soiling and multiple motoring washes for heavy soiling is recommended. NOTE: 1.

Multiple motoring washes should be done to the extent permitted by operating limitations. Observe starter cooling period (Ref. Starter Manufacturer’s Manual).

starter

Page

2-3-17

Feb 01/2002

WHITNEY CANADA

PRATT


17.

EQUIPMENT REQUIRED A.

General

(1)

The

following equipment for motoring wash or running (See Figures 2-3-6, 2-3-7 and 2-3-8)

wash is

required

as

indicated.

NOTE:

A wash cart, (PWC32677-300), is available. For further information, contact Customer Support Services (refer to 1-1-5).

(a) Spray 1

wash

Motoring

For

and wand:

rings

CAUTION:

Wash DO NOT USE ANY RESTRICTOR WHEN PERFORMING MOTORING WASH. HOWEVER, USE A RESTRICTOR TO REGULATE FLOW WHILE PERFORMING A RUNNING WASH.

Wash wand

a

(refer

to

Figure 2-3-7).

Flow rate 2 to 3 gpm

(7.6

to 11.3

I/min). Modified wash

b

to 11.3

1

Running

For

a

(b)

a

(7.6

(1.5

to 1.9

I/min)

gallon (19 liters) capacity each, capable of psig (345 kPa) working pressure.

Two stainless steel containers, 5 up to 50

Mechanical agitator, or recirculation agitation. (Refer to Figure 2-3-6).

(d) Compressed (e)

Flow rate 2 to 3 gpm

restrictor

withstanding (c)

Figure 2-3-8).

ring

Flow rate 0.4 to 0.5 gpm Use

to

restrictor.

Wash

wash

Optional

ring (refer

Use

I/min)

A

source

air

or

pump with relief valve, for moisture

nitrogen supply, regulated

up to 50

psig (345 kPa).

of demineralized water. Criteria for demineralized water should be

as

follows:

1

Appearance: free of suspended

2

Total solids: 10 ppm

3

Specific

4

Silica content: 3 ppm

5

pH

6

Intake filter not

(mg/l)

solids

max.

conductance: 11 micromhos/cm

(mg/l)

max.

max.

value: 5.0 to 7.5 inclusive. coarser

than 10 microns.

Page

2-3-18

Feb 01/2002

WHITNEY CANADA

PRATT


AGITATOR

CLEANING SOLUTIONSISTEEL TANK 5 U.S. GALS.

(19 LITERS)

CAPACITY WORKING PR. 50 P.S.I. AIR SUPPLY VALVE

PRESSURE

(345 kPa) SHUT-OFF VALVE

GAGE

I

XYALVE

XVALVE RELIEF VALVE TO SPRAY RING OR WASH WAND CONNECTION

AIRINITROGEN RECIRCULATION

PRESSURE SOURCE

PUMP

REGULATED UP TO 50

P.S.1.(345 kPa)

AIR SUPPLY VALVE

RINSE SOLUTION TANK 5 U.S,

SHUT-OFF VALVE

GALS.(l9 LITERS)

CAPACITY WORKING PR. 50 P.S.I.

(345 kPa) S/STEEL

C3974B

Compressor Wash Rig Schematic Figure 2-3-6

Page

2-3-19

Feb 01/2002

PRATT

WHITNEY CANADA


17 HOLES 1/16 DIA.

DRILL, EQUALLYSPACED

LENGTH AND ANGLE OF THIS PORTION

TO BE DETERMINED BY AIRCRAFT INSTALLATION

10" SECTION

A-A

t,,,.

SOLDER/J

SOLDERsoLDER

STD. 112 DIA. FEMALE/ HOSE CONNECTION

DIMENSIONS ARE IN INCHES

3

A-

SOLDER

Io´•~:‘

12

DIRECTION OF SPRAY

ALL FITTINGS ARE STD. 112 DIA.

TEES, ELBOWS 6 CAPS

MATERIAL 1/2 DIA. HARD DRAWN COPPER PIPE

STANDARD 112 DIA.

B,

HOSE CONNECTION

17 HOLES 1M6 DIA. EQUALLY

STANDARD 112

CAP// C1B´•

SPACED TO SPRAY RADIALLY INWARD

8.5 R. TO FIT SCREEN

SECTION

ALTERNATE CONFIGURATION

B-B

DIMENSIONS ARE IN INCHES MATERIAL: 112 DIA. SOFT COPPER WATER PIPE

NOTE

THIS SKETCH IS INTENDED AS A GUIDE ONLY. ALL DIMENSIONS ARE APPROXIMATE AND

ALTERNATE MATERIALS MAY BE USED AS AVAILABLE.

C3972

Water Wash Wand

Figure

2-3-7

Page

2-3-20

Feb 01/2002

PRATT

WHITNEY CANADA


MS 24402-6 TEE DO NOT USE RESTRICTOR

30" 40"

25"

Y 350

35

45

65"

40"

45"

K~\\

1

65"

8.640" R. 90´•

1A

85

(REF.)

A

I

70"

90"

95"

95

100"

100"

_C’9"" 1100

8.640" R.

(REF.)"""""""""""""""""""""""""""""""""""""""""""""""""‘~105 110"

115´;15~1 130"

135~

I

h’

\135"

130"

1’";J140" 1

150"

0.052-0.057 DIA.

50HOLESLOC. WITHIN 0.030 R. OF TRUE POS.

EXISTING 6 HOLES ADDITIONAL 44 HOLES DO NOT BREAK SHARP EDGES UNSCREW RING-HALVES AT TEE, FLUSH TO REMOVE SWARF, AND REASSEMBLE. SECTION

A-A C5383

Modification to

Existing Wash Ring Figure 2-3-8

Page

2-3-21

Feb 01/2002

WHITNEY CANADA

PRATT


(f)

Drinking

water

criteria

quality

(for Motoring

free of visible extraneous

1

Appearance:

2

Total solids: 175 ppm

3

pH

4

Chlorides: 15 ppm

5

Sulfates: 10 ppm

(mg/l)

Wash

ONLY)

should be

as

follows:

impurities.

max.

value: 6.0 to 8.0 inclusive.

NOTE:

Since

(mg/l)

(mg/l)

drinking

max.

max.

water

quality varies from place to place provided as a guide only.

and

season

to season, this criteria is

(g)

One pressure gage located in air

(h)

Two air

(i)

Two fluid shut-off valves.

(j)

Suitable

supply

tubing

to be 5/16-inch

(k)

delivery

line.

valves.

to interconnect

(8 mm)

components, valve and tubing connections

are

ID minimum.

Two flow control valves, for

use

with recirculation pump.

(Ref. Figure 2-3-6);

i,.

The

cleaning

and rinse solution formulation is

temperature and must be 2-3-7.

prepared

dependent upon the prevailing ambient in accordance with Tables 2-3-2, 2-3-3, 2-3-5,2-3-6 and

INTERNAL WASHES 19.

ENGINE MOTORING WASH A.

Procedure

(1)

(See Figure 2-3-6)

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). TABLE 2-3-5, Rinse Mixture


Quantity

of Mixture

Wash Method

Liters

U.S. Gallons

Motoring

10

2.66

Running

15 to 19

4 to 5

Page

2-3-22

Feb 01/2002

PRATT

WHITNEY CANADA


TABLE 2-3-6,

Cleaning

Mixture

Quantity Requirements Quantity

of Mixture

Wash Method

Liters

U.S. Gallons

Motoring

5

1.33

Running

13 to 15

3.5 to 4

TABLE 2-3-7,

Cleaning Agents

TRADE NAME

SPECIFIC INSTRUCTIONS

Magnus

Refer to Table 2-3-3

1214


B&B 3100

P&WC

W.C.T.

2

Developed

parts Witconate

P10-59B 4 1

R-MCS

R-MC G21

or

parts Carbitol part Triethanolamine


Almon At-333


Turco 4217

Mixture formulation

(Concentrate)

(5 liters)

Ambient

Temperature

(ml)

Turco

Kerosene

(ml)

Methanol

(ml)

Water Total

(ml)

(ml)

Below -25"

Above

-25 to

+2 C

+2"C

200

200

200

2000

2000

2000

1000

1800

2800

1800

1000

5000

5000

5000

Above +5 C

-5 to +5"C

-5 to +21"C

Below -21"C

1000

1000

1000

1000

0

1000

1600

2000

4000

3000

2500

2000

Add 150 mi Witconate and shake well. Ardrox 625

Same

as

for Turco.

(Concentrate) CLIX


Zok27

Mixture formulation

(5 liters) Ambient Fluid

Temperature

(ml)

Methanol Water

(ml)

(ml)

Page

2-3-23

Feb 01/2002

PRATT

WHITNEY CANADA


TABLE 2-3-7,

Cleaning Agents (Cont’d)

TRADE NAME

SPECIFIC INSTRUCTIONS

Total

5000

(ml)

5000

Ardrox 6345/6367

Same

as

for Zok 27

Turboclean 2

Same

as

for Zok 27

(2)

5000

5000

Connect compressor air supply, regulated to 30 to 50 psig to wash tanks. In the tap water is used, connect through centrifugal pump if water pressure is below 30 psig.

event

(3)

engine cowlings, as applicable, (Ref. Aircraft Maintenance Manual) engine inlet screen and install wash wand or modified wash ring and 2-3-8). 2-3-7 (Ref. Figures Remove

or

open

to expose

CAUTION:

CONTAM I NATION/BLOCKAG E OF TH E FCU PN EUMATIC SECTION OR THE P3 FILTER WILL AFFECT ENGINE PERFORMANCE AND HANDLING. REMOVE AIR TUBE FROM ENGINE BEFORE MOTORING WASH.

CAUTION:

SPECIAL CARE SHOULD BE TAKEN WHEN PERFORMING A COMPRESSOR WASH TO ENSURE THAT THE P3 LINE IS COMPLETELY REMOVED TO AVOID BENDING STRESS OF ONE COUPLING.

(4)

Remove front air tube from engine´•to prevent distortion of tube Removal/installation of Electrical Connector).

(5)

Connect wash

ring

or

wand to

pressurized tanks,

or

to

drinking

(Ref.

water

tap,

as

applicable. prevent precipitation of deposits through inadvertent use of hard water, allow the engine to cool off to below 65"C (150"F). Minimum duration for cooling off to be 40 minutes since engine last operated.

NOTE:

(6)

To

Ensure

CAUTION:

and aircraft bleed air

ignition

are

OFF.

DO NOT MOTOR FOR MORE THAN 30 SECONDS, AND OBSERVE STARTER COOLING PERIOD (REFER TO STARTER MANUFACTURER’S MANUAL). WHEN USING WATEWALCOHOL SOLUTION, CARRY OUT AN ADDITIONAL 30-SECOND DRY MOTORING RUN BETWEEN STEPS (10) and (11), FOLLOWING, TO PURGE THE ENGINE OF VOLATILE FUMES. ENSURE PRESCRIBED STARTER COOLING PERIOD IS ALLOWED FOLLOWING THIS ADDITIONAL STEP.

(7)

Motor

engine (starter only).

(8)

When

Ng

(9)

Stop motoring

reaches 5%,

inject

wash mixture

or

water into

engine,

as

applicable.

after 30 seconds.

(10)

Close tank valve

(11)

Observe starter

as soon as

Ng

falls to 5%.

cooling period (Ref.

Starter Manufacturer’s

Manual).

Page

2-3-24

Jun 06/2003

PRATT

WHITNEY CANADA


(12)

Install front air tube NOTE:

(13)

Remove wash wand

(14)

Start

engine (Ref.

Connector).

or

ring

from inlet

screen.

Part 2, Section 6,

Engine Start), and run at 80% Ng for one completely dry engine. Check for zero air leaks at reinstalied coupling nuts during drying cycle. Check engine acceleration (Ref. Part 2, Section 6, Acceleration- Check/Adjustment). or more

to

(15)

Shut down

(16)

Install

(17)

Remove wash wand

(18)

Electrical

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.

minute

or

engine (Ref.

close

Maintenance

Start

engine (Ref.

Engine Shutdown).

or ring Manual).

from inlet

screen.

Reinstall

or

close

engine cowlings

Part 2, Section 6,

Engine Start), and run at 80% Ng for one completely dry engine. Check engine acceleration (Ref. Part 2, 6, Acceleration Check/Adjustment).

or more

Section

Part 2, Section 6,

engine cowlings (Ref. Aircraft Maintenance Manual).

(Ref.

minute

20.

(Ref. Removal/installation of

to

COMPRESSOR TURBINE DESALINATION WASH A.

Procedure

(1)

Depending on the ambient temperatures, fill the wash tank with appropriate mixture (Ref. Table 2-3-3). Alternately at temperatures above +2"C (+36"F) use suitable hose connected to drinking water supply.

(2)

Connect compressed air or nitrogen supply, regulated 30 to 50 psig, to wash tank(s). If drinking water supply is used, and water pressure is below 30 psig, connect through centrifugal pump.

WARNING:

(3)

(4)

RESIDUAL VOLTAGE IN IGNITION EXCITER (POST-SB1429) MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED OFF AND SYSTEM HAS BEEN INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING ANY IGNITION COMPONENTS. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.

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. Install compressor turbine wash tube assembly (3, PWC32271) fingertight in igniter arrow and "RGB" on tang points towards reduction gearbox

port. Ensure inscribed and is

parallel

with

engine

center line

Page

2-3-25

Feb 01/2002

PRATT

WHITNEY CANADA


:o´•´•

i;

i,

-X~7

I’

EBi

!jP

B´•~

I

(1

L´•~-

--er~s

i VIEW

A

C43005

Removal/lnstallation of Turbine Wash Tube

Figure

2-3-9

Page

2-3-26

Feb 01/2002

WHITNEY CANADA

PRATT


Key

Connect

1.

Igniter/Glow Plug Gasket

3.

Wash Tube

Assembly

or

drinking

water

supply

to wash tube

assembly.

period or 40 minutes should be observed after engine Engine temperature must be below 65"C (150"F) to ensure inadvertent of hard water does not result in precipitation of deposits.

Minimum cool-down run.

use

Ensure aircraft

CAUTION:

2-3-9

2.

pressurized tank

NOTE:

(6)

Figure

DELIVERY HOSE SHOULD BE SUPPORTED TO PREVENT DAMAGE TO WASH TUBE.

CAUTION:

(5)

to

ignition

and bleed air

are

OFF.

DO NOT MOTOR ENGINE MORE THAN 30 SECONDS; OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MAN UAL).

dry motoring

(Ref.

(7)

Carry

out

(8)

When

Ng reaches 5%, inject

(9)

Stop motoring

run

run

Part 2, Section 6,

water

or

Motoring Run).

water/methanol,

as

applicable,

into

engine.

after 30 seconds.

(10)

Shut off water dr water/methanol when

(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 and

(13)

Ng

falls to 5%.

pressurized tank(s) or drinking water supply remove assembly (3) from igniter port.

from wash tube

assembly

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.

Install

CAUTION:

OBSERVE STARTER COOLING MANUFACTURER’S MANUAL).

PERIOD

(REF STARTER

(14)

engine (Ref. Part 2, Section 6, Engine Start). Run engine approximately one minute to completely dry the engine.

(15)

Shut down

Start

engine (Ref.

Part 2, Section 6,

at 80%

Ng

for

Engine Shutdown).

Page

2-3-27

Feb 01/2002

PRATT

WHITNEY CANADA

MAINTENANCE’ MANUAL MANUAL PART NO. 3015442

TABLE 2-3-8,

Compressor Turbine Wash Schedule Recommendations Nature of Wash

Recommended

Desalination and/or

As

environmental conditions

desulphidation

Operating

Environment

All salt water/air

Remarks

Frequency

Single wash for light contamination and multiple washing for heavy

required

contamination. 21.

PERFORMANCE RECOVERY WASH A.

Procedure

(1)

(See Figure 2-3-6)

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 and 2-3-5) in separate tanks.

(2)

Connect

(3)

Remove

or

Manual)

to expose

compressed open

air

supply,

30 to 50

psig

2-3-2

to wash tanks.

engine cowlings, as applicable, (Ref. Aircraft Maintenance engine inlet screen and install wash ring or wand.

CAUTION:

CONTAM INATION/BLOCKAGE OF THE FCU PNEUMATIC SECTION OR THE P3 FILTER WILL AFFECT ENGINE PERFORMANCE AND HANDLING. REMOVE AIR TUBE FROM ENGINE BEFORE MOTORING WASH.

CAUTION:

SPECIAL CARE SHOULD BE TAKEN WHEN PERFORMING A COMPRESSOR WASH TO ENSURE THAT THE P3 LINE IS COMPLETELY REMOVED TO AVOID BENDING STRESS OF ONE COUPLING.

(4)

Remove front air tube from

(5)

Connect wash

prevent distortion of tube (Ref. 3-2-70).

wand to pressure tanks.

To

Ensure

CAUTION:

or

to

prevent precipitation of deposits through inadvertent use of tiard water, allow the engine to cool off to below 65"C (150"F). Minimum duration for cooling off to be 40 minutes since engine last operated.

NOTE:

(6)

ring

engine

ignition and aircraft

bleed air

are

OFF.

DO NOT MOTOR FOR MORE THAN 30 SECONDS, AND OBSERVE STARTER COOLING PERIOD (REFER TO STARTER MANUFACTURER’S MANUAL). WHEN USING WATEWALCOHOL SOLUTION, CARRY OUT AN ADDITIONAL 30-SECOND DRY MOTORING RUN BETWEEN STEPS (11) and (12), FOLLOWING, TO PURGE THE ENGINE OF VOLATILE FUMES. ENSURE PRESCRIBED STARTER COOLING PERIOD IS ALLOWED FOLLOWING THIS ADDITIONAL STEP.

(7)

Motor

engine (starter only).

(8)

When

Ng

(9)

Stop motoring

reaches 5%,

inject

wash mixture

or

water into

engine.

after 30 seconds.

Page

2-3-28

Feb 01/2002

WHITNEY CANADA

PRATT


(10)

Close tank valve

(11)

Allow

cleaning

(12)

Motor

engine.

as soon as

Ng falls

to 5%.

solution to soak for 15 to 30 minutes. reaches 5%,

Ng

When

inject

rinse solution into

engine (half quantity

only) Observe starter

(14)

Repeat step (12),

(15)

Install front air tube

once

Starter Manufacturer’s

again observing

(Ref.

Manual).

limitations of starter.

Removal/installation of Electrical

Connector).

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.

NOTE:

(16)

Remove wash wand

(17)

Start

or

ring

from inlet

screen.

Engine Start), and run at 80% Ng for one completely dry engine. Check for zero air leaks at reinstalled coupling nuts during drying cycle. Check engine acceleration (Ref. Part 2, Section 6, Acceleration Check/Adjustment). Part 2, Section 6,

engine (Ref.

minute

22.

cooling period (Ref.

(13)

or more

(18)

Shut down

(19)

Install

or

to

engine (Ref.

close

Part 2, Section 6,

engine cowlings.(Ref.

Engine Shutdown).

Aircraft Maintenance

Manual).

ENGINE RUNNING WASH A.

Procedure

(1)

(See Figure 2-3-6)

Depending

on

the ambient temperature, fill wash tanks with appropriate cleaning

mixture (Ref. Tables 2-3-3 and 2-3-5) in separate tanks.

(2)

Connect

compressed

(3)

Remove

or

Manual)

to expose

open

air

2-3-6)

supply

and rinse solution

16 to 18

psig

(Ref.

to wash tanks.

engine cowlings, as applicable, (Ref. Aircraft engine inlet screen and install wash ring.

Connect wash

(5)

Ensure that aircraft bleed air is OFF.

to

pressurized

Maintenance

tanks.

(4)

ring

Tables 2-3-2 and

Page

2-3-29

Feb 01/2002

PRATT

WHITNEY CANADA


CAUTION:

TO ELIMINATE POSSIBILITY OF ENGINE OVER-TEMPERATURE OR OVERSPEEDING, THOROUGHLY AGITATE SOLUTION PRIOR TO INGESTION AND DURING WASH CYCLE, THUS PREVENTING SEPARATION OF KEROSENE. PREFERABLY, USE OF WITCO AS EMULSIFYING AGENT OR, ALTERNATIVELY, USE OF MECHANICAL AGITATOR OR RECIRCULATION PUMP WITH RELIEF VALVE (REFER TO FIGURE 2-3-6) IS STRONGLY RECOMMENDED.

engine (Ref. Part 2, Section 6, Engine Start, following). (23,000 rpm) or IDLE if lower.

(6)

Start

(7)

Inject cleaning solution. Flow of solution will be evidenced by decrease in Tt5 and a slight change in Ng for the mixture specified for an ambient temperature of +2"C (+36"F) up. However, flow of solution specified for ambient temperature below +2"C (+36"F) will be evidenced by a slight increase in Tt5 and a slight change in Ng. When solution supply is exhausted, Tt5 and Ng will return to prewash values.

CAUTION:

Ng

DO NOT INCREASE NG DURING RINSE CYCLE.

(8)

Inject rinse solution into engine.

(9)

On

(10)

Run at 60%

completion of rinse, increase Ng drying. Shut down

to 80% for one minute to ensure

complete

engine (Ref. Testing, following).

FUEL NOZZLE CLEANING 23.

Preparation and Cleaning A.

Equipment A wash cart

prepared NOTE:

B.

(Ref. PWC32677-100) is required. Prior to washing, the operated in accordance with the cleaning rig manual.

cart must be

and

Cleaning

should

only be initiated on new or recently cleaned nozzles as the will clear previous blockages. Clean every 200 hours. Adjust not procedure interval based on condition and experience.

Preparation CAUTION:

(1)

TURCO 5884 IS AN ALKALINE THAT CAN CAUSE SKIN IRRITATION. AVOID SKIN CONTACT.

Mixture ratios to be

as

follows:

(a)

At ambient temperatures of 2"C (35.5"F) and above, mix 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.

by

volume: 1 part

Page

2-3-30

Feb 01/2002

PRATT

WHITNEY CANADA


cnunohl:

BEFORE PROCEEDING FURTHER, MAKE SURE THAT AIR HAS BEEN RELEASED FROM RESERVOIRS. volume of

cleaning

solution

(Ref. step (1)).

(2)

Fill reservoir with

(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)

fuel inlet line from flow divider and dump valve (Ref. Part 3, Section 2, Remove Fuel Dump Valve). Cap fuel inlet line and elbow on fuel dump valve.

(6)

Disconnect

Disconnect

engine

dump line from fuel dump valve outlet (Ref. Part 3, Section 2, Dump Valve).

Fuel

(7)

appropriate

Connect wash cart fluid

delivery

hose to valve outlet elbow

using adapter

"FUEL NOZZLE"

disconnect.

Remove

(0.4375-20 UNJF). (8)

Connect

rig fluid delivery

(9)

Connect

compressed air.

CAUTION:

C.

hose to

rig

quick

DO NOT EXCEED 120 PSIG.

(10)

Set wash

rig

(11)

Set

to 70

pulse

to 670

psig using

reservoir

regulator.

psig using pulse regulator.

Cleaning (1)

Let

engine

cool for

a

minimum of 40 minutes after

engine

shutdown before

cleaning

fuel nozzles.

(a)

(b)

Place valves A and B to AGITATE and valve C OFF and solution for 2 minutes. Place valves A and B to WASH and valve C to ON and

agitate detergent

detergent

wash for 3

detergent

wash for 3

minutes.

(c)

Places all valves to OFF and soak for 10 minutes.

(d)

Place valves A and B to WASH and valve C to ON and minutes.

(e)

Place all valves to OFF and soak for 10 minutes.

(f)

Places valves A and B to RINSE and valve C to ON and rinse for 6 minutes.

(g)

Places valves A and B to OFF and valve C to AIR DRY and

dry

for 5 minutes.

Page

2-3-31

Feb 01/2002

PRA~TT

WHITNEY CANADA


(h)

Places all valves to OFF and reduce both reservoir and

pulse

pressures to

zero.

D.

Post-cleaning air

from wash cart.

(1)

Remove

(2)

Remove fluid

(3)

Reconnect

(4)

Remove

(5)

Reconnect fuel inlet line

(6)

Remove drain hose and reinstall gas generator case drain valve Section 2, Remove Gas Generator Case Drain Valves).

(7)

Perform

(8)

Clean wash cart, stow fluid

compressed

delivery hose from dump valve.

dump

blanking

an

supply

line

(Ref.

Part 3, Section 2, Install Fuel

cap at fuel inlet line and

(Ref.

engine ground

run

nipple

on

Dump Valve).

flow divider and

Part 3, Section 2, Install Fuel

check for leaks

delivery hoses,

dump

valve.

Dump Valve).

(Ref.

Part 3,

(Ref. Adjustmentl Test).

and bleed air pressure from reservoirs.

ENGINE EXTERNAL WASH 24.

General CAUTION:

DO NOT USE GASOLINE OR SIMILAR TOXIC SUBSTANCES FOR EXTERNAL CLEANING.

CAUTION:

DO NOT ATTEMPT TO WASH AN ENGINE WHICH IS STILL MOTOR RUNNING. ALLOW ENGINE TO COOL FOR A MINIMUM PERIOD OF 40 MINUTES AFTER SHUTDOWN.

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 in a contaminated condition.

never

be left for

an

extended

period,

such

as

overnight,

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.

Page

2-3-32

Feb 01/2002

WHITNEY CANADA PRA~T MAINTENANC~ MA~UAL MANUAL PART NO. 3015442

´•I

PART 2

GENERAL PRACTICES

SECTION 4 1.

STANDARD PRACTICES

GENERAL

CAUTION:

DUST CAPS USED TO PROTECT OPEN LINES AGAINST CONTAMINATION SHOULD ALWAYS BE INSTALLED OVER THE TUBE ENDS AND NOT INSIDE. FLUID FLOW THROUGH THE LINES MAY BE BLOCKED OFF IF LINES ARE INADVERTENTLY INSTALLED WITH DUST CAPS INSIDE THE TUBE ENDS.

CAUTION:

MAKE CERTAIN THAT THERE IS SUFFICIENT PROTECTIVE MATERIAL PRESENT TO PRECLUDE THE POSSIBILITY OF DAMAGING ENGINE

PARTS. A.

The standard

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

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.

care must

be taken to

matter from

foreign disassembly even though or installing any part, sealing devices must

prevent dust, dirt, lockwire, nuts, washers

or

other

entering engine. If at any time such items are dropped, the or assembly process must stop until the dropped articles are located, this may require a considerable amount of time and labor. Before assembling the

ensure

that it is

be used to

thoroughly clean. Suitable caps, plugs and other 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

being subjected to elevated temperatures during engine run. Test results indicate are capable of causing surface attack, and/or reduction in tensile ductility as temperature is increased. Do not, under any circumstances, leave tape or tape residue on engine parts. to

that all tapes

2.

PREFORMED PACKINGS, PACKING RETAINERS AND GASKETS A.

Discard all

preformed packings,-packing retainers (back-up rings) and gaskets, and replace with new parts during assembly. Ensure that correct parts are used 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.

Page 2-4-1 Aug 27/2004

PRATT

WHITNEV CANADA


3.

LUBRICATION OF PREFORMED PACKINGS A.

Procedure

(1)

Prior toinstallation, new O-ring type preformed packings should be coated with thin film of lubricant to the following specifications: CAUTION:

I

4.

APPLICATION OF LUBRICANT PLUS PROPER ASSEMBLY WILL PREVENT DAMAGE TO PACKINGS WHICH COULD CAUSE ENGINE MALFUNCTION.

(a) Packings

used in

engine

fuel system:

(b) Packings

used in

engine

oil

(c)

a

Lubricating

oil

(Refer

system: Lubricating oil (Refer

Packings used in engine pneumatic system, Lubricating oil (Refer to SB1001).

or

in water

or

to

to

SB1001).

SB1001).

alcohol assemblies:

ANTIGALLING AND ANTISEIZE COMPOUNDS CAUTION:

A.

ENSURE THAT ANTIGALLING AND ANTISEIZE COMPOUNDS ARE APPLIED IN A THIN EVEN COAT, AND THAT ALL EXCESS MATERIAL IS COMPLETELY REMOVED, TO AVOID CONTAMINATION OF PARTS, PASSAGES OR SURFACES WHERE THE COMPOUND MAY CAUSE MALFUNCTIONING, OR EVEN FAILURE OF THE ENGINE.

Procedure

(1)

The

following compounds

are

(a) Molykote (PWC06-036)

recommended for

specific applications:

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.

(b) Molybdenum disulfide (PWC04-002) in either its paste form (Type G) or powdered form (Type Z) mixed with engine oil or grease may be used for turbine shaft splines and threads during assembly of these and other components which are not subjected to operating temperatures in excess of 427"C (800"F). (c)

Penetrating oil may be used to further facilitate disassembly of free turbines and other hot section parts at disassembly of these components.

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PRATT


5.

LOCKING DEVICES CAUTION:

A.

6.

ONLY LOCKWIRE AND COTTERPINS MANUFACTURED FROM CORROSION-RESISTANT STEEL ARE TO BE USED.

Lockwire, lockwashers, tablocks, tabwashers, keywashers and cotterpins

must never be reused. All lockwire and cotterpins must fit snugly in the drilled holes provided in bolts and studs for locking purposes. Bushings and plugs must be lockwired to the boss or case. Do not lockwire the plug to the bushing. Install a cotterpin so that the head fits into the castellation of the nut and, unless otherwise specified, bend one end of the cotterpin back over the stud or bolt and the other end flat against the nut.

KEYWASHERS (TAB AND CUP TYPES) A.

Procedure

CAUTION:

NOTE:

(1)

THESE TYPES OF WASHERS MUST ONLY BE USED ONCE. NEW WASHERS MUST ALWAYS BE USED AT EACH ASSEMBLY. The terms keywasher, tabwasher and in this manual.

are

interchangeable,

used

as

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 (2)

cupwasher

extensive

damage.

Cupwashers (a) Pre-Assembly: 1

Visually inspect cupwasher for freedom of deep drawing scoremarks (especially in the undercut adjacent to tangs) and for freedom of prior assembly/handling damage i.e. bent tangs or prior stake marks.

2

Visually inspect which may

3

(b)

contact surfaces for excessive

cause

the washer to bind

on

roughness, burrs

or scores

the nut.

Visually inspect the nut for burrs, nicks or the cupwasher which could cause the nut

scratches

on

pick

on

to

up

face which abuts the washer.

Assembly: 1

The

cupwasher

must be lubricated on the nut side

must be clean and

1

With

3

With

only,

cupwasher placed against shaft slots opposite tightening, screw nut finger-tight. a

silver

the

opposite

face

dry. to direction of nut

pencil, make an alignment mark on the cupwasher o.d. and immediately adjacent to the cupwasher not greater than

the component .020 in width.

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Feb 01/2002

PRATT

WHITNEY CANADA


C1189B

Examples

of

Locking Type Figure 2-4-1

Washers

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Feb 01/2002

WHITNEY CANADA

PRATT


nut in the normal manner.

4

Torquethe

5

If the alignment mark has moved by an amount greater than width of the mark, remove and discard the cupwasher.

6

Repeat procedure with

Z

Stake

cupwasher, using or internal type

external NOTE:

7.

a new

equal

or

to the

cupwasher.

the proper tool, in the washer.

If nut is used to apply such torque without a foregoing instructions.

appropriate location for

seating torque to a rotor assembly, apply cupwasher installed, then proceed with the

RETAINING RINGS (SPIROLOX, ETC.) A.

Retaining rings must be installed using approved retaining ring pliers. Internal type rings 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, must not be

without looseness 8.

or

distortion.

LOCKWIRE A.

Lockwire must be the same as that used during the original assembly of the engine; this part number MS9226-03, a heat and corrosion-resistant steel wire of 0.025 inch diameter to Specification AMS5687. Alternative MS9226-02 0.016 inch diameter wire is

wire, having limited application, will be specified 9.

as

required.

LOCKING PROCEDURES A.

There

are many combinations of These rules are as follows:

lockwiring

with certain basic rules

Lockwire must be vibration.

(2)

Lockwire must be installed in a manner that tends to tighten and keep in place, thus counteracting the natural tendency of the part to loosen.

(3)

installation to

prevent failure due

(1)

tight after

to all.

common

to

rubbing a

or

part

locked

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 minimum tension (if any) when secured.

tightly. (4)

Lockwire ends must be

ends which

(5)

bent’toward

might present

Internal

wiring

method

can

a

safety

the engine or part, to avoid sharp hazard or vibrate in the air stream.

must not cross over, or

obstruct,

a

flow passage when

or

an

projecting alternate

be used.

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Feb 01/2002

PRATT

WHITN~Y CANADA


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

units, it is desirable that the holes in the units be in the same relationship each other. Never overtorque or loosen units to obtain proper alignment of the holes.

two

or more

It should be

to

the wiring holes when the units are torqued within the if is it specified limits. However, impossible to obtain a proper alignment of the holes without either over or under-torquing, select another unit which will permit proper

alignment

10.

possible

within the

to

align

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.

HARDWARE IDENTIFICATION A.

Correct engine reassembly procedures require that particular attention be paid to the material requirements for nuts and bolts used in the hot section of the engine. In those areas

where parts must be of material which is resistant to

high 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

CAUTION:

B.

original

location.

NEVER ASSEMBLE A MATERIAL CODED PART WITH A C IDENTIFICATION IN A LOCATION WHICH REQUIRES AN H CODED PART AND VICE-VERSA.

Code systems, where used, employ the

use of the letter C for corrosion-resistant steel H and for heat-resistant application alloys in hot-section applications. The embossed letter will be followed or stamped by a number of one or more digits, e.g. C1, H3 and the the material C8, H12, digit signifying specification. Bolt code identification

for normal

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 temperature range (such as cadmium plated, low-alloy, steel parts), also coded E, to indicate, in part, close material quality control.

common are

C.

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.

The

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Feb 01/2002

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WHITNEY CANADA


INSERT THE UPPERMOST WIRE,

WHICH POINTS TOWARDS THE SECOND 4:30 10:30

O’CLOCK

O’CLOCK

BOLT, THROUGH

THE

HOLE WHICH LIES BETWEEN THE POSITION THE HOLES.

NINE AND TWELVE O’CLOCK

POSITIONS. GRASP THE END OF THE WIRE WITH A PAIR OF PLIERS AND PULL THE WIRE

TIGHT.

BRING THE FREE END OF THE WIRE AROUND THE BOLT HEAD IN A COUNTERCLOCKWISE

INSERT PROPER GAGE WIRE.

DIRECTION AND UNDER THE END PROTRUDING FROM THE BOLT HOLE. TWIST THE WIRE IN A COUNTERCLOCKWISE DIRECTION.

GRASP UPPER END OF THE WIRE AND BEND IT AROUND THE

I

GRASP THE WIRE BEYOND THE

HEAD OF THE BOLT, THEN

I

TWISTED PORTION AND TWIST

UNDER THE OTHER END OF THE

I

THE WIRE ENDS COUNTER-

CLOCKWISE UNTIL TIGHT.

WIRE. BE SURE WIRE IS TIGHT AROUND HEAD.

TWIST WIRE UNTIL WIRE IS

DURING THE FINAL TWISTING

JUST SHORT OF HOLE IN THE

MOTION OF THE

PLIERS,

BEND

THE WIRE DOWN AND UNDER

SECOND BOLT.

THE HEAD OF THE BOLT.

KEEPING WIRE UNDER TENSION, TWIST IN A CLOCKWISE

I I

DIRECTION UNTIL THE WIRE IS TIGHT. WHEN TIGHTENED THE

CUT OFF EXCESS WIRE WITH

DIAGONAL CUTTERS.

WIRE SHALL HAVE APPROXIMATELY 7 TO 10 TWISTS PER INCH.

C194C Lockwire Procedures

Figure

2-4-2

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EXAMPLES

EXAMPLE1

EXAMPLES 1,2,3 AND 4 APPLY TO ALL TYPES OF

EXAMPLES

8XAMPLE4

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 EXAMPLE 5

~R EXAMPLE 6

EXAMPLE 8

EXAMPLE 7

EXAMPLES 5,6,7 AND 8 SHOW METHODS FOR WIRING VARIOUS STANDARD ITEMS. WIRE MAY BE WRAPPED OVER THE UNIT RATHER THAN AROUND IT WHEN WIRING CASTELLATED NUTS OR ON OTHER ITEMS WHEN THERE IS A CLEARANCE PROBLEM.

EXAMPLE 9

EXAMPLE 11

EXAMPLE 10

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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~a-o EXAMPLE13

EXAMPLE1Z

EXAMPLES 12 AND 13 SHOW METHODS FOR ATTACHING LEAD SEAL TO PROTECT CRITICAL ADJUSTMENTS.

EXAMPLE14

EXAMPLE1G

EXAMPLE15

EXAMPLE 14 SHOWS BOLT WIRED TO

EXAMPLE 15 SHOWS CORRECT METHOD

EXAMPLE 16 SHOWS CORRECT METHOD

A RIGHT ANGLE BRACKET WITH THE

FOR WIRING ADJUSTABLE CONNECTING

FOR WIRING THE COUPLING NUT ON

WIRE WRAPPED AROUND THE BRACKET.

ROD.

FLEXIBLE LINE TO THE STRAIGHT CONNECTOR BRAZED ON RIGID TUBE.

EXAMPLE 17

EXAMPLE 18

EXAMPLE 19

EXAMPLE 20

EXAMPLE 21

FITnNGS INCORPORATING WIRE LUGS SHALL BE WIRED AS SHOWN

SMALL SIZE COUPLING NUTS SHALL

IN EXAMPLES 17 AND 18. WHERE NO LOCKWIRE LUG IS

BE WIRED BY WRAPPING THE WIRE

PROVIDED,

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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EXAMPLE 22

EXAMPLE 23

COUPLING NUTS ATTACHED TO STRAIGHT CONNECTORS SHALL BE WIRED AS SHOWN WHEN HEX IS AN INTEGRAL PART OF THE CONNECTOR.

EXAMPLE 24 COUPLING NUTS ON A TEE SHALL BE WIRED AS SHOWN ABOVE SO THAT TENSION IS ALWAYS IN THE

TIGHTENING DIRECTION.

EXAMPLE 25 STRAIGHT CONNECTOR

(BULKHEAD PIPE)

EXAMPLE 26

EXAMPLE 27

EXAMPLE 28

EXAMPLES 26, 27 AND 28 SHOW THE VARIOUS STANDARD FITTINGS WITH CHECK NUT WIRED SO THAT IT NEED NOT BE DISTURBED WHEN REMOVING THE COUPLING NUT.

C195 3

Lockwiring Examples Figure 2-4-3 (Sheet 3)

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Feb 01/2002

PRATT

WHITNEY CANADA MANUAL:

MAINTENANCE


C196 Hardware Code Identification

Figure

2-4-4

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2-4-11

Feb 01/2002

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WHITNEY CANADA


CAUTION:

D.

CARE MUST BE TAKEN DURING DISASSEMBLY PROCEDURES TO AVOID MIXING REDUCED PITCH DIAMETER (PD) BOLTS WITH SIMILAR SIZE STANDARD BOLTS.

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

At

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)

METAL PARTICLES 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,

few simple tests will determine the kind deposits, refer to Paragraphs 12. and

a

unknown metal 12.

IDENTIFICATION

of metal present. To 13. following.

identify

PRE-REQUISITES A.

Equipment Required

(1)

Electric

(2)

Two

(3)

An open flame.

(4)

Permanent

(5)

Two

soldering

iron.

porcelain spot plates.

magnet.

ounces

of aqueous

(water)

solution

containing

10% ammonium nitrate

(NH,NO,). WARNING:

PERSONNEL MUST USE EXTREME CAUTION WHEN HANDLING ACIDS.

(6)

Two

(7)

Hydrofluoric acid (HF) (PWC05-004).

(8)

Sulfuric acid

(9)

Concentrated

(10)

ounces each of 50% by volume of hydrochloric acid concentrated nitric acid (PWC05-195)(HNO,).

(PWC05-004)(HC1)

and

(H,SO,) (PWC05-074). phosphoric

acid

(H,PO,) (PWC05-006).

Hydrogen peroxide (H,O,) (fresh) (3%

to 10%

solution) (PWC05-033).

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Feb 01/2002

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120~ 0.109 0.079

REDUCED PITCH DIAMETER BOLT

STANDARD BOLT

C197B Identification of Reduced Pitch Diameter Bolt

Figure

2-4-5

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Feb 01/2002

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13.

(11)

Crystalline

(12)

Sodium

ammonium bifluoride

(NH,HF,) (PWC05-009).

Hydroxide (NaOH) (solid) (PWC05-058).

TEST PROCEDURES A.

Procedure

(1)

The following test procedures unknown metal particles: WARNING:

determining

the character of

A

test for these

simple

particles is burning. Magnesium will burn

white flash.

Particles

iron is attracted NOTE:

recommended for

NEVER ATTEMPT TO BURN MORE THAN A FEW PARTICLES OF METAL SUSPECTED TO BE MAGNESIUM. MAGNESIUM POWDER OR DUST 1S EXPLOSIVE.

(a) Magnesium with a bright (b) Steel

are

can

by

be isolated

the

by

means

of the permanent magnet. Steel

or

magnet.

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.

(c)

Cadmium Place the particles in aqueous (water) solution of ammonium nitrate. If all or any of the particles dissolve in this solution, they are cadmium. After completion of test, rinse and dry any remaining particles for additional tests and identification.

(d)

Tin

These

clean

particles can be distinguished by their low melting point. With a soldering iron, heated to 260"C (500"F), and tinned with 50-50 solder

(50% tin 50% the solder.

lead),

a

tin

particle dropped

on

the iron will melt and fuse with

(e)

Aluminum

(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

When a particle of aluminum is placed in 50% by volume hydrochloric acid, it will fizz with rapid emission of gas bubbles and gradually disintegrate and form a black residue (aluminum chloride). Silver and bronze do not noticeably react with hydrochloric acid.

suspected 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. in the

(g)

Silver

When

producing

a

a

silver

particle is placed

whitish silver nitrate

fog

in nitric

acid, it

reacts rather

slowly,

in the acid.

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Feb 01/2002

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(h)

Titanium

The

following procedure should

be used for identification of titanium

particles: WARNING:

1

THE CHEMICALS USED IN THE FOLLOWING PROCEDURES ARE PARTICULARLY HAZARDOUS. THEY REQUIRE SPECIAL HANDLING AND THE TESTS ARE BEST PERFORMED BY QUALIFIED LABORATORY PERSONNEL.

particle of metal to be identified on white porcelain spot plate. A particle of known titanium should be placed alongside on second spot observe and verify results of tests on unknown. to plate Place

second

2

Add several

crystals

of ammonium bifluoride and 5 to 10

NOTE: 1. Solid ammonium bifluoride can be dry place and used as needed.

NOTE: 2. Two to three drops of 5% to 10% be used as an alternative. 3

4

Let particles stand for 20 to 30 minutes, discolored. Add two to three to one

6

Add three to four

drops of

If titanium is

become

(i)

(i.e.

stand another 20 to 30 minutes,

discol red.Let particles

Z

hydrofluoric

stored in

one

a

acid solution may

until solution becomes

or

1:1 sulfuric acid

conveniently

water

slightly

part concentrated acid

part water).

5

NOTE:

drops of

drops of

3% to 10% fresh

present,

or

until solution becomes

hydrogen peroxide.

yellowish color will develop which will darker with time if allowed to set.

a

progressively

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.

Add two to three

Bronze When a bronze oi copper green cloud is produced.

particle

is

placed

in nitric acid,

a

bright

MARKING OF PARTS 14.

GENERAL A.

When it is necessary to mark an engine part, weldment, or assembly, only the applicable Pratt Whitney Canada approved marking methods shall be used.

following

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15.

PERMANENT MARKING METHODS A.

Procedure

(1)

Permanent methods of marking, in which the marking is service life of the part, are described as follows:

legible during

the entire

DO NOT CONFUSE ELECTROLYTIC ETCHING WITH ELECTRIC ARC SCRIBING WHICH IS PROHIBITED ON TURBINE ENGINES.

WARNING:

(a) Electrolytic Etching

Ordinarily, electrolytic etch markings may be applied to surface after which, assembly, does not move relative to a contacting any surface. Anodized parts, however, cannot be electrolytically etched. Characters are produced by electrolysis, confined to the area of the character by a stencil, or by an electrolytic marking pen. This technique is sometimes used a temporary method.

(b)

Vibration Peening This is a process whereby characters are produced by a vibrating radius-tipped conical tool. This method is not permitted if the hardness of the material at the time of marking is higher than Rockwell C45, equivalent.

as

or

TEMPORARY MARKING METHODS 16.

PROCEDURE CAUTION:

A.

ANY TEMPORARY MARKING METHOD WHICH LEAVES A CARBON DEPOSIT OR A DEPOSIT OF COPPER, ZINC, LEAD, OR SIMILAR RESIDUE MAY CAUSE SUBSEQUENT CARBURIZATION OR INTERGRANULAR ATTACK WHEN THE PART IS SUBJECTED TO INTENSE HEAT. AVOID THE USE OF SUCH A METHOD UNLESS THE MARKING IS COMPLETELY REMOVED BEFORE THE PART IS SUBJECTED TO INTENSE HEAT. DO NOT USE CHALK OR SOAPSTONE FOR MARKING.

Definition A method of

temporary marking is one which ensures identification during ordinary storage of items prior to final assembly.

handling

and

NOTE:

unqualified marking material is used, the mark must be in order to preclude any possible reduction in fatigue strength. The method of removal will be dictated by the material used and the particular part so marked.

In the event that

removed

B.

Temporary Marking

(1)

an

thoroughly

of Cold Areas

For

temporary marking of the cold

are

used:

(a) Volger Opaque (b) Dykem

Ink

Ink KX425

areas

of the

engine only,

the

following

materials

(Black) (PWC05-046B). (Black)

and KXX 122

(White) (PWC05-046C).

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Feb 01/2002

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Carter Ink No. 451

(c) C.

Temporary Marking (1)

of Hot

(Black) (PWC05-046). Cold Sections

For temporary marking of both the hot section and the cold following materials may be used:

(a)

Felt Wick Pen and

(b)

Marks-A-Lot

(c)

Cado Marker

Speedry

instant

engine, the

(PWC05-048B). (PWC05-178).

Supreme

No. 142

Tex-Rite instant

dry

ink: 400-1

(Black),

Purple Dye (PWC05-002).

(e)

Micro

(f)

Phano No. 71 Red Pencil

(g)

Colorbrite Silver No. 2101 Pencil

(PWC05-103). (PWC05-018A).

MARKING LOCATIONS WHEN USING A MARKING PENCIL, MARKS MUST NOT BE APPLIED TO THE MATING SURFACE OF FINISHED MACHINED PARTS OR TO CARBON SEAL PLATE SURFACES. HEAVY DEPOSITS OF THE MARKING MATERIAL COULD ADVERSELY AFFECT CLEARANCES AND RUNOUT

CAUTION:

A.

Except

where otherwise

manner

18.

of the

dry ink(PWC05-048A)

(d) Brushpen No. 57(PWC05-048) and 400-2 (Red) and 400-7 (Purple).

17.

areas

and

adjacent to,

specified, reidentification should or

in

a

be

accomplished in the original markings.

same

location similar to, that of the

MARKING SIZE A.

markings should be applied so as to ensure maximum legibility and durability of the 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. All

mark

WELDING 19.

GENERAL NOTE:

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.

The

Page

2-4-17

Feb 01/2002

WHITNEY CANADA

PRATT


WARNING:

A.

UNDER NORMAL CIRCUMSTANCES ONLY AN ARGON REGULATOR SHOULD BE USED WITH ARGON GAS, IF HOWEVER, AN OXYGEN REGULATOR IS USED, IT MUST NOT BE REINSTALLED ON AN OXYGEN CYLINDER. ARGON GAS IS NOT FREE FROM OIL AND THE POSSIBILITY EXISTS OF AN EXPLOSION CAUSED BY THE PRESENCE OF OIL IN THE OXYGEN REGULATOR. USE SAFE WELDING PRACTICES, ADEQUATE VENTILATION, AND PROTECTIVE EQUIPMENT. DO NOT WELD IN CONFINED AREAS WITHOUT EXHAUST VENTILATION.

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 from the surrounding

welding process which uses inert gas to protect the weld atmosphere. The heat necessary for welding is provided by a intense is struck between a non-consumable thoriated tungsten electric which are very (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. are

area

C.

The inert gas

welding

process

(1)

An A.C.

(2)

A Linde HW-10 torch

D.C.

are

requires availability of the following equipment:

welder with

high frequency controls.

equivalent with circulating

or

water

equipment,

and ceramic

cups of suitable size.

(3) 20.

An argon gas

regulator

and two flowmeters.

CLEANING BEFORE WELDING A.

Surfaces to be welded must be free from objectionable protective coatings, dirt, grease, oil, and other foreign matter, and as free as praticable from oxides. Wire brushes and abrasives may be used to remove protective coatings and oxides, except that the final 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 be welded after cleaning operations. 21.

deposit

or

residue must remain

on

surface to

WELDING PROCEDURE A.

Procedure

NOTE:

(1)

Welding

Connect

one

behind crack

(2)

is to be carried out

only by qualified personnel.

argon gas flowmeter to torch. Install other flowmeter, if necessary, as a backup when ready to weld.

Connect torch to the

are

welder for

straight polarity.

Page

2-4-18

Feb 01/2002

PRATT

WHITNEY CANADA


(3)

tungsten electrode in the torch, allowing of the inch 5/16 to extend out of the ceramic cup. The point approximately ceramic cup must not be smaller than a No. 6 for the HW-10 torch, in order to provide a sufficient amount of inert gas to the weld area where cleanliness of the surface beads is important. Insert

a

NOTE:

1/16 inch diameter thoriated

A

practical,

on

the electrode must be

If it is necessary to

(4)

electrode may be used, but a needle point must be the electrode for more positive starting of the are. Where

plain tungsten

maintained

kept

clean of material

pickup.

protect underside of weld from contamination, possible weld

poor surface appearance, attach argon gas line behind crack to be welded. This may be done by fabricating small box-like fixtures having edges shaped to fit contours of part to be welded and using a suitable connection to secure line. Seal fixture to part in order to conserve as much of the gas as possible.

(5)

porosity,

or

NOTE:

The amount of pressure to provide sufficient backup must be determined. This pressure should not allow the gas to stir the puddle of the weld. Do not use flux when welding in an inert atmosphere.

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)

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.

Where

NOTE:

Test welds using similar material of the same thickness and should be made to determine the proper gas pressures and

joint design 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

which fusion weld repairs have been made have a tendency to crack because the steel structure becomes unstable, brittle and highly stressed. The structure of the material can be improved by

22.

loss in

increase in material hardness and

a

reheating

the

the

parts

and

controlling

ductility.

cooling

Parts

on

rate.

CLEANING AFTER WELDING A.

welding, flux must be removed as completely as practicable. If complete removal is not practical, the assemblies should be suitably treated to prevent corrosion by residual flux. After the welding is completed, clean out any holes with a rotary file and polish with No. 180 emery cloth (PWC05-021). After

Page

2-4-19

Feb 01/2002

PRATT

WHITNEY CANADA


2,.

LOCALSTRESSREUEF A.

24.

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.

INSPECTION OF WELDING A.

the weld for

quality, uniformity, undercutting, cracking and flux removal. Welds adjacent metal in gradual, smooth curves. Welds must be sound, free from clean, foreign material, and from internal and external defects that would affect the strength of the weld. adversely

Inspect

must blend into the

STANDARD INSPECTION PROCEDURE 25.

GENERAL A.

Damage

to

engine parts

undesired movement.of

may result from improper ´•clearance, lack of lubrication, 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.

B.

While it is

C.

Inspect parts for alignment, distortion, foreign matter, looseness, out-of-roundness, sharp edges, scratches, taper, warping and wear. In addition, check the following:

frequently possible to repair a damaged part so that it may be safety reinstalled, it is important that the cause of the damage be determined, and corrected if possible. Otherwise, more serious consequences may result.

(1)

Holes in cases, manifolds,

(2)

Gear teeth and

(3)

Magnesium parts

splines

pipes

and tubes for obstructions.

for contact patterns.

for corrosion.

Page

2-4-20

Feb 01/2002

WHITNEY CANADA

PRATT


CAUTION:

(4)

ANY TEMPORARY MARKING METHOD WHICH LEAVES A CARBON DEPOSIT OR A DEPOSIT OF COPPER, ZINC, LEAD, OR SIMILAR RESIDUE MAY CAUSE SUBSEQUENT CARBURIZATION OF INTERGRANULAR ATTACK WHEN THE PART IS SUBJECTED TO INTENSE HEAT. AVOID THE USE OF SUCH A METHOD UNLESS THE MARKING IS COMPLETELY REMOVED BEFORE THE PART IS SUBJECTED TO INTENSE HEAT. DO NOT USE CHALK OR SOAPSTONE FOR MARKING.

Mounting pads NOTE:

Use

and

pencil

seating surfaces

carbon paper whenever

smoothness is

26.

for smoothness and flatness. a

smear-type indication of surface

required.

(5)

Plugs for tightness.

(6)

Studs, dowels, and similar protruding parts for alignment and projection length.

(7)

Protective surface

(8)

Threads for condition.

coatings for completeness.

INSPECTION GAGES A.

When a

B.

an

inspection procedure requires

a

very accurate measurement,

a

micrometer

or

dial indicator must be used.

micrometer is to be used, check it for accuracy before taking a measurement. Make 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. If

a

sure

C.

D.

If a dial indicator is used, make that any swivel connections are When

taking a measurement reasonably snug fit.

sure

that the indicator support is anchored

firmly and

tightened securely.

with

a

feeler gage, the final size of the feeler must be

a

ELBOW FITTINGS 27.

REMOVAL A.

Procedure

(1)

Note

(2)

Loosen

(3)

Remove preformed elbow fitting.

angular position jam

of elbow

fitting before

nut and remove elbow

removal.

fitting.

packing, packing

retainer

(back-up-ring),

and

jam

nut from

Page

2-4-21

Feb 01/2002

PRATT

WHITNEY CANADA


28.

INSTALLATION A.

Procedure

(1)

(See Figure 2-4-6)

Lubricate

preformed packing and packing retainer (back-up ring), and threads 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. new

of elbow

(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) nut:

on

elbow

fitting (1)

and press into counterbore of

jam

(2).

(4)

Assemble preformed packing annulus.

(5)

Turn

(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

on

elbow

fitting (1)

and press into non-threaded

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.

recognized by (7)

(4)

increase in torque

required

to turn elbow

fitting.

With elbow fitting in this position, hold jam nut stationary and turn fitting into boss 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

a

position. If elbow fitting tightens in jam nut before completing initial 1-112 turns, during final alignment, jam nut may be allowed to turn with fitting.

NOTE:

(8)

When elbow value

fitting is aligned in required position, tighten jam nut and torque specified in assembly instructions for engine or accessory unit.

to

Metal to metal contact between jam nut and boss must be obtained exceeding maximum recommended torque and there must be extrusion of preformed packing and/or packing retainer.

NOTE:

without

B.

or

no

Fluid and Pneumatic Lines NOTE:

Refer to

When

assembly

instructions.

fluid or pneumatic lines, whether solid tubes or flexible hoses, lines engage onto respective coupling adapters without tension or load.

installing

ensure

(2)

sections in Part 3 of this manual for

DO NOT USE FORCE TO POSITION LINE ONTO COUPLING ADAPTERS.

CAUTION:

(1)

specific

Alignment paragraph

must be obtained

28.

by adjusting the position of the adapters. Refer to preceding, for instructions pertaining to the installation of adapters.

Page

2-4-22

Feb 01/2002

PRATT

WHITNEY CANADA


TOUCH-UP SOLUTION 29.

CHROME PICKLE SOLUTION (MAGNESIUM RGB AND AGE HOUSINGS) A.

Preparation (Ref. Table 2-4-1)

WARNING:

(1)

Fill

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. a

suitable container with tap water to

solution

no more

than ’/2 of the volume of the

required.

(2)

Slowly and carefully add the the sodium dichromate.

required

amount of sodium dichromate. Stir to dissolve

(3)

Slowly

required

amount of nitric acid. Stir to mix the solution.

(4)

Fill the remainder of the container with

carefully

and

add the

tap

water to the

specified

volume

required.

TABLE 2-4-1, Chrome Pickle Solution

PROPORTIONAL LIMITS

PROPORTION

MATERIAL Sodium Dichromate

1.0 to 1.5 Ibs.

1.5 Ibs.

(PWC05-055) Nitric Acid

1.5

1.0 to 1.5

pints

pints

(PWC05-1 95) NOTE: The

figures

that

are

given

are

per

gallon

of solution

required.

i Page 2-4-23 Aug 27/2004

PRATT

WHITNEY CANADA


ilJ~ 4)

(4

t-’-~S

C3146A Installation of Elbow

Figure

Fitting (Typical)

2-4-6

Page

2-4-24

Feb 01/2002

PRATT

WHITNEY CANADA


Key

to

Figure

2-4-6

Fitting

1.

Elbow

2.

Jam Nut

3.

Packing Retainer Preformed Packing

4.

Page 2-4-25/26 Feb 01/2002

WHITNEY CANADA

PRATT


GENERAL PROCEDURES

PART 2

SECTION 5 1.


GENERAL A.

in the text of this manual are standard values for the size and thread of the item concerned (nut, bolt, screw, etc.). Reference to an item in Fits configuration 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

Torques specified

temperature prevails. If the parts involved are hot, sufficient time should be allowed for the temperature of the parts to reach that of the

the

that normal

understanding

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. Silver-plated

NOTE:

B.

All

tightening

must be

bolts do not

require

lubrication

accomplished slowly

and

prior

evenly

for

to

assembly.

consistency

and best

possible

accuracy.

C.

devices must be checked daily and calibrated by means of weights and a measured lever arm to ensure there are no inaccuracies; checking one torque wrench against another is not sufficient. Some wrenches are quite sensitive in the way they react to their support during a tightening operation; therefore, every effort must

Torque-indicating

be made to follow instructions furnished 2.

by

the wrench manufacturer.

TORQUE WRENCH AND EXTENSIONS A.

Usage (1)

of Extension to

Torque

Wrench

it is necessary to use a special extension, or adapter wrench together standard torque wrench (Ref. Fig. 2-5-1). In order to arrive at the resultant required torque limits, the following formula shall be used:

Occasionally, with

a

T

Desired torque

E

Effective

L

A R

on

the

part.

of

length special extension or adapter. Effective length of torque wrench. Distance through which force is applied to part. Reading on scale or dial of torque wrench. LTLT -A-L+E

Example:

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. A

Then:

R

LT L

15X1440 5

15

3

12001b.in.

Page

2-5-1

Feb 01/2002

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, to a wrench reading of 1200 Ib.in. will provide the desired torque of 1440 Ib.in. on the part.

tightening

3.

NUTS, BOLTS AND SCREWS A.

4.

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.

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)

5.

Add this torque to the value as the total applied torque.

Use this

new

value

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 or

bolt one-half turn and retorque.

SLOTTED STEEL LOCKNUTS A.

Effective locking of slotted, steel locknuts on bolts or studs requires full engagement of all locknut threads. The chamfered part of the locknut ID does not exert force on the bolt or stud; therefore, it is not necessary that the bolt or stud be flush with, or protrude from, the top face of the locknut.

STANDARD AND STEPPED STUDS A.

When the

torque required

minimum value, selected. 8.

application.

When

nut, screw,

7.

in the text for the

CASTELLATED NUTS A.

6.

given

or

to drive a stud to the correct

exceeds the maximum value of

protrusion does not provide the protrusion, another stud must be

HOSE TUBING AND THREADED CONNECTORS A.

If leakage occurs at a coupling, do not attempt to correct by the fitting and check for nicks, burrs, or foreign objects. Use

overtorquing. new

Disassemble

parts if necessary.

Page

2-5-2

Feb 01/2002

PRATT

WHITNEY CANADA


E

-I-

L

C192A

Torque

Wrench and Extension

Figure

2-5-1

Page 2-5-314 Feb 01/2002

PRATT

WHITNEY CANADA


´•I

PART 2

GENERAL PROCEDURES

SECTION 6 -TESTING

INTRODUCTION 1.

GENERAL A.

2.

The

operating procedures contained in this section are based solely on items supplied Pratt by 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.

ENGINE CONDITION TREND MONITORING A.

Gas

turbine/turboprop engine maintenance practices frequently include inflight engine performance monitoring, as a means of detecting mechanical deterioration in engine gas paths. A single system requiring almost no arithmetic calculation has been devised for the engine to aid in planning indicated rectifications early, and thus reduce primary and secondary damage costs resulting from fully developed failures, and risks of inflight shutdowns and flight cancellations. The turbine

engine characteristic of repeatedly producing its output at, or very close to, charted gas generator parameter values, provides the basis for the engine trend monitoring system. Thus, under known conditions of pressure altitude (PA) and indicated outside air temperature (IOAT), the gas generator parameter values of interturbine temperature (Tt5), compressor speed (Ng) and fuel flow (Wf) for particular propeller shaft speeds (Np) and torques are predictable within reasonable limits.

3.

e~gines

C.

New 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,

E.

The

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.

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)".

SYMBOLS A.

Symbols have been designated for the working testing. The symbols, referenced to the various meanings are as follows: Pamb

variables used in connection with engine stations within the engine, and their

Ambient Barometric Pressure

Page 2-6-1 Apr 02/2004

PRATT

WHITNEY CANADA


compressor inlet

Pt2

Total pressure

Tamb

Ambient

Tt2

Total temperature

Tt4

Total temperature

compressor inlet screen compressor turbine inlet

Tt5

Total

interturbine temperature

Temperature

temperature Total temperature

Tt7

exhaust

Nf

Power Turbine rpm

Ng Np

Gas generator rpm

Propeller rpm Output shaft rpm

Ns

shp shp 6~8

shaft horse power

Wf

Fuel Flow

shaft horse power

S 8

(corrected)

(Ib/hr) Temperature

T

F

screen

P observed/P standard

(delta) (sigma) (theta)

Ratio of relative

density

T observedrr standard

GROUND SAFETY PRECAUTIONS 4.

GENERAL A.

5.

Turbine-powered aircraft make it necessary to improve ground safety precautions, to prevent injury to personnel and damage to property. When handling, or working on turbine-powered aircraft not only must the propeller area be avoided, but allowances must also be made for the hot, high velocity exhaust gases discharged from the exhaust nozzles. (See Figure 2-6-1)

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

6.

or

damage

the compressor blades.

PROPELLER WINDMILLING A.

Propeller

must be restrained from

with

oil pressure,

zero

can cause

when aircraft is not in deterioration. section power

windmilling

use.

Windmilling,

Page

2-6-2

Apr 02/2004

WHITNEY CANADA

PRATT

WIAINTENANCE MANUAL MANUAL PART NO. 3015442

3 FT.

I

71"

(160"F)

18

:AREA´•ATTAKETOFF:

BLIAS~T): 50

KNOTS

\:::::::::::::::::::I:::::::::::::::::::I

79.50

121"

75-

(175"F)

(250"F)

15

~10

FEET

"C

150 _

250

655

232"

427"

(450"F)

5

(800"F)

593"(1100"F)

--~--1-

0

C231B Exhaust

Danger Areas -Typical Figure 2-6-1

Page 2-6-3 Apr 02/2004

PRATT

WHITNEY CANADA


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 inflammable materials and ground equipment. 8.

area

is clear of

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. 10.

JET FUEL AND LUBRICATING OIL A.

All

jet fuels and lubricating oils have an injurious effect taken to avoid contact as much as possible.

on

the skin. Precautions must be

TEST INFORMATION 11.

GENERAL A.

The performance of a turbine engine is greatly affected by surrounding atmospheric conditions. For this reason it is absolutely essential that accurate values of the actual barometric pressure (not corrected to sea level) and ambient temperature be obtained for the immediate area at the time of engine testing. Furthermore, it is highly desirable that engine trimming and performance checks be carried out at low wind velocity with the engine intake facing in the direction of the wind. Even this precaution will not prevent an unstable trim in certain aircraft at moderate-to-high wind velocities. Each type of aircraft must have special procedures and limits set up for trimming the engine, when the wind velocity and direction exceed those in which a stable trim can be obtained.

Page 2-6-4 Apr 02/2004

PRATT

WHITNEY CANADA


PRECIPITATION A.

13.

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.

FUEL A.

14.

It is recommended that all trims be made

using

the

same

fuel

as

that used in service.

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: Ambient temperature; ~tl"F

Ambient pressure; ~0.05 in.Hg Inlet air temperature

Probe range

(-65"

to

+75"C)

+1"C

lover full range)

Nf; ~0.5%

Ng;

~0.5%

1050"C) +15"C ton remainder of scale) Tt5; temperature (650" to 750"C) ~15"C ton remainder of scale) Oil temperature; Scale range (20" to 150"C) ~3"C lover full range) Torquemeter pressure; ~t26 Ib.ft., ~2% or 1 psig Tt4; +5"C (950"

to

+-5"C

15.

GROUND OPERATING LIMITS A.

The limits shown in Tables 2-6-1 and 2-6-2 are provided sea level and ambient temperatures as specified. TABLE 2-6-1,

Engine Operating Max.

Max. SHP

Setting

(OAT)

Takeoff and Max. Cent. En Route

Emergency

guide and

psig

(Tt5)

based

on

(PT6A-20, -20A and -20B)

Ng

Oil

Np

ITT"C Ib. ft.

are

Nom inal

Torque Power

Limits

as a

Oil

Temp. psig (3) 1 "C (9) Press.

(Tt5)

RPM

RPM

10 to

99"C

(50

550

21"C

(70"F)

to

210

1315

42.5

750

381001101.512200

100

65 to 85

"F)

Page 2-6-5 Apr 02/2004

WHITNEY CANADA

PRATT


Engine Operating

TABLE 2-6-1,

rved ITT"C

Torque Power

SHP

setting

(OAT)

Ib. ft.

Nom

Max.

Max.

psig

-20B) (Cont’d)

-20A and

(PT6A-20,

Limits

inal

Oil

Np

Ng

Oil

Press.

RPM

(Tt5)

(Tt5)

Temp. psig (3) 1 "C (9)

RPM

0 to

99"C

1

I

I

I

15"C I

I

I

I

538 Max.

Climb

(59"F)

1315

42.5

725

I

I

I

1

1(32

I

I

I

I

I

1

705 1

I

12200

100

to

210

"F)

65 to 85

0 to

99"C

1

I

I

I

I

I

I

I

1

I (59"F) 1

I

I

I

I

I

I

I

I

1

I

1

12200

495 Max.

15"C

Cruise

42.5

1315

705

100

65 to 85

1(32 to I ilo "F) -40 to 99 "C

(-40 19500 1

Idle

I

I

I

1

Starting

I

I

I

1

685

(6) 1

1090

52

500

I

I I

925 1

(5)(8)

I 1

I I

1 I

I I

I I

I I

40 Min.

210

"F) 1 -40 I Min. 0 to 99 "C

(32 1500

Acceleration

(5)

850

38500

(5)

(5)

48.5

2410 102.6

to

210

(5)

"F)

110

0 to 99 "C Max.

Reverse

500 21"C

1315

(70"F)

NOTE: 1.All limits NOTE: 2.

1

are

(7) based

Accessory drive

I

I

I

I

I

1

I

I

I

1

42.5 on sea

seal

750

level and ambient temperatures

leakage

should not exceed 3

NOTE: 3. Minimum oil pressure above 28,000

Ng

NOTE: 4. For rpm, ITT and torque limits refer to

NOTE: 5. These values NOTE: 6. Increase

Ng

are

to

is 65

c.c.

as

1

1(32

95 89

to

210 65 to 85

"F)

specified.

per hour.

psig.

Inspection

and

Figures 2-6-3,2-6-4

and 2-6-5.

time-limited to two seconds.

keep within this

limit.

NOTE: 7. If minimum torque is used, Np must be set power operation is limited to one minute. NOTE: 8.

I

12090 38100 1101.51 1960

Starting temperatures

above 925"C

so as

(1700"F)

not to exceed power limitations. Reverse

should be

investigated

for

cause.

NOTE: 9. For increased oil service life, an oil temperature between 74" and 80"C (+165" and +176"F) is recommended. A minimum oil temperature of +55"C (130"F) is recommended for fuel heater operation at Takeoff power.

Page 2-6-6 Apr 02/2004

WHITNEY CANADA

PRATT


TABLE 2-6-2,

Engine Operating

Max.

Max.

Nom

TIT"C

inal IT"C

(Tt4)

(Tt4)

Torque Power

SHP

Setting

(OAT) I I

Takeoff and Max. Cent. En

Ib. ft.

psig

Limits

(PT6A-6, -6A, -6B)

Np

Ng RPM

Oil

Oil

Press.

Temp.

psig (3) 1 "C (9)

RPM

I I

I I

I I

I I

I I

I I

I I

I I

I I

110 to I 99"C

1

I

I

I

I

I

I

I

1

1(50

Route

21"C I

I

I

I

I

I

I

I

I

1

Emergency

(70"F)

550

1315

42.5

38100 1101.51 2200

994

"F)

65 to 85

100

to

210

0 to

99"C

1

I

I

I

I

I

I

I

1 (32

18"C I

I

I

I

I

I

I

I

I

1

935 1

I

12200

500

Max.

Climb

(64"F)

1315

42.5

952

"F)

65 to 85

100

to

210

0 to

99"C 471 1 15"C I

Max. Cruise

(59"F)

I

I

I

I

1315

I

42.5

I 1

930

I

I I

I 1

I

1

1(32

I I 12200

I

1 210 65 to 85

100

to

"F) -40 to

99 "C

(-40 to

19500 1

I

Idle

I

I

1

700

(6) 1

1038

I

Starting

I

I

1

500

I

I I

870 1

(5)(8)

52

I

I

1

40

210

1

I

I

Min.

"F)

I I

I I

I I

r -40 I Min. 0 to 99 "C

(32 1500

Acceleration

(5)

994

38500

(5)

(5)

48.5

2420 102.6

to

210

(5)

"F)

110

0 to 99 "C

Max. Reverse

500 21"C

1315

(70"F)

NOTE: 1.All limits NOTE: 2.

1 (7)

are

Accessory

based

I

I

I

1

I

I

42.5 on sea

drive seal

994

leakage

NOTE: 4. For rpm, ITT and torque limits refer to are

12090

95

38100 1101.51 1960

89

should not exceed 3

Ng

is 65

I

1

level and ambient temperatures

NOTE: 3. Minimum oil pressure above 28,000

NOTE: 5. These values

I I

c.c.

as

1 (32

to

210 65 to 85

"F)

specified.

per hour.

psig.

Inspection

and

Figures 2-6-3,

2-6-4 and 2-6-5.

time-limited to two seconds.

NOTE: 6. Increase Ng to keep within this limit. NOTE: 7. If minimum torque is used, Np must be set power operation is limited to one minute.

so as

not to exceed power limitations. Reverse

Page 2-6-7 Apr 02/2004

WHITNEY CANADA

PRATT


TABLE 2-6-2,

Engine Operating Max.

Max.

SHP

Setting

(OAT)

NOTE: 8.

Ib. ft.

inal C

(Tt4)

(Tt4)

psig

Starting temperatures

above 870"C

(PT6A-6, -6A, -6B) (Cont’d)

Nom

TIT"C

ed

Torque Power

Limits

(1600"F)

Ng

Oil

Np

Oil

Temp. psig (3) 1 "C (9) Press.

RPM

should be

RPM

investigated for

cause.

NOTE: 9. For increased oil service life, an oil temperature between 74" and 80"C (+165" and +176"F) is recommended. A minimum oil temperature of +55"C (130"F) is recommended for fuel heater operation at Takeoff power.

INADVERTENT CUT-OFF AND RELIGHT DURING TAXI

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.

An inadvertent cut-off and

NOTE:

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 B.

Relight During

inspection

17.

B.

and

a

For inadvertent cut-off and

relight during taxi,

see

Figure

and

2-6-2.

excessively rapid rise in fuel flow, compressor speed, and turbine temperature. Several momentary high overtemperatures affect engine service life just as seriously as a single prolonged lower overtemperature condition. The higher the temperature, the sooner serious engine damage occurs and the more extensive is the inspection required. When an overtemperature condition is anticipated, or has occurred, perform a normal engine shutdown. Avoid an emergency shutdown unless it is obvious that continued operation will result in more than overtemperature damage.

Overtemperature

For

conditions

are

usually preceded by

an

overtemperature limits and the corresponding inspection procedures,

..61serugiF see

2-6-3 and 2-6-4.

C.

18.

19.

If

an

engine

was

subject

to

an

inadvertent cut-off and

relight during taxi,

refer to Para.

ENGINE OVERSPEED A.

I

engine monitor: Return the compressor turbine blade shop facility for stretch check, fluorescent penetrant metallurgical analysis (cut-up) of two blades.

ENGINE OVERTEMPERATURE A.

I

figure.

For operators WITHOUT an assembly to an overhaul

disk

C.

Taxi

engines subjected to overspeed, sudden stoppage, loss of oil or lightning strike conditions, refer to Engine Unscheduled Inspection for action required. For

ENGINE OVERTORQUE A.

For

engine

wnditions and conenivs actions

see

Figure

i)

2-6-5

Page 2-6-8 Apr 02/2004

PRATT

WHITNEY CANADA


AREA

A

RECORD OCCURRENCE IN ENGINE LOG BOOK.

AREA

B

1. DO HOT SECTION INSPECTION. 2. RETURN COMPRESSOR TURBINE BLADE AND DISK ASSEMBLY TO AN OVERHAUL FACILITY FOR STRETCH CHECK, FLUORESCENT PENETRANT INSPECTION AND A METALLURGICAL ANALYSIS (CUT-UP) OF TWO BLADES.

AREA

C

RETURN ENGINE TO AN OVERHAUL FACILITY. NOTE: INTERTURBINE TEMPERATURES SHOWN MAKE NO ALLOWANCE FOR INSTRUMENT ERRORS. BUT DO ALLOW FOR SOME TYPICAL INSTRUMENT LAG.

Tt4 1090

1040

00 980

1035

22 925

Y~ 980

AREA 870

ARE

A

925

0

L

5

15

10

20

25

30

TIME SECONDS

C94573 Inadvertent Cut-off and Relight Figure 2-6-2

During

Taxi

Page 2-6-9 Apr 02/2004

WHITNEY CANADA

PRATT


ACTION AREA

A

1. DETERMINE AND CORRECT CAUSE OF OVERTEMPERATURE. 2. VISUAL INSPECTION THROUGH EXHAUST PORTS OF POWER TURBINE BLADES AND EXHAUST DUCT TURNING VANES (16 FITTED). 3. RECORD IN ENGINE LOG BOOK.

AREA

B

i. PERFORM HOT SECTION INSPECTION.

AREA

C

1. PERFORM HOT SECTION INSPECTION. 2. RETURN COMPRESSOR TURBINE DISK AND BLADE ASSEMBLY TO AN OVERHAUL FACILITY FOR STRETCH CHECK AND FLOURESCENT PENETRANT

INSPECTION.~

a IF TEMPERATURE EXCEEDS THIS VALUE FOR 2 SECONDS RETURN

Tt4

Tt5

1050

850

1045

790

1040

780

1025

770

1015

765

ENGINE TO AN OVERHAUL FACILITY. COMPRESSOR TURBINE BLADES AND POWER TURBINE BLADES MUST BE DISCARDED AND BOTH THE TURBINE DISKS SUBJECTED TO STRETCH CHECK AND FLOURESCENT PENETRANTINSPECTION.

a

AREA

C] AREA

BJ

1AREA Aj 995

750

1´•´•~

NO ACTION REQUIRED

02

10

20

40

30

50

60

70

80

90

TIME- SECONDS

C763F

Overtemperature

(All Conditions ex~ept Starting) Figure~ 2-6-3

Limits

Page 2-6-10 Apr 02/2004

WHITNEY CANADA

PRATT


AREA

A

NOACTIONREQUIRED

AREA

B

DETERMINE AND CORRECT CAUSE OF OVERTEMPERATURE VISUAL INSPECTION THROUGH EXHAUST PORTS OF POWER TURBINE BLADES AND EXHAUST DUCT TURNING VANES (IF FITTED). RECORD IN ENGINE LOG BOOK.

AREA

C

i. PERFORM HOT SECTION INSPECTION. 2. RETURN COMPRESSOR TURBINE DISK AND BLADE ASSEMBLY TO AN OVERHAUL FACILITY FOR STRETCH CHECK AND FLOURESCENT PENETRANT

INSPECTION.

´•3E´• IF TEMPERATURE EXCEEDS THIS VALUE FOR 2 SECONDS RETURN

Tt4

Tt5

1050

1100

1040

1090

ENGINE TO AN OVERHAUL FACILITY. COMPRESSOR TURBINE BLADES AND POWER TURBINE BLADES MUST BE DISCARDED AND BOTH THE TURBINE DISKS SUBJECTED TO STRETCH CHECK AND FLOURESCENT PENETRANT INSPECTION.

ow g 980

w

NOTE TEMPERATURES SHOWN MAKE NO ALLOWAMCE FOR INSTRUMENT ERRORS

1035

IARI

Y

Y~a

P4

a

nREnC~ 925

960

j AREA 870

A

925 12

10

15

20

30

TIME- SECONDS

C764F

´•I

Overtemperature

limits

(Starting

Conditions

erugiF)ylnO 2-6-4

Page 2-6-11 Apr 02/2004

PRATT

WHITNEY CANADA


48.5

~I

Uj

RECORD IN ENGINE LOG BOOK 42.5

NO ACTION REQUIRED

02 10 0

20

30

40

SECONDS

50

60 1

2

3

4

5

6

TIME- MINUTES

C765B

Overtorque Limits -All Engines Figure 2-6-5

Page 2-6-12 Apr 02/2004

PRA’IT

WHITNEY CANADA


EXTREME WEATHER CONDITIONS 20.

COLD WEATHER PROCEDURES

CAUTION:

A.

WHEN STARTING AN ENGINE WHICH HAS BEEN EXPOSED TO LOW AMBIENT TEMPERATURES OVERNIGHT, CAREFULLY OBSERVE FUEL AND OIL PRESSURES. THE LACK OF EITHER FUEL OR OIL PRESSURE INDICATION, OR PRESSURE INDICATION BELOW NORMAL OPERATING LIMITS, IS CAUSE FOR IMMEDIATE ENGINE SHUTDOWN. INSPECT FOR ICE IN THE SYSTEMS AND, IF ICE IS PRESENT, MOVE THE AIRCRAFT INDOORS AND/OR APPLY HOT AIR BEFORE ATTEMPTING ANOTHER START.

complete discourse on the effects of cold weather on turboprop engine operation is beyond the scope of this publication. However, the following procedures and summary of the more prevalent effects will aid in ground running and in troubleshooting some of the problems arising from cold weather operations.

A

cold soaked at temperatures below -18"C (O"F), it is recommended that 5 centistoke oil be used in place of 7.5 centistoke oil.

(1)

Where

(2)

engines are cold soaked at temperatures below -29"C (-20"F) preheat should 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.

engines

are

frequently

When be

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. As fuel

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 Apr 02/2004

PRATT

WHITNEY CANADA


WARNING:

D.

FUEL DRAINING FROM THE AFFECTED COMPONENT AFTER SEVERAL MINUTES OF HEAT APPLICATION DOES NOT NECESSARILY INDICATE THAT ALL ICE HAS MELTED. LUMPS OF ICE MAY STILL REMAIN IN THE UNIT AND COULD BE A SERIOUS FLIGHT HAZARD. CONTINUE TO APPLY HEAT FOR A SHORT TIME AFTER FUEL BEGINS TO FLOW FROM THE DRAIN AND INSPECT THE DRAINAGE FREQUENTLY UNTIL IT IS EVIDENT THAT ALL WATER HAS BEEN REMOVED.

A similar condition may exist in the lubrication system, with the water coming from condensation of air in the tank or engine case area. When a hot engine is shut down under low ambient temperature conditions and allowed to stand for a period of time in the open, the chances of ice in the fuel and lubrication systems are much more prevalent.

Extra precautions should be taken to prevent formation of ice, and systems should be checked for the presence of any ice during preflight inspections. 21.

HOT-WEATHER PROCEDURES A.

Normal starting procedures are used in hot weather. However, it should be noted that with ambient temperature in excess of 21"C (70"F) the applicable power check curve must be consulted to prevent engine overtemperatures.

GROUND TESTING 22.

GENERAL A.

Purpose

(1)

and Definitions

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.

(a)

Check No. 1-

Prestart

(b)

Check No. 2

Engine Start

(c)

Check No. 3

Setting

Maximum Gas Generator

(d)

Check No. 4

Engine

Performance and Data Plate

(e)

Check No. 5 -Acceleration

(f)

Check No. 6

Engine

Speed Speed

Check/Adjustment

Shutdown

Page 2-6-14 Apr 02/2004

PRATT

WHITNEY CANADA


CHECK NO. 1 A.

PRESTART

Procedure ON ENGINES WITH FUEL CONTROL UNITS HAVING A MANUAL OVERRIDE SYSTEM INSTALLED, MAKE SURE THAT LEVER IS IN FULL OFF POSITION (FULLY COUNTERCLOCKWISE) OR AN OVERTEMPERATURE CONDITION WILL RESULT DURING START.

CAUTION:

(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, objects which might possibly be ingested by the engine or the velocity of exhaust gases and propeller blast.

(3)

Check level in oil tank. Refer to Part 2, Section 1.

(4)

Check for

(5)

Check fuel

Check

of oil in exhaust duct, and for evidence of oil

system for presence of

leaking

into intake.

water.

DO NOT SELECT REVERSE WITH PROPELLER WILL OCCUR TO THE REVERSING LINKAGE.

CAUTION:

(6)

signs

and remove any loose be blown rearward by

STATIC, AS DAMAGE

travel, freedom movement, propeller engine t ce rroc dn a controls for full

and

of

direction.

24.

CHECK NO. 2 A.

ENGINE START

Procedure

(1)

Power control lever

(2)

Propeller

(3)

Fuel cut-off lever- OFF.

(4)

Engine

(5)

Engine fuel shut-off

(6)

Fuel boost pump

(7)

Hold

(8)

INCREASE SPEED.

control lever

ON.

master switch

engine

CAUTION:

IDLE.

switch

ON

OPEN.

(engine

starter and

ignition

fuel inlet pressure 5 switches at ON

psig minimum).

position simultaneously.

BE PREPARED TO ABORT START IF TURBINE TEMPERATURE RISES AT AN ABNORMAL RATE, OR IF INDICATIONS ARE THAT THE MAXIMUM ALLOWABLE TURBINE TEMPERATURE MAY BE EXCEEDED. ENSURE THAT ENGINE ACCELERATES NORMALLY TO IDLE RPM.

As the gas generator speed passes through or has stabilized above the minimum light off speed, advance fuel cut-off lever to OPEN.

Page 2-6-15 Apr 02/2004

PRATT

WHITNEY CANADA


(9)

engine

Ensure

accelerates

normally

to idle rpm and oil pressure is not less than 40

psig.

(10)

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.

Release

engine

starter and

ignitions

switches when gas generator has reached idle

rpm. 25.

UNSATISFACTORY START A.

