PT6A ICS Best Maintenance Practices PDF

PT6A Best Practices
P&WC Proprietary Information

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DISCLAIMER
The information contained herein has been set out in summary form and is
provided for general reference purposes only and may be changed without
prior notice. It should not be construed as creating any obligation on the part
of Pratt & Whitney Canada Corp. While every care has been taken to avoid
errors, Pratt & Whitney Canada Corp. makes no representations about the
accuracy of these guidelines and accepts no responsibility for any error
herein. In no event shall P&WC be liable for any damages whatsoever
resulting from the misuse, misinterpretation, analysis, interpretation or
application of any of the guidelines contained herein. The information
contained herein does not replace or supersede the information contained
in the appropriate airframe or engine maintenance manuals or other official
publications. Always refer to the Pilot’s Operating Handbooks (POH),
Aircraft Flight Manuals (AFM), Engine Maintenance Manuals (EMM),
Service Bulletins (SB) or other Service Information documentation for a
complete text of the approved / recommended procedures and latest
information.
P&WC Proprietary Information For planning purposes only 3

Best Practices
Overall Concept
• Improve engine durability & hot section life
• Optimize time-on-wing
• Contain shop visit costs
– Repairable vs unrepairable
• Look at engine maintenance costs from complementary angles:
– Engine Line Maintenance
– Aircraft Line Maintenance
– Operations / Engine Handling
– Engine Shop Workscope

Best Practices
Environmental Factor
• Environmental factors greatly affect maintenance plans, time-on-wing
and costs
• Topics categorized with environmental factors
High OAT Salt / Humidity
Sand / Unpaved Cold

1.0 Engine Line Maintenance

Increase time-on-wing and address common in service issues
How to Improve?
– Implement specific information & instructions from EMM
– Incorporate key Service Bulletins
– Perform additional line maintenance activities

Expertise Environment
Basic All
Best
1.0 Engine Line Maintenance Practice
1.1
ECTM Analysis
• Description
– Trend monitoring of key engine parameters
– Identify “ECTM experts”
• Allows for continuity in analysis
– Use of Designated Analysis Center (DAC) - Subscription
– Use of WebECTM
• Online trend monitoring
– Data recording system (ADAS™, Trend Check™ etc.) enhance durability and
reduce direct operating costs
• through sophisticated aircraft performance & exceedance monitoring and
automated trend sample collection
– Enhance communication between maintenance and flight operations
• Benefits
– Timely interventions upon trend indications
Basic Salt / Humidity
Best
1.2
Engine Preservation
• Description
– Preserve engine according to expected storage period
– Help to prevent formation of undetectable corrosion
• Benefits
– Protect investment
– Maintain engine durability
– Potential for enormous savings compared to deficient preservation
– Example of workscope for unpreserved engine
• Inspect gears for evidence of corrosion. If corrosion is present => overhaul type inspection.
• Accessories bench check
• Inspect engine oil filter and replace with new
• Check engine oil total acid number (TAN)
• Replace engine oil
• Run the engine at 80% TO power for ten minutes.
• Remove and inspect RGB chip detector, oil strainer, and main oil filter.
• Additional information, refer to SIL GEN-093

Basic All
Best
1.3
Oil Level Check
• Description
– Perform oil level check 15 to 20 minutes after engine shutdown
• If more than 30 minutes has passed and dipstick or sightglass indicates low, start
engine and run at ground idle for 5 minutes, then recheck oil level
• Engines from the same model may seek different oil level.
• Benefits
– Avoid overservicing

BEST MAINTENANCE PRACTICES
Engine Oil Servicing
Ref. EMM 72-00-00 for engine oil lubrication system:
Oil Level Sightglass
– Some PT6A engine models are equipped with a sightglass to simplify the inspection of
the engine oil level. The sightglass has a centre green zone with red on each end.
Engine operation is permitted with the oil level at any point in the green zone. The oil
level dipstick must be checked when the oil level is in either the red zone or is not
visible in the sightglass.
Oil Level Check
– Oil level should be checked regularly and replenished as necessary.
– Consistency is the most important factor when establishing a schedule for checking the
oil level, P&WC recommends this check be done 15 minutes after every shutdown.
Oil Replenishment
– P&WC recommends that the engine not be filled over the “MAX COLD” level on the oil
level dipstick. This corresponds with the centre of the green band on the oil level
sightglass. A high oil level may result in an increase in either the oil consumption rate
or the amount of oil mist passing through the engine oil breather.

