PW3D MM 71.00 PWR Plant Adj Test R45

MAINTENANCE MANUAL 71-00-00 - POWER PLANT - ADJUSTMENT/TEST
Manual Part No.3040592 Rev. 45.0 - 26/JUN/23
71-00-00
Engine Model(s): MODEL(S)PT6T-3D/PT6T-3DE/PT6T-3DF
POWER PLANT - ADJUSTMENT/TEST

1. General
A. Use of Procedures
This section contains information for PT6T-3D/-3DE/-3DF engine ground running for checks and
adjustment/test procedures to verify integrity of installed/replaced items and to facilitate
troubleshooting. These procedures are applicable solely to Pratt & Whitney Canada (P&WC)
supplied items and do not cover any airframe supplied parts.
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:
Pamb Ambient pressure

Pt2 Total pressure - compressor inlet
Tt2 Total temperature - compressor inlet
Tt5 Inter-turbine temperature
Wf Fuel flow
Ng Gas generator rpm
Nf Power turbine rpm
C. Ground Safety Precautions
WARNING: AT TAKEOFF POWER, THE EXHAUST STREAM MAY PICK UP AND THROW
LOOSE DIRT, GRAVEL AND OTHER DEBRIS OVER A CONSIDERABLE
DISTANCE. PRECAUTIONS MUST BE TAKEN DURING ENGINE RUNNING TO
AVOID INJURY TO PERSONNEL AND DAMAGE TO PROPERTY.
OCCASIONALLY, DURING POWER SECTION STARTING, EXCESS FUEL
ACCUMULATES IN EXHAUST DUCT WHICH WHEN IGNITED CAUSES LONG
FLAMES TO BE EMITTED FROM THE EXHAUST. PERSONNEL MUST ENSURE
THAT THE RUN UP AREA IS CLEAR OF INFLAMMABLE MATERIALS AND
GROUND EQUIPMENT.
WARNING: CARBON MONOXIDE CONTENT OF EXHAUST GASES IS RELATIVELY LOW.

HOWEVER OTHER GASES ARE PRESENT WHICH HAVE A DISAGREEABLE
ODOR AND AN IRRITATING EFFECT ON SKIN TISSUE. EXPOSURE
USUALLY RESULTS IN WATERING OF THE EYES ACCOMPANIED BY A
BURNING SENSATION. LESS NOTICEABLE, BUT EQUALLY AS HAZARDOUS
IS THE DANGER OF RESPIRATORY IRRITATION. FOR BOTH OF THESE
REASONS, EXPOSURE TO EXHAUST GASES SHOULD BE AVOIDED,
PARTICULARLY IN CONFINED SPACES.
WARNING: AFTER POWER SECTION OPERATION, SUFFICIENT TIME MUST BE

ALLOWED FOR COOL DOWN BEFORE INSPECTING OR WORKING IN THE
EXHAUST CASE AREA.
Export Classification: Outside US (EAR): NSR, US (EAR): NSR, Outside US (ITAR): NSR, US (ITAR): Page 1
NSR, EIPA (ECL): NSR, DPA (CGD): NSR
Printed on 28/JUN/23 P&WC Proprietary – subject to restrictions in Technical Data Agreement
WARNING: ALL JET FUELS AND LUBRICATING OILS HAVE AN INJURIOUS EFFECT ON
THE SKIN. PRECAUTIONS MUST BE TAKEN TO AVOID CONTACT AS MUCH
AS POSSIBLE.
CAUTION: POWER SECTION COMPRESSOR INLET CASES ARE DESIGNED FOR

RELATIVELY LOW INTAKE AIR VELOCITY. NEVERTHELESS THE
IMMEDIATE AREA OF THE INLETS MUST BE FREE FROM LOOSE
OBJECTS, SAND, GRIT, RAGS AND SPILLED FLUIDS WHICH COULD
PASS THROUGH THE INLET SCREENS AND CONTAMINATE OR DAMAGE
COMPRESSOR BLADES.
(1) The preceding WARNINGS and CAUTIONS shall be

observed.
(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)
Figure 501 Exhaust Danger Area - Typical
c3042
D. Environmental Conditions
(1) Ambient Conditions
CAUTION: WHEN STARTING AN ENGINE THAT HAS BEEN EXPOSED TO LOW

AMBIENT TEMPERATURES, FUEL AND OIL PRESSURES MUST BE
CAREFULLY OBSERVED. LACK OF, OR BELOW NORMAL PRESSURE
INDICATIONS ARE CAUSE FOR IMMEDIATE SHUTDOWN.
Engine performance is greatly affected by surrounding atmospheric conditions, so it is

essential that accurate values of barometric pressure (not corrected to sea level) and
ambient temperature in the immediate area at the time of testing be obtained.
Furthermore, it is highly desirable that power section trimming and performance checks be
carried out with low wind velocity, and with the intake facing the wind.
(2) Cold Weather
CAUTION: FUEL DRAINING FROM AFFECTED COMPONENTS AFTER APPLYING

