Académique Documents
Professionnel Documents
Culture Documents
MAINTENANCE MANUAL
MANUAL PART NO. 3045542
CHAPTER
SECTION
PAGE
LEP
1
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8
DATE
Jan
Jan
Jan
Jan
Jan
Jan
Jan
Jan
24/2006
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Contents
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72-00-00
Description and
Operation
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Nov 04/2005
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CHAPTER
SECTION
PAGE
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72-00 LEP
DATE
Nov 04/2005
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CHAPTER
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61
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DATE
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
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Nov 04/2005
Nov 04/2005
Nov 04/2005
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Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
72-00-00
Fault Isolation
101
102 blank
Sep 03/99
Sep 03/99
72-00-00
Maintenance
Practices
201
202
203
204
205
206
207
208
209
210
211
212
213
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
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Nov 04/2005
Nov 04/2005
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Nov 04/2005
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Nov 04/2005
CHAPTER
SECTION
PAGE
214
215
216
217
218
219
220
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222
223
224
225
226
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232
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250 A deleted
250 B deleted
251
252
72-00 LEP
DATE
Nov 04/2005
Nov 04/2005
Nov 04/2005
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Page 2
Jan 24/2006
CHAPTER
SECTION
72-00-00
Servicing
PAGE
DATE
253
254
255
256 blank
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
May 02/2003
May 02/2003
May 02/2003
May 02/2003
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May 02/2003
May 02/2003
May 02/2003
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May 02/2003
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May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
Mar 11/2005
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
CHAPTER
SECTION
PAGE
DATE
337
338
339
340
341
342 blank
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
May 02/2003
72-00-00
Removal/
Installation
401
402
403
404
405
406
407
408
409
410 blank
Mar 11/2005
Mar 11/2005
Mar 11/2005
Mar 11/2005
Mar 11/2005
Mar 11/2005
Mar 11/2005
Mar 11/2005
Mar 11/2005
Mar 11/2005
72-00-00
Adjustment/
Test
501
502
503
504
505
506
507
508
509
510
511
512
512 A
512 B blank
513
514
515
516 blank
517
518 blank
519
520 blank
521
Mar 09/2001
Mar 01/2002
Jul 13/2001
Mar 09/2001
Jul 13/2001
Jul 13/2001
Mar 01/2002
Mar 01/2002
Mar 01/2002
Jul 13/2001
Mar 01/2002
Mar 01/2002
Jul 13/2001
Jul 13/2001
Mar 01/2002
Jan 16/2004
Mar 09/2001
Mar 09/2001
Mar 09/2001
Mar 09/2001
Mar 09/2001
Mar 09/2001
Mar 09/2001
72-00 LEP
Page 3
Jan 24/2006
CHAPTER
SECTION
72-00-00
Inspection
Check
PAGE
DATE
522 blank
523
524 blank
525
526
Mar 09/2001
Mar 09/2001
Mar 09/2001
Jan 16/2004
Mar 09/2001
601
602
603
604
605
606
607
608
609
610
611
612
613
614
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
632 A
632 B
632 C
Jan 24/2006
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Jan 24/2006
CHAPTER
SECTION
PAGE
632 D
632 E
632 F
632 G
632 H
632 I
632 J
632 K
632 L
632 M
632 N
632 O
632 P
632 Q
632 R
633
634
635
636
637
638
639
640
640 A deleted
640 B deleted
640 C deleted
640 D deleted
640 E deleted
640 F deleted
640 G deleted
640 H deleted
640 I deleted
640 J deleted
641
642
643
644
645
646
647
648
72-00 LEP
DATE
Jan 24/2006
Jan 24/2006
Jan 24/2006
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Page 4
Jan 24/2006
CHAPTER
SECTION
PAGE
648 A deleted
648 B deleted
648 C deleted
648 D deleted
648 E deleted
648 F deleted
648 G deleted
648 H deleted
648 I deleted
648 J deleted
648 K deleted
648 L deleted
648 M deleted
648 N deleted
648 O deleted
648 P deleted
648 Q deleted
648 R deleted
648 S deleted
648 T deleted
649
650
651
652
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654
655
656
657
658
659
660
661
662
663
664
665
666
667
668
669
DATE
Jan 24/2006
Jan 24/2006
Jan 24/2006
Jan 24/2006
Jan 24/2006
Jan 24/2006
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Jan 24/2006
Jan 24/2006
Jan 24/2006
CHAPTER
SECTION
72-00-00
Cleaning/
Painting
PAGE
DATE
670
671
672
673
674
675
676
677
678
679
680
681
682
683
684
685
686
687
688
689
690
691
692
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701
702
703
704
705
706
707
708
709
710
711
712
713
714
715
716
717
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72-00 LEP
Page 5
Jan 24/2006
CHAPTER
SECTION
PAGE
DATE
718
719
720
721
722
723
724
725
726
Jan 24/2006
Jan 24/2006
Jan 24/2006
Jan 24/2006
Jan 24/2006
Jan 24/2006
Jan 24/2006
Jan 24/2006
Jan 24/2006
72-00-00
Approved
Repairs
801
802
803
804
805
806
807
808
809
810
811
812 blank
Mar 01/2002
Mar 01/2002
Mar 01/2002
Mar 01/2002
Mar 01/2002
Mar 01/2002
Mar 01/2002
Mar 01/2002
Mar 01/2002
Jan 16/2004
Jan 16/2004
Mar 01/2002
72-00-01
Fault Isolation
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
CHAPTER
SECTION
PAGE
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
72-00 LEP
DATE
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Page 6
Jan 24/2006
CHAPTER
SECTION
72-00-02
Fault Isolation
PAGE
DATE
160
161
162
163
164
165
166
167
168
169
170
171
172
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
Nov 04/2005
101
102
103
104
105
106
107
108 blank
109
110 blank
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
Oct 20/2000
Sep 03/99
Oct 20/2000
Oct 20/2000
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
CHAPTER
SECTION
PAGE
DATE
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
72-00 LEP
Page 7
Jan 24/2006
CHAPTER
SECTION
PAGE
DATE
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
Sep 03/99
72-00 LEP
Page 8
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
72-00-00
1.
General
2.
Description
A.
Reduction Gearbox
B.
Turbomachinery
C.
Accessory Drives
11
D.
13
E.
Oil System
19
F.
26
46
H.
48
I.
Ignition System
48
J.
51
K.
Air System
53
3.
64
4.
64
A.
64
B.
71
C.
Quality
71
D.
Additives
71
E.
75
F.
77
5.
G. Alternate/Emergency Fuels
78
78
A.
General
78
B.
Approved Oils
79
72-00 CONTENTS
Page 1
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
72-00-00
C.
80
D.
80
E.
Oil Analysis
83
72-00-00
1.
General
101
2.
Consumable Materials
101
3.
Special Tools
101
4.
101
5.
101
72-00-00
1.
General
201
2.
Consumable Materials
201
3.
Special Tools
202
4.
202
5.
Standard Torques
202
6.
Torque Wrenches
203
A.
General
203
B.
203
C.
205
7.
206
A.
206
B.
206
C.
Castellated Nuts
207
D.
207
E.
Tube Nuts
207
72-00 CONTENTS
Page 2
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
9.
10.
11.
12.
13.
14.
72-00-00
Locking
207
A.
General
207
B.
Keywashers
207
C.
Lockwire
210
D.
Retaining Rings
212
Marking of Parts
212
A.
General
212
B.
Permanent Marking
217
C.
Temporary Marking
217
Lubrication
219
A.
219
General
219
A.
Removal
219
B.
Installation
219
221
A.
221
Installation
221
A.
General
221
B.
Installation Procedure
221
Inspection
225
A.
General
225
B.
Inspection Procedures
225
C.
Inspection Terms
226
D.
Inspection Gages
226
72-00 CONTENTS
Page 3
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
15.
72-00-00
E.
231
F.
231
232
Cleaning
232
A.
General
232
B.
Precautions
232
16.
Bearings
233
17.
233
A.
General
233
B.
233
C.
234
D.
Material Specifications
235
E.
Laboratories
250
ENGINE - SERVICING
72-00-00
1.
General
301
2.
Consumable Materials
301
3.
Special Tools
301
4.
302
5.
Removal/Installation
302
A.
302
B.
302
C.
303
D.
308
E.
313
F.
314
72-00 CONTENTS
Page 4
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
6.
7.
8.
9.
10.
11.
12.
72-00-00
319
Preservation/Depreservation
320
A.
320
B.
323
C.
Fuel System
324
D.
Accessories
325
E.
326
F.
Depreservation (Engine)
326
G. Depreservation (Accessories)
329
Shipping
329
A.
General
329
B.
Shipping Method
331
Oil Draining
332
A.
332
333
A.
333
Procedure
335
A.
335
Procedure
337
A.
337
B.
338
339
A.
339
B.
Top-up
339
72-00 CONTENTS
Page 5
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
72-00-00
340
A.
General
340
B.
Procedure
340
ENGINE - REMOVAL/INSTALLATION
72-00-00
1.
General
401
2.
Consumable Materials
401
3.
Special Tools
401
4.
402
5.
Removal
402
A.
402
B.
402
6.
Installation
403
A.
Engine in Airframe
403
B.
409
ENGINE - ADJUSTMENT/TEST
72-00-00
1.
General
501
2.
Consumable Materials
501
3.
Special Tools
501
4.
501
5.
501
6.
501
7.
502
8.
Starting
503
A.
Prestart
503
B.
Wet Motoring
503
72-00 CONTENTS
Page 6
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
D.
9.
10.
72-00-00
Dry Motoring (to purge engine of fuel after wet motoring run or
in the event of fire occurring in the engine after starting or
permit a compressor wash to be carried out.)
504
Start
504
Shutdown
507
A.
507
Procedure
Checks
507
A.
Oil Pressure
507
B.
Leak Check
508
C.
508
D.
508
E.
508
F.
508
509
H.
509
I.
509
J.
512
K.
Acceleration Check
514
ENGINE - INSPECTION/CHECK
72-00-00
1.
General
601
2.
Consumable Materials
601
3.
Special Tools
601
4.
601
5.
Periodic Inspection
602
6.
602
7.
602
72-00 CONTENTS
Page 7
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
9.
72-00-00
603
A.
LP Impeller
603
B.
HP Impeller
609
Borescope Inspection
616
A.
General
616
B.
Side-viewing Adapter
616
C.
Light Source
617
D.
Camera
617
E.
Guide Tubes
619
F.
Troubleshooting
619
620
H.
623
I.
623
J.
625
K.
625
L.
627
629
631
632C
P.
632E
632H
R.
632H
S.
632I
T.
632M
72-00 CONTENTS
Page 8
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
11.
72-00-00
632R
A.
General
632R
B.
632R
C.
643
D.
HP Turbine Blades
646
E.
654
F.
LP Turbine Stator .
678
G. LP Turbine Blades
678
H.
681
I.
685
685
A.
Acceptable Conditions
685
B.
Non-acceptable Conditions
688
12.
688
13.
689
A.
689
Visual Inspection
ENGINE - CLEANING/PAINTING
72-00-00
1.
General
701
2.
Consumable Materials
701
3.
Special Tools
701
4.
701
5.
Engine Cleaning
702
A.
External Wash
702
B.
Compressor Wash
702
72-00 CONTENTS
Page 9
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
Turbine Wash
72-00-00
719
72-00-00
1.
General
801
2.
Consumable Materials
801
3.
Special Tools
801
4.
801
5.
802
A.
General
802
B.
802
C.
802
6.
7.
8.
9.
10.
11.
803
A.
Procedure
803
Stud Replacement
806
A.
806
Procedure
808
A.
808
Procedure
808
A.
808
Procedure
809
A.
General
809
B.
Procedure
810
811
A.
811
Procedure
72-00-01
General
101
72-00 CONTENTS
Page 10
Jan 24/2006
TABLE OF CONTENTS
SUBJECT
PAGE
72-00-01
2.
Consumable Materials
101
3.
Special Tools
101
4.
101
5.
101
72-00-02
1.
General
101
2.
Consumable Materials
101
3.
Special Tools
101
4.
101
5.
101
A.
101
6.
Procedures
103
A.
103
Procedure
7.
104
8.
106
72-00 CONTENTS
Page 11/12
Jan 24/2006
2.
Description
A.
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.
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ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
NP PULSE PICKUP
PROBE
ENGINE FRONT
MOUNTING PAD
MOUNTING PAD
FUEL INLET
OIL PRESSURE
FILTER IMPENDING
BYPASS INDICATOR
OIL PRESSURE
FILTER
CHIP DETECTOR
C61309B
Typical Engine
Figure 1 (Sheet 1 of 2)
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Page 2
ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
REAR ENGINE
MOUNTING PAD
ENGINE FRONT
MOUNTING PAD
TORQUE
MOUNTING PAD
ACCESSORY GEARBOX
BREATHER TUBE
TORQUE SENSOR
IGNITION EXCITER
AIR INLET
IGNITION HARNESS
REDUCTION GEARBOX
SCAVENGE OIL FILTER
OIL OUTLET
(TO REMOTE
NO. 6 & 7 BEARING OIL PUMP OIL COOLER)
SCAVENGE PIPE
PACK
PRESSURIZING AIR SUPPLY PIPE
FUEL PUMP
INLET FILTER
GEARBOX OIL
PRESSURE PIPE
IGNITER PLUG
ENGINE FRONT
MOUNTING PAD
HIGH PRESSURE ROTOR (NH)
PULSE PICKUP PROBE
STARTER MOUNTING PAD
TOTAL INLET
TEMPERATURE SENSOR
OIL SCAVENGE FILTER
IMPENDING BYPASS INDICATOR
OIL TO FUEL
HEATER
ENGINE DATA PLATE
T6 TRIM RESISTOR
ELECTRIC FEATHERING
PUMP MOUNTING PAD
C61311A
Typical Engine
Figure 1 (Sheet 2)
72-00-00
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ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
PRESSURE/TEMPERATURE STATIONS
P0/T0 P1/T1
P1.8/T1.8
P1.5/T1.5
BEARINGS
FLANGES
P2/T2
1
C
2
D
C11121D_1
Bearings, Flanges and Stations
Figure 2 (Sheet 1 of 2)
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ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
P4/T4
P2.5/T2.5
4
F
P8/T8
P5/T5
P3/T3
P7/T7
P6/T6
C11121D_2
Bearings, Flanges and Stations
Figure 2 (Sheet 2)
72-00-00
Page 5
ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
TOP MOUNTING
PAD
ACCESSORY
DRIVE COVER
REAR HOUSING
LIFTING BRACKETS
INPUT DRIVE
HOUSING
FRONT HOUSING
PROPELLER SHAFT
PROPELLER SHAFT
FLANGE
ENGINE MOUNTING
PAD
ENGINE
MOUNTING PAD
TORQUE MOUNT
FEATHERING PUMP
MOUNT PAD
DATA PLATE
PROPELLER SHAFT
SEAL DRAIN
GEARSHAFT
COVERS
TORQUE
MOUNT
CHIP DETECTOR
AND STRAINER
C38713
Reduction Gearbox - 34 View
Figure 3
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ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
PROPELLER
MOUNTING FLANGE
REDUCTION GEARBOX
FRONT HOUSING
REDUCTION GEARBOX
REAR HOUSING
OVERSPEED GOVERNOR
DRIVE GEARSHAFT
PROPELLER
SHAFT SEAL
PROPELLER SHAFT
38 TOOTH SECOND
STAGE SPUR GEAR
PROPELLER SHAFT
FRONT ROLLER
BEARING
IDLER DRIVE
SPUR GEARSHAFT
INTERGRATED
DRIVE GENERATOR
GEARSHAFT
PROPELLER
BRAKE COUPLING
38 TOOTH SECOND
STAGE SPUR GEAR
FIRST STAGE
HELICAL GEAR
HELICAL INPUT
GEARSHAFT
FIRST STAGE
HELICAL GEAR
C69157
Reduction Geartrain
Figure 4
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ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
MANUAL CONTROL
SOLENOID VALVES
PROPELLER BRAKE
C38712
Propeller Brake and Propeller Brake Control - 3/4 View
Figure 5
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ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
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)
(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)
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ENGINE - DESCRIPTION AND OPERATION Nov 04/2005
OIL TANK
TURBINE SECTION
INTERCOMPRESSOR CASE
COMPRESSOR
SECTION
INLET SECTION
COMBUSTION
SECTION
TURBINE
SUPPORT
FUEL MANIFOLD
CASE
& NOZZLES
DIFFUSER
EXIT
DUCTS
C69158A
Turbomachinery
Figure 6
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 10
Nov 04/2005
(2)
Compressor Section
The compressor section comprises the low pressure (LP) and high pressure (HP)
independent centrifugal impellers. These are contained within the LP diffuser case
(flange D to E) and the intercompressor case (flange E to F) and the front of the
gas generator case (flange F to K).
Diffuser pipes connect the diffuser case, which contains the LP impeller, to the
intercompressor case. Two ball bearings (No. 3 and 4) are housed in the
intercompressor case. The No. 5 roller bearing is contained in the gas generator
case.
A lifting bracket is located at the twelve 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.
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 11
Nov 04/2005
2
1
10
14
16
11
6
12
8
5
13
15
C11186C
Turbomachinery Accessory Drive Geartrain
Figure 7
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 12
Nov 04/2005
Key to Figure 7
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
D.
(2)
The term Not Used is given to bearing numbers which are not, at this
time, applicable to the engine model specified in this manual.
BEARING NO.
POSITION
TYPE
Ball
Roller
Low-pressure Impeller
Ball
High-pressure Impeller
Ball
High-pressure Impeller
Roller
Low-pressure Turbine
Roller
Roller
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 13
Nov 04/2005
No. 18
BEARING
No. 15
BEARING
No. 19
BEARING
No. 9
BEARING
No. 8
BEARING
C32417C_1
Bearing Identification
Figure 8 (Sheet 1 of 4)
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 14
Nov 04/2005
No. 27
BEARING
No. 1
BEARING
No. 25
BEARING
(FRONT)
No. 2
BEARING
No. 25
BEARING
(REAR)
No. 28
BEARING
(FRONT)
No. 3
BEARING
No. 28
BEARING
(REAR)
No. 30
BEARING
No. 29
BEARING
(LOWER)
No. 4
BEARING
No. 5
BEARING
No. 7
BEARING
No. 6
BEARING
C32417C_2
Bearing Identification
Figure 8 (Sheet 2)
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 15
Nov 04/2005
FWD
NO.14
BEARING
NO.14
BEARING
NO.13
BEARING
NO.13
BEARING
NO.12
BEARING
NO.12
BEARING
NO.11
BEARING
NO.8
BEARING
SECTION
AA
FWD
NO.9
BEARING
NO.11
BEARING
NO.22
BEARING
(FRONT)
NO.20
BEARING
(FRONT)
NO.23
BEARING
(FRONT)
NO.20
BEARING
(REAR)
NO.22
BEARING
(REAR)
SECTION
NO.23
BEARING
(REAR)
BB
C33359
Bearing Identification
Figure 8 (Sheet 3)
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 16
Nov 04/2005
F
W
D
NO. 25 BEARING
(FRONT)
NO. 26 BEARING
(FRONT)
NO. 24 BEARING
(FRONT)
NO. 26 BEARING
(REAR)
NO. 24 BEARING
(REAR)
NO. 25 BEARING
(REAR)
SECTION
CC
C32419
Bearing Identification
Figure 8 (Sheet 4)
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 17
Nov 04/2005
(3)
BEARING NO.
POSITION
TYPE
Roller
Roller
10
NOT USED
NOT USED
11
Roller
12
Roller
13
Roller
14
Roller
15
Propeller Shaft
Roller
16
NOT USED
NOT USED
17
NOT USED
NOT USED
18
Propeller Shaft
Ball
19
Propeller Shaft
Roller
Roller
21
NOT USED
NOT USED
Roller
Roller
(4)
BEARING NO.
POSITION
TYPE
Roller
25 (Front)
Main-accessory-drive Gearshaft
Roller
25 (Rear)
Main-accessory-drive Gearshaft
Ball
26 (Front)
Roller
26 (Rear)
Ball
27
Ball
28 (Front)
Roller
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ENGINE - DESCRIPTION AND OPERATION
Page 18
Nov 04/2005
POSITION
TYPE
28 (Rear)
Ball
29 (Upper)
NOT USED
NOT USED
29 (Lower)
Roller
30
Ball
E.
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).
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 19
Nov 04/2005
TO
REDUCTION
GEARBOX
OIL
COOLER
OIL PRESSURE
TRANSDUCER
LOW OIL
PRESSURE
SWITCH
PRESSURE
REGULATING
VALVE
RESTRICTOR
MAIN OIL
PRESSURE
FILTER
IMPENDING
BYPASS
INDICATOR
PRESSURE REIEF
VALVE
TO OIL COOLER
OIL PUMP
(PRESSURE)
C69190_1A
Turbomachinery Oil System - Schematic
Figure 9 (Sheet 1 of 2)
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 20
Nov 04/2005
CHECK VALVE
BLEED LINE
RESTRICTOR
OIL TEMP.
BULB
STRAINER
M H.P. S
AFT FRO
ICING
STRAINER
STRAINER
STRAINER
VENT
ANTI
GRAVITY DRAIN
INLET STRUT
DRIVESH
VENT
HAFT
ACCESSORY
GEARBOX
NO.1 & 2
BEARING CAVITY
NO.3 & 4
BEARING CAVITY
NO.6 & 7
BEARING CAVITY
NO.5
BEARING CAVITY
JET PUMP
BLOWDOWN
GRAVITY
DRAIN
OIL TANK
STRAINER
SCREEN
CHIP DETECTOR
SCAVENGE FROM
REDUCTION GEARBOX
PRESSURE OIL
SCAVENGE OIL
VENT AIR
DRAIN AND UNPRESSURIZED OIL
C69190_2A
Turbomachinery Oil System - Schematic
Figure 9 (Sheet 2)
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 21
Nov 04/2005
ELECTRIC
FEATHERING PUMP
PROPELLER VALVE
MODULE PUMP
RESTRICTOR
OVERSPEED
GOVERNOR
OVERSPEED
MODE
R.G.B. AUXILLARY
OIL TANK
(PRESSURIZED)
GOVERNING
MODE
DRAIN
PRESSURE OIL
DISTRIBUTION BY
INTERNAL GALLERIES
PROPELLER
VALVE MODULE
PROPELLER
ACTUATOR
DRAIN
CHIP DETECTOR
SIGNAL PRESSURE OIL
ENGINE OIL (PRESSURE)
PROPELLER VALVE MODULE
OIL (BOOSTED)
SCREEN
SCAVENGE OIL
REDUCTION GEARBOX
REDUCTION GEARBOX
SCAVENGE PUMP
TURBOMACHINERY
REDUCTION GEARBOX
SCAVENGE FILTER
MAIN OIL TANK
IMPENDING
BYPASS
INDICATOR
BYPASS
C38658
Reduction Gearbox Oil System - Schematic
Figure 10
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 22
Nov 04/2005
OIL IN
OIL OUT
PORT NOT
USED
BEARING OIL
PRESSURE SENSING
C31422
Oil Pressure Regulating Valve - 34 Cutaway
Figure 11
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 23
Nov 04/2005
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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ENGINE - DESCRIPTION AND OPERATION
Page 24
Nov 04/2005
OIL OUT
OIL IN
A
FUEL IN
FUEL OUT
OIL IN
OIL OUT
DETAIL
OIL OUT
TEMPERATURE
CONTROL
VALVE
FUEL OUT
FUEL IN
OIL IN
C63098
Fuel-cooled Oil Cooler - Schematic
Figure 12
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 25
Nov 04/2005
(2)
Scavenge System
(a) Reduction Gearbox
Scavenge oil from the gearbox accessories, gears and bearings drains into a
cavity in the bottom of the reduction gearbox rear housing. The cavity has a chip
detector. A scavenge pump, which is part of the pump pack on the right side
of the rear inlet case, draws the oil through an external tube on the left side of the
front inlet case. The tube is looped upward to prevent gearbox oil from
flooding the oil tank when the engine is not running. The tube connects to an
internal oilway (which provides anti-icing of the intake) in the front inlet case.
From the inlet case, the oil flows through a tube to the scavenge pump, then
through the scavenge filter, which is equipped with a valve to bypass the filter in
the event of blockage. An indicator warns of impending blockage. From the
scavenge filter, the oil flows to the tank.
(b) Turbomachinery
Oil from the accessory casing and the No. 1 bearing cavity is scavenged by
gravity. The No. 2 bearing cavity oil is scavenged through a venturi by gravity
aided by pressure oil, which induces a jet-pump action. Oil from the No. 3,
4 and 5 bearing cavities is scavenged by gravity and assisted by air (blow-down)
from the bearing labyrinth seals. The No. 6 and 7 bearing cavity oil is
scavenged through an external tube connected to the scavenge pump.
(3)
F.
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ENGINE - DESCRIPTION AND OPERATION
Page 26
Nov 04/2005
C30204A
Oil System Impending Bypass Indicators - Location
Figure 13
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ENGINE - DESCRIPTION AND OPERATION
Page 27
Nov 04/2005
(a) The fuel heater (Ref. Fig. 15) consists of a filter and fin-type heater in two
integral housings. The filter housing contains a bypass valve to ensure an
adequate fuel flow in the event of blockage and an indicator to warn of impending
blockage. The heater housing is divided into two circuits. Turbomachinery
lubricating oil flows through one circuit to transfer heat to the fuel, which flows
through the other circuit. A thermal sensor in the fuel circuit operates a
valve to regulate the oil flow in order to maintain the required fuel temperature.
The fuel pressure differential switch located in the fuel filter housing outlet
port activates a warning indicator.
(b) The fuel pump (Ref. Fig. 16) is a positive displacement spur gear assembly
consisting of a fuel ejector (jet pump), a self-relieving inlet screen, two spur
gears, an outlet filter and a bypass valve. Fuel from the MFCU bypass outlet
passes through the jet pump, positioned ahead of the main inlet, to maintain a
constant inlet pressure. The self-relieving inlet screen, when blocked, lifts
from its seat and allows fuel to enter the pump housing. Two spur gears pump
fuel through the outlet filter. A bypass valve diverts fuel to the outlet port in
the event of filter blockage: the differential pressure switch signals the impending
blockage and activates a warning.
(c) The mechanical fuel control unit (MFCU) (Ref. Figs. 17 and 18), mounted on
the fuel pump, controls the engine fuel flow and thus the power output. The
MFCU consists of the following components:
1
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.
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ENGINE - DESCRIPTION AND OPERATION
Page 28
Nov 04/2005
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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ENGINE - DESCRIPTION AND OPERATION
Page 29
Nov 04/2005
HEATED OIL
INLET
OUTLET
FUEL FILTER
AIRFRAME / ENGINE
FUEL CONNECTION
FUEL
HEATER
BYPASS
IMPENDING
BYPASS
SWITCH
FUEL PRESSURE
SENSING PORT
C17520_1A
Fuel System - Schematic
Figure 14 (Sheet 1 of 2)
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 30
Nov 04/2005
MECHANICAL
FUEL CONTROL UNIT
MOTIVE
FLOW VALVE
OUTLET
FILTER
SELF
RELIEVING SCREEN
PUMP
BYPASS
FLOW
METER
(OPTIONAL)
BYPASS FLOW
OIL
OUTLET
INLET
OIL
COOLER
AIRCRAFT
DRAIN
TANK
FLOW
DIVIDER
WASTE FUEL
EJECTOR TANK
DUMP VALVE
PRIMARY & SECONDARY
FUEL NOZZLES
AIRFRAME / ENGINE
CONNECTION
C17520_2A
Fuel System - Schematic
Figure 14 (Sheet 2)
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ENGINE - DESCRIPTION AND OPERATION
Page 31
Nov 04/2005
HEAT EXCHANGER
AND VALVE BODY
FUEL IN
OIL OUT
FUEL OUT
PRESSURE
DIFFERENTIAL
SWITCH
OIL IN
FUEL FILTER
THERMAL
ELEMENT
VALVE
COMPRESSION
SPRING
FUEL OUT
VALVE
SLEEVE
FUEL
IN
OIL OUT
OIL IN
FUEL
FILTER
C15046B
Fuel Heater - 34 View and Schematic
Figure 15
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ENGINE - DESCRIPTION AND OPERATION
Page 32
Nov 04/2005
OUTLET FILTER
IMPENDING
BYPASS SWITCH
FUEL IN
FUEL OUT
OUTLET FILTER
BYPASS VALVE
SELF RELIEVING
INLET SCREEN
IMPENDING
BYPASS SWITCH
OUTLET PORT
OUTLET FILTER
GEAR PUMP
FUEL EJECTOR
SELF RELIEVING
INLET SCREEN
INLET PORT
C15047B
Fuel Pump - 34 View and Schematic
Figure 16
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ENGINE - DESCRIPTION AND OPERATION
Page 33
Nov 04/2005
FUEL CONTROL
RIGGING HOLE
FUEL MOTIVE
FLOW OUTLET
POWER LEVER
PyAIR OUTLET
FUEL SHUTOFF
RIGGING HOLE
P3AIR INLET
FUEL OUTLET
C30201
Mechanical Fuel Control Unit (MFCU) - 34 View
Figure 17
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ENGINE - DESCRIPTION AND OPERATION
Page 34
Nov 04/2005
ON
MANIFOLDPRESS.
REGULATOR
P3
P0
FUEL DRAIN
BELLOWS ASSY.
POWER LEVER
DEC. BELLOWS
IDLE
MAX. REVERSE
MAX. FORWARD
GOV. BELLOWS
PLA. INPUT
ACC.BELLOWS
RVDT
EEC MODE CAM
& FOLLOWER LEVER
MANUAL MODE CAM
& FOLLOWER LEVER
NH DRIVE INPUT
BLEED
Px
ORIFICE
Py
ORIFICE
NH GOVERNOR
FLYWEIGHTS
GOVERNOR LEVER
P3
TORQUE
TUBE
FUEL INLET
BYPASS RETURN
TO PUMP
PRESSURE
RELIEF VALVE
MOTIVE FLOW
VALVE
MOTIVE FLOW
P3 AIR INLET
DRAIN
Py TO PROPELLER
OVERSPEED GOVERNOR
MODE CAM SELECT SOLENOID
PRESSURE
RELIEF VALVE
STEPPER MOTOR
& GEARHEAD
SERVO VALVE
ELECTRICAL
CONNECTOR
DRAIN
LEGEND
DIFFERENTIAL PRESSURE
P3
COMPRESSOR DISCHARGE PRESSURE
NH HIGH PRESSURE ROTOR SPEED
Px
ENRICHMENT PRESSURE
Py
GOVERNING PRESSURE
RVDT ROTARY VARIABLE DIFFERENTIAL TRANSFORMER
P0
AMBIENT PRESSURE
C15041A
Mechanical Fuel Control Unit (MFCU) - Schematic
Figure 18
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 35
Nov 04/2005
During deceleration, when the EEC is operating, the stepper motor opens
flapper valve Ap, bleeding and reducing Py pressure around the deceleration
bellows. The bellows expand, reducing fuel flow until the deceleration
stop is contacted. When the desired power level is reached, the valve closes,
increasing Py pressure to move the bellows away from the stop into the
governing range.
7
Motive Flow Valve: The valve is spring loaded, closes and opens when the
pressure of unmetered fuel overcomes the spring force. The valve provides
fuel to operate a jet pump located in aircraft fuel tank.
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.
10
11
12
13
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
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ENGINE - DESCRIPTION AND OPERATION
Page 36
Nov 04/2005
17
The MFCU has an identification circuit in the wiring which is read by the
EEC. If an MFCU having a lower fuel flow but not the identification circuit
is installed on a PW127H engine, a fault is generated which prevents the
MFCU from going into EEC mode. The code for the fault is stored in the
EEC memory, thereby facilitating the identification of MFCUs which cannot
meet the fuel flow requirements of PW127H engines.
(d) The flow divider and dump valve (Ref. Fig. 19) is connected to the fuel
manifold at the bottom of the gas generator case (flange F to K). It comprises
primary and secondary spool valves in a housing equipped with inlet and
dump ports. The primary valve opens, giving access to the primary manifold,
when the inlet fuel pressure overcomes the valve spring. The secondary valve
opens when the primary manifold pressure overcomes the secondary valve
spring. When the fuel inlet pressure ceases, the valves close the inlet and open
the dump ports, allowing residual fuel to drain from the manifold through the
flow divider to the dump port.
(e) The fuel manifold delivers fuel to the combustion chamber. The manifold
consists of sheathed nozzle adapter assemblies (Ref. Fig. 20), which protrude
into the combustion chamber, connected to three flexible tubes. One tube
supplies primary fuel and the other two (which are connected), secondary fuel
to the fuel nozzle adapters. Nozzle adapter assemblies are produced by
Delavan. Some nozzles have a fine center hole for primary fuel flow and an
annular orifice for secondary flow; others have no center hole and are equipped
for secondary flow only. The sheath which surrounds the nozzle conveys air,
from the compressor, to cool the nozzle and atomize the fuel.
(f)
(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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ENGINE - DESCRIPTION AND OPERATION
Page 37
Nov 04/2005
SECONDARY
MANIFOLD PORT
INLET PORT
PRIMARY MANIFOLD
PORT
SPRING HOUSING
BODY ASSEMBLY
DUMP PORT
VALVE SPRINGS
TRANSFER VALVE
INLET PORT
DUMP
PORT
PRIMARY MANIFOLD PORT
SECONDARY MANIFOLD PORT
FUEL MANIFOLD
ADAPTOR MATING FACE
C38659
Flow Divider and Dump Valve - Schematic
Figure 19
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ENGINE - DESCRIPTION AND OPERATION
Page 38
Nov 04/2005
SECONDARY
COOLING
AIR
PRIMARY
SWIRL
VANE
C38663
Fuel Manifold Adapter and Nozzle - Cross-section
Figure 20
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 39
Nov 04/2005
(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.
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ENGINE - DESCRIPTION AND OPERATION
Page 40
Nov 04/2005
VENT
FUEL OUTLET
C11865
Waste Fuel Ejector - 34 View
Figure 21
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 41
Nov 04/2005
C38697
Electronic Engine Control - 34 View and Schematic
Figure 22
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ENGINE - DESCRIPTION AND OPERATION
Page 42
Nov 04/2005
AIRFRAME
AUTOFEATHER
RELAY
AUTOFEATHER
UNIT
(AFU)
ENGINE
TORQUE 1
LOW TORQUE
LAMP
AUTOFEATHER
ARMED LAMP
ARINC 429
INPUT FROM ADC
NH1
NH2
ACTUAL TORQUE
TORQUE BUG
COCKPIT DISPLAYS
28 VDC
T1.8
AUTO FAIL
LAMP
TORQUE 2
ENGINE
CONTROL
SYSTEM FAULT
INDICATOR
UART / ARINC
MAINTENANCE
DIAGNOSTICS
ELECTRONIC
ENGINE
CONTROL
(EEC)
PAMB
DISCRETES
CONDITION FUEL
SHUT OFF LEVER
DISCRETES
TO & FROM
OPPOSITE
ENGINE EEC
BLEED
TORQUEMOTOR
STEPPER
MOTOR
Wf
PLA
MECHANICAL
FUEL CONTROL
UNIT (MFCU)
NH
P3
FUEL FLOW
NH
PVM
PLA
FUEL PUMP
LOW
PRESSURE
FUEL IN
CLA
PLA
RVDT
POWER
LEVER
MOTIVE
FLOW
BYPASS
FLOW
RVDT
PVM
CLA
PLA
WF
FUEL FLOW
PAMB
AMBIENT PRESSURE
P1.8
T1.8
NH
P3
C63872
Engine Control and Electrical System - Schematic
Figure 23
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ENGINE - DESCRIPTION AND OPERATION
Page 43
Nov 04/2005
Mode selector.
Manual switch: This switch selects manual (MFCU) control of the engine.
Uptrim relay.
Sends uptrim signal when commanded by opposite engine autofeather
control unit (AFU).
10
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 44
Nov 04/2005
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.
The torque indicator to show the actual torque produced by the engine.
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ENGINE - DESCRIPTION AND OPERATION
Page 45
Nov 04/2005
A cockpit warning light (auto fail lamp) when a failed fixed condition occurs.
The EEC degraded lamp located on the maintenance panel when a fault
occurs in the EEC.
(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.
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ENGINE - DESCRIPTION AND OPERATION
Page 46
Nov 04/2005
VIBRATION ISOLATED
MOUNTING PAD
ELECTRICAL CONNECTOR
AUTOFEATHER
UNIT
AUTOFEATHER UNIT
OF SECOND ENGINE
EEC LOCAL
AUTOFEATHER
ENGINE OUT
AUTOFEATHER TEST
C14834A
Autofeather Unit - 34 View and Schematic
Figure 24
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 47
Nov 04/2005
(2)
H.
The PVM is mounted behind the propeller shaft on the rear face of the reduction
gearbox. A power lever on the PVM controls reverse pitch and beta scheduling. A
condition lever governs the propeller pitch range and, therefore, propeller speed. A
switch is linked to the PVM condition lever to restrict the use of reverse pitch.