Basic All
Best
1.4
Oil Filter Inspections / Replacement
• Description
– It is recommended to inspect initially at 100 hours with extension to relevant
airframe zone inspection based on experience, not to exceed 200 hours.
– Replace / clean (if applicable) oil filter every 1000 hours
• Benefits
– Monitor oil deterioration
– Detect engine core deterioration

Intermediate All
Best
1.5
Oil Consumption Monitoring
• Description
– Establish engine oil level consumption per flight hours in centralized location
– Identify potential oil leakage (internal & external)
• Benefits
– Timely interventions based on oil consumptions

Basic All
Best
1.6
Fuel Nozzle Refurbishment
• Description
– Two Fuel Nozzle Cleaning methods:
• “In-situ” cleaning: introduced for difficult access to fuel nozzles
– Require appropriate tools and cleaning agents
• Recommend “Non in-situ” cleaning
• Deteriorated fuel nozzles can accelerate hot section deterioration
– Adjust interval ( or ) according to fuel nozzle tip replacement rate and hot
section condition
– Optimize fuel nozzle refurbishment interval
• Benefits
– Increase hot section life

Why perform fuel nozzle
maintenance?
Ensure proper spray pattern
Prevent drooling, spitting and

streaking
Video

Consequences of poor fuel nozzle
maintenance:
Cost You Money

Repairable vs non-repairable
Local overheating/burning
Improper flame propagation
Combustion liner distress
Small exit duct burning
CT Vane burning
Compressor Turbine Vane Airfoil damage
CT Blade airfoil excitation – set
replacement
Can also affect your warranty claims
Intermediate All
Best
1.7
Borescope Equipment
• Description
– Borescope unit with high resolution and digital picture
capability
– Monitor progress of deterioration
– Archive and communicate results
• Benefits
– Proper diagnosis compared to premature engine removal
due to incorrect interpretation
– New SIL to be issued for equipment recommendations
– Video

Expert All
Best
1.8
Borescope Inspection
• Description
– Monitor condition of gas path components
– Identify “borescope specialists”
– Provide specialized training and foster expertise
– Allows for consistency in method and continuity in
analysis of results
– Reports of borescope inspections should be sent to the
borescope specialist for analysis and adjustment of
maintenance plan
• Benefits
– Detect premature hot section distress
– Repair vs un-repairable
– Video
ENGINE BORESCOPE
Borescope Inspection of the hot section to be done at the same time as the fuel
nozzle inspection. Ref. SIL PT6A-116
The borescope inspection is intended to monitor the internal components of the

engine to help reduce the cost of future repairs/refurbishments
Special focus to:

• Vane T/E
• Compressor Turbine Blade tip rubs
• Blade sulphidation
• Erosion
Borescope all small PT6A models via the exhaust duct to inspect CT Blades trailing
edge, in addition to the hot section borescope.
ENGINE BORESCOPE
Care of borescope
The Borescope is fragile and vulnerable to radiation, shock, twisting and pinching.
Extreme care is required during handling to ensure damage & serviceability

problems are avoided.
Excessive twisting of the Fiberscope can sever optic fibres. Do not rotate Fiberscope
tip by turning the eyepiece only. Assist rotating motion of the eyepiece with one in
the same direction at part of fiberscope closest to entry into the engine.
Heat can damage the borescope. Engine temperature should be less than 66ºC
(150F) before an inspection can be carried out. The normal cooling period is 40
minutes after engine shut down. If required carry out dry motoring runs to accelerate
cooling.
Do not submerge in liquid.