HEAT FOR SEVERAL MINUTES DOES NOT NECESSARILY MEAN THAT
ALL ICE HAS MELTED. LUMPS MAY STILL REMAIN AS A SERIOUS
HAZARD. HEATING MUST BE CONTINUED FOR A SHORT TIME AFTER
FUEL BEGINS TO FLOW AND DRAINED FUEL INSPECTED UNTIL IT IS
EVIDENT THAT ALL WATER HAS BEEN REMOVED.
As temperature drops, water becomes less soluble in fuel, with the result that water and
fuel separate, and water seeks the lowest point in the fuel system or accessory. If
temperature drops sufficiently, water freezes in the fuel and forms tiny needle-shaped
crystals which may impinge on strainers and restrict fuel flow. In extreme cases fuel flow
may be blocked entirely. This condition is evidenced by a drop in fuel pressure to the power
section. The remedy for this condition is to apply heat to affected components.
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
Performance checks and engine adjustments should not be attempted in moderate to heavy
precipitation. Water, snow or ice entering engine inlets causes changes in power output
proportional to the amount entering the affected power section. Power 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.
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 temperature ±1°F

Ambient pressure ±0.05" Hg
Ng and Nf rpm ± 0.5%

Tt5 temperature ± 5°C (9°F) (system accuracy)
Torquemeter ± 7 lb.ft. (system accuracy)
2. Ground Operating Limits

The ground operating limits for each power section are as shown in Table 501.
Limits quoted apply for Standard Day Conditions unless otherwise stated.
If during testing procedures, overtemperature, overspeed or overtorque conditions occur, refer to
Special Condition Inspection Procedures (Ref. 72-00-00, INSPECTION/CHECK) for the applicable
action to be taken.
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.
3. Ground Testing Procedures
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 thirteen checks detailed in Para. C. through N.. 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 502.
- Whenever required as part of troubleshooting (Ref. 72-00-00, FAULT ISOLATION).
- As specified by the Aircraft Manufacturer.
- At the discretion of the operator.
Table 501 Ground Operating Limits - PT6T-3D/-3DE/-3DF Engines
Operating Max Oil Oil

Conditions Obs Gas Output Pressure Temperature
(6) (8) ITT °C Generator Shaft (PSIG) (°C) (7)
Speed Speed (4)
Ng Ns P/S RGB P/S (3) RGB (3)

RPM RPM
No Load 600 24500 6930 40 40 min -54 to + -54 to +

(64.2%) (1) min. (5) 115 115
Starting 1090 -54 Min. -54 Min

(2) (3) (3)
Operating Max Oil Oil

Conditions Obs Gas Output Pressure Temperature
(6) (8) ITT °C Generator Shaft (PSIG) (°C) (7)
Speed Speed (4)
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 psig.
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 more than 43 °C

(110 °F), the maximum permitted oil temperature is 120 °C (248 °F). If
more than the limits, do an inspection (Ref. 72-00-00,
INSPECTION/CHECK).
NOTE: 8. Fuel viscosity limit for cold starting is 12 centistokes maximum.
Table 502 Checks after Component Repair or Replacement
COMPONENT REPLACED CHECKS REQUIRED

(PARA. REF. NO.)
Power Section 3.C., D., E.*, F., G., H., I., J., K., L., N.
Reduction Gearbox 3.E.*, G., H., J.,, L., N.
T5 Temperature Compensator 3.F.
Automatic Fuel Control Unit (AFCU) 3.C., D., E.*, G., H., I., J., K., L., N.
Manual Fuel Control Unit (MFCU) 3.C., D., G., H., I., N. (Ref. NOTE 2)
Fuel Pump 3.C., D., G., H., I., J., K., L., N.
Power Turbine (NF) Governor 3.E.*, G., H., J., K., N.
Ignition Exciter 3.G., H., N.
Torque Limiter 3.E.*, G., H., K., N.
Flow Divider and Dump Valve 3.C., D., G., H., K., N.
COMPONENT REPLACED CHECKS REQUIRED

(PARA. REF. NO.)
Oil-to-Fuel Heater 3.G., H., K., N.
Compressor Bleed Valve 3. H., K., N.O.
NOTE: 1. Where marked with an asterisk (*) , Pneumatic system pressure test
(Para. 3.E.) should only be carried out if an air leak is suspected.
NOTE: 2. Checks 3. C. D. and H. on manual fuel control unit must be carried out
in manual mode.
Table 503 Ground Testing- Definition and Location
Paragraph Check Paragraph Check
3.C. Wet Motoring Run 3.I. Max. Ng. and Manual

Automatic Interconnect
Linkage Adjustment
3.D. Dry Motoring Run 3.J., Power Turbine

