PW127 Maintenance Manual chapter 72-00

PRATT & WHITNEY CANADA MAINTENANCE MANUAL MANUAL PART NO. 3045542

LIST OF EFFECTIVE PAGES

CHAPTER SECTION

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DATE Jan Jan Jan Jan Jan Jan Jan Jan

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Contents

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Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006

72-00-00 Description and Operation

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CHAPTER SECTION

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72-00 LEP

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Page 1 Jan 24/2006



CHAPTER SECTION

PAGE 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84

DATE Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005

72-00-00 Fault Isolation

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Sep 03/99 Sep 03/99

72-00-00 Maintenance Practices

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CHAPTER SECTION

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72-00 LEP

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Nov 04/2005 Nov 04/2005

Page 2 Jan 24/2006



CHAPTER SECTION

72-00-00 Servicing

PAGE

DATE

253 254 255 256 blank

Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005

301 302 303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 328 329 330 331 332 333 334 335 336

May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 Mar 11/2005 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003

CHAPTER SECTION

PAGE

DATE

337 338 339 340 341 342 blank

May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003 May 02/2003

72-00-00 Removal/ Installation

401 402 403 404 405 406 407 408 409 410 blank

Mar 11/2005 Mar 11/2005 Mar 11/2005 Mar 11/2005 Mar 11/2005 Mar 11/2005 Mar 11/2005 Mar 11/2005 Mar 11/2005 Mar 11/2005

72-00-00 Adjustment/ Test

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Mar 09/2001 Mar 01/2002 Jul 13/2001 Mar 09/2001 Jul 13/2001 Jul 13/2001 Mar 01/2002 Mar 01/2002 Mar 01/2002 Jul 13/2001 Mar 01/2002 Mar 01/2002 Jul 13/2001 Jul 13/2001 Mar 01/2002 Jan 16/2004 Mar 09/2001 Mar 09/2001 Mar 09/2001 Mar 09/2001 Mar 09/2001 Mar 09/2001 Mar 09/2001

72-00 LEP

Page 3 Jan 24/2006



CHAPTER SECTION

72-00-00 Inspection Check

PAGE

DATE

522 blank 523 524 blank 525 526

Mar 09/2001 Mar 09/2001 Mar 09/2001 Jan 16/2004 Mar 09/2001

601 602 603 604 605 606 607 608 609 610 611 612 613 614 615 616 617 618 619 620 621 622 623 624 625 626 627 628 629 630 631 632 632 A 632 B 632 C

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CHAPTER SECTION

PAGE 632 D 632 E 632 F 632 G 632 H 632 I 632 J 632 K 632 L 632 M 632 N 632 O 632 P 632 Q 632 R 633 634 635 636 637 638 639 640 640 A deleted 640 B deleted 640 C deleted 640 D deleted 640 E deleted 640 F deleted 640 G deleted 640 H deleted 640 I deleted 640 J deleted 641 642 643 644 645 646 647 648

72-00 LEP

DATE Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006

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Page 4 Jan 24/2006



CHAPTER SECTION

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DATE

Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006

CHAPTER SECTION

72-00-00 Cleaning/ Painting

PAGE

DATE

670 671 672 673 674 675 676 677 678 679 680 681 682 683 684 685 686 687 688 689 690 691 692

Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006

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72-00 LEP

Page 5 Jan 24/2006



CHAPTER SECTION

PAGE

DATE

718 719 720 721 722 723 724 725 726

Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006 Jan 24/2006

72-00-00 Approved Repairs

801 802 803 804 805 806 807 808 809 810 811 812 blank

Mar 01/2002 Mar 01/2002 Mar 01/2002 Mar 01/2002 Mar 01/2002 Mar 01/2002 Mar 01/2002 Mar 01/2002 Mar 01/2002 Jan 16/2004 Jan 16/2004 Mar 01/2002


101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118

Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005

CHAPTER SECTION

PAGE 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159

72-00 LEP

DATE Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005

Page 6 Jan 24/2006



CHAPTER SECTION


PAGE

DATE

160 161 162 163 164 165 166 167 168 169 170 171 172

Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005 Nov 04/2005

101 102 103 104 105 106 107 108 blank 109 110 blank 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127

Oct 20/2000 Sep 03/99 Oct 20/2000 Oct 20/2000 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99

CHAPTER SECTION

PAGE

DATE

128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168

Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99

72-00 LEP

Page 7 Jan 24/2006



CHAPTER SECTION

PAGE

DATE

169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190

Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99 Sep 03/99

72-00 LEP

Page 8 Jan 24/2006


TABLE OF CONTENTS SUBJECT

PAGE

ENGINE - DESCRIPTION AND OPERATION

72-00-00

1.

General

1

2.

Description

1

A.

Reduction Gearbox

1

B.

Turbomachinery

9

C.

Accessory Drives

11

D.

Identification of Engine Bearings, Flanges and Stations

13

E.

Oil System

19

F.

Fuel and Control System

26

G. Propeller Control System

46

H.

Inlet Temperature and Torque Sensing Systems

48

I.

Ignition System

48

J.

Performance Indicating System

51

K.

Air System

53

3.

Operation (A summary of the functions previously described)

64

4.

Engine - Approved Fuels

64

A.

Use of Approved Fuels

64

B.

High Temperature Stability

71

C.

Quality

71

D.

Additives

71

E.

Acceptable Fuels (Unrestricted Use)

75

F.

Acceptable Fuels (Restricted Use)

77

5.

G. Alternate/Emergency Fuels

78

Engine - Approved Lubricating Oils

78

A.

General

78

B.

Approved Oils

79

72-00 CONTENTS

Page 1 Jan 24/2006



PAGE

ENGINE - DESCRIPTION AND OPERATION (Cont’d)

72-00-00

C.

Dupont Oil Blue Dye (PWC05-026)

80

D.

Oil Drain Period

80

E.

Oil Analysis

83

ENGINE - FAULT ISOLATION

72-00-00

1.

General

101

2.

Consumable Materials

101

3.

Special Tools

101

4.

Fixtures, Equipment and Supplier Tools

101

5.

Fault Isolation Chart Locations

101

ENGINE - MAINTENANCE PRACTICES

72-00-00

1.

General

201

2.


201

3.

Special Tools

202

4.


202

5.

Standard Torques

202

6.

Torque Wrenches

203

A.

General

203

B.

Standard Torque Wrenches and Extensions

203

C.

Power Torque Wrenches

205

7.

General Torque Recommendations

206

A.

Oil Lubricated Parts

206

B.

Self-locking Nuts and Helical Coil Inserts

206

C.

Castellated Nuts

207

D.

Standard and Stepped Studs

207

E.

Tube Nuts

207

72-00 CONTENTS

Page 2 Jan 24/2006



PAGE

ENGINE - MAINTENANCE PRACTICES (Cont’d) 8.

9.

10.

11.

12.

13.

14.

72-00-00

Locking

207

A.

General

207

B.

Keywashers

207

C.

Lockwire

210

D.

Retaining Rings

212

Marking of Parts

212

A.

General

212

B.

Permanent Marking

217

C.

Temporary Marking

217

Lubrication

219

A.

219

General

Tube-to-Boss Elbows, Elbow Adapters, Elbow Assemblies, Tees and Tee Assemblies

219

A.

Removal

219

B.

Installation

219

Straight Nipples or Adapters, Bulkhead Couplings and Tube Connector Nipples

221

A.

221

Installation

Wiring Harness Connectors

221

A.

General

221

B.

Installation Procedure

221

Inspection

225

A.

General

225

B.

Inspection Procedures

225

C.

Inspection Terms

226

D.

Inspection Gages

226

72-00 CONTENTS

Page 3 Jan 24/2006



PAGE

ENGINE - MAINTENANCE PRACTICES (Cont’d)

15.

72-00-00

E.

Magnetic Particle Inspection

231

F.

Fluorescent Penetrant Inspection

231

G. Inspection of Fuel, Oil and Air Filters

232

Cleaning

232

A.

General

232

B.

Precautions

232

16.

Bearings

233

17.

Debris Analysis and Material Specifications

233

A.

General

233

B.

Filter Patch Check Debris Inspection/Analysis

233

C.

Chip and Flake Analysis

234

D.

Material Specifications

235

E.

Laboratories

250

ENGINE - SERVICING

72-00-00

1.

General

301

2.


301

3.

Special Tools

301

4.


302

5.

Removal/Installation

302

A.

Preparation of Shipping Container for Service or Storage

302

B.

Removal of Engine from Shipping Container

302

C.

Installation of Engine in Shipping Container

303

D.

Removal of Reduction Gearbox from Shipping Container

308

E.

Installation of Reduction Gearbox in Shipping Container

313

F.

Removal of Turbomachinery from Shipping Container

314

72-00 CONTENTS

Page 4 Jan 24/2006



PAGE

ENGINE - SERVICING (Cont’d)

6.

7.

8.

9.

10.

11.

12.

72-00-00

G. Installation of Turbomachinery in Shipping Container

319

Preservation/Depreservation

320

A.

General Engine Storage/Preservation Procedure

320

B.

Oil System Preservation

323

C.

Fuel System

324

D.

Accessories

325

E.

Desiccant and Humidity Indicator Reactivation

326

F.

Depreservation (Engine)

326

G. Depreservation (Accessories)

329

Shipping

329

A.

General

329

B.

Shipping Method

331

Oil Draining

332

A.

332

Main Oil Tank and/or RGB

Chip Collector - Replacement

333

A.

333

Procedure

Oil System Flushing and Filling

335

A.

335

Procedure

Oil System Filling

337

A.

Oil Filling Procedure

337

B.

Replenishing Empty Oil System

338

Oil Level Check and Top-up

339

A.

General Oil Level Check

339

B.

Top-up

339

72-00 CONTENTS

Page 5 Jan 24/2006



PAGE

ENGINE - SERVICING (Cont’d) 13.

72-00-00

Oil Consumption Trend Monitoring

340

A.

General

340

B.

Procedure

340

ENGINE - REMOVAL/INSTALLATION

72-00-00

1.

General

401

2.


401

3.

Special Tools

401

4.


402

5.

Removal

402

A.

Engine from Airframe

402

B.

Engine from Stand (PWC34200)

402

6.

Installation

403

A.

Engine in Airframe

403

B.

Engine in Stand (PWC34200)

409

ENGINE - ADJUSTMENT/TEST

72-00-00

1.

General

501

2.


501

3.

Special Tools

501

4.


501

5.

Engine Ground Running Operating Limits

501

6.

Engine/Component Replacement Test Requirements

501

7.

Overtorque and Overtemperature Limits

502

8.

Starting

503

A.

Prestart

503

B.

Wet Motoring

503

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Page 6 Jan 24/2006



PAGE

ENGINE - ADJUSTMENT/TEST (Cont’d) C.

D. 9.

10.

72-00-00

Dry Motoring (to purge engine of fuel after wet motoring run or in the event of fire occurring in the engine after starting or permit a compressor wash to be carried out.)

504

Start

504

Shutdown

507

A.

507

Procedure

Checks

507

A.

Oil Pressure

507

B.

Leak Check

508

C.

Ground IDLE - NH GOVERNING

508

D.

Flight IDLE - NH GOVERNING

508

E.

Flight IDLE/MIN NP GOVERNING

508

F.

REVERSE/MIN. and MAX NP Governing

508

G. Maximum Forward Governing (T.O.P or ITT/T6 Limit)

509

H.

EEC Manual Reversion

509

I.

Autofeather and Uptrim (both engines running)

509

J.

Power Assurance Check

512

K.

Acceleration Check

514

ENGINE - INSPECTION/CHECK

72-00-00

1.

General

601

2.


601

3.

Special Tools

601

4.


601

5.

Periodic Inspection

602

6.

Rotor Components - Service Life

602

7.

Engines with Defects Outside Specified Limits

602

72-00 CONTENTS

Page 7 Jan 24/2006



PAGE

ENGINE - INSPECTION/CHECK (Cont’d) 8.

9.

72-00-00

Low Pressure and High Pressure Impellers - Foreign Object Damage

603

A.

LP Impeller

603

B.

HP Impeller

609

Borescope Inspection

616

A.

General

616

B.

Side-viewing Adapter

616

C.

Light Source

617

D.

Camera

617

E.

Guide Tubes

619

F.

Troubleshooting

619

G. Low Pressure Impeller

620

H.

High Pressure Impeller

623

I.

Fuel Pump and Oil Pump Drive Bevel Gears

623

J.

Accessory Drive Bevel Gears (Towershaft)

625

K.

Starter-generator Drive Gear

625

L.

Intercompressor Case Air Plenum

627

M. No. 5 Bearing Cavity N.

629

Combustion Chamber Liner Assembly, HP Turbine Vane Ring Segments and HP Turbine Blades

631

O. LP Turbine Blades and Stator Assembly

632C

P.

632E

Power Turbine Stator Assembly and First-stage Blades

Q. No. 6 and 7 Bearing Vent Transfer Tube.

632H

R.

Second-stage Power Turbine Blades and Vane Ring

632H

S.

RGB First-stage Helical and Input Shaft Gears

632I

T.

RGB Second-stage Gears (Bull Gear and Layshaft Pinions)

632M

72-00 CONTENTS

Page 8 Jan 24/2006



PAGE

ENGINE - INSPECTION/CHECK (Cont’d) 10.

11.

72-00-00

Hot Section Component Borescope Inspection Criteria

632R

A.

General

632R

B.

Combustion Chamber (Small Exit Duct, Inner and Outer Liner Assemblies)

632R

C.

High Pressure (HP) Turbine Vane Segments

643

D.

HP Turbine Blades

646

E.

HP Turbine Shroud Segment

654

F.

LP Turbine Stator .

678

G. LP Turbine Blades

678

H.

First- and Second-stage Power Turbine Vanes

681

I.

First- and Second-stage Power Turbine (PT) Blades

685

Gear Teeth Inspection

685

A.

Acceptable Conditions

685

B.

Non-acceptable Conditions

688

12.

Cracks in Turbine Support Case Inner Wall

688

13.

Cracks in Gas Generator Case Firewall Support Ring

689

A.

689

Visual Inspection

ENGINE - CLEANING/PAINTING

72-00-00

1.

General

701

2.


701

3.

Special Tools

701

4.


701

5.

Engine Cleaning

702

A.

External Wash

702

B.

Compressor Wash

702

72-00 CONTENTS

Page 9 Jan 24/2006



PAGE

ENGINE - CLEANING/PAINTING (Cont’d) C.

Turbine Wash

72-00-00 719

ENGINE - APPROVED REPAIRS

72-00-00

1.

General

801

2.


801

3.

Special Tools

801

4.


801

5.

Helical Coil Insert Replacement

802

A.

General

802

B.

Procedure (same size insert replacement)

802

C.

Procedure (oversize insert replacement)

802

6.

7.

8.

9.

10.

11.

’Keensert’ Insert Replacement

803

A.

Procedure

803

Stud Replacement

806

A.

806

Procedure

Stud Hole Repair

808

A.

808

Procedure

Anodic Film Repair of Aluminum

808

A.

808

Procedure

Chromate Surface Repair of Magnesium

809

A.

General

809

B.

Procedure

810

Jacking Insert Replacement

811

A.

811

Procedure

ENGINE - FAULT ISOLATION 1.

72-00-01

General

101

72-00 CONTENTS

Page 10 Jan 24/2006



PAGE

ENGINE - FAULT ISOLATION (Cont’d)

72-00-01

2.


101

3.

Special Tools

101

4.


101

5.

Fault Isolation Fault Index

101


72-00-02

1.

General

101

2.


101

3.

Special Tools

101

4.


101

5.

Electronic Fuel Control System

101

A.

101

6.

Procedures

Servicing Connectors with Aircraft Electrical Power On

103

A.

103

Procedure

7.

Fault Isolation Fault Index

104

8.

Fault Isolation Steps

106

72-00 CONTENTS

Page 11/12 Jan 24/2006


ENGINE - DESCRIPTION AND OPERATION 1.

General (Ref. Figs. 1 and 2) The PW127H turboprop engine has two centrifugal impellers driven by independent axial turbines, a reverse flow annular combustor and a two-stage power turbine which provides the drive for the reduction gearbox. The engine has two modules: a reduction gearbox module and a turbomachinery module. The modules are joined to form a rigid unit. Provision is made for the installation of airframe equipment on the engines.

2.

Description A.

Reduction Gearbox (Ref. Figs. 3, 4 and 5) The reduction gearbox has an accessory drive cover and three housings: the front housing, the rear housing and the input housing (which together make up the housing set). Reduction is accomplished by a two-stage geartrain. (1)

Front Housing The front housing holds the front roller bearings for the two second-stage gearshafts and the propeller shaft, and the ball thrust bearing for the propeller shaft. The propeller shaft seal is under a cover on the front housing. In front of each gearshaft are mounting pads. A propeller brake is fitted to the left pad. These pads are provided with seal drains blanked off with flight closures. The propeller brake (Ref. Fig. 5) is a hydromechanical type actuated by solenoid valves which are energized by an airframe-mounted control unit which controls the braking and unbraking sequences. The brake is used to immobilize the propeller when the engine is running and providing electricity and compressor air for off-engine use. Push buttons on each solenoid valve allow manual operation of the brake release system during maintenance or when an electrical failure has occurred. A mounting pad is provided on the right side of the front housing to accommodate an electric feathering pump. The pad has oil ports that are connected to an internal oil tank which is part of the rear housing. The data plate of the reduction gearbox module is attached to the left side of the front housing. At the one and eleven o’clock positions on the front housing flange are two lifting brackets.

(2)

Rear Housing The rear housing carries the second-stage reduction gear and drive pinions, propeller shaft rear roller bearing, second-stage reduction gear rear roller bearings, front roller bearing of the input shaft and the front roller bearings of both first-stage helical gears.

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Page 1 ENGINE - DESCRIPTION AND OPERATION Nov 04/2005


NP PULSE PICK−UP PROBE

ENGINE FRONT MOUNTING PAD

TORQUE MOUNTING PAD AMBIENT PRESSURE TRANSDUCER TOTAL INLET PRESSURE TRANSDUCER OIL INLET (FROM REMOTE OIL COOLER) MAIN OIL PRESSURE OIL PRESSURE REGULATING VALVE LOW OIL PRESSURE SENSOR SWITCH FUEL PUMP OUTLET FILTER T6 BUS−BARS MECHANICAL FUEL CONTROL UNIT

MOUNTING PAD FUEL INLET

OIL PRESSURE FILTER IMPENDING BYPASS INDICATOR OIL PRESSURE FILTER

CHIP DETECTOR

GEARBOX DATA PLATE

OIL LEVEL INDICATOR ENGINE ELECTRONIC CONTROL TORQUE SENSOR

C61309B Typical Engine Figure 1 (Sheet 1 of 2)

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REAR ENGINE MOUNTING PAD

ENGINE FRONT MOUNTING PAD TORQUE MOUNTING PAD

ACCESSORY GEARBOX BREATHER TUBE

TORQUE SENSOR IGNITION EXCITER AIR INLET IGNITION HARNESS REDUCTION GEARBOX SCAVENGE OIL FILTER

OIL OUTLET (TO REMOTE NO. 6 & 7 BEARING OIL PUMP OIL COOLER) SCAVENGE PIPE PACK PRESSURIZING AIR SUPPLY PIPE FUEL PUMP INLET FILTER GEARBOX OIL PRESSURE PIPE

IGNITER PLUG ENGINE FRONT MOUNTING PAD HIGH PRESSURE ROTOR (NH) PULSE PICK−UP PROBE STARTER MOUNTING PAD TOTAL INLET TEMPERATURE SENSOR OIL SCAVENGE FILTER IMPENDING BYPASS INDICATOR

OIL TO FUEL HEATER ENGINE DATA PLATE T6 TRIM RESISTOR

ELECTRIC FEATHERING PUMP MOUNTING PAD

C61311A Typical Engine Figure 1 (Sheet 2)

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PRESSURE/TEMPERATURE STATIONS P0/T0 P1/T1

P1.8/T1.8

P1.5/T1.5

BEARINGS FLANGES

A

B

P2/T2

1 C

2 D

C11121D_1 Bearings, Flanges and Stations Figure 2 (Sheet 1 of 2)

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P4/T4

P2.5/T2.5

E

6

5

4 F

P8/T8

P5/T5

P3/T3

3

P7/T7

P6/T6

7

K

C11121D_2 Bearings, Flanges and Stations Figure 2 (Sheet 2)

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TOP MOUNTING PAD ACCESSORY DRIVE COVER

REAR HOUSING LIFTING BRACKETS

INPUT DRIVE HOUSING

FRONT HOUSING PROPELLER SHAFT PROPELLER SHAFT FLANGE

ENGINE MOUNTING PAD ENGINE MOUNTING PAD TORQUE MOUNT FEATHERING PUMP MOUNT PAD

DATA PLATE

PROPELLER SHAFT SEAL DRAIN

GEARSHAFT COVERS TORQUE MOUNT

CHIP DETECTOR AND STRAINER

C38713 Reduction Gearbox - 3⁄4 View Figure 3

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PROPELLER MOUNTING FLANGE

REDUCTION GEARBOX FRONT HOUSING

REDUCTION GEARBOX REAR HOUSING OVERSPEED GOVERNOR DRIVE GEARSHAFT

135 TOOTH SECOND STAGE SPUR GEAR

PROPELLER SHAFT SEAL

PROPELLER SHAFT 38 TOOTH SECOND STAGE SPUR GEAR

PROPELLER SHAFT FRONT ROLLER BEARING IDLER DRIVE SPUR GEARSHAFT INTERGRATED DRIVE GENERATOR GEARSHAFT

PROPELLER BRAKE COUPLING 38 TOOTH SECOND STAGE SPUR GEAR

FIRST STAGE HELICAL GEAR HELICAL INPUT GEARSHAFT

FIRST STAGE HELICAL GEAR

C69157 Reduction Geartrain Figure 4

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MANUAL CONTROL

SOLENOID VALVES PROPELLER BRAKE

C38712 Propeller Brake and Propeller Brake Control - 3/4 View Figure 5

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

Input Drive Housing The input drive housing carries the rear roller bearings of the input driveshaft and both layshafts. Two torque sensors are mounted on pads located opposite one another on the horizontal centerline of the input drive housing.

(4)

Accessory Drives The overspeed governor/pump assembly is mounted on the right pad and driven by the 135-tooth second-stage gear. An oil cooled integrated drive generator (IDG) is mounted on the left pad and is driven by the idler gear, which is also driven by the 135-tooth second-stage gear.

B.

Turbomachinery The turbomachinery consists of four sections, contained in six casings (Ref. Fig. 6). The casings are bolted together at flanges (Ref. Fig. 2). (1)

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

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OIL TANK

TURBINE SECTION

INTERCOMPRESSOR CASE

COMPRESSOR SECTION

GAS GENERATOR CASE

INLET SECTION

COMBUSTION SECTION

TURBINE SUPPORT FUEL MANIFOLD CASE & NOZZLES

DIFFUSER EXIT DUCTS

REAR INLET CASE

FRONT INLET CASE

L.P. DIFFUSER CASE

C69158A Turbomachinery Figure 6

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Page 10 Nov 04/2005


(2)

Compressor Section The compressor section comprises the low pressure (LP) and high pressure (HP) independent centrifugal impellers. These are contained within the LP diffuser case (flange D to E) and the intercompressor case (flange E to F) and the front of the gas generator case (flange F to K). Diffuser pipes connect the diffuser case, which contains the LP impeller, to the intercompressor case. Two ball bearings (No. 3 and 4) are housed in the intercompressor case. The No. 5 roller bearing is contained in the gas generator case. A lifting bracket is located at the twelve o’clock position on flange K of the gas generator case. A Y-adapter and non-return valve are located at the 12 o’clock position on the intercompressor case to supply low pressure air for use in the environment control system of the aircraft.

(3)

Combustion Section The annular reverse-flow combustion chamber is contained in the gas generator case. The fuel manifold is mounted around the exterior of the gas generator case, with spray nozzles which protrude into the combustion chamber liner. Two igniter plug bosses are provided on the gas generator case, with corresponding bosses in the liner. The gas generator case incorporates an air bleed pad through which P3 air is supplied for off-engine use at low power and during starting.

(4)

Turbine Section The LP and HP turbines are housed in the rear of the gas generator case, and the power turbines (PT) in the turbine support case. Concentric shafts connect the two-stage power turbine to the gearbox and the single-stage LP and HP turbines to the impellers. The central PT shaft is supported by the No. 1 (ball), No. 2 (roller) and No. 7 (roller) bearings. The intermediate LP turbine shaft is supported by the No. 3 (ball) and No. 6 (roller) bearings. The HP turbine shaft (integral with impeller) is supported by the No. 4 (ball) and No. 5 (roller) bearings.

C.

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


Page 11 Nov 04/2005


2 1 10

7

14

16

9

11 6

12 8 5 13 15

3

4

C11186C Turbomachinery Accessory Drive Geartrain Figure 7


Page 12 Nov 04/2005


Key to Figure 7 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. D.

Accessory Drive Coupling Gearshaft Bevel Gear HP Impeller Bevel Gear Gearshaft Fuel Pump Driveshaft Spur Gear Centrifugal Breather Impeller Starter-generator Driveshaft Spur Gear Spur Gear Bevel Gear Oil Pump Driveshaft Spur Gear Bevel Gear Bevel Gear (Ref.)

Identification of Engine Bearings, Flanges and Stations (1)

Engine Bearing Identification (Ref. Fig. 8) All the bearings used in the engine have position numbers from 1 thru 30 as per steps (2), (3) and (4). NOTE:

(2)

The term ‘‘Not Used’’ is given to bearing numbers which are not, at this time, applicable to the engine model specified in this manual.

Engine Main Bearings The main bearings in the turbomachinery have numbers per Table 1. TABLE 1, Main Bearing Identification

BEARING NO.

POSITION

TYPE

1

Power Turbine Shaft

Ball

2

Power Turbine Shaft

Roller

3

Low-pressure Impeller

Ball

4

High-pressure Impeller

Ball

5

High-pressure Impeller

Roller

6

Low-pressure Turbine

Roller

7

Power Turbine Shaft

Roller


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No. 18 BEARING

No. 15 BEARING

B

B

A

No. 19 BEARING

A

No. 9 BEARING

No. 8 BEARING

C32417C_1 Bearing Identification Figure 8 (Sheet 1 of 4)


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No. 27 BEARING

No. 1 BEARING

No. 25 BEARING (FRONT)

No. 2 BEARING

No. 25 BEARING (REAR)

No. 28 BEARING (FRONT)

No. 3 BEARING

No. 28 BEARING (REAR)

No. 30 BEARING

No. 29 BEARING (LOWER)

No. 4 BEARING

No. 5 BEARING

No. 7 BEARING

No. 6 BEARING

C32417C_2 Bearing Identification Figure 8 (Sheet 2)


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FWD NO.14 BEARING

NO.14 BEARING

NO.13 BEARING

NO.13 BEARING

NO.12 BEARING

NO.12 BEARING

NO.11 BEARING

NO.8 BEARING SECTION

A−A FWD

NO.9 BEARING

NO.11 BEARING

NO.22 BEARING (FRONT)



NO.20 BEARING (REAR)

NO.22 BEARING (REAR) SECTION

NO.23 BEARING (REAR)

B−B

C33359 Bearing Identification Figure 8 (Sheet 3)


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F W D

NO. 25 BEARING (FRONT)



NO. 26 BEARING (REAR)

NO. 24 BEARING (REAR) NO. 25 BEARING (REAR) SECTION

C−C

C32419 Bearing Identification Figure 8 (Sheet 4)


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(3)

Reduction Gearbox Bearings The RGB bearings have numbers per Table 2. TABLE 2, Reduction-gearbox Bearing Identification

BEARING NO.

POSITION

TYPE

8

Input Drive Shaft

Roller

9

Input Drive Shaft

Roller

10

NOT USED

NOT USED

11

First-stage Helical Gear

Roller

12

First-stage Helical Gear

Roller

13

Second-stage Spur Gearshaft (Pinion Gear)

Roller

14

Second-stage Spur Gearshaft (Pinion Gear)

Roller

15

Propeller Shaft

Roller

16

NOT USED

NOT USED

17

NOT USED

NOT USED

18

Propeller Shaft

Ball

19

Propeller Shaft

Roller

20 (Front and Rear)

Overspeed-governor Drive Gearshaft

Roller

21

NOT USED

NOT USED

22 (Front and Rear)

Idler Drive Gearshaft

Roller

23 (Front and Rear)

Integrated Drive Generator Gearshaft

Roller

(4)

Accessory Gearbox Bearings The accessory gearbox bearings, in the upper section of the rear inlet case, and in the angle drive gearbox which is on the intercompressor case, have numbers per Table 3. TABLE 3, Accessory-gearbox Bearing Identification

BEARING NO.

POSITION

TYPE

24 (Front and Rear)

Starter-generator drive Gearshaft

Roller

25 (Front)

Main-accessory-drive Gearshaft

Roller

25 (Rear)

Main-accessory-drive Gearshaft

Ball

26 (Front)

Fuel-pump Drive Shaft

Roller

26 (Rear)

Fuel-pump Drive Shaft

Ball

27

Oil-pump Drive Shaft

Ball

28 (Front)

Accessory-drive Horizontal Gearshaft

Roller


Page 18 Nov 04/2005


TABLE 3, Accessory-gearbox Bearing Identification (Cont’d) BEARING NO.

POSITION

TYPE

28 (Rear)

Accessory-drive Horizontal Gearshaft

Ball

29 (Upper)

NOT USED

NOT USED

29 (Lower)

Accessory Drive Housing

Roller

30

Accessory-drive Lower Bevel Gearshaft

Ball

E.

Oil System (Ref. Figs. 9 through 13) The oil system is a wet sump system, cooled by an aircraft mounted air-cooled oil cooler and an integral fuel-cooled oil cooler. The oil is stored in a tank that is integral with the rear inlet case. The tank has a filler neck and cap, contents gage and scavenge chip detector. The system is composed of three subsystems: the pressure system, which supplies oil to the reduction gearbox and turbomachinery, the scavenge system, which returns the used oil to the tank and the vent and breather system which vents the bearing cavities and removes oil from the vented air (Ref. Figs. 9 and 10). (1)

Pressure System (a) Turbomachinery A spur gear type pressure pump is mounted, in a pack with the scavenge pump, on the right side of the rear inlet case. An integral cast passage connects the oil tank to the inlet side of the pump. A pressure relief valve returns oil to the tank to prevent a pressure surge during cold starting. Airframe-supplied tubes connect the outlet to the airframe air cooled oil cooler. From the cooler the oil flows via a heat exchanger (airframe component) to the pressure regulating valve and the pressure filter. The pressure regulating valve (Ref. Fig. 11) consists of a piston valve and spring in a ported sleeve. It maintains a constant oil pressure above and in relation to the air pressure in the No. 3 and 4 bearing cavity. If oil output pressure, taken from a tapping downstream of the check valve, overcomes the air pressure plus spring pressure, the valve opens a port. Oil is bled from the main pressure line by the port and returned to the inlet side of the pump, reducing output pressure. Air pressure plus spring pressure overcomes the reduced oil pressure, closing the bleed port at the desired pump output pressure. The check valve output pressure is also connected, via a restrictor to an oil pressure transducer and to the low oil pressure switch. The pressure filter has a bypass valve to ensure adequate flow if the filter is blocked; an indicator warns of impending blockage. From the filter the oil flows in two directions: to the oil pressure check valve housing and to the fuel heater (then, in turn, to the fuel-cooled oil cooler).


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TO REDUCTION GEARBOX

OIL COOLER

OIL TO FUEL HEATER

OIL PRESSURE TRANSDUCER

AIR FROM NO.3 & 4 BEARING CAVITY

LOW OIL PRESSURE SWITCH

PRESSURE REGULATING VALVE

RESTRICTOR

MAIN OIL PRESSURE FILTER IMPENDING BYPASS INDICATOR

PRESSURE REIEF VALVE

FROM OIL COOLER VIA IDG HEAT EXCHANGER

TO OIL COOLER OIL PUMP (PRESSURE)

C69190_1A Turbomachinery Oil System - Schematic Figure 9 (Sheet 1 of 2)


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CHECK VALVE

BLEED LINE RESTRICTOR

OIL TEMP. BULB

STRAINER

M H.P. S AFT FRO

ICING

STRAINER

STRAINER

STRAINER

VENT

ANTI−

GRAVITY DRAIN

INLET STRUT

DRIVESH

VENT

HAFT

ACCESSORY GEARBOX

NO.1 & 2 BEARING CAVITY



NO.5 BEARING CAVITY

JET PUMP

BLOWDOWN

GRAVITY DRAIN

OIL TANK

STRAINER SCREEN

CHIP DETECTOR SCAVENGE FROM REDUCTION GEARBOX

NO.6 & 7 CAVITY SCAVENGE PUMP

PRESSURE OIL SCAVENGE OIL VENT AIR DRAIN AND UNPRESSURIZED OIL

C69190_2A Turbomachinery Oil System - Schematic Figure 9 (Sheet 2)


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ELECTRIC FEATHERING PUMP PROPELLER VALVE MODULE PUMP RESTRICTOR

MAIN OIL PRESSURE FROM TURBOMACHINERY

OVERSPEED GOVERNOR OVERSPEED MODE

R.G.B. AUXILLARY OIL TANK (PRESSURIZED)

GOVERNING MODE DRAIN

PRESSURE OIL DISTRIBUTION BY INTERNAL GALLERIES

PROPELLER VALVE MODULE

PROPELLER ACTUATOR

DRAIN CHIP DETECTOR SIGNAL PRESSURE OIL ENGINE OIL (PRESSURE) PROPELLER VALVE MODULE OIL (BOOSTED)

SCREEN

SCAVENGE OIL

REDUCTION GEARBOX REDUCTION GEARBOX SCAVENGE PUMP

TURBOMACHINERY REDUCTION GEARBOX SCAVENGE FILTER MAIN OIL TANK

IMPENDING BYPASS INDICATOR

BYPASS

C38658 Reduction Gearbox Oil System - Schematic Figure 10


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OIL IN

OIL OUT

PORT NOT USED

BEARING OIL PRESSURE SENSING

AIR PRESSURE SENSING FROM NO.3 & NO.4 BEARING CAVITY

C31422 Oil Pressure Regulating Valve - 3⁄4 Cutaway Figure 11


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Oil goes through internal passages to the check valve housing. After entering the housing, the oil flows in two directions. One part goes through an internal passage in the housing wall, past the temperature bulb and externally to a connection on the rear inlet case. The other part goes through the check valve after 25% NH has been exceeded. From the connection on the rear inlet case, oil flows by internal passages to the accessory gearbox through the inlet struts (for de-icing) to the No. 1 and 2 bearing cavity. Some of the accessory gearbox oil flows via a strainer to lubricate the drive gears and associated components. Oil flowing to the No. 1 and 2 bearing cavity passes through a strainer. Pressure oil is also used to actuate a jet pump which scavenges No. 2 bearing area. The check valve consists of a piston valve and spring in a ported sleeve. During starting and shutdown, the valve stops oil going to the No. 3, 4, 5, 6 and 7 bearing cavities when pump outlet pressure is below a minimum value. This ensures that sufficient pressurized air is available at the bearings to enable the seals and blowdown scavenge system to function correctly and prevent oil flooding. From the check valve, oil flows through strainers to lubricate the bearings and associated components in the bearing cavities. Oil flows through a restrictor before reaching the strainer in the line to the No. 6 and 7 bearing cavity. Oil flows through tubes to the oil-to-fuel heater and fuel-cooled oil cooler, then to the reduction gearbox and oil-cooled AC generator. The fuel-cooled oil cooler (Ref. Fig. 12) is a heat exchanger with two flow circuits: engine lubricating oil and fuel. The oil circuit has two flow paths (bypass and internal) and a valve that controls flow between the paths. The valve remains in the open position, allowing oil to bypass the core until the temperature reaches 60 to 71°C (140-160°F). Within this temperature range bypass flow is cut off and routed through the internal path. To ensure the cooler is not over pressurized, the valve opens, allowing oil to bypass when the pressure differential across the valve exceeds 40 psig (276 kPa). (b) Reduction Gearbox Inside the gearbox (Ref. Fig. 10) the oil flows into an auxiliary oil tank (which is part of the casting). The auxiliary tank is pressurized when the engine is running, and is always full of oil (even when the engine is not running). Oil from the tank flows, by internal passages and tubes, to the electric feathering pump and the propeller valve module (PVM) pump. The PVM receives pressure oil from the electric feathering pump and the PVM pump and signal pressure oil from the overspeed governor (when in the governing mode). In the overspeed mode, signal pressure oil is drained through the overspeed governor. Pressure oil from the PVM actuates the pitch control mechanism in the propeller. Oil from the auxiliary tank is distributed through internal galleries to the reduction and accessory geartrains and bearings.


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OIL OUT

OIL IN

A FUEL IN FUEL OUT OIL IN

OIL OUT

DETAIL

A

OIL OUT

TEMPERATURE CONTROL VALVE FUEL OUT

FUEL IN

OIL IN

C63098 Fuel-cooled Oil Cooler - Schematic Figure 12


Page 25 Nov 04/2005


(2)

Scavenge System (a) Reduction Gearbox Scavenge oil from the gearbox accessories, gears and bearings drains into a cavity in the bottom of the reduction gearbox rear housing. The cavity has a chip detector. A scavenge pump, which is part of the pump pack on the right side of the rear inlet case, draws the oil through an external tube on the left side of the front inlet case. The tube is looped upward to prevent gearbox oil from flooding the oil tank when the engine is not running. The tube connects to an internal oilway (which provides anti-icing of the intake) in the front inlet case. From the inlet case, the oil flows through a tube to the scavenge pump, then through the scavenge filter, which is equipped with a valve to bypass the filter in the event of blockage. An indicator warns of impending blockage. From the scavenge filter, the oil flows to the tank. (b) Turbomachinery Oil from the accessory casing and the No. 1 bearing cavity is scavenged by gravity. The No. 2 bearing cavity oil is scavenged through a venturi by gravity aided by pressure oil, which induces a jet-pump action. Oil from the No. 3, 4 and 5 bearing cavities is scavenged by gravity and assisted by air (blow-down) from the bearing labyrinth seals. The No. 6 and 7 bearing cavity oil is scavenged through an external tube connected to the scavenge pump.

(3)

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

F.

Fuel and Control System (Ref. Figs. 14 through 21) The engine fuel and control system governs the power produced by the engine by controlling the fuel flow. The fuel flow is controlled by the power lever and fuel shut off (condition) lever through two integrated systems: the mechanical fuel system and the electronic fuel system. (1)

Engine Fuel System The engine mechanical fuel system (Ref. Fig. 14) is made up of a fuel heater, a fuel pump and a mechanical fuel control unit (MFCU), which are mounted on the accessory drive casing. It also comprises a flow divider and dump valve and fuel nozzle manifold mounted on the gas generator case.


Page 26 Nov 04/2005


LEFT SIDE − MAIN PRESSURE OIL FILTER

RIGHT SIDE − SCAVENGE OIL FILTER

C30204A Oil System Impending Bypass Indicators - Location Figure 13


Page 27 Nov 04/2005


(a) The fuel heater (Ref. Fig. 15) consists of a filter and fin-type heater in two integral housings. The filter housing contains a bypass valve to ensure an adequate fuel flow in the event of blockage and an indicator to warn of impending blockage. The heater housing is divided into two circuits. Turbomachinery lubricating oil flows through one circuit to transfer heat to the fuel, which flows through the other circuit. A thermal sensor in the fuel circuit operates a valve to regulate the oil flow in order to maintain the required fuel temperature. The fuel pressure differential switch located in the fuel filter housing outlet port activates a warning indicator. (b) The fuel pump (Ref. Fig. 16) is a positive displacement spur gear assembly consisting of a fuel ejector (jet pump), a self-relieving inlet screen, two spur gears, an outlet filter and a bypass valve. Fuel from the MFCU bypass outlet passes through the jet pump, positioned ahead of the main inlet, to maintain a constant inlet pressure. The self-relieving inlet screen, when blocked, lifts from its seat and allows fuel to enter the pump housing. Two spur gears pump fuel through the outlet filter. A bypass valve diverts fuel to the outlet port in the event of filter blockage: the differential pressure switch signals the impending blockage and activates a warning. (c) The mechanical fuel control unit (MFCU) (Ref. Figs. 17 and 18), mounted on the fuel pump, controls the engine fuel flow and thus the power output. The MFCU consists of the following components: 1

Power Lever and Cam Assembly: The power lever shaft incorporates two speed set cams, which move a cam lever when the power lever is advanced. A spring connects the cam lever to the governor lever and exerts a force on the governor lever as a function of PLA. The governor lever is pivoted, and one end operates against an airflow restrictor to form the governor orifice (Ag). A ball bearing on the governor lever contacts the top of the flyweight bearing assembly. When the power lever is advanced, the cam applies tension to the spring, which applies a force on the governor lever to close Ag.

2

Flyweight Assembly: The flyweights are mounted on a platform on the driveshaft, and as the driveshaft revolves, centrifugal force causes the weights to pivot about their mounting points and contact the bottom face of the bearing assembly. As the driveshaft speed increases, increased centrifugal force causes the weights to apply an increasing force against the bearing assembly. This causes the bearing assembly to move upward on the driveshaft and apply pressure to the ball bearing on the governor lever arm. The governor orifice Ag opens whenever the driveshaft speed increases enough to overcome the force applied by the governor lever spring.

3

Orifices (Fixed and Variable): High pressure compressor discharge pressure (P3) is supplied to the MFCU and metered through a fixed orifice to produce Px pressure. Px is used to pressurize the chamber containing the acceleration bellows, inside


Page 28 Nov 04/2005


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

Flapper Valves (Ag and Ap): Ag is controlled by the mechanical speed governor and Ap, which parallels Ag, by the stepper motor. Movement of either flapper valve changes Py with respect to Px and repositions the bellows assembly.

5

Mode Cam Select Mechanism: The mode select mechanism is used to transfer control between the EEC and the MFCU. The system is activated automatically by the EEC when a system fault occurs and also by cockpit command. A solenoid operated pneumatic servo mechanism is used to select the appropriate cam which transfers control between the EEC and MFCU. In EEC mode, a high mechanical governor speed schedule is selected by the EEC cam to close valve Ag and allow the EEC to control parallel valve Ap through the stepper motor. In manual mode, the manual cam holds valve Ap in the closed position and selects a low mechanical governor speed schedule which allows valve Ag to be controlled by the power lever angle (PLA).

6

Bellows Assembly: Consists of deceleration, governor and acceleration bellows connected by a shaft linked to the fuel metering valve. Pressure differential between inside (Px) and outside (Py) pressures causes the deceleration bellows to expand and reduce fuel flow. An increase in Px pressure acting on the evacuated acceleration bellows increases fuel flow. During acceleration, flapper valves Ag and Ap are closed; this equalizes and increases Px and Py air pressures. As Px increases, the acceleration bellows contract, opening the metering valve and increasing fuel flow. When governing, Py is reduced slightly below Px air pressure to give the fuel flow required to run at the selected power. During deceleration, when the EEC is not operating, spring force on the governor flyweights is reduced, opening flapper valve Ag which bleeds and reduces Py pressure around the deceleration bellows (Px pressure in the bellows is not affected). The bellows expand, reducing fuel flow until the deceleration stop is contacted. As governor speed reaches the desired lower setting, spring force overcomes flyweight force, the valve closes and Py pressure increases. This moves the bellows away from the stop into the governing range to control fuel flow at the selected power level.


Page 29 Nov 04/2005


HEATED OIL INLET

OUTLET

FUEL FILTER

AIRFRAME / ENGINE FUEL CONNECTION

FUEL HEATER BYPASS

IMPENDING BYPASS SWITCH

FUEL FILTER / HEATER UNIT

FUEL PRESSURE SENSING PORT

C17520_1A Fuel System - Schematic Figure 14 (Sheet 1 of 2)


Page 30 Nov 04/2005


AIRFRAME EJECTOR PUMP

MECHANICAL FUEL CONTROL UNIT MOTIVE FLOW VALVE OUTLET FILTER

MOTIVE FLOW PUMP

SELF RELIEVING SCREEN

PUMP BYPASS

FLOW METER (OPTIONAL)

BYPASS FLOW

OIL

FUEL PUMP UNIT

OUTLET

INLET

OIL COOLER

FUEL TEMP PORT VENT

AIRCRAFT DRAIN TANK

FLOW DIVIDER WASTE FUEL EJECTOR TANK

DUMP VALVE PRIMARY & SECONDARY FUEL NOZZLES

AIRFRAME / ENGINE CONNECTION

C17520_2A Fuel System - Schematic Figure 14 (Sheet 2)


Page 31 Nov 04/2005


HEAT EXCHANGER AND VALVE BODY

FUEL IN

OIL OUT

FUEL OUT PRESSURE DIFFERENTIAL SWITCH

OIL IN FUEL FILTER

THERMAL ELEMENT VALVE COMPRESSION SPRING

FUEL OUT

VALVE SLEEVE FUEL IN

OIL OUT OIL IN

FUEL FILTER

C15046B Fuel Heater - 3⁄4 View and Schematic Figure 15


Page 32 Nov 04/2005


OUTLET FILTER


FUEL IN

FUEL OUT OUTLET FILTER BYPASS VALVE

BYPASS FUEL RETURN

SELF RELIEVING INLET SCREEN

OUTLET FILTER BYPASS VALVE


OUTLET PORT

OUTLET FILTER

BYPASS RETURN PORT

GEAR PUMP FUEL EJECTOR

SELF RELIEVING INLET SCREEN

INLET PORT

C15047B Fuel Pump - 3⁄4 View and Schematic Figure 16


Page 33 Nov 04/2005


FUEL CONTROL RIGGING HOLE

FUEL MOTIVE FLOW OUTLET

POWER LEVER PyAIR OUTLET

FUEL SHUTOFF RIGGING HOLE

P3AIR INLET

FUEL OUTLET

FUEL SHUTOFF LEVER

C30201 Mechanical Fuel Control Unit (MFCU) - 3⁄4 View Figure 17


Page 34 Nov 04/2005


METERED FUEL OUT PRESSURIZING VALVE CONDITION / FUEL SHUTOFF LEVER METERING VALVE OFF REGULATOR BYPASS VALVE

ON MANIFOLD−PRESS. REGULATOR

P3 P0

FUEL DRAIN BELLOWS ASSY. POWER LEVER DEC. BELLOWS IDLE MAX. REVERSE MAX. FORWARD GOV. BELLOWS PLA. INPUT

ACC.BELLOWS

RVDT EEC MODE CAM & FOLLOWER LEVER MANUAL MODE CAM & FOLLOWER LEVER NH DRIVE INPUT

BLEED Px ORIFICE Py ORIFICE

NH GOVERNOR FLYWEIGHTS GOVERNOR LEVER

P3

TORQUE TUBE FUEL INLET

BYPASS RETURN TO PUMP PRESSURE RELIEF VALVE MOTIVE FLOW VALVE MOTIVE FLOW

P3 AIR INLET DRAIN Py TO PROPELLER OVERSPEED GOVERNOR MODE CAM SELECT SOLENOID

GOVERNOR ORIFICE (Ag) STEPPER MOTOR ORIFICE (Ap)

PRESSURE RELIEF VALVE

STEPPER MOTOR & GEARHEAD

SERVO VALVE ELECTRICAL CONNECTOR

DRAIN

LEGEND DIFFERENTIAL PRESSURE P3 COMPRESSOR DISCHARGE PRESSURE NH HIGH PRESSURE ROTOR SPEED Px ENRICHMENT PRESSURE Py GOVERNING PRESSURE RVDT ROTARY VARIABLE DIFFERENTIAL TRANSFORMER P0 AMBIENT PRESSURE

C15041A Mechanical Fuel Control Unit (MFCU) - Schematic Figure 18


Page 35 Nov 04/2005


During deceleration, when the EEC is operating, the stepper motor opens flapper valve Ap, bleeding and reducing Py pressure around the deceleration bellows. The bellows expand, reducing fuel flow until the deceleration stop is contacted. When the desired power level is reached, the valve closes, increasing Py pressure to move the bellows away from the stop into the governing range. 7

Motive Flow Valve: The valve is spring loaded, closes and opens when the pressure of unmetered fuel overcomes the spring force. The valve provides fuel to operate a jet pump located in aircraft fuel tank.

8

High Pressure Relief Valve: Consists of a relief valve, a ported sleeve and a valve spring. The relief valve operates in parallel with the differential pressure regulator to prevent excessive buildup of fuel pressure in the main fuel control body.

9

Differential Pressure Regulator (Pd Regulator): Maintains a constant pressure drop across the metering valve by bypassing excess fuel flow to the fuel pump ejector pump. Bimetallic disks under the spring compensate for variations in specific gravity due to fuel temperature change. An external adjustment screw on the regulator cover is used to adjust for maximum Pd.

10

Metering Valve: Composed of a needle valve operating in a sleeve. Actuation of the valve changes the orifice area, which regulates the flow of fuel to the engine. Positioning of the needle valve is controlled by the bellows assembly in the pneumatic section through a torque tube that acts as a fuel/air seal.

11

Pressurizing Valve: Maintains a minimum fuel pressure in the MFCU during low flow conditions when starting.

12

Shutoff Valve: An input shaft driven by the condition/fuel shutoff lever operates a valve that passes metered flow to the bypass port, consequently closing the pressurizing valve and shutting down the engine.

13

Manifold Pressure Regulator: Regulates starting fuel flow as a function of compressor discharge pressure (P3). The valve is normally open, and as P3 increases, the valve closes.

14

Stepper Motor: Alters the position of the valve (Ap) which bleeds Py pressure to change metered fuel flow to the engine. The motor is controlled by the EEC.

15

Rotary Variable Differential Transformer: Fitted to the power lever shaft and signals power lever angle to the EEC.

16

Mode Select Solenoid: Energized when selecting EEC mode.


Page 36 Nov 04/2005


17

The MFCU has an identification circuit in the wiring which is read by the EEC. If an MFCU having a lower fuel flow but not the identification circuit is installed on a PW127H engine, a fault is generated which prevents the MFCU from going into EEC mode. The code for the fault is stored in the EEC memory, thereby facilitating the identification of MFCUs which cannot meet the fuel flow requirements of PW127H engines.

(d) The flow divider and dump valve (Ref. Fig. 19) is connected to the fuel manifold at the bottom of the gas generator case (flange F to K). It comprises primary and secondary spool valves in a housing equipped with inlet and dump ports. The primary valve opens, giving access to the primary manifold, when the inlet fuel pressure overcomes the valve spring. The secondary valve opens when the primary manifold pressure overcomes the secondary valve spring. When the fuel inlet pressure ceases, the valves close the inlet and open the dump ports, allowing residual fuel to drain from the manifold through the flow divider to the dump port. (e) The fuel manifold delivers fuel to the combustion chamber. The manifold consists of sheathed nozzle adapter assemblies (Ref. Fig. 20), which protrude into the combustion chamber, connected to three flexible tubes. One tube supplies primary fuel and the other two (which are connected), secondary fuel to the fuel nozzle adapters. Nozzle adapter assemblies are produced by Delavan. Some nozzles have a fine center hole for primary fuel flow and an annular orifice for secondary flow; others have no center hole and are equipped for secondary flow only. The sheath which surrounds the nozzle conveys air, from the compressor, to cool the nozzle and atomize the fuel. (f)

To ensure adequate drainage of fuel after shutdown, spring-loaded valves are installed at the front and rear of the underside of the gas generator case. The valves open when the pressure inside the case falls to near ambient pressure. The front valve has an adapter installed with a tube connected to the adapter to drain the fuel to the main fuel drain valve. In addition, an elbow and tube is fitted to the exhaust duct and connects to the main fuel drain valve.

(g) To eliminate atmospheric pollution and fuel wastage, the dump valve is connected to a waste fuel ejector. 1

The fuel waste ejector (Ref. Fig. 21), located in the airframe, comprises a tank with inlet and outlet connections and a vent. The tank contains non-return valves, a motive flow ejector pump, a strainer, and a float-operated drain valve.


Page 37 Nov 04/2005


SECONDARY MANIFOLD PORT

INLET PORT

PRIMARY MANIFOLD PORT SPRING HOUSING BODY ASSEMBLY DUMP PORT

VALVE SPRINGS

TRANSFER VALVE

INLET PORT CLOSED PRIMARY, SECONDARY AND DUMP PORTS OPEN

INLET PORT DUMP PORT PRIMARY MANIFOLD PORT SECONDARY MANIFOLD PORT

FUEL MANIFOLD ADAPTOR MATING FACE

INLET AND PRIMARY PORTS OPEN SECONDARY AND DUMP PORTS CLOSED

INLET, PRIMARY AND SECONDARY PORTS OPEN, DUMP PORT CLOSED

C38659 Flow Divider and Dump Valve - Schematic Figure 19


Page 38 Nov 04/2005


SECONDARY

COOLING AIR PRIMARY

SWIRL VANE

C38663 Fuel Manifold Adapter and Nozzle - Cross-section Figure 20


Page 39 Nov 04/2005


2

(2)

During engine operation, fuel drains from the dump valve and is collected in the ejector tank. As the fuel level rises, the float moves upwards, raising a lever and unseating a valve covering an orifice. Fuel from the hydromechanical fuel control flowing through a venturi causes a pressure drop below the orifice. Fuel pressure acting on top of the orifice, combined with the pressure drop on the bottom, opens a non-return valve located on the bottom of the orifice. Fuel is then drawn from the tank through the orifice, to be conveyed by a tube to the inlet side of the fuel pump. When the tank fuel level drops, the float moves down and the orifice is covered by the valve. The non-return valve then closes, preventing fuel from the mechanical fuel control from entering the tank from the orifice. The ejector tank is vented to an airframe tank, which also collects fuel and oil from various drains on the engine.

Engine Control System (a) Electronic Engine Control The electronic engine control (EEC) (Ref. Figs. 22 and 23) is located on the left side of the front inlet case. The EEC operates in conjunction with the mechanical fuel control unit (MFCU) and the autofeather unit (AFU) to provide control of engine power. In EEC mode, the EEC has inputs from the Power Lever Angle (PLA), Rating Selector Switch (RSS), ambient conditions and aircraft requirements (e.g. bleed demand). From these inputs, the EEC determines the power required. The value of the power required is stored internally in the EEC and is also an output to the aircraft cockpit instrumentation where it is displayed as an equivalent torque value. The control system then adjusts fuel flow to obtain the power required and ensure it does not fluctuate. The EEC also controls minimum power turbine speed (NPT), HP compressor rotor speed (NH) until just above flight idle, acceleration and deceleration. In addition, the EEC controls the intercompressor bleed valve (IBV) which ensures surge free transient operation. In manual (degraded EEC) mode, the majority of the control functions are taken over by the Mechanical Fuel Control Unit (MFCU). In this mode, the MFCU controls high pressure rotor speed based on power lever angle. Monitoring and adjustment of the torque (power) produced is the responsibility of the person running the engine. In manual mode, the intercompressor bleed valve remains controlled by the EEC and engine acceleration is usually faster than in EEC mode . Below 30% NH (e.g. starting), fuel flow is controlled by the MFCU only. Above 30% NH, the EEC maintains closed loop control as described above. The EEC, operating on 28 VDC, corrects and changes fuel flow through various inputs, both airframe and engine, as follows:


Page 40 Nov 04/2005


VENT

WASTE FUEL INLET

WASTE FUEL EJECTOR TANK

MOTIVE FLOW INLET

FUEL OUTLET

C11865 Waste Fuel Ejector - 3⁄4 View Figure 21


Page 41 Nov 04/2005


C38697 Electronic Engine Control - 3⁄4 View and Schematic Figure 22


Page 42 Nov 04/2005


AIRFRAME AUTOFEATHER RELAY AUTOFEATHER UNIT (AFU)

ENGINE TORQUE 1

LOW TORQUE LAMP AUTOFEATHER ARMED LAMP ARINC 429 INPUT FROM ADC

NH1 NH2

ACTUAL TORQUE TORQUE BUG COCKPIT DISPLAYS

ARINC 429 OUTPUT

28 VDC T1.8 AUTO FAIL LAMP

TORQUE 2

ENGINE CONTROL SYSTEM FAULT INDICATOR UART / ARINC MAINTENANCE DIAGNOSTICS

ELECTRONIC ENGINE CONTROL (EEC)

PAMB

DISCRETES CONDITION FUEL SHUT OFF LEVER

DISCRETES TO & FROM OPPOSITE ENGINE EEC BLEED TORQUEMOTOR STEPPER MOTOR Wf PLA

MECHANICAL FUEL CONTROL UNIT (MFCU) NH

P3 FUEL FLOW NH

PVM

PLA

FUEL PUMP LOW PRESSURE FUEL IN

CLA PLA

RVDT

POWER LEVER

MOTIVE FLOW

BYPASS FLOW RVDT

ROTARY VARIABLE DIFFERENTIAL TRANSFORMER

PVM

PROPELLER VALVE MODULE

CLA

CONDITION LEVER ANGLE

PLA

POWER LEVER ANGLE

WF

FUEL FLOW

PAMB

AMBIENT PRESSURE

P1.8

TOTAL INLET PRESSURE

T1.8

TOTAL INLET TEMPERATURE

NH

HIGH PRESSURE ROTOR SPEED

P3

INTERSTAGE AIR PRESSURE

C63872 Engine Control and Electrical System - Schematic Figure 23


Page 43 Nov 04/2005


(b) Airframe Inputs 1

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

2

EEC rating selector. Selects the required bug power rating - i.e., ATO (alternate take off), MCT (maximum continuous), CLB (maximum climb) and CRZ (maximum cruise).

3

Propeller feathered signal (feather discrete). This signal comes from either the condition lever angle switch, manual feather switch or autofeather relay to cancel propeller ‘‘underspeed fuel governing’’ whenever the propeller is feathered.

4

Uptrim relay. Sends uptrim signal when commanded by opposite engine autofeather control unit (AFU).

5

Engine trim switch. Adjusts the measured power lever angle to eliminate power lever stagger due to system tolerances.

6

LRU fault select. Maintenance activated switch controls display of EEC fault codes.

7

Propeller brake signal. Selects NH limited APU mode operation.

8

Ground test switch. Not used.

9

Bleed signal (2 Discrete Inputs). Indicates bleed air extraction level and lowers thermal power limit of engine.

10

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


Page 44 Nov 04/2005


(c) Engine Inputs 1

Ambient pressure (PAMB). Pneumatic signal to a transducer installed in the EEC.

2

Total inlet pressure (P1.8) Pneumatic signal to a transducer installed in the EEC. This is used to generate an airspeed signal used by the control logic.

3

Total inlet temperature (T1.8). Electrical signal from a sensor installed in the rear inlet case.

4

High pressure turbine rotor speed (NH). Electrical signals from pulse pick-up probes installed in the accessory gearbox.

5

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

(d) EEC output The airframe and engine inputs are processed by logic in the EEC and compared with reference data stored in the units memory. Commands are then generated and transmitted to: 1

The MFCU stepper motor to adjust fuel flow. NOTE:

After a major EEC or EEC input failure, then stepper motor is frozen (fail fixed), holding fuel flow and power stable under steady state conditions until reversion to manual occurs. Reversion to manual is automatic when PLA is below 65 degrees (i.e. at low power), ensuring power changes during the reversion are minimized.

2

A reference bug on the torque indicator. The position of the bug shows the actual rated engine torque for the current operating conditions. The power lever may be adjusted to bring engine torque into line with rated torque.

3

The torque indicator to show the actual torque produced by the engine.


Page 45 Nov 04/2005


4

The intercompressor bleed valve which is opened to bleed LP compressor air and prevent surge, stalls and reduce noise at low power and during rapid power lever movement. The valve is closed when the MFCU is in manual mode. The following two modes are used to generate the commands transmitted to the intercompressor bleed valve: a

Electronic mode: normal control depending on NH, PLA and PAMB input.

b

Degraded mode (Ref. step (d) 7): Control depends on NH input.

5

A cockpit warning light (auto fail lamp) when a failed fixed condition occurs.

6

The EEC degraded lamp located on the maintenance panel when a fault occurs in the EEC.

7

There is a degraded mode which occurs automatically after a major EEC or EEC input failure. The MFCU stepper motor is frozen (fail fixed) holding fuel flow steady or the units reverts to manual control where the fuel flow is controlled by the power lever angle (PLA). Existing commands may continue to be generated by the EEC, depending on the type of failure.

(e) Most control system faults are recorded in the EEC memory and identified by a two-digit code which can be shown on a maintenance panel or ARINC 429 receiver. (3)

Autofeather Unit The autofeather unit (AFU) (Ref. Fig. 24) is mounted on the left side of the front inlet case (flange B to C) adjacent to the EEC. The unit comprises two circuit boards contained in a metal case. The case has four mounting pads and two electrical connectors. The AFU operates on 28 VDC and receives signals from the AFU of the second (twin) engine. A torque shaft characterization plug is installed on the connectors located at the top of the AFU. The plug contains links which are set up during the calibration of the torque shaft and testing of the engine. They bring the torque signals to a nominal value and compensate for any differences due to material inconsistency and machining tolerances of the torque shaft. Should an engine fail, its AFU will initiate the engine’s autofeather system and signal the EEC and AFU of the twin engine. In that event the EEC of the twin engine increases power (uptrim) to compensate for the failed engine. The twin AFU disables its autofeather system to ensure both engines are not feathered at the same time.

G. Propeller Control System In addition to the components of the fuel control, the engine power output is governed by the propeller overspeed governor. The propeller control system consists of the electronic propeller control (EPC), propeller valve module (PVM), the propeller overspeed governor and the hydraulic pump described below. (1)

The EPC is mounted on the airframe (Ref. AMM).


Page 46 Nov 04/2005


TORQUE SHAFT CHARACTERIZATION PLUG RECEPTACLE

VIBRATION ISOLATED MOUNTING PAD

ELECTRICAL CONNECTOR

ENGINE ELECTRONIC CONTROL OF SECOND ENGINE 28 VOLTS TORQUE AUTOFEATHER UNIT OF SECOND ENGINE AUTOFEATHER ENABLE

AUTOFEATHER UNIT

AUTOFEATHER UNIT OF SECOND ENGINE EEC LOCAL AUTOFEATHER ENGINE OUT

AUTOFEATHER TEST

C14834A Autofeather Unit - 3⁄4 View and Schematic Figure 24


Page 47 Nov 04/2005


(2)

H.

The PVM is mounted behind the propeller shaft on the rear face of the reduction gearbox. A power lever on the PVM controls reverse pitch and beta scheduling. A condition lever governs the propeller pitch range and, therefore, propeller speed. A switch is linked to the PVM condition lever to restrict the use of reverse pitch. The PVM receives oil from a pump mounted on the reduction gearbox. The oil pressure is transmitted to the propeller pitch change system by a transfer tube that runs through the propeller shaft.

Inlet Temperature and Torque Sensing Systems (Ref. Fig. 25 and Fig. 26) The inlet temperature and torque sensing systems consist of a total inlet temperature (T1.8) sensor and the engine torque sensor. These units provide signals which are passed to the engine control system by the engine electrical harness.

I.

(1)

The total inlet temperature (T1.8) sensor (Ref. Fig. 25), mounted in the rear inlet case (flange C to D), consists of a resistor in a sleeve fitted with a threaded connector. It receives a fixed low current input from the EEC. The resistance of the sensor changes with temperature, varying the current returned to the EEC in proportion.

(2)

The torque sensors (Ref. Fig. 26) have identical tubular housings with a magnet and coil at the inner (tip) end. A six-pin electrical connector and mount flange are at the outer end. The engine torque shaft assemblies consist of an outer reduction gearbox torque shaft and an inner torque shaft metering tube. Teeth on the inner shaft and on the outer tube pass the sensor inner tip, generating a pulse. Torque changes cause rotational displacement of the outer tube with respect to the inner shaft, causing the distance between the teeth to lengthen/shorten. Tooth separation time sensed by the No. 1 and 2 sensors is transmitted to the AFU and the EEC, respectively, where it is converted into engine torque indications. Additionally, the temperature of the torque shaft varies the resistance of the platinum at the tip of the No. 2 sensor. These resistance variations are transmitted to the EEC, where they are converted into temperature readings. Temperature affects the shaft’s twist rate (torque) and must therefore be compensated for.

Ignition System (Ref. Fig. 27) The ignition system provides a quick light-up capability over a wide temperature range. It requires a nominal 28 volts DC to operate, but can function on 9 to 30 volts. The system comprises two ignition exciters, two individual high tension cables and two spark igniters. Current is supplied through the engine electrical harness. (1)

The ignition exciters are flexibly mounted on the right side of the front inlet case. (a) The exciter is a sealed unit containing electronic circuitry encased in epoxy resin. It transforms the DC input into a pulsed high voltage output.


Page 48 Nov 04/2005


C14760 Temperature Sensor (T1.8) - Location and Schematic Figure 25


Page 49 Nov 04/2005


C14758A Torque Sensors - Location and Details Figure 26


Page 50 Nov 04/2005


(b) When the unit is energized, a capacitor on the high voltage side of the output transformer is progressively charged. When sufficient energy to ionize a spark gap in the unit is accumulated, the capacitor discharges through a dividing and step-up transformer network across the two spark igniters. The unit will continue functioning if one of the igniters is open or shorted, to operate the remaining igniter. If both igniters fail, or if the input voltage is switched off, the capacitor automatically discharges. (c) The two ignition cable assemblies carry the output from the ignition exciters to the spark igniters. Each assembly consists of an insulated electrical lead inside a flexible metal braiding and is connected to the exciter and plug by coupling nuts. (d) The two air-cooled spark igniters are located at the 5 and 7 o’clock positions on the gas generator case (flange F to K) adjacent to the fuel manifold. Each igniter has a central electrode enclosed in semi-conducting material. The electrical potential developed by the ignition exciter is applied across the gap between the central electrode and the shell (ground). As the potential increases, a small current passes across the semi-conducting material until the air between the electrode and the shell ionizes. At this point, high energy discharges across the gap. The spark always occurs between the electrode and the shell. J.

Performance Indicating System (Ref. Fig. 28 through 30) Engine performance is monitored by various sensors, probes, transmitters and thermocouples mounted on the engine. Their signals are received by the instrumentation, either directly through the wiring harness or indirectly through the EEC and AFU. (1)

Provision is made for the fitting of an oil temperature sensor in the oil pressure check valve housing. The housing is located behind the pressure oil filter on the left side of the rear inlet case (flange C to D).

(2)

Provision is made for an oil pressure transmitter tapping in the pressure regulating valve housing. This is situated immediately above the oil tank on the left side of the rear inlet case.

(3)

The speeds of the major rotating assemblies are monitored by pulse pickup probes. These electromagnetic sensors protrude into the engine at various locations. High pressure rotor speed (NH), low pressure rotor speed (NL) and propeller speed (NP) are sensed by these probes. Electromagnetic pulses are generated when associated gears or toothed wheels pass through the magnetic field created at the tips of the sensors. The pulse frequencies are transmitted directly to cockpit instrumentation or indirectly through the fuel control system by the electrical harness. (a) Two identical sensors referred to as NH1 and NH2 (Ref. Fig. 28) are located on the right side of the rear inlet case. These sensors pick up high pressure rotor speed signals from the starter motor gearshaft teeth. (b) One sensor is located below the engine mounting pad on the right side of the intercompressor case. It senses low pressure rotor speed (NL) from the No. 3 bearing-retaining nut lugs (Ref. Fig. 29).


Page 51 Nov 04/2005


GAS GENERATOR CASE FRONT INLET CASE

IGNITION EXCITER IGNITER IGNITER CABLES

SEMI CONDUCTOR INCONEL 600

COOLING AIR

GLASS SEAL

IGNITION CABLE CONNECTOR INPUT

IGNITION CROSS SECTION

C30203A Ignition System Figure 27


Page 52 Nov 04/2005


(c) Another sensor is located on the left side of the reduction gearbox rear housing. It senses propeller speed (NP) from the teeth on the accessory-drive idler gearshaft (Ref. Fig. 30). (4)

The torque monitor sensors and the inlet temperature (T1.8) sensor are also part of performance indicating (Ref. Subpara. 7).

(5)

The turbine interstage temperature (T6) indicating system (Ref. Fig. 31) monitors gas path temperature. It consists of nine immersion thermocouples, one positive and one negative bus-bar, one terminal block, one T6 thermocouple trim branched electrical cable, one lug-mounted T6 thermocouple trim resistor and the airframe wiring harness and gage. (a) Each thermocouple has two single-core conductors of different material (alumel and chromel) that are joined at one end (the bimetal junction) and covered by a protective sheath. At the other end of the conductor is a terminal lug. The thermocouples are installed in bosses in the turbine support case (flange K). (b) The T6 thermocouple trim electrical cable is installed on the right side of the engine. The branched cable consists of a positive (chromel) lead and a negative (alumel) lead that connect to a terminal block which is connected to the positive and negative bus-bars, respectively, at one end. A terminal block, which bolts to flange C, and a bias resistor are at the other end. A bimetallic junction (chromel and alumel) surrounded by a metal sheath terminates the cable. A classified bias resistor and external leads to cockpit instrumentation are installed on the terminal block located on flange K. (c) Gas temperature generates a voltage in each thermocouple. To obtain an average reading, the thermocouples are connected in parallel. Because of the limited sampling by the thermocouples, the reading is not an accurate indication of gas path temperature. The actual temperature is calculated at engine test and compared with that obtained by the thermocouples. A cable fitted with a fixed resistor is connected in parallel with the thermocouples to bias the average reading. A thermocouple, integral with the terminal block is installed in a passage through which oil flows to the No. 1 and 2 bearings. The oil, of an almost unvarying temperature, ensures constant resistance. Another resistor, of an appropriate class and easily removed/installed, is fitted on the terminal block to provide further required T6 temperature correction.

K.

Air System (Ref. Fig. 32) Air from the low pressure (P2.5) and high pressure (P3) compressor stages is utilized for sealing bearing cavities, to assist oil scavenging and for internal engine cooling and for off-engine use. P3 air is also used in the fuel control system and the propeller overspeed governor, and for off-engine services.


Page 53 Nov 04/2005


REAR INLET CASE

NH2 PULSE PICKUP PROBE

ELECTRICAL WIRING HARNESS PLUG P5

ELECTRICAL WIRING HARNESS PLUG P14

NH1 PULSE PICKUP PROBE

C63112 NH Speed Sensor Probes - Location Figure 28


Page 54 Nov 04/2005


1 ENGINE RH SIDE

3

2

PROBE CIRCUIT DIAGRAM NL PULSE PICKUP PROBE

AIR GAP

INTERCOMPRESSOR CASE

NL PULSE PICKUP PROBE

C30205 NL Speed Sensor Probe - Location and Details Figure 29


Page 55 Nov 04/2005


C14754 NP Speed Sensor Probe - Location and Details Figure 30


Page 56 Nov 04/2005


IMMERSION THERMOCOUPLE POSITIVE BUS BAR

NEGATIVE BUS BAR T6 THERMOCOUPLE TRIM BRANCHED ELECTRICAL CABLE

PROBE

BUS BAR SUPPORT BRACKET TERMINAL BLOCK

LUG MOUNTED T6 THERMOCOUPLE TRIM RESISTOR

TERMINAL HOUSING

C63109A T6 Monitoring System - Location and Details Figure 31


Page 57 Nov 04/2005


(1)

Air for Cooling and Sealing (Ref. Fig. 32) (a) Labyrinth seals are used throughout the turbomachinery to prevent seepage between air and oil passages. A labyrinth seal is a circumferentially multi-grooved ring in a close-fitting plain ring; either one or both may rotate. Air pressure (P2.5 or P3) or pressure in the area to be sealed, which is higher than oil cavity pressure, undergoes a gradual pressure drop as it travels in and out of the grooves across the seal. When sealing pressure is equal to the opposing pressure, flow in either direction is stopped. (b) A switching valve (Ref. Fig. 33), located in the intercompressor case, provides adequate air supply during starting by directing P3 air to areas normally pressurized by P2.5 (during initial start-up, P3 is the only sufficiently pressurized air available). The valve assembly comprises inner and outer housings; a piston, valve and springs, adjusting washers and a thrust washer retained by a cover; and an external adapter with a tube that connects to the rear inlet case. (c) When the engine is started, P3 pressure increases at a faster rate than P2.5. The valve spring holds the valve against the seat, blocking P2.5 air. P3 air enters the intercompressor case through slots in the valve housing and exits through the adapter to the rear inlet case. P2.5 increases with increasing NH, and at 40% to 45% NH, P2.5 overcomes the spring and pushes the valve and piston up to block P3 air. P2.5 air enters the intercompressor case and also replaces P3 air in the power turbine shaft seal housing situated in the rear inlet case. (d) Air from the switching valve is delivered through external and internal transfer tubes to the inside of the power turbine shaft. As the air leaks across the turbine shaft carbon air seals, it prevents lubricating oil from entering the power turbine shaft. This air passes through holes in the shaft to seal the No. 2 bearing and also helps to scavenge oil from the No. 1 and 2 bearing areas. (e) The No. 3 and 4 bearing seals are pressurized by air from the switching valve through internal passages. The No. 4 bearing seals also receive air from the No. 3 bearing cavity through the space between the HP and LP shafts. The air from these cavities assists in oil scavenging (blow-down) and vents through the centrifugal breather in the accessory drives section. (f)

The No. 5 bearing cavity and seals receive air from the switching valve chamber through an internal passage and from a vent at the rear of the HP impeller. The air is also used to scavenge the bearing cavity, and is vented via an external tube into the exhaust.