Take care when turning rotors not to chop the end off the borescope!
ENGINE BORESCOPE
Care & Precautions
Precautions:
Make sure staging and platforms are safe, it is possible to become
Dis-orientated when peering down a borescope and loose your balance.
Make sure the tip of the borescope is securely attached. You do not want it
to drop off inside the engine!
Evaluation of Damage:
Compare with limits in engine maintenance manual
Try to find a feature of known size against which to compare the damage,
length or width of airfoil, cooling holes, etc
Take photos & forward to P&WC - again include feature of known size.

ENGINE BORESCOPE
Taking Pictures
Try to find a feature of known size, that can be included in the picture and against
which the damage can be compared e.g. length or width of airfoil, cooling holes, etc
Take pictures normal (right angles) to the damage I.e. from the best viewing angle
– Use the stereoscopic measurement system if the borescope has it.
– Sometimes a sketch is better than a picture.
– Provide an explanation of what is in the picture and the concerns.
– Close up pictures are rarely of any use, pictures taken as far away as
possible are usually much better.
– Don’t take pictures of holes, it is the remaining material that is of interest!
Always take pictures to show typical condition, this information is needed to

understand future deterioration rates.
Don’t send lots of pictures – select the best ones.

If they are very large, try compressing them so they can be easily emailed.
BORESCOPE INSPECTION SIL PT6A-116
Borescope Inspection of the hot section to be done at the same time as the
fuel nozzle inspection, introduced in all PT6A maintenance manuals.
Issued to borescope all small PT6A models via the exhaust duct to inspect
CT Blades trailing edge, in addition to the hot section borescope.

Engine Wash
3 Types of Engine Washing
• Compressor Desalination Wash

 Water only, no soap (rinse)
• Turbine Desalination Wash
 Water only, no soap (rinse)
• Performance Recovery Wash
 Soap solution for Compressor not
for turbine
 Need to do turbine wash (rinse)
after to rinse the soap
Note: it is important that the Turbine Desalination

Wash is performed immediately after the
Compressor Desalination Wash.

Engine Wash
• Salt and other environmental contaminants react with compressor
components
– Wet salt deposits lead to corrosion / pitting
• Typical components affected:
– Compressor Inlet Case
– Compressor Rotors, Stators
– Magnesium Cases (front & rear reduction gearbox “A” flange)
– Contributing Factors
• Salt Laden Environment
• Insufficient Wash Schedule
Typical PT6A Engine ingests ambient air at 120 ft3 / s

Engine Washing

Warranty
• The PT6A warranty document, "Enhanced Warranty for New
Engines and Service Policies" states that:
“Damage due to the operating environment such as corrosion are

factors beyond P&WC control.”
• Factors beyond P&WC control are not covered

• It is the operator’s responsibility to establish their engine wash
intervals

Corrosion Severity Zone
FAA Advisory Circular 43-4A

“Corrosion Control for Aircraft”
This map should be used as a

guide. The operators are
responsible to establish their initial
wash schedule.
Salt Laden environment is defined
by the Australian Civil Aviation
Safety Authority as:
“A take-off and landing within 10
nautical miles of the sea or, the flight
route is within 10 nautical miles or
over the sea at an altitude of less than
10,000 feet.”
Sulphidation
Salt
(Atmosphere)
+ Sulfur Compounds
(Fuel & Pollution)
+(Airborne
Silica
dust)
+
Specific Temperature
(Normal Engine Operation)
= Hot Corrosion (Sulphidation)

Salt + Sulphur + Silica = a solution that adheres to the blade
that is soluble in water. Hence reason for Turbine washing
Effects of Sulphidation
Stage 1 Stage 2 Stage 3 Stage 4

Mild Failure of Severe Catastrophic
Protective attack
Oxide Layer

CT Blade Airfoil Sulphidation

Typical Examples of Corrosion
Compressor Shroud

1st Stg Compressor 1st Stg Compressor
1st Stg Hub 1st Stg Stator

Reduction Gearbox “A” Flange
External wash
External
External required
Washes
washes you can also
Required
also required
use corrosion inhibitors