The PVM receives oil from a pump mounted on the reduction gearbox. The oil
pressure is transmitted to the propeller pitch change system by a transfer tube that
runs through the propeller shaft.
Inlet Temperature and Torque Sensing Systems (Ref. Fig. 25 and Fig. 26)
The inlet temperature and torque sensing systems consist of a total inlet temperature
(T1.8) sensor and the engine torque sensor. These units provide signals which are passed
to the engine control system by the engine electrical harness.
I.
(1)
The total inlet temperature (T1.8) sensor (Ref. Fig. 25), mounted in the rear inlet
case (flange C to D), consists of a resistor in a sleeve fitted with a threaded
connector. It receives a fixed low current input from the EEC. The resistance of the
sensor changes with temperature, varying the current returned to the EEC in
proportion.
(2)
The torque sensors (Ref. Fig. 26) have identical tubular housings with a magnet
and coil at the inner (tip) end. A six-pin electrical connector and mount flange are
at the outer end. The engine torque shaft assemblies consist of an outer reduction
gearbox torque shaft and an inner torque shaft metering tube. Teeth on the inner
shaft and on the outer tube pass the sensor inner tip, generating a pulse. Torque
changes cause rotational displacement of the outer tube with respect to the
inner shaft, causing the distance between the teeth to lengthen/shorten. Tooth
separation time sensed by the No. 1 and 2 sensors is transmitted to the AFU and
the EEC, respectively, where it is converted into engine torque indications.
Additionally, the temperature of the torque shaft varies the resistance of the platinum
at the tip of the No. 2 sensor. These resistance variations are transmitted to the
EEC, where they are converted into temperature readings. Temperature affects the
shafts twist rate (torque) and must therefore be compensated for.
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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ENGINE - DESCRIPTION AND OPERATION
Page 48
Nov 04/2005
C14760
Temperature Sensor (T1.8) - Location and Schematic
Figure 25
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 49
Nov 04/2005
C14758A
Torque Sensors - Location and Details
Figure 26
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 50
Nov 04/2005
(b) When the unit is energized, a capacitor on the high voltage side of the output
transformer is progressively charged. When sufficient energy to ionize a spark
gap in the unit is accumulated, the capacitor discharges through a dividing
and step-up transformer network across the two spark igniters. The unit will
continue functioning if one of the igniters is open or shorted, to operate the
remaining igniter. If both igniters fail, or if the input voltage is switched off,
the capacitor automatically discharges.
(c) The two ignition cable assemblies carry the output from the ignition exciters to
the spark igniters. Each assembly consists of an insulated electrical lead inside
a flexible metal braiding and is connected to the exciter and plug by coupling
nuts.
(d) The two air-cooled spark igniters are located at the 5 and 7 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.
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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ENGINE - DESCRIPTION AND OPERATION
Page 51
Nov 04/2005
IGNITION EXCITER
IGNITER
IGNITER CABLES
SEMI CONDUCTOR
INCONEL 600
COOLING AIR
GLASS SEAL
IGNITION CABLE
CONNECTOR INPUT
C30203A
Ignition System
Figure 27
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 52
Nov 04/2005
(c) Another sensor is located on the left side of the reduction gearbox rear
housing. It senses propeller speed (NP) from the teeth on the accessory-drive
idler gearshaft (Ref. Fig. 30).
(4)
The torque monitor sensors and the inlet temperature (T1.8) sensor are also part of
performance indicating (Ref. Subpara. 7).
(5)
The turbine interstage temperature (T6) indicating system (Ref. Fig. 31) monitors
gas path temperature. It consists of nine immersion thermocouples, one positive
and one negative bus-bar, one terminal block, one T6 thermocouple trim branched
electrical cable, one lug-mounted T6 thermocouple trim resistor and the airframe
wiring harness and gage.
(a) Each thermocouple has two single-core conductors of different material (alumel
and chromel) that are joined at one end (the bimetal junction) and covered by a
protective sheath. At the other end of the conductor is a terminal lug. The
thermocouples are installed in bosses in the turbine support case (flange K).
(b) The T6 thermocouple trim electrical cable is installed on the right side of the
engine. The branched cable consists of a positive (chromel) lead and a
negative (alumel) lead that connect to a terminal block which is connected to
the positive and negative bus-bars, respectively, at one end. A terminal block,
which bolts to flange C, and a bias resistor are at the other end. A bimetallic
junction (chromel and alumel) surrounded by a metal sheath terminates the
cable. A classified bias resistor and external leads to cockpit instrumentation
are installed on the terminal block located on flange K.
(c) Gas temperature generates a voltage in each thermocouple. To obtain an
average reading, the thermocouples are connected in parallel. Because of
the limited sampling by the thermocouples, the reading is not an accurate
indication of gas path temperature. The actual temperature is calculated at
engine test and compared with that obtained by the thermocouples. A cable
fitted with a fixed resistor is connected in parallel with the thermocouples to bias
the average reading. A thermocouple, integral with the terminal block is
installed in a passage through which oil flows to the No. 1 and 2 bearings. The
oil, of an almost unvarying temperature, ensures constant resistance.
Another resistor, of an appropriate class and easily removed/installed, is fitted
on the terminal block to provide further required T6 temperature correction.
K.
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ENGINE - DESCRIPTION AND OPERATION
Page 53
Nov 04/2005
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
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 54
Nov 04/2005
1
ENGINE
RH SIDE
AIR GAP
INTERCOMPRESSOR
CASE
NL PULSE
PICKUP PROBE
C30205
NL Speed Sensor Probe - Location and Details
Figure 29
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 55
Nov 04/2005
C14754
NP Speed Sensor Probe - Location and Details
Figure 30
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 56
Nov 04/2005
IMMERSION THERMOCOUPLE
POSITIVE BUS BAR
PROBE
LUG MOUNTED T6
THERMOCOUPLE
TRIM RESISTOR
TERMINAL
HOUSING
C63109A
T6 Monitoring System - Location and Details
Figure 31
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 57
Nov 04/2005
(1)
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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ENGINE - DESCRIPTION AND OPERATION
Page 58
Nov 04/2005
(h) P3 air taken from around the combustion chamber liner cools:
1
(i)
(2)
The turbine interstage case/power turbine stator bolts: air passes through
holes in the turbine support case, along the LP turbine seal housing, cools
the bolts, and exits into the gas path downstream of the power turbine
stator.
Air from the end of the power turbine shaft cools the front and rear faces of the
first and second-stage power turbine disks and the No. 6 and 7 bearing
housing. It also seals the bearing cavity.
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 59
Nov 04/2005
CENTRIFUGAL
BREATHER
IMPELLER
FLANGE
P2.5 / P3 AIR
(FROM SWITCHING
VALVE)
RGB INPUT
HOUSING
TO REDUCTION GEARBOX
GAS PATH
L.P.
IMPELLER
COOLING AND
SEALING AIR FLOW
(CRUISE CONDITION)
C17577
Gas Path/Cooling and Sealing Air
Figure 32 (Sheet 1 of 2)
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 60
Nov 04/2005
AIR
SWITCHING
VALVE
NO. 6 & 7
BRG. VENT
P3
P2.5
FWD
NO. 3 BRG.
NO. 4 BRG.
NO. 5 BRG
NO. 5 BEARING INTERNAL
VENT OUTLET NOZZLE
H.P.
IMPELLER
L.P.
H.P.
TURBINE TURBINE
POWER
TURBINE
C20250C
Gas Path/Cooling and Sealing Air
Figure 32 (Sheet 2)
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ENGINE - DESCRIPTION AND OPERATION
Page 61
Nov 04/2005
SPRING
INTERCOMPRESSOR
ADAPTER
CASE
GUIDE PIN
P3
COVER
WASHER
P3
THRUST WASHER
BOLT
INNER HOUSING
RETAINING RING
SLEEVE
SEAT
P2.5
P3
PISTON
PISTON RING
P2.5
P2.5
C15050A
Air Switching Valve - Location and 34 Cutaway
Figure 33
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 62
Nov 04/2005
AIR CONDITIONING
CONTROL VALVE
TO AIR
CONDITIONING
PACK
P2.5 CHECK
VALVE
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
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 63
Nov 04/2005
above approximately 41 psig, the shut-off valve closes, cutting off the supply of
P3 air. Check valve spring pressure is overcome by the increased P2.5 air
pressure which is proportional to P3 pressure. The piston moves to the open
position and P2.5 air is supplied to the environmental control system. When P3
air pressure falls below approximately 41 psig, the shut-off valve opens,
spring and P3 pressure overcomes P2.5 pressure to seat the check valve piston
and stop the flow of P2.5 air.
The intercompressor bleed valve (Ref. Fig. 36) consists of a housing, duct,
piston, cover, transfer tube, restrictor, servo valve and pressure sensing line.
P2.4 air obtained from a diffuser exit duct tapping passes through the
restrictor, the manifold and the transfer tube into the bleed valve chamber
above the piston. The area of the piston exposed to P2.4 air is such that the
force tending to close the piston is greater than the force tending to open it. A
signal from the EEC opens the servo valve to bleed into the duct via an
internal line which reduces the pressure of P2.4 air in the chamber above the
piston. The duct air back pressure modulates the bleed and improves valve
functioning. As the pressure of P2.4 air falls below that of P2.5 air, the piston
moves up, allowing P2.5 air to vent.
(c) HP Compressor Air (P3)
The P3 bleed air venturi adapter is installed on the gas generator case left
side. It vents P3 air, which is ducted through an airframe shut-off valve controlling
its flow to supply air conditioning system demand.
3.
4.
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ENGINE - DESCRIPTION AND OPERATION
Page 64
Nov 04/2005
C63889
P2.5 Check Valve - Details
Figure 35
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 65
Nov 04/2005
SERVO CONTROLLED
P2.4 BLEED
COVER
TO EEC
ELECTRICAL
HARNESS
CONNECTOR
P 2.4
MANIFOLD
RESTRICTOR
P2.5
TUBE
DUCT
SERVO
VALVE
P 2.4
PISTON
P2.5
C38664
Intercompressor Air Bleed Valve
Figure 36
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 66
Nov 04/2005
(2)
The fuels recommended have been substantiated by P&WC and are Transport
Canada approved.
NOTE:
(3)
The fuel properties specified in Table 4 are the minimum requirements for
fuel used in PW100 engines. As these properties only meet minimum
engine requirements, the list is not intended or suitable for use as a
purchase specification for procurement of fuel for PW100 engines. Rather,
it is intended to allow operators to include minimum approved fuel
requirements for PW100 engines in conjunction with other functional
requirements when formulating their own procurement specification or
judging the acceptability of fuels manufactured to other national
specifications that exist throughout the world.
Technical requirement tests shall be performed, in accordance with the latest issue
of the listed American Society for Testing and Materials (ASTM) test methods.
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 67
Nov 04/2005
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
Figure 37 (Sheet 1 of 2)
72-00-00
ENGINE - DESCRIPTION AND OPERATION
Page 68
Nov 04/2005
COMBUSTION CHAMBER
FUEL MANIFOLD
ADAPTER
FUEL NOZZLE
POWER TURBINE
COAXIAL SHAFTS H.P. IMPELLER
H.P. TURBINE
L.P. TURBINE
C14840_2
Engine Operation
Figure 37 (Sheet 2)
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Limits
Limits
37 (0.84 kg per 1)
57 (0.75 kg per 1)
Distillation Temperature,
Test Method
ASTM D287
or D1298
ASTM D86
10% Evaporated
Max.
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
Max.
0.005
ASTM D1323
18300
Min.
ASTM D240 or
42.6x10
Min.
ASTM D2382
Max.
-45C (-49F)
ASTM D2386
Max.
ASTM D323
Max.
25
ASTM D1319
Min.
45
ASTM D1740
Max.
No. lb
ASTM D130
Max.
16.5
ASTM D445
Max.
ASTM D1094
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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B.
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:
C.
D.
The results from both the 260C (500F) and 245C (473F)
Control-temperature tests must be reported by the refiner on all
fuel analysis reports.
Quality
(1)
(2)
The odor of the fuel shall not be nauseating or irritating. No substances of known
dangerous toxicity under usual conditions of handling and use shall be used.
Additives
(1)
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(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:
(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
Additive
(Trade Name)
Dupont AFA-1
16
456
Lubrizol 451
20
570
Nalco 5400-A
228
Nalco 5403
228
20
570
Apollo PRI-19
114
228
Dupont DCI-4A
228
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Additive
(Trade Name)
228
Mobilad F-800
3
The thermal stability additive in Table 7 is approved for use in engine fuel,
at the option of refiner, to ensure adequate high temperature stability at
time of use.
TABLE 7, Thermal Stability Additive
Maximum Concentration Allowed
Additive
(Trade Name)
30
855
Dupont JFA-5
4
Additive
(Trade Name)
57
N, N1 - Disalicylidene - 1,
2 Propane - Diamine
WARNING:
Additive
(Trade Name)
Phillips PFA 55MB
MIL-I-27686D
Ethylene Glycol Monomethyl Ether as
defined in MIL-I-27686E
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0.3
0.3
0.3
0.3
Additive
(Trade Name)
Shell ASA3
Dupont Stadis 450
7
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.
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Other Additives.
a
Additive
(Trade Name)
Tracer A
(Sulfur Hexafluoride, SF6)
E.
Fuels listed in Table 13 comply with P&WC specifications and are approved for
unrestricted use in PW100 engines.
NOTE: 1. Unless otherwise specified, the latest issue of fuel specifications applies.
NOTE: 2. An acceptable fuel or any mixture of acceptable fuels may be used.
TABLE 13, Approved Fuels
ISSUING
AUTHORITY
BODY
KEROSENE
TYPE
FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE
POINT
C (F)
Jet A
-50 (-58) -
Jet A-1
-47 (-53) -
(See
Note 2)
Kerosene
Type Fuel
-50 (-58) -
US
MIL-DTL-5624
US
MIL-DTL-83133
JP-8
(See Note 3)
-47 (-53) -
ASSOCIATIONS
ASTM (D1655)
IATA
MILITARY
JP-4
-58 (-72) JP-5
(See Note 3)
(See Note 3)
-
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-46 (-51)
-
Page 75
Nov 04/2005
KEROSENE
TYPE
FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE
POINT
C (F)
US
MIL-DTL-83133
JP-8 +100
(See Note 6)
-47 (-53) -
British Joint
Services
AVTUR
(See Note 4)
NA
AVTAG
NA
(See Note 4)
AVCAT
(See Note 4)
NA
Designation
AVTUR/FSII
(See Note 3)
NA
AVTAG/FSII NA
(See Note 3)
AVCAT/FSII
(See Note 3)
NA
NATO Code
F34 (See
NA
Note 3 and 4)
F40 (See
Note 3
and 4)
NA
F43
NA
F35
(See Note 4)
Governments
Canadian/
CAN/C.G.S.B. -47 (-53) CAN/
General
3.23-97
C.G.S.B.
Standards Board
3.22-97
British/
Ministry of
Defence
-46 (-51)
Defense
Standard
91-87 (NATO
Code F34)
-46 (-51)
Defense
Standard
91-91
(See Note 3)
(NATO Code
F35)
-47 (-53)
-46 (-51)
AIR 3405
-46 (-51)
RT
-60 (-76) -
CSN 65619
PL5 (See
Note 5)
-50 (-58) -
CSN 6520
French/
Ministry of the
Armed Forces
Defense
Standard 91-86
(See Note 3)
Governments
CIS
GOST 10227
Czechoslovakia
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FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE
POINT
C (F)
PL6 (See
Note 5)
-55 (-67) -
ATK
-50 (-58) -
TH
-53 (-63) -
JUS.B.H2.331
GM-1
-55 (-67) -
China
RP-3
-47 (-53) -
KEROSENE
TYPE
PND-25-005-76
Poland
BN-70/0533-71
Romania
STAS 5639/88
Yugoslavia
NOTE: 1. Fuel Jet A-2 conforming to CAN/C.G.S.B. 3.23-M86 is acceptable for use providing the
restrictions covering flash and freezing points are strictly observed.
NOTE: 2. This fuel has both summer and winter freeze points of -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.
ISSUING
AUTHORITY
BODY
KEROSENE
TYPE
FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE
POINT
C (F)
TS-1
-60(-76)
-60(-76)
CIS
GOST 10227
T-2 (See
Note)
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KEROSENE
TYPE
FREEZE
POINT
WIDE CUT
C (F)
TYPE
FREEZE
POINT
C (F)
GOST 10227
T-1
-60(-76)
BDS 5075-71
TS-1
-60(-76)
T-2 (See
Note)
-60(-76)
BDS 5075-71
T-1
-60(-76)
PL-3
-60(-76)
PN-72/C-96026
P-2
-60(-76)
PN-72/C-96026
PSM-2
-60(-76)
Bulgaria
Czechoslovakia
CSN 65619
Poland
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.
5.
The operation of PW100 engines on fuels other than the approved jet fuels is not
recommended. Specifically excluded as possible alternate or emergency fuels are
such products as automotive gasoline, diesel fuel, heating fuel or any combination of
these products with the approved fuels.
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:
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(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)
(4)
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)
(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.
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C.
This dye (PWC05-026) may be added to any P&WC approved lubricating oil on a
one time basis when filling the system. The dye improves sight glass visibility and
aids in the detection of oil leaks.
(2)
Use 0.5499 - 0.7699 milliliters per liter or 0.0703 - 0.0985 ounces per US gallon of
oil. The maximum concentration must not exceed 0.7699 milliliters per liter or
0.0985 ounces per US gallon.
(3)
The dye is blue in color, however when mixed with some oils which are yellow in
color, the result may be green colored oil.
TABLE 15, Approved Dye
BRAND
Dupont Oil Blue
D.
SUPPLIER
Pylam Products Company Inc.
2175 East Cedar Street
Tempe, Arizona
USA 85281-7431
TEL: 1-800-645-6096
TEL: (480) 929-0070
FAX: (480) 929-0078
URL: http://pylamdyes.com
(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
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Castrol 5000
SUPPLIER
Shell Canada Ltd.
400-4th Avenue S.W.
Calgary, Alberta
Canada T2P 0J4
TEL: 1-800-661-1600
Shell International Petroleum Co.
Shell Center
London, SE1 7NA
England
TEL: 44 (0) 20 7934 1234
FAX: 44 (0) 20 7934 8060
URL: http://www.shell.com
Royal Lubricants Inc.
P.O. Box 518
East Hanover, NJ 07936
USA
TEL: 1-800-989-7692
FAX: (973) 887-6930
URL: http://www.royallube.com
Exxon Mobil Corp.
3225 Gallows Road
Fairfax, VA 22037
USA
TEL: 1-800-662-4525
FAX: (203) 846-3355
URL: http://www.exxonmobil.com
Castrol Industrial North America Inc.
1001 West 31st Street
Downers Groove, IL 60515
USA
TEL: 1-800-462-6835
TEL: (630) 241-4000
FAX: (630) 241-1957
URL: http://www.castrolindustrial.com
Castrol Canada Inc.
3620 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2
TEL: (416) 252-5511
FAX: (416) 252-7315
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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
Air BP
BP Exploration & OIl Inc.
Maple Plaza ll - 1N
6 Campus Drive
Parsippany, NJ 07054
USA
TEL: 973-401-4350
FAX: (973) 401-4355
URL: http://www.airbp.com
SUPPLIER
Castrol Industrial North America Inc.
1001 West 31st Street
Downers Groove, Il 60515
USA
TEL: 1-800-462-6835
TEL: (630) 241-4000
FAX: (630) 241-1957
URL: http://www.castrolindustrial.com
Castrol Canada Inc.
3620 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2
TEL: (416) 252-5511
FAX: (416) 252-7315
Castrol Specialised Industrial (U.K.)
Wakefield House
Pipers Way
Swindon, Wilts
SN3 1RE England
TEL: 44 (0) 1793 512712
TEL: 44 (0) 1793 511521
FAX: 44 (0) 1793 453218
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DELETED
DELETED
E.
SUPPLIER
Shell Canada Ltd.
400-4th Avenue S.W.
Calgary, Alberta
Canada T2P 0J4
TEL: 1-800-661-1600
Shell International Petroleum Co.
Shell Center
London, SE1 7NA
England
TEL: 44 (0) 20 7934 1234
FAX: 44 (0) 20 7934 8060
URL: http://www.shell.com
DELETED
DELETED
Oil Analysis
(1)
Before obtaining an oil sample to analyze, start engine and run until oil temperature
is 70 (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:
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2.
General
A.
This section provides a series of checks to enable problems occurring in the operation
of the engine to be isolated and rectified.
B.
Reference should be made to the flight log and engine log for any entry relating to the
current problem.
Consumable Materials
Not Applicable
3.
Special Tools
Not Applicable
4.
5.
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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.
E.
F.
Use new gaskets, backup rings and packings at assembly. Make sure new non-metallic
parts (i.e., carbon seal) show no sign of deterioration due to length of time in storage.
G. When installing engine parts requiring the use of a hammer to facilitate assembly or
installation, use only a plastic or rawhide hammer.
H.
When used, masking tape must be removed and parts cleaned with petroleum solvent
(PWC11-027) or cleaner (PWC11-031) before assembly into the engine. Tape residue
can cause corrosion at engine running temperatures.
NOTE:
2.
I.
Ensure that antiseize compounds are applied in a thin, even coat. Excess compound
must be completely removed to avoid contamination of adjacent parts, passages or
surfaces.
J.
All external joint faces must be sealed with compound (PWC09-003) after installation or
test. Protect all external bolts and studs with a film of silicone compound. Do not apply
silicone compound to any threads of bolts used to retain accessories. These threads are to
be coated with engine oil (PWC03-001) as required by normal torquing procedures.
K.
Parts coated with corrosion-preventive compound must have all traces of the compound
removed before assembly.
Consumable Materials
The consumable materials listed below are referred to in this section. For more data, refer to
the CONSUMABLE MATERIALS section at the beginning of this manual.
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WARNING:
3.
READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE
MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Item No.
Name
PWC03-001
PWC05-002
PWC05-018
PWC05-018A
PWC05-046
PWC05-061
PWC05-103
PWC05-256
PWC09-003
PWC11-014
PWC11-027
PWC11-031
Oil, Engine
Dye, Layout
Marker, Pen and Pencil
Marker, Ink
Cloth, Abrasive, Coated, Crocus
Marker, Pencil
Enhancer, Contact, Electrical
Compound, Sealing
Alcohol, Isopropyl
Petroleum Solvent
Cleaner, Engine Parts
Special Tools
Special tools are identified in procedural text by part number in parentheses.
4.
Tool No.
Name
PWC58104
Wrench
5.
Standard Torques
A.
B.
(2)
(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.
C.
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6.
D.
Parts heated or cooled before assembly must be at room temperature when the final
torque is applied.
E.
Torque should be applied slowly and evenly for consistency and accuracy.
Torque Wrenches
A.
General
Check and calibrate torque wrenches before use. Checking one torque wrench against
another does not give accurate results. Some wrenches are sensitive to the method
of support used during the torquing procedure. Therefore, the manufacturers instructions
must always be followed.
B.
bT
a+b
Formula to be used
Example:
Desired torque (T) = 1440 lb.in. (162.72 Nm)
Adapter or extension length = 3 in. (76.20 mm)
Torque wrench length = 15 in. (381.00 mm)
Then:
R (lb.in.) = a
bT
+b
15 x 1440
3 + 15
= 1200 lb.in.
OR
R (Nm) =
381.00 x 162.72
76.20 + 381.00
= 135.60 Nm
When using an extension or adapter which does not change the effective length of a
standard torque wrench (Ref. Detail B), a correction of the indicated torque reading is not
required.
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b
c
DETAIL
c
DETAIL
B
C12854A
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C.
(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:
(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)
(g) Continue rotating until torque indicator reaches required reading on scale.
NOTE:
(i)
(5)
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.
To untorque, repeat step (4), except for rotational direction of ratchet and input
shaft, which must be reversed.
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7.
B.
The locking torque for self-locking nuts and helical coil inserts must be checked at
assembly. The locking torque must, unless otherwise specified, not be less than the
values shown in Table 201.
(2)
When checking self-locking torque, care must be taken to ensure the fastener is not
seated. This ensures that only the torque necessary to overcome the friction
holding the thread is measured.
(3)
To ensure the locking feature in the self-locking nut engages the fully formed
external thread on the mating part, a minimum thread protrusion is required (Ref.
Table 201).
TABLE 201, Minimum Locking Torque for Self-locking Nuts and Helical Coil Inserts and
Minimum Thread Protrusion for Self-locking Nuts
THREAD
SIZE
TORQUE
LB.IN.
(Nm)
0.1120-40
MINIMUM
PROTRUSION
IN. (mm)
THREAD
SIZE
TORQUE
LB.IN.
(Nm)
MINIMUM
PROTRUSION
IN. (mm)
0.5 (0.06)
0.4375-20
14.0 (1.58)
0.060 (1.52)
0.1120-48
0.5 (0.06)
0.5000-14
24.0 (2.71)
0.080 (2.03)
0.1250-40
1.0 (0.11)
0.5000-20
18.0 (2.03)
0.060 (1.52)
0.1380-32
1.0 (0.11)
0.050 (1.27)
0.5625-12
30.0 (3.39)
0.080 (2.03)
0.1380-40
1.0 (0.11)
0.040 (1.02)
0.5625-18
24.0 (2.71)
0.070 (1.78)
0.1640-32
1.5 (0.17)
0.050 (1.27)
0.6250-11
40.0 (4.52)
0.090 (2.29)
0.1640-36
1.5 (0.17)
0.040 (1.02)
0.6250-18
32.0 (3.61)
0.070 (1.78)
0.1900-24
2.0 (0.23)
0.060 (1.52)
0.7500-10
60.0 (6.78)
0.1900-32
2.0 (0.23)
0.050 (1.27)
0.7500-16
50.0 (5.65)
0.2500-20
4.5 (0.51)
0.060 (1.52)
0.8750-9
82.0 (9.27)
0.2500-28
3.5 (0.40)
0.050 (1.27)
0.8750-14
70.0 (7.91)
0.3125-18
7.5 (0.85)
0.070 (1.78)
1.0000-8
110.0 (12.43)
0.3125-24
6.5 (0.73)
0.060 (1.52)
1.0000-14
92.0 (10.40)
0.3750-16
12.0 (1.36)
0.070 (1.78)
1.1250-8
137.0 (15.48)
0.3750-24
9.5 (1.07)
0.060 (1.52)
1.1250-12
117.0 (13.22)
0.4375-14
16.5 (1.86)
0.080 (2.03)
1.2500-12
143.0 (16.16)
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C.
Castellated Nuts
(1)
D.
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)
(3)
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CUP WASHER
KEY WASHER
KEY WASHER
CUP WASHER
KEY WASHER
KEY WASHER
KEY WASHER
KEY WASHER
TAB WASHER
TAB WASHER
C3036
Typical Locking Washers
Figure 202
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DIRECTION TO
LOOSEN NUT
DETAIL A
C30219
Keywashers (Typical) - Installation
Figure 203
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(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.
(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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A
DIAPHRAGM
0D
SECTION
AA
SECTION
CC
SECTION
BB
C12856
Cup-type Keywashers - Installation
Figure 204
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(3)
Installation
(a) Secure lockwire at the ends or at a point that will not be twisted. This ensures
the twisted section is not damaged.
(b) Lockwire must not be nicked, kinked or mutilated.
(c) When cutting off ends, leave at least three complete turns after the loop
securing the component. Ensure ends do not fall into the engine.
(4)
Removal
(a) Do not twist lockwire off with pliers, which could cause damage to associated
component. Taking care, cut near component locking hole.
(5)
Procedure
(a) Figure 205 illustrates typical procedure and Figure 206 illustrates basic
examples. Although there are numerous applications for lockwire installation,
practically all are derived from the basic examples shown.
D.
9.
Retaining Rings
(1)
(2)
Internal-type rings must not be compressed beyond the point where ends of the
ring meet.
(3)
(4)
After installation, ensure each retaining ring is completely seated in its groove,
without looseness or distortion.
Marking of Parts
A.
General
(1)
(2)
(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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10:30
OCLOCK
4:30
OCLOCK
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 9 SHOWS THE METHOD
FOR WIRING BOLTS IN DIFFERENT
PLANES. NOTE THAT WIRE SHOULD
ALWAYS BE APPLIED SO THAT
TENSION IS IN THE TIGHTENING
DIRECTION.
EXAMPLE 10
EXAMPLE 10 SHOWS HOLLOW
HEAD PLUGS WIRED WITH THE
TAB BENT INSIDE THE HOLE
TO AVOID SNAGS AND POSSIBLE
INJURY TO PERSONNEL WORKING
ON THE ENGINE.
EXAMPLE 11
EXAMPLE 11 SHOWS CORRECT
APPLICATION OF SINGLE WIRE
TO CLOSELY SPACED MULTIPLE
GROUP.
C195_1
Examples of Lockwire Installation
Figure 206 (Sheet 1 of 3)
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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 17
EXAMPLE 18
EXAMPLE 19
EXAMPLE 16
EXAMPLE 16 SHOWS CORRECT METHOD
FOR WIRING THE COUPLING NUT ON
FLEXIBLE LINE TO THE STRAIGHT
CONNECTOR BRAZED ON RIGID TUBE.
EXAMPLE 20
EXAMPLE 21
SMALL SIZE COUPLING NUTS SHALL
BE WIRED BY WRAPPING THE WIRE
AROUND THE NUT AND INSERTING
IT THROUGH THE HOLES AS SHOWN.
C195_2
Examples of Lockwire Installation
Figure 206 (Sheet 2)
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EXAMPLE 22
EXAMPLE 23
EXAMPLE 24
COUPLING NUTS ON A TEE SHALL
BE WIRED AS SHOWN ABOVE SO
THAT TENSION IS ALWAYS IN THE
TIGHTENING DIRECTION.
EXAMPLE 25
STRAIGHT CONNECTOR
(BULKHEAD TYPE)
EXAMPLE 26
EXAMPLE 27
EXAMPLE 28
EXAMPLES 26, 27 AND 28 SHOW THE VARIOUS STANDARD FITTINGS WITH CHECK NUT
WIRED SO THAT IT NEED NOT BE DISTURBED WHEN REMOVING THE COUPLING NUT.
C195_3
Examples of Lockwire Installation
Figure 206 (Sheet 3)
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B.
(4)
Electric arc scribing, particularly hand arc scribing, whereby characters are
produced by action of an electric arc between surface and an electrode (scriber), has
been found unsuitable for jet engine parts and must not be used.
(5)
(6)
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
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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Marking Methods
(a) Electrolytic Etch
CAUTION: DO NOT ELECTROLYTICALLY ETCH ANODIZED SURFACES.
1
Characters are produced by applying, by any method, an ink that does not
damage the surface.
Inks used in marking may have a light etching action, providing no surface
damage occurs.
NOTE:
(3)
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(4)
(5)
10.
Lubrication
A.
General
CAUTION: LUBRICATION PLUS PROPER ASSEMBLY WILL PREVENT DAMAGE TO
PACKINGS, WHICH COULD CAUSE ENGINE MALFUNCTION.
11.
(1)
Prior to installation, new preformed packings must be coated with a thin film of
engine oil unless otherwise stated.
(2)
Antiseize and anti-galling compounds must be applied in a thin, even coat, and the
excess completely removed. This avoids contamination of adjacent parts, passages
and/or surfaces.
Tube-to-Boss Elbows, Elbow Adapters, Elbow Assemblies, Tees and Tee Assemblies
A.
Removal
(1)
B.
Before removal, mark, using marker (PWC05-018), the angular location of the
tee/elbow on the engine or unit.
(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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4
STEP 1
STEP 2
1
1
2
2
3
4
4
5
5
STEP 3
STEP 4
C8818
Installation of Typical Elbow/Tee Fitting
Figure 207
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Hold nut stationary and turn tee/elbow into boss a further 1-12 turns.
NOTE:
(6)
With elbow fitting in correct aligned position, tighten nut and torque to value
detailed in relevant installation instruction.
NOTE:
12.
Fitting
Nut
Backup Ring
Packing
Boss
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)
General
(1)
B.
Installation Procedure
(1)
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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:
(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
(2)
(d) Instructions: Tighten each connector nut by hand until witness band(s) on
mating receptacle is/are covered. It is recommended to further torque
connector coupling nuts, using one of the following methods:
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STYLE 1
SLOT
LOCK
INDICATOR
ORANGE
BLUE
STYLE 2
STYLE 3
BLUE
BLUE
COLORED
RED
C30216A
Electrical Wiring Harness Connectors - Installation
Figure 208
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(3)
(d) Instructions: Tighten each connector nut by hand until witness band(s) on
mating receptacle is/are covered. It is recommended to further torque
connector coupling nuts, using one of the following methods:
CAUTION: DO NOT USE STEEL-JAWED PLIERS TO TIGHTEN
CONNECTORS.
1
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14.
Inspection
A.
General
(1)
B.
A close and complete inspection is important to prolong engine life and give
maximum performance. Check for loose or missing parts and inspect any engine part
or component that has been worn or damaged. Damage to engine parts may
result from improper clearance, lack of lubrication, undesired movement of parts
that are bolted or pressed together, overloading, uneven load distribution, heat, shock
or extension of minor damage such as scratches, tool marks, grinding, cracks,
nicks, etc. Damage to engine parts may also result from presence of foreign matter
such as grit, chips, moisture, chemicals, etc., or from incorrect techniques during
removal or installation.
Inspection Procedures
(1)
All inspection procedures must be carried out in a lighted, clean and dust-free area.
Benches must be clean to keep previously cleaned parts free from dirt and dust. All
parts must be suitably tagged to indicate necessary repair or replacement.
Although most parts require only a visual inspection, a certain number require use
of gages and other measuring equipment. Some damage may be detected only
by magnetic particle or fluorescent penetrant inspection methods. Methods of
inspection for specific parts and components are detailed in relevant sections of this
manual.
(2)
Inspect parts for alignment, distortion, foreign matter, looseness, sharp edges,
scratches, taper and wear. In addition, check the following:
(a) Holes in cases, manifolds, pipes and tubes for obstructions.
(b) Gear teeth and splines for contact patterns.
(c) Magnesium parts for corrosion.
(d) Mounting pads, parting and seating surfaces for smoothness and flatness.
NOTE:
Studs, dowels and similar protruding parts for alignment and projection length.
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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)
(2)
(3)
If a dial indicator is used, ensure that indicator base is anchored firmly and that any
swivel connections are tightened securely.
(4)
When taking measurements with feeler gages, ensure final size of feeler is a
reasonably snug fit.
TABLE 202, Inspection Terms and Definitions
TERM
Abrasion
DEFINITION
A roughened area. Varying degrees of
abrasion can be described as light or heavy,
depending upon extent of reconditioning
required to restore surface. Usual cause is
presence of fine unwanted material between
moving surfaces.
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DEFINITION
An operation which removes an irregularity
from a surface and results in a shallow,
smooth depression.
Blister
Brinelling
Buckling
Burning
Burnishing
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DEFINITION
A sharp projection or rough edge. Usual
causes are excessive wear, peening, or
machining operation.
Chipping
Corrosion
Cracks
Dent
Distortion
Erosion
Flaking
Frosting
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DEFINITION
Galling
Gouging
Grooving
Heat Discoloration
Inclusion
Metallization
Nick
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DEFINITION
Oxidation
Peening
Pitting
Rub
Scoring
Scratches
Scuffing
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DEFINITION
A welding or binding of two adjacent surfaces,
preventing further movement.
Skidding
Spalling
Stress-failure
Tear
Unbalance
Wear
E.
F.
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When determining the condition of engine fuel, oil lubrication and pneumatic
systems, removed filters must be inspected for condition, contamination and other
defects before the application of any allowable cleaning procedures.
NOTE:
15.
Cleaning
A.
General
(1)
B.
The primary purpose of cleaning is to remove contaminants that may conceal minor
cracks and other defects, which, if not detected, could eventually lead to failure of a
component or part. Engine components or parts should be cleaned only as
necessary to perform required inspection and repair. Avoid overcleaning. Use
recommended cleaning agents listed in CONSUMABLE MATERIALS. The cleaning
methods given in the following text are adequate for all maintenance levels. For
compressor washing, refer to the detailed procedure.
Precautions
WARNING:
Wear rubber gloves, apron or coveralls, and face shield or goggles when working
with or near solvents.
NOTE:
(2)
Use the least toxic of available cleaning materials that will satisfactorily accomplish
the work.
(3)
(4)
Ensure that adequate and usable fire fighting and safety equipment is conveniently
located and available to all personnel.
(5)
(6)
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(7)
16.
Except where specified, do not use steel brushes for cleaning operations. A stiff
bristle fiber brush is adequate for most cleaning operations.
Bearings
Bearings to be stored should be coated with a light film of lubricating oil, wrapped in clean
plastic bags and placed in individual closed containers.
In addition to part numbers, bearings assemblies are identified by serial number distinguished
from the part number by prefix e.g. SERIAL NUMBER, SR, S/N. Demountable and
semi-demountable bearings are further identified by the same mating number on the inner
and outer race and the cage. These bearings are to be maintained as assemblies as identified
by the mating numbers.
Record location of bearings removed during disassembly to ensure that serviceable bearings
are installed in the original location.