(g) Air for sealing and pressurizing the No. 6 and 7 bearings and cavity comes from the holes in the power turbine shaft and stubshaft. The air is vented by an internal transfer tube, through the turbine support case, then through an external pipe into the accessory gearbox and out through the centrifugal breather and engine exhaust.


Page 58 Nov 04/2005


(h) P3 air taken from around the combustion chamber liner cools: 1

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

2

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

3

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

4

The HP Turbine Blades: Air passes through holes in the HP turbine disk front cover, along the bottom of the disk fir-trees into slots in the blade roots. After passing through the blades, the air exits through slots in the trailing edge and at the tip.

5

(i)

(2)

The turbine interstage case/power turbine stator bolts: air passes through holes in the turbine support case, along the LP turbine seal housing, cools the bolts, and exits into the gas path downstream of the power turbine stator.

Air from the end of the power turbine shaft cools the front and rear faces of the first and second-stage power turbine disks and the No. 6 and 7 bearing housing. It also seals the bearing cavity.

Compressor Air (Ref. Fig 34) Compressor air is vented to prevent surge and stalls, and to reduce noise at low power and during rapid power lever movement. This air is also used in the air conditioning system of the aircraft and for de-icing. (a) LP Compressor Shroud Bleed Air (P2) Slots at the forward edge of the LP impeller housing allow P2 air to enter the adjacent cavity to prevent surge and improve performance. The air is vented through an outlet at the bottom of the oil tank. (b) LP Compressor Air (P2.5) The P2.5 check and intercompressor bleed valves are mounted on two branches of a Y-shaped adapter installed on the intercompressor case; the common base supplies P2.5 air. The P2.5 check valve (Ref. Fig. 35) consists of a housing, seat, spring, piston and a sleeve secured in the housing by a retaining ring. When P3 air pressure is below approximately 41 psia, the airframe shut-off valve (Ref. Fig. 34) is open and the check valve piston is held in the closed position by spring and P3 air pressure. As P3 air pressure increases


Page 59 Nov 04/2005


CENTRIFUGAL BREATHER IMPELLER FLANGE

E

P2.5 / P3 AIR (FROM SWITCHING VALVE)

RGB INPUT HOUSING


GAS PATH L.P. IMPELLER

COOLING AND SEALING AIR FLOW (CRUISE CONDITION)

C17577 Gas Path/Cooling and Sealing Air Figure 32 (Sheet 1 of 2)


Page 60 Nov 04/2005


AIR SWITCHING VALVE NO. 6 & 7 BRG. VENT

P3

P2.5 FWD

NO. 3 BRG.

NO. 4 BRG.

NO. 5 BRG NO. 5 BEARING INTERNAL VENT OUTLET NOZZLE

H.P. IMPELLER

NO. 6 BRG. NO. 7 BRG

L.P. H.P. TURBINE TURBINE

POWER TURBINE

C20250C Gas Path/Cooling and Sealing Air Figure 32 (Sheet 2)


Page 61 Nov 04/2005


SPRING INTERCOMPRESSOR ADAPTER CASE

TO REAR INLET CASE

GUIDE PIN

P3 COVER WASHER

P3

THRUST WASHER BOLT

INNER HOUSING

RETAINING RING SLEEVE SEAT P2.5

P3 PISTON

TO REAR INLET CASE P2.5 VALVE

PISTON RING

(AT INITIAL START−UP) P3 P2.5

P2.5

P2.5

(AT 40 − 45% NH)

C15050A Air Switching Valve - Location and 3⁄4 Cutaway Figure 33


Page 62 Nov 04/2005


AIR CONDITIONING CONTROL VALVE TO AIR CONDITIONING PACK

P2.5 CHECK VALVE INTERCOMPRESSOR BLEED VALVE (P2.5)

SHUT−OFF VALVE

LP BLEED P2.5 HP BLEED P3

DE−ICING AIR AND ACOC EJECTOR

C66913 Compressor Bleed Air Interconnecting Airflow - Schematic Figure 34


Page 63 Nov 04/2005


above approximately 41 psig, the shut-off valve closes, cutting off the supply of P3 air. Check valve spring pressure is overcome by the increased P2.5 air pressure which is proportional to P3 pressure. The piston moves to the open position and P2.5 air is supplied to the environmental control system. When P3 air pressure falls below approximately 41 psig, the shut-off valve opens, spring and P3 pressure overcomes P2.5 pressure to seat the check valve piston and stop the flow of P2.5 air. The intercompressor bleed valve (Ref. Fig. 36) consists of a housing, duct, piston, cover, transfer tube, restrictor, servo valve and pressure sensing line. P2.4 air obtained from a diffuser exit duct tapping passes through the restrictor, the manifold and the transfer tube into the bleed valve chamber above the piston. The area of the piston exposed to P2.4 air is such that the force tending to close the piston is greater than the force tending to open it. A signal from the EEC opens the servo valve to bleed into the duct via an internal line which reduces the pressure of P2.4 air in the chamber above the piston. The duct air back pressure modulates the bleed and improves valve functioning. As the pressure of P2.4 air falls below that of P2.5 air, the piston moves up, allowing P2.5 air to vent. (c) HP Compressor Air (P3) The P3 bleed air venturi adapter is installed on the gas generator case left side. It vents P3 air, which is ducted through an airframe shut-off valve controlling its flow to supply air conditioning system demand. 3.

Operation (Ref. Fig. 37) (A summary of the functions previously described) The engine is started by the starter-generator rotating (cranking) the HP impeller and turbine. The drive is taken through the accessory gearbox and down the associated driveshaft to rotate the bevel gear splined to the HP impeller. Fuel is sprayed into the combustion chamber, where it is mixed with the incoming air from the impeller. The igniter plugs are switched on, and the air and fuel mixture is ignited. The resultant rearward flow of expanding gas drives the HP and LP turbines, which are connected to the HP and LP impellers, respectively. The rotating turbines turning the impellers draw in more air to mix and burn with the fuel. This causes higher expansion and increases the speed of the turbines and impellers until the engine has achieved self-sustaining speed with continuous combustion. The igniters may then be switched off, and the starter-generator functions as a generator. The flow of gas through the engine also drives the power turbine, which turns the propeller through the gearbox. Further increase in fuel flow to the combustion chamber will increase gas expansion, resulting in an increase in turbine and impeller speed. The HP and power turbine rotors rotate clockwise, and the LP rotor rotates counterclockwise, when viewed from the rear.

4.

Engine - Approved Fuels A.

Use of Approved Fuels (1)

The fuels specified in Tables 13 and 14 are recommended by P&WC. Airworthiness authorities normally require operators to follow these recommendations unless alternative fuels have been agreed between the operator and P&WC and approved by the operator’s airworthiness authority.


Page 64 Nov 04/2005


C63889 P2.5 Check Valve - Details Figure 35


Page 65 Nov 04/2005


SERVO CONTROLLED P2.4 BLEED COVER TO EEC

ELECTRICAL HARNESS CONNECTOR P 2.4

MANIFOLD

RESTRICTOR P2.5

TUBE DUCT

SERVO VALVE

P 2.4 PISTON P2.5

C38664 Intercompressor Air Bleed Valve Figure 36


Page 66 Nov 04/2005


(2)

The fuels recommended have been substantiated by P&WC and are Transport Canada approved. NOTE:

(3)

The fuel properties specified in Table 4 are the minimum requirements for fuel used in PW100 engines. As these properties only meet minimum engine requirements, the list is not intended or suitable for use as a purchase specification for procurement of fuel for PW100 engines. Rather, it is intended to allow operators to include minimum approved fuel requirements for PW100 engines in conjunction with other functional requirements when formulating their own procurement specification or judging the acceptability of fuels manufactured to other national specifications that exist throughout the world.

Technical requirement tests shall be performed, in accordance with the latest issue of the listed American Society for Testing and Materials (ASTM) test methods.


Page 67 Nov 04/2005


DRIVE SHAFT


MAX

OIL

1 ADD

LITRES OR U.S. QUARTS 2

3

MIN

GAS PATH

L.P. IMPELLER

C14840_1 Engine Operation Figure 37 (Sheet 1 of 2)


Page 68 Nov 04/2005


COMBUSTION CHAMBER

FUEL MANIFOLD ADAPTER

FUEL NOZZLE

POWER TURBINE COAXIAL SHAFTS H.P. IMPELLER

H.P. TURBINE

L.P. TURBINE

C14840_2 Engine Operation Figure 37 (Sheet 2)


Page 69 Nov 04/2005


TABLE 4, Fuel Properties Properties Gravity, deg API at 15°C (59°F)

Limits

Limits

37 (0.84 kg per 1)

57 (0.75 kg per 1)

Distillation Temperature,

Test Method ASTM D287 or D1298 ASTM D86

10% Evaporated

Max.

205°C (401°F)

50% Evaporated

Max.

232°C (450°F)

End Point

Max.

300°C (572°F)

Loss, %

Max.

1.5

Residue, %

Max.

1.5

Sulfur, % by Weight

Max.

0.40

ASTM D1266 or ASTM D2622 or ASTM D4294

Mercaptan Sulfur, % by Weight (See NOTE 1)

Max.

0.005

ASTM D1323

Net Heat of Combustion, BTU/lb

18300

Min.

ASTM D240 or

6

Net Heat of Combustion, K/kg

42.6x10

Min.

ASTM D2382

Freezing Point, °F (°C)

Max.

-45°C (-49°F)

ASTM D2386

Reid Vapour Pressure,

Max.

3 psi (21 kPa)

ASTM D323

Aromatic Content, % by volume

Max.

25

ASTM D1319

Burning Quality Luminometer Number (See NOTE 2)

Min.

45

ASTM D1740

Copper Strip Corrosion 100° ± 1°C (212° ± 1.8°F), 2 hrs.

Max.

No. lb

ASTM D130

Viscosity, cs at -34.4°C (-30°F)

Max.

16.5

ASTM D445

Water Reaction, Volume Change, ml

Max.

1

ASTM D1094

Water Reaction, Interface rating

Max.

1-b

ASTM D1094

NOTE: 1. Mercaptan sulfur determination may be omitted provided Doctor test in accordance with ASTM D484 is conducted and results are negative. NOTE: 2. Fuels will be acceptable provided they meet one of the following alternative requirements or combination of requirements: (a) Smoke point of not less than 25 mm when determined in accordance with ASTM method D1322. (b) Smoke point of not less than 20 mm when determined in accordance with ASTM method D1322 provided fuel does not contain more than 3.0 per cent by volume of naphthalene as determined in accordance with ASTM D1840. (c) Due to occasional difficulties in meeting the requirements of step (b) above, a waiver is in current effect which authorizes the relaxation, as necessary, in the value of minimum smoke point down to 18 mm.


Page 70 Nov 04/2005


B.

High Temperature Stability (1)

The high temperature stability property shall be measured in an ASTM - CRC fuel coker after 5 hours of operation at 149°C (300°F) pre-heater temperature, 205°C (400°F) filter temperature, and six (6) pounds (2.72 kg) per hour fuel flow rate. Maximum pressure change shall be 3 inches (76.2 mm) Hg, and pre-heater deposit shall be less than Code 3 in accordance with ASTM D1660.

(2)

The Jet Fuel Thermal Oxidation Tester (JFTOT) ASTM D3241, may be used as an alternate test method to ASTM D1660. (a) Testing shall be conducted at 260°C (500°F), maximum heater tube temperature fuel system pressure: 500 psig (3447.4 kPa); fuel flow rate: 2.85 US gal/hr (3 ml/Min.): test time 150 minutes. Maximum pressure change shall be 1.0 inch (25.4 mm) Hg and pre-heater deposit shall be less than Code 3 in accordance with ASTM D1660. (b) If JFTOT test at control temperature of 260°C (500°F) should fail to meet specification requirements of preceding sub-step (a), then test shall be conducted at a temperature of 245°C (473°F) (See following Note) or, tested as in preceding step (1). NOTE:

C.

D.

The results from both the 260°C (500°F) and 245°C (473°F) Control-temperature tests must be reported by the refiner on all fuel analysis reports.

Quality (1)

Fuel shall consist solely of hydrocarbon components except as otherwise specified herein. It shall be clear and free from water, sediment, and suspended matter, and shall be suitable for use in aircraft turbine engines.

(2)

The odor of the fuel shall not be nauseating or irritating. No substances of known dangerous toxicity under usual conditions of handling and use shall be used.

Additives (1)

One or a combination of the following oxidation inhibitors may be added to the basic fuel in total concentration not greater than 25 milligrams per liter (0.025 g/1) to prevent formation of gum. v 2, 4-Dimethyl-6 Tertiary Butyl Phenol v 2, 6-Ditertiary-Butyl-4 Methyl Phenol v 2, 6-Ditertiary Butyl Phenol v 75% 2, 6-Ditertiary-Butyl Phenol; 10-15% 2, 4, 6-Tritertiary Butyl Phenol; 10-15% Orthotertiary Butyl Phenol. v 72% Min. 2, 4-Dimethyl-6 Tertiary Butyl Phenol; 28% Max. Monomethyl and Dimethyl Tertiary Butyl Phenol. v 60% Min. 2, 4-Ditertiary Butyl Phenol; 40% Max. Mixed Tertiary Butyl Phenol.


Page 71 Nov 04/2005


(2)

The additives in Tables 5 thru 10, in addition to the oxidation inhibitors listed in step (1) above, are acceptable for use in engine fuel subject to the limitations stated. NOTE:

These fuel additives were approved on the basis of information received from manufacturers or suppliers of the additives. Analysis of this information and results of tests on product samples have indicated no significant adverse effect on engine materials provided the concentration does not exceed the recommended maximum.

(a) Anti-corrosion and lubricity additives in the following tables of this sub-section are described as being primary corrosion inhibitors and secondarily as lubricity improvers to meet a U.S. Military Specification. In certain cases, it is necessary to adjust concentration of such additives to obtain necessary lubricity improvement. Only products listed in Table 6 have been tested and approved, by P&WC as both corrosion inhibitors and lubricity improvers, at the concentration specified. 1

Anti-corrosion Additives used to inhibit corrosion are listed in Table 5 and are approved for the concentrations listed. TABLE 5, Anti-corrosion Additives Maximum Concentration Allowed

Additive (Trade Name)

lb. per 1000 Barrels

Grams per 10000 Liters

Dupont AFA-1

16

456

Lubrizol 451

20

570

Nalco 5400-A

8

228

Nalco 5403

8

228

20

570

Petrolite TOLAD 245 2

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

Extensive operation on low lubricity fuel can result in accelerated engine fuel pump wear. Until a generally accepted method of measuring and defining fuel lubricity is available, rapid fuel pump wear should be considered an indication of low lubricity fuel and dictates a change in the fuel or addition of a lubricity improver. The following corrosion inhibitor and fuel lubricity improver additives are approved for the concentrations listed.

TABLE 6, Anti-corrosion and Fuel Lubricity Improver Additives Additive (Trade Name)

Maximum Concentration Allowed lb. per 1000 Barrels


Apollo PRI-19

4

114

Cooper Hiltec E-580

8

228

Dupont DCI-4A

8

228


Page 72 Nov 04/2005


TABLE 6, Anti-corrosion and Fuel Lubricity Improver Additives (Cont’d) Maximum Concentration Allowed




8

228

Mobilad F-800 3

The thermal stability additive in Table 7 is approved for use in engine fuel, at the option of refiner, to ensure adequate high temperature stability at time of use. TABLE 7, Thermal Stability Additive Maximum Concentration Allowed




30

855

Dupont JFA-5 4

The metal deactivator in Table 8 is approved. TABLE 8, Metal Deactivator Additive Maximum Concentration Allowed




1

57

N, N1 - Disalicylidene - 1, 2 Propane - Diamine WARNING:

5

THESE FUEL SYSTEM ANTI-ICING ADDITIVES CONTAIN ETHYLENE OR DIETHYLENE GLYCOL MONOMETHYL ETHER WHICH IS HIGHLY TOXIC. THESE PRODUCTS MUST BE HANDLED WITH EXTREME CARE. AVOID ALL DIRECT CONTACT WITH SKIN OR CLOTHING. ANY CLOTHING ACCIDENTALLY CONTAMINATED BY SPLASHING SHOULD BE PROMPTLY REMOVED AND THE SKIN WASHED WITH SOAP AND WATER. PREVENT CONTACT WITH EYES AND AVOID INHALATION OF VAPORS. IF CONTACT IS MADE WITH EYES, THEY SHOULD BE FLUSHED WITH WATER FOR 15 MINUTES. CONSULT WITH A PHYSICIAN AS RAPIDLY AS POSSIBLE AFTER ALL CONTACT CASES.

Any anti-icing additive which is directly equivalent to any of those listed in Table 9 is approved. TABLE 9, Anti-icing additives

Additive (Trade Name) Phillips PFA 55MB MIL-I-27686D Ethylene Glycol Monomethyl Ether as defined in MIL-I-27686E

Maximum Concentration Allowed Percentage by Volume 0.15 0.15 0.15


Page 73 Nov 04/2005


TABLE 9, Anti-icing additives (Cont’d) Additive (Trade Name) Diethylene glycol monomethyl ether as defined in MIL-I-85470A Ethylene Glycol Monomethyl Ether (Ethylcellosolve, Liquid ‘‘I’’) as defined in GOST 8313 Mix 50% Liquid ‘‘I’’ 50% methyl alcohol (Liquid I-M) as defined in TU 6-10-1458 Tetrahydrofurfuryl alcohol (TGF) as defined in GOST 17477 Mix 50% TGF 50% methyl alcohol (Liquid TGF-M) as defined in TU 6-10-1457 6

Maximum Concentration Allowed Percentage by Volume 0.15

0.3

0.3

0.3 0.3

The anti-static additives in Table 10 are approved. TABLE 10, Anti-static Additives

Additive (Trade Name) Shell ASA3 Dupont Stadis 450 7

Maximum Concentration Allowed Parts per Million by Weight 1.0 3.0

Anti-microbial Organisms Additive (Ref. Table 11). a

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

b

Executive Aircraft Operation The additive may be used continuously in executive aircraft where utilization is less than 1200 hours per year.


Page 74 Nov 04/2005


TABLE 11, Anti-microbial Organisms Additives Additive (Trade Name) Biobor JF 8

Maximum Concentration Allowed Parts per Million by Weight 270

Other Additives. a

Leak Check Additive (Ref. Table 12) This additive is used by local airport authorities to detect leaks in airport fuel distribution systems. TABLE 12, Leak Check Additive

Additive (Trade Name) Tracer A (Sulfur Hexafluoride, SF6) E.

Maximum Concentration Allowed Parts per Million 1

Acceptable Fuels (Unrestricted Use) (1)

Fuels listed in Table 13 comply with P&WC specifications and are approved for unrestricted use in PW100 engines. NOTE: 1. Unless otherwise specified, the latest issue of fuel specifications applies. NOTE: 2. An acceptable fuel or any mixture of acceptable fuels may be used. TABLE 13, Approved Fuels

ISSUING AUTHORITY BODY

KEROSENE TYPE

FREEZE POINT WIDE CUT °C (°F) TYPE

FREEZE HIGH FLASH POINT KEROSENE °C (°F) TYPE

FREEZE POINT °C (°F)

Jet A

-40 (-40) Jet B

-50 (-58) -

-

Jet A-1

-47 (-53) -

-

-

-

Jet A-2 (See Note 1)

(See Note 2)

-

-

-

Kerosene Type Fuel

-47 (-53) Wide Cut Type Fuel

-50 (-58) -

-

US MIL-DTL-5624

-

-

US MIL-DTL-83133

JP-8 (See Note 3)

-47 (-53) -

ASSOCIATIONS ASTM (D1655)

IATA

-

MILITARY JP-4 -58 (-72) JP-5 (See Note 3) (See Note 3) -

-


-46 (-51) -

Page 75 Nov 04/2005


TABLE 13, Approved Fuels (Cont’d) ISSUING AUTHORITY BODY

KEROSENE TYPE




US MIL-DTL-83133

JP-8 +100 (See Note 6)

-47 (-53) -

-

-

-

British Joint Services

AVTUR (See Note 4)

NA

AVTAG NA (See Note 4)

AVCAT (See Note 4)

NA

Designation

AVTUR/FSII (See Note 3)

NA

AVTAG/FSII NA (See Note 3)

AVCAT/FSII (See Note 3)

NA

NATO Code

F34 (See NA Note 3 and 4)

F40 (See Note 3 and 4)

NA

F43

NA

F35 (See Note 4)

-

-

F44 (See Note 3 NA and 4)

-

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

-51 (-60) CAN/C.G.S.B. 3-GP-24c

-46 (-51)

Defense Standard 91-87 (NATO Code F34)

-47 (-53) Defense -58 (-72) Defense Standard Standard 91-86 91-88 (NATO (NATO Code Code F40) F44)

-46 (-51)

Defense Standard 91-91 (See Note 3) (NATO Code F35)

-47 (-53)

-46 (-51)

AIR 3405

-50 (-58) AIR 3407

-58 (-72) AIR 3404

-46 (-51)

RT

-60 (-76) -

-

-

-

CSN 65619

PL5 (See Note 5)

-50 (-58) -

-

-

-

CSN 6520

RT (See Note -55 (-67) 5)

-

-

-

French/ Ministry of the Armed Forces

Defense Standard 91-86 (See Note 3)

Governments CIS GOST 10227 Czechoslovakia


Page 76 Nov 04/2005


TABLE 13, Approved Fuels (Cont’d) ISSUING AUTHORITY BODY




PL6 (See Note 5)

-55 (-67) -

-

-

-

ATK

-50 (-58) -

-

-

-

TH

-53 (-63) -

-

-

-

JUS.B.H2.331

GM-1

-55 (-67) -

-

-

-

China

RP-3

-47 (-53) -

-

-

-

KEROSENE TYPE

PND-25-005-76 Poland BN-70/0533-71 Romania STAS 5639/88 Yugoslavia

NOTE: 1. Fuel Jet A-2 conforming to CAN/C.G.S.B. 3.23-M86 is acceptable for use providing the restrictions covering flash and freezing points are strictly observed. NOTE: 2. This fuel has both summer and winter freeze points of -40°C (-40°F) and -47°C (-53°F) respectively. NOTE: 3. Contains fuel system icing inhibitor (FSII). NOTE: 4. These designations are not specifications, therefore there are no freeze point definitions. NOTE: 5. Use of fuel lubricity improver strongly recommended. NOTE: 6. Contains thermal stability improver additive. F.

Acceptable Fuels (Restricted Use) (1)

The fuels listed in Table 14 are considered by P&WC to be satisfactory for occasional use only. If these fuels are used in an engine for more than 1000 hours (intermittently or continuously), a fuel nozzle inspection must be carried out when 1000 hours running has accumulated. To enable continuous use of these fuels in excess of 1000 hours, the results of the inspection must be acceptable to P&WC. NOTE:

Unless otherwise specified, the latest issue of fuel specifications applies. TABLE 14, Acceptable Fuels Subject to Restricted Use

ISSUING AUTHORITY BODY

KEROSENE TYPE




TS-1

-60(-76)

-60(-76)

-

CIS GOST 10227

T-2 (See Note)

-


Page 77 Nov 04/2005


TABLE 14, Acceptable Fuels Subject to Restricted Use (Cont’d) ISSUING AUTHORITY BODY

KEROSENE TYPE




GOST 10227

T-1

-60(-76)

-

-

-

-

BDS 5075-71

TS-1

-60(-76)

T-2 (See Note)

-60(-76)

-

-

BDS 5075-71

T-1

-60(-76)

-

-

-

-

PL-3

-60(-76)

-

-

-

-

PN-72/C-96026

P-2

-60(-76)

-

-

-

-

PN-72/C-96026

PSM-2

-60(-76)

-

-

-

-

Bulgaria

Czechoslovakia CSN 65619 Poland

NOTE: Use of fuel lubricity improver strongly recommended. G. Alternate/Emergency Fuels CAUTION: ADDITIVES SUCH AS TETRA-ETHYL LEAD AND PHOSPHORUS COMPOUNDS, COMMON TO GASOLINE FUELS ARE HARMFUL TO HOT SECTION PARTS FROM A CORROSION, SULPHIDATION AND METALLURGICAL STANDPOINT. (1)

The use of aviation gasoline (Avgas) is restricted and must be used only during an emergency. Avgas must not be used for more than 150 hours between engine overhauls.

CAUTION: ALTHOUGH DIESEL AND HEATING FUELS ARE CHEMICALLY SIMILAR TO JET FUELS, THEIR COLD FLOW, VISCOSITY AND FREEZING POINT CHARACTERISTICS ARE SPECIFICALLY CONTROLLED DURING REFINING TO LEVELS NOT SUITABLE FOR USE IN AIRCRAFT. (2)

5.

The operation of PW100 engines on fuels other than the approved jet fuels is not recommended. Specifically excluded as possible alternate or emergency fuels are such products as automotive gasoline, diesel fuel, heating fuel or any combination of these products with the approved fuels.

Engine - Approved Lubricating Oils A.

General (1)

Major factors affecting oil deterioration over time are engine mechanical condition, climatic, atmospheric and environmental conditions, dust and sand ingestion during take-off/landing modes and engine utilization.

(2)

When switching between approved oil brands, the following should be adhered to:


Page 78 Nov 04/2005


(a) If switching from a Type II, 5 Centistoke oil, listed in Table 16 (not third generation), to another oil brand also listed in Table 16 then: Switch to new oil brand by adding new oil as required (topping off). NOTE:

Original oil does not need to be drained and engine does not need to be flushed.

(b) If switching to an oil brand not listed in Table 16, the engine oil must be drained and the engine flushed (Ref. Servicing). (3)

If oil of different brands or viscosities become inadvertently combined, the following applies: (a) If the oils which are combined are Type II, 5 Centistoke oils listed in Table 16, (not third generation), no further action is required. (b) Any combining of all other oils: drain and flush complete oil system and; fill with an approved oil (Ref. Servicing and Tables 16, 17 and 18).

(4) B.

Operators wishing to monitor oil quality are recommended to establish a program in collaboration with their oil supplier/manufacturer.

Approved Oils (1)

5 Centistoke Oils The oils listed in Table 16 comply with specification PWA 521, Type II oil Ts3. These oils are fully approved for use in PW100 engines.

(2)

4 Centistoke Oils The oils listed in Table 17 have undergone extensive engine and laboratory qualification testing prior to being approved for use in PW100 engines.

(3)

Third Generation Oils The term ’Third Generation’ is one that oil companies use to describe turbine oils which they claim have superior thermal and oxidative stability when compared to typical Type II, 5 centistoke oils. To ensure that there is no confusion regarding the term ’Third Generation’, P&WC consider as ’Third Generation’ lubricants, only those listed in Table 18.

(4)

Other Oils No other oils are approved for use in the PW127H engines. Should the use of an oil not listed be desired, the intended user should contact Pratt & Whitney Canada, Product Support Department, for consultation.


Page 79 Nov 04/2005


C.

Dupont Oil Blue Dye (PWC05-026) (1)

This dye (PWC05-026) may be added to any P&WC approved lubricating oil on a one time basis when filling the system. The dye improves sight glass visibility and aids in the detection of oil leaks.

(2)

Use 0.5499 - 0.7699 milliliters per liter or 0.0703 - 0.0985 ounces per US gallon of oil. The maximum concentration must not exceed 0.7699 milliliters per liter or 0.0985 ounces per US gallon.

(3)

The dye is blue in color, however when mixed with some oils which are yellow in color, the result may be green colored oil. TABLE 15, Approved Dye BRAND Dupont Oil Blue

D.

SUPPLIER Pylam Products Company Inc. 2175 East Cedar Street Tempe, Arizona USA 85281-7431 TEL: 1-800-645-6096 TEL: (480) 929-0070 FAX: (480) 929-0078 URL: http://pylamdyes.com

Oil Drain Period

CAUTION: WHEN CHANGING FROM AN EXISTING LUBRICANT FORMULATION TO A ‘‘THIRD GENERATION’’ LUBRICANT FORMULATION (SEE TABLE 18), P&WC STRONGLY RECOMMENDS THAT SUCH A CHANGE SHOULD ONLY BE MADE WHEN AN ENGINE IS NEW OR IMMEDIATELY AFTER OVERHAUL. (1)

Engines in airline operation flying a minimum of 1200 hours annually where conditions are not known to be detrimental to engine oil: (a) The oil does not have to be drained between engine restoration/overhaul thresholds provided that the integrity of the oil system has been maintained, i.e. no engine maintenance has been carried out where there was a risk of introducing foreign matter into the oil system.

(2)

Engines operated in aircraft with an annual utilization of less than 1200 hours: (a) The oil drain period may be either: 1 At fixed intervals (Ref. 05-20-00, SCHEDULED INSPECTION/MAINTENANCE INTERVALS); or 2

When oil quality is outside limits (Ref. Para. E.).


Page 80 Nov 04/2005


TABLE 16, Approved Lubricating Oils - PWA 521, Type II (5-Centistoke) BRAND Aero Shell Turbine Oil 500

Royco Turbine Oil 500

Mobil Jet Oil II

Castrol 5000

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


Page 81 Nov 04/2005


TABLE 16, Approved Lubricating Oils - PWA 521, Type II (5-Centistoke) (Cont’d) BRAND

BP Turbo Oil 2380/ Exxon Turbo Oil 2380

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

TABLE 17, Approved Lubricating Oils - 4-Centistoke BRAND Castrol 4000

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


Page 82 Nov 04/2005


TABLE 18, Approved Lubricating Oils - PWA 521, Type II (5-Centistoke) ‘‘THIRD GENERATION’’ BRAND Aero Shell Turbine Oil 560

DELETED DELETED E.

SUPPLIER Shell Canada Ltd. 400-4th Avenue S.W. Calgary, Alberta Canada T2P 0J4 TEL: 1-800-661-1600 Shell International Petroleum Co. Shell Center London, SE1 7NA England TEL: 44 (0) 20 7934 1234 FAX: 44 (0) 20 7934 8060 URL: http://www.shell.com DELETED DELETED

Oil Analysis (1)

Before obtaining an oil sample to analyze, start engine and run until oil temperature is 70° (158°F) minimum. Shutdown engine (Ref. Adjustment/Test).

(2)

If in the absense of a maximum TAN number from an oil brand specification and the TAN is above 1.0, or water content is more than 800 parts per million, either by weight or volume, proceed as follows: (a) Drain and discard oil from main oil tank and reduction gearbox (Ref. Engine/Servicing). (b) Refill engine with fresh oil. (Ref. Engine/Servicing). (c) Run engine (Ref. Adjustment/Test). (d) Drain and discard oil from main oil tank and reduction gearbox (Ref. Engine/Servicing). (e) Refill engine with fresh oil. (Ref. Engine/Servicing). NOTE: 1. The value of TAN in unused oil conforming to specification varies depending on brand and manufacturer. NOTE: 2. As oil deteriorates, the color becomes black and a strong harsh odor is given off. Although this in itself is not a reason to change the oil, it would be an indication that the oil should be analyzed. NOTE: 3. Use a Titra-Lube TAN Test Kit (P/N TI-TAN) to analyze the oil. The kit can be obtained from the following address or contact a local distributor for availability of the kit:


Page 83 Nov 04/2005


Dexsil Chemical Corp. 1 Hamden Park Drive Hamden, CT 06517 USA TEL: 1-800-4-DEXSIL 203-288-3509 FAX: 203-248-6523


Page 84 Nov 04/2005



2.

General A.

This section provides a series of checks to enable problems occurring in the operation of the engine to be isolated and rectified.

B.

Reference should be made to the flight log and engine log for any entry relating to the current problem.

Consumable Materials Not Applicable

3.

Special Tools Not Applicable

4.

Fixtures, Equipment and Supplier Tools Not Applicable

5.

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

72-00-00 ENGINE - FAULT ISOLATION

Page 101/102 Sep 03/99


ENGINE - MAINTENANCE PRACTICES 1.

General A.

During removal of engine components, such as tubes, look for indications of scoring, burning or other undesirable conditions. To facilitate reinstallation, observe the location of each component during removal. Tag unserviceable components for investigation and possible repair.

B.

Suitable plugs, caps, and other coverings shall be used to protect all openings as they are exposed. NOTE:

Dust caps used to protect open lines against contamination shall always be installed over and not inside the tube ends. Flow through the lines may be blocked off if lines are inadvertently installed with dust caps inside the tube ends.

C.

If items are dropped into the engine, the dropped articles must be retrieved immediately.

D.

Before assembling or installing any part, be sure it is thoroughly clean.

E.

Lockwire, keywashers and cotterpins must not be reused.

F.

Use new gaskets, backup rings and packings at assembly. Make sure new non-metallic parts (i.e., carbon seal) show no sign of deterioration due to length of time in storage.

G. When installing engine parts requiring the use of a hammer to facilitate assembly or installation, use only a plastic or rawhide hammer. H.

When used, masking tape must be removed and parts cleaned with petroleum solvent (PWC11-027) or cleaner (PWC11-031) before assembly into the engine. Tape residue can cause corrosion at engine running temperatures. NOTE:

2.

Tergit (PWC11-031) is recommended to be used as an alternative to petroleum solvent when the use of this product is restricted by local environmental and/or health legislation.

I.

Ensure that antiseize compounds are applied in a thin, even coat. Excess compound must be completely removed to avoid contamination of adjacent parts, passages or surfaces.

J.

All external joint faces must be sealed with compound (PWC09-003) after installation or test. Protect all external bolts and studs with a film of silicone compound. Do not apply silicone compound to any threads of bolts used to retain accessories. These threads are to be coated with engine oil (PWC03-001) as required by normal torquing procedures.

K.

Parts coated with corrosion-preventive compound must have all traces of the compound removed before assembly.

Consumable Materials The consumable materials listed below are referred to in this section. For more data, refer to the CONSUMABLE MATERIALS section at the beginning of this manual.

72-00-00 ENGINE - MAINTENANCE PRACTICES

Page 201 Nov 04/2005


WARNING:

3.

READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE MATERIALS. SOME MATERIALS CAN BE DANGEROUS.

Item No.

Name

PWC03-001 PWC05-002 PWC05-018 PWC05-018A PWC05-046 PWC05-061 PWC05-103 PWC05-256 PWC09-003 PWC11-014 PWC11-027 PWC11-031

Oil, Engine Dye, Layout Marker, Pen and Pencil Marker, Ink Cloth, Abrasive, Coated, Crocus Marker, Pencil Enhancer, Contact, Electrical Compound, Sealing Alcohol, Isopropyl Petroleum Solvent Cleaner, Engine Parts

Special Tools Special tools are identified in procedural text by part number in parentheses.

4.

Tool No.

Name

PWC58104

Wrench

Fixtures, Equipment and Supplier Tools The fixtures, equipment and supplier tools listed below are referred to in procedural text. Name Glass container Pliers, Soft-jaw - Glenair (TG69) Wrench, Mini-strap - Glenair (TG70)

5.

Standard Torques A.

B.

Torque limits are to be interpreted as follows: (1)

Torque values are at room temperature.

(2)

Angles of turn are in degrees.

(3)

All torques specified in this manual are the effective torques which must be applied to the part. They do not take into consideration any adapter or extension used when applying the torque.

Thread lubricant is engine oil (PWC03-001), unless otherwise specified. NOTE:

C.

Silver-plated bolts do not require lubrication prior to assembly.

Flange bolts must be torqued in a diametrically opposed sequence.


Page 202 Nov 04/2005


6.

D.

Parts heated or cooled before assembly must be at room temperature when the final torque is applied.

E.

Torque should be applied slowly and evenly for consistency and accuracy.

Torque Wrenches A.

General Check and calibrate torque wrenches before use. Checking one torque wrench against another does not give accurate results. Some wrenches are sensitive to the method of support used during the torquing procedure. Therefore, the manufacturer’s instructions must always be followed.

B.

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

Effective length of extension or adapter Effective length of torque wrench Distance through which force is applied to part Reading on scale or dial of torque wrench Desired torque on the part bT c

=

bT a+b

Formula to be used Example: Desired torque (T) = 1440 lb.in. (162.72 Nm) Adapter or extension length = 3 in. (76.20 mm) Torque wrench length = 15 in. (381.00 mm) Then: R (lb.in.) = a

bT +b

=

15 x 1440 3 + 15

= 1200 lb.in.

OR R (Nm) =

381.00 x 162.72 76.20 + 381.00

= 135.60 Nm

When using an extension or adapter which does not change the effective length of a standard torque wrench (Ref. Detail B), a correction of the indicated torque reading is not required.


Page 203 Nov 04/2005


a

b c DETAIL

A

b

c DETAIL

B C12854A

Torque Wrench and Extension Figure 201


Page 204 Nov 04/2005


C.

Power Torque Wrenches (1)

Power torque wrenches employ a high ratio geartrain operated by a handcrank (supplied with the wrench) or a pneumatic ratchet drive tool. A 3⁄4 in. (19.05 mm) square drive bar (supplied with the wrench) transmits the output torque of the geartrain. Two 1⁄2 in. (12.70 mm) diameter pins on the wrench adapter transmit counteracting loads. Wrench input and output shafts rotate in the same direction.

(2)

When tightening a nut, the input drive must be turned counterclockwise; when loosening, the reverse rotation applies.

(3)

A countertorque adapter is installed on the nut when torque is applied to turn the part and not the nut. The input drive rotation is opposite to that required when turning the nut.

(4)

Nuts are tightened, using the power torque wrench and appropriate countertorque adapter, as follows: (a) Install socket on nut. (b) Install appropriate countertorque adapter on part being assembled. NOTE:

Follow instructions marked on adapter showing direction of rotation required when torquing and untorquing.

(c) Install power torque wrench on adapter and engage both pins. (d) Insert 3⁄4 in. (19.05 mm) output drive bar into wrench output shaft and turn until bar engages socket. (e) Turn ratchet (located on front face of power wrench). (f)

Insert input driveshaft (handle or power operated) in input shaft. Rotate driveshaft in same direction as that required for output shaft.

(g) Continue rotating until torque indicator reaches required reading on scale. NOTE:

Since the torque indicator is calibrated in lb.ft., the appropriate conversion must be made when torquing to values specified in lb.in.

(h) Remove the power wrench as follows:

(i) (5)

1

Alter the position of the ratchet.

2

Reverse direction of rotation of the input drive until the indicator returns to zero (green band). This removes the holding pressure on the wrench, allowing it to be withdrawn from the adapter.

Remove power wrench, drive bar, adapter and socket.

To untorque, repeat step (4), except for rotational direction of ratchet and input shaft, which must be reversed.


Page 205 Nov 04/2005


7.

General Torque Recommendations A.

Oil Lubricated Parts Torque limits, detailed in the assembly instructions for oil lubricated parts, apply only if engine oil (PWC03-001) is used on the parts.

B.

Self-locking Nuts and Helical Coil Inserts (1)

The locking torque for self-locking nuts and helical coil inserts must be checked at assembly. The locking torque must, unless otherwise specified, not be less than the values shown in Table 201.

(2)

When checking self-locking torque, care must be taken to ensure the fastener is not seated. This ensures that only the torque necessary to overcome the friction holding the thread is measured.

(3)

To ensure the locking feature in the self-locking nut engages the fully formed external thread on the mating part, a minimum thread protrusion is required (Ref. Table 201).

TABLE 201, Minimum Locking Torque for Self-locking Nuts and Helical Coil Inserts and Minimum Thread Protrusion for Self-locking Nuts THREAD SIZE

TORQUE LB.IN. (Nm)

0.1120-40

MINIMUM PROTRUSION IN. (mm)

THREAD SIZE

TORQUE LB.IN. (Nm)

MINIMUM PROTRUSION IN. (mm)

0.5 (0.06)

0.4375-20

14.0 (1.58)

0.060 (1.52)

0.1120-48

0.5 (0.06)

0.5000-14

24.0 (2.71)

0.080 (2.03)

0.1250-40

1.0 (0.11)

0.5000-20

18.0 (2.03)

0.060 (1.52)

0.1380-32

1.0 (0.11)

0.050 (1.27)

0.5625-12

30.0 (3.39)

0.080 (2.03)

0.1380-40

1.0 (0.11)

0.040 (1.02)

0.5625-18

24.0 (2.71)

0.070 (1.78)

0.1640-32

1.5 (0.17)

0.050 (1.27)

0.6250-11

40.0 (4.52)

0.090 (2.29)

0.1640-36

1.5 (0.17)

0.040 (1.02)

0.6250-18

32.0 (3.61)

0.070 (1.78)

0.1900-24

2.0 (0.23)

0.060 (1.52)

0.7500-10

60.0 (6.78)

0.1900-32

2.0 (0.23)

0.050 (1.27)

0.7500-16

50.0 (5.65)

0.2500-20

4.5 (0.51)

0.060 (1.52)

0.8750-9

82.0 (9.27)

0.2500-28

3.5 (0.40)

0.050 (1.27)

0.8750-14

70.0 (7.91)

0.3125-18

7.5 (0.85)

0.070 (1.78)

1.0000-8

110.0 (12.43)

0.3125-24

6.5 (0.73)

0.060 (1.52)

1.0000-14

92.0 (10.40)

0.3750-16

12.0 (1.36)

0.070 (1.78)

1.1250-8

137.0 (15.48)

0.3750-24

9.5 (1.07)

0.060 (1.52)

1.1250-12

117.0 (13.22)

0.4375-14

16.5 (1.86)

0.080 (2.03)

1.2500-12

143.0 (16.16)

NOTE: Protrusion dimension includes chamfer.


Page 206 Nov 04/2005


C.

Castellated Nuts (1)

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

D.

Standard and Stepped Studs When the torque required to drive a stud to the correct projection length is not within the minimum and maximum limits, a new stud must be used.

E.

Tube Nuts If leakage occurs at a tube nut, do not attempt to correct by overtorquing. Disassemble fitting and check for nicks, burrs and/or foreign matter. If necessary, use new parts.

8.

Locking A.

General Lockwasher, keywashers and cotterpins must not be reused. Various examples of these locking washers are shown in Figure 202.

B.

Keywashers (1)

General (a) When bending keys, do not use sharp-pointed tools. Use of this type of tool can lead to failure of keys, which, on becoming detached, can pass through the engine, causing damage.

(2)

Key-type (Ref. Fig. 203) (a) To prevent reuse, all unbent keys must be bent. (b) Pre-bent keys must be positioned against side of locking hole to prevent movement of bolt being locked. (c) At least one key must be bent sufficiently to meet gap requirement. A minimum of 75% of its width as measured at base of key must engage flat on bolt being locked. Other keys may be bent in any convenient way. (d) Fuel nozzle keywasher keys must not be bent using impact-type tools.

(3)

Cup-type (Ref. Fig. 204)


Page 207 Nov 04/2005


CUP WASHER

KEY WASHER

KEY WASHER

CUP WASHER

CUP LOCKING WASHER

KEY WASHER

KEY WASHER

KEY WASHER KEY WASHER

TAB WASHER

TAB WASHER

C3036 Typical Locking Washers Figure 202


Page 208 Nov 04/2005


DIRECTION TO LOOSEN NUT

A

75% OR MORE OF KEY WIDTH FOR AT LEAST ONE KEY

DETAIL A

0.010 INCH (0.25mm) MAXIMUM GAP FOR FASTENERS WITH THREAD SIZES EQUAL TO OR LESS THAN 0.3125 INCH (7.93mm) 0.020 INCH (0.50mm) MAXIMUM GAP FOR FASTENERS WITH THREAD SIZES GREATER THAN 0.3125 INCH (7.93mm)

C30219 Keywashers (Typical) - Installation Figure 203


Page 209 Nov 04/2005


(a) The OD of cup-type keywashers must be deformed (crimped) into at least two of the slots in the associated nut. (b) The gap between nut OD and cupwasher ID must not exceed 0.005 in. (0.12 mm). (c) Crimping should be carried out using one of the tools listed below: 1

Drift-type tool: This tool consists of a ring with prongs on the ID. When placed over cupwasher and moved in an axial direction, the tool forms indentations on cupwasher OD.

2

Squeeze-action tool: This tool forms indentations by pressing cupwasher OD into nut slots.

3

Punch: Impact forms indentations in cupwasher OD. NOTE:

Use of a punch should be avoided where possible and drift or squeeze-type tools used where practical.

(d) The portion of the tool that forms indentations must be spherically shaped. The spherical radius must not be less than 0.050 in. (1.27 mm). The radius must not be larger than is required to fully form the indentation into the associated slot. (e) To prevent shearing of internal keys, the position of cupwasher must not change during assembly. This involves marking cupwasher and an adjacent surface. This enables any rotation of cupwasher, when tightening nut, to be detected. C.

Lockwire (1)

General (a) Lockwire must be tight, after installation, to prevent failure due to rubbing or vibration. (b) Lockwire must be installed in a manner that tends to tighten and keep a part locked in place. This counteracts the natural tendency of part to loosen. (c) Lockwire must never be overstressed. It will break under vibration if twisted too tightly. Lockwire must be pulled tight when being twisted and have minimum tension, if any, when installed. (d) Lockwire ends must be bent towards the engine or part. This avoids sharp or projecting ends, which could present a safety hazard.

(2)

Alignment (a) Check components before securing with lockwire to make sure that they have been correctly torqued. Also, ensure the lockwire holes are correctly positioned in relation to one another. (b) Never overtorque or loosen components to obtain correct hole alignment. Replace component if necessary.


Page 210 Nov 04/2005


A DIAPHRAGM 0D

B

B

EXTERNAL CUP WASHER

A

SECTION

A−A

SECTION

C−C

C

SECTION

B−B

C

INTERNAL CUP WASHER

C12856 Cup-type Keywashers - Installation Figure 204


Page 211 Nov 04/2005


(3)

Installation (a) Secure lockwire at the ends or at a point that will not be twisted. This ensures the twisted section is not damaged. (b) Lockwire must not be nicked, kinked or mutilated. (c) When cutting off ends, leave at least three complete turns after the loop securing the component. Ensure ends do not fall into the engine.

(4)

Removal (a) Do not twist lockwire off with pliers, which could cause damage to associated component. Taking care, cut near component locking hole.

(5)

Procedure (a) Figure 205 illustrates typical procedure and Figure 206 illustrates basic examples. Although there are numerous applications for lockwire installation, practically all are derived from the basic examples shown.

D.

9.

Retaining Rings (1)

Retaining rings must be installed using approved retaining ring pliers.

(2)

Internal-type rings must not be compressed beyond the point where ends of the ring meet.

(3)

External-type rings must be expanded only enough to allow installation, without permanent distortion occurring.

(4)

After installation, ensure each retaining ring is completely seated in its groove, without looseness or distortion.

Marking of Parts A.

General (1)

Marking of engine parts, assemblies, or weldments shall be applied so as to ensure maximum legibility and durability of mark but in a manner that will not affect function or serviceability of part. Only applicable Pratt & Whitney Canada marking methods must be used.

(2)

Except where otherwise specified, reidentification of parts must be accomplished adjacent to, or in a location similar to, that of original marking.

(3)

All marking characters, unless otherwise specified, must be 0.060 to 0.160 inch (1.52-4.06 mm) high. In special cases, when marking area is governed by size or configuration of part, characters not less than 0.016 inch (0.41 mm) nor more than 0.250 inch (6.35 mm) in height are permitted.


Page 212 Nov 04/2005


10:30 O’CLOCK

4:30 O’CLOCK

POSITION THE HOLES.

INSERT THE UPPERMOST WIRE, WHICH POINTS TOWARDS THE SECOND BOLT, THROUGH THE HOLE WHICH LIES BETWEEN THE NINE AND TWELVE O’CLOCK POSITIONS. GRASP THE END OF THE WIRE WITH A PAIR OF PLIERS AND PULL THE WIRE TIGHT.

INSERT PROPER GAGE WIRE.

BRING THE FREE END OF THE WIRE AROUND THE BOLT HEAD IN A COUNTERCLOCKWISE DIRECTION AND UNDER THE END PROTRUDING FROM THE BOLT HOLE. TWIST THE WIRE IN A COUNTERCLOCKWISE DIRECTION.

GRASP UPPER END OF THE WIRE AND BEND IT AROUND THE HEAD OF THE BOLT, THEN UNDER THE OTHER END OF THE WIRE. BE SURE WIRE IS TIGHT AROUND HEAD.

GRASP THE WIRE BEYOND THE TWISTED PORTION AND TWIST THE WIRE ENDS COUNTER− CLOCKWISE UNTIL TIGHT.

TWIST WIRE UNTIL WIRE IS JUST SHORT OF HOLE IN THE SECOND BOLT.

DURING THE FINAL TWISTING MOTION OF THE PLIERS, BEND THE WIRE DOWN AND UNDER THE HEAD OF THE BOLT.

KEEPING WIRE UNDER TENSION, TWIST IN A CLOCKWISE DIRECTION UNTIL THE WIRE IS TIGHT. WHEN TIGHTENED THE WIRE SHALL HAVE APPROXI− MATELY 7 TO 10 TWISTS PER INCH.

CUT OFF EXCESS WIRE WITH DIAGONAL CUTTERS.

C194C Lockwire Installation Procedure Figure 205


Page 213 Nov 04/2005


EXAMPLE 1

EXAMPLE 2

EXAMPLE 3

EXAMPLE 4

EXAMPLES 1,2,3 AND 4 APPLY TO ALL TYPES OF BOLTS, FILLISTER HEAD SCREWS, SQUARE HEAD PLUGS, AND OTHER SIMILAR PARTS WHICH ARE WIRED SO THAT THE LOOSENING TENDENCY OF EITHER PART IS COUNTERACTED BY TIGHTENING OF THE OTHER PART. THE DIRECTION OF TWIST, FROM THE SECOND TO THE THIRD UNIT, IS 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.

EXAMPLE 5

EXAMPLE 6

EXAMPLE 7

EXAMPLE 8

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

EXAMPLE 9 EXAMPLE 9 SHOWS THE METHOD FOR WIRING BOLTS IN DIFFERENT PLANES. NOTE THAT WIRE SHOULD ALWAYS BE APPLIED SO THAT TENSION IS IN THE TIGHTENING DIRECTION.

EXAMPLE 10 EXAMPLE 10 SHOWS HOLLOW HEAD PLUGS WIRED WITH THE TAB BENT INSIDE THE HOLE TO AVOID SNAGS AND POSSIBLE INJURY TO PERSONNEL WORKING ON THE ENGINE.

EXAMPLE 11 EXAMPLE 11 SHOWS CORRECT APPLICATION OF SINGLE WIRE TO CLOSELY SPACED MULTIPLE GROUP.

C195_1 Examples of Lockwire Installation Figure 206 (Sheet 1 of 3)


Page 214 Nov 04/2005


EXAMPLE 12

EXAMPLE 13

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

EXAMPLE 14

EXAMPLE 15

EXAMPLE 14 SHOWS BOLT WIRED TO A RIGHT ANGLE BRACKET WITH THE WIRE WRAPPED AROUND THE BRACKET.

EXAMPLE 15 SHOWS CORRECT METHOD FOR WIRING ADJUSTABLE CONNECTING ROD.

EXAMPLE 17

EXAMPLE 18

EXAMPLE 19

EXAMPLE 16 EXAMPLE 16 SHOWS CORRECT METHOD FOR WIRING THE COUPLING NUT ON FLEXIBLE LINE TO THE STRAIGHT CONNECTOR BRAZED ON RIGID TUBE.

EXAMPLE 20

FITTINGS INCORPORATING WIRE LUGS SHALL BE WIRED AS SHOWN IN EXAMPLES 17 AND 18. WHERE NO LOCKWIRE LUG IS PROVIDED, WIRE SHOULD BE APPLIED AS SHOWN IN EXAMPLES 19 AND 20 WITH CAUTION BEING EXERTED TO ENSURE THAT WIRE IS WRAPPED TIGHTLY AROUND THE FITTING.

EXAMPLE 21 SMALL SIZE COUPLING NUTS SHALL BE WIRED BY WRAPPING THE WIRE AROUND THE NUT AND INSERTING IT THROUGH THE HOLES AS SHOWN.

C195_2 Examples of Lockwire Installation Figure 206 (Sheet 2)


Page 215 Nov 04/2005


EXAMPLE 22

EXAMPLE 23

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

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

EXAMPLE 25 STRAIGHT CONNECTOR (BULKHEAD TYPE)

EXAMPLE 26

EXAMPLE 27

EXAMPLE 28

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

C195_3 Examples of Lockwire Installation Figure 206 (Sheet 3)


Page 216 Nov 04/2005


B.

(4)

Electric arc scribing, particularly hand arc scribing, whereby characters are produced by action of an electric arc between surface and an electrode (scriber), has been found unsuitable for jet engine parts and must not be used.

(5)

Acid etching, whereby characters are formed by action of an acid on surface of part, is not recommended because of its possible corrosive effects.

(6)

Do not use soapstone to mark engine parts.

Permanent Marking (1)

General (a) Permanent methods of marking are those in which marking is legible throughout entire service life of part. (b) Permanent markings must not extend on to any radius, chamfer, sharp edge, or fillet adjoining designated marking surface.

(2)

Marking Methods (a) Electrolytic Etch CAUTION: DO NOT ELECTROLYTICALLY ETCH ANODIZED SURFACES. 1

Characters are produced by electrolysis confined to area of characters by a stencil.

(b) Vibration Peening 1

Characters are produced by a vibrating, radius-tipped, conical tool.

2

Manual: Tool is hand-guided and has a single tip.

3

Mechanical: Tool is mechanically guided and has a single tip or multiple tips. NOTE:

C.

The vibration peening method can be used to mark parts originally marked by diamond drag or roll marking.

Temporary Marking (1)

General (a) Temporary methods of marking are those in which the marking will ensure identification or facilitate handling, storage and final assembly.


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CAUTION: LEAD OR METALLIC PENCILS, OR ANY MARKING METHOD LEAVING A DEPOSIT OF CARBON, ZINC, COPPER, LEAD OR SIMILAR RESIDUE, MAY CAUSE A REDUCTION IN FATIGUE STRENGTH DUE TO CARBURIZATION OR INTERGRANULAR ATTACK WHEN THE PART IS HEATED. (b) A marking pencil must not be used to apply marks to the mating surfaces of finished machined parts. Heavy deposits of marking material could adversely affect clearances and run-out. (2)

Marking Methods (a) Electrolytic Etch CAUTION: DO NOT ELECTROLYTICALLY ETCH ANODIZED SURFACES. 1

This method is sometimes used as temporary marking. Characters are produced by electrolysis confined to an area by a stencil.

(b) Ink Marking 1

Characters are produced by applying, by any method, an ink that does not damage the surface.

2

Inks used in marking may have a light etching action, providing no surface damage occurs. NOTE:

(3)

Ink stamping and electrolytic etching may be applied to any surface that, after assembly, does not move relative to a contacting surface.

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

Design Spectracolor Silver 1428 (Silver Pencil) (PWC05-018) or Verithin 753 (Silver Pencil) (PWC05-018A).


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(4)

Marking Materials, Cold Section Engine Parts Only (PWC05-046) (a) Volgers Opaque Ink (black). (b) Dykem Ink KX425 (black). (c) Dykem Ink KXX122 (white). (d) Carters Ink No. 451 (black).

(5)

Marking Materials, Hot Section Engine Parts Only (a) Use layout dye (PWC05-002) (lightly applied) to mark parts that are directly exposed to the engine gas path. This includes turbine blades and disks, turbine vanes and the combustion chamber liner.

10.

Lubrication A.

General CAUTION: LUBRICATION PLUS PROPER ASSEMBLY WILL PREVENT DAMAGE TO PACKINGS, WHICH COULD CAUSE ENGINE MALFUNCTION.

11.

(1)

Prior to installation, new preformed packings must be coated with a thin film of engine oil unless otherwise stated.

(2)

Antiseize and anti-galling compounds must be applied in a thin, even coat, and the excess completely removed. This avoids contamination of adjacent parts, passages and/or surfaces.

Tube-to-Boss Elbows, Elbow Adapters, Elbow Assemblies, Tees and Tee Assemblies A.

Removal (1)

B.

Before removal, mark, using marker (PWC05-018), the angular location of the tee/elbow on the engine or unit.

Installation (Ref. Fig. 207) (1)

Lubricate preformed packing, packing retainer (backup ring) and thread of tee/elbow with a light film of oil (PWC03-001).

(2)

Install nut (2), backup ring (3) and packing (4) on tee/elbow fitting (1), pressing backup ring into counterbore of nut.

(3)

Turn nut until backup ring is seated in non-threaded annulus of tee/elbow and packing is against first thread.

(4)

Install tee/elbow into boss (5) on unit, allowing nut to turn with tee/elbow until packing contacts boss mating face. This point will be recognized by an increase in torque.


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1

1

2

2

3

3

4

4 STEP 1

STEP 2

1 1 2 2

3

3 4 4 5 5 STEP 3

STEP 4

C8818 Installation of Typical Elbow/Tee Fitting Figure 207


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Key to Figure 207 1. 2. 3. 4. 5. (5)

Hold nut stationary and turn tee/elbow into boss a further 1-1⁄2 turns. NOTE:

(6)

From this position, the tee/elbow may be turned inward to a maximum of one turn to facilitate alignment. Should the tee/elbow tighten in the nut before completion of initial 1-1⁄2 turns or during final alignment, the nut may be allowed to turn with the tee/elbow for the remainder of the distance.

With elbow fitting in correct aligned position, tighten nut and torque to value detailed in relevant installation instruction. NOTE:

12.

Fitting Nut Backup Ring Packing Boss

Metal-to-metal contact between nut and boss must be obtained without exceeding recommended torque, and there must be no extrusion of preformed packing or packing retainer.

Straight Nipples or Adapters, Bulkhead Couplings and Tube Connector Nipples A.

Installation CAUTION: INSTALL FITTINGS (MS9193 AND SIMILAR) WITH STRAIGHT-THREADED END FITTING UNIT, OR ACCESSORY, AND 37-DEGREE CONE SEAT END INTO MATING TUBE ASSEMBLY. (1)

Lubricate preformed packing with a light film of engine oil (PWC03-001), unless otherwise stated in specific installation instructions.

(2)

Install preformed packing on fitting and screw fitting into boss.

CAUTION: OVERTORQUING WILL DAMAGE THREADS OF MATING PARTS. (3) 13.

Tighten fitting and torque to value detailed in relevant installation instruction.

Wiring Harness Connectors A.

General (1)

B.

When connecting harness connectors to their respective receptacles, they must be correctly and fully coupled to ensure maximum sealing. There are three basic styles.

Installation Procedure (1)

Style 1 (Ref. Fig. 208)


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(a) The connector has a blue color band and two short orange markings or a full orange color band on each side of a slot. (b) Use 1 ml of alcohol (PWC11-014) with 15 ml of electrical contact enhancer (PWC05-256) and mix thoroughly. (c) Put a drop of the diluted electrical contact enhancer (PWC05-256) on each connector and receptacle pin. NOTE:

Let the liquid flow downward on each pin.

(d) Instructions: Torque by hand until lock indicator (visible in the slot) is aligned with the orange markings or band. It is recommended to further torque connector coupling nuts, using one of the following methods: CAUTION: DO NOT USE STEEL-JAWED PLIERS TO TIGHTEN CONNECTORS. 1

Method 1, Mini-strap Wrench (PWC58104) or (Glenair TG70) a

Using mini-strap wrench (PWC58104) or (Glenair TG70), apply reasonable force to ensure connector coupling nut is firmly tightened and metal-to-metal bottoming of connector is achieved. NOTE:

2

Method 2, Soft-jawed Pliers (Glenair TG69) a

Using soft-jawed pliers (Glenair TG69), apply reasonable force to ensure connector coupling nut is firmly tightened and metal-to-metal bottoming of connector is achieved. NOTE:

(2)

Mini-strap wrench has a design slip torque of 100 lb.in. (11.3 Nm).

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

Style 2 (Ref. Fig. 208) (a) The connector has a blue color band and its associated receptacle has a red and a blue color band. (b) Use 1 ml of alcohol (PWC11-014) with 15 ml of electrical contact enhancer (PWC05-256) and mix thoroughly. (c) Put a drop of the diluted electrical contact enhancer (PWC05-256) on each connector and receptacle pin. NOTE:


(d) Instructions: Tighten each connector nut by hand until witness band(s) on mating receptacle is/are covered. It is recommended to further torque connector coupling nuts, using one of the following methods:


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STYLE 1 SLOT

LOCK INDICATOR

ORANGE

BLUE

STYLE 2

STYLE 3

BLUE

BLUE

COLORED

RED

C30216A Electrical Wiring Harness Connectors - Installation Figure 208


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CAUTION: DO NOT USE STEEL-JAWED PLIERS TO TIGHTEN CONNECTORS. 1



2

Method 2, Soft-jawed Pliers (Glenair TG69) a


(3)



Style 3 (Ref. Fig. 208) (a) The receptacle has a blue or black color band. (b) Use 1 ml of alcohol (PWC11-014) with 15 ml of electrical contact enhancer (PWC05-256) and mix thoroughly. (c) Put a drop of the diluted electrical contact enhancer (PWC05-256) on each connector and receptacle pin. NOTE:


(d) Instructions: Tighten each connector nut by hand until witness band(s) on mating receptacle is/are covered. It is recommended to further torque connector coupling nuts, using one of the following methods: CAUTION: DO NOT USE STEEL-JAWED PLIERS TO TIGHTEN CONNECTORS. 1



2


Method 2, Soft-jawed Pliers (Glenair TG69)


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a


14.


Inspection A.

General (1)

B.

A close and complete inspection is important to prolong engine life and give maximum performance. Check for loose or missing parts and inspect any engine part or component that has been worn or damaged. Damage to engine parts may result from improper clearance, lack of lubrication, undesired movement of parts that are bolted or pressed together, overloading, uneven load distribution, heat, shock or extension of minor damage such as scratches, tool marks, grinding, cracks, nicks, etc. Damage to engine parts may also result from presence of foreign matter such as grit, chips, moisture, chemicals, etc., or from incorrect techniques during removal or installation.

Inspection Procedures (1)

All inspection procedures must be carried out in a lighted, clean and dust-free area. Benches must be clean to keep previously cleaned parts free from dirt and dust. All parts must be suitably tagged to indicate necessary repair or replacement. Although most parts require only a visual inspection, a certain number require use of gages and other measuring equipment. Some damage may be detected only by magnetic particle or fluorescent penetrant inspection methods. Methods of inspection for specific parts and components are detailed in relevant sections of this manual.

(2)

Inspect parts for alignment, distortion, foreign matter, looseness, sharp edges, scratches, taper and wear. In addition, check the following: (a) Holes in cases, manifolds, pipes and tubes for obstructions. (b) Gear teeth and splines for contact patterns. (c) Magnesium parts for corrosion. (d) Mounting pads, parting and seating surfaces for smoothness and flatness. NOTE:

Use pencil carbon paper whenever a smear-type indication of surface smoothness is required.

(e) Plugs for tightness. (f)

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

(g) Protective surface coatings for completeness. (h) Condition of threads.


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(3)

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

C.

Inspection Terms For a definition of the inspection terms used throughout the manual, refer to Table 202.

D.

Inspection Gages (1)

When an inspection procedure requires a very accurate measurement, a micrometer, vernier caliper or dial indicator must be used.

(2)

If a micrometer or vernier is used, check gage for accuracy before taking measurement. Surfaces must be clean and free from dirt and burrs. When using depth gages, ensure anvil is held tight and square against part to be measured.

(3)

If a dial indicator is used, ensure that indicator base is anchored firmly and that any swivel connections are tightened securely.

(4)

When taking measurements with feeler gages, ensure final size of feeler is a reasonably snug fit. TABLE 202, Inspection Terms and Definitions TERM

Abrasion

DEFINITION A roughened area. Varying degrees of abrasion can be described as light or heavy, depending upon extent of reconditioning required to restore surface. Usual cause is presence of fine unwanted material between moving surfaces.


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TABLE 202, Inspection Terms and Definitions (Cont’d) TERM Blending

DEFINITION An operation which removes an irregularity from a surface and results in a shallow, smooth depression.

Blister

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

Brinelling

Indentations sometimes found on the surface of ball or roller bearing parts. Usual causes are improper assembly or disassembly technique, such as roller or ball bearings, by application of force on the free race. Bearings which do not have full, constant rotation and are subject to sudden loading, have brinelling tendencies.

Buckling

Large scale deformation from original shape of a part, usually caused by pressure or impact of a foreign object, unusual structural stresses, excessive localized heating, or any combination of these.

Burning

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

Burnishing

Mechanical smoothing of a metal surface by rubbing, not accompanied by removal of material but sometimes by discoloration around outer edges of area. Operational burnishing is not detrimental if it covers approximately the area carrying the load, and if there is no evidence of pile-up or burning. Usual cause is normal operation of parts.


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TABLE 202, Inspection Terms and Definitions (Cont’d) TERM Burr

DEFINITION A sharp projection or rough edge. Usual causes are excessive wear, peening, or machining operation.

Chipping

Breaking out of small pieces of metal which have been removed mechanically. Do not confuse with flaking. Usual cause is a concentration of stress due to nicks, scratches, inclusions, peening, or careless handling of parts.

Corrosion

Breakdown of surface by chemical action. Usual cause is presence of corrosion agents.

Cracks

A partial fracture. Usual cause is excessive stress due to sudden overloading, extension of a nick or scratch, or overheating.

Dent

Small, smoothly rounded hollow in the surface. Usual causes are concentrated overloading resulting from peening, or presence of chips between loaded surfaces, or the striking of a part.

Distortion

Extensive deformation of the original contour of a part. (Refer to Dent and Peening). Usual cause is impact of an unwanted object, structural stresses, or excessive localized heating.

Erosion

Carrying away of material by flow of hot gases, grit, or chemicals. Usual causes are flow of corroding liquids, hot gases, or dirt-laden oil.

Flaking

Loose particles of metal on a surface or evidence of removal of surface covering.

Frosting

An initial stage of scoring caused by irregularities or high points of metal welding together. Minute particles of metal transfer to the mating surface, giving a frosted appearance.


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TABLE 202, Inspection Terms and Definitions (Cont’d) TERM

DEFINITION

Galling

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

Gouging

Displacement of material from a surface by a cutting or tearing action. Usual cause is presence of a comparatively large foreign unwanted body between moving parts.

Grooving

Smooth, rounded furrows (such as, tear marks), whose sharp edges have been polished off. Usual causes are concentrated wear, abnormal relative motion of parts, or parts out of alignment.

Heat Discoloration

Staining, ranging from straw color (low temperature effects) to purple (high temperature effects).

Inclusion

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

Metallization

Coating by molten metal particles sprayed through the engine.

Nick

A small sharp indentation caused by striking part against another metal object. Usual causes are carelessness in handling of parts or tools before or during assembly, or sand or fine unwanted particles in the engine during operation.


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TABLE 202, Inspection Terms and Definitions (Cont’d) TERM

DEFINITION

Oxidation

The chemical reaction of oxygen with metal producing discoloration of metal surfaces.

Peening

Deformation of surface. Usual cause is impact of a foreign object such as occurs in repeated blows of a hammer on part.

Pitting

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

Rub

A condition of fretting or chafing, caused by moving along a surface with pressure and friction from another surface, which may result in material removal.

Scoring

Multiple deep scratches made during engine operation by sharp edges or unwanted particles; elongated gouges. Usual cause is presence of chips between loaded surfaces that have relative motion.

Scratches

Narrow, shallow marks with a sharp bottom caused by movement of a sharp object or particles across a surface. Usual causes are carelessness in handling of parts or tools before or during assembly, or sand or fine unwanted particles in the engine during operation.

Scuffing

A dull or moderate wear of a surface resulting from a slight amount of rubbing.


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TABLE 202, Inspection Terms and Definitions (Cont’d) TERM Seizure

DEFINITION A welding or binding of two adjacent surfaces, preventing further movement.

Skidding

To slide without rotating.

Spalling

Sharply roughened area, usually in the form of irregular, sharp-edged pits with edge conditions that indicate progressive chipping or peeling of surface material. Do not confuse with flaking. Usual causes are fatigue, surface cracks, subsurface inclusions, or any similar surface damage that causes a progressive breaking away of surface under load. With subsurface inclusions, the bottom of the pit may be dark.

Stress-failure

Metal failure due to compression forces, tension, shear, torsion or shock.

Tear

Removal of metal by tensile stresses imposed by a dull tool or too heavy a cut.

Unbalance

A condition created in a rotating body by an unequal distribution of weight about its axis. Usually results in vibration.

Wear

A condition resulting from a relatively slow removal of parent material. Frequently not visible to the unaided eye.

E.

Magnetic Particle Inspection (1)

F.

The magnetic particle inspection is a nondestructive test procedure that detects cracks, voids, pits, subsurface holes and other imperfections. This method is applicable to magnetic steel and cannot be used on other materials.

Fluorescent Penetrant Inspection (1)

Fluorescent penetrant inspection is a nondestructive means of inspecting nonferrous or nonmagnetic materials for cracks, porosity and other defects having surface openings. This method may also be used on ferromagnetic parts of complex structure that could give false indications when checked by the magnetic particle inspection method.


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G. Inspection of Fuel, Oil and Air Filters (1)

When determining the condition of engine fuel, oil lubrication and pneumatic systems, removed filters must be inspected for condition, contamination and other defects before the application of any allowable cleaning procedures. NOTE:

15.

Other engine components are normally cleaned prior to carrying out inspection procedure.

Cleaning A.

General (1)

B.

The primary purpose of cleaning is to remove contaminants that may conceal minor cracks and other defects, which, if not detected, could eventually lead to failure of a component or part. Engine components or parts should be cleaned only as necessary to perform required inspection and repair. Avoid overcleaning. Use recommended cleaning agents listed in CONSUMABLE MATERIALS. The cleaning methods given in the following text are adequate for all maintenance levels. For compressor washing, refer to the detailed procedure.

Precautions

WARNING:

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

CAUTION: TAKE PARTICULAR CARE IN SELECTING CLEANING METHOD TO ENSURE THAT ANODIZING AND OTHER PROTECTIVE COATINGS ARE NOT REMOVED FROM PARENT METAL. DO NOT USE ALKALIS ON ALUMINUM, MAGNESIUM AND ALUMINIZED AND PAINTED PARTS. (1)

Wear rubber gloves, apron or coveralls, and face shield or goggles when working with or near solvents. NOTE:

Toxicity depends on the type of contamination that the cleaning agent contacts when it is applied.

(2)

Use the least toxic of available cleaning materials that will satisfactorily accomplish the work.

(3)

Perform all cleaning operations in a well-ventilated work area.

(4)

Ensure that adequate and usable fire fighting and safety equipment is conveniently located and available to all personnel.

(5)

Do not smoke or expose a flame within 50 feet (15.2 m) of cleaning area.

(6)

Ensure all degreasing agents are removed after cleaning.


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(7) 16.

Except where specified, do not use steel brushes for cleaning operations. A stiff bristle fiber brush is adequate for most cleaning operations.

Bearings Bearings to be stored should be coated with a light film of lubricating oil, wrapped in clean plastic bags and placed in individual closed containers. In addition to part numbers, bearings assemblies are identified by serial number distinguished from the part number by prefix e.g. SERIAL NUMBER, SR, S/N. Demountable and semi-demountable bearings are further identified by the same mating number on the inner and outer race and the cage. These bearings are to be maintained as assemblies as identified by the mating numbers. Record location of bearings removed during disassembly to ensure that serviceable bearings are installed in the original location. During disassembly, bearing inner and outer races will sometimes be removed at different stages. Keep inner and outer races as matched sets (i.e. mating number of races must be the same).

17.

Debris Analysis and Material Specifications A.

B.

General (1)

Debris analysis monitors wear of oil-wetted engine parts. This procedure improves aircraft serviceability and dispatch reliability and reduces engine repair costs. This is achieved by identifying potential engine problems at the earliest possible stage, thus minimizing the possibility of in-flight shutdowns, away-from-base engine changes and secondary damage.

(2)

Rapid wear or surface fatigue (e.g. on gear teeth contact surfaces, bearing raceways, rolling elements, housing bearing bores, etc.) or interference between rotating and fixed components (e.g. oil pump pinions, associated housings and labyrinth seals, etc.) produce debris. Magnetic debris over 100 microns in diameter are usually captured by the chip detectors. Magnetic and non-magnetic debris over 10 microns in diameter are usually captured by the oil system filters (main and RGB scavenge oil filters).

(3)

Analysis (form, appearance, dimensions, quantity and material) of the debris captured by the filters and chip detectors is necessary to provide the information needed to facilitate locating the source of the debris and determining any preventive maintenance action required.

Filter Patch Check Debris Inspection/Analysis (1)

The analysis should be carried out by any approved laboratory (Ref. Para . E.). Operators may send the contaminated filter or the debris to the laboratory for the filter patch check and/or analysis to be carried out.

(2)

The operator must provide to the laboratory the following information with the filter or debris:


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(a) Engine model and serial number. (b) Engine time since new (TSN) or time since overhaul or refurbishment (TSO or TSR). (c) Time since last filter inspection. (d) Filter type (main or scavenge). (e) Reason for filter removal, inspection and debris analysis. (3)

The laboratory must issue an inspection report to the operator which includes: (a) Information provided by the operator with the filter or debris. (b) Total weight of debris. (c) Material and amount of non-magnetic debris when classified as major (Ref. Note). (d) Material, appearance, shape and amount of non-magnetic metallic debris. (e) Material, appearance, shape and amount of metallic debris. NOTE:

The amount of individual constituents in the debris should be classified as: v Major - when the weight of the constituent is more than 50% of the total debris weight. v Minor - when the weight of the constituent is less than 50% of the total debris weight. v Traces - when the weight of the constituent is less than 5% of the total debris weight.

