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Pratt & Whitney Canada: Maintenance Manual MANUAL PART NO. 3017042
Pratt & Whitney Canada: Maintenance Manual MANUAL PART NO. 3017042
MAINTENANCE MANUAL
MANUAL PART NO. 3017042
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
LEP 1 Dec 02/2013 535 Dec 02/2013
2 blank Dec 02/2013 536 blank Dec 02/2013
TABLE OF CONTENTS
SUBJECT PAGE
1. General 501
B. Symbols 501
F. Instruments 505
2. Ground Operating Limits 505
TABLE OF CONTENTS
SUBJECT PAGE
P. Shutdown 534
Q. Bleed Valve Closing Point 535
1. General
A. Use of Procedures
For up-to-date technical accuracy for ground running, trim adjustments etc., the
procedures contained in the Power Plant Section of the airframe manufacturer’s Flight
Manual take precedence and must be referred to.
Before making any control adjustment/check, engine should be run for ten minutes
minimum, and all parameters stabilized.
B. Symbols
The P&WC symbols designated for the working variables used in the adjustment/test
procedures contained in this section, are defined as follows:
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MANUAL PART NO. 3017042
(2) The use of turbine-powered aircraft makes it necessary to improve existing ground
safety precautions. To prevent injury to personnel and damage to property, handling
and working procedures must be suitably modified depending on installations.
When handling or working on turbine-powered aircraft, not only must the areas with
rotating components be avoided, but allowances must also be made for the hot,
high velocity exhaust gases discharged from the exhaust nozzles (Ref. Fig. 501)
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MANUAL PART NO. 3017042
6−FT
43 160 30
25
50 175
20
15
10
150
450
250 5
800
655 1100 0
C3042
Exhaust Danger Area - Typical
Figure 501
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D. Environmental Conditions
In cold weather, it is most important that all fuel pumps and strainers be thoroughly
inspected prior to flight. As long a fuel flows freely from drains in tank and
strainers, it can be assumed that the system is free of ice. Any indication of restricted
flow is cause for heat application. Collect all drainage in a clear container, and
inspect for water globules in the fuel.
A similar condition may exist in lubrication systems, with water coming from
condensation in oil tanks or power section casings.
(3) Precipitation
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output changes are minor, but not insignificant. Freezing rain and slushy snow have
the same effect on power output, and may cling to inlet ducts and screens and
upset air flow to the affected power section.
NOTE: Icing of the governor air pressure tube assembly may occur when
operating at or near the freezing point. This will prevent the normal
operation of the free turbine governor, which may result in an overspeed of
the power section. Heated governor air pressure tube (Post-SB5080) will
prevent icing.
E. Fuel
It is recommended that testing be carried out with the same fuel as is used in service
(Ref. SB5144).
F. Instruments
Testing procedures described depend, for their effectiveness, on the accuracy of cockpit
instrumentation. Instruments should be calibrated frequently to ensure continued
accuracy within the following limits:
Ambient ±1°F
temperature
Ambient ±0.05‘‘ Hg
pressure
Ng and Nf ± 0.5%
rpm
Tt5 ± 5°C (9°F) (system accuracy)
temperature
Torquemeter ± 7 lb.ft. (system accuracy)
2. Ground Operating Limits
The ground operating limits for each power section are as shown in Table 501 (PT6T-3) or
Table 502 (PT6T-3B/-3BE/-3BF/-3BG).
Limits quoted apply for Standard Day Conditions unless otherwise stated.
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NOTE: 1. Overtemperatures are usually preceded by an excessively rapid rise in fuel flow,
compressor speed and inter-turbine temperature. Most commonly they are caused
by excessive fuel in the combustion area prior to light-up. Several momentary
high overtemperatures affect power section life just as seriously as a single
prolonged lower overtemperature.
NOTE: 2. Serious damage to power sections occurs sooner at higher temperatures. When
an overtemperature has occurred, or is anticipated, carry out a normal power
section shutdown. Avoid an emergency shutdown, unless it appears that continued
operation will result in greater damage than is normally associated with an
overtemperature.
NOTE: 3. For approved oils and fuels refer to SB5001 and SB5144 respectively.