(Nf) Governors
3.E. Pneumatic System Pressure

Test
3.F. Tt5 Temperature Compensator 3.K. Performance/

Verification Power Assurance
3.G. Pre-start Checks 3.L. Acceleration Check
3.H. Starting 3.M. Deceleration Check
3.N. Shutdown 3.O. Bleed Valve Closing Point
B. Equipment Required (Ref. Table 504)

(1) The equipment required for ground testing as follows:
Table 504 Ground Testing - Equipment Required
ITEM NO. PART NOMENCLATURE/

NO./SPECIFICATION PROCEDURE
Special Tools
P/N 3243781 (Pre- (Ref. TOOLS/FIX/EQUIP, SLAVE STOP
SB5331) Table )
(PWC70797) Adapter, P3 Leak
Check
CONSUMABLE (Ref. CONSUMABLE
MATERIALS MATERIALS)
WARNING: READ MATERIAL SAFETY DATA SHEETS BEFORE USING

THESE PRODUCTS
ITEM NO. PART NOMENCLATURE/

NO./SPECIFICATION PROCEDURE
(PWC09-002A) MIL-S-22473 Loctite, Grade H or
222
(PWC05-007) Leak-Tec 372 Leak Checking Fluid
C. Wet Motoring Run

(1) Power Control Lever - FUEL CUT-
OFF.
(2) Ignition Switch -
OFF.
(3) Fuel Control Selector Switch -
AUTOMATIC.
(4) Fuel Shut-Off Valve -
OPEN.
(5) Fuel Boost Pump Switch - ON. Check fuel
pressure.
(6) Starter Switch -
ON.
WARNING: IF THERE ARE ANY INDICATIONS OF A FIRE AT THIS POINT, CLOSE THE
FUEL SHUT-OFF VALVE AND CONTINUE MOTORING RUN.
(7) When Ng reaches 12%, set Power Control Lever to
IDLE.
(8) Maintain starter operation for the required duration (Approx. 15
seconds).
NOTE: Observe starter limits (Ref. Aircraft Flight Manual).
(9) Check for fuel
leaks.
(10)Power Control Lever - FUEL CUT-
OFF.
(11)Starter Switch -
OFF.
(12)Check that dump valves and gas generator drain valves operate correctly by observing
overboard drain.
(13)Fuel Boost Pump Switch -
OFF.
(14)Fuel Shut-off Valve -
CLOSED.
(15)Allow the required cooling period for starter before attempting any further operation
(Ref. Aircraft Flight Manual).
D. Dry Motoring Run
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.

OFF.
(2) Ignition Switch -
OFF.
AUTOMATIC.
(4) Fuel Shut-off Valve -
OPEN.
(5) Fuel Boost Pump Switch - ON. Check fuel
pressure.
ON.
WARNING: IF THERE ARE ANY INDICATIONS OF A FIRE AT THIS POINT, CLOSE THE
FUEL SHUT-OFF VALVE AND CONTINUE MOTORING RUN.
(7) Maintain starter operation for the desired duration.

NOTE: Observe starter limits (Ref. Aircraft Flight Manual).
OFF.
(9) Fuel Boost Pump Switch -
OFF.
(10)Fuel Shut-off Valve -
CLOSED.
(11)Allow the required cooling period for starter before attempting any further starting
operating (Ref. Aircraft Flight Manual).
E. Pressure Test of Fuel Control Pneumatic System (Ref. Fig. 502)
Figure 502 Pressure Test of Fuel Control Pneumatic System
c3602
1. Tube Assembly
2. Adapter
3. Pressure Gage
4. Elbow
5. Tube Assembly
6. Locknut
7. Tube Assembly
(1) Do the pressure test of fuel control pneumatic system by one of the following methods:
(a) Method A:
1 Disconnect the P3 tube coupling from elbow at front fireseal.
2 Blank off coupling on heated tube assembly.
3 Connect a 75 to 85 psig clean and dry air supply to the elbow (4) at the
fireseal.
4 Apply leak checking fluid (PWC05-007) to all connections in the fuel
control pneumatic system.
NOTE: Slow bubbling is permitted only at the AFCU joints that follow:
• Between P3 inlet adapter and drive body assembly
• Nuts and main body assembly
• Cover and main body assembly
No other leakage is permitted.
5 If leaks are detected, examine the components for defects and replace
as necessary.
NOTE: Retorque connections as required and repeat check.
6 Wipe all leak checking fluid from connections.
7 Disconnect air supply.
8 Connect P3 tube coupling to elbow at front fireseal, torque 90 to 100
lb.in. and lockwire.
(b) Method B (Alternate procedure with P3 leak check adapter (PWC70797)):

1 Remove the P3 filter bowl and filter element from the power section.
2 Install adapter (PWC70797) and tighten with your fingers.
3 Connect a 75 to 85 psig clean and dry air supply to the adapter
(PWC70797).
4 Apply leak checking fluid (PWC05-007) to all connections in the fuel
control pneumatic system.
NOTE: No other leakage is permitted, slow bubbling is permitted at the
following joints only:
• Between adapter and drive body assembly
• Nuts and main body assembly
• Cover and main body assembly
5 If leaks are detected, examine the components for damage and replace
as necessary.
NOTE: Retorque connections as required and repeat check.
6 Clean all leak checking fluid from connections.
7 Disconnect air supply.
8 Remove the adapter (PWC70797).

