PW127 Maintenance Manual Chapter 72 00 PDF

PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3045542
LIST OF EFFECTIVE PAGES
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
LEP 1 Jan 24/2006 20 Nov 04/2005
2 Jan 24/2006 21 Nov 04/2005
3 Jan 24/2006 22 Nov 04/2005
4 Jan 24/2006 23 Nov 04/2005
5 Jan 24/2006 24 Nov 04/2005
6 Jan 24/2006 25 Nov 04/2005
7 Jan 24/2006 26 Nov 04/2005
8 Jan 24/2006 27 Nov 04/2005
28 Nov 04/2005
Contents 1 Jan 24/2006 29 Nov 04/2005
2 Jan 24/2006 30 Nov 04/2005
3 Jan 24/2006 31 Nov 04/2005
4 Jan 24/2006 32 Nov 04/2005
5 Jan 24/2006 33 Nov 04/2005
6 Jan 24/2006 34 Nov 04/2005
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72-00-00 1 Nov 04/2005 42 Nov 04/2005
Description and 2 Nov 04/2005 43 Nov 04/2005
Operation 3 Nov 04/2005 44 Nov 04/2005
4 Nov 04/2005 45 Nov 04/2005
5 Nov 04/2005 46 Nov 04/2005
6 Nov 04/2005 47 Nov 04/2005
7 Nov 04/2005 48 Nov 04/2005
8 Nov 04/2005 49 Nov 04/2005
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10 Nov 04/2005 51 Nov 04/2005
11 Nov 04/2005 52 Nov 04/2005
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16 Nov 04/2005 57 Nov 04/2005
17 Nov 04/2005 58 Nov 04/2005
18 Nov 04/2005 59 Nov 04/2005
19 Nov 04/2005 60 Nov 04/2005
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72-00-00 101 Sep 03/99 239 Nov 04/2005
Fault Isolation 102 blank Sep 03/99 240 Nov 04/2005
241 Nov 04/2005
72-00-00 201 Nov 04/2005 242 Nov 04/2005
Maintenance 202 Nov 04/2005 243 Nov 04/2005
Practices 203 Nov 04/2005 244 Nov 04/2005
204 Nov 04/2005 245 Nov 04/2005
205 Nov 04/2005 246 Nov 04/2005
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255 Nov 04/2005 339 May 02/2003
256 blank Nov 04/2005 340 May 02/2003
341 May 02/2003
72-00-00 301 May 02/2003 342 blank May 02/2003
Servicing 302 May 02/2003
303 May 02/2003 72-00-00 401 Mar 11/2005
304 May 02/2003 Removal/ 402 Mar 11/2005
305 May 02/2003 Installation 403 Mar 11/2005
306 May 02/2003 404 Mar 11/2005
307 May 02/2003 405 Mar 11/2005
308 May 02/2003 406 Mar 11/2005
309 May 02/2003 407 Mar 11/2005
310 May 02/2003 408 Mar 11/2005
311 May 02/2003 409 Mar 11/2005
312 May 02/2003 410 blank Mar 11/2005
313 May 02/2003
314 May 02/2003 72-00-00 501 Mar 09/2001
315 May 02/2003 Adjustment/ 502 Mar 01/2002
316 May 02/2003 Test 503 Jul 13/2001
317 May 02/2003 504 Mar 09/2001
318 May 02/2003 505 Jul 13/2001
319 May 02/2003 506 Jul 13/2001
320 May 02/2003 507 Mar 01/2002
321 May 02/2003 508 Mar 01/2002
322 May 02/2003 509 Mar 01/2002
323 May 02/2003 510 Jul 13/2001
324 Mar 11/2005 511 Mar 01/2002
325 May 02/2003 512 Mar 01/2002
326 May 02/2003 512 A Jul 13/2001
327 May 02/2003 512 B blank Jul 13/2001
328 May 02/2003 513 Mar 01/2002
329 May 02/2003 514 Jan 16/2004
330 May 02/2003 515 Mar 09/2001
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333 May 02/2003 518 blank Mar 09/2001
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525 Jan 16/2004 632 G Jan 24/2006
526 Mar 09/2001 632 H Jan 24/2006
632 I Jan 24/2006
72-00-00 601 Jan 24/2006 632 J Jan 24/2006
Inspection 602 Jan 24/2006 632 K Jan 24/2006
Check 603 Jan 24/2006 632 L Jan 24/2006
604 Jan 24/2006 632 M Jan 24/2006
605 Jan 24/2006 632 N Jan 24/2006
606 Jan 24/2006 632 O Jan 24/2006
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632 A Jan 24/2006 646 Jan 24/2006
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632 C Jan 24/2006 648 Jan 24/2006
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653 Jan 24/2006 72-00-00 701 Jan 24/2006
654 Jan 24/2006 Cleaning/ 702 Jan 24/2006
655 Jan 24/2006 Painting 703 Jan 24/2006
656 Jan 24/2006 704 Jan 24/2006
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724 Jan 24/2006 125 Nov 04/2005
725 Jan 24/2006 126 Nov 04/2005
726 Jan 24/2006 127 Nov 04/2005
128 Nov 04/2005
72-00-00 801 Mar 01/2002 129 Nov 04/2005
Approved 802 Mar 01/2002 130 Nov 04/2005
Repairs 803 Mar 01/2002 131 Nov 04/2005
804 Mar 01/2002 132 Nov 04/2005
805 Mar 01/2002 133 Nov 04/2005
806 Mar 01/2002 134 Nov 04/2005
807 Mar 01/2002 135 Nov 04/2005
808 Mar 01/2002 136 Nov 04/2005
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810 Jan 16/2004 138 Nov 04/2005
811 Jan 16/2004 139 Nov 04/2005
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72-00-01 101 Nov 04/2005 142 Nov 04/2005
Fault Isolation 102 Nov 04/2005 143 Nov 04/2005
103 Nov 04/2005 144 Nov 04/2005
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141 Sep 03/99
72-00-02 101 Oct 20/2000 142 Sep 03/99
Fault Isolation 102 Sep 03/99 143 Sep 03/99
103 Oct 20/2000 144 Sep 03/99
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170 Sep 03/99
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172 Sep 03/99
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MAINTENANCE MANUAL
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
G. Alternate/Emergency Fuels 78
5. Engine - Approved Lubricating Oils 78
A. General 78
B. Approved Oils 79
Page 1
72-00 CONTENTS Jan 24/2006
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - DESCRIPTION AND OPERATION (Contd) 72-00-00
C. Dupont Oil Blue Dye (PWC05-026) 80

D. Oil Drain Period 80
E. Oil Analysis 83
ENGINE - FAULT ISOLATION 72-00-00
1. General 101
2. Consumable Materials 101
3. Special Tools 101
4. Fixtures, Equipment and Supplier Tools 101
5. Fault Isolation Chart Locations 101
ENGINE - MAINTENANCE PRACTICES 72-00-00
1. General 201
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
Page 2
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - MAINTENANCE PRACTICES (Contd) 72-00-00
8. Locking 207
A. General 207
B. Keywashers 207
C. Lockwire 210
D. Retaining Rings 212
9. Marking of Parts 212
A. General 212
B. Permanent Marking 217
C. Temporary Marking 217
10. Lubrication 219
A. General 219
11. Tube-to-Boss Elbows, Elbow Adapters, Elbow Assemblies, Tees
and Tee Assemblies 219
A. Removal 219
B. Installation 219
12. Straight Nipples or Adapters, Bulkhead Couplings and Tube
Connector Nipples 221
A. Installation 221
13. Wiring Harness Connectors 221
A. General 221
B. Installation Procedure 221
14. Inspection 225
A. General 225
B. Inspection Procedures 225

C. Inspection Terms 226
D. Inspection Gages 226
Page 3
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - MAINTENANCE PRACTICES (Contd) 72-00-00
E. Magnetic Particle Inspection 231

F. Fluorescent Penetrant Inspection 231
G. Inspection of Fuel, Oil and Air Filters 232
15. 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
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
Page 4
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - SERVICING (Contd) 72-00-00
G. Installation of Turbomachinery in Shipping Container 319

6. 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
7. Shipping 329
A. General 329
B. Shipping Method 331
8. Oil Draining 332
A. Main Oil Tank and/or RGB 332
9. Chip Collector - Replacement 333
A. Procedure 333
10. Oil System Flushing and Filling 335
A. Procedure 335
11. Oil System Filling 337
A. Oil Filling Procedure 337
B. Replenishing Empty Oil System 338
12. Oil Level Check and Top-up 339
A. General Oil Level Check 339
B. Top-up 339
Page 5
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - SERVICING (Contd) 72-00-00
13. Oil Consumption Trend Monitoring 340

A. General 340
B. Procedure 340
ENGINE - REMOVAL/INSTALLATION 72-00-00
1. General 401
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
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
Page 6
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - ADJUSTMENT/TEST (Contd) 72-00-00
C. 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
D. Start 504
9. Shutdown 507
A. Procedure 507
10. 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
5. Periodic Inspection 602
6. Rotor Components - Service Life 602
7. Engines with Defects Outside Specified Limits 602
Page 7
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - INSPECTION/CHECK (Contd) 72-00-00
8. Low Pressure and High Pressure Impellers - Foreign Object

Damage 603
A. LP Impeller 603
B. HP Impeller 609
9. 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 629

N. Combustion Chamber Liner Assembly, HP Turbine Vane Ring
Segments and HP Turbine Blades 631
O. LP Turbine Blades and Stator Assembly 632C
P. Power Turbine Stator Assembly and First-stage Blades 632E
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
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - INSPECTION/CHECK (Contd) 72-00-00
10. 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
11. 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. Visual Inspection 689
ENGINE - CLEANING/PAINTING 72-00-00

1. General 701
5. Engine Cleaning 702
A. External Wash 702
B. Compressor Wash 702
Page 9
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - CLEANING/PAINTING (Contd) 72-00-00
C. Turbine Wash 719

ENGINE - APPROVED REPAIRS 72-00-00
1. General 801
5. Helical Coil Insert Replacement 802
A. General 802
B. Procedure (same size insert replacement) 802
C. Procedure (oversize insert replacement) 802
6. Keensert Insert Replacement 803
A. Procedure 803
7. Stud Replacement 806
A. Procedure 806
8. Stud Hole Repair 808
A. Procedure 808
9. Anodic Film Repair of Aluminum 808
A. Procedure 808
10. Chromate Surface Repair of Magnesium 809
A. General 809
B. Procedure 810
11. Jacking Insert Replacement 811
A. Procedure 811
1. General 101
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
ENGINE - FAULT ISOLATION (Contd) 72-00-01

5. Fault Isolation Fault Index 101
1. General 101
5. Electronic Fuel Control System 101
A. Procedures 101
6. Servicing Connectors with Aircraft Electrical Power On 103
A. Procedure 103
7. Fault Isolation Fault Index 104
8. Fault Isolation Steps 106
Page 11/12
MAINTENANCE MANUAL
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 oclock positions on the front housing flange are two lifting
brackets.
(2) Rear Housing
The rear housing carries the second-stage reduction gear and drive pinions,
propeller shaft rear roller bearing, second-stage reduction gear rear roller bearings,
front roller bearing of the input shaft and the front roller bearings of both first-stage
helical gears.
72-00-00 Page 1
ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
MAINTENANCE MANUAL
NP PULSE PICKUP
PROBE
ENGINE FRONT
MOUNTING PAD
TORQUE MOUNTING PAD
AMBIENT PRESSURE
TRANSDUCER
TOTAL INLET
PRESSURE TRANSDUCER
OIL INLET
(FROM REMOTE
OIL COOLER)
OIL PRESSURE MAIN OIL PRESSURE
REGULATING VALVE LOW OIL PRESSURE SENSOR
SWITCH
FUEL PUMP
OUTLET FILTER
MECHANICAL T6 BUSBARS
FUEL CONTROL UNIT
MOUNTING PAD
FUEL INLET
OIL PRESSURE
FILTER IMPENDING
BYPASS INDICATOR
OIL PRESSURE
FILTER
CHIP DETECTOR
OIL LEVEL INDICATOR
ENGINE ELECTRONIC
CONTROL
GEARBOX DATA PLATE
TORQUE SENSOR
C61309B
Typical Engine
Figure 1 (Sheet 1 of 2)
72-00-00 Page 2
MAINTENANCE MANUAL
REAR ENGINE
MOUNTING PAD
ENGINE FRONT
MOUNTING PAD
TORQUE
ACCESSORY GEARBOX MOUNTING PAD
BREATHER TUBE TORQUE SENSOR
IGNITION EXCITER
AIR INLET
IGNITION HARNESS
REDUCTION GEARBOX
SCAVENGE OIL FILTER
OIL OUTLET
(TO REMOTE
NO. 6 & 7 BEARING OIL PUMP OIL COOLER)
SCAVENGE PIPE PACK
PRESSURIZING AIR SUPPLY PIPE
FUEL PUMP
INLET FILTER
GEARBOX OIL
PRESSURE PIPE
IGNITER PLUG
ENGINE FRONT
MOUNTING PAD
HIGH PRESSURE ROTOR (NH)

PULSE PICKUP PROBE
STARTER MOUNTING PAD
TOTAL INLET
TEMPERATURE SENSOR
OIL TO FUEL
OIL SCAVENGE FILTER HEATER ELECTRIC FEATHERING
IMPENDING BYPASS INDICATOR ENGINE DATA PLATE PUMP MOUNTING PAD
T6 TRIM RESISTOR
C61311A
Typical Engine
Figure 1 (Sheet 2)
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MAINTENANCE MANUAL
PRESSURE/TEMPERATURE STATIONS
P0/T0 P1/T1 P1.5/T1.5 P1.8/T1.8 P2/T2
BEARINGS 1 2
FLANGES A B C D
C11121D_1
Bearings, Flanges and Stations
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MAINTENANCE MANUAL
P2.5/T2.5 P4/T4 P6/T6 P7/T7 P8/T8
P3/T3 P5/T5
3 4 5 6 7
E F K
C11121D_2
Bearings, Flanges and Stations
Figure 2 (Sheet 2)
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MAINTENANCE MANUAL
TOP MOUNTING
PAD
ACCESSORY
DRIVE COVER REAR HOUSING
INPUT DRIVE LIFTING BRACKETS

HOUSING
FRONT HOUSING
PROPELLER SHAFT
PROPELLER SHAFT
FLANGE
ENGINE MOUNTING
PAD
ENGINE
MOUNTING PAD
TORQUE MOUNT
FEATHERING PUMP DATA PLATE

MOUNT PAD
PROPELLER SHAFT
SEAL DRAIN
GEARSHAFT
COVERS
TORQUE
MOUNT
CHIP DETECTOR
AND STRAINER
C38713
Reduction Gearbox - 34 View
Figure 3
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MAINTENANCE MANUAL
PROPELLER REDUCTION GEARBOX REDUCTION GEARBOX

MOUNTING FLANGE FRONT HOUSING REAR HOUSING
OVERSPEED GOVERNOR
DRIVE GEARSHAFT
135 TOOTH SECOND

PROPELLER STAGE SPUR GEAR
SHAFT SEAL
PROPELLER SHAFT
38 TOOTH SECOND
PROPELLER SHAFT STAGE SPUR GEAR
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
FIRST STAGE GEARSHAFT
HELICAL GEAR
C69157
Reduction Geartrain
Figure 4
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MAINTENANCE MANUAL
MANUAL CONTROL
SOLENOID VALVES
PROPELLER BRAKE
C38712
Propeller Brake and Propeller Brake Control - 3/4 View
Figure 5
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MAINTENANCE MANUAL
The front engine three main mounting pads are located as follows: two on either
side of the housing, and the third at the top center. Torque mounts are located at the
5 and 7 oclock positions on the housing.
The accessory drive cover is mounted on the top rear face.
The propeller (NP) pulse pickup probe is installed in a mounting pad at the
11 oclock position.
On the bottom right side is a pad for the chip detector and oil strainer. Another chip
detector and strainer are installed on the upper left side.
The propeller valve module is mounted on a pad behind, and driven by, the
propeller shaft.
(3) Input Drive Housing
The input drive housing carries the rear roller bearings of the input driveshaft and
both layshafts.
Two torque sensors are mounted on pads located opposite one another on the
horizontal centerline of the input drive housing.
(4) Accessory Drives
The overspeed governor/pump assembly is mounted on the right pad and driven by
the 135-tooth second-stage gear. An oil cooled integrated drive generator (IDG)
is mounted on the left pad and is driven by the idler gear, which is also driven by the
135-tooth second-stage gear.
B. Turbomachinery
The turbomachinery consists of four sections, contained in six casings (Ref. Fig. 6). The
casings are bolted together at flanges (Ref. Fig. 2).
(1) Air Inlet Section
The air inlet section consists of the front inlet case and the rear inlet case bolted
together at flange C.
The front inlet case has the engine electronic control (EEC) and autofeather unit
(AFU) mounted on the left side, and the fuel-cooled oil cooler, ignition exciters and
turbomachinery data plate on the right side. An access plate is on its top surface.
The forward flange of the front inlet case has two integral lifting brackets and is
connected to the RGB at flange B.
The rear inlet case joins the front case to the low pressure (LP) diffuser case at
flange D. The case contains two bearings (No. 1 and 2) and seals for the power
turbine shaft. Mounting pads are provided for accessories. The engine oil tank forms
part of the casing.
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MAINTENANCE MANUAL
INTERCOMPRESSOR CASE GAS GENERATOR CASE

OIL TANK
COMPRESSOR
TURBINE SECTION INLET SECTION
SECTION
COMBUSTION
SECTION
TURBINE
FRONT INLET CASE
SUPPORT DIFFUSER REAR INLET CASE
CASE FUEL MANIFOLD EXIT
& NOZZLES DUCTS L.P. DIFFUSER CASE
C69158A
Turbomachinery
Figure 6
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MAINTENANCE MANUAL
(2) Compressor Section
The compressor section comprises the low pressure (LP) and high pressure (HP)
independent centrifugal impellers. These are contained within the LP diffuser case
(flange D to E) and the intercompressor case (flange E to F) and the front of the
gas generator case (flange F to K).
Diffuser pipes connect the diffuser case, which contains the LP impeller, to the
intercompressor case. Two ball bearings (No. 3 and 4) are housed in the
intercompressor case. The No. 5 roller bearing is contained in the gas generator
case.
A lifting bracket is located at the twelve oclock position on flange K of the gas
generator case.
A Y-adapter and non-return valve are located at the 12 oclock position on the
intercompressor case to supply low pressure air for use in the environment control
system of the aircraft.
(3) Combustion Section
The annular reverse-flow combustion chamber is contained in the gas generator

case. The fuel manifold is mounted around the exterior of the gas generator case,
with spray nozzles which protrude into the combustion chamber liner. Two
igniter plug bosses are provided on the gas generator case, with corresponding
bosses in the liner. The gas generator case incorporates an air bleed pad through
which P3 air is supplied for off-engine use at low power and during starting.
(4) Turbine Section
The LP and HP turbines are housed in the rear of the gas generator case, and the
power turbines (PT) in the turbine support case. Concentric shafts connect the
two-stage power turbine to the gearbox and the single-stage LP and HP turbines to
the impellers. The central PT shaft is supported by the No. 1 (ball), No. 2 (roller)
and No. 7 (roller) bearings. The intermediate LP turbine shaft is supported by the
No. 3 (ball) and No. 6 (roller) bearings. The HP turbine shaft (integral with
impeller) is supported by the No. 4 (ball) and No. 5 (roller) bearings.
C. Accessory Drives (Ref. Fig. 7)
An inclined bevel gearshaft (5) transmits drive from a gear (4), secured to the impeller
(3) forward of No. 4 bearing, to the bevel gear (2) of the accessory drive coupling gearshaft
(1). The centrifugal breather impeller (8) is mounted on the gearshaft (1). A spur gear
(14) drives the fuel pump driveshaft (6) through gear (11), and another spur gear (7)
meshes with gear (10) on the starter-generator driveshaft (9). Provision is made for
hand cranking the HP rotor using a socket wrench extension tool in the end of the
starter-generator driveshaft. Access is gained after removal of a cover opposite the
starter-generator. The oil pumps are driven by driveshaft (13) through bevel gears
(12) and (15).
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MAINTENANCE MANUAL
2
1
10 7 14
16
9
11
12
8
5
13
15
3 4
C11186C
Turbomachinery Accessory Drive Geartrain
Figure 7
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MAINTENANCE MANUAL
Key to Figure 7
1. Accessory Drive Coupling Gearshaft

2. Bevel Gear
3. HP Impeller
4. Bevel Gear
5. Gearshaft
6. Fuel Pump Driveshaft
7. Spur Gear
8. Centrifugal Breather Impeller
9. Starter-generator Driveshaft
10. Spur Gear
11. Spur Gear
12. Bevel Gear
13. Oil Pump Driveshaft
14. Spur Gear
15. Bevel Gear
16. Bevel Gear (Ref.)
D. 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: The term Not Used is given to bearing numbers which are not, at this
time, applicable to the engine model specified in this manual.
(2) 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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MAINTENANCE MANUAL
No. 18 No. 15
BEARING BEARING
B B
A A
No. 19 No. 9 No. 8

BEARING BEARING BEARING
C32417C_1
Bearing Identification
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MAINTENANCE MANUAL
No. 27 No. 25 No. 25 No. 28 No. 28 No. 29 No. 7

BEARING BEARING BEARING BEARING BEARING BEARING BEARING
(FRONT) (REAR) (FRONT) (REAR) (LOWER)
No. 1 No. 2 No. 3 No. 30 No. 4 No. 5 No. 6

BEARING BEARING BEARING BEARING BEARING BEARING BEARING
C32417C_2
Figure 8 (Sheet 2)
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MAINTENANCE MANUAL
FWD
NO.14 NO.14
BEARING BEARING
NO.13 NO.13
BEARING BEARING
NO.12 NO.12
BEARING BEARING
NO.8
NO.11 BEARING NO.11
BEARING NO.9 BEARING
BEARING
SECTION AA
NO.22
BEARING
FWD (FRONT)
NO.20 NO.23
BEARING BEARING
(FRONT) (FRONT)
NO.20
BEARING NO.23
(REAR) BEARING
NO.22 (REAR)
BEARING
(REAR)
SECTION BB
C33359
Figure 8 (Sheet 3)
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MAINTENANCE MANUAL
F
W
D NO. 25 BEARING
(FRONT)
NO. 26 BEARING NO. 24 BEARING

(FRONT) (FRONT)
NO. 26 BEARING NO. 24 BEARING

(REAR) (REAR)
NO. 25 BEARING
(REAR)
SECTION CC
C32419
Figure 8 (Sheet 4)
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MAINTENANCE MANUAL
(3) Reduction Gearbox Bearings
The RGB bearings have numbers per Table 2.
TABLE 2, Reduction-gearbox Bearing Identification

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
18 Propeller Shaft Ball
19 Propeller Shaft Roller
20 (Front and Rear) Overspeed-governor Drive Gearshaft Roller
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

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

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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MAINTENANCE MANUAL
TO
OIL
REDUCTION OIL TO FUEL HEATER
COOLER
GEARBOX
OIL PRESSURE
AIR FROM NO.3 & 4
TRANSDUCER
BEARING CAVITY
PRESSURE
LOW OIL
PRESSURE REGULATING
SWITCH VALVE
RESTRICTOR
MAIN OIL
PRESSURE
FILTER
IMPENDING
BYPASS
INDICATOR
PRESSURE REIEF
VALVE
FROM OIL COOLER TO OIL COOLER

VIA IDG HEAT
OIL PUMP
EXCHANGER
(PRESSURE)
C69190_1A
Turbomachinery Oil System - Schematic
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MAINTENANCE MANUAL
CHECK VALVE
BLEED LINE
RESTRICTOR
OIL TEMP.
BULB
ACCESSORY STRAINER
GEARBOX
HAFT
M H.P. S
VENT
INLET STRUT
GRAVITY DRAIN
AFT FRO
ANTI ICING DRIVESH
STRAINER STRAINER STRAINER
VENT
NO.1 & 2 NO.3 & 4 NO.5 NO.6 & 7

BEARING CAVITY BEARING CAVITY BEARING CAVITY BEARING CAVITY
JET PUMP
GRAVITY
DRAIN
BLOWDOWN
OIL TANK
STRAINER
SCREEN CHIP DETECTOR

SCAVENGE FROM
REDUCTION GEARBOX
NO.6 & 7 CAVITY
SCAVENGE PUMP
PRESSURE OIL
SCAVENGE OIL
VENT AIR
DRAIN AND UNPRESSURIZED OIL
C69190_2A
Turbomachinery Oil System - Schematic
Figure 9 (Sheet 2)
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MAINTENANCE MANUAL
ELECTRIC
FEATHERING PUMP
PROPELLER VALVE
MODULE PUMP
RESTRICTOR
MAIN OIL PRESSURE

OVERSPEED FROM TURBOMACHINERY
GOVERNOR
R.G.B. AUXILLARY
GOVERNING OIL TANK
OVERSPEED MODE (PRESSURIZED)
MODE
DRAIN
PRESSURE OIL
PROPELLER DISTRIBUTION BY
VALVE MODULE INTERNAL GALLERIES
DRAIN
PROPELLER
ACTUATOR
CHIP DETECTOR
SIGNAL PRESSURE OIL
ENGINE OIL (PRESSURE)

PROPELLER VALVE MODULE
SCREEN OIL (BOOSTED)
SCAVENGE OIL
REDUCTION GEARBOX
REDUCTION GEARBOX TURBOMACHINERY
SCAVENGE PUMP
REDUCTION GEARBOX
SCAVENGE FILTER
MAIN OIL TANK
BYPASS
IMPENDING
BYPASS
INDICATOR
C38658
Reduction Gearbox Oil System - Schematic
Figure 10
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MAINTENANCE MANUAL
OIL IN
OIL OUT
PORT NOT
USED
BEARING OIL
PRESSURE SENSING
AIR PRESSURE SENSING

FROM NO.3 & NO.4
BEARING CAVITY
C31422
Oil Pressure Regulating Valve - 34 Cutaway
Figure 11
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MAINTENANCE MANUAL
Oil goes through internal passages to the check valve housing. After entering
the housing, the oil flows in two directions. One part goes through an internal
passage in the housing wall, past the temperature bulb and externally to a
connection on the rear inlet case. The other part goes through the check valve
after 25% NH has been exceeded.
From the connection on the rear inlet case, oil flows by internal passages to
the accessory gearbox through the inlet struts (for de-icing) to the No. 1 and 2
bearing cavity. Some of the accessory gearbox oil flows via a strainer to
lubricate the drive gears and associated components. Oil flowing to the No. 1
and 2 bearing cavity passes through a strainer. Pressure oil is also used to
actuate a jet pump which scavenges No. 2 bearing area.
The check valve consists of a piston valve and spring in a ported sleeve.
During starting and shutdown, the valve stops oil going to the No. 3, 4, 5, 6
and 7 bearing cavities when pump outlet pressure is below a minimum value.
This ensures that sufficient pressurized air is available at the bearings to
enable the seals and blowdown scavenge system to function correctly and
prevent oil flooding. From the check valve, oil flows through strainers to lubricate
the bearings and associated components in the bearing cavities. Oil flows
through a restrictor before reaching the strainer in the line to the No. 6 and 7
bearing cavity.
Oil flows through tubes to the oil-to-fuel heater and fuel-cooled oil cooler, then
to the reduction gearbox and oil-cooled AC generator.
The fuel-cooled oil cooler (Ref. Fig. 12) is a heat exchanger with two flow
circuits: engine lubricating oil and fuel. The oil circuit has two flow paths (bypass
and internal) and a valve that controls flow between the paths. The valve
remains in the open position, allowing oil to bypass the core until the temperature
reaches 60 to 71C (140-160F). Within this temperature range bypass flow
is cut off and routed through the internal path. To ensure the cooler is not over
pressurized, the valve opens, allowing oil to bypass when the pressure
differential across the valve exceeds 40 psig (276 kPa).
(b) Reduction Gearbox
Inside the gearbox (Ref. Fig. 10) the oil flows into an auxiliary oil tank (which
is part of the casting). The auxiliary tank is pressurized when the engine is
running, and is always full of oil (even when the engine is not running).
Oil from the tank flows, by internal passages and tubes, to the electric feathering
pump and the propeller valve module (PVM) pump. The PVM receives
pressure oil from the electric feathering pump and the PVM pump and signal
pressure oil from the overspeed governor (when in the governing mode). In the
overspeed mode, signal pressure oil is drained through the overspeed
governor. Pressure oil from the PVM actuates the pitch control mechanism in
the propeller.
Oil from the auxiliary tank is distributed through internal galleries to the
reduction and accessory geartrains and bearings.
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MAINTENANCE MANUAL
OIL IN OIL OUT
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
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MAINTENANCE MANUAL
(2) Scavenge System
(a) Reduction Gearbox
Scavenge oil from the gearbox accessories, gears and bearings drains into a
cavity in the bottom of the reduction gearbox rear housing. The cavity has a chip
detector. A scavenge pump, which is part of the pump pack on the right side
of the rear inlet case, draws the oil through an external tube on the left side of the
front inlet case. The tube is looped upward to prevent gearbox oil from
flooding the oil tank when the engine is not running. The tube connects to an
internal oilway (which provides anti-icing of the intake) in the front inlet case.
From the inlet case, the oil flows through a tube to the scavenge pump, then
through the scavenge filter, which is equipped with a valve to bypass the filter in
the event of blockage. An indicator warns of impending blockage. From the
scavenge filter, the oil flows to the tank.
(b) Turbomachinery
Oil from the accessory casing and the No. 1 bearing cavity is scavenged by
gravity. The No. 2 bearing cavity oil is scavenged through a venturi by gravity
aided by pressure oil, which induces a jet-pump action. Oil from the No. 3,
4 and 5 bearing cavities is scavenged by gravity and assisted by air (blow-down)
from the bearing labyrinth seals. The No. 6 and 7 bearing cavity oil is
scavenged through an external tube connected to the scavenge pump.
(3) Vent and Breather System
The oil tank and No. 1 and 2 bearing cavity are vented internally, and the No. 6
and 7 bearing cavity externally, to the accessory gearbox. A centrifugal oil separator
(breather impeller) installed in the accessory gearbox removes oil before vented
air is carried by an external tube and discharged into the exhaust.
The impending bypass indicators (Ref. Fig. 13) fitted to the pressure and scavenge
filters sense pressure filter differential. When activated, a signal gives advance
warning of a filter blockage.
F. Fuel and Control System (Ref. Figs. 14 through 21)
The engine fuel and control system governs the power produced by the engine by
controlling the fuel flow. The fuel flow is controlled by the power lever and fuel shut off
(condition) lever through two integrated systems: the mechanical fuel system and the
electronic fuel system.
(1) Engine Fuel System
The engine mechanical fuel system (Ref. Fig. 14) is made up of a fuel heater, a
fuel pump and a mechanical fuel control unit (MFCU), which are mounted on the
accessory drive casing. It also comprises a flow divider and dump valve and
fuel nozzle manifold mounted on the gas generator case.
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MAINTENANCE MANUAL
LEFT SIDE MAIN PRESSURE OIL FILTER
RIGHT SIDE SCAVENGE OIL FILTER
C30204A
Oil System Impending Bypass Indicators - Location
Figure 13
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MAINTENANCE MANUAL
(a) The fuel heater (Ref. Fig. 15) consists of a filter and fin-type heater in two
integral housings. The filter housing contains a bypass valve to ensure an
adequate fuel flow in the event of blockage and an indicator to warn of impending
blockage. The heater housing is divided into two circuits. Turbomachinery
lubricating oil flows through one circuit to transfer heat to the fuel, which flows
through the other circuit. A thermal sensor in the fuel circuit operates a
valve to regulate the oil flow in order to maintain the required fuel temperature.
The fuel pressure differential switch located in the fuel filter housing outlet
port activates a warning indicator.
(b) The fuel pump (Ref. Fig. 16) is a positive displacement spur gear assembly
consisting of a fuel ejector (jet pump), a self-relieving inlet screen, two spur
gears, an outlet filter and a bypass valve. Fuel from the MFCU bypass outlet
passes through the jet pump, positioned ahead of the main inlet, to maintain a
constant inlet pressure. The self-relieving inlet screen, when blocked, lifts
from its seat and allows fuel to enter the pump housing. Two spur gears pump
fuel through the outlet filter. A bypass valve diverts fuel to the outlet port in
the event of filter blockage: the differential pressure switch signals the impending
blockage and activates a warning.
(c) The mechanical fuel control unit (MFCU) (Ref. Figs. 17 and 18), mounted on
the fuel pump, controls the engine fuel flow and thus the power output. The
MFCU consists of the following components:
1 Power Lever and Cam Assembly:
The power lever shaft incorporates two speed set cams, which move a
cam lever when the power lever is advanced. A spring connects the cam
lever to the governor lever and exerts a force on the governor lever as a
function of PLA. The governor lever is pivoted, and one end operates
against an airflow restrictor to form the governor orifice (Ag). A ball bearing
on the governor lever contacts the top of the flyweight bearing assembly.
When the power lever is advanced, the cam applies tension to the spring,
which applies a force on the governor lever to close Ag.
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
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MAINTENANCE MANUAL
the deceleration bellows and the governing bellows, and is metered

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

Ag, by the stepper motor. Movement of either flapper valve changes Py
with respect to Px and repositions the bellows assembly.
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.
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MAINTENANCE MANUAL
HEATED OIL
INLET OUTLET
FUEL FILTER
FUEL
AIRFRAME / ENGINE HEATER
FUEL CONNECTION
BYPASS
IMPENDING
BYPASS
SWITCH
FUEL FILTER / HEATER UNIT
FUEL PRESSURE
SENSING PORT
C17520_1A
Fuel System - Schematic
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MAINTENANCE MANUAL
AIRFRAME EJECTOR PUMP
MECHANICAL
FUEL CONTROL UNIT
MOTIVE
FLOW VALVE
OUTLET
FILTER
MOTIVE FLOW PUMP SELF

RELIEVING SCREEN PUMP
BYPASS
FLOW
METER
BYPASS FLOW
(OPTIONAL)
FUEL PUMP UNIT OIL

INLET OUTLET
FUEL TEMP PORT OIL

COOLER
VENT FLOW
DIVIDER
AIRCRAFT WASTE FUEL

DRAIN EJECTOR TANK
TANK
DUMP VALVE
PRIMARY & SECONDARY

FUEL NOZZLES
AIRFRAME / ENGINE
CONNECTION
C17520_2A
Fuel System - Schematic
Figure 14 (Sheet 2)
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MAINTENANCE MANUAL
HEAT EXCHANGER
AND VALVE BODY
FUEL IN
OIL OUT
FUEL OUT
PRESSURE
DIFFERENTIAL OIL IN
SWITCH
FUEL FILTER
THERMAL
ELEMENT
VALVE
COMPRESSION
FUEL OUT SPRING
VALVE
SLEEVE
FUEL
IN OIL OUT
OIL IN
FUEL
FILTER
C15046B
Fuel Heater - 34 View and Schematic
Figure 15
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MAINTENANCE MANUAL
OUTLET FILTER IMPENDING

BYPASS SWITCH
FUEL IN
FUEL OUT
OUTLET FILTER
BYPASS VALVE BYPASS FUEL RETURN
SELF RELIEVING
INLET SCREEN
OUTLET FILTER BYPASS VALVE
IMPENDING
BYPASS SWITCH
OUTLET PORT
OUTLET FILTER
BYPASS RETURN PORT
GEAR PUMP
FUEL EJECTOR
SELF RELIEVING
INLET SCREEN
INLET PORT
C15047B
Fuel Pump - 34 View and Schematic
Figure 16
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MAINTENANCE MANUAL
FUEL CONTROL
RIGGING HOLE
FUEL MOTIVE
FLOW OUTLET
POWER LEVER
PyAIR OUTLET
FUEL SHUTOFF
RIGGING HOLE
P3AIR INLET
FUEL OUTLET FUEL SHUTOFF LEVER
C30201
Mechanical Fuel Control Unit (MFCU) - 34 View
Figure 17
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MAINTENANCE MANUAL
METERED FUEL OUT

PRESSURIZING VALVE
ON CONDITION / FUEL
SHUTOFF LEVER
METERING VALVE
MANIFOLDPRESS. P3 OFF
REGULATOR
REGULATOR
P0 BYPASS VALVE
FUEL DRAIN
POWER LEVER BELLOWS ASSY.
IDLE DEC. BELLOWS
BYPASS RETURN
MAX. FORWARD MAX. REVERSE TO PUMP
GOV. BELLOWS
PLA. INPUT ACC.BELLOWS PRESSURE
RELIEF VALVE
RVDT MOTIVE FLOW
EEC MODE CAM VALVE
& FOLLOWER LEVER BLEED TORQUE MOTIVE FLOW
MANUAL MODE CAM Px TUBE
ORIFICE P3
& FOLLOWER LEVER FUEL INLET
Py
NH DRIVE INPUT P3 AIR INLET
ORIFICE
DRAIN
NH GOVERNOR
FLYWEIGHTS Py TO PROPELLER
GOVERNOR LEVER OVERSPEED GOVERNOR
GOVERNOR ORIFICE (Ag) MODE CAM SELECT SOLENOID
STEPPER MOTOR
PRESSURE
ORIFICE (Ap)
RELIEF VALVE
STEPPER MOTOR
& GEARHEAD SERVO VALVE
DRAIN
ELECTRICAL
CONNECTOR
LEGEND
DIFFERENTIAL PRESSURE
P3 COMPRESSOR DISCHARGE PRESSURE
NH HIGH PRESSURE ROTOR SPEED
Px ENRICHMENT PRESSURE
Py GOVERNING PRESSURE
RVDT ROTARY VARIABLE DIFFERENTIAL TRANSFORMER
P0 AMBIENT PRESSURE
C15041A
Mechanical Fuel Control Unit (MFCU) - Schematic
Figure 18
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MAINTENANCE MANUAL
During deceleration, when the EEC is operating, the stepper motor opens
flapper valve Ap, bleeding and reducing Py pressure around the deceleration
bellows. The bellows expand, reducing fuel flow until the deceleration
stop is contacted. When the desired power level is reached, the valve closes,
increasing Py pressure to move the bellows away from the stop into the
governing range.
7 Motive Flow Valve: The valve is spring loaded, closes and opens when the
pressure of unmetered fuel overcomes the spring force. The valve provides
fuel to operate a jet pump located in aircraft fuel tank.
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.
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MAINTENANCE MANUAL
17 The MFCU has an identification circuit in the wiring which is read by the
EEC. If an MFCU having a lower fuel flow but not the identification circuit
is installed on a PW127H engine, a fault is generated which prevents the
MFCU from going into EEC mode. The code for the fault is stored in the
EEC memory, thereby facilitating the identification of MFCUs which cannot
meet the fuel flow requirements of PW127H engines.
(d) The flow divider and dump valve (Ref. Fig. 19) is connected to the fuel
manifold at the bottom of the gas generator case (flange F to K). It comprises
primary and secondary spool valves in a housing equipped with inlet and
dump ports. The primary valve opens, giving access to the primary manifold,
when the inlet fuel pressure overcomes the valve spring. The secondary valve
opens when the primary manifold pressure overcomes the secondary valve
spring. When the fuel inlet pressure ceases, the valves close the inlet and open
the dump ports, allowing residual fuel to drain from the manifold through the
flow divider to the dump port.
(e) The fuel manifold delivers fuel to the combustion chamber. The manifold
consists of sheathed nozzle adapter assemblies (Ref. Fig. 20), which protrude
into the combustion chamber, connected to three flexible tubes. One tube
supplies primary fuel and the other two (which are connected), secondary fuel
to the fuel nozzle adapters. Nozzle adapter assemblies are produced by
Delavan. Some nozzles have a fine center hole for primary fuel flow and an
annular orifice for secondary flow; others have no center hole and are equipped
for secondary flow only. The sheath which surrounds the nozzle conveys air,
from the compressor, to cool the nozzle and atomize the fuel.
(f) To ensure adequate drainage of fuel after shutdown, spring-loaded valves are
installed at the front and rear of the underside of the gas generator case. The
valves open when the pressure inside the case falls to near ambient
pressure. The front valve has an adapter installed with a tube connected to the
adapter to drain the fuel to the main fuel drain valve. In addition, an elbow
and tube is fitted to the exhaust duct and connects to the main fuel drain valve.
(g) To eliminate atmospheric pollution and fuel wastage, the dump valve is
connected to a waste fuel ejector.
1 The fuel waste ejector (Ref. Fig. 21), located in the airframe, comprises a
tank with inlet and outlet connections and a vent. The tank contains
non-return valves, a motive flow ejector pump, a strainer, and a
float-operated drain valve.
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MAINTENANCE MANUAL
SECONDARY
INLET PORT
MANIFOLD PORT
PRIMARY MANIFOLD
PORT
SPRING HOUSING
BODY ASSEMBLY
DUMP PORT
VALVE SPRINGS
INLET PORT CLOSED TRANSFER VALVE
PRIMARY, SECONDARY
AND DUMP PORTS OPEN
INLET PORT
DUMP
PORT
PRIMARY MANIFOLD PORT

FUEL MANIFOLD
SECONDARY MANIFOLD PORT ADAPTOR MATING FACE
INLET AND PRIMARY

PORTS OPEN
SECONDARY AND
DUMP PORTS CLOSED
INLET, PRIMARY AND

SECONDARY PORTS
OPEN, DUMP PORT CLOSED
C38659
Flow Divider and Dump Valve - Schematic
Figure 19
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MAINTENANCE MANUAL
SECONDARY COOLING
AIR
PRIMARY
SWIRL
VANE
C38663
Fuel Manifold Adapter and Nozzle - Cross-section
Figure 20
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MAINTENANCE MANUAL
2 During engine operation, fuel drains from the dump valve and is collected
in the ejector tank. As the fuel level rises, the float moves upwards, raising
a lever and unseating a valve covering an orifice. Fuel from the
hydromechanical fuel control flowing through a venturi causes a pressure
drop below the orifice. Fuel pressure acting on top of the orifice, combined
with the pressure drop on the bottom, opens a non-return valve located
on the bottom of the orifice. Fuel is then drawn from the tank through the
orifice, to be conveyed by a tube to the inlet side of the fuel pump. When the
tank fuel level drops, the float moves down and the orifice is covered by
the valve. The non-return valve then closes, preventing fuel from the
mechanical fuel control from entering the tank from the orifice. The ejector
tank is vented to an airframe tank, which also collects fuel and oil from
various drains on the engine.
(2) Engine Control System
(a) Electronic Engine Control
The electronic engine control (EEC) (Ref. Figs. 22 and 23) is located on the left
side of the front inlet case. The EEC operates in conjunction with the
mechanical fuel control unit (MFCU) and the autofeather unit (AFU) to provide
control of engine power.
In EEC mode, the EEC has inputs from the Power Lever Angle (PLA), Rating
Selector Switch (RSS), ambient conditions and aircraft requirements (e.g. bleed
demand). From these inputs, the EEC determines the power required. The
value of the power required is stored internally in the EEC and is also an output
to the aircraft cockpit instrumentation where it is displayed as an equivalent
torque value. The control system then adjusts fuel flow to obtain the power
required and ensure it does not fluctuate.
The EEC also controls minimum power turbine speed (NPT), HP compressor
rotor speed (NH) until just above flight idle, acceleration and deceleration.
In addition, the EEC controls the intercompressor bleed valve (IBV) which
ensures surge free transient operation.
In manual (degraded EEC) mode, the majority of the control functions are
taken over by the Mechanical Fuel Control Unit (MFCU). In this mode, the MFCU
controls high pressure rotor speed based on power lever angle. Monitoring
and adjustment of the torque (power) produced is the responsibility of the person
running the engine.
In manual mode, the intercompressor bleed valve remains controlled by the

EEC and engine acceleration is usually faster than in EEC mode .
Below 30% NH (e.g. starting), fuel flow is controlled by the MFCU only. Above
30% NH, the EEC maintains closed loop control as described above.
The EEC, operating on 28 VDC, corrects and changes fuel flow through
various inputs, both airframe and engine, as follows:
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MAINTENANCE MANUAL
VENT WASTE FUEL INLET
WASTE FUEL EJECTOR TANK
MOTIVE FLOW INLET
FUEL OUTLET
C11865
Waste Fuel Ejector - 34 View
Figure 21
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MAINTENANCE MANUAL
C38697
Electronic Engine Control - 34 View and Schematic
Figure 22
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MAINTENANCE MANUAL
AIRFRAME
AUTOFEATHER
RELAY
ENGINE AUTOFEATHER
LOW TORQUE
TORQUE 1 UNIT
LAMP
(AFU)
AUTOFEATHER
ARMED LAMP
ARINC 429
NH1 INPUT FROM ADC
ACTUAL TORQUE
NH2 TORQUE BUG
ARINC 429 OUTPUT
COCKPIT DISPLAYS
28 VDC
T1.8
AUTO FAIL
LAMP
TORQUE 2
ENGINE
CONTROL
SYSTEM FAULT
INDICATOR
ELECTRONIC UART / ARINC
MAINTENANCE
ENGINE DIAGNOSTICS
CONTROL
PAMB (EEC)
DISCRETES
DISCRETES CONDITION FUEL

TO & FROM SHUT OFF LEVER
OPPOSITE
ENGINE EEC
BLEED
TORQUEMOTOR
STEPPER
MOTOR CLA POWER
Wf MECHANICAL PLA LEVER
FUEL CONTROL RVDT
PLA UNIT (MFCU)
MOTIVE
P3 NH FLOW
BYPASS
FUEL FLOW FLOW
NH
FUEL PUMP RVDT ROTARY VARIABLE DIFFERENTIAL TRANSFORMER
PVM PROPELLER VALVE MODULE
LOW CLA CONDITION LEVER ANGLE
PRESSURE PLA POWER LEVER ANGLE
FUEL IN WF FUEL FLOW
PLA
PVM PAMB AMBIENT PRESSURE
P1.8 TOTAL INLET PRESSURE
T1.8 TOTAL INLET TEMPERATURE
NH HIGH PRESSURE ROTOR SPEED
P3 INTERSTAGE AIR PRESSURE
C63872
Engine Control and Electrical System - Schematic
Figure 23
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MAINTENANCE MANUAL
(b) Airframe Inputs
1 Mode selector.
Manual switch: This switch selects manual (MFCU) control of the engine.
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.
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MAINTENANCE MANUAL
(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.
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MAINTENANCE MANUAL
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 engines
autofeather system and signal the EEC and AFU of the twin engine. In that event
the EEC of the twin engine increases power (uptrim) to compensate for the failed
engine. The twin AFU disables its autofeather system to ensure both engines are
not feathered at the same time.
G. Propeller Control System
In addition to the components of the fuel control, the engine power output is governed
by the propeller overspeed governor. The propeller control system consists of the
electronic propeller control (EPC), propeller valve module (PVM), the propeller overspeed
governor and the hydraulic pump described below.
(1) The EPC is mounted on the airframe (Ref. AMM).
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MAINTENANCE MANUAL
TORQUE SHAFT CHARACTERIZATION

PLUG RECEPTACLE
VIBRATION ISOLATED
MOUNTING PAD
ELECTRICAL CONNECTOR
ENGINE ELECTRONIC CONTROL

OF SECOND ENGINE
28 VOLTS
AUTOFEATHER UNIT
TORQUE AUTOFEATHER OF SECOND ENGINE
UNIT
AUTOFEATHER UNIT
EEC LOCAL
OF SECOND ENGINE
AUTOFEATHER AUTOFEATHER
ENABLE
ENGINE OUT
AUTOFEATHER TEST
C14834A
Autofeather Unit - 34 View and Schematic
Figure 24
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MAINTENANCE MANUAL
(2) 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.
H. 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.
(1) The total inlet temperature (T1.8) sensor (Ref. Fig. 25), mounted in the rear inlet
case (flange C to D), consists of a resistor in a sleeve fitted with a threaded
connector. It receives a fixed low current input from the EEC. The resistance of the
sensor changes with temperature, varying the current returned to the EEC in
proportion.
(2) The torque sensors (Ref. Fig. 26) have identical tubular housings with a magnet
and coil at the inner (tip) end. A six-pin electrical connector and mount flange are
at the outer end. The engine torque shaft assemblies consist of an outer reduction
gearbox torque shaft and an inner torque shaft metering tube. Teeth on the inner
shaft and on the outer tube pass the sensor inner tip, generating a pulse. Torque
changes cause rotational displacement of the outer tube with respect to the
inner shaft, causing the distance between the teeth to lengthen/shorten. Tooth
separation time sensed by the No. 1 and 2 sensors is transmitted to the AFU and
the EEC, respectively, where it is converted into engine torque indications.
Additionally, the temperature of the torque shaft varies the resistance of the platinum
at the tip of the No. 2 sensor. These resistance variations are transmitted to the
EEC, where they are converted into temperature readings. Temperature affects the
shafts twist rate (torque) and must therefore be compensated for.
I. Ignition System (Ref. Fig. 27)
The ignition system provides a quick light-up capability over a wide temperature range.
It requires a nominal 28 volts DC to operate, but can function on 9 to 30 volts. The
system comprises two ignition exciters, two individual high tension cables and two spark
igniters. Current is supplied through the engine electrical harness.
(1) The ignition exciters are flexibly mounted on the right side of the front inlet case.
(a) The exciter is a sealed unit containing electronic circuitry encased in epoxy
resin. It transforms the DC input into a pulsed high voltage output.
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MAINTENANCE MANUAL
C14760
Temperature Sensor (T1.8) - Location and Schematic
Figure 25
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MAINTENANCE MANUAL
C14758A
Torque Sensors - Location and Details
Figure 26
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MAINTENANCE MANUAL
(b) When the unit is energized, a capacitor on the high voltage side of the output
transformer is progressively charged. When sufficient energy to ionize a spark
gap in the unit is accumulated, the capacitor discharges through a dividing
and step-up transformer network across the two spark igniters. The unit will
continue functioning if one of the igniters is open or shorted, to operate the
remaining igniter. If both igniters fail, or if the input voltage is switched off,
the capacitor automatically discharges.
(c) The two ignition cable assemblies carry the output from the ignition exciters to
the spark igniters. Each assembly consists of an insulated electrical lead inside
a flexible metal braiding and is connected to the exciter and plug by coupling
nuts.
(d) The two air-cooled spark igniters are located at the 5 and 7 oclock positions on
the gas generator case (flange F to K) adjacent to the fuel manifold. Each
igniter has a central electrode enclosed in semi-conducting material. The
electrical potential developed by the ignition exciter is applied across the gap
between the central electrode and the shell (ground). As the potential
increases, a small current passes across the semi-conducting material until the
air between the electrode and the shell ionizes. At this point, high energy
discharges across the gap. The spark always occurs between the electrode
and the shell.
J. Performance Indicating System (Ref. Fig. 28 through 30)
Engine performance is monitored by various sensors, probes, transmitters and

thermocouples mounted on the engine. Their signals are received by the instrumentation,
either directly through the wiring harness or indirectly through the EEC and AFU.
(1) Provision is made for the fitting of an oil temperature sensor in the oil pressure
check valve housing. The housing is located behind the pressure oil filter on the
left side of the rear inlet case (flange C to D).
(2) Provision is made for an oil pressure transmitter tapping in the pressure regulating
valve housing. This is situated immediately above the oil tank on the left side of the
rear inlet case.
(3) The speeds of the major rotating assemblies are monitored by pulse pickup probes.
These electromagnetic sensors protrude into the engine at various locations. High
pressure rotor speed (NH), low pressure rotor speed (NL) and propeller speed
(NP) are sensed by these probes. Electromagnetic pulses are generated when
associated gears or toothed wheels pass through the magnetic field created at the
tips of the sensors. The pulse frequencies are transmitted directly to cockpit
instrumentation or indirectly through the fuel control system by the electrical harness.
(a) Two identical sensors referred to as NH1 and NH2 (Ref. Fig. 28) are located
on the right side of the rear inlet case. These sensors pick up high pressure
rotor speed signals from the starter motor gearshaft teeth.
(b) One sensor is located below the engine mounting pad on the right side of the
intercompressor case. It senses low pressure rotor speed (NL) from the No. 3
bearing-retaining nut lugs (Ref. Fig. 29).
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MAINTENANCE MANUAL
GAS GENERATOR CASE
FRONT INLET CASE
IGNITION EXCITER
IGNITER
IGNITER CABLES
SEMI CONDUCTOR
INCONEL 600
COOLING AIR
GLASS SEAL
IGNITION CABLE
CONNECTOR INPUT
IGNITION CROSS SECTION
C30203A
Ignition System
Figure 27
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MAINTENANCE MANUAL
(c) Another sensor is located on the left side of the reduction gearbox rear
housing. It senses propeller speed (NP) from the teeth on the accessory-drive
idler gearshaft (Ref. Fig. 30).
(4) The torque monitor sensors and the inlet temperature (T1.8) sensor are also part of
performance indicating (Ref. Subpara. 7).
(5) The turbine interstage temperature (T6) indicating system (Ref. Fig. 31) monitors
gas path temperature. It consists of nine immersion thermocouples, one positive
and one negative bus-bar, one terminal block, one T6 thermocouple trim branched
electrical cable, one lug-mounted T6 thermocouple trim resistor and the airframe
wiring harness and gage.
(a) Each thermocouple has two single-core conductors of different material (alumel
and chromel) that are joined at one end (the bimetal junction) and covered by a
protective sheath. At the other end of the conductor is a terminal lug. The
thermocouples are installed in bosses in the turbine support case (flange K).
(b) The T6 thermocouple trim electrical cable is installed on the right side of the
engine. The branched cable consists of a positive (chromel) lead and a
negative (alumel) lead that connect to a terminal block which is connected to
the positive and negative bus-bars, respectively, at one end. A terminal block,
which bolts to flange C, and a bias resistor are at the other end. A bimetallic
junction (chromel and alumel) surrounded by a metal sheath terminates the
cable. A classified bias resistor and external leads to cockpit instrumentation
are installed on the terminal block located on flange K.
(c) Gas temperature generates a voltage in each thermocouple. To obtain an

average reading, the thermocouples are connected in parallel. Because of
the limited sampling by the thermocouples, the reading is not an accurate
indication of gas path temperature. The actual temperature is calculated at
engine test and compared with that obtained by the thermocouples. A cable
fitted with a fixed resistor is connected in parallel with the thermocouples to bias
the average reading. A thermocouple, integral with the terminal block is
installed in a passage through which oil flows to the No. 1 and 2 bearings. The
oil, of an almost unvarying temperature, ensures constant resistance.
Another resistor, of an appropriate class and easily removed/installed, is fitted
on the terminal block to provide further required T6 temperature correction.
K. Air System (Ref. Fig. 32)
Air from the low pressure (P2.5) and high pressure (P3) compressor stages is utilized
for sealing bearing cavities, to assist oil scavenging and for internal engine cooling and for
off-engine use. P3 air is also used in the fuel control system and the propeller
overspeed governor, and for off-engine services.
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MAINTENANCE MANUAL
REAR INLET CASE
NH2 PULSE
PICKUP PROBE
ELECTRICAL WIRING
HARNESS PLUG P5
ELECTRICAL WIRING
HARNESS PLUG P14
NH1 PULSE
PICKUP PROBE
C63112
NH Speed Sensor Probes - Location
Figure 28
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MAINTENANCE MANUAL
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
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MAINTENANCE MANUAL
C14754
NP Speed Sensor Probe - Location and Details
Figure 30
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MAINTENANCE MANUAL
IMMERSION THERMOCOUPLE
POSITIVE BUS BAR
NEGATIVE BUS BAR
T6 THERMOCOUPLE TRIM
BRANCHED ELECTRICAL CABLE
PROBE
BUS BAR SUPPORT BRACKET

TERMINAL BLOCK
TERMINAL
LUG MOUNTED T6 HOUSING
THERMOCOUPLE
TRIM RESISTOR
C63109A
T6 Monitoring System - Location and Details
Figure 31
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MAINTENANCE MANUAL
(1) Air for Cooling and Sealing (Ref. Fig. 32)
(a) Labyrinth seals are used throughout the turbomachinery to prevent seepage
between air and oil passages. A labyrinth seal is a circumferentially
multi-grooved ring in a close-fitting plain ring; either one or both may rotate. Air
pressure (P2.5 or P3) or pressure in the area to be sealed, which is higher
than oil cavity pressure, undergoes a gradual pressure drop as it travels in and
out of the grooves across the seal. When sealing pressure is equal to the
opposing pressure, flow in either direction is stopped.
(b) A switching valve (Ref. Fig. 33), located in the intercompressor case, provides
adequate air supply during starting by directing P3 air to areas normally
pressurized by P2.5 (during initial start-up, P3 is the only sufficiently pressurized
air available). The valve assembly comprises inner and outer housings; a
piston, valve and springs, adjusting washers and a thrust washer retained by a
cover; and an external adapter with a tube that connects to the rear inlet
case.
(c) When the engine is started, P3 pressure increases at a faster rate than P2.5.
The valve spring holds the valve against the seat, blocking P2.5 air. P3 air
enters the intercompressor case through slots in the valve housing and exits
through the adapter to the rear inlet case. P2.5 increases with increasing NH, and
at 40% to 45% NH, P2.5 overcomes the spring and pushes the valve and
piston up to block P3 air. P2.5 air enters the intercompressor case and also
replaces P3 air in the power turbine shaft seal housing situated in the rear inlet
case.
(d) Air from the switching valve is delivered through external and internal transfer
tubes to the inside of the power turbine shaft. As the air leaks across the
turbine shaft carbon air seals, it prevents lubricating oil from entering the power
turbine shaft. This air passes through holes in the shaft to seal the No. 2
bearing and also helps to scavenge oil from the No. 1 and 2 bearing areas.
(e) The No. 3 and 4 bearing seals are pressurized by air from the switching valve
through internal passages. The No. 4 bearing seals also receive air from the
No. 3 bearing cavity through the space between the HP and LP shafts. The air
from these cavities assists in oil scavenging (blow-down) and vents through
the centrifugal breather in the accessory drives section.
(f) The No. 5 bearing cavity and seals receive air from the switching valve
chamber through an internal passage and from a vent at the rear of the HP
impeller. The air is also used to scavenge the bearing cavity, and is vented
via an external tube into the exhaust.
(g) Air for sealing and pressurizing the No. 6 and 7 bearings and cavity comes
from the holes in the power turbine shaft and stubshaft. The air is vented by
an internal transfer tube, through the turbine support case, then through an
external pipe into the accessory gearbox and out through the centrifugal
breather and engine exhaust.
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(h) P3 air taken from around the combustion chamber liner cools:
1 The HP Turbine Vane Ring
Air enters each vane or stator through a slot in the top and exits through
holes in the airfoil leading edge and slots in the trailing edge. The inner and
outer platforms are also cooled.
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 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.
(i) 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.
(2) 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
72-00-00 Page 59
MAINTENANCE MANUAL
CENTRIFUGAL
BREATHER
IMPELLER
FLANGE E
P2.5 / P3 AIR
(FROM SWITCHING
VALVE)
RGB INPUT
HOUSING
TO REDUCTION GEARBOX
GAS PATH
L.P.
COOLING AND IMPELLER
SEALING AIR FLOW
(CRUISE CONDITION)
C17577
Gas Path/Cooling and Sealing Air
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MAINTENANCE MANUAL
AIR
SWITCHING
VALVE
NO. 6 & 7
BRG. VENT
P3
P2.5
FWD
NO. 5 BRG
NO. 3 BRG. NO. 4 BRG. NO. 5 BEARING INTERNAL NO. 6 BRG. NO. 7 BRG
VENT OUTLET NOZZLE
H.P. H.P. L.P. POWER