Procedure

(1)

unsatisfactory place:

An

conditions take

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 (b)

following

IF TURBINE TEMPERATURE CONTINUES TO RISE, OPERATOR SHOULD BE PREPARED TO ABORT START BEFORE TEMPERATURE LIMITS ARE EXCEEDED.

CAUTION:

(a)

start will occur if one or more of the

False

False

or

or

Hung

Start.

Hung Start

After

lightup

has occurred, rpm remains at lower than Idle

rpm.

CAUTION:

(c)

26.

WHENEVER ENGINE FAILS TO LIGHT UP WITHIN 10 SECONDS AFTER MOVING FUEL CUT-OFF LEVER TO OPEN, SWITCH OFF FUEL AND IGNITION. ALLOW A 30 SECOND FUEL DRAINING PERIOD, FOLLOWED BY A MOTORING RUN, BEFORE ATTEMPTING ANOTHER 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. No Start

MOTORING RUN A.

General

Following

an

unsatisfactory start,

clear

engine

of

trapped

fuel

or

vapors with

a

motoring

run.

B.

Procedure

(1)

Power control lever

(2)

Fuel cut-off lever- OFF.

(3)

Engine

master switch

IDLE.

ON

(to supply electrical power

to

starter).

Page 2-6-16 Apr 02/2004

WHITNEY CANADA

PRATT


(4) (5)

Engine

fuel shut-off switch

Fuel boost pump switch

ON.

(to provide lubrication

ON

for

engine

driven fuel

pumping

elements)

27.

(6)

Leave

(7)

Hold

(8)

Release

(9)

After

engine

switch in OFF

position.

starter switch ON for 10 seconds duration.

engine

starter switch.

engine rundown,

switch fuel boost pump

(10)

Engine


(11)

Engine

master switch

(12)

Allow the

CHECK NO. 3 A.

ignition

OFF.

OFF.

OFF.

required cooling period

for the starter before any further starter

operation.

SETTING MAXIMUM GENERATOR SPEED

Procedure

(1)

calibrated during bench test to provide maximum power and temperature rating on an 18"C (65"F) day. If engine inlet temperature is other than 18"C (65"F), it is impossible to set the maximum gas generator speed without exceeding either temperature or torque limits. To overcome this, a movable 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: Fuel control units

are

CAUTION:

THE MAXIMUM GOVERNING SPEED STOP IS PRESET ON ALL FUEL CONTROLS AND THE FOLLOWING PROCEDURE SHOULD NOT BE DONE UNLESS ABSOLUTELY ESSENTIAL. THIS PROCEDURE WILL ONLY BE POSSIBLE AT RELATIVELY HIGH AMBIENT TEMPERATURES.

CAUTION:

DURING CHECKS AND ADJUSTMENTS, IT MAY BE NECESSARY TO EXCEED 97.1% Ng TO ACHIEVE MAXIMUM Ng AT ALTITUDE (101.5%). CAUTION MUST BE USED; DURING ADJUSTMENT AND NORMAL OPERATION TO MAKE SURE ENGINE OPERATING LIMITS ARE NOT EXCEEDED (REF TABLES 2-6-1 and 2-6-2).

(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)

trimming, run engine operating temperatures. Prior to

for

approximately

two minutes to obtain normal

Page 2-6-17 Apr 02/2004

PRATT

WHITNEY CANADA


B.

Adjustment of Gas Generator Control

(1)

I

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 percent. At completion, proceed as follows: (See Figure 2-6-7).

(a) Carry

28.

I

(b)

Stow and

(c)

Safety

engine safety

wire gas

shut-down check. wire

part power trim stop (9).

generator maximum speed adjustment (4).

TRIM SPEED DATA PLATE A.

29.

out

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. Data

CHECK NO. 4 A.

ENGINE PERFORMANCE AND DATA PLATE TRIM SPEED

General

(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)

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: Periodic

(a)

Obtain ambient air temperature.

(b)

Obtain field barometric pressure

(c)

Obtain reference rpm from

(d)

From

(not

engine

corrected to

trim

speed

sea

data

level).

plate.

engine performance check curve, obtain fuel flow, torquemeter pressure, generator/data plate trim speed and turbine temperature for ambient

gas conditions. Record these values. B.

Performance Check Procedure NOTE:

This check should be carried out without bleed air operation of aircraft auxiliaries.

or

power extraction for

Page 2-6-18 Apr 02/2004

WHITNEY CANADA

PRATT


(1)

Determine the values of parameters

(2)

Carry

out

(3)

Effect

a

(4)

Run at idle rpm to

(5)

Advance power control lever to previously recorded torque setting with the applicable propeller shaft speed (Np) or output shaft speed (Ns).

(6)

pre-start check. (Refer

satisfactory engine warm

up

start.

as

to

detailed in

Paragraph 23., preceding).

(Refer

engine

Paragraph A., preceding.

to

Paragraph 24., preceding.)

and to stabilize instruments.

Compare observed fuel flow, gas generator speed and previously recorded.

turbine temperature with

values

(7)

Ensure that values observed during are within the following limits:

engine performance

and data

plate

trim

speed

check

15 Ib/hr fuel flow.

(a) (b)

rt 0.02 gas generator speed data plate trim speed ratio. (Ratio generator speed t data plate trim speed.)

(c)

30"C turbine temperature. If temperature is temperature, check instrumentation. NOTE:

(8) 30.

more

observed gas

than 30"C below chart

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.

Carry out an engine shut-down check. (Refer Engine Shut Down, following.)

to

Paragraph 32.,

Check No. 6

CHECK NO. 5 -ACCELERATION CHECWADJUSTMENT A.

Procedure NOTE:

adjustment of acceleration time is considered necessary, an engine performance check should be carried out prior to making any adjustment. This will ensure the suspected acceleration problem is not due to engine When

deterioration

or

bleed valve malfunction.

(1)

Start

(2)

Set

(3)

Rapidly (less

(4)

Note and record time

engine

Ng

and

operate

at IDLE for five minutes to allow stabilization of

temperature.

to 64%.

than 1.0

second)

move

required for Ng

power control lever to maximum. to reach 97.5%.

Page 2-6-19 Apr 02/2004

PRATT

WHITNEY CANADA


CAUTION UNINSTALLED NO LOSS CONDITIONS. UNDER NO CIRCUMSTANCES MUST S.O.I. LIMITS BE EXCEEDED. TORQUE LIMIT

NOTES 1 FOR 2000 RPM (Np) OUT SPEED 2 1700 RPM (N9) PART POWER TRIM STOP 3 STATIC CONDITIONS 4 MAXIMUM OBSERVED

42

40

Ng=36400 (97.1%)

~U

i 5 TORQUE LB-FT= 30.87( PSI

´•p,

1

a

?b

~i

i~

38

~0O 34

~00

32

w rr

´•tf

30

700

~i

C-

28

650 26

"in I I

0

10

i

I

Ilnli

20

I

Ii

M

30

i

I I I i

i

I

I I

40

I

I

i

11

11111

50

1

1111111

1

I

I

60

I

I

1

111111’11’11:Tr

70

AMBIENT TEMPERATURE

PT6A20 Series

1

i

I

80

I

i

I

I 11rrr\l

90

I

i

I I i

I

100

I

;d:

I

110

120

F

Engines

C239C

Part Power Trim Check Curve Figure 2-6-6 (Sheet 1 of 2)

Page 2-6-20 Apr 02/2004

PRATT

WHITNEY CANADA


~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%)

~PC:

5 TORQUE LB-FT

30.87< PSI

vi p: w

38

~3C: O

36

~49

34

~PO’ 32

;PO~ 1000

k 950

28

900

mY

26

CAUTION #FFFFFFFFFFFFfF##rFC 850 UNINSTALLED NO LOSS CONDITIONS. UNDER NO CIRCUMSTANCES MUST S.O.I. LIMITS BE EXCEEDED.

0

10

20

30

40

50

60

70

AMBIENT TEMPERATURE

PT6A6 Series

80

90

100

110

120

F

Engines

C756B


Figure

2-6-6

(Sheet 2)

Page 2-6-21 Apr 02/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


2 3 4

)(5

i~ I

8 C

io

7)(6

9)(8

,´•I

’r

C2358

Adjustment -Typical Figure 2-6-7

Fuel Control

Page 2-6-22 Apr 02/2004

WHITNEY CANADA

PRATT


´•I

Key Minimum Hi-idle

4.

5.

6. 7.

8. 9.

(5)

Figure

2-6-7

Governing Speed Adjustment (IDLE) Speed Adjustment Idle Cut-off Lever Stop Maximum Ng Speed Adjustment Fuel Pump Inlet Screen Fuel Pump Inlet Fuel Pump Outlet FCU Sensing Line Part Power Trim Stop

1. 2. 3.

to

10.

FCU Outlet

11.

Acceleration Dome

Immediately Ng

passes

through 97.5%,

retard power control lever to IDLE.

IF ACCELERATION CHECK IS DONE AFTER COMPRESSOR RUNNING

CAUTION:

WASH, CHECK P3 FILTER/FORWARD AIR TUBE FOR CONTAMINATION/ BLOCKAGE. DO NOT ADJUST FCU.

(6)

I

31.

Acceleration time must fall within the range specified in Figure 2-6-9. If not, rotate acceleration adjuster dome (11, Figure 2-6-7) one click at a time until requirement is met. Rotate dome clockwise to reduce acceleration time (faster acceleration), or counterclockwise to increase acceleration time (slower acceleration). If requirement cannot be met within a maximum of three clicks in either direction, replace fuel control unit.

TORQUEMETER FUNCTION TEST A.

Procedure

(1)

Determine and record field barometric pressure NOTE:

Pressure altitude may be obtained

(pressure altitude (ft)).

by setting

Kolsman window in altimeter

to 29.92 inches of mercury, position of needle will give value in feet or contacting the local flight service for an uncorrected pressure reading.

Do not

(2)

level pressure

normally supplied by

Determine and record indicated outside air temperature NOTE:

(3)

use sea

by

tower.

(IOAT)

in

degrees

celsius.

To make sure result of torquemeter function test is accurate, determine and record IOAT immediately before engine start. Use IOAT value recorded to determine take-off torque (Ref. step (3)).

Using flight manual chart, determine the take-off torque (target torque) at which to engine using pressure altitude (ft) and IOAT recorded at step (1) and step (2) respectively. Record the value.

set

(4)

Start

(5)

Switch off generator, bleed air and air

engine (Ref.

Para.

8.).

conditioning.

Page 2-6-23 Apr 02/2004

PRATT

WHITNEY CANADA


CAUTION UNINSTALLED NO LOSS CONDITIONS. UNDER NO CIRCUMSTANCES MUST S.O.I. LIMITS BE EXCEEDED.

42

W

38

a

36

e ~j

26.00 27.00

26.00

34 24.00

32

23.00

0

30 28

320 I

S

280 24.00

260 h

240 p C~ W ww

1.05

a~l w,0.95 C3a

a

0

700

Wo

ZW

NOTES

600 a

1. FOR 2000 RPM OUTPUT SPEED 2. STATIC CONDITIONS 3. REFERENCE POWER 476SHP 1 6

w

500

11 a

4. TORQUE LB-FT =30.87x PSI

-40 -30 -20-10

O

10

20

30

40

50

60

70

80

90

100 110 120

AMBIENT TEMPERATURE "F

PT6A20 Series

Engine

Engines

C240C

Performance and Data Plate Trim Speed Check Curve Figure 2-6-8 (Sheet 1 of 2)

Page 2-6-24 Apr 02/2004

WHITNEY CANADA

PRATT


FIELD BAROMETRIC PRESSURE

42

31100_IN.

g 38

g

27.00

36

~s 34 6

32 30 28

31 narc

340

~320 300

280 24.00

260

22.00

240

5) 1.05

P 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 4. TORQUE LB-FT

750

-40

-30

-20

-10

0

10

20

30

40

50

~1 a

30.87X PSI

60

70

80

90

100

110

120

AMBIENT TEMPERATURE OF

PT6A6 Series

C341B

Engines

Engine Performance and Data Plate Trim Speed Figure 2-6-8 (Sheet 2)

Check Curve

Page 2-6-25 Apr 02/2004

PRATT

WHITNEY CANADA


5.0

4.5

4.0

F

3.5

2.5

2.0

-20

0

60

40

20

Ttl AMBIENT TEMPERATURE

80

100

F

C1542A Ambient Figure 2-6-9

Acceleration Time

vs

Temperature

Page 2-6-26 Apr 02/2004

WHITNEY CANADA

PRATT


control lever is in

(6)

Check

(7)

Check oil temperature is above 60"C.

(8)

Set

(9)

Record

(10)

propeller

Ng

500 rpm above

Ng, Np

Accelerate

and

Allow

engine slowly

(12)

Reduce

engine

idle

rpm.

(Ref. Operating Limitations).

engine torque (Tq).

target torque recorded

(11)

ground

high

and at

uniformly

at a rate of 2000 rpm per second until

step (3) is reached.

to stabilize for two minutes.

Ng slowly

and

uniformly

at

a

rate of 2000 rpm per second to

Ng

set at

step

(8).

(13)

Record

(14)

Repeat steps (10)

(15)

Reduce

(16)

Shut down

(17)

The

Ng, Np

Ng

to

and

Tq. to

(13).

ground-idle.

engine (Ref. Para. 9.).

engine torque indication system functions correctly when the difference Tq recorded in steps (12) (13) and (14) is equal to or less than 200

between

(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, 32.

CHECK NO. 6 A.

Ib.ft.

etc.

ENGINE SHUT-DOWN

Procedure CAUTION:

WHILE THE AIRCRAFT IS UNATTENDED, ENSURE THAT THE PROPELLER IS TIED DOWN TO PREVENT WINDMILLING WITH ZERO OIL PRESSURE.

(1)

Retard power control lever to IDLE.

(2)

Allow

(3)

Propeller

(4)

Move fuel cut-off lever to OFF.

engine to stabilize for minimum of one minute (PT6A-20 series) or TIT (PT6A-6 series).

NOTE:

control lever to FEATHER

at minimum obtainable ITT

position.

change from normal gas generator (approximately 40 to 50 seconds).

Observe any

run-down time

Page 2-6-27 Apr 02/2004

WHITNEY CANADA

PRATT


(5)

After rundown, switch fuel boost pump OFF. NOTE:

To

prevent possible bleeding of fuel lines and fuel pump cavitation, shut off

switching aircraft

fuel to engine by moving fuel cut-off lever OFF before boost pump OFF.

(6)

Engine


(7)

Engine

master switch

(8)

Listen for any unusual

(9)

Check fuel

(10)

dump

OFF.

OFF.

engine

noise such

valve and gas

as

generator

scraping, rubbing

case

grinding.

drain valves for correct

engine oil lines and connections for leaks. None normal seepage drains.

Check all

NOTE:

or

are

operation.

allowed, except

at

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 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

NOTE:

The

WARNING:

inspection of

If the

the oil-to-fuel heater is

heater fuel outlet

or

a

following procedures:

minor

inspection requirement.

the fuel pump filter cover.

temperature of the heater fuel outlet

unusually hot, replace 2

of the

inlet

MAKE SURE PROTECTIVE CLOTHING IS PUT ON WHEN MANUALLY CHECKING THE TEMPERATURE OF THE HEATER FUEL OUTLET OR THE FUEL PUMP FILTER COVER. THE OIL-TO-FUEL HEATER CAN GET HOT. THIS WILL PREVENT POSSIBLE INJURY TO PERSONNEL.

(a) Carefully feel the 1

one

engine

or

the fuel pump filter

cover

feels

the oil-to-fuel heater.

If a high temperature is not felt, remove the protective clothing and carefully check the heater fuel outlet or the fuel pump filter cover again. the oil-to-fuel heater is operating correctly, the heater fuel outlet and the

pump filter

cover

If fuel

should be comfortable to touch.

Page 2-6-28 Apr 02/2004

PRATT

WHITNEY CANADA


CAUTION:

A NEW TEMPERATURE RECORDER MUST BE USED FOR EACH

INSPECTION.

(b)

Put

a

cover.

temperature recorder on the heater fuel outlet or the fuel pump filter If the temperature recorder shows a temperature above 140"F

(60"C), replace NOTE: 33.

A

the oil-to-fuel heater.

Temp-Plate Temperature

PERMISSIBLE FIELD ADJUSTMENT A.

Recorder

(PWC05-329)

can

be used.

COMPONENTS

General CAUTION:

(1) (2)

ADJUSTING SCREWS MUST BE TURNED ONLY IN INCREMENTS OF 1/8 OF A TURN AT ANY ONE TIME. POWER TURBINE GOVERNOR MINIMUM SPEED ADJUSTMENT SHOULD BE TURNED IN EVEN FINER INCREMENTS.

Propeller governor maximum speed stop PT6A-20A and PT6A-20B engines only.

(refer to

Part 1,

Prop Reversing Installation).

Power turbine governor minimum and maximum governing speed adjustments Figure 2-6-10). All engines except PT6A-20A and PT6A-20B.

(1

and 2,

I

(3)

Propeller

governor, PT6A-20A and PT6A-20B

engines only. (See Figure 2-6-11)

(a) Feathering adjustment. (b) (4)

1

Maximum

speed stop.

Fuel control unit: All

(a)

Maximum

(b)

Minimum

engines. (See Figure 2-6-7)

Ng speed adjustment (4). governing speed adjustment (1).

CHECKS AFTER COMPONENT REPAIR 34.

REPLACEMENT

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

preceding paragraphs in addition to the following checks, the latter being more frequently associated with replacement of power section and certain engine components. in

Page 2-6-29 Apr 02/2004

PRATT

WHITNEY CANADA


PT6A-6 and -20

Engines

C236C

Power Turbine Governor Adjustments Figure 2-6-10

Page 2-6-30 Apr 02/2004

WHITNEY CANADA

PRATT


´•I

Key Maximum

1.

to

Figure

2-6-10

Governing Speed Adjustment (Power

Turbine

Speed) Control Arm

2.

(Clockwise

to

Increase)

TABLE 2-6-3, Ground Checks after

Component Replacement Check

Req’d (Para. No.)

Component Power Turbine Governor

Compressor

1,2,4,6 and Paragraphs 37., 38.

Bleed Valve

1,2,3,4,5,6 and Paragraph 39.

Propeller Governor (PT6A-20A and -208 Engines only) (For other models refer to airframe manual requirements)

1,2,4,5,6 and Paragraph 35.

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 Fuel

1,2,3,4,5,6 and Paragraph 40.

Pump

1,2,3,4,5,6 and Paragraph 1,2,3,4,6 and Checks in

Power Section

Paragraphs

41.

Paragraphs 35., 36., 37.,

are

required in addition

38..

to

checks 1 to 6.

Scavenge

Oil Tubes

22,23,31

Shaft Oil Seals NOTE:

35.

22,23,31 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.

PROPELLER GOVERNOR CHECKS (PT6A-20A AND PT6A-20B ENGINES A.

Procedure

ONLY)

(See Figure 2-6-11)

(1)

Disconnect and cap governor air pressure tube at governor.

(2)

Perform

(3)

Start

engine. (Refer

(4)

Allow

engine

pre-start check. (Refer to

to



to stabilize at idle with oil

temperature in normal operating range.

Page 2-6-31 Apr 02/2004

PRATT

WHITNEY CANADA


6

4

II

jl

ii_

ii!

_1/

ii:

1111ia

r

C

i" r’´•

1

I;

PT6A-20A and -20B

Engines

C41511

Propeller Governor Adjustments Figure 2-6-11

Page 2-6-32 Apr 02/2004

WHITNEY CANADA

PRATT


´•I

Key

Figure

2-6-11

5.

Adjustment (NOT FOR Speed Adjustment Feathering Adjustment Pneumatic Minimum Eccentric Adjustment Air Bleed Link (Reset Arm)

6.

Interconnect Rod

7.

Push-pull Control Speed Adjusting Lever

Pneumatic Maximum

1.

FIELD

USE)

Governor Maximum

2. 3. 4.

8.

(5)

to

Ensure condition lever is set to LO-IDLE and

perform

two

feathering cycles

to purge

air from system.

If

NOTE:

feathering

time exceeds the airframe manufacturer’s

recommendations,

be decreased by turning the feathering adjusting screw (3) counterclockwise. Two turns from the nominal setting is the maximum adjustment permitted in the counterclockwise direction. it

can

(6)

With

(7)

Adjust propeller governor maximum speed adjustment (2) desired maximum propeller speed (Np).

(8)

control lever selected to full fine pitch position, advance power control lever to obtain sufficient power to allow the propeller to constant speed.

propeller

Np, torque, fuel flow and power Step (7) preceding.

Record

lever

as

position tangle

required

or

travel

to obtain

as

applicable)

obtained in

(9)

(10)

1

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.

To

To check

and

(11)

Re-run

power speed disconnect the interconnect rod the air bleed link (5) to the minimum stop.

reverse

secure

(6, Figure 2-6-11)

1% of to settings of Step (6), and check that Np governs at 95% speed set in Step (6), adjust pneumatic minimum eccentric adjustment required.

engine

the maximum

(4) (12)

as

Reconnect rod

(6)

to link

(5). Tighten nut, torque

to 24 to 36

Ib.in., and lock with

cotterpin. 36.

PROPELLER FEATHERING CHECK A.

PT6A-6 SERIES AND PT6A-20 ENGINES

Procedure

(1)

Perform

a


to


Page 2-6-33 Apr 02/2004

WHITNEY CANADA

PRATT


(2)

Accomplish

(3)

Allow

satisfactory engine

a

engine

to warm up to

start.

(Refer


to

operating temperature,

and

engine

instruments

to

stabilize at idle rpm.

(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

37.

has been

accomplished.

(5)

Return propeller control lever to the INCREASED position and observe that propeller shaft speed is regained.

(6)

Feather

two or three times to purge all air from

propeller

POWER TURBINE GOVERNOR CHECK A.

system.

PT6A-6 SERIES AND PT6A-20 ENGINES

Procedure

(1)

I

satisfactory feathering of propeller

that

If the power turbine governor has been follows: (See Figure 2-6-10)

replaced

or

its

operation suspect, proceed

as

(a)

Speed:

Minimum

1

Remove

2

Disconnect and

if 3

propeller overspeed governor and replace Manual).

with

a

blanking plate.

to Airframe Manufacturer’s

(Refer

secure

reversing linkage

from power turbine governor arm,

applicable.

Move governor control in this position.

arm

(2)

counterclockwise to minimum

speed

and

secure


4

Perform

5

Accomplish

6

Warm

a

a

engine

satisfactory engine to

to


start.

operating temperature,

(Refer

to


and allow

engine

instruments to

stabilize at idle rpm.

Z

With

propeller

control lever in INCREASE position, advance power control governing action at 94% (+1%) propeller shaft speed

lever and observe

(Np).

governing point is reached when further movement of power produces no increase in propeller shaft speed. If propeller 1%, replace power turbine speed is not governed within 94%

The

control lever

shaft

governor. NOTE:

Adjust

in

extremely fine

increments

only.

Page 2-6-34 Apr 02/2004

WHITNEY CANADA

PRATT


8

Move power turbine governor control arm (2) clockwise to maximum and secure in this position.

governing speed stop,

If power turbine governor has been replaced, a reverse thrust check (refer to airframe manufacturer’s manual) must be carried out in addition to power turbine governor check. (Not

NOTE:

performance applicable (b)

Maximum

1

(c)

non-reversing PT6A-6.)

Speed:

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:

engine

stop with propeller in full fine pitch and record Ng.

a

Run

b

Disconnect governor air pressure tube from power turbine governor and install blanking plug in tube.

c

Re-run

Z!

If Ng has increased, reconnect tube. Adjust power turbine governor maximum speed adjustment counterclockwise in 1/8 turn increments to a maximum of one turn until power condition of Step c is obtained.

After checks

1

to

Reinstall

to trim

engine

as

in

Step

a

preceding,

ensure

Ng

has not increased.

completed:

propeller overspeed governor. (Refer

to Airframe Manufacturer’s

Manual). 2

38.

Reconnect

reversing linkage

POWER TURBINE GOVERNOR CHECK A.

to power turbine governor arm, if

applicable.

PTGB SERIES ENGINES

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

Figure 2-6-10)

I 39.

COMPRESSOR BLEED VALVE CAUTION:

A.

ADJUSTMENTS ARE CARRIED OUT ONLY UNDER CONTROLLED CONDITIONS ATOVERHAUL.

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

WHITNEY CANADA

PRATT


40.

FUEL CONTROL UNIT CHECK A.

Procedure

(1)

Carry

out

to OPEN

41.

(refer

check for

with another

(2)

Dry out engine preceding.

(3)

Perform checks Nos. 1

Paragraph 26., preceding), fuel system leaks. to

motoring

through

6

(refer

to

as

run

in accordance with

detailed in

Paragraphs

with fuel cut-off lever

Paragraph 26.,

23. to 32.,

preceding).

Procedure

(1)

Carry

motoring position, to

out a

to OPEN

run

Paragraph 26., preceding),

with fuel cut-off lever

check for fuel system leaks.

with another

(2)

Dry out engine preceding.

(3)

Perform checks Nos. 1

motoring

through

6

as

run

in accordance with

detailed in

Paragraphs

Paragraph 26.,

23. to 32.,

preceding).

CHECKS AFTER COMPONENT REPLACEMENT

fitting components

ground checks

referenced in Table 2-6-3.

A.

After

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.

43.

run

FUEL PUMP CHECK A.

42.

motoring position, to a

carry out

as

following.

PRESSURE TESTING FUEL CONTROL PNEUMATIC SYSTEM A.

Procedure

(1)

Disconnect compressor

delivery

tube

assembly

from 90" elbow

on

gas

generator

case.

front face of center

(2)

Remove two bolts which secure 90" elbow sealing sleeve fireseal mount ring. Remove sealing sleeve.

(3)

Remove bolts securing compressor air Remove elbow and gasket.

delivery

(4)

Connect AN832-4 union to compressor

delivery tube assembly.

(5)

Connect

supply

of clean,

dry

air

regulated

to 80

on

90" elbow to gas

(~5) psi

generator

case.

to union.

Page 2-6-36 Apr 02/2004

PRATT

WHITNEY CANADA


(6)

I

Apply suitable leak checking fluid (refer to Section 8, Consumable Materials, following) to entire surface of all connecting points throughout pneumatic control 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 coming from under side of power turbine governor can be disregarded.

air

(7)

all leak

Wipe

checking

found, affected parts pressure test of that

fluid from connections if

point is carried

(8)

Disconnect air

(9)

Remove AN832-4 union.

(10)

no

leaks

must be examined for defects and

are

found. If leaks

retorqued before

are

final

a

out.

supply.

Install compressor air delivery 90" elbow, together with gasket, in gas generator Secure elbow with two bolts, tighten bolts, and torque to 24 to 36 Ib.in.

case.

NOTE:

(11)

Install

Retaining bolts ground check.

sleeve over 90" elbow and

and lockwired after

completion

of

engine

hole provided in bottom half of sleeve fireseal mount ring with two to sealing ring. bolts and two self-locking nuts. Tighten nuts, and torque 32 to 36 Ib.in.

sealing

center fireseal mount

(12)

retorqued

must be

through

Secure

Assemble compressor air delivery tube to 90" elbow Tighten union, torque 90 to 100 Ib.in., and lockwire.

on

gas generator

case.

IDLE SPEED ADJUSTMENTS 44.

GENERAL A.

B.

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.

Usually

the minimum fuel flow

setting

will be lower than the minimum

governing speed. slightly higher than 28.0 in.Hg., the

However, under marginal conditions, that is, when altitude is close to

or

than 1500 feet and/or barometric pressure is close to or slightly less two speeds may coincide or Ng at minimum fuel flow may be higher than that at minimum governing.

C.

I

From the

speed adjustments should only be carried barometric high pressure. Figure 2-6-13 shows at minimum fuel flow for various barometric pressures.

preceding,

it will be

seen

that idle

out at conditions of low altitude and/or

typical Ng speeds

Page 2-6-37 Apr 02/2004

PRATT

WHITNEY CANADA


I’

I

PT6A-20A AND PT6A-20B

CONNECT AIR SUPPLY AT THIS POINT

C1851B Pressure

Testing


Figure

System

2-6-12

Page 2-6-38 Apr 02/2004

WHITNEY CANADA

PRATT


63

62

i~ MAXIMUM Ng SPEED AT MINIMUM FUEL FLOW

59

58

57

MINIMUM Ng SPEED AT MINIMUM FUEL FLOW

56 z

P

55

CL:

54

w

53

z w

MINIMUM GOVERNING SPEED

52

50

49

48

47

46

30

29

28

27

26

25

24

23

BAROMETRIC PRESSURE

22

21

20

19

18

(INCHES H9)

C976A

Typical Gas

Generator

Speed Range

at Minimum Fuel Flow for Various Pressure Altitudes

Figure

2-6-13

Page 2-6-39 Apr 02/2004

WHITNEY CANADA

PRATT


45.

(IDLE) SPEED CHECK

MINIMUM GOVERNING A.

Procedure

DO NOT PERFORM CHECKS AT BAROMETRIC PRESSURES BELOW 28.0 IN.HG.OR ALTITUDES IN EXCESS OF 1500 FEET. CHECKS MUST BE PERFORMED WITH ZERO POWER EXTRACTION.

CAUTION:

(1)

Perform

(2)

Perform

(3)

Allow

prestart check. (Refer

a

a

satisfactory engine

engine

to

up to

warm

start.

to


(Refer

to


operating temperature

and instruments to stabilize at

idle rpm.

CAUTION:

IF INTERTURBINE TEMPERATURE (Tt5) OR TURBINE INLET TEMPERATURE (Tt4) RISES ABNORMALLY AT ANY TIME DURING IDLE SPEED CHECK, SHUT DOWN ENGINE IMMEDIATELY.

(4)

With propeller in fine idle Ng.

(5)

If

Ng

is 52%

(6)

If

Ng

is less than 51%,

direction,

1

46.

as

1%

pitch

no

required,

and oil temperature at 38"C

(100"F) minimum,

further action is necessary.

adjust speed adjustment (1, Figure 2-6-7)

to achieve 52%

in

a

(7)

If Ng is more than 53%, adjust speed adjustment (1, Figure 2-6-7) in 1%. counterclockwise direction, as required, to achieve 52%

(8)

If there is no response to unit must be replaced.

adjustments

clockwise

1%.

made in

(6)

or

(7), preceding,

MINIMUM FUEL FLOW ADJUSTMENT ON FUEL CONTROL UNIT A.

observe

a

the fuel control

(FCU)

Procedure NOTE:

(1)

(2)

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.

Disconnect

Py

tube at FCU

or

Nf governor and leave open to atmosphere. Tube are not capped during this operation.

coupling

nuts and

Perform

prestart check (Refer

CAUTION:

component fittings to

Paragraph

23.

preceding).

CAREFULLY MONITOR T4 OR T5 LIMITS AS APPLICABLE. ENSURE LIMITS ARE NOT EXCEEDED.

(3)

engine (refer to Paragraph 24., preceding) operating temperature.

(4)

Check that indicated gas generator pressure (see Figure 2-6-14).

Start

speed (Ng)

and

run

at idle until stabilized at

is within +0.5

0.0% for altitude

Page 2-6-40 Apr 02/2004

PRATT

WHITNEY CANADA


63 62

60

58

54

Z

52

FT.

50

48

46

NOTE

NO POWER EXTRACTION NO CABIN AIR BLEED 44 -40

-30

-20

-10

0

AIR INLET TEMPERATURE

10

20

30

40

C

C13587

Gas Generator

Speed

for Pressure Altitude at Minimum Fuel Flow

Figure

2-6-14

Page 2-6-41 Apr 02/2004

WHITNEY CANADA

PRA~T


(5)

1

ii fuel flow

is

ad~ustment

required, pmceed

as

follows.

DO NOT SLACKEN NUT A. ANY MOVEMENT WILL DISTURB MAIN METERINGVALVE AND NECESSITATE FCU RECALIBRATION AT AN OVERHAUL FACILITY.

CAUTION:

C and

(6)

Cut lockwire from nuts A and B and Alien

(7)

Hold nut A firmly with wrench and, using another wrench counterclockwise to loosen.

Using appropriate Alien wrench, adjust counterclockwise decreases Ng RPM.

screw

remove.

on

nut

B, carefully

turn

C, clockwise increases,

If there is no response to adjustment made in fuel control unit must be replaced.

NOTE:

(9)

screw

ADJUSTMENTS TO MINIMUM FUEL FLOW ARE EXTREMELY SENSITIVE ANDMUST BE MADE IN SMALL INCREMENTS.

CAUTION:

(8)

i)

(See Figure 2-6-15)

When correct 25 Ib.in.

Ng reached,

hold

screw

C and

preceding subparagraph,

tighten and torque

nut B 20 to

(10)

Shut down engine (refer to Paragraph 32. preceding) and connect Py tube to FCU or Nf governor as applicable. Tighten and torque Py tube coupling nuts 90 to 100 Ib.in. and lockwire.

(11)

Secure screw C and nuts A and B to lockwire.

mounting plate

attachment

screw

with

ENGINE FINAL CHECKOUT 47.

CHECKS AND ADJUSTMENTS A.

Procedure NOTE:

All

adjustments

must be made with the


(1)

Perform

(2)

Accomplish

(3)

Allow

(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

a


engine stopped.

a

engine

satisfactory engine to

warm

up to

(5)

start.

(Refer

to


operating temperature

counterclockwise to decrease.

I

to

and stabilize at idle rpm.

(See Figure 2-6-7)

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


QI

V In~l

!I

a U

C -----clJllllllr

3)

~9-/ "5~

C9285 Minimum Fuel Flow Adjustment Figure 2-6-15

Page 2-6-43/44 Apr 02/2004

WHITNEY CANADA

PRATT


PART 2

I

GENERAL PROCEDVRES

SECTION 7 -TROUBLESHOOTING 1.

GENERAL A.

Procedure For details on recommended procedures for engine system troubleshooting, reference should be made to Tables 2-7-1 through 2-7-5. Each table comprises a series of diagnostic tests and rectification sequences which will assist an operator in discovering, isolating and correcting various troubles that may arise in the basic engine or any of its related

systems during service.

(1)

Discovering

the Trouble

hidden. If hidden troubles are not 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

Engine

troubles

can

be either obvious

or

detected, serious and considerable damage may

trouble.

(2)

Isolating

the Trouble

it is necessary to have information of previous trouble, if any, and work which has been performed on the engine. Check each probable source of trouble, by use of relevant diagnostic test sequences, until defect has been isolated. Systematic checking is essential for thorough troubleshooting and will

To

correctly isolate trouble,

save

2.

time and extend

engine

life.

ENGINE CONDITION TREND MONITORING SYSTEM A.

turbine/turboprop engine maintenance practices frequently include in-flight engine performance monitoring as a means of detecting mechanical deterioration in engine gas paths. A simple system, requiring almost no arithmetic calculation, has been devised for the PTGA engine to aid in early planning of indicated rectifications, and thus reduce the potential costs of primary and secondary damage resulting from fully developed failures, or from the risks of in-flight shutdowns, and flight cancellations.

B.

The turbine

Gas

engine characteristic of repeatedly producing its output at, or very close to, 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. charted gas

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

PRATT

WHITNEY CANADA


D.

Abrupt changes, charted

such, changes E.

or

gradual

parameter values are

increased rate of change, of the normal deviations from critical indicators of gas path component conditions. As

are

detectable before any

significant

deterioration

occurs.

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 in the engine. For procedures, refer the appropriate P&WC Publication . oNL IS GEN-055.

place

I 3.

to

TROUBLESHOOTING A.

Procedure

(1)

To enable

systematic troubleshooting, engine troubles

categorized into four engine problems with rectification sequences. The classes of engine

basic classes. Each class consists of

common

appropriate diagnostic tests and problems and probable causes are detailed

as

are

related

follows:

(a) Troubleshooting, Engine Starting (Ref. Fig. 2-7-1).

(b) Troubleshooting, Engine Operating (Ref. Pig. 2-7-2). (c) Troubleshooting, Engine (d) Troubleshooting, ECTM (e) Troubleshooting, Engine

(f) B.

Engine (1)

Troubleshooting, Condition Trend

Performance Shift

(Ref.

Table

Lubrication

Oil Contamination

Monitoring (ECTM)

(Ref. Fig. 2-7-3). 2-7-1).

(Ref. Fig. 2-7-4). (Ref. Fig. 2-7-5).

Shift

To diagnose and rectify engine condition trend Fault Isolation Chart (Ref. Table .2-7-1)

monitoring shift,

refer to ECTM Shift

Page 2-7-2 Aug 16/2002

PRATT

WHITNEY CANADA


Cont’d

NO INDICATION OF ENGINE RPM

on

Sheet 3

EXCESSIVE RPM

INSUFFICIENT RPM

NO

I IS STARTER-GENERATOR I OPERATION AUDIBLE

I

I

I I

CHECK ACCESSORY GEARBOXINPUTSHAFT COUPLING FOR PROPER ENGAGEMENT. INSPECT ACCESSORY GEAR DRIVES, BEARINGS AND COMPRESSOR REAR HUB SPLINES

I

ANY EVIDENCE OF DAMAGE, RETURN

CHECK ELECTRICAL POWER SUPPLIES AND STARTER-GENERATOR ELECTRICAL CONNECTIONS

YES

RECTIFY POWER SUPPLY

NO

FAULT

ARE ELECTRICAL POWER SUPPLIES I O.K.

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

DOES ENGINE ROTATE WITH STARTER-GENERATOR OPERATION

YES

3) REMOVE Ng TACHOMETER-GENERATOR AND ATTEMPT TO ROTATE COMPRESSOR AT TACHOMETER DRIVE

NO

Cont’d

on

Sheet 2

Cont’d

on

Sheet 2

C36866A

Engine Starting Fault Isolation Chart Figure 2-7-1 (Sheet 1 of 7)

Page 2-7-3 Aug 16/2002

WHITNEY CANADA

PRATT


From Sheet 1

From Sheet 1

RECTIFY FAULT ON Ng TACHOMETER INDICATING SYSTEM

YES

I-

I

DOES COMPRESSOR ROTATE FREELY WITH NO SOUNDOFTURBINE BLADE SCRAPING

NO

REMOVE STARTER-GENERATOR. CHECK FOR SHEARED DRIVE SHAFT AND GEARSHAFT SPLINE DAMAGE

REMOVE POWER OUTPUT SECTION AND CHECK COMPRESSOR TURBINE TIP CLEARANCE

IS STARTER-GENERATOR DRIVE SHAFT SHEARED

IS TURBINE TIP CLEARANCE CORRECT

YES

ARE SPLINES ON GEARSHAFT O.K.

NO

NO

YES

NO

REMOVE COMPRESSOR TURBINE AND GRIND SEGMENTS

YES

REPLACE STARTER GENERATOR ANDIOR DRIVESHAFT (REF. AIRCRAFT MAINTENANCE

SHIP ENGINE TO APPROVED OVERHAUL 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

Engine Starting Fault Isolation Figure 2-7-1 (Sheet 2)

Chart

Page 2-7-4 Aug 16/2002

PRATT

WHITNEY CANADA


Cont’d

From Sheet 1

on

Sheet 5

ENGINE FAILS TO LIGHT UP

HAS ENGINE STARTING PROCEDURE BEEN DONE

SET "FUEL CONDITION" LEVER TO "GROUND-IDLE" POSITION. ALLOW 30 SECONDS FUEL DRAINING PERIODANDCARRY OUT DRY MOTORING RUN

NO

YES

DO A DRY MOTORING RUN

REPEAT COMPLETE 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

IGNITION SYSTEM FOUND O.K.

NO

YES

Cont’d

on

CHECK POWER SUPPLIES TO IGNITION EXCITER. DO ELECTRICAL INSULATION AND CONTINUITY CHECKS ON IGNITION CABLES AND VISUALLY CHECK CABLES AND IGNITERS. RECTIFY AS NECESSARY.

Sheet 4

Cont’d

on

Sheet 4

C36868B


Chart

Page 2-7-5 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheet 3

From Sheet 3

ON AIRFRAME INSTALLATION CHECK OPERATION OF BOOSTER PUMP, IF FITTED, AND ENSURE FUEL SOURCE IS FREE OF ICE OR WATER CONTAMINATION

NO

IS AIRFRAME FUEL SUPPLY TO ENGINE O.K.

NO FAULTS FOUND ON IGNITERS OR CABLES. REPLACE IGNITION EXCITER (POST-SB1429) OR CURRENT REGULATOR

YES

(PRE-SB1429) FAULT POSSIBLE DUE TO AIR LOCK IN FUEL CONTROL UNIT. IF FUEL SYSTEM HAS BEEN DISCONNECTED, ENSURE BYPASS FUEL TO TANK IS UNRESTRICTED AND RESTART ENGINE TO CARRY OUT SELF-BLEEDING OPERATION

IF AIRFRAME FUEL SUPPLY IS O.K., CHECK BLEED AIR SYSTEM FROM FCU BYPASS. RECTIFY AS NECESSARY.

IF AIRFRAME FUEL SOURCE AND BLEED AIR SYSTEM ARE O.K.,

LOOSEN COUPLING NUT ON INLET TUBE OF FCU. CHECK FOR EVIDIENCE OF FLOW WHILE MOTORING

FUEL DRAINS FROM FLOW DIVIDER AND DUMP VALVE DURING MOTORING OF ENGINE

FUEL FLOW FOUND O.K.

YES

FAULT IN FLOW DIVIDER AND DUMP VALVE SYSTEM. RECTIFY OR REPLACE VALVES AS NECESSARY

NO YES REPLACE FUEL PUMP

IS EVIDENCE OF CONTAMINATION OR DAMAGE APPARENT ON FCU

NO

CHECK FUEL NOZZLES FOR RESTRICTION. FUNCTION CHECK NOULES

YES REPLACE FCU

C36869A


Chart

Page 2-7-6 Aug 16/2002

PRATT

WHITNEY CANADA MANUAL


From Sheet 3

Cont’d

HOT START

on

Sheet 7

DELAYED LIGHT UP


NO

NO

I

I

I


YES

YES

CHECK FOR LOW POWER SUPPLIES AND POOR CONNECTIONS ON POWER INPUT LINES AND STARTER-GENERATOR CONNECTION ARE ELECTRICAL SUPPLIES O.K.

NO

SET "FUEGCONDITION" LEVER TO "GROUND-IDLE" POSITION. ALLOW 30 SECONDS FUEL DRAINING PERIOD AND CARRY OUT DRY MOTORING RUN

YES

RECTIFY POWER SUPPLY OR CABLE FAULT

REPEAT COMPLETE ENGINE START SEQUENCE CAUTION: OBSERVE STARTER MOTOR LIMITS

CHECK IGNITION SYSTEM

CHECK IGNITION SYSTEM

CAUTION: (POST-SB1429) RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. MAKE SURE THAT IGNITION SYSTEM HAS BEEN SWITCHED OFF AT LEAST SIX MINUTES BEFORE DISCONNECTING Cont’d

on

NOTE: PRE-SB1429 ENGINES HAVE GLOW PLUG

IGNITION.

Cont’d

Sheet 6

on

Sheet 6

C61147A


Chart

Page 2-7-7 Aug 16/2002

WHITNEY CANADA

PRATT


From Sheet 5

From Sheet 5

IGNITION

INO

NO

I

IGNITION SYSTEM FOUND O.K.

YES

YES

CHECK P3 BLEED AIR SYSTEM FOR AIRCRAFT SERVICES. MAKE SURE THAT ALL SERVICES ARE SELECTED OFF. RECTIFY AS NECESSARY

CHECK ENGINE CONTROL LINKAGE RIGGING

CHECK POWER SUPPLIES TO IGNITION EXCITER, DO ELECTRICAL INSULATION AND CONTINUITY CHECKS ON IGNITION CABLE AND VISUALLY CHECK CABLES AND IGNITERS. RECTIFY AS NECESSARY

NO FAULTS FOUND ON IGNITER OR CABLES. REPLACE IGNITION EXCITER

IS ENGINE CONTROL LINKAGE O.K.

NOI

CHECK DUMP VALVE. IS DUMP VALVE SECTION CLOSED

ADJUST CONTROL LINKAGE RIGGING AS REQUIRED YES

REPLACE DUMP VALVE

CHECK DUMPVALVE OPERATION. RECTIFY OR REPLACE AS NECESSARY

YES

NO

CHECK MINIMUM FUEL FLOW

CHECK FUEL NOZZLES FOR RESTRICTION. FUNCTION CHECK NOZZLES

C61148A

Engine Starting Fault Isolation Chart Figure 2-7-1 (Sheet 6)

Page 2-7-8 Aug 16/2002

PRATT

WHITNEY CANADA


Cont’d from Sheet 5

1 ENGINE FAILS OR IS SLOW TO ACCELERATETOIDLE SPEED (Ng)

CHECK P3 AIR BLEED DELIVERY TUBES FOR POSSIBLE LEAKS OR RESTRICTIONS FOR POST-SB1S11 OR 361362. REPLACE AIR FILTER IF NECESSARY

IF DELIVERY TUBES ARE O.K. CHECK PNEUMATIC SECTION OF (Nf) PROPELLER GOVERNER (PT6A-6 AND -20 ENGINES ONLY) AND (Ng) GOVER (ALL MODELS). RECTIFY AS NECESSARY

CHECK DUMP VALVE OPERATION. RECTIFY OR REPLACE AS NECESSARY.

IF PREVIOUS CHECKS ARE O.K. POSSIBLE FAULT DUE TO CONTAMINATION IN FCU. CHECK AND REPLACE FCU AS NECESSARY.

C61119B


Chart

Page 2-7-9 Aug 16/2002

PRATT

WHITNEY CANADA


Cont’d

HOOTING OR HUMMING SOUND

CHECK PROPELLER GOVERNOR CONTROL SETTINGS. ADJUST AS NECESSARY

Sheet 2

EXCESSIVE MAX RPM

PROPELLER SLOW TO FEATHER AND UNFEATHER

CHECK OPERATION OF COMPRESSOR BLEED VALVE

on

(Np)

CHECK PROPELLER GOVERNOR CONTROL SETTINGS. ADJUST AS NECESSARY

BLEED VALVE OK IF GOVERNOR ADJUSTMENTS

ARE INEFFECTIVE, REPLACE GOVERNOR

NO

NO

HAVE NECESSARY GOVERNOR ADJUSTMENTS BEEN MADE

REPLACE BLEED VALVE YES

IF FAULT IS STILL APPARENT, POSSIBLE LEAK DUE TO WORN OR DAMAGED

YES

NO ACTION NECESSARY IF CONDITION OCCURS BELOW 60%

Ng P,NO

INTERMITTENTLY SUCH AS DURING ACCELERATION TO IDLE OR DURING A CHANGE OF SPEED. IF CONDITION PERSISTS, OR OCCURS ABOVE 60% Ng, DISASSEMBLE AND CHECK ClT DISK FOR BLADE SHIFT. REPAIR AS NECESSARY. IF NO BLADE SHIFT, REBALANCE OR REPLACE CTT DISK. IF CONDITION PERSISTS AFTER REPLACEMENT OF DISK. SHIP ENGINE TO AN APPROVED OVERHAUL FACILITY.

PREFORMED PACKING AT PROPELLER S~Pm OIL TRANSFER TUBE

PROPELLER BLADE ANGLE ADJUSTMENT INCORRECT. ADJUST AND REPLACE AS

MANUFACTURER’S

MANUAL)

REPLACE OIL TRANSFER TUBE PREFORMED PACKING

SHIP ENGINE OR POWER OUTPUT SECTION TO APPROVED OVERHAUL FACILITY

C61120A

Engine Operating Fault Isolation Chart Figure 2-7-2 (Sheet 1 of 10)

Page 2-7-10 Aug 16/2002

PRATT

WHITNEY CANADA


Cont’d

From Sheet 1

FAILURE TO DECELERATE

on

Sheet 3

UNCONTROLLED ACCELERATION

OVERSPEED

(Ng)

CHECK FCU TO FUEL PUMP INTERFACE FOR POSSIBLE SHEARED OR WORN DRIVE SPLINE COUPLING

DRIVE SPLINE COUPLING SHEARED OR WORN YES

NO

REPLACE FCU ANDIOR COUPLING

CHECK FCU FOR CONTAMINATION ANDIOR CORROSION

REPLACE FCU

C61121A

Engine Operating Fault Isolation Chart Figure 2-7-2 (Sheet 2)

Page 2-7-11 Aug 16/2002

PRATT

WHITNEY CANADA


Cont’d

From Sheet 2

on

Sheet 4

SLOW TO ACCELERATE

CHECK Py AIR BLEED TUBE AND P3 AIR DELIVERY TUBE FOR LEAKS OR RESTRICTIONS. FOR

POST-SB1294, REPLACE AIR FILTER IF NECESSARY

CHECK P3 AIR BLEED TUBES OK. REPLACE IF NECESSARY

NO

YES CHECK Nf PROPELLER GOVERNOR ENGINES ONL OR Nf POWER TURBINE GOVERNOR (PT6A-6 AND -20 ENGINES). RECTIFY AS NECESSARY.

RECTIFY OR REPLACE DEFECTIVE TUBE AS APPLICABLE

(PT6A-20A AND -208

YES

REPLACE FCU

C61122A

Engine Operating Fault Isolation Figure 2-7-2 (Sheet 3)

Chart

Page 2-7-12 Aug 16/2002

PRATT

WHITNEY CANADA


Cont’d

From Sheet 3

on

Sheet 5

I I

OVER TEMPERATURE (MAX. ALLOWABLE TEMP HAS BEEN

TEMPERATURE LIMITED

EXCEEDED)

CHECK OPERATION OF INDICATING SYSTEM AND MAKE SURE THAT DATA CURVES ARE CORRECT

INSPECT ENGINE FOR POSSIBLE TURBINE DAMAGE

TURBINE INSPECT O.K.

YES

CHECK ENGINE INSTALLATION FOR AIR LEAKAGES AT ENGINE FLANGES AND GAS GENERATOR DRAIN VALVES

~NO

I

RETURN ENGINE TO APPROVED OVERHAUL FACILITY

CHECK OPERATION OF TEMPERATURE INDICATING SYSTEM. RECTIFY AS NECESSARY

CHECK AIR INLET AND COMPRESSOR FOR CONTAMINATION BUILD UP

CHECK BLEED AIR VALVE OPERATION

I

YES _

I-

I

ARE BLEED VALVE OPERATIONS O.K.

NO

COMPRESSOR DIRTY YES I

REPLACE DEFECTIVE BLEED VALVE

NO

DO COMPRESSOR WASH PROCEDURE

CHECK FOR EXCESSIVE AIRFRAME ACCESSORY POWER LOADING (REF. AIRFRAME MANUFACTURER’S MANUAL)

CHECK ENGINE OVERTEMPERATURE CHART. INSPECT REMOVE ENGINE AS APPLICABLE

C61124


Page 2-7-13 Aug 16/2002

PRATT

WHITNEY CANADA


FROM SHEET 4

CONT’D ON SHEET 7

FLAMEOUT

LOW POWER

SQUEAL NOISE AT

(ALL PARAMETERS LOW).

DECELERATION OR DURING MOTORING.

AIRFRAME FUEL Y. MAKE SURE

OF ICE OR WATER

CHECK OPERATION OF INDICATING SYSTEM AND MAKE SURE DATA CURVES ARE CORRECT. RECTIFY AS NECESSARY.

AMINATION

IF AIRFRAME FUEL SOURCE

IS SATISFACTORY, LOOSEN INLET TUBE AT FCU AND CHECK FOR FUEL FLOW WHILE MOTORING ENGINE.

IF NO FLOW, REPLACE FUEL PUMP.

CHECK AIR INLET AND COMPRRESSOR FOR ACCUMULATION OF DIRT. IF NECESSARY, DO A COMPRESSOR WASH

IF FUEL SUPPLY CHECKS

INSPECT ENGINE FOR TURBINE

ARE O.K., DEFECT DUE TO POSSIBLE AIR LOCK. RESTART ENGINE TO DO

DAMAGE. IF DAMAGED, RETURN APPROVED OVERHAUL FA CILITY

SELF-BLEEDING OPERATION.

CHECK FUEL PUMP. IF PUMP IS SOURCE CONTINUE IN SERVICE

’SUNDSTRAND FUEL PUMP PRESSURE PLATES NORMALLY SQUEAL AT LOW

Ng.

NAOT

CHECK FOR INCORRECT ADJUSTMENT OR DISCONNECTED CONTROL

CHECK ACCELERATION TIME OF ENGINE.

CONT’D ON SHEET 6

LINKAGES. (REF. AIRCRAFT MANUFACTURER’S MANUAL).

IF CONTROL LINKAGES ARE

SATISFACTORY, DO CHECKS ON PROPELLER GOVERNOR

(PNEUMATIC IF

SECTION

Nf).

DEFECTIVE, REPLACE

GOVERNOR.

CONT’D ON SHEET 6

C61125A


Chart

Page 2-7-14 Aug 16/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL

MANUAL ~Aiit:’l;iij. 9015442

OPERATING PROBLEMS

from Sheet 5

from Sheet 5

CHECK FCU FOR CONTAMINATION OR CORROSION. FCU CONTAMINATION

YES

YES

ACCELERATION TIME O.K.

NO REPLACE FCU

IF CONTROL LINKAGES ARE SATISFACTORY CARRY OUT CHECKS ON Ng PROPELLER GOVERNOR (PT6A-20A AND -206 ENGINES) OR ON Nf GOVERNOR (PT6A-6 AND -20

ENGINES).

IF

DEFECTIVE,

REPLACE GOVERNOR.

INSPECT ENGINE FOR "FOD" OR TURBINE DAMAGE CHECK COMPRESSOR BLEED VALVE. RECTIFY OR REPLACE AS NECESSARY

IF FCU CHECKS ARE O.K. CHECK FUEL NOZZLES FOR

POSSIBLE RESTRICTIONS IF FUEL NOULES ARE O.K. POSSIBLE FAULT DUE TO CONTAMINATED FCU. CHECK AND REPLACE AS NECESSARY

CHECK P3 AIR BLEED DELIVERY TUBES FOR POSSIBLE LEAKS OR RESTRICTIONS FOR POST-SB1294. REPLACE AIR FILTER IF NECESSARY

C61126A


Chart

Page 2-7-15 Aug 16/2002

PRATT

WHITNEY CANADA


Cont’d

From Sheet 5

VIBRATION

DO COMPRESSOR WASH PROCEDURE

MI\NUAL)

INSPECT ENGINE FOR LOOSE MOUNTING BRACKETS I

REMOVE FCU AND CHECK PREFORMED PACKING AT BY-PASS PORT. IS LEAKAGE VISIBLE NO

-I

CHECK THROUGH EXHAUST PORTS FOR POWER TURBINE DAMAGE

REMOVE AIR INLET SCREEN AND INSPECT 1ST STAGE COMPRESSOR FOR SIGNS OF DAMAGE

CHECK OPERATION OF COMPRESSOR BLEED VALVE

BLEED VALVE OPERATION O.K.

YES

Sheet 9

FUEL LEAKAGE AT FCUIFUELPUMP FLANGE

SURGE DURING ACCELERATION

PROPELLER DAMAGE OR BLADE ANGLE SLIPPED. ADJUST ANDIOR REPLACE AS NECESSARY (REF. TO AIRFRAME MANUFACTURER’S

on

YES

REPLACE PREFORMED PACKING AND FCU

LEAKAGE AT FUEL PUMP SHAFT SEAL. REPLACE FCU AND FUEL PUMP

NO REPLACE BLEED VALVE

NO TURBINE 8 COMPRESSOR O.K.

RETURN ENGINETO APPROVED OVERHAUL FACILITY

YES

CHANGE T2 TEMPERATURE I COMPENSATOR

CHECK COMPRESSOR BLEED AIR VALVE OPERATION

NOTE: THERE WILL BE A SMALL PUMP SEAL, THE ENGINE

ALWAYS

Cont’d

on

Sheet 8

LEAK AT THE EVEN WITH STOPPED.

C61128A


Chart

Page 2-7-16 Aug 16/2002

WHITNEY CANADA

PRATT


OPERATING PROBLEMS

From Sheet 7

REMOVE INLET SCREEN. EXAMINE 1ST STAGE COMPRESSOR BLADES FOR FOREIGN OBJECT DAMAGE

(FOD)

COMPRESSOR BLADES FOUND O.K.

NO

YES

RETURN ENGINE TO APPROVED OVERHAUL FACILITY

REPLACE FCU

C61129


Chart

Page 2-7-17 Aug 16/2002

WHITNEY CANADA

PRATT


OPERATING PROBLEMS FROM SHEET 7

CONT’D ON SHEET 10

UNUSUAL NOISES

ENGINE INTERNAL RUBBING OR SCRAPING NOISES. COMPRESSOR OR TURBINE ROTORS DO NOT ROTATE FREELY, DECELERATE OR RUN DOWN EASILY ON ENGINE SHUT DOWN.

75 TOO HIGH AT SHUT DOWN

I

I

AURALLY CHECK COMPRESSOR FOR SHORT AND ABRUPT DECELERATION OR RUN DOWN TIME.

I

RESTRAIN PROPELLER AND MOMENTARILY ROTATE COMPRESSOR WITH STARTER. CHECK FOR EVIDENCE OF COMPRESSOR TURBINE RUB, IF ONLY LIGHT RUBBING AUDIBLE, RESTART ENGINE AND ALLOW NORMAL PERIOD OF COOLING AT GROUND IDLE PRIOR TO SHUT DOWN.

ROTATE PROPELLER. CHECK FOR RUBS AND SCRAPING.

CHECK REAR MOUNTED ACCESSORIES FOR DRAG OR INTERFERENCE OF ROTATING COMPONENTS.

ON START UP, SLOW PROPELLER ACCELERATION, ABRUPT DECELERATION ON SHUT DOWN OR PROPELLER STIFF TO TURN.

I

I

I

INSPECT THROUGH EXHAUST

PORTS, EXHAUST AREAS AND INSPECT POWER TURBINE ROTOR AND EXHAUST AREAS FOR EVIDENCE OF DISTRESS

REMOVE POWER SECTION AND INSPECT FOR COMPRESSOR TURBINE BLADE TIP TO SHROUD RUB

I

I

I

I

I

I

I I

POWER TURBINE FOR EVIDENCE OF DISTRESS.

POSSIBLE PROPELLER SHAFT OIL TRANSFER HOUSING SEIZURE

LOOSE OR WORN NO. 3 BEARING COVER

RETURN TO OVERHAUL FACILITY FOR REPAIR

INSPECT AND REPLACE AS NECESSARY

C61149A


Chart

Page 2-7-18 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheet 9

SQUEAL AT RUN DOWN OR DURING MOTORING

CHECK IF SUNSTRAND FUEL PUMP INSTALLED

IF PUMP iS SOURCE OF NOISE, CONTINUE IN SERVICE

SUNSTRAND FUEL PUMP PRESSURE PLATED OFTEN SQUEAL AT LOW Ng

C61130


Page 2-7-19 Aug 16/2002

WHITNEY CANADA

PRATT

MAINTENANCE MANUAL


NO IS ENGINE ON ECTM PROGRAM

I

Cont’d

on

Sheet 7

YES

IS PARAMETER SHIFT CONSIDERED NORMAL FOR ENGINE RUNNING TIME (REF. NOTES 1 AND 6)

YES

DO PREVENTIVE MAINTENANCE (REF. NOTE 3)

NO

IF MULTI-ENGINE INSTALLATION, ANALYZE ECTM PLOTS FOR EACH ENGINE. ARE PARAMETER SHIFTS SIMILAR

YES

CHECK AIRCRAFT OAT, ALTITUDE AND AIR SPEED INDICATING SYSTEMS. A DEFECT IN THESE SYSTEMS WILL CAUSE SIMILAR ECTM SHIFT ON BOTH ENGINES

NO

rrr

(RAPID) SHIFT AND NO NSMlf SHIFT (REF. NOTES 2,5)

YES

NO

Ng (RAPID) SHIFT AND NO ITTMlf SHIFT (REF. NOTE 2)

YES

NO WF

(RAPID) SHIFT AND NO ITT~Ng SHIFT (REF. NOTE 2)

YES

CHECK ENGINE/AIRFRAME INDICATING SYSTEM

REPAIR

Cont’d on Sheet3

NO

Cont’d on Sheet 2

C36844A

Engine Performance Fault Figure 2-7-3 (Sheet

Isolation Chart 1 of

10)

Page 2-7-20 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheet 1

YES

ITT, Ng AND Wf

I NO

I

I

I

DECREASED?

CHECK ENGINEIAIRFRAME TORQUE AND Np INDICATING SYSTEMS. OK?

REPAIR

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

INSPECT COMPRESSOR. FODIEROSIONIRUB?

YES

YES DMdAGE ACCEPTABLE/REPAIRABLE

REPAIR

Cdnt’d Sheet 3 "A"

NO

NO

COMPRESSOR DIRTY?

SHIP ENGINEIGGM TO AN APPROVED OVERHAUL FACILITY

YES

DO A COMPRESSOR WASH OR POWER RECOVERY WASH

NO Cont’d

on

Sheet 3

C36845

Engine


Figure

2-7-3

(Sheet 2)

Page 2-7-21 Aug 16/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


From Sheet 2 NO DO ENGINE BLEED VALVE CHECK. OK?

YES NO LEAK CHECK P2.5 AIRFRAME BLEED PIPE. OK? REPAIR

YES

CHECK HOT STARTS, A HOT START MAY CAUSE ALL

NO

PARAMETERSTOINCREASE SUDDENLY

INSPECT ENGINE HOT SECTION COMPONENTS AS REQUIRED

YES

From Sheets 1 and 2 "A"

YES

DO ENGINE PERFORMANCE CHECK. COMPARE WITH CHECK DONE AT ENGINE INSTALLATION OR LATER (AS AVAILABLE). RECORD DIFFERENCES (SHIFT) IN PARAMETERS

SIGNIFICANT DIFFERENCE BETWEEN ECTM AND ENGINE PERFORMANCE CHECK PARAMETERS RECORDED (REF. NOTE

4)

YES

IS THE INITIAL SHIFT REDUCEDIELIMINATED BY THE PREVIOUS MAINTENANCE ACTION

NO

YES

NO

SYSTEM NORMAL

Cont’d on Sheet 5

CHECK ENGINE FIREWALL AND INLET SEAL CONDITIONS. OK? (REF. NOTE 8)

I

YES

NO

REPAIR

Cont’d

on

Sheet 4

C36846A

Engine Performance Fault Isolation Figure 2-7-3 (Sheet 3)

Chart

Page 2-7-22 Aug 16/2632

PRATT

WHITNEY CANADA


From Sheet 3

AIR BLEED SYSTEM PRESSURE REGULATING VALVE OK? (REF. AIRCRAFT MAINTENANCE

NO

MANUAL) YES

AIR BLEED SYSTEM SHUTOFF VALVE OK? (REF. AIRCRAFT MAINTENANCE MANUAL)

NO

YES NO REPAIR

AIR BLEED SYSTEM DUCTING OK? (REF. AIRCRAFT MAINTENANCE MANUAL)

YES HOT SECTION COMPONENTS HAVE BEEN INSPECTED AND REPAIRED AS NECESSARY

YES CONTACT AIRCRAFT MANUFACTURER

REPEAT ENGINE PERFORMANCE CHECK. HAS PERFORMANCE IMPROVED?

YES

SYSTEM

NORMAL

NO

Cont’d on Sheet 5

C61132

Engine


Figure

2-7-3

(Sheet 4)

Page 2-7-23 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheets 3 and 4

ITT AND Wt INCREASE AND Ng DECREASE? NO

YES

INSPECT CT STATOR, BLADES AND SHROUD SEGMENTS. DEFECTS FOUND?

YES

ARE DEFECTS UNACCEPTABLE OR COULD THEY CAUSE THE PERFORMANCE DETERIORATION?

NO

NO

DO AN HSI

DO A PERFORMANCE RECOVERY WASH

ITT AND Wt INCREASE WITH

YES

Ng CONSTANT?

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

SYSTEM NORMAL

I

NO

Cont’don SheetG

C36848

Engine


Figure

2-7-3

(Sheet 5)

Page 2-7-24 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheets 5 and 9

NO

REPEAT ENGINE PERFORMANCE CHECK WITH BLEED AIR PORTS BLANKED OFF. HAS ENGINE PERFORMANCE IMPROVED (355. NOTE 10)

YES

NO

SYSTEM NORMAL

DO AN HSI

C36849

Engine


Figure

2-7-3

(Sheet 6)

Page 2-7-25 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheet 1 ENGINE PERFORMANCE .CHECK AFFECTED ENGINE IS SATISFACTORY (REF. NOTE 5)

YES

1

-I

CHECK ENGINE FIREWALL AND INLET SEAL CONDITION. OK? (888. NOTE 8)

NO

NO

YES

AIR BLEED SYSTEM PRESSURE REGULATING VALVE. OK? (REF. AIRCRAFT MAINTENANCE MANUAL)

COMPARE ENGINE PERFORMANCE CHECK WITH CHECK DONE AT ENGINE INSTALLATION OR LATER (AS AVAILABLE). RECORD DIFFERENCES IN PARAMETERS (REF. NOTE 3)

NO

YES

AIR BLEED SYSTEM SHUTOFF VALVE. OK? (REF. AIRCRAFT MAINTENANCE

NO

MANUAL) YES NO

CHECK AIR BLEED SYSTEM DUCTING (REF. AIRCRAFT MAINTENANCE MANUAL) ITTSHIFTANDNO NSSHIFT (REF. NOTES 8, 9)

YES

NO

YES

Ng

SHIFT AND NO ITT SHIFT? NO

CHECK ENGINEIAIRFRAME INDICATING SYSTEM

Cont’d

on

Sheet 8

REPAIR

Cont’d on Sheet 9 "C"

C36850

Engine


Figure

2-7-3

(Sheet 7)

Page 2-7-26 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheet 7

NO ITT AND Ng CHANGE

Cont’d

on

Sheet 9

YES

CHECK TORQUE AND Np INDICATING SYSTEMS (AIRFRAMEIENGINE). OK?

NO

YES INSPECT ENGINE INLET. CHECK BYPASS DOOWICE VANE RIGGING. OK?

NO

REPAIR

YES YES

INSPECT COMPRESSOR.

FODIEROSIONIRUB?

DAMAGE ACCEPTABLERREPARRABL

YES

REPAIR

NO

NO

SHIP ENGINE/GGM TO AN APPROVED OVERHAUL FACILITY

Contld on´•

Sheet 9

YES

DO A COMPRESSOR WASH OR POWER RECOVERY WASH

COMPRESSOR DIRTY?

I

L

"C"

NO CHECK ENGINE BLEED VALVE. OK?

NO

YES

REPAIR

LEAK CHECK P2.5 AIRFRAME BLEED PIPE. OK?

NO

YES CHECK FOR HOT STARTS. A HOT START MAY CAUSE ALL PARAMETERS TO INCREASE SUDDENLY

I

NO

INSPECT HOT SECTION COMPONENTS AS REQUIRED

YES Cont’d

on

Sheet 9 "C"

C36851A

Engine


Figure

2-7-3

(Sheet 8)

Page 2-7-27 Aug 16/2002

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


From Sheet 8

ITT INCREASE AND

IFATIDLE CHECK FUEL HEATER OK?

Ng

DECREASE?

NO

_I

CHANGE FUELHEATER

YES

NO

INSPECT CT VANE, BLADES AND SHROUD SEGMENTS. DEFECTS FOUND? YES

ARE DEFECTS UNACCEPTABLE OR COULD THEY CAUSE THE PERFORMANCE DETERIORATION?

YES

NO

NO

DO AN DO A PERFORMANCE RECOVERY WASH

ITT AND Wt INCREASE WITH

HSI

Ng CONSTANT?

YES CHECK GAS GENERATOR CASE DRAIN VALVES, FUEL NO~LE GASKETS, "C" FLANGE AND T5 HARNESS SEAL FOR LEAKS. OK?

NO

YES NO LEAK CHECK P3 BLEED

(AIRFRAME)

PIPE AND ADAPTER. OK?

YES NO

INSPECT COMPRERSSOR AND HOT SECTION. OK? (REF. NOTE 7)

From Sheets 7 and 8 "C"

REPAIR


YES

SYSTEM NORMAL

NO

Cont’d on SheetG

C36852B

Engine Performance Fault Isolation Chart Figure 2-7-3 (Sheet 9)

Page 2-7-28 Aug 16/2002

PRATT

WHITNEY CANADA


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 fault).

decrease without maintenance action, check

indicating systems (usually T5 system

is at

NOTE: 2.

A

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

rapid

shift in

engine parameters

is

usually the

result of

an

indicating system

defect.

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

recommended: For

combustion chamber, small exit duct, CT stater vanes and CT blades. In addition, do the maintenance recommended above. NOTE: 4.

NOTE: 5.

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.

When

an

check is

NOTE: 6.

NOTE: 7.

NOTE: 8.

engine is temperature limited on climb or cruise and the engine performance/ground satisfactory, the defect is within the aircraft bleed system of the affected engine.

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 temperature distribution.

power

changing the

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). When the

engine is running on the ground, inlet plenum air pressure is lower than ambient air 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. pressure.

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 will confirm a shift in the indicated temperature.

NOTE: 10.

To

remove

before

doubts,

doing

a

a

T5 system check

(including

individual

on

the

wing

thermocouple checks)

or

in the test cell

is recommended

complete HSI.

C65318

Engine Performance Fault Isolation Chart Figure 2-7-3 (Sheet 10)

Page 2-7-29 Aug 16/2002

PRATT

WHITNEY CANADA


LUBRICATION PROBLEMS CONT’D ON SHEET 3

LOW OIL PRESSURE

HIGH OIL PRESSURE

CHECK 011: PRESSURE INDICATING SYSTEM (REF. AIRCRAFT MAINTENANCE

INSUFFICIENT OIL. CHECK OIL LEVEL AND EXTERNAL OIL LINES AND COOLER FOR LEAKS. RECTIFY AS NECESSARY.

MANUAL)

OIL LEVEL O.K. CHECK OIL PRESSURE INDICATING SYSEM (REF. AIRCRAFT MAINTENANCE MANUAL

INDICATING SYSTEM O.K.

NO

I

NO

I

1


YES RECTIFY FAULT ON INDICATING SYSTEM (REF. AIRCRAFT MAINTENANCE

MANUAL)

CONT’D ON SHEET 2

CONT’D ON SHEET 2

C29872A

Engine Lubrication Fault Isolation Chart Figure 2-7-4 (Sheet 1 of 8)

Page 2-7-30 Aug 16/2002

PRATT

WHITNEY CANADA


From

ADJUST

OIL

Sheet

1

PRESSURE

REGULATING VALVE AS NECESSARY

OIL PRESSURE REGULATING VALVE MALFUNCTION. CLEAN AND

REPLACE

OIL

REMOVE,

INSPECT VALVE

PRESSURE

REGULATING VALVE

NO PRESSURE REGULATING VALVE

O.K.

YES

PRESSURE RELIEF VALVE MALFUNCTION. AND

REPLACE PRESSURE

INO

RELIEF VALVE

I

REMOVE,

CLEAN

INSPECT VALVE

IPRESSURE RELIEF VALVE O.K.

SHIP

ENGINE TO APPROVED

OVERHAUL FACILITY

C23255

Engine


Figure

2-7-4

(Sheet 2)

Page 2-7-31 Aug 16/2002

PRATT

WHITNEY CANADA



FROM SHEET 1

OIL LEAK FROM COMPRESSOR INLET CASE OR INTO EXHAUST DUCT (ENGINE SIGNIFICANTLY NOSE DOWN)

SMOKE IN COCKPIT

CHECK FOR OIL LEAKAGE DUE TO DEFECTIVE PREFORMED PACKING AND PLASTIC RING ON OIL FILTER HOUSING

YES PREFORMED PACKING AND PLASTIC RING O.K. VERIFY CONDITION OF OIL FILTER HOUSING FRONT FACE (PRE-SB1247), REPAIR IF NECESSARY AND PERFORM STATIC LEAK TEST

NO

LAP CHECK VALVE (PRE-SB1247). RENEW PREFORMED PACKING (POST-SB1247). LAP CHECK VALVE AND SEAT (POST-SB1379). PERFORM STATIC LEAK TEST

REPLACE PREFORMED PACKING ANDIOR PLASTIC RING

LEAKAGE PERSISTS

CHECK FOR LEAKAGE AT PREFORMED PACKING ON ACCESSORY GEARBOX. RECTIFY AS NECESSARY

C29874A

Engine

Lubrication Fault Isolation Chart Figure 2-7-4 (Sheet 3)

Page 2-7-32 Aug 16/2002

PRATT

WHITNEY CANADA



FROM SHEET 3

OIL PRESSURE FOLLOWS POWER LEVER AND WILL NOT RESPOND TO ADDITION OF SHIMS

FLUCTUATING OIL PRESSURE

INSUFFICIENT OR EXCESS OIL. CHECK OIL LEVEL

OIL LEVEL O.K. CHECK OIL PRESSURE INDICATING SYSTEM (REF. AIRFRAME

MANUAL) RECTIFY FAULT ON INDICATING SYSTEM (REF. AIRFRAME

MANUAL)

NO

I-

I


I

I

OIL FILTER INSPECTION O.K. POSSIBLE PRESSURE RELIEF VALVE MALFUNCTION. CLEAN AND INSPECT

YES

INSPECT OIL FILTER. CLEAN OR REPLACE AS NECESSARY

OIL FILTER INSPECTION O.K. POSSIBLE PRESSURE RELIEF VALVE MALFUNCTION. CLEAN AND INSPECT

REPLACE PRESSURE RELIEF VALVE AS NECESSARY

REPLACE PRESSURE RELIEF VALVE AS NECESSARY

REMOVE ACCESSORY GEARBOX AND CHECK OIL PUMP HOUSING FOR CRACKS

REPLACE RELIEF VALVE HOUSING

C29876A

Engine Lubrication Fault Isolation Chart Figure 2-7-4 (Sheet 4)

Page 2-7-33 Aug 16/2002

WHITNEY CANADA

PRATT


From

Sheet

Cont’d

3

~k

HIGH

on

Sheet

d

OIL

TEMPERATURE

INSUFFICIENT OIL. CHECK

OIL

OIL

LEVEL

LEVEL

O.K.

CHECK OIL TEMPERATURE INDICATING SYSTEM

(REF.

AIRCRAFT

MAINTENANCE

ON

RECTIFY FAULT

INDICATING

(REF.

MANUAL)

SYSTEM

AIRCRAFT

INDICATING

NO

I i

SYSTEM O.K.

I

MAINTENANCE

MANUAL)

YES

IF HIGH

GROUND

OIL TEMP.

DURING

(AfRCRAFT

OPERATION,

STATIONARY)

VERIFY PROPELLER

RIGGING/ADJUSTMENT (PRIMARY BLADE

ANGLE)

MAINTENANCE

~k

(REF. AIRCRAFT MANUAL)

NOTE: IDLING

EXCESSIVE

FEATHER COULD

OVERHEATING RESTRICT

IN

CAUSE

INDICATION.

IDLING TIME

IN FEATHER

Cont’d

on

Sheet

5

C23257

Engine


Figure

2-7-4

(Sheet 5)

Page 2-7-34 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheet 4

CHECK AIRFRAME OIL COOLER-SYSTEM FOR RESTRICTIONS OR MALFUNCTIONS (REF. AIRCRAFT MAINTENANCE MANUAL)

RECTIFY FAULT ON OIL COOLER SYSTEM (REF. AIRCRAFT MAINTENANCE MANUAL)

NO

OIL COOLER SYSTEM O.K. YES

THERMOSTATIC BYPASS AND CHECK VALVE O.K. HEAT SHIELD FAILURE. SHIP ENGINE TO APPROVED OVERHAUL FACILITY.

C23258A

Engine


Page 2-7-35 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheet 6

EXCESSIVE OIL CONSUMPTION

Cont’d

EXCESSIVE DISCHARGE FROM OVERBOARD BREATHER

on

Sheet 7

EXTERNAL OIL LEAKS

CHECK OIL LEVEL FOR OVERSERVICED CONDITION

CHECK FOR EVIDENT OIL LEAKS AT TRANSFER TUBE PACKINGS. CHECK TRANSFER TUBES FOR BLOCKAGE. RECTIFY AS NECESSARY

CHECK PACKINGIBACKUP RING AT OIL FILTER HOUSING

CHECK CENTRIFUGAL BREATHER CARBON SEAL. RECTIFY AS NECESSARY

IF LEAKS PERSISTS, SHIP ENGINE TO AN APPROVED OVERHAUL FACILTTY

C61138A

Engine


Page 2-7-36 Aug 16/2002

PRATT

WHITNEY CANADA


From Sheet 7

OIL AT EXHAUST DUCT AREA

OIL LEAK AT INLET CASE

CHECK OIL LEVEL FOR OVERSERVICED CONDITION

CHECK FOR RESTRICTIONS IN SCAVENGE TUBES, OR OIL TO FUEL HEATER TUBES

CHECK AIR BREATHER VALVE STICKING. RECTIFY AS NECESSARY

CHECK PACKINGIBACKUP RING AT OIL FILTER HOUSING

CHECK OIL TANK CENTER TUBE PREFORMED PACKINGS RECTIFY AS NECESSARY

-I

I

IF LEAK PERSISTS, SHIP ENGINE TO AN APPROVED OVERAHUL FACILITY

NO EXTERNAL OIL LEAKS

CHECK OIL TO FUEL HEATER FOR INTERNAL LEAKS. REPLACE.

C61139

Engine


Figure

2-7-4

(Sheet 8)

Page 2-7-37 Aug 16/2002

PRATT

WHITNEY CANADA

MAINIENANCE MANUAL MANUAL PART NO. 3015442

TABLE 2-7-1, ECTM Shift Fault Isolation

Engine

Parameters

Ail parameters UP

Probable Cause

Action

Remarks

Req’d

Engine/Airframe indicating systems.

Inspect.

Repair

as

req’d.

Air inlet door blocked.

Inspect.

Repair

as

req’d.

Bypass door or ice misrigged.

Inspect.

Repair

as

req’d.

Compressor FOD,

Inspect.

Remove

engine

damage

limits

vane

rub, erosion,

if

are

exceeded.

Compressor contaminated/dirty.

Wash compressor.

Bleed´•valve open.

Inspect.

Repair

as

req’d.

P2.5 air leaks from

Inspect.

Repair

as

req’d.

Repair

as

req’d.

engine/airframe system PT stater vanes burned/flow area increased. PT blade tip oxidation/rub. Hot start.

Inspect PT vanes

stater

and PT blades.

Inspect

hot section

and check

log

book.

Do

applicable

overtemperature

inspection. parameters DOWN

Engine/Airframe indicating system.

Inspect.

Repair

Engine/Airframe indicating system. (Note 1)

Inspect If applicable, do on-wing T5 system trim.

Repair as req’d. T5 usually decreases when probes are

(Note 2)

unserviceable.

Fuel nozzle deterioration.

Inspect.

Clean

Ng UP or DOWN, T5, WF Constant


Inspect.

Repair

as

req’d.

Wf UP or DOWN, T5, Ng Constant


Inspect.

Repair

as

req’d.

All

T5 UP or DOWN, Wf Constant

Wf,

T5 UP,

Ng,

Ng DOWN

CT stater vanes burned/flow area increased. CT blade tip oxidation/rub. Normal hot section deterioration,

Inspect

CT stater, and

CT blades.

as

as

req’d.

req’d.

If limits exceeded, do HSI.

an

Do an HSI if T5 limit exceeded.

Page 2-7-38 Aug 16/2002

PRATT

WHITNEY CANADA


TABLE 2-7-1, ECTM Shift Fault Isolation Parameters

Engine

Probable Cause

Action

(Cont’d) Remarks

Req’d

Inspect.

Repair

Gas generator case cracked at fuel nozzle or P3 bleed pads. Diffuser exit ducts cracked or loose.

Inspect.

Replace engine if defect confirmed.

Leaking gas generator drain valves, Cflange, fuel nozzle gasket, or T5

Inspect.

Wf, T5 UP, Ng

P3 leaks from

Constant

engine/airframe system.

as

req’d.

Replace engine

if

defect confirmed.

harness seal.

Concurrent hot section and compressor deterioration.

Inspect

CT stater and

CT blades, and

Do

an

engine

HSI or send for overhaul.

compressor.

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

path temperature distribution.

gas

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

NOTE: 2. The

the indicated temperature. C.

Lubricating (1)

Oil Contamination

diagnose and rectify engine lubricating oil contamination, refer to Engine Lubricating Oil Contamination Fault Isolation Chart (Ref. Fig. 2-7-5).

To

Page 2-7-39 Aug 16/2002

PRATT

WHITNEY CANADA


(2)

The

following

NOTE: 1.

NOTES

are

referred to in

Figure

2-7-5:

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 detector inspections to operator’s standard maintenance program intervals. NOTE: 3. Results of

previous laboratory analysis and origin of debris original detection of debris.

chip

should be

determined within 50 hours of NOTE: 4. Results of last

sample

must be known

prior

to

continuing.

NOTE: 5. It should have

already been determined that the engine and not RGB mounted accessories are generating the debris. If propeller governor or O/S governor failure occurred prior to original debris detection and

the material could be identified as a propeller or O/S governor material then the engine may not be generating the debris.

NOTE: 6.

Bearing inner and outer rings steel AMS6440/6444 (52100)

well as rolling elements are made of AMS6490/6491 (M50). Bearing cages are made of steel AMS6414/6415 (4340) or bronze AMS4616, silver plated per AMS2412. When only bearing cage material is generated (major or minor filter contaminant), this may indicate cage wear due to lack of lubrication and/or bearing damage causing rolling element instability. as

or

Page 2-7-40 Aug 16/2002

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CHIP DETECTOR

CIRCUIT COMPLETION

REMOVE AND INSPECT CHIP DETECTOR

TRANSFER DEBRIS AND SEND TO A LAB FOR ANALYSIS

REMOVE AND INSPECT ASSOCIATED STRAINER AND MAIN OIL FILTER

CARRY OUT PATCH MAKING AND SEND TO A LAB FOR ANALYSIS

Cont’d Sheet 4

I

on

Cont’d Sheet 4

on

Cont’d Sheet 4

CLASSIFY DEBRIS

on

CLEAN AND RE-INSTALL OIL FILTER, STRAINER AND CHIP DETECTOR. RETURN ENGINE TO SERVICE

YES

IS DEBRIS

ALLOWABLE?

RECORD CATEGORY, TYPE AND ORIGIN OF DEBRIS

Cont’d Sheet 4

on

NO

Is DEBIS NON-ALLOWABLE CATEGORY 1?

RECORD CATEGORY AND TYPE OF DEBRIS AND REMOVE MODULEI ENGINE

IYES

I

No

(RE~NOTE1)

IS MAGNETIC DEBRIS NON-ALLOWABLE CATEGORY 2 OR 3? NO RECORD ENGINE TIME CATEGORY, TYPE AND ORIGIN OF DEBRIS

IS DEBRIS CATEGORY 2 BRONZE (I.E., IT ORIGINATES IN RGB?) YES RECORD MODULE TIME CATEGORY. TYPE AND ORIGIN OF DEBRIS Cont’d

on

Sheet 2

t Cont’d

on

Sheet 3

C23263D

Engine

Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 1 of 4)

Page 2-7-41 Aug 16/2002

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Cont’d from Sheet 1

NON-ALLOWABLE CATEGORY 2 BRONZE DEBRIS ORIGINATING IN RGB

HAS RGB GENERATED DEBRIS WITHIN LAST 400 HOURS

(555.

