training-pt6a-60-series

PREFACE PT6A-60 SERIES TRAINING MANUAL November 2007 Pratt & Whitney Canada © 1999-2007 Pratt & Whitney Canada, Inc. STUDENT: ________________________________ INSTRUCTOR:_____________________________ PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PREFACE I DISCLOSURE WARNING - PROPRIETARY RIGHTS NOTICE This document is the property of Pratt & Whitney Canada Corp. “(P&WC)”. You may not possess, use copy or disclose this document or any information in it, for any purpose, including without limitation to design, manufacture or repair parts, or obtain FAA or any other government approval to do so, without P&WC’s express written permission. Neither receipt or possession of this document alone, from any source constitutes such permission. Possession, use, copying or disclosure by anyone without P&WC’s express written permission is not authorized and may result in criminal or civil liability NOTICE - DISCLOSURE OF INFORMATION This document contains trade secrets or other confidential information, the further disclosure of which may be harmful to Pratt & Whitney Canada Corp. if the head of a government agency or department intends to disclose any of this information, written notice should be given to: the Vice President - Legal Services, Pratt & Whitney Canada Corp., 1000 Marie Victorin (01BE5), Longueuil, Quebec J4G 1A1 PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PREFACE II PRATT & WHITNEY CANADA The Customer Training Centre, Pratt and Whitney Canada, Longueuil, Quebec, Canada issued this document. This document is to be used for Training Use Only. The data contained herein does not replace or supersede the information contained in the appropriate airframe or engine maintenance manuals or other official publications. For information concerning this manual, contact the P&WC Customer Training Department, by : Tel: 1-450-468-7774, Fax: 1-450-468-7824, or Email: customer.training@pwc.ca P&WC Customer Training course schedule and registration on Internet: http://www.pwccustomertraining.ca For technical queries, contact the P&WC technical support Customer First Centre (CFC) (24 HOUR SERVICE): Telephone : (USA & Canada)1-800-268-8000 International Direct Access :1-8000-268-8000 General :1-450-647-8000 Fax :1-450-647-2888 Pratt & Whitney Canada on the Internet : http://www.pwc.ca PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PREFACE III BLANK PAGE PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PREFACE IV TABLE OF CONTENT PREFACE ............................................................ I DISCLOSURE...................................................... II PRATT & WHITNEY CANADA............................. III-IV TABLE OF CONTENT.......................................... V-VIII INTRODUCTION ................................................. IX SCOPE ................................................................ X ABBREVIATIONS ................................................ XI ENGINES COVERED IN THIS MANUAL ............ XII PT6 GENERAL NOTES ....................................... XIII MAJOR ENGINE DIFFERENCES ....................... XIV-XV P&WC PUBLICATIONS ....................................... XVI PUBLICATION STANDARDS............................... XVII-XVIII SERVICE BULLETIN COMPLIANCE CODES..... XIX CHAPTER 1 - ENGINE OVERVIEW.................... 1.1 PT6A-61 RIGHT FRONT VIEW ........................... 1.2 PT6A-64 LEFT FRONT VIEW ............................. 1.3 PT6A-60 RIGHT FRONT VIEW ........................... 1.4 PT6A-67 LEFT VIEW........................................... 1.5 MAJOR ASSEMBLIES AND FLANGES .............. 1.6-1.7 FEATURES .......................................................... 1.8 GENERAL TURBOPROP OPERATION .............. 1.10 TURBOPROP ENGINE ....................................... 1.11 MAIN ENGINE BEARINGS.................................. 1.12 BEARINGS .......................................................... 1.13 STATIONS............................................................ 1.14-1.15 ENGINE EXTERNAL COMPONENTS ................ 1.16-1.19 COMPRESSOR INLET CASE ............................. 2.6-2.7 COMPRESSOR ................................................... 2.8-2.9 COMPRESSOR WASH ....................................... 2.10-2.11 COMPRESSOR BLEED VALVE .......................... 2.12-2.15 PRE-SWIRL SYSTEM ......................................... 2.16-2.19 BLEED VALVE CLOSING POINT ........................ 2.20-2.23 GAS GENERATOR CASE ................................... 2.24 GAS GENERATOR CASE / DIFFUSER .............. 2.25 COLD SECTION TROUBLESHOOTING ............. 2.26 CHAPTER 3 - COMBUSTION & TURBINE ........ 3.1 HOT SECTION..................................................... 3.2 HOT SECTION AREA.......................................... 3.3 COMBUSTION CHAMBER LINER & SMALL EXIT DUCT .......................................... 3.4-3.5 COMPRESSOR TURBINE VANE RING.............. 3.6-3.9 COMPRESSOR TURBINE .................................. 3.10-3.11 COMPRESSOR TURBINE TRIM BALANCING... 3.12 COMPRESSOR TURBINE .................................. 3.13 ALTERNATE TRIM WEIGHTS (64/66/67)............ 3.14 ALTERNATE TRIM WEIGHTS ............................. 3.15 POWER TURBINE VANE RINGS ........................ 3.16-3.17 POWER TURBINES ............................................ 3.18-3.19 TURBINE WASH.................................................. 3.20-3.21 EXHAUST DUCT & PT SHAFT HOUSING.......... 3.22-3.23 HOT SECTION SEALING .................................... 3.24-3.27 HOT SECTION TROUBLESHOOTING................ 3.28 CHAPTER 2 - COMPRESSOR SECTION .......... 2.1 COMPRESSOR SECTION .................................. 2.2-2.3 INERTIAL SEPARATOR (AIRFRAME)................. 2.4 INERTIAL SEPARATOR (TYPICAL) .................... 2.5 PT6A-60 SERIES TRAINING USE ONLY TABLE OF CONTENT V P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TABLE OF CONTENT (CONT’D) CHAPTER 4 - GEARBOXES............................... 4.1 REDUCTION GEARBOX ..................................... 4.2-4.3 STANDARD ROTATION REDUCTION GEARBOX4.4 PT6A-66 REVERSE ROTATION GEARBOX ....... 4.5 ACCESSORY GEARBOX .................................... 4.6-4.7 PIN LOCK ARRANGEMENT ............................... 4.8 ACCESSORY GEARBOX .................................... 4.9 CHAPTER 5 - OIL SYSTEM................................ 5.1-5.7 OIL PRESSURE REGULATION & FILTRATION.. 5.8-5.9 THERMOSTATIC BYPASS & CHECK VALVE ................................................. 5.10-5.11 OIL SYSTEM TROUBLESHOOTING .................. 5.12-5.13 CHAPTER 6 - SECONDARY AIR SYSTEM........ 6.1-6.3 ACCESSORY GEARBOX BREATHER ................ 6.4-6.5 OIL TANK PRESSURIZING VALVE ..................... 6.6-6.7 TURBINE COOLING AND AIRBLEED SYSTEM................................... 6.8-6.9 BEARING COMPARTMENT SEALING ............... 6.10-6.11 CHAPTER 7 - ENGINE INDICATING SYSTEM .. 7.1-7.3 INTER-TURBINE TEMPERATURE (T5).............. 7.4 TEMPERATURE INDICATING SYSTEM (T5) ..... 7.5 TEMPERATURE INDICATING SYSTEM (ITT) .... 7.6 T5 SYSTEM SCHEMATIC ................................... 7.7 TORQUE SYSTEM .............................................. 7.8-7.9 CHIP DETECTOR................................................ 7.10-7.11 PT6A-60 SERIES CHAPTER 8 - IGNITION SYSTEM.................. 8.1 IGNITION SYSTEM ......................................... 8.2-8.3 CHAPTER 9 - PERFORMANCE ..................... 9.1-9.2 ENGINE PERFORMANCE CHECK (TYPICAL)9.3 PERFORMANCE CHECK (SHORTS INSTALL)9.4-9.6 WebECTM........................................................ 9.7-9.8 ECTM SAMPLE PLOT ..................................... 9.9 TBO & HSI INTERVAL ..................................... 9.10 OPERATING LIMITS* ...................................... 9.11-9.18 ROTOR COMPONENTS - SERVICE LIFE ...... 9.19 OVERTORQUE CHART (TYPICAL) ................ 9.20 OVERTEMPERATURE CHART (TYPICAL)..... 9.21 ENGINE TROUBLESHOOTING ...................... 9.22 PERFORMANCE TROUBLESHOOTING ........ 9.23-9.27 CHAPTER 10 - FUEL SYSTEM ...................... 10.1 POWER MANAGEMENT ................................. 10.2-10.3 FUEL SYSTEM ................................................ 10.4-10.6 FUEL SYSTEM SCHEMATIC .......................... 10.7 FUEL HEATER................................................. 10.8-10.9 FUEL PUMP .................................................... 10.10-10.11 FUEL CONTROL UNIT (MAIN FLOW) ............ 10.12-10.13 FUEL METERING SECTION ........................... 10.14-10.15 METERING SECTION (3D CAM) .................... 10.16 FUEL CONTROL SYSTEM.............................. 10.17 COMPRESSOR DELIVERY AIR LINES .......... 10.18 P3 AIR FILTER ELEMENT............................... 10.19 FLOW DIVIDER WITH DUMP VALVE.............. 10.20-10.21 FLOW DIVIDER WITH PURGE VALVE ........... 10.22-10.23 FLOW DIVIDER WITH DUMP VALVE.............. 10.20-10.21 TRAINING USE ONLY TABLE OF CONTENT VI P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TABLE OF CONTENT (CONT’D) FLOW DIVIDER WITH PURGE VALVE ............10.22-10.23 SIMPLEX FUEL NOZZLES...............................10.24-10.25 DUPLEX FUEL NOZZLES................................10.26-10.27 FUEL CONTROL UNIT MANUAL OVERRIDE .10.28 FCU MANUAL OVERRIDE ...............................10.29 POWER RECOVERY SYSTEM........................10.30-10.31 OVERTORQUE LIMITER..................................10.32-10.33 FUEL CONTROL UNIT ADJUSTMENT............10.34-10.35 FUEL SYSTEM TROUBLESHOOTING SUMMARY...................10.36 CHAPTER 11- PROPELLER SYSTEM............11.1-11.3 PITCH CHANGE MECHANISM........................11.4-11.5 PROPELLER GOVERNOR GOVERNING MODE ........................................11.6-11.7 PROPELLER GOVERNOR...............................11.8 BETA MODE (FORWARD OPERATION)..........11.9 PROPELLER GOVERNOR...............................11.10-11.12 BETA MODE (REVERSE OPERATION)...........11.13 PROPELLER FEATHERING.............................11.14-11.15 NF GOVERNOR ...............................................11.16-11.17 PROPELLER OVERSPEED GOVERNOR .......11.18-11.19 PROPELLER GOVERNOR ADJUSTMENTS ...............................................11.21-11.23 PRIMARY BLADE ANGLE (PBA) CHECK........11.24 PRIMARY BLADE ANGLE CHART ..................11.25 PROPELLER SYSTEM TROUBLESHOOTING11.26 HOT SECTION TOOLS.................................... 12.8-12.9 CT TIP CLEARANCE MEASUREMENT.......... 12.10 HOT SECTION INSPECTION (CONT’D)......... 12.12 CT BLADE SULPHIDATION ............................ 12.13 HOT SECTION INSPECTION (CONT’D)......... 12.14-12.19 CHAPTER 13 - RIGGING ................................ .13.1 BASIC ENGINE RIGGING ............................... 13.2 REAR LINKAGE RIGGING .............................. 13.3 WOODWARD FUEL CONTROL RIGGING...... 13.4 REAR LINKAGE (WOODWARD) ..................... 13.5 FRONT LINKAGE RIGGING............................ 13.6 FRONT LINKAGE ............................................ 13.7 FUEL CONDITION LEVER .............................. 13.8 FUEL & PROPELLER LEVER RIGGING......... 13.9 POST RUN UP ADJUSTMENTS ..................... 13.10-13.11 TWIN ENGINE RIGGING TROUBLESHOOTING ..................................... 13.12 POST RUN-UP ADJUSTMENTS (TWIN ENGINE)............................................... 13.13 CHAPTER 12 - MAINTENANCE PRACTICES.12.1 PERIODIC INSPECTION..................................12.2-12.3 HOT SECTION INSPECTION ..........................12.4 BORESCOPE INSPECTION ............................12.6 GUIDE TUBE ORIENTATION ...........................12.7 PT6A-60 SERIES TRAINING USE ONLY TABLE OF CONTENT VII P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BLANK PAGE PT6A-60 SERIES TRAINING USE ONLY TABLE OF CONTENT VIII P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INTRODUCTION INTRODUCTION PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INTRODUCTION IX SCOPE This training guide contains information pertaining to the description, operation, maintenance and troubleshooting of the PT6A-52 /60A / 60AG / 61 / 64 / 65AG / 65AR / 65B / 65R / 66 / 66A / 66B / 66D / 67 / 67A / 67AF / 67AG / 67AF / 67AR / 67B / 67D / 67F / 67P /67R engines. This training guide is intended for training use only and includes cross section drawings, schematics and text. A basic understanding of jet engine principle would be an asset. This guide may be used for Line Maintenance or Heavy Maintenance training. PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INTRODUCTION X ABBREVIATIONS AG AGB AMM BOV CCW CW CSU CT ECTM ESHP FCU FI FOD GI HSI IAS IBR ISA ITT MM MOP MOT Nf Ng Np OAT OSG P0 P1 P2 P2.5 P3 Agricultural Accessory Gearbox Airframe Maintenance Manual Bleed Off Valve Counterclockwise Clockwise Constant Speed Unit (Prop Governor) Compressor Turbine Engine Condition Trend Monitoring Equivalent Shaft Horsepower Fuel Control Unit Flight Idle (High Idle) Foreign Object Damage Ground Idle (Low Idle) Hot Section Inspection Indicated Air Speed Integrally Bladed Rotor International Standard Atmosphere Interturbine Temperature (T5) Maintenance Manual Main Oil Pressure Main Oil Temperature Free Turbine Speed Gas Generator Speed (N1) Propeller Speed (N2) Outside Air Temperature Overspeed Governor Bypass Fuel Pressure Fuel Pump Delivery Pressure Metered Fuel Pressure Compressor (axial stage) discharge pressure (station 2.5) Compressor Discharge Pressure (Station 3) PT6A-60 SERIES Palt Pamb PBA PLA PPH PSI PSIA PSID PSIG PT Px Py RGB S/N SB SIL SFC SHP T/O T5 TBO Tq Wa Wf Pressure Altitude Ambient Air Pressure Primary Blade Angle Power Lever Angle Pounds Per Hour Pounds Per Square Inch Pounds Per Square Inch Absolute Pounds Per Square Inch Differential Pounds Per Square Inch Gage Power Turbine Modified P3, After A Restrictor Modified Px, After A Restrictor Reduction Gearbox Serial Number Service Bulletin Service Information Letter Specific Fuel Consumption Shaft Horsepower Take-Off Temperature At Station 5 (ITT) Time Between Overhaul Torque Air Mass Flow Fuel Flow Bold highlights indicate engine parameters TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INTRODUCTION XI ENGINES COVERED IN THIS MANUAL Engine Model SHP Weight (Lbs) Certification Date Aircraft PT6A-52 850 430 April 2007 Blackhawk B200GT PT6A-60A 1050 475 May 1983 Beech KA 300/350 PT6A-60AG 1050 500 May 1995 Air Tractor AT-602, Ayres PT6A-61 850 429 March 1983 Piper Cheyenne IIIA PT6A-64 700 472 April 1990 Socata TBM 700 PT6A-65B 1100 495 December 1992 Beech 1900 C PT6A-65R 1376 496 August 1982 Shorts 360 PT6A-65AG 1300 501 March 1985 Air Tractor AT-602, Ayers Turbo Thrush PT6A-65AR 1424 501 January 1984 Shorts 360 PT6A-66 850 469 & 483 July 1986 Piaggio Avanti PT6A-66A 850 456 December 2003 AeroVodochody Ae 270HP PT6A-66B 850 460 March 2006 Piaggio Avanti II PT6A-66D 850 458 November 2005 TBM 850 PT6A-67 1200 520 November 1986 Beech Starship PT6A-67A 1200 520 January 1988 Beech Starship PT6A-67AG 1350 525 July 1998 Air Tractor AT-802AF PT6A-67AF 1424 552 November 1987 Conair IMP S-2 PT6A-67B 1200 538 October 1990 Pilatus PC-12 PT6A-67D 1279 534 December 1991 Beech 1900 D PT6A-67F 1600 550 June 2007 Air Tractor AT-1002 PT6A-67P 1200 550 September 2007 Pilatus PC12 Next Generation PT6A-67R, A-67AR 1424 534 December 1991 Shorts 360, DC-3 (Conversion) PT6A-67T 1400 535 November 2000 DHC-4A (Conversion) PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INTRODUCTION XII PT6 GENERAL NOTES Initial Design ................................................... 1958 First Production Engine (PT6A-6, 550 SHP)... 1963 Engines Delivered........................................... 42338* Hours Accumulated......................................... 316 000 000* Certified Aircraft Applications.......................... 128 Different Operators ......................................... 6724 Different Countries .......................................... 171 * Numbers Current as of December 2006 The Birth Of Pratt & Whitney Canada: In June 1927 a Wright-powered Vedette flying boat crashed in a northern Quebec lake . The RCAF purchased the seaplane from the estate of the deceased pilot and installed the engine on a Douglas seaplane . The performance of the engine led to an order for additional powerplants , with the proviso that a Canadian facility be established to service the U.S. produced engines . PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INTRODUCTION XIII MAJOR ENGINE DIFFERENCES The PT6A Engines Covered In This Manual Are Divided In 4 Groups: - PT6A-52, 60A, 60AG, 61 PT6A-65B, A-65R, A-65AR, A-65AG PT6A-67, A-67A, A-67AF, A-64, A-66/A/B/D PT6A-67AG, A-67B, A-67D, A-67F and A-67P Group 1: PT6A-52, A-60A, A-60AG, and A-61 PT6A-52: Similar to A-61 with higher ITT at take-off PT6-A60A: Reference model. Derived from PT6A-42 with A-45 type RGB (long RGB). PT6A-60AG: Agricultural version of A-60A. Manual override system on the fuel control unit. (long RGB). PT6A-61: Mechanically similar to A-60 with A-41 type RGB (short RGB). Group 2: PT6A-65B, A-65R, A-65AR and A-65AG PT6A-65R: Reference model. Similar to the PT6A-45R except for increased compressor airflow and pressure ratio (additional compressor stage). Automatic power recovery system on the fuel control unit. PT6A-65B: Similar to A-65R, no automatic power recovery system on the fuel control unit. PT6A-65AR: Similar to A-65R, new fuel control unit, longer compressor turbine blades for 4% increase in thermodynamic power. PT6A-65AG: Hardware derivative of A-65B. Engine ratings similar to A-65AR. No automatic power recovery system but a manual override system on the fuel control unit (if PT6A-60 SERIES equipped and connected) Group 3: PT6A-67, A-67A, A-67R, A-67AF, A-64, and A-66/A/B/D The A-67 engines differ from the A-65 in the following manner: - Large compressor diameter for increased mass flow - Improved compressor turbine blades design - Modified compressor turbine vane ring and shroud segments - Redesigned power turbines - Light weight magnesium inlet case instead of aluminum - Light weight magnesium reduction gearbox case instead of aluminum for A-67 and A-67A - Reinforced reduction gearbox and bearing for A-67R and A-67AF) - Six engine mount pads instead of four - Improved fuel control unit design - Larger diameter propeller shaft flange - Electronic oil level indicator - Oil tank with oil level sight glass PT6A-67: Reference model. Derivative of A-65B with 10% increased flow and redesigned turbine. PT6A-67A:Mechanically identical to the A-67 but 5% increase in increase cruise rating. Pusher application. PT6A-67R:Mechanically similar to A-67A. Automatic power recovery system on the fuel control unit. Exhaust duct rotated 30º (Shorts only). PT6A-67AF:Derivative of A-67R with the automatic power recovery system blanked off. TRAINING USE ONLY INTRODUCTION XIV P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface MAJOR ENGINE DIFFERENCES (CONTINUED) Group 3: (continued) PT6A-66/B: Mechanically similar to A-67 with reduction gearbox capable of standard or reverse rotation (A-61 derivative, 2000 rpm). Flat rated at 850 SHP. Pusher application. PT6A-66D:Silimar to A-66. Single engine application. Flat rated to 850 shp. Manual override. PT6A-64: Mechanically similar to A-66 with A-61 reduction gearbox (2000 rpm). Manual override on the fuel control unit and a torque limiter on the reduction gearbox. Flat rated to 700 SHP. Single engine application. PT6A-66A: Mechanically similar to A-64 with A-64 reduction gearbox, A-66 propeller governor unit and A-67AG fuel control unit (manual override). Flat rated at 850 SHP. Single engine application. PT6A-60 SERIES Group 4: PT6A-67AG, A-67B, A-67D, A-67F and A-67P. The engines from this group include the following design modifications for increase power ratings: - Airflow increased through fine-tuning of the compressor blade airfoil. - Redesigned compressor turbines blades - Improved cooling of the compressor turbine vane ring - Compressible seals in the hot section ("W" and "C" seals) - Redesigned no. 1 bearing area - Redesigned reduction gearbox to withstand higher torque - P3 air seal on flange "C" - Exhaust case structurally strengthened PT6A-67AG: Agricultural version of the A-67R. Manual override on the fuel control unit. PT6A-67B: Mechanically similar to A-67A with increased capacity reduction gearbox. Single engine application. Manual override on fuel control unit, fixed speed propeller governor. Manual propeller overspeed governor reset/test function. Improved durability hot section. PT6A-67D: Mechanically similar to A-67B with A-67R reduction gearbox (lighter) and A-67 fuel control unit. PT6A-67F: Similar to A-67AG with higher take-off power and cruise rating. PT6A-67P: Similar to A-67B with faster climb and higher cruise speed, A-67A compressor and AGB backup generator pad. TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INTRODUCTION XV P&WC PUBLICATIONS Pratt and Whitney Canada publish various documents and manuals to support all the engines in service. This is a brief description of the documents: Training Manuals Training guides are published by the Customer Training Centre to assist the instructors in class. Illustrated Parts Catalog (IPC) Publication Price List Contain all part numbers and parts history information along with identifying drawings for an engine series. To be used for ordering parts. Maintenance Manual (MM) The manual defines all the line and heavy maintenance tasks that can be done on the engine as well as various tests and adjustments. Service Bulletin (SB) Service bulletins are published to introduce new parts and modify existing parts to improve the product. - 13XXX series is used for the PT6A-52 / 60A / -61 / -65. -14XXX series is used for the PT6A-64 / -66 / -67. The publication price list contains the prices of all P&WC publications and training material available to customers. For more information on Pratt & Whitney Canada publications contact: Supervisor, Publications Distribution 1000 Marie Victorin Longueuil, Quebec Canada J4G 1A1 Telephone: 1-450-647-2705 Fax: 1-450-647-2702 E-mail: Publications@pwc.ca Service Information Letter (SIL) Service information letters are produced by Customer Support to inform all operators on new techniques, new products and other general information. They are usually valid for a 1 year period. PT6A-60 SERIES TRAINING USE ONLY INTRODUCTION XVI P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PUBLICATION STANDARDS General: The engine manuals are published following the ATA 100 revision 15 The engine Maintenance Manual basic chapters and sections are: The engine illustrated parts catalogue (IPC) basic chapters and sections are: FRONT MATTER (TEMPORARY REVISION, SERVICE BULLETIN LIST) INTRODUCTION (TOOLS, CONSUMABLES) AIRWORTHINESS LIMITATIONS (LIFE LIMITED PARTS) 61 - 20 PROPELLER GOVERNING 70 - 00 STANDARD PRACTICES 71 - 00 POWER PLANT 72 - 00 ENGINE (GENERAL) 72 - 10 REDUCTION GEARBOX 72 - 20 AIR INLET SECTION 72 - 30 COMPRESSOR SECTION 72 - 40 COMBUSTION SECTION 72 - 50 TURBINE SECTION 72 - 60 ACCESSORY GEARBOX 73 - 00 ENGINE FUEL AND CONTROL 74 - 00 IGNITION SYSTEM 75 - 00 AIR SYSTEM 76 - 00 ENGINE CONTROLS 77 - 00 ENGINE INDICATING SYSTEM 79 - 00 OIL SYSTEM 61 - 20 72 - 00 72 - 10 72 - 20 72 - 30 72 - 40 72 - 50 72 - 60 73 - 10 73 - 20 74 - 10 74 - 20 75 - 30 76 - 10 77 - 20 79 - 20 PT6A-60 SERIES PROPELLER GOVERNING ENGINE (SHIPPING) REDUCTION GEARBOX AIR INLET COMPRESSOR SECTION COMBUSTION SECTION TURBINE SECTION ACCESSORY GEARBOX ENGINE FUEL and CONTROL FUEL CONTROLLING IGNITION IGNITION SYSTEM AIR ENGINE CONTROLS ENGINE INDICATING SYSTEM OIL SYSTEM Example: A basic chapter identified as: 72-40-01 72 Indicates the engine chapter 40 Indicates the combustion section 01 Indicates the combustion chamber liner TRAINING USE ONLY INTRODUCTION XVII P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PUBLICATION STANDARDS (CON’T) Page blocks: The page block numbers of each chapter are used to separate the subjects within the manual for ease of reference. The standard page blocks are as follows: CHAPTER APPLICABILITY Description and Operation Pages 61-20 1 to 99 X Fault isolation 101 to 199 Maintenance Practices 201 to 299 Servicing 301 to 399 Removal/Installation 401 to 499 Adjustment/Test 501 to 599 Inspection/Check 601 to 699 Cleaning/Painting 701 to 799 Approved Repairs 801 to 899 70-00 71-00 72-00 All others X X X X X X X X X X X X X X X X X Example: In chapter 73-10-05, page 201, you will find the maintenance practices for the fuel manifold and nozzles. PT6A-60 SERIES TRAINING USE ONLY INTRODUCTION XVIII P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface SERVICE BULLETIN COMPLIANCE CODES Category 1 Do before the next flight. Category 2 Do the first time the aircraft is at a line station or maintenance base that can do the procedure. Category 3 Do before xxx hours or xxx cycles. This Category may be expanded as required, to specify a minimum and/or a maximum and/or repetitive interval/inspection. Category 4 Do this SB the first time the engine or module is at a maintenance base that can do the procedures, regardless of the scheduled maintenance action or reason for engine removal. Category 5 Do this SB when the engine is disassembled and access is available to the necessary sub-assemblies. Do all spare part assemblies. Category 6 Do this SB when the sub-assembly is disassembled and access is available to necessary part. Category 7 Do this SB when the supply of superseded parts is fully used. Category 8 Do this SB if the operator thinks the change is necessary because of what he knows of the parts history. Category 9 Spare parts information only. Old and new parts are directly interchangeable and operators can mix old and new parts. Category 10 For information purposes only. Category CSU Used to evaluate new parts before final introduction in commercial service. Operators who participate should include this SB at the next maintenance or overhaul of the engine. PT6A-60 SERIES TRAINING USE ONLY INTRODUCTION XIX P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BLANK PAGE PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INTRODUCTION XX ENGINE OVERVIEW ENGINE OVERVIEW PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.1 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PT6A-61 RIGHT FRONT VIEW PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.2 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PT6A-64 LEFT FRONT VIEW PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.3 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PT6A-60 RIGHT FRONT VIEW PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.4 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PT6A-67 LEFT VIEW PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.5 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface MAJOR ASSEMBLIES AND FLANGES (POWER SECTION MODULE) B C A EXHAUST DUCT POWER TURBINE HOUSING D POWER TURBINE SHAFT HOUSING REDUCTION GEARBOX BUS BAR POWER SECTION PT6A-60 SERIES 2ND STAGE POWER TURBINE 2ND STAGE VANE RING TRAINING USE ONLY 1ST STAGE VANE RING 1ST STAGE POWER TURBINE ENGINE OVERVIEW 1.6 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface MAJOR ASSEMBLIES & FLANGES (GAS GENERATOR MODULE) G F C E DIAPHRAGM COMPRESSOR ASSEMBLY INLET CASE GAS GENERATOR CASE COMPRESSOR TURBINE PT6A-60 SERIES COMPRESSOR TURBINE VANE RING COMBUSTION CHAMBER ACCESSORY GEARBOX COVER GAS GENERATOR SECTION TRAINING USE ONLY ENGINE OVERVIEW 1.7 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FEATURES Modules: - Gas Generator - Power Section Reduction Gearbox: - 2 stage planetary reduction - Built-in hydro-mechanical torque measurement system. - Reduce the power turbine speed to a speed suitable for propeller operation. Main Components: Accessory Gearbox: - Driven by the compressor - Provide drives for engine and aircraft accessories Compressor: - 3 or 4 axial stages plus 1 centrifugal impeller. - Provides the necessary air mass flow at the required pressure to sustain combustion and cool hot section components. Combustion Chamber: - Annular type - Reverse flow (shortens engine) - Provides an area for combustion of the air-fuel mixture Compressor Turbine: - Single stage (CCW rotation) - Recuperate power to drive the compressor Engine Control System: - Variable speed propeller - Reverse thrust capability - Hydro-pneumatic fuel control unit - Fuel control with manual override * - Reserve power capability * - Two or Three lever power management * - Torque limiting device * * Applicable to certain models only. References: Rated power................................. 700 to 1650 SHP Max. air mass flow ....................... 10.22 to 11.21 lbs./sec Max. compressor P/R................... 9:1 to 12:1 Specific fuel consumption ............ .509 to .680 LB/ESHP/hr Power Turbines: - 2 stage turbine (CW rotation) - Independent from the compressor turbine (free turbine) - Extract energy to turn the propeller PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.8 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.9 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface GENERAL TURBOPROP OPERATION The PT6 is a lightweight turbine engine driving a propeller via a two-stage reduction gearbox. Two major rotating assemblies compose the heart of the engine. The first is the compressor and the compressor turbine (compressor section) and secondly, the two power turbines and the power turbine shaft (power section). The two rotors are not connected and rotate at different speeds and in opposite directions. This design is referred to as a "Free Turbine Engine” and has certain advantages: - The hot expanding gases accelerate through the compressor turbine vane ring and cause the compressor turbine to rotate (which rotates the compressor (approx. 