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INTRODUCTION 1 ENGINE OVERVIEW 2 COMPRESSOR SECTION 3 HOT SECTION 4 GEARBOXES 5 OIL SYSTEM
PT6A-27/34
6 SECONDARY AIR SYSTEM
TRAINING COURSE
7 ENGINE INDICATING SYSTEM
JUNE JUNE 1999 1999
Pratt Pratt & & Whitney Whitney Canada Canada Customer Customer Training Training
8 IGNITION SYSTEM 9 PERFORMANCE 10 FUEL SYSTEM 11 PROPELLER SYSTEM 12 MAINTENANCE PRACTICES
INTRODUCTION
Pratt & Whitney Canada
This publication is issued by the CUSTOMER TRAINING CENTRE, Pratt & Whitney Canada, Longueuil, Quebec, Canada. 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 centre, Tel.: 1-450-468-7774 or Fax : 1-450-468-7834. For technical queries, contact the P&WC technical support HELP DESK. (24 HOURS SERVICE) TEL.: USA & CANADA ........ 1-800-268-8000 OVERSEAS ........................ 1-450-647-8000 FAX ..................................... 1-450-647-2888 Pratt & Whitney Canada on Internet : http://www.pwc.ca/ There is a page for technical support and then a page for Customer training with schedule and enrolment forms.
INTRODUCTION III
PT6A SERIES TURBOPROP HEAVY MAINTENANCE COURSES TC267-94-03 STUDENT SCHEDULE: Course duration: 7 days (42 hours) Classes 8:30 to 16:10 Breaks: 20 minutes at 10:15 & 14:45 Lunch period: 12:00 to 13:00 STUDENT HANDOUTS: The appropriate training manual is given to each student. COURSES AVAILABLE: PT6A-20 PT6A-15/21/27/28/34/36/112/114/135 PT6A-41/42/45 PT6A-50 PT6A-60/61/64/65/66/67 PT6A-68 COURSE OBJECTIVES: To teach the fundamentals and skills necessary to operate and maintain the engine. At the end the student should be in a position to perform all Maintenance operations covered during the course. NUMBER OF STUDENTS: 6-8
INTRODUCTION IV
TABLE OF CONTENTS INTRODUCTION: Scope of Course ……………………………….. Publications ……………………………………... Service Bulletins / Compliance Codes ……….. Course Syllabus ………………………………... Engines Covered ……………………………….. Powerplant Aircraft Applications ………………
VIII IX XIII XIV XXI XXIII
CHAPTER 1: Engine Overview Abbreviation …………………………………….. Features …………………………………………. Right Front View ………………………………... Right Rear View ………………………………… Left Rear View ………………………………….. Left Front View …………………………………. Engine Operation ………………………………. Stations ………………………………………….. Bearings and Flanges …………………………. Externals …………………………………………
1.4 1.6 1.8 1.9 1.10 1.11 1.12 1.14 1.16 1.18
Gas Generator Case …………………………… 2.10 Compressor Wash ……………………………... 2.12
CHAPTER 3: Hot Section Operation ………………………………………... Combustion Chamber Liner …………………… A27 - Exit Ducts – Small & Large …………….. A27 - Compressor Turbine Vane Assembly … A34 – Exit Ducts – Small & Large ……………. A34 – Compressor Turbine Vane Assembly … Compressor Turbine …………………………… Power Turbine Vane Ring Area ………………. Power Turbine Stator Housing ………………... Power Turbine ………………………………….. Exhaust Duct ……………………………………. Number 3 & Number 4 Bearing Area …………
3.2 3.4 3.6 3.8 3.10 3.12 3.14 3.16 3.18 3.20 3.22 3.24
CHAPTER 4: Gearboxes CHAPTER 2: Compressor Section Inertial Separator ……………………………….. Inlet Case ……………………………………….. Compressor Rotor Assembly …………………. Compressor Bleed Off Valve …………………..
2.2 2.4 2.6 2.8
Reduction Gearbox (RGB) ……………………. Accessory Gearbox (AGB) ……………………. Accessory Gearbox Input Drive ……………….
4.2 4.4 4.6
INTRODUCTION V
CHAPTER 9: Performance
CHAPTER 5: Oil System Oil System Description ………………………… Oil System Servicing …………………………… Oil Pressure Regulation & Filtration ………….. Troubleshooting Chart ………………………….
5.2 5.4 5.6 5.8
CHAPTER 6: Secondary Air System Secondary Air System Description …………… 6.2 Accessory Gearbox Breather …………………. 6.2 Bearing Sealing ………………………………… 6.2
CHAPTER 7: Engine Indicating System Description ……………………………………… T5 Indicating System ………………………….. T5 Troubleshooting Chart ……………………... Torque System Description …………………… Chip Detector ……………………………………
7.2 7.4 7.6 7.8 7.10
CHAPTER 8: Ignition Glow Plugs ……………………………………… Igniter Plugs ……………………………………..
8.2 8.4
Performance Check ……………………………. ECTM (Engine Condition Trend Monitoring) … Engine Troubleshooting ……………………….. Compressor Section Troubleshooting Chart … Hot Section Troubleshooting Chart …………... HSI & TBO ………………………………………. Rotor Components – Service Life ……………. Operating Limits ………………………………... PT6A-21- Operating Chart …………………….. PT6A-27- Operating Chart …………………….. PT6A-28- Operating Chart …………………….. PT6A-34 / 34B / 34AG - Operating Chart ……. PT6A-36 - Operating Chart ……………………. PT6A-114 - Operating Chart ………………….. PT6A-114A - Operating Chart ……………….. PT6A135 - Operating Chart …………………… PT6A-135A - Operating Chart …………………
9.2 9.4 9.9 9.10 9.12 9.13 9.14 9.16 9.17 9.18 9.19 9.20 9.21 9.22 9.23 9.24 9.25
CHAPTER 10: Fuel System Fuel Management ……………………………… Engine Fuel System ……………………………. Fuel Heater ……………………………………… Fuel Pump ………………………………………. Fuel Control Unit (FCU) Hydraulic Section ….. Fuel Control Unit (FCU) Pneumatic Section … Fuel Control Operation ………………………… Starting Flow Control …………………………... Flow Divider & Dump Valve ……………………
10.2 10.4 10.6 10.8 10.10 10.12 10.14 10.16 10.18
INTRODUCTION VI
Chapter 10 continued: Fuel Nozzles ……………………………………. Fuel control Unit manual Override ……………. Fuel Control Unit (FCU) Adjustments ………. Fuel Control Unit Troubleshooting Chart ……..
10.20 10.22 10.24 10.28
Basic Engine Rigging ………………………….. Rear Linkage Rigging ………………………….. Front Linkage Rigging …………………………. Fuel Lever and Propeller Lever Rigging …… Post Run Up Adjustments …………………….. Summary of Controls …………………………...
12.16 12.18 12.20 12.22 12.24 12.26
CHAPTER 11: Propeller System Description ……………………………………… Governing Mode ………………………………... Forward Beta Mode ……………………………. Reverse Beta Mode ……………………………. Primary Blade Angle (PBA) Check ………… Feathering ………………………………………. Overspeed Protection ………………………….. Governor Adjustment ………………………….. Reversing Cam …………………………………. Propeller System Troubleshooting Chart …….
11.2 11.4 11.6 11.8 11.10 11.12 11.14 11.16 11.18 11.20
CHAPTER 12: Maintenance Practices Hot Section Inspection ………………………… Borescope Inspection ………………………….. Hot Section Tools ………………………………. CT Tip Clearance Measurement ……………… HSI Inspection ………………………………….. Shroud Segment Grinding …………………….. Fuel Nozzle Check ……………………………... T5 Check ………………………………………...
12.2 12.4 12.6 12.8 12.10 12.13 12.14 12.15
INTRODUCTION VII
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: Illustrated Parts Catalogue (IPC): Contains 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, modify existing parts to improve the product. Spare Parts Bulletins (SPB): Spare parts bulletins are published to advise for new parts, fully interchangeable with existing parts. Commercial Support Program Notification (CSPN): Program issued to assist operators in the accomplishment of SB’s. Airworthiness Directive (AD): Issued by Governmental Aviation Regulatory Agencies. Requires compliance to rectify potential problems affecting the airworthiness of the aircraft. AD’s refer to applicable SB’s for accomplishment instructions. Special Instruction (SI): Special instructions are produced by Customer Support to provide specific maintenance information to specific Customers.
INTRODUCTION IX
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. Aircraft Gas Turbine Operation Information Letter (AGTOIL): AGTOIL’s provide general information on technical issues such as temperature measurements, torque measurement, etc. Training Manual: Training manual are published by the Customer Training Centre to assist the instructors in class. Publication price list: 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 Customer Services (01CA4) 1000 Marie Victorin Longueuil, Quebec Canada J4G 1A1 Telephone: 1-450-647-2705 Fax: 1-450-647-2702 Publication Standards General: The engine manuals are published following the ATA 100 revision 15 Chapters: In relation with the documentation used on an aircraft the chapter 71 is the POWERPLANT Chapter, and chapter 72 is the ENGINE Chapter.
INTRODUCTION X
The basic engine chapters are: 72 - 00 73 - 00 74 - 00 75 - 00 76 - 00 77 - 00 79 - 00
ENGINE (GENERAL) ENGINE FUEL AND CONTROL IGNITION AIR ENGINE CONTROLS ENGINE INDICATING OIL
Component parts: Component parts are treated under engine section number as follows: 72 – 00 - 01 & … 72 – 12 - 01 & … 72 – 22 - 01 & … 72 – 32 - 01 & … 72 – 42 - 01 & … 72 – 52 - 01 & … 72 – 62 - 01 & …
ENGINE EXTERNALS POWER SECTION ASSEMBLY COMPRESSOR GAS GENERATOR COMPONENTS COMBUSTION CHAMBER LINER TURBINES AGB COMPONENTS
Example: A basic Chapter will be identified as: Indicates engine chapter: Indicates combustion section: Indicates combustion chamber liner:
72 - 42 - 41
INTRODUCTION XI
Pages : The pages block number inside each chapter is used for breaking the subjects within the manual to small topics for ready reference and ease of use. The standard page blocks are as follows : Description and Operation...................... 1 to 99 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
Example : On page 73 - 12 - 45, page 201 you will find the Maintenance practice of the fuel nozzles.
INTRODUCTION XII
Service Bulletins (’s) Compliance Codes : SB’s are now available on P&WC’s Intranet: http://www.pwc/d8200/d8400/index/index.htm
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 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.
INTRODUCTION XIII
ENGINES COVERED IN THIS GUIDE Reference model PT6A-27 PT6A-34
Derivative models PT6A-11 PT6A-28 (COATED SED & LED) PT6A-34AG PT6A-114 / 114A
PT6A-11AG PT6A-110 PT6A-34B PT6A-135 / 135A
PT6A-21 PT6A-112 PT6A-36
MAJOR DIFFERENCES BETWEEN THE ENGINES COVERED IN THIS GUIDE The PT6 engines covered in this guide can be divided in two major groups. 1. PT6A-27, A-11, A-11AG, A-21, A-28, A-110, A-112 2. PT6A-34, 34AG, A-34B, A-36, A-114/114A, A-135/135A
Group 1: PT6A-27, 11, 11AG, 21, 28, 110, 112
Group 2: PT6A-34, 34AG, 36, 114/114A, 135/135A
PT6A-27: Reference Model
PT6A-34: Reference Model
PT6A-21: A-27 with A-20 fuel and starting systems and first stage reduction gearing
PT6A-36: Identical to a A-34 except for higher take-off power rating.
PT6A-28: Cruise rating increased through coated small and large exit ducts.
PT6A-114: Derivative of a A-36 with single port exhaust and a 1900 rpm low speed reduction gearbox.
PT6A- 11: Mechanically identical to PT6A-21 but is torque limited to 500 SHP at 2200rpm.
PT6A-114A: Mechanically similar to a PT6A-114 except for incorporation of the PT6A-135A compressor.
PT6A-10: Mechanically identical to PT6A-11 but is torque limited to 475 SHP at 2200 rpm.
PT6A-135: A-34 with 1900 rpm low reduction gearbox and improved hot end for higher cruise power rating.
PT6A-110: Mechanically identical to PT6A-10 but with a 1900 rpm low speed reduction gearbox. PT6A-112: Mechanically identical to PT6A-11 but with a 1900 rpm low speed reduction gearbox.
PT6A-135A: Mechanically similar to PT6A-135 but with PT6T-3B first stage compressor blades and long inducer impeller. Single line fuel system.
INTRODUCTION XVIII
POWERPLANT AIRCRAFT APPLICATIONS ENGINE MODEL
SHP / SHAFT RPM
PT6A-11
550 / 2200
PT6A-11AG
550 / 2200
PT6A-15AG
680 / 2200
PT6A-27
680 / 2200
PT6A-28
680 / 2200
PT6A-34/34AG
750 / 2200
AIRCRAFT Piper Cheyenne IA Piper T1040 Air Tractor AT 402A/402B Weatherly 620 TP Air Tractor AT 402A/402B AASI Jetcruzer AVIC/HAMC Y-12 deHavilland Twin Otter Series 300 LET L410 Embraer Banderirante EMB-110 Pilatus Turbo Porter PC-6 Raytheon Beech 99A Raytheon Beech B99 Raytheon Beech 99A Raytheon Beech king Air A100 Raytheon Beech king Air E90 Air Tractor AT 502 Ayres Turbo Thrush T-34 CROPLEASE Fieldmaster Embraer Banderirante EMB-110 Embraer Banderirante EMB-111 Embraer Caraja / Frakes Mallard Frakes Turbo Cat Model A/B/C Pacific Aero Cresco 750 PZL – Okecie PZL-106 Turbo-Kruk Raytheon Beech T-44A Scheweizer G-164B AG-Cat Turbine Scheweizer G-164D AG-Cat Turbine
INTRODUCTION XIX
POWERPLANT AIRCRAFT APPLICATIONS (continued)
PT6A-110 PT6A-112
500 / 1900
PT6A-114
600 / 1900
PT6A-114A
675 / 1900
PT6A-135A
750 / 1900
Fairchild Dornier 128-6 Turbo Skyservant Cessna Conquest I Reims F406 Caravan II Cessna 208 Caravan I Cessna 208B Caravan I Soloy Pathfinder 21 Cessna Conquest I C. Dornier Seastar Embraer EMB-121 XINGU II (PT6A-135) Piper Cheyenne II XL Raytheon Beech King Air F90-1 Vazar Dash 3 Turbine Otter
INTRODUCTION XX
ENGINE OVERVIEW
FRONT LEFT
RIGHT
1
REAR
2
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1.3
TURBOPROP ENGINE SYMBOLS 1.4 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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1.5
POWER SECTION
ENGINE FEATURES
TWO STAGE PLANETARY REDUCTION GEARBOX
ACCESSORY GEARBOX GAS GENERATOR 1.6 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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1.7
TORQUE TRANSDUCER OUTPUT PyLINE
PROPELLER GOVERNOR (C.S.U.)
PROPELLER SHAFT
MOUNTING PAD RGB MAIN OIL PRESSURE
RGB SCAVENGE SCREEN
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1.8
FUEL HEATER
OIL RETURN OIL COOLER
CAM BOX
FUEL PUMP
F.C.U.
OIL PRESSURE SENSOR STARTING FLOW CONTROL UNIT (NONE IF FLOW DIVIDER)
P3 LINE TO F.C.U. (SOME APPS. FILTER)
OIL TEMPERATURE SENSOR
RIGHT REAR VIEW Image
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1.9
P3 AIR CABIN SERVICES
OIL TANK VENT (VENT AIR TO AGB)
OIL FILLER CAP & DIP STICK ASSY STARTER DRIVE PAD
NG TACHO PAD
AIRFRAME ACC.
RGB SUMP SCAVENGE OIL (OUT TO AIRFRAME) NO. 3 & NO. 4 BRG SCAVENGE OIL (INTERNAL AGB TO SEPERATE OIL / AIR SEALS)
OIL OUT TO AIRFRAME OIL COOLER
INLET SCREEN SCAVENGE NO. 2 BEARING (TO AGB)
EXTERNAL SCAVENGE PUMP
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1.10
RGB STATIC PRESSURE PORT BETA LEVER
OVERSPEED GOVERNOR PAD
IGNITION EXCITER BOX
BLEED VALVE CHIP DETECTOR
IGNITERS x 2 (9 O'CLOCK 4 O'CLOCK)
CENTER FIRE SEAL
IGNITION CABLES
LEFT FRONT VIEW Image Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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1.11
ENGINE CROSS-SECTION & AIRFLOW 1.12 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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1.13
7
6
5
4
3
2.5
2
1
MAIN STATIONS 1.14 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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1.15
6
5
3
4
A
B
C
2
D
E
1
F
G
FLANGES & BEARINGS 1.16 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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1.17
COMPRESSOR SECTION
BYPASS (ICING) POSITION
NORMAL (NON-ICING) POSITION
AIR INLET INERTIAL SEPARATOR TYPICAL 2.2 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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2.3
OIL TANK VENT
OIL RETURN FROM COOLER
OIL TANK AIR INLET
DATA PLATE
OIL FILTER HOUSING LOCATION OIL RETURN FROM NO.1 BEARING
NO.2 BEARING SCAVENGE RETURN
INLET CASE
OIL TANK DRAIN 2.4
Inlet
Case
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2.5
NO.1 BEARING OIL PRESSURE NOZZLE COMPRESSOR INTERSTAGE AIR BLEED (P2.5)
NO.1 BEARING
COMPRESSOR FRONT STUB SHAFT
COMPRESSOR ROTOR & NO.1 BEARING AREA
GAS GENERATOR CASE
2.6 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
Compress. Inlet
Compress. Hub
1st Stage Hub
Rotor Blades
Stators
TRAINING USE ONLY
2.7
PISTON
OPEN POSITION
GAS GENERATOR CASE
P2.5 GUIDE PIN
P3 GUIDE TUBE
DISCHARGE TO ATMOSPHERE
SLEEVE METERING ORIFICE
Pa
ROLLING DIAPHRAGM COVER
CONVERGENT DIVERGENT ORIFICE
P2.5
P3
Pa
COMPRESSOR BLEED VALVE
CLOSED POSITION 2.8
BOV Top View
BOV Bott. View
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2.9
P3 PRESSURE TUBE SUPPLYING FUEL CONTROL UNIT
NO.2 BRG. SCAVENGE OIL TUBE FLANGE "F"
DIFFUSER PIPE P3 SUPPLY FOR BLEED VALVE
FLANGE "C" NO.2 BRG. PRESS. OIL TUBE
STRAIGHTENING VANE
BLEED VALVE VANE
GAS GENERATOR CASE 2.10
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2.11
PRESSURE GAGE
REGULATED AIR/NITROGEN PRESSURE
PRESSURE GAGE
CLEAN OR DEMINERALIZED WATER
SPRAY RING
REGULATED AIR/NITROGEN PRESSURE
SHUTOFF VALVE
CLEAN OR DEMINERALIZED WATER SHUTOFF VALVE
DESALINATION SYSTEM CLEANING SOLUTION
PRESSURE GAGE
SHUTOFF VALVE REGULATED AIR PRESSURE
SPRAY RING
TURBINE WASH SCHEMATICS CLEAN OR DEMINERALIZED WATER
PERFORMANCE RECOVERY SYSTEM
COMPRESSOR WASH SCHEMATICS 2.12 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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2.13
HOT SECTION
HOT SECTION AREA 3.2 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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3.3
FUEL NOZZLE PORT WITH SUPPORT BRACKET
IGNITER PLUG SLEEVE LOUVERED COOLING RING DOME END
WIGGLE STRIP
COOLING RINGS
COMBUSTION CHAMBER LINER 3.4
Engine Sectional
Small Exit Duct
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3.5
LARGE EXIT DUCT
COMBUSTION CHAMBER LINER
SMALL EXIT DUCT
A27 SMALL & LARGE EXIT DUCTS 3.6 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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3.7
C.T. SHROUD HOUSING INTERSTAGE SEALING RING
VANE RING
SMALL EXIT DUCT LARGE EXIT DUCT TIP CLEARANCE
SHROUD SEGMENT LOCK PLATE NO.2 BEARING COVER
COMPRESSOR TURBINE
A-27 COMPRESSOR TURBINE VANE ASSEMBLY 3.8 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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3.9
LARGE EXIT DUCT
COMBUSTION CHAMBER LINER SMALL EXIT DUCT
A34 SMALL & LARGE EXIT DUCTS 3.10 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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3.11
INTERSTAGE SEALING RING
SHROUD SEGMENT
C.T. SHROUD HOUSING SMALL EXIT DUCT LARGE EXIT DUCT P3 COOLING TIP CLEARANCE
LOCK PLATE NO.2 BEARING COVER
COMPRESSOR TURBINE
A-34 COMPRESSOR TURBINE VANE ASSEMBLY 3.12 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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3.13
MASTER SPLINE
COMPRESSOR TURBINE
CUP WASHER
POWER TURBINE (REF.)
INTERSTAGE BAFFLE ASSEMBLY (REF.) RETAINING BOLT
POWER TURBINE STATOR (REF.)
COMPRESSOR TURBINE 3.14
CT Disk
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3.15
POWER TURBINE
INTERSTAGE BAFFLE ASSEMBLY (REF.)
SEALING RING
POWER TURBINE VANE RING 3.16
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3.17
A34
A27
POWER TURBINE STATOR HOUSING 3.18 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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3.19
BALANCING ASSEMBLY
POWER TURBINE
INTER-STAGE BAFFLE
POWER TURBINE 3.20 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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3.21
FLANGE
FLANGE
C
FLANGE
D
A
EXHAUST DUCT 3.22 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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3.23
OIL STRAINER REDUCTION GEARBOX REAR CASE
POWER TURBINE SHROUD POWER TURBINE
TORQUEMETER CONTROL VALVE
OIL NOZZLE ASSEMBLY
PT6A-27/28
NO.3 BEARING
PT6A-34
LABYRINTH SEAL
POWER TURBINE SHAFT HOUSING
SCAVENGE OIL TUBE
NO.4 BEARING
POWER TURBINE VANE RING
POWER TURBINE SHAFT
POWER TURBINE NO.3 & NO.4 BEARING AREA 3.24 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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3.25
GEARBOX
ACCESSORY DRIVES (3)
FIRST STAGE RING GEAR FIRST STAGE PLANET GEAR FIRST STAGE SUN GEAR
SECOND STAGE SUN GEAR SECOND STAGE PLANET GEAR SECOND STAGE RING GEAR
REDUCTION GEARBOX
PROPELLER SHAFT OIL SEAL DETAIL 4.2
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4.3
CENTRIFUGAL BREATHER & STARTER GENERATOR GEAR
FUEL PUMP & FCU GEAR
CARBON FACE SEAL OIL TANK
CENTRIFUGAL BREATHER IMPELLER
ACCEESSORY DRIVES OPTIIONAL GEARBOX INPUT GEARSHAFT
BALL LOCK EXTERNAL OIL SCAVENGE & OPTIONAL VACUUM PUMP REAR
SCAVENGE OIL PUMPS
INTERNAL OIL SCAVENGE, PRESSURE PUMP & TACHO-GENERATOR
ACCESSORY GEARBOX 4.4
ABG Internal
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4.5
ACCESSORY GEARBOX HOUSING ACCESSORY GEARBOX DIAPHRAGM VIEW A INLET CASE BALL LOCK
PLUG
FLANGED ROLLER BEARING OIL TRANSFER TUBE GEARBOX INPUT DRIVESHAFT REAR HUB COMPRESSOR ASSY.
PRESSURE PUMP
ACCESSORY GEARBOX INPUT DRIVE ARRANGEMENT 4.6 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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4.7
OIL SYSTEM
FUEL HEATER
LUBRICATION SCHEMATIC (REAR)
OIL FILLER & DIP STICK
CHECK VALVE
CENTRIFUGAL BREATHER OIL COOLER
OIL FILTER & CHECK VALVE
BRG 1 BRG 2 FILTER BYPASS VALVE RELIEF VALVE
OIL PRES. PUMP
PRESSURE TRANSMITTER TEMP. BULB
ACC. G/B DRAIN SCAVENGE OIL FROM P.T. HOUSING SCAVENGE OIL FROM REDUCTION G/BV
OIL TANK DRAIN
OIL SUPPLY TO PROPELLER & REDUCTION G/B
5.2 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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5.3
LUBRICATION SCHEMATIC (FRONT) CSU PROPELLER GOVERNOR
TORQUE OIL CONTROL VALVE
OIL SUPPLY TO PROPELLER BRG 4
BRG 6
BRG 3
BRG 5
CHIP DETECTOR DRAIN
TO TORQUE PRESSURE INDICATOR SCAVENGE OIL FROM P.T. HOUSING SCAVENGE OIL FROM REDUCTION G/BV OIL SUPPLY TO PROPELLER & REDUCTION G/B
5.2
PT6A-27/34 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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5.3B
OVERBOARD BREATHER VENT
OIL TANK FILLER CAP AND DIPSTICK
OIL PRESSURE RELIEF VALVE
ACCESSORY GEARBOX HOUSING
FILTER ELEMENT
OIL FILTER COVER
FILTER CHECK VALVE FILTER HOUSING
OIL PRESSURE REGULATOR
AGB DRAIN PLUG
PRESSURE OIL TO REDUCTION GEARBOX AND POWER SECTION
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5.5
OIL PUMP HOUSING
OIL FILTER HOUSING
FILTER ELEMENT
INLET CASE
COVER
CHECK VALVE SEAT
CHECK VALVE
BY-PASS CHECK VALVE SPRING
BY-PASS VALVE
SECONDARY FILTER
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5.7
OIL SYSTEM TROUBLESHOOTING
SYMPTOMS Low oil pressure: (indication may follow power lever setting)
High oil pressure.
Oil pressure fluctuation.
High oil temperature.
POSSIBLE CAUSE AND FIX · · · · · · · · · · · · · · · ·
Check oil level. Check Indicating system / Aircraft 28V. Check / Replace oil filter. Check / adjust pressure regulating valve. Check pump housing for cracks. Check Indicating System. Adjust / verify pressure regulating valve. Check indicating system. Check oil level. Check / Replace oil filter. Check / Replace or clean pressure regulating valve. Check oil level. Excessive operation with propeller feathered. Check oil temperature indicating system. Check airframe oil cooler. AGB scavenge pump inlet screen for blockage.