NOTE

NO

3) YES

CLEAN AND INSTALL OIL FILTER, CHIP DETECTOR AND STRAINERS

HAS QUANTITY OF CURRENT DEBRIS INCREASED OR IS GEARBOX CONSISTENTLY GENERATING DEBRIS? YES

NO

SCHEDULE RGB REMOVAL WITHIN 10 FLIGHT HOURS OF CURRENTLY REPORTED

RUN ENGINE AT 80% T.O. POWER FOR 10 MINUTES (555. ADJUSTMENTTTEST)

DEBRIS

CLEAN AND INSTALL CHIP

REMOVE AND INSPECT CHIP DETECTOR, MAIN OIL FILTER AND STRAINERS. IS DEBRIS CATEGORY 2 BRONZE FOUND? NO

I

DETECTOR, MAIN OIL FILTER AND STRAINERS

tYES DRAIN AND FLUSH OIL SYSTEM CLEAN AND INSTALL MAIN OIL FILTER, CHIP DETECTOR AND STRAINERS. FILL UP OIL SYSTEM

RUN ENGINE AT 80% FOR 10 MINUTES

REMOVE AND INSPECT OIL FILTER, CHIP DETECTOR AND STRAINERS. CATEGORY 2 BRONZE DEBRIS GENERATED?

YES

REMOVE RGB MODULE

NO CLEAN AND INSTALL CHIP DETECTOR, MAIN OIL FILTER AND STRAINERS

RETURN ENGINE TO SERVICE AND CHECK CHIP DETECTOR AND MAIN OIL FILTER AFTER 10 HOURS AND PROVIDING NO DEBRIS IS FOUND, AFTER 50 HOURS (REF. NOTE 2). IF DEBRIS IS FOUND, SEND TO LABORATORY FOR ANALYSIS

Cont’d on Sheet 4

C36863

Engine

Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 2)

Page 2-7-42 Aug 16/2002

PRATT

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Cont’d from Sheet 1 NON-ALLOWABLE CATEGORY 2 OR 3 DEBRIS OTHER THAN BRONZE

HAS ENGINE GENERATED DEBRIS WITHIN 400 HOURS (REF. NOTE 3) NO CLEAN AND INSTALL CHIP DETECTOR, MAIN OIL FILTER AND STRAINERS

YES

I

I

WERE THE RESULTS OF THE LAST LABORATORY ANALYSIS BEARING MATERIAL (REF. NOTE 4)

YES

NO

RUN ENGINE AT 80% FOR 10 MINUTES REMOVE ENGINE REMOVEAND INSPECTCHIP DETECTOR, MAIN OIL FILTER AND STRAINERS. IS CATEGORY 2 OR 3 DEBRIS FOUND

NO

NO

I

I

I

IS THE OUANTITY OF DEBRIS SAME OR INCREASEDOR ISENGINE CONSISTENTLY GENERATING DEBRIS

YES YES DRAIN AND FLUSH OIL SYSTEM. CLEAN AND INSTALL CHIP DETECTOR, MAIN OIL FILTER AND STRAINERS. FILL UP OIL SYSTEM

REMOVE ENGINE AT FIRST OPPORTUNITY OR WITHIN 10 HOURS

RUN ENGINE AT 80% FOR 10 MINUTES CLEAN AND INSTALL CHIP DETECTOR. MAIN OIL FILTER AND STRAINERS REMOVE AND INSPECT CHIP DETECTOR, MAIN OIL FILTER AND STRAINERS. IS CATEGORY 2 OR 3 DEBRIS FOUND

YES REMOVE ENGINE

NO RETURN ENGINE TO SERVICE AND CHECK CHIP DETECTOR AND MAIN OIL FILTER AND STRAINERS AFTER 10 HOURS AND PROVIDING NO DEBRIS IS FOUND, AFTER 50 HOURS (REF. NOTE 2). IF DEBRIS IS FOUND, SEND TO LABORATORY FOR ANALYSIS

Cont’d on Sheet 4

C36864B

Engine Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 3)

Page 2-7-43 Aug 16/2002

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Cont’d from Sheets 1,2 and 3

DEBRIS ANALYSED AT LAB

WAS THE ENGINE GENERATING DEBRIS (REF. NOTE 5)

YES IS DEBRIS BEARING MATERIAL AMS6440/6444 (52100) OR AMS6490/6491 (M50) (366 NOTE 6)

NO YES

NO WAS DEBRIS ALLOWABLE

I

-I

CONTINUE IN SERVICE

NO

WAS DEBRIS GEAR MATERIAL?

ENGINE MAY REMAIN IN SERVICE. CARRY OUT A CHIP DETECTOR AND FILTER CHECK AFTER 10 HOURS AND PROVIDING NO DEBRIS IS FOUND, AFTER 50 HOURS (666. NOTE 2)

1

I

REPLACE ENGINE

INSPECT MODULE AS REQUIRED USING

YES

BORESCOPE(LABORATORY ANALYSED DEBRIS)

NO WAS DEBRIS BRONZE

WAS MATERIAL AIR SEAL

AMS4117,AMS4127, AMS4150, I AMS5613, AMS5671, MOLY

1 CATEGORY 2 MATERIAL YES

)NO

I

I

IS MODULE IN ACCEPTABLE CONDITION

CONTINUEIN SERVICE

YES

CARRY OUT AN ADDITIONAL FILTER PATCH CHECK AFTER 10 HOURS AND PROVIDING NO DEBRIS IS FOUND, AFTER 50 HOURS (666. NOTE 2)

ENGINE MAY REMAIN IN SERVICE. CHECK CHIP DETECTOR AND MAIN OIL FILTER STRAINER AFTER 10 HOURS AND IF NO DEBRIS IS FOUND AFTER 50 HOURS (666. NOTE 2)

IS LAB SEAL OR BRONZE MATERIAL FOUND

(MAJOR

OR MINOR

NO

YES

REMOVE MODULE

CONTAMINANT)

NO REMOVE MODULE

RETURN TO SERVICE

C36865C

Engine Oil Contamination Fault Isolation Chart Figure 2-7-5 (Sheet 4)

Page 2-7-44 Aug 16/2002

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PRATT


PART 2

GENERAL PROCEDURES CONSUMABLE MATERIALS

SECTION 8 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 B.

2.

to

using

consumable.

As used in this section, the term "Consumable Material" shall be defined as an expendable substance not separately obtainable from Pratt Whitney Canada and which may be applied to engines or engine parts during maintenance.

SPECIFICATIONS A.

3.

prior

Specification

numbers which

and shall be

interpreted

apply

to materials listed in Table 2-8-1

are

basic numbers

to include all revisions and amendments thereto.

TRADE NAME PRODUCTS A.

In

some

operator and their

instances, such

as for cleaning materials, product names are listed to assist identifying product types. These names are representative examples only listing does not exclude the use of equivalent products.

the

in

TABLE 2-8-1, Consumable Materials Item

Nomenclature/Specification

Supplier Code

PWC01-001

Fuel, Engine

(Ref. Approved

PWC03-001

Oil, Engine

A0001

Service

Bulletins)

Lubricating (Ref. Approved Service Bulletins) PWC03-002

Ref. Brayco 922 US MIL-PRF-7024 PMC 9041 PWC04-004

A0015

Fluid, Calibrating

Type

Grease

II

1

V074, 77163, A0022

High Temperature (Bentonite-type) Ref. Plastilube No. 3 PMC 9631

Page 2-8-1 Aug 27/2004

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PWC04-005

Grease Extreme Pressure Ref. Lubriplate 130A PMC 79919

PWC05-007

(Cont’d)

Supplier

Code

73219, A0032, A0033, A0034, A0035

03530

Fluid, Leak Check Ref. Leak Tec #372E

PMC 9569 PWC05-009

Ammonium Bifluoride Pet.

PWC05-011

Ammonium Nitrate Ref. Open Powder Form 1.725 Specific US MIL-A-175 PMC 1517

PWC05-019

A0001(s)

Crystalline

A0001(s)

Gravity

Compound, Lapping

731 65

Ref. Clover 2A No. 400 Grit PMC 3013

PWC05-021

Cloth, Abrasive Emery Ref. Open

A0001(s)

180 Grit

US ANSI B74.18

PWC05-027

Ink, Marking

S0089

Ref. Carter 21451 Black

PWC05-031

Flux, Resin

09185(m), 10178(m)

Ref. No. 1545

PMC 2000

PWC05-037

Enamel, Epoxy

A0097(s), S0098(s), ONYSS(m)

Aluminized Ref. 529K002 Base 910K021 Curing Solution PWA 569 LPMC1 746 PWC05-038

Hydrogen Peroxide Commercial Grade Ref. Open 32.5 to 35% US Fed. A-A-53707 PMC 1602

A0001(s),

08338

Page 2-8-2 Aug 27/2004

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TABLE 2-8-1, Consumable Materials

(Cont’d)

Item

Nomenclature/Specif ication

Supplier Code

PWC05-046A

Marker, Ink

S0036

Ref. Fast Drying No. 57 400-1 Black 400-2 Red 400-7

Purple

PWC05-046C

Ref. PWC05-229

PWC05-048

Pen, Marking Ref.

PWC05-048A

Brushpen

S0036 No. 57

A0013, 30133

Pen, Marking Ref. Felt Wick Pen

PWC05-048B

Ref. PWC05-331

PWC05-055

Sodium Dichromate

A0001(s)

Ref. Open Commercial Grade PMC 1300 PWC05-061

Cloth, Abrasive

A0001(s),

44197

(m), 61158(m)

Coated Crocus Ref. Open US ANSI B74.18 400 Grit PWC05-064

Solution, Anodize Touch-Up

84063

(for Aluminum Alloys) Ref. Alodine No. 1200S US. AMS 2473 PMC 71600 PWC05-070

Pressure Sensitive Adhesive Filament Reinforced Ref. 3M No. 898

Tape,

A0001(s), A0083, 76381(m)

Type II, 2 .0 in.

(50.8 mm)

Wide

US. ASTM D5330 PWC05-074

Acid, Sulfuric Ref. Commercial

A0001(s) or

Technical Grade 66 Degrees Baume PMC1 003

I´•

PWC05-077

Oil, Preservative

2R128

Ref. Grade 1010

Brayco

460

US MIL-PRF-6081

PMC 9852

Page 2-8-3 Aug 27/2004

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PRATT




PWC05-089

Lockwire

or

Nickel Alloy Inconel 600

Safetywire (CRES)

(Cont’d)

Supplier Code A0001(s), 8W577(m)

Ref. MS9226-03 US. AMS5687

(0.64 mm) Dia. (for engine external applications only, PWC05-295 may be substituted).

0.025 in.

PWC05-101

A0001(s), 44197(m), 61158(m)

Cloth, Abrasive Aluminum Oxide Silicone Carbide Ref.

or

Open

US ANSI 874.18 No. 320 Grit PWC05-110

Lockwire or Nickel Alloy

Safetywire

A0001(s), 8W577(m)

or

Inconel 600 Ref. MS9226-01

US. AMS5687 0.016 in.

PWC05-1 47

(041 mm)

Dia.

A0001(s), 05838,

Electrode 2% Thoriated

Pet. Open PMC5052-3 Length: 7 in.

28835

Tungsten

(177.8 mm) (1.587 mm)

Diameter: 1/16 in. PWC05-1 90

A0084(s), 08071(m)

Patch, Filter Ref. P/N NY6004700

Millipore 60 Micron Nylon PWC05-1 95

Acid, Nitric Technical Grade

A0001(s)

Ref. Open US Fed A-A59105 5 to 10% Solution 42% Reagent Grade 45

Degrees

Baume

PMC1000 PWC05-229

Ink, Stamping Black

(For marking

on

surfaces with

a

98148(m)

non-porous rubber stamp)

Ref. Dykem Black KX-425 PMC 4021-1 or -3

Page 2-8-4 Aug 27/2004

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(Cont’d)

Item


Supplier

Code

PWC05-295

Wire, Safety, Steel

A0001(s),

1

A053(s)

Ref. Open AS 3214-02

PWC05-329

A0123

Temperature Recorder

Single

Position

0.56 in.

(14 mm.) dia. Ref. P/N 414-140F-060C

PWC05-331

Felt

Tip Marker (Rapid Drying) Temporary Marking

See NOTE

Ref. PMC 4050

NOTE: For tradenames andmanufacturers, refer to the SPM. Remove the part before heat treatment process and assembly per SPOP 209.

I

PWC06-005

PWC06-005D

SprayDiscontiued.

ink from the

Use PWC06-005D

Lubricant, Fluorocarbon PTFE Release Agent Ref. MS-122DF Aerosol

PWC06-023

marking

Compound, Antiseize Ref. Silver Goop

18598(m), A0103(s)

1

DD67(m),

1

E473(m),

02570(m), A0019(s), A0037(s), A0038(s), A0113(s)

PWA 36001 PMC 9940 PWC06-032

Compound, Antigalling (High Temperature)

and Anti-seize

A0104(s), 05972(m)

Ref. Loctite C-200.Solid Film US MIL-A-907 PWA586, PMC79912

(CPW37) PWC09-001

Sealant, Silicone Rubber

71984(m), K7750,

D8367

Ref. Silastic RTV 732 PMC 1836 (C PW51 9-1 1 PWC09-001A

Sealant, Silicone Rubber Ref. RTV 102, 103, 108, 109

01139(B)(m)

(CPW51 9-11) PWC09-002

Compound, Locking Retaining Anaerobii:

and

05972(m), A0104(s), A0018, D2617, U0406

Ref. Loctite Grade US. MIL-S-22473 PWA549-7, PMC79900

(CPW79-290)

Page 2-8-5 Aug 27/2004

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(Cont’d) Code

Item


Supplier

PWC09-002A

Compound, Locking and Retaining Anaerobic

05972(m), D2617,

AO 104(s), AOO 18,

U0406

Ref. Loctite Grade US. MIL-S-22473 PWA549-4, PMC79897

20913, 56444

Cleaner, Alkaline

PWC11-001

(Internal Engine Washing) Ref. CLIX PWC11-001A

A253

Cleaner, Alkaline

(Internal Engine Washing) Ref. Almon AL-333 PWC11-001B

02ERO(m),

Cleaner, Alkaline

85884

(Internal Engine Washing) Ref. Magnus 1214 PWC11-001C

21361

Cleaner, Alkaline

(Internal Engine Washing) Ref. B&B 3100 SPMC87-4 PWC11-001D

Cleaner, Alkaline

(Internal

.feECT RenignE R-MC

AOlll(s),

N1480

AOlll(s),

N1480

Washing)

Premixed P/N 4070 PWC11-001E

Cleaner, Alkaline

(Internal Engine Washing) Ref. ECT R-MC Concentrate P/N 4072

PWC11-btjlF

Cleaner, Alkaline

36325(m), 0BYN5(m)

(Internal Engine Washing) Ref. Turco 4217

Concentrate PWC 11-001H

Cleaner, Alkaline

(Internal Engine Washing)

A0052(s), 23373(s), 37127(s), A0121(m), 44389

Ref. Ardrox 624 Concentrate PWC11-001J

Cleaner, Alltalii~e

A0001(s)

(Internal Engine Washing) Ref. Triethanolamine PWC11-002

NOTE: Use use

Was Solvent trichloroethane 1-1-1 Ref. NOTE alcohol (PWC11-014) to replace the trichloroethane solvent. You SPOP 209, refer to the SPM, Chapter 70-21-00.

isopropyl

can

also

Page 2-8-6 Aug 27/2004

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(Cont’d) Code

Item


Supplier

PWC 11-003

Cleaner, Detergent

A0052(s), 2273(s), 37127(s), K6858(m), A0121(m),), 02CA7,

(Engine Washing)

PWC 11-003B

Ref. Ardrox 6345 SPMC 87-2

D1940

Cleaner, Detergent

A0052(s), A0121(m), 23373(s), 37127(s), 44389, K6858(m)

(Engine Washing) (Biodegradable) Ref. Ardrox 6367

(Turboclean 2) PWC 11-003C

A0052(s), 23373(s), 37127(s), K6858(m)

Cleaner, Detergent

(Engine Washing) (Biodegradable) Ref. Ardrox 6368

(Turboclean 2 RTU) (Ready to use) PWC 11-003D

U4628, 1 NCOO, 39052(s)

Cleaner, Detergent

(Engine Washing) (Biodegradable) Ref. ZOK 27 PWC 11-010

A0001(s)

Alcohol, Methyl US AMS3004

O-M-232 Grade A PMC 9089

PWC 11-012

A0001(s)

Acetone

Ref. Open PMC 9008

I

PWCI1-013

No

longer

availabe. Use

CMPSsevitanretla

PWC11-013A, PWC11-049

or

PWCI1-061

PWC 11-013A

Compound,

Carbon Ref. HDP 2888

Removing

02ERO

52

PWC 11-014

Alcohol, Isopropyl

A0001(s)

US Fed. TT-I-735 Grade A PMC 9094

I

PWC 11-016

DELETED

PWCII-021

Compound,

(Use PWC11-014) 0BYN5(m), 36325(m)

Cold Carbon Removing Ref. Turco Super Carb PMC 9047

Page 2-8-7 Aug 27/2004

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MAINTENANCE MANUAL



(Cont’d)

Item


Supplier

PWC11-021A

Compound,

Cold Carbon Removing Ref. Penetone, Formula #423 PMC 9031

56883

PWC11-021B

Compound,

88375

Code

Cold Carbon Removing Ref. Wyandotte P-1075 PMC 9084

PWCI 1-022

A0001(s),

Solvent, Cleaning

Methyl Ethyl Ref. Open

Ketone

36842

(MEK)

US ASTM D740

PMC9076, (CPW79908)´• Ref. NOTE NOTE: As an alternative, use the isopropyl alcohol (PWC11-014), acetone (PWC11-012), Ardrox Leeder 1064K (PWC11-023), Desoclean 45 (PWC11-025) or Envirosolv 655 (PWC11-005) to replace the MEK solvent. You can also use SPOP 209, refer to SPM, Chapter 70-21-00. PWC11-026

Was Solvent

Trichlorethylene NOTE: As

an

PWC 1 1 -027

alternative,

use

perchlorethylene

PWC11-016 to

Solvent, Petroleum

replace trichlorethylene solvent.

A000 1

(s),

361 31

Ref. Stoddard Petroleum Solvent US AMS 3160 US Fed. P-D-680 Type II

PMC 9001

PWC11-031

Cleaner, Engine

02ER0(m)

Ref. Tergit PMC 79783 PWC11-032

Solvent, Degreaser

02ERO(m)

Ref. Magkleen 4 PMC 79789

PWC11-033

Cleaner, Aqueous

02ER0(m)

Ref. Soliterj-304 PMC 71254

PWCll-048

Solvent, Cleaner

02ERO(m)

Ref. MAG-CHEM ITeksol

Spray-onANipe-off PWC11-049

Remover, Rust, All
A0052(s), 23373(s), 37127(s), A0121(m), 44389, 02CA7, D1940

Page 2-8-8 Aug 27/2004

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PRATT



I

(Cont’d)

Item


Supplier

PWC11-061

Rust, Alkaline Ref. MAG-CHEM HDL-202 (Liquid) SPMC

02ER0

Primer, Epoxy Base: x 303;

A0097(s), S0098(s), 0NYSS(m)

129Removr,

PWC13-001

Code

(m)

519

Solution:

Curing

910-357; Solvent 020

x 324 PWA568

(CPW268) PWC15-001 4.

DELETED. Reusable.

SUPPLIER CODES AND ADDRESSES The

of any companies provided in Table 2-8-2, as a possible source for required supplies, are furnished for information purposes only. Pratt Whitney Canada Corp. does not endorse the work performed or supplies procured from these companies. Further, Pratt Whitney Canada Corp. does not accept responsibility, to any degree, for the selection of such companies for such work performed or supplies procured. names

services

or

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 TABLE 2-8-2,

a

CAGE No., is

Supplier Codes

given

an

AXXXX code

by P&WC.

and Addresses

Supplier Code

Name/Address

A0001(s)

Local Supply Local Purchase

A0002(s)

Butterfield

(Litton)

91 Cornella St. West

Smith Falls, Ontario Canada K7A 4T3 Tel.: (613) 283-8001 Fax: Telex: 05-33934

A0006

Dixon

Ticonderoga

Inc.

531 Davis Drive

Newmarket, Ontario Canada L3Y 2P1 Tel.: (905) 263-4966 Fax: (905) 895-9555

Page 2-8-9 Aug 27/2004

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

A0013

Name/Address

Speedry

Products Inc.

Richmond Hill, NJ USA Tel.: Not available Fax: Not available A0015

Castrol Canada Inc. 2150 Rue Frances

Hughes

Ville de Laval, Quebec Canada H7S 1N7

Chomedy, Tel.: Tel.:

(450) (900)

382-6940 361-3837

Fax: Not available

A0018(s)

National

Bearings

Ltd.

724 Renaud

Dorval, Quebec Canada H9X 1H5 Tel.: (514) 333-7000 Fax: Not available

A0019(s)

Vannes Raccords Laurential Ltee. (A distributor of The Swagelok Co.) 2425 Halpern Ville St. Laurent, Quebec Canada H4S 1S3 Tel.: (450) 332-3651 Fax: (450) 332-4386

A0023(m)

Whifford Plastics Ltd. Brindley 86, Astmoor

Runcom, Cheshire

England SK10 4NJ Tel.: 01928-571000 Fax: 01928-571010 A0026

W.H.

Brady

Inc.

10 Marmac Drive

Rexdale, Ontario Canada M9W 1E6 Tel.: (416) 675-7111 Fax: Not available

A0030(m)

Imperial Oil

or

(800)

387-3917

Canada

111 St. Clair Ave. W.

Toronto, Ontario Canada M5W 1K3 Tel.: (416) 968-4111 Fax: (416) 968-4374

Page 2-8-10 Aug 27/2004

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code A0032

Name/Address

Antwerp Marine Center, Mechelsctteenweg 43 B-2000 Antwerp Belgium

S.A.

Tel.: 32-3-2320084 Fax: Not available A0033

L.L. LTD. 15 Russell Garden Mews London W14 8EU

England Tel.: Not available Fax: Not available A0034

Kian

Seng

Trading

Hardware

Pts. Ltd.

168 Sims Ave.

Singapore Tel.: 14-3865-748-7144 Fax: Not available A0035

F Bacon Co. Inc. Div. De Drummond-Sullivan Co. 274 Chemin Bates Mont Royal, Quebec

Canada H3S 1A3 Tel.: (514) 737-3755 Fax: Not available A0036

Ashburn Industries 3219 Harrisburg P.O. Box 2046

Houston, TX USA 77252 Tel.: Not available Fax: Not available

A0037(s)

Amsterdam Valve (A distributor of The

Fitting G. Loewik Swagelok Co.)

BV

P.O. Box 9050 1180 Amstelveen

The Netherlands Tel.: (31) (20) 6470231 Fax:

A0038(s)

(31) (20)

6474267

Singapore Valve Fitting (Pte) Ltd. (A distributor of The Swagelok Co.) 28 Mandai Estate

Singapore 729917 (65) 3670688 Fax: (65) 3685300

Tel.:

Fax: Cable

SINVAF

Page 2-8-11 Aug 27/2004

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TABLE 2-8-2,

Supplier Codes and Addresses (Cont’d)

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. Holborn Road Codnor Gate Industries Estate

High

Ripley, Derbyshire United Kingdom DE5 3NW Tel.: (44)1773-7489261 Fax: (44)1773-512344 A0042

Airworthy

Ltd.

Elsted

Midhurst, West Sussex GU29 OJT Tel.: 730-816672 Fax: 730-815607

England

A0052

Trikon Technologies Inc. 6969 Trans-Canada Highway Suite 127 Saint-Laurent, Quebec Canada H4T 1V8 Tel.: (514) 339-5997 Fax: Not available

A0065

Turbine

Support Division

Chromally American Corp. 4430 Director Drive

San Antonio, TX USA 78220 Tel.: (512) 333-6010 Fax: Not available A0066

Semco Instruments Inc. Rye St. Valencia, CA USA 91355 Tel.: (805) 257-2000 Fax: (805) 295-0044 25700

A0071

Corrosion Service Co.’ Ltd. 369 Rimrock Rd. Downsview, Ontario Canada M3J 3J2 Tel.: (416) 630-2600 Fax: (416) 630-2393

Page 2-8-12 Aug 27/2004

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code A0083

Name/Address 3M Canada Inc. PO. Box 5757 Oxford St. E.

London, Ontario Canada N6A 4T1 Tel.: (519) 451-2500 Tel.: Telex: 064-5886 Fax: (519) 452-6262

A0084(s)

Millipore Canada Ltd. 36 Antares Drive, Suite 700

Nepean Ontario K2E 7W5

Canada Tel.: (800) 645 5476 Fax: (613) 225 9366

A0097(s)

A0099

Courtaulds Aerospace A Division of International Paints Canada Ltd. 5676 Timberlea Blvd. Mississauga, Ontario Canada L4W 4M6 Tel.: (905) 629-7999 Fax: (905) 629-7009 ITW

Signode

India Ltd.

5, SP Road

Hyderabad-500016 India Tel.: Not available Fax: Not available A0100

A0101(s)

Technolube Products 5814 East 61st Street Los Angeles, CA USA 900400 Tel.: Not available Fax: Not available Brent Mexicana S.A. De C.V. Tiburcio Montiel 81 Col. San

Miquel

11850-Mexico D.F Mexico Tel.: Not available

Chapultepec

Fax: Not available

Page 2-8-13 Aug 27/2004

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code A0102

Name/Address Lear Chemical Research

Corp.

1285 Brittania Road East

Mississauga, Ontario Canada L4W 1C7 Tel.: Not available Fax: Not available

A0103(s)

Miller-Stephenson Chemical Carlingview Drive

Co. Inc.

514

Rexdale, Ontario Canada M9W 5R3 Tel.: (416) 675-3204 or (800) 323-4621 Fax: (416) 674-2987 E-mail: www.miller-stephenson.com

A0104(s)

Loctite Canada Inc. Meadowpine Blvd.

2225

Mississauga, Ontario Canada L5N 7P2 Tel: (905) 814-6511 or Fax: (905) 814-5391 A01

05(s)

(800)

263-5043

Matcon (A distributor of Indestructible Paints 1012 Britto Complex 6th Cross, Victoria Bangalore, India

Ltd.)

Layout

560 047 Tel.: 9180-554-3805

Fax: 9180-544-3804

A0121(m)

A0123

Oakite Products of Canada, Ltd. 115 East Drive Bramalea, Ontario, L6T 1B7 Canada Tel.: (800) 526-4473 Tel.: (905) 791-1628 Fax: (905) 791-1527 Fax: (908) 464-7914 URL: www.oakite.com Wahl Instruments Inc. 234 Weaverville Highway

Asheville, NC 28804-1228 USA

(828) 658-3131 (800) 421-2853 Fax: (828) 658-0728 E-mail: www.instrumentationgroup.com

Tel.:

Tel.:

Page 2-8-14 Aug 27/2004

PRATT

WHITNEY CANADA


TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

Name/Address

A253

Almon Quimico

Wyandotte Corporation Rio-De-Janeiro Brazil Tel.: Not available Fax: Not available D2617

Loctite Deutschland GmbH Arabellastrasse 17 Postfach 81 05 80 8000 Munchen 81

Germany Tel.: Not available Fax: Not available D8367

Dow Coming GmbH Schmierstoffe Pelkovenstrasse 152 8000 Muenchen 50

Germany Tel.: Not available Fax: Not available K1010

R’aychem Limited Faraday Road Dorcan, Swindon United Kingdom SN3 5HH Tel.: 0793-528171 Fax: 0793-482297

K3237

Marston

Bentley Ltd. Naylor Street Liverpool, England

9

L3 6DS Tel.: Not available Fax: Not available

K3504(m)

Indestructible Paint Co. Ltd. 25 Pentos drive

Sparkhill, Birmingham United Kingdom B11 3TA Tel.:

Fax:

(0121) (0121)

702-2485 778-4338

Page 2-8-15 Aug 27/2004

PRATT

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MAINTENANCE MANUAL


TABLE 2-8-2,

Supplier Codes

and Addresses

(Cont’d)

Supplier Code

Name/Address

K6858

Brent

Europe

Ltd.

(Brent PLC) Denbigh RoadBletchley, Milton Keynes Buckinghamshire England MKI 1PB International

Tel.: 44-1753-651812 Tel.: Telex: 847693 BRENT Fax: 44-1753-652460 K1750

Dow

Coming Ltd. Molykote Division

NG Co. Avco House Castle Street Reading Berks, RD1 7-2

United Kingdom Tel.: Not available Fax: Not available N1480

Ivar Rivenaes A/S

Damsgirds

35 N-5037 Solheimsvik

Norway Tel.: 55-203390 Fax: 55-295925

S0036

Texrite Products Co. 10333 Shoemaker St. Detroit, MI USA 48213 Tel.:

Fax: S0081

(313) (313)

925-9002 925-9602

Lucas Avitron PO. Box 120039

Stantford, CT

06912

USA Tel.: Fax:

S0089

(203) (203)

351-8400 351-8444

Avery Dennison Dennison Division One Clark Hill Farmington, MA USA 01701 Tel.: (508) 879-0511 Fax: (508) 383-4259 or

Page 2-8-16 Aug 27/2004

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MAINTENANCE MANUAL MANUAL PART NO. 3015442 !’..´•a

TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

Name/Address Office Products Canada 200 Base Line Road East

Bowmanville, Ontario Canada L1C 1A2 Tel.: Fax:

S0098(s)

ASC

(905) (905)

623-6311 623-9751

Philadelphia

distributor of Courtaulds 823 East Gate

(A

Aerospace)

Laurel, NJ USA 08054 Tel.: (609) 234-1600 Fax: (609) 234-5515 Mt.

S0116

W. Canning Inc. 223 North Brockman St. Pasadena, TX USA 77506 Tel.: Fax:

U0406

(713) (713)

472-5081 472-2440

or

(800)

521-2589

Loctite UK Ltd. Watchmead

Welwyn Garden City United Kingdom AL7

Herts 1-B

Tel.: Not available Fax: Not available 0BYN5

Turco Products Inc. Sub. of Efl Atochem NorthAmerica 7300 Bolsa Avenue

Westminister, CA USA 92684-3600 Tel.: (714) 890-3600 Fax:

0BZD7

(714)

892-7179

Liquid Air Engineering Corp. 1155 Sherbrooke St. W.

Montreal, Quebec Canada H3A 1H8 Tel.: (514) 842-5431 Fax: Not available

0CZB2

Stoody

Deloro Stellite Inc. Stellite Coatings Div. 1201 Eisenhower Dr. N. Goshen, ID USA 46526-5396 Tel.: (219) 534-2585 Fax: (219) 534-3417

Page 2-8-17 Aug 27/2004

PRATT

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code 0HJT8

Name/Address

Airgas

Northeast Inc.

325 McCausland Court

Cheshire, CT USA 06410 Tel.: Fax:

0NYSS(m)

(203) (203)

250-6800 250-6834

PRC-Desoto International 5430 San Fernando Road

Glendale, CA USA 91203 Tel.: (818) 240 2060 Fax: (818) 549-7595 0W138

Fine

Organics Corp.

6935 West 62nd Street

Chicago,

IL

USA 60638 Tel.: Not available Fax: Not available

00BB6(s)

Indestructible Paints Inc. 66 Ema Ave.

Milford, CT USA 06460 Tel.: Fax: 00198

(203) (203)

877-9243 876-7680

Pratt Whitney Canada Corp. Attn: Parts’ Support (Mail Code 1000 Marie Victorin Blvd.

01OE4)

Longueuil, Quebec Canada J4G 1Al Tel.: (450) 647-2777 Fax: (450) 647-2834 01058

Michigan

Chrome

Chemical Co.

8615 Grinnel Ave.

Detroit,

MI

USA 48213-1152 Tel.: (313) 267-5279 Fax: Not available

01139(A)

General Electric Co. Attn: Rubber and Fluid Products Attn: Customer Support

Dept.

260 HudsonRiver Rd.

Waterford, NY USA 12188 Tel.: (518) 233-3330 Fax: Not available

or

(800)

255-8886

Page 2-8-18 Aug 27/2004

PRATT

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

01139(B) (m)

Name/Address General Electric Co. Attn: Silicone Sales Attn: Customer

Dept. Support

260 Hudson River Road

Waterford, NY USA 12188 Tel.:

Fax:

02ERO(m)

(518) (518)

233-3330 233-3931

or

(800)

255-8886

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.:

Fax:

02570(m)

(203) (203)

934-8611 799-1513

Swagelok Co. (formally Crawford Fitting Co.) 29500 Solon Road

Solon, OH USA 44139 Tel.: Fax:

(440) (440)

248-4600 349-5970

03042

Dennison Carter

03530

American Gas 220

Pegasus

(Ref. S0089)

Chemicals Co. Ltd. Ave.

Northvale, NJ USA 07647-1904 Tel.: Fax:

(201) 767-7300 or (800) 9201) 767-1741 E-mail: [email protected]

05838

Philips

Elmet

288-3647

Corp.

1560 Lisbon Road

Lewiston, ME USA 04240 Tel.:

(207)

784-3591

or

(800)

526-7480

Fax: Not available

Page 2-8-19 Aug 27/2004

PRATT

WHITNEY CANADA


TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code 05867

Name/Address Fine

Organics Corp.

205 Main Street

PO. Box 687 Lodi, NJ USA 07644-0687 Tel.: (973) 472-6800

(973)

Fax:

or

(800)

526-7480

472-6810

E-mail: [email protected]

05972(m)

Permatex Industrial Corp. Div. of Loctite North America 1001 Trout Brook Crossing Rock Hill, CT USA 06067-3910 Tel.: (860) 571-5100

(860)

Fax:

06090

Group

571-5465

Raychem Corp. Electronic Systems Group 300 Constitution Drive

Menlo Park, CA USA 94025-1111 Tel.: (650)

:xa(650) F3333-163

08071

(m)

361-3485

M i Ilipore Co rpo ration

Ashby Road Bedford MA 01730-2271

80

USA Tel.: (781) 275 9200 Fax: (781) 275 5550 08338

Allied Chemicals Canada Ltd. FluorineProducts 201 City´•Centre Dr.

Mississauga, Ontario Canada L5B 2i4 Tel.: (905) 276-9211 Fax:

09185(m)

(905)

276-5711

Litton Industries. Kester Solder Division 515 E.

Touhy Ave. Des Plaines, IL USA 60018-2675

Tel.: Fax:

(847) (847)

297-1600

or

390-9338

or

(800) (847)

E-mail: customerservice

253-7837 699-5548

kester.com

Page 2-8-20 Aug 27/2004

PRATT

WHITNEY CANADA


TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

1A053(s)

Name/Address AAA Aircraft

Supply

Co.

36 Suffield Street

PO. Box 411 Windsor Locks, CT 06096-1320 USA Tel.: (860) 627-0181 Fax:

1C394

(860)

623-2483

Dulson Frank and Co. Ltd. 5760 Pare Street

Montreal, Quebec Canada H4P 1R9 Tel.: (514) 735-4681 Fax: (514) 735-8566

1DD67(m)

Miller-Stephenson

Chemical Co. Inc.

6348 Oakton Street

Morton Grove, IL USA 60053 Tel.: Fax:

(847) 966-2022 or (800) 992-2424 (847) 966-8468 E-mail: www.miller-stephenson.com

1E473(m)

Miller-Stephenson

Chemical Co. Inc.

12261 Foothill Boulevard

Sylamar, CA USA 91342 Tel.:

Fax: 1V074

(818) (818)

896-4714

or

(800)

992-2424

896-6086

Sulflo Inc. 1158 Erie Ave. P.O. Box 285

North Tonawanda NY USA 14120-3507 Tel.: (716) 695-3585 Fax:

10178(s)

(716)

695-0367

Kester Solder Co. of Canada Ltd. 1 Prince Charles Road P.O. Box 474 Brantford, Ontario Canada N3T 5N9 Tel.: Fax:

(519) (519)

753-3425 753-0641

Page 2-8-21 Aug 27/2004

PRATT

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

18598(m)

Name/Address

Miller-Stephenson Chemical Co. George Washington Highway

Inc.

P.O. Box 905 Danbury, CT

USA 06813 Tel.: (203) 743-4447 Fax:

or

(800)

992-2424

(203) www.miller-stephenson.com 791-8702

E-mail: 2R128

Castrol Inc. Speciality Products Division Suite 230 16715 Van Karman Avenue Irvine, CA USA 92714 Tel.: (714) 660-9414 or (800) 458-5823, Ext. 3012 Fax: Not available

2R602

Astrolite Alloys Div. of Astro Metallurgical 709 Via Alondra

Camarillo,

ASUAC

93010-8714

Tel.: Fax: 20913

NCH

(805) (805)

484-3621

or

(800)

235-5935

388-0577

Corp.

PO. Box 152170 2727 Chemsearch Blvd. Irving, TX USA 75015 Tel.: (214) 438-0211 Fax: Not available 21361

B&B Tritech Inc. 875 West 20th St.

Hialeah, FL USA 33010-2310 Tel.:

Fax: 22980

(m)

(305) (305)

888-5247 887-4587

Sanford 2711

(A Newell Co.) Washington Blvd.

Bellwood, IL USA 60104 Tel.: (708) 649-3513 Fax: (708) 649-3594 E-mail: www.sanfordcorp.com

Page 2-8-22 Aug 27/2004

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

23373(m)

Name/Address Chemetall Oakite Western Branch 16961 Knott Avenue La Mirada, CA USA 90638-6015

Tel.: 1-800-331-1197 Tel.:

Fax:

(714) (714)

739-2821 670-6480

Chemetall Oakite Eastern Branch 50 Valley Road Berkeley Heights, NJ USA 07922 Tel.: 1-800-526-4473

Tel.: Fax:

(908) (908)

464-6900 464-6917

Chemetall Oakite Canada 115 East Drive

Bramalea, Ontario Canada L6T 1B7 Tel.: 1-800-668-4318 Tel.: (905) 791-1628 Fax: 25645

(905)

791-1527

Corp. Sproul Road

Whitford 33

Frazer, PA USA 19355 Tel.: (610) 296-3200 Fax: 28112

(610)

647-4849

Minnesota 3M

Mining Company

Mfg.

Co.

Industrial Chemical Products 3M Center St. St. Paul, MN USA 55144-1000 (800) 364-3577

Tel.:

Fax: 28835

(612)

737-7117

Hobart Bros. Co.

Hobart

Square

600 W. Main Street

Troy,

OH

USA 45373 Tel.: (937) 332-4000 Fax: (937) 332-4090

Page 2-8-23 Aug 27/2004

PRATT

WHITNEY CANADA


TABLE 2-8-2,

Supplier Codes

and Addresses

(Cont’d)

Supplier Code

Name/Address

29372

Fairchild Industries Inc. Fairchild Aerospace Fastener Division 3000 West Lomita Blvd. Torrance, CA USA 90505-5103 Tel.: (310) 784-0700 or (310) 530-0963 Fax: (310) 539-6940

30133

Ideal Stencil Machine and 102 Iowa Avenue

Tape

P.O. Box 305

Belleville, IL USA 62222-0305 Tel.: (618) 233-0162 Fax: Not available 331 50

Steven Industries, Inc. 39 Avenue C

Bayonne,

NJ

USA 07002 Tel.: Not available Fax: Not available 33333

33564(A)

Mills Electro Minerals Corp. 1801 Buffalo Avenue Niagara Falls NY USA 14302 Tel.: (716)278-6600 or Fax: Not available

Washington

Dexter

(800)

828-1666

Aerospace

Materials Division 2850 Willow Pass Rd. Pittsburg, PA USA 94565-3299 Tel.: (510) 458-8000 Fax: (510) 458-8030

33564(8)

Dexter Aerospace Electronic Materials Division 211 Franklin Street

Orlean,

NY

USA 14760 Tel.: (716) 372-6300 Fax: (716) 372-6864

Page 2-8-24 Aug 27/2004

PRATT

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

Name/Address

35502

Magna Chemical

Ltd.

190 Blvd. Industriel

Boucherville, Quebec Canada J4B 2X3 Tel: (450) 655-1344 Fax: (450) 655-5428 36131

Shell Canada Products Limited 400 4th Ave. SW

PO. Box 100 Station M

Calgary,

Alberta Canada T2P 2H5 Tel.: Fax: 36325

(403) (403)

691-3111 691-3777

Co. Deane Div. of Groulx-Robertson Ltee./Ltd. 190 Oneida Drive Pointe Claire, Quebec Canada H9R 1A8 Tel.: Fax:

36382

(514) (514)

697-3730 697-3887

Witco Canada 565 Coronation Drive

West Hill, Ontario Canada M1E 2K3 Tel.: Fax: 36842

(416)284-1661 (416) 284-4316

Anachemia Canada Inc. 500 2nd Avenue Ville St. Pierre, Quebec Canada H8R 1M3 Tel.: (514) 489-5711 Fax:

37127(m)

(514)

363-5281

Brent Canada Ltd. 363 Arvin Avenue

Stoney Creek, Ontario Canada L8E 2M8 Tel.:

Fax:

(905) (905)

662-8046 662-5966

Page .2-8-25 Aug 27/2004

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code 39211

Name/Address Inte~astlnc. 21 Constellation Court

PO. Box 6984

Toronto, Ontario Canada M9W 1K4 (416) 674-0770

Tel.: Fax: 39918

(416)

674-5804

Sulzer Metco (Westbury) Inc. 1101 Prospect Ave.

Westbury, Long Island,

NY

USA 11590-2724 Tel.: (516) 334-1300 Fax:

44197

(m)

(516)

338-2486

Norton Co. (Export 1 New Bond Street

Sales)

PO. Box 15008

Worchester, MA USA 01606-0008 Tel.: (508) 795-5307 Fax:

44389

(508)

or

(800)

446-1119

795-4130

Oakite Products Inc. (Chemetall Chemical Products 50 Valley Road

Berkeley Heights,

Inc.)

NJ

07922-2712

USA Tel.: (800) 526-4473 Tel.: (908) 508-2214 Fax: (908) 464-7914 URL: www.oakite.com

:5W425(m)

Emhart Corp. Bostik Division Boston Street Middleton, MA USA 01949 Tel.: (978) 777-0100

55403(m)

Fax:

(978)

Caig

Laboratories Inc.

750-7212

12200 Thatcher Court

Poway,CA USA 92064 Tel.:

(858)

486-8388

Fax: (858) 486-8398 E-mail: [email protected] Website: http~www.caig.com

Page 2-8-26 Aug 27/2004

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IABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code 56444

Name/Address National Chemsearch 245 Orenda Road

Bramalea, Ontario Canada L6T 1E7 Tel.: (416) 457-5220 Fax: (416) 457-5220 55596

or

(800)

268-0804

Polymet Corp. 10073 Commerce Park Drive

Cincinnati, OH USA 45246 Tel.: (513) 874-3586 Fax: 56883

(513)

874-2880

Penetone Corp. Sub. of West Chemical Products Inc. 74 Hudson Avenue Tenafly, NJ USA 07670-1017 Tel.: Fax:

57965

58401(m)

(201) (201)

567-3000 569-5340

Stoody Deloro Welding Rods

Stellite Wires Division 16425 Gale Avenue Industry, CA USA 91749 Tel.: (818) 968-0717 or (800) 227-9333 Fax: Not available United States

Welding Corp. Hwy., 50 East #104 Carson City, NV 3579

USA 89701 Tel.: (702) 883-7878 or (800) 423-5964 Fax: (702) 883-7776 E-mail: www.usweldingcorp.com 58913

(m)

Sermatech International Inc. Materials Division 155 South Limerick Road Limerick, PA USA 19468-1603 Tel.: (610) 948-5100 Fax: (610) 948-5407

Page 2-8-27 Aug 27/2004

PRATT

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

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

Fax: 59595

(708)

or

(800)

323-1650

392-0403

Texaco Inc. 2000 Westchester Avenue White Plains, NY USA 10650 Tel.:

Fax:

(914) (914)

253-4000

253-7753

or

Reverside Drive East Harfford, CT USA 06118 Tel.:

(860) 569-8297 Fax: Not available

60226

Battenfield Grease 1174 Erie Avenue PO. Box 728

Oil

Corp.

of New York

North

Tonawanda, NY USA 14120 Tel.: (716) 695-2100 Fax: Not available 60543

Ryder-Aviall Diplomat

2075

PO. Box 7086

Dallas, TX USA 75234 (214) 406-2000 Fax: Not available

Tel.:

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

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TABLE 2-8-2,

Supplier Codes

and Addresses

(Cont’d)

Supplier Code

61158(m)

Name/Address Unifrax

Corp. (The Carborundum Co.) 2351 Whirlpool St. Niagara Falls, NY USA 14305-2413 Tel.: (716) 278-3827 Tel.: Canada: (800) 635-4464 Fax: (716) 278-3904 E-mail: www.unifrax.com

63262

Textron Speciality Materials Sub. of Textron Inc. 2 Industrial Avenue

Lowell, MA USA 01851-5107 Tel.: Fax: 63726

(978) (978)

452-8961 454-5619

Metallurgical Technologies

Inc.

14436 Max Road Route 4, Box 4752

Pearland, TX USA 77581-9709 (281) 485-7765 Fax: (281) 485-0211

Tel.:

66724

(m)

LPS Laboratories Division of Holt Lloyd P.O. Box 105052 4647

Hugh

Corp.

Howell Road

Tucker, GA USA 30084-5052 Tel.: (800) 241-8334 Fax:

(770) 493-9206 [email protected]

E-mail: 7X108

Daubert Chemical Co. Inc. 4700 South central SW

IL USA 60638 Tel.: (312) 496-7350 Fax: Not available

Chicago,

Rage 2-8-29 Ai~g 27/2004

PRATT

WHITNEY CANADA


TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

Name/Address

70362

Dixon

Ticonderoga Co. Sandusky Division 1706 Hayes Avenue PO. Box 2258 Sandusky, OH USA 44870-4732 Tel.: (419) 625-9545 Fax: (419) 625-0719

71410

Parker

or

(800)

824-9430

Amchem

Division of Henkel Corp. 32100 Stephenson Hwy. Madison Heights, MI USA 48071 Tel.: Tel.: Fax:

71984(m)

Dow

(800) (800) (248)

222-2600 Ext. 286 583-9300 Ext. 261

583-9387

Coming Corp. Salzburg

2200 West

Rd.

PO. Box 994 Midland, MI USA 48686-0994 (517) 496-6000

Tel.: Fax: 73165

(517)

or

(800)

248-2481

496-6974

Fel-Pro Inc. Div. of Felt Products

Mfg.

Co.

7450 North McCormick Blvd.

P.O. Box 1103

Skokie, IL

;I

USA 60076-8103 Tel.: (847) 674-7700 Fax: 73219

or

(800)

323-4356

674-0019

Fiske Brothers Refining Co. 129 Lockwood Street Newark, NJ USA 07105-4720 Tel.: Fax:

75437

(847)

(973) (973)

589-9150 589-4432

EOE Inc. 585 Fourth Street

PO. Box 177

Troy, Ny USA 12181 Tel.: (518) 272-6922 Fax:

(518)

272-2182

Page 2-8-30 Aug 27/2004

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MAINTENANCE MANUAL MANUAL PART NO. 3015442 I

:i

TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

Name/Address

75554

Jackson Lea A unit of Jackson Inc. 75 Progress Lane P.O. Box 71 CT USA 06705 Tel.: (203) 753-5118 Fax: (203) 754-3770

Waterbury,

76071

Macdermid Inc.

Freight Street Waterbury, CT 245

USA 06702 Tel.: (203) 575-5700 or (800) 325-4158 Fax: Domestic: (203) 575-5630 Fax: International: (203) 575-7900

76381(m)

3M Company 3M Center St. Paul, MN USA 55144-1000 Tel.: Fax:

8E913

(612) (612)

737-6501

or

(800)

364-3577

737-7117

Zip-chem

Products A division of ANDPAK-EMA, Inc. 1860 Dobbin Drive San Jose, CA

USA 95133 Tel.: (408) 729-0291 Fax: 8R378

(408)

272-8062

Hammill and 154

Gillespie Inc. Livingstone Avenue

P.O. Box 104

Livingstone,

NJ

USA 07039-3017 Tel.: (201) 994-3650 Fax: Not available

8W577(m)

Aerospace Specifications

Metals

1384 W. McNab Rd.

Ft. lauderdale, FL USA 33309 Tel.: Fax:

(954) (954)

977-0666 977-3858

Page 2-8-31 Aug 27/2004

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TABLE 2-8-2,

Supplier Codes

and Addresses

(Cont’d)

Supplier Code

Name/Address

80703

Saureisen Cements Co. 160 Gamma Drive

PA USA 15238-2920 Tel.: (412) 963-0303 Fax: (412) 963-7620

Pittsburgh,

82682(m)

Tempil Inc. 2901 Hamilton Road

South

Plainfield,

NJ

USA 07080 Tel.: (800) 757-8300 Fax: (908) 757-9273 82925

Octagon Processes,

Inc.

596 River Road

Edgewater, NJ USA 07020 (201) 945-9400 Fax: Not available

Tel.:

85665

Witco Corp. 1 American Lane Greenwich, Conn. USA 06831-2559 Tel.: 1-800-494-8287 Fax: (203) 552-2849 Intl. Fax: (203) 552-3414

85884

Ecolab Inc. Ecolab Center 370 Wabasha St. St. Paul, MN

USA 55102-1307 (612) 293-2570 Fax: Not available

Tel.:

86459(m)

87889

Penreco 138 Petrolia St. Karns City, PA USA 16041 Tel.: (800) 245-3952 Fax: (724) 756-1050 The Texacone Co.

Forney Rd. Mesquite, TX

4111

USA 75149-2722 Tel.:

(800)

235-2727

Fax: Not available

Page 2-8-3? Aug 27/2004.

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TABLE 2-8-2,

Supplier

Codes and Addresses

(Cont’d)

Supplier Code

Name/Address

88375

Wyandotte Paint Products Co. 650 Stephenson Highway P.O. Box 1196 Troy, MI USA 48099 Tel.: Not available

Fax: Not available 9)(212

Shell International Petroleum Co. Shell Center London, SE1 7NA

England Tel.: 44-171-934-1234 Fax: 44-171-934-8060 96043

Driaire 26 Fitch St.

P.O. Box 569 South Nonnralk, CT USA 06856 Tel.: Not available Fax: Not available

98148(m)

Dykem

Co.

3624 West Lake Ave.

Glenview, IL USA 60025 Tel.: (800) 323-9538 Fax: 99742

(800)

323-9536

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

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TABLE OF CONTENTS

PAGE

SUBJECT PART 3

SECTION 1 1.

SPECIAL TOOLS

GENERAL

SECTION 2 1.

LINE MAINTENANCE

3-1-1

REMOVAL AND INSTALLATION

GENERAL

3-2-1

PROPELLER SHAFT OIL SEAL 2.

REPLACEMENT

3.

REMOVAL A.

4.

NON-SPLIT TYPE SEAL

3-2-1

ENGINES)

3-2-1

Procedure

INSTALLATION

3-2-1

NON-SPLIT TYPE SEAL (Pre-SB1227)

3-2-2

Procedure

3-2-2

NON-SPLIT TYPE SEAL (Post-SB1227, Pre-SB1 377/Post-SB1390 AND Post-SB1 377/Post-SB1381, INSTALLATION

EXCLUDING PT6A-6A A.

3-2-5 3-2-5

SPLIT TYPE SEAL

3-2-7

Procedure

INSTALLATION A.

ENGINES)

Procedure

REMOVAL A.

8.

3-2-1

NON-SPLIT TYPE SEAL (Post-SB1227, Pre-SB1377/Post-SB1 390 AND Post-SB1377 EXCLUDING

A.

7.

(Pre-SB1227)

REMOVAL

A.

6.

3-2-1

Procedure

PT6A-6A

5.

(Pre-SB1227)

3-2-7

SPLIT TYPE SEAL

3-2-8

Procedure

3-2-8

POWER SECTION 9.

10.

REMOVAL

3-2-8

A.

3-2-8

Procedure

INSTALLATION

3-2-10

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TABLE OF CONTENTS

PAGE

SUBJECT SECTION 2 A.


(Cont’d)

Procedure

3-2-10

T5 THERMOCOUPLE HARNESS

(PT6A-6/C20

AND PT6A-20

(PRE-SB1073) ENGINES) AND

POST-SB1246 ALL MODELS 11.

12.

REMOVAL

3-2-13

A.

3-2-13

Procedure

INSTALLATION A.

3-2-15

Procedure

3-2-15

T5 THERMOCOUPLE HARNESS, BUS-BAR AND PROBES (PT6A-20/-20B ALL PT6A-20A ENGINES) AND POST-SB1246 ALL MODELS 13.

14.

REMOVAL OF HARNESS

3-2-18

A.

3-2-18 3-2-19

Procedure

3-2-19

REMOVAL OF BUS-BAR AND PROBES A.

16.

Procedure

INSTALLATION OF HARNESS A.

15.

(POST-SB1073) AND

(Post-SB1212)

Procedure

3-2-19

INSTALLATION OF BUS-BAR AND PROBES A.

3-2-19

(Post-SB1212)

3-2-21

Procedure

3-2-21

COMPRESSOR TURBINE DISK 17.

REMOVAL A.

18.

3-2-22

(Pre-SB1043 ENGINES)

3-2-23

Procedure

REMOVAL A.

3-2-22

Procedure

INSTALLATION A.

19.


(Post-SB1043

3-2-23

AND ALL PT6A-20A

ENGINES)

3-2-25

Procedure

3-2-25

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TABLE OF CONTENTS FAG E

SUBJECT

SECTION 2 20.


INSTALLATION A.

(Post-SB1043

(Cont’d)

AND ALL PT6A-20A

3-2-27

(PT6A-6 SERIES ENGINES)

REMOVAL A.

22.

3-2-27

Procedure

TURBINE INLET T4 THERMOCOUPLE HARNESS 21.

ENGINES)

3-2-29

Procedure

3-2-29

INSTALLATION

3-2-29

A.

3-2-29

Procedure

T4 TRIM HARNESS

(PT6A-6 SERIES ENGINES, POST-SB1193)

23.

GENERAL

3-2-31

24.

REMOVAL

3-2-32

A.

3-2-32

25.

26.

Procedure

INSTALLATION

3-2-32

A.

3-2-32

Procedure

FUNCTIONAL CHECK

3-2-32

A.

3-2-32

Procedure

GLOW PLUGS AND CABLES 27.

REMOVAL A.

28.

(PRE-SB1429) 3-2-33

Procedure

3-2-33

INSTALLATION A.

3-2-33

Procedure

3-2-33

SPARK IGNITERS AND IGNITER CABLES 29.

30.

(POST-SB1429)

REMOVAL

3-2-33

A.

3-2-33

Procedure

INSTALLATION

3-2-37

A.

3-2-37

Procedure

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3-2-39

Removal

3-2-39

REPLACEMENT OF FUEL NOZZLES A.

33.

(Cont’d)

FUEL DUMP VALVE AND FUEL MANIFOLD ADAPTER ASSEMBLIES A.

32.


LEAKAGE TEST

3-2-41

Procedure

3-2-41

INSTALLATION

3-2-43

A.

3-2-43

Procedure

GAS GENERATOR CASE DRAIN VALVES 34.

REMOVAL

A. 35.

3-2-49

Procedure

3-2-49

INSTALLATION

3-2-49

A.

3-2-49

Procedure

COMBUSTION CHAMBER LINER 36.

37.

REMOVAL

3-2-49

A.

3-2-49

Procedure

INSTALLATION

3-2-51

A.

3-2-51

Procedure

POWER TURBINE GOVERNOR AND NF TACHOMETER-GENERATOR (ALL ENGINES EXCEPT PT6A-20A AND 33.

REMOVAL A.

39.

-208) 3-2-51

Procedure

3-2-51

INSTALLATION A.

3-2-52

Procedure

3-2-52

PART3 CONTENTS

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TABLE OF CONTENTS

PAGE

SUBJECT SECTION 2



41.

(Cont’d)

(PT6A-20A AND -20B ENGINES)

REMOVAL

3-2-52

A.

3-2-52

Procedure

INSTALLATION A.

3-2-53

Procedure

3-2-53

AIR INLET SCREEN 42.

43.

REMOVAL

3-2-53

A.

3-2-53

Procedure

INSTALLATION

3-2-55

A.

3-2-55

Procedure

INLET FAIRING 44.

REMOVAL A.

45.

3-2-56

Procedure

3-2-56

INSTALLATION A.

Procedure

3-2-56

Post-SB1056 and PT6A-20A

Engines

3-2-56

WINTERIZED HEAT SHIELD 46.

47.

REMOVAL

3-2-56

A.

3-2-56

Procedure

INSTALLATION

3-2-57

A.

3-2-57

Procedure

COMPRESSOR BLEED VALVE 48.

REMOVAL A.

49.

3-2-57

Procedure

3-2-57

REPLACEMENT OF DIAPHRAGM

(BLEED

VALVE P/N

3022954)

(Pre-SB1414)

3-2-57

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SUBJECT SECTION 2 A. 50.

(Cont’d)

Procedure

3-2-57

REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3027249)

(Post-SB1414)

3-2-59

Procedure

3-2-59

A. 51.


INSTALLATION A.

3-2-64

Procedure

3-2-64


53.

54.

REMOVAL

3-2-64

A.

3-2-64

Procedure

INSTALLATION

3-2-66

A.

3-2-66

Procedure

STO RAG E

3-2-67

A.

Preservation of FCU

3-2-67

B.

Depreservation

or

C.

Packaging

Shipping

and

Reconditioning

of FCU after

Storage

3-2-68

of FCU

3-2-68

FUEL PUMP 55.

56.

REMOVAL

3-2-69

A.

3-2-69

Procedure

INSTALLATION

3-2-71

A.

3-2-71

Procedure

FUEL PUMP OUTLET FILTER (VANE-TYPE 57.

REMOVAL A.

58.

PUMP) (PRE-SB1071 ENGINES) 3-2-72

Procedure

3-2-72

INSTALLATION

3-2-72

A.

3-2-72

Procedure

PART3 CONTENTS

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TABLE OF CONTENTS

SUBJECT SECTION 2

FAG E


(Cont’d)

FUEL PUMP INLET SCREEN (VANE-TYPE PUMP) (POST-SB1071 AND POST-SB1112

ENGINES) 59.

60.

REMOVAL

3-2-72

A.

3-2-72

Procedure

INSTALLATION

3-2-74

Procedure

A.

3-2-74

FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1096 AND PRE-SB1155 ENGINES) 61.

REMOVAL Procedure

A.

62.

3-2-74

3-2-74

INSTALLATION

3-2-74

Procedure

A.

3-2-74

FUEL PUMP OUTLET FILTER (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A

ENGINES) 63.

REMOVAL

Procedure

A. 64.

3-2-76 3-2-76

INSTALLATION Procedure

A.

FUEL

3-2-76

PUMP

INLET SCREEN

3-2-76

(GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A

ENGINES) 65.

REMOVAL A.

66.

3-2-76

Procedure

3-2-76

INSTALLATION A.

3-2-76

Procedure

3-2-76


REMOVAL A.

3-2-78

Procedure

3-2-78

PART3 CONTENTS

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TABLE OF CONTENTS

PAGE



(Cont’d)

INSTALLATION

3-2-78

A.

3-2-78

Procedure

PNEUMATIC CONTROL LINE

(P3) AND P3 AIR FILTER

69.

GENERAL

3-2-79

70.

REMOVAUINSTALLATION OF ELECTRICAL CONNECTOR

3-2-79

A.

3-2-79

71.

72.

REMOVAL (Pre-SB1294)

3-2-81

A.

3-2-81

75.

3-2-83 3-2-83

Procedure

3-2-83

(Pre-SB1294)

3-2-88

Procedure

INSTALLATION A.

3-2-83

(Post-SB1294)

INSTALLATION A.

(Post-SB1294)

Procedure

REMOVAL

A. 74.

Procedure

REPLACEMENT OF P3 FILTER ELEMENT A.

73.

Procedure

3-2-88

(Post-SB1294)

3-2-89

Procedure

3-2-89

OIL FILTER 76.

REMOVAL OF FILTER ELEMENT A.

77.

3-2-90

3-2-90

(Pre-SB1247)

3-2-91

Procedure

3-2-91

INSTALLATION OF FILTER HOUSING A.

3-2-90

Procedure

REMOVAL OF FILTER HOUSING A.

79.

Procedure

INSTALLATION OF FILTER ELEMENT A.

78.

3-2-90

(Pre-SB1247)

3-2-91

Procedure

3-2-91

PART3 CONTENTS

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TABLE OF CONTENTS

FAG E

SU BJ ECT

SECTION 2 80.

(Pre-SB1247)

3-2-91

Procedure

3-2-91

REMOVAL OF CHECWBYPASS VALVE ASSEMBLY A.

82.

(Cont’d)

STATIC LEAK CHECK OF FILTER HOUSING A.

81.


(Pre-SB1247)

3-2-93

Procedure

3-2-93

INSTALLATION OF CHECK/BYPASS VALVE ASSEMBLY

(Pre-SB1247) A.

Procedure

OIL FILTER HOUSING 83.

84.

85.

3-2-95

3-2-95

(POST-SB1247)

REMOVAL

3-2-95

A.

3-2-95

Procedure

INSTALLATION

3-2-97

A.

3-2-97

Procedure

STATIC LEAK CHECK

3-2-97

A.

3-2-97

Procedure

OIL FILTER CHECK AND BYPASS VALVE ASSEMBLY 86.

87.

(POST-SB1247)

REMOVAL

3-2-97

A.

3-2-97

Procedure

INSTALLATION

3-2-1 00

A.

3-2-1 00

Procedure

OIL PRESSURE RELIEF VALVE 88.

REMOVAL A.

89.

3-2-1 00

Procedure

3-2-100

INSTALLATION

3-2-101

A.

3-2-101

Procedure

PART3 CONTENTS

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SU BJ ECT SECTION 2


IGNITION SYSTEM BALLAST TUBES 90.

91.

93.

3-2-101

A.

3-2-101

Procedure

INSTALLATION

3-2-101

A.

3-2-101

Procedure

95.

(PRE-SB1429)

REMOVAL

3-2-101

A.

3-2-101

Procedure

INSTALLATION

3-2-1 03

A.

3-2-103

Procedure

IGNITION EXCITER 94.

(PRE-SB1429)

REMOVAL

IGNITION CURRENT REGULATOR 92.

(Cont’d)

(POST-SB1429)

REMOVAL

3-2-1 03

A.

3-2-103

Procedure

INSTALLATION

3-2-1 05

A.

3-2-1 05

Procedure

OIL-TO-FUEL HEATER 96.

97.

REMOVAL

3-2-1 05

A.

3-2-105

Procedure

INSTALLATION

3-2-1 07

A.

3-2-107

Procedure

ACCESSORY DRIVE SEALS 93.

99.

REMOVAL

3-2-1 09

A.

3-2-1 09

Procedure

INSTALLATION A.

3-2-1 09

Procedure

3-2-1 09

PART3 CONTENTS

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TABLE OF CONTENTS SUBJECT SECTION 2

PAGE REMOVAL AND INSTALLATION

(Cont’d)

PROPELLER REVERSING INTERCONNECT LINKAGE 100.

GENERAL

101.

REMOVAL OF REVERSING SYSTEM FLOW DIVIDER VALVE

3-2-111

(PT6A-6A ENGINES) A. 102.

Procedure

3-2-111

INSTALLATION OF REVERSING SYSTEM FLOW DIVIDER VALVE A.

103.

3-2-111

(PT6A-6A ENGINES)

3-2-114

Procedure

3-2-114

REMOVAL OF PROPELLER REVERSING REAR LINKAGE


3-2-115

Procedure

3-2-115

INSTALLATION OF PROPELLER REVERSING REAR LINKAGE


3-2-115

Procedure

3-2-115

REMOVAL OF PROPELLER REVERSING FRONT LINKAGE


3-2-118

Procedure

3-2-118

INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE


3-2-119

Procedure

3-2-119

REMOVAL OF PROPELLER REVERSING REAR LINKAGE

(PT6A-6B, -6/C20, -20, -20A AND -20B ENGINES) A. 108.

3-2-120

INSTALLATION OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20, -20A AND -20B ENGINES) A.

109.

Procedure

3-2-120

Procedure

3-2-121 3-2-121

ADJUSTMENT OF PROPELLER REVERSING REAR LINKAGE

(PT6A-6B, -6/C20, -20, -20A A.

AND -208

ENGINES)

Procedure

3-2-125 3-2-125

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TABLE OF CONTENTS



Procedure


A.

ENGINES)

3-2-128 3-2-128

(OPTIONAL) (PT6A-6B

AND -20

ENGINES)

Procedure

Procedure

REMOVAL OF PROPELLER REVERSING FRONT LINKAGE

A.

Procedure


A.

Procedure

Procedure

SECTION 3

3-2-137 3-2-137

INSTALLATION OF PROPELLER REVERSING INTERCONNECT FRONT AND REAR LINKAGE (PT6A-20A AND -20B ENGINES) A.

1.

3-2-131 3-2-131


116.

3-2-130 3-2-130


115.

3-2-130 3-2-130

INSTALLATION OF PROPELLER REVERSING INTERCONNECT FRONT AND REAR LINKAGE (PT6A-6B AND -20 ENGINES) A.

114.

AND -20

Procedure

SPRING STOP A.

113.

3-2-126 3-2-126

(PT6A-6B, -6C/20

112.

(Cont’d)

REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6B, -6/C20 AND -20 ENGINES) A.

111.

FAG E

3-2-138 3-2-138

INSPECTION

INTRODUCTION

3-3-1

CONTROL LINKAGE 2.

GENERAL

3-3-6

CORROSION 3.

GENERAL

3-3-7

PART3 CONTENTS

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TABLE OF CONTENTS

PAGE

SUBJECT SECTION 3

INSPECTION

(Cont’d)

TUBING AND HOSE ASSEMBLIES 4.

5.

6.

TUBING

3-3-7

A.

3-3-7

Procedure

INSULATED TUBES

3-3-7

A.

3-3-7

Procedure

HEATED TUBES

3-3-8

A.

3-3-8

Procedure

7.

HOSE ASSEMBLIES

3-3-9

8.

METAL BRAID

3-3-9

ACCESSORIES 9.

STARTER-GENERATOR GEARSHAFT

3-3-9

A.

3-3-9

Procedure

IN-SERVICE INSPECTION 10.

11.

12.

13.

14.

15.

HOT SECTION COMPONENTS

3-3-11

A.

3-3-11

Procedure

POWER SECTION MODULE

3-3-13

A.

3-3-13

Procedure

COMBUSTION CHAMBER (SMALL EXIT DUCT, INNER AND OUTER COMBUSTION CHAMBER LINER ASSEMBLIES)

3-3-14

A.

3-3-14

Procedure

CT VANE RING

3-3-15

A.

3-3-15

Procedure

CT BLADES

3-3-17

C.

3-3-21

Procedure

CT SHROUD SEGMENTS

3-3-21

PART3 CONTENTS

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TABLE OF CONTENTS

FAG E

S U BJ ECT SECTION 3 Is.

POWER TURBINE A.

17.

INSPECTION

(PT)

(Cont’d) VANE RING

Procedure

3-3-21 3-3-21

PT BLADES

3-3-22

HOT SECTION INSPECTION 18.

GENERAL

3-3-22

A.

Procedure

3-3-22

B.

General

3-3-22


INSPECTION

3-3-24

A.

General

3-3-24

B.

Procedure

3-3-24

C.

Inspection

3-3-25


GENERAL

21.

ACCEPTABLE CONDITIONS A.

22.

23.

REPAIR NECESSARY

Procedure

3-3-27 3-3-27

NO REPAIR PERMITTED

Procedure

3-3-35 3-3-35

COMBUSTION CHAMBER SMALL AND LARGE EXIT DUCTS A.

3-3-25

3-3-25

UNACCEPTABLE CONDITIONS A.

24.

REPAIR UNNECESSARY

Procedure


3-3-25

Procedure

3-3-35 3-3-35

COMPRESSOR TURBINE BLADE TIP CLEARANCE 25.

GENERAL

3-3-39

PART3 CONTENTS

Page

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TABLE OF CONTENTS SU BJ ECT

SECTION 3

FAG E

INSPECTION

(Cont’d)

COMPRESSOR AND POWER TURBINE BLADES 26.

GENERAL

3-3-39

COMPRESSOR AND POWER TURBINE VANES 27.

GENERAL

3-3-43

COMPRESSOR BLADES (FIRST STAGE) 28.

GENERAL

29.

DAMAGE LIMITS A.

30.

3-3-50 3-3-50

NARROW CHORD

(Pre-SB1094 ENGINES

3-3-52

Procedure

3-3-52

DAMAGE LIMITS

A.


Procedure

PT6A-20A

32.

NARROW CHORD

EROSION LIMITS A.

31.

3-3-50

WIDE CHORD

(Post-SB1094

AND ALL

ENGINES)

3-3-52

Procedure

3-3-52

EROSION LIMITS PT6A-20A

WIDE CHORD

(Post-SB1094

AND ALL

ENGINES)

3-3-52

COMPRESSOR TURBINE VANES 33.

INSPECTION

3-3-56

A.

3-3-56

Procedure


GENERAL

3-3-56

35.

FUNCTIONAL CHECK

3-3-56

A.

Procedure

3-3-56

B.

Checking

3-3-58

T5 THERMOCOUPLE

HARNESS, PROBES AND BUS-BAR (PT6A-6/C20, -20, -20A AND -208

ENGINES) 36.

GENERAL

3-3-58

PART3 CONTENTS

Dec

02/2005Page

15

PRATT

WHITNEY CANADA




38.

INSPECTION

(Cont’d)

INSPECTION

3-3-59

A.

3-3-59

Procedure

FUNCTIONAL CHECK

3-3-60

A.

3-3-60

Procedure

COMPRESSOR TURBINE SHROUD HOUSING AND INTERSTAGE SEALING RINGS 39.

GENERAL A.

3-3-61

Procedure

3-3-61

GLOW PLUGS (PRE-SB1429) 40.

INSPECTION/FUNCTIONAL A.

CHECK

Procedure

3-3-61

SPARK IGNITERS AND SPARK IGNITION SYSTEM 41.

42.

3-3-61

(POST-SB1429)

INSPECTION

3-3-63

A.

3-3-63

Procedure

FUNCTIONAL CHECK

3-3-63

A.

3-3-63

Procedure

FUEL MANIFOLD ADAPTER ASSEMBLIES 43.

44.

GENERAL

3-3-65

A.

3-3-65

Procedure

FUNCTIONAL CHECK A.

3-3-66

Procedure

3-3-66

OIL FILTER ELEMENT (POST-SB1038, POST-SB1118 AND ALL PT6A-20A ENGINES) 45.

GENERAL

3-3-67

A.

3-3-67

Procedure

PART3 CONTENTS

Dec

02/20 5Page

16

WHITNEY CANADA

PRATT


TABLE OF CONTENTS

SUBJECT SECTION 3

FAG E

INSPECTION

(Cont’d)

CHIP DETECTOR 46.

GENERAL

3-3-72

A.

Procedure

3-3-72

B.

Inspection

3-3-73

FUEL PUMP

INLET SCREEN AND OUTLET FILTER (POST-SB1155 AND ALL PT6A-20A

ENGINES) 47.

48.

GENERAL

3-3-73

A.

Procedure

3-3-73

B.

Inspection

3-3-73

CURRENT REGULATOR TUBES A.

(Pre-SB1429)- IGNITION BALLAST 3-3-74

Procedure

3-3-74

ENGINE UNSCHEDULED INSPECTION 49.

GENERAL

3-3-76

A.

General

3-3-76

B.

Performance Deterioration

3-3-76

C.

Engine Overspeed

3-3-76

D.

Overtemperature

3-3-76

E.

Overtorque

3-3-77

F.

Immersion in Water

3-3-77

G.

Dropped Engine

3-3-77

H.

Material

3-3-77

I.

Ingestion (e.g., ice, stones, etc.)

Bird Strike/Soft Material

Ingestion (e.g.,

soft rags,

plastic bags,

etc.)

3-3-77 Detector Circuit

J.

Chip

K.

Propeller

Sudden

Completion

Stoppage

or

and/or Debris in Oil Filter

3-3-78

Impact

PARTS CONTENTS

3-3-78

Dec

02/2005Page

17

WHITNEY CANADA

PRATT


TABLE OF CONTENTS

FAG E

S U BJ ECT

SECTION 3 L.

INSPECTION

(Cont’d)

Propeller strike causing

minor blade

delamination, indentation,

blade

tip

damage (e.g., slightly, etc.).

bent

3-3-79

M.

Propeller Lightning

N.

Heavy Landing

O.

Sustained

P

Loss of Oil

Q.

Oil Pressure Follows Throttle

3-3-82

R.

Contamination by Fire Extinguishing Agents

3-3-82

S.

Audible

3-3-83

T.

Propeller Windmilling after In-flight Shutdown

3-3-83

U.

Starter-Generator

3-3-83

3-3-79 3-3-79

Running or

Strike

at an Oil

Oil Pressure

Rubbing, Binding

Temperature

or

or

Outside Limits

3-3-80

Low Oil

3-3-81

Scraping

Replacement

50.

ENGINE OVERTEMPERATURE

3-3-84

51.

ENGINE OVERTORQUE

3-3-84

52.

BORESCOPE

3-3-84

A.

General

3-3-84

B.

Description

3-3-84

C.