39,000 rpm)). The expanding gases travel across the 1st and 2nd stage power turbines which provides rotational energy to drive the propeller shaft. The reduction gearbox reduces the power turbine speed (30,000 rpm approx.) to one suitable for propeller operation (1700/2000 rpm). Gases leaving the power turbines are expelled to the atmosphere by the exhaust duct. Np independent of Ng. Lower Starter cranking torque Modular design concept On-wing maintenance (Hot Section Inspection.) Engine shutdown is accomplished by shutting off fuel going to the combustion chamber. The compressor draws air into the engine via an annular plenum chamber (inlet case), air pressure increases across 3 or 4 axial stages and one centrifugal stage and is then directed to the combustion chamber. An integral oil tank located in the rear section of the inlet case and the accessory gearbox provides oil to bearings and other various systems, such as propeller and torque systems. Air enters the combustion chamber via small holes. At the correct compressor speed, fuel is introduced into the combustion chamber via 14 fuel nozzles. Two spark igniters located in the combustion chamber ignite the mixture. The hot gases generated by the combustion are then directed to the turbine area. A Woodward Governor Co. fuel control unit mounted on the accessory gearbox regulates fuel flow to the fuel nozzles in response to power requirements and flight conditions. At this point, ignition is turned off since a continuous flame now exists in the combustion chamber. PT6A-60 SERIES The propeller governor mounted on the reduction gearbox, controls the speed of the propeller by varying blade angle, depending on power requirements, pilot speed selection and flight conditions. TRAINING USE ONLY ENGINE OVERVIEW 1.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TURBOPROP ENGINE COMPRESSOR TURBINE 2 ND STAGE REDUCTION GEAR 1 ST STAGE REDUCTION GEAR POWER TURBINES ACCESSORY GEARBOX COMPRESSOR PROPELLER SHAFT PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.11 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface MAIN ENGINE BEARINGS Function: To support major rotating assemblies and minimize friction. Ball Bearings: Support axial and radial loads. Roller Bearings: Support radial load only and allows for thermal expansion. Rotating Assemblies And Their Supporting Bearings: Propeller Shaft Power Turbine Compressor No 5: roller No 3: roller No 1: ball No 6: ball No 4: ball No 2: roller Operation: - The ball bearings withstand the following thrusts: - No. 1 bearing: Compressor thrust (rearward) - No. 4 bearing: Power turbine thrust (forward) - No. 6 bearing: Propeller thrust (forward) - Bearing nos. 2, 3, 5 and 7 are roller bearings - They support radial loading and permit axial rotor movement caused by thermal expansion - Bearings are pressure lubricated and cavities are drained by scavenge pumps - No. 1 bearing is gravity drained Maintenance: - None at field level - Inspect oil filter, chip detector - Keep oil pressure within tolerances No 7: roller Note: Smaller Reduction Gearboxes (PT6A-52/-60/-61/-64 and -66) do not require a No. 7 bearing. PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.12 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BEARINGS 7 6 5 A-60 A-65 A-67 A-52 A-61 A-64 A-66 6 PT6A-60 SERIES 5 4 3 TRAINING USE ONLY 2 1 ENGINE OVERVIEW 1.13 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface STATIONS 7 6 5 4 3 2.5 1 2 1 - AIR INTAKE 2 - COMPRESSOR INLET 2.5 - COMPRESSOR INTERSTAGE 3 - COMPRESSOR DISCHARGE PRESSURE 4 - COMPRESSOR TURBINE INLET 5 - INTERTURBINE 6 - TURBINE EXHAUST 7 - EXHAUST OUTLET PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.14 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface STATIONS PRESS PSIA TEMP C O 1100 150 140 1000 900 130 120 110 100 90 80 70 60 50 40 30 20 10 0 800 700 600 500 400 300 200 100 1 2 P2.5 P3 NOTE: PRESSURES AND TEMPERATURES LISTED ARE TAKEN AT TAKEOFF POWER, STANDARD DAY FOR A PT6A-65 ENGINE PT6A-60 SERIES T4 T5 6 7 TEMPERATURE PRESSURE TRAINING USE ONLY ENGINE OVERVIEW 1.15 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ENGINE EXTERNAL COMPONENTS 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. Reversing Cable T5 Harness T1 Trim Resistor (Trim Stick) Decal Patents Designation Cam Box (Reversing) Oil Return From Airframe Cooler Overboard Breather Discharge Oil Dipstick - (Electrical A-67B) Starter/Generator Pad Fuel Control Unit Oil To Airframe Cooler Fuel Pump Oil To Fuel Heater Oil Pressure Tapping P3 Air Filter Oil Filter Cover P3 Air Delivery Tube To Fuel Control Unit Bleed Valve Main Oil Pressure Line Propeller Tach-Generator Pad Data Plate Gas-Generator (Engine) Plate Instructions, Gas Generator PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.16 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface EXTERNAL COMPONENTS 5 1 2 3 4 6 8 7 9 20 10 19 18 21 22 11 16 15 12 PT6A-60 SERIES 17 13 14 TRAINING USE ONLY ENGINE OVERVIEW 1.17 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ENGINE EXTERNAL COMPONENTS 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. Inlet Screen P2.5 Cabin Bleed Fireseal - Front Fuel Nozzle Adapter Py Air Line Data Plate - Power Section Propeller Governor (CSU) Propeller Shaft Propeller Overspeed Governor Pad Torque Oil Pressure Port Chip Detector Igniter Plug Engine Mount Pad P3 Cabin Bleed Port Oil Scavenge Tubes Ignition Cables Exciter Box Wash Spray Ring Oil Level Sightglass Rear Fireseal Oil From Airframe Cooler PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.18 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface EXTERNAL COMPONENTS 3 5 7 6 2 4 1 21 8 20 19 18 17 16 14 9 15 10 12 13 11 PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.19 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BLANK PAGE PT6A-60 SERIES TRAINING USE ONLY ENGINE OVERVIEW 1.20 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR SECTION COMPRESSOR SECTION PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.1 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR SECTION Function: - Supplies the required mass of air at the right pressure to the combustion chamber and all the supporting systems - Transmits the rotational energy from the compressor turbine to drive the accessories mounted on the accessory gearbox Subjects Covered: - Inertial separator (airframe) - Inlet case - Compressor assembly - Bleed valve - Pre-swirl system (jet flap piccolo inlet) - Gas generator case - Cold section cleaning Compressor Air Is Used For The Following: - Sustain combustion in order to produce the energy required to drive the compressor and the power section (propeller) - Provide cooling air for hot section components - Provide air to seal bearing cavities - Assist in the operation of the fuel control unit - Controls bleed valve operation - Provides heating and pressurization for cabin use - De-ice various airframe components Operation: The compressor draws air into the engine and compresses it before delivery to the combustion chamber area. PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.2 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR SECTION BLEED VALVE INLET CASE COMPRESSOR GAS GENERATOR PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.3 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INERTIAL SEPARATOR (AIRFRAME) Function: Protects the engine from ingesting foreign objects such as stones, ice, sand, snow, rain, etc. Operation: When carrying-out a performance check, always assure that the inertial separator doors are in the CLOSED position. Inertial separator doors left in the open position will cause an increase in Ng, ITT and Wf which could be interpreted as a deteriorated compressor. Deployment of the inertial separator to the bypass (icing) position forces air in the nacelle to execute a sharp turn before entering the engine. Water droplets, ice crystals or snow, because of their inertia, tend to maintain their original high velocity path and are discharged overboard through the separator bypass duct. Note: The inertial separator is an airframe-supplied item. Not using the inertial separator in icing conditions could result in costly damage to the compressor blades. Ensure separator operates freely. Erratic movement of the separator vane may cause engine parameter fluctuation. For specific maintenance action, refer to the Airframe Maintenance Manual. PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.4 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INERTIAL SEPARATOR (TYPICAL) BYPASS (ICING) POSITION NORMAL POSITION PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.5 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR INLET CASE Function: - Directs air into the compressor - Support no. 1 bearing - Forms the oil tank - Piccolo holes in hollow struts generate pre-swirl - Sight glass on left side of case allows for quick oil level check (not on A-60/61/65) - Inlet screen (1/4 inch mesh) prevents objects from entering the compressor Maintenance: - Inspect inlet screen for damage and cleanliness. Wire mesh damage is not acceptable - Inspect inlet screen rubber sealing rims for damage - Inspect inlet case for cracks in the strut area - Cracks are not acceptable on Inlet Case Construction: - One piece magnesium casting - External surfaces painted with epoxy paint Operation: The annular configuration of the PT6 inlet case facilitates the protection against Foreign Object Damage (FOD). Because the compressor rotor intake is not in line with the flight path, the incoming air makes a sharp turn before entering the inlet case. This configuration is combined with the inertial separator for maximum protection against FOD. Piccolo holes in the inlet case strut change the direction of incoming air at the face of the compressor rotor. Inlet case strut anti-icing is provided by heat conduction from the oil contained in the tank. PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.6 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INLET CASE OIL TANK VENT AND PRESSURIZING VALVE FOR WAR D OIL RETURN FROM COOLER PICOLLO HOLES OIL TO AGB OIL FILTER HOUSING LOCATION INLET SCREEN OIL FROM THERMOSTATIC AND BYPASS VALVE AIR INLET OIL LEVEL SIGHT GLASS NO.1 BEARING SCAVENGE PT6A-60 SERIES OIL TANK DRAIN OIL TANK TRAINING USE ONLY NO.2 BEARING SCAVENGE RETURN COMPRESSOR SECTION 2.7 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR Function: - Provides the combustion chamber with the correct airflow at the required pressure - The number 1 bearing supports the rear end of the compressor - The flexible housing transforms compressor vibrations Construction: A-52/60/61: - Three axial rotors and a centrifugal impeller - Early engines used assembly of disks and blades for all 3 axial stages - SB 13093, introduces integral bladed rotor (IBR) on 1st. stage only A-65’s: - Four axial (blade & hub) rotors and a centrifugal impeller. - SB 13017 Introduces 1st stage IBR. - SB 13140 Introduces 4 stages of IBR’s. A-64. 66 & 67: - Four IBR type axial rotors and a centrifugal impeller Stator vanes are mounted after each axial rotor. Rotating components are made of titanium and are held in place with tie rods that extend through the compressor stages. Maximum compressor speed 39,000 rpm (104%). PT6A-60 SERIES Compression Ratios: 52, 60A,61 9.0 64, 65, 66, 67 12.1 Operation: Axial stage accelerates the air, which is then decelerated through divergent stator vanes, thus increasing the air pressure. The same process is repeated throughout all the compressor stages. The dynamic pressure (air velocity) generated by the centrifugal impeller speed is transformed into static pressure by the diffuser pipes divergent shape which reduces the air speed and increases the compressor discharge pressure (P3). Nos. 1 and 2 bearings support the compressor rotor. The IBR root forms the inner gas path profile; the stator vanes form the outer gas path wall. The no. 1 bearing is supported by the compressor inlet case via a flexible housing. Compressor unbalance caused by normal engine wear produces vibrations that are transformed by the number 1 bearing flexible housing, reducing vibrations transmitted to the engine mounts and aircraft. Maintenance: - Check first stage blades for FOD every time the inlet screen is removed - Blending is recommended to prevent cracks from developing on the leading edge of the blades - Refer to the Engine Maintenance Manual for acceptable blade damage and blending limits - Do compressor Wash at regular intervals TRAINING USE ONLY COMPRESSOR SECTION 2.8 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR BLEED VALVE NO. 2 BRG. CENTRIFUGAL IMPELLER AXIAL STAGES PICCOLO HOLES NO. 1 BRG. NO. 1 BRG. FLEXIBLE HOUSING GAS GENERATOR CASE PT6A-60 SERIES INLET CASE TRAINING USE ONLY COMPRESSOR SECTION 2.9 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR WASH Function: - Remove salt and dirt deposits from the compressor gas path - Promote parts life and reduce potential overhaul costs Special Procedure: - If isopropyl alcohol or kerosene was used in the cleaning solution perform a dry motoring run before starting the engine to avoid a hot start. Type Of Washes: - Desalination wash - Performance recovery wash - Ref. M/M 71-00-00 Method: - Motoring wash - Refer to the Engine Maintenance Manual for washing mixtures preparation and procedures Prior To Washing, Make Sure That: - 40 minutes minimum cooling period - P3 line going to the FCU is removed* - Cabin bleed is off - No power extraction - Follow starter limitations - Ensure removal of exhaust duct drain plug if installed * Not applicable if post SB 13175/14054 (P3 filter bowl drain valve) PT6A-60 SERIES After Wash Procedure: - Reconnect P3 line to the FCU Desalination Wash: - Recommended when operating in a salt laden atmosphere - Use drinking water with low mineral content - De-mineralized water is recommended Performance Recovery Wash: - Recommended every 100 - 200 hr based on the flying environment - Water based detergents are used to remove stubborn dirt deposits which cannot be removed using water only - Solution is injected into the compressor using the wash ring mounted over the inlet screen - At OAT below 2 °C (36 °F), isopropyl alcohol must be added to the water to prevent freezing - Allow 15-20 minute soaking period - Perform two rinse cycles (water) TRAINING USE ONLY COMPRESSOR SECTION 2.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR WASH COMPRESSOR WASH RING SHUTOFF VALVE PRESS. GAGE REGULATED AIR PRESSURE PRESS. GAGE CLEANING SOLUTION SPRAY RING WATER SHUTOFF VALVE SPRAY RING REGULATED AIR PRESSURE WATER DESALINATION SYSTEM PT6A-60 SERIES PERFORMANCE RECOVERY SYSTEM TRAINING USE ONLY COMPRESSOR SECTION 2.11 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR BLEED VALVE (64/65/66/67) Function: Prevents compressor stall at low Ng. Construction: - Non-flowing type - A piston slides on a guide pin inside a housing - Seal rings on the piston minimize Px leak - A classified seat controls the closing point (Ng) of the bleed valve Px pressure depends on the restriction at the outlet of the cavity where it is drawn. This restriction is controlled by the inside diameter of the compressor turbine stator air seal (baffle). SB14117 introduces a classified stator air seal on certain engine models to improve control of Px pressure. Some late A-65 models also incorporate a classified stator air seal. ( SB 13108 & SB 13311 ) Operation: The surface area on which P2.5 pushes depends on the inside diameter of the bleed valve classified seat. Different classes of seats are available for bleed valve closing point adjustment. Two forces act on the bleed valve piston. Px air pressure pushes to close the bleed valve and P2.5 air pressure, from the inter-stage compressor area, pushes to open it. Px is derived from P3 air. P3 passes through a restriction when it flows between the no. 2 bearing housing and the no. 2 bearing cover. At low power setting, Px is lower than P2.5 keeping the bleed valve open. In this position, P2.5 air is directed into the plenum chamber and into the inlet case struts. Maintenance: - Check for evidence of air losses at sealing faces and mating surface - Check valve seat/piston for damage - Check free movement of piston - Bleed valve closing point - Retain classified seat when replacing bleed valve When the compressor speed increases, Px rises faster than P2.5, thus increasing the pressure acting on top of the piston to gradually close it. The speed (Ng) at which the valve closes is a function of 2 variables. One is the Px pressure and the second is the surface area on which P2.5 air pressure is pushing on the piston. PT6A-60 SERIES The piston can fall out of the BOV assembly when the classified seat is removed TRAINING USE ONLY COMPRESSOR SECTION 2.12 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR BLEED VALVE (64/65/66/67) SEAL RING RETAINING RING DETAIL A GUIDE PIN BLEED VALVE COVER A PX PX PISTON SEAL RING VALVE SEAT RETAINING RING BLEED VALVE HOUSING CLASSIFIED VALVE SEAT SEAL RING PX (P3) PISTON PT6A-60 SERIES TRAINING USE ONLY P2.5 COMPRESSOR SECTION 2.13 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR BLEED VALVE (52/60/61) As Ng increases, P3 rises faster than P2.5, thus increasing the pressure acting on the piston to gradually close it. The speed (Ng) at which the valve closes is a function of the Primary and Convergent Divergent orifice sizes. A larger Primary orifice requires less Ng speed (less P3 pressure) to close the valve. Function: Prevents compressor stall at low Ng Description: Pressure operated piston sliding on a guide pin. Piston discharges P2.5 to atmosphere at low Ng. speed. A rolling diaphragm mounted on the valve piston prevents leakage between P2.5 and the Px chamber. Construction: - Flowing type - A piston slides on a guide pin inside a housing - A flexible diaphragm seals the piston - Calibrated orifices control the valve closing point (Ng) Maintenance: - Check for air losses at sealing faces and mating surfaces - Check that piston moves freely - Check seat or piston for damage - Pressure check - Clean orifices Pressure Check: Operation: To verify the integrity of the Bleed Valve diaphragm Two forces act on the bleed valve piston. Modified P3 air (Px) pressure pushes to close the valve and P2.5 air pressure, from the inter-stage compressor area, pushes to open it. Description: - Remove Bleed valve spring pin - Seal valve seat on a rubber sheet and secure in position - Remove two plugs on Bleed valves and install appropriate equipment as per M/M - Apply required pressure to valve and check that leakage is within limits P3 air flows through a primary metering orifice and is directed to the top of the piston and to atmosphere via a convergent divergent orifice. The bleed valve closing point occurs, during engine acceleration, when the pressure acting on the valve diaphragm (Px) is sufficient to overcome the compressor inter-stage pressure (P2.5). PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.14 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BLEED VALVE (52/60/61) CONTROL PRESSURE (Px) AMBIENT PRESSURE (Pa) COVER ROLLING DIAPHRAGM FINAL ORIFICE GUIDE PIN SHAFT PISTON Px Px PRIMARY ORIFICE DISCHARGE TO ATMOSPHERE PISTON DAMPER (SPRING LOADED) P3 SLEEVE DELIVERY AIR PASSAGE P3 PISTON SEAT P2.5 P2.5 CLOSED POSITION PT6A-60 SERIES OPEN POSITION TRAINING USE ONLY COMPRESSOR SECTION 2.15 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PRE-SWIRL SYSTEM Function: - Change the relative angle of attack of the air entering the compressor - Improve surge margin at low compressor speed Description: - Hollow inlet case struts with holes - Piccolo holes on most A-64/67 - Slotted holes combined with swing check valve and orifice A-52/60/61, A65AG,AR - Bleed valve - Bleed valve plenum chamber Operation: When the bleed valve opens, P2.5 air flows to the plenum chamber and to the inlet case hollow struts. The piccolo holes located on the inlet case struts produce P2.5 air jets that cause swirling of the incoming air before it enters the compressor. The swirl is turning in the same direction of the compressor, which makes it easier to draw in air thus increase compressor performance at low Ng. Swing Check Valve: Pre-SB13016 A-65 engines use an orifice and a swing check valve to relieve excess P2.5 air pressure when the compressor bleed valve opens. The swing check valve is on the left-hand side of the gas generator on A-65's, or on top of the bleed valve for A-52/60/61's. The swing check valve prevents air from entering the plenum chamber at high power after the bleed valve has closed. Inlet case with Piccolo holes can handle all the airflow without a swing check valve. Maintenance: - Check for proper operation of the bleed valve - Proper installation/sealing of the bleed valve PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.16 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PRE-SWIRL SYSTEM (PICCOLO HOLES) INLET SCREEN INLET AIR P 2.5 INTERSTAGE AIR PICCOLO HOLES NO. 1 BEARING PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.17 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.18 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PRE-SWIRL SYSTEM (52/60/61) (SLOTTED STRUTS) CASE HOLLOW STRUT TANGENTIAL FLOW (JET FLAP) INLET SCREEN SWING CHECK VALVE AIR INLET A65’s P 2.5 INTER-STAGE AIR COMPRESSOR BLEED VALVE BLEED AIR CASE ASSEMBLY P 2.5 P 2.5 FIRST - STAGE COMPRESSOR BLADE P 2.5 NO. 1 BRG. (REF) GAS GENERATOR CASE SWING CHECK VALVE A52/60/61 PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.19 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BLEED VALVE CLOSING POINT (65/67) Note: If closing point does not fall within the tolerance band, the following adjustments can be made. Function: To verify at what Ng speed the bleed valve closes. - Install higher class seat to raise Ng closing point - Install lower class seat to lower Ng closing point - Replace bleed valve if piston does not move freely Description: Use the pressure pick-up port located on the P2.5 cabin bleed adapter. Bleed Valve Closing Point (64/66): Operation: - The pick-up tube connects to a flexible hose in a container filled with water - Bubbles form when the bleed valve opens - Stabilize engine at ground idle - Increase Ng until bubbles stop forming - Record Ng speed (closing point) - Ensure closing point falls within tolerance band on MM graph PT6A-60 SERIES There is no closing point test for these models. TRAINING USE ONLY COMPRESSOR SECTION 2.20 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BLEED VALVE CLOSING POINT CHECK 37.5 96 95.1 GAS GENERATOR SPEED (Ng) % 94 NOTE: OPERATING ABOVE THE BAND IS ACCEPTABLE. 92 90 88 P N LE 86 85.55 UM P S RE SU RE − ZE RO OR NO B B UB LE S RUBBER TUBE NOTE: OPERATING BELOW THE BAND IS NOT RECOMMENDED, AS THIS MAY RESULT IN ENGINE STALL / SURGE DURING ACCELERATION / DECELERATION. 84.25 84 82 −30 −20 −10 0 10 20 30 40 OUTSIDE AIR TEMPERATURE ( C) o BUBBLER PT6A-60 SERIES TRAINING USE ONLY WATER COMPRESSOR SECTION 2.21 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BLEED VALVE CLOSING POINT (52/60A/61) Description: Closing Point Too HIGH (Ng) ->Install Larger Orifice: A different closing point test is required for these BOV’s because these engines are ‘flat rated’ so they can make more power at higher altitudes and temperatures. For this reason the BOV is open under most circumstances at low altitude and temperature (on the ground). The closing point is extrapolated in reference to a running condition taken as follows: - Remove P2.5 transfer tube from bleed air case and install adapter using suitable flexible tube. Connect to a digital pressure gauge. - Record Tam in degree °C, and Pam in In. Hg. - Start engine, let Ng stabilize at ground idle. - Slowly increase power until plenum pressure (PP) peaks, then starts falling. - Continue to accelerate engine to max. allowable power Ref. M/M. 71-00-00. - Let engine stabilize for 2 minutes, record Ng and PP - Shut down engine. - Calculate normalized Gas Generator speed and normalized plenum pressure as per M/M. 71-00-00 (Adjustment/Test) to determine the closing point as per the chart in the MM. - If closing point is above or below acceptable range replace the primary metering plug with next higher or lower class as required. PT6A-60 SERIES If plotted point is above acceptable range with existing class of metering plug, and falls below acceptable range with next higher class from existing plug, the Final Orifice (convergent/divergent) must be enlarged. Refer to M/M section 71-00-00 Adjustment/ Test TRAINING USE ONLY COMPRESSOR SECTION 2.22 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BLEED VALVE CLOSING POINT CHECK (52/60/61) CABIN BLEED AIR TRANSFER TUBE BOSS DIGITAL PRESSURE GAGE PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.23 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface GAS GENERATOR CASE Function: Operation: Houses and supports various engine components such as #2 brg, compressor assembly, engine mounts, diffuser pipes. The gas generator case houses the components necessary for the compression of air and combustion of the fuel/air mixture. The gas generator case contains P3 air pressure. The diffuser pipes change the high velocity (2000ft/sec) low pressure into low velocity (200ft/sec) and high pressure. They also turn the air flow 90° to direct the air to the Combustion Chamber. Tubes for oil pressure and scavenge to the number 2 bearing as well as tapping for P3 air for the operation of the bleed valve and fuel control unit are provided inside the gas generator case. Description: - Welded assembly of steel alloy machined parts and sheet metal - Diffused aluminized coating - 21 brazed diffuser pipes - Support for the compressor stator parts - Support for the no. 2 bearing - 14 bosses for fuel nozzles - 2 bosses for igniter plugs - 2 bosses for drain valves - 1 boss for P3 air (to FCU) - 1 P2.5 bleed port - 2 P3 bleed port (A-60/61/65 one) - Provision for 6 engine mounts (A-60/61/65 four) Two P3 operated drain valves located at the six o'clock position ensures fuel does not remain in the case after engine shutdown. PT6A-60 SERIES Maintenance: - Inspect for cracks and signs of P3 leaks. - Inspect engine mount threaded holes. - Inspect diffuser pipes for cracks etc. Note: The A67B & D models have studs instead of bolts to secure the nozzles TRAINING USE ONLY COMPRESSOR SECTION 2.24 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface GAS GENERATOR CASE / DIFFUSER AIR PRESSURE TUBE TO BLEED VALVE FLANGE "C" DIFFUSER PIPE NO. 2 BEARING. PRESSURE OIL TUBE P3 PRESSURE TUBE TO FUEL CONTROL NO. 2 BEARING SCAVENGE OIL TUBE STRAIGHTENING VANE PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.25 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COLD SECTION TROUBLESHOOTING Problem Symptoms At Constant Power Action Required Ng T5 Wf Restricted inlet screen up up up Clean and/or remove obstruction Dirty compressor up up up Perform compressor wash /revise schedule Damaged compressor blades up up up Blend blades as per Engine Maintenance Manual. Return to an approved overhaul facility if damage is beyond limit. Bleed valve stuck open or closing at too high Ng up up up Ensure P3 is not leaking between bleed valve and gas generator case. Replace bleed valve. P3 leaks same up up Check for external leaks on gas generator. Verify sealing surfaces in Hot section at next HSI. Check engine bleed system. Excessive loading of starter generator or other AGB mounted accessories. down up up Replace faulty starter Bleed valve closes too soon Compressor stalls during acceleration at altitude Replace faulty BOV. Re-check closing point. Bleed valve stuck closed Compressor stalls Replace bleed valve Note: Generally, compressor section problems cause Ng, T5 and Wf to increase. However, the above list of possible problems includes some that will make the engine react differently. PT6A-60 SERIES TRAINING USE ONLY COMPRESSOR SECTION 2.26 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMBUSTION & TURBINE COMBUSTION & TURBINE PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.1 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION Description: Produce and extract energy from the hot expanding gases to drive the compressor turbine, compressor and AGB accessories. At the same time, drive the power turbines / propeller to provide thrust for the aircraft. Components: - Combustion chamber - Compressor turbine vane ring - Compressor turbine - Power turbine housing - Power turbine vane rings - Power turbines - Exhaust duct Operation: The hot section of the engine is comprised of components down stream of the compressor. Hot expanding gases leaving the combustion chamber are directed towards the compressor turbine blades by the compressor turbine vane ring and drive the compressor. Gases then travel across the 1st stage power turbine vane ring and drive the 1st stage power turbine (and again across the 2nd stages). Turbine rotation is transmitted to the propeller via the power turbine shaft and the reduction gearbox. Gases leaving the power turbine are expelled to the atmosphere through the exhaust duct. The exhaust gases add some ‘jet thrust’ as a result of the airframe exhaust stubs. PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.2 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION AREA POWER TURBINES EXHAUST CASE SEALING SHROUD SEGMENT RING COMPRESSOR HOUSING TURBINE COMPRESSOR TURBINE VANE RING SHROUD LOCK SEGMENTS PLATE C.T. BAFFLE PT6A-60 SERIES POWER TURBINE STATOR HOUSING POWER TURBINE VANE RINGS NO. 2 BRG COVER TRAINING USE ONLY NO. 2 BRG COVER FLANGE COMBUSTION CHAMBER SMALL EXIT DUCT COMBUSTION & TURBINE 3.3 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMBUSTION CHAMBER LINER & SMALL EXIT DUCT Function: Provide an area for the combustion of fuel/air mixture and form an envelope that changes the direction of the gas flow 180°. Construction: - Annular, reverse flow type combustion chamber - Made of nickel alloy (Inconel) sheet metal - Ceramic coating on inner walls create a thermal barrier - 14 fuel nozzle bosses - 2 spark igniter bosses - Cooling rings