IMPELLER TURBINE TURBINE TURBINE
C20250C
Gas Path/Cooling and Sealing Air
Figure 32 (Sheet 2)
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MAINTENANCE MANUAL
SPRING
INTERCOMPRESSOR
CASE ADAPTER
TO REAR INLET CASE
GUIDE PIN
P3
COVER
WASHER
P3
THRUST WASHER
INNER HOUSING BOLT
RETAINING RING
SLEEVE
SEAT
P2.5 P3
PISTON
TO REAR INLET CASE
P2.5
PISTON RING
VALVE
(AT INITIAL STARTUP)
P3
P2.5
P2.5 P2.5
(AT 40 45% NH)
C15050A
Air Switching Valve - Location and 34 Cutaway
Figure 33
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MAINTENANCE MANUAL
AIR CONDITIONING
CONTROL VALVE
P2.5 CHECK TO AIR
VALVE CONDITIONING
PACK
INTERCOMPRESSOR
BLEED VALVE (P2.5)
SHUTOFF
VALVE
LP BLEED
P2.5
HP BLEED
P3
DEICING AIR
AND ACOC
EJECTOR
C66913
Compressor Bleed Air Interconnecting Airflow - Schematic
Figure 34
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MAINTENANCE MANUAL
above approximately 41 psig, the shut-off valve closes, cutting off the supply of
P3 air. Check valve spring pressure is overcome by the increased P2.5 air
pressure which is proportional to P3 pressure. The piston moves to the open
position and P2.5 air is supplied to the environmental control system. When P3
air pressure falls below approximately 41 psig, the shut-off valve opens,
spring and P3 pressure overcomes P2.5 pressure to seat the check valve piston
and stop the flow of P2.5 air.
The intercompressor bleed valve (Ref. Fig. 36) consists of a housing, duct,
piston, cover, transfer tube, restrictor, servo valve and pressure sensing line.
P2.4 air obtained from a diffuser exit duct tapping passes through the
restrictor, the manifold and the transfer tube into the bleed valve chamber
above the piston. The area of the piston exposed to P2.4 air is such that the
force tending to close the piston is greater than the force tending to open it. A
signal from the EEC opens the servo valve to bleed into the duct via an
internal line which reduces the pressure of P2.4 air in the chamber above the
piston. The duct air back pressure modulates the bleed and improves valve
functioning. As the pressure of P2.4 air falls below that of P2.5 air, the piston
moves up, allowing P2.5 air to vent.
(c) HP Compressor Air (P3)
The P3 bleed air venturi adapter is installed on the gas generator case left
side. It vents P3 air, which is ducted through an airframe shut-off valve controlling
its flow to supply air conditioning system demand.
3. Operation (Ref. Fig. 37) (A summary of the functions previously described)
The engine is started by the starter-generator rotating (cranking) the HP impeller and turbine.
The drive is taken through the accessory gearbox and down the associated driveshaft to
rotate the bevel gear splined to the HP impeller. Fuel is sprayed into the combustion chamber,
where it is mixed with the incoming air from the impeller. The igniter plugs are switched
on, and the air and fuel mixture is ignited. The resultant rearward flow of expanding gas drives
the HP and LP turbines, which are connected to the HP and LP impellers, respectively.
The rotating turbines turning the impellers draw in more air to mix and burn with the fuel. This
causes higher expansion and increases the speed of the turbines and impellers until the
engine has achieved self-sustaining speed with continuous combustion. The igniters may then
be switched off, and the starter-generator functions as a generator. The flow of gas
through the engine also drives the power turbine, which turns the propeller through the
gearbox. Further increase in fuel flow to the combustion chamber will increase gas expansion,
resulting in an increase in turbine and impeller speed. The HP and power turbine rotors
rotate clockwise, and the LP rotor rotates counterclockwise, when viewed from the rear.
4. Engine - Approved Fuels
A. Use of Approved Fuels
(1) The fuels specified in Tables 13 and 14 are recommended by P&WC. Airworthiness
authorities normally require operators to follow these recommendations unless
alternative fuels have been agreed between the operator and P&WC and approved
by the operators airworthiness authority.
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MAINTENANCE MANUAL
C63889
P2.5 Check Valve - Details
Figure 35
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MAINTENANCE MANUAL
SERVO CONTROLLED
P2.4 BLEED
COVER
TO EEC
ELECTRICAL
HARNESS
CONNECTOR
P 2.4
MANIFOLD
RESTRICTOR
P2.5
TUBE
DUCT
SERVO
VALVE P 2.4
PISTON
P2.5
C38664
Intercompressor Air Bleed Valve
Figure 36
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MAINTENANCE MANUAL
(2) The fuels recommended have been substantiated by P&WC and are Transport
Canada approved.
NOTE: 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.
(3) Technical requirement tests shall be performed, in accordance with the latest issue
of the listed American Society for Testing and Materials (ASTM) test methods.
72-00-00 Page 67
MAINTENANCE MANUAL
DRIVE SHAFT
TO REDUCTION GEARBOX
MAX OIL
1 ADD
LITRES OR
U.S. QUARTS
2
MIN
GAS PATH
L.P. IMPELLER
C14840_1
Engine Operation
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MAINTENANCE MANUAL
COMBUSTION CHAMBER FUEL MANIFOLD FUEL NOZZLE

ADAPTER
POWER TURBINE
COAXIAL SHAFTS H.P. IMPELLER H.P. TURBINE L.P. TURBINE
C14840_2
Engine Operation
Figure 37 (Sheet 2)
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MAINTENANCE MANUAL
TABLE 4, Fuel Properties

Properties Limits Limits Test Method
Gravity, deg API at 15C (59F) 37 (0.84 kg per 1) 57 (0.75 kg per 1) ASTM D287
or D1298
Distillation Temperature, ASTM D86
10% Evaporated Max. 205C (401F)
50% Evaporated Max. 232C (450F)
End Point Max. 300C (572F)
Loss, % Max. 1.5
Residue, % Max. 1.5
Sulfur, % by Weight Max. 0.40 ASTM D1266 or
ASTM D2622 or
ASTM D4294
Mercaptan Sulfur, % by Weight Max. 0.005 ASTM D1323
(See NOTE 1)
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. -45C (-49F) ASTM D2386
Reid Vapour Pressure, Max. 3 psi (21 kPa) ASTM D323
Aromatic Content, % by volume Max. 25 ASTM D1319
Burning Quality Luminometer Min. 45 ASTM D1740
Number (See NOTE 2)
Copper Strip Corrosion 100 1C Max. No. lb ASTM D130
(212 1.8F), 2 hrs.
Viscosity, cs at -34.4C (-30F) 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.
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MAINTENANCE MANUAL
B. High Temperature Stability
(1) The high temperature stability property shall be measured in an ASTM - CRC fuel
coker after 5 hours of operation at 149C (300F) pre-heater temperature, 205C
(400F) filter temperature, and six (6) pounds (2.72 kg) per hour fuel flow rate.
Maximum pressure change shall be 3 inches (76.2 mm) Hg, and pre-heater
deposit shall be less than Code 3 in accordance with ASTM D1660.
(2) The Jet Fuel Thermal Oxidation Tester (JFTOT) ASTM D3241, may be used as an
alternate test method to ASTM D1660.
(a) Testing shall be conducted at 260C (500F), maximum heater tube temperature
fuel system pressure: 500 psig (3447.4 kPa); fuel flow rate: 2.85 US gal/hr (3
ml/Min.): test time 150 minutes. Maximum pressure change shall be 1.0 inch
(25.4 mm) Hg and pre-heater deposit shall be less than Code 3 in accordance
with ASTM D1660.
(b) If JFTOT test at control temperature of 260C (500F) should fail to meet
specification requirements of preceding sub-step (a), then test shall be conducted
at a temperature of 245C (473F) (See following Note) or, tested as in
preceding step (1).
NOTE: The results from both the 260C (500F) and 245C (473F)
Control-temperature tests must be reported by the refiner on all
fuel analysis reports.
C. 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.
D. 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.
72-00-00 Page 71
MAINTENANCE MANUAL
(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
Petrolite TOLAD 245 20 570
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
Apollo PRI-19 4 114
Cooper Hiltec E-580 8 228
Dupont DCI-4A 8 228
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MAINTENANCE MANUAL
TABLE 6, Anti-corrosion and Fuel Lubricity Improver Additives (Contd)

Additive
Mobilad F-800 8 228
3 The thermal stability additive in Table 7 is approved for use in engine fuel,
at the option of refiner, to ensure adequate high temperature stability at
time of use.
TABLE 7, Thermal Stability Additive

Additive
Dupont JFA-5 30 855
4 The metal deactivator in Table 8 is approved.
TABLE 8, Metal Deactivator Additive

Additive
N, N1 - Disalicylidene - 1, 1 57
2 Propane - Diamine
WARNING: THESE FUEL SYSTEM ANTI-ICING ADDITIVES CONTAIN

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

Table 9 is approved.
TABLE 9, Anti-icing additives

Additive Maximum Concentration Allowed
(Trade Name) Percentage by Volume
Phillips PFA 55MB 0.15
MIL-I-27686D 0.15
Ethylene Glycol Monomethyl Ether as 0.15
defined in MIL-I-27686E
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MAINTENANCE MANUAL
TABLE 9, Anti-icing additives (Contd)

(Trade Name) Percentage by Volume
Diethylene glycol monomethyl ether 0.15
as
defined in MIL-I-85470A
Ethylene Glycol Monomethyl Ether 0.3
(Ethylcellosolve, Liquid I) as
defined in GOST 8313
Mix 50% Liquid I 0.3
50% methyl alcohol
(Liquid I-M) as
defined in TU 6-10-1458
Tetrahydrofurfuryl alcohol (TGF) as 0.3
defined in GOST 17477
Mix 50% TGF 0.3
50% methyl alcohol
(Liquid TGF-M) as
defined in TU 6-10-1457
6 The anti-static additives in Table 10 are approved.
TABLE 10, Anti-static Additives

(Trade Name) Parts per Million by Weight
Shell ASA3 1.0
Dupont Stadis 450 3.0
7 Anti-microbial Organisms Additive (Ref. Table 11).
a Airline Operation
The following biocide additive may be used on a limited basis. Limited

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

utilization is less than 1200 hours per year.
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MAINTENANCE MANUAL
TABLE 11, Anti-microbial Organisms Additives

(Trade Name) Parts per Million by Weight
Biobor JF 270
8 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

(Trade Name) Parts per Million
Tracer A 1
(Sulfur Hexafluoride, SF6)
E. 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 FREEZE FREEZE HIGH FLASH FREEZE
AUTHORITY KEROSENE POINT WIDE CUT POINT KEROSENE POINT
BODY TYPE C (F) TYPE C (F) TYPE C (F)
ASSOCIATIONS
ASTM (D1655) Jet A -40 (-40) Jet B -50 (-58) - -
Jet A-1 -47 (-53) - - - -
Jet A-2 (See (See - - - -
Note 1) Note 2)
IATA Kerosene -47 (-53) Wide Cut -50 (-58) - -
Type Fuel Type Fuel
MILITARY
US - - JP-4 -58 (-72) JP-5 -46 (-51)
MIL-DTL-5624 (See Note 3) (See Note 3)
US JP-8 -47 (-53) - - - -
MIL-DTL-83133 (See Note 3)
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MAINTENANCE MANUAL
TABLE 13, Approved Fuels (Contd)

US JP-8 +100 -47 (-53) - - - -
MIL-DTL-83133 (See Note 6)
British Joint AVTUR NA AVTAG NA AVCAT NA
Services (See Note 4) (See Note 4) (See Note 4)
Designation AVTUR/FSII NA AVTAG/FSII NA AVCAT/FSII NA
(See Note 3) (See Note 3) (See Note 3)
NATO Code F34 (See NA F40 (See NA F43 NA
Note 3 and 4) Note 3
and 4)
F35 - - - F44 (See Note 3 NA
(See Note 4) and 4)
Governments
Canadian/ CAN/C.G.S.B. -47 (-53) CAN/ -51 (-60) CAN/C.G.S.B. -46 (-51)
General 3.23-97 C.G.S.B. 3-GP-24c
Standards Board 3.22-97
British/ Defense -47 (-53) Defense -58 (-72) Defense -46 (-51)
Ministry of Standard Standard Standard 91-86
Defence 91-87 (NATO 91-88 (NATO (NATO Code
Code F34) Code F40) F44)
Defense -47 (-53) Defense -46 (-51)
Standard Standard 91-86
91-91 (See Note 3)
(See Note 3)
(NATO Code
F35)
French/ AIR 3405 -50 (-58) AIR 3407 -58 (-72) AIR 3404 -46 (-51)
Ministry of the
Armed Forces
Governments
CIS
GOST 10227 RT -60 (-76) - - - -
Czechoslovakia
CSN 65619 PL5 (See -50 (-58) - - - -
Note 5)
CSN 6520 RT (See Note -55 (-67) - - - -
5)
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MAINTENANCE MANUAL
TABLE 13, Approved Fuels (Contd)

PND-25-005-76 PL6 (See -55 (-67) - - - -
Note 5)
Poland
BN-70/0533-71 ATK -50 (-58) - - - -
Romania
STAS 5639/88 TH -53 (-63) - - - -
Yugoslavia
JUS.B.H2.331 GM-1 -55 (-67) - - - -
China RP-3 -47 (-53) - - - -
NOTE: 1. Fuel Jet A-2 conforming to CAN/C.G.S.B. 3.23-M86 is acceptable for use providing the
restrictions covering flash and freezing points are strictly observed.
NOTE: 2. This fuel has both summer and winter freeze points of -40C (-40F) and -47C (-53F)
respectively.
NOTE: 3. Contains fuel system icing inhibitor (FSII).
NOTE: 4. These designations are not specifications, therefore there are no freeze point
definitions.
NOTE: 5. Use of fuel lubricity improver strongly recommended.
NOTE: 6. Contains thermal stability improver additive.
F. Acceptable Fuels (Restricted Use)
(1) The fuels listed in Table 14 are considered by P&WC to be satisfactory for
occasional use only. If these fuels are used in an engine for more than 1000 hours
(intermittently or continuously), a fuel nozzle inspection must be carried out
when 1000 hours running has accumulated. To enable continuous use of these
fuels in excess of 1000 hours, the results of the inspection must be acceptable to
P&WC.
NOTE: Unless otherwise specified, the latest issue of fuel specifications applies.
TABLE 14, Acceptable Fuels Subject to Restricted Use

CIS
GOST 10227 TS-1 -60(-76) T-2 (See -60(-76) - -
Note)
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MAINTENANCE MANUAL
TABLE 14, Acceptable Fuels Subject to Restricted Use (Contd)

GOST 10227 T-1 -60(-76) - - - -
Bulgaria
BDS 5075-71 TS-1 -60(-76) T-2 (See -60(-76) - -
Note)
BDS 5075-71 T-1 -60(-76) - - - -
Czechoslovakia
CSN 65619 PL-3 -60(-76) - - - -
Poland
PN-72/C-96026 P-2 -60(-76) - - - -
PN-72/C-96026 PSM-2 -60(-76) - - - -
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) 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.
5. 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:
72-00-00 Page 78
MAINTENANCE MANUAL
(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) Operators wishing to monitor oil quality are recommended to establish a program in
collaboration with their oil supplier/manufacturer.
B. 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.
72-00-00 Page 79
MAINTENANCE MANUAL
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 SUPPLIER
Dupont Oil Blue 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
D. 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.).
72-00-00 Page 80
MAINTENANCE MANUAL
TABLE 16, Approved Lubricating Oils - PWA 521, Type II (5-Centistoke)

BRAND SUPPLIER
Aero Shell Turbine Oil 500 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
Royco Turbine Oil 500 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
Mobil Jet Oil II 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 5000 Castrol Industrial North America Inc.
1001 West 31st Street
Downers Groove, IL 60515
USA
TEL: 1-800-462-6835
TEL: (630) 241-4000
FAX: (630) 241-1957
URL: http://www.castrolindustrial.com
Castrol Canada Inc.
3620 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2
TEL: (416) 252-5511
FAX: (416) 252-7315
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MAINTENANCE MANUAL
TABLE 16, Approved Lubricating Oils - PWA 521, Type II (5-Centistoke) (Contd)
BRAND 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
BP Turbo Oil 2380/ Air BP
Exxon Turbo Oil 2380 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 SUPPLIER
Castrol 4000 Castrol Industrial North America Inc.
1001 West 31st Street
Downers Groove, Il 60515
USA
TEL: 1-800-462-6835
TEL: (630) 241-4000
FAX: (630) 241-1957
URL: http://www.castrolindustrial.com
Castrol Canada Inc.
3620 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2
TEL: (416) 252-5511
FAX: (416) 252-7315
Castrol Specialised Industrial (U.K.)
Wakefield House
Pipers Way
Swindon, Wilts
SN3 1RE England
TEL: 44 (0) 1793 512712
TEL: 44 (0) 1793 511521
FAX: 44 (0) 1793 453218
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MAINTENANCE MANUAL
TABLE 18, Approved Lubricating Oils - PWA 521, Type II (5-Centistoke)

THIRD GENERATION
BRAND SUPPLIER
Aero Shell Turbine Oil 560 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
DELETED DELETED
E. Oil Analysis
(1) Before obtaining an oil sample to analyze, start engine and run until oil temperature
is 70 (158F) minimum. Shutdown engine (Ref. Adjustment/Test).
(2) If in the absense of a maximum TAN number from an oil brand specification and
the TAN is above 1.0, or water content is more than 800 parts per million, either
by weight or volume, proceed as follows:
(a) Drain and discard oil from main oil tank and reduction gearbox (Ref.
Engine/Servicing).
(b) Refill engine with fresh oil. (Ref. Engine/Servicing).
(c) Run engine (Ref. Adjustment/Test).
(d) Drain and discard oil from main oil tank and reduction gearbox (Ref.
Engine/Servicing).
(e) Refill engine with fresh oil. (Ref. Engine/Servicing).
NOTE: 1. The value of TAN in unused oil conforming to specification varies

depending on brand and manufacturer.
NOTE: 2. As oil deteriorates, the color becomes black and a strong harsh odor
is given off. Although this in itself is not a reason to change the oil, it
would be an indication that the oil should be analyzed.
NOTE: 3. Use a Titra-Lube TAN Test Kit (P/N TI-TAN) to analyze the oil. The
kit can be obtained from the following address or contact a local
distributor for availability of the kit:
72-00-00 Page 83
MAINTENANCE MANUAL
Dexsil Chemical Corp.

1 Hamden Park Drive
Hamden, CT 06517
USA
TEL: 1-800-4-DEXSIL
203-288-3509
FAX: 203-248-6523
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MAINTENANCE MANUAL
ENGINE - FAULT ISOLATION
1. 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.
2. 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.
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ENGINE - FAULT ISOLATION Sep 03/99
MAINTENANCE MANUAL
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: Tergit (PWC11-031) is recommended to be used as an alternative to petroleum

solvent when the use of this product is restricted by local environmental and/or
health legislation.
I. Ensure that antiseize compounds are applied in a thin, even coat. Excess compound
must be completely removed to avoid contamination of adjacent parts, passages or
surfaces.
J. All external joint faces must be sealed with compound (PWC09-003) after installation or
test. Protect all external bolts and studs with a film of silicone compound. Do not apply
silicone compound to any threads of bolts used to retain accessories. These threads are to
be coated with engine oil (PWC03-001) as required by normal torquing procedures.
K. Parts coated with corrosion-preventive compound must have all traces of the compound
removed before assembly.
The consumable materials listed below are referred to in this section. For more data, refer to
the CONSUMABLE MATERIALS section at the beginning of this manual.
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ENGINE - MAINTENANCE PRACTICES Nov 04/2005
MAINTENANCE MANUAL
WARNING: READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE
MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Item No. Name
PWC03-001 Oil, Engine
PWC05-002 Dye, Layout
PWC05-018 Marker, Pen and Pencil
PWC05-018A
PWC05-046 Marker, Ink
PWC05-061 Cloth, Abrasive, Coated, Crocus
PWC05-103 Marker, Pencil
PWC05-256 Enhancer, Contact, Electrical
PWC09-003 Compound, Sealing
PWC11-014 Alcohol, Isopropyl
PWC11-027 Petroleum Solvent
PWC11-031 Cleaner, Engine Parts
3. Special Tools
Special tools are identified in procedural text by part number in parentheses.
Tool No. Name

PWC58104 Wrench
The fixtures, equipment and supplier tools listed below are referred to in procedural text.
Name
Glass container
Pliers, Soft-jaw - Glenair (TG69)
Wrench, Mini-strap - Glenair (TG70)
5. Standard Torques
A. 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.
B. Thread lubricant is engine oil (PWC03-001), unless otherwise specified.
NOTE: Silver-plated bolts do not require lubrication prior to assembly.
C. Flange bolts must be torqued in a diametrically opposed sequence.
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MAINTENANCE MANUAL
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.
6. Torque Wrenches
A. General
Check and calibrate torque wrenches before use. Checking one torque wrench against
another does not give accurate results. Some wrenches are sensitive to the method
of support used during the torquing procedure. Therefore, the manufacturers instructions
must always be followed.
B. Standard Torque Wrenches and Extensions
When using an extension or adapter with standard torque wrenches (Ref. Fig. 201,
Detail A), a correction of the indicated torque reading is required and the following formula
must be used:
a Effective length of extension or adapter

b Effective length of torque wrench
c Distance through which force is applied to part
R Reading on scale or dial of torque wrench
T Desired torque on the part
bT bT
R= c = 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:
bT 15 x 1440
R (lb.in.) = a +b = 3 + 15 = 1200 lb.in.
OR
381.00 x 162.72
R (Nm) = 76.20 + 381.00 = 135.60 Nm
When using an extension or adapter which does not change the effective length of a
standard torque wrench (Ref. Detail B), a correction of the indicated torque reading is not
required.
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MAINTENANCE MANUAL
a b
DETAIL A
DETAIL B
C12854A
Torque Wrench and Extension
Figure 201
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MAINTENANCE MANUAL
C. Power Torque Wrenches
(1) Power torque wrenches employ a high ratio geartrain operated by a handcrank
(supplied with the wrench) or a pneumatic ratchet drive tool. A 34 in. (19.05 mm)
square drive bar (supplied with the wrench) transmits the output torque of the
geartrain. Two 12 in. (12.70 mm) diameter pins on the wrench adapter transmit
counteracting loads. Wrench input and output shafts rotate in the same direction.
(2) When tightening a nut, the input drive must be turned counterclockwise; when
loosening, the reverse rotation applies.
(3) A countertorque adapter is installed on the nut when torque is applied to turn the
part and not the nut. The input drive rotation is opposite to that required when
turning the nut.
(4) Nuts are tightened, using the power torque wrench and appropriate countertorque
adapter, as follows:
(a) Install socket on nut.
(b) Install appropriate countertorque adapter on part being assembled.
NOTE: Follow instructions marked on adapter showing direction of rotation

required when torquing and untorquing.
(c) Install power torque wrench on adapter and engage both pins.
(d) Insert 34 in. (19.05 mm) output drive bar into wrench output shaft and turn until
bar engages socket.
(e) Turn ratchet (located on front face of power wrench).
(f) Insert input driveshaft (handle or power operated) in input shaft. Rotate
driveshaft in same direction as that required for output shaft.
(g) Continue rotating until torque indicator reaches required reading on scale.
NOTE: Since the torque indicator is calibrated in lb.ft., the appropriate

conversion must be made when torquing to values specified in lb.in.
(h) Remove the power wrench as follows:
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.
(i) Remove power wrench, drive bar, adapter and socket.
(5) To untorque, repeat step (4), except for rotational direction of ratchet and input
shaft, which must be reversed.
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MAINTENANCE MANUAL
7. General Torque Recommendations
A. Oil Lubricated Parts
Torque limits, detailed in the assembly instructions for oil lubricated parts, apply only if
engine oil (PWC03-001) is used on the parts.
B. Self-locking Nuts and Helical Coil Inserts
(1) The locking torque for self-locking nuts and helical coil inserts must be checked at
assembly. The locking torque must, unless otherwise specified, not be less than the
values shown in Table 201.
(2) When checking self-locking torque, care must be taken to ensure the fastener is not
seated. This ensures that only the torque necessary to overcome the friction
holding the thread is measured.
(3) To ensure the locking feature in the self-locking nut engages the fully formed
external thread on the mating part, a minimum thread protrusion is required (Ref.
Table 201).
TABLE 201, Minimum Locking Torque for Self-locking Nuts and Helical Coil Inserts and
Minimum Thread Protrusion for Self-locking Nuts
TORQUE MINIMUM TORQUE MINIMUM
THREAD LB.IN. PROTRUSION THREAD LB.IN. PROTRUSION
SIZE (Nm) IN. (mm) SIZE (Nm) IN. (mm)
0.1120-40 0.5 (0.06) 0.4375-20 14.0 (1.58) 0.060 (1.52)
0.1120-48 0.5 (0.06) 0.5000-14 24.0 (2.71) 0.080 (2.03)
0.1250-40 1.0 (0.11) 0.5000-20 18.0 (2.03) 0.060 (1.52)
0.1380-32 1.0 (0.11) 0.050 (1.27) 0.5625-12 30.0 (3.39) 0.080 (2.03)
0.1380-40 1.0 (0.11) 0.040 (1.02) 0.5625-18 24.0 (2.71) 0.070 (1.78)
0.1640-32 1.5 (0.17) 0.050 (1.27) 0.6250-11 40.0 (4.52) 0.090 (2.29)
0.1640-36 1.5 (0.17) 0.040 (1.02) 0.6250-18 32.0 (3.61) 0.070 (1.78)
0.1900-24 2.0 (0.23) 0.060 (1.52) 0.7500-10 60.0 (6.78)
0.1900-32 2.0 (0.23) 0.050 (1.27) 0.7500-16 50.0 (5.65)
0.2500-20 4.5 (0.51) 0.060 (1.52) 0.8750-9 82.0 (9.27)
0.2500-28 3.5 (0.40) 0.050 (1.27) 0.8750-14 70.0 (7.91)
0.3125-18 7.5 (0.85) 0.070 (1.78) 1.0000-8 110.0 (12.43)
0.3125-24 6.5 (0.73) 0.060 (1.52) 1.0000-14 92.0 (10.40)
0.3750-16 12.0 (1.36) 0.070 (1.78) 1.1250-8 137.0 (15.48)
0.3750-24 9.5 (1.07) 0.060 (1.52) 1.1250-12 117.0 (13.22)
0.4375-14 16.5 (1.86) 0.080 (2.03) 1.2500-12 143.0 (16.16)
NOTE: Protrusion dimension includes chamfer.
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MAINTENANCE MANUAL
C. Castellated Nuts
(1) Install castellated nuts as follows:
(a) Tighten nut to the minimum recommended torque.
(b) If locking slot is not aligned with the associated lockwire or cotterpin hole,
increase torque until alignment is obtained. If maximum torque is exceeded,
back off nut 1/2 turn and repeat procedure.
(c) Replace nut if locking slot cannot be aligned within the recommended torque
limits.
D. Standard and Stepped Studs
When the torque required to drive a stud to the correct projection length is not within the
minimum and maximum limits, a new stud must be used.
E. Tube Nuts
If leakage occurs at a tube nut, do not attempt to correct by overtorquing. Disassemble

fitting and check for nicks, burrs and/or foreign matter. If necessary, use new parts.
8. Locking
A. General
Lockwasher, keywashers and cotterpins must not be reused. Various examples of these
locking washers are shown in Figure 202.
B. Keywashers
(1) General
(a) When bending keys, do not use sharp-pointed tools. Use of this type of tool
can lead to failure of keys, which, on becoming detached, can pass through
the engine, causing damage.
(2) Key-type (Ref. Fig. 203)
(a) To prevent reuse, all unbent keys must be bent.
(b) Pre-bent keys must be positioned against side of locking hole to prevent
movement of bolt being locked.
(c) At least one key must be bent sufficiently to meet gap requirement. A minimum
of 75% of its width as measured at base of key must engage flat on bolt being
locked. Other keys may be bent in any convenient way.
(d) Fuel nozzle keywasher keys must not be bent using impact-type tools.
(3) Cup-type (Ref. Fig. 204)
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MAINTENANCE MANUAL
CUP WASHER
KEY WASHER
KEY WASHER
CUP WASHER
CUP LOCKING WASHER
KEY WASHER
KEY WASHER
KEY WASHER
KEY WASHER
TAB WASHER
TAB WASHER
C3036
Typical Locking Washers
Figure 202
72-00-00 Page 208

MAINTENANCE MANUAL
DIRECTION TO
LOOSEN NUT
75% OR MORE OF KEY WIDTH

FOR AT LEAST ONE KEY
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
DETAIL A GREATER THAN 0.3125 INCH (7.93mm)
C30219
Keywashers (Typical) - Installation
Figure 203
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MAINTENANCE MANUAL
(a) The OD of cup-type keywashers must be deformed (crimped) into at least two
of the slots in the associated nut.
(b) The gap between nut OD and cupwasher ID must not exceed 0.005 in.
(0.12 mm).
(c) Crimping should be carried out using one of the tools listed below:
1 Drift-type tool: This tool consists of a ring with prongs on the ID. When
placed over cupwasher and moved in an axial direction, the tool forms
indentations on cupwasher OD.
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.
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MAINTENANCE MANUAL
DIAPHRAGM
SECTION AA
0D A
B C
B SECTION BB CC
C SECTION
EXTERNAL CUP WASHER INTERNAL CUP WASHER
C12856
Cup-type Keywashers - Installation
Figure 204
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MAINTENANCE MANUAL
(3) Installation
(a) Secure lockwire at the ends or at a point that will not be twisted. This ensures
the twisted section is not damaged.
(b) Lockwire must not be nicked, kinked or mutilated.
(c) When cutting off ends, leave at least three complete turns after the loop
securing the component. Ensure ends do not fall into the engine.
(4) Removal
(a) Do not twist lockwire off with pliers, which could cause damage to associated
component. Taking care, cut near component locking hole.
(5) Procedure
(a) Figure 205 illustrates typical procedure and Figure 206 illustrates basic
examples. Although there are numerous applications for lockwire installation,
practically all are derived from the basic examples shown.
D. 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.
9. Marking of Parts
A. General
(1) Marking of engine parts, assemblies, or weldments shall be applied so as to ensure

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

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

WHICH POINTS TOWARDS THE
SECOND BOLT, THROUGH THE
4:30
10:30 HOLE WHICH LIES BETWEEN THE
OCLOCK POSITION THE HOLES.
OCLOCK NINE AND TWELVE OCLOCK
POSITIONS. GRASP THE END OF
THE WIRE WITH A PAIR OF
PLIERS AND PULL THE WIRE
TIGHT.
BRING THE FREE END OF THE

WIRE AROUND THE BOLT HEAD IN
A COUNTERCLOCKWISE
INSERT PROPER GAGE WIRE. DIRECTION AND UNDER THE END
PROTRUDING FROM THE BOLT
HOLE. TWIST THE WIRE IN A
COUNTERCLOCKWISE DIRECTION.
GRASP UPPER END OF THE

WIRE AND BEND IT AROUND THE GRASP THE WIRE BEYOND THE
HEAD OF THE BOLT, THEN TWISTED PORTION AND TWIST
UNDER THE OTHER END OF THE THE WIRE ENDS COUNTER
WIRE. BE SURE WIRE IS TIGHT CLOCKWISE UNTIL TIGHT.
AROUND HEAD.
TWIST WIRE UNTIL WIRE IS DURING THE FINAL TWISTING

JUST SHORT OF HOLE IN THE MOTION OF THE PLIERS, BEND
SECOND BOLT. THE WIRE DOWN AND UNDER
THE HEAD OF THE BOLT.
KEEPING WIRE UNDER TENSION,

TWIST IN A CLOCKWISE
DIRECTION UNTIL THE WIRE IS CUT OFF EXCESS WIRE WITH
TIGHT. WHEN TIGHTENED THE DIAGONAL CUTTERS.
WIRE SHALL HAVE APPROXI
MATELY 7 TO 10 TWISTS PER INCH.
C194C
Lockwire Installation Procedure
Figure 205
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EXAMPLE 1 EXAMPLE 2 EXAMPLE 3 EXAMPLE 4

EXAMPLES 1,2,3 AND 4 APPLY TO ALL TYPES OF BOLTS, FILLISTER HEAD SCREWS, SQUARE HEAD PLUGS, AND OTHER SIMILAR
PARTS WHICH ARE WIRED SO THAT THE LOOSENING TENDENCY OF EITHER PART IS COUNTERACTED BY TIGHTENING OF THE OTHER PART.
THE DIRECTION OF TWIST, FROM THE SECOND TO THE THIRD UNIT, IS COUNTERCLOCKWISE TO KEEP THE LOOP IN POSITION AGAINST
THE HEAD OF THE BOLT. THE WIRE ENTERING THE HOLE IN THE THIRD UNIT WILL BE THE LOWER WIRE AND BY MAKING A
COUNTERCLOCKWISE TWIST AFTER IT LEAVES THE HOLE, THE LOOP WILL BE SECURED IN PLACE AROUND THE HEAD OF THAT BOLT.
EXAMPLE 5 EXAMPLE 6 EXAMPLE 7 EXAMPLE 8

EXAMPLES 5,6,7 AND 8 SHOW METHODS FOR WIRING VARIOUS STANDARD ITEMS. WIRE MAY BE WRAPPED OVER THE UNIT
RATHER THAN AROUND IT WHEN WIRING CASTELLATED NUTS OR ON OTHER ITEMS WHEN THERE IS A CLEARANCE PROBLEM.
EXAMPLE 9 EXAMPLE 10 EXAMPLE 11

EXAMPLE 9 SHOWS THE METHOD EXAMPLE 10 SHOWS HOLLOW EXAMPLE 11 SHOWS CORRECT
FOR WIRING BOLTS IN DIFFERENT HEAD PLUGS WIRED WITH THE APPLICATION OF SINGLE WIRE
PLANES. NOTE THAT WIRE SHOULD TAB BENT INSIDE THE HOLE TO CLOSELY SPACED MULTIPLE
ALWAYS BE APPLIED SO THAT TO AVOID SNAGS AND POSSIBLE GROUP.
TENSION IS IN THE TIGHTENING INJURY TO PERSONNEL WORKING
DIRECTION. ON THE ENGINE.
C195_1
Examples of Lockwire Installation
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EXAMPLE 12 EXAMPLE 13
EXAMPLES 12 AND 13 SHOW METHODS FOR ATTACHING LEAD SEAL TO PROTECT CRITICAL ADJUSTMENTS.
EXAMPLE 14 EXAMPLE 15 EXAMPLE 16

EXAMPLE 14 SHOWS BOLT WIRED TO EXAMPLE 15 SHOWS CORRECT METHOD EXAMPLE 16 SHOWS CORRECT METHOD
A RIGHT ANGLE BRACKET WITH THE FOR WIRING ADJUSTABLE CONNECTING FOR WIRING THE COUPLING NUT ON
WIRE WRAPPED AROUND THE BRACKET. ROD. FLEXIBLE LINE TO THE STRAIGHT
CONNECTOR BRAZED ON RIGID TUBE.
EXAMPLE 17 EXAMPLE 18 EXAMPLE 19 EXAMPLE 20 EXAMPLE 21
FITTINGS INCORPORATING WIRE LUGS SHALL BE WIRED AS SHOWN SMALL SIZE COUPLING NUTS SHALL
IN EXAMPLES 17 AND 18. WHERE NO LOCKWIRE LUG IS PROVIDED, BE WIRED BY WRAPPING THE WIRE
WIRE SHOULD BE APPLIED AS SHOWN IN EXAMPLES 19 AND 20 AROUND THE NUT AND INSERTING
WITH CAUTION BEING EXERTED TO ENSURE THAT WIRE IS WRAPPED IT THROUGH THE HOLES AS SHOWN.
TIGHTLY AROUND THE FITTING.
C195_2
Figure 206 (Sheet 2)
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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
EXAMPLES 26, 27 AND 28 SHOW THE VARIOUS STANDARD FITTINGS WITH CHECK NUT
WIRED SO THAT IT NEED NOT BE DISTURBED WHEN REMOVING THE COUPLING NUT.
C195_3
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(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.
B. 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: The vibration peening method can be used to mark parts originally
marked by diamond drag or roll marking.
C. 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: Ink stamping and electrolytic etching may be applied to any

surface that, after assembly, does not move relative to a
contacting surface.
(3) 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.
(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.
11. Tube-to-Boss Elbows, Elbow Adapters, Elbow Assemblies, Tees and Tee Assemblies
A. Removal
(1) Before removal, mark, using marker (PWC05-018), the angular location of the
tee/elbow on the engine or unit.
B. 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. Fitting
2. Nut
3. Backup Ring
4. Packing
5. Boss
(5) Hold nut stationary and turn tee/elbow into boss a further 1-12 turns.
NOTE: From this position, the tee/elbow may be turned inward to a maximum of
one turn to facilitate alignment. Should the tee/elbow tighten in the nut
before completion of initial 1-12 turns or during final alignment, the nut may
be allowed to turn with the tee/elbow for the remainder of the distance.
(6) With elbow fitting in correct aligned position, tighten nut and torque to value
detailed in relevant installation instruction.
NOTE: 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.
12. 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) Tighten fitting and torque to value detailed in relevant installation instruction.
13. Wiring Harness Connectors
A. General
(1) When connecting harness connectors to their respective receptacles, they must be
correctly and fully coupled to ensure maximum sealing. There are three basic
styles.
B. 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: Mini-strap wrench has a design slip torque of 100 lb.in.

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

(11.3 Nm).
(a) The connector has a blue color band and its associated receptacle has a red
and a blue color band.

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


(11.3 Nm).


(11.3 Nm).
(a) The receptacle has a blue or black color band.

(d) Instructions: Tighten each connector nut by hand until witness band(s) on
mating receptacle is/are covered. It is recommended to further torque

CONNECTORS.


(11.3 Nm).
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(11.3 Nm).
14. Inspection
A. General
(1) 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.
B. 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 DEFINITION
Abrasion A roughened area. Varying degrees of
abrasion can be described as light or heavy,
depending upon extent of reconditioning
required to restore surface. Usual cause is
presence of fine unwanted material between
moving surfaces.
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TABLE 202, Inspection Terms and Definitions (Contd)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

from a slight amount of rubbing.
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TERM DEFINITION
Seizure 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) 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.
F. 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: Other engine components are normally cleaned prior to carrying out
inspection procedure.
15. Cleaning
A. General
(1) 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.
B. Precautions
WARNING: REFER TO THE MANUFACTURERS MATERIAL SAFETY DATA SHEETS

FOR CONSUMABLE MATERIALS INFORMATION SUCH AS: HAZARDOUS
INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE,
EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR
SAFE HANDLING, USE AND CONTROL MEASURES.
CAUTION: TAKE PARTICULAR CARE IN SELECTING CLEANING METHOD TO ENSURE
THAT ANODIZING AND OTHER PROTECTIVE COATINGS ARE NOT
REMOVED FROM PARENT METAL. DO NOT USE ALKALIS ON ALUMINUM,
MAGNESIUM AND ALUMINIZED AND PAINTED PARTS.
(1) Wear rubber gloves, apron or coveralls, and face shield or goggles when working
with or near solvents.
NOTE: Toxicity depends on the type of contamination that the cleaning agent
contacts when it is applied.
(2) Use the least toxic of available cleaning materials that will satisfactorily accomplish
the work.
(3) Perform all cleaning operations in a well-ventilated work area.
(4) Ensure that adequate and usable fire fighting and safety equipment is conveniently
located and available to all personnel.
(5) Do not smoke or expose a flame within 50 feet (15.2 m) of cleaning area.
(6) Ensure all degreasing agents are removed after cleaning.
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MAINTENANCE MANUAL
(7) Except where specified, do not use steel brushes for cleaning operations. A stiff
bristle fiber brush is adequate for most cleaning operations.
16. 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. 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.
B. Filter Patch Check Debris Inspection/Analysis
(1) The analysis should be carried out by any approved laboratory (Ref. Para . E.).
Operators may send the contaminated filter or the debris to the laboratory for the
filter patch check and/or analysis to be carried out.
(2) The operator must provide to the laboratory the following information with the filter
or debris:
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(a) Engine model and serial number.
(b) Engine time since new (TSN) or time since overhaul or refurbishment (TSO or
TSR).
(c) Time since last filter inspection.
(d) Filter type (main or scavenge).
(e) Reason for filter removal, inspection and debris analysis.
(3) The laboratory must issue an inspection report to the operator which includes:
(a) Information provided by the operator with the filter or debris.
(b) Total weight of debris.
(c) Material and amount of non-magnetic debris when classified as major (Ref.
Note).
(d) Material, appearance, shape and amount of non-magnetic metallic debris.
(e) Material, appearance, shape and amount of metallic debris.
NOTE: The amount of individual constituents in the debris should be

classified as:
v Major - when the weight of the constituent is more than 50% of the
total debris weight.
v Minor - when the weight of the constituent is less than 50% of the
v Traces - when the weight of the constituent is less than 5% of the
(4) 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.
C. 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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MAINTENANCE MANUAL
(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)

GENERIC PART ENGINE
SPECIFICATION NAME NOMENCLATURE 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, Pump Pack
No. 2 and No. 7 Bearing
Plate, Cover, RGB Scavenge Pump Pack
Pump
AMS4260 Aluminum Housing, Scavenge Pump Pump Pack
AMS4261 Aluminum Impeller, Centrifugal Breather, AGB
Front
Impeller, Centrifugal Breather, AGB
Rear
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) (Contd)

GENERIC PART ENGINE
Housing, RGB Scavenge Pump Pack
Pump
Housing, Regulating Valve
AMS4616 Copper Cage, Bearing, Roller Hydraulic Pump
Drive
Overspeed
Drive
Accessory Drive
Starter-
generator
Drive
Accessory Drive
Bevel
Gearshaft
Towershaft
AMS4975 T1 Alloy HP Impeller and Shaft
AMS4991 T1 Alloy Angle Drive Housing
AMS5000 Steel (SAE 1000 Spacers
series)
AMS5350 or SST No. 6 and 7 Bearing Housing ITD
AMS5355
No. 2 and No. 3 Bearing RIC
Housing
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
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GENERIC PART ENGINE
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 Gas
Generator Case
AMS5504 Steel Keywashers
Steel No. 9 Bearing Keywashers Reduction
Gearbox
AMS5510 Steel (30321) Keywashers
AMS5512 or SST No. 5 Bearing Front Seal Gas
AMS5646 Abradable Generator Case
AMS5540 Steel Seal, Abradable, HP Turbine
(Inconel 600)
Seal, Abradable, No. 5
Bearing
Seal, Turbine Interstage
AMS5610 Steel (51416/10) Gas Generator
AMS5611
AMS5612
AMS5504 or Steel (51410) Seal, Air/Oil, No. 5 Bearing
AMS5613 or
AMS5663
Seal, Air, No. 3 Bearing LP Diffuser
Housing, Stator Case
Seal, Air, No. 6 Bearing Rotor
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MAINTENANCE MANUAL

GENERIC PART ENGINE
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 Shaft, Stub, HP Turbine
(Inconel 718)
(Pre-SB21683)
AMS5704 Ni Alloy Shaft, Stub, HP Turbine
(Waspalloy)
(Post-SB21683)
AMS5665 or Ni Alloy No. 5 Bearing Rear Seal,
AMS5666 Abradable
AMS5689 Steel (30321) Bearing, Ball Towershaft
AMS6250 or Steel Ring, Outer, Bearing Hydraulic Pump
AMS6260 Drive
Overspeed
Governor Drive
Accessory Drive
Ring, Outer Bearing Starter-
generator
Drive
Gear, Spur, Oil Pump Pump Pack
Shaft, Idler, Pressure Pump Pump Pack
Shaft, Idler, RGB Scavenge Pump Pack
Pump
Shaft, Main Pressure Pump Pump Pack
Drive
Shaft, RGB Scavenge Pump Pump Pack
Drive
AMS6265 Steel (9310) Coupling, Drive, RGB Input RGB
Shaft
Gear, Bevel, Accessory Drive AGB
Gear, Bevel, AGB Drive HP Shaft
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GENERIC PART ENGINE
Gear, Bevel, Oil Pump Drive AGB
Gear, Helical, First-stage RGB
Reduction
Gear, Spur, Accessory Drive AGB
Gearshaft, Coupling, AGB
Accessory Drive
Gearshaft, Input, Helical, RGB RGB
Gearshaft, Bevel, AGB Drive AGB
(18 teeth)
(43 teeth)
(46 teeth)
Gearshaft, Spur, Accessory AGB
Drive
Gearshaft, Spur, Alternator RGB
Drive
Gearshaft, Spur, Hydraulic RGB
Pump Drive
Gearshaft, Spur, Idler Drive RGB
Gearshaft, Spur, Overspeed RGB
Governor Drive
Gearshaft, Spur, RGB
Second-stage
Reduction (LH)
Gearshaft, Spur, AGB
Starter-generator Drive
Second-stage
Reduction (RH)
Second-stage
Reduction (LH)
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
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GENERIC PART ENGINE
AMS6323 Steel (8740) Runner, Pulse Pick-up LP Shaft
AMS6414 Steel (4340) Coupling, Vernier, Layshaft RGB (Second-
stage
Reduction)
Cage, Bearing, Ball (No. 1) Power Turbine
Shaft
Cage, Bearing, Roller (No. 2) Power Turbine
Shaft
Cage, Bearing, Ball (No. 3) Low Pressure
Impeller
Cage, Bearing, Roller (No. 5) High Pressure
Impeller
Cage, Bearing, Roller (No. 6) Low Pressure
Turbine
Cage, Bearing, Roller (No.8) Input Drive
Shaft
(RGB)
Cage, Bearing, Roller (No. 9) Input Drive
Shaft
(RGB)
Cage, Bearing, Roller (No. 11) First-stage
Helical Gear
(RGB)
Cage, Bearing, Roller (No. 12) First-stage
Helical Gear
(RGB)
Cage, Bearing, Roller (No. 13) Second-stage
Spur Gearshaft
(RGB)
Cage, Bearing, Roller (No. 14) Second-stage
Spur Gearshaft
(RGB)
Cage, Bearing, Roller (No. 15) Propeller Shaft
(RGB)
Cage, Bearing, Ball (No. 18) Propeller Shaft
(RGB)
Cage, Bearing, Roller (No. 19) Propeller Shaft
(RGB)
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GENERIC PART ENGINE
Cage, Bearing, Roller (No. 20) Overspeed
Governor Drive
Gearshaft
(RGB)
Cage, Bearing, Roller (No. 21) Hydraulic Pump
Drive Shaft
(RGB)
Cage, Bearing, Roller (No. 22) Idler Drive
Spur Gearshaft
(RGB)
Cage, Bearing, Roller (No. 23) Alternator
Drive Spur
Gearshaft
(RGB)
Cage, Bearing, Roller (No. 24) Accessory
Drive Spur
Gearshaft
(AGB)
Cage, Bearing, Roller (No. 25 Accessory
- Front) Drive Spur
Gearshaft
(AGB)
Cage, Bearing, Ball (No. 25 - Accessory
Rear) Drive Spur
Gearshaft
(AGB)
- Front) Drive Spur
Gearshaft
(AGB)
Rear) Drive Spur
Gearshaft
(AGB)
- Front) Drive Spur
Gearshaft
(AGB)
Rear) Drive Spur
Gearshaft
(AGB)
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MAINTENANCE MANUAL

GENERIC PART ENGINE
Cage, Bearing, Ball (No. 29) Towershaft
Cage, Bearing, Ball (No. 30) Towershaft
Oil Pump
Driveshaft
AMS6415 Steel (4340) Cage, Bearing, Roller (No. 7) 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)
Bearing, Roller (No. 23) Alternator Drive
Gearshaft
(RGB)
Bearing, Roller (No. 24) Accessory Drive
Spur
Gearshaft
(AGB)
Bearing, Roller (No. 25 - Accessory Drive
Front) Spur
Gearshaft
(AGB)
Bearing, Ball (No. 25 - Rear) Accessory Drive
Spur
Gearshaft
(AGB)
Front) Spur
Gearshaft
(AGB)
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MAINTENANCE MANUAL

GENERIC PART ENGINE
Spur
Gearshaft
(AGB)
Front) Spur
Gearshaft
(AGB)
Spur
Gearshaft
(AGB)
Bearing, Roller (No. 29) Towershaft
Overspeed
Governor
Drive
Accessory Drive
(AGB)
Starter-
generator
Drive
Accessory Drive
Bevel Gearshaft
Towershaft
Oil Pump
Driveshaft
AMS6491 M50 Bearing, Ball (No. 1) Power Turbine
Shaft
Bearing, Roller (No. 2) Power Turbine
Shaft
Bearing, Ball (No. 3) LP Impeller
Bearing, Ball (No. 4) HP Impeller
Bearing, Roller (No. 5) HP Impeller
Bearing, Roller (No. 6) LP Impeller
Bearing, Roller (No. 7) Power Turbine
Shaft
Bearing, Roller (No. 8) Input Drive
Shaft (RGB)
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MAINTENANCE MANUAL

GENERIC PART ENGINE
Bearing, Roller (No. 9) Input Drive
Shaft (RGB)
Bearing, Roller (No. 11) First Stage
Helical Gear
(RGB)
Bearing, Roller (No. 12) First Stage
Helical Gear
(RGB)
Bearing, Roller (No. 13) Second Stage
Spur Gearshaft
(RGB)
Bearing, Roller (No. 14) Second Stage
Spur Gearshaft
(RGB)
Bearing, Roller (No. 15) Propeller Shaft
(RGB)
Bearing, Ball (No. 18) Propeller Shaft
(RGB)
Bearing, Roller (No. 19) Propeller Shaft
(RGB)
Cage, Bearing, Roller (No. 22) Idler Drive
Spur Gearshaft
(RGB)
Bearing, Ball (No. 30) Towershaft
AMS6512 Steel Layshaft Coupling Shaft RGB
AMS7225 Steel Rivet, Cage Accessory
Drive Spur
Gearshaft
(AGB)
Rivet, Cage AGB Driveshaft
Oil Pump
Drive Shaft
Si 0.5 Cage, Bearing, Roller, Hydraulic Pump
Flanged Drive
Overspeed
Governor Drive
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MAINTENANCE MANUAL

GENERIC PART ENGINE
Accessory Drive
(AGB)
Starter-
generator
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 Plunger, Reset Overspeed
(6061-T6 AL) Governor
AMS4119E Aluminum Inlet Tube Aeroproducts
Outlet Tube Motor Driven
Pump
AMS4215 Aluminum Base, Overspeed, Governor Overspeed
(C-355-T6 AL) Governor
Body, Governor, Upper Overspeed
Governor
Body, Governor, Lower Overspeed
Governor
Casting, Pump Base Overspeed
Governor Pump
Gear
Casting, Pump Body Overspeed
Governor Pump
Gear
B-10 Bushing, Pump Overspeed
High-leaded Tin Governor Pump
Bronze Gear
AMS4215 Aluminum Housing Cover Aeroproducts
Motor Driven
Pump
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MAINTENANCE MANUAL

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

GENERIC PART ENGINE
Plunger, Check Valve Overspeed
Governor Pump
Gear
Pilot Poppet Overspeed
Governor Pump
Gear
AMS5630D Steel Poppet Aeroproducts
Retainer Motor Driven
Pump
Seat
AMS5639D Steel Sleeve Aeroproducts
Motor Driven
Pump
AMS5640 Steel (303) Sleeve, Sliding, Valve Oil Cooler
AMS5643 (17-4) Sleeve, Check Valve Overspeed
Governor Pump
Gear
AMS5673 Steel Spring Aeroproducts
Motor Driven
Pump
AMS5678 (17-7) Steel Spring, Airbleed Overspeed
Governor
Spring, Speed Reset Overspeed
Governor
Spring, Check Valve Overspeed
Governor Pump
Gear
AMS5688F Steel Inlet Screen Aeroproducts
Motor Driven
Pump
AMS6272 Steel Shaft, O.S. Drive Overspeed
(8617) or Governor Pump
AMS6274 Gear
(8620)
Ballhead, Governor Drive Overspeed
Governor
AMS6274 Steel Gear Aeroproducts
(8620)
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MAINTENANCE MANUAL

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

Contaminant Main Cause of
Detected Elements Contaminants
Alumina Al203 Manufacturing
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MAINTENANCE MANUAL
TABLE 204, Common Contaminants - Non-organic Material (Contd)

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

Contaminant
Detected Source
Black Fluorocarbon Rubber, Red Silicon Preformed Packings, Seal Gaskets
Rubber, Blue Fluorosilicon Rubber
Chloroprene Nitrile Rubber Gaskets
Carbon Decomposed Oil, Carbon Seals
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MAINTENANCE MANUAL
TABLE 205, Common Contaminants - Organic Material (Contd)

Contaminant
Detected Source
Fibers
Plastics
Paint Flakes
E. Laboratories
(1) Chip and flake analysis should be carried out by a qualified laboratory. Some of
which are listed below.
Air Canada Jazz (M50, bearing alloy ONLY) DELETED
Alfa Romeo Avio Laboratory

80038 Pomigliano DArco
Napoli
Italy
TEL: 39-81-8430493
FAX: 39-81-8846522
ALL NIPPON AIRWAYS CO., LTD

Power Plant Maintenance Center
Production Engineering & Control
1-8-2 Haneda Airport
Ota-ku, Tokyo 144-0041, Japan
TEL: 81-3-3747-9660
FAX: 81-3-3747-9648
Analysts Inc.
Skywatch Aircraft Oil Analysis
3075 Corners North Court, N.W.
Norcross, GA 30091
USA
TEL: 1-800-241-6315
(770) 448-5235
FAX: (770) 448-5918
Website: http://www.analystsinc.com
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MAINTENANCE MANUAL
Areco Canada Inc.

40 Camelot Drive
Napean, Ontario K2G 5X8
Canada
TEL: 1-800-895-0510 (North America Only)
(613) 228-1145
FAX: (613) 228-1148
Website: http://www.arecolabs.com
Aviation Laboratories Inc.

Coporate Headquarters
5401 Mitchelldale #B6
Houston, TX 77092
USA
TEL: 1-800-256-6876
(713) 864-6677
FAX: (713) 864-6990
Website: http://www.avlab.com
Aviation Laboratories Inc.

New Orleans International Airport
910 Maria Street
Kenner, LA 70062
USA
TEL: (504) 469-6751
FAX: (504) 469-6886
Aviation Safety Institute Technology Lab.

(Center of Aviation Safety Technology,
General Civil Aviation Administration of China).
Building 24 Jia, Xibahe Beili,
Chaoyang District, Beijing 100028 P.R.
China
TEL: 86-10-64473571, 86-10-64473559
FAX: 86-10-64473569, 86-10-64473548
Website: http://www.castc.org.cn/lab
E-mail: shup@mail.castc.org.cn
xieml@mail.castc.org.cn
Deutsche Lufthansa AG
POSTFACH 300
22313 Hamburg 63
Germany
TEL: (49) 0 4050 702233
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MAINTENANCE MANUAL
Jet-Care International Inc.

3 Saddle Road
Cedar Knolls, New Jersey 07927-902
USA
TEL: (973) 292-9597
FAX: (973) 292-3030
Website: http://www.jet-care.com
Martel Laboratories JDS Inc.

Petroleum Laboratory Services
1025 Cromwell Bridge Road
Baltimore, MD 21286
USA
TEL: (410) 825-7790
FAX: (410) 821-1054
Website: http://www.matelabs.com

Petroleum Laboratory Services
1438 E Samgamon Ave
Springfield, IL 62702
USA
TEL: (217) 522-0009
FAX: (217) 522-2119
Website: http://www.matelabs.com

250 Meadowfern Drive
Suite 102
Houston, TX 77067
USA
TEL: (281) 872-9100
FAX: (281) 872-7916
Materials Research Laboratories

Industrial Technology Research Institute
Building 77, 195-5 Chung Hsing Road
Section 4, Chutung, Hsinchu 310 R.O.C.
Taiwan
TEL: (886) 3-591-8231
FAX: (886) 3-591-0073
Website: http://www.mrl.itri.org.tw
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MAINTENANCE MANUAL
Metro Tech Systems Ltd.