9 Install again the P3 filter bowl and filter element.
F. Tt5 Temperature Compensator Verification

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) .
(1) Verification with engine running.
(a) Note amount of trim indicated on trim value plates on center fireseal and on
gas generator case in intake plenum area (Ref. Fig. 503).
Figure 503 Location of Trim Value Plates

(SHEET 1 OF 2)
Pre-SB5509
c3603b
(SHEET 2 OF 2)
Post-SB5509
c191044
1. Air Inlet Screen

2. Tt5 Trim Value Plate (1 ea)
3. Power Section Data Plate (1 ea)
4. Center Fireseal
5. Gas Generator Case
6. T5 Trim Value Plate
(b) Start power section (Ref. Para. G.and H.) following.

(c) Run for five minutes at a minimum of 75% Ng (90% optimum) to allow
stabilization of operating parameters.
(d) Disconnect power supply lead from temperature compensator (Ref. Fig. 504)
Figure 504 T5 Temperature Compensator Adjustment
c9352
NOTE: Tt5 indicated should rise by an amount equal to trim. If necessary

remove protective cap from adjuster and adjust as required.
(e) Reconnect power supply lead to compensator.
(f) Repeat check as necessary until correct adjustment is achieved.
(g) Install protective cap on adjuster and lockwire.
(2) Verification using tester (engine not running)

NOTE: This check requires the use of a Barfield Tester 2312G-8 or equivalent. The
tester may be obtained from the following address.
Barfield Inst. Corp.,
4101 N.W. 29th St.
Miami, FL 33142
USA
(a) Note amount of trim indicated on trim value plates on center fireseal and on
gas generator case in intake plenum area (Ref. Fig. 503).
(b) Disconnect Tt5 thermocouple input lead from compensator.
(c) Using suitable connector, connect tester to compensator.
(d) Supply 28 VDC to compensator.
(e) Adjust tester to obtain reading of 750°C on cockpit instrument.
(f) Disconnect power supply lead from temperature compensator.
NOTE: Tt5 indicated should rise by an amount equal to trim. If necessary,
remove protective cap from adjuster and adjust as required.
(g) Reconnect power supply lead to compensator and observe that reading returns
to 750°C.
(h) If necessary, repeat steps (e) and (f).
(i) Disconnect tester and reconnect input lead.
(j) Install protective cap on adjuster and lockwire.
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.
(3) Check for evidence of oil leaking into air
intakes.
(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: 2. Refer to step (3) following for unsatisfactory start conditions.

NOTE: 3. Refer to Tables 505 and 506 for power section/reduction gearbox operating oil
pressures and temperatures.
Table 505 Power Section - Operating Oil Pressure and Temperature
Operation below 79% Ng Operation above 79% Ng
40 to 80 psi 80 to 115 psi
0°C to 115°C 0°C to 115°C
NOTE: 1. At oil temperature 82°C to 93°C (180°F to 200°F) and Ng speed of 90.5 %
(34500 rpm), set oil pressure between 90 to 100 psi (nominal) by adding or
removing spacers from main oil pressure regulating valve (Ref. 79-20-05).
NOTE: 2. For operating conditions with ambient temperatures more than 43 °C (110
°F), the maximum permitted oil temperature is 120 °C (248 °F). If more than
the limits, do an inspection (Ref. 72-00-00, INSPECTION/CHECK).
Table 506 Reduction Gearbox - Operating Oil Pressure and Temperature
Operation below 94% Nf Operation above 94% Nf
40 to 60 psi 60 to 80 psi
0°C to 115°C 0°C to 115°C
NOTE: 1. At oil temperature 82°C to 93°C (180°F to 200°F) and Nf speed of 97% set oil
pressure between 65 to 75 psi by adding or removing spacers from reduction
gearbox oil pressure relief valve (Ref. 72-10-00).
NOTE: 2. For operating conditions with ambient temperatures more than 43 °C (110
°F), the maximum permitted oil temperature is 120 °C (248 °F). If more than
the limits, do an inspection (Ref. 72-00-00, INSPECTION/CHECK).
(1) AUTOMATIC mode start procedure.