protect the combustion chamber walls from the flame Operation: P3 air enters the combustion chamber through holes in the inner and outer liners. The shape, size and location of these holes provide the correct fuel/air ratio for all operating conditions. PT6A-60 SERIES The combustion chamber forms an envelope that turns the gas 180°. This configuration permits location of the turbines closer to the compressor and within the combustion chamber area, thus making the engine shorter and lighter. Cooling rings direct P3 air into the combustion chamber, close to the walls, to form a flame barrier. Maintenance: - Replace the liners as a set. - Check the cooling ring gaps as per MM. - Inspect for cracks, burning, buckling repair as per MM. Troubleshooting: Intermittent puffs of black smoke indicate carbon build-up in the C.C. The fix is to incorporate a liner with more cooling holes (SB13177/14055) or replace the existing liners with a TDF* liner (SB 14048). * Thermal TRAINING USE ONLY Distribution Factor COMBUSTION & TURBINE 3.4 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMBUSTION CHAMBER AND SMALL EXIT DUCT FUEL NOZZLE ADAPTER BOSSES COOLING RINGS LOUVERED COOLING RING OUTER LINER OUTER LINER INNER LINER COOLING RING PT6A-60 SERIES SMALL EXIT DUCT INNER LINER SMALL EXIT DUCT TRAINING USE ONLY SPARK IGNITER BOSS COMBUSTION & TURBINE 3.5 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR TURBINE VANE RING Vane Ring: - Directs and accelerates gases to the compressor turbine at the optimum angle and speed. - Convergent vanes change static pressure into velocity - The lug to slot fit determines the radial location of the shroud housing and is important for tip clearance control Effect Of Vane Area (Class) On T5 And Ng At Constant Power: Increase Area Ng ↓ T5 ↑ Decrease Area Ng ↑ T5 ↓ Shroud Housing: - Supports shroud segments and inter-stage sealing ring - Slots in the shroud housing match with corresponding lugs on the vane ring to prevent shroud housing rotation Shroud Segments: - Correct class selection and grinding of shroud segments provide adequate blade tip clearance and minimize gas leakage. (10 or 20 segments) - Thickness is classified to fit different compressor turbine outside diameter PT6A-60 SERIES Operation: The compressor turbine vane ring receives hot gases from the combustion chamber. The vane airfoil arrangement converges the air towards the exit, accelerating and changing its direction simultaneously. Vane ring classes determine the sum of the area in square inches, of all the openings between the vane trailing edges. At assembly, the proper class of vane is selected to ensure that NG and T5 will be within specified limits. A lower vane ring class (smaller area) accelerates the air therefore increases the speed of the compressor turbine and compressor (Ng). A higher Ng speed provides more air to the engine, increasing cooling and lowering T5. The compressor turbine vane ring is subject to very high temperatures. Vane airfoils are cooled with P3 air. After cooling, air is ejected in the gas path at the vane trailing edge. Shroud segments come in different classes (thickness) to fit different compressor turbine diameters this maintains the gap between the compressor turbine blades and the segments (tip clearance) within specified limits. Replacement: Replace with same area as original or within ±0.03 sq.in. of the original class from the last test. (Ref. SIL PT6A-032) TRAINING USE ONLY COMBUSTION & TURBINE 3.6 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR TURBINE VANE RING (52/60/61) COMPRESSIBLE SEALS (SB13168) INTERSTAGE SEAL RINGS P3 AIR OUTER LINER VANE RING TIP CLEARANCE SMALL EXIT DUCT SHROUD HOUSING P3 AIR P3 SHROUD SEGMENT LOCK PLATE P3 COMPRESSOR TURBINE NO.2 BEARING COVER P3 POST-SB 13181 PRE-SB 13181 PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.7 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR TURBINE VANE RING (64, 66, 67A, AG, AF, R) SHROUD HOUSING INTERSTAGE SEALING RINGS SMALL EXIT DUCT P3 AIR TIP CLEARANCE VANE RING P3 AIR SHROUD SEGMENTS COMPRESSOR TURBINE PT6A-60 SERIES P3 P3 TRAINING USE ONLY LOCK PLATE COMBUSTION & TURBINE 3.8 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR TURBINE VANE RING (66B, 66D, 67B, 67D, 67F and 67P) COMPRESSIBLE SEALS INTERSTAGE SEALING RINGS TIP CLEARANCE SMALL EXIT DUCT P3 AIR P3 AIR VANE RING SEAL RING P3 AIR P3 AIR COMPRESSOR TURBINE P3 AIR LOCK PLATE NO.2 BEARING COVER PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.9 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR TURBINE Function: Extract energy from the hot gases to turn the compressor rotor unit. Description: - Turbine disk is machined from a nickel alloy. - Blades are cast of a nickel-based alloy and coated with a sacrificial coating for protection against sulphidation. - Fir-tree serration’s support turbine blades and allow for thermal expansion differences between the blades and the disk - Rivets lock the blades onto the disk - A master spline on the disk ensures reinstallation of the compressor turbine in its initial position - PT6A-64/67 blade tip is hollow (pocketed), to reduce weight and centrifugal pull At maximum speed, the compressor rotor turns at approximately 39,000 rpm (104%), with each blade pulling on the disk with a force of approximately one ton (2000 lbs.). The turbine is individually balanced on two planes with detail weights. This feature allows for turbine replacement in the field. The PT6A-64/66/67 has detail weights plus trim weights to match the disk to the compressor rotor. Engine Type # Of Blades A52/60/61/65 59 A64 pre SB14118 A66/67R,A,AF pre SB14061 52 A64 post SB14118 A66/67R,A,AF post SB 14061 A66B/D, A67B, D, F, P 43 Operation: Expanding gases, accelerated through the vane ring hit the turbine blades. The energy available in the gases is converted into rotational movement to drive the compressor and the engine accessories. Nearly two thirds of all the energy available from the products of combustion is needed to drive the compressor and the accessories. The remaining one third is used to drive the power turbines. PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR TURBINE MASTER SPLINE DETAIL WEIGHT CUP WASHER RETAINING BOLT PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.11 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR TURBINE TRIM BALANCING (64, 66, 67) Function: Example: A residual unbalance remains once the CT is mated with the compressor assembly. Adding TRIM weights minimizes vibration and maintains original compressor rotor balance during field replacement of the compressor turbine. 1st weight -- B 05 L -- Description: - Detail Balancing (PWC approved facilities only) - Initial balancing of the compressor turbine using detail weights on the two balancing planes - Trim Balancing - After initial detail balancing, the compressor turbine is re-balanced with the compressor assembly using trim weights on the same two balancing planes. L B 05 Denotes trim weight class (A,B, C, D, E and G) Number from 01 to 40 denotes position of first rivet retaining trim weight from number 1 in direction of J arrow. Denotes weight offset in relation to first hole occupied by weight retaining rivet from number 1 in direction of arrow. - H Heavy offset - L Light offset - N No offset (weight symmetrical) Note: - The data plate indicate the location of the trim weights - Trim weights are always installed in pairs facing one another on the two balancing planes. - Detail weights are installed by approved facilities only - Trim weights can be installed by the operator - An Overhaul Shop or Service Center can install the trim weights when requested by the operator PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.12 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR TURBINE TRIM BALANCE WEIGHTS 1 2 3 C/T DISK REAR FACE 4 5 6 7 8 9 10 #1 ALIGNED WITH MASTER SPLINE PLANE A PLANE B REAR FACE FRONT FACE MANUFACTURED HEADS ON INSIDE OF RIM, BOTH FACES 8 7 6 5 2 1 4 3 C/T DISK FRONT FACE LIGHT OFFSET HEAVY OFFSET 9 10 DATA PLATE PERFORMANCE REFERENCE DATA NG AT 1137 35050 √θ SHP δ √θ THIRD WEIGHT O 23 OHMS C ITT TRIM 90.2 COMPRESSOR TURBINE TRIM WEIGHTS B 05 L B 08 H G 10 N N/R ENG. BUILD SPEC. G 10 N T.C. DENOTES TRIM WEIGHT CLASS A CLASS 1 C CLASS 3 E CLASS 5 B CLASS 2 D CLASS 4 G NO WEIGHT, RIVET ONLY A B CL1 D PT6A-60 SERIES DENOTES WEIGHT OFFSET IN RELATION TO FIRST HOLE OCCUPIED BY WEIGHT RETAINING RIVET FROM NUMBER 1 IN DIRECTION OF ARROW H. HEAVY OFFSET L. LIGHT OFFSET N. NO OFFSET (WEIGHT SYMMETRICAL) C CL3 CL2 G E CL4 NUMBER FROM 01 TO 40 DENOTES POSITION OF FIRST RIVET RETAINING TRIM WEIGHT FROM NUMBER 1 IN DIRECTION OF ARROW. CL5 TRAINING USE ONLY COMBUSTION & TURBINE 3.13 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ALTERNATE TRIM WEIGHTS (64/66/67) Function: Allows the trim balancing to perform even when the trim weights location as per the data plate is occupied by detail balancing weights. Description: A table in the maintenance manual provides a choice of alternative location to install the trim weights away from the position marked on the reference data plate when this position is occupied by detail balancing weights. The trim weight is replaced by a pair of weights that are installed on each side and equidistant from original trim weight location (ref. data plate) Starting from hole no. 4 counter clockwise and from hole no. 7 clockwise (the weights are installed at holes no. 39 and 40 on one side and holes no. 11 and 12 in the other). Alternatively, 2 class # 1 weights can be installed 6 holes away or 2 class # 4 weights can be installed 8 holes away. For cases where class 2 or class 4 weights must be installed as alternate trim weights; try to maintain symmetry by installing one weight with a light offset and the other with a heavy offset. Example: On the turbine illustrated below there is a detail weight at the positions 5 and 6 so the trim weight B 05 L marked on the data plate cannot be installed (interference at hole no. 5). According to the table, we can replace a “B” type weight (class 2) by installing two class # 1 (‘A’) weights, 5 holes away on each side of the detail weight. PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.14 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ALTERNATE TRIM WEIGHTS NOTE: WHEN A NEW DETAIL WEIGHT OCCUPIES A TRIM WEIGHT ORIGINAL LOCATION (REF. DATA PLATE), ALTERNATIVE TRIM WEIGHTS MUST BE USED IN PAIRS ONE EACH SIDE OF AND EQUIDISTANT FROM ORIGINAL TRIM WEIGHT LOCATION (REF. DATA PLATE). TRIM WEIGHT TABLE ORIGINAL POSITION OF TRIM WEIGHT (REF. DATA PLATE), NOW OCCUPIED BY NEW DETAIL WEIGHT. C/T DISK ASSEMBLY BALANCING RIM 37 38 39 40 2 1 3 4 35 NUMBER OF HOLES EACH SIDE OF ORIGINAL TRIM WEIGHT LOCATION 5 5 HOLES 36 6 7 8 34 33 5 HOLES 32 G C D E A B CLASS CLASS CLASS CLASS CLASS SINGLE RIVET 3 4 5 1 2 TRIM WEIGHT CLASS FROM DATA PLATE 9 1 CL1 2 CL1 3 CL1 4 CL1 CL2 CL1 CL1 CL2 CL3 5 6 CL1 CL1 CL2 7 CL1 CL3 CL4 8 CL3 CL4 CL5 SINGLE RIVET 10 11 12 ALTERNATIVE TRIM WEIGHT LOCATION DETERMINED USING TRIM WEIGHT TABLE DATA PLATE 13 PERFORMANCE REFERENCE DATA NG AT 1137 35050 √θ CT DISK ASSEMBLY TRIM WEIGHTS SHP δ √θ OHMS CO 23 ITT TRIM 90.2 COMPRESSOR TURBINE TRIM WEIGHTS B 05 L B 08 H G 10 N ENG. BUILD SPEC. PT6A-60 SERIES TRAINING USE ONLY N/R T.C. COMBUSTION & TURBINE 3.15 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface POWER TURBINE VANE RINGS Function: - Direct gases to the first and second stage power turbines at the optimum speed and angle - Change static pressure into velocity First Stage: - Riveted centre baffle directs air for cooling onto the Compressor turbine disk and the power turbines. - Exit area of the vane ring is classified. - Keep with the Gas Generator as a matched set. Second Stage: - Inner section supports an abradable seal. - Both vane rings are supported by the Power Turbine Housing. - A lug to slot arrangement centralizes and prevents rotation of the two vane rings. - Not classified Effect Of Vane Ring Class Change At Constant Power: Increase area Ng ↑ T5 ↓ Decrease area Ng ↓ T5 ↑ PT6A-60 SERIES Operation: Gases leaving the compressor turbine are accelerated through the first and second stage vane rings while causing their respective power turbines to rotate. The first and second stage vane rings are held in place by lugs fitted in the power turbine housing. The riveted inner baffle directs air close to the power and compressor turbine disks for cooling. The selection of different vane areas allows for optimization of Ng vs. T5 during engine test. The second stage vane ring supports an abradable seal that diverts cooling air to the two adjacent faces of the power turbines. Replacement: Replace within ±0.1 sq.in. of the original area from the last test. (Ref. SIL PT6A-032) TRAINING USE ONLY COMBUSTION & TURBINE 3.16 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface POWER TURBINE VANE RINGS P.T. VANE RING FIRST STAGE T5 PROBE SLOT OW FL AIR P.T. VANE RING SECOND STAGE PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.17 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface POWER TURBINES Function: Operation: Extract energy from the gases to drive the propeller through the reduction gearbox. The two power turbines extract the energy necessary to drive the propeller. Description: - Turbine disks are machined from nickel alloy - Coupled together by a lug to slot arrangement - Fir-tree serration’s in the disks support the blades and allow for thermal expansion differences between the disk and the blades - Rivets lock the blades in place - 2nd stage turbine attaches to the power turbine shaft via splines - Power turbine blades are shrouded at the tip to form a solid rim around blade tips and reduce blade vibration - To allow for thinner, more efficient airfoil that offsets the weight penalty of the shrouded blade tips - To reduce gas leakage at the tip of the blade - No shroud segments, a double knife edge provides sealing at the blade tip The rotational energy extracted by the power turbine is transmitted to the power turbine shaft through splines on the second stage turbine hub. Removal of the power turbines is permissible at field level to replace the second stage vane ring. Balancing of the power turbines is done with the power turbine shaft and the number 3 and 4 bearings, this is the reason why power turbines are not field replaceable. Maintenance: - Inspect the 2nd stage PT blades for cracks. SB 14172 Pre SB every 1500 hrs. Post SB every 4000 hrs. References: Max Nf A-52/60/61 .................................. 30400 rpm Max Nf A-64 ............................................ 30144 rpm Max Nf A-66 ............................................ 30400 rpm Max Nf A-65/67 ....................................... 29930 rpm PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.18 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface POWER TURBINES FIRST STAGE POWER TURBINE SHROUDED BLADES AIR SEAL SECOND STAGE POWER TURBINE PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.19 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TURBINE WASH Function: Sulphidation: Remove salt deposits from the turbine section of the engine to minimize sulphidation of the turbine blades. Sulphidation is a common name for a type of hot corrosion which can affect turbine area components. Method: Motoring wash with turbine wash nozzle inserted in igniter port. PT6A-67B/D/F/P’s have a dedicated wash port. Description: The washing medium used is drinkable water. It is recommended that this procedure be carried out when operating in a salt laden atmosphere. It is also recommended to perform the turbine wash in conjunction with compressor wash. It is essential that the compressor section be washed first (refer to compressor section in this manual). Water is injected into the turbine section using a turbine wash nozzle through one igniter port. Ensure that the arrow sign on the tool tang is pointing towards the reduction gearbox. The procedure to perform the turbine wash is identical to the compressor desalination wash. Refer to the Engine Maintenance Manual chapter 71 for more details. Sulphidation occurs at engine operating temperatures when sodium and sulphur are present. All turbine fuels contain sulphur in sufficient amounts for this chemical reaction to occur. Common sources of sodium are seawater, atmospheric pollutants and volcanic discharge. Sulphidation attacks the CT blades, but it is not uncommon for the CT stator and other non-rotating components to be affected. It can not be detected by performance run data analysis. Stage 1: Initial coating deterioration. Slight roughening of the surface caused by some growth and breakdown of the oxide layer. Mechanical integrity is not affected. Stage 2: Initial corrosion. Surface roughness is more marked as oxide layer breakdown continues. Mechanical integrity is not affected. Stage 3: Advanced corrosion. Oxidation of the base material has penetrated to significant depth, with obvious build-up scale. Mechanical integrity seriously affected. Progression to Stage 4 will accelerate. Stage 4: Severe corrosion. Deep penetration, large blisters are apparent. Failure is likely due to loss of structural material. PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.20 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TURBINE WASH SHUTOFF VALVE 1 2 3 4 CLEAN OR DEMINERALIZED WATER PRESSURE GAGE REGULATED AIR / NITROGEN PRESSURE PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.21 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface EXHAUST DUCT & PT SHAFT HOUSING Exhaust Duct: - Direct the exhaust gases to ambient atmosphere with minimum flow restriction - Welded assembly of heat resistant Nickel alloy sheet metal - On the A-67R/A-65AR, the exhaust duct is rotated 30° to suit the airframe installation (Shorts) Power Turbine Stator Housing: - Support the power turbine vane rings, the T5 harness and thermocouples - Interfaces with the gas generator section via a seal ring Insulation Blanket: - Minimizes heat transfer between the hot gases and the reduction gearbox and the power turbine shaft housing Power Turbine Shaft Housing: - Support the power turbine shaft - Forms a cavity for bearing no. 3 and 4 Power Turbine Shaft: - Supported by bearing no. 3 and 4 - Transmits power turbine speed and torque to the reduction gearbox via the power turbine shaft coupling and the reduction gearbox first stage sun gear PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.22 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface EXHAUST DUCT & PT SHAFT HOUSING PT SHAFT HOUSING POWER TURBINE SHAFT NO. 3 BEARING POWER TURBINES POWER TURBINE STATOR HOUSING PT SHAFT HOUSING FLANGE "B" RGB REAR CASE PT6A-60 SERIES INSULATION BLANKET POWER TURBINE VANE RINGS NO. 4 BEARING EXHAUST DUCT TRAINING USE ONLY COMBUSTION & TURBINE 3.23 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface SEALING OF THE HOT SECTION AREA (52/60/61/64/65/66/67, A, AF, R) Function: Gas sealing in the hot section area is a very important factor affecting hot section life. This section describes the major sealing surfaces in the hot section and their purposes. Sealing Face Description Function A Vane ring to small exit duct and shroud housing Prevent P3 air around the combustion chamber to leak and bypass the vane ring B Lock plate to vane ring Prevent P3 leaks from combustion chamber area to other side of vane ring C Power turbine housing to shroud housing seal Prevent P3 leaks into P5 D First stage PT vane to second stage PT vane Prevent leaks around the second stage vane ring PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.24 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION SEALING B A D C PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.25 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface SEALING OF THE HOT SECTION AREA (67AG, 67B, D, F, P, T, 66B, 66D) Function: Gas sealing in the hot section area is a very important factor affecting hot section life. This section highlight sealing surfaces in the hot section and their functions. Sealing Face Description Function A Lock plate to vane ring Prevent P3 leaks between combustion chamber and no. 2 bearing cover area. B Small exit duct to shroud housing Prevent P3 leaks between combustion chamber and vane ring top section. C&D Vane ring to shroud housing Forms a chamber for vane ring cooling air. E Power turbine housing to shroud housing seal ring Prevent P3 leaks into P5 F First stage Power turbine vane to second stage PT vane Prevent leaks around the second stage vane ring. PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.26 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION SEALING F PT6A-60 SERIES E D C TRAINING USE ONLY B A COMBUSTION & TURBINE 3.27 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION TROUBLESHOOTING Problem Symptoms At Constant Power Action Required Ng T5 Wf Seal ring leak Same Up Up Reposition or replace seal ring. Verify seal ring groove and replace shroud housing if damaged. Gas leakage at junction between small exit duct and vane ring Same Up Up Lap sealing faces. Send parts to an approved shop if required to restore the sealing faces. Replace compressible seals (certain models only) Burnt CT vane ring (larger throat area) Down Up Up Replace vane ring High compressor turbine tip clearance Down Up Up Replace shroud segments to restore clearance. Send turbine to overhaul facility for reblading if necessary. Eroded compressor turbine blades Down Up Up Send assembly to an approved facility for blade replacement. NOTE: Hot section problems are all characterized by high T5 and Wf. Ng usually goes down or remains constant. PT6A-60 SERIES TRAINING USE ONLY COMBUSTION & TURBINE 3.28 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface GEARBOXES GEARBOXES PT6A-60 SERIES TRAINING USE ONLY REDUCTION GEARBOX 4.1 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface REDUCTION GEARBOX Function: Reduce the power turbine speed to a speed suitable for propeller operation. Construction: - Two stage planetary reduction system - Magnesium front and rear housing Reduction Ratios: 60A/65/67 A-52/A61/64/66 1St Stage 5.78:1 5.33:1 2nd Stage 3.04:1 2.83:1 Overall ratio 17.58:1 15.10:1 Max. Np (rpm) 1700 2000 Operation: The PT6 engines use a planetary type reduction gearbox system with two stages of reduction. The first stage consists of a sun gear meshing with three planet gears mounted in a carrier. The three planet gears mesh on the outside with a ring gear splined into the reduction gearbox casing. The first stage gear carrier drives the second stage sun gear through a flexible coupling arrangement. Provision to measure torque is provided by the first stage reduction system. PT6A-60 SERIES The second stage reduction system is similar to the first stage but uses five planet gears instead of three. The second stage gear carrier drives the propeller shaft via splines. Reverse rotation on the A-66 is achieved by securing the second stage carrier to the front reduction gear case and allowing the second stage ring gear to rotate. A bevel gear on the propeller shaft provides drive for 3 RGB mounted accessories: 1. Propeller Governor (CSU) 2. Propeller Overspeed Governor (A/F) 3. Np Tacho Generator Maintenance: - Verify chip detector for metal contamination. - Verify reduction gearbox scavenge strainer for metal contamination. - Replace propeller shaft oil seal if leak is evident. - Replace Np Tach-Gen lip seal on RGB accessory drives - Touch-up scratches on prop shaft. - CSU & OSG gaskets - Field repairs are not allowed inside the reduction gearbox. TRAINING USE ONLY REDUCTION GEARBOX 4.2 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface REDUCTION GEARBOX REAR HOUSING 2ND STAGE 1ST STAGE FRONT HOUSING PT6A-60 SERIES TRAINING USE ONLY REDUCTION GEARBOX 4.3 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface STANDARD ROTATION REDUCTION GEARBOX SECOND STAGE PLANET GEAR SECOND STAGE RING GEAR FIRST STAGE RING GEAR ACC. DRIVES(3) FIRST STAGE PLANET GEAR FIRST STAGE SUN GEAR SECOND STAGE SUN GEAR PT6A-60 SERIES TRAINING USE ONLY REDUCTION GEARBOX 4.4 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PT6A-66 REVERSE ROTATION GEARBOX PT6A-60 SERIES TRAINING USE ONLY REDUCTION GEARBOX 4.5 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ACCESSORY GEARBOX Function: Provides drive pads for engine and airframe accessories such as: - Fuel pump and fuel control unit - Starter-generator - Oil pressure and scavenge pumps - Ng tacho-generator - Optional aircraft accessories - Centrifugal breather impeller to separate air from oil in the accessory gearbox Forms a housing and supports the following: - Oil filler neck - Electric/standard dipstick - Oil filter and housing assembly - Oil pressure pump - Oil pressure regulating valve - Cold oil pressure relief valve PT6A-60 SERIES Construction: - Two light alloy casings (diaphragm and rear hsg.) support the drive gears. - The casings are bolted together and then to the inlet case. - The front casing (diaphragm) separates and seals the accessory gearbox from the oil tank Maintenance: - On condition - Replace accessory drive seals - Replace air/oil separator carbon seal - Replace starter drive gear - Inspect AGB scavenge pump inlet screen TRAINING USE ONLY REDUCTION GEARBOX 4.6 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ACCESSORY GEARBOX FUEL PUMP & FCU GEAR CENTRIFUGAL BREATHER & STARTER GENERATORS GEARS 6250 RPM 11000 RPM 7650 RPM 4200 RPM OPTIONAL ACCESSORY DRIVES PRE-SB14112 MAIN OIL PRESSURE PUMP, OIL SCAVENGE PUMP & 12000 TACHO-GENERATOR RPM EXTERNAL OIL SCAVENGE & OPTIONAL DRIVE PT6A-60 SERIES POST-SB14112 3800 RPM TRAINING USE ONLY REDUCTION GEARBOX 4.7 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PIN LOCK ARRANGEMENT COMPRESSOR HUB PIN A.G.B. COUPLING SHAFT INSERT SEAL RING PT6A-60 SERIES SPRING SLEEVE TRAINING USE ONLY REDUCTION GEARBOX 4.8 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ACCESSORY GEARBOX BALL-LOCK ARRANGEMENT PRE SB13161 FLANGED ROLLER BEARING ACCESSORY GEARBOX HOUSING ACCESSORY GEARBOX DIAPHRAGM BALL LOCK REAR HUB COMPRESSOR ASSEMBLY PLUG OIL TRANSFER TUBE GEARBOX INPUT DRIVESHAFT INLET CASE PT6A-60 SERIES TRAINING USE ONLY PRESSURE PUMP REDUCTION GEARBOX 4.9 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY REDUCTION GEARBOX 4.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM OIL SYSTEM PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.1 OIL SYSTEM Function: - Supplies filtered oil to the engine in order to cool, lubricate and clean various components - Provides oil to the propeller governor to allow propeller pitch and speed control. - Provides oil to the torque measurement system Description: The engine oil system consists of a pressure system, a scavenge system and a breather system. The PT6 lubrication system provides a constant supply of clean oil to the engine bearings, reduction gears, accessory drives, torquemeter and propeller governor. The oil tank is integrated in the engine air inlet casing. The oil lubricates and cools bearings and carries any extraneous matter to the oil filter where it is precluded from further circulation. A chip detector is located on the reduction gearbox to detect metal particles and warn operators of metal contamination. Servicing: - Use approved synthetic oil listed in SB 13001 and 14001. - Check oil level within 15-20 minutes after shut down. - If more than 30 minutes have elapsed before checking oil level, and dipstick shows oil is needed, run engine prior to adding oil. - Oil changes required as specified by the Airframe maintenance manual. - Ensure that oil pressure is within limits (approx. 90-135 PSIG). Check with NG above 72%. PT6A-60 SERIES Oil System Flushing: - Flush oil system if new type of oil is to be used - Refer to Engine Maintenance Manual for flushing procedure - Changing from Type II to Type II Third Generation oil can only be done with new or newly overhauled engines Oil Temperature Limits (Typical): Starting:......................................................- 40° C min Take off:......................................................0° C - 110° C Recommend oil temp: ................................74° C - 80° C Note: Refer to engine Maintenance Manual for specific limits. Max Oil Consumption: - 0.3 lb/hr oil consumption - measured over a 10 hour period - (3 lb/10 hr.) (2 lb/10 hr. for A-52/60/61/66) References: 3 lbs ......................................................... 1.5 U.S. qt Oil tank capacity........................................ 2.5 U.S. gal Oil tank expansion space .......................... 0.7 U.S. gal Oil tank usable quantity............................. 