Bay 112
5621-11th Street N.E.
Calgary, Alberta T2E 6Z7
Canada
TEL: (403) 295-8803
FAX: (403) 295-3848
PCAS (Produits Chimiques Auxiliaires et Syntheses)

Zone Industrielle de la Vigne aux Loups
23 Rue Bosselet
91-161 LongJumeau
France
FAX: (1) 64-482319
Website: http://www.pcaschem.com
Predictive Maintenance Corporation

400 Sauve Street West, Suite 101
Montreal, Quebec H3L 1Z8
Canada
TEL: (514) 383-6330
FAX: (514) 383-5631
Website: http://www.pmaint.com
or
Predictive Maintenance Corporation

206, 2723-37 Avenue NE
Calgary, Alberta T1Y 5R8
Canada
TEL: (403) 250-8378
FAX: (403) 286-8287
Qantas NDT Section

Qantas Maintenance Base
Melbourne Airport Base
Victoria
Australia
TEL: (61) 3-92807265
FAX: (61) 3-92807393
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MAINTENANCE MANUAL
QinetiQ
(formally DERA)
Fuel and Lubricants
Cody Technology Park
Building 442 Pyestock
Farnborough, Hampshire GU14 0LX
England
TEL: (44) 1252 374775/4776
(44) 7771 808541 (Off-hour)
FAX: (44) 1252 374795
Website: http://www.qinetiq.com
E-mail: gpmccullough@qinetiq.com
SN Brussels Airlines
(formally Sabena Airlines)
Building 12-012
International Airport
Brussels, 1930 Zaventem
Belgium
TEL: (32) 2 723 4958
FAX: (32) 2 723 5995
Website: http://www.sabena.com
Spectro Oil Analysis Company Ltd.

Palace Gate
High Street
Odiham, Hampshire RG29 1NP
United Kingdom
TEL: 44-0-1256 704000
FAX: 44-0-1256 704006
Website: http://www.specto-oil.com
The University of Dublin

Trinity Collage
Department of Biochemistry
Chemical Analyst Laboratory
Dublin 2
Ireland
TEL: (353) 1 608 1608
FAX: (353) 1 677 2400
Website: http://www.tcd.ie/Biochemistry
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MAINTENANCE MANUAL
Vernolab
Zone Les Cents Sillone
27-138 Verneuil sur Avre
Cedex
France
TEL: (33) 0 2 32 60 65
FAX: (33) 0 2 32 60 1646
Website: http://www.vernolab.com
Wear Check Canada Inc.

4161 Sladeview Crescent
Unit 11
Mississauga, Ontario L5L 5R3
Canada
TEL: (905) 569-8600
FAX: (905) 569-8605
Website: http://www.wearcheck.com
Xian Aero Engine Corp.

Physic and Chemical Testing Centre
Xujiawan Beijiao
P.O. Box 13-88, Xian 710021
China
TEL: 86-29-6613888-53144
FAX: 86-29-6614035
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MAINTENANCE MANUAL
ENGINE - SERVICING
1. General
A. These instructions provide information necessary for preservation or depreservation of

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

NOTE: Use engine oil (PWC03-001) for general lubrication, unless stated otherwise.
Item No. Name
PWC05-026 Dye, Blue
PWC05-051 Seal, Flat Steel Strapping
PWC05-053 Sheet, Plastic, Moisture-Proof
PWC05-063 Strapping, Steel
PWC05-069 Tape, Pressure Sensitive Adhesive
PWC05-070 Tape, Filament-reinforced (Pressure-sensitive Adhesive)
PWC05-077 Oil, Preservative
PWC05-089 Lockwire
PWC05-107 Polyurethane (Foam-in-place)
PWC05-295 Lockwire (may be used instead of PWC05-089)
PWC15-011 Inhibitor
3. Special Tools
Tool No. Name

PWC34300 Stand
PWC37825 Adapter
PWC38001 Adapter, Reduction Gearbox (use with PWC34300)
PWC38147 Drain Fitting
PWC38212 Adapter
PWC38307 Adapter
PWC54002 Sling (Engine/Turbomachinery)
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ENGINE - SERVICING May 02/2003
MAINTENANCE MANUAL
Tool No. Name

PWC54212 Adapter, Front
PWC54213 Adapter, Rear
PWC56515 Rod, Flapper Valve
Name
Bolts, Slave (0.250-28 thread)
Heat Gun
Hoist, 1000 lb. (454 kg) SWL
Hoist, 2000 lb. (907 kg) SWL
Oven
Strapping Tool 3/4 in. (19.1 mm)
Vacuum Cleaner
5. Removal/Installation
A. 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.
B. 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: 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.
(3) Remove steel strapping (PWC05-063) (2).
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MAINTENANCE MANUAL
(4) Remove and discard cover (3).
(5) Remove plywood cover (4).
(6) Pre-SB21678: Remove sleeve (5) and plywood sides (6).
(7) Post-SB21678: Remove sleeve (5).
(8) Cut envelope (7) and, using front adapter (PWC54214 (21)) and rear adapter
(PWC54213 (22)), attach sling (PWC54002) (8) to engine.
(9) Attach hoist to sling and take weight of engine.
CAUTION: DO NOT ATTEMPT TO LIFT AN ENGINE STILL ATTACHED TO THE

CONTAINER.
(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.
C. 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).
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C11588A
Shipping Container - Engine Removal/Installation
72-00-00 Page 304

MAINTENANCE MANUAL
Key to Figure 301
1. Humidity Indicator
2. Strapping
3. Cover
4. Plywood Cover
5. Sleeve
6. Plywood Side (Pre-SB21678)
7. Envelope
8. Sling
9. Pin
10. Desiccant Bags (not illustrated)
11. Bolt
12. Bolt
13. Washer
14. Washer
15. Adapter
16. Adapter
17. Base
18. Support
19. Support
20. Corner
23. Box, Ejector
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MAINTENANCE MANUAL
8
21
22
16
11 1
13
9 7
15
14
12
23
19
18
17
C11247D
Shipping Container - Engine Removal/Installation
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MAINTENANCE MANUAL
(4) Place the fuel waste ejector tank in the box (23).
(5) Install the box on the base of the container. Secure with tape (PWC05-069).
(6) Install documents in envelopes and install envelopes in box glued to base (17) with
pressure-sensitive tape (PWC05-070).
(7) Install reactivated humidity indicator (1) in envelope (7).
CAUTION: APPROVED COMPONENTS (REF. IPC) MUST BE USED TO SECURE

MOUNTING ADAPTERS TO THE ENGINE AND CONTAINER. USE OF
UNAPPROVED COMPONENTS COULD CAUSE SERIOUS ENGINE
DAMAGE DURING SHIPMENT AND HANDLING.
(8) Install envelope, adapters (PWC38307) (15) and (PWC38212) (16), washers (13,
14) and bolts (11, 12). Torque front bolts 700 lb.in. (79.10 Nm) and rear bolts
275 lb.in. (31.08 Nm).
(9) Install ejector box (23) in base (17).
(10) Lower engine onto container base and align adapter with supports (18, 19).
(11) Install quick-release pins (9).
(12) Remove sling (PWC54002) (8), rear adapters (PWC54213 (22)) and front adapter
(PWC54214 (21)) and hoist (2000 lb. (907 kg) SWL).
(13) Attach reactivated desiccant bags (10) to engine.
(14) Evacuate envelope using vacuum cleaner and heat-seal envelope using heat gun.
(15) Pre-SB21678: Install plywood sides (6), pierced side in line with humidity
indicator.
(16) Orientate transparent panel in sleeve (5) to humidity indicator and install sleeve.
(17) Fold down edges of sleeve and secure with tape (PWC05-070).
(18) Install plywood cover (4) and tape (PWC05-070) to sleeve.
(19) Install cover (3) and tape corners (20) in position.
(20) Install steel strapping (PWC05-063) (2) with strapping tool. Secure with strapping
seals (PWC05-051).
(21) Seal edges of container with tape (PWC05-070).
(22) Stencil engine model, build specification (BSxxx), serial number and preservation
date on both ends of container.
(23) Store container under cover. Do not expose to climatic conditions for more than
seven days. Do not dispatch container by sea.
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MAINTENANCE MANUAL
D. Removal of Reduction Gearbox from Shipping Container (Ref. Fig. 302)
(1) Check condition of humidity indicator (1) (if pink, check gearbox for corrosion).
NOTE: Overhead clearance must be at least five feet (1.524 m) (not including
distance from hoist hook to container top) to enable gearbox to be lifted
clear of container mounts.
(3) Remove steel strapping (2) and corners (3).
(4) Remove cover (4).
(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.
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MAINTENANCE MANUAL
5
2
7
8
C12626
Shipping Container - Reduction Gearbox Removal/Installation
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MAINTENANCE MANUAL
Key to Figure 302
1. Humidity Indicator
2. Steel Strapping
3. Corners
4. Cover
5. Plywood Cover
6. Sleeve
7. Plywood Side (Pre-SB21678)
8. Envelope
9. Desiccant (not illustrated)
10. Adapter
11. Nuts
12. Washers
13. Bolts
14. Cradle Adapter
15. Adapter
16. Bolts
17. Stand
18. Bolts
19. Nuts
20. Bolts
21. Nuts
22. Washers
23. Bolts
24. Cover
25. Overspeed Governor/PVM Oil Pump
26. Envelope
27. Cover
28. Nuts
29. Bolts
30. Cushioning (not illustrated)
31. Cover
32. Nuts
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MAINTENANCE MANUAL
10
11
12
16
15
14
13
29
27
25
28
26
C12627
72-00-00 Page 311

MAINTENANCE MANUAL
31 32
18 19 21 22 14
24
20 23
17
C12628
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MAINTENANCE MANUAL
(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.
E. 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.
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MAINTENANCE MANUAL
(13) Attach hoist (1000 lb. (454 kg) SWL) to adapter and take weight of gearbox.
NOTE: 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.
(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).
(29) Stencil engine model, build specification (BSxxx), gearbox serial number and
preservation date on both ends of container.
F. 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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MAINTENANCE MANUAL
C12649
Shipping Container - Turbomachinery Removal/Installation
72-00-00 Page 315

MAINTENANCE MANUAL
Key to Figure 303
1. Humidity indicator
2. Steel Strapping
3. Corner
4. Cover
5. Plywood Cover
6. Sleeve
7. Plywood Sides (Pre-SB21678)
8. Envelope
9. NOT USED
10. NOT USED
11. Adapter, Rear
12. Adapter, Front
13. Sling
14. Ball Lockpins
15. Bolts
16. Washers
17. Brackets
18. Base
19. Caps
20. Nuts
21. Nuts
22. Washers
23. Washers
24. Bolts
25. Plate
26. Support
27. Desiccant Bags (not illustrated)
28. Bolts
29. Cover
30. Bolts
31. Support
32. Packing
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MAINTENANCE MANUAL
13
12
11
30 28
31 32 25
29
19 23
20
14
16 17 26
15 18 24
22 21
C12653A
Shipping Container - Turbomachinery Removal/Installation
72-00-00 Page 317

MAINTENANCE MANUAL
NOTE: Overhead clearance must be at least seven feet (2.134 m) (not including
distance from hoist hook to container top) to enable turbomachinery to be
lifted clear of container mounts.
(3) Remove steel strapping (2) and corners (3).
(4) Remove cover (4).
(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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MAINTENANCE MANUAL
G. Installation of Turbomachinery in Shipping Container (Ref. Fig. 303)
CAUTION: BEFORE SHIPPING ENGINES ENSURE INTERNAL COMPONENTS ARE

INSTALLED. EXTENSIVE DAMAGE HAS BEEN CAUSED TO
COMPONENTS DUE TO ENGINES BEING SHIPPED WITHOUT NO. 6
AND 7 BEARING HOUSING.
(1) Prepare turbomachinery for storage (Ref. Preservation/Depreservation, Oil Draining
and IPC).
(2) Ensure following documents are complete:
v HP turbine disk, HP turbine disk front and rear cover plates, LP turbine disk and
PT disk history records.
v Life limited parts log sheet.
v Log book.
(3) Install documents in envelopes. Install envelopes in box glued to base (18). Secure
with tape (PWC05-070).
(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.
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MAINTENANCE MANUAL
(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).
(26) Stencil engine model, build specification (BSxxx), serial number and preservation
date on both ends of container.
6. Preservation/Depreservation
A. General Engine Storage/Preservation Procedure
CAUTION: ENGINE(S) REMOVED FROM SERVICE AND NOT PRESERVED PER THE
PUBLISHED PROCEDURES, COULD POSSIBLY SUFFER CORROSION
DAMAGE. THE ONLY METHOD TO DETERMINE IF SUCH DAMAGE HAS
OCCURRED IS FOR THE ENGINE TO BE PARTIALLY DISASSEMBLED FOR
VISUAL INSPECTION OF ALL COMPONENTS.
(1) Engines stored on/off aircraft or in QEC for a pre-determined amount of time. The
storage procedure is as follows:
(a) 0 to 7 days
1 Engines stored on aircraft
a Seal off all openings to engine (Ref. AMM).
2 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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MAINTENANCE MANUAL
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).
c Run engine every seven days. Start engine and run until oil temperature
is 70C (158F) minimum. Shut down engine (Ref. AMM) and reseal
all engine openings after every engine run (Ref. AMM).
2 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 Seal off all openings to engine (Ref. AMM).
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.
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MAINTENANCE MANUAL
v Wash engine externals thoroughly with cleaner (Ref.

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

water.
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 Seal off all openings to engine (Ref. AMM).
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 Spray exposed accessory drive pads with engine oil (PWC03-001)
and protect with shipping covers (Ref. IPC).
(2) 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).
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MAINTENANCE MANUAL
(c) Run engine every seven days. Start engine and run until oil temperature is
70C (158F) minimum. Shut down engine and reseal all engine openings(Ref.
AMM).
(d) Every 30 days, carry out the following:
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.
B. Oil System Preservation
(1) Start engine and run until oil temperature is 70C (158F) minimum. Shut down
engine(Ref. AMM).
(2) Carry out an oil analysis to determine acidity (TAN) and water content.
(a) If in the absence of a maximum TAN number from an oil brand specification
and the TAN is above 1.0, or water content is more than 800 parts per
million, either by weight or volume, proceed as follows:
NOTE: 1. The value of TAN in unused oil conforming to specification varies

depending on brand and manufacturer.
NOTE: 2. The requirement to analyze the oil is not necessary, provided you
carry out the following steps.
NOTE: 3. Use a Titra-Lube TAN Test Kit (P/N TI-TAN) to analyze the oil. The
kit can be obtained from the following address or contact a local
distributor for availability of the kit:
Dexsil Chemical Corp.

1 Hamden Park Drive
Hamden, CT 06517
USA
TEL: 1-800-4-DEXSIL
203-288-3509
FAX: 203-248-6523
1 Drain and discard oil from main oil tank and reduction gearbox (Ref. Para.
8.).
2 Refill engine with fresh oil. (Ref. Para. 11.).
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MAINTENANCE MANUAL
3 Run engine (Ref. step (1)).
8.).
(b) If TAN is less than 1.0 above the limit given in the specification for the specific
brand of oil or water content is less than 800 parts per million either by weight
or volume, proceed as follows:
8.).
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 16C (60F) to oil-to-fuel heater inlet fitting.
CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS.

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

OF THE COMPONENT.
2 Remove the fuel heater, fuel pump, MFCU, FCOC. Fill fuel side of
components with preservative oil (PWC05-077) and drain off excess.
Reinstall all components on the engine and reconnect lines previously
disconnected.
(6) Disconnect oil supply.
(7) Connect lines previously disconnected (Ref. 72-01-40).
(8) Tag fuel line with date of preservation.
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ENGINE - SERVICING Mar 11/2005
MAINTENANCE MANUAL
D. Accessories
(1) General
(a) Retain shipping parts of replacement components for use when returning
defective components.
(b) Fill components to be shipped, except electrical, with preservative oil

(PWC05-077) and drain off excess.
(c) Install shipping closures and wrap assembly with plastic sheet (PWC05-053).
WARNING: REFER TO THE MANUFACTURERS MATERIAL SAFETY DATA

SHEETS FOR CONSUMABLE MATERIALS INFORMATION SUCH
AS: HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL
CHARACTERISTICS, FIRE, EXPLOSION, REACTIVITY, HEALTH
HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND
CONTROL MEASURES.
(d) Secure component in shipping container with foam-in-place polyurethane
(PWC05-107).
(e) Identify shipping container.
(2) Storage
(a) Accessory storage life is unlimited, providing the following procedures are
carried out:
1 Accessories installed on a stored engine
a Fluid handling components
Preserve in accordance with Subpara. B. or C., as applicable.

Electrical connections must be mated. If mating is not possible,
approved shipping covers must be installed on connector and
associated wiring harness.
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
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MAINTENANCE MANUAL

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

shipping covers to seal openings. Install cover on electrical
connector.
E. Desiccant and Humidity Indicator Reactivation
(1) Heat humidity indicator in oven at 121C (250F) until humidity indicator turns blue.
Heat desiccant for two hours.
(2) Allow oven to cool to room temperature.
(3) Place desiccant and indicator in evacuated heat-sealed polyethylene envelope until
required for use.
F. Depreservation (Engine)
(1) Remove desiccant, shipping covers, caps and plugs.
(2) Connect fuel supply line to engine (Ref. AMM).
(3) Fill oil system to MAX. mark (Ref. Para. 11.).
(4) If engine has not run for more than 90 days, prime oil system as follows:
(a) Disconnect oil line from oil cooler adapter (2, Fig. 304) located adjacent to
pressure oil filter (Ref. AMM).
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MAINTENANCE MANUAL
(b) Raise connector (1) above level of engine oil inlet port and pour oil (PWC03-001)
slowly into the connector until the pressure oil pump is filled and oil flows from
connector (1).
(c) Connect the oil line to oil cooler adapter (2). Torque the connector (Ref. AMM).
(d) Remove fuel heater inlet filter cover and filter (Ref. 72-01-40, SERVICING).
Do not remove packings.
(e) Remove air tube assembly (6, Fig. 305) from pressure oil check valve (Ref.
72-01-30, REMOVAL/INSTALLATION).
CAUTION: COVER RESTRAINS SPRING.

(f) Remove bolts (1), cover (2), packing (3), spring (4) and washers (5). Record
quantity. Do not remove packing from cover.
(g) Put spring and washers into a plastic bag identified with engine serial number.
(h) Install cover (2) and bolts (1). Torque bolts fingertight.
(i) Install air tube assembly (6). Do not secure clamp assemblies (Ref. 72-01-30,
REMOVAL/INSTALLATION).
(j) Install fuel heater inlet filter cover and filter (Ref. 72-01-40, SERVICING).
CAUTION: ENSURE AIR BLEED IS OFF.

(k) Air Bleed - OFF
CAUTION: STOP MOTORING AFTER OIL PRESSURE IS REGISTERED ON

GAGE.
CAUTION: ABORT MOTORING IF AN OIL-PRESSURE INDICATION IS NOT
OBTAINED WITHIN 15 SECONDS. DETERMINE AND RECTIFY
CAUSE BEFORE REPEATING RUN.
(l) Carry out a dry motoring run (Ref. AMM) until an oil-pressure indication is
shown on gage.
(m) Remove fuel heater inlet filter cover and filter. Discard packings (Ref. 72-01-40,
SERVICING).
(n) Remove air tube assembly (6) (Ref. 72-01-30, REMOVAL/INSTALLATION).
(o) Remove bolts (1), cover (2) and packing (3). Discard packing.
(p) Lubricate new packing (3) with engine oil (PWC03-001) and install on cover
(2).
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MAINTENANCE MANUAL
OIL
C32217
Aircraft Oil Cooler and Pressure Pump - Priming
Figure 304
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MAINTENANCE MANUAL
Key to Figure 304
1. Connector
2. 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: The number of washers varies between one minimum and five
maximum. Re-assemble using the same number of washers recorded
in step (f).
(r) 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) Install fuel heater inlet filter and cover (Ref. 72-01-40, SERVICING).
(5) Disconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40,
CAUTION: PROLONGED MOTORING (IN EXCESS OF 15 SECONDS) MAY RESULT

IN LEAKAGE OF OIL INTO EXHAUST DUCT AND P2.5 AIR PLENUM
WITHIN COMPRESSOR CASE.
(6) Carry out a wet motoring run (Ref. AMM).
(7) Check that a solid stream of fuel comes out of fuel-supply line.
(8) Move condition lever to . Check that stream of fuel stops.
(9) Move condition lever to START position. Check that fuel stream resumes.
(10) Reconnect fuel supply line to the flow divider and dump valve (Ref. 72-01-40,
G. Depreservation (Accessories)
(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.
7. Shipping
A. General
(1) There are two (2) approved methods to ship engines. They are by:
(a) A P&WC Shipping container, as defined in the IPC; or
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MAINTENANCE MANUAL
4
3
2
6
C21069
Oil Check Valve - Removal of Spring and Washers
Figure 305
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MAINTENANCE MANUAL
Key to Figure 305
1. Bolts
2. Cover
3. Packing
4. Spring
5. Washer
6. 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 DATA
Approximate External Dimensions
Length 93.7 in. (2380 mm)
Width 38.1 in. (970 mm)
Height 46 in. (1170 mm)
Weight
Empty 691 lb. (314 kg)
Full 1781 lb. (809 kg)
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MAINTENANCE MANUAL
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 DATA
Length 38 in. (965 mm)
Width 35 in. (889 mm)
Weight
Empty TBA
Full 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 DATA
Length 69 in. (1753 mm)
Width 40 in. (1016 mm)
Weight
Empty TBA
Full TBA
8. Oil Draining (Ref. Fig. 306)
A. Main Oil Tank and/or RGB
NOTE: Engine oil draining is carried out from four drain outlets. RGB chip detector and
plug, turbomachinery chip detector and oil tank plug.
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN

DISCONNECTING RECEPTACLES AND PLUGS.
(1) Disconnect electrical harness from chip detector plugs (1) (Ref. AMM).
(2) Operate feathering pump through full feather/unfeather/feather cycle.
(3) Remove chip collector plugs (1) and packings (2).
NOTE: Replacement of the chip collector plug packings (2) is only necessary if a
visual inspection (nicks, cuts, etc.) shows they are damaged.
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MAINTENANCE MANUAL
(4) Install drain fitting (4) (PWC38147) in chip collector valves.
NOTE: Ensure packing (5) is in place.
(5) 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) Refill with oil (Ref. Para. 10.).
9. Chip Collector - Replacement (Ref. Fig. 307)
A. Procedure
(1) Drain oil (Ref. Para. 8.).
NOTE: Chip collector plug (1) and packings (2) are removed when oil is drained.
(2) Remove chip collector valve (3) and packing (4). Discard packing.
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MAINTENANCE MANUAL
REDUCTION GEARBOX
4
3
7
6 5
REDUCTION GEARBOX
TYPICAL 2
LOCKED POSITION
TURBOMACHINERY 8
9 3
C39231
Oil Draining
Figure 306
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MAINTENANCE MANUAL
Key to Figure 306
1. Chip Collector Plug

2. Packing
3. Chip Collector Valve
4. Drain Fitting
5. Packing
6. Plug
7. Packing
8. Plug
9. 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) Connect electrical harness (Ref. AMM).
10. Oil System Flushing and Filling
NOTE: Engine oil is to be flushed when contamination is evident or when a change in

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

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

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

ENGINE - APPROVED LUBRICATING OILS, IF CHANGING OIL BRANDS.
A. Oil Filling Procedure
(1) Gravity Fill
(a) Remove filler cap.
CAUTION: DO NOT USE ANY SHARP TOOLS OR OBJECTS TO OPEN THE

FLAPPER VALVE. CONTINUAL USE OF A SHARP OBJECT MAY
DAMAGE THE VALVE AND NOT ALLOW THE VALVE TO SEAL
CORRECTLY.
(b) Use rod (PWC56515) to open flapper valve and fill with engine oil to required
level as determined by operators experience, never exceeding MAX indication
or letting level drop below MIN or ADD 3 marks.
(c) Install filler cap.
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MAINTENANCE MANUAL
(2) Pressure fill
(a) Connect pressure fill line to oil tank pressure fill valve.
(b) Connect drain line to oil tank overfill valve.
B. Replenishing Empty Oil System
NOTE: If the sight glass is dirty, oil level inspection is not easy. Refer to Chapter
72-01-50 for removal/cleaning/installation of the sight glass. To improve visibility
of the oil level during inspection, use blue dye (PWC05-026) (Ref. 72-00-00,
Description and Operation, Engine Approved Lubricating Oils).
(1) Fill with engine oil (PWC03-001). Bring level to MAX mark on sight gage.
(2) Carry out a dry motoring run to prime oil pumps and lines (Ref. Adjustment/Test).
CAUTION: OIL LEVEL ABOVE THE MAX MARK CAN NOT ALWAYS BE CLEARLY
SEEN ON THE SIGHT GLASS. OIL ABOVE THE MAX MARK CAN
POSSIBLY RESULT IN AN INTERNAL OIL LEAK, OIL SMELL, SMOKE IN
THE CABIN AND AN INTERNAL ENGINE FIRE.
(3) Add oil (PWC03-001) until level shown on sight glass is 3 quarts below MAX mark.
(4) Start engine (Ref. Adjustment/Test).
(5) Run engine at ground idle and exercise the propeller a minimum of 3 times from
feather to unfeather.
(6) Before shut down, run engine for a minimum of 20 seconds with propeller in feather
position.
(7) Shut down engine (Ref. Adjustment/Test).
(8) Check engine oil level within 30 minutes (15 5 minutes is considered optimum) of
engine shut down.
(9) Add engine oil (PWC03-001) to required level as determined by operators

experience, never exceeding MAX indication nor letting level drop below MIN or ADD
3 marks.
(10) Check for oil leaks. Rectify if necessary.
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MAINTENANCE MANUAL
12. Oil Level Check and Top-up
A. General Oil Level Check
(1) Engine oil levels must be checked within 30 minutes (15 5 minutes is considered
optimum) of engine shutdown, with the oil temperature, as a minimum above 113F
(45C). During shutdown, the engine must run for a minimum of 20 seconds with
the propeller in feather. This ensures that the maximum amount of oil is returned from
the PVM via the reduction gearbox to the oil tank. If this procedure is not followed,
the oil level sightglass indication may not be accurate.
NOTE: Engines left overnight may have misleading oil level indications. If engine
did not have level checked after last flight or the oil temperature, as a
minimum is not above 113F (45C), an engine run must be carried out per
the step above.
B. Top-up
NOTE: If the sight glass is dirty, oil level inspection is not easy. Refer to Chapter
72-01-50 for removal/cleaning/installation of the sight glass. To improve visibility
of the oil level during inspection, use blue dye (PWC05-026) (Ref. 72-00-00,
Description and Operation, Engine Approved Lubricating Oils).
CAUTION: OIL LEVEL ABOVE THE MAX MARK CAN NOT ALWAYS BE CLEARLY
SEEN ON THE SIGHT GLASS. OIL ABOVE THE MAX MARK CAN
POSSIBLY RESULT IN AN INTERNAL OIL LEAK, OIL SMELL, SMOKE IN
THE CABIN AND AN INTERNAL ENGINE FIRE.
(1) Add engine oil (PWC03-001) as follows:
(a) Oil level can be clearly seen through sight glass.

Drain (Ref. Para. 8.) or add oil (PWC03-001) to required level as determined
by operators experience, never exceeding MAX indication nor letting level drop
below MIN or ADD 3 marks.
(b) Oil level cannot be clearly seen through sight glass. Add 5.6 quarts of oil and
check the oil level
1 If oil level can be clearly seen on the sight glass, refer to step (1)(a),
preceding.
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
operators experience, never exceeding MAX indication nor letting level drop
below MIN or ADD 3 marks.
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MAINTENANCE MANUAL
13. Oil Consumption Trend Monitoring
A. 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.
B. Procedure
(1) When carrying out oil system top-up, measure and record amount of oil added to
top up tank to MAX mark on sight glass.
(2) Check number of flight hours from last top-up.
(3) Using following formula, determine oil consumption rate:

Oil consumption (Ref. Step (1))
Flight hours (Ref. Step (2)) = oil/hour
(4) Plot oil/hour value on a graph (Ref. Fig. 308).
(5) Oil consumption above maximum permissible or a sudden or gradual increase must
be investigated. Determine and rectify cause (Ref. Fault Isolation).
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MAINTENANCE MANUAL
KG / HR LB / HR
0.227 0.5
0.181 0.4
0.136 0.3
0.091 0.2
0.045 0.1
6 13 20 27 6 13 20 27 3 10 17 24 1 8 15
FEB. MAR. APR. MAY
NOTE: THIS GRAPH IS A SAMPLE ONLY OF TYPICAL NORMAL

OIL CONSUMPTION, NOT TO BE USED AS A BASE LINE
C18195
Oil Consumption Trend Monitoring - Sample Graph
Figure 308
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MAINTENANCE MANUAL
ENGINE - REMOVAL/INSTALLATION
1. General
A. These instructions provide the information necessary for the handling of the engine in
and out of the airframe and engine stands and module separation.
B. Hot section component removal/installation is covered in 72-03-00 .

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: Use engine oil (PWC03-001), for general lubrication, unless stated otherwise.
Item No. Name
PWC05-089 Lockwire
3. Special Tools
Tool No. Name

PWC34200 Stand
PWC34294 Support
PWC37106 Support
PWC37107 Support
PWC37108 Support
PWC37109 Support
PWC54002 Sling, Engine/Turbomachinery
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ENGINE - REMOVAL/INSTALLATION Mar 11/2005
MAINTENANCE MANUAL
Name
Hoist, 2000 lb. (907 kg) safe working load (SWL)
5. Removal
A. 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.
B. 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) .
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MAINTENANCE MANUAL
6. Installation
A. Engine in Airframe
NOTE: Inspect propeller shaft inside diameter for visible crack before engine
installation (Ref. 72-10-00)
(1) 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).
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MAINTENANCE MANUAL
16
15
10
11
6 5
9
13 12
4
8 7
3
14
2
14
17
C11867C
Stand PWC34200 - Engine Removal/Installation
Figure 401
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MAINTENANCE MANUAL
Key to Figure 401
1. Sling
2. Stand
3. Adapter, Front
4. Bolt
5. Adapter, Rear
6. Bolt
7. Support
8. Support
9. Bolt
10. Bolt
11. Nut
12. Support
13. Support
14. Ball Lockpin
15. Adapter, Front
16. Adapter, Rear
17. Support, Assy
CAUTION: COVER RESTRAINS SPRING.

(c) Remove bolts (1), cover (2), packing (3), spring (4) and washers (5). Record
quantity. Do not remove packing from cover.
(d) Put spring and washers into a plastic bag identified with engine serial number.
(e) Install cover (2) and bolts (1). Torque bolts fingertight.
(f) Install air tube assembly (6). Do not secure clamp assemblies (Ref. 72-01-30,
(g) Install pressure oil filter and cover (Ref. 72-01-50, SERVICING).
CAUTION: ENSURE AIR BLEED IS OFF.

(h) Air Bleed - OFF.
CAUTION: STOP MOTORING AFTER OIL PRESSURE IS REGISTERED ON

GAGE.
(i) Carry out a dry motoring run(AMM) until an oil pressure indication is shown on
gage. Abort motoring if an oil pressure indication is not obtained within 15
seconds. Determine and rectify cause before repeating run.
(j) Remove pressure oil filter and cover. Discard packings (Ref. 72-01-50,
SERVICING).
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MAINTENANCE MANUAL
OIL
C32217
Aircraft Oil Cooler and Pressure Pump - Priming
Figure 402
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MAINTENANCE MANUAL
Key to Figure 402
1. Connector
2. Adapter
(k) Remove air tube assembly (6, Fig. 403) (Ref. 72-01-30, REMOVAL/
INSTALLATION).
(l) Remove bolts (1), cover (2) and packing (3). Discard packing.
(m) Lubricate new packing (3) with engine oil (PWC03-001) and install on cover
(2).
(n) Install washers (5), spring (4), cover (2) and bolts (1). Torque bolts 32 to
36 lb.in. (3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).
NOTE: The number of washers varies between one minimum and five
maximum. Re-assemble, using the same number of washers
recorded in step (c).
(o) Install air tube assembly (6) (Ref. 72-01-30, REMOVAL/INSTALLATION).
(p) Lubricate new packings with engine oil (PWC03-001) and install on pressure oil
filter and filter cover.
(q) Install pressure oil filter and cover (Ref. 72-01-50, SERVICING).
(10) Disconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40,
CAUTION: PROLONGED MOTORING (IN EXCESS OF 15 SECONDS) MAY RESULT

IN LEAKAGE OF OIL INTO EXHAUST DUCT AND P2.5 AIR PLENUM
WITHIN THE INTERCOMPRESSOR CASE.
(11) Carry out a wet motoring run(AMM) .
(12) Check that solid stream of fuel comes out of fuel supply line.
(13) Move condition lever to SHUT position. Check that stream of fuel stops.
(14) Move condition lever to START position. Check that fuel stream resumes.
(15) Reconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40,
(16) Fill oil tank 2 quarts (1.892 liters) below maximum level.
(17) Switch on ignition and start engine (Ref. AMM).
(18) Run engine at ground idle and exercise propeller a minimum of 3 times from
feather to unfeather.
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MAINTENANCE MANUAL
4
3
2
6
C21069
Oil Check Valve - Removal of Spring and Washers
Figure 403
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MAINTENANCE MANUAL
Key to Figure 403
1. Bolt
2. Cover
3. Packing
4. Spring
5. Washer
6. Tube Assembly
(19) Before shutdown, run engine for a minimum of 20 seconds, with propeller in
feather position.
(20) Shut down engine (Ref. AMM).
(21) Check engine oil level within 30 minutes (15 5 minutes is considered optimum) of
engine shutdown.
(22) Add engine oil to required level as determined by operators experience, never
exceeding MAX indication or letting level drop below MIN or ADD 3 marks.
(23) Check for fuel and oil leaks. Rectify if necessary.
B. 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.
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MAINTENANCE MANUAL
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.

CAUTION: INTERCHANGEABILITY REQUIREMENTS MUST BE REVIEWED WHEN
REPLACING PARTS TO ENSURE COMPATIBILITY WITH EXISTING
SERVICEABLE COMPONENTS.
NOTE: Lubricate packings with engine oil (PWC03-001), unless otherwise stated.
Item No. Name
PWC05-089 Lockwire
3. Special Tools
Tool No. Name

PWC37651 Puller
Not Applicable
5. Engine Ground Running Operating Limits
The parameters which the engines should meet on ground test, when installed in the aircraft,
are shown in Chapter 05-10-00.
6. Engine/Component Replacement Test Requirements
In the event of an engine or component replacement, the test required to functionally check
the engine or component is listed in Table 501.
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ENGINE - ADJUSTMENT/TEST Mar 09/2001
MAINTENANCE MANUAL
TABLE 501, Engine/Component Replacement Test Requirement

TMM / FUEL O/S GOV
Test Required ENGINE/ PUMP / O/S HYDRAULIC
(See NOTE 1) RGB PROP EEC MFCU PCU AFU GOV. PUMP IBV
Oil Pressure
(Ref. Para. 10., Subpara. A.) X
Propeller Purging X X X X
Leak Check
(See NOTE 2) X X X X X X
Ground Idle X X X X X
Flight Idle/Maximum RPM X X X X X X X
Minimum RPM
(Min. Governing NP) 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 X X X X
Engine Trimming (EEC) X X X
Power Assurance
(Ref. Para. 10., Subpara. J.) X
Propeller Overspeed
Protection System Test X X X
EEC Fail Fixed Mode
and MFC Manual Mode Test X X X
Acceleration Check
(Ref. Para. 10., Subpara. K.) 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.
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8. Starting
A. Prestart
CAUTION: GROUND RUNNING MUST ALWAYS BE CARRIED OUT WITH THE

AIRCRAFT FACING INTO WIND.
(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.
B. Wet Motoring
(1) Electrical power supply - ON.
(2) Ignition - OFF.
(3) Fuel supply valve - OPEN.
(4) Fuel boost pump - ON,
(5) Power lever - GRD IDLE.
(6) Condition lever - OFF.

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

EXHAUST DUCT AND P2.5 PLENUM.
(9) When NH passes through 10%, advance appropriate condition lever to FEATHER
(fuel on) for 15 seconds maximum.
NOTE: Discontinue engine motoring if positive oil pressure is indicated.
(10) Retard condition lever - OFF.
(11) Starter control switch - Press to OFF position. Check green light extinguishes.
(12) Check for unusual noises during rundown.
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ENGINE - ADJUSTMENT/TEST Jul 13/2001
MAINTENANCE MANUAL
(13) Electrical power supply - OFF.
(14) Check engine for oil or fuel leaks.
C. Dry Motoring (to purge engine of fuel after wet motoring run or in the event of fire
occurring in the engine after starting or permit a compressor wash to be carried out.)
CAUTION: CARRY OUT DRY MOTORING RUN BEFORE STARTING ENGINE.

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

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

EXHAUST DUCT AND P2.5 PLENUM.
(7) Motor engine for 15 seconds.
NOTE: 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.
D. Start
NOTE: After motoring cycle(s) or aborted start(s), the engine is recommended to be

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

PRIOR TO STARTING ENGINE.
(1) Electrical power supply - ON.
NOTE: A ground power unit (GPU) is recommended to be used to reduce

maximum ITT/T6 during engine start.
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MAINTENANCE MANUAL
(2) Electronic engine control (EEC) - Press to ON position.
(3) Ignition - 1, 2 or both as required.
(4) Fuel valve - OPEN.
(5) Fuel boost pump - ON.
(6) Air bleed - Closed.
(7) Condition lever - FUEL OFF.
(8) Power lever - FLT IDLE.
(9) Power rating switch - select ATO.

(10) Press START button for Eng. No. 1 or Eng. No. 2 as appropriate and check green
START light illuminates.
(11) Check:
CAUTION: IF NH FAILS TO INCREASE AFTER PRESSING START BUTTON,

PRESS START BUTTON TO OFF POSITION. SWITCH IGNITION
OFF AND INVESTIGATE (REF. FAULT ISOLATION).
(a) NH starts to increase.
(b) NL starts to increase.
CAUTION: IF ANY OF THE FOLLOWING OCCURS, MOVE START CONTROL

SWITCH TO OFF POSITION, SWITCH IGNITION OFF, RETARD CONDITION
LEVER TO OFF, ALLOW ENGINE TO DRAIN FOR 30 SECONDS:
v ENGINE FAILS TO LIGHT UP WITHIN 10 SECONDS AFTER ADVANCING
CONDITION LEVER TO FEATHER.
v ENGINE LIGHTS UP BUT FAILS TO ACCELERATE TO 66% 2% NH
WITHIN 50 SECONDS IN EEC MODE (30 SECONDS IN MANUAL
MODE).
v INTERTURBINE TEMPERATURE (ITT/T6) EXCEEDS STARTING LIMITS
(REF. 05-10-00).
v NH EXCEEDS 78%.
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MAINTENANCE MANUAL
v NO POSITIVE OIL PRESSURE ABOVE 40% NH.
CAUTION: IF FOR ANY REASON THE START IS ABORTED BEFORE FUEL ON,
ALLOW ENGINE TO STOP ROTATING BEFORE REPEATING THE
COMPLETE START PROCEDURE, OBSERVING STARTER MOTOR
OPERATING LIMITS.
CAUTION: AFTER AN ABORTED START, ALLOW A 30 SECOND FUEL DRAIN
PERIOD, FOLLOWED BY A 15 SECOND DRY MOTORING RUN, BEFORE
ATTEMPTING START.
CAUTION: IF ITT/T6 MAINTAINS 950C (1742F) FOR MORE THAN 5 SECONDS OR
CONTINUOUS FLAME ISSUE FROM EXHAUST, CARRY OUT DRY
MOTORING OF ENGINE.
(12) Either:
(a) If ITT/T6 is less than 200C (392F)
1 Advance condition lever to FEATHER on passing 10% NH.

or
(b) If ITT/T6 is greater than or equal to 200C (392F)
1 Advance condition lever to FEATHER between 10 and 19% NH.
(13) Check ITT/T6 starts to increase within ten seconds after selecting condition lever to
START. ITT/T6 must not exceed limits (Ref. 05-10-00).
(14) Engine oil pressure - positive reading must occur at or before 40% NH.
NOTE: 1. If reading is not within limits, check for correct assembly of PRV, remove
and recalibrate pressure oil check valve.
NOTE: 2. The pressure oil check valve must be calibrated on a test bench. Refer
to Engine Overhaul Manual.
NOTE: 3. At first engine run after installation, or maintenance to pressure

regulating valve or oil check valve, a check should be made to verify
correct operation. Start engine to warm up oil to between 50 to 115C
(122-239F). Ensure that oil pressure is observed during this run. Shut
engine down. Start engine; oil pressure-positive reading must occur
between 25-40% NH.
CAUTION: SHUT DOWN ENGINE (REF. PARA. A.) IF OIL PRESSURE IS LESS THAN
40 PSI.
(15) Oil pressure 40 psi min.
(16) ENG FUEL PRESS caution light goes out at approximately 40% NH.
(17) Start green light goes off at between 55 to 65% NH.
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(18) Ensure engine accelerates normally to 66 2% NH.
(19) Ensure ENG OIL PRESS caution goes out.
(20) After engine stabilizes at IDLE for 3 minutes, select Air Bleed ON if required.
(21) Operate engine at ground idle until the oil temperature exceeds 0C (32F).
9. 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.
(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).
10. Checks
A. Oil Pressure
(1) Run engine at 80% NH and, when oil temperature reaches 70 to 90C (160-194F),
check oil pressure is 55 to 65 psid.
(2) Oil Pressure Adjustment (Ref. Fig. 501)
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MAINTENANCE MANUAL
WARNING: COVER RESTRAINS SPRING.

(a) Remove bolts (1), bracket (2), cover (3), packing (4), and washer (6) using
puller (PWC37651). Discard packing.
(b) Add spacer(s) (5) to increase or remove spacer(s) (5) to decrease oil pressure.
NOTE: Number of spacers can vary between one minimum and six
maximum.
(c) Lubricate packing (4) and install on cover (3).
(d) Install cover, bracket (2), washer (6) and bolts (1). Torque bolts 32 to 36 lb.in.
(3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).
(e) Run engine at 80% NH and, when oil temperature reaches 70 to 90C
(160-194F), check oil pressure is 55 to 65 lb.in.
B. Leak Check
(1) Carry out leak check (Ref. 72-01-40, ADJUSTMENT/TEST; 72-01-50,

ADJUSTMENT/TEST).
C. Ground IDLE - NH GOVERNING
(1) PLA - GI, CLA - FEATHER, Air Bleed - OFF.
(2) Check NH - 66 2%.
D. Flight IDLE - NH GOVERNING
(1) PLA - FI, CLA - FEATHER, Air Bleed - OFF.
(2) Check NH - 74 2%.
E. 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%.
F. REVERSE/MIN. and MAX NP Governing
(1) PLA - FLT IDLE, CLA - UNFEATHER position and Air Bleed - OFF.
(2) Engine rating selector - ATO.
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MAINTENANCE MANUAL
(3) Retard PLA - REVERSE.
(4) Check:
(a) NP stabilizes at 91.7 0.8% (1100 10 rpm).
(b) NH varies as propeller blade angles change due to BETA schedule. Minimum
NH 66%.
G. Maximum Forward Governing (T.O.P or ITT/T6 Limit)
(1) PLA - FLT IDLE, CLA - UNFEATHER and engine Air Bleed - OFF.
CAUTION: DO NOT EXCEED TORQUE AND ITT/T6 LIMITS (REF. CHAPTER

05-10-00).
(2) Advance PLA until NP stabilizes (NP governing).
(3) Check: MAX GOV at 1200 10 NP.
H. 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%.
I. 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.
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2 3
4
5
C12163A
Oil Pressure - Adjustment
Figure 501
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MAINTENANCE MANUAL
Key to Figure 501
1. Bolt
2. Bracket
3. Cover
4. Packing
5. Spacer
6. Washer
(7) Check:
(a) No. 1 torque returns to value recorded in step (2).
(b) PWR UPTRIM message comes on and on No. 2 ENGINE UPTRIMS - Record
NH which should be the same or show a slight increase from value recorded in
step (2).
(c) After approximately 2 seconds, Autofeather ready message goes out and No. 1
auxiliary feathering pump operation message is displayed.
(d) No. 1 propeller feathers and propeller speed decreases.
(8) Release No. 2 AUTOFEATHER TEST switch.
(9) Check:
(a) UPTRIM message goes out and No. 2 engine NH and torque return to the
values recorded in step (2).
(b) No. 1 propeller unfeathers.
(c) No. 1 engine stabilizes at FLT IDLE (NH, torque and propeller speed return to
the values recorded in step (2)).
(10) Hold No. 1 and No. 2 AUTOFEATHER TEST switches on TEST.
(11) Check Autofeather ready message comes on and both torque indicators show 55%
minimum.
(12) Release No. 2 AUTOFEATHER TEST switch while keeping No. 1 TEST switch to
TEST.
(13) Check:
(a) No. 2 torque returns to value recorded in step (2).
(b) PWR UPTRIM message comes on, No. 1 engine UPTRIMS - record NH which
should be the same or show a slight increase from value recorded in step (2).
(c) After approximately 2 seconds, Autofeather ready message goes out and No. 2
auxiliary feathering pump operation message is displayed.
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(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).
(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.
J. Power Assurance Check
NOTE: 1. The main objective of the Power Assurance Check, is to provide assurance
that the engine will deliver power specified by the manufacturer, at any
atmospheric condition in the operating envelope. The Power Assurance Test
will not provide information about the condition of engine components,
but only about their overall performance.
NOTE: 2. All power assurance charts include an allowance for installation losses.
(1) Record outside air temperature (OAT) and pressure altitude.
NOTE: The correct pressure altitude may be obtained as follows:
v Set altimeter calibration window to standard barometric pressure (29.92

Hg) or (1013 Mbars).
v Altimeter reading is the actual Pressure Altitude around aircraft.
v Do not use corrected barometric pressure as supplied by the tower.
(2) Determine and record target torque (Ref. Fig. 502).
(3) Determine and record maximum NH (Ref. Fig. 503), NL (Ref. Fig. 504), ITT/T6
(Ref. Fig. 505) and WF (Ref. Fig. 506) values.
(4) Start engine (Ref. AMM).
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(5) Move condition lever to MAX RPM position and check NP is 100%.
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MAINTENANCE MANUAL
CAUTION: DO NOT EXCEED MAXIMUM RATED TORQUE (REF. 05-10-00). IF

TARGET POWER CAN NOT BE ACHIEVED WITHIN MAXIMUM RATED
TORQUE BECAUSE NP IS TOO LOW, FIND AND RECTIFY THE CAUSE
OF LOW NP.
(6) Move power lever until target torque is reached (Ref. step (2)). Ensure air bleed is
closed. Stabilize for three minutes.
NOTE: If NP is not 100%, revise target torque, using the following formula:
100% NP
Corrected target torque = target torque x Actual NP
Repeat step (6), using the corrected target torque.
(7) Record NH, NL, ITT/T6 and WF.
(8) Shut down engine (Ref. AMM).
(9) Check OAT and pressure altitude is same as that recorded in step (1).
(10) Check engine parameters as follows:
(a) Normal power assurance check
1 If ITT/T6 is within 5C of the limit, on the lower side perform another power
assurance check within one (1) week.
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: Adequate NH, NL and ITT/T6 margins enable hot sections to

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

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

normal that the engine parameters (NH, NL, ITT/T6) may differ
from the numbers derived from the test cell performance test sheet.
When performing a Power Assurance Check after installation,
the following parameter changes relative to test cell parameters are
typical: (NH (+ 0.2%/ 0.5%); NL ( 0.3%) and ITT/T6 ( 8C).
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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: 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.
K. 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) Start engine (Ref. AMM).
(5) Move condition lever to MAX. rpm position.
(6) Move power lever until Flight Idle speed is obtained.
(7) Select manual mode.
(8) Move power lever slowly until torque value equivalent to 95% of target torque is
obtained (Ref. step (3)).
(9) Record NH and PLA position.
(10) Move power lever to Flight Idle.
72-00-00 Page 514

ENGINE - ADJUSTMENT/TEST Jan 16/2004
MAINTENANCE MANUAL
50.
ALT (FT)
1000
11000.
3000.
5000.
9000.
7000.
1000
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
50.
60.
100.
40.
90.
70.
50.
80.
TORQUE (%)
C66998
Power Assurance Check - Torque
Figure 502
72-00-00 Page 515/516

MAINTENANCE MANUAL
50.
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
ALT (FT)
1000
11000.
3000.
5000.
9000.
7000.
1000
50.
98.
106.
94.
104.
100.
96.
102.
NH (%)
C67000
Power Assurance Check - NH (%)
Figure 503
72-00-00 Page 517/518

MAINTENANCE MANUAL
50.
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
ALT (FT)
11000
1000
9000
7000
3000
1000
5000
50.
100.
98.
94.
96.
106.
104.
102.
NL (%)
C67001
Power Assurance Check - NL (%)
Figure 504
72-00-00 Page 519/520

MAINTENANCE MANUAL
50.
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
11000.
9000.
40.
ALT (FT)
1000
11000.
3000.
5000.
9000.
7000.
1000
50.
700.
680.
620.
600.
800.
740.
720.
660.
640.
780.
760.
INTERTURBINE TEMPERATURE (ITT/T6)( o C)
C67002
Power Assurance Check - ITT/T6 (C)
Figure 505
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MAINTENANCE MANUAL
50.
ALT (FT)
1000
11000
7000
9000
3000
1000
5000
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
50.
1150.
1050.
950.
850.
1350.
750.
1450.
1250.
FUEL FLOW (WF)(PPH)
C67003
Power Assurance Check - Fuel Flow (Wf)
Figure 506
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MAINTENANCE MANUAL
(11) Perform a slam acceleration by moving power lever within one second from Flight
Idle to PLA position recorded in step (9).
(12) Record time taken by the engine to accelerate from Flight Idle to the NH speed
recorded in Step (9).
(13) Retard power lever to Flight Idle, switch on EEC and shutdown engine (Ref. AMM).
(14) Compare engine acceleration time recorded in step (12) to that shown in Figure
507 for an equivalent temperature.
(15) If engine acceleration time is below that shown in Figure 507, the MFC is
serviceable.
(16) If acceleration time is above the limit shown in Figure 507, and all other
troubleshooting procedures do not cure the problem, replace the MFC.
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ENGINE - ADJUSTMENT/TEST Jan 16/2004
MAINTENANCE MANUAL
10.0
9.0
8 SECOND LIMIT
8.0
7.0
6.0
TIME
(SECS)
5.0
4.0
3.0
2.0
1.0
30 20 10 0 10 20 30 40
TEMPERATURE ( o C)
C31805A
Acceleration - Time Limits
Figure 507
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MAINTENANCE MANUAL
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: Use engine oil (PWC03-001) for general lubrication, unless stated otherwise.
Item No. Name
PWC05-042 Lens Cleaner
PWC05-043 Lens Tissue
PWC05-061 Cloth, Abrasive,
(Coated, Crocus)
PWC05-100 Stone, Abrasive, Flexible
PWC05-101 Cloth, Abrasive (320 grit)
3. Special Tools
Tool No. Name

PWC30128-15 Puller
PWC34910-101 Borescope Assembly
PWC34910-800 Guide Tube
PWC34913 Holding Fixture
PWC34939 Pusher
PWC34960-201 Camera (optional) (Consists of an Olympus OM-2 Camera
incorporating a 50 mm f:1.8 lens and a 1-9 focusing screen)
PWC37651 Puller
Name
Fiberscope FBA 4-90T
72-00-00 Page 601

ENGINE - INSPECTION/CHECK Jan 24/2006
MAINTENANCE MANUAL
Name
Magnet
Square-drive Socket Extension, 3/8 in. (9.5 mm)
Swiss File
5. Periodic Inspection
Refer to (Chapter 05-20-00, SCHEDULED INSPECTION/MAINTENANCE INTERVALS).
6. Rotor Components - Service Life
Certain rotating components are subject to low cycle fatigue due to cyclic operation of the
engine. The number of cycles at which the affected components must be replaced is specified
in AIRWORTHINESS LIMITATIONS.
7. Engines with Defects Outside Specified Limits
Engines with defects outside specified limits (e.g. damaged impellers) may be returned to
service providing the prior approval and substantiation data is obtained from the P&WC Design
Approval Appointee (DAA). (Copies of the substantiation documentation will be supplied to
Transport Canada.) The local airworthiness authority must be informed of the P&WC
recommendation.
Operators must supply all relevant details of the defect to:
Pratt & Whitney Canada Corp.