During disassembly, bearing inner and outer races will sometimes be removed at different
stages. Keep inner and outer races as matched sets (i.e. mating number of races must be the
same).
17.
B.
General
(1)
Debris analysis monitors wear of oil-wetted engine parts. This procedure improves
aircraft serviceability and dispatch reliability and reduces engine repair costs. This
is achieved by identifying potential engine problems at the earliest possible stage,
thus minimizing the possibility of in-flight shutdowns, away-from-base engine
changes and secondary damage.
(2)
Rapid wear or surface fatigue (e.g. on gear teeth contact surfaces, bearing
raceways, rolling elements, housing bearing bores, etc.) or interference between
rotating and fixed components (e.g. oil pump pinions, associated housings and
labyrinth seals, etc.) produce debris. Magnetic debris over 100 microns in diameter
are usually captured by the chip detectors. Magnetic and non-magnetic debris
over 10 microns in diameter are usually captured by the oil system filters (main and
RGB scavenge oil filters).
(3)
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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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:
(4)
C.
If bearing material (Ref. Table 203) is found, the operator must be advised as soon
as possible by telephone and provided with a detailed written report.
The analysis should be carried out by an approved laboratory (Ref. Para . E.).
(2)
The operator must provide to the laboratory the following information with the chips
and/or flakes:
(a) Engine model and serial number.
(b) Engine time since new (TSN) or time since overhaul or refurbishment (TSO or
TSR).
(c) Chip detector position (Reduction Gearbox or Turbomachinery).
(d) Reason for chip detector inspection (scheduled or unscheduled).
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(3)
Reports supplied by the laboratory to the operator containing the results of the
analysis must include:
(a) Information provided by the operator when submitting the material for analysis.
(b) Type(s) of material found.
(c) Shape and appearance of the material.
(d) If bearing material (Ref. Table 203) is found, the operator must be advised as
soon as possible by telephone and provided with a detailed written report.
D.
Material Specifications
(1)
To facilitate the identification of components which are the source of debris found in
the oil system, the material specifications are listed in Table 203. The common
contaminants found in the oil system are listed in Tables 204 and 205.
TABLE 203, Material Specification (Engine Components)
SPECIFICATION
GENERIC
NAME
PART
NOMENCLATURE
ENGINE
LOCATION
AMS4116
Aluminum (6061)
AGB
AMS4173
Aluminum (6061)
AGB
AMS4212
Aluminum (355)
Pump Pack
Pump Pack
Pump Pack
AMS4260
Aluminum
Pump Pack
AMS4261
Aluminum
AGB
AGB
AMS4275
Aluminum (850)
RGB
Scavenge Pump
AMS4434
Magnesium
Oil System
AMS4439
Magnesium (ZE41A)
RGB
Housing
RIC
Cover
AGB
Pump Pack
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SPECIFICATION
PART
NOMENCLATURE
Housing, RGB Scavenge
Pump
ENGINE
LOCATION
Pump Pack
Copper
Hydraulic Pump
Drive
Overspeed
Drive
Accessory Drive
Startergenerator
Drive
Accessory Drive
Bevel
Gearshaft
Towershaft
AMS4975
T1 Alloy
AMS4991
T1 Alloy
AMS5000
Spacers
SST
ITD
RIC
AMS5350 or
AMS5355
AMS5362
Steel (30347)
Elbow, Tube-to-boss
Elbow, Adapter, Transfer Tube
Adapter, Fuel Manifold
Flange, No. 5 Bearing
Housing Cover
Seal, Air, No. 5 Bearing
Housing Stator
Nozzle, Oil, No. 5 Bearing
Boss, Fuel Drain, Turbine
Support
Boss, Inspection, Turbine
Support
Housing, Oil Transfer
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SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Ni Alloy
AMS5504
Steel
Keywashers
Steel
Steel (30321)
Keywashers
SST
Steel
(Inconel 600)
AMS5510
AMS5512 or
AMS5646
AMS5540
Gas
Generator Case
Reduction
Gearbox
Gas
Generator Case
Steel (51416/10)
Gas Generator
Steel (51410)
AMS5611
AMS5612
AMS5504 or
AMS5613 or
AMS5663
LP Diffuser
Case
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Nov 04/2005
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
HP
Impeller
Seal, Labyrinth
No. 7
Bearing
Ni Alloy
(Inconel 718)
(Pre-SB21683)
AMS5704
Ni Alloy
(Waspalloy)
(Post-SB21683)
Ni Alloy
Steel (30321)
Bearing, Ball
Towershaft
Steel
Hydraulic Pump
Drive
AMS5665 or
AMS5666
AMS5689
AMS6250 or
AMS6260
Overspeed
Governor Drive
Accessory Drive
AMS6265
Steel (9310)
Startergenerator
Drive
Pump Pack
Pump Pack
Pump Pack
Pump Pack
Pump Pack
RGB
AGB
HP Shaft
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 238
Nov 04/2005
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
AGB
RGB
AGB
Gearshaft, Coupling,
Accessory Drive
AGB
RGB
AGB
AGB
AGB
AGB
RGB
RGB
RGB
RGB
Gearshaft, Spur,
Second-stage
Reduction (LH)
RGB
Gearshaft, Spur,
Starter-generator Drive
AGB
Gearshaft, Spur,
Second-stage
Reduction (RH)
RGB
Gearshaft, Spur,
Second-stage
Reduction (LH)
RGB
AGB
Pump Pack
AMS6304
Steel
LP Shaft
LP Shaft
AMS6322
Steel (8740)
LP Shaft
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 239
Nov 04/2005
GENERIC
NAME
PART
NOMENCLATURE
ENGINE
LOCATION
AMS6323
Steel (8740)
LP Shaft
AMS6414
Steel (4340)
RGB (Secondstage
Reduction)
Power Turbine
Shaft
Power Turbine
Shaft
Low Pressure
Impeller
High Pressure
Impeller
Low Pressure
Turbine
Input Drive
Shaft
(RGB)
Input Drive
Shaft
(RGB)
First-stage
Helical Gear
(RGB)
First-stage
Helical Gear
(RGB)
Second-stage
Spur Gearshaft
(RGB)
Second-stage
Spur Gearshaft
(RGB)
Propeller Shaft
(RGB)
Propeller Shaft
(RGB)
Propeller Shaft
(RGB)
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 240
Nov 04/2005
GENERIC
NAME
PART
NOMENCLATURE
ENGINE
LOCATION
Overspeed
Governor Drive
Gearshaft
(RGB)
Hydraulic Pump
Drive Shaft
(RGB)
Idler Drive
Spur Gearshaft
(RGB)
Alternator
Drive Spur
Gearshaft
(RGB)
Accessory
Drive Spur
Gearshaft
(AGB)
Accessory
Drive Spur
Gearshaft
(AGB)
Accessory
Drive Spur
Gearshaft
(AGB)
Accessory
Drive Spur
Gearshaft
(AGB)
Accessory
Drive Spur
Gearshaft
(AGB)
Accessory
Drive Spur
Gearshaft
(AGB)
Accessory
Drive Spur
Gearshaft
(AGB)
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 241
Nov 04/2005
GENERIC
NAME
PART
NOMENCLATURE
ENGINE
LOCATION
Towershaft
Towershaft
Oil Pump
Driveshaft
AMS6415
Steel (4340)
Power Turbine
Shaft
RGB
Shaft, PT
No. 4 Bearing Seal, Abradable
ICC
Shaft, Stub, PT
AMS6444
Steel (52100)
Overspeed
governor
Drive Gearshaft
(RGB)
Idler Drive
Gearshaft
(RGB)
Alternator Drive
Gearshaft
(RGB)
Accessory Drive
Spur
Gearshaft
(AGB)
Accessory Drive
Spur
Gearshaft
(AGB)
Accessory Drive
Spur
Gearshaft
(AGB)
Accessory Drive
Spur
Gearshaft
(AGB)
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 242
Nov 04/2005
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Accessory Drive
Spur
Gearshaft
(AGB)
Accessory Drive
Spur
Gearshaft
(AGB)
Accessory Drive
Spur
Gearshaft
(AGB)
Towershaft
Overspeed
Governor
Drive
Accessory Drive
(AGB)
Startergenerator
Drive
Accessory Drive
Bevel Gearshaft
Towershaft
Oil Pump
Driveshaft
AMS6491
M50
Power Turbine
Shaft
Power Turbine
Shaft
LP Impeller
HP Impeller
HP Impeller
LP Impeller
Power Turbine
Shaft
Input Drive
Shaft (RGB)
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 243
Nov 04/2005
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Input Drive
Shaft (RGB)
First Stage
Helical Gear
(RGB)
First Stage
Helical Gear
(RGB)
Second Stage
Spur Gearshaft
(RGB)
Second Stage
Spur Gearshaft
(RGB)
Propeller Shaft
(RGB)
Propeller Shaft
(RGB)
Propeller Shaft
(RGB)
Idler Drive
Spur Gearshaft
(RGB)
Towershaft
AMS6512
Steel
RGB
AMS7225
Steel
Rivet, Cage
Accessory
Drive Spur
Gearshaft
(AGB)
Rivet, Cage
AGB Driveshaft
Oil Pump
Drive Shaft
Hydraulic Pump
Drive
Si 0.5
Overspeed
Governor Drive
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 244
Nov 04/2005
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Accessory Drive
(AGB)
Startergenerator
Drive
Nickel
Plating Repair
Silver
Plating
Chromium
Plating Repair
Cadmium
Plating
A1S1C1005
Steel
Lip Seal
Aeroproducts
AMS3249
EPDM
.Case
Motor Driven
Pump
AMS3662A
PTFE
.Gasket
(Teflon)
.Element
AMS4117
(6061-T6 AL)
AMS4119E
AMS4215
(C-355-T6 AL)
Aluminum
Aluminum
B-10
High-leaded Tin
Bronze
AMS4215
Aluminum
Plunger, Reset
Overspeed
Governor
Inlet Tube
Aeroproducts
Outlet Tube
Motor Driven
Pump
Overspeed
Governor
Overspeed
Governor
Overspeed
Governor
Overspeed
Governor Pump
Gear
Overspeed
Governor Pump
Gear
Bushing, Pump
Overspeed
Governor Pump
Gear
Housing Cover
Aeroproducts
Motor Driven
Pump
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 245
Nov 04/2005
SPECIFICATION
AMS4260
(356-T6 AL)
AMS4610
AMS4842A
PART
NOMENCLATURE
ENGINE
LOCATION
Aluminum
Cover, Governor
Overspeed
Governor
Brass
Guide, Valve
Oil Cooler
Leaded Bronze
Bearing
Aeroproducts
Motor Driven
Pump
AMS5343
Stainless Steel
(17-4PH)
Propeller
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
(416 SST)
SST
Pin, Straight
Overspeed
Governor
AMS5610
(416 SST) or
AMS5613
(410 SST)
SST
Pin, Ballhead
Overspeed
Governor
Overspeed
Governor
Overspeed
Governor
Overspeed
Governor
Steel
Governor Gear
Propeller
Control Unit
AMS5618 or
AMS5880
(440C SST)
Steel or SST
Bearing
Overspeed
Governor
AMS5630
(440C SST)
SST
Main Poppett
Overspeed
Governor Pump
Gear
AMS5616
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 246
Nov 04/2005
SPECIFICATION
AMS5630D
Steel
PART
NOMENCLATURE
ENGINE
LOCATION
Overspeed
Governor Pump
Gear
Pilot Poppet
Overspeed
Governor Pump
Gear
Poppet
Aeroproducts
Retainer
Motor Driven
Pump
Seat
AMS5639D
Steel
Sleeve
Aeroproducts
Motor Driven
Pump
AMS5640
Steel (303)
AMS5643 (17-4)
AMS5673
Steel
Oil Cooler
Overspeed
Governor Pump
Gear
Spring
Aeroproducts
Motor Driven
Pump
AMS5678 (17-7)
Steel
Spring, Airbleed
Overspeed
Governor
Overspeed
Governor
Overspeed
Governor Pump
Gear
AMS5688F
Steel
Inlet Screen
Aeroproducts
Motor Driven
Pump
AMS6272
(8617) or
AMS6274
(8620)
Steel
Overspeed
Governor Pump
Gear
Overspeed
Governor
Gear
Aeroproducts
AMS6274
(8620)
Steel
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 247
Nov 04/2005
SPECIFICATION
PART
NOMENCLATURE
ENGINE
LOCATION
Motor Driven
Pump
AMS6290
(4615) or
AMS6272
(8617) or
AMS6274
(8620)
Gear, Idler
Overspeed
Governor Pump
Gear
Overspeed
Governor
Overspeed
Governor Pump
Gear
Bearing, Ball
Overspeed
Governor
Pin
Overspeed
Governor
Packing, Preformed
Aeroproducts
Motor Driven
Pump
Seat, Bearing
Overspeed
Governor
CA-6NM
(ASTM A296)
Overspeed
Governor
CDA
NO.C93200
(660 Bronze)
Overspeed
Governor Pump
Gear
MIL-S-22141
(8620)
Overspeed
Governor
Spring Wire
Alloy 4920
Spring, Speeder
Overspeed
Governor
AMS6440
(AISI 52100)
or
Steel
Steel
AMS6442
(AISI 50100)
AMS7270
Buna
ASTM A108
(1117)
Main
Elements
Al203
Cause of
Contaminants
Manufacturing
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 248
Nov 04/2005
Main
Elements
Cause of
Contaminants
Black Magnetic
Fe304
Anaerobic
decomposition of
shaft
material, can look
like carbon is a
corrosive product.
Calcium Oxide
CaO
Environment
Rust,
Non-magnetic
Fe2O3
Rust
Sand
SiO2
Manufacturing/
Environment
Silicon Carbide
(Black, Shiny,
Angular)
SiC
Manufacturing/
Blasting
ZrSiO4
Manufacturing
Zirconia
Mo52
Common as a trace,
could combine
with Fe (Iron) to
indicate bearing
alloy.
Usually found in
new or
overhauled engines.
Calcium Chloride
(Salt)
CaCl2
Environment
Sodium Chloride
(Salt)
NaCl
Environment
Calcium Sulphate
(Salt)
CaSO4
Environment
Source
Gaskets
Carbon
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 249
Nov 04/2005
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
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 250
Nov 04/2005
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 251
Nov 04/2005
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 252
Nov 04/2005
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 253
Nov 04/2005
QinetiQ
(formally DERA)
Fuel and Lubricants
Cody Technology Park
Building 442 Pyestock
Farnborough, Hampshire GU14 0LX
England
TEL: (44) 1252 374775/4776
(44) 7771 808541 (Off-hour)
FAX: (44) 1252 374795
Website: http://www.qinetiq.com
E-mail: 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
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 254
Nov 04/2005
Vernolab
Zone Les Cents Sillone
27-138 Verneuil sur Avre
Cedex
France
TEL: (33) 0 2 32 60 65
FAX: (33) 0 2 32 60 1646
Website: http://www.vernolab.com
Wear Check Canada Inc.
4161 Sladeview Crescent
Unit 11
Mississauga, Ontario L5L 5R3
Canada
TEL: (905) 569-8600
FAX: (905) 569-8605
Website: http://www.wearcheck.com
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
72-00-00
ENGINE - MAINTENANCE PRACTICES
Page 255/256
Nov 04/2005
ENGINE - SERVICING
1.
General
A.
WARNING:
NOTE:
2.
Consumable Materials
The consumable materials listed below are referred to in this section. For more data, refer to
the CONSUMABLE MATERIALS section at the beginning of this manual.
WARNING:
3.
READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE
MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Item No.
Name
PWC03-001
PWC05-026
PWC05-051
PWC05-053
PWC05-063
PWC05-069
PWC05-070
PWC05-077
PWC05-089
PWC05-107
PWC05-295
PWC15-011
Oil, Engine
Dye, Blue
Seal, Flat Steel Strapping
Sheet, Plastic, Moisture-Proof
Strapping, Steel
Tape, Pressure Sensitive Adhesive
Tape, Filament-reinforced (Pressure-sensitive Adhesive)
Oil, Preservative
Lockwire
Polyurethane (Foam-in-place)
Lockwire (may be used instead of PWC05-089)
Inhibitor
Special Tools
Special tools are identified in procedural text by part number in parentheses.
Tool No.
Name
PWC34300
PWC37825
PWC38001
PWC38147
PWC38212
PWC38307
PWC54002
Stand
Adapter
Adapter, Reduction Gearbox (use with PWC34300)
Drain Fitting
Adapter
Adapter
Sling (Engine/Turbomachinery)
72-00-00
ENGINE - SERVICING
Page 301
May 02/2003
4.
Tool No.
Name
PWC54212
PWC54213
PWC54214
PWC56515
Adapter, Front
Adapter, Rear
Adapter, Front
Rod, Flapper Valve
5.
Removal/Installation
A.
B.
(2)
(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.
Check condition of humidity indicator (1) (if pink, check engine for corrosion).
(2)
(3)
72-00-00
ENGINE - SERVICING
Page 302
May 02/2003
(4)
(5)
(6)
(7)
(8)
Cut envelope (7) and, using front adapter (PWC54214 (21)) and rear adapter
(PWC54213 (22)), attach sling (PWC54002) (8) to engine.
(9)
C.
(10)
(11)
Remove the fuel waste ejector tank box (23) from the container.
(12)
(13)
(14)
(15)
Remove bolts (11, 12), washers (13, 14), front adapter (15) and rear adapter (16)
and retain in shipping container base (17).
(16)
(17)
(18)
(2)
(3)
Remove the fuel waste ejector tank from the airframe (Ref. AMM).
72-00-00
ENGINE - SERVICING
Page 303
May 02/2003
C11588A
Shipping Container - Engine Removal/Installation
Figure 301 (Sheet 1 of 2)
72-00-00
ENGINE - SERVICING
Page 304
May 02/2003
Humidity Indicator
Strapping
Cover
Plywood Cover
Sleeve
Plywood Side (Pre-SB21678)
Envelope
Sling
Pin
Desiccant Bags (not illustrated)
Bolt
Bolt
Washer
Washer
Adapter
Adapter
Base
Support
Support
Corner
Box, Ejector
72-00-00
ENGINE - SERVICING
Page 305
May 02/2003
8
21
22
16
9
11
1
13
7
15
14
12
23
18
19
17
C11247D
Shipping Container - Engine Removal/Installation
Figure 301 (Sheet 2)
72-00-00
ENGINE - SERVICING
Page 306
May 02/2003
(4)
(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 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)
(10)
Lower engine onto container base and align adapter with supports (18, 19).
(11)
(12)
Remove sling (PWC54002) (8), rear adapters (PWC54213 (22)) and front adapter
(PWC54214 (21)) and hoist (2000 lb. (907 kg) SWL).
(13)
(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)
(18)
(19)
(20)
Install steel strapping (PWC05-063) (2) with strapping tool. Secure with strapping
seals (PWC05-051).
(21)
(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.
72-00-00
ENGINE - SERVICING
Page 307
May 02/2003
D.
Check condition of humidity indicator (1) (if pink, check gearbox for corrosion).
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
Attach hoist (1000 lb. (454 kg) SWL) to adapter and take weight of gearbox.
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)
(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.
Remove nuts (21), washers (22), cradle adapter (14), bolts (23) and coupling cover
(24). Store components in container base.
(17)
(18)
72-00-00
ENGINE - SERVICING
Page 308
May 02/2003
5
2
3
6
7
8
1
C12626
Shipping Container - Reduction Gearbox Removal/Installation
Figure 302 (Sheet 1 of 3)
72-00-00
ENGINE - SERVICING
Page 309
May 02/2003
Humidity Indicator
Steel Strapping
Corners
Cover
Plywood Cover
Sleeve
Plywood Side (Pre-SB21678)
Envelope
Desiccant (not illustrated)
Adapter
Nuts
Washers
Bolts
Cradle Adapter
Adapter
Bolts
Stand
Bolts
Nuts
Bolts
Nuts
Washers
Bolts
Cover
Overspeed Governor/PVM Oil Pump
Envelope
Cover
Nuts
Bolts
Cushioning (not illustrated)
Cover
Nuts
72-00-00
ENGINE - SERVICING
Page 310
May 02/2003
10
11
12
16
15
14
13
29
27
25
28
26
C12627
Shipping Container - Reduction Gearbox Removal/Installation
Figure 302 (Sheet 2)
72-00-00
ENGINE - SERVICING
Page 311
May 02/2003
31
18
32
21
19
22
14
24
20
23
17
C12628
Shipping Container - Reduction Gearbox Removal/Installation
Figure 302 (Sheet 3)
72-00-00
ENGINE - SERVICING
Page 312
May 02/2003
E.
(19)
Remove overspeed governor/PVM oil pump (25) and envelope (26) from box on
container base.
(20)
Remove nuts (28), bolts (29) and cover (27) from overspeed governor/PVM oil
pump.
(21)
Remove cover (31) and nuts (32) and install overspeed governor/PVM oil pump on
reduction gearbox (Ref. 72-01-50).
(22)
(23)
(2)
(3)
(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)
(7)
Using hoist (1000 lb. (454 kg) SWL) and aligning dowel holes, install cradle adapter
(14).
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)
(12)
72-00-00
ENGINE - SERVICING
Page 313
May 02/2003
(13)
Attach hoist (1000 lb. (454 kg) SWL) to adapter and take weight of gearbox.
NOTE:
F.
Overhead clearance must be at least five feet (1.52 mm) (not including
distance from hoist hook to top of lifting adapter).
(14)
Remove nuts (19) and bolts (18). Raise gearbox clear of stand (17).
(15)
(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)
(20)
(21)
(22)
Evacuate envelope using vacuum cleaner and heat-seal using heat gun.
(23)
Install plywood sides (7) (Pre-SB21678), pierced side aligned with humidity
indicator.
(24)
Align transparent panel with humidity indicator and install sleeve (6), securing
folded-down edges with tape (PWC05-070).
(25)
Install plywood cover (5) and secure to sleeve with tape (PWC05-070).
(26)
Install cover (4) and secure corners (3) in position with tape (PWC05-070).
(27)
Install steel strapping (PWC05-063) (2) using strapping tool. Secure with strapping
seals (PWC05-051).
(28)
(29)
Stencil engine model, build specification (BSxxx), gearbox serial number and
preservation date on both ends of container.
(30)
Store container under cover. Do not expose to climatic conditions for more than
seven days. Do not dispatch container by sea.
Check condition of humidity indicator (1) (if pink, check turbomachinery for
corrosion).
72-00-00
ENGINE - SERVICING
Page 314
May 02/2003
C12649
Shipping Container - Turbomachinery Removal/Installation
Figure 303 (Sheet 1 of 2)
72-00-00
ENGINE - SERVICING
Page 315
May 02/2003
Humidity indicator
Steel Strapping
Corner
Cover
Plywood Cover
Sleeve
Plywood Sides (Pre-SB21678)
Envelope
NOT USED
NOT USED
Adapter, Rear
Adapter, Front
Sling
Ball Lockpins
Bolts
Washers
Brackets
Base
Caps
Nuts
Nuts
Washers
Washers
Bolts
Plate
Support
Desiccant Bags (not illustrated)
Bolts
Cover
Bolts
Support
Packing
72-00-00
ENGINE - SERVICING
Page 316
May 02/2003
13
12
11
30
28
31
29
25
32
19
23
20
14
15
16
17
26
18
24
22
21
C12653A
Shipping Container - Turbomachinery Removal/Installation
Figure 303 (Sheet 2)
72-00-00
ENGINE - SERVICING
Page 317
May 02/2003
(2)
(3)
(4)
(5)
(6)
(7)
(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.
(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)
(14)
(15)
Remove shaft support (31) and packing (32), using slave bolts (0.250-28 thread).
Discard packing.
(16)
(17)
(18)
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ENGINE - SERVICING
Page 318
May 02/2003
(2)
(3)
Install documents in envelopes. Install envelopes in box glued to base (18). Secure
with tape (PWC05-070).
(4)
(5)
Install envelope.
(6)
(7)
(8)
(9)
(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)
(16)
(17)
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ENGINE - SERVICING
Page 319
May 02/2003
6.
(18)
Evacuate envelope (8), using vacuum cleaner, and heat-seal, using heat gun.
(19)
Install plywood sides (7) (Pre-SB21678), pierced side in line with humidity indicator.
(20)
Align transparent panel with humidity indicator and install sleeve (6).
(21)
(22)
Install plywood cover (5) and secure to sleeve with tape (PWC05-070).
(23)
Install cover (4) and secure corners (3) in position with tape (PWC05-070).
(24)
Install steel strapping (PWC05-063) (2) using strapping tool. Secure with strapping
seals (PWC05-051).
(25)
(26)
Stencil engine model, build specification (BSxxx), serial number and preservation
date on both ends of container.
(27)
Store container under cover. Do not expose to climatic conditions for more than
seven days. Do not dispatch container by sea.
Preservation/Depreservation
A.
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
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
72-00-00
ENGINE - SERVICING
Page 320
May 02/2003
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).
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
Preserve oil system (Ref. Subpara. B.) before engine is removed from
aircraft or stored on wing or in QEC.
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ENGINE - SERVICING
Page 321
May 02/2003
Preserve oil system (Ref. Subpara. B.) before engine is removed from
aircraft or stored on wing or in QEC.
Place 1 lb. (0.5 kg) of desiccant (Ref. IPC) and humidity indicator on
wooden racks in tail pipe.
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).
72-00-00
ENGINE - SERVICING
Page 322
May 02/2003
(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:
B.
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.).
72-00-00
ENGINE - SERVICING
Page 323
May 02/2003
Drain and discard oil from main oil tank and reduction gearbox (Ref. Para.
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:
1
C.
Drain and discard oil from main oil tank and reduction gearbox (Ref. Para.
8.).
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)
(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)
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
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)
(7)
(8)
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ENGINE - SERVICING
Page 324
Mar 11/2005
D.
Accessories
(1)
General
(a) Retain shipping parts of replacement components for use when returning
defective components.
(b) Fill components to be shipped, except electrical, with preservative oil
(PWC05-077) and drain off excess.
(c) Install shipping closures and wrap assembly with plastic sheet (PWC05-053).
WARNING:
Storage
(a) Accessory storage life is unlimited, providing the following procedures are
carried out:
1
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.
72-00-00
ENGINE - SERVICING
Page 325
May 02/2003
Electrical components
Install covers on all electrical connections. Place in a moisture-proof
bag with a desiccant pouch and store in a dry location.
E.
F.
Heat humidity indicator in oven at 121C (250F) until humidity indicator turns blue.
Heat desiccant for two hours.
(2)
(3)
Depreservation (Engine)
(1)
(2)
(3)
(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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ENGINE - SERVICING
Page 326
May 02/2003
(b) Raise connector (1) above level of engine oil inlet port and pour oil (PWC03-001)
slowly into the connector until the pressure oil pump is filled and oil flows from
connector (1).
(c) Connect the oil line to oil cooler adapter (2). Torque the connector (Ref. AMM).
(d) Remove fuel heater inlet filter cover and filter (Ref. 72-01-40, SERVICING).
Do not remove packings.
(e) Remove air tube assembly (6, Fig. 305) from pressure oil check valve (Ref.
72-01-30, REMOVAL/INSTALLATION).
CAUTION: COVER RESTRAINS SPRING.
(f)
Remove bolts (1), cover (2), packing (3), spring (4) and washers (5). Record
quantity. Do not remove packing from cover.
(g) Put spring and washers into a plastic bag identified with engine serial number.
(h) Install cover (2) and bolts (1). Torque bolts fingertight.
(i)
Install air tube assembly (6). Do not secure clamp assemblies (Ref. 72-01-30,
REMOVAL/INSTALLATION).
(j)
Install fuel heater inlet filter cover and filter (Ref. 72-01-40, SERVICING).
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).
72-00-00
ENGINE - SERVICING
Page 327
May 02/2003
OIL
1
2
C32217
Aircraft Oil Cooler and Pressure Pump - Priming
Figure 304
72-00-00
ENGINE - SERVICING
Page 328
May 02/2003
Connector
Adapter
(q) Install washers (5), spring (4), cover (2) and bolts (1). Torque bolts 32 to 36 lb.in.
(3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).
NOTE:
(r)
(s) Lubricate new packing with engine oil (PWC03-001) and install on fuel heater
inlet filter cover.
(t)
(5)
Install fuel heater inlet filter and cover (Ref. 72-01-40, SERVICING).
Disconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40,
REMOVAL/INSTALLATION).
(7)
(8)
(9)
Move condition lever to START position. Check that fuel stream resumes.
(10)
Reconnect fuel supply line to the flow divider and dump valve (Ref. 72-01-40,
REMOVAL/INSTALLATION).
G. Depreservation (Accessories)
7.
(1)
Remove and retain shipping parts of replacement assemblies for use when
returning defective assemblies.
(2)
(3)
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
72-00-00
ENGINE - SERVICING
Page 329
May 02/2003
C21069
Oil Check Valve - Removal of Spring and Washers
Figure 305
72-00-00
ENGINE - SERVICING
Page 330
May 02/2003
Bolts
Cover
Packing
Spring
Washer
Tube Assembly
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)
(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.
DATA
93.7 in. (2380 mm)
38.1 in. (970 mm)
46 in. (1170 mm)
691 lb. (314 kg)
1781 lb. (809 kg)
72-00-00
ENGINE - SERVICING
Page 331
May 02/2003
TABLE 302, Reduction Gearbox Shipping Container (For Reference Purposes Only)
These are the characteristics of the P&WC Reduction Gearbox Shipping container. Refer
to the appropriate IPC for shipping container parts.
DESCRIPTION
Approximate External Dimensions
Length
Width
Height
Weight
Empty
Full
DATA
38 in. (965 mm)
35 in. (889 mm)
37 in. (940 mm)
TBA
TBA
DATA
69 in. (1753 mm)
40 in. (1016 mm)
46 in. (1168 mm)
TBA
TBA
Engine oil draining is carried out from four drain outlets. RGB chip detector and
plug, turbomachinery chip detector and oil tank plug.
Disconnect electrical harness from chip detector plugs (1) (Ref. AMM).
(2)
(3)
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ENGINE - SERVICING
Page 332
May 02/2003
(4)
(5)
(6)
(7)
(8)
(9)
Lubricate packings (2) with engine oil (PWC03-001) and install on chip detector
plugs (1).
Install chip collector plugs (1). Rotate plugs 90 degrees clockwise to locked
position.
(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)
(15)
9.
Procedure
(1)
(2)
Chip collector plug (1) and packings (2) are removed when oil is drained.
Remove chip collector valve (3) and packing (4). Discard packing.
72-00-00
ENGINE - SERVICING
Page 333
May 02/2003
4
5
2
REDUCTION GEARBOX
4
3
7
6
REDUCTION GEARBOX
TYPICAL
LOCKED POSITION
TURBOMACHINERY
8
9
C39231
Oil Draining
Figure 306
72-00-00
ENGINE - SERVICING
Page 334
May 02/2003
(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).
Install chip collector plug (1). Rotate plug 90 degrees clockwise to locked position.
Procedure
(1)
(2)
Use rod (PWC56515) to open flapper valve and fill engine with fresh oil (PWC03-001)
to MAX mark on sight gage.
72-00-00
ENGINE - SERVICING
Page 335
May 02/2003
2
3
4
REDUCTION GEARBOX
2
3
4
TYPICAL
LOCKED POSITION
TURBOMACHINERY
C38739
Chip Collector - Replacement
Figure 307
72-00-00
ENGINE - SERVICING
Page 336
May 02/2003
11.
(4)
(5)
Carry out a five-minute engine run at ground idle to fill and flush oil lines (Ref.
AMM).
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(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.
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.
72-00-00
ENGINE - SERVICING
Page 337
May 02/2003
(2)
Pressure fill
(a) Connect pressure fill line to oil tank pressure fill valve.
(b) Connect drain line to oil tank overfill valve.
B.
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)
(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)
(8)
Check engine oil level within 30 minutes (15 5 minutes is considered optimum) of
engine shut down.
(9)
(10)
72-00-00
ENGINE - SERVICING
Page 338
May 02/2003
12.
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:
B.
Engines left overnight may have misleading oil level indications. If engine
did not have level checked after last flight or the oil temperature, as a
minimum is not above 113F (45C), an engine run must be carried out per
the step above.
Top-up
NOTE:
If the sight glass is dirty, oil level inspection is not easy. Refer to Chapter
72-01-50 for removal/cleaning/installation of the sight glass. To improve visibility
of the oil level during inspection, use blue dye (PWC05-026) (Ref. 72-00-00,
Description and Operation, Engine Approved Lubricating Oils).
CAUTION: OIL LEVEL ABOVE THE MAX MARK CAN NOT ALWAYS BE CLEARLY
SEEN ON THE SIGHT GLASS. OIL ABOVE THE MAX MARK CAN
POSSIBLY RESULT IN AN INTERNAL OIL LEAK, OIL SMELL, SMOKE IN
THE CABIN AND AN INTERNAL ENGINE FIRE.
(1)
If oil level can be clearly seen on the sight glass, refer to step (1)(a),
preceding.
72-00-00
ENGINE - SERVICING
Page 339
May 02/2003
13.
B.
General
(1)
The amount of oil added to bring level on sight glass to MAX mark or normal
operating level (Ref. Para. 11.) is recorded in graph form. The units may be
lb/hr (kg/hr) or quart/hr (liter/hr).
(2)
0.5 lb/hr (0.227 kg/hr) is maximum oil consumption permissible which is equivalent
to 0.270 quart/hr (0.256 liter/hr).
(3)
Oil level check and replenishing must be carried out at intervals recommended by
MRB.
Procedure
(1)
When carrying out oil system top-up, measure and record amount of oil added to
top up tank to MAX mark on sight glass.
(2)
(3)
= oil/hour
(4)
(5)
72-00-00
ENGINE - SERVICING
Page 340
May 02/2003
KG / HR
LB / HR
0.227
0.181
0.136
0.091
0.045
0.5
0.4
0.3
0.2
0.1
6
FEB.
13
20
27
6
MAR.
13
20
27
10
17
24
APR.
15
MAY
C18195
Oil Consumption Trend Monitoring - Sample Graph
Figure 308
72-00-00
ENGINE - SERVICING
Page 341/342
May 02/2003
ENGINE - REMOVAL/INSTALLATION
1.
General
A.
B.
These instructions provide the information necessary for the handling of the engine in
and out of the airframe and engine stands and module separation.
Hot section component removal/installation is covered in 72-03-00 .
WARNING:
WARNING:
NOTE:
2.
Use engine oil (PWC03-001), for general lubrication, unless stated otherwise.
Consumable Materials
The consumable materials listed below are referred to in this section. For more data, refer to
the CONSUMABLE MATERIALS section at the beginning of this manual.
WARNING:
3.
READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE
MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Item No.
Name
PWC03-001
PWC05-089
PWC05-295
Oil, Engine
Lockwire
Lockwire (may be used instead of PWC05-089)
Special Tools
Special tools are identified in procedural text by part number in parentheses.
Tool No.
Name
PWC34200
PWC34294
PWC37106
PWC37107
PWC37108
PWC37109
PWC38212
PWC38307
PWC54002
PWC54213
PWC54214
Stand
Support
Support
Support
Support
Support
Adapter, Rear
Adapter, Front
Sling, Engine/Turbomachinery
Adapter, Rear
Adapter, Front
72-00-00
ENGINE - REMOVAL/INSTALLATION
Page 401
Mar 11/2005
4.
5.
Removal
A.
B.
(2)
(3)
(4)
(5)
(6)
Install sling (PWC54002), rear adapter (PWC54213) and front adapter (PWC54214).
(7)
(8)
(2)
Install sling (PWC54002) (1), rear adapter (PWC54213) (16) and front adapter
(PWC54214) (15).
(3)
(4)
(5)
Remove ball lockpins (14) and lower supports (PWC37106, PWC37108, respectively)
(12, 13) .
(7)
If fitted, remove slave bolts (4, 6) and stand adapters (PWC38307, PWC38212,
respectively) (3, 5) .
72-00-00
ENGINE - REMOVAL/INSTALLATION
Page 402
Mar 11/2005
6.
Installation
A.
Engine in Airframe
NOTE:
(1)
Inspect propeller shaft inside diameter for visible crack before engine
installation (Ref. 72-10-00)
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)
(4)
Remove shipping closures. Install accessories and connect system tubing, electrical
harness, control linkage and associated brackets and washers.
(5)
(6)
Advance condition lever to START position and push ignition button ON.
(7)
(8)
(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).
72-00-00
ENGINE - REMOVAL/INSTALLATION
Page 403
Mar 11/2005
16
15
10
11
6
5
9
13
4
8
12
7
14
2
14
17
C11867C
Stand PWC34200 - Engine Removal/Installation
Figure 401
72-00-00
ENGINE - REMOVAL/INSTALLATION
Page 404
Mar 11/2005
Sling
Stand
Adapter, Front
Bolt
Adapter, Rear
Bolt
Support
Support
Bolt
Bolt
Nut
Support
Support
Ball Lockpin
Adapter, Front
Adapter, Rear
Support, Assy
Install air tube assembly (6). Do not secure clamp assemblies (Ref. 72-01-30,
REMOVAL/INSTALLATION).