(a) Power Control Levers - FUEL CUT-OFF.
(b) Power Turbine Governor Setting - Anywhere in operating range.
(c) Master Switch - ON.
(d) Fuel System Shut-off Valves - OPEN.
(e) Fuel Boost Pump Switches - ON (Check power section fuel inlet pressure 5 psig
minimum).
(f) Aircraft Bleed Air - OFF.
(g) Electrical Generators - OFF.
(h) Fuel Control Selector Switch - AUTOMATIC.
(i) Starter Switch - ON.
CAUTION: IF LIGHT UP IS NOT OBTAINED WITHIN 15 SECONDS OF THE

POWER CONTROL LEVER BEING PLACED IN “IDLE” POSITION, SET
POWER CONTROL LEVER TO “FUEL CUT OFF” AND SWITCH OFF
STARTER AND IGNITION. WAIT FOR ROTATION TO STOP
COMPLETELY. AFTER A 30 SECOND FUEL DRAINING PERIOD
CARRY OUT A 15 SECOND DRY MOTORING RUN (REF. PARA. D.
PRECEDING) BEFORE ATTEMPTING ANOTHER START. REPEAT
COMPLETE STARTING SEQUENCE OBSERVING STARTER LIMITS
(REF. AIRCRAFT FLIGHT MANUAL).
(j) Power Control Lever - 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) .
(l) When Ng attains Idle rpm:
Starter Switch - OFF
(m) Check oil pressures (Ref. Table 501)

(n) Check clutch engagement.
1 Start second power section.
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.
NOTE: If a clutch fails to engage, carry out the procedures detailed in
(3) (e).
CAUTION: ELECTRICAL GENERATORS MUST NOT BE SWITCHED ON UNTIL Ng

IS AT LEAST 71 %.
(o) After successful start of both power sections:
Electrical Generators - ON (as required)
Bleed Air - ON (as required)
(2) MANUAL mode start procedure.
CAUTION: IN MANUAL MODE, MAJOR ENGINE PARAMETERS, i.e. Ng, Nf AND

TORQUE, ARE NOT LIMITED AUTOMATICALLY. CONSEQUENTLY IN
THIS MODE THE OPERATOR MUST MONITOR ENGINE
INSTRUMENTS, MAKE CHANGES IN POWER SETTINGS GRADUALLY
AND EXERCISE THE ADDITIONAL SKILLS REQUIRED TO ENSURE
THAT OPERATING LIMITS ARE NOT EXCEEDED.
(a) Power Control Lever - FUEL CUT-OFF.
(b) Power Turbine Governor Setting - Anywhere in operating range.
(c) Master Switch - ON.
(d) Fuel System Shut-off Valves - OPEN.
(e) Fuel Boost Pump Switches - ON (check power section fuel inlet pressure 5 psig
minimum).
(f) Aircraft Bleed Air - OFF.
(g) Electrical Generators - OFF.
(h) Fuel Control Selector Switch - MANUAL.
(i) Starter Switch - ON.
CAUTION: IF LIGHT UP IS NOT OBTAINED WITHIN 15 SECONDS OF THE

POWER CONTROL LEVER BEING PLACED IN “IDLE” POSITION, SET
POWER CONTROL LEVER TO “FUEL CUT OFF” AND SWITCH OFF
STARTER AND IGNITION. WAIT FOR ROTATION TO STOP
COMPLETELY. AFTER A 30 SECOND FUEL DRAINING PERIOD
CARRY OUT A 15 SECOND DRY MOTORING RUN (REF. PARA. D.
PRECEDING) BEFORE ATTEMPTING ANOTHER START. REPEAT
COMPLETE STARTING SEQUENCE OBSERVING STARTER LIMITS
(REF. AIRCRAFT FLIGHT MANUAL).
(j) Power Control Lever - 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) .
(l) When Ng attains Idle rpm:
Ignition Switch - OFF
Starter Switch - OFF
(m) Check oil pressures (Ref. Table 501)
CAUTION: ELECTRICAL GENERATORS MUST NOT BE SWITCHED ON UNTIL Ng

IS AT LEAST 71%. IN MANUAL MODE IT WILL BE NECESSARY TO
ADJUST THE POWER CONTROL LEVER TO MAINTAIN DESIRED Ng
WITH CHANGES IN ELECTRICAL GENERAL LOAD.
(n) Check clutch engagement.
1 Start second power section.
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.
NOTE: If a clutch fails to engage, carry out procedures detailed in (3)
(e)following.
(3) An unsatisfactory start will occur if one or more of the following take place:
CAUTION: IF Tt5 CONTINUES TO RISE, OR IF GREATER THAN NORMAL FUEL

FLOW IS OBSERVED WHEN POWER CONTROL LEVER IS SET TO
“IDLE”, A HOT START MAY BE ANTICIPATED. THE OPERATOR
MUST BE PREPARED TO ABORT START BEFORE Tt5 STARTING
TEMPERATURE LIMITS ARE EXCEEDED.
CAUTION: FOLLOWING AN UNSATISFACTORY START, OR IN THE EVENT OF