Removal/i nstal lation

3-3-86

PARTS CONTENTS

Dec

02/2005Page

18

PRATT

WHITNEY CANADA



PART

PART

SECTION LEP

FAG E

DATE

SECTION

DATE

1

Dec 02/2005

3-1-10

Jun 10/2005

2

Dec 02/2005

3-1-11

Jun 10/2005

3

Dec 02/2005

3-1-12 blank

Jun 10/2005

4

Dec 02/2005 3-2-1

Nov 26/2004

1

Dec 02/2005

3-2-2

Nov 26/2004

2

Dec 02/2005

3-2-3

Nov 26/2004

Section 2 Contents

FAG E

3

Dec 02/2005

3-2-4

Nov 26/2004

4

Dec 02/2005

3-2-5

Nov 26/2004

5

Dec 02/2005

3-2-6

Nov 26/2004

6

Dec 02/2005

3-2-7

Nov 26/2004

7

Dec 02/2005

3-2-8

Nov 26/2004

8

Dec 02/2005

3-2-9

Nov 26/2004

9

Dec 02/2005

3-2-10

Nov 26/2004

10

Dec 02/2005

3-2-11

Nov 26/2004

11

Dec 02/2005

3-2-12

Nov 26/2004

12

Dec 02/2005

3-2-13

Nov 26/2004

13

Dec 02/2005

3-2-14

Nov 26/2004

14

Dec 02/2005

3-2-15

Nov 26/2004

15

Dec 02/2005

3-2-16

Nov 26/2004

16

Dec 02/2005

3-2-17

Nov 26/2004

17

Dec 02/2005

3-2-18

Nov 26/2004

18

Dec 02/2005

3-2-19

Nov 26/2004

3-2-20

Nov 26/2004

List of

1

Dec 02/2005

3-2-21

Nov 26/2004

Figures

2

Dec 02/2005

3-2-22

Nov 26/2004

3

Dec 02/2005

3-2-23

Nov 26/2004

4

Dec 02/2005

3-2-24

Nov 26/2004

3-2-25

Nov 26/2004

List of

1

Dec 02/2005

3-2-26

Nov 26/2004

Tables

2 blank

Dec 02/2005

3-2-27

Nov 26/2004

3-2-28

Nov 26/2004 Nov 26/2004

Section 1

3-1-1

Jun 10/2005

3-2-29

3-1-2

Jun 10/2005

3-2-30

Nov 26/2004

3-1-3

Jun 10/2005

3-2-31

Nov 26/2004

3-1-4

Jun 10/2005

3-2-32

Nov 26/2004

3-1-5

Jun 10/2005

3-2-33

Nov 26/2004

3-1-6

Jun 10/2005

3-2-34

Nov 26/2004

3-1-7

Jun 10/2005

3-2-35

Nov 26/2004

3-1-8

Jun 10/2005

3-2-36

Nov 26/2004

3-1-9

Jun 10/2005

3-2-37

Nov 26/2004

PART3 LEP

Dec

02/2005Page

1

PRATT

WHITNEY CANADA



PART

SECTION

PART FAG E

DATE

SECTION

FAG E

DATE

3-2-38

Nov 26/2004

3-2-79

Nov 26/2004

3-2-39

Nov 26/2004

3-2-80

Nov 26/2004

3-2-40

Nov 26/2004

3-2-81

Nov 26/2004

3-2-41

Nov 26/2004

3-2-82

Nov 26/2004

3-2-42

Nov 26/2004

3-2-83

Nov 26/2004

3-2-43

Nov 28/2004

3-2-84

Nov 26/2004

3-2-44

Nov 26/2004

3-2-85

Nov 26/2004

3-2-45

Nov 26/2004

3-2-86

Nov 26/2004

3-2-46

Nov 28/2004

3-2-87

Nov 26/2004

3-2-47

Nov 26/2004

3-2-88

Nov 26/2004

3-2-48

Nov 26/2004

3-2-89

Nov 26/2004

3-2-49

Nov 26/2004

3-2-90

Nov 26/2004

3-2-50

Nov 26/2004

3-2-91

Nov 26/2004

3-2-51

Nov 26/2004

3-2-92

Nov 26/2004

3-2-52

Nov 26/2004

3-2-93

Nov 26/2004

3-2-53

Nov 26/2004

3-2-94

Nov 26/2004

3-2-54

Nov 26/2004

3-2-95

Nov 26/2004

3-2-55

Nov 26/2004

3-2-96

Nov 26/2004

3-2-56

Nov 26/2004

3-2-97

Nov 26/2004

3-2-57

Nov 26/2004

3-2-98

Nov 26/2004

3-2-58

Nov 26/2004

3-2-99

Nov 26/2004

3-2-59

Nov 26/2004

3-2-100

Nov 26/2004

3-2-60

Nov 26/2004

3-2-101

Nov 26/2004

3-2-61

Nov 26/2004

3-2-102

Nov 26/2004

3-2-62

Nov 26/2004

3-2-103

Nov 26/2004

3-2-63

Nov 26/2004

3-2-104

Nov 26/2004

3-2-64

Nov 26/2004

3-2-105

Nov 26/2004

3-2-65

Nov 26/2004

3-2-106

Nov 26/2004

3-2-66

Nov 26/2004

3-2-107

Nov 26/2004

3-2-67

Nov 26/2004

3-2-108

Nov 26/2004

3-2-68

Nov 26/2004

3-2-109

Nov 26/2004

3-2-69

Nov 26/2004

3-2-110

Nov 26/2004

3-2-70

Nov 26/2004

3-2-111

Nov 26/2004

3-2-71

Nov 26/2004

3-2-112

Nov 26/2004

3-2-72

Nov 26/2004

3-2-113

Nov 26/2004

3-2-73

Nov 26/2004

3-2-114

Nov 26/2004

3-2-74

Nov 26/2004

3-2-115

Nov 26/2004

3-2-75

Nov 26/2004

3-2-116

Nov 26/2004

3-2-76

Nov 26/2004

3-2-117

Nov 26/2004

3-2-77

Nov 26/2004

3-2-118

Nov 26/2004

3-2-78

Nov 26/2004

3-2-119

Nov 26/2004

PART3 LEP

Dec

02/2005Page

2

PRATT

WHITNEY CANADA



PART

SECTION

Section 3

PART

PAGE

DATE

SECTION

FAG E

DATE

3-2-120

Nov 26/2004

3-3-20

Dec 02/2005

3-2-121

Nov 26/2004

3-3-21

Dec 02/2005

3-2-122

Nov 26/2004

3-3-22

Dec 02/2005

3-2-123

Nov 26/2004

3-3-23

Dec 02/2005

3-2-124

Nov 26/2004

3-3-24

Dec 02/2005

3-2-125

Nov 26/2004

3-3-25

Dec 02/2005

3-2-126

Nov 26/2004

3-3-26

Dec 02/2005

3-2-127

Nov 26/2004

3-3-27

Dec 02/2005

3-2-128

Nov 26/2004

3-3-28

Dec 02/2005

3-2-129

Nov 26/2004

3-3-29

Dec 02/2005

3-2-130

Nov 26/2004

3-3-30

Dec 02/2005

3-2-131

Nov 26/2004

3-3-31

Dec 02/2005

3-2-132

Nov 26/2004

3-3-32

Dec 02/2005

3-2-133

Nov 26/2004

3-3-33

Dec 02/2005

3-2-134

Nov 26/2004

3-3-34

Dec 02/2005

3-2-135

Nov 26/2004

3-3-35

Dec 02/2005

3-2-136

Nov 26/2004

3-3-36

Dec 02/2005

3-2-137

Nov 26/2004

3-3-37

Dec 02/2005

3-2-138

Nov 26/2004

3-3-38

Dec 02/2005

3-2-139

Nov 26/2004

3-3-39

Dec 02/2005

3-2-140 blank

Nov 26/2004

3-3-40

Dec 02/2005

3-3-41

Dec 02/2005

3-3-1

Dec 02/2005

3-3-42

Dec 02/2005

3-3-2

Dec 02/2005

3-3-43

Dec 02/2005

3-3-3

Dec 02/2005

3-3-44

Dec 02/2005

3-3-4

Dec 02/2005

3-3-45

Dec 02/2005

3-3-5

Dec 02/2005

3-3-46

Dec 02/2005

3-3-6

Dec 02/2005

3-3-47

Dec 02/2005

3-3-7

Dec 02/2005

3-3-48

Dec 02/2005

3-3-8

Dec 02/2005

3-3-49

Dec 02/2005

3-3-9

Dec 02/2005

3-3-50

Dec 02/2005

3-3-10

Dec 02/2005

3-3-51

Dec 02/2005

3-3-11

Dec 02/2005

3-3-52

Dec 02/2005

3-3-12

Dec 02/2005

3-3-53

Dec 02/2005

3-3-13

Dec 02/2005

3-3-54

Dec 02/2005

3-3-14

Dec 02/2005

3-3-55

Dec 02/2005

3-3-15

Dec 02/2005

3-3-56

Dec 02/2005

3-3-16

Dec 02/2005

3-3-57

Dec 02/2005

3-3-17

Dec 02/2005

3-3-58

Dec 02/2005

3-3-18

Dec 02/2005

3-3-59

Dec 02/2005

3-3-19

Dec 02/2005

3-3-60

Dec 02/2005

PART3 LEP

Dec

02/2005Page

3

PRATT

WHITNEY CANADA



PART

SECTION

FAG E

DATE

3-3-61

Dec 02/2005

3-3-62

Dec 02/2005

3-3-63

Dec 02/2005

3-3-64

Dec 02/2005

3-3-65

Dec 02/2005

3-3-66

Dec 02/2005

3-3-67

Dec 02/2005

3-3-68

Dec 02/2005

3-3-69

Dec 02/2005

3-3-70

Dec 02/2005

3-3-71

Dec 02/2005

3-3-72

Dec 02/2005

3-3-73

Dec 02/2005

3-3-74

Dec 02/2005

3-3-75

Dec 02/2005

3-3-76

Dec 02/2005

3-3-77

Dec 02/2005

3-3-78

Dec 02/2005

3-3-79

Dec 02/2005

3-3-80

Dec 02/2005

3-3-81

Dec 02/2005

3-3-82

Dec 02/2005

3-3-83

Dec 02/2005

3-3-84

Dec 02/2005

3-3-85

Dec 02/2005

3-3-86

Dec 02/2005

3-3-87

Dec 02/2005

3-3-88

Dec 02/2005

3-3-89

Dec 02/2005

3-3-90

Dec 02/2005

3-3-91

Dec 02/2005

3-3-92

Dec 02/2005

3-3-93

Dec 02/2005

3-3-94 blank

Dec 02/2005

PART3 LEP

Dec

02/2005Page

4

WHITNEY CANADA

PRATT


LIST OF FIGURES PAGE

FIGURE

Propeller Shaft Oil Seal Garter Spring Figure

3-2-1

3-2-3

Propeller

Shaft Oil Seal

Figure

3-2-2

3-2-4

Propeller

Shaft Oil Seal

Figure

3-2-3

3-2-6

Power Section

Rear View

Figure

Power Section Rear View and T5

3-2-4

Thermocouple Assembly Figure

T5 Bus-bar and Probe Installation

Compressor

Turbine

Removal of CT Bolt

Figure

Figure

Lock

Splined

3-2-14 3-2-16

3-2-6

3-2-20

Arrangement Figure

3-2-7

3-2-24

3-2-8

3-2-26

Compressor

Turbine Removal

Compressor

Turbine Disk and T4 Harness Installed

Figure

3-2-9

Removal/i nstallation of T4 Trim Harness

3-2-28

Figure

Igniter

Cables

Fuel Manifold and Fuel

Dump

Valve

(Typical) Figure

Figure

3-2-14

Fuel Nozzle Sheath Removal

Figure

Figure

3-2-10

3-2-34

3-2-12

3-2-36 3-2-13

3-2-40 3-2-42

Adapter Assembly Leakage Test Fixture Figure

Clearance Checks -Fuel Nozzle

Adapter

3-2-30

3-2-11

Removal/installation of

Fuel Manifold

3-2-5

and Sheath

Figure

3-2-15

3-2-44

3-2-16

3-2-46

Fuel Manifold

Adapter Assembly Figure

3-2-17

3-2-47

Fuel Manifold

Adapter Assembly Figure

3-2-18

3-2-48


Engine

Front

Linkage Figure

Figure

3-2-19

3-2-50

3-2-20

3-2-54

Compressor

Bleed Valve

Compressor

Bleed Valve

P/N 3022954

Figure

3-2-22

3-2-60

Compressor

Bleed Valve

P/N 3027249

Figure

3-2-23

3-2-62

Figure

3-2-21

Installation of Fuel Control Unit to Fuel Fuel Control Unit Fuel

Pump

3-2-58

Pump Figure

(Typical)- Storage Figure

Inlet Screen

Figure

3-2-24

3-2-65

3-2-25

3-2-70

3-2-26


3-2-73

Dec

02/2005Page

1

WHITNEY CANADA

PRATT



FIGURE Fuel

Pump

Inlet Screen Removal

Fuel

Pump

and Filter

Assembly Figure

Temperature Compensator Figure Electrical Connector

Pneumatic Lines and P3 Filter

Disassembly/Assembly

Housing Figure

Current

Accessory

Engine

3-2-30

Figure

3-2-82

3-2-31

3-2-84

Figure

3-2-86

3-2-33

3-2-92

3-2-34

3-2-94

3-2-96

Bypass/Check

and

Ignition

Figure

Drive Seal

Flow Divider Valve

3-2-80

3-2-35

Housing

Removal/installation of

3-2-77

3-2-32

Figure

Figure

Regulator Figure

Oil-to-Fuel Heater

3-2-28

P3 Tube

Figure

Main Oil Pressure Relief Valve

Ignition

3-2-75

3-2-29

of Oil Filter

Oil Filter Cover and Element

Oil Filter Element,

3-2-27

Wiring Details Figure

Temperature Compensator and

Oil Filter

Figure

Valve

Figure

3-2-36

3-2-98

3-2-37

3-2-102

3-2-38

Exciter

Figure

3-2-104 3-2-39

3-2-106

3-2-40

3-2-108

Replacement (Typical) Figure

Assembly Figure

3-2-41

3-2-110

3-2-42

3-2-112

Controls and

Reversing System Figure

3-2-43

3-2-116

and


3-2-44

3-2-122

Engine Controls

Linkage Figure

3-2-45

3-2-124

Engine

Rear

Engine

Controls and


3-2-46

(Sheet

Engine

Controls and


3-2-46

(Sheet 2)

3-2-133

and


3-2-46

(Sheet 3)

3-2-134

Engine Controls

Starter-Generator Gearshaft

Spline

Wear Check

Figure

1 of

3)

3-3-1

Compressor

Turbine Vane

Ring

Damage (HSI Recommended) Figure

Compressor

Turbine Vane

Ring

Acceptable

and

3-2-132

3-3-10 3-3-2

3-3-12

Repairable Damage Figure 3-3-16

3-3-3


Dec

02/2005Page

2

WHITNEY CANADA

PRATT


LIST OF FIGURES FIGURE CT Blade

PAGE

Manufacturing Anomalies Figure

3-3-4

3-3-18

Compressor

Turbine Blade

Unacceptable Damage Figure

Compressor

Turbine Blade

Acceptable Damage Figure

Propeller

Shaft Oil Seal

Acceptable Cracks

Figure

3-3-19

3-3-6

3-3-20

3-3-7

in Inner Liner

Acceptable Buckling and Cracks

3-3-26

Figure

3-3-8

3-3-28

Cooling Rings Figure

in

Acceptable Cracks in Louvered Cooling Rings Figure Acceptable Cracks

3-3-5

in Louvered

Cooling Ring

3-3-9

3-3-29

3-3-10

Seam Weld

3-3-30

Figure

3-3-11

3-3-31

Acceptable Bulging in Liner Dome Figure 3-3-12

3-3-32

Acceptable Buckling

3-3-33

in Liner

Figure


Unacceptable Buckling

3-3-13

Cooling Ring Gaps Figure

in Liner

Unacceptable Multiple Cracks

Figure

3-3-15

in Liner

Figure

Inspection of Combustion Chamber Large Metal

Buildup

Compressor

and Cracks

on

Turbine Blade

Compressor Turbine Figure 3-3-20

Vanes

3-3-14

3-3-34

3-3-36 3-3-16

Exit Duct

3-3-37

Figure

3-3-17

3-3-38

Shroud Segments Figure 3-3-18

Inspection Figure (All Models)

3-3-40

3-3-19

3-3-44

and Individual Power Turbine Vanes 3-3-45

Compressor Blades (First Stage

Narrow

Chord)

Damage

Limits

Figure

3-3-21

3-3-51


Narrow

Compressor

(First Stage

Wide

Chord)

Damage


Wide

Chord)

Erosion Limits

Blades

Inspection of Glow

Fuel Manifold

Erosion Limits

Blind Rivets in Gas Generator Diffuser Area

Plug Showing

Spark Igniter

Chord)-

Fused Area

Erosion Limits

Figure

Figure

Adapter Assembly

Limits

Figure

Figure

Figure Figure

3-3-22

3-3-53

3-3-23

3-3-54

3-3-24

3-3-55

3-3-25

3-3-57

3-3-26

3-3-62

3-3-27

Functional Check

3-3-64

Figure

3-3-28


3-3-68

Dec

02/2005Page

3

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL



FIGURE Fuel Nozzle

Fuel

Spray

Conditions

Pump Coupling

Area

Figure

3-3-29

Inspection Figure

Borescope and Accessories Installed Figure Removal/installation

Side-viewing Adapter Guide Tube Orientation

Figure

Borescope Views Figure

3-3-70 3-3-30

3-3-75

3-3-31

Figure

3-3-85

3-3-32

3-3-87

3-3-33

3-3-89

3-3-34


3-3-92

Dec

02/2005Page

4

WHITNEY CANADA

PRATT

MAINTENANCE MANUAL


LIST OF TABLES PAGE

TITLE TABLE 3-1-1,

Special

TABLE 3-2-1, Trim TABLE 3-3-1,

Tools

Thermocouple

Periodic

Conversion Table

3-2-31

Inspection

TABLE 3-3-2, Hot Section TABLE 3-3-3,

3-1-2

3-3-1

Inspection

Compressor

Turbine Blade

TABLE 3-3-4, Power Turbine Blade

3-3-23

Inspection

3-3-41

Inspection

3-3-42

TABLE 3-3-5, Inspection of Compressor Turbine Vanes (All Engines) and Individual Power Turbine Vanes (Pre-SB10G1 PT6A-20 Engines only)

TABLE 3-3-6, Power Turbine Vane all PT6A-20A Engines)

Ring Inspection (PT6A-20 Post-SB1OG1

3-3-46

and 3-3-47

TABLE 3-3-7,

Spark Igniter

Erosion Limits

3-3-63

TABLE 3-3-8,

Borescope Troubleshooting

3-3-90


Dec

02/20 5Page

1/2

PRA~T

WHITNEY CANADA


´•I

PART 3

LINE MAINTENANCE

SECTION 1 1.

SPECIAL TOOLS

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. upon the geographical location of the operator, requests for the should be addressed to:

Depending

purchase

of tools

USA: Kell-Strom Tool Company Inc. 214 Church Street, PO. Box 240 Wethersfield, CT 06109 USA TEL: 860-529-6851 or 1-800-851-6851 (USA and Canada) FAX: 860-257-9694 Website: http:~www. kell-strom.com E-mail:

Ipriest@ kell-strom.com

or

Pratt Whitney, Tool Support Services 411 Silver Lane, Mail Stop 129-20 East Hartford, CT 06118 USA

TEL: 860-565-0140

or

1-800-PWA-TOOL (USA and FAX: 860-610-2670

E-mail:

Canada)

lemirejwQ pweh.com

CANADA and all other locations:

Pratt Whitney Canada, Tooling Solutions 333 rue d’Auvergne (02AN1)

Longueuil,Quebec Canada

J4H 3Y3

TEL: 450-442-5400 or 1-800-3-115-5122 (Canada, USA and FAX: 450-442-5420

International)

Website: http://www.pwctoolingsolutions.com E-mail: henri.hudon Q pwc.ca frank.caruso pwc.ca

or

Page

3-1-1

Jun 10/2005

PRATT

WHITNEY CANADA


Rasakti Inc. 148

Sylvestre

St-Germain-de-Grantham, Canada JOCIKO

Quebec

TEL: 819-395-1111 or (24 hour service 1-888-RASAKTI (727-2584) (Canada FAX: 819-395-1100

number) USA)

Website: www.rasakti.com

E-mail: i.

poirierQ rasakti.com TABLE 3-1-1,

Special

Tools Maintenance Level

Part No.

Name

Line

PWC30036

Sling

X

PWC30037

Sling (PS without prop) (Replaced by PWC70099)

X

PWC30042

Wrench

X

PWC30044

Puller

X

Heavy

(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 (Replaced by PWC30530)

X

PWC30111

Protector

X

PWC3011 4-05

Wrench

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.

TABLE 3-1-1,

301~442

SpecialTools (Cont’d) Maintenance Level

Part No.

Name

Line

PWC30213

Puller

X

Heavy

(Replaced by PWC30416) X

Rod

PWC30239

Adapter

PWC30251

Sling (Replaced by PWC30338)

X

PWC30267

Puller

X

PWC30270

Fixture

X

PWC30298

Drift

X

PWC30325

Puller

X

PWC30327


X

PWC30328

Puller

X

PWC30330

Puller

X

PWC30331

Wrench

X

PWC30333

Puller

X


Spreader

X

PWC30336

Protector Sleeve

X

PWC30338

Sling (PS with prop) (Replaced by PWC70652 PWC70653)

X and

PWC30403

Puller

X

PWC30416

Puller

X

PWC30443

Puller

X

PWC30444

Puller

X

PWC30458

Squeezer

X

PWC30499-50

Gage

X\

PWC30506

Test

X

PWC30521

Fixtu re

X

PWC30530

Plug

X

PWC30556

Puller

X

PWC30800

Engine Stand (Replaced by PWC34300)

X

Rig

Page

3-1-3

Jun 10/2005

WHITNEY CANADA

PRATT


TABLE 3-1-1,

SpecialTools (Cont’d) Maintenance Level Line

Part No.

Name

PWC32073


X

PWC32327


X

PWC32420


X

PWC34073


X

PWC34300


X

PWC34913

Holding

PWC34910-101

Borescope Assembly

X

PWC34910-200

Guide Tube

X

PWC34941

Wrench

X

PWC50057

Kit, Drill CT Bolt

X

PWC50060

Injector, Oil

X

PWC51140

Engine

PWC51 861

Sling

PWC70099

Sling (PS

without

PWC70652

Sling (PS

with

PWC70653

Sling Adapter (used PWC70652)

Heavy

X

Fixture

X

Stand

X

prop)

X X

prop) with

X

Page

3-1-4

Jun 10/2005

PRATT

WHITNEY CANADA


PWC30046-52

PWC30044

PWC30036

TOOL

TOOL NOT

NOT

ILLUSTRATED

ILLUSTRATED

PWC30037

PWC30046-50

PWC30046-53

TOOL NOT

ILLUSTRATED

PWC30042

PWC30046-51

SIMILAR TO PWC30046-52

PWC30046-54

TOOL

NOT ILLUSTRATED

Special

Tool illustrations

Page

3-1-5

Jun 10/2005

PRATT

WHITNEY CANADA


PWC30046-57

PWC30077

PWC30114-05

PWC30047

PWC30099

PWC30114-08

TOOL

TOOL NOT

NOT

ILLUSTRATED

ILLUSTRATED

PWC30075

IPWC30114-09

PWC30111

TOOL

NOT ILLUSTRATED

Special

Tool Illustrations

Page

3-1-6

Jun 10/2005

PRATT

WHITNEY CANADA


PWC30298

PWC30251

PWC30128-05

TOOL

I

NOT ILLUSTRATED

PWC30325

PWC30267

PWC30213

TOOL

TOOL NOT

NOT

ILLUSTRATED

ILLUSTRATED

PWC30327

PWC30270

PWC30239

TOOL

I

NOT

I

I /Y C~h I

I

TOOL NOT ILLUSTRATED

ILLUSTRATED o

Special

Tool Illustrations

Page

3-1-7

Jun 10/2005

PRATT

WHITNEY CANADA


PWC30328

PWC30338

PWC30333

TOOL NOT

I

ILLUSTRATED

PWC30330

PWC30335

PWC30403

PWC30331

PWC30336

PWC30416

Special

Tool Illustrations

Page

3-1-8

3un 10/2005

PRATT

WHITNEY CANADA


PWC30443

PWC30499-50

PWC30530

PWC30506

PWC30556

TOOL NOT

ILLUSTRATED

PWC30444

TOOL

~T;

NOT ILLUSTRATED

PWC30458

PWC30800

PWC30521

I

Special

Tool Illustrations

Page

3-1-9

Jun 10/2005

PRATT

WHITNEY CANADA


PWC32073

PWC34073

PWC34910-101

PWC32327

PWC34300

PWC34910-200

PWC34913

PWC34941


PWC32420

y‘I

~i:-´• I P Special

Tool Illustrations

Page

3-1-10

Jun 10/2005

PRATT

WHITNEY CANADA


PWC50057

PWC70653

PWC51861

TOOL NOT

ILLUSTRATED

PWC50060

PWC70099


PWC51140

PWC70652

TOOL NOT

ILLUSTRATED

Special

Tool Illustrations

Page 3-1-11/12 Jun 10/2005

PRATT

WHITNEY CANADA


´•I

PART 3

SECTION 2 1.

LINE MAINTENANCE


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

CAUTION:

B.

For

fully

understood.

REMOVAL AND REPLACEMENT OF COMPONENTS MUST BE CARRIED OUT WITH THE ENGINE IN A HORIZONTAL ATTITUDE WITHOUT LATERAL ROTATION. THIS PRECAUTION WILL PREVENT THE RESIDUAL OIL IN NO. 1 AND NO. 2 BEARING COMPARTMENTS FROM ENTERING THE COMPRESSOR THROUGH AIR SEALS.

special tools and fixtures used in preceding.

removal and

replacement procedures, refer

to

Section 1,


REPLACEMENT A.

3.

A

propeller shaft oil seal of a non-split configuration is initially installed at engine manufacture or overhaul. Should replacement of the oil seal be required at maintenance, a split type seal or non-split type seal can be installed.

REMOVAL A.

(Pre-SB1227)

NON-SPLIT TYPE SEAL (Pre-SB1227)

Procedure

(1)

Remove

bearing

eight

bolts and washers that

secure

the seal

retaining ring

to the thrust

cover.

(2)

Back off the seal

(3)

Work out the seal element from the

retaining ring (Pre-SB1137 engines) retaining ring (Post-SB1137 engines). cavity, taking

care

or remove

not to

both halves of the

damage

the

cavity,

runner or cover.

(4) 4.

Remove the seal element from the shaft

REMOVAL

NON-SPLIT TYPE SEAL

by cutting,

and discard.

(Post-SB1227, Pre-SB1377/Post-SB1 390 AND

Post-SB1377 EXCLUDING PT6A-6A ENGINES) A.

Procedure

(1)

(See Figure 3-2-3)

Disconnect the drain tube

(if fitted)

from the thrust

bearing

cover

(3).

Page

3-2-1

Nov 26/2004

PRATT

WHITNEY CANADA


(2)

eight bolts (7) and washers (6) that secure the oil seal retaining ring (Pre-SB1 377/Post-SB1390) or ring halves (Post-SB1 377/Post-SB1381) (1) to the thrust bearing cover (3) and move the retaining ring forward toward the flange, or remove ring halves.

(3)

gasket (2) half-way between the holes at the 1 and 2 o’clock positions (Pre-SB1377/Post-SB1 390) or open the pre-split gasket (Post-SB1 377/Post-SB1381) and remove the gasket. Retain the gasket if it is good condition.

Remove the

Slit

across

the

(4)

If

(5)

Work out the seal element

installed,

remove

the support

(4)

ring

halves

from the

in

a

(8, Post-SB1390 only).

cavity, taking

care

not to

damage

the

cavity,

runner or cover.

(6)

5.

Remove the garter spring from the seal element, and seal element from the shaft.

INSTALLATION A.

Procedure

(1)

NON-SPLIT TYPE SEAL

(See Figures

the

garter spring and

(Pre-SB1227)

3-2-2)

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. AVOID APPLYING LOADS LOCALLY TO LIP OF SEAL. SEAL ELEMENT IS SOFT AND HAS LOW TEAR RESISTANCE. IT MUST BE HANDLED WITH CARE AT ALL TIMES TO PREVENT NICKING OR ANY FORM OF DAMAGE.

CAUTION:

(2)

3-2-1 and

remove

Moisten the seal element in engine oil and install the cavity in the thrust bearing cover.

on

the shaft with the Vee-side

facing

(3)

NOTE:

To facilitate installation of seal on propeller shaft, it is recommended that a strip of plastic material (polyethylene sheet) be taped over the flange of propeller shaft, then liberally coated with engine oil. This will enable the seal to be slipped over flange and retaining ring without undue stress. It is also recommended that the new seal be heated in engine oil (not more than 93"C (200"F) for approximately 20 minutes to make the seal more flexible as it is being stretched over the propeller shaft flange.

Install

garter spring (see Figure 3-2-1) into the Vee-side of the seal. (See Figure

a

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


GRASP SPRING SUCH THAT NPIRROW WD IS IS RIGHT

’-r

’s?

HAND. STRAIGHT END IN LEFT. HOLDING LEFT END

FIRMLY ROTATE NARROW END TWO TURNS IN A COUNTER-CLOCKWISE DIRECTION

B

IS

(SPRING

HELIX

RIGHT-HANDED).

~-II-$ INSERT NARROW END

(RIGHT HAND)

INTO OTHER END

id

O

~S´• -t~col I‘

o, ROTATE NARROW END TWO TURNS CLOCKWISE TO

SECURE ENDS TOGETHER, AND SPRING IS THEN ASSEMBLED.

I‘

0950

(Post-SB1137 Engines) Propeller

Shaft Oil Seal Garter

Figure

Spring

3-2-1

Page

3-2-3

Nov 26/2004

WHliNEY CANADA

PRATT


GARTER

/SPRING

i L-.i a

za

C) 2

il~

SEAL

3

5

(Post-SB1137 Engines) Propeller Shaft Oil Figure 3-2-2

C949C

Seal

Page

3-2-4

Nov 26/2004

PRATT

WHITNEY CANADA


(I)

Key

INSTALLATION Post-SB1 A.

3-2-2

Oil Seal

Retaining Ring Self-locking Nut

3.

Flat Washer

4.

Propeller

5.

Seal

6.

Flat Washer

7.

Bolt

Thrust

Bearing

Cover

Assembly

(Double Hex)

NON-SPLIT TYPE SEAL

(Post-SB1227, Pre-SB1377/Post-SB1 390

AND

377/Post-SB1381, EXCLUDING PT6A-6A ENGINES)

Procedure

(1)

Figure

2.

1.

6.

to

(See Figure 3-2-3)

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) propeller shaft. Replace if necessary.

CAUTION:

between oil seal

runner

and

AVOID APPLYING LOADS LOCALLY TO LIP OF SEAL. SEAL ELEMENT IS SOFT AND HAS LOW TEAR RESISTANCE. IT MUST BE HANDLED WITH CARE AT ALL TIMES TO PREVENT NICKING OR OTHER FORM

.EGAMADFO

(2)

Position

strip of plastic material (e.g., polyethylene sheet) over the propeller shaft retaining ring (1) with adhesive tape. Make sure that the retaining ring is close as possible to the flange.

flange as

NOTE:

(3)

a

and

The oil coated plastic material will enable the seal to be flange and retaining ring without undue stress.

slipped

over

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 for approximately 20 minutes to make the seal more flexible stretched over the propeller shaft flange.

max.) being

(200"F) as

it is

(4)

Install a garter spring (see Figure 3-2-1) into the Vee (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

recess

in the seal element.

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


3

1)1

\1

(4~

(1

Al

56

V

FOR FIELD MAINTENANCE, CUT GASKET AT LOCATION SHOWN FOR FIELD MAINTENANCE, CUT GASKET AT LOCATION SHOWN

GARTER SPRING

GARTER SPRING 8

,e

PRE-SB1377

(PRE-SB1390) 1’

POST-SB1390

2)

1

(4

o

VIEW 8

1

A

(ALTERNATE CONFIGURATIONS) GARTER

GARTER SPRING

SPRING

POST-SB13n j I

I ol

1)(2~

V

BB~

j!

POST-SB1 381

SB1227, Pre-SB1377, SB1390, SB1377, SB1381, excluding PT6A-6A

041987

Propeller Shaft Oil Seal Figure 3-2-3

Page

3-2-6

Nov 26/2004

PRATT

WHITNEY CANADA


Key

(8)

Figure

3-2-3

1.

Oil Seal Retaining Ring (Pre-SB1 377/Post-SB1390) Halves (Post-SB1 377/Post-SB1 381)

2.

Gasket

3.

Thrust

4.

Bearing Propeller Shaft

5.

Runner

or

Ring

Cover Oil Seal

6.

Bolt

7.

Washer

8.

Support Ring Halves (Post-SB1390) Felt Strip Inserts (Post-SB1381 only)

9.

(7)

to

If

applicable (Post-SB1381 only), moisten retaining ring halves, with engine oil.

the felt

strip

inserts

(9)

of the oil seal

Install the

previously slit gasket (2) (Pre-SB1377), over the propeller shaft between 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).

the

(9)

(10)

(11)

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.

engines incorporating retaining ring halves (Post-SB1 377/Post-SB1381), position ring halves on the thrust bearing cover, ensuring that the felt strip inserts (9, Post-SB1381 only) engage the lip of the seal runner, and secure with bolts (6) and washers (7). Torque bolts 36 to 40 Ib.in. and apply safety wire. For

Connect the airframe drain line the thrust

7.

REMOVAL A.

bearing

cover

(if fitted)

to the

nipple

at the 6 o’clock

position

the

on

(5).

SPLIT TYPE SEAL

Procedure

(1)

Remove the

bearing

(2) (3)

eight

bolts and washers

securing

the seal

retaining ring

to the thrust

cover.

Back off the seal

retaining ring (Pre-SB1137 engines), retaining ring (Post-SB1137 engines).

or remove

Remove the seal element using a suitable tool, taking in the magnesium alloy thrust bearing cover.

care

not to

both halves of the

damage

the

cavity (4)

Remove the seal element from the

propeller

shaft

by cutting,

and discard.

Page

3-2-7

Nov 26/2004

WHITNEY CANADA

PRATT


8.

SPLIT TYPE SEAL

INSTALLATION 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. AVOID APPLYING LOADS LOCALLY TO LIP OF SEAL. SEAL ELEMENT IS SOFT AND HAS LOW TEAR RESISTANCE. IT MUST BE HANDLED WITH CARE AT ALL TIMES TO PREVENT NICKING OR OTHER FORM OF DAMAGE.

CAUTION:

(2)

Moisten the seal in

(3)

Open

(4)

Press the

engine

oil.

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.

position. correctly

split ends gently into the seal cavity at, approximately, the 9 o’clock Work around with thumb pressure on both sides of the seal until seated.

Check that the

(6)

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. Slide the

NOTE:

(7)

split

is lined up and

pinched evenly into place.

(5)

When fitting retaining ring halves (Post-SB1137), not line up with split line of oil seal.

ensure

that

split

lines do

Secure the retaining ring to the thrust bearing cover with eight bolts and washers. bolts in a diametrical sequence, torque to 36 to 40 Ib.in. and apply lockwire.

Tighten

POWER SECTION 9.

REMOVAL A.

Procedure

(1)

suitable container under the reduction gearbox and remove drain plug (Pre-SB1217 engines) or chip detector (Post-SB1217 engines), and allow oil to Place

a

drain.

NOTE:

(2)

Disconnect

governor

(3)

chip detector is removed (Post-SB1217 engines), inspect chip (refer to Inspection, following). If

pneumatic

on

tube

(Py)

from power turbine governor,

PT6A-20A and -20B

Disconnect electrical connections

or

from

detector

propeller

engines only. as

required.

Page

3-2-8

Nov 26/2004

WHITNEY CANADA

PRATT


(4)

Disconnect

NOTE:

propeller reversing linkage

After

disconnecting linkage

prevent undue

(a)

stress

follows:

ensure

wire rope

on

that it is

adequately supported

to

casing.

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. PT6A-6A

(b) PT6A-6B, -6/C20 reversing linkage 1

and -20 as

1 3

(Pre-SB1185) engines: Disconnect propeller (See Figure 3-2-44).

follows:

Disconnect clevis rod end

interconnect rod

(17)

from

propeller reversing lever (18) and

(16).

Remove nuts, washers and bolts

securing lifting

bracket

(10)

to

flange

A.

Remove nuts and bolts and

(c)

as

securing wire rope casing to flange C as applicable, suitably support push-pull control rod and wire rope assembly.

PT6A-6B, -6/C20 and -20 (Post-SB1185) engines: Disconnect propeller

reversing linkage

as

follows:

(See Figure 3-2-44).

1

Disconnect clevis rod end interconnect rod (16).

2

Loosen locknut

(17)

from

propeller reversing lever (18) and

(8) securing push-pull

control rod

assembly

to

lifting

bracket

(10).

(d)

3

Remove bolts and self-locking nuts brackets to flange C, as applicable.

4

Remove inboard bolt and self-locking nut and loosen outboard bolt self-locking nut securing retaining plate (31) to lifting bracket (10). Swivel retaining plate (31) outward to release front swivel joint (7).

5

Remove (10) and

securing

wire rope

casing support

and

push-pull control rod and wire rope assembly from lifting bracket suitably support.

PT6A-20A and -20B

engines:

Disconnect


as

follows:

(See Figure 3-2-46). 1

Disconnect clevis rod end

1

Disconnect lower end of interconnect rod bleed link (31).

3

Remove bolts and

4

Loosen lock-nut swivel

joint (19)

(12)

self-locking

from

nuts

propeller reversing (14)

securing

(20) securing push-pull lifting bracket (8).

from

(29).

propeller governor air

wire rope

control rod

lever

casing

assembly

to

flange

C.

front

to

Page

3-2-9

Nov 26/2004

PRATT

WHITNEY CANADA


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).

5

NOTE: 6

PT6A-20B

engines may

or

may not

incorporate SB1185.

Remove

(8)

and

push-pull control rod and wire rope assembly from lifting bracket 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; couplings and forward sections of tubing. Protect center section of pressure and scavenge oil tubes with plastic caps. remove

(7)

Remove bolts and release T5 terminal block and

CAUTION:

(8)

into gas generator

case.

CAUTION MUST BE TAKEN NOT TO ROTATE OR DISTURB THE INTERSTAGE SEALING RING(S) ON THE REAR OF THE POWER TURBINE STATOR HOUSING.

Remove bolts and nuts, at

flange C and separate power section assembly from gas propeller has been removed, install power section in suitable stand. Remove sling. generator

(9)

gasket

Using

case.

suitable

If

marking pencil, mark housing.

location of

split

line of

interstage sealing ring(s)

with respect to shroud 10.

INSTALLATION A.

Procedure NOTE:

Whenever a replacement power section is installed on an engine at maintenance, the original power turbine vane and interstage baffle assembly must be retained and installed

on the new power section. This requirement is to throat area match between compressor turbine and power turbine vanes, which can affect operating parameters of the engine.

ensure

vane

(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

of

required, a light coat of sealant SQ32M may be applied to mating face flange C and T5 terminal block and boss prior to assembly.

Page

3-2-10

Nov 26/2004

PRATT

WHITNEY CANADA


cau~lohl:

PRIOR TO MATING THE POWER SECTION TO THE GAS GENERATOR

CASE, CENTRALIZE INTERSTAGE SEALING RING(S). THIS MAY BE ACCOMPLISHED BY INSERTING ONE OR MORE PIECES OF BEESWAX OF SUITABLE SIZE IN CAVITY AT 6 O’CLOCK POSITION IN STATOR HOUSING. ENSURE RING(S) IS IN SAME POSITION AS NOTED ON DISASSEMBLY. ON POST-SB1218 CONFIGURATION, ENSURE SIDE OF RING MARKED’PRESS’ FACES REAR OF ENGINE. CAUTION:

ENSURE FLANGE C OF GAS GENERATOR CASE AND EXHAUST DUCT ARE PARALLEL AND AXIALLY ALIGNED. IF ASSEMBLIES DO NOT MATE FREELY, DO NOT USE FORCE; WITHDRAW POWER SECTION AND CHECK FOR CAUSE OF INTERFERENCE.

position with two bolts ensuring that gasket position. Tighten bolts, torque to 32 to 36 Ib.in. and apply lockwire.

(3)

Secure terminal block in

(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

is in proper

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 Nos. 200 and

199),

and

apply

(Ref.

lockwire.

(8)

Reconnect pneumatic tube (Py) to power turbine governor or propeller governor. Tighten coupling nut, torque 90 to 100 Ib.in., and apply lockwire.

(9)

Reconnect

(a)


PT6A-6A

engines:

Attach bracket

as

follows:

(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

dowelled bolt and nut and bolt.

plain

nut.

reversing lever with bushing, spacer, Tighten nut, torque 32 to 36 Ib.in., and lockwire

(b) PT6A-6B, -6/C20 and -20 (Pre-SB1185) engines: following manner. (See Figure 3-2-44). I

Secure

lifting bracket (10), complete self-locking nuts. Tighten and torque

with

Reconnect

linkage,

to

linkage

flange

in the

A with bolts and

nuts 36 to 40 Ib.in.

Page

3-2-11

Nov 26/2004

WHITNEY CANADA

PRATT


2

Connect clevis rod end (17) to propeller reversing lever (18) and interconnect rod (16), with shouldered stud, spacer and castellated nut. Tighten nut, Clearances) and lock with cotterpin. torque (Ref. No. 599, Table Fits

3

Secure wire rope

self-locking (c)

nuts.

casing support brackets to flange C with Tighten nuts and torque 36 to 40 Ib.in.

bolts and

PT6A-6B, -6/C20 and -20 (Post-SB1185) engines: Reconnect propeller

reversing linkage 1

follows:

as


push-pull control rod with wire rod assembly front swivel joint (7) position in recess in lifting bracket (10). Pivot retaiing plate to retain front swivel joint (7) in lifting bracket recess. Locate

into

2

3

secure

36 to 40 Ib.in.

bracket

self-locking nut and (10). Tighten and torque nuts

retaining plate (31)

Install inboard bolt and

lifting

to

Connect front clevis rod end (17) to propeller reversing lever (18) and interconnect rod (16), with shouldered stud, spacer and castellated nut. Clearances) and lock with Tighten nut, torque (Ref. No. 599, Fits

cotterpin. 4

Tighten

locknut

(8), securing

torque (Ref. No. 583, Fits 5

Secure wire rope

self-locking (d)

nuts.

PT6A-20A and -208

front swivel

Clearances)

joint (7)

to

lifting

casing support brackets to flange C with Tighten nuts and torque 36 to 40 Ib.in.

engines:

Reconnect

bracket

(10),

and lockwire. bolts and


as

follows:

(See Figure 3-2-46). 1

Locate push-pull control rod, with wire rope assembly, front swivel joint into position in recess in lifting bracket (8). Pivot retaining plate (26) to retain front swivel joint (19) in lifting bracket recess. NOTE:

PT6A-20B

engines

may

or

may not

(19)

incorporate SB1185.

plate (26)

2

Install inboard bolt and self-locking nut and secure retaining 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) Clearances) and apply torque (Ref. No. 583, Fits

6

Secure wire rope

self-locking

nuts.

to

lifting

bracket

to

(8),

lockwire.

casing support bracket to flange C with Tighten nuts and torque 36 to 40 Ib.in.

bolts and

Page

3-2-12

Nov 26/2004

PRATT

WHITNEY CANADA


(10)

Check adjustments following.

(11)

Refill oil

(12)

Carry

on

reversing linkage.

system. (Refer

to Part

Refer to

Paragraphs 100., 101.,

106.,

2.)

out power section checks as outlined in Part

T5 THERWIOCOUPLE HARNESS

103. and

(PT6A-6/C20

AND PT6A-20

2, Table 2-6-4.

(PRE-SB1073) ENGINES)

AND

POST-SB1246 ALL MODELS 11.

REMOVAL A.

Procedure

(1) (2)

(See Figures

Remove power section.

Remove ten bolts not remove bolts

CAUTION:

(3)

3-2-4 and

(Refer

to


(23, Figure 3-2-5) securing containment ring (22) (5) at 1 and 7 o’clock positions.

at

flange

D. Do

WHEN LIFTING CONTAINMENT RING TO REMOVE HARNESS ASSEMBLY, EXERCISE CARE TO PREVENT EXCESSIVE PRESSURE BEING APPLIED TO HARNESS OR PROBES.

Lift containment

clips (5)

3-2-5)

on

ring,

cut lockwire

exhaust duct

lacings

and release

thermocouple harness from

(10).

(4)

Cut lockwire

(5)

Loosen thermocouple probe retaining nuts (2) using wrench (PWC30114-05) and withdraw each probe (1) from stater housing (13) with harness still attached to probe terminals. If further disassembly is not necessary allow containment ring to rest on flange D.

NOTE:

CAUTION:

(6)

facing

and release harness from four

clips

on

stater

housing (13).

Pre-SB1212: Ten T5 thermocouple probes are installed. Post-SB1212: Eight T5 thermocouple probes are installed; two bosses on stater housing nearest 6 o’clock position are plugged and respective bus-bar terminal straps removed.

PROBE TERMINAL BARS ARE INSULATED WITH BAKED CERAMIC WHICH IS EXTREMELY FRAGILE. AVOID TWISTING TERMINAL WHEN REMOVING SCREWS. USE 9/64 INCH ALLEN WRENCH FOR SCREWS ON ALUMEL AND 7/64 INCH ALLEN WRENCH FOR SCREWS ON CHROMEL TERMINALS. ANY LOOSENESS OF PROBE TERMINAL BARS IS CAUSE FOR REJECTION OF PROBE.

Individual probes may be removed by holding probe terminals with a 9/32 open end wrench and removing terminal screws with appropriate Alien wrench.

Page

3-2-13

Nov 26/2004

PRATT

WHITNEY CANADA


16

8

1 15)

io 14

13)

(12

C211

(Pre-SB1073 Engines) Power Section

Figure

Rear View 3-2-4

Page

3-2-14

Nov 26/2004

PRATT

WHITNEY CANADA


Key 1.

T5 Probes

2.

Probe

Figure

3-2-4

5.

Retaining Nuts Double Hexagon Bolts Interstage Sealing Ring(s) (SB1218) Cable Clips

6.

T5 Terminal Block

7.

Probe Terminals

8.

Reinforcing Ring Flange D

3. 4.

9.

Right Half

10.

Exhaust Duct

11.

Bottom Clevis Pin Location

12.

15.

Reinforcing Ring Stater Housing Interstage Baffle Retaining Plates

16.

Vanes

13. 14.

12.

to

Left Half

INSTALLATION A.

Procedure NOTE:

Prior to

assembly,

ensure

cleaned with No. 400

(1)

all

probe

and harness contact surfaces have been

abrasive cloth.

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.

CAUTION:

(2)

grit

DAMAGE WILL OCCUR IF THE ANTISEIZE COMPOUND COMES INTO CONTACT WITH TITANIUM PARTS. MAKE SURE THAT THE WORKPLACE IS CLEAN TO PREVENT ACCIDENTAL CONTAMINATION.

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 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. on

(3)

(4)

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. Post-SB1212: Ensure that 6 o’clock

position

on

stater

plugs are correctly housing.

fitted to lower bosses

adjacent

Page

to

3-2-15

Nov 26/2004

WHITNEY CANADA

PRATT


q~e 23 22

21

5 20

3 6

19

10

11

ls~ 12

171

Is’l 15 14

10)

(13

DETAIL OF LOWER PROBE BOSS BLANKING PLUGS 24

25

26

27

29 28

NOTE CORRECT LACING OF HARNESS TO CLIPS

(Post-SB1061,

PROBESO

DETAIL OF TYPICAL THERMOCOUPLE

Post-SB1073 and

Power Section Rear View and T5

Figure

Post-SB1246)

C3991A

Thermocouple Assembly

3-2-5

Page

3-2-16

Nov 26/2004

WHITNEY CANADA

PRATT


Key 1.

Exhaust Duct T5 Terminal Block

3.

T5

4.

Thermocouple Clip

5.

Bolt

6.

11.

Long Lead Half Rings Clip Clip Clip Thermocouple

12.

Short Lead

13.

Stater

8. 9. 10.

3-2-5

Harness

Probe

Assembly

14.

Housing Interstage Sealing Ring(s) (SB1218)

15.

Alumel Bus-Bar

16.

Chremel Bus-Bar

17.

Screws

18.

Seal

19.

Bus-Bar

20.

Retaining Plate (Post-SB1102) Straps Power Turbine Vane Ring

21.

Socket Head Screw

22.

Containment

23.

Bolt

24.

Alumel Terminal

25.

Chromel Terminal

26.

Capscrews Coupling Nut Copper Washer Thermocouple Probe Plug (Post-SB1212)

27.

28. 29. 30. If

Figure

2.

7.

(5)

to

Ring

probe is to be installed, ensure that chromel and alumel wire lugs are secured respective terminals on the probe terminal bars. Install and connect probes detailed in Subpara. (1) and (5).

a new

to their as

Page

3-2-17

Nov 26/2004

WHITNEY CANADA

PRATT


PROBE TERMINAL BARS ARE INSULATED WITH BAKED CERAMIC WHICH IS EXTREMELY FRAGILE. AVOID USING EXCESSIVE FORCE OR TWISTING TERMINALS WHEN TIGHTENING SCREWS. USE A 9/64 INCH ALLEN WRENCH FOR SCREWS ON ALUMEL TERMINALS AND 7/64 INCH ALLEN WRENCH FOR SCREWS ON CHROMEL TERMINALS. ANY LOOSENESS OF PROBE TERMINAL BAR IS CAUSE FOR REJECTION OF PROBE.

CAUTION:

(6)

Hold each terminal bar with

Torque (Ref.

screw.

a

9/32-inch open end wrench and

No. 596, Fits

Clearances)

each terminal

tighten

and lockwire each

screw

to

terminal wire.

(7)

Secure containment

bolts, torque

ring (22, Figure 3-2-5) to flange Ib.in., and apply lockwire.

out functional check of T5

(8)

Carry

(9)

Install power section. NOTE:

(Refer

T5 terminal block

engine ground

T5 THERMOCOUPLE

D with ten bolts

(23). Tighten

32 to 36

system

to

as

detailed in Part 3,

Inspection.


mounting

bolts should be

retorqued

and lockwired after

check.

HARNESS, BUS-BAR AND PROBES (PT6A-20/-20B (POST-SB1073)

AND ALL PT6A-20A

ENGINES)

AND POST-SB1246 ALL MODELS

13

A.

Procedure

(1)

(2)

(See Figure 3-2-5)

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).

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 Do not remove bolts (5) at 1 and 7 o’clock positions.

CAUTION:

(4)

D of exhaust duct.

When lifting containment ring to remove harness, exercise care to prevent excessive pressure being applied to thermocouple probes and bus-bar.

Lift containment NOTE:

flange

ring (22) sufficiently

to clear

clip (8)

on

exhaust duct

(1).

approved marker, mark position of harness relative to clip (9). If harness is to be installed, transfer this mark to exact position on harness.

Using

an

a new new

(5)

Cut lockwire containment

lacings ring.

at

clips (8 and 9), and

remove

harness

by pulling

leads clear of

Page

3-2-18

Nov 26/2004

PRATT

WHITNEY CANADA


(6)

14.

disassembly is not required, allow temporarily secure with one slave bolt. If further

containment

ring

to rest

on

flange D,

or

INSTALLATION OF HARNESS A.

Procedure

CAUTION:

(See Figure 3-2-5) WHEN LIFTING CONTAINMENT RING TO INSTALL HARNESS, EXERCISE CARE TO PREVENT EXCESSIVE PRESSURE BEING APPLIED TO THERMOCOUPLE PROBES AND BUS-BAR.

ring (22) sufficiently

(1)

Lift containment

(2)

(3) by passing leads under containment ring and aligning with clips and (8 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

(4)

to clear

clip (8)

on

exhaust duct.

Install harness

clips (8

and

9) using safety wire. (See Detail A.)

Fasten containment ring at Flange D with bolts safety wire bolts (5 and 23).

(23). Torque bolts

32 to 36

Ib.in.,

and

(5)

Pre-SB1457: Connect leads (6 and 12) of harness to respective terminals of bus-bar with socket head screws. Torque screws (Ref. No. 596, Fits Clearances) and

(6)

safety

wire

(6 and 12) or harness to respective terminals of Torque large nuts (AL) 10 to 15 Ib.in., and small nuts (CR) 8

Post-SB1457: Connect leads bus-bar with nuts. to 12lb.in.

(7)

15.

After installation of power section (refer to Paragraph 10., and resistance checks as detailed in Inspection, following.

preceding),

carry out

loop

REMOVAL OF BUS-BAR AND PROBES (Post-SB1212) A.

Procedure

(See Figures

3-2-5 and

3-2-6)

(1)

SB1218: Identify relative position of interstage sealing ring(s) and mark location of split joint of ring on stater housing (13), 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.

(14, Figure 3-2-5) using an approved

Page

3-2-19

Nov 26/2004

PRATT

WHITNEY CANADA


$35

Y/

~n,o

8)

7

s

6

(Post-SB1073

and

C3795

Post-SB1246)

T5 Bus-bar and Probe Installation Figure 3-2-6

Page

3-2-20

Nov 26/2004

WHITNEY CANADA

PRATT


Key

4. 5.

Alien Wrench

6. 7.

Open-end Spanner (9/32) Stater Housing

8.

Screw

EXERCISE CARE WHEN REMOVING CAP SCREWS. DO NOT APPLY EXCESSIVE PRESSURE ON PROBE TERMINAL BARS, AS CERAMIC INSULATION IS EXTREMELY FRAGILE.

CAUTION:

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). Hold

looseness of

NOTE:

Any

Remove

screws

(Post-SB1102) (5)

probe

terminal bar is

cause

for

rejection

of

probe.

(17, Figure 3-2-5), interstage seal ring retaining plates (18) housing (13).

and bus-bar, from stater

probe coupling nuts (27) using probes (29) and copper washers (28). Unscrew

NOTE: 16.

3-2-6

Strap Capscrew (Chromel Terminal) Alumel Terminal Strap Capscrew (Alumel Terminal)

3.

(4)

Figure

Chromel Terminal

1. 2.

(3)

to

SB1061: Note

quantity of

wrench

washers

(28)

(PWC30114-08), removed for

and

ease

of

remove

reassembly.

INSTALLATION OF BUS-BAR AND PROBES (Post-SB1212) A.

Procedure

(1)

(See Figures

3-2-6)

Using No. 400 grit abrasive cloth (PWC05-003), of bus-bar terminals and probe terminal bars. NOTE:

(2)

3-2-5 and

thoroughly

clean contact surfaces

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.

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.

Page

3-2-21

Nov 26/2004

WHITNEY CANADA

PRATT


EXERCISE CARE WHEN INSTALLING TERMINAL SCREWS. AVOID TWISTING TERMINAL WHEN TIGHTENING SCREWS AS CERAMIC INSULATION IS EXTREMELY FRAGILE.

CAUTION:

(4)

Connect alumel and chromel straps of probe terminal bar as follows:

(a)

Hold each

probe

terminal in turn

each strap of bus-bar to and (2).

(b) Using screw

a

(3

probe

using

screws,

Figure 3-2-6)

9/32 inch

terminal bar with

9/64-inch Alien wrench for

(2), tighten

and 1,

screw

to

respective

terminal

open-end wrench and secure appropriate cap screws (4)

and 7/64-inch Alien wrench for Clearances) and

(4)

torque (Ref. No. 596, Fits

lockwire.

(5)

Connect leads

(6

and 12,

Figure 3-2-5) of hamess (3) to respective terminal Tighten screws, torque (Ref. No. 596, Fits

of

bus-bar with socket head screws. Clearances) and lockwire.

(6)

Secure stater

(7)

long lead (6) of harness to clips (4) and short lead (12) housing, by lacing with lockwire. (See Detail B.)

Install interstage sealing ring(s) (14) preceding. NOTE:

in

original location,

Single ring configuration (Post-SB1218) facing rear of engine.

clips (10)

on

Paragraph

15

to

noted in

must have

(PRESS) marking

to Section

3, following.)

(8)

Carry

(9)

After installation of power section (refer to Paragraph 10. preceding) carry out and resistance checks as detailed in Inspection, following.

out heat response check of

probes. (Refer

(a),

loop

COMPRESSOR TURBINE DISK 17.

REMOVAL (Pre-SB1043 ENGINES) A.

I

Procedure

(See Figure 3-2-7)

(1)

Remove power section and install in stand

(2)

Disengage splined lock (5) following sequence: (a)

Back off

(b)

Install

in turbine

puller body (2) until

(Refer

retaining

bolt

it touches nut

puller by running puller

screw

(1)

to

on

into


(4) using puller (PWC30325),

puller

splined

screw

lock

in

(1).

(5) until it bottoms.

Page

3-2-22

Nov 26/2004

WHITNEY CANADA

PRATT


(c)

Hold puller screw with suitable wrench and splined lock is in fully disengaged position.

NOTE:

CAUTION:

(3)

1

Break and

Use

down

puller body (2)

until

Fully disengaged positions can only be determined by ’feel’, i.e. splined lock (5) contacts rear face of turbine retaining bolt (4).

when

DO NOT EXCEED 150 LB. FTTORQUE ON BOLT.

torque (50

remove

to 100

Ib.ft.)

on

turbine

retaining

bolt

using

wrench

(PWC30042)

bolt.

CONTINUED USE OF PULLER IN SUBPARAGRAPH (4), FOLLOWING, MAY DAMAGE BLADE TRAILING EDGES IF SHROUD HEAT SHIELD IS CONTACTED.

CAUTION:

(4)

run

puller (PWC30330) to release turbine disk snap diameters only. This will be by a drop of the disk and freedom of puller operation. Withdraw disk.

observed

(5)

I

If Pre-SB1439 bolt is seized

(a)

Install drill bit, part of kit

(b)

Install stop

(c)

Install

(d) Set Use

into CT bolt hole,

drill at slow

cutting oil,

Remove

(f)

Fill oil

(PWC50057),

drill bit, 4.270 in. from

on

bushing

(e)

(Ref. Fig. 3-2-8): in suitable hand drill.

tip.

fingertight.

speed and drill through bolt until drill stop remove debris at regular intervals.

contacts bolt head.

and

bushing

from CT bolt and clean

surrounding

area.

injector (PWC50060): tum knob clockwise until plunger bottoms; place injector tip in penetrating oil (50% kerosene, 50% engine oil is suitable); and turn knob counter-clockwise to draw in oil.

(g)

Install

injector

in CT bolt. Make

sure

packing

seals between

injector and bolt

head.

(h) Turn injector knob clockwise, fingertight, to empty injector and flood stubshaft cavitjl. Maintain pressure in cavity by tightening knob at regular intervals for 5 minutes minimum.

18.

(i)

Remove

(j)

If bolt does not move,

injector, and loosen

bolt.

repeat steps (f) through (i)

until bolt is removed.

INSTALLATION (Pre-SB1043 ENGINES) A.

Procedure

(1)

(See Figure 3-2-8)

splines of stubshaft and disk, and threaded portion retaining bolt with lubricant (PWC06-036). Install disk and aligning master splines. Lightly

turbine

smear

and shoulder of blade assembly

Page

3-2-23

Nov 26/2004

WHITNEY CANADA

PRATT


SPLINED LOCK ARRANGEMENT OF DISK AND STUB SHAFT IN THE UNLOCKED POSITION

1)

(2)

1

(3)

Pre-SB1043

Compressor

(4)

(5)

(6

C77B

Engines

Splined Lock Arrangement Figure 3-2-7

Turbine

Page

3-2-24

Nov 26/2004

PRATT

WHITNEY CANADA


Key

5.

(PWC30325) Body (PWC30325) Splined Lock Spring Turbine Retaining Bolt Splined Lock

6.

Stubshaft

3.

draw splined its disengaged position puller (PWC30325) (5) n on w o hs Figure

Use

to

as

(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. Install bolt

NOTE:

(4)

I 19.

preceding.)Instal

Locking position may be found by inserting threaded puller (PWCS0128-05) into splined lock and pulling back slightly to allow lock to be turned, checking each spline in turn. When properly aligned, splined lock (5) will drop in flush with end of bolt (4). power section

on

gas generator

REMOVAL (Post-SB1043 AND ALL PT6A-20A A.

Procedure

assembly (Refer

Paragraph 10.,

to

ENGINES)

(See Figure 3-2-9)

(1)

Remove power section and install in stand

(2)

Install wrench (1, PWC30331) at flange C of gas generator compressor turbine disk from rotating.

(3)

Insert

(4)

Use

(5)

Remove unlocking tool and break torque of socket. Remove bolt and keywasher.

protector sleeve (3, PWC30336)

unlocking

NOTE:

I

CAUTION:

1

lock

to

3-2-7.

(3)

1

3-2-7

Puller

4.

(2)

Figure

Puller Screw

1. 2.

I

to

(6)

Use

tool

(2, PWC30335)

(Refer

to

Paragraph 9., preceding.) case

to

prevent

into centerbore of turbine disk.

to unlock

keywasher

mounting

at

bolt

retaining

using

a

bolt.

conventional

DELETED CONTINUED USE OF PULLER IN SUBPARAGRAPH (6), FOLLOWING, MAY DAMAGE BLADE TRAILING EDGES IF SHROUD HEAT SHIELD IS CONTACTED.

puller (PWC30403)to release turbine disk snap diameters only. This will by a drop of disk and freedom of puller operation. Withdraw disk.

be

observed

(7)

If Post-SB1439 bolt is seized:

Page

3-2-25

Nov 26/2004

PRATT

WHITNEY CANADA


4.270

DRILL STOP

DRILL BIT

CT BOLT

BUSHING

OIL INJECTOR PREFORMED PACKING

B

o

4

CT BOLT

C25663 Removal of CT Bolt Figure 3-2-8

Page 3-2-26 Nov 26/2004

WHITNEY CANADA

PRATT


oil is

(a) Apply sufficient penetrating oil (50% kerosene, 50% engine through bolt center hole to flood stubshaft cavity. (b)

Rotate CT several times to let oil reach slots in bolt

suitable)

thread, and let soak for

20

minutes minimum.

CAUTION:

(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. CONTINUED OPERATION OF PULLER DURING REMOVAL OF DISK MAY DAMAGE BLADE TRAILING EDGES IF SHROUD HOUSING IS CONTACTED.

CAUTION:

(8)

IF FORCE DOES NOT DECREASE, DO NOT EXCEED 150 LB.FT THIS INDICATES PERMANENT SEIZURE, AND BOLT MUST BE DRILLED OUT. DRILL OUT IN TWO STAGES. DO NOT EXCEED MINOR THREAD DIA. OF 0.5538 IN.

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 NOTE:

case.

A

drop

of the disk

or

freedom of

the disk snap diameters

20.

puller operation

will be observed when

released.

HANDLE TURBINE DISK AND BLADE ASSEMBLY WITH CARE.

CAUTION:

(9)

are

Place disk and blade assembly in a suitable container.

on

clean bench and

remove

puller.

Install

assembly

INSTALLATION (Post-SB1043 AND ALL PT6A-20A ENGINES) A.

Procedure

(See Figure 3-2-9)

(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 (PWC06-004). Apply same lubricant to shoulder and threaded portion

with lubricant of bolt.

NOTE:

(3) (4)

Insert

On mounting bolt (Post-SB1439) make thread slots are clear.

keywasher

Install wrench

and

retaining

(PWC30331) rotating.

at

sure

axial

lubricating

hole and

bolt into disk centerbore.

flange

C of gas generator

case

to

prevent compressor

turbine disk from

(5)

r~ghten

and double torque

mounting bolt, (Ref.

No. 541, Fits

Clearances) using

a

conventional socket wrench.

Page

3-2-27

Nov 26/2004

PRATT

WHITNEY CANADA


I I

I

Ilil

Post-SB1043

C487C

Engines

Compressor Turbine Removal Figure 3-2-9

Page

3-2-28

Nov 26/2004

WHITNEY CANADA

PRATT


Key 1. 2. 3.

(6)

1

Use

locking

tool

to

Figure

3-2-9

(PWC30331) Unlocking Tool (PWC30335) Sleeve Protector (PWC30336)

Wrench

(PWC30458)

to lock

keywasher

and withdraw tool

taking

care

not to scratch centerbore of disk.

(7)

1

Install power section onto gas

generator assembly (Refer

to

Paragraph 10.,

preceding.)


REMOVAL A.

Procedure

(See Figure 3-2-10) Paragraph 9., preceding.)

(1)


(2)

Remove bolts fastening T4 terminal block to gas terminal block and gasket.

(3) (4)

Release

thermocouple

Remove

safety

turbine shroud

(5)

(Refer

to

generator

case

and detach

FLEXING OF BRAIDED LEAD MUST BE KEPT TO A MINIMUM TO AVOID SHORTING AND/OR FRAYING OF BRAID. ATTACH TERMINAL BLOCK LOOSELY TO BUS-BAR WITH SAFETY WIRE IMMEDIATELY ON REMOVAL FROM GAS GENERATOR CASE.

CAUTION:

22.

(PT6A-6 SERIES ENGINES)

wire from three

clips

on

combustion chamber liner.

wire and bolts fastening thermocouple housing. Remove harness assembly.

Install harness in

protector (PWC30111)

to avoid

harness to compressor

damage

to

probes.

INSTALLATION A.

Procedure

(1)

(See Figure 3-2-6)

Position T4 thermocouple hamess assembly with harness support bracket in the 3 o’clock

Tighten bolts, torque (2) (3)

32 to 36 Ib.in. and

Secure T4 harness conduit in three Install T4 terminal block two bolts.

Tighten

together

on

compressor turbine shroud housing with 12 bolts.

position, and secure lockwire individually.

clips provided

with

gasket

on

on

gas


generator

case

and

secure

with

bolts, torque 32 to 36 Ib.in. and lockwire.

Page

3-2-29

Nov 26/2004

PRATT

WHITNEY CANADA


C599A

Compressor

Turbine Disk and T4 Harness Installed Figure 3-2-10

Page

3-2-30

Nov 26/2004

WHITNEY CANADA

PRATT


T4 TRIM HARNESS 23.

(PT6A-6

SERIES

ENGINES, POST-SB1198)

GENERAL A.

The T4 trim harness is connected externally in parallel with the T4 thermocouple harness, on some overhauled engines, to eliminate readout error. Should the trim harness require replacement in the field, it must be replaced with one of identical resistance. Careful note should be made of the part number of the unit removed and the part number of the unit to be installed (refer to Table 3-2-1). TABLE 3-2-1, Trim

P/N 3013604 and class

Thermocouple

Resistance Value

(Ohms

at

70"F)

Conversion Table P/N 3031417

and class

3.75 to 3.95

10

3.95 to 4.20

11

4.20 to 4.45

12

4.56 to 4.75

13

4.75 to 5.10

14

5.10 to 5.50

15

5.50 to 5.90

16

5.90 to 6.40

17

6.40 to 6.90

18

6.90 to 7.60

19

8

20

1

9

25

2

10.5

30

3

12

35

5

14

40

7

16

45

10

19

50

20

24

55

30

30

60

40

43

65

50

72

70

60

110

75

Page

3-2-31

Nov 26/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


REMOVAL

A.

Procedure

.(1)

(See Figure 3-2-11)

securing T4 trim harness chromel and alumel lead lugs to T4 harness terminal block on gas generator case. Remove lugs from

Remove two nuts

thermocouple

terminal posts.

(2)

PT6A-6A and -6B

securing clamp (1) (3)

PT6A-6

(8)

25.

and

engines: Remove bolt (14), self-locking nut (4) and spacer to clamp (12) on wire rope casing. Slide clamp (I)from probe (8).

engines: Remove bolt (2), self-locking nut (4) and spacer (10) securing probe clamp (9) to bracket (11). Slide clamp (9) off probe.

(4)

Remove two bolts (7),. nuts (4) and washer (6) support bracket (3, if fitted) to center fireseal.

(5)

Remove

securing probe (8) flange

probe (8) carefully, feeding hamess (5) through

and

center fireseal.

INSTALLATION A.

Procedure

(1)

(2)

(See Figure 3-2-11)

Feed harness leads (5) forward through respective hole in center fireseal until probe flange (8) abuts rear face of center fireseal.

fireseal.

(3) if applicable, and probe flange to center fireseal with (7), two nuts (4) and washer (6). Bolt heads must be on rear face of r~ghten nuts and torque 36 to 40 Ib.in.

PT6A-6

engines: Slide clamp (9)

Secure support bracket two bolts

(3)

onto

probe (8)

to

align

with bracket

(11)

secure

to

support bracket (3). Insert spacer (10) between bracket (11) and clamp (9) and spacer and clamp to bracket and torque bolt 36 to 40 Ib.in. secure

(4)

using

bolt

(2)

and

self-locking

nut

(4). Tighten

engines: Slide clamp (1) onto probe (8) to align with clamp (12). clamps (1) and (12) and secure clamps using bolt (14) and Tighten nut and torque 36 to 40 Ib.in.

PT6A-6A and -6B

Insert spacer between

self-locking (5)

nut.

Install

respective hamess (5) chromel and alumel lugs on respective T4 thermocouple posts and secure with respective self-locking nuts. Tighten large (alumel terminal) nut and torque 36 to 40 Ib.in. Tighten smaller (chromel terminal)

terminal block nut and 26.

torque 23

to 26 Ib.in.

FUNCTIONAL CHECK A.

Procedure

(1)

Using Turbine Temperature Indicating System Test Set (Barfield TT1000A, or equivalent), check resistance across trim harness lugs. Acceptable resistance detailed in the Illustrated Parts Catalogue, for each class of trim harness.

Page

is

3-2-32

Nov 26/2004

PRATT

WHITNEY CANADA


(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.

GLOW PLUGS AND CABLES 27.

REMOVAL A.

Procedure

(1)

Disconnect cables at

(2)

Detach

(3)

Remove NOTE:

ignition

current

clamps securing cables

glow plugs If

from gas

inspection

of

to

regulator

engine,

generator

glow plug

0.5625-18 UNF thread 28.

(PRE-SB1429)

and

and

glow plugs.

remove

cables.

case.

bosses indicates

damage,

dress threads with

tap.

INSTALLATION A.

Procedure

(1)

Install

glow plugs (no

torque (Ref. No. 562,

thread lubricant is permitted) and Fits Clearances).

gaskets. Tighten plugs

(2)

Connect cables to glow plugs. Tighten cable nuts, torque Clearances) and apply lockwire.

(3)

Attach electrical connectors to ignition current regulator. (Ref. No. 561, Fits Clearances) and apply lockwire.

(4)

Install

clamps

on

cables and

secure

to

(Ref.

and

No. 566, Fits

Tighten connectors, torque

engine. Tighten clamp

bolts and torque 36

to 40 Ib.in.

SPARK IGNITERS AND IGNITER CABLES 29.

(POST-SB1429)

REMOVAL A.

Procedure

WARNING:

(1)

(See Figure 3-2-12)

RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. MAKE SURE IGNITION IS SWITCHED OFF AND SYSTEM HAS BEEN INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING ANY IGNITION COMPONENTS. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.

Isolate power from

ignition system.

Page

3-2-33

Nov 26/2004

PRATT

WHITNEY CANADA


INLET SCREEN

FIRESEAL ASSEMBLY

(REF.)

14

(REF.)

9

11

LA

I

FIRESEAL MOUNT BRACKET (REF.)

9 7

10)~ 12

13

SYMBOLS 9

PT6A-6A 6 PT6A-6B ONLY

~A´•PT6A-6 AND PT6B-9 ONLY

(11)

(15)

‘r

V

,~E´•

1 2 io

7

3

SECTION

(PT6A-6,

PT6A-6A and

A-A

C320

PT6A-6B, Post-SB1198)

Removal/lnstallation of T4 Trim Harness

Figure

3-2-11

Page

3-2-34

Nov 26/2004

WHITNEY CANADA

PRATT


CAUTION:

Key

to

3-2-11

Figure

1.

Clamp

2.

Bolt

3. 4.

Support Bracket Self-locking Nuts

5.

T4 Trim Harness

6.

Washer

7.

Bolts

8.

T1 Probe

9. 10.

Clamp Spacer

11.

Bracket

12. 13.

Clamp Reversing

14.

Bolt

15.

Bolt

Cable

WHEN UNSCREWING CABLE COUPLING NUTS, DO NOT ALLOW BRAIDING, FERRULES OR IGNITER TO TURN AT SAME TIME.

(2)

Disconnect coupling nuts on left and right igniter cables (7 and 8) from respective spark igniters (1) and ignition exciter (9).

(3)

Remove brackets

self-locking nuts and bolts and separate loop clamps (3 (4 and 2) at center fireseal.

(4)

Remove

self-locking nuts and (11 and 13).

angle (5)

(6)

bolts and separate

and

loop clamps (10

5)

and

from

12)

angle

from

brackets

Remove

self-locking

P3 boss

on

Remove

self-locking

nut and bolt and

gas generator

separate loop clamp (21) from bracket (20)

at

case.

nut and bolt and

separate loop clamp (19) from loop clamp

nut and bolt and

separate loop clamp (14) from bracket (22)

on

fuel tube.

(7)

Remove on

(8) (9)

inlet

self-locking

screen.

Remove brackets

self-locking nuts and bolts and separate loop clamps (15 (16 and 18) from rear fireseal mount ring.

Remove

self-locking

and

nut and bolt and

separate loop clamps (6)

on

and

17),

igniter

and

cables

(7

8).

(10)

Withdraw

(11)

Remove

(12)

Remove copper

igniter

cables

(7

and

8) through

fireseal mount

spark igniters (1) from gas generator

gasket

from each

rings.

case.

spark igniter

and discard.

Page

3-2-35

Nov 26/2004

PRATT

WHITNEY CANADA


1

a 8 a

DETAIL

A

DETAIL

B

B

i~7D

11 i

DETAIL

P_ 13

C DETAIL

C17951

(Post-SB1 429) Removal/installation of

Figure

Igniter

O

Cables

3-2-12

Page

3-2-36

Nov 26/2004

PRATT

WHITNEY CANADA


Key 1. 2. 3. 4.

5. 6. 7. 8.

9. 10. 11.

12. 13. 14.

15. 16. 17.

18. 19. 20. 21. 22. 30.

to

Figure

3-2-12

Spark Igniter Angle Bracket Loop Clamp Angle racket Loop Clamp Loop Clamp Igniter Cable (Left Hand) Igniter Cable (Right Hand) Ignition Exciter Loop Clamp Angle Bracket Loop Clamp Angle Bracket Loop Clamp Loop Clamp Angle Bracket Loop Clamp Angle Bracket Loop Clamp Angle Bracket Loop Clamp Angle Bracket

INSTALLATION A.

Procedure

(See Figure 3-2-12)

CAUTION:

APPLY COMPOUND TO IGNITER THREADS OR IGNITER BOSS THREADS ONLY.

(1)

Install

(2)

Using a small paintbrush, apply igniter threads.

new

NOTE:

(3)

Install case.

(4)

copper

gasket

on

each

Spark igniter threads

spark igniter (1).

antiseize

compound (PWC06-023) only

to

spark

must not be lubricated with oil.

spark igniters in bosses at 4 o’clock and 8 o’clock positions on gas generator Tighten igniters and torque (Ref. No. 562, Table Fits Clearances).

Assemble

rear

passing

rings.

igniter cables (7 and 8) between center and cable ends through respective holes in mount

until cable

flanges

bear

against

mount

fireseal mount rings, Pull cables through

rings.

Page

3-2-37

Nov 26/2004

PRATT

WHITNEY CANADA


CAUTION:

BOLTS SECURING SEAL RETAINING PLATES TO REAR AND CENTER FIRESEALMOUNT RINGS MUST HAVE BOLT HEADS LOCATED ON AIR INLET SIDE.

(5)

angle

Position

brackets (16 and 18), on front face of each cable flange, left hole, Secure each bracket and cable flange to rear fireseal mount ring with two

position. bolts and

(6)

self-locking

nuts.

Tighten nuts, torque

36 to 40 Ib.in.

Position

angle brackets (4 and 13) on rear face of center firesealmount ring against flanges. Secure brackets and cable flanges to mount ring with two bolts and self-locking nuts. Tighten nuts, torque 36 to 40 Ib.in. cable

CAUTION:

UNDER NO CIRCUMSTANCES ARE LUBRICANTS OF ANY TYPE TO BE USED ON CABLES WITH TEFLON INSULATED SLEEVES. LUBRICANTS CONTAINING GREASE, SILICONE OR PETROLATUM MUST NOT BE USED ON ANY IGNITION COMPONENTS, AS CONTAMINATION OF ELECTRICAL CONTACTS WITHIN CONNECTORS OR CENTRAL CONDUCTOR OF CABLE CAN RESULT IN A HIGH RESISTANCE PATH WHICH COULD GENERATE HEAT AND OXIDATION.

CAUTION:

DO NOT ALLOW BRAIDING, FERRULES OR IGNITER PLUGS TO TURN WHENSCREWING ON COUPLING NUTS.

(7)

Connect

coupling nuts at end of igniter cables (7 and 8), to respective spark igniters 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.

(1)

(8) (9)

(10)

and

Secure

loop clamps (6)

nut and

torque 36

(12) (13)

Secure

(7

and

8)

with bolt and self-

locking

nut.

Tighten

(16

and

18)

loop clamp (19) on cable (8) to loop clamp on fuel pressure tube, with bolt nut. Tighten nut and torque 36 to 40 Ib.in.

self-locking

Secure

to

nut.

Ib.in.

loop clamp (21) on cable (8) Tighten nut and torque 36 to 40

Secure

loop clamp (14) self-locking nut. Tighten Secure nuts.

(14)

cables

Secure loop clamps (15 and 17) on cables (7 and 8) to angle brackets with bolts and self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.

and

(11)

on

to 40 Ib.in.

on

cable

nut and

(7)

angle bracket (20)

to bracket

torque

(22)

on

with bolt and

air inlet

screen

self-locking with bolt and

36 to 40 Ib.in.

loop clamps (3 and 12)to brackets (4 Tighten nuts and torque 36 to 40 Ib.in.

and

13)

with bolts and

Secure loop clamps (5 and 10) to angle brackets (2 and Il)with self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in.

self-locking

bolts and

Page

3-2-38

Nov 26/2004

PRATT

WHITNEY CANADA


FUEL DUMP VALVE AND FUEL MANIFOLD ADAPTER ASSEMBLIES A.

Removal

(See Figure 3-2-13)

(1)

Disconnect

(2)

Number fuel manifold

(3)

Disconnect fuel

(4)

glow plug

or

spark igniter cables,

adapters prior

delivery

tube

(10)

at

as

applicable.

to removal.

dump

valve elbow

(9).

Remove attachment bolts and

lockplates from inlet manifold adapter (3) located at gas generator case and each adjacent manifold adapter (11). Remove fuel manifold transfer tubes (4).

6 o’clock

position

on

(5)

Remove fuel

(6)

Loosen locknut on fuel manifold adapter. NOTE:

dump

Unless

valve and inlet fuelmanifold

dump

glow plugs

adapter

valve connection and

or

spark igniters

as an

remove

assembly.

dump valve from inlet

remain installed, do not attempt to

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. remove

(7)

Remove bolts and transfer tubes and

CAUTION:

(8)

lockplates adapters.

from

remaining

fuel manifold

adapters

and withdraw

EXTREME CARE MUST BE EXERCISED WHEN HANDLING FUEL NOZZLES AND SHEATHS. WEAR CLEAN, LINT-FREE, COTTON GLOVES WHILE HANDLING COMPONENTS; FINGERPRINTS LEFT ON ORIFICE MAY PRODUCE A POOR SPRAY PATTERN.

Remove sheath from each manifold

necessary

adapter using puller (PWC30416),

as


NOTE: 1. Manifold components are to be inspected as detailed in Section 3, following, and cleaned as detailed in Part 2, Section 3.

NOTE: 2. If manifold assemblies are not to be reinstalled in engine immediately, they should be placed in a clean, covered container to prevent exposure to dirt and dust. NOTE: 3. If manifold assemblies

they

must be

prevent their

are to be shipped to an overhaul facility, or stored, individually wrapped and securely packaged in a manner to relative movement and possible damage to orifice faces.

Page

3-2-39

Nov 26/2004

PRATT

WHITNEY CANADA


2)(3)(4

lc0

D

I

g

~p C76B

Fuel Manifold and Fuel

Figure

Dump

Valve

(Typical)

3-2-13

Page

3-2-40

Nov 26/2004

WHITNEY CANADA

PRATT


Key

32.

3-2-13

1.

Gas Generator Case Front Drain Valve

2.

Adapter Securing

3.

Inlet Fuel Manifold

4.

Fuel manifold Transfer Tube

5.

Nut

6.

Valve

7.

Fuel

8.

Nut

9.

Elbow

Bolt and

(Rear

Valve

Similar)

Lockplate

Adapter

(Typical 14)

Coupling Dump Valve

10.

Fuel

11.

Fuel Manifold

12.

Drain Valve

Delivery

Tube

Adapter (Typical 13) Securing Bolt

REPLACEMENT OF FUEL NOZZLES A.

Figure

to

LEAKAGE TEST

Procedure CAUTION:

(1)


When fuel nozzle

replacement is necessary, the fuel manifold adapter assembly pressure-tested before installation. Test fuel manifold adapter assembly for leakage as follows: must be

(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.

(b)

(Ref.

No. 550, Fits

Install fuel manifold

Clearances).

adapter assembly

in test fixture

(PWC30270)

(See Figure

3-2-15). NOTE:

Use one manifold

blanking plug (PWC30099) adapter.

when pressure

(c) Connect supply line of clean, dry, compressed and pressurize to 500 psig. (d)

or

nitrogen,

inlet

to test fixture

Pressure test for leaks

by applying leak checking fluid, Leak Tec 372 (PWC05-007) around fuel nozzle and tabwasher area, or by immersing petroleum solvent, AMS3160 (PWC11-027). NOTE:

(e)

air

testing

If

No

leakage

is

permitted

leakage test is satisfactory, keywasher over fuel nozzle.

between fuel nozzle and manifold

remove

assembly from

in

adapter.

test fixture and lock

Page

3-2-41

Nov 26/2004

PRATT

WHITNEY CANADA


r$ n’

C974

Fuel Noule Sheath Removal

Figure

3-2-14

Page

3-2-42

Nov 26/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


39.

INSTALLATION

A.

Procedure

(See Figure 3-2-13)

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:

(2)

Using

Primary fuel manifold adapters are larger mounting flange. Other weld of the adapters should be ignored.

identified blobs

by a single weld blob on the appearing on the knuckle section

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.

(3)

this

(4)

suggests

one or

fuel noule

dump valve coupling (6) together with (7). Torque nut 40 to 65 Ib.in.

Assemble fuel valve

(5)

tip and side of hole in sheath (See Figure inch is required. If a clearance is less at any point, both parts are distorted. Return parts for repair as necessary.

Carefully check gap between 3-2-16), a clearance of 0.020

new

preformed packing

Assemble nut (5), new packing retainer and new preformed packing, on and insert into fuel inlet manifold adapter (3) (Ref. No. 650, Table Fits

to

dump

coupling,

Clearances). (6)

Assemble fuel line elbow

preformed packing, Torque locknut 38 to

to

(7)

(9) dump

and nut (8), together with new packing retainer and valve (7) (Ref. No. 650, Table Fits Clearances).

40 Ib.in.

Install assembled manifold adapter and dump valve, complete with case boss at 6 o’clock position and secure as follows:

new

gasket,

on

generator

(a)

Pre-SB1276: Install bolts and torque 32 to 36 Ib.in. not safety wire at this stage.

(Ref.

No. 658, Fits 8

Clearances); do

Page

3-2-43

Nov 26/2004

PRATT

WHITNEY CANADA


4

C214A Fuel Manifold

Adapter Assembly Leakage Figure 3-2-15

Test Fixture

Page

3-2-44

Nov 26/2004

PRATT

WHITNEY CANADA


Key

Figure

1.

Hose

2.

Test Fixture

3.

Set Screw

4.

5. 6.

CAUTION:

to

3-2-15

Assembly

(Part of Fixture) Adapter Assembly Plastic Pad (Part of Fixture) Torque Screw (Part of Fixture) and Nozzle

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: 36 Ib.in., in

(c)

Install two bolts and torque 15 to 20 Ib.in., then retorque 32 to same sequence without loosening, then apply safety wire.

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 lockplate and two bolts. (d)

Pre-SB1276: NOTE:

Torque

in

original positions.

bolts 32 to 36 Ib.in.

(Ref.

Secure each

No. 658, Table Fits

adapter

Clearances).

Some

early engines may be equipped with manifold adapters having diameter bores at each end and transfer tubes having equal 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 be assembled as shown on Figure 3-2-17. The two types are

interchangeable on the quantity of like parts of NOTE:

(e)

with

basis of

one new

transfer tube for

a

comparable

at this

stage

as

they

must be

retorqued

Post-SB1276: Torque bolts sequentially 15 to 20 Ib.in., then continue in sequence 32 to 36 Ib.in. without loosening; safety wire bolts in pairs. After

(f)

Safety

wire fuel

torquing a maximum 0.001 in. gap is allowed adapter and sheath flanges (See Figure 3-2-13).

(g)

Connect fuel delivery tube and safety wire.

(h)

Install cables to glow plugs or nuts (Ref. No. 566, Table Fits

dump

valve

only

the older type.

Do not safety wire bolts engine ground check.

NOTE:

can

after

same

between the

fittings.

(10)

to fuel line elbow.

Torque

nut 90 to 100 Ib.in.

spark igniters, as applicable, torque coupling Clearances).

Page

3-2-45

Nov 26/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


ADAPTER

MAX. ALLOWABLE GAP 0.003 INCH AT ANY POSITION

0;

SHEATH

76 SIZE DRILL

(0.020" DIA.)

SECTION THROUGH FUEL MANIFOLD ADAPTER AND SHEATH HAND HELD

ADAPTER

Ili~i

_

METAL GASKET

MAX. ALLOWABLE GAP 0.001 INCH AT ANY POSITION

GAS GENERATOR CASE

COMBUSTION CHAMBER LINER SHEA

SECTION THROUGH FUEL MANIFOLD ADAPTER AND SHEATH INSTALLED ON GAS GENERATOR CASE

C41914 Clearance Checks -Fuel Nozzle Adapter and Sheath Figure 3-2-16

Page

3-2-46

Nov 26/2004

PRATT

WHITNEY CANADA


FUEL MANIFOLD ADAPTER ASSEMBLY LOCKING PLATE


GASKET



(PT6A6, PT6A-6B

and

FUELNOZZLE

Early

PT6A-20

FUELNOZZLE SHEATH

C33A

Engines)

Fuel Manifold

Adapter Assembly Figure 3-2-17

Page

3-2-47

Nov 26/2004

PRATT

WHITfVEY CANADA



LOCKING PLATE


GASKET


2~ COMBUSTION CHAMBER LINER ASSEMBLY FUEL NOZZLE

FUEL NOZZLE SHEATH

(PT6A-20

and -20A

C1213

Engines)

Fuel Manifold


Page

3-2-48

Nov 26/2004

WHITNEY CANADA

PRATT


(i)

Retorque manifold adapter bolts 32 to 36 Ib.in. (Ref. No. 653, Clearances) and safety wire after applicable engine ground check (Ref. Part 2, Section 6). Pre-SB1276:

Table Fits

GAS GENERATOR CASE DRAIN VALVES 34.

REMOVAL A.

35.

Procedure’(See Figures 3-2-13) (1)

Remove two bolts

(2)

Withdraw drain valve and

(3)

Remove

(4)

Repeat

(12) securing

retaining ring

process for

front drain valve

assembly

generator

case.

gasket from mounting boss.

and withdraw valve and valve

rear

to gas

drain valve

spring.

assembly.

INSTALLATION A.

Procedure

NOTE:

(1)

(2)

(See Figure 3-2-13)

To eliminate

possibility of leakage after assembly, drain valves shouldbe lapped in valve bodies using lapping compound, Clover 2A (PWC05-019). drain lightly Remove all traces of lapping compound by washing valves and bodies thoroughly in petroleum solvent, AMS3160 (PWC11-027).

Assemble valve and valve

spring

to each valve

Install front and

rear

generator

bosses. Secure with bolts

case

body

and

secure

with

retaining ring.

drain valve assemblies

(1) together with gaskets to gas (12), tighten, torque 32 to 36 Ib.in.

and

lockwire.

mounting ground check.

NOTE:

Valve

bolts should be

retorqued and lockwired after engine


REMOVAL A.

Procedure

(See Figure 3-2-19) (Refer

(1)


(2)

Remove fuel manifold transfer tubes, fuel manifold

(Refer

(3)

to

Paragraph 9., preceding.) adapters

and fuel

dump

valve.


ignition glow plugs (Pre-SB1429) Paragraph 27. or 29., preceding.)

Remove to

to

or

spark igniters (Post-SB1429)

(Refer

Page

3-2-49

Nov 26/2004

PRATT

WHITNEY CANADA

NIAINTENANCE MANUAL


1)

a

g

12

a

~Tal

Q

´•‘R‘´•

o.

O

"o

b

o,

D\

:V 10

a

8

’\I

j j

d

´•7 1

I

D

I

o

8ii´•;

!:I

O

j

F

_(E~3)

o

O

"I

Ri i!!

o

i

8 ~J,

.9i

o i

i:

o,’

u

´•9; 08 /I~

/a ~’k

C492A


Figure

3-2-19

Page

3-2-50

Nov 26/2004

WHITNEY CANADA

PRATT


Key

37.

3-2-19

1.

Combustion Chamber Liner Gas Generator Case

3.

Ignition Plug Boss Ignition Plug Locating

On PT6A-6 Series engines, detach T4 on combustion chamber liner.

CAUTION:

(5)

Figure

2.

4.

(4)

to

Hole

thermocouple

harness terminal lead from

IF DIFFICULTY IS EXPERIENCED IN FREEING LINER, STRIKE INSIDE OF LINER SHARPLY WITH PALM OF HAND. DO NOT ATTEMPT TO PRY LINER LOOSE.

Withdraw combustion chamber liner from gas

generator

case.

INSTALLATION A.

Procedure

(1)

Insert combustion chamber liner into gas

(Pre-SB1429) preceding). NOTE:

The

prior (2)

Install fuel

(Refer (3)

to

or

generator

spark igniters (Post-SB1429)

ignition plugs

case

(Refer

and install two

to

and the inner and outer exit ducts will

to installation of the fuel manifold

(Refer

to

glow plugs

28.

align

or

30.,

the liner

adapters.

dump valve, fuel manifold adapter assemblies, Paragraph 33., preceding).

Install power section

Paragraph

and fuel transfer tubes


POWER TURBINE GOVERNOR AND NF TACHOMETER-GENERATOR EXCEPT PT6A-20A AND 38.

clips

(ALL

ENGINES

-20B)

REMOVAL A.

Procedure

(1)

Disconnect governor

(2)

On

(3)

pneumatic tube

and

tachometer-generator electrical

connector.

engines equipped with reversing system, disconnect reversing linkage by removing castellated nut and bolt at govemor control arm. Remove nut and washer and withdraw governor from

mounting pad

on

Nf

tachomete r-generator.

(4)

Withdraw

tachometer-generator

from reduction

gearbox

case.

Page

3-2-51

Nov 26/2004

WHITNEY CANADA

PRATT


i)

INSTALLATION A.

Procedure NOTE:

(1) (2)

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.

Install

gasket

over

studs

Lubricate shaft with lubricant care

(3)

new

not to

damage

Lubricate shaft

threads

lightly

on

reduction

(PWC04-004)

on

case.

and install

tachometer-generator, taking

studs.

with lubricant

with four washers and

(PWC04-004) and install Nf governor. self-locking nuts. Tighten and torque 75 to 85 Ib.in.

(4)

Connect governor pneumatic tube to union 100 Ib.in. and apply lockwire.

(5)

dn engines

not

gearbox

on

governor,

equipped with reversing system, speed position.

ensure

Secure

tighten nut, torque

90 to

that govemor lever is

lockwired in maximum

(6)

On

engines equipped

with

reversing system,

connect

control arm and secure with castellated nut and bolt. No. 599, Fits 8 Clearances) and install cotterpin.