(g) Install pressure oil filter and cover (Ref. 72-01-50, SERVICING).
CAUTION: ENSURE AIR BLEED IS OFF.
(h) Air Bleed - OFF.
CAUTION: STOP MOTORING AFTER OIL PRESSURE IS REGISTERED ON
GAGE.
(i)
Carry out a dry motoring run(AMM) until an oil pressure indication is shown on
gage. Abort motoring if an oil pressure indication is not obtained within 15
seconds. Determine and rectify cause before repeating run.
(j)
Remove pressure oil filter and cover. Discard packings (Ref. 72-01-50,
SERVICING).
72-00-00
ENGINE - REMOVAL/INSTALLATION
Page 405
Mar 11/2005
OIL
1
2
C32217
Aircraft Oil Cooler and Pressure Pump - Priming
Figure 402
72-00-00
ENGINE - REMOVAL/INSTALLATION
Page 406
Mar 11/2005
Connector
Adapter
(k) Remove air tube assembly (6, Fig. 403) (Ref. 72-01-30, REMOVAL/
INSTALLATION).
(l)
Remove bolts (1), cover (2) and packing (3). Discard packing.
(m) Lubricate new packing (3) with engine oil (PWC03-001) and install on cover
(2).
(n) Install washers (5), spring (4), cover (2) and bolts (1). Torque bolts 32 to
36 lb.in. (3.62-4.07 Nm) and secure with lockwire (PWC05-089) or (PWC05-295).
NOTE:
Disconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40,
REMOVAL/INSTALLATION).
(12)
Check that solid stream of fuel comes out of fuel supply line.
(13)
Move condition lever to SHUT position. Check that stream of fuel stops.
(14)
Move condition lever to START position. Check that fuel stream resumes.
(15)
Reconnect fuel supply line to flow divider and dump valve (Ref. 72-01-40,
REMOVAL/INSTALLATION).
(16)
(17)
(18)
Run engine at ground idle and exercise propeller a minimum of 3 times from
feather to unfeather.
72-00-00
ENGINE - REMOVAL/INSTALLATION
Page 407
Mar 11/2005
C21069
Oil Check Valve - Removal of Spring and Washers
Figure 403
72-00-00
ENGINE - REMOVAL/INSTALLATION
Page 408
Mar 11/2005
B.
Bolt
Cover
Packing
Spring
Washer
Tube Assembly
(19)
(20)
(21)
Check engine oil level within 30 minutes (15 5 minutes is considered optimum) of
engine shutdown.
(22)
(23)
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)
(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)
(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)
(10)
72-00-00
ENGINE - REMOVAL/INSTALLATION
Page 409/410
Mar 11/2005
ENGINE - ADJUSTMENT/TEST
1.
General
A.
These instructions provide information necessary for adjusting and testing the engine
after replacement of reduction gearbox, turbomachinery, engine or accessories.
B.
WARNING:
Consumable Materials
The consumable materials listed below are referred to in this section. For more data, refer to
the CONSUMABLE MATERIALS section at the beginning of this manual.
WARNING:
3.
READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE
MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Item No.
Name
PWC03-001
PWC05-089
PWC05-295
Oil, Engine
Lockwire
Lockwire (may be used instead of PWC05-089)
Special Tools
Special tools are identified in procedural text by part number in parentheses.
4.
Tool No.
Name
PWC37651
Puller
5.
6.
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 501
Mar 09/2001
TMM /
FUEL
O/S GOV
ENGINE/
PUMP /
O/S HYDRAULIC
RGB PROP EEC MFCU PCU AFU GOV.
PUMP
IBV
Oil Pressure
(Ref. Para. 10., Subpara. A.)
Propeller Purging
Leak Check
(See NOTE 2)
Ground Idle
Minimum RPM
(Min. Governing NP)
Maximum Power/
Maximum RPM
Propeller Overspeed
LO PITCH Test
Power Assurance
(Ref. Para. 10., Subpara. J.)
Propeller Overspeed
Protection System Test
Acceleration Check
(Ref. Para. 10., Subpara. K.)
X
X
X
X
IBV Test
(Ref. 72-01-30, Adjustment/Test)
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 502
Mar 01/2002
8.
Starting
A.
Prestart
CAUTION: GROUND RUNNING MUST ALWAYS BE CARRIED OUT WITH THE
AIRCRAFT FACING INTO WIND.
B.
(1)
Check oil level; fill one quart below MAX (Ref. Servicing) .
(2)
(3)
(4)
(5)
(6)
Wet Motoring
(1)
(2)
Ignition - OFF.
(3)
(4)
(5)
(6)
Press START button for Eng. No. 1 or Eng. No. 2 as appropriate and check green
START light illuminates.
(8)
(10)
(11)
Starter control switch - Press to OFF position. Check green light extinguishes.
(12)
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 503
Jul 13/2001
C.
(13)
(14)
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.)
A dry motoring run is not required if the wet motoring run was carried out to
depreserve the fuel system.
(1)
(2)
Ignition - OFF.
(3)
(4)
(5)
Press START button for Eng. 1 and Eng. 2 as appropriate and check green START
light illuminates. Check NH starts to increase.
D.
(8)
Engine start control switch - Press to OFF position. Check green light extinguishes.
(9)
(10)
(11)
Start
NOTE:
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 504
Mar 09/2001
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
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.
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 505
Jul 13/2001
Either:
(a) If ITT/T6 is less than 200C (392F)
1
(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)
(16)
ENG FUEL PRESS caution light goes out at approximately 40% NH.
(17)
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 506
Jul 13/2001
9.
(18)
(19)
(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).
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)
(4)
10.
(5)
(6)
(7)
(8)
(9)
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)
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 507
Mar 01/2002
WARNING:
(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:
Leak Check
(1)
C.
D.
E.
F.
(2)
Check NH - 66 2%.
(2)
Check NH - 74 2%.
(2)
(3)
(4)
PLA - FLT IDLE, CLA - UNFEATHER position and Air Bleed - OFF.
(2)
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 508
Mar 01/2002
(3)
(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%.
PLA - FLT IDLE, CLA - UNFEATHER and engine Air Bleed - OFF.
H.
I.
(2)
(3)
PLA - FLT IDLE, CLA - FEATHER , engine Air Bleed - OFF and EEC MODE - ON.
(2)
Check NH - 74 2%.
(3)
(4)
(5)
(6)
(7)
When conditions in step (6) are satisfied, select EEC MODE - ON.
(8)
(2)
(3)
(4)
(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.
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 509
Mar 01/2002
C12163A
Oil Pressure - Adjustment
Figure 501
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 510
Jul 13/2001
Bolt
Bracket
Cover
Packing
Spacer
Washer
Check:
(a) No. 1 torque returns to value recorded in step (2).
(b) PWR UPTRIM message comes on and on No. 2 ENGINE UPTRIMS - Record
NH which should be the same or show a slight increase from value recorded in
step (2).
(c) After approximately 2 seconds, Autofeather ready message goes out and No. 1
auxiliary feathering pump operation message is displayed.
(d) No. 1 propeller feathers and propeller speed decreases.
(8)
(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)
(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.
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 511
Mar 01/2002
(15)
Check:
(a) UPTRIM message goes off and No. 1 engine NH and torque return to the
values recorded in step (2).
(b) No. 2 propeller unfeathers.
(c) No. 2 engine stabilizes at FLT IDLE (NH, torque and propeller speed return to
the values recorded in step (2).
J.
(16)
(17)
(18)
(19)
(20)
(2)
(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)
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 512
Mar 01/2002
(5)
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 512A/512B
Jul 13/2001
Move power lever until target torque is reached (Ref. step (2)). Ensure air bleed is
closed. Stabilize for three minutes.
NOTE:
100% NP
Actual NP
(8)
(9)
Check OAT and pressure altitude is same as that recorded in step (1).
(10)
If ITT/T6 is within 5C of the limit, on the lower side perform another power
assurance check within one (1) week.
If NH is within 0.25% of the limit, on the lower side, perform another power
assurance check within one (1) week.
TABLE 502, Recommended Minimum Relative Margins at Power Assurance following an HSI
NH
NL
ITT/T6
3.2%
3.0%
30C
NOTE:
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 513
Mar 01/2002
If the NH, NL and ITT/T6 margins recommended after HSI are not met, hot
section life will be affected. Operators can either:
Remove and rematch the engine (Ref. 72-03-00 - Approved Repair).
or
If within power assurance limits, operate the engine and accept the
reduced hot section life.
(11)
If NH, NL, ITT/T6 and Wf recorded at step (7) are above maximum values recorded
at step (3) or the margins are less then the minimum shown in step (10) (b) 1,
check instrumentation for each engine parameter (Ref. AMM) and, if required, refer
to Fault Isolation:
(a) NH (Ref. Performance Deterioration (ECTM or High ITT (T6)).
(b) NL (%) (Ref. Performance Deterioration (ECTM or High ITT (T6)).
(c) ITT (C) (Ref. High Temperature).
(d) Wf (Ref. Excessive Fuel Consumption).
NOTE:
K.
The engine is still serviceable if fuel flow (Wf) is over the limit and all
other parameters are within limits. However, fuel flow serves as an
indicator, and the accuracy of the readings for other parameters (NH,
NL, ITT) should be investigated.
Acceleration Check
(1)
(2)
(3)
Determine and record torque value equivalent to 95% of target torque recorded in
step (2).
(4)
(5)
(6)
(7)
(8)
Move power lever slowly until torque value equivalent to 95% of target torque is
obtained (Ref. step (3)).
(9)
(10)
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 514
Jan 16/2004
11000.
C66998
Power Assurance Check - Torque
Figure 502
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 515/516
Mar 09/2001
40.
50.
50.
60.
70.
90.
80.
TORQUE (%)
100.
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
9000.
7000.
5000.
3000.
1000
1000
ALT (FT)
50.
MAINTENANCE MANUAL
MANUAL PART NO. 3045542
C67000
Power Assurance Check - NH (%)
Figure 503
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 517/518
Mar 09/2001
1000
94.
50.
96.
1000
3000.
98.
5000.
7000.
11000.
9000.
100.
104.
102.
NH (%)
106.
ALT (FT)
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
50.
MAINTENANCE MANUAL
MANUAL PART NO. 3045542
72-00-00
Page 519/520
Mar 09/2001
1000
40.
94.
50.
96.
C67001
ENGINE - ADJUSTMENT/TEST
1000
3000
98.
100.
5000
7000
9000
102.
104.
11000
NL (%)
106.
ALT (FT)
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
50.
MAINTENANCE MANUAL
MANUAL PART NO. 3045542
C67002
Power Assurance Check - ITT/T6 (C)
Figure 505
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 521/522
Mar 09/2001
600.
50.
1000
620.
640.
1000
3000.
660.
680.
5000.
700.
720.
740.
7000.
9000.
11000.
780.
800.
760.
ALT (FT)
40.
9000.
11000.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
50.
MAINTENANCE MANUAL
MANUAL PART NO. 3045542
C67003
Power Assurance Check - Fuel Flow (Wf)
Figure 506
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 523/524
Mar 09/2001
750.
50.
850.
950.
1050.
1150.
1250.
1350.
1450.
40.
30.
20.
10.
OAT ( o C)
0.
10.
20.
30.
40.
11000
9000
7000
5000
3000
1000
1000
ALT (FT)
50.
MAINTENANCE MANUAL
MANUAL PART NO. 3045542
(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.
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 525
Jan 16/2004
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
10
TEMPERATURE ( o C)
20
30
40
C31805A
Acceleration - Time Limits
Figure 507
72-00-00
ENGINE - ADJUSTMENT/TEST
Page 526
Mar 09/2001
ENGINE - INSPECTION/CHECK
1.
General
A.
The instructions in this section outline details necessary to perform routine, hot section
component, unscheduled and borescope inspections.
NOTE:
2.
Use engine oil (PWC03-001) for general lubrication, unless stated otherwise.
Consumable Materials
The consumable materials listed below are referred to in this section. For more data, refer to
the CONSUMABLE MATERIALS section at the beginning of this manual.
WARNING:
READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE
MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Item No.
Name
PWC03-001
PWC05-042
PWC05-043
PWC05-061
Oil, Engine
Lens Cleaner
Lens Tissue
Cloth, Abrasive,
(Coated, Crocus)
Stone, Abrasive, Flexible
Cloth, Abrasive (320 grit)
PWC05-100
PWC05-101
3.
Special Tools
Special tools are identified in procedural text by part number in parentheses.
Tool No.
Name
PWC30128-15
PWC34910-101
PWC34910-800
PWC34910-802
PWC34910-804
PWC34913
PWC34939
PWC34960-201
Puller
Borescope Assembly
Guide Tube
Guide Tube
Guide Tube
Holding Fixture
Pusher
Camera (optional) (Consists of an Olympus OM-2 Camera
incorporating a 50 mm f:1.8 lens and a 1-9 focusing screen)
Puller
PWC37651
4.
72-00-00
ENGINE - INSPECTION/CHECK
Page 601
Jan 24/2006
Name
Magnet
Square-drive Socket Extension, 3/8 in. (9.5 mm)
Swiss File
5.
Periodic Inspection
Refer to (Chapter 05-20-00, SCHEDULED INSPECTION/MAINTENANCE INTERVALS).
6.
7.
72-00-00
ENGINE - INSPECTION/CHECK
Page 602
Jan 24/2006
8.
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)
(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).
In Area Cc, the minimum blend radius is 0.15 in. (3.81 mm).
Radius at the edges of a blend must be 0.03 in. (0.76 mm) minimum (Ref.
Detail F).
72-00-00
ENGINE - INSPECTION/CHECK
Page 603
Jan 24/2006
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
ENGINE - INSPECTION/CHECK
Page 604
Jan 24/2006
C
E
0.150 IN.
(3.81 mm)
MINIMUM
RADIUS
ACCEPTABLE
NOT ACCEPTABLE
A
C
0.030 IN. MIN
(0.76 mm.)
Cb
0.030 IN. MIN
(0.76 mm.)
(ONLY)
A
E
0.250 IN. .MAX
(6.35 mm)
D
Cb
1 IN.
(25.4 mm)
0.125 IN.
(3.17 mm)
Ca
Cc
SECTION
CC
VIEW
E
C30221B
72-00-00
ENGINE - INSPECTION/CHECK
Page 605
Jan 24/2006
0.030 IN
(MIN)
(0.76 mm)
H1
H2
0.030 IN
(MIN)
(0.76 mm)
ACCEPTABLE
DISTANCE BETWEEN ADJACENT BLENDS
BLEND SHAPE
DETAIL
DETAIL
H1
H2
MERGED BLENDS
ACCEPTABLE
C33529
LP Impeller - Inspection (Full and Splitter Vanes)
Figure 601 (Sheet 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 606
Jan 24/2006
C100507
72-00-00
ENGINE - INSPECTION/CHECK
Page 607
Jan 24/2006
Area Name
Inspection Limits
Ca
Cb
Cc
Vane tip
Vane sides
(suction/pressure)
Root radius
(away from leading edge)
72-00-00
ENGINE - INSPECTION/CHECK
Page 608
Jan 24/2006
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).
Break sharp edges 0.003 to 0.015 in. (0.070-0.380 mm) after rework.
10
11
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
ENGINE - INSPECTION/CHECK
Page 609
Jan 24/2006
Cc
AREA
Cc
FULL BLADES
SPLITTER BLADES
C12555B
HP Impeller - Inspection (Full and Splitter Vanes)
Figure 602
72-00-00
ENGINE - INSPECTION/CHECK
Page 610
Jan 24/2006
TABLE 602, HP Impeller Inspection (Full and Splitter Vanes) (Ref. Fig. 602)
TYPE OF
DAMAGE
Dent
(Ref. Fig. 603)
Nick
(Ref. Fig. 604)
(Ref. NOTE 1)
Tear
(Ref. Fig. 605)
(Ref. NOTE 1)
AREA Cc
(Root radius, at leading edge)
72-00-00
ENGINE - INSPECTION/CHECK
Page 611
Jan 24/2006
TABLE 602, HP Impeller Inspection (Full and Splitter Vanes) (Ref. Fig. 602) (Contd)
AREA A (Vane tip) or
Area C (Leading edge,
extends from root radius)
TYPE OF
DAMAGE
Crack
(Ref. NOTE 1)
AREA Cc
(Root radius, at leading edge)
Any crack in this Area,
refer to Category 3.
72-00-00
ENGINE - INSPECTION/CHECK
Page 612
Jan 24/2006
DENT LENGTH
C76645
HP Impeller - Example of a Dent
Figure 603
72-00-00
ENGINE - INSPECTION/CHECK
Page 613
Jan 24/2006
C76646
HP Impeller - Example of a Nick
Figure 604
72-00-00
ENGINE - INSPECTION/CHECK
Page 614
Jan 24/2006
C76647
HP Impeller - Example of a Tear
Figure 605
72-00-00
ENGINE - INSPECTION/CHECK
Page 615
Jan 24/2006
9.
Borescope Inspection
A.
General
CAUTION: THE BORESCOPE IS FRAGILE AND VULNERABLE TO RADIATION,
SHOCK, TWISTING AND PINCHING. EXTREME CARE IS REQUIRED
DURING HANDLING TO ENSURE DAMAGE AND SERVICEABILITY
PROBLEMS ARE AVOIDED.
CAUTION: EXCESSIVE TWISTING OF FIBERSCOPE CAN SEVER OPTIC FIBERS.
DO NOT ROTATE FIBERSCOPE TIP BY TURNING THE EYEPIECE
ONLY. ASSIST ROTATING MOTION OF EYEPIECE WITH ONE IN SAME
DIRECTION AT PART OF FIBERSCOPE CLOSEST TO ENTRY INTO
ENGINE.
CAUTION: HEAT CAN DAMAGE THE BORESCOPE. ENGINE TEMPERATURE
MUST BE LESS THAN 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:
B.
(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
ENGINE - INSPECTION/CHECK
Page 616
Jan 24/2006
Light Source
NOTE:
D.
(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)
(4)
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
ENGINE - INSPECTION/CHECK
Page 617
Jan 24/2006
PROTECTIVE RING
DIRECTION OF ROTATION
FOR RING REMOVAL
RING REMOVAL
PRISM BODY
INDEXING LUG
INDEXING SLOT
BORESCOPE DISTAL END
ADAPTER INSTALLATION
C12191
Side-viewing Adapter - Removal/Installation
Figure 606
72-00-00
ENGINE - INSPECTION/CHECK
Page 618
Jan 24/2006
(j)
(k) To obtain alignment, hold the eyepiece and turn the camera.
NOTE:
(3)
Make sure the distal end is not moved when taking photographs.
Removal
(a) Release the knurled knob on the camera adapter.
(b) Turn the outer ring of the camera adapter to align the bayonet slots and
remove the camera from the eyepiece.
(c) Remove the camera adapter from the lens.
(d) Rewind film (Ref. Camera Handbook) and remove the film from the camera
and, using a label, add the following data:
v Engine serial number.
v Date and area or component photographed.
v Engine operating time or cycles since last overhaul.
v Reason for borescope inspection (suspected foreign object damage, low
power, etc.).
E.
Guide Tubes
(1)
General
(a) Guide tubes are used to guide the fiberscope distal end to an intended location
inside the engine.
(2)
(3)
F.
Troubleshooting
(1)
The possible sources of, and remedies for, problems encountered when using the
borescope are shown in Table 603.
72-00-00
ENGINE - INSPECTION/CHECK
Page 619
Jan 24/2006
Poor definition
POSSIBLE SOURCE
REMEDY
Defective lamp in
light source
Replace lamp.
Damaged borescope
light tube
Return to
manufacturer for
repair.
Defective transformer
Return to
manufacturer for
repair.
Damaged fibers in
fiberscope (seen as black dots
through viewer)
Return to
manufacturer for
repair.
Poor illumination
Return to
manufacturer for
repair.
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)
72-00-00
ENGINE - INSPECTION/CHECK
Page 620
Jan 24/2006
FIBERSCOPE
REAR INLET CASE
FRONT INLET CASE
DISTALEND
LP IMPELLER
DISTALEND
FIBERSCOPE
C32399
LP Impeller - Borescope Inspection
Figure 607
72-00-00
ENGINE - INSPECTION/CHECK
Page 621
Jan 24/2006
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)
Rotate the impeller using pusher (PWC34939) through the exit duct
port.
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).
Inspection Through the Diffuser Exit Duct Port (Ref. Fig. 607)
72-00-00
ENGINE - INSPECTION/CHECK
Page 622
Jan 24/2006
Remove the starter-generator drive cover (Ref. 72-20-00)) and install a square-drive
socket extension.
(3)
(4)
Secure the borescope eyepiece to the fixture, connect the light source and insert
the fiberscope into the exit duct port (Ref. Fig. 609).
I.
Rotate the impeller using a socket extension installed in the startergenerator driveshaft.
(6)
(7)
(8)
Remove the socket extension and install the starter-generator drive cover (Ref.
72-20-00)).
(2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 623
Jan 24/2006
1
1
C12709A
LP Impeller Borescope Inspection Port Cover/Nozzle - Removal/Installation
Figure 608
72-00-00
ENGINE - INSPECTION/CHECK
Page 624
Jan 24/2006
Secure borescope eyepiece to fixture, connect light source and insert fiberscope into
aperture.
(4)
J.
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)
(6)
Reinstall oil pump drive cover and starter-generator drive cover (Ref. 72-20-00).
(2)
(3)
Secure borescope eyepiece to fixture, connect light source and insert fiberscope
into aperture.
(4)
K.
Bolt
Washer
Cover
Wash Nozzle
Packing
Bracket
Nut
Bolt
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)
(6)
Reinstall accessory drive cover (Ref. 72-30-00) and starter-generator drive cover
(Ref. 72-20-00).
(2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 625
Jan 24/2006
LP IMPELLER
HP IMPELLER
DISTAL END
C32400
HP Impeller - Borescope Inspection
Figure 609
72-00-00
ENGINE - INSPECTION/CHECK
Page 626
Jan 24/2006
(3)
Secure borescope eyepiece to fixture, connect light source and insert fiberscope
into aperture.
(4)
L.
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)
(6)
(2)
(3)
Insert fiberscope into NL pickup probe port, connect light source and secure
eyepiece to holding fixture.
(4)
Inspect the bottom of intercompressor case air plenum for oil accumulation and
debris which, if found, must be handled as follows:
(a) HP Impeller Shroud Retaining Bolts
1
The bolts and associated keywashers are removed from the engine
and;
72-00-00
ENGINE - INSPECTION/CHECK
Page 627
Jan 24/2006
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
ENGINE - INSPECTION/CHECK
Page 628
Jan 24/2006
(5)
(6)
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)
(2)
(3)
Carefully insert borescope 11.4 in. (29.0 cm) into intercompressor case (ICC) No. 5
bearing oil scavenge passage in the direction opposite to the flight direction.
NOTE:
(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)
72-00-00
ENGINE - INSPECTION/CHECK
Page 629
Jan 24/2006
A
B
CROWNS
0.100 IN.
(2.54 mm)
CORNER RADIUS
DEFECTIVE ROLLER
ENLARGED
ROLLER
POCKET
CORNER
CAGE
WEAR AND
SCRATCHES
ON END FACES
WEIGHT
REDUCTION
POCKETS (12)
ROLLERS (12)
RAISED MATL
SHOWS UP HERE
WHEN ROLLERS
ARE UNSTABLE
AND POCKETS WEAR
0.018 IN.
ROLLER (TYP.) (0.452 mm)
TANG
NORMAL ROLLER
VIEW ON ARROW B
WITH OUTER RACE
REMOVED FOR CLARITY
END
FACE
WEAR ON
CROWN
SILVER BEARING
CAGE
GREY STEEL
NO. 5 BEARING
HOUSING
RAISED MATERIAL
THIN BRIGHT IS NORMAL
LINE
VIEW ON ARROW
C21111C
No. 5 Bearing Cavity - Borescope Inspection
Figure 611
72-00-00
ENGINE - INSPECTION/CHECK
Page 630
Jan 24/2006
v Excessive wear on the crown of any roller or thin bright lines at the same axial
location on the crown of every roller.
NOTE: 1. Normal cage appearance after engine running shows no fractures, its
color is either silver, light gold, gold or oil stained and its end face may
have been machined over one segment during balancing. Also there
may be raised material (silver plate) 0.020 in. max (0.508 mm) high next
to roller pocket tang. To compare, tang is 0.050 in. (1.270 mm) high.
NOTE: 2. Normal roller appearance after engine running shows a light grey to
dark grey, light gold, gold or oil stained color. Under normal wear the
end face has a thin 0.005 to 0.025 in. (0.127-0.635 mm) bright
circumferential line at the edge, and the crown has thin bright line(s)
which may occasionally appear around the circumference of any number
of rollers at random axial locations.
NOTE: 3. To rotate the HP rotor to inspect the complete bearing, remove
starter-generator drive cover, install a 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.
N.
(6)
(7)
Combustion Chamber Liner Assembly, HP Turbine Vane Ring Segments and HP Turbine
Blades
CAUTION: ENSURE FOREIGN OBJECTS DO NOT FALL INTO THE ENGINE.
(1)
Remove the fuel manifold adapters (Ref. 72-01-40) or igniters (Ref. 72-01-20).
(2)
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
ENGINE - INSPECTION/CHECK
Page 631
Jan 24/2006
FIBERSCOPE
DISTALEND
HP IMPELLER
HP TURBINE
C70681
Combustion Chamber Liner Assembly - Borescope Inspection
Figure 612
72-00-00
ENGINE - INSPECTION/CHECK
Page 632
Jan 24/2006
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.
Insert guide tube (PWC34910-800) (Ref. Fig. 613) into port, turning it
counterclockwise until fully installed (at 270 degrees).
(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:
(8)
Insert the tip of the fiberscope between the vane ring segments and inspect the HP
turbine blades for damage.
72-00-00
ENGINE - INSPECTION/CHECK
Page 632A
Jan 24/2006
COMBUSTION CHAMBER
FIBERSCOPE
GUIDETUBE
LP TURBINE
HP IMPELLER
DISTALEND
HP TURBINE
C70682
HP Turbine Vane Ring Segments and Blades - Borescope Inspection
Figure 613
72-00-00
ENGINE - INSPECTION/CHECK
Page 632B
Jan 24/2006
Inspect the remaining HP turbine blades using the socket extension to rotate the
turbine rotor.
Remove fiberscope, rigid guide tube and holding fixture.
(12)
Remove socket extension and install the starter-generator drive cover (Ref.
72-20-00).
(3)
(4)
Secure borescope eyepiece to the holding fixture and connect the light source.
(5)
Slowly insert fiberscope into guide tube while looking through eyepiece. Stop inserting
fiberscope as soon as distal tip passes through guide tube.
(6)
Slowly rotate guide tube control knob to point fiberscope towards LP turbine blades.
After reaching stop, pull control knob out to lock guide tube into position.
72-00-00
ENGINE - INSPECTION/CHECK
Page 632C
Jan 24/2006
ARROW
POSITION
ENGINE AXIS
A
FIBERSCOPE
VIEW AT
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
ENGINE - INSPECTION/CHECK
Page 632D
Jan 24/2006
(8)
Inspect LP turbine blades for damage (Ref. Para. 10.), swivelling eyepiece to move
the distal end of the fiberscope.
Loosen guide tube knurled sleeve sufficiently to allow tube to move and facilitate
insertion of fiberscope distal end between LP turbine blades. Retighten sleeve.
(10)
Push fiberscope slowly through guide tube until LP turbine stator vanes can be
inspected for damage. The following must be carried out to inspect the complete
LP stator assembly (Ref. Para. 10.):
(a) Remove the fiberscope and holding fixture.
CAUTION: ENSURE FLEXIBLE TIP IS UNLOCKED AND STRAIGHT BEFORE
CARRYING OUT ANY REMOVAL STEPS.
(b) Remove the flexible guide tube.
(c) Repeat the installation, inspection and removal procedures at the remaining T6
ports.
P.
(11)
Install the diffuser exit duct (Ref. 72-30-00) or the air intake duct (Ref. AMM).
(12)
72-00-00
ENGINE - INSPECTION/CHECK
Page 632E
Jan 24/2006
ARROW
POSITION
ENGINE AXIS
VIEW AT
A
A
FIBERSCOPE
GUIDETUBE
COMBUSTION CHAMBER
HP IMPELLER
TURBINE EXHAUST DUCT
LP TURBINE
HP TURBINE
DISTALEND
POWER
TURBINES
C70258
Power Turbine Stator Assembly and First-stage Blades - Borescope Inspection
Figure 615
72-00-00
ENGINE - INSPECTION/CHECK
Page 632F
Jan 24/2006
(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.
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
ENGINE - INSPECTION/CHECK
Page 632G
Jan 24/2006
(d) Repeat the installation, inspection and removal procedures at the remaining T6
ports.
(12)
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:
(4)
(5)
R.
(6)
(7)
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)
72-00-00
ENGINE - INSPECTION/CHECK
Page 632H
Jan 24/2006
Secure No. 5 bearing vent tube and intercompressor case drain tube (Ref.
72-01-50, OIL SYSTEM - REMOVAL/INSTALLATION).
Inspection Through the Exhaust Duct (second-stage power turbine blades and vane
ring)
(a) Remove the tailpipe (Ref. AMM).
(b) Clamp the holding fixture (PWC34913) to a convenient surface.
(c) Secure the borescope eyepiece to the fixture, connect the light source and,
using the fiberscope, inspect the second-stage turbine blades for damage
(Ref. Para. 10.).
CAUTION: DO NOT ROTATE POWER TURBINE WHEN INSPECTING VANE
RING.
(d) Insert the distal tip of the fiberscope between the second-stage power turbine
blades and inspect the power turbine vane ring for damage (Ref. Para. 10., H.).
(e) Remove the fiberscope and holding fixture.
(f)
S.
72-00-00
ENGINE - INSPECTION/CHECK
Page 632I
Jan 24/2006
C12712
Borescope Inspection Port Cover - Removal/Installation
Figure 616
72-00-00
ENGINE - INSPECTION/CHECK
Page 632J
Jan 24/2006
Bolt
Cover
Gasket
(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)
(j)
Repeat steps (i), (j) and (k) until all teeth have been inspected.
NOTE: 1. If acceptable spalling is evident (Ref. Para. 11.), further borescope
inspections must be carried out at intervals not to exceed 300 hours
until the threshold inspection limit is exceeded or for engines on
an on-condition program until RGB is refurbished. If unacceptable
spalling is evident on one or more teeth, return reduction gearbox to
an overhaul facility for repair.
NOTE: 2. Keeping a reduction gearbox in service while a removal is planned
may substantially increase the cost of repair/refurbishment due to
further gear and/or bearing damage.
72-00-00
ENGINE - INSPECTION/CHECK
Page 632K
Jan 24/2006
TURBINE SUPPORT
INSPECTION PORT
HP TURBINE
HP IMPELLER
POWER
TURBINES
LP TURBINE
FIBERSCOPE
DISTAL END
COMBUSTION
CHAMBER
POWER TURBINE
STATOR
POWER TURBINE
VANE RING
C70277
Second-stage Power Turbine Blades - Borescope Inspection
Figure 617
72-00-00
ENGINE - INSPECTION/CHECK
Page 632L
Jan 24/2006
(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.).
Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW.
72-00-00
ENGINE - INSPECTION/CHECK
Page 632M
Jan 24/2006
7
6
3
2
2
C61606
RGB Borescope Inspection Covers - Removal/Installation
Figure 618
72-00-00
ENGINE - INSPECTION/CHECK
Page 632N
Jan 24/2006
Nut
Washer
Cover
Packing
Nut
Washer
Cover
Packing
(k) Repeat steps (i) and (j) until all layshaft pinion teeth have been inspected.
NOTE: 1. If acceptable spalling is evident (Ref. Para. 11.), further borescope
inspections must be carried out at intervals not to exceed 300 hours
until the threshold inspection limit is exceeded or for engines on
an on-condition program until RGB is refurbished. If unacceptable
spalling is evident on one or more teeth, return reduction gearbox to
an overhaul facility for repair.
NOTE: 2. Keeping a reduction gearbox in service while a removal is planned
may substantially increase the cost of repair/refurbishment due to
further gear and/or bearing damage.
(l)
(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)
72-00-00
ENGINE - INSPECTION/CHECK
Page 632O
Jan 24/2006
(f)
(g) To view other second-stage gear, insert fiberscope into other aperture where
bull gear is visible, following along bull gear to other side until second-stage
gear is reached.
(h) Inspect gear teeth for damage (Ref. Para. 11.).
NOTE: 1. To view and inspect all teeth, repeat step (f).
NOTE: 2. If acceptable spalling is evident (Ref. Para. 11.), further borescope
inspection must be carried out at intervals not to exceed 300 hours
until the threshold inspection limit is exceeded or, for engines on
an on-condition program, until RGB is refurbished. If unacceptable
spalling is evident on one or more teeth, return reduction gearbox to
an overhaul facility for repair.
NOTE: 3. Keeping a reduction gearbox in service while a removal is planned
may substantially increase the cost of repair/refurbishment due to
further gear and/or bearing damage.
(i)
(3)
Remove all borescope equipment and reinstall gears and RGB accessory
cover (Ref. 72-10-00).
72-00-00
ENGINE - INSPECTION/CHECK
Page 632P
Jan 24/2006
Inspect teeth visible on both bullgear and LH second-stage pinion gear for
damage (Ref. Para. 11.).
(h) Repeat steps (e), (f) and (g) until all teeth on both gears have been inspected.
NOTE: 1. If acceptable spalling is evident (Ref. Para. 11.), further borescope
inspection must be carried out at intervals not to exceed 300 hours
until the threshold inspection limit is exceeded or, for engines on
an on-condition program, until RGB is refurbished. If unacceptable
spalling is evident on one or more teeth, return reduction gearbox to
an overhaul facility for repair.
NOTE: 2. Keeping a reduction gearbox in service while a removal is planned
may substantially increase the cost of repair/refurbishment due to
further gear and/or bearing damage.
(i)
Withdraw fiberscope from gearbox and turn propeller shaft 5 degrees CW.
(k) Repeat steps (i) and (j) until all layshaft pinion teeth have been inspected.
NOTE:
(l)
72-00-00
ENGINE - INSPECTION/CHECK
Page 632Q
Jan 24/2006
10.
General
(1)
(2)
(3)
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
ENGINE - INSPECTION/CHECK
Page 632R
Jan 24/2006
Inspection Criteria
(a) Combustion Chamber Outer Liner Center Cooling Ring (Item X) (Pre-SB21598,
Part B) (Ref. Fig. 619)
NOTE:
Inspect the center cooling ring for evidence of detachment from the
back-up ring support (Ref. Fig. 620).
(b) Combustion chamber inner and outer liner assemblies (Ref. Fig. 623)
1
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.
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.
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
ENGINE - INSPECTION/CHECK
Page 633
Jan 24/2006
q
r
r
c
x
r
r
q
q
C18576
Combustion Chamber Outer Liner Center Cooling Ring - Location of
Figure 619
72-00-00
ENGINE - INSPECTION/CHECK
Page 634
Jan 24/2006
CENTERCOOLINGRING
CENTERCOOLINGRING
DETACHED FROM SUPPORT
TOP VIEW
C67441
Center Cooling Ring - Example of Detachment
Figure 620
72-00-00
ENGINE - INSPECTION/CHECK
Page 635
Jan 24/2006
CENTERC00LINGRING
CENTERC00LINGRING
C67229A
Center Cooling Ring - Detachment of
Figure 621
72-00-00
ENGINE - INSPECTION/CHECK
Page 636
Jan 24/2006
CENTERC00LINGRING
MISSING SECTION
OF COOLING RING
C67414
Center Cooling Ring - Example of Missing Section
Figure 622
72-00-00
ENGINE - INSPECTION/CHECK
Page 637
Jan 24/2006
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.
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.
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.
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.
72-00-00
ENGINE - INSPECTION/CHECK
Page 638
Jan 24/2006
BULGING
E
a
F
b
D
b
BULGING
BOTTOM
SUPPORT
C22738
Combustion Chamber Inner and Outer Liner Assemblies - Typical In-service Defects
Figure 623 (Sheet 1 of 4)
72-00-00
ENGINE - INSPECTION/CHECK
Page 639
Jan 24/2006
0.345 in.
REF
(8.763 mm)
1.290 in.
(32.766 mm) REF
ACCEPTABLE HOLE
VIEW
C22737A
Combustion Chamber Inner and Outer Liner Assemblies - Typical In-service Defects
Figure 623 (Sheet 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 640
Jan 24/2006
0.920 in.
(23.368 mm)
REF
ACCEPTABLE HOLE
VIEW
0.300 in.
(7.62 mm)
REF
0.680 in.
(17.272 mm)
REF
C22736A
Combustion Chamber Inner and Outer Liner Assemblies - Typical In-service Defects
Figure 623 (Sheet 3)
72-00-00
ENGINE - INSPECTION/CHECK
Page 641
Jan 24/2006
0.920 in.
(23.368 mm)
REF
0.300 in.