1.5 U.S. gal TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.2 OIL SYSTEM (BOTTOM VIEW) OIL TO AIRFRAME COOLER OIL PRESSURE LINE OIL OUT TO COOLER NO. 2 BEARING NO. 3 & 4 BEARING SCAVENGE PRESSURE PT6A-60 SERIES RGB & PROPELLER TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.3 OIL SYSTEM Pressure System: Oil is drawn from the oil tank through a gear type pump and is delivered to the oil filter and Pressure Regulating Valve. At the filter outlet, pressure oil separates into several paths. The no. 1 bearing and accessory input drive shaft are lubricated with oil directed through cored passages and transfer tubes. The oil pressure transmitter and the oil temperature bulb are mounted on ports located on this internal passage. A single tube located at the bottom right hand side of the engine, delivers oil to lubricate the no. 2, 3 and 4 bearings, the reduction gearbox, front accessories and then to the propeller and torque measurement systems. The accessory gearbox receives oil from the No. 1, 2, 3 and 4 bearings scavenge systems. From there, the oil is routed to the fuel heater by the AGB scavenge pump. From the outlet of the fuel heater, the oil is directed to the thermostatic bypass valve. Depending on the oil temperature, the thermostatic bypass valve directs the oil to either the oil tank or the airframe oil cooler. The oil coming back from the airframe oil cooler gets back to the tank through an anti-splashing adapter at the top of the tank. Scavenge System: The scavenge system consist of four gear type pumps assembled in two double elements. Two pumps are located inside the accessory gearbox while the other two are mounted externally at the rear of the accessory gearbox. No. 1 bearing scavenges into the accessory gearbox by gravity. No. 2 bearing scavenge through a tube mounted underneath the engine. At high power a relief valve mounted on the line near the scavenge pumps allows air/oil from the bearing cavity to bleed into the accessory gearbox, preventing flooding of the number 2 bearing cavity. PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.4 OIL SYSTEM (REAR) FUEL HEATER OIL IN FROM AIRFRAME COOLER THERMOSTATIC BYPASS & CHECK VALVE CENTRIFUGAL BREATHER TO OIL AIRFRAME COOLER MAIN OIL FILTER C P R V OIL PRES. PUMP P R V PRESSURE TRANSMITTER TEMP. BULB SCAVENGE OIL TANK DRAIN OIL SUPPLY TO PROPELLER & REDUCTION PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.5 OIL SYSTEM (CONT’D) No. 3 and 4 bearing area scavenge into the accessory gearbox via a scavenge tube mounted on the left-hand side of the engine. Oil is scavenged by one of the externally mounted pumps located at the rear of the accessory gearbox. The reduction gearbox and the propeller oil system are scavenged through an external tube located beside the No. 3 and 4 bearing scavenge tube. The oil is pumped by the second externally mounted scavenge pump and goes directly to the airframe oil cooler. Note: The PT6A- 64/66/67/67A/AF/AG/B/D/F/P/R scavenge system differs from the other engines. The No. 2 bearing scavenge pump sends oil directly to the fuel heater and diverter valve instead of sending it to the accessory gearbox. (post SB 14108) PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.6 OIL SYSTEM (FRONT) TORQUE PRESS. TRANSDUCER PROPELLER GOVERNOR OIL SUPPLY TO PROPELLER TORQUEMETER OIL SUPPLY TO PROPELLER AND REDUCTION PT6A-60 SERIES SCAVENGE OIL TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.7 OIL PRESSURE REGULATION & FILTRATION Oil Pump: - Gear type - Inlet screen protects the pump Pressure Regulating Valve: - Maintains engine oil pressure within specified limits (90 - 135 PSI) (100 - 135 PSI for PT6A-52/60/61/64 /66). - When oil pressure increases above the spring tension, the valve moves up, opening a passage to the inlet of the pump, thereby limiting the oil pressure Cold Oil Pressure Relief Valve: - Controls excessive pressure build up during cold weather starting - When the pressure regulating valve is fully open and oil pressure keeps increasing, the cold oil valve opens to dump more oil back to the pump - The relief valve opens at 160 psid Filter Check Valve: - Opens at a 15 psid to allow oil flow to the filter. - Prevents static oil transfer from the oil tank to the pressure system and AGB. - Inspection of the oil filter without draining the oil tank PT6A-60 SERIES Filter: - 15 micron filter with 40 micron internal screen. - Clean electro-sonically only (post SB 13412 and 14392 are not cleanable). - Inspect every 100 hours. - Discard at 1000 hours Filter Bypass Valve: - Bypasses oil if the oil filter becomes restricted - Valve opens when pressure inside the oil filter is 24 psi lower than the pump pressure - Allows oil to flow through the secondary filter and to engine lubrication system - At this point, indicated oil pressure is lower than normal (24 psid) Maintenance: - Service oil tank - Check chip detector for presence of metal - Maintain oil pressure within limits - Inspect and clean oil filter - Replace oil filter at 1000 hr - Replace oil if operated above max oil temperature - Min oil pressure @IDLE : 60 psi TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.8 OIL PRESSURE REGULATION & FILTRATION PRESSURE REGULATING VALVE COLD OIL PRESSURE RELIEF VALVE BLEED ORIFICE FILTER SECONDARY FILTER BYPASS VALVE INLET CASE REF OIL PUMP FILTER HOUSING OIL BY PASS OIL PRESSURE OIL FILTERED PRESSURE OIL PT6A-60 SERIES `O`RING CHECK VALVE OIL PUMP GEARS TO PRESSURE SYSTEM INLET SCREEN TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.9 THERMOSTATIC BYPASS & CHECK VALVE Function: Bring oil to normal operating temperature faster during first few minutes of engine operation. Description: - Mounted on the inlet case - Consists of a housing, a thermostatic valve and a check valve Operation: Oil coming out from the fuel heater is directed to the thermostatic bypass and check valve. The thermostatic element contracts when the oil is cold. This allows the oil to return to the tank instead of going to the airframe oil cooler. The check valve prevents back flow of the scavenge oil from the reduction gearbox to the tank through the thermostatic bypass valve. As the oil warms-up, the thermostatic element expands to gradually close the bypass valve. It begins to close when the oil temperature reaches approximately 60° C and is fully closed around 72° C. As the bypass valve closes, the oil is forced towards the check valve. PT6A-60 SERIES The check valve opens when the oil pressure coming from the fuel heater is higher than the pressure of the scavenge oil from the reduction gearbox by 5 psi. This allows the oil from the fuel heater to mix with the reduction gearbox scavenge oil and go to the airframe before it returns to the tank. If the bypass valve fails to open at low oil temperatures then oil pressure will build up and force the check valve to open. If the check valve can not open, the relief spring of the thermostatic bypass valve bypasses oil from the fuel heater to the tank, even if the expansive material is fully expanded, to prevent over pressurization and over loading of the accessory gearbox scavenge pump. A pressure of 40 to 55 PSID is necessary to overcome the relief spring. Maintenance: Thermal element can be replaced in the field if defective. Check valve may be lapped in the field. Troubleshooting: - Oil taking too long to reach normal operating temperature may be caused by faulty thermostatic element - Oil temperature higher than normal may be caused by faulty thermostatic valve and/or check valve stuck closed. TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.10 THERMOSTATIC BYPASS & CHECK VALVE RETURN FROM COOLER EXPANSIVE THERMOSTATIC MATERIAL ELEMENT OIL OUT TO TANK BYPASS VALVE AGB OIL TANK RETURN SPRING OIL FROM AGB SCAVENGE FCU RELIEF SPRING CHECK VALVE OIL OUT TO AIR FRAME COOLER SCAVENGE OIL AIR & OIL MIST AIRCRAFT BOOST FUEL PRESSURE PT6A-60 SERIES FUEL IN FUEL OUT FUEL HEATER THERMOSTATIC BYPASS OUT TO COOLER RGB SCAVENGE TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.11 OIL SYSTEM TROUBLESHOOTING Symptoms Possible Cause And Fix High Oil Pressure Check indicating system Adjust/verify pressure regulating valve. Low Oil Pressure Clean/replace oil filter Check indicating system Cracked oil pump housing Adjust pressure regulating valve Oil Pressure Fluctuation Check oil level Check indicating system Check oil tank pressurizing valve Replace/Clean pressure regulating valve High Oil Temperature Check oil temperature indicating system Check airframe oil cooler Check thermostatic bypass and check valve Check scavenge pump inlet for blocage PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.12 OIL SYSTEM TROUBLESHOOTING (CONT’D)) Symptoms Possible Cause And Fix Excessive Oil Discharged From Overboard Breather Oil level kept too high. Verify oil filter check valve (static transfer, blown out during start). Check O-rings between oil filter housing and inlet case (static transfer) Verify/replace centrifugal breather carbon seal in accessory gearbox. Check pressure pump drive seal (static transfer blown out during start). Check AGB scavenge pump screen for blockage (flooding of AGB). Excessive Oil Consumption All of the above. Check for oil external leaks. Ensure oil is not transferring into AGB & leaking out of Inlet/BOV. Check for traces of oil in the exhaust (#3 brg. lab. seal leaking). Check oil to fuel heater for internal leakage. Oil Leak From Intake (Oil Transfer To AGB) Check O-ring and Teflon® ring on oil filter housing. Check oil filter check valve for leakage. Main oil pump lip seal. Check for broken O-rings in AGB. Oil Pressure Follows Power Lever Check Main Oil Pump Housing for correct assembly torque or cracks. PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.13 NOTES PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL SYSTEM 5.14 SECONDARY AIR SYSTEM SECONDARY AIR SYSTEM PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.1 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface SECONDARY AIR SYSTEM General: The secondary air system consists of all the compressor air that is not used to sustain combustion or for airframe use. Of all the air entering the engine the combustion process uses only 25%, 65% cools the combustion gases, the airframe uses 5% and the secondary air system uses the remaining 5%. The Secondary Air System Provides Pressure Air For: - Cooling of hot section parts - Sealing of bearing compartment - Operates bleed valve and pre-swirl (jet flap) - Operates fuel purge valve - Operates fuel control unit (P3 Filter) Two sources of air used in the secondary air system: P2.5 Compressor Inter-stage air pressure P3 Compressor delivery pressure This Section Is Divided Into 4 Parts: 1. Accessory gearbox breather 2. Oil tank pressurizing valve 3. Turbine cooling 4. Bearing compartment sealing PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.2 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface SECONDARY AIR SYSTEM P2.5 P2.5 P3 P3 PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.3 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ACCESSORY GEARBOX BREATHER Function: Separates oil particles from air in the accessory gearbox before discharging overboard. Description: - Centrifugal impeller - Mounted on the starter generator gear shaft - Starter generator gearshaft front end is sealed with a carbon face seal Operation: Oil and air scavenged from the bearing cavities are directed to the accessory gearbox. The air/oil combination in the accessory gearbox causes foaming of the oil. The continuous flow of scavenged air and oil causes the accessory gearbox to pressurize. Prior to venting the air to the atmosphere, the oil must be separated from the air. The relatively oil free breather air flows through the center of the impeller and out to the atmosphere via a cored passage in the accessory gearbox diaphragm. Maintenance: - On condition - Replace carbon seal Blocked Or Restricted Breather Hose May: - Cause loss of oil through No. 1, 2 and 3 bearing cavities - Cause oil leak at flange "G" - Cause accessory drive seals to leak - Increase oil consumption - Cause an oil smell in the cabin The pressure builds up in the accessory gearbox forces the air/oil mixture inside the breather impeller. The centrifugal force imparted by the impeller causes the heavier oil particles to be ejected back into the accessory gearbox. PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.4 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ACCESSORY GEARBOX BREATHER STARTER / GENERATOR GEAR CARRIER CARBON SEAL BREATHER IMPELLER CARBON SEAL BREATHER IMPELLER CARRIER CARBON SEAL AIR AIR / OIL MIX PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.5 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL TANK PRESSURIZING VALVE Function: Reduces oil pressure fluctuation and oil consumption at high altitude. Description: - Valve seat and spring loaded piston - Located in the inlet case (oil tank) at the 11 o'clock position - Maintains the oil tank pressure 5 to 7 psi above accessory gearbox pressure The oil tank pressurizing valve maintains air pressure in the tank 5 to 7 psi above the accessory gearbox pressure. This positive pressure applied on the oil reduces pressure fluctuation and oil consumption at altitude. When static pressure in the tank reaches the specified limit, the piston compresses the spring, allowing oil tank air pressure to flow into the accessory gearbox. From the accessory gearbox, air flows through the centrifugal impeller and out to the atmosphere. Troubleshooting: Operation: During normal operation, oil scavenge system collects air and oil from various bearing cavities. The accessory gearbox breather removes most of the air contained in the oil but some air remains trapped in the oil. When air and oil are carried from the cooler to the tank, it causes oil in the tank to foam. Foaming may cause cavitation of the pressure pump and fluctuation of oil pressure at high altitude. Oil loss through overboard breather tube or the pressurizing valve being stuck open may cause oil pressure fluctuation at altitude. Maintenance: - On condition - Remove and inspect valve - Ensure freedom of movement - Lap piston and seat As altitude increases, air pressure in the tank drops and causes air trapped in the oil to expand (foam) and fill the tank completely. At this point, the excess foam transfers to the accessory gearbox thus causing an increase in oil loss through the centrifugal breather. PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.6 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OIL TANK PRESSURIZING VALVE INLET CASE PRESSURIZING VALVE HOUSING SEAT AGB DIAPHRAGM PISTON AIR AIR / OIL MIX OIL PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.7 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TURBINE COOLING AND AIRBLEED SYSTEM Description: Internal passages in the engine distribute P3 air to provide cooling to the combustion chamber turbine and vane rings. After cooling, the air is evacuated in the gas path. Using the same distribution passages, P2.5 and P3 air are provided to the no. 1, 2 and 3 bearing labyrinth seals. Air flows into the bearing compartments is evacuated via the oil scavenge system and discharged overboard through the centrifugal breather impeller located in the accessory gearbox. Tapping on the gas generator case provides P2.5 and/or P3 air for external systems such as cabin environmental control system, de-icing system, door sealing, etc... Maintenance And Troubleshooting: - Keep P3 and P2.5 leaks to a minimum - (performance losses) - Ensure cooling rings in the combustion chamber are in satisfactory condition - Ensure no leak exists on airframe air bleed system PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.8 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TURBINE COOLING AND AIRBLEED SYSTEM P2.5 P3 PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.9 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BEARING COMPARTMENT SEALING Function: Prevents oil from leaking outside the bearing cavities. Description: - Labyrinth seals - Consists of a multi-grooved ring running within a straight stator ring - Air pressure fills the air gap between the two parts Possible Cause For Oil Loss Through Labyrinth Seals: - Lack of air flow through labyrinth seal (Not probable) - Wear on the knife's edges due to rotor unbalance or bearing distress - Oil coking in the grooves between the knife's edges - Flooding of bearing cavity due to malfunction in the oil scavenge system (most probable) Problem Area Operation: The air seal consists of two separate parts, one stationary and one rotating. One of the two parts has machined grooves. A small clearance is maintained between the two parts and air pressure is blowing between them creating a high velocity air flow that draws the oil towards the inside of the bearing cavity. Maintenance: - None - During HSI, ensure holes in the number 2 bearing area of gas Generator are not blocked - Keep accessory gearbox breather outlet free of obstruction - Do not over service the oil tank PT6A-60 SERIES Symptom No. 1 Bearing Oil smell in cabin Oily bleed valve and compressor No. 2 Bearing (Rear) Oil smell in cabin No. 2 Bearing (Front) Coking around no. 2 bearing and compressor turbine area Possible smoke on start and shutdown No. 3 Bearing Possible smoke on start and shutdown Oil in exhaust duct TRAINING USE ONLY ENGINE INDICATING 6.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BEARING COMPARTMENT SEALING P3 NO.3 BEARING PT6A-60 SERIES P2.5 P3 NO.2 BEARING TRAINING USE ONLY NO.1 BEARING ENGINE INDICATING 6.11 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING 6.12 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ENGINE INDICATING SYSTEM ENGINE INDICATING SYSTEM PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.1 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ENGINE INDICATING SYSTEM Function: - Provide the pilot with indications concerning the engine parameters during flight - Provide the required data for engine condition trend monitoring and performance Engine Indicating Systems: - Ng / Np Tachometer-Generators (Pulse pick-up probes on the PC12) - Oil temp/ Oil pressure indication - Chip detector Indicating Systems Built Into Engines: - Inter turbine temperature system (T5) - Torque indication system PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.2 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ENGINE INDICATING SYSTEM COMPRESSOR SPEED NG (%) 9 0 21 8 7 2 3 OIL TEMPERATURE (C˚) AND PRESSURE (PSIG) OIL 0 1 2 % 3 6 5 4 RPM 11 X 100 4 10 5 9 8 7 6 ITT (C˚) 10 6 2 14 0 -2 x 10 20 11 12 ITT ˚c x 100 2 6 5 4 3 START 15 10 PSI 5 0 9 8 7 TORQUE (FT-LBS) PROPELLER SPEED Np (RPM) 45 50 40 0 TORQUE 35 FTLB 5 x100 30 25 10 20 15 20 0 PROP RPM 15 X 100 10 5 Np TACHO GENERATOR Ng TACHO GENERATOR PT6A-60 SERIES OIL PRESSURE TRANSMITER PORT TRAINING USE ONLY OIL TEMPERATURE BULB ENGINE INDICATING SYSTEM 7.3 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface INTER-TURBINE TEMPERATURE (T5) Function: Provides an indication of the Inter-Turbine Temperature (ITT), between the compressor turbine and the first stage power turbine vane ring (station 5). Description: - 10 individual thermocouples (chromel-alumel) - 1 positive bus bar (chromel-small terminal) - 1 negative bus bar (alumel-large terminal) - 1 trim probe - 1 T5 wiring harness Note: Engine operation at or above maximum temperature may damage or shorten hot section component's life PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.4 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TEMPERATURE INDICATING SYSTEM (T5) WIRING HARNESS THERMOCOUPLE TRIM PROBE PRE-SB 13038 (A-60/61/65) TERMINAL BLOCK BUS-BAR ALUMEL LEAD CHROMEL LEAD THERMOCOUPLE JUNCTION PT6A-60 SERIES TRAINING USE ONLY INDIVIDUAL THERMOCOUPLE ENGINE INDICATING SYSTEM 7.5 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TEMPERATURE INDICATING SYSTEM (ITT) Operation: As temperature increases, an increasing voltage is generated at the chromel/alumel junction of each thermocouple. Uneven heat distribution within the gas path causes individual thermocouples to see different temperatures and generate different voltages. To obtain an average reading, the thermocouples are connected in parallel. The indication generated is the average temperature of 10 specific locations (thermocouple tips) within the gas path and therefore does not necessarily represent the exact average temperature at station 5. The exact average temperature is calculated at engine test and is used to determine engine acceptance. A trim probe located over the inlet case is connected in parallel with the 10 thermocouples to bias the average temperature reading. The resultant corrected temperature is read in the cockpit. The indication generated by the 10 probes at station 5 is trimmed down using the trim probe internal resistor. The smaller the resistance the greater the downtrim (the lower the ITT). The amount of trimming is a function of the trim probe internal resistance. The resistance of the trim probe is adjusted at engine test to match the required temperature trim. PT6A-60 SERIES Maintenance: - Check system loop resistance (continuity) - Check resistance of individual probe - Check insulation resistance (harness, probe and trim probe) - Check probes for heat response - Check Trim thermocouple adjustment Troubleshooting: Problem Area Symptom Burnt Probes T5 drops due to loss of probes in hot spots Short Circuit To Ground T5 drops due to complete or partial loss of T5 signal Trim Probe Open Circuit T5 increases due to loss of trimming function High Resistance On T5 Circuit Between Engine And Aircraft Gage T5 drops due to reduction of T5 signal Trim Probe Resistance Drifting T5 increases if trim resistance increases T5 drops if trim resistance drops TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.6 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface T5 SYSTEM SCHEMATIC ALUMEL CHROMEL VARIABLE SEALED RESISTANCE (PRE SB 13338 & SB 14299) BUS BARS & THERMOCOUPLES TRIM PROBE PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.7 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TORQUE SYSTEM Function: Maintenance: Provide an accurate indication of the torque applied to the propeller. Check/calibrate the airframe torque transducer and gage (ref. to airframe maintenance manual). Description: - Hydro-mechanical system - Floating first stage ring gear with helical splines - Piston - Cylinder - Spring loaded oil control valve Troubleshooting: Problem Area Control Valve Stuck Open Torque goes off scale (high) Worn Piston Seal Rings Torque indication low Set oil pressure to max limit Operation: Torque applied to the propeller induces a small rotational and rearward movement of the first stage ring gear. This movement is due to the helical splines on the ring gear. The ring gear pushes the piston and the control valve. Moving the control valve to the rear, opens the metering orifice and allows more oil pressure to push on the piston against the ring gear mechanical force. The movement of the ring gear only stops when metered oil pressure in the torque meter chamber exactly balances the rearward force of the ring gear. Static air pressure inside the reduction gearbox acts on the torquemeter piston and would cause incorrect (higher) torque reading. For this reason, static pressure is sent to the transducer and subtracted from the torque reading. Hydrostatic lock is prevented by continuously bleeding oil from the pressure chamber. PT6A-60 SERIES Symptom Defective Transducer/Gage Oil In RGB Static Line Torque may indicate high or low Torque fluctuation Reference: A52, A64 1 psi = 30.57ft/lb A60, A65 1 psi = 83.63ft/lb A66 1 psi = 37.04ft/lb A67 1 psi = 86.63ft/lb TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.8 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TORQUE SYSTEM ELECTRIC TORQUE SIGNAL TORQUE PRESSURE TRANSDUCER (AIRFRAME) FIRST STAGE PLANET GEAR TORQUE METER OIL BLEED ORIFICE 1ST STAGE RING GEAR REDUCTION GEARBOX STATIC PRESSURE RING GEAR MOVEMENT TORQUE OIL PRESSURE CONTROL VALVE ENGINE OIL PRESSURE TORQUE PISTON LOW POWER PT6A-60 SERIES CYLINDER METERING ORIFICE HIGH POWER TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.9 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface CHIP DETECTOR Function: Provides an indication of metal particle contamination of the engine oil system. Description: - Two magnetic poles - Normally open circuit - Wired to a light in the cockpit (optional) - Self closing valve allows chip detector verification without draining the RGB (except A64/66) Maintenance: - Inspect chip detector at interval specified by aircraft maintenance manual - Functionally test chip detector - 100hrs -> Check Continuity - 600hrs/12Mo. -> Function Check Warning: DO NOT OVERTORQUE THE CHIP DETECTOR Operation: When metal particles accumulate on the two magnetic poles and bridge the existing gap, the circuit closes. Some installations use an indicator in the cockpit to warn the pilot or maintenance people that contamination is present. Other models rely on visual inspection and continuity check of the chip detector to detect contamination. Particles found on the chip detector can be analyzed and identified. Refer to chapter 70 of the Engine Maintenance Manual. PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface CHIP DETECTOR VALVE HOUSING VALVE VALVE CLOSED MAGNETIC POLES VALVE OPEN PREFORMED PACKING MAGNETIC CHIP DETECTOR LOCKWIRE SECURING LUG SELF CLOSING CHIP DETECTOR (A-52, A60, A61, A65 & CERTAIN A67 MODELS ONLY) NON SELF CLOSING INSULATION CHIP DETECTOR (A64, A66 & CERTAIN A67 MODELS) ELECTRICAL CONNECTOR PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.11 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.12 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface IGNITION SYSTEM IGNITION SYSTEM PT6A-60 SERIES TRAINING USE ONLY IGNITION SYSTEM 8.1 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface IGNITION SYSTEM Exciter Box Specifications: Input voltage.................................................... 9-30 VDC Input current .................................................... 3.5 amp Operating Altitude ........................................... 0-50000 feet Spark rate 10 VDC ....................................... 1 spark/sec 30 VDC .......................................... 4 spark/sec Stored energy.................................................. 4.7 joules Output voltage................................................. 8000 volts Function: Provide the spark to ignite the fuel/air mixture. Description: - Airframe mounted ignition exciter - Two high tension cables - Two spark igniters Exciter Box: A sealed unit which transfers a DC low voltage input to a pulsed high voltage output. When the unit is energized, the capacitor progressively charges until the voltage can ionize the spark gap then the capacitor discharges through the igniter plugs. Ignition Cables: Two cables carry the electrical energy from the exciter box to the igniters. Each cable consists of an electrical lead surrounded by an insulating tube contained in a flexible metal braiding. Spark Igniters: Located at 4 and 9 o'clock positions on the gas generator case, the spark igniters are in the form of threaded plugs with a central electrode enclosed in an annular semi-conducting material. When the voltage reaches a certain level, the air between the central electrode and the plug outer shell ionizes a high energy spark discharges from the electrode. PT6A-60 SERIES Operation: Activated by the pilot for engine start. The system can operate continuously during adverse weather conditions to allow the engine to re-light in the event the of engine flame out. Maintenance: - Ignition plugs are not life limited. - Inspect cooling holes of spark igniters for blockage. - Inspect igniter shell and electrode for erosion. - Carry out functional test by disconnecting one ignition cable at the exciter box. Switch ignition on and listen for the spark. - Replace igniter plugs if dropped. - Check for fretting wear @ combustion chamber junction. Warning: Wait six minutes after switching ignition off before handling any ignition components. TRAINING USE ONLY IGNITION SYSTEM 8.2 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface IGNITION SYSTEM POWER TURBINE STATOR HOUSING COMBUSTION CHAMBER LINER IGNITERS GASKET SPARK IGNITER IGNITION CABLES 0.300 IN. MAX. IGNITION EXCITER 0.015 IN. NEW IGNITER PT6A-60 SERIES ACCEPTABLE WEAR WORN OUT TRAINING USE ONLY IGNITION SYSTEM 8.3 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY IGNITION SYSTEM 8.4 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE PERFORMANCE PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE 9.1 PERFORMANCE CHECK Function: Permits verification of engine condition over a wide range of ambient temperatures without exceeding torque or T5 limits. - From appropriate curves (Airframe M/M), determine: Target Torque. ITT Ng Fuel Flow - Determine parameter limits using tolerance from the Airframe Maintenance Manual applied to the graph values. - Start engine and stabilize at idle for 5 min. - No generator or pneumatic loads during performance test. - Set torque and Np as per chart. - Stabilize engine at that power for 5 min. - Record actual ITT, Ng and Wf. - Compare recorded values of ITT, Ng and Wf to chart parameters. - If values deviate from chart limits, troubleshooting action should be undertaken to restore engine performance. Performance Check Should Be Performed: - After engine installation. - Before and after hot section inspection. - After FCU change. - At regular interval. Description: Performance check curves establish engine parameter limits for an acceptable engine at different atmospheric conditions. The check is performed at a given power where Tq and Np are constant and the values obtained for Ng, ITT and WF are compared to the limits obtained from the chart. Pre-H.S.I. Checklist: Procedure: - Ensure engine indicating system is properly calibrated. - Determine Outside Air Temperature (OAT). - Determine Pressure Altitude (Pa) or Barometric Press Set altimeter to 29.92 inHg to obtain Pressure Altitude Set altimeter to 0 ft altitude to get field barometric pressure PT6A-60 SERIES 1. 2. 3. 4. 5. Calibrate engine gauges. Check for F.O.D. and wash compressor if needed. Check the oil filter/screens and chip detectors. Borescope (optional) Carry out a ‘before’ and ‘after’ Performance run. TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE 9.2 ENGINE PERFORMANCE CHECK (TYPICAL) PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE 9.3 PERFORMANCE CHECK (SHORTS INSTALL) General: Shorts installations use two types of performance checks. 1. Static Reduced Power Check.(Static RTOP) 2. Static Maximum Take Off Power check (Static MTOP) 3. Reserve Power Check Static Maximum Take Off Power Check: A Static MTOP check is required upon replacement of an engine after the Static Reduced Torque Check has been carried–out, or if a loss of performance is noted. 1. Determine OAT and pressure altitude 2. From POH, determine target torque and corresponding Ng, Wf and ITT target values. 