(7)

Connect electrical lockwire.

fitting, torque (Ref.


No. 561, Fits 8

(PT6A-20A

reversing linkage at governor Tighten nut, torque (Ref.

Clearances)

AND -20B

and

apply

ENGINES)

REMOVAL A.

Procedure

(1)

(See Figure 3-2-20)

Disconnect

cockpit control lever linkage from speed adjusting

lever

(6)

on

propeller

governor.

(2) (3)

Disconnect

Py pneumatic

Disconnect

reversing

tube

lever

(5)

at

(8) from

propeller

govemor.

Beta control valve

(7) by removing cotterpin,

washer, sleeve bushing and straight pin.

(4)

Disconnect interconnect rod (2) from air bleed link castellated nut, washer and bolt.

(5)

Remove

(6)

gearbox.Remove


reversing lever (8) from fork end of push-pull contr~l linkage (1) by removing cotterpin, castellated nut, spacer and bolt. nuts and

washers, and

remove

govemor from

mounting pad

on

reduction

Page

3-2-52

Nov 26/2004

PRATT

WHITNEY CANADA


INSTALLATION A.

Procedure

(See Figure 3-2-20)

CAUTION:

AFTER MAJOR TURBINE BLADE FRACTURE, THE PROPELLER GOVERNOR ON ENGINES WITH PROPELLER REVERSING MUST BE SENT TO AN APPROVED OVERHAUL FACILITY FOR INSPECTION PRIOR TO RETURNING UNIT TO SERVICE.

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 of any pipe brackets should not distort the

(1)

Install

gasket

over

that raised side of

(2) (3)

studs

Install govemor and

mounting pad upward.

governor

on

screen

faces

with four

secure

nuts and


Connect

reversing

pin

lever

tight, before torquing. pipe in any way. on

reduction

The installation

gearbox.

Ensure

plain washers and self-locking nuts. Tighten Clearances), using wrench (PWC30114-09).

(8) to Beta control cotterpin.

valve

(7)

with sleeve

bushing, straight

and washer. Lock with

(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

to air bleed link

nut;

No. 599, Fits 8

(6)

Connect 100

(7)

(2) Tighten nut, torque (Ref. tube

Py pneumatic

(5)

at governor

(3) with bolt, Clearances),

washer and castellated and lock with cotterpin.

(4). Tighten coupling nut, torque

90 to

Ib.in., and lockwire.

Connect

cockpit

control lever

linkage

to governor

speed adjusting

lever

(6).

AIR INLET SCREEN 42.

REMOVAL A.

Procedure CAUTION:

(1)

KEEP COMPRESSOR INLET AREA CLEAR OF ALL FOREIGN OBJECTS WHICH COULD BE INGESTED BY ENGINE AND CAUSE SERIOUS INTERNAL DAMAGE.

Remove

self-locking nuts,

washers and bolts

securing

screen

flanges

at 6 o’clock

position

(2)

Carefully

open

screen

and

remove

from inlet

area.

I) Page

3-2-53

Nov 26/2004

PRATT

WHITNEY CANADA


3)

(4

O

(6

f~

I

~3‘

2

b

~3

(9

C/X

XU

c>

C494B

Engine Front Linkage Figure 3-2-20

Page

3-2-54

Nov 26/2004

PRATT

WHITNEY CANADA


Key

Figure.3-2-20 Control

1.

Push-pull

2.

Interconnect Rod

3.

Air Bleed Link

4.

6.

Propeller Governor Py Pneumatic Tube Governor Speed Adjusting

7.

Beta Control Valve

8.

Reversing

9.

Nf Tachometer-Generator

5.

43.

to

Linkage

Lever

Lever

INSTALLATION A.

Procedure

CAUTION:

NOTE:

KEEP COMPRESSOR INLET AREA CLEAR OF ALL FOREIGN OBJECTS WHICH COULD BE INGESTED BY ENGINE AND CAUSE SERIOUS INTERNAL DAMAGE. If fine mesh halves

Apply

(2)

Before

(3)

(4)

installing Inspection.

Carefully position. Secure

torque

(5)

screen

is to be installed

compound (PWC09-003) screen,

install air inlet

flanges

(Pre-SB1056)

ensure

that inlet

fairing

not fitted.

thin film of

(1)

in

are

inspect

screen

inlet

area

to rubber rims of air inlet

and inlet

around inlet

area.

with three bolts, washers and

screen.

fairing sealing strips

Locate

self-locking

mating flanges

nuts.

Tighten

as

detailed

at 6 o’clock

nuts and

12 to 15 Ib.in.

If

installing new screen, check unstressed flange gap clearance (0.000 to 0.150 inch). If gap exceeds measurement, install spacers as required (Ref I.P.C., Post-SB11S1). NOTE:

Ensure ignition cable support bracket during assembly.

is installed at center bolt location

Page

3-2-55

Nov 26/2004

PRATT

WHITNEY CANADA


INLET FAIRING 44.

REMOVAL A.

Procedure CAUTION:

(1)


On Post-SB1056 and all PT6A-20A

remove

inlet

fairing

halves

(a)

Remove air inlet

(b)

Remove six bolts and washers securing inlet fairing halves to assemblies attached to compressor inlet case.

(c)

Remove four inlet

45.

engines,

fairing

screen.

(Refer

to

as

follows:

Paragraph 42., preceding.) bracket

mounting

self-locking nuts, washers and bolts securing upper mating flanges. Remove fairing halves.

and lower

halves at

INSTALLATION A.

Procedure

Post-SB1056 and PT6A-20A

(1)

Install upper and lower inlet fairing approximate horizontal centerline.

(2)

Secure

mating flanges

nuts at this

Engines

halves in inlet area, with

with four bolts, washers and

mating flanges

self-locking

at the

nuts. Do not

tighten

stage.

(3)

Locate fairing halves on mounting bracket assemblies and washers. Tighten bolts and torque 32 to 36 Ib.in.

(4)

Tighten mating flange self-locking

(5)

Install air inlet

screen

(Refer

to

nuts and

torque

Paragraph

43.

secure

with six bolts and

36 to 40 Ib.in.

preceding).

WINTERIZED HEAT SHIELD 46.

REMOVAL A.

Procedure

CAUTION:

(1) (2)


Remove fine mesh air inlet Rotate

pin

heat shield

fasteners 90

screen

degrees

(Refer

to


to release upper heat shield

assembly

from lower

assembly.

Page

3-2-56

Nov 26/2004

PRATT

WHITNEY CANADA


(3)

Remove bolts and washers

generator

(4) 47.

securing

upper and lower heat shield assemblies to gas

case.

Remove heat shield assemblies and

remove

gaskets from lower assembly.

INSTALLATION A.

Procedure

(1) (2)

Install

new

gaskets

on

lower heat shield

assembly

horizontal

mating flanges.

Install upper and lower heat shield assemblies on gas generator case, with mating at approximate horizontal centerline. Align flanges of both assemblies and secure by engaging pin fasteners and turning through 90 degrees.

flanges

heat shield mating flange with gas generator mounting bosses and with bolts and washers. Tighten bolts and torque to 32 to 36 Ib.in.

(3)

Align

(4)

Install fine mesh air inlet

screen

(Refer

to

Paragraph

45.

secure

preceding).

COMPRESSOR BLEED VALVE 46.

REMOVAL A.

Procedure

CAUTION:

(See Figure 3-2-21)


(1)

Remove air inlet

(2)

On PT6A-6A

(Refer

screen

to


engines, incorporating winterized heat shield installation, assembly (Refer to Paragraph 46., preceding).

remove

upper heat shield

49.

(3)

Remove two hold-down bolts and

(4)

Remove two bolts and

plain

(5)

Withdraw bleed valve Remove gasket.

complete

(6)

Remove transfer tube and elbow. Remove of bleed valve.

plain

washers

washers at

securing

Procedure

(1)

elbow.

bleed valve to gas

with transfer tube and

flanged

generator

case.

elbow from

case.

preformed packings from tube and base

REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N A.

flanged

3022954) (Pre-SB1414)

(See Figure 3-2-22)

Disassemble bleed valve

as

follows:

Page

3-2-57

Nov 26/2004

PRATT

WHITNEY CANADA


I ~33

i

)1

in

~II

C830B

Compressor Figure

Bleed Valve 3-2-21

Page

3-2-58

Nov 26/2004

PRATT

WHITNEY CANADA


(a) Remove four slotted screws (1) (3) from housing (14).

(2)

and washers

(2)

and

assembly

remove cover

complete assembly of piston (8) from housing.

(b)

Remove

(c)

cotterpin (13), castellated nut (12) and washers (11), and separate assembly. Discard diaphragm (7) and seal washer (5).

(d)

Clean bleed valve components

Remove

Assemble bleed valve in sequence

(a)

Install

new

(b) Lightly (c)

seal washer

coat

top

(5)

on

as

as

detailed in Part 2,

follows:

new

bolt

guide pin

outer circular surface of

Locate rubber side of

Cleaning.

(4)

followed

piston (8)

diaphragm (7)

with

by

retainer

(6).

compound (PWC09-003).

to contact retainer

(6)

on

guide pin

bolt, followed by piston (8). Ensure diaphragm is evenly contoured between retainer and

piston.

(d)

Install sleeve

(e)

Secure

assembly with two torque (Ref. No. 950, Fits

(f)

Lightly

(g)

While

coat

coat

mounting

on

bolt.

guide pin

(11) and castellated nut (12). Tighten nut, Clearances) and lock with cotterpin (13).

washers

face of

housing (14)

with


mounting

face of

cover

assembly’(3)

with

down to

ensure


assembly on housing, mate guide pin to bolt (4) on piston align mounting holes. Ensure diaphragm skirt is well seated and secure cover fingertight with four washers (2) and slotted screws (1). Insert bleed valve mounting bolts (15) in respective holes to ensure cover is centralized. Install

cover

assembly

(j)

support plate (10)

and

holding skirt firmly on housing, push piston up and diaphragm rolls correctly between piston and housing wall.

(h) Lightly (i)

(9)

and

Check movement of piston for full and free travel, then 16 to 20 Ib.in.

tighten

slotted

screws

(1).

Torque 50.

REPLACEMENT OF DIAPHRAGM A.

Procedure

(1)

(See Figure 3-2-23)

Disassemble bleed valve

(a)

(BLEED VALVE P/N 3027249) (Post-SB1414)

Remove four slotted from

as

follows:

screws

and washers

(2)

and

remove cover

assembly (3)

housing (15).

(b)

Remove

complete assembly of piston (8) from housing.

(c)

Remove cotterpin (13) and castellated nut Discard diaphragm (7).

(14),

and

separate assembly.

Page

3-2-59

Nov 26/2004

WHITNEY CANADA

PRATT


o

U

3

RUBBER SURFACE

o

FABRIC SURFACE

DIAPHRAGM

10

12

e

o

C6227A

(Pre-SB1414) Compressor

Bleed Valve

Figure

P/N 3022954

3-2-22

Page

3-2-60

Nov 26/2004

WHITNEY CANADA

PRATT


Key

to

Figure

1.

Slotted Screw

2.

Washer

3.

Cover

4.

Guide Pin Bolt

5.

Seal Washer

6.

Retainer

7.

Diaphragm

Assembly

8.

Piston

9.

Sleeve

10.

Support

Plate

11.

Washers

12.

Castellated Nut

13.

Cotterpin Valve Housing Valve Mounting Bolt

14. 15.

(d) Clean bleed valve components

(2)

3-2-22

as

detailed in Part 2,

Assemble bleed valve, in sequence, with

(a)

Install retainer NOTE:

(b) Lightly (c)

(5)

on

new

diaphragm

Cleaning. as

follows:

guide pin bolt (4), followed by washer (6).

If dimension between shoulder and nearest full thread is greater than 1.525 inches, guide pin bolt must be replaced (Ref. Post-SB1413). coat outer circular surface of

piston (8) with compound, (PWC09-003).

Locate fabric side of new diaphragm (7) on piston (8), ensuring holes 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

expose rubber surface

as

an even contour, fold shown in Detail A.

diaphragm

over

piston

are

to

(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

(g)

guide pin bolt, coated end to piston, followed by one washer (10), support plate (11), second washer (10) and spacer (12). Ensure spacer (12) is assembled with large diameter flange facing washer and support plate (11). Secure assembly with castellated nut (14). Tighten nut, torque (Ref. No. 950, Fits 8 Clearances) and lock with cotterpin (13).

coat flat end of sleeve

Install sleeve

(h) Lightly

coat

(9)

with

compound, (PWC09-003).

on

mounting face

of

housing (15)

with


Page

3-2-61

Nov 26/2004

WHITNEY CANADA

PRATT


1 2 1

I I

I

CY

n

/1C-~ 8

o

i

~3

RUBBER

RETAINER

10

SURFACE 11

j

;I PISTON

FABRIC SURFACE

L1

10

I

12

DIAPHRAGM

ii

6

8 7

O :i

.i i´•-´•:~´•:

i.ii.X, a..

C6223

(Post-SB1414) Compressor

Bleed Valve

Figure

P/N 3027249

3-2-23

Page

3-2-62

Nov 26/2004

WHITNEY CANADA

PRATT


Key

to

Figure

3-2-23

1.

Slotted Screw

2.

Washer

3.

Cover

4.

Guide Pin Bolt

5.

Retainer

6.

Washer

7.

Diaphragm

8.

Piston

Assembly

Sleeve

9. 10.

Washers

11.

13.

Support Plate Spacer Cotterpin

14.

Castellated Nut

12.

15.

Housing Mounting

Valve

16.

Bolt

(i)

piston assembly in housing. Carefully align mounting holes (diaphragm skirt to housing) and ensure complete seating of skirt on mounting face of housing.

(j)

While

Locate

holding skirt firmly diaphragm rolls correctly

on

housing, push piston up and down piston and housing wall.

to

ensure

between

face of


Lightly

coat

(I)

Install bolt in

cover

assembly on housing; mate guide pin on cover with guide pin 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 (Ref. No. 967, Fits

mounting

cover

assembly (3)

with

(k)

piston for full and Clearances) and

free travel, then lockwire in

pairs.

tighten

bolts

(1). Torque (16).

Remove bolts

Page

3-2-63

Nov 26/2004

WHITNEY CANADA

PRATT


51.

i)

INSTALLATION

A.

Procedure

CAUTION:

(See Figure 3-2-21)

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 Part 2, Troubleshooting.

as

detailed in

NOTE: 2. When the compressor bleed valve has been stored for a period exceeding 24 months, the valve must be returned to an approved service facility for retesting and calibration.

(1)

Install new preformed packings on base of bleed valve and both ends of transfer tube. Install tube and elbow in bleed valve port.

(2)

Install

(3)

Ensure that valve

new

generator

gasket

flanged

on

piston

elbow.

is free to travel, then install bleed valve

assembly

on

gas

case.

(4)

Secure bleed valve to at this stage.

(5)

Secure

case

with two bolts and

plain

washers. Do not

Tighten

elbow to gas generator case with two bolts and bolts, torque 32 to 36 Ib.in., and lockwire.

(6)

Tighten

bleed valve bolts, torque 35 to 45 Ib.in., and lockwire.

(7)

On PT6A-6A

(8)

Install air inlet

flanged

engines incorporating winterized heat shield, assembly (Refer to Paragraph 47., preceding.) screen.

(Refer

to

plain

tighten

bolts

washers.

install upper heat shield



REMOVAL A.

Procedure

NOTE:

(See Figure 3-2-24)

If the FCU is to be stored off the engine, prepare the FCU for short storage (Ref. STORAGE) after removal is complete.

or

long

term

(1)

Disconnect fuel inlet and outlet at FCU.

(2)

Disconnect

(3)

Install dust caps

(4)

Disconnect FCU rod

Py

and Pr over

pneumatic tubes

at FCU.

ends of all tubes and

by removing

fittings.

castellated nut, washer and bolt.

Page

3-2-64

Nov 26/2004

PRATT

WHITNEY CANADA


FUEL FILTER CAP NUT

PREFORMED PACKING

F.C.U.

FUEL PUMP

COUNTERBORE THIS END

DRIVE COUPLING

C618A Installation of Fuel Control Unit to Fuel Figure 3-2-24

Pump

Page

3-2-65

Nov 26/2004

PRATT

WHITNEV CANADA


53.

linkage

at FCU cut-off valve lever.

(5)

Disconnect control

(6)

Remove mounting nuts and washers which pump and retain coupling.

secure

FCU to fuel pump. Withdraw

INSTALLATION A.

Procedure NOTE:

(1)

(See Figure 3-2-24)

When a replacement FCU is being installed, check the do reconditioning after storage (Ref. STORAGE).

Install

preformed packing

new

If

in

bypass port

recess

length

of fuel pump

of storage and

mating flange.

contains a preformed packing which was not discarded at removal, or which was installed under the shipping plate on a new pump, such packing must be removed and a new preformed packing of correct part number installed.

NOTE:

recess

(2)

Clean FCU and fuel pump drive shafts thoroughly with petroleum solvent (PWC11-027). Ensure solvent does not enter FCU bearings.

(3)

Install FCU drive

coupling

as

follows:

(a)

For engines with fuel pump P/N 4V146R002, 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

ensure

that the

deeper counterbore

3-2-24).

(c) (4)

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.

Install FCU

on

engagement

of

fuel pump. If necessary, rotate drive shaft to ensure proper coupling splines. Secure with self-locking nuts, tighten and torque 75

to 85 Ib.in.

CAUTION:

(5)

IF NECESSARY TO ALTER ANGULAR POSITION OF INLET ELBOW TO ALIGN WITH INLET HOSE, REFER TO INSTRUCTIONS IN PART 2, STANDARD PRACTICES TO AVOID DAMAGE TO PREFORMED PACKING.

Connect fuel inlet and outlet hose

couplings

at FCU.

Tighten coupling nuts, torque safety wire.

170 to 200 Ib.in. for inlet and 90 to 100 Ib.in. for outlet and

(6)

Connect

Py

75 Ib.in. and

and Pr

safety

pneumatic

tube

couplings

at FCU.

Torque coupling

nuts 65 to

wire.

(7)

On engines equipped with reversing mechanisms, connect FCU control rod to FCU control arm with bolt, washer and castellated nut. Torque 12 to 18 Ib.in. and secure with cotterpin.

(8)

Connect control

linkage

to FCU cut-off valve lever.

Page

3-2-66

Nov 26/2004

PRATT

WHITNEY CANADA


54.

STORPIGE A.

Preservation of FCU

(1)

Short term

storage

CAUTION:

(a)

28

days

or

less:

DO NOT PERMIT FUEL OR OIL TO ENTER THE DRIVE BODY CAVITY OR ANY AIR PRESSURE PORTS.

Fill the fuel section of the FCU with a 10 micron filter.

calibrating fluid (PWC03-002)

filtered

through (b)

Install caps and

(c)

Check the security of all caps and plugs in all ports of the air section of the FCU to prevent the entrance of dirt or other contaminates.

(d)

Put

(e)

Refer to Para. C., contaminants.

(f)

Every

a

tag

on

ten

plugs

the unit

days,

in all

ports of the fuel section of the FCU.

indicating

Packaging

date of

and

storage.

Shipping,

for

protection from

dirt and other

check the fluid level in the fuel section of the unit and refill

as

necessary.

(2)

Long

term

storage

CAUTION:

more

than 28

clays:


(a) Drain all remaining fluid from the FCU.

(b)

Fill the fuel section of the FCU with

through NOTE:

a

Tip

the FCU

goes into all

(c)

preservative

oil

(PWC05-077)

filtered

10 micron filter. as

necessary to make

sure

that

a

complete

film of oil

ports and passages of the fuel section of the unit.

Drain the excess oil as fuel section of the unit.

required

and install caps and

plugs

in all

ports of the

(d) Check

the security of all caps and plugs in all openings of the air section of the FCU to prevent the entrance of dirt or other contaminates.

(e) (f)

Put

a

tag

on

the unit

Refer to Para. C.,

indicating

Packaging

date of

and

storage.

Shipping,

for

protection from

dirt and other

contaminants.

Page

3-2-67

Nov 26/2004

PRATT

WHITNEY CANADA


B.

Depreservation

or

Reconditioning

of FCU after

Storage

CAUTION:


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.

torque value of nuts, plugs, caps

(2)

Replace

or screws

that

broken lockwire after were

checking

the

lockwired.

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 fluid prior to the return to service. No further action is required.

(4)

Three year

(a)

requirement:

For units in an

storage three years

approved

overhaul

2

Inspection of

3

A functional test of the FCU in accordance with the

all

remaining

drive

with the

Honeywell

body assembly bearings.

Honeywell Accessory

(ATA No. 73-20-54).

requirement:

For units in

facility (b)

facility (Ref.

Replacement of the drive shaft bearings in accordance Accessory Overhaul Manual (ATA No. 73-20-54).

Six year

(a)

but less than six years, ship the unit to Step (6)) for the following:

or more

1

Overhaul Manual

(5)

preservation

storage more reconditioning.

for

For units

than six years,

ship

the unit to

an

approved

overhaul

engines that are inactive for more than six months and that are preserved, remove the FCU from the engine (Ref. Removal/lnstallation) and ship the unit to an approved overhaul facility for reconditioning. on

not

(6)

Fuel control units may be

shipped

to:

Pratt Whitney Canada Corp. Plant 12, Accessories Business 2525, Fernand-Lafontaine

Longueuil, PQ Canada C.

Packaging (1)

J4N1N7

and

Shipping

of FCU

When the FCU is to be

(a) Make

sure

that all

(Ref. Fig. 3-2-25)

shipped

or

stored, prepare the unit

shipping plugs

and caps

as

follows:

are secure.

Page

3-2-68

Nov 26/2004

WHITNEY CANADA

PRATT


(b)

Place the FCU

movement

shipping

(6) in position during storage

Put the FCU and stand into and seal the

(2)

the

Put the power lever

prevent

(d)

on

base

(5) and

secure

with bolts

(4).

THE POWER LEVER MUST BE SECURED DURING STORAGE OR SHIPPING OR ELSE DAMAGE TO THE DRIVE SHAFT OR POWER LEVER CAN RESULT.

CAUTION:

(c)

(2)

opening.

(e)

Store the unit in

The

shipping

Air Parts and

an

a

Attach

and or

with lockwire

(3)

as

shown to

moisture and vapor proof container or plastic bag tag to the unit indicating the date of storage.

a

approved shipping

base P/N 2529654

secure

shipping.

can

be

carton or case.

purchased

from:

Supply Company

12840 SW 84th. Avenue

Rd.,

Miami, FL 33156 USA TEL: FAX:

(305) (305)

235-5401 235-8185

FUEL PUMP 55.

REMOVP~L A.

Procedure

(See Figure 3-2-24)

(1)

Remove FCU

(2)

Disconnect all fuel lines at fuel pump.

(3)

Install dust caps

(4)

(Ref. Paragraph 52., preceding).

over

ends of all lines and

Remove nuts and washers

fittings.

securing fuel pump

to accessory

gearbox housing.

Withdraw fuel pump.

(5)

Remove

gasket

and discard.

Page

3-2-69

Nov 26/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


FUEL OUT

12 FUEL OUT

FUELIN

3

4

6

C88316 Fuel Control Unit

Figure

(Typical)- Storage 3-2-25

Page

3-2-70

Nov 26/2004

WHITNEY CANADA

PRATT


Key

56.

to

Figure

3-2-25

Bypass Connector and Shipping Cap/Plug

1.

Fuel

2.

Fuel Control Unit

3.

Lockwire

4.

Bolt

5.

Shipping

6.

Power Lever

7.

P3 Air Port and

8.

Fuel Inlet Connector and

9.

Fuel Pressure

Stand

(P/N 2529654)

Shipping Cap/Plug Shipping Cap/Plug Connector and Shipping Cap/Plug

INSTALLATION A.

Procedure

CAUTION:

(See Figure 3-2-24) PRE-SB1316: ENSURE INPUT DRIVE COUPLING IS CORRECTLY SECURED ON PUMP INTERNAL SPLINES BY LIGHTLY PULLING AND PUSHING BY HAND. COUPLING SHOULD BE SLIGHTLY LOOSE, BUT SHOULD NOT MOVE IN OR OUT. DO NOT REMOVE COUPLING FROM PUMP. CHECK PROTRUSION OF COUPLING FROM MOUNTING FACE OF PUMP; MEASUREMENT SHOULD BE 1.00 TO 1.12 INCHES. ENSURE COUPLING IS NOT DISPLACED DURING ASSEMBLY TO GEARBOX. POST-SB1316 PUMP INPUT DRIVE COUPLING FEATURES A STOP FLANGE AND MORE POSITIVE RETENTION; THERE SHOULD BE NO AXIAL MOVEMENT. fuel pump

(1)

gasket 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

Install

nuts and

over

torque

studs

on

mounting pad

on

accessory

gearbox

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

of

gearshaft,

then lubricated with

a

thin film of

coupling engine oil.

and bore

NOTE: 2. On Post-SB1165 and all PT6A-20A

gearshaft

engines, oil mist lubrication hole larger in diameter and is countersunk on provide better spline lubrication.

in

centerbore is

upstream side

to

NOTE: 3. On Post-SB1409 engines, ensure oil mist lubrication hole in gearshaft centerbore is clear by manually inserting No. 55 drill (0.0520 inch) in hole and

(3)

turning by

hand.

Remove all dust caps from lines and

fittings.

Page

3-2-71

Nov 26/2004

PRATT

WHITNEY CANADA


(4)

Connect fuel inlet and outlet hose couplings to fuel pump. Tighten to 200 Ib.in. and lockwire to their respective adapters.

coupling nuts,

torque 170

(5)

Install fuel control unit.

(Refer

FUEL PUMP OUTLET FILTER 57.

(VANE-TYPE PUMP) (PRE-SB1071 ENGINES)

Procedure

filter

(1)

Unscrew and

(2)

Remove filter element and discard.

remove

housing

from fuel pump.

INSTALLATION A.

Procedure Before

(1)

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.

(2)

Install filter element.

(3)

Install and

(4)

Lockwire

(5)

Check filter

handtighten

lugs

on

filter

housing

FUEL PUMP INLET SCREEN

59.


REMOVAL A.

53.

to

filter

housing.

housing

to fuel pump

for leaks after

engine

body.

run.

(Refer

to Part

(VANE-TYPE PUMP) (POST-SB1071 ENGINES)

2, Testing)

AND POST-SB111P

REMOVAL A.

Procedure

(See Figure 3-2-26)

(1)

Cut lockwire

(2)

Unscrew and

vertically

to

securing fuel

screen

body.

together with screen, lifting assembly possible damage to screen body.

remove screen

prevent any

cap nut to fuel pump

cap nut

(3)

Disconnect fuel inlet line at pump end to drain off residual fuel.

(4)

Clean inlet

screen as

outlined in Part 2,

Cleaning.

Page

3-2-72

Nov 26/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


O

OO O O

i

O

I

,II

ii

FUEL FILTER CAP-NUT

(Post-SB1071

and Post-SB1112

Fuel

Pump Inlet Screen Figure 3-2-26

C751A

Engines)

Page

3-2-73

Nov 26/2004

WHITNEY CANADA

PRATT


60.

INSTALLATION A.

Procedure

(See Figure 3-2-26)

(1)

preformed packing

(2)

Install Install

apply

screen

and cap nut

provided

assembly. Tighten

on screen

cap nut,

cap nut.

torque

75 to 100 Ib.in. and

lockwire.

(3)

Connect fuel inlet line, lockwire.

(4)

Check pump

body

tighten coupling nut, torque

for leaks after


61.

in groove

engine ground

270 to 300 Ib.in. and

run.

(Refer

(GEAR-TYPE PUMP) (POST-SB1096 ENGINES)

to Part

apply

2, Testing).

AND PRE-SB1155

REMOVAL A.

Procedure

(1) (2)

(See Figure 3-2-27)

Remove

screws

securing fuel

inlet

screen cover

to fuel pump

body.

Insert Puller (PWC30443 or PWC30444) as applicable, in threaded removal hole in cover and extract inlet screen assembly.

provided

62.

(3)

Remove

(4)

Clean

long bolt, spring

screen as

and washers, and separate

detailed in Part 2,

screen

from

cover.

Cleaning.

INSTALLATION A.

Procedure

(1)

(2)

Attach filter to cover and secure with bolt and torque 20 to 23 Ib.in.

Install two cover

(3)

preformed packings assembly to pump body.

on

long bolt, spring

inlet

Secure cover with four washers and and lockwire.

screen cover

screws.

Tighten

and two washers.

and assemble

screws,

Tighten

screen

torque

and

40 to 46 Ib.in.,

Page

3-2-74

Nov 26/2004

PRATT

WHITNEY CANADA


STEEL WASHER

"u

C835

(Pre-SB1155 Engines) Fuel

Pump Inlet Screen Removal Figure 3-2-27

Page

3-2-75

Nov 26/2004

WHITNEY CANADA

PRATT


FUEL PUMP OUTLET FILTER

63.

Procedure

(See Figure 3-2-28) housing from fuel pump.

Unscrew and

(2)

Remove filter element and discard.

remove

Procedure

(See Figure 3-2-28)

(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.

(2)


(3)

Install

(4)

Install filter housing, tighten to compress metal-to-metal contact.

(5)

Lockwire filter

(6)

Check filter

preformed packing

housing

on

filter

to hole A

housing for


housing.

on name

leaks after

engine

preformed packing

plate

and obtain

boss.

run.


AND ALL PT6A-20A

REMOVAL A.

66.

filter

(1)

INSTALLATION A.

65.

AND ALL PT6A-20A

REMOVAL A.

64.


Procedure

(See Figure 3-2-28)

(1)

Remove outlet filter

(2)

Unscrew inlet

(3)

Remove

(4)

Clean

as

detailed in

screen cover

Paragraph 63., preceding.

and withdraw

assembly.

long bolt, spring, washers and separate

screen as

detailed in Part 2,

screen

from

cover.

Cleaning.

INSTALLATION A.

Procedure

(1)

Attach

(See Figure 3-2-28) screen

washer.

to cover and

Tighten

secure

with

long bolt, spring,

steel washer and teflon

bolt, and torque 20 to 30 Ib.in.

Page

3-2-76

Nov 26/2004

PRATT

WHITNEY CANADA


OUTLET PORT

PUMP DRIVE COUPLING

F.C.U. DRIVE COUPLING OUTLET FILTER HOUSING HOLE ’A’

FUEL HEATER OUTLET

INLET SCREEN COVER

I

HOLE ’B’

:h

INLET PORT

STRAIGHT ADAPTER

LEUF SPUMP OH

c~W ~!i

PUMPOUTLETI F.C.U. INLET HOSE

INLET

r9sa

FUEL PUMP OUTLET FILTER

ELBOW ADAPTER

(Post-SB11SS Fuel

and all PT6A-20A

C1214

Engines)

Pump and Filter Assembly Figure 3-2-28

Page

3-2-77

Nov 26/2004

WHITNEY CANADA

PRATT


(2)

Install two cover

preformed packings assembly to pump body. new

(3)

Tighten

(4)

Install outlet filter

cover to compress Lockwire to hole B.

as

on screen

preformed packing

detailed in

cover, and assemble

and

screen

and obtain metal-to-metal contact.

Paragraph 65., preceding.


REMOVAL A.

Procedure

(1)

(See Figure 3-2-29)

Disconnect

Py

tube at

coupling

nut

(1)

and P3 tube at

coupling

nut

(4) from

temperature compensator.

68.

(2)

Remove two bracket nuts (2) at

(3)

Loosen four bolts and nuts securing seal retaining

(4)

Remove temperature compensator complete with mounting bracket (3).

flange

G.

plate (5)

to

rear

fireseal

(6).

INSTALLATION A.

Procedure

(1)

If

(See Figure 3-2-29)

a new

at

(2)

is to be installed, transfer mounting bracket (3) plug and torque to 28 to 32 Ib.in.; tighten and torque nut Apply lockwire to both nuts.

temperature compensator

to new unit.

coupling

Tighten

nut at

38 to 42 Ib.in.

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

(4)

torque

Secure seal retaining plate (5) with four bolts and nuts. Tighten nuts and torque

(Ref. (5)

36 to 40 Ib.in.

No. 549, Fits

Reconnect tubes. lockwire.

Clearances).

Tighten coupling

nuts

(1

and

4), torque

40 to 65 Ib.in. and

apply

Page

3-2-78

Nov 26/2004

PRATT

WHITNEY CANADA


PNEUMATIC CONTROL LINE 69.

(P3)

AND P3 AIR FILTER

GENERAL A.

Should it be necessary to

replace the heated compressor discharge air pressure (P3)

tube, disconnect the heater electrical leads from the electrical bracket at

NOTE:

70.

flange

connector installed

on

G.


REMOVAUINSTALLATION OF ELECTRICAL CONNECTOR A.

Procedure

(See Figure 3-2-30) ENSURE CABLE HARNESS LEADS DO NOT TURN WHEN UNSCREWING BELL END FITTING FROM CONNECTOR SHELL.

CAUTION:

(1) (2)

(3)

Remove two

clamp

Unscrew bell end

screws

and cable sleeve

Slide

nylon

sleeve

B and D

(7)

(8)

clamp

(3)

halves from bell end

fitting (4).

and slide bell end

and rubber insulator (2) down heater harness to reveal of connector pins (7).

rear

Compressor discharge pressure (P3) A and B

(6)

remove

Using a suitable soldering iron, unsolder leads from connector pins (PT6A-6 Series, -6/C20, -20 and -20B) or B and D (PT6A-20A) compressor discharge air pressure (P3) tube heater leads. NOTE:

(5)

and

fitting (4) from flange mounted connector shell (1) (6) down electrical heater harness.

fitting

soldered terminals at

(4)

(5)

(PT6A-6 Series, PT6A-20 (PT6A-20A), Detail A.

A and B

for removal of

tube heater leads connect to

and

-20B),

Detail B

Carefully remove unsoldered tube heater leads by pulling through (2), bell end fitting (4) and cable sleeve (6).

rubber insulator

Insert relevant tube leads of

fitting (4)

and

insulator

(2).

nylon

sleeve

replacement unit through cable sleeve (6), bell (3). Pass leads through relevant holes in rubber

Using suitable soldering iron, solder leads to using Kester solder (PWC05-205)and Kester 3-2-30 for wire to pin location). Slide rubber insulator

(2)

and

nylon

sleeve

connector

resin flux

(3)

over

pins:

end

pins (7) solder buckets, (PWC05-031) (see Figure

soldered connections.

Page

3-2-79

Nov 26/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


910

O

I

5

I

C70

Temperature Compensator Figure 3-2-29

Page

3-2-80

Nov 26/2004

PRATT

WHITNEY CANADA


Key

Slide bell end

1.

Coupling

Bracket Nut

3.

5.

Mounting Bracket Coupling Nut Seal Retaining Plate

6.

Rear Seal

REMOVAL A.

sleeve and over

screw

onto connector

cable sleeve

(6)

body; tighten fingertight.

and bell end

fitting

and

secure

(See Figure 3-2-31)

Disconnect

coupling

case

insulated tube

Remove two mount

(3)

over

clamp halves screws (5).

generator

(2)

Nut

(Pre-SB1294)

Procedure

(1)

fitting

Locate cable

with two 71.

3-2-29

DO NOT ALLOW LEADS TO TURN WHILE TIGHTENING BELL END FITTINGS.

CAUTION:

(10)

Figure

2.

4.

(9)

to

nuts of insulated tube

and tube

assembly (13)

at

assembly (11) rear

from elbow

fireseal mount

ring.

(9)

at gas

Remove

assembly.

self-locking

nuts that

secure

sealing

sleeve

(10)

to center fireseal

ring.

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 (5)

coupling on

nuts of heated tube

assembly (1)

at elbow on FCU and tube

temperature compensator.

Page

3-2-’81

Nov 26/2004

WHITNEY CANADA

PRATT


2

1

3

4

5

6

KEY

O

O

I

Al o

o

O

O

7

FOR AIRFRAME USE

B

Ool

P3 HEATER LEAD

C5173 Electrical Connector

Figure

Wiring

Details

3-2-30

Page

3-2-82

Nov 26/2004

PRATT

WHITNEY CANADA


Key

72.

to

Figure

Mounted Connector Shell

1.

Flange

2.

Rubber Insulator Sleeve

3.

Nylon

4.

Bell End

Fitting

Screws

5.

Clamp

6.

Cable Sleeve

7.

Pin

REPLACEMENT OF P3 FILTER ELEMENT A.

Cut lockwire and

(34) (2)

(Post-SB1294)

(See Figure 3-2-32)

Procedure

(1)

3-2-30

and

Install

remove

new

and install

remove cover (32) from preformed packings (17

filter and

housing (14); withdraw 33) and discard.

preformed packing (17) in recess at inner end preformed packing (33) on cover (32).

of

new

filter element

filter element

(34)

new

(3)

Install filter element in filter housing spigot in centerbore of housing.

(4)

Apply engine oil to cover threads and screw filter cover (32) into tighten to compress preformed packing (33) and torque 60 to 70 to housing.

(14);

ensure

preformed packing (17) filter

slides

over

housing,

Ib.in.

revoceriwkcoL

73.

REMOVAL A.

(Post-SB1294)

Procedure

(1)

(See Figure 3-2-32)

Disconnect electrical leads at connector secured to bracket (26) at flange G. (Refer 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). to

(2)

Disconnect

elbow

on

coupling

nuts of heated tube

assembly (4)

at elbow on FCU and at

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 compensator (18); remove tube assembly.

(4)

Disconnect

generator

coupling

case

insulated tube

(5)

nuts of insulated tube

and tube

assembly (29)

assembly (28)

from elbow

at rear fireseal mount

ring;

(22)

at gas

remove

assembly.

Remove two bolts and fireseal mount ring.

self-locking

nuts that secure

sealing

sleeve

(23)

at center

Page

3-2-83

Nov 26/2004

WHITNEY CANADA

PRATT


17

16 FCU

2

3

4

5

6

j POST-SB1195 REAR MOUNT

(D71

1´•9,

RING´•-I

(Cr

~00 PRE-SB1195

(8 10

CENTER FIRESEAL FIOUNT RING

C9169

(Pre-SB1294) Temperature ~ompensator and P3 Tube Figure 3-2-31

Page

3-2-84

Nov 26/2004

PRATT

WHITNEY CANADA


Key

to

Figure

1.

Heated Tube

2.

Jam Nut

3.

Jam Nut

3-2-31

Assembly

7.

Mounting Bracket Coupling Plug Preformed Packing

8.

Gasket

9.

Flanged Elbow Sealing Sleeve

4. 5.

Tube

6.

10. 11.

Insulated Tube

12.

Electrical Connector

13.

Tube

Assembly

Assembly Straight Nipple Preformed Packing Seal Retaining Plate (Post-SB1195) Seal (Post-SB1195) Seal (Pre-SB1195) Seal Retaining Plate (Pre-SB1195)

14. 15.

16. 17. 18. 19.

(6)

Remove two bolts that secure flanged elbow (22) at gas generator elbow, sealing sleeve and gasket (21); discard gasket.

(7)

Loosen

Remove

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)

pressure

(8)

case.

Disconnect

and

retaining plates (7)

are common

items shared with the fuel

line, therefore, they should only be removed if found unserviceable.

coupling

nut of tube

assembly (29) from straight nipple (36) assembly.

at

temperature compensator. Remove tube

(9)

Remove

self-locking nuts, washers and bolts that secure housing assembly (14) (26). Remove housing assembly, spacers (13) and bracket (16).

to

filter bracket

(10)

If filter housing assembly is to be replaced with a serviceable unit, remove elbow fitting (9) and straight nipple (2) from assembly, and retain for reuse. Discard preformed packings (3 and 12), and packing retainer (11).

Page

3-2-85

Nov 26/2004

PRATT

WHITNEY CANADA


F.C.U.

5J P0ST-SB1195

PRE-SBI 195 I VIEW

A

s

FLANGE

G

34

REAR FIRESEAL MOUNI.NC

116

7

15

20

19

18

27 I

35

j 31)

(26

25) 21

23)

Y~22

~-y´•a 28)

io~

CENTER FIRESEAL MOUNT RING

~2q

C8140

(Post-SB1294) Pneumatic Lines and P3 Filter Figure 3-2-32

Page

3-2-86

Nov 26/2004

WHITNEY CANADA

PRATT


Key 1. 2.

3. 4. 5.

6. 7.

8. 9. 10.

to

Figure 3-2-32

Assembly Straight Nipple preformed Packing Heated Tube Assembly Seal Retaining Plate (Pre-SB1195) Seal (Post-SB1195) Seal Retaining Plate (Post-SB1195) Seal (Post-SB1195) Heated Tube

Elbow Jam Nut Retainer

11.

Packing

12.

Preformed

15.

Packing Spacer Filter Housing Assembly Loop Clamp (Fuel pressure)

16.

Angle

17.

Preformed Packing

18.

20.

Temperature Compensator Plug Preformed Packing

21.

Gasket

22.

25.

Flanged Elbow Sealing Sleeve Preformed Packing Tube Coupling

26.

Filter Bracket

27.

Jam Nut

13. 14.

19.

23. 24.

Bracket

28.

Insulated Air Pressure Tube

29.

Air Pressure Tube

30.

Loop Clamps

31.

Jam Nut

32.

Cover

33.

Preformed Packing

34.

Filter Element

35.

Bracket

36.

Straight Nipple

Page

3-2-87

Nov 26/2004

PRATT

WHITNEY CANADA


74.

(Pre-SB1294)

INSTALLATION A.

(See Figure 3-2-31)

Procedure


NOTE:

(1)

sealing sleeve (10) on flanged elbow (9) then locate elbow and new gasket gas generator case, passing screwed end of elbow and boss of sealing sleeve through hole in center fireseal mount ring. Locate

(8)

(2)

on

Secure to 40

flanged

elbow to gas

generator

case

with two bolts.

Ib.in., and apply lockwire. Secure sealing sleeve

with bolts and

self-locking

nuts.

Tighten

nuts and

T~ghten bolts, torque 36 ring

to center fireseal mount

torque

36 to 40 Ib.in.

(3)

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)

assembly (13) through rear fireseal mount ring and loosely mounted seals 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.

If seals and

Pass tube

and connect

(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

(6)

Ib.in., and apply lockwire.

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)

assembly (11) between tube assembly (13) and flanged (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. Locate insulated tube

elbow

(8)

pressure

(9)

pneumatic pressure test (Refer to Part 2, Testing) connecting coupling nut at front end of insulated tube assembly.

Perform fuel system source

At conclusion of

assembly (11)

to

to

satisfactory pressure test, connect coupling nut of insulated flanged elbow (9). Tighten nut, torque 90 to 100 Ib.in., and

tube

lockwire.

Page

3-2-88

Nov 26/2004

PRATT

WHITNEY CANADA


INSTALLATION (Post-SB1294) A.

Procedure NOTE:

(1)

If

(See Figure 3-2-32)

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.

overhauled P3 air filter assembly is being installed, fit elbow nipple (2) prior to installation as follows:

new or

straight

Fit new preformed packing (3) on straight nipple (2) and install in boss at of filter housing (14). Tighten nipple and torque 38 to 42 Ib.in.

(a)

rear

Fit

and

(14)

tighten (Ref. 640,

Fits

Clearances).

Do not

torque

at this

stage.

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

(3)

and

jam nut (10) on double-threaded section of elbow followed by packing retainer (11) and preformed packing (12), locating preformed packing in non-threaded annulus. Assemble elbow fitting into boss at top of filter housing

(b)

(2)

fitting (9)

nuts and

torque

32 to 36 Ib.in.

assembly (4) and connect coupling nuts to elbow fitting on fuel (9) at top of filter housing (14). Tighten nuts, torque 90 to Ib.in., and apply lockwire.

Locate heated tube

control unit and to elbow 100

(4)

Locate heated tube on

assembly (1)

and connect

coupling

temperature compensator (18). Tighten nuts, torque

nuts to tube

90 to 100

coupling (25)

Ib.in., and apply

lockwire.

(5)

Route electrical leads of heated tube assemblies

(1 and 4) under bracket (26) and of electrical connector mounted on pins 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. connect leads to relevant connector

(6)

If seals and

were removed from rear fireseal mount ring during follows. If seals and retaining plates were serviceable and remained attached to mount ring, proceed to Subparagraph (7). Locate seals (8) and retaining plates (7) on front and rear faces of rear fireseal mount ring (Pre-SB1195)

retaining plates

removal, proceed

or

single

and

(7)

(6) and retaining plate (5) on front face of mount ring (Post-SB1195) with bolts and self-locking nuts (bolt heads to be on air inlet side of mount

seal

secure

ring).

as

Do not

tighten

nuts at this

stage.

Pass tube

assembly (29) through rear fireseal mount ring and loosely mounted 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. seals and connect

Page

3-2-89

Nov 26/2004

PRATT

WHITNEY CANADA


(8)

(9)

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. Secure

elbow to gas generator case with two bolts. T~ghten bolts, torque 36 Ib.in., apply lockwire. Secure sealing sleeve to center fireseal mount ring 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.

flanged

to 40

(10)

and

Locate insulated tube

assembly (28) between tube assembly (29) and flanged (22). Connect coupling nut of assembly to threaded fitting of tube assembly (29). Tighten nut, torque 90 to 100 Ib.in. and apply lockwire.

elbow

(11)

Perform fuel system pressure

(12)

source

to

At conclusion of

assembly (28)

to

pneumatic pressure test (Refer to Part 2, Testing) connecting coupling nut at front end of insulated tube assembly (28).

satisfactory pressure test, connect coupling nut of insulated tube flanged elbow (22). Tighten nut, torque 90 to 100 Ib.in., and apply

lockwire.

OIL FILTER 76.

REMOVAL OF FILTER ELEMENT A.

Procedure

(1)

Remove four cover

(2)

(See Figures (1)

Remove

CAUTION:

77.

3-2-33 and

self-locking

nuts

3-2-34)

(20, Figure 3-2-33) and

washers

(19) securing

filter

to compressor inlet case. cover

from

case

and

preformed packing (17)

remove

from

cover.

EXERCISE CARE WHEN INSERTING PULLER FOR REMOVAL OF FILTER ELEMENT NOT 10 DAMAGE INNER SCREEN OF ELEMENT.

(3)

Remove filter element

(4)

Remove

(5)

Clean filter element

(15)

from filter

preformed packings (16 as

and

housing (5) using 21)

detailed in Part 2,

Puller

(PWC30556).

from filter element.

Cleaning.

INSTALLATION OF FILTER ELEMENT A.

Procedure

(See Figures

3-2-33 and

(1)

Install

(2)

Insert element into filter

(3)

Ensure teflon spacer

(4)

Install

preformed packings (16

3-2-34)

and 21,

Figure 3-2-33)

on

filter element

housing (5) perforated flange first,

(18)

is

firmly


on

seated

on

filter

cover

filter cover, and install

(15).

in compressor inlet

case.

(1). cover on

compressor inlet

case.

Page

3-2-90

Nov 26/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


(5)

Secure

cover

torque 36 78.

with four washers

REMOVAL OF FILTER HOUSING A.

Procedure

(1) (2)

(19)

and

self-locking

nuts

(20). Tighten

nuts and

to 40 Ib.in.

(See Figures

(Pre-SB1247)

3-2-33 and

Remove filter element.

(Refer

3-2-35) to


Place suitable container under compressor inlet case. Remove cotterpin and drain bottom of inlet case. Remove drain plug using Puller (PWC30077) oil tank to drain. Remove preformed packing from drain plug.

plug lockpin from and allow engine (3)

Remove filter

(4)

Remove

housing (3, Figure 3-2-35) from compressor inlet (4) (PWC30328).


and 9,

Figure 3-2-33)

and

case

using

plastic ring (4)

Puller

from

housing. 79.

INSTALLATION OF FILTER HOUSING A.

(Pre-SB1247)

Procedure

(See Figure 3-2-33)

(1)

Install


Install

plastic ring (4) and preformed packing (3) positioning of ring and packing.)

(2)

on

housing. on

housing. (Refer

to

Figure

3-2-35 for

(3)

Insert filter Avoid

housing in compressor inlet case; push in by hand until firmly applying side loads on housing while pressing into position.

(4)


(5)

Install drain Secure with

(6)

Fill oil tank with

(Refer

to


plug with preformed packing in bottom of compressor inlet lockpin and cotterpin. approved

seated.

oil and check oil level.

(Refer

to Part

case.

2, Engine Oil

System Servicing.) 80.

STATIC LEAK CHECK OF FILTER HOUSING A.

(Pre-SB1247) (Ref. Fig. 3-2-33)

Procedure

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).

(1)

Let

(2)

If necessary,

(3)

If leakage persists, replace part(s) if necessary and/or repeat lapping procedure applicable.

replace preformed packing(s) and repeat step (1).

Page

as

3-2-91

Nov 26/2004

PRATT

WHITNEY CANADA


15

I;´•"--’;14~

1

I

a

i

22 20

4 14

2)

(10

12

13

11) (12) DETAIL

(13

A

INSTALLATION OF VEE PACKING

C1237D

Disassembly/Assembly of Figure 3-2-33

Oil Filter

Page 3-2-92 Nov 26/2004

PRATT

WHITNEY CANADA


Key

Figure

3-2-33

1.

Oil Filter Cover

2.

Check Valve

3.

Preformed

12.

Packing Retaining Ring Filter Housing Check Valve Spring Spring Retainer Collar Lockpin Preformed Packing Bypass Valve Spring Packing Bypass Valve Piston

13.

Washer

14.

Cotterpin

15.

Oil Filter Element

16.

Prefdrmed

17.

Preformed

18.

Teflon

19.

Washer

20.

Nut

21.

Preformed

4.

5. 6. 7. 8.

9. 10. 11.

22. 81.

to

Plastic

Packing Packing Spacer

Repair

Packing (if fitted).

Washer

REMOVAL OF CHECWBYPASS VALVE ASSEMBLY (Pre-SB1247) A.

Procedure

(See Figure 3-2-33)

(1)

Remove oil filter element.

(2)

Remove oil filter

(3)

Compress

to


housing. (Refer

to


check valve check valve spring and and bypass valve from valve face. NOTE:

(4)

(Refer

spring (6) and remove lockpin (8) and collar (7). Remove repair washer (22) if fitted, and remove assembly of check housing (5). Care should be exercised not to damage

If repair washer is fitted and housing is serviceable, retain washer for reinstallation. If housing is to be replaced, discard repair washer.

If new check valve (2) or bypass seating requires lapping (refer to valve in the following manner:

(a) Compress bypass

valve

piston (12) is to be installed, or check valve Repair), disassemble check and bypass

Part 4,

valve piston from stem of check valve.

(12)

and

remove

cotterpin (14)

and washer

Page

(13)

3-2-93

Nov 26/2004

PRATT g, WHITNEy CANADA IMAINTENANCE MANUAL MANUAL PART

"I

i

NO. 3015442

F~

I bt~, fd, ~v

Oil Filter Cover and

Element

C660A

Figure 3-2-34

Page 3-2-94 Nov 26/2004

PRATT

WHITNEY CANADA


Key

(b) Carefully

Figure

to

3-2-34

1.

Filter Element

2.

Teflon

3.

Oil Filter Cover

release and

remove

Spacer

piston, spring (10)

and

packing (11)

from

check valve. 82.

INSTALLATION OF CHECWBYPASS VALVE ASSEMBLY (Pre-SB1247) A.

Procedure

(1)

(See Figure 3-2-33)

Assemble check valve and

bypass

valve

piston

in the

following

(a)

Install

(b)

Install packing (11) in inner groove of bypass valve of packing facing outer groove of piston (Det. A).

(c)

Install

bypass

bypass

valve

valve

(d) Compress spring stem with washer

(2)

Slide check and

(3)

Hold valve

spring (10)

piston

over

until stem

(13)

bypass

and

valve

over

stem on check valve

spring (10)

(2).

piston (12)

with open end

and into centerbore of check valve

protrudes from end of piston cotterpin (14).

assembly

manner:

into filter

housing

assembly in position with suitable fiber drift spring (6), spring retaining collar (7) on protruding and

and

secure

piston

on

until seated.

and install check valve

section of check valve

stem

NOTE:

If a repaired filter housing is being reinstalled ensure repair washer 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

OIL FILTER HOUSING 83.

(22)

(Ref.

Para. 79. and

is

77.).

(POST-SB1247)

REMOVAL A.

Procedure

(1)

Place case.

(Ref. Figure 3-2-36) a suitable container directly under the oil drain Remove oil drain plug from bottom case using

plug of the compressor puller (PWC30077) and

inlet

drain

oil.

Page

3-2-95

Nov 26/2004

PRATT

WHITNEY CANADA


1iu, B

~W1 PREFORMED PACKING PLASTIC RING

025

Oil Filter

Figure

Housing 3-2-35

Page

3-2-96

Nov 26/2004

PRATT

WHITNEY CANADA


Key

84.

to

Figure

3-2-35

1.

Oil Filter Cover Mount Pad

2.

Check Valve Collar

3.

Filter

4.

Puller

(2)

Remove filter element

(3)

Remove filter

Housing (PWC30328)

(Ref. Para. 76.).

housing (9)

from compressor inlet

case

using puller (PWC30328).

INSTALLATION A.

Procedure

(See Figure 3-2-36)

(1)

Install


Install

plastic ring (10) and preformed packing (11) positioning of ring and packing).

(2)

on

housing (9). on

housing (Refer

Figure

to

3-2-35 for

85.

(3)

Insert filter housing in compressor inlet case; push in by hand until Avoid applying side loads on housing while pressing into position.

(4)

Install filter element

(5)

Install drain Secure with

(6)

Fill oil tank with approved System Servicing).

(Refer

seated.


plug with preformed packing lockpin and cotterpin.

STATIC LEAK CHECK (Ref. Fig. A.

to

firmly

in bottom of compressor inlet

oil and check oil level

(Refer

to Part

case.

2, Engine Oil

3-2-36)

Procedure

(1)

Let

(2)

If necessary,

(3)

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).

If

replace preformed packing(s)

leakage persists, replace applicable.

the necessary

and

repeat step (a).

part(s)

and/or repeat

lapping procedure,

as

OIL FILTER CHECK AND BYPASS VALVE ASSEMBLY 86.

(POST-SB1247)

REMOVAL A.

Procedure

(1)

(See Figure 3-2-36)

Remove oil filter and filter

housing (Refer

to

Paragraphs

76. and 83.,

preceding).

Page

3-2-97

Nov 26/2004

PRATT

WHITNEY CANADA


ITEM 14 ON PRE-SB1379 ENGINES ONL

e

6

o\:

3) i~

I:

P

INSTALL ITEM 20 IN THIS POSITION

12)

15 17

16

IX ~23

jQ

Post-SB1247, Pre-SB1379 Oil Filter Element,

Housing and Bypass/Check Figure 3-2-36

C621 8C Valve

Page

3-2-98

Nov 26/2004

WHITNEY CANADA

PRATT


Key

Figure

to

3-2-36

1.

Preformed

2.

Filter Element

3.

Preformed

4.

Preformed

5.

Teflon

6.

Cover

7.

14.

Retaining Ring Preformed Packing Filter Housing Plastic Ring Preformed Packing Preformed Packing Valve Housing Preformed Packing (Pre-SB1379)

15.

Check Valve

16.

21.

Spring Bypass Valve Guide Spring Retaining Ring Preformed Packing (V-type) Bypass Valve

22.

Washer

23.

Cotterpin

8. 9. 10.

11. 12. 13.

17. 18. 19. 20.

Packing

Packing Packing Spacer

of check and

(2)

Exercising care, remove retaining ring (7) bypass valve from filter housing (9).

(3)

Remove

(4)

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 valve guide.


and withdraw

from check valve

(15)

and

spring (16)

(6)

Remove

preformed packing (14, Pre-SB1379)

Exercise

care

bypass assembly.

to

Remove

during (21)

valve

spring (18)

this and

to

from valve seat.

Remove check valve

(8)

housing (13).

Remove

(5)

(7)

assembly

from valve

(15).

operation as parts are spring loaded. Apply light pressure remove cotterpin (23) and washer (22). Separate

from shaft of

guide

and

preformed packing (20) from valve

(21).

Page

3-2-99

Nov 26/2004

WHITNEY CANADA

PRATT


87.

INSTALLATION A.

Procedure

NOTE:

(See Figure 3-2-36)

assembly, new check (Refer to Part 4, Repair) Prior to

packing (20)

valve and/or seat

bypass

valve

(Post-SB1379)

(21).

Ensure

must be

packing

lapped.

is installed

(1)

Install preformed shown

(2)

on internal shaft of bypass valve guide (17). Locate bypass valve shaft and compress spring so that shaft protrudes from end of valve. Secure assembly with washer (22) and cotterpin (23).

Install

(21)

(3)

on

as

spring (18)

over

Install

preformed packing (14, Pre-SB1379) Preformed

NOTE:

packing (14)

not

on

required

seating

on

face of check valve

reworked

(Post-SB1379)

(15). valve

ass~embly. (4)

Install spring (16) in recess in external shaft of bypass valve guide (17). Install complete assembly in valve housing (13) and secure with retaining ring (19).

(5)

Install


Install

valve

housing (13).

PRIOR TO INSERTION OF VALVE ASSEMBLY INTO HOUSING, ENSURE PREFORMED PACKING (12) IS CORRECTLY SEATED ON VALVE SEAT AND IS NOT DISTORTED.

CAUTION:

(6)

on

complete assembly of check with retaining ring (7).

and

bypass valve

in oil filter

housing,

and

secure

housing (Refer

to


(Refer

to


(7)

Install oil filter

(8)

Install oil filter element

(9)

Fill oil tank with

approved

oil

(Refer

to Part

2, Engine Oil System Servicing).

OIL PRESSURE RELIEF VALVE 88.

REMOVAL A.

Procedure

(1)

(See Figure 3-2-37)

Remove two bolts

(4)

and

plain

washers

(3) securing relief

valve

cover

(2)

to inlet

case.

(2)

Remove

(3)

Withdraw relief valve

(4)

Wash valve

cover

using

Puller

(PWC30046-53).

assembly.

assembly

in

petroleum

solvent

(PWC11-027).

Page

3-2-100

Nov 26/2004

PRATT

WHITNEY CANADA


INSTALLATION A.

Procedure

(See Figure 3-2-37)

(1)

Install new preformed insert valve body into

(2)

Assemble

(3)

packing (7) on main oil pressure relief housing in compressor inlet case (6).

Insert

bypass valve (9), adjusting spacers (8; max. 4 required) assembly into main oil pressure relief valve body (10).

Install

new

preformed packing (1) assembly, secure with Ib.in. and apply lockwire.

relief valve 32 to 35

on

relief valve

washers

(3)

cover

body (10) and

and

spring (5).

(2) and place cover over (4). Tighten bolts, torque

and bolts

IGNITION SYSTEM BALLAST TUBES 90.

valve

(PRE-SB1429)

REMOVAL A.

Procedure

(See Figure 3-2-38)

(1)

Remove four spacers

(2)

Remove tubes

taking

care

securing

together

not to bend

cover

of

ignition

with tubular copper

current

spring

regulator, and detach

cover.

cushions. Slide out cushions

spring fingers.

INSTALLATION A.

Procedure CAUTION:

POST-SB1103 AND ALL PT6A-20A ENGINES: INSTALL RESISTOR TUBES IN POSITIONS INDICATED ON FIGURE 3-2-38.

(1)

Slide copper

(2)

Press tube

(3)

Install

spring spring fingers. firmly

ignition

cushion

into

glass

bulb end of tube

receptacle provided

regulator cover and apply safety wire.

current

10 to 11.5 Ib.in. and

over

in

ignition

secure

IGNITION CURRENT REGULATOR 92.

taking

current

retaining

care

not to bend

regulator.

screws.

Torque

screws

(PRE-SB1429)

REMOVAL A.

Procedure

(1) (2)

Disconnect power

input and ignition glow plug

Remove three bolts and washers securing Remove regulator.

cables from

ignition

current

receptacles regulator

on cover.

to accessory

gearbox housing.

Page

3-2-101

Nov 26/2004

PRATT

WHITNEY CANADA


2)

(4)

(3

5

II

Y

~s

io

C135A Main Oil Pressure Relief Valve

Figure

3-2-37

Page

3-2-102

Nov 26/2004

PRATT

WHITNEY CANADA


Key

Figure

1.

Preformed

Relief Valve Cover

Packing

3.

Plain Washer

4.

Relief Valve Cover Bolt

5.

Valve

7.

8. 9. 10.

Spring Compressor Inlet Case Preformed Packing Adjusting Spacers Bypass Valve Relief Valve Body

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 Torque cable nuts (Ref. No. 561, Fits

IGNITION EXCITER 94.

3-2-37

2.

6.

93.

to

plug cables to receptacles on regulator Clearances) and apply safety wire.

cover.

(POST-SB1429)

REMOVAL A.

Procedure

WARNING:

(See Figure 3-2-39)

RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE THAT IGNITION IS SWITCHED OFF, AND SYSTEM HAS BEEN INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING ANY IGNITION COMPONENTS. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.

(1)

Isolate power from

(2)

Remove

CAUTION:

supply

cable from

Remove two

(4)

Remove four bolts

(5)

input

connector

on

ignition

exciter

(4).

DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULE TO ROTATE WHEN REMOVING COUPLING NUTS.

(3)

(7) and

ignition system.

ignition

remove

cable

couplings

(1), self-locking ignition exciter.

Remove three bolts

(5)

from output connectors

nuts

and washers

(3)

and washers

(6) securing

an

ignition

(2) securing

bracket

(7)

to

exciter.

unit to bracket

engine casing.

Page

3-2-103

Nov 26/2004

PRATT

WHITNEV CANADA


1)

(2

A s

B

A

I (ilT~I ~lil a~

B

6)

15

C1327A

Ignition Current Regulator Figure 3-2-38

Page

3-2-104

Nov 26/2004

PRATT

WHITNEY CANADA


Key

95.

to

Figure

3-2-38

1.

Ignition

2.

Cover

Box

3.

Bolt

4.

Cables

5.

Resistor

6.

Cushion

7.

Spring

INSTALLATION A.

Procedure

(1)

(2)

(See Figure 3-2-39)

Secure bracket

(7)

bolts, torque 36

to 40

Secure

ignition

with four bolts 36 to 40 Ib.in. CAUTION:

(3)

Lightly

engine casing with three Ib.in., and safety wire.

bolts

(5) and washers (6). Tighten

exciter (4), with single input connector uppermost, to bracket (7) washers (2) and self-locking nuts (3). Tighten nuts and torque

(1),

DO NOT ALLOW ANY LUBRICANT TO COME IN CONTACT WITH CENTRALCONDUCTORS OF EXCITER CONNECTORS. CONTACT WITH CONDUCTORS MAY RESULT IN A HIGH RESISTANCE PATH WHICH COULD GENERATE HEAT AND OXIDATION. coat threads of

CAUTION:

(4)

to

ignition exciter

connectors with fluorocarbon spray lubricant.

DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN SCREWING ON COUPLING NUTS.

Connect

coupling nuts of supply cable and two high tension ignition cable couplings respective connectors on ignition exciter. Tighten nuts, torque fingertight plus 45 degrees and safety wire.

to

CAUTION:

(5)

DO NOT ALLOW BRAIDING OR FERRULES TO ROTATE WHEN SCREWING ON COUPLING NUTS.

Reconnect nuts and

coupling

nuts at other end of

torque fingertight plus

45

ignition degrees.

cables to

spark igniters. Tighten

OIL-TO-FUEL HEATER 96.

REMOVAL A.

Procedure

(1)

(See Figure 3-2-40)

Disconnect lines from oil-to-fuel heater assembly oil inlet (4) and oil outlet (7) connections.

(1)

at fuel inlet

(2), fuel

outlet

Page

(3),

3-2-105

Nov 26/2004

PRATT

WHITNEY CANADA


7

P f

INpm

CONNECTOR

9

I:

d OUTPUT CONNECTORS

C41 498

(Post-SB1 429) Removal/installation of

Figure

Ignition

Exciter

3-2-39

Page 3-2-106 Nov 26/2004

WHITNEY CANADA

PRATT


Key

(2)

to

Figure

3-2-39

1.

Bolt

2.

Washer

3. 4.

Self-locking Nut Ignition Exciter

5.

Bolt

6.

Washer

7.

Bolt

Remove self-locking nuts and washers G.

securing

heater

mounting

bracket to

flange

97.

(3)

Withdraw heater

(4)

Remove bolts

(5)

Withdraw heater,

(6)

Install dust caps

mounting bracket (6)

(5) securing together over

heater to

and heater from studs

mounting

flange

G.

bracket.

with two transfer tubes, from

ends of all lines and

on

mounting

bracket.

fittings.

INSTALLATION A.

Procedure

(See Figure 3-2-40)

(1)

new

Install

mounting

preformed packings (6).

on

two transfer tubes and insert transfer tubes into

bracket

(2)

Install heater (1) over transfer tubes and secure to mounting Tighten bolts, torque 32 to 36 Ib.in. and attach lockwire.

(3)

Install heater and with washers and

(4)

Remove all dust caps and reconnect fuel and oil lines to their Tighten nuts, and torque as follows:

bracket with bolts

mounting bracket assembly over studs on flange G and self-locking nuts. Tighten nuts and torque 32 to 36 Ib.in.

(a)

Fuel inlet hose

(b)

Fuel outlet hose

(c)

Oil inlet hose

(d)

Oil outlet hose

coupling nut, torque

secure

connections.

65 to 85 Ib.in.



respective

(5).

200 to 225 Ib.in.

110 to 120 Ib.in.


110 to 120 Ib.in.

Page

3-2-107

Nov 26/2004

PRATT

WHITNEY CANADA


0630 Oil-to-Fuel Heater

Figure

3-2-40

Page

3-2-108

Nov 26/2004

WHITNEY CANADA

PRATT


Key

to

Figure

3-2-40

1.

Oil-to-Fuel Heater

2.

Heater fuel Inlet Connection

Assembly

3.

Heater Fuel Outlet Line

4.

Heater Oil Inlet Connection

5.

6.

Retaining Bolts Heater Mounting

7.

Heater Oil Outlet Connection

Bracket

ACCESSORY DRIVE SEALS 98.

REMOVAL A.

Procedure

(1)

(See Figure 3-2-41)

Remove the accessory unit, if

applicable,

from the

mounting pad

on

the accessory

gearbox housing. (2)

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. Use the

NOTE:

(3) 99.

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.

Remove seal and

preformed packing from the

oil-seal carrier.

INSTALLATION A.

Procedure

(1)

(2)

(See Figure 3-2-41)

Moisten silicone element seal with

correctly

seated.

NOTE:

Use hand pressure

Install

only

engine

oil and

gently

press seal into carrier until

to install seal. Do not use bench press.

preformed packing on carrier and install seal and carrier assembly into respective using Drift (PWC30075 Pre-SB1386) or (PWC30675 Post-SB1386). new

boss

(3)

For starter-generator and FCU drive seal and carrier assemblies,

secure

with

retaining rings. NOTE:

(4)

Starter-generator gearshaft may be spline (Post-SB1386) configuration.

Check for oil

leakage (Ref.

of

dry spline (Pre-SB1386)

Part 2, Section 6, Para.

or

wet

31).

Page

3-2-109

Nov 26/2004

WHITNEY CANADA

PRATT


I: ~3 :ic"’

/´•/Pa~

i,

Ii \i,

~a

NOTE: DETAIL

A

I;

i II1(

RETAINING RINGS AT FCU AND STARTER-GENERATOR GEARSHAFT NOT SHOWN

C502B

Accessory

Drive Seal

Figure

Replacement (Typical) 3-2-41

Page

3-2-110

Nov 26/2004

WHITNEY CANADA

PRATT


(5)

Check for oil

leakage

after 5 to 10 hours of

operation (Ref. Part 2, Section 6, Pam.

31).

PROPELLER REVERSING INTERCONNECT LINKAGE 100.

GENERAL

CAUTION:

A.

101.

THE FOLLOWING ASSEMBLY INSTRUCTIONS ARE GIVEN PRIMARILY TO SATISFY SHIPPING REQUIREMENTS AND THE RESULTANT RIGGING MAY DIFFER QUITE CONSIDERABLY FROM WHAT IT SHOULD BE WHEN THE ENGINE IS INSTALLED IN THE AIRFRAME. AT ENGINE INSTALLATION BY THE AIRFRAME MANUFACTURER THE LINKAGE IS ADJUSTED TO SUIT A PARTICULAR AIRFRAME REQUIREMENT. THIS ADJUSTMENT MAY INCLUDE ALTERING ROD LENGTHS, MOVING CLEVIS PINS TO DIFFERENT HOLES AND, IF NECESSARY, SELECTING A DIFFERENT CAM TO PROVIDE THE REQUIRED POWER RESPONSE CHARACTERISTICS. THE FINAL RIGGING ARRANGEMENT IS PART OF THE AIRCRAFT CERTIFICATION REQUIREMENT AND IS DETAILED IN THE APPROPRIATE AIRCRAFT MAINTENANCE MANUAL. THEREFORE, WHEN AN ENGINE IS REINSTALLED IN AN AIRCRAFT AFTER OVERHAUL OR REPAIR, THE ENGINE SHOULD BE RIGGED IN ACCORDANCE WITH THE RELEVANT AIRCRAFT MAINTENANCE MANUAL AND NOT IN ACCORDANCE WITH THE APPLICABLE P&WC MAINTENANCE OR OVERHAUL MANUAL.

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.

The

REMOVAL OF REVERSING SYSTEM FLOW DIVIDER VALVE (PT6A-6A A.

Procedure

(1)

(2)

retaining ring (10) (8).

and

push

packing cover (39) from (23) and washers (24).

Remove

bolts

(3)

(See Figure 3-2-42)

Unlock cover

valve

Remove


(5)

Remove

retaining ring (25)

(6)

Remove

and

and

37) from

(26)

remove

valve

retaining ring (31) and 33) from sleeve (36).

remove

sealing

and

remove

into boss of thrust

divider valve.

sleeve

and

Compress spring (35) spring.

(11)

housing assembly (14) by removing

(PWC30267) on sleeve (36) of flow complete with valve and sealing sleeve.

(4)

(7)

oil transfer tube

Install Puller sleeve

(30

ENGINES)

two

withdraw

(36).

from sleeve

sleeve

retaining ring (29).

Carefully

bearing

(36).

(32), preformed packings Remove spacer

(34)

and

Page

3-2-111

Nov 26/2004

WHITNEY CANADA

PRATT


I

?j, 13

8

10

14)

(12

15~

~32

16 17

18

27

25 39

C647B

(PT6A-6 Engines) Flow Divider Valve Assembly Figure 3-2-42

Page

3-2-112

Nov 26/2004

WHITNEY CANADA

PRATT


Key

to

Figure

3-2-42

1.

Bolt

2.

Reduction Gearbox

3.

Preformed Packing

4.

Reversing

5.

Bolt

6.

Governor

Valve Tube

10.

Actuating Lever Bracket Preformed Packing Thrust Bearing Cover Preformed Packing Retaining Ring

11.

Transfer Tube

12.

Sleeve Strainer

7.

8. 9.

13.

Preformed Packing

14.

Valve

15.

Check Valve

16.

18.

Spring Spring Seat Retaining Ring

19.

Bolt

20.

Washer

21.

Preformed Packings

22.

Transfer Tube

23.

Bolt

24.

Washer

17.

Housing

25.

Retaining Ring

26.

Valve

27.

Retaining Ring Preformed Packing Retaining Ring Preformed Packing

28. 29.

30. 31. 32. 33.

Retaining Ring Sealing Sleeve Preformed Packing

35.

Spacer Spring

36.

Valve Sleeve

37.

Preformed Packing

38.

Preformed Packing

39.

Cover

34.

3-2-113 Nov 26/2004

Page

WHITNEY CANADA

PRATT


(8)

Remove

(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

retaining ring (27)

from valve sleeve

(36).

(21). (10)

Remove valve

102.

retaining ring (18) (15) from housing.

and

remove

spring

(11)

Remove strainer

(12)

Remove transfer tube (11) with preformed (10) from boss in thrust bearing covet: (8).

(12)

seat

from open boss in reduction

(17), spring (16)

and check

gearbox.

packings (13

and

9),

and

retaining ring

INSTALLATION OF REVERSING SYSTEM FLOW DIVIDER VALVE (PT6A-6A A.

Procedure

(1) (2)

(See Figure 3-2-42)

Insert valve Install

ENGINES)

(26)

in valve sleeve

(36)

spring (35) in valve sleeve, retaining ring (29).

and

secure

with

retaining ring (25).

compress with spacer

(34).

Secure

spring

and

spacer with

(3)

Install

retaining ring (27)

(4)

Install

preformed packings (28,

(5)

Install


(6)

Install

sealing

(7)

sleeve

on

(32)

valve sleeve.

on

38 and

and

30)

sleeve

37) on

(36)

on

valve sleeve.

sealing

and

sleeve

secure

with

(32). retaining ring (31).

Install to

complete valve assembly in housing (14) and install cover (39). Secure cover 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 with seat and secure with retaining ring (18). Insert strainer (12), fully bottomed, in boss in reduction gearbox.

spring

(9)

Install

preformed packings (13 and 9), and retaining ring (10) on transfer tube (11). fully bottomed, in boss in thrust bearing cover (8).

Insert tube,

(10)

(11)

Install preformed packings (21) on mounting flange of housing (14). Install

transfer tube

(22).

Insert tube into port in

complete assembly of valve housing on reduction gearbox and secure (20) and bolts (19). Tighten and torque bolts 32 to 36 Ib.in., and

two washers

with attach

lockwire.

(12)

Retract transfer tube (11), (refer to Subparagraph housing and secure in position with retaining ring

(9), preceding) (10).

into

port

in valve

I) Page

3-2-114

Nov 26/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


REMOVAL OF PROPELLER REVERSING REAR LINKAGE (PT6A-6A A.

Procedure

(1)

(See Figure 3-2-43)

Disconnect washer and

(2)

Loosen terminal

self-locking (32).

nut

clamping

on

bolt

Remove FCU interconnect rod (25) by bolts at follower lever (26) and at FCU

(4)

Remove

reversing

(6)

cotterpin,

(33).

Unscrew and

remove rear

wire rope

nuts and

cotterpin, washer and straight pin (27) securing follower lever (26) control lever (29).

(26) from linkage removing splined, grooved pin (36).

Remove


control lever

removing cotterpins, castellated arm (42).

Remove follower lever

and

104.

clevis (30) from reversing straight pin (28).

rear

(3)

(5)

ENGINES)

reversing

bracket

(38) by loosening

to

lock bolt

(35)

(29) from linkage bracket (38) by removing straight pin (34).

control lever

washer and

INSTALLATION OF PROPELLER REVERSING REAR LINKAGE (PT6A-6A ENGINES) A.

Procedure

(1)

(2)

(See Figure 3-2-43)

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). Locate secure

(3)

(4)

reversing control lever (29) between front holes straight pin (34), washer and cotterpin.

Locate follower lever

between

rear

with

lock bolt

(35). Apply

(26) grooved pin (36) and

Connect follower lever washer and

NOTE:

in

linkage

bracket

(38)

and

with

(26)

to

reversing

holes in

linkage

bracket

(38)

and

secure

lockwire to the bolt.

control lever

(29)

with

straight pin (28),

cotterpin.

If lockwire at rod end connectors of interconnect rod (25) has been to 7-1/8 inches (between rod-end centers).

broken, check and, if necessary, adjust length

(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) Tighten locknuts, check rod-end for safety,

and and

arm

(42)

secure

are

approximately parallel.

with lockwire.

I) Page

3-2-115

Nov 26/2004

WHITNEY CANADA

PRATT

AIIAINTENANCE MANUAL MANUAL PART NO. 3015442

26

27

28

29

30

31

33

32

1234

24 25 34

37 2 38 42

41 7

\\\\8 9

11

15

21 16

20

19

14

13

10

1P

40

18

(Pf6A-6 Engines)

C596

Engine Controls and Reversing System Figure 3-2-43 Page 3-2-116 Nov 26/2004

PRATT

WHITNEY CANADA


Key

to

Figure

3-2-43 22.

Swivel Joint

23.

Bracket

24.

Rod Ends

25.

FCU Interconnect Rod

26.

Follower Lever

Adjustment

27.

-Pin

28.

Straight Pin Straight Pin Reversing Control

1.

Rod Ends

2.

Maximum

3.

Nf Govemor Arm

4.

Maximum RPM

5.

Reverse Thrust

6. 7.

Carbon Block Pin

8.

Nf Govemor

9.

Pin

Stop Adjustment Speed

Actuating

29.

Lever

Valve

30.

Rear Clevis

31.

Jam Nut

32.

Wire

Lever

12.

Reversing Reversing Reversing

34.

Rope Terminal Clamping Bolt Straight Pin

13.

Bowelled Bolt

35.

Lock Bolt

14.

Clamping

36.

Splined Grooved

15.

Front Clevis

37.

Bracket

16.

38.

17.

Adjustable Stop Turnbuckle Assembly

18.

Locknut

40.

19.

Adjuster

41.

Linkage Bracket Maximum FCU Stop Part Power Stop Maximum Reverse Stop

20.

Internal

42.

FCU Arm

21.

Lock Bolt

10. 11.

Valve

Housing

Valve Lever

Bolt

Spring

33.

39.

Pin

Page

3-2-117

Nov 26/2004

WHITNEY CANADA

PRATT


(7)

rear clevis (30) at center hole on reversing control lever (29), and secure 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).

Connect with

(8)

Ensure that FCU

arm

slot in lever

(29).

cam

105.

(42)

makes contact with stops before

pin (27) reaches end of

REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6A ENGINES) A.

Procedure

(1)

(2)

(See Figure 3-2-43)

Disconnect front clevis (15) from reversing valve lever (12) nut sleeve bushing, sleeve spacer and dowelled bolt (13). Remove turnbuckle

by removing

lever

guide,

assembly (17) by removing cotterpin, castellated nut, flanged arm (3), and cotterpin, castellated nut, two

washer and bolt at Nf governor washers and bolt at actuating lever (8).

sleeve,

(3)

Remove actuating lever (8) by removing cotterpin, washer and straight pin (6).

(4)

Remove reversing valve lever washer and straight pin (9).

(5)

Remove valve housing (11) complete with valve

removing

(6) (7)

(12)

from

reversing

valve

(10)


from thrust

bearing

cover

by

two bolts.

Remove valve from housing by removing retaining ring. Remove one

one

packing

preformed packing from housing.

valve. Remove two

preformed packings and

retainer from

(8)

Disconnect rear clevis (30) from reversing control lever (29) washer and straight pin (28).

(9)

Loosen self-locking nut terminal (32).

on

clamping

bolt

(33).

Unscrew and

by removing cotterpin,

remove rear

wire rope

(10)

Disconnect wire rope front

(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 from wire rope.

(13)

Remove lock bolt (21), and unscrew front swivel internal compression spring.

(14)

Remove front clevis (15) by sliding it rearward through adjustable stop (16).

(15)

Loosen locknut (18) and

on

casing

from front swivel

clamping

remove

bolt

(14),

and

adjustable stop

joint (22).

unscrew

joint

from

from

complete assembly

assembly.

Remove

adjuster (19).

Page

3-2-118

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MAINTENANCE MANUAL


106.

(16)

Disconnect

(17)

Remove locknut and washer and

(18)

Disconnect and

(19)

Remove

(20)

Disconnect and

(21)

Remove

rear

wire rope

casing

remove rear

self-locking

coupling

joint

renlove rear

wire rope

nut and bolt

remove

from swivel

from center fireseal

rear

fireseal.

joint from fireseal.

swivel

casing from coupling

securing clamp

front wire rope

at

casing

by removing

center fireseal.

front wire rope

on

from

on

coupling

on

casing

Procedure

(1)

locknut and two washers.

Install bulkhead

Clearances) Install

rear

coupling

on

center

swivel

joint

on rear

Install front swivel

(5)

one

fireseal and

secure

Clearances)

washer

on

each side of

torque (Ref. No. 586, Fits 8

with washer and locknut.

and

secure

Tighten

with lockwire.

joint (22) on mounting bracket (23) and secure torque (Ref. No. 583, Fits 8 Clearances)

locknut. Tighten locknut, lockwire.

(4)

fireseal, with

with locknut, r~ghten locknut, and secure with lockwire. secure

locknut, torque (Ref. No. 583, Fits

(3)

ENGINES)

(See Figure 3-2-43)

fireseal, and

(2)

flange

center fireseal.

INSTALLATION OF PROPELLER REVERSING FRONT LIN~AGE (PT6A-6A A.

to

with washer and

and

secure

with

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. Install front wire rope

casing, by connecting to coupling at center fireseal and to joint on mounting bracket. Tighten casing coupling nuts, torque (Ref. No. 582, Fits 8 Clearances) and secure with lockwire.

front swivel

(6)

Screw

adjustable stop (16) into adjuster (19) followed by locknut (18). Finger-tighten leaving approximately six threads showing on adjustable stop.

locknut

(7)

Insert front clevis

(15) into stop followed by compression spring. Screw assembly 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 onto swivel

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 end of wire rope until bottomed. Tighten self-locking nut on clamping bolt and torque (Ref. No. 581, Fits Clearances). rear

Page

3-2-119

Nov 26/2004

WHITNEY CANADA

PRATT


(10)

Install

(11)

Install two preformed secure with retaining

(12)

Install bolts.

(13)

(14)

packings ring.

and on

retainer

packing valve

on

housing (11).

assembly of reversing valve on thrust bearing Tighten bolts and torque 36 to 40 Ib.in. (12) by securing

to

actuating lever (8) by securing straight pin (6), washer and cotterpin.

Secure short

arm

of

reversing

cover

and

housing

secure

valve with

to bracket

(10).

valve

Install valve in

reversing

Install Nf governor

(15) (16)

preformed packing

Install reversing valve lever washer and cotterpin.

with

(15)

one

on

and

with two

straight pin (9),

thrust

bearing

cover

actuating lever (8) and reversing valve lever (12) to front clevis (13) spacer, bushing, plain nut and lever guide.

with dowelled bolt

Tighten nut, torque NOTE:

32 to 36 Ib.in. and

secure

If lockwire at rod end connectors

(1)

with lockwire.

of turnbuckle assembly (17) has been to 3-318 inches and

broken, check and, if necessary, adjust length lockwire. Check rod ends for

(17)

Install turnbuckle

(a)

Connect

ton

one

assembly (17)

follows:

long arm of actuating lever (8) end), and castellated nut.

rod end to

each side of rod

(b) Connect

as

safety.

other rod end to governor

arm

(3)

with bolt, two washers

with bolt, washer,

flanged

sleeve

and castellated nut.

NOTE:

(c) Tighten (18)

107.

Assemble washer

on

side of rod end

opposite

to sleeve

both castellated nuts 24 to 36 Ib.in., and lock with

flange.

cotterpins.

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.

REMOVAL OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20, -20A AND -20B ENGINES) A.

Procedure

(1~

(See Figures

Discdnnect airframe remove

(2) (3)

3-2-44 and

linkage

3-2-45)

from power

input

lever

(39, Figure 3-2-44),

and

lever.