Basic Salt / Humidity, Sand /
Unpaved, High OAT
Best
1.9
Desalination Wash
• Description
– Wash compressor and turbine to remove salt from components
• Daily in salt laden environment
• After the last flight of the day
– Adjust frequency to suit engine condition
– Exhaust duct drain plug must be removed during wash, when applicable
• Benefits
– Desalinate compressor and turbine
– Respect sequence
• Compressor wash immediately followed with turbine wash

Basic Salt / Humidity, Sand /
Unpaved, High OAT
Best
Best
Practice
1.10
1.17
Performance Recovery Wash
• Description
– Use cleaning agents to wash gas path components followed by a thorough rinse
– ECTM indications (increase of Ng and ITT)
– Remove deposits in environments with severe air contaminants
– Reduce accumulation with proper frequency i.e. continuously remove small build-ups
• Benefits
– Recover portion of ITT & Ng margin
– Meet scheduled interval
– Video

Basic Salt / Humidity
Best
1.11
Corrosion Inhibitors
• Description
– Application of corrosion inhibitors on external engine and inlet areas
– Protect magnesium or aluminium cases from corrosion.
– While corrosion inhibitors will not halt or completely prevent corrosion, they can reduce
the rate at which corrosion occurs
• Benefits
– Minimize corrosion damage
– Repairable vs unrepairable

Corrosion Inhibitors
• Reference
– Engine Maintenance Manual, 72-00-00
– Consumable Material List ( CML) – PN: 3043340
• Approved Corrosion Inhibitors
– Corrosion X
– Ardrox 3961
– Procyon
– ACF 50

Corrosion Inhibitor’s
Ref. EMM 72-00-00 – ENGINE INSPECTION, paragraph. 6.
Engines operating in corrosive environments, we recommend more frequent

periodic preventative maintenance including the application of corrosion
inhibitors to the:
- Accessory Gearbox Housing,
- Reduction Gearbox Housing (Front and Rear) and the
- Compressor Inlet Case
As corrosion inhibitor evaporates or is washed away in service, reapply as

required to determine the optimum period between applications
Continue to follow the recommended external and internal engine wash

schedule (Ref. Chap. 71-00-00) after use of corrosion inhibitors
- Corrosion X or Ardox 3961 or LPS Procyon

Basic All
Best
1.12
Engine Indicating
• Description
– Perform ITT and Torque calibrations at regular interval
• 1,000 hours or annual
• Benefits
– Accurate reading
– Quality ECTM data
– Minimize troubleshooting

Basic All
Best
1.13
TBO & HSI
• Description
– Evaluate current fleet for appropriate TBO options
• Fleet size
• Mission profile
• Hours flown per year
• Benefits
– Large fleet, high activity => Option A (500 hour increment – fleet)
– Corporate, low activity => Option B (Individual serial number)

2.0 Aircraft Line Maintenance

2.0 Aircraft Line Maintenance
External factors can affect engine durability
How to Improve?
– Implement higher standards
– Shorten maintenance intervals for specific Aircraft Maintenance Manual tasks

Basic Salt / Humidity,
Sand / Unpaved
Best
2.0 Aircraft Line Maintenance Practice
2.1
Parked Aircraft
• Description
– Park aircraft in hangar or cap intake/exhaust when not used
– Secure propeller
• Benefits
– Reduce sand/dust ingestion
– Protect engine inlet from potential damage (FOD & erosion)
– Stop / limit windmilling (gear bushing and bearing wear)

Expert All
Best
2.2
Propeller Balancing
• Description
– Propeller dynamic balancing upon blade change or once a year
• Benefits
– Reduce vibrations and potential damage to sensitive accessories

Intermediate High OAT
Best
2.3
Bleed Air Checks
• Description
– Perform at regular intervals to detect bleed air leaks
• Confirm positive closing
• Benefits
– Reduce unnecessary load (higher ITT) on engine across operating range