NOTE: For complete operating parameters refer to airframe manufacturer’s Flight Manual
A. General
The object of ground testing is to test an engine for mechanical soundness and to
ensure that applicable ground operating parameters are within limits.
To eliminate unnecessary ground running and thus conserve fuel, ground testing
procedures are divided into the fourteen checks detailed in Para. C.through P.. These
checks are not intended to be carried out as routine periodic checks on an engine but as
required in the following cases:
- After component repair or replacement, in accordance with the sequence shown in
Table 503.
- Whenever required as part of troubleshooting (Ref. 72-00-00, FAULT ISOLATION).
- As specified by the Aircraft Manufacturer.
- At the discretion of the operator.
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Oil
Operating Output Pressure Oil
Conditions Max Gas Shaft (PSIG) Temperature
(6) (7) Obs Generator Speed (4) (°C)
Ng Ns
ITT °C RPM RPM P/S RGB P/S (3) RGB (3)
No Load 600 24500 6930 (1) 40 min. 40 min -54 to + 115 -54 to + 115
(64.3%) (5)
Starting 1090 (2) -54 Min. (3) -54 Min (3)
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Oil
Operating Output Pressure Oil
Conditions Max Gas Shaft (PSIG) Temperature
(6) (7) Obs Generator Speed (4) (°C)
NOTE: 1. The output speed is limited to 6930 rpm (105%) at NO LOAD condition. Transient
overspeed (105%<Nf<=110%) is limited to 10 seconds.
NOTE: 2. This value is time-limited (Ref. 72-00-00, INSPECTION/CHECK).
NOTE: 3. Minimum oil temperature for starting is -40°C (-40°F) for 5 C/S (Type II) oil and -53.9°C
(-65°F) for 3 C/S (Type I) oil.
NOTE: 4. These pressure limits apply to normal operating temperatures. During extremely cold
starts, oil pressure may reach 300 psi.
NOTE: 5. This limit is the minimum oil pressure at 4400 rpm (Ns).
NOTE: 6. Engine inlet condition limits for engine operation:
Temperature: -54°C (-65°F) to 57.5°C (135°F)
Altitude: sea level to 20,000 ft.
NOTE: 7. For operating conditions with ambient temperatures above 43°C (110°F), the maximum
allowable oil temperature is 120°C (248°F).
NOTE: 8. Fuel viscosity limit for cold starting is 12 centistokes maximum.
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(8) Maintain starter operation for the required duration (Approx. 15 seconds).
(12) Check that dump valves and gas generator drain valves operate correctly by
observing overboard drain.
(15) Allow the required cooling period for starter before attempting any further operation
(Ref. Aircraft Flight Manual).
NOTE: The following procedure is used as required to clear a power section of trapped
fuel and vapor or in the event of fire in a power section. During the motoring
run, the airflow through the power section purges the fuel vapor or fire from the
combustion, gas generator, turbine and exhaust sections.
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(11) Allow the required cooling period for starter before attempting any further starting
operating (Ref. Aircraft Flight Manual).
(1) Do the pressure test of fuel control pneumatic system by one of the following
methods:
(a) Method A:
4 Apply leak checking fluid (PWC05-007) to all connections in the fuel control
pneumatic system.
5 If leaks are detected, examine the components for defects and replace as
necessary.
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REGULATED AIR 7
PRESSURE 80 (± 5) PSI FRONT
FIRESEAL
6
4
C3602
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1. Tube Assembly
2. Adapter
3. Pressure Gage
4. Elbow
5. Tube Assembly
6. Locknut
7. Tube Assembly
1 Remove the P3 filter bowl and filter element from the power section.
4 Apply leak checking fluid (PWC05-007) to all connections in the fuel control
pneumatic system.
5 If leaks are detected, examine the components for damage and replace as
necessary.
NOTE: The Tt5 temperature compensator may be checked with engine running as
detailed in step (1) following or by using a tester to simulate operating
conditions as detailed in step (2).
(a) On Pre-SB5040 engines, note amount of trim indicated on power section data
plate located on gas generator case in intake plenum area (Ref. Fig. 505).