3. Start and stabilize engine at target torque (1 min.) 4. Check that observed values of Ng, Wf and ITT agree with the graph values within tolerance. 5. If unacceptable, refer to PWC EMM for performance troubleshooting flow chart. Static Reduce Power Check: This check is performed on both engines after; a) installing an engine. b) a rigging adjustment. c) a propeller or engine component change. d) if requested by the flight crew. Reserve Power Check: Procedure: 1. Determine OAT and pressure altitude 2. From POH, determine target torque and ITT limit. 3. Start and stabilize engine at target torque (1 min.) 4. Record ITT and compare it to pre-determined limit. Must be within POH tolerances (approx +10 / -50°C). If out of limit, carry-out a Static MTOP check. PT6A-60 SERIES The Reserve Power Check is a ‘follow-up’ to a satisfactory MTOP/RTOP check. Set power as per POH, (2nd engine must be at Idle/ off.) b) Activate Power Reserve Switch, confirm Static MTOP is achieved. a) TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE 9.4 PERFORMANCE CHECK (SHORTS INSTALL) PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE 9.5 PERFORMANCE CHECK (SHORTS INSTALL) PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE 9.6 ENGINE CONDITION TREND MONITORING (WEBECTM) Data Acquisition: Function: - Maintenance tool Allows user to monitor the engine performance Permits early detection of engine deterioration Helps determine trouble area Increase dispatch reliability Allows to perform repairs at the most economical time Allows to be on (soft time) for hot section inspection Description: WebECTM is a process of periodically recording engine and aircraft instrument parameters and comparing them to a computer reference model. Under specific ambient conditions, engine parameters such as compressor speed (Ng), Inter-turbine Temperature (ITT) and fuel flow (Wf) are predictable. The difference between the actual engine parameters and the computer model values will be plotted as 3 deltas using a graphical chart method as illlustrated below. The accuracy of the WebECTM process depends on the quality of the data entered into a computer system. Cruise condition is the only flight configuration where engine reaction can be predicted. To ensure validity of WebECTM data: - Record data once per day, or every 6 hours - Select the flight with the longest cruise that is at a representative altitude and airspeed - Allow the engine to stabilize 3 to 5 minutes without ANY power lever movements - The same flight configuration must be repeated (i.e. electrical load, bleed air extraction) - Record data within a reasonable time frame Data entry and Calculation: Via PWC WebECTM Plotting and Trend Analysis: Once a trend is established by the plotting of these deltas, any deviation would indicate some engine deterioration. Analysis of the trend reveals extent of deviation and possible need for corrective action. PT6A-60 SERIES Once the deltas are calculated, the computer does the plotting and displays the result on screen or prints it. Analysis of the trend can reveal extent of deviation and possible need for corrective action. TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE 9.7 WEBECTM (CON’T) Plotting: Following computation, DELTA Ng, DELTA ITT, and DELTA Wf should be plotted on a continuous sheet. Flight log number may be used as the abscissa, although the trend could also be recorded as a function of date or, preferably, as a function of engine running time in hours. Guidelines for interpretation of trend: Net change of 10 to 15°C ITT: Early sign of deterioration, that should be investigated when convenient. Net change of 20 to 25°C ITT: Deterioration becoming more serious. Further running could result in replacement of high cost hot section component. Corrective action should be taken as soon as possible Definition Of Terms: Base Line: A straight line, derived from the average of the first 15 delta points for a particular engine with known conditions, which include a recently completed HSI, inspection of compressors and a compressor wash. New or newly overhauled engines also meet these conditions. Net Change: The change from the base line to a line passing through a delta point at a specific location on the graph. Revision of Base Line: In the event the initial base line position improperly estimated, a revision of the base line values needs to be done. A fault or change in the instrumentation calibration or an engine repair/H.S.I. will require the baseline to be re-established. Net change of 30°C ITT: At this level, whether or not ITT is redlined, deterioration has progressed to a point where serious engine damage is imminent Net change of .75 to 1% Ng: Early signal of some deterioration should be investigated when convenient Net change over 1.5% Ng: Action should be taken as soon as possible Note: WebECTM courses are available. Please contact P&WC Customer Training department for the schedule Analysis: The analysis of the trend graph should be carried-out on a daily basis if possible, but not deferred for more than five days. PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE 9.8 ECTM SAMPLE PLOT COMPRESSOR WASH HSI Ng % 4 2 0 -2 -4 ΔITT ˚C 50 25 0 -25 -50 ΔWf pph 50 10 0 -10 -20 TIME PERIOD PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE 9.9 TBO AND HSI INTERVAL • SB 13003 for PT6A-65 • SB 13303 for PT6A-52/60/61 • SB 13203 for PT6A-60AG, A-65AG • SB 14003 for PT6A-67R, 67D • SB 14303 for PT6A-67AF, F • SB 14603 for PT6A-64, 66, 66A/B/D, 67, 67A/B/P/T • SB 14503 for PT6A-67AG TBO Industry: Initial TBO applicable to all operators. TBO Fleet: TBO attained by individual operators for engines of the same model in their fleet only. TBO Extension: Operators desiring TBO extension can submit a formal request in writing together with details of sample engine log book to: Manager, Technical Support, PT6 engines. Recommendations for time between-overhaul take into consideration the average effect of the many variables that affect overhaul life. These variables are average flight duration, percentage of time at any given power level, climatic conditions and environment, maintenance practices and engine utilization. Under extreme conditions of very low utilization coupled with continuous operation in salt water atmosphere or heavy sand environment periodic inspections in accordance with the applicable maintenance instructions may indicate that maintenance actions are required prior to the recommended overhaul life. PT6A-60 SERIES Engine TBO H.S.I.3 PT6A-52/60/61 3600 1800 PT6A-65 6000 12002/20001 PT6A-64/66/66A/66D/67/67A/67T 3000 1500 PT6A-67B/P, PT6A-64 ( post SB 14089 or 14112 and 14261, 14308 ) 3500 1750 to 2000 PT6A-66B, PT6A-66 ( post SB 14112, 14274 and Piaggio PostSB80-0194 ) 3600 1800 to 2000 PT6A-60AG/65AG/67AF/67AG/F 3000 1500 PT6A-67D/R 6000 2000 1) A65’s operated as airliners. 2) A65’s operated as executive transports. 3) N/A if operated under an approved WebECTM program HSI interval may be based on engine condition trend monitoring with borescope inspection at 2000 hours and every 500 hours subsequently. (Ref SB 14003). Modular Concept: An engine may be operated as 2 distinct modules, each having a logbook. This allows an operator to return the power section or gas generator for repair (or overhaul) and keep the remaining module in service. Any spare module of the same model can be installed and operated as long as each logbook reflects the applicable data. TRAINING USE ONLY PERFORMANCE 9.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OPERATING LIMITS* Description: Operating limits define the upper and lower boundaries for all engine parameters observed in the cockpit during normal operation for each specific engine model. Excursion beyond these limits may accelerate engine wear and possibly lead to component malfunction. For current operating limits, refer to applicable aircraft pilot operating handbook. *Operating limits, listed here, are for reference only. They can be found in each Maintenance Manual in Section 7100-00. PT6A-60 SERIES TRAINING USE ONLY PERFORMANCE 9.11 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OPERATING LIMITS PT6A-52 Power Setting Take-off/Max Cont Max Climb Max. Cruise Normal Cruise Min. Idle Starting Transient Max. Reverse SHP 850 850 850 850 800 Torque lb-ft 2230 2230 2230 2230 2750 - psig 72.95 72.95 72.95 72.95 89.73 - Max ITT °C 820 775 800 775 750 1000 850 760 Ng RPM 39000 39000 39000 39000 21000 39000 - % 104 104 104 104 51 104 - NP RPM 2000 2000 2000 2000 2205 - Oil Pressure PSI 90 to 135 90 to 135 90 to 135 90 to 135 200 (max) 40 to 200 90 to 135 Oil Temp. °C 0 to 110 0 to 110 10 to 99 10 to 99 -40 to +110 -40 (min) 0 to 110 0 to 99 Torque lb-ft 3625 3625 3625 3625 3625 - psig 43.34 43.34 43.34 43.34 43.34 - Max ITT °C 820 820 785 820 775 750 1000 850 760 Ng RPM 39000 39000 39000 39000 39000 19000 39000 - % 104 104 104 104 104 51 104 - NP RPM 1700 1700 1700 1700 1700 1870 1650 Oil Pressure PSI 90 - 135 90 - 135 90 - 135 90 - 135 90 - 135 60 (min) 200 (max) 40 – 200 90 - 135 Oil Temp. °C 0 – 110 0 – 110 0 – 110 0 – 110 10 – 99 -40 - 110 -40 (min) -40 - 110 0 - 99 Torque lb-ft 3625 3625 3625 3625 - psig 43.34 43.34 43.34 43.34 - Max ITT °C 820 775 775 775 750 1000 850 760 Ng RPM 39000 39000 39000 39000 21750 39000 - % 104 104 104 104 58 104 - NP RPM 1700 1700 1700 1700 1870 1650 Oil Pressure PSI 90 - 135 90 - 135 90 - 135 90 - 135 60 (min) 200 (max) 40 – 200 100 - 135 Oil Temp. °C 0 – 110 0 – 110 0 – 110 0 – 110 -40 - 110 -40 (min) 0 - 110 0 - 104 PT6A-60A Power Setting Take-off Maximum Continuous Takeoff / Climb Max. Cruise Normal Cruise Min. Idle Starting Transient Max. Reverse SHP 1050 1050 1000 1000 1000 900 PT6A-60AG Power Setting Take-off Maximum Continuous Takeoff / Climb Max. Cruise Min. Idle Starting Transient Max. Reverse PT6A-60 SERIES SHP 1050 1050 1050 1050 900 TRAINING USE ONLY PERFORMANCE 9.12 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OPERATING LIMITS PT6A-61 Power Setting Take-off/Max Cont. Max. Cruise Normal Cruise Max Climb Min. Idle Starting Transient Max. Reverse SHP 850 850 850 850 800 Torque lb-ft 2230 2230 2230 2230 2750 - psig 72.95 72.95 72.95 72.95 89.73 - Max ITT °C 800 800 775 775 715 1000 850 760 Ng RPM 39000 39000 39000 39000 19000 39000 - % 104 104 104 104 51 104 - NP RPM 2000 2000 2000 2000 2250 - Oil Pressure PSI 90 - 135 90 - 135 90 - 135 90 - 135 60 (min) 200 (max) 40 – 200 90 - 135 Oil Temp. °C 0 – 110 10 – 104 0 - 99 0 – 104 -40 - 110 -40 (min) 0 - 110 0 - 99 Torque lb-ft 2230 2230 2230 2750 - psig 72.95 72.95 72.95 89.96 - Max ITT °C 800 800 785 715 1000 870 760 Ng RPM 39000 39000 39000 19000 39000 - % 104 104 104 51 104 - NP RPM 2000(90.7%) 2000 2000 2205(100%) 1900 Oil Pressure PSI 100 - 135 100 - 135 100 - 135 60 (min) 200 (max) 40 – 200 100 - 135 Oil Temp. °C 0 – 110 0 – 104 10 – 104 -40 - 110 -40 (min) -40 - 110 0 – 104 PT6A-64 Power Setting Take-off Max. Continuous MaxClimb/Cruise Min. Idle Starting Transient Max. Reverse PT6A-60 SERIES SHP 700 700 700 700 TRAINING USE ONLY PERFORMANCE 9.13 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OPERATING LIMITS PT6A-65B Power Setting Take-off Maximum Continuous Maximum Climb Norm cruise Min. Idle Starting Transient Max. Reverse SHP @ OAT 1100 1100 1000 1000 900 Torque lb-ft 3625 3625 3625 3625 5100 - 43.34 43.34 43.34 43.34 Max ITT °C 820 810 800 750 700 1000 870 760 Ng RPM 39,000 39,000 39,000 39,000 21,750 39,000 - % 104 104 104 104 58 104 - NP RPM 1700 1700 1700 1700/100% 1870/110% 1650/97% Oil Pressure PSI 90 to 135 90 to 135 90 to 135 90 to 135 60 minimum 200 max 40 to 200 90 to 135 Oil Temp. °C 0 to 110 0 to 110 0 to 110 10 to 99 -40 to 110 -40 minimum 0 to 110 0 to 99 Ng RPM 39,000 39,000 39,000 % 104 104 104 NP RPM 1700/100% 1700 1700 Oil Pressure PSI 90 to 135 90 to 135 90 to 135 Oil Temp. °C 10 to 110 10 to 110 10 to 105 21,000 39,000 - 56 104 - 1870/110% 1650/97% 60 minimum 200 max 40 to 200 90 to 135 -40 to 110 -40 minimum -40 to 110 10 to 105 PT6A-65AR Power Setting Take-off Maximum Continuous Maximum Cruise/ climb Min. Idle Starting Transient Max. Reverse PT6A-60 SERIES SHP 1424 1220 956 900 Torque lb-ft 4400 3825 3625 52.61 45.74 43.34 Max ITT °C 855 840 770 5100 - 61.00 - 715 1000 870 760 TRAINING USE ONLY PERFORMANCE 9.14 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OPERATING LIMITS PT6A-65AG Power Setting Take-off Maximum Continuous Maximum Cruise/ climb Min. Idle Starting Transient Max. Reverse SHP 1300 1220 956 900 Torque lb-ft 4017 3825 3625 48.03 45.74 43.34 Max ITT °C 810 810 800 5100 - 60.98 - 750 1000 870 760 Ng RPM 39,000 39,000 39,000 % 104 104 104 NP RPM 1700/100% 1700 1700 Oil Pressure PSI 90 to 135 90 to 135 90 to 135 Oil Temp. °C 0 to 110 0 to 110 0 to 110 21,000 39,000 - 56 104 - 1870/110% 1650/97% 60 minimum 200 max 40 to 200 90 to 135 -40 to 110 -40 minimum -40 to 110 10 to 110 Ng RPM 39,000 39,000 39,000 % 104 104 104 NP RPM 2000/90.7% 2000 2000 Oil Pressure PSI 90 to 135 90 to 135 90 to 135 Oil Temp. °C 0 to 104 0 to 104 0 to 104 PT6A-66A Power Setting Take-off Maximum Continuous Maximum Cruise/ climb Min. Idle Starting Transient Max. Reverse SHP 850 850 850 800 lb-ft 2230 2230 2230 Torque 60.21(72.95) 60.21(72.95) 60.21(72.95) Max ITT °C 830(800) 830(800) 820(785) 2750 - 74.24(89.96) - 750(759) 1000 870 760 19,000 39,000 - 51 104 - 2205/100% 1900/86.2% 60 minimum 200 max 40 to 200 90 to 135 -40 to 110 -40 minimum 0 to 110 0 to 104 Ng RPM 39,000 39,000 39,000 % 104 104 104 NP RPM % 2000 90.7 2000 90.7 2000 90.7 Oil Pressure PSI 100 to 135 100 to 135 100 to 135 Oil Temp. °C 0 to 104 0 to 104 0 to 104 19,000 39,000 - 51 104 - 2205 1900 60 minimum 200 max 40 to 200 100 to 135 -40 to 110 -40 minimum 0 to 110 0 to 104 PT6A-66D Power Setting Take-off Maximum Continuous Maximum Cruise/ climb Min. Idle Starting Transient Max. Reverse PT6A-60 SERIES SHP 850 850 850 800 lb-ft 2230 2230 2230 Torque 72.95 72.95 72.95 Max ITT °C 850 840 840 2750 - 90.0 - 750 1000 870 780 TRAINING USE ONLY 100 86.2 PERFORMANCE 9.15 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OPERATING LIMITS PT6A-67A Power Setting Take-off Max Cont Max. Cruise / Climb Norm Cruise / Climb Min. Idle Starting Transient Max. Reverse SHP 1200 1200 1000 1000 900 Torque lb-ft 3708 3708 3625 3625 5100 - 44.34 44.34 43.35 43.35 60.98 - Max ITT °C 850 840 840 820 750 1000 870 760 Ng RPM 39,000 39,000 39,000 39,000 19,000 39,000 - 51 104 - NP RPM 1700/100% 1700 1700 1700 1870/110% 1650/97% Oil Pressure PSI 90 to 135 90 to 135 90 to 135 90 to 135 60 minimum 200 max 40 to 200 90 to 135 Oil Temp. °C 10 to 110 10 to 110 10 to 105 10 to 105 -40 to 110 -40 minimum 0 to 110 10 to 105 Ng RPM 39,000 39,000 % 104 104 NP RPM 1700/100% 1700 Oil Pressure PSI 90 to 135 90 to 135 Oil Temp. °C 10 to 110 10 to 110 19,000 39,000 - 51 104 - 1870/110% 1650/97% 60 minimum 200 max 40 to 200 90 to 135 -40 to 110 -40 minimum 0 to 110 10 to 105 % 104 104 PT6A-67AG Power Setting Take-off Max Cont/ Cruise/ climb Min. Idle Starting Transient Max. Reverse PT6A-60 SERIES SHP 1350 1220 900 lb-ft 4170 3770 Torque 49.87 45.07 Max ITT °C 800 800 5100 - 60.98 - 750 1000 870 760 TRAINING USE ONLY PERFORMANCE 9.16 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OPERATING LIMITS PT6A-67B Power Setting Take-off Maximum Continuous Maximum Cruise/ climb Min. Idle Starting Transient Max. Reverse SHP 1200 1200 1000 Torque lb-ft 3708 3708 3090 5100 psig 44.34 44.34 36.95 61.00 900 Max ITT °C 800 800 760 750 1000 870 760 Ng RPM 39000 39000 39000 % 104 104 104 19000 51 39000 104 Ng RPM 39000 39000 39000 % 104 104 104 NP RPM 1700/100% 1700 1700 Oil Pressure psig 90 to 135 90 to 135 90 to 135 Oil Temp. °C 10 to 110 10 to 110 10 to 110 1870/110% 1650/97% 60 min. 200 max. 40 to 200 90 to 135 -40 to 110 -40 min. 0 to 110 10 to 105 NP RPM 1700/100% 1700 1700 Oil Pressure psig 90 to 135 90 to 135 90 to 135 Oil Temp. °C 10 to 110 10 to 110 10 to 110 1870/110% 1650/97% 60 min. 200 max. 40 to 200 90 to 135 -40 to 110 -40 min. -40 to 110 10 to 105 NP RPM 1700/100% 1700/100% 1700/100% Oil Pressure psig 90 to 135 90 to 135 90 to 135 Oil Temp. °C 10 to 110 10 to 110 10 to 110 1870/110% 1650/97% 60 min. 200 max. 40 to 200 90 to 135 -40 to 110 -40 min. -40 to 110 10 to 105 PT6A-67D Power Setting Take-off Maximum Continuous Maximum Cruise/ climb Min. Idle Starting Transient Max. Reverse SHP 1279 1214 1106 Torque lb-ft 3950 3750 3750 5100 psig 47.23 44.84 44.84 61.00 900 Max ITT °C 800 780 760 750 1000 870 760 19000 39000 - 51 104- PT6A-67F Power Setting Take-off Maximum Continuous Maximum Climb/ Cruise Min. Idle Starting Transient Max. Reverse PT6A-60 SERIES SHP 1600 1600 1550 1350 Torque lb-ft 4943 4943 4789 4634 6092 900 psig 60.25 60.25 58.37 56.48 74.25 Max ITT °C 870 870 815 795 750 1000 910 760 Ng RPM 39000 39000 39000 19000 39000 - TRAINING USE ONLY % 104 104 104 50.7 104- PERFORMANCE 9.17 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OPERATING LIMITS PT6A-67P Power Setting Take-off Maximum Continuous Maximum Climb/ Cruise Min. Idle Starting Transient Max. Reverse SHP 1200 1200 1200 1000 Torque lb-ft 3708 3708 3708 3090 5100 psig 44.34 44.34 44.34 36.95 61.00 900 Max ITT °C 850 840 820 820 750 1000 870 760 Ng RPM 39000 39000 39000 Ng RPM 39000 39000 39000 39000 21000 39000 - 19000 39000 - NP RPM 1700/100% 1700/100% 1700/100% Oil Pressure psig 90 to 135 90 to 135 90 to 135 Oil Temp. °C 10 to 110 10 to 105 10 to 105 1870/110% 1650/97% 60 min. 200 max. 40 to 200 90 to 135 -40 to 110 -40 min. -40 to 110 10 to 105 % 104 104 104 104 NP RPM 1700/100% 1700 1700 1425 Oil Pressure psig 90 to 135 90 to 135 90 to 135 90 to 135 Oil Temp. °C 10 to 110 10 to 110 10 to 110 10 to 105 56 104 - 1870/110% 1650 60 min 200 Max 40 to 200 90 to 135 -40 to 110 -40 min. 0 to 110 10 to 105 % 104 104 104 51 104- PT6A-67R & T Power Setting Take-off Alt. take-off (R only) Maximum Continuous Maximum Cruise/ climb Min. Idle Starting Transient Max. Reverse PT6A-60 SERIES SHP 1424 1281 1220 1020 lb-ft 4400 3960 3825 3760 Torque psig 52.61 47.35 45.74 44.96 Max ITT °C 855 825 840 790 900 5100 - 61.00 - 755 1000 870 760 TRAINING USE ONLY PERFORMANCE 9.18 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ROTOR COMPONENTS - SERVICE LIFE Description: Flight Count Factor: Certain rotating components are subject to low-cycle fatigue due to cyclic operation of the engine. Additionally, other factors such as high frequency fatigue and metallurgical changes related to time rather than flight cycles are considered. As a result, these parts must be removed from service when the cycle limit is reached. This is an index of severity. An indication of how much a component is affected during the engine operation. This is a multiplier and will change for a given component if installed in a different engine. Reference: - SB 13002 for PT6A-52/60/61/65 - SB 13202 for PT6A-65AG - SB 14002 for PT6A-64,66,67, 67B/D/P - SB 14302 for PT6A-67AF - SB 14502 for PT6A-67AG/67F If your missions include more flights than starts, component cycle life may be calculated in accordance with the following formula: Total Cycles = [Starts + ( Flights-Starts ) ] x Flight Count Factor Abb. Cycle Factor Airworthiness Regulations Require The Operator To: - Log engine hours, starts and aircraft flights - Calculate and record these hours and cycles Operators having missions, which include many touch-andgo flights or a frequency of scheduled in-flight shutdowns (such as used during pilot training) or which include more than 10 flights per hour must submit their mission profiles to Pratt and Whitney Canada for life cycle analysis. Definition Of A Cycle: A flight preceded by a start and followed by a shutdown. Abbreviated Cycle: A flight, from wheels up to wheels down, but without a start or shutdown. PT6A-60 SERIES TRAINING USE ONLY PERFORMANCE 9.19 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OVERTORQUE CHART (TYPICAL) 75 3000 OUTPUT TORQUE (FT-LBS) TORQUEMETER PRESSURE (PSI) S TO A HIP POW N OV ER ERH SECT AUL IO FAC N ILITY RECORD IN LOG BOOK NO ACTION REQUIRED 0 0 PT6A-60 SERIES 20 SECONDS 0 1 2 3 4 5 TIME (MINUTES) TRAINING USE ONLY PERFORMANCE 9.20 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OVERTEMPERATURE CHART (TYPICAL) 2000 C A INTER TURBINE TEMPERATURE ( C° ) A B NO ACTION REQUIRED * ITT RED LINE 0 5 10 15 20 25 30 TIME (SECONDS) A = DETERMINE & CORRECT CAUSE OF OVERTEMPERATURE - START OVERTEMP, INSPECT P.T. BLADES THROUGH EXHAUST - RECORD IN LOG BOOK B = PERFORM HOT SECTION INSPECTION C = SHIP ENGINE TO AN OVERHAUL FACILITY * ITT RED LINE = MAXIMUM TAKE OFF ITT PT6A-60 SERIES TRAINING USE ONLY PERFORMANCE 9.21 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface ENGINE TROUBLESHOOTING Effective engine troubleshooting infers monitoring engine parameters on a regular basis, using performance check and engine condition trend monitoring. Troubleshooting of problems related to internal engine components is generally divided in 2 areas: - Compressor section - Hot section. Effective troubleshooting can be divided into four steps: 1. Evaluate the symptoms 2. Logically isolate the possible cause of the problem 3. Try quick fixes when possible. 4. Determine the corrective action required to solve the problem Remember that troubleshooting is done by comparing engine parameters with a set of reference values for a good engine or by looking at the trend of the parameters of one engine over a period of time. The compressor section refers to all the components of the main gas path. This starts from the aircraft inlet and includes the gas generator where P3 air fills the cavity around the combustion chamber liner. The hot section is composed of all the components starting from the combustion chamber liner down to the exhaust duct including all the vane rings and the turbines. Propeller speed and torque are the indication of power produced by an engine. Any serious troubleshooting should begin with the calibration of the instruments used in the process. Note: Chapters 10 and 11 cover troubleshooting of fuel and propeller systems. PT6A-60 SERIES TRAINING USE ONLY PERFORMANCE 9.22 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE TROUBLESHOOTING Introduction: - The following information is a guide only. - Refer to the appropriate aircraft or engine maintenance manual as necessary. Troubleshooting: - Technique used to logically isolate the cause of an engine problem . - Determine the corrective maintenance action(s). - Resolve the problem in a timely manner. Shotgun Approach: - Based on a "Trial and Error" method. - Used by personnel with minimal knowledge of engine operation and troubleshooting techniques. - This time consuming method is not cost effective and indicates that some form of training is required. Systematic Approach: - Preferred approach - Gathering of all applicable information - Analysis of engine symptoms - Determination of most probable cause - Corrective actions - Confirm results This method requires a good knowledge of normal and abnormal engine operation, systems operation as well as the ability to use technical manuals efficiently. The systematic approach increases the chances that you are looking in the correct area for the problem, so that precious man-hours and material are not wasted on tasks that provide no resolution to the problem. By The Book Approach: Effective but time consuming method used by maintenance technicians who follow all necessary troubleshooting procedures from technical manuals. This method requires some knowledge of engine construction and operation. PT6A-60 SERIES TRAINING USE ONLY PERFORMANCE 9.23 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE TROUBLESHOOTING (CONT’D) The Basics: - Understand the problem - Simultaneous review of ECTM* and recent past history - Pilot reports, and maintenance logs A review of the ECTM plots for the past three to six months in conjunction with a review of the past thirty days of pilot write-ups and maintenance actions are the two most useful tools to be employed in defining the problem and setting a plan for corrective action. It is recommended these records be available on-site where the aircraft maintenance is being performed and not in a locked office a few hundred miles away where the individual has gone home for the night. If this is not the case, then the maintenance crew should have some way of accessing the information. ECTM has the ability to tell you if the problem is in the cold section or hot section of the engine. A step shift of only one parameter is a likely instrumentation problem. Pilot write-ups and maintenance logs can offer very valid clues; for example if the pilot report has been repeated several times dated back to seven days previous. One could go back and review the maintenance actions carried out just prior to the first pilot report to see if the problem was introduced by the maintenance action. Compressor Health: * Inspection for FOD and erosion * Increased manual limits * Compressor may have reached refurbishment point One of the first areas that one should look at on the engine is the compressor intake. PWC has extended the accepPT6A-60 SERIES tance limits on compressor FOD. The extended limits are approximately double the previous ones but are acceptable providing that engine performance remains acceptable. Therefore, if the FOD is towards the high side of the extended limits, heavy erosion is visible or the engine is having performance difficulties then it is likely the compressor has reached the refurbishment point. Further attempts to repair the engine on-wing would be futile. Compressor Wash: - How long since last wash - Does ECTM show extended gradual shift right of all parameters - Experience has shown 15 to 20 °C recovery when washed - A wash may be all you need If it has been some time since the last wash and the compressor looks dirty, it is recommended a ground performance run be carried out, followed by engine wash, and then finally by another ground performance run. A comparison of the pre and post wash run data will indicate how dirty the engine was and if any further troubleshooting is required. We have seen reported "major performance loss" being rectified by nothing more than two successive engine washes. Note: ECTM = Engine Condition Trend Monitoring TRAINING USE ONLY PERFORMANCE 9.24 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE TROUBLESHOOTING (CONT’D) Instrument Calibration: - How long since last calibration. - Accurate calibrations are worth the effort. - OAT, PA, and IAS are used in normalization process and thereby affect ECTM accuracy . - Erroneous OAT, PA, and TQ affects targets for the day. - If ECTM data shows a step jump in ITT only, one should suspect an instrumentation problem in the ITT system. - Similarly if all parameters are high, a torque indication problem is likely. Remember ECTM plots are produced by normalization process of certain inputs and then comparing the normalized data with actual recorded. Outside air temperature, pressure altitude, prop speed, and airspeed are inputs to the normalization formula. If these parameters are out of calibration, the ECTM plots will be unreliable as a troubleshooting tool. Outside air temperature and pressure altitude are used to determine target torque for the day in doing ground performance runs. Errors in these instruments will lead to selection of the wrong target torque for the day. If the torque transducer calibration is low, the actual engine torque will be higher than what is indicated. This is perceived as the engine being temperature limited, as well, fuel flow and gas generator speed will be higher than normal. PT6A-60 SERIES From the previous example, the importance of instrument calibration can not be overemphasized. Intake Deviations: - Actual running data has shown up to 35° C ITT differential between separator deployment and retraction - Ice vane drop/out of adjustment will also cause performance deterioration and parameter fluctuation Eliminate Cabin Bleed Leaks: - Ground run with cabin bleeds blanked at engine flange - Compare blanked and un-blanked run data - Leaking P3 pre-coolers and defective temp control valves have caused up to 60°C rises in ITT Carry out a ground performance run with the cabin bleed systems in the normal off position. Follow this with a ground performance run with the bleeds blanked at the engine flange. It is important to blank the system at the engine flange rather than at some other convenient location. TRAINING USE ONLY PERFORMANCE 9.25 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE TROUBLESHOOTING (CONT’D) Eliminate Cabin Bleed Leaks (Cont'd): Compare the results of the two runs. If the parameters of the run with the bleeds blanked appear lower, you have a leak or component malfunction in the bleed system that requires rectification. At the same time as the bleeds blanked run is done, it is also a convenient opportunity to do a bleed valve closing point check and a T5 trim determination check. Bleed Valve Closing: - Is the BOV closure point correct ? - Late closing bleed valve results in high ITT. - Sticking bleed valve results in intermittent power. - Regular scheduled BOV checks. - Closure point shifts with time. - Some engines have classified CT baffle. - Controls BOV closing pressure air. - Facilitates seat adjustment. - Mixing pre and post SB hardware results in BOV closing problems. Trim Determination: - Trim on/off runs to determine if trim compensation is correct. - Not a "dial as required system" - Do not readjust existing trim probes. Do two ground runs at take-off power, one with the trim compensator connected and one with it disconnected and compare the results. It is recommended to use a precision tester (i.e. Barfield) to monitor ITT during these runs rather than the cockpit gauge. The delta in ITT between these two runs should be within ±10% of engine data plate trim value. If the delta is greater than ±10%, the T5 trim compensator should be replaced. Previously installed or adjusted trim