OIL SYSTEM 5.8
OIL SYSTEM TROUBLESHOOTING
SYMPTOMS
Excessive oil consumption.
Oil venting out from AGB breather.
Static oil leakage: Oil level is found low after a period of engine inactivity. (Static internal oil leak, oil might leak out from compressor inlet).
POSSIBLE CAUSE AND FIX • • • • • • • • • • • • • •
Oil level kept too high. Internal static leakage problem. Oil venting out from AGB breather. Check for oil leaks. Check exhaust, bleed valve and inlet case for oil. Fuel heater internal leakage. Oil level kept too high. Internal static leakage problem. Verify / replace breather carbon seal. AGB scavenge pump inlet screen blockage. Oil filter check valve, lap valve seat or replace O-ring (depending on configuration). O-ring and plastic ring on oil filter housing, replace. O-rings in oil tank. Oil pressure pump shaft seal.
OIL SYSTEM 5.9
SECONDARY AIR SYSTEM
BEARING COMPARTMENT SEALS TURBINE COOLING & AIR BLEED SYSTEM 6.2 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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6.3
ENGINE INDICATING SYSTEM
3
10 9 7 6
FUEL FLOW
6
NG
0 4
490
C X 100
5
1
NP ENG
10
T
5 0
-5
120
10 8
OIL C
PSI
X10
P2
6 4
100 90 80
0
OIL TEMPERATURE & PRESSURE
0 10
110
ITT
3 2
WF
4 5 6
7 15
PPH X 100
5
7
ITT 3
8
4 8
0 10 120 TORQUE 20 110 30 100 40 90 50 80 60 70
9 10
2
20 30
TORQUE
R
6 5 4
0
1 2 X 10 3 %RPM
OE I
9 0 1 8 7
PERCENT RPM
40 50
70 60
ENGINE INDICATING SYSTEM 7.2
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7.3
TERMINAL BLOCK
TERMINAL LUG CHROMEL TERMINAL CAP SCREW
ALUMEL TERMINAL PROBE RETAINING NUT
BUS-BAR MOUNTING SCREW
TERMINAL STRAPS
PROBE ASSEMBLY CHROMEL BUS-BAR
ALUMEL BUS-BAR
TRIM THERMOCOUPLE
SEAL RING RETAINING PLATE
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7.5
T5 SYSTEM TROUBLESHOOTING
SYMPTOMS
Lower T5 indication than normal.
Higher T5 indication than normal.
POSSIBLE CAUSE
CORRECTIVE ACTION
•
Cockpit gage calibration.
•
Calibrate or change cockpit gage.
•
Airframe loop resistance too high.
•
Adjust (ref. Aircraft Manual).
•
Dirt or corrosion on connections to cockpit gage.
•
Clean or replace as required.
•
Wrong class trim stick.
•
Replace with proper trim stick class.
•
Grounded system.
•
Do an insulation check.
•
Burnt or broken T5 probes.
•
Cockpit gage calibration.
• • •
Do continuity or a heat response test. Replace defective T5 probes. Calibrate or change cockpit gage.
•
Airframe loop resistance too low.
•
Adjust (ref. Aircraft Manual).
•
Broken or wrong class trim stick (high class).
•
Replace trim stick.
•
Dirt or corrosion on trim stick terminals.
•
Clean or replace as required.
• • • • •
Do continuity or a heat response test. Replace defective T5 probes. No T5 indication • Open circuit between T5 probes and cockpit gage. Verify / Clean / replace or Tighten to specification. • Loose, corroded or dirty connectors on terminals. Verify / Clean / replace or tighten to specification Erratic T5 / T5 fluctuations • System grounded. Verify ceramic insulation, ensure wires are not grounded to case. • Broken / chafed wires. Note: In all cases, ensure the problem is T5related ONLY, if other parameters are also off, refer to engine performance troubleshooting. •
PT6A-27/34
Burnt or broken T5 probes.
TRAINING USE ONLY
ENGINE INDICATING SYSTEM 7.6
ELECTRIC TORQUE SIGNAL
TORQUE PRESSURE TRANSMITTER (AIRFRAME)
FIRST STAGE PLANET GEAR REDUCTION GEARBOX STATIC PRESSURE 1ST STAGE RING GEAR
TORQUE OIL PRESSURE
CONTROL VALVE
CYLINDER
TORQUE PISTON
LOW POWER
TORQUE SYSTEM 7.8
METERING ORIFICE
HIGH POWER 7.10
Torque Piston
RGB Rear Stripped
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7.9
MAGNETIC POLES
PREFORMED PACKING
MAGNETIC CHIP DETECTOR
LOCKWIRE SECURING LUG INSULATION
ELECTRICAL CONNECTOR
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7.11
IGNITION SYSTEM
IGNITION GLOW PLUGS
LEFT (9 O`CLOCK POSITION)
RIGHT (4 O`CLOCK POSITION)
UPPER INPUT CONNECTOR LOWER OUTPUT CONNECTOR
CENTER OUTPUT CONNECTOR A 3
B 5
4
4
2
5
3
6
1
6
2
7
8
NO. 1
3
8
1
7 NO. 3
3
4
4
2
5
2
5
1
6
1
6
8
7
8 NO. 2
7
NO. 4 NO. 4 COMMON 7 & 8 COMMON
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COMBUSTION CHAMBER EXHAUST DUCT
COOLING AIR PASSAGE
SPARK IGNITER GAS GENERATOR CASE
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8.5
PERFORMANCE
2992
46.0
2900
44.0
2800 2700
42.0
2500
38.0
2400
36.0
2300 2200
ESSURE
FILED BAROMETRIC PR
340 320 300 280
GAS GEN SPEED DATA PLATE SPEED
260
3100 2992 2900 2800 2700 2600 2500 2400 2300 2200
% Ng
FUEL FLOW LBS/HR
360
Wf LB / HR
2600
40.0
34.0
INTERTURBINE TEMP. C
3100 Hg
TORQUE FT / LB
FIELD BAROMETRIC PRESSURE
240 1.05
± .02
1.00 0.95
T5A(T) C
OUTPUT TORQUE PSI
48.0
NOTES 1 PROP SPEED = 2000 RPM -A27
2 STATIC CONDITIONS 3 NO INSTALLATION LOSSES AIR BLEED OR POWER EXTRACTION 4 TORQUE LBS FT = 30-57 PSI
700 8 MAX
-2 PT6A
600
500 -20
-10
T
AX IT
-27 M
PT6A
ITT
2000 1800 1600 1400 1200 100 800 600 500 450 400 350 300 250 200 102 100 98 96 94 92 90 790 770 750 730 710 690 670 650 630 610 590
SEA L 2000 EVEL 4000 FT F 6000 T F 8000 T F 10,00 T 0 12,00 FT 0F 14,00 T 0 FT
SEA L EV 2000 F EL 4000 FT T 6000 F T 8000 F T 10,000 F 12,000 T FT 14,000 F T
14,000 FT 12,000 FT 10,000 FT 8000 FT
FT 6000 FT 0 0 4 0 FT 2000 VEL LE SEA
14,000 FT 12,000 FT 10,000 FT
00
80
FT 00
60
FT 00
40
FT 00
20
FT
EL
EV
AL
A34
SE
-40
-30
-20
-10
0
10
20
30
40
50
60
STATIC CONDITIONS / NP = 2000 RPM
0 10 20 AIR INLET TEMPERATURE C
30
40
PERFORMANCE CHART (TYPICAL) 9.2 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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9.3
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COMPRESSOR CONTAMINATION
2 COMPRESSOR WASH
Ng
%
4 0 2 4
C
50 25 ITT
0 25 50
pph
20 10
Wf
0 10 20 TIME UNIT
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9.7
HOT SECTION CONTAMINATION
Ng
%
4 2 0 -2 -4
C
50 25 ITT
0 -25 -50
pph
20 10
Wf
0 -10 -20 TIME UNIT
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9.8
ENGINE TROUBLESHOOTING Effective troubleshooting implies monitoring engine parameters on a regular basis, using performance check and Engine Condition Trend Monitoring. Effective troubleshooting may be divided into four steps: 1. Evaluate the symptom. 2. Logically isolate the possible cause of the problem. 3. Try quick fixes when possible. 4. Determine the corrective action required to resolve the problem.
Remember that troubleshooting is done by comparing engine parameters with a set of reference valves for a good engine or by looking at the trend of the parameters of one engine over a period of time.
PERFORMANCE 9.9
NG
6 5 4
ENG
0
1 2 % X 10 3 RPM
9 10
2 3
10 9
4 8
7
6
120
ITT 3
8 C X 100
5
7
WF
NP
4 5 6
0 10
110 100 90 80
7
20
6
30 PERCENT RPM
40 50
120 110
PPH X 100
0 4
70 60
TORQUE
FUEL FLOW
5
R
8 7
OE I
9 0 1
ITT
490
1
3 2
0 10
TORQUE 20
30
100
40 90 80
50 70 60
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9.11
HOT SECTION PROBLEMS
PROBLEM
SYMPTOMS AT CONSTANT POWER Ng T5 Wf
ACTION REQUIRED •
Seal ring leak. Gas leakage at junction between small exit duct and vane ring. Burnt vane ring (larger throat area).
Same
Up
Up
Same
Up
Up
Down
Up
Up
High CT tip clearance.
Down
Up
Up
Eroded compressor turbine blades.
Down
UP
UP
•
Reposition or replace seal ring. Verify seal ring groove and replace shroud housing if necessary. Lap sealing faces. Replace parts if distorted.
•
Replace vane ring.
•
Replace shroud segments to restore clearance. Replace turbine if blades are worn out. Send assembly to an authorized facility for blade replacement.
• •
Note: Hot section problems are always characterized by a higher T5 and Wf. Ng usually goes down or remains constant.
PERFORMANCE 9.12
HOT SECTION INSPECTION AND TIME BETWEEN OVERHAUL
HSI and TBO are defined under the following Service Bulletins: • • •
SB 1003 for PT6A-21 / 27 /28 / 34B / 114 /114A / 116 / 135 / 135A SB 1303 for PT6A-34AG SB 1403 for PT6A-34 / 36
TBO escalation Program: Operators desiring TBO extension should submit a formal request in writing together with details of sample engine log book to: Pratt & Whitney Canada Inc. ATTN: Manager, Technical Support PT6 Engines.
TBO Industry: PWC recommended TBO applicable to all operators. TBO Fleet: TBO attained by individual operators for engines of the same model in their fleet only. Compressor turbine blades must be submitted to an overhaul type inspection first at 5000 hours and then every 3000 hours. Such inspection must include Non Destructive Testing (NDT) inspection and blade stretch measurement in accordance with Overhaul Manual Instructions.
ENGINE PT6A-21 / 27 /28 / 34B / 114 / 114A / 116 / 135 /135A PT6A-34AG PT6A-34/36
BASIC TBO
BASIC HIS*
3500
1750
3500 4000
1750 1250
* HSI interval may be based on Engine Condition Trend Monitoring as per: Analytical Guide. Ref: SIL PT6A-036
PERFORMANCE 9.13
TAKE-OFF
IDLE
0 TAXI
T.O.
CLIMB CRUISE
LET DOWN REVERSE
TAXI
STOP
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9.15
OPERATING LIMITS The operating limits define, for each specific engine model, the upper and lower boundaries, where applicable, for all engine parameters observed in the cockpit during normal operation. Excursion beyond these limits may accelerate engine wear and possibly lead to component failure. For current operating limits, refer to applicable Engine Maintenance Manual (chapter 71). Operating limits are listed here for the: A-27, A-28, A-34/34B/34AG, A-36, A-114, A-114A, A-135, A-135A, A-21 for reference only. S.O.I. (Specific Operating Instructions) ENGINE RATINGS Take-off: This rating is the maximum power permissible and corresponds to the applicable model SHP at sea level up to their respective temperature. The torque pressures for the various air inlets temperatures and barometric pressures to give this rating re shown within their respective charts. The maximum allowable output torque must not be exceeded.
Maximum Continuous / Enroute Emergency: This rating is intended for emergency use at the discretion of the pilot. Use of this rating is also authorized for aircraft certification where flight at maximum continuous power is called for. Maximum Climb / Maximum Cruise: Is the maximum power approved for normal climb and cruise. Hi-Idle: Hi-idle is obtained by placing the starting control lever in the Hi-idle position (approximately 26, 000 rpm) as defined by the aircraft manufacturer. Idle: Idle power is obtained by placing the power control lever in the Idle position with the stating control lever in the Run position. This power corresponds to that obtained at approximately 20, 000 gas generator rpm. Reverse: Either full or partial reverse is obtained by moving the power control lever to any position below idle.
PERFORMANCE 9.16
OPERATING LIMITS PT6A-21 CONDITION TORQUE POWER SETTING
SHP
LB.FT
PSIG
OPERATING LIMITS ITT° C Ng MAXIMUM RPM % OBSERVED
Takeoff and Maximum / Enroute Continued Emergency
550 32.8° C (91° F)
1315
42.5
695
38,100
Maximum Climb Maximum Cruise
620 20.6° C (69° F)
1628
42.5
695
38, 100
Lo-Idle
660
Starting
1090
Acceleration Maximum Reverse
500 32.8° C (91° F)
101.5
Np
OIL
RPM
PRESSUR E PSIG
2200
80 – 100
2200
80 – 100 40 (Min.)
1500
48.5
825
38, 500
102.6
2420
1315
42.5
695
38, 100
101.5
2112 2068
TEMP. C 10 to 99 (50°to 210°F 0 to 99 (32° to 210° F)
-40 to 99 (-40° to 210° F)
-40 (Min.) 0 to 99 (32° to 210° F)
80 -100
0 to 99 (32° to 210° F)
PERFORMANCE 9.17
OPERATING LIMITS PT6A-27 CONDITION POWER SETTING Takeoff and Maximum / Enroute Continued/ Emergency Maximum Climb Maximum Cruise
TORQUE SHP
LB.FT
PSIG
680 21.7° C (71° F)
1628
53.3
620 20.6° C (69° F)
1628
53.3
OPERATING LIMITS ITT° C Ng MAXIMUM NOMINAL RPM % OBSERVED
675
Lo-Idle
Nf
RPM
%
925
Acceleration
2100 620
1628
68.7 53.3
OIL PRESSURE TEMP. C PSIG
725
38,100
101.5
2200
100
80 – 100
695
38, 100
101.5
2200
100
80 – 100
660
Starting
Maximum Reverse
Np
40 (Min.)
1090 825 725
38, 500 38, 100
102.6
2420
110
101.5
2112 2068
96 94
10 to 99 (50°to 210°F
0 to 99 (32° to 210° F)
-40 to 99 (-40° to 210° F)
-40 (Min.) 0 to 99 (32° to 210° F)
80 -100
0 to 99 (32° to 210° F)
PERFORMANCE 9.18
OPERATING LIMITS PT6A-28 CONDITION POWER SETTING
TORQUE
OPERATING LIMITS ITT° C Ng MAXIMUM NOMINAL RPM % OBSERVED
SHP
LB.FT
PSIG
Takeoff and Maximum / Enroute Continued/ Emergency
680 21.7° C (71° F)
1628
53.3
750
38,100
Normal Cruise
620 20.6° C (69° F
1628
53.3
695
38,100
Maximum Climb Maximum Cruise
620 20.6° C (69° F)
1628
53.3
750
38100
Lo-Idle
101.5
Nf
RPM
%
2200
100
80 – 100
2200
100
80 – 100
2200
100
80 – 100
660
Starting
925
Acceleration Maximum Reverse
101.5
Np
620
OIL PRESSURE TEMP. C PSIG
40 (Min.)
1090
2100
68.7
850
38, 500
102.6
2420
110
1628
53.3
750
38, 100
101.5
2090
95
10 to 99 (50°to 210°F
0 to 99 (32° to 210° F
0 to 99 (32° to 210° F)
-40 to 99 (-40° to 210° F)
-40 (Min.) 0 to 99 (32° to 210° F)
80 -100
0 to 99 (32° to 210° F)
PERFORMANCE 9.19
OPERATING LIMITS PT6A-34 / 34B / 34AG CONDITION POWER SETTING Takeoff and Maximum / Enroute Continued/ Emergency Maximum Climb Maximum Cruise
TORQUE SHP
LB.FT
PSIG
750 31.0° C (87° F)
1970
64.5
A-34/34B
A-34/34B
700 28.3° C (83° F) 700 19.4° C (67° F)
1970
64.5
A-34AG
A-34AG
1840
60.2
1840
60.2
Idle Starting Momentary Acceleration Maximum Reverse
ITT° C MAXIMUM OBSERVED
OPERATING LIMITS Ng Np
Nf
OIL
RPM
%
RPM
%
PRESSURE PSIG
790
38,100
101.6
2200
100
85 – 105
765
38, 100
101.6
2200
100
85 – 105
740
38,100
101.6
2200
100
85 - 105
685 (6)
19,750
52.6
40 (Min.)
1090
750
TEMP. C
10 to 99 (50°to 210°F
0 to 99 (32° to 210° F)
0 to 99 (32° to 210° F)
-40 to 99 (-40° to 210° F)
-40 (Min.)
2100
68.4
850
38, 500
102.6
2420
110
85 to 105
1970
64.5
790
38, 100
101.6
2100
95±1%
85 to 105
0 to 99 (32° to 210° F)
0 to 99 (32° to 210° F)
PERFORMANCE 9.20
OPERATING LIMITS PT6A-36 CONDITION POWER SETTING
TORQUE SHP
ITT° C MAXIMUM OBSERVED
OPERATING LIMITS Ng
Np
OIL
RPM
%
RPM
PRESSURE PSIG
805
38,100
101.6
2200
85 – 105
10 to 99 (50°to 210°F
64.5
805
38,100
101.6
2200
85 – 105
10 to 99 (50°to 210°F
64.5
765
38, 100
101.6
2200
85 – 105
60.2
740
38,100
101.6
2200
85 - 105
Idle
685
19,750
52.6
Starting
1090
Takeoff and Max. Cont. Takeoff Wet Maximum Climb
Maximum Cruise
750 36.1° C (97° F) 750 47.8° C (118° F) 700 28.3° C (83° F) 700 19.4° C (67° F)
Acceleration Maximum Reverse
750
LB.FT
PSIG
1970
64.5
1970 1970
1840
40 (Min.)
2100
68.4
865
38, 500
102.6
2420
85 to 105
1970
64.5
805
38, 100
101.6
2100
85 to 105
TEMP. C
0 to 99 (32° to 210° F)
0 to 99 (32° to 210° F)
-40 to 99 (-40° to 210° F)
-40 (Min.) 0 to 99 (32° to 210° F)
0 to 99 (32° to 210° F)
PERFORMANCE 9.21
OPERATING LIMITS PT6A-114 CONDITION POWER SETTING
TORQUE SHP
ITT° C MAXIMUM OBSERVED
OPERATING LIMITS Ng
Np
OIL
RPM
%
RPM
PRESSURE PSIG
805
38,100
101.6
1900
85 – 105
56.2
765
38, 100
101.6
1900
85 – 105
56.2
740
38,100
101.6
1900
85 - 105
Idle
685
19,500
52.0
Starting
1090
Takeoff and Max. Cont. Maximum Climb
Maximum Cruise
750 57.8° C (136° F) 600 40° C (104° F) 600 31.1° C (88° F)
Transient Maximum Reverse
600
LB.FT
PSIG
1980
56.2
1980
1980
40 (Min.)
2400
68.2
865
38, 500
102.6
2090
85 to 105
1980
56.2
805
38, 100
101.6
1825
85 to 105
TEMP. C 10 to 99 (50°to 210°F 0 to 99 (32° to 210° F)
0 to 99 (32° to 210° F)
-40 to 99 (-40° to 210° F)
-40 (Min.) 104 (219° F) (10)
0 to 99 (32° to 210° F)
PERFORMANCE 9.22
OPERATING LIMITS PT6A-114A CONDITION POWER SETTING
TORQUE SHP
ITT° C MAXIMUM OBSERVED
OPERATING LIMITS Ng
Np
OIL
RPM
%
RPM
PRESSURE PSIG
805
38,100
101.6
1900
85 – 105
56.2
765
38, 100
101.6
1900
85 – 105
56.2
740
38,100
101.6
1900
85 - 105
Idle
685
19,500
52.0
Starting
1090
Takeoff and Max. / Enroute Cont’d / Emergency Maximum Climb
Maximum Cruise
675 61.1° C (142° F) 675 47.2° C (117° F) 675 38.9° C (102° F)
Acceleration Maximum Reverse
675
LB.FT
PSIG
1980
56.2
1980
1980
40 (Min.)
2400
68.2
865
38, 500
102.6
2090
85 to 105
1980
56.2
805
38, 100
101.6
1825
85 to 105
TEMP. C 10 to 99 (50°to 210°F 0 to 99 (32° to 210° F)
0 to 99 (32° to 210° F)
-40 to 99 (-40° to 210° F)
-40 (Min.) 104 (219° F) (10)
0 to 99 (32° to 210° F)
PERFORMANCE 9.23
OPERATING LIMITS PT6A-135 CONDITION POWER SETTING
TORQUE SHP
ITT° C MAXIMUM OBSERVED
OPERATING LIMITS Ng
Np
OIL
RPM
%
RPM
PRESSURE PSIG
805
38,100
101.6
1900
85 – 105
55.1
805
38, 100
101.6
1900
85 – 105
55.1
805
38,100
101.6
1900
85 - 105
Idle
685
19,750
52.6
Starting
1090
Takeoff and Max. / Enroute Cont’d / Emergency Maximum Climb
Maximum Cruise
750 29.5° C (85° F) 700 36.7° C (98° F) 700 36.7° C (98° F)
Acceleration Maximum Reverse
720
LB.FT
PSIG
2080
59.1
1940
1940
40 (Min.)
2400
68.2
865
38, 500
102.6
2090
85 to 105
2080
59.1
805
38, 100
101.6
1825
85 to 105
TEMP. C 10 to 99 (50°to 210°F 0 to 99 (32° to 210° F)
0 to 99 (32° to 210° F)
-40 to 99 (-40° to 210° F)
-40 (Min.) 0 to 99 (32° to 210° F) 0 to 99 (32° to 210° F)
PERFORMANCE 9.24
OPERATING LIMITS PT6A-135A CONDITION POWER SETTING
TORQUE SHP
ITT° C MAXIMUM OBSERVED
OPERATING LIMITS Ng
Np
OIL
RPM
%
RPM
PRESSURE PSIG
805
38,100
101.6
1900
85 – 105
55.1
805
38, 100
101.6
1900
85 – 105
55.1
805
38,100
101.6
1900
85 - 105
Idle
685
19,750
Starting
1090
Takeoff and Max. / Enroute Cont’d / Emergency Maximum Climb
Maximum Cruise
750 33.9° C (93° F) 700 40.6° C (105° F) 700 40.6° C (105° F)
Acceleration Maximum Reverse
720
LB.FT
PSIG
2080
59.1
1940
1940
40 (Min.)
2200
68.2
880
38, 500
102.6
2090
85 to 105
2080
59.1
805
38, 100
101.6
1825
85 to 105
TEMP. C 10 to 99 (50°to 210°F 0 to 99 (32° to 210° F)
0 to 99 (32° to 210° F)
-40 to 99 (-40° to 210° F)
-40 (Min.) 0 to 99 (32° to 210° F) 0 to 99 (32° to 210° F)
PERFORMANCE 9.25
FUEL SYSTEM
MAX REVERSE
MIN. POWER TAXI RANGE POWER RANGE MAX. POWER BETA MIN. RPM FEATHER
POWER LEVER CAM ASSY (POWER CONTROL LEVER)
POWER LEVERS
PROPELLER SPEED CONTROL LEVERS FUEL CONDITIONS LEVERS
MAX. RPM
LEVER LOCKS
PROPELLER LEVER PROPELLER GOVERNOR (PROPELLER LEVER)
LOW IDLE SHUT-OFF
HIGH IDLE
FUEL LEVER
ENGINE MANAGEMENT 10.2
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10.3
FUEL NOZZLE
STARTING FLOW CONTROL
DUMP
MIN. PRESSURE VALVE MIN. FLOW STOP
DRAIN
DRAIN
ENGINE FUEL SYSTEM
CUT-OFF PLUNGER
FCU GOVERNOR BELLOWS
RESET ARM
P1 PUMP DELIVERY FUEL P2 METERED FUEL Po BYPASS FUEL SECONDARY FUEL P3 COMPRESSOR DISCHARGE Px ACCELL. PRESSURE Py GOVERNING PRESSURE
TRANSFER VALVE
BYPASS VALVE
PROPELLER GOVERNOR
MINIMUM GOVERNOR ADJUSTMENT
ACCEL. ADJ.
MAX. FLOW STOP
ACCEL. BELLOWS (EVACUATED)
PRESSURE RELIEF VALVE IDLE SPEED ADJ.