(7.62 mm)
REF
ACCEPTABLE
HOLE
VIEW
C22735A
Combustion Chamber Inner and Outer Liner Assemblies - Typical In-service Defects
Figure 623 (Sheet 4)
72-00-00
ENGINE - INSPECTION/CHECK
Page 642
Jan 24/2006
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.
TABLE 604, Inner Flange Holes, Reference Dimensions (Ref. Fig. 624)
Pre-SB
Post-SB
Hole
Dia. A (IN)
Approx. Distance
Ref. B (IN)
--
21629
0.050
0.300
21629
--
0.100
0.600
C.
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
ENGINE - INSPECTION/CHECK
Page 643
Jan 24/2006
COATING
MISSING
HEAT SHIELD
SECTION
AA
INNER FLANGE
SUPPORT
B
COOLING HOLES
ON INNER FLANGE
(DIA A REF.)
(REF.)
HEAT SHIELD
CRACK
VIEW
C22701B
Small Exit Duct - Typical In-service Defects
Figure 624
72-00-00
ENGINE - INSPECTION/CHECK
Page 644
Jan 24/2006
Expanded criteria for vane segments which are removed from the engine
during shop visits (Ref. 72-03-00, Inspection/Check). These expanded
limits can be used to reduce the work done during engine repair by allowing
the vane segments to remain in service.
(c) For both categories, the applicable borescope inspection intervals are listed for
HP turbine vane segments which remain in service. This interval is determined
by hardware condition which is divided into five categories. The actual
interval used is determined by reviewing the borescope inspection requirements
of HP vane segment(s) and other hot end components, then choosing the
shortest interval. It should be noted that if HP vane segments are reinstalled at
shop visit, although flight safety is not affected, subsequent on-wing intervals
may be shorter due to the deterioration which continues when the engine is
returned to service.
(d) Regardless of the borescope interval recommended, it is good maintenance
practice to borescope the combustion chamber, HP vane segments and HP
turbine blades during a fuel nozzle change. If subsequent borescope inspections
reveal hot section damage, the fuel nozzle set associated with the damage
will not be known if the condition of these components was not checked when
doing fuel nozzle changes.
(e) The description and illustrations of various types of HP vane segment damage
which follow, give the criteria used when deciding if an HP vane segment
should continue in service. Certain damage may be classified as allowable for
continued service, but recommendations may be given not to reinstall the
segment if the damage is found during a shop visit. When damaged segments
are returned to service after a shop visit, safety and engine operation will
not be affected, however, subsequent borescope inspections may show damage
increasing to category 4 which may require more frequent inspections and/or
engine removal.
(2)
Inspection Criteria
(a) The five categories listed below cover HP vane segment deterioration.
1
Category 1
No visible deterioration.
Subsequent borescope inspection interval: Refer to Chapter 05-20-00.
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:
Category 3
72-00-00
ENGINE - INSPECTION/CHECK
Page 645
Jan 24/2006
Category 4
Non-repairable damage requiring more frequent monitoring (Ref. Fig. 627).
Subsequent borescope inspection interval: 400 hours Max.
For these more frequent borescope inspections, it is recommended, where
possible, to borescope through the igniter ports instead of the fuel
nozzle ports which involves disturbing the fuel system.
Carry out a detailed borescope inspection of the combustion chamber, HP
turbine blades, HP turbine shrouds, LP turbine vanes and LP turbine
blades for evidence of widespread damage. Re-evaluate segment(s) during
subsequent inspections to see if the condition has degraded to category
5 damage.
Damage of this type may be caused by deviating fuel nozzle flow or
prolonged use of vane segments which are in an unrepairable condition. If
continued service is planned, fuel nozzles are recommended to be
changed as a precaution in order to minimize the possibility of further
downstream damage occurring.
Category 5
Unserviceable condition requiring scheduled engine removal (Ref. Fig.
628).
Carry out a detailed borescope inspection of the combustion chamber, HP
turbine blades, HP turbine shrouds, LP turbine vanes and LP turbine
blades for evidence of widespread damage.
Engine removal is recommended within 50 hours for economic reasons.
Immediate removal is required if rotating components are not within
borescope inspection limits and/or if power assurance check limits are not
met.
NOTE:
D.
HP Turbine Blades
(1)
General
(a) The condition of HP turbine blade airfoils and tips is critical to obtain rated
power. An increase in turbine tip clearance can significantly increase the
interturbine temperature (ITT/T6) and reduce Nh rotor speed.
(2)
Inspection Criteria
(a) Coating loss on the leading edge surface of the blade, that is less than 0.350
inch in height or covering less than 40% of the leading edge surface, is
acceptable.
72-00-00
ENGINE - INSPECTION/CHECK
Page 646
Jan 24/2006
ALLOWABLE
NOT ALLOWABLE
0.500
C69267
HP Turbine Vane Segment - Minor Repairable Damage
Figure 625
72-00-00
ENGINE - INSPECTION/CHECK
Page 647
Jan 24/2006
C69269
HP Turbine Vane Segment - Minor Non-repairable Damage
Figure 626
72-00-00
ENGINE - INSPECTION/CHECK
Page 648
Jan 24/2006
OUTER PLATFORM
TRAILING EDGE EROSION
AIRFOIL SURFACE
MISSING (BURNT) MATERIAL
EXPOSING INSERT
C69270
HP Turbine Vane Segment - Non-repairable Damage (Category 4)
Figure 627
72-00-00
ENGINE - INSPECTION/CHECK
Page 649
Jan 24/2006
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
ENGINE - INSPECTION/CHECK
Page 650
Jan 24/2006
(b) Defects shown on Figure 629 are acceptable for further service, providing
engine performance is within limits. Additional borescope inspections must
be carried out at intervals not to exceed 1500 flight hours, depending upon rate
of progression and level of deterioration seen. Further increased erosion and
blade tip oxidation will be indicated by an increase in ITT and a drop in Nh rotor
speed when monitored using ECTM.
NOTE:
(c) Defects exceeding those shown on Figure 629 but not exceeding the
acceptable defects shown on Figure 630 are acceptable for further service,
providing engine performance is within limits. A repeat borescope inspection and
power assurance check must be carried out within 300 flight hours.
Subsequent borescope inspections and power assurance checks must be
carried out at intervals not to exceed 600 flight hours, depending upon the rate
of progression and level of deterioration seen.
(d) Leading edge/tip erosion and open cracks at blade tip exceeding those shown
on Figure 630 are acceptable for further service, providing internal cooling air
passages are not visible and engine performance is within limits. A repeat
borescope inspection and power assurance check must be carried out within
100 flight hours. Subsequent borescope inspections and power assurance
checks must be carried out at intervals not to exceed 300 flight hours, depending
upon the rate of progression and level of deterioration seen.
(e) Visible internal cooling air passages or trailing edge defects exceeding those
shown on Figure 630 are not acceptable, and an HSI is recommended to be
carried out. For scheduling purposes, the HSI can be delayed for a maximum of
100 flight hours, providing engine performance is within limits.
NOTE:
(f)
(3)
Corrosion that goes through the HP blade platform as shown on figure 630, is
not acceptable and an HSI is recommended to be carried out. For scheduling
purposes, the HSI can be delayed for a maximum of 100 flight hours, providing
engine performance is within limits.
Airfoil corrosion is described in the table that follows. Table 605 provides a
summary of the maintenance actions required, for each of the blade corrosion
conditions.
NOTE:
72-00-00
ENGINE - INSPECTION/CHECK
Page 651
Jan 24/2006
EROSION
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
ENGINE - INSPECTION/CHECK
Page 652
Jan 24/2006
BLADE TIP
OPEN CRACK
EROSION
0.250 IN.
(6.35 mm)
OR 28%
HEAVY RUBBING,
BURNT OR MISSING
MATERIAL
0.250 IN.
(6.35 mm)
OR 24%
0.900 IN.
(22.86 mm)
APPROX.
TRAILING EDGE
LEADING EDGE
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
ENGINE - INSPECTION/CHECK
Page 653
Jan 24/2006
Area B
Upper 50%
Borescope
1500 FH Intervals
Borescope
500 FH Intervals
Replace Blade
Within 500 FH
Replace Blade
Within 10 FH
Area A
Lower 50%
Borescope
1500 FH Intervals
Replace Blade
Within 50 FH
Replace Blade
Within 10 FH
Replace Blade
Within 10 FH
Corrosion Stages
NOTE:
72-00-00
ENGINE - INSPECTION/CHECK
Page 654
Jan 24/2006
DIMPLE
DIMPLE
DIMPLE
NOTE:
NO MAINTENANCE ACTIONS REQUIRED.
C101553
HP Turbine Blade - Manufacturing Dimples
Figure 631
72-00-00
ENGINE - INSPECTION/CHECK
Page 655
Jan 24/2006
AREA B
0.875 IN.
(APPROX)
AREA
C101557
HP Turbine Blade Inspection Areas
Figure 632
72-00-00
ENGINE - INSPECTION/CHECK
Page 656
Jan 24/2006
AREA
NOTE:
BORESCOPE AT 1500 FH.
C101558
Stage 1
Airfoil Corrosion Samples
Figure 633 (Sheet 1 of 4)
72-00-00
ENGINE - INSPECTION/CHECK
Page 657
Jan 24/2006
0.125 IN.
MAXIMUM
AREA
NOTE:
REPLACE BLADE WITHIN 50 FH.
C101559
Stage 2
Airfoil Corrosion Samples
Figure 633 (Sheet 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 658
Jan 24/2006
AREA B
AREA B
AREA
AREA
C101563
Stage 3
Airfoil Corrosion Samples
Figure 633 (Sheet 3)
72-00-00
ENGINE - INSPECTION/CHECK
Page 659
Jan 24/2006
C101566
Stage 4
Airfoil Corrosion Samples
Figure 633 (Sheet 4)
72-00-00
ENGINE - INSPECTION/CHECK
Page 660
Jan 24/2006
Categories
Replacement Required
Within 50 FH Maximum
Within 10 FH Maximum
Witness marks from slight HPT blade tip rubbing are acceptable. If
major rubbing is present, refer to Category 5.
72-00-00
ENGINE - INSPECTION/CHECK
Page 661
Jan 24/2006
LEADING EDGE
TRAILING EDGE
TRAILING EDGE
H.P.T. BLADE
H.P.T. SHROUD
SEGMENT
LEADING EDGE
LEADING EDGE
H.P.T. BLADE
C75121
HPT Shroud Segments - Category 1: Borescope Required within Next 1000 FH Maximum.
Figure 634 (Sheet 1 of 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 662
Jan 24/2006
LEADING EDGE
LEADING EDGE
TRAILING EDGE
TRAILING EDGE
LEADING EDGE
LEADING EDGE
TRAILING EDGE
TRAILING EDGE
C88430A
HPT Shroud Segments - Category 1: Borescope Required within Next 1000 FH Maximum.
Figure 634 (Sheet 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 663
Jan 24/2006
TRAILING
EDGE
H.P.T. BLADE
H.P.T.
SHROUD
SEGMENT
LEADING EDGE
LEADING
EDGE
H.P.T. BLADE
C75124
HPT Shroud Segments - Category 2: Borescope Required within Next 500 FH Maximum.
Figure 635 (Sheet 1 of 3)
72-00-00
ENGINE - INSPECTION/CHECK
Page 664
Jan 24/2006
CRACK
LEADING EDGE
MINOR OXIDATION
TRAILING EDGE
H.P.T. SHROUD SEGMENT ON BENCH
C88431
HPT Shroud Segments - Category 2: Borescope Required within Next 500 FH Maximum.
Figure 635 (Sheet 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 665
Jan 24/2006
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
H.P.T. SHROUD SEGMENT ON BENCH
C98171
HPT Shroud Segments - Category 2: Borescope Required within Next 500 FH Maximum.
Figure 635 (Sheet 3)
72-00-00
ENGINE - INSPECTION/CHECK
Page 666
Jan 24/2006
72-00-00
ENGINE - INSPECTION/CHECK
Page 667
Jan 24/2006
LEADING
EDGE
HEAVY OXIDATION
MATERIAL MISSING
NUMEROUS CRACKS
TRAILING
EDGE
H.P.T. SHROUD SEGMENT ON BENCH
C75128
HPT Shroud Segments - Category 3: Borescope Required within Next 200 FH Maximum.
Figure 636 (Sheet 1 of 5)
72-00-00
ENGINE - INSPECTION/CHECK
Page 668
Jan 24/2006
LEADING EDGE
CRACKS
OXIDATION
TRAILING EDGE
H.P.T. SHROUD SEGMENT ON BENCH
C88432
HPT Shroud Segments - Category 3: Borescope Required within Next 200 FH Maximum.
Figure 636 (Sheet 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 669
Jan 24/2006
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
C98188
HPT Shroud Segments - Category 3: Borescope Required within Next 200 FH Maximum.
Figure 636 (Sheet 3)
72-00-00
ENGINE - INSPECTION/CHECK
Page 670
Jan 24/2006
H.P.T. SHROUD
C88425
HPT Shroud Segments - Category 3: Borescope Required within Next 200 FH Maximum.
Figure 636 (Sheet 4)
72-00-00
ENGINE - INSPECTION/CHECK
Page 671
Jan 24/2006
CURLING / EROSION
TRAILING
EDGE
LEADING
EDGE
CURLING / EROSION
VIEW B
C88424
HPT Shroud Segments - Category 3: Borescope Required within Next 200 FH Maximum.
Figure 636 (Sheet 5)
72-00-00
ENGINE - INSPECTION/CHECK
Page 672
Jan 24/2006
LEADING EDGE
CRACK
MISSING
COATING
TRAILING EDGE
H.P.T. SHROUD SEGMENT ON THE BENCH
C88433
HPT Shroud Segments - Category 4: Shroud Replacement Required Within Next 50 FH Maximum
Figure 637 (Sheet 1 of 3)
72-00-00
ENGINE - INSPECTION/CHECK
Page 673
Jan 24/2006
LEADING EDGE
TRAILING EDGE
LEADING EDGE
TRAILING EDGE
C98189
HPT Shroud Segments - Category 4: Shroud Replacement Required Within Next 50 FH Maximum
Figure 637 (Sheet 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 674
Jan 24/2006
EROSION / OXIDATION
0.250 IN.
(6.35 MM)
MAX.
0.250 IN.
(6.35 MM)
MAX.
ADJOINING SEGMENTS
VIEW
EROSION / OXIDATION
C32405B
HPT Shroud Segments - Category 4: Shroud Replacement Required Within Next 50 FH Maximum
Figure 637 (Sheet 3)
72-00-00
ENGINE - INSPECTION/CHECK
Page 675
Jan 24/2006
H.P.T. BLADE
LEADING EDGE
CRACK
H.P.T.
BLADE TIP
RUBBING
HEAVY
OXIDATION
C88435
HPT Shroud Segments - Category 5: Shroud Replacement Required Within Next 10 FH Maximum
Figure 638 (Sheet 1 of 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 676
Jan 24/2006
LEADING EDGE
TRAILING EDGE
C98190
HPT Shroud Segments - Category 5: Shroud Replacement Required Within Next 10 FH Maximum
Figure 638 (Sheet 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 677
Jan 24/2006
Inspection Criteria
(a) Burnt areas of the LP stator vanes produce an increase in flow area, decrease
LP compressor speed (NL) and increase ITT/T6. Providing the ITT/T6 is below
the maximum acceptable limit (Ref. Adjustment/Test) there is no need to
carry out a hot section inspection regardless of the amount of damage, providing
the structural integrity of the vanes is not affected. However, as only cracks
can be repaired, it must be understood that keeping the engine in service may
increase HSI costs. Trailing edges with up to 0.250 in. (6.350 mm) of
material missing and wide open cracks are acceptable. Corrosion (shown as
burn through to the core) are not acceptable and an HSI is recommended.
NOTE:
G. LP Turbine Blades
(1)
Inspection Criteria
72-00-00
ENGINE - INSPECTION/CHECK
Page 678
Jan 24/2006
TRAILING EDGE
1.4 INCH APPROX.
LEADING EDGE
1.0 INCH APPROX.
C107964
LP Turbine Stator - Borescope Inspection Reference Points
Figure 639
72-00-00
ENGINE - INSPECTION/CHECK
Page 679
Jan 24/2006
BORE SCOP E
0.375 IN
REF. DIM FOR
BORESCOPE
C107975
LP Turbine Vane - Borescope Inspection Reference Dimension
Figure 640
72-00-00
ENGINE - INSPECTION/CHECK
Page 680
Jan 24/2006
(a) The condition of LP turbine blade airfoils and tips is critical to obtain rated
power. Most significant blade tip defects (rubs and oxidation), seen using a
borescope, increase interturbine temperature (ITT/T6) toward the maximum
acceptance limit (Ref. Adjustment/Test). Even if ITT/T6 is below the maximum
limit an HSI is recommended for economic reasons if defects are beyond the
limits shown in Figure 641. Alternately, defects shown in Figure 641 are
acceptable, providing their condition is monitored by further borescope
inspections and power assurance check (Ref. Adjustment/Test). Subsequent
inspections must be carried out at intervals which must not exceed 600 flight
hours. If defects are in excess of those shown in Figure 642, an HSI is
recommended to be carried out.
(b) Airfoil core corrosion can be seen as blistering or erosion on the convex or
concave side of the blade (usually near the tip at the leading edge). This
condition is unacceptable, and the disk assembly must be replaced within 50
flight hours.
NOTE:
(2)
The LP Turbine blades can continue in service, providing they meet the following
criteria (Ref. Fig. 643):
(a) area a (airfoil): a maximum of three nicks, dents or pits 0.003 in. (0.07 mm)
deep maximum.
(b) area b (leading edge): a maximum of one nick, dent or pit 0.005 in. (0.12 mm)
deep maximum.
NOTE:
Area b includes an area 0.100 in. (2.54 mm) wide from the leading
edge.
(c) area c (trailing edge): a maximum of one nick, dent or pit 0.005 in. (0.12 mm)
deep maximum.
NOTE:
Area c includes an area 0.100 in. (2.54 mm) wide from the trailing
edge.
(d) area d (root area): a maximum of one nick, dent or pit 0.005 in. (0.12 mm)
deep maximum.
NOTE:
Area d includes an area 0.100 in. (2.54 mm) wide from the platform
surface.
(e) area e (leading edge tip): erosion up to a 0.025 in. (0.63 mm) tip radius.
H.
Inspection Criteria
72-00-00
ENGINE - INSPECTION/CHECK
Page 681
Jan 24/2006
TRAILING EDGE
LEADING EDGE
COATING LOSS
C32423A
LP Turbine Blade - Acceptable Damage May Be Repairable By Blade Tip Grinding
Figure 641
72-00-00
ENGINE - INSPECTION/CHECK
Page 682
Jan 24/2006
0.500 IN.
(12.7 MM)
OR 36%
0.800 IN.
(20.32 MM)
0.250 IN.
(6.35 MM)
OR 31%
BURNT OR MISSING
MATERIAL
BLISTERING OR EROSION
CAUSED BY CORE CORROSION
0.250 IN.
(6.35 MM)
OR 18%
TRAILING EDGE
LEADING EDGE
1.400 IN.
(35.56 MM)
APPROX
EROSION,
BURNT MATERIAL
OR FOREIGN OBJECT
DAMAGE (FOD)
BLISTERING
CAUSED BY
CORROSION
C32424B
LP Turbine Blade - Non-repairable Damage
Figure 642
72-00-00
ENGINE - INSPECTION/CHECK
Page 683
Jan 24/2006
a
TRAILING EDGE
LEADING
EDGE
c
0.100 in.
WIDE
(2.54 mm)
A
d
b
DETAIL
0.100 in.
(2.54 mm)
WIDE
C
C
VIEW
C71325
LP Turbine Blade Visual Inspection
Figure 643
72-00-00
ENGINE - INSPECTION/CHECK
Page 684
Jan 24/2006
(b) Increased tip clearance of the first- and second-stage PT blades decreases LP
compressor speed (NL), increases HP compressor speed (NH) and interturbine
temperature (ITT/T6). If these parameters stay within limits, there is no need
to change the PT assembly irrespective of the amount of damage, providing the
structural integrity of the components is not affected (e.g. cracks, missing
material, excessive foreign object damage (FOD) or blade distortion are
unacceptable).
(c) Corrosion seen as pitting or coating loss is acceptable for continued services
(Ref. Fig 644).
1
11.
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:
72-00-00
ENGINE - INSPECTION/CHECK
Page 685
Jan 24/2006
C106030
First and Second Stage Power Turbine Blades - Inspection Criteria
Figure 644
72-00-00
ENGINE - INSPECTION/CHECK
Page 686
Jan 24/2006
DETAIL
DETAIL
A
C62117
72-00-00
ENGINE - INSPECTION/CHECK
Page 687
Jan 24/2006
(c) Discoloration.
NOTE:
Non-acceptable Conditions
NOTE:
(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 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)
(2)
(3)
There are no cracks on the same side of adjacent bosses (Ref. Fig. 646, Sheet 3).
(4)
(5)
(6)
Boss
Location
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
72-00-00
ENGINE - INSPECTION/CHECK
Page 688
Jan 24/2006
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
Hours
Length/
Flight
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.
A.
Cracks extending into the continuous seam of spot weld (original support ring) and
cracks extending through the tack welds (repaired gas generator support ring), may
propagate through the gas generator case wall. The consequences of a crack
through the gas generator case wall is that the case will be non-repairable at next
overhaul or major refurbishment. The decision to remove the engine or continue in
service should be based on Operator experience and economic considerations.
Visual Inspection
(1)
The breaking away of small areas of the ring, in the portion resting on the
the gas generator case is acceptable.
72-00-00
ENGINE - INSPECTION/CHECK
Page 689
Jan 24/2006
THERMOCOUPLE
BOSSES
C32863
Turbine Support Case Inner Wall - Inspection
Figure 646 (Sheet 1 of 3)
72-00-00
ENGINE - INSPECTION/CHECK
Page 690
Jan 24/2006
AREA
AREA
AREA
C32861
Turbine Support Case Inner Wall - Inspection
Figure 646 (Sheet 2)
72-00-00
ENGINE - INSPECTION/CHECK
Page 691
Jan 24/2006
AREA
AREA
C32862
Turbine Support Case Inner Wall - Inspection
Figure 646 (Sheet 3)
72-00-00
ENGINE - INSPECTION/CHECK
Page 692
Jan 24/2006
ENGINE - CLEANING/PAINTING
1.
2.
General
A.
Instructions and information necessary for cleaning and painting the engine are provided
in this section.
B.
The importance of cleaning the engine regularly cannot be overemphasized. This helps
in the early detection of leaks and exterior deterioration.
Consumable Materials
The consumable materials listed below are referred to in this section. For more data, refer to
the CONSUMABLE MATERIALS section at the beginning of this manual.
WARNING:
3.
READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE
MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Item No.
Name
PWC03-001
PWC05-005
PWC05-050
PWC05-089
PWC05-295
PWC11-001
PWC11-010
PWC11-027
PWC11-031
PWC11-034
Engine Oil
Emulsifier
Nitrogen
Lockwire
Lockwire (may be used instead of PWC05-089)
Cleaning Agents
Methanol
Solvent, Petroleum
Cleaner, Engine Parts
Detergent, Water-based Alkaline Gel
Special Tools
Special tools are identified in procedural text by part number in parentheses.
4.
Tool No.
Name
PWC30128-15
PWC32677-300
PWC37771
PWC56502
Puller
Cart, Compressor/Fuel Nozzle Wash
Nozzle
Wash Nozzle
72-00-00
ENGINE - CLEANING/PAINTING
Page 701
Jan 24/2006
Name
Fluid shutoff valve - 2 off
Hose
Pressure gage - 1 off
Recirculation pump with relief valve - 1 off
Tubing
5.
Engine Cleaning
A.
External Wash
WARNING:
(2)
WARNING:
(3)
B.
Compressor Wash
(1)
General
NOTE:
(a) Washing removes salt, dirt and other baked-on deposits that accumulate in the
gas path and cause engine performance deterioration.
72-00-00
ENGINE - CLEANING/PAINTING
Page 702
Jan 24/2006
(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:
(e) The formula of the P&WC developed performance recovery solution WCT is
shown in Table 704.
(f)
WATER
% by Vol.
METHANOL
% by Vol.
+2C up
+36F up
100
Nil
-25 to +2C
-13 to +36F
50
50
Below -25C
Below -13F
40
60
(2)
72-00-00
ENGINE - CLEANING/PAINTING
Page 703
Jan 24/2006
70%
60%
METHANOL VOLUME
50%
40%
30%
20%
10%
0%
0
10
20
30
40
50
60
OAT ( o C)
C33859
Desalination/Rinse Solution - Determining Methanol Requirement at Temperatures Below 0C
(32F)
Figure 701
72-00-00
ENGINE - CLEANING/PAINTING
Page 704
Jan 24/2006
(3)
(4)
(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)
(6)
(7)
Since drinking water quality varies from place to place and from season to
season, these requirements are provided as a guide only.
72-00-00
ENGINE - CLEANING/PAINTING
Page 705
Jan 24/2006
1
1
C12709A
Inspection Port Cover/Wash Nozzle - Removal/Installation
Figure 702
72-00-00
ENGINE - CLEANING/PAINTING
Page 706
Jan 24/2006
Bolt
Washer
Cover
Wash Nozzle
Packing
Bracket
Nut
Bolt
TABLE 702, CLIX (PWC11-001), Almon AL-333 (PWC11-001A), Magnus 1214 (PWC11-001B),
B & B 3100 (PWC11-001C), Turco 5884 (PWC11-001G) and WCT Performance Recovery
Solutions
AMBIENT
TEMPERATURE
CLEANING
AGENT
% by Vol.
FUEL
% by Vol.
METHANOL
% by Vol.
WATER
% by Vol.
+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
Fuel
Methanol
Water
Total
72-00-00
ENGINE - CLEANING/PAINTING
Page 707
Jan 24/2006
TABLE 703, Turco 4217 (PWC11-001F) (concentrate) and Ardrox 624 (PWC11-001H)
(concentrate) - Performance Recovery Solutions
AMBIENT
TEMPERATURE
CLEANING
AGENT
Qty (ml)
FUEL
Qty (ml)
METHANOL
Qty (ml)
WATER
Qty (ml)
+36F up
200
2000
Nil
2800
-25 to +2C
-13 to +36F
200
2000
100
1800
Below -25C
Below -13F
200
2000
1800
1000
QUANTITY
2 parts
Carbitol (PWC11-001)
4 parts
Triethanolamine (PWC11-001)
1 part
TABLE 705, Ardrox 6345 (PWC11-003), Ardrox 6367 (PWC11-003B) (previously identified as
Turboclean 2), Ardrox 6368 (PWC11-003C) (previously identified as Turboclean 2 RTU), ZOK27
(PWC11-003D), and B & B TC100 (PWC11-003E) Biodegradable Performance Recovery
Solutions
AMBIENT
TEMPERATURE
CLEANING
AGENT
% by Vol.
METHANOL
% by Vol.
WATER
% by Vol.
+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
ENGINE - CLEANING/PAINTING
Page 708
Jan 24/2006
LITERS
US GALLONS
Desalination
19
Rinse
19
Performance Recovery
10
2.66
(8)
(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
72-00-00
ENGINE - CLEANING/PAINTING
Page 709
Jan 24/2006
(10)
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.
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.
Disconnect line from flow divider and dump valve drain. Install a cap on
flow divider dump valve. (Ref. AMM).
Remove plug (1, Fig. 704) and packing (2). Discard packing.
72-00-00
ENGINE - CLEANING/PAINTING
Page 710
Jan 24/2006
MECHANICAL
AGITATOR
CLEANING SOLUTION/STEEL
TANK 5 U.S. GALS (19 LITERS)
CAPACITY WORKING PR.
345 KPa (50 P.S.I.G.)
PRESSURE
GAGE
VALVE
VALVE
RELIEF VALVE
TO WASH
NOZZLE
AIR / NITROGEN
PRESSURE SOURCE
REGULATED UP TO
345 KPa (50 P.S.I.G.)
RECIRCULATION
PUMP
C12546A
Wash Rig - Schematic
Figure 703
72-00-00
ENGINE - CLEANING/PAINTING
Page 711
Jan 24/2006
11
12
13
14
15
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).
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).
72-00-00
ENGINE - CLEANING/PAINTING
Page 712
Jan 24/2006
Switch ignition ON and start engine (Ref. AMM). Run at 80% NH for one
minute or more to completely dry the engine.
NOTE:
22
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.
Remove bolts (3), washers (4), wash nozzle (5), using puller
(PWC30128-15), and packing (6). Discard packing.
Lubricate packing (6) with engine oil (PWC03-001) and install on wash
nozzle (5).
Install wash nozzle (5), washers (4) and bolts (3). Torque bolts 36 to
40 lb.in. (4.07-4.52 Nm).
Lubricate packing (2) with engine oil (PWC03-001) and install on plug
(1).
Install plug. Torque plug 110 to 120 lb.in. (12.42-13.56 Nm) and secure
with lockwire (PWC05-089) or (PWC05-295).
Wash Procedure
72-00-00
ENGINE - CLEANING/PAINTING
Page 713
Jan 24/2006
C12547
Wash Nozzle Connection - Removal/Installation
Figure 704
72-00-00
ENGINE - CLEANING/PAINTING
Page 714
Jan 24/2006
Plug
Packing
Connection
Open and secure left side engine cowl doors (Ref. AMM).
Remove plug (1, Fig. 704) and packing (2). Discard packing.
WARNING:
72-00-00
ENGINE - CLEANING/PAINTING
Page 715
Jan 24/2006
(11)
Install plug. Torque plug 110 to 120 lb.in. (12.42-13.56 Nm) and secure
with lockwire (PWC05-089) or (PWC05-295).
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
Carrying out a dry motoring run and injecting demineralized water through
the wash nozzle.
NOTE:
72-00-00
ENGINE - CLEANING/PAINTING
Page 716
Jan 24/2006
(j)
(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).
72-00-00
ENGINE - CLEANING/PAINTING
Page 717
Jan 24/2006
5
4
3
1
7
2
C33441
Compressor Wash Nozzle - Removal/Installation
Figure 705
72-00-00
ENGINE - CLEANING/PAINTING
Page 718
Jan 24/2006
Plug
Packing
Bolt
Washer
Wash Nozzle
Packing
Connection
(v) Remove the plastic bag from the P3 air pressure sensing tube. Install the
tube to the intercompressor case (Ref. 72-01-30, REMOVAL/
INSTALLATION).
CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER
MANUFACTURERS MANUAL).
(w) Switch ignition ON and start engine (Ref. AMM). Run at 80% NH for one
minute or more to completely dry the engine.
NOTE:
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
ENGINE - CLEANING/PAINTING
Page 719
Jan 24/2006
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)
(3)
Method 1:
(a) Equipment Required
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.
WARNING:
Remove the most accessible igniter (1, Fig. 706) and gasket (2) (Ref.
72-01-20, REMOVAL/INSTALLATION). Discard gasket.
Install turbine wash nozzle, (3) ensuring that RGB inscribed on tang is
pointing towards the reduction gearbox. Torque nozzle fingertight.
72-00-00
ENGINE - CLEANING/PAINTING
Page 720
Jan 24/2006
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).
11
12
13
15
16
72-00-00
ENGINE - CLEANING/PAINTING
Page 721
Jan 24/2006
FW
PWC37771
PWC56502
C12552A
Turbine Wash Nozzle Connection - Removal/Installation
Figure 706
72-00-00
ENGINE - CLEANING/PAINTING
Page 722
Jan 24/2006
Igniter
Gasket
Turbine Wash Nozzle
17
18
Connect combustion chamber drain line to ecology tank. Connect drain line
to flow divider and dump valve (Ref. AMM).
21
(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.
72-00-00
ENGINE - CLEANING/PAINTING
Page 723
Jan 24/2006
(c) Depending upon the operating environment, the nature and frequency of
turbine washing is recommended to be in accordance with the Gas Path Wash
recommended schedule per Chapter 05-20-00.
(d) Equipment Required
1
A wash nozzle (PWC56502) installed in the left igniter port is used when
washing turbines.
(e) Flow Calibration of the Wash nozzle and the Wash Rig.
WARNING:
(f)
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.
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.
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.
72-00-00
ENGINE - CLEANING/PAINTING
Page 724
Jan 24/2006
WARNING:
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.
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.
Once the wash nozzle is inserted, carrefully thread the nozzle into the igniter
port a few turns using only your hands for torque.
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.
Set the wash rig delivery pressure to what is required to deliver 7 to 9 liters
of water over a 20 seconds period (Ref. Step 3).
Before washing, make sure the engine temperature is below 65C (150F)
by one of the following methods:
a
72-00-00
ENGINE - CLEANING/PAINTING
Page 725
Jan 24/2006
Within 3 seconds of the start of the motoring run, open the supply
valve to apply wash water to the engine.
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.
10
Engine Drying
CAUTION: OBSERVE STARTER COOLING PERIOD (REF. STARTER
MANUFACTURERS MANUAL).
a
Run at 80% NH for one minute or more to completely dry the engine.
72-00-00
ENGINE - CLEANING/PAINTING
Page 726
Jan 24/2006
General
A.
2.
Consumable Materials
The consumable materials listed below are referred to in this section. For more data, refer to
the CONSUMABLE MATERIALS section at the beginning of this manual.
WARNING:
3.
READ THE MATERIAL SAFETY DATA SHEETS BEFORE YOU USE THESE
MATERIALS. SOME MATERIALS CAN BE DANGEROUS.
Item No.
Name
PWC05-055
PWC05-057
PWC05-061
PWC05-064
PWC05-073
PWC05-161
PWC05-162
PWC05-195
PWC05-196
PWC05-197
PWC05-198
PWC09-002
PWC11-016
PWC11-019
PWC11-027
PWC11-031
Sodium Dichromate
Sodium Hydroxide
Cloth, Abrasive (Coated, Crocus)
Solution, Anodize Touch-up (Alodine)
Water, Distilled
Chromel Pickle Solution
Wetting Agent, Chromate
Nitric Acid
Hydrochloric Acid
Acid, Chromic (Solution)
Chromate Conversion Salts - magnesium
Compound, Locking
Perchlorethylene
Solution, Chromate Conversion
Solvent, Petroleum
Cleaner, Engine Parts
Special Tools
Not Applicable
4.
72-00-00
ENGINE - APPROVED REPAIRS
Page 801
Mar 01/2002
Name
Helical coil thread plug gage and bottoming tap (standard thread size)
Helical coil thread plug gage and bottoming tap (oversize thread size)
Oven
Stud drivers
Thread plug gage
Wire brush
5.
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)
(3)
Clean out hole and ensure debris and other foreign matter are removed.
(4)
B.
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.).
C.
(2)
Using new helical coil insert, install insert into threaded hole using insert installation
tool. Insert outer thread must be between one and one and one-half threads below
surface of hole or counterbore, whichever applies.
(3)
Cut off driving tang at notch using tang removal tool, and remove tang from hole.
(4)
Inspect the replaced helical coil insert (Ref. 72-00-00, MAINTENANCE PRACTICES).
Tap hole with appropriate bottoming tap if oversize helical coil is required.
72-00-00
ENGINE - APPROVED REPAIRS
Page 802
Mar 01/2002
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.
6.
(4)
Identify oversize insert installation using the following example +4 for a 0.004 in.
(0.101 mm) oversize. Mark part, by vibropeen method, 0.002 to 0.006 in.
(0.050-0.0150 mm) deep next to insert hole (Ref. Fig. 801). Blend to remove raised
material.
(5)
Inspect the replaced helical coil insert (Ref. 72-00-00, MAINTENANCE PRACTICES).
Procedure
13 32
(1)
(2)
Using a small pin punch, bend keys inward and break them off (Ref. detail B).
(3)
(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.).
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
ENGINE - APPROVED REPAIRS
Page 803
Mar 01/2002
+4
+4
A
C24386
Identification of Oversize Insert Installation
Figure 801
72-00-00
ENGINE - APPROVED REPAIRS
Page 804
Mar 01/2002
13 INCH DRILL
32
(10.319 mm)
LOCKING WIRES
0.200 IN.
(0.508 mm)
KEENSERT
DETAIL
DETAIL
DETAIL
0.0300.010 IN.
(0.7620.254 mm)
KEE DRIVING
TOOL
DETAIL
DETAIL
C17622
Replacement of Keensert Inserts
Figure 802
72-00-00
ENGINE - APPROVED REPAIRS
Page 805
Mar 01/2002
7.
Stud Replacement
A.
Procedure
(1)
Measure stud protrusion height (use adjacent stud in case of stretched or broken
stud).
(2)
(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.
Install stud to correct protrusion height using an approved stud driver. Ensure
torque limits given in Tables 801, 802 or 803, as applicable, are not exceeded.