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. rear clevis rod end (3) from washer and straight pin.

Disconnect

cotterpin,

propeller

control

cam

(1) by removing

Page

3-2-120

Nov 26/2004

WHITNEY CANADA

PRATT


(4)

Loosen

self-locking nut on clamp bolt (4, Figure 3-2-44), by unscrewing from wire rope.

and

remove rear

wire

rope terminal

(5)

Remove mounting bracket (8, Figure 3-2-45), complete with flange G, by removing two self-locking nuts and one bolt.

(6)

Disassemble

(a)

rear

from

mounting

bracket

Remove extension

removing

two

spring (5) from actuating cotterpins and washers.

as

lever

(2)

Remove two cotterpins, washers, straight headed pin (16), and remove control cam (1) and actuating lever bracket (8).

(c)

Loosen lock bolt

(15),

and

on cam

actuating

linkage

from

follows:

(b)

lever 108.

linkage

rear

and

mounting

bracket

by

(17), cam follower pin (2) from mounting

follower lever (15). Remove grooved lever (13) from mounting bracket (8).

pin (7), follower

INSTALLATION OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20, -20A AND -208 ENGINES) A.

Procedure

(1)

(See Figures

3-2-45)

(2, Figure 3-2-45) and propeller control cam (1) to (8), and insert straight headed pin (17) through front lever (2), and secure pin with washer and cotterpin.

Assemble FCU actuating lever control lever mounting bracket holes of bracket,

(2)

3-2-44 and

cam

(1),

and

Assemble

actuating lever (13) and cam follower lever (15) to control lever mounting (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. bracket

(3)

Install fork end of cam follower lever (15) over propeller control cam cam follower pin (16) through holes in fork end of lever and through

propeller

(4)

(5)

cam.

Temporarily

Secure with washer and

and insert cam slot in

cotterpin.

secure angle bracket (12) to control lever bolt. Do not torque bolt at this stage.

mounting

bracket

(8)

with

mounting bracket assembly at flange G of accessory gearbox gearbox studs with two self-locking nuts. Tighten nuts and torque 36 to 40 Ib.in. Secure angle bracket (12) to accessory gearbox boss with two bolts. Tighten three angle bracket bolts 36 to 40 Ib.in., and secure with lockwire. Locate control lever

and

(6)

control

(1)

secure

to

spring (5) between post on control lever mounting bracket (8) actuating lever (2), and secure with washers and cotterpins.

Install extension

post

on

FCU

Page

and

3-2-121

Nov 26/2004

WHITNEY CANADA

PRATT


~15

TO COCKPIT POWER CONTROL LEVER

(13~ ~i4

10

a

9 8 1

4 )118

i´•

(i

L~

C

8

34)\

51

5~’

j,~tq

35

50

7

1

48

25 18

23) 40

i

TO

COCKPIT~

33

PROPELLER

41

22

32

~;CONTROLLEVER

43

I

j

(19

20

21

FIRESEALCENTER

REAR FIRESEAL

42

46)(45)(44

1)(2

53

1"

15 REVERSE POSITION

TAKE-OFF POSITION IDLE POSITION DETAIL

A

DIM. ’Z’ 27

7 10 28

DETAIL

.’d

B

29

30

26

DETAIL

10

9

D

DIM. ’X’

31

(0.0101NCH)

DETAIL C 903’2-361185

DETAIL

(PT6A-6B Engine

and -20

Controls and

Figure

E

C1968A

Engines)

Reversing System

3-2-44

Page

3-2-122

Nov 26/2004

PRATT

WHITNEY CANADA


Key 1.

Propeller

Control Cam

to

Figure 3-2-44 Adjuster Stop

28.

Low Pitch Locknut

33.

Spring Retaining Plate Wire Rope Wire Rope Casing

2.

Clevis Rod End

29.

3.

Locknut

30.

4.

Clamp

5.

32.

6.

Adjusting Bolt (NON-STOL APPLICATION) FCU Actuating Lever

34.

Locknut

7.

Front Swivel Joint

35.

Rear Swivel Joint

8.

Locknut

36.

Extension

9.

37.

Cam Follower Pin

38.

Grooved Pin

39. 40.

Input Lever (Airframe Supplied) Actuating Lever

41.

FCU Control Rod

15.

Spring Stop (Dimension X) Front Lifting Bracket Propeller Govemor Propeller Governor Arm Propeller Speed Adjusting Lever propeller Govemor Stop Actuating Lever Support Arm

42.

Ng Maximum Stop

16.

Governor Interconnect Rod

43,

FCU Arm Extension

17.

Clevis Rod End

44.

FCU Control Arm

18.

Propeller Reversing

45.

Cut-off Valve Lever

19.

Governor Maximum Stop

46.

Fuel Control Unit

20.

Governor Arm

47.

Hi-idle

21.

Governor Interconnect Rod

48.

(Lower)

49.

Stop Cut-off Stop Serrated Spacer

22.

Governor Lever

50.

Governor Air Pressure Line

23.

Govemor Air Pressure Line

51.

Cam Follower Lever

24.

Propeller Propeller

52.

Propeller Constant Speed Unit Stop

53.

Track Point

10. 11. 12. 13. 14.

25.

31.

Bolt

Idle Deadband

Feedback Governor

Lever

(Py) Ring Actuating

Lever 26.

Low Pitch

27.

Lockbolt

Spring

Power

(FCU)

(Py)

Control

Stop Adjuster

Page

3-2-123

Nov 26/2004

PRATT

WHITNEY CANADA


1

15

O O

o

ib 16

17

7

13

@I

r

5

I 12

8-

a

I

o

9

a o

7

10

(PT6A-6B, -20,

-20A and -208

C1969

Engines)

Engine Rear Linkage Figure 3-2-45

Page

3-2-124

Nov 26/2004

PRATT

WHITNEY CANADA


Ke~ to 1.

2. 3. 4.

5. 6.

7. 8. 9. 10. 11.

12. 13. 14.

15.

16. 17. 109.

Figure

3-2-45

Propeller Control Cam Fuel ControlActuating Lever (6, Figure 3-2-44) Clevis Rod End (2, Figure 3-2-44) Locknut (3, Figure 3-2-44) Extension Spring (36, Figure 3-2-44) FCU Control Rod (41, Figure 3-2-44) Grooved Pin (38, Figure 3-2-44) Mounting Bracket FCU Control Arm (44, Figure 3-2-44) FCU Arm Extension (43, Figure 3-2-44) Serrated Spacer (49, Figure 3-2-44) Angle Bracket Actuating Lever (40, Figure 3-2-44) Idle Deadband Adjusting Bolt (NON-STOL APPLICATION) (5, Figure) Cam Follower Lever, (51, Figure 3-2-44) Cam Follower Pin (37, Figure 3-2-44) Straight Headed Pin

ADJUSTMENT OF PROPELLER REVERSING REAR LINKAGE

(PT6A-6B, -6/C20, -20, -20A

AND -20B ENGINES) A.

Procedure NOTE:

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

Adjustment trigging) of

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

(2)

fully counterclockwise position point will be recognized when a

from the

will be free of resistance. The pick-up small resistant force is encountered.

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. Clearances) and Tighten FCU arm extension (43), torque (Ref. No. 598, Fits secure

with lockwire.

Page

3-2-125

Nov 26/2004

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WHITNEY CANADA


(3)

adjust idle deadband adjusting bolt (5) in actuating lever (40) to suit airframe installation and propeller control cam (Refer to airframe manufacturer’s manual). Install and

specific (4)

Rotate power input lever (39) until cam follower pin (37) rests in track propeller control cam (1), (See IDLE POSITION, Figure 3-2-44).

(5)

With FCU

(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

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.

FCU control rod

(7)

point (53) of

Tighten

locknuts

(41) on

as

necessary. Remove FCU control rod.

control rod, torque nuts 32 to 36 Ib.in., and

secure

with

lockwire.

(8)

110.

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, Clearances) and lock with cotterpins. torque (Ref. No. 585, Fits

REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6B, -6/C20 AND

)SENIGNE02-

A.

Procedure

(1)

(See Figure 3-2-44)

Disconnect

cotterpin, (2)

rear

(2) straight pin.

clevis rod end

washer and

from

propeller

control

cam

(1) by removing

self-locking nut on clamp bolt (4) and remove wire rope terminal by unscrewing from wire rope. Remove locknut (34) and washers, and unscrew joint (35) from wire rope casing nut. Loosen

swivel

(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 castellated nut, spacer and shouldered stud.

(5)

Disconnect front wire rope

(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.

casing


nut from front swivel

joint (7).

Page

3-2-126

Nov 26/2004

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WHITNEY CANADA

MAINTENANCE MANUAL


(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 rope, exercising care not to damage wire rope. (8)

Remove bolts and as

(9)

self-locking nuts, securing

wire rope

linkage complete

with wire

casing

flange C,

bracket to

required.

Disconnect rear wire rope and remove casing.

casing

nut from bulkhead

(10)

Remove locknut and washers

(11)

Remove self-locking nut and washer from clamp assembly from wire rope. Remove clamp bolt.

(12)

Disassemble

(a)

control

push-pull

Remove lock bolt

securing

control

(27)

linkage

and

bulkhead

as

remove

coupling,

coupling bolt

(4)

on

center

fireseal,

to center fireseal.

and

unscrew

control

linkage

follows:

front swivel

joint (7) and spring (30) from

assembly. (b)

Loosen locknut and remove clevis rod end Remove wire rope terminal from assembly.

(c)

Remove locknut

(29)

and

remove

(17)

from front wire rope terminal.

adjuster stop (28)

from

low-pitch stop

adjuster (26). (13)

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

Remove

removing fitted) (15) (16)

actuating lever (25) from governor arm (12) and’ support arm (15) by two cotterpins, castellated nuts and bolts, and governor arm shield (if

Remove

arms

Remove

spring stop (9),

(12

and

15) by removing if fitted, from

two

lifting

self-locking bracket

nuts and washers.

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

(18)

Remove two self-locking nuts and lever (22), from flange A.

remove

(22).

support bracket, complete with govemor

Page

3-2-127

Nov 26/2004

WHITNEY CANADA

PRATT


111.

INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6B, -6C/20 AND -20

A.

ENGINES)

(See Figure 3-2-44)

Procedure

NOTE:

To obtain freedom of movement, lubricate all rod end connectors with grease

(PWC04-001). (1)

On Pre-SB1185

A, and

flange Clearances) (2)

on

engines, locate front swivel joint (7) in slot of lifting bracket, and retaining plate (31), bolt and self-locking nut. Tighten both nuts and 36 40 Ib.in. Install locknut (8) on swivel joint, tighten nut and torque (Ref. to torque No. 583, Fits 8 Clearances). with

Install

swivel joint (35) on rear fireseal and secure with two plain washers (34). Tighten nut and torque (Ref. No. 583, Fits 8 Clearances).

rear

locknut

(4)

secure

joint (7) in engine lifting bracket (10) (8). Tighten nut and torque (Ref. No. 583, Fits

insert front swivel

with locknut

On Post-SB1185 secure

(3)

engines,

and

Install bulkhead coupling and washer on center fireseal, inserting from rear, and secure with washers and locknut. Tighten nut, and torque (Ref. No. 586, Fits 8

Clearances) NOTE:

Two additional washers may be installed if necessary to compensate for discrepancy in length of wire rope casing.

(5)

Install front and rear section of wire rope casing. Tighten coupling nuts, torque (Ref. No. 582, Fits Clearances) and attach lockwire to adjacent locknuts. Secure front section of wire rope casing and bracket to flange C las applicable) with bolts and self-locking nuts. Tighten and torque nuts 36 to 40 Ib.in.

(6)

Assemble locknut

(7)

Insert front

(29) on adjuster stop (28) and screw assembly leaving approximately eight to twelve threads showing. (30).

adjuster (26)

push-pull control terminal from rear, into adjuster, followed by spring assembly over front of swivel joint and secure with lockbolt (27) on Tighten bolt, torque (Ref. No. 585, Fits Clearances) and secure with lockwire.

Slide

collar.

(8)

into

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 (52).

hold

propeller governor speed adjusting

lever

against maximum speed stop

Page

3-2-128

Nov 26/2004

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MAINTENANCE MANUAL


(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:

(11)

When

installing the arm (12), the pilot valve lifting against upper flange of governor spool rod.

lever must be held

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).

(13)

Assemble

(a)

propeller reversing lever (18)

For Pre-SB1067

reversing (b)

engines,

lever and

For Post-SB1067

reversing

as

follows:

insert

secure

spherical bearing into bore in propeller bearing in place with retaining ring.

engines, insert one retaining ring into bore in propeller spherical bearing and secure with second retaining ring.

lever. Install

(14)

Connect lever

(15)

While

(16)

Loosely

(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

(18)

to lever

(25) with spacer inserted

on

each side.

holding dimension "Z" to 0.085 inch, adjust clevis rod end (17) adjuster (28) in order to connect lever (1 8) ~to clevis rod end (17). install power turbine governor lever

approximately parallel

to

flange

(22)

and bracket

on

and/or

flange

A.

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 terminal held fully forward.

control

Page

3-2-129

Nov 26/2004

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CAUTION:

(21)

112.

DO NOT TORQUE RETAINING NUTS THAT ATTACH ARMS (12 AND 15) TO PROPELLER CONSTANT SPEED CONTROL UNIT ABOVE SPECIFIED LIMITS.

Tighten power turbine governor lever mounting bracket hold down and torque 36 to 40 Ib.in. Ensure all rod ends are free to swivel.

nuts at

flange

A

SPRING STOP (OPTIONAL) (PT6A-6B AND -20 ENGINES) A.

Procedure

(See Figure 3-2-44)

(1)

stop shield

Install

Clearances) (2)

(4)

on arm

secure

(12). Tighten cotterpin.

bolt and nut,


with

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. NOTE:

(3)

and

Use lubricant

(PWC06-036)

on

the

piston during assembly.

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.

Using feeler gage, control dimension "X" (between adjuster arm) to 0.010 inch, secure adjuster screw with cotterpin.

screw

and stop shield

on

NOTE:

113.

The adjuster screw may be turned clockwise up to 112 turn to facilitate installation of cotterpin.

INSTALLATION OF PROPELLER REVERSING INTERCONNECT FRONT AND REAR LINKAGE (PT6A-6B AND -20 ENGINES1 A.

Procedure

(1)

Secure bracket with on

(2)

(See Figure 3-2-44)

flange C, tighten

Install

self-locking nut and

nut and

torque 36

bolt,

at

approximately

the 3 o’clock

position

to 40 Ib.in.

clamp over front wire rope casing and secure Tighten nut and torque to 32 to 36 Ib.in.

to bracket on

flange

C with nut

and bolt.

(3)

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

Install

rope end contacts bottom of blind hole in front terminal. NOTE:

As

casing

sections

are

internally lined,

no

lubrication is

required

on

Page

wire

3-2-130

Nov 26/2004

PRATT

WHITNEY CANADA


(5)

(6)

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). Install

rear

threaded

(7)

(8)

terminal

clamping

on

bolt

wire rope,

allowing

wire rope to pass

through internally

(4).

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 and torque (Ref. No. 581, Fits Clearances). Screw locknut to

align

(4),

and clevis rod end (2) on the rear push-pull terminal and adjust on the control cam (1). Extend clevis rod end by one half positive movement of control. Tighten locknut and torque 75 to

(3)

with middle hole

turn to ensure

85 Ib.in.

(9)

Insert

straight pin through

washer and

(10)

114.

clevis rod end

(2)

and control

cam

(1),

and

secure

with

cotterpin.

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.

REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-20A AND -208

ENGINES) A.

Procedure

(See Figure 3-2-46)

(1)

Disconnect

(2)

Loosen

(3)

rear clevis rod end (2) from propeller control cotterpin, washer and straight pin.

self-locking nut on clamping unscrewing from wire rope. Loosen and swivel

unscrew

coupling

nut

bolt

(7)

(4)

and

cam

remove rear

(1), by removing wire rope terminal,

at front end of wire rope

casing from

by

the

joint (19).

(4)

Remove

(5)

Remove cotterpin, washer and straight headed lever (29) to Beta control valve clevis (30).

(6)

Remove control lever and sleeve

(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).

(9)

Remove interconnect rod

cotterpin, nut, spacer, propeller reversing lever (29).

sleeve and bolt

securing

clevis rod end

(12)

to

pin securing propeller reversing

bushing.

(14).

Page

3-2-131

Nov 26/2004

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WHITNEY CANADA


REAR FIRESEAL

6

58)

51

(2)

1

7

~Bs’k;

(35

26

1

DETAIL 17

A

POST-SB1185

48

~s 47’

(4Q 18 35

38T

40 37 42

TO COCKPIT POWER CONTROL LEVER

39

4443 46

45

12

TO COCKPIT PROPELLER CONTROL LEVER

1

s

ic

9

I

LOW PITCH 8 REVERSE

C

C

i

HIGH PITCH 8 FEATHER

PROPELLER FEEDBACK RING 13 14

(PT6A-20A

and -208

Engines)

C1967C_1

Engine Controls and Reversing System Figure 3-2-46 (Sheet 1 of 3)

Page

3-2-132

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PRATT

MAINTENANCE MANUAL


CAM TRACK POINT 6

3~

90"+1"

(4

~5 REVERSE POSITION

TAKE-OFF POSITION

IDLE POSITION

DETAIL

B

~j"

25

20)

(22

28)

MAX. STOP

19

127

15 LOCK BOLT

29

25

21)! 21

14

30 r

!2~ GOVERNOIRAIR

CARBON BLOCK

BLEED LINK

(REF.)

14

MAX. STOP

54 28

19

15

29

DETAIL 30

31

DETAIL

C

jl;

C

PT6A-20A PUSH-PULL CONTROL ROD ARRANGEMENT (SOLID LINK)

CARBON BLOCK

(666.)

PT6A-20B PUSH-PULL CONTROL ROD ARRANGEMENT (TELESCOPIC LINK)

(PT6A-20A

and -20B

Engines)

c1967C_2

Engine Controls and Reversing System Figure 3-2-46 (Sheet 2)

Page 3-2-133 Nov 26/2004

PRATT

WHITNEY CANADA


PROPELLER GOVERNOR

’Aa\

BETAVALVE7


REVERSING LEVER GUIDE PIN BRACKET ASSEMBLY SEE DETAIL E FOR CORRECT INSTALLATION.

29

PROPELLER REVERSING LEVER MUST BE POSITIONED BEMIEEN GUIDE PIN AND PROPELLER SHAFT

THRUST BEARING COVER

cg DETAIL

’9

E

rg se

PT6A-20A and -208

Engine

Controls and

Figure

C80839

Engines

Reversing System (Sheet 3)

3-2-46

Page

3-2-134

Nov 26/2004

PRATT

WHITNEY CANADA


Key Control Cam

to

Figure

3-2-46

Lever

1.

Propeller

29.

Propeller Reversing

2.

Clevis Rod End

30.

Bata Valve Clevis

3.

Locknut

31.

Govemor Air Bleed Link

4.

Clamp

32.

Wire

5.

33.

Wire

34.

Locknut

35.

Rear Swivel Joint

7.

Adjusting Bolt (NON-STOL APPLICATION) Fuel Control Actuating Lever Coupling Nut

36.

Extension

8.

Locknut

37.

Cam Follower Pin

9.

Front

38.

Grooved Pin

39.

40.

Power Input Lever (Airframe Supplied) Actuating Lever

41.

FCU Control Rod

42.

Ng

Rod

43.

FCU Arm Extension

Lock Bolt

44.

FCU Control Arm

45.

Cut-off Valve Lever

46.

Fuel Control Unit

47.

6.

Bolt

Idle Deadband

11.

Lifting Bracket Propeller Govemor Propeller Speed Adjusting

12.

Clevis Rod End

13.

Propeller Propeller

10.

14. 15. 16.

Feedback

Lever

Ring

Governor Interconnect

~Bracket

Rope Rope Casing

Spring

Maximum

Stop

17.

Insulation Gasket

18.

Self-locking

19.

Front Swivel Joint

48.

20.

Locknut

49.

Stop Stop Serrated Spacer

21.

Low Pitch

50.

Govemor Air Pressure Line

22.

Spring

51.

Cam Follower Lever

23.

Locknut

52.

24.

Low Pitch

Telescopic Terminal Housing Compression Spring

25.

Castellated Nut

54.

Bolt

26.

Retaining Plate Clamp Bolt Self-locking Nut-

55.

Guide Pin Bracket

56.

Self-locking

27.

28.

Nut

Stop Adjuster

Adjuster Stop

53.

(FCU)

Hi-idle

Cut-off

(Py)

Assembly

Nut

Page

3-2-135

Nov 26/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


(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 flange C.

and bolt

securing

wire rope

casing clamp

to bracket

attached at

casing (33)

(13)

Remove self-locking nut (18), washer and bolt 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

(34)

(17)

rear

located

swivel joint (35) from rear fireseal forward face of rear fireseal.

wire rope

by removing

swivel

joint

to

locknut

on

Disassemble

(a)

securing

push-pull

control rod

assembly

removed at

Step (10) or(ll)

Remove self-locking nut (28), and spacer from wire rope release tension on wire rope.

as

follows:

clamping bolt (27)

to

wire rope (32) from front linkage assembly by unscrewing wire rope in counterclockwise direction to disengage rope from clamping bolt (27) internal

(b) Remove a

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. bolt (27) from telescopic terminal housing (52), spring sleeve and wire rope terminal. Remove telescopic terminal housing (52) spring sleeve and compression spring (53) from wire rope terminal. Remove

clamp

(e)

Remove locknut

(f)

Unscrew low remove,

(g)

(23)

from low

pitch adjuster stop (24).

pitch adjuster stop (24) from low pitch stop adjuster (21) complete with wire rope terminal and spring.

and

(15) from low pitch stop adjuster (21) and front swivel joint (19). Slide low pitch stop adjuster from swivel joint flange. Remove lock bolt

Page

3-2-136

Nov 26/2004

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MAINTENANCE MANUAL


115.

INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE (PT6A-20A AND -20B

ENGINES) A.

Procedure NOTE:

(See Figure 3-2-46)

If rod end connectors have been or or

(1)

(2)

binding, turn equivalent.

washed,

or

if there is any evidence of

ball outward and lubricate surface

using

grease

sticking (PWC04-001)

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.

Post-SB1185: Locate front swivel joint (19) in slot of lifting bracket (8) and secure 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. with

(3)

Install

pitch stop adjuster (21) on front end of swivel joint (19) and lock in position (15). Tighten bolt, torque 24 to 36 Ib.in., and secure with lockwire.

with lockbolt

(4)

Install short helical NOTE:

compression spring (22)

over

front end of swivel

joint

stubshaft.

On Post-SB1129 engines, this spring has been removed permanently. Refer to appropriate aircraft manufacturer’s manual for information and instructions.

(5)

Install low

pitch adjuster stop (24) on wire rope terminal. Slide wire rope terminal 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. over

NOTE:

(6)

Locknut must not be

torqued until final adjustments have been made.

PT6A-20A

engines: Assemble clevis rod end (12) to wire rope terminal and insert (27) through holes in terminal and clevis rod end. Ensure that wire rope clamp 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 bolt

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.

Page

3-2-137

Nov 26/2004

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WHITNEY CANADA


THE LOWER END OF THE PROPELLER REVERSING LEVER (29) IS MACHINED WITH A STEPPED NOTCH. MAKE SURE THE STEPPED NOTCH AT THE END OF THE PROPELLER REVERSING LEVER (39) IS UNDER THE PIN IN THE REVERSING LEVER GUIDE PIN BRACKET ASSEMBLY (55) (REF FIG. 3-2-46, DETAIL E.

CAUTION:

(8)

Install upper end of propeller

reversing

lever

(29)

into clevis rod end

sleeve spacer and secure with bolt and castellated nut. 18 Ib.in., and lock with cotterpin.

(9)

(10)

Insert sleeve bushing in reversing lever (29) hole, clevis (30) slot, and secure with a straight headed

With

propeller feathered

pitch adjuster stop (24)

and carbon block

so

against

(12).

Install

Tighten nut, torque 12 to

place lever in Beta control pin, washer and cotterpin. rear

face of

slip ring,

valve

set low

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), No. 584, Fits Clearances) and secure with lockwire to adjuster (21).

torque (Ref.

(11)

Secure lower end of

(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

propeller governor interconnecting rod (14) to lower hole of air bleed link (31) with bolt, washer and castellated nut. Tighten propeller governor nut, torque 12 to 18 Ib.in., and lock with cotterpin.

turn.

Tighten locknuts, torque

24

(14) by turning each rod end to 36 Ib.in., and apply lockwire

connector

to the

one

half

internally

threaded rod.

(14)

116.

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.

INSTALLATION OF PROPELLER REVERSING INTERCONNECT FRONT AND REAR LINKAGE (PT6A-20A AND -20B ENGINES) A.

Procedure

(See Figure 3-2-46)

(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:

(3)

Seal

retaining bolt heads should be air inlet side of fireseal mount ring.

positioned

so

that bolt heads

are on

Install wire rope

casing (33) through seals and center fireseal mount ring and 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.

connect

Page

3-2-138

Nov 26/2004

PRATT

WHITNEY CANADA


(4)

Tighten locknut (34) Clearances).

(5)

Tighten coupling Clearances) and

on rear

swivel

joint (35), torque (Ref. No. 583,

nuts at each end of secure

casing (33), torque (Ref.

Fits

No. 582, Fits 8

with lockwire.

(6)

Tighten self-locking

(7)

Install

clamp on casing (33) and self-locking nut (18). Tighten nut

(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

nuts

(18)

and


Clearances).

to angle bracket (16) with bolt, washer and and torque 24 to 36 Ib.in.

secure

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

safety nut

control terminal (complete with clevis rod end) over end of wire rope, and clockwise to engage wire rope into threaded hole of clamp bolt (4). Check for by inserting a piece of wire through small viewing hole in rod end. Tighten

rear

screw

on

clamping

NOTE:

bolt and


Clearances).

On Post-SB1170

engines, viewing hole is located on hexagon section of rod end adjacent to clamp bolt (4), while on Pre-SB1170 engines, viewing hole is located nearer clevis end of rod assembly.

(10)

Adjust length of clevis rod end (2) to align with center hole of propeller control (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

straight (12)

On

headed

(2) to center hole of propeller pin, plain washer and cotterpin.

completion of system to ensure applicable.

control

cam

(1)

and

secure

cam

with

adjustments, check through engine control and reversing that all fasteners are correctly installed and locked where

all

Page

3-2-139/140 Nov 26/2004

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WHITNEY CANADA


´•I

PART 3

LINE MAINTENANCE

SECTION 3 1.

INSPECTION

INTRODUCTION A.

inspection procedures detailed are considered a normal function of operating organizations and are intended as a guide for minimum inspection and maintenance requirements. ROUTINE inspection coincides with the daily or preflight airframe inspection. MINOR coincides with a typical airframe zone inspection. The intervals at which these inspections are performed may be altered by the aircraft manufacturers maintenance program and approved by the local airworthiness authority. Engines maintained in compliance with the aircraft manufacturer’s approved maintenance program shall be as required by performance monitoring in accordance with the operator/regulator authority agreed plan. Engines operating in sandy or dusty environments or in smog or salt-laden atmospheres should be subjected to regular inspections for corrosion and compressor erosion (Ref. Table 3-3-1). Hot Section inspection intervals are outlined in the applicable service bulletin (Ref. AIRWORTHINESS LIMITATIONS), and will be updated periodically as dictated by service experience and time-between- overhauls (TBO). If, in the light of experience, it becomes necessary to modify procedures, these will be included in subsequent revisions to this manual. The

TABLE 3-3-1, Periodic

Inspection

Component

A.

Tubing, Wiring,

Inspection

(1)

All accessible

for

connections, clamps and brackets

Interval

MINOR

security.

Control

Linkages, Hose Assemblies

chafing,

cracks and

(2)

Evidence of wear, corrosion.

(3)

Evidence of fuel and old

(4)

Pay particular attention to rear linkage cam box, fuel control unit arm, telescopic rod and rod end 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

leakage.

MINOR

ROUTINE

Every

100

hours

grease (PWC04-001)as necessary, making sure of free movement of linkage. After lubrication reinstall rod ends and torque to specified value Installation). (Ref. Part 3, Section 2, Removal

Page

3-3-1

Dec 02/2005

PRATT

WHITNEY CANADA


TABLE 3-3-1,

Inspection (Cont’d)

Periodic

Interval

Inspection

Component 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 local conditions, operators should take these facts into consideration before deciding to lubricate components. B.

Air Inlet

Screen C.

Gas Generator

Cleanliness. For screen edge rebonding instructions refer to Part 4, Section 4, Repair.

MINOR

Cracks, distortion and corrosion and evidence of

MINOR

on

overheating.

Case D.

Fireseals

E.

Exhaust Duct

Cracks and attachment of brackets and seals

MINOR

(1)

Cracks and distortion.

MINOR

(2)

Engines that (Ref. Part 4,

exhibit inferior welds Section 3, Inspection)

MINOR not

(SB1610).

to exceed

150 hours.

(3) F.

Engines that (Ref. Part 4,

exhibit cracks Section 3, Inspection)

25 hours

(SB1610). ROUTINE

Check for oil leaks.

Propeller

MINOR

Shaft Seal G.

Accessories

(1)

Security of installation, linkage

(2)

Evidence of fuel and oil leaks.

and

sense

lines.

MINOR ROUTINE

MINOR

(3)

Starter-generator gearshaft splines for wear. starter-generator removal/replacement only.

At 2.

ENGINE INTERNALS A.

Compressor Turbine Disk

Overhaul. Remove overhaul facility.

assembly

and

ship

to

an

approved

Refer to SE 1003 or SE 1803

Assembly

as

applicable. B.

Mot Section

Examine with

borescope (Ref. Para. 52.).

In

conjunction with

periodic fuel nozzle leak and function tests

(Ref.

4.H.).

I" A.OIL SYSTEMbil

Level

CAUTION: DELETED.

Page

3-3-2

Dec 02/2005

WHITNEY CANADA

PRATT



Inspection (Cont’d) Interval

Inspection

Component (1)

ROUTINE MINOR

Check oil level.

NOTE: Do check within 10 minutes of engine shutdown Part 2, Section 1, Engine Oil System Servicing).

B.

Oil Filter Element Post-SB1118

(1)

Remove and

(2)

Filter elements must be cleaned (Ref. Part 2, Section 3, Cleaning) and inspected in accordance with Paragraph 45., normally at intervals coinciding with oil change periods recommended in SB1001.

(3)

(1)

(2)

matter.

MINOR

(See NOTE)

Inspect initially at 100 hours with extension to relevant airframe zone inspection based on inspection results but not to exceed 200 hours.

Filter element must be cleaned and inspected every 1500 hours at an overhaul facility using approved equipment prior to further use. Following this cleaning at an overhaul facility, the filter may be utilized for further 1500 hour period, maintaining the same inspection and

cleaning Reduction Gearbox Chip Detector

inspect for foreign

ROUTINE MINOR

oil filler cap.

Check condition and

NOTE:

C.

locking of

(3)

(Ref.

schedule.

Connect test set (Ref. Para. 36.B.) or utility volt-ohmmeter hours across the pins of chip detector. If a resistance of 100 ohms or less is indicated, remove and inspect chip detector in accordance with Paragraph 46., following. Remove magnetic chip detector (Ref. Pam. 46.). Bridge chip hours detector magnetic poles with suitable metallic jumper and using suitable ohmmeter check for continuity between connector pins. Replace chip detector if continuity does not exist.

NOTE: For aircraft

equipped

with

an

airframe

Every

100

hours

Every

600

hours

supplied

indicating device, the integrity of the complete indicating system can be checked by re-attaching the electrical connector to the removed chip detector and check for chip indication when magnetic poles are bridged. Closed circuit condition must exist (Ref. Aircraft Maintenance Manual).

Page

3-3-3

Dec 02/2005

WHITNEY CANADA

PRATT




Component

Interval

Inspection (3)

Any foreign or

material found

on

the

chip detector

in the main oil filter should be identified

before further

inspection/operation (Ref. Practices).

Part 2,

Section 4, Standard 4.

FUEL SYSTEM A.

Fuel

Check fuel for water contamination.

MINOR

NOTE: On new aircraft, check for presence of water/ contamination after each flight until no contamination is found; also check after first flight or ground run whenever any component upstream of filter is

replaced. B.

Fuel

Check for attachment and leaks Section 6, Testing).

Pump

(Ref.

Part 2,

ROUTINE

NOTE: If airframe boost pump (either electrically or engine driven) fails or is inadvertently left off for a cumulative time in excess of 10 hours, the engine driven fuel pump must be removed and replaced. C.

Fuel Pump Inlet Screen

Check inlet screen for foreign matter or distortion. Clean and reinstall the screen install a new screen.

(74 micron)

Every or

D.

Fuel Pump Outlet Filter

Check for foreign matter or distortion. Install new filter as service conditions dictate. If fuel system contamination is suspected, flush system and replace filter.

E.

Fuel Pump Coupling

If Sundstrand fuel pump is installed, check fuel pump coupling in-situ for fretting corrosion (Ref. Para. 47.A. and B.).

F

Drain and Dump Valves

G.

Fuel Control Unit

Check for

(1) (2)

security

Attachment of unit, sense lines.

and

MINOR

Not to exceed 600

hours MINOR

and leaks.

linkage

500

hours

MINOR

pneumatic

wash-out indicated by effluent at FCU vent. Effluent dye is caused by mixture of bearing grease and fuel (Ref. Para 2, Troubleshooting Fuel Leakage at FCU Vent).

ROUTINE

Leak-test, function-test, and clean fuel manifold

See NOTE

Evidence of FCU

bearing

traces of blue

H.

Fuel Manifold

Adapter

and

Nozzle Assemblies

(1)

adapter and nozzle assemblies. Refurbish necessary (Ref. Para. 43. and 44.).

as

periodic borescope inspection of the hot section components in conjunction with these tests (Ref. 2.B.).

NOTE: Do the

Page

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Component

Inspection (Cont’d) Interval

Inspection (2)

Engines ON

in-situ fuel nozzle

cleaning

program: Recommended initial interval for operators in where fuel quality may be questionable and for operators new to PTGA operation:

400 hours

Extension based

200 hours

(a)

areas

(b)

on

inspection

results.

Recommended initial interval for other

600 hours

operators. Extension based

(3)

Engines

on

inspection

results.

NOT ON in-situ fuel nozzle

200 hours

cleaning

program.

(a) Recommended initial interval for cleaning/inspection for operators in areas fuel quality may be questionable and for operators new to PTGA operation: Extension, if applicable, on

inspection

200 hours

where

to be determined based

results.

(b) Recommended initial interval for cleaning/inspection for other operators.

400 hours

Extension, if applicable,

200 hours

on

inspection

to be determined based

results.

NOTE 1: If one or more unacceptable nozzle(s) is tare) found the leak and function tests, it is highly recommended that the hot section be inspected for damage by a direct visual

during

inspection

or

borescope inspection.

NOTE 2: Regular fuel nozzle maintenance is important for hot section durability. Inspection is recommended at routine intervals according to either one of the above programs. J.

5.

Oil-to-Fuel Heater

Check oil-to-fuel heater installation (Ref. Part 2, Section 6).

MINOR

filter element based on service experience and environment, maximum interval 1000 hours (Refer to Part 3, Section 2, Removal/i nstallation, P3 Filter Element (Post-SB1294). The filter element may be cleaned electrosonically (Refer to Part. 2, Section 3, Cleaning, P3 Filter Element).

MINOR

PNEUMATIC SYSTEM A.

Compressor Delivery Air P3 Filter Element Post-SB1294

(1)

Install

new

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B.

Bleed Valve

Interval

Inspection

Component (1)

For

engines operating

in

salt laden environments conditions.

dusty, industrial/smog, high cyclic

or

Every

600

hours. Extension may be based on

operators

experience.

(2)

For other in

engines Step (1).

NOT

operating

in conditions

Inspect in conjunction with

a Hot Section

inspection.

6.

IGNITION SYSTEM A.

Ignition

Security

and condition.

MINOR

Current

Regulator Pre-SB1 429 E.

Cable Assemblies

C.

Glow Plugs Pre-SB1 429

D.

Ignition

Security of attachment. Chafing, twisting of braid.

wear

and

(1)

Cleanliness and condition of elements.

(2)

Functional check.

Security

(Refer

to

Paragraph 40.).

and condition.

MINOR

MINOR

MINOR

MINOR

Exciter Post-SE 1429 E.

Spark Igniters

Cleanliness, erosion and operation.

MINOR

Post-SB1 429

CONTROL LINKAGE 2.

GENERAL A.

Check all engine controls for correct operation, ensuring that the linkage from the cockpit controls to the engine units is connected to permit full and free movement. Make sure that the controls are adjusted to permit over-travel of the control lever, full operation of the engine unit and that the linkage can be operated without interference. and eliminate any slack in the control system. Lubricate and controls in accordance with the aircraft manufacturer’s instructions.

Also

investigate

adjust all

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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

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. be associated

TUBING AND HOSE ASSEMBLIES 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 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)

length. Any

are of limited acceptability, provided there are no by sharp edges or corners. Dents are unacceptable inch of ferrule scarf-welds, or in a blended area.

Dents in tubes flow caused

(e)

Minor isolated

pitting

is

acceptable

number

restrictions to within one

if not greater than 0.003 inch in depth. a maximum depth of 0.005 inch.

Clusters of pits should be blended out to

(f)

Rust and stains on tubes are acceptable if with very mild abrasive.

they

can

be removed

by light

polishing 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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(a)

damage exceeds limits specified above (a), but depth is superficial, sheathing may be repaired by replacement of damaged portion (Ref. Repair).

(b)

Examine

(c)

Examine tubes for cracks,

If

flanged

end

fitting

for

elongated

especially

holes.

at brazed

(d) Check

tube assemblies for corrosion, dents, scratches.

(e)

Blend out minor

damage

joints. and

fretting, nicks, pitting

that does not exceed limits

specified

in

Inspection,

Tubing.

6.

for cracks

damaged

threads.

Examine

(g)

Check tube bores for obstructions.

(h)

Reject tube 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.)

couplings

and threaded

fittings

(f)

assemblies

damaged beyond specified

or

limits

(Ref. Inspection,

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: the resistance should be 20.0

(a)

Pre-SB1294 heated tube

(b)

Post-SB1294 heated tube assemblies, the resistance should be 19.0 3.0 ohms. NOTE:

Test Set

assembly,

(Barfield TT1000A)

(measured

in

1.4 ohms.

parallel)

obtainable from:

Barfield Instrument Corp. PO Box 527705 Miami, FL 33152-7705 USA TEL: 305-871-5629

NOTE:

Post-SB1294 heated tube assemblies, measured be

as

individually,

should

follows:

P/N’s 3030944 and 3030944A3 35.0 P/N’s 3030978 and 3030978A 40.0 P/N 30309448:39.0

2.0 ohms

P/N 30309788:41.2

2.0 ohms

3.5 ohms

4.0 ohms

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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:

8.

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. A

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 removal as follows: (Ref. Fig. 3-3-1).

(a)

wear, after

Set Gage (PWC30499-50) to 0.660 inch dimension ’A’ follows:

starter-generator

(View A, Figure 3-3-1)

as

(b)

1

Release gage clamp obtain dimension ’A’

2

Tighten

gage

clamp

screw (3) and adjust (0.660 inch).

screw

Insert gage into gearshaft, approximately 45 degrees.

(3)

ball and

screw

(4)

assemblies

to

and check dimension ’A’ has not altered.

tilting gage

so

that it enters

gearshaft splines

at

(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 INSTALLATION. replaced as detailed in Part 4, REMOVAL

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MAINTENANCE MANUAL


n

1

2

ALLOW GAGE TO SUPPORT ITSELF

3)

(4)

(1

tlrjDIM.

A

1 DETAIL

A

C1539B


Figure

Spline Wear Check

3-3-1

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Key 1.

2.

3.

to

Figure

3-3-1

Gage (PWC30499-50) Starter-generator Gearshaft Spline Gage Clamp Screw

4.

Ball and Screw Assemblies

5.

Starter-Generator Mount Pad IN-SERVICE INSPECTION

10.

HOT SECTION COMPONENTS A.

Procedure

(1)

In-service inspection is a troubleshooting procedure used to find the reason for performance deterioration. Parts can be inspected using a borescope (Ref. Part 3, Section 3, Inspection) or by removing the power section. Refer to Part 2, Section 7, Troubleshooting, for areas to be inspected. a borescope is more practical for this inspection. Removal and installation of the power section components/assemblies could result in to parts and/or distortion of sealing surfaces causing gas leaks and performance loss.

(a) Using

damage

(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. (c)

(d)

are found with HSI must be done before the next

unacceptable damage during inspection, flight. If damaged non- rotating components are found, except when holes are burnt through the combustion chamber (Ref. Para. 12.A.(c)), or the CT vane ring trailing edge defects are beyond limits shown (Ref. Fig. 3-3-2), the HSI may be delayed, providing an engine ground power test (Ref. Aircraft Maintenance Manual) is done to check engine performance. If

rotating components

an

inspection of the affected area required, subsequent inspections and engine ground power test intervals will depend on the rate of progression and level of deterioration. Keeping an engine in service after components have deteriorated may substantially increase the cost of subsequent repai rs/refurbishments due to the effect on downstream components.

An additional

engine ground power

test and

must be done after 50 hours. If further extensions are

(e)

path components downstream of components having material missing must be inspected to check if secondary damage has occurred. Pay special attention to rotating components. Compressor turbine (CT) vane airfoils burnt through at the trailing edge (both pressure and suction sides) may mean replacement of the complete set of CT blades, depending on the area of the surface burnt through. Gas

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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 TRAILING EDGE SURFACE MISSING (BURNT MATERIAL) CRACKS IN THE OUTER RING EXTENDING INTO THE FILLET RADIUS OR ON THE AIRFOIL

BURNT AREA ON INNER/OUTER RING

C23013

Compressor Turbine

Vane

Ring Damage (HSI Recommended) Figure 3-3-2

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RIIAINTENANCE MANUAL MANUAL PART NO. 3015442

(f)

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 The

conditions NOTE:

occur.

When T5 and Ng approach or are anticipated to approach or exceed the maximum limits, troubleshoot the engine/installation before doing an HSI.

(g)

Carbon accumulation inside fuel nozzle passages is the principle cause of spray pattern degradation which results in non-uniform combustion and local high temperature peaks. Exposure to these peaks contributes to 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.

(h)

component deterioration exceeds limits, either replace the individual component or do an HSI, depending on the general condition of the hot section

(i)

If

and

engine performance.

The

inspections

are

maintenance checks 11.

recommended concurrent with scheduled engine applicable to individual aircraft installations.

POWER SECTION MODULE A.

Procedure

(1)

As

an

alternative to

using

the

borescope, proceed as follows to remove/install inspection (heavy maintenance only):

the

power section module for visual

(a)

Removal

(Ref. Part 3, Section 2, Removal

1

Remove power section

2

Remove CT disk

3

Remove combustion chamber inner liner

assembly (Ref.

Installation).

Part 3, Section 2, Removal

(Ref.

Installation).


Installation). 4

Remove CT vane ring assembly, shroud housing and small exit duct Part 4, Section 2, Removal Installation). NOTE:

5

(b)

Do not limits.

Inspect hot

separate these parts unless CT

section

(Ref.

Para.

stater

damage

(Ref.

exceeds

18.).

Installation

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MAINTENANCE MANUAL


1

Install CT vane ring assembly, shroud housing and small exit duct Part 4, Section 2, Removal Installation).

1

Install CT disk

3

Install combustion chamber inner liner

assembly (Ref.


(Ref.

(Ref.

Installation).


Installation). 4

12.

Install power section

(Ref.


Installation).

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) acceptable, providing base metal is not burnt or

on

outer and inner liners is

eroded.

(b)

(c)

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. Holes in inner and outer liner walls are unacceptable. An HSI must be done to and then replace the affected component. Associated fuel nozzle(s) must be inspected and replaced if not within limits.

identify

(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 are unacceptable) do not exceed 1.0 inch in length or 0.030 inch in Alternatively, the engine may remain in service if it is understood that cooling air flow is changed, and the rate at which the combustion chamber

cracks

width.

the

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 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 radial cracks

must not exceed 400 hours. If deterioration exceeds the above

limits,

an

HSI is

recommended.

(g)

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 Cracks

discretion but must not exceed 400 hours. 13.

CT VANE RING A.

Procedure CAUTION:

IF ANY CT VANE HAS TRAILING EDGE BURN THROUGH AS SHOWN THE CT BLADES MUST BE DISCARDED.

(Ref. Fig. 3-3-2),

(1)

Burned

areas on vanes

increase flow

area

which accelerates downstream

component deterioration, deceases Ng and increases T5.

(a)

Fig. 3-3-3) are repairable. Keep the engine in service and monitor progression. Do an HSI before defects progress tosuch an extent that the CT vane ring becomes unrepairable. This will increase the cost of the subsequent HSI. Inspect CT vane ring having the defects shown within 100 hours. Subsequent inspection must not exceed 400 hours. Cracks (Ref. deterioration

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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

Compressor Turbine

Vane

Ring Acceptable and Repairable Damage Figure 3-3-3

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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

(b)

(Ref. Fig. 3-3-2). An HSI is recommended if the vane trailing edge defects are beyond the limits shown or downstream components are affected by the CT vane distress or engine performance is unacceptable. NOTE: 14.

Refer to Pam.

10. for additional

recommendations.

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 No

change

coating. in color.

No evidence of

sulphidation

on

adjacent blades.

Geometrical deviations do not exceed 0.005 inches is no width limitation (Ref. Fig. 3-3-4). B.

deep

or

0.005 inches

high.

There

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

power checks. Subsequent inspection intervals long in the upper 1/3 of the trailing of blades is removed within 100 hours set the are complete edge acceptable providing and inspected in accordance with overhaul manual criteria. If defects are beyond those shown (Ref. Pig. 3-3-6), an HSI is recommended.

further

inspections

and

engine ground

must not exceed 400 hours. Cracks 0.050 in,

NOTE:

Refer to Para. 10.,

sSteps (c) and (d),

for additional HSI recommendations.

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0.005 IN

0.005 IN

C77352 CT Blade

Manufacturing Anomalies Figure 3-3-4

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MAINTENANCE MANUAL


BLADE TIP

EROSION

OPEN CRACK

ORIGINAL CONTOUR VIEW ON ARROW

i~ri: EROSION BURNT MATERIAL OR FOREIGN OBJECT DAMAGE (FOD)

A

BURNT OR MISSING MATERIAL

PA

TRAILING EDGE

I~li

SULFIDATION BLISTERING WITH SOME BLISTERS

(COATING

BURST)

~,c.´• LEADING EDGE

~v

c

i

C23067

Compressor Turbine Blade Unacceptable Damage Figure 3-3-5

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HEAVY RUBBING AND BURNT MATERIAL IS ACCEPTABLE PROVIDING ENGINE PERFORMANCE IS WITHIN LIMITS. EROSION

CRACK

0.050 TYPICAL

0.050 TYPICAL

t

C,,,, 113 h 0.050 TYPICAL

COATINGI-.; LOSS

h

TRAILING EDGE

0.970

(REF.) LEADING EDGE COATING LOSS (CHANGE IN

COLOUR)

THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER SERVICE. THE EXTENT OF THE DEFECT(S) MUST BE RECORDED AND MONITORED BY ADDITIONAL INSPECTIONS.

C23004

Compressor Turbine Blade Acceptable Damage Figure 3-3-6

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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. with a borescope, the CT blade TE platforms mismatch for each blade is quite difficult. The recommended method is to look at the leading edge (LE) mismatch while rotating the CT disk. When a mismatch is observed tone of the airfoils LE is shifted), check blade trailing edge platform. Maximum shift is 0.020 inch.

NOTE: 1.

Checking,

NOTE: 2. The amount of blade shift may be estimated by using a 0.020 in. thick wire The free end should be positioned within the field of view of the borescope. When estimating the amount of shift, position the free end of the wire adjacent to the platform being checked.

(2) 15.

If blade shift in

excess

of the limit is observed,

an

HSI is recommended.

CT SHROUD SEGMENTS A.

Heavy rubbing and oxidation are acceptable, providing T5 is within limits. Operating the engine with areas burnt on the shroud segments may cause damage to the CT shroud housing (cracking and burning of the attachment rim), and an HSI is recommended for economic reasons. A damaged shroud housing must be replaced at the next HSI or refurbishment.

NOTE: 16.

Refer to Para. 10.,

Steps (c)

and

(d),

for additional HSI recommendations.

POWER TURBINE (PT) VANE RING A.

Procedure

(1)

Damage on Ng and T5. NOTE:

the airfoils may

Inspection of the

produce

an

increase in flow

area

which will increase

PT stater and/or blades is recommended when upstream not explain performance loss or when secondary

component damage does

damage (a)

is

suspected.

on the inner and outer rings and airfoils are repairable. Keeping the in service, these defects will progress until the PT vane ring becomes engine unrepairable. This will increase the cost of the subsequent HSI. Inspect the damaged area within 100 hours. Subsequent inspection intervals must not

Cracks

exceed 400 hours.

(b)

An HSI is recommended when the defects

are

still

repairable.

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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

(c)

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.

HOT SECTION INSPECTION 18.

GENERAL A.

Procedure

(1)

Hot section

inspection

is

normally

carried out under

one

of two sets of circumstances:

(a) Operators using Trend Monitoring, H.S.I. will be preformed when dictated 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. 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)

NOTE: B.

For Hot Section

Inspection

interval

frequency

refer to SB1003.

General

(1)

inspection (H.S.I.) is inspection, proceed as follows:

The scope of the hot section to

accomplish

this

outlined in Table 3-3-2. In order

(a)

Remove power section (Ref. Section 2, Removal/lnstallation)

(b)

Remove compressor turbine disk assembly. (Ref. Section 2, Removal/lnstallation). Prior to disk removal, check tip clearances (Ref. Para. 25.).

(c)

Remove fuel manifold

adapter assemblies. (Ref.

Section 2, Removal/i nstallation).

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(d) Remove NOTE:


(Ref. Section 2, Removal/i nstallation).

Should it be necessary during H.S.I. to make a more detailed inspection of engine components listed in Table 3-3-2 which have not been disassembled (i.e. compressor turbine vane ring assembly and small and large exit duct), remove these parts as detailed in Part 4, Section 2, Removal/lnstallation.

TABLE 3-3-2, Hot Section

Inspection Nature of

Component

Inspection

Cracks, distortion, overheating and

Gas Generator Case

corrosion

(Ref. 72-30-04).


Cracks, distortion, burning, fretting hot spots.

Combustion Chamber

Large Exit Duct

Cracks, burning

or

distortion.

Combustion Chamber Small Exit Duct

Cracks, burning

or

distortion.

Combustion Turbine Vanes

Cracks, coating loss, erosion of parent metal or impact damage.

Compressor

Turbine Shroud

Segments

wear or

Cracks, distortion, erosion and metal

build-up. Compressor Turbine

Shroud

Compressor Turbine

Disk

Housing

Assembly

grooving in area of contact with interstage sealing rings. If wear is uneven and conducive to leakage, return shroud housing to an approved overhaul facility for incorporation of SB1157. Wear and

Measure radial

tip

clearance

(Ref.

Par.

25.). Inspect blades for tip rub, erosion, impact damage, coating loss, cracks, shift and circumferential movement, heat discoloration and corrosion (Ref. Table

3-3-3). Inspect blade retaining rivets for condition. If unacceptable, return bladed disk assembly to an overhaul facility for rectification and, if necessary, incorporation of SB1139. Examine disk for nicks, scratches and dents. Damage to 0.005 inch deep is acceptable in any area. Damage exceeding limit, ship disk to an approved overhaul

facility.

Page

3-3-23

Dec 02/2005

PRATT

WHITNEY CANADA


TABLE 3-3-2, Hot Section

Inspection (Cont’d) Nature of

Component Interturbine or Turbine Inlet Temperature Sensing

Inspection

Security, wiring and functional check. Probes and bus-bar terminal straps or lugs for condition. For weld repair of straps or lugs, refer to Part 4, Section 4. OnPost-SB1102 and all PT6A-20A engines, inspect seal retaining plates for condition.

System

las applicable)

Interstage Sealing Rings

Wear, fretting and distortion (Two

ringsPre-SB1218 and one ring Post-SB1218 engines).

on

NOTE: To facilitate inspection of power turbine blade retaining rivets and inner exhaust duct, remove one airframe exhaust stub (if not already removed).

Power Turbine Disk

blades for impact damage, erosion cracks. or Inspect blade retaining rivets for condition. If unacceptable, return bladed disk assembly to an overhaul facility for rectification and, if necessary, incorporation

Assembly

Inspect

of SB1150.

Exhaust Duct

Cracks

Power Turbine Vane

or

distortion.

Cracks, erosion

Ring

or

impact damage.

Fuel Nozzles

Dissimilarity of carbon functional check.

Fuel Nozzle Sheaths

Fretting

Compressor

buildup.

Perform

wear, erosion and carbon

build-up.

Remove inlet screen and check compressor inlet area and first-stage compressor blades and vanes for dents, nicks, dirt deposits, corrosion and erosion.

Inlet

Reduction Gearbox Oil Strainer

Remove and

inspect

strainer for

foreign

matter.


INSPECTION A.

General

(1)

Inspect Propeller

Thrust

Bearing

Cover

as

follows:

(a) Inspect thrust bearing cover seal cavity for burrs, nicks and damage. Light stoning of damaged surfaces is acceptable. B.

other surface

Procedure

(1)

Inspect

Oil Seal

Retaining Ring

as

follows:

Page

3-3-24

Dec 02/2005

PRATT

WHITNEY CANADA


(a) Inspect retaining ring or ring halves for nicks, burrs stoning of damaged surfaces is acceptable.

(b)

C.

and surface

damage. Light

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.

Inspection (1)

Inspect

oil seal

runner as

follows:

area of oil seal runner for nicks, burrs and other surface damage by tooling during removal of seal. No repair is acceptable. Ship power output section to an approved overhaul facility for replacement of defective

(a) Inspect

visible

caused

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.).


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

consists of

adjacent 21.

buckling

and

to the dome.


same engine or engines of the same model. Typical liner distress cracking of cooling rings and buckling at the inner wall

REPAIR UNNECESSARY

Procedure

(1)

Acceptable

conditions not

requiring repair

are as

follows:

(a) Localized buckling and/or burning of all cooling rings (except louvered type) accompanied by cracking is acceptable provided the cracks do not extend into the seam weld. (See Figure 3-3-9). 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.

(b) Cracks

(c) Straight

line cracks between two

adjacent cooling

holes.

Page

3-3-25

Dec 02/2005

PRATT

WHITNEY CANADA


3q 3 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

GARTER SPRING

4

P

F

8057-581377

1

2

8087-851381

1

Post-SB1227, Post-SB1390, Post-SB1381, excl. PT6A-6A Engines)

C41987

Propeller Shaft Oil Seal Figure 3-3-7

Page

3-3-26

Dec 02/2005

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


Key

3-3-7

Oil Seal Retaining Ring (Pre-SB1 377/Post-SB1390) Halves (Post-SB1 377/Post-SE 1381)

2.

Gasket

3.

Thrust

or

Ring

Cover

4.

Bearing Propeller Shaft

5.

Runner

6.

Bolt

7.

Washer

8.

Support Ring Halves (Post-SB1390) Felt Strip Inserts (Post-SB1381 only)

CAUTION:

Oil Seal

CRACKS RUNNING IN THE SAME DIRECTION, SO THAT THEY COULD JOIN, ARE NOT ACCEPTABLE UNLESS THEY ARE SEPARATED BY AT LEAST THREE INCHES OF SOUND METAL.

(d)

A maximum of seven cracks, each crack not exceeding one inch in acceptable in the inner liner adjacent to the dome end. (See Figure

(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)).


Figure

1.

9.

22.

to

length, is 3-3-8).

REPAIR NECESSARY

Procedure

(1)

Acceptable (a)

conditions

requiring repair

are as

follows:

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. must be welded.

(b)

Cracks not exceeding two inches in Section 4, Repair).

(c)

Circumferential cracks adjacent to seam welds must be (Refer to Part 4, Section 4, Repair). NOTE:

(d)

Crack

openings

in

excess

length

of 0.030 inch

progressing from a free edge could allow a piece of metal to break (Refer to Part 4, Section 4, Repair). Cracks

are

(Refer

to Part

4,

repaired by welding.

not

repairable.

that their meeting is imminent and loose must be repaired by welding.

so

Page

3-3-27

Dec 02/2005

PRATT

WHITNEY CANADA


t~3

d

C88A

Acceptable Cracks in Inner Figure 3-3-8

Liner

Page

3-3-28

Dec 02/2005´•

PRATT

WHITNEY CANADA


CRACK MUST NOT EXTEND INTO SEAM WELD

(Except

Acceptable Buckling

Louvered

C223A

Type)

and Cracks in 3-3-9

erugiFsCooling gniR Page

3-3-29

Dec 02/2005

PRATT

WHITNEY CANADA


ACCEPTABLE, PROVIDED ANY CRACK IN COOLING RING SEAM WELD DOES NOT EXCEED 0.300 INCH IN LENGTH AND IS STOP-DRILLED USING 1/16 DRILL

------u

MULTIPLE CRACKS THROUGH COOLING RING ARE ACCEPTABLE, PROVIDED SEAM WELD CRACKS ARE WITHIN LIMITS

C224B

Acceptable

Cracks in Louvered Figure 3-3-10

Cooling Rings

Page

3-3-30

Dec 02/2005

MAINTENANCE MANUAL


d

d

d

d

d

’d

d

d

d

d d

d

3a

~citi

a~ a

888888888888888888

Q

(S

8

b

6

CRACKS OF THIS NATURE ARE ACCEPTABLE, PROVIDED THEY DO NOT EXCEED 0.300 INCH IN LENGTH AND ARE STOP-DRILLED USING 1116 DRILL.

C225B

Acceptable

Cracks in Louvered

Figure

Cooling Ring

Seam VVeld

3-3-11

Page

3-3-31

Dec 02/2005

WHITNEY CANADA

PRATT


~,c\O

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Fr ´•C

c,

TYPICAL’

;r r

r

f

C25837

Acceptable Bulging in Liner Dome Figure 3-3-12

Page

3-3-32

Dec 02/2005

WHITNEY CANADA

PRATT


c-e c

C

3

c

C

C

9

C

6

C

OCCCCCI

9

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c

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oOQoo

000

C39A

Acceptable Buckling in Figure 3-3-13

Liner

Page

3-3-33

Dec 02/2005

PRATT

WHITNEY CANADA


INNERLINE

L

#4

.0801N. .0601N.

#5

#7

#6

.0801N. .060 IN.

.0501N. .0301N.

.0801N. .0601N.

LINER DOME

B

.080 IN.

.0601N.

/;050 IN. .0301N.

-A

DOME TO OUTER LINER SEAM WELD

COOLING RINGS #1 #3

#1

.060 IN. .0401N.

.050 IN. .0301N.

i

ALL DIMENSIONS GIVEN ARE INTERNAL AS SHOWN IN THIS TYPICAL VIEW

DETAIL

#2 LOUVERED COOLING RING

#7

.010 IN. .000 IN.

VIEW ON ARROWS

B

A

C1057A Combustion Chamber Liner Cooling Figure 3-3-14

Ring Gaps

Page

3-3-34

Dec 02/2005

WHITNEY CANADA

PRATT


UNACCEPTABLE CONDITIONS A.

NO REPAIR PERMITTED

Procedure

(1)

Unacceptable conditions necessitating rejection of are as

NOTE:

(a)

Rejected

Severe

liners must be returned to

buckling causing

(b) Multiple cracks (c)

the combustion chamber liner

follows:

Cracks

as

exceeding

shown

kinked metal. on

Figure

two inches in

(d) Circumferential cracks adjacent

an

overhaul

facility.

(Ref. Fig. 3-3-15).

3-3-16.

length. to seam welds which are

opened in

excess

of

0.030 inch. 24.

COMBUSTION CHAMBER SMALL AND LARGE EXIT DUCTS A.

Procedure

(1)

Inspect combustion 7).

chamber small and

large

exit ducts

as

follows:

(Ref. Fig.

3-3-1

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

(a) Inspect

repair. long in small exit duct outer wall using a I~s (0.0625) inch drill.

acceptable

(b)

Radial cracks up to 1.00 inch provided they are stop drilled

(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

are

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

WHITNEY CANADA

PRATT

MAINTENANCE MANUAL


C

C e

C o

C

C

P

~3

O

c

O

o

o

o O o

o

000

000

~?F´•´•:T.-,. 2-

o o

o

o

o

00O

oogo

C90A

Unacceptable Buckling in Liner Figure 3-3-15

Page

3-3-36

Dec 02/2005

PRATT

WHITNEY CANADA


C~9 t~is3

i

I

d ti;3

C91A

Unacceptable Multiple Cracks Figure 3-3-16

in Liner

Page

3-3-37

Dec 02/2005

PRAVT

WHITNEY CANADA


COMBUSTION CHAMBER LARGE EXIT DUCT

A

CRACKS OF THIS NATURE ARE ACCEPTABLE WITHOUT REPAIR

’iit tt DETAIL

A

C11OA

Inspection of Combustion Figure

Chamber

Large

Exit Duct

3-3-17

Page

3-3-38

Dec 02/2005

PRATT

WHITNEY CANADA


COMPRESSOR TURBINE BLADE TIP CLEARANCE 25.

GENERAL A.

Measure and record the turbine tip clearance at several locations. Average tip clearance should be between 0.011 and 0.018 inch (REF. NO. 318, Fits Clearances). Clearances should be measured with wire or tapered feeler gages. Make sure that the shroud

assembly NOTE:

is centralized.

Tip clearance

at any

one

location should not exceed 0.019 inch

However, if clearance exceeds 0.018 inch

or

be less than

location, continue segments in service provided performance has been satisfactory and top 0.008 inch.

average clearance (0.018

inch)

at one

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 cracks. Limits are shown on Figure 3-3-18.

buildup

and

COMPRESSOR AND POWER TURBINE BLADES 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

PRATT

WHITNEY CANADA


HEAVY RUB WHERE FUSION OF METAL FROM COMPRESSOR TURBINE BLADE SQUEALER TIPS HAS OCCURRED, GRIND SEGMENT UNTIL FLUSH WITH CONTOUR. INSPECT COMPRESSOR TURBINE BLADES FOR 0.008 IN. MINIMUM SQUEALER TIP.

LIGHT TIP RUB OF THIS NATURE IS ACCEPTABLE

ONE CRACK (THROUGH) PERMITTED IN EACH COMPRESSOR TURBINE SHROUD SEGMENT

C226C

(Pre-SB1147 Engines) Metal Buildup and Cracks

Figure

on

Shroud

Segments

3-3-18

Page

3-3-40

Dec 02/2005

WHITNEY CANADA

PRATT


TABLE 3-3-3,

Inspection CORROSION

Compressor

Turbine Blade

Inspection

Maximum Serviceable

Maximum

Refer to

Not

repairable

Protrusion of blade root beyond disk rim must not exceed 0.005 inch on either side of disk. If blade shift is between 0.005 and 0.060 inch, further serviceability of the disk will be determined at an overhaul facility. Blade shift in excess of 0.060 inch will result in discarding of the disk.

Not

repairable.

See NOTE 1.

Max. 0.030 inch

Not

repairable.

See NOTE 1.

Not

repairable.

See NOTE 1.

Not

repairable.

See NOTE 1.

Not

repairable.

See NOTE 2.

Not

repairable.

Ref. NOTE 1

Not

repairable.

Ref. NOTE 2

Not

repairable.

Ref. NOTE 1

Not

repairable.

Ref. NOTE 2

Not

repairable

Ref. NOTE 1

Paragraphs

Repairable

Corrective Action

3. and 26.F.

BLADE SHIFT

CIRCUMFERENTIAL MOVEMENT

TIP

RUBSQUEALER

acceptable at blade tip Minimum

height

squealer tip

0.008 inch.

AREA A

Nicks, dents and pits

Three 0.005 inch

deep per blade. Not

Cracks AREA B

acceptable

(FILLET)


One 0.005 inch per blade.

Cracks

Not

deep

acceptable

LEADING AND TRAILING

EDGES


One 0.020 inch per blade.

Cracks

Not

deep

acceptable

LEADING EDGE TIP EROSION AND

BURNING Erosion

(Ref.Fig. 3-3-19)

Page

3-3-41

Dec 02/2005

WHITNEY CANADA

PRATT


TABLE 3-3-3,

Compressor

Turbine Blade

Inspection

Maximum Serviceable

Maximum

Burning

The entire set of Compressor Turbine blades must be

Not

scrapped if

Inspection (Cont’d) Corrective Action

Repairable

Ref. NOTE 1

repairable

a

compressor turbine vane

ring inspection

reveals that

vane

trailing edge burning has resulted in loss of airfoil area of 0.125

sq.in.

or

more,

any one vane and burnt area can be seen from the leading on

edge

of

vane

when viewed

engines longitudinal

ring parallel

to

NOTE: 1. Send bladed disk

axis.

assembly

to an

approved

NOTE: 2. If any blade is found cracked, return turbine for replacement of complete set of blades.

overhaul

facility.

assembly


to an

approved

overhaul

facility

Inspection Repairable

Corrective Action

Inspection

Maximum Serviceable

Maximum

BLADE SHIFT

Protrusion of blade root beyond disk rim must not exceed 0.005

Not

repairable.

See NOTE 1.

0.030 inch

Not

repairable.

See NOTE 1.

Not

Not

repairable.

See NOTE 1.

Not

repairable.

None

Not

repairable.

See NOTE 1.

inch

on

either side of disk.

BLADE LOOSENESS

Circumferential movement

Axial

acceptable

movement

AREA A


Three 0.003 inch

Cracks

Not

deep

acceptable

AREA B


One 0.010 inch

Cracks

Not

acceptable

deep

One 0.020 inch Not

repairable

deep

Blend Ref. NOTE 1

Page

3-3-42

Dec 02/2005

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL



Inspection

Inspection (Cont’d) Corrective Action

Maximum Serviceable

Maximum

One 0.010 inch

Not

repairable.

None

Not

repairable

Ref. NOTE 1

Repairable

LEADING AND TRAILING EDGES

Nicks,

dents and

pits

Cracks

Not

NOTE: 1. Send bladed disk

to an

approved overhaul facility.

1

Initial

Coating

Deterioration

(Sulfidation)

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 D.

assembly

Examine compressor turbine airfoil surfaces, particularly concave surface, for loss of coating, up to 25 percent is permissible, and/or corrosion using 10-power magnification. Assess stage of deterioration and accept or reject bladed disk as follows:

Stage C.

acceptable

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.

NOTE:

B.

deep

2

Initial Corrosion

Evidenced by apparent rise of sulfidated coating over surrounding surface, with small, scattered blisters appearing in coating. Corrosion of base material has started. Acceptance or rejection of disk is at discretion of operator based on previous experience. If blades are to remain in service, operators must increase existing desalination washes and schedule regular borescope inspection of blades every 200 hours.

Stage E.

Advanced Corrosion

Evidenced by clusters of ruptered blisters exposing bare material. Craters so formed progressively deepen and crater surfaces darken with glazed appearance. Ship disk assembly to an approved overhaul facility for blade replacement.

Stage F.

3

4

Severe Corrosion

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.

COMPRESSOR AND POWER TURBINE VANES 27.

GENERAL A.

For inspection requirements on compressor turbine and power turbine vanes, refer to Table 3-3-5 (PT6A-6, -6A, -6B and PT6A-20 (Pre-SB1OG1 engines) and Table 3-3-6

(PT6A-20 (Post-SB1OG1)

and all PT6A-20A

engines).

Page

3-3-43

Dec 02/2005

PRATT

WHITNEY CANADA


0.100

0.100

0.200

rLEADINGEDGE

LEADING EDGE

0.100

~E PROVIDED ENGINE

PERFORMANCE IS SATISFACTORY FILLET AREA

B

TIP RADIUS EROSION LIMITS

BLADES HAVING THINNED OR FEATHERED LEADING EDGES DUE TO EROSION ARE NOT ACCEPTABLE

C3112E

Compressor

Turbine Blade Figure 3-3-19

Inspection

Page

3-3-44

Dec 02/2005

PRATT

WHITNEY CANADA


UNACCEPTABLE CRACKED BEYOND LIMITS

ACCEPTABLE

C3348

(Pre-SB1OG1 Engines) Compressor Turbine

Vanes

(All Models) and Individual Figure 3-3-20

Power Turbine Vanes

Page

3-3-45

Dec 02/2005

WHITNEY CANADA

PRATT


TABLE 3-3-5,

Inspection of Compressor Turbine Vanes (All Engines) and Individual Power Turbine Vanes (Pre-SB1OG1 PT6A-20 Engines only) Max. Serviceable

Inspection

Max.

Action

Repairable

COMPRESSOR TURBINE VANES Loss of

coating

Parent metal erosion

0.300 inch square any airfoil surface 0.010 inch

deep

on

on

Not

Not

repairable

cracks

Multiple hairline cracks not exceeding 0.100 inch long Not more than five cracks per vane, which exceed 0.185 inch long.

Erosion and

burning

Replace vane

any airfoil surface

Trailing edge

Replace

repairable

at maintenance level

When a compressor turbine vane ring inspection reveals that vane trailing edge burning has resulted in loss of airfoil area, of 0.125 sq.in. (i.e., average length times average width equals or exceeds 0.125 sq.in.) or more, on any one vane and burnt area can be seen from the leading edge of the vane ring when viewed parallel to the engine longitudinal axis, the entire set of compressor turbine blades must be

Not

repairable

of

with

same

new

class

Replace


Not

Replace

repairable


Not

repairable

Replace vane

of

with

same

new

class

scrapped. Ship power section/turbine

disks to

an

approved

overhaul

facility.

POWER TURBINE VANES Erosion

or

chipping of leading or trailing edges

0.020 inch

0.020

Blend power turbine vanes to a smooth contour

Page

3-3-46

Dec 02/2005

WHITNEY CANADA

PRATT


TABLE 3-3-5,

Inspection of Compressor Turbine Vanes (All Engines) and Individual Power Turbine Vanes (Pre-SB1OG1 PT6A-20 Engines only) (Cont’d)

Inspection

Max. Serviceable

Max.

Airfoil surface

0.125 inch square by 0.010 inch deep on

Not

erosion

or

pitting

Action

Repairable

Replace

repairable

with

new

vane

of

any

same

class

vane

Cracks

Not

Not

repairable

Replace

repairable

with

new

vane

of

same

class

NOTE: 1. Cracks longer than 0.125 in. must be separated by at least 0.100 in. NOTE: 2. Cracks must not be open in

excess

of 0.020 in.

NOTE: 3. Classification, replace vane ring with same class within 0.03. If vane class unknown, refer to last test cell run matching figures in log book or contact P&WC Customer Support.

TABLE 3-3-6, Power Turbine Vane

Inspection

Ring Inspection (PT6A-20 Post-SB1OG1 Engines)

Max. Serviceable

Max.

and all PT6A-20A

Action

Repairable

CRACKS

Leading and/or trailing edges

0.400 inch

long

on

any number of vanes any airfoil surface.

Not

repairable


Return power turbine vane

facility Outer ring

Not

long

0.600 inch

ring

to an

overhaul

repairable


for possible repair.

Return power turbine vane

ring

to an

overhaul facility for possible

repair. Inner

ring

One crack entire

through

length is acceptable provided crack is not open

Not

repairable


more

than

Return power turbine vane ring to an

overhaul facility for possible

repair.

0.020 inch

EROSION OR FITTING

Page

3-3-47

Dec 02/2005

WHITNEY CANADA

PRATT



Ring Inspection (PT6A-20 Post-SB1OG1 Engines) (Cont’d)

Inspection

Max. Serviceable

Airfoil surfaces

0.010 inch

0.250 square inch

any

by

Not

Repairable

repairable

Action

Replace assembly with

on

one

vane

of

deep

Max.

and all PT6A-20A

Same

class

for any number

vanes

INTERSTAGE BAFFLE

Retaining

Replace rivets

rivets

for security

as

necessary

INTERSTAGE BAFFLE SEALING

RING(S) FRETTING WEAR Inside diameter

Acceptable provided

Not

repairable

Replace

end faces of

ring do not ring installed in seating

meet when

is

location over

compressor

turbine shroud

housing

Page

3-3-48

Dec 02/2005

PRATT

WHITNEY CANADA


TABLE 3-3-6, PowerTurbine Vane

Inspection

Sealing

face

Ring Inspection (PT6A-20 Engines) (Cont’d)

Max. Serviceable

Max.

Acceptable provided

Not

Post-SB1OG1 and all PT6A-20A

Action

Repairable

repairable

face shows witness of

Replace

with

new

vane

of

same

class

contact

around complete circumference when checked against true flat surface. Install original or new ring(s) individually in correct location and orientation on compressor turbine shroud

housing. Check gap between ring and

housing sealing diameter, maximum

acceptable gap in free state is 0.002 inch over not more than 120 degrees of are, remaining area to be light tight. Reject ring and/or housing if this

limit is exceeded POWER TURBINE STATOR HOUSING FRETTING WEAR

LUGS

Acceptable providing minimum lug width of

Not

repairable

Replace

Not

repairable

Replace

0.190 inch is

maintained

Sealing

face

Acceptable providing face shows witness of contact around

complete circumference when checked

against sealing ring

Page

3-3-49

Dec ´•02/2005

PRATT

WHITNEY CANADA



Light stoning surface to

NOTE: 2.

Max.

Max. Serviceable

Inspection NOTE: 1.

Ring Inspection (PT6A-20 Post-SB1OG1 Engines) (Cont’d)

of

Action

inside diameter and compressor turbine shroud localized high spots is acceptable

Replace vane ring and interstage ring classification, refer to IPC.

baffle

assembly

with

same

class

housing sealing

or

+0.1. For

vane

(FIRST STAGE)

GENERAL A.

29.

Repairable

ring

remove

COMPRESSOR BLADES 28.

and all PT6A-20A

inspect the first stage compressor blades, 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. If, after troubleshooting, it is necessary

DAMAGE LIMITS A.

NARROW CHORD

to


Procedure

(1)

Inspect compressor first stage, Fig. 3-3-21).

narrow

chord blades for

(a) Multiple superficial leading edge nicks,

damage

0.010 inch maximum

as

follows:

depth

on

(Ref.

any

number of blades.

(b) Leading

per blade

NOTE:

trailing edge dents 0.030 inch deep by 0.040 inch long. Four on either leading or trailing edge on any number of blades.

or

A dent is considered to be the parent metal has been

an

indentation caused

by impact

dents

in which

displaced.

or trailing edge tip curl without presence of tearing. Maximum allowable deformation 0.050 inch on one edge, six blades only.

(c) Leading (d) Leading nicks

on

NOTE:

or

trailing edge nicks 0.020 inch maximum depth. No more leading or trailing edge, on any number of blades.

than two

either

A nick is considered to be

impact, resulting

in

parent

a

sharp surface

indentation caused

metal loss. No cracks

by

permitted.

Page

3-3-50

Dec 02/2005

PRATT

WHITNEY CANADA


TIP CURL

DENT

(MATERIAL DISPLACED)

NICK

(MATERIAL LOSS)

MULTIPLE SUPERFICIAL NICKS

I

I

NARROW CHORD

0.050 INCH NO FOREIGN OBJECT DAMAGE ALLOWABLE IN ROOT FILLET RADIUS

C600B

Compressor

Blades

(First Stage

erugChord) iFstiDamage miL Narrow

3-3-21

Page

3-3-51

Dec 02/2005

PRATT

WHITNEY CANADA


30.

NARROW CHORD (Pre-SB1094 ENGINES

EROSION LIMITS A.

Procedure

(1)

Inspect compressor (a)

Use Detail A for

first stage,

31.

as

follows

(Ref. Fig. 3-3-22).

erosion 0.200 inch maximum material loss

Unacceptable leading edge

and

adjacent airfoil surface

erosion

WIDE CHORD (Post-SB1094 AND ALL PT6A-20A

DAMAGE LIMITS A.

chord blades

comparison.

(b) Acceptable leading edge B).

(c)

narrow

(Ref.

(Ref.

Detail

Detail

C).

ENGINES)

Procedure

(1)

Inspect compressor

as

follows

(Ref. Fig. 3-3-23):

NICKS IN LEADING AND TRAILING EDGES BECOME INCREASINGLY CRITICAL TOWARD THE ROOT OF THE BLADE. DAMAGE IS NOT PERMITTED WITHIN 0.050 INCH OF THE BLADE ROOT FILLET RADIUS.

CAUTION:

(a)

first stage, wide chord blades

Multiple superficial leading edge nicks

0.050 inch maximum

depth

on

any

number of blades.

(b) Leading

per blade NOTE:

(c)

A dent is considered to be the parent metal has been

blade

on

NOTE:

EROSION LIMITS A.

an

indentation caused

by impact

dents

in which

displaced.

Leading or trailing edge tip curl without presence of tearing. Maximum allowable deformation 0.150 inch on one edge, four blades only.

(d) Leading

32.

trailing edge dents 0.100 inch deep by 0.100 inch long. Two on either leading or trailing edge on any number of blades.

or

trailing edge nicks 0.100 in, max, depth. Two dents leading or trailing edge on any number of blades.

or

maximum per

A nick is considered a sharp surface indentation caused resulting in parent metal loss. No cracks permitted.

WIDE CHORD

by impact,

(Post-SB1094 AND ALL PT6A-20A ENGINES)

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

PRATT

WHITNEY CANADA


0.200

DETAIL

A

DETAIL

B

DETAIL

C

NARROW CHORD

C613B

Compressor Blades (First Stage Figure

Narrow

Chord)

Erosion Limits

3-3-22

Page

3-3-53

Dec 02/2005

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


LEADING EDGE TIP CURL

DENT

(MATERIAL DISPLACED)

NICK

I~-- (MATERIAL LOSS)

WIDE CHORD

0.050 INCH NO FOREIGN OBJECT

DAMAGE ALLOWABLE IN ROOT FILLET RADIUS

C935

Compressor Blades (First Stage Wide Chord)- Damage Limits Figure 3-3-23

Page

3-3-54

Dec 02/2005

PRATT

WHITNEY CANADA


0.400 MAXIMUM MAIERIAL LOSS FROM EROSION

LEADING EDGE WIDE CHORD

C936A

Compressor

Blades

(First Stage Wide Chord) Figure 3-3-24

Erosion Limits

Page

3-3-55

Dec 02/2005

WHITNEY CANADA

PRATT


COMPRESSOR TURBINE VANES 33.

INSPECTION A.

Procedure

(1)

If any of the vanes exhibit evidence of impact damage, remove inner and outer exit duct assemblies and inspect the 14 blind rivets (if fitted) in gas generator case for security and condition (Ref. Fig. 3-3-25). Acceptable conditions without repair are as follows:

adjacent

(a)

Four

(b)

Six rivets

or

(c)

A total of

eight

(d)

A total of six

NOTE:

rivet

or

rivet heads

rivet heads

are

missing

loose rivets is

missing

missing.

are

from total of 14.

permissible provided

no

and two loose rivets is maximum

rivets

are

missing.

acceptable

condition.

(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. A gap of 0.005 inch


GENERAL A.

Since the harness is a single integral unit consisting of 24 thermocouples averaged by means of a bus-bar, the probes cannot be checked separately. The following method of checking will therefore only uncover circuit malfunctions such as an integral short

circuit, and 35.

an

open circuit in the harness lead.

FUNCTIONAL CHECK A.

Procedure

(1)

Check the harness at

(a)

major inspection

or

when

troubleshooting

as

follows:

Using Turbine Temperature Indicating System Test Set (Barfield TT1000A) equivalent, check resistance of internal harness at terminal block. When

or

measured from each of chromel and alumel posts of terminal block to gas generator case, the minimum acceptable resistance is 25,000 ohms. Barfield Instrument Corp. PO Box 527705 Miami, Florida 33152-7705 USA TEL: 305-871-5629

Page

3-3-56

Dec 02/2005

PRATT

WHITNEY CANADA


POST-SB1143

RIVET

MARK LETTER SR IN THIS AREA TO INDICATE COATED CASE HAS BEEN STRESS RELIEVED. VIBRO-PEEN MAXIMUM DEPTH 0.003 INCH.

(14)

C;

PRE-SB1143 PARTIAL VIEW OF GAS GENERATOR CASE

C1651B

Inspection

of Blind Rivets in Gas Generator Diffuser Area Figure 3-3-25

Page

3-3-57

Dec 02/2005

WHITNEY CANADA

PRATT


(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. 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.

(c)

NOTE:

If several

probes are damaged or broken internally, the loop resistance necessarily fall outside the allowable tolerance. Erroneous temperature indication could occur because of the resultant would not

unbalance in the harness circuit. B.

Checking (1)

Check

suspected probes

NOTE:

This check

Section 2,

as

follows:

requires removal preceding).

of power section and T4 harness

(Refer

to

(a)

Attach Barfield TT1000A and alumel posts.

(b)

Heat each

(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

or

equivalent

probe separately using

a

to the harness terminal block chromel

soldering

iron.

that: 1

Any probe

2

Four

T5 THERMOCOUPLE

36.

exhibits reversed

or more

probes

are

polarity.

otherwise defective.

HARNESS, PROBES AND BUS-BAR (PT6A-6/C20, -20, -20A AND -208 ENGINES)

GENERAL A.

The installed T5 temperature sensing system may be considered as a single unit. On Pre-SB1073 PT6A-6/C20, -20 and -208 engines, the assembly comprises a number of

thermocouple probes (SB1212, ten probes; Post-SBPost-SB1212, eight probes) and a wiring harness incorporating an integral terminal block. On Post-SB1073 and PT6A-20A engines, the assembly comprises a number of thermocouple probes (Pre-SB1212, ten probes; Post-SB1212, eight probes), a chromel and alumel bus-bar assembly and a wiring harness incorporating an integral terminal block. The assembly cannot be checked individually from the exterior. The following method of checking will only reveal circuit malfunctions. B.

To carry out inspection and functional checks use Turbine Temperature 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

Dec 02/2005

PRATT

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Barfield Instrument

Corp.

PO Box 527705 Miami, Florida 33152-7705 USA 37.

INSPECTION A.

Procedure

(1)

Check harness, bus-bar and

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 Section 4, Repair).

(c)

Inspect individual probes

in the

following

damage (Refer

to Part

4,

manner:

for attachment.

Reject probe if bar is loose.

1

Check terminal bar of

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.

a

Using

4

5

probe

terminals. If resistance is to Section 2).

ohm, replace probe (Refer

Measure resistance between open terminal and stater housing. If resistance is less than 50,000 ohms, replace probe (Refer to Section Connect bus-bar strap (or harness lead) to probe. Torque No. 596, Fits 8 Clearances) and lockwire (MS9226-02).

(d) Carry Bus-bar

probes

test set, measure resistance across

not within 0.24 to 0.46

(2)

for

probes

out heat response check of each

probe (Ref.

Par.

screw

2).

(Ref.