1000 Marie Victorin Blvd.
Longueuil, Quebec
Canada J4G 1A1
Attention: Customer Support
Customer Help Desk (24-hour service)
US and Canada: 1-800-268-8000
International: (IAC)-8000-268-8000
Other: 1-450-647-8000
Fax: 1-450-647-2888
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MAINTENANCE MANUAL
8. Low Pressure and High Pressure Impellers - Foreign Object Damage
A. LP Impeller
(1) Visually inspect impeller for dents and nicks (Ref. Fig. 601 and Table 601).
NOTE: 1. If any FOD has caused the engine to become prone to engine surges or
causes unusual compressor whining, the engine must be removed
immediately.
NOTE: 2. An investigation must be carried out, when damaged impellers are found,
to determine the source of damage and whether the intake bypass
system has been operated correctly. P&WC recommends inspection of
the HP impeller when a damaged LP impeller is found.
NOTE: 3. Precautions must be taken to ensure further damage does not occur.
NOTE: 4. Inspection of the LP impeller may be carried out by a qualified technician

using a suitable light source and viewing the impeller through the air
intake duct. Use of a borescope (Ref. Para. 9.) is optional.
(2) Tools and Materials Required
v Swiss file
v Abrasive cloth (PWC05-101)
v Crocus cloth (PWC05-061)
v Abrasive stone (PWC05-100)
(3) Blending Procedure
CAUTION: INSPECT HP IMPELLER BEFORE REWORKING DAMAGED LP

IMPELLER TO DETERMINE IF ENGINE REPLACEMENT IS
REQUIRED.
CAUTION: DO NOT USE POWER TOOLS.
(a) The length and number of blends per vane are not restricted, except in Area
Cc where only one blend is allowed, providing the blends conform with the
following requirements:
1 When the distance between the blended area and vane tip is less than 2
times depth, blend up to tip (Ref. View D).
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).
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MAINTENANCE MANUAL
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).
72-00-00 Page 604

MAINTENANCE MANUAL
C
A E 0.150 IN.
(3.81 mm)
MINIMUM
RADIUS
NOT ACCEPTABLE ACCEPTABLE
AREA Cc & H BLEND LIMITS
A
C
0.030 IN. MIN
(0.76 mm.)
Cb
(ONLY) 0.030 IN. MIN
(0.76 mm.)
0.250 IN. MAX
(6.35 mm)
VIEW D
A
E
0.250 IN. .MAX
D (6.35 mm)
Cb E 0.030 IN. MIN
(0.76 mm.)
.
AS REQUIRED
1 IN. (AREA Cb ONLY)
(25.4 mm) Ca
0.125 IN.
(3.17 mm)
Cc H 0.030 IN. MIN
(0.76 mm.)
SECTION CC VIEW E
C30221B
LP Impeller - Inspection (Full and Splitter Vanes)
72-00-00 Page 605

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

NOT ACCEPTABLE ACCEPTABLE
DETAIL J
AREA Ca & Cb BLEND LIMITS
C33529
72-00-00 Page 606

MAINTENANCE MANUAL
Airfoil Tip - Bent Damage (Typical) C100507

72-00-00 Page 607

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

Area Area Name Inspection Limits
Ca Inner Leading Edge Nicks or dents 0.030 in. (0.76 mm) deep
(extends 1.0 in. (25.4 mm) Max. and 0.060 in. (1.52 mm) long Max.
from root radius) 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 Nicks or dents 0.030 in. (0.76 mm) deep
(extends from Ca to vane tip) Max. and 0.060 in. (1.52 mm) long Max.
are serviceable.
0.030 in. (0.76 mm) deep and 0.060 in.
(1.52 mm) long, to a maximum depth
0.250 in. (6.35 mm).
(Ref. Notes 2 and 3).
Cc Leading edge root radius Blend repair nicks or dents 0.030 in.
(at leading edge) (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.
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).
E Vane sides Nicks or dents 0.004 in. (0.10 mm) deep
(suction/pressure) Max. are serviceable.
0.004 in. (0.10 mm) deep, to a maximum
depth 0.006 in. (0.15 mm) and 0.025 in.
(0.63 mm) long.
H Root radius Nicks or dents 0.002 in. (0.05 mm) deep
(away from leading edge) Max. are serviceable.
0.002 in. (0.05 mm) deep, to a maximum
depth 0.003 in. (0.07 mm) and 0.010 in.
(0.25 mm) long.
72-00-00 Page 608

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

damage with sharp edges.
NOTE: 2. Nicks or dents must be blended if raised material or tears are

present.
NOTE: 3. Serviceable and blend repaired nicks or dents must be

monitored, by visual inspection or by using a borescope, every
routine periodic inspection for the presence of or beginning of a
crack. The periodic inspection interval must not exceed 1250
hours. Cracks are not acceptable.
6 When the distance between the deepest points in two adjacent blended
areas is less than 3 times depth (H2) of the deepest blend, the blends
should be merged (Ref. Detail J).
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
72-00-00 Page 609

MAINTENANCE MANUAL
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
72-00-00 Page 610

MAINTENANCE MANUAL
TABLE 602, HP Impeller Inspection (Full and Splitter Vanes) (Ref. Fig. 602)
AREA A (Vane tip) or
TYPE OF Area C (Leading edge, AREA Cc
DAMAGE extends from root radius) (Root radius, at leading edge)
Dent A dent less than 0.500 in. (12.7 mm) A dent less than 0.500 in. (12.7 mm)
(Ref. Fig. 603) in length is serviceable. in length that is mostly included or
No action required. partially extends into
Area Cc is serviceable.
No action required.
A dent more than 0.500 in. (12.7 mm) A dent more than 0.500 in. (12.7 mm)
in length, refer to Category 1. in length that extends into Area Cc,
refer to Category 1.
Nick A nick less than 0.020 in. (0.51 mm) A nick less than 0.020 in. (0.51 mm)
(Ref. Fig. 604) in size is serviceable. in size is serviceable.
(Ref. NOTE 1) No action required. No action required.
A nick between 0.020 to 0.120 in. A nick between 0.020 to 0.040 in.
(0.51-3.05 mm) in size, (0.51-1.02 mm)
refer to Category 1. in size, refer to Category 1.
A nick between 0.120 to 0.300 in. A nick between 0.040 to 0.080 in.
(3.05-7.62 mm) in size, (1.02-2.03 mm) in size,
refer to Category 2. refer to Category 2.
A nick more than 0.300 in. (7.62 mm) A nick more than 0.080 in. (2.03 mm)
in size, refer to Category 3. in size, refer to Category 3.
Tear A tear less than 0.020 in. (0.51 mm) A tear less than 0.020 in. (0.51 mm)
(Ref. Fig. 605) in size is serviceable. in size is serviceable.
(Ref. NOTE 1) No action required. No action required.
A tear between 0.020 to 0.120 in. A tear between 0.020 to 0.040 in.
refer to Category 1. refer to Category 1.
A tear between 0.120 to 0.300 in. A tear between 0.040 to 0.080 in.
refer to Category 2. refer to Category 2
A tear more than 0.300 in. (7.62 mm) A tear more than 0.080 in. (2.03 mm)
in size, refer to Category 3. in size, refer to Category 3.
72-00-00 Page 611

MAINTENANCE MANUAL
TABLE 602, HP Impeller Inspection (Full and Splitter Vanes) (Ref. Fig. 602) (Contd)
AREA A (Vane tip) or
TYPE OF Area C (Leading edge, AREA Cc
DAMAGE extends from root radius) (Root radius, at leading edge)
Crack A crack less than 0.020 in. (0.51 mm) Any crack in this Area,
(Ref. NOTE 1) in size is serviceable. refer to Category 3.
No action required.
A crack between 0.020 to 0.120 in.
(0.51-3.05 mm) in size,
A crack between 0.120 to 0.300 in.
(3.05-7.62 mm) in size,
A crack more than 0.300 in.
(7.62 mm) in size,
NOTE: 1. The term Size, is used for a nick, tear or crack and is defined as the greater
dimension, either length or depth, characterizing the damage.
NOTE: 2. If any FOD has caused the engine to become prone to engine surges or causes
unusual compressor whining, the engine must be removed immediately.
Category 1:
Record the size and type of damage found. Do a subsequent borescope inspection
after 100 hours, but not later then 200 hours. If the subsequent inspection reveals no
change in the condition of the damage from the initial inspection, no more action is
required. If any crack is seen to grow in size or propagate from the damaged area, or
if material is missing since the last inspection, the engine must be scheduled for
removal in less than 10 hours.
Category 2:
Record the size and type of damage found. Do a subsequent borescope inspection
at intervals not to exceed 200 hours, up to a maximum of 1000 cycles, after which
the engine must be removed. If any crack is seen to grow in size or propagate from
the damaged area, or if material is missing since the last inspection, the engine must
be scheduled for removal in less than 10 hours.
Category 3:
The engine must be scheduled for removal in less than 10 hours.
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MAINTENANCE MANUAL
DENT LENGTH
C76645
HP Impeller - Example of a Dent
Figure 603
72-00-00 Page 613

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

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

MAINTENANCE MANUAL
9. Borescope Inspection
A. General
CAUTION: THE BORESCOPE IS FRAGILE AND VULNERABLE TO RADIATION,

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

engine areas being inspected.
B. Side-viewing Adapter (Ref. Fig. 606)
(1) The side-viewing adapter is used to inspect components located at a nominal

90-degree angle to the fiberscope distal tip. A ring is installed to protect the
distal end when the side-viewing adapter is not fitted.
(2) Installation
(a) Hold the fiberscope as closely as possible to the distal end and remove the
protective ring.
CAUTION: INSTALL THE SIDE-VIEWING ADAPTER CAREFULLY. IF NOT

INSTALLED AND TIGHTENED CORRECTLY, THE ADAPTER COULD
FALL INTO THE ENGINE. OVERTIGHTENING THE ADAPTER
COULD DAMAGE THE DISTAL END.
(b) Hold the fiberscope as close as possible to the distal end. Install the adapter,
ensuring the indexing slot and lug are aligned. Torque the adapter fingertight.
(3) Removal
(a) Hold the fiberscope as close as possible to the distal end and remove the
side-viewing adapter.
72-00-00 Page 616

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

AND TIGHTENED CORRECTLY, THE RING COULD FALL INTO THE
ENGINE. OVERTIGHTENING THE RING COULD DAMAGE THE
DISTAL END.
(b) Hold the fiberscope as close as possible to the distal end and install the
protective ring. Torque the ring fingertight.
C. Light Source
NOTE: Specify power requirements when purchasing borescope.
(1) A halogen lamp is used to provide lighting from either a 110V, 60-cycle or a 220V,
50-cycle power supply.
(2) Remove the top cover from the light source to replace the lamp.
(3) Set intensity knob at maximum for best results.
(4) Before installing light source, refer to manufacturers instructions.
D. Camera
(1) General
(a) The camera (PWC34960-201) is used with the borescope to photograph

internal engine components. It must be equipped with a 50 mm f: 1.8 lens.
(2) Installation
CAUTION: DO NOT USE COMPRESSED AIR TO CLEAN THE CAMERA,

BORESCOPE OR ASSOCIATED EQUIPMENT.
(a) Clean the camera viewfinder, focusing screen and 50 mm lens with lens
cleaning tissue (PWC05-043) and lens cleaner (PWC05-042).
(b) Install the focusing screen in the camera.
(c) Install the 50 mm lens.
(d) Install the camera adapter on the lens.
(e) Load the camera with film (Ref. camera handbook).
(f) Set the camera film speed to suit the film and the exposure compensation to -2
(Ref. camera handbook).
(g) Release the knurled screw on the outer ring of the camera adapter and align
the bayonet slots with those on the inner ring.
(h) Align the bayonet slots of the adapter and install the camera on the borescope
eyepiece pins.
(i) Turn the outer ring of the adapter to lock the camera on the borescope.
72-00-00 Page 617

MAINTENANCE MANUAL
BORESCOPE DISTAL END
PROTECTIVE RING
DIRECTION OF ROTATION
FOR RING REMOVAL
RING REMOVAL
PRISM BODY
INDEXING LUG
INDEXING SLOT
BORESCOPE DISTAL END
SIDE VIEWING ADAPTER
THREADED RING
DIRECTION OF ROTATION
FOR RING REMOVAL
ADAPTER INSTALLATION
C12191
Side-viewing Adapter - Removal/Installation
Figure 606
72-00-00 Page 618

MAINTENANCE MANUAL
(j) Torque the knurled screw on the adapter fingertight.
(k) To obtain alignment, hold the eyepiece and turn the camera.
NOTE: Make sure the distal end is not moved when taking photographs.
(3) Removal
(a) Release the knurled knob on the camera adapter.
(b) Turn the outer ring of the camera adapter to align the bayonet slots and
remove the camera from the eyepiece.
(c) Remove the camera adapter from the lens.
(d) Rewind film (Ref. Camera Handbook) and remove the film from the camera
and, using a label, add the following data:
v Engine serial number.

v Date and area or component photographed.
v Engine operating time or cycles since last overhaul.
v Reason for borescope inspection (suspected foreign object damage, low
power, etc.).
E. Guide Tubes
(1) General
(a) Guide tubes are used to guide the fiberscope distal end to an intended location
inside the engine.
(2) Guide tube types
(a) There are two guide tubes:
v Flexible guide tube installed in the T6 thermocouple port.

v Rigid guide tube installed in the fuel manifold adapter port.
(3) Installation and removal
(a) Installation and removal are covered in the appropriate paragraphs.
F. Troubleshooting
(1) The possible sources of, and remedies for, problems encountered when using the
borescope are shown in Table 603.
72-00-00 Page 619

MAINTENANCE MANUAL
TABLE 603, Borescope Troubleshooting

PROBLEM POSSIBLE SOURCE REMEDY
Poor illumination Oil or dirt on distal tip or Clean using lens cleaner
side-viewing adapter prism (PWC05-042) and lens
tissue (PWC05-043).
Light source intensity Set switch at high.
switch set at low
Defective lamp in Replace lamp.
light source
Damaged borescope Return to
light tube manufacturer for
repair.
Defective transformer Return to
manufacturer for
repair.
Poor definition Diopter ring not Adjust to suit eyes.
adjusted correctly
Damaged fibers in Return to
fiberscope (seen as black dots manufacturer for
through viewer) repair.
Poor illumination See previous problem.
Flexible guide tube Damaged control wires Return to
(PWC34910-802) or fiberscope in guide tube or fiberscope manufacturer for
distal end does not move repair.
when control knobs are turned
NOTE: Repairs should be carried out only by the manufacturer.
G. Low Pressure Impeller
(1) General
(a) Borescope inspection of the low pressure impeller can be carried out using
three different access routes and without the use of a guide tube.
(2) Inspection Through the Air Intake Duct (Ref. Fig. 607)
(a) Remove the air intake duct (Ref. AMM).
(b) Clamp the holding fixture (PWC34913) to a convenient surface.
(c) Clamp the borescope eyepiece to the fixture and connect the light source.
72-00-00 Page 620

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

FLANGE D
C32399
LP Impeller - Borescope Inspection
Figure 607
72-00-00 Page 621

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

IMPELLER BEFORE THE LATTER IS ROTATED.
(d) Using the fiberscope and rotating the impeller manually, inspect for damage
(Ref. Para. 8.).
(e) Remove borescope and holding fixture.
(f) Install air intake duct (Ref. AMM).
(3) Inspection Through the Rear Inlet Case Port (Ref. Fig. 607)
(a) Remove nut (7, Fig. 608) and bolt (8).
(b) Remove bolts (1), washer (2), bracket (6), cover (3) using puller (PWC37651),
or wash nozzle (4) using puller (PWC30128-15) and packing (5). Discard
packing.
CAUTION: EXTREME CARE MUST BE TAKEN TO ENSURE FOREIGN

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

IMPELLER BEFORE THE LATTER IS ROTATED.
(f) Inspect the impeller for damage (Ref. Para. 8.).
NOTE: Rotate the impeller using pusher (PWC34939) through the exit duct
port.
(g) Remove the fiberscope and holding fixture.
(h) Lubricate packing (5) with engine oil (PWC03-001) and install on cover (3) or
wash nozzle (4).
(i) Install cover or wash nozzle, washer (2), bracket (6) and bolts (1). Torque bolts
32 to 36 lb.in. (3.62-4.07 Nm).
(j) Install bolt (8) and nut (7) to secure clamp holding oil tube to bracket. Torque
nut 36 to 40 lb.in. (4.07-4.52 Nm).
(k) Install the diffuser exit duct (Ref. 72-30-00.
(4) Inspection Through the Diffuser Exit Duct Port (Ref. Fig. 607)
72-00-00 Page 622

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

OBJECTS DO NOT FALL INTO THE OPEN PORTS.
(a) Remove the most accessible diffuser exit duct (Ref. 72-30-00).
(c) Secure the borescope eyepiece to the fixture, connect the light source and
insert the fiberscope into the exit duct port.
(d) Inspect the impeller for damage (Ref. Para. 8.).
NOTE: When necessary, remove fiberscope and rotate impeller using pusher
(PWC34939).
(e) Remove the fiberscope and holding fixture.
(f) Install the diffuser exit duct (Ref. 72-30-00).
H. 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: Rotate the impeller using a socket extension installed in the starter-
generator 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)).
I. Fuel Pump and Oil Pump Drive Bevel Gears
(1) Remove oil pump drive cover (Ref. 72-20-00).
(2) Clamp holding fixture (PWC34913) to a convenient surface.
72-00-00 Page 623

MAINTENANCE MANUAL
1
4
1 2
6 7
C12709A
LP Impeller Borescope Inspection Port Cover/Nozzle - Removal/Installation
Figure 608
72-00-00 Page 624

MAINTENANCE MANUAL
Key to Figure 608
1. Bolt
2. Washer
3. Cover
4. Wash Nozzle
5. Packing
6. Bracket
7. Nut
8. Bolt
(3) Secure borescope eyepiece to fixture, connect light source and insert fiberscope into
aperture.
(4) Inspect gear teeth for damage (Ref. Para. 11.).
NOTE: For viewing and inspecting all teeth, retract fiberscope and rotate gears
using a 38 in. (9.5 mm) square-drive socket extension installed on
starter-generator driveshaft (Ref. 72-20-00 for removal of starter-generator
drive cover) .
(5) Remove all borescope equipment and socket extension.
(6) Reinstall oil pump drive cover and starter-generator drive cover (Ref. 72-20-00).
J. Accessory Drive Bevel Gears (Towershaft)
(1) Remove accessory drive cover (Ref. 72-30-00).
(3) Secure borescope eyepiece to fixture, connect light source and insert fiberscope
into aperture.
NOTE: For viewing and inspecting all teeth, retract fiberscope and rotate gears
drive cover).
(6) Reinstall accessory drive cover (Ref. 72-30-00) and starter-generator drive cover
(Ref. 72-20-00).
K. Starter-generator Drive Gear
(1) Remove NH sensor (Ref. 72-01-60, REMOVAL/INSTALLATION).
72-00-00 Page 625

MAINTENANCE MANUAL
DIFFUSER EXIT DUCT PORT
FIBERSCOPE
LP IMPELLER
HP IMPELLER
DISTAL END
DIFFUSER EXIT DUCT
C32400
HP Impeller - Borescope Inspection
Figure 609
72-00-00 Page 626

MAINTENANCE MANUAL
(3) Secure borescope eyepiece to fixture, connect light source and insert fiberscope
into aperture.
NOTE: For viewing and inspecting all teeth, retract fiberscope and rotate gears,
drive cover).
(6) Reinstall NH sensor (Ref. 72-01-60, REMOVAL/INSTALLATION) and

starter-generator cover (Ref. 72-20-00).
L. 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.
(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
72-00-00 Page 627

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

MAINTENANCE MANUAL
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).
(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.
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MAINTENANCE MANUAL
A
B
CROWNS
0.100 IN.
(2.54 mm)
CORNER RADIUS
DEFECTIVE ROLLER
ENLARGED
WEAR ON END 0.275 IN. DIA.
ROLLER
CROWN FACE (6.985 mm)
POCKET
CORNER
WEAR AND CAGE 0.018 IN.

ROLLER (TYP.) (0.452 mm)
SCRATCHES WEIGHT
ON END FACES REDUCTION
RAISED MATL POCKETS (12)
SHOWS UP HERE ROLLERS (12)
WHEN ROLLERS TANG
ARE UNSTABLE GREY STEEL SILVER BEARING
AND POCKETS WEAR NO. 5 BEARING CAGE
NORMAL ROLLER HOUSING
RAISED MATERIAL
VIEW ON ARROW B THIN BRIGHT IS NORMAL VIEW ON ARROW B
WITH OUTER RACE LINE
REMOVED FOR CLARITY
C21111C
No. 5 Bearing Cavity - Borescope Inspection
Figure 611
72-00-00 Page 630

MAINTENANCE MANUAL
v Excessive wear on the crown of any roller or thin bright lines at the same axial
location on the crown of every roller.
NOTE: 1. Normal cage appearance after engine running shows no fractures, its
color is either silver, light gold, gold or oil stained and its end face may
have been machined over one segment during balancing. Also there
may be raised material (silver plate) 0.020 in. max (0.508 mm) high next
to roller pocket tang. To compare, tang is 0.050 in. (1.270 mm) high.
NOTE: 2. Normal roller appearance after engine running shows a light grey to
dark grey, light gold, gold or oil stained color. Under normal wear the
end face has a thin 0.005 to 0.025 in. (0.127-0.635 mm) bright
circumferential line at the edge, and the crown has thin bright line(s)
which may occasionally appear around the circumference of any number
of rollers at random axial locations.
NOTE: 3. To rotate the HP rotor to inspect the complete bearing, remove

starter-generator drive cover, install a 38 in. (9.5 mm) square-drive
extension and rotate the starter-generator driveshaft. Rotate the rotor
in the direction in which the rollers roll away from the tip of the
borescope.
(6) Remove the borescope and holding fixture.
(7) Install No. 5 bearing scavenge oil tube assembly (Ref. 72-01-50).
N. 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).
CAUTION: ENSURE ENGINE TEMPERATURE IS BELOW 60C (140F).

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

MAINTENANCE MANUAL
FIBERSCOPE FUEL MANIFOLD ADAPTER BOSS
DISTALEND COMBUSTION CHAMBER
HP IMPELLER
HP TURBINE
C70681
Combustion Chamber Liner Assembly - Borescope Inspection
Figure 612
72-00-00 Page 632

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

(5) Remove fiberscope and insert guide tubes into fuel manifold or igniter ports as
follows:
NOTE: Carrying out a borescope inspection through one nozzle port using the
distal end allows a detailed inspection of the leading edges and pressure
sides of up to four consecutive segments located clockwise from the
port. If more than four consecutive vanes require inspection through one
port, a side-viewing adapter must be used. The first segment which can be
inspected is located 120 degrees clockwise from the port. All the
segments can be inspected through three approximately equally spaced
ports located at the 4, 8 and 12 oclock positions. If any of the ports are not
accessible, use the first port located next to the recommended location.
Insert the fiberscope into the guide tube and using the distal end, examine
the leading edges and pressure sides of the four nearest vane segments.
Using a side-viewing adapter, inspect the other vane segment leading
edges. If significant defects are found, the pressure sides must also be
inspected. Record the location and extent of significant defects which
require further inspections to determine the rate of deterioration and to
ensure the inspection limits are not exceeded.
(a) Fuel manifold port
1 Insert guide tube (PWC34910-800) (Ref. Fig. 613) into port, turning it
counterclockwise until fully installed (at 270 degrees).
(b) Right (view from rear) igniter port
1 Insert guide tube (PWC34910-804) into port in an upward direction, turning

it counterclockwise until fully installed.
(c) Left (view from rear) igniter port
1 Insert guide tube (PWC34910-804) into port in a downward direction,

turning it counterclockwise until fully installed.
(6) Insert the fiberscope into the guide tube and inspect the HP turbine vane ring
segments for damage (Ref. Para. 10.). Use different fuel manifold ports to
obtain complete coverage.
(7) Remove the starter-generator drive cover (Ref. 72-20-00) and install a 38 in.
(9.5 mm) square-drive socket extension.
NOTE: 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.
(8) Insert the tip of the fiberscope between the vane ring segments and inspect the HP
turbine blades for damage.
72-00-00 Page 632A

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

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

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

FOLLOWING REINSTALLATION OF FUEL MANIFOLD ADAPTERS.
(11) Install fuel manifold adapters (Ref. 72-01-40) or igniters (Ref. 72-01-20).
(12) Remove socket extension and install the starter-generator drive cover (Ref.
72-20-00).
O. LP Turbine Blades and Stator Assembly
(1) Remove the T6 thermocouples and adapters(Ref. 72-01-60).

(2) Install flexible guide tube (PWC34910-802) as follows (Ref. Fig. 614):
CAUTION: TO AVOID INTERNAL DAMAGE, INSERT GUIDE TUBE SLOWLY

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

MAINTENANCE MANUAL
ARROW
POSITION
ENGINE AXIS
VIEW AT A
A
FIBERSCOPE GUIDETUBE CONTROL KNOB
GUIDETUBE
COMBUSTION CHAMBER
KNURLED SLEEVE
T6 IMMERSION THERMOCOUPLE BOSS
HP IMPELLER
DISTALEND
HP TURBINE LP TURBINE
POWER
TURBINES
C70257
LP Turbine Blades and Stator Assembly - Borescope Inspection
Figure 614
72-00-00 Page 632D

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

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

STATOR ASSEMBLY IS BEING INSPECTED.
(9) Loosen guide tube knurled sleeve sufficiently to allow tube to move and facilitate
insertion of fiberscope distal end between LP turbine blades. Retighten sleeve.
(10) Push fiberscope slowly through guide tube until LP turbine stator vanes can be
inspected for damage. The following must be carried out to inspect the complete
LP stator assembly (Ref. Para. 10.):
(a) Remove the fiberscope and holding fixture.
CAUTION: ENSURE FLEXIBLE TIP IS UNLOCKED AND STRAIGHT BEFORE

CARRYING OUT ANY REMOVAL STEPS.
(b) Remove the flexible guide tube.
(c) Repeat the installation, inspection and removal procedures at the remaining T6
ports.
(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).
P. Power Turbine Stator Assembly and First-stage Blades
(1) Remove the T6 thermocouples and adapters (Ref. 72-01-60).

(2) Install flexible guide tube (PWC34910-802) as follows (Ref. Fig. 615):
CAUTION: TO AVOID INTERNAL DAMAGE, INSERT GUIDE TUBE SLOWLY

AND WITHOUT FORCING.
(a) Ensure guide tube flexible end is straight.
(b) Insert guide tube through T6 thermocouple threaded port, screw fingertight
(four turns minimum) and stop when arrows are parallel to engine axis.
72-00-00 Page 632E

MAINTENANCE MANUAL
ARROW
POSITION
ENGINE AXIS
VIEW AT A
A
FIBERSCOPE GUIDETUBE CONTROL KNOB
GUIDETUBE KNURLED SLEEVE
COMBUSTION CHAMBER T6 IMMERSION THERMOCOUPLE BOSS
POWER TURBINE STATOR
POWER TURBINE VANE RING
HP IMPELLER
LP TURBINE TURBINE EXHAUST DUCT
HP TURBINE DISTALEND
POWER
TURBINES
C70258
Power Turbine Stator Assembly and First-stage Blades - Borescope Inspection
Figure 615
72-00-00 Page 632F

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

TURBINE BLADES BEFORE ROTATING TURBINE. DUE TO GEAR RATIO,
PROPELLER SHAFT MUST BE ROTATED SLOWLY.
(10) Inspect the first-stage power turbine blades for damage (Ref. Para. 10.). To alter
blade position, rotate the propeller shaft slowly or, if accessible, the second-stage
power turbine.
(11) Inspect the complete power turbine stator for damage (Ref. Para. 10.) as follows:
(a) Remove the fiberscope and holding fixture.
CAUTION: ENSURE FLEXIBLE TIP IS UNLOCKED AND STRAIGHT BEFORE

CARRYING OUT ANY REMOVAL STEPS.
(b) Push in and turn the guide tube control knob to straighten flexible tip.
(c) Remove the guide tube.
72-00-00 Page 632G

MAINTENANCE MANUAL
(d) Repeat the installation, inspection and removal procedures at the remaining T6
ports.
(12) Install the T6 thermocouples and adapters(Ref. 72-01-60).
Q. No. 6 and 7 Bearing Vent Transfer Tube.
(1) Remove No. 6 and 7 bearing vent tube (Ref. 72-01-50, REMOVAL/INSTALLATION).
CAUTION: TAKE EXTREME CARE WHEN INSERTING BORESCOPE TO ENSURE

CARBON DOES NOT FALL INTO THE NO. 6 AND 7 BEARING HOUSING.
(2) Slowly insert the fiberscope down into the No. 6 and 7 bearing vent transfer tube.
(3) Examine transfer tube walls for carbon deposits which obstruct air flow.
NOTE: A thin layer of soot is considered normal.
(4) A carbon deposit covering a maximum of approximately 25% of the tube cross
section is acceptable. If carbon deposit is less then 25%, reinstall bearing vent
tube (Ref. 72-10-50, REMOVAL/INSTALLATION).
(5) If carbon over maximum allowable is observed, proceed as follows:
CAUTION: UNDER NO CIRCUMSTANCES MUST ANY ATTEMPT BE MADE TO

REMOVE CARBON WITHOUT REMOVING TRANSFER TUBE.
(a) Remove transfer tube (Ref. 72-01-50, REMOVAL/INSTALLATION) .
(b) Clean transfer tube (Ref. 72-01-50, CLEANING/PAINTING).
(6) Install transfer tube (Ref. 72-01-50, REMOVAL/INSTALLATION).
(7) Install vent tube (Ref. 72-01-50, REMOVAL/INSTALLATION).
R. Second-stage Power Turbine Blades and Vane Ring
(1) General
(a) Borescope inspection of second-stage power turbine blades can be carried out
using two different access routes and without use of a guide tube. The vane
ring should be inspected only through exhaust duct.
(2) Inspection Through Inspection Port (second-stage power turbine blades)
(a) Remove security bolts and loosen No. 5 bearing vent tube and intercompressor
case drain tube (Ref. 72-01-50, REMOVAL/INSTALLATION) sufficiently to
permit the fiberscope to be inserted into the inspection port.
(b) Clamp holding fixture (PWC34913) to a convenient surface.
(c) Secure borescope eyepiece to fixture, connect light source and insert
fiberscope into the inspection port (Ref. Fig. 617).
72-00-00 Page 632H

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

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

RING.
(d) Insert the distal tip of the fiberscope between the second-stage power turbine
blades and inspect the power turbine vane ring for damage (Ref. Para. 10., H.).
(f) Install the tailpipe (Ref. AMM).
S. RGB First-stage Helical and Input Shaft Gears
(1) Input Shaft Gear
(a) Remove rear bolts (1, Fig. 618), washers (2) and cover (3) from left and
right-hand side of gearbox. Discard packings (4).
NOTE: Although not as effective, both helical and input gears can be
inspected through one of the ports if access to one side of the
engine is restricted.
(c) Secure borescope eyepiece to holding fixture and connect light source.
(d) If necessary, clean fiberscope, using a lint-free cloth.
(e) Slowly insert fiberscope into gearbox through LH (from front) inspection port.
(f) Inspect teeth on gears for damage (Ref. Para. 11.).
72-00-00 Page 632I

MAINTENANCE MANUAL
1 2 3
C12712
Borescope Inspection Port Cover - Removal/Installation
Figure 616
72-00-00 Page 632J

MAINTENANCE MANUAL
Key to Figure 616
1. Bolt
2. Cover
3. 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.

(l) Repeat steps (i), (j) and (k) until all teeth have been inspected.

inspections must be carried out at intervals not to exceed 300 hours
until the threshold inspection limit is exceeded or for engines on
an on-condition program until RGB is refurbished. If unacceptable

72-00-00 Page 632K

MAINTENANCE MANUAL
TURBINE SUPPORT
INSPECTION PORT
POWER
HP TURBINE TURBINES FIBERSCOPE
LP TURBINE TURBINE EXHAUST DUCT

HP IMPELLER
DISTAL END
POWER TURBINE
COMBUSTION VANE RING
POWER TURBINE
CHAMBER
STATOR
C70277
Second-stage Power Turbine Blades - Borescope Inspection
Figure 617
72-00-00 Page 632L

MAINTENANCE MANUAL
(m) Remove fiberscope, light source and fixture.
(n) Lubricate packings (4) with engine oil (PWC03-001) and install on covers (3).
(o) Install covers (3), washers (2) and nuts (1). Torque nuts 32 to 36 lb.in.
(3.62-4.07 Nm).
T. RGB Second-stage Gears (Bull Gear and Layshaft Pinions)
(1) Inspection with Front Borescope Inspection Covers Removed
(a) Remove rear bolts (5, Fig. 618), washers (6) and cover (7) from left and
right-hand side of gearbox. Discard packings (8).
NOTE: Although not as effective, both helical and input gears can be
inspected through one of the ports if access to one side of the
engine is restricted.
(d) If necessary, clean fiberscope, using lint-free cloth.
(e) Slowly insert fiberscope into gearbox through LH (from front) inspection port.
(f) Inspect teeth on both gears for damage (Ref. Para. 11.).


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

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

MAINTENANCE MANUAL
4
3
2
8
1
7
5
6
LEFT HAND VIEW
8
4
3
2
6
1 5 7
RIGHT HAND VIEW
C61606
RGB Borescope Inspection Covers - Removal/Installation
Figure 618
72-00-00 Page 632N

MAINTENANCE MANUAL
Key to Figure 618
1. Nut
2. Washer
3. Cover
4. Packing
5. Nut
6. Washer
7. Cover
8. Packing
(k) Repeat steps (i) and (j) until all layshaft pinion teeth have been inspected.

inspections must be carried out at intervals not to exceed 300 hours
until the threshold inspection limit is exceeded or for engines on
an on-condition program until RGB is refurbished. If unacceptable

(l) Remove fiberscope, light source and fixture.
(m) Lubricate packings (8) with engine oil (PWC03-001) and install on covers (7).
(n) Install covers (7), washers (6) and nuts (5). Torque nuts 32 to 36 lb.in.
(3.62-4.07 Nm).
(2) Inspection with Accessory Gearbox Drive Cover Removed
(a) Remove RGB accessory drive cover and gears (Ref. 72-10-00).
(c) Secure borescope eyepiece to fixture and connect light source.
(d) Insert fiberscope into rear housing aperture where bull gear is visible, following
along bull gear teeth to one side until second-stage gear is reached.
(e) Inspect gear teeth for damage (Ref. Para. 11.).
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MAINTENANCE MANUAL
(f) Retract fiberscope, turn propeller shaft and reinsert fiberscope. Repeat as
required to view and inspect all teeth.
NOTE: 1. Approximately a quarter turn of propeller shaft rotates second-stage

gear 360 degrees.


(g) To view other second-stage gear, insert fiberscope into other aperture where
bull gear is visible, following along bull gear to other side until second-stage
gear is reached.
(h) Inspect gear teeth for damage (Ref. Para. 11.).
NOTE: 1. To view and inspect all teeth, repeat step (f).


(i) Remove all borescope equipment and reinstall gears and RGB accessory
cover (Ref. 72-10-00).
(3) Inspection with Layshaft Covers Removed
(a) Remove nuts (1, Fig. 618), washers (2) and covers (3), using puller
(PWC37651). Discard packings (4).
(d) If necessary, clean fiberscope, using a lint-free cloth.
72-00-00 Page 632P

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

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


(h) Repeat steps (e), (f) and (g) until all teeth on both gears have been inspected.


(i) Slowly insert fiberscope through RH (from front) No. 14 bearing at 2 oclock
position and inspect teeth visible on layshaft pinion for damage (Ref. Para.
11.).

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

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

MAINTENANCE MANUAL
10. Hot Section Component Borescope Inspection Criteria
CAUTION: GAS PATH COMPONENTS DOWNSTREAM OF COMPONENTS HAVING

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

determine the reasons for performance deterioration. Consult Fault Isolation
(Performance Deterioration (ECTM shift) or High ITT (T6)), to determine the area to
be borescoped. Borescope inspection of specific areas may also be required by
the maintenance program.
(2) A hot section inspection (HSI) recommended due to rotating components (i.e.
blades) being outside the guidelines given in the following procedures (Ref.
Para. B. through I.) must be carried out before the next flight.
(3) Only, an HSI/engine removal which is recommended due to deteriorating non-rotating

engine components may be delayed, provided a power assurance check (Ref.
Adjustment/Test) is carried out to ensure engine performance is within acceptable
limitations. Also, a borescope inspection of the affected area must be carried out
within 50 flight hours. If further extensions are required, subsequent inspections
and power assurance checks must be carried out at intervals depending on the rate
of progression and level of deterioration seen. Extensions must not go beyond an
individual operators approved inspection interval (TBO).
NOTE: 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.
B. Combustion Chamber (Small Exit Duct, Inner and Outer Liner Assemblies)
(1) General
(a) Combustion chamber components can be repaired (Ref. 72-03-00,

INSPECTION/CHECK), and operators are recommended to consider repair limits
as well as in-service limits before deciding action to be taken after a borescope
inspection. This will enable them to schedule an HSI for economic reasons
before damage increases to the extent that components cannot be repaired and
must be replaced. However, if damage is beyond repair limits, components
may remain in service until in-service limits are reached.
(b) Deterioration must be recorded to provide a baseline to enable rate of

progression to be assessed at subsequent inspections.
72-00-00 Page 632R

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

fuel nozzle must be inspected and replaced if not within specified limits.
Carbon accumulation inside fuel nozzle passages is the principal cause of
spray pattern degradation which results in non-uniform combustion and local
high temperature peaks. Exposure to these peaks contributes to premature hot
section deterioration. Carbon accumulation is progressive and can affect all
nozzles. Therefore, it is suggested, for economic reasons, that all nozzles be
inspected to minimize the possibility of premature deterioration occurring at other
locations.
(d) Refer to Para. A., steps (2) and (3) for additional HSI recommendations.
(2) Inspection Criteria
(a) Combustion Chamber Outer Liner Center Cooling Ring (Item X) (Pre-SB21598,
Part B) (Ref. Fig. 619)
NOTE: Refer to SB21598 for the applicability (Ref. Table 1 or 2).
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: 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).
3 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.
72-00-00 Page 633

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

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

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

MAINTENANCE MANUAL
CENTERC00LINGRING MISSING SECTION

OF COOLING RING
C67414
Center Cooling Ring - Example of Missing Section
Figure 622
72-00-00 Page 637

MAINTENANCE MANUAL
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)
72-00-00 Page 638

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

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

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

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

MAINTENANCE MANUAL
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)
Hole Approx. Distance
Pre-SB Post-SB Dia. A (IN) Ref. B (IN)
-- 21629 0.050 0.300
21629 -- 0.100 0.600
C. High Pressure (HP) Turbine Vane Segments
CAUTION: AFTER A SHOP VISIT, MORE FREQUENT BORESCOPE INSPECTIONS MAY

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

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

MAINTENANCE MANUAL
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.
(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: The repairability criteria and examples shown in this category are
guidelines to be used only for maintenance planning purposes.
3 Category 3
72-00-00 Page 645

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

4 Category 4
Non-repairable damage requiring more frequent monitoring (Ref. Fig. 627).
For these more frequent borescope inspections, it is recommended, where
possible, to borescope through the igniter ports instead of the fuel
nozzle ports which involves disturbing the fuel system.
Carry out a detailed borescope inspection of the combustion chamber, HP
turbine blades, HP turbine shrouds, LP turbine vanes and LP turbine
blades for evidence of widespread damage. Re-evaluate segment(s) during
subsequent inspections to see if the condition has degraded to category
5 damage.
Damage of this type may be caused by deviating fuel nozzle flow or
prolonged use of vane segments which are in an unrepairable condition. If
continued service is planned, fuel nozzles are recommended to be
changed as a precaution in order to minimize the possibility of further
downstream damage occurring.
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: 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.
D. 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.
(a) Coating loss on the leading edge surface of the blade, that is less than 0.350
inch in height or covering less than 40% of the leading edge surface, is
acceptable.
72-00-00 Page 646

MAINTENANCE MANUAL
THESE EXAMPLES SHOW REPAIRABLE EROSION AND

CRACKS THAT ARE ACCEPTABLE FOR CONTINUED
SERVICE. CONTINUED SERVICE MAY CAUSE THE
SEGMENT TO BE NONREPAIRABLE AT NEXT SHOP
VISIT.
ALLOWABLE NOT ALLOWABLE
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,
0.500 THE SEGMENT IS RECOMMENDED TO BE REPLACED.
C69267
HP Turbine Vane Segment - Minor Repairable Damage
Figure 625
72-00-00 Page 647

MAINTENANCE MANUAL
CRACKS WHICH FORM A CIRCULAR PATTERN

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

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

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

MAINTENANCE MANUAL
ENGINE REMOVAL IS RECOMMENDED WITHIN 50 HOURS

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

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

the HP turbine blades during an engine repair and the erosion has
reduced the wall thickness at the leading edge tip (Dim. T) to less than
0.020 in. (0.50 mm), follow the borescope inspection intervals in
step (c).
(c) Defects exceeding those shown on Figure 629 but not exceeding the
acceptable defects shown on Figure 630 are acceptable for further service,
providing engine performance is within limits. A repeat borescope inspection and
power assurance check must be carried out within 300 flight hours.
Subsequent borescope inspections and power assurance checks must be
carried out at intervals not to exceed 600 flight hours, depending upon the rate
of progression and level of deterioration seen.
(d) Leading edge/tip erosion and open cracks at blade tip exceeding those shown
on Figure 630 are acceptable for further service, providing internal cooling air
passages are not visible and engine performance is within limits. A repeat
borescope inspection and power assurance check must be carried out within
100 flight hours. Subsequent borescope inspections and power assurance
checks must be carried out at intervals not to exceed 300 flight hours, depending
upon the rate of progression and level of deterioration seen.
(e) Visible internal cooling air passages or trailing edge defects exceeding those
shown on Figure 630 are not acceptable, and an HSI is recommended to be
carried out. For scheduling purposes, the HSI can be delayed for a maximum of
100 flight hours, providing engine performance is within limits.
NOTE: Refer to Para. A. for additional HSI recommendations.
(f) 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.
(3) Airfoil corrosion is described in the table that follows. Table 605 provides a
summary of the maintenance actions required, for each of the blade corrosion
conditions.
NOTE: It is possible that multiple corrosion stages, may appear on a blade set or
on individual blades. To determine the appropriate maintenance action,
refer to the action required for the highest level of corrosion stage present.
Refer to steps (3) (b) thru (e) for corrosion stage definition.
72-00-00 Page 651

MAINTENANCE MANUAL
HEAVY RUBBING AND BURNT

MATERIAL 0.080 IN.
EROSION
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
72-00-00 Page 652

MAINTENANCE MANUAL
BLADE TIP OPEN CRACK

EROSION
0.250 IN.
(6.35 mm)
OR 28%
0.250 IN.
(6.35 mm)
HEAVY RUBBING, OR 24%
BURNT OR MISSING
MATERIAL
0.900 IN.
(22.86 mm)
APPROX.
TRAILING EDGE
EROSION, COATING LOSS OR
BURNT MATERIAL
LEADING EDGE
CORROSION THAT GOES

THROUGH BLADE PLATFORM
NOTES:
1. THE ABOVE LEADING EDGE/TIP EROSION AND OPEN CRACKS AT BLADE TIP ARE
ACCEPTABLE FOR FURTHER SERVICE, REFER TO PARA 10. D.( 2) (d) FOR RECOMMENDED
SERVICE ACTION.
2. TRAILING EDGE DEFECTS EXCEEDING THE ABOVE LIMITS ARE NOT ACCEPTABLE.
REFER TO PARA. 10. D. (2) (c) FOR RECOMMENDED SERVICE ACTION. THE DIMENSIONS
CANNOT BE ACCURATELY MEASURED WHEN USING A BORESCOPE. THEREFORE
THE EXTENT OF THE DAMAGE MAY BE ESTIMATED AS A PERCENTAGE OF
AIRFOIL TRAILING EDGE HEIGHT AND TIP LENGTH.
3. CORROSION THAT GOES THROUGH THE BLADE PLATFORM IS NOT ACCEPTABLE.

REFER TO PARA. 10. D. (2) (f) FOR RECOMMENDED SERVICE ACTION.
C18658K
HP Turbine Blade - Damage Limits
Figure 630
72-00-00 Page 653

MAINTENANCE MANUAL
TABLE 605, Airfoil Corrosion / Maintenance Actions

Blade
Inspection Corrosion Stages
Area
(Ref. Fig. 632) 1 2 3 4
Area B Borescope Borescope Replace Blade Replace Blade

Upper 50% 1500 FH Intervals 500 FH Intervals Within 500 FH Within 10 FH
Area A Borescope Replace Blade Replace Blade Replace Blade
Lower 50% 1500 FH Intervals Within 50 FH Within 10 FH Within 10 FH
NOTE: General Recommendation on Turbine Wash:

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

During borescope, inspectors must pay attention as to not confuse corrosion
blisters with manufacturing dimples that may be present. The dimples, if present,
are approximately 1/8 inch in diameter and are located at the mid-chord of
the pressure side (concave) of the airfoil (about 1/8 inch above the platform).
These dimples are superfluous material left from the casting process and are
normally removed by hand. However, since this is a manual operation, the
surface profile may vary from one hand tool operator to the other. These dimples
have no effect on blade structural integrity and blade performance. Their
presence is often highlighted by dirt / soot deposits that gather on the dimple.
(b) Corrosion Stage 1: Slight roughening of the surface caused by some growth
and localized breakdown of the protection coating is evident. Structural integrity
of base material is not affected (Ref. Fig. 633 , sheet 1).
(c) Corrosion Stage 2: Oxidation of base material has started. Evidence of

blistering caused by formation of corrosion products under the coating. Individual
blisters do not exceed 0.125 x 0.125 inch. Structural integrity of the base
material may be affected if corrosion blister is located in Area A. (Ref. Fig. 633
, sheet 2).
(d) Corrosion Stage 3: Oxidation of the base material has penetrated to a

significant depth. Blister(s) size is greater than 0.125 x 0.125 inch. Structural
integrity of the base material may be affected (Ref. Fig. 633 , sheet 3).
(e) Corrosion Stage 4: Deep penetration of corrosion going though the airfoil wall.
Structural Integrity of base material affected (Ref. Fig. 633 , sheet 4).
E. HP Turbine Shroud Segment
(1) Borescope Inspection Intervals:
72-00-00 Page 654

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

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

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

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

MAINTENANCE MANUAL
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
Stage 3 C101563
72-00-00 Page 659

MAINTENANCE MANUAL
REPLACE BLADE WITHIN 10 FH
Stage 4 C101566
72-00-00 Page 660

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

service.
(2) HP Turbine Shroud Segment Borescope Inspection Criteria (Ref. to Table 606)
NOTE: The following Table provides a summary of the maintenance action

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

Categories Borescope Inspection Interval
1 Every 1000 FH Maximum
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

v Borescope inspection shows minor oxidation characterized by silver-grey

heat discoloration and/or initiation of dark gray spotting. Hairline axial crack(s)
may appear in the thermal barrier coating, may be seen located in the
center and / or at the trailing edge area of the shroud segment.
NOTE: Witness marks from slight HPT blade tip rubbing are acceptable. If
major rubbing is present, refer to Category 5.
(c) Category 3: Subsequent borescope inspection interval, every 200 FH

72-00-00 Page 661

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE
H.P.T. SHROUD SEGMENT ON BENCH
TRAILING EDGE
H.P.T. BLADE
H.P.T. SHROUD
SEGMENT
LEADING EDGE
LEADING EDGE BORESCOPE VIEW IN THE ENGINE

H.P.T. BLADE
C75121
HPT Shroud Segments - Category 1: Borescope Required within Next 1000 FH Maximum.
72-00-00 Page 662

MAINTENANCE MANUAL
LEADING EDGE LEADING EDGE
TRAILING EDGE TRAILING EDGE
LEADING EDGE LEADING EDGE
TRAILING EDGE TRAILING EDGE
C88430A
72-00-00 Page 663

MAINTENANCE MANUAL
TRAILING
EDGE
H.P.T. BLADE
H.P.T.
SHROUD
SEGMENT
LEADING EDGE
LEADING
EDGE BORESCOPE VIEW IN THE ENGINE
H.P.T. BLADE
C75124
72-00-00 Page 664

MAINTENANCE MANUAL
CRACK LEADING EDGE
MINOR OXIDATION
TRAILING EDGE
C88431
72-00-00 Page 665

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
C98171
72-00-00 Page 666

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

characterized by heat discoloration, ranging from silver-grey to dark-grey.
Thermal barrier coating with partial coating delamination and / or multiple small
or long axial cracks, located at the center and / or trailing edge area of the
shroud segment.
NOTE: 1. Witness marks from slight HPT blade tip rubbing are acceptable. If
major rubbing is present, refer to Category 5.
NOTE: 2. To keep an engine in service after components have deteriorated,

more than the recommended economical criteria, can possibly
increase the cost of subsequent repairs / refurbishment because of
the adverse effect on downstream components.
(d) Category 4: HP Turbine Shroud Segment replacement within next 50 FH

v Borescope inspection reveals curling and / or heavy oxidation with missing

pieces of thermal barrier coating, or completely missing thermal barrier
coating.
v Erosion / oxidation within the limits shown in figure 637 sheet 3, is acceptable.
Operating the engine with burnt areas on the shroud segments, in excess of
the maximum allowable limits, will damage the turbine support case
(cracking and burning of the HP shroud attachment rim); an HSI is
recommended for economic reasons.
NOTE: 1. Eroded / oxidized shroud segments are normally located around

bottom dead center (BDC). Erosion / oxidation of the HP shroud
front area results in the rim becoming thin (knife edge), and causes
the gap between two adjacent shroud segments to increase.
NOTE: 2. Completely missing thermal barrier coating may be difficult to see

through borescope unless when compared to adjacent shrouds
that are not missing coating. Visually check for increased tip
clearances over individual shrouds, steps at adjacent shroud ends,
and/or darker and rougher surface texture across entire shroud
length.
NOTE: 3. If major rubbing is present, refer to Category 5.
NOTE: 4. Immediate removal is required if the borescope inspection of

downstream rotating components shows evidence of debris
impact. Borescope inspection is to be carried out prior returning to
service.

(e) Category 5: HP Turbine Shroud Segment replacement within next 10 FH

72-00-00 Page 667

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

MAINTENANCE MANUAL
LEADING EDGE CRACKS
TRAILING EDGE OXIDATION
C88432
72-00-00 Page 669

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE LEADING EDGE
TRAILING EDGE
C98188
72-00-00 Page 670

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

COATING DELAMINATION
C88425
72-00-00 Page 671

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

MAINTENANCE MANUAL
MISSING
CRACK LEADING EDGE COATING
TRAILING EDGE
H.P.T. SHROUD SEGMENT ON THE BENCH
C88433
HPT Shroud Segments - Category 4: Shroud Replacement Required Within Next 50 FH Maximum
72-00-00 Page 673

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE LEADING EDGE
TRAILING EDGE
C98189
72-00-00 Page 674

MAINTENANCE MANUAL
EROSION / OXIDATION
0.250 IN.
(6.35 MM)
MAX.
0.250 IN.
(6.35 MM)
MAX.
ADJOINING SEGMENTS
VIEW A
EROSION / OXIDATION
A
C32405B
72-00-00 Page 675

MAINTENANCE MANUAL
H.P.T. BLADE H.P.T. BLADE TIP

LEADING EDGE
CRACK
H.P.T.
BLADE TIP
RUBBING
HEAVY
OXIDATION
BORESCOPE VIEW IN THE ENGINE
C88435
72-00-00 Page 676

MAINTENANCE MANUAL
LEADING EDGE
TRAILING EDGE
C98190
72-00-00 Page 677

MAINTENANCE MANUAL
v Borescope inspection reveals major rubbing with curling and / or heavy

oxidation, with missing pieces of thermal barrier coating, or completely missing
thermal barrier coating. Shroud segment trailing edge may also be
completely missing, exposing the turbine support case attachment rim.
NOTE: 1. Completely missing thermal barrier coating may be difficult to see

through borescope unless when compared to adjacent shrouds
that are not missing coating. Visually check for increased tip
clearances over individual shrouds, steps at adjacent shroud ends,
and/or darker and rougher surface texture across entire shroud
length.
NOTE: 2. Operating the engine with the shroud segments in excess of the
maximum allowable limits described above will damage the turbine
support case (cracking and burning of the HP shroud attachment
rim).
NOTE: 3. Immediate removal is required if the borescope inspection of

downstream rotating components shows evidence of debris
contact. Borescope inspection is to be carried out prior returning to
service.

F. LP Turbine Stator (Ref. Fig. 639 and 640).
(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.
G. LP Turbine Blades
72-00-00 Page 678

MAINTENANCE MANUAL
TRAILING EDGE
1.4 INCH APPROX.
LEADING EDGE
1.0 INCH APPROX.
C107964
LP Turbine Stator - Borescope Inspection Reference Points
Figure 639
72-00-00 Page 679

MAINTENANCE MANUAL
BORE SCOP E
0.375 IN
REF. DIM FOR
BORESCOPE
C107975
LP Turbine Vane - Borescope Inspection Reference Dimension
Figure 640
72-00-00 Page 680

MAINTENANCE MANUAL
(a) The condition of LP turbine blade airfoils and tips is critical to obtain rated
power. Most significant blade tip defects (rubs and oxidation), seen using a
borescope, increase interturbine temperature (ITT/T6) toward the maximum
acceptance limit (Ref. Adjustment/Test). Even if ITT/T6 is below the maximum
limit an HSI is recommended for economic reasons if defects are beyond the
limits shown in Figure 641. Alternately, defects shown in Figure 641 are
acceptable, providing their condition is monitored by further borescope
inspections and power assurance check (Ref. Adjustment/Test). Subsequent
inspections must be carried out at intervals which must not exceed 600 flight
hours. If defects are in excess of those shown in Figure 642, an HSI is
recommended to be carried out.
(b) Airfoil core corrosion can be seen as blistering or erosion on the convex or
concave side of the blade (usually near the tip at the leading edge). This
condition is unacceptable, and the disk assembly must be replaced within 50
flight hours.
(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
72-00-00 Page 681

MAINTENANCE MANUAL
HEAVY RUBBING AND BURNT

MATERIAL ACCEPTABLE
PROVIDING ENGINE PERFORMANCE
IS WITHIN LIMITS
TRAILING EDGE
LEADING EDGE
COATING LOSS
NOTE: THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER

SERVICE. THE EXTENT OF THE DEFECT(S) MUST BE
RECORDED AND MONITORED BY ADDITIONAL BORESCOPE
INSPECTIONS.
C32423A
LP Turbine Blade - Acceptable Damage May Be Repairable By Blade Tip Grinding
Figure 641
72-00-00 Page 682

MAINTENANCE MANUAL
0.800 IN.
0.500 IN.
(20.32 MM)
(12.7 MM) 0.250 IN. BURNT OR MISSING
OR 36% (6.35 MM) MATERIAL
OR 31%
BLISTERING OR EROSION
CAUSED BY CORE CORROSION
0.250 IN.
(6.35 MM)
OR 18%
LEADING EDGE TRAILING EDGE

1.400 IN.
(35.56 MM)
APPROX
EROSION,
BURNT MATERIAL
OR FOREIGN OBJECT
DAMAGE (FOD) BLISTERING
CAUSED BY
CORROSION
NOTE: INDIVIDUAL DEFECTS EXCEEDING THE ABOVE

LIMITS ARE NOT ACCEPTABLE. SEE PARA.(6)
FOR RECOMMENDED SERVICE ACTION. THE
DIMENSIONS CANNOT BE ACCURATELY
MEASURED WHEN USING A BORESCOPE
THERFORE THE EXTENT OF THE DAMAGE
MAY BE ESTIMATED AS A PERCENTAGE OF
AIRFOIL TIP LENGTH AND TRAILING EDGE
HEIGHT.
C32424B
LP Turbine Blade - Non-repairable Damage
Figure 642
72-00-00 Page 683

MAINTENANCE MANUAL
a
TRAILING EDGE
LEADING c
EDGE
e 0.100 in.
WIDE
A (2.54 mm)
b d
DETAIL C 0.100 in.
(2.54 mm)
WIDE
VIEW A
C71325
LP Turbine Blade Visual Inspection
Figure 643
72-00-00 Page 684

MAINTENANCE MANUAL
(a) Damaged areas on the first-stage and/or second-stage PT stator (vane)

produce an increase in flow area which increases LP compressor speed (NL) and
lowers interturbine temperature (ITT/T6). Providing NL stays within limits or
the engine does not surge, there is no need to change the stator(s) irrespective
of the amount of damage, unless the structural integrity of the vanes is
affected (e.g. wide open cracks, excessive foreign object damage (FOD) and
missing or burnt material are unacceptable).
I. First- and Second-stage Power Turbine (PT) Blades
(1) Inspection Criteria (Ref. Fig 644).
(a) An engine may be returned to service after PT blade fracture(s) providing:
1 The inspection required to determine if vibration produced by PT blade

fracture(s) was sufficient to cause secondary damage requiring return
of the engine to an overhaul facility detailed in 72-03-00, INSPECTION/CHECK
is carried out.
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 If corrosion of the airfoil base material (seen as blistering), is found, the

disk assembly must be replaced within 50 flight hours.
11. Gear Teeth Inspection
A. Acceptable Conditions
(a) Small clusters of spalling at one extremity of the tooth width or in a narrow
band along the tooth on less than 12 tooth length. Refer to Figure 645 to
determine acceptable accessory gearbox angle drive gear teeth spalling.
(b) Light shallow scoring.
NOTE: Presence of scoring usually indicates poor lubrication. Check gear

regularly once scoring is evident. If condition worsens, investigate
associated oil nozzle.
72-00-00 Page 685

MAINTENANCE MANUAL
CORROSION PITTING / COATING LOSS BLISTERING CONDITION / NOT ACCEPTABLE

ACCEPTABLE CONDITION REPLACE BLADE WITHIN 50 FHR
C106030
First and Second Stage Power Turbine Blades - Inspection Criteria
Figure 644
72-00-00 Page 686

MAINTENANCE MANUAL
DETAIL B
DETAIL A
C62117
Accessory Gearbox Angle Drive Gears - Unacceptable Teeth Spalling
Figure 645
72-00-00 Page 687

MAINTENANCE MANUAL
(c) Discoloration.
NOTE: Discoloration usually indicates poor lubricating and may lead to

scoring, then spalling. Check gear regularly. If condition worsens,
investigate associated oil nozzle.
(d) Incorrect tooth contact pattern.
NOTE: 1. Ideal tooth contact is a centrally-located strip on face of tooth. Any

deviation is caused by incorrect tooth contact.
NOTE: 2. Incorrect tooth contact pattern may lead to spalling because

pressure surfaces between teeth are either concentrated on a
smaller area along teeth width and/or off-center along depth. Check
gear regularly.
B. Non-acceptable Conditions
NOTE: Replace affected module (RGB or Turbomachinery) if any non-acceptable

condition is evident.
(a) Spalling in a narrow band along whole width of tooth root or dispersed
throughout contact area.
(b) Deep scoring (root/tip direction) across tooth contact surface.
(c) Rough tooth contact surface due to excessive wear, with raised material at
tooth extremities.
12. Cracks in Turbine Support Case Inner Wall
A. Cracks in the turbine support case inner wall, found when carrying out a borescope
inspection of the LP turbine blades and first-stage power turbine stator (Ref. Fig.
646), are acceptable providing:
(1) Crack length does not exceed 4.0 in. (101.6 mm).
(2) Not more than 6 cracks are found.
(3) There are no cracks on the same side of adjacent bosses (Ref. Fig. 646, Sheet 3).
(4) Cracks are recorded (Ref. Table 607).
(5) An additional inspection of the affected area is carried out at an interval not to
exceed 300 flight hours.
(6) Subsequent inspections are done at intervals depending on the rate of increase
and level of deterioration seen, but not later than 300 flight hours.
TABLE 607, Turbine Support Case - Crack Record

Length/ Length/ Length/ Length/ Length/ Length/ Length/
Boss Flight Flight Flight Flight Flight Flight Flight
Location Hours Hours Hours Hours Hours Hours Hours
1
72-00-00 Page 688

MAINTENANCE MANUAL
TABLE 607, Turbine Support Case - Crack Record (Contd)

Length/ Length/ Length/ Length/ Length/ Length/ Length/
Boss Flight Flight Flight Flight Flight Flight Flight
Location Hours Hours Hours Hours Hours Hours Hours
2
3
4
5
6
7
8
9
10
11
12
NOTE: No. 1 boss TDC and remaining bosses are numbered counterclockwise from rear of
engine.
13. Cracks in Gas Generator Case Firewall Support Ring
NOTE: 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.
A. Visual Inspection
(1) Visually inspect firewall support ring for cracks as follows:
(a) Cracks radiating outwards from bolt holes are acceptable.
(b) Circumferential cracks adjacent to the weld are acceptable.
v The breaking away of small areas of the ring is acceptable or loose pieces of
the ring can be cut away and discarded provided there is a minimum of
2.0 in. (50.80 mm) of material on each side of any support brackets, installed
on the firewall support ring.
(c) Axial cracks are acceptable provided that:
1 The breaking away of small areas of the ring, in the portion resting on the
the gas generator case is acceptable.
72-00-00 Page 689

MAINTENANCE MANUAL
a
A
THERMOCOUPLE
BOSSES
C32863
Turbine Support Case Inner Wall - Inspection
72-00-00 Page 690

MAINTENANCE MANUAL
4 IN. (101.6 mm) MAX 3.8 IN. (96.52 mm)

(TYP) (TYP)
AREA a
AREA a
AREA a
C32861
72-00-00 Page 691

MAINTENANCE MANUAL
AREA a
AREA a
C32862
72-00-00 Page 692

MAINTENANCE MANUAL
ENGINE - CLEANING/PAINTING
1. 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.
Item No. Name
PWC03-001 Engine Oil
PWC05-005 Emulsifier
PWC05-050 Nitrogen
PWC05-089 Lockwire
PWC11-001 Cleaning Agents
PWC11-010 Methanol
PWC11-027 Solvent, Petroleum
PWC11-034 Detergent, Water-based Alkaline Gel
3. Special Tools
Tool No. Name

PWC30128-15 Puller
PWC32677-300 Cart, Compressor/Fuel Nozzle Wash
PWC37771 Nozzle
PWC56502 Wash Nozzle
Name
Air supply valve - 2 off
Centrifugal pump, 10 gal. (37.85 liters) per minute minimum flow rate - 1 off
Containers, 5 gal. (19 liters) capacity - 2 off
72-00-00 Page 701

ENGINE - CLEANING/PAINTING Jan 24/2006
MAINTENANCE MANUAL
Name
Fluid shutoff valve - 2 off
Hose
Pressure gage - 1 off
Recirculation pump with relief valve - 1 off
Tubing
5. Engine Cleaning
A. External Wash

FOR CONSUMABLE MATERIALS INFORMATION SUCH AS:
HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS,
FIRE, EXPLOSION, REACTIVITY, HEALTH HAZARD DATA,
PRECAUTIONS FOR SAFE HANDLING, USE AND CONTROL
MEASURES.
CAUTION: DO NOT USE GASOLINE OR SIMILAR TOXIC SUBSTANCES FOR
EXTERNAL ENGINE CLEANING. DO NOT ATTEMPT TO WASH AN
ENGINE THAT IS STILL HOT OR RUNNING.
(1) Wash engine using water or petroleum solvent (PWC11-027), or detergent gel
(PWC11-034) water emulsion or cleaner (PWC11-031).
NOTE: 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.
(2) Thoroughly rinse with clean water if solvent gel or cleaner is used.
WARNING: WHEN USING COMPRESSED AIR FOR DRYING, REGULATE

PRESSURE TO 29 psig (200 kPa) OR LESS. WEAR GOGGLES OR
FACE SHIELD TO PROTECT EYES.
(3) Dry with clean, low pressure, compressed air.
B. Compressor Wash
(1) General
NOTE: A compressor wash can be carried out only on engines incorporating wash
nozzle P/N 3121033-01. Wash nozzle (PWC37771) is recommended to be
used to wash the turbine area.
(a) Washing removes salt, dirt and other baked-on deposits that accumulate in the
gas path and cause engine performance deterioration.
72-00-00 Page 702

MAINTENANCE MANUAL
(b) A desalination wash uses water or water/methanol (PWC11-010) (Ref. Table

701 or Fig. 701) to remove salt and light deposits. The addition of cleaning
agents is not recommended.
NOTE: Figure 701 introduces an alternate method to determine the methanol

requirement when mixing a desalination/rinse solution for use at
temperatures below 0C (32F).
(c) A rinse wash uses the same solution (according to temperature) as the
desalination wash (Ref. Table 701) and is used after a performance recovery
wash to clean the gas path.
(d) A performance recovery wash uses cleaning agents (Ref. Tables 702, 703, 704
and 705) in the wash solution to remove deposits that cannot be dissolved by a
desalination wash.
NOTE: Performance recovery washing must be carried out only when

necessary to ensure residue does not build up in engine components.
(e) The formula of the P&WC developed performance recovery solution WCT is
shown in Table 704.
(f) Depending upon the operating environment, the nature and frequency of
washing are recommended to be in accordance with Chapter 05-20-00.
(g) Wash solution quantity requirements are contained in Table 706.
TABLE 701, Desalination/Rinse Solutions

AMBIENT WATER METHANOL
TEMPERATURE % by Vol. % by Vol.
+2C up +36F up 100 Nil
-25 to +2C -13 to +36F 50 50
Below -25C Below -13F 40 60
(2) Inspection Port Cover/Wash Nozzle - Removal/Installation
(a) Remove nut (7, Fig. 702) and bolt (8).
(b) Remove bolts (1), washer (2), bracket (6), cover (3) using puller (PWC37651),
or wash nozzle (4) using puller (PWC30128-15) and packing (5). Discard
packing.
(c) Lubricate packing (5) with engine oil (PWC03-001) and install on cover (3) or
wash nozzle (4).
(d) Install cover or wash nozzle, washer (2), bracket (6) and bolts (1). Torque bolts
32 to 36 lb.in. (3.62-4.07 Nm).
(e) Install bolt (8) and nut (7) to secure clamp holding oil tube to bracket. Torque
nut 36 to 40 lb.in. (4.07-4.52 Nm).
72-00-00 Page 703

MAINTENANCE MANUAL
70%
60%
50%
METHANOL VOLUME
40%
30%
20%
10%
0%
0 10 20 30 40 50 60
OAT ( o C)
C33859
Desalination/Rinse Solution - Determining Methanol Requirement at Temperatures Below 0C
(32F)
Figure 701
72-00-00 Page 704

MAINTENANCE MANUAL
(3) Preparation of Desalination/Rinse Solutions
(a) The minimum standard for water is drinking quality (Ref. step (7)).
(4) Preparation of Performance Recovery Solutions
(a) The minimum standard for water is drinking quality (Ref. step (7)).
WARNING: REFER TO MANUFACTURERS MATERIAL SAFETY DATA SHEETS

HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL
CHARACTERISTICS, FIRE, EXPLOSION, REACTIVITY, HEALTH
HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND
CONTROL MEASURES.
(b) Biodegradable cleaning agents (Ref. Table 705) are recommended to be used.
Solution strength must be as per manufacturer/suppliers recommendation.
Where no specific recommendation is provided, the proportion of cleaning agent
should be as shown in the applicable table.
(c) The use of Witconate HC-59B or P10-59B emulsifying agent (PWC05-005)

(150 ml in 5 liters) is highly recommended to prevent fuel separation.
(5) Wash Schedule Recommendations
(a) Refer to Chapter 05-20-00.
(6) Wash Solution Quantity Requirements
(a) Refer to Table 706.
(7) Drinking Water Quality Requirements
NOTE: Since drinking water quality varies from place to place and from season to
season, these requirements are provided as a guide only.
(a) Appearance: free from visible impurities.
(b) Total solids: 175 ppm (mg/liter) maximum.
(c) PH value: 6.0 to 8.0 inclusive.
(d) Chlorides: 15 ppm (mg/liter) maximum.
(e) Sulfates: 10 ppm (mg/liter) maximum.
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MAINTENANCE MANUAL
1
4
1 2
6 7
C12709A
Inspection Port Cover/Wash Nozzle - Removal/Installation
Figure 702
72-00-00 Page 706

MAINTENANCE MANUAL
Key to Figure 702
1. Bolt
2. Washer
3. Cover
4. Wash Nozzle
5. Packing
6. Bracket
7. Nut
8. 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
CLEANING
AMBIENT AGENT FUEL METHANOL WATER
TEMPERATURE % by Vol. % by Vol. % by Vol. % by Vol.
+2C up +36F up 25 Nil Nil 75
-25 to +2C -13 to +36F 25 15 20 40
Below -25C Below -13F 25 15 40 20
EXAMPLE: Typical mixture proportions using B & B 3100 at ambient temperature of -25 to +
2C (-13 to +36F).
CAUTION: ADD 150 ml OF WITCONATE EMULSIFYING AGENT (PWC05-005) AND MIX

SOLUTION THOROUGHLY BEFORE USE TO PREVENT FUEL SEPARATION.
B & B 3100 25% by Vol = 1250 ml in 5 liters (1.33 US gal.)