3.0 Operations / Engine Handling

3.0 Operations / Engine Handling
Reduce maximum engine temperature to increase hot section life and

minimize FOD
How to Improve?
– Implement new operational procedures
– Modify engine handling practices

Best
3.0 Operations / Engine Handling Practice
3.1
A/C Bleed OFF During Engine Start & Take-off
• Description
– Select A/C Bleed OFF during take-off segment to reduce load (ITT) on engine
– Ensure to follow POH instructions at all times
• Benefits
– Lowest engine ITT as possible

Intermediate Sand / Unpaved,
High OAT
Best
3.2
Propeller Reverse at Landing
• Description
– Reverse only as required based on limited runway length
– Reduce power to Ground Idle instead
– Selecting flat pitch (disking) instead of reverse at landing to decelerate aircraft based
on limited runway length
– Ensure to follow POH instructions at all times
• Benefits
– Reduce the risk of Foreign Object Damage (FOD)
– Decrease engine operating temperature

Best
3.3
Assisted Engine Start
• Description
– Start both engines with GPU or Battery Pack
• Benefits
– Reduce maximum engine ITT
– Ensure maximum engine cranking power during cold weather start

Best
3.4
Cool Down Before Shutdown
• Description
– It is recommended to let the engine runs for 2 or more minutes before shutdown
• Stable at the lowest obtainable ITT
• Benefits
– Reduce oil coking in air seals and bearing cavities

Expert All
Best
3.5
Climb Setting
• Description
– Select Climb setting at earliest opportunity after takeoff based on obstacle clearance
• Benefits
– Reduce engine ITT

Expert All
Best
3.6
Reduced Power Operation
• Description
– Use of lower power settings in climb and cruise if applicable as per POH
– Setup lower ITT limits (internal procedure)
• Benefits
– Reduce engine ITT

Basic Sand / Unpaved
Best
3.7
Foreign Object Damage Protection
• Description
– Use of inertial separator while taxiing
• Video
– 0.250” Inlet Screen mesh
• Benefits
– Reduce the risk of FOD

4.0 Engine Shop Workscope

4.0 Engine Shop Workscope
Increase time-on-wing and contain shop visit costs
How to Improve?
– Close tracking of engines and planning of removals
– Involvement in engine workscope
– Incorporate key Service Bulletins

Basic All
Best
4.0 Engine Shop Workscope Practice
4.1
Engine Specialist
• Description
– Dedicated specialist to follow engines in operation and at shop
– Track engine times, cycles, LCF components
– Plan shop visits and define engine workscopes
– Highly recommended to attend PT6A Heavy Maintenance course
• Benefits
– Reduce operating costs by increasing time-on-wing and containing shop visit costs

Basic All
Best
4.2
Service Bulletin Selection
• Description
– Incorporate to optimize engine durability and reliability
– P&WC recommended Service Bulletin (SB) incorporation
• Compliance Code 1 to 6
• Based on technical merit, service experience and current configuration status
• Benefits
– Increase engine reliability / cost efficiency

Intermediate All
Best
4.3
Define Workscope
• Description
– Define workscope based on past experience, shop findings and expected time-on-wing
– Work close to shop to define workscope based on teardown findings and expected
time-on-wing
– Define a baseline specification based on:
• MIN SB List + Optional SB’s (CC 8)
• Commercial Support Programs
– Part Condition (new, refurbished, serviceable)
• Benefits
– Optimum time-on-wing and contain shop visit costs

Intermediate Salt / Humidity, High
OAT, Unpaved / Sand
Best
4.1
Part Condition
• Concept
– Combine new / refurbished / serviceable components based on past shop visit
workscopes and associated durability
• Benefits
– Reduce operating costs by increasing time-on-wing and containing shop visit costs

Basic All
Best
4.2
Commercial Support Programs
• Description
– Take advantage of various Commercial Support Programs
• Benefits
– Reduce operating costs