(4) C.

If bearing material (Ref. Table 203) is found, the operator must be advised as soon as possible by telephone and provided with a detailed written report.

Chip and Flake Analysis (1)

The analysis should be carried out by an approved laboratory (Ref. Para . E.).

(2)

The operator must provide to the laboratory the following information with the chips and/or flakes: (a) Engine model and serial number. (b) Engine time since new (TSN) or time since overhaul or refurbishment (TSO or TSR). (c) Chip detector position (Reduction Gearbox or Turbomachinery). (d) Reason for chip detector inspection (scheduled or unscheduled).


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(3)

Reports supplied by the laboratory to the operator containing the results of the analysis must include: (a) Information provided by the operator when submitting the material for analysis. (b) Type(s) of material found. (c) Shape and appearance of the material. (d) If bearing material (Ref. Table 203) is found, the operator must be advised as soon as possible by telephone and provided with a detailed written report.

D.

Material Specifications (1)

To facilitate the identification of components which are the source of debris found in the oil system, the material specifications are listed in Table 203. The common contaminants found in the oil system are listed in Tables 204 and 205. TABLE 203, Material Specification (Engine Components)

SPECIFICATION

GENERIC NAME

PART NOMENCLATURE

ENGINE LOCATION

AMS4116

Aluminum (6061)

Stop, Shaft Coupling

AGB

AMS4173

Aluminum (6061)

Stop, Shaft Coupling

AGB

AMS4212

Aluminum (355)

Cover, Pressure Pump

Pump Pack

Housing, Scavenge Pump, No. 2 and No. 7 Bearing

Pump Pack

Plate, Cover, RGB Scavenge Pump

Pump Pack

AMS4260

Aluminum

Housing, Scavenge Pump

Pump Pack

AMS4261

Aluminum

Impeller, Centrifugal Breather, Front

AGB

Impeller, Centrifugal Breather, Rear

AGB

AMS4275

Aluminum (850)

Bearing, Sleeve, Flanged

RGB Scavenge Pump

AMS4434

Magnesium

Cover, Regulating Valve

Oil System

AMS4439

Magnesium (ZE41A)

Housing, Input Drive

RGB

Housing

RIC

Cover

AGB

Housing, Main Pressure Pump

Pump Pack

Housing, Propeller, RGB, Rear Housing Propeller, RGB, Front


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TABLE 203, Material Specification (Engine Components) (Cont’d) GENERIC NAME

SPECIFICATION

PART NOMENCLATURE Housing, RGB Scavenge Pump

ENGINE LOCATION Pump Pack

Housing, Regulating Valve AMS4616

Copper

Cage, Bearing, Roller

Hydraulic Pump Drive Overspeed Drive Accessory Drive Startergenerator Drive Accessory Drive Bevel Gearshaft Towershaft

AMS4975

T1 Alloy

HP Impeller and Shaft

AMS4991

T1 Alloy

Angle Drive Housing

AMS5000

Steel (SAE 1000 series)

Spacers

SST

No. 6 and 7 Bearing Housing

ITD

No. 2 and No. 3 Bearing Housing

RIC

AMS5350 or AMS5355

AMS5362

Steel (30347)

Elbow, Tube-to-boss Elbow, Adapter, Transfer Tube Adapter, Fuel Manifold Flange, No. 5 Bearing Housing Cover Seal, Air, No. 5 Bearing Housing Stator Nozzle, Oil, No. 5 Bearing Boss, Fuel Drain, Turbine Support Boss, Inspection, Turbine Support Housing, Oil Transfer


Page 236 Nov 04/2005



SPECIFICATION

PART NOMENCLATURE

ENGINE LOCATION

Valve, Pressure Setting HMU Flange, Diffuser Exit Duct, Outlet Nozzle, Oil, Multiple Jet Housing, Pressure Oil Check Valve Carrier, Seal Nozzle, Compressor Wash Flange, Accessory Gearbox Breather AMS5383

Ni Alloy

No. 5 Bearing Housing

AMS5504

Steel

Keywashers

Steel

No. 9 Bearing Keywashers

Steel (30321)

Keywashers

SST

No. 5 Bearing Front Seal Abradable

Steel (Inconel 600)

Seal, Abradable, HP Turbine

AMS5510 AMS5512 or AMS5646 AMS5540

Gas Generator Case Reduction Gearbox Gas Generator Case

Seal, Abradable, No. 5 Bearing Seal, Turbine Interstage AMS5610

Steel (51416/10)

Gas Generator

Steel (51410)

Seal, Air/Oil, No. 5 Bearing

AMS5611 AMS5612 AMS5504 or AMS5613 or AMS5663

Seal, Air, No. 4 Bearing Seal, Air, No. 3 Bearing Seal, Air, No. 3 Bearing Housing, Stator

LP Diffuser Case

Seal, Air, No. 6 Bearing Rotor


Page 237 Nov 04/2005



SPECIFICATION

PART NOMENCLATURE

ENGINE LOCATION

Seal, Air, PT Rotor Seal, Intershaft Rotor

HP Impeller

Seal, Labyrinth

No. 7 Bearing

Seal, Labyrinth, No. 2 Bearing Gas Generator Case AMS5662

Ni Alloy (Inconel 718) (Pre-SB21683)

Shaft, Stub, HP Turbine

AMS5704

Ni Alloy (Waspalloy) (Post-SB21683)

Shaft, Stub, HP Turbine

Ni Alloy

No. 5 Bearing Rear Seal, Abradable

Steel (30321)

Bearing, Ball

Towershaft

Steel

Ring, Outer, Bearing

Hydraulic Pump Drive

AMS5665 or AMS5666 AMS5689 AMS6250 or AMS6260

Overspeed Governor Drive Accessory Drive

AMS6265

Steel (9310)

Ring, Outer Bearing

Startergenerator Drive

Gear, Spur, Oil Pump

Pump Pack

Shaft, Idler, Pressure Pump

Pump Pack

Shaft, Idler, RGB Scavenge Pump

Pump Pack

Shaft, Main Pressure Pump Drive

Pump Pack

Shaft, RGB Scavenge Pump Drive

Pump Pack

Coupling, Drive, RGB Input Shaft

RGB

Gear, Bevel, Accessory Drive

AGB

Gear, Bevel, AGB Drive

HP Shaft


Page 238 Nov 04/2005



SPECIFICATION

PART NOMENCLATURE

ENGINE LOCATION

Gear, Bevel, Oil Pump Drive

AGB

Gear, Helical, First-stage Reduction

RGB

Gear, Spur, Accessory Drive

AGB

Gearshaft, Coupling, Accessory Drive

AGB

Gearshaft, Input, Helical, RGB

RGB

Gearshaft, Bevel, AGB Drive (18 teeth)

AGB


AGB


AGB

Gearshaft, Spur, Accessory Drive

AGB

Gearshaft, Spur, Alternator Drive

RGB

Gearshaft, Spur, Hydraulic Pump Drive

RGB

Gearshaft, Spur, Idler Drive

RGB

Gearshaft, Spur, Overspeed Governor Drive

RGB

Gearshaft, Spur, Second-stage Reduction (LH)

RGB

Gearshaft, Spur, Starter-generator Drive

AGB

Gearshaft, Spur, Second-stage Reduction (RH)

RGB

Gearshaft, Spur, Second-stage Reduction (LH)

RGB

Shaft, Drive, AGB

AGB

Shaft, Oil Pump Drive

Pump Pack

AMS6304

Steel

LP Shaft

LP Shaft

AMS6322

Steel (8740)

Runner, Pulse Pick-up

LP Shaft


Page 239 Nov 04/2005


TABLE 203, Material Specification (Engine Components) (Cont’d) SPECIFICATION

GENERIC NAME

PART NOMENCLATURE

ENGINE LOCATION

AMS6323

Steel (8740)

Runner, Pulse Pick-up

LP Shaft

AMS6414

Steel (4340)

Coupling, Vernier, Layshaft

RGB (Secondstage Reduction)

Cage, Bearing, Ball (No. 1)

Power Turbine Shaft

Cage, Bearing, Roller (No. 2)

Power Turbine Shaft


Low Pressure Impeller


High Pressure Impeller


Low Pressure Turbine

Cage, Bearing, Roller (No.8)

Input Drive Shaft (RGB)




First-stage Helical Gear (RGB)


First-stage Helical Gear (RGB)


Second-stage Spur Gearshaft (RGB)


Second-stage Spur Gearshaft (RGB)


Propeller Shaft (RGB)






Page 240 Nov 04/2005



GENERIC NAME

PART NOMENCLATURE

ENGINE LOCATION


Overspeed Governor Drive Gearshaft (RGB)


Hydraulic Pump Drive Shaft (RGB)


Idler Drive Spur Gearshaft (RGB)


Alternator Drive Spur Gearshaft (RGB)


Accessory Drive Spur Gearshaft (AGB)

Cage, Bearing, Roller (No. 25 - Front)


Cage, Bearing, Ball (No. 25 Rear)











Page 241 Nov 04/2005



GENERIC NAME

PART NOMENCLATURE

ENGINE LOCATION


Towershaft


Towershaft Oil Pump Driveshaft

AMS6415

Steel (4340)


Power Turbine Shaft

No. 18 and 19 Bearing Sleeve

RGB

Shaft, PT No. 4 Bearing Seal, Abradable

ICC

Shaft, Stub, PT AMS6444

Steel (52100)

Bearing , Roller (No. 20)

Overspeed governor Drive Gearshaft (RGB)

Bearing, Roller (No. 22)

Idler Drive Gearshaft (RGB)


Alternator Drive Gearshaft (RGB)



Bearing, Roller (No. 25 Front)


Bearing, Ball (No. 25 - Rear)





Page 242 Nov 04/2005



SPECIFICATION

PART NOMENCLATURE

ENGINE LOCATION








Towershaft Overspeed Governor Drive Accessory Drive (AGB) Startergenerator Drive Accessory Drive Bevel Gearshaft Towershaft Oil Pump Driveshaft

AMS6491

M50

Bearing, Ball (No. 1)

Power Turbine Shaft


Power Turbine Shaft


LP Impeller


HP Impeller


HP Impeller


LP Impeller


Power Turbine Shaft




Page 243 Nov 04/2005



SPECIFICATION

PART NOMENCLATURE

ENGINE LOCATION




First Stage Helical Gear (RGB)


First Stage Helical Gear (RGB)


Second Stage Spur Gearshaft (RGB)


Second Stage Spur Gearshaft (RGB)








Idler Drive Spur Gearshaft (RGB)


Towershaft

AMS6512

Steel

Layshaft Coupling Shaft

RGB

AMS7225

Steel

Rivet, Cage


Rivet, Cage

AGB Driveshaft Oil Pump Drive Shaft

Cage, Bearing, Roller, Flanged

Hydraulic Pump Drive

Si 0.5

Overspeed Governor Drive


Page 244 Nov 04/2005



SPECIFICATION

PART NOMENCLATURE

ENGINE LOCATION Accessory Drive (AGB) Startergenerator Drive

Nickel

Plating Repair

Silver

Plating

Chromium

Plating Repair

Cadmium

Plating

A1S1C1005

Steel

Lip Seal

Aeroproducts

AMS3249

EPDM

.Case

Motor Driven Pump

AMS3662A

PTFE

.Gasket

(Teflon)

.Element

AMS4117 (6061-T6 AL) AMS4119E

AMS4215 (C-355-T6 AL)

Aluminum

Aluminum

B-10 High-leaded Tin Bronze AMS4215

Aluminum

Plunger, Reset

Overspeed Governor

Inlet Tube

Aeroproducts

Outlet Tube

Motor Driven Pump

Base, Overspeed, Governor

Overspeed Governor

Body, Governor, Upper

Overspeed Governor

Body, Governor, Lower

Overspeed Governor

Casting, Pump Base

Overspeed Governor Pump Gear

Casting, Pump Body


Bushing, Pump


Housing Cover

Aeroproducts Motor Driven Pump


Page 245 Nov 04/2005



SPECIFICATION AMS4260 (356-T6 AL) AMS4610 AMS4842A

PART NOMENCLATURE

ENGINE LOCATION

Aluminum

Cover, Governor

Overspeed Governor

Brass

Guide, Valve

Oil Cooler

Leaded Bronze

Bearing


AMS5343

Stainless Steel (17-4PH)

Governor Drive Gear

Propeller Control Unit

AMS5516

Steel

Shims


AMS5520

Steel

Retainer


AMS5528 (17-7)

Steel

Ring, Retaining

Overspeed Governor

AMS5610 (416 SST)

SST

Pin, Straight

Overspeed Governor

AMS5610 (416 SST) or AMS5613 (410 SST)

SST

Pin, Ballhead

Overspeed Governor

Plug, Piston Guide

Overspeed Governor

Seat, Speeder Spring

Overspeed Governor

Sleeve, Pilot Valve

Overspeed Governor

Steel

Governor Gear

Propeller Control Unit

AMS5618 or AMS5880 (440C SST)

Steel or SST

Bearing

Overspeed Governor

AMS5630 (440C SST)

SST

Main Poppett


AMS5616


Page 246 Nov 04/2005



SPECIFICATION

AMS5630D

Steel

PART NOMENCLATURE

ENGINE LOCATION

Plunger, Check Valve


Pilot Poppet


Poppet

Aeroproducts

Retainer

Motor Driven Pump

Seat AMS5639D

Steel

Sleeve


AMS5640

Steel (303)

AMS5643 (17-4)

AMS5673

Steel

Sleeve, Sliding, Valve

Oil Cooler

Sleeve, Check Valve


Spring


AMS5678 (17-7)

Steel

Spring, Airbleed

Overspeed Governor

Spring, Speed Reset

Overspeed Governor

Spring, Check Valve


AMS5688F

Steel

Inlet Screen


AMS6272 (8617) or AMS6274 (8620)

Steel

Shaft, O.S. Drive


Ballhead, Governor Drive

Overspeed Governor

Gear

Aeroproducts

AMS6274 (8620)

Steel


Page 247 Nov 04/2005



SPECIFICATION

PART NOMENCLATURE

ENGINE LOCATION Motor Driven Pump

AMS6290 (4615) or AMS6272 (8617) or AMS6274 (8620)

Gear, Idler


Plunger, Pilot Valve

Overspeed Governor

Gear, Pump Drive


Bearing, Ball

Overspeed Governor

Pin

Overspeed Governor

Packing, Preformed


Seat, Bearing

Overspeed Governor

CA-6NM (ASTM A296)

Lever, Air Bleed

Overspeed Governor

CDA NO.C93200 (660 Bronze)

Plate, Pump Pressure


MIL-S-22141 (8620)

Seat, Speeder Spring

Overspeed Governor

Spring Wire Alloy 4920

Spring, Speeder

Overspeed Governor

AMS6440 (AISI 52100) or

Steel

Steel

AMS6442 (AISI 50100) AMS7270

Buna

ASTM A108 (1117)

TABLE 204, Common Contaminants - Non-organic Material Contaminant Detected Alumina

Main Elements Al203

Cause of Contaminants Manufacturing


Page 248 Nov 04/2005


TABLE 204, Common Contaminants - Non-organic Material (Cont’d) Contaminant Detected

Main Elements

Cause of Contaminants

Black Magnetic

Fe304

Anaerobic decomposition of shaft material, can look like carbon is a corrosive product.

Calcium Oxide

CaO

Environment

Rust, Non-magnetic

Fe2O3

Rust

Sand

SiO2

Manufacturing/ Environment

Silicon Carbide (Black, Shiny, Angular)

SiC

Manufacturing/ Blasting

ZrSiO4

Manufacturing

Zirconia

Mo52

Common as a trace, could combine with Fe (Iron) to indicate bearing alloy. Usually found in new or overhauled engines.

Calcium Chloride (Salt)

CaCl2

Environment

Sodium Chloride (Salt)

NaCl

Environment

Calcium Sulphate (Salt)

CaSO4

Environment

TABLE 205, Common Contaminants - Organic Material Contaminant Detected

Source

Black Fluorocarbon Rubber, Red Silicon Rubber, Blue Fluorosilicon Rubber

Preformed Packings, Seal Gaskets

Chloroprene Nitrile Rubber

Gaskets

Carbon

Decomposed Oil, Carbon Seals


Page 249 Nov 04/2005


TABLE 205, Common Contaminants - Organic Material (Cont’d) Contaminant Detected

Source

Fibers Plastics Paint Flakes E.

Laboratories (1)

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


Page 250 Nov 04/2005


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


Page 251 Nov 04/2005


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


Page 252 Nov 04/2005


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


Page 253 Nov 04/2005


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


Page 254 Nov 04/2005


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


Page 255/256 Nov 04/2005


ENGINE - SERVICING 1.

General A.

These instructions provide information necessary for preservation or depreservation of the engine in storage, installation/removal of the turbomachinery/reduction gearbox/engine in shipping container, shipping instructions for accessories, oil draining and oil system flushing.

WARNING: NOTE: 2.

WEAR GOGGLES WHEN REMOVING LOCKWIRE. Use engine oil (PWC03-001) for general lubrication, unless stated otherwise.

Consumable Materials The consumable materials listed below are referred to in this section. For more data, refer to the CONSUMABLE MATERIALS section at the beginning of this manual. WARNING:

3.


Item No.

Name

PWC03-001 PWC05-026 PWC05-051 PWC05-053 PWC05-063 PWC05-069 PWC05-070 PWC05-077 PWC05-089 PWC05-107 PWC05-295 PWC15-011

Oil, Engine Dye, Blue Seal, Flat Steel Strapping Sheet, Plastic, Moisture-Proof Strapping, Steel Tape, Pressure Sensitive Adhesive Tape, Filament-reinforced (Pressure-sensitive Adhesive) Oil, Preservative Lockwire Polyurethane (Foam-in-place) Lockwire (may be used instead of PWC05-089) Inhibitor

Special Tools Special tools are identified in procedural text by part number in parentheses. Tool No.

Name

PWC34300 PWC37825 PWC38001 PWC38147 PWC38212 PWC38307 PWC54002

Stand Adapter Adapter, Reduction Gearbox (use with PWC34300) Drain Fitting Adapter Adapter Sling (Engine/Turbomachinery)

72-00-00 ENGINE - SERVICING

Page 301 May 02/2003


4.

Tool No.

Name

PWC54212 PWC54213 PWC54214 PWC56515

Adapter, Front Adapter, Rear Adapter, Front Rod, Flapper Valve

Fixtures, Equipment and Supplier Tools The fixtures, equipment and supplier tools listed below are referred to in procedural text. Name Bolts, Slave (0.250-28 thread) Heat Gun Hoist, 1000 lb. (454 kg) SWL Hoist, 2000 lb. (907 kg) SWL Oven Strapping Tool 3/4 in. (19.1 mm) Vacuum Cleaner

5.

Removal/Installation A.

B.

Preparation of Shipping Container for Service or Storage (1)

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

(2)

Post-SB21678: The shipping container comprises a plywood skid base to which a metal cradle is secured. The interior top sheet is made of plywood with the exterior sleeve and cover are both made of fiberboard.

(3)

The container is intended for domestic shipping or for overseas shipping by air and must not be used for shipping by sea. Exposure to adverse climatic conditions for more than seven days is prohibited. The container must not be stored outdoors, but a properly sealed container may be stored in a relatively dry indoor shelter for periods of up to six months. The humidity indicator must be monitored every 15 days.

Removal of Engine from Shipping Container (Ref. Fig. 301) (1)

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

(2)

Position container under hoist (2000 lb. (907 kg) SWL). NOTE:

(3)

Overhead clearance must be at least seven feet (2.134 m) (not including distance from hoist hook to container top) to enable engine to be lifted clear of container mounts.

Remove steel strapping (PWC05-063) (2).


Page 302 May 02/2003


(4)

Remove and discard cover (3).

(5)

Remove plywood cover (4).

(6)

Pre-SB21678: Remove sleeve (5) and plywood sides (6).

(7)

Post-SB21678: Remove sleeve (5).

(8)

Cut envelope (7) and, using front adapter (PWC54214 (21)) and rear adapter (PWC54213 (22)), attach sling (PWC54002) (8) to engine.

(9)

Attach hoist to sling and take weight of engine.

CAUTION: DO NOT ATTEMPT TO LIFT AN ENGINE STILL ATTACHED TO THE CONTAINER.

C.

(10)

Remove quick-release pins (9) and lift engine clear of container.

(11)

Remove the fuel waste ejector tank box (23) from the container.

(12)

Remove the fuel waste ejector tank from the box.

(13)

Install the fuel waste ejector tank (Ref. AMM).

(14)

Remove and reactivate desiccant bags (10).

(15)

Remove bolts (11, 12), washers (13, 14), front adapter (15) and rear adapter (16) and retain in shipping container base (17).

(16)

Remove engine documents from base.

(17)

Verify engine with engine documents.

(18)

Check engine for defects and damage.

Installation of Engine in Shipping Container (Ref. Fig. 301) CAUTION: BEFORE SHIPPING ENGINES, ENSURE INTERNAL COMPONENTS ARE INSTALLED. EXTENSIVE DAMAGE HAS BEEN CAUSED TO COMPONENTS DUE TO ENGINES HAVING BEEN SHIPPED WITHOUT NO. 6 AND 7 BEARING HOUSING. (1)

Prepare engine for storage (Ref. Preservation/Depreservation, Oil Draining and IPC).

(2)

Ensure following engine documents are complete: v HP turbine disk, HP turbine disk front and rear cover plates, interstage seal, LP turbine disk and power turbine disk history records. v Life limited parts log sheet. v Log book.

(3)

Remove the fuel waste ejector tank from the airframe (Ref. AMM).


Page 303 May 02/2003


C11588A Shipping Container - Engine Removal/Installation Figure 301 (Sheet 1 of 2)


Page 304 May 02/2003


Key to Figure 301 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 23.

Humidity Indicator Strapping Cover Plywood Cover Sleeve Plywood Side (Pre-SB21678) Envelope Sling Pin Desiccant Bags (not illustrated) Bolt Bolt Washer Washer Adapter Adapter Base Support Support Corner Box, Ejector


Page 305 May 02/2003


8 21 22

16 9 11

1 13

9

7 15 14 12

23 18

19

17

C11247D Shipping Container - Engine Removal/Installation Figure 301 (Sheet 2)


Page 306 May 02/2003


(4)

Place the fuel waste ejector tank in the box (23).

(5)

Install the box on the base of the container. Secure with tape (PWC05-069).

(6)

Install documents in envelopes and install envelopes in box glued to base (17) with pressure-sensitive tape (PWC05-070).

(7)

Install reactivated humidity indicator (1) in envelope (7).

CAUTION: APPROVED COMPONENTS (REF. IPC) MUST BE USED TO SECURE MOUNTING ADAPTERS TO THE ENGINE AND CONTAINER. USE OF UNAPPROVED COMPONENTS COULD CAUSE SERIOUS ENGINE DAMAGE DURING SHIPMENT AND HANDLING. (8)

Install envelope, adapters (PWC38307) (15) and (PWC38212) (16), washers (13, 14) and bolts (11, 12). Torque front bolts 700 lb.in. (79.10 Nm) and rear bolts 275 lb.in. (31.08 Nm).

(9)

Install ejector box (23) in base (17).

(10)

Lower engine onto container base and align adapter with supports (18, 19).

(11)

Install quick-release pins (9).

(12)

Remove sling (PWC54002) (8), rear adapters (PWC54213 (22)) and front adapter (PWC54214 (21)) and hoist (2000 lb. (907 kg) SWL).

(13)

Attach reactivated desiccant bags (10) to engine.

(14)

Evacuate envelope using vacuum cleaner and heat-seal envelope using heat gun.

(15) Pre-SB21678: Install plywood sides (6), pierced side in line with humidity indicator. (16)

Orientate transparent panel in sleeve (5) to humidity indicator and install sleeve.

(17)

Fold down edges of sleeve and secure with tape (PWC05-070).

(18)

Install plywood cover (4) and tape (PWC05-070) to sleeve.

(19)

Install cover (3) and tape corners (20) in position.

(20)

Install steel strapping (PWC05-063) (2) with strapping tool. Secure with strapping seals (PWC05-051).

(21)

Seal edges of container with tape (PWC05-070).

(22)

Stencil engine model, build specification (BSxxx), serial number and preservation date on both ends of container.

(23)

Store container under cover. Do not expose to climatic conditions for more than seven days. Do not dispatch container by sea.


Page 307 May 02/2003


D.

Removal of Reduction Gearbox from Shipping Container (Ref. Fig. 302) (1)

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

(2)


Overhead clearance must be at least five feet (1.524 m) (not including distance from hoist hook to container top) to enable gearbox to be lifted clear of container mounts.

(3)

Remove steel strapping (2) and corners (3).

(4)

Remove cover (4).

(5)


(6)

Remove sleeve (6) and plywood sides (7) (Pre-SB21678).

(7)

Cut envelope (8). Remove and reactivate desiccant (9).

(8)

Attach adapter (PWC37825) (10) to propeller shaft.

(9)

Attach hoist (1000 lb. (454 kg) SWL) to adapter and take weight of gearbox.

CAUTION: DO NOT ATTEMPT TO LIFT A REDUCTION GEARBOX WHOSE CRADLE ADAPTER IS ATTACHED TO THE CONTAINER MOUNTING BARS. (10)

Remove nuts (11), washers (12) and bolts (13) attaching cradle adapter (14) to container mounting bars and raise gearbox clear of container.

(11)

Install adapter (PWC38001) (15) and bolts (16) on gearbox. Torque bolts 700 lb.in. (79.10 Nm).

(12)

Install gearbox in stand (PWC34300) (17) .

(13)

Install bolts (18) and nuts (19). Torque nuts 700 lb.in. (79.10 Nm).

(14)

Rotate gearbox 90 degrees. Attach hoist (1000 lb. (454 kg) SWL) to cradle adapter (14) eyebolt and take up slack.

CAUTION: DO NOT USE THE CRADLE ADAPTER EYEBOLT TO RAISE OR ROTATE THE GEARBOX. (15)

Remove bolts (20) securing gearbox drive coupling to cradle adapter.

CAUTION: USE EXTREME CARE WHEN REMOVING CRADLE ADAPTER. (16)

Remove nuts (21), washers (22), cradle adapter (14), bolts (23) and coupling cover (24). Store components in container base.

(17)

Remove lifting adapter (10).

(18)

Remove gearbox documentation from box on plywood side.


Page 308 May 02/2003


4

5 2

3 6

7 8 1

C12626 Shipping Container - Reduction Gearbox Removal/Installation Figure 302 (Sheet 1 of 3)


Page 309 May 02/2003


Key to Figure 302 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32.

Humidity Indicator Steel Strapping Corners Cover Plywood Cover Sleeve Plywood Side (Pre-SB21678) Envelope Desiccant (not illustrated) Adapter Nuts Washers Bolts Cradle Adapter Adapter Bolts Stand Bolts Nuts Bolts Nuts Washers Bolts Cover Overspeed Governor/PVM Oil Pump Envelope Cover Nuts Bolts Cushioning (not illustrated) Cover Nuts


Page 310 May 02/2003


10 11 12

16 15 14

13

29 27 25 28

26

C12627 Shipping Container - Reduction Gearbox Removal/Installation Figure 302 (Sheet 2)


Page 311 May 02/2003


31

18

32

21

19

22

14

24 20

23

17

C12628 Shipping Container - Reduction Gearbox Removal/Installation Figure 302 (Sheet 3)


Page 312 May 02/2003


E.

(19)

Remove overspeed governor/PVM oil pump (25) and envelope (26) from box on container base.

(20)

Remove nuts (28), bolts (29) and cover (27) from overspeed governor/PVM oil pump.

(21)

Remove cover (31) and nuts (32) and install overspeed governor/PVM oil pump on reduction gearbox (Ref. 72-01-50).

(22)

Verify gearbox with documentation.

(23)

Check gearbox for defects and damage.

Installation of Reduction Gearbox in Shipping Container (Ref. Fig. 302) (1)

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

(2)

Ensure log book and gearbox documentation are complete.

(3)

Install documents in envelopes. Install envelopes in box glued to plywood side. Secure box with tape (PWC05-070).

(4)

Remove overspeed governor/PVM oil pump (25) from gearbox (Ref. AMM). Install cover (31) and nuts (32).

(5)

Install cover (27), bolts (29) and nuts (28) on PVM oil pump flange.

(6)

Install overspeed governor/PVM oil pump in envelope (26). Evacuate envelope using vacuum cleaner and heat-seal using heat gun. Wrap with cushioning (30) and install in box located in container base. Secure box with tape (PWC05-070).

(7)

Install drive coupling protective cover (24).

CAUTION: DO NOT USE CRADLE ADAPTER EYEBOLT TO RAISE OR ROTATE THE GEARBOX. (8)

Using hoist (1000 lb. (454 kg) SWL) and aligning dowel holes, install cradle adapter (14).

CAUTION: APPROVED BOLTS (IPC) MUST BE USED TO SECURE CRADLE ADAPTER TO GEARBOX AND CONTAINER MOUNTING BAR. USE OF UNAPPROVED BOLTS COULD CAUSE SERIOUS DAMAGE DURING SHIPMENT AND HANDLING. (9)

Install bolts (23), washers (22) and nuts (21). Torque nuts 75 to 85 lb.in. (8.48-9.61 Nm).

(10)

Aligning holes in drive coupling and cradle adapter, install bolts (20). Torque bolts 75 to 85 lb.in. (8.48-9.61 Nm). Remove hoist.

(11)

Rotate gearbox 90 degrees.

(12)

Attach lifting adapter (PWC37825) (10) to propeller shaft.


Page 313 May 02/2003


(13)

Attach hoist (1000 lb. (454 kg) SWL) to adapter and take weight of gearbox. NOTE:

F.

Overhead clearance must be at least five feet (1.52 mm) (not including distance from hoist hook to top of lifting adapter).

(14)

Remove nuts (19) and bolts (18). Raise gearbox clear of stand (17).

(15)

Remove bolts (16) and adapter (15).

(16)

Install envelope (8) with the opening at the top and the gaskets on the container mounting bar pins.

(17)

Align holes in cradle adapter (14) with pins on mounting bar and lower gearbox carefully into container, ensuring the envelope is not damaged.

(18)

Install bolts (13), washers (12) and nuts (11). Torque nuts 135 to 150 lb.in. (15.26-16.95 Nm).

(19)

Remove lifting adapter.

(20)

Attach reactivated desiccant bags (9) evenly over gearbox.

(21)


(22)

Evacuate envelope using vacuum cleaner and heat-seal using heat gun.

(23)

Install plywood sides (7) (Pre-SB21678), pierced side aligned with humidity indicator.

(24)

Align transparent panel with humidity indicator and install sleeve (6), securing folded-down edges with tape (PWC05-070).

(25)

Install plywood cover (5) and secure to sleeve with tape (PWC05-070).

(26)

Install cover (4) and secure corners (3) in position with tape (PWC05-070).

(27)

Install steel strapping (PWC05-063) (2) using strapping tool. Secure with strapping seals (PWC05-051).

(28)


(29)

Stencil engine model, build specification (BSxxx), gearbox serial number and preservation date on both ends of container.

(30)


Removal of Turbomachinery from Shipping Container (Ref. Fig. 303) (1)

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


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C12649 Shipping Container - Turbomachinery Removal/Installation Figure 303 (Sheet 1 of 2)


Page 315 May 02/2003


Key to Figure 303 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32.

Humidity indicator Steel Strapping Corner Cover Plywood Cover Sleeve Plywood Sides (Pre-SB21678) Envelope NOT USED NOT USED Adapter, Rear Adapter, Front Sling Ball Lockpins Bolts Washers Brackets Base Caps Nuts Nuts Washers Washers Bolts Plate Support Desiccant Bags (not illustrated) Bolts Cover Bolts Support Packing


Page 316 May 02/2003


13 12 11

30

28 31

29

25

32 19

23 20

14 15

16

17

26 18

24

22

21

C12653A Shipping Container - Turbomachinery Removal/Installation Figure 303 (Sheet 2)


Page 317 May 02/2003


(2)


Overhead clearance must be at least seven feet (2.134 m) (not including distance from hoist hook to container top) to enable turbomachinery to be lifted clear of container mounts.

(3)

Remove steel strapping (2) and corners (3).

(4)

Remove cover (4).

(5)


(6)

Remove sleeve (6) and plywood sides (7) (Pre-SB21678).

(7)

Cut envelope (8). Remove and reactivate desiccant bags (27).

(8)

Install sling (PWC54002) (13), front adapter (PWC54212) (12) and rear adapter (PWC54213) (11).

(9)

Attach sling to hoist and apply enough tension to sling to allow removal of ball lockpins (14). Adjust eye on sling to ensure a level lift.

CAUTION: DO NOT ATTEMPT TO LIFT THE TURBOMACHINERY IF THE CONTAINER BASE IS ATTACHED TO THE MOUNTING BRACKETS. (10)

Remove ball lockpins (14) and raise turbomachinery clear of container.

(11)

Remove bolts (15), washers (16) and brackets (17). Store components in shipping container base (18).

(12)

Remove protective caps (19), nuts (20, 21), washers (22, 23), bolts (24) and plate (25). Store components in shipping container base.

(13)

Remove bolts (28) and cover (29).

(14)

Remove bolts (30).

(15)

Remove shaft support (31) and packing (32), using slave bolts (0.250-28 thread). Discard packing.

(16)

Remove documentation from base.

(17)

Verify turbomachinery with documentation.

(18)

Check turbomachinery for defects or damage.


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G. Installation of Turbomachinery in Shipping Container (Ref. Fig. 303) CAUTION: BEFORE SHIPPING ENGINES ENSURE INTERNAL COMPONENTS ARE INSTALLED. EXTENSIVE DAMAGE HAS BEEN CAUSED TO COMPONENTS DUE TO ENGINES BEING SHIPPED WITHOUT NO. 6 AND 7 BEARING HOUSING. (1)

Prepare turbomachinery for storage (Ref. Preservation/Depreservation, Oil Draining and IPC).

(2)

Ensure following documents are complete: v HP turbine disk, HP turbine disk front and rear cover plates, LP turbine disk and PT disk history records. v Life limited parts log sheet. v Log book.

(3)

Install documents in envelopes. Install envelopes in box glued to base (18). Secure with tape (PWC05-070).

(4)


(5)

Install envelope.

(6)

Remove bolts (28) and cover (29).

(7)

Install packing (32) on support (31).

(8)

Install support and bolts (30). Torque bolts fingertight.

(9)

Install cover (29) and bolts (28). Torque bolts fingertight.

CAUTION: APPROVED COMPONENTS (IPC) MUST BE USED TO SECURE MOUNTING BRACKETS AND PLATE TO THE TURBOMACHINERY AND CONTAINER. USE OF UNAPPROVED COMPONENTS COULD CAUSE SERIOUS DAMAGE DURING SHIPMENT AND HANDLING. (10)

Install protective caps (19).

(11)

Install plate (25), washers (23) and nuts (20). Torque nuts 75 lb.in. (8.48 Nm).

(12)

Install bolts (24), washers (22) and nuts (21). Torque nuts 75 lb.in. (8.48 Nm).

(13)

Install brackets (17), washers (16) and bolts (15). Torque bolts 275 lb.in. (31.08 Nm).

(14)

Lower turbomachinery onto container base, aligning supports (26), brackets and plate.

(15)

Install ball lockpins (14).

(16)

Remove sling (13), adapters (11, 12) and hoist.

(17)

Attach reactivated desiccant bags (27) evenly over turbomachinery.


Page 319 May 02/2003


6.

(18)

Evacuate envelope (8), using vacuum cleaner, and heat-seal, using heat gun.

(19)

Install plywood sides (7) (Pre-SB21678), pierced side in line with humidity indicator.

(20)

Align transparent panel with humidity indicator and install sleeve (6).

(21)

Fold down edges of sleeve and secure with tape (PWC05-070).

(22)

Install plywood cover (5) and secure to sleeve with tape (PWC05-070).

(23)

Install cover (4) and secure corners (3) in position with tape (PWC05-070).

(24)

Install steel strapping (PWC05-063) (2) using strapping tool. Secure with strapping seals (PWC05-051).

(25)


(26)

Stencil engine model, build specification (BSxxx), serial number and preservation date on both ends of container.

(27)


Preservation/Depreservation A.

General Engine Storage/Preservation Procedure

CAUTION: ENGINE(S) REMOVED FROM SERVICE AND NOT PRESERVED PER THE PUBLISHED PROCEDURES, COULD POSSIBLY SUFFER CORROSION DAMAGE. THE ONLY METHOD TO DETERMINE IF SUCH DAMAGE HAS OCCURRED IS FOR THE ENGINE TO BE PARTIALLY DISASSEMBLED FOR VISUAL INSPECTION OF ALL COMPONENTS. (1)

Engines stored on/off aircraft or in QEC for a pre-determined amount of time. The storage procedure is as follows: (a) 0 to 7 days 1

Engines stored on aircraft a

2

Seal off all openings to engine (Ref. AMM).

Engine stored off aircraft or in QEC a

Seal off all engine openings (Ref. AMM) and store engine in a sheltered location where the engine is subjected to minimum temperature changes and the lowest possible humidity to minimize on the condensation.

(b) 8 to 28 days 1

Engines installed on aircraft


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2

a

Before storage, carry out an oil analysis to determine acidity (TAN) and water content. If in the absence of a maximum TAN number from an oil brand specification and the TAN is above 1.0, or water content is more than 800 parts per million, either by weight or volume, drain and discard oil from main oil tank and reduction gearbox (Ref. Para. 8.). Refill with fresh oil (Ref. Para. 11.). Run engine (Ref. AMM)

b


c

Run engine every seven days. Start engine and run until oil temperature is 70°C (158°F) minimum. Shut down engine (Ref. AMM) and reseal all engine openings after every engine run (Ref. AMM).

Engine stored off aircraft or in QEC: a

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

b

Seal off all openings to engine (Ref. AMM) and store engine in a sheltered location where the engine is subjected to minimum temperature changes and the lowest possible humidity.

(c) 29 to 90 days 1

Engine stored on/off aircraft or in QEC: a

Preserve fuel system (Ref. Subpara. C.) before engine is removed from aircraft or stored on wing or in QEC.

b

Preserve oil system (Ref. Subpara. B.) before engine is removed from aircraft or stored on wing or in QEC.

c

Place 1 lb. (0.5 kg) of desiccant and humidity indicator (IPC) on wooden racks in engine exhaust duct.

d


e

Ensure window is provided in exhaust duct closure to facilitate observation of humidity indicator. NOTE:

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

(d) Over 90 days 1

Engine stored on/off aircraft or in QEC: a

Wash engine externals.


Page 321 May 02/2003


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

This fluid protects engine external surfaces by displacing water.

b

Preserve fuel system (Ref. Subpara. C.) before engine is removed from aircraft or stored on wing or in QEC.

c

Preserve oil system (Ref. Subpara. B.) before engine is removed from aircraft or stored on wing or in QEC.

d

Place 1 lb. (0.5 kg) of desiccant (Ref. IPC) and humidity indicator on wooden racks in tail pipe.

e


f

Ensure window is provided in exhaust duct closure to facilitate observation of humidity indicator. NOTE:

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

CAUTION: UNDER NO CIRCUMSTANCES SHOULD ENGINE OIL BE SPRAYED INTO AIR INLET OR EXHAUST OF ENGINE. DIRT PARTICLES DEPOSITED ON ROTOR AND STATOR COMPONENTS COVERED WITH OIL COULD ADHERE AND ALTER AIRFOIL SHAPES, ADVERSELY AFFECTING ENGINE EFFICIENCY. g (2)

Spray exposed accessory drive pads with engine oil (PWC03-001) and protect with shipping covers (Ref. IPC).

Engine stored on aircraft for an undetermined amount of time. The following may be used as an alternative to the preceding storage procedure: (a) Before storage, carry out an oil analysis to determine acidity (TAN) and water content. If in the absence of a maximum TAN number from an oil brand specification and the TAN is above 1.0, or water content is more than 800 parts per million, either by weight or volume, drain and discard oil from main oil tank and reduction gearbox (Ref. Para. 8.). Refill with fresh oil (Ref. Para. 11.). Run engine (Ref. AMM). (b) Seal off all openings to engine (Ref. AMM).


Page 322 May 02/2003


(c) Run engine every seven days. Start engine and run until oil temperature is 70°C (158°F) minimum. Shut down engine and reseal all engine openings(Ref. AMM). (d) Every 30 days, carry out the following:

B.

1

An oil analysis to determine acidity (TAN) and water content. If in the absence of a maximum TAN number from an oil brand specification and the TAN is above 1.0, or water content is more than 800 parts per million, either by weight or volume, drain and discard oil from main oil tank and reduction gearbox (Ref. Para. 8.). Refill with fresh oil (Ref. Para. 11.). Run engine (Ref. AMM).

2

A visual inspection of the engine externals. Check closely the reduction gearbox, front and rear inlet cases, propeller shaft, engine accessories and all attaching hardware. If corrosion is found, repair per the maintenance manual recommendations.

Oil System Preservation (1)

Start engine and run until oil temperature is 70°C (158°F) minimum. Shut down engine(Ref. AMM).

(2)

Carry out an oil analysis to determine acidity (TAN) and water content. (a) If in the absence of a maximum TAN number from an oil brand specification and the TAN is above 1.0, or water content is more than 800 parts per million, either by weight or volume, proceed as follows: NOTE: 1. The value of TAN in unused oil conforming to specification varies depending on brand and manufacturer. NOTE: 2. The requirement to analyze the oil is not necessary, provided you carry out the following steps. NOTE: 3. Use a Titra-Lube TAN Test Kit (P/N TI-TAN) to analyze the oil. The kit can be obtained from the following address or contact a local distributor for availability of the kit: Dexsil Chemical Corp. 1 Hamden Park Drive Hamden, CT 06517 USA TEL: 1-800-4-DEXSIL 203-288-3509 FAX: 203-248-6523 1

Drain and discard oil from main oil tank and reduction gearbox (Ref. Para. 8.).

2

Refill engine with fresh oil. (Ref. Para. 11.).


Page 323 May 02/2003


3

Run engine (Ref. step (1)).

4


(b) If TAN is less than 1.0 above the limit given in the specification for the specific brand of oil or water content is less than 800 parts per million either by weight or volume, proceed as follows: 1 C.


Fuel System CAUTION: EXTREME CARE MUST BE TAKEN TO PREVENT FOREIGN MATERIAL FROM BEING DRAWN INTO FUEL SYSTEM. EQUIPMENT MUST INCORPORATE SUITABLE FILTERS NO COARSER THAN 5 MICRON RATING. (1)

Close engine fuel supply valve (Ref. AMM).

(2)

Disconnect fuel supply line at engine (Ref. AMM). Blank off line.

(3)

Disconnect and displace fuel supply line from flow divider (Ref. 72-01-40).

(4)

Connect supply of 5-micron-filtered preservative oil (PWC05-077) at 5 to 25 psig (34.474-172.370 kpa) and 16°C (60°F) to oil-to-fuel heater inlet fitting.

CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS. (5)

With ignition OFF, and the fuel condition lever in the ‘‘FUEL ON’’ position, motor engine and inject preservative oil until oil flows from line disconnected from flow divider. (a) Engines stored in a QEC: 1

DELETED

CAUTION: DO NOT USE PRESERVATIVE OIL ON THE PNEUMATIC SIDE OF THE COMPONENT. 2

Remove the fuel heater, fuel pump, MFCU, FCOC. Fill fuel side of components with preservative oil (PWC05-077) and drain off excess. Reinstall all components on the engine and reconnect lines previously disconnected.

(6)

Disconnect oil supply.

(7)

Connect lines previously disconnected (Ref. 72-01-40).

(8)

Tag fuel line with date of preservation.


Page 324 Mar 11/2005


D.

Accessories (1)

General (a) Retain shipping parts of replacement components for use when returning defective components. (b) Fill components to be shipped, except electrical, with preservative oil (PWC05-077) and drain off excess. (c) Install shipping closures and wrap assembly with plastic sheet (PWC05-053). WARNING:

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

(d) Secure component in shipping container with foam-in-place polyurethane (PWC05-107). (e) Identify shipping container. (2)

Storage (a) Accessory storage life is unlimited, providing the following procedures are carried out: 1

Accessories installed on a stored engine a

Fluid handling components Preserve in accordance with Subpara. B. or C., as applicable. Electrical connections must be mated. If mating is not possible, approved shipping covers must be installed on connector and associated wiring harness.

b

Electrical components No preservation required. Electrical connections must be mated. If mating is not possible, approved shipping covers must be installed on connector(s) and associated wiring harness. A shipping closure is also required to seal the PO connection on the EEC.

c

Cabin air supply pneumatic valve Component must be kept dry. No lubricating required. Install approved shipping cover to seal opening.

d

Intercompressor bleed valve


Page 325 May 02/2003


Component must be kept dry. No lubricating required. Install approved shipping cover to seal opening. 2

Accessories stored off the engine a

Fluid handling components Fill fuel system component with preservative oil (PWC05-077) and oil system component with engine oil (PWC03-001). Drain excess. Install covers on all electrical connectors, air and oil passages. Place in a moisture-proof bag and store in a dry location.

b

Electrical components Install covers on all electrical connections. Place in a moisture-proof bag with a desiccant pouch and store in a dry location.

c

Cabin air supply pneumatic valve Install approved shipping cover to seal opening. Place in a moisture-proof bag and store in a dry location.

d

Intercompressor bleed valve Component must be kept dry. No lubricating required. Install approved shipping covers to seal openings. Install cover on electrical connector.

E.

F.

Desiccant and Humidity Indicator Reactivation (1)

Heat humidity indicator in oven at 121°C (250°F) until humidity indicator turns blue. Heat desiccant for two hours.

(2)

Allow oven to cool to room temperature.

(3)

Place desiccant and indicator in evacuated heat-sealed polyethylene envelope until required for use.

Depreservation (Engine) (1)

Remove desiccant, shipping covers, caps and plugs.

(2)

Connect fuel supply line to engine (Ref. AMM).

(3)

Fill oil system to MAX. mark (Ref. Para. 11.).

(4)

If engine has not run for more than 90 days, prime oil system as follows: (a) Disconnect oil line from oil cooler adapter (2, Fig. 304) located adjacent to pressure oil filter (Ref. AMM).


Page 326 May 02/2003


(b) Raise connector (1) above level of engine oil inlet port and pour oil (PWC03-001) slowly into the connector until the pressure oil pump is filled and oil flows from connector (1). (c) Connect the oil line to oil cooler adapter (2). Torque the connector (Ref. AMM). (d) Remove fuel heater inlet filter cover and filter (Ref. 72-01-40, SERVICING). Do not remove packings. (e) Remove air tube assembly (6, Fig. 305) from pressure oil check valve (Ref. 72-01-30, REMOVAL/INSTALLATION). CAUTION: COVER RESTRAINS SPRING. (f)

Remove bolts (1), cover (2), packing (3), spring (4) and washers (5). Record quantity. Do not remove packing from cover.

(g) Put spring and washers into a plastic bag identified with engine serial number. (h) Install cover (2) and bolts (1). Torque bolts fingertight. (i)

Install air tube assembly (6). Do not secure clamp assemblies (Ref. 72-01-30, REMOVAL/INSTALLATION).

(j)

Install fuel heater inlet filter cover and filter (Ref. 72-01-40, SERVICING).

CAUTION: ENSURE AIR BLEED IS OFF. (k) Air Bleed - OFF CAUTION: STOP MOTORING AFTER OIL PRESSURE IS REGISTERED ON GAGE. CAUTION: ABORT MOTORING IF AN OIL-PRESSURE INDICATION IS NOT OBTAINED WITHIN 15 SECONDS. DETERMINE AND RECTIFY CAUSE BEFORE REPEATING RUN. (l)

Carry out a dry motoring run (Ref. AMM) until an oil-pressure indication is shown on gage.

(m) Remove fuel heater inlet filter cover and filter. Discard packings (Ref. 72-01-40, SERVICING). (n) Remove air tube assembly (6) (Ref. 72-01-30, REMOVAL/INSTALLATION). (o) Remove bolts (1), cover (2) and packing (3). Discard packing. (p) Lubricate new packing (3) with engine oil (PWC03-001) and install on cover (2).


Page 327 May 02/2003


OIL

1 2

C32217 Aircraft Oil Cooler and Pressure Pump - Priming Figure 304


Page 328 May 02/2003


Key to Figure 304 1. 2.

Connector Adapter

(q) Install washers (5), spring (4), cover (2) and bolts (1). Torque bolts 32 to 36 lb.in. (3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295). NOTE:

(r)

The number of washers varies between one minimum and five maximum. Re-assemble using the same number of washers recorded in step (f).

Install air tube assembly (6) (Ref. 72-01-30, REMOVAL/INSTALLATION).

(s) Lubricate new packing with engine oil (PWC03-001) and install on fuel heater inlet filter cover. (t) (5)

Install fuel heater inlet filter and cover (Ref. 72-01-40, SERVICING).

Disconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40, REMOVAL/INSTALLATION).

CAUTION: PROLONGED MOTORING (IN EXCESS OF 15 SECONDS) MAY RESULT IN LEAKAGE OF OIL INTO EXHAUST DUCT AND P2.5 AIR PLENUM WITHIN COMPRESSOR CASE. (6)

Carry out a wet motoring run (Ref. AMM).

(7)

Check that a solid stream of fuel comes out of fuel-supply line.

(8)

Move condition lever to . Check that stream of fuel stops.

(9)

Move condition lever to START position. Check that fuel stream resumes.

(10)

Reconnect fuel supply line to the flow divider and dump valve (Ref. 72-01-40, REMOVAL/INSTALLATION).

G. Depreservation (Accessories)

7.

(1)

Remove and retain shipping parts of replacement assemblies for use when returning defective assemblies.

(2)

Drain preserving fluids.

(3)

Flush replacement assemblies with appropriate system fluid.

Shipping A.

General (1)

There are two (2) approved methods to ship engines. They are by: (a) A P&WC Shipping container, as defined in the IPC; or


Page 329 May 02/2003


3

2

4

6

5

1

C21069 Oil Check Valve - Removal of Spring and Washers Figure 305


Page 330 May 02/2003


Key to Figure 305 1. 2. 3. 4. 5. 6.

Bolts Cover Packing Spring Washer Tube Assembly

(b) Transportation stand. B.

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

Shipping Container (Ref. IPC) (a) An inspection, before the engine is installed, of the container shock absorbers is recommended to ensure they are not permanently deformed or damaged. Repeat the inspection after the engine is installed, to ensure the shock absorbers are free from cracks and excessive travel. (b) When loaded on a truck, the container must be firmly secured to the truck bed. Tables 301, 302 and 303 provide details of the shipping containers.

(2)

Transportation Stand (a) Engines supplied with a QEC kit (Airframe supplied) must be shipped in a transportation stand (local manufacture) firmly secured to the truck bed. The pickup points of the stand must use the aircraft/engine shock absorber mounts.

TABLE 301, Engine Shipping Container (For Reference Purposes Only) These are the characteristics of the P&WC engine shipping container. Refer to the appropriate IPC for shipping container parts. DESCRIPTION Approximate External Dimensions Length Width Height Weight Empty Full

DATA 93.7 in. (2380 mm) 38.1 in. (970 mm) 46 in. (1170 mm) 691 lb. (314 kg) 1781 lb. (809 kg)


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TABLE 302, Reduction Gearbox Shipping Container (For Reference Purposes Only) These are the characteristics of the P&WC Reduction Gearbox Shipping container. Refer to the appropriate IPC for shipping container parts. DESCRIPTION Approximate External Dimensions Length Width Height Weight Empty Full

DATA 38 in. (965 mm) 35 in. (889 mm) 37 in. (940 mm) TBA TBA

TABLE 303, Turbomachinery Shipping Container (For Reference Purposes Only) These are the characteristics of the P&WC Turbomachinery Shipping container. Refer to the appropriate IPC for shipping container parts. DESCRIPTION Approximate External Dimensions Length Width Height Weight Empty Full 8.

DATA 69 in. (1753 mm) 40 in. (1016 mm) 46 in. (1168 mm) TBA TBA

Oil Draining (Ref. Fig. 306) A.

Main Oil Tank and/or RGB NOTE:

Engine oil draining is carried out from four drain outlets. RGB chip detector and plug, turbomachinery chip detector and oil tank plug.

CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN DISCONNECTING RECEPTACLES AND PLUGS. (1)

Disconnect electrical harness from chip detector plugs (1) (Ref. AMM).

(2)

Operate feathering pump through full feather/unfeather/feather cycle.

(3)

Remove chip collector plugs (1) and packings (2). NOTE:

Replacement of the chip collector plug packings (2) is only necessary if a visual inspection (nicks, cuts, etc.) shows they are damaged.


Page 332 May 02/2003


(4)

Install drain fitting (4) (PWC38147) in chip collector valves. NOTE:

(5)

Ensure packing (5) is in place.

Remove plug (6) and packing (7). Discard packing. NOTE:

Plug (6) is only removed when an AC generator failure is suspected and strainer secured by plug is inspected.

(6)

Remove plug (8) and packing (9). Discard packing.

(7)

Allow oil to drain to slow drip.

(8)

Remove drain fitting and hose assembly (4).

(9)

Lubricate packings (2) with engine oil (PWC03-001) and install on chip detector plugs (1).

CAUTION: AFTER INSTALLATION, ENSURE VISUALLY OR BY FEEL, SCALLOP ON CHIP DETECTOR PLUG IS IN LINE WITH FLAT ON CHIP DETECTOR VALVE HEXAGON. (10)

Install chip collector plugs (1). Rotate plugs 90 degrees clockwise to locked position.

CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING RECEPTACLES AND PLUGS. (11)

Connect electrical harness (Ref. AMM).

(12)

Lubricate packing (8) with engine oil (PWC03-001) and install on plug (9).

(13)

Install plug. Torque 65 to 75 lb.in. (7.35-8.48 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).

(14)

If removed, install plug (6) as follows: (a) Lubricate packing (7) with engine oil (PWC03-001) and install on plug. (b) Install plug. Torque plug 200 to 225 lb.in. (22.6-25.4 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).

(15) 9.

Refill with oil (Ref. Para. 10.).

Chip Collector - Replacement (Ref. Fig. 307) A.

Procedure (1)

Drain oil (Ref. Para. 8.). NOTE:

(2)

Chip collector plug (1) and packings (2) are removed when oil is drained.

Remove chip collector valve (3) and packing (4). Discard packing.


Page 333 May 02/2003


4 5

1

2 REDUCTION GEARBOX 4 3 7 6

5

REDUCTION GEARBOX

1

TYPICAL LOCKED POSITION

2

TURBOMACHINERY

8 9

3

C39231 Oil Draining Figure 306


Page 334 May 02/2003


Key to Figure 306 1. 2. 3. 4. 5. 6. 7. 8. 9.

Chip Collector Plug Packing Chip Collector Valve Drain Fitting Packing Plug Packing Plug Packing

(3)

Lubricate packing (4) with engine oil (PWC03-001) and install on chip collector valve (3).

(4)

Install valve. Torque 175 to 200 lb.in. (19.78-22.60 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).

(5)

Lubricate packings (2) with engine oil (PWC03-001) and install on chip collector plug (1).

CAUTION: AFTER INSTALLATION, ENSURE, VISUALLY OR BY FEEL, THAT SCALLOP ON CHIP COLLECTOR PLUG IS IN LINE WITH FLAT ON CHIP COLLECTOR VALVE HEXAGON. (6)

Install chip collector plug (1). Rotate plug 90 degrees clockwise to locked position.

CAUTION: ENSURE ELECTRICAL POWER IS OFF WHEN CONNECTING RECEPTACLES AND PLUGS. (7) 10.

Connect electrical harness (Ref. AMM).

Oil System Flushing and Filling NOTE: A.

Engine oil is to be flushed when contamination is evident or when a change in operating conditions or oil supply occurs.

Procedure (1)

Drain oil (Ref. Para. 8.).

(2)

Remove filler cap.

CAUTION: DO NOT USE ANY SHARP TOOLS OR OBJECTS TO OPEN THE FLAPPER VALVE. CONTINUAL USE OF A SHARP OBJECT MAY DAMAGE THE VALVE AND NOT ALLOW THE VALVE TO SEAL CORRECTLY. (3)

Use rod (PWC56515) to open flapper valve and fill engine with fresh oil (PWC03-001) to MAX mark on sight gage.


Page 335 May 02/2003


1

2 3 4 REDUCTION GEARBOX

1

2 3 4

TYPICAL LOCKED POSITION

TURBOMACHINERY

C38739 Chip Collector - Replacement Figure 307


Page 336 May 02/2003


Key to Figure 307 1. 2. 3. 4.

11.

Chip Collector Plug Packing Chip Collector Valve Packing

(4)

Install filler cap.

(5)

Carry out a five-minute engine run at ground idle to fill and flush oil lines (Ref. AMM).

(6)

Drain oil (Ref. Para. 8.).

(7)

Remove pressure and scavenge oil filter covers (Ref. 72-01-50).

(8)

Remove pressure and scavenge filter elements (Ref. 72-01-50).

(9)

Install clean pressure and scavenge filter elements (Ref. 72-01-50).

(10)

Fill with fresh oil (PWC03-001) to MAX mark on sight gage.

(11)

Carry out a five-minute run at ground idle (Ref. AMM).

(12)

Check for oil leaks.

(13)

Allow 15 ± 5 minute period after shutdown to stabilize the engine. Add engine oil (PWC03-001) to the required level as determined by operator’s experience, not exceeding MAX indication, nor allowing level to drop below MIN or ADD 3 marks.

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

Oil Filling Procedure (1)

Gravity Fill (a) Remove filler cap. CAUTION: DO NOT USE ANY SHARP TOOLS OR OBJECTS TO OPEN THE FLAPPER VALVE. CONTINUAL USE OF A SHARP OBJECT MAY DAMAGE THE VALVE AND NOT ALLOW THE VALVE TO SEAL CORRECTLY. (b) Use rod (PWC56515) to open flapper valve and fill with engine oil to required level as determined by operator’s experience, never exceeding MAX indication or letting level drop below MIN or ADD 3 marks. (c) Install filler cap.


Page 337 May 02/2003


(2)

Pressure fill (a) Connect pressure fill line to oil tank pressure fill valve. (b) Connect drain line to oil tank overfill valve.

B.

Replenishing Empty Oil System NOTE:

If the sight glass is dirty, oil level inspection is not easy. Refer to Chapter 72-01-50 for removal/cleaning/installation of the sight glass. To improve visibility of the oil level during inspection, use blue dye (PWC05-026) (Ref. 72-00-00, Description and Operation, Engine Approved Lubricating Oils).

(1)

Fill with engine oil (PWC03-001). Bring level to MAX mark on sight gage.

(2)

Carry out a dry motoring run to prime oil pumps and lines (Ref. Adjustment/Test).

CAUTION: OIL LEVEL ABOVE THE MAX MARK CAN NOT ALWAYS BE CLEARLY SEEN ON THE SIGHT GLASS. OIL ABOVE THE MAX MARK CAN POSSIBLY RESULT IN AN INTERNAL OIL LEAK, OIL SMELL, SMOKE IN THE CABIN AND AN INTERNAL ENGINE FIRE. (3)

Add oil (PWC03-001) until level shown on sight glass is 3 quarts below MAX mark.

(4)

Start engine (Ref. Adjustment/Test).

(5)

Run engine at ground idle and exercise the propeller a minimum of 3 times from feather to unfeather.

(6)

Before shut down, run engine for a minimum of 20 seconds with propeller in feather position.

(7)

Shut down engine (Ref. Adjustment/Test).

(8)

Check engine oil level within 30 minutes (15 ± 5 minutes is considered optimum) of engine shut down.

(9)

Add engine oil (PWC03-001) to required level as determined by operator’s experience, never exceeding MAX indication nor letting level drop below MIN or ADD 3 marks.

(10)

Check for oil leaks. Rectify if necessary.


Page 338 May 02/2003


12.

Oil Level Check and Top-up A.

General Oil Level Check (1)

Engine oil levels must be checked within 30 minutes (15 ± 5 minutes is considered optimum) of engine shutdown, with the oil temperature, as a minimum above 113°F (45°C). During shutdown, the engine must run for a minimum of 20 seconds with the propeller in feather. This ensures that the maximum amount of oil is returned from the PVM via the reduction gearbox to the oil tank. If this procedure is not followed, the oil level sightglass indication may not be accurate. NOTE:

B.

Engines left overnight may have misleading oil level indications. If engine did not have level checked after last flight or the oil temperature, as a minimum is not above 113°F (45°C), an engine run must be carried out per the step above.

Top-up NOTE:

If the sight glass is dirty, oil level inspection is not easy. Refer to Chapter 72-01-50 for removal/cleaning/installation of the sight glass. To improve visibility of the oil level during inspection, use blue dye (PWC05-026) (Ref. 72-00-00, Description and Operation, Engine Approved Lubricating Oils).

CAUTION: OIL LEVEL ABOVE THE MAX MARK CAN NOT ALWAYS BE CLEARLY SEEN ON THE SIGHT GLASS. OIL ABOVE THE MAX MARK CAN POSSIBLY RESULT IN AN INTERNAL OIL LEAK, OIL SMELL, SMOKE IN THE CABIN AND AN INTERNAL ENGINE FIRE. (1)

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

If oil level can be clearly seen on the sight glass, refer to step (1)(a), preceding.

2

If oil level still cannot be clearly seen on the sight glass: Drain oil (PWC03-001) (Ref. Para. 8.) to required level as determined by operator’s experience, never exceeding MAX indication nor letting level drop below MIN or ADD 3 marks.


Page 339 May 02/2003


13.

Oil Consumption Trend Monitoring A.

B.

General (1)

The amount of oil added to bring level on sight glass to MAX mark or normal operating level (Ref. Para. 11.) is recorded in graph form. The units may be lb/hr (kg/hr) or quart/hr (liter/hr).

(2)

0.5 lb/hr (0.227 kg/hr) is maximum oil consumption permissible which is equivalent to 0.270 quart/hr (0.256 liter/hr).

(3)

Oil level check and replenishing must be carried out at intervals recommended by MRB.

Procedure (1)

When carrying out oil system top-up, measure and record amount of oil added to top up tank to MAX mark on sight glass.

(2)

Check number of flight hours from last top-up.

(3)

Using following formula, determine oil consumption rate: Oil consumption (Ref. Step (1)) Flight hours (Ref. Step (2))

= oil/hour

(4)

Plot oil/hour value on a graph (Ref. Fig. 308).

(5)

Oil consumption above maximum permissible or a sudden or gradual increase must be investigated. Determine and rectify cause (Ref. Fault Isolation).


Page 340 May 02/2003


KG / HR

LB / HR

0.227 0.181 0.136 0.091 0.045

0.5 0.4 0.3 0.2 0.1 6 FEB.

13

20

27

6 MAR.

13

20

27

3

10

17

24

APR.

1

8

15

MAY

NOTE: THIS GRAPH IS A SAMPLE ONLY OF TYPICAL NORMAL OIL CONSUMPTION, NOT TO BE USED AS A BASE LINE

C18195 Oil Consumption Trend Monitoring - Sample Graph Figure 308


Page 341/342 May 02/2003


ENGINE - REMOVAL/INSTALLATION 1.

General A. B.

These instructions provide the information necessary for the handling of the engine in and out of the airframe and engine stands and module separation. Hot section component removal/installation is covered in 72-03-00 .

WARNING:

WEAR GOGGLES WHEN REMOVING LOCKWIRE.

WARNING:

GLOVES MUST BE WORN TO PROTECT SKIN WHEN DECONTAMINATING AREAS CONTAINING GASKETS OR PACKINGS WHICH HAVE DECOMPOSED DUE TO HIGH TEMPERATURES. HYDROFLUORIC ACID IS PRODUCED WHEN THE MATERIAL DECOMPOSES. MEDICAL TREATMENT IS REQUIRED AS SOON AS POSSIBLE IF THE ACID TOUCHES BARE SKIN.

NOTE: 2.

Use engine oil (PWC03-001), for general lubrication, unless stated otherwise.


3.


Item No.

Name

PWC03-001 PWC05-089 PWC05-295

Oil, Engine Lockwire Lockwire (may be used instead of PWC05-089)


Name

PWC34200 PWC34294 PWC37106 PWC37107 PWC37108 PWC37109 PWC38212 PWC38307 PWC54002 PWC54213 PWC54214

Stand Support Support Support Support Support Adapter, Rear Adapter, Front Sling, Engine/Turbomachinery Adapter, Rear Adapter, Front

72-00-00 ENGINE - REMOVAL/INSTALLATION

Page 401 Mar 11/2005


4.

Fixtures, Equipment and Supplier Tools The fixtures, equipment and supplier tools listed below are referred to in procedural text. Name Hoist, 2000 lb. (907 kg) safe working load (SWL)

5.

Removal A.

B.

Engine from Airframe (1)

Remove power plant panels and drain oil (Ref. Servicing).

(2)

Depending on purpose of engine removal, remove propeller and engine-mounted accessories. Prepare engine for storage/shipping.

(3)

Install shipping closures on apertures created by removal of accessories.

(4)

Disconnect and remove, as necessary, system tubing, electrical harness, control linkage and associated brackets and washers.

(5)

Install shipping closures on disconnected tubes and engine adapters.

(6)

Install sling (PWC54002), rear adapter (PWC54213) and front adapter (PWC54214).

(7)

Attach sling to hoist and take weight of engine.

(8)

Release engine mounts and raise engine clear of airframe.

Engine from Stand (PWC34200) (Ref. Fig. 401) (1)

Drain oil if shipping intended (Ref. Servicing).

(2)

Install sling (PWC54002) (1), rear adapter (PWC54213) (16) and front adapter (PWC54214) (15).

(3)

Attach sling to hoist and take weight of engine.

(4)

Remove bolts (9, 10) and nuts (11).

(5)

Remove ball lockpins (14) and lower supports (PWC37106, PWC37108, respectively) (12, 13) .

CAUTION: DO NOT ATTEMPT TO LIFT AN ENGINE THAT IS ATTACHED TO THE STAND. (6)

Lift engine clear of stand (2).

(7)

If fitted, remove slave bolts (4, 6) and stand adapters (PWC38307, PWC38212, respectively) (3, 5) .


Page 402 Mar 11/2005


6.

Installation A.

Engine in Airframe NOTE: (1)

Inspect propeller shaft inside diameter for visible crack before engine installation (Ref. 72-10-00)

Remove engine from stand (Ref. Para. 5. B.). NOTE:

To facilitate oil system priming of engines which have not run for more than 90 days, the pressure oil check valve spring and washers may be removed prior to engine installation (Ref. Steps (9) (a) to (g) inclusive).

(2)

Install engine in airframe; connect engine mounts, electrical harnesses and control linkages (Ref. AMM).

(3)

Remove sling and front and rear adapters.

(4)

Remove shipping closures. Install accessories and connect system tubing, electrical harness, control linkage and associated brackets and washers.

(5)

Fill oil system to mark (Ref. Servicing).

(6)

Advance condition lever to START position and push ignition button ON.

(7)

Check that both igniters are audible.

(8)

Prime pressure oil pumps as follows: (a) Loosen oil line at oil cooler adapter located adjacent to oil pump (Ref. AMM). (b) Disconnect oil line from oil cooler adapter (2, Fig. 402) located adjacent to pressure oil filter (Ref. AMM). (c) Raise connector (1) above level of engine oil inlet port. Pour oil (PWC03-001) slowly into the connector until oil seeps from the loose connector adjacent to oil pump. Hand tighten loose connector and continue pouring until the oil lines and pressure pump are filled and oil flows from connector (1). (d) Connect the oil line to the oil cooler adapter (2) and torque both oil line connectors (Ref. AMM).

(9)

If the engine has not been run for more than 90 days, prime oil system as follows: (a) Remove pressure oil filter and cover (Ref. 72-01-50, SERVICING). Do not remove packings from cover and filter. (b) Remove air tube assembly (6, Fig. 403) from pressure oil check valve (Ref. 72-01-30, REMOVAL/INSTALLATION).


Page 403 Mar 11/2005


1

16

15

10

11 6

5 9

13

4 8

12 7

3

14 2 14

17

C11867C Stand PWC34200 - Engine Removal/Installation Figure 401


Page 404 Mar 11/2005


Key to Figure 401 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

Sling Stand Adapter, Front Bolt Adapter, Rear Bolt Support Support Bolt Bolt Nut Support Support Ball Lockpin Adapter, Front Adapter, Rear Support, Assy

CAUTION: COVER RESTRAINS SPRING. (c) Remove bolts (1), cover (2), packing (3), spring (4) and washers (5). Record quantity. Do not remove packing from cover. (d) Put spring and washers into a plastic bag identified with engine serial number. (e) Install cover (2) and bolts (1). Torque bolts fingertight. (f)

Install air tube assembly (6). Do not secure clamp assemblies (Ref. 72-01-30, REMOVAL/INSTALLATION).

(g) Install pressure oil filter and cover (Ref. 72-01-50, SERVICING). CAUTION: ENSURE AIR BLEED IS OFF. (h) Air Bleed - OFF. CAUTION: STOP MOTORING AFTER OIL PRESSURE IS REGISTERED ON GAGE. (i)

Carry out a dry motoring run(AMM) until an oil pressure indication is shown on gage. Abort motoring if an oil pressure indication is not obtained within 15 seconds. Determine and rectify cause before repeating run.

(j)

Remove pressure oil filter and cover. Discard packings (Ref. 72-01-50, SERVICING).


Page 405 Mar 11/2005


OIL

1 2

C32217 Aircraft Oil Cooler and Pressure Pump - Priming Figure 402


Page 406 Mar 11/2005


Key to Figure 402 1. 2.

Connector Adapter

(k) Remove air tube assembly (6, Fig. 403) (Ref. 72-01-30, REMOVAL/ INSTALLATION). (l)

Remove bolts (1), cover (2) and packing (3). Discard packing.

(m) Lubricate new packing (3) with engine oil (PWC03-001) and install on cover (2). (n) Install washers (5), spring (4), cover (2) and bolts (1). Torque bolts 32 to 36 lb.in. (3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295). NOTE:

The number of washers varies between one minimum and five maximum. Re-assemble, using the same number of washers recorded in step (c).

(o) Install air tube assembly (6) (Ref. 72-01-30, REMOVAL/INSTALLATION). (p) Lubricate new packings with engine oil (PWC03-001) and install on pressure oil filter and filter cover. (q) Install pressure oil filter and cover (Ref. 72-01-50, SERVICING). (10)

Disconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40, REMOVAL/INSTALLATION).

CAUTION: PROLONGED MOTORING (IN EXCESS OF 15 SECONDS) MAY RESULT IN LEAKAGE OF OIL INTO EXHAUST DUCT AND P2.5 AIR PLENUM WITHIN THE INTERCOMPRESSOR CASE. (11)

Carry out a wet motoring run(AMM) .

(12)

Check that solid stream of fuel comes out of fuel supply line.

(13)

Move condition lever to SHUT position. Check that stream of fuel stops.

(14)

Move condition lever to START position. Check that fuel stream resumes.

(15)

Reconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40, REMOVAL/INSTALLATION).

(16)

Fill oil tank 2 quarts (1.892 liters) below maximum level.

(17)

Switch on ignition and start engine (Ref. AMM).

(18)

Run engine at ground idle and exercise propeller a minimum of 3 times from feather to unfeather.


Page 407 Mar 11/2005


3

2

4

6

5

1

C21069 Oil Check Valve - Removal of Spring and Washers Figure 403


Page 408 Mar 11/2005


Key to Figure 403 1. 2. 3. 4. 5. 6.

B.

Bolt Cover Packing Spring Washer Tube Assembly

(19)

Before shutdown, run engine for a minimum of 20 seconds, with propeller in feather position.

(20)

Shut down engine (Ref. AMM).

(21)

Check engine oil level within 30 minutes (15 ± 5 minutes is considered optimum) of engine shutdown.

(22)

Add engine oil to required level as determined by operator’s experience, never exceeding MAX indication or letting level drop below MIN or ADD 3 marks.

(23)

Check for fuel and oil leaks. Rectify if necessary.

Engine in Stand (PWC34200) (Ref. Fig. 401) (1)

Install front adapters (if airframe/engine mounts removed) (PWC38307) (3) and bolts (4); torque bolts 720 to 800 lb.in. (81.36-90.40 Nm).

(2)

Install rear adapters (if airframe/engine mounts removed) (PWC38212) (5) and bolts (6); torque bolts 290 to 325 lb.in. (32.77-36.73 Nm).

(3)

Position stand (2) under engine and apply stand brake.

(4)

Lower engine onto stand and align front support (PWC37107) (7) and rear support (PWC37109) (8) with front and rear adapters on same side of engine.

(5)

Attach adapter (3) to front support with bolt (9).

(6)

Attach adapter (5) to rear support with bolt (10) and nut (11).

(7)

Raise front support (PWC37106) (12) and rear support (PWC37108) (13) and align supports with adapters.

(8)

Attach support (12) to adapter with bolt (9), and attach support (13) to adapter with bolt (10) and nut (11).

(9)

Install ball lockpins (14) in supports.