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5
1 4
A 3
2
C D
VIEW B
(VIEW ON CENTER FIRESEAL)
6 REDUCTION GEARBOX
3
VIEW A
B
7
Z
6
7
Z 4
VIEW C
Post-SB5040/Pre-SB5509 C3603A
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E
VIEW B
(VIEW ON CENTER FIRESEAL)
REDUCTION GEARBOX
VIEW E
Post-SB5509 C191045
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(b) On Post-SB5040 and PT6T-3B engines, note amount of trim indicated on trim
value plates on center fireseal and on gas generator case in intake plenum
area (Ref. Fig. 503).
NOTE: Power section data plate trim is marked in °F on some power sections
and in °C and °F on others. Where trim is marked in °F only, it must
be converted to °C using the following formula:
5
Trim °C = Trim °F x 9
(d) Run for five minutes at a minimum of 75% Ng (90% optimum) to allow
stabilization of operating parameters.
(e) Disconnect power supply lead from temperature compensator (Ref. Fig. 504)
NOTE: This check requires the use of a Barfield Tester 2312G-8 or equivalent.
The tester may be obtained from the following address.
(a) On Pre-SB5040 engines, note amount of trim indicated on power section data
plate located on gas generator case in intake plenum area (Ref. Fig. 505).
(b) On Post-SB5040 and PT6T-3B engines, note amount of trim indicated on trim
value plates on center fireseal and on gas generator case in intake plenum
area (Ref. Fig. 503).
NOTE: Power section data plate trim is marked in °F on some power sections
and in °C and °F on others. Where trim is marked in °F only, it must
be converted to °C using the following formula:
5
Trim °C = Trim °F x 9
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ADJUSTER
PROTECTIVE CAP
INPUT LEAD
C9352
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(h) Reconnect power supply lead to compensator and observe that reading returns
to 600°C.
G. Pre-start Checks
(1) Inspect air inlets thoroughly, and ensure that they are clear of loose nuts, bolts,
tools and other objects which might cause damage and subsequent failure.
(2) Inspect area in vicinity of air inlets and exhaust, and remove any loose objects
which might possibly be ingested or blown rearward by exhaust gases.
(4) Check each power section fuel system for presence of water.
(5) Check engine controls for full travel, freedom of movement and correctness of
direction.
(6) Check oil level in each power section and reduction gearbox oil tank and service as
necessary.
H. Starting
NOTE: 1. Each power section may be started with its fuel system in MANUAL or
AUTOMATIC mode. However it is recommended that the AUTOMATIC mode
be used.
NOTE: 3. Refer to Tables 506 and 507 for power section/reduction gearbox operating oil
pressures and temperatures.
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1 2 3 4
C3149B
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(e) Fuel Boost Pump Switches - ON (Check power section fuel inlet pressure 5
psig minimum).
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(j) Twist-grip Setting - IDLE after stabilized Ng (gas generator speed) of not less
than 12% is reached.
(k) Observe that gas generator accelerates to Idle rpm (51% minimum), and that
nominal inter-turbine starting temperature is not exceeded (Ref. Table 501 or
502).
2 Slowly increase power on second power section until equal power turbine
speed (Nf) on both power sections is obtained.
3 Check that small power increases on one power section produce equal Nf
increases on both power sections, this indicating that both clutches are
engaged.
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(e) Fuel Boost Pump Switches - ON (check power section fuel inlet pressure 5
psig minimum).
(j) Twist-grip Setting - IDLE after stabilized Ng (gas generator speed) of not less
than 12% is reached.
(k) Observe that gas generator accelerates to Idle rpm (51% minimum), and that
nominal inter-turbine starting temperature limits are not exceeded (Ref. Table
501 or 502).
2 Slowly increase power on second power section until equal power turbine
speed (Nf) on both power sections is obtained.
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3 Check that small power increases on one power section produce equal Nf
increases on both power sections, this indicating that both clutches are
engaged.
(3) An unsatisfactory start will occur if one or more of the following take place:
(a) Hot Start - Interturbine temperature (Tt5) exceeds starting temperature limits.
NOTE: A hot start may also be caused by a False Start or a Hung Start.
(b) False or Hung Start - After light-up has occurred, gas generator speed does
not reach 51% within 30 seconds of twist-grip being set to IDLE.
(c) No Start - Power section does not light up within 15 seconds of twist-grip being
set to IDLE.
(e) Sprag clutch of second power section started, fails to engage. In the event of
clutch non-engagement, proceed as follows:
1 Hold power section with the normally engaged clutch at its stabilized speed
- do not decelerate.