PT6A Commercial Programs
Small PT6A
Increase engine durability by refreshing engine components
Benefits Reduce engine maintenance costs by increasing engine durability
Avoid unplanned maintenance by improving engine reliability
Engine Model Description Reference

PT6A-11, -112, -121, -21,
CT Vane refresh program at a flat rate of $5,665 USD through
-25A,-28,-110,-11AG, Flyer
15AG, -25, -27 P&WC Component Solutions (P/N 3032651)
CSPN 1005368
PT6A-21/27/28 HSI / OH Kits - New parts offered at as much as List less 60%.
SIL PT6A-166

Basic All
Best
4.3
Genuine P&WC Parts
• Description
– Use genuine P&WC parts to ensure it conforms with engine requirements
• Benefits
– Avoid risking a claim denied by P&WC Warranty for an engine event linked to an
unsupported part

Best Practices
Conclusion…
• Best Practices are designed to:
– Approach engine maintenance costs from complimentary angles
– Improve engine time-on-wing & hot section life (durability & reliability)
– Reduce operating cost
– Improve aircraft dispatch reliability

Recommended Engine Oils (SB1001R28)
The SB provides the complete list of acceptable synthetic lubricating oils
Engine oil is to be changed on condition, here is no recommended periodic

oil change interval.
When switching to another approved oil brand or should oil of different

brands or viscosities become mixed it is necessary to drain and flush the
complete oil system.

Oil Filter Inspection
Oil Filter Debris Analysis
The oil filter must be changed or cleaned at scheduled intervals. At the same time a visual
inspection of the oil filter and chip detectors should be done. This is a simple and reliable
method of assessing the wear of oil-wetted parts.
As an extra step, a solvent may be used to flush trapped particles from the engine oil filter.
The solvent is poured through filter paper to collect the debris. This is referred to as a filter
“patch” check.
The filter paper is sent to a laboratory for analysis. Laboratory techniques can be used to
determine the alloy of the particles which helps determine their source. With successive
samples, a wear trend for oil-wetted parts can be established.
Ref. EMM 72-00-00, paragraph 8. Table 601, Periodic Inspections for
recommended intervals
Initial 100 hours & escalate to 200 hours Max. based on inspection results

Chip Detector Inspection
Chip Detectors
All PT6A engines are fitted with an RGB chip detector, while some models
also have a chip detector in the AGB housing.
AGB chip detectors are not equipped with a self-closing valve. When the chip detector is
removed, the oil in the accessory gearbox will drain from the engine. During normal
operation, there will be approximately ½ litre (17 oz.) of residual oil.
Chip detectors should be checked regularly for continuity (Every 100 hours)
and any foreign material.
If the aircraft is equipped with a cockpit indication of the chip detector, the whole system
should also be checked regularly. Inspect initially at 100 hours with extension to relevant
airframe zone inspection based on inspection results, but not to exceed 200 hours
Ref. EMM 72-00-00, paragraph 8. Table 601, Periodic Inspections for

recommended intervals

Fuel Nozzles

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Line Maintenance Training

LM TRAINING
Pratt & Whitney Canada Training Program Highlights
- Technology-based training curriculum available for the full range of P&WC civil engines.
- Online and interactive training courseware
- Industry- leading maintenance training courseware and curriculum that meets worldwide
regulatory requirements.
- Maintenance technicians benefit from use of full-scale systems trainers, major
component cutaways, working models, including actual aircraft in some cases,
maintenance task simulators and a large variety of test equipment used to demonstrate
procedures and reinforce the information taught in the classroom
Learning Centers
FSI currently have 40 Learning Centres located worldwide, of which 12 provide P&WC civil
engine technical training.
- Africa: Johannesburg / Asia: Beijing & , Singapore / Australia: Brisbane
- Europe: Paris, France
- North America: Montreal, Toronto, Dallas-Fort Worth, Wichita (2 Centres), and
West Palm Beach
- South America: Curitiba, Brazil