(10)

Remove sling (1), adapters (15, 16) and hoist. NOTE:

Reduction Gearbox and Turbomachinery modules are separated in 72-02-00.


Page 409/410 Mar 11/2005


ENGINE - ADJUSTMENT/TEST 1.

General A.

These instructions provide information necessary for adjusting and testing the engine after replacement of reduction gearbox, turbomachinery, engine or accessories.

B.

Carry out instructions to operate engine in conjunction with instructions in airframe maintenance manual.

WARNING:

WEAR GOGGLES WHEN REMOVING LOCKWIRE.

CAUTION: INTERCHANGEABILITY REQUIREMENTS MUST BE REVIEWED WHEN REPLACING PARTS TO ENSURE COMPATIBILITY WITH EXISTING SERVICEABLE COMPONENTS. NOTE: 2.

Lubricate packings with engine oil (PWC03-001), unless otherwise stated.


3.


Item No.

Name

PWC03-001 PWC05-089 PWC05-295

Oil, Engine Lockwire Lockwire (may be used instead of PWC05-089)


4.

Tool No.

Name

PWC37651

Puller

Fixtures, Equipment and Supplier Tools Not Applicable

5.

Engine Ground Running Operating Limits The parameters which the engines should meet on ground test, when installed in the aircraft, are shown in Chapter 05-10-00.

6.

Engine/Component Replacement Test Requirements In the event of an engine or component replacement, the test required to functionally check the engine or component is listed in Table 501.

72-00-00 ENGINE - ADJUSTMENT/TEST

Page 501 Mar 09/2001


TABLE 501, Engine/Component Replacement Test Requirement Test Required (See NOTE 1)

TMM / FUEL O/S GOV ENGINE/ PUMP / O/S HYDRAULIC RGB PROP EEC MFCU PCU AFU GOV. PUMP IBV

Oil Pressure (Ref. Para. 10., Subpara. A.)

X

Propeller Purging

X

X

Leak Check (See NOTE 2)

X

X

Ground Idle

X

X

Flight Idle/Maximum RPM

X

Minimum RPM (Min. Governing NP)

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

Maximum Power/ Maximum RPM

X

X

X

X

X

X

X

Reverse Maximum Governing

X

X

X

X

X

X

X

Propeller Overspeed

X

X

X

X

X

LO PITCH Test

X

X

X

X

Engine Trimming (EEC)

X

Power Assurance (Ref. Para. 10., Subpara. J.)

X

Propeller Overspeed Protection System Test

X

EEC Fail Fixed Mode and MFC Manual Mode Test

X

Acceleration Check (Ref. Para. 10., Subpara. K.)

X

X

X

X

X

X

X

X X

X X

X

IBV Test (Ref. 72-01-30, Adjustment/Test)

X

NOTE: 1. Refer to Aircraft Maintenance Manual unless otherwise stipulated. NOTE: 2. A leak check is necessary when fuel 72-01-40 or oil 72-01-50 system components have been replaced. 7.

Overtorque and Overtemperature Limits Refer to Chapter 05-10-00 for overtorque limits and overtemperature limits.


Page 502 Mar 01/2002


8.

Starting A.

Prestart CAUTION: GROUND RUNNING MUST ALWAYS BE CARRIED OUT WITH THE AIRCRAFT FACING INTO WIND.

B.

(1)

Check oil level; fill one quart below MAX (Ref. Servicing) .

(2)

Check for security of engine and components.

(3)

Check for fuel and oil leaks.

(4)

Check engine controls for function and freedom of movement.

(5)

Accessory loads - OFF.

(6)

Bleed air - OFF.

Wet Motoring (1)

Electrical power supply - ON.

(2)

Ignition - OFF.

(3)

Fuel supply valve - OPEN.

(4)

Fuel boost pump - ON,

(5)

Power lever - GRD IDLE.

(6)

Condition lever - OFF.


Press START button for Eng. No. 1 or Eng. No. 2 as appropriate and check green START light illuminates.

(8)

Check NH starts to increase.

CAUTION: PROLONGED MOTORING MAY RESULT IN LEAKAGE OF OIL INTO EXHAUST DUCT AND P2.5 PLENUM. (9)

When NH passes through 10%, advance appropriate condition lever to FEATHER (fuel on) for 15 seconds maximum. NOTE:

Discontinue engine motoring if positive oil pressure is indicated.

(10)

Retard condition lever - OFF.

(11)

Starter control switch - Press to OFF position. Check green light extinguishes.

(12)

Check for unusual noises during rundown.


Page 503 Jul 13/2001


C.

(13)

Electrical power supply - OFF.

(14)

Check engine for oil or fuel leaks.

Dry Motoring (to purge engine of fuel after wet motoring run or in the event of fire occurring in the engine after starting or permit a compressor wash to be carried out.)

CAUTION: CARRY OUT DRY MOTORING RUN BEFORE STARTING ENGINE. NOTE:

A dry motoring run is not required if the wet motoring run was carried out to depreserve the fuel system.

(1)

Condition lever - FUEL OFF.

(2)

Ignition - OFF.

(3)

Electrical power supply to engine - ON.

(4)

Fuel supply valve - OPEN.

(5)

Fuel boost pump switch - ON,


Press START button for Eng. 1 and Eng. 2 as appropriate and check green START light illuminates. Check NH starts to increase.

CAUTION: PROLONGED MOTORING MAY RESULT IN LEAKAGE OF OIL INTO EXHAUST DUCT AND P2.5 PLENUM. (7)

Motor engine for 15 seconds. NOTE:

D.

Discontinue engine motoring if positive oil pressure is indicated.

(8)

Engine start control switch - Press to OFF position. Check green light extinguishes.

(9)

Fuel boost switch - OFF.

(10)

Fuel supply valve - CLOSED.

(11)

Electrical power supply to engine - OFF.

Start NOTE:

After motoring cycle(s) or aborted start(s), the engine is recommended to be run for at least 3 minutes before engine Air Bleed is selected ON.

CAUTION: OIL AT TEMPERATURES BELOW -40°C (-40°F) MUST BE PREHEATED PRIOR TO STARTING ENGINE. (1)

Electrical power supply - ON. NOTE:

A ground power unit (GPU) is recommended to be used to reduce maximum ITT/T6 during engine start.


Page 504 Mar 09/2001


(2)

Electronic engine control (EEC) - Press to ON position.

(3)

Ignition - ‘‘1’’, ‘‘2’’ or both as required.

(4)

Fuel valve - OPEN.

(5)

Fuel boost pump - ON.

(6)

Air bleed - Closed.

(7)

Condition lever - FUEL OFF.

(8)

Power lever - FLT IDLE.

(9)

Power rating switch - select ATO.


Press START button for Eng. No. 1 or Eng. No. 2 as appropriate and check green START light illuminates.

(11)

Check: CAUTION: IF NH FAILS TO INCREASE AFTER PRESSING START BUTTON, PRESS START BUTTON TO OFF POSITION. SWITCH IGNITION OFF AND INVESTIGATE (REF. FAULT ISOLATION). (a) NH starts to increase. (b) NL starts to increase.

CAUTION: IF ANY OF THE FOLLOWING OCCURS, MOVE START CONTROL SWITCH TO OFF POSITION, SWITCH IGNITION OFF, RETARD CONDITION LEVER TO ‘‘OFF’’, ALLOW ENGINE TO DRAIN FOR 30 SECONDS: v ENGINE FAILS TO LIGHT UP WITHIN 10 SECONDS AFTER ADVANCING CONDITION LEVER TO FEATHER. v ENGINE LIGHTS UP BUT FAILS TO ACCELERATE TO 66% ± 2% NH WITHIN 50 SECONDS IN EEC MODE (30 SECONDS IN MANUAL MODE). v INTERTURBINE TEMPERATURE (ITT/T6) EXCEEDS STARTING LIMITS (REF. 05-10-00). v NH EXCEEDS 78%.


Page 505 Jul 13/2001


v NO POSITIVE OIL PRESSURE ABOVE 40% NH. CAUTION: IF FOR ANY REASON THE START IS ABORTED BEFORE FUEL ON, ALLOW ENGINE TO STOP ROTATING BEFORE REPEATING THE COMPLETE START PROCEDURE, OBSERVING STARTER MOTOR OPERATING LIMITS. CAUTION: AFTER AN ABORTED START, ALLOW A 30 SECOND FUEL DRAIN PERIOD, FOLLOWED BY A 15 SECOND DRY MOTORING RUN, BEFORE ATTEMPTING START. CAUTION: IF ITT/T6 MAINTAINS 950°C (1742°F) FOR MORE THAN 5 SECONDS OR CONTINUOUS FLAME ISSUE FROM EXHAUST, CARRY OUT DRY MOTORING OF ENGINE. (12)

Either: (a) If ITT/T6 is less than 200°C (392°F) 1

Advance condition lever to FEATHER on passing 10% NH. or

(b) If ITT/T6 is greater than or equal to 200°C (392°F) 1

Advance condition lever to FEATHER between 10 and 19% NH.

(13)

Check ITT/T6 starts to increase within ten seconds after selecting condition lever to START. ITT/T6 must not exceed limits (Ref. 05-10-00).

(14)

Engine oil pressure - positive reading must occur at or before 40% NH. NOTE: 1. If reading is not within limits, check for correct assembly of PRV, remove and recalibrate pressure oil check valve. NOTE: 2. The pressure oil check valve must be calibrated on a test bench. Refer to Engine Overhaul Manual. NOTE: 3. At first engine run after installation, or maintenance to pressure regulating valve or oil check valve, a check should be made to verify correct operation. Start engine to warm up oil to between 50 to 115°C (122-239°F). Ensure that oil pressure is observed during this run. Shut engine down. Start engine; oil pressure-positive reading must occur between 25-40% NH.

CAUTION:

SHUT DOWN ENGINE (REF. PARA. A.) IF OIL PRESSURE IS LESS THAN 40 PSI.

(15)

Oil pressure 40 psi min.

(16)

ENG FUEL PRESS caution light goes out at approximately 40% NH.

(17)

Start green light goes off at between 55 to 65% NH.


Page 506 Jul 13/2001


9.

(18)

Ensure engine accelerates normally to 66 ± 2% NH.

(19)

Ensure ENG OIL PRESS caution goes out.

(20)

After engine stabilizes at IDLE for 3 minutes, select Air Bleed ON if required.

(21)

Operate engine at ground idle until the oil temperature exceeds 0°C (32°F).

Shutdown A.

Procedure (1)

Retard power lever to GRD IDLE. Check NH approximately 75% and NP 70.8 ± 8% (850 ± 10 rpm).

(2)

Retard condition lever to FEATHER - NH 66 ± 2%. Check that propeller goes into feather.

(3)

Select Air Bleed - OFF.

(4)

Run engine for a minimum 30 seconds (following operation in forward mode) or 1 minute (following operation in reverse mode). This allows even dissipation of heat from turbine area and return of scavenge oil to the tank.

CAUTION: IF EVIDENCE OF FIRE EXISTS AFTER SHUTDOWN, INDICATED BY SUSTAINED INTERTURBINE TEMPERATURE (ITT/T6), SWITCH IGNITION OFF AND DRY MOTOR ENGINE FOR 15 SECONDS. IF FIRE PERSISTS, CONTINUE MOTORING ENGINE.

10.

(5)

Retard condition lever to OFF. During rundown, check compressors decelerate freely with no unusual noise and oil pressure decreases suddenly between 25% and 35% NH.

(6)

Fuel boost pump - OFF.

(7)

Fuel supply valve - CLOSED.

(8)

Electrical power supply - OFF.

(9)

Check oil level.(Ref. Servicing).

Checks A.

Oil Pressure (1)

Run engine at 80% NH and, when oil temperature reaches 70 to 90°C (160-194°F), check oil pressure is 55 to 65 psid.

(2)

Oil Pressure Adjustment (Ref. Fig. 501)


Page 507 Mar 01/2002


WARNING:

COVER RESTRAINS SPRING.

(a) Remove bolts (1), bracket (2), cover (3), packing (4), and washer (6) using puller (PWC37651). Discard packing. (b) Add spacer(s) (5) to increase or remove spacer(s) (5) to decrease oil pressure. NOTE:

Number of spacers can vary between one minimum and six maximum.

(c) Lubricate packing (4) and install on cover (3). (d) Install cover, bracket (2), washer (6) and bolts (1). Torque bolts 32 to 36 lb.in. (3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295). (e) Run engine at 80% NH and, when oil temperature reaches 70 to 90°C (160-194°F), check oil pressure is 55 to 65 lb.in. B.

Leak Check (1)

C.

D.

E.

F.

Carry out leak check (Ref. 72-01-40, ADJUSTMENT/TEST; 72-01-50, ADJUSTMENT/TEST).

Ground IDLE - NH GOVERNING (1)

PLA - GI, CLA - FEATHER, Air Bleed - OFF.

(2)

Check NH - 66 ± 2%.

Flight IDLE - NH GOVERNING (1)

PLA - FI, CLA - FEATHER, Air Bleed - OFF.

(2)

Check NH - 74 ± 2%.

Flight IDLE/MIN NP GOVERNING (1)

Engine air-bleed OFF and PLA - FLT IDLE.

(2)

Engine rating selector - TO or FLIGHT.

(3)

Advance CLA - UNFEATHER.

(4)

Check propeller unfeathers, NP increases to 70.8 ± .8 % (850 ± 10) rpm and NH is approximately 74%.

REVERSE/MIN. and MAX NP Governing (1)

PLA - FLT IDLE, CLA - UNFEATHER position and Air Bleed - OFF.

(2)

Engine rating selector - ATO.


Page 508 Mar 01/2002


(3)

Retard PLA - REVERSE.

(4)

Check: (a) NP stabilizes at 91.7 ± 0.8% (1100 ± 10 rpm). (b) NH varies as propeller blade angles change due to BETA schedule. Minimum NH 66%.

G. Maximum Forward Governing (T.O.P or ITT/T6 Limit) (1)

PLA - FLT IDLE, CLA - UNFEATHER and engine Air Bleed - OFF.

CAUTION: DO NOT EXCEED TORQUE AND ITT/T6 LIMITS (REF. CHAPTER 05-10-00).

H.

I.

(2)

Advance PLA until NP stabilizes (NP governing).

(3)

Check: MAX GOV at 1200 ± 10 NP.

EEC Manual Reversion (1)

PLA - FLT IDLE, CLA - FEATHER , engine Air Bleed - OFF and EEC MODE - ON.

(2)

Check NH - 74 ± 2%.

(3)

Change EEC MODE to MANUAL MODE.

(4)

Check: EEC reverts to MANUAL and NH stabilizes at 77.9 ± 2%.

(5)

Retard PLA to GD IDLE. Check NH stabilizes at 75.5 ± 2%.

(6)

Advance PLA to FLT IDLE. Check NH stabilizes at 77.9 ± 2%.

(7)

When conditions in step (6) are satisfied, select EEC MODE - ON.

(8)

Check: EEC changes to ON and NH returns to 74 ± 2%.

Autofeather and Uptrim (both engines running) (1)

PLA - FLT IDLE and CLA - UNFEATHER.

(2)

Record torque, NH and propeller speed (both engines).

(3)

Select AUTOFEATHER - ON.

(4)

Hold No. 1 and No. 2 AUTOFEATHER TEST switches on TEST.

(5)

Check Autofeather ready message is displayed and both torque indicators show 55% minimum.

(6)

Release No. 1 AUTOFEATHER TEST switch while keeping No. 2 TEST switch to TEST.


Page 509 Mar 01/2002


3

2

4

5

1

6

C12163A Oil Pressure - Adjustment Figure 501


Page 510 Jul 13/2001


Key to Figure 501 1. 2. 3. 4. 5. 6. (7)

Bolt Bracket Cover Packing Spacer Washer

Check: (a) No. 1 torque returns to value recorded in step (2). (b) PWR UPTRIM message comes on and on No. 2 ENGINE UPTRIMS - Record NH which should be the same or show a slight increase from value recorded in step (2). (c) After approximately 2 seconds, Autofeather ready message goes out and No. 1 auxiliary feathering pump operation message is displayed. (d) No. 1 propeller feathers and propeller speed decreases.

(8)

Release No. 2 AUTOFEATHER TEST switch.

(9)

Check: (a) UPTRIM message goes out and No. 2 engine NH and torque return to the values recorded in step (2). (b) No. 1 propeller unfeathers. (c) No. 1 engine stabilizes at FLT IDLE (NH, torque and propeller speed return to the values recorded in step (2)).

(10)

Hold No. 1 and No. 2 AUTOFEATHER TEST switches on TEST.

(11)

Check Autofeather ready message comes on and both torque indicators show 55% minimum.

(12)

Release No. 2 AUTOFEATHER TEST switch while keeping No. 1 TEST switch to TEST.

(13)

Check: (a) No. 2 torque returns to value recorded in step (2). (b) PWR UPTRIM message comes on, No. 1 engine UPTRIMS - record NH which should be the same or show a slight increase from value recorded in step (2). (c) After approximately 2 seconds, Autofeather ready message goes out and No. 2 auxiliary feathering pump operation message is displayed.


Page 511 Mar 01/2002


(d) No. 2 propeller feathers and propeller speed decreases. (14)

Release No. 1 AUTOFEATHER Test Switch.

(15)

Check: (a) UPTRIM message goes off and No. 1 engine NH and torque return to the values recorded in step (2). (b) No. 2 propeller unfeathers. (c) No. 2 engine stabilizes at FLT IDLE (NH, torque and propeller speed return to the values recorded in step (2).

J.

(16)

Advance PLA (both engines) until 70% torque is obtained.

(17)

Check Autofeather ready message comes on.

(18)

Retard PLAs - FLT IDLE.

(19)

Check Autofeather ready message goes off.

(20)

Select AUTO-FEATHER - OFF.

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

Record outside air temperature (OAT) and pressure altitude. NOTE:

The correct pressure altitude may be obtained as follows: v Set altimeter calibration window to standard barometric pressure (29.92 Hg) or (1013 Mbars). v Altimeter reading is the actual Pressure Altitude around aircraft. v Do not use corrected barometric pressure as supplied by the tower.

(2)

Determine and record target torque (Ref. Fig. 502).

(3)

Determine and record maximum NH (Ref. Fig. 503), NL (Ref. Fig. 504), ITT/T6 (Ref. Fig. 505) and WF (Ref. Fig. 506) values.

(4)

Start engine (Ref. AMM).


Page 512 Mar 01/2002


(5)

Move condition lever to MAX RPM position and check NP is 100%.


Page 512A/512B Jul 13/2001


CAUTION: DO NOT EXCEED MAXIMUM RATED TORQUE (REF. 05-10-00). IF TARGET POWER CAN NOT BE ACHIEVED WITHIN MAXIMUM RATED TORQUE BECAUSE NP IS TOO LOW, FIND AND RECTIFY THE CAUSE OF LOW NP. (6)

Move power lever until target torque is reached (Ref. step (2)). Ensure air bleed is closed. Stabilize for three minutes. NOTE:

If NP is not 100%, revise target torque, using the following formula: Corrected target torque = target torque x

100% NP Actual NP

Repeat step (6), using the corrected target torque. (7)

Record NH, NL, ITT/T6 and WF.

(8)


(9)

Check OAT and pressure altitude is same as that recorded in step (1).

(10)

Check engine parameters as follows: (a) Normal power assurance check 1

If ITT/T6 is within 5°C of the limit, on the lower side perform another power assurance check within one (1) week.

2

If NH is within 0.25% of the limit, on the lower side, perform another power assurance check within one (1) week.

(b) Power assurance check after hot section inspection (HSI) NOTE:

1

Adequate NH, NL and ITT/T6 margins enable hot sections to complete an average life for an operator’s fleet. This life will differ from operator to operator, depending on operating conditions (environment and type of operation).

If a Post-HSI power assurance has been carried out, the recommended minimum NH, NL and ITT/T6 margins relative to the applicable chart is as indicated in Table 502:

TABLE 502, Recommended Minimum Relative Margins at Power Assurance following an HSI NH

NL

ITT/T6

3.2%

3.0%

30°C

NOTE:

When an engine is installed in an airframe after a shop visit, it is normal that the engine parameters (NH, NL, ITT/T6) may differ from the numbers derived from the test cell performance test sheet. When performing a Power Assurance Check after installation, the following parameter changes relative to test cell parameters are typical: (NH (+ 0.2%/ −0.5%); NL (± 0.3%) and ITT/T6 (± 8°C).


Page 513 Mar 01/2002


2

If the NH, NL and ITT/T6 margins recommended after HSI are not met, hot section life will be affected. Operators can either: Remove and rematch the engine (Ref. 72-03-00 - Approved Repair). or If within power assurance limits, operate the engine and accept the reduced hot section life.

(11)

If NH, NL, ITT/T6 and Wf recorded at step (7) are above maximum values recorded at step (3) or the margins are less then the minimum shown in step (10) (b) 1, check instrumentation for each engine parameter (Ref. AMM) and, if required, refer to Fault Isolation: (a) NH (Ref. Performance Deterioration (ECTM or High ITT (T6)). (b) NL (%) (Ref. Performance Deterioration (ECTM or High ITT (T6)). (c) ITT (°C) (Ref. High Temperature). (d) Wf (Ref. Excessive Fuel Consumption). NOTE:

K.

The engine is still serviceable if fuel flow (Wf) is over the limit and all other parameters are within limits. However, fuel flow serves as an indicator, and the accuracy of the readings for other parameters (NH, NL, ITT) should be investigated.

Acceleration Check (1)

Record outside air temperature (OAT) and pressure altitude.

(2)

Determine and record target torque (Ref. Fig. 502).

(3)

Determine and record torque value equivalent to 95% of target torque recorded in step (2).

(4)


(5)

Move condition lever to MAX. rpm position.

(6)

Move power lever until Flight Idle speed is obtained.

(7)

Select manual mode.

(8)

Move power lever slowly until torque value equivalent to 95% of target torque is obtained (Ref. step (3)).

(9)

Record NH and PLA position.

(10)

Move power lever to Flight Idle.


Page 514 Jan 16/2004

PRATT & WHITNEY CANADA

11000.

C66998 Power Assurance Check - Torque Figure 502


Page 515/516 Mar 09/2001

40. −50.

50.

60.

70.

90.

80.

TORQUE (%)

100.

−40.

−30.

−20.

−10.

OAT ( o C)

0.

10.

20.

30.

40.

9000.

7000.

5000.

3000.

1000

−1000

ALT (FT)

50.

MAINTENANCE MANUAL MANUAL PART NO. 3045542


C67000 Power Assurance Check - NH (%) Figure 503


Page 517/518 Mar 09/2001

−1000 94. −50.

96.

1000

3000. 98.

5000.

7000.

11000.

9000.

100.

104.

102.

NH (%)

106.

ALT (FT)

−40.

−30.

−20.

−10.

OAT ( o C)

0.

10.

20.

30.

40.

50.



Power Assurance Check - NL (%) Figure 504

72-00-00

Page 519/520 Mar 09/2001

−1000

−40. 94. −50.

96.

C67001

ENGINE - ADJUSTMENT/TEST

1000

3000

98.

100.

5000

7000

9000

102.

104.

11000

NL (%)

106.

ALT (FT)

−30.

−20.

−10.

OAT ( o C)

0.

10.

20.

30.

40.

50.



C67002 Power Assurance Check - ITT/T6 (°C) Figure 505


Page 521/522 Mar 09/2001

600. −50.

−1000 620.

640.

1000

3000. 660.

680.

5000. 700.

720.

740.

7000.

9000.

11000. 780.

800.

760.

INTERTURBINE TEMPERATURE (ITT/T6)( o C)

ALT (FT)

−40.

9000.

11000.

−30.

−20.

−10.

OAT ( o C)

0.

10.

20.

30.

40.

50.



C67003 Power Assurance Check - Fuel Flow (Wf) Figure 506


Page 523/524 Mar 09/2001

750. −50.

850.

950.

1050.

1150.

1250.

1350.

FUEL FLOW (WF)(PPH)

1450.

−40.

−30.

−20.

−10.

OAT ( o C)

0.

10.

20.

30.

40.

11000

9000

7000

5000

3000

1000

−1000

ALT (FT)

50.



(11)

Perform a slam acceleration by moving power lever within one second from Flight Idle to PLA position recorded in step (9).

(12)

Record time taken by the engine to accelerate from Flight Idle to the NH speed recorded in Step (9).

(13)

Retard power lever to Flight Idle, switch on EEC and shutdown engine (Ref. AMM).

(14)

Compare engine acceleration time recorded in step (12) to that shown in Figure 507 for an equivalent temperature.

(15)

If engine acceleration time is below that shown in Figure 507, the MFC is serviceable.

(16)

If acceleration time is above the limit shown in Figure 507, and all other troubleshooting procedures do not cure the problem, replace the MFC.


Page 525 Jan 16/2004


10.0

9.0

8 SECOND LIMIT

8.0

7.0

6.0 TIME (SEC’S) 5.0

4.0

3.0

2.0

1.0 −30

−20

−10

0

10 TEMPERATURE ( o C)

20

30

40

C31805A Acceleration - Time Limits Figure 507


Page 526 Mar 09/2001


ENGINE - INSPECTION/CHECK 1.

General A.

The instructions in this section outline details necessary to perform routine, hot section component, unscheduled and borescope inspections. NOTE:

2.

Use engine oil (PWC03-001) for general lubrication, unless stated otherwise.



Item No.

Name

PWC03-001 PWC05-042 PWC05-043 PWC05-061

Oil, Engine Lens Cleaner Lens Tissue Cloth, Abrasive, (Coated, Crocus) Stone, Abrasive, Flexible Cloth, Abrasive (320 grit)

PWC05-100 PWC05-101 3.


Name

PWC30128-15 PWC34910-101 PWC34910-800 PWC34910-802 PWC34910-804 PWC34913 PWC34939 PWC34960-201

Puller Borescope Assembly Guide Tube Guide Tube Guide Tube Holding Fixture Pusher Camera (optional) (Consists of an Olympus OM-2 Camera incorporating a 50 mm f:1.8 lens and a 1-9 focusing screen) Puller

PWC37651 4.

Fixtures, Equipment and Supplier Tools The fixtures, equipment and supplier tools listed below are referred to in procedural text. Name Fiberscope FBA 4-90T

72-00-00 ENGINE - INSPECTION/CHECK

Page 601 Jan 24/2006


Name Magnet Square-drive Socket Extension, 3/8 in. (9.5 mm) Swiss File 5.

Periodic Inspection Refer to (Chapter 05-20-00, SCHEDULED INSPECTION/MAINTENANCE INTERVALS).

6.

Rotor Components - Service Life Certain rotating components are subject to low cycle fatigue due to cyclic operation of the engine. The number of cycles at which the affected components must be replaced is specified in AIRWORTHINESS LIMITATIONS.

7.

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


Page 602 Jan 24/2006


8.

Low Pressure and High Pressure Impellers - Foreign Object Damage A.

LP Impeller (1)

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

(2)

Tools and Materials Required v Swiss file v Abrasive cloth (PWC05-101) v Crocus cloth (PWC05-061) v Abrasive stone (PWC05-100)

(3)

Blending Procedure CAUTION: INSPECT HP IMPELLER BEFORE REWORKING DAMAGED LP IMPELLER TO DETERMINE IF ENGINE REPLACEMENT IS REQUIRED. CAUTION: DO NOT USE POWER TOOLS. (a) The length and number of blends per vane are not restricted, except in Area Cc where only one blend is allowed, providing the blends conform with the following requirements: 1

When the distance between the blended area and vane tip is less than 2 times depth, blend up to tip (Ref. View D).

2

Leading edge tip damage - cut triangularly (Ref. View E).

3

In Area Cc, the minimum blend radius is 0.15 in. (3.81 mm).

4

Radius at the edges of a blend must be 0.03 in. (0.76 mm) minimum (Ref. Detail F).


Page 603 Jan 24/2006


5

In Areas Ca and Cb, the minimum blend Length G must be at least 2 times Depth H. The recommended length is 3 times Depth H (Ref. Detail F).


Page 604 Jan 24/2006


C E

A

0.150 IN. (3.81 mm) MINIMUM RADIUS

ACCEPTABLE

NOT ACCEPTABLE

AREA Cc & H − BLEND LIMITS

A C 0.030 IN. MIN (0.76 mm.)

Cb 0.030 IN. MIN (0.76 mm.)

(ONLY)

0.250 IN. MAX (6.35 mm) VIEW

D

A E 0.250 IN. .MAX (6.35 mm)

D Cb 1 IN. (25.4 mm) 0.125 IN. (3.17 mm)

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

E

Ca Cc SECTION

H

0.030 IN. MIN (0.76 mm.)

C−C

VIEW

E C30221B

LP Impeller - Inspection (Full and Splitter Vanes) Figure 601 (Sheet 1 of 3)


Page 605 Jan 24/2006


0.030 IN (MIN) (0.76 mm)

G

H1

K

H

H2

0.030 IN (MIN) (0.76 mm)

ACCEPTABLE DISTANCE BETWEEN ADJACENT BLENDS

BLEND SHAPE DETAIL

K

F

DETAIL

J

H1 H2

MERGED BLENDS ACCEPTABLE

DISTANCE BETWEEN ADJACENT BLENDS NOT ACCEPTABLE DETAIL

J

AREA Ca & Cb − BLEND LIMITS

C33529 LP Impeller - Inspection (Full and Splitter Vanes) Figure 601 (Sheet 2)


Page 606 Jan 24/2006


Airfoil Tip - Bent Damage (Typical)

C100507

LP Impeller - Inspection (Full and Splitter Vanes) Figure 601 (Sheet 3)


Page 607 Jan 24/2006


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

Area Name

Inspection Limits

Ca

Inner Leading Edge (extends 1.0 in. (25.4 mm) from root radius)

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

Cb

Outer leading edge and blade tip (extends from Ca to vane tip)

Cc

Leading edge root radius (at leading edge)

A

Vane tip

Nicks or dents 0.063 in. (1.60 mm) deep Max. and 0.125 in. (3.17 mm) long Max. are serviceable. Replace the impeller if nicks or dents are more than 0.063 in. (1.60 mm) deep and 0.125 in. (3.17 mm). (Ref. Notes 2 and 3).

E

Vane sides (suction/pressure)

Nicks or dents 0.004 in. (0.10 mm) deep Max. are serviceable. Blend repair nicks or dents more than 0.004 in. (0.10 mm) deep, to a maximum depth 0.006 in. (0.15 mm) and 0.025 in. (0.63 mm) long. (Ref. Notes 2 and 3).

H

Root radius (away from leading edge)

Nicks or dents 0.002 in. (0.05 mm) deep Max. are serviceable. Blend repair nicks or dents more than 0.002 in. (0.05 mm) deep, to a maximum depth 0.003 in. (0.07 mm) and 0.010 in. (0.25 mm) long. (Ref. Notes 2 and 3).

Nicks or dents 0.030 in. (0.76 mm) deep Max. and 0.060 in. (1.52 mm) long Max. are serviceable. Blend repair nicks or dents more than 0.030 in. (0.76 mm) deep and 0.060 in. (1.52 mm) long, to a maximum depth 0.250 in. (6.35 mm). (Ref. Notes 2 and 3). Blend repair nicks or dents 0.030 in. (0.76 mm) deep Max. and 0.060 in. (1.52 mm) long Max., to a maximum depth of 0.040 in. Replace the impeller if nicks or dents are more than 0.030 in. (0.76 mm) deep and 0.060 in. (1.52 mm) long.


Page 608 Jan 24/2006


NOTE: 1. A dent is surface damage without sharp edges. A nick is surface damage with sharp edges. NOTE: 2. Nicks or dents must be blended if raised material or tears are present. NOTE: 3. Serviceable and blend repaired nicks or dents must be monitored, by visual inspection or by using a borescope, every routine periodic inspection for the presence of or beginning of a crack. The periodic inspection interval must not exceed 1250 hours. Cracks are not acceptable. 6

When the distance between the deepest points in two adjacent blended areas is less than 3 times depth (H2) of the deepest blend, the blends should be merged (Ref. Detail J).

7

Rework along and parallel to leading edge, when finish blending.

8

Break sharp edges 0.003 to 0.015 in. (0.070-0.380 mm) after rework.

9

No tool marks or grooves are permitted after rework.

10

Round bottom of blend.

11

To ensure the amount of rotor unbalance is minimized, after rework, multiply depth of the blended area(s) with the length(s) (Ref. Note). If the result is more than 0.045 sq. in. (29.032 sq. mm), the opposite vane must be reworked to incorporate blended area(s) having similar shape(s) and position(s). NOTE:

For triangular cuts, multiply length by depth and divide by 2. (i.e. length x depth / 2).

B.

HP Impeller (1)

Use a borescope (Ref. Para. 9.) to do a visual inspection of the impeller for dents, nicks, tears and/or cracks (Ref. Fig. 602).

(2)

With the borescope findings, use Table 602 to identify the necessary actions based on the type and location of damage


Page 609 Jan 24/2006


A

A

C

Cc

AREA Cc

C

A

FULL BLADES

0.125 in. (3.17 mm)

Ref. 0.900 in. (22.86 mm)

Ref. 2.600 in. (66.05 mm)

SPLITTER BLADES

0.125 in. (3.17 mm)

Ref. 0.900 in. (22.86 mm)

Ref. 1.600 in. (40.64 mm)

C12555B HP Impeller - Inspection (Full and Splitter Vanes) Figure 602


Page 610 Jan 24/2006


TABLE 602, HP Impeller Inspection (Full and Splitter Vanes) (Ref. Fig. 602) TYPE OF DAMAGE Dent (Ref. Fig. 603)

Nick (Ref. Fig. 604) (Ref. NOTE 1)

Tear (Ref. Fig. 605) (Ref. NOTE 1)

AREA A (Vane tip) or Area C (Leading edge, extends from root radius)

AREA Cc (Root radius, at leading edge)

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

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

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

A dent more than 0.500 in. (12.7 mm) in length that extends into Area Cc, refer to Category 1.

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

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

A nick between 0.020 to 0.120 in. (0.51-3.05 mm) in size, refer to Category 1.




A nick more than 0.300 in. (7.62 mm) in size, refer to Category 3.

A nick more than 0.080 in. (2.03 mm) in size, refer to Category 3.

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

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

A tear between 0.020 to 0.120 in. (0.51-3.05 mm) in size, refer to Category 1.



A tear between 0.040 to 0.080 in. (1.02-2.03 mm) in size, refer to Category 2

A tear more than 0.300 in. (7.62 mm) in size, refer to Category 3.

A tear more than 0.080 in. (2.03 mm) in size, refer to Category 3.


Page 611 Jan 24/2006


TABLE 602, HP Impeller Inspection (Full and Splitter Vanes) (Ref. Fig. 602) (Cont’d) AREA A (Vane tip) or Area C (Leading edge, extends from root radius)

TYPE OF DAMAGE Crack (Ref. NOTE 1)

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

AREA Cc (Root radius, at leading edge) Any crack in this Area, refer to Category 3.

A crack between 0.020 to 0.120 in. (0.51-3.05 mm) in size, refer to Category 1. A crack between 0.120 to 0.300 in. (3.05-7.62 mm) in size, refer to Category 2. A crack more than 0.300 in. (7.62 mm) in size, refer to Category 3. NOTE: 1. The term ‘‘Size’’, is used for a nick, tear or crack and is defined as the greater dimension, either length or depth, characterizing the damage. NOTE: 2. If any FOD has caused the engine to become prone to engine surges or causes unusual compressor whining, the engine must be removed immediately. Category 1: Record the size and type of damage found. Do a subsequent borescope inspection after 100 hours, but not later then 200 hours. If the subsequent inspection reveals no change in the condition of the damage from the initial inspection, no more action is required. If any crack is seen to grow in size or propagate from the damaged area, or if material is missing since the last inspection, the engine must be scheduled for removal in less than 10 hours. Category 2: Record the size and type of damage found. Do a subsequent borescope inspection at intervals not to exceed 200 hours, up to a maximum of 1000 cycles, after which the engine must be removed. If any crack is seen to grow in size or propagate from the damaged area, or if material is missing since the last inspection, the engine must be scheduled for removal in less than 10 hours. Category 3: The engine must be scheduled for removal in less than 10 hours.


Page 612 Jan 24/2006


DENT LENGTH

C76645 HP Impeller - Example of a Dent Figure 603


Page 613 Jan 24/2006


C76646 HP Impeller - Example of a Nick Figure 604


Page 614 Jan 24/2006


C76647 HP Impeller - Example of a Tear Figure 605


Page 615 Jan 24/2006


9.

Borescope Inspection A.

General CAUTION: THE BORESCOPE IS FRAGILE AND VULNERABLE TO RADIATION, SHOCK, TWISTING AND PINCHING. EXTREME CARE IS REQUIRED DURING HANDLING TO ENSURE DAMAGE AND SERVICEABILITY PROBLEMS ARE AVOIDED. CAUTION: EXCESSIVE TWISTING OF FIBERSCOPE CAN SEVER OPTIC FIBERS. DO NOT ROTATE FIBERSCOPE TIP BY TURNING THE EYEPIECE ONLY. ASSIST ROTATING MOTION OF EYEPIECE WITH ONE IN SAME DIRECTION AT PART OF FIBERSCOPE CLOSEST TO ENTRY INTO ENGINE. CAUTION: HEAT CAN DAMAGE THE BORESCOPE. ENGINE TEMPERATURE MUST BE LESS THAN 66°C (150°F) BEFORE AN INSPECTION CAN BE CARRIED OUT. THE NORMAL COOLING PERIOD IS 40 MINUTES AFTER ENGINE SHUTDOWN. IF REQUIRED, CARRY OUT DRY MOTORING RUNS TO ACCELERATE COOLING (Ref. AMM). CAUTION: DO NOT SUBMERGE IN LIQUID. (1)

The borescope is used to inspect the inside of the engine. Access is through ports or openings created by the removal of components. NOTE:

B.

If required, a camera (PWC34960-201) may be used to photograph the engine areas being inspected.

Side-viewing Adapter (Ref. Fig. 606) (1)

The side-viewing adapter is used to inspect components located at a nominal 90-degree angle to the fiberscope distal tip. A ring is installed to protect the distal end when the side-viewing adapter is not fitted.

(2)

Installation (a) Hold the fiberscope as closely as possible to the distal end and remove the protective ring. CAUTION: INSTALL THE SIDE-VIEWING ADAPTER CAREFULLY. IF NOT INSTALLED AND TIGHTENED CORRECTLY, THE ADAPTER COULD FALL INTO THE ENGINE. OVERTIGHTENING THE ADAPTER COULD DAMAGE THE DISTAL END. (b) Hold the fiberscope as close as possible to the distal end. Install the adapter, ensuring the indexing slot and lug are aligned. Torque the adapter fingertight.

(3)

Removal (a) Hold the fiberscope as close as possible to the distal end and remove the side-viewing adapter.


Page 616 Jan 24/2006


CAUTION: INSTALL THE PROTECTIVE RING CAREFULLY. IF NOT INSTALLED AND TIGHTENED CORRECTLY, THE RING COULD FALL INTO THE ENGINE. OVERTIGHTENING THE RING COULD DAMAGE THE DISTAL END. (b) Hold the fiberscope as close as possible to the distal end and install the protective ring. Torque the ring fingertight. C.

Light Source NOTE:

D.

Specify power requirements when purchasing borescope.

(1)

A halogen lamp is used to provide lighting from either a 110V, 60-cycle or a 220V, 50-cycle power supply.

(2)

Remove the top cover from the light source to replace the lamp.

(3)

Set intensity knob at maximum for best results.

(4)

Before installing light source, refer to manufacturer’s instructions.

Camera (1)

General (a) The camera (PWC34960-201) is used with the borescope to photograph internal engine components. It must be equipped with a 50 mm f: 1.8 lens.

(2)

Installation CAUTION: DO NOT USE COMPRESSED AIR TO CLEAN THE CAMERA, BORESCOPE OR ASSOCIATED EQUIPMENT. (a) Clean the camera viewfinder, focusing screen and 50 mm lens with lens cleaning tissue (PWC05-043) and lens cleaner (PWC05-042). (b) Install the focusing screen in the camera. (c) Install the 50 mm lens. (d) Install the camera adapter on the lens. (e) Load the camera with film (Ref. camera handbook). (f)

Set the camera film speed to suit the film and the exposure compensation to -2 (Ref. camera handbook).

(g) Release the knurled screw on the outer ring of the camera adapter and align the bayonet slots with those on the inner ring. (h) Align the bayonet slots of the adapter and install the camera on the borescope eyepiece pins. (i)

Turn the outer ring of the adapter to lock the camera on the borescope.


Page 617 Jan 24/2006


BORESCOPE DISTAL END

PROTECTIVE RING DIRECTION OF ROTATION FOR RING REMOVAL

RING REMOVAL

PRISM BODY INDEXING LUG INDEXING SLOT BORESCOPE DISTAL END

SIDE VIEWING ADAPTER THREADED RING DIRECTION OF ROTATION FOR RING REMOVAL

ADAPTER INSTALLATION

C12191 Side-viewing Adapter - Removal/Installation Figure 606


Page 618 Jan 24/2006


(j)

Torque the knurled screw on the adapter fingertight.

(k) To obtain alignment, hold the eyepiece and turn the camera. NOTE: (3)

Make sure the distal end is not moved when taking photographs.

Removal (a) Release the knurled knob on the camera adapter. (b) Turn the outer ring of the camera adapter to align the bayonet slots and remove the camera from the eyepiece. (c) Remove the camera adapter from the lens. (d) Rewind film (Ref. Camera Handbook) and remove the film from the camera and, using a label, add the following data: v Engine serial number. v Date and area or component photographed. v Engine operating time or cycles since last overhaul. v Reason for borescope inspection (suspected foreign object damage, low power, etc.).

E.

Guide Tubes (1)

General (a) Guide tubes are used to guide the fiberscope distal end to an intended location inside the engine.

(2)

Guide tube types (a) There are two guide tubes: v Flexible guide tube installed in the T6 thermocouple port. v Rigid guide tube installed in the fuel manifold adapter port.

(3)

Installation and removal (a) Installation and removal are covered in the appropriate paragraphs.

F.

Troubleshooting (1)

The possible sources of, and remedies for, problems encountered when using the borescope are shown in Table 603.


Page 619 Jan 24/2006


TABLE 603, Borescope Troubleshooting PROBLEM Poor illumination

Poor definition

Flexible guide tube (PWC34910-802) or fiberscope distal end does not move when control knobs are turned

POSSIBLE SOURCE

REMEDY

Oil or dirt on distal tip or side-viewing adapter prism

Clean using lens cleaner (PWC05-042) and lens tissue (PWC05-043).

Light source intensity switch set at low

Set switch at high.

Defective lamp in light source

Replace lamp.

Damaged borescope light tube

Return to manufacturer for repair.

Defective transformer


Diopter ring not adjusted correctly

Adjust to suit eyes.

Damaged fibers in fiberscope (seen as black dots through viewer)


Poor illumination

See previous problem.

Damaged control wires in guide tube or fiberscope


NOTE: Repairs should be carried out only by the manufacturer. G. Low Pressure Impeller (1)

General (a) Borescope inspection of the low pressure impeller can be carried out using three different access routes and without the use of a guide tube.

(2)

Inspection Through the Air Intake Duct (Ref. Fig. 607) (a) Remove the air intake duct (Ref. AMM). (b) Clamp the holding fixture (PWC34913) to a convenient surface. (c) Clamp the borescope eyepiece to the fixture and connect the light source.


Page 620 Jan 24/2006


DIFFUSER EXIT DUCT PORT

FIBERSCOPE REAR INLET CASE FRONT INLET CASE DISTAL−END

PORT IN THE REAR INLET CASE

LP IMPELLER

DISTAL−END

FIBERSCOPE

DIFFUSER EXIT DUCT FLANGE

D

C32399 LP Impeller - Borescope Inspection Figure 607


Page 621 Jan 24/2006


CAUTION: WITHDRAW THE FIBERSCOPE FROM THE VICINITY OF THE IMPELLER BEFORE THE LATTER IS ROTATED. (d) Using the fiberscope and rotating the impeller manually, inspect for damage (Ref. Para. 8.). (e) Remove borescope and holding fixture. (f) (3)

Install air intake duct (Ref. AMM).

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

Inspect the impeller for damage (Ref. Para. 8.). NOTE:

Rotate the impeller using pusher (PWC34939) through the exit duct port.

(g) Remove the fiberscope and holding fixture. (h) Lubricate packing (5) with engine oil (PWC03-001) and install on cover (3) or wash nozzle (4). (i)

Install cover or wash nozzle, washer (2), bracket (6) and bolts (1). Torque bolts 32 to 36 lb.in. (3.62-4.07 Nm).

(j)

Install bolt (8) and nut (7) to secure clamp holding oil tube to bracket. Torque nut 36 to 40 lb.in. (4.07-4.52 Nm).

(k) Install the diffuser exit duct (Ref. 72-30-00. (4)

Inspection Through the Diffuser Exit Duct Port (Ref. Fig. 607)


Page 622 Jan 24/2006


CAUTION: EXTREME CARE MUST BE TAKEN TO ENSURE FOREIGN OBJECTS DO NOT FALL INTO THE OPEN PORTS. (a) Remove the most accessible diffuser exit duct (Ref. 72-30-00). (b) Clamp the holding fixture (PWC34913) to a convenient surface. (c) Secure the borescope eyepiece to the fixture, connect the light source and insert the fiberscope into the exit duct port. (d) Inspect the impeller for damage (Ref. Para. 8.). NOTE:

When necessary, remove fiberscope and rotate impeller using pusher (PWC34939).

(e) Remove the fiberscope and holding fixture. (f) H.

Install the diffuser exit duct (Ref. 72-30-00).

High Pressure Impeller (1)

Remove the starter-generator drive cover (Ref. 72-20-00)) and install a square-drive socket extension.

CAUTION: EXTREME CARE MUST BE TAKEN TO ENSURE FOREIGN OBJECTS DO NOT FALL INTO THE OPEN PORTS. (2)

Remove the most accessible diffuser exit duct (Ref. 72-30-00).

(3)

Clamp the holding fixture (PWC34913) to a convenient surface.

(4)

Secure the borescope eyepiece to the fixture, connect the light source and insert the fiberscope into the exit duct port (Ref. Fig. 609).

CAUTION: WITHDRAW THE FIBERSCOPE FROM THE VICINITY OF THE IMPELLER BEFORE THE LATTER IS ROTATED. (5)

Inspect the impeller for damage (Ref. Para. 8.). NOTE:

I.

Rotate the impeller using a socket extension installed in the startergenerator driveshaft.

(6)

Remove the fiberscope and holding fixture.

(7)

Install the diffuser exit duct (Ref. 72-30-00).

(8)

Remove the socket extension and install the starter-generator drive cover (Ref. 72-20-00)).

Fuel Pump and Oil Pump Drive Bevel Gears (1)

Remove oil pump drive cover (Ref. 72-20-00).

(2)

Clamp holding fixture (PWC34913) to a convenient surface.


Page 623 Jan 24/2006


5

3

1 1

6

2

4

7

8

C12709A LP Impeller Borescope Inspection Port Cover/Nozzle - Removal/Installation Figure 608


Page 624 Jan 24/2006


Key to Figure 608 1. 2. 3. 4. 5. 6. 7. 8. (3)

Secure borescope eyepiece to fixture, connect light source and insert fiberscope into aperture.

(4)

Inspect gear teeth for damage (Ref. Para. 11.). NOTE:

J.

For viewing and inspecting all teeth, retract fiberscope and rotate gears using a 3⁄8 in. (9.5 mm) square-drive socket extension installed on starter-generator driveshaft (Ref. 72-20-00 for removal of starter-generator drive cover) .

(5)

Remove all borescope equipment and socket extension.

(6)

Reinstall oil pump drive cover and starter-generator drive cover (Ref. 72-20-00).

Accessory Drive Bevel Gears (Towershaft) (1)

Remove accessory drive cover (Ref. 72-30-00).

(2)


(3)


(4)


K.

Bolt Washer Cover Wash Nozzle Packing Bracket Nut Bolt

For viewing and inspecting all teeth, retract fiberscope and rotate gears using a 3⁄8 in. (9.5 mm) square-drive socket extension installed on starter-generator driveshaft (Ref. 72-20-00 for removal of starter-generator drive cover).

(5)


(6)

Reinstall accessory drive cover (Ref. 72-30-00) and starter-generator drive cover (Ref. 72-20-00).

Starter-generator Drive Gear (1)

Remove NH sensor (Ref. 72-01-60, REMOVAL/INSTALLATION).

(2)



Page 625 Jan 24/2006


DIFFUSER EXIT DUCT PORT FIBERSCOPE

LP IMPELLER HP IMPELLER

DISTAL END

DIFFUSER EXIT DUCT

C32400 HP Impeller - Borescope Inspection Figure 609


Page 626 Jan 24/2006


(3)


(4)


L.

For viewing and inspecting all teeth, retract fiberscope and rotate gears, using a 3⁄8 in. (9.5 mm) square-drive socket extension installed on starter-generator driveshaft (Ref. 72-20-00 for removal of starter-generator drive cover).

(5)


(6)

Reinstall NH sensor (Ref. 72-01-60, REMOVAL/INSTALLATION) and starter-generator cover (Ref. 72-20-00).

Intercompressor Case Air Plenum (Ref. Fig. 610) (1)

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

Pre-SB21486: If more convenient, use alternate port.

(2)


(3)

Insert fiberscope into NL pickup probe port, connect light source and secure eyepiece to holding fixture.

(4)

Inspect the bottom of intercompressor case air plenum for oil accumulation and debris which, if found, must be handled as follows: (a) HP Impeller Shroud Retaining Bolts 1

An engine may be returned to service with a maximum of three bolts missing provided: a

The bolts and associated keywashers are removed from the engine and;

b

A borescope inspection confirms the remaining bolts are not backing out and the missing bolts were not adjacent to one another.

c

Repeat borescope inspection at next aircraft ‘‘A’’ check or 500 FH whichever comes first to monitor the remaining bolts.

(b) Other Debris 1

Remove, using a magnet, and send to an approved laboratory to be analyzed (Ref. 72-00-00, MAINTENANCE PRACTICES).

(c) Oil accumulation


Page 627 Jan 24/2006


VIEW A (POST−SB21486)

A NL SPEED PROBE PORT (PRE−SB21486)

NL SPEED PROBE PORT

C21110A Intercompressor Case Air Plenum - Borescope Inspection Figure 610


Page 628 Jan 24/2006


1

Refer to the inspection procedure, Intercompressor Case P2.5 Cavity Inspection (Ref. 72-01-50, OIL SYSTEM, INSPECTION/CHECK) and fault isolation chart Oil on Flanges E and/or F (Ref. 72-00-01, ENGINE FAULT ISOLATION).

(5)

Remove the fiberscope and holding fixture.

(6)

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

M. No. 5 Bearing Cavity (Ref. Fig. 611) NOTE:

Due to casting differences, access holes into No. 5 bearing cavity may vary in size. This could require the use of a smaller borescope to enter the cavity.

(1)

Remove No. 5 bearing scavenge oil tube assembly (Ref. 72-01-50).

(2)


(3)

Carefully insert borescope 11.4 in. (29.0 cm) into intercompressor case (ICC) No. 5 bearing oil scavenge passage in the direction opposite to the flight direction. NOTE:

Use of a side-viewing adapter to inspect the bearing cavity is not recommended due to the difficulties encountered locating the entrance hole to the bearing cavity.

(4)

Insert the borescope a further 2.0 in. (5.0 cm) into the scavenge passage through the hole in the housing (Ref. View B) until one bearing roller can be clearly seen.

(5)

Inspect bearing for: v Fracture of the cage. v Excessive cage roller pocket wear, shown by enlarged corners and raised material adjacent to the roller side face. v Excessive wear and scratches on end face of any roller.


Page 629 Jan 24/2006


A B

CROWNS 0.100 IN. (2.54 mm) CORNER RADIUS

DEFECTIVE ROLLER

ENLARGED ROLLER POCKET CORNER

CAGE

WEAR AND SCRATCHES ON END FACES

WEIGHT REDUCTION POCKETS (12) ROLLERS (12)

RAISED MAT’L SHOWS UP HERE WHEN ROLLERS ARE UNSTABLE AND POCKETS WEAR

0.018 IN. ROLLER (TYP.) (0.452 mm)

TANG

NORMAL ROLLER VIEW ON ARROW B WITH OUTER RACE REMOVED FOR CLARITY

0.275 IN. DIA. (6.985 mm)

END FACE

WEAR ON CROWN

SILVER BEARING CAGE

GREY STEEL NO. 5 BEARING HOUSING

RAISED MATERIAL THIN BRIGHT IS NORMAL LINE

VIEW ON ARROW

B

C21111C No. 5 Bearing Cavity - Borescope Inspection Figure 611


Page 630 Jan 24/2006


v Excessive wear on the crown of any roller or thin bright lines at the same axial location on the crown of every roller. NOTE: 1. Normal cage appearance after engine running shows no fractures, its color is either silver, light gold, gold or oil stained and its end face may have been machined over one segment during balancing. Also there may be raised material (silver plate) 0.020 in. max (0.508 mm) high next to roller pocket tang. To compare, tang is 0.050 in. (1.270 mm) high. NOTE: 2. Normal roller appearance after engine running shows a light grey to dark grey, light gold, gold or oil stained color. Under normal wear the end face has a thin 0.005 to 0.025 in. (0.127-0.635 mm) bright circumferential line at the edge, and the crown has thin bright line(s) which may occasionally appear around the circumference of any number of rollers at random axial locations. NOTE: 3. To rotate the HP rotor to inspect the complete bearing, remove starter-generator drive cover, install a 3⁄8 in. (9.5 mm) square-drive extension and rotate the starter-generator driveshaft. Rotate the rotor in the direction in which the rollers roll away from the tip of the borescope.

N.

(6)

Remove the borescope and holding fixture.

(7)

Install No. 5 bearing scavenge oil tube assembly (Ref. 72-01-50).

Combustion Chamber Liner Assembly, HP Turbine Vane Ring Segments and HP Turbine Blades CAUTION: ENSURE FOREIGN OBJECTS DO NOT FALL INTO THE ENGINE. (1)

Remove the fuel manifold adapters (Ref. 72-01-40) or igniters (Ref. 72-01-20).

(2)


CAUTION: ENSURE ENGINE TEMPERATURE IS BELOW 60°C (140°F). (3)

Insert the fiberscope into a fuel manifold adapter or igniter port, connect the light source (RH-150A3) and secure the eyepiece to the holding fixture (Ref. Fig. 612).

(4)

Inspect the combustion chamber liner assembly for damage (Ref. Para. 10. B.) using different ports for complete coverage. NOTE:

The entire combustion chamber formed by the small exit duct and inner and outer liner assemblies can be inspected through three approximately equally spaced fuel nozzle ports.


Page 631 Jan 24/2006


FIBERSCOPE

FUEL MANIFOLD ADAPTER BOSS COMBUSTION CHAMBER

DISTAL−END

HP IMPELLER

HP TURBINE

C70681 Combustion Chamber Liner Assembly - Borescope Inspection Figure 612


Page 632 Jan 24/2006


CAUTION: DO NOT USE FORCE WHEN INSERTING THE GUIDE TUBE. (5)

Remove fiberscope and insert guide tubes into fuel manifold or igniter ports as follows: NOTE:

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

(a) Fuel manifold port 1

Insert guide tube (PWC34910-800) (Ref. Fig. 613) into port, turning it counterclockwise until fully installed (at 270 degrees).

(b) Right (view from rear) igniter port 1

Insert guide tube (PWC34910-804) into port in an upward direction, turning it counterclockwise until fully installed.

(c) Left (view from rear) igniter port 1

Insert guide tube (PWC34910-804) into port in a downward direction, turning it counterclockwise until fully installed.

(6)

Insert the fiberscope into the guide tube and inspect the HP turbine vane ring segments for damage (Ref. Para. 10.). Use different fuel manifold ports to obtain complete coverage.

(7)

Remove the starter-generator drive cover (Ref. 72-20-00) and install a 3⁄8 in. (9.5 mm) square-drive socket extension. NOTE:

(8)

Borescope inspection of the HP turbine blades should be carried out using one fuel nozzle/igniter port and using the manual drive to rotate the HP rotor.

Insert the tip of the fiberscope between the vane ring segments and inspect the HP turbine blades for damage.


Page 632A Jan 24/2006


COMBUSTION CHAMBER

FIBERSCOPE

GUIDE−TUBE SUPPORT FLANGE

GUIDE−TUBE LP TURBINE HP IMPELLER

GUIDE−TUBE OPEN TIP

DISTAL−END

HP TURBINE

C70682 HP Turbine Vane Ring Segments and Blades - Borescope Inspection Figure 613


Page 632B Jan 24/2006


CAUTION: WITHDRAW THE FIBERSCOPE TIP BEFORE ROTATING THE TURBINE ROTOR. (9) (10)

Inspect the remaining HP turbine blades using the socket extension to rotate the turbine rotor. Remove fiberscope, rigid guide tube and holding fixture.

CAUTION: CARRY OUT LEAK CHECK (REF. 72-01-40, ADJUSTMENT/TEST) FOLLOWING REINSTALLATION OF FUEL MANIFOLD ADAPTERS. (11)

Install fuel manifold adapters (Ref. 72-01-40) or igniters (Ref. 72-01-20).

(12)

Remove socket extension and install the starter-generator drive cover (Ref. 72-20-00).

O. LP Turbine Blades and Stator Assembly (1)

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


Install flexible guide tube (PWC34910-802) as follows (Ref. Fig. 614): CAUTION: TO AVOID INTERNAL DAMAGE, INSERT GUIDE TUBE SLOWLY AND WITHOUT FORCING. (a) Ensure guide tube flexible end is straight. (b) Insert guide tube through T6 thermocouple threaded port, screw fingertight (four turns minimum) and stop when arrows are parallel to engine axis. (c) Secure with knurled sleeve. NOTE: 1. To orient the flexible tip toward the PT (first-stage) or LP stator and disk, turn the hand knob clockwise or counterclockwise. Pull hand knob to lock flexible tip in position. NOTE: 2. Fiberscope may be inserted into flexible guide tube before or after installation of flexible guide tube.

(3)


(4)

Secure borescope eyepiece to the holding fixture and connect the light source.

(5)

Slowly insert fiberscope into guide tube while looking through eyepiece. Stop inserting fiberscope as soon as distal tip passes through guide tube.

(6)

Slowly rotate guide tube control knob to point fiberscope towards LP turbine blades. After reaching stop, pull control knob out to lock guide tube into position.


Page 632C Jan 24/2006


ARROW POSITION ENGINE AXIS

A FIBERSCOPE

VIEW AT

A

GUIDE−TUBE CONTROL KNOB GUIDE−TUBE

COMBUSTION CHAMBER

KNURLED SLEEVE T6 IMMERSION THERMOCOUPLE BOSS

HP IMPELLER DISTAL−END

HP TURBINE

LP TURBINE

POWER TURBINES

C70257 LP Turbine Blades and Stator Assembly - Borescope Inspection Figure 614


Page 632D Jan 24/2006


CAUTION: ENSURE FIBERSCOPE TIP IS NOT BETWEEN TURBINE BLADES WHEN THE LATTER ARE ROTATED. (7)

Rotate the LP turbine rotor using either of the following methods: (a) Remove most accessible diffuser exit duct (Ref. 72-30-00) and rotate LP impeller, using pusher (PWC34939). (b) Remove the air intake duct (Ref. AMM) and rotate the LP impeller manually.

(8)

Inspect LP turbine blades for damage (Ref. Para. 10.), swivelling eyepiece to move the distal end of the fiberscope.

CAUTION: ENSURE LP TURBINE ROTOR IS NOT TURNED WHEN LP TURBINE STATOR ASSEMBLY IS BEING INSPECTED. (9)

Loosen guide tube knurled sleeve sufficiently to allow tube to move and facilitate insertion of fiberscope distal end between LP turbine blades. Retighten sleeve.

(10)

Push fiberscope slowly through guide tube until LP turbine stator vanes can be inspected for damage. The following must be carried out to inspect the complete LP stator assembly (Ref. Para. 10.): (a) Remove the fiberscope and holding fixture. CAUTION: ENSURE FLEXIBLE TIP IS UNLOCKED AND STRAIGHT BEFORE CARRYING OUT ANY REMOVAL STEPS. (b) Remove the flexible guide tube. (c) Repeat the installation, inspection and removal procedures at the remaining T6 ports.

P.

(11)

Install the diffuser exit duct (Ref. 72-30-00) or the air intake duct (Ref. AMM).

(12)

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

Power Turbine Stator Assembly and First-stage Blades (1)

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


Install flexible guide tube (PWC34910-802) as follows (Ref. Fig. 615): CAUTION: TO AVOID INTERNAL DAMAGE, INSERT GUIDE TUBE SLOWLY AND WITHOUT FORCING. (a) Ensure guide tube flexible end is straight. (b) Insert guide tube through T6 thermocouple threaded port, screw fingertight (four turns minimum) and stop when arrows are parallel to engine axis.


Page 632E Jan 24/2006


ARROW POSITION ENGINE AXIS

VIEW AT

A A FIBERSCOPE GUIDE−TUBE

GUIDE−TUBE CONTROL KNOB KNURLED SLEEVE

COMBUSTION CHAMBER

T6 IMMERSION THERMOCOUPLE BOSS POWER TURBINE STATOR POWER TURBINE VANE RING

HP IMPELLER TURBINE EXHAUST DUCT

LP TURBINE

HP TURBINE

DISTAL−END POWER TURBINES

C70258 Power Turbine Stator Assembly and First-stage Blades - Borescope Inspection Figure 615


Page 632F Jan 24/2006


(c) Secure with knurled sleeve. NOTE: 1. To orient the flexible tip toward the PT (first-stage) or LP stator and disk, turn the hand knob clockwise or counterclockwise. Pull hand knob to lock flexible tip in position. NOTE: 2. Fiberscope may be inserted into flexible guide tube before or after installation of flexible guide tube. (3)


(4)

Secure the borescope eyepiece to the holding fixture and connect the light source.

(5)

Slowly insert the fiberscope into the guide tube. Look through eyepiece and stop inserting as soon as the distal tip passes through the guide tube.

(6)

Slowly rotate the guide tube control knob to point the fiberscope towards the power turbine stator. After reaching the stop, pull the control knob out to lock the guide tube into position.

(7)

Inspect the power turbine stator for damage (Ref. Para. 10.), swivelling the eyepiece to move the distal tip of the fiberscope. NOTE:

Inspection of the complete power turbine stator should be carried out after the first-stage power turbine blades have been checked.

(8)

Loosen the guide tube knurled sleeve sufficiently to allow the tube to move and facilitate insertion of the fiberscope distal end between the stator vanes. Retighten the sleeve.

(9)

Push the fiberscope slowly through the guide tube until the distal tip is adjacent to the first-stage power turbine blades.

CAUTION: TO AVOID DAMAGE TO DISTAL TIP, ENSURE IT IS RETRACTED FROM TURBINE BLADES BEFORE ROTATING TURBINE. DUE TO GEAR RATIO, PROPELLER SHAFT MUST BE ROTATED SLOWLY. (10)

Inspect the first-stage power turbine blades for damage (Ref. Para. 10.). To alter blade position, rotate the propeller shaft slowly or, if accessible, the second-stage power turbine.

(11)

Inspect the complete power turbine stator for damage (Ref. Para. 10.) as follows: (a) Remove the fiberscope and holding fixture. CAUTION: ENSURE FLEXIBLE TIP IS UNLOCKED AND STRAIGHT BEFORE CARRYING OUT ANY REMOVAL STEPS. (b) Push in and turn the guide tube control knob to straighten flexible tip. (c) Remove the guide tube.


Page 632G Jan 24/2006


(d) Repeat the installation, inspection and removal procedures at the remaining T6 ports. (12)

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

Q. No. 6 and 7 Bearing Vent Transfer Tube. (1)

Remove No. 6 and 7 bearing vent tube (Ref. 72-01-50, REMOVAL/INSTALLATION).

CAUTION: TAKE EXTREME CARE WHEN INSERTING BORESCOPE TO ENSURE CARBON DOES NOT FALL INTO THE NO. 6 AND 7 BEARING HOUSING. (2)

Slowly insert the fiberscope down into the No. 6 and 7 bearing vent transfer tube.

(3)

Examine transfer tube walls for carbon deposits which obstruct air flow. NOTE:

A thin layer of soot is considered normal.

(4)

A carbon deposit covering a maximum of approximately 25% of the tube cross section is acceptable. If carbon deposit is less then 25%, reinstall bearing vent tube (Ref. 72-10-50, REMOVAL/INSTALLATION).

(5)

If carbon over maximum allowable is observed, proceed as follows: CAUTION: UNDER NO CIRCUMSTANCES MUST ANY ATTEMPT BE MADE TO REMOVE CARBON WITHOUT REMOVING TRANSFER TUBE. (a) Remove transfer tube (Ref. 72-01-50, REMOVAL/INSTALLATION) . (b) Clean transfer tube (Ref. 72-01-50, CLEANING/PAINTING).

R.

(6)

Install transfer tube (Ref. 72-01-50, REMOVAL/INSTALLATION).

(7)

Install vent tube (Ref. 72-01-50, REMOVAL/INSTALLATION).

Second-stage Power Turbine Blades and Vane Ring (1)

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

(2)

Inspection Through Inspection Port (second-stage power turbine blades) (a) Remove security bolts and loosen No. 5 bearing vent tube and intercompressor case drain tube (Ref. 72-01-50, REMOVAL/INSTALLATION) sufficiently to permit the fiberscope to be inserted into the inspection port. (b) Clamp holding fixture (PWC34913) to a convenient surface. (c) Secure borescope eyepiece to fixture, connect light source and insert fiberscope into the inspection port (Ref. Fig. 617).


Page 632H Jan 24/2006


CAUTION: ENSURE DISTAL TIP OF FIBERSCOPE IS NOT BETWEEN POWER TURBINE BLADES WHEN LATTER ARE ROTATED. DUE TO GEAR RATIO, PROPELLER SHAFT MUST BE ROTATED SLOWLY. (d) Inspect the second-stage power turbine blades for damage (Ref. Para. 10.). Rotate the propeller shaft slowly to alter blade position. (e) Remove the fiberscope and holding fixture. (f) (3)

Secure No. 5 bearing vent tube and intercompressor case drain tube (Ref. 72-01-50, OIL SYSTEM - REMOVAL/INSTALLATION).

Inspection Through the Exhaust Duct (second-stage power turbine blades and vane ring) (a) Remove the tailpipe (Ref. AMM). (b) Clamp the holding fixture (PWC34913) to a convenient surface. (c) Secure the borescope eyepiece to the fixture, connect the light source and, using the fiberscope, inspect the second-stage turbine blades for damage (Ref. Para. 10.). CAUTION: DO NOT ROTATE POWER TURBINE WHEN INSPECTING VANE RING. (d) Insert the distal tip of the fiberscope between the second-stage power turbine blades and inspect the power turbine vane ring for damage (Ref. Para. 10., H.). (e) Remove the fiberscope and holding fixture. (f)

S.

Install the tailpipe (Ref. AMM).

RGB First-stage Helical and Input Shaft Gears (1)

Input Shaft Gear (a) Remove rear bolts (1, Fig. 618), washers (2) and cover (3) from left and right-hand side of gearbox. Discard packings (4). NOTE:

Although not as effective, both helical and input gears can be inspected through one of the ports if access to one side of the engine is restricted.

(b) Clamp holding fixture (PWC34913) to a convenient surface. (c) Secure borescope eyepiece to holding fixture and connect light source. (d) If necessary, clean fiberscope, using a lint-free cloth. (e) Slowly insert fiberscope into gearbox through LH (from front) inspection port. (f)

Inspect teeth on gears for damage (Ref. Para. 11.).


Page 632I Jan 24/2006


1

2

3

C12712 Borescope Inspection Port Cover - Removal/Installation Figure 616


Page 632J Jan 24/2006


Key to Figure 616 1. 2. 3.

Bolt Cover Gasket

CAUTION: TO AVOID DAMAGE, WITHDRAW FIBERSCOPE FROM GEARBOX BEFORE TURNING PROPELLER SHAFT. (g) Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW. NOTE:

It may be necessary to use lens tissue (PWC05-043) and lens cleaner (PWC05-042) to remove oil film from distal tip lens.

(h) Repeat steps (e), (f) and (g) until all teeth have been inspected. NOTE: 1. If acceptable spalling is evident (Ref. Para. 11.), further borescope inspection must be carried out at intervals not to exceed 300 hours until the threshold inspection limit is exceeded or, for engines on an on-condition program, until RGB is refurbished. If unacceptable spalling is evident on one or more teeth, return reduction gearbox to an overhaul facility for repair. NOTE: 2. Keeping a reduction gearbox in service while a removal is planned may substantially increase the cost of repair/refurbishment due to further gear and/or bearing damage. (i)

Slowly insert fiberscope through RH (from front) inspection port.

(j)

Inspect teeth on gears for damage (Ref. Para. 11.).

CAUTION: TO AVOID DAMAGE, WITHDRAW FIBERSCOPE FROM GEARBOX BEFORE TURNING PROPELLER SHAFT. (k) Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW. NOTE: (l)


Repeat steps (i), (j) and (k) until all teeth have been inspected. NOTE: 1. If acceptable spalling is evident (Ref. Para. 11.), further borescope inspections must be carried out at intervals not to exceed 300 hours until the threshold inspection limit is exceeded or for engines on an on-condition program until RGB is refurbished. If unacceptable spalling is evident on one or more teeth, return reduction gearbox to an overhaul facility for repair. NOTE: 2. Keeping a reduction gearbox in service while a removal is planned may substantially increase the cost of repair/refurbishment due to further gear and/or bearing damage.


Page 632K Jan 24/2006


TURBINE SUPPORT INSPECTION PORT

HP TURBINE

HP IMPELLER

POWER TURBINES

LP TURBINE

FIBERSCOPE

TURBINE EXHAUST DUCT

DISTAL END COMBUSTION CHAMBER

POWER TURBINE STATOR

POWER TURBINE VANE RING

C70277 Second-stage Power Turbine Blades - Borescope Inspection Figure 617


Page 632L Jan 24/2006


(m) Remove fiberscope, light source and fixture. (n) Lubricate packings (4) with engine oil (PWC03-001) and install on covers (3). (o) Install covers (3), washers (2) and nuts (1). Torque nuts 32 to 36 lb.in. (3.62-4.07 Nm). T.

RGB Second-stage Gears (Bull Gear and Layshaft Pinions) (1)

Inspection with Front Borescope Inspection Covers Removed (a) Remove rear bolts (5, Fig. 618), washers (6) and cover (7) from left and right-hand side of gearbox. Discard packings (8). NOTE:

Although not as effective, both helical and input gears can be inspected through one of the ports if access to one side of the engine is restricted.

(b) Clamp holding fixture (PWC34913) to a convenient surface. (c) Secure borescope eyepiece to holding fixture and connect light source. (d) If necessary, clean fiberscope, using lint-free cloth. (e) Slowly insert fiberscope into gearbox through LH (from front) inspection port. (f)

Inspect teeth on both gears for damage (Ref. Para. 11.).


It may be necessary to use lens tissue (PWC05-043) and lens cleaner (PWC05-042) to remove oil film from distal tip lens

(h) Repeat steps (e), (f) and (g) until all teeth on both gears have been inspected. (i)

Slowly insert fiberscope through RH (from front) inspection port and inspect teeth visible on layshaft pinion for damage (Ref. Para. 11.).

CAUTION: TO AVOID DAMAGE, WITHDRAW FIBERSCOPE FROM GEARBOX BEFORE TURNING PROPELLER SHAFT. (j)

Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW.


Page 632M Jan 24/2006


4

3

2

8

1

7 6

5

LEFT HAND VIEW

4

8

3 2 2

1

5

6

7

RIGHT HAND VIEW

C61606 RGB Borescope Inspection Covers - Removal/Installation Figure 618


Page 632N Jan 24/2006


Key to Figure 618 1. 2. 3. 4. 5. 6. 7. 8.

Nut Washer Cover Packing Nut Washer Cover Packing

(k) Repeat steps (i) and (j) until all layshaft pinion teeth have been inspected. NOTE: 1. If acceptable spalling is evident (Ref. Para. 11.), further borescope inspections must be carried out at intervals not to exceed 300 hours until the threshold inspection limit is exceeded or for engines on an on-condition program until RGB is refurbished. If unacceptable spalling is evident on one or more teeth, return reduction gearbox to an overhaul facility for repair. NOTE: 2. Keeping a reduction gearbox in service while a removal is planned may substantially increase the cost of repair/refurbishment due to further gear and/or bearing damage. (l)

Remove fiberscope, light source and fixture.

(m) Lubricate packings (8) with engine oil (PWC03-001) and install on covers (7). (n) Install covers (7), washers (6) and nuts (5). Torque nuts 32 to 36 lb.in. (3.62-4.07 Nm). (2)

Inspection with Accessory Gearbox Drive Cover Removed (a) Remove RGB accessory drive cover and gears (Ref. 72-10-00). (b) Clamp holding fixture (PWC34913) to a convenient surface. (c) Secure borescope eyepiece to fixture and connect light source. (d) Insert fiberscope into rear housing aperture where bull gear is visible, following along bull gear teeth to one side until second-stage gear is reached. (e) Inspect gear teeth for damage (Ref. Para. 11.).