38.).

inspection:

(a)

Bus-bar insulation resistance must not be less than 5000 ohms.

(b)

Check bus-bar for breaks, kinks,

(c)

Return defective bus-bar for Pratt

damage

or

possible repair

loose bracket. to the

following

P&WC

facility:

Whitney Canada (Plant 12)

2525 Fernand Lafontaine

Longueuil, Quebec Canada

J4N1N7

Attention: Accessories Overhaul

TEL: FAX:

(450) (450)

Shop

442-6800 442-6807

Page

3-3-59

Dec 02/2005

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38.

FUNCTIONAL CHECK A.

Procedure

(1)

Check T5 temperature

sensing system

at

major inspection

and

troubleshooting

as

follows:

(a)

Insulation Resistance Check: Disconnect all leads from terminal block on 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. and Loop Resistance Check: Using test set, measure resistance 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.

(b) Continuity across

(c)

(d)

If thermocouple leads fail continuity proceed as follows:

or

resistance test,

1

Heat T5 terminal block for five minutes heat range of 538"C (1000"F).

2

Let terminal block cool to

3

Repeat

4

If

test in

room

using

or are

heat gun

found shorted,

having

maximum

temperature.

Step (l)(b).

problem persists, repeat Steps (l)(b)

and

(a).

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 temperature before proceeding with next probe.

NOTE:

probe

to cool to room

of one of the T5 probes is reversed in a T5 sensing the EMF of reversed polarity cancels out a portion of the total system, T5 signal. The amount of reduction depends on the total source When

polarity

impedances of the probes of each polarity. One probe with reversed polarity may produce a temperature change of 55.6"C (100"F). Therefore, when performing a heat response check on a probe, confirm that output signal is of same polarity with that of the other probes.

Page

3-3-60

Dec 02/2005

WHITNEY CANADA

PRATT


COMPRESSOR TURBINE SHROUD HOUSING AND INTERSTAGE SEALING RINGS 39.

GENERAL A.

Procedure

(1)

Sealing area between compressor performance. Check as follows: (a)

Remove

engine

and power turbines is critical to

interstage sealing ring(s) from power section. Two rings required engines and one ring on Post-SB1218 engines.

on

Pre-SB1218

(b)

rings on compressor turbine shroud housing and check gap in sealing If rings. gap is less than 0.030 inch, sealing ring(s) should be replaced and shroud housing should be inspected for wear, fretting and distortion. If necessary, housing should be reworked or replaced (refer to Table 3-3-2).

(c)

Single ring configuration (Post-SB1218) rear of engine.

Install

GLOW PLUGS 40.

INSPECTION/FUNCTIONAL A.

must have

(PRESS) marking facing

(PRE-SB1429)

CHECK

Procedure

(1)

Inspect (a)

the

glow plugs

(2)

Inspect

the threads

Remove

on

body

glow plugs

glow plugs (Refer

ignition

to

of the

as

detailed in Part 2,

area.

The maximum fused area only. Plugs with fused

one area

as

for condition.

follows:

2).

ignition harness.

OFF.

Switch

(d)

glow plug elements approximately 8 seconds. Confirm that

(e) Switch ignition

plugs

to Section

(c)

Secure

Clean

than this limit must be discarded.

(b) Attach glow plugs

(f)

build-up.

Check the element for the presence of fused must be not more than ~s inch x 1/32 inch in

Perform functional check of

(a)

(Ref. Fig. 3-3-26):

Cleaning.

area(s) greater (c)

follows

Check the element for evidence of carbon

Section 3,

(b)

as

attain

an

acceptable orange-yellow color

in

OFF.

glow plugs

in gas

generator

case

(Refer

to Section

2).

Page

3-3-61

Dec 02/2005

PRATT

WHITNEY CANADA


C222 Glow

Plug Showing Fused Figure 3-3-26

Area-

Page

3-3-62

Dec 02/2005

WHITNEY CANADA

PRATT


SPARK IGNITERS AND SPARK IGNITION SYSTEM

(POST-SB1429)

INSPECTION

41.

A.

Procedure

(1)

Inspect spark igniters

and

ignition

exciter after

cleaning

as

detailed in Part 2,

CLEANING:

(a) Inspect

cylindrical area of firing acceptable to a depth of 0.015

exterior

Wear is

igniter

shell for

chafing

wear.

electrode for erosion (Ref. Fig. 3-3-27 and Table or exceeds amounts shown, reject spark igniter.

(b) Inspect igniter shell and 3-3-7). If erosion equals TABLE 3-3-7,

end of inch.

Spark Igniter

Erosion Limits

(IN)

P&WC PART NO.

VENDOR NAME AND PART NO.

DIM. A

3035102

Champion:

CH34055

0.3000

Not

Applicable

3031213

Bendix: 10-390667-1

0.3000

Not

Applicable

(c) Carry

acceptable

out functional test on

Para.

and

DIM. B

(IN)

replacement spark igniters (Ref.

42.).

(d) Inspect ignition

(e) Inspect input

exciter for

and

output

signs

of

damage

connectors for

and

general

condition.

damage, paying particular attention

to

connector threads for corrosion.

42.

FUNCTIONAL CHECK A.

Procedure

WARNING:

(1)

RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. MAKE SURE IGNITION IS SWITCHED OFF AND SYSTEM HAS BEEN INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING ANY IGNITION COMPONENTS. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.

Perform functional check of

spark ignition system

as

follows:

(a) Switch ignition system OFF. CAUTION:

(b)

DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN RELEASING COUPLING NUTS.

Disconnect

coupling

nut of

one

ignition

cable from output connector

on

ignition

excite r.

Page

3-3-63

Dec ´•02/2005

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WHITNEY CANADA


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~ NEW IGNITER

DIM.B

WORN OUT

ACCEPTABLE WEAR

NOTE: FOR DIMENSIONS A AND B REFER TO TABLE 201.

C174

Spark Igniter Erosion Figure 3-3-27

Limits

Page

3-3-64

Dec 02/2005

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WHITNEY CANADA


CAUTION:

BEFORE SWITCHING ON IGNITION TO PERFORM OPERATIONAL

CHECK, CARRY OUT A DRY MOTORING RUN (REFER TO PART 2, SECTION 6, TESTING) TO MAKE SURE THAT NO FUEL REMAINS IN GAS GENERATOR CASE. ON.

(c)

Switch

(d)

Listen at gas generator case for snapping sound with snap per second. Switch ignition OFF.

(e)

Reconnect coupling nut of ignition cable to ignition exciter and cable coupling nut. Repeat steps (c) and (d).

(f)

If

ignition

frequency

of at least

remove

one

other

not heard on either check, replace ignition exciter (Refer And Installation) and repeat steps (a) through Section Removal 2, 3,

snapping sound is

to Part

(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.

FUEL MANIFOLD ADAPTER ASSEMBLIES 43.

GENERAL A.

Procedure

CAUTION:


CAUTION:

IF FUEL MANIFOLD ADAPTERS ARE REMOVED, AND ARE NOT TO BE REINSTALLED IMMEDIATELY, THEY MUST BE PLACED IN A COVERED CONTAINER TO PREVENT EXPOSURE TO DIRT AND DUST. IF FUEL NOZZLE TIPS EXHIBIT SIGNS OF CARBON BUILDUP, THEY SHOULD BE CLEANED. (REFER TO PART 2, CLEANING).

(1)

fuel manifold

Inspect

adapter assemblies

follows:

adapter assemblies (Refer

(a)

Remove fuel manifold

(b)

Remove sheath from each manifold

(c)

Inspect sheaths

for

as

fretting

to Section

2).

adapter assembly (Refer

wear to a

maximum

depth of

to Section

2).

0.010 inch.

(d) Inspect nozzle sheath for erosion and wear. Eroded areas provided final dome thickness is 0.040 inch minimum.

may be

lightly

buffed

Page

3-3-65

Dec 02/2005

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PRATT


44.

FUNCTIONAL CHECK A.

Procedure CAUTION:

CAUTION:

(1)

TO ELIMINATE DANGER OF ELECTROSTATIC CONNECTABLE (15) OF TEST RIG (PWC30506) GROUND POINT.

DISCHARGE,

(1)

TO SUITABLE


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) adapter(ll) and connect hose assembly (7) to connecting coupling nut securely. (c)

Locate and

secure

connecting

tube

in fuel manifold tube (9). Tighten

(11) with blanking tube (13) and (PWC30521) (12) and position drip tray

fuel manifold adapter

(9)

in Fixture

below

fixtu re.

adapter, blank off inlet connections equivalent, prior to locating adapter in

For the No. 8 fuel manifold inlet

NOTE:

using Plug (PWC30530) Fixture (PWC30521).

(d) Operate

pressure regulating valve indicates 20.0 psig.

or

(3) gradually

until pressure gage

(6)

(e)

A full conical spray, free of spitting or drooling, should appear at, or below 20.0 psig. An onion formation may or may not appear Ref. Fig. 3-3-29).

(f)

to increase the fuel pressure to 60 psig. The volume of spray should increase and be evenly spread about the center axis of the fuel nozzle orifice.

Adjust pressure regulating valve (3)

(g) Spitting reason

NOTE:

(h)

or

for

drooling at 20.0 psig, or more rejection of fuel nozzle (10).

than 20% streakiness at 60

psig,

is

Streakiness is defined as variations of spray quantity indifferent parts of the spray cone, showing up as darker streaks in the spray.

Remove external carbon deposits on the fuel nozzle by lightly brushing orifice a brush having either bronze or non-metallic bristles.

face, with NOTE:

Brush nozzle

only

while fuel is

flowing through

orifice.

Page

3-3-66

Dec 02/2005

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WHITNEY CANADA


(i)

Close off air

supply (2), by

means

of pressure

regulating

valve

(3),

and allow

pressure gage to decrease to zero.

(j)

(k)

Uncouple

hose

assembly (7)

from

connecting

tube

(9).

Remove fuel manifold adapter assembly (Il)from fixture tube (13) and connecting tube (9).

(12),

and withdraw

blanking (I)

Replacement

fuel nozzles must be pressure tested

as

detailed in Section 2.

OIL FILTER ELEMENT (POST-SB1033, POST-SB1118 AND ALL PT6A-20A ENGINES) 45.

GENERAL A.

Procedure

CAUTION:

(1)

IN INSTANCES OF ENGINE-GENERATED METAL CONTAMINATION, THE POSSIBILITY OF RESIDUAL MATTER REMAINING IN PROPELLER AND AIRFRAME OIL SYSTEMS COULD CONTRIBUTE TO CONTAMINATION OF NEWLY INSTALLED ENGINE. WHEN AN ENGINE IS REMOVED DUE TO METAL CONTAMINATION OF THE OIL SYSTEM, ALL AIRFRAME COMPONENTS ASSOCIATED WITH THE ENGINE OIL SYSTEM INCLUDING PROPELLER, PROPELLER GOVERNORS (WHEN AIRFRAME SUPPLIED), TUBES AND HOSES SHOULD BE FLUSHED ACCORDING TO AIRFRAME MANUFACTURER’S INSTRUCTIONS. AIRFRAME OIL COOLERS SHOULD BE REPLACED. ENGINE-SUPPLIED OIL-TO-FUEL HEATERS AND GOVERNORS SHOULD BE RETURNED WITH THE ENGINE.

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:

Any foreign material

(a)

Remove oil filter element

(b)

If

no

(Ref.

Part 3, Section 2, Removal And

visible metallic contaminant is evident, proceed Part 2, Section 3,

as

Installation).

follows:

Cleaning).

1

Clean oil filter element

2

Using

3

If dents and/or broken wires

4

than five percent of visible passages are found blocked after repeated cleaning, element must be sent to an overhaul facility for ultrasonic cleaning and bubble point testing.

(Ref.

a 10 power (minimum) magnifying blocked passages and broken wires.

If

are

glass, inspect

filter element for

found, the filter element

must be

replaced.

more

NOTE:

Operators requiring

further information should contact:

Page

3-3-67

Dec 02/2005

PRATT

WHiTNEY CANADA


14

NOTE: MAXIMUM AIR INLET SUPPLY PRESSURE 100 P.S.I.G.

15

12

10 13

C993E Fuel Manifold


Functional Check

Page

3-3-68

Dec 02/2005

WHITNEY CANADA

PRATT


Key

to

Figure

3-3-28

3.

Rig (PWC30506) Supply Pressure Regulating Valve

4.

Fuel Container

5.

Filter

6.

Pressure

1.

Test

2.

Air

Gage Assembly

7.

Hose

8.

Check Valve

9.

Connecting

Valve

10.

Fuel Nozzle

11.

Fuel Manifold

13.

Adapter Fixture (PWC30521) Blanking Tube

14.

Pressure Relief Valve

15.

Ground Cable

12.

Pratt Whitney Canada Customer Support Department 1000 Marie-Victorin Longueuil, Quebec Canada L4G 1Al

(c)

When a small amount of visible metallic contaminant is evident, follows: NOTE:

proceed

as

determining filter metal contamination, (Ref. Part 2, Section 4, Standard Practices, Paragraphs 19, 20 and 21) consideration must be given to particle/flake size, shape and engine operating history. A particle is a piece of metal with finite thickness large enough in area to become entrapped on the main oil filter surface. A flake is a metal chip having immeasurable thickness but large enough to become also entrapped on the main oil filter surface. The following should be used as a guide and not as a specification of engine serviceability. Examples of possible contaminants are: In

Small flakes of non-ferrous metal normally bearings or bushings of babbit, tin, bronze

originate or

from

plain

silver.

Small flakes of ferrous metal normally originate from spalled anti-friction bearings, gear teeth or fretting.

normally originate heavy scoring.

Slivers of steel

parts

or

from

from interference between steel

Page

3-3-69

Dec 02/2005

PRATT

WHITNEY CANADA


ACCEPTABLE

GOOD UNIFORM SPRAY QUALITY

LIGHT STREAKS MAX.

(20%)

NOT ACCEPTABLE

´•i"I: il [iI.:l’[i ONE OR MORE HEAVY STREAKS

ONE OR MORE VOIDS

SKEWNESS

DROOLING

SPITTING

25% 20%

FUEL NOZZLE

A

THE ADDITION OF THE STREAKS MUST NOT EXCEED 20% OF THE TOTAL FUEL SPRAY.

FUEL SPRAY UNDER VIEW

VIEW

A C67153A

Spray Conditions Figure 3-3-29

Fuel Nozzle

Page

3-3-70

Dec 02/2005

PRATT

WHITNEY CANADA


powdered material is cast iron and originates from the propeller shaft oil transfer sleeve.lt can be assumed that less than small particles of miscellaneous metal, largely non ferrous, can be Fuzz

or

40

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.

discounted. In such

(d)

If Silver 1

Plating

Flakes

are

found, proceed

as

follows:

If the main oil filter contains a large quantity (15 or more) of silver flakes, engine oil system must be flushed (Ref. Part 2, Section 1).

the

(e)

(f)

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).

White Metal

(Ref.

Part 2, Section 3,

1

On first discovery, clean oil filter recheck after 10 hours.

2

discovery of similar amount of metal, change engine oil and recheck after 10 hours.

3

On third

On second

2

and

clean oil filter, drain and

inspection, if the same amount of white metal continues to generated, the engine should be shipped to an overhaul facility for inspection.

Bronze

1

Cleaning)

or

be

Steel

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. On first

discovery,

if there

are more

than 40

pieces of steel

filter, drain and change engine oil. Perform ground

run

for

or

one

bronze, clean hour and

recheck. a

If

on

recheck after

b

If

on

recheck after

hour ground run, a greater quantity of steel or engine should be shipped to an overhaul facility

one

bronze is found, the for inspection.

one

hour

ground

run, a smaller

present, clean filter and recheck after five c

quantity of

metal is

to 10 hours.

If recheck after 5 to 10 hours reveals presence of similar quantity of steel or bronze metal, the engine should be shipped to an overhaul facility for inspection.

Page

3-3-71

Dec 02/2005

WHITNEY CANADA

PRATT


CHIP DETECTOR 46.

GENERAL A.

Procedure IN INSTANCES OF ENGINE-GENERATED METAL CONTAMINATION THE POSSIBILITY OF RESIDUAL MATTER REMAINING IN PROPELLER AND AIRFRAME OIL SYSTEMS COULD CONTRIBUTE TO CONTAMINATION OF NEWLY INSTALLED ENGINE. WHEN AN ENGINE IS REMOVED DUE TO METAL CONTAMINATION OF THE OIL SYSTEM, ALL AIRFRAME COMPONENTS ASSOCIATED WITH THE ENGINE OIL SYSTEM INCLUDING PROPELLER, PROPELLER GOVERNORS (WHEN SHOULD BE FLUSHED AIRFRAME SUPPLIED), TUBES AND HOSES ACCORDING TO AIRFRAME MANUFACTURER’S INSTRUCTIONS. AIRFRAME OIL COOLERS SHOULD BE REPLACED. ENGINE-SUPPLIED OIL-TO-FUEL HEATERS AND GOVERNORS SHOULD BE RETURNED WITH THE ENGINE.

CAUTION:

(1)

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 follows:

Any foreign

(a)

(b)

gearbox.

Remove

chip

NOTE:

Whenever the chip detector is removed for inspection, the oil filter should also be inspected as indicated in Paragraph 45.

If

detector from reduction

as

only a single chain of magnetic particles bridge the gap across the poles of chip detector and the particles consist of small slivers, clean and reinstall

the

detector.

NOTE:

(c)

Clean poles of after cleaning.

chip

detector

by wiping

with lint-free cloth; discard cloth

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 is recommended to avoid detector body.

easily overtightened. Use of a torque wrench overtightening and possible fracture of chip

small amount of fuzz, made up of powdered material, is evident, clean detector, reinstall and recheck for continuity after 10 hours.

(d)

When

(e)

When

a

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

engine

powdered fuzz is found a third time in similar or greater quantities the should be shipped to an overhaul facility for inspection.

Page

3-3-72

Dec 02/2005

PRATT

WHITNEY CANADA


ADVANCE REVISION NO. 67 (PT6A-6 SERIES INSERT Advance Revision

AND PT6A-20 SERIES

67 facing page-3-3-73, Part

ENGINES)

3 Section 3

FUEL PUMP INLET SCREEN AND OUTLET FILTER

(POST-SB1155 AND ALL PT6A-20A

ENGINES) PURPOSE:

To be done B.

Revised the fuel pump in-situ inspection procedure (Para. 47) and added figure 3-3-29A.

in.conjunction with P&WC S.B.

Sundstrand Fuel

(1)

No.1645.

Pump In-Situ Inspection

Remove the drain line and

fitting from

the fuel pump drain

port (Ref. Section 2).

CAUTION:;,IF COTTO~j SWAB OR SIMILAR DEVICE IS USED FOR THIS INSPECTION, CARE MUST BE TAKEN TO MAKE SURE THAT NO FOREIGN MATTER REMAINS IN DRAIN PORT OR ASSOCIATED FITTINGS AND LINES.

(2) :1

Insert´•

a

cotton

swab,

or

equivalent; 1.0

to 1.5 in,

deep into the drain port of the fuel

pump (RBf. Fig. 3-3-29A).

(3)

Angle the cotton swab towards the fuel pump outlet filter and roll it inside port to collect evid~ence of a possible reddish-brown ~deposit´•(iron oxide),

(4)

If no reddish-brown service

CAUTION:

(5)

(b)

stain is

ir

evident, the fuel pump may remain in

DO NOT REMOVE FUEL PUMP COUPLING, REMOVAL M~Y CAUSE CHIPPING OF SPLINES AND/OR LOSS OF CIRCLIP RETENTION. CIRCLIP ALLOWS VERY LIMITED MOVEMENT OF PUMP COUPLING.

If reddish-brown

(a)

(iron oxide)

the drain

(iron-oxide)

stain is evident,

remove

fuel pump

(Ref.

Section

2):´•

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. Evidence of corrosion residue indicates excessive approved overhaul facility.

spline

wear.

Ship

fuel pump

to

(c) (6)

Install

eheck for

a

replacement fuel pump (Ref. Section 2).

leakage

from seal drain port

as

follows:

(a) Coupling If limits Section

drive oil leaks from fuel pump drain should not exceed 3 cc per hour. exceeded, replace~plain seal on accessory gearbox pad (Ref. 2). If leaks are still present and exceed limits, ship unit for overhaul.

are

...5;´•"~

´•PART-3/SEC- 3

Page

1

of 4

Mar 01/2006 PRINTED IN CANADA

PRATT

WHITNEY CANADA


AR 67

FUEL PUMP

OUTLET FILTER

~d ORIGINAL

i’B

As Received 8~

t,-´•6

ATP

CIVITY TO BE INSPECTED

DRAIN PORT

(DRAIN

FITTING

REMOVED)

C107468

Fuel

Pump In-situ Inspection Figure 3-3-29A

PART-3/SEC- 3

Page

2 of 4

Mar 01/2006

PRATT

WHITNEYCANADA

MAINTENANCE MANUAL

MANUAL PART NO. 3015442 AR 67

DRIVE COUPLING

SEAL

DRAIN PORT

9 cs~ AREA TO BE INSPECTED

C41986 Fuel

Pump Coupling Area Figure 3-3-30

Inspection

PART-3/SEC- 3

Page

3 of 4

Mar 01/2006

PRATT.

WHITNEY CANADA


AR 67

(b)

Fuel leaks should not exceed 20 pump for overhaul. NOTE:

If limit is

cc

per hour. If

leakage exceeds limit, ship fuel

exceeded, inspect FCU driveshaft bearing

area

for fuel

contamination.

PART-3/SEC- 3

Page

4

oi

4

Mar 01/2006

WHITNEY CANADA

PRATT


B.

Inspection (1)

Perform detailed

(a)

inspection of chip

detector

as

follows:

Examine threads for damage. Chase threads detector if threads are damaged or crossed.

as

necessary.

Replace chip

(b) Examine lacquer witness stripes on detector housing/connector body (P/N 3019373 only). Misaligned stripes are an indication that rotation between the two parts of the detector has taken place with the possibility of short circuit between the two poles of the detector and therefore give rise to false indication. In this condition, reject chip detector. NOTE:

(c) Connect

Chip detector P/N 3029199 change letter B and subsequent incorporates a splined locking arrangement that prevents movement; therefore it does not require witness stripe identification. an

steel bar

ohmmeter

(keep)

detector output terminals and place a suitable the detector poles. Circuit continuity must exist.

across

across

(d) Check security of output terminal pins and condition of potting compound. pins are loose or compound is cracked reject detector.

(e) Connect

an

ohmmeter between shell of detector and each connector

pin,

If

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

(a) Remove

(b)

inlet

Clean inlet

screen

screen

screen

and outlet filter

and outlet filter

(Ref.

(Ref.

Part 2, Section 3,

as

follows:

Section

2).

Cleaning).

10-power (minimum) magni~ying glass, inspect inlet screen for clogged passages and broken wires. Inspect outlet screen for contamination.

(c) Using

a

NOTE:

(d) B.

It is recommended that the fuel pump outlet filter (disposable replaced every 600 hours or as service conditions dictate.

If dents or broken wires be replaced.

are

found in fuel pump inlet screen, the

type)

screen

be

must

Inspection (1)

q

Inspect

fuel pump

NOTE: Please

see

coupling

as

follows:

the

TEIWPORARY REVISION

I

~thatrevisesthispage. I

I

Page

3-3-73

Dec 02/2005

WHITNEY CANADA

PRATT


IF COTTON SWAB OR SIMILAR DEVICE IS USED FOR THIS INSPECTION, CARE MUST BE TAKEN TO MAKE SURE THAT NO FOREIGN MATTER REMAINS IN DRAIN PORT OR ASSOCIATED FITTINGS AND LINES.

CAUTION:

(a)

Remove drain line and

(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.

from pump drain

port (Ref. Section 2).

DO NOT REMOVE FUEL PUMP COUPLING, REMOVAL MAY CAUSE CHIPPING OF SPLINES AND/OR LOSS OF CIRCLIP RETENTION. CIRCLIP ALLOWS VERY LIMITED MOVEMENT OF PUMP COUPLING.

CAUTION:

(c)

fitting

(iron-oxide) stain is evident, remove fuel pump (Ref. Section precautionary measure and proceed as follows:

If reddish-brown

2) 1

as

Examine

input coupling side

of pump face (See Fig. 3-3-30) for (iron-oxide deposit). If none present pump

area

residue from fretting corrosion may remain in service. 2

Evidence of corrosion residue indicates excessive pump to approved overhaul facility.

3

Install

(d) Check L

for

original

or

leakage

replacement

fuel pump

from seal drain port

as

as

spline

Ship

wear.

fuel

applicable (Ref. Section 2).

follows:

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

Coupling

overhaul. 2

Fuel leaks should not exceed 20 fuel pump for overhaul. If limit is exceeded, contamination.

NOTE:

48.

CURRENT A.

REGULATOR_(Pre-S 429)

cc

per hour. If

inspect FCU

leakage

driveshaft

exceeds limit,

bearing

area

ship

for fuel

IGNITION BALLAST TUBES

Procedure

(1)

Inspect

(a)

current

Inspect

regulator ignition

ballast tubes

as

follows:

base of ballast tubes for cracks. If there is any reject tube.

suspicion of

air

leakage

into the tube,

NOTE: Please

A8~

see

the

TEMPORARY REVISION thatrevises

thispage. I I

Page

3-3-74

Dec 02/2005 ____.

_i

PRATT

WHITNEY CANADA


DRIVE COUPLING

j´•

1

SEAL DRAIN PORT

(9\) AREA TO BE INSPECTED

C41986 Fuel

Ae

NOTE: Please

see

Pump Coupling Area Figure 3-3-30

Inspection

the

TEMPORARY REVISION that revises this page.

I I

Page

I

Dec 02/2005

I

3-3-75

WHITNEY CANADA

PRATT


(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. NOTE:

on ballast tubes may be identified by reference to the the base. No. 1 pin being the first pin clockwise from the key. all of Pins 1, 4, 5 and 6 may be missing.

Pin numbers

key on Any or

ENGINE UNSCHEDULED INSPECTION 49.

GENERAL A.

General Whenever unusual engine conditions (e.g, overspeed, sudden stoppage, or loss of oil) are experienced, perform unscheduled inspection.

8.

Performance Deterioration

(1) C.

Refer to Part 2, Section 7,

Troubleshooting.

Engine Overspeed (1)

When observed gas generator 102.6%:

(a) (2)

(3)

No action

Overhaul

(a) (4)

engine

When observed

NOTE:

speed (Ng) exceeds

101.5% but does not exceed

required.

When observed gas generator

(a)

for

speed (Ng)

exceeds 102.6%:

Light Overhaul, Engine Overspeed.

propeller speed (Np)

No action

Indicate

Ng

observed.

exceeds 100% but does not exceed 110%:

For transient conditions, refer to Table 6-2-1 Table 2-6-2 (PT6A-6, -6A, -68).

(PT6A-20, -20A, -208)

or

required.

When observed

propeller speed (Np) exceeds

(a) Overhaul engine or power Indicate Np observed. D.

strike

lightning

section for

110%:

Light Overhaul, Engine Overspeed.

Overtemperature (1)

Check engine/aircraft temperature indicating system. If 2-6-2 and 2-6-3 for required action.

satisfactory, refer

to

Fig.

Page

3-3-76

Dec 02/2005´•

PRATT

WHITNEY CANADA


E.

Overtorque

(1)

Check

engine/aircraft temperature indicating system. following steps for required action.

If

satisfactory,

refer to

Pig.

2-6-4 and the

(2)

Carry

out the

following

maintenance action.

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,

(a)

Troubleshooting).

F.

(c)

Refer to Aircraft Maintenance Manual for related aircraft checks.

Overhaul

engine for Light Overhaul,

Immersion in Water.

Dropped Engine (1)

H.

If the overtorque is above shaded area in excess of transient, overhaul power section module for Light Overhaul, Overtorque

Immersion in Water

(1) G.

(b)

Overhaul

Material

(1)

for

engine

Light Overhaul, Dropped Engine.

Ingestion (e.g., ice, stones, etc.)

Check

first-stage

compressor rotor for

foreign object damage (FOD) (Ref.

Pam.

23.).

(2) i.

Carry

out

engine performance/ground power check (Ref. Part 2,

Bird Strike/Soft Material

(1)

Ingestion (e.g.,

soft rags,

Sec. 6, Para.

31).

plastic bags, etc.)

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 bird strike or ingestion of soft material is confirmed.

(2)

However, if the engine remains in service, carry

(a)

out the

following procedure:

Check first-stage compressor airfoils for FOD and bird remains (Ref. Ref. Para. 23.).

(b) Carry

out a

(c) Carry

out an

Para.

performance recovery

wash

(Ref.

a

or

Part 2, Sec. 3, Pam.

engine performance/ ground power check (Ref.

soft material

17).

Part 2, Sec. 3,

17).

Page

3-3-77

Dec 02/2005

WHITNEY CANADA

PRATT


J.

Chip

(1) K.

Detector Circuit

Refer to Part 2, Section 7,

Propeller (1)

Sudden

Stoppage

or

and/or Debris in Oil Filter

Troubleshooting. Impact

Propeller sudden stoppage occurs when propeller rotation stops a hard object (e.g., ground, ground service equipment, etc.) (a)

Overhaul power section module for

(b) Inspect

(2)

Completion

remainder of

due to contact with

Light Overhaul, Sudden Stoppage

engine:

I

Check exterior of gas generator case, engine mounts, inlet case, struts, accessories, accessory mountings and flanges for cracks and buckling.

2

Remove

starter-generator and check mounting pad

gearbox

for cracks.

area on

3

Rotate compressor turbine and check for unusual noises.

4

If damage is found, overhaul Sudden Stoppage.

5

Remove and overhaul

accessory

complete engine for Light Overhaul Propeller,

propeller governor for Propeller Sudden Stoppage.

Propeller strike causing blade structural damage propeller spar bent or metallic propeller blade tip bent lover 1.00 in.) or missing and blade bent).

blades:

NOTE:

Propeller strike occurs when (1) a rotating propeller hits a stationary object (2) a stationary propeller is hit by a moving object, causing blade damage. of

(a) Overhaul power

(b) Inspect

section for

remainder of

I

Check gas

2

Check

3

If any

engine:

generator

flanges

Light Overhaul, Overtorque.

case

for cracks

for surface

or

damage

or

distortion.

buckling

damage is found, overhaul complete engine for Light Overhaul, Propeller Strike.

Page

3-3-78

Dec 02/2005

WHITNEY CANADA

PRATT


L.

Propeller strike causing slightly, etc.).

minor blade

damage (e.g., delamination, indentation,

blade

tip

bent

(1)

M.

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.

Propeller Lightning Strike

(1)

of arcing are found on the propeller blades, the propeller shaft and flange must be checked for magnetism. If the propeller shaft or flange is found magnetized, overhaul power section for Light Overhaul, Lightning Strike.

(2)

Remove and overhaul

(3)

Procedure:

If

signs

(a)

Check 1

propeller governor for Lightning Strike.

propeller shaft

and

flange

for

magnetism

with

one

of the

following:

propeller shaft, especially flange, using a magneto meter residual 3 gauss or 3 oersted or 2.38 A/cm. If sure magnetism is within oersted 3 3 is above or 2.38 A/cm., replace power section. reading gauss or

Check

to make

2

If

propeller shaft

or

flange

is not

magnetized,

remove

and

inspect

main oil

filter, RGB chip detector and oil strainer for metallic debris. If metallic debris is found, refer to Troubleshooting. 3

If no metallic debris is found, return engine to service. Monitor chip detector daily for 1 week. Remove main oil filter and inspect after 7 days (approx. 65 flight hours) (Ref. Part 3, Sec. 2, Para. 59).

4

If no metallic debris is found, engine may continue in service with subsequent inspections carried out as defined in the relevant maintenance

program. N.

Heavy Landing (1)

If

engine

NOTE:

(a)

was

2

heavy landing incident, carry

to a

out the

following

heavy landing is by structural damage to aircraft landing causing underwing skin buckling and rivet heads missing. A

Inspect 1

subjected

and if any of the

Cracks/distortion of

Damage

to

following

engine

defects

are

gear,

checks:

wing

span

evident, replace engine:

skin mounts.

engine structural housings (RGB, Exhaust, Housing).

Gas Generator,

AGE and Inlet

Page

3-3-79

Dec 02/2005

WHITNEY CANADA

PRATT


3

Check all

engine-mounted accessory adapters Pay special attention to:

and/or

bosses for

mounting

cracks and distortion.

4

a

Fuel pump, FCU and associated

adapter.

b

Starter-generator

and assodiated

adapter.

c

AC unit

2!

Fuel heater and external oil pump

Check the

or vacuum

engine

pump,

accessories

propeller

specified

control and

overspeed

governor.

packs. in

Step

3a for

security. Rectify

as

required. 5

Check the

following airframe/engine

connections for attachment:

fuel inlet oil cooler

indicating system ignition system air

system

fuel oil drains control 6

linkage

Remove main oil filter, strainer and chip detector and inspect for metallic debris. If metallic debris is found, refer to Part 2, Section 7, Troubleshooting. If no metallic debris is found, reinstall oil filter, strainer and chip detector. Then run engine at 80% torque for ten minutes, and recheck RGB chip detector, oil strainer and main oil filter. If no metallic debris is found, return the engine to service. Check chip detector daily for one week. Remove and inspect main oil filter after seven days (approx. 65 hours). If no metallic debris is found, the engine may remain in service with subsequent inspection carried out as defined in the relevant maintenance program.

O.

Sustained Running at

(1)

Check

an

Oil

Temperature

Outside Limits

oil temperature indicating system (Ref. Table 2-6-1 (PT6A-20, Table 2-6-2 (PT6A-6, -6A, -68). If satisfactory, do the following

aircraft/engine

-20A, -208)

or

maintenance

procedure: Part 2, Section. 1, Pam.

(a)

Drain and discard oil

(b)

Remove and check oil filter and strainer

(c)

Remove and check

(d)

Rectify cause 2-7-5).

of

(Ref.

(Ref.

chip detector(s) (Ref.

high

oil

3).


Part 3, Section 3, Pam.

59).

46.).

temperature (Ref. Part 2, Section 7, Troubleshooting,

Table

(e)

Fill oil

system (Ref. Part 2, Sec. 1, Pam. 4).

Page

3-3-80

Dec 02/2005

WHITNEY CANADA

PRATT


P

Loss of Oil

NOTE:

or

Oil Pressure

or

Low Oil

Low oil pressure is defined as running the engine with the oil pressure below specified limits (Ref. Table 2-6-1 (PT6A-20, -20A, -208) or Table 2-62

the

(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 reduction gearbox or

(c)

If unusual noises

are

hand and listen for unusual noises PT bearings.

coming

from the

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 NoTE:2.

procedure).

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 not an indication of distress, providing the the

engine

engine shutdown which is rubbing disappears when

cools down. from

(d)

Turn the compressor rotor. Listen for unusual noises seals, gears, compressor and/or CT.

(e)

If unusual noises are heard, overhaul gas 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

coming

bearings,

generator for Light Overhaul,

engine to service if no metallic debris is found. Check detector chip daily for one week (approx. 65 hours). Return to standard if no chip indications occur. If chip detector circuit is intervals inspection debris is found, refer to Part 2, Section 7, Troubleshooting. metallic or completed main oil filter. Return

RGB

Page

3-3-81

Dec 02/2005

WHITNEY CANADA

PRATT


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

(g)

pressure

If the loss of oil is 6 qt. or indication have fluctuated

(h)

NOTE:

Q.

more

and the

oil pressure

or

engine oil pressure or torquemeter dropped below 40 psi.

the oil pressure drops below 40 psi, an engine shut down is required. In single engine installation or emergency, use minimum power to sustain flight and prepare for emergency landing. In

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.

(j)

Remove and overhaul

propeller governor

for Loss of Oil.

Oil Pressure Follows Throttle

(1)

R.

inspection.

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

(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).

Contamination by Fire

(1)

In

case

~the

of

ground

Do a dry motoring deposits.

(b)

Wash

Halon fire

for cracks.

engine contamination by fire extinguishing agents (foam fire fighting equipment), do the following immediately: run

(Ref.

Part 2, Sec. 6, Para.

engine externally (Ref. out

extinguishing agent

26)


engine motoring performance recovery

17) omitting dry motoring

(2)

housing

Extinguishing Agents

(a)

(c) Carry

Check oil pump

gearbox.

powder from

to blow out residual

10) using

wash

or

(Ref.

fresh water

only.


run.

from aircraft

on

board fire

extinguishing

bottles

(system). (a)

No

engine

maintenance

required.

Page

3-3-82

Dec 02/2005

WHITNEY CANADA

PRATT


S.

Audible

(1)

Rubbing, Binding

Any

unusual

or

Scraping and/or

(internal) engine noises (e.g. rubbing, scraping investigation. as follows:

squealing, etc.)

warrant immediate

Rotate compressor and/or turbine rotors and listen for any undesirable interference of rotating components with stationary parts.

(a)

(2)

Compressor

rotor audible

rubbing, scraping, rapid

or

abrupt

deceleration

on

shutdown.

(a) Check

for

(b) Check

for compressor turbine

accessory

case

mounted accessory

drag.


tip rub (Ref.

Indications of compressor rub or bearing distress. Overhaul Overhaul. Indicate Compressor Rotor Rub.

(c) (3)

rear

Power turbine rotor for rattles, rubbing or Abrupt deceleration on shutdown.

scraping.

Slow

15) for

engine

Light

propeller acceleration

on

start.

(a) Examine

power turbine disk for evidence of distress.

assembly

(b) If inspection reveals damage, carry

and exhaust

out

area

through exhaust ports

inspection

stiff propeller rotation. Overhaul power section for Indicate Audible Rubbing.

(c) Slow T.

or

Light Overhaul.

Propeller Windmilling after In-flight Shutdown

(1)

With stabilized

(a)

windmilling Np

less than oi

equal

If less than six quarts of oil are required to no further action is necessary

to 20 rpm.

bring

oil level up to MAX

on

dipstick,

six quarts of oil or more are required to refer to Loss of Oil/Oil Pressure.

(b) If

(2)

With

an

unknown

bring oil level up

to MAX on

(not recorded) Np or stabilized windmilling Np greater engine failure (serviceable engine).

dipstick,

than 20

rpm and related to

(a) Refer

(3)

With

to Loss of Oil/Oil Pressure.

in-flight

shutdown attributed to

approved overhaul facility. Indicate U.

Starter-Generator

(1)

a

confirmed engine problem, send engine to for removal.

an

reason

Replacement

If the starter-generator is replaced in order to rectify a reported engine starting electrical generation defect, that is suspected as an electrical fault or bearing distress of the starter-generator, inspect the main oil filter as follows:

Page

or

3-3-83

Dec 02/2005

PRATT

WHITNEY CANADA


(a) Do a main oil filter patch patch analysis should be

check (Ref. Part 2, Section 1). The results of the filter 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 next 700 flight hours.

analysis, repeat step (a)

every 100

hours, for the

(c)

50.

ENGINE OVERTEMPERATURE A.

51.

For overtemperature limits and Section 6.

corresponding inspection procedures, refer

to Part

2,

ENGINE OVERTORQUE A.

52.

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.

For

overtorque limits and corrective action, refer

to Part

2, Section 6.

BORESCOPE A.

General

borescope is an optical device which enables an operator to perform visual inspection of hot section areas of PTGA series engines. Access is through ports or openings created by removal of engine components. Personnel performing borescope inspection must be fully qualified to do this check and analyze results.

The

B.

Description

(1)

(2)

borescope assembly comprises a pattern-controlled rigid Guide Tube (PWC34910-200), a direct viewing flexible 5 mm fiberscope (PWC34910-100), source, a side viewing adapter and other accessories. A still or video camera may be used to record engine areas.

The

the borescope, without removal of the engine power section, inspect the following:

Using

(a) Compressor

turbine blades and shroud

(b) Leading

trailing edges

(c)

and

Inner and outer

vane

(d) Cooling rings and NOTE:

rings

an

a

operator

light

can

segments.

of compressor turbine stater

assembly.

of the compressor turbine stater

assembly.

dome section of the combustion chamber liner.

using the borescope, study the following procedures, the borescope assembly and its accessories (Ref. Fig. 3-3-31). it is considered vulnerable to severe shocks, twisting and pinching. Care and attention must therefore be used when handling handling it to prolong Before

Page

3-3-84

Dec 02/2005

WHITNEY CANADA

PRATT


CAMERA AND LENS CAMERA ADAPTER

EYEPIECE

GUIDE TUBE FIBERSCOPE

HOLDING

FIXTURE

~J

rWRENCH

j

~-o

FLANGE

C

LIGHT SOURCE

C41524

Borescope

and Accessories Installed Figure 3-3-31

Page

3-3-85

Dec 02/2005

WHITNEY CANADA

PRATT


(3)

Light Source NOTE: A

(a)

Specify

requirements when purchasing borescope.

power

halogen lamp is used supply.

to

provide lighting from either

a

110V, 60-Hz

or a

220V,

50 Hz power

C.

(b) Remove top

cover

from

light

source

to

replace lamp.

(c)

Remove top

cover

from

light

source to

replace lamp.

(d)

Before

installing light

source

refer to manufacturer’s instructions.

Removal/installation

(1)

Side

(2)

An

Viewing Adapter (Ref. Fig. 3-3-32)

adapter (SL-4TP) is used to inspect components located at a nominal 90 degree angle to fiberscope distal tip. The use of side-viewing adapter will introduce a reduction in the field of view as compared to the direct viewing field. A ring is installed to protect distal end when side-viewing adapter is not fitted.

(a)

Installation

CAUTION:

I

Hold

INSTALL SIDE-VIEWING ADAPTER CAREFULLY. IF NOT INSTALLED AND TIGHTENED CORRECTLY, ADAPTER COULD FALL INTO THE ENGINE. OVERTIGHTENING ADAPTER COULD DAMAGE DISTAL END.

fiberscope

as

close

as

possible

to distal end and remove

protective

ring. 2

Hold fiberscope as close as possible to distal end. Install adapter indexing slot and lug aligned. Tighten adapter fingertight.

with

(b) Removal CAUTION:

1

(3)

INSTALL PROTECTIVE RING CAREFULLY. IF NOT INSTALLED AND TIGHTENED CORRECTLY, RING COULD FALL INTO THE ENGINE. OVERTIGHTENING RING COULD DAMAGE DISTAL END.

Hold fiberscope adapter.

as

close

as

possible

to distal end and remove

side-viewing

Camera

(a)

may be used with borescope to photograph internal engine components. It must be equipped with a 50 mm F1.8 lens. Refer to camera handbook for guidance A

1

camera

installation

Page

3-3-86

Dec 02/2005

WHITNEY CANADA

PRATT


BORESCOPE DISTAL END

PROTECTIVE RING

DIRECTION OF ROTATION FOR RING REMOVAL

RING REMOVAL

PRISM BODY INDEXING LUG INDEXING SLOT

BORESCOPE DISTAL END

SIDE VIEWING ADAPTER THREADED RING DIRECTION OF ROTATION FOR RING REMOVAL

ADAPTER INSTALLATION

C12191

Side-viewing Adapter

Removal/i

erugiFnoital atsn 3-3-32

Page

3-3-87

Dec 02/2005

WHITNEY CANADA

PRATT


DO NOT USE COMPRESSED AIR TO CLEAN CAMERA, BORESCOPE OR ASSOCIATED EQUIPMENT.

CAUTION:

a

Clean

camera

lens with lens b

Install

c

Install the 50

d

Install

e

Load

f

Set

g

endoscopic focusing

camera

adapter (CAII)

with film

speed to handbook).

Align bayonet slot eyepiece pins. NOTE:

(Ref.

film

camera

Make

screen

in

screen

and 50

mm

camera.

lens.

mm

camera

camera

(Ref.

view finder, reflex mirror, focusing cleaning tissue and cleaner.

of

sure

on

lens.

camera

handbook).

suit film and exposure

adapter

and

push-install

compensation

camera on

distal end is not moved when

to -2

borescope

taking photographs.

(b) Removal 1

Turn outer

ring

of

remove camera

(4)

disengage locking

mechanism and

Remove

3

Remove film from

4

Engine

5

Date and

6

Engine operating

Z

borescope inspection (suspected foreign object damage, power, etc.).

camera

adapter from

to

2

camera

lens.

and, using

a

label, add following data:

serial number. area

of component time

or

photographed.

cycles

since last overhaul.

Reason for

Guide Tube

(a)

adapter eyepiece.

camera

from

lower

(Ref. Pig. 3-3-33)

Installation 1

Remove

appropriate fuel manifold adapter(s) (Ref.


24). NOTE:

The

rigid, pattern-controlled guide

tube must be inserted

freely,

no

force must be used. 2

Ease the Guide Tube (PWC34910-200) through manifold adapter port into the combustion chamber and exit duct zone turning the guide tube counterciockwise until it achieves a three-quarter t;m.

Page

3-3-88

Dec 02/2005

WHITNEY CANADA

PRATT


FUEL MANIFOLD ADAPTER PORT FLANGE

C7

C, ~i

RIGID GUIDE TUBE

C~ POINT OF ENTRY

(REF.)

FIBERSCOPE TIP

125"

VANE RING DISTAL

RELATION BETWEEN POINT OF ENTRY AND DISTAL TIP VIEW TOWARD AIR INLET CASE

C41525 Guide Tube Orientation

Figure

3-3-33

Page

3-3-89

Dec 02/2005

WHITNEY CANADA

PRATT


3

Installed, the guide tube end locates between stater, while its supporting flange rests

on

the

vanes

of compressor turbine

adapter boss. Secure flange

to boss.

(b)

(5)

Removal 1

Loosen knurled

2

Withdraw

3

Reinstall manifold

screw to

release

guide tube, turning

guide

tube

supporting flange.

clockwise.

adapter(s) (Ref.


24).

Troubleshooting

(a) The possible sources of, and remedies for, problems borescope are shown in Table 3-3-8. TABLE 3-3-8,

Oil or

using

Borescope Troubleshooting

SOURCE

REMEDY

or dirt on distal tip, side viewing adapter

Clean using lens cleaner and tissue.

PROBLEM Poor illumination

encountered when

prism

Light

source

intensity

Set switch to HIGH.

switch set at LOW

Defective lamp

Replace lamp

Damaged borescope light tube

Return to manufacturer for repair.

Defective transformer


Diopter ring correctly

Adjust

Poor definition

Fiberscope distal end does not move when control knob is turned NOTE:

Repairs

(6)

not

adjusted

to suit eyes.

Damaged fibers in fiberscope, (seen as black dots through viewer)


Poor illumination

See

Damaged control

should be done

only by

wires

previous problem


the manufacturer.

Inspection (a) Compressor Turbine (CT)

Blades

Page

3-3-90

Dec 02/2005

WHITNEY CANADA

PRATT


Install

guide

2

Clamp holding

3

Fasten

Para.

(Ref.

tube

C.(4).

fixture PWC34913 to

borescope

to

flange

C

(Ref. Fig. 3-3-31).

fixture and connect

holding

borescope

to

light

source

(Ref.Fig. 3-3-31). MAKE SURE ENGINE TEMPERATURE IS BELOW 60"C

CAUTION:

fl:

(140"F).

Slowly insert fiberscope into guide tube while looking through eyepiece. Stop inserting fiberscope immediately distal tip reaches end of guide tube.

NOTE:

Make

sure

installing

distal

or

tip actuating lever removing fiberscope.

is in neutral

position

when

5

Remove starter-generator from engine accessory gearbox (Ref. Aircraft Maintenance Manual).

6

Attach wrench

7

Loosen knurled knob

8

Examine CT blade tip, root and airfoil section 3-3-34 and Para. 26., for limits).

on

to

splined gearshaft.

holding

fixture.

(Ref.

Views A and

B, Fig.

MAKE SURE DISTAL TIP OF BORESCOPE IS NOT LOCATED BETWEEN COMPRESSOR TURBINE BLADES BEFORE TURNING COMPRESSOR.

cnu~:

9

(PWC34941)

Continue

inspection

of CT blades while

a

second operator,

using wrench,

rotates the compressor.

into

10

Retract

11

DELETED

12

Withdraw

13

Remove borescope and

14

Remove

15

Insert

fiberscope

tube.

fiberscope from guide

guide

tube

holding

(Ref.

fiberscope through

CAUTION:

16

guide

tube. fixture.

Para.

C.(4).

the exhaust duct port.

MAKE SURE THE PROPELLER AND THE POWER TURBINE DO NOT ROTATE WHILE FIBERSCOPE IS INSERTED THROUGH THE PT BLADES.

Examine the

trailing edge

of the CT blades while

a

second operator,

using

the wrench, rotates compressor. 17

Carefully

remove

the

fiberscope

from the exhaust duct.

Page

3-3-91

Dec 02/2005

PRATT

WHITNEY CANADA


.i-

COMPRESSOR TURBINE BLADE TIP

COMPRESSOR TURBINE BLADE ROOT VIEW A

VIEW

B

8´•.~

VANE LEADING EDGE

VIEW

VANE TRAILING EDGE

C

VIEW

D

COMBUSTION CHAMBER LINER COOLING RING VIEW

E C27489

Borescope Views Figure 3-3-34

Page

3-3-92

Dec 02/2005

WHITNEY CANADA

PRATT


18

Remove wrench from splined gearshaft, and install starter generator Aircraft Maintenance Manual).

(Ref.

(b) CT Stater Assembly tube

1

Install

2

Clamp holding

3

Install

guide

4

Insert

5

Examine

The

use

into

guide

(Ref. Fig. 3-3-31).

fixture and connect

light

source.

viewing adapter may C.(1).

(Ref. vane

leading

and

add to

inspection capability

trailing edges, inner and outer rings of vane ring Fig. 3-3-34, and Para. 27. for limits).

Views C and D,

photograph inspected

To

6

Remove

borescope and holding fixture.

Z

Remove

guide

(140"F)

tube.

NOTE:

tube

(Ref.

Combustion Chamber Liner CAUTION:

C

of side

Pam.

assembly (Ref.

(c)

holding

to

Flange

MAKE SURE ENGINE TEMPERATURE IS BELOW 60"C

fiberscope

NOTE:

C.(4).

fixture PWC34913 to

borescope

CAUTION:

Para.

(Ref.

area

Para.

refer to

paragraph C.(3).

C.(4).

Assembly

MAKE SURE ENGINE TEMPERATURE IS BELOW 60"C

(140"F).

1

Remove fuel manifold adapters as necessary (Ref. Part 3, Section 2, Fuel Dump Valve and Fuel Manifold Adapter Assemblies).

2

Clamp holding

3

fiberscope into a fuel manifold adapter port, holding fixture and connect light source.

4

fixture

(PWC34913)

to

flange

C.

Insert

Inspect combustion limits).

chamber liner

(Ref.

View E,

secure

Fig.

eyepiece

to

3-3-34 and Para. 20;

for

fiberscope, light

5

Remove

6

Install fuel manifold Fuel Manifold

source

and

holding

fixture.

adapters (Ref. Part 3, Section 2, Fuel Dump Valve and Adapter Assemblies).

Page 3-3-93/94 Dec 02/2005

PA RT

HEAVY

MAINTENANCE

PRATT

WHITNEY CANADA´•


TABLE OF CONTENTS

SUBJECT

PAGE PART 4

SECTION 1 1.

HEAVY MAINTENANCE

SPECIAL TOOLS

GENERAL

SECTION 2

4-1-1


INTRODUCTION 1.

GENERAL

4-2-1

ENGINE STANDS 2.

3.

INSTALLATION OF ENGINE IN STAND

4-2-~1

A.

4-2-1

Procedure

REMOVAL OF ENGINE FROM STAND A.

4-2-2

Procedure

4-2-2

POWER TURBINE VANES (PRE-SB1OG1 AND POST-SB1246 ENGINES) 4.

REPLACEMENT

4-2-2

5.

REMOVAL

4-2-3

A. 6.

Procedure

4-2-3

INSTALLATION A.

4-2-3

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.

4-2-7

9.

INSTALLATION A.

10.

Procedure

4-2-7

Procedure

4-2-7

REMOVAL (Pre-SB1046 ENGINES) A.

4-2-10

Procedure

4-2-10

PART4 CONTENTS

Jun

10/2005Page

1

PRATT

WHITNEY CANADA


TABLE OF CONTENTS



4-2-10 4-2-10

(Post-SB1046 ENGINES)

4-2-10

Procedure

INSTALLATION A.

(Cont’d)

Procedure

REMOVAL A.

13.


INSTALLATION A.

12.

PAGE

4-2-10

(Post-SB1046

AND ALL PT6A-20A

ENGINES)

4-2-13

Procedure

4-2-13

COMPRESSOR TURBINE VANES AND SHROUD SEGMENTS 14.

REPLACEMENT OF VANES

4-2-14

15.

REPLACEMENT OF SEGMENTS

4-2-14

16.

REMOVAL

4-2-14

A. 17.

Procedure

4-2-14

INSTALLATION

4-2-16

A.

4-2-16

Procedure

LARGE EXIT DUCT 18.

REMOVAL A.

19.

4-2-18

Procedure

4-2-18

INSTALLATION

4-2-19

A.

4-2-19

Procedure

STARTER-GENERATOR GEARSHAFT AND CENTRIFUGAL BREATHER CARBON SEAL 20.

21.

22.

REMOVAL

4-2-19

A.

4-2-19

Procedure

DISASSEMBLY/ASSEMBLY

4-2-23

A.

4-2-23

Procedure

INSTALLATION

4-2-25

A.

4-2-25

Procedure

PART4 CONTENTS

Jun

10/2005Page

2

PRATT

WHITNEY CANADA


TABLE OF CONTENTS

FAG E

SUBJECT SECTION 2


(Cont’d)

SCAVENGE PUMP INLET SCREEN 23.

CLEANING

4-2-29

A.

4-2-29

Procedure

SECTION 3

INSPECTION

1.

GENERAL

4-3-1

2.

EXHAUST DUCT

4-3-1

A. 3.

4-3-1


4.

Procedure

4-3-3

Procedure

4-3-3


4-3-3

Inspection of Gas Generator Case

SECTION 4

4-3-3

REPAIR

INTRODUCTION 1.

GENERAL

4-4-1

HELICAL COIL INSERTS 2.

REPLACEMENT A.

4-4-1

Repair

4-4-1

REDUCTION GEARBOX ASSEMBLY 3.

FRONT AND REAR REDUCTION GEARBOX HOUSING

4-4-1

A.

4-4-1

Repair

of Corrosion


CRACK REPAIR

4-4-3

A.

4-4-3

Procedure

PART4 CONTENTS

Jun

10/2005Page

3

PRATT

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TABLE OF CONTENTS

PAGE

SUBJECT SECTION 4

REPAIR

(Cont’d)

EXHAUST DUCT TURNING VANE 5.

REPLACEMENT A.

6.

IPRE-SB1151 ENGINES) 4-4-3

Procedure

4-4-3

INSTALLATION A.

4-4-5

Procedure

4-4-5

EXHAUST DUCT (PRE-SB1151 ENGINES) 7.

REPAIR A.

4-4-5

Procedure

4-4-5

COMPRESSOR INLET CASE 8.

REPAIR OF CORROSION A.

4-4-7

Procedure

4-4-7

GAS GENERATOR CASE 9.

REMOVAL OF DEFECTIVE RIVETS

4-4-8

A.

4-4-8

Procedure

10.

SELECTION OF REPLACEMENT RIVET

11.

SELECTION OF REPLACEMENT RIVET (Post-SB1143 AND ALL PT6A-20A

12.

15.

ENGINES)

4-4-8 4-4-8

Procedure

4-4-8

REPAIR A.

14.

4-4-8

INSTALLATION A.

13.


4-4-10

Procedure

4-4-10

CORROSION REMOVAL

4-4-10

A.

4-4-10

Procedure

SHANKNUT REPLACEMENT

4-4-12

A.

4-4-12

Procedure

PART4 CONTENTS

Jun

10/2005Page

4

PRATT

WHITNEY CANADA


TABLE OF CONTENTS


17.

19.

REPAIR

(Cont’d)

DIFFUSER EXIT DUCTS

4-4-12

A.

4-4-12

Procedure

REPLACEMENT REPAIR A.

18.

PAGE

(REF FIG. 04-104-8)

4-4-13

Procedure

4-4-13

FUEL NOZZLE BOLT REMOVAL

4-4-13

A.

4-4-13

Procedure

REPAIR FUEL NOZZLE PAD FRONT DAMAGED THREADED

HOLE(S) A.

4-4-15

Procedure

4-4-15

COMPRESSOR TURBINE SHROUD GRINDING 20.

OPERATION BREAKDOWN

4-4-15

A.

4-4-15

Procedure

ACCESSORY GEARBOX ASSEMBLY 21.

ACCESSORY GEARBOX HOUSING A.

Repair

4-4-21

of Corrosion

4-4-21

T5 BUS-BAR TERMINAL STRAPS OR LUGS 22.

REPLACEMENT

4-4-23

A.

4-4-23

Procedure

T5 TERMINAL BLOCK 23.

REPAIR

4-4-23

A.

4-4-23

Procedure

T5 THERMOCOUPLE HARNESS 24.

LUG REPLACEMENT A.

25.

(SINGLE INSULATION CRIMPING)

4-4-26

Procedure

LUG REPLACEMENT

4-4-26

(DOUBLE

INSULATION

CRIMPING)

PART4 CONTENTS

4-4-28

Jun

10/2005Page

5

PRATT

WHITNEY CANADA


TABLE OF CONTENTS

PAGE

SU BJ ECT

SECTION 4- REPAIR A. 26.

(Cont’d)

Procedure

4-4-28

BRAIDING REPAIR

4-4-28

A.

4-4-28

Procedure

FIRESEALS 27.

28.

CHAFING STRIP REPLACEMENT

4-4-32

A.

4-4-32

Procedure

WIDE MESH AIR INLET SCREEN

4-4-32

A.

4-4-32

Procedure

INLET FAIRING AND SUPPORT RING 29.

SEALING STRIP BONDING

4-4-32

A.

4-4-32

Procedure

INSULATED AND HEATED PNEUMATIC TUBES 30.

REPAIR

4-4-33

A.

4-4-33

Procedure

OIL FILTER CHECK VALVE 31.

LAPPING

4-4-33

A.

4-4-33

Procedure

IGNITION CURRENT REGULATOR BOX 32.

BRACKET REPAIR

SECTION 5

(WELDED TYPE)

4-4-33

SPECIAL LIMITS AND TORQUE RECOMMENDATIONS

1.

GENERAL

4-5-1

2.

TERMS AND SYMBOLS

4-5-1

A.

4-5-1

3.

Procedure

TORQUE APPLICATION

4-5-1

PART4 CONTENTS

Jun

10/2005Page

6

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL



PART

PART SECTION LEP

DATE

FAG E

SECTION

1

Jun 10/2005

4-2-13

2

Jun 10/2005

4-2-14

1

Jun 10/2005

4-2-16

2

Jun 10/2005

4-2-17

3

Jun 10/2005

4-2-18

4

Jun 10/2005

4-2-19

5

Jun 10/2005

4-2-20

6

Jun 10/2005

4-2-21

4-2-15

Contents

7 deleted

4-2-22

8 deleted

4-2-23 4-2-24

List of

1

Jun 10/2005

4-2-25

Figures

2

Jun 10/2005

4-2-26

4-2-27

List of

1

Jun 10/2005

4-2-28

Tables

2 blank

Jun 10/2005

4-2-29

4-2-30

Section 1

4-1-1 4-1-2

4-1-3 4-1-4 4-1-5 4-1-6 4-1-7 4-1-8 4-1-9 4-1-10

Section 2

4-2-1 4-2-2 4-2-3 4-2-4

4-2-5 4-2-6 4-2-7 4-2-8

4-2-9 4-2-10

4-2-11 4-2-12

Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug

DATE

FAG E

Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug

27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004 27/2004

27/2004 27/2004 27/2004 27/2004 27/2004

27/2004 27/2004 27/2004

27/2004

27/2004 4-3-1

Feb 01/2002

27/2004

4-3-2

Feb 01/2002

27/2004

4-3-3

Feb 01/2002

27/2004

4-3-4

Feb 01/2002

27/2004

4-3-5

Feb 01/2002

27/2004

4-3-6

Feb 01/2002

4-4-1

Jun 10/2005

4-4-2

Jun 10/2005

27/2004

Section 3

27/2004 27/2004 27/2004

Section 4

4-4-3

Jun 10/2005

27/2004

4-4-4

Jun 10/2005

27/2004

4-4-5

Jun 10/2005

27/2004

4-4-6

Jun 10/2005

27/2004

4-4-7

Jun 10/2005

27/2004

4-4-8

Jun 10/2005

27/2004

4-4-9

Jun 10/2005

27/2004

4-4-10

Jun 10/2005

27/2004

4-4-11

Jun 10/2005

27/2004

4-4-12

Jun 10/2005

27/2004

4-4-13

Jun 10/2005

27/2004

4-4-14

Jun 10/2005

27/2004

4-4-15

Jun 10/2005

PART4 LEP

Jun

10/2005Page

1

PRATT

WHITNEY CANADA



PART

PART

SECTION

Section 5

FAG E

DATE

SECTION

4-4-16

Jun 10/2005

4-5-20

4-4-17

Jun 10/2005

4-5-21

4-4-18

Jun 10/2005

4-5-22

4-4-19

Jun 10/2005

4-5-23

4-4-20

Jun 10/2005

4-5-24

4-4-21

Jun 10/2005

4-5-25 deleted

4-4-22

Jun 10/2005

4-5-26 deleted

4-4-23

Jun 10/2005

4-4-24

Jun 10/2005

4-4-25

Jun 10/2005

4-4-26

Jun 10/2005

4-4-27

Jun 10/2005

4-4-28

Jun 10/2005

4-4-29

Jun 10/2005

4-4-30

Jun 10/2005

4-4-31

Jun 10/2005

4-4-32

Jun 10/2005

4-4-33

Jun 10/2005

4-4-34

Jun 10/2005

4-4-35

Jun 10/2005

4-4-36 blank

Jun 10/2005

4-5-1 4-5-2 4-5-3

4-5-4 4-5-5 4-5-6

4-5-7 4-5-8

4-5-9 4-5-10 4-5-11 4-5-12

4-5-13 4-5-14

4-5-15 4-5-16

4-5-17 4-5-18

4-5-19

DATE

PAGE

Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004

Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004 Aug 27/2004

PART4 LEP

Jun

10/2005Page

2

WHITNEY CANADA

PRATT



FIGURE Power Turbine Vanes

Integral

Figure

Power Turbine Vane

Power Turbine and Vane

4-2-1

4-2-4

Ring Figure Area

Ring

4-2-2

Figure

4-2-6

4-2-3

4-2-8

Power Turbine

Figure

4-2-4

4-2-11

Power Turbine

Figure

4-2-5

4-2-12

Installation No. 2

Sequence

Turbine Vane and Shroud

Bearing Scavenge Gearbox

Accessory

Disassembly

Centrifugal

4r2-20

with Gears Installed

Figure

4-2-8

4-2-22

Inlet Screen

Figure

Locking Figure

Breather Gearshaft Carbon Seal

Diffuser Exit Tubes Fixture

4-2-7

Diaphragm

Installation of Exhaust Duct

4-2-10

Inspection Figure

Gas Generator Case

Shanknut

Turning

Figure

Replacement Figure

Vane

4-3-5

4-4-2

Figure

Figure

4-4-6 4-4-3

4-4-9

4-4-5

4-4-14

4-4-6

4-4-16 4-4-7

Compressor Turbine Shroud Grinding Figure

T5 Harness

4-3-2

4-4-11

Repair/Replacement Figure

Lugs

4-3-1

4-4-4

Diffuser Exit Duct

and

4-2-30

4-3-2

Figure

Repair (Typical) Figure

Straps

4-2-28

4-4-4

Diffuser Exit Tube

Terminal

4-2-11

4-4-1

Repair (Typical) Figure

Shroud Cross Section

4-2-26

4-2-12

Installation of Blind Rivets in Gas Generator Case Rivet Gun

4-2-24

Replacement Figure

(Typical Examples) Figure

(PWC30153) Figure

Modified.Cherry

4-2-9

Acceptable Crack Limits Figure

Exhaust Duct Vane

4-2-15

Figure

of Starter-Generator Gearshaft

Scavenge Pump

4-2-6

Oil Transfer Tube Removal

Gearbox Installation

Accessory

Figure

´•4-4-17

4-4-8

4-4-18

4-4-9

4-4-22

4-4-10

4-4-24

Replacement Figure

Lug Replacement

Single

Insulation

4-4-11

Crimping Figure

4-4-25

4-4-12


4-4-27

J,,

10/2005Page

1

PRA~T

WHITNEY CANADA


LIST OF FIGURES

FIGURE

PAGE

T5 Harness T5 harness T5

Lug Replacement

Lug Replacement, Crimping

Thermocouple

Lapping

Ignition

Double Insulation

Harness Braid

of Oil Filter Check Valve

Current

Regulator

Procedure

Repair Figure

Figure

Crimping Figure Figure

4-4-13

4-4-29

4-4-14

4-4-30

4-4-15

4-4-31

4-4-16

Riveting of Detached Bracket

4-4-34 to Box

Figure

4-4-17

4-4-35

Fits

Clearances

Figure

4-5-1

(Sheet

Fits

Clearances

Figure

4-5-1

(Sheet 2)

4-5-10

Fits

Clearances

Figure

4-5-1

(Sheet 3)

4-5-11

Fits 8 Clearances

Figure

4-5-1

(Sheet 4)

4-5-12

Fits

Clearances

Figure

4-5-1

(Sheet 5)

4-5-13

Fits

Clearances

Figure

4-5-1

(Sheet 6)

4-5-14

Fits

Clearances

Figure

4-5-1

(Sheet 7)

4-5-15

Fits

Clearances

Figure

4-5-1

(Sheet 8)

4-5-16

Fits

Clearances

Figure

4-5-1

(Sheet 9)

4-5-17

Fits

Clearances

Figure

4-5-1

(Sheet 10)

4-5-18

Fits

Clearances

Figure

4-5-1

(Sheet 11)

4-5-19

Fits

Clearances

Figure

4-5-1

(Sheet 12)

4-5-20

Fits

Clearances

Figure

4-5-1

(Sheet 13)

4-5-21

Fits

Clearances

Figure

4-5-1

(Sheet 14)

4-5-22

Fits

Clearances

Figure

4-5-1

(Sheet 15)

4-5-23

Fits

Clearances

Figure

4-5-1

(Sheet 16)

4-5-24

1 of

16)


4-5-9

Jun

10/2005Page

2

PRATT

WHITNEY CANADA


LIST OF TABLES

PAGE

TITLE TABLE 4-1-1,

Special

Tools

TABLE 4-4-1, Filler Rod

Specification

4-1-2


Repair


4-4-3

Jun

10/20 5Page

1/2

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


´•I

PART 4

HEAVY MAINTENANCE

SECTION 1 1.

SPECIAL TOOLS

GENERAL The

Special

tools necessary for overhaul, are listed at the front of each page block of every and are referred to by PWC number in the text. The special tool

Chapter/Section/Subject numbers

are

summarized below. Note that for tool

ordering purposes

the letters PWC

are a

component part of the tool number.

Depending

upon the

location of the operator,

geographical

requests for the purchase of tools

should be addressed to: USA: Kell-Strom Tool

Company

Inc.

Street, PO. Box 240 Wethersfield, CT 06109

214 Church

USA TEL: 860-529-6851

or

1-800-851-6851 (USA and FAX: 860-257-9694

Canada)

http:~www. kell-strom.com E-mail: Ipriest~ kell-strom.com

Website:

Pratt

Whitney,

Tool

Support

Services

411 Silver

Lane, Mail Stop 129-20 East Hartford, CT 06118

USA TEL: 860-565-0140

or

1-800-PWA-TOOL (USA and Canada) FAX: 860-610-2670

E-mail:

lemirejwQpweh.com

CANADA and all other locations:

Whitney Canada, Tooling d’Auvergne (02AN1) Longueuil,Quebec Pratt

Solutions

333 rue

Canada

J4H 3Y3

TEL: 450-442-5400

or

1-800-3-115-5122 (Canada, USA and FAX: 450-442-5420

International)

http:~www. pwctoolingsolutions .com E-mail: [email protected] or

Website:

frank.caruso Q pwc.ca

Page 4-1-1 Aug 27/2004

PRATT

WHITNEY CANADA


or

Rasakti Inc. 148 Sylvestre St-Germain-de-G rantham, Quebec Canada JOC1KO or (24 hour service 1-888-RASAKTI (727-2584) (Canada FAX: 819-395-1100

TEL: 819-395-1111

number) USA)

Website: www.rasakti.com E-mail: i.

poirier@ rasakti.com

The

special required for

tools and fixture necessary for Heavy Maintenance are in addition to those Line Maintenance and are listed in Table 4-1-1 and illustrated on Figure 4-1-1. TABLE 4-1-1,

Special

Tools Maintenance Level

Part No.

Name

PWC30030

Puller

Line

Heavy X


Maintenance Stand

X

PWC30046-57

Puller

X

PWC30051-01

Base

X

PWC30051-02

Drift

X

PWC30052

Puller

X

(Replaced by PWC30046-57) PWC30054

Drift

X

PWC30122

Grinder

(used with PWC32122-50) (Replaced by PWC37918)

X

PWC30128-04

Threaded Puller

X

PWC30153

Locating

Fixture

X

PWC30180

Radius

Gage (Replaced by PWC30417)

X

PWC30226

Jackscrews

X


Mount

Ring (Replaced by PWC32081)

X

PWC30271-1 00

Spreader (Replaced by

X

PWC30274

Base

PWC31 771-1 00) X

Page 4-1-2 Aug 27/2004

PRATT

WHITNEY CANADA


TABLE 4-1-1,


Part No.

Name

PWC30275

Split (Replaced by PWC32275)

X

PWC30289

Bracket

X

Line

Plate

Heavy

(Replaced by PWC32389)

´•I

PWC30310

Puller

X

PWC30312

Adapter (Replaced by PWC30408)

X

PWC30332

Wrench

X

PWC30335


X

PWC30373

Puller/Pusher

X

PWC30408

Adapter

X

PWC30409


X

PWC30417

Radius


X

PWC30425

Pliers

X

PWC30675

Drift

X

PWC30712

Adapter

X

PWC30800


X

PWC30854

Drift

X

PWC30855

Compressor (Replaced by PWC50502)

X

PWC31771-100

Spreader

X

PWC32122-50

Grinding

Wheel

(used

with

X

PWC301 22)

(Replaced by PWC32528)

PWC32081’

Mount

PWC32209

Adapter

PWC32275

Ring

X ´•X

Split Ring

X

PWC32380

Radius

X

PWC32389

Bracket

X

PWC32396

Jackscrews

X

I

Gage

Page 4-1-3 Aug 27/2004

WHITNEY CANADA

PRATT


TABLE 4-1-1,


Line

Heavy

Part No.

Name

PWC32417

Radius


X

PWC32483

Cutter

X

PWC32484

Gage

X

PWC32528

Grinding

Wheel

PWC3791

(used

with

X

8) X

PWC34300


PWC37918

Grinder

PWC50064-1 00

Kit, Drill Jig

X

PWC50064-200

Centre Drill

X

(used

with

PWC32528)

X

(Replacement Only; part’of PWC50064-100 kit) PWC50502

Compressor

X

PWC51140

Engine Stand

X

Page 4-1-4 Aug 27/2004

PRA~T

WHITNEY CANADA

MAINTENANCE MANUAL


PWC30030

PWC30051-01

PVVC30054

PWC30051-02

PWC30122

TOOL NOT

ILLUSTRATED

PWC30035

TOOL

NOT ILLUSTRATED

a31: PVVC30046-57

PWC30052

PWC30128-04

I´•-´•~

Special Tool

Illustrations

Page 4-1-5 Aug 27/2004

PRA~T

WHITNEY CANADA


PWC30275

PWC30266

PWC30153

TOOL

TOOL

TOOL

NOT

NOT

NOT

ILLUSTRATED

ILLUSTRATED

ILLUSTRATED

PWC30289

PWC30271-100

PWC30180

TOOL

I

I

NOT

I

I

NOT

ILLUSTRATED

I

I

ILLUSTRATED

PWC30226

PWC30310

PWC30274

Special

TOOL

Tool Illustrations

Page 4-1-6 Aug 27/2004

PRATT

WHITNEY CANADA


PWC30312

PWC30373

PWC30417

PWC30332

PWC30408

PWC30425

PWC30335

PWC30409

PWC30675


Special

Tool Illustrations

Page 4-1-7 Aug 27/2004

PRATT

WHITNEY CANADA


PWC30855

PWC32081

PWC30800

PWC31771-100

PWC32209

PWC30854

PWC32122-50

PWC32275

PWC30712

’3

3‘;

I

Special

Tool Illustrations

Page 4-1-8 Aug 27/2004

PRATT

WHITNEY CANADA


PWC32380

PWC32417

PWC32528

PWC32389

PWC32483

PWC34300

PWC32396

PWC32484

PWC37918

Special

Tool Illustrations

Page 4-1-9 Aug 27/2004

PRATT

WHITNEY CANADA


PWC50064-100

PWC51140

PWC50064-200

TOOL

NOT ILLUSTRATED

PWC50502

Special

Tool Illustrations

Page 4-1-10 Aug 27/2004

WHITNEY CANADA

PRATT


´•I

HEAVY MAINTENANCE

PART 4

SECTION 2


INTRODUCTION 1.

GENERAL A.

removing and installing engine components during Having completed repairs described, ground testing should be carried out to check for mechanical soundness and correct operational parameters. These instructions are presented with the assumption that standard practices described in Part 2, Standard Practices, have been read and fully understood.

This section contains instructions for

heavy

B.

maintenance.

Refer to Section 1, preceding, for maintenance.

special

tools and fixtures which will be

required during

heavy C.

When the nature of work to be performed requires that an engine be supported in other than the horizontal position, Stand (PWC30800) or its equivalent must be employed. Used in conjunction with the stand are Mount Ring (PWC30266), Brackets (PWC30289) and

Adapters (PWC30712).

ENGINE STANDS INSTALLATION OF ENGINE IN STAND A.

Procedure

(1)

(2)

Attach

engine sling ~(PWC30036)

points.

Take up slack.

or

(PWC32327)

as

applicable,

to

Remove all drain plugs and No. 2 bearing scavenge oil line. Make completely drained (Refer to Part 2, Standard Practices).

engine lifting

sure

that the oil

is

(3)

(4)

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. If mount

ring (PWC30266)

washers, and

(5)

Split

(6)

Attach

mount

remove

ring

larger

at

is installed in stand

mount

(PWC30800), ring (with adapters PWC30712)

four bolts and from stand.

remove

lockplates by removing four bolts from each lockplate.

mount

ring segment

to two brackets

(PWC30289)

on

engine,

with six

bolts and nuts. Use two washers

TOP is located

over

mounting

on each bolt. Make sure that the section marked pad at 12 o’clock position. Fingertighten the six

nuts.

Page 4-2-1 Aug 27/2004

WHITNEY CANADA

PRATT


Attach smaller mount

(7)

ring segment

to

bracket (PWC30289) on engine, each bolt. Fingertighten the three

remaining

with three bolts and nuts. Use two washers

on

nuts.

Tighten

washers.

3.

adapters (PWC30712) Tighten screws firmly.

Install two

(9)

and

ring segments and lockplates with eight bolts, nuts firmly on three bracket attachment bolts.

Secure

(8)

on

mount

(10)

Carefully lower engine into stand, and washers and nuts. Tighten nuts firmly.

(11)

Remove

with four machine

ring

secure

tighten

bolts

firmly.

screws

to stand with six

adapters

and

bolts,

engine sling.

REMOVAL OF ENGINE FROM STAND A.

Procedure Attach

(1)

applicable sling (PWC30036)

or

(PWC32327)

to

engine lifting points

and

take up slack.

(2)

Remove six nuts, washers and bolts securing adapters ring PWC30266) to stand (PWC30800).

(PWC30712) (attached

to

mount

clear of stand.

(3)

Raise

(4)

Remove

(5)

Detach mount

(6)

Remove nuts, bolts and washers securing mount attached to engine. Remove mount ring.

(7)

Remove 12 bolts

engine

adapters

from mount

ring segments by removing

securing

POWER TURBINE VANES 4.

ring by removing

screws

four bolts from each

three brackets to

(PRE-SB1OG1

four machine

ring

and washers.

lockplate.

to three brackets

mounting pads

on

AND POST-SB1246

(PWC30289),

gas generator

case.

ENGINES)

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 divide the total figure by the number of vanes.

markingsbf ail

Vanes

and

Page 4-2-2 Aug 27/2004

WHITNEY CANADA

PRATT


5.

REMOVAL

A.

Procedure

(1) (2)

4-2-1 and

(See Figures

Remove power section PT6A-20

4-2-3) to Part

(Refer

3, Section 2, Removal

Installation).

(Pre-SB1073): Remove T5 thermocouple harness and probes, Installation). ring Refer to Part 3, Section 2, Removal

and

containment

(3)

Post-SB1246: Remove bolts at 1 and 7 o’clock positions and Figure 4-2-3) from top and bottom front face of Flange D.

(4)

Remove assembly of duct. Place assembly

(5) (6)

Lift stater Remove

housing

vanes on

clear of

packing (3)

and stater

(7, Figure 4-2-1)

bench, leading edge of

assembly of

from around outer

vanes

housing (9) facing down.

and baffle

vanes

platform of

half

remove

rings (1,

from exhaust

(6).

vanes.

Designate

adjacent

vane

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 suitable

6.

vanes

and

protective

remove vee

packings (4)

and

(5)

from baffle

(6).

Place

vanes

in

container.

INSTALLATION A.

Procedure

(1)

(See Figures

Open Vee interstage NOTE:

(2)

(3)

4-2-1 and

of packings baffle (6).

Packings engine.

4-2-3).

(4 and 5, Figure 4-2-1)

must be installed with Vee

and wrap around outer diameter of

openings facing

toward

rear

of

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.

sealing strip (1) over outer platform Secure strip with cover (2).

Locate

of vanes,

mating

holes in

strip

with pegs

on vanes.

(4)

Install Vee section

(5)

packing (3) facing rear.

Lower turbine

vane

enters groove in

(6)

Install

as

stater

shown around outer

housing (9)

platform

over vanes

of vanes, open side of Vee

until outer

platform

rim of

vanes

housing.

complete assembly

on

exhaust duct,

Flange D,

with offset

holes aligned.

Page 4-2-3 Aug 27/2004

PRATT

WHITNEY CANADA


10 7

7

4

3 2

1 6

5

10 1

2

Pre-SB1OG1

Engines

C1703A

Power Turbine Vanes

Figure

4-2-1

Page 4-2-4 Aug 27/2004

WHITNEY CANADA

PRATT

MAINTENANCE MANUAL


Key 1. 2.

3. 4. 5.

Cover

Baffle

7.

Vane

8.

Bolt

9.

Power Turbine Stater

(Post-SB1246): Use

4-2-1

6.

11.

NOTE:

Figure

Sealing Strip Sealing Strip Vee Packing Vee Packing Vee Packing

10.

(7)

to

(19 ea)

Housing Interstage Sealing Ring(s) (SB1218) Seal Ring Retaining Plate

Secure

Alignment

assembly

of turbine

vanes

to exhaust duct as follows:

(PWC32212) at several locations through the alignment of all mounting holes.

Pins

to make sure that

(a)

Install upper half ring (1, Figure 4-2-3) on front face of offset hole. Secure assembly with one bolt at 1 o’clock

(b)

Install lower half ring on front face of Flange D and align Secure assembly with one bolt at 7 o’clock position.

(c) Tighten bolts at alignment pins.

1 and 7 o’clock

positions

and

torque 32

(8)

Install T5 harness assembly and probes, and containment Section 2, Removal Installation).

(9)

Carry

out

loop

Flange D position.

half rings

and

mounting

align

holes.

to 36 Ib.in. Remove

ring (Refer

to Part

3,

and resistance checks of T5 sensing system and, if necessary, heat probes (Refer to Part 3, Section 2, Inspection).

response check of

(10)

install power section

(Refer

to Part

POWER TURBINE VANE RING PT6A-20

3, Section 2, Removal 8 Installation).

(POST-SB1OG1)

ALL PT6A-20A ENGINES AND ALL

POST-S B1 246 7.

GENERAL A.

ring is to be replaced, it is recommended that a complete stater assembly (vane interstage baffle), having vane ring of identical class, be used as replacement. In the unlikely event that original class of defective vane ring cannot be determined, a vane ring of any class may be fitted, providing class average is within limits specified (Ref. No. 359, Fits 8 Clearances). If

vane

ring

and

Page 4-2-5 Aug 27/2004

PRATT

WHITNEY CANADA


3)

PT6A20

(Post-SB1061)

(4)

and all

Integral

(5

PT6A-?0A engines,

Power Turbine Vane

Figure

and Pre-SB1246

C5288

Ring

4-2-2

Page 4-2-6 Aug 27/2004

WHITNEY CANADA

PRATT


Key

Figure

4-2-2

1.

Exhaust Duct

2.

Power Turbine Shroud

Ring Reinforcing Ring Stater Housing Assembly T5 Probe Mounting Boss Interstage Seal Ring(s) (SB1218) Compressor Turbine Shroud Housing PT Vane and Baffle Assembly

3. 4. 5. 6. 7.

8. 8.

to

REMOVAL A.

Procedure

(1)

(See Figures

4-2-2 and

4-2-3)

With power section removed and suspended from appropriate sling, or supported on bench with wooden blocks, remove T5 harness assembly (Pre-SB1073) or thermocouple bus-bar and probes (Referto Part 3, Section 2, Removal Installation).

NOTE:

Pre-SB1246, Post-SB1177: The harness, bus-bar and probes need

not

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. be removed. Cut

(2)

Remove containment

CAUTION:

9.

ring (2, Figure 4-2-3) by removing

ten bolts.

TO PREVENT POSSIBLE DAMAGE TO T5 HARNESS, FOLD LEADS AND TEMPORARILY TAPE TO END OF HARNESS.

(3)

Remove bolts at 1 and 7 o’clock positions, and remove half bottom of front face of Flange D of exhaust duct (8).

(4)

Remove stater

(5)

Remove stater assembly from housing. If difficulty is experienced tap gently on rim of stater using a soft faced hammer.

housing (3) complete

with stater

rings (1) from top and

assembly (6), by pulling

on vanes.

during removal,

INSTALLATION A.

Procedure NOTE:

(See Figures

4-2-2 and

4-2-3)

Pre-SB1246, Post-SB1177: Exercising care to prevent damage to probes, or undue pressure applied to bus-bar, or harness assembly (Pre-SB1073), install vane ring in stater housing and reinstall complete assembly on exhaust duct. Secure assembly with 12 bolts, torque 32 to 36 Ib.in. and lockwire. (See

Figure 4-2-2).

Secure harness to

clips

on

exhaust duct with lockwire

lacing.

Page 4-2-7 Aug 27/2004

WHITNEY CANADA

PRATT


1

3

Post-SB1OG1 and Post-SB1246

Power Turbine and Vane

Figure

Ring

Engines

4

C3800

Area

4-2-3

Page 4-2-8 Aug 27/2004

PRATT

WHITNEY CANADA


Key

CAUTION:

(1) (2)

Invert

4-2-3

1.