compensators must not be readjusted. Some engine models have a classified baffle bolted to the number two bearing cover. The size of the inner diameter of this baffle controls the air to the bleed valve, therefore, when working in this area pay particular attention not to intermix pre and post SB hardware. Intermixing of hardware results in BOV timing difficulties. PT6A-60 SERIES TRAINING USE ONLY PERFORMANCE 9.26 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERFORMANCE TROUBLESHOOTING (CONT’D) Borescope Inspection: - Borescope engine to confirm hot section distress. - Does what you see with the borescope agree with the ECTM plots. - Do you want to run to extended borescope limits. If the ECTM plots show typical hot section deterioration (rising ITT and decreasing NG) you should see distress of the Compressor Turbine (CT) vane and/or CT blades when you borescope the hot section. Some maintenance manuals have the extended inspection limits incorporated (72-00-00). A number of factors must be taken into consideration when opting to run to the extended limits. The two factors are whether there is a large ITT delta upshift in the ECTM plots and how long the engine has been operating this way. If the borescope inspection reveals a burned through vane airfoil one must carefully assess the decision to continue in service. As this condition excites the CT blade that can lead to blade cracking and possible failure. Engine Matching: - Has engine performance been questionable since last HSI. - What classes of CT and PT vanes were installed at last test cell run. - What vane classes are installed now. - Use same class within ± .03 CT and ± .1 PT - Keep a log of important engine data, BOV seat, CT baffle, vane class etc. PT6A-60 SERIES Engines are assembled; performance tested and trimmed with a particular set of CT and first stage PT vane classes. It is important to know what these classes were as a reference point for future on-wing maintenance. When it becomes necessary to replace a CT or Power Turbine (PT) vane on-wing, one must go back to the last test cell performance run vane class matching as a reference for replacement, not necessarily the class that was removed. PWC recognize that it is not always possible to obtain the exact same class vane as required on short notice. To allow some flexibility, PWC recommends that one stays within ±0.03 of a class on CT and ±0.1 of a class on PT of those installed at last test cell run. Maintaining a small spreadsheet for your complete fleet is a useful tool and worth the effort. The spreadsheet should contain engine serial number with what class vanes were installed at last test cell run and what classes are currently installed. It can give ready picture of what engines may not be ideally matched. It can also speed up the process in hot section planning. TRAINING USE ONLY PERFORMANCE 9.27 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY PERFORMANCE 9.28 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM FUEL SYSTEM PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM 10.1 POWER MANAGEMENT - 3 lever control system - 2 levers on PT6A-66 and A-67B/P Power Lever: - Controls the compressor speed in forward as well as reverse thrust mode. - Controls the propeller pitch in reverse. - Connects to a cam cluster located on the accessory gearbox. - Cam cluster transmits power lever movement to the fuel control unit. - The FCU controls Ng. Below idle, movement of the power lever affects both Ng and the beta valve to change the propeller blade angle from positive pitch to reverse pitch as power is gradually increased in reverse. Propeller Lever: - Connected to the propeller speed control lever on the top of the propeller governor (CSU). - Controls the propeller speed in the governing mode. - Allows feathering of the propeller. Manual Override (Power Lever): - Single engine aircraft only. - Controls Ng directly in the event of a loss of P3 air pressure at the FCU. - Controls fuel flow from minimum to maximum flow stops. - Used in forward mode only. Note: Engines operated with two levers have a ‘single speed’ propeller governor. (Pilatus PC-XII aircraft PT6A-67B/P). Fuel Lever (Condition Lever): - Cut-off position stops fuel flow to the combustion chamber and causes the engine to shut down - Allows to set Ng from low idle to high idle - Low idle is the minimum Ng allowed - High idle is the minimum power used in flight When the correct Ng is reached, the low idle position is selected to allow fuel into the combustion chamber. PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM 10.2 POWER MANAGEMENT MIN. POWER TAXI RANGE POWER RANGE REVERSE MAX. POWER BETA MIN. RPM FEATHER MAX. RPM PROPELLER LEVER POWER LEVER CAM ASSY PROPELLER GOVERNOR LOW IDLE SHUT-OFF HIGH IDLE FUEL CONDITION LEVER PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM 10.3 FUEL SYSTEM Function: Alternate/Emergency Fuels: Provides the engine with clean fuel at the required pressure and flow to permit control of engine power. Minimize use of AVGAS. AVGAS may contribute to accelerate hot section deteriorations. Run AVGAS a maximum of 150 hrs between overhauls. Components: - Fuel heater - Fuel pump - Fuel control unit - Flow divider - Fuel nozzles (14) - Fuel drain valves (2) Operating time on AVGAS is computed on the basis of quantity used versus average engine consumption. The operation of P&WC commercial engines, covered by this training manual, on fuel other than the approved jet fuels is not permitted without the express permission of P&WC. Fuel And Additives: - SB 13044 for A-52/60/61/65. - SB 13244 for A-65AG. - SB 14004 for A-64/66/67. - SB 14504 for A67AG/F - SB’s indicated above list minimum requirements for acceptable engine fuel. - Additives such as; anti-corrosion. anti-icing. thermal stability additives. Anti-microbial - Use of Aviation Gasoline (AVGAS) is limited to 150 hours per engine between overhaul periods (TBO). - Diesel fuel is permitted for agricultural use only. PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM 10.4 FUEL SYSTEM CONDITION LEVER BYPASS PORT POWER LEVER Py AIR TO CSU FUEL OUT FUEL MANIFOLD ADAPTER FUEL PUMP DRAIN VALVES P3 IN FUEL CONTROL UNIT FUEL IN AIR FUEL CONTROL UNIT(FCU) A PT6A-60 SERIES FUEL DELIVERY TUBE P3 AIR TO FCU FUEL HEATER FUEL FROM TANK (AIRFRAME) VIEW A FLOW DIVIDER FUEL FROM FUEL PUMP TO FCU TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface AIR FUEL FUEL SYSTEM 10.5 FUEL SYSTEM Description: Fuel from the aircraft tank is sent to the fuel heater via one or more airframe boost pumps. From the fuel heater, fuel is directed to the fuel pump. The fuel pump sends the fuel to the fuel control unit (FCU) which determines the quantity of fuel required by the engine to produce the power requested through the power lever and according to the ambient conditions. The excess fuel is returned to the inlet of the fuel pump and the fuel flow going to the engine goes through the fuel flow meter to indicate the fuel consumption in the cockpit. Then, the fuel reaches the flow divider where it is directed to the primary and secondary fuel manifolds to supply all the nozzles. The fuel nozzles atomize the fuel in the combustion chamber to sustain the combustion. PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM 10.6 FUEL SYSTEM SCHEMATIC FUEL HEATER OIL OUT FUEL CONTROL UNIT FUEL PUMP UNIT INLET FILTER (SELF RELIEVING) OIL IN PUMP FUEL METERING OUTLET FILTER INPUTS NG PLA BYPASS BYPASS PRESSURE REGULATING VALVE FUEL LEVER P3 AIR FUEL TANK BOOST PUMP (AIRFRAME) PRIMARY MANIFOLD COMBUSTION CHAMBER FUEL INLET PRESSURE OIL INLET PRESSURE PUMP DELIVERY PRESSURE BYPASS FUEL METERED FUEL PRIMARY FUEL MANIFOLD SECONDARY FUEL MANIFOLD PT6A-60 SERIES FLOW METER (AIR FRAME) PPH FUEL DISTRIBUTION SECONDARY MANIFOLD FLOW DIVIDER IGNITERS P3 AIR DUMP OR ACCUMULATOR FUEL NOZZLES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM 10.7 FUEL HEATER Function: - Heat the fuel to prevent ice crystal formation - Heat the FCU housing to prevent condensation from freezing in the bellows assembly - Preheat the fuel for FCU calibration Troubleshooting: - Verify operation by touching the fuel filter bowl after shutdown. Should be warm but not hot (≈27°C / 80°F). - A template temperarure recorder can be used to determine if thermal element is good (refer to the Maintenance Manual). - Internal damage may cause oil to mix with fuel and result in high oil consumption when engine is running. - Internal damage may also cause fuel to mix with the oil in static conditions. Description: - Housing - Fuel passages - Scavenge oil passages - Thermal element sensing fuel temperature Operation: Cold fuel from the aircraft boost pump enters the fuel heater and surrounds the thermal element. The cold thermal element contracts and allows scavenge oil from the accessory gearbox to travel across the heat exchanger. Heat from the oil transfers to the fuel raising it's temperature. At 21°C the thermal element begins to expand and moves the valve to the right. In this position, scavenge oil from the accessory gearbox progressively bypasses the fuel heater and the fuel temperature begins to stabilize. The spring located at the back of the valve pushes it back to the left (heating position) when the fuel temperature drops. During operation, the thermal element constantly reacts to adjust fuel outlet temperature. PT6A-60 SERIES Maintenance: - Replace unit if defective. - Repair the coating on fuel heater as per engine Maintenance Manual. Symptom Cause Effect Fuel Too Hot Thermal element or control valve Fuel pump cavitation Fuel Too Cold Thermal element or control valve Possible filter blockage (ice) High Oil Consumption Heat exchanger internal leakage Oil leak in the fuel TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM 10.8 FUEL HEATER FUEL OUTLET OIL INLET SLIDE VALVE THERMAL ELEMENT PUSH ROD RETURN SPRING OIL OUTLET FUEL OUT OIL IN FUEL IN OIL OUT FUEL INLET FUEL PASSAGE OIL PASSAGE PT6A-60 SERIES TRAINING USE ONLY P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM 10.9 FUEL PUMP Function: Provide clean fuel under pressure to the fuel control unit. Description: - Single stage - Gear type pump - Brass bushings loaded against pump gears - Carbon seals prevent fuel leak - Inlet and outlet fuel filters Pump Capacity (Typical): Ng % Wf pph Pressure psi 13 % 200 175 100 % 1600 800 Typical engine Wf at 1000 SHP ≈ 500 pph Inlet Filter: - 74 micron screen. - Cleanable (600hrs) - Bypass feature - Bypass at 1.5 psid Outlet Filter: - 10 micron non-metallic type filter - Disposable (600hrs) PT6A-60 SERIES Outlet Filter Bypass Valve: - Bypass fuel if filter gets restricted - Set to open at 15-25 psid Bypass Pressure Regulating Valve: - Maintains bypass pressure above a minimum to minimize fuel leakage at the brass bushing - Set to open at 10 - 35 psid Operation: From the fuel heater, fuel enters the fuel pump housing and passes through the inlet filter, then through the pump. Fuel is filtered a second time through the outlet filter before being delivered to the fuel control unit. Two carbon face seals prevent fuel from leaking out of the pump. A bypass pressure regulating valve is mounted on the FCU bypass return line to ensure a minimum amount of pressure is maintained on the brass bushings to reduce fuel leakage when pump pressure increases. Maintenance: - Inspect inlet and outlet filters at specified intervals. - Inspect for reddish-brown stain in drain port of fuel pump (Sundstrand pumps only). - Replace fuel pump if the engine is operated without airframe boost pressure for more than 10 hours. TRAINING USE ONLY FUEL SYSTEM 10.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL PUMP HIGH PRESSURE FUEL TO FCU OUTLET FILTER FILTER BYPASS VALVE CARBON SEAL CARBON SEAL BRASS BUSHINGS COUPLING TO ACCESSORY GEARBOX FCU BYPASS RETURN FUEL INLET PRESSURE BYPASS FUEL PUMP DELIVERY PRESSURE INLET FILTER (SELF RELIEVING) BYPASS PRESSURE REGULATING VALVE LOW PRESSURE FUEL FROM FUEL HEATER PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.11 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL CONTROL UNIT (MAIN FLOW) Function: Deliver the required amount of fuel at the required pressure to the fuel nozzles. Pressure Relief Valve: - Prevents system over pressurization - Dumps excess fuel to the bypass - Factory set to open at 1350 psid Bypass Valve: - Maintains delta pressure P1-P2 constant at 53 psid - Bypass fuel in excess of engine requirement - Fuel pump delivers more fuel than required - Bypass fuel returns to the pump - Factory adjusted to limit engine acceleration rate During acceleration, more fuel is required in the P2 line. To supply the need, less fuel is dumped to Po by the bypass valve. During deceleration, the opposite applies. PT6A-60 SERIES Minimum Flow: - Provides minimum fuel to start engine and prevents flame out during rapid deceleration - Factory set at ≈90 pph Pump Unloading Valve: - Pilot operated to start or shutdown the engine - Opens when pilot shuts down the engine - Dumps P2 fuel to P0 - P2 becomes equal to P0 - Shutdown valve closes - Factory set Minimum Pressurizing And Shutdown Valve: - Allows the fuel control to pressurize before providing fuel to the engine - Improves fuel metering on start - Works in conjunction with the pump unloading valve for engine shut down - Opens at 100 psid TRAINING USE ONLY FUEL SYSTEM 10.12 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL CONTROL UNIT (MAIN FLOW) LOW Po Po P2 PUMP UNLOADING VALVE HIGH PRESSURE RELIEF VALVE Po TO FUEL PUMP BYPASS P1 P1 PUMP DELIVERY PRESSURE Po P2 METERED FUEL PRESSURE P0 BYPASS FUEL PRESSURE MINIMUM FLOW Py MODIFIED Px P2 Py FROM FUEL PUMP BYPASS VALVE P1 FUEL METERING UNIT P1 P2 Po MINIMUM PRESSURIZING AND SHUTDOWN VALVE P2 P2 Py PT6A-60 SERIES TRAINING USE ONLY TO FUEL DISTRIBUTION SYSTEM TO PROPELLER GOVERNOR FUEL SYSTEM 10.13 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL CONTROL UNIT (METERING) Function: Fuel Valve And Bellows Section: Determines fuel flow to the engine in response to the following inputs: - Power Lever Position (PLA) - Compressor discharge pressure (P3) - Compressor speed (Ng) The Fuel Valve rotates and moves up and down to determine the amount of fuel going to the engine by varying the opening between the inner rotating valve and the static outer valve. Cockpit movement of the PLA causes the 3D cam to rotate. Rotation of the 3D cam makes the Cam Follower move which in turn rotates the Fuel Valve (Initial accel or decel). 3D Cam And Follower: Rotates around it's centerline and up and down in response to power lever movement and compressor speed (Ng). The 3D cam is rotated by moving the power lever in the cockpit. The face of the cam is shaped to move the cam follower and rotate the fuel valve, thus changing fuel flow and Ng. The 3D cam also senses Ng speed via a flyweight governor. Variation of Ng speed causes the Po orifice to open or close causing the 3D cam to translate up or down. The cam follower and fuel valve move in response to the 3D cam therefore changing fuel flow and Ng. PT6A-60 SERIES Up and down movement of the Fuel Valve depends on the bellows position (P3 air pressure). - More Wf Increasing P3 moves the Valve Seat down, allowing Pz pressure to diminish, resulting in a downward movement of the Fuel Valve. - Less Wf Decreasing P3 moves the Valve Seat up, allowing Pz pressure to increase, resulting in an upward movement of the Fuel Valve. TRAINING USE ONLY FUEL SYSTEM 10.14 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL METERING SECTION INC REASE P1 FROM PUMP Po POWER LEVER P1 P2 3D CAM FOLLOWERS P1 PUMP DELIVERY SYSTEM P2 METERED FUEL PRESSURE Pt FUEL SERVO PRESSURE Po BYPASS FUEL Py GOVERNING AIR PRESSURE P3 COMPRESSOR DISCHARGE PRESSURE Pz FUEL INTERMEDIATE PRESSURE PT6A-60 SERIES FUEL VALVE FOLLOWER 3D CAM FUEL VALVE Pt BLEED TO Po COMPRESSOR SPEED NG P2 METERED FUEL OUTLET RPM COMPRESSOR PRESSURE Pz DRAIN Py FLYWEIGHT GOVERNOR P3 PSI TRAINING USE ONLY P3 SENSOR BELLOWS P3 AIR FILTER FUEL SYSTEM 10.15 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface METERING SECTION (3D CAM) INCREASE NG 3D CAM FOLLOWER POWER LEVER FUEL VALVE FOLLOWER E ED S REA ON D EC WF SP E A FOLLOWER SPRING B DECREASE NG IN C R E A S E W F D 3D CAM FLY WEIGHT PT BLEED TO Po A- DECEL B- STEADY STATE C- ACCEL D- INTERMEDIARY FUEL VALVE NG GOVERNOR P3 SENSOR BELLOWS PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.16 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL CONTROL SYSTEM FUEL CONTROL UNIT (FCU) FUEL METERING FUEL CONDITION LEVER AND HIGH IDLE CAM FUEL PUMP LOW MAIN FLOW PUMP Po UNLOADING VALVE Po P2 P1 POWER LEVER FUEL VALVE FOLLOWER FUEL VALVE Pt BLEED TO Po FLYWEIGHT GOVERNOR DRAIN PT6A-60 SERIES P3 P3 AIR FILTER P3 SENSOR BELLOWS P1 P2 Pt BYPASS VALVE P2 P1 Po P2 Pz Py COMPRESSOR PRESSURE (P3) PUMP Po Po MINIMUM FLOW COMPRESSOR SPEED (NG) Po P1 3D CAM 3D CAM FOLLOWER HIGH PRESSURE RELIEF VALVE FUEL INLET (FROM FUEL HEATER) MINIMUM PRESSURIZING AND SHUTDOWN VALVE TO DISTRIBUTION SYSTEM Py P2 TO PROPELLER GOVERNOR TRAINING USE ONLY FUEL SYSTEM 10.17 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface COMPRESSOR DELEVERY AIR LINES Function: To provide clean P3 air to the FCU. Description: Compressor discharge air (P3), derived from the diffuser section of the gas generator case, is routed to the metering section of the FCU through external lines and a fine-screen filter. The system consists of two tube assemblies, one on each side of the air filter housing. Maintenance: Replace P3 filter - SB’s 13175 and 14054 introduce a P3 air pressure sensitive drain valve to the air filter housing. During compressor wash, P3 air pressure is low, and the valve is spring-loaded open to allow cleaning fluid to drain. As engine speed builds, P3 air pressure increases and closes the valve. Note: The filter element is normally a permanent (stainless steel) type and is intended to be cleaned ultrasonically at an approved overhaul facility. However, the filter may be cleaned (washed) electronically at field level. PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.18 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface P3 AIR FILTER ELEMENT P3 AIR FILTER ELEMENT (PRE−SB 13175 & PRE-SB 14054) PT6A-60 SERIES (POST−SB 13175 & POST-SB 14054) TRAINING USE ONLY FUEL SYSTEM 10.19 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FLOW DIVIDER WITH DUMP VALVE Function: Operation: Provides a means to separate the starting flow (primary) from the normal engine running flow (Pri & Sec). Allows the fuel flow to be ported to a collector can during the shutdown (dump) sequence. When the condition lever is moved to the "fuel on" position, fuel enters the flow divider and pushes against the primary and secondary valve and spring. At a fuel pressure of 9 13 psi, the primary valve moves to the right and allows fuel to flow to the primary manifold only. Description: - Two concentric valves spring loaded to the closed position - Fuel pressure operated As Ng speed increases, fuel pressure increases (17-22 psid) in the flow divider and the secondary valve moves to the right. At this point, Ng is at approximately 35% and fuel flows through all the nozzles. Primary Flow: Allows fuel to flow through primary manifold for starting. Primary valve opens at fuel pressure of 9 - 13 psi When the fuel lever is moved to the "cut-off" position, the fuel pressure drops rapidly and the two springs push the primary and the secondary valves toward the closed position. This allows the fuel to drain by gravity into a collector can, preventing contamination (carbon deposits) of fuel nozzles due to fuel residue. Secondary Flow: Combined with the Primary flow, allows enough fuel flow to operate the engine. Secondary valve opens at fuel pressure of 17 - 22 psid. Maintenance: - No maintenance at field level - Visually inspect for cracks and leaks Dump Position: Allows fuel to dump into a collector can. Springs move the Primary and Secondary valves to the cut-off position, porting both manifolds to dump. PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.20 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FLOW DIVIDER AND DUMP VALVE FLOW DIVIDER AND DUMP VA LVE FUEL NOZZLE FUEL NOZZLE SHEATH PRIMARY MANIFOLD PORT SECONDARY MANIFOLD PORT PRIMARY FUEL MANIFOLD FUEL DUMP (To collector can) P2 FUEL IN PRIMARY FUEL MANIFOLD SECONDARY FUEL MANIFOLD DUMP FUEL GAS GENERATOR CASE SECONDARY FUEL MANIFOLD INLET ADAPTER FUEL FLOW DIVIDER SECONDARY VALVE PT6A-60 SERIES COMBUSTION CHAMBER OUTER LINER ASSEMBLY PRIMARY VALVE FUEL DUMP P2 FUEL IN TRAINING USE ONLY FUEL SYSTEM 10.21 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FLOW DIVIDER WITH PURGE VALVE (SB 13074, 14065) Function: Provides a means to separate the starting flow (primary) from the normal engine running flow (Pri & Sec). Allows the fuel flow to be purged (blown) back to the Combustion Chamber to be burnt during the shutdown sequence. Description: - Two concentric valves spring loaded to the closed position - A P3 purge check valve separates the fuel side from the air side - Fuel/Air pressure operated Primary Flow: Allows fuel to flow through primary manifold for starting. Primary valve opens at fuel pressure of 9 - 13 psi, and forces shut the P3 purge check valve. Secondary Flow: Combined with the Primary flow, allows enough fuel flow to operate the engine. Secondary valve opens at fuel pressure of 17 - 22 psid. Purge: - P3 air accumulator (airframe). - Opens the check valve. - Purges the fuel from transfer tubes and nozzles into the Combustion Chamber. PT6A-60 SERIES Operation: When the fuel lever is moved to the "fuel on" position, fuel enters the flow divider and pushes against the primary and secondary valves. At a pressure of 9 - 13 psi, the primary valve moves to the right and allows fuel to flow in the primary manifold at a pressure providing optimum fuel atomization. As Ng speed increases, fuel pressure goes up and at 17 22 psid, the secondary valve moves to the right. At this point, Ng is spooling through 35% and fuel flows through all the nozzles. When the fuel lever is moved to the cut-off position, fuel pressure drops and the two springs push the primary and secondary valves into the purge position. P3 air, accumulated in a purge can, pushes the check valve open and blows the remaining fuel in the manifold and fuel nozzles in the combustion chamber where it is burned. This may cause a small Ng and T5 spike during shutdown. Maintenance: - No maintenance at field level - Visually inspect for cracks and leaks - Verify airframe check valves and purge canister. TRAINING USE ONLY FUEL SYSTEM 10.22 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FLOW DIVIDER AND PURGE VALVE FUEL NOZZLE FUEL NOZZLE SHEATH SECONDARY MANIFOLD PORT COMBUSTION CHAMBER OUTER LINER ASSEMBLY PRIMARY MANIFOLD PORT PRIMARY FUEL MANIFOLD GAS GENERATOR CASE P3 AIR SECONDARY FUEL MANIFOLD P2 FUEL IN INLET ADAPTER FUEL FLOW DIVIDER PRIMARY FLOW POSITION SECONDARY VALVE PRIMARY VALVE CHECK VALVE P3 AIR P2 FUEL IN PRIMARY AND SECONDARY FLOW POSITION PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.23 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface SIMPLEX FUEL NOZZLES (A52/60/61, A64, A65) Function: Deliver and atomize metered fuel into the combustion chamber. Construction: - 14 fuel nozzle adapters, 7 primary, 7 secondary - 14 sheaths - 14 fuel nozzle tips - 28 transfer tubes (manifolds) Maintenance: - Clean or replace nozzles every 400 hours - New operator clean every 200 hours - Alternate cleaning method, in situ cleaning every 200 hours to extend intervals between removals - Leak test if nozzles tips are removed - Check for erosion and fretting wear on nozzle sheaths - Upgrades from Simplex to Duplex type nozzles: SB 13182…….A65’s SB 14053…….A64 SB 14067…….A66/67,A,R,AF Warning: Operation: On start, fuel flows through the primary manifolds and the seven primary fuel nozzles. The position of the primary fuel nozzles is such that fuel is sprayed circumferentially towards the spark igniters in order to facilitate ignition. Badly Spraying Nozzles Will Reduce Hot Section Component Life An increase in Ng causes fuel pressure to increase and the secondary fuel nozzles to spray fuel into the combustion chamber. During operation, all 14 fuel nozzles receive fuel from the flow divider and deliver it to the combustion chamber. PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.24 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface SIMPLEX FUEL NOZZLES PRIMARY FUEL MANIFOLD ADAPTER TRANSFER TUBE (SECONDARY) FUEL MANIFOLD ADAPTER WORKING PRESSURE 9 PSI TRANSFER TUBE (PRIMARY) 20 0 30+ PSI WORKING PRESSURE 17 PSID TRANSFER TUBE (SECONDARY) FUEL NOZLE SHEATH PRIMARY FUEL MANIFOLD SECONDARY FUEL MANIFOD PT6A-60 SERIES 10 FUEL MANIFOLD ADAPTER TRANSFER TUBE (PRIMARY) TRAINING USE ONLY FUEL SYSTEM 10.25 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface DUPLEX FUEL NOZZLES (A67B/D/F/P AND POST SB FOR OTHERS) Function: Deliver and atomize metered fuel into the combustion chamber. Construction: - 14 fuel nozzle adapters - 14 fuel nozzle sheaths - 14 fuel nozzle tips - 28 transfer tubes Maintenance: - Clean or replace nozzles every 400 hours. - New operator should clean every 200 hours. - Alternate cleaning method, in situ cleaning every 200 hours to extend intervals between removals. - Leak test if nozzles tips are removed. - Check for erosion and fretting wear on nozzle sheaths. Warning: Badly spraying nozzles will reduce Hot Section component life Operation: On start, the flow divider sends fuel to the primary manifolds. The 14 fuel nozzles will deliver fuel to the combustion chamber through the Primary passage. As Ng increases, the fuel pressure increases. The secondary fuel nozzle passages will spray fuel into the combustion chamber. During operation, both Primary and Secondary passages of the 14 fuel nozzles receive fuel from the flow divider and deliver it to the combustion chamber. PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.26 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface DUPLEX FUEL NOZZLES FUEL MANIFOLD ADAPTER TRANSFER TUBE (SECONDARY) WORKING PRESSURE 9 PSI + FUEL MANIFOLD ADAPTER TRANSFER TUBE (PRIMARY) 20 0 30+ PSI TRANSFER TUBE (SECONDARY) FUEL NOZLE SHEATH PRIMARY FUEL MANIFOLD SECONDARY FUEL MANIFOD PT6A-60 SERIES 10 TRANSFER TUBE (PRIMARY) TRAINING USE ONLY FUEL SYSTEM 10.27 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL CONTROL UNIT MANUAL OVERRIDE The P1 to Pz pressure differential will move the fuel valve down to increase fuel flow. Function: Allows the pilot to manually control the FCU fuel valve in the event of a pneumatic (P3, Py) system malfunction. Installed on the following: - A-60AG - A-64 - A-65AG SB 13196 - A66A, A66D - A-67B/P - A-67AG A return spring below the P2 valve ensures the valve follows the bellows movement during normal operation. In the event of a pneumatic failure (P3 or Py), it is easier to compress the return spring than the bellows; so less force is required to move the MOR and the Pz valve. Caution: Move manual override lever slowly Operation: In the event of a P3/Py air loss or metering unit malfunction, the pilot can manually control the position of the fuel valve by simulating the action of P3 air pressure. A special lever is provided in the cockpit to that effect. Maintenance: - Operate manual override system regularly to confirm proper operation and familiarize with engine response in this mode Movement of the Manual Override Lever (MOL) will increase spring pressure on the rate piston, forcing it to move. The rate of movement is established by the orifice which dampens any abrupt MOL movement. The rate piston movement is transmitted to the Manual Override Rod (MOR) that runs through the center of the fuel valve. The MOR forces the P2 valve down allowing Pz pressure to bleed to Po. PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.28 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FCU MANUAL OVERRIDE MANUAL OVERRIDE LEVER RATE PISTON Po Po MANUAL OVERIDE ROD P1 ORIFICE P2 Pz Py P3 AIR Pa PT6A-60 SERIES SPRING TRAINING USE ONLY P1 PUMP DELIVERY SYSTEM P2 METERED FUEL PRESSURE Pz FUEL INTERMEDIATE PRESSURE Po BYPASS FUEL Py GOVERNING AIR PRESSURE P3 COMPRESSOR DISCHARGE PRESSURE FUEL SYSTEM 10.29 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface POWER RECOVERY SYSTEM (PT6-A65R/AR AND 67R ONLY) Function: On twin engine aircraft’s, provides manual or automatic power increase on one engine in the event of a severe power loss from the opposite engine. Description: A solenoid valve activated by a low torque reading on the failed engine allows P3 air to push on a piston located at the back of the FCU. The piston then rotates an eccentric shaft changing the position of the cam follower on the 3D cam. The movement of the follower on the cam is designed to cause a rotation of the fuel valve and increases Ng by approximately 4%. The system is used during take-off only. A P3 bleed to atmosphere allows the servo piston to return when power recovery is selected off (solenoid valve closed). Maintenance: Check and adjust Ng increase as per Airframe Maintenance Manual. PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.30 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface POWER RECOVERY SYSTEM P1 FROM PUMP P1 CAM FOLLOWER FUEL VALVE FOLLOWER POWER LEVER Po 3D CAM P2 TO FUEL NOZZLES Po PT Pz FUEL VALVE BLEED TO ATMOSPHERE VALVE SEAT SOLENOID VALVE (AIRFRAME) P1 PUMP DELIVERY SYSTEM P2 METERED FUEL PRESSURE Pt FUEL SERVO PRESSURE Pz FUEL INTERMEDIATE PRESSURE Po BYPASS FUEL Py GOVERNING AIR PRESSURE P3 COMPRESSOR DISCHARGE PRESSURE PT6A-60 SERIES NG GOVERNOR Py TO PROPELLER GOVERNOR DRAIN P3 FILTER P3 SENSOR BELLOWS P3 AIR TRAINING USE ONLY FUEL SYSTEM 10.31 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OVERTORQUE LIMITER Function: A back-up unit which prevents engine overtorques. The pilot is always responsible for