Page 632O Jan 24/2006


(f)

Retract fiberscope, turn propeller shaft and reinsert fiberscope. Repeat as required to view and inspect all teeth. NOTE: 1. Approximately a quarter turn of propeller shaft rotates second-stage gear 360 degrees. NOTE: 2. If acceptable spalling is evident (Ref. Para. 11.), further borescope inspection must be carried out at intervals not to exceed 300 hours until the threshold inspection limit is exceeded or, for engines on an on-condition program, until RGB is refurbished. If unacceptable spalling is evident on one or more teeth, return reduction gearbox to an overhaul facility for repair. NOTE: 3. Keeping a reduction gearbox in service while a removal is planned may substantially increase the cost of repair/refurbishment due to further gear and/or bearing damage.

(g) To view other second-stage gear, insert fiberscope into other aperture where bull gear is visible, following along bull gear to other side until second-stage gear is reached. (h) Inspect gear teeth for damage (Ref. Para. 11.). NOTE: 1. To view and inspect all teeth, repeat step (f). NOTE: 2. If acceptable spalling is evident (Ref. Para. 11.), further borescope inspection must be carried out at intervals not to exceed 300 hours until the threshold inspection limit is exceeded or, for engines on an on-condition program, until RGB is refurbished. If unacceptable spalling is evident on one or more teeth, return reduction gearbox to an overhaul facility for repair. NOTE: 3. Keeping a reduction gearbox in service while a removal is planned may substantially increase the cost of repair/refurbishment due to further gear and/or bearing damage. (i) (3)

Remove all borescope equipment and reinstall gears and RGB accessory cover (Ref. 72-10-00).

Inspection with Layshaft Covers Removed (a) Remove nuts (1, Fig. 618), washers (2) and covers (3), using puller (PWC37651). Discard packings (4). (b) Clamp holding fixture (PWC34913) to a convenient surface. (c) Secure borescope eyepiece to holding fixture and connect light source. (d) If necessary, clean fiberscope, using a lint-free cloth.


Page 632P Jan 24/2006


CAUTION: USE ONLY APPROVED FIBERSCOPE (MACHIDA 5 mm FBA 4-90T) TO INSPECT SECOND-STAGE REDUCTION SPUR GEAR TEETH. STEEL BRAIDED FIBERSCOPES MUST NOT BE USED. EXTREME CARE MUST BE TAKEN TO NOT DAMAGE OR SCRATCH BEARING RACE WHEN INSERTING FIBERSCOPE, WHICH MUST BE CLEAN. (e) Slowly insert fiberscope into gearbox through LH (from front) No. 14 bearing at 10 and 11 o’clock positions. (f)

Inspect teeth visible on both bullgear and LH second-stage pinion gear for damage (Ref. Para. 11.).



(h) Repeat steps (e), (f) and (g) until all teeth on both gears have been inspected. NOTE: 1. If acceptable spalling is evident (Ref. Para. 11.), further borescope inspection must be carried out at intervals not to exceed 300 hours until the threshold inspection limit is exceeded or, for engines on an on-condition program, until RGB is refurbished. If unacceptable spalling is evident on one or more teeth, return reduction gearbox to an overhaul facility for repair. NOTE: 2. Keeping a reduction gearbox in service while a removal is planned may substantially increase the cost of repair/refurbishment due to further gear and/or bearing damage. (i)

Slowly insert fiberscope through RH (from front) No. 14 bearing at 2 o’clock position and inspect teeth visible on layshaft pinion for damage (Ref. Para. 11.).

CAUTION: TO AVOID DAMAGE, WITHDRAW FIBERSCOPE FROM GEARBOX BEFORE TURNING PROPELLER SHAFT. (j)

Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW.

(k) Repeat steps (i) and (j) until all layshaft pinion teeth have been inspected. NOTE:

(l)

If acceptable spalling is evident (Ref. Para. 11.), further borescope inspection must be carried out at intervals not to exceed 300 hours until the threshold inspection limit is exceeded.

Remove fiberscope, light source and fixture.

(m) Install layshaft covers (Ref. 72-10-00).


Page 632Q Jan 24/2006


10.

Hot Section Component Borescope Inspection Criteria CAUTION: GAS PATH COMPONENTS DOWNSTREAM OF COMPONENTS HAVING MATERIAL MISSING MUST BE INSPECTED TO ENSURE SECONDARY DAMAGE HAS NOT OCCURRED. PAY SPECIAL ATTENTION TO ROTATING COMPONENTS. A.

General (1)

Borescope inspection is usually a troubleshooting procedure carried out to determine the reasons for performance deterioration. Consult Fault Isolation (Performance Deterioration (ECTM shift) or High ITT (T6)), to determine the area to be borescoped. Borescope inspection of specific areas may also be required by the maintenance program.

(2)

A hot section inspection (HSI) recommended due to rotating components (i.e. blades) being outside the guidelines given in the following procedures (Ref. Para. B. through I.) must be carried out before the next flight.

(3)

Only, an HSI/engine removal which is recommended due to deteriorating non-rotating engine components may be delayed, provided a power assurance check (Ref. Adjustment/Test) is carried out to ensure engine performance is within acceptable limitations. Also, a borescope inspection of the affected area must be carried out within 50 flight hours. If further extensions are required, subsequent inspections and power assurance checks must be carried out at intervals depending on the rate of progression and level of deterioration seen. Extensions must not go beyond an individual operator’s approved inspection interval (TBO). NOTE:

B.

Keeping an engine in service after components have deteriorated beyond suggested economical criteria may substantially increase the cost of subsequent repairs/refurbishments due to the possible effect on downstream components.

Combustion Chamber (Small Exit Duct, Inner and Outer Liner Assemblies) (1)

General (a) Combustion chamber components can be repaired (Ref. 72-03-00, INSPECTION/CHECK), and operators are recommended to consider repair limits as well as in-service limits before deciding action to be taken after a borescope inspection. This will enable them to schedule an HSI for economic reasons before damage increases to the extent that components cannot be repaired and must be replaced. However, if damage is beyond repair limits, components may remain in service until in-service limits are reached. (b) Deterioration must be recorded to provide a baseline to enable rate of progression to be assessed at subsequent inspections.


Page 632R Jan 24/2006


(c) When localized combustion chamber deterioration is observed, the associated fuel nozzle must be inspected and replaced if not within specified limits. Carbon accumulation inside fuel nozzle passages is the principal cause of spray pattern degradation which results in non-uniform combustion and local high temperature peaks. Exposure to these peaks contributes to premature hot section deterioration. Carbon accumulation is progressive and can affect all nozzles. Therefore, it is suggested, for economic reasons, that all nozzles be inspected to minimize the possibility of premature deterioration occurring at other locations. (d) Refer to Para. A., steps (2) and (3) for additional HSI recommendations. (2)

Inspection Criteria (a) Combustion Chamber Outer Liner Center Cooling Ring (Item X) (Pre-SB21598, Part B) (Ref. Fig. 619) NOTE:

Refer to SB21598 for the applicability (Ref. Table 1 or 2).

1

Inspect the center cooling ring for evidence of detachment from the back-up ring support (Ref. Fig. 620).

2

If there is evidence that the center cooling ring is detached, P&WC recommends to remove the engine and carry out the incorporation of SB21598 Part B within the next 10 FH to avoid potential downstream damages. NOTE:

3

Detachment is when a section of the center cooling ring is cracked axially completely across the ring and is pulled away from the liner wall to the extent shown (Ref. Fig. 621).

If there is a section of the center cooling ring missing, P&WC recommends to carry out repeated borescope inspections at 50 FH intervals, until incorporation of SB21598, Part B (Ref. Fig. 622). NOTE:

The 50 FH interval is subject to acceptable condition of the downstream hot section components.

(b) Combustion chamber inner and outer liner assemblies (Ref. Fig. 623) 1

The following holes are acceptable: a

Area a: holes having a total surface area less than 0.050 sq.in. (32.2 sq.mm) equivalent to one hole of 0.250 in. (6.35 mm) diameter.

b

Area b: holes having a total surface area less than 0.200 sq.in. (129.0 sq.mm) equivalent to one hole of 0.500 in. (12.7 mm) diameter.

c

Area c: holes having a total surface area less than 2.000 sq.in. (1290.0 sq.mm), providing there are no cracks or holes in the associated bottom support.


Page 633 Jan 24/2006


q r r c x r r

q

q q

C18576 Combustion Chamber Outer Liner Center Cooling Ring - Location of Figure 619


Page 634 Jan 24/2006


CENTER−COOLING−RING CENTER−COOLING−RING DETACHED FROM SUPPORT

TOP VIEW

C67441 Center Cooling Ring - Example of Detachment Figure 620


Page 635 Jan 24/2006


CENTER−C00LING−RING


C67229A Center Cooling Ring - Detachment of Figure 621


Page 636 Jan 24/2006



MISSING SECTION OF COOLING RING

C67414 Center Cooling Ring - Example of Missing Section Figure 622


Page 637 Jan 24/2006


d

A repeat inspection of the affected area must be carried out within 300 flight hours. Subsequent inspections must be carried out at intervals depending upon rate of progression and level of deterioration seen. If no further deterioration is observed, the engine may continue in service with subsequent inspections carried out as defined in the regular maintenance program. If deterioration exceeds the above limits or the bottom support is cracked or has holes, an HSI is recommended to be carried out within 100 flight hours.

2

Non-converging cracks in the walls of the inner and outer liner assemblies are acceptable, providing the total surface area between the sides of the cracks does not exceed the area allowed for holes (Ref. step 1). The engine may continue in service with subsequent inspections carried out as defined in the regular maintenance program. If deterioration exceeds the limits specified in step 1, an HSI is recommended to be carried out within 100 flight hours.

3

Converging cracks in walls of inner and outer liner assemblies similar to those shown in View D are acceptable, providing a repeat borescope inspection of the affected area is carried out within 300 flight hours. Subsequent inspections must be carried out at intervals depending upon rate of progression and level of deterioration seen. If no further deterioration is observed, the engine may continue in service with subsequent inspections carried out as defined in the regular maintenance program. If converging cracks are anticipated to progress to an extent that a hole larger than those considered acceptable (Ref. step 1) will be produced, an HSI is recommended to be carried out within 100 flight hours.

4

Cooling rings eroded and/or cracked and/or having material missing due to metal break away are acceptable. The engine may continue in service with subsequent inspections carried out as defined in the regular maintenance program. NOTE:

Cooling rings having material missing may change air flow which could accelerate combustion chamber deterioration.

5

Plasma top coating (ceramic) loss on inner and outer liner assemblies is acceptable. The engine may continue in service with subsequent inspections carried out as defined in the regular maintenance program.

6

Bulging with no abrupt change in curvature and/or hot spots is acceptable. A repeat inspection of the affected area must be carried out within 300 flight hours. Subsequent inspections must be carried out at intervals depending upon rate of progression and level of deterioration seen. If no further deterioration is observed, the engine may continue in service with subsequent inspections carried out as defined in the regular maintenance program.

7

All other defects are acceptable.

(c) Small exit duct (Ref. Fig. 624)


Page 638 Jan 24/2006


BULGING

E a F b

D b

BULGING

c

BOTTOM SUPPORT

C22738 Combustion Chamber Inner and Outer Liner Assemblies - Typical In-service Defects Figure 623 (Sheet 1 of 4)


Page 639 Jan 24/2006


0.345 in. REF (8.763 mm)

1.290 in. (32.766 mm) REF

ACCEPTABLE HOLE

VIEW

D

C22737A Combustion Chamber Inner and Outer Liner Assemblies - Typical In-service Defects Figure 623 (Sheet 2)


Page 640 Jan 24/2006


0.920 in. (23.368 mm) REF

ACCEPTABLE HOLE

VIEW

E

0.300 in. (7.62 mm) REF

0.680 in. (17.272 mm) REF



Page 641 Jan 24/2006


0.920 in. (23.368 mm) REF

0.300 in. (7.62 mm) REF

ACCEPTABLE HOLE VIEW

F



Page 642 Jan 24/2006


1

As structural integrity is not affected, cracks (including open radial cracks extending from inner to outer diameter), erosion and/or holes having total surface area less than 2.000 sq.in. (1290.0 sq.mm) in the heat shield are acceptable, providing that holes or cracks in the inner flange support are within limits (Ref. Table 604). When damage is found, a borescope inspection of the associated HP turbine vanes must be carried out. A repeat inspection of the affected area must be carried out within 300 flight hours. Subsequent inspections must be carried out at intervals depending upon the rate of progression and level of deterioration seen. If deterioration exceeds the above limits or the inner flange support is cracked or has holes, an HSI is recommended to be carried out within 100 flight hours.

2

Plasma top coating (ceramic) loss is acceptable. The engine may continue in service with subsequent inspections carried out as defined in the regular maintenance program.

3

All other defects are acceptable.

TABLE 604, Inner Flange Holes, Reference Dimensions (Ref. Fig. 624) Pre-SB

Post-SB

Hole Dia. A (IN)

Approx. Distance Ref. B (IN)

--

21629

0.050

0.300

21629

--

0.100

0.600

C.

High Pressure (HP) Turbine Vane Segments

CAUTION: AFTER A SHOP VISIT, MORE FREQUENT BORESCOPE INSPECTIONS MAY BE REQUIRED DUE TO THE REINSTALLATION OF DAMAGED VANE SEGMENTS. (REF. ENGINE LOGBOOK AND 72-03-00, INSPECTION/CHECK) (1)

General (a) Hot gas streaks can result in burnt/eroded areas on the HP turbine vane ring segments which usually increase flow area, decrease HP compressor speed (NH) and may result in higher interturbine temperature (ITT/T6). However, flight safety is not affected. When inspected through the borescope, deteriorated HP vane segments may already be beyond repairable limits. If this occurs, the HP shroud segments must be inspected. Continued service may also result in damage to the turbine support case (TSC) due to oxidation/erosion between HP shroud segments located in the hot gas streak path. Repair to the TSC at the HP shroud segment support will significantly increase shop visit cost. (b) The inspection criteria for HP vane segments is separated into two categories: 1

Criteria for installed vane segments which are visually inspected using a borescope (visual access is limited, therefore segments cannot be completely inspected).


Page 643 Jan 24/2006


A

F

A

INNER FLANGE SUPPORT

COATING MISSING

HEAT SHIELD

SECTION

A−A

INNER FLANGE SUPPORT

B COOLING HOLES ON INNER FLANGE (DIA A REF.)

(REF.) HEAT SHIELD

CRACK VIEW

F

C22701B Small Exit Duct - Typical In-service Defects Figure 624


Page 644 Jan 24/2006


2

Expanded criteria for vane segments which are removed from the engine during shop visits (Ref. 72-03-00, Inspection/Check). These expanded limits can be used to reduce the work done during engine repair by allowing the vane segments to remain in service.

(c) For both categories, the applicable borescope inspection intervals are listed for HP turbine vane segments which remain in service. This interval is determined by hardware condition which is divided into five categories. The actual interval used is determined by reviewing the borescope inspection requirements of HP vane segment(s) and other hot end components, then choosing the shortest interval. It should be noted that if HP vane segments are reinstalled at shop visit, although flight safety is not affected, subsequent on-wing intervals may be shorter due to the deterioration which continues when the engine is returned to service. (d) Regardless of the borescope interval recommended, it is good maintenance practice to borescope the combustion chamber, HP vane segments and HP turbine blades during a fuel nozzle change. If subsequent borescope inspections reveal hot section damage, the fuel nozzle set associated with the damage will not be known if the condition of these components was not checked when doing fuel nozzle changes. (e) The description and illustrations of various types of HP vane segment damage which follow, give the criteria used when deciding if an HP vane segment should continue in service. Certain damage may be classified as allowable for continued service, but recommendations may be given not to reinstall the segment if the damage is found during a shop visit. When damaged segments are returned to service after a shop visit, safety and engine operation will not be affected, however, subsequent borescope inspections may show damage increasing to category 4 which may require more frequent inspections and/or engine removal. (2)

Inspection Criteria (a) The five categories listed below cover HP vane segment deterioration. 1

Category 1 No visible deterioration. Subsequent borescope inspection interval: Refer to Chapter 05-20-00.

2

Category 2 Minor repairable damage (Ref. Fig. 625). Subsequent borescope inspection interval: 1500 hours Max. Dents and/or impact damage are acceptable but may cause the segment to become unrepairable. NOTE:

3

The repairability criteria and examples shown in this category are guidelines to be used only for maintenance planning purposes.

Category 3


Page 645 Jan 24/2006


Minor non-repairable damage (Ref. Fig. 626). Subsequent borescope inspection interval: 1500 hours Max. 4

Category 4 Non-repairable damage requiring more frequent monitoring (Ref. Fig. 627). Subsequent borescope inspection interval: 400 hours Max. For these more frequent borescope inspections, it is recommended, where possible, to borescope through the igniter ports instead of the fuel nozzle ports which involves disturbing the fuel system. Carry out a detailed borescope inspection of the combustion chamber, HP turbine blades, HP turbine shrouds, LP turbine vanes and LP turbine blades for evidence of widespread damage. Re-evaluate segment(s) during subsequent inspections to see if the condition has degraded to category 5 damage. Damage of this type may be caused by deviating fuel nozzle flow or prolonged use of vane segments which are in an unrepairable condition. If continued service is planned, fuel nozzles are recommended to be changed as a precaution in order to minimize the possibility of further downstream damage occurring.

5

Category 5 Unserviceable condition requiring scheduled engine removal (Ref. Fig. 628). Carry out a detailed borescope inspection of the combustion chamber, HP turbine blades, HP turbine shrouds, LP turbine vanes and LP turbine blades for evidence of widespread damage. Engine removal is recommended within 50 hours for economic reasons. Immediate removal is required if rotating components are not within borescope inspection limits and/or if power assurance check limits are not met. NOTE:

D.

To keep an engine in service after components have deteriorated more than the recommended economical criteria can possibly increase the cost of subsequent repairs/refurbishment because of the effect on downstream components.

HP Turbine Blades (1)

General (a) The condition of HP turbine blade airfoils and tips is critical to obtain rated power. An increase in turbine tip clearance can significantly increase the interturbine temperature (ITT/T6) and reduce Nh rotor speed.

(2)

Inspection Criteria (a) Coating loss on the leading edge surface of the blade, that is less than 0.350 inch in height or covering less than 40% of the leading edge surface, is acceptable.


Page 646 Jan 24/2006


THESE EXAMPLES SHOW REPAIRABLE EROSION AND CRACKS THAT ARE ACCEPTABLE FOR CONTINUED SERVICE. CONTINUED SERVICE MAY CAUSE THE SEGMENT TO BE NON−REPAIRABLE AT NEXT SHOP VISIT.

ALLOWABLE

NOT ALLOWABLE

0.500

CONVERGING AIRFOIL CRACKS ARE ALLOWABLE. AIRFOIL SURFACES ARE INTERNALLY SUPPORTED UP TO 0.500 IN (12.7 MM) FROM THE TRAILING EDGE. IF AN AREA BOUNDED BY CONVERGING CRACKS DOES NOT EXTEND INTO THIS SUPPORTING ZONE, THE SEGMENT IS RECOMMENDED TO BE REPLACED.

C69267 HP Turbine Vane Segment - Minor Repairable Damage Figure 625


Page 647 Jan 24/2006


CRACKS WHICH FORM A CIRCULAR PATTERN BETWEEN A GROUP OF ADJACENT LEADING EDGE COOLING HOLES ARE ACCEPTABLE. VANE SEGMENTS WITH THIS TYPE OF DAMAGE ARE RECOMMENDED TO BE REPLACED AT SHOP VISIT.

C69269 HP Turbine Vane Segment - Minor Non-repairable Damage Figure 626


Page 648 Jan 24/2006


OUTER PLATFORM TRAILING EDGE EROSION

AIRFOIL SURFACE MISSING (BURNT) MATERIAL EXPOSING INSERT

BURNT MATERIAL EXPOSING THE INSIDE OF THE VANE REQUIRES FREQUENT (i.e. CATEGORY 4) MONITORING. FUEL NOZZLES ARE RECOMMENDED TO BE REPLACED IF THIS CONDITION HAS NOT BEEN OBSERVED AT PREVIOUS INSPECTION.

C69270 HP Turbine Vane Segment - Non-repairable Damage (Category 4) Figure 627


Page 649 Jan 24/2006


ENGINE REMOVAL IS RECOMMENDED WITHIN 50 HOURS FOR ECONOMIC REASONS IF, VANE SEGMENTS WITH THE MAJORITY OF THE INTERNAL INSERT EXPOSED OR WITH ENTIRE AIRFOILS MISSING. IF ROTATING COMPONENTS ARE NOT WITHIN BORESCOPE INSPECTION LIMITS OR POWER ASSURANCE CHECK INDICATES THE ENGINE IS NOT OPERATING WITHIN DEFINED LIMIT, ENGINE MUST BE REMOVED IMMEDIATELY.

NOTE: TO KEEP AN ENGINE IN SERVICE AFTER COMPONENTS HAVE DETERIORIATED MORE THAN THE RECOMMENDED ECONOMICAL CRITERIA CAN POSSIBLY INCREASE THE COST OF SUBSEQUENT REPAIRS / REFURBISHMENT BECAUSE OF THE EFFECT ON DOWNSTREAM COMPONENTS.

C69272B HP Turbine Vane Segment - Non-repairable Damage Requiring Scheduled Engine Removal Figure 628


Page 650 Jan 24/2006


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

If borescope limits are being used to determine the serviceability of the HP turbine blades during an engine repair and the erosion has reduced the wall thickness at the leading edge tip (Dim. T) to less than 0.020 in. (0.50 mm), follow the borescope inspection intervals in step (c).

(c) Defects exceeding those shown on Figure 629 but not exceeding the acceptable defects shown on Figure 630 are acceptable for further service, providing engine performance is within limits. A repeat borescope inspection and power assurance check must be carried out within 300 flight hours. Subsequent borescope inspections and power assurance checks must be carried out at intervals not to exceed 600 flight hours, depending upon the rate of progression and level of deterioration seen. (d) Leading edge/tip erosion and open cracks at blade tip exceeding those shown on Figure 630 are acceptable for further service, providing internal cooling air passages are not visible and engine performance is within limits. A repeat borescope inspection and power assurance check must be carried out within 100 flight hours. Subsequent borescope inspections and power assurance checks must be carried out at intervals not to exceed 300 flight hours, depending upon the rate of progression and level of deterioration seen. (e) Visible internal cooling air passages or trailing edge defects exceeding those shown on Figure 630 are not acceptable, and an HSI is recommended to be carried out. For scheduling purposes, the HSI can be delayed for a maximum of 100 flight hours, providing engine performance is within limits. NOTE: (f)

(3)

Refer to Para. A. for additional HSI recommendations.

Corrosion that goes through the HP blade platform as shown on figure 630, is not acceptable and an HSI is recommended to be carried out. For scheduling purposes, the HSI can be delayed for a maximum of 100 flight hours, providing engine performance is within limits.

Airfoil corrosion is described in the table that follows. Table 605 provides a summary of the maintenance actions required, for each of the blade corrosion conditions. NOTE:

It is possible that multiple corrosion stages, may appear on a blade set or on individual blades. To determine the appropriate maintenance action, refer to the action required for the highest level of corrosion stage present. Refer to steps (3) (b) thru (e) for corrosion stage definition.


Page 651 Jan 24/2006


EROSION

HEAVY RUBBING AND BURNT MATERIAL 0.080 IN. BLADE TIP (2.0 mm) OPEN CRACK

T

TRAILING EDGE

0.300 IN. (8.00mm) COATING LOSS

HAIRLINE CRACK

LEADING EDGE

NOTES: 1. THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER SERVICE. REFER TO PARA. 10. D. (2) FOR RECOMMENDED SERVICE ACTION. 2. HAIRLINE CRACKS WITH NO SIGNS OF EROSION OR CORROSION AND STARTING AT THE TIP OF THE BLADE ARE ACCEPTABLE.

C18657H HP Turbine Blade - Typical Damage (Blade Tip May Be Repairable By Grinding) Figure 629


Page 652 Jan 24/2006


BLADE TIP

OPEN CRACK

EROSION

0.250 IN. (6.35 mm) OR 28%

HEAVY RUBBING, BURNT OR MISSING MATERIAL

0.250 IN. (6.35 mm) OR 24% 0.900 IN. (22.86 mm) APPROX. TRAILING EDGE

EROSION, COATING LOSS OR BURNT MATERIAL

LEADING EDGE

CORROSION THAT GOES THROUGH BLADE PLATFORM

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

C18658K HP Turbine Blade - Damage Limits Figure 630


Page 653 Jan 24/2006


TABLE 605, Airfoil Corrosion / Maintenance Actions Blade Inspection Area (Ref. Fig. 632)

1

2

3

4

Area ‘‘B’’ Upper 50%

Borescope 1500 FH Intervals


Replace Blade Within 500 FH


Area ‘‘A’’ Lower 50%





Corrosion Stages

NOTE:

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

(a) Manufacturing Dimples on blade: (Ref to Fig. 631). During borescope, inspectors must pay attention as to not confuse corrosion blisters with manufacturing dimples that may be present. The dimples, if present, are approximately 1/8 inch in diameter and are located at the mid-chord of the pressure side (concave) of the airfoil (about 1/8 inch above the platform). These dimples are superfluous material left from the casting process and are normally removed by hand. However, since this is a manual operation, the surface profile may vary from one hand tool operator to the other. These dimples have no effect on blade structural integrity and blade performance. Their presence is often highlighted by dirt / soot deposits that gather on the dimple. (b) Corrosion Stage 1: Slight roughening of the surface caused by some growth and localized breakdown of the protection coating is evident. Structural integrity of base material is not affected (Ref. Fig. 633 , sheet 1). (c) Corrosion Stage 2: Oxidation of base material has started. Evidence of blistering caused by formation of corrosion products under the coating. Individual blisters do not exceed 0.125 x 0.125 inch. Structural integrity of the base material may be affected if corrosion blister is located in Area A. (Ref. Fig. 633 , sheet 2). (d) Corrosion Stage 3: Oxidation of the base material has penetrated to a significant depth. Blister(s) size is greater than 0.125 x 0.125 inch. Structural integrity of the base material may be affected (Ref. Fig. 633 , sheet 3). (e) Corrosion Stage 4: Deep penetration of corrosion going though the airfoil wall. Structural Integrity of base material affected (Ref. Fig. 633 , sheet 4). E.

HP Turbine Shroud Segment (1)

Borescope Inspection Intervals:


Page 654 Jan 24/2006


DIMPLE

DIMPLE

DIMPLE

NOTE: NO MAINTENANCE ACTIONS REQUIRED.

C101553 HP Turbine Blade - Manufacturing Dimples Figure 631


Page 655 Jan 24/2006


AREA B 0.875 IN. (APPROX) AREA

A

C101557 HP Turbine Blade Inspection Area’s Figure 632


Page 656 Jan 24/2006


AREA

A

NOTE: BORESCOPE AT 1500 FH.

C101558

Stage 1 Airfoil Corrosion Samples Figure 633 (Sheet 1 of 4)


Page 657 Jan 24/2006


0.125 IN. MAXIMUM

AREA

A

NOTE: REPLACE BLADE WITHIN 50 FH.

C101559

Stage 2 Airfoil Corrosion Samples Figure 633 (Sheet 2)


Page 658 Jan 24/2006


AREA B

AREA B REPLACE BLADE WITHIN 500 FH

AREA B

AREA

A

AREA

A

AND AREA B REPLACE BLADE WITHIN 10 FH PER WORSE CONDITION

C101563



Page 659 Jan 24/2006


REPLACE BLADE WITHIN 10 FH

C101566



Page 660 Jan 24/2006


(a) Initial borescope inspection to be made at 1500 hours or more of accumulated service. (2)

HP Turbine Shroud Segment Borescope Inspection Criteria (Ref. to Table 606) NOTE:

The following Table provides a summary of the maintenance action required for each shroud segment deterioration category.

TABLE 606, Maintenance summary for HP Turbine Shroud Segment Categories

Borescope Inspection Interval

1

Every 1000 FH Maximum

2


3


Categories

Replacement Required

4

Within 50 FH Maximum

5

Within 10 FH Maximum

NOTE: 1. Refer to Para. A. for additional HSI recommendations. NOTE: 2. The presence of hot streaks can result in wide variation of shroud deterioration on any one engine. Therefore, it is necessary to inspect the entire shroud circumference to determine the worst condition. The presence of burnt HP vanes may help locate shrouds that are in a more advanced state of deterioration. (a) Category 1: Subsequent borescope inspection interval, every 1000 FH maximum (Ref. Fig. 634) v Borescope inspection shows silver-grey heat discoloration, with no axial cracks. Slight changes to surface texture may be visible. (b) Category 2: Subsequent borescope inspection interval, every 500 FH maximum (Ref. Fig. 635) v Borescope inspection shows minor oxidation characterized by silver-grey heat discoloration and/or initiation of dark gray spotting. Hairline axial crack(s) may appear in the thermal barrier coating, may be seen located in the center and / or at the trailing edge area of the shroud segment. NOTE:

Witness marks from slight HPT blade tip rubbing are acceptable. If major rubbing is present, refer to Category 5.

(c) Category 3: Subsequent borescope inspection interval, every 200 FH maximum (Ref. Fig. 636)


Page 661 Jan 24/2006


LEADING EDGE

TRAILING EDGE

H.P.T. SHROUD SEGMENT ON BENCH

TRAILING EDGE H.P.T. BLADE

H.P.T. SHROUD SEGMENT LEADING EDGE

LEADING EDGE H.P.T. BLADE

BORESCOPE VIEW IN THE ENGINE

C75121 HPT Shroud Segments - Category 1: Borescope Required within Next 1000 FH Maximum. Figure 634 (Sheet 1 of 2)


Page 662 Jan 24/2006


LEADING EDGE

LEADING EDGE

TRAILING EDGE

TRAILING EDGE LEADING EDGE

LEADING EDGE

TRAILING EDGE

TRAILING EDGE


C88430A HPT Shroud Segments - Category 1: Borescope Required within Next 1000 FH Maximum. Figure 634 (Sheet 2)


Page 663 Jan 24/2006


TRAILING EDGE H.P.T. BLADE

H.P.T. SHROUD SEGMENT LEADING EDGE

LEADING EDGE H.P.T. BLADE




Page 664 Jan 24/2006


CRACK

LEADING EDGE

MINOR OXIDATION

TRAILING EDGE H.P.T. SHROUD SEGMENT ON BENCH

C88431 HPT Shroud Segments - Category 2: Borescope Required within Next 500 FH Maximum. Figure 635 (Sheet 2)


Page 665 Jan 24/2006


LEADING EDGE

TRAILING EDGE

LEADING EDGE





Page 666 Jan 24/2006


v Borescope inspection shows curling and / or oxidation. The oxidation is characterized by heat discoloration, ranging from silver-grey to dark-grey. Thermal barrier coating with partial coating delamination and / or multiple small or long axial cracks, located at the center and / or trailing edge area of the shroud segment. NOTE: 1. Witness marks from slight HPT blade tip rubbing are acceptable. If major rubbing is present, refer to Category 5. NOTE: 2. To keep an engine in service after components have deteriorated, more than the recommended economical criteria, can possibly increase the cost of subsequent repairs / refurbishment because of the adverse effect on downstream components. (d) Category 4: HP Turbine Shroud Segment replacement within next 50 FH maximum (Ref. Fig. 637) v Borescope inspection reveals curling and / or heavy oxidation with missing pieces of thermal barrier coating, or completely missing thermal barrier coating. v Erosion / oxidation within the limits shown in figure 637 sheet 3, is acceptable. Operating the engine with burnt areas on the shroud segments, in excess of the maximum allowable limits, will damage the turbine support case (cracking and burning of the HP shroud attachment rim); an HSI is recommended for economic reasons. NOTE: 1. Eroded / oxidized shroud segments are normally located around bottom dead center (BDC). Erosion / oxidation of the HP shroud front area results in the rim becoming thin (knife edge), and causes the gap between two adjacent shroud segments to increase. NOTE: 2. Completely missing thermal barrier coating may be difficult to see through borescope unless when compared to adjacent shrouds that are not missing coating. Visually check for increased tip clearances over individual shrouds, steps at adjacent shroud ends, and/or darker and rougher surface texture across entire shroud length. NOTE: 3. If major rubbing is present, refer to Category 5. NOTE: 4. Immediate removal is required if the borescope inspection of downstream rotating components shows evidence of debris impact. Borescope inspection is to be carried out prior returning to service. NOTE: 5. To keep an engine in service after components have deteriorated, more than the recommended economical criteria, can possibly increase the cost of subsequent repairs / refurbishment because of the adverse effect on downstream components. (e) Category 5: HP Turbine Shroud Segment replacement within next 10 FH maximum (Ref. Fig. 638)


Page 667 Jan 24/2006


LEADING EDGE

HEAVY OXIDATION MATERIAL MISSING NUMEROUS CRACKS




Page 668 Jan 24/2006


LEADING EDGE

CRACKS

OXIDATION




Page 669 Jan 24/2006


LEADING EDGE

TRAILING EDGE

LEADING EDGE

TRAILING EDGE




Page 670 Jan 24/2006


H.P.T. SHROUD

H.P.T. BLADE TIP

PARTIAL THERMAL BARRIER COATING DELAMINATION



Page 671 Jan 24/2006


CURLING / EROSION

B

TRAILING EDGE

LEADING EDGE CURLING / EROSION VIEW B



Page 672 Jan 24/2006


LEADING EDGE

CRACK

MISSING COATING

TRAILING EDGE H.P.T. SHROUD SEGMENT ON THE BENCH

C88433 HPT Shroud Segments - Category 4: Shroud Replacement Required Within Next 50 FH Maximum Figure 637 (Sheet 1 of 3)


Page 673 Jan 24/2006


LEADING EDGE

TRAILING EDGE

LEADING EDGE

TRAILING EDGE


C98189 HPT Shroud Segments - Category 4: Shroud Replacement Required Within Next 50 FH Maximum Figure 637 (Sheet 2)


Page 674 Jan 24/2006


EROSION / OXIDATION 0.250 IN. (6.35 MM) MAX.

0.250 IN. (6.35 MM) MAX.

ADJOINING SEGMENTS VIEW

A

A

EROSION / OXIDATION

C32405B HPT Shroud Segments - Category 4: Shroud Replacement Required Within Next 50 FH Maximum Figure 637 (Sheet 3)


Page 675 Jan 24/2006


H.P.T. BLADE LEADING EDGE

H.P.T. BLADE TIP

CRACK

H.P.T. BLADE TIP RUBBING

HEAVY OXIDATION


C88435 HPT Shroud Segments - Category 5: Shroud Replacement Required Within Next 10 FH Maximum Figure 638 (Sheet 1 of 2)


Page 676 Jan 24/2006


LEADING EDGE

TRAILING EDGE


C98190 HPT Shroud Segments - Category 5: Shroud Replacement Required Within Next 10 FH Maximum Figure 638 (Sheet 2)


Page 677 Jan 24/2006


v Borescope inspection reveals major rubbing with curling and / or heavy oxidation, with missing pieces of thermal barrier coating, or completely missing thermal barrier coating. Shroud segment trailing edge may also be completely missing, exposing the turbine support case attachment rim. NOTE: 1. Completely missing thermal barrier coating may be difficult to see through borescope unless when compared to adjacent shrouds that are not missing coating. Visually check for increased tip clearances over individual shrouds, steps at adjacent shroud ends, and/or darker and rougher surface texture across entire shroud length. NOTE: 2. Operating the engine with the shroud segments in excess of the maximum allowable limits described above will damage the turbine support case (cracking and burning of the HP shroud attachment rim). NOTE: 3. Immediate removal is required if the borescope inspection of downstream rotating components shows evidence of debris contact. Borescope inspection is to be carried out prior returning to service. NOTE: 4. To keep an engine in service after components have deteriorated, more than the recommended economical criteria, can possibly increase the cost of subsequent repairs / refurbishment because of the adverse effect on downstream components. F.

LP Turbine Stator (Ref. Fig. 639 and 640). (1)

Inspection Criteria (a) Burnt areas of the LP stator vanes produce an increase in flow area, decrease LP compressor speed (NL) and increase ITT/T6. Providing the ITT/T6 is below the maximum acceptable limit (Ref. Adjustment/Test) there is no need to carry out a hot section inspection regardless of the amount of damage, providing the structural integrity of the vanes is not affected. However, as only cracks can be repaired, it must be understood that keeping the engine in service may increase HSI costs. Trailing edges with up to 0.250 in. (6.350 mm) of material missing and wide open cracks are acceptable. Corrosion (shown as burn through to the core) are not acceptable and an HSI is recommended. NOTE:


G. LP Turbine Blades (1)

Inspection Criteria


Page 678 Jan 24/2006


TRAILING EDGE 1.4 INCH APPROX. LEADING EDGE 1.0 INCH APPROX.

C107964 LP Turbine Stator - Borescope Inspection Reference Points Figure 639


Page 679 Jan 24/2006


BORE SCOP E

0.375 IN REF. DIM FOR BORESCOPE

C107975 LP Turbine Vane - Borescope Inspection Reference Dimension Figure 640


Page 680 Jan 24/2006


(a) The condition of LP turbine blade airfoils and tips is critical to obtain rated power. Most significant blade tip defects (rubs and oxidation), seen using a borescope, increase interturbine temperature (ITT/T6) toward the maximum acceptance limit (Ref. Adjustment/Test). Even if ITT/T6 is below the maximum limit an HSI is recommended for economic reasons if defects are beyond the limits shown in Figure 641. Alternately, defects shown in Figure 641 are acceptable, providing their condition is monitored by further borescope inspections and power assurance check (Ref. Adjustment/Test). Subsequent inspections must be carried out at intervals which must not exceed 600 flight hours. If defects are in excess of those shown in Figure 642, an HSI is recommended to be carried out. (b) Airfoil core corrosion can be seen as blistering or erosion on the convex or concave side of the blade (usually near the tip at the leading edge). This condition is unacceptable, and the disk assembly must be replaced within 50 flight hours. NOTE: (2)


The LP Turbine blades can continue in service, providing they meet the following criteria (Ref. Fig. 643): (a) area a (airfoil): a maximum of three nicks, dents or pits 0.003 in. (0.07 mm) deep maximum. (b) area b (leading edge): a maximum of one nick, dent or pit 0.005 in. (0.12 mm) deep maximum. NOTE:

Area b includes an area 0.100 in. (2.54 mm) wide from the leading edge.

(c) area c (trailing edge): a maximum of one nick, dent or pit 0.005 in. (0.12 mm) deep maximum. NOTE:

Area c includes an area 0.100 in. (2.54 mm) wide from the trailing edge.

(d) area d (root area): a maximum of one nick, dent or pit 0.005 in. (0.12 mm) deep maximum. NOTE:

Area d includes an area 0.100 in. (2.54 mm) wide from the platform surface.

(e) area e (leading edge tip): erosion up to a 0.025 in. (0.63 mm) tip radius. H.

First- and Second-stage Power Turbine Vanes (1)

Inspection Criteria


Page 681 Jan 24/2006


HEAVY RUBBING AND BURNT MATERIAL ACCEPTABLE PROVIDING ENGINE PERFORMANCE IS WITHIN LIMITS


COATING LOSS

NOTE: THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER SERVICE. THE EXTENT OF THE DEFECT(S) MUST BE RECORDED AND MONITORED BY ADDITIONAL BORESCOPE INSPECTIONS.

C32423A LP Turbine Blade - Acceptable Damage May Be Repairable By Blade Tip Grinding Figure 641


Page 682 Jan 24/2006


0.500 IN. (12.7 MM) OR 36%

0.800 IN. (20.32 MM)

0.250 IN. (6.35 MM) OR 31%

BURNT OR MISSING MATERIAL

BLISTERING OR EROSION CAUSED BY CORE CORROSION 0.250 IN. (6.35 MM) OR 18% TRAILING EDGE

LEADING EDGE

1.400 IN. (35.56 MM) APPROX

EROSION, BURNT MATERIAL OR FOREIGN OBJECT DAMAGE (FOD)

BLISTERING CAUSED BY CORROSION

NOTE: INDIVIDUAL DEFECTS EXCEEDING THE ABOVE LIMITS ARE NOT ACCEPTABLE. SEE PARA.(6) FOR RECOMMENDED SERVICE ACTION. THE DIMENSIONS CANNOT BE ACCURATELY MEASURED WHEN USING A BORESCOPE THERFORE THE EXTENT OF THE DAMAGE MAY BE ESTIMATED AS A PERCENTAGE OF AIRFOIL TIP LENGTH AND TRAILING EDGE HEIGHT.

C32424B LP Turbine Blade - Non-repairable Damage Figure 642


Page 683 Jan 24/2006


a TRAILING EDGE

LEADING EDGE

e

c 0.100 in. WIDE (2.54 mm)

A d

b DETAIL

0.100 in. (2.54 mm) WIDE

C C

VIEW

A

C71325 LP Turbine Blade Visual Inspection Figure 643


Page 684 Jan 24/2006


(a) Damaged areas on the first-stage and/or second-stage PT stator (vane) produce an increase in flow area which increases LP compressor speed (NL) and lowers interturbine temperature (ITT/T6). Providing NL stays within limits or the engine does not surge, there is no need to change the stator(s) irrespective of the amount of damage, unless the structural integrity of the vanes is affected (e.g. wide open cracks, excessive foreign object damage (FOD) and missing or burnt material are unacceptable). I.

First- and Second-stage Power Turbine (PT) Blades (1)

Inspection Criteria (Ref. Fig 644). (a) An engine may be returned to service after PT blade fracture(s) providing: 1

The inspection required to determine if vibration produced by PT blade fracture(s) was sufficient to cause secondary damage requiring return of the engine to an overhaul facility detailed in 72-03-00, INSPECTION/CHECK is carried out.

2

The Power Turbine Rotating Balancing Assembly is replaced before the first engine run.

(b) Increased tip clearance of the first- and second-stage PT blades decreases LP compressor speed (NL), increases HP compressor speed (NH) and interturbine temperature (ITT/T6). If these parameters stay within limits, there is no need to change the PT assembly irrespective of the amount of damage, providing the structural integrity of the components is not affected (e.g. cracks, missing material, excessive foreign object damage (FOD) or blade distortion are unacceptable). (c) Corrosion seen as pitting or coating loss is acceptable for continued services (Ref. Fig 644). 1 11.

If corrosion of the airfoil base material (seen as blistering), is found, the disk assembly must be replaced within 50 flight hours.

Gear Teeth Inspection A.

Acceptable Conditions (a) Small clusters of spalling at one extremity of the tooth width or in a narrow band along the tooth on less than 1⁄2 tooth length. Refer to Figure 645 to determine acceptable accessory gearbox angle drive gear teeth spalling. (b) Light shallow scoring. NOTE:

Presence of scoring usually indicates poor lubrication. Check gear regularly once scoring is evident. If condition worsens, investigate associated oil nozzle.


Page 685 Jan 24/2006


CORROSION PITTING / COATING LOSS ACCEPTABLE CONDITION

BLISTERING CONDITION / NOT ACCEPTABLE REPLACE BLADE WITHIN 50 FHR

C106030 First and Second Stage Power Turbine Blades - Inspection Criteria Figure 644


Page 686 Jan 24/2006


A

B

DETAIL DETAIL

B

A C62117

Accessory Gearbox Angle Drive Gears - Unacceptable Teeth Spalling Figure 645


Page 687 Jan 24/2006


(c) Discoloration. NOTE:

Discoloration usually indicates poor lubricating and may lead to scoring, then spalling. Check gear regularly. If condition worsens, investigate associated oil nozzle.

(d) Incorrect tooth contact pattern. NOTE: 1. Ideal tooth contact is a centrally-located strip on face of tooth. Any deviation is caused by incorrect tooth contact. NOTE: 2. Incorrect tooth contact pattern may lead to spalling because pressure surfaces between teeth are either concentrated on a smaller area along teeth width and/or off-center along depth. Check gear regularly. B.

Non-acceptable Conditions NOTE:

Replace affected module (RGB or Turbomachinery) if any non-acceptable condition is evident.

(a) Spalling in a narrow band along whole width of tooth root or dispersed throughout contact area. (b) Deep scoring (root/tip direction) across tooth contact surface. (c) Rough tooth contact surface due to excessive wear, with raised material at tooth extremities. 12.

Cracks in Turbine Support Case Inner Wall A.

Cracks in the turbine support case inner wall, found when carrying out a borescope inspection of the LP turbine blades and first-stage power turbine stator (Ref. Fig. 646), are acceptable providing: (1)

Crack length does not exceed 4.0 in. (101.6 mm).

(2)

Not more than 6 cracks are found.

(3)

There are no cracks on the same side of adjacent bosses (Ref. Fig. 646, Sheet 3).

(4)

Cracks are recorded (Ref. Table 607).

(5)

An additional inspection of the affected area is carried out at an interval not to exceed 300 flight hours.

(6)

Subsequent inspections are done at intervals depending on the rate of increase and level of deterioration seen, but not later than 300 flight hours. TABLE 607, Turbine Support Case - Crack Record

Boss Location

Length/ Flight Hours







1


Page 688 Jan 24/2006


TABLE 607, Turbine Support Case - Crack Record (Cont’d) Boss Location








2 3 4 5 6 7 8 9 10 11 12 NOTE: No. 1 boss TDC and remaining bosses are numbered counterclockwise from rear of engine. 13.

Cracks in Gas Generator Case Firewall Support Ring NOTE:

A.

Cracks extending into the continuous seam of spot weld (original support ring) and cracks extending through the tack welds (repaired gas generator support ring), may propagate through the gas generator case wall. The consequences of a crack through the gas generator case wall is that the case will be non-repairable at next overhaul or major refurbishment. The decision to remove the engine or continue in service should be based on Operator experience and economic considerations.

Visual Inspection (1)

Visually inspect firewall support ring for cracks as follows: (a) Cracks radiating outwards from bolt holes are acceptable. (b) Circumferential cracks adjacent to the weld are acceptable. v The breaking away of small areas of the ring is acceptable or loose pieces of the ring can be cut away and discarded provided there is a minimum of 2.0 in. (50.80 mm) of material on each side of any support brackets, installed on the firewall support ring. (c) Axial cracks are acceptable provided that: 1

The breaking away of small areas of the ring, in the portion resting on the the gas generator case is acceptable.


Page 689 Jan 24/2006


A

a

THERMOCOUPLE BOSSES

C32863 Turbine Support Case Inner Wall - Inspection Figure 646 (Sheet 1 of 3)


Page 690 Jan 24/2006


3.8 IN. (96.52 mm) (TYP)

4 IN. (101.6 mm) MAX (TYP)

AREA

a

AREA

a

AREA

a

C32861 Turbine Support Case Inner Wall - Inspection Figure 646 (Sheet 2)


Page 691 Jan 24/2006


AREA

a

AREA

a

C32862 Turbine Support Case Inner Wall - Inspection Figure 646 (Sheet 3)


Page 692 Jan 24/2006


ENGINE - CLEANING/PAINTING 1.

2.

General A.

Instructions and information necessary for cleaning and painting the engine are provided in this section.

B.

The importance of cleaning the engine regularly cannot be overemphasized. This helps in the early detection of leaks and exterior deterioration.


3.


Item No.

Name

PWC03-001 PWC05-005 PWC05-050 PWC05-089 PWC05-295 PWC11-001 PWC11-010 PWC11-027 PWC11-031 PWC11-034

Engine Oil Emulsifier Nitrogen Lockwire Lockwire (may be used instead of PWC05-089) Cleaning Agents Methanol Solvent, Petroleum Cleaner, Engine Parts Detergent, Water-based Alkaline Gel


4.

Tool No.

Name

PWC30128-15 PWC32677-300 PWC37771 PWC56502

Puller Cart, Compressor/Fuel Nozzle Wash Nozzle Wash Nozzle

Fixtures, Equipment and Supplier Tools The fixtures, equipment and supplier tools listed below are referred to in procedural text. Name Air supply valve - 2 off Centrifugal pump, 10 gal. (37.85 liters) per minute minimum flow rate - 1 off Containers, 5 gal. (19 liters) capacity - 2 off

72-00-00 ENGINE - CLEANING/PAINTING

Page 701 Jan 24/2006


Name Fluid shutoff valve - 2 off Hose Pressure gage - 1 off Recirculation pump with relief valve - 1 off Tubing 5.

Engine Cleaning A.

External Wash WARNING:


CAUTION: DO NOT USE GASOLINE OR SIMILAR TOXIC SUBSTANCES FOR EXTERNAL ENGINE CLEANING. DO NOT ATTEMPT TO WASH AN ENGINE THAT IS STILL HOT OR RUNNING. (1)

Wash engine using water or petroleum solvent (PWC11-027), or detergent gel (PWC11-034) water emulsion or cleaner (PWC11-031). NOTE:

(2)

Thoroughly rinse with clean water if solvent gel or cleaner is used.

WARNING:

(3) B.


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

Dry with clean, low pressure, compressed air.

Compressor Wash (1)

General NOTE:

A compressor wash can be carried out only on engines incorporating wash nozzle P/N 3121033-01. Wash nozzle (PWC37771) is recommended to be used to wash the turbine area.

(a) Washing removes salt, dirt and other baked-on deposits that accumulate in the gas path and cause engine performance deterioration.


Page 702 Jan 24/2006


(b) A desalination wash uses water or water/methanol (PWC11-010) (Ref. Table 701 or Fig. 701) to remove salt and light deposits. The addition of cleaning agents is not recommended. NOTE:

Figure 701 introduces an alternate method to determine the methanol requirement when mixing a desalination/rinse solution for use at temperatures below 0°C (32°F).

(c) A rinse wash uses the same solution (according to temperature) as the desalination wash (Ref. Table 701) and is used after a performance recovery wash to clean the gas path. (d) A performance recovery wash uses cleaning agents (Ref. Tables 702, 703, 704 and 705) in the wash solution to remove deposits that cannot be dissolved by a desalination wash. NOTE:

Performance recovery washing must be carried out only when necessary to ensure residue does not build up in engine components.

(e) The formula of the P&WC developed performance recovery solution WCT is shown in Table 704. (f)

Depending upon the operating environment, the nature and frequency of washing are recommended to be in accordance with Chapter 05-20-00.

(g) Wash solution quantity requirements are contained in Table 706. TABLE 701, Desalination/Rinse Solutions AMBIENT TEMPERATURE

WATER % by Vol.

METHANOL % by Vol.

+2°C up

+36°F up

100

Nil

-25 to +2°C

-13 to +36°F

50

50

Below -25°C

Below -13°F

40

60

(2)

Inspection Port Cover/Wash Nozzle - Removal/Installation (a) Remove nut (7, Fig. 702) and bolt (8). (b) Remove bolts (1), washer (2), bracket (6), cover (3) using puller (PWC37651), or wash nozzle (4) using puller (PWC30128-15) and packing (5). Discard packing. (c) Lubricate packing (5) with engine oil (PWC03-001) and install on cover (3) or wash nozzle (4). (d) Install cover or wash nozzle, washer (2), bracket (6) and bolts (1). Torque bolts 32 to 36 lb.in. (3.62-4.07 Nm). (e) Install bolt (8) and nut (7) to secure clamp holding oil tube to bracket. Torque nut 36 to 40 lb.in. (4.07-4.52 Nm).


Page 703 Jan 24/2006


70%

60%

METHANOL VOLUME

50%

40%

30%

20%

10%

0% 0

−10

−20

−30

−40

−50

−60

OAT ( o C)

C33859 Desalination/Rinse Solution - Determining Methanol Requirement at Temperatures Below 0°C (32°F) Figure 701


Page 704 Jan 24/2006


(3)

Preparation of Desalination/Rinse Solutions (a) The minimum standard for water is drinking quality (Ref. step (7)).

(4)

Preparation of Performance Recovery Solutions (a) The minimum standard for water is drinking quality (Ref. step (7)). WARNING:

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

(b) Biodegradable cleaning agents (Ref. Table 705) are recommended to be used. Solution strength must be as per manufacturer/supplier’s recommendation. Where no specific recommendation is provided, the proportion of cleaning agent should be as shown in the applicable table. (c) The use of Witconate HC-59B or P10-59B emulsifying agent (PWC05-005) (150 ml in 5 liters) is highly recommended to prevent fuel separation. (5)

Wash Schedule Recommendations (a) Refer to Chapter 05-20-00.

(6)

Wash Solution Quantity Requirements (a) Refer to Table 706.

(7)

Drinking Water Quality Requirements NOTE:

Since drinking water quality varies from place to place and from season to season, these requirements are provided as a guide only.

(a) Appearance: free from visible impurities. (b) Total solids: 175 ppm (mg/liter) maximum. (c) PH value: 6.0 to 8.0 inclusive. (d) Chlorides: 15 ppm (mg/liter) maximum. (e) Sulfates: 10 ppm (mg/liter) maximum.


Page 705 Jan 24/2006


5

3

1 1

6

2

4

7

8

C12709A Inspection Port Cover/Wash Nozzle - Removal/Installation Figure 702


Page 706 Jan 24/2006


Key to Figure 702 1. 2. 3. 4. 5. 6. 7. 8.

Bolt Washer Cover Wash Nozzle Packing Bracket Nut Bolt

TABLE 702, CLIX (PWC11-001), Almon AL-333 (PWC11-001A), Magnus 1214 (PWC11-001B), B & B 3100 (PWC11-001C), Turco 5884 (PWC11-001G) and WCT Performance Recovery Solutions AMBIENT TEMPERATURE

CLEANING AGENT % by Vol.

FUEL % by Vol.

METHANOL % by Vol.

WATER % by Vol.

+2°C up

+36°F up

25

Nil

Nil

75

-25 to +2°C

-13 to +36°F

25

15

20

40

Below -25°C

Below -13°F

25

15

40

20

EXAMPLE: Typical mixture proportions using B & B 3100 at ambient temperature of -25 to + 2°C (-13 to +36°F). CAUTION: ADD 150 ml OF WITCONATE EMULSIFYING AGENT (PWC05-005) AND MIX SOLUTION THOROUGHLY BEFORE USE TO PREVENT FUEL SEPARATION. B & B 3100

25% by Vol = 1250 ml in 5 liters (1.33 US gal.)

Fuel

15% by Vol = 750 ml

Methanol

20% by Vol = 1000 ml

Water

40% by Vol = 2000 ml

Total

100% by Vol = 5000 ml or 5 liters (1.33 US gal.)


Page 707 Jan 24/2006


TABLE 703, Turco 4217 (PWC11-001F) (concentrate) and Ardrox 624 (PWC11-001H) (concentrate) - Performance Recovery Solutions AMBIENT TEMPERATURE

CLEANING AGENT Qty (ml)

FUEL Qty (ml)

METHANOL Qty (ml)

WATER Qty (ml)

CAUTION: ADD 150 ML OF WITCONATE EMULSIFYING AGENT (PWC05-005) AND MIX SOLUTION THOROUGHLY BEFORE USE TO PREVENT FUEL SEPARATION. +2°C up

+36°F up

200

2000

Nil

2800

-25 to +2°C

-13 to +36°F

200

2000

100

1800

Below -25°C

Below -13°F

200

2000

1800

1000

TABLE 704, WCT Performance Recovery Wash Solution Developed by P&WC MATERIAL

QUANTITY

Witconate HC59B or P10-59B (PWC05-005)

2 parts

Carbitol (PWC11-001)

4 parts

Triethanolamine (PWC11-001)

1 part

TABLE 705, Ardrox 6345 (PWC11-003), Ardrox 6367 (PWC11-003B) (previously identified as Turboclean 2), Ardrox 6368 (PWC11-003C) (previously identified as Turboclean 2 RTU), ZOK27 (PWC11-003D), and B & B TC100 (PWC11-003E) Biodegradable Performance Recovery Solutions AMBIENT TEMPERATURE

CLEANING AGENT % by Vol.

METHANOL % by Vol.

WATER % by Vol.

+2°C up

+36°F up

20

NIL

80

-25 to +2°C

-13 to +36°F

20

30

50

Below -25°C

Below -13°F

20

40

40

NOTE: Ardrox 6368 (PWC11-003C) is used undiluted at temperatures above +2°C (36°F). This product must not be used below this temperature.


Page 708 Jan 24/2006


TABLE 706, Wash Solution Quantity Requirements TYPE OF WASH

LITERS

US GALLONS

Desalination

19

5

Rinse

19

5

Performance Recovery

10

2.66

(8)

Demineralized Water Quality Requirements (a) Appearance: free of suspended solids. (b) Total solids: 10 ppm (mg/liter) maximum. (c) Specific conductance: 11 micro-ohms/cm maximum. (d) Silica content: 3 ppm (mg/liter) maximum. (e) PH value: 5.0 to 7.5 inclusive. (f)

(9)

Intake filter not coarser than 10 microns.

Equipment Required (a) Compressor wash nozzle P/N 3121033-01. (b) Compressed air or nitrogen (PWC05-050) supply, regulated up to 50 psig (345 kPa). (c) Alternate Fluid Supply Systems 1

Compressor wash cart (PWC32677-300) a

2

This cart contains the components required to enable wash fluid to be supplied to the engine at the specified rate and pressure.

Individual components (Ref. Fig. 703) a

Two stainless steel containers, 5 US gallons (19 liters) capacity, each capable of withstanding up to 80 psi (550 kPa) working pressure.

b

A mechanical agitator, or recirculation pump with relief valve, for mixture agitation.

c

One pressure gage located in air delivery line.

d

Two air supply valves.

e

Two fluid shut-off valves.

f

Suitable tubing to interconnect components. Valve and tubing connections to be 0.3125 in. (8 mm) ID minimum.


Page 709 Jan 24/2006


(10)

g

Wash nozzle connection having a 0.5625-18 UNJF thread.

h

Two flow control valves for use with recirculating pump.

i

If required, a centrifugal pump with flow rate of 10 gallons (37.85 liters) per minute minimum, for use when drinking water pressure is below 30 psig (207 kPa).

Desalination Wash Procedure NOTE:

A hand wash of the engine air intake gas path up to and including the flanged joint is recommended to be carried out prior to starting the desalination wash procedure. Use a sponge dipped in a mixture of drinking quality water and detergent gel (PWC11-034) or equivalent mild detergent. After the wash, rinse with clean water to remove the soap residue.

(a) Engine Not Running 1

Depending upon the ambient temperature, fill the wash tank or cart (PWC32677-300) with the appropriate mixture (Ref. Table 701). Alternately, at temperatures above +2°C (+36°F), use a suitable hose connected to drinking water tap.

2

Disconnect line from flow divider and dump valve drain. Install a cap on flow divider dump valve. (Ref. AMM).

3

Disconnect the P3 air pressure sensing tube at the intercompressor case end. Put a plastic bag over the end of the tube. NOTE:

Disconnection of the P3 air pressure sensing tube from the intercompressor case is optional and is at the discretion of the operator. Operators whose experience indicates MFC pneumatic side contamination may want to cap the P3 line to prevent contamination of the MFC.

4

Connect compressed air or nitrogen supply (PWC05-050), regulated to 30 to 50 psig (207-345 kPa) to wash tanks or cart. If drinking water is used, connect through a centrifugal pump if water pressure is below 30 psig (207 kPa).

5

Remove plug (1, Fig. 704) and packing (2). Discard packing.

6

Install nozzle connection (3). Torque connection 110 to 120 lb.in. (12.43-13.56 Nm).

7

Connect pressurized tank, wash cart or drinking water supply to nozzle connection.

CAUTION: WATER USED TO ACCELERATE ENGINE COOLING MUST BE DEMINERALIZED. 8

Before washing, ensure engine temperature is below 65°C (150°F) by one of the following methods:


Page 710 Jan 24/2006


MECHANICAL AGITATOR

CLEANING SOLUTION/STEEL TANK 5 U.S. GALS (19 LITERS) CAPACITY WORKING PR. 345 KPa (50 P.S.I.G.)

AIR SUPPLY VALVE

SHUT OFF VALVE

PRESSURE GAGE VALVE

VALVE RELIEF VALVE TO WASH NOZZLE

AIR / NITROGEN PRESSURE SOURCE REGULATED UP TO 345 KPa (50 P.S.I.G.)

RECIRCULATION PUMP

AIR SUPPLY VALVE

RINSE SOLUTION TANK 19 LITERS (5 U.S. GALS) CAPACITY WORKING PR. 345 KPa (50 P.S.I.G.)

SHUT OFF VALVE

C12546A Wash Rig - Schematic Figure 703


Page 711 Jan 24/2006


a

Allowing engine time to cool.

b

Carrying out a dry motoring run and injecting demineralized water through the wash nozzle. NOTE:

c

An engine temperature below 65°C (150°F) ensures that inadvertent use of hard water does not result in precipitation of deposits.

Forced air cooling: An air conditioning unit can be used to accelerate engine cooling temperature.

9

Ensure aircraft bleed air is OFF.

CAUTION: DO NOT MOTOR FOR MORE THAN 30 SECONDS; OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). 10

Carry out a dry motoring run (Ref. AMM).

11

When NH reaches 5%, inject water or water/methanol as applicable, into engine.

12

Stop motoring run after 30 seconds (Ref. AMM).

13

Shut off water or water/methanol when NH reaches 5%.

14

Disconnect pressurized tank, cart or drinking water supply from nozzle connection.

15

Remove nozzle connection.

16


17

Install plug. Torque plug 110 to 120 lb.in. (12.43-13.56 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).

CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). 18

Carry out an additional 30-second dry motoring run (Ref. AMM) if water/methanol has been used.

19

Remove cap from dump valve and connect drain line to flow divider and dump valve (Ref. AMM).

20

Remove the plastic bag from the P3 air pressure sensing tube. Install the tube on the intercompressor case (Ref. 72-01-30, Removal/Installation).


Page 712 Jan 24/2006



Switch ignition ON and start engine (Ref. AMM). Run at 80% NH for one minute or more to completely dry the engine. NOTE:

22

Engine ground run must be carried out as soon as possible to avoid corrosion problems.


(b) Engine Running NOTE: 1

2

Not recommended for operators whose experience indicate MFC pneumatic side contamination.

Rig Calibration: one of the factors affecting the flow rate of the wash nozzle is the difference in height between the nozzle, when installed in the engine, and the wash rig. Therefore, the following procedure must be carried out to obtain the correct flow rate: a


b

Remove bolts (3), washers (4), wash nozzle (5), using puller (PWC30128-15), and packing (6). Discard packing.

c

Install nozzle connection (7). Torque connection 110 to 120 lb.in. (12.43-13.56 Nm).

d

Using suitable hose, connect wash rig or cart to nozzle connection.

e

Adjust wash rig to obtain a flow rate of 4 to 5 liter/min (1.1-1.3 gal/min) with the wash nozzle at the same height as it was when installed in the engine.

f

Remove hose and nozzle connection.

g

Lubricate packing (6) with engine oil (PWC03-001) and install on wash nozzle (5).

h

Install wash nozzle (5), washers (4) and bolts (3). Torque bolts 36 to 40 lb.in. (4.07-4.52 Nm).

i


j


Wash Procedure


Page 713 Jan 24/2006


2

1

3

C12547 Wash Nozzle Connection - Removal/Installation Figure 704


Page 714 Jan 24/2006



Plug Packing Connection

CAUTION: DEMINERALIZED OR DISTILLED WATER MUST BE USED FOR WASHING WHEN ENGINE IS RUNNING. THE USE OF HARD WATER OR CLEANING AGENTS MAY RESULT IN THE PRECIPITATION OF DEPOSITS. a

Fill wash tank or cart with demineralized or distilled water. NOTE:

20 to 25 liters (5.28-6.6 gal) of water are required per engine.

b

Open and secure left side engine cowl doors (Ref. AMM).

c


d

Install connection (3). Torque connection 110 to 120 lb.in. (12.42-13.56 Nm).

WARNING:

ENSURE HOSE IS ROUTED TO THE REAR AND DOWN TO AVOID INTERFERENCE WITH PROPELLER.

CAUTION: ENSURE PART NO. OF NOZZLE USED FOR RIG CALIBRATION IS SAME AS THE NOZZLE TO BE USED FOR THIS WASH. e

Using suitable hose, connect wash tank or cart to nozzle.

f


g

Ensure cabin air bleed is OFF.

h

Stabilize engine at disk with propeller feathered.

CAUTION: FLOW RATES HIGHER THAN THOSE RECOMMENDED MAY FLOOD THE LUBRICATION SYSTEM WITH WATER. i

Inject water at 4 to 5 liter/min (1.1-1.3 gal/min) for 5 minutes. NOTE:

ITT indication may decrease during water injection.

j

After 5 minutes shut off water supply.

k

Allow engine to continue running for a further 2 minutes to purge drain lines and dry engine. NOTE:

l

Water may continue to flow from drains for approximately 20 to 30 seconds.



Page 715 Jan 24/2006


(11)

m

Disconnect hose from connection (3).

n

Remove connection (3).

o

Lubricate packing (2) using engine oil (PWC03-001) and install on plug (1).

p


q

Close and secure cowl doors (Ref. AMM).

Performance Recovery Wash Procedure NOTE:

A hand wash of the engine air intake gas path up to and including the flanged joint is recommended to be carried out prior to starting the wash procedure. Use a sponge dipped in a mixture of drinking quality water and detergent gel (PWC11-034) or equivalent mild detergent. After the wash, rinse with clean water to remove the soap residue.

(a) Depending upon ambient temperature, fill wash tank or wash cart (PWC32677-300) with 10 liters of cleaning solution (Ref. Tables 702, 703, 704 and 705) and fill rinse tank with 19 liters of solution (Ref. Table 701). (b) Disconnect the P3 air pressure sensing tube at the intercompressor case end. Put a plastic bag over the end of the tube. NOTE:

DELETED

(c) Connect compressed air or nitrogen (PWC05-050) supply, regulated to 30 to 50 psig (207-345 kPa) to wash tank or cart. (d) Remove plug (1, Fig. 704) and packing (2). Discard packing. (e) Install nozzle connection (3). Torque connection 110 to 120 lb.in. (12.43-13.56 Nm). (f)

Connect pressurized tank or wash cart to nozzle connection.

CAUTION: WATER USED TO ACCELERATE ENGINE COOLING MUST BE DEMINERALIZED. (g) Before washing, ensure engine temperature is below 65°C (150°F) by one of the following methods: 1


2


An engine temperature below 65°C (150°F) ensures that inadvertent use of hard water does not result in precipitation of deposits.


Page 716 Jan 24/2006


3

Forced air cooling: a

An air conditioning unit can be used to accelerate engine cooling temperature.

(h) Ensure aircraft bleed air is OFF. CAUTION: DO NOT MOTOR FOR MORE THAN 30 SECONDS; OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). WHEN USING WATER/METHANOL, CARRY OUT AN ADDITIONAL 30-SECOND DRY MOTORING RUN TO REMOVE VOLATILE FUMES BEFORE OPERATING ENGINE. (i)

Carry out a dry motoring run (Ref. AMM).

(j)

When NH reaches 5%, inject cleaning solution into engine.

(k) Stop motoring after 30 seconds. (l)

Shut off cleaning solution when NH reaches 5%.

(m) Allow cleaning solution to soak for 15 to 30 minutes. CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). (n) Carry out a dry motoring run (Ref. AMM). When NH reaches 5%, inject rinse solution (half the quantity) or drinking water from tap into engine. Stop motoring after 30 seconds. CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). (o) Carry out a dry motoring run. When NH reaches 5%, inject remaining rinse solution or drinking water into engine. Stop motoring after 30 seconds. (p) Shut off drinking water or rinse solution tank or wash cart when NH reaches 5%. (q) Disconnect pressurized tank, wash cart or drinking water supply from nozzle connection. (r)

Remove nozzle connection.

(s) Lubricate packing (2) with engine oil (PWC03-001) and install on plug (1). (t)


CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). (u) Carry out an additional 30-second dry motoring run (Ref. AMM) if water/methanol has been used.


Page 717 Jan 24/2006


6

5 4 3 1

7 2

C33441 Compressor Wash Nozzle - Removal/Installation Figure 705


Page 718 Jan 24/2006


Key to Figure 705 1. 2. 3. 4. 5. 6. 7.

Plug Packing Bolt Washer Wash Nozzle Packing Connection

(v) Remove the plastic bag from the P3 air pressure sensing tube. Install the tube to the intercompressor case (Ref. 72-01-30, REMOVAL/ INSTALLATION). CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). (w) Switch ignition ON and start engine (Ref. AMM). Run at 80% NH for one minute or more to completely dry the engine. NOTE:


(x) Shut down engine (Ref. AMM). C.

Turbine Wash (1)

General (a) Turbine washing removes salt and sulphide deposits from the high pressure, low pressure and power turbines. (b) Water or water/methanol (according to temperature, Ref. Table 701) is used to wash turbines. (c) Depending upon the operating environment, the nature and frequency of turbine washing is recommended to be in accordance with the Gas Path Wash recommended schedule per Chapter 05-20-00. (d) Approximately 0.5 US gallons (1.90 liters) will pass through the turbines during a 30-second motoring cycle. (e) 1

Turbine wash can be performed using one of the two methods that follow. a

Method 1:


Page 719 Jan 24/2006


This method includes wash nozzle PWC37771. This nozzle goes through a short distance in the combustion chamber and gives a an effective washing of the HPT vanes and sufficient washing of the HPT blades. b

Method 2: This method includes wash nozzle PWC56502. This nozzle is longer than PWC37771 and extends all the way to the HP turbine blade airfoil. It has been designed specially to give an effective washing of the HP turbine blade airfoil and downstream components. Method 2 is recommended in areas where the HPT airfoil is exposed to harsh or marine environment.

(2)

Turbine Wash Schedule Recommendations, , refer to Gas Path Wash recommended schedule, Chapter 05-20-00.

(3)

Method 1: (a) Equipment Required 1

A wash nozzle (PWC37771) installed in one of the igniter ports is used when washing turbines . In addition, the wash cart or containers and associated components listed in Subpara. B., step (9), are required if drinking quality water obtained directly from a tap at the correct pressure is not used.

(b) Turbine Wash Procedure 1

Depending upon the ambient temperature, fill the wash tank or cart with the appropriate mixture (Ref. Table 701). Alternately, at temperatures above +2°C (+36°F), use a suitable hose connected to a drinking water tap.

2

Connect compressed air or nitrogen (PWC05-050) supply, regulated to 30 to 50 psig (207-345 kPa), to wash tanks or cart. If drinking water is used, connect through a centrifugal pump if water pressure is below 30 psig (207 kPa).

WARNING:

RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED OFF. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO REMOVE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.

3

Remove the most accessible igniter (1, Fig. 706) and gasket (2) (Ref. 72-01-20, REMOVAL/INSTALLATION). Discard gasket.

4

Install turbine wash nozzle, (3) ensuring that RGB inscribed on tang is pointing towards the reduction gearbox. Torque nozzle fingertight.

5

Install nozzle connection.


Page 720 Jan 24/2006


6

Disconnect combustion chamber drain line to ecology tank and drain line from flow divider and dump valve drain. Install a cap on flow divider and dump valve drain (Ref. AMM).

7

Connect pressurized tank, wash cart or drinking water supply to nozzle connection. The delivery hose must be supported to avoid damage to the wash nozzle.


Before washing, ensure engine temperature is below 65°C (150°F) by one of the following methods: a


b


c

An engine temperature below 65°C (150°F) ensures that the inadvertent use of hard water does not result in the precipitation of deposits.

Forced air cooling: An air conditioning unit can be used to accelerate engine cooling temperature.

9

Ensure aircraft bleed air is OFF.

CAUTION: DO NOT MOTOR FOR MORE THAN 30 SECONDS; OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). 10

Carry out a dry motoring run (Ref. Adjustment/Test).

11

When NH reaches 5%, inject water or water/methanol, as applicable, into engine.

12

Stop motoring run after 30 seconds (Ref. Adjustment/Test).

13

Shut off water or water/methanol when NH reaches 5%.


Repeat washing cycles as necessary to remove contaminants from turbines.

15

Disconnect pressurized tank, wash cart or drinking water supply from nozzle connection.

16

Remove nozzle connection and nozzle (3).


Page 721 Jan 24/2006


D

FW

2

1

3

PWC37771

3

PWC56502

C12552A Turbine Wash Nozzle Connection - Removal/Installation Figure 706


Page 722 Jan 24/2006



Igniter Gasket Turbine Wash Nozzle

17

Install gasket (2) and igniter (1) (Ref. 72-01-20, REMOVAL/ INSTALLATION).

18

Connect combustion chamber drain line to ecology tank. Connect drain line to flow divider and dump valve (Ref. AMM).


Carry out an additional 30-second dry motoring run (Ref. Adjustment/Test) if water/methanol has been used.


Switch ignition ON and start engine (Ref. Adjustment/Test). Run at 80% NH for one minute or more to completely dry the engine. NOTE:

21 (4)


Shut down engine (Ref. Adjustment/Test).

Method 2: (a) This alternate turbine wash procedure provides increased water flow directly to the HP turbine blade area and reduce the time it takes to perform the turbine wash. (b) This procedure can be used on all engines but will be most effective on engines operated continuously in a marine or harsh environment. 1

Advantages: v Increased flow of water directly onto turbine blades. v Eleminates riskof MFCU contamination. v No need to disconnect the P3 line. v No need to disconnect fuel drain lines at the flow divider. v Negligible accumulation of water in the gas generator case. v No need for post-wash engine drying runs because of very low residual wash water.