Half

Containment

3.

Stater

4.

T5

5.

Power Turbine Disk

Ring

Ring Housing Thermocouple Probe

6.

Vane

7.

Turbine Shroud

8.

Exhaust Duct

(Stator Assembly)

ON ENGINES INCORPORATING THE INTENT OF SERVICE BULLETINS SB1177 AND SB1212 THERE ARE ONLY EIGHT T5 PROBES IN THE STATOR HOUSING AND TEN SLOTS IN THE VANE RING. THE TWO CLOSELY SPACED SLOTS ARE NOT USED AND MUST NOT ALIGN WITH ANY OF THE EIGHT PROBES.

Figure 4-2-3) in housing (3) and align index marks. housing are fully mated with slots in vane ring.

assembly, making sure that the stater and housing do not separate. Holding (6) of stater, install complete assembly on Flange D of exhaust duct (8) and

align offset (3)

Figure

2.

Locate stater assembly (6, Make sure that the lugs on

vanes

to

Secure

holes.

assembly

NOTE:

Use

to exhaust duct in the

following

manner:

Alignment Pins (PWC32212) at several sure alignment of all mounting holes.

locations

through half rings

to

make

(a)

Install top half

assembly (b)

ring (1)

at 1 o’clock

on

front face of

position

with

Flange D and align offset holes. Secure silver-plated bolt, fingertight only.

one

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)

(5)

Make sure that the harness is clear of any residual tape adhesive solvent (PWC11-027)(AMS31 60). Route leads of harness

housing. Align silver-plated bolts. on

stater

12 bolts at

using petroleum

face of stater assembly and place containment ring offset holes, remove alignment pins and secure with ten

over

Flange D; torque

(2)

32 to 36 Ib.in., and lockwire.

(6)

Tighten

(7)

Install T5 thermocouple harness assembly and bus-bar (Refer to Part 3, Section 2, Removal

(8)

After installation of power section loop and resistance checks of T5

probes (Pre-SB1073), Installation).

(refer to Part 3, Removal sensing system ´•(Refer to

or

probes

and

Installation), carry out Part 3´•; !Section 3,

Inspection).

Page 4-2-9 Aug 27/2004

WHITNEY CANADA

PRATT


10.

REMOVAL (Pre-SB1046 A.

Procedure

ENGINES)

(See Figures

4-2-1 and

4-2-3)

interstage baffle

Remove turbine

(2)

Unlock tabwasher and

remove

NOTE:

nuts are match-marked to bolts for

Disk

retaining

and

Remove power turbine shaft rotor air seal.

(4)

Remove power turbine disk and blade

NOTE:

bolts which is coat of

lubricant(PWC06-036)

Install power turbine disk and blade

on

(3)

Install power turbine shaft rotor air seal.

(4)

Install tabwasher and numbered nuts

that disk is

Install turbine

Procedure

(1)

(2) (3)

of

over

shroud is

on

portion

five bolts.

aligned

respective

of bolts.

with offset hole

turbine disk

one

mounting

properly seated, tighten nuts, torque (Ref.

bolts.

No. 539, Fits

baffle and

vane

assembly (Ref.

Paras. 6.

or

7.).

ENGINES)

(See Figure 4-2-5)

Remove turbine

Install wrench from

one

lock tabwashers.

interstage

REMOVAL (Post-SB1046

to threaded

assembly

Make sure that index mark exhaust duct.

sure

by

offset.

(2)

a

light

slightly

Apply

Clearances) and

A.

assembly using puller (PWC30310).

(See Figure 4-2-4)

NOTE:

12.

purposes and

balancing

ENGINES)

(1)

(6)

nuts.

Correct installation of turbine disk and seal rotor to shaft is done

Make

8.).

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.

retaining

(5)

or

To make

INSTALLATION (Pre-SB1046 Procedure

retaining

Paras. 4.

original positions.

(3)

NOTE:

A.

vane

turbine disk

must be installed in their

11.

assembly (Ref.

(1)

interstage

baffle and

(6) (PWC30332)

at

vane

Flange

assembly (Ref.

Paras 4.

D of exhaust duct to

or

8.).

prevent turbine disk

rotating.

Insert

protector sleeve (7) (PWC30336) into centerbore of turbine disk.

Page 4-2-10 Aug 27/2004

PRATT

WHITNEY CANADA


C

_C

OFFSET HOLE

’X’ MARK

i

c~C, (Q 6

P~ES

Pre-SB1046

Engines

C212

Power Turbine Figure 4-2-4

Page 4-2-11 Aug 27/2004

PRATT

WHITNEY CANADA


DIRECTION FOR TORQUING

9

’i

Post-SB1046 and all PT6A20A

Engines

C486C

Power Turbine

Figure

4-2-5

Page 4-2-12 Aug 27/2004

WHITNEY CANADA

PRA~T


Key

to

Figure

4-2-5

Turbine

Bolt

3.

Retaining Cupwasher Dogs

4.

Threads

5.

Shoulder

6.

Wrench

7.

Protector Sleeve

8.

Socket and Extension

9.

Torque

1. 2.

tool

(PWC30332) (PWC30336)

Wrench

Using unlocking

(5)

Remove unlocking tool and break torque and extension.

(6)

Remove bolt and withdraw disk sleeve. NOTE:

To make

(PWC30335),

unlock

(4)

sure

of the

line with offset hole

keywasher

on

at

retaining

bolt

retaining

using

using puller (PWC30403).

bolt.

conventional socket

Remove the teflon

original location, index mark power turbine shroud exhaust duct prior to removal of disk and blade

in

on

assembly. INSTALLATION A.

Procedure

(1)

(Post-SB1046 AND ALL PT6A-20A ENGINES)

(See Figure 4-2-5)

Lightly disk

smear

on

NOTE:

lubricant

(PWC06-036).

Install bladed

Make sure that the index mark exhaust duct.

on

shroud is

aligned

with offset hole

one

(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.

(3)

Insert

(4)

keywasher

Install wrench disk from

1

splines of turbine disk hub with master splines.

shaft, aligning

and

retaining

(PWC30332) rotating.

at

bolt into disk centerbore.

Flange

D of exhaust duct to

(5)

Tighten retaining bolt and double torque (Ref. using a conventional socket and extension.

(6)

Using locking tool (PWC30458), lock scratch disk centerbore.

(7)

install turbine

interstage baffle

and

No. 541

or

prevent power turbine

1283, Fits

Clearances)

keywasher. Withdraw tool, taking

vane

assembly (Ref.

Paras. 6.

or

care

not to

7.).

Page 4-2-13 Aug 27/2004

PRATT

WHITNEY CANADA


COMPRESSOR TURBINE VANES AND SHROUD SEGMENTS 14.

REPLACEMENT OF VANES A.

In the event of compressor turbine vanes requiring replacement, it is desirable to them with new vanes of identical class. However, if original class of a defective vane cannot be identified, vanes of any class may be utilized provided that the total class average is equal to that determined at manufacture (first run engines) or last

replace

15.

(overhauled engines).

NOTE:

To arrive at a class average, add together class divide total figure by number of vanes.

markings

of all

vanes

and

REPLACEMENT OF SEGMENTS A.

16.

overhaul

For shroud segment classification guide and grinding when Part 4, Section 4, Repair, Table 4-4-2, following.

replacing segments,

refer to

REMOVAL A.

Procedure

NOTE:

(1)

(See Figure 4-2-6)

"X" Pre-SB1147) (3 segments), Post-SB1147 "Y"- Pre-SB1147/Post-SB1147 (1 segment)

Remove combustion chamber liner

(Refer

to Part

(13 segments)


Installation). (2) (3)

Remove compressor turbine disk Remove

eight

bolts

(Refer

to Part

securing- compressor


turbine

vane

assembly

to

no.

Installation). 2

bearing

cover.

(4)

Withdraw combustion chambersmall exit duct and compressor turbine

vane

assembly. (5)

securing -~compressor turbine shroud housing land T4 PT6A-6, -6A and -6B engines) to combustion chamber thermocouple 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. Pre-SB1147: Remove 12 bolts

harness

(6)

on

Post-SB1147: Remove 12 bolts securing compressor turbine shroud housing land 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.

T4

(7)

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. Pre-SB1172:

Page 4-2-14 Aug 27/2004

PRA~TT

WHITNEY CANADA


VANE SUPPORT

VEE PACKING

SLAVE PREFORMED PACKING COMPRESSOR TURBINE VANES (29) DETAIL A

SMALL EXIT DUCT DETAIL

INSTALLATION OF COMPRESSOR TURBINE VANES ON VANE SUPPORT

B

INSTALLATION OF VANE SUPPORT ASSEMBLY IN SMALL EXIT DUCT

CAUTION REMOVE SLAVE PREFORMED PACKING FROM VANE OUTER PLATFORM

j

SHORT SEGMENT ’X’ snRouD

LONG SEGMENT

IL

XJ

HOUSING

SMALL EXIT DUCT DETAIL

DETAIL

C

INSTALLATION OF SHROUD HOUSING IN SMALL EXIT DUCT

INSTALLATION OF COMPRESSOR TURBINE SHROUD SEGMENTS

Post-SB1144 and Pre-SB1172 Installation

D

Sequence Turbine Figure 4-2-6

Engines

C41510

Vane and Shroud

Page 4-2-15 Aug 27/2004

WHITNEY CANADA

PRATT


(8)

Separate compressor

turbine inner

support from combustion chamber small

vane

exit duct.

(9)

17.

Remove Vee packing

from

strip

vane

outer

platform.

store them in

suitable container.

(10)

Remove

(11)

Remove and discard all ceramic fiber cords

(12)

Post-SB1172: Remove support clamp from bore of inner

vanes

from

vane

support and

on vane

a

support. vane

support.

INSTALLATION A.

Procedure

(1)

Assemble and install compressor turbine shroud housing as follows:

vane

ring assembly,

small exit duct and

(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 number sequence and check each vane in turn as follows: I

Free fit of

vane

locating pin

2

Free fit of

vane

outer

NOTE:

to related hole in inner vane

platform

vanes

in

support.

to related groove and slots in small exit duct.

difficulty is experienced when checking recoated or refurbished coating may be removed from affected pins, lugs and/or platforms to provide free fit of vane. Coating must not be removed from airfoil surfaces. If dimensional discrepancies or distortion of any vane prevents proper fit, affected vane must be replaced with If

vanes,

a vane

(c)

of

same

Post-SB1172: Installsupport locates inside slotted flange.

class

clamp

area.

in

vane

inner support

so

that

clamp spigot

(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 i

vane

support assembly and small exit duct

as

follows:

Post-SB1144/Pre-SB1172: (Ref. Fig. 4-2-6) Locate vane packing around Vee opening facing vane leading edges. of with vanes, platforms Install vane assembly in small exit duct so that offset hole in vane support flange aligns with grooved lug on duct flange. Locate vane outer platform lugs in duct grooves. Remove slave preformed packing. outer

Page 4-2-16 Aug 27/2004

PRATT

WHITNEY CANADA


(f)

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.

Pre-SB1147: Install shroud segments, heat shield and shroud follows:

housing

as

1

Select appropriate class of shroud to match tip diameter of compressor turbine (Refer to Part 4, Section 4, Repair, Table 4-4-2).

2

Install four shroud segments tone long, three short) on vane outer platforms (Ref. Fig. 4-2-6), locating segment lugs between vane lugs. Make sure that one end of long segment aligns with top of vane support and that other end runs counterclockwise, when looking at trailing edges of vanes.

i!

Install heat shield over segments, place shroud bolt holes and press housing into position.

housing

over

assembly,

align (g)

Post-SB1147: Install shroud segments, heat shield and shroud follows:

housing

as

1

Select appropriate class of shroud to match tip diameter of compressor turbine (Refer to Part 4, Section 4, Repair, Table 4-4-2).

2

Install 14 shroud segments tone long, 13 short) on vane outer platforms, locating segment lugs between vane lugs. Make sure that one end of long segment aligns with grooved lug on outer support flange and that outer end runs counterclockwise when looking at trailing edges of vanes. Install short vanes in clockwise progression.

3

Install heat shield

on

lip of segments, straightening segments

to conform

with heat shield. 4

Using clean engine oil, lightly housing.

5

Install shroud

housing

over

lubricate groove in inner diameter of shroud

segments, lightly tapping it into position by

hand. Invert

and check that heat shield is

6

assembly housing lip.

positioned correctly

7

Using a small pick or screwdriver, adjust segments into position behind heat shield.

until shroud

on

lips drop

Page 4-2-17 Aug 27/2004

WHITNEY CANADA

PRATT


8

Strike small exit duct

sharply by

hand to seat

flange fully

on

shroud

housing.

(h)

On PT6A-6, -6A and -6B CAUTION:

1

Install T4

engines,

install T4

thermocouple assembly

as

follows:

TO MINIMIZE THE POSSIBILITY OF DAMAGE, AVOID FLEXING THE BRAID BETWEEN FERRULES. WHEN TERMINAL BLOCK IS NOT ATTACHED TO GAS GENERATOR CASE, TEMPORARILY SECURE IT TO BUS-BAR.

thermocouple assembly

so

that when

grooved lug

of small exit

duct flange is at 12 o’clock (looking toward rear of engine), thermocouple bracket nearest cable connection is at 9 o’clock; this will make sure that cable is in correct position in relation to retaining clips on combustion chamber liner. Secure T4 bolts.

Specification (i)

thermocouple

Tighten bolts, torque 32

Install duct and

and shroud housing to small exit duct with 12 to 36 Ib.in. and lock with lockwire,

MS9226-03.

vane

assembly

in gas

generator

case as

follows:

L

Post-SBt 144/Pre-SB1172: Install assembly so that grooved lug on small exit duct flange is at 12 o’clock, and offset holes in vane support flange and No. 2 bearing cover are aligned. Secure assembly to bearing cover with eight silver-plated bolts. Tighten bolts, torque (Ref. No. 554, Fits Clearances), and lockwire in pairs. Using a 0.001 inch feeler gage, check for correct seating of vane support assembly.

2

assembly so that grooved or X-marked lugs of vane and small exit duct are at 12 o’clock position. Rotate support each direction until engagement of lugs on large exit duct with in assembly slots in inner vent support is felt. Observe through holes in clamp plate that lugs are engaged and inner support is correctly seated. There should be no clearance between clamp plate and large exit duct. Align offset hole in clamp plate with similar hole in No. 2 bearing cover flange and secure with eight silver-plated bolts. Tighten bolts, torque (Ref. No. 554, Fits Clearances) and lockwire in pairs.

Post-SB1172: Install

outer

LARGE EXIT DUCT 18.

REMOVAL A.

Procedure

(1)

Remove combustion chamber liner and compressor turbine disk Section 2, Removal

(Refer

to Part

3,

Installation).

(2)

Remove compressor turbine 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.

vane

ring,

shroud

housing

and small exit duct

Page 4-2-18 Aug 27/2004

PRATT

WHITNEY CANADA


(4)

19.

Withdraw duct from gas generator case. Remove and discard ceramic fiber cord from outer circumference of duct flange.

INSTALLATION A.

Procedure NOTE:

(1)

If SB1172 is embodied, then the

large

exit duct Post-SB1182 must be installed.

Position duct in gas generator case so that offset hole in duct is approximately degrees counterclockwise from offset hole in No. 2 bearing cover.

20

(2)

Rotate duct in

a clockwise direction to align offset holes; scallops be locked in position by brackets in gas generator case.

now

(3)

Install compressor turbine Para. 17.).

vane

ring,

shroud

housing

on

ducts should

assembly

and small exit duct

(Ref.

(4)

Install compressor turbine disk assembly and combustion chamber liner Part 3, Section 2, Removal Installation).

(Refer

to

STARTER-GENERATOR GEARSHAFT AND CENTRIFUGAL BREATHER CARBON SEAL 20.

REMOVAL A.

Procedure

NOTE:

(1) (2)

(See Figures 4-2-7,

4-2-8 and

4-2-9)

centrifugal breather gearshaft can only be obtained by removing accessory gearbox from compressor inlet case. Removal may be accomplished while the engine is installed in the aircraft. However, it is recommended that the engine be removed to obtain maximum accessibility. Access to

Drain oil tank Remove

(compressor inlet case) (Ref. Part 2,

engine

from airframe

(Ref.

General

Aircraft Maintenance

Procedures).

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.


Installation).

Page 4-2-19 Aug 27/2004

PRATT

WHITNEY CANADA


C

g~i

I

C505D

No. 2

Bearing Scavenge Oil Transfer Figure 4-2-7

Tube Removal

Page 4-2-20 Aug 27/2004

PRATT

WHITNEY CANADA


cnuTloN:

THE ACCESSORY GEARBOX DIAPHRAGM IS SECURED TO THE ACCESSORY HOUSING BY FOUR COUNTERSUNK SCREWS AND SELF-LOCKING NUTS. ASSUMING THE NUT AT THE 12 O’CLOCK POSITION TO BE NO. 1,THESE NUTS ARE 4TH, 8TH, 14TH AND 18TH IN CLOCKWISE ROTATION AND MUST NOT BE REMOVED AT THIS STAG E.

Remove

and accessory

(7)

self-locking nuts securing accessory gearbox housing 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

(a)

diaphragm

from compressor inlet

Remove center boss hexagon Determine location of lock ball

case as

follows:

plug from accessory gearbox rear case. (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

(c)

top of the compressor

rear

hub before

disengagement.

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

(d) Handtighten

nut on

on

T handle until lock ball is

pusher enough

to

remove

fully disengaged.

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)

and washer

(10)

(8) from locking arrangement on top of compressor rear hub retaining ring (3), washer (4), key (5), expander spring (6) (7) from inside of hub. Discard lock ball and expander spring.

Remove lock ball and

coupling (9),

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

(13)

Remove

assembly

Remove

flanged

(14)

from

of

roller

gearbox, using

a

soft faced hammer if necessary.

gearshaft (2, Fig. 4-2-8)

bearing

from

and

impeller (3) from diaphragm.

diaphragm by unlocking keywasher

and

removing

three bolts.

Page 4-2-21 Aug 27/2004

PRATT

WHITNEY CANADA


9 9

DETAIL

A

8 6

C148C

Accessory Gearbox Diaphragm with Gears Figure 4-2-8

Installed

Page 4-2-22 Aug 27/2004

WHITNEY CANADA

PRATT


Key

Figure

4-2-8

1.

Flange G

2.


3. 4.

Centrifugal Breather Impeller Accessory Gearbox Drive Gearshaft

5.

Fuel Control Gearshaft

6.

Pressu re Oil

7.

Vacuum

Pump Pump and

and

Ng

Tachomete r-Generato r Gearshaft

Scavenge Pump Power Takeoff Gearshaft (Optional) Hydraulic Pump Gearshaft (Optional) Preformed Packing Preformed Packing Retaining Ring

8. 9. 10. 11. 12.

21.

to

External

(15)

Withdraw seal carrier from

(16)

Remove seal from carrier

Gearshaft

diaphragm using puller (PWC30052)or (PWC30046-57) (Ref. Fig. 4-2-11). using

drift

(PWC30051-02)

and base

(PWC30051-01).

DISASSEMBLY/ASSEMBLY A.

Procedure

(See Figure 4-2-9)

(1)

Locate

(2)

Position

(3)

split plate (3)

as

shown between

assembly

on

base

Install compressor

(1)

on

centrifugal impeller (5)

and

gearshaft (6).

(4).

impeller (5)

and mate

lugs

of compressor with slots in

impeller. CAUTION:

SEPARATION OF GEARSHAFT AND IMPELLER SHOULD NOT REQUIRE EXCESSIVE FORCE. IF DIFFICULTY IS EXPERIENCED, CHECK THAT RETAINING RING IS COMPLETELY CLEAR OF GROOVE IN IMPELLER. drift

(2)

inserted in compressor,

(4)

Using

(5)

Remove

(6)

Remove retaining ring (12, Figure 4-2-8) and from gearshaft and impeller respectively.

split plate

from

impeller

and

separate assembly.

gearshaft

from bottom of base.

preformed packings (10)

(a)

Install


on

gearshaft (2).

(b)

Install


on

impeller (3).

(c)

Install

retaining ring (12)

NOTE:

Check for

in groove in

security

and

(11)

gearshaft.

of shoulder

pins

before

mating parts.

Page 4-2-23 Aug 27/2004

WHITNEY CANADA

PRATT


COMPRESSOR INSTALLATIONS

1

5)

j

(6)

1

o

IMPELLER AND GEARSHAFT SEPARATION

C3614

Disassembly

of Starter-Generator Gearshaft

Figure

4-2-9

Page 4-2-24 Aug 27/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


Key

4-2-9

5. 6.


3. 4.

22.

Figure

Compressor (PWC30855) Drift (PWC30854) Split Plate (PWC30275) Base (PWC30274) Centrifugal Impeller

1. 2.

(d)

to

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.

INSTALLATION A.

Procedure

(See Figures 4-2-8,

CAUTION:

(1)

Heat

(175"

(2)

(4)

centrifugal to 195"F).

breather

gearshaft

Remove carrier from oil, press on

Install

preformed packing

Install

flanged bearing

torque 32

(5)

Install

CAUTION:

4-2-10)

PRIOR TO INSTALLATION, THE CARBON SEAL SHOULD BE IMMERSED IN ENGINE OIL AND WORKED IN AND OUT TO make sure THAT THE CARBON SEAL ELEMENT IS FREE TO TRAVEL WITHIN THE SEAL CASING.

cross-sectional views

(3)

4-2-11 and

Figure on

and

of

oil heated to 79" to 91"C

seal into carrier

4-2-11 for correct

secure

gearshaft

engine

using Drift (PWC30054). assembly.

seal carrier and press carrier into

to 35 Ib.in. and lock

assembly

new

seal carrier in

with three bolts and

See

diaphragm.

keywashers. Tighten bolts,

keywashers.

in

diaphragm

and mesh with related

gearshafts.

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)

O

Install

preformed packing on front spigot of diaphragm Flange G and insert oil (1) with preformed packing into diaphragm (See Figure 4-2-10).

tank

center tube

Page 4-2-25 Aug 27/2004

PRATT

WHITNEY CANADA


L

ii

A

~1

VIEW

A

Post-SB1045

C221B

Engines

Accessory Gearbox Installation Figure 4-2-10

Locking

Page 4-2-26 Aug 27/2004

WHITNEY CANADA

PRATT


Key

(9)

(10)

Figure

to

4-2-10

1.

Oil Tank Center Tube

2. 3.

Coupling Shaft Retaining Ring

4.

Flat Washer

5.

Ball Thrust

6.

Lock Ball

7.

Flat Washer

8.

Lock Ball

9.

Compressor

Spring Key Expander Spring

Rear Hub

Coupling

Pre-SB1045: Install accessory gearbox assembly on inlet case studs, aligning transfer tubes. Make sure that index mark on coupling shaft is aligned with index mark on gearbox input shaft.

Pre-SB1045 and all PT6A-20A follows:

engines,

install accessory

gearbox assembly

inlet

on

case as

Install washer

(a)

compressor

(7),

rear

expander spring (6), key (5) and washer (4) into coupling (9) and secure with retaining ring (3).

new

hub

(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

(d)

Position hub.

pusher (PWC30373) through housing gearbox assembly

to

(f)

a

case

studs to

A visual check should show end of

(g)

input gearshaft.

align coupling

correctly engaged, end-float along coupling shaft slight fore-and-aft slackness.

forward of

On

inlet

If lock ball is

(e)

(11)

on

center boss into

shaft with

rear

will be reduced

coupling shaft approximately

0.250 inch

adapter.

Remove pusher and install hexagon plug complete with preformed packing. Torque plug (Ref. No. 92, Fits Clearances), and safety wire.

with Post-SB1104 embodied, install accessory gearbox assembly studs, aligning transfer tubes. Align coupling shaft with compressor

engines

inlet

case

on

rear

hub.

(12)

Install over

(13)

plain washers over short studs on compressor inlet case, and thick spacers long studs. Install nuts on studs, tighten and torque 32 to 36 Ib.in.

Install oil filter Removal&

housing together Installation).

with filter element and filter

cover

(Ref.

Part 3,

Page 4-2-27 Aug 27/2004

WHITNEY CANADA

PRATT


\y)o

o´•

c,

G

G

C506C

Centrifugal

Breather Gearshaft Carbon Seal

Figure

Replacement

4-2-11

Page 4-2-28 Aug 27/2004

WHITNEY CANADA

PRATT


new preformed packings on oil filler gearbox housing with retaining ring. accessory

(15)

Install new preformed packing on short internal oil transfer tube and insert into compressor inlet case at 6 o’clock position.

(16)

Install

Install two

tube and

in

(14)

secure

assembly

preformed packing on compressor inlet case end of No. 2 bearing flange with two bolts at 6 o’clock position and lockwire.

new

scavenge oil tube. Secure

removed accessories.

(17)

Install all

(18)

Connect all

(19)

Connect all electrical cables and lockwire electrical connectors if

(20)

Connect and lockwire all control rods

(21)

Install drain

(22)

previously

pneumatic,

plug

and

fuel and oil lines.

secure

Refill oil tank with oil of

with

as

lockpin

Tighten

connectors if

applicable. applicable.

required. and

cotterpin.

approved specification (Refer

to Part

2, Engine Oil System

Servicing)

SCAVENGE PUMP INLET SCREEN 23.

CLEANING A.

(Ref. Fig. 4-2-12)

Procedure

(1)

(2)

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). If the

(a)

mesh has carbon or debris, carefully remove it with scraper or brush. Do not deform the screen mesh.

screen

plastic

Flush

anycarbon

or

debris residue from the AGE

1

Remove the oil filler cap.

2

Remove the

3

suitable small

follows:

and oil filler tube.

suitable container under the AGE drain, and pour approximately 34 of new engine oil (PWC03-001) heated to 122"F (50"C) into the AGE filler tube opening. Make sure that the oil does not enter the oil tank. Place

fluid

4

retaining ring

as

a

a

ounces

Let the oil drain. Examine the inlet screen and surrounding area to make that the residue is removed. If not, repeat the cleaning and flushing

procedure

sure

above.

(b)

Install the oil filler tube and

(c)

Refill the oil tank

retaining ring.

Ref. Part 2, Section 1).

Page 4-2-29 Aug 27/2004

PRATT

WHITNEY CANADA


OIL FILLER CAP AND CAGE ASSEMBLY

-t

I -tt

1

-I-

I-

DRAIN PLUG OR MAGNETIC CHIP DETECTOR

81)

PUMP INLET SCREEN

PUMP INLET SCREEN SECTION

A-A

(DRAIN PLUG REMOVED)

VIEW

(TYPICAL VIEW ON

B DRAIN

BOSS)

C41801

Scavenge Pump Inlet Screen Inspection Figure 4-2-12

Page 4-2-30 Aug 27/2004

WHITNEY CANADA

PRATT


PART 4

HEAVY MAINTENANCE

SECTION 3 1.

GENERAL A.

2.

INSPECTION

Compressor turbine blade stretch inspection is to be implemented at an approved overhaul facility only, and as such, compressor turbine disk and blade assemblies which have been subjected to an overtemperature condition (Ref. Part 2, Section 6, Testing) should be returned to an overhaul facility, together with records of total operating hours or flight cycles (Ref. PART 2, SECTION 4, STANDARD PRACTICES) since engine overhaul or installation of replacement port.

EXHAUST DUCT A.

Procedure

(1)

Inspect exhaust (a)

duct

as

follows:

Inspect case and flanges for nicks, dents, permitted in the outer case or flanges.

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.) (c)

On Pre-SB1324 exhaust ducts, inspect outer surface of flange D, one inch below the flange, for circumferential cracks. If cracks or

evident,

(2)

return

engine

For engines that have inferior welds:

to overhaul

incorporated

facility

for

repair.

SB1610 since the last overhaul and that exhibit

(a) Inspect for cracks at each minor inspection Step (c)) at intervals not to exceed 150 (b)

approximately cracking are

and repeat the inspection hours of flight time.

(Ref.

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 to 2 inches aft

cracks, from the propeller reduction gearbox mounting flange around the entire circumference of the duct.

1

Exhaust ducts

There

considered serviceable

are no more

The total No

are

one

length of

provided:

than 3 cracks. all cracks does not exceed 2 inches.

crack exceeds 1 inch.

Page

4-3-1

Feb 01/2002

PRATT

WHITNEY CANADA


ANY LENGTH ACCEPTABLE WITHOUT REPAIR

1 INCH CRACK ACCEPTABLE

STOP DRILL 1/16 INCH

1 118 INCH CRACK ACCEPTABLE STOP DRILL 1/16 INCH

AIRFOIL CRACK FROM UE ANY LENGTH ACCEPTABLE STOP DRILL 1/16 INCH

(Pre-SB1151 Engines) Acceptable Figure 4-3-1

Exhaust Duct V~ne

C585A

Crack Limits

Page

4-3-2

Feb 01/2002

WHITNEY CANADA

PRATT

MAINTENANCE MANUAL


´•I

When there are 2 or 3 cracks, they must be separated by a minimum of 6x the length of the longest crack or 3 inches, whichever is greater. The 3.

growth

rate of any crack does not exceed 0.015 inch/hour of

operation.


Procedure

(1)

Inspect compressor (a)

inlet

case as

Examine compressor inlet

follows:

case

for

general condition.

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

(b) One

fiiet radius.

(c)

4.

Cracks exceeding 0.700 inch in inlet case struts will require removal of inlet case and forwarding to an approved overhaul facility for repair.


Inspection

(1)

of Gas Generator Case

Missing

diffuser exit ducts:

(a)

Reject engine if two adjacent exit ?onadjacent ducts are missing.

(b)

An

ducts

are

missing,

or

if

more

than two

engine missing a maximum of two non-adjacent ducts may continue in service for 500 hours after discovery, if all other exit ducts are within allowable limits and engine performance remains acceptable. Remove debris and sharp

edges. NOTE:

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).

Operating

(2)

Examine gas generator case for 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 condition of mounting pads and threaded holes.

(5)

Examine shanknuts

damaged

on

nuts may be

general condition, including cracks, distortion,

(Ref.

Table

3-3-2),

flanges in area of No. 2 bearing for tightness. replaced (Ref. Repair).

and

examine

Loose

or

Page

4-3-3

Feb 01/2002

WHITNEY CANADA

PRATT


(6)

vanes for cracks and missing material. Up to seven vanes side broken off is acceptable provided no more than two are adjacent to another, and sharp material is blended to make sure no further detachment of

Inspect straightening with one

one

material

(7)

Examine diffuser exit ducts in gas

for

(a) Inspect

Between

fretting

adjacent

at

wear

generator

following

follows

(Ref. Fig. 4-3-2).

locations:

ducts.

Between ducts and

adjacent straightening

Between ducts and inner wall of gas NOTE:

case as

vanes.

generator

case.

Fretting wear on outer face and edge adjacent to acceptable. Blend repair sharp edges by removal

next ducts is

of

excessively

thinned metal. on inner or outer surfaces, which will not converge and allow metal 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

(b) Any

cracks

to become

become detached

(8)

Loss of material

Detail

(Ref.

C)

refer to

Repair.

maximum of four diffuser exit ducts is

on a

acceptable provided:

(a)

Detached material is removed from

(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

engine.

the inner surface is smoothed to

remove uneven

edges (Ref.

Repai r).

(d)

Fretted

smoothed to

areas are

remove

excessively

thinned material

(Ref.

Repair). (e)

When any of the above limits

are

exceeded, the ducts

must be

replaced (Ref.

Repair).

(9)

Inspect gas generator NOTE:

For

engines

case

with

a

for corrosion: diffused aluminide conversion-coated gas generator Coloring will

case, the corrosion products may become visually apparent. be reddish brown to rust, which may give the impression that

attack has occurred

premature

Light brushing with a soft bristle brush will show that apparent rust is superficial. Appearance of coating may vary. Damaged coating should be touch-up repaired (Ref. Section 4, Approved Repairs). (a)

on

the base material.

Minor corrosion on the exposed surfaces of the gas removed (Ref. Section 4, Approved Repairs).

generator

case

may be

Page

4-3-4

Feb 01/2002

PRATT

WHITNEY CANADA


DAMAGE ON INNER SURFACE

DAMAGE ON OUTER SURFACE

0.300 MAX.

PERMISSIBLE

I

Y

0.500 MAX. PERMISSIBLE

0.800

A

MAX.PERMISSIBLE

B

DAMAGE ON INNER SURFACE

DAMAGE ON OUTER SURFACE

FRETTED AREA

C

D

C347D Diffuser Exit Tubes

Figure

(Typical Examples) 4-3-2

Page

4-3-5

Feb 01/2002

PRATT

WHITNEY CANADA


(b)

If the condition of the corrosion exhibited

generator

case

on

the

exposed surfaces of

the gas

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.

Page

4-3-6

Feb 01/2002

WHITNEY CANADA

PRATT


´•I

HEAVY MAINTENANCE

PART 4

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.

HELICAL COIL INSERTS 2.

REPLACEMENT 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.

The

Unauthorized helical coil, or similar inserts, repairs of damaged studholes, etc, is not Authorization for repairs of this type should be obtained from Pratt and Whitney Canada.

permitted. A.

Repair (1)

Replace inserts

(a) (b)

as

follows:

Remove unserviceable helical coil inserts commercial helical coil repair kits. Install thread

tang

new

using

tools contained in Standard

inserts of the same size as those removed, and drive to correct below surface of part in which they are installed. Cut off driving

pitch

at notch.

REDUCTION GEARBOX ASSEMBLY 3.

FRONT AND REAR REDUCTION GEARBOX HOUSING A.

I

Repair NOTE:

(1)

of Corrosion Corrosion must not be deeper than 0.010 in. and must not cover an area greater than 30 percent of the total surface of the front and rear RGB housing.

Apply

a

suitable

covering

material around the

area

to be

repaired.

Page

4-4-1

Jun 10/2005

WHITNEY CANADA

PRATT


(2) (3)

Clean the surface of the area to be repaired, using a swab soaked in alcohol (PWC11-014) and crocus cloth (PWC05-061).

isopropyl

Remove all traces of corrosion (magnesium oxide) using a suitable steel brush, cloth (PWC05-061), abrasive cloth (PWC05-101), file or grit paper. Remove all traces of debris using a vacuum cleaner.

crocus

(4)

Flush the

(5)

Dry

the

(7)

area

with clean,

room

compressed air,

temperature. at 29

psig.

Prepare a chrome pickle solution (Ref. PART 2, SECTION 4, STANDARD PRACTICES, Touch-Up Solution). Using 29"C

a

swab

(55"

NOTE:

(8)

with clean water at

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.

WARNING:

(6)

area

to

or

brush, apply the chrome pickle solution, to the

85"F),

prepared

Repeat the application frequently continually wet with the solution.

Swab the

area

at a

temperature of 17"

to

surface for 30 to 45 seconds. to make sure that the affected surface is

with clean water until successive swabs

are no

longer stained

yellow. (9)

Dry

the

area

with local

(10)

Clean the affected

(11)

Dry

(12)

Apply

the

(14)

The

area

with clean,

two coats of

NOTE:

(13)

area

heating lair dry with

a

or a

heat gun at

a

low

setting).

rag soaked in clean water.

compressed air

at 29

psig.

primer (PWC13-001).

primer

can

Allow the

be diluted with 10% solvent.

primer to air dry compressed air at 29 psig

for

eight

hours before

to accelerate the

applying drying time.

enamel

paint. Use

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

Apply

service. NOTE:

primer and paint can be reduced with the use of setting. Refer to the manufacturer’s instructions.

Drying

time for the

gun at

a

low

´•a

Page

heat

4-4-2

Jun 10/2005

PRATT

WHITNEY CANADA



CRACK REPAIR A.

Procedure

(1)

Repair acceptable combustion chamber INSPECTION, for repairable limits): CAUTION:

liner cracks

as

follows

(Ref.

PART 3,

ANY HOLES THAT ARE PLUGGED AS A RESULT OF WELDING MUST BE REDRILLED TO THE ORIGINAL SIZE, AND THEN DEBURRED. PARTICLES OF LOOSE WELD MUST BE REMOVED.

both ends of crack, using 1/16 (0.0625) inch drill. Vee-out crack suitable abrasive wheel. Wire brush thoroughly and swab with alcohol.

(a) Stop-drill (b)

using

Weld crack using inert gas fusion method (Ref. PART 2, preceding) and filler rod specified in Table 4-4-1. Use copper back-up plate to reduce distortion, with addition of argon gas back-up (if available). Stress relief after welding is not

required. NOTE:

Do not dress the weld.

TABLE 4-4-1, Filler Rod

Specification


SPECIFICATION

PART NO. Combustion Chamber Liner

Filler Rod

3007583

AMS5798

3009083

AMS5798

3d‘l 0083

AMS5798

3011083

AMS5798

3014142

AMS5798

3014769

AMS5798

3023774

AMS5837

EXHAUST DUCT TURNING VANE 5.

Repair

(PRE-SB11S1 ENGINES)

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): and back off

setting

(2) by turning

counterclockwise.

(a)

Loosen locknut

(b)’

Rotate fixture arm (1) to line up with serviceable vane, when fixture is installed and located on the offset hole on flange D.

(3)

screw

Page

4-4-3

Jun 10/2005

WHITNEY CANADA

PRATT


2

1

a

a

3

a

C112A

(PWC30153) Figure 4-4-1

Fixture

Page

4-4-4

Jun 10/2005

WHITNEY CANADA

PRATT


6.

setting screw (2) Tighten locknut (3).

(c)

Turn

(d)

Shim

(e)

Remove fixture,

to contact, but not

pre-load, trailing edge

equally either side, as required, to take (PWC30153), and exhaust duct Flange D. taking

vane.

up any clearance between fixture

setting

not to disturb

care

of

of

(2).

screw

INSTALLATION A.

Procedure

(1)

Install

replacement vane(s)

as

follows

(Ref. Pig. 4-4-1, 4-4-2):

grinding

off rivet heads and

driving

(a)

Remove defective vane(s) by 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

out stems

this.

(c)

Drill five holes in

(0.0635 inch)

No. 52

(d)

Remove fixture

(e)

Install

(f)

Prior to

new vane

and

Pilot-drill

using

drill followed

(PWC30153) secure

riveting, install plain

EXHAUST 7.

through the five holes in the duct. by No. 40 (0.098 inch) drill.

new vane

and

vane

and deburr the five holes.

with suitable sheet metal fasteners. washer

on

each of five rivets

(Ref. Pig. 4-4-2).

DUCT(PRE-SB1151 ENGINES)

REPAIR A.

Procedure

(1)

Inner exhaust duct walls that have cracks holes may be weld repaired as follows:

(a) Stop

drill 1/16

(b) Thoroughly (c)

(0.0625)

emanating

from the

turning

vane

rivet

inch end of crack.

wire brush the

Using tungsten inert-gas

area

to be welded.

method and filler rod

(PWC05-216A),

weld

prepared

areas.

(d)

Dress welds

as

required

and fluorescent

penetrant inspect

welded

areas.

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4-4-5

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WHITNEY CANADA


EXHAUST

DUCT(REF.)

RIVETS 5 PER VANE WASHERS 5 PER VANE

.A TRAILING EDGE

VANE

A

(REF.)

FWD B 111

1 B

RIVETS

RIVETS

LEADING EDGE

WASHERS

(2) 3 HOLES 0.098-0.100 DIA.

2 HOLES 0.098-0.100 DIA.

RIVETS

SECTION

(3)

B-8

SECTION

(Pre-SB11S1 Engines) Installation of Exhaust Duct

Figure

A-A

C113A

Turning Vane

4-4-2

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COMPRESSOR INLET CASE 8.

REPAIR OF CORROSION A.

Procedure

NOTE:

Corrosion must not be deeper than 0.010 in., and must not cover greater than 10 percent of the total surface of the inlet case. suitable

covering material

an area

the compressor section.

(1)

Apply

(2)

Clean the surface of the area to be repaired, using a swab soaked in 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.

(4)

Flush the

(5)

Locally clean the repaired surface and surrounding area, using perchlorethylene (PWC11-016) or acetone (PWC11-012) and a (PWC05-061). Remove all debris using a vacuum cleaner.

(6)

Apply

a

area

anodize

over

with clean water at

touch-up

solution

room

isopropyl

temperature.

(PWC05-064) using

a

swab

or

a

swab soaked in

crocus

cloth

brush for three to

four minutes.

NOTE: 1.

Repeat the application frequently to continually wet with the solution.

make

sure

that the affected surface

is

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

(8)

Examine the

(9)

coating

dry

or

wipe

and make

again,

off solution with

sure

that the

Reapply

the treatment

NOTE:

After the successful completion of service for the next 100 hours.

For

a more

(a)

Do

(b) Dry

durable

repair,

as

a

repair

cloth soaked in clean water.

surface is

completely

covered.

necessary.

do the

Step (8),

the

engine may

be returned to

following:

Steps (2) through (6) again. the affected

(c) Apply

area

two coats of

NOTE:

The

thoroughly.

primer (PWC13-001).

primer

can


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Jun 10/2005

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(d)

primer to air dry for eight hours before applying enamel paint. Use compressed air at 29 psig to accelerate the drying time. Allow the

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.

(e) Apply

NOTE:

(10)

Drying time can setting. Refer to

be reduced with the use of a heat gun at the manufacturers instructions.

a

low

repair is more than the maximum permitted limits, inspect the repaired again, at intervals not exceeding 10 flight hours. The engine must be returned to an approved overhaul facility within 50 flight hours for a repair to be If the corrosion area

done.

GAS GENERATOR CASE 9.

REMOVAL OF DEFECTIVE RIVETS A.

Procedure

(1)

Remove defective rivet

as

follows

(Ref. Fig. 4-4-3):

(a)

Drill rivet head only, using 1/8 (0.125) inch diameter drill, pry off weakened head and carefully punch out rivet stem using a suitable pin punch.

(b)

Make

sure

that all

punched out stems are removed from engine. If necessary, through straightening vanes by motoring engine.

stems may be blown out

10.

SELECTION OF REPLACEMENT RIVET (Pre-SB1143 ENGINES) A.

11.

SELECTION OF REPLACEMENT RIVET (Post-SB1143 AND ALL PT6A-20A ENGINES) A.

12.

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).

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).

INSTALLATION A.

Procedure

(1)

Install

replacement

rivet

as

follows:

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4-4-8

Jun 10/2005

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WHITNEY CANADA


POST-SB11 43

RIVET (14)

A PRE-SB1143 PARTIAL VIEW OF GAS GENERATOR CASE

W

C1651A Installation of Blind Rivets in Gas Generator Case

Figure

4-4-3

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Jun 10/2005

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PRATT


(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.

(b) Inspect 13.

installed rivets

(Ref.

SECTION 3,

INSPECTION).

REPAIR A.

Procedure

(1)

Repair bleed valve

(a) Open

mount

flange

threaded

hole(s)

damaged hole(s) using 0.332 5" included angle. x 90"

up

inch

as

follows:

(Q size)

drill. Chamfer 0.385 to

0.395 inch

(b) Tap

hole

0.375-16 UNF-2B

using

Install insert

(c)

("Keensert" surface, fingertight.

(d)

Drive

(e)

If

1

keys

P/N KN428

using locking

down

tap.

already installed, damaged

tool

(NAS 394C-4))

0.010 to 0.015 inch below

(P/N TD428L).

inserts may be

replaced

as

Drill out insert material between keys and thread to (3/16) inch using 0.281 (9/32) inch drill.

a

follows: maximum

depth

of

0.188

14.

2

Deflect keys inward, break off

3

Remove insert

4

Install

new

using

using

suitable

pin punch.

E-Z out tool.

insert, steps (c) and (d), preceding.

CORROSION REMOVAL A.

Procedure

(1)

Remove corrosion

as

follows:

(a) Manually remove all visible corrosion using coarse abrasive paper to the extent of exposing bare metal. Use abrasive cloth (PWC05-014) or a soft bristle brush to provide a clean surface. NOTE:

(b)

Do not

Restore coating coating loss:

use

on

power tools for corrosion removal.

gas

generator

case

that exhibits small localized

areas

Page

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G36 HAND GUN CHERRY RIVET DIVISION TOWNSEND CDMPANY

318 DIA. NORI\IAL PIPE

A

6

REMOVE FINGER GUARD

CHERRY RIVET DIVISION TOWNSEND COMPANY

1RAD. PLUG

31/2C-´•-´•´•

O

3/32 THICK 12518

PLATE: MATERIAL- STEEL TUBE: MATERIAL- STEEL

17116

f 5/8 DIA.

9116 RAD.

15132

8112 RAD

SECTION

A-A

C2588

Cherry Rivet Gun Figure 4-4-4

Modified

Page

4-4-11

Jun 10/2005

WHITNEY CANADA

PRATT


1

Remove all traces of oil

or

grease from touch-up if necessary, scrub

wipe (PWC11-033). spray non-metallic brush or pad. or

Casing

2

Mask all

exposed holes

3

Feather defective

4

Thoroughly agitate,

5

Apply

6

area

two or three

in fuel

using

on a

or

a

an

aqueous soft

igniter pads.

abrasive cloth

paint

shaker

brush, spray

Touch-up. Wipe

damp sponge coats of (PWC07-023) coating.

or

off

(PWC05-003).

equivalent, coating material.

or

excess

Allow each coat of touch-up conversion between coats.

coating

to air

dry for four

hours

of corrosion inhibitor:

(c) Application

15.

using with

is to be cool to the touch.

NOTE:

Sermetal 249

area area

1

Mask all holes that

2

Apply

are to

corrosion inhibitor instructions.

remain free of corrosion inhibitor.

(PWC15-013)

in accordance with manufacturer’s

SHANKNUT REPLACEMENT A.

Procedure

(1)

Replace shanknuts

as

follows

(Ref. Fig. 4-4-5, 4-4-6):

(a) Using a suitable drill, partially 4-4-5). NOTE:

Do not drill

through

(b) Remove shanknut using flare, and retrieve from

(c)

Install

new

a

remove

the flared end of shanknut

to contact

(2, Fig.

flange.

parallel pin punch

at drilled end to shear weakened

case.

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)

16.

Remove shanknut spreader and examine flared end of shanknut for correct forming with no evidence of deformation or cracks.

DIFFUSER EXIT DUCTS A.

Procedure

(1)

In-situ

repair (Ref. Fig. 4-4-7):

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PRATT

MAINTENANCE MANUAL


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 1/16 (0.0625) inch drill (Ref. Detail D). Access holes are acceptable without

(a) Stop

a

repair.

(b)

Remove metal that would become detached due to

(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

cracks.

fretting.

to

17.

converging

REPLACEMENT REPAIR (REF. FIG. 4-4-8) A.

Procedure BEFORE MACHINING, MASK OFF SURROUNDING HARDWARE TO PREVENTINGRESS OF METAL PARTICLES TO BEARING AREAS IN PARTICULAR AND TO ENGINE iN GENERAL.

CAUTION:

(1)

Insert

a

suitable shim

(brass

damaging surrounding part-off dimension (View B). area

NOTE:

steel) between ducts and case wall to avoid during machining. Cut off defective diffuser exit duct or

Replacement procedure (5) in Figure 4-4-8.

is not

applicable

to

to diffuser exit tubes at locations

(2)

Insert gage (item 64) into stub (3), using cutter (item 63) face to DIM. "A" 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 shown. Torque bolt 28 to 32 Ib.in. and safety wire.

(4), maintaining

clearances

(5)

On

generator

before and after

completion, thoroughly masking tape.

clean and

vacuum

gas

case

(View B).

removal of 18.

FUEL NOZZLE BOLT REMOVAL A.

Procedure

(1)

Remove fuel manifold adapter and fuel nozzle assemblies broken bolt (Ref. PART 3, REMOVAVINSTALLATION).

CAUTION:

as

necessary to expose

MASK ENGINE, AS NECESSARY, TO PREVENT POSSIBLE INGESTION OF METAL PARTICLES.

(2)

Install drill

(3)

Drill

pilot

jig (PWC50064-100)

hole with center drill

on

fuel nozzle

pad, and

secure

with

jig

screw.

(PWC50064-200), using jig guide.

Page

4-4-13

Jun 10/2005

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WHITNEY CANADA


n

s

c,

a

A

USE NO. 40 (0.098) DRILL TO CLEAN HOLE AFTER PAINTING OR RECOATING

n

2

p

i, a

REMOVE SHANKNU’TS WHERE NECESSARY

(POST-SBI1SO) s

lp

In,

1) a

rp n,

"rt’)

i

C1433D Gas Generator Case Repair Figure 4-4-5

(Typical)

Page

4-4-14

Jun 10/2005

PRATT

WHIINEY CANADA


Key

19.

in

to

Figure

1.

Gas Generator Case

2.

Shanknut

Install

(5)

Drill bolt for

(6)

Remove bolt. Examine threads for

jig,

and

with lockscrew.

(4)

bushing

4-4-5

appropriate

secure

extractor.

damage,

and

repair

REPAIR FUEL NOZZLE PAD FRONT DAMAGED THREADED A.

if necessary.

HOLE(S)

Procedure

NOTE:

This procedure is to be used as a temporary measure to repair damaged thread in fuel nozzle pad front mounting hole(s). This repair is acceptable for continued operation until the next overhaul, when the hell-coil insert will be replaced by permanent TIG weld repair of the affected hole(s).

(1)

Mask gas generator

(2)

Drill

(3)

Chamfer 0.220-0.250 inch X 120

(4)

Tap

(5)

damaged

openings

to

front hole 13/64

keep

(0.203)

out debris.

inch to

original depth.

5" included

front hole 10-32 UNF-3B hell-coil

angle.

tap.

Install hell-coil insert (PWCO5-118) 10-32 UNF hell-coil insert tool.

(P/N

MS124655

or

equivalent

1191-

3CN0190) using (6)

Break and

(7)

Remove all

remove

driving tang.

masking

material.

COMPRESSOR TURBINE SHROUD GRINDING 20.

OPERATION BREAKDOWN A.

Procedure

(Ref. Fig. 4-4-9, 4-4-10)

(1)

out compressor turbine shroud

Carry

grinding operations

as

follows:

(a)

After grinding, the segments should be inspected. If a lip is present, which is either sharp edged or proud of the ground surface by more than 0.005 inch, remove by local grinding using a hand held rotary tool with flexible drive and grinding wheel attachment, or similar equipment.

(b)

Install radius gage 1

Zero

on

(PWC30417), (PWC32417)

or

(PWC32380):

master.

Page

4-4-15

Jun 10/2005

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SHANKNUT AFTER

SPREADER

INSTALLATION

I

SHANKNUT BEFORE INSTALLATION

TYPICAL CROSS-SECTION AREA AND APPLICATION

C1997A

Shanknut Replacement

Figure

4-4-6

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Jun 10/2005

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WHITNEY CANADA


STOP-DRILL AND SMOOTH OUT HOLE

STOP-DRILL AND SMOOTH OUT HOLE

I b B

A

STOP-DRILL THROUGH WINDOW

STOP-DRILL, REMOVE METAL AND BLEND OUT HOLE

ON INNER WALL

0.800

1 Y" kl

i

0.400 MAX. 0.500 MAX.

0.250 MAX.

0.800 MAX.

D

C

C348C Diffuser Exit Tube

Figure

Repair (Typical) 4-4-7

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Jun 10/2005

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PRATT


VIEW

A-A

si7 0.015 MIN. BOTH SIDES

A

A

0.080 0.020 BOTH SIDES

L

CHAMFER

2"~

DIM.A

DIM.B

1.290 1.280

1.370 1.320

X

VIEW

B

FERRULE AND CLAMP REMOVED FOR CLARITY

C10359B Diffuser Exit Duct

Repair/Replacement Figure 4-4-8

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Jun 10/2005

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PRATT


Key

to

2.

Replacement Diffuser Clamp

3.

Stub

4.

Bolt

5.

Diffuser Exit Duct

1.

Figure

4-4-8

Exit Duct

Assembly

Assembly (Repair

not

applicable

at these

locations) 2

adapter (PWC30408) preceding).

3

Indicate

use

(c) Centralize

on

(PWC30409)

or

on

stubshaft

(Ref.

Section 1,

heat shield.

vane

assembly:

loosen bolts

I

Slightly

2

Centralize.

3

Take four

readings

4

Retighten

bolts and

on vane

90

ring lockplate.

degree apart.

safety

wire.

(d) Remove shroud eccentricity: 1

Grind shroud to

remove

high spots

ID

on

following steps (f) through (j)

below.

(e) Determine amount of grinding or replacement of applicable (REF NO. 318, Fits and Clearances): NOTE:

(PWC32380) permits

Radius gage

using

1

Measure shroud ID

2

Measure bladed disk OD

radius gage

shroud

measurement of

(PWC30417)

(three places

segments,

and

or

as

taper.

(PWC32417).

average) using

8 to 9 inch

micrometer.

NOTE:

If measurements of bladed disk OD reveal differences in excess of an overhaul facility for tip

0.005 inch, disk must be returned to

grinding. ID

Average OD

Actual radial

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) 5

tip

clearance

equals

3

2

below.

If actual radial

tip

clearance is

greater than 0.016 inch, replace shrouds

(minimum) grind below. (j) procedure steps (f) through

and

to obtain 0.013 inch

radial

tip clearance following

Page

4-4-19

Jun 10/2005

WHITNEY CANADA

PRATT


(f)

Install shroud

grinder (PWC30122)

or

(PWC37917),

as

applicable (Ref. Fig.

4-4-9):

(g)

1

On stubshaft.

2

Use

3

Align

Set

grinding

adapter (PWC30408)

(j)

(PWC30409) (Ref.

Section 1,

preceding).

offset hole. wheel

(PWC32122-50)

or

(PWC32528),

1

Wheel

freshly

2

Adjust

vertical vernier first.

3

Set wheel to bottom of shroud segments.

4

Adjustside

5

Set wheel to touch thickest segment.

6

Back off side vernier

as

applicable:

dressed.

vernier.

(h) Grinding Operation

(i)

or

one

turn.

1:

adjust side

vernier until wheel touches.

1

Start air and

2

Adjust vertical

3

Repeat until wheel touches top of shroud.

vernier

Grinding Operation

one

turn IN at each

completed

revolution of

grinder.

2:

side vernier until wheel touches.

1

Adjust

2

Adjust vertical vernier grinder.

3

Repeat until wheel

Grinding Operation

one

turn OUT at each

completed

revolution of

reaches bottom of shroud.

3.

side vernier until wheel touches.

1

Adjust

2

Repeat steps (h) and (i).

3

Repeat

this

procedure until

desired clearance is obtained.

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4-4-20

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MAINTENANCE MANUAL


ACCESSORY GEARBOX ASSEMBLY 21.

ACCESSORY GEARBOX HOUSING A.

Repair

of Corrosion

NOTE:

(1)

Corrosion must not be deeper than 0.010 in. and must not cover greater than 10 percent of the total surface of the AGE housing.

Apply

a

suitable

(2)

(3)

material to be

covering

section and around the

area

over

all accessories,

linkages,

an area

the compressor

repaired.

Clean the surface of the area to be repaired with a swab soaked in alcohol (PWC11-014) and crocus cloth (PWC05-061).

isopropyl

Remove all traces of corrosion (magnesium oxide) using a suitable steel brush, cloth (PWC05-061), abrasive cloth (PWC05-101), file or grit paper. Remove all traces of debris using a vacuum cleaner.

crocus

(4)

Flush the

(5)

Dry

the

with clean water at

area

area

room

compressed

with clean

temperature.

air at 29

psig.

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.

(6)

a

Prepare

chrome

pickle

solution

(Ref.

PART 2, SECTION 4, STANDARD

PRACTICES, Touch-Up Solution).

(7)

Using 29"C

a

NOTE:

(8)

swab

(55"

to

or

brush, apply the chrome pickle solution,

85"F),

to the

prepared

Repeat the application frequently continually wet with the solution.

Swab the

area

at

a

temperature of

17" to

surface for 30 to 45 seconds. to make

sure

with clean water until successive swabs

that the affected surface is

are no

longer

stained

yellow. (9)

Dry

the

area

with local

(10)

Clean the affected

(11)

Dry

(12)

Apply

the

area

The

area

with clean,

two coats of

NOTE:

heating lair dry with

a

or a

heat gun at

a

low

setting).

rag soaked in clean water.

compressed

air at 29

psig.

primer (PWC13-001).

primer

can


Page

4-4-21

Jun 10/2005

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WHITNEY CANADA


4

O

7

8

~ille

6

1

C1747

Compressor

Turbine Shroud 4-4-9

Grinding

Figure

Page

4-4-22

Jun 10/2005

WHITNEY CANADA

PRATT


Key

to

Figure

4-4-9

3.

Blanking Material Grinding Wheel Shroud Grinding (PWC30122)

4.

Gas Generator Case

5.

Vertical Vernier

6.

Shroud

1. 2.

7.

Segment Adapter (PWC30408)

8.

Side Vernier

or

(PWC30409)

primer to air dry for eight hours before applying compressed air at 29 psig to accelerate the drying time.

(13)

Allow the

(14)

Apply

enamel

paint.

Use

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:

primer and paint can be reduced with the setting. Refer to the manufacturers instructions.

Drying

time for the

gun at

a

low

use

of

a

heat

T5 BUS-BAR TERMINAL STRAPS OR LUGS 22.

REPLACEMENT A.

Procedure

(1)

Replace damaged

terminal straps

or

lugs

Dress bus-bar to

(b)

Secure appropriate terminal strap to tungsten-inert gas (TIG) method. No

(c)

T5 bus-bar

as

follows

(Ref. Fig.

old weldment.

(a)

remove

on

bus-bar and fusion weld

filler rod

using

the

required.

lug to the bus-bar, making sure the large chamfer on threaded facing outward; fusion weld using the TIG method. Use chromel or alum’el welding rod (PWC05-164), as applicable.

Attach terminal

portion

NOTE:

is

Stress relief is not

required.

T5 TERMINAL BLOCK 23.

REPAIR A.

Procedure

(1)

Repair

loose T5 terminals in block

as

follows:

Page

4-4-23

Jun 10/2005

PRATT

WHITNEY CANADA


EXAMPLE:

RECOMMENDED SHROUD SEGMENT

BLADED DISK OD

CLASS TO BE USED

MEASUREMENTS

CLASS

8.548

DIMENSION A (See

Illustration)

(INCHES)

1

GRIND SHROUD SEGMENT

0.042 to 0.043

ID TO

(INCHBS)

WINfHUn

MAKIMUM

8.570

8.584

REMARKS

tip 8.542

2

0.045 to 0.046

8.564

8.578

If

NOTE:

3

0.048 to 0.049

8.558

8.527

8.530

4

0.051

to 0.052

8.552

8.566

0.054 to 0.055

8.546

8.560

8.524

specified

exceeds

limits 8.536

blade

clearance after

removing eccentricity on shroud select segments, neat higher

(thicPrest) segments

class

and

8.518

6

0.057

to 0.058

8.540

8.554

grind as required.

8.512

7

0.060 to 0.061

8.534

8.548

bladed dish OD

8

0.069 to 0.072t

a

a

For

beloP~ 8.512

9

inches

use

class

8

or

f

Post-SEll47

a

Grind to suit

9.

0.079 to 0.083f

f

A SHROUD CROSS SECTION SHOWING DIMENSION "A"

C76140

Shroud Cross Section Figure 4-4-10

Page

4-4-24

Jun 10/2005

PRATT

WHITNEY CANADA

WIAINTENANCE MANUAL MANUAL PART NO. 3015442

WELD

0.200

0.685 0.565

o.oso~

ALUMEL TERMINAL LUG

WELD

45"fi

CHROMEL TERMINAL LUG

TERMINAL STRAP

n

C744A Terminal

Straps and Lugs Replacement Figure 4-4-11

Page

4-4-25

Jun 10/2005

WHITNEY CANADA

PRATT


CARE MUST BE EXERCISED WHILE USING THERMOCOUPLE SEALING CEMENT (PWC08-009), OTHERWISE, SPLASHES MIGHT CAUSE DISCOMFORT OF THE EYES. IN THE EVENT OF CONTACT WITH EYES, IMMEDIATELY WASH WITH WATER AND CONSULT A PHYSICIAN (MEDICAL DOCTOR).

WARNING:

(a)

Secure terminals by applying a few drops of cement (PWC08-009). The terminal block is to be oven-dried at temperature of 65" to 93"C (149" to 199.4"F) for one-half hour, or air dried at room temperature for 24 hours. ceramic insulation

(b) Replace missing 1

Apply

cement

(PWC08-009),

as

as

follows:

required,

to surfaces.

Make sure that all surfaces coming into contact with the cement free from grease and dirt. Contamination by these impurities will adversely affect the physical and electrical insulating properties of the cement.

NOTE:

are

2

Dry assembly

3

Cure

at 38"C

(100"F)

for one-half hour to eliminate

assembly at a temperature of 65" to 93"C (149" or air dry at room temperature for 24 hours.

to

bubbling.

199.4"F) for

two

hours,

(c)

Perform

loop

resistance and

continuity

check

(Ref. PART 3, INSPECTION).

i)

THERMOCOUPLE.~RNESS 24.

LUG REPLACEMENT (SINGLE INSULATION CRIMPING) A.

Procedure

(1)

Replace

(a)

(b)

broken

or

damaged

close

terminal

lugs (Ref. Fig. 4-4-12).

Cut wire

as

NOTE:

Harness lead must not be shortened in order to maintain resistance within

as

possible

Work stainless steel braid back

damage insulation

weld, open

to

ears

approximately

and

remove

from lead.

lug

than absolutely necessary permissible limits.

more

1/2 inch. Exercise

care

not to

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 two turns

(e)

(0.3125)

inch from end of wire and wrap

tape

braid.

chafing sleeve (tubing, class H-C-2) 7/16 (0.4375) inch long twisting motion, to 1/4 (0.250) inch from end of wire.

Slide with

over

over

tape,

Page

4-4-26

Jun 10/2005

PRATT

WHITNEY CANADA


SLEEVE

O STEEL BRAID WIRE -/INSULATION

INSULATION TAPE

WELD 7

~r

CRIMP

O

C927B T5 Harness

Lug Replacement Single Figure 4-4-12

Insulation

Crimping

Page

4-4-27

Jun 10/2005

WHITNEY CANADA

PRATT


(f)

Secure

a

terminal lug of appropriate material (chromel or alumel) to the wire by small ear of lug around wire with approximately 1/16 (0.0625) inch of

crimping exposed.

wire

(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).

(h) Crimp large (i) 25.

lug

ears over

insulation sleeve.

Perform

loop resistance and continuity check (Ref. PART 3, SECTION 2, REMOVAUINSTALLATION).

LUG REPLACEMENT A.

terminal

(DOUBLE INSULATION CRIMPING)

Procedure

(1)

Replace broken (a)

or

damaged

terminal

lugs (Ref. Pig. 4-4-13):

Proceed as detailed in Paragraph 24., Steps (a) through (g). Use a sleeve 3/4 inch long and vary other dimensions slightly to allow for longer terminal

(0.750) lug.

(b) Crimp the two lug ears over Pig. 4-4-14, Steps 1 to 4). (c) 26.

Perform

the

chafing

sleeve

using pliers (PWC30425) (Ref.

loop resistance and continuity check (Ref. PART 3, INSPECTION).

BRAIDING REPAIR A.

Procedure

(1)

Lifted

or

broken stainless steel braiding may be cut away providing insulation Repair broken or deteriorated braiding on harness as follows:

remains intact.

(a)

Cut off all loose strands of

braiding

around

damaged

area.

(b) Wrap insulating tape (PWC05-191) around harness, covering damaged area (Ref. Pig. 4-4-15).

all of the

(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:

(d)

When

end of

Make sure the wire end of the repair.

overlaps tape

and contacts harness braid at each

approximately two-thirds of wrapping length is completed, allow short loop to remain exposed. Continue wrapping wire to complete remaining

distance, shown

as

"113 X".

Page

4-4-28

Jun 10/2005

PRATT

WHITNEY CANADA


INSULATING TAPE

O WIRE

II;SULATION

STEEL BRAID

SLEEVE

W$D

CRIMP

C1184A T5 Harness

Lug Replacement Double Insulation Crimping Figure 4-4-13

Page

4-4-29

Jun 10/2005

PRATT

WHITNEY CANADA


X STEPP

STEP1

STEP 4

STEP 3

C1185 T5 harness

Lug Replacement, Crimping Figure 4-4-14

Procedure

Page

4-4-30

Jun 10/2005

WHITNEY CANADA

PRATT


INSULATING TAPE

B

:"i113

X

C4960C T5

Thermocouple

Harness Braid

Figure

Repair

4-4-15

Page

4-4-31

Jun 10/2005

PRATT

WHITNEY CANADA


(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 27.

CHAFING STRIP REPLACEMENT A.

Procedure

(1)

Detached

sealing strips,

if serviceable, may be rebonded

as

follows:

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.

(a) Remove

(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) 28.

Bond chafing strip to rear fireseal mount ring using cement allow to dry at room temperature for at least two hours.

(PWC08-009),

and

WIDE MESH AIR INLET SCREEN A.

Procedure

(1)

The

following repair is permissible provided there is unbonding of the chafing strips from the wire mesh.

(a)

Rebond

dry

chafing strips

at room

to

no

wire mesh

breakage

flanges using silastic cement (PWC09-001). approximately 72 hours.

or

Allow to

temperature for

INLET FAIRING AND SUPPORT RING 29.

SEALING STRIP BONDING A.

Procedure

(1)

Partially detached sealing strips,

(a)

if serviceable, may be rebonded

as

follows:

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.

Page

4-4-32

Jun 10/2005

WHITNEY CANADA

PRATT


(c)

Bond to

support ring with silastic cement (PWC08-009), and allow temperature a minimum of 72 hours.

sealing strip

dry

at room

to

INSULATED AND HEATED PNEUMATIC TUBES 30.

REPAIR A.

Procedure

(1)

Cuts in rubber sheaths of insulated tubes may be

repaired

as

follows:

silastic cement (PWC08-009) to damaged area in accordance with manufacturer’s recommendations. If the cut is large, it may be necessary to bind the area lightly with plastic covered wire until the cement has cured.

(a) Apply

(b)

Allow cement to

(c)

Trim

excess

cure

24 hours at

room

temperature.

cement if necessary.

OIL FILTER CHECK VALVE 31.

LAPPING A.

Procedure

(1)

When

a new

lapped

in

oil filter check valve or housing is installed, the check valve may be in the filter housing as follows (Ref. Fig. 4-4-16):

position

Face A of valve in Post-SB1379 engines)

(a) Lap

housing, or sufficiently lapping compound (PWC05-019).

check valve in check valve seat (For to give 360-degree surface contact,

using

(b) After lapping, wash valve and housing thoroughly in petroleum solvent (PWC11-027). Make sure all traces of lapping compound are removed.

IGNITION CURRENT REGULATOR BOX 32.

BRACKET REPAIR (WELDED TYPE) A.

seams securing mounting brackets to box, become cracked, the bracket be reattached to the box by riveting. Drill three holes (using a No. 51 drill) in may locations shown on Figure 4-4-17 and install rivets MS20470B2-4 or equivalent.

Where weld

Page

4-4-33

Jun 10/2005

PRATT

WHITNEY CANADA


FILTER HOUSING

REPAIR WASHER MS9321-08 (IF FITTED)

FACE

A CHECK VALVE

C745A

Lapping

of Oil Filter Check Valve

Figure

4-4-16

Page

4-4-34

Jun 10/2005

PRATT

WHITNEY CANADA


O

lr

0.1 25

I+++I VIEW ON ARROW

6

A

116

C230A

Ignition

Current

Regulator Riveting of Figure 4-4-17

Detached Bracket to Box

Page

4-4-35/36

Jun 10/2005

WHITNEY CANADA

PRATT


PART 4

I SECTION 5 1.

HEAYY MAINTENANCE

SPECIAL LIMITS AND TORQUE RECOMMENDATIONS

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 reference number to Tables 601, 602, 603, 604 and 605 which

corresponds

a

to these

figures. 2.

TERMS AND SYMBOLS A.

Procedure

(1)

The terms and symbols used in Tables 4-5-1, 4-5-2, 4-5-3, 4-5-4 and 4-5-5 explained as follows:

are

DIMENSIONS FOR REF Column This column indicates the minimum and maximum manufacturing dimensions of two mating parts. These dimensions are provided for information only.

(a)

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.

(b) LIMITS Column

The

(c)

symbol

T indicates

a

tight

fit and

a

fit without

a

T

symbol

denotes

a

loose

fit.

(d)

Unless otherwise

(e)

The

figures in interpreted as

specified,

all fits

are

diametrical.

the MINIMUM, MAXIMUM and REPLACE columns shall be follows: torque in pound-inches, spring pressures in pounds,

and all other limits in inches.

NOTE:

3.

Where the REPLACE column is left blank, the minimum limit applies, as required.

or

maximum

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

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 in the minimum and maximum

permit

insertion of lockwire

or

cotterpins.

Page 4-5-1 Aug 27/2004

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WHITNEY CANADA


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.

TABLE 4-5-1, FITS AND CLEARANCES Dim. for Ref.

Name

88

Shaft, Propeller

0.4980

0.4990

Dowel

0.4995

0.5000

Adapter, Manifold, Fuel

0.5700

0.5710

243

Min.

Max.

Min. 0.0005T

Inlet

279

Limits

(inches)

REF NO.

0.0010T

Sheath, Manifold

0.5700

0.5720

Bolt, Compressor

0.6350

0.6370

0.6400

0.6420

Shroud, Power Turbine

10.2870

10.2890

Duct, Exhaust

10.2840

10.2870

0.8560

0.8580

0.8460

0.8480

0.1885

0.1890

0.1895

0.1915

Seal, Carbon Face

1.1885

1.1905

Carrier, Seal 1.186 in.

1.1865

1.1875

(inches)

Max.

Replace

0.0020T

0.0020

0.0030

Turbine Stubshaft Post-SB1043 and All PT6A-20A Engines

0.0030

0.0070

Disk, Turbine 307

0.0050T

0.0020

0.0080

0.0120

0.0150

0.0005

0.0030

0.0000

335

Case, Compressor Inlet

Body, Valve,

Pressure

Relief

456

PT6A-20A

Bolt, Machine

Lever, Propeller Governor

705

0.0010T

0.0040T

0.0008T

ID

Page 4-5-2 Aug 27/2004

PRATT

WHITNEY CANADA


TABLE 4-5-2,

Torque

and Stretch Limits

REF.

NO. 184

Name

Min.

Pre-SB1217

Max.

2151b.in.

2401b.in.

Plug 186

Nut, Propeller Gov. Mounting

170 Ib.in.

190 Ib.in.

187

Nut, Cover, Overspeed Gov. Dr.

170 Ib.in.

190 Ib.in.

188

Nut, Self-locking

145 Ib.in.

165 Ib.in.

199

Post-SB1217

Chip

200

Post-SB1217

Chip 318

451b.in.

551b.in.

Detector

Compressor Turbine Blade Radial Tip Clearance

NOTE:

318

Torque Fingertight Only

Detector Cover

0.0110

Dimensions 0.0110 and 0.0180 are inspection criteria for Section Inspection on engine with a good performance.

Compressor Turbine Blade Radial Tip Clearance

NOTE:

Dimensions 0.0130 and 0.0160 grinding under field conditions.

0.0180

(Run Segments) (Ref. NOTE) run

segments

0.0130

at Hot

0.0160

(New Segments) (Ref. NOTE) are

used when

a new

set of

segments require

359

For PT6A-6 Series Post-SB1OG1

12.0

12.4

359

For PT6A-20 Series Class Average

13.3

13.7

Page 4-5-3 Aug 27/2004

PRATT

WHITNEY CANADA


TABLE 4-5-2,

Torque and Stretch (Cont’d) Limits

REF. NO. 360

541

Name

Min.

For PT6A-6 Series Class Average (this value is the average of subclassification values marked on 29 vanes)

Max. 12.1

Pre-S B1 043

12.6

6001b.in.

6501b.in.

4201b.in.

4601b.in.

5001b.in.

5501b.in.

Bolt, Compressor Turbine (Molykote G lubrication. Tighten 650 Ib.in., release to zero, re-tighten to final limits.) to 600

541

Post-SB1043 and all PT6A-20A Bolt, Compressor Turbine

541

Post-SB1 439

Bolt, Compressor

I"’

Engines:

Turbine

Post-SB1 459 CANCELLED AND REPLACED BY FIT NO. 1283

549

Nut, Self-locking

550

Nozzle, Fuel

451b.in.

50lb.in.

554

Bolt

20lb.in.

251b.in.

561

Electrical Connectors

Fingertight, plus degrees.

562

Pre-SB1429 Glow Plug Post-S B1 429

Spark Igniter Tighten to 300 Ib.in.,

loosen to 0 Ib.in., minimum to 360 Ib.in. maximum.

Tighten until firm contact, plus 180 degrees.

3001b.in.

retighten

5

3601b.in.

to 300 Ib.in.

Page 4-5-4 Aug 27/2004

PRATT

WHITNEY CANADA


TABLE 4-5-2,

Torque and

Stretch

(Cont’d) Limits

REF. NO. 566

Name

Pre-SB1429

Lead, Ignition Output

Min.

Max.

Fingertight, plus degrees.

45

Post-SB1 429

Coupling Nut, Igniter Cable 576

580

Nut, Self-locking

12lb.in.

2151b.in.

Plug

15lb.in.

2401b.in.

or

Post-SB1985 and all PT6A-20A

Adapter, Straight

581

Nut, Self-locking

582

Casing,

583

PT6A-6 Series

Wire

Rope

351b.in.

40lb.in.

40lb.in.

60lb.in.

80 Ib.in.

100 Ib.in.

Nut

150lb.in.

2501b.in.

584

Nut

585

Nut, Castellated

20lb.in.

30lb.in.

586

Nut

60lb.in.

80lb.in.

587

PT6A-6 Series

8 Ib.in.

12 Ib.in.

Nut, Self-locking, (T4 Thermocouple Connection)

’588

PT6A-6 Series

10 Ib.in.

15 Ib.in.

Nut, Self-locking, (T4 Thermocouple Connection)

596

PT6A-20 Series

Slb.in.

12lb.in.

Screw, Cap

Page 4-5-5 Aug 27/2004

PRATT

WHITNEY CANADA


TABLE 4-5-2,

Torque

and Stretch

(Cont’d) Limits

REF. NO. 597

Name PT6A-20 Series

Min.

Max.

401b.in.

501b.in.

Nut, Coupling

598

PT6A-20 Series Extension, Fuel Control Arm

251b.in.

351b.in.

599

PT6A-20 Series

251b.in.

351b.in.

151b.in.

201b.in.

Nut, Castellated

600

PT6A-20 Series

Nut, Self-locking

902

Plug, Machine

903

Adapter,

950

Nut, Slot Hex

952

Metering Plug,

961

Pt6A-20 Series

I

Plug, Accessory Gearbox

Bleed Valve

Terminal Block

Connection)

PT6A-20 Series Bolt (T5 Terminal Block

Connection)

Bolt

962

Access

(T5

1501b.in.

2001b.in.

2001b.in.

2201b.in.

131b.in.

221b.in.

401b.in.

501b.in.

10 Ib.in.

15 Ib.in.

8 Ib.in.

12 Ib.in.

966

Bolt

351b.in.

451b.in.

967

Bolt

161b.in.

201b.in.

Nozzle, Bleed Valve

10 Ib.in.

15 Ib.in.

Page 4-5-6 Aug 27/2004

WHITNEY CANADA

PRATT


TABLE 4-5-2,

Torque

and Stretch

(Cont’d) Limits

REF NO. 1283

Name

Min.

Post-SB1 459

Max.

5001b.in.

550ib.in.

Turbine

Bolt, Compressor (Molykote G lubrication. Torque to 600 650 Ib.in., release to zero, re-torque to final limits.)

TABLE 4-5-3,

Spring

Pressure Limits

REF.

NO. 606

Name

Min.

Max.

Pre-SB1043

Spring,

Helical

Compression

1.500 inch

8 Ibs.

TABLE 4-5-4,

10 Ibs.

Special Assembly Limits

REF NO. 650

Name

Max.

Coating (1)

(2)

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. Install

fitting

into boss, at the

contacts boss

turn

(3)

same

time, keep

nut

turning

with

fitting

until

packing

sudden torque increase). While holding nut stationary, in 1-1/2 turns. Position fitting by turning in, not over, one more turn.

fitting

(recognized by

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

658

Min.

or

packing

retainer not

permissible.

Gaskets

(1)

When

gaskets are used, retorque bolts after acceptance run and before shipping. gasket changes made in service, retorque bolts after a minimum of half hour one running and before a maximum of five hours running iscdmpleted. new

For

Page 4-5-7 Aug 27/2004

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TABLE 4-5-5,

Compressor Turbine Stater

Backlash Limits

REF. NO.

Name

Min.

Max.

NOT APPLICABLE

Page 4-5-8 Aug 27/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


186

187

O

O

188 186

187

PT6A-6A

188

PT6A-6 NON-REVERSING

Reduction Gearbox

PT6A-6A

Clearances Fits 4-5-1 (Sheet 1 of Figure

Engines

c1223_1C

16)

Page 4-5-9 Aug 27/2004

PRATT

WHITNEV CANADA


200~ 199-

184

PRE-SB1217

POST-SB1217

Reduction Gearbox

PT6A-6A

Engines~

Fits 6 Clearances Figure 4-5-1 (Sheet 2)

Page 4-5-10 Aug 27/2004

WHITNEY CANADA

PRATT


186

88 187

188

184

(PRE-SB1217)

200 199

(POST-SB1217)

Reduction Gearbox-Pre-SB1124 PT6A-6, PT6A-6B and PT6A-20 Fits

Figure

Engines

C1224B

Clearances 4-5-1

(Sheet 3)

Page 4-5-11 Aug 27/2004

PRATT

WHITNEY CANADA


186

187

88

188

184

(PRE-SB1217)

200 199

(POST-SB1217)

Reduction Gearbox-Post-SB1124 PT6A-20 and PT6A-20A

Fits

Figure

Engines

C12258

Clearances 4-5-1

(Sheet 4)

Page 4-5-12 Aug 27/2004

PRATT

WHITNEY CANADA


FLANGE

oli~ ~A

967

966

650 VIEW

V

A

Post-SB1046 PT6A-20

DETAIL

Engines, Fits

Figure

Post-SB1 043/1046 PT6A-20A

B

Engines C41698_1 A

Clearances 4-5-1

(Sheet 5)

Page 4-5-13 Aug 27/2004

PRATT

WHITNEY CANADA


´•a o

o

o

561

Y

I((

576

580

REAR VIEW OF ENGINE

Post-SB1046 PT6A-20

Engines, Post-SB1043/1046 Fits

Figure

PT6A-20A

Engines C41698_2A

Clearances 4-5-1

(Sheet 6)

Page 4-5-14 Aug 27/2004

PRATT

WHITNEY CANADA


FLANGE

C

318 307

597

554

541

264

278 277

359

360

211

Q-´•´• PRE-SB1043 ENGINES AND PRE-SB1046 ENGINES

Post-SB1046 PT6A-20

Engines, Fits

Figure

Post-SB1 043/1046 PT6A-20A

Engines C41699_1 A

Clearances 4-5-1

(Sheet 7)

Page 4-5-15 Aug 27/2004

WHITNEY CANADA

PRATT


C 962-~

243

VIEW

FLANGE

C

C 318

550~

59!

554

541 541

562 -1

360

j 566

658

POST-SB1043 ENGINE AND POST-SB1046 ENGINES

Post-SB1046 PT6A-20

Engines, Fits

Figure

Post-SB1043/1046 PT6A-20A

Engines C41699_2A

Clearances 4-5-1

(Sheet 8)

Page 4-5-16 Aug 27/2004

PRATT

WHITNEY CANADA


FLANGE

C

307

597

318 250

539

2642n 606

359

241

PRE-SB1043 ENGINES AND PRE-SB1046 ENGINES 588

587

359 307

318

554

967

952

Q50

~pe"

POST-SB1043 ENGINES AND POST-SB1OI ENGINES

Pre/Post-SB1043 and Post-SB1046 PT6A-6 and PT6A-6B Fits

Figure

Engines

C12288

Clearances 4-5-1

(Sheet 9)

Page 4-5-17 Aug 27/2004

WHITNEY CANADA

PRATT


FLANGE

G

FLANGE 581

r

E

583 582

ri

I

585

I

582 549

L586L582

585

SECTION

G-G

Propeller Reversing Linkage Fits

Figure

PT6A-6A

Engines

C1230_1B

Clearances 4-5-1

(Sheet 10)

Page 4-5-18 Aug 27/2004

PRATT

WHITNEY CANADA


583

FLANGE

C

FLANGE

7

585

7

r

584

r

581

A

SECTION

A-A

A

1

582

Propeller Reversing Linkage Fits

Figure

PT6A-6A

Engines

C1230_2B

Clearances 4-5-1

(Sheet 11)

Page 4-5-19 Ailg 27/2004

PRATT

WHITNEY CANADA

MAINTENANCE MANUAL


583

582

\_H MI 11

M IIII

582

i Klj~i

i i

´•-C´•

ii

586

1582

REAR FIRESEAL

599

I

.X/

CENTER FIRESEAL

a

r

598

k SECTION

H-H

SECTION

N-N

SECTION

J

K-K‘

VIEW

L

SECTION

M-M

585

Reversing Linkage Fits

Figure

PT6A-6B and PT6A-20

Engines

C1231_1B

Clearances 4-5-1

(Sheet 12)

Page 4-5-20 Aug 27/2004

WHITNEY CANADA

PRATT


"O"hR

i~E

I !I! r-

VIEW LOOKING FROM REAR

F-F

SECTION

F

SECTION

lr

W"

GD-D

SECTION

C-C

SECTION

B-B

C16~LF D

SECTION

E-E

´•I~

599

S

B B 583

SECTION SECTION

~:F ~V

S-S

VIEW

A

R-R


Figure

PT6A-6B and PT6A-20

Engines

C1231_28

Clearances 4-5-1

(Sheet 13)

Page 4-5-21 Aug 27/2004

PRATT

WHITNEY CANADA


FLANGE

583

C

FLANGE

A

582

B

D

r 582

A ´•C J

IYI

i

I

~B

582

I.i""i REAR FIRESEAL

586

CENTER FIRESEAL

598

585

VIEW

A

SECTION


Figure

B-B

PT6A-20A

SECTION

Engines

C-C

C1858_1A

Clearances 4-5-1

(Sheet 14)

Page 4-5-22 Aug 27/2004

PRATT

WHITNEY CANADA


456 599

OYO

VIEW LOOKING FROM REAR

584

599

E

YIEW

O

L

i

581

Reversing Linkage

sEcTlaEl

PT6A-20A

Engines

E-E

C1858_2A

Fits 6 Clearances

Figure

4-5-1

(Sheet 15)

Page 4-5-23 Aug 27/2004

PRATT

WHITNEY CANADA


705

Accessory

Gearbox

Fits

Figure

(All Engines)

C1233B

Clearances 4-5-1

(Sheet 16)

Page 4-5-24 Aug 27/2004

PT6-6 and -20 maint manuals

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