operating the engine within limits. Description: A oil bellows which senses torquemeter oil pressure and is linked to a Py bleed orifice. Found on the following engines: - A-64 - A-66B/D - A-67AF post SB 14056 - A-67B post SB 14154 - A-67T A solenoid (deleted by SB 14185) valve is used on the A67B and A-67AF to disable the torque limiter when not required. The solenoid valve closes when de-powered. It controls the supply of Py to the torque limiter. Maintenance: - Adjust unit as per Airframe Maintenance Manual so that the required torque value is not exceeded. - Pressure check unit to ensure Py does not leak. - Replace unit if defective. Operation: Oil from the torquemeter chamber passes through a restrictor before entering the bellows. The restrictor dampens torque pressure fluctuation and prevents damage to the bellows assembly. When torque pressure reaches a specified limit above maximum permitted torque, the bellows expands and compresses the spring. The flapper valve then moves to allow Py air pressure from the fuel control unit to bleed to the atmosphere and therefore limit the fuel supply to the engine. Bimetallic disks are mounted on the spring to compensate for variation of spring tension caused by change in ambient temperature. PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.32 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface OVERTORQUE LIMITER (A-64, 66A/B/D, 67AF, 67B/R/T) ADJUSTMENT SCREW FLAPPER VALVE Py AIR FROM FCU Py AIR FROM FCU ADJUSTMENT SCREW BIMETALLIC DISKS TORQUEMETER OIL PRESSURE BELLOWS TORQUEMETER OIL PRESSURE OVERTORQUE POSITION PT6A-60 SERIES RESTRICTOR NORMAL POSITION TRAINING USE ONLY FUEL SYSTEM 10.33 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL CONTROL UNIT ADJUSTMENT Deadband - Adjust deadband first, by deadband adjustment screw. - Clockwise increases the deadband angle. - Always verify low idle after a deadband adjustment. Low Idle - Always adjust before high idle setting Loosen FCU lever clamping screw To increase Ng, loosen top screw, tighten lower one To decrease Ng, loosen lower screw, tighten top screw When adjusting Ng, turn screw in increments of 1/6 of a turn at a time High Idle - High idle can be adjusted at two location on the FCU Adjust at cam follower adjustment screw if there is no stagger in the condition lever. Adjust High idle stop screw if the condition levers are staggered. Clockwise rotation increases Ng 1.5% per turn Maximum Ng, Reverse Ng, Reserve Power - Adjust as per Airframe Maintenance Manual PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.34 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface TYPICAL FUEL CONTROL UNIT ADJUSTMENTS FUEL CONDITION LEVER DEADBAND ADJUSTMENT FCU LEVER POWER LEVER MAX Ng (FORWARD) IF THERE IS STAGGER HIGH IDLE STOP CAM FOLLOWER ADJ. MAX Ng REV (HIGH IDLE) IF NO STAGGER HIGH IDLE CAM RESERVE POWER STOP SPEED RESET SERVO Py P3 AIR (LOW-IDLE) NG DOWN NG UP { CUT OFF STOP FOR LOW IDLE ADJUSTMENT (LOOSEN ONE SIDE AND TIGHTEN OTHER SIDE) PT6A-60 SERIES TRAINING USE ONLY FUEL SYSTEM 10.35 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface FUEL SYSTEM TROUBLESHOOTING SUMMARY Observed Problem Verification Engine Does Not Start / Hot Starts - Engine Hangs Below Idle (Hung Start 30-35% Ng) - Ensure starting procedure is carried out properly - Flow divider secondary valve not opening Engine Is Slow To Accelerate To Idle - Sub-Idle Condition (40-45% Ng) - P3/Py line leaking or broken. P3 filter blocked - Prop. Governor or Torque Limiter leaking Py. - FCU bellows broken or leaking White Smoke On Shut Down From Exhaust Duct - Verify for proper operation of flow divider and dump/ purge valve - Replace FCU Ng Coupling Failure - Engine will go to 85% power Fuel Leakage Between FCU And Fuel Pump - Remove FCU from pump and replace o-ring at fuel bypass port - Replace FCU and pump if fuel leakage persists PT6A-60 SERIES Ensure that minimum cranking speed is achievable Verify igniters for proper operation Check for evidence of fuel flow to the flow divider while motoring the engine Ensure primary and secondary fuel nozzles are in their respective position (N/A for engines equipped with duplex nozzles) - Replace flow divider - Replace fuel nozzles - Weak batteries Ensure starting procedure is carried out properly Check for possible restriction in the P3 air line to the FCU Possible Py leaks Replace flow divider Replace FCU TRAINING USE ONLY FUEL SYSTEM 10.36 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER SYSTEM PROPELLER SYSTEM PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.1 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER SYSTEM Function: Change the power produced by the engine into thrust in order to propel the aircraft through the air. Description: - Three to six bladed propellers - Made of Aluminium or Composite materials - Variable pitch, single acting type - Propeller governor (CSU) controls: Propeller Speed in governing mode. Blade Angle in Beta mode. List Of Topics: - Propeller system - Pitch change mechanism - Governing mode - Beta mode - Primary blade angle - Reverse thrust - Feathering - Propeller overspeed governor - Np governor - Propeller governor adjustments PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.2 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER SYSTEM PROPELLER BLADE PROPELLER GOVERNOR PITCH CHANGE MECHANISM SPINNER PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.3 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PITCH CHANGE MECHANISM Function: Allow varying the propeller blade angle in order to maintain a constant Np through various ambient conditions and power settings. Description: - Hollow spider hub supports the blades - Feathering spring attached to the servo piston (dome) - Centrifugal counterweights on each blade working with the feathering spring drive the propeller blade toward feather - Oil pressure from the propeller governor drives the propeller towards reverse position When oil pressure is decreased, the return spring and counter weights force the oil out of the servo piston and change the blade pitch to a coarser position. An increase in oil pressure drives the blades towards a finer pitch. CSU Action Propeller Reaction Max Position Oil In Finer Pitch (lower pitch) (faster prop RPM) Reverse Oil Out Coarser Pitch (higher pitch) (slower prop RPM) Feather Operation: Oil from the propeller governor feeds into the propeller shaft and to the servo piston via the oil transfer sleeve mounted on the propeller shaft. Maintenance: - Refer to the Airframe Maintenance Manual. As oil pressure increases, the servo piston is pushed forward and the feather spring is compressed. Servo piston movement is transmitted to the propeller blade collars via a system of levers. PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.4 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PITCH CHANGE MECHANISM PROPELLER GOVERNOR (CSU) MOVES FORWARD FROM PBA TO REV PROPELLER SPIDER HUB SERVO PISTON (DOME) OIL TRANSFER SLEEVE FEATHERING SPRING BLADE ACTUATING LEVER PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.5 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER GOVERNOR GOVERNING MODE Description: Is the range of operation where engine power is sufficient to maintain the selected propeller speed by varying the blade angle (pitch). The System Is In The Governing Mode When: - Indicated propeller speed matches selected NP. - increase in Ng speed do not affect Np. - Moving the propeller lever results in a change in Np Components: Pressure Relief Valve: - Opens to bypass oil when maximum pressure is reached (450 to 720 depending on the model) Pump Gears: - Supply oil pressure to control the propeller pitch Governor Flyweights: - Rotation of the flyweights generate a centrifugal force proportional to the propeller speed - Flyweight force pushes against a spring to move the control valve up or down Pilot Valve: - Moves up and down under the influence of the flyweights - Controls the oil pressure going to the propeller PT6A-60 SERIES Speeder Spring: - Opposes a mechanical force to the centrifugal force of the flyweights - Determines the propeller speed at which the flyweights will be "on speed." - The pilot controls spring tension through the propeller lever (not on A-67B/P). Operation: Oil is supplied to the governor. A gear pump, mounted at the base of the governor, increases the flow of oil going to the CSU relief valve. When the oil pressure reaches the desired level, the relief valve opens to maintain the pressure. When the speed selected by the pilot is reached, the flyweights force equals the spring tension of the speeder spring. The governor flyweights are then on speed. When the engine output power is increased, the power turbines tend to speed up. The flyweights in the CSU sense this acceleration. The flyweights go into an overspeed condition because of the increase centrifugal force and force the control valve to move up and restrict oil flow to the propeller dome. The feathering spring increases the propeller pitch to maintain the selected speed. Reducing power causes an under-speed of the flyweights, downward movement of the control valve, more oil in propeller dome, resulting in a finer pitch to control propeller speed. The propeller governor houses an electro-magnetic coil, which is used to match the rpm of both propellers during cruise. An aircraft supplied synchro-phaser unit controls this function. TRAINING USE ONLY PROPELLER SYSTEM 11.6 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface GOVERNING MODE NO MOVEMENT RESET POST PROPELLER SPEED CONTROL LEVER BETA VALVE LEVER GOVERNOR PRESSURE SPRING RELIEF SHUT-OFF VALVE (LOCK PITCH) SOLENOID VALVE Py RESET ARM NO MOVEMENT MIN. GOV. ADJ. ENGINE OIL PILOT VALVE CSU PUMP PT6A-67B/P WITH FIXED PROPELLER SPEED BETA VALVE SUPPLY PRESSURE RETURN TO PUMP PROPELLER SERVO PRESSURE CARBON BLOCK NO MOVEMENT BETA ROD HYDRAULIC LOW PITCH ADJ. PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.7 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER GOVERNOR BETA MODE (FORWARD OPERATION) Power Lever: Description: On the ground, movement of the power lever below the idle gate causes the reversing cam to actuate the beta valve, thus causing the blade angle to reduce The beta mode corresponds to a range of operation where the blade angle is between PBA (Primary Blade Angle) and reverse. The propeller pitch is a direct function of the beta valve position (power lever) Function: - Prevents the blade angle from going below minimum in flight (Primary Blade Angle, PBA) - Allows the pilot to manually control the blade angle on the ground for taxiing and reverse operation You Are In The Beta Mode When: - Indicated Np is below selected Np - A change in Ng speed causes a Np change - Propeller lever movement does not change Np Beta Feedback System: In low pitch operation, the beta nuts, beta rods, slip ring, carbon block and the beta lever, which compose the beta feedback system, actuate the beta valve PT6A-60 SERIES Operation: At low power, the propeller and governor flyweights do not turn fast enough to compress the speeder spring. In this condition, the control valve moves down and high pressure oil pushes the dome forward, moving the blades towards a finer pitch. The propeller dome in it's forward movement contacts the beta nuts. Any further movement pulls the beta rod and the slip ring forward. The forward motion of the slip ring is transmitted to the beta valve via the beta lever and the carbon block. Forward movement of the beta valve stops the oil supply to the propeller. This prevents the blade angles from going any finer. This is called "Primary Blade Angle" (PBA) and it is the minimum blade angle allowed for flight operation. From this point the propeller is in the beta mode. If the engine power is reduced when the propeller is at the primary blade angle, the propeller speed will decrease since the blade angle does not change. TRAINING USE ONLY PROPELLER SYSTEM 11.8 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BETA MODE (FORWARD OPERATION) NO MOVEMENT RESET POST PROPELLER SPEED CONTROL LEVER BETA VALVE LEVER GOVERNOR SPRING SHUT-OFF (LOCK PITCH) SOLENOID VALVE Py RESET ARM MOVES IN RESPONSE TO BETA FEEDBACK RING MIN. GOV. ADJ. ENGINE OIL PILOT VALVE CSU PUMP BETA VALVE CARBON BLOCK SUPPLY PRESSURE RETURN TO PUMP PROPELLER SERVO PRESSURE BETA FEEDBACK RING MOVES FORWARD AS PROP REACHES ≈ 10˚ PT6A-60 SERIES TRAINING USE ONLY BETA ROD HYDRAULIC LOW PITCH ADJ. PROPELLER SYSTEM 11.9 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER GOVERNOR (CONT’D) Lockpitch Solenoid Valve: Prevents the propeller from going into reverse or below the primary blade angle in the event of a Beta system malfunction in flight. The solenoid is energized by a switch (airframe supplied) mechanically connected to the propeller slip-ring linkage via a second carbon block. Any movement of the slip ring towards reverse blade angle, prior to the pilot selecting reverse, energizes the solenoid and stops the oil flow from the governor pump to the propeller servo. This controls the blade angle from going any finer. As oil pressure leaks off around the propeller shaft oil transfer sleeve, the blade angle slowly drifts back toward coarse pitch. This will de-activate the low pitch solenoid valve and restore the oil supply to the propeller servo. The low pitch solenoid valve will cycle (close/open) as back-up to the beta valve function. PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BLANK PAGE PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.11 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER GOVERNOR BETA MODE (REVERSE OPERATION) Function: Allows the pilot to control the propeller with a negative blade angle. (Reverse thrust). Operation: Moving the power lever backwards causes the reversing cam and cable to move the beta valve backward, allowing more oil to flow into the propeller dome, causing the blades to go towards reverse pitch. As the blades move to reverse, the slip ring is pulled forward by the dome (beta nuts) and moves the beta valve outward restricting the oil flow. This stops the blade movement toward reverse. To obtain more reverse thrust, the power lever must be moved back more to reset the beta valve inward and repeat the process. As Np increases due to the increase in engine power, the governor flyweights begin to move outwards. Since the reset lever is closer to the speeder spring cup, the cup contacts the reset lever before the flyweights would normally reach the on-speed position (95% Np instead of 100%). When the reset lever is pushed up by the flyweights/ speeder spring cup, Py bleeds from the Fuel Control Unit (FCU) which lowers the Wf, engine power and thus propeller speed. In reverse Np remains 5% below the selected propeller speed so that the control valve remains fully open and only the beta valve controls the oil flow to the propeller dome. In this mode, the propeller speed is no longer controlled by changing the blade angle ( i.e.: servo pressure). It is now controlled by limiting engine power (i.e.: Ng speed). The reset arm on the CSU is moved rearward by the interconnecting rod at the same time as the blade angle is moving toward reverse. This causes the reset lever and reset post to move down in the CSU. This brings the reset lever closer to the speeder spring cup. PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.12 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BETA MODE (REVERSE OPERATION) REVERSING CAM PUSH-PULL CONTROL REARWARD MOVEMENT PROPELLER SPEED CONTROL LEVER BETA VALVE LEVER RESET POST GOVERNOR SPRING Py SHUT-OFF (LOCK PITCH) SOLENOID VALVE RESET ARM REARWARD MOVEMENT FCU ARM UNDERSPEED ECCENTRIC SCREW PILOT VALVE BETA VALVE CARBON BLOCK CSU PUMP ENGINE OIL SUPPLY PRESSURE RETURN TO PUMP PROPELLER SERVO PRESSURE BETA ROD FULL FWD POSITION PT6A-60 SERIES TRAINING USE ONLY HYDRAULIC LOW PITCH ADJ. PROPELLER SYSTEM 11.13 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER FEATHERING Function: Maintenance: Minimise propeller drag by streamlining the blades in the event of an in-flight engine shutdown. Check feathering operation as per Airframe Maintenance Manual instruction. Adjustment: Description: Bringing the propeller lever to the feather position causes the speed selection lever on the CSU to push the feathering valve plunger and allows propeller servo oil to dump into the reduction gearbox sump. Adj. Feather screw CW -> Increases the time to feather Adj. Feather screw CCW->Decreases the time to feather The pressure loss in the propeller hub causes the feathering spring and the propeller counterweights to feather the propeller quickly. Note: The A-67B/P propeller governor has no provision for speed control. Feathering is done through a feather solenoid located on the propeller overspeed governor. The A-64 propeller governor has no feathering valve. Feathering is done through physically lifting the control valve by rotating propeller speed actuating lever completely CCW. PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.14 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER FEATHERING FEATHERING VALVE SPEEDER SPRING ACTUATING LEVER GOVERNOR SPRING Py TO SUMP FEATHERING PLUNGER TO SUMP PILOT VALVE CARBON BLOCK GOVERNOR OIL PRESSURE BYPASS TO PUMP PROPELLER SERVO PRESSURE BETA ROD HYDRAULIC LOW PITCH ADJ. PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.15 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NF GOVERNOR (OVERSPEED PROTECTION) Description: The CSU contains a Py bleed orifice closed by a ‘flapper’ valve and reset lever. The ‘flapper’ valve/reset lever can be opened by the speeder spring cup when the flyweights react to an increase in centrifugal force caused by an overspeed of the propeller/power turbines. In Forward Propeller Operation: Provides Np overspeed protection (6% above selected prop speed) by bleeding-off Py air pressure from the FCU thus reducing the power of the engine. The movement of the reset lever around its pivot point opens the Py air passage. Py bleeds into the reduction gearbox limiting the fuel supply to the engine. This will prevent the propeller/power turbines from accelerating beyond 106%. Maintenance: - Adjust speed limit in reverse using the underspeed eccentric screw (max rev screw). - Over-speed limit adjustment in forward propeller operation is not permitted. - Check for Py leakage which will cause a loss of performance. In Reverse Propeller Operation: Limits propeller speed to a value approximately 5% below the selected Np by bleeding-off Py air pressure from the FCU thus reducing the power of the engine. Operation: In the event of a propeller overspeed not controlled by the propeller overspeed governor (oil governor), the flyweights in the propeller governor will move outwards until the speeder spring cup contacts the reset lever. PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.16 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NF GOVERNOR RESET LEVER Py SEAL SPEEDER SPRING CUP FLYWEIGHTS Py AIR BLEED ORIFICE PIVOT Py AIR FROM FCU OIL TO RGB PROPELLER SERVO OIL PT6A-60 SERIES TO SUMP TRAINING USE ONLY PROPELLER SYSTEM 11.17 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER OVERSPEED GOVERNOR increase in blade pitch puts more load on the engine and slows down the propeller. (AIRFRAME OPTION) Function: Provides back up protection against propeller and power turbine over speeds (4% over max prop speed). Description: - Airframe supplied except on A-67B/P - Flyweight governor actuating a control valve - One solenoid valve to reset the unit during ground tests - One solenoid to feather the propeller On the PT6A-67B, the overspeed governor feather solenoid is the only way to feather the propeller and the speed reset solenoid is replaced with a mechanical reset lever mounted on the governor. Operation: The governor houses a set of flyweight connected to a control valve that is driven by a bevel gear mounted on the propeller shaft. The flyweight's centrifugal force is acting against two springs, a speeder spring and a reset spring. To test the unit, the speed reset solenoid is activated and servo oil pressure pushes against the reset piston to cancel the effect of the reset spring. With less spring tension acting on the flyweights, the overspeed governor can be tested at speeds lower than maximum. On twin installation, a second solenoid valve is mounted on the overspeed governor and is used in conjunction with the aircraft auto-feather system. The system is switched on for take off and in the event of an engine malfunction will energize the solenoid valve to dump propeller servo oil into the reduction gearbox sump. The feathering spring and propeller counter-weights move the blade quickly to feather. Maintenance: - Test the unit on a regular basis. - With the reset solenoid energized, verify the speed at which the overspeed governor controls Np. A67B/P: No solenoid, rotate mechanical reset lever to test - Refer to the Airframe Maintenance Manual for adjustment. When the propeller speed reaches a specified limit (4% over maximum Np) the governor flyweights lift the control valve and bleed off propeller servo oil into the reduction gearbox sump, causing the blade angle to increase. An PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.18 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER OVERSPEED GOVERNOR (AIRFRAME) SPEED ADJUSTING SCREW RESET SPRING REDUCES SPRING TENSION = LOWER O/S RESET PISTON SPEEDER SPRING FLYWEIGHTS SPEED RESET SOLENOID FEATHERING SOLENOID VALVE SPEED RESET OIL ACTIVATION GOVERNOR SPLINE DRIVE FROM CSU PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.19 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.20 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER OVERSPEED GOVERNOR PT6A-67B OIL OUT FROM FEATHERING VALVE Py TO FCU ISOLATING SOLENOID VALVE TQ LIMITER PROPELLER OVERSPEED GOVERNOR (A-67B/P ONLY) PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.21 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER GOVERNOR ADJUSTMENTS Maximum Forward Propeller Speed (Np) - Set propeller lever at maximum position in the cockpit Ensure that max Np stop is contacted Adjust screw CCW to increase maximum Np, CW to decrease. One flat alter Np 2% (A-67R/AF/AG), 4% (A-67/67A) Maximum Reverse Propeller Speed - Set propeller lever at maximum Np position Disconnect reset arm from interconnect rod Secure reset arm against rear stop Move power lever forward until propeller speed stabilises Check that propeller speed stabilises within specified limits Adjust underspeed eccentric screw if required In some cases the FCU may not be adjusted to provide enough reverse power, this requires an initial check/adjustment of the FCU before adjusting the CSU Feathering Operation Check - Set power lever at ground idle - Move propeller lever to the feather position note feathering time, adj. as req. PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.22 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER GOVERNOR ADJUSTMENT RESET ARM MAX. STOP DO NOT ADJUST FEATHERING TIME ADJUSTMENT A67B/P FRONT CLEVIS MAX PROP SPEED (FORWARD) TO CAM BOX BETA LEVER BETA VALVE UNDERSPEED ECCENTRIC SCREW (MAX REVERSE Np) CAP NUT INTERCONNECT ROD RIG FLUSH VALVE CLEVIS BETA VALVE PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.23 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PRIMARY BLADE ANGLE (PBA) CHECK Function: Provide equal flight idle torques for appropriate aircraft handling. On twin engine applications the aircraft may yaw if PBA is not the same on both engines. On single engine aircraft, approach handling characteristics are dependant on PBA. Procedure:* - Record OAT - Record field barometric pressure - Set propeller lever at maximum position - Increase power until target Np is reached - Target Np speed is always less than maximum speed to ensure the beta valve is actuated - Stabilise engine and record torque - Compare indicated torque with torque given by chart in Airframe Maintenance Manual Troubleshooting: - Indicated torque lower than target = PBA too fine - Indicated torque higher than target = PBA too coarse Adjust the beta valve position by adjusting the reversing cable clevis end - Move clevis end forward to increase torque - Move clevis end rearward to decrease torque Adjust beta nuts as per airframe manual to rectify - Move beta nuts rearward to increase torque - Move beta nuts forward to decrease torque Note: Some airframe or propeller manufacturers do not allow adjusting the beta nuts . The only option left is to adjust the beta valve inwards only . This will give a finer PBA on the higher indicating engine . *(For reference only, refer to aircraft maintenance manual for specific procedure) PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.24 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PRIMARY BLADE ANGLE CHART 12000 10000 8000 6000 4000 2000 0 - 2000 - 4000 PRESSURE ALTITUDE IN FEET 40 30 20 10 OAT °C 0 -10 -20 -30 -40 900 300 600 PROPELLER TORQUE IN FT-LBS PT6A-60 SERIES TRAINING USE ONLY 0 PROPELLER SPEED 1500 RPM PROPELLER SYSTEM 11.25 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PROPELLER SYSTEM TROUBLESHOOTING Observed Problem Action Required Np And Torque Fluctuations At High Power (No Ng Fluctuation) Max Np setting may be too high (interference with OSG) Overspeed governor test solenoid leaking. (interferes with prop.Governor) Np And Torque Fluctuation At Low Power (In Beta) Verify Beta ring is not distorted Inspect carbon block for excessive wear Check beta nut adjustment (not equal) Propeller Slow To Unfeather Carbon block worn out or beta valve rigged too far out Low servo pressure from prop. governor Np, Tq And Ng Fluctuation (Power Fluctuation) Ensure reset arm is positively sitting against forward stop Verify Py line for leaks Replace FCU if problem is still present Propeller Rpm Too High (Governing) Check propeller speed gauge for accuracy Adjust maximum stop on governor Replace prop. governor if adjustment is not effective Propeller Rpm Too Low (Governing) Insure max stop is contacted Adjust maximum stop on governor Ensure Ng is not limited by any P3 or Py leak. Replace propeller governor Check/Replace overspeed governor Propeller Rpm Too Low (Reverse) Check Nf governor minimum adjustment in reverse Adjust FCU maximum reverse Ng stop Propeller Rpm Too High (Reverse) Check that maximum forward propeller speed is OK Check proper rigging of the reset arm. May not be bleeding enough Py Check Nf governor minimum adjustment in reverse PT6A-60 SERIES TRAINING USE ONLY PROPELLER SYSTEM 11.26 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface MAINTENANCE PRACTICES MAINTENANCE PRACTICES PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.1 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERIODIC INSPECTION The following table is for reference only, refer to your Engine Maintenance Manual. Routine : coincides with daily or pre-flight airframe inspection. Minor : coincides with a typical airframe inspection. Notes: 1)The intervals at which these inspections are performed may be altered by the aircraft manufacturer’s maintenance program and approved by the operator’s local airworthiness authority. 2)Engines operating in sandy or dusty environments or in smog or salt-laden atmospheres should be subjected to additional inspections for corrosion and compressor erosion. FREQUENCY COMPONENTS 25 hours 2nd Power Turbine Blades 50 hours 2nd Stage PT Blades 100 hours Engine Oil Oil Filter Element AGB Drive P3 Air Filter P3 Air Filter Drain Valve Chip Detector 125 hours 2nd Power Turbine Blades Minor Control Linkage FREQUENCY COMPONENTS Fuel Control Unit Routine Oil Level Manual Override FCU Oil Filler Cap Fuel Pump Fuel System Fuel Pump Outlet Filter Fuel & Oil Lines Oil-to Fuel Heater Scavenge Oil Pump Housing P3 Air Filter Propeller Oil Shaft Seal P3 Air Filter Bowl Accessories Oil Filter Element PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.2 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface PERIODIC INSPECTION (CON’T) FREQUENCY COMPONENTS FREQUENCY COMPONENTS Minor Tubing, Wiring & Hoses (Oil/Fuel/P3/Py) 250 hours 2nd Power Turbine Blades 300 hours Fuel Pump Inlet Screen Ignition Exciter Oil Filter Ignition Cables Sparks Igniters 400 or 600 hours Fuel Manifold Adapter & Nozzle Assemblies 600 hours Sundstrand Fuel Pump only Accessories Air Inlet Screen Fuel Pump Inlet Screen Air Inlet Case Fuel Pump Outlet Filter Gas Generator Case 600 hours or 12 months Chip Detector Fireseal Mount Rings 1,000 hours Oil Filter Drain Valves Agb Scavenge Pump Filter Flow Divider P3 Air Filter Exhaust Duct 200 hours 2nd Power Turbine Blades At component Replacement / Removal Accessory Gearshaft Spline Fuel Manifold Adapter & Nozzle Assemblies 200 hours or 6 months AGB Scavenge Pump Filter 200 or 400 hours Fuel Manifold Adapter & Nozzle Assemblies PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.3 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION INSPECTION Purpose: To optimize engine performance, fuel economy, safety and increase components life. The condition of the hot section parts has a direct effect on engine performance. Deterioration of the hot section can be detected by using engine condition trend monitoring (ECTM) and / or by doing performance checks (refer to chapter 9). Deterioration of hot section components may include cracking, burning, buckling, erosion, fretting wear and corrosion. Hot section distresses is usually attributed to malfunctioning fuel nozzles, hot starts, running the engine beyond acceptable ITT limits, continuous operation at maximum power, doing rapid accelerations, or abusing reverse thrust or FOD. Goals Of The HSI Include: - Maintaining CT blade tip clearance close to a minimum - Optimizing lug to slot fits on CT vane - Minimizing P3 air leaks, internal or external - Ensuring that replacement compressor turbine vane ring and power turbine vane ring classes are kept the same as installed during the last test-cell run. PT6A-60 SERIES HSI Frequency: - As per relevant SB - On condition (as per ECTM result) Pre HSI Actions: 1. Do a performance check. The result of the performance check will be compared with a post HSI check to monitor performance recovery. 