Page 723 Jan 24/2006


(c) Depending upon the operating environment, the nature and frequency of turbine washing is recommended to be in accordance with the Gas Path Wash recommended schedule per Chapter 05-20-00. (d) Equipment Required 1

A wash nozzle (PWC56502) installed in the left igniter port is used when washing turbines.

(e) Flow Calibration of the Wash nozzle and the Wash Rig. WARNING:

(f)

DO NOT EXCEED MAXIMUM RATED PRESSURE FOR WASH RIG. HIGH PRESSURE CAN CAUSE SERIOUS INJURIES. REFER TO MANUFACTURER SPECIFICATION.

1

Prior to using the turbine wash nozzle, water flows must be calibrated with the operator’s wash rig to ensure water flow is sufficient to adequately clean the turbines.

2

Use a graduated measuring bucket and attach the wash nozzle to the wash rig and spray water into the bucket for 20 seconds at a pressure of 50 to 80 Psi.

3

Adjust supply pressure to get a flow of 7 to 9 liters over a 20 second period

4

Water accumulated in the bucket should measure between 7 and 9 liters

5

If this specified flow cannot be obtained, check if there is any restrictions in the wash rig and correct the problem.

Turbine Wash Procedure 1

Depending upon the ambient temperature, fill the wash tank or cart with the appropriate mixture (Ref. Table 701). Alternately, at temperatures above 2°C (36°F), drinking quality tap water.

2

Connect compressed air or nitrogen (PWC05-050) supply, regulated to the pressure as determined in step (3).

3

If tap water is used, connect through a centrifugal pump to get a flow of 7 to 9 liters in 20 seconds.


Page 724 Jan 24/2006


WARNING:

4

RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. MAKE SURE THE IGNITION IS SWITCHED OFF. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO REMOVE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.

Remove the left (port side) igniter and install the turbine wash nozzle by directing the tip upward after insertion through the igniter hole. Apply a slight counter-clockwise rotation as the tube is inserted. NOTE:

Using the right side (starboard) igniter port wil result in the nozzle being positioned at the bottom of the engine. This will cause wash water to be improperly dispersed through the turbines during the wash.

5

If the tube gets stuck at any time during insertion, do not attempt to force it. It could cause damage to the combustor coating. Carefully, pull back the tube slightly and reinsert using a light shaking motion to prevent jamming.

6

Once the wash nozzle is inserted, carrefully thread the nozzle into the igniter port a few turns using only your hands for torque.

7

Connect the wash rig hose to the fluid fittings on the wash nozzle using appropriate adapters. The delivery hose must be supported to avoid damage to the wash tube.

8

Set the wash rig delivery pressure to what is required to deliver 7 to 9 liters of water over a 20 seconds period (Ref. Step 3).


Before washing, make sure the engine temperature is below 65°C (150°F) by one of the following methods: a

Allowing engine time to cool at ambient temperature.

b

Use of demineralized water.

c

Use of portable air conditioning unit through exhaust duct or inlet passage. NOTE:

d

An engine temperature below 65°C (150°F) ensures that the accidental use of hard water does not result in the precipitation of deposits.

Make sure the aircraft bleed air is OFF.


Page 725 Jan 24/2006


CAUTION: DO NOT MOTOR FOR MORE THAN 30 SECONDS. OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). e

Carry out a dry motoring run (to be timed for 30 seconds).

f

Within 3 seconds of the start of the motoring run, open the supply valve to apply wash water to the engine.

g

Shut off the supply water after 20 seconds and let the engine continue to motor until the 30 seconds motoring run is complete. The 10 seconds of motoring at the end of the cycle with no water applied, is necessary to ensure the residual water is carried out back of the engine.

h

Disconnect the wash rig and remove the wash nozzle.

i

Install gasket (2) and igniter (1) (Ref. 72-01-20, REMOVAL/ INSTALLATION).

j

There is no need to perform a post-wash engine drying run when using this wash procedure if the engine is not exposed to temperature below 2° C and the engine is scheduled to be started within the next 12 hours.

CAUTION: PRIOR TO STARTING ENGINES, DRAIN NO. 5 BEARING VENT PASSAGE AND INTERCOMPRESSOR CASE CAVITY IN ENGINES NOT INCORPORATING SB21053 AND SB21136 RESPECTIVELY IF OIL PRESSURE INDICATIONS WERE OBSERVED DURING TWO OR MORE OF THE MOTORING CYCLES CARRIED OUT WHEN WASHING THE COMPRESSORS AND/OR TURBINES. k

10

If required, remove the blanking cover to drain no. 5 bearing vent passage (Ref. SB21053 and Chap. 72-01-50) and plug to drain intercompressor cavity (Ref. SB 21136 and Chap. 72-10-50).

Engine Drying CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER MANUFACTURER’S MANUAL). a

Switch ignition ON and start engine (Ref. AMM).

b

Run at 80% NH for one minute or more to completely dry the engine.

c

Shutdown engine (Ref. AMM).


Page 726 Jan 24/2006


ENGINE - APPROVED REPAIRS 1.

General A.

2.

These instructions provide information of a general nature applicable to the repair sections throughout this manual.


3.


Item No.

Name

PWC05-055 PWC05-057 PWC05-061 PWC05-064 PWC05-073 PWC05-161 PWC05-162 PWC05-195 PWC05-196 PWC05-197 PWC05-198 PWC09-002 PWC11-016 PWC11-019 PWC11-027 PWC11-031

Sodium Dichromate Sodium Hydroxide Cloth, Abrasive (Coated, Crocus) Solution, Anodize Touch-up (Alodine) Water, Distilled Chromel Pickle Solution Wetting Agent, Chromate Nitric Acid Hydrochloric Acid Acid, Chromic (Solution) Chromate Conversion Salts - magnesium Compound, Locking Perchlorethylene Solution, Chromate Conversion Solvent, Petroleum Cleaner, Engine Parts


4.

Fixtures, Equipment and Supplier Tools The fixtures, equipment and supplier tools listed below are referred to in procedural text. Name Drill Driving tool ’Kee’ TD624L Heat Gun Helical coil insert extraction/installation tool Helical coil tang removal tool

72-00-00 ENGINE - APPROVED REPAIRS

Page 801 Mar 01/2002


Name Helical coil thread plug gage and bottoming tap (standard thread size) Helical coil thread plug gage and bottoming tap (oversize thread size) Oven Stud drivers Thread plug gage Wire brush 5.

Helical Coil Insert Replacement A.

General (1)

Check near hole for identification of oversize insert installation. For example, a marking of +4 indicates a 0.004 in. (0.101 mm) oversize insert has been installed at each location.

(2)

Remove unserviceable insert, using extraction tool.

(3)

Clean out hole and ensure debris and other foreign matter are removed.

(4)

Check threads using thread plug gage as follows: (a) Insert hole is standard size if thread plug gage (NO GO side) enters less then three turns. Install replacement insert of standard size (Ref. Para. B.). (b) Insert hole is oversize if thread plug gage (NO GO side) enters more then three turns. Install oversize replacement insert (Ref. Para. C.).

B.

Procedure (same size insert replacement) (1)

If part being repaired is made from magnesium, treat hole as specified in chromate surface repair (Ref. Para. 10.). If part is made from aluminum, treat as per anodic film repair (Ref. Para. 9.).

CAUTION: BEFORE INSTALLING HELICAL COIL INSERTS, REFER TO ILLUSTRATED PARTS CATALOG TO ENSURE CORRECT INSERT FOR THE PARTICULAR LOCATION IS USED.

C.

(2)

Using new helical coil insert, install insert into threaded hole using insert installation tool. Insert outer thread must be between one and one and one-half threads below surface of hole or counterbore, whichever applies.

(3)

Cut off driving tang at notch using tang removal tool, and remove tang from hole.

(4)

Inspect the replaced helical coil insert (Ref. 72-00-00, MAINTENANCE PRACTICES).

Procedure (oversize insert replacement) (1)

Tap hole with appropriate bottoming tap if oversize helical coil is required.


Page 802 Mar 01/2002


CAUTION: BEFORE INSTALLING HELICAL COIL INSERTS, REFER TO ILLUSTRATED PARTS CATALOG FOR OVERSIZE INSERT P/N TO ENSURE CORRECT INSERT FOR THE PARTICULAR LOCATION IS USED. (2)

Using new helical coil insert, install insert into threaded hole using insert installation tool. Insert outer thread must be between one and one and one-half threads below surface of hole or counterbore, whichever applies.

(3)

Cut off driving tang at notch using tang removal tool, and remove tang from hole.

CAUTION: DO NOT PUT THE MARKING ON A SEALING FACE OR AREA WHICH WOULD AFFECT FUNCTION OF PART.

6.

(4)

Identify oversize insert installation using the following example ‘‘+4’’ for a 0.004 in. (0.101 mm) oversize. Mark part, by vibropeen method, 0.002 to 0.006 in. (0.050-0.0150 mm) deep next to insert hole (Ref. Fig. 801). Blend to remove raised material.

(5)

Inspect the replaced helical coil insert (Ref. 72-00-00, MAINTENANCE PRACTICES).

’Keensert’ Insert Replacement (Ref. Fig. 802) A.

Procedure

⁄

13 32

in. (10.319 mm)

(1)

Drill out insert material between keys to depth shown using a diameter drill (Ref. detail A).

(2)

Using a small pin punch, bend keys inward and break them off (Ref. detail B).

(3)

Remove insert with an ’E-2’ type tool (Ref. detail C).

(4)

Clean out hole and ensure swarf and other foreign matter is removed.

(5)

If part being repaired is made from magnesium, treat hole as specified in chromate surface repair (Ref. Para. 10.). If part is made from aluminum, treat hole as specified in anodic film repair (Ref. Para. 9.).

CAUTION: BEFORE INSTALLING KEENSERT INSERTS, REFER TO ILLUSTRATED PARTS CATALOG (REF. FILTER BYPASS & PRESSURE RELIEF VALVE OR RGB OIL FILTER & BYPASS VALVE) TO ENSURE CORRECT INSERT FOR PARTICULAR LOCATION IS USED. (6)

Screw in new insert, using fingers, to a depth of 0.010 to 0.030 in. (0.25-0.76 mm) below surface of parent component (Ref. detail D).

(7)

Using a ’Kee’ driving tool (TD624L) and a hammer, drive down keys with several light taps (Ref. detail E).


Page 803 Mar 01/2002


+4

A

+4

TYPICAL AREA FOR OVERSIZE MARKING VIEW

A C24386 Identification of Oversize Insert Installation Figure 801


Page 804 Mar 01/2002


13 INCH DRILL 32 (10.319 mm) LOCKING WIRES 0.200 IN. (0.508 mm)

KEENSERT DETAIL

DETAIL

B

DETAIL

C

A

0.030−0.010 IN. (0.762−0.254 mm)

KEE DRIVING TOOL DETAIL

D

DETAIL

E

C17622 Replacement of ’Keensert’ Inserts Figure 802


Page 805 Mar 01/2002


7.

Stud Replacement A.

Procedure (1)

Measure stud protrusion height (use adjacent stud in case of stretched or broken stud).

(2)

Remove damaged stud.

(3)

Examine stud hole for condition; on worn stud holes use oversize studs. NOTE:

Stud holes with threads damaged beyond the dimensions suitable for maximum oversize stud installation may be repaired with helical coil inserts. Use of an insert reduces wall thickness and strength of surrounding metal; therefore, specific instances should be referred to P&WC Customer Support Department (Ref. INTRODUCTION) for approval.

CAUTION: BEFORE INSTALLING NEW STUDS, REFER TO ILLUSTRATED PARTS CATALOG TO ENSURE THE CORRECT STUD FOR THE PARTICULAR LOCATION IS USED. (4)

Install stud to correct protrusion height using an approved stud driver. Ensure torque limits given in Tables 801, 802 or 803, as applicable, are not exceeded.

TABLE 801, Standard and Stepped Studs Installed in Self-locking Helical Coil Inserts Torque (Minimum) lb.in. (Nm)

Torque (Maximum) lb.in. (Nm)

0.1900-32

23 (2.60)

45* (5.09)

0.2500-28

52 (5.88)

90 (10.17)

0.3125-24

105 (11.87)

180 (20.34)

0.3750-24

140 (15.82)

240 (27.12)

0.4375-20

175 (19.78)

300 (33.90)

0.5000-20

260 (29.38)

450 (50.85)

0.5625-18

350 (39.55)

640 (75.32)

0.6250-18

525 (59.32)

900 (101.70)

Thread Size (Nut End)

* When drive end is 0.1900-24, reduce this value to 40 (4.52).


Page 806 Mar 01/2002


TABLE 802, Standard Interference Fit Studs Torque (Minimum) lb.in. (Nm)

Torque (Maximum) lb.in. (Nm) Necked $

Torque (Maximum) lb.in. (Nm) Plain #

0.1640-32

15 (1.70)

30 (3.39)

30 (3.39)

0.1900-24

25 (2.80)

40 (4.52)

45 (5.09)

0.2500-20

50 (5.50)

95 (10.74)

105 (11.87)

0.3125-18

100 (11.00)

210 (23.73)

230 (25.99)

0.3750-16

180 (20.00)

375 (42.38)

425 (48.03)

0.4375-14

280 (32.00)

600 (67.80)

675 (76.28)

0.5000-13

450 (50.00)

950 (107.35)

1050 (118.65)

0.5625-12

625 (70.00)

1400 (158.20)

1500 (169.50)

0.6250-11

900 (100.00)

1900 (214.70)

2100 (237.30)

0.7500-10

1550 (175.00)

3500 (395.50)

3800 (429.40)

Thread Size (Drive End)

$ These limits apply where the unthreaded diameter of the stud is less than the minimum minor diameter of the coarse pitch thread (drive end). # These limits apply where the unthreaded diameter of the stud is equal to or greater than the minimum minor diameter of the coarse pitch thread (drive end).

TABLE 803, Stepped Interference Fit Studs Torque (Minimum) lb. in. (Nm)

Torque (Maximum) lb. in. (Nm) Necked $

Torque (Maximum) lb. in. (Nm) Plain #

0.1640-36

15 (1.70)

30 (3.39)

30 (3.39)

0.1900-32

25 (2.80)

45 (5.09)

50 (5.65)

0.2500-28

50 (5.50)

115 (13.00)

125 (14.13)

0.3125-24

100 (11.00)

240 (27.12)

260 (29.38)

0.3750-24

180 (20.00)

450 (50.85)

500 (56.50)

0.4375-20

280 (32.00)

700 (79.10)

800 (90.40)

0.5000-20

450 (50.00)

1150 (129.95)

1300 (146.90)

0.5625-18

625 (70.00)

1600 (180.80)

1800 (203.40)

0.6250-18

900 (100.00)

2400 (271.20)

2600 (293.80)

Thread Size (Drive End)


Page 807 Mar 01/2002


TABLE 803, Stepped Interference Fit Studs (Cont’d)

Thread Size (Drive End) 0.7500-20

Torque (Minimum) lb. in. (Nm)

Torque (Maximum) lb. in. (Nm) Necked $

Torque (Maximum) lb. in. (Nm) Plain #

1550 (175.00)

4200 (474.60)

4600 (519.80)

$ These limits apply where the unthreaded diameter of the stud is less than the minimum minor diameter of the fine pitch thread (nut end). # These limits apply where the unthreaded diameter of the stud is equal to or greater than the minimum minor diameter of the fine pitch thread (nut end). 8.

Stud Hole Repair A.

9.

Procedure (1)

Ensure damaged hole is suitable for repair.

(2)

Measure core depth of existing hole.

(3)

Determine angle and depth of counterbore, if any, of existing hole.

(4)

Select relevant size drill and drill hole to core depth of existing hole.

(5)

Tap hole one thread deeper than insert to be fitted.

(6)

Where applicable, counterbore hole to required angle and depth.

(7)

Clean out hole and ensure freedom from metal chippings and other foreign matter.

(8)

If part being repaired is magnesium, treat tapped hole as specified in chromate surface repair (Ref. Para. 10.). If part is aluminum, treat as per anodic film repair (Ref. Para. 9.).

(9)

Using appropriate size helical coil insert, install insert into repaired stud hole.

Anodic Film Repair of Aluminum A.

Procedure WARNING:

(1)


Clean surface to be repaired using a swab soaked in perchlorethylene (PWC11-016) and/or crocus cloth (PWC05-061).


Page 808 Mar 01/2002


(2)

Apply anodize touch-up solution (PWC05-064) for three to four minutes to prepared surface using a swab or brush. Repeat application frequently to ensure surface is continually wet with solution during the treatment. NOTE:

10.

If solution does not wet surface, remove with clean cloth and reclean (Ref. step (1)).

(3)

Allow surface to air dry or wipe off solution with cloth soaked in clean water.

(4)

Examine coating and ensure repair surface is completely covered. Reapply treatment as necessary.

Chromate Surface Repair of Magnesium A.

General (1)

The following procedures outline how to prepare the chromate solutions. (a) Prepare chromate conversion solution (PWC11-019) using Table 804 and the steps that follow: TABLE 804, Chromate Conversion Solution (PWC11-019) Material

Operating Limits

Make-up

(PWC05-198) Chromate Conversion Salts - magnesium

5 oz. wt/gal

4.5 - 5.5 oz. wt/gal

(PWC05-196) Hydrochloric Acid

2 fl oz/gal

1 - 3 fl oz/gal

(PWC05-162) Wetting agent

1 ml/gal

Sodium Hydroxide, consists of (PWC05-057) and water (PWC05-073) (16 oz)

Add, as necessary, to raise pH to operating range.

pH = 0.6 - 1.1

NOTE: To maintain (PWC05-162), add 0.5 ml for every 5 oz (PWC05-198) added. 1

Fill suitable container to 3/4 level with tap water.

2

Slowly and cautiously add required amount of conversion salts (PWC05-198).

3

Slowly and cautiously add required amount of hydrochloric acid (PWC05-196) and stir to mix.

4

Slowly and cautiously add required amount of wetting agent (PWC05-162) and stir to mix.

5

Fill container to operating level and stir to mix.


Page 809 Mar 01/2002


6

Add hydrochloric acid (PWC05-196) or a combination of sodium hydroxide (PWC05-057) and 16 oz of water (PWC05-073) to adjust pH, as necessary. Stir to mix.

(b) Prepare chromel pickle solution (PWC05-161) using Table 805 and the steps that follow: TABLE 805, Chromel Pickle Solution (PWC05-161) Material

Operating Limits

Make-up

(PWC05-055) Sodium Dichromate

1.5 lbs

1.0 - 1.5 lbs

(PWC05-195) Nitric Acid

1.4 pints

1.0 - 1.5 pints

NOTE: Figures given are weights per gallon of solution.

B.

1

Fill container 1/2 full with tap water.

2

Add slowly and cautiously the required amount of sodium dichromate (PWC05-055). Stir to dissolve.

3

Add slowly and cautiously the required amount of nitric acid (PWC05-195). Stir to mix.

4

Fill remainder of the container with tap water. Stir to mix.

Procedure

WARNING:

(1)


With the use of a small steel brush, a crocus cloth (PWC05-061) or an abrasive cloth (PWC05-101), lightly remove all traces of corrosion (magnesium oxide). Remove all debris. NOTE:

Use a suitable cover to protect area around the surface to be repaired to prevent contamination.

(2)

Clean the surface to be repaired with a swab soaked in isopropyl alcohol (PWC05-014) and a crocus cloth (PWC05-061).

(3)

Apply chromate solution (PWC11-019) or chromel pickle solution (PWC05-161) at a temperature of 13 to 29°C (55-85°F) for 30 to 45 seconds to prepared surface, using a swab or brush. Repeat application frequently to make sure the surface is continually wet with solution during the treatment.

(4)

Wipe the affected area with a swab and clean water until successive swabs are no longer stained yellow. Clean impeller, if the solution has been accidentally applied.


Page 810 Jan 16/2004


(5)

Dry thoroughly with clean low pressure compressed air at 29 psig (200 kPa), make sure the compressed air is free of oil vapors if continuing with step (6). NOTE:

(6)

Apply two coats of primer (PWC13-001) (primer can be diluted with 10% solvent).

(7)

Let the air dry the primer for 8 hours before the application of enamel paint. You can use clean low pressure compressed air at 29 psig (200 kPa) to accelerate drying.

(8)

Apply three to four coats of enamel (PWC05-037) to primed surface. Let surface of enamel to become tacky (approximately 15 minutes) between each coat. Let the final coat of enamel paint to dry for 24 hours before returning engine to service. NOTE:

11.

If the surface being repaired is not in contact with another part, continue with steps (6) to (8).

Drying times of primer and paint can be reduced by heating (use a heat gun at the low heat setting - see manufacturers instructions).

Jacking Insert Replacement A.

Procedure (1)

Remove jacking insert, using a drill.

WARNING:

(2)


Remove locking compound residue and clean insert seat and associated area, using a wire brush and solvent (PWC11-027) or cleaner (PWC11-031). NOTE:


(3)

Coat insert with locking compound (PWC09-002) and install in flange.

(4)

To cure compound, locally heat insert to 100 ± 3°C (212 ± 5°F), using a heat gun for 10 to 15 minutes.


Page 811/812 Jan 16/2004



2.

General A.

This section provides a series of checks to enable problems occurring in the operation of the engine to be isolated and rectified.

B.

The recommended procedures in this section are intended to provide satisfactory results to common engine faults. The steps can be changed by the Operator to make the troubleshooting procedures better and adapted to their own operation, provided the end result is the same or better. Substantiation is based on the Operator’s own reliability data, experience and/or operating practices.

C.



3.


4.

Fixtures, Equipment and Supplier Tools The fixtures, equipment and supplier tools listed below are referred to in procedural text. Name Heat gun - Thermofit minigun (with reflector)

5.

Fault Isolation Fault Index The actions required to locate and rectify problems with the engine are detailed in the following figures. FAULT

FIGURE

Unable to Select Manual Mode Incorrect MFCU Operation Reference Pressure Leak - Unable to Achieve Take-off Power Mismatched Power Setting Engine Fails to Start High Oil Consumption Smoke from Exhaust on Start-up or Shutdown/Engine Flooded with Oil/Oil Odor in Cockpit Low or Loss of Oil Pressure High Oil Pressure

101 102 103 104 105 106 107

108 109


Page 101 Nov 04/2005


FAULT

FIGURE

High Oil Temperature Incorrect Torque Readings Torque Fluctuations Excessive Fuel Consumption HP Fuel Filter Impending Bypass Indicator Activated Propeller Slow to Unfeather Performance Deterioration (ECTM Shift) or High ITT/T6 Hot Start Propeller Speed (NP) Fluctuations Slow Oil Pressure Buildup after 40% NH during Starting High ITT/T6 Temperature Engine Stall Unable to Rotate Propeller Manually after Engine Shutdown/Propeller does not rotate after Engine Start Chip Detector Circuit Completion Main Oil Filter Impending Bypass Indicator Activated RGB Scavenge Oil Filter Impending Bypass Indicator Activated Hung Start Debris in Oil System Debris in Oil System From the Tubomachinery Module Debris in Oil System from the Reduction Gearbox Module Oil Debris - Evaluation of Laboratory Report Oil Leak From Propeller Shaft Area Oil on Flange(s) E and/or F LP Fuel Filter Impending Bypass Indicator Activated Fuel Temperature Too High or Too Low Engine Overtorque

110 111 112 113 114 115 116 117 118 119 120 121 122

123 124 125 126 127 128 129 130 131 132 133 134 135


Page 102 Nov 04/2005


SYMPTOMS

SUSPECT LRU

VERY HIGH FLIGHT IDLE OF 88% NH, AND/OR INABILITY TO ATTAIN TAKE−OFF POWER. NO RESPONSE TO POWER LEVER MOVEMENT.

1. 2. 3. 4.

MANUAL SWITCH MFCU ENGINE WIRING HARNESS AIRCRAFT WIRING AND RELAYS

RUN ENGINE AT FLIGHT IDLE. NO PRESS MANUAL SWITCH. FAULT LAMP, GOES OUT ?

REPLACE MANUAL SWITCH (REF. AMM)

YES MANUAL LAMP GOES OUT?

NO

REPLACE MANUAL SWITCH (REF. AMM)

YES

MANUAL OCCURS WHEN PULLING OUT MANUAL SOLENOID MFC BREAKER? YES

NO

SHUT DOWN ENGINE. PRESS MANUAL SWITCH ON AND RELEASE. CAN MFCU TRANSFER SOLENOID BE HEARD OPERATING ? YES

NO

PULL OUT EEC POWER CIRCUIT BREAKER. DISCONNECT MFCU CONNECTOR. PRESS MANUAL SWITCH ON. IS VOLTAGE BETWEEN P8−N (RTN) AND P8−M (POSITIVE) EQUAL TO 0 VDC ?

NO

YES SYSTEM NORMAL

REPLACE MFCU (REF. 72−01−40)

ENGINE WIRING HARNESS OK?

REPLACE MFCU

NO

RECTIFY OR REPLACE (REF. 72−01−10)

YES AIRCRAFT WIRING NO AND RELAYS OK?

RECTIFY OR REPLACE (REF. AMM)

C26208 Unable to Select Manual Mode Figure 101


Page 103 Nov 04/2005


SYMPTOMS

SUSPECT LRU

1. VERY HIGH FLIGHT IDLE OF ABOUT 88% NH IN MANUAL MODE. 2. TAKE−OFF NOT ATTAINABLE AT LIMIT OF POWER LEVER TRAVEL IN EEC MODE. NORMAL OPERATION IN MANUAL MODE.

1. MFCU

SYMPTOM 1.

WITH ENGINE AT FLIGHT IDLE PLA, PULL MFCU SOLENOID CIRCUIT BREAKER. NH DROPS TO 75% ?

NO

STOP ENGINE. DISCONNECT MFCU ELECTRICAL CONNECTION. START ENGINE. ENGINE ACCELERATES TO 75% ?

YES

CHECK AIRCRAFT WIRING OF MANUAL MODE SELECTOR SWITCH (REF. AMM)

NO


YES

CHECK LINE 126 FOR SHORT CIRCUIT

SYMPTOM 2.


C38582 Incorrect MFCU Operation Figure 102


Page 104 Nov 04/2005


SYMPTOMS

SUSPECT LRU 1. MFCU 2. OVERSPEED GOVERNOR 3. PY AIR TUBE

UNABLE TO ACHIEVE TAKE−OFF POWER AT FULL POWER LEVER TRAVEL IN MANUAL OR EEC MODE. OVERSHOOT ON TORQUE DURING POWER SETTING.

TIGHTEN FITTINGS ON PY TUBE AT NO MFCU AND OVERSPEED GOVERNOR. IS TAKE−OFF NOW ATTAINABLE ?

TIGHTEN FITTINGS ON P3 TUBE AT NO MFCU AND INTERCOMPRESSOR CASE. IS TAKE−OFF NOW ATTAINABLE ?

YES

YES

SYSTEM NORMAL

SYSTEM NORMAL

DISCONNECT PY TUBE FROM MFCU AND BLANK MFCU FITTING. IS TAKE−OFF NOW ATTAINABLE ?

NO


NO

REPLACE PY TUBE (REF. 72−01−30)

YES

CONNECT PY TUBE TO MFCU. DISCONNECT PY TUBE FROM OVERSPEED GOVERNOR AND BLANK OPEN END. IS TAKE−OFF NOW ATTAINABLE ? YES

REPLACE OVERSPEED GOVERNOR (REF. 72−01−50)

C26210 Reference Pressure Leak - Unable to Achieve Takeoff Power Figure 103


Page 105 Nov 04/2005


SYMPTOMS

SUSPECT LRU 1. WIRING HARNESS 2. AIRCRAFT WIRING

FOR SAME POWER LEVER AND RATING SELECTED, ONE ENGINE MAY PRODUCE A DIFFERENT POWER.

START ENGINES. POWER ON ALL SYSTEMS. ALL BLEEDS OFF. INCREASE TO TAKE−OFF POWER. DOES POWER EQUALIZE ?

ANY FDEP FAULT INDICATED ? YES

RECTIFY. FAULT PERSISTS ?

YES

NO

YES

NO

TURN ON LP BLEEDS. POWER EQUAL ?

NO

YES SYSTEM NORMAL TURN ON HP BLEEDS. POWER EQUAL ?

NO

YES SYSTEM NORMAL

CARRY OUT ENGINE TRIM ON BOTH ENGINES. POWER SETTING OK ?

YES SYSTEM NORMAL

NO SHUT DOWN ENGINES. TURN EEC POWER OFF. CHECK LINES 148 AND 149 CONTINUITY AND/OR INSULATION. OK ?

NO

REPLACE WIRING HARNESS (REF. 72−01−10)

NO

REPAIR/REPLACE AIRCRAFT WIRING (REF. AMM)

NO

REPAIR/REPLACE AIRCRAFT WIRING (REF. AMM)

YES P11−CC TO BLEED SWITCH 1, AND BLEED SWITCH 1 TO BREAKER OK ? YES P11−DD TO BLEED SWITCH 2, AND BLEED SWITCH 2 TO BREAKER OK ? YES SYSTEM NORMAL

C38583 Mismatched Power Setting Figure 104


Page 106 Nov 04/2005


SYSTOMS NO T6 INDICATION (LIGHT UP) WITHIN 10 SECONDS OF ADVANCING CONDITION LEVER TO START POSITION NH INDICATION YES LESS THAN 10%

SUSPECT LRU 1. ACCESSORY GEARBOX 2. IGNITION SYSTEM 3. FUEL SUPPLY 4. BOOSTER PUMPS 5. AIRCRAFT LP FUEL VALVE 6. LP AND HP FUEL FILTERS 7. FUEL PUMP AND MFC 8. FLOW DIVIDER

REFER TO SHEET 4

NO YES NH INCREASES UNUSUALLY FAST

BORESCOPE AGB YES ANGLE DRIVE GEAR DAMAGE?

NO

NO

REPLACE TURBOMACHINERY

CONTACT P&WC FUEL FLOW LESS NO THAN 90pph WITH CLA AT FEATHER?

OAT LESS YES THAN 5° C

SWITCH ON YES IGNITERS FOR 30 SECONDS. ENGINE STARTS?

SYSTEM NORMAL

NO

YES

NO

REPLACE FLOW YES DIVIDER. ENGINE STARTS OK? YES

FUEL DRAINING FROM DUMP VALVE DURING START ATTEMPT

NO

NO

FUEL DRAINING NO FROM FUEL MANIFOLD DRAIN? YES REPLACE FUEL NO NOZZLE PACKINGS ENGINE STARTS OK? YES

IS FUEL DRAINING FROM NO GAS GENERATOR DURING START ATTEMPT? YES REFER TO SHEET 3 FOR IGNITION SYSTEM TROUBLESHOOTING. SYSTEM OK? REPLACE FLOW YES DIVIDER. ENGINE STARTS OK? NO

SYSTEM NORMAL

CONT’D ON SHEET 2

CONTACT P&WC

SYSTEM NORMAL

REPLACE FUEL YES NOZZLE SET ENGINE STARTS OK? NO CONTACT P&WC

C26212B Engine Fails to Start Figure 105 (Sheet 1 of 4)


Page 107 Nov 04/2005


COND’T FROM SHEET 1

AIRCRAFT FUEL TANKS NO CONTAIN FUEL?

ADD FUEL

YES BOOSTER PUMP OK? NO


YES NO AIRCRAFT LP VALVE OPEN (ON FIREWALL)?


YES REFER TO TROUBLESHOOTING CHART "HP FUEL FILTER IMPENDING BYPASS INDICATOR ACTIVATED"

HP FUEL FILTER YES BYPASS INDICATORS ACTIVATED? NO REPLACE FUEL FLOWMETER ENGINE STARTS OK?

YES

SYSTEM NORMAL

NO

DISCONNECT FUEL LINE FROM FLOW DIVIDER. CARRY OUT A WET MOTORING RUN. CHECK FOR FUEL. OK ?

REPLACE FUEL PUMP AND MFCU

NO

YES

REPLACE FLOW DIVIDER (REF. 72−01−40) ENGINE STARTS ?

REPLACE FUEL NOZZLES (REF. 72−01−40)

NO

YES SYSTEM NORMAL

C28474B Engine Fails to Start Figure 105 (Sheet 2)


Page 108 Nov 04/2005


SUSPECT LRU

SYMPTOMS

1. AIRCRAFT IGNITION SYSTEM 2. IGNITION EXCITER 3. IGNITER 4. IGNITER LEADS

NO ITT/T6 INDICATION (LIGHT UP) WITHIN 10 SECONDS OF ADVANCING CONDITION LEVER TO START POSITION

SNAPPING NOISE FROM IGNITERS ?

NO

PUSH CONTACT BREAKER IN

AIRCRAFT IGNITION NO SYSTEM CONTACT BREAKER IS IN ?

YES

YES

AIRCRAFT IGNITION SYSTEM OK ? (REF. AMM)

NO

RECTIFY (REF. AMM)

YES

REPLACE IGNITION EXCITER. (REF. 72−01−20) START OK ?

YES

SYSTEM NORMAL

NO

REMOVE AND VISUALLY CHECK IGNITERS FOR WEAR (REF. 72−01−20) OK ?

NO

REPLACE IGNITERS (REF. 72−01−20)

YES

CHECK/REPLACE IGNITER LEADS (REF. 72−01−20)

C26213 Engine Fails to Start Figure 105 (Sheet 3)


Page 109 Nov 04/2005


SYMPTOMS

SUSPECT LRU 1. FUEL PUMP 2. STARTER 3. TURBOMACHINERY

NO NH INDICATION

STARTER CONTACT BREAKER IN ?

NO

RECTIFY

YES

ELECTRICAL POWER AT STARTER TERMINALS ?

RECTIFY AIRCRAFT SYSTEM (REF. AMM)

NO

YES

HP ROTOR ROTATES ?

NO

REMOVE FUEL PUMP (REF. 72−01−40) HP ROTOR ROTATES ?

YES

REPLACE FUEL PUMP (REF. 72−01−40)

YES NO

REMOVE STARTER (REF. AMM) HP ROTOR ROTATES ?

YES

REPLACE STARTER (REF. AMM)

NO

REPLACE TURBOMACHINERY (REF. 72−02−00)

NH INDICATOR OK ? (REF. AMM)

NO

RECTIFY (REF. AMM)

YES REPLACE STARTER (REF. AMM)

C26214 Engine Fails to Start Figure 105 (Sheet 4)


Page 110 Nov 04/2005


SYMPTOMS HIGH OIL CONSUMPTION

SUSPECT LRU 1. EXTERNAL OIL LEAK 2. PRESSURE REGULATING VALVE 3. OVER−SERVICING 4. OIL COOLER QUICK−RELEASE COUPLINGS 5. OIL COOLER

6. NL SENSOR AND SEALING TUBE PACKINGS 7. AGB BREATHER 8. NO. 6 & 7 BEARING TRANSFER TUBES 9. AGB CARBON SEAL 10. AGB BREATHER COUPLING SHAFT STOP 11. P2.5/P3 SWITCHING VALVE 12. NO. 6 & 7 BEARING OIL SCAVENGE PUMP 13. FIRST STAGE PT DAMAGE

C62149 High Oil Consumption Figure 106 (Sheet 1 of 4)


Page 111 Nov 04/2005


CHECK MAINTENANCE HISTORY FROM PRIOR TO THE FIRST REPORTS (REF. NOTE 1).

EXTERNAL OIL LEAK FOUND? CHECK OVERBOARD DRAINS (REF. NOTE 8 AND AMM).

YES

YES

NO

NO

OIL PRESSURE TOO HIGH? (ABOVE 65 psid)

RECTIFY. OIL CONSUMPTION OK?

ADJUST/REPLACE OIL PRESSURE YES REGULATING VALVE (REF. 72−01−50) OIL PRESSURE OK?

YES

NO

NO

SYSTEM NORMAL

REPAIR/REPLACE OIL PRESSURE YES REGULATING VALVE (REF. 72−01−50) OIL CONSUMPTION OK? NO

DO AN OIL LEVEL CHECK. AFTER 20 SECS. RUNNING IN FEATHER, IS OIL LEVEL ABOVE "ADD 1" ?

YES

DRAIN OIL FROM TANK TO "ADD 1" OIL LEVEL (REF. SERVICING) OIL CONSUMPTION OK?

YES

NO

CONT’D ON SHEET 3

C62148 High Oil Consumption Figure 106 (Sheet 2)


Page 112 Nov 04/2005


CONT’D FROM SHEET 2

A/C OIL COOLER QUICK YES RELEASE COUPLINGS LEAKING ?

YES

NO

REMOVE AND INSPECT NL SENSOR & SEALING TUBE FOR SIGNS OF LEAKAGE (REF. 72−01−60). PACKINGS DAMAGED ?

YES

NO

NO

A/C OIL COOLER LEAKING?

RECTIFY (REF. AMM) OIL CONSUMPTION OK ?

RECTIFY OR REPLACE (REF. AMM) OIL CONSUMPTION OK ?

YES

NO

YES

REPLACE PACKINGS (REF. 72−01−60) OIL CONSUMPTION OK ?

YES

NO

SYSTEM NORMAL

NO

OBSTRUCTION FOUND IN AGB BREATHER TUBE (REF. NOTE 2) ?

YES

NO

NO. 6 & 7 BEARING TRANSFER TUBE LEAK (REF. 72−01−50) ?

YES

NO

YES

NO

NO. 6 & 7 BEARING VENT TRANSFER TUBE INSIDE DIAMETER OBSTRUCTED BY COKED OIL ?

RECTIFY OIL CONSUMPTION OK ?

RECTIFY OIL CONSUMPTION OK ?

YES

NO

YES

CLEAN (REF. 72−01−50)

NO

CONT’D ON SHEET 4

C62126 High Oil Consumption Figure 106 (Sheet 3)


Page 113 Nov 04/2005


CONT’D FROM SHEET 3 REMOVE ENGINE FOR INVESTIGATION

BORESCOPE FIRST STAGE PT BLADES TO CHECK FOR IMPACT DAMAGE TO LEADING EDGES AND/OR TIPS. BLADE SHIFT, RUBS, OIL STAINS, COKING. OK? (REF. INSP/CHECK)

SEE NOTE 6

NOTE 1: LRU CHANGE MAY HAVE INTRODUCED AN EXTERNAL LEAK CONDITION. NOTE 2: REMOVE AGB BREATHER PIPE AND VISUALLY INSPECT FOR BLOCKAGE. NOTE 3: ADAPTER ASSEMBLIES MUST BE CHECKED TO ENSURE THE ADJUSTING SPACER THICKNESS IS CORRECT AND THE SEAL IS SERVICEABLE. USE A 0.001 IN. (0.025mm) FEELER GAGE TO ENSURE NO CLEARANCE EXISTS BETWEEN THE ADAPTER/SPACER/SEAL OVER 360 DEGREES. REFER TO CHAPTER 72−20−00 FOR SPACER THICKNESS CALCULATION AND INSPECTION CRITERIA FOR CARBON SEAL AND MATING GEARSHAFT SEALING FACE. NOTE 4: LOOK INSIDE CENTRIFUGAL BREATHER SHAFT TO CHECK THAT THE AGB BREATHER ADAPTER AIR WINDOWS ARE NOT OBSTRUCTED BY THE AGB STOP SHAFT PLUG (REF. 72−30−00). USE FLASHLIGHT TO ILLUMINATE CAVITY INSIDE THE SHAFT. CHECK SEAL MATING SURFACE ON SHAFT FOR DAMAGE. NOTE 5: VISUALLY CHECK THE AIR SWITCHING VALVE PLUNGER "IN SITU" PRIOR TO ENGINE START−UP. IT SHOULD BE PROTRUDING BY LESS THAN 0.250 in. IF MORE, SUSPECT PLUNGER STUCK ON P2.5 (REMOVE COVER AND INSPECT). N.B.: SPRING PRESSURE SHOULD HOLD THE PLUNGER DOWN (P3 POSITION) UNTIL SUFFICIENT P2.5 IS AVAILABLE AFTER START. REMOVE COVER AND VISUALLY CHECK THE PLUNGER FOR BEND, SCORING, FREEDOM OF MOVEMENT, ETC. NOTE 6: INABILITY TO IDENTIFY AND/OR RECTIFY HIGH OIL CONSUMPTION (ABOVE MAX LIMIT) AFTER CARRYING OUT THE LISTED CHECKS INDICATES INTERNAL ENGINE DAMAGE/OIL LEAKAGE. REMOVE ENGINE FOR INVESTIGATION. NOTE 7: MAXIMUM OIL CONSUMPTION PERMISSIBLE IS 0.50 lbs/hr (0.227 kg/hr), WHICH IS EQUIVALENT TO 0.270 QUART/HOUR (0.250 LITERS/HOUR).

C27410C High Oil Consumption Figure 106 (Sheet 4)


Page 114 Nov 04/2005


SYMPTOMS

SUSPECT LRU

SMOKE FROM EXHAUST ON START−UP OR SHUTDOWN/ENGINE FLOODED WITH OIL/OIL ODOR IN COCKPIT

LONG WET OR DRY OR REPETITIVE MOTORING RUNS CARRIED OUT ?

1. FLOODED WITH OIL 2. OIL PRESSURE CHECK VALVE 3. OIL PRESSURE REGULATING VALVE 4. OIL PUMP PRESSURE RELIEF VALVE 5. P2.5/P3 SWITCHING VALVE 6. NO. 6 & 7 BEARING TRANSFER TUBES 7. NO. 6 & 7 BEARING OIL SCAVENGE PUMP 8. ENGINE

YES

START ENGINE AND RUN AT GND IDLE FOR 5 MINUTES WITH AIR BLEED OFF. OK ?

YES

SYSTEM NORMAL

NO NO

EXAMINE OIL LEVEL. TOO HIGH ?

YES

NO

NO

SYSTEM NORMAL

REPLACE OIL PRESSURE CHECK VALVE (REF. 72−01−50). OK ?

YES

SYSTEM NORMAL

NO

YES

OIL PRESSURE TOO HIGH ?

YES

NO

NO

OIL PRESSURE INCREASES/DECREASES BETWEEN 25 AND 40% NH DURING START−UP OR SHUTDOWN ?

DRAIN FROM OIL TANK TO MAX OIL LEVEL. OK ?

YES

ADJUST/REPLACE OIL PRESSURE REGULATING VALVE YES (REF. 72−01−50). OIL PRESSURE OK ?

SYSTEM NORMAL

NO CONT’D ON SHEET 2

CONT’D ON SHEET 2

C26217B Smoke from Exhaust on Startup or Shutdown/Engine Flooded With Oil/Oil Odor in Cockpit Figure 107 (Sheet 1 of 3)


Page 115 Nov 04/2005




REPAIR/REPLACE OIL PUMP YES PRESSURE RELIEF VALVE (REF. 72−01−50). OK ?

SYSTEM NORMAL

NO

EXAMINE P2.5/P3 SWITCHING VALVE. OK ?

REPAIR/REPLACE AS NECESSARY (REF. 72−30−00). OK ?

NO

YES

HAS THE P2.5/P3 SWITCHING VALVE FOUR (4) SPACERS? (REF. 72−30−00).

YES

SYSTEM NORMAL

NO

NO

ADD SPACERS (4 MAX) (REF. 72−30−00).

YES

NO. 6 & 7 BEARING, VENT AND SCAVENGE TRANSFER TUBES OK ?

NO

CLEAN/REPLACE AS NECESSARY (REF. 72−01−50)

YES CONT’D ON SHEET 3

C26218B Smoke from Exhaust on Startup or Shutdown/Engine Flooded With Oil/Oil Odor in Cockpit Figure 107 (Sheet 2)


Page 116 Nov 04/2005



NO. 6 & 7 BEARING TRANSFER TUBES OR EXTERNAL PIPES OK ?

NO

BORESCOPE INSPECTION OF HP, LP AND PT BLADES FOR STRUCTURAL INTEGRITY. GO TO: CHAPTER 05−50−00 UNSCHEDULED MAINTENANCE INSPECTION AT "ENGINE RELATED VIBRATION AND / OR CRACKED TUBE".

YES

BORESCOPE FIRST−STAGE PT BLADES TO CHECK FOR IMPACT DAMAGE TO LEADING NO EDGES AND/OR TIPS, BLADE SHIFT, RUBS, OIL STAINS/ COKING. OK ?

REMOVE ENGINE FOR INVESTIGATION (REF. REMOVAL/INSTALLATION)

YES

OIL FOUND IN INTERCOMPRESSOR CASE P2.5 PLENUM ?

YES

INVESTIGATE (REF. 72−01−50, INSPECTION /CHECK)

NO

SEE NOTE

NOTE:

INABILITY TO IDENTIFY AND/OR RECTIFY THE FAULT AFTER CARRYING OUT THE LISTED CHECKS INDICATES INTERNAL ENGINE DAMAGE/OIL LEAKAGE. REMOVE ENGINE FOR INVESTIGATION.

C26219A Smoke from Exhaust on Startup or Shutdown/Engine Flooded With Oil/Oil Odor in Cockpit Figure 107 (Sheet 3)


Page 117 Nov 04/2005


SYMPTOMS

SUSPECT LRU

LOW OR LOSS OF OIL PRESSURE

1. 2. 3. 4. 5. 6. 7. 8. 9.

ENGINE KEPT RUNNING LONGER THAN REQUIRED TO COMPLY WITH FLIGHT/MAINTENANCE MANUALS?

YES

OIL LEAKS OIL LEVEL FUEL COOLED OIL COOLER FUEL HEATER INDICATING SYSTEM PRESSURE RELIEF VALVE PRESSURE REGULATING VALVE PRESSURE OIL PUMP PRESSURE OIL CHECK VALVE

REPLACE ENGINE

NO OIL PRESSURE INDICATING SYSTEM NO OK? (REF. AIRCRAFT MANUAL)

GAGE OK? (REF. AIRCRAFT MANUAL)

YES

NO

REPLACE

YES CABLES AND CONNECTIONS NO OK? (REF. AIRCRAFT MANUAL)

RECTIFY OR REPLACE

YES OIL PRESSURE TRANSDUCER (LOW OIL PRESSURE SWITCH) OK? (REF. AIRCRAFT MANUAL)

NO

REPLACE

YES

TURN PROPELLER, LP AND HP ROTORS ANY UNUSUAL NOISE?

YES

PRESSURE REGULATING VALVE RESTRICTOR BLOCKED? (REF. 72−01−50)

YES

CLEAN OR REPLACE

IS NOISE FROM AN ACCEPTABLE POWER TURBINE RUB?

NO

REPLACE ENGINE/ MODULE

NO


C25394 Low or Loss of Oil Pressure Figure 108 (Sheet 1 of 4)


Page 118 Nov 04/2005


SUSPECT LRU 1. OIL LEAKS 2. OIL LEVEL 3. FUEL COOLED OIL COOLER 4. FUEL HEATER 5. INDICATING SYSTEM 6. PRESSURE RELIEF VALVE 7. PRESSURE REGULATING VALVE 8. PRESSURE OIL PUMP 9. PRESSURE OIL CHECK VALVE

SYMPTOMS LOW OR LOSS OF OIL PRESSURE


PATCH CHECK PRESSURE AND SCAVENGE YES OIL FILTERS, VISUALLY INSPECT CHIP DETECTORS (REF. 72−01−50). DEBRIS FOUND?

CARRY OUT PROCEDURE FOR DEBRIS IN OIL SYSTEM (REF. NOTE). IS ENGINE SERVICEABLE?

NO

NO

REPLACE ENGINE/ MODULE

YES

CHECK ENGINE FOR EXTERAL OIL LEAKS. OK?

RECTIFY (REF. 72−01−50)

YES OIL LEVEL LOW?

YES

FILL TO CORRECT LEVEL (REF. SERVICING)

NO OIL SMELLS OF FUEL?

YES

NO

FUEL COOLED OIL NO COOLER OK?

REPLACE (REF. 72−01−50)

YES OIL TO FUEL HEATER OK?

OIL PUMP PRESSURE RELIEF NO VALVE OK? (REF. 72−01−50)

NO


RECTIFY OR REPLACE

YES OIL PUMP PRESSURE REGULATING NO VALVE OK? (REF. 72−01−50)

RECTIFY OR REPLACE

YES PRESSURE OIL PUMP OK? NO (REF. 72−01−50)

RECTIFY OR REPLACE

YES PRESSURE OIL CHECK VALVE NO OK? (REF. 72−01−50)

RECTIFY OR REPLACE


C25395 Low or Loss of Oil Pressure Figure 108 (Sheet 2)


Page 119 Nov 04/2005


SYMPTOMS

SUSPECT LRU


1. 2. 3. 4. 5. 6. 7. 8. 9.


CONT’D FROM SHEET 2 IF NOT RUN PREVIOUSLY, RUN ENGINE AT 80% TORQUE FOR TEN MINUTES (REF. NOTE)

CHECK FILTERS VISUALLY AND CHIP DETECTORS FOR CIRCUIT COMPLETION (REF. 72−01−50) DEBRIS FOUND?

YES

CARRY OUT PROCEDURE NO FOR DEBRIS IN OIL SYSTEM. IS ENGINE SERVICEABLE?

REPLACE ENGINE / MODULE

YES

NO

NO WAS OIL LEVEL OK AFTER 10 MINUTE RUN AT 80% TORQUE?

CARRY OUT PROCEDURE FOR HIGH OIL CONSUMPTION.

YES

MONITOR ENGINE OIL CONSUMPTION FOR 65 FH

CONT’D ON SHEET 4

C25396 Low or Loss of Oil Pressure Figure 108 (Sheet 3)


Page 120 Nov 04/2005


SYMPTOMS

SUSPECT LRU


1. 2. 3. 4. 5. 6. 7. 8. 9.



CHECK TURBOMACHINERY AND RGB CHIP DETECTORS DAILY UNTIL 65 FH IS EXCEEDED. CARRY OUT PATCH CHECK ON PRESSURE AND SCAVENGE OIL FILTERS (REF. 72−01−50) AFTER 65 ± 5 FH. IF DEBRIS FOUND CARRY OUT PROCEDURE FOR DEBRIS IN OIL SYSTEM (REF. FIG. 129).

NOTE: CAUSE OF LOW OR LOSS OF OIL PRESSURE MUST BE FOUND AND RECTIFIED BEFORE THE ENGINE IS RUN.

C25397A Low or Loss of Oil Pressure Figure 108 (Sheet 4)


Page 121 Nov 04/2005


SYMPTOMS

SUSPECT LRU

HIGH OIL PRESSURE

1. 2. 3. 4. 5.

PRESSURE INDICATING SYSTEM OK?

NO

GAGE OK?

NO

OIL PRESSURE GAGE AIRFRAME WIRING HARNESS OIL PRESSURE TRANSDUCER OIL PRESSURE REGULATING VALVE OIL PRESSURE FILTER

REPLACE (REF. AMM)

YES

YES

NO CABLES AND CONNECTION OK?


YES OIL PRESSURE TRANSDUCER OK?

SYSTEM NORMAL

PRESSURE REGULATING VALVE OK?

NO

REPLACE (REF. AMM)

ADJUST OR REPLACE (REF. ADJUSTMENT/TEST OR 72−01−50)

NO

YES SYSTEM NORMAL

MAIN OIL PRESSURE FILTER OK?

NO

CLEAN OR REPLACE (REF. 72−01−50

YES SYSTEM NORMAL

C25398 High Oil Pressure Figure 109


Page 122 Nov 04/2005


SYMPTOMS

SUSPECT LRU

HIGH OIL TEMPERATURE

1. 2. 3. 4.

OIL SYSTEM OK?

NO

YES

OIL TANK LEVEL OK?

FUEL COOLED OIL COOLER OIL TEMPERATURE GAGE AIRFRAME WIRING HARNESS OIL TEMPERATURE TRANSMITTER

NO

FILL TO CORRECT LEVEL (REF. SERVICING)

YES

ENGINE FUEL−COOLED OIL COOLER BYPASS NO VALVE/INTERNAL PASSAGES OK?

REPLACE FUEL−COOLED OIL COOLER (REF. 72−01−50)

YES

SYSTEM NORMAL

TEMPERATURE INDICATING SYSTEM OK?

AIRFRAME AIR−COOLED NO OIL COOLER OK?

GAGE OK?

NO

REPLACE AIR−COOLED OIL COOLER (REF. AMM)

REPLACE (REF. AMM)

YES YES CABLES AND CONNECTIONS OK?

NO


NO

REPLACE (REF. AMM)

YES

SYSTEM NORMAL

OIL TEMPEATURE TRANSMITTER OK?

C25399 High Oil Temperature Figure 110


Page 123 Nov 04/2005


SUSPECT LRU

SYMPTOMS INCORRECT TORQUE READING

1. AFU 2. EEC 3. TORQUE INDICATOR 4. TORQUE SHAFT CHARACTERIZATION PLUG 5. REDUCTION GEARBOX TORQUE SHAFTS

(a) DIGITAL (EEC) (b) ANALOG (AFU)

CHANGE TORQUE INDICATOR. (REF. AMM) READING OK ?

YES

NO

(b)

(a)

REPLACE AFU. READING OK ? (REF. 72−01−10)

DO EEC FAULTS AS FOLLOWS: LRU FAULT CODES− 09/28/29/31/61 OR 74

YES

SYSTEM NORMAL

YES

SYSTEM NORMAL

RECTIFY NO

NO

CHARACTERIZATION PLUG TO CORRECT VALUE ? (SEE DATA PLATE)

NO

REPLACE AFU TRIM PLUG TO CORRECT VALUE (REF. DATA PLATE)

YES

REPLACE EEC (REF. 72−01−10) READING OK ? NO

YES

NO

REPLACE

YES

SYSTEM NORMAL

INVESTIGATE REDUCTION GEARBOX TORQUE SHAFTS

INVESTIGATE REDUCTION GEARBOX TORQUE SHAFTS

C38584 Incorrect Torque Readings Figure 111


Page 124 Nov 04/2005


SYMPTOMS

SUSPECT LRU

TORQUE FLUCTUATIONS

1. OVERSPEED GOVERNOR 2. PCU 3. MFCU

PROPELLER SYSTEM OK ?

NO

OVERSPEED GOVERNOR OK ?

NO

RESET OR REPLACE (REF. 72−01−50)

NO

REPLACE (REF. AMM)

NO


NO


YES YES

PCU OK ?

SYSTEM NORMAL

FUEL SYSTEM OK ? YES

SYSTEM NORMAL

NO

MFCU OK ? YES

ELECTRONIC FUEL CONTROL SYSTEM OK ?

C26221 Torque Fluctuations Figure 112


Page 125 Nov 04/2005


SYMPTOMS

SUSPECT LRU

EXCESSIVE FUEL CONSUMPTION

1. 2. 3. 4. 5. 6.

INDICATING SYSTEM OK ?

NO

GAGE OK?

FUEL FLOWMETER GAGE AIRFRAME WIRING HARNESS FUEL FLOWMETER MFCU FLOW DIVIDER AND DUMP VALVE FUEL MANIFOLD PACKINGS

NO

REPLACE (REF. AMM)

YES

YES

CABLES AND CONNECTIONS OK ?

NO


YES

FLOWMETER OK?

SYSTEM NORMAL


NO

MFCU OK?

REPLACE (REF. AMM)

NO


NO

YES

ELECTRONIC FUEL CONTROL SYSTEM OK ?

NO


NO


YES

SYSTEM NORMAL

FLOW DIVIDER AND DUMP VALVE OK? YES

FUEL MANIFOLD NO PACKINGS OK?


C26222 Excessive Fuel Consumption Figure 113 (Sheet 1 of 2)


Page 126 Nov 04/2005


SUSPECT LRU

SYMPTOMS EXCESSIVE FUEL CONSUMPTION

HOT SECTION BORESCOPE INSPECTION (REF. INSPECTION/CHECK) OK?

1. 2. 3. 4. 5. 6.

NO

FUEL FLOWMETER GAGE AIRFRAME WIRING HARNESS FUEL FLOWMETER MFC FLOW DIVIDER AND DUMP VALVE FUEL MANIFOLD PACKINGS

CARRY OUT HSI (REF. 72−03−00)

YES COLD SECTION BORESCOPE INSPECTION OK?

NO

REPLACE ENGINE IF OUTSIDE LIMITS

YES SYSTEM NORMAL

C25414 Excessive Fuel Consumption Figure 113 (Sheet 2)


Page 127 Nov 04/2005


SYMPTOMS

SUSPECT LRU

IMPENDING BYPASS INDICATOR ACTIVATED IS LP FUEL FILTER BYPASS INDICATOR ACTIVATED?

YES

IS FUEL IN AIRCRAFT FUEL TANKS CONTAMINATED?

NO

1. FUEL 2. BYPASS SWITCH 3. FUEL PUMP

NO

4. AIRCRAFT SYSTEM 5. FUEL HEATER 6. MFCU

FIND & CORRECT SOURCE OF CONTAMINATION

YES DRAIN, FLUSH & CLEAN AIRCRAFT FUEL TANKS FUEL SYSTEM & FILTERS

FLUSH AIRCRAFT FUEL SYSTEM DOWNSTREAM OF DEFECT

NO

REPLACE FUEL PUMP AND FUEL HEATER

REMOVE AND VISUALLY INSPECT LP, HP AND FUEL PUMP INLET FUEL FILTERS (REF. 72−01−40)

NO IS HP FUEL FILTER CONTAMINATED ? (REF. NOTE 1)

FILTER BYPASS NO SWITCH OK ? YES

YES REPLACE FUEL PUMP (REF. 72−01−40) (REF. NOTE 2)

NO

REPAIR/REPLACE SWITCH (REF. 72−01−40)

ARE LP AND INLET FUEL FILTERS CONTAMINATED ?

NO

AIRCRAFT SYSTEM OK ?

REPAIR SYSTEM (REF. AMM)

YES IS FUEL IN AIRCRAFT FUEL TAMKS CONTAMINATED?

NO

FIND AND CORRECT SOURCE OF CONTAMINATION

YES DRAIN, FLUSH AND CLEAN AIRCRAFT FUEL TANKS AND FUEL SYSTEM (REF. AMM)

FLUSH AIRCRAFT FUEL SYSTEM DOWNSTREAM OF DEFECT (REF. AMM)

CLEAN OR REPLACE ENGINE LP, HP AND INLET FUEL FILTERS (REF. 72−01−40) CONT’D ON SHEET 2

C26223A HP Fuel Filter Impending Bypass Indicator Activated Figure 114 (Sheet 1 of 2)


Page 128 Nov 04/2005



CARRY OUT ENGINE GROUND RUN. CHECK G1, F1, ACCELERATION, NO DECELERATION AND T.O. POWER IN BOTH EEC AND MANUAL. OK ?

REPLACE MFCU, FLOW DIVIDER AND FUEL PUMP (REF. 72−01−40)

YES

START BOTH ENGINES AND CHECK PLA STAGGER. OK ?

NO

RETRIM EEC. PLA STAGGER OK?

NO

CHANGE MFCU (REF. 72−01−40)

YES YES

SYSTEM NORMAL

NOTE 1: THE HP FUEL FILTER IS RECOMMENDED TO BE CLEANED PERIODICALLY. HOWEVER, AFTER REPEATED CLEANING, THE EFFICIENCY OF THE CLEANING PROCEDURE DECREASES AND THE FILTER MAY HAVE TO BE REPLACED. NOTE 2: THE FUEL PUMP MUST BE CHANGED IF DEBRIS COLLECTED BY THE HP FUEL FILTER ARE GENERATED BY THE FUEL PUMP.

C26224A HP Fuel Filter Impending Bypass Indicator Activated Figure 114 (Sheet 2)


Page 129 Nov 04/2005


SYMPTOMS

SUSPCT LRU

PROPELLER SLOW TO UNFEATHER

ENGINE CONTROL LINKAGE SYSTEM OK ?

NO

1. PCU 2. PCU PUMP

PCU TO MFCU CONTROL ROD ADJUSTMENT OK ? (REF. AMM)

NO

ADJUST (REF. AMM)

NO

REPLACE (REF. AMM)

NO


YES

SYSTEM NORMAL

OIL SUPPLY OK ? YES

SYSTEM NORMAL

NO

PCU OK ? YES

PCU PUMP OK ?

C26225 Propeller Slow to Unfeather Figure 115


Page 130 Nov 04/2005


SYMPTOMS

SUSPECT LRU

ECTM PARAMETER SHIFT ENGINE ITT/T6 TEMPERATURE LIMITED

1. 2. 3. 4. 5.

IS ECTM CARRIED OUT?

AIRCRAFT AIR BLEED SYSTEM AIRCRAFT INDICATING SYSTEMS ECTM RECORDER AIR DATA COMPUTER ENGINE

NO

YES IS PARAMETER SHIFT CONSIDERED NORMAL FOR ENGINE RUNNING TIME (SEE NOTE 1)?

CONT’D ON SHEET 3 YES

CARRY OUT RECOMMENDED PREVENTATIVE MAINTENANCE (SEE NOTE 3)

NO

ANALYZE THE TYPE OF PARAMETER SHIFT SEEN ON ECTM PLOTS (SEE NOTE 2)

ANALYZE ECTM PLOTS FOR BOTH ENGINES OF SAME AIRCRAFT. ARE PARAMETER SHIFTS SIMILAR (SEE NOTE 4)?

YES

NO

AIRCRAFT OAT, ALTITUDE AND SPEED INDICATING SYSTEMS OK?

NO

RECTIFY (REF. AMM)

YES ECTM RECORDER OK?

NO

RECTIFY (REF. AMM)

YES CARRY OUT POWER ASSURANCE CHECK OF AFFECTED ENGINE. COMPARE WITH POWER ASSURANCE CHECK CARRIED OUT AT ENGINE INSTALLATION. RECORD DIFFERENCES (SHIFT) IN PARAMETERS.

AIR DATA COMPUTER AND WIRING OK?

NO

RECTIFY (REF. AMM)

CONT’D ON SHEET 2

C25389 Performance Deterioration (ECTM shift) or High ITT (T6) Figure 116 (Sheet 1 of 6)


Page 131 Nov 04/2005


SYMPTOMS

SUSPECT LRU


1. 2. 3. 4. 5.


CONT’D FROM SHEET 1 SIGNIFICANT DIFFERENCE BETWEEN ECTM AND POWER ASSURANCE PARAMETER SHIFTS RECORDED (SEE NOTE 5)?

YES

AIR BLEED SYSTEM NO PRESSURE REGULATING VALVE OK?

RECTIFY (REF. AMM)

YES

NO

AIR BLEED SYSTEM SHUT−OFF VALVE OK?

TROUBLESHOOT (REF. SHEETS 4 AND 5)

NO

RECTIFY (REF. AMM)

NO

RECTIFY (REF. AMM)

YES

AIR BLEED SYSTEM DUCTING OK?

COMPONENT DETERIORATION LIMITS EXCEEDED?

YES

CARRY OUT AN HSI (REF. 72−03−00)

NO


NO

CHECK T6 SYSTEM AND REPEAT POWER ASSURANCE CHECK (SEE NOTE 6). POWER ASSURANCE CHECK OK? YES SYSTEM NORMAL

C25390 Performance Deterioration (ECTM shift) or High ITT (T6) Figure 116 (Sheet 2)


Page 132 Nov 04/2005


SYMPTOMS

SUSPECT LRU


1. 2. 3. 4. 5.



POWER ASSURANCE CHECK OF YES AFFECTED ENGINE OK? (SEE NOTE 7) NO COMPARE POWER ASSURANCE CHECK WITH POWER ASSURANCE CHECK CARRIED OUT AT ENGINE INSTALLATION. RECORD DIFFERENCES IN PARAMETERS (SEE NOTE 3) YES

AIR BLEED SYSTEM PRESSURE REGULATING VALVE OK?

NO

RECTIFY (REF. AMM)

YES NO AIR BLEED SYSTEM SHUT−OFF VALVE OK?

RECTIFY (REF. AMM)

YES

AIR BLEED SYSTEM DUCTING OK?

NO

RECTIFY (REF. AMM)

TROUBLESHOOT (REF. SHEETS 4 AND 5)

COMPONENT DETERIORATION YES LIMITS EXCEEDED? (REF. 72−00−00)


NO

CHECK T6 SYSTEM AND REPEAT NO POWER ASSURANCE CHECK (SEE NOTE 6). POWER ASSURANCE CHECK OK?


YES SYSTEM NORMAL



Page 133 Nov 04/2005


ENGINE PARAMETERS ITT/T6

NH

NL

WF

ACTION REQUIRED

PROBABLE DEFECT

REMARKS

AIRCRAFT/ENGINE TORQUE INDICATING SYSTEM. ENGINE AIR INLET OBSTRUCTED.

INSPECT/REPAIR

LP IMPELLER FOD, RUB. LP IMPELLER CONTAMINATION.

BORESCOPE INSPECT COMPRESSOR WASH

PT BLADE RUB.

INSPECT/REPAIR

AIRCRAFT/ENGINE TORQUE INDICATING SYSTEM

INSPECT/REPAIR

− ITT/T6 USUALLY DECREASES WHEN PROBES UNSERVICEABLE

REMOVE ENGINE IF FOD EXCEED LIMITS

−

−

−

AIRCRAFT/ENGINE ITT/T6 INDICATING SYSTEM (SEE NOTE 8)

INSPECT/REPAIR

OR

−

OR

−

−

AIRCRAFT/ENGINE NH INDICATING SYSTEM.

INSPECT/REPAIR

AIRCRAFT/ENGINE NL INDICATING SYSTEM.

INSPECT/REPAIR

−

AIRCRAFT/ENGINE WF INDICATING SYSTEM.

INSPECT/REPAIR

−

CRACKED LP DIFFUSER EXIT DUCT.

INSPECT/REPAIR

−

OR OR

IF LIMITS EXCEEDED CARRY OUT AN HSI

P2.5 AIR LEAKS FROM ENGINE/AIRFRAME SYSTEM. LP TURBINE STATOR VANES BURNED/FLOW AREA INCREASED. LP TURBINE BLADE TIP OXIDATION/RUB.

−

INTERCOMPRESSOR BLEED VALVE SEIZED IN OPEN POSITION.

CHECK VALVE

HP TURBINE VANE SEGMENTS BURNED/FLOW AREA INCREASED.

BORESCOPE HP VANE SEGMENTS AND BLADES

HP TURBINE BLADE TIP OXIDATION/RUB.

CARRY OUT AN HSI IF ITT/T6 LIMIT IS EXCEEDED CHECK

STANDARD HOT SECTION DETERIORATION. −

−

BORESCOPE LP STATOR VANES & LP BLADES

GAS GENERATOR CASE CRACKED AT FUEL NOZZLE OR P3 BLEED BOSS. LEAKING GAS GENERATOR DRAIN VALVE.

INSPECT/REPLACE

P2.5/P3 SWITCHING VALVE COMPLETELY OR PARTIALLY SEIZED IN P3 POSITION.

INSPECT/REPAIR

IF LIMITS EXCEEDED CARRY OUT AN HSI

− IF LIMITS EXCEEDED CARRY OUT AN HSI

− REPLACE ENGINE IF DEFECT CONFIRMED

− HIGH OIL CONSUMPTION EVIDENT HEAVY BREATHING

C20168B Performance Deterioration (ECTM shift) or High ITT (T6) Figure 116 (Sheet 4)


Page 134 Nov 04/2005




Page 135 Nov 04/2005


6. TO REMOVE DOUBTS, A T6 SYSTEM CHECK (INCLUDING AN INDIVIDUAL T6 THERMOCOUPLE CHECK) AND A POWER ASSURANCE CHECK WITH THE AIR BLEED PORTS BLANKED-OFF IS RECOMMENDED BEFORE ENGINE REMOVAL. 7. WHEN AN ENGINE IS T6 LIMITED ON CLIMB OR CRUISE AND THE POWER ASSURANCE CHECK IS SATISFACTORY, THE DEFECT IS WITHIN THE AIRCRAFT BLEED SYSTEM ASSOCIATED WITH THE AFFECTED ENGINE. 8. AN INCREASE IN ITT/T6 TEMPERATURE WITHOUT OTHER PARAMETER CHANGES MAY BE THE RESULT OF DEFECTIVE FUEL NOZZLES ALTERING COMBUSTION AND CHANGING THE T6 TEMPERATURE DISTRIBUTION. 9. THE TREND MONITORING PROGRAM IS THE MAIN TOOL FOR HEALTH MONITORING OF PW100 ENGINES. CHANGES OF ENGINE PARAMETERS LIKE NH, NL, WF AND ITT/T6 MAY INDICATE THAT THE CONDITION OF THE INTERNAL ENGINE COMPONENTS HAVE DETERIORATED. BORESCOPE INSPECTION IS THEN RECOMMENDED IN ORDER TO DETERMINE WHETHER COMPONENT DETERIORATION EXCEEDS LIMITS (REF. INSPECTION/CHECK).

C35199A Performance Deterioration (ECTM shift) or High ITT (T6) Figure 116 (Sheet 6)


Page 136 Nov 04/2005


SYMPTOMS

SUSPECT LRU

HOT START

1. EEC 2. WIRING HARNESS 3. POWER SUPPLY 4. ELECTRICAL CONNECTORS

5. STARTER 6. MFCU 7. FUEL PUMP 8. TURBOMACHINERY

NOTE: BEFORE STARTING ENGINE, REFER TO OVERTEMPERATURE CHART (REF. 05−10−00) TO ENSURE TEMPERATURE LIMITS HAVE NOT BEEN EXCEEDED. CONDITION LEVER ADVANCED AT OR ABOVE 10% AND AIR BLEED OFF ?

NO

REPEAT START

YES ARE FLOW DIVIDER DUMP LINE AND/OR GAS GENERATOR DRAIN LINES AND VALVES FREE FROM RESTRICTIONS ? (i.e. COKING)

NO

RECTIFY

YES

CARRY OUT T6 SYSTEM CHECK (REF. 72−01−60). SYSTEM OK?

NO

RECTIFY

YES ENGINE INLET OBSTRUCTED ?

YES

REMOVE OBSTRUCTION

NO

ENGINE STARTS NORMALLY IN MANUAL ? NO

CONT"D ON SHEET 2

YES

REPLACE EEC (REF. 72−01−10) START OK ?

YES

SYSTEM NORMAL

NO WIRING HARNESS OK ?

YES


NO REPAIR/REPLACE (REF. 72−01−10)

C26226A Hot Start Figure 117 (Sheet 1 of 2)


Page 137 Nov 04/2005



STARTER POWER SUPPLY OK ?

NO

RECTIFY (REF. AMM)

NO

RECTIFY (REF. AMM)

YES STARTER ELECTRICAL CONNECTORS OK ? YES

HP ROTOR ROTATES FREELY ?

YES

NO

CHANGE STARTER (REF. AMM). START OK ?

YES

SYSTEM NORMAL

NO


REPLACE FUEL PUMP (REF. 72−01−40). HP ROTOR ROTATES FREELY ?

REPLACE TURBOMACHINERY (REF. 72−02−00)

NO

YES

SYSTEM NORMAL

C26227A Hot Start Figure 117 (Sheet 2)


Page 138 Nov 04/2005


SYMPTOMS

SUSPECT LRU

PROPELLER SPEED (NP) FLUCTUATIONS

1. NP PULSE PICKUP PROBE 2. PCU 3. OVERSPEED GOVERNOR

INVESTIGATE NP INDICATING SYSTEM (REF. AMM)

ALL OTHER ENGINE YES PARAMETERS STABLE ? NO

PROPELLER SYSTEM OK ? YES

SYSTEM NORMAL

NO

PCU OK ?

NO


NO


YES

PROPELLER OVERSPEED GOVERNOR OK ?

C26228 Propeller Speed (NP) Fluctuations Figure 118


Page 139 Nov 04/2005


SYMPTOMS

SUSPECT LRU

SLOW OIL PRESSURE BUILDUP AFTER 40% NH DURING STARTING

OIL SYSTEM OK ?

NO

YES

1. OIL PRESSURE REGULATING VALVE RESTRICTOR 2. OILPRESSURE CHECK VALVE 3. OIL PRESSURE REGULATING VALVE 4. OIL PRESSURE GAGE 5. AIRFRAME WIRING HARNESS 6. OIL PRESSURE TRANSDUCER

OIL TEMPERATURE OK ?

NO

RECHECK AT HIGHER OIL TEMPERATURES

NO


NO


NO


NO


NO


NO

REPLACE (REF. AMM)

YES REGULATING VALVE RESTRICTOR OK ? YES OIL PRESSURE CHECK VALVE OK ? YES

SYSTEM NORMAL

REGULATING VALVE OK ?

OIL PRESSURE INDICATING SYSTEM OK ?

NO

GAGE OK ? YES

YES CABLES AND CONNECTIONS OK ? SYSTEM NORMAL

YES OIL PRESSURE TRANSDUCER OK ?

C26229A Slow Oil Pressure Buildup after 40% NH During Starting Figure 119


Page 140 Nov 04/2005


SYMPTOMS

SUSPECT LRU 1. ITT GAGE 2. AIRFRAME WIRING HARNESS 3. T6 WIRING HARNESS 4. THERMOCOUPLES 5. T6 TRIM RESISTOR 6. INTERCOMPRESSOR BLEED VALVE & TORQUE MOTOR 7. P2.5 CHECK VALVE 8. P3 BLEED VENTURI 9. LP DIFFUSER DUCTS

HIGH ITT/T6 TEMPERATURE

TEST ENGINE AND INDICATING SYSTEM WITH TEST SET EET 4000 INDICATING SYSTEM OK ?