Fuel 15% by Vol = 750 ml
Methanol 20% by Vol = 1000 ml
Water 40% by Vol = 2000 ml
Total 100% by Vol = 5000 ml or 5 liters (1.33 US gal.)
72-00-00 Page 707

MAINTENANCE MANUAL
TABLE 703, Turco 4217 (PWC11-001F) (concentrate) and Ardrox 624 (PWC11-001H)
(concentrate) - Performance Recovery Solutions
CLEANING
AMBIENT AGENT FUEL METHANOL WATER
TEMPERATURE Qty (ml) Qty (ml) Qty (ml) Qty (ml)
CAUTION: ADD 150 ML OF WITCONATE EMULSIFYING AGENT (PWC05-005) AND MIX

SOLUTION THOROUGHLY BEFORE USE TO PREVENT FUEL SEPARATION.
+2C up +36F up 200 2000 Nil 2800

-25 to +2C -13 to +36F 200 2000 100 1800
Below -25C Below -13F 200 2000 1800 1000
TABLE 704, WCT Performance Recovery Wash Solution Developed by P&WC

MATERIAL QUANTITY
Witconate HC59B or P10-59B 2 parts
(PWC05-005)
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
CLEANING
AMBIENT AGENT METHANOL WATER
TEMPERATURE % by Vol. % by Vol. % by Vol.
+2C up +36F up 20 NIL 80
-25 to +2C -13 to +36F 20 30 50
Below -25C Below -13F 20 40 40
NOTE: Ardrox 6368 (PWC11-003C) is used undiluted at temperatures above +2C (36F). This
product must not be used below this temperature.
72-00-00 Page 708

MAINTENANCE MANUAL
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) Intake filter not coarser than 10 microns.
(9) Equipment Required
(a) Compressor wash nozzle P/N 3121033-01.
(b) Compressed air or nitrogen (PWC05-050) supply, regulated up to 50 psig (345

kPa).
(c) Alternate Fluid Supply Systems
1 Compressor wash cart (PWC32677-300)
a This cart contains the components required to enable wash fluid to be

supplied to the engine at the specified rate and pressure.
2 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.
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MAINTENANCE MANUAL
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).
(10) Desalination Wash Procedure
NOTE: A hand wash of the engine air intake gas path up to and including the
flanged joint is recommended to be carried out prior to starting the
desalination wash procedure. Use a sponge dipped in a mixture of drinking
quality water and detergent gel (PWC11-034) or equivalent mild detergent.
After the wash, rinse with clean water to remove the soap residue.
(a) Engine Not Running
1 Depending upon the ambient temperature, fill the wash tank or cart
(PWC32677-300) with the appropriate mixture (Ref. Table 701). Alternately,
at temperatures above +2C (+36F), use a suitable hose connected to
drinking water tap.
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 65C (150F) by one
of the following methods:
72-00-00 Page 710

MAINTENANCE MANUAL
MECHANICAL
AGITATOR
CLEANING SOLUTION/STEEL
TANK 5 U.S. GALS (19 LITERS)
CAPACITY WORKING PR.
345 KPa (50 P.S.I.G.)
AIR SUPPLY VALVE SHUT OFF VALVE
PRESSURE
GAGE
VALVE VALVE
RELIEF VALVE
TO WASH
NOZZLE
AIR / NITROGEN
PRESSURE SOURCE RECIRCULATION
REGULATED UP TO PUMP
345 KPa (50 P.S.I.G.)
RINSE SOLUTION TANK

AIR SUPPLY VALVE 19 LITERS (5 U.S. GALS) SHUT OFF VALVE
CAPACITY WORKING PR.
345 KPa (50 P.S.I.G.)
C12546A
Wash Rig - Schematic
Figure 703
72-00-00 Page 711

MAINTENANCE MANUAL
a Allowing engine time to cool.
b Carrying out a dry motoring run and injecting demineralized water

through the wash nozzle.
NOTE: An engine temperature below 65C (150F) ensures that

inadvertent use of hard water does not result in precipitation
of deposits.
c 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 MANUFACTURERS
MANUAL).
10 Carry out a dry motoring run (Ref. AMM).
11 When NH reaches 5%, inject water or water/methanol as applicable, into

engine.
12 Stop motoring run after 30 seconds (Ref. AMM).
13 Shut off water or water/methanol when NH reaches 5%.
14 Disconnect pressurized tank, cart or drinking water supply from nozzle

connection.
15 Remove nozzle connection.
16 Lubricate packing (2) with engine oil (PWC03-001) and install on plug (1).
17 Install plug. Torque plug 110 to 120 lb.in. (12.43-13.56 Nm) and secure
with lockwire (PWC05-089) or (PWC05-295).
CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER

MANUFACTURERS MANUAL).
18 Carry out an additional 30-second dry motoring run (Ref. AMM) if
water/methanol has been used.
19 Remove cap from dump valve and connect drain line to flow divider and
dump valve (Ref. AMM).
20 Remove the plastic bag from the P3 air pressure sensing tube. Install the
tube on the intercompressor case (Ref. 72-01-30, Removal/Installation).
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MAINTENANCE MANUAL

21 Switch ignition ON and start engine (Ref. AMM). Run at 80% NH for one
minute or more to completely dry the engine.
NOTE: Engine ground run must be carried out as soon as possible to

avoid corrosion problems.
22 Shut down engine (Ref. AMM).
(b) Engine Running
NOTE: Not recommended for operators whose experience indicate MFC

pneumatic side contamination.
1 Rig Calibration: one of the factors affecting the flow rate of the wash nozzle
is the difference in height between the nozzle, when installed in the engine,
and the wash rig. Therefore, the following procedure must be carried out
to obtain the correct flow rate:
a Remove plug (1, Fig. 705) and packing (2). Discard packing.
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 Lubricate packing (2) with engine oil (PWC03-001) and install on plug
(1).
j Install plug. Torque plug 110 to 120 lb.in. (12.42-13.56 Nm) and secure
2 Wash Procedure
72-00-00 Page 713

MAINTENANCE MANUAL
3
1
C12547
Wash Nozzle Connection - Removal/Installation
Figure 704
72-00-00 Page 714

MAINTENANCE MANUAL
Key to Figure 704
1. Plug
2. Packing
3. 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 Remove plug (1, Fig. 704) and packing (2). Discard packing.
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 Start engine (Ref. AMM).
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: Water may continue to flow from drains for approximately 20

to 30 seconds.
l Shut down engine (Ref. AMM).
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MAINTENANCE MANUAL
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 Install plug. Torque plug 110 to 120 lb.in. (12.42-13.56 Nm) and secure
q Close and secure cowl doors (Ref. AMM).
(11) Performance Recovery Wash Procedure
NOTE: A hand wash of the engine air intake gas path up to and including the
flanged joint is recommended to be carried out prior to starting the wash
procedure. Use a sponge dipped in a mixture of drinking quality water and
detergent gel (PWC11-034) or equivalent mild detergent. After the wash,
rinse with clean water to remove the soap residue.
(a) Depending upon ambient temperature, fill wash tank or wash cart
(PWC32677-300) with 10 liters of cleaning solution (Ref. Tables 702, 703, 704
and 705) and fill rinse tank with 19 liters of solution (Ref. Table 701).
(b) Disconnect the P3 air pressure sensing tube at the intercompressor case end.
Put a plastic bag over the end of the tube.
NOTE: DELETED
(c) Connect compressed air or nitrogen (PWC05-050) supply, regulated to 30 to 50

psig (207-345 kPa) to wash tank or cart.
(d) Remove plug (1, Fig. 704) and packing (2). Discard packing.
(e) Install nozzle connection (3). Torque connection 110 to 120 lb.in.
(12.43-13.56 Nm).
(f) Connect pressurized tank or wash cart to nozzle connection.

DEMINERALIZED.
(g) Before washing, ensure engine temperature is below 65C (150F) by one of
the following methods:
1 Allowing engine time to cool.
2 Carrying out a dry motoring run and injecting demineralized water through
the wash nozzle.
NOTE: An engine temperature below 65C (150F) ensures that

inadvertent use of hard water does not result in precipitation of
deposits.
72-00-00 Page 716

MAINTENANCE MANUAL
3 Forced air cooling:
a An air conditioning unit can be used to accelerate engine cooling

temperature.
(h) Ensure aircraft bleed air is OFF.

MANUAL). WHEN USING WATER/METHANOL, CARRY OUT AN
ADDITIONAL 30-SECOND DRY MOTORING RUN TO REMOVE
VOLATILE FUMES BEFORE OPERATING ENGINE.
(i) Carry out a dry motoring run (Ref. AMM).
(j) When NH reaches 5%, inject cleaning solution into engine.
(k) Stop motoring after 30 seconds.
(l) Shut off cleaning solution when NH reaches 5%.
(m) Allow cleaning solution to soak for 15 to 30 minutes.

(n) Carry out a dry motoring run (Ref. AMM). When NH reaches 5%, inject rinse
solution (half the quantity) or drinking water from tap into engine. Stop
motoring after 30 seconds.

(o) Carry out a dry motoring run. When NH reaches 5%, inject remaining rinse
solution or drinking water into engine. Stop motoring after 30 seconds.
(p) Shut off drinking water or rinse solution tank or wash cart when NH reaches
5%.
(q) Disconnect pressurized tank, wash cart or drinking water supply from nozzle
connection.
(r) Remove nozzle connection.
(s) Lubricate packing (2) with engine oil (PWC03-001) and install on plug (1).
(t) Install plug. Torque plug 110 to 120 lb.in. (12.43-13.56 Nm) and secure with
lockwire (PWC05-089) or (PWC05-295).

(u) Carry out an additional 30-second dry motoring run (Ref. AMM) if water/methanol
has been used.
72-00-00 Page 717

MAINTENANCE MANUAL
5
4
7
2
C33441
Compressor Wash Nozzle - Removal/Installation
Figure 705
72-00-00 Page 718

MAINTENANCE MANUAL
Key to Figure 705
1. Plug
2. Packing
3. Bolt
4. Washer
5. Wash Nozzle
6. Packing
7. Connection
(v) Remove the plastic bag from the P3 air pressure sensing tube. Install the
tube to the intercompressor case (Ref. 72-01-30, REMOVAL/
INSTALLATION).

(w) Switch ignition ON and start engine (Ref. AMM). Run at 80% NH for one
minute or more to completely dry the engine.
NOTE: Engine ground run must be carried out as soon as possible to avoid
corrosion problems.
(x) Shut down engine (Ref. AMM).
C. Turbine Wash
(1) General
(a) Turbine washing removes salt and sulphide deposits from the high pressure,
low pressure and power turbines.
(b) Water or water/methanol (according to temperature, Ref. Table 701) is used to

wash turbines.
(c) Depending upon the operating environment, the nature and frequency of
turbine washing is recommended to be in accordance with the Gas Path Wash
recommended schedule per Chapter 05-20-00.
(d) Approximately 0.5 US gallons (1.90 liters) will pass through the turbines during
a 30-second motoring cycle.
(e)
1 Turbine wash can be performed using one of the two methods that follow.
a Method 1:
72-00-00 Page 719

MAINTENANCE MANUAL
This method includes wash nozzle PWC37771. This nozzle goes

through a short distance in the combustion chamber and gives a an
effective washing of the HPT vanes and sufficient washing of the HPT
blades.
b Method 2:
This method includes wash nozzle PWC56502. This nozzle is longer

than PWC37771 and extends all the way to the HP turbine blade
airfoil. It has been designed specially to give an effective washing of
the HP turbine blade airfoil and downstream components. Method 2 is
recommended in areas where the HPT airfoil is exposed to harsh or
marine environment.
(2) Turbine Wash Schedule Recommendations, , refer to Gas Path Wash recommended
schedule, Chapter 05-20-00.
(3) Method 1:
(a) Equipment Required
1 A wash nozzle (PWC37771) installed in one of the igniter ports is used

when washing turbines . In addition, the wash cart or containers and
associated components listed in Subpara. B., step (9), are required if drinking
quality water obtained directly from a tap at the correct pressure is not
used.
(b) Turbine Wash Procedure
1 Depending upon the ambient temperature, fill the wash tank or cart with the
appropriate mixture (Ref. Table 701). Alternately, at temperatures above
+2C (+36F), use a suitable hose connected to a drinking water tap.
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.
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MAINTENANCE MANUAL
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.

DEMINERALIZED.
8 Before washing, ensure engine temperature is below 65C (150F) by one
of the following methods:
a Allowing engine time to cool.
b Carrying out a dry motoring run and injecting demineralized water

through the wash nozzle.
NOTE: An engine temperature below 65C (150F) ensures that the

inadvertent use of hard water does not result in the
precipitation of deposits.
c Forced air cooling:
An air conditioning unit can be used to accelerate engine cooling

temperature.
9 Ensure aircraft bleed air is OFF.

MANUAL).
10 Carry out a dry motoring run (Ref. Adjustment/Test).
11 When NH reaches 5%, inject water or water/methanol, as applicable, into

engine.
12 Stop motoring run after 30 seconds (Ref. Adjustment/Test).
13 Shut off water or water/methanol when NH reaches 5%.

14 Repeat washing cycles as necessary to remove contaminants from
turbines.
15 Disconnect pressurized tank, wash cart or drinking water supply from

nozzle connection.
16 Remove nozzle connection and nozzle (3).
72-00-00 Page 721

MAINTENANCE MANUAL
D
FW
3
PWC37771 3
PWC56502
C12552A
Turbine Wash Nozzle Connection - Removal/Installation
Figure 706
72-00-00 Page 722

MAINTENANCE MANUAL
Key to Figure 706
1. Igniter
2. Gasket
3. Turbine Wash Nozzle
17 Install gasket (2) and igniter (1) (Ref. 72-01-20, REMOVAL/

INSTALLATION).
18 Connect combustion chamber drain line to ecology tank. Connect drain line
to flow divider and dump valve (Ref. AMM).

19 Carry out an additional 30-second dry motoring run (Ref. Adjustment/Test)
if water/methanol has been used.

20 Switch ignition ON and start engine (Ref. Adjustment/Test). Run at 80% NH
for one minute or more to completely dry the engine.
NOTE: Engine ground run must be carried out as soon as possible to

avoid corrosion problems.
21 Shut down engine (Ref. Adjustment/Test).
(4) 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.
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MAINTENANCE MANUAL
(c) Depending upon the operating environment, the nature and frequency of
turbine washing is recommended to be in accordance with the Gas Path Wash
recommended schedule per Chapter 05-20-00.
(d) Equipment Required
1 A wash nozzle (PWC56502) installed in the left igniter port is used when
washing turbines.
(e) Flow Calibration of the Wash nozzle and the Wash Rig.
WARNING: 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 operators 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.
(f) Turbine Wash Procedure
1 Depending upon the ambient temperature, fill the wash tank or cart with the
appropriate mixture (Ref. Table 701). Alternately, at temperatures above
2C (36F), drinking quality tap water.
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.
72-00-00 Page 724

MAINTENANCE MANUAL
WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE

DANGEROUSLY HIGH. MAKE SURE THE IGNITION IS
SWITCHED OFF. ALWAYS DISCONNECT COUPLING NUTS AT
IGNITION EXCITER END FIRST. ALWAYS USE INSULATED
TOOLS TO REMOVE COUPLING NUTS. DO NOT TOUCH
OUTPUT CONNECTORS OR COUPLING NUTS WITH
BARE HANDS.
4 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).

DEMINERALIZED.
9 Before washing, make sure the engine temperature is below 65C (150F)
by one of the following methods:
a Allowing engine time to cool at ambient temperature.
b Use of demineralized water.
c Use of portable air conditioning unit through exhaust duct or inlet

passage.
NOTE: An engine temperature below 65C (150F) ensures that the

accidental use of hard water does not result in the precipitation
of deposits.
d Make sure the aircraft bleed air is OFF.
72-00-00 Page 725

MAINTENANCE MANUAL
CAUTION: DO NOT MOTOR FOR MORE THAN 30 SECONDS.

OBSERVE STARTER COOLING PERIOD (REF. STARTER
e Carry out a dry motoring run (to be timed for 30 seconds).
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 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).
10 Engine Drying

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).
72-00-00 Page 726

MAINTENANCE MANUAL
ENGINE - APPROVED REPAIRS
1. General
A. These instructions provide information of a general nature applicable to the repair

sections throughout this manual.
Item No. Name
PWC05-055 Sodium Dichromate
PWC05-057 Sodium Hydroxide
PWC05-061 Cloth, Abrasive (Coated, Crocus)
PWC05-064 Solution, Anodize Touch-up (Alodine)
PWC05-073 Water, Distilled
PWC05-161 Chromel Pickle Solution
PWC05-162 Wetting Agent, Chromate
PWC05-195 Nitric Acid
PWC05-196 Hydrochloric Acid
PWC05-197 Acid, Chromic (Solution)
PWC05-198 Chromate Conversion Salts - magnesium
PWC09-002 Compound, Locking
PWC11-016 Perchlorethylene
PWC11-019 Solution, Chromate Conversion
PWC11-027 Solvent, Petroleum
3. Special Tools
Not Applicable
Name
Drill
Driving tool Kee TD624L
Heat Gun
Helical coil insert extraction/installation tool
Helical coil tang removal tool
72-00-00 Page 801

ENGINE - APPROVED REPAIRS Mar 01/2002
MAINTENANCE MANUAL
Name
Helical coil thread plug gage and bottoming tap (standard thread size)
Helical coil thread plug gage and bottoming tap (oversize thread size)
Oven
Stud drivers
Thread plug gage
Wire brush
5. Helical Coil Insert Replacement
A. General
(1) Check near hole for identification of oversize insert installation. For example, a
marking of +4 indicates a 0.004 in. (0.101 mm) oversize insert has been installed
at each location.
(2) Remove unserviceable insert, using extraction tool.
(3) Clean out hole and ensure debris and other foreign matter are removed.
(4) Check threads using thread plug gage as follows:
(a) Insert hole is standard size if thread plug gage (NO GO side) enters less then
three turns. Install replacement insert of standard size (Ref. Para. B.).
(b) Insert hole is oversize if thread plug gage (NO GO side) enters more then
three turns. Install oversize replacement insert (Ref. Para. C.).
B. Procedure (same size insert replacement)
(1) If part being repaired is made from magnesium, treat hole as specified in chromate
surface repair (Ref. Para. 10.). If part is made from aluminum, treat as per anodic
film repair (Ref. Para. 9.).
CAUTION: BEFORE INSTALLING HELICAL COIL INSERTS, REFER TO

ILLUSTRATED PARTS CATALOG TO ENSURE CORRECT INSERT FOR
THE PARTICULAR LOCATION IS USED.
(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).
C. Procedure (oversize insert replacement)
(1) Tap hole with appropriate bottoming tap if oversize helical coil is required.
72-00-00 Page 802

MAINTENANCE MANUAL
CAUTION: BEFORE INSTALLING HELICAL COIL INSERTS, REFER TO

ILLUSTRATED PARTS CATALOG FOR OVERSIZE INSERT P/N TO
ENSURE CORRECT INSERT FOR THE PARTICULAR LOCATION IS
USED.
(2) Using new helical coil insert, install insert into threaded hole using insert installation
tool. Insert outer thread must be between one and one and one-half threads below
surface of hole or counterbore, whichever applies.
(3) Cut off driving tang at notch using tang removal tool, and remove tang from hole.
CAUTION: DO NOT PUT THE MARKING ON A SEALING FACE OR AREA WHICH

WOULD AFFECT FUNCTION OF PART.
(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).
6. Keensert Insert Replacement (Ref. Fig. 802)
A. Procedure
(1) Drill out insert material between keys to depth shown using a
13 32 in. (10.319 mm)
diameter drill (Ref. detail A).
(2) Using a small pin punch, bend keys inward and break them off (Ref. detail B).
(3) Remove insert with an E-2 type tool (Ref. detail C).
(4) Clean out hole and ensure swarf and other foreign matter is removed.
(5) If part being repaired is made from magnesium, treat hole as specified in chromate
surface repair (Ref. Para. 10.). If part is made from aluminum, treat hole as
specified in anodic film repair (Ref. Para. 9.).
CAUTION: BEFORE INSTALLING KEENSERT INSERTS, REFER TO ILLUSTRATED

PARTS CATALOG (REF. FILTER BYPASS & PRESSURE RELIEF VALVE
OR RGB OIL FILTER & BYPASS VALVE) TO ENSURE CORRECT
INSERT FOR PARTICULAR LOCATION IS USED.
(6) Screw in new insert, using fingers, to a depth of 0.010 to 0.030 in. (0.25-0.76 mm)
below surface of parent component (Ref. detail D).
(7) Using a Kee driving tool (TD624L) and a hammer, drive down keys with several
light taps (Ref. detail E).
72-00-00 Page 803

MAINTENANCE MANUAL
+4
A
+4
TYPICAL AREA FOR OVERSIZE MARKING
VIEW A
C24386
Identification of Oversize Insert Installation
Figure 801
72-00-00 Page 804

MAINTENANCE MANUAL
13 INCH DRILL
32
(10.319 mm)
LOCKING WIRES
0.200 IN.
(0.508 mm)
KEENSERT DETAIL B DETAIL C

DETAIL A
0.0300.010 IN.
(0.7620.254 mm)
KEE DRIVING
TOOL
DETAIL D
DETAIL E
C17622
Replacement of Keensert Inserts
Figure 802
72-00-00 Page 805

MAINTENANCE MANUAL
7. Stud Replacement
A. Procedure
(1) Measure stud protrusion height (use adjacent stud in case of stretched or broken
stud).
(2) Remove damaged stud.
(3) Examine stud hole for condition; on worn stud holes use oversize studs.
NOTE: Stud holes with threads damaged beyond the dimensions suitable for
maximum oversize stud installation may be repaired with helical coil
inserts. Use of an insert reduces wall thickness and strength of surrounding
metal; therefore, specific instances should be referred to P&WC Customer
Support Department (Ref. INTRODUCTION) for approval.
CAUTION: BEFORE INSTALLING NEW STUDS, REFER TO ILLUSTRATED PARTS

CATALOG TO ENSURE THE CORRECT STUD FOR THE PARTICULAR
LOCATION IS USED.
(4) Install stud to correct protrusion height using an approved stud driver. Ensure
torque limits given in Tables 801, 802 or 803, as applicable, are not exceeded.
TABLE 801, Standard and Stepped Studs Installed in Self-locking Helical Coil Inserts
Torque Torque
Thread Size (Minimum) (Maximum)
(Nut End) lb.in. (Nm) 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)
* When drive end is 0.1900-24, reduce this value to 40 (4.52).
72-00-00 Page 806

MAINTENANCE MANUAL
TABLE 802, Standard Interference Fit Studs

Torque Torque
Torque (Maximum) (Maximum)
Thread Size (Minimum) lb.in. (Nm) lb.in. (Nm)
(Drive End) lb.in. (Nm) Necked $ 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)
$ 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 Torque
Thread Size (Minimum) lb. in. (Nm) lb. in. (Nm)
(Drive End) lb. in. (Nm) Necked $ 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)
72-00-00 Page 807

MAINTENANCE MANUAL
TABLE 803, Stepped Interference Fit Studs (Contd)

Torque Torque
Thread Size (Minimum) lb. in. (Nm) lb. in. (Nm)
(Drive End) lb. in. (Nm) Necked $ Plain #
0.7500-20 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. 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.
9. Anodic Film Repair of Aluminum
A. Procedure

MEASURES.
(1) Clean surface to be repaired using a swab soaked in perchlorethylene (PWC11-016)
and/or crocus cloth (PWC05-061).
72-00-00 Page 808

MAINTENANCE MANUAL
(2) Apply anodize touch-up solution (PWC05-064) for three to four minutes to prepared
surface using a swab or brush. Repeat application frequently to ensure surface is
continually wet with solution during the treatment.
NOTE: 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.
10. 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)

Operating
Material Make-up Limits
(PWC05-198) 5 oz. wt/gal 4.5 - 5.5 oz. wt/gal
Chromate Conversion
Salts - magnesium
(PWC05-196) 2 fl oz/gal 1 - 3 fl oz/gal
Hydrochloric Acid
(PWC05-162) 1 ml/gal
Wetting agent
Sodium Hydroxide, Add, as necessary, pH = 0.6 - 1.1
consists of (PWC05-057) and to raise pH to
water (PWC05-073) (16 oz) operating range.
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.
72-00-00 Page 809

MAINTENANCE MANUAL
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)

Operating
Material Make-up Limits
(PWC05-055) 1.5 lbs 1.0 - 1.5 lbs
Sodium Dichromate
(PWC05-195) 1.4 pints 1.0 - 1.5 pints
Nitric Acid
NOTE: Figures given are weights per gallon of solution.
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.
B. Procedure

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.
(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 29C (55-85F) for 30 to 45 seconds to prepared surface,
using a swab or brush. Repeat application frequently to make sure the surface is
continually wet with solution during the treatment.
(4) Wipe the affected area with a swab and clean water until successive swabs are no
longer stained yellow. Clean impeller, if the solution has been accidentally applied.
72-00-00 Page 810

ENGINE - APPROVED REPAIRS Jan 16/2004
MAINTENANCE MANUAL
(5) Dry thoroughly with clean low pressure compressed air at 29 psig (200 kPa), make
sure the compressed air is free of oil vapors if continuing with step (6).
NOTE: If the surface being repaired is not in contact with another part, continue
with steps (6) to (8).
(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: Drying times of primer and paint can be reduced by heating (use a heat gun
at the low heat setting - see manufacturers instructions).
11. Jacking Insert Replacement
A. Procedure
(1) Remove jacking insert, using a drill.

MEASURES.
(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: Tergit (PWC11-031) is recommended to be used as an alternative to

petroleum solvent when the use of this product is restricted by local
environmental and/or health legislation.
(3) Coat insert with locking compound (PWC09-002) and install in flange.
(4) To cure compound, locally heat insert to 100 3C (212 5F), using a heat gun
for 10 to 15 minutes.
72-00-00 Page 811/812

ENGINE - APPROVED REPAIRS Jan 16/2004
MAINTENANCE MANUAL
1. General
A. This section provides a series of checks to enable problems occurring in the operation
of the engine to be isolated and rectified.
B. The recommended procedures in this section are intended to provide satisfactory results
to common engine faults. The steps can be changed by the Operator to make the
troubleshooting procedures better and adapted to their own operation, provided the end
result is the same or better. Substantiation is based on the Operators own reliability
data, experience and/or operating practices.
C. Reference should be made to the flight log and engine log for any entry relating to the
current problem.
Not Applicable
3. Special Tools
Not Applicable
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 101
Incorrect MFCU Operation 102
Reference Pressure Leak - Unable to 103
Achieve Take-off Power
Mismatched Power Setting 104
Engine Fails to Start 105
High Oil Consumption 106
Smoke from Exhaust on Start-up or 107
Shutdown/Engine Flooded with Oil/Oil Odor
in Cockpit
Low or Loss of Oil Pressure 108
High Oil Pressure 109
72-00-01 Page 101

ENGINE - FAULT ISOLATION Nov 04/2005
MAINTENANCE MANUAL
FAULT FIGURE
High Oil Temperature 110
Incorrect Torque Readings 111
Torque Fluctuations 112
Excessive Fuel Consumption 113
HP Fuel Filter Impending Bypass Indicator 114
Activated
Propeller Slow to Unfeather 115
Performance Deterioration (ECTM Shift) or 116
High ITT/T6
Hot Start 117
Propeller Speed (NP) Fluctuations 118
Slow Oil Pressure Buildup after 40% NH 119
during Starting
High ITT/T6 Temperature 120
Engine Stall 121
Unable to Rotate Propeller Manually after 122
Engine Shutdown/Propeller does not rotate
after Engine Start
Chip Detector Circuit Completion 123
Main Oil Filter Impending Bypass Indicator 124
Activated
RGB Scavenge Oil Filter Impending 125
Bypass Indicator Activated
Hung Start 126
Debris in Oil System 127
Debris in Oil System From the 128
Tubomachinery Module
Debris in Oil System from the Reduction 129
Gearbox Module
Oil Debris - Evaluation of Laboratory 130
Report
Oil Leak From Propeller Shaft Area 131
Oil on Flange(s) E and/or F 132
LP Fuel Filter Impending Bypass Indicator 133
Activated
Fuel Temperature Too High or Too Low 134
Engine Overtorque 135
72-00-01 Page 102

MAINTENANCE MANUAL
SYMPTOMS SUSPECT LRU

VERY HIGH FLIGHT IDLE OF 88% NH, AND/OR 1. MANUAL SWITCH
INABILITY TO ATTAIN TAKEOFF POWER. 2. MFCU
NO RESPONSE TO POWER LEVER MOVEMENT. 3. ENGINE WIRING HARNESS
4. AIRCRAFT WIRING AND RELAYS
RUN ENGINE AT FLIGHT IDLE. NO

REPLACE MANUAL SWITCH
PRESS MANUAL SWITCH. (REF. AMM)
FAULT LAMP, GOES OUT ?
YES
NO REPLACE MANUAL SWITCH

MANUAL LAMP GOES OUT?
(REF. AMM)
YES
PULL OUT EEC POWER

CIRCUIT BREAKER.
DISCONNECT MFCU
SHUT DOWN ENGINE. PRESS
MANUAL OCCURS WHEN CONNECTOR. PRESS
MANUAL SWITCH ON AND
PULLING OUT MANUAL NO NO MANUAL SWITCH ON. NO
RELEASE. CAN MFCU
SOLENOID MFC IS VOLTAGE BETWEEN
BREAKER? TRANSFER SOLENOID BE
P8N (RTN) AND
HEARD OPERATING ?
P8M (POSITIVE)
YES YES EQUAL TO 0 VDC ?
YES
SYSTEM NORMAL REPLACE MFCU REPLACE MFCU

(REF. 720140)
NO RECTIFY OR
ENGINE WIRING REPLACE
HARNESS OK? (REF. 720110)
YES
AIRCRAFT WIRING NO RECTIFY OR

AND RELAYS OK? REPLACE
(REF. AMM)
C26208
Unable to Select Manual Mode
Figure 101
72-00-01 Page 103

MAINTENANCE MANUAL
1. VERY HIGH FLIGHT IDLE OF ABOUT 1. MFCU

88% NH IN MANUAL MODE.
2. TAKEOFF NOT ATTAINABLE AT LIMIT
OF POWER LEVER TRAVEL IN EEC MODE.
NORMAL OPERATION IN MANUAL MODE.
SYMPTOM 1.
WITH ENGINE AT FLIGHT IDLE STOP ENGINE. DISCONNECT MFCU

PLA, PULL MFCU SOLENOID NO ELECTRICAL CONNECTION. START NO REPLACE MFCU
CIRCUIT BREAKER. ENGINE. ENGINE ACCELERATES (REF. 720140)
NH DROPS TO 75% ? TO 75% ?
YES YES
CHECK AIRCRAFT WIRING OF

MANUAL MODE SELECTOR CHECK LINE 126 FOR SHORT
SWITCH (REF. AMM) CIRCUIT
SYMPTOM 2.
REPLACE MFCU
(REF. 720140)
C38582
Incorrect MFCU Operation
Figure 102
72-00-01 Page 104

MAINTENANCE MANUAL
UNABLE TO ACHIEVE TAKEOFF POWER AT FULL 1. MFCU

POWER LEVER TRAVEL IN MANUAL OR EEC MODE. 2. OVERSPEED GOVERNOR
OVERSHOOT ON TORQUE DURING POWER SETTING. 3. PY AIR TUBE
TIGHTEN FITTINGS ON PY TUBE AT NO TIGHTEN FITTINGS ON P3 TUBE AT NO

MFCU AND OVERSPEED GOVERNOR. MFCU AND INTERCOMPRESSOR CASE.
IS TAKEOFF NOW ATTAINABLE ? IS TAKEOFF NOW ATTAINABLE ?
YES YES
SYSTEM NORMAL SYSTEM NORMAL
DISCONNECT PY TUBE FROM MFCU NO REPLACE MFCU

AND BLANK MFCU FITTING. IS
(REF. 720140)
TAKEOFF NOW ATTAINABLE ?
YES
CONNECT PY TUBE TO MFCU.

DISCONNECT PY TUBE FROM NO REPLACE PY TUBE
OVERSPEED GOVERNOR AND
(REF. 720130)
BLANK OPEN END. IS TAKEOFF
NOW ATTAINABLE ?
YES
REPLACE OVERSPEED GOVERNOR

(REF. 720150)
C26210
Reference Pressure Leak - Unable to Achieve Takeoff Power
Figure 103
72-00-01 Page 105

MAINTENANCE MANUAL
FOR SAME POWER LEVER AND RATING SELECTED, 1. WIRING HARNESS

ONE ENGINE MAY PRODUCE A DIFFERENT POWER. 2. AIRCRAFT WIRING
ANY FDEP FAULT INDICATED ? START ENGINES. POWER ON ALL

SYSTEMS. ALL BLEEDS OFF. NO
YES INCREASE TO TAKEOFF POWER.
DOES POWER EQUALIZE ?
YES
RECTIFY. FAULT PERSISTS ? YES
NO NO
TURN ON LP BLEEDS. POWER EQUAL ?
YES
SYSTEM NORMAL NO
TURN ON HP BLEEDS. POWER EQUAL ?
YES
SYSTEM NORMAL
CARRY OUT ENGINE TRIM ON BOTH YES

SYSTEM NORMAL
ENGINES. POWER SETTING OK ?
NO
SHUT DOWN ENGINES. TURN EEC

POWER OFF. CHECK LINES 148 NO REPLACE WIRING
AND 149 CONTINUITY AND/OR HARNESS
(REF. 720110)
INSULATION. OK ?
YES
NO REPAIR/REPLACE
P11CC TO BLEED SWITCH 1, AND
AIRCRAFT WIRING
BLEED SWITCH 1 TO BREAKER OK ?
(REF. AMM)
YES
P11DD TO BLEED SWITCH 2, AND NO REPAIR/REPLACE

BLEED SWITCH 2 TO BREAKER OK ? AIRCRAFT WIRING
(REF. AMM)
YES
SYSTEM NORMAL
C38583
Mismatched Power Setting
Figure 104
72-00-01 Page 106

MAINTENANCE MANUAL
SYSTOMS SUSPECT LRU

NO T6 INDICATION (LIGHT UP) WITHIN 10 SECONDS
OF ADVANCING CONDITION LEVER TO START POSITION 1. ACCESSORY GEARBOX
2. IGNITION SYSTEM
NH INDICATION YES 3. FUEL SUPPLY
REFER TO SHEET 4 4. BOOSTER PUMPS
LESS THAN 10%
5. AIRCRAFT LP FUEL VALVE
NO 6. LP AND HP FUEL FILTERS
BORESCOPE AGB YES 7. FUEL PUMP AND MFC
NH INCREASES YES REPLACE 8. FLOW DIVIDER
ANGLE DRIVE
UNUSUALLY FAST GEAR DAMAGE? TURBOMACHINERY
NO NO
CONTACT P&WC
FUEL FLOW LESS NO SWITCH ON

THAN 90pph WITH OAT LESS YES IGNITERS FOR YES SYSTEM
CLA AT FEATHER? THAN 5 C 30 SECONDS. NORMAL
ENGINE STARTS?
YES NO
NO
REPLACE FLOW YES FUEL DRAINING FROM

DIVIDER. DUMP VALVE DURING
ENGINE STARTS OK? START ATTEMPT
YES NO NO
FUEL DRAINING NO IS FUEL DRAINING FROM NO

FROM FUEL GAS GENERATOR DURING CONTACT P&WC
MANIFOLD DRAIN? START ATTEMPT?
YES YES
REFER TO SHEET 3
FOR IGNITION SYSTEM
REPLACE FUEL NO TROUBLESHOOTING.
NOZZLE PACKINGS SYSTEM OK?
ENGINE STARTS OK?
YES REPLACE FLOW YES
DIVIDER.
ENGINE STARTS OK?
NO SYSTEM
NORMAL
REPLACE FUEL YES
SYSTEM NORMAL NOZZLE SET
ENGINE STARTS OK?
NO
CONTD ON SHEET 2 CONTACT P&WC
C26212B
Engine Fails to Start
72-00-01 Page 107

MAINTENANCE MANUAL
CONDT FROM
SHEET 1
AIRCRAFT FUEL TANKS NO ADD FUEL

CONTAIN FUEL?
YES
BOOSTER PUMP OK? NO RECTIFY OR

REPLACE (REF. AMM)
YES
AIRCRAFT LP VALVE NO RECTIFY OR

OPEN (ON FIREWALL)? REPLACE (REF. AMM)
YES
HP FUEL FILTER YES REFER TO TROUBLESHOOTING
BYPASS INDICATORS CHART "HP FUEL FILTER IMPENDING
ACTIVATED? BYPASS INDICATOR ACTIVATED"
NO
REPLACE FUEL YES

FLOWMETER SYSTEM NORMAL
ENGINE STARTS OK?
NO
DISCONNECT FUEL LINE

FROM FLOW DIVIDER.
NO REPLACE FUEL
CARRY OUT A WET
PUMP AND MFCU
MOTORING RUN. CHECK
FOR FUEL. OK ?
YES
REPLACE FLOW DIVIDER REPLACE

NO
(REF. 720140) FUEL NOZZLES
ENGINE STARTS ? (REF. 720140)
YES
SYSTEM NORMAL
C28474B
72-00-01 Page 108

MAINTENANCE MANUAL
NO ITT/T6 INDICATION (LIGHT UP) WITHIN 10 SECONDS 1. AIRCRAFT IGNITION SYSTEM

OF ADVANCING CONDITION LEVER TO START POSITION 2. IGNITION EXCITER
3. IGNITER
4. IGNITER LEADS
SNAPPING NOISE NO AIRCRAFT IGNITION NO PUSH CONTACT

FROM IGNITERS ? SYSTEM CONTACT BREAKER IN
BREAKER IS IN ?
YES
YES
AIRCRAFT IGNITION NO RECTIFY

SYSTEM OK ? (REF. AMM)
(REF. AMM)
YES
REPLACE IGNITION
EXCITER. YES
SYSTEM NORMAL
(REF. 720120)
START OK ?
NO
REMOVE AND VISUALLY

CHECK IGNITERS FOR NO REPLACE IGNITERS
WEAR (REF. 720120) (REF. 720120)
OK ?
YES
CHECK/REPLACE IGNITER
LEADS (REF. 720120)
C26213
72-00-01 Page 109

MAINTENANCE MANUAL
NO NH INDICATION 1. FUEL PUMP

2. STARTER
3. TURBOMACHINERY
STARTER CONTACT NO
RECTIFY
BREAKER IN ?
YES
ELECTRICAL POWER AT NO RECTIFY AIRCRAFT

STARTER TERMINALS ? SYSTEM (REF. AMM)
YES
REMOVE FUEL PUMP REPLACE FUEL

NO YES
HP ROTOR ROTATES ? (REF. 720140) PUMP
HP ROTOR ROTATES ? (REF. 720140)
YES
NO
REMOVE STARTER
YES REPLACE STARTER
(REF. AMM)
(REF. AMM)
HP ROTOR ROTATES ?
NO
REPLACE
TURBOMACHINERY
(REF. 720200)
NH INDICATOR OK ? NO
RECTIFY
(REF. AMM)
(REF. AMM)
YES
REPLACE STARTER
(REF. AMM)
C26214
72-00-01 Page 110

MAINTENANCE MANUAL
HIGH OIL CONSUMPTION 1. EXTERNAL OIL LEAK
2. PRESSURE REGULATING VALVE
3. OVERSERVICING
4. OIL COOLER QUICKRELEASE COUPLINGS
5. OIL COOLER
6. NL SENSOR AND SEALING TUBE PACKINGS
7. AGB BREATHER
8. NO. 6 & 7 BEARING TRANSFER TUBES
9. AGB CARBON SEAL
10. AGB BREATHER COUPLING SHAFT STOP
11. P2.5/P3 SWITCHING VALVE
12. NO. 6 & 7 BEARING OIL SCAVENGE PUMP
13. FIRST STAGE PT DAMAGE
C62149
High Oil Consumption
72-00-01 Page 111

MAINTENANCE MANUAL
CHECK MAINTENANCE HISTORY

FROM PRIOR TO THE FIRST REPORTS
(REF. NOTE 1).
EXTERNAL OIL LEAK FOUND? YES

CHECK OVERBOARD DRAINS RECTIFY. YES
(REF. NOTE 8 AND AMM). OIL CONSUMPTION OK?
NO NO
YES ADJUST/REPLACE OIL PRESSURE YES

OIL PRESSURE TOO HIGH? REGULATING VALVE (REF. 720150)
(ABOVE 65 psid) OIL PRESSURE OK?
NO NO SYSTEM
NORMAL
REPAIR/REPLACE OIL PRESSURE YES

REGULATING VALVE (REF. 720150)
OIL CONSUMPTION OK?
NO
DO AN OIL LEVEL CHECK. AFTER DRAIN OIL FROM TANK TO

20 SECS. RUNNING IN FEATHER, IS YES "ADD 1" OIL LEVEL (REF. SERVICING) YES
OIL LEVEL ABOVE "ADD 1" ? OIL CONSUMPTION OK?
NO
CONTD ON
SHEET 3
C62148
72-00-01 Page 112

MAINTENANCE MANUAL
CONTD FROM
SHEET 2
A/C OIL COOLER QUICK YES RECTIFY (REF. AMM) YES

RELEASE COUPLINGS OIL CONSUMPTION
LEAKING ? OK ?
NO NO
YES RECTIFY OR REPLACE YES

A/C OIL COOLER LEAKING? (REF. AMM) OIL
CONSUMPTION OK ?
NO NO
REMOVE AND INSPECT NL

SENSOR & SEALING TUBE YES REPLACE PACKINGS YES
FOR SIGNS OF LEAKAGE (REF. 720160) OIL
(REF. 720160). CONSUMPTION OK ?
PACKINGS DAMAGED ?
NO
SYSTEM NORMAL
NO
OBSTRUCTION FOUND IN YES RECTIFY YES

AGB BREATHER TUBE OIL CONSUMPTION OK ?
(REF. NOTE 2) ?
NO NO
NO. 6 & 7 BEARING YES YES

TRANSFER TUBE LEAK RECTIFY
(REF. 720150) ? OIL CONSUMPTION OK ?
NO NO
NO. 6 & 7 BEARING VENT

TRANSFER TUBE INSIDE YES
DIAMETER OBSTRUCTED CLEAN (REF. 720150)
BY COKED OIL ?
NO
CONTD ON
SHEET 4
C62126
72-00-01 Page 113

MAINTENANCE MANUAL
CONTD FROM
SHEET 3
REMOVE ENGINE FOR

BORESCOPE FIRST STAGE PT BLADES INVESTIGATION
TO CHECK FOR IMPACT DAMAGE TO
LEADING EDGES AND/OR TIPS.
BLADE SHIFT, RUBS, OIL STAINS,
COKING. OK? (REF. INSP/CHECK) SEE NOTE 6
NOTE 1: LRU CHANGE MAY HAVE INTRODUCED AN EXTERNAL LEAK CONDITION.
NOTE 2: REMOVE AGB BREATHER PIPE AND VISUALLY INSPECT FOR BLOCKAGE.
NOTE 3: ADAPTER ASSEMBLIES MUST BE CHECKED TO ENSURE THE ADJUSTING SPACER THICKNESS IS
CORRECT AND THE SEAL IS SERVICEABLE. USE A 0.001 IN. (0.025mm) FEELER GAGE TO
ENSURE NO CLEARANCE EXISTS BETWEEN THE ADAPTER/SPACER/SEAL OVER 360 DEGREES. REFER
TO CHAPTER 722000 FOR SPACER THICKNESS CALCULATION AND INSPECTION CRITERIA FOR
CARBON SEAL AND MATING GEARSHAFT SEALING FACE.
NOTE 4: LOOK INSIDE CENTRIFUGAL BREATHER SHAFT TO CHECK THAT THE AGB BREATHER ADAPTER AIR
WINDOWS ARE NOT OBSTRUCTED BY THE AGB STOP SHAFT PLUG (REF. 723000). USE
FLASHLIGHT TO ILLUMINATE CAVITY INSIDE THE SHAFT. CHECK SEAL MATING SURFACE ON
SHAFT FOR DAMAGE.
NOTE 5: VISUALLY CHECK THE AIR SWITCHING VALVE PLUNGER "IN SITU" PRIOR TO ENGINE STARTUP.
IT SHOULD BE PROTRUDING BY LESS THAN 0.250 in. IF MORE,
SUSPECT PLUNGER STUCK ON P2.5 (REMOVE COVER AND INSPECT).
N.B.: SPRING PRESSURE SHOULD HOLD THE PLUNGER DOWN (P3 POSITION) UNTIL SUFFICIENT P2.5
IS AVAILABLE AFTER START.
REMOVE COVER AND VISUALLY CHECK THE PLUNGER FOR BEND, SCORING, FREEDOM OF
MOVEMENT, ETC.
NOTE 6: INABILITY TO IDENTIFY AND/OR RECTIFY HIGH OIL CONSUMPTION (ABOVE MAX LIMIT) AFTER
CARRYING OUT THE LISTED CHECKS INDICATES INTERNAL ENGINE DAMAGE/OIL LEAKAGE.
REMOVE ENGINE FOR INVESTIGATION.
NOTE 7: MAXIMUM OIL CONSUMPTION PERMISSIBLE IS 0.50 lbs/hr (0.227 kg/hr), WHICH IS
EQUIVALENT TO 0.270 QUART/HOUR (0.250 LITERS/HOUR).
C27410C
72-00-01 Page 114

MAINTENANCE MANUAL
SMOKE FROM EXHAUST ON STARTUP 1. FLOODED WITH OIL

OR SHUTDOWN/ENGINE 2. OIL PRESSURE CHECK VALVE
FLOODED WITH OIL/OIL ODOR IN 3. OIL PRESSURE REGULATING VALVE
COCKPIT 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
LONG WET OR DRY OR YES START ENGINE AND RUN AT YES

REPETITIVE MOTORING GND IDLE FOR 5 MINUTES SYSTEM NORMAL
RUNS CARRIED OUT ? WITH AIR BLEED OFF. OK ?
NO
NO
YES DRAIN FROM OIL TANK TO YES

EXAMINE OIL LEVEL. TOO HIGH ? SYSTEM NORMAL
MAX OIL LEVEL. OK ?
NO
NO
OIL PRESSURE INCREASES/DECREASES REPLACE OIL YES

NO
BETWEEN 25 AND 40% NH DURING PRESSURE CHECK VALVE SYSTEM NORMAL
STARTUP OR SHUTDOWN ? (REF. 720150). OK ?
NO
YES
ADJUST/REPLACE OIL
YES PRESSURE REGULATING VALVE YES
OIL PRESSURE TOO HIGH ? SYSTEM NORMAL
(REF. 720150).
OIL PRESSURE OK ?
NO
NO
CONTD ON CONTD ON
SHEET 2 SHEET 2
C26217B
Smoke from Exhaust on Startup or Shutdown/Engine Flooded With Oil/Oil Odor in Cockpit
72-00-01 Page 115

MAINTENANCE MANUAL
CONTD FROM CONTD FROM

SHEET 1 SHEET 1
REPAIR/REPLACE OIL PUMP YES

PRESSURE RELIEF VALVE SYSTEM NORMAL
(REF. 720150). OK ?
NO
NO REPAIR/REPLACE AS YES
EXAMINE P2.5/P3
NECESSARY SYSTEM NORMAL
SWITCHING VALVE. OK ?
(REF. 723000). OK ?
YES
NO
HAS THE P2.5/P3 SWITCHING NO ADD SPACERS

VALVE FOUR (4) SPACERS? (4 MAX)
(REF. 723000). (REF. 723000).
YES
NO. 6 & 7 BEARING, NO CLEAN/REPLACE AS

VENT AND SCAVENGE NECESSARY
TRANSFER TUBES OK ? (REF. 720150)
YES
CONTD ON
SHEET 3
C26218B
72-00-01 Page 116

MAINTENANCE MANUAL
CONTD FROM
SHEET 2
BORESCOPE INSPECTION OF HP, LP AND PT

BLADES FOR STRUCTURAL INTEGRITY.
NO. 6 & 7 BEARING NO
TRANSFER TUBES OR GO TO: CHAPTER 055000 UNSCHEDULED
EXTERNAL PIPES OK ? MAINTENANCE INSPECTION AT "ENGINE
RELATED VIBRATION AND / OR CRACKED TUBE".
YES
BORESCOPE FIRSTSTAGE
PT BLADES TO CHECK FOR
IMPACT DAMAGE TO LEADING NO REMOVE ENGINE FOR INVESTIGATION
EDGES AND/OR TIPS, BLADE (REF. REMOVAL/INSTALLATION)
SHIFT, RUBS, OIL STAINS/
COKING. OK ?
YES
OIL FOUND IN YES INVESTIGATE (REF. 720150,

INTERCOMPRESSOR
INSPECTION /CHECK)
CASE P2.5 PLENUM ?
NO
SEE NOTE
NOTE: INABILITY TO IDENTIFY AND/OR RECTIFY THE FAULT AFTER CARRYING OUT THE
LISTED CHECKS INDICATES INTERNAL ENGINE DAMAGE/OIL LEAKAGE. REMOVE
ENGINE FOR INVESTIGATION.
C26219A
72-00-01 Page 117

MAINTENANCE MANUAL

LOW OR LOSS OF OIL PRESSURE 1. OIL LEAKS
2. OIL LEVEL
3. FUEL COOLED OIL COOLER
4. FUEL HEATER
5. INDICATING SYSTEM
6. PRESSURE RELIEF VALVE
8. PRESSURE OIL PUMP
9. PRESSURE OIL CHECK VALVE
ENGINE KEPT RUNNING LONGER YES

THAN REQUIRED TO COMPLY REPLACE
WITH FLIGHT/MAINTENANCE MANUALS? ENGINE
NO
OIL PRESSURE INDICATING SYSTEM NO GAGE OK? NO

REPLACE
OK? (REF. AIRCRAFT MANUAL) (REF. AIRCRAFT MANUAL)
YES YES
CABLES AND CONNECTIONS NO RECTIFY

OK? (REF. AIRCRAFT OR
MANUAL) REPLACE
YES
OIL PRESSURE TRANSDUCER

(LOW OIL PRESSURE SWITCH) NO
REPLACE
OK? (REF. AIRCRAFT
MANUAL)
YES
PRESSURE REGULATING VALVE YES CLEAN

RESTRICTOR BLOCKED? OR
(REF. 720150) REPLACE
YES IS NOISE FROM AN NO REPLACE

TURN PROPELLER, LP AND HP ACCEPTABLE POWER TURBINE ENGINE/
ROTORS ANY UNUSUAL NOISE?
RUB? MODULE
NO
YES
CONTD
ON
SHEET 2
C25394
Low or Loss of Oil Pressure
72-00-01 Page 118

MAINTENANCE MANUAL

2. OIL LEVEL
4. FUEL HEATER
CONTD FROM SHEET 1 8. PRESSURE OIL PUMP
PATCH CHECK PRESSURE AND SCAVENGE CARRY OUT PROCEDURE

OIL FILTERS, VISUALLY INSPECT YES FOR DEBRIS IN OIL SYSTEM NO REPLACE
CHIP DETECTORS (REF. 720150). (REF. NOTE). ENGINE/
DEBRIS FOUND? IS ENGINE SERVICEABLE? MODULE
NO YES
CHECK ENGINE FOR EXTERAL RECTIFY

OIL LEAKS. OK? (REF. 720150)
YES
YES FILL TO CORRECT
OIL LEVEL LOW?
LEVEL (REF. SERVICING)
NO
YES FUEL COOLED OIL NO REPLACE
OIL SMELLS OF FUEL?
COOLER OK? (REF. 720150)
NO YES
OIL TO FUEL NO REPLACE
HEATER OK? (REF. 720150)
RECTIFY
OIL PUMP PRESSURE RELIEF NO OR
VALVE OK? (REF. 720150)
REPLACE
YES
OIL PUMP PRESSURE REGULATING NO RECTIFY
VALVE OK? (REF. 720150) OR
REPLACE
YES
PRESSURE OIL PUMP OK? NO RECTIFY
(REF. 720150) OR
REPLACE
YES
RECTIFY
PRESSURE OIL CHECK VALVE NO OR
OK? (REF. 720150)
REPLACE
YES
CONTD ON SHEET 3
C25395
72-00-01 Page 119

MAINTENANCE MANUAL

2. OIL LEVEL
4. FUEL HEATER
CONTD
FROM
SHEET 2
IF NOT RUN PREVIOUSLY,

RUN ENGINE AT 80%
TORQUE FOR TEN MINUTES
(REF. NOTE)
CHECK FILTERS VISUALLY

AND CHIP DETECTORS FOR YES CARRY OUT PROCEDURE NO REPLACE
CIRCUIT COMPLETION FOR DEBRIS IN OIL SYSTEM. ENGINE /
(REF. 720150) IS ENGINE SERVICEABLE? MODULE
DEBRIS FOUND?
NO YES
WAS OIL LEVEL OK AFTER NO CARRY OUT PROCEDURE FOR

10 MINUTE RUN AT 80% TORQUE? HIGH OIL CONSUMPTION.
YES
MONITOR ENGINE OIL

CONSUMPTION FOR 65 FH
CONTD
ON
SHEET 4
C25396
72-00-01 Page 120

MAINTENANCE MANUAL

2. OIL LEVEL
4. FUEL HEATER
CONTD
FROM
SHEET 3
CHECK TURBOMACHINERY AND

RGB CHIP DETECTORS DAILY
UNTIL 65 FH IS EXCEEDED. CARRY
OUT PATCH CHECK ON PRESSURE
AND SCAVENGE OIL FILTERS
(REF. 720150) AFTER 65 5 FH.
IF DEBRIS FOUND CARRY OUT
PROCEDURE FOR DEBRIS IN OIL
SYSTEM (REF. FIG. 129).
NOTE: CAUSE OF LOW OR LOSS OF OIL PRESSURE MUST BE FOUND

AND RECTIFIED BEFORE THE ENGINE IS RUN.
C25397A
72-00-01 Page 121

MAINTENANCE MANUAL

HIGH OIL PRESSURE 1. OIL PRESSURE GAGE
2. AIRFRAME WIRING HARNESS
3. OIL PRESSURE TRANSDUCER
4. OIL PRESSURE REGULATING VALVE
5. OIL PRESSURE FILTER
PRESSURE INDICATING NO NO REPLACE

GAGE OK?
SYSTEM OK? (REF. AMM)
YES
YES
NO RECTIFY OR
CABLES AND REPLACE
CONNECTION OK? (REF. AMM)
YES
OIL PRESSURE NO REPLACE

SYSTEM NORMAL TRANSDUCER OK? (REF. AMM)
NO ADJUST OR REPLACE
PRESSURE REGULATING (REF. ADJUSTMENT/TEST
VALVE OK? OR 720150)
YES
SYSTEM NORMAL
MAIN OIL PRESSURE NO CLEAN OR REPLACE

FILTER OK? (REF. 720150
YES
SYSTEM NORMAL
C25398
High Oil Pressure
Figure 109
72-00-01 Page 122

MAINTENANCE MANUAL

HIGH OIL TEMPERATURE 1. FUEL COOLED OIL COOLER
2. OIL TEMPERATURE GAGE
4. OIL TEMPERATURE TRANSMITTER
OIL SYSTEM NO OIL TANK LEVEL NO FILL TO CORRECT LEVEL

OK? OK? (REF. SERVICING)
YES YES
ENGINE FUELCOOLED REPLACE

OIL COOLER BYPASS NO FUELCOOLED
VALVE/INTERNAL OIL COOLER
PASSAGES OK? (REF. 720150)
YES
REPLACE
AIRFRAME AIRCOOLED NO AIRCOOLED
SYSTEM NORMAL OIL COOLER OK? OIL COOLER
(REF. AMM)
TEMPERATURE NO REPLACE
INDICATING SYSTEM GAGE OK? (REF. AMM)
OK?
YES
YES
NO RECTIFY OR
CABLES AND REPLACE
CONNECTIONS OK? (REF. AMM)
YES
OIL TEMPEATURE NO REPLACE

SYSTEM NORMAL (REF. AMM)
TRANSMITTER OK?
C25399
High Oil Temperature
Figure 110
72-00-01 Page 123

MAINTENANCE MANUAL

INCORRECT TORQUE READING 1. AFU
(a) DIGITAL (EEC) 2. EEC
(b) ANALOG (AFU) 3. TORQUE INDICATOR
4. TORQUE SHAFT CHARACTERIZATION PLUG
5. REDUCTION GEARBOX TORQUE SHAFTS
CHANGE TORQUE INDICATOR. YES SYSTEM

(REF. AMM) READING OK ? NORMAL
NO
(a) (b)
DO EEC FAULTS AS FOLLOWS: REPLACE AFU.