TABLE 801, Standard and Stepped Studs Installed in Self-locking Helical Coil Inserts
Torque
(Minimum)
lb.in. (Nm)
Torque
(Maximum)
lb.in. (Nm)
0.1900-32
23 (2.60)
45* (5.09)
0.2500-28
52 (5.88)
90 (10.17)
0.3125-24
105 (11.87)
180 (20.34)
0.3750-24
140 (15.82)
240 (27.12)
0.4375-20
175 (19.78)
300 (33.90)
0.5000-20
260 (29.38)
450 (50.85)
0.5625-18
350 (39.55)
640 (75.32)
0.6250-18
525 (59.32)
900 (101.70)
Thread Size
(Nut End)
72-00-00
ENGINE - APPROVED REPAIRS
Page 806
Mar 01/2002
Torque
(Maximum)
lb.in. (Nm)
Necked $
Torque
(Maximum)
lb.in. (Nm)
Plain #
0.1640-32
15 (1.70)
30 (3.39)
30 (3.39)
0.1900-24
25 (2.80)
40 (4.52)
45 (5.09)
0.2500-20
50 (5.50)
95 (10.74)
105 (11.87)
0.3125-18
100 (11.00)
210 (23.73)
230 (25.99)
0.3750-16
180 (20.00)
375 (42.38)
425 (48.03)
0.4375-14
280 (32.00)
600 (67.80)
675 (76.28)
0.5000-13
450 (50.00)
950 (107.35)
1050 (118.65)
0.5625-12
625 (70.00)
1400 (158.20)
1500 (169.50)
0.6250-11
900 (100.00)
1900 (214.70)
2100 (237.30)
0.7500-10
1550 (175.00)
3500 (395.50)
3800 (429.40)
Thread Size
(Drive End)
$ These limits apply where the unthreaded diameter of the stud is less than the minimum minor
diameter of the coarse pitch thread (drive end).
# These limits apply where the unthreaded diameter of the stud is equal to or greater than the
minimum minor diameter of the coarse pitch thread (drive end).
Torque
(Maximum)
lb. in. (Nm)
Necked $
Torque
(Maximum)
lb. in. (Nm)
Plain #
0.1640-36
15 (1.70)
30 (3.39)
30 (3.39)
0.1900-32
25 (2.80)
45 (5.09)
50 (5.65)
0.2500-28
50 (5.50)
115 (13.00)
125 (14.13)
0.3125-24
100 (11.00)
240 (27.12)
260 (29.38)
0.3750-24
180 (20.00)
450 (50.85)
500 (56.50)
0.4375-20
280 (32.00)
700 (79.10)
800 (90.40)
0.5000-20
450 (50.00)
1150 (129.95)
1300 (146.90)
0.5625-18
625 (70.00)
1600 (180.80)
1800 (203.40)
0.6250-18
900 (100.00)
2400 (271.20)
2600 (293.80)
Thread Size
(Drive End)
72-00-00
ENGINE - APPROVED REPAIRS
Page 807
Mar 01/2002
Thread Size
(Drive End)
0.7500-20
Torque
(Minimum)
lb. in. (Nm)
Torque
(Maximum)
lb. in. (Nm)
Necked $
Torque
(Maximum)
lb. in. (Nm)
Plain #
1550 (175.00)
4200 (474.60)
4600 (519.80)
$ These limits apply where the unthreaded diameter of the stud is less than the minimum minor
diameter of the fine pitch thread (nut end).
# These limits apply where the unthreaded diameter of the stud is equal to or greater than the
minimum minor diameter of the fine pitch thread (nut end).
8.
9.
Procedure
(1)
(2)
(3)
(4)
Select relevant size drill and drill hole to core depth of existing hole.
(5)
(6)
(7)
Clean out hole and ensure freedom from metal chippings and other foreign matter.
(8)
(9)
Using appropriate size helical coil insert, install insert into repaired stud hole.
Procedure
WARNING:
(1)
72-00-00
ENGINE - APPROVED REPAIRS
Page 808
Mar 01/2002
(2)
Apply anodize touch-up solution (PWC05-064) for three to four minutes to prepared
surface using a swab or brush. Repeat application frequently to ensure surface is
continually wet with solution during the treatment.
NOTE:
10.
If solution does not wet surface, remove with clean cloth and reclean (Ref.
step (1)).
(3)
Allow surface to air dry or wipe off solution with cloth soaked in clean water.
(4)
Examine coating and ensure repair surface is completely covered. Reapply treatment
as necessary.
General
(1)
Operating
Limits
Make-up
(PWC05-198)
Chromate Conversion
Salts - magnesium
5 oz. wt/gal
(PWC05-196)
Hydrochloric Acid
2 fl oz/gal
1 - 3 fl oz/gal
(PWC05-162)
Wetting agent
1 ml/gal
Sodium Hydroxide,
consists of (PWC05-057) and
water (PWC05-073) (16 oz)
Add, as necessary,
to raise pH to
operating range.
pH = 0.6 - 1.1
72-00-00
ENGINE - APPROVED REPAIRS
Page 809
Mar 01/2002
(b) Prepare chromel pickle solution (PWC05-161) using Table 805 and the steps
that follow:
TABLE 805, Chromel Pickle Solution (PWC05-161)
Material
Operating
Limits
Make-up
(PWC05-055)
Sodium Dichromate
1.5 lbs
(PWC05-195)
Nitric Acid
1.4 pints
B.
Add slowly and cautiously the required amount of nitric acid (PWC05-195).
Stir to mix.
Procedure
WARNING:
(1)
With the use of a small steel brush, a crocus cloth (PWC05-061) or an abrasive
cloth (PWC05-101), lightly remove all traces of corrosion (magnesium oxide).
Remove all debris.
NOTE:
(2)
(3)
(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
ENGINE - APPROVED REPAIRS
Page 810
Jan 16/2004
(5)
Dry thoroughly with clean low pressure compressed air at 29 psig (200 kPa), make
sure the compressed air is free of oil vapors if continuing with step (6).
NOTE:
(6)
Apply two coats of primer (PWC13-001) (primer can be diluted with 10% solvent).
(7)
Let the air dry the primer for 8 hours before the application of enamel paint. You can
use clean low pressure compressed air at 29 psig (200 kPa) to accelerate drying.
(8)
Apply three to four coats of enamel (PWC05-037) to primed surface. Let surface of
enamel to become tacky (approximately 15 minutes) between each coat. Let the
final coat of enamel paint to dry for 24 hours before returning engine to service.
NOTE:
11.
If the surface being repaired is not in contact with another part, continue
with steps (6) to (8).
Drying times of primer and paint can be reduced by heating (use a heat gun
at the low heat setting - see manufacturers instructions).
Procedure
(1)
WARNING:
(2)
Remove locking compound residue and clean insert seat and associated area,
using a wire brush and solvent (PWC11-027) or cleaner (PWC11-031).
NOTE:
(3)
(4)
To cure compound, locally heat insert to 100 3C (212 5F), using a heat gun
for 10 to 15 minutes.
72-00-00
ENGINE - APPROVED REPAIRS
Page 811/812
Jan 16/2004
2.
General
A.
This section provides a series of checks to enable problems occurring in the operation
of the engine to be isolated and rectified.
B.
The recommended procedures in this section are intended to provide satisfactory results
to common engine faults. The steps can be changed by the Operator to make the
troubleshooting procedures better and adapted to their own operation, provided the end
result is the same or better. Substantiation is based on the 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.
Consumable Materials
Not Applicable
3.
Special Tools
Not Applicable
4.
5.
FIGURE
101
102
103
104
105
106
107
108
109
72-00-01
ENGINE - FAULT ISOLATION
Page 101
Nov 04/2005
FAULT
FIGURE
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
72-00-01
ENGINE - FAULT ISOLATION
Page 102
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
MANUAL SWITCH
MFCU
ENGINE WIRING HARNESS
AIRCRAFT WIRING AND RELAYS
YES
MANUAL LAMP GOES OUT?
NO
YES
NO
NO
NO
YES
SYSTEM NORMAL
REPLACE MFCU
(REF. 720140)
ENGINE WIRING
HARNESS OK?
REPLACE MFCU
NO
RECTIFY OR
REPLACE
(REF. 720110)
YES
AIRCRAFT WIRING NO
AND RELAYS OK?
RECTIFY OR
REPLACE
(REF. AMM)
C26208
Unable to Select Manual Mode
Figure 101
72-00-01
ENGINE - FAULT ISOLATION
Page 103
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1. MFCU
SYMPTOM 1.
NO
YES
NO
REPLACE MFCU
(REF. 720140)
YES
SYMPTOM 2.
REPLACE MFCU
(REF. 720140)
C38582
Incorrect MFCU Operation
Figure 102
72-00-01
ENGINE - FAULT ISOLATION
Page 104
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1. MFCU
2. OVERSPEED GOVERNOR
3. PY AIR TUBE
YES
YES
SYSTEM NORMAL
SYSTEM NORMAL
NO
REPLACE MFCU
(REF. 720140)
NO
REPLACE PY TUBE
(REF. 720130)
YES
C26210
Reference Pressure Leak - Unable to Achieve Takeoff Power
Figure 103
72-00-01
ENGINE - FAULT ISOLATION
Page 105
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1. WIRING HARNESS
2. AIRCRAFT WIRING
YES
NO
YES
NO
NO
YES
SYSTEM NORMAL
TURN ON HP BLEEDS. POWER EQUAL ?
NO
YES
SYSTEM NORMAL
YES
SYSTEM NORMAL
NO
SHUT DOWN ENGINES. TURN EEC
POWER OFF. CHECK LINES 148
AND 149 CONTINUITY AND/OR
INSULATION. OK ?
NO
REPLACE WIRING
HARNESS
(REF. 720110)
NO
REPAIR/REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
REPAIR/REPLACE
AIRCRAFT WIRING
(REF. AMM)
YES
P11CC TO BLEED SWITCH 1, AND
BLEED SWITCH 1 TO BREAKER OK ?
YES
P11DD TO BLEED SWITCH 2, AND
BLEED SWITCH 2 TO BREAKER OK ?
YES
SYSTEM NORMAL
C38583
Mismatched Power Setting
Figure 104
72-00-01
ENGINE - FAULT ISOLATION
Page 106
Nov 04/2005
SYSTOMS
NO T6 INDICATION (LIGHT UP) WITHIN 10 SECONDS
OF ADVANCING CONDITION LEVER TO START POSITION
NH INDICATION YES
LESS THAN 10%
SUSPECT LRU
1. ACCESSORY GEARBOX
2. IGNITION SYSTEM
3. FUEL SUPPLY
4. BOOSTER PUMPS
5. AIRCRAFT LP FUEL VALVE
6. LP AND HP FUEL FILTERS
7. FUEL PUMP AND MFC
8. FLOW DIVIDER
REFER TO SHEET 4
NO
YES
NH INCREASES
UNUSUALLY FAST
NO
NO
REPLACE
TURBOMACHINERY
CONTACT P&WC
FUEL FLOW LESS NO
THAN 90pph WITH
CLA AT FEATHER?
SWITCH ON
YES
IGNITERS FOR
30 SECONDS.
ENGINE STARTS?
SYSTEM
NORMAL
NO
YES
NO
REPLACE FLOW
YES
DIVIDER.
ENGINE STARTS OK?
YES
NO
NO
FUEL DRAINING
NO
FROM FUEL
MANIFOLD DRAIN?
YES
REPLACE FUEL
NO
NOZZLE PACKINGS
ENGINE STARTS OK?
YES
SYSTEM NORMAL
CONTD ON SHEET 2
CONTACT P&WC
SYSTEM
NORMAL
REPLACE FUEL
YES
NOZZLE SET
ENGINE STARTS OK?
NO
CONTACT P&WC
C26212B
Engine Fails to Start
Figure 105 (Sheet 1 of 4)
72-00-01
ENGINE - FAULT ISOLATION
Page 107
Nov 04/2005
CONDT FROM
SHEET 1
ADD FUEL
YES
BOOSTER PUMP OK? NO
RECTIFY OR
REPLACE (REF. AMM)
YES
NO
AIRCRAFT LP VALVE
OPEN (ON FIREWALL)?
RECTIFY OR
REPLACE (REF. AMM)
YES
REFER TO TROUBLESHOOTING
CHART "HP FUEL FILTER IMPENDING
BYPASS INDICATOR ACTIVATED"
HP FUEL FILTER
YES
BYPASS INDICATORS
ACTIVATED?
NO
REPLACE FUEL
FLOWMETER
ENGINE STARTS OK?
YES
SYSTEM NORMAL
NO
REPLACE FUEL
PUMP AND MFCU
NO
YES
REPLACE
FUEL NOZZLES
(REF. 720140)
NO
YES
SYSTEM NORMAL
C28474B
Engine Fails to Start
Figure 105 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 108
Nov 04/2005
SUSPECT LRU
SYMPTOMS
SNAPPING NOISE
FROM IGNITERS ?
NO
PUSH CONTACT
BREAKER IN
AIRCRAFT IGNITION NO
SYSTEM CONTACT
BREAKER IS IN ?
YES
YES
AIRCRAFT IGNITION
SYSTEM OK ?
(REF. AMM)
NO
RECTIFY
(REF. AMM)
YES
REPLACE IGNITION
EXCITER.
(REF. 720120)
START OK ?
YES
SYSTEM NORMAL
NO
NO
REPLACE IGNITERS
(REF. 720120)
YES
CHECK/REPLACE IGNITER
LEADS (REF. 720120)
C26213
Engine Fails to Start
Figure 105 (Sheet 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 109
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1. FUEL PUMP
2. STARTER
3. TURBOMACHINERY
NO NH INDICATION
STARTER CONTACT
BREAKER IN ?
NO
RECTIFY
YES
ELECTRICAL POWER AT
STARTER TERMINALS ?
RECTIFY AIRCRAFT
SYSTEM (REF. AMM)
NO
YES
HP ROTOR ROTATES ?
NO
YES
REPLACE FUEL
PUMP
(REF. 720140)
YES
NO
REMOVE STARTER
(REF. AMM)
HP ROTOR ROTATES ?
YES
REPLACE STARTER
(REF. AMM)
NO
REPLACE
TURBOMACHINERY
(REF. 720200)
NH INDICATOR OK ?
(REF. AMM)
NO
RECTIFY
(REF. AMM)
YES
REPLACE STARTER
(REF. AMM)
C26214
Engine Fails to Start
Figure 105 (Sheet 4)
72-00-01
ENGINE - FAULT ISOLATION
Page 110
Nov 04/2005
SYMPTOMS
HIGH OIL CONSUMPTION
SUSPECT LRU
1. EXTERNAL OIL LEAK
2. PRESSURE REGULATING VALVE
3. OVERSERVICING
4. OIL COOLER QUICKRELEASE COUPLINGS
5. OIL COOLER
C62149
High Oil Consumption
Figure 106 (Sheet 1 of 4)
72-00-01
ENGINE - FAULT ISOLATION
Page 111
Nov 04/2005
YES
YES
NO
NO
RECTIFY.
OIL CONSUMPTION OK?
YES
NO
NO
SYSTEM
NORMAL
YES
YES
NO
CONTD ON
SHEET 3
C62148
High Oil Consumption
Figure 106 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 112
Nov 04/2005
CONTD FROM
SHEET 2
YES
NO
YES
NO
NO
RECTIFY OR REPLACE
(REF. AMM) OIL
CONSUMPTION OK ?
YES
NO
YES
REPLACE PACKINGS
(REF. 720160) OIL
CONSUMPTION OK ?
YES
NO
SYSTEM NORMAL
NO
OBSTRUCTION FOUND IN
AGB BREATHER TUBE
(REF. NOTE 2) ?
YES
NO
YES
NO
YES
NO
RECTIFY
OIL CONSUMPTION OK ?
RECTIFY
OIL CONSUMPTION OK ?
YES
NO
YES
NO
CONTD ON
SHEET 4
C62126
High Oil Consumption
Figure 106 (Sheet 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 113
Nov 04/2005
CONTD FROM
SHEET 3
REMOVE ENGINE FOR
INVESTIGATION
SEE NOTE 6
C27410C
High Oil Consumption
Figure 106 (Sheet 4)
72-00-01
ENGINE - FAULT ISOLATION
Page 114
Nov 04/2005
SYMPTOMS
SUSPECT LRU
YES
YES
SYSTEM NORMAL
NO
NO
YES
NO
NO
SYSTEM NORMAL
REPLACE OIL
PRESSURE CHECK VALVE
(REF. 720150). OK ?
YES
SYSTEM NORMAL
NO
YES
YES
NO
NO
YES
ADJUST/REPLACE OIL
PRESSURE REGULATING VALVE YES
(REF. 720150).
OIL PRESSURE OK ?
SYSTEM NORMAL
NO
CONTD ON
SHEET 2
CONTD ON
SHEET 2
C26217B
Smoke from Exhaust on Startup or Shutdown/Engine Flooded With Oil/Oil Odor in Cockpit
Figure 107 (Sheet 1 of 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 115
Nov 04/2005
CONTD FROM
SHEET 1
CONTD FROM
SHEET 1
SYSTEM NORMAL
NO
EXAMINE P2.5/P3
SWITCHING VALVE. OK ?
REPAIR/REPLACE AS
NECESSARY
(REF. 723000). OK ?
NO
YES
YES
SYSTEM NORMAL
NO
NO
ADD SPACERS
(4 MAX)
(REF. 723000).
YES
NO
CLEAN/REPLACE AS
NECESSARY
(REF. 720150)
YES
CONTD ON
SHEET 3
C26218B
Smoke from Exhaust on Startup or Shutdown/Engine Flooded With Oil/Oil Odor in Cockpit
Figure 107 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 116
Nov 04/2005
CONTD FROM
SHEET 2
NO
YES
BORESCOPE FIRSTSTAGE
PT BLADES TO CHECK FOR
IMPACT DAMAGE TO LEADING NO
EDGES AND/OR TIPS, BLADE
SHIFT, RUBS, OIL STAINS/
COKING. OK ?
YES
OIL FOUND IN
INTERCOMPRESSOR
CASE P2.5 PLENUM ?
YES
NO
SEE NOTE
NOTE:
INABILITY TO IDENTIFY AND/OR RECTIFY THE FAULT AFTER CARRYING OUT THE
LISTED CHECKS INDICATES INTERNAL ENGINE DAMAGE/OIL LEAKAGE. REMOVE
ENGINE FOR INVESTIGATION.
C26219A
Smoke from Exhaust on Startup or Shutdown/Engine Flooded With Oil/Oil Odor in Cockpit
Figure 107 (Sheet 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 117
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
6.
7.
8.
9.
YES
OIL LEAKS
OIL LEVEL
FUEL COOLED OIL COOLER
FUEL HEATER
INDICATING SYSTEM
PRESSURE RELIEF VALVE
PRESSURE REGULATING VALVE
PRESSURE OIL PUMP
PRESSURE OIL CHECK VALVE
REPLACE
ENGINE
NO
OIL PRESSURE INDICATING SYSTEM NO
OK? (REF. AIRCRAFT MANUAL)
GAGE OK?
(REF. AIRCRAFT MANUAL)
YES
NO
REPLACE
YES
CABLES AND CONNECTIONS NO
OK? (REF. AIRCRAFT
MANUAL)
RECTIFY
OR
REPLACE
YES
OIL PRESSURE TRANSDUCER
(LOW OIL PRESSURE SWITCH)
OK? (REF. AIRCRAFT
MANUAL)
NO
REPLACE
YES
YES
YES
CLEAN
OR
REPLACE
IS NOISE FROM AN
ACCEPTABLE POWER TURBINE
RUB?
NO
REPLACE
ENGINE/
MODULE
NO
YES
CONTD
ON
SHEET 2
C25394
Low or Loss of Oil Pressure
Figure 108 (Sheet 1 of 4)
72-00-01
ENGINE - FAULT ISOLATION
Page 118
Nov 04/2005
SUSPECT LRU
1. OIL LEAKS
2. OIL LEVEL
3. FUEL COOLED OIL COOLER
4. FUEL HEATER
5. INDICATING SYSTEM
6. PRESSURE RELIEF VALVE
7. PRESSURE REGULATING VALVE
8. PRESSURE OIL PUMP
9. PRESSURE OIL CHECK VALVE
SYMPTOMS
LOW OR LOSS OF OIL PRESSURE
NO
NO
REPLACE
ENGINE/
MODULE
YES
RECTIFY
(REF. 720150)
YES
OIL LEVEL LOW?
YES
FILL TO CORRECT
LEVEL (REF. SERVICING)
NO
OIL SMELLS OF FUEL?
YES
NO
REPLACE
(REF. 720150)
YES
OIL TO FUEL
HEATER OK?
NO
REPLACE
(REF. 720150)
RECTIFY
OR
REPLACE
YES
OIL PUMP PRESSURE REGULATING NO
VALVE OK? (REF. 720150)
RECTIFY
OR
REPLACE
YES
PRESSURE OIL PUMP OK? NO
(REF. 720150)
RECTIFY
OR
REPLACE
YES
PRESSURE OIL CHECK VALVE NO
OK? (REF. 720150)
RECTIFY
OR
REPLACE
YES
CONTD ON SHEET 3
C25395
Low or Loss of Oil Pressure
Figure 108 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 119
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
6.
7.
8.
9.
OIL LEAKS
OIL LEVEL
FUEL COOLED OIL COOLER
FUEL HEATER
INDICATING SYSTEM
PRESSURE RELIEF VALVE
PRESSURE REGULATING VALVE
PRESSURE OIL PUMP
PRESSURE OIL CHECK VALVE
CONTD
FROM
SHEET 2
IF NOT RUN PREVIOUSLY,
RUN ENGINE AT 80%
TORQUE FOR TEN MINUTES
(REF. NOTE)
YES
REPLACE
ENGINE /
MODULE
YES
NO
NO
WAS OIL LEVEL OK AFTER
10 MINUTE RUN AT 80% TORQUE?
YES
CONTD
ON
SHEET 4
C25396
Low or Loss of Oil Pressure
Figure 108 (Sheet 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 120
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
6.
7.
8.
9.
OIL LEAKS
OIL LEVEL
FUEL COOLED OIL COOLER
FUEL HEATER
INDICATING SYSTEM
PRESSURE RELIEF VALVE
PRESSURE REGULATING VALVE
PRESSURE OIL PUMP
PRESSURE OIL CHECK VALVE
CONTD
FROM
SHEET 3
C25397A
Low or Loss of Oil Pressure
Figure 108 (Sheet 4)
72-00-01
ENGINE - FAULT ISOLATION
Page 121
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
PRESSURE INDICATING
SYSTEM OK?
NO
GAGE OK?
NO
REPLACE
(REF. AMM)
YES
YES
NO
CABLES AND
CONNECTION OK?
RECTIFY OR
REPLACE
(REF. AMM)
YES
OIL PRESSURE
TRANSDUCER OK?
SYSTEM NORMAL
PRESSURE REGULATING
VALVE OK?
NO
REPLACE
(REF. AMM)
ADJUST OR REPLACE
(REF. ADJUSTMENT/TEST
OR 720150)
NO
YES
SYSTEM NORMAL
NO
CLEAN OR REPLACE
(REF. 720150
YES
SYSTEM NORMAL
C25398
High Oil Pressure
Figure 109
72-00-01
ENGINE - FAULT ISOLATION
Page 122
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
OIL SYSTEM
OK?
NO
YES
NO
YES
ENGINE FUELCOOLED
OIL COOLER BYPASS NO
VALVE/INTERNAL
PASSAGES OK?
REPLACE
FUELCOOLED
OIL COOLER
(REF. 720150)
YES
SYSTEM NORMAL
TEMPERATURE
INDICATING SYSTEM
OK?
AIRFRAME AIRCOOLED NO
OIL COOLER OK?
GAGE OK?
NO
REPLACE
AIRCOOLED
OIL COOLER
(REF. AMM)
REPLACE
(REF. AMM)
YES
YES
CABLES AND
CONNECTIONS OK?
NO
RECTIFY OR
REPLACE
(REF. AMM)
NO
REPLACE
(REF. AMM)
YES
SYSTEM NORMAL
OIL TEMPEATURE
TRANSMITTER OK?
C25399
High Oil Temperature
Figure 110
72-00-01
ENGINE - FAULT ISOLATION
Page 123
Nov 04/2005
SUSPECT LRU
SYMPTOMS
INCORRECT TORQUE READING
1. AFU
2. EEC
3. TORQUE INDICATOR
4. TORQUE SHAFT CHARACTERIZATION PLUG
5. REDUCTION GEARBOX TORQUE SHAFTS
YES
NO
(b)
(a)
REPLACE AFU.
READING OK ?
(REF. 720110)
YES
SYSTEM
NORMAL
YES
SYSTEM
NORMAL
RECTIFY
NO
NO
CHARACTERIZATION PLUG
TO CORRECT VALUE ?
(SEE DATA PLATE)
NO
REPLACE
AFU TRIM PLUG
TO CORRECT VALUE
(REF. DATA PLATE)
YES
YES
NO
REPLACE
YES
SYSTEM
NORMAL
INVESTIGATE
REDUCTION GEARBOX
TORQUE SHAFTS
INVESTIGATE REDUCTION
GEARBOX TORQUE SHAFTS
C38584
Incorrect Torque Readings
Figure 111
72-00-01
ENGINE - FAULT ISOLATION
Page 124
Nov 04/2005
SYMPTOMS
SUSPECT LRU
TORQUE FLUCTUATIONS
1. OVERSPEED GOVERNOR
2. PCU
3. MFCU
PROPELLER
SYSTEM OK ?
NO
OVERSPEED
GOVERNOR
OK ?
NO
RESET OR REPLACE
(REF. 720150)
NO
REPLACE
(REF. AMM)
NO
REPLACE
(REF. 720140)
NO
RECTIFY
(REF. 720110)
YES
YES
PCU OK ?
SYSTEM NORMAL
FUEL SYSTEM
OK ?
YES
SYSTEM NORMAL
NO
MFCU OK ?
YES
ELECTRONIC FUEL
CONTROL SYSTEM
OK ?
C26221
Torque Fluctuations
Figure 112
72-00-01
ENGINE - FAULT ISOLATION
Page 125
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
6.
INDICATING
SYSTEM OK ?
NO
GAGE OK?
NO
REPLACE
(REF. AMM)
YES
YES
CABLES AND
CONNECTIONS OK ?
NO
RECTIFY OR
REPLACE
(REF. AMM)
YES
FLOWMETER OK?
SYSTEM NORMAL
FUEL SYSTEM
OK ?
YES
NO
MFCU OK?
REPLACE
(REF. AMM)
NO
REPLACE
(REF. 720140)
NO
YES
ELECTRONIC FUEL
CONTROL SYSTEM
OK ?
NO
RECTIFY
(REF. 720140)
NO
RECTIFY OR
REPLACE
(REF. 720140)
YES
SYSTEM NORMAL
FUEL MANIFOLD NO
PACKINGS OK?
REPLACE
(REF. 720140)
C26222
Excessive Fuel Consumption
Figure 113 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 126
Nov 04/2005
SUSPECT LRU
SYMPTOMS
EXCESSIVE FUEL CONSUMPTION
1.
2.
3.
4.
5.
6.
NO
YES
COLD SECTION
BORESCOPE
INSPECTION OK?
NO
REPLACE ENGINE
IF OUTSIDE LIMITS
YES
SYSTEM NORMAL
C25414
Excessive Fuel Consumption
Figure 113 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 127
Nov 04/2005
SYMPTOMS
SUSPECT LRU
YES
NO
1. FUEL
2. BYPASS SWITCH
3. FUEL PUMP
NO
4. AIRCRAFT SYSTEM
5. FUEL HEATER
6. MFCU
YES
DRAIN, FLUSH & CLEAN
AIRCRAFT FUEL TANKS
FUEL SYSTEM & FILTERS
NO
NO
IS HP FUEL FILTER
CONTAMINATED ? (REF. NOTE 1)
FILTER BYPASS NO
SWITCH OK ?
YES
YES
REPLACE
FUEL PUMP
(REF. 720140)
(REF. NOTE 2)
NO
REPAIR/REPLACE
SWITCH (REF. 720140)
NO
AIRCRAFT
SYSTEM OK ?
REPAIR SYSTEM
(REF. AMM)
YES
IS FUEL IN AIRCRAFT
FUEL TAMKS CONTAMINATED?
NO
YES
DRAIN, FLUSH AND CLEAN AIRCRAFT
FUEL TANKS AND FUEL SYSTEM (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
Figure 114 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 128
Nov 04/2005
YES
NO
RETRIM EEC.
PLA STAGGER OK?
NO
CHANGE MFCU
(REF. 720140)
YES
YES
SYSTEM NORMAL
C26224A
HP Fuel Filter Impending Bypass Indicator Activated
Figure 114 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 129
Nov 04/2005
SYMPTOMS
SUSPCT LRU
ENGINE CONTROL
LINKAGE SYSTEM
OK ?
NO
1. PCU
2. PCU PUMP
NO
ADJUST
(REF. AMM)
NO
REPLACE
(REF. AMM)
NO
REPLACE
(REF. 720150)
YES
SYSTEM NORMAL
OIL SUPPLY OK ?
YES
SYSTEM NORMAL
NO
PCU OK ?
YES
PCU PUMP OK ?
C26225
Propeller Slow to Unfeather
Figure 115
72-00-01
ENGINE - FAULT ISOLATION
Page 130
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
NO
YES
IS PARAMETER SHIFT
CONSIDERED NORMAL FOR
ENGINE RUNNING TIME
(SEE NOTE 1)?
CONTD ON
SHEET 3
YES
NO
YES
NO
NO
RECTIFY
(REF. AMM)
YES
ECTM RECORDER OK?
NO
RECTIFY
(REF. AMM)
YES
CARRY OUT POWER ASSURANCE
CHECK OF AFFECTED ENGINE.
COMPARE WITH POWER ASSURANCE
CHECK CARRIED OUT AT ENGINE
INSTALLATION. RECORD
DIFFERENCES (SHIFT) IN
PARAMETERS.
NO
RECTIFY
(REF. AMM)
CONTD ON
SHEET 2
C25389
Performance Deterioration (ECTM shift) or High ITT (T6)
Figure 116 (Sheet 1 of 6)
72-00-01
ENGINE - FAULT ISOLATION
Page 131
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
CONTD FROM
SHEET 1
SIGNIFICANT DIFFERENCE
BETWEEN ECTM AND POWER
ASSURANCE PARAMETER
SHIFTS RECORDED
(SEE NOTE 5)?
YES
RECTIFY
(REF. AMM)
YES
NO
TROUBLESHOOT
(REF. SHEETS 4 AND 5)
NO
RECTIFY
(REF. AMM)
NO
RECTIFY
(REF. AMM)
YES
COMPONENT DETERIORATION
LIMITS EXCEEDED?
YES
NO
NO
C25390
Performance Deterioration (ECTM shift) or High ITT (T6)
Figure 116 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 132
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
NO
RECTIFY
(REF. AMM)
YES
NO
AIR BLEED SYSTEM
SHUTOFF VALVE OK?
RECTIFY
(REF. AMM)
YES
NO
RECTIFY
(REF. AMM)
TROUBLESHOOT
(REF. SHEETS 4 AND 5)
NO
YES
SYSTEM NORMAL
C25391
Performance Deterioration (ECTM shift) or High ITT (T6)
Figure 116 (Sheet 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 133
Nov 04/2005
ENGINE PARAMETERS
ITT/T6
NH
NL
WF
ACTION
REQUIRED
PROBABLE DEFECT
REMARKS
INSPECT/REPAIR
BORESCOPE INSPECT
COMPRESSOR WASH
PT BLADE RUB.
INSPECT/REPAIR
INSPECT/REPAIR
ITT/T6 USUALLY
DECREASES WHEN PROBES
UNSERVICEABLE
REMOVE ENGINE IF
FOD EXCEED LIMITS
INSPECT/REPAIR
OR
OR
INSPECT/REPAIR
INSPECT/REPAIR
INSPECT/REPAIR
INSPECT/REPAIR
OR
OR
IF LIMITS EXCEEDED
CARRY OUT AN HSI
CHECK VALVE
BORESCOPE HP
VANE SEGMENTS
AND BLADES
BORESCOPE LP
STATOR VANES
& LP BLADES
INSPECT/REPLACE
INSPECT/REPAIR
IF LIMITS EXCEEDED
CARRY OUT AN HSI
IF LIMITS EXCEEDED
CARRY OUT AN HSI
REPLACE ENGINE IF
DEFECT CONFIRMED
C20168B
Performance Deterioration (ECTM shift) or High ITT (T6)
Figure 116 (Sheet 4)
72-00-01
ENGINE - FAULT ISOLATION
Page 134
Nov 04/2005
C35198
Performance Deterioration (ECTM shift) or High ITT (T6)
Figure 116 (Sheet 5)
72-00-01
ENGINE - FAULT ISOLATION
Page 135
Nov 04/2005
C35199A
Performance Deterioration (ECTM shift) or High ITT (T6)
Figure 116 (Sheet 6)
72-00-01
ENGINE - FAULT ISOLATION
Page 136
Nov 04/2005
SYMPTOMS
SUSPECT LRU
HOT START
1. EEC
2. WIRING HARNESS
3. POWER SUPPLY
4. ELECTRICAL CONNECTORS
5. STARTER
6. MFCU
7. FUEL PUMP
8. TURBOMACHINERY
NOTE: BEFORE STARTING ENGINE, REFER TO OVERTEMPERATURE CHART (REF. 051000) TO ENSURE
TEMPERATURE LIMITS HAVE NOT BEEN EXCEEDED.
CONDITION LEVER ADVANCED
AT OR ABOVE 10% AND AIR
BLEED OFF ?
NO
REPEAT START
YES
ARE FLOW DIVIDER DUMP LINE
AND/OR GAS GENERATOR DRAIN
LINES AND VALVES FREE FROM
RESTRICTIONS ? (i.e. COKING)
NO
RECTIFY
YES
NO
RECTIFY
YES
ENGINE INLET OBSTRUCTED ?
YES
REMOVE
OBSTRUCTION
NO
CONT"D ON SHEET 2
YES
REPLACE EEC
(REF. 720110)
START OK ?
YES
SYSTEM NORMAL
NO
WIRING HARNESS
OK ?
YES
CHANGE MFCU
(REF. 720140)
NO
REPAIR/REPLACE
(REF. 720110)
C26226A
Hot Start
Figure 117 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 137
Nov 04/2005
CONTD FROM
SHEET 1
NO
RECTIFY
(REF. AMM)
NO
RECTIFY
(REF. AMM)
YES
STARTER ELECTRICAL
CONNECTORS OK ?
YES
YES
NO
CHANGE STARTER
(REF. AMM).
START OK ?
YES
SYSTEM NORMAL
NO
CHANGE MFCU
(REF. 720140)
REPLACE
TURBOMACHINERY
(REF. 720200)
NO
YES
SYSTEM NORMAL
C26227A
Hot Start
Figure 117 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 138
Nov 04/2005
SYMPTOMS
SUSPECT LRU
INVESTIGATE NP
INDICATING SYSTEM
(REF. AMM)
PROPELLER SYSTEM
OK ?
YES
SYSTEM NORMAL
NO
PCU OK ?
NO
RECTIFY OR REPLACE
(REF. AMM)
NO
RECTIFY OR REPLACE
(REF. 720150)
YES
PROPELLER OVERSPEED
GOVERNOR OK ?
C26228
Propeller Speed (NP) Fluctuations
Figure 118
72-00-01
ENGINE - FAULT ISOLATION
Page 139
Nov 04/2005
SYMPTOMS
SUSPECT LRU
OIL SYSTEM OK ?
NO
YES
OIL TEMPERATURE
OK ?
NO
RECHECK AT
HIGHER OIL
TEMPERATURES
NO
RECTIFY OR REPLACE
(REF. 720150)
NO
RECTIFY OR REPLACE
(REF. 720150)
NO
RECTIFY OR REPLACE
(REF. 720150)
NO
RECTIFY OR REPLACE
(REF. AMM)
NO
RECTIFY OR REPLACE
(REF. AMM)
NO
REPLACE
(REF. AMM)
YES
REGULATING VALVE
RESTRICTOR OK ?
YES
OIL PRESSURE CHECK
VALVE OK ?
YES
SYSTEM NORMAL
REGULATING VALVE
OK ?
OIL PRESSURE
INDICATING
SYSTEM OK ?
NO
GAGE OK ?
YES
YES
CABLES AND
CONNECTIONS OK ?
SYSTEM NORMAL
YES
OIL PRESSURE
TRANSDUCER OK ?
C26229A
Slow Oil Pressure Buildup after 40% NH During Starting
Figure 119
72-00-01
ENGINE - FAULT ISOLATION
Page 140
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1. ITT GAGE
2. AIRFRAME WIRING HARNESS
3. T6 WIRING HARNESS
4. THERMOCOUPLES
5. T6 TRIM RESISTOR
6. INTERCOMPRESSOR BLEED VALVE
& TORQUE MOTOR
7. P2.5 CHECK VALVE
8. P3 BLEED VENTURI
9. LP DIFFUSER DUCTS
NO
GAGE OK ?
NO
REPLACE
(REF. AMM)
NO
RECTIFY OR
REPLACE
(REF. AMM)
YES
YES
CABLES AND
CONNECTIONS OK ?
YES
NO
T6 WIRING HARNESS
OK ?
RECTIFY OR
REPLACE
(REF. 720160)
YES
TRIM RESISTER OK ?
NO
REPLACE
(REF. 720160)
NO
REPLACE
(REF. 720160)
YES
SYSTEM NORMAL
THERMOCOUPLES OK ?