NO

GAGE OK ?

NO

REPLACE (REF. AMM)

NO


YES

YES CABLES AND CONNECTIONS OK ? YES

NO

T6 WIRING HARNESS OK ?


YES

TRIM RESISTER OK ?

NO


NO


YES SYSTEM NORMAL

THERMOCOUPLES OK ?

C74845 High ITT/T6 Temperature Figure 120 (Sheet 1 of 2)


Page 141 Nov 04/2005


SYMPTOMS

SUSPECT LRU

HIGH ITT/T6 TEMPERATURE

AIR BLEED SYSTEM OK ?

NO

1. ITT GAGE 2. AIRFRAME WIRING HARNESS 3. T6 WIRING HARNESS 4. THERMOCOUPLES 5. T6 TRIM RESISTER 6. INTERCOMPRESSOR BLEED VALVE AND TORQUE MOTOR

INTERCOMPRESSOR BLEED VALVE AND SERVO VALVE OK ?

YES

7. P2.5 CHECK VALVE 8. P3 BLEED VENTURI 9. LP DIFFUSER DUCTS

NO


YES

SYSTEM NORMAL

P2.5 CHECK VALVE OK ?

NO


YES

P3 BLEED AIR VENTURI ADAPTER OK ?

CHECK THE FOLLOWING FOR EXTERNAL AIR LEAKS: SWITCHING VALVE HOUSING SEAT SWITCHING VALVE BOSS LP DIFFUSER DUCTS GAS GENERATOR DRAIN, P3 AND FUEL NOZZLE BOSSES AND ADJACENT AREA NL PROBE PACKINGS SEAL TUBE (NL PROBE OPPOSITE POSITION) PACKINGS T6 THERMOCOUPLE LOOSE/MISSING P2.5 AIR−TO−REAR INLET CASE TUBE OK ?

NO

YES


REPLACE AS REQUIRED

NO

SYSTEM NORMAL

C26232 High ITT/T6 Temperature Figure 120 (Sheet 2)


Page 142 Nov 04/2005


SYMPTOMS

SUSPECT LRU

ENGINE STALL

AIR SYSTEM OK ? YES

1. LP COMPRESSOR BLEED SHROUD 2. P2.5 CHECK VALVE 3. INTERCOMPRESSOR BLEED VALVE TORQUE MOTOTR 4. INTERCOMPRESSOR BLEED VALVE 5. MFCU P3 AIR TUBE 6. EEC 7. AFU 8. MFCU

NO

LP COMPRESSOR BLEED SHROUD OK?

NO


NO


NO


NO


YES

P2.5 CHECK VALVE OK ? YES

INTERCOMPRESSOR BLEED VALVE SERVO VALVE OK ? YES

SYSTEM NORMAL

TEST INTERCOMPRESSOR BLEED VALVE (REF. 72−01−30) OK ?

C26233A Engine Stall Figure 121 (Sheet 1 of 2)


Page 143 Nov 04/2005


SYMPTOMS

SUSPECT LRU

ENGINE STALL

ENGINE STEADY STATE PERFORMANCE NORMAL RELATIVE TO GROUND RUN CHECK CHARTS ?

1. LP COMPRESSOR BLEED SHROUD 2. P2.5 CHECK VALVE 3. INTERCOMPRESSOR BLEED VALVE TORQUE MOTOR 4. INTERCOMPRESSOR BLEED VALVE 5. MFCU P3 AIR TUBE 6. EEC 7. MFCU

NO

INSTRUMENTATION OK ?

NO

RECTIFY (REF. AMM)

YES

YES

BORESCOPE INSPECTION OF IMPELLERS, DIFFUSERS, TURBINES, VANES AND BLADES (REF. INSPECTION/CHECK) OK ?

SYSTEM NORMAL


SYSTEM NORMAL

NO

P3 LINE TO MFCU OK ?

NO

RECTIFY OR REPLACE DEFECTIVE COMPONENTS

NO


NO

RECTIFY OR REPLACE COMPONENTS

YES

ELECTRONIC FUEL CONTROL CONTROL SYSTEM OK ? LRU FAULT CODE: 85

C38585 Engine Stall Figure 121 (Sheet 2)


Page 144 Nov 04/2005


SUSPECT LRU

SYMPTOMS

1) UNABLE TO ROTATE PROPELLER MANUALLY ENGINE SEVERAL MINUTES AFTER ENGINE SHUTDOWN 2) PROPELLER DOES NOT ROTATE AFTER ENGINE START 3) LOUD RUBBING NOISE COMING FROM BACK END OF ENGINE WHEN PROPELLER IS ROTATED MANUALLY 4) OIL SMELL IN CABIN BLEEDS 5) VIBRATION DURING PROPELLER UNFEATHERING SEQUENCE

BORESCOPE THE FIRST− STAGE PT BLADES TO CHECK FOR BLADE SHIFT, LEADING EDGE/TIP IMPACT DAMAGE, PLATFORM RUBS OR EVIDENCE OF OIL STAINS (REF. INSPECTION/CHECK). OK (REF. NOTE)?

YES

PROPELLER ROTATES FREELY AT SUBSEQUENT ENGINE START − FREES UP AT GI?

YES

RUB PERSISTS 100 HOURS AFTER NEW/HSI/OVERHAUL

NO

YES

NO

IMMEDIATELY AFTER SHUTDOWN NO (WHEN ENGINE IS HOT) ROTATE PROPELLER. IS RUB AUDIBLE?

NO

YES

CAN POWER TURBINE ASSY. BE REMOVED WITHOUT REMOVAL OF ENGINE?

NO

REMOVE ENGINE (REF. AMM).

YES

REMOVE POWER TURBINE ASSY. (REF. 72−03−00/TURBOMACHINERY REMOVAL).

YES PROPELLER SHAFT ROTATES FREELY WITH NO RUBBING NOISE?

INSTALL A SERVICEABLE POWER TURBINE ASSEMBLY (REF. 72−03−00, TURBOMACHINERY − INSTALLATION) AND RETURN ENGINE TO SERVICE.

SYSTEM NORMAL

NO

REMOVE/SEND ENGINE FOR INVESTIGATION (REF. AMM). NOTE: WHEN THE ENGINE HAS COOLED AND THE TEMPERATURE EQUALIZED, P.T. STATOR DISTORTION AND TIGHT TIP CLEARANCES CAN CAUSE BLADE RUBBING. THIS IS NORMAL AND USUALLY DISAPPEARS DURING ENGINESTART. A BORESCOPE INSPECTION SHOULD BE CARRIED OUT THE FIRST TIME A PROPELLER DOES NOT ROTATE MANUALLY OR WHEN THE BEHAVIOR OF THE PROPELLER DURING START−UP/SHUTDOWN DEVIATES FROM ITS USUAL PATTERN.

C25382B Unable to Rotate Propeller Manually after Engine Shutdown/Propeller Does Not Rotate after Engine Start Figure 122


Page 145 Nov 04/2005


SYMPTOMS

SUSPECT LRU

ELECTRICAL CIRCUIT COMPLETED ON CHIP DETECTOR

1. CHIP DETECTOR 2. INDICATING SYSTEM 3. MODULE

MAGNETIC CHIPS FOUND NO ON CHIP DETECTOR? YES

TROUBLESHOOT (REF. DEBRIS IN OIL SYSTEM)

CHIP DETECTOR CONTINUITY OK?

REPLACE CHIP DETECTOR (REF. 72−01−50)

NO

YES

INDICATING SYSTEM OK?

NO

RECTIFY

YES

SYSTEM NORMAL

C25401 Chip Detector Circuit Completion Figure 123


Page 146 Nov 04/2005


SYMPTOMS

SUSPECT LRU

BYPASS INDICATOR ACTIVATED

SCAVAENGE OIL FILTER BYPASS ACTIVATED?

1. BYPASS INDICATOR 2. ENGINE

REFER TO SCAVENGE OIL FILTER BYPASS INDICATOR ACTIVATION PROCEDURE

YES

NO REMOVE MAIN OIL FILTER CHIP DETECTOR & STRAINER

IS MAIN OIL FILTER CONTAMINATED ?

NO

REPLACE BYPASS INDICATOR

YES CARRY OUT PATCH CHECK REF. 72−01−50

DID PATCH CHECK REVEAL MATERIAL OTHER THAN FINE CARBON PARTICLES NOTE 1

NO

CLEAN OR CHANGE OIL FILTER NOTE 2

RETURN ENGINE TO SERVICE

YES REFER TO EMM 72−01−50 PAR.H FOR MAINTENANCE RECOMMENDATION

REFER TO FAULT ISOLATION CHART FIG. 128 OF DEBRIS IN OIL SYSTEM

NOTE 1: THE MOST COMMON NON−METALLIC CONTAMINATION IS CARBON PARTICLES CAUSED BY THERMAL BREAKDOWN OF THE OIL DUE TO EXPOSURE TO HIGH TEMPERATURE. CARBON CAN BE IDENTIFIED AS FINE BLACK SOOTY PARTICLES, WHICH MAY NOT BE DISLODGED FROM FILTER ELEMENT DURING PATCH CHECK. NOTE 2: REVIEW/ADJUST OIL FILTER CLEANING OR REPLACEMENT INTERVAL BASED ON IMPENDING BYPASS EXPERIENCES.

C26235C Main Oil Filter Impending Bypass Indicator Activated Figure 124 (Sheet 1 of 2)


Page 147 Nov 04/2005


Cont’ d from Sheet 1

IS BYPASS INDICATOR ACTIVATED ?

YES

REPLACE ENGINE, AIRCRAFT OIL COOLER, PCU & REQUIRED PROPELLER COMPONENTS. FLUSH AIRCRAFT OIL SYSTEM

NO

RETURN TO STANDARD BYPASS INDICATOR. CHECK INTERVAL.

NOTE: AN IMPENDING BYPASS INDICATION DOES NOT NECESSARILY MEAN THAT OIL FILTER WAS BYPASSED. AN ASSESSMENT OF AMOUNT OF CONTAMINATION CAN INDICATE WHETHER A BYPASS HAS ACTUALLY OCCURRED. IF DEBRIS IS DEPOSITED ON MOST OF SURFACE OF FILTER ELEMENT, ASSOCIATED HOUSING AND CHIP DETECTOR STRAINER, IT CAN BE CONSIDERED THAT A BYPASS HAS OCCURRED.

C35215A Main Oil Filter Impending Bypass Indicator Activated Figure 124 (Sheet 2)


Page 148 Nov 04/2005


SYMPTOMS

SUSPECT LRU

BYPASS INDICATOR ACTIVATED

1. BYPASS INDICATOR 2. REDUCTION GEARBOX

REFER TO MAIN OIL FILTER BYPASS INDICATOR ACTIVATION PROCEDURE

YES

MAIN OIL BYPASS INDICATOR ACTIVATED ? NO REMOVE RGB SCAVENGE FILTER, CHIP DETECTOR AND STRAINERS

IS RGB SCAVENGE FILTER CONTAMINATED WITH LOOSE DEBRIS ?

NO

REPLACE RGB SCAVENGE FILTER BYPASS INDICATOR

YES

DID PATCH CHECK REVEAL MATERIAL OTHER THAN FINE CARBON PARTICLES NOTE 1

NO

CLEAN OR CHANGE OIL FILTER NOTE 2

RETURN ENGINE TO SERVICE

YES REFER TO EMM 72−01−50 PAR.H FOR MAINTENANCE RECOMMENDATION

REFER TO FAULT ISOLATION CHART FIG. 128 OF DEBRIS IN OIL SYSTEM

NOTE 1: THE MOST COMMON NON−METALLIC CONTAMINATION IS CARBON PARTICLES CAUSED BY THERMAL BREAKDOWN OF THE OIL DUE TO EXPOSURE TO HIGH TEMPERATURE. CARBON CAN BE IDENTIFIED AS FINE BLACK SOOTY PARTICLES, WHICH MAY NOT BE DISLODGED FROM FILTER ELEMENT DURING PATCH CHECK. NOTE 2: REVIEW/ADJUST OIL FILTER CLEANING OR REPLACEMENT INTERVAL BASED ON IMPENDING BYPASS EXPERIENCES.

C26236C RGB Scavenge Oil Filter Impending Bypass Indicator Activated Figure 125 (Sheet 1 of 2)


Page 149 Nov 04/2005


C35213 RGB Scavenge Oil Filter Impending Bypass Indicator Activated Figure 125 (Sheet 2)


Page 150 Nov 04/2005


SYMPTOMS

SUSPECT LRU

ENGINE DOES NOT REACH GROUND IDLE SPEED WITHIN 30 SECONDS

REPEAT START WITH EEC SELECTED OFF. START OK?

YES

NO

1. EEC 2. MFC 3. ELECTRICAL HARNESS 4. CONDITION LEVER RIGGING 5. P3 LINE 6. Py LINE 7. OVERSPEED GOVERNOR

CHECK EEC FAULT CODES. OK?

YES

8. FLOW DIVIDER & DUMP VALVE 9. FUEL MANIFOLD TRANSFER TUBE PACKING 10. AIRCRAFT BOOSTER PUMPS 11. FUEL FLOWMETER 12. FUEL PUMP 13. FUEL NOZZLES 14. TURBOMACHINERY 15. STARTER

REPLACE MFC (REF. 72−01−40) START OK?

NO

NO

CONTACT P&WC

YES

RECITIFY/REPLACE EEC. START OK?

YES

SYSTEM NORMAL

NO REPLACE ELECTRICAL HARNESS. START OK?

YES

NO CONTACT P&WC

FUEL FLOW HIGHER THAN 90 PPH WHEN CLA MOVED TO FEATHER? YES CONT’D ON SHEET 2 (A)

NO

CHECK CLA RIGGING OK?

NO

RECITIFY

YES CONT’D ON SHEET 2 (B)

C76749 Hung Start Figure 126 (Sheet 1 of 4)


Page 151 Nov 04/2005


CONT’D FROM SHEET 1 (A) FUEL FLOW DOES NOT INCREASE OR INCREASES SLIGHTLY AFTER LIGHT UP?

YES

P3 LINE TO MFC BLOCKED OR LEAKING?

REPAIR OR REPLACE

NO

NO CONT’D ON SHEET 4 (D)

NO

YES

PLUG Py LINE AT MFC. START OK?

FUEL FLOW DECREASES AFTER LIGHT UP?

YES

YES

REPLACE Py LINE START OK?

NO

NO SYSTEM NORMAL

YES PLUG MOTIVE FLOW LINE AT MFC. START OK?

YES

REFER TO AMM FOR MOTIVE FLOW / JET PUMP INSPECTION REPLACE OVERSPEED GOVERNOR. START OK?

NO DISCONNECT MFC DRAIN. START OK?

NO

REFER TO AMM FOR DRAIN SYSTEM INSPECTION

YES

YES

CONTACT P&WC

NO CONTACT P&WC

CONT’D FROM SHEET 1 (B) YES

FUEL DRAINING FROM FLOW DIVIDER AND DUMP VALVE DURING START?

YES

REPLACE FLOW DIVIDER AND DUMP VALVE. START OK?

NO

NO FUEL DRAINING FROM FUEL MANIFOLD DRAIN DURING START OK?

YES

REPLACE TRANSFER TUBE PACKINGS. START OK?

NO

YES

SYSTEM NORMAL

CONTACT P&WC

SYSTEM NORMAL

NO

CONT’D ON SHEET 3 (C) CONTACT P&WC

C76750 Hung Start Figure 126 (Sheet 2)


Page 152 Nov 04/2005


CONT’D FROM SHEET 2 (C)

ARE LP/HP FUEL FILTER BYPASS INDICATORS ACTIVATED?

YES

CARRY OUT TROUBLESHOOTING CHARTS FOR LP/HP FUEL FILTER BYPASS INDICATORS ACTIVATED

NO ARE AIRCRAFT BOOSTER PUMPS WORKING?

NO

REPAIR OR REPLACE (REF. AMM)

YES REPLACE FUEL FLOWMETER START OK?

YES SYSTEM NORMAL

NO REPLACE FLOW DIVIDER AND DUMP VALVE START OK?

YES SYSTEM NORMAL

NO REPLACE MFC AND FUEL PUMP START OK?

YES SYSTEM NORMAL

NO REPLACE FUEL NOZZLES START OK?

YES SYSTEM NORMAL

NO CONTACT P&WC



Page 153 Nov 04/2005


CONT’D FROM SHEET 2 (D)

CHECK IF HP ROTOR IS HARD TO ROTATE OR MAKES NOISE?

YES

BORESCOPE HPT ROTOR. IS THERE EVIDENCE OF RUBBING?

REPLACE TURBOMACHINERY MODULE

YES

NO

NO

REPLACE STARTER. ROTATION/START OK?

YES

SYSTEM NORMAL

NO REPLACE FUEL PUMP ROTATION/START OK?

YES

SYSTEM NORMAL

NO CONTACT P&WC

CHECK THE STARTER BRUSHES, POWER SUPPLY. STARTER OK?

NO

RECTIFY (REF. AMM)

YES CONTACT P&WC



Page 154 Nov 04/2005


REMOVE ASSOCIATED OIL FILTER AND CHIP DETECTOR.

INSPECT ASSOCIATED OIL FILTER AND CHIP DETECTOR. COLLECT DEBRIS FOUND.

DETERMINE IF DEBRIS FOUND IS AN ALLOWABLE OR A NON−ALLOWABLE DEBRIS (REF.72−01−50). IF IT IS A NON−ALLOWABLE DEBRIS, DETERMINE THE CATAGORY (REF.72−01−50).

IS DEBRIS ALLOWABLE?

YES

NO

IS DEBRIS NON−ALLOWABLE CATAGORY 1?

NO

CLEAN AND INSTALL OIL FILTERS, STRAINER, CHIP DETECTOR STRAINERS AND CHIP DETECTORS. RETURN ENGINE TO SERVICE, PENDING RESULT OF LABORATORY ANALYSIS.

RECORD CATAGORY, TYPE AND ORIGIN OF DEBRIS. SEND DEBRIS TO AN APPROVED LABORATORY.

REFER TO CHART "EVALUATION OF LABORATORY REPORT"

RECORD CATAGORY, TYPE AND ORIGIN OF DEBRIS. SEND DEBRIS TO AN APPROVED LABORATORY.

DEBRIS ORIGINATED IN TURBOMACHINERY?

YES

YES

SEE SHEET 2

REFER TO CHART "OIL DEBRIS FROM TURBOMACHINERY"

NO

REFER TO CHART "OIL DEBRIS FROM RGB"

C74110 Debris in Oil System Figure 127 (Sheet 1 of 2)


Page 155 Nov 04/2005



RECORD CATAGORY, TYPE AND ORIGIN OF DEBRIS.

IS DEBRIS IDENTIFIABLE AS A NO.9 BEARING KEYWASHER DEBRIS? YES

NO

IS DEBRIS IDENTIFIABLE AS AS A TAB WASHER DEBRIS?

NO

REPLACE AFFECTED MODULE (SEE NOTE 1)

YES

HAS SIMILAR EVENT OCCURRED SINCE LAST MODULE OVERHAUL?

YES

REMOVE RGB.

NO

IS THERE EVIDENCE OF THE KEYWASHER FRAGMENT HAVING GONE THROUGH THE GEARTEETH, THEREBY DAMAGING THE CONTACTING SURFACE?

YES

NO

RGB MODULE MAY REMAIN IN SERVICE.

NOTE 1: AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS RECOMMENDED THAT THE REPLACEMENT ENGINE HAVE AN OIL−FILTER PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL FROM THE ORIGINAL FAILURE HAS NOT CONTAMINATED THE REPLACEMENT ENGINE DUE TO INCOMPLETE FLUSHING OF THE AIRFRAME/PROPELLER OIL SYSTEM(S). IF MAGNETIC MATERIAL IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS. IF THE AMOUNT OF MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50−HOUR INTERVALS UNTIL NO MAGNETIC MATERIAL IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL SYSTEM MUST BE CARRIED OUT.

C74111A Debris in Oil System Figure 127 (Sheet 2)


Page 156 Nov 04/2005


NOTE: DO THE "DEBRIS IN OIL SYSTEM" CHART BEFORE YOU DO THIS PROCEDURE. HAS TURBOMACHINERY A RECENT HISTORY (WITHIN 400 HOURS) OF GENERATING DEBRIS?

YES

REVIEW THE RESULTS OF LAST LABORATORY ANALYSIS. (REF. NOTE 2)

NO WERE THE RESULTS OF THE PREVIOUS LABORATORY ANALYSIS BEARING MATERIAL? (NOTE 1) CLEAN AND INSTALL FILTERS, STRAINERS, CHIP DETECTOR STRAINERS AND CHIP DETECTORS.

RUN ENGINE AT 80% TORQUE FOR 10 MINUTES. (REF. AMM)

YES

REMOVE TURBOMACHINERY. (SEE NOTE 3)

NO

IS THE QUANTITY OF DEBRIS THE SAME OR INCREASED OR IS MODULE CONSISTENTLY GENERATING DEBRIS?

YES

REMOVE TURBOMACHINERY AT FIRST OPPORTUNITY OR WITHIN 10FH (SEE NOTE 3)

NO NO

REMOVE AND INSPECT OIL FILTERS, STRAINERS, CHIP DETECTORS AND CHIP DETECTOR STRAINERS. IS DEBRIS FOUND? YES

DRAIN AND FLUSH ENGINE AND POWERPLANT OIL SYSTEM.

CLEAN AND REINSTALL FILTERS, STRAINERS, CHIP DETECTOR STRAINERS AND CHIP DETECTORS.

SEE SHEET 2 (B)

SEE SHEET 2 (C)

SEE SHEET 2 (A)

C74112 Debris in Oil System From the Tubomachinery Module Figure 128 (Sheet 1 of 3)


Page 157 Nov 04/2005


CONT’D FROM SHEET 1 (B)


CONT’D FROM SHEET 1 (A)

FILL UP ENGINE AND POWERPLANT OIL SYSTEM.


REMOVE AND INSPECT OIL FILTERS, STRAINERS, CHIP DETECTORS AND CHIP DETECTOR STRAINERS. IS DEBRIS FOUND?

YES

REMOVE TURBOMACHINERY MODULE. (SEE NOTE 3)

NO


REVIEW THE RESULTS OF LAST LABORATORY ANALYSIS BEFORE NEXT DISPATCH. REFER TO CHART "EVALUATION OF LABORATORY REPORT". (REF. NOTE 1)

YES

RETURN ENGINE TO SERVICE AND CHECK AIRFRAME CONDITION PANEL (IF APPLICABLE) FOR CHIP DETECTOR CIRCUIT COMPLETION OR REMOVE AND INSPECT CHIP DETECTOR/ COLLECTOR DAILY FOR 50 FH. CHECK OIL FILTERS FOR DEBRIS AFTER 50 FH (REF. NOTE 1)

NO

REFER TO CHART "EVALUATION OF LABORATORY REPORT" WHEN ANALYSIS RESULT OF MOST CURRENT DEBRIS IS AVAILABLE.

IS DEBRIS FOUND ?

C74113A Debris in Oil System From the Tubomachinery Module Figure 128 (Sheet 2)


Page 158 Nov 04/2005


NOTE 1:

RESULTS OF PREVIOUS LABORATORY ANALYSIS AND ORIGIN OF DEBRIS SHOULD BE DETERMINED WITHIN 50 FLIGHT HOURS OF ORIGINAL DETECTION OF DEBRIS.

NOTE 2:

RESULTS OF LAST SAMPLE MUST BE KNOWN PRIOR TO CONTINUING.

NOTE 3:

AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS RECOMMENDED THAT THE REPLACEMENT ENGINE HAVE AN OIL−FILTER PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL FROM THE ORIGINAL FAILURE DUE TO INCOMPLETE FLUSHING OF THE AIRFRAME/PROPELLER OIL SYSTEM(S) HAS NOT CONTAMINATED THE REPLACEMENT ENGINE. IF MAGNETIC IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS. IF THE AMOUNT OF MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50−HOUR INTERVALS UNTIL NO MAGNETIC MATERIAL IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL SYSTEM MUST BE CARRIED OUT.

C74114 Debris in Oil System From the Tubomachinery Module Figure 128 (Sheet 3)


Page 159 Nov 04/2005


NOTE 1 : DO THE "DEBRIS IN OIL SYSTEM" CHART BEFORE YOU DO THIS PROCEDURE. NOTE 2 : A HAIR−LIKE FILAMENT COMPOSED OF A SINGLE CHAIN OF METALLIC DUST (FUZZ) IS CONSIDERED ACCEPTABLE. NO ACTION REQUIRED. DEBRIS ORIGINATES FROM THE RGB.

HAS RGB A RECENT HISTORY (WITHIN 400 HOURS) OF GENERATING DEBRIS?

YES

SCHEDULE RGB REMOVAL WITHIN 50FH OF CURRENTLY REPORTED DEBRIS. (SEE NOTE 4)

REVIEW THE RESULTS OF LAST LABORATORY ANALYSIS. (REF. NOTE 2)

NO YES WERE THE RESULTS OF THE PREVIOUS LABORATORY ANALYSIS BEARING MATERIAL? (NOTE 1 & 6)

CLEAN AND INSTALL FILTERS, STRAINERS, CHIP DETECTOR STRAINERS AND CHIP DETECTORS.

NO / UNKNOWN

IS THE QUANTITY OF DEBRIS THE SAME OR INCREASED OR IS RGB CONSISTENTLY GENERATING DEBRIS?

NO

YES

IS DEBRIS ORIGINATING IN THE RGB AND NOT THE ACCESSORIES (PCU GENERATOR OR O/S GOVERNOR AND HYDRAULIC PUMP)? (REF. NOTE 3 & 5)


NO

REPLACE DEFECTIVE ACCESSORIES.

YES REMOVE AND INSPECT OIL FILTERS, STRAINERS, CHIP DETECTORS AND CHIP DETECTOR STRAINERS. IS DEBRIS FOUND?

NO REMOVE RGB WITHIN 50FH OF CURRENTLY REPORTED DEBRIS. (SEE NOTE 4)

YES

DRAIN AND FLUSH ENGINE AND POWERPLANT OIL SYSTEM.


SEE SHEET 2 (C)

SEE SHEET 2 (B)

SEE SHEET 2 (A)

C74131A Debris in Oil System from the Reduction Gearbox Module Figure 129 (Sheet 1 of 3)


Page 160 Nov 04/2005



CONT’D FROM SHEET 1 (B)

CONT’D FROM SHEET 1 (A)

FILL UP ENGINE AND POWERPLANT OIL SYSTEM.


REPLACE DEFECTIVE ACCESSORIES. YES IS DEBRIS ORIGINATING FROM ACCESSORIES (PCU GENERATOR OR O/S GOVERNOR AND HYDRAULIC PUMP)? (REF. NOTE 1, 3 & 5)

YES

NO

NO


REMOVE RGB MODULE WITHIN 50 HOURS OF CURRENTLY REPORTED DEBRIS (REF. SHEET 1 ) (SEE NOTE 4)

REVIEW THE RESULTS OF LAST LABORATORY ANAYLSIS WITHIN 25 FH OF THE INITIAL FINDING OF THE CURRENT REPORTED DEBRIS. REFER TO CHART "EVALUATION OF LABORATORY REPORT" (REF. NOTE 1 AND 6)

REMOVE AND INSPECT OIL FILTERS, STRAINERS, CHIP DETECTORS AND CHIP DETECTOR STRAINERS. IS DEBRIS FOUND?

YES

RETURN ENGINE TO SERVICE AND CHECK AIRFRAME CONDITION PANEL (IF APPLICABLE) FOR CHIP DETECTOR CIRCUIT COMPLETION OR REMOVE AND INSPECT CHIP DETECTOR/COLLECTOR AFTER 10 FH AND AFTER 50 FH. CHECK OIL FILTERS FOR DEBRIS AFTER 50 FH (REF. NOTE 1).

NO

REFER TO CHART "EVALUATION OF LABORATORY REPORT" WHEN ANALYSIS RESULT OF MOST CURRENT DEBRIS IS AVAILABLE.

IS DEBRIS FOUND ?

C74132B Debris in Oil System from the Reduction Gearbox Module Figure 129 (Sheet 2)


Page 161 Nov 04/2005


NOTE 1:

RESULTS OF PREVIOUS LABORATORY ANALYSIS AND ORIGIN OF DEBRIS SHOULD BE DETERMINED WITHIN 50 FLIGHT HOURS OF ORIGINAL DETECTION OF DEBRIS.

NOTE 2:

RESULTS OF LAST SAMPLE MUST BE KNOWN PRIOR TO CONTINUING.

NOTE 3:

IT SHOULD HAVE ALREADY BEEN DETERMINED THAT THE RGB AND NOT RGB MOUNTED ACCESSORIES ARE GENERATING THE DEBRIS.

NOTE 4:

AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS RECOMMENDED THAT THE REPLACEMENT ENGINE HAVE AN OIL−FILTER PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL FROM THE ORIGINAL FAILURE HAS NOT CONTAMINATED THE REPLACEMENT ENGINE DUE TO INCOMPLETE FLUSHING OF THE AIRFRAME/PROPELLER OIL SYSTEM(S). IF MAGNETIC MATERIAL IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS. IF THE AMOUNT OF MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50−HOUR INTERVALS UNTIL NO MAGNETIC MATERIAL IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL SYSTEM MUST BE CARRIED OUT.

NOTE 5:

IT IS POSSIBLE THAT DEBRIS BELIEVED TO BE ORIGINATING FROM RGB MODULE IS, IN FACT, ORIGINATING FROM PROPELLER CONTROL UNIT (PCU), OVERSPEED GOVERNOR (O/S GOVERNOR), HYDRAULIC PUMP OR FEATHERING PUMP. TO DETERMINE THE ACTUAL SOURCE OF THE DEBRIS, REFER TO THE LIST OF MATERIAL AND IDENTIFY MOST PROBABLE SOURCE. ALTERNATELY, REMOVE THESE COMPONENTS INDIVIDUALLY BASED ON THE MOST PROBABLE SOURCE OF DEBRIS. CHECK CHIP DETECTOR DAILY TO DETERMINE IF THE RGB IS STILL MAKING DEBRIS. IDENTIFY THE SOURCE OF DEBRIS WITHIN 50 HOURS OF THE ORIGINALLY REPORTED DEBRIS.

NOTE 6:

AMS6444 (52100) / AMS6491 (M50) MATERIAL IN RGB DEBRIS MAY BE CAUSED BY ELECTRO−EROSION OF THE NO.15, 18 AND 19 BEARINGS. CHECK PROPELLER DE−ICING SYSTEM IN ACCORDANCE WITH PROPELLER MAINTENANCE DOCUMENTATION. RECORD AND REPORT RESULTS OF CHECK TO LOCAL P&WC FIELD REPRESENTATIVE.

C74128 Debris in Oil System from the Reduction Gearbox Module Figure 129 (Sheet 3)


Page 162 Nov 04/2005


DEBRIS ANALYZED AT LABORATORY (TABLE MATERIAL SPECIFICATIONS SHOULD BE CONSULTED TO DETERMINE WHICH COMPONENT IS GENERATING DEBRIS).

NO

WAS DEBRIS BEARING MATERIAL AMS6444 (52100) / AMS6491 (M50) / AMS6414 / AMS6415?

YES

WAS THE RGB GENERATING DEBRIS? NO

YES

IS DEBRIS ORIGINATING FROM ACCESSORIES (PCU GENERATOR OR YES O/S GOVERNOR AND HYDRAULIC PUMP)? (REF. NOTE 1 & 7)

REPLACE DEFECTIVE ACCESSORIES.

NO

WAS DEBRIS ALLOWABLE?

YES

WAS THE TURBOMACHINERY GENERATING DEBRIS? CONTINUE IN SERVICE

YES

HAS RGB A RECENT HISTORY (WITHIN 400 HOURS) OF GENERATING DEBRIS?

NO

YES

REPLACE RGB WITHIN 50 FLIGHT HOURS OF MOST CURRENTLY REPORTED DEBRIS. (REF. NOTE 2 & 5)

NO

REPLACE MODULE (REF. NOTE 2)

CONTINUE IN SERVICE. (REF. NOTE 4) CARRY OUT AN INSPECTION (BORESCOPE) OF THE FOLLOWING COMPONENTS DEPENDING WHICH MODULE THE DEBRIS WAS FOUND IN YES WAS DEBRIS (RGB: FIRST−STAGE GEARS; GEAR MATERIAL? TURBOMACHINERY: ANGLE DRIVE GEARBOX GEARS, OIL PUMP DRIVE GEARS, FUEL PUMP NO DRIVE GEARS AND STARTER GENERATOR DRIVE GEARS). (REF. EMM).

INSPECT RGB CHIP DETECTOR AFTER 50 FLIGHT HOURS. IS DEBRIS FOUND?

NO

CONTINUE IN SERVICE. (REF. NOTE 4)

YES IS MODULE IN ACCEPTABLE CONDITION? NO

SEE SHEET 2

REMOVE MODULE (REF. NOTE 2)

YES

CONTINUE IN SERVICE

REPLACE RGB WITHIN 50 FLIGHT HOURS OF MOST CURRENTLY REPORTED DEBRIS. (REF. NOTE 2 & 5)

NOTE : REFER TO CHAPTER 72−01−50 FOR A LIST OF THE MOST FREQUENT NON−MAGNETIC MATERIALS FOUND IN OIL FILTER DEBRIS.

C74129A Oil Debris - Evaluation of Laboratory Report Figure 130 (Sheet 1 of 3)


Page 163 Nov 04/2005



WAS LABYRINTH SEAL MATERIAL AMS5504 / AMS5613 / AMS5663? (REF. NOTE 3)

NO

YES WAS DEBRIS FOUND AT FIRST FILTER OR PATCH CHECK FROM NEW, OVERHAULED OR REPAIRED ENGINE (MAJOR OR MINOR CONTAMINANT)? (REF. NOTE 6)

REFER TO 72−00−00, MAINTENANCE PRACTICES, MATERIAL SPECIFICATIONS AND COMMON CONTAMINANTS (ORGANIC AND NON−ORGANIC) TABLES AND DETERMINE POSSIBLE SOURCE(S) OF DEBRIS ORIGINATOR(S). AS NECESSARY, DETERMINE THE SOURCE OF CONTAMINATION PER APPLICABLE MAINTENANCE MANUAL. OTHERWISE, RETURN MODULE TO AN OVERHAUL FACILITY.

NO

YES CARRY OUT AN ADDITIONAL FILTER PATCH CHECK AFTER NO 50 FLIGHT HOURS. WAS LABYRINTH SEAL MATERIAL FOUND?

RETURN MODULE TO SERVICE.

YES BORESCOPE ENGINE AS REQUIRED. (REF. NOTE 7)

IS MODULE IN ACCEPTABLE CONDITION?

NO

REMOVE MODULE. (REF. NOTE 2)

YES ENGINE MAY REMAIN IN SERVICE. CHECH AIRFRAME CONDITION PANEL (IF APPLICABLE) FOR CHIP DETECTOR CIRCUIT COMPLETION OR REMOVE NO AND INSPECT CHIP DETECTOR/ COLLECTOR DAILY FOR 50 FH. CHECK OIL FILTER FOR DEBRIS AFTER 50 FH. IS DEBRIS FOUND ?

RETURN MODULE TO SERVICE.

YES IS LABYRINTH SEAL MATERIAL FOUND (MAJOR NO OR MINOR CONTAMINANT)? (REF. NOTE 6)

RESTART THIS PROCEDURE FROM SHEET 1 TO IDENTIFY MOST PROBABLE SOURCE OF DEBRIS

YES REMOVE MODULE.

C74121A Oil Debris - Evaluation of Laboratory Report Figure 130 (Sheet 2)


Page 164 Nov 04/2005


NOTE 1: IT SHOULD HAVE ALREADY BEEN DETERMINED THAT THE RGB AND NOT RGB MOUNTED ACCESSORIES ARE GENERATING THE DEBRIS. NOTE 2: AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS RECOMMENDED THAT THE REPLACEMENT ENGINE HAVE AN OIL−FILTER PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL FROM THE ORIGINAL FAILURE HAS NOT CONTAMINATED THE REPLACEMENT ENGINE DUE TO INCOMPLETE FLUSHING OF THE AIRFRAME/PROPELLER OIL SYSTEM(S). IF MAGNETIC MATERIAL IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS. IF THE AMOUNT OF MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50−HOUR INTERVALS UNTIL NO MAGNETIC MATERIAL IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL SYSTEM MUST BE CARRIED OUT. NOTE 3: IF THE INITIAL PATCH CHECK OR FILTER CHANGE IS CARRIED OUT AT MORE THAN 100 FLIGHT HOURS, THE SEAL MATERIAL FOUND MAY HAVE BEEN GENERATED AFTER THE RUNNING−IN PERIOD. THEREFORE, AN ADDITIONAL PATCH CHECK MUST BE CARRIED OUT AFTER APPROXIMATELY ONE WEEK (50 FLIGHT HOURS). CARRY OUT THE INSPECTIONS SHOWN FOR LABYRINTH SEAL MATERIAL (AMS5504 OR AMS5613 OR AMS5663). NOTE 4: KEEPING A DEBRIS−GENERATING REDUCTION GEARBOX OR TURBOMACHINERY MODULE IN SERVICE WHILE A REMOVAL IS PLANNED MAY SUBSTANTIALLY INCREASE THE COST OF REPAIR/REFURBISHMENT DUE TO FURTHER GEAR AND/OR BEARING DAMAGE. NOTE 5: AMS6444 (52100) / AMS6491 (M50) MATERIAL IN RGB DEBRIS MAY BE CAUSED BY ELECTRO−EROSION OF NO.15, 18 AND 19 BEARINGS. CHECK PROPELLER DE−ICING SYSTEM IN ACCORDANCE WITH PROPELLER MAINTENANCE DOCUMENTATION. RECORD AND REPORT RESULTS OF CHECK TO LOCAL P&WC FIELD REPRESENTATIVE. NOTE 6: THE AMOUNTS OF INDIVIDUAL CONSTITUENTS IN OIL FILTER PATCH DEBRIS AFTER ANALYSIS IS; MAJOR − WHEN WEIGHT OF THE CONSTITUENT IS MORE THAN 50% OF THE TOTAL DEBRIS WEIGHT. MINOR − WHEN WEIGHT OF THE CONSTITUENT IS LESS THAN 50% BUT MORE THAN 5% OF THE TOTAL DEBRIS WEIGHT. TRACES − WHEN WEIGHT OF THE CONSTITUENT IS LESS THAN 5% OF THE TOTAL DEBRIS WEIGHT. NOTE 7: BORESCOPE INSPECTION: 1 A BORESCOPE INSPECTION OF THE LOW PRESSURE (LP) AND HIGH PRESSURE (HP) IMPELLERS TO CHECK FOR SEVERE RUBS OR FOREIGN OBJECT DAMAGE (FOD) (REF. EMM). 2 A BORESCOPE INSPECTION OF THE HIGH AND LOW PRESSURE TURBINE BLADES AND THE FIRST AND SECOND STAGE POWER TURBINE BLADES TO CHECK FOR SEVERE RUBS (TIPS, PLATFORMS, ETC.), BLADE SHIFT, CORROSION/ SULFIDATION AND BURNED OR MISSING TIPS (REF. EMM). 3 A BORESCOPE INSPECTION THROUGH THE NL PULSE PICKUP PROBE PORT AT THE BOTTOM OF THE INTERCOMPRESSOR CASE AIR PLENUM TO CHECK FOR ABRADABLE SEAL MATERIAL (REF. EMM). IN ADDITION, THE TIP OF THE PICKUP PROBE MUST BE CHECKED FOR MAGNETIC MATERIAL WHICH COULD INDICATE NO.3 OR 4 BEARING, OR BEVEL GEARS DISTRESS. 4 A BORESCOPE INSPECTION THROUGH THE BOTTOM T6 THERMOCOUPLE PORT (REF. EMM) TO CHECK FOR SOOT, CARBON OR OIL IN THE AREA AROUND NO.6 AND 7 BEARING HOUSING AND AT THE BOTTOM OF THE INTERTURBINE DUCT. 5 TO MINIMIZE THE POSSIBILITY OF BEARING FAILURE AND TO FACILITATE DECISION−MAKING WHEN THE ORIGIN OF THE SEAL MATERIAL IS NOT DISCOVERED DURING THE ABOVE INSPECTIONS, OPERATORS MAY, AT THEIR DISCRETION, CARRY OUT A BORESCOPE INSPECTION OF THE NO.5 BEARING CAVITY THROUGH THE OIL SCAVENGE (REF. EMM) PORT TO CHECK FOR LABYRINTH SEAL, BEARING AND BEARING CAGE DETERIORATION. NOTE 8: IT IS POSSIBLE THAT DEBRIS BELIEVED TO BE ORIGINATING FROM RGB MODULE IS, IN FACT, ORIGINATING FROM PROPELLER CONTROL UNIT (PCU), OVERSPEED GOVERNOR (O/S GOVERNOR), HYDRAULIC PUMP OR FEATHERING PUMP. TO DETERMINE THE ACTUAL SOURCE OF THE DEBRIS, REFER TO THE LIST OF MATERIAL AND IDENTIFY MOST PROBABLE SOURCE. ALTERNATELY, REMOVE THESE COMPONENTS INDIVIDUALLY BASED ON MOST PROBABLE SOURCE OF DEBRIS. CHECK CHIP DETECTOR DAILY TO DETERMINE IF THE RGB IS STILL MAKING DEBRIS. IDENTIFY THE SOURCE OF DEBRIS WITHIN 50 HOURS OF THE ORIGINALLY REPORTED DEBRIS.

C74130 Oil Debris - Evaluation of Laboratory Report Figure 130 (Sheet 3)


Page 165 Nov 04/2005


SYMPTOMS

SUSPECT LRU

OIL LEAK FROM PROPELLER SHAFT

1. PROPELLER SHAFT SEAL 2. PROPELLER THRUST BEARING COVER 3. REDUCTION GEARBOX MODULE

EXTERNAL ?

LESS THAN 5cc/hr FROM SHAFT SEAL DRAIN ?

NO

YES

SYSTEM NORMAL

YES

NO

AIRFRAME DRAIN LINE IS CLEAR ?

NO

CLEAR LINE AND VERIFY FUNCTION

CLEAN SEAL RUNNER, REPLACE PROP SHAFT AND INSPECT INSIDE DIA. OF SHAFT FOR VISIBLE CRACK (REF. 72−10−00) OK ?

YES

YES

SYSTEM NORMAL

NO SCHEDULE MODULE REMOVAL

VERIFY LOCATION OF LEAK

PROPELLER TO PROP SHAFT MATING FLANGE ? YES

REFER TO PROPELLER SYSTEM CMM

THRUST BEARING COVER TO RGB FRONT HOUSING MATING SURFACE ?

FRONT FACE OF THRUST BEARING COVER ? YES

YES

EVIDENCE OF CORROSION ON NO THRUST BEARING COVER ?

CONT’D ON SHEET 2

YES REPAIR CORROSION; CLEAN SEAL RUNNER; REPLACE PROP SHAFT SEAL AND INSPECT I.D. OF THE SHAFT FOR VISIBLE CRACK (REF. 72−10−00) OK ? YES

SYSTEM NORMAL

CLEAN SEAL RUNNER, REPLACE PROP SHAFT SEAL AND INSPECT INSIDE DIA. OF SHAFT AND VISIBLE CRACK (REF. 72−10−00) OK ?

NO

NO

SCHEDULE MODULE REMOVAL

YES

SYSTEM NORMAL

C26239B Oil Leak From Propeller Shaft Area Figure 131 (Sheet 1 of 2)


Page 166 Nov 04/2005


CONT’D FROM SHEET 1 THRUST BEARING COVER TO RGB FRONT HOUSING MATING SURFACE OK ? NO

EVIDENCE OF CORROSION ?

NO

REPLACE THRUST BEARING COVER GASKET AND PACKING. OK ?

YES

NO


YES

SYSTEM NORMAL

REPAIR CORROSION (REF. 72-10-00) NO REPLACE THRUST BEARING COVER GASKET AND PACKING. OK ?


YES SYSTEM NORMAL

C24927 Oil Leak From Propeller Shaft Area Figure 131 (Sheet 2)


Page 167 Nov 04/2005


SYMPTOMS

OIL ON FLANGE (S) E AND/OR F − REFER TO INTERCOMPRESSOR CASE AIR PLENUM BORESCOPE (REF. 72−00−00, ENGINE−INSPECTION/CHECK) AND INTERCOMPRESSOR CASE P2.5 CAVITY INSPECTION (REF. 72−01−50, INSPECTION/CHECK)

OIL ODOR IN COCKPIT ?

YES

NO

OIL CONSUMPTION ABOVE YES LIMIT (REF. 05−10−00) ?

REFER TO FIGURE "SMOKE FROM EXHAUST ON START−UP OR SHUTDOWN/ ENGINE FLOODED WITH OIL/ OIL ODOR IN COCKPIT" REFER TO FIGURE "HIGH OIL CONSUMPTION"

NO

BORESCOPE ICC AIR PLENUM. OIL FOUND ? NO

YES

CARRY OUT INSPECTION OF THE ICC P2.5 CAVITY (REF. 72−01−50) OK? YES

SYSTEM NORMAL

SYSTEM NORMAL

C61583B Oil on Flange(s) E and/or F Figure 132


Page 168 Nov 04/2005


SYMPTOMS

SUSPECT LRU

IMPENDING BYPASS INDICATOR ACTIVATED

1. FUEL 2. PRESSURE DIFFERENTIAL SWITCH 3. AIRCRAFT SYSTEM 4. FUEL HEATER 5. FUEL PUMP

IS THE HP FUEL FILTER BYPASS INDICATOR ACTIVATED?

YES

NO CHECK THE AIRFRAME LP FUEL FILTER IMPENDING NO BYPASS INDICATING SYSTEM (REF. AMM) OK?

CHANGE FUEL HEATER AND PUMP. CARRY OUT HP FUEL FILTER BYPASS INDICATOR ACTIVATED TROUBLESHOOTING REPAIR SYSTEM (REF. AMM)

YES REMOVE LP FUEL FILTER. CARRY OUT VISUAL INSPECTION

IS LP FUEL FILTER CONTAMINATED ?

NO

IS THE PRESSURE DIFFERENTIAL SWITCH OK ? YES

YES REMOVE HP AND FUEL PUMP INLET FILTER. CARRY OUT VISUAL INSPECTION ARE HP & FUEL PUMP INLET FILTERS CONTAMINATED ?

YES

AIRCRAFT SYSTEM OK ?

NO

NO

REPLACE THE PRESSURE DIFFERENTIAL SWITCH (REF. 72−01−40 SERVICING)

REPAIR SYSTEM (REF. AMM)

CHANGE THE FUEL HEATER & THE FUEL PUMP

NO IS AIRCRAFT FUEL SYSTEM CONTAMINATED ?

NO

YES DRAIN, FLUSH & CLEAN AIRCRAFT FUEL SYSTEM (REF. AMM)

CLEAN OR REPLACE ENGINE LP, HP AND INLET FUEL FILTERS

GROUND RUN ENGINE & CHECK FOR FUEL LEAKS

C82791 LP Fuel Filter Impending Bypass Indicator Activated Figure 133


Page 169 Nov 04/2005


SYNPTOMS

SUSPECT LRU 1. FUEL TEMPERATURE PROBE 2. FUEL HEATER THERMOSTATIC ELEMENT 3. FUEL HEATER 4. FUEL COOLED OIL COOLER

FUEL TEMPERATURE TOO HIGH OR TOO LOW WITH ENGINE RUNNING

REFER TO CHART "LP FUEL FILTER IMPENDING BY−PASS INDICATOR ACTIVATED"

IS LP FUEL FILTER IMPENDING BY−PASS YES INDICATOR ACTIVATED ? NO

REFER TO CHART "MAIN OIL FILTER IMPENDING BY−PASS INDICATOR ACTIVATED"

IS MAIN OIL FILTER IMPENDING BY−PASS YES INDICATOR ACTIVATED ? NO CHECK FUEL TEMPERATURE INDICATOR SYSTEM (REF.AMM) OK?

NO

RECTIFY (REF. AMM)

YES CHECK ELECTRICAL HARNESS AND NO FUEL INDICATOR CONNECTORS (REF. 72−01−10) OK? YES

RECTIFY/REPLACE HARNESS (REF. 72−01−10)

CARRY OUT RESISTANCE CHECK ON THE NO FUEL TEMPERATURE PROBE (REF.72−01−60) OK?

REPLACE PROBE (REF. 72−01−60)

YES IS FUEL TEMPERATURE HIGH ? YES (REF. NOTE 1)

REPLACE FUEL HEATER THERMOSTATIC ELEMENT (REF. 72−01−40)

NO RUN ENGINE UNTIL OIL NO TEMPERATURE STABILIZES BETWEEN 70 TO 80 C(158−176 F) IS TEMPERATURE STILL HIGH?

IS FUEL TEMPERATURE LOW ? (REF. NOTE 2) YES IS OIL TEMPERATURE NO ABOVE 40 C (104 F) ?

SEE SHEET 2

CHECK/RECTIFY OIL COOLER SYSTEM (REF. AMM)

SYSTEM NORMAL

YES REPLACE FUEL HEATER (REF.72−01−40)

SEE SHEET 2

C72642 Fuel Temperature Too High or Too Low Figure 134 (Sheet 1 of 2)


Page 170 Nov 04/2005


SEE SHEET 1

SEE SHEET 1

REPLACE FUEL HEATER THERMOSTATIC ELEMENT (REF.72−01−40)

RUN ENGINE UNTIL OIL TEMPERATURE STABILIZES BETWEEN 70 TO 80 C (158−176 F) IS TEMPERATURE STILL HIGH? NO

RUN ENGINE UNTIL OIL NO TEMPERATURE STABILIZES BETWEEN 70 TO 80 C (158−176 F) IS TEMPERATURE STILL LOW?

SYSTEM NORMAL

SYSTEM NORMAL

YES

REPLACE FUEL HEATER (REF. 72−01−40)

RUN ENGINE UNTIL OIL TEMPERATURE STABILIZES BETWEEN 70 TO 80 C (158−176 F) IS TEMPERATURE STILL LOW? NO

SYSTEM NORMAL

NOTE 1:

NOTE 2:

IF THE TEMPERATURE IN THE AIRCRAFT FUEL TANK IS EXCEEDING 57 C (135 F), THE FUEL TEMPERATURE MAY EXCEED THE LIMIT AFTER THE FUEL GOES THROUGH THE FUEL HEATER.

IF THE TEMPERATURE IN THE AIRCRAFT FUEL TANK IS LOWER THAN −54 C (−65 F), THE FUEL TEMPERATURE MAY BE LOWER THAN THE LIMIT AFTER THE FUEL GOES THROUGH THE FUEL HEATER.

C72643 Fuel Temperature Too High or Too Low Figure 134 (Sheet 2)


Page 171 Nov 04/2005


SYMPTOMS ENGINE OVERTORQUE IS THE MAX. TORQUE AND NO DURATION OF THE OVERTORQUE KNOWN? YES

REFER TO CHAPTER 05−50−00, UNSCHEDULED MAINTENANCE INSPECTIONS (REF. PARA. "ENGINE OVERTORQUE ESTIMATION")

REFER TO CHAPTER 05−50−00, UNSCHEDULED MAINTENANCE INSPECTIONS (REF. PARA. "OVERTORQUE")

C89602 Engine Overtorque Figure 135


Page 172 Nov 04/2005



2.

General A.

This section provides a series of checks to enable problems that occur in the electronic control system to be isolated and rectified.

B.



3.


4.

Fixtures, Equipment and Supplier Tools The fixtures, equipment and supplier tools listed below are referred to in procedural text. Name Heat gun - Thermofit minigun (with reflector) Electronic fuel control system (EFCS) tester EET 4000 Insulation tester (standard) ARINC 429 receiver (Sfena Microdits model M56CRMO or equivalent) DELETED

5.

Electronic Fuel Control System A.

Procedures (1)

The actions required to locate and rectify problems with the engine electronic control system are detailed in the following figures. Faults in the system are detected by the built-in test (BIT) circuits in the electronic engine control (EEC). The EEC records up to eight faults in the system. An ARINC 429 receiver or the Flight Entry Data Panel (FDEP) is used to interrogate the EEC and display the faults as a fault code. When a problem with the engine occurs:

(2)

Record the fault codes displayed on the ARINC 429 receiver (if applicable). (a) ARINC Reader Technique 1

To check the fault codes, select label 240 on the ARINC reader or FDEP (Ref. AMM), which indicates an LRU code.

2

Push the LRU advance and record all messages between the start data message 01 and end data message 02.


Page 101 Oct 20/2000


CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING AND DISCONNECTING RECEPTACLES AND PLUGS. (3)

Check that power and condition levers are set and rigged correctly (Ref. 72-01-40 and Aircraft Maintenance Manual).

CAUTION: DISCONNECT THE EEC AND AUTOFEATHER UNIT (AFU) OF BOTH ENGINES BEFORE USING THE EFCS TEST SET OR OTHER EQUIPMENT. DO NOT INSERT TEST PROBE INTO CONNECTOR SOCKETS OR ATTACH TEST CLIPS TO CONNECTOR PINS. (4)

Isolating defective components: (a) Determine which components and associated lines are suspect using Fault Isolation electrical schematics and applicable troubleshooting figure. (b) Pull EEC and AFU circuit breaker as necessary. Remove connector P1 from EEC or connector from AFU as necessary. (c) Do not disturb or touch the connector at the suspect sensor or accessory. Check loop resistance (LINE plus SENSOR/ACCESSORY plus LINE) at connector P1 or connector at AFU. (d) Remove the connector at the suspect sensor or accessory. Individually measure the sensor/accessory resistance and then the line resistance of each leg (wiring harness). (e) If any individual resistance value is out of specified range, replace that item (sensor/component or wiring harness). NOTE:

(f)

Refer to Fault Isolation electrical schematics for resistance values of sensors and accessories. Line resistance should be equal to or less than 0.5 ohm, any leg.

If the individual resistance values are within specified range, but the loop resistance and sum of individual resistance values do not match, fault was possibly generated by connector interface (pin/socket) damage, but not at connector P1.

(g) If the individual resistance values are within specified range and the loop resistance matches the sum of individual resistances, fault was possibly generated by connector interface (pin/socket) damage at connector P1. (h) Clean, inspect and install connectors (Ref. 72-01-10). (i)

Erase fault code from EEC (Ref. step (5)).

(j)

Carry out an operational check. NOTE:

Inspect all connectors which are disassembled for corrosion, contamination and distorted pins. Clean, repair or replace as required (Ref. 72-01-10).


Page 102 Sep 03/99


(5)

When the EEC fault codes are rectified, the codes should be erased as follows: NOTE:

The engine must be shut down and the electrical power ON.

(a) Set the power lever at GROUND IDLE. (b) Cycle the EEC MANUAL switch ON and OFF. (c) Hold the ENGINE TRIM switch ON for at least 10 seconds. (6)

Electronic test set EET 4000 can be used to test the following components: v AFU v Electrical wiring harness v NL probe v NH probe v NP probe v Torque probe v MFC (torque motor) v HBV (Servo valve) v EEC Refer to the vendor’s manual (supplied with test set) for connecting the test set and the method of use.

(7) 6.

DELETED

Servicing Connectors with Aircraft Electrical Power On A.

Procedure (1)

Pull EEC circuit breaker before disconnecting connectors. The primary means of fault detection is through an open circuit, therefore, if the EEC circuit breaker is not pulled before disconnecting connectors, the following faults may be stored in the EEC memory: (a) MFCU P8 is disconnected. Fault code stored in memory: 89 and 90 (b) Torque Sensor No. 2 (P7) is disconnected. Fault code stored in memory: 74 (c) T1.8 Temperature Sensor (P4) is disconnected. Fault code stored in memory: 28 and 29

(2)

If required, erased fault codes from memory after reconnecting connectors (Ref. Para. A.).


Page 103 Oct 20/2000


7.

Fault Isolation Fault Index A.

Refer to Table 101, Fault Index, for a summary of faults. TABLE 101, Fault Code Index

LRU Fault Code (HEX)

Figure

Fault Description

06

102

PLA Bias

07

103

PLA Gain

08

104

Loss of Intercompressor Bleed Valve Control

09

105

Torque Test Failure

10

106

NPT Interface (F/D conversion)

11

107

Stepper Motor W/A Circuit

12

108

Dual NH

14

109

Dual Temperature

15

110

Dual Altitude (Static Pressure)

17

111

Nacelle Static Pressure Sensor

18

112

Sensor Calibration (EEPROM)

19

113

Nacelle Delta-P Pressure Sensor

20

114

Low Level Gain

21

115

Low Level Drift

22

116

Sensor Calibration (Cold Junction)

25

117

High Level Gain

26

118

High Level Drift

28

119

Torque Gain Trim

29

120

Torque Bias Trim

31

121

EEROM Fault

32

122

ARINC Output

34

123

UART Interface

39

124

IBV W/A Interface Fault

40

125

Configuration Trim Fault

41

126

Loss of Engine Configuration Signal

43

127

MFCU Identification

44

128

EEC Internal Fault

49

129

ARINC Input Fault


Page 104 Oct 20/2000


TABLE 101, Fault Code Index (Cont’d) LRU Fault Code (HEX)

Figure

Fault Description

52

130

ARINC Label 211 Fault

53

131


54

132


57

133

Engine/Gearbox Torque Fault No. 1

58

134


59

135


61

136

TAT Crosscheck Fault

62

137

ALT Crosscheck Fault

63

138

Torque Sensor Coil No. 1 High Torque Fault

64

139

Torque Sensor Coil No. 1 Low Torque Fault

65

140

Torque Sensor Coil No. 1 High NPT Fault

66

141

Torque Sensor Coil No. 1 Low NPT Fault

67

142

Connector Failure

69

143

Total Torque (A/D Conversion) Fault

70

144

Torque Sensor Coil No. 2 High Torque Fault

71

145

Torque Sensor Coil No. 2 Low Torque Fault

72

146

Torque Sensor Coil No. 2 High NPT Fault

73

147

Torque Sensor Coil No. 2 Low NPT Fault

74

148

Torque Compensation Fault

75

149

Dual Coil Torque Probe Cross-check

76

150

Dual NP Cross-check

78

151

Inlet Temperature Probe Fault

80

152

NH No. 1 Sensor High Range Fault

81

153

NH No. 2 Sensor High Range Fault

82

154

NH No. 1 Sensor Low Range Fault

83

155

NH No. 2 Sensor Low Range Fault


Page 105 Sep 03/99


TABLE 101, Fault Code Index (Cont’d)

8.

LRU Fault Code (HEX)

Figure

Fault Description

84

156

Dual NH Cross-check

85

157

Fail Fixed Wraparound Fault

86

158

Auto Ignition Wraparound Fault

87

159

IBV Wraparound Fault

89

160

PLA E1 Signal Fault

90

161

PLA E2 Signal Fault

91

162

PLA Total Fault

92

163

Stepper Motor Phase Fault

93

164

Stepper Motor Intermittent Phase Fault

-

165

UPTRIM Lamp Wraparound

LAB

166

Incorrect EEC Configuration Installed

-

167

Throttle Stagger

-

168

Dual Airspeed Input

-

169

Unable to Trim Actual Power to Torque Bug

-

170

Noisy Engine Surges at Intermediate Power

-

171

Instability or Engine Runaway

-

172

Autofeather System Faults

-

173

Autofeather System Does not Arm on Takeoff

-

174

Engine Power Increases as Propeller is Feathered

Fault Isolation Steps Figures 102 through 174 list the steps for isolating and rectifying fault(s).


Page 106 Sep 03/99


72-00-02 C68079

Electrical Wiring Harness and EEC - Schematic Diagram Figure 101 (Sheet 1 of 2)

Page 107/108 Sep 03/99

c U b

1 2 3 4 5 COIL 1

EEC (LOCAL)

S T

H J K L

A B G F E C D H J K

E F A P a B N

AFU (LOCAL) J16 P16

P1

P10 P6

R

157 158 159

J11

FEATHER SOL HI

A P a B N

156

151 152 153 154 155

149 150

148

147

E F

HI TORQUE FROM OPP RELAY

145 146

T

A/F ARMED RELAY A/F TEST A/F ENABLE OPP. LOW TORQUE IND A/F ENABLE LOCAL

AFU POWER 28VDC AFU POWER RTN

UPTRIM OUTPUT

HI TORQUE TO OPP RELAY

A/F RELAY RTN

A/F RELAY HI

S

612−664 Ω

D Y C

V

COIL 2

W

108.0 Ω NOM.

E s a D L M N

V

188 189 190 191

102 101 100

W

TORQUE 2 SENSOR HI TORQUE 2 SENSOR RTN TOR. SEN. TEMP HI TOR. SEN. TEMP LO

TORQUE SIGNAL REF. TORQUE SIGNAL RTN TORQUE SIGNAL HI

141 142 143 144

U T EE q

557−589 Ω

P9 COIL 1

NP SIGNAL HI NP SIGNAL RTN NP SIGNAL HI NP SIGNAL RTN

L K

30−50 Ω

P5

C D V W

65−95 Ω

3 4 1 2 5

139 140

136 137 138

B n R

MANUAL SOL. RTN MANUAL SOL. EXC.

IGNITION NH SIGNAL HI NH SIGNAL RTN

u t w

COIL 2

G F S T H A B C P R J L N M

186 187

U j X n k F a c b G

COIL 2

H

135

133 134

132

131

130

129

121 122 123 124 125 126 127 128

LL j

UPTRIM LAMP

UPTRIM DISC FROM OPP. ENGINE FEATHER DISC (CANCEL NP COVERING)

FAIL FIXED RELAY RTN

FAIL FIXED RELAY HI

INHIBIT / RESET DISC

DISCRETE RTN

EEC POWER RTN EEC POWER RTN EEC POWER 28VDC EEC POWER 28VDC ECS FAULT RTN PW127H ENGINE TRIM DISC SPARE LRU SELECTOR

b

72−88 Ω

P7 P8

EE u c

184 185 136

i W g F v

COIL 1

A C B

p x X HH

AA

NH SIGNAL HI NH SIGNAL RTN

K J

X Y MM r

36−45 Ω

A B G E F D C

m a Z M S HH g F

A−B 52−78 Ω P−C/R−C 76−114Ω

r q L p e R P

174 175 176 177 178 179 180 181 182 183

BB h C

STEP MOTOR EXC. STEP MOTOR A STEP MOTOR B STEP MOTOR C STEP MOTOR D RVDT EXC RVDT RTN RVDT RTN (E1 & E2) RVDT E1 RVDT E2 MFC ID LOOP MFC ID LOOP RTN

172 173

118 119 120

117

f CC DD

F−G/S−G/T−G/H−G 115−155 Ω

BLEED VALVE TM HI BLEED VALVE TM RTN

PROP. BRAKE DISC BLEED SWITCH NO 1 BLEED SWITCH NO 2

GROUND TEST DISC

i

N−M 32−55 Ω

P14

Z

133−166 Ω

G w

COIL 2

3 4 1 2 5

115 116

114

y NN FF

612−664 Ω

Z E

COIL 1

P T S GG z k m AA V r U q A y W CC DISCRETE RTN GROUND TEST RTN

RATING LOGIC BIT 2 DISC

112 113

103 104 105 106 107 108 109 110 111

KK x

108.0 Ω NOM.

P4 165 166 167 168 169 170 171

SPARE RATING LOGIC BIT 1 DISC

SPARE FROM AC DATA BUS ARINC (RTN) FROM AC DATA BUS ARINC (SIG) TEST SERIAL INPUT UART (SIG) TEST SERIAL INPUT UART (RTN) TEST SERIAL OUTPUT UART (SIG) TEST SERIAL OUTPUT UART (RTN) TO AC DATA BUS ARINC (SIG) TO AC DATA BUS ARINC (RTN)

t z h E e d c G H

557−589 Ω

3 2 1 4 5 TORQUE 2 SENSOR HI TORQUE 2 SENSOR RTN TOR. SEN. TEMP HI TOR. SEN. TEMP RTN TOR. SEN. TEMP LO TORQUE 1 SENSOR RTN TORQUE 1 SENSOR HI

163 164

K J d

COIL 1

P2

NH SIGNAL HI NH SIGNAL RTN

160 161 162

b U c

36−45 Ω

T1.8 SENSOR HI T1.8 SENSOR LO T1.8 SENSOR RTN

100 101 102

JX

108.0 Ω NOM.

TORQUE SIGNAL HI TORQUE SIGNAL RTN TORQUE SIGNAL REF.


JX

P16

R

P5 C A B E F

PVM (LOCAL)


P36 HP FUEL FILTER IMPENDING BYPASS SWITCH (PUMP)

SPARK IGNITION SYSTEM (SINGLE EXCITERS SINGLE OUTPUT)

1 2

P24 IGNITION EXCITER

HP FUEL FILTER SIG HP FUEL FILTER RTN

201 202

G F

P

B A

IGNITER PLUGS

IGNITION BOX #1 RTN

192 193

IGNITION BOX #1 HI

B A

P32 ENGINE OIL INLET TEMP 90.4 Ω @ 0°C 97.3 Ω @ 20°C

P24 IGNITION EXCITER B A

IGNITION BOX #2 RTN

194 195

IGNITION BOX #2 HI

A B

OIL TEMPERATURE SIG OIL TEMPERATURE RTN

203 204

B P

F G

P35 LP FUEL FILTER IMPENDING BYPASS SWITCH A B

LP FUEL FILTER SIG LP FUEL FILTER RTN

205 206

V C

P

P25 ENGINE OIL LP SWITCH B C P

A

P37 FUEL INLET TEMP

OIL PRESSURE 28 VDC

196 197 198

OIL PRESSURE RTN OIL PRESSURE LOW SIG

M D R

90.4 Ω @ 0°C 97.3 Ω @ 20°C

A B

FUEL TEMPERATURE SIG FUEL TEMPERATURE RTN

207 208

M A

P27 ENGINE OIL PRESSURE TRANSMITTER + VE (CR) BUS TERMINAL − VE (AL) BUS TERMINAL

199 200

B A D E

V K U

OIL PRESSURE 10 VDC HI OIL PRESSURE 10 VDC RTN OIL PRESSURE RTN OIL PRESSURE SIG

209 210 211 212

H J L K N U

P33 NL SENSOR THERMOCOUPLE TRIM CIRCUIT 1 2

NL SIGNAL HI NL SIGNAL RTN

T6 THERMOCOUPLES

INSTRUMENTATION HARNESS NO.1

INSTRUMENTATION HARNESS NO.2

C68209 Electrical Wiring Harness and EEC - Schematic Diagram Figure 101 (Sheet 2)


Page 109/110 Sep 03/99

213 214

R E D S


LRU FAULT CODE

FAILURE

06

PLA BIAS (PLABIF)

SYMPTOMS

SUSPECT LRU 1. EEC

NO NPT GOVERNING ARINC "TRIMMED" PLA (133) = 0 DEGREE ARINC "RAW" PLA (134) = 0 DEGREE ARINC "COMMANDED TORQUE" (341) = 0% ENGINE CONTROL SYSTEM FAULT (ECSF) INDICATOR ON STEPPER MOTOR FAIL FIXED − DEGRADED EEC MODE

REPLACE EEC (REF. 72−01−10)

NOTE : THIS FAULT MAY ALSO OCCUR DUE TO AN EEC ELECTRICAL POWER INTERRUPTION.

C64036A EEC Fault Isolation Figure 102


Page 111 Sep 03/99


LRU FAULT CODE

FAILURE

07

PLA GAIN (PLAGIF)

SYMPTOMS

SUSPECT LRU

NO NPT GOVERNING ARINC "TRIMMED" PLA (133) = 0 DEGREE ARINC "RAW" PLA (134) = 0 DEGREE ARINC "COMMANDED TORQUE" (341) = 0% ENGINE CONTROL SYSTEM FAULT (ECSF) INDICATOR ON STEPPER MOTOR FAIL FIXED − DEGRADED EEC MODE

1. EEC


NOTE: THIS FAULT MAY ALSO OCCUR DUE TO AN EEC ELECTRICAL POWER INTERRUPTION.

C64037 EEC Fault Isolation Figure 103


Page 112 Sep 03/99


LRU FAULT CODE

FAILURE

08

LOSS OF INTERCOMPRESSOR BLEED VALVE CONTROL (HBOVIF)

SYMPTOMS

SUSPECT LRU

INTERCOMPRESSOR BLEED VALVE CLOSED NO NPT U/S GOVERNING

SEE LRU 12

ARINC LABEL 270 BIT 25 SET ENGINE CONTROL SYSTEM FAULT (ECSF) INDICATOR ON

THIS FAULT IS CAUSED BY A DUAL NH FAILURE AND THE MAINTENANCE PROCEDURE FOR LRU 12 IS TO BE FOLLOWED. THIS FAULT SENDS A "DASH−DASH" OUTPUT TO THE COCKPIT ON ARINC LABEL 343 TO TELL THE PILOT THAT THE INTERCOMPRESSOR BLEED VALVE IS NOT OPERATIONAL.



Page 113 Sep 03/99


LRU FAULT CODE

FAILURE

09

TORQUE TEST FAILURE (QTSTSW)

SYMPTOMS

SUSPECT LRU 1. EEC

NO NPT U/S GOVERNING ARINC TORQUE INDICATION (343) = 0% ARINC BUG TORQUE INDICATION (344) = 0% ARINC "COMMANDED TORQUE" (341) = 0% ARINC "NPT" INDICATION (346) = 0% ARINC TORQUE INDICATION TO FDAU (254) = −− (NO READING) ENGINE CONTROL SYSTEM FAULT (ECSF) INDICATOR ON STEPPER MOTOR FAIL FIXED − DEGRADED EEC MODE


NOTE:

THIS FUNCTION PERFORMS A GENERAL CHECK ON THE EEC TORQUE CONVERSION PROCESS. THE CHECK WILL DETECT AN INTERNAL EEC FAILURE OF THE TORQUE / NPT CONVERSION PROCESS.



Page 114 Sep 03/99


FAILURE

LRU FAULT CODE 10

NPT INTERFACE (FREQUENCY TO DIGITAL CONVERSION) (NPTSW)

SYMPTOMS

SUSPECT LRU 1. 2. 3. 4.

NO NPT U/S GOVERNING ARINC TORQUE INDICATION (343) = 0% ARINC BUG TORQUE INDICATION (344) = 0% DIGITAL NPT INDICATION (346) = 0% ARINC TORQUE INDICATION TO FDAU (254) = −− (NO READING) ENGINE CONTROL SYSTEM FAULT (ECSF) INDICATOR ON STEPPER MOTOR FAIL FIXED − DEGRADED EEC MODE

PROPELLER COMES OUT OF FEATHER WITHIN 20 SECONDS WHEN CONDITION LEVER MOVED TO UNFEATHER POSITION?

CHECK HIGH PRESSURE OIL PUMP, PROPELLER TRANSFER TUBE, PROPELLER ACTUATOR AND PROPELLER CONTROL UNIT (REF AMM)

NO

YES

CHECK ENGINE HARNESS. CONTINUITY ON LINE 134 LESS THAN OR EQUAL TO 0.5 OHM?

PROPELLER CONTROL SYSTEM HARNESS TORQUE SENSOR EEC

REPAIR / REPLACE ENGINE HARNESS (REF. 72−01−10)

NO

YES

CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS P2 −s AND J11 − j TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?


NO

YES

CONTINUED ON SHEET 2

C64040 EEC Fault Isolation Figure 106 (Sheet 1 of 2)


Page 115 Sep 03/99


CONTINUED FROM SHEET 1

ARE BOTH FAULT CODES LRU 66 AND 73 SET?

YES

CARRY OUT CHECKS AS PER LRU FAULT CODES 66 AND 73

YES


YES


YES


NO

ARE BOTH FAULT CODES LRU 65 AND 72 SET? NO




NOTE:

FAULT CODE LRU 10 EXISTS IF: 1. 2. 3. 4. 5.

NP IS BELOW 30%, FEATHER IS NOT COMMANDED FOR 20 SECONDS AND NH IS ABOVE 72% BOTH FAULT CODES LRU 66 AND 73 ARE SET BOTH FAULT CODES LRU 65 AND 72 ARE SET BOTH FAULT CODES LRU 66 AND 72 ARE SET BOTH FAULT CODES LRU 65 AND 73 ARE SET

C26353 EEC Fault Isolation Figure 106 (Sheet 2)


Page 116 Sep 03/99


FAILURE

LRU FAULT CODE 11

STEPPER MOTOR W/A CIRCUIT (SMSVIF)

SYMPTOMS

SUSPECT LRU 1. HARNESS 2. MFCU STEPPER MOTOR 3. EEC

ENGINE CONTROL SYSTEM FAULT (ECSF) INDICATOR ON

NO CHECK HARNESS. CONTINUITY ON LINES 174, 175, LESS THAN 0.5 OHMS?

REPAIR / REPLACE HARNESS (REF. 72−01−10)

YES

CHECK MFCU STEPPER MOTOR. NO CONTINUITY BETWEEN PINS J8−G AND J8−F, BETWEEN 115 AND 155 OHMS?


YES




Page 117 Sep 03/99


FAILURE

LRU FAULT CODE 12

DUAL NH (NHTIF)

SYMPTOMS

SUSPECT LRU 1. 2. 3. 4. 5.