LM TRAINING CONTINUED
Entitlement Training for original owners of new aircraft powered by
P&WC civil engines
Policy - Entitled customers will benefit from tuition-free training for regularly
scheduled Line and Base Maintenance (Level 3), WebECTM ® , or PT6 Hot
Section Inspection (HSI) classes at engine learning centres subject to the
following conditions:
- Up to a maximum of 2 tuition-free (entitlement) seats, on any or a combination of the
above courses, per new A/C, valid for 5 years from aircraft delivery date.
- FSI will track entitlement by Aircraft Serial Number.
- FSI will ask customers for the required documentation supporting ownership and delivery
date of aircraft to validate entitlement seats. Entitlement seats will not be granted without
the supporting documentation.
- Entitlement seats are non transferable and may only be used for regularly scheduled
courses at an engine learning centre.
- The enrolled student must be a direct employee of the owner of the aircraft.
- In order to provide fair entitlement access to all customers, enrolment is limited to a
maximum of 2 seats per customer in a regularly scheduled class.
LM TRAINING CONTINUED
On-Line Courses (OLT)
FSI currently offers General Familiarization (Level 1) and Ramp and Transit (Level 2) for
several engine models. These self-paced OLT courses are available for purchase at the -
FSI website (www.flightsafety.com) and selecting “P&WC e-Learning”.

- Persons not requiring training to the Line and Base Maintenance level may consider
enrolling in these OLT courses. In some cases, OLT courses are academic
prerequisites for attending the Level 3, Line and Base Maintenance course. Entitled
customers may elect to use their entitlement seat allocation for OLT courses. Please
notify FSI of your intent to do so.
- For the location of engine learning centres, a listing of course offerings, the cost of
scheduled or on-site training, or any other questions regarding training, please refer to
www.pwc.ca and select Pratt & Whitney Canada Customer Training. For simplicity,
there is a direct link to the www.FlightSafety.com web page from the P&WC training
web page
Ref. Service Information Letter SIL No. GEN-110R1 for further details

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PT6A Best Practices

P&WC Proprietary Information

Export Classification: [No Technical Data, USML,

P&WC Proprietary Information For planning purposes only 3

Export Classification: [No Technical Data, USML,

• Topics categorized with environmental factors

High OAT Salt / Humidity

Sand / Unpaved Cold

Export Classification: [No Technical Data, USML,

P&WC Proprietary Information

Increase time-on-wing and address common in service issues

Export Classification: [No Technical Data, USML,

Export Classification: [No Technical Data, USML,

Export Classification: [No Technical Data, USML,

Export Classification: [No Technical Data, USML,

Export Classification: [No Technical Data, USML,

Export Classification: [No Technical Data, USML,

Export Classification: [No Technical Data, USML,

Ensure proper spray pattern

Prevent drooling, spitting and

Export Classification: [No Technical Data, USML,

Cost You Money

Export Classification: [No Technical Data, USML,

The borescope inspection is intended to monitor the internal components of the

Special focus to:

Extreme care is required during handling to ensure damage & serviceability

Do not submerge in liquid.

Export Classification: [No Technical Data, USML,

Always take pictures to show typical condition, this information is needed to

Don’t send lots of pictures – select the best ones.

Export Classification: [No Technical Data, USML,

• Compressor Desalination Wash

Note: it is important that the Turbine Desalination

Export Classification: [No Technical Data, USML,

Typical PT6A Engine ingests ambient air at 120 ft3 / s

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“Damage due to the operating environment such as corrosion are

• Factors beyond P&WC control are not covered

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FAA Advisory Circular 43-4A

This map should be used as a

= Hot Corrosion (Sulphidation)

Stage 1 Stage 2 Stage 3 Stage 4

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1st Stg Hub 1st Stg Stator

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Reduction Gearbox “A” Flange

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Ref. EMM 72-00-00 – ENGINE INSPECTION, paragraph. 6.

Engines operating in corrosive environments, we recommend more frequent

As corrosion inhibitor evaporates or is washed away in service, reapply as

Continue to follow the recommended external and internal engine wash

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P&WC Proprietary Information

External factors can affect engine durability