BLEED TO TANK
FUEL PUMP
FILTER BYPASS VALVE
10 MICRON FILTER
TO POWER LEVER DRAIN COUPLING
Ng GOVERNOR
Pa
Px METERING ORIFICE P3 AIR P3 FILTER
BYPASS PRESSURE REG. VALVE 74 MICRON STRAINER
FUEL INLET
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10.5
FUEL INLET
THERMAL ELEMENT FUEL OUTLET
FUEL OUTLET
OIL
PUSH ROD VALVE
OIL INLET
OIL
OIL OUTLET
BYPASS
OPEN
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10.7
HIGH PRESSURE FUEL TO FCU OUTLET FILTER
FILTER BYPASS VALVE
CARBON SEAL CARBON SEAL BRASS BUSHINGS
COUPLING TO ACCESSORY GEARBOX
FCU BYPASS RETURN
INLET FILTER (SELF RELIEVING)
FUEL INLET PRESSURE BYPASS FUEL PUMP DELIVERY PRESSURE
BYPASS PRESSURE REGULATING VALVE LOW PRESSURE FUEL FROM FUEL HEATER 10.8
Fuel Pump Gears
FUEL PUMP NG Inter. Coupling
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10.9
MINIMUM FUEL FLOW STOP
P1 PUMP DELIVERY FUEL P2 METERED FUEL P0 BYPASS FUEL P3 COMPRESSOR DISCHARGE AIR Px ACCELARATION AIR PRESSURE Py GOVERNING AIR PRESSURE
ACCELARATION ADJUSTMENT
METERING VALVE GOVERNOR BELLOWS
BYPASS VALVE
NG SCHEDULING CAM
IDLE SPEED ADJUSTMENT
RETURN TO TANK RETURN TO PUMP TO PROP. GOVERN. TORQUE TUBE MAXIMUM FUEL FLOW STOP
HIGH PRESSURE RELIEF VALVE P1 FROM FUEL PUMP
ACCELARATION BELLOWS (EVACUATION)
DRAIN Pa Px METERING ORIFICE
FUEL CONTROL UNIT
P3 AIR 10.10
Py METERING ORIFICE
NG Inter. Coupling
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MIN. PRES. VALVE
TO FLOW DIVIDER
P1 PUMP DELIVERY FUEL P2 METERED FUEL P0 BYPASS FUEL P3 COMPRESSOR DISCHARGE AIR Px ACCELARATION AIR PRESSURE Py GOVERNING AIR PRESSURE
ACCELARATION ADJUSTMENT
MINIMUM FUEL FLOW STOP
METERING VALVE GOVERNOR BELLOWS
BYPASS VALVE
NG SCHEDULING CAM
IDLE SPEED ADJUSTMENT
RETURN TO TANK RETURN TO PUMP
TO PROP. GOVERN. TORQUE TUBE MAXIMUM FUEL FLOW STOP
HIGH PRESSURE RELIEF VALVE P1 FROM FUEL PUMP
DRAIN
ACCELARATION BELLOWS (EVACUATION)
Pa Px METERING ORIFICE
FUEL CONTROL UNIT (WITH FLOW DIVIDER)
P3 AIR 10.12
Py METERING ORIFICE
10.14
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10.13
BYPASS NO.1 MANIFOLD
PLUNGER
RIGGING SLOTS (72 , 45 REF.) TRANSFER VALVE
FUEL INLET
TO COCKPIT
NO.2 MANIFOLD DUMP
MIN. PRESSURE VALVE
A CUTOFF & DUMP POSITION
FUEL INLET NO.1 MANIFOLD
MAX. STOP CUTOFF & DUMP STOP (0 REF.)
OUTLET TO NO.1 MANIFOLD OUTLET TO NO.2 MANIFOLD
FUEL INLET
NO.2 MANIFOLD
B RUN POSTION
NOTE 1 NO.1 MANIFOLD BOSS ROTATED 90 FOR PURPOSES OF ILLUSTRATION IN VIEW A & B
STARTING FLOW CONTROL 10.16
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10.17
DUMP POSITION TO PRIMARY MANIFOLD SECONDARY VALVE
PRIMARY VALVE
PRIMARY FLOW POSITION TO PRIMARY MANIFOLD
DUMP VALVE
TO SECONDARY MANIFOLD
PRIMARY AND SECONDARY FLOW POSITION
FLOW DIVIDER & DUMP VALVE 10.18
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10.19
FUEL NOZZLE SHEATH
FUEL NOZZLE
COMBUSTION CHAMBER LINER ASSEMBLY
PRIMARY FUEL MANIFOLD ADAPTER ASSEMBLY
GAS GENERATOR CASE ASSEMBLY
FLOW MANIFOLD INLET ADAPTER
PRIMARY ADAPTER
SECONDARY FUEL MANIFOLD ADAPTER ASSEMBLY
SECONDARY ADAPTER
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10.21
POWER RECOVERY LEVER METERING VALVE
ACTUATING CAM
BELLOWS
TORQUE TUBE
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10.23
MAX. GOVERNING SPEED ADJUSTMENT
IDLE SPEED ADJUSTMENT ACCELERATION ADJUSTMENT
PART POWER TRIM STOP
F.C.U. ADJUSTMENTS (WITH STARTING FLOW CONTROL) 10.24 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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10.25
IN-USE POSITION
DETAIL B CUT-OFF STOP IDLE ADJUSTMENT
STOWED POSITION
HIGH IDLE ADJUSTMENT
MAX. Ng
VIEW A
ACCELERATION ADJUSTMENT
B
CUT-OFF ADJUSTMENT
PART POWER TRIM STOP
FUEL BYPASS
MINIMUM FLOW
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10.27
FCU TROUBLESHOOTING OBSERVED PROBLEM Engine does not lightup.
Hotter starting temperature than normal.
Hung start.
Engine is slow to accelerate or limited in power range.
Engine remains at minimum fuel flow Ng speed and does not accelerate.
• • • • • • • • • • • • • • • • • • • • • • • •
POSSIBLE CAUSE Aircraft fuel supply problem. Improper starting procedures. Starting Flow Control or Flow Divider problem. Internal FCU problem. Improper starting procedures. Starting Flow Control or Flow Divider problem. Internal FCU problems Improper starting procedures. Starting Flow Control or Flow Divider problem. Fuel Pump Filter blockage. Internal Fuel Pump Problem. Internal FCU problem. Aircraft Fuel supply problem. Faulty rigging, lever not reaching maximum stop. Restricted P3 line to the FCU or P3 filter. Small leakage at P3 line to FCU. Small leakage from Py line or propeller Nf governor. Fuel Pump filters blocked. Starting Flow Control or Flow Divider problem. Internal FCU problem. Aircraft Fuel supply problem. Heavy leakage at Py line or propeller governor. Blocked P3 line to the FCU or P3 filter. Internal FCU problem.
FUEL SYSTEM 10.28
FCU TROUBLESHOOTING (continued) POSSIBLE CAUSE
OBSERVED PROBLEM · ·
Engine surges during acceleration. ·
Fluctuations of Ng, Tq, ITT, Wf and Np.
· ·
Uncontrolled Ng acceleration.
· ·
White smoke at shutdown from exhaust.
· ·
Rust out of Fuel Pump splines and drain. Blue stains between FCU and Fuel Pump or out of Fuel Pump drain.
PT6A-27/34
·
Bleed Valve problem. “Pa” bleed blocked (Px bleed to atmosphere). Call help desk for assistance. “Px” resistrictor at the left side of the FCU (it should be at the right side). Air leakage from Py line or Propeller Nf governor. FCU Ng Governor bearing problem. Absence of FCU to Pump coupling. FCU Ng Governor bearing seized. Improper function of Fuel cutoff. Replace Fuel Pump; ensure that the lubricating hole in the AGB fuel pump drive is free from contamination. Replace FCU and Fuel Pump.
TRAINING USE ONLY
FUEL SYSTEM 10.29
PROPELLER SYSTEM
COARSE PITCH
HIGH SPEED CRUISE
HYDRAULIC LOW PITCH
IDLE
REVERSE REVERSE PITCH
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11.3
REVERSING CAM
SUPPLY PRESSURE RETURN TO PUMP PROPELLER SERVO PRESSURE
PUSH-PULL CONTROL
RESET POST
PROPELLER SPEED CONTROL LEVER
Py
PRESSURE RELIEF VALVE RESET ARM
FCU ARM
BETA VALVE
MIN. GOV. ADJ. TO SUMP TEST SOLENOID
PROPELLER OVERSPEED GOVERNOR
FEATHER SOLENOID
PILOT VALVE CSU PUMP
ENGINE OIL
PROPELLER SYSTEM (GOVERNING)
TO SUMP
11.4
CSU
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REVERSING CAM PUSH-PULL CONTROL
RESET POST
PROPELLER SPEED CONTROL LEVER
BETA VALVE LEVER
GOVERNOR SPRING
SHUT-OFF (LOCK PITCH) SOLENOID VALVE
Py
RESET ARM
FCU ARM
MIN. GOV. ADJ. PILOT VALVE CSU PUMP
BETA VALVE CARBON BLOCK
ENGINE OIL
SUPPLY PRESSURE RETURN TO PUMP PROPELLER SERVO PRESSURE
BETA ROD
PROPELLER SYSTEM (BETA) 11.6
HYDRAULIC LOW PITCH ADJ.
11.8
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11.7
EXAMPLE: SEA LEVEL , 15 C, TORQUE = 800 Lb -Ft
-3000 -2000 -1000 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10,000 11,000 12,000 13,000 14,000 15,000
50
-4000
60
-5000
PRESSURE ALTITUDE (FEET)
40 30
TEMPERATURE ( C)
20 10 0 -10 -20 -30 -40 -50 900
800
700
600
500
400
300
PROPELLER TORQUE (Lb -Ft) AT 1800 RPM
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11.11
RESET POST AIR BLEED ORIFICE
SPEEDER SPRING RELIEF VALVE
Py
RESET ARM MAX. STOP SCREW BETA VALVE
MIN. GOVERNOR ADJUSTMENT
FROM PROPELLER SERVO
TO SUMP
PILOT VALVE PUMP GEARS
GOVERNOR PUMP
ENGINE OIL SUPPLY
PROPELLER SYSTEM (GOVERNING) 11.12
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11.13
RESET POST
AIR BLEED ORIFICE
SPEEDER SPRING
Py Py AIR BLEED ORIFICE RESET ARM MIN. GOV. ADJ. PILOT VALVE
BETA VALVE TO SUMP
MIN. GOVERNOR ADJUSTMENT TO SUMP SCREW FROM PROPELLER SERVO
PROPELLER OVERSPEED GOVERNOR
Nf GOVERNOR
TEST SOLENOID
TO SUMP
PROPELLER OVERSPEED GOVERNOR
OVERSPEED PROTECTION
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11.15
MAXIMUM Np ADJUSTMENT
FEATHERING TIME ADJUSTMENT
RESET ARM
PNEUMATIC MINIMUM ADJUSTMENT
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11.17
REVERSING CAM
Purpose: To operate the propeller reversing cable, to control the prop blade angle for beta operations.
Description: There are several types of reversing cams. Three types can be found on the small PT6A’s: •
Linear beta: Standard cam
•
Quiet Taxi: Found on the majority of Beech King Airs.
•
STOL cam: Found on the Short Take Off and Landing aircraft. Ex: DH Twin Otter
PROPELLER SYSTEM 11.18
QUIET TAXI CAM
REVERSE
IDLE
TAKE-OFF
LINEAR BETA CAM
REVERSE
IDLE
MAX.
STOL CAM
REVERSE
BETA RANGE
TAKE-OFF
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11.19
PROPELLER SYSTEM TROUBLESHOOTING
OBSERVED PROBLEM Np and Torque Fluctuations (no Ng, ITT or Wf fluctuations)
At HIGH power At LOW power (in beta)
Propeller slow to unfeather Np, Tq, ITT and Ng fluctuation Propeller RPM too high Propeller RPM too low
ACTION REQUIRED • • • • • • • • • • • • • • •
Overspeed governor interferes with propeller governor. Propeller governor problem. Replace unit if necessary Reduce Np during hi power operation - See if problem clears Verify if slip ring is not distorted. Ensure that the BETA nuts are evenly adjusted. Verify operation of lock pitch solenoid. Carbon block worn out or beta valve rigged too far out. Air in the propeller dome (first start of the day) Ensure reset arm is positively sitting against forward stop. Verify Py line for leaks. Replace FCU if problem is still present. Adjust governor. Replace governor if adjustment is not effective. Check accuracy of propeller speed indicating system. Adjust governor. Ensure Ng is not limited by any P3 or Py leak. Check accuracy of propeller speed indicating system. Replace governor
PROPELLER SYSTEM 11.20
MAINTENANCE PRACTICES
HOT SECTION INSPECTION
Purpose: To optimize engine performance, fuel economy, safety and prolong component 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).
HSI Frequency: • •
Pre HSI Actions:
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 in engine latest build.
Scheduled (1250 hours, as per SB1003 or SB3003) On condition (as per ECTM result)
•
Do a performance check. The result of the performance check will be compared with a post HSI check to monitor performance recovery. Remove and inspect oil filter, magnetic chip detector and RGB strainer for metal contamination. Remove air inlet screen and inspect first stage compressor blades for F.O.D.
Return engine to an overhaul facility if any of the above checks are 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 liner Remove CT vane assemble Remove large exit duct
MAINTENANCE PRACTICES 12.2
BORESCOPE INSPECTION Procedure: Description: The borescope inspection allows operators to visually inspect hot section components without disassembling the engine. 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.
Use the borescope with care since it is a very fragile device. Engine must be cool prior to using the borescope. Cool down engine for a minimum of 40 minutes.
• • • • •
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.
Note: Keep in mind that you are looking 125 degree away from the point of entry of the tip as shown in the figure. 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. A 35-mm camera or a video camera may be mounted on the viewer to record inspection of hot section areas (adapters required).
MAINTENANCE PRACTICES 12.4
FUEL MANIFOLD ADAPTER PORT
RIGID GUIDE TUBE POINT OF ENTRY (REF.)
125
FIBERSCOPE TIP
VANE RING DISTAL POINT RELATION BETWEEN POINT OF ENTRY AND DISTAL TIP
VIEW FROM EXHAUST DUCT TOWARD AIR INLET CASE
GUIDE TUBE ORIENTATION
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12.5
Hot Section Tools:
1. Power section sling (with the propeller installed on the engine). 2. Compressor turbine holding wrench. 3. Spacers (4). 4. Spreader. 5. Compressor turbine puller. 6. Protector sleeve. 7. Puller no. 2 bearing cover. 8. Dial indicator. 9. Shroud grinder adapter. 10. Grinding wheel. 11. Grinder. 12. Crimper.
MAINTENANCE PRACTICES 12.6
1
2
3
4
5
6
7
8
9
10
11
12
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12.7
CT Tip Clearance Measurement Procedure: • • • •
Measure tip clearance using a tapered or a wire feeler gage, at the trailing edge of the blades. The tip clearance limits for each individual model is listed in the Engine Maintenance Manual. Do not rotate turbine while taking measurements. For best accuracy, install the rubber blocks between the small and large exit ducts.
Three limits are 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). Hi - low clearance for used segments (performance permitting).
Amount of readings taken: • • •
Average all readings and compare with limits stated in Engine Maintenance Manual. For PT6A-34 & 40 series, take 3 readings per segments (3 readings x 9 segments = 27 readings). For PT6A-27 series, take 2 readings per segments (2 readings x 16 segments = 32 readings).
MAINTENANCE PRACTICES 12.8
HOT SECTION INSPECTION (continued) INSPECTION Gas generator case
CT vane
•
•
• • • •
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 liner • • •
Visually inspect the liner 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).
• •
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. (A-34 series only).
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
Combustion chamber large and small exit ducts Compressor turbine •
•
Inspect the small and large exit ducts 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)
• • •
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.
MAINTENANCE PRACTICES 12.10
HOT SECTION INSPECTION (continued) Interstage 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.
Power Turbine: • •
Inspect the turbine for: cracks, burning, coating loss, corrosion, and impact damage and blade shift. Return the power section to an authorized overhaul facility if the turbine needs to be replaced.
Description: There are 2 sealing surface contacts that must be checked for proper seating: 1. Lockplate to vane ring inner diameter. 2. Vane ring outer diameter to small exit duct. 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.
Exhaust Case: • • • •
Inspect the case for general condition. Check the case for cracks near the flanges. Inspect inner ski jump area for wear caused by #3 bearing cover. Inspect flange -D- area for cracks around PT shroud. MAINTENANCE PRACTICES 12.11
Vane Inner
Vane Outer
HOT SECTION INSPECTION (continued)
FITTING OF HOT SECTION PARTS
Step 1:
Purpose:
Install the vane ring on a bench with the inner lugs uppermost. Install the #2 bearing cover slots around the vane ring lugs.
• •
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.
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 (A34 & A40 series) OR 2. Vane ring outer slots to small exit duct lugs (A-27 series).
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. Step 2: Install the shroud housing on a bench with the slots uppermost. Install the vane ring lugs inside the shroud housing lugs. 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, reindex the parts and measure. If clearance can still not be obtained, remove material lightly with a stone until fit is achieved.
MAINTENANCE PRACTICES 12.12
Torque CT Disk
Measure Tip Clearance
Shroud segment grinding To achieve optimum Compressor Turbine tip clearance all around the shroud. Note: operators who are equipped with the proper tooling and do their own grinding use this procedure. 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.
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 1-class higher (thicker segments) to offset any excessive ovality from the shroud housing. 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. Calculate actual tip clearance before grinding as follows: (the numbers used are for examples only) • • •
Dimension stamped on side of gage (master). Dial gage reading. (plus or minus sign is important) CT largest diameter ÷ 2 (8.532 ÷ 2).
Step 1 = Find the radius of the shroud: (master + dial reading => 4.282" -.009")
= 4.282" = -0.009" = 4.266"
= 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.
MAINTENANCE PRACTICES 12.13
HOT SECTION INSPECTION (continued)
Fuel nozzle functional check: Ensures the engine combustion chamber receives properly atomized fuel.
Pressure Test: Pressure test for leakage between nozzle tip and adapter at 500 PSI, no leakage allowed.
Inspection interval: •
200 hours for new operators.
Fuel nozzle cleaning:
•
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 might 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.
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 hot water rinse nozzles 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.
MAINTENANCE PRACTICES 12.14
HOT SECTION INSPECTION (continued) 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.
Continuity Resistance (loop) check:
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.
Ensures continuity and proper resistance in the T5 probes, busbars, wires and terminals.
Note:
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 busbar and measure resistance between Alumel and Chromel terminals, refer to Maintenance Manual for resistance limits.
• •
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.
MAINTENANCE PRACTICES 12.15
MAX REVERSE
MIN. POWER TAXI RANGE POWER RANGE MAX. POWER BETA MIN. RPM FEATHER
POWER LEVER CAM ASSY (POWER CONTROL LEVER)
POWER LEVERS
PROPELLER SPEED CONTROL LEVERS FUEL CONDITIONS LEVERS
MAX. RPM
LEVER LOCKS
PROPELLER LEVER PROPELLER GOVERNOR (PROPELLER LEVER)
LOW IDLE SHUT-OFF
HIGH IDLE
FUEL LEVER
BASIC ENGINE RIGGING 12.16
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12.17
REVERSE CAM
REAR CLEVIS
REVERSING CABLE
DEADBAND ADJUSTMENT
FCU INTRECONNECTING ROD
FCU ACTUATING LEVER
FCU ARM DIM. X
CAM FOLLOWER PIN
MAX. NG ADJUSTMENT
CAMBOX INPUT LEVER
CAM BOX
22.5 AIRFRAME POWER LEVER CABLE
MAX. NG STOP
FUEL PUMP
REAR LINKAGE RIGGING 12.18 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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12.19
RESET ARM MAX. STOP DO NOT ADJUST
FRONT CLEVIS
BETA LEVER
BETA VALVE
CAP NUT
INTERCONNECT ROD
RIG FLUSH
FRONT LINKAGE RIGGING
VALVE
BEAT VALVE
CLEVIS
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12.21
FEATHER STOP SCREW
HIGH IDDLE
RESET ARM MAX. STOP (DO NOT ADJUST)
CUT-OFF STOP
MAX. SPEED ADJUSTMENT
FCU
CSU
FUEL & PROPELLER SPEED LEVER RIGGING 12.22 Une Une société société de de United United Technologies Technologies // AA United United Technologies Technologies Company Company
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12.23
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. SYMPTOMS
Idle Ng too high Idle Ng too low Unequal power lever travel movement from idle to take off between the two engines (progressive stagger)
Ng pick-up point is different on the two engines
FIX • Ensure minimum flow is not too high. • Ensure FCU control rod is not rigged too short. • Adjust. • Ensure there are no P3 or Py leaks. • Adjust. Before adjusting, ensure that: • Low and high idles are the same on both engines and Ng pick-up point is the same on both engines. • To shorten the power lever travel, (PLA ahead) lengthen the FCU control rod. This will displace the Ng pick-up point. • Reposition the pick-up point by adjusting the serrated washer (counterclockwise in this case). 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 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.
MAINTENANCE PRACTICES 12.24
POST RUN UP ADJUSTMENTS (continued)
SYMPTOMS
FIX
Primary blade angle check shows a difference between 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 if adjustment required is small, otherwise adjust beta nuts.
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 Ng is in deadband zone (no increase yet) Perform primary blade angle check (Calibrate torque transducer). Adjust PBA as required.
MAINTENANCE PRACTICES 12.25
SUMMARY OF CONTROLS
Power setting (prop blade angle)
Prop governor Operation
Nf governor operation
Wf schedule
Beta mechanism operation
Remarks
Take-off, climb and cruise (+17° to +30°)
Maintains constant prop RPM by controlling oil supply to propeller via pilot valve plunger. Beta valve fully open.
Safety only ; reduces fuel flow if Np exceeds selected RPM by approx. 6% to 10% in case of a malfunction.
Scheduled by FCU via power lever
Provides for minimum blade angle only; normally inoperative in this range of operation.
Power lever schedules Ng only. Propeller reversing mechanism is inoperative. Beta valve is fully open
Approach (+11° to +17°)
Supplies servo oil to propeller via beta valve. Pilot valve open.
Safety only
Schedule by FCU Ng is at low idle or high idle (Via condition lever)
Beta valve maintains PBA by controlling oil flow to propeller
Cockpit power lever schedules Ng only. Beta valve controls oil to propeller.
Beta (taxi) (+11° to -2°)
Supplies servo oil to propeller via beta valve. Pilot valve open.
Safety only
Schedule by FCU Ng remains at idle
Beta valve maintains blade angle selected by pilot.
Supplies servo oil to propeller via beta valve. Constant speed action inoperative.
Progressively reduces fuel flow to ensure actual Np is always less than selected Np.
Scheduled by FCU and modified by Nf governor Py bleed (high power reverse operation)
Beta valve maintains blade angle selected by pilot.
Power lever schedules blade angle directly. Ng remains at idle Cockpit power lever schedules blade angle directly, schedules fuel flow, and resets Nf governor down.
Reverse beta (-2° to -15°)
MAINTENANCE PRACTICES 12.26
PRATT & WHITNEY CANADA CUSTOMER TRAINING SU
P P O RT S
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ABBREVIATIONS
Ag AGB AMM BOV CW CCW CSU CT ECTM ESHP FCU FI FOD GI HSI IAS ISA ITT M/M MOP MOT Nf Ng Np OAT P0
Agricultural (PT6A-15Ag) Accessory Gearbox Airframe Maintenance Manual Bleed Off Valve Clockwise Counterclockwise Constant Speed Unit 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 International Standard Atmosphere Interturbine Temperature (T5) Maintenance Manual Main Oil Pressure Main Oil Temperature Free turbine speed Gas generator speed Propeller speed Outside Air Temperature Bypass (spill) fuel pressure
P1 P2 P3 Palt Pamb PBA PLA PPH PSI PSIA PSID PSIG PT RGB S/L S/N SB SIL SFC SHP T/O T5 TBO Tq Wa Wf
Fuel pump delivery pressure Metered fuel pressure Compressor discharge pressure (station 3) Pressure altitude Ambient air Pressure Primary Blade Angle Power Lever Angle Pounds Per Hour (Lb/hr) Pounds per Square Inch Pounds per Square Inch Absolute Pounds per Square Inch Differential Pounds per Square Inch Gauge Power Turbine Reduction Gearbox Sea Level Serial Number Service Bulletin Service Information Letter Specific Fuel Consumption Shaft Horsepower Take-Off Interturbine Temperature (ITT) Time Between Overhaul Torque Air mass flow Fuel flow
ENGINE OVERVIEW 1.4
ENGINE FEATURES • • • • • • • • • • •
450 to 750 SHP. Free turbine, reverse flow inlet configuration. Reverse flow combustion system. Two sections: gas generator, power section. Two stage planetary reduction gearbox. Variable speed propeller. Reverse thrust capability. Hydro pneumatic fuel control unit. Hydraulic torque measurement system. Three lever power management. Fuel control with manual override.*
*On certain single engine aircraft only.
Notes: _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________ _____________________________________________
ENGINE OVERVIEW 1.6
BASIC PT6A ENGINE
Engine Operation: Design of the PT6 started in 1958. Production began in 1963 with the 550 SHP PT6A-6. Over 50 different PT6A models are now in operation, ranging from 500 SHP (PT6A-112) to 1424 SHP (PT6A67R). Over 24,000 engines were delivered with over 164,000,000 hours accumulated, the PT6A’s are used in 145 different countries.
The generated hot gases are then directed to the turbine area and assist the starter in accelerating the compressor to idle speed.
The PT6A-34/42 engine series are lightweight turbine engines driving a propeller shaft via a two-stage reduction gearbox. Two major rotating assemblies compose the heart of the engine. One assembly consists of the compressor turbine and the compressor. The other one consists of the power turbine(s) and the power turbine shaft. The two rotating assemblies are not connected together and turn at different speeds and in opposite directions. This design is referred to as a "Free Turbine Engine".
The hot expanding gases accelerate through the compressor turbine vane ring and cause the compressor turbine to turn. The gases leaving the compressor turbine are accelerated again as they expand through the power turbine vane ring(s). The power turbine(s) provide rotational energy to drive the propeller. The reduction gearbox reduces the power turbine speed (33,000-rpm) to one suitable for the propeller (1700 to 2200 rpm).
This configuration allows the power turbine and propeller to rotate at constant speed while the fuel control system schedules compressor speed (Ng) according to the power demand. Starter cranking torque is low since only the compressor rotates on start. Engaging the starter mounted on the accessory gearbox starts the engine. The compressor draws air into the engine via an annular plenum chamber (inlet case), increases its pressure across 3 axial stages and one centrifugal impeller and delivers it to the combustion chamber. Air enters the combustion chamber through small holes. At the proper compressor speed, fuel is introduced into the combustion chamber. Two igniters located in the combustion chamber ignite the air-fuel mixture.
At this point, ignition and starter are turned off as the self-sustained combustion is now able to drive the compressor.
Gases leaving the power turbine are expelled into the atmosphere by the exhaust duct. Engine shutdown is accomplished by cutting fuel going to the combustion chamber. Engine oil is supplied from an integral oil tank located in the inlet case rear section. The oil cools, lubricates and cleans all bearings and gears. A hydro-pneumatic fuel control unit, mounted on the fuel pump, regulates compressor speed by metering fuel flow to the nozzles, in response to the power lever angle and flight conditions. The propeller governor controls the power turbine / propeller speed by varying the propeller blade angle in response to the propeller speed control lever, engine power and flight conditions.
ENGINE OVERVIEW 1.12
STATIONS
STATION
LOCATION
TEMP. °C
PRESSURE PSIA
1 2 2.5 3 4 5 6 7
Ambient Compressor Inlet Interstage Compressor Compressor Discharge Turbine Inter Turbine Turbine Exit Exhaust
15° 16° 110° 280° 934° 690° 565° 551°
14.7 14.7 26.4 103 101 35 16 15.5
Note: Temperatures and pressures taken at take-off power, 15°C and at sea level.
ENGINE OVERVIEW 1.14
FLANGES
BEARINGS (MAIN)
Flanges: Mating faces where components are joined together.
Bearings: They support major rotating assemblies. There are six main bearings on the PT6 engine: three roller bearings and three ball bearings. The ball bearings withstand the following thrusts:
-A-
-B-
Attaches the RGB front & rear housings to the exhaust case. Attaches the RGB rear housing to the No 3 bearing housing.
No. 1 bearing : Compressor thrust (rearward). No. 4 bearing : Power turbine thrust (forward). No. 6 bearing : Propeller thrust (forward).
-C-
Attaches the exhaust case to the gas generator case.
-D-
Attaches the PT vane assembly to the exhaust case.
-E-
Joins the CT vane assembly together.
-F-
Attaches the inlet case to the gas generator case.
-G-
Attaches the AGB to the inlet case.
Bearings number 2, 3 and 5 are roller bearings. They support radial loading and permit axial rotor movement required for thermal expansion.
Rotor Compressor shaft Power Turbine Shaft Propeller Shaft
Supported by: No. 1 Ball No. 2 Roller No. 3 Roller No. 4 Ball No. 5 Roller No. 6 Ball
Maintenance: None on the bearings. Preventive maintenance consists of periodic oil level checks and inspection of filter. Ensure oil pressure is kept within limits.
ENGINE OVERVIEW 1.16
INERTIAL SEPARATOR (AIRFRAME)
Purpose: Protect the engine from ingesting foreign objects such as: stones, ice, sand, snow, rain, etc.
Operation: Deployment of the inertial separator to the bypass (icing) position force 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.
COMPRESSOR SECTION 2.2
INLET CASE Operation: Purpose: • • • • •
Directs air into the compressor. Support #1 bearing. Support the AGB. Forms the oil tank. Inlet screen (1/4 inch mesh) prevents objects from entering the compressor.
The annular configuration of the PT6 inlet case facilitates the protection against Foreign Object Damage. Because the compressor rotor intake is not in line with the flight path, air coming into the PT6 makes a sharp turn prior to entering the inlet case. This configuration is combined with the inertial separator for maximum protection against FOD. The shape of the air inlet also contributes to the silent operation of the engine.
Construction:
Inlet case struts anti-icing is provided by heat conduction from the oil contained in the tank.
One piece aluminum casting protected against corrosion with aluminized epoxy paint.
Maintenance / Inspection: • • • •
Inspect inlet screen for damage and cleanliness. Wire mesh damage is not acceptable. Inspect inlet screen rubber sealing rims for damage. Repair damage as per Engine Maintenance Manual instructions. Inspect inlet case for cracks in the strut area, refer to maintenance manual for limits.
COMPRESSOR SECTION 2.4
COMPRESSOR ROTOR ASSEMBLY
Operation:
Purpose:
The compressor rotor assembly has three axial stages plus a single stage centrifugal impeller. Each 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.
• •
Directs air into the compressor and provide the combustion chamber with the correct airflow at the required pressure. Supplies air under pressure for aircraft pneumatic needs.
Construction: The compressor rotor assembly consists of 3 axial stages and one centrifugal impeller joined together by 6 tie rods and interstage spacers. It rotates within a stator assembly.
The dynamic pressure (air velocity) generated by the centrifugal impeller speed is converted into static pressure by the diffuser pipes divergent shape which reduce the air speed and increase the compressor discharge pressure (P3).
Compression ratio (take-off power sea level ISA) 1.22 : 1 (each stage) 1.80 : 1 (Axial total) Centrifugal: 3.9 : 1 Total ratio: 7.0 : 1 Mass airflow (take-off power sea level ISA): 6.5 lbs./sec
The impeller and first stage blades are made of titanium. The remaining parts are steel.
Axial:
The compressor rotor is supported by the #1 ball bearing and by the #2 roller bearing. The #1 bearing is supported by the compressor inlet case via a flexible housing. Compressor unbalance caused by normal engine wear produces vibrations that are absorbed by the number 1 bearing flexible housing, reducing vibrations transmitted to the engine mounts and aircraft. The compressor stator assembly consists of 3 axial stationary stages bolted together to an impeller housing.
Maintenance / Inspection: • • •
The gas generator case and the inlet case support the assembly. The 3rd stage stator shroud incorporates bleed air slots for bleed valve operation.
Check for FOD on first stage blades every time the inlet screen is removed. Blend repair first stage blades. Refer to the Engine Maintenance Manual for procedure. Wash and rinse compressor at regular intervals. • For performance recovery. • For corrosion prevention.
COMPRESSOR SECTION 2.6
COMPRESSOR BLEED VALVE Maintenance / Inspection: Purpose: Prevent compressor stalls at RPM’s below 91% 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 P3 chamber.
Operation: Two forces act on the bleed valve piston. Modified P3 air (P3 mod) pressure pushes to close the valve and P2.5 air pressure, from the interstage compressor area, pushes to open it. 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 valve closing point is achieved during engine acceleration when the pressure acting on the valve diaphragm (P3 mod) is sufficient to overcome the compressor interstage pressure (P2.5).
• • • •
Check for air losses at sealing faces and mating surface. Bleed valve piston sticking. Seat or piston damage. Diaphragm changing. Diaphragm pressure check. Clean orifices.
Pressure check: Purpose: Verify the integrity of the bleed valve rubber diaphragm.
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 Maintenance Manual instructions. Apply required pressure to valve and check that leakage rate is within limits.
As the compressor speed 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.
Note: The primary orifice is matched to the bleed valve and is not field replaceable.
COMPRESSOR SECTION 2.8
GAS GENERATOR CASE Operation: Purpose: The gas generator case is the engine main structural component and has multiple functions such as: • • • • • • • • •
Support the engine on the aircraft via engine mount pads. Support the power section, inlet case and accessory gearbox. Contain the air pressure coming from the compressor. Provide housing for the combustion chamber and the compressor turbine stator assembly. Support the #2 bearing. Provide oil supply and scavenge for the #2 bearing. Support 21 diverging diffuser pipes. Support the fuel nozzles and the igniter plugs. Support the compressor bleed valve.
Impeller air enters the diffuser tangentially. The diverging diffuser pipes redirect the air axially and transform the high velocity into static pressure. Two spring loaded drain valves are located under the case. P3 air pressure closes them soon after combustion initiation (approx. 2 PSIG). They open after shutdown to drain residual fluids from the case.
Maintenance / Inspection: • • •
•
•
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.
Description: The gas generator case is a welded assembly of steel alloy machined parts and sheet metal coated with diffused aluminide process treatment for increased resistance to corrosion. The rear inner section provides a housing for the compressor assembly while the front section forms the outer housing for the combustion chamber liner. Diffuser tubes, brazed inside the center section of the case, increase the static pressure of the compressor discharge air and direct it to the combustion area.
COMPRESSOR SECTION 2.10
COMPRESSOR WASH
Desalination wash:
Procedure:
This method of washing is used to remove salt deposits from the compressor section of the engine to minimize corrosion. The washing medium is normal drinking water. When the temperature is below 2°C (36°F), methanol must be added to the water to prevent freezing (refer to the Engine Maintenance Manual for proper mixtures).
Refer to the Maintenance Manual for compressor wash procedure, approved detergents and equipment’s used.
It is strongly recommended that this procedure be carried out when operating in a salt laden atmosphere. The washing mixture is injected into the compressor section using the wash ring mounted over the inlet screen.
Performance recovery wash: This method of washing consists of injecting a water based cleaning agent into the compressor section via the wash ring while motoring (starter only). It restores the compressor efficiency by removing dirt deposits from the compressor gas path. Approved chemical additives are used to remove stubborn dirt deposits, which cannot be removed using water only. When the temperature is below 2°C (36°F), methanol and kerosene must be added to the cleaning solution to prevent freezing. Refer to the Engine Maintenance Manual for washing mixtures and procedures. A 15-20 minute period is allowed for the cleaning agent to soak in, followed by one or two rinse cycles (water). This method of washing should be carried out on a regular basis based on the flying environment. Compliance with these guidelines and Maintenance Manual instructions will promote parts life and reduce potential overhaul costs.
PT6A-27/34
TRAINING USE ONLY
• • • • • • • • • • • • • • • •
40 minutes minimum cooldown period before washing. Remove the P3 line going to the FCU. Ensure cabin bleed is off. Ensure ignition is off. Respect starter limitations. Aircraft fuel boost pumps should be "on". Turn starter on. At 5% Ng start flowing solution. Motor for 30 seconds. Stop starter, stop flow as Ng drops to 5%. Soak for 15 to 30 minutes (when washing only). Rinse compressor, twice, as there might still be soap on the compressor, using water or water methanol mix. If water / methanol mix was used, motor for 30 seconds. Reconnect P3 line to the FCU. Run engine at 80% Ng for one minute minimum. Check engine acceleration time.
TURBINE WASH: Purpose: Remove salt deposits from the turbine section of the engine to minimize blade sulphidation attack. Method: Motoring wash with turbine wash nozzle inserted in one of the igniter port. Note: The procedure to perform the turbine wash is very similar to the compressor desalination wash. Refer to the Engine Maintenance Manual chapter 71 for more details.
COMPRESSOR SECTION 2.12
HOT SECTION
Operation:
This chapter covers the construction and operation of hot section components. Inspection, maintenance and troubleshooting are covered in Chapter 9.
The hot section of the engine comprises of components down stream of the gas generator. Hot expanding gases leaving the combustion chamber are directed towards the compressor turbine blades by the compressor turbine vane ring.
Purpose: Extract energy from the hot expanding gases to: • •
Drive the compressor turbine Drive the power turbines and the propeller
Thereafter, gases travel across the power turbine vane ring and hit the power turbine blades. 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.
Topics covered: • • • • • • •
Combustion Chamber. Compressor Turbine Vane Ring. Compressor Turbine. Power Turbine Vane Ring. Power Turbine. Exhaust Duct. Sealing of the Hot Section.
PT6A-27/34
TRAINING USE ONLY
HOT SECTION 3.2
COMBUSTION CHAMBER LINER
Purpose:
Operation:
The combustion chamber provides an area for the combustion of the fuel/air mixture.
Air enters the primary zone, through holes and cooling rings, in the dome end, allowing incoming fuel to be continuously mixed and recirculated. This permits the flame to be self-sustaining and to distribute the heat from each nozzle evenly.
Description: • • • • • • • • •
Annular, reverse flow type combustion chamber made of heat resistant nickel alloy (Inco 625). Supported by the small and large exit ducts at the rear and by the fuel nozzles at the front end. 14 fuel nozzle adapter bosses. 2 spark igniter bosses. Gapped cooling rings maintain a layer of cooling air to protect the combustion chamber walls from the flame. Provides a primary zone for mixing incoming fuel and air. Provides a secondary zone for completing the combustion process and establishes the 15:1 air to fuel ratio. Provide a dilution zone for cooling the gases to a temperature suitable for the turbine operation. Corrugated strip ensures a gap between liner and large exit duct.
The primary zone is, however, a fuel rich area and more air is needed, downstream, to complete the combustion process. More air enters the liner through larger holes on the inner and outer walls in the secondary zone. This completes the combustion process and establishes the ideal 15:1 air/fuel ratio. The dilution zone allows more air in to cool the hot gases for an acceptable turbine entry temperature. The open side of the liner and the exit ducts forms it.
Maintenance / Inspection: • • •
Visually inspect the liner 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).
HOT SECTION 3.4
A-27 SMALL AND LARGE EXIT DUCTS: Maintenance / Inspection: Purpose:
•
Form an envelope that changes the direction of the gas flow 180° and complete the dilution process of the combustion gases.
•
Inspect the small and large exit ducts 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).
Description: Double layer of heat resistant nickel alloy.
HOT SECTION 3.6
A-27 COMPRESSOR TURBINE VANE ASSEMBLY Vane ring: • Changes the combustion gases into velocity, at the optimum angle to drive the compressor turbine. • Supports the small exit duct and the shroud housing • Exit area is classed. Shroud housing: Support and locates the shroud segments.
•
Shroud segments: (16 segments) • Class selection and grinding of segments provide adequate turbine blade tip clearance to minimize gas leakage and to suit compressor turbine wheel diameter.
Operation: Expanding gases, accelerated through classed vanes are directed at the turbine blades. The vane exit area determines the vane ring class. A smaller vane ring class (smaller area) accelerates the air more and therefore increases the compressor turbine speed (Ng). A higher Ng speed provides more air to the engine, more cooling and a lower T5.
Effect of CT vane area on T5 & Ng at constant power: • Increase area = Ng Ò, T5 Ñ (Sluggish) • Decrease area = Ng Ñ, T5 Ò (More power but entering surge zone – less surge margin)
Note: If you change the CT vane ring, use another one of the same class.
Maintenance / Inspection: Interstage sealing ring: Prevents P3 air leakage to station 5.
•
#2 bearing cover: Supports the Compressor Turbine vane assembly with a lug to slot fit arrangement. • Serves as a baffle to control cooling air to Compressor Turbine disk.
•
Lockplate: • Secures the Compressor Turbine vane assembly to the gas generator case and provides a sealing surface.
Vane ring: • Inspect vane ring for evidence of burning, cracking and coating loss. • Insure proper sliding fit (lugs to slots) with mating parts. 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.
•
Interstage sealing ring: Inspect sealing ring(s) for fretting wear on sealing diameter and face. Fit ring on sealing diameter for full contact.
•
HOT SECTION 3.8
A-34 SMALL AND LARGE EXIT DUCTS:
Purpose:
Maintenance / Inspection:
Form an envelope that changes the direction of the gas flow 180° and complete the dilution process of the combustion gases.
•
Inspect the small and large exit ducts 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).
Description: Double layer of heat resistant nickel alloy.
HOT SECTION 3.10
A-34 COMPRESSOR TURBINE VANE ASSEMBLY
Operation:
Vane ring: • Changes the combustion gases into velocity, at the optimum angle to drive the compressor turbine. • Supports the small exit duct and the shroud housing. • Passages allow P3 air to cool each vane. • Exit area is classed.
Expanding gases, accelerated through classed vanes are directed at the turbine blades. The vane exit area determines the vane ring class. A smaller vane ring class (smaller area) accelerates the air more and therefore increases the compressor turbine speed (Ng). A higher Ng speed provides more air to the engine, more cooling and a lower T5. Cooled vanes have P3 air circulating in individual core passages.
Shroud housing: • Support the shroud segments and interstage sealing ring. Shroud segments: (9 segments) • Class selection and grinding of segments provide adequate turbine blade tip clearance to minimize gas leakage and to suit compressor turbine wheel diameter. Interstage sealing ring: • Prevents P3 air leakage to station 5. #2 bearing cover: • Supports the Compressor Turbine vane assembly with a lug to slot fit arrangement. • Serves as a baffle to control cooling air to Compressor Turbine disk. •
Lockplate: Secures the Compressor Turbine vane assembly to the gas generator case and provides a sealing surface.
CT blade tip clearance: • Tip clearance is the gap between the tip of the compressor turbine blade and the shroud segment. Tip clearance deterioration reduces engine performance.
Effect of CT vane area on T5 & Ng at constant power: • •
Increase area = Ng Ò, T5 Ñ (Sluggish) Decrease area = Ng Ñ, T5 Ò (More power but entering the surge zone – les surge margin)
Note: If you change the CT vane ring, use another one of the same class. Maintenance / Inspection: Vane ring: • • •
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. (A-34 series only).
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. Interstage sealing ring: Inspect sealing ring(s) for fretting wear on sealing diameter and face. Fit ring on sealing diameter for full contact.
HOT SECTION 3.12
COMPRESSOR TURBINE Purpose: Extract energy from the hot gases to drive the compressor rotor unit. Construction: •
•
•
•
Nearly 2/3 of all the energy available from the products of combustion is needed to drive the compressor. The 1/3 remaining is used to drive the propeller via the power turbine. At maximum speed, each blade pulls on the disk with a force of approximately one ton (2000 lbs.).
The compressor turbine is a two-plane balanced disk assembly, the disk is a machined nickel alloy forging with firtree serration’s that provide a firm attachment as well as allowing for thermal expansion differences between the blades and the disk. Rivets are used to axially retain the 58 blades on the disk.
Ng at 100% = 37500 rpm Max Ng at 101.5% = 38,100 Note: rotation counter clockwise viewed looking forward
Compressor turbine blades are cast from a nickel-based alloy, tapered airfoil design or squealer tip construction, firtree retention, and corrosion resistant protective coating.
Maintenance / Inspection:
The turbine is secured to the compressor stubshaft by a single bolt locked by a cupwasher. A master spline ensures reinstallation of the turbine in its initial position on the compressor stub shaft during maintenance. SB: 1439 / 12082
• •
The Compressor turbine is dynamically balanced on two planes with counterweights and a master spline ensures reinstallation of the turbine in its initial position on the compressor stub shaft during maintenance. This feature allows for compressor turbine replacement in the field.
Tip clearance is the gap between the tip of the compressor turbine blade and the shroud segment. It is one of the most important factors affecting engine performance. It limits the gas leakage at the tip of the compressor turbine blades. When the turbine tip clearance is too large, more gases leak, preventing the turbine from extracting the power it needs to drive the compressor. To maintain power, fuel flow and ITT will increase, but Ng remains below normal because of the less efficient turbine.
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.
PT6A-27/34
•
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 experiences.
CT tip clearance:
Effect of CT tip clearance at constant power: Increase clearance =
TRAINING USE ONLY
T5
Ñ, Wf Ñ, Ng Ò
HOT SECTION 3.14
POWER TURBINE VANE RING AREA Power turbine vane ring:
Maintenance / Inspection:
•
•
•
•
Redirect the combustion gases toward the power turbine at optimum angle and speed. Supported by the power turbine stator housing, it consists of a nickel alloy casting with a riveted sheet metal center baffle. A lug to slot arrangement centralizes and prevents movements of the vane ring. The exit area of the vane ring is classified.
•
•
Effect of PT vane area on ITT & Ng at constant power:
Power turbine containment ring: •
•
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.
Supported by flange D of the exhaust case, it provides containment of power turbine blades in case of separation from the PT disk. Machined nickel alloy forging, supported by flange D.
Increase area = Decrease area =
Ng, Ng,
Ñ Ò
T5 T5
Ò Ñ
(Ng Limited) (T5 Limited)
Compressor stall margin is also lost when using a smaller area PT vane.
Operation: Gases exiting the compressor turbine are accelerated through the power turbine vane ring and cause the power turbine to rotate.
Note: If you change the PT vane ring, use another one of the same class.
The vane ring is held in place by lugs fitted in the power turbine stator housing. The riveted inner baffle directs air close to the power and compressor turbine disks for cooling. During engine assembly, selection of the correct vane ring class (area) will allow to get optimum Ng and ITT parameters at engine test.
PT6A-27/34
TRAINING USE ONLY
HOT SECTION 3.16
POWER TURBINE STATOR HOUSING
Purpose: • • •
Supports the power turbine vane ring, the T5 harness and thermocouple probes. Interface with the gas generator section via a seal ring. Machined stainless steel, inner lugs for PT vane support, 8 - T5 thermocouple bores.
HOT SECTION 3.18
POWER TURBINE Power turbine:
Operation:
•
Extracts the remaining energy from the combustion gases to drive the propeller through the reduction gearbox.
•
Single stage disk assembly, made of nickel alloy and splined to the power turbine shaft. A master spline ensures that the turbine can only fit in one position on the turbine shaft.
Expanding gases, accelerated through the PT vane ring hit the turbine blades. The energy available in the gases is converted into rotational movement to drive the propeller. Nearly one third of the energy available from the combustion is used to drive the propeller.
•
There is no mechanical link between the power turbine and compressor turbine thus the power turbine is "Free" to turn independent of the compressor turbine operation.
•
The blades are shrouded at the tip to form a solid outer rim and reduce blade vibrations. A labyrinth type shroud achieves gas sealing at the tip of the blade which provide a two step double knife-edge. The 41 blades are retained in the firtree serrations with rivets.
•
Removal of the power turbine is permissible at field level if an operator wants to inspect the area beneath the turbine.
•
Balancing of the power turbine is done with the power turbine shaft and the no. 3 and 4 bearings altogether and for that reason the power turbine is not field replaceable.
•
It is secured to the PT shaft by a single locking bolt.
•
Max Nf at 100% = 33,000 rpm.
•
Rotation CW viewed looking forward.
Maintenance / Inspection: • •
Inspect the turbine for: cracks, burning, coating loss, corrosion, impact damage and blade shift Return the power section to an authorized overhaul facility if the turbine needs to be replaced
HOT SECTION 3.20
EXHAUST DUCT
Exhaust duct:
Maintenance / Inspection:
• • • • •
• • •
Direct the exhaust gases to ambient atmosphere. Support the RGB and power turbine, flanges A, B & D Dual port (A-27/34) or single port case (A-114). Ski jump helps evacuate the exhaust gases. Nickel alloy sheet metal and welded machined flanges.
•
Inspect the case for general condition. Check the case for cracks near the flanges. Inspect inner ski jump area for wear caused by #3 bearing cover. Inspect flange -D- area for cracks around PT shroud.
Insulation blanket: • •
Reduce heat transmission between exhaust gases and RGB. Fire resistant fiber, sandwiched between 2 nickel alloy sheets.
HOT SECTION 3.22
NO. 3 & NO. 4 BEARING AREA
Purpose:
Maintenance / Inspection:
• • •
•
•
Support the power turbine shaft. Form a cavity for #3 and #4 bearings. Sheet metal steel cylinder, supported by flange B of the RGB. Contains oil passages to lubricate and scavenge #3 & 4 bearings.
With a suitable light or borescope, inspect inner ski jump area for any looseness or wear caused by #3 bearing cover rotation.
#3 Bearing Cover: • • •
Reduce heat transmission between exhaust gases and RGB. Sheet metal nickel alloy baffle with a machined inner ring. Latest exhaust cases have an integral welded cover (post SB 1430).
Power Turbine Shaft: • •
Supports the power turbine and transmits the power to the 1st stage reduction sun gear. Consists of a machined forged steel shaft.
HOT SECTION 3.24
REDUCTION GEARBOX Purpose:
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.
• • •
Reduce the power turbine speed to a speed suitable for propeller operation. Provide drive for the Prop. governor, Overspeed governor, and Np tachometer. Provide a system to indicate engine torque Provides a sump area for the RGB scavenge oil to de aerate
Construction: • • • •
The second stage reduction system is similar to the first stage but uses five planet gears instead of three. The second stage carrier is splined onto the propeller shaft. A bevel gear, mounted on the propeller shaft drives three gears for:
Two stage planetary reduction system. Light alloy front and rear housing. 2 main bearings (No. 5 & 6). 1 chip detector.
REDUCTION RATIOS
A-28/34
A-114/135
Input Nf, 100%, CW First Stage Second stage Output, 100%, CW
33,000 5.000:1 3.000:1 2200
33,000 5.000:1 3.473:1 1900
OVERALL RATIO:
15.000:1
17.368:1
Propeller Governor / Np tach / Overspeed governor
4171 rpm CW
4201 rpm CW
• • •
Prop governor (CSU). Propeller Overspeed Governor (OSG). Np Tach Generator.
RGB Line Maintenance: Propeller shaft oil seal replacement: Replace seal on condition. Visually inspect the seal runner for damage. Np tach oil seal replacement: Replace seal on condition. Propeller governor replacement: Replace on condition.
Note: There are no repairs or accesses inside the reduction gearbox at field level.
GEARBOXES 4.2
ACCESSORY GEARBOX AGB line maintenance: Purpose: • • • •
To drive the fuel pump/fuel control unit, starter / generator, pressure and scavenge oil pumps, Ng tachometer and airframe accessories. Support the oil filler neck, oil level dipstick and cap. Provides a sump area for the #1, 2, 3 and 4 bearings scavenge oil to de aerate Provides a centrifugal air oil separator breather impeller
• • •
Two light allow casings support the drive gears The casings are bolted to the inlet case The front casing (diaphragm) separates and seals the AGB from the oil tank. Hardened carbon steel gears Wet splines on starter, fuel pump and air conditioning gearshafts. Plain aluminum bearing on oil pump gearshaft, roller bearings on all other gearshafts.
REDUCTION RATIOS, 100% Ng. Input Ng: 37,500 rpm CCW Starter / Generator: 10,991 rpm CW Fuel Pump / FCU: 6,262 rpm CCW Ng Tach: 4,203 rpm CW External Scavenge Pump: 3,821 rpm CCW Optional, High Speed: 12,028 rpm CW Optional, Low Speed: 7,654 rpm CCW
PT6A-27/28
AGB scavenge pump inlet screen: If carbon is found on main oil filter, inspect and clean screen via AGB drain plug. AGB accessory oil seal replacement: Replace seals on condition.
AGB removal: There are three reasons for removal and splitting the AGB: (heavy maintenance)
Construction: • • •
Starter generator gearshaft spline wear check: Inspect whenever the starter is removed for maintenance.
• • •
Carbon seal replacement. Starter generator gearshaft replacement. Oil pump gearshaft lip seal replacement.
Carbon seal replacement: Required when excessive oil is coming out of the overboard breather, for reasons other than over servicing. Inspect starter gearshaft seal face for damage. It should be a mirror finish. Replace if necessary. Starter gear replacement: Replace starter generator gearshaft if inspection reveals worn out splines. Remove and reuse breather impeller. Oil pump gearshaft lip seal replacement: A bad seal may cause static oil leak into the accessory gearbox.
Note: Always wear gloves when handling AGB internal components.
TRAINING USE ONLY
GEARBOXES 4.4
AGB INPUT DRIVE ARRANGEMENT
Purpose: To lock the input driveshaft to the compressor rear hub.
Construction: • • • • • •
1 Ball. 1 "C" shape expander spring. 2 Locating plates. 1 Key pin. 1 Retaining ring. 2 Piece input gearshaft.
Ball lock system disassembly: •
• • • •
Ensure ball is at 12 o’clock position before unlocking (key at 3 o’clock) (see view A) when viewed from rear of engine. Position ball by rotating compressor slowly. Unlock ball by pulling the input shaft using the pullerpusher tool. Do not rotate compressor during disassembly. Remove the accessory gearbox. Replace expander spring and ball lock.
GEARBOXES 4.6
OIL SYSTEM DESCRIPTION • • •
Supplies oil to the engine in order to cool, clean and lubricate bearings & gears. Provides oil to the prop governor (CSU) to allow propeller pitch and speed control. Provides oil pressure for torquemeter indication.
Description: 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 the bearings and carries any extraneous matter to the oil filter where it is precluded from further circulation. The oil is also an anti corrosion agent for the steel bearings and gears. A chip detector is located in the reduction gearbox to detect metal particles and warn operators of metal contamination. Pressure system flow: Oil is drawn from the oil tank and pumped through a gear type pump and is then delivered to the oil filter. At the filter outlet, oil separates into several paths. The no. 1 bearing and accessory input drives are lubricated with pressure oil directed through cored passages and transfer tubes. Pressure oil is sent to the fuel heater via a minimum pressure valve at 2 o’clock position on the inlet case. 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 supply the propeller system.
Scavenge oil system flow: The scavenge system returns used oil back to the tank. It consists of 2 oil sumps, one in the AGB, and one in the RGB. The sumps allow the oil to be collected and deareated before it returns to the tank. Four gear type pumps assembled in two double elements form the scavenge system. Two pumps are located inside the accessory gearbox, the other two are mounted externally at the left rear side of the accessory gearbox. #1 bearing scavenges into the accessory gearbox by gravity. #2 bearing scavenges through an external tube mounted underneath the engine. At high power a relief valve mounted at the #2 bearing scavenge pump inlet allows air/oil from the bearing cavity to bleed into the accessory gearbox, preventing flooding of the #2 bearing cavity. #3 & 4 bearing area scavenges into the accessory gearbox via a scavenge tube mounted on the left-hand side of the engine. Oil is scavenged by one of the pumps located at the rear of the accessory gearbox. The reduction gearbox and the propeller system oil scavenge through an external tube located along the #3 and #4 bearing scavenge tube. The oil is pumped by the externally mounted scavenge pump and goes directly to the airframe oil cooler. Oil from the AGB sump (from #1, 2, 3 & 4 bearings) is returned to the oil cooler by a scavenge pump located at its bottom.
OIL SYSTEM 5.2
OIL SYSTEM SERVICING Max oil consumption:
Servicing: • • • •
• • •
Use approved synthetic oil listed in proper service bulletin (SB 1001). No intermixing of different oil brands in an engine. Check oil level within 15 - 20 minutes after shut down. If engine has been shut down for more than 30 minutes and the oil level indicates lower than average, run engine before checking oil level. Oil changes required as specified by the Airframe Maintenance Manual. Ensure that oil pressure is within limits (approx. 80105 PSIG). Check with Ng above 72%. Inspect oil filter every 100 hours, discard every 1000 hours.
Caution: If a filter is ultrasonically cleaned, it has to be removed and scrapped.
•
0.2 lb./hr max oil consumption. (For better accuracy, consumption should be monitored on a 10 hour period.) (r) (2 lb/10 hrs). [Ref: 2 lbs. = 1 US quart (approx.)].
Dipstick: •
Shows oil quantity needed to keep the tank full, normal cold oil level is "MAX COLD".
Locking cap: •
Seals oil tank when closed by a latch.
Caution: The major cause of in flight shutdown due to loss of oil pressure is an improperly locked oil tank cap.
Oil system flushing: •
•
Flush oil system if new brand or type of oil is to be used. Refer to Engine Maintenance Manual for flushing procedure. Flush system if oil is contaminated.
Caution: If an engine is removed due to metal contamination, the propeller, all oil lines and hoses should be flushed, and the oil cooler should be replaced.
Chip detector maintenance: •
Check for metal pickup (continuity check) at every 100 hrs.
•
Check for function of the chip detector’s internal wiring by bridging the 2 poles checking continuity at 600 hrs or 12 months.
RGB oil strainer maintenance: •
PT6A-27/34
Check RGB scavenge strainer for blocked passages and non ferrous metal contamination.
TRAINING USE ONLY
OIL SYSTEM 5.4
OIL PRESSURE REGULATION AND FILTRATION Oil Pressure Pump:
Operation:
•
Oil is fed to the pump inlet by the positive static air pressure in the tank. The oil is then displaced around the pump gears and delivered simultaneously to the PRV and the filter.
•
Sends oil pressure to the bearings, gears, fuel heater and propeller. Gear type pump located in the oil tank and contained in a light alloy housing also supporting the oil filter housing and pressure relief valve.
Pressure Relief Valve: • •
Maintains engine oil pressure within specified limits. Consists of a sleeve, valve, adjusting spacers, spring and spring seat, guide and retaining ring. Accessible through the oil filter housing boss.
Check Valve: • • •
Allows oil filter removal without draining the oil tank. Prevents oil gravity flow in static condition. Spring loaded piston, opens when pump outlet pressure reaches 15 PSI.
Bypass Valve: • •
Pump oil pressure is sensed above the pressure relief valve piston. When oil pressure increases over the limit set by the PRV spring tension, the valve moves in, opening a passage to the tank, thereby limiting the oil pressure. The oil that goes to the filter opens the check valve, exits the cartridge through holes then enters the filter element. Clean oil flows out the filter center, to the cover, back in the inlet case bore and is distributed to the system. The Teflon washer inside the cover loads the filter against the bypass valve. If the filter gets contaminated, a bypass valve is provided to allow oil to flow to the system. The valve senses filtered and unfiltered oil pressure. Should the delta P exceed a preset limit, the valve will move away from the filter and oil will flow through the center of the filter, bypassing the main element. A 40-micron strainer will however still filter the oil.
Allows unfiltered oil to flow through the engine if the filter was blocked. Opens when the pressure drop across the filter reaches 25 PSID. Consists of a piston, a “V” seal, and a spring.
Filter: • • • •
Cleans the oil system by trapping any foreign matter on its outer surface. Cartridge type 15 micron fiber main element. Secondary 40 micron internal strainer element. Filter is marked "THIS SIDE IN", "THIS SIDE OUT" and "NON CLEANABLE", for proper handling of filter.
Note:
Earlier, all steel filters are still in use today. Refer to the Maintenance Manual for cleaning instructions and servicing.
OIL SYSTEM 5.6
SECONDARY AIR SYSTEM General: The secondary air system consists of engine airflow used for other means than producing power.
Maintenance / Inspection: No repair possible at field level •
Of all the air entering the compressor, approximately 25% is used in the combustion process, 65% is used to cool the combustion gasses, 5% is allowed for airframe services and the 5% remaining is used by the secondary air system. Two sources of air used in the air system Air Source P2.5
P3
Use Bleed off from compressor bleed valve. Seal No. 1 bearing labyrinth seal. Cooling of hot section components. Seal No. 2 & No. 3 bearing labyrinths seals. Bleed Valve closing. Fuel Control Unit operation.
Bearing compartment sealing: Prevent oil from leaking outside the bearing cavities. Description: Air pressure is used to keep oil into the bearing cavities. The air seal (labyrinth seal ) consists of two separate parts, one stationary and one rotating with the bearing. One of the two parts is machined with grooves and a small clearance is maintained between the two. Pressure air is allowed to flow between them to create the required sealing.
•
Ensure holes in the number 2 bearing area of gas generator are not blocked (during HSI) Ensure overboard breather line is unobstructed Symptoms of labyrinth seal leakage Oily inlet, bleed valve and compressor. #1 Bearing Oil smell and / or smoke in the cabin. #2 Bearing Rear Oil smell and / or smoke in the cabin. Coked oil around CT Disk and #2 Bearing Area. #2 Bearing Front Possible smoke in exhaust at start and shutdown. Coked oil around PT disk and #3 Bearing area. Oil traces in exhaust pipes. #3 Bearing Possible smoke in exhaust at start and shutdown.
NOTE: Contact a P&WC representative if you notice persisting oil smell in the cabin or suspect any labyrinth seal problems.
Air that flows into bearing compartments are evacuated via the oil scavenges system and discharged overboard through the centrifugal breather impeller located in the accessory gearbox.
SECONDARY AIR SYSTEM 6.2
ENGINE INDICATING SYSTEM
Purpose: • •
Provide the pilot with indications concerning the engine parameters during flight. Provide the required data for engine condition trend monitoring and performance check on the ground.
Description: Different systems are designed into the engine to transmit signals such as torque, propeller speed, interturbine temperature, compressor speed, etc. All these signals are sent electrically to the instrument panel in the cockpit.
Page 7.3 of this chapter shows typical airframe indicating systems: • • • •
Compressor speed. Oil temperature indication. Oil pressure indication. Propeller speed.
Pages 7.4 to 7.10 describe the indicating system built in the PT6: • • •
Inter Turbine Temperature system (T5). Torque Indication System. Chip Detector.
ENGINE INDICATING SYSTEM 7.2
T5 INDICATING SYSTEM Purpose: Provide the pilot with an indication of the engine combustion temperature. That temperature is sampled between the compressor turbine exit and the power turbine vane inlet. Construction: • • • • •
8 individual thermocouples (Chromel-Alumel). 1 positive bus bar (Chromel, small thread terminals). 1 negative bus bar (Alumel, large thread terminals). 1 trim probe. 1 T5 wiring harness with terminal block.
Operation: As heat is sent to the thermocouples, voltage is generated at the tip of each Chromel / Alumel probe. To obtain an average reading, the thermocouples are connected in parallel. T5 is the average temperature at 8 specific locations (thermocouple tips) within the gas path and therefore does not represent the exact average temperature at station 5. The actual T5 is calculated at engine test and is used to determine engine acceptance. Trimming: Uneven heat distribution within the gas path causes individual thermocouples to see different temperatures and generate different voltages.
An external T1 trim probe provides trim compensation, to the T5 signal, to compensate for temperature profile sampling errors. A classed trim probe located at 2 o’clock over the inlet case is connected in parallel with the 8 thermocouples to bias the average temperature reading. This temperature (T5c) is read in the cockpit. The amount of trimming is a function of the trim probe internal resistance. The higher the trim resistance, the lower the down trim (higher T5). The resistance is established at engine test to match the required temperature trim. Because the amount of trim compensation required vary from engine to engine, the trim stick class is specified in the engine test certificate provided with the log book. T5 system tests: Loop (continuity) resistance check: Ensures continuity and proper resistance in the T5 probes, busbars, wires and terminals. Insulation (ground) resistance check: Ensures that neither Alumel nor Chromel contact the casing. Heat response (T5 probe functional) check: Ensures T5 probes response to heat. Test is done when engine is open at "C" flange.
ENGINE INDICATING SYSTEM 7.4
TORQUE SYSTEM
Purpose: Provide a representation of the shaft horsepower produced by the engine by indicating the torque applied to the propeller.
Static air pressure inside the reduction gearbox produces a force on the torquemeter piston and can cause wrong torque reading. For this reason, that same static pressure is sent to the opposite side of the transducer and subtracted from the torque reading.
Description: The torque is a force felt between the driving (power) turbine and the driven propeller. The system is a hydromechanical unit comprising: • • • •
Floating first stage ring gear with helical splines. Piston and seals. Cylinder. Spring loaded oil control valve.
Operation: •
Torque applied to the propeller induces a small rotational and rearward reaction movement of the first stage ring gear. This movement is due to the helical splines on the ring gear. The piston and the control valve are pushed by the ring gear and always follow it.
Engine Model PT6A-21 PT6A-27/28 PT6A-34/34B/34Ag PT6A-114
Maximum Torque 1315 Lb.-Ft (42.5 psig) 1628 Lb.-Ft (53.3 psig) 1970 Lb.-Ft (64.5 psig) 1980 Lb.-Ft (56.2 psig)
Maintenance:
Airframe: • •
Calibrate transducer as per Airframe Maintenance Manual instructions. Replace faulty transducers.
Engine: No maintenance at field level.
ENGINE INDICATING SYSTEM 7.8
TORQUE SYSTEM TROUBLESHOOTING Note: in all cases, ensure the problem is torque related only, if other parameters also appear faulty, such as Np, the problem is possibly propeller control system related. Often, a faulty torque system indication will make all engine parameters read higher or lower than normal. This is easy to understand, as the pilot sets engine power using torque as reference.
SYMPTOMS Lower Tq indication than normal. (engine parameters indicate higher than normal)
Higher Tq indication than normal. (engine parameters indicate lower than normal)
Torque takes longer time than normal to indicate. High Torque indication at idle. Tq indication fluctuations (Tq only)
POSSIBLE CAUSE • • • • • • • • • • • •
Too low main engine oil pressure. Indicating system problem Torque piston is stuck. RGB static line leaking (~2psi) Indicating system problem. Control valve stuck. Piston seals could be worn. Excessive internal oil leakage. Control valve stuck open. Torque pressure tramsmitter. Indicating system problem. RGB static line loose.
CORRECTIVE ACTION • • • • • • • • • • •
Increase oil pressure within limits. Check or calibrate transducer or gage. Return power section to overhaul shop. Check and fix RGB static pressure line. Check or calibrate transducer or gage. Contact your PWC representative. Increase oil pressure within limits. Return power section to overhaul shop. Contact your PWC Representative. Test wiring. Test and/or replace transmitter.
ENGINE INDICATING SYSTEM 7.10
CHIP DETECTOR Purpose:
Operation:
Provide an indication of metal particle contamination of the engine oil system.
When metal particles accumulate on the two magnetic poles and bridge the existing gap, the normally open circuit closes.
Description:
On some installations a light illuminates in the cockpit to indicate the contamination. On other models, visually inspect the chip detector(s) to detect contamination, then perform a continuity check of the chip detector to ensure proper operation. Particles found on the chip detector can be analyzed and identified. Refer to Chapter 71 of the Engine Maintenance Manual.
• • • •
Two magnetic poles. Normally open circuit. Wired to a light in the cockpit. Self closing valve allows chip detector verification without draining the RGB.
Maintenance: • • • • •
Check threads for damage. Check if continuity exist when the two poles are shorted. Check that wires going to cockpit are in good condition. Check area of chip detector underneath O-Ring for wear and cracks. Check for security of terminal pins.
PT6A-27/34
TRAINING USE ONLY
ENGINE INDICATING SYSTEM 7.12
IGNITION SYSTEM (GLOW PLUGS)
Purpose: Provide the heat source to ignite the fuel/air mixture. Description: The glow plugs ignition system consist of an engine mounted current regulator (left-hand side of the accessory gearbox), two high tension cables and two glow plugs. The system is energized only during engine start up. Current regulator box: Comprise two sets of ballast tubes which keep the amount of current constant to the glow plugs over a wide range of input voltages. The electrical circuitry is designed to provide a selection of either glow plug on start (A/F option).
Maintenance / Inspection: • • • • •
• • •
Inspect for carbon build up and clean. Inspect cables for chaffing, replace if necessary. Inspect coil end for fused areas. Refer to Engine Maintenance Manual for limits. Carry out functional test every minor airframe inspection, glow plugs should reach an acceptable orange-yellow color within 8 seconds. Proceed by elimination to find faulty components. Glow ignition components life 'on condition'. Voltage regulator and ballast tubes are replaceable.
Ignition Cables: Two cables carry the electrical energy from the current regulator to the glow plugs. Each cable consists of an insulated electrical lead contained in a flexible metal braiding.
Caution: Should a glow plug be dropped, internal damage possibly not detectable by test can occur. Recommendation is to replace the glow plug.
Glow plugs: Located at 4 and 9 o’clock positions on the gas generator case, the glow plugs are in the form of threaded plugs with a central coil. When the current reaches a certain level, the coil element glow which ignite the fuel mixture.
NOTE 1: When starting an engine with a glow plug system, wait an additional 5 seconds after Ng has stabilized prior to introduce fuel. (this delay will give more time for the plugs to reach full glow).
Current regulator specifications:
NOTE 2: SB1196 introduced the spark ignition system on all new small PT6A's.
• • •
Input voltage: 17-28 VDC. Coil temperature: 1200°c to 1300°c. Output current: 7-8 amp.
SB 1103: B-B = 1230°c.
A-B = 1320°c.
DO NOT use A-A = it’s too hot.
IGNITION 8.2
IGNITION SYSTEM (SPARK IGNITERS) Purpose: Provide the spark to ignite the fuel/air mixture. Description: The spark ignition system consist of an airframe mounted ignition exciter, two high tension cables and two spark igniters. The system is energized only during engine start up.
Exciter box specifications: • • • •
Input voltage: Spark rate 10 VDC: Spark rate 30 VDC: Output voltage:
9-30 VDC. 1 spark/sec. 4 sparks/sec. 8000 volts.
Maintenance / Inspection: Exciter Box: Sealed unit which transfers a DC low voltage input into a high voltage output. When the unit is energized, a capacitor is progressively charged until the energy stored is sufficient to ionize a 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 insulated electrical lead 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 and allow a high energy spark to discharge from the centre electrode.
• • • • •
• • • •
Inspect cables for chafing, replace if necessary. Inspect cooling holes of spark igniters for blockage. Inspect igniter shell and electrode for erosion. Refer to Engine Maintenance Manual for limits. Carry out functional test every minor airframe inspection by disconnecting one ignition cable at the exciter box, switch ignition on and listen for the spark. Proceed by elimination to find faulty components.. Spark ignition components life ’on condition’. Do not clean carbon at plug tip. No thread lubricant is allowed.
Caution: Should a spark igniter be dropped, internal damage possibly not detectable by test can occur. Recommendation is to replace the spark igniter.
Warning: Due to system lethal voltage, wait six minutes (or more) after switching ignition off before handling any ignition components.
IGNITION 8.4
PERFORMANCE CHECK Procedure: Purpose: Permits verification of engine condition over a wide range of ambient temperatures without exceeding torque or T5 limits. The performance check run allows the operator to check T5, Ng and Wf margin. Periodically, the engine is ran and checked against an Airframe supplied performance chart to see what remains of this margin. The interval is at operator’s discretion. Schedule: Performance check should be performed: • • •
After engine installation. Before and after hot section inspection (HSI). At regular interval.
Description: The performance check curves establishes engine parameter limits of an acceptable engine for different atmospheric conditions. The check is performed at a given power (Tq and Np constant) and the values obtained for Ng, T5 and WF are compared to the limits obtained from the curves on the chart.
1. Determine Outside Air Temperature (OAT). 2. Determine Pressure Altitude (Pa) or Barometric Pressure. 3. From appropriate curves, determine: a) Target Torque. b) T5 Limit. c) Ng Limit. d) Fuel Flow (Wf) Limit. 4. Determine parameter limits using tolerance from the Airframe Maintenance Manual applied to the graph values. 5. Start engine and stabilize at idle for 5 min. During check, generator and P3 air supply must be switched off. 6. Increase power until specified propeller speed and target torque is reached. Allow engine and instrumentation to stabilize. 7. Record actual T5, Ng and Wf.
8. Compare recorded values of T5, Ng and Wf to chart parameters. If values deviate from chart limits, troubleshooting action should be undertaken to restore engine performance.
Note: Ensure gauges are properly calibrated.
PERFORMANCE 9.2
ENGINE CONDITION TREND MONITORING (ECTM) Data acquisition: Purpose: ECTM is a maintenance tool which allows the user to monitor the engine performance and: • Permit early detection of engine deterioration. • Help determine source of problems. • Increase dispatch reliability. • Perform repairs at the most economical time. • Do HSI’s on condition.
The accuracy of the ECTM process depends on the quality of the data entered in the computer program. ECTM Data is collected in cruise flight since it is the operating environment where engine performance is most predictable. The data will be valid when the following restrictions are applied:
Description:
•
ECTM is a process involving repetitive recording of engine and aircraft instrument parameters and comparing them to a computer reference model.
•
Under specific ambient conditions, engine parameters such as compressor speed (Ng), interturbine temperature (T5) and fuel flows (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. Once a trend is established by the plotting of these deltas, any deviation would indicate some degree of engine deterioration. Analysis of the trend reveals extent of deviation and possible need for corrective action. Note: Service Information Letter Gen 010 provides generic information in regard to engine trend analysis.
• •
Record data daily, or every 6-flight hours, select the flight with the longest cruise portion that is at a representative altitude and airspeed. Allow the engine to stabilize 3 to 5 minutes without ANY lever movements. The same flight configuration should be repeated (i.e. electrical load, bleed air extraction). Record data within a reasonable time frame.
Data entry and calculation: •
IBM PC with PWC supplied ECTM IV Version 2 program. (ECTM III discontinued)
Plotting and Trend Analysis: Once the deltas are calculated, the computer does the plotting and displays the result on the screen or sends it to a printer. Analysis of the trend reveals extent of deviation and possible need for corrective action.
PERFORMANCE 9.4
ENGINE CONDITION TREND MONITORING (Continued)
PLOTTING Following computation, DELTA Ng, DELTA T5, and DELTA Wf are 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:
Delta T5 •
Net change of 5 to 10°C: Early signal of some deterioration that should be investigated when convenient.
•
Net change of 20 to 25°C: Deterioration becoming more serious. Further running could result in high cost component replacement (Ex: Compressor turbine vane ring, compressor turbine blades, etc). Action should be taken as soon as possible.
•
Net change of 50°C: At this level, whether or not T5 is redlined, deterioration has progressed to a point where serious engine damage is imminent.
Interpretation of Trend Definition of Terms: 1. Base Line: Delta values, for a particular engine with known conditions. Known conditions include a recently completed HSI, inspection of compressors and a compressor wash. New or newly overhauled engines also meet these conditions. 2. Net Change: The change from the base line to a line passing through a delta point at a specific location on the graph. 3. Revision of Base Line: In the event the position of the initial base line is improperly estimated a fault or change in the calibration of instrumentation often causes (this), a revision of the base line values needs to be carried out. 4. 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.
Delta Ng •
Net change of .75 to 1% : Early signal of some deterioration.
•
Net change of 1.5 to 2% : Action should be taken as soon as possible.
NOTE: Courses on ECTM are available, please contact P&WC Customer Training department for the schedule.
PERFORMANCE 9.6
COMPRESSOR SECTION PROBLEMS
SYMPTOMS AT CONSTANT POWER Ng T5 Wf Up Up Up
PROBLEM Restricted inlet screen. Dirty compressor.
Up
Up
Up
Damaged compressor blades.
Up
Up
Up
ACTION REQUIRED • • • •
Bleed Valve stuck open.
Up
Up
Up • •
External P3 air leaks.
Same or Up
Up
Inertial separator in bypass position. Bleed valve closing point out of limit. Bleed Valve stuck closed.
• • •
Compressor stalls. Possible hooting noise. Compressor stalls.
Compressor unbalance.
•
Vibration or humming noise
Up
Up
Up Up
• • • • •
Clean and/or remove obstruction Perform compressor wash / revise schedule Return to an authorized overhaul facility if damage is beyond limit. Ensure P3 is not leaking between bleed valve and gas generator case. Replace bleed valve. Check for external leaks on gas generator. Verify sealing surfaces at next HSI Return separator vanes to normal position. Replace bleed valve if found defective. Replace bleed valve Inspect first stage compressor blades for FOD.
Note: Compressor section problems are always characterized by a higher T5 and Wf. Ng usually goes up.
PT6A-27/34
TRAINING USE ONLY
PERFORMANCE 9.10
ROTOR COMPONENTS – SERVICE LIFE Description:
Accumulated (Abbreviated) Total Cycles =
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 total cycle limit of the hourly limit is reached.
[# of starts +
]
# of flights - # of starts Abbreviated cycle factor
X Flight count factor
Example: Refer to Service Bulletin 1002 Part No. ………………………………………... 3013111 st
(PT6A-27 / 34 1 stage compressor hub. Life = 1900 cycles)
Airworthiness regulations require the operator to log engine hours, engines starts and aircraft flights. It is also the responsibility of the operator to calculate and record these hours and cycles.
Abbreviated Cycle factor ……………………………... 2 No. of Starts ………………………………………… 850 No. of Flights ………………………………….…… 1910 Flight Count Factor ……………………………..…….. 1
Operators having missions which include many touchand-go flights, or a frequency of scheduled in-flights shutdowns (such as used during pilot training) or which include more than 10 flights per hour should submit their mission profiles to Pratt & Whitney Canada for life cycle analysis.
[850 + (1910 – 850)] x 1 2
Rotor components must be retired from service when the “Hour Limit” or “Cycle Limit” is reached, which ever occurs first.
The 1st stage compressor hub has accumulated 1380 cycles.
Component life is calculated using the following formula:
Note: Rotor components must be retired from service when the cycle limit is reached, regardless of the TBO life of the engine.
[850 + 530] x 1 [1380] x 1 = 1380
Accumulated Total Cycles = Number of flights X flight count factor
PERFORMANCE 9.14
FUEL MANAGEMENT
The PT6A is operated by using three cockpit levers:
1. Power lever: The power lever is used for controlling the compressor speed (Ng) and to control the propeller pitch in reverse. The lever is connected to a cam box located on the accessory gearbox. The cam box transmits power lever movement to the fuel control unit (FCU) which controls fuel flow to the engine, therefore Ng. In the forward operation mode, the power lever controls Ng speed only and has no effect on the beta valve. From idle to full reverse position, the power lever increases Ng and also moves the beta valve to change propeller blade angle into reverse pitch. This range of operation is referred to as beta mode. Taxiing the aircraft is accomplished in this mode.
The shut-off position stops fuel flow to the combustion chamber and causes an engine to shut down. From low idle to high idle (optional), the fuel lever rotates the fuel control unit input lever to increase Ng up to a specified value. This value is the minimum compressor speed allowed for flight operation and is also used for cross generator starts.
3. Propeller lever: The propeller lever is connected to the speed lever on the top of the propeller governor (CSU). It is used for two purposes:
2. Fuel lever (condition lever):
Control the propeller speed in the governing mode (cruise)
To start the engine, the condition lever is moved to low idle position when the correct Ng is reached. This allows fuel to the sent to the combustion chamber.
Allows the pilot to feather the propeller on the ground prior to shut down of the engine or during flight, in the event of an in-flight shutdown.
FUEL SYSTEM 10.2
ENGINE FUEL SYSTEM Purpose: Provide the engine with clean fuel at the required pressure and flow to permit control of engine power. The fuel system components control the following features: • • • • • • •
Proper fuel flow at minimum fuel introduction speed (12% Ng and above) Sequencing fuel distribution to the proper nozzles during start Controlling a ground idle speed Providing a strong surge free acceleration Limiting a maximum compressor speed (Ng) Providing a rapid deceleration without extinguishing the combustion Providing fuel shut off and fuel dump after shut down
Components: •
Fuel Pump: Made by Sundstrand or Argo-Tech (TRW), sends fuel flow at high pressure to the FCU
•
Fuel Control Unit: DP-F2 Hydro pneumatic unit made by Allied Signal (Bendix) . Controls the proper fuel burn flow at all power ranges, acceleration and deceleration
•
Flow Divider: (PT6A-21/36/114/135A) Made by Allied Signal (Bendix)
•
Start Flow Control Unit: (PT6A-27/28/34/135) made by Lucas aerospace
•
Fuel Nozzles: Made by Delevan or Parker Hannifin,
•
Fuel Drain Valves (2): They drain residual fluids from the gas generator case
Fuel and additives: Refer to Service Bulletin of specific engine model for complete listing of approved fuel and additives. (SB1244). Use of Aviation Gasoline (AVGAS) is limited to 150 hour per engine between overhaul periods (TBO) Description: Fuel from the aircraft tanks is sent to the fuel heater via airframe boost pumps. Heated fuel then flows to the engine driven fuel pump. High pressure fuel now goes to the FCU via an external hose. The FCU will determine the correct fuel flow for combustion and return he unused fuel to the pump inlet. Metered fuel exiting the FCU flows to the flow divider (PT6A-112/114) or the start flow control (PT6A-27/34) which sequence the fuel distribution between the primary and secondary manifolds. Fuel is then atomized by the 14 nozzles for best combustion characteristics. Inputs required: Primary inputs (to operate the system): • • •
Power lever position (PLA) Ng (compressor speed) P3 (compressor discharge pressure)
FUEL SYSTEM 10.4
FUEL HEATER
Purpose:
Specification:
Heat the fuel to prevent ice crystal formation
Outlet fuel temperature control range is 21 to 32°C. Min oil temp for proper fuel heater operation = 55°C.
Description: Troubleshooting: The fuel heater is a heat exchanger using thermal energy contained in the oil to heat fuel. A thermal element reacts to fuel temperature and moves a sliding valve to control the amount of oil flowing into the heat exchanger.
Internal failures of fuel heater may cause high oil consumption when engine is running. Internal failure may also cause fuel to transfer into the oil tank in static conditions.
Operation: Maintenance / Inspection: Cold fuel from the aircraft boost pump enters the fuel heater and surrounds the thermal element. The thermostatic element contracts and allows oil to travel across the heat exchanger. Heat from the oil transfers to the fuel and fuel temperature starts to rise. At 21°C the thermal element begins to expand and push the sliding valve out. In this position, oil progressively bypasses the fuel heater and fuel temperature begins to stabilize.
Verify for proper operation by touching fuel filter bowl after shutdown. Should be warm but comfortable to touch. Replace unit if internal problems are suspected.
A spring located at the back of the sliding valve returns it back in (heating position) when fuel temperature drops. During operation, the thermal element constantly reacts to adjust fuel outlet temperature.
FUEL SYSTEM 10.6
FUEL PUMP Purpose: Provide clean high pressure fuel to the fuel control unit, that in excess of engine burn fuel flow at all speeds.
Maintenance / Inspection:
Description: Single stage, positive displacement gear type pump. The gears are supported with brass bushings and sealed with carbon face seals.
Outlet filter: 10-micron non-cleanable fiber type filter, protected by a bypass valve (20 PSID), inspect and replace.
Pump Capacity (PT6A-34, typical) Ng Wf Pressure 12% 140 pph 75 psig 101.6% 1180 pph 850 psig Wf at Take Off Power , approx. 470 pph
Inlet filter: 74-micron wire mesh screen, with integral bypass feature opening at 1.5 PSID, inspect and clean.
In situ fuel pump coupling inspection: Inspect fuel pump drain port for traces of corrosion (rust). Also inspect for traces of dark blue stains. If found, replace both the fuel pump and FCU. Refer to the Maintenance Manual for details.
Operation: Fuel coming from the fuel heater enters the pump housing and passes through the inlet filter, then through the pump gears. Fuel is filtered a second time through the outlet filter before being delivered to the fuel control unit via an external flexible hose. The majority of fuel delivered by the fuel pump towards the FCU is returned back to pump inlet via an internal cored bypass passage. CAUTION: Maximum pump running limits without boost pressure = 10 hours. Replace pump if exceeded.
FUEL SYSTEM 10.8
FUEL CONTROL UNIT Hydraulic Section:
High Pressure Relief Valve: The high-pressure relief valve protects the system from overpressure by dumping excess fuel pressure to the pump inlet. It is a springloaded plunger, which set to open at 1000 psid (not adjustable).
Bypass Valve: The bypass valve regulates the pressure differential (delta P) between pump delivery fuel (P1) and metered fuel (P2) across the ports of the metering valve by returning excess fuel (P0) back to the pump inlet. It consists of a steel plunger moving within a ported steel sleeve. Actuated and supported by means of a diaphragm and spring, it maintains a constant delta P (P1 - P2 = 20 psid). Engine acceleration is adjusted by changing the bypass valve spring tension (via the accel adjustment dome). Changing the spring tension modifies the P1-P2 differential. The spring tension varies the pressure difference from: 17 – 18 – 19 – 20 – 21 – 22 – 23 psid.
During acceleration, more fuel is required. To supply that sudden need, less fuel is returned to the pump inlet by the bypass valve. During deceleration, the opposite situation happens. The bypass valve moves by reacting to the fuel pressure variations across the metering valve as it moves. Fuel flow is a function of metering valve position only, as delta P is always kept constant by the bypass valve. A stack of bi-metallic washers is mounted between the bypass valve seat and the adjuster. Depending on the fuel temperature, a different volume of that fuel is required to maintain acceleration constant.
Metering Valve: The fuel flow-metering valve regulates engine burn fuel flow over a wide range of settings. It travels between a minimum and a maximum flow stop. Total travel is .080". It consists of a steel needle moving within a ported steel sleeve. Position is controlled by pneumatic bellows via a torque tube. The metering valve minimum flow setting (90pph) is adjustable (refer MM).
FUEL SYSTEM 10.10
FUEL CONTROL UNIT: Pneumatic Section (Governing Section) FCU pneumatic system: Controls compressor speed (Ng) acceleration, deceleration and steady state at all power settings and altitudes. It governs Ng to a steady state at all power settings and altitudes. It governs Ng to a specific Power Lever Angle (PLA). It governs the hydraulic section. Governor bellows: Initiates acceleration, deceleration and controls Ng steady state. They are moved by modified P3 air pressure, called Px and Py. To increase Ng, Py is increased. To reduce Ng, Py is reduced. Acceleration (evacuated) bellows: They are moved by modified P3 air pressure (Px). They are attached to the FCU housing while the rest of the bellows assembly is allowed to move up and down depending on Px and Py pressure and torque tube spring loading. The acceleration bellows control accel & decel rates in response to Px air variations following changes in Ng. When only atmospheric pressure acts on the acceleration bellows, (engine stopped or starting), the torque tube loads the metering valve to min fuel flow position. Py and Px pressures are generated and controlled by the Ng governor section of the FCU. Governor lever: Controls Py bleed off to actuate the governor bellows.
Ng governor: Controls Ng as a function of PLA. Driven by the accessory gearbox via the fuel pump, the Ng governor flyweights rotate at a speed proportional to compressor speed. The cockpit power lever is linked to the speed-scheduling cam located inside the governor section of the FCU. Movement of the power lever from ground idle to higher power position increases the tension on the spring and closes the governor bleed to prevent Py from venting to atmosphere. The centrifugal governor flyweights apply a force in the opposite direction to re-open the Py bleed. Interconnecting coupling: Plastic-coupling connecting the fuel pump drives to the FCU. It drives the Ng governor. Speed scheduling cam: Connected to the PLA, it moves the cam follower lever. Cam follower lever: Contacted by either the idle screw or the Ng scheduling cam, it applies a spring tension to close the governor lever Py bleed. Torque tube: Transmits the movement of the bellows to the metering valve. The torque tube is torsion loaded towards minimum flow. The bellows are spring loaded towards maximum flow. These tensions will cancel each other; therefore, a very small change in air pressure (2 to 5 psia) is able to move the metering valve to the proper setting. It consists of 2 arms connected together by a coaxial shaft. The inner part of the shaft transmits movements from the bellows to the metering valve and the outer hollow shaft exerts a torsion force.
FUEL SYSTEM 10.12
FUEL CONTROL UNIT OPEARTION Starting: At start, the fuel flow is determined by the pump RPM and minimum position of the metering valve. The compressor is rotated by the starter until a minimum Ng of 12% is obtained for introducing fuel. The pilot’s power lever remains at “Idle” position, and the fuel condition lever is moved to “on” position to start fuel flow. As the engine accelerates towards idle, compressor delivery pressure begins to move the metering valve away from the minimum stop. As Ng approaches idle, the governor spring forces and opens the governor orifice. This creates a Py-Px differential, which causes the metering valve to move to a floating position to maintain the required Ng idle speed. Acceleration: As the power lever is advanced above idle, the speed-scheduling cam is repositioned, moving the cam follower lever to increase the governor spring force. The governor spring then overcomes the flyweights and moves the levers, closing the governor valve. Py increases and causes the governor bellows to compress, moving the metering valve towards an increasing fuel flow position. As Ng and P3 increases, the acceleration bellows progressively compress and move the metering valve to a more open position. Acceleration is then a function of increasing Px (P3). It is completed when the centrifugal force of the flyweights overcomes the spring tension and opens the governor valve.
Governing: Once the acceleration cycle has been completed, any variation in engine speed from the selected speed will be sensed by the governor flyweights and will result in increased or decreased centrifugal force. This change in force will cause the governor valve to either open or close, which will then be reflected by the change in fuel flow necessary to re-establish the proper speed. When the fuel control is governing, the valve will be maintained in regulating or “floating” position. Deceleration: When the power lever is pulled back, the speed scheduling lever is rotated to a lower point on the cam. This reduces the governor spring force and causes the governor valve to open. The resulting drop in Py moves the metering valve in closing direction. As Ng and P3 decreases, the acceleration bellows now expands and progressively move the metering valve to a more closed position until it contacts the minimum flow stop. The engine will continue to decelerate until the governor weight force decreases to balance at the new governing position. Engine shutdown: the engine is stopped by moving the fuel condition lever from “Idle” to “Cutoff”. This equalizes pressure on both sides of the minimum pressuring valve and its spring causes it to close, cutting flow to the flow divider and nozzles. Altitude compensation: The compressor surge (stall) margin reduces as altitude increases. Therefore, the acceleration fuel flow must be reduced at altitude to prevent surging. This is achieved by the acceleration bellows. As Px (P3) s a function of engine speed and air density, its pressure will then react by expanding more, reducing fuel flow during acceleration. The compressor stall margin reduces as altitude increases.
FUEL SYSTEM 10.14
STARTING FLOW CONTROL (PT6A-27, 28, 34, 15AG, 135) Purpose: • • • • •
Provide fuel "on" and "cutoff" functions. Divide the flow between primary and secondary manifolds at start. Dumps fuel from the manifolds after engine shutdown Provide a minimum pressure valve to maintain a sufficient pressure in the system. A telescopic interconnecting rod linking the starting flow control to the FCU provides the High Idle option.
As Ng speed approaches 35%, fuel pressure increases and at 18 21 PSIG, the transfer valve moves to contact a stop and allows fuel to flow in the secondary manifold. At that point, fuel flows through all 14 nozzles. When the fuel condition lever is moved to "off" position, the piston is moved forward (rightward on the view) by the input lever. The piston now blocks fuel from flowing, at its end. Fuel from the manifolds is then routed to the piston, and sent outboard to a dump port. This allows fuel to drain by gravity into a collector can. This prevents deposit formation in the manifolds and fuel nozzles. Inlet fuel pressure is also routed to the backside of the minimum pressurizing valve, this will cause the fuel pressures to equalize on both sides and the valve will close. This valve assists the piston to achieve fuel cutoff during engine shutdown.
Construction: Minimum pressurizing valve: Spring loaded plunger, opens at 75 80 PSID. Maintains a sufficient pressure in the system. The valve also assists the sliding piston during engine shutdown. Sliding piston: A geared plunger actuated by the input lever via a rack and pinion arrangement. Provides a positive mean of stopping fuel flow to the engine. Routes fuel to a dump port in "cutoff" position. Transfer valve: Spring loaded plunger which opens at a fuel pressure of 18 - 21 PSIG allowing fuel to flow through secondary manifold. Operation: When the cockpit fuel lever is moved to the "fuel on" position, the sliding piston is moved rearwards by the input lever via a rack and pinion arrangement. As the piston moves, a passage that supplied inlet fuel pressure to the back of the min pressure valve will close. The min pressure valve then opens and fuel will flow through the piston’s center and exit via the primary fuel outlet.
Maintenance / Inspection: • • •
Inspect for cracks and leaks Confirm positive fuel cut off when fitting a replacement unit and every time a replacement engine is fitted Replace unit if defective TROUBLESHOOTING Observed Problem
Possible Cause
Engine is slow to accelerate or limited in power range.
Secondary valve stuck closed.
Hotter start temperature.
Secondary valve stuck open. Min pressuring valve stuck open.
Controls without high idle: Cut Off> 0° Run> 72°c Controls with High Idle: Cut Off> 0° Run (Idle)> 45° High Idle> 90°
FUEL SYSTEM 10.16
FLOW DIVIDER AND DUMP VALVE: PT6A-10, A-11, A-21 A-110, A-112, A-114, A-114A, A-135A
Purpose: Divide the fuel flow between primary and secondary fuel manifolds at startup. Dumps fuel from the manifolds when the engine is shutdown. Description: Two concentric valves spring loaded to the closed position, operated by fuel pressure.
Primary fuel position: Primary valve opens at fuel pressure of 9 - 13 psid allowing fuel to flow through primary manifold only. Secondary flow position: Secondary valve opens at fuel pressure of 17 - 22 psid allowing fuel to flow through secondary manifold. Dump position: Primary and secondary springs close the valves, allowing fuel to dump overboard.
Operation: When the condition lever is moved to "on" position, fuel enters the flow divider and pushes against the spring loaded primary valve piston (9 to 13 PSIG), and allows fuel to flow in the primary manifold only, to provide optimum fuel atomization and lightup characteristics. As Ng speed approaches 35%, fuel pressure increases (17 to 22 PSIG) and the secondary valve also moves against its stop. Fuel will then flow through all 14 nozzles.
Maintenance / Inspection: • •
•
Inspect for cracks and leaks Confirm positive fuel cut off when fitting a replacement unit and every time a replacement engine is fitted Replace unit if defective TROUBLESHOOTING Observed Problem
When the fuel condition lever is moved to "off" position, fuel pressure ends and the two springs push the primary and the secondary valves toward the closed position, allowing fuel to drain by gravity into a collector can. This prevents deposit formation in the manifolds and fuel nozzles.
PT6A-27/34
Possible cause
Engine is slow to accelerate or limited in power range.
Secondary valve stuck closed.
Hotter start temperature
Secondary valve stuck open
Hung start
Primary valve partly stuck
White smoke on shut down from exhaust duct
Verify for proper operation of flow divider and dump / purge valve.
TRAINING USE ONLY
FUEL SYSTEM 10.18
FUEL NOZZLES Purpose: Deliver and atomize metered fuel into the combustion chamber. The type of fuel nozzles currently used on the PT6A is single orifice type. Construction: • • • •
14 fuel nozzle adapters, 10 primary, 4 secondary (Some engines have 7p - 7s configuration). 14 sheaths. 28 transfer tubes. 14 fuel nozzle tips consisting of: A swirler, a spring, a strainer, a retaining ring and a plate.
Operation: During operation, the 14 fuel nozzles receive fuel from the flow divider (or the start flow control) and deliver it to the combustion chamber.
Maintenance: Regular fuel nozzle maintenance is important for hot section durability. It cannot be over emphasized. Testing: Ensures the combustion chamber receives properly atomized and non-streaking fuel. Test fuel nozzles as per maintenance manual every 200 hours (for new operators) up to 400 hours (for experienced operators). The nozzles are tested for operating defects like leakage, spitting, drooling or streakiness. Cleaning: Ultrasonically clean in carbon remover solvent. (Flush with hot water) "In Situ" fuel nozzle cleaning: •
On start, fuel flows through the ten 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.
In situ nozzle wash is a method, which permits cleaning of fuel nozzles without having to remove them from the engine. Clean every 200 hours. A special rig and cleaning solution must be used. Refer to the Maintenance Manual
•
At a specific Ng, the secondary manifold receives fuel and the secondary fuel nozzles will spray. At this point, all the 14 nozzles will deliver fuel.
For new operators or if the fuel quality is questionable, inspect and test fuel nozzles every 400 hours initially, with extensions of 200 hours, based on inspection results.
•
For other operators, inspect and test fuel nozzles every 600 hours initially, with extensions of 200 hours, based on inspection results. Note: It is recommended that this method of cleaning should only be initiated on new or newly overhauled nozzles, as the procedure will not clear previous blockages.
FUEL SYSTEM 10.20
FUEL CONTROL UNIT MANUAL OVERRIDE
Purpose: Found on some single engine PT6A powered aircraft, it is integral with the FCU. Allows the pilot to directly control the FCU pneumatic system, in the event of a pneumatic failure.
Description: In the event of a P3/Py air loss or FCU pneumatic section malfunction, the pilot can manually control the bellows to simulate P3 air pressure. A special lever is provided in the cockpit to that effect.
Test: • • •
Start engine and let it warm up. Power lever and condition lever at IDLE position. Slowly advance override control lever toward Max until target performance parameter is attained.
Note: 1. Aircraft control linkage must allow the override lever stop to travel from OFF to MAX
Operation: Movement of the manual override lever in the cockpit will rotate the manual override control lever on the FCU. This will act directly on top of the governor bellows. The rate of acceleration is established by the speed at which the pilot moves the lever. Any abrupt setting changes can cause compressor stalls or overheating the engine.
2. No adjustments are permitted.
FUEL SYSTEM 10.22
FCU ADJUSTMENTS 3. Maximum Ng: (101.5%)
1. Ground Idle: (Speed adjustment)
a) Deploy the Part Power Trim Stop. * b) Start engine and bring power lever against the trim
a) Start engine and stabilize at ground idle. b) Ensure speed is: 52.5% Ng •
Note: Idle speed can only be checked or adjusted at Pressure Altitudes below 3500 ft (25.2"Hg). Above 3500 feet the FCU ground idle is limited by the min flow adjustment (i.e. ground idle screw has no effect on Wf).
2. High Idle (PT6A-27, 28, 34, 15Ag): (Make adj. per MM) a) Start engine and stabilize at ground idle. b) Push condition lever to "Hi Idle" c) Ensure Ng is 70% •
stop c) Record actual Ng speed and ensure it is within limits: (PT6A-34 = 97.1%).
If adjustment is required, stop engine, turn min governing screw CW to increase Ng, CCW to decrease Ng (1/16 turn approx. 2% Ng).
If adjustment is required:
a) Stop engine. b) Set condition lever to RUN (low idle, 72°). c) With the FCU lever at "Pickup Point", ensure there is a minimum gap of .030" at lower end of telescoping rod, when the starting flow control lever is at 72°. With the rod adjusted as above, movement of the start control lever from 72° to 90o will give approx. 70% Ng. Final adjustments are made with the starting flow control max stop.
•
If adjustment is required, turn max Ng stop screw CCW to increase and CW to decrease Ng speed (1 turn approx. 1% Ng).
•
Stow trim stop after check and adjustments are completed.
Part Power Trim Stop: Retractable spacer that allows to adjust max Ng without exceeding max torque on a cold day, or max T5 on a hot day.
WARNING: All adjustments are done with the engine not running.
NOTE: All values are for reference only. Always refer to the appropriate Maintenance Manual for proper settings.
Note: Most installations use the 72° position for their rigging, however, for installations using the 45° RUN position, movement of the lever from 45° to 90° will give a mch higher flight idle Ng. This can be corrected by increasing the rod end gap. PT6A-27/34
TRAINING USE ONLY
FUEL SYSTEM 10.24
FCU ADJUSTMENTS (continued) 4. Acceleration: a) Start engine and stabilize at idle and let it warm up. b) Increase power from idle to 64% with power lever. c) Perform slam acceleration from 64% to 97.5% Ng. d) Ensure acceleration is within 2.5 to 4.0 seconds. •
6. Minimum fuel flow: a) Disconnect Py tube from FCU or Nf governor. b) Start engine, stabilize for 3 minutes. No bleed extraction or auxiliary power extraction. c) Record actual Ng, pressure altitude and OAT. d) Compare with chart in maintenance manual to ensure Ng is within the limits.
If adjustment is required, turn accel dome CW to decrease accel time (quicker accel) or CCW to increase accel time (slower accel).
Note:
•
One click changes accel time by 0.2 to 0.3 seconds (approx.).
•
Range of adjustments = Plus or Minus three clicks from neutral.
1. No bleed or power extraction during test. If adjustment is required, turn min flow screw CW to increase minimum flow Ng speed and CCW to decrease.
5. High Idle: (PT6A-21, 36, 112, 114, 114A, 135A): a) Start engine and stabilize at ground idle. b) Push condition lever to "Hi Idle" c) Ensure Ng is 70% •
If adjustment is required, turn flight idle adjustment stop screw CW to increase and CCW to decrease.
2. Due to the sensitivity of the min flow adjustment, turn the screw with 1/16 of a turn at a time. Ng at min fuel flow, 15° c (PT6A-34) P. ALT Hg % 0’ 46.7 3000’ 50.7 4250’ 52.6 6000’ 55.2 9000’ 60.0 Ground Idle = 52.6% Ng NOTE: All values are for reference only. Always refer to the appropriate Maintenance Manual for proper settings.
FUEL SYSTEM 10.26
PROPELLER SYSTEM Purpose
Description
Change the power produced by the engine into thrust in order to propel the aircraft through the air.
The propeller consists of a hollow spider hub that supports the blades and also houses an internal oil pilot tube and a feather return spring.
Description The propellers used on small PT6A engines vary from three or four bladed propellers made of metal or composite materials.
Centrifugal counterweights on each blade cuff and the feathering spring in the servo piston load the propeller blade angle toward feather position. In opposition, oil from the propeller governor, tends to drive the propeller in the fine pitch or low blade angle position.
The propeller system used on all PT6A is of the variable pitch, single acting type. A propeller governor adjusts the blade angle automatically to maintain the propeller speed as selected by the pilot.
Operation
When more power is applied, the angle of attack of the blade is increased automatically to allow the propeller to absorb the additional energy without increase in propeller speed.
Oil from the governor is fed into the propeller shaft and to the servo piston via the oil transfer sleeve mounted on the propeller shaft. As oil pressure increases, the servo piston is pushed forward and the feather return spring is compressed. Servo piston movement is transmitted to the propeller blade collars via a system of levers. When oil pressure is decreased, the return spring forces the oil out of the servo piston and changes the blade pitch to a coarser position. An increase in oil pressure, controlled by the propeller governor, drives the blade towards a finer pitch.
PROPELLER SYSTEM 11.2
GOVERNING MODE Description The governing mode corresponds to a range of operations where engine power is sufficient to maintain the selected propeller speed by varying the blade angle (pitch). The propeller speed (governing range) is selected by the pilot and is between 75% and 100% Np. The system is governing when (on speed) • • •
Indicated propeller speed matches selected propeller speed. Change in Ng speed causes no change in propeller speed (changes in Tq only). Moving the propeller lever results in a change in propeller speed.
MAIN COMPONENTS FUNCTIONS Pressure Relief Valve: Returns oil to the governor pump inlet when maximum pressure is reached. (380 PSID approx.) Pump Gears: Supply a flow of oil at a pressure necessary to control the propeller pitch. Flyweights: Sense the speed of the propeller and act against variable spring pressure to move the pilot valve up or down.
Speeder Spring: Opposes a mechanical force against the centrifugal force of the flyweights and determines propeller speed at which the flyweights will be "on speed". The pilot controls spring tension through the propeller lever. Operation: Oil from the engine main oil pump is supplied to the governor. A set of gear pumps, mounted at the base of the governor, increases the flow of oil going to the propeller governor relief valve. When the oil pressure reaches the desired level, the relief valve opens to maintain the pressure. Through internal passages, the oil is routed to the pilot valve and then to the propeller transfer sleeve. The flyweights and the pump gears are driven by a bevel gear arrangement mounted on the propeller shaft. Once the speed selected by the pilot is reached, the flyweight’s centrifugal force equals the spring tension of the speeder spring. The governor flyweights are then on speed. When more power is applied to the engine, the flyweights turns faster and go into an overspeed condition, causing the pilot 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 underspeed of the flyweights, downward movement of the pilot valve, more oil in propeller dome, resulting in a finer pitch to control propeller speed.
Pilot Valve: Moves up or down to control the oil pressure going to the propeller dome. PROPELLER SYSTEM 11.4
FORWARD BETA MODE Beta Valve: Prevents the blade angle from going below the specified Primary Blade Angle (PBA) in flight and allows the pilot to manually control the blade angle on the ground for taxiing and reverse operation. Beta Mode: Corresponds to a range of operation where the blade angle is between PBA and reverse. Control of the propeller pitch is a direct function of the position of the beta valve. Primary Blade Angle (PBA): Minimum blade angle allowed for flight operation for the aircraft. The System Is In Beta Mode When: (Underspeed) • • •
Propeller speed indicated is below propeller speed selected Ng speed change causes propeller speed change Propeller lever movement does not change propeller speed
The Beta Valve Is Operated By Two Means: •
•
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. Power lever: Movement of the power lever in the beta range causes the reversing cam to actuate the beta valve, thus causing the blade angle to change.
Operation: At low power operation, with the propeller lever at max RPM, the propeller does not turn fast enough to satisfy the demand. In this condition, the pilot valve moves down and high-pressure oil goes to the propeller dome, moving the blades towards a fine pitch. When the preset PBA is reached, the servo piston, 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. Forward movement of the beta valve causes servo pressure to drop, which prevents any further blade angle change. At this point, blade angle control is no longer a function of the propeller governor, the beta system is now in control. In flight, the beta valve maintains a constant oil volume in the propeller dome to ensure blade angle remains at PBA. On the ground, the pilot is able, with the power lever, to actuate the beta valve and change the blade angle as desired for taxiing and reverse operation. Lock pitch solenoid valve: Optional device, bolted to the prop governor, serves as a backup to the beta valve. Consist of a solenoid (energized by the airframe 28V), an oil cutoff plunger, and a slip ring position sensor. If the blade angle goes below PBA in flight, the sensor (microswitch or another carbon block) will close the 28V circuit to the solenoid. The plunger will then block the oil flow to the prop servo dome, therefore locking the blade angle at a value slightly lower than the PBA (ref Airframe manual). To permit reverse thrust after landing, it is deactivated by a squat switch, or by a microswitch in the power lever quadrant. (Squat switch is located within the landing gear).
PROPELLER SYSTEM 11.6
REVERSE BETA MODE
Purpose:
Operation:
Allow the pilot to control the propeller blade angle in reverse.
Moving the power lever rearwards causes the reversing cam and cable to move the beta valve rearward, allowing more oil to flow into the propeller dome, causing the blades to go to reverse pitch.
Description: Reverse operation is obtained by moving the power lever below the Idle detent, into the reverse range. The reversing cam pulls on the reversing cable to move the beta valve inwards, allowing more oil to flow into the propeller dome and send the propeller blades in reverse pitch.
The reset arm on the Nf governor is also moved rearward by the reversing cable while the blade angle is moving toward reverse. This causes the reset lever and reset post to move down. As Np increases in reverse operation, the governor flyweights begin to move outwards. Before the flyweights reach the on-speed position, the speeder spring cup pushes the reset lever, which pivots and allows Py to bleed into the propeller governor. This will limit Ng to control Np to a preset level. Propeller speed control in reverse is controlled differently depending on Airframe installation. Some installations limit Ng with the max reverse stop on the FCU. Other installations use the Nf governor in reverse as described above.
PROPELLER SYSTEM 11.8
PRIMARY BLADE ANGLE (PBA) CHECK Purpose
If:
•
•
Indicated torque is lower than target → PBA is too fine.
•
Indicated torque is higher than target → PBA is too coarse.
•
To ensure that the minimum allowed blade angle for flight is within specified limits and safe for low power operation. To ensure that, on twin applications, both engines propel the aircraft with the same force at low power operation (PBA).
Procedure 1. Record OAT. 2. Record field barometric pressure or pressure altitude
(Refer to the Airframe Maintenance Manual). 3. Start engine. 4. Allow oil to warm up to operating temperature and
perform two feathering cycles.
Adjust beta nuts as per Airframe Manual to rectify: • • •
Move beta nuts forward for a finer PBA Move beta nuts rearward for a coarser PBA. Therefore Tq rises. Adjust nuts one flat at a time (60° per flat)
Ex. Hartzel Propeller > 35 ft. lbs. per flat. Note (1): Some airframe 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.
5. Set propeller lever at maximum position. 6. Increase power until target Np is reached. Target Np
speed is always less than selected speed to ensure the beta valve is controlling.
Note (2): Never move the beta valve out (forward), as this will restrict the oil flow to the propeller.
7. Stabilize engine and record torque. 8. Compare indicated torque with torque given by chart
in Airframe Maintenance Manual. Note: Ensure gauges are properly calibrated.
PROPELLER SYSTEM 11.10
PROPELLER FEATHERING
Purpose:
Maintenance / Inspection:
Minimize drag in flight in the event of an engine shutdown.
Check feathering operation as per Airframe Maintenance Manual instruction.
Description: Retarding the propeller lever to the feather position causes the Propeller Governor to dump propeller servo oil into the reduction gearbox sump. The pressure loss in the propeller hub causes the feathering spring and the propeller counterweights to quickly bring the propeller to feather.
Caution: Gearboxes are often overtorqued selecting feather at high power setting.
when
.
PROPELLER SYSTEM 11.12
PROPELLER OVERSPEED PROTECTION Purpose: To provide protection against propeller and power turbine overspeeds. There are two propellers overspeed systems on the reduction gearbox: 1. Overspeed governor (hydraulic) 2. Nf governor (pneumatic) 1. OVERSPEED GOVERNOR Limits the propeller overspeed to 104% by hydraulically adjusting the blade angle. Description: The propeller overspeed governor has flyweights connected to a pilot valve. The prop shaft drives the flyweights. Two solenoid valves are mounted on the unit, one for testing purposes and the other one to feather the propeller in the autofeather mode. A speed reset solenoid valve allows for verification of the unit at speeds below maximum. On twin installation, a second solenoid valve is mounted on the overspeed governor and is used in conjunction with the aircraft autofeather system. The system is switched on (armed) for take off and in the event of a loss of power will energize the solenoid valve to dump propeller servo oil into the reduction gearbox sump. The feathering spring and propeller counterweight move the blade quickly to feather.
2. Nf GOVERNOR Purpose: In forward propeller operation: Provide a back up to the propeller overspeed governor. It will limit Np to approx. 10% above selected speed. In reverse propeller operation: Limit propeller speed to a value below the selected propeller speed to ensure propeller pitch remains in reverse. It will limit Np to approx. 5% below selected speed. Description: The Nf governor consists of a Py bleed, a reset post, a reset arm and a reset lever. Operation: In the event of a propeller overspeed not controlled by the propeller overspeed governor, the flyweights in the propeller governor will move outwards until the speeder spring seat contacts the reset lever. The movement of the reset lever around its pivot opens the Py air passage to bleed into the reduction gearbox, limiting the fuel supply to the engine. This will prevent the propeller from accelerating beyond the preset limit. Maintenance / Inspection:
Maintenance / Test: • •
With the reset solenoid energized, verify the speed at which the overspeed governor reacts (propeller speed stops increasing). Turn the speed adjusting screw to increase or decrease speed as required.(If permitted by the Airframe Manufacturer).
• •
Adjust speed limit in reverse using the minimum governing adjustment screw. Overspeed limit adjustment in forward propeller operation is not permitted.
PROPELLER SYSTEM 11.14
PROPELLER GOVERNOR ADJUSTMENT Maximum propeller speed (Np): (2200 or 1900 RPM)
Reset arm rigging:
• • • • •
•
•
Set propeller lever at maximum position in the cockpit. Ensure lever contacts maximum Np stop screws. Start engine . Allow oil to heat up and do two feathering cycles. Increase power. Ensure Np stabilizes at quoted speed. Adjust screw counterclockwise to increase maximum Np, clockwise to decrease.
Ensure the arm always contacts its forward stop.
Beta valve rigging: •
Adjust the barrel so that the beta valve slot face is flush with the beta valve cap nut.
Maximum propeller reverse speed: • • • •
•
Set propeller lever at maximum Np position. Disconnect reset arm from interconnect rod and tie rearwards to the lifting bracket. Start engine, increase power until Np stabilizes (95 ±1%). Check that Np stabilizes within specified limits. Adjust underspeed eccentric screw if required.
Propeller governor Py leak check: • • • • •
• •
•
Disconnect Py line from prop governor. Cap Py line at governor. Start engine and set power lever at ground idle. Advance PLA sufficiently to bring Np at max speed. (governing). Mark position on pedestal. Stop engine. Reconnect Py line. Start engine and move PLA to previous Mark. Verify Ng has not dropped more than 100 rpm. Replace propeller governor if necessary.
PROPELLER SYSTEM 11.16
BASIC ENGINE RIGGING
Description: 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. Pre-rigging verification: • • •
•
Ensure that cockpit levers and cables operate freely and do not bind before making the connections to the engine. Ensure that the engine reversing cable is not damaged and operates freely when disconnected from the beta lever. Remove the rod end clevis at both ends of the reversing cable and inspect condition of wire rope and attachment parts. Reinstall clevis and ensure lock wire cannot be inserted through safety holes at both ends (refer to the engine maintenance manual). Verify that the propeller-reversing lever is connected to the beta valve and make sure the carbon block is in good condition.
You are now ready to rig the engine.
MAINTENANCE PRACTICES 12.16
REAR LINKAGE 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.
•
Ensure the cambox-input lever is installed at the required angle from engine centerline. (Refer to airframe manual)
•
Cycle the cockpit power lever between maximum forward and reverse position and ensure the power lever cable terminal travel exceeds the required input lever displacement. Move the airframe power lever cable on the airframe-supporting bracket to suit.
•
Connect the airframe power lever cable to the cambox-input lever at the "track point". This point should correspond to the PLA idle detent in the cockpit. The track point is defined as the position of the cambox input lever when the reverse cam moves back 1/32 inch (apply light forward force on reverse cam while measuring). Make sure this dimension is the same on both engines.
•
With the FCU interconnecting rod removed and the fuel lever in the cut off position, move the FCU control arm clockwise until the "pick up point" (spring tension is felt) the angle between engine center line and the control arm should be 22.5° below centerline. Adjust with the serrated washer.
•
Move the FCU control arm 1/8 inch away from the pick up point and connect the FCU control rod to the specified holes (airframe manual). (The length of the rod for this position is specified in the airframe manual for reference purposes). Measure dimension “X” and ensure it is the same on both engines.
•
Move the power lever through the full range. Ensure that the lever is not binding and that the maximum stop on the FCU is contacted. The cam follower pin should not bottom out at either end of the reverse cam slot.
•
Adjust the dead band screw as per airframe maintenance manual instructions.
MAINTENANCE PRACTICES 12.18
FRONT LINKAGE RIGGING •
Make sure that the reverse cable is not connected at the cambox.
•
Move the cockpit power lever between idle and maximum power.
•
With the CSU interconnect rod in place, pull forward on the beta lever and adjust the front clevis so that the beta valve clevis slot face is flush with the beta valve nut.
•
Connect the reverse cable rear clevis to the reverse cam required hole. Adjust the clevis so that the cable is in light compression (pushed forward) when the clevis pin is installed.
•
Cycle the cockpit power lever from idle to maximum to confirm smooth motion. Adjust the reverse cable preload at the rear clevis connection if excessive friction is observed.
MAINTENANCE PRACTICES 12.20
FUEL LEVER RIGGING
PROPELLER SPEED LEVER RIGGING
Rig as per airframe manual instructions then:
Rig as per airframe manual instructions then:
•
Ensure that there is a positive contact with the cut off stop, and that the condition lever moves freely through the entire range.
•
Connect the propeller speed cable to the speed control lever on the CSU.
•
•
Ensure high idle stop is contacted when fuel lever is moved to high idle position.
Move cockpit propeller lever to the maximum Np position and make sure that the skirt contacts the CSU maximum Np stop screw.
•
Prior to starting the engine, disconnect the fuel line coming out of the flow divider.
•
•
Perform a wet motoring run to confirm Positive fuel cut off
Move the propeller lever to feather and check that the feather stop screw is contacted. If the engine is fitted with a feathering valve, check that valve depresses as specified in the airframe maintenance manual.
•
Ensure the propeller feathers when the cockpit propeller lever is halfway through the feather detent.
•
Ensure cut-off happens when the fuel lever position is halfway through the cut off detent.
•
Check low and high idle as per aircraft maintenance manual.
MAINTENANCE PRACTICES 12.22
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1003R24
BULLETIN INDEX LOCATOR TURBOPROP ENGINE OPERATING TIME BETWEEN OVERHAULS AND HOT SECTION INSPECTION FREQUENCY MODEL APPLICATION PT6A-6, -6A, -6B, -6/C20, -20, -20A, -20B, -21, -25, -25A, -25C, -27, -28, -34B, -114, -114A, -116, -135, -135A Compliance: Summary:
Refer to Para. 1.E. in the Service Bulletin
This service bulletin provides a recommended basic operating time between overhauls and specifies a recommended initial hot section inspection frequency.
Dec 01/73 Revision No. 24: Nov 24/98
PT6A-72-1003 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec, Canada J4G 1A1 Tél. 450-677-9411
24 November 1998 P&WC S.B. No. 1003R24 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1003, Rev. No. 24, dated Nov 24/98 (P&WC S.B. No. 1003R24) OPERATING TIME BETWEEN OVERHAULS AND HOT SECTION INSPECTION FREQUENCY
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Para.3.A.(10)., Time Between Overhaul Recommendations, new paragraph added for Embraer EMB-312 installations.Existing Para. 3.A. (10).,Time Between Overhaul Recommendations, is renumbered to Para. 3.A. (11) and revised to delete PT6A-135A engine model.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Dec 01/73 Revision No. 1: May 01/74 Revision No. 2: Jun 28/74 Revision No. 3: Jul 17/75 Revision No. 4: Oct 22/75 Revision No. 5: Jun 22/76 Revision No. 6: Oct 26/77 Revision No. 7: May 07/79 Revision No. 8: Aug 16/79 Revision No. 9: Oct 06/80
Revision Revision Revision Revision Revision Revision Revision Revision Revision Revision
No. 10: Jan 27/81 No. 11: Mar 10/81 No. 12: Jun 05/81 No. 13: Aug 25/82 No. 14: Apr 27/83 No. 15: Jul 12/84 No. 16: Jan 29/85 No. 17: May 11/89 No. 18: Jul 13/90 No. 19: Sep 14/94
Revision Revision Revision Revision Revision
No. 20: Nov 06/95 No. 21: May 07/96 No. 22: Dec 11/97 No. 23: Apr 06/98 No. 24: Nov 24/98
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1003R24 TURBOPROP ENGINE OPERATING TIME BETWEEN OVERHAULS AND HOT SECTION INSPECTION FREQUENCY
1.
Planning Information A.
Effectivity All PT6A-6, -6A, -6B, -6/C20, -20, -20A, -20B, -21, -25, -25A, -25C, -27, -28, -34B, -114, -114A, -116, -135, -135A Engines
B.
Concurrent Requirements None.
C.
Reason To provide a recommended basic operating time between overhauls and to specify a recommended initial hot section inspection frequency.
D.
E.
Description (1)
Time Between Overhaul (TBO) recommendations take into consideration the average effect of the many variables affecting overhaul life, such as average flight duration, percentage of time at any given power level, climatic conditions and environment, maintenance practices, utilization and engine modification standards.
(2)
Under extreme conditions of very low utilization, coupled with continuous operation in salt water atmosphere or heavy sand or dust environment, periodic inspections in accordance with the applicable maintenance instructions may indicate maintenance action prior to the recommended overhaul life.
Compliance The inspection intervals and overhaul periods provided in this bulletin are the manufacturer’s recommendations. Airworthiness authorities normally require operators to follow these recommendations unless alternative arrangements have been made between the operator and the manufacturer, and approved by the operator’s airworthiness authority.
F.
Approval Transport Canada has reviewed and approved the technical contents of this Service Bulletin. NOTE:
The service life values quoted herein are determined by the limiting values stated on the Pratt & Whitney Canada drawings which form part of the Department of Transport Aircraft Engine Type Approval for the applicable engine model. These limiting values are based on the use of P&WC parts installed on/in the engine. Use of other than P&WC supplied components may reduce the life limits.
P&WC No. N/A Dec 01/73 Revision No. 24: Nov 24/98
© 1973 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1003 Page 1 of 5
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1003R24 TURBOPROP ENGINE OPERATING TIME BETWEEN OVERHAULS AND HOT SECTION INSPECTION FREQUENCY
1.
Planning Information (Cont’d) G. Weight and Balance None. H.
Electrical Load Data Not changed.
I.
Software Accomplishment Summary Not applicable.
J.
References Applicable PT6A Technical Manuals Engine Condition Trend Monitoring Analytical Guide Manual 3043607 P&WC S.B. No. 1002, 1303, 1403, 1404, 1505 and 1510
K.
Publications Affected Applicable PT6A Technical Manuals
L.
Interchangeability and Intermixability of Parts Not changed.
2.
Material Information A.
Industry Support Information Not applicable.
B.
Material - Cost and Availability Not applicable.
C.
Manpower Not applicable.
D.
Material Necessary for Each Engine Not applicable.
E.
Reidentified Parts None.
Dec 01/73 Revision No. 24: Nov 24/98
PT6A-72-1003 Page 2 of 5
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1003R24 TURBOPROP ENGINE OPERATING TIME BETWEEN OVERHAULS AND HOT SECTION INSPECTION FREQUENCY
2.
Material Information (Cont’d) F.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
Time Between Overhaul (TBO) Recommendations: (1)
Rotor component life limitations outlined in the latest revision of P&WC S.B. No.1002 override TBO considerations.
(2)
All PT6A-6, -6A, -6B, -6/C20, -20, -20A, -20B, -21, -27, -28, -34B, -114, -114A, -116, -135, -135A may be operated to a TBO of 3500 hours. The basic TBO of 3500 hours may be escalated in increments not exceeding 500 hours on a sampling basis, and following one satisfactory exhibit at each level. (a) Example: An operator having the basic 3500 hour TBO will have one engine time expired, inspected and overhauled at that level, at the same time requesting a TBO evaluation report from the overhaul facility. If the engine proves to be in a satisfactory condition, P&WC will consider recommending a fleet extension to 4000 hours. NOTE:
All TBO extension recommendations are subject to the approval of the operators local regulatory authority.
(b) Operators desiring TBO extension should submit a formal request in writing together with details of sample engine numbers and the TBO evaluation report to: Pratt & Whitney Canada Inc. 1000 Marie-Victorin Blvd. Longueuil, Quebec Canada J4G 1A1 Attention: Manager PT6A Technical Support Programs & Reliability (3)
Operators who have obtained TBO extension on one engine model covered by this service bulletin and who later acquire other engine models also covered by this service bulletin, with the exception of PT6A-25, -25A and -25C may apply this extension to the newly acquired models. (a) Example: An operator having PT6A-20 engines obtains a TBO of 4500 hours by adherence to this bulletin purchases aircraft equipped with PT6A-27 engines. The PT6A-27 engines may now be operated to a TBO of 4500 hours.
Dec 01/73 Revision No. 24: Nov 24/98
PT6A-72-1003 Page 3 of 5
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1003R24 TURBOPROP ENGINE OPERATING TIME BETWEEN OVERHAULS AND HOT SECTION INSPECTION FREQUENCY
3.
Accomplishment Instructions (Cont’d) (4)
All PT6A-25, -25A, -25C engines may be operated to a basic TBO of 3000 hours. The basic TBO of 3000 hours may be escalated in increments not exceeding 500 hours on a sampling basis, and following one satisfactory exhibit at each level.
(5)
Basic engine accessories as defined in the applicable Illustrated Parts Catalogs may be operated to the engine/module TBO plus 500 hours. Where accessories are removed for shop repair and subsequently reinstalled, operating time since new or overhaul must be recorded on the repair tag.
(6)
For engines engaged in crop dusting and other chemical applications, refer to P&WC S.B. No.1303 as applicable to the appropriate ‘‘AG’’ model.
(7)
P&WC Pre-S.B. No.1404: First-stage reduction planet gear bearings must be replaced at each and every overhaul, or 8000 hours, whichever occurs first. P&WC Post -S.B. No.1404: First-stage reduction planet gear bearings must be inspected at each and every overhaul. Replace only if damage exceeds overhaul manual limits.
(8)
Compressor turbine disk and compressor turbine blade set must each be submitted to an overhaul type inspection. Such inspection must include Non Destructive Testing (NDT) inspection and stretch measurement in accordance with overhaul manual instructions at the following intervals: (a) Compressor turbine disk with full set of zero time blades installed at last shop visit, inspect within 5000 hours. (b) Compressor turbine disk with full or partial set of previously run compressor turbine blades installed, inspect within 3000 hours since last compressor turbine blade inspection.
(9)
For the PT6A-25C engines installed on the Pilatus PC-7MKII replace the propeller shaft at every overhaul or 3000 hours whichever is less.
(10)
For the PT6A-25C engines installed on the Embraer EMB-312: P&WC Pre S.B. No. 1426: Replace the propeller shaft at overhaul. P&WC Post S.B. No. 1426: Replace the propeller shaft at every third overhaul or 9000 hours whichever is less.
(11)
P&WC Pre-S.B. No. 1510: For the PT6A-25C engines installed on the Pilatus PC-7MKII and for -114A engines incorporate the third-stage compressor-stator assembly in accordance with P&WC S.B. No. 1510 at overhaul.
(12)
Operators desiring a technical recommendation on progressive overhaul or on-condition maintenance programs other than outlined in this service bulletin should submit a formal request in writing together with a copy of their designated program to:
Dec 01/73 Revision No. 24: Nov 24/98
PT6A-72-1003 Page 4 of 5
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SERVICE BULLETIN P&WC S.B. No. 1003R24 TURBOPROP ENGINE OPERATING TIME BETWEEN OVERHAULS AND HOT SECTION INSPECTION FREQUENCY
3.
Accomplishment Instructions (Cont’d) Pratt & Whitney Canada Inc. 1000 Marie-Victorin Blvd. Longueuil, Quebec Canada J4G 1A1 Attention: Manager PT6A Technical Support Programs & Reliability B.
Hot Section Inspection (HSI) Frequency (1)
All PT6A engines may be operated to a scheduled HSI interval, or alternatively, the HSI frequency may be based on engine trend monitoring in accordance with the Engine Condition Trend Monitoring Analytical Guide (EAG) Manual P/N 3043607 for the model concerned. If trend monitoring is introduced part way through engine life, a compressor wash and HSI must be accomplished to establish performance base line.
(2)
Scheduled HSI intervals, if selected are: (a) PT6A-6, -6A, -6B, -6/C20, -20, -20A, -20B, -21, -27, -28, -34B, -114, -114A, -116, -135, -135A = 1750 hours (b) PT6A-25, -25A and -25C = 1500 hours
4.
Appendix Not applicable.
Dec 01/73 Revision No. 24: Nov 24/98
PT6A-72-1003 Page 5 of 5
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1244R17
BULLETIN INDEX LOCATOR TURBOPROP ENGINE ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING MODEL APPLICATION PT6A-6, PT6A-6A, PT6A-6B, PT6A-6/20C, PT6A-20, PT6A-20A, PT6A-20B, PT6A-21, PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34B, PT6A-36, PT6A-114, PT6A-114A, PT6A-116, PT6A-135 and PT6A-135A Compliance: Summary:
Refer to Para. 1.E. in the Service Bulletin
This service bulletin defines the minimum requirements for approved fuels and lists various acceptable additives for use in commercially operated engines of the models listed.
Jul 24/75 Revision No. 17: May 01/98
PT6A-72-1244 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec, Canada J4G 1A1 Tél. 514-677-9411
01 May 1998 P&WC S.B. No. 1244R17 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1244, Rev. No. 17, dated May 01/98 (P&WC S.B. No. 1244R17) ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Para. 3.C.(e)., Additives, revised to include additional anti-icing additives. 2. Para. 3.D., Acceptable Fuels (Unrestricted Use), revised to include an additional fuel. 3. Para. 3.E., Acceptable Fuels Subject to Restriction on Use, revised to include an additional fuel.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Jul 24/75 Revision No. 1: Nov 10/76 Revision No. 2: Jun 09/77 Revision No. 3: Nov 04/77 Revision No. 4: Sep 12/79 Revision No. 5: Dec 19/79 Revision No. 6: Aug 12/81 Revision No. 7: Apr 15/83 Revision No. 8: May 17/84
Revision Revision Revision Revision Revision Revision Revision Revision Revision
No. 9: May 21/85 No. 10: Nov 26/85 No. 11: Apr 18/86 No. 12: Oct 08/86 No. 13: Apr 21/89 No. 14: Jan 29/90 No. 15: Mar 18/96 No. 16: Jun 19/96 No. 17: May 01/98
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1244R17 TURBOPROP ENGINE ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
1.
Planning Information A.
Effectivity PT6A-6, PT6A-6A, PT6A-6B, PT6A-6/20C, PT6A-20, PT6A-20A, PT6A-20B, PT6A-21, PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34B, PT6A-36, PT6A-114, PT6A-114A, PT6A-116, PT6A-135, PT6A-135A
B.
Concurrent Requirements None.
C.
Reason To assure the use of approved engine fuels and acceptable additives for commercially operated engines of the models listed.
D.
Description This service bulletin defines the minimum requirements for approved fuels and lists various acceptable additives for use in commercially operated engines of the models listed.
E.
Compliance Pratt & Whitney Canada Inc. recommends that Compliance conform to the requirements of the Accomplishment Instructions.
F.
Approval Technical content approved by DOT/DAA.
G. Weight and Balance None. H.
Electrical Load Data Not changed.
I.
Software Accomplishment Summary Not applicable.
J.
References P&WC Specification CPW204 P&WC Specification CPW46
K.
Publications Affected None.
P&WC No. N/A Jul 24/75 Revision No. 17: May 01/98
© 1975 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1244 Page 1 of 18
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1244R17 TURBOPROP ENGINE ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
1.
Planning Information (Cont’d) L.
Interchangeability and Intermixability of Parts Not changed.
2.
Material Information A.
Industry Support Information Not applicable.
B.
Material - Cost and Availability Not applicable.
C.
Manpower Not applicable.
D.
Material Necessary for Each Engine Not applicable.
E.
Reidentified Parts None.
F.
Tooling - Price and Availability Not applicable.
Jul 24/75 Revision No. 17: May 01/98
PT6A-72-1244 Page 2 of 18
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1244R17 TURBOPROP ENGINE ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
3.
Accomplishment Instructions WARNING:
A.
UTILIZATION OF THE MATERIAL IN THIS SERVICE BULLETIN REQUIRES THAT PRECAUTIONS BE TAKEN IN ACCORDANCE WITH THE MANUFACTURER’S INSTRUCTIONS AND A MATERIAL SAFETY DATA SHEET. A MATERIAL SAFETY DATA SHEET CONFORMING TO AMS 2825 SHALL BE SUPPLIED TO THE PURCHASER PRIOR TO, OR CONCURRENT WITH, THE INITIAL SHIPMENT OF MATERIAL.
PART A: The list of minimum requirements for fuels as established by Specification CPW204 is shown in Table 1. Refer to Table 11, for the list of acceptable fuels. NOTE:
(1)
The following list of fuel properties, Table 1, provides an envelope of the minimum requirements that are acceptable for use in Pratt & Whitney of Canada Inc. commercially operated engines of the models covered by this Service Bulletin. Since these fuel properties address engine requirements only, this Service Bulletin is neither intended nor suitable for direct use as a purchase specification for procurement of fuel by operators of P&WC commercial engines. Rather, it is intended to allow operators to include minimum approved fuel requirements for P&WC engines in conjunction with other functional requirements when formulating their own procurement specification or judging the acceptability of fuels manufactured to other national specifications that exist throughout the world.
Technical Requirements (a) Tests shall be performed, insofar as practicable, in accordance with the latest issue of the listed American Society for Testing and Materials (ASTM) test methods. (b) High Temperature Stability 1
The high temperature stability property shall be measured in an ASTM CRC fuel coker after 5 hours of operation at conditions of 300°F (149°C) preheater temperatures, 400°F (205°C) filter temperature, and six (6) pounds (2.72 kg) per hour fuel flow rate. Maximum pressure change shall be 3 inches (76.2 mm) Hg, and preheater deposit shall be less than Code 3 in accordance with ASTM D1660.
2
The Jet Fuel Thermal Oxidation Tester (JFTOT) ASTM D3241, may be used as an alternate test method to ASTM D1660 for civil and military fuels.
3
Testing shall be conducted at 260°C (500°F), maximum heater tube temperature. Maximum pressure change shall be 1.0 inch (25.4 mm) Hg and pre-heater deposit shall be less than Code 3 in accordance with ASTM D1660.
Jul 24/75 Revision No. 17: May 01/98
PT6A-72-1244 Page 3 of 18
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SERVICE BULLETIN P&WC S.B. No. 1244R17 TURBOPROP ENGINE ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
3.
Accomplishment Instructions (Cont’d) 4
If JFTOT test at control temperature of 260°C (500°F) should fail to meet specification requirements of preceding step A.(1)(b)3, then test shall be conducted at a temperature of 245°C (473°F) (See following NOTE) or, tested as in preceding step A.(1)(b)1. NOTE:
The results from both the 260°C and 245°C (500°F and 473°F) Control- temperature tests must be reported by the refiner on all fuel analysis reports.
(c) Quality 1
Fuel shall consist solely of hydrocarbon compounds except as otherwise specified herein. It shall be free from water, sediment, and suspended matter, and shall be suitable for use in aircraft turbine engines.
2
The odor of the fuel shall not be nauseating or irritating. No substances of known dangerous toxicity under usual conditions of handling and use shall be used.
Jul 24/75 Revision No. 17: May 01/98
PT6A-72-1244 Page 4 of 18
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SERVICE BULLETIN P&WC S.B. No. 1244R17 TURBOPROP ENGINE ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
3.
Accomplishment Instructions (Cont’d) TABLE 1, Fuel Properties Properties Gravity, deg. API
Limits 37 to 57
Distillation Temperature, °F (°C)
Test Method ASTM D287 ASTM D86
10% Evaporated
Max. 401 (205)
50% Evaporated
Max. 450 (232)
End Point
Max. 572 (300)
Loss, %
Max. 1.5
Residue, %
Max. 1.5
Sulfur, % by Weight
Max. 0.40
ASTM D1266
Mercaptan Sulfur, % by Weight (See Note 1)
Max. 0.005
ASTM D1323 or ASTM D1219
Net Heat of Combustion, BTU/lb (J/kg)
18,300 Min. (42.6x106) Min.
ASTM D240 or D2382
Freezing Point, °F (°C)
Max. −49 (−45)
ASTM D2386
Reid Vapour Pressure, psi (kPa)
Max. 3 (21)
ASTM D323
Aromatic Content, % by volume
Max. 25
ASTM D1319
Burning Quality Luminometer Number (See Note 2)
45 Min.
ASTM D1740
Jul 24/75 Revision No. 17: May 01/98
PT6A-72-1244 Page 5 of 18
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SERVICE BULLETIN P&WC S.B. No. 1244R17 TURBOPROP ENGINE ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
3.
Accomplishment Instructions (Cont’d) TABLE 1, Fuel Properties (Cont’d) Properties
Limits
Test Method
Copper Strip Corrosion at 212°F (100°C), 2 hrs
Max. No. lb.
ASTM D130
Viscosity, cs at −30°F (−35°C)
Max. 16.5
ASTM D445
Water Reaction, Volume Change, ml
Max. 1
ASTM D1094
Water Reaction, Interface rating
Max. 1-b
ASTM D1094
High Temperature Stability
(Ref. 3. Part A (1)(b)
NOTE: 1. Mercaptan sulfur determination may be omitted provided Doctor test in accordance with ASTM D484 is conducted and results are negative. NOTE: 2. Fuels will be acceptable provided they meet one of the following alternative requirements or combination of requirements: Smoke point of not less than 25 mm when determined in accordance with ASTM method D1322. Smoke point of not less than 20 mm when determined in accordance with ASTM method D1322 provided fuel does not contain more than 3.0% by volume of naphthalene as determined in accordance with ASTM D1840. Due to occasional difficulties in meeting these requirements, a waiver is in current effect which authorizes the relaxation, as necessary, in the value of minimum smoke point down to 18 mm.
Jul 24/75 Revision No. 17: May 01/98
PT6A-72-1244 Page 6 of 18
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SERVICE BULLETIN P&WC S.B. No. 1244R17 TURBOPROP ENGINE ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
3.
Accomplishment Instructions (Cont’d) B.
PART B: The list of minimum requirements for fuels conforming to Specification CPW46. For engines operating in the Arctic region. Refer to Table 10, for the list of acceptable fuels. NOTE:
(1)
The following list of fuel properties, Table 2, provides an envelope of the minimum requirements that are acceptable for use in Pratt & Whitney of Canada Inc. commercially operated engines of the models covered by this Service Bulletin. Since these fuel properties address engine requirements only, this Service Bulletin is neither intended nor suitable for direct use as a purchase specification for procurement of fuel by operators of P&WC commercial engines. Rather, it is intended to allow operators to include minimum approved fuel requirements for P&WC engines in conjunction with other functional requirements when formulating their own procurement specification or judging the acceptability of fuels manufactured to other national specifications that exist throughout the world.
Technical Requirements (a) Tests shall be performed, insofar as practicable, in accordance with the latest issue of the listed American Society for Testing and Materials (ASTM) test methods.
Jul 24/75 Revision No. 17: May 01/98
PT6A-72-1244 Page 7 of 18
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SERVICE BULLETIN P&WC S.B. No. 1244R17 TURBOPROP ENGINE ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
3.
Accomplishment Instructions (Cont’d) TABLE 2, Fuel Properties Properties
Gravity, deg. API
Limits 37 to 57
Distillation Temperature, °F (°C)
Test Method ASTM D287 ASTM D86
50% Evaporated
To be reported
90% Evaporated
Max. 600 (315)
End Point
Max. 650 (343)
Sulfur, % by Weight
Max. 1.00
ASTM D1266
Mercaptan Sulfur, % by Weight (See Note 1)
Max. 0.005
ASTM D1323 or ASTM D1219
Potential Gum, mg/100 ml (16 hours)
Max. 14.0
ASTM D873
Net Heat of Combustion, BTU/lb (J/kg)
18,400 Min. (42.6x106) Min.
ASTM D240 or D1405
Pour Point, °F (°C)
Max. -40 (-40)
ASTM D97
Cloud Point, °F (°C)
Max. -30 (-35)
ASTM D97
Carbon Residue (on 10% Bottoms), % by Weight
Max. 0.2
ASTM D524
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3.
Accomplishment Instructions (Cont’d) TABLE 2, Fuel Properties (Cont’d) Properties
Limits
Test Method
Aromatic Content, % by Volume (See Note 2)
Max. 20
ASTM D1319
Ash, % by Weight
Max. 0.01
ASTM D482
Copper Strip Corrosion at 212°F (100°C), 2 hrs
Max. No. 1
ASTM D130
Viscosity, cs at 100°F (38°C)
Min. 1.4
ASTM D445
Water Reaction, Volume Change, ml
Max. 1
ASTM D1094
Water Reaction, Interface Rating
Max. 1-b
ASTM D1094
High Temperature Stability
(Ref. 3. Part A (1)(b)
NOTE: 1. Mercaptan sulfur determination may be omitted provided Doctor test in accordance with ASTM D484 is conducted and results are negative. NOTE: 2. Currently, a waiver is in effect which authourizes the use, as necessary, of approved fuels with aromatic contents of up to 25% by volume. C.
PART B: Additives (1)
Oxidation Inhibitor: One or a combination of the following oxidation inhibitors may be added to the basic fuel in total concentration not greater than 25 milligrams per liter (0.025 g/l) to prevent formation of gum.
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3.
Accomplishment Instructions (Cont’d) (a) 2, 4 - Dimethyl - 6 - Tertiary - Butyl Phenol (b) 2, 6 - Ditertiary - Butyl - 4 - Methyl Phenol (c) 2, 6 - Ditertiary - Butyl Phenol (d) 75% 2,6 - Ditertiary - Butyl Phenol; 10-15% 2, 4, 6 - Tritertiary - Butyl Phenol; 10-15% Orthotertiary - Butyl Phenol. (e) 72% min. 2,4 - Dimethyl - 6 Tertiary Butyl Phenol, 28% max. Monomethyl and Dimethyl Tertiary Butyl Phenol. (f) (2)
60% min. 2,4 - Ditertiary - Butyl Phenol, 40% max., mixed Tertiary - Butyl Phenol
The following additives in addition to the oxidation inhibitors listed under Para. B.(1) above, are acceptable for use in engine fuel subject to the limitations stated. NOTE:
(3)
These fuel additives were approved on the basis of information received from manufacturers or suppliers of the additives. Analysis of this information and results of tests on product samples have indicated no significant adverse effect on engine materials provided the concentration does not exceed the recommended maximum. The following corrosion inhibitors are approved for the concentrations listed:
Anti-corrosion and lubricity additives (Ref. Tables 3 and 4 of this sub-section) are described as being primarily corrosion inhibitors and secondarily as lubricity improvers, to meet a similarly defined U.S. Military Specification. In certain cases it is necessary to adjust concentration of such additives to obtain necessary lubricity improvement. Only products listed in Table 3 have been tested and approved, by P&WC as both corrosion inhibitors and lubricity improvers at the concentration specified. (a) Anti-corrosion Additives Corrosion inhibitors listed in Table 3 are approved for the concentrations listed. TABLE 3, Anti-corrosion Additives
Additive (Trade Name)
Maximum Concentration Allowed lb. per 1000 Barrels
Maximum Concentration Allowed Grams per 10,000 Liters
Dupont AFA-1
16
456
Dupont DCI-4A
8
228
Lubrizol 451
20
570
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3.
Accomplishment Instructions (Cont’d) TABLE 3, Anti-corrosion Additives (Cont’d) Additive (Trade Name)
Maximum Concentration Allowed lb. per 1000 Barrels
Maximum Concentration Allowed Grams per 10,000 Liters
Nalco 5400-A
8
228
Nalco 5403
8
228
Petrolite TOLAD 245
20
570
(b) Anti-corrosion and Fuel Lubricity Improver Additives NOTE:
Extensive operation on low lubricity fuel can result in accelerated engine fuel pump wear. Until a generally accepted method of measuring and defining fuel lubricity is available, rapid fuel pump wear should be considered an indication of low lubricity fuel and dictates a change in the fuel or the addition of a lubricity improver. The corrosion inhibitor and fuel lubricity improver additives (Table 4) are approved for the concentrations listed:
TABLE 4, Anti-corrosion and Fuel Lubricity Improver Additives Additive (Trade Name)
Maximum Concentration Allowed lb. per 1000 Barrels
Maximum Concentration Allowed Grams per 10,000 Liters
Apollo PRI-19
4
114
Cooper Hiltec E-580
8
228
Mobilad F-800
8
228
(c) Thermal Stability Additives Table 5 specifies a thermal stability additive approved for use in engine fuel, at the option of the refiner, to ensure adequate high temperature stability at the time of use. TABLE 5, Thermal Stability additive Additive (Trade Name)
Maximum Concentration Allowed lb. per 1000 Barrels
Maximum Concentration Allowed Grams per 10,000 Liters
Dupont JFA-5
30
855
(d) Metal Deactivator Table 6 specifies an approved metal deactivator.
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3.
Accomplishment Instructions (Cont’d) TABLE 6, Metal Deactivator Additive (Trade Name)
Maximum Concentration Allowed lb. per 1000 Barrels
Maximum Concentration Allowed Grams per 10,000 Liters
N, N1 - Disalicylidene 1, 2 Propane - Diamine
2
57
WARNING:
THESE FUEL SYSTEM ANTI-ICING ADDITIVES CONTAIN ETHYLENE GLYCOL MONOETHYL ETHER WHICH IS HIGHLY TOXIC. THESE PRODUCTS MUST BE HANDLED WITH EXTREME CARE. AVOID ALL DIRECT CONTACT WITH SKIN OR CLOTHING. ANY CLOTHING ACCIDENTALLY CONTAMINATED BY SPLASHING SHOULD BE PROMPTLY REMOVED AND THE SKIN WASHED WITH SOAP AND WATER. PREVENT CONTACT WITH EYES AND AVOID INHALATION OF VAPORS. IF CONTACT IS MADE WITH EYES THEY SHOULD BE FLUSHED WITH WATER FOR 15 MINUTES. CONSULT WITH A PHYSICIAN AS RAPIDLY AS POSSIBLE AFTER ALL CONTACT CASES.
(e) Any anti-icing additive which is directly equivalent to those listed in Table 7 is approved. TABLE 7, Anti-icing Additives Additive (Trade Name)
Maximum Concentration Allowed, Percentage by Volume
Phillips PFA 55MB MIL-I-27686D Ethylene GlycolMonomethyl Ether as Defined in MIL-I-27686E Diethylene Glycol Monomethyl Ether (Diegme) as Defined in MIL- I-85470A Liquid I (GOST 8313) Liquid I-M (TU-6-10-1458) (f)
0.15 0.15 0.15 0.15 0.3 0.3
Anti-static Additives Table 8 specifies approved anti-static additives.
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3.
Accomplishment Instructions (Cont’d) TABLE 8, Anti-static additives Additive (Trade Name)
Maximum Concentration Allowed, Parts per Million by Weight
Shell ASA3 Dupont Stadis 450
1.0 3.0
(g) Anti-microbial Organisms Additive Table 9 specifies anti-microbial organisms additives for use on the specific basis. Specific basis is defined as intermittent or non-continuous use in a single application to sterilize aircraft systems suspected or found to be contaminated by microbial organisms, such as fungi, bacteria and yeasts. For those operators, where the need for biocide use is indicated, Pratt & Whitney recommends, as a guide, a dosage interval of once a month. This interval can then be adjusted, either greater or lesser, as an operator’s own experience dictates. Engines operated in private and executive aircraft, where overhaul periods and utilization are relatively low, may use the additive continuously. TABLE 9, Anti-microbial Organisms Additives Additive (Trade Name)
Maximum Concentration Allowed, Parts per Million by Weight
Biobor JF (4)
270
Anti-smoke Additive Table 10 specifies additives that may only be used in post overhaul test cell operation of engines for maximum of five (5) hours duration. They are not approved for flight use. TABLE 10, Anti-smoke Additives Additive (Trade Name)
Maximum Concentration Allowed, Parts per Million by Weight
Ethyl CI-2 Apollo DGT-2
0.10 0.10
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3.
Accomplishment Instructions (Cont’d) D.
Acceptable Fuels (Unrestricted Use) (1)
Fuels listed in Table 11 comply with P&WC specifications and are approved for unrestricted use in the listed engine models. NOTE: 1. Unless otherwise specified, the latest issue of fuel specifications applies. NOTE: 2. An acceptable fuel or any mixture of acceptable fuels may be used. TABLE 11, Approved Fuels
ISSUING AUTHORITY/ BODY
KEROSENE TYPE
FREEZE POINT °C (°F)
HIGH FLASH KEROSENE TYPE
FREEZE POINT °C (°F)
WIDE CUT TYPE
FREEZE POINT °C (°F)
Associations ASTM (D1655)
Jet A Jet A-1 Jet A-2 (See Note 1)
−40 (−40) −47 (−53) (See Note 2)
Jet B -
−50 (−58) -
-
-
IATA
Kerosene Type Fuel
−47 (−53)
Wide Cut Type Fuel
−50 (−58)
-
-
US MIL-T-5624
-
-
JP-4 (See Note 3)
−58 (−72)
JP-5 (See Note 3)
−46 (−51)
US MIL-T-83133
JP-8 (See Note 3)
−50 (−58)
-
-
-
-
US MIL-T-5616
JP-1 (See Note 5)
-60 (-76)
-
-
-
-
Military
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3.
Accomplishment Instructions (Cont’d) TABLE 11, Approved Fuels (Cont’d)
ISSUING AUTHORITY/ BODY British Joint Services Designation
NATO Code
KEROSENE TYPE
FREEZE POINT °C (°F)
WIDE CUT TYPE
FREEZE POINT °C (°F)
HIGH FLASH KEROSENE TYPE
AVTUR (See Note 4)
N/A
AVTAG (See Note 4)
N/A
AVCAT (See Note 4)
AVTUR/ FS11 (See Note 3)N/A
AVTAG/ FS11 (See Note 3)
N/A
AVCAT/ FS11 (See Note 3)
N/A
F34 (See Notes 3 and 4)
N/A
F40 (See Notes 3 and 4)
N/A
F43
-
F44 (See Notes 3 and 4)
N/A
F35 (See Note 4)N/A
FREEZE POINT °C (°F) N/A
N/A
Government Canadian General Standards Board
CAN/ C.G.S.B. 3.23-M86
−47 (−53)
CAN/ C.G.S.B. 3.22-M86
−51 (−60)
CAN/ −46 (−51) C.G.S.B. 3.6P-24Ma
British Ministry of Defence
DERD 2453 (See Note 3)
−47 (−53)
DERD 2454 (See Note 3)
−58 (−72)
DERD 2452 (See Note 3)
DERD 2494−47 (−53)
DERD 2486
−58 (−72)
DERD 2498
−46 (−51)
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3.
Accomplishment Instructions (Cont’d) TABLE 11, Approved Fuels (Cont’d)
ISSUING AUTHORITY/ BODY
FREEZE POINT °C (°F)
HIGH FLASH KEROSENE TYPE
FREEZE POINT °C (°F)
KEROSENE TYPE
FREEZE POINT °C (°F)
French Ministry of the Armed Forces
AIR 3405
−50 (−58)
AIR 3407
−58 (−72)
AIR 3404
−46 (−51)
CIS (Ref. GOST 10227)
RT KEROSENE
−55 (−67)
-
-
-
-
WIDE CUT TYPE
NOTE: 1. Fuel Jet-A-2 conforming to CAN/C.G.S.B. 3.23-M86 is acceptable for use providing the restrictions covering flash and freezing points are strictly observed. NOTE: 2. This fuel has both summer and winter freeze points of −40°C (−40°F) and −47°C (−53°F) respectively. NOTE: 3. Contains fuel system icing inhibitor FS11. NOTE: 4. These designations are not specifications, therefore there are no freeze point definitions. NOTE: 5. Although obsolete, this fuel is still refined in some parts of the world. E.
Acceptable Fuels Subject to Restriction on Use: (1)
The following listed fuels in Table 12 comply with the specification requirements noted against each fuel and are approved for use in Pratt & Whitney Canada Limited’s commercially operated gas turbine flight engines, provided the restrictions on their use are strictly observed. NOTE:
Unless otherwise stated, the latest revision of the fuel specifications will apply in Table 12.
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3.
Accomplishment Instructions (Cont’d) TABLE 12, Approved Fuels Subject to Restriction on Use
Fuel Type
U.S. Federal, U.S. Military
Canadian CGSB
ASTM
IATA
Fuel Characteristics
Automotive Diesel Fuel (CPW46) (Artic Grade)
D975 No. ID
-
VV-V-800 DF-A
CAN 2-3.6 M88 Shall not be used Type A below +5 °F (-15° C) OAT
Automotive Diesel Fuel (Winter Grade)
-
-
VV-F-800 DF-1
CAN 2-3.6 M88 Shall not be used Type A below +20 °F (-7 °C ) OAT
Automotic Diesel Fuel (Regular Grade)
D975 No. 2D
-
VV-F-800 DF-2
CAN 2-3.6 M88 Shall not be used Type B below +40 °F (+5°C) OAT
Aviation Gasoline (Grades: 80, 100, 100LL)
-
-
MIL-G-5572
CAN 2-3.25 M82
Shall not be used for more than 150 hours during any period between engine overhaul
CIS TS-1 (Ref. GOST 10227) (See Notes 1 and 2)
-
-
-
N/A
For occasional use only. Shall not be used below -76°F (-60°C) OAT.
NOTE: 1. Intermittent or continued use of this fuel for up to 1000 hours is allowed provided satisfactory fuel nozzle inspection results are achieved at the approved intervals. NOTE: 2. Continued use of this fuel for more than 1000 hours is allowed provided periodic fuel nozzle inspection results are found acceptable by P&WC. F.
Alternate/Emergency Fuels CAUTION: ADDITIVES SUCH AS TETRAETHYL LEAD AND PHOSPHORUS COMPOUNDS, USUALLY COMMON TO GASOLINE FUELS ARE DELETERIOUS TO HOT SECTION PARTS FROM A CORROSION, SULFIDATION AND METALLURGICAL STRENGTH STANDPOINT. (1)
The use of aviation gasoline (avgas) must be restricted to emergency purposes only. Avgas shall not be used for more than 150 hours during any period between engine overhauls.
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3.
Accomplishment Instructions (Cont’d) CAUTION: ALTHOUGH DIESEL AND HEATING FUELS ARE CHEMICALLY SIMILAR TO JET FUELS, THEIR COLD FLOW, VISCOSITY AND FREEZING POINT CHARACTERISTICS ARE SPECIFICALLY CONTROLLED DURING REFINING TO A LEVEL GENERALLY NOT SUITABLE FOR USE IN AIRCRAFT. (2)
4.
The operation of P&WC commercial engines covered by this Service Bulletin on fuels other than the approved Jet fuels is not permitted without the express permission of P&WC. Specifically excluded, as possible alternate of emergency fuels, are such products as automotive gasoline, diesel fuel, heating fuel or any combination of these products with Jet fuels.
Appendix Not applicable.
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SERVICE BULLETIN P&WC S.B. No. 1434R4
BULLETIN INDEX LOCATOR
72-40-01 AND 72-50-01 TURBOPROP ENGINE COMBUSTION CHAMBER LINER ASSEMBLY AND LARGE EXIT DUCT REPLACEMENT/MODIFICATION OF MODEL APPLICATION PT6A-21, -25, -25A, -25C, -27, -28, -34, -34AG, -34B, -36, -114, -116, -135 and -135A Compliance: Summary:
CATEGORY 5
To improve airflow and temperature distribution for the compressor turbine vane and blades.
Apr 20/88 Revision No. 4: Jan 07/97
PT6A-72-1434 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec Canada J4G 1A1 Tél. 514/677-9411 Fax 514/647-3620
07 January 1997
P&WC S.B. No. 1434R4 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1434, Rev. No. 4, dated Jan 07/97 (P&WC S.B. No. 1434R4) COMBUSTION CHAMBER LINER ASSEMBLY AND LARGE EXIT DUCT - REPLACEMENT/MODIFICATION OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Revised effectivities for all models. 2. Changed old group code from B3 to new compliance code 5. 3. Revised Material Necessary for Each Engine and Instruction Disposition Codes. 4. Added Reidentified Parts section.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Revision No. 1: Revision No. 2: Revision No. 3: Revision No. 4:
Apr 20/88 Feb 22/89 Jul 08/89 Feb 12/90 Jan 07/97
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1434R4 TURBOPROP ENGINE COMBUSTION CHAMBER LINER ASSEMBLY AND LARGE EXIT DUCT REPLACEMENT/MODIFICATION OF 1.
Planning Information A.
Effectivity PT6A-21 Engines which are before and include Serial No. PCE-25300 PT6A-25 Engines which are before and include Serial No. PCE-58412 PT6A-25A Engines which are between and include Serial No. PCE-48661 PT6A-25C Engines which are before and include Serial No. PCE-26217 PT6A-27 Engines which are before and include Serial No. PCE-42490 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214) PT6A-28 Engines which are before and include Serial No. PCE-52696 and all engines converted to Engine Model PT6A-28 (Ref. P&WC engine conversion SB1120) PT6A-34 Engines which are before and include Serial No. PCE-57262 PT6A-34B Engines which are before and include Serial No. PCE-54137 PT6A-34AG Engines which are before and include Serial No. PCE-57262 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion SB1252) PT6A-36 Engines which are before and include Serial No. PCE-38215 and all engines converted to Engine Model PT6A-36 (Ref. P&WC engine conversion SB1405) PT6A-114 Engines which are before and include Serial No. PCE-17119 PT6A-116 Engines which are before and include Serial No. PCE-18007 PT6A-135 Engines which are before and include Serial No. PCE-92772 PT6A-135A Engines which are before and include Serial No. PCE-35102
B.
Concurrent Requirements None.
C.
Reason To improve airflow and temperature distribution for the compressor turbine vane and blades.
D.
Description The combustion chamber liner assembly and the large exit duct assembly are replaced with modified or new assemblies having redefined mating surfaces.
E.
Compliance CATEGORY 5 - Do this service bulletin when the engine is disassembled and access is available to the necessary subassembly (i.e. module, accessories, components, or build groups). Do all spare subassemblies.
F.
Approval D.O.T./D.A.A. approved.
P&WC No. 35200 Apr 20/88 Revision No. 4: Jan 07/97
© 1988 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1434 Page 1 of 8
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SERVICE BULLETIN P&WC S.B. No. 1434R4 TURBOPROP ENGINE COMBUSTION CHAMBER LINER ASSEMBLY AND LARGE EXIT DUCT REPLACEMENT/MODIFICATION OF 1.
Planning Information (Cont’d) G. Manpower Estimate of 6 man-hours required to include this service bulletin at overhaul. H.
Weight and Balance None.
I.
Electrical Load Data Not changed.
J.
Software Accomplishment Summary Not applicable.