FIRE, THE AFFECTED POWER SECTION MUST BE CLEARED BY
PERFORMING A DRY MOTORING RUN (REF. PARA. D. PRECEDING).
(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 Power Control Lever being set to IDLE.
(c) No Start - Power section does not light up within 15 second of Power Control
Lever being set to IDLE.
NOTE: Light-up is indicated by a rise in interturbine temperature. Actual time
to light-up is dependent upon ambient temperature and the amount of
torque supplied by the starter.
(d) Power section oil pressure fails to reach 40 psi minimum.
(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.
CAUTION: IF CLUTCH ENGAGES DURING POWER SECTION

RUNDOWN, THE REDUCTION GEARBOX MUST BE REMOVED
AND INSPECTED BY AN OVERHAUL FACILITY.
2 Shut down power section with the non-engaged clutch and allow
rotation to stop.
3 Shut down remaining power section and allow rotation to stop.
4 Start power section with previously non-engaged clutch and listen
carefully for unusual noises indicating a damaged clutch.
5 If audible indications are noted, the reduction gearbox must be removed
and inspected by an overhaul facility.
6 If engagement is normal, start other power section.
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.
I. Maximum Ng and Manual-Automatic Interconnect Linkage Adjustment (Ref. Fig. 505)

Figure 505 Fuel Control Adjustment
icn-00198-g000124161-001-01
WARNING: ENSURE THAT THE AIRCRAFT IS PROPERLY TIED DOWN (REF. AIRCRAFT
FLIGHT MANUAL).
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, a slave
part power trim stop (P/N 3243781, Table 504) (Pre-SB5331) or integral part power
trim stop (Post-SB5331) is provided. 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:
• The internal threads of the index lever are fully engaged.
• The stop screw touches the part power trim stop in the "in use" position or in
the "stowed" position.
• The locking nut and screw are correctly locked and lockwired.
(1) Pre-SB5331: Install slave part power trim stop (P/N 3243781, Table
504).
WARNING: EACH PART POWER TRIM STOP MUST BE PROPERLY STOWED AFTER
COMPLETION OF THE PART POWER TRIM CHECK.
(2) Post-SB5331: Remove pin securing part power trim stop in stowed
position.
(3) Rotate stop so that it limits travel of automatic fuel control
arm.
(4) Install cotterpin to secure stop and bend ends of pin
over.
(5) Start power section and proceed as follows:
(a) Fuel Control Selector Switch - AUTOMATIC.
(b) Set Power Control Lever so that arm contacts stop.
CAUTION: ADJUST COLLECTIVE PITCH RESET SETTING AS NECESSARY TO

ENSURE THAT MAXIMUM OUTPUT SHAFT SPEED IS NOT EXCEEDED
(REF. TABLE 501) .
(c) Gradually increase collective pitch until maximum possible Ng is obtained.
NOTE: Ensure that torque limit is not exceeded (Ref. Airframe Manual).
(d) Check that Ng falls within 35052 rpm (92.0%) to 35280 rpm (92.6%) with
slave (Pre-SB5331) or integral (Post-SB5331) part power trim stop.
(e) If necessary, adjust automatic fuel control arm maximum stop adjuster (1) to
get Ng value of 35166 rpm (92.3%) with slave part power trim stop (2).
NOTE: A half-turn of adjuster is equal to a change of 225 rpm (0.5%) approx.
Turn counterclockwise to increase rpm or clockwise to decrease rpm.
CAUTION: Pre-SB5331: SLAVE PART POWER TRIM STOP MUST NOT BE

REMOVED UNTIL MAXIMUM STOP ADJUSTMENT HAS BEEN
COMPLETED. FAILURE TO OBSERVE THIS PRECAUTION COULD
CAUSE AN Ng OVERSPEED.
CAUTION: Post-SB5331: PART POWER TRIM STOP MUST NOT BE STOWED

UNTIL MAXIMUM STOP ADJUSTMENT HAS BEEN COMPLETED.
FAILURE TO OBSERVE THIS PRECAUTION COULD CAUSE AN Ng
OVERSPEED.
(f) Shut down power section.
(g) On completion of adjustment, lockwire adjuster.
CAUTION: NOT REMOVING A Pre-SB5331 PART POWER TRIM STOP OR