INTERCOMPRESSOR BLEED VALVE CLOSED NO NPT GOVERNING NO AUTO−IGNITION DIGITAL NH INDICATOR (245) = 0% ENGINE CONTROL SYSTEM FAULT (ECSF) INDICATOR ON STEPPER MOTOR FAIL FIXED − DEGRADED EEC MODE

NH OVERSPEED ABNORMAL ENGINE SHUTDOWN HARNESS NH SENSORS EEC

HAS NH EXCEEDED 110% AND YES FAULT CODES LRU 80 AND 81 ALSO SET?

TAKE APPROPRIATE ACTION FOR NH OVERSPEED

NO WAS ENGINE SHUT DOWN BY INTERRUPTING FUEL SUPPLY WITH CONDITION LEVER IN UNFEATHER POSITION AND FAULT CODES LRU 82 AND 83 ALSO SET?

YES

SYSTEM NORMAL

NO ARE ONLY LRU 81 AND 82 YES ALSO SET?

CARRY OUT CHECK AS PER LRU FAULT CODES 81 AND 82

NO ARE ONLY LRU 80 AND 83 ALSO SET?

YES

CARRY OUT CHECK AS PER LRU FAULT CODES 80 AND 83

NO NOTE: REPLACE EEC (REF. 72−01−10)

THIS FAULT IS SET IF: 1. 2. 3. 4. 5.

LRU 80 AND 81 ARE BOTH SET LRU 82 AND 83 ARE BOTH SET LRU 81 AND 82 ARE BOTH SET LRU 80 AND 83 ARE BOTH SET END OF CONVERSION IS FOUND FOR EITHER PROBE.



Page 118 Sep 03/99


FAILURE

LRU FAULT CODE 14

DUAL TEMP (TATIF)

SYMPTOMS

SUSPECT LRU 1. EEC 2. T1.8 SENSOR 3. ADC

ECSF INDICATOR ON NO NPT U/S GOVERNING ARINC "ADC" TAT (211) = 0 ° ARINC "EEC" T1.8 (211) = 0 ° ARINC "TORQUE BUG" (344) = 0% ARINC "COMMANDED TORQUE" (341) = 0% STEPPER MOTOR FAIL FIXED − DEGRADED EEC MODE

REPLACE EEC (REF. 72−01−10) NO AND RERUN ENGINE. FAULT PERSISTS?

SYSTEM NORMAL

YES

IS FAULT CODE LRU 78 FOR ENGINE INLET TEMPERATURE SENSOR SET?

YES

RECTIFY T1.8 SENSOR AS PER LRU FAULT CODE 78

YES

RECTIFY TAT ADC AS PER LRU FAULT CODE 52

NO

IS FAULT CODE LRU 52 FOR ADC TOTAL AIR TEMPERATURE SET? NO

SYSTEM NORMAL NOTE:

THIS FAULT IS SET IF BOTH SOURCES SUPPLYING TEMPERATURE TO THE EEC ARE DETERMINED TO BE INVALID AND NPT IS ABOVE 60% (I.E. NOT ON THE GROUND).



Page 119 Sep 03/99


LRU FAULT CODE

FAILURE

15

DUAL PRESSURE (ALTIF)

SYMPTOMS

SUSPECT LRU 1. EEC 2. ADC

ECSF INDICATOR ON INTERCOMPRESSOR BLEED VALVE CONTROL DEGRADED NO NPT U/S GOVERNING ARINC "ADC" ALTITUDE (203) = 0 FOOT ARINC "EEC" ALTITUDE (203) = 0 FOOT ARINC "SELECTED" ALTITUDE (203) = 0 FOOT ARINC "TORQUE BUG" (344) = 0% ARINC "COMMANDED TORQUE" (341) = 0% STEPPER MOTOR FAIL FIXED − DEGRADED EEC MODE

REPLACE EEC (REF. 72−01−10) NO AND RERUN ENGINE. FAULT PERSISTS?

SYSTEM NORMAL

YES

IS FAULT CODE LRU 53 FOR ALTITUDE ADC SET?

YES

RECTIFY ALTITUDE ADC AS PER LRU FAULT CODE 53

NO

SYSTEM NORMAL

NOTE:

THIS FAULT IS SET IF BOTH SOURCES SUPPLYING AMBIENT PRESSURE TO THE EEC ARE DETERMINED TO BE INVALID AND NPT IS ABOVE 60% (I.E. NOT ON THE GROUND).



Page 120 Sep 03/99


LRU FAULT CODE

FAILURE

17

NACELLE STATIC PRESSURE (PSIF)

SYMPTOMS

SUSPECT LRU

ARINC "EEC" ALTITUDE (203) = 0 FOOT ECSF INDICATOR ON

1. EEC


NOTE:

1. THE STATIC PRESSURE TRANSDUCER IS LOCATED ON THE EEC AND IS CONTINUOUSLY CHECKED OVER A SPECIFIC PRESSURE RANGE. 2. THIS FAULT WILL ALSO SET LRU = 44.



Page 121 Sep 03/99


LRU FAULT CODE

FAILURE

18

SENSOR CALIBRATION (EDATIF)

SYMPTOMS

SUSPECT LRU

ARINC "EEC" ALTITUDE (203) = 0 FOOT ARINC "EEC" AIRSPEED (206) = 0 KNOT ECSF INDICATOR ON

1. EEC


NOTE:

1. DURING INITIALIZATION, THE EEC LOCATED PRESSURE TRANSDUCER CALIBRATION DATA IS VERIFIED. IF INVALID, THIS FAULT IS FLAGGED AND THE EEC ASSUMES DEFAULT VALUES. 2. THIS FAULT WILL ALSO SET LRU = 44.



Page 122 Sep 03/99


FAILURE

LRU FAULT CODE 19

NACELLE DELTA−P PRESSURE SENSOR (DELPIF)

SYMPTOMS

SUSPECT LRU 1. EEC

ARINC "EEC" AIRSPEED (206) = 0 KNOT


NOTE:

1. THIS DELTA−P PRESSURE TRANSDUCER IS LOCATED ON THE EEC AND IS CONTINUOUSLY CHECKED OVER A SPECIFIC PRESSURE RANGE. 2. THIS FAULT WILL ALSO SET LRU = 44.



Page 123 Sep 03/99


LRU FAULT CODE

FAILURE

20

LOW LEVEL GAIN (SGCIF)

SYMPTOMS

SUSPECT LRU

NO PHYSICAL SYMPTOMS OTHER THAN FAULT CODE INDICATION AND ECSF INDICATOR ON

1. EEC


NOTE:

1. LOW LEVEL INPUTS (mV) COMING FROM AMBIENT AND DIFFERENTIAL PRESSURE TRANSDUCERS ARE GAIN CORRECTED WITHIN THE EEC. THIS GAIN CORRECTION ACCOUNTS FOR STRAIN GAGE EXCITATION VARIATIONS. 2. THIS FAULT WILL ALSO SET LRU = 44.



Page 124 Sep 03/99


LRU FAULT CODE

FAILURE

21

LOW LEVEL DRIFT (DRFTIF)

SYMPTOMS

SUSPECT LRU

ARINC "EEC" ALTITUDE (203) = 0 FOOT ARINC "EEC" AIRSPEED (206) = 0 KNOT ARINC "EEC" T1.8 (211) = 0 ° ECSF INDICATOR ON

1. EEC


NOTE:

1. THIS DRIFT CORRECTION TO LOW LEVEL (mV) INPUTS IS TO ACCOUNT FOR HARDWARE AMPLIFIER DRIFT. 2. THIS FAULT WILL ALSO SET LRU = 44.



Page 125 Sep 03/99


LRU FAULT CODE

FAILURE

22

SENSOR CALIBRATION (CJIF)

SYMPTOMS

SUSPECT LRU

NO PHYSICAL SYMPTOMS OTHER THAN FAULT CODE INDICATION

1. EEC


NOTE:

1. AN INTERNAL EEC COLD JUNCTION IS USED TO CORRECT THE GAIN AND THE DRIFT OF THE EEC PRESSURE TRANSDUCERS FOR THERMAL VARIATIONS. 2. THIS FAULT WILL ALSO SET LRU = 44.



Page 126 Sep 03/99


FAILURE

LRU FAULT CODE 25

HIGH LEVEL GAIN (GAINIF)

SYMPTOMS

SUSPECT LRU


IS FAULT CODE LRU 28 ALSO SET?

1. TORQUE SHAFT CHARACTERIZATION PLUG 2. EEC

YES

CARRY OUT CHECK AS PER LRU FAULT CODE 28

YES


NO

IS FAULT CODE LRU 29 ALSO SET? NO

ARE BOTH FAULT CODES LRU 28 AND 29 YES ALSO SET?

CARRY OUT CHECK AS PER LRU FAULT CODE 28 AND 29

NO


NOTE:

HIGH LEVER SIGNALS (I.E. VDC) ARE PROCESSED AND CONVERTED TO DIGITAL SIGNALS FOR USE BY THE EEC. EACH SIGNAL IS GAIN COMPENSATED FOR VARIATIONS IN EXCITATION VOLTAGE. THE GAIN SIGNAL IS CONTINUOUSLY RANGE CHECKED. VALUES OUTSIDE THIS RANGE ARE CONSIDERED INVALID AND THIS FAULT IS FLAGGED.



Page 127 Sep 03/99


FAILURE

LRU FAULT CODE 26

HIGH LEVEL DRIFT (DRFCIF)

SYMPTOMS

SUSPECT LRU



PROCEED AS FOR FAULT CODE LRU 25

NOTE:

HIGH LEVER SIGNALS (I.E. VDC) ARE DRIFT COMPENSATED FOR VARIATIONS IN TEMPERATURE. THIS FAULT MAY ALSO OCCUR DUE TO AN ELECTRICAL POWER INTERRUPTION OR POWER SUPPLY VOLTAGE REDUCTION.



Page 128 Sep 03/99


FAILURE

LRU FAULT CODE 28

Q2 GAIN (TGTIF)

SYMPTOMS

SUSPECT LRU

TORQUE INDICATION MAY BE INACCURATE EEC WILL USE EEROM STORED VALUE


ECSF INDICATOR ON

TORQUE SHAFT CHARACTERIZATION PLUG NO IN PLACE (J4 OF EEC)?

ENSURE IT IS IN PLACE

YES

REPLACE CHARACTERIZATION PLUG WITH RESISTOR VALUES R3 AND R4 AS PER DATA PLATE (REF. 72−01−10)

CHECK CONTINUITY RESISTANCE BETWEEN NO PINS. C TO E WITHIN ± 1.0% OF VALUE SHOWN ON PLUG DATA PLATE (R4)? YES




Page 129 Sep 03/99


FAILURE

LRU FAULT CODE 29

Q2 GAIN (TBTIF)

SYMPTOMS

SUSPECT LRU

TORQUE INDICATION MAY BE INACCURATE EEC WILL USE EEROM STORED VALUE ECSF INDICATOR ON




YES

CHECK CONTINUITY RESISTANCE BETWEEN PINS. C TO D WITHIN ± 1.0% OF VALUE SHOWN ON PLUG DATA PLATE (R3)?

REPLACE CHARACTERIZATION PLUG WITH RESISTOR VALUES R3 AND R4 AS PER DATA PLATE (REF. 72−01−10)

NO

YES




Page 130 Sep 03/99


LRU FAULT CODE

FAILURE

31

EEPROM (EROMIF)

SYMPTOMS

SUSPECT LRU


1. EEC


NOTE:

THIS FAULT IS FLAGGED IN THE EVENT OF A FAILURE IN THE NON−VOLATILE MEMORY OF THE EEC. THE NON−VOLATILE MEMORY CANNOT BE ERASED WITH STANDARD PROCEDURES USING THE INHIBIT/RESET SWITCH.



Page 131 Sep 03/99


LRU FAULT CODE

FAILURE

32

ARINC OUTPUT (AROIF)

SYMPTOMS

SUSPECT LRU

ALL ARINC OUTPUTS SET TO DEFAULT VALUES EXCEPT FOR DISCRETE OUTPUTS (270) ECSF INDICATOR ON

1. EEC


NOTE:

NO FAULT CODE IS SET IF THE INTERNAL ARINC DRIVER IS FOUND TO BE DEFECTIVE.



Page 132 Sep 03/99


LRU FAULT CODE

FAILURE

34

UART INTERFACE (UARTIF)

SYMPTOMS

SUSPECT LRU


1. EEC


NOTE: THE UNIVERSAL ASYNCHRONOUS RECEIVER/TRANSMITTER (UART) IS A DATA BUS USED FOR MONITORING EEC PARAMETER. THIS FAULT WILL RESULT DUE TO AN INTERNAL EEC FAULT ONLY. THIS LINK IS ONLY USED BY PWC PERSONNEL AND MAY BE IGNORED AT THE DISCRETION OF THE OPERATOR.



Page 133 Sep 03/99


FAILURE

LRU FAULT CODE 39

INTERCOMPRESSOR BLEED VALVE WRAPAROUND INTERFACE (HBWAIF)

SYMPTOMS

SUSPECT LRU 1. HARNESS 2. IBV TORQUE MOTOR 3. EEC

ENGINE SURGE MAY OCCUR ARINC LABEL 270 BIT 25 SET ECSF INDICATOR ON


CHECK ENGINE HARNESS. CONTINUITY ON NO LINES 172 AND 173 LESS THAN 0.5 OHM? YES

CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS P10−A, P10−C, P1− i, NO AND P1−W TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN 2 MEGOHMS AT 45 VDC?


YES

CHECK IBV TORQUE MOTOR. NO CONTINUITY BETWEEN PINS J10−A AND J10−C, 133 TO 161 OHMS? CONTINUITY BETWEEN PINS B AND C AND ALSO PIN F AND GROUND, LESS THAN 100 MILLI−OHMS?

REPLACE IBV TORQUE MOTOR AND RECHECK IBV (REF. 72−01−30).

YES REPLACE EEC (REF. 72−01−10)

NOTE:

THIS FAULT IS SET IF THE EEC DOES NOT YET GIVE A POSITIVE INDICATION THAT EITHER PWM NO. 1 OR 3 IS ACTIVE. THE INDICATION TO THE EEC COMES FROM A RANGE CHECK PERFORMED ON THE OUTPUT WRAPAROUND CIRCUITRY.



Page 134 Sep 03/99


FAILURE

LRU FAULT CODE

LOSS OF ENGINE CONFIGURATION SIGNAL

40

SYMPTOMS

SUSPECT LRU 1. TORQUE SHAFT / CONFIG. CHARACTERIZATION PLUG 2. EEC

ECSF INDICATOR ON STEPPER MOTOR FAIL FIXED − DEGRADED EEC MODE



YES

REPLACE CHARACTERIZATION PLUG WITH RESISTOR VALUES R1, R3 AND R4 AS PER DATA PLATE (REF. 72−01−10)

CHECK CONTINUITY RESISTANCE BETWEEN NO PINS, C TO A WITHIN +− 1.0% OF VALUE SHOWN ON PLUG DATA PLATE (R1) YES




Page 135 Sep 03/99


FAILURE

LRU FAULT CODE

LOSS OF ENGINE CONFIGURATION SIGNAL

41

SYMPTOMS

SUSPECT LRU 1. TORQUE SHAFT / CONFIG. CHARACTERIZATION PLUG 2. EEC

NO PHYSICAL SYMTOMS OTHER THAN ECSF INDICATOR ON



YES

REPLACE CHARACTERIZATION PLUG WITH RESISTOR VALUES R1, R3 AND R4 AS PER DATA PLATE (REF. 72−01−10)

CHECK CONTINUITY RESISTANCE BETWEEN NO PINS, C TO A WITHIN +− 1.0% OF VALUE SHOWN ON PLUG DATA PLATE (R1) YES




Page 136 Sep 03/99


FAILURE

LRU FAULT CODE 43

MFCU IDENTIFICATION FAULT (MFCID)

SYMPTOMS


ECSF INDICATOR ON STEPPER MOTOR FAIL FIXED − DEGRADED EEC MODE

HAS A PW127H MFCU BEEN INSTALLED?

TYPE OF MFCU HARNESS MFCU EEC REPLACE WITH CORRECT MFCU (REF. 72−01−40)

NO

YES


CHECK HARNESS. CONTINUITY ON LINES 186 NO AND 187 LESS THAN 0.5 OHM? YES CHECK HARNESS. INSULATION RESISTANCE OF PINS P8−J, P8−L, P2−D AND P2− a TO OTHER PINS AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS?

NO


YES CHECK MFCU. CONTINUITY BETWEEN PINS J8−J AND J8−L LESS THAN 1 OHM?

NO


YES CHECK MFCU. INSULATION RESISTANCE OF PINS NO J8−J AND J8−L TO ALL OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?


YES REPLACE EEC (REF. 72−01−10) NOTE:

THIS FAULT IS SET IF THE EEC DOES NOT ACKNOWLEDGE CONTINUITY BETWEEN PINS J2 − a AND J2−D OF THE MFCU. THE PW127H MFCU’s PROVIDE HIGHER FLOWS FOR OPERATION AT PW127H POWERS THAN THE MFCU’s INSTALLED ON LOWER POWER ENGINES. THESE CONNECTED PINS WITHIN THE MFCU ARE A WAY FOR THE EEC TO IDENTIFY A PW127H MFCU.



Page 137 Sep 03/99


LRU FAULT CODE

FAILURE

44

EEC INTERNAL FAILURE (ECINTF)

SYMPTOMS

SUSPECT LRU

PHYSICAL SYMPTOMS WILL DEPEND ON THE CAUSE OF THE FAULT. LRU NO. 17−22/31/32/34 CAN INDIVIDUALLY SET "ECINTF" WHICH WILL SHOW THE SPECIFIC ASSOCIATED SYMPTOMS.

1. EEC




Page 138 Sep 03/99


FAILURE

LRU FAULT CODE 49

ARINC INPUT (ARINSW)

SYMPTOMS

SUSPECT LRU

ARINC "ADC" ALTITUDE (203) = 0 FOOT ARINC "ADC" AIRSPEED (206) = 0 KNOT ARINC "ADC" TAT (211) = 0 ° ENGINE TORQUE MAY NOT MATCH BUG TORQUE AT 75 DEGREES PLA WHEN AT THERMALLY RATED POWER POSSIBLE LEFT AND RIGHT TORQUE BUG SPLIT ECSF INDICATOR ON

FAULT OCCURS ON BOTH ENGINES?

1. ADC 2. HARNESS 3. EEC

YES

CARRY OUT CHECK OF AIRCRAFT ADC SYSTEM (REF. AMM)

NO

RECTIFY PROBLEM WITH ORIGINAL ADC

NO

SELECT OTHER ADC AND RUN ENGINE TO CHECK FOR FAULT. FAULT STILL EXISTS (REF. NOTE)? YES

CHECK ENGINE HARNESS. CONTINUITY ON LINES 104 AND 105 LESS THAN OR EQUAL TO 0.5 OHM?


NO

YES CONTINUED ON SHEET 2



Page 139 Sep 03/99


CONTINUED FROM SHEET 1

CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS J11− h, J11− z, P2−S AND P2−T TO ALL OTHER PINS ON SAME CONNECTOR AND BACKSHELL GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VAC OR VDC?


NO

YES


NOTE:

INITIAL SYSTEM CHECKS MUST BE CARRIED OUT WHEN THE ENGINE IS RUNNING AND OUT OF FEATHER SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED WHEN THE ENGINE IS NOT RUNNING. THIS FAULT IS SET IF THE ARINC INPUT LINK IS FOUND TO BE INVALID WITH NPT ABOVE 60%.



Page 140 Sep 03/99


LRU FAULT CODE

FAILURE

52

ARINC LABEL 211 (A211SW)

SYMPTOMS

SUSPECT LRU

ARINC "ADC" TAT (211) = 0 ° ENGINE TORQUE MAY NOT MATCH BUG TORQUE AT 75 DEGREES PLA WHEN AT THERMALLY RATED POWER POSSIBLE LEFT AND RIGHT TORQUE BUG SPLIT ECSF INDICATOR ON

1. ADC 2. HARNESS 3. EEC


FAULT OCCURS ON YES BOTH ENGINES? NO

SELECT OTHER ADC AND RUN ENGINE TO CHECK FOR FAULT. FAULT STILL EXISTS (REF. NOTE)?

NO


YES

DOES FAULT CODE YES LRU 49 (ARINC INPUT) EXIST?


NO

SYSTEM NORMAL

NOTE: INITIAL SYSTEM CHECKS MUST BE CARRIED OUT WHEN THE ENGINE IS RUNNING AND OUT OF FEATHER WITH NPT ABOVE 60% SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED WHEN THE ENGINE IS NOT RUNNING.



Page 141 Sep 03/99


LRU FAULT CODE

FAILURE

53


SYMPTOMS

SUSPECT LRU 1. ADC 2. HARNESS 3. EEC

ARINC "ADC" ALTITUDE (203) = 0 FEET ENGINE TORQUE MAY NOT MATCH BUG TORQUE AT 75 DEGREES PLA WHEN AT THERMALLY RATED POWER POSSIBLE LEFT AND RIGHT TORQUE BUG SPLIT ECSF INDICATOR ON




NO


YES



NO

SYSTEM NORMAL




Page 142 Sep 03/99


LRU FAULT CODE

FAILURE

54


SYMPTOMS

SUSPECT LRU 1. ADC 2. HARNESS 3. EEC

ARINC "ADC" AIRSPEED (206) = 0 KNOT ENGINE TORQUE MAY NOT MATCH BUG TORQUE AT 75 DEGREES PLA WHEN AT THERMALLY RATED POWER POSSIBLE LEFT AND RIGHT TORQUE BUG SPLIT ECSF INDICATOR ON




NO


YES



NO

SYSTEM NORMAL




Page 143 Sep 03/99


FAILURE

LRU FAULT CODE 57

ENGINE/GEARBOX OVER TORQUE FAULT NO. 1 (Q22TQE)

SYMPTOMS

SUSPECT LRU

NO PHYSICAL SYMPTOMS OTHER THAN FAULT CODE INDICATION ECSF INDICATOR ON

RECORD OVERTORQUE IN LOG BOOK

CARRY OUT MAINTENANCE ACTIONS SPECIFIED IN CHAPTER 05−50−00.

NOTE:

THIS FAULT OCCURS WHEN THE ENGINE TORQUE IS BETWEEN 122% AND 137% (12800 −14440 LB. FT. ) FOR A CONTINUOUS PERIOD OF TIME GREATER THAN 20 AND LESS THAN 300 SECONDS, OR WHEN THE ENGINE TORQUE IS BETWEEN 100% AND 122% (10504−12800 LB. FT.) FOR A CONTINUOUS PERIOD OF TIME GREATER THAN 600 SECONDS.



Page 144 Sep 03/99


LRU FAULT CODE

FAILURE

58

ENGINE / GEARBOX OVERTORQUE FAULT NO. 2 (Q37TQE)

SYMPTOMS

SUSPECT LRU



CARRY OUT MAINTENANCE ACTIONS SPECIFIED IN CHAPTERS 05−50−00.

NOTE:

THIS FAULT IS SET IF THE FOLLOWING TORQUE LEVELS ARE MAINTAINED FOR THE CONTINUOUS PERIODS INDICATED: TORQUE BETWEEN (%)

TORQUE VAL (LB. FT.)

TORQUE PERIOD (SEC)

137.5 − 142.8 142.8 − 147.6 147.6 − 152.3 152.3 − 157.1 157.1 − 161.8 161.8 − 166.6 166.6 − 171.8

14440 − 15000 15000 − 15500 15500 − 16000 16000 − 16500 16500 − 17000 17000 − 17500 17500 − 18054

LESS THAN 256.6 OR LESS THAN 217.9 OR LESS THAN 179.1 OR LESS THAN 140.4 OR LESS THAN 101.7 OR LESS THAN 62.9 OR LESS THAN 20



Page 145 Sep 03/99


LRU FAULT CODE

FAILURE

59

ENGINE / GEARBOX OVERTORQUE FAULT NO. 3 (Q47TQE)

SYMPTOMS

SUSPECT LRU



REMOVE RGB MODULE AND RETURN TO AN OVERHAUL FACILITY FOR INSPECTION

NOTE:

THIS FAULT IS SET FOR THE FOLLOWING TORQUE LEVELS: TORQUE BETWEEN (%)

TORQUE VAL (LB. FT.)

121.8 − 137.5 137.5 − 142.8 142.8 − 147.6 147.6 − 152.3 152.3 − 157.1 157.1 − 161.8 161.8 − 166.6 166.6 − 171.8

12794 − 14443 14443 − 15000 15000 − 15500 15500 − 16000 16000 − 16500 16500 − 17000 17000 − 17500 17500 − 18054

TORQUE PERIOD (SEC) GREATER THAN 300.0 OR GREATER THAN 256.6 OR GREATER THAN 217.9 OR GREATER THAN 179.1 OR GREATER THAN 140.4 OR GREATER THAN 101.7 OR GREATER THAN 62.9 OR GREATER THAN 20 OR ❉

❉ TORQUE GREATER THAN 171.89% (18054 LB. FT.)



Page 146 Sep 03/99


LRU FAULT CODE

FAILURE

61

TAT CROSS−CHECK (TATXIF)

SYMPTOMS

SUSPECT LRU 1. ADC 2. T1.8 SENSOR 3. EEC

ENGINE TORQUE MAY NOT MATCH BUG TORQUE AT 75 DEGREES PLA WHEN AT THERMALLY RATED POWER POSSIBLE LEFT AND RIGHT TORQUE BUG SPLIT ECSF INDICATOR ON

CARRY OUT CHECK OF AIRCRAFT TAT MEASUREMENT SYSTEM (REF. AMM)



NO


YES

REPLACE T1.8 SENSOR ON ENGINE WITH FAULT. FAULT STILL EXISTS? (REF. NOTE)?

NO

SYSTEM NORMAL

YES


NOTE: INITIAL SYSTEM CHECKS MUST BE CARRIED OUT WHEN THE ENGINE IS RUNNING AND OUT OF FEATHER SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED WHEN THE ENGINE IS NOT RUNNING. THIS FAULT IS SET IF ADC AND EEC PROBES DIFFER BY MORE THAN +− 15.5 ° C (28 ° F) IN MCL AND MCR RATINGS AND +− 7.7 ° C (14 ° F) FOR OTHER RATINGS, TORQUE OUTPUT IS 90% OF TQBUG, AND PLA IS GREATER THAN 40 DEGREES.



Page 147 Sep 03/99


FAILURE

LRU FAULT CODE 62

ALT CROSS−CHECK (ALTXIF)

SYMPTOMS

SUSPECT LRU 1. ADC 2. EEC

ENGINE TORQUE MAY NOT MATCH BUG TORQUE AT 75 DEGREES PLA WHEN AT THERMALLY RATED POWER POSSIBLE LEFT AND RIGHT TORQUE BUG SPLIT ECSF INDICATOR ON

CARRY OUT CHECK OF AIRCRAFT TAT MEASUREMENT SYSTEM (REF. AMM)



NO


YES


NOTE: INITIAL SYSTEM CHECKS MUST BE CARRIED OUT WHEN THE ENGINE IS RUNNING AND OUT OF FEATHER SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED WHEN THE ENGINE IS NOT RUNNING. THIS FAULT IS SET IF ADC AND EEC PROBES DIFFER BY MORE THAN +− 1 PSIA IN MCL AND MCR RATINGS AND +− 0.5 PSIA FOR OTHER RATINGS WITH PLA ABOVE 40 DEGREES.



Page 148 Sep 03/99


LRU FAULT CODE

FAILURE

63

TORQUE SENSOR NO. 2 COIL NO. 1 HIGH TORQUE (Q1IF)

SYMPTOMS

SUSPECT LRU


1. HARNESS 2. TORQUE SENSOR NO. 2 3. EEC

CHECK HARNESS. CONTINUITY ON LINES 170 AND 171 LESS THAN 0.5 OHM?


NO

YES CHECK HARNESS. INSULATION RESISTANCE OF PINS P7−C, P7−D, P1−P, P1−R TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN 2 MEGOHMS AT 45 VDC?


NO

YES CHECK TORQUE SENSOR NO. 2. CONTINUITY BETWEEN PINS J7−C AND J7−D HAVE A RESISTANCE BETWEEN 612 AND 664 OHMS?

REPLACE TORQUE SENSOR NO. 2 (REF. 72−01−60)

NO

YES CHECK TORQUE SENSOR NO. 2. INSULATION RESISTANCE OF PIN J7−C TO ALL OTHER PINS NO (EXCEPT J7−D) AND BACKSHELL, AND PIN J7−D TO ALL OTHER PINS (EXCEPT J7−C) AND BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?



TO SET THIS FAULT, NPT MUST BE BETWEEN 21% AND 135%, FEATHER NOT COMMANDED AND TORQUE OVER 230%. THIS FAULT IS SPECIFIC TO COIL NO. 1 OF TORQUE SENSOR NO.2.



Page 149 Sep 03/99


LRU FAULT CODE

FAILURE

64

TORQUE SENSOR NO. 2 COIL NO. 1 LOW TORQUE (Q1LIF)

SYMPTOMS

SUSPECT LRU





NO



NO



NO

YES CHECK TORQUE SENSOR NO. 2. INSULATION RESISTANCE OF PIN J7−C TO ALL OTHER PINS (EXCEPT J7−D) AND BACKSHELL, AND PIN J7−D TO ALL OTHER PINS (EXCEPT J7−C) AND BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?


NO


TO SET THIS FAULT, NPT MUST BE BETWEEN 21% AND 135%, FEATHER NOT COMMANDED AND TORQUE LOWER THAN −20%. THIS FAULT IS SPECIFIC TO COIL NO. 1 OF TORQUE SENSOR NO.2.



Page 150 Sep 03/99


LRU FAULT CODE

FAILURE

65

TORQUE SENSOR NO. 2 COIL NO. 1 H1 NPT (NP1IF)

SYMPTOMS

SUSPECT LRU


DID NP EXCEED 135%?

1. 2. 3. 4.

FOLLOW APPROPRIIATE MAINTENANCE ACTION FOR NP OVERSPEED (REF. 05−50−00)

YES

NO CHECK HARNESS. CONTINUITY ON LINES 170 AND 171 LESS THAN 0.5 OHM?

NP OVERSPEED HARNESS TORQUE SENSOR NO. 2 EEC

NO



NO



NO





THIS FAULT IS SET IF NPT EXCEEDS 135% AND FEATHER IS NOT COMMANDED.



Page 151 Sep 03/99


LRU FAULT CODE

FAILURE

66

TORQUE SENSOR NO. 2 COIL NO. 1 LOW NPT (NP1LIF)

SYMPTOMS

SUSPECT LRU





NO



NO



NO




THIS FAULT IS SET IF FOLLOWING ENGINE START, NPT GOES ABOVE 25%, FEATHER IS NOT COMMANDED (CLA OUT OF FEATHER POSITION) AND A SUBSEQUENT NPT VALUE IS LOWER THAN 21%.



Page 152 Sep 03/99


LRU FAULT CODE

FAILURE

67

CONNECTOR FAILURE (CONNIF)

SYMPTOMS

SUSPECT LRU 1. EEC CONNECTOR P1 2. EEC

INTERCOMPRESSOR BLEED VALVE CLOSES NO AUTO−IGNITION NO NPT U/S GOVERNING ARINC "RAW" PLA (134) = 0 DEGREE ARINC "EEC" T1.8 (211) = 0 ° ARINC NH INDICATION (245) = 0% ARINC "COMMANDED TORQUE" (341) = 0% ARINC "NPT" INDICATION (346) = 0% ARINC LABEL 270 BIT 25 SET ECSF INDICATOR ON STEPPER MOTOR FAIL FIXED

IS CONNECTOR P1 SECURELY MATED TO J1?

NO

RECONNECT P1 TO EEC

YES

REPAIR / REPLACE (REF. 72−01/10)

YES

IS ENGINE HARNESS VISUALLY DAMAGED? NO


NOTE:

THIS FAULT IS SET IF LRU 74/78/84/90 ARE ALL SIMULTANEOUSLY LATCHED. THESE LRU’s CORRESPOND TO THE TORQUE SHAFT TEMPERATURE, NACELLE AMBIENT TEMPERATURE AND E1 AND E2 SIGNALS FROM THE RVDT IN THE MFC.



Page 153 Sep 03/99


FAILURE

LRU FAULT CODE 69

TOTAL TORQUE (FREQUENCY / DIGITAL CONVERSION) (QTOTSW)

SYMPTOMS

SUSPECT LRU

EEC FAULT LAMP ON (FAIL FIX) NO NPT U/S GOVERNING ARINC "TORQUE" INDICATION (343) = 0% ARINC BUG TORQUE INDICATION (344) = 0% ARINC "COMMANDED TORQUE" (341) = 0% ARINC "NPT" INDICATION (346) = 0%

FAULT CODES SET INCLUDE ONLY LRU 63 AND 71?

1. 2. 3. 4.

HARNESS TORQUE SENSOR, NO. 2 TORQUE SHAFT EEC

YES


YES


NO

FAULT CODES SET INCLUDE ONLY LRU 64 AND 70? NO

FAULT CODES SET INCLUDE YES LRU 64 AND 71 OR 63 AND 70?

CHECK TORQUE SHAFTS

NO


NOTE:

THIS FAULT IS SET IF: 1. 2. 3. 4.

LRU 63 AND 70 ARE BOTH SET LRU 64 AND 71 ARE BOTH SET LRU 63 AND 71 ARE BOTH SET LRU 64 AND 70 ARE BOTH SET



Page 154 Sep 03/99


LRU FAULT CODE

FAILURE

70

TORQUE SENSOR NO. 2 COIL NO. 2 HIGH TORQUE (Q2IF)

SYMPTOMS

SUSPECT LRU





NO

YES CHECK HARNESS. INSULATION RESISTANCE OF PINS P7−A, P7−B, P1− r, P1− q TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN 2 MEGOHMS AT 45 VDC?


NO

YES CHECK TORQUE SENSOR NO. 2. CONTINUITY BETWEEN PINS J7−A AND J7−B HAVE A RESISTANCE BETWEEN 557 AND 589 OHMS?


NO

YES CHECK TORQUE SENSOR NO. 2. INSULATION RESISTANCE OF PIN J7−A TO ALL OTHER PINS NO (EXCEPT J7−B) AND BACKSHELL, AND PIN J7−B TO ALL OTHER PINS (EXCEPT J7−A) AND BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?



TO SET THIS FAULT, NPT MUST BE BETWEEN 21% AND 135%, FEATHER NOT COMMANDED AND TORQUE OVER 230%. THIS FAULT IS SPECIFIC TO COIL NO. 2 OF TORQUE SENSOR NO.2.



Page 155 Sep 03/99


LRU FAULT CODE

FAILURE

71

TORQUE SENSOR NO. 2 COIL NO. 2 LOW TORQUE (Q2LIF)

SYMPTOMS

SUSPECT LRU





NO

YES CHECK HARNESS. INSULATION RESISTANCE OF PINS P7−A, P7−B, P1− r, P1− q TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN 2 MEGOHMS AT 45 VDC?


NO

YES CHECK TORQUE SENSOR NO. 2. CONTINUITY BETWEEN PINS J7−A AND J7−B HAVE A RESISTANCE BETWEEN 557 AND 589 OHMS?


NO

YES CHECK TORQUE SENSOR NO. 2. INSULATION RESISTANCE OF PIN J7−A TO ALL OTHER PINS NO (EXCEPT J7−B) AND BACKSHELL, AND PIN J7−B TO ALL OTHER PINS (EXCEPT J7−A) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?



TO SET THIS FAULT, NPT MUST BE BETWEEN 21% AND 135%, FEATHER NOT COMMANDED AND TORQUE LOWER THAN −20%. THIS FAULT IS SPECIFIC TO COIL NO. 2 OF TORQUE SENSOR NO. 2.



Page 156 Sep 03/99


LRU FAULT CODE

FAILURE

72

TORQUE SENSOR NO. 2 COIL NO. 2 HIGH NPT (NP2IF) SUSPECT LRU

SYMPTOMS NO PHYSICAL SYMPTOMS OTHER THAN FAULT CODE INDICATION

NP EXCEEDS 135%

1. 2. 3. 4.

FOLLOW APPROPRIATE MAINTENANCE ACTION FOR NP OVERSPEED (REF. 05−50−00)

YES

NO


NP OVERSPEED HARNESS TORQUE SENSOR NO. 2 EEC


NO

YES CHECK HARNESS. INSULATION RESISTANCE OF PINS P7−A, P7−B, P1−r, P1 −q TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN 2 MEGOHMS AT 45 VDC?


NO

YES CHECK TORQUE SENSOR NO. 2. CONTINUITY BETWEEN PINS J7−A AND J7−B TO HAVE A RESISTANCE BETWEEN 557 AND 589 OHMS?


NO

YES CHECK TORQUE SENSOR NO. 2. INSULATION RESISTANCE OF PIN J7−A TO ALL OTHER PINS (EXCEPT J7−B) AND BACKSHELL, AND PIN J7−B TO ALL OTHER PINS (EXCEPT J7−A) AND BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?

NO



THIS FAULT IS SET IF NPT EXCEEDS 135% AND FEATHER IS NOT COMMANDED.



Page 157 Sep 03/99


LRU FAULT CODE

FAILURE

73

TORQUE SENSOR NO. 2 COIL NO. 2 LOW NPT (NP2LIF)

SYMPTOMS

SUSPECT LRU



CHECK CONTINUITY OF ENGINE HARNESS. DISCONNECT P1 AND P7 CONNECTORS. RESISTANCE ON LINES 165 AND 166 LESS THAN OR EQUAL TO 0.5 OHM?


NO

YES CHECK INSULATION OF ENGINE HARNESS. RESISTANCE BETWEEN P7−A, P7−B, P1− r, P1− q AND OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?

NO


YES CHECK CONTINUITY OF TORQUE SENSOR NO. 2. PINS J7−A AND J7−B HAVE A RESISTANCE BETWEEN 557 AND 589 OHMS?


NO

YES CHECK TORQUE SENSOR NO. 2. INSULATION RESISTANCE OF PIN J7−A TO ALL OTHER PINS NO (EXCEPT J7−B) AND BACKSHELL, AND PIN J7−B TO ALL OTHER PINS (EXCEPT J7−A) AND BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?



THIS FAULT IS SET IF FOLLOWING ENGINE START, NPT GOES ABOVE 25%, FEATHER IS NOT COMMANDED (CLA OUT OF FEATHER POSITION) AND A SUBSEQUENT NPT VALUE IS LOWER THAN 21%.



Page 158 Sep 03/99


FAILURE

LRU FAULT CODE 74

TEMPERATURE COMPENSATION TORQUE SENSOR NO. 2 (TQ1F)

SYMPTOMS

SUSPECT LRU

TORQUE INDICATION AND OUTPUT COULD DIFFER BETWEEN LHS AND RHS ENGINE AS A FUNCTION OF ENGINE OIL TEMPERATURE CHECK CONTINUITY OF ENGINE HARNESS. RESISTANCE ON LINES 167, 168 AND 169 LESS THAN OR EQUAL TO 0.5 OHM?

1. HARNESS 2. TORQUE SENSOR NO. 2 3. EEC REPLACE ELECTRICAL HARNESS (REF. 72−01−10)

NO

YES CHECK HARNESS. INSULATION RESISTANCE OF PINS P1−L, P1 −e, P1 − p, P7−E, P7−F NO AND P7−G TO OTHER PINS ON BACKSHELL AND CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?

REPLACE ELECTRICAL HARNESS (REF. 72−01−10)

YES

CHECK TORQUE SENSOR NO. 2. CONTINUITY OF NO PINS J7−G TO J7−E, AND J7−G TO J7−F, 109 OHMS NOMINAL (REF. 72−01−60). J7−E TO J7−F LESS THAN OR EQUAL TO 1 OHM?


YES CHECK TORQUE SENSOR NO. 2. INSULATION RESISTANCE OF PINS J7−E, J7−F AND J7−G TO ALL OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?


NO


WHEN THIS SIGNAL FAILS, THE EEC WILL DEFAULT TO A TORQUE SHAFT TEMPERATURE OF 80.5 ° C (176.6 ° F). THIS FAULT IS SET IF THE TORQUE TEMPERATURE SIGNAL FAILS TO PASS A RANGE CHECK.



Page 159 Sep 03/99


LRU FAULT CODE

FAILURE

75

DUAL TORQUE CROSS−CHECK (QXIF)

SYMPTOMS

SUSPECT LRU


1. TORQUE SENSOR NO. 2 2. HARNESS

CHECK TORQUE SENSOR NO. 2. RESISTANCE NO BETWEEN PINS J7−A AND J7−B 557−589 OHMS AND BETWEEN PINS J7−C AND J7−D 612−664 OHMS?


YES CHECK TORQUE SENSOR NO. 2. INSULATION RESISTANCE OF PIN J7−A AND J7−B TO ALL OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL, AND OF PINS J7−C AND J7−D TO ALL OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?

NO


YES CHECK HARNESS. IS CONTINUITY ON LINES 165, 166, 170 AND 171 LESS THAN 0.5 OHM?


NO

YES CHECK HARNESS. INSULATION RESISTANCE OF PINS P7−A, P7−B, P7−C, P7−D, P1− r, P1− q , P1−P AND P1−R TO OTHER PINS AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?

NO


YES SYSTEM NORMAL

NOTE:

THIS FAULT IS SET IF NPT IS ABOVE 30%, FEATHER IS NOT COMMANDED, NO FAULTS ARE SET FOR ANY COILS AND THE DIFFERENCE BETWEEN THE TWO TORQUE COIL READINGS EXCEEDS 5%.



Page 160 Sep 03/99


FAILURE

LRU FAULT CODE 76

DUAL NP CROSS−CHECK TORQUE SENSOR NO. 2 (NPXIF)

SYMPTOMS

SUSPECT LRU


1. TORQUE SENSOR NO. 2 2. HARNESS

PROCEED WITH CHECK AS PER LRU FAULT CODE 75

NOTE:

THIS FAULT IS SET IF NPT IS ABOVE 30%, FEATHER IS NOT COMMANDED, NO FAULT CODES FOR THE COILS ARE SET AND THE DIFFERENCE BETWEEN THE TWO NPT COIL READINGS EXCEEDS 5%.



Page 161 Sep 03/99


FAILURE

LRU FAULT CODE 78

INLET TEMPERATURE (T18IF)

SYMPTOMS

SUSPECT LRU

ARINC "EEC" TI.8 (211) = 0 °

1. T1.8 SENSOR 2. HARNESS 3. EEC


CHECK HARNESS CONTINUITY. LINES 160, 161 NO AND 162 LESS THAN OR EQUAL TO 0.5 OHM? YES

CHECK HARNESS. INSULATION RESISTANCE OF PINS P1−K, P1−J, P1−d, P4−3, P4−2 AND NO P4−1 TO OTHER PINS AND BACKSHELL ON CONNECTOR GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?


YES

CHECK T1.8 SENSOR. CONTINUITY ON LINES J4−3 TO J4−2 AND J4−3 TO J4−1 108 OHMS NOMINAL (REF. 72−01−60)? J4−2 TO J4−1 LESS THAN OR EQUAL TO 1 OHM?

REPLACE T1.8 SENSOR (REF. 72−01−60)

NO

YES CHECK T1.8 SENSOR. INSULATION RESISTANCE NO OF PINS J4 TO PROBE BODY GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?

REPLACE T1.8 SENSOR (REF. 72−01−60)


NOTE:

THIS FAULT IS SET IF THE INLET TEMPERATURE SENSOR LOCATED ON THE REAR INLET CASE DOES NOT PASS A RANGE CHECK WHEN NH IS ABOVE 66% (I.E. THE ENGINE RUNNING).



Page 162 Sep 03/99


LRU FAULT CODE

FAILURE

80

NH NO. 1 SENSOR HIGH RANGE (NH1IF)

SYMPTOMS

SUSPECT LRU


1. 2. 3. 4.

NH EXCEEDS 110% AND FAULT CODES LRU 12 AND 81 EXIST?

TAKE APPROPRIATE ACTION FOR NH OVERSPEED (REF. 05−50−00)

YES

NO CHECK HARNESS CONTINUITY. RESISTANCE ON LINES 163 AND 164 LESS THAN OR EQUAL TO 0.5 OHM?

NH OVERSPEED HARNESS NH SENSOR NO. 1 EEC

NO


NO


NO

REPLACE NH SENSOR NO. 1 (REF. 72−01−60)

YES CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS P14−3, P14−4, P1−Z P1−E TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC? YES CONTINUITY OF NH SENSOR NO. 1, PINS J5−3 TO J14−4, 36 TO 45 OHMS (COIL RESISTANCE)? YES REPLACE EEC (REF. 72−01−10)

NOTE:

THIS FAULT IS AUTOMATICALLY SET IF NH EXCEEDS 110%.



Page 163 Sep 03/99


LRU FAULT CODE

FAILURE

81

NH NO. 2 SENSOR HIGH RANGE (NH2IF)

SYMPTOMS

SUSPECT LRU


1. 2. 3. 4.

NH EXCEEDS 110% AND FAULT CODES LRU 12 AND 80 EXIST?

NH OVERSPEED HARNESS NH SENSOR NO. 2 EEC

TAKE APPROPRIATE ACTION FOR NH OVERSPEED (REF. 05−50−00)

YES


NO


NO


YES CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS P5−3, P5−4, P1−D, P1−Y TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC? YES REPLACE NH SENSOR NO. 2 (REF. 72−01−60)

CONTINUITY OF NH SENSOR NO. 2, PINS J5−3 NO TO J5−4, 36 TO 45 OHMS (COIL RESISTANCE)? YES CHECK NH SENSOR NO. 2. INSULATION RESISTANCE OF PINS J5−3 AND J5−4 TO OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?


NO




Page 164 Sep 03/99


LRU FAULT CODE

FAILURE

82

NH NO. 1 SENSOR LOW RANGE (NHECS1)

SYMPTOMS

SUSPECT LRU


1. 2. 3. 4.

WAS ENGINE SHUT DOWN BY INTERRUPTING FUEL SUPPLY WITH CONDITION LEVER IN UNFEATHERED POSITION? FAULT CODES LRU 12 AND 83 EXIST?

YES

IMPROPER ENGINE SHUTDOWN HARNESS NH SENSOR NO. 1 EEC

SYSTEM NORMAL


NO


NO


YES CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS P14−3, P14−4, P1−Z, P1−E AND OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC? YES CONTINUITY OF NH SENSOR NO. 1, PINS J14−3 TO J14−4, 36 TO 45 OHMS (COIL RESISTANCE)?


NO


NOTE:

THIS FAULT WILL BE SET ONCE A LOW RANGE FAILURE IS DETECTED (NH<30%), NPT IS ABOVE 30% AND FEATHER IS NOT COMMANDED.



Page 165 Sep 03/99


FAILURE

LRU FAULT CODE 83

NH NO. 2 SENSOR LOW RANGE (NHECS2)

SYMPTOMS



WAS ENGINE SHUT DOWN BY INTERRUPTING FUEL YES SUPPLY WITH CONDITION LEVER IN UNFEATHERED POSITION? DO FAULT CODES LRU 12 AND 82 EXIST?

IMPROPER ENGINE SHUTDOWN HARNESS NH SENSOR NO. 2 EEC SYSTEM NORMAL


NO


YES CHECK ENGINE HARNESS. INSULATION RESISTANCE BETWEEN PINS P5−3, P5−4, P1−D, P1−Y AND OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?

NO


YES REPLACE NH SENSOR NO. 2 (REF. 72−01−60)

NO CONTINUITY OF NH SENSOR NO. 2, J5−3 TO J5−4, 36 TO 45 OHMS (COIL RESISTANCE)? YES CHECK NH SENSOR NO. 2. INSULATION RESISTANCE OF PINS J5−3 AND J5−4 TO OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?

NO



THIS FAULT WILL BE SET ONCE A LOW RANGE FAILURE IS DETECTED (NH <30%), NPT IS ABOVE 30% AND FEATHER IS NOT COMMANDED.



Page 166 Sep 03/99


LRU FAULT CODE

FAILURE

84

DUAL NH CROSS−CHECK (NHXIF)

SYMPTOMS

SUSPECT LRU


1. HARNESS 2. NH SENSORS


CHECK HARNESS. CONTINUITY ON LINES 163, NO 164, 184 AND 185 LESS THAN 0.5 OHM? YES

CHECK HARNESS. INSULATION RESISTANCE OF PINS P14−3, P14−4, P5−3, P5−4, P1−Z, P1−E, P1−D AND P1−Y TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN 2 MEGOHMS AT 45 VDC?

NO


YES CHECK NH SENSORS. RESISTANCE BETWEEN PINS J14−3 AND J4−4 FOR SENSOR NO. 1 AND J5−3 AND J5−4 FOR SENSOR NO. 2 BETWEEN 36 AND 45 OHMS?

REPLACE NH SENSOR NO. 1 AND / OR SENSOR NO. 2 (REF. 72−01−60)

NO

YES

CHECK NH SENSOR NO. 2. INSULATION RESISTANCE OF PINS J5−3 AND J5−4 TO OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?

NO


YES

SYSTEM NORMAL

NOTE:

THIS FAULT IS SET IF NPT IS ABOVE 30%, FEATHER IS NOT COMMANDED, NO PREVIOUS FAULT CODES ARE SET FOR ANY OF THE NH PROBES AND THE DIFFERENCE BETWEEN THE TWO READINGS EXCEEDS 0.9%.



Page 167 Sep 03/99


LRU FAULT CODE

FAILURE

85

FAIL FIXED WRAPAROUND (HSS1IF)

SYMPTOMS

SUSPECT LRU

1. EEC FAULT LAMP ON (FAIL FIX) WHEN EEC IS NOT FAILED

1. AIRCRAFT WIRING AND RELAY 2. ENGINE HARNESS 3. MFCU 4. EEC

2. EEC FAULT LAMP OFF WHEN EEC IS FAILED

CHECK CONTINUITY OF AIRCRAFT FAIL FIXED RELAY. DISCONNECT P11. RESISTANCE BETWEEN PINS P11−AA AND P11− b EQUAL TO VALUE GIVEN IN AMM?

NO

REPAIR /REPLACE AIRCRAFT WIRING / RELAY (REF. AMM)

YES NO


NO


APPLY 28 VDC TO PINS P11−AA (+) AND P11− b (−). MANUAL LAMP OFF? YES CHECK ENGINE HARNESS. CONTINUITY ON LINES 131 AND 132 LESS THAN OR EQUAL TO 0.5 OHM? YES CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS J11−AA, J11− b, P2− c AND P2−H TO ALL OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?

NO


YES FAULT CODE LRU 92 ALSO SET (FOR STEPPER MOTOR IN MFCU)?

YES


NO REPLACE EEC (REF. 72−01−10) NOTE:

THE VOLTAGE SUPPLIED BY THE EEC TO THE FAIL FIXED RELAY AND THE MFCU STEPPER MOTOR COMES FROM THE SAME DRIVER. THEREFORE, A SHORT CIRCUIT TO GROUND ON ANY ONE OF THESE CIRCUITS WILL RESULT IN FAULT CODE LRU 85 BEING SET.



Page 168 Sep 03/99


LRU FAULT CODE

FAILURE

86

AUTO−IGNITION WRAPAROUND (LSS5IF)

SYMPTOMS

SUSPECT LRU

AUTO−IGNITION MAY NOT BE COMMANDED IF REQUIRED

1. AIRCRAFT WIRING AND RELAY 2. ENGINE HARNESS 3. EEC

CHECK CONTINUITY OF AIRCRAFT AUTO−IGNITION RELAY. DISCONNECT PIN P11. RESISTANCE BETWEEN PIN P11−B AND 28 VDC EQUAL TO VALUE GIVEN IN AMM?

NO


YES


APPLY GROUND TO PIN P11−B (−). IGNITION NO COMES ON (ASSUMING GOOD IGNITERS)? YES

CHECK ENGINE HARNESS. CONTINUITY OF LINE 136 LESS THAN 0.5 OHM?


NO

YES

CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS J11−B AND P1−C TO ALL OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN 2 MEGOHMS AT 45 VDC?

NO


YES


NOTE:

THIS FAULT IS SET IF EITHER THE AIRCRAFT / ENGINE SYSTEM IS NOT OPERATIONAL OR THE EEC IS DAMAGED INTERNALLY.



Page 169 Sep 03/99


FAILURE

LRU FAULT CODE 87

INTERCOMPRESSOR BLEED WRAPAROUND FAULT (HSS2IF)

SYMPTOMS

SUSPECT LRU

ENGINE SURGE MAY OCCUR AT ALTITUDE DURING RAPID PLA MANOEUVER.

1. ENGINE HARNESS 2. INTERCOMPRESSOR BLEED VALVE TORQUE MOTOR 3. EEC

FOLLOW CHECK AS PER LRU FAULT CODE 39

C26402A EEC Fault Isolation Figure 159


Page 170 Sep 03/99


FAILURE

LRU FAULT CODE 89

PLA PHASE 1 (PLA1IF)

SYMPTOMS

SUSPECT LRU

EEC FAULT LAMP ON (FAIL FIX) INTERCOMPRESSOR BLEED VALVE CONTROL DEGRADED NO NPT GOVERNING ARINC "TRIMMED" PLA (135) = 0 DEGREE ARINC "RAW" PLA (134) = 0 DEGREE ARINC "COMMANDED TORQUE" (341) = 0% CHECK HARNESS. CONTINUITY ON LINES 179, 180, 181 AND 182 LESS THAN OR EQUAL TO 0.5 OHM?

1. HARNESS 2. MFCU 3. EEC

NO


YES CHECK HARNESS. INSULATION RESISTANCE OF PINS P8−A, P8−B, P8−P, P8−C, P1−F, P1− a, P1−b NO AND P1− c TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN 2 MEGOHMS AT 45 VDC?


YES CHECK MFCU RVDT. CONTINUITY BETWEEN PINS J8−A AND J8−B 45 TO 85 OHMS, BETWEEN PINS J8−P AND J8−C 70 TO 150 OHMS AND BETWEEN PINS J8−R NO AND J8−C TO 76 TO 114 OHM?


YES CHECK MFCU RVDT. INSULATION RESISTANCE OF PINS J8−A AND J8−B TO OTHER PINS (EXCEPT TO EACH OTHER) NO AND BACKSHELL, AND PINS J8−P AND J8−C TO OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?



NOTE:

THIS FAULT IS SET IF THE PLA NO. 2 SIGNAL FROM THE MFCU RVDT FAILS A RANGE CHECK.



Page 171 Sep 03/99


FAILURE

LRU FAULT CODE 90

PLA PHASE 2 (PLA2IF)

SYMPTOMS

SUSPECT LRU

EEC FAULT LAMP ON (FAIL FIX) INTERCOMPRESSOR BLEED VALVE CONTROL DEGRADED NO NPT GOVERNING ARINC "TRIMMED" PLA (133) = 0 DEGREE ARINC "RAW" PLA (134) = 0 DEGREE ARINC "COMMANDED TORQUE" (341) = 0% CHECK HARNESS. CONTINUITY ON LINES P8−A / P1−F, P8−B/P1− a, P8−R/P1−G AND P8−C/P1− c LESS THAN OR EQUAL TO 0.5 OHM?


NO

REPLACE ELECTRICAL HARNESS

YES CHECK HARNESS. INSULATION RESISTANCE OF PINS P8−A, P8−B, P8−R, P8−C, P1−F, P1− a, P1−G NO AND P1− c TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?

REPLACE ELECTRICAL HARNESS

YES CHECK MFCU RVDT. CONTINUITY BETWEEN PINS J8−A NO AND J8−B FROM 45 TO 85 OHMS AND BETWEEN PINS J8−R AND J8−C FROM 76 TO 114 OHMS?


YES CHECK MFCU RVDT. INSULATION RESISTANCE OF PINS J8−A AND J8−B TO ALL OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL, AND PINS J8−R AND J8−C TO ALL OTHER PINS (EXCEPT TO EACH OTHER AND P) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?

NO



THIS FAULT IS SET IF THE PLA NO. 2 SIGNAL FROM THE MFCU RVDT FAILS A RANGE CHECK.



Page 172 Sep 03/99


LRU FAULT CODE

FAILURE

91

PLA TOTAL (PLAIF)

SYMPTOMS

SUSPECT LRU

EEC FAULT LAMP ON (FAIL FIX) INTERCOMPRESSOR BLEED VALVE CONTROL DEGRADED NO NPT GOVERNING ARINC "TRIMMED" PLA (135) = 0 DEGREE ARINC "RAW" PLA (134) = 0 DEGREE ARINC "COMMANDED TORQUE" (341) = 0%

ONLY FAULT CODE LRU 89 ALSO SET?


YES


YES


NO

ONLY FAULT CODE LRU 90 ALSO SET? NO

BOTH FAULT CODES LRU 89 AND 90 ALSO SET?

CARRY OUT CHECK AS PER LRU FAULT CODE 89 AND 90 TAKING CARE NOT TO REPEAT THE SAME TESTS

YES

NO


NOTE:

THIS FAULT IS SET IF THE PLA FAILS A RANGE CHECK.



Page 173 Sep 03/99


FAILURE

LRU FAULT CODE 92

STEPPER MOTOR PHASE FAULT (SMCFIF)

SYMPTOMS

SUSPECT LRU

EEC FAULT LAMP ON (FAIL FIX)

1. HARNESS 2. MFCU STEPPER MOTOR 3. EEC

CHECK HARNESS. CONTINUITY ON LINES 174, 175, 176, 177 AND 178 LESS THAN 0.5 OHM?

NO


NO


YES

CHECK HARNESS. INSULATION RESISTANCE OF PINS J8−G, P8−F, P8−S, P8−T, P8−H, P1−U AND P1−j, P1−X, P1− n AND P1− k TO OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN 2 MEGOHMS? YES

CHECK MFCU STEPPER MOTOR. CONTINUITY BETWEEN PINS J8−G AND J8−F, J8−G AND J8−S, J8−G AND J8−T AND J8−G AND J8−H BETWEEN 115 AND 155 OHMS?

NO


YES

CHECK MFCU STEPPER MOTOR. INSULATION RESISTANCE OF PINS J8−F, J8−G, J8−H, J8−S AND J8−T TO ALL OTHER PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?

NO


YES




Page 174 Sep 03/99


FAILURE

LRU FAULT CODE 93

STEPPER MOTOR INTERMITTENT PHASE FAULT (SMINTF)

SYMPTOMS

SUSPECT LRU

POSSIBLE RANDOM POWER OSCILLATIONS

IS LRU FAULT CODE 92 ALSO SET?

1. HARNESS 2. MFCU STEPPER MOTOR 3. EEC

YES

TROUBLESHOOT AS PER LRU FAULT CODE 92

NO

ARE ANY OTHER FAULT CODES ALSO SET?

YES

NOTE CODES FOR APPROPRIATE TROUBLESHOOTING LATER

NO

POWER PU EEC / CLEAR FAULT CODES AND SHAKE P1 CONNECTOR YES

IS FAULT CODE 93 SET? NO

REPLACE HARNESS

NO

CHECK HARNESS AND MFCU CONTINUITY. PINS U TO j; U TO X; U TO n AND U TO k TO BE BETWEEN 115 AND 165 OHMS (EVEN WHEN SHAKING P1)

CONTINUED ON SHEET 2 "B"

CONTINUED ON SHEET 2 "A"



Page 175 Sep 03/99


CONTINUED FROM SHEET 1 "A"

CONTINUED FROM SHEET 1 "B"

REPLACE EEC

CLEAN

CHECK FOR CONTAMINATION OF PINS U, j, X, n AND k DIRTY CLEAN CONNECTOR PER MAINTENANCE PROCEDURE (REF. 72−01−10), RECONNECT AND TORQUE CONNECTOR

SHAKE P8 CONNECTOR

YES

IS FAULT CODE 93 SET? NO REPLACE HARNESS

DISCONNECT P1 AND P8. TEST HARNESS LINES 174, 175, 176, 177 AND 178 FOR CONTINUITY SHAKING P8 CONNECTOR

NO

YES

REPLACE MFCU

CHECK CONTINUITY AND RESISTANCE BETWEEN THE MFCU PINS G TO F; G TO S; G TO T AND G TO H BETWEEN 115 AND 155 OHM WHILE GENTLY TAPPING THE SIDE OF THE MFCU CONNECTOR.

NO

YES CLEAN CONNECTOR PER MAINTENANCE PROCEDURE (REF. 72−01−10), RECONNECT AND TORQUE CONNECTOR CLEAN P1 AND P8 CONNECTOR PER MAINTENANCE PROCEDURE (REF. 72−01−10), CONNECT BOTH CONNECTORS BACK AND TORQUE THEM TO THE SPECIFIED TORQUE LEVELS



Page 176 Sep 03/99


FAILURE UPTRIM LAMP WRAPAROUND (LSS4IF) SYMPTOMS

SUSPECT LRU

1. UPTRIM LAMP ON AT ALL TIMES

1. UPTRIM LAMP RELAY 2. WIRING HARNESS 3. EEC

2. UPTRIM LAMP OFF WHEN OPPOSITE ENGINE HAS AUTOFEATHERED

UPTRIM LAMP RELAY OK (REF. AMM)?

NO

REPAIR / REPLACE (REF. AMM)

NO


YES

CONTINUITY ON LINE 135 LESS THAN OR EQUAL TO 0.5 OHM? YES

INSULATION RESISTANCE OF PIN P2−N TO ALL OTHER PINS AND SHELL P−2, AND J11−w TO ALL OTHER PINS AND SHELL J11, GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?

NO


YES


NOTE:

THIS FAULT IS SET IF THE UPTRIM LAMP DRIVER SYSTEM IS FOUND TO BE INCORRECT.



Page 177 Sep 03/99


FAILURE

LRU FAULT CODE

INCORRECT EEC CONFIGURATION INSTALLED

LAB

SYMPTOMS

SUSPECT LRU

EEC FAULT LAMP ON (FAIL FIX)

1. CHARACTERIZATION PLUG 2. EEC

REPLACE CHARACTERIZATION PLUG (REF. 72−01−10) OK?

YES

SYSTEM NORMAL

NO

REPLACE EEC (REF. 72−01−10) OK? YES

SYSTEM NORMAL



Page 178 Sep 03/99


SYMPTOMS

SUSPECT LRU

AT TAKE−OFF PLA, IN EEC MODE, TORQUE INDICATED WILL NOT MATCH TORQUE BUG. TORQUE BUG MAY OR MAY NOT BE ACHIEVED BY ADJUSTING PLA.

1. MFCU 2. OVERSPEED GOVERNOR 3. PY AIR TUBE

SET PLA AT FLIGHT IDLE. SELECT MANUAL MODE. ADJUST NO PLA TO TAKE−OFF OR FULL POWER LEVER TRAVEL. IS POWER SELECTION ATTAINABLE?

CHECK FOR REFERENCE PRESSURE LEAK (REF. 72−00−01, REFERENCE PRESSURE LEAK − UNABLE TO ACHIEVE TAKE−OFF POWER)

YES


C26410 Throttle Stagger Figure 167


Page 179 Sep 03/99


FAILURE DUAL AIRSPEED INPUT FAULT (IASIF) SYMPTOMS

SUSPECT LRU

POSSIBLE TORQUE SPLIT POSSIBLE DEGRADE ENGINE AND PROPELLER PERFORMANCE

SYMPTOMS AFTER BOTH LRU = 54 OR LRU = 19 ARE SET

1. EEC AND 2. ADC 3. WIRING

LRU 54

RECTIFY AS PER LRU FAULT CODE 54

LRU 19


NOTE:

THIS FAULT IS SET WHEN BOTH ARINC AIRSPEED INPUT FAULT (LRU = 54) AND DELTA P SENSOR FAULT (LRU = 17) ARE SET.

C26439 Dual Airspeed Input Fault Figure 168


Page 180 Sep 03/99


SYMPTOMS

SUSPECT LRU

ACTUAL OUTPUT TORQUE AT TAKE−OFF DOES NOT MATCH BUG WITH MATCHED PLAs.

SHUT DOWN ENGINE(S). TURN EEC POWER OFF. DISCONNECT P11. HOLDING TRIM SWITCH ON, CONTINUITY P11−g TO P11−MM LESS THAN OR EQUAL TO 0.5 OHM?

YES

1. WIRING HARNESS 2. AIRCRAFT WIRING

CHECK WIRING HARNESS. CONTINUITY ON LINES 127 AND 129 OK?

NO


YES

NO

REPAIR / REPLACE AIRCRAFT WIRING (REF. AMM)

CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS P2−X, P2−v, J11 −g AND AND J11−MM TO ALL OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?

NO


C68376 Unable to Trim Actual Power to Torque Bug Figure 169


Page 181 Sep 03/99


SYMPTOMS

SUSPECT LRU 1. IBV ORIFICE AND FILTER 2. IBV

NO EEC FAULT CODES FAILURE OF INTERCOMPRESSOR BLEED VALVE (IBV) TO OPEN AT CORRECT TIME WILL RESULT IN VERY NOISY ENGINE OR SURGING DURING ACCELERATION

IBV ORIFICE AND FILTER CHECK OK? (REF. 72−01−30)

CLEAN ORIFICE AND FILTER (REF. 72−01−30)

NO

YES

REPLACE IBV (REF. 72−01−30)

C26412 Noisy Engine/Surges at Intermediate Power Figure 170


Page 182 Sep 03/99


SYMPTOMS

SUSPECT LRU 1. MFCU 2. WIRING HARNESS 3. AIRCRAFT SYSTEM

MFCU REVERSION SYSTEM FAULT

NO

CHECK MFCU FOR DAMAGED PINS OK?


YES

CHECK MFCU SOLENOID PINS M TO N, 32 TO 55 OHMS, OK?

NO


YES

CONTINUITY LINES 139 NO AND 140 LESS THAN OR EQUAL TO 0.5 OHM?

REPLACE HARNESS (REF 72−01−10)

YES

AIRCRAFT SYSTEM OK? (REF. AMM)

NO

RECTIFY

YES

SYSTEM NORMAL

C68377 Instability or Engine Runaway Figure 171


Page 183 Sep 03/99


SYMPTOMS


1. WHEN AUTOFEATHER TEST IS SELECTED, ARMED LAMP DOES NOT ILLUMINATE. 2. WHEN TEST SWITCHES 1 AND 2 ARE ON, ANALOG NEEDLE OF TORQUE INDICATED DOES NOT INDICATE 60% TORQUE.

AFU ENGINE HARNESS AIRCRAFT WIRING TORQUE SENSOR NO. 1

3. WHEN TEST SWITCH IS RELEASED, OPPOSITE ENGINE UPTRIM LAMP DOES NOT ILLUMINATE.

SELECT ATO RATING. PRESS AUTOFEATHER TEST SWITCHES NO. 1 AND 2 ON. DOES ARMED LAMP ILLUMINATE?

YES

SYSTEM NORMAL

NO

CHANGE AFU ON ENGINE NO. 1. (REF. 72−01−10) DOES ARMED LAMP ILLUMINATE?

YES

SYSTEM NORMAL

YES

SYSTEM NORMAL

NO

REINSTALL AFU NO. 1. CHANGE AFU ON ENGINE NO. 2. (REF. 72−01−10) DOES ARMED LAMP ILLUMINATE? NO CONTINUED ON SHEET 2

C26414 Autofeather System Faults Figure 172 (Sheet 1 of 5)


Page 184 Sep 03/99



REINSTALL AFU NO. 2 (REF. 72−01−10). DISCONNECT P16 AND P6 ON AFU NO. 1 AND 2. TURN TEST SWITCH NO. 1 AND 2 ON. ARE THERE 28 VDC ON P16−N, P16− a AND P16−P TO BOTH AFU S ?

REPAIR/ REPLACE AIRCRAFT WIRING (REF. AMM)

NO

YES

CHECK AIRCRAFT WIRING FOR HIGH TORQUE SIGNAL. CONNECTION BETWEEN AFU NO. 1, P16−S TO AFU NO. 2, P16−R AND AFU NO. 1, P16−R TO AFU NO. 2, P16−S OK ?


NO

YES

CHECK AIRCRAFT WIRING CONTINUITY ON BOTH ENGINES NO. 1 AND 2 TO TORQUE SENSOR NO. 1. CONTINUITY BETWEEN P16−L AND P6−D, P16−K AND P6−C, P16−J AND P6−B, P16−H AND P6−A LESS THAN OR EQUAL TO 0.5 OHMS ?


NO

YES

CHECK AIRCRAFT WIRING FROM BOTH AFUS (P16−A). REINSTALL P16 AND P6 TO AIRCRAFT WIRING ON AFU NO. 1 AND 2

C26341 Autofeather System Faults Figure 172 (Sheet 2)


Page 185 Sep 03/99


WITH TEST SWITCHES NO. 1 AND 2 ON, DO BOTH TORQUE INDICATOR ANALOG NEEDLES READ 60%?

YES

SYSTEM NORMAL

NO

REPLACE AFU ON ENGINE THAT DOES NOT READ 60% TORQUE. OK?

YES

SYSTEM NORMAL

NO

REINSTALL AFU THAT WAS REMOVED. CONTINUITY AFU TO TORQUE INDICATOR OK?


NO

NO

CHECK AIRCRAFT WIRING CONTINUITY ON BOTH ENGINES NO. 1 AND 2 TO TORQUE SENSOR NO. 1. CONTINUITY P16−L TO P6−F, P16−K TO P6−G, P16−J TO P6−B AND P16−H TO P6−A LESS THAN OR EQUAL TO 0.5 OHM?


NO

YES




Page 186 Sep 03/99



CHECK TORQUE SENSOR NO. 1. COIL RESISTANCE OF PINS J6−A TO J6−B BETWEEN 557 AND 589 OHMS? IS J6−G TO J6−F 108 OHMS NOM. AT 20 ° C (RTD RESISTANCE)?


NO

YES

REPLACE AIRCRAFT TORQUE INDICATOR (REF. AMM)



Page 187 Sep 03/99


ENGINE NO. 2 UPTRIM LAMP ON WHEN TEST SWITCH NO. 1 RELEASED

YES

SYSTEM NORMAL

NO CHECK CONTINUITY. ENGINE NO. 2 HARNESS LINE 135 LESS THAN OR EQUAL TO 0.5 OHM?

REPAIR / REPLACE ENGINE HARNESS

NO

YES CHECK ENGINE HARNESS. INSULATION RESISTANCE ENGINE NO. 2 HARNESS P2−N AND J11−w TO ALL OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?


NO

YES REPLACE EEC ON ENGINE NO. 2. RETRY AUTOFEATHER TEST. UPTRIM LAMP ENGINE NO. 2 ILLUMINATES?

YES

SYSTEM NORMAL

NO YES

REINSTALL EEC ON ENGINE NO. 2. AIRCRAFT WIRING TO P11 − w OK?

SYSTEM NORMAL

NO REPLACE AFU ON ENGINE NO. 1. UPTRIM LAMP WORK?

YES

SYSTEM NORMAL

NO INVESTIGATE AIRCRAFT WIRING AND SYSTEM FROM AFU NO. 1 P16−B (LOW TORQUE INDICATOR DRIVER)



Page 188 Sep 03/99


SYMPTOMS

SUSPECT LRU

WITH ALL CONDITIONS PRESENT TO ARM AUTOFEATHER SYSTEM ON TAKEOFF, SYSTEM DOES NOT ARM

SELECT ATO RATING. PRESS AUTOFEATHER TEST SWITHES NO. 1 AND 2 ON WITH ENGINE NO. 1 RUNNING AT GROUND IDLE. RELEASE TEST SWITCH NO. 1. AUTOFEATHER OPERATES NORMALLY?

1. AFU 2. ENGINE HARNESS 3. AIRCRAFT WIRING

CARRY OUT INVESTIGATION AS PER LRU FAULT CODE 91

NO

YES

ANALOG TORQUE INDICATION = 0?

YES

CHECK TORQUE SHAFT

NO

INVESTIGATE AIRCRAFT WIRING TO PLA ENABLE MICROSWITCHES (REF. AMM). OK?

YES

SYSTEM NORMAL

C26418 Autofeather System Does not Arm on Takeoff Figure 173


Page 189 Sep 03/99


SYMPTOMS

SUSPECT LRU

WHEN PROPELLER IS FEATHERED, ENGINE POWER INCREASES, CAUSED BY NPT GOVERNING NOT BEING CANCELLED WHEN PROPELLER IS FEATHERED SET CONDITION LEVER AT FUEL CUTOFF POSITION. TURN EEC POWER OFF. REMOVE CONNECTOR P2 FROM EEC. ARE THERE 28 VDC ON P2 − s OF ENGINE HARNESS?

1. 2. 3. 4.

YES

AFU ENGINE HARNESS AIRCRAFT WIRING EEC

REPLACE EEC

NO CHECK CONTINUITY. ENGINE HARNESS LINE 134 LESS THAN OR EQUAL TO 0.5 OHM?


NO

YES CHECK ENGINE HARNESS. INSULATION RESISTANCE OF PINS P2 −s AND J11 −j TO ALL OTHER PINS AND BACKSHELL ON CONNECTORS GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?


NO

YES INVESTIGATE AIRCRAFT WIRING. ARE THERE 28 VDC ON ENGINE HARNESS DISCONNECT P11 − j WHEN PROPELLER IS FEATHERED?

NO RECTIFY

YES SYSTEM NORMAL

C26419 Engine Power Increases as Propeller is Feathered Figure 174


Page 190 Sep 03/99

PW127 Maintenance Manual chapter 72-00

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