C74845
High ITT/T6 Temperature
Figure 120 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 141
Nov 04/2005
SYMPTOMS
SUSPECT LRU
AIR BLEED
SYSTEM OK ?
NO
1. ITT GAGE
2. AIRFRAME WIRING HARNESS
3. T6 WIRING HARNESS
4. THERMOCOUPLES
5. T6 TRIM RESISTER
6. INTERCOMPRESSOR BLEED
VALVE AND TORQUE MOTOR
INTERCOMPRESSOR BLEED
VALVE AND SERVO VALVE
OK ?
YES
NO
REPLACE
(REF. 720130)
YES
SYSTEM NORMAL
NO
REPLACE
(REF. 723000)
YES
NO
YES
REPLACE
(REF. 720130)
REPLACE AS
REQUIRED
NO
SYSTEM NORMAL
C26232
High ITT/T6 Temperature
Figure 120 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 142
Nov 04/2005
SYMPTOMS
SUSPECT LRU
ENGINE STALL
AIR SYSTEM
OK ?
YES
NO
LP COMPRESSOR
BLEED SHROUD OK?
NO
RECTIFY OR
REPLACE
(REF. 723000)
NO
RECTIFY OR
REPLACE
(REF. AMM)
NO
RECTIFY OR
REPLACE
(REF. 720130)
NO
RECTIFY OR
REPLACE
(REF. 720130)
YES
INTERCOMPRESSOR BLEED
VALVE SERVO VALVE OK ?
YES
SYSTEM NORMAL
TEST INTERCOMPRESSOR
BLEED VALVE (REF. 720130)
OK ?
C26233A
Engine Stall
Figure 121 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 143
Nov 04/2005
SYMPTOMS
SUSPECT LRU
ENGINE STALL
NO
INSTRUMENTATION OK ?
NO
RECTIFY
(REF. AMM)
YES
YES
BORESCOPE INSPECTION OF
IMPELLERS, DIFFUSERS,
TURBINES, VANES AND BLADES
(REF. INSPECTION/CHECK) OK ?
SYSTEM NORMAL
FUEL SYSTEM OK ?
YES
SYSTEM NORMAL
NO
P3 LINE TO MFCU OK ?
NO
RECTIFY OR
REPLACE
DEFECTIVE
COMPONENTS
NO
RECTIFY
(REF. 720130)
NO
RECTIFY OR
REPLACE
COMPONENTS
YES
C38585
Engine Stall
Figure 121 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 144
Nov 04/2005
SUSPECT LRU
SYMPTOMS
YES
PROPELLER ROTATES
FREELY AT SUBSEQUENT
ENGINE START FREES
UP AT GI?
YES
NO
YES
NO
NO
YES
NO
REMOVE ENGINE
(REF. AMM).
YES
YES
PROPELLER SHAFT ROTATES
FREELY WITH NO RUBBING NOISE?
SYSTEM NORMAL
NO
C25382B
Unable to Rotate Propeller Manually after Engine Shutdown/Propeller Does Not Rotate after
Engine Start
Figure 122
72-00-01
ENGINE - FAULT ISOLATION
Page 145
Nov 04/2005
SYMPTOMS
SUSPECT LRU
ELECTRICAL CIRCUIT
COMPLETED ON CHIP DETECTOR
1. CHIP DETECTOR
2. INDICATING SYSTEM
3. MODULE
TROUBLESHOOT
(REF. DEBRIS IN
OIL SYSTEM)
CHIP DETECTOR
CONTINUITY OK?
REPLACE CHIP
DETECTOR
(REF. 720150)
NO
YES
INDICATING
SYSTEM OK?
NO
RECTIFY
YES
SYSTEM NORMAL
C25401
Chip Detector Circuit Completion
Figure 123
72-00-01
ENGINE - FAULT ISOLATION
Page 146
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1. BYPASS INDICATOR
2. ENGINE
YES
NO
REMOVE MAIN OIL FILTER
CHIP DETECTOR & STRAINER
NO
YES
CARRY OUT PATCH CHECK
REF. 720150
NO
CLEAN OR CHANGE
OIL FILTER
NOTE 2
YES
REFER TO EMM 720150 PAR.H
FOR MAINTENANCE RECOMMENDATION
C26235C
Main Oil Filter Impending Bypass Indicator Activated
Figure 124 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 147
Nov 04/2005
IS BYPASS INDICATOR
ACTIVATED ?
YES
NO
NOTE: AN IMPENDING BYPASS INDICATION DOES NOT NECESSARILY MEAN THAT OIL FILTER
WAS BYPASSED. AN ASSESSMENT OF AMOUNT OF CONTAMINATION CAN INDICATE
WHETHER A BYPASS HAS ACTUALLY OCCURRED. IF DEBRIS IS DEPOSITED ON MOST
OF SURFACE OF FILTER ELEMENT, ASSOCIATED HOUSING AND CHIP DETECTOR
STRAINER, IT CAN BE CONSIDERED THAT A BYPASS HAS OCCURRED.
C35215A
Main Oil Filter Impending Bypass Indicator Activated
Figure 124 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 148
Nov 04/2005
SYMPTOMS
SUSPECT LRU
1. BYPASS INDICATOR
2. REDUCTION GEARBOX
YES
NO
YES
NO
CLEAN OR CHANGE
OIL FILTER
NOTE 2
YES
REFER TO EMM 720150 PAR.H
FOR MAINTENANCE RECOMMENDATION
C26236C
RGB Scavenge Oil Filter Impending Bypass Indicator Activated
Figure 125 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 149
Nov 04/2005
C35213
RGB Scavenge Oil Filter Impending Bypass Indicator Activated
Figure 125 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 150
Nov 04/2005
SYMPTOMS
SUSPECT LRU
YES
NO
1. EEC
2. MFC
3. ELECTRICAL
HARNESS
4. CONDITION
LEVER RIGGING
5. P3 LINE
6. Py LINE
7. OVERSPEED
GOVERNOR
CHECK EEC
FAULT CODES.
OK?
YES
REPLACE MFC
(REF. 720140)
START OK?
NO
NO
CONTACT P&WC
YES
RECITIFY/REPLACE
EEC. START OK?
YES
SYSTEM
NORMAL
NO
REPLACE ELECTRICAL
HARNESS. START OK?
YES
NO
CONTACT P&WC
NO
CHECK CLA
RIGGING OK?
NO
RECITIFY
YES
CONTD ON
SHEET 2 (B)
C76749
Hung Start
Figure 126 (Sheet 1 of 4)
72-00-01
ENGINE - FAULT ISOLATION
Page 151
Nov 04/2005
CONTD FROM
SHEET 1 (A)
FUEL FLOW DOES NOT INCREASE
OR INCREASES SLIGHTLY AFTER
LIGHT UP?
YES
P3 LINE TO MFC
BLOCKED OR
LEAKING?
REPAIR OR REPLACE
NO
NO
CONTD ON
SHEET 4 (D)
NO
YES
PLUG Py LINE AT
MFC. START OK?
YES
YES
REPLACE Py LINE
START OK?
NO
NO
SYSTEM
NORMAL
YES
PLUG MOTIVE FLOW LINE
AT MFC. START OK?
YES
NO
DISCONNECT MFC
DRAIN. START OK?
NO
YES
YES
CONTACT P&WC
NO
CONTACT P&WC
CONTD FROM
SHEET 1 (B)
YES
YES
NO
NO
FUEL DRAINING FROM
FUEL MANIFOLD DRAIN
DURING START OK?
YES
REPLACE TRANSFER
TUBE PACKINGS.
START OK?
NO
YES
SYSTEM
NORMAL
CONTACT P&WC
SYSTEM
NORMAL
NO
C76750
Hung Start
Figure 126 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 152
Nov 04/2005
CONTD FROM
SHEET 2 (C)
YES
NO
ARE AIRCRAFT BOOSTER
PUMPS WORKING?
NO
REPAIR OR REPLACE
(REF. AMM)
YES
REPLACE FUEL
FLOWMETER
START OK?
YES
SYSTEM NORMAL
NO
REPLACE FLOW DIVIDER
AND DUMP VALVE
START OK?
YES
SYSTEM NORMAL
NO
REPLACE MFC AND
FUEL PUMP
START OK?
YES
SYSTEM NORMAL
NO
REPLACE FUEL NOZZLES
START OK?
YES
SYSTEM NORMAL
NO
CONTACT P&WC
C76751
Hung Start
Figure 126 (Sheet 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 153
Nov 04/2005
CONTD FROM
SHEET 2 (D)
CHECK IF HP ROTOR IS
HARD TO ROTATE OR
MAKES NOISE?
YES
BORESCOPE HPT
ROTOR. IS THERE
EVIDENCE OF RUBBING?
REPLACE
TURBOMACHINERY
MODULE
YES
NO
NO
REPLACE STARTER.
ROTATION/START OK?
YES
SYSTEM
NORMAL
NO
REPLACE FUEL PUMP
ROTATION/START OK?
YES
SYSTEM
NORMAL
NO
CONTACT P&WC
NO
RECTIFY
(REF. AMM)
YES
CONTACT P&WC
C76752
Hung Start
Figure 126 (Sheet 4)
72-00-01
ENGINE - FAULT ISOLATION
Page 154
Nov 04/2005
DETERMINE IF DEBRIS
FOUND IS AN ALLOWABLE
OR A NONALLOWABLE
DEBRIS (REF.720150).
IF IT IS A NONALLOWABLE
DEBRIS, DETERMINE THE
CATAGORY (REF.720150).
IS DEBRIS ALLOWABLE?
YES
NO
IS DEBRIS NONALLOWABLE
CATAGORY 1?
NO
REFER TO CHART
"EVALUATION OF
LABORATORY REPORT"
DEBRIS ORIGINATED IN
TURBOMACHINERY?
YES
YES
SEE SHEET 2
REFER TO CHART
"OIL DEBRIS FROM
TURBOMACHINERY"
NO
REFER TO CHART
"OIL DEBRIS
FROM RGB"
C74110
Debris in Oil System
Figure 127 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 155
Nov 04/2005
IS DEBRIS IDENTIFIABLE AS
A NO.9 BEARING
KEYWASHER DEBRIS?
YES
NO
IS DEBRIS IDENTIFIABLE AS
AS A TAB WASHER
DEBRIS?
NO
YES
YES
REMOVE RGB.
NO
IS THERE EVIDENCE OF
THE KEYWASHER
FRAGMENT HAVING GONE
THROUGH THE GEARTEETH,
THEREBY DAMAGING THE
CONTACTING SURFACE?
YES
NO
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
Figure 127 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 156
Nov 04/2005
YES
NO
WERE THE RESULTS OF
THE PREVIOUS LABORATORY
ANALYSIS BEARING MATERIAL?
(NOTE 1)
CLEAN AND INSTALL FILTERS,
STRAINERS, CHIP DETECTOR
STRAINERS AND CHIP
DETECTORS.
YES
REMOVE
TURBOMACHINERY.
(SEE NOTE 3)
NO
YES
REMOVE
TURBOMACHINERY
AT FIRST OPPORTUNITY
OR WITHIN 10FH
(SEE NOTE 3)
NO
NO
C74112
Debris in Oil System From the Tubomachinery Module
Figure 128 (Sheet 1 of 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 157
Nov 04/2005
YES
REMOVE TURBOMACHINERY
MODULE. (SEE NOTE 3)
NO
YES
NO
REFER TO CHART
"EVALUATION OF
LABORATORY REPORT"
WHEN ANALYSIS RESULT
OF MOST CURRENT DEBRIS
IS AVAILABLE.
IS DEBRIS FOUND ?
C74113A
Debris in Oil System From the Tubomachinery Module
Figure 128 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 158
Nov 04/2005
NOTE 1:
NOTE 2:
NOTE 3:
C74114
Debris in Oil System From the Tubomachinery Module
Figure 128 (Sheet 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 159
Nov 04/2005
YES
NO
YES
WERE THE RESULTS OF THE
PREVIOUS LABORATORY
ANALYSIS BEARING
MATERIAL? (NOTE 1 & 6)
NO / UNKNOWN
NO
YES
IS DEBRIS ORIGINATING
IN THE RGB AND NOT THE
ACCESSORIES (PCU
GENERATOR OR O/S
GOVERNOR AND HYDRAULIC
PUMP)? (REF. NOTE 3 & 5)
NO
REPLACE DEFECTIVE
ACCESSORIES.
YES
REMOVE AND INSPECT
OIL FILTERS, STRAINERS,
CHIP DETECTORS AND
CHIP DETECTOR STRAINERS.
IS DEBRIS FOUND?
NO
REMOVE RGB WITHIN 50FH
OF CURRENTLY REPORTED
DEBRIS. (SEE NOTE 4)
YES
C74131A
Debris in Oil System from the Reduction Gearbox Module
Figure 129 (Sheet 1 of 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 160
Nov 04/2005
REPLACE DEFECTIVE
ACCESSORIES.
YES
IS DEBRIS ORIGINATING
FROM ACCESSORIES
(PCU GENERATOR OR
O/S GOVERNOR AND
HYDRAULIC PUMP)?
(REF. NOTE 1, 3 & 5)
YES
NO
NO
YES
NO
REFER TO CHART
"EVALUATION OF
LABORATORY REPORT"
WHEN ANALYSIS
RESULT OF MOST
CURRENT DEBRIS
IS AVAILABLE.
IS DEBRIS FOUND ?
C74132B
Debris in Oil System from the Reduction Gearbox Module
Figure 129 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 161
Nov 04/2005
NOTE 1:
RESULTS OF PREVIOUS LABORATORY ANALYSIS AND ORIGIN OF DEBRIS SHOULD BE DETERMINED WITHIN 50 FLIGHT HOURS
OF ORIGINAL DETECTION OF DEBRIS.
NOTE 2:
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
Debris in Oil System from the Reduction Gearbox Module
Figure 129 (Sheet 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 162
Nov 04/2005
DEBRIS ANALYZED AT
LABORATORY (TABLE MATERIAL
SPECIFICATIONS SHOULD BE
CONSULTED TO DETERMINE
WHICH COMPONENT IS
GENERATING DEBRIS).
NO
YES
YES
IS DEBRIS ORIGINATING
FROM ACCESSORIES
(PCU GENERATOR OR YES
O/S GOVERNOR AND
HYDRAULIC PUMP)?
(REF. NOTE 1 & 7)
REPLACE
DEFECTIVE
ACCESSORIES.
NO
WAS DEBRIS
ALLOWABLE?
YES
WAS THE
TURBOMACHINERY
GENERATING
DEBRIS?
CONTINUE
IN SERVICE
YES
NO
YES
REPLACE RGB
WITHIN 50 FLIGHT
HOURS OF MOST
CURRENTLY
REPORTED DEBRIS.
(REF. NOTE 2 & 5)
NO
REPLACE MODULE
(REF. NOTE 2)
CONTINUE
IN SERVICE.
(REF. NOTE 4)
CARRY OUT AN INSPECTION (BORESCOPE)
OF THE FOLLOWING COMPONENTS DEPENDING
WHICH MODULE THE DEBRIS WAS FOUND IN
YES
WAS DEBRIS
(RGB: FIRSTSTAGE GEARS;
GEAR MATERIAL?
TURBOMACHINERY: ANGLE DRIVE GEARBOX
GEARS, OIL PUMP DRIVE GEARS, FUEL PUMP
NO
DRIVE GEARS AND STARTER GENERATOR
DRIVE GEARS). (REF. EMM).
INSPECT RGB
CHIP DETECTOR
AFTER 50 FLIGHT
HOURS. IS DEBRIS
FOUND?
NO
CONTINUE
IN SERVICE.
(REF. NOTE 4)
YES
IS MODULE IN
ACCEPTABLE
CONDITION?
NO
SEE SHEET 2
REMOVE MODULE
(REF. NOTE 2)
YES
CONTINUE
IN SERVICE
REPLACE RGB
WITHIN 50 FLIGHT
HOURS OF MOST
CURRENTLY
REPORTED DEBRIS.
(REF. NOTE 2 & 5)
C74129A
Oil Debris - Evaluation of Laboratory Report
Figure 130 (Sheet 1 of 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 163
Nov 04/2005
NO
YES
WAS DEBRIS FOUND AT
FIRST FILTER OR PATCH
CHECK FROM NEW,
OVERHAULED OR REPAIRED
ENGINE (MAJOR OR MINOR
CONTAMINANT)?
(REF. NOTE 6)
NO
YES
CARRY OUT AN ADDITIONAL
FILTER PATCH CHECK AFTER NO
50 FLIGHT HOURS. WAS
LABYRINTH SEAL
MATERIAL FOUND?
RETURN MODULE
TO SERVICE.
YES
BORESCOPE ENGINE AS
REQUIRED. (REF. NOTE 7)
IS MODULE IN
ACCEPTABLE CONDITION?
NO
REMOVE MODULE.
(REF. NOTE 2)
YES
ENGINE MAY REMAIN IN SERVICE.
CHECH AIRFRAME CONDITION PANEL
(IF APPLICABLE) FOR CHIP DETECTOR
CIRCUIT COMPLETION OR REMOVE
NO
AND INSPECT CHIP DETECTOR/
COLLECTOR DAILY FOR 50 FH.
CHECK OIL FILTER FOR DEBRIS
AFTER 50 FH.
IS DEBRIS FOUND ?
RETURN MODULE
TO SERVICE.
YES
IS LABYRINTH SEAL
MATERIAL FOUND (MAJOR NO
OR MINOR CONTAMINANT)?
(REF. NOTE 6)
YES
REMOVE MODULE.
C74121A
Oil Debris - Evaluation of Laboratory Report
Figure 130 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 164
Nov 04/2005
NOTE 1: IT SHOULD HAVE ALREADY BEEN DETERMINED THAT THE RGB AND NOT RGB MOUNTED ACCESSORIES ARE GENERATING
THE DEBRIS.
NOTE 2: AFTER AN ENGINE/MODULE CHANGE DUE TO BEARING/GEAR DISTRESS, IT IS RECOMMENDED THAT THE REPLACEMENT
ENGINE HAVE AN 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
Oil Debris - Evaluation of Laboratory Report
Figure 130 (Sheet 3)
72-00-01
ENGINE - FAULT ISOLATION
Page 165
Nov 04/2005
SYMPTOMS
SUSPECT LRU
EXTERNAL ?
NO
YES
SYSTEM
NORMAL
YES
NO
AIRFRAME DRAIN
LINE IS CLEAR ?
NO
YES
YES
SYSTEM
NORMAL
NO
SCHEDULE MODULE
REMOVAL
VERIFY LOCATION
OF LEAK
REFER TO PROPELLER
SYSTEM CMM
YES
EVIDENCE OF CORROSION ON NO
THRUST BEARING COVER ?
CONTD ON
SHEET 2
YES
REPAIR CORROSION; CLEAN SEAL
RUNNER; REPLACE PROP SHAFT
SEAL AND INSPECT I.D. OF THE
SHAFT FOR VISIBLE CRACK
(REF. 721000) OK ?
YES
SYSTEM
NORMAL
NO
NO
SCHEDULE MODULE
REMOVAL
YES
SYSTEM
NORMAL
C26239B
Oil Leak From Propeller Shaft Area
Figure 131 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 166
Nov 04/2005
CONTD
FROM
SHEET 1
THRUST BEARING COVER
TO RGB FRONT HOUSING
MATING SURFACE OK ?
NO
EVIDENCE OF CORROSION ?
NO
YES
NO
SCHEDULE
MODULE
REMOVAL
YES
SYSTEM NORMAL
SCHEDULE
MODULE
REMOVAL
YES
SYSTEM
NORMAL
C24927
Oil Leak From Propeller Shaft Area
Figure 131 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 167
Nov 04/2005
SYMPTOMS
YES
NO
NO
YES
SYSTEM NORMAL
SYSTEM NORMAL
C61583B
Oil on Flange(s) E and/or F
Figure 132
72-00-01
ENGINE - FAULT ISOLATION
Page 168
Nov 04/2005
SYMPTOMS
SUSPECT LRU
IMPENDING BYPASS
INDICATOR ACTIVATED
1. FUEL
2. PRESSURE DIFFERENTIAL SWITCH
3. AIRCRAFT SYSTEM
4. FUEL HEATER
5. FUEL PUMP
IS THE HP FUEL
FILTER BYPASS
INDICATOR ACTIVATED?
YES
NO
CHECK THE AIRFRAME LP
FUEL FILTER IMPENDING NO
BYPASS INDICATING
SYSTEM (REF. AMM) OK?
YES
REMOVE LP FUEL FILTER.
CARRY OUT VISUAL INSPECTION
IS LP FUEL FILTER
CONTAMINATED ?
NO
IS THE PRESSURE
DIFFERENTIAL SWITCH
OK ?
YES
YES
REMOVE HP AND FUEL PUMP
INLET FILTER. CARRY OUT VISUAL
INSPECTION
ARE HP & FUEL PUMP INLET
FILTERS CONTAMINATED ?
YES
AIRCRAFT SYSTEM OK ?
NO
NO
REPAIR SYSTEM
(REF. AMM)
NO
IS AIRCRAFT FUEL
SYSTEM CONTAMINATED ?
NO
YES
DRAIN, FLUSH & CLEAN
AIRCRAFT FUEL SYSTEM
(REF. AMM)
C82791
LP Fuel Filter Impending Bypass Indicator Activated
Figure 133
72-00-01
ENGINE - FAULT ISOLATION
Page 169
Nov 04/2005
SYNPTOMS
SUSPECT LRU
1. FUEL TEMPERATURE PROBE
2. FUEL HEATER THERMOSTATIC ELEMENT
3. FUEL HEATER
4. FUEL COOLED OIL COOLER
NO
RECTIFY
(REF. AMM)
YES
CHECK ELECTRICAL HARNESS AND NO
FUEL INDICATOR CONNECTORS
(REF. 720110) OK?
YES
RECTIFY/REPLACE
HARNESS
(REF. 720110)
REPLACE PROBE
(REF. 720160)
YES
IS FUEL TEMPERATURE HIGH ? YES
(REF. NOTE 1)
NO
RUN ENGINE UNTIL OIL
NO
TEMPERATURE STABILIZES
BETWEEN 70 TO 80 C(158176 F)
IS TEMPERATURE STILL HIGH?
SEE
SHEET 2
CHECK/RECTIFY
OIL COOLER SYSTEM
(REF. AMM)
SYSTEM
NORMAL
YES
REPLACE FUEL HEATER
(REF.720140)
SEE
SHEET 2
C72642
Fuel Temperature Too High or Too Low
Figure 134 (Sheet 1 of 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 170
Nov 04/2005
SEE
SHEET 1
SEE
SHEET 1
SYSTEM
NORMAL
SYSTEM
NORMAL
YES
SYSTEM
NORMAL
NOTE 1:
NOTE 2:
C72643
Fuel Temperature Too High or Too Low
Figure 134 (Sheet 2)
72-00-01
ENGINE - FAULT ISOLATION
Page 171
Nov 04/2005
SYMPTOMS
ENGINE OVERTORQUE
IS THE MAX. TORQUE AND
NO
DURATION OF THE OVERTORQUE
KNOWN?
YES
REFER TO CHAPTER
055000, UNSCHEDULED
MAINTENANCE INSPECTIONS
(REF. PARA. "ENGINE
OVERTORQUE ESTIMATION")
REFER TO CHAPTER
055000, UNSCHEDULED
MAINTENANCE INSPECTIONS
(REF. PARA. "OVERTORQUE")
C89602
Engine Overtorque
Figure 135
72-00-01
ENGINE - FAULT ISOLATION
Page 172
Nov 04/2005
2.
General
A.
This section provides a series of checks to enable problems that occur in the electronic
control system to be isolated and rectified.
B.
Reference should be made to the flight log and engine log for any entry relating to the
current problem.
Consumable Materials
Not Applicable
3.
Special Tools
Not Applicable
4.
5.
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.
Push the LRU advance and record all messages between the start data
message 01 and end data message 02.
72-00-02
ENGINE - FAULT ISOLATION
Page 101
Oct 20/2000
Check that power and condition levers are set and rigged correctly (Ref. 72-01-40
and Aircraft Maintenance Manual).
(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)
(j)
72-00-02
ENGINE - FAULT ISOLATION
Page 102
Sep 03/99
(5)
When the EEC fault codes are rectified, the codes should be erased as follows:
NOTE:
The engine must be shut down and the electrical power ON.
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)
6.
DELETED
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
ENGINE - FAULT ISOLATION
Page 103
Oct 20/2000
7.
Figure
Fault Description
06
102
PLA Bias
07
103
PLA Gain
08
104
09
105
10
106
11
107
12
108
Dual NH
14
109
Dual Temperature
15
110
17
111
18
112
19
113
20
114
21
115
22
116
25
117
26
118
28
119
29
120
31
121
EEROM Fault
32
122
ARINC Output
34
123
UART Interface
39
124
40
125
41
126
43
127
MFCU Identification
44
128
49
129
72-00-02
ENGINE - FAULT ISOLATION
Page 104
Oct 20/2000
Figure
Fault Description
52
130
53
131
54
132
57
133
58
134
59
135
61
136
62
137
63
138
64
139
65
140
66
141
67
142
Connector Failure
69
143
70
144
71
145
72
146
73
147
74
148
75
149
76
150
Dual NP Cross-check
78
151
80
152
81
153
82
154
83
155
72-00-02
ENGINE - FAULT ISOLATION
Page 105
Sep 03/99
8.
Figure
Fault Description
84
156
Dual NH Cross-check
85
157
86
158
87
159
89
160
90
161
91
162
92
163
93
164
165
LAB
166
167
Throttle Stagger
168
169
170
171
172
173
174
72-00-02
ENGINE - FAULT ISOLATION
Page 106
Sep 03/99
72-00-02
C68079
Page 107/108
Sep 03/99
c U b
1 2 3 4 5
COIL 1
EEC (LOCAL)
S
T
H J K L
A B G F E C D H J K
E F
A P a B N
AFU (LOCAL)
J16
P16
P1
P10
P6
157
158
159
J11
FEATHER SOL HI
A P a B N
156
151
152
153
154
155
149
150
148
147
E F
145
146
UPTRIM OUTPUT
A/F RELAY HI
612664
D Y C
COIL 2
108.0 NOM.
E s a D L M N
188
189
190
191
102
101
100
TORQUE 2 SENSOR HI
TORQUE 2 SENSOR RTN
TOR. SEN. TEMP HI
TOR. SEN. TEMP LO
141
142
143
144
U T EE q
557589
P9
COIL 1
NP SIGNAL HI
NP SIGNAL RTN
NP SIGNAL HI
NP SIGNAL RTN
L K
3050
P5
C D V W
6595
3 4 1 2 5
139
140
136
137
138
B n R
IGNITION
NH SIGNAL HI
NH SIGNAL RTN
u t w
COIL 2
G F S T H A B C P R J L N M
186
187
U j X n k F a c b G
COIL 2
135
133
134
132
131
130
129
121
122
123
124
125
126
127
128
LL j
UPTRIM LAMP
DISCRETE RTN
7288
P7
P8
EE u c
184
185
136
i W
g F v
COIL 1
A C B
p x X HH
AA
NH SIGNAL HI
NH SIGNAL RTN
K J
X Y MM r
3645
A B G E F D C
m a Z M S HH g F
AB 5278
PC/RC 76114
r q L p e R P
174
175
176
177
178
179
180
181
182
183
BB h C
172
173
118
119
120
117
f CC DD
FG/SG/TG/HG
115155
BLEED VALVE TM HI
BLEED VALVE TM RTN
NM 3255
P14
133166
G w
COIL 2
3 4 1 2 5
115
116
114
y NN FF
612664
Z E
COIL 1
P T S GG z k m AA V r U q A y W CC
DISCRETE RTN
GROUND TEST RTN
112
113
103
104
105
106
107
108
109
110
111
KK x
108.0 NOM.
P4
165
166
167
168
169
170
171
SPARE
RATING LOGIC BIT 1 DISC
SPARE
FROM AC DATA BUS ARINC (RTN)
FROM AC DATA BUS ARINC (SIG)
TEST SERIAL INPUT UART (SIG)
TEST SERIAL INPUT UART (RTN)
TEST SERIAL OUTPUT UART (SIG)
TEST SERIAL OUTPUT UART (RTN)
TO AC DATA BUS ARINC (SIG)
TO AC DATA BUS ARINC (RTN)
t z h E e d c G H
557589
3 2 1 4 5
TORQUE 2 SENSOR HI
TORQUE 2 SENSOR RTN
TOR. SEN. TEMP HI
TOR. SEN. TEMP RTN
TOR. SEN. TEMP LO
TORQUE 1 SENSOR RTN
TORQUE 1 SENSOR HI
163
164
K J d
COIL 1
P2
NH SIGNAL HI
NH SIGNAL RTN
160
161
162
b U c
3645
T1.8 SENSOR HI
T1.8 SENSOR LO
T1.8 SENSOR RTN
100
101
102
JX
108.0 NOM.
TORQUE SIGNAL HI
TORQUE SIGNAL RTN
TORQUE SIGNAL REF.
JX
P16
P5
C A B E F
PVM
(LOCAL)
1
2
201
202
G
F
B
A
IGNITER PLUGS
192
193
IGNITION BOX #1 HI
B
A
194
195
IGNITION BOX #2 HI
A
B
203
204
B
P
F
G
205
206
V
C
196
197
198
M
D
R
90.4 @ 0C
97.3 @ 20C
A
B
207
208
M
A
199
200
B
A
D
E
V
K
U
209
210
211
212
H
J
L
K
N
U
P33 NL SENSOR
THERMOCOUPLE
TRIM CIRCUIT
1
2
NL SIGNAL HI
NL SIGNAL RTN
T6 THERMOCOUPLES
C68209
Electrical Wiring Harness and EEC - Schematic Diagram
Figure 101 (Sheet 2)
72-00-02
ENGINE - FAULT ISOLATION
Page 109/110
Sep 03/99
213
214
R
E
D
S
FAILURE
06
SYMPTOMS
SUSPECT LRU
1. EEC
NO NPT GOVERNING
ARINC "TRIMMED" PLA (133) = 0 DEGREE
ARINC "RAW" PLA (134) = 0 DEGREE
ARINC "COMMANDED TORQUE" (341) = 0%
ENGINE CONTROL SYSTEM FAULT (ECSF)
INDICATOR ON
STEPPER MOTOR FAIL FIXED DEGRADED
EEC MODE
REPLACE EEC
(REF. 720110)
NOTE : THIS FAULT MAY ALSO OCCUR DUE TO AN EEC ELECTRICAL POWER INTERRUPTION.
C64036A
EEC Fault Isolation
Figure 102
72-00-02
ENGINE - FAULT ISOLATION
Page 111
Sep 03/99
FAILURE
07
SYMPTOMS
SUSPECT LRU
NO NPT GOVERNING
ARINC "TRIMMED" PLA (133) = 0 DEGREE
ARINC "RAW" PLA (134) = 0 DEGREE
ARINC "COMMANDED TORQUE" (341) = 0%
ENGINE CONTROL SYSTEM FAULT (ECSF)
INDICATOR ON
STEPPER MOTOR FAIL FIXED DEGRADED
EEC MODE
1. EEC
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
ENGINE - FAULT ISOLATION
Page 112
Sep 03/99
FAILURE
08
LOSS OF INTERCOMPRESSOR
BLEED VALVE CONTROL
(HBOVIF)
SYMPTOMS
SUSPECT LRU
SEE LRU 12
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
ENGINE - FAULT ISOLATION
Page 113
Sep 03/99
FAILURE
09
SYMPTOMS
SUSPECT LRU
1. EEC
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
ENGINE - FAULT ISOLATION
Page 114
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
NO
YES
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
CONTINUED ON SHEET 2
C64040
EEC Fault Isolation
Figure 106 (Sheet 1 of 2)
72-00-02
ENGINE - FAULT ISOLATION
Page 115
Sep 03/99
YES
YES
YES
YES
NO
REPLACE EEC
(REF. 720110)
NOTE:
NP IS BELOW 30%, FEATHER IS NOT COMMANDED FOR 20 SECONDS AND NH IS ABOVE 72%
BOTH FAULT CODES LRU 66 AND 73 ARE SET
BOTH FAULT CODES LRU 65 AND 72 ARE SET
BOTH FAULT CODES LRU 66 AND 72 ARE SET
BOTH FAULT CODES LRU 65 AND 73 ARE SET
C26353
EEC Fault Isolation
Figure 106 (Sheet 2)
72-00-02
ENGINE - FAULT ISOLATION
Page 116
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. MFCU STEPPER MOTOR
3. EEC
NO
CHECK HARNESS. CONTINUITY ON
LINES 174, 175, LESS THAN 0.5 OHMS?
YES
REPLACE MFCU
(REF. 720110)
YES
C68382
EEC Fault Isolation
Figure 107
72-00-02
ENGINE - FAULT ISOLATION
Page 117
Sep 03/99
FAILURE
DUAL NH (NHTIF)
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
5.
NH OVERSPEED
ABNORMAL ENGINE SHUTDOWN
HARNESS
NH SENSORS
EEC
NO
WAS ENGINE SHUT DOWN BY
INTERRUPTING FUEL SUPPLY
WITH CONDITION LEVER IN
UNFEATHER POSITION AND
FAULT CODES LRU 82 AND 83
ALSO SET?
YES
SYSTEM NORMAL
NO
ARE ONLY LRU 81 AND 82 YES
ALSO SET?
NO
ARE ONLY LRU 80 AND 83
ALSO SET?
YES
NO
NOTE:
REPLACE EEC (REF. 720110)
C64042
EEC Fault Isolation
Figure 108
72-00-02
ENGINE - FAULT ISOLATION
Page 118
Sep 03/99
FAILURE
DUAL TEMP
(TATIF)
SYMPTOMS
SUSPECT LRU
1. EEC
2. T1.8 SENSOR
3. ADC
ECSF INDICATOR ON
NO NPT U/S GOVERNING
ARINC "ADC" TAT (211) = 0
ARINC "EEC" T1.8 (211) = 0
ARINC "TORQUE BUG" (344) = 0%
ARINC "COMMANDED TORQUE" (341) = 0%
STEPPER MOTOR FAIL FIXED DEGRADED
EEC MODE
SYSTEM NORMAL
YES
YES
YES
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
ENGINE - FAULT ISOLATION
Page 119
Sep 03/99
FAILURE
15
DUAL PRESSURE
(ALTIF)
SYMPTOMS
SUSPECT LRU
1. EEC
2. ADC
ECSF INDICATOR ON
INTERCOMPRESSOR BLEED VALVE CONTROL DEGRADED
NO NPT U/S GOVERNING
ARINC "ADC" ALTITUDE (203) = 0 FOOT
ARINC "EEC" ALTITUDE (203) = 0 FOOT
ARINC "SELECTED" ALTITUDE (203) = 0 FOOT
ARINC "TORQUE BUG" (344) = 0%
ARINC "COMMANDED TORQUE" (341) = 0%
STEPPER MOTOR FAIL FIXED DEGRADED
EEC MODE
SYSTEM NORMAL
YES
YES
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
ENGINE - FAULT ISOLATION
Page 120
Sep 03/99
FAILURE
17
SYMPTOMS
SUSPECT LRU
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
C64046
EEC Fault Isolation
Figure 111
72-00-02
ENGINE - FAULT ISOLATION
Page 121
Sep 03/99
FAILURE
18
SENSOR CALIBRATION
(EDATIF)
SYMPTOMS
SUSPECT LRU
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
C64047
EEC Fault Isolation
Figure 112
72-00-02
ENGINE - FAULT ISOLATION
Page 122
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
C26427
EEC Fault Isolation
Figure 113
72-00-02
ENGINE - FAULT ISOLATION
Page 123
Sep 03/99
FAILURE
20
SYMPTOMS
SUSPECT LRU
1. EEC
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.
2. THIS FAULT WILL ALSO SET LRU = 44.
C64048
EEC Fault Isolation
Figure 114
72-00-02
ENGINE - FAULT ISOLATION
Page 124
Sep 03/99
FAILURE
21
SYMPTOMS
SUSPECT LRU
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
1. THIS DRIFT CORRECTION TO LOW LEVEL (mV) INPUTS IS TO ACCOUNT FOR HARDWARE
AMPLIFIER DRIFT.
2. THIS FAULT WILL ALSO SET LRU = 44.
C64049
EEC Fault Isolation
Figure 115
72-00-02
ENGINE - FAULT ISOLATION
Page 125
Sep 03/99
FAILURE
22
SENSOR CALIBRATION
(CJIF)
SYMPTOMS
SUSPECT LRU
1. EEC
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.