STOWING A Post-SB5331 PART POWER TRIM STOP WILL LIMIT
ENGINE POWER. MAKE SURE THAT YOU FOLLOW THE BELOW
PROCEDURES AFTER COMPLETION OF THE ADJUSTMENT.
(h) Pre-SB5331: Remove cotterpin and slave part power trim stop.
(i) Post-SB5331: Remove cotterpin and rotate part power trim stop to the
stowed position.
(j) Post-SB5331: Secure stop with a new pin and bend ends of pin over.
(k) Move the AFCU arm in a counterclockwise direction until the adjuster contacts
the stop. Make sure that the adjuster does not make contact with any part of
the stowed part power trim stop. If it does, do the maximum Ng adjustment
procedure again. Replace the AFCU if the adjuster continues to contact the
stowed part power trim stop.
(6) Check that pointer on MFCU indicates 95 degrees. If not, adjust manual-automatic
interconnect linkage (4) as follows:
(a) With indicator at zero degrees (minimum stop), retard automatic fuel control
arm to compress spring and to disengage spacer tangs from self-locking nut.
(b) Adjust self-locking nut position as required and recheck indicator against 95
degree position.
NOTE: Ensure that spacer tangs are correctly positioned on nut flats and
between tangs of interconnect lever (Ref. Detail B).
(7) Hold the automatic fuel control arm in contact with maximum stop. Do a check for
clearance (3) between MFCU arm maximum stop adjuster (5) and maximum stop. The
clearance must be 0.015 to 0.020 in.
NOTE: It is recommended that rigging of the interconnect linkage is done with the
airframe control tube disconnected at the MFCU lever (Ref. Airframe
Maintenance Manual).
(a) If necessary, adjust manual-automatic interconnect linkage (4) to obtain the
required minimum clearance - no other adjustment is permitted.
NOTE: Ensure that torque required to turn adjustment nut is 1-1/2 lb.in.,
minimum. If necessary, replace nut.
(b) Retard Power Control Lever setting until MFCU minimum stop is contacted.
(c) Ensure that pointer is not bent. Straighten if necessary.
(d) If pointer deviates from 0 degrees by more than 1/16 (0.0625) in., MFCU must
be replaced.
(8) Start power section and run at

Idle.
(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: 1. Mild surges or pops during transfer may be considered as normal.
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.
(11)Check and adjust AFCU Idle setting.
(a) Start affected power section.
(b) Set Power Control Lever to position pointer on MFCU at 30 to 35 degrees on
quadrant.
(c) Check that Ng is between 20500 (53.8%) and 21000 rpm (55%).
(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.
J. Power Turbine (Nf) Governors

For instructions on setting the Nf governor maximum and minimum stops, refer to the Aircraft
Maintenance Manual.
K. Performance/Power Assurance Check
DELETED.
L. Acceleration
(1) Start power section and operate to obtain stabilized
temperatures.
AUTOMATIC.
(3) Increase power to obtain Ng of 61 ±
1%.
CAUTION: POWER CONTROL LEVER MUST BE RETARDED TO “IDLE” AS SOON AS

90% Ng IS ATTAINED.
(4) Rapidly (0.5 second max.) advance Power Control Lever to maximum setting and
retard as soon as 90% Ng is reached.
(5) Record time taken to accelerate to 90% Ng. Maximum acceptable time is 4 seconds,
with no more than 0.5 seconds between power sections.
NOTE: The maximum acceleration time of 4 seconds may be increased 1.0 second for
each 5,000 ft. (1525M) pressure altitude above sea level and/or 0.5 second for
each 30°C outside temperature above 15°C.
(6) If acceleration time exceeds limits, the acceleration adjuster on fuel control unit may
be adjusted, as follows:
CAUTION: TO AVOID OVER ADJUSTMENT, ALL ADJUSTMENTS MUST BE

LOGGED.
(a) Adjuster must be rotated one click at a time, to a maximum of six clicks
counter-clockwise (to slow acceleration rate) and three or six clicks (see Note)
clockwise (to speed up acceleration rate), repeating steps (3) and (4) after
each adjustment.
NOTE: Three clicks are allowed if the adjuster has a flat, "coin" shaped
lockwire seal. Six clicks are allowed if the adjuster has a small
cylindrical seal.
(b) If acceleration time is not met within these parameters, the AFCU must be
replaced.
M. Deceleration (Pre-SB5398 engines only)
CAUTION: REFER TO AIRCRAFT FLIGHT MANUAL FOR COMPLETE STARTING AND

GROUND RUNNING PROCEDURES.
(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.
N. Shutdown
WARNING: IF THERE IS ANY EVIDENCE OF FIRE IN A POWER SECTION AFTER

SHUTDOWN, PROCEED IMMEDIATELY WITH A DRY MOTORING RUN (REF.
PARA. D. PRECEDING)
(1) Power Control Lever -

IDLE.
(2) Allow both power sections to stabilize for a minimum of one minute at
Idle.
OFF.
(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.
(5) Fuel Boost Pump -
OFF.
(6) Fuel Shut-off Valve -
CLOSED.
(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 507).
NOTE: If engine is scheduled to remain inactive for an extended period, install inlet
and exhaust covers after a suitable cool-down period.
Table 507 Engine Oil and Fuel Permissible Leakage
Overboard Drain Leakage