YES SYSTEM
LRU FAULT CODES READING OK ?
NORMAL
09/28/29/31/61 OR 74 YES (REF. 720110)
RECTIFY
NO
NO
CHARACTERIZATION PLUG NO
TO CORRECT VALUE ? REPLACE
(SEE DATA PLATE)
YES AFU TRIM PLUG

NO
TO CORRECT VALUE REPLACE
(REF. DATA PLATE)
YES YES
REPLACE EEC (REF. 720110) SYSTEM
READING OK ? NORMAL
NO INVESTIGATE
REDUCTION GEARBOX
TORQUE SHAFTS
INVESTIGATE REDUCTION
GEARBOX TORQUE SHAFTS
C38584
Incorrect Torque Readings
Figure 111
72-00-01 Page 124

MAINTENANCE MANUAL
TORQUE FLUCTUATIONS 1. OVERSPEED GOVERNOR

2. PCU
3. MFCU
PROPELLER NO OVERSPEED NO RESET OR REPLACE

SYSTEM OK ? GOVERNOR (REF. 720150)
OK ?
YES
YES
NO REPLACE
SYSTEM NORMAL PCU OK ?
(REF. AMM)
FUEL SYSTEM NO NO REPLACE

MFCU OK ?
OK ? (REF. 720140)
YES YES
ELECTRONIC FUEL
NO RECTIFY
CONTROL SYSTEM
SYSTEM NORMAL OK ? (REF. 720110)
C26221
Torque Fluctuations
Figure 112
72-00-01 Page 125

MAINTENANCE MANUAL

EXCESSIVE FUEL CONSUMPTION 1. FUEL FLOWMETER GAGE
3. FUEL FLOWMETER
4. MFCU
5. FLOW DIVIDER AND DUMP VALVE
6. FUEL MANIFOLD PACKINGS
INDICATING NO NO REPLACE
GAGE OK?
SYSTEM OK ? (REF. AMM)
YES
YES
RECTIFY OR
CABLES AND NO
REPLACE
CONNECTIONS OK ?
(REF. AMM)
YES
NO REPLACE
SYSTEM NORMAL FLOWMETER OK? (REF. AMM)
FUEL SYSTEM NO NO REPLACE

MFCU OK?
OK ? (REF. 720140)
YES
YES
ELECTRONIC FUEL
NO RECTIFY
CONTROL SYSTEM
(REF. 720140)
OK ?
YES
NO RECTIFY OR
SYSTEM NORMAL FLOW DIVIDER AND REPLACE
DUMP VALVE OK?
(REF. 720140)
YES
FUEL MANIFOLD NO REPLACE

PACKINGS OK? (REF. 720140)
C26222
Excessive Fuel Consumption
72-00-01 Page 126

MAINTENANCE MANUAL

EXCESSIVE FUEL CONSUMPTION 1. FUEL FLOWMETER GAGE
3. FUEL FLOWMETER
4. MFC
5. FLOW DIVIDER AND DUMP VALVE
6. FUEL MANIFOLD PACKINGS
HOT SECTION BORESCOPE

INSPECTION NO CARRY OUT HSI
(REF. INSPECTION/CHECK) (REF. 720300)
OK?
YES
COLD SECTION NO
BORESCOPE REPLACE ENGINE
IF OUTSIDE LIMITS
INSPECTION OK?
YES
SYSTEM NORMAL
C25414
Excessive Fuel Consumption
72-00-01 Page 127

MAINTENANCE MANUAL

IMPENDING BYPASS INDICATOR ACTIVATED 1. FUEL 4. AIRCRAFT SYSTEM
2. BYPASS SWITCH 5. FUEL HEATER
IS LP FUEL FILTER BYPASS NO 3. FUEL PUMP 6. MFCU
INDICATOR ACTIVATED?
YES
IS FUEL IN AIRCRAFT FUEL NO FIND & CORRECT SOURCE

TANKS CONTAMINATED? OF CONTAMINATION
YES
DRAIN, FLUSH & CLEAN FLUSH AIRCRAFT FUEL SYSTEM
AIRCRAFT FUEL TANKS DOWNSTREAM OF DEFECT
FUEL SYSTEM & FILTERS
REPLACE FUEL PUMP NO

AND FUEL HEATER
REMOVE AND VISUALLY INSPECT LP, HP AND FUEL

PUMP INLET FUEL FILTERS (REF. 720140)
IS HP FUEL FILTER NO FILTER BYPASS NO REPAIR/REPLACE

CONTAMINATED ? (REF. NOTE 1) SWITCH OK ? SWITCH (REF. 720140)
YES YES
REPLACE ARE LP AND INLET FUEL AIRCRAFT NO REPAIR SYSTEM

NO FILTERS CONTAMINATED ? SYSTEM OK ?
FUEL PUMP (REF. AMM)
(REF. 720140)
YES
(REF. NOTE 2)
IS FUEL IN AIRCRAFT NO FIND AND CORRECT
FUEL TAMKS CONTAMINATED? SOURCE OF
CONTAMINATION
YES
DRAIN, FLUSH AND CLEAN AIRCRAFT
FUEL TANKS AND FUEL SYSTEM (REF. AMM) FLUSH AIRCRAFT FUEL
SYSTEM DOWNSTREAM
OF DEFECT (REF. AMM)
CLEAN OR REPLACE
ENGINE LP, HP AND INLET
FUEL FILTERS (REF. 720140)
CONTD ON SHEET 2
C26223A
HP Fuel Filter Impending Bypass Indicator Activated
72-00-01 Page 128

MAINTENANCE MANUAL
CONTD FROM SHEET 1
CARRY OUT ENGINE GROUND RUN.

REPLACE MFCU, FLOW
CHECK G1, F1, ACCELERATION, NO
DIVIDER AND FUEL PUMP
DECELERATION AND T.O. POWER
(REF. 720140)
IN BOTH EEC AND MANUAL. OK ?
YES
START BOTH ENGINES NO RETRIM EEC. NO CHANGE MFCU

AND CHECK PLA STAGGER. PLA STAGGER OK? (REF. 720140)
OK ?
YES
YES
SYSTEM NORMAL
NOTE 1: THE HP FUEL FILTER IS RECOMMENDED TO BE CLEANED PERIODICALLY.

HOWEVER, AFTER REPEATED CLEANING, THE EFFICIENCY OF THE
CLEANING PROCEDURE DECREASES AND THE FILTER MAY HAVE TO BE REPLACED.
NOTE 2: THE FUEL PUMP MUST BE CHANGED IF DEBRIS COLLECTED BY

THE HP FUEL FILTER ARE GENERATED BY THE FUEL PUMP.
C26224A
HP Fuel Filter Impending Bypass Indicator Activated
72-00-01 Page 129

MAINTENANCE MANUAL
SYMPTOMS SUSPCT LRU
PROPELLER SLOW TO UNFEATHER 1. PCU

2. PCU PUMP
ENGINE CONTROL NO PCU TO MFCU CONTROL NO ADJUST

LINKAGE SYSTEM ROD ADJUSTMENT OK ?
(REF. AMM)
OK ? (REF. AMM)
YES
SYSTEM NORMAL
NO NO REPLACE
OIL SUPPLY OK ? PCU OK ? (REF. AMM)
YES YES
NO REPLACE
SYSTEM NORMAL PCU PUMP OK ? (REF. 720150)
C26225
Propeller Slow to Unfeather
Figure 115
72-00-01 Page 130

MAINTENANCE MANUAL

ECTM PARAMETER SHIFT 1. AIRCRAFT AIR BLEED SYSTEM
ENGINE ITT/T6 TEMPERATURE LIMITED 2. AIRCRAFT INDICATING SYSTEMS
3. ECTM RECORDER
4. AIR DATA COMPUTER
5. ENGINE
NO
IS ECTM CARRIED OUT?
YES
CONTD ON
IS PARAMETER SHIFT SHEET 3
CONSIDERED NORMAL FOR YES CARRY OUT RECOMMENDED
ENGINE RUNNING TIME PREVENTATIVE MAINTENANCE
(SEE NOTE 1)? (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 YES AIRCRAFT OAT, ALTITUDE NO RECTIFY
AIRCRAFT. ARE PARAMETER AND SPEED INDICATING (REF. AMM)
SHIFTS SIMILAR SYSTEMS OK?
(SEE NOTE 4)?
YES
NO
NO RECTIFY
ECTM RECORDER OK? (REF. AMM)
YES
CARRY OUT POWER ASSURANCE
CHECK OF AFFECTED ENGINE.
COMPARE WITH POWER ASSURANCE AIR DATA COMPUTER AND NO RECTIFY
CHECK CARRIED OUT AT ENGINE WIRING OK? (REF. AMM)
INSTALLATION. RECORD
DIFFERENCES (SHIFT) IN
PARAMETERS.
CONTD ON
SHEET 2
C25389
Performance Deterioration (ECTM shift) or High ITT (T6)
72-00-01 Page 131

MAINTENANCE MANUAL

3. ECTM RECORDER
5. ENGINE
CONTD FROM
SHEET 1
SIGNIFICANT DIFFERENCE
BETWEEN ECTM AND POWER YES AIR BLEED SYSTEM NO
ASSURANCE PARAMETER RECTIFY
PRESSURE REGULATING (REF. AMM)
SHIFTS RECORDED VALVE OK?
(SEE NOTE 5)?
YES
NO
AIR BLEED SYSTEM NO

TROUBLESHOOT SHUTOFF RECTIFY
(REF. SHEETS 4 AND 5) (REF. AMM)
VALVE OK?
YES
AIR BLEED SYSTEM NO

DUCTING RECTIFY
OK? (REF. AMM)
COMPONENT DETERIORATION YES CARRY OUT AN HSI

LIMITS EXCEEDED? (REF. 720300)
NO
CHECK T6 SYSTEM AND

REPEAT POWER ASSURANCE NO
CHECK (SEE NOTE 6). CARRY OUT AN HSI
POWER ASSURANCE CHECK (REF. 720300)
OK?
YES
SYSTEM NORMAL
C25390
72-00-01 Page 132

MAINTENANCE MANUAL

3. ECTM RECORDER
5. ENGINE
CONTD FROM SHEET 1
POWER ASSURANCE CHECK OF YES AIR BLEED SYSTEM NO

AFFECTED ENGINE OK? RECTIFY
PRESSURE REGULATING (REF. AMM)
(SEE NOTE 7) VALVE OK?
NO YES
COMPARE POWER ASSURANCE NO

CHECK WITH POWER ASSURANCE AIR BLEED SYSTEM RECTIFY
CHECK CARRIED OUT AT ENGINE SHUTOFF VALVE OK? (REF. AMM)
INSTALLATION. RECORD
DIFFERENCES IN PARAMETERS YES
(SEE NOTE 3)
YES AIR BLEED SYSTEM NO RECTIFY
DUCTING OK? (REF. AMM)
TROUBLESHOOT
(REF. SHEETS 4 AND 5)
COMPONENT DETERIORATION YES

LIMITS EXCEEDED? CARRY OUT AN HSI
(REF. 720000) (REF. 720300)
NO
CHECK T6 SYSTEM AND REPEAT

POWER ASSURANCE CHECK NO CARRY OUT AN HSI
(SEE NOTE 6). (REF. 720300)
POWER ASSURANCE CHECK OK?
YES
SYSTEM NORMAL
C25391
72-00-01 Page 133

MAINTENANCE MANUAL
ENGINE PARAMETERS
ACTION
ITT/T6 NH NL WF PROBABLE DEFECT REQUIRED REMARKS
AIRCRAFT/ENGINE TORQUE INDICATING INSPECT/REPAIR REMOVE ENGINE IF

SYSTEM. ENGINE AIR INLET OBSTRUCTED. FOD EXCEED LIMITS
LP IMPELLER FOD, RUB. BORESCOPE INSPECT
LP IMPELLER CONTAMINATION. COMPRESSOR WASH
PT BLADE RUB. INSPECT/REPAIR
AIRCRAFT/ENGINE TORQUE INDICATING SYSTEM INSPECT/REPAIR
AIRCRAFT/ENGINE ITT/T6 INDICATING INSPECT/REPAIR ITT/T6 USUALLY

OR DECREASES WHEN PROBES
SYSTEM (SEE NOTE 8)
UNSERVICEABLE
AIRCRAFT/ENGINE NH INDICATING SYSTEM. INSPECT/REPAIR IF LIMITS EXCEEDED

OR
CARRY OUT AN HSI
OR AIRCRAFT/ENGINE NL INDICATING SYSTEM. INSPECT/REPAIR
OR AIRCRAFT/ENGINE WF INDICATING SYSTEM. INSPECT/REPAIR
CRACKED LP DIFFUSER EXIT DUCT. INSPECT/REPAIR
P2.5 AIR LEAKS FROM ENGINE/AIRFRAME
SYSTEM.
LP TURBINE STATOR VANES BURNED/FLOW BORESCOPE LP IF LIMITS EXCEEDED
AREA INCREASED. STATOR VANES CARRY OUT AN HSI
LP TURBINE BLADE TIP OXIDATION/RUB. & LP BLADES
INTERCOMPRESSOR BLEED VALVE CHECK VALVE

SEIZED IN OPEN POSITION.
HP TURBINE VANE SEGMENTS BORESCOPE HP IF LIMITS EXCEEDED
CARRY OUT AN HSI
BURNED/FLOW AREA INCREASED. VANE SEGMENTS
HP TURBINE BLADE TIP OXIDATION/RUB. AND BLADES
STANDARD HOT SECTION CARRY OUT AN HSI IF

ITT/T6 LIMIT IS
DETERIORATION. EXCEEDED
GAS GENERATOR CASE CRACKED CHECK REPLACE ENGINE IF
AT FUEL NOZZLE OR P3 BLEED DEFECT CONFIRMED
BOSS.
LEAKING GAS GENERATOR DRAIN VALVE. INSPECT/REPLACE
P2.5/P3 SWITCHING VALVE COMPLETELY INSPECT/REPAIR HIGH OIL CONSUMPTION

OR PARTIALLY SEIZED IN P3 POSITION. EVIDENT HEAVY
BREATHING
C20168B
72-00-01 Page 134

MAINTENANCE MANUAL
C35198
72-00-01 Page 135

MAINTENANCE MANUAL
6. TO REMOVE DOUBTS, A T6 SYSTEM CHECK (INCLUDING AN INDIVIDUAL T6

THERMOCOUPLE CHECK) AND A POWER ASSURANCE CHECK WITH THE AIR BLEED
PORTS BLANKED-OFF IS RECOMMENDED BEFORE ENGINE REMOVAL.
7. WHEN AN ENGINE IS T6 LIMITED ON CLIMB OR CRUISE AND THE POWER
ASSURANCE CHECK IS SATISFACTORY, THE DEFECT IS WITHIN THE AIRCRAFT
BLEED SYSTEM ASSOCIATED WITH THE AFFECTED ENGINE.
8. AN INCREASE IN ITT/T6 TEMPERATURE WITHOUT OTHER PARAMETER CHANGES MAY
BE THE RESULT OF DEFECTIVE FUEL NOZZLES ALTERING COMBUSTION AND
CHANGING THE T6 TEMPERATURE DISTRIBUTION.
9. THE TREND MONITORING PROGRAM IS THE MAIN TOOL FOR HEALTH
MONITORING OF PW100 ENGINES. CHANGES OF ENGINE PARAMETERS LIKE NH,
NL, WF AND ITT/T6 MAY INDICATE THAT THE CONDITION OF THE INTERNAL ENGINE
COMPONENTS HAVE DETERIORATED. BORESCOPE INSPECTION IS THEN
RECOMMENDED IN ORDER TO DETERMINE WHETHER COMPONENT DETERIORATION
EXCEEDS LIMITS (REF. INSPECTION/CHECK).
C35199A
72-00-01 Page 136

MAINTENANCE MANUAL
HOT START 1. EEC 5. STARTER

2. WIRING HARNESS 6. MFCU
3. POWER SUPPLY 7. FUEL PUMP
4. ELECTRICAL CONNECTORS 8. TURBOMACHINERY
NOTE: BEFORE STARTING ENGINE, REFER TO OVERTEMPERATURE CHART (REF. 051000) TO ENSURE
TEMPERATURE LIMITS HAVE NOT BEEN EXCEEDED.
CONDITION LEVER ADVANCED NO

AT OR ABOVE 10% AND AIR REPEAT START
BLEED OFF ?
YES
ARE FLOW DIVIDER DUMP LINE

AND/OR GAS GENERATOR DRAIN NO
RECTIFY
LINES AND VALVES FREE FROM
RESTRICTIONS ? (i.e. COKING)
YES
CARRY OUT T6 SYSTEM CHECK NO

(REF. 720160). SYSTEM OK? RECTIFY
YES
YES REMOVE
ENGINE INLET OBSTRUCTED ? OBSTRUCTION
NO
YES REPLACE EEC YES
ENGINE STARTS NORMALLY (REF. 720110) SYSTEM NORMAL
IN MANUAL ? START OK ?
NO
NO
WIRING HARNESS YES CHANGE MFCU
OK ? (REF. 720140)
CONT"D ON SHEET 2
NO
REPAIR/REPLACE
(REF. 720110)
C26226A
Hot Start
72-00-01 Page 137

MAINTENANCE MANUAL
CONTD FROM
SHEET 1
NO RECTIFY
STARTER POWER SUPPLY OK ? (REF. AMM)
YES
STARTER ELECTRICAL NO RECTIFY

CONNECTORS OK ? (REF. AMM)
YES
YES CHANGE STARTER YES

HP ROTOR ROTATES FREELY ? (REF. AMM). SYSTEM NORMAL
START OK ?
NO NO
CHANGE MFCU
(REF. 720140)
REPLACE FUEL PUMP REPLACE

NO
(REF. 720140). HP TURBOMACHINERY
ROTOR ROTATES FREELY ? (REF. 720200)
YES
SYSTEM NORMAL
C26227A
Hot Start
72-00-01 Page 138

MAINTENANCE MANUAL
PROPELLER SPEED (NP) FLUCTUATIONS 1. NP PULSE PICKUP PROBE

2. PCU
3. OVERSPEED GOVERNOR
INVESTIGATE NP
ALL OTHER ENGINE YES
INDICATING SYSTEM
PARAMETERS STABLE ?
(REF. AMM)
NO
PROPELLER SYSTEM NO NO RECTIFY OR REPLACE

PCU OK ?
OK ? (REF. AMM)
YES YES
PROPELLER OVERSPEED NO RECTIFY OR REPLACE

SYSTEM NORMAL
GOVERNOR OK ? (REF. 720150)
C26228
Propeller Speed (NP) Fluctuations
Figure 118
72-00-01 Page 139

MAINTENANCE MANUAL
SLOW OIL PRESSURE BUILDUP AFTER 1. OIL PRESSURE REGULATING VALVE RESTRICTOR
40% NH DURING STARTING 2. OILPRESSURE CHECK VALVE
3. OIL PRESSURE REGULATING VALVE
4. OIL PRESSURE GAGE
6. OIL PRESSURE TRANSDUCER
NO NO RECHECK AT
OIL TEMPERATURE
OIL SYSTEM OK ? HIGHER OIL
OK ?
TEMPERATURES
YES YES
REGULATING VALVE NO RECTIFY OR REPLACE

RESTRICTOR OK ? (REF. 720150)
YES
OIL PRESSURE CHECK NO RECTIFY OR REPLACE

VALVE OK ? (REF. 720150)
SYSTEM NORMAL YES
REGULATING VALVE NO RECTIFY OR REPLACE

OK ? (REF. 720150)
OIL PRESSURE NO NO
GAGE OK ? RECTIFY OR REPLACE
INDICATING
(REF. AMM)
SYSTEM OK ?
YES
YES
CABLES AND NO RECTIFY OR REPLACE

CONNECTIONS OK ? (REF. AMM)
YES
SYSTEM NORMAL
OIL PRESSURE NO REPLACE

TRANSDUCER OK ? (REF. AMM)
C26229A
Slow Oil Pressure Buildup after 40% NH During Starting
Figure 119
72-00-01 Page 140

MAINTENANCE MANUAL
HIGH ITT/T6 TEMPERATURE 1. ITT GAGE

3. T6 WIRING HARNESS
4. THERMOCOUPLES
5. T6 TRIM RESISTOR
6. INTERCOMPRESSOR BLEED VALVE
& TORQUE MOTOR
7. P2.5 CHECK VALVE
8. P3 BLEED VENTURI
9. LP DIFFUSER DUCTS
TEST ENGINE AND

INDICATING SYSTEM NO NO REPLACE
GAGE OK ?
WITH TEST SET EET 4000 (REF. AMM)
INDICATING SYSTEM OK ? YES
YES
CABLES AND NO RECTIFY OR
CONNECTIONS OK ? REPLACE
(REF. AMM)
YES
RECTIFY OR
T6 WIRING HARNESS NO
REPLACE
OK ? (REF. 720160)
YES
NO REPLACE
TRIM RESISTER OK ?
(REF. 720160)
YES
SYSTEM NORMAL
NO REPLACE
THERMOCOUPLES OK ?
(REF. 720160)
C74845
High ITT/T6 Temperature
72-00-01 Page 141

MAINTENANCE MANUAL
HIGH ITT/T6 TEMPERATURE 1. ITT GAGE 7. P2.5 CHECK VALVE

2. AIRFRAME WIRING HARNESS 8. P3 BLEED VENTURI
3. T6 WIRING HARNESS 9. LP DIFFUSER DUCTS
4. THERMOCOUPLES
5. T6 TRIM RESISTER
6. INTERCOMPRESSOR BLEED
VALVE AND TORQUE MOTOR
NO INTERCOMPRESSOR BLEED NO
AIR BLEED REPLACE
VALVE AND SERVO VALVE
SYSTEM OK ? (REF. 720130)
OK ?
YES YES
NO REPLACE
SYSTEM NORMAL P2.5 CHECK VALVE OK ? (REF. 723000)
YES
P3 BLEED AIR VENTURI NO REPLACE

ADAPTER OK ? (REF. 720130)
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 YES REPLACE AS
AND ADJACENT AREA REQUIRED
NL PROBE PACKINGS
SEAL TUBE (NL PROBE OPPOSITE
POSITION) PACKINGS
T6 THERMOCOUPLE LOOSE/MISSING
P2.5 AIRTOREAR INLET CASE TUBE OK ?
NO
SYSTEM NORMAL
C26232
High ITT/T6 Temperature
72-00-01 Page 142

MAINTENANCE MANUAL
ENGINE STALL 1. LP COMPRESSOR BLEED SHROUD

2. P2.5 CHECK VALVE
3. INTERCOMPRESSOR BLEED VALVE TORQUE MOTOTR
5. MFCU P3 AIR TUBE
6. EEC
7. AFU
8. MFCU
NO NO RECTIFY OR
AIR SYSTEM LP COMPRESSOR REPLACE
OK ? BLEED SHROUD OK? (REF. 723000)
YES YES
P2.5 CHECK VALVE NO RECTIFY OR

OK ? REPLACE
(REF. AMM)
YES
NO RECTIFY OR
INTERCOMPRESSOR BLEED
REPLACE
VALVE SERVO VALVE OK ?
(REF. 720130)
YES
SYSTEM NORMAL
TEST INTERCOMPRESSOR NO RECTIFY OR

BLEED VALVE (REF. 720130) REPLACE
OK ? (REF. 720130)
C26233A
Engine Stall
72-00-01 Page 143

MAINTENANCE MANUAL
ENGINE STALL 1. LP COMPRESSOR BLEED SHROUD

2. P2.5 CHECK VALVE
TORQUE MOTOR
5. MFCU P3 AIR TUBE
6. EEC
7. MFCU
ENGINE STEADY STATE

PERFORMANCE NORMAL NO NO RECTIFY
INSTRUMENTATION OK ?
RELATIVE TO GROUND (REF. AMM)
RUN CHECK CHARTS ? YES
YES
BORESCOPE INSPECTION OF RECTIFY OR

IMPELLERS, DIFFUSERS, NO REPLACE
TURBINES, VANES AND BLADES DEFECTIVE
SYSTEM NORMAL (REF. INSPECTION/CHECK) OK ? COMPONENTS
NO NO RECTIFY
FUEL SYSTEM OK ? P3 LINE TO MFCU OK ?
(REF. 720130)
YES YES
ELECTRONIC FUEL CONTROL NO RECTIFY OR

CONTROL SYSTEM OK ? REPLACE
LRU FAULT CODE: 85 COMPONENTS
SYSTEM NORMAL
C38585
Engine Stall
72-00-01 Page 144

MAINTENANCE MANUAL

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 PROPELLER ROTATES

STAGE PT BLADES TO YES FREELY AT SUBSEQUENT YES RUB PERSISTS 100 HOURS NO
CHECK FOR BLADE SHIFT, ENGINE START FREES AFTER NEW/HSI/OVERHAUL
LEADING EDGE/TIP UP AT GI?
IMPACT DAMAGE, PLATFORM YES
RUBS OR EVIDENCE OF OIL NO
STAINS IMMEDIATELY AFTER SHUTDOWN
(REF. INSPECTION/CHECK). NO
(WHEN ENGINE IS HOT) ROTATE
OK (REF. NOTE)?
PROPELLER. IS RUB AUDIBLE?
NO YES
CAN POWER TURBINE ASSY. BE NO

REMOVED WITHOUT REMOVAL REMOVE ENGINE
OF ENGINE? (REF. AMM).
YES
REMOVE POWER TURBINE ASSY.

(REF. 720300/TURBOMACHINERY
REMOVAL).
INSTALL A SERVICEABLE POWER SYSTEM NORMAL

PROPELLER SHAFT ROTATES YES TURBINE ASSEMBLY (REF. 720300,
FREELY WITH NO RUBBING NOISE? TURBOMACHINERY INSTALLATION)
AND RETURN ENGINE TO SERVICE.
NO
REMOVE/SEND ENGINE FOR

INVESTIGATION (REF. AMM).
NOTE:
WHEN THE ENGINE HAS COOLED AND THE TEMPERATURE EQUALIZED, P.T. STATOR DISTORTION AND TIGHT TIP
CLEARANCES CAN CAUSE BLADE RUBBING. THIS IS NORMAL AND USUALLY DISAPPEARS DURING ENGINESTART.
A BORESCOPE INSPECTION SHOULD BE CARRIED OUT THE FIRST TIME A PROPELLER DOES NOT ROTATE MANUALLY
OR WHEN THE BEHAVIOR OF THE PROPELLER DURING STARTUP/SHUTDOWN DEVIATES FROM ITS USUAL PATTERN.
C25382B
Unable to Rotate Propeller Manually after Engine Shutdown/Propeller Does Not Rotate after
Engine Start
Figure 122
72-00-01 Page 145

MAINTENANCE MANUAL

ELECTRICAL CIRCUIT 1. CHIP DETECTOR
COMPLETED ON CHIP DETECTOR 2. INDICATING SYSTEM
3. MODULE
MAGNETIC CHIPS FOUND NO NO REPLACE CHIP

CHIP DETECTOR DETECTOR
ON CHIP DETECTOR? CONTINUITY OK? (REF. 720150)
YES YES
TROUBLESHOOT NO
(REF. DEBRIS IN INDICATING
SYSTEM OK? RECTIFY
OIL SYSTEM)
YES
SYSTEM NORMAL
C25401
Chip Detector Circuit Completion
Figure 123
72-00-01 Page 146

MAINTENANCE MANUAL

BYPASS INDICATOR ACTIVATED 1. BYPASS INDICATOR
2. ENGINE
YES REFER TO SCAVENGE OIL

SCAVAENGE OIL FILTER BYPASS
FILTER BYPASS INDICATOR
ACTIVATED?
ACTIVATION PROCEDURE
NO
REMOVE MAIN OIL FILTER

CHIP DETECTOR & STRAINER
IS MAIN OIL FILTER NO

REPLACE BYPASS INDICATOR
CONTAMINATED ?
YES
CARRY OUT PATCH CHECK

REF. 720150
DID PATCH CHECK REVEAL MATERIAL CLEAN OR CHANGE

NO
OTHER THAN FINE CARBON PARTICLES OIL FILTER RETURN ENGINE TO SERVICE
NOTE 1 NOTE 2
YES
REFER TO EMM 720150 PAR.H

FOR MAINTENANCE RECOMMENDATION
REFER TO FAULT ISOLATION CHART

FIG. 128 OF DEBRIS IN OIL SYSTEM
NOTE 1: THE MOST COMMON NONMETALLIC CONTAMINATION IS CARBON PARTICLES CAUSED BY

THERMAL BREAKDOWN OF THE OIL DUE TO EXPOSURE TO HIGH TEMPERATURE. CARBON CAN BE
IDENTIFIED AS FINE BLACK SOOTY PARTICLES, WHICH MAY NOT BE DISLODGED FROM FILTER ELEMENT
DURING PATCH CHECK.
NOTE 2: REVIEW/ADJUST OIL FILTER CLEANING OR REPLACEMENT INTERVAL BASED ON IMPENDING
BYPASS EXPERIENCES.
C26235C
Main Oil Filter Impending Bypass Indicator Activated
72-00-01 Page 147

MAINTENANCE MANUAL
Cont d from Sheet 1
REPLACE ENGINE, AIRCRAFT

IS BYPASS INDICATOR YES OIL COOLER, PCU & REQUIRED
ACTIVATED ? PROPELLER COMPONENTS.
FLUSH AIRCRAFT OIL SYSTEM
NO
RETURN TO STANDARD BYPASS

INDICATOR. CHECK INTERVAL.
NOTE: AN IMPENDING BYPASS INDICATION DOES NOT NECESSARILY MEAN THAT OIL FILTER
WAS BYPASSED. AN ASSESSMENT OF AMOUNT OF CONTAMINATION CAN INDICATE
WHETHER A BYPASS HAS ACTUALLY OCCURRED. IF DEBRIS IS DEPOSITED ON MOST
OF SURFACE OF FILTER ELEMENT, ASSOCIATED HOUSING AND CHIP DETECTOR
STRAINER, IT CAN BE CONSIDERED THAT A BYPASS HAS OCCURRED.
C35215A
Main Oil Filter Impending Bypass Indicator Activated
72-00-01 Page 148

MAINTENANCE MANUAL

BYPASS INDICATOR ACTIVATED 1. BYPASS INDICATOR
2. REDUCTION GEARBOX
YES REFER TO MAIN OIL FILTER

MAIN OIL BYPASS INDICATOR
BYPASS INDICATOR
ACTIVATED ?
ACTIVATION PROCEDURE
NO
REMOVE RGB SCAVENGE

FILTER, CHIP DETECTOR
AND STRAINERS
IS RGB SCAVENGE FILTER

NO REPLACE RGB SCAVENGE
CONTAMINATED WITH
FILTER BYPASS INDICATOR
LOOSE DEBRIS ?
YES
DID PATCH CHECK REVEAL MATERIAL CLEAN OR CHANGE

NO
OTHER THAN FINE CARBON PARTICLES OIL FILTER RETURN ENGINE TO SERVICE
NOTE 1 NOTE 2
YES
REFER TO EMM 720150 PAR.H

FOR MAINTENANCE RECOMMENDATION
REFER TO FAULT ISOLATION CHART

FIG. 128 OF DEBRIS IN OIL SYSTEM
NOTE 1: THE MOST COMMON NONMETALLIC CONTAMINATION IS CARBON PARTICLES CAUSED BY

THERMAL BREAKDOWN OF THE OIL DUE TO EXPOSURE TO HIGH TEMPERATURE. CARBON CAN BE
IDENTIFIED AS FINE BLACK SOOTY PARTICLES, WHICH MAY NOT BE DISLODGED FROM FILTER ELEMENT
DURING PATCH CHECK.
NOTE 2: REVIEW/ADJUST OIL FILTER CLEANING OR REPLACEMENT INTERVAL BASED ON IMPENDING
BYPASS EXPERIENCES.
C26236C
RGB Scavenge Oil Filter Impending Bypass Indicator Activated
72-00-01 Page 149

MAINTENANCE MANUAL
C35213
RGB Scavenge Oil Filter Impending Bypass Indicator Activated
72-00-01 Page 150

MAINTENANCE MANUAL
ENGINE DOES NOT REACH GROUND 1. EEC 8. FLOW DIVIDER &

IDLE SPEED WITHIN 30 SECONDS 2. MFC DUMP VALVE
3. ELECTRICAL 9. FUEL MANIFOLD
HARNESS TRANSFER TUBE
4. CONDITION PACKING
LEVER RIGGING 10. AIRCRAFT BOOSTER
5. P3 LINE PUMPS
6. Py LINE 11. FUEL FLOWMETER
7. OVERSPEED 12. FUEL PUMP
GOVERNOR 13. FUEL NOZZLES
14. TURBOMACHINERY
15. STARTER
YES CHECK EEC YES REPLACE MFC NO

REPEAT START WITH EEC
SELECTED OFF. START OK? FAULT CODES. (REF. 720140) CONTACT P&WC
OK? START OK?
NO NO YES
RECITIFY/REPLACE YES SYSTEM

EEC. START OK? NORMAL
NO
REPLACE ELECTRICAL YES

HARNESS. START OK?
NO
CONTACT P&WC
FUEL FLOW HIGHER THAN NO CHECK CLA NO

90 PPH WHEN CLA MOVED RECITIFY
TO FEATHER? RIGGING OK?
YES YES
CONTD ON CONTD ON
SHEET 2 (A) SHEET 2 (B)
C76749
Hung Start
72-00-01 Page 151

MAINTENANCE MANUAL
CONTD FROM
SHEET 1 (A)
FUEL FLOW DOES NOT INCREASE YES P3 LINE TO MFC YES

OR INCREASES SLIGHTLY AFTER BLOCKED OR REPAIR OR REPLACE
LIGHT UP? LEAKING?
NO NO
CONTD ON
SHEET 4 (D) PLUG Py LINE AT YES REPLACE Py LINE YES
MFC. START OK? START OK?
FUEL FLOW DECREASES
AFTER LIGHT UP? NO NO
NO
SYSTEM
YES NORMAL
PLUG MOTIVE FLOW LINE YES REFER TO AMM FOR

AT MFC. START OK? MOTIVE FLOW /
JET PUMP INSPECTION
REPLACE OVERSPEED
NO GOVERNOR. START OK? YES
NO
YES REFER TO AMM FOR
DISCONNECT MFC DRAIN SYSTEM
DRAIN. START OK? INSPECTION CONTACT P&WC
NO
CONTD FROM
CONTACT P&WC SHEET 1 (B)
YES SYSTEM
NORMAL
FUEL DRAINING FROM YES REPLACE FLOW DIVIDER
FLOW DIVIDER AND DUMP AND DUMP VALVE.
VALVE DURING START? START OK?
NO
CONTACT P&WC
NO
FUEL DRAINING FROM YES REPLACE TRANSFER YES

FUEL MANIFOLD DRAIN TUBE PACKINGS. SYSTEM
DURING START OK? START OK? NORMAL
NO NO
CONTD ON SHEET 3 (C)
CONTACT P&WC
C76750
Hung Start
72-00-01 Page 152

MAINTENANCE MANUAL
CONTD FROM
SHEET 2 (C)
ARE LP/HP FUEL FILTER YES CARRY OUT TROUBLESHOOTING

BYPASS INDICATORS CHARTS FOR LP/HP FUEL FILTER
ACTIVATED? BYPASS INDICATORS ACTIVATED
NO
ARE AIRCRAFT BOOSTER NO

REPAIR OR REPLACE
PUMPS WORKING? (REF. AMM)
YES
REPLACE FUEL YES

FLOWMETER SYSTEM NORMAL
START OK?
NO
REPLACE FLOW DIVIDER YES

AND DUMP VALVE SYSTEM NORMAL
START OK?
NO
REPLACE MFC AND YES

FUEL PUMP SYSTEM NORMAL
START OK?
NO
YES
REPLACE FUEL NOZZLES SYSTEM NORMAL
START OK?
NO
CONTACT P&WC
C76751
Hung Start
72-00-01 Page 153

MAINTENANCE MANUAL
CONTD FROM
SHEET 2 (D)
CHECK IF HP ROTOR IS YES BORESCOPE HPT YES REPLACE

HARD TO ROTATE OR ROTOR. IS THERE TURBOMACHINERY
MAKES NOISE? EVIDENCE OF RUBBING? MODULE
NO NO
REPLACE STARTER. YES SYSTEM

ROTATION/START OK? NORMAL
NO
REPLACE FUEL PUMP YES SYSTEM

ROTATION/START OK? NORMAL
NO
CONTACT P&WC
CHECK THE STARTER NO RECTIFY

BRUSHES, POWER SUPPLY.
STARTER OK? (REF. AMM)
YES
CONTACT P&WC
C76752
Hung Start
72-00-01 Page 154

MAINTENANCE MANUAL
REMOVE ASSOCIATED OIL

FILTER AND CHIP DETECTOR.
INSPECT ASSOCIATED OIL

FILTER AND CHIP DETECTOR.
COLLECT DEBRIS FOUND.
DETERMINE IF DEBRIS
FOUND IS AN ALLOWABLE
OR A NONALLOWABLE
DEBRIS (REF.720150).
IF IT IS A NONALLOWABLE
DEBRIS, DETERMINE THE
CATAGORY (REF.720150).
CLEAN AND INSTALL OIL FILTERS,
STRAINER, CHIP DETECTOR RECORD CATAGORY, TYPE REFER TO CHART
YES
IS DEBRIS ALLOWABLE? STRAINERS AND CHIP DETECTORS. AND ORIGIN OF DEBRIS. "EVALUATION OF
RETURN ENGINE TO SERVICE, SEND DEBRIS TO AN LABORATORY REPORT"
PENDING RESULT OF LABORATORY APPROVED LABORATORY.
ANALYSIS.
NO
NO NO
IS DEBRIS NONALLOWABLE RECORD CATAGORY, TYPE DEBRIS ORIGINATED IN REFER TO CHART
CATAGORY 1? AND ORIGIN OF DEBRIS. TURBOMACHINERY? "OIL DEBRIS
SEND DEBRIS TO AN FROM RGB"
APPROVED LABORATORY.
YES YES
SEE SHEET 2 REFER TO CHART

"OIL DEBRIS FROM
TURBOMACHINERY"
C74110
Debris in Oil System
72-00-01 Page 155

MAINTENANCE MANUAL
CONTD FROM SHEET 1
RECORD CATAGORY, TYPE

AND ORIGIN OF DEBRIS.
IS DEBRIS IDENTIFIABLE AS NO IS DEBRIS IDENTIFIABLE AS NO REPLACE AFFECTED MODULE

A NO.9 BEARING AS A TAB WASHER (SEE NOTE 1)
KEYWASHER DEBRIS? DEBRIS?
YES YES
HAS SIMILAR EVENT YES

OCCURRED SINCE LAST REMOVE RGB.
MODULE OVERHAUL?
NO
IS THERE EVIDENCE OF
THE KEYWASHER
FRAGMENT HAVING GONE YES
THROUGH THE GEARTEETH,
THEREBY DAMAGING THE
CONTACTING SURFACE?
NO
RGB MODULE MAY

REMAIN IN SERVICE.
NOTE 1:
AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS,
IT IS RECOMMENDED THAT THE REPLACEMENT ENGINE HAVE AN OILFILTER
PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE
BEARING/GEAR MATERIAL FROM THE ORIGINAL FAILURE HAS NOT CONTAMINATED
THE REPLACEMENT ENGINE DUE TO INCOMPLETE FLUSHING OF THE
AIRFRAME/PROPELLER OIL SYSTEM(S). IF MAGNETIC MATERIAL IS
FOUND, REPEAT PATCH CHECK AFTER 50 HOURS. IF THE AMOUNT OF
MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50HOUR INTERVALS
UNTIL NO MAGNETIC MATERIAL IS FOUND. THE TIME BETWEEN PATCH CHECKS
SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND
CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL
INCREASES OR IF MAGNETIC MATERIAL IS FOUND AFTER THE SECOND CLEAN
PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL
SYSTEM MUST BE CARRIED OUT.
C74111A
Debris in Oil System
72-00-01 Page 156

MAINTENANCE MANUAL
NOTE: DO THE "DEBRIS IN OIL SYSTEM" CHART

BEFORE YOU DO THIS PROCEDURE.
HAS TURBOMACHINERY A
RECENT HISTORY (WITHIN YES REVIEW THE RESULTS OF
400 HOURS) OF LAST LABORATORY ANALYSIS.
GENERATING DEBRIS? (REF. NOTE 2)
NO
WERE THE RESULTS OF YES REMOVE
THE PREVIOUS LABORATORY TURBOMACHINERY.
ANALYSIS BEARING MATERIAL? (SEE NOTE 3)
(NOTE 1)
CLEAN AND INSTALL FILTERS,
STRAINERS, CHIP DETECTOR NO
STRAINERS AND CHIP
DETECTORS.
REMOVE
RUN ENGINE AT 80% IS THE QUANTITY OF DEBRIS TURBOMACHINERY
THE SAME OR INCREASED OR YES
TORQUE FOR 10 MINUTES. AT FIRST OPPORTUNITY
(REF. AMM) IS MODULE CONSISTENTLY OR WITHIN 10FH
GENERATING DEBRIS? (SEE NOTE 3)
NO
REMOVE AND INSPECT OIL
NO 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
72-00-01 Page 157

MAINTENANCE MANUAL
CONTD FROM SHEET 1 CONTD FROM SHEET 1 CONTD FROM SHEET 1

(B) (C) (A)
FILL UP ENGINE AND

POWERPLANT OIL SYSTEM.
RUN ENGINE AT 80%

TORQUE FOR 10 MINUTES.
(REF. AMM)
REMOVE AND INSPECT OIL

FILTERS, STRAINERS, CHIP YES
DETECTORS AND CHIP REMOVE TURBOMACHINERY
DETECTOR STRAINERS. MODULE. (SEE NOTE 3)
IS DEBRIS FOUND?
NO
CLEAN AND REINSTALL

DETECTOR STRAINERS AND
CHIP DETECTORS.
REVIEW THE RESULTS OF RETURN ENGINE TO SERVICE AND CHECK REFER TO CHART
LAST LABORATORY ANALYSIS AIRFRAME CONDITION PANEL (IF APPLICABLE) "EVALUATION OF
BEFORE NEXT DISPATCH. YES NO
FOR CHIP DETECTOR CIRCUIT COMPLETION LABORATORY REPORT"
REFER TO CHART "EVALUATION OR REMOVE AND INSPECT CHIP DETECTOR/ WHEN ANALYSIS RESULT
OF LABORATORY REPORT". COLLECTOR DAILY FOR 50 FH. OF MOST CURRENT DEBRIS
(REF. NOTE 1) CHECK OIL FILTERS FOR DEBRIS AFTER IS AVAILABLE.
50 FH (REF. NOTE 1)
IS DEBRIS FOUND ?
C74113A
72-00-01 Page 158

MAINTENANCE MANUAL
NOTE 1: RESULTS OF PREVIOUS LABORATORY ANALYSIS AND ORIGIN OF DEBRIS SHOULD BE

DETERMINED WITHIN 50 FLIGHT HOURS OF ORIGINAL DETECTION OF DEBRIS.
NOTE 2: RESULTS OF LAST SAMPLE MUST BE KNOWN PRIOR TO CONTINUING.
NOTE 3: AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS

RECOMMENDED THAT THE REPLACEMENT ENGINE HAVE AN OILFILTER PATCH CHECK
CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL FROM
THE ORIGINAL FAILURE DUE TO INCOMPLETE FLUSHING OF THE AIRFRAME/PROPELLER
OIL SYSTEM(S) HAS NOT CONTAMINATED THE REPLACEMENT ENGINE. IF MAGNETIC
IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS. IF THE AMOUNT OF MATERIAL IS
REDUCED, REPEAT PATCH CHECK AT 50HOUR INTERVALS UNTIL NO MAGNETIC
MATERIAL IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE
STANDARD INTERVAL AFTER THE SECOND CONSECUTIVE CLEAN PATCH CHECK.
IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS
FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED
FOR DEBRIS IN OIL SYSTEM MUST BE CARRIED OUT.
C74114
72-00-01 Page 159

MAINTENANCE MANUAL
NOTE 1 : DO THE "DEBRIS IN OIL SYSTEM" CHART

BEFORE YOU DO THIS PROCEDURE.
NOTE 2 : A HAIRLIKE FILAMENT COMPOSED OF A SINGLE

CHAIN OF METALLIC DUST (FUZZ) IS CONSIDERED
ACCEPTABLE. NO ACTION REQUIRED.
DEBRIS ORIGINATES
FROM THE RGB.
HAS RGB A RECENT SCHEDULE RGB REMOVAL

HISTORY (WITHIN 400 YES REVIEW THE RESULTS OF WITHIN 50FH OF CURRENTLY
HOURS) OF GENERATING LAST LABORATORY ANALYSIS. REPORTED DEBRIS.
DEBRIS? (REF. NOTE 2) (SEE NOTE 4)
NO
YES
CLEAN AND INSTALL FILTERS, WERE THE RESULTS OF THE NO / UNKNOWN IS THE QUANTITY OF DEBRIS
PREVIOUS LABORATORY THE SAME OR INCREASED NO
STRAINERS, CHIP DETECTOR
STRAINERS AND CHIP ANALYSIS BEARING OR IS RGB CONSISTENTLY
DETECTORS. MATERIAL? (NOTE 1 & 6) GENERATING DEBRIS?
YES
RUN ENGINE AT 80% IS DEBRIS ORIGINATING

TORQUE FOR 10 MINUTES. IN THE RGB AND NOT THE
ACCESSORIES (PCU NO REPLACE DEFECTIVE
(REF. AMM) ACCESSORIES.
GENERATOR OR O/S
GOVERNOR AND HYDRAULIC
PUMP)? (REF. NOTE 3 & 5)
YES
REMOVE AND INSPECT
OIL FILTERS, STRAINERS, NO
CHIP DETECTORS AND
CHIP DETECTOR STRAINERS. REMOVE RGB WITHIN 50FH
IS DEBRIS FOUND? OF CURRENTLY REPORTED
DEBRIS. (SEE NOTE 4)
YES
DRAIN AND FLUSH ENGINE

AND POWERPLANT OIL
SYSTEM.
CLEAN AND REINSTALL

DETECTOR STRAINERS
AND CHIP DETECTORS.
SEE SHEET 2 (C) SEE SHEET 2 (B) SEE SHEET 2 (A)
C74131A
Debris in Oil System from the Reduction Gearbox Module
72-00-01 Page 160

MAINTENANCE MANUAL
CONTD FROM SHEET 1 CONTD FROM SHEET 1 CONTD FROM SHEET 1

(C) (B) (A)
FILL UP ENGINE AND

POWERPLANT OIL SYSTEM.
RUN ENGINE AT 80%

REPLACE DEFECTIVE TORQUE FOR 10 MINUTES.
ACCESSORIES. (REF. AMM)
YES
IS DEBRIS ORIGINATING REMOVE AND INSPECT OIL
FROM ACCESSORIES FILTERS, STRAINERS, CHIP
(PCU GENERATOR OR YES
DETECTORS AND CHIP
O/S GOVERNOR AND DETECTOR STRAINERS.
HYDRAULIC PUMP)? IS DEBRIS FOUND?
(REF. NOTE 1, 3 & 5)
NO
NO
CLEAN AND REINSTALL

REMOVE RGB MODULE WITHIN FILTERS, STRAINERS, CHIP
50 HOURS OF CURRENTLY DETECTOR STRAINERS AND
REPORTED DEBRIS CHIP DETECTORS.
(REF. SHEET 1 )
(SEE NOTE 4)
REVIEW THE RESULTS OF RETURN ENGINE TO SERVICE REFER TO CHART

LAST LABORATORY ANAYLSIS AND CHECK AIRFRAME CONDITION "EVALUATION OF
WITHIN 25 FH OF THE INITIAL YES PANEL (IF APPLICABLE) FOR CHIP NO LABORATORY REPORT"
FINDING OF THE CURRENT DETECTOR CIRCUIT COMPLETION WHEN ANALYSIS
REPORTED DEBRIS. REFER TO OR REMOVE AND INSPECT CHIP RESULT OF MOST
CHART "EVALUATION OF DETECTOR/COLLECTOR AFTER CURRENT DEBRIS
LABORATORY REPORT" 10 FH AND AFTER 50 FH. IS AVAILABLE.
(REF. NOTE 1 AND 6) CHECK OIL FILTERS FOR DEBRIS
AFTER 50 FH (REF. NOTE 1).
IS DEBRIS FOUND ?
C74132B
72-00-01 Page 161

MAINTENANCE MANUAL
NOTE 1: RESULTS OF PREVIOUS LABORATORY ANALYSIS AND ORIGIN OF DEBRIS SHOULD BE DETERMINED WITHIN 50 FLIGHT HOURS
OF ORIGINAL DETECTION OF DEBRIS.
NOTE 2: RESULTS OF LAST SAMPLE MUST BE KNOWN PRIOR TO CONTINUING.
NOTE 3: IT SHOULD HAVE ALREADY BEEN DETERMINED THAT THE RGB AND NOT RGB MOUNTED ACCESSORIES ARE GENERATING THE
DEBRIS.
NOTE 4: AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS RECOMMENDED THAT THE REPLACEMENT
ENGINE HAVE AN OILFILTER PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL
FROM THE ORIGINAL FAILURE HAS NOT CONTAMINATED THE REPLACEMENT ENGINE DUE TO INCOMPLETE FLUSHING
OF THE AIRFRAME/PROPELLER OIL SYSTEM(S). IF MAGNETIC MATERIAL IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS.
IF THE AMOUNT OF MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50HOUR INTERVALS UNTIL NO MAGNETIC MATERIAL
IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND
CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS
FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL SYSTEM MUST
BE CARRIED OUT.
NOTE 5: IT IS POSSIBLE THAT DEBRIS BELIEVED TO BE ORIGINATING FROM RGB MODULE IS, IN FACT, ORIGINATING FROM PROPELLER
CONTROL UNIT (PCU), OVERSPEED GOVERNOR (O/S GOVERNOR), HYDRAULIC PUMP OR FEATHERING PUMP. TO DETERMINE
THE ACTUAL SOURCE OF THE DEBRIS, REFER TO THE LIST OF MATERIAL AND IDENTIFY MOST PROBABLE SOURCE.
ALTERNATELY, REMOVE THESE COMPONENTS INDIVIDUALLY BASED ON THE MOST PROBABLE SOURCE OF DEBRIS. CHECK
CHIP DETECTOR DAILY TO DETERMINE IF THE RGB IS STILL MAKING DEBRIS. IDENTIFY THE SOURCE OF DEBRIS WITHIN 50 HOURS
OF THE ORIGINALLY REPORTED DEBRIS.
NOTE 6: AMS6444 (52100) / AMS6491 (M50) MATERIAL IN RGB DEBRIS MAY BE CAUSED BY ELECTROEROSION OF THE NO.15, 18 AND 19
BEARINGS. CHECK PROPELLER DEICING SYSTEM IN ACCORDANCE WITH PROPELLER MAINTENANCE DOCUMENTATION.
RECORD AND REPORT RESULTS OF CHECK TO LOCAL P&WC FIELD REPRESENTATIVE.
C74128
72-00-01 Page 162

MAINTENANCE MANUAL
DEBRIS ANALYZED AT
LABORATORY (TABLE MATERIAL
SPECIFICATIONS SHOULD BE
CONSULTED TO DETERMINE
WHICH COMPONENT IS
GENERATING DEBRIS).
IS DEBRIS ORIGINATING
WAS DEBRIS BEARING MATERIAL WAS THE RGB FROM ACCESSORIES REPLACE
NO YES YES (PCU GENERATOR OR YES
AMS6444 (52100) / AMS6491 (M50) / GENERATING DEFECTIVE
AMS6414 / AMS6415? DEBRIS? O/S GOVERNOR AND ACCESSORIES.
HYDRAULIC PUMP)?
NO (REF. NOTE 1 & 7)
NO
WAS THE
TURBOMACHINERY REPLACE RGB
GENERATING HAS RGB A RECENT
HISTORY (WITHIN WITHIN 50 FLIGHT
DEBRIS? YES HOURS OF MOST
WAS DEBRIS YES CONTINUE 400 HOURS) OF
GENERATING CURRENTLY
ALLOWABLE? IN SERVICE YES REPORTED DEBRIS.
DEBRIS?
(REF. NOTE 2 & 5)
NO
REPLACE MODULE NO
(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
WAS DEBRIS YES (RGB: FIRSTSTAGE GEARS; INSPECT RGB
GEAR MATERIAL? TURBOMACHINERY: ANGLE DRIVE GEARBOX CHIP DETECTOR NO CONTINUE
GEARS, OIL PUMP DRIVE GEARS, FUEL PUMP AFTER 50 FLIGHT IN SERVICE.
NO DRIVE GEARS AND STARTER GENERATOR HOURS. IS DEBRIS (REF. NOTE 4)
DRIVE GEARS). (REF. EMM). FOUND?
YES
IS MODULE IN YES
ACCEPTABLE CONTINUE
IN SERVICE REPLACE RGB
CONDITION? WITHIN 50 FLIGHT
HOURS OF MOST
NO CURRENTLY
REPORTED DEBRIS.
REMOVE MODULE (REF. NOTE 2 & 5)
SEE SHEET 2 (REF. NOTE 2)
NOTE : REFER TO CHAPTER 720150 FOR A LIST OF THE MOST FREQUENT

NONMAGNETIC MATERIALS FOUND IN OIL FILTER DEBRIS.
C74129A
Oil Debris - Evaluation of Laboratory Report
72-00-01 Page 163

MAINTENANCE MANUAL
CONTD FROM SHEET 1
REFER TO 720000, MAINTENANCE PRACTICES,

WAS LABYRINTH SEAL MATERIAL SPECIFICATIONS AND COMMON CONTAMINANTS
MATERIAL AMS5504 / NO (ORGANIC AND NONORGANIC) TABLES AND DETERMINE
AMS5613 / AMS5663? POSSIBLE SOURCE(S) OF DEBRIS ORIGINATOR(S).
(REF. NOTE 3) AS NECESSARY, DETERMINE THE SOURCE OF
CONTAMINATION PER APPLICABLE MAINTENANCE MANUAL.
YES OTHERWISE, RETURN MODULE TO AN OVERHAUL FACILITY.
WAS DEBRIS FOUND AT

FIRST FILTER OR PATCH
CHECK FROM NEW, NO
OVERHAULED OR REPAIRED
ENGINE (MAJOR OR MINOR
CONTAMINANT)?
(REF. NOTE 6)
YES
CARRY OUT AN ADDITIONAL

FILTER PATCH CHECK AFTER NO
50 FLIGHT HOURS. WAS RETURN MODULE
LABYRINTH SEAL TO SERVICE.
MATERIAL FOUND?
YES
BORESCOPE ENGINE AS
REQUIRED. (REF. NOTE 7)
IS MODULE IN NO REMOVE MODULE.