2. THIS FAULT WILL ALSO SET LRU = 44.
C26430
EEC Fault Isolation
Figure 116
72-00-02
ENGINE - FAULT ISOLATION
Page 126
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1. TORQUE SHAFT
CHARACTERIZATION
PLUG
2. EEC
YES
YES
NO
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
ENGINE - FAULT ISOLATION
Page 127
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1. TORQUE SHAFT
CHARACTERIZATION
PLUG
2. EEC
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
ENGINE - FAULT ISOLATION
Page 128
Sep 03/99
FAILURE
Q2 GAIN
(TGTIF)
SYMPTOMS
SUSPECT LRU
1. TORQUE SHAFT
CHARACTERIZATION
PLUG
2. EEC
ECSF INDICATOR ON
ENSURE IT
IS IN PLACE
YES
REPLACE
CHARACTERIZATION
PLUG WITH RESISTOR
VALUES R3 AND R4
AS PER DATA PLATE
(REF. 720110)
REPLACE EEC
(REF. 720110)
C64053
EEC Fault Isolation
Figure 119
72-00-02
ENGINE - FAULT ISOLATION
Page 129
Sep 03/99
FAILURE
Q2 GAIN
(TBTIF)
SYMPTOMS
SUSPECT LRU
1. TORQUE SHAFT
CHARACTERIZATION
PLUG
2. EEC
ENSURE IT
IS IN PLACE
YES
REPLACE
CHARACTERIZATION
PLUG WITH RESISTOR
VALUES R3 AND R4
AS PER DATA PLATE
(REF. 720110)
NO
YES
REPLACE EEC
(REF. 720110)
C64054
EEC Fault Isolation
Figure 120
72-00-02
ENGINE - FAULT ISOLATION
Page 130
Sep 03/99
FAILURE
31
EEPROM
(EROMIF)
SYMPTOMS
SUSPECT LRU
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
C26368
EEC Fault Isolation
Figure 121
72-00-02
ENGINE - FAULT ISOLATION
Page 131
Sep 03/99
FAILURE
32
ARINC OUTPUT
(AROIF)
SYMPTOMS
SUSPECT LRU
1. EEC
REPLACE EEC
(REF. 720110)
NOTE:
C64056
EEC Fault Isolation
Figure 122
72-00-02
ENGINE - FAULT ISOLATION
Page 132
Sep 03/99
FAILURE
34
UART INTERFACE
(UARTIF)
SYMPTOMS
SUSPECT LRU
1. EEC
REPLACE EEC
(REF. 720110)
C64057
EEC Fault Isolation
Figure 123
72-00-02
ENGINE - FAULT ISOLATION
Page 133
Sep 03/99
FAILURE
INTERCOMPRESSOR BLEED
VALVE WRAPAROUND INTERFACE
(HBWAIF)
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. IBV TORQUE MOTOR
3. EEC
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
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
ENGINE - FAULT ISOLATION
Page 134
Sep 03/99
FAILURE
LOSS OF ENGINE
CONFIGURATION SIGNAL
40
SYMPTOMS
SUSPECT LRU
1. TORQUE SHAFT / CONFIG.
CHARACTERIZATION
PLUG
2. EEC
ECSF INDICATOR ON
STEPPER MOTOR FAIL FIXED DEGRADED
EEC MODE
ENSURE IT
IS IN PLACE
YES
REPLACE
CHARACTERIZATION
PLUG WITH RESISTOR
VALUES R1, R3 AND R4
AS PER DATA PLATE
(REF. 720110)
REPLACE EEC
(REF. 720110)
C64083
EEC Fault Isolation
Figure 125
72-00-02
ENGINE - FAULT ISOLATION
Page 135
Sep 03/99
FAILURE
LOSS OF ENGINE
CONFIGURATION SIGNAL
41
SYMPTOMS
SUSPECT LRU
1. TORQUE SHAFT / CONFIG.
CHARACTERIZATION
PLUG
2. EEC
ENSURE IT
IS IN PLACE
YES
REPLACE
CHARACTERIZATION
PLUG WITH RESISTOR
VALUES R1, R3 AND R4
AS PER DATA PLATE
(REF. 720110)
REPLACE EEC
(REF. 720110)
C64084
EEC Fault Isolation
Figure 126
72-00-02
ENGINE - FAULT ISOLATION
Page 136
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
ECSF INDICATOR ON
STEPPER MOTOR FAIL FIXED DEGRADED
EEC MODE
TYPE OF MFCU
HARNESS
MFCU
EEC
REPLACE WITH
CORRECT MFCU
(REF. 720140)
NO
YES
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
CHECK MFCU. CONTINUITY BETWEEN PINS
J8J AND J8L LESS THAN 1 OHM?
NO
REPLACE MFCU
(REF. 720140)
YES
CHECK MFCU. INSULATION RESISTANCE OF PINS
NO
J8J AND J8L TO ALL OTHER PINS (EXCEPT TO
EACH OTHER) AND BACKSHELL ON CONNECTOR GREATER
THAN 2 MEGOHMS AT 45 VDC?
REPLACE MFCU
(REF. 720140)
YES
REPLACE EEC (REF. 720110)
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
ENGINE - FAULT ISOLATION
Page 137
Sep 03/99
FAILURE
44
SYMPTOMS
SUSPECT LRU
1. EEC
REPLACE EEC
(REF. 720110)
C26373
EEC Fault Isolation
Figure 128
72-00-02
ENGINE - FAULT ISOLATION
Page 138
Sep 03/99
FAILURE
ARINC INPUT
(ARINSW)
SYMPTOMS
SUSPECT LRU
FAULT OCCURS
ON BOTH ENGINES?
1. ADC
2. HARNESS
3. EEC
YES
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
CONTINUED ON SHEET 2
C68389
EEC Fault Isolation
Figure 129 (Sheet 1 of 2)
72-00-02
ENGINE - FAULT ISOLATION
Page 139
Sep 03/99
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
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
Figure 129 (Sheet 2)
72-00-02
ENGINE - FAULT ISOLATION
Page 140
Sep 03/99
FAILURE
52
SYMPTOMS
SUSPECT LRU
1. ADC
2. HARNESS
3. EEC
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
YES
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
ENGINE - FAULT ISOLATION
Page 141
Sep 03/99
FAILURE
53
SYMPTOMS
SUSPECT LRU
1. ADC
2. HARNESS
3. EEC
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
YES
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.
C64065
EEC Fault Isolation
Figure 131
72-00-02
ENGINE - FAULT ISOLATION
Page 142
Sep 03/99
FAILURE
54
SYMPTOMS
SUSPECT LRU
1. ADC
2. HARNESS
3. EEC
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
YES
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.
C64066
EEC Fault Isolation
Figure 132
72-00-02
ENGINE - FAULT ISOLATION
Page 143
Sep 03/99
FAILURE
ENGINE/GEARBOX
OVER TORQUE FAULT NO. 1
(Q22TQE)
SYMPTOMS
SUSPECT LRU
RECORD OVERTORQUE IN
LOG BOOK
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
ENGINE - FAULT ISOLATION
Page 144
Sep 03/99
FAILURE
58
ENGINE / GEARBOX
OVERTORQUE FAULT NO. 2
(Q37TQE)
SYMPTOMS
SUSPECT LRU
RECORD OVERTORQUE IN
LOG BOOK
NOTE:
THIS FAULT IS SET IF THE FOLLOWING TORQUE LEVELS ARE MAINTAINED FOR THE CONTINUOUS
PERIODS INDICATED:
TORQUE BETWEEN (%)
137.5 142.8
142.8 147.6
147.6 152.3
152.3 157.1
157.1 161.8
161.8 166.6
166.6 171.8
14440 15000
15000 15500
15500 16000
16000 16500
16500 17000
17000 17500
17500 18054
C64070
EEC Fault Isolation
Figure 134
72-00-02
ENGINE - FAULT ISOLATION
Page 145
Sep 03/99
FAILURE
59
ENGINE / GEARBOX
OVERTORQUE FAULT NO. 3
(Q47TQE)
SYMPTOMS
SUSPECT LRU
RECORD OVERTORQUE IN
LOG BOOK
NOTE:
121.8 137.5
137.5 142.8
142.8 147.6
147.6 152.3
152.3 157.1
157.1 161.8
161.8 166.6
166.6 171.8
12794 14443
14443 15000
15000 15500
15500 16000
16000 16500
16500 17000
17000 17500
17500 18054
C64073
EEC Fault Isolation
Figure 135
72-00-02
ENGINE - FAULT ISOLATION
Page 146
Sep 03/99
FAILURE
61
TAT CROSSCHECK
(TATXIF)
SYMPTOMS
SUSPECT LRU
1. ADC
2. T1.8 SENSOR
3. EEC
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
YES
NO
SYSTEM NORMAL
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 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
ENGINE - FAULT ISOLATION
Page 147
Sep 03/99
FAILURE
ALT CROSSCHECK
(ALTXIF)
SYMPTOMS
SUSPECT LRU
1. ADC
2. EEC
NO
RECTIFY PROBLEM
WITH ORIGINAL ADC
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 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
ENGINE - FAULT ISOLATION
Page 148
Sep 03/99
FAILURE
63
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P7C, P7D, P1P, P1R TO OTHER
PINS AND BACKSHELL ON CONNECTORS
GREATER THAN 2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY
BETWEEN PINS J7C AND J7D HAVE A
RESISTANCE BETWEEN 612 AND 664 OHMS?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7C TO ALL OTHER PINS
NO
(EXCEPT J7D) AND BACKSHELL, AND PIN J7D
TO ALL OTHER PINS (EXCEPT J7C) AND
BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
REPLACE EEC (REF. 720110)
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
ENGINE - FAULT ISOLATION
Page 149
Sep 03/99
FAILURE
64
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P7C, P7D, P1P, P1R TO OTHER
PINS AND BACKSHELL ON CONNECTORS
GREATER THAN 2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY
BETWEEN PINS J7C AND J7D HAVE A
RESISTANCE BETWEEN 612 AND 664 OHMS?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7C TO ALL OTHER PINS
(EXCEPT J7D) AND BACKSHELL, AND PIN J7D
TO ALL OTHER PINS (EXCEPT J7C) AND
BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
REPLACE EEC (REF. 720110)
NOTE:
TO SET THIS FAULT, NPT MUST BE BETWEEN 21% AND 135%, FEATHER NOT COMMANDED AND
TORQUE LOWER THAN 20%. THIS FAULT IS SPECIFIC TO COIL NO. 1 OF TORQUE SENSOR NO.2.
C68385
EEC Fault Isolation
Figure 139
72-00-02
ENGINE - FAULT ISOLATION
Page 150
Sep 03/99
FAILURE
65
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
FOLLOW APPROPRIIATE
MAINTENANCE ACTION FOR
NP OVERSPEED (REF. 055000)
YES
NO
CHECK HARNESS. CONTINUITY ON LINES 170
AND 171 LESS THAN 0.5 OHM?
NP OVERSPEED
HARNESS
TORQUE SENSOR NO. 2
EEC
NO
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P7C, P7D, P1P, P1R TO OTHER
PINS AND BACKSHELL ON CONNECTORS
GREATER THAN 2 MEGOHMS AT 45 VDC?
NO
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY
BETWEEN PINS J7C AND J7D HAVE A
RESISTANCE BETWEEN 612 AND 664 OHMS?
NO
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7C TO ALL OTHER PINS
NO
(EXCEPT J7D) AND BACKSHELL, AND PIN J7D
TO ALL OTHER PINS (EXCEPT J7C) AND
BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?
YES
REPLACE EEC (REF. 720110)
NOTE:
THIS FAULT IS SET IF NPT EXCEEDS 135% AND FEATHER IS NOT COMMANDED.
C68387
EEC Fault Isolation
Figure 140
72-00-02
ENGINE - FAULT ISOLATION
Page 151
Sep 03/99
FAILURE
66
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P7C, P7D, P1P, P1R TO OTHER
PINS AND BACKSHELL ON CONNECTORS
GREATER THAN 2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY
BETWEEN PINS J7C AND J7D HAVE A
RESISTANCE BETWEEN 612 AND 664 OHMS?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7C TO ALL OTHER PINS
NO
(EXCEPT J7D) AND BACKSHELL, AND PIN J7D
TO ALL OTHER PINS (EXCEPT J7C) AND
BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
REPLACE EEC (REF. 720110)
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
ENGINE - FAULT ISOLATION
Page 152
Sep 03/99
FAILURE
67
CONNECTOR FAILURE
(CONNIF)
SYMPTOMS
SUSPECT LRU
1. EEC CONNECTOR P1
2. EEC
NO
RECONNECT
P1 TO EEC
YES
REPAIR / REPLACE
(REF. 7201/10)
YES
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
ENGINE - FAULT ISOLATION
Page 153
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
HARNESS
TORQUE SENSOR, NO. 2
TORQUE SHAFT
EEC
YES
YES
NO
NO
REPLACE EEC
(REF. 720110)
NOTE:
C26437
EEC Fault Isolation
Figure 143
72-00-02
ENGINE - FAULT ISOLATION
Page 154
Sep 03/99
FAILURE
70
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P7A, P7B, P1 r, P1 q TO OTHER
PINS AND BACKSHELL ON CONNECTORS
GREATER THAN 2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY
BETWEEN PINS J7A AND J7B HAVE A
RESISTANCE BETWEEN 557 AND 589 OHMS?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7A TO ALL OTHER PINS
NO
(EXCEPT J7B) AND BACKSHELL, AND PIN J7B
TO ALL OTHER PINS (EXCEPT J7A) AND
BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
REPLACE EEC (REF. 720110)
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. 2 OF TORQUE SENSOR NO.2.
C68358
EEC Fault Isolation
Figure 144
72-00-02
ENGINE - FAULT ISOLATION
Page 155
Sep 03/99
FAILURE
71
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P7A, P7B, P1 r, P1 q TO OTHER
PINS AND BACKSHELL ON CONNECTORS
GREATER THAN 2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY
BETWEEN PINS J7A AND J7B HAVE A
RESISTANCE BETWEEN 557 AND 589 OHMS?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7A TO ALL OTHER PINS
NO
(EXCEPT J7B) AND BACKSHELL, AND PIN J7B
TO ALL OTHER PINS (EXCEPT J7A) AND BACKSHELL
ON CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
REPLACE EEC (REF. 720110)
NOTE:
TO SET THIS FAULT, NPT MUST BE BETWEEN 21% AND 135%, FEATHER NOT COMMANDED AND
TORQUE LOWER THAN 20%. THIS FAULT IS SPECIFIC TO COIL NO. 2 OF TORQUE SENSOR NO. 2.
C68359
EEC Fault Isolation
Figure 145
72-00-02
ENGINE - FAULT ISOLATION
Page 156
Sep 03/99
FAILURE
72
SYMPTOMS
NO PHYSICAL SYMPTOMS OTHER
THAN FAULT CODE INDICATION
NP EXCEEDS 135%
1.
2.
3.
4.
FOLLOW APPROPRIATE
MAINTENANCE ACTION FOR
NP OVERSPEED (REF. 055000)
YES
NO
NP OVERSPEED
HARNESS
TORQUE SENSOR NO. 2
EEC
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P7A, P7B, P1r, P1 q TO OTHER
PINS AND BACKSHELL ON CONNECTORS
GREATER THAN 2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK TORQUE SENSOR NO. 2. CONTINUITY
BETWEEN PINS J7A AND J7B TO HAVE A
RESISTANCE BETWEEN 557 AND 589 OHMS?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7A TO ALL OTHER PINS
(EXCEPT J7B) AND BACKSHELL, AND PIN J7B
TO ALL OTHER PINS (EXCEPT J7A) AND
BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?
NO
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
REPLACE EEC (REF. 720110)
NOTE:
THIS FAULT IS SET IF NPT EXCEEDS 135% AND FEATHER IS NOT COMMANDED.
C68360
EEC Fault Isolation
Figure 146
72-00-02
ENGINE - FAULT ISOLATION
Page 157
Sep 03/99
FAILURE
73
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. TORQUE SENSOR
NO. 2
3. EEC
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
CHECK INSULATION OF ENGINE HARNESS.
RESISTANCE BETWEEN P7A, P7B, P1 r, P1 q
AND OTHER PINS AND BACKSHELL ON CONNECTORS
GREATER THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
CHECK CONTINUITY OF TORQUE SENSOR
NO. 2. PINS J7A AND J7B HAVE A
RESISTANCE BETWEEN 557 AND 589 OHMS?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7A TO ALL OTHER PINS
NO
(EXCEPT J7B) AND BACKSHELL, AND PIN J7B
TO ALL OTHER PINS (EXCEPT J7A) AND
BACKSHELL GREATER THAN 2 MEGOHMS AT 45 VDC?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
REPLACE EEC (REF. 720110)
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
72-00-02
ENGINE - FAULT ISOLATION
Page 158
Sep 03/99
FAILURE
TEMPERATURE COMPENSATION
TORQUE SENSOR NO. 2 (TQ1F)
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. TORQUE SENSOR NO. 2
3. EEC
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE
OF PINS P1L, P1 e, P1 p, P7E, P7F
NO
AND P7G TO OTHER PINS ON BACKSHELL AND
CONNECTORS GREATER THAN OR EQUAL TO
2 MEGOHMS AT 45 VDC?
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
YES
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PINS J7E, J7F AND J7G TO
ALL OTHER PINS (EXCEPT TO EACH OTHER)
AND BACKSHELL ON CONNECTOR GREATER THAN
2 MEGOHMS AT 45 VDC?
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
NO
YES
REPLACE EEC (REF. 720110)
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
ENGINE - FAULT ISOLATION
Page 159
Sep 03/99
FAILURE
75
SYMPTOMS
SUSPECT LRU
1. TORQUE SENSOR
NO. 2
2. HARNESS
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
CHECK TORQUE SENSOR NO. 2. INSULATION
RESISTANCE OF PIN J7A AND J7B TO ALL OTHER
PINS (EXCEPT TO EACH OTHER) AND BACKSHELL,
AND OF PINS J7C AND J7D TO ALL OTHER PINS
(EXCEPT TO EACH OTHER) AND BACKSHELL ON
CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?
NO
REPLACE TORQUE
SENSOR NO. 2
(REF. 720160)
YES
CHECK HARNESS. IS CONTINUITY ON LINES
165, 166, 170 AND 171 LESS THAN 0.5 OHM?
REPAIR / REPLACE
HARNESS
(REF. 720110)
NO
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P7A, P7B, P7C, P7D, P1 r, P1 q , P1P
AND P1R TO OTHER PINS AND BACKSHELL ON
CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?
NO
REPAIR / REPLACE
HARNESS
(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
72-00-02
ENGINE - FAULT ISOLATION
Page 160
Sep 03/99
FAILURE
DUAL NP CROSSCHECK
TORQUE SENSOR NO. 2
(NPXIF)
SYMPTOMS
SUSPECT LRU
1. TORQUE SENSOR
NO. 2
2. HARNESS
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
72-00-02
ENGINE - FAULT ISOLATION
Page 161
Sep 03/99
FAILURE
INLET TEMPERATURE
(T18IF)
SYMPTOMS
SUSPECT LRU
1. T1.8 SENSOR
2. HARNESS
3. EEC
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
YES
REPLACE T1.8
SENSOR
(REF. 720160)
NO
YES
CHECK T1.8 SENSOR. INSULATION RESISTANCE
NO
OF PINS J4 TO PROBE BODY GREATER THAN OR
EQUAL TO 2 MEGOHMS AT 45 VDC?
REPLACE T1.8
SENSOR
(REF. 720160)
YES
REPLACE EEC (REF. 720110)
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
72-00-02
ENGINE - FAULT ISOLATION
Page 162
Sep 03/99
FAILURE
80
NH NO. 1 SENSOR
HIGH RANGE
(NH1IF)
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
TAKE APPROPRIATE
ACTION FOR NH
OVERSPEED
(REF. 055000)
YES
NO
CHECK HARNESS CONTINUITY. RESISTANCE
ON LINES 163 AND 164 LESS THAN OR EQUAL
TO 0.5 OHM?
NH OVERSPEED
HARNESS
NH SENSOR NO. 1
EEC
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPLACE NH
SENSOR NO. 1
(REF. 720160)
YES
CHECK ENGINE HARNESS. INSULATION
RESISTANCE OF PINS P143, P144, P1Z
P1E TO OTHER PINS AND BACKSHELL
ON CONNECTORS GREATER THAN OR EQUAL
TO 2 MEGOHMS AT 45 VDC?
YES
CONTINUITY OF NH SENSOR NO. 1, PINS J53
TO J144, 36 TO 45 OHMS
(COIL RESISTANCE)?
YES
REPLACE EEC (REF. 720110)
NOTE:
C68365
EEC Fault Isolation
Figure 152
72-00-02
ENGINE - FAULT ISOLATION
Page 163
Sep 03/99
FAILURE
81
NH NO. 2 SENSOR
HIGH RANGE
(NH2IF)
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
NH OVERSPEED
HARNESS
NH SENSOR NO. 2
EEC
TAKE APPROPRIATE
ACTION FOR NH OVERSPEED
(REF. 055000)
YES
NO
CHECK HARNESS CONTINUITY. RESISTANCE
ON LINES 184 AND 185 LESS THAN OR EQUAL
TO 0.5 OHM?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
CHECK ENGINE HARNESS. INSULATION
RESISTANCE OF PINS P53, P54, P1D,
P1Y TO OTHER PINS AND BACKSHELL
ON CONNECTORS GREATER THAN OR EQUAL
TO 2 MEGOHMS AT 45 VDC?
YES
REPLACE NH
SENSOR NO. 2
(REF. 720160)
REPLACE NH
SENSOR NO. 2
(REF. 720160)
NO
YES
REPLACE EEC (REF. 720110)
C68366
EEC Fault Isolation
Figure 153
72-00-02
ENGINE - FAULT ISOLATION
Page 164
Sep 03/99
FAILURE
82
NH NO. 1 SENSOR
LOW RANGE
(NHECS1)
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
YES
SYSTEM NORMAL
NO
CHECK HARNESS CONTINUITY. RESISTANCE
ON LINES 163 AND 164 LESS THAN OR EQUAL
TO 0.5 OHM?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
CHECK ENGINE HARNESS. INSULATION
RESISTANCE OF PINS P143, P144, P1Z,
P1E AND OTHER PINS AND BACKSHELL
ON CONNECTORS GREATER THAN OR EQUAL
TO 2 MEGOHMS AT 45 VDC?
YES
CONTINUITY OF NH SENSOR NO. 1, PINS J143
TO J144, 36 TO 45 OHMS (COIL RESISTANCE)?
REPLACE NH
SENSOR NO. 1
(REF. 720160)
NO
YES
REPLACE EEC (REF. 720110)
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
ENGINE - FAULT ISOLATION
Page 165
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
NO
CHECK HARNESS CONTINUITY. RESISTANCE ON LINES
184 AND 185 LESS THAN OR EQUAL TO 0.5 OHM?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
CHECK ENGINE HARNESS. INSULATION RESISTANCE
BETWEEN PINS P53, P54, P1D, P1Y AND OTHER
PINS AND BACKSHELL ON CONNECTORS GREATER
THAN OR EQUAL TO 2 MEGOHMS AT 45 VDC?
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
REPLACE NH
SENSOR NO. 2
(REF. 720160)
NO
CONTINUITY OF NH SENSOR NO. 2, J53
TO J54, 36 TO 45 OHMS (COIL RESISTANCE)?
YES
CHECK NH SENSOR NO. 2. INSULATION RESISTANCE
OF PINS J53 AND J54 TO OTHER PINS
(EXCEPT TO EACH OTHER) AND BACKSHELL ON
CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?
NO
REPLACE NH
SENSOR NO. 2
(REF. 720160)
YES
REPLACE EEC (REF. 720110)
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
ENGINE - FAULT ISOLATION
Page 166
Sep 03/99
FAILURE
84
DUAL NH CROSSCHECK
(NHXIF)
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. NH SENSORS
REPAIR / REPLACE
HARNESS
(REF. 720160)
NO
REPAIR / REPLACE
HARNESS
(REF. 720160)
YES
CHECK NH SENSORS. RESISTANCE BETWEEN
PINS J143 AND J44 FOR SENSOR NO. 1
AND J53 AND J54 FOR SENSOR NO. 2
BETWEEN 36 AND 45 OHMS?
REPLACE NH SENSOR
NO. 1 AND / OR
SENSOR NO. 2
(REF. 720160)
NO
YES
NO
REPLACE NH
SENSOR NO. 2
(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
ENGINE - FAULT ISOLATION
Page 167
Sep 03/99
FAILURE
85
SYMPTOMS
SUSPECT LRU
1. AIRCRAFT WIRING
AND RELAY
2. ENGINE HARNESS
3. MFCU
4. EEC
NO
REPAIR /REPLACE
AIRCRAFT WIRING /
RELAY (REF. AMM)
YES
NO
REPAIR /REPLACE
AIRCRAFT WIRING /
RELAY (REF. AMM)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
YES
FAULT CODE LRU 92 ALSO SET
(FOR STEPPER MOTOR IN MFCU)?
YES
NO
REPLACE EEC (REF. 720110)
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
ENGINE - FAULT ISOLATION
Page 168
Sep 03/99
FAILURE
86
AUTOIGNITION WRAPAROUND
(LSS5IF)
SYMPTOMS
SUSPECT LRU
1. AIRCRAFT WIRING
AND RELAY
2. ENGINE HARNESS
3. EEC
NO
REPAIR /REPLACE
AIRCRAFT WIRING /
RELAY (REF. AMM)
YES
REPAIR /REPLACE
AIRCRAFT WIRING /
RELAY (REF. AMM)
REPAIR / REPLACE
ENGINE HARNESS
(REF. 720110)
NO
YES
NO
REPAIR / REPLACE
ENGINE HARNESS
(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
ENGINE - FAULT ISOLATION
Page 169
Sep 03/99
FAILURE
INTERCOMPRESSOR BLEED
WRAPAROUND FAULT
(HSS2IF)
SYMPTOMS
SUSPECT LRU
1. ENGINE HARNESS
2. INTERCOMPRESSOR
BLEED VALVE
TORQUE MOTOR
3. EEC
C26402A
EEC Fault Isolation
Figure 159
72-00-02
ENGINE - FAULT ISOLATION
Page 170
Sep 03/99
FAILURE
PLA PHASE 1
(PLA1IF)
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. MFCU
3. EEC
NO
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P8A, P8B, P8P, P8C, P1F, P1 a, P1b
NO
AND P1 c TO OTHER PINS AND BACKSHELL ON
CONNECTORS GREATER THAN 2 MEGOHMS
AT 45 VDC?
REPLACE ELECTRICAL
HARNESS
(REF. 720110)
YES
CHECK MFCU RVDT. CONTINUITY BETWEEN PINS J8A
AND J8B 45 TO 85 OHMS, BETWEEN PINS J8P AND
J8C 70 TO 150 OHMS AND BETWEEN PINS J8R
NO
AND J8C TO 76 TO 114 OHM?
REPLACE
MFCU
(REF. 720140)
YES
CHECK MFCU RVDT. INSULATION RESISTANCE OF PINS
J8A AND J8B TO OTHER PINS (EXCEPT TO EACH OTHER)
NO
AND BACKSHELL, AND PINS J8P AND J8C TO OTHER
PINS (EXCEPT TO EACH OTHER) AND BACKSHELL ON
CONNECTOR GREATER THAN 2 MEGOHMS AT 45 VDC?
REPLACE
MFCU
(REF. 720140)
YES
REPLACE EEC (REF. 720110)
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
ENGINE - FAULT ISOLATION
Page 171
Sep 03/99
FAILURE
PLA PHASE 2
(PLA2IF)
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. MFCU
3. EEC
NO
REPLACE ELECTRICAL
HARNESS
YES
CHECK HARNESS. INSULATION RESISTANCE OF
PINS P8A, P8B, P8R, P8C, P1F, P1 a, P1G
NO
AND P1 c TO OTHER PINS AND BACKSHELL ON
CONNECTORS GREATER THAN OR EQUAL TO
2 MEGOHMS AT 45 VDC?
REPLACE ELECTRICAL
HARNESS
YES
CHECK MFCU RVDT. CONTINUITY BETWEEN PINS J8A
NO
AND J8B FROM 45 TO 85 OHMS AND BETWEEN PINS
J8R AND J8C FROM 76 TO 114 OHMS?
REPLACE
MFCU
(REF. 720140)
YES
CHECK MFCU RVDT. INSULATION RESISTANCE OF PINS
J8A AND J8B TO ALL OTHER PINS (EXCEPT TO EACH
OTHER) AND BACKSHELL, AND PINS J8R AND J8C TO
ALL OTHER PINS (EXCEPT TO EACH OTHER AND P)
AND BACKSHELL ON CONNECTOR GREATER THAN
2 MEGOHMS AT 45 VDC?
NO
REPLACE
MFCU
(REF. 720140)
YES
REPLACE EEC (REF. 720110)
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
ENGINE - FAULT ISOLATION
Page 172
Sep 03/99
FAILURE
91
PLA TOTAL
(PLAIF)
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. MFCU
3. EEC
YES
YES
NO
YES
NO
NOTE:
C26405
EEC Fault Isolation
Figure 162
72-00-02
ENGINE - FAULT ISOLATION
Page 173
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. MFCU STEPPER MOTOR
3. EEC
NO
NO
YES
NO
REPLACE MFCU
(REF. 720140)
YES
NO
REPLACE MFCU
(REF. 720140)
YES
C68373
EEC Fault Isolation
Figure 163
72-00-02
ENGINE - FAULT ISOLATION
Page 174
Sep 03/99
FAILURE
SYMPTOMS
SUSPECT LRU
1. HARNESS
2. MFCU STEPPER MOTOR
3. EEC
YES
NO
YES
NO
REPLACE
HARNESS
NO
CONTINUED ON SHEET 2
"B"
CONTINUED ON SHEET 2
"A"
C26407
EEC Fault Isolation
Figure 164 (Sheet 1 of 2)
72-00-02
ENGINE - FAULT ISOLATION
Page 175
Sep 03/99
CONTINUED FROM
SHEET 1
"A"
CONTINUED FROM
SHEET 1
"B"
REPLACE
EEC
CLEAN
SHAKE P8 CONNECTOR
YES
NO
YES
REPLACE
MFCU
NO
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
Figure 164 (Sheet 2)
72-00-02
ENGINE - FAULT ISOLATION
Page 176
Sep 03/99
FAILURE
UPTRIM LAMP WRAPAROUND
(LSS4IF)
SYMPTOMS
SUSPECT LRU
NO
REPAIR / REPLACE
(REF. AMM)
NO
REPLACE WIRING
HARNESS
(REF. 720110)
YES
NO
REPLACE WIRING
HARNESS
(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
ENGINE - FAULT ISOLATION
Page 177
Sep 03/99
FAILURE
LAB
SYMPTOMS
SUSPECT LRU
1. CHARACTERIZATION PLUG
2. EEC
REPLACE
CHARACTERIZATION
PLUG (REF. 720110)
OK?
YES
SYSTEM NORMAL
NO
REPLACE EEC
(REF. 720110)
OK?
YES
SYSTEM NORMAL
C37697
EEC Fault Isolation
Figure 166
72-00-02
ENGINE - FAULT ISOLATION
Page 178
Sep 03/99
SYMPTOMS
SUSPECT LRU
1. MFCU
2. OVERSPEED GOVERNOR
3. PY AIR TUBE
YES
C26410
Throttle Stagger
Figure 167
72-00-02
ENGINE - FAULT ISOLATION
Page 179
Sep 03/99
FAILURE
DUAL AIRSPEED INPUT FAULT
(IASIF)
SYMPTOMS
SUSPECT LRU
1. EEC AND
2. ADC
3. WIRING
LRU 54
RECTIFY AS PER
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
ENGINE - FAULT ISOLATION
Page 180
Sep 03/99
SYMPTOMS
SUSPECT LRU
YES
1. WIRING HARNESS
2. AIRCRAFT WIRING
NO
REPLACE WIRING
HARNESS
(REF. 720110)
YES
NO
REPAIR / REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
REPAIR / REPLACE
HARNESS
(REF. 720110)
C68376
Unable to Trim Actual Power to Torque Bug
Figure 169
72-00-02
ENGINE - FAULT ISOLATION
Page 181
Sep 03/99
SYMPTOMS
SUSPECT LRU
1. IBV ORIFICE AND FILTER
2. IBV
NO
YES
C26412
Noisy Engine/Surges at Intermediate Power
Figure 170
72-00-02
ENGINE - FAULT ISOLATION
Page 182
Sep 03/99
SYMPTOMS
SUSPECT LRU
1. MFCU
2. WIRING HARNESS
3. AIRCRAFT SYSTEM
NO
REPLACE MFCU
(REF. 720140)
YES
NO
REPLACE MFCU
(REF. 720140)
YES
REPLACE HARNESS
(REF 720110)
YES
AIRCRAFT SYSTEM
OK? (REF. AMM)
NO
RECTIFY
YES
SYSTEM NORMAL
C68377
Instability or Engine Runaway
Figure 171
72-00-02
ENGINE - FAULT ISOLATION
Page 183
Sep 03/99
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
AFU
ENGINE HARNESS
AIRCRAFT WIRING
TORQUE SENSOR
NO. 1
YES
SYSTEM
NORMAL
NO
YES
SYSTEM
NORMAL
YES
SYSTEM
NORMAL
NO
C26414
Autofeather System Faults
Figure 172 (Sheet 1 of 5)
72-00-02
ENGINE - FAULT ISOLATION
Page 184
Sep 03/99
CONTD FROM
SHEET 1
REPAIR/ REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
YES
REPAIR/ REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
YES
REPAIR/ REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
YES
C26341
Autofeather System Faults
Figure 172 (Sheet 2)
72-00-02
ENGINE - FAULT ISOLATION
Page 185
Sep 03/99
YES
SYSTEM
NORMAL
NO
YES
SYSTEM
NORMAL
NO
REPAIR / REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
NO
REPAIR / REPLACE
AIRCRAFT WIRING
(REF. AMM)
NO
YES
CONTINUED ON SHEET 4
C26415
Autofeather System Faults
Figure 172 (Sheet 3)
72-00-02
ENGINE - FAULT ISOLATION
Page 186
Sep 03/99
CONTINUED ON SHEET 4
REPLACE
TORQUE SENSOR NO. 1
(REF. 720160)
NO
YES
REPLACE AIRCRAFT
TORQUE INDICATOR
(REF. AMM)
C26416
Autofeather System Faults
Figure 172 (Sheet 4)
72-00-02
ENGINE - FAULT ISOLATION
Page 187
Sep 03/99
YES
SYSTEM
NORMAL
NO
CHECK CONTINUITY. ENGINE NO. 2
HARNESS LINE 135 LESS THAN OR
EQUAL TO 0.5 OHM?
REPAIR / REPLACE
ENGINE
HARNESS
NO
YES
CHECK ENGINE HARNESS. INSULATION
RESISTANCE ENGINE NO. 2 HARNESS
P2N AND J11w TO ALL OTHER PINS
AND BACKSHELL ON CONNECTORS
GREATER THAN OR EQUAL TO
2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
ENGINE
HARNESS
NO
YES
REPLACE EEC ON ENGINE NO. 2.
RETRY AUTOFEATHER TEST.
UPTRIM LAMP ENGINE NO. 2
ILLUMINATES?
YES
SYSTEM
NORMAL
NO
YES
SYSTEM
NORMAL
NO
REPLACE AFU ON ENGINE
NO. 1. UPTRIM LAMP WORK?
YES
SYSTEM
NORMAL
NO
INVESTIGATE AIRCRAFT WIRING AND
SYSTEM FROM AFU NO. 1 P16B
(LOW TORQUE INDICATOR DRIVER)
C68378
Autofeather System Faults
Figure 172 (Sheet 5)
72-00-02
ENGINE - FAULT ISOLATION
Page 188
Sep 03/99
SYMPTOMS
SUSPECT LRU
1. AFU
2. ENGINE HARNESS
3. AIRCRAFT WIRING
CARRY OUT
INVESTIGATION
AS PER LRU
FAULT CODE 91
NO
YES
ANALOG TORQUE
INDICATION = 0?
YES
CHECK TORQUE
SHAFT
NO
INVESTIGATE
AIRCRAFT WIRING TO
PLA ENABLE
MICROSWITCHES
(REF. AMM). OK?
YES
SYSTEM
NORMAL
C26418
Autofeather System Does not Arm on Takeoff
Figure 173
72-00-02
ENGINE - FAULT ISOLATION
Page 189
Sep 03/99
SYMPTOMS
SUSPECT LRU
1.
2.
3.
4.
YES
AFU
ENGINE HARNESS
AIRCRAFT WIRING
EEC
REPLACE
EEC
NO
CHECK CONTINUITY.
ENGINE HARNESS
LINE 134 LESS
THAN OR EQUAL TO
0.5 OHM?
REPAIR / REPLACE
ENGINE
HARNESS
NO
YES
CHECK ENGINE HARNESS.
INSULATION RESISTANCE OF
PINS P2 s AND J11 j
TO ALL OTHER PINS AND
BACKSHELL ON CONNECTORS
GREATER THAN OR EQUAL TO
2 MEGOHMS AT 45 VDC?
REPAIR / REPLACE
ENGINE
HARNESS
NO
YES
INVESTIGATE
AIRCRAFT WIRING.
ARE THERE 28 VDC
ON ENGINE HARNESS
DISCONNECT P11 j
WHEN PROPELLER IS
FEATHERED?
NO
RECTIFY
YES
SYSTEM NORMAL
C26419
Engine Power Increases as Propeller is Feathered
Figure 174
72-00-02
ENGINE - FAULT ISOLATION
Page 190
Sep 03/99