2 Shut down power section with the non-engaged clutch and allow rotation to
stop.
4 Start power section with previously non-engaged clutch and listen carefully
for unusual noises indicating a damaged clutch.
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7 Run the power section with the suspect clutch, at Flight Idle for five
minutes.
8 Shut down power section and inspect reduction gearbox output section oil
filter and chip detector.
NOTE: If condition of oil filter and chip detector is satisfactory, the engine
may remain in service.
WARNING: ENSURE THAT THE AIRCRAFT IS PROPERLY TIED DOWN (REF. AIRCRAFT
FLIGHT MANUAL).
CAUTION: AT AMBIENT TEMPERATURES BELOW MINUS 4°C (+25°F), USE SLAVE
STOP (PWC32821) IN PLACE OF PART POWER TRIM STOP.
NOTE: 1. The maximum gas generator speed adjustment and the manual-automatic
interconnect linkage adjustment affect each other. Hence, the entire
procedure in this check must be carried out whenever either of these
adjustments requires checking.
NOTE: 2. To ensure the capability of setting the gas generator maximum speed stop
under a wide variety of ambient conditions without exceeding engine
operating limits, an intergral part power trim stop is provided. If, due to extreme
cold weather, the required Ng cannot be obtained using the integral stop,
use Slave Stop (PWC32821). The part power trim stop, when in use, enables
adjustment of the maximum obtainable Ng at lower power settings.
NOTE: 3. During adjustment of the gas generator maximum speed stop, ensure the
following conditions:
(1) Remove pin securing part power trim stop in stowed position.
(2) If required install slave stop (PWC32821) in place of part power trim stop.
(3) Rotate part power trim stop in ’’in use‘‘ position so that it limits travel of automatic
fuel control arm.
(4) Install cotterpin to secure stop and bend ends of pin over.
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AUTOMATIC FUEL
CONTROL ARM
A MAX. STOP
2 ADJUSTMENT
COTTER PIN (AUTOMATIC FUEL
CONTROL)
MANUAL−AUTOMATIC
INTER−CONNECT LINKAGE 4
ADJUSTMENT (PRE−SB5089)
(REF. DETAIL B
FOR POST−SB5089)
SPACER
DETAIL B
4
MANUAL MAX. MANUAL−AUTOMATIC
STOP MAX. STOP ADJUSTMENT INTER−CONNECT LINKAGE
5 (MANUAL CONTROL) ADJUSTMENT (POST−SB5089
3 CLEARANCE
MANUAL CONTROL ARM AND PT6T−3B)
C9351B
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NOTE: Ensure that torque limit is not exceeded (Ref. Airframe Manual).
On PT6T-3 Engines:
36614 (96.1%) to 36995 (97.1%) with part power trim stop
or
35200 (92.4%) to 35400 (92.9%) with slave stop.
(e) If necessary, adjust automatic fuel control arm maximum stop adjuster (2) to
obtain Ng values as follows:
On PT6T-3 Engines:
36700 (96.3%) with part power trim stop
or
35300 (92.6%) with slave stop.
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(h) Remove pin from stop. Rotate part power trim stop to stowed position or
remove slave stop and install part power trim stop in stowed position.
(i) Secure stop with a new pin and bend ends of pin.
(6) On Pre-SB5165 engines, hold automatic fuel control arm in contact with maximum
stop and proceed as follows:
(a) On Pre-SB5089 engines, check that pointer on manual fuel control unit (MFCU)
indicates 90 degrees.
(b) If necessary, apply finger pressure to automatic fuel control arm to ensure
contact with stop and adjust manual-automatic interconnect adjuster (4) to
obtain 90 degrees on pointer.
1 With indicator at zero degrees (minimum stop), retard automatic fuel control
arm to compress spring and to disengage spacer tangs from self-locking
nut.
NOTE: Ensure that spacer tangs are correctly positioned on nut flats and
between tangs of interconnect lever. (Ref. Detail B.)
6 If pointer deviates from 0 degrees by more than 1/16 (0.0625) in., MFCU
must be replaced.
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(a) Hold automatic fuel control arm in contact with maximum stop (95 degrees)
and check that clearance (3) between MFCU arm maximum stop adjuster (5)
and maximum stop is 0.015 in. to 0.020 inch.