ACCEPTABLE CONDITION? (REF. NOTE 2)
YES
ENGINE MAY REMAIN IN SERVICE.

CHECH AIRFRAME CONDITION PANEL
(IF APPLICABLE) FOR CHIP DETECTOR
CIRCUIT COMPLETION OR REMOVE
AND INSPECT CHIP DETECTOR/ NO RETURN MODULE
COLLECTOR DAILY FOR 50 FH. TO SERVICE.
CHECK OIL FILTER FOR DEBRIS
AFTER 50 FH.
IS DEBRIS FOUND ?
YES
IS LABYRINTH SEAL RESTART THIS PROCEDURE FROM

MATERIAL FOUND (MAJOR NO SHEET 1 TO IDENTIFY MOST
OR MINOR CONTAMINANT)? PROBABLE SOURCE OF DEBRIS
(REF. NOTE 6)
YES
REMOVE MODULE.
C74121A
72-00-01 Page 164

MAINTENANCE MANUAL
NOTE 1: IT SHOULD HAVE ALREADY BEEN DETERMINED THAT THE RGB AND NOT RGB MOUNTED ACCESSORIES ARE GENERATING
THE DEBRIS.
NOTE 2: AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS RECOMMENDED THAT THE REPLACEMENT
ENGINE HAVE AN OILFILTER PATCH CHECK CARRIED OUT AFTER 50 HOURS. THIS IS TO ENSURE BEARING/GEAR MATERIAL
FROM THE ORIGINAL FAILURE HAS NOT CONTAMINATED THE REPLACEMENT ENGINE DUE TO INCOMPLETE FLUSHING
OF THE AIRFRAME/PROPELLER OIL SYSTEM(S). IF MAGNETIC MATERIAL IS FOUND, REPEAT PATCH CHECK AFTER 50 HOURS.
IF THE AMOUNT OF MATERIAL IS REDUCED, REPEAT PATCH CHECK AT 50HOUR INTERVALS UNTIL NO MAGNETIC MATERIAL
IS FOUND. THE TIME BETWEEN PATCH CHECKS SHOULD REVERT TO THE STANDARD INTERVAL AFTER THE SECOND
CONSECUTIVE CLEAN PATCH CHECK. IF THE AMOUNT OF MAGNETIC MATERIAL INCREASES OR IF MAGNETIC MATERIAL IS
FOUND AFTER THE SECOND CLEAN PATCH CHECK, THE MAINTENANCE ACTION REQUIRED FOR DEBRIS IN OIL SYSTEM MUST
BE CARRIED OUT.
NOTE 3: IF THE INITIAL PATCH CHECK OR FILTER CHANGE IS CARRIED OUT AT MORE THAN 100 FLIGHT HOURS, THE SEAL MATERIAL
FOUND MAY HAVE BEEN GENERATED AFTER THE RUNNINGIN PERIOD. THEREFORE, AN ADDITIONAL PATCH CHECK MUST
BE CARRIED OUT AFTER APPROXIMATELY ONE WEEK (50 FLIGHT HOURS). CARRY OUT THE INSPECTIONS SHOWN FOR
LABYRINTH SEAL MATERIAL (AMS5504 OR AMS5613 OR AMS5663).
NOTE 4: KEEPING A DEBRISGENERATING REDUCTION GEARBOX OR TURBOMACHINERY MODULE IN SERVICE WHILE A REMOVAL IS
PLANNED MAY SUBSTANTIALLY INCREASE THE COST OF REPAIR/REFURBISHMENT DUE TO FURTHER GEAR AND/OR
BEARING DAMAGE.
NOTE 5: AMS6444 (52100) / AMS6491 (M50) MATERIAL IN RGB DEBRIS MAY BE CAUSED BY ELECTROEROSION OF NO.15, 18 AND 19
BEARINGS. CHECK PROPELLER DEICING SYSTEM IN ACCORDANCE WITH PROPELLER MAINTENANCE DOCUMENTATION.
RECORD AND REPORT RESULTS OF CHECK TO LOCAL P&WC FIELD REPRESENTATIVE.
NOTE 6: THE AMOUNTS OF INDIVIDUAL CONSTITUENTS IN OIL FILTER PATCH DEBRIS AFTER ANALYSIS IS;
MAJOR WHEN WEIGHT OF THE CONSTITUENT IS MORE THAN 50% OF THE TOTAL DEBRIS WEIGHT.
MINOR WHEN WEIGHT OF THE CONSTITUENT IS LESS THAN 50% BUT MORE THAN 5% OF THE TOTAL DEBRIS WEIGHT.
TRACES WHEN WEIGHT OF THE CONSTITUENT IS LESS THAN 5% OF THE TOTAL DEBRIS WEIGHT.
NOTE 7: BORESCOPE INSPECTION:

1 A BORESCOPE INSPECTION OF THE LOW PRESSURE (LP) AND HIGH PRESSURE (HP) IMPELLERS TO CHECK FOR
SEVERE RUBS OR FOREIGN OBJECT DAMAGE (FOD) (REF. EMM).
2 A BORESCOPE INSPECTION OF THE HIGH AND LOW PRESSURE TURBINE BLADES AND THE FIRST AND SECOND
STAGE POWER TURBINE BLADES TO CHECK FOR SEVERE RUBS (TIPS, PLATFORMS, ETC.), BLADE SHIFT, CORROSION/
SULFIDATION AND BURNED OR MISSING TIPS (REF. EMM).
3 A BORESCOPE INSPECTION THROUGH THE NL PULSE PICKUP PROBE PORT AT THE BOTTOM OF THE INTERCOMPRESSOR
CASE AIR PLENUM TO CHECK FOR ABRADABLE SEAL MATERIAL (REF. EMM). IN ADDITION, THE TIP OF THE PICKUP PROBE
MUST BE CHECKED FOR MAGNETIC MATERIAL WHICH COULD INDICATE NO.3 OR 4 BEARING, OR BEVEL GEARS DISTRESS.
4 A BORESCOPE INSPECTION THROUGH THE BOTTOM T6 THERMOCOUPLE PORT (REF. EMM) TO CHECK FOR SOOT, CARBON
OR OIL IN THE AREA AROUND NO.6 AND 7 BEARING HOUSING AND AT THE BOTTOM OF THE INTERTURBINE DUCT.
5 TO MINIMIZE THE POSSIBILITY OF BEARING FAILURE AND TO FACILITATE DECISIONMAKING WHEN THE ORIGIN OF THE
SEAL MATERIAL IS NOT DISCOVERED DURING THE ABOVE INSPECTIONS, OPERATORS MAY, AT THEIR DISCRETION, CARRY
OUT A BORESCOPE INSPECTION OF THE NO.5 BEARING CAVITY THROUGH THE OIL SCAVENGE (REF. EMM) PORT TO CHECK
FOR LABYRINTH SEAL, BEARING AND BEARING CAGE DETERIORATION.
NOTE 8: IT IS POSSIBLE THAT DEBRIS BELIEVED TO BE ORIGINATING FROM RGB MODULE IS, IN FACT, ORIGINATING FROM PROPELLER
CONTROL UNIT (PCU), OVERSPEED GOVERNOR (O/S GOVERNOR), HYDRAULIC PUMP OR FEATHERING PUMP. TO DETERMINE
THE ACTUAL SOURCE OF THE DEBRIS, REFER TO THE LIST OF MATERIAL AND IDENTIFY MOST PROBABLE SOURCE.
ALTERNATELY, REMOVE THESE COMPONENTS INDIVIDUALLY BASED ON MOST PROBABLE SOURCE OF DEBRIS. CHECK CHIP
DETECTOR DAILY TO DETERMINE IF THE RGB IS STILL MAKING DEBRIS. IDENTIFY THE SOURCE OF DEBRIS WITHIN 50 HOURS
OF THE ORIGINALLY REPORTED DEBRIS.
C74130
72-00-01 Page 165

MAINTENANCE MANUAL
OIL LEAK FROM PROPELLER SHAFT 1. PROPELLER SHAFT SEAL

2. PROPELLER THRUST BEARING COVER
3. REDUCTION GEARBOX MODULE
NO LESS THAN 5cc/hr FROM YES SYSTEM

EXTERNAL ?
SHAFT SEAL DRAIN ? NORMAL
YES
NO
CLEAN SEAL RUNNER, REPLACE
PROP SHAFT AND INSPECT YES SYSTEM
AIRFRAME DRAIN NO CLEAR LINE AND INSIDE DIA. OF SHAFT FOR VISIBLE
LINE IS CLEAR ? VERIFY FUNCTION CRACK (REF. 721000) OK ? NORMAL
YES NO
SCHEDULE MODULE
VERIFY LOCATION REMOVAL
OF LEAK
THRUST BEARING COVER

PROPELLER TO PROP SHAFT FRONT FACE OF THRUST TO RGB FRONT HOUSING
MATING FLANGE ? BEARING COVER ? MATING SURFACE ?
YES YES
YES
EVIDENCE OF CORROSION ON NO
THRUST BEARING COVER ? CONTD ON
REFER TO PROPELLER
SHEET 2
SYSTEM CMM YES
REPAIR CORROSION; CLEAN SEAL
RUNNER; REPLACE PROP SHAFT CLEAN SEAL RUNNER, REPLACE
SEAL AND INSPECT I.D. OF THE PROP SHAFT SEAL AND INSPECT
SHAFT FOR VISIBLE CRACK INSIDE DIA. OF SHAFT AND
(REF. 721000) OK ? VISIBLE CRACK (REF. 721000) OK ?
YES NO NO YES
SCHEDULE MODULE
SYSTEM REMOVAL SYSTEM
NORMAL NORMAL
C26239B
Oil Leak From Propeller Shaft Area
72-00-01 Page 166

MAINTENANCE MANUAL
CONTD
FROM
SHEET 1
THRUST BEARING COVER

TO RGB FRONT HOUSING
MATING SURFACE OK ?
NO
SCHEDULE
NO REPLACE THRUST BEARING COVER NO MODULE
EVIDENCE OF CORROSION ? GASKET AND PACKING. OK ? REMOVAL
YES
YES
SYSTEM NORMAL
REPAIR CORROSION (REF. 72-10-00) SCHEDULE

NO MODULE
REPLACE THRUST BEARING COVER GASKET
AND PACKING. OK ? REMOVAL
YES
SYSTEM
NORMAL
C24927
Oil Leak From Propeller Shaft Area
72-00-01 Page 167

MAINTENANCE MANUAL
SYMPTOMS
OIL ON FLANGE (S) E AND/OR F
REFER TO INTERCOMPRESSOR CASE AIR PLENUM BORESCOPE
(REF. 720000, ENGINEINSPECTION/CHECK)
AND INTERCOMPRESSOR CASE P2.5 CAVITY INSPECTION
(REF. 720150, INSPECTION/CHECK)
REFER TO FIGURE "SMOKE FROM

YES EXHAUST ON STARTUP OR SHUTDOWN/
OIL ODOR IN COCKPIT ?
ENGINE FLOODED WITH OIL/
OIL ODOR IN COCKPIT"
NO
OIL CONSUMPTION ABOVE YES REFER TO FIGURE

LIMIT (REF. 051000) ? "HIGH OIL CONSUMPTION"
NO
CARRY OUT INSPECTION
BORESCOPE ICC AIR YES OF THE ICC P2.5 CAVITY
PLENUM. OIL FOUND ? (REF. 720150)
OK?
NO
YES
SYSTEM NORMAL
SYSTEM NORMAL
C61583B
Oil on Flange(s) E and/or F
Figure 132
72-00-01 Page 168

MAINTENANCE MANUAL

IMPENDING BYPASS 1. FUEL
INDICATOR ACTIVATED 2. PRESSURE DIFFERENTIAL SWITCH
3. AIRCRAFT SYSTEM
IS THE HP FUEL CHANGE FUEL HEATER 4. FUEL HEATER
YES AND PUMP. CARRY OUT
FILTER BYPASS 5. FUEL PUMP
INDICATOR ACTIVATED? HP FUEL FILTER BYPASS
INDICATOR ACTIVATED
NO TROUBLESHOOTING
CHECK THE AIRFRAME LP
FUEL FILTER IMPENDING NO REPAIR SYSTEM
BYPASS INDICATING (REF. AMM)
SYSTEM (REF. AMM) OK?
YES
REMOVE LP FUEL FILTER.

CARRY OUT VISUAL INSPECTION
NO IS THE PRESSURE NO REPLACE THE PRESSURE

IS LP FUEL FILTER
CONTAMINATED ? DIFFERENTIAL SWITCH DIFFERENTIAL SWITCH
OK ? (REF. 720140 SERVICING)
YES YES
REMOVE HP AND FUEL PUMP NO REPAIR SYSTEM
INLET FILTER. CARRY OUT VISUAL AIRCRAFT SYSTEM OK ?
(REF. AMM)
INSPECTION
ARE HP & FUEL PUMP INLET YES CHANGE THE FUEL HEATER &
FILTERS CONTAMINATED ? THE FUEL PUMP
NO
IS AIRCRAFT FUEL NO
SYSTEM CONTAMINATED ?
YES
DRAIN, FLUSH & CLEAN

AIRCRAFT FUEL SYSTEM
(REF. AMM)
CLEAN OR REPLACE ENGINE

LP, HP AND INLET FUEL FILTERS
GROUND RUN ENGINE &

CHECK FOR FUEL LEAKS
C82791
LP Fuel Filter Impending Bypass Indicator Activated
Figure 133
72-00-01 Page 169

MAINTENANCE MANUAL
SYNPTOMS SUSPECT LRU

FUEL TEMPERATURE TOO HIGH OR TOO LOW 1. FUEL TEMPERATURE PROBE
WITH ENGINE RUNNING 2. FUEL HEATER THERMOSTATIC ELEMENT
3. FUEL HEATER
IS LP FUEL FILTER IMPENDING BYPASS YES REFER TO CHART "LP FUEL

INDICATOR ACTIVATED ? FILTER IMPENDING BYPASS
INDICATOR ACTIVATED"
NO
IS MAIN OIL FILTER IMPENDING BYPASS YES REFER TO CHART "MAIN OIL
INDICATOR ACTIVATED ? FILTER IMPENDING BYPASS
INDICATOR ACTIVATED"
NO
CHECK FUEL TEMPERATURE NO RECTIFY

INDICATOR SYSTEM (REF.AMM)
OK? (REF. AMM)
YES
CHECK ELECTRICAL HARNESS AND NO RECTIFY/REPLACE

FUEL INDICATOR CONNECTORS HARNESS
(REF. 720110) OK? (REF. 720110)
YES
CARRY OUT RESISTANCE CHECK ON THE NO REPLACE PROBE

FUEL TEMPERATURE PROBE (REF.720160) (REF. 720160)
OK?
YES
REPLACE FUEL HEATER
IS FUEL TEMPERATURE HIGH ? YES THERMOSTATIC ELEMENT
(REF. NOTE 1) (REF. 720140)
NO
IS FUEL TEMPERATURE LOW ? RUN ENGINE UNTIL OIL NO

TEMPERATURE STABILIZES SYSTEM
(REF. NOTE 2) BETWEEN 70 TO 80 C(158176 F) NORMAL
YES IS TEMPERATURE STILL HIGH?
CHECK/RECTIFY YES
IS OIL TEMPERATURE NO
ABOVE 40 C (104 F) ? OIL COOLER SYSTEM
(REF. AMM) REPLACE FUEL HEATER
(REF.720140)
SEE
SHEET 2 SEE
SHEET 2
C72642
Fuel Temperature Too High or Too Low
72-00-01 Page 170

MAINTENANCE MANUAL
SEE SEE
SHEET 1 SHEET 1
REPLACE FUEL HEATER RUN ENGINE UNTIL OIL

THERMOSTATIC ELEMENT TEMPERATURE STABILIZES
(REF.720140) BETWEEN 70 TO 80 C (158176 F)
IS TEMPERATURE STILL HIGH?
NO
RUN ENGINE UNTIL OIL

TEMPERATURE STABILIZES NO SYSTEM SYSTEM
BETWEEN 70 TO 80 C (158176 F) NORMAL NORMAL
IS TEMPERATURE STILL LOW?
YES
REPLACE FUEL HEATER

(REF. 720140)
RUN ENGINE UNTIL OIL

TEMPERATURE STABILIZES
BETWEEN 70 TO 80 C (158176 F)
IS TEMPERATURE STILL LOW?
NO
SYSTEM
NORMAL
NOTE 1: NOTE 2:
IF THE TEMPERATURE IN THE AIRCRAFT IF THE TEMPERATURE IN THE AIRCRAFT

FUEL TANK IS EXCEEDING 57 C (135 F), FUEL TANK IS LOWER THAN 54 C (65 F),
THE FUEL TEMPERATURE MAY EXCEED THE FUEL TEMPERATURE MAY BE LOWER THAN
THE LIMIT AFTER THE FUEL GOES THE LIMIT AFTER THE FUEL GOES
THROUGH THE FUEL HEATER. THROUGH THE FUEL HEATER.
C72643
Fuel Temperature Too High or Too Low
72-00-01 Page 171

MAINTENANCE MANUAL
SYMPTOMS
ENGINE OVERTORQUE
REFER TO CHAPTER
IS THE MAX. TORQUE AND NO 055000, UNSCHEDULED
DURATION OF THE OVERTORQUE MAINTENANCE INSPECTIONS
KNOWN? (REF. PARA. "ENGINE
OVERTORQUE ESTIMATION")
YES
REFER TO CHAPTER
055000, UNSCHEDULED
MAINTENANCE INSPECTIONS
(REF. PARA. "OVERTORQUE")
C89602
Engine Overtorque
Figure 135
72-00-01 Page 172

MAINTENANCE MANUAL
1. 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. Reference should be made to the flight log and engine log for any entry relating to the
current problem.
Not Applicable
3. Special Tools
Not Applicable
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.
72-00-02 Page 101

ENGINE - FAULT ISOLATION Oct 20/2000
MAINTENANCE MANUAL
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING

AND DISCONNECTING RECEPTACLES AND PLUGS.
(3) Check that power and condition levers are set and rigged correctly (Ref. 72-01-40
and Aircraft Maintenance Manual).
CAUTION: DISCONNECT THE EEC AND AUTOFEATHER UNIT (AFU) OF BOTH

ENGINES BEFORE USING THE EFCS TEST SET OR OTHER
EQUIPMENT. DO NOT INSERT TEST PROBE INTO CONNECTOR
SOCKETS OR ATTACH TEST CLIPS TO CONNECTOR PINS.
(4) Isolating defective components:
(a) Determine which components and associated lines are suspect using Fault
Isolation electrical schematics and applicable troubleshooting figure.
(b) Pull EEC and AFU circuit breaker as necessary. Remove connector P1 from
EEC or connector from AFU as necessary.
(c) Do not disturb or touch the connector at the suspect sensor or accessory.
Check loop resistance (LINE plus SENSOR/ACCESSORY plus LINE) at
connector P1 or connector at AFU.
(d) Remove the connector at the suspect sensor or accessory. Individually

measure the sensor/accessory resistance and then the line resistance of each
leg (wiring harness).
(e) If any individual resistance value is out of specified range, replace that item
(sensor/component or wiring harness).
NOTE: 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.
(f) If the individual resistance values are within specified range, but the loop
resistance and sum of individual resistance values do not match, fault was
possibly generated by connector interface (pin/socket) damage, but not at
connector P1.
(g) If the individual resistance values are within specified range and the loop
resistance matches the sum of individual resistances, fault was possibly
generated by connector interface (pin/socket) damage at connector P1.
(h) Clean, inspect and install connectors (Ref. 72-01-10).
(i) Erase fault code from EEC (Ref. step (5)).
(j) Carry out an operational check.
NOTE: Inspect all connectors which are disassembled for corrosion,

contamination and distorted pins. Clean, repair or replace as
required (Ref. 72-01-10).
72-00-02 Page 102

MAINTENANCE MANUAL
(5) When the EEC fault codes are rectified, the codes should be erased as follows:
NOTE: The engine must be shut down and the electrical power ON.
(a) Set the power lever at GROUND IDLE.
(b) Cycle the EEC MANUAL switch ON and OFF.
(c) Hold the ENGINE TRIM switch ON for at least 10 seconds.
(6) Electronic test set EET 4000 can be used to test the following components:
v AFU
v Electrical wiring harness
v NL probe
v NH probe
v NP probe
v Torque probe
v MFC (torque motor)
v HBV (Servo valve)
v EEC
Refer to the vendors manual (supplied with test set) for connecting the test set
and the method of use.
(7) DELETED
6. Servicing Connectors with Aircraft Electrical Power On
A. Procedure
(1) Pull EEC circuit breaker before disconnecting connectors. The primary means of
fault detection is through an open circuit, therefore, if the EEC circuit breaker is not
pulled before disconnecting connectors, the following faults may be stored in the
EEC memory:
(a) MFCU P8 is disconnected.

Fault code stored in memory: 89 and 90
(b) Torque Sensor No. 2 (P7) is disconnected.

Fault code stored in memory: 74
(c) T1.8 Temperature Sensor (P4) is disconnected.

Fault code stored in memory: 28 and 29
(2) If required, erased fault codes from memory after reconnecting connectors (Ref.
Para. A.).
72-00-02 Page 103

MAINTENANCE MANUAL
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
72-00-02 Page 104

MAINTENANCE MANUAL
TABLE 101, Fault Code Index (Contd)

52 130 ARINC Label 211 Fault
57 133 Engine/Gearbox Torque Fault No. 1
61 136 TAT Crosscheck Fault
62 137 ALT Crosscheck Fault
63 138 Torque Sensor Coil No. 1 High
Torque Fault
64 139 Torque Sensor Coil No. 1 Low
Torque Fault
65 140 Torque Sensor Coil No. 1 High NPT
Fault
66 141 Torque Sensor Coil No. 1 Low NPT
Fault
67 142 Connector Failure
69 143 Total Torque (A/D Conversion) Fault
70 144 Torque Sensor Coil No. 2 High
Torque Fault
71 145 Torque Sensor Coil No. 2 Low
Torque Fault
72 146 Torque Sensor Coil No. 2 High NPT
Fault
73 147 Torque Sensor Coil No. 2 Low NPT
Fault
74 148 Torque Compensation Fault
75 149 Dual Coil Torque Probe
Cross-check
76 150 Dual NP Cross-check
78 151 Inlet Temperature Probe Fault
80 152 NH No. 1 Sensor High Range Fault
81 153 NH No. 2 Sensor High Range Fault
82 154 NH No. 1 Sensor Low Range Fault
83 155 NH No. 2 Sensor Low Range Fault
72-00-02 Page 105

MAINTENANCE MANUAL
TABLE 101, Fault Code Index (Contd)

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
8. Fault Isolation Steps
Figures 102 through 174 list the steps for isolating and rectifying fault(s).
72-00-02 Page 106

JX
TORQUE SIGNAL HI 100

TORQUE SIGNAL RTN
101
TORQUE SIGNAL REF.
b U c
102
P2
J11
P1
108.0 NOM.
T1.8 SENSOR HI SPARE
160 103
T1.8 SENSOR LO 161 FROM AC DATA BUS ARINC (RTN)
T1.8 SENSOR RTN 104
K J d
162 FROM AC DATA BUS ARINC (SIG)
105
TEST SERIAL INPUT UART (SIG) 106
3 2 1 4 5
TEST SERIAL INPUT UART (RTN) 107
TEST SERIAL OUTPUT UART (SIG) 108
TEST SERIAL OUTPUT UART (RTN)
109
P4
TO AC DATA BUS ARINC (SIG) 110
TO AC DATA BUS ARINC (RTN)
t z h E e d c G H
NH SIGNAL HI 111
163
3645 NH SIGNAL RTN
Z E
164
COIL 1
3 4 1 2 5
SPARE
112
RATING LOGIC BIT 1 DISC
KK x
113
P14
RATING LOGIC BIT 2 DISC
P T S GG z k m AA V r U q A y W CC
TORQUE 2 SENSOR HI 114

165
557589 TORQUE 2 SENSOR RTN DISCRETE RTN
COIL 1 166 115
TOR. SEN. TEMP HI GROUND TEST RTN
G w
167
y NN FF
108.0 NOM. TOR. SEN. TEMP RTN 116

168
TOR. SEN. TEMP LO
169 GROUND TEST DISC
i
TORQUE 1 SENSOR RTN 117

170
612664 TORQUE 1 SENSOR HI
r q L p e R P
A B G E F D C
171
MAINTENANCE MANUAL
PROP. BRAKE DISC

COIL 2 118
BLEED SWITCH NO 1 119

BLEED SWITCH NO 2
BB h C
120
P7
f CC DD
EEC (LOCAL)
BLEED VALVE TM HI
133166 172
BLEED VALVE TM RTN EEC POWER RTN
i W
173 121
EEC POWER RTN
A C B
122
EEC POWER 28VDC
K J
123
EEC POWER 28VDC
P10
124
ECS FAULT RTN
125
P8
PW127H ENGINE TRIM DISC
Electrical Wiring Harness and EEC - Schematic Diagram

126
STEP MOTOR EXC. SPARE 127
FG/SG/TG/HG 174 LRU SELECTOR

72-00-02
m a Z M S HH g F
STEP MOTOR A 128

p x X HH
115155 175
STEP MOTOR B 176
STEP MOTOR C 177
STEP MOTOR D 178
RVDT EXC 179 DISCRETE RTN
g F v
RVDT RTN 180 129

RVDT RTN (E1 & E2) 181 INHIBIT / RESET DISC
X Y MM r
RVDT E1 130
182
RVDT E2
U j X n k F a c b G
183 FAIL FIXED RELAY HI

EE u c
MFC ID LOOP 131

AA
AB 5278
PC/RC 76114 MFC ID LOOP RTN
FAIL FIXED RELAY RTN
b
132
C68079
Sep 03/99
Page 107/108
G F S T H A B C P R J L N M
NM 3255 UPTRIM DISC FROM OPP. ENGINE

133
LL j
FEATHER DISC
(CANCEL NP COVERING) 134
NH SIGNAL HI 184 UPTRIM LAMP

u t w
3645 NH SIGNAL RTN

E s a D L M N
185 135
COIL 1
D Y C
136
7288
COIL 2 186
3 4 1 2 5
187 IGNITION
136
NH SIGNAL HI
NH SIGNAL RTN 137
B n R
P5
138
MANUAL SOL. RTN
MANUAL SOL. EXC. 139
140
C D V W
L K
P9
COIL 2
NP SIGNAL HI 141
6595 NP SIGNAL RTN
142
NP SIGNAL HI 143
3050 NP SIGNAL RTN
U T EE q
144
1 2 3 4 5
COIL 1
A/F RELAY HI
W
W
TORQUE SIGNAL REF. 102 145

TORQUE SIGNAL RTN 101 A/F RELAY RTN
V
TORQUE SIGNAL HI 146

c U b
100
HI TORQUE TO OPP RELAY
S
147
TORQUE 2 SENSOR HI
557589 188
TORQUE 2 SENSOR RTN 189
COIL 2 TOR. SEN. TEMP HI
190
TOR. SEN. TEMP LO
H J K L
108.0 NOM. 191

UPTRIM OUTPUT
T
T
148
612664
AFU (LOCAL)
AFU POWER 28VDC

COIL 1 149
AFU POWER RTN
E F
E F
150
A B G F E C D H J K
J16
P16
A/F ARMED RELAY

151
A/F TEST 152
P6
A/F ENABLE OPP. 153

LOW TORQUE IND 154
A/F ENABLE LOCAL
A P a B N
A P a B N
155
HI TORQUE FROM OPP RELAY
R
156
JX
P16
P5
FEATHER SOL HI
157
158
PVM
159
C A B E F
(LOCAL)
MAINTENANCE MANUAL
SPARK IGNITION SYSTEM P36 HP FUEL FILTER IMPENDING

(SINGLE EXCITERS SINGLE OUTPUT) BYPASS SWITCH (PUMP)
HP FUEL FILTER SIG
1 201 G
P24 IGNITION EXCITER HP FUEL FILTER RTN
2 202 F
P
IGNITION BOX #1 RTN
B 192 B
IGNITION BOX #1 HI
A 193 A
P32 ENGINE OIL INLET TEMP
IGNITER PLUGS OIL TEMPERATURE SIG

P24 IGNITION EXCITER 90.4 @ 0C A 203 B
97.3 @ 20C B
OIL TEMPERATURE RTN
204 P
IGNITION BOX #2 RTN
B 194 F
IGNITION BOX #2 HI
A 195 G
P35 LP FUEL FILTER IMPENDING
BYPASS SWITCH
LP FUEL FILTER SIG 205
A V
B LP FUEL FILTER RTN C
206
P
P25 ENGINE OIL LP SWITCH

P37 FUEL INLET TEMP
OIL PRESSURE 28 VDC
B 196 M
OIL PRESSURE RTN
C 197 D FUEL TEMPERATURE SIG
OIL PRESSURE LOW SIG R
90.4 @ 0C A 207 M
198
97.3 @ 20C
P A FUEL TEMPERATURE RTN
B 208 A
P27 ENGINE OIL PRESSURE

TRANSMITTER
+ VE (CR) BUS TERMINAL OIL PRESSURE 10 VDC HI
B 209 H
OIL PRESSURE 10 VDC RTN J
A 210
OIL PRESSURE RTN 211
VE (AL) BUS TERMINAL D L
199 V OIL PRESSURE SIG
200 K E 212 K
U N
U
P33 NL SENSOR
THERMOCOUPLE
TRIM CIRCUIT R
NL SIGNAL HI
1 213 E
2 NL SIGNAL RTN 214 D
S
T6 THERMOCOUPLES
INSTRUMENTATION HARNESS NO.1 INSTRUMENTATION HARNESS NO.2
C68209
Electrical Wiring Harness and EEC - Schematic Diagram
72-00-02 Page 109/110

MAINTENANCE MANUAL
LRU FAULT CODE FAILURE
06 PLA BIAS (PLABIF)
1. EEC
NO NPT GOVERNING
ARINC "TRIMMED" PLA (133) = 0 DEGREE
ARINC "RAW" PLA (134) = 0 DEGREE
ARINC "COMMANDED TORQUE" (341) = 0%
ENGINE CONTROL SYSTEM FAULT (ECSF)
INDICATOR ON
STEPPER MOTOR FAIL FIXED DEGRADED
EEC MODE
REPLACE EEC
(REF. 720110)
NOTE : THIS FAULT MAY ALSO OCCUR DUE TO AN EEC ELECTRICAL POWER INTERRUPTION.
C64036A
EEC Fault Isolation
Figure 102
72-00-02 Page 111

MAINTENANCE MANUAL
07 PLA GAIN (PLAGIF)
NO NPT GOVERNING 1. EEC

INDICATOR ON
EEC MODE
REPLACE EEC
(REF. 720110)
NOTE: THIS FAULT MAY ALSO OCCUR DUE TO AN EEC ELECTRICAL POWER INTERRUPTION.
C64037
EEC Fault Isolation
Figure 103
72-00-02 Page 112

MAINTENANCE MANUAL

08 LOSS OF INTERCOMPRESSOR
BLEED VALVE CONTROL
(HBOVIF)
INTERCOMPRESSOR BLEED VALVE CLOSED SEE LRU 12
NO NPT U/S GOVERNING
ARINC LABEL 270 BIT 25 SET
INDICATOR ON
THIS FAULT IS CAUSED BY A DUAL NH FAILURE AND THE MAINTENANCE PROCEDURE FOR
LRU 12 IS TO BE FOLLOWED.
THIS FAULT SENDS A "DASHDASH" OUTPUT TO THE COCKPIT ON ARINC LABEL 343 TO TELL
THE PILOT THAT THE INTERCOMPRESSOR BLEED VALVE IS NOT OPERATIONAL.
C64038
EEC Fault Isolation
Figure 104
72-00-02 Page 113

MAINTENANCE MANUAL

09 TORQUE TEST FAILURE
(QTSTSW)
NO NPT U/S GOVERNING 1. EEC

ARINC TORQUE INDICATION (343) = 0%
ARINC BUG TORQUE INDICATION (344) = 0%
ARINC "NPT" INDICATION (346) = 0%
ARINC TORQUE INDICATION TO FDAU (254) = (NO READING)
INDICATOR ON
EEC MODE
REPLACE EEC
(REF. 720110)
NOTE: THIS FUNCTION PERFORMS A GENERAL CHECK ON THE EEC TORQUE CONVERSION PROCESS.
THE CHECK WILL DETECT AN INTERNAL EEC FAILURE OF THE TORQUE / NPT CONVERSION PROCESS.
C64039
EEC Fault Isolation
Figure 105
72-00-02 Page 114

MAINTENANCE MANUAL

10 NPT INTERFACE (FREQUENCY TO DIGITAL
CONVERSION) (NPTSW)
NO NPT U/S GOVERNING 1. PROPELLER CONTROL SYSTEM

ARINC TORQUE INDICATION (343) = 0% 2. HARNESS
ARINC BUG TORQUE INDICATION (344) = 0% 3. TORQUE SENSOR
DIGITAL NPT INDICATION (346) = 0% 4. EEC
ARINC TORQUE INDICATION TO FDAU (254) = (NO READING)
INDICATOR ON
EEC MODE
CHECK HIGH PRESSURE OIL PUMP,

PROPELLER COMES OUT OF FEATHER PROPELLER TRANSFER TUBE,
NO
WITHIN 20 SECONDS WHEN CONDITION PROPELLER ACTUATOR AND
LEVER MOVED TO UNFEATHER POSITION? PROPELLER CONTROL UNIT
(REF AMM)
YES
CHECK ENGINE HARNESS. CONTINUITY NO REPAIR / REPLACE

ON LINE 134 LESS THAN OR EQUAL TO ENGINE HARNESS
0.5 OHM? (REF. 720110)
YES
CHECK ENGINE HARNESS. INSULATION

RESISTANCE OF PINS P2 s AND J11 j NO REPAIR / REPLACE
TO OTHER PINS AND BACKSHELL ON ENGINE HARNESS
CONNECTORS GREATER THAN OR EQUAL TO (REF. 720110)
2 MEGOHMS AT 45 VDC?
YES
CONTINUED ON SHEET 2
C64040
EEC Fault Isolation
72-00-02 Page 115

MAINTENANCE MANUAL
CONTINUED FROM SHEET 1
ARE BOTH FAULT CODES YES CARRY OUT CHECKS AS PER

LRU 66 AND 73 SET? LRU FAULT CODES 66 AND 73
NO

NO

NO

NO
REPLACE EEC
(REF. 720110)
NOTE: FAULT CODE LRU 10 EXISTS IF:

1. NP IS BELOW 30%, FEATHER IS NOT COMMANDED FOR 20 SECONDS AND NH IS ABOVE 72%
2. BOTH FAULT CODES LRU 66 AND 73 ARE SET
C26353
EEC Fault Isolation
72-00-02 Page 116

MAINTENANCE MANUAL

11 STEPPER MOTOR W/A CIRCUIT
(SMSVIF)

ENGINE CONTROL SYSTEM FAULT (ECSF) 1. HARNESS
INDICATOR ON 2. MFCU STEPPER MOTOR
3. EEC
CHECK HARNESS. CONTINUITY ON NO REPAIR / REPLACE HARNESS

LINES 174, 175, LESS THAN 0.5 OHMS? (REF. 720110)
YES
CHECK MFCU STEPPER MOTOR. NO REPLACE MFCU

CONTINUITY BETWEEN PINS J8G
(REF. 720110)
AND J8F, BETWEEN 115 AND 155 OHMS?
YES
REPLACE EEC (REF. 720110)
C68382
EEC Fault Isolation
Figure 107
72-00-02 Page 117

MAINTENANCE MANUAL

12 DUAL NH (NHTIF)

INTERCOMPRESSOR BLEED VALVE CLOSED 1. NH OVERSPEED
NO NPT GOVERNING 2. ABNORMAL ENGINE SHUTDOWN
NO AUTOIGNITION 3. HARNESS
DIGITAL NH INDICATOR (245) = 0% 4. NH SENSORS
ENGINE CONTROL SYSTEM FAULT (ECSF) 5. EEC
INDICATOR ON
EEC MODE
HAS NH EXCEEDED 110% AND YES TAKE APPROPRIATE ACTION

FAULT CODES LRU 80 AND 81 FOR NH OVERSPEED
ALSO SET?
NO
WAS ENGINE SHUT DOWN BY

INTERRUPTING FUEL SUPPLY
WITH CONDITION LEVER IN YES
SYSTEM NORMAL
UNFEATHER POSITION AND
FAULT CODES LRU 82 AND 83
ALSO SET?
NO
ARE ONLY LRU 81 AND 82 YES CARRY OUT CHECK AS PER

ALSO SET? LRU FAULT CODES 81 AND 82
NO
ARE ONLY LRU 80 AND 83 YES CARRY OUT CHECK AS PER

ALSO SET? LRU FAULT CODES 80 AND 83
NO
NOTE: THIS FAULT IS SET IF:
1. LRU 80 AND 81 ARE BOTH SET
5. END OF CONVERSION IS FOUND FOR EITHER PROBE.
C64042
EEC Fault Isolation
Figure 108
72-00-02 Page 118

MAINTENANCE MANUAL

14 DUAL TEMP
(TATIF)

ECSF INDICATOR ON 1. EEC
NO NPT U/S GOVERNING 2. T1.8 SENSOR
ARINC "ADC" TAT (211) = 0 3. ADC
ARINC "EEC" T1.8 (211) = 0
ARINC "TORQUE BUG" (344) = 0%
EEC MODE
REPLACE EEC (REF. 720110) NO

AND RERUN ENGINE. SYSTEM NORMAL
FAULT PERSISTS?
YES
IS FAULT CODE LRU 78 FOR YES RECTIFY T1.8 SENSOR AS

ENGINE INLET TEMPERATURE
PER LRU FAULT CODE 78
SENSOR SET?
NO
IS FAULT CODE LRU 52 FOR YES RECTIFY TAT ADC AS PER

ADC TOTAL AIR TEMPERATURE
LRU FAULT CODE 52
SET?
NO
SYSTEM NORMAL
NOTE: THIS FAULT IS SET IF BOTH SOURCES SUPPLYING TEMPERATURE TO THE EEC ARE
DETERMINED TO BE INVALID AND NPT IS ABOVE 60% (I.E. NOT ON THE GROUND).
C64043
EEC Fault Isolation
Figure 109
72-00-02 Page 119

MAINTENANCE MANUAL

15 DUAL PRESSURE
(ALTIF)

INTERCOMPRESSOR BLEED VALVE CONTROL DEGRADED 2. ADC
ARINC "ADC" ALTITUDE (203) = 0 FOOT
ARINC "EEC" ALTITUDE (203) = 0 FOOT
ARINC "SELECTED" ALTITUDE (203) = 0 FOOT
ARINC "TORQUE BUG" (344) = 0%
EEC MODE
REPLACE EEC (REF. 720110) NO

AND RERUN ENGINE. SYSTEM NORMAL
FAULT PERSISTS?
YES
IS FAULT CODE LRU 53 FOR YES RECTIFY ALTITUDE ADC AS

ALTITUDE ADC SET?
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).
C64045
EEC Fault Isolation
Figure 110
72-00-02 Page 120

MAINTENANCE MANUAL

17 NACELLE STATIC PRESSURE
(PSIF)

ARINC "EEC" ALTITUDE (203) = 0 FOOT 1. EEC
ECSF INDICATOR ON
REPLACE EEC
(REF. 720110)
NOTE: 1. THE STATIC PRESSURE TRANSDUCER IS LOCATED ON THE EEC AND IS CONTINUOUSLY
CHECKED OVER A SPECIFIC PRESSURE RANGE.
2. THIS FAULT WILL ALSO SET LRU = 44.
C64046
EEC Fault Isolation
Figure 111
72-00-02 Page 121

MAINTENANCE MANUAL

18 SENSOR CALIBRATION
(EDATIF)

ARINC "EEC" AIRSPEED (206) = 0 KNOT
ECSF INDICATOR ON
REPLACE EEC
(REF. 720110)
NOTE: 1. DURING INITIALIZATION, THE EEC LOCATED PRESSURE TRANSDUCER CALIBRATION DATA IS
VERIFIED. IF INVALID, THIS FAULT IS FLAGGED AND THE EEC ASSUMES DEFAULT VALUES.
C64047
EEC Fault Isolation
Figure 112
72-00-02 Page 122

MAINTENANCE MANUAL

19 NACELLE DELTAP PRESSURE
SENSOR (DELPIF)

ARINC "EEC" AIRSPEED (206) = 0 KNOT 1. EEC
REPLACE EEC
(REF. 720110)
NOTE: 1. THIS DELTAP PRESSURE TRANSDUCER IS LOCATED ON THE EEC AND IS CONTINUOUSLY
CHECKED OVER A SPECIFIC PRESSURE RANGE.
C26427
EEC Fault Isolation
Figure 113
72-00-02 Page 123

MAINTENANCE MANUAL

20 LOW LEVEL GAIN
(SGCIF)

NO PHYSICAL SYMPTOMS OTHER 1. EEC
THAN FAULT CODE INDICATION
AND ECSF INDICATOR ON
REPLACE EEC
(REF. 720110)
NOTE: 1. LOW LEVEL INPUTS (mV) COMING FROM AMBIENT AND DIFFERENTIAL PRESSURE TRANSDUCERS
ARE GAIN CORRECTED WITHIN THE EEC. THIS GAIN CORRECTION ACCOUNTS FOR STRAIN GAGE
EXCITATION VARIATIONS.
C64048
EEC Fault Isolation
Figure 114
72-00-02 Page 124

MAINTENANCE MANUAL

21 LOW LEVEL DRIFT
(DRFTIF)

ARINC "EEC" AIRSPEED (206) = 0 KNOT
ARINC "EEC" T1.8 (211) = 0
ECSF INDICATOR ON
REPLACE EEC
(REF. 720110)
NOTE: 1. THIS DRIFT CORRECTION TO LOW LEVEL (mV) INPUTS IS TO ACCOUNT FOR HARDWARE
AMPLIFIER DRIFT.
C64049
EEC Fault Isolation
Figure 115
72-00-02 Page 125

MAINTENANCE MANUAL

22 SENSOR CALIBRATION
(CJIF)

REPLACE EEC
(REF. 720110)
NOTE: 1. AN INTERNAL EEC COLD JUNCTION IS USED TO CORRECT THE GAIN AND THE DRIFT
OF THE EEC PRESSURE TRANSDUCERS FOR THERMAL VARIATIONS.
C26430
EEC Fault Isolation
Figure 116
72-00-02 Page 126

MAINTENANCE MANUAL

25 HIGH LEVEL GAIN
(GAINIF)
NO PHYSICAL SYMPTOMS OTHER 1. TORQUE SHAFT
THAN FAULT CODE INDICATION CHARACTERIZATION
AND ECSF INDICATOR ON PLUG
2. EEC
IS FAULT CODE LRU 28 YES CARRY OUT CHECK AS PER

ALSO SET? LRU FAULT CODE 28
NO
IS FAULT CODE LRU 29 YES CARRY OUT CHECK AS PER

ALSO SET? LRU FAULT CODE 29
NO
ARE BOTH FAULT CODES LRU 28 AND 29 YES CARRY OUT CHECK AS PER
ALSO SET? LRU FAULT CODE 28 AND 29
NO
REPLACE EEC
(REF. 720110)
NOTE: HIGH LEVER SIGNALS (I.E. VDC) ARE PROCESSED AND CONVERTED TO DIGITAL SIGNALS FOR USE
BY THE EEC. EACH SIGNAL IS GAIN COMPENSATED FOR VARIATIONS IN EXCITATION VOLTAGE.
THE GAIN SIGNAL IS CONTINUOUSLY RANGE CHECKED. VALUES OUTSIDE THIS RANGE ARE
CONSIDERED INVALID AND THIS FAULT IS FLAGGED.
C64050
EEC Fault Isolation
Figure 117
72-00-02 Page 127

MAINTENANCE MANUAL

26 HIGH LEVEL DRIFT
(DRFCIF)

NO PHYSICAL SYMPTOMS OTHER 1. TORQUE SHAFT
THAN FAULT CODE INDICATION CHARACTERIZATION
AND ECSF INDICATOR ON PLUG
2. EEC
PROCEED AS FOR FAULT CODE

LRU 25
NOTE: HIGH LEVER SIGNALS (I.E. VDC) ARE DRIFT COMPENSATED FOR VARIATIONS IN TEMPERATURE.
THIS FAULT MAY ALSO OCCUR DUE TO AN ELECTRICAL POWER INTERRUPTION OR POWER
SUPPLY VOLTAGE REDUCTION.
C64051
EEC Fault Isolation
Figure 118
72-00-02 Page 128

MAINTENANCE MANUAL

28 Q2 GAIN
(TGTIF)

TORQUE INDICATION MAY BE INACCURATE 1. TORQUE SHAFT
EEC WILL USE EEROM STORED VALUE CHARACTERIZATION
ECSF INDICATOR ON PLUG
2. EEC
TORQUE SHAFT CHARACTERIZATION PLUG NO ENSURE IT

IN PLACE (J4 OF EEC)? IS IN PLACE
YES
REPLACE
CHECK CONTINUITY RESISTANCE BETWEEN CHARACTERIZATION
NO
PINS. C TO E WITHIN 1.0% OF VALUE PLUG WITH RESISTOR
SHOWN ON PLUG DATA PLATE (R4)? VALUES R3 AND R4
AS PER DATA PLATE
YES (REF. 720110)
REPLACE EEC
(REF. 720110)
C64053
EEC Fault Isolation
Figure 119
72-00-02 Page 129

MAINTENANCE MANUAL

29 Q2 GAIN
(TBTIF)

TORQUE INDICATION MAY BE INACCURATE 1. TORQUE SHAFT
EEC WILL USE EEROM STORED VALUE CHARACTERIZATION
ECSF INDICATOR ON PLUG
2. EEC

YES
REPLACE
CHARACTERIZATION
CHECK CONTINUITY RESISTANCE BETWEEN NO PLUG WITH RESISTOR
PINS. C TO D WITHIN 1.0% OF VALUE
VALUES R3 AND R4
SHOWN ON PLUG DATA PLATE (R3)?
AS PER DATA PLATE
YES (REF. 720110)
REPLACE EEC
(REF. 720110)
C64054
EEC Fault Isolation
Figure 120
72-00-02 Page 130

MAINTENANCE MANUAL

31 EEPROM
(EROMIF)

REPLACE EEC
(REF. 720110)
NOTE: THIS FAULT IS FLAGGED IN THE EVENT OF A FAILURE IN THE NONVOLATILE

MEMORY OF THE EEC. THE NONVOLATILE MEMORY CANNOT BE ERASED WITH
STANDARD PROCEDURES USING THE INHIBIT/RESET SWITCH.
C26368
EEC Fault Isolation
Figure 121
72-00-02 Page 131

MAINTENANCE MANUAL

32 ARINC OUTPUT
(AROIF)

ALL ARINC OUTPUTS SET TO DEFAULT 1. EEC
VALUES EXCEPT FOR DISCRETE OUTPUTS (270)
ECSF INDICATOR ON
REPLACE EEC
(REF. 720110)
NOTE: NO FAULT CODE IS SET IF THE INTERNAL ARINC DRIVER IS FOUND TO BE DEFECTIVE.
C64056
EEC Fault Isolation
Figure 122
72-00-02 Page 132

MAINTENANCE MANUAL

34 UART INTERFACE
(UARTIF)

AND ECSF INDICATOR ON
REPLACE EEC
(REF. 720110)
NOTE: THE UNIVERSAL ASYNCHRONOUS RECEIVER/TRANSMITTER (UART) IS A DATA BUS USED

FOR MONITORING EEC PARAMETER. THIS FAULT WILL RESULT DUE TO AN INTERNAL EEC
FAULT ONLY. THIS LINK IS ONLY USED BY PWC PERSONNEL AND MAY BE IGNORED AT
THE DISCRETION OF THE OPERATOR.
C64057
EEC Fault Isolation
Figure 123
72-00-02 Page 133

MAINTENANCE MANUAL

39 INTERCOMPRESSOR BLEED
VALVE WRAPAROUND INTERFACE
(HBWAIF)
ENGINE SURGE MAY OCCUR 1. HARNESS
ARINC LABEL 270 BIT 25 SET 2. IBV TORQUE MOTOR
REPAIR / REPLACE
CHECK ENGINE HARNESS. CONTINUITY ON NO
ENGINE HARNESS
LINES 172 AND 173 LESS THAN 0.5 OHM?
(REF. 720110)
YES

RESISTANCE OF PINS P10A, P10C, P1 i, REPAIR / REPLACE
NO
AND P1W TO OTHER PINS AND BACKSHELL ON ENGINE HARNESS
CONNECTORS GREATER THAN 2 MEGOHMS (REF. 720110)
AT 45 VDC?
YES
CHECK IBV TORQUE MOTOR. NO REPLACE IBV TORQUE

CONTINUITY BETWEEN PINS J10A MOTOR AND RECHECK
AND J10C, 133 TO 161 OHMS? CONTINUITY IBV (REF. 720130).
BETWEEN PINS B AND C AND ALSO PIN F
AND GROUND, LESS THAN 100 MILLIOHMS?
YES
REPLACE EEC
(REF. 720110)
NOTE: THIS FAULT IS SET IF THE EEC DOES NOT YET GIVE A POSITIVE INDICATION THAT EITHER PWM NO.
1 OR 3 IS ACTIVE. THE INDICATION TO THE EEC COMES FROM A RANGE CHECK PERFORMED ON
THE OUTPUT WRAPAROUND CIRCUITRY.
C68390
EEC Fault Isolation
Figure 124
72-00-02 Page 134

MAINTENANCE MANUAL

40 LOSS OF ENGINE
CONFIGURATION SIGNAL

ECSF INDICATOR ON 1. TORQUE SHAFT / CONFIG.
STEPPER MOTOR FAIL FIXED DEGRADED CHARACTERIZATION
EEC MODE PLUG
2. EEC

YES
REPLACE
CHARACTERIZATION
CHECK CONTINUITY RESISTANCE BETWEEN NO
PINS, C TO A WITHIN + 1.0% OF VALUE PLUG WITH RESISTOR
SHOWN ON PLUG DATA PLATE (R1) VALUES R1, R3 AND R4
AS PER DATA PLATE
YES (REF. 720110)
REPLACE EEC
(REF. 720110)
C64083
EEC Fault Isolation
Figure 125
72-00-02 Page 135

MAINTENANCE MANUAL

41 LOSS OF ENGINE
CONFIGURATION SIGNAL
NO PHYSICAL SYMTOMS OTHER 1. TORQUE SHAFT / CONFIG.

THAN ECSF INDICATOR ON CHARACTERIZATION
PLUG
2. EEC

YES
REPLACE
CHARACTERIZATION
CHECK CONTINUITY RESISTANCE BETWEEN NO
PINS, C TO A WITHIN + 1.0% OF VALUE PLUG WITH RESISTOR
SHOWN ON PLUG DATA PLATE (R1) VALUES R1, R3 AND R4
AS PER DATA PLATE
YES (REF. 720110)
REPLACE EEC
(REF. 720110)
C64084
EEC Fault Isolation
Figure 126
72-00-02 Page 136

MAINTENANCE MANUAL

43 MFCU IDENTIFICATION FAULT
(MFCID)

ECSF INDICATOR ON 1. TYPE OF MFCU
STEPPER MOTOR FAIL FIXED DEGRADED 2. HARNESS
EEC MODE 3. MFCU
4. EEC
REPLACE WITH
NO
HAS A PW127H MFCU BEEN INSTALLED? CORRECT MFCU
(REF. 720140)
YES
REPAIR / REPLACE
CHECK HARNESS. CONTINUITY ON LINES 186 NO
ENGINE HARNESS
AND 187 LESS THAN 0.5 OHM?
(REF. 720110)
YES
CHECK HARNESS. INSULATION RESISTANCE OF PINS REPAIR / REPLACE

NO
P8J, P8L, P2D AND P2 a TO OTHER PINS AND ENGINE HARNESS
BACKSHELL ON CONNECTOR GREATER THAN 2 MEGOHMS? (REF. 720110)
YES
CHECK MFCU. CONTINUITY BETWEEN PINS NO REPLACE MFCU

J8J AND J8L LESS THAN 1 OHM? (REF. 720140)
YES
CHECK MFCU. INSULATION RESISTANCE OF PINS

J8J AND J8L TO ALL OTHER PINS (EXCEPT TO NO REPLACE MFCU
EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER (REF. 720140)
THAN 2 MEGOHMS AT 45 VDC?
YES
NOTE: THIS FAULT IS SET IF THE EEC DOES NOT ACKNOWLEDGE CONTINUITY BETWEEN PINS J2 a
AND J2D OF THE MFCU. THE PW127H MFCUs PROVIDE HIGHER FLOWS FOR OPERATION
AT PW127H POWERS THAN THE MFCUs INSTALLED ON LOWER POWER ENGINES. THESE
CONNECTED PINS WITHIN THE MFCU ARE A WAY FOR THE EEC TO IDENTIFY A PW127H MFCU.
C64060
EEC Fault Isolation
Figure 127
72-00-02 Page 137

MAINTENANCE MANUAL

44 EEC INTERNAL FAILURE
(ECINTF)

PHYSICAL SYMPTOMS WILL DEPEND ON THE 1. EEC
CAUSE OF THE FAULT. LRU NO. 1722/31/32/34
CAN INDIVIDUALLY SET "ECINTF" WHICH WILL
SHOW THE SPECIFIC ASSOCIATED SYMPTOMS.
REPLACE EEC
(REF. 720110)
C26373
EEC Fault Isolation
Figure 128
72-00-02 Page 138

MAINTENANCE MANUAL

49 ARINC INPUT
(ARINSW)

ARINC "ADC" ALTITUDE (203) = 0 FOOT 1. ADC
ARINC "ADC" AIRSPEED (206) = 0 KNOT 2. HARNESS
ARINC "ADC" TAT (211) = 0 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
YES CARRY OUT CHECK

FAULT OCCURS
OF AIRCRAFT ADC
ON BOTH ENGINES?
SYSTEM (REF. AMM)
NO
SELECT OTHER ADC

AND RUN ENGINE TO NO RECTIFY PROBLEM
CHECK FOR FAULT. WITH ORIGINAL ADC
FAULT STILL EXISTS
(REF. NOTE)?
YES
CHECK ENGINE HARNESS.