2. Remove and inspect oil filter, magnetic chip detector and RGB strainer for metal contamination. 3. Remove air inlet screen and inspect first stage compressor blades for F.O.D. Return engine to an overhaul facility if #2 check is beyond limits. Engine Disassembly: - Remove power section - Measure Compressor Turbine blade tip clearance - Remove Compressor Turbine assembly - Remove fuel nozzles - Remove spark igniters - Remove combustion chamber liners - Remove CT vane assemble - Remove large exit duct TRAINING USE ONLY MAINTENANCE PRACTICES 12.4 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.5 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface BORESCOPE INSPECTION Description: The borescope inspection allows operators to visually inspect hot section components without disassembling the engine. Procedure: - Remove one fuel manifold adapter. - Insert the guide tube through the open port. - Install the holding fixture to the engine "C" flange. - Connect the borescope to the light source. - Insert the borescope into the guide tube with care. The following components can be inspected with a borescope: - Compressor turbine blades. - Leading and trailing edges of compressor turbine vane ring. Inner and outer walls of vane rings. - All CT vanes can be inspected when fuel nozzles are removed for inspection. - Turbine shroud segments. - Cooling rings and dome section of the combustion chamber. Note: Keep in mind that you are looking 125 degrees away from the point of entry of the tip as shown in the figure. Use the borescope with care since it is a very fragile device. A 35-mm, digital or a video camera may be mounted on the viewer to record inspection of hot section areas (adapters required). All compressor turbine blades can be inspected through one fuel nozzle adapter port. Using the proper tool in the starter drive can rotate the compressor. Ensure borescope tip does not interfere with compressor turbine blades. The guide tube is not required for the inspection of combustion chamber liner. Engine must be cool prior to using the borescope. Cool down engine for a minimum of 40 minutes. PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.6 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface GUIDE TUBE ORIENTATION FUEL MANIFOLD ADAPTER PORT RIGID GUIDE TUBE POINT OF ENTRY (REF.) FIBERSCOPE TIP 125 VANE RING DISTAL POINT RELATION BETWEEN POINT OF ENTRY AND DISTAL TIP VIEW FROM EXHAUST DUCT TOWARD AIR INLET CASE PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.7 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION TOOLS 1. Power Section Sling (Without The Propeller Installed On The Engine) (PWC34673). 2. Compressor Turbine Holding Wrench (PWC30331). 3. Spacers (4) (PWC34478). 4. Spreader (PWC30335). 5. Compressor Turbine Puller (PWC30403). 6. Protector Sleeve (PWC30336). 7. Puller No. 2 Bearing Cover (PWC32823). 8. Dial Indicator (PWC 32280). 9. Shroud Grinder Adapter (PWC 32209). 10. Fuel Nozzle (PWC32811). 11. Grinder (PWC37918). 12. Crimper (PWC30458). PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.8 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION TOOLS PT6A-60 SERIES 7 2 10 4 5 6 3 8 9 1 11 12 TRAINING USE ONLY MAINTENANCE PRACTICES 12.9 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface CT TIP CLEARANCE MEASUREMENT Procedure: - Measure tip clearance using a tapered or a wire feeler gage, loading the CT disk in the direction of the measurement. - The tip clearance limits for each individual model is listed in the Engine Maintenance Manual. - No need to rotate turbine while taking measurements. Limits Shown In The Maintenance Manual: - Average clearance for new segments. - Average clearance for used segment (that ran at least 5 minutes at take off power). Amount Of Readings Taken: - Average all readings and compare with limits stated in Engine Maintenance Manual. - For 10 segment types, take 3 readings per segment. (3 readings x 10 segments = 30 readings). - For 20 segment types, take 2 readings per segment. (2 readings X 20 segments = 40 readings) PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.10 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.11 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION INSPECTION (CONT’D) Inspection Gas Generator Case: - Inspect case for cracks, distortion, corrosion and evidence of overheating. - Inspect engine mount threads. - Inspect P3 air supply holes at CT vane flange for blockage. - Inspect diffuser pipes for cracks and fretting wear. - Inspect shanknuts at CT vane flange for security. Combustion Chamber Liners: - Visually inspect the liners for evidence of burning, cracking, buckling or metal to metal fretting wear. - Regap cooling rings if they are distorted. - Stop drilling of cracks and welding may be required (refer M/M for limits). Small Exit Duct: - Inspect for evidence of burning, cracking, buckling, coating loss or metal to metal fretting wear. - Stop drilling of cracks may be required (refer M/M for limits) PT6A-60 SERIES CT Vane: - Inspect vane ring for evidence of burning, cracking and coating loss. - Insure proper sliding fit (lugs to slots) with mating parts. - Check air-cooling holes for blockage. - Change ‘C’ & ‘W’ seal rings. Shroud Housing: - Inspect shroud housing for cracks, blockage of cooling air holes, fretting wear at sealing ring contact area Shroud Segments: - Inspect shroud segments for cracks, burning distortion and metal buildup - Tip clearance Compressor Turbine: - Inspect CT blades for: tip rub, cracks, sulphidation, erosion, burning and coating loss. - Inspect CT disk for damage. - Wash turbine blades based on past sulphidation experience. TRAINING USE ONLY MAINTENANCE PRACTICES 12.12 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface CT BLADE SULPHIDATION STAGE 1 - MILD SULPHIDATION STAGE 2 - OXIDE FAILURE EVIDENT SLIGHT ROUGHNESS OF SURFACE DUE TO SOME GROWTH AND BREAK DOWN OF THE OXIDE LAYER. DEPLETION OF CHROMIUM HAS NOT STARTED. MECHANICAL INTEGRITY IS NOT AFFECTED ROUGHNESS OF SURFACE IS MORE EVIDENT AS BREAKDOWN OF THE OXIDE SCALE LAYER CONTINUES. DEPLETION OF CHROMIUM FROM UNDERLYING ALLOY HAS STARTED. MECHANICAL INTEGRITY STILL NOT AFFECTED. STAGE 3 - SEVERE SULPHIDATION STAGE 4 - CATASTROPHIC ATTACK OXIDATION OF THE BASE MATERIAL HAS PENETRATED TO SIGNICANT DEPTH. BUILD-UP OF BLISTER SCALE NOTICEABLE. MECHANICAL INTEGRITY SERIOUSLY AFFECTED. DEEP PENETRATION OF SULPHIDATION ATTACK WITH LARGE BLISTER OF SCALE. LOSS OF STRUCTURAL MATERIAL LIKELY TO RESULT IN BLADE FRACTURE. PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.13 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION INSPECTION (CONT’D) Inter-Stage Sealing Ring: - Inspect sealing ring(s) for fretting wear on sealing diameter and face. - Fit ring on sealing diameter for full contact. Sealing surface restoration Purpose: To achieve best sealing of P3 in the gas generator case area and keep leakage to a minimum. Power Turbine Vane: - Inspect vane ring for evidence of burning, cracking and coating loss. - Ensure proper sliding fit (lugs to slots) with PT stator housing. - Damage to the power turbine vane ring is not common unless bad fuel nozzles caused damage to CT area. Description: There are 2 sealing surface contacts that must be checked for proper seating: Power Turbines: - Inspect the 1st and 2nd stage power turbines for: cracks, burning, coating loss, corrosion, and impact damage and blade shift. - Return the power section to an authorized overhaul facility if either turbine needs to be replaced. Gas tight contact between these surfaces, depends on surface finish and flatness. Surface finish should be better than 32 micro-inches and .0005" max waviness. Lapping can be used to eliminate minor surface imperfections. When lapping is impractical, the assemblies should be machined at an approved overhaul facility. 1. Lock-plate to vane ring inner diameter. 2. Vane ring outer diameter to small exit duct. Exhaust Case: - Inspect the case for general condition. - Check the case for cracks near the flanges. - Inspect flange -D- area for cracks around PT shroud. PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.14 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION INSPECTION (CONT’D) Fitting Of Hot Section Parts Step 2: Purpose: - To achieve best fitting of the hot section parts for minimizing side play which can result in CT tip rub. - To allow thermal expansion to take place, without any binding. Install the shroud housing on a bench with the slots uppermost. Install the vane ring lugs inside the shroud housing lugs. Description: There are 2 lug to slot fit areas that must be checked for proper fit: 1. Vane ring inner lugs to #2 bearing cover slots. 2. Vane ring outer lugs to shroud housing slots. Rotate the vane in the direction it would want to turn, as the gases flow through it. Hold the shroud housing still. This will force the lugs to contact the slots on one side and to have a loose fit on the other side. Measure clearance on both sides with a narrow feeler gage, ref. MM for limits. If clearance cannot be achieved, re-index the parts and measure. If clearance can still not be obtained, remove material lightly with a stone until fit is achieved. Step 1: Install the vane ring on a bench with the inner lugs uppermost. Install the #2 bearing cover slots around the vane ring lugs. Rotate the vane in the direction it would want to turn, as the gas flow through it. Hold the #2 bearing cover still. This will force the lugs to contact the slots on one side and to have a loose fit on the other side. Measure clearance on both sides with a narrow feeler gage, ref. MM for limits. PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.15 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION INSPECTION (CONT’D) Shroud Segment Grinding To achieve optimum Compressor Turbine tip clearance all around the shroud. Hot Section Kit: Operators who are equipped with the proper tooling can do their own grinding. The preferred method is to send the hot section kit to an approved P&WC service center, which can achieve a superior surface finish and concentricity control. The hot section kit consists of the following: - CT vane assembly (vane ring, small exit duct, shroud housing and segments. - #2 bearing cover and / or flange. - Lockplate. - Compressor turbine assembly. Preparations: - Mask vane ring, #2 bearing and gas generator area carefully. - Install the 4 rubber spacers with equal tension between the large and small exit ducts. - Install the grinder adapter on compressor stub shaft. - Install the radius gage on the adapter and calculate the tip clearance. Calculating Amount Of Metal Removed By Grinding The shroud inside dimension (radius) is measured by comparing reference master tool to the shroud dimension. The dimension stamped on the master tool is the radius from the center of the gage to the step on the master tool. Set gage dial to zero when it is on the master. Grinding can be minimized by carefully selecting classes to compensate for ovality or eccentricity of the shroud housing. The best fitting class segments is picked after measuring the CT outside diameter and referring to a table from the Engine Maintenance Manual. It is recommended to go 1class higher (thicker segments) to offset any excessive ovality from the shroud housing. PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.16 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION INSPECTION (CONT’D) Calculate Actual Tip Clearance Before Grinding As Follows: (the numbers used are for examples only) - Dimension stamped on side of - gauge (master).= 4.282" - Dial gage reading.= -0.009" (plus or minus sign is important) - CT largest diameter / 2 (8.532 / 2).= 4.266" Step 1 = Find the radius of the shroud: (master + dial reading => 4.282" -.009")= 4.273" Step 2 = Find actual CT tip clearance: (shroud radius - disk radius => 4.273" - 4.266") = 0.007" Step 3 = Determine material to be removed, assuming required tip clearance is .010". (actual clearance - required clearance : .007" - .010") = -.003" We need to grind .003" off the segments. Note: Refer to Maintenance Manual for proper grinding procedure. PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.17 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION INSPECTION (CONT’D) Fuel Nozzle Functional Check: Ensures the engine combustion chamber receives properly atomized fuel. Inspection Interval: - 200 hours for new operators. - 400 hours max interval afterwards, depending of condition. Spray Pattern Check: - Flow test for spray pattern at 20 PSI. Check for drooling and spitting (none permitted). - There may be an onion or tulip shaped spray pattern. - Flow test for spray pattern at 60 PSI. Check for spray pattern streakiness, drooling or spitting. - 20% max streakiness is allowed Note 1: All values are for reference only. Always refer to the appropriate Maintenance Manual for proper settings. Pressure Test: Pressure test for leakage between nozzle tip and adapter at 500 PSIG fluid pressure or 200 PSIG air pressure, no leakage allowed. Fuel Nozzle Cleaning: - When spraying, brush tip with a non-metallic brush to loosen any possible carbon debris. - If above method is not effective, ultrasonically clean nozzles in carbon remover solvent. - Always rinse nozzles in hot water after cleaning, since carbon solvent is corrosive. Fuel Nozzle Sheaths: - Inspect sheaths for erosion on the dome top. - Inspect sheaths for wear at combustion chamber contact area. - Check gap between sheath and adapter flange. - Check concentricity between sheath and adapter orifice with a .020" drill. Note 2: If a streaking nozzle is found during testing, a visual HSI or borescope inspection of the hot section should be done. PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.18 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface HOT SECTION INSPECTION (CONT’D) T5 System Functional Check: Heat Response Test: (T5 Probe Functional Check) T5 system inspection should be performed during hot section inspection with the engine split at flange "C" or whenever a T5 indication problem is suspected. This check is done to verify proper functioning of T5 probes. Ensures T5 probes respond to heat. With engine split at "C" flange, connect test set to alumel and chromel lead. Heat each probe individually and verify response. Replace faulty thermocouple probe. Continuity Resistance (Loop) Check: Ensures continuity and proper resistance in the T5 probes, bus-bars, wires and terminals. Disconnect all leads from T5 terminal block on gas generator case (use care, while disconnecting leads, to avoid cracking the insulation material) and measure resistance between Alumel and Chromel terminals. Disconnect T5 probes from bus-bar and measure resistance between Alumel and Chromel terminals, refer to Maintenance Manual for resistance limits. Note: - Each T5 probe can be checked for loop and insulation resistance if a fault is suspected. - Always clean connector carefully to ensure resistance of the system is not disturbed Trim Thermocouple Check: This check is done to ensure proper resistance of the trim stick. Insulation (Ground) Resistance Check: This check is done to ensure system is not grounded (shorted). Ensures that neither Alumel nor Chromel bus bars are contacting the casing. Connect test set between alumel or chromel and ground (gas generator case) and measure insulation resistance. Minimum resistance must not be less than specified limit. PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.19 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface NOTES PT6A-60 SERIES TRAINING USE ONLY MAINTENANCE PRACTICES 12.20 P&WC Proprietary - Disclosure and use subject to the restrictions on page 2 of preface RIGGING RIGGING PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.1 BASIC ENGINE RIGGING Purpose: Provide the operator with a basic approach to engine rigging. This section defines the logical sequence that should be followed when rigging the engine. It also describes the post run-up adjustments necessary to get an ideal cockpit lever to engine response relationship. Use the airframe maintenance manual for specific engine rigging information. COCKPIT LEVERS CUT-OFF LEVER Pre-Rigging Verification: - Ensure that cockpit levers and cables operate freely and do not bind before connecting it to the engine. - Ensure that the engine reversing cable is not damaged and operates freely when disconnected from the beta lever. - Verify that the propeller reversing lever is connected to the beta valve and make sure the carbon block is in good condition. - Verify that the beta valve is properly connected to the beta lever. - Verify run-out on beta feedback slip ring (.003 max) - Check that beta valve slides freely. CAM BOX CSU REVERSE LEVER CSU SPEED LEVER FCU LEVER You are now ready to rig the engine. PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.2 REAR LINKAGE RIGGING One of the first steps prior to rigging the fuel control unit on the PT6 is to carefully rig the cambox position. Once this is done, the fuel control unit and the reversing cable can be rigged. Note: A “rig pin" hole located on the cambox may be used to facilitate the track point rigging. Ensure that the above procedure applies for a more precise rigging. Cambox Rigging: With the airframe power lever cable and the engine reverse cable disconnected from the cambox, move the cockpit power lever through the full range and verify motion is free of binding and excessive friction. - The next step is to find the track point. - Cycle the power lever forward and back slowly until the cockpit idle detent is contacted. - Find the track point by rotating the cambox input lever counterclockwise until the reverse cam moves back 1/ 32 inch (apply light forward force on reversing cam while measuring). - Once the track point is located, position the cambox input lever at the angle specified by the airframe manufacturer. - Cycle the cockpit power lever between maximum forward and reverse position and ensure the power lever cable terminal travel exceeds the required input l lever displacement. - Connect the airframe power lever cable to the cambox input lever PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.3 WOODWARD FUEL CONTROL RIGGING 1. Disconnect the FCU interconnecting rod and set it's length to 1/8 inch shorter than specified in the airframe maintenance manual (the rod length will be rectified later on). 2. With the rod disconnected position the fuel lever to contact the idle stop without going into the deadband. 3. Connect the FCU inter connecting rod to the proper hole on the FCU actuating lever. Connect the rear end of the rod to the FCU arm using the serrated washer to position the FCU shaft as marked in step 2 (at the idle stop). 4. Remove FCU interconnect rod and lengthen it 1/8 inch (so it goes back to airframe manual recommendation). This will provide some forward deadband (approximately 1/4 inch) on the pedestal before Ng picks up. 5. Move the power lever through the full range (make sure the reverse cable is disconnected). The cam follower pin should not bottom out at either end of the reverse cam slot. In the maximum forward position, the FCU maximum Ng stop screw should contact the FCU maximum stop. PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.4 REAR LINKAGE (WOODWARD) REVERSING CAM IDLE REVERSING CABLE NUAL IDLE MA AME IRFR FORWARD RA S PE HT A LENG REVERSE CAMBOX INPUT LEVER CAM FOLLOWER PIN FCU CONNECTING ROD FCU ARM MAX FORWARD NG STOP DEAD-BAND ADJUSTMENT CAM BOX AIRFRAME POWER LEVER CABLE HIGH IDLE ROLLER HIGH IDLE CAM MAX REVERSE NG STOP PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.5 FRONT LINKAGE RIGGING Telescopic Interconnect Rod: Rigid Interconnect Rod: 1. Disconnect the reverse cable at the cambox. 1. Disconnect the reverse cable at the cambox. 2. Move the Power Lever in the cockpit between Flight Idle and Max Power setting to verify free movement. 2. Move the cockpit power lever between idle and maximum power position to verify free movement 3. Pull on the Beta Lever and adjust the front clevis so that the Beta Valve clevis slot face is flush with the Beta Valve cap. 3. Disconnect the propeller governor interconnect rod, pull on the beta lever and adjust the front clevis so that the beta valve clevis slot face is flush with the beta valve nut. 4. Adjust the length of the interconnect rod to get the required gap as specified in the Airframe Maintenance manual. 4. Connect the reverse cable rear clevis to the required hole in the reverse cam. Adjust the clevis so that the cable is in light compression (pushed forward) when the clevis pin is installed. 5. Cycle the cockpit levers from idle to max power to verify smooth operation. Adjust the reverse cable pre-load at the rear clevis connection if excessive friction is observed. The reverse cable will be in tension since it is pushed forward by the Beta valve spring. 5. Connect the CSU interconnect rod in the specified holes and adjust it to get a sliding fit, then shorten thread by turning one end 1/2 turn. 6. Cycle the cockpit power lever from idle to maximum to confirm smooth motion. Adjust the reverse cable pre-load at the rear clevis connection if excessive friction is observed. PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.6 FRONT LINKAGE FEATHERING TIME ADJUSTMENT RESET ARM MAX. STOP DO NOT ADJUST FRONT CLEVIS BETA LEVER MAX PROP SPEED (FORWARD) TO CAM BOX BETA VALVE PNEUMATIC MINIMUM ADJUSTMENT (MAX REVERSE Np) CAP NUT INTERCONNECT ROD (GAP AS PER AIRFRAME M.M.) RIG FLUSH VALVE BETA VALVE PT6A-60 SERIES TRAINING USE ONLY CLEVIS RIGGING 13.7 FUEL CONDITION LEVER - Disconnect control cable from the fuel idle reset/cutoff lever - Insert rigging pin through the idle reset/cut-off lever - Place cockpit fuel condition lever to ground idle and adjust the aircraft cable to fit to the appropriate hole on the idle reset/cut-off lever - Remove rigging pin Propeller Lever: - Move the cockpit propeller lever fully forward. Ensure that speed select lever contacts maximum Np stop screw. Adjust console stop to comply. - Move cockpit propeller lever to feather. Ensure speed select lever fully depresses the feathering valve plunger. Ensure : - Fuel condition lever moves freely throughout the entire range Note: Speed select levers should be loaded slightly against the maximum Np when maximum propeller speed is selected. At Cut-Off Position : - Ensure that there is a positive contact with the cut-off stop. - Ensure that the unloading valve screw fully depresses the unloading valve plunger. Post Rigging Check: Ensure the propeller feathers when the cockpit propeller lever is halfway through the feather detent. At High Idle Position : - Ensure high idle stop is contacted Prior To Starting The Engine: - Disconnect the fuel line going to the flow divider - Perform a wet motoring run to confirm Positive fuel cut-off - Ensure cut-off happens when the fuel lever position is halfway through the cut-off detent. - Check low and high idle speed as per aircraft maintenance manual PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.8 FUEL & PROPELLER LEVER RIGGING FEATHER STOP SCREW MAX. SPEED ADJ. RESET ARM MAX. STOP DO NOT ADJUST FCU HIGH IDLE STOP (ONLY IF STAGGER EXISTS) CUT-OFF STOP WOODWARD CSU PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.9 POST RUN UP ADJUSTMENTS Prior to running the engine ensure that: - The FCU maximum Ng stop is contacted when the cockpit power lever is advanced to the maximum position. - The cut-off stop is contacted when the condition lever is at the cut-off position. - The speed select lever on the CSU makes firm contact with the maximum speed stop. Symptom Fix Idle Ng Too High - Ensure rigging was done properly - Adjust Ng speed as per manual’s instructions Idle Ng Too Low - Ensure there are no P3 or Py leaks - Adjust as per manual instructions Ng Pick-Up Point Is Different On The Two Engines (Constant Stagger) Before adjusting make sure that: - The deadband is the same on the two engines - The power lever travel movement from idle to take off is the same on the two engines (stagger is constant). To Adjust: - To move the pick-up point forward on the quadrant, turn the serrated washer clockwise. (Do not change the rod length) NB: 2 teeth change on serrated washer = .040" movement on the cockpit quadrant approximately. Unequal Power Lever Travel Movement From Idle To Take Off Between The Two Engines (Progressive Stagger) Before adjusting - Ensure low and high idle speeds are the same on both engines - Ensure maximum Np is the same on both engines. To Adjust: - To shorten the power lever travel, (PLA ahead) shorten FCU interconnecting rod - Reposition the pick-up point by adjusting the serrated washer (counterclockwise in this case) PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.10 POST RUN UP ADJUSTMENTS (CONT’D) Symptom Fix Primary Blade Angle Check; Different Torque On The Two Engines - Verify position of the beta valve is identical on the two engines when the cockpit power lever is advanced halfway between idle and maximum power. - Adjust beta valve position using the reversing cable clevis end (small adjustment) or adjust beta nuts if airframe maintenance manual permits (big adjustment) - Send propeller to an overhaul shop if beta nuts adjustment is not allowed. Beta valve position has a limited effect on PBA. Propeller Zero Pitch Position (Np Increase In Rearward Deadband) Is Staggered On The Two Engines - Confirm the beta valve position is flush with the beta valve cap nut. - Ensure the reverse cable clevis is connected to the specified reverse cam hole. - Ensure the cambox track point is rigged the same on the two engines. - Perform primary blade angle check (Calibrate torque transducer). Adjust PBA as required Pilot Reports YAW During Approach - Verify track point rigging - Verify beta valve rigging - Perform primary blade angle check PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.11 TWIN ENGINE RIGGING TROUBLESHOOTING Condition 1 Ideal Condition. May vary from airframe to airframe. The Airframe Maintenance manual provides a description of the required settings after engine rigging. Condition 2 Ng Pick-Up And Target Points Are Split. - Displace the pick-up point with the serrated washer. This will also bring the power lever more or less in line. - Also the deadband must be adjusted. Condition 3 Power Lever Stagger For Equal Torque - Correct the stagger by lengthening the FCU interconnecting rod on the right hand side engine. - This will move the pick-up point forward which can be corrected by adjusting the serrated washer on the right hand side engine. Condition 4 Ng Pickup Point Split But Equal At Power. - Lengthen the FCU interconnect rod on the right hand side engine. - Adjust deadband screw (.003” gauge test) and the serrated washer to set the “deadband angle” and “pick-up point position” the same on both engines. - Start engine and verify the idle speed. PT6A-60 SERIES Condition 5 Reverse Pick-Up Point Are Split - Adjust deadband screw on the right hand engine (CCW) to reduce the band. This will change the deadband in forward as well. - Reposition the deadband using the serrated washer (.003” feeler gauge test). Start engine and re-adjust the idle speed. Condition 6 Beta Valve Tracking Point Is Staggered (Np increases in Beta). - Verify the Cambox reverse “track point” is rigged correctly. - Verify “pre-loading” of pin connecting the reverse cam and the clevis. Condition 7 Forward & Reverse Pick-Up Point Not Matched - Move deadband using serrated washer (but do not adjust angle) rearward on right engine - Use paper check to have both engines at same position TRAINING USE ONLY RIGGING 13.12 POST RUN-UP ADJUSTMENTS (TWIN ENGINE) 1 TQ TQ TQ PU BVT PU BVT PU BVT PU PU PU INC IDLE DETENT P O 2 3 TQ PU 4 TQ TQ TQ TQ PU BVT PU BVT PU BVT PU BVT BVT PU PU PU PU PU W E R IDLE L I F T 5 IDLE L I F T IDLE DETENT REVERSE 6 7 TQ TQ TQ TQ TQ PU BVT PU BVT PU BVT PU PU BVT PU PU PU PU BVT PU TQ PU BVT PU LEGEND TQ : CRUISE TORQUE PU : NG PICK -UP POINT Z T : ZERO THRUST POSITION BVT:BETA VALVE TRACKING PT6A-60 SERIES TRAINING USE ONLY RIGGING 13.13 TRAINING MATERIAL CHANGE REQUEST Date: ________________________________ Company Name and Address: ____________________________________________________________________________ Your Name: __________________________________ Job Title:_________________________________________ Training Aid Title:_______________________________________________________________________________________ Reference Page(s): _____________________________________________________________________________________ Recommended Change(s) and Reason(s) for Change(s):_______________________________________________________ _____________________________________________________________________________________________________ _____________________________________________________________________________________________________ ____________________________________________________________________________________________________ TMCR ID Number (P&WC Office Use Only): _________________________________________________________________ Send To: Pratt & Whitney Canada Customer Training 1000 Marie-Victorin (05CA1) Longueuil, Quebec, Canada, J4G 1A1 Email: customer.training@pwc.ca PT6A-60 SERIES Note: If you would like to be contacted regarding the resolution of your request for change, please provide us with your telefax number on the following line. Telefax Number: _________________________________ TRAINING USE ONLY RIGGING 13.14

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