(e) If pointer deviates from 0 degrees by more than 1/16 (0.0625) in., MFCU must
be replaced.
(9) Carry out several transfers from Automatic to Manual and vice versa.
(10) Check that successful transfer has taken place in both directions by observing shift
of parameters.
NOTE: 2. If operator flies below 5000 ft., ground check as above is acceptable. If
operator flies above 5000 ft., the cross over must be checked as per
Aircraft Maintenance Manual.
(c) Check that Ng is between 19350 (51%) and 20000 rpm (52.5%).
(d) If necessary, adjust idle stop (7) to bring Ng within required range.
NOTE: The difference between Ng idle speeds of both power sections must
not exceed 250 rpm.
(e) On completion of check, torque idle stop locknut 20 to 25 lb.in. and lockwire.
For instructions on setting the Nf governor maximum and minimum stops, refer to the
Aircraft Maintenance Manual.
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NOTE: For alternate instructions on setting the TCU torque limiter, refer to the
aircraft maintenance manual.
(4) Gradually increase collective pitch and check that the maximum obtainable sum of
the torque readouts of the two power sections is within the range specified by the
aircraft manufacturer.
(5) If necessary adjust torque control unit to bring torque within required range (Ref.
Fig. 507).
NOTE: 2. This is the only adjustment permissible on the torque control unit.
(4) Gradually increase collective pitch and check that the maximum obtainable sum of
the torque readouts of the two power sections is within the range specified by the
aircraft manufacturer.
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C9338
Torque Control Unit Adjustment
Figure 507
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FINE ADJUSTMENT
C22210B
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(5) If necessary adjust torque limiter ’’fine‘‘ adjustment (Ref. Fig. 508) to bring torque
within required range.
NOTE: 1. For alternate instructions on setting the TCU torque limiter, refer to the
aircraft maintenance manual.
NOTE: 3. Full travel (stop to stop) is equivalent to one coarse adjustment position
change. The fine adjustment screw shall be returned to the nominal
(center) position prior to any coarse adjustment change. Turn the coarse
adjuster as required.
The purpose of the performance/ power assurance check is to detect any signs of
engine deterioration.
All forms of engine deterioration can cause increased Tt5 and fuel consumption at a
given power output. Compressor deterioration which in most cases, is due to dirt deposits,
causes increase of Ng at given power settings. This can be remedied by Field
Cleaning (Ref. 72-00-00, ENGINE - CLEANING). Hot section deterioration, in addition to
causing Tt5 increases, causes decreases, in Ng at given power settings.
If the observed parameters are outside the limits quoted for the installed engine,
instrument or engine faults are indicated and reference must be made to the applicable
troubleshooting procedures (Ref. 72-00-00, FAULT ISOLATION).
N. Acceleration
(5) Record time taken to accelerate to 90% Ng. Maximum acceptable time is 4
seconds.
71-00-00
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(6) If acceleration time exceeds limits, rotate acceleration adjuster on fuel control unit
clockwise to increase rate of acceleration.
NOTE: 2. Adjuster must be rotated one click at a time, repeating Steps (3) and (4)
after each adjustment. If acceleration time is not met within a maximum
of three clicks in either direction from the datum line, the AFCU must
be replaced.
(1) With the engine running at ground idle, advance (rotate) the throttle of one power
section to full throttle position and allow Ng to stabilize.
(2) Retard throttle as quickly as possible (approximately one second), allowing the
power section to decelerate to idle speed.
(3) Repeat steps (1) and (2) for the second power section.
(4) Replace the fuel surge accumulator if engine flame-out, rumble, or compressor stall
occurs during the rapid deceleration check.
P. Shutdown
(2) Allow both power sections to stabilize for a minimum of one minute at Idle.
(4) Check for any changes in run-down time, which should not be less than 20
seconds from Idle and listen for any unusual noises such as scraping, rubbing or
grinding.
(7) Check that dump valves and gas generator drain valves operate correctly by
observing overboard drain.
(8) Check engine for fuel and/or oil leaks (Ref. Table 508).
71-00-00
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(1) Perform Bleed valve closing point (Ref. 75-30-00 Adjustment/ Test).
71-00-00
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