REPAIR / REPLACE
CONTINUITY ON LINES NO
ENGINE HARNESS
104 AND 105 LESS THAN
(REF. 720110)
OR EQUAL TO 0.5 OHM?
YES
C68389
EEC Fault Isolation
72-00-02 Page 139

MAINTENANCE MANUAL
CONTINUED FROM SHEET 1

INSULATION RESISTANCE
OF PINS J11 h, J11 z,
P2S AND P2T TO ALL
NO REPAIR / REPLACE
OTHER PINS ON SAME
ENGINE HARNESS
CONNECTOR AND
(REF. 720110)
BACKSHELL GREATER
THAN OR EQUAL TO
2 MEGOHMS AT 45 VAC
OR VDC?
YES
REPLACE EEC
(REF. 720110)
NOTE: INITIAL SYSTEM CHECKS MUST BE CARRIED OUT WHEN THE ENGINE IS RUNNING AND
OUT OF FEATHER SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED
WHEN THE ENGINE IS NOT RUNNING. THIS FAULT IS SET IF THE ARINC INPUT LINK IS
FOUND TO BE INVALID WITH NPT ABOVE 60%.
C26375
EEC Fault Isolation
72-00-02 Page 140

MAINTENANCE MANUAL

52 ARINC LABEL 211
(A211SW)
ARINC "ADC" TAT (211) = 0 1. ADC
ENGINE TORQUE MAY NOT MATCH 2. HARNESS
BUG TORQUE AT 75 DEGREES PLA 3. EEC
WHEN AT THERMALLY RATED POWER
ECSF INDICATOR ON
CARRY OUT CHECK

FAULT OCCURS ON YES
OF AIRCRAFT ADC
BOTH ENGINES?
SYSTEM (REF. AMM)
NO
SELECT OTHER ADC

CHECK FOR FAULT.
WITH ORIGINAL ADC
FAULT STILL EXISTS
(REF. NOTE)?
YES
DOES FAULT CODE

YES CARRY OUT CHECK
LRU 49 (ARINC INPUT)
AS PER LRU FAULT CODE 49
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.
C64063
EEC Fault Isolation
Figure 130
72-00-02 Page 141

MAINTENANCE MANUAL

53 ARINC LABEL 203
(A203SW)
ARINC "ADC" ALTITUDE (203) = 0 FEET 1. ADC
ECSF INDICATOR ON
CARRY OUT CHECK

FAULT OCCURS ON YES
OF AIRCRAFT ADC
BOTH ENGINES?
SYSTEM (REF. AMM)
NO
SELECT OTHER ADC

CHECK FOR FAULT.
WITH ORIGINAL ADC
FAULT STILL EXISTS
(REF. NOTE)?
YES
DOES FAULT CODE

YES CARRY OUT CHECK
EXIST?
NO
SYSTEM NORMAL
C64065
EEC Fault Isolation
Figure 131
72-00-02 Page 142

MAINTENANCE MANUAL

54 ARINC LABEL 206
(A206SW)
ARINC "ADC" AIRSPEED (206) = 0 KNOT 1. ADC
ECSF INDICATOR ON
CARRY OUT CHECK

FAULT OCCURS ON YES
OF AIRCRAFT ADC
BOTH ENGINES?
SYSTEM (REF. AMM)
NO
SELECT OTHER ADC

CHECK FOR FAULT.
WITH ORIGINAL ADC
FAULT STILL EXISTS
(REF. NOTE)?
YES
DOES FAULT CODE

YES CARRY OUT CHECK
EXIST?
NO
SYSTEM NORMAL
C64066
EEC Fault Isolation
Figure 132
72-00-02 Page 143

MAINTENANCE MANUAL

57 ENGINE/GEARBOX
OVER TORQUE FAULT NO. 1
(Q22TQE)
NO PHYSICAL SYMPTOMS OTHER
ECSF INDICATOR ON
RECORD OVERTORQUE IN
LOG BOOK
CARRY OUT MAINTENANCE

ACTIONS SPECIFIED IN
CHAPTER 055000.
NOTE: THIS FAULT OCCURS WHEN THE ENGINE TORQUE IS BETWEEN 122% AND 137% (12800 14440
LB. FT. ) FOR A CONTINUOUS PERIOD OF TIME GREATER THAN 20 AND LESS THAN 300 SECONDS,
OR WHEN THE ENGINE TORQUE IS BETWEEN 100% AND 122% (1050412800 LB. FT.) FOR A
CONTINUOUS PERIOD OF TIME GREATER THAN 600 SECONDS.
C64068
EEC Fault Isolation
Figure 133
72-00-02 Page 144

MAINTENANCE MANUAL

58 ENGINE / GEARBOX
OVERTORQUE FAULT NO. 2
(Q37TQE)
ECSF INDICATOR ON
LOG BOOK
CARRY OUT MAINTENANCE

ACTIONS SPECIFIED IN
CHAPTERS 055000.
NOTE: THIS FAULT IS SET IF THE FOLLOWING TORQUE LEVELS ARE MAINTAINED FOR THE CONTINUOUS
PERIODS INDICATED:
TORQUE BETWEEN (%) TORQUE VAL (LB. FT.) TORQUE PERIOD (SEC)
137.5 142.8 14440 15000 LESS THAN 256.6 OR

142.8 147.6 15000 15500 LESS THAN 217.9 OR
147.6 152.3 15500 16000 LESS THAN 179.1 OR
152.3 157.1 16000 16500 LESS THAN 140.4 OR
157.1 161.8 16500 17000 LESS THAN 101.7 OR
161.8 166.6 17000 17500 LESS THAN 62.9 OR
166.6 171.8 17500 18054 LESS THAN 20
C64070
EEC Fault Isolation
Figure 134
72-00-02 Page 145

MAINTENANCE MANUAL

59 ENGINE / GEARBOX
OVERTORQUE FAULT NO. 3
(Q47TQE)
ECSF INDICATOR ON
LOG BOOK
REMOVE RGB MODULE AND

RETURN TO AN OVERHAUL
FACILITY FOR INSPECTION
NOTE: THIS FAULT IS SET FOR THE FOLLOWING TORQUE LEVELS:
TORQUE BETWEEN (%) TORQUE VAL (LB. FT.) TORQUE PERIOD (SEC)
121.8 137.5 12794 14443 GREATER THAN 300.0 OR

137.5 142.8 14443 15000 GREATER THAN 256.6 OR
142.8 147.6 15000 15500 GREATER THAN 217.9 OR
147.6 152.3 15500 16000 GREATER THAN 179.1 OR
152.3 157.1 16000 16500 GREATER THAN 140.4 OR
157.1 161.8 16500 17000 GREATER THAN 101.7 OR
161.8 166.6 17000 17500 GREATER THAN 62.9 OR
166.6 171.8 17500 18054 GREATER THAN 20 OR
TORQUE GREATER THAN 171.89% (18054 LB. FT.)
C64073
EEC Fault Isolation
Figure 135
72-00-02 Page 146

MAINTENANCE MANUAL

61 TAT CROSSCHECK
(TATXIF)
ENGINE TORQUE MAY NOT MATCH 1. ADC
BUG TORQUE AT 75 DEGREES PLA 2. T1.8 SENSOR
WHEN AT THERMALLY RATED POWER 3. EEC
ECSF INDICATOR ON
CARRY OUT CHECK

FAULT OCCURS ON YES OF AIRCRAFT TAT
BOTH ENGINES? MEASUREMENT SYSTEM
(REF. AMM)
NO
SELECT OTHER ADC

CHECK FOR FAULT.
WITH ORIGINAL ADC
FAULT STILL EXISTS
(REF. NOTE)?
YES
REPLACE T1.8 SENSOR

ON ENGINE WITH FAULT. NO
SYSTEM NORMAL
FAULT STILL EXISTS?
(REF. NOTE)?
YES
REPLACE EEC
(REF. 720110)
SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED WHEN THE ENGINE IS NOT RUNNING.
THIS FAULT IS SET IF ADC AND EEC PROBES DIFFER BY MORE THAN + 15.5 C (28 F) IN MCL AND MCR RATINGS
AND + 7.7 C (14 F) FOR OTHER RATINGS, TORQUE OUTPUT IS 90% OF TQBUG, AND PLA IS GREATER THAN
40 DEGREES.
C64074
EEC Fault Isolation
Figure 136
72-00-02 Page 147

MAINTENANCE MANUAL

62 ALT CROSSCHECK
(ALTXIF)
ENGINE TORQUE MAY NOT MATCH 1. ADC
ECSF INDICATOR ON
CARRY OUT CHECK

FAULT OCCURS ON YES OF AIRCRAFT TAT
BOTH ENGINES? MEASUREMENT SYSTEM
(REF. AMM)
NO
SELECT OTHER ADC

CHECK FOR FAULT.
WITH ORIGINAL ADC
FAULT STILL EXISTS
(REF. NOTE)?
YES
REPLACE EEC
(REF. 720110)
SINCE ALL ADC FAULT ACTIONS AND INDICATIONS ARE INHIBITED WHEN THE ENGINE IS NOT RUNNING.
THIS FAULT IS SET IF ADC AND EEC PROBES DIFFER BY MORE THAN + 1 PSIA IN MCL AND MCR RATINGS
AND + 0.5 PSIA FOR OTHER RATINGS WITH PLA ABOVE 40 DEGREES.
C64075
EEC Fault Isolation
Figure 137
72-00-02 Page 148

MAINTENANCE MANUAL

63 TORQUE SENSOR NO. 2
COIL NO. 1 HIGH TORQUE
(Q1IF)
NO PHYSICAL SYMPTOMS OTHER 1. HARNESS

THAN FAULT CODE INDICATION 2. TORQUE SENSOR
AND ECSF INDICATOR ON NO. 2
3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
YES
CHECK HARNESS. INSULATION RESISTANCE OF

NO REPAIR / REPLACE
PINS P7C, P7D, P1P, P1R TO OTHER
HARNESS
PINS AND BACKSHELL ON CONNECTORS
(REF. 720110)
GREATER THAN 2 MEGOHMS AT 45 VDC?
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY REPLACE TORQUE

NO
BETWEEN PINS J7C AND J7D HAVE A SENSOR NO. 2
RESISTANCE BETWEEN 612 AND 664 OHMS? (REF. 720160)
YES
CHECK TORQUE SENSOR NO. 2. INSULATION

RESISTANCE OF PIN J7C TO ALL OTHER PINS REPLACE TORQUE
NO
(EXCEPT J7D) AND BACKSHELL, AND PIN J7D SENSOR NO. 2
TO ALL OTHER PINS (EXCEPT J7C) AND (REF. 720160)
BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?
YES
NOTE: TO SET THIS FAULT, NPT MUST BE BETWEEN 21% AND 135%, FEATHER NOT COMMANDED AND
TORQUE OVER 230%. THIS FAULT IS SPECIFIC TO COIL NO. 1 OF TORQUE SENSOR NO.2.
C68384
EEC Fault Isolation
Figure 138
72-00-02 Page 149

MAINTENANCE MANUAL

COIL NO. 1 LOW TORQUE
(Q1LIF)

3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
YES

NO REPAIR / REPLACE
HARNESS
(REF. 720110)
YES

NO
YES

RESISTANCE OF PIN J7C TO ALL OTHER PINS REPLACE TORQUE
NO
YES
TORQUE LOWER THAN 20%. THIS FAULT IS SPECIFIC TO COIL NO. 1 OF TORQUE SENSOR NO.2.
C68385
EEC Fault Isolation
Figure 139
72-00-02 Page 150

MAINTENANCE MANUAL

COIL NO. 1 H1 NPT
(NP1IF)
NO PHYSICAL SYMPTOMS OTHER 1. NP OVERSPEED
THAN FAULT CODE INDICATION 2. HARNESS
AND ECSF INDICATOR ON 3. TORQUE SENSOR NO. 2
4. EEC
YES FOLLOW APPROPRIIATE

DID NP EXCEED 135%? MAINTENANCE ACTION FOR
NP OVERSPEED (REF. 055000)
NO
CHECK HARNESS. CONTINUITY ON LINES 170 NO REPAIR / REPLACE HARNESS

AND 171 LESS THAN 0.5 OHM? (REF. 720110)
YES

PINS P7C, P7D, P1P, P1R TO OTHER NO REPAIR / REPLACE HARNESS
PINS AND BACKSHELL ON CONNECTORS (REF. 720110)
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY

NO REPLACE TORQUE SENSOR NO. 2
BETWEEN PINS J7C AND J7D HAVE A
(REF. 720160)
RESISTANCE BETWEEN 612 AND 664 OHMS?
YES

RESISTANCE OF PIN J7C TO ALL OTHER PINS NO REPLACE TORQUE SENSOR NO. 2
(EXCEPT J7D) AND BACKSHELL, AND PIN J7D
(REF. 720160)
TO ALL OTHER PINS (EXCEPT J7C) AND
YES
NOTE: THIS FAULT IS SET IF NPT EXCEEDS 135% AND FEATHER IS NOT COMMANDED.
C68387
EEC Fault Isolation
Figure 140
72-00-02 Page 151

MAINTENANCE MANUAL

COIL NO. 1 LOW NPT
(NP1LIF)

3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
YES

NO REPAIR / REPLACE
HARNESS
(REF. 720110)
YES

NO
YES

RESISTANCE OF PIN J7C TO ALL OTHER PINS NO REPLACE TORQUE
YES
NOTE: THIS FAULT IS SET IF FOLLOWING ENGINE START, NPT GOES ABOVE 25%, FEATHER IS NOT
COMMANDED (CLA OUT OF FEATHER POSITION) AND A SUBSEQUENT NPT VALUE IS LOWER THAN 21%.
C68388
EEC Fault Isolation
Figure 141
72-00-02 Page 152

MAINTENANCE MANUAL

67 CONNECTOR FAILURE
(CONNIF)
INTERCOMPRESSOR BLEED VALVE CLOSES 1. EEC CONNECTOR P1

NO AUTOIGNITION 2. EEC
ARINC "EEC" T1.8 (211) = 0
ARINC NH INDICATION (245) = 0%
ARINC LABEL 270 BIT 25 SET
ECSF INDICATOR ON
STEPPER MOTOR FAIL FIXED
NO RECONNECT
IS CONNECTOR P1 SECURELY MATED TO J1?
P1 TO EEC
YES
YES REPAIR / REPLACE

IS ENGINE HARNESS VISUALLY DAMAGED?
(REF. 7201/10)
NO
NOTE: THIS FAULT IS SET IF LRU 74/78/84/90 ARE ALL SIMULTANEOUSLY LATCHED. THESE LRUs
CORRESPOND TO THE TORQUE SHAFT TEMPERATURE, NACELLE AMBIENT TEMPERATURE
AND E1 AND E2 SIGNALS FROM THE RVDT IN THE MFC.
C64082
EEC Fault Isolation
Figure 142
72-00-02 Page 153

MAINTENANCE MANUAL

69 TOTAL TORQUE (FREQUENCY / DIGITAL
CONVERSION) (QTOTSW)
EEC FAULT LAMP ON (FAIL FIX) 1. HARNESS
NO NPT U/S GOVERNING 2. TORQUE SENSOR, NO. 2
ARINC "TORQUE" INDICATION (343) = 0% 3. TORQUE SHAFT
ARINC BUG TORQUE INDICATION (344) = 0% 4. EEC
FAULT CODES SET INCLUDE YES CARRY OUT CHECKS AS PER

ONLY LRU 63 AND 71? LRU FAULT CODES 63 AND 71
NO
FAULT CODES SET INCLUDE YES CARRY OUT CHECKS AS PER

ONLY LRU 64 AND 70? LRU FAULT CODES 64 AND 70
NO
FAULT CODES SET INCLUDE YES

CHECK TORQUE SHAFTS
LRU 64 AND 71 OR 63 AND 70?
NO
REPLACE EEC
(REF. 720110)
NOTE: THIS FAULT IS SET IF:

C26437
EEC Fault Isolation
Figure 143
72-00-02 Page 154

MAINTENANCE MANUAL

COIL NO. 2 HIGH TORQUE
(Q2IF)

NO. 2
3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
YES

NO REPAIR / REPLACE
PINS P7A, P7B, P1 r, P1 q TO OTHER
HARNESS
(REF. 720110)
YES

NO
BETWEEN PINS J7A AND J7B HAVE A SENSOR NO. 2
YES

RESISTANCE OF PIN J7A TO ALL OTHER PINS REPLACE TORQUE
NO
(EXCEPT J7B) AND BACKSHELL, AND PIN J7B SENSOR NO. 2
TO ALL OTHER PINS (EXCEPT J7A) AND (REF. 720160)
YES
TORQUE OVER 230%. THIS FAULT IS SPECIFIC TO COIL NO. 2 OF TORQUE SENSOR NO.2.
C68358
EEC Fault Isolation
Figure 144
72-00-02 Page 155

MAINTENANCE MANUAL

COIL NO. 2 LOW TORQUE
(Q2LIF)

NO. 2
3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
YES

NO REPAIR / REPLACE
PINS P7A, P7B, P1 r, P1 q TO OTHER
HARNESS
(REF. 720110)
YES

NO
BETWEEN PINS J7A AND J7B HAVE A SENSOR NO. 2
YES

RESISTANCE OF PIN J7A TO ALL OTHER PINS NO REPLACE TORQUE
TO ALL OTHER PINS (EXCEPT J7A) AND BACKSHELL (REF. 720160)
ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?
YES
TORQUE LOWER THAN 20%. THIS FAULT IS SPECIFIC TO COIL NO. 2 OF TORQUE SENSOR NO. 2.
C68359
EEC Fault Isolation
Figure 145
72-00-02 Page 156

MAINTENANCE MANUAL

COIL NO. 2 HIGH NPT
(NP2IF)
NO PHYSICAL SYMPTOMS OTHER 1. NP OVERSPEED
3. TORQUE SENSOR NO. 2
4. EEC
FOLLOW APPROPRIATE
YES
NP EXCEEDS 135% MAINTENANCE ACTION FOR
NP OVERSPEED (REF. 055000)
NO
REPAIR / REPLACE
HARNESS
(REF. 720110)
YES

NO REPAIR / REPLACE
PINS P7A, P7B, P1r, P1 q TO OTHER
HARNESS
(REF. 720110)
YES

NO
BETWEEN PINS J7A AND J7B TO HAVE A SENSOR NO. 2
YES

NO
YES
NOTE: THIS FAULT IS SET IF NPT EXCEEDS 135% AND FEATHER IS NOT COMMANDED.
C68360
EEC Fault Isolation
Figure 146
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MAINTENANCE MANUAL

COIL NO. 2 LOW NPT
(NP2LIF)

NO. 2
3. EEC
CHECK CONTINUITY OF ENGINE HARNESS.
DISCONNECT P1 AND P7 CONNECTORS.
RESISTANCE ON LINES 165 AND 166 LESS THAN REPAIR / REPLACE
NO
OR EQUAL TO 0.5 OHM? ENGINE HARNESS
(REF. 720110)
YES
CHECK INSULATION OF ENGINE HARNESS.

REPAIR / REPLACE
RESISTANCE BETWEEN P7A, P7B, P1 r, P1 q NO
ENGINE HARNESS
AND OTHER PINS AND BACKSHELL ON CONNECTORS
(REF. 720110)
GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?
YES
CHECK CONTINUITY OF TORQUE SENSOR REPLACE TORQUE

NO
NO. 2. PINS J7A AND J7B HAVE A SENSOR NO. 2
YES

NO
YES
NOTE: THIS FAULT IS SET IF FOLLOWING ENGINE START, NPT GOES ABOVE 25%, FEATHER IS NOT
COMMANDED (CLA OUT OF FEATHER POSITION) AND A SUBSEQUENT NPT VALUE IS LOWER THAN 21%.
C68361
EEC Fault Isolation
Figure 147
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MAINTENANCE MANUAL

74 TEMPERATURE COMPENSATION
TORQUE SENSOR NO. 2 (TQ1F)
TORQUE INDICATION AND OUTPUT COULD 1. HARNESS
DIFFER BETWEEN LHS AND RHS ENGINE AS A 2. TORQUE SENSOR NO. 2
FUNCTION OF ENGINE OIL TEMPERATURE 3. EEC
CHECK CONTINUITY OF ENGINE HARNESS. REPLACE ELECTRICAL

NO
RESISTANCE ON LINES 167, 168 AND 169 HARNESS
LESS THAN OR EQUAL TO 0.5 OHM? (REF. 720110)
YES
CHECK HARNESS. INSULATION RESISTANCE

OF PINS P1L, P1 e, P1 p, P7E, P7F REPLACE ELECTRICAL
NO
AND P7G TO OTHER PINS ON BACKSHELL AND HARNESS
CONNECTORS GREATER THAN OR EQUAL TO (REF. 720110)
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY OF

NO REPLACE TORQUE
PINS J7G TO J7E, AND J7G TO J7F,
SENSOR NO. 2
109 OHMS NOMINAL (REF. 720160). J7E
(REF. 720160)
TO J7F LESS THAN OR EQUAL TO 1 OHM?
YES

RESISTANCE OF PINS J7E, J7F AND J7G TO REPLACE TORQUE
NO
ALL OTHER PINS (EXCEPT TO EACH OTHER) SENSOR NO. 2
AND BACKSHELL ON CONNECTOR GREATER THAN (REF. 720160)
YES
NOTE: WHEN THIS SIGNAL FAILS, THE EEC WILL DEFAULT TO A TORQUE SHAFT TEMPERATURE OF
80.5 C (176.6 F). THIS FAULT IS SET IF THE TORQUE TEMPERATURE SIGNAL FAILS TO PASS
A RANGE CHECK.
C68362
EEC Fault Isolation
Figure 148
72-00-02 Page 159

MAINTENANCE MANUAL

75 DUAL TORQUE CROSSCHECK
(QXIF)
NO PHYSICAL SYMPTOMS OTHER 1. TORQUE SENSOR

THAN FAULT CODE INDICATION NO. 2
2. HARNESS
CHECK TORQUE SENSOR NO. 2. RESISTANCE REPLACE TORQUE

NO
BETWEEN PINS J7A AND J7B 557589 OHMS SENSOR NO. 2
AND BETWEEN PINS J7C AND J7D 612664 OHMS? (REF. 720160)
YES

RESISTANCE OF PIN J7A AND J7B TO ALL OTHER
PINS (EXCEPT TO EACH OTHER) AND BACKSHELL, REPLACE TORQUE
NO
SENSOR NO. 2
AND OF PINS J7C AND J7D TO ALL OTHER PINS
(EXCEPT TO EACH OTHER) AND BACKSHELL ON (REF. 720160)
CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?
YES
REPAIR / REPLACE
CHECK HARNESS. IS CONTINUITY ON LINES NO
HARNESS
165, 166, 170 AND 171 LESS THAN 0.5 OHM?
(REF. 720110)
YES

REPAIR / REPLACE
PINS P7A, P7B, P7C, P7D, P1 r, P1 q , P1P NO
HARNESS
AND P1R TO OTHER PINS AND BACKSHELL ON
(REF. 720110)
YES
SYSTEM NORMAL
NOTE: THIS FAULT IS SET IF NPT IS ABOVE 30%, FEATHER IS NOT COMMANDED, NO FAULTS ARE SET FOR
ANY COILS AND THE DIFFERENCE BETWEEN THE TWO TORQUE COIL READINGS EXCEEDS 5%.
C68363
EEC Fault Isolation
Figure 149
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MAINTENANCE MANUAL

76 DUAL NP CROSSCHECK
TORQUE SENSOR NO. 2
(NPXIF)
NO PHYSICAL SYMPTOMS OTHER 1. TORQUE SENSOR
THAN FAULT CODE INDICATION NO. 2
2. HARNESS
PROCEED WITH CHECK AS PER

LRU FAULT CODE 75
NOTE: THIS FAULT IS SET IF NPT IS ABOVE 30%, FEATHER IS NOT COMMANDED, NO FAULT CODES FOR THE
COILS ARE SET AND THE DIFFERENCE BETWEEN THE TWO NPT COIL READINGS EXCEEDS 5%.
C26393
EEC Fault Isolation
Figure 150
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MAINTENANCE MANUAL

78 INLET TEMPERATURE
(T18IF)
ARINC "EEC" TI.8 (211) = 0 1. T1.8 SENSOR
2. HARNESS
3. EEC
REPLACE ELECTRICAL
CHECK HARNESS CONTINUITY. LINES 160, 161 NO
HARNESS
AND 162 LESS THAN OR EQUAL TO 0.5 OHM?
(REF. 720110)
YES

PINS P1K, P1J, P1d, P43, P42 AND REPLACE ELECTRICAL
NO
P41 TO OTHER PINS AND BACKSHELL ON HARNESS
CONNECTOR GREATER THAN OR EQUAL TO (REF. 720110)
YES
CHECK T1.8 SENSOR. CONTINUITY ON LINES

J43 TO J42 AND J43 TO J41 108 OHMS NO REPLACE T1.8
NOMINAL (REF. 720160)? J42 TO J41 SENSOR
LESS THAN OR EQUAL TO 1 OHM? (REF. 720160)
YES
CHECK T1.8 SENSOR. INSULATION RESISTANCE REPLACE T1.8

NO
OF PINS J4 TO PROBE BODY GREATER THAN OR SENSOR
EQUAL TO 2 MEGOHMS AT 45 VDC? (REF. 720160)
YES
NOTE: THIS FAULT IS SET IF THE INLET TEMPERATURE SENSOR LOCATED ON THE REAR INLET CASE
DOES NOT PASS A RANGE CHECK WHEN NH IS ABOVE 66% (I.E. THE ENGINE RUNNING).
C68364
EEC Fault Isolation
Figure 151
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MAINTENANCE MANUAL

80 NH NO. 1 SENSOR
HIGH RANGE
(NH1IF)
NO PHYSICAL SYMPTOMS OTHER 1. NH OVERSPEED

3. NH SENSOR NO. 1
4. EEC
TAKE APPROPRIATE
NH EXCEEDS 110% AND FAULT CODES YES ACTION FOR NH
LRU 12 AND 81 EXIST? OVERSPEED
(REF. 055000)
NO
CHECK HARNESS CONTINUITY. RESISTANCE REPAIR / REPLACE

NO
ON LINES 163 AND 164 LESS THAN OR EQUAL ENGINE HARNESS
TO 0.5 OHM? (REF. 720110)
YES

RESISTANCE OF PINS P143, P144, P1Z NO REPAIR / REPLACE
P1E TO OTHER PINS AND BACKSHELL ENGINE HARNESS
ON CONNECTORS GREATER THAN OR EQUAL (REF. 720110)
TO 2 MEGOHMS AT 45 VDC?
YES
CONTINUITY OF NH SENSOR NO. 1, PINS J53 NO REPLACE NH

TO J144, 36 TO 45 OHMS SENSOR NO. 1
(COIL RESISTANCE)? (REF. 720160)
YES
NOTE: THIS FAULT IS AUTOMATICALLY SET IF NH EXCEEDS 110%.
C68365
EEC Fault Isolation
Figure 152
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MAINTENANCE MANUAL

81 NH NO. 2 SENSOR
HIGH RANGE
(NH2IF)
NO PHYSICAL SYMPTOMS OTHER 1. NH OVERSPEED

3. NH SENSOR NO. 2
4. EEC
NH EXCEEDS 110% AND FAULT CODES YES TAKE APPROPRIATE

LRU 12 AND 80 EXIST? ACTION FOR NH OVERSPEED
(REF. 055000)
NO

NO
TO 0.5 OHM? (REF. 720110)
YES

RESISTANCE OF PINS P53, P54, P1D, NO REPAIR / REPLACE
P1Y TO OTHER PINS AND BACKSHELL ENGINE HARNESS
YES
REPLACE NH
CONTINUITY OF NH SENSOR NO. 2, PINS J53 NO
SENSOR NO. 2
TO J54, 36 TO 45 OHMS (COIL RESISTANCE)?
(REF. 720160)
YES
CHECK NH SENSOR NO. 2. INSULATION RESISTANCE

NO REPLACE NH
OF PINS J53 AND J54 TO OTHER PINS (EXCEPT TO
SENSOR NO. 2
EACH OTHER) AND BACKSHELL ON CONNECTOR
(REF. 720160)
YES
C68366
EEC Fault Isolation
Figure 153
72-00-02 Page 164

MAINTENANCE MANUAL

82 NH NO. 1 SENSOR
LOW RANGE
(NHECS1)
NO PHYSICAL SYMPTOMS OTHER 1. IMPROPER ENGINE SHUTDOWN

3. NH SENSOR NO. 1
4. EEC
WAS ENGINE SHUT DOWN BY INTERRUPTING FUEL

SUPPLY WITH CONDITION LEVER IN YES
SYSTEM NORMAL
UNFEATHERED POSITION? FAULT CODES
LRU 12 AND 83 EXIST?
NO

NO
TO 0.5 OHM? (REF. 720110)
YES

RESISTANCE OF PINS P143, P144, P1Z, NO REPAIR / REPLACE
P1E AND OTHER PINS AND BACKSHELL ENGINE HARNESS
YES
REPLACE NH
CONTINUITY OF NH SENSOR NO. 1, PINS J143 NO
SENSOR NO. 1
(REF. 720160)
YES
NOTE: THIS FAULT WILL BE SET ONCE A LOW RANGE FAILURE IS DETECTED (NH<30%), NPT
IS ABOVE 30% AND FEATHER IS NOT COMMANDED.
C68367
EEC Fault Isolation
Figure 154
72-00-02 Page 165

MAINTENANCE MANUAL

83 NH NO. 2 SENSOR LOW
RANGE (NHECS2)
NO PHYSICAL SYMPTOMS OTHER 1. IMPROPER ENGINE SHUTDOWN
3. NH SENSOR NO. 2
4. EEC
WAS ENGINE SHUT DOWN BY INTERRUPTING FUEL YES

SUPPLY WITH CONDITION LEVER IN UNFEATHERED SYSTEM NORMAL
POSITION? DO FAULT CODES LRU 12 AND 82 EXIST?
NO
REPAIR / REPLACE
CHECK HARNESS CONTINUITY. RESISTANCE ON LINES NO
ENGINE HARNESS
184 AND 185 LESS THAN OR EQUAL TO 0.5 OHM?
(REF. 720110)
YES
CHECK ENGINE HARNESS. INSULATION RESISTANCE REPAIR / REPLACE

BETWEEN PINS P53, P54, P1D, P1Y AND OTHER NO
ENGINE HARNESS
PINS AND BACKSHELL ON CONNECTORS GREATER (REF. 720110)
THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?
YES
REPLACE NH
CONTINUITY OF NH SENSOR NO. 2, J53 NO
SENSOR NO. 2
(REF. 720160)
YES

NO REPLACE NH
OF PINS J53 AND J54 TO OTHER PINS
SENSOR NO. 2
(EXCEPT TO EACH OTHER) AND BACKSHELL ON
(REF. 720160)
YES
NOTE: THIS FAULT WILL BE SET ONCE A LOW RANGE FAILURE IS DETECTED (NH <30%), NPT IS
ABOVE 30% AND FEATHER IS NOT COMMANDED.
C68368
EEC Fault Isolation
Figure 155
72-00-02 Page 166

MAINTENANCE MANUAL

84 DUAL NH CROSSCHECK
(NHXIF)
THAN FAULT CODE INDICATION 2. NH SENSORS
REPAIR / REPLACE
CHECK HARNESS. CONTINUITY ON LINES 163, NO
HARNESS
164, 184 AND 185 LESS THAN 0.5 OHM?
(REF. 720160)
YES
CHECK HARNESS. INSULATION RESISTANCE OF PINS

NO REPAIR / REPLACE
P143, P144, P53, P54, P1Z, P1E, P1D AND P1Y
HARNESS
TO OTHER PINS AND BACKSHELL ON CONNECTORS
(REF. 720160)
YES
CHECK NH SENSORS. RESISTANCE BETWEEN REPLACE NH SENSOR

PINS J143 AND J44 FOR SENSOR NO. 1 NO NO. 1 AND / OR
AND J53 AND J54 FOR SENSOR NO. 2 SENSOR NO. 2
BETWEEN 36 AND 45 OHMS? (REF. 720160)
YES

NO REPLACE NH
OF PINS J53 AND J54 TO OTHER PINS
SENSOR NO. 2
(EXCEPT TO EACH OTHER) AND BACKSHELL ON
(REF. 720160)
YES
SYSTEM NORMAL
NOTE: THIS FAULT IS SET IF NPT IS ABOVE 30%, FEATHER IS NOT COMMANDED, NO PREVIOUS FAULT
CODES ARE SET FOR ANY OF THE NH PROBES AND THE DIFFERENCE BETWEEN THE TWO
READINGS EXCEEDS 0.9%.
C68369
EEC Fault Isolation
Figure 156
72-00-02 Page 167

MAINTENANCE MANUAL

85 FAIL FIXED WRAPAROUND
(HSS1IF)
1. EEC FAULT LAMP ON (FAIL FIX) 1. AIRCRAFT WIRING
WHEN EEC IS NOT FAILED AND RELAY
2. ENGINE HARNESS
2. EEC FAULT LAMP OFF WHEN
3. MFCU
EEC IS FAILED
4. EEC
CHECK CONTINUITY OF AIRCRAFT FAIL FIXED RELAY. NO REPAIR /REPLACE

DISCONNECT P11. RESISTANCE BETWEEN PINS AIRCRAFT WIRING /
P11AA AND P11 b EQUAL TO VALUE GIVEN IN AMM? RELAY (REF. AMM)
YES
NO REPAIR /REPLACE
APPLY 28 VDC TO PINS P11AA (+) AND P11 b ().
AIRCRAFT WIRING /
MANUAL LAMP OFF?
RELAY (REF. AMM)
YES
NO REPAIR / REPLACE
CHECK ENGINE HARNESS. CONTINUITY ON LINES
ENGINE HARNESS
(REF. 720110)
YES
CHECK ENGINE HARNESS. INSULATION RESISTANCE

NO REPAIR / REPLACE
OF PINS J11AA, J11 b, P2 c AND P2H TO
ENGINE HARNESS
ALL OTHER PINS AND BACKSHELL ON CONNECTORS
(REF. 720110)
GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?
YES
FAULT CODE LRU 92 ALSO SET YES CARRY OUT CHECK AS

(FOR STEPPER MOTOR IN MFCU)? PER LRU FAULT CODE 92
NO
NOTE: THE VOLTAGE SUPPLIED BY THE EEC TO THE FAIL FIXED RELAY AND THE MFCU STEPPER MOTOR
COMES FROM THE SAME DRIVER. THEREFORE, A SHORT CIRCUIT TO GROUND ON ANY ONE OF
THESE CIRCUITS WILL RESULT IN FAULT CODE LRU 85 BEING SET.
C68370
EEC Fault Isolation
Figure 157
72-00-02 Page 168

MAINTENANCE MANUAL

86 AUTOIGNITION WRAPAROUND
(LSS5IF)
AUTOIGNITION MAY NOT BE 1. AIRCRAFT WIRING
COMMANDED IF REQUIRED AND RELAY
2. ENGINE HARNESS
3. EEC
CHECK CONTINUITY OF AIRCRAFT AUTOIGNITION REPAIR /REPLACE

NO
RELAY. DISCONNECT PIN P11. RESISTANCE BETWEEN AIRCRAFT WIRING /
PIN P11B AND 28 VDC EQUAL TO VALUE GIVEN IN AMM? RELAY (REF. AMM)
YES
REPAIR /REPLACE
APPLY GROUND TO PIN P11B (). IGNITION NO
AIRCRAFT WIRING /
COMES ON (ASSUMING GOOD IGNITERS)?
RELAY (REF. AMM)
YES
CHECK ENGINE HARNESS. CONTINUITY OF NO REPAIR / REPLACE

LINE 136 LESS THAN 0.5 OHM? ENGINE HARNESS
(REF. 720110)
YES
CHECK ENGINE HARNESS. INSULATION RESISTANCE

NO REPAIR / REPLACE
OF PINS J11B AND P1C TO ALL OTHER PINS AND
ENGINE HARNESS
BACKSHELL ON CONNECTORS GREATER THAN
(REF. 720110)
YES
NOTE: THIS FAULT IS SET IF EITHER THE AIRCRAFT / ENGINE SYSTEM IS NOT OPERATIONAL
OR THE EEC IS DAMAGED INTERNALLY.
C68371
EEC Fault Isolation
Figure 158
72-00-02 Page 169

MAINTENANCE MANUAL

87 INTERCOMPRESSOR BLEED
WRAPAROUND FAULT
(HSS2IF)

ENGINE SURGE MAY OCCUR AT ALTITUDE 1. ENGINE HARNESS
DURING RAPID PLA MANOEUVER. 2. INTERCOMPRESSOR
BLEED VALVE
TORQUE MOTOR
3. EEC
FOLLOW CHECK AS PER

LRU FAULT CODE 39
C26402A
EEC Fault Isolation
Figure 159
72-00-02 Page 170

MAINTENANCE MANUAL

89 PLA PHASE 1
(PLA1IF)
INTERCOMPRESSOR BLEED VALVE CONTROL DEGRADED 2. MFCU
REPLACE ELECTRICAL
CHECK HARNESS. CONTINUITY ON LINES 179, 180, NO
HARNESS
(REF. 720110)
YES

PINS P8A, P8B, P8P, P8C, P1F, P1 a, P1b REPLACE ELECTRICAL
NO
AND P1 c TO OTHER PINS AND BACKSHELL ON HARNESS
CONNECTORS GREATER THAN 2 MEGOHMS (REF. 720110)
AT 45 VDC?
YES
CHECK MFCU RVDT. CONTINUITY BETWEEN PINS J8A

AND J8B 45 TO 85 OHMS, BETWEEN PINS J8P AND
REPLACE
J8C 70 TO 150 OHMS AND BETWEEN PINS J8R NO
MFCU
AND J8C TO 76 TO 114 OHM?
(REF. 720140)
YES
CHECK MFCU RVDT. INSULATION RESISTANCE OF PINS

J8A AND J8B TO OTHER PINS (EXCEPT TO EACH OTHER)
NO REPLACE
AND BACKSHELL, AND PINS J8P AND J8C TO OTHER
MFCU
PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON
(REF. 720140)
YES
NOTE: THIS FAULT IS SET IF THE PLA NO. 2 SIGNAL FROM THE MFCU RVDT FAILS A RANGE CHECK.
C68372
EEC Fault Isolation
Figure 160
72-00-02 Page 171

MAINTENANCE MANUAL

90 PLA PHASE 2
(PLA2IF)
CHECK HARNESS. CONTINUITY ON LINES P8A / P1F,

NO REPLACE ELECTRICAL
P8B/P1 a, P8R/P1G AND P8C/P1 c
LESS THAN OR EQUAL TO 0.5 OHM? HARNESS
YES

PINS P8A, P8B, P8R, P8C, P1F, P1 a, P1G
NO REPLACE ELECTRICAL
AND P1 c TO OTHER PINS AND BACKSHELL ON
HARNESS
CONNECTORS GREATER THAN OR EQUAL TO
YES
CHECK MFCU RVDT. CONTINUITY BETWEEN PINS J8A REPLACE

NO
AND J8B FROM 45 TO 85 OHMS AND BETWEEN PINS MFCU
J8R AND J8C FROM 76 TO 114 OHMS? (REF. 720140)
YES
CHECK MFCU RVDT. INSULATION RESISTANCE OF PINS

J8A AND J8B TO ALL OTHER PINS (EXCEPT TO EACH
NO REPLACE
OTHER) AND BACKSHELL, AND PINS J8R AND J8C TO
MFCU
ALL OTHER PINS (EXCEPT TO EACH OTHER AND P)
(REF. 720140)
AND BACKSHELL ON CONNECTOR GREATER THAN
YES
NOTE: THIS FAULT IS SET IF THE PLA NO. 2 SIGNAL FROM THE MFCU RVDT FAILS A RANGE CHECK.
C26404
EEC Fault Isolation
Figure 161
72-00-02 Page 172

MAINTENANCE MANUAL

91 PLA TOTAL
(PLAIF)
YES CARRY OUT CHECK AS PER

ONLY FAULT CODE LRU 89 ALSO SET?
LRU FAULT CODE 89
NO
YES CARRY OUT CHECK AS PER

ONLY FAULT CODE LRU 90 ALSO SET?
LRU FAULT CODE 90
NO
CARRY OUT CHECK AS PER

YES LRU FAULT CODE 89 AND 90
BOTH FAULT CODES LRU 89 AND 90 ALSO SET?
TAKING CARE NOT TO REPEAT
NO THE SAME TESTS
NOTE: THIS FAULT IS SET IF THE PLA FAILS A RANGE CHECK.
C26405
EEC Fault Isolation
Figure 162
72-00-02 Page 173

MAINTENANCE MANUAL

92 STEPPER MOTOR PHASE FAULT
(SMCFIF)
2. MFCU STEPPER MOTOR
3. EEC
CHECK HARNESS. CONTINUITY ON LINES 174, 175, NO REPAIR / REPLACE HARNESS

176, 177 AND 178 LESS THAN 0.5 OHM? (REF. 720110)
YES

PINS J8G, P8F, P8S, P8T, P8H, P1U AND P1j,
NO REPAIR / REPLACE HARNESS
P1X, P1 n AND P1 k TO OTHER PINS AND
(REF. 720110)
BACKSHELL ON CONNECTORS GREATER THAN
2 MEGOHMS?
YES
CHECK MFCU STEPPER MOTOR. CONTINUITY

BETWEEN PINS J8G AND J8F, J8G AND NO REPLACE MFCU
J8S, J8G AND J8T AND J8G AND (REF. 720140)
J8H BETWEEN 115 AND 155 OHMS?
YES
CHECK MFCU STEPPER MOTOR. INSULATION

RESISTANCE OF PINS J8F, J8G, J8H, J8S NO REPLACE MFCU
AND J8T TO ALL OTHER PINS (EXCEPT TO
(REF. 720140)
EACH OTHER) AND BACKSHELL ON CONNECTOR
YES
C68373
EEC Fault Isolation
Figure 163
72-00-02 Page 174

MAINTENANCE MANUAL

93 STEPPER MOTOR INTERMITTENT
PHASE FAULT
(SMINTF)
POSSIBLE RANDOM POWER OSCILLATIONS 1. HARNESS
2. MFCU STEPPER MOTOR
3. EEC
YES TROUBLESHOOT AS PER LRU

IS LRU FAULT CODE 92 ALSO SET?
FAULT CODE 92
NO
YES NOTE CODES FOR APPROPRIATE

ARE ANY OTHER FAULT CODES ALSO SET?
TROUBLESHOOTING LATER
NO
POWER PU EEC / CLEAR FAULT CODES AND

SHAKE P1 CONNECTOR
YES
IS FAULT CODE 93 SET?
NO
CHECK HARNESS AND MFCU CONTINUITY.

REPLACE NO PINS U TO j; U TO X; U TO n AND U TO k TO
HARNESS BE BETWEEN 115 AND 165 OHMS (EVEN
WHEN SHAKING P1)
CONTINUED ON SHEET 2 CONTINUED ON SHEET 2

"A" "B"
C26407
EEC Fault Isolation
72-00-02 Page 175

MAINTENANCE MANUAL
CONTINUED FROM CONTINUED FROM

SHEET 1 SHEET 1
"A" "B"
REPLACE CLEAN CHECK FOR CONTAMINATION OF PINS

EEC U, j, X, n AND k
DIRTY
CLEAN CONNECTOR PER MAINTENANCE

PROCEDURE (REF. 720110),
RECONNECT AND TORQUE CONNECTOR
SHAKE P8 CONNECTOR YES
IS FAULT CODE 93 SET?
NO
DISCONNECT P1 AND P8. TEST
REPLACE NO HARNESS LINES 174, 175, 176, 177
HARNESS AND 178 FOR CONTINUITY SHAKING
P8 CONNECTOR
YES
CHECK CONTINUITY AND RESISTANCE

NO BETWEEN THE MFCU PINS G TO F; G TO
REPLACE
S; G TO T AND G TO H BETWEEN 115
MFCU
AND 155 OHM WHILE GENTLY TAPPING
THE SIDE OF THE MFCU CONNECTOR.
YES
CLEAN CONNECTOR PER MAINTENANCE

PROCEDURE (REF. 720110),
RECONNECT AND TORQUE CONNECTOR
CLEAN P1 AND P8 CONNECTOR PER
MAINTENANCE PROCEDURE
(REF. 720110), CONNECT BOTH
CONNECTORS BACK AND TORQUE
THEM TO THE SPECIFIED
TORQUE LEVELS
C68374
EEC Fault Isolation
72-00-02 Page 176

MAINTENANCE MANUAL
FAILURE
UPTRIM LAMP WRAPAROUND
(LSS4IF)

1. UPTRIM LAMP ON AT ALL TIMES 1. UPTRIM LAMP RELAY
2. WIRING HARNESS
2. UPTRIM LAMP OFF WHEN OPPOSITE 3. EEC
ENGINE HAS AUTOFEATHERED
NO REPAIR / REPLACE
UPTRIM LAMP RELAY OK (REF. AMM)? (REF. AMM)
YES
NO REPLACE WIRING
CONTINUITY ON LINE 135 LESS THAN
HARNESS
OR EQUAL TO 0.5 OHM?
(REF. 720110)
YES
INSULATION RESISTANCE OF PIN P2N TO ALL OTHER REPLACE WIRING

PINS AND SHELL P2, AND J11w TO ALL OTHER NO
HARNESS
PINS AND SHELL J11, GREATER THAN OR EQUAL TO (REF. 720110)
YES
NOTE: THIS FAULT IS SET IF THE UPTRIM LAMP DRIVER SYSTEM IS FOUND TO BE INCORRECT.
C68375
EEC Fault Isolation
Figure 165
72-00-02 Page 177

MAINTENANCE MANUAL
LAB INCORRECT EEC CONFIGURATION

INSTALLED
EEC FAULT LAMP ON (FAIL FIX) 1. CHARACTERIZATION PLUG

2. EEC
REPLACE
CHARACTERIZATION YES
PLUG (REF. 720110) SYSTEM NORMAL
OK?
NO
REPLACE EEC
(REF. 720110)
OK?
YES
SYSTEM NORMAL
C37697
EEC Fault Isolation
Figure 166
72-00-02 Page 178

MAINTENANCE MANUAL

AT TAKEOFF PLA, IN EEC MODE, TORQUE 1. MFCU
INDICATED WILL NOT MATCH TORQUE BUG. 2. OVERSPEED GOVERNOR
TORQUE BUG MAY OR MAY NOT BE ACHIEVED 3. PY AIR TUBE
BY ADJUSTING PLA.
SET PLA AT FLIGHT IDLE. CHECK FOR REFERENCE

SELECT MANUAL MODE. ADJUST NO PRESSURE LEAK (REF. 720001,
PLA TO TAKEOFF OR FULL POWER REFERENCE PRESSURE LEAK
LEVER TRAVEL. IS POWER UNABLE TO ACHIEVE TAKEOFF POWER)
SELECTION ATTAINABLE?
YES
REPLACE MFCU (REF. 720140)
C26410
Throttle Stagger
Figure 167
72-00-02 Page 179

MAINTENANCE MANUAL
FAILURE
DUAL AIRSPEED INPUT FAULT
(IASIF)
POSSIBLE TORQUE SPLIT 1. EEC AND
POSSIBLE DEGRADE ENGINE AND PROPELLER 2. ADC
PERFORMANCE 3. WIRING
SYMPTOMS AFTER BOTH LRU 54

LRU = 54 OR RECTIFY AS PER
LRU = 19 ARE SET LRU FAULT CODE 54
LRU 19
REPLACE EEC
(REF. 720110)
NOTE: THIS FAULT IS SET WHEN BOTH ARINC AIRSPEED INPUT FAULT (LRU = 54) AND DELTA
P SENSOR FAULT (LRU = 17) ARE SET.
C26439
Dual Airspeed Input Fault
Figure 168
72-00-02 Page 180

MAINTENANCE MANUAL

ACTUAL OUTPUT TORQUE AT TAKEOFF DOES 1. WIRING HARNESS
NOT MATCH BUG WITH MATCHED PLAs. 2. AIRCRAFT WIRING
SHUT DOWN ENGINE(S).

TURN EEC POWER OFF. CHECK WIRING HARNESS.
DISCONNECT P11. YES CONTINUITY ON NO REPLACE WIRING
HOLDING TRIM SWITCH LINES 127 AND 129 HARNESS
ON, CONTINUITY P11g OK? (REF. 720110)
TO P11MM LESS THAN
OR EQUAL TO 0.5 OHM? YES
NO

INSULATION RESISTANCE
REPAIR / REPLACE OF PINS P2X, P2v, J11 g AND
REPAIR / REPLACE
AND J11MM TO ALL OTHER NO
AIRCRAFT WIRING HARNESS
(REF. AMM) PINS AND BACKSHELL ON
(REF. 720110)
CONNECTORS GREATER THAN
OR EQUAL TO 2 MEGOHMS AT
45 VDC?
C68376
Unable to Trim Actual Power to Torque Bug
Figure 169
72-00-02 Page 181

MAINTENANCE MANUAL

NO EEC FAULT CODES 1. IBV ORIFICE AND FILTER
FAILURE OF INTERCOMPRESSOR BLEED 2. IBV
VALVE (IBV) TO OPEN AT CORRECT TIME
WILL RESULT IN VERY NOISY ENGINE OR
SURGING DURING ACCELERATION
NO CLEAN ORIFICE AND

IBV ORIFICE AND FILTER CHECK OK? FILTER
(REF. 720130) (REF. 720130)
YES
REPLACE IBV (REF. 720130)
C26412
Noisy Engine/Surges at Intermediate Power
Figure 170
72-00-02 Page 182

MAINTENANCE MANUAL

MFCU REVERSION SYSTEM FAULT 1. MFCU
2. WIRING HARNESS
3. AIRCRAFT SYSTEM
CHECK MFCU FOR DAMAGED NO REPLACE MFCU

PINS OK? (REF. 720140)
YES
CHECK MFCU SOLENOID NO REPLACE MFCU

PINS M TO N, 32 TO
(REF. 720140)
55 OHMS, OK?
YES
CONTINUITY LINES 139 NO

REPLACE HARNESS
AND 140 LESS THAN OR
(REF 720110)
EQUAL TO 0.5 OHM?
YES
AIRCRAFT SYSTEM NO
RECTIFY
OK? (REF. AMM)
YES
SYSTEM NORMAL
C68377
Instability or Engine Runaway
Figure 171
72-00-02 Page 183

MAINTENANCE MANUAL

1. WHEN AUTOFEATHER TEST IS SELECTED, 1. AFU
ARMED LAMP DOES NOT ILLUMINATE. 2. ENGINE HARNESS
3. AIRCRAFT WIRING
2. WHEN TEST SWITCHES 1 AND 2 ARE ON, 4. TORQUE SENSOR
ANALOG NEEDLE OF TORQUE INDICATED NO. 1
DOES NOT INDICATE 60% TORQUE.
3. WHEN TEST SWITCH IS RELEASED,

OPPOSITE ENGINE UPTRIM LAMP
DOES NOT ILLUMINATE.
SELECT ATO RATING.

PRESS AUTOFEATHER TEST YES SYSTEM
SWITCHES NO. 1 AND 2 ON.
NORMAL
DOES ARMED LAMP
ILLUMINATE?
NO
CHANGE AFU ON ENGINE

NO. 1. YES SYSTEM
(REF. 720110)
NORMAL
DOES ARMED LAMP
ILLUMINATE?
NO
REINSTALL AFU NO. 1.

CHANGE AFU ON ENGINE
YES SYSTEM
NO. 2.
(REF. 720110) NORMAL
DOES ARMED LAMP
ILLUMINATE?
NO
C26414
Autofeather System Faults
72-00-02 Page 184

MAINTENANCE MANUAL
CONTD FROM
SHEET 1
REINSTALL AFU NO. 2 (REF. 720110).

DISCONNECT P16 AND P6 ON AFU REPAIR/ REPLACE
NO. 1 AND 2. TURN TEST SWITCH NO. 1 NO
AIRCRAFT WIRING
AND 2 ON. ARE THERE 28 VDC ON (REF. AMM)
P16N, P16 a AND P16P TO BOTH
AFU S ?
YES
CHECK AIRCRAFT WIRING FOR HIGH

TORQUE SIGNAL. CONNECTION REPAIR/ REPLACE
NO
BETWEEN AFU NO. 1, P16S TO AFU AIRCRAFT WIRING
NO. 2, P16R AND AFU NO. 1, P16R (REF. AMM)
TO AFU NO. 2, P16S OK ?
YES
CHECK AIRCRAFT WIRING CONTINUITY

ON BOTH ENGINES NO. 1 AND 2 TO
NO REPAIR/ REPLACE
TORQUE SENSOR NO. 1. CONTINUITY
AIRCRAFT WIRING
BETWEEN P16L AND P6D, P16K AND
(REF. AMM)
P6C, P16J AND P6B, P16H AND P6A
LESS THAN OR EQUAL TO 0.5 OHMS ?
YES
CHECK AIRCRAFT WIRING FROM BOTH

AFUS (P16A). REINSTALL P16 AND P6
TO AIRCRAFT WIRING ON AFU NO. 1 AND 2
C26341
72-00-02 Page 185

MAINTENANCE MANUAL
WITH TEST SWITCHES NO. 1

AND 2 ON, DO BOTH TORQUE YES SYSTEM
INDICATOR ANALOG NEEDLES NORMAL
READ 60%?
NO
REPLACE AFU ON ENGINE YES SYSTEM

THAT DOES NOT READ
NORMAL
60% TORQUE. OK?
NO
REINSTALL AFU THAT

NO REPAIR / REPLACE
WAS REMOVED.
AIRCRAFT WIRING
CONTINUITY AFU TO
(REF. AMM)
TORQUE INDICATOR OK?
NO
CHECK AIRCRAFT WIRING CONTINUITY

ON BOTH ENGINES NO. 1 AND 2 TO
NO REPAIR / REPLACE
TORQUE SENSOR NO. 1. CONTINUITY
AIRCRAFT WIRING
P16L TO P6F, P16K TO P6G,
(REF. AMM)
P16J TO P6B AND P16H TO P6A
LESS THAN OR EQUAL TO 0.5 OHM?
YES
C26415
72-00-02 Page 186

MAINTENANCE MANUAL
CHECK TORQUE SENSOR

NO. 1. COIL RESISTANCE
OF PINS J6A TO NO REPLACE
J6B BETWEEN 557 AND TORQUE SENSOR NO. 1
589 OHMS? IS J6G TO (REF. 720160)
J6F 108 OHMS NOM.
AT 20 C (RTD RESISTANCE)?
YES
REPLACE AIRCRAFT
TORQUE INDICATOR
(REF. AMM)
C26416
72-00-02 Page 187

MAINTENANCE MANUAL
ENGINE NO. 2 UPTRIM YES SYSTEM

LAMP ON WHEN TEST NORMAL
SWITCH NO. 1 RELEASED
NO
CHECK CONTINUITY. ENGINE NO. 2 NO REPAIR / REPLACE

HARNESS LINE 135 LESS THAN OR ENGINE
EQUAL TO 0.5 OHM? HARNESS
YES

RESISTANCE ENGINE NO. 2 HARNESS REPAIR / REPLACE
P2N AND J11w TO ALL OTHER PINS NO
ENGINE
AND BACKSHELL ON CONNECTORS HARNESS
GREATER THAN OR EQUAL TO
YES
REPLACE EEC ON ENGINE NO. 2.

RETRY AUTOFEATHER TEST. YES SYSTEM
UPTRIM LAMP ENGINE NO. 2 NORMAL
ILLUMINATES?
NO
REINSTALL EEC ON ENGINE NO. 2. YES SYSTEM

AIRCRAFT WIRING TO P11 w OK? NORMAL
NO
REPLACE AFU ON ENGINE YES SYSTEM

NO. 1. UPTRIM LAMP WORK? NORMAL
NO
INVESTIGATE AIRCRAFT WIRING AND

SYSTEM FROM AFU NO. 1 P16B
(LOW TORQUE INDICATOR DRIVER)
C68378
72-00-02 Page 188

MAINTENANCE MANUAL

WITH ALL CONDITIONS PRESENT TO ARM 1. AFU
AUTOFEATHER SYSTEM ON TAKEOFF, 2. ENGINE HARNESS
SYSTEM DOES NOT ARM 3. AIRCRAFT WIRING
SELECT ATO RATING.

PRESS AUTOFEATHER TEST
SWITHES NO. 1 AND 2 CARRY OUT
ON WITH ENGINE NO. 1 NO INVESTIGATION
RUNNING AT GROUND IDLE. AS PER LRU
RELEASE TEST SWITCH NO. 1. FAULT CODE 91
AUTOFEATHER OPERATES
NORMALLY?
YES
ANALOG TORQUE YES CHECK TORQUE

INDICATION = 0? SHAFT
NO
INVESTIGATE
AIRCRAFT WIRING TO YES SYSTEM
PLA ENABLE
NORMAL
MICROSWITCHES
(REF. AMM). OK?
C26418
Autofeather System Does not Arm on Takeoff
Figure 173
72-00-02 Page 189

MAINTENANCE MANUAL

WHEN PROPELLER IS FEATHERED, 1. AFU
ENGINE POWER INCREASES, 2. ENGINE HARNESS
CAUSED BY NPT GOVERNING NOT BEING 3. AIRCRAFT WIRING
CANCELLED WHEN PROPELLER IS FEATHERED 4. EEC
SET CONDITION
LEVER AT FUEL CUTOFF
POSITION. TURN EEC
POWER OFF. REMOVE YES REPLACE
CONNECTOR P2 FROM EEC
EEC. ARE THERE 28 VDC
ON P2 s OF ENGINE
HARNESS?
NO
CHECK CONTINUITY.
ENGINE HARNESS NO REPAIR / REPLACE
LINE 134 LESS ENGINE
THAN OR EQUAL TO HARNESS
0.5 OHM?
YES

INSULATION RESISTANCE OF
PINS P2 s AND J11 j NO REPAIR / REPLACE
TO ALL OTHER PINS AND ENGINE
BACKSHELL ON CONNECTORS HARNESS
GREATER THAN OR EQUAL TO
YES
INVESTIGATE
AIRCRAFT WIRING.
ARE THERE 28 VDC NO
ON ENGINE HARNESS RECTIFY
DISCONNECT P11 j
WHEN PROPELLER IS
FEATHERED?
YES
SYSTEM NORMAL
C26419
Engine Power Increases as Propeller is Feathered
Figure 174
72-00-02 Page 190


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PRATT & WHITNEY CANADA

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ENGINE - DESCRIPTION AND OPERATION 72-00-00

D. Identification of Engine Bearings, Flanges and Stations 13

ENGINE - DESCRIPTION AND OPERATION (Contd) 72-00-00

C. Dupont Oil Blue Dye (PWC05-026) 80

ENGINE - MAINTENANCE PRACTICES (Contd) 72-00-00

B. Inspection Procedures 225

ENGINE - MAINTENANCE PRACTICES (Contd) 72-00-00

E. Magnetic Particle Inspection 231

ENGINE - SERVICING (Contd) 72-00-00

G. Installation of Turbomachinery in Shipping Container 319

ENGINE - SERVICING (Contd) 72-00-00

13. Oil Consumption Trend Monitoring 340

ENGINE - ADJUSTMENT/TEST (Contd) 72-00-00

B. Leak Check 508

ENGINE - INSPECTION/CHECK (Contd) 72-00-00

8. Low Pressure and High Pressure Impellers - Foreign Object

M. No. 5 Bearing Cavity 629

R. Second-stage Power Turbine Blades and Vane Ring 632H

ENGINE - INSPECTION/CHECK (Contd) 72-00-00

10. Hot Section Component Borescope Inspection Criteria 632R

G. LP Turbine Blades 678

ENGINE - CLEANING/PAINTING 72-00-00

ENGINE - CLEANING/PAINTING (Contd) 72-00-00

C. Turbine Wash 719

ENGINE - FAULT ISOLATION (Contd) 72-00-01

2. Consumable Materials 101

ENGINE - DESCRIPTION AND OPERATION

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

A. Reduction Gearbox (Ref. Figs. 3, 4 and 5)

(1) Front Housing

The propeller brake (Ref. Fig. 5) is a hydromechanical type actuated by solenoid

(2) Rear Housing

TORQUE MOUNTING PAD

HIGH PRESSURE ROTOR (NH)

STARTER MOUNTING PAD

P2.5/T2.5 P4/T4 P6/T6 P7/T7 P8/T8

INPUT DRIVE LIFTING BRACKETS

FEATHERING PUMP DATA PLATE

PROPELLER REDUCTION GEARBOX REDUCTION GEARBOX

135 TOOTH SECOND

The accessory drive cover is mounted on the top rear face.

(3) Input Drive Housing

(4) Accessory Drives

(1) Air Inlet Section

INTERCOMPRESSOR CASE GAS GENERATOR CASE

(2) Compressor Section

(3) Combustion Section

The annular reverse-flow combustion chamber is contained in the gas generator

(4) Turbine Section

C. Accessory Drives (Ref. Fig. 7)

1. Accessory Drive Coupling Gearshaft

D. Identification of Engine Bearings, Flanges and Stations

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

(2) Engine Main Bearings