Fuel (Each Power Section)
Overboard Drain Leakage

Fuel Pump 0.5 cc/minute (30 cc/hour) Maximum
Dump Valve 0.5 cc/minute (30 cc/hour) Maximum
Oil
Starter Generator Seal (each) 3 cc hour Maximum
Output Shaft Seal 0.2 cc/minute (12 cc/hour) Maximum
NOTE: 1. Where a specific seal leakage is not specified, seal leakage must
not exceed 3 cc/hr.
NOTE: 2. Oil consumption is 0.4 lb./hr (182 cc/hr) for the complete engine
or 0.2 lb./hr (91 cc/hr) for each power section or 0.1 lb./hr (45
cc/hr) for the reduction gearbox. All oil consumption measured over
a 10 hours period.
O. Bleed Valve Closing Point

(1) Perform Bleed valve closing point (Ref. 75-30-00 Adjustment/
Test).

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MAINTENANCE MANUAL 71-00-00 - POWER PLANT - ADJUSTMENT/TEST

Manual Part No.3040592 Rev. 45.0 - 26/JUN/23

POWER PLANT - ADJUSTMENT/TEST

Pamb Ambient pressure

C. Ground Safety Precautions

WARNING: CARBON MONOXIDE CONTENT OF EXHAUST GASES IS RELATIVELY LOW.

WARNING: AFTER POWER SECTION OPERATION, SUFFICIENT TIME MUST BE

CAUTION: POWER SECTION COMPRESSOR INLET CASES ARE DESIGNED FOR

(1) The preceding WARNINGS and CAUTIONS shall be

Figure 501 Exhaust Danger Area - Typical

CAUTION: WHEN STARTING AN ENGINE THAT HAS BEEN EXPOSED TO LOW

Engine performance is greatly affected by surrounding atmospheric conditions, so it is

CAUTION: FUEL DRAINING FROM AFFECTED COMPONENTS AFTER APPLYING

Ambient temperature ±1°F

Ng and Nf rpm ± 0.5%

2. Ground Operating Limits

Operating Max Oil Oil

Ng Ns P/S RGB P/S (3) RGB (3)

No Load 600 24500 6930 40 40 min -54 to + -54 to +

Starting 1090 -54 Min. -54 Min

Operating Max Oil Oil

NOTE: 1. The output speed is limited to 6930 rpm (105%) at NO LOAD

NOTE: 2. This value is time-limited (Ref. 72-00-00, INSPECTION/CHECK).

NOTE: 4. These pressure limits apply to normal operating temperatures. During

NOTE: 6. Engine inlet condition limits for engine operation:

NOTE: 7. For operating conditions with ambient temperatures more than 43 °C

NOTE: 8. Fuel viscosity limit for cold starting is 12 centistokes maximum.

Table 502 Checks after Component Repair or Replacement

COMPONENT REPLACED CHECKS REQUIRED

Reduction Gearbox 3.E.*, G., H., J.,, L., N.

T5 Temperature Compensator 3.F.

Power Turbine (NF) Governor 3.E.*, G., H., J., K., N.

Ignition Exciter 3.G., H., N.

Torque Limiter 3.E.*, G., H., K., N.

COMPONENT REPLACED CHECKS REQUIRED

Compressor Bleed Valve 3. H., K., N.O.

Table 503 Ground Testing- Definition and Location

Paragraph Check Paragraph Check

3.C. Wet Motoring Run 3.I. Max. Ng. and Manual

3.D. Dry Motoring Run 3.J., Power Turbine

3.E. Pneumatic System Pressure

3.F. Tt5 Temperature Compensator 3.K. Performance/

3.G. Pre-start Checks 3.L. Acceleration Check

3.H. Starting 3.M. Deceleration Check

3.N. Shutdown 3.O. Bleed Valve Closing Point

B. Equipment Required (Ref. Table 504)

ITEM NO. PART NOMENCLATURE/

WARNING: READ MATERIAL SAFETY DATA SHEETS BEFORE USING

ITEM NO. PART NOMENCLATURE/

C. Wet Motoring Run

(1) Power Control Lever - FUEL CUT-

(7) Maintain starter operation for the desired duration.

(b) Method B (Alternate procedure with P3 leak check adapter (PWC70797)):

8 Remove the adapter (PWC70797).

F. Tt5 Temperature Compensator Verification

Figure 503 Location of Trim Value Plates

1. Air Inlet Screen

(b) Start power section (Ref. Para. G.and H.) following.

Figure 504 T5 Temperature Compensator Adjustment

NOTE: Tt5 indicated should rise by an amount equal to trim. If necessary

(2) Verification using tester (engine not running)

NOTE: 2. Refer to step (3) following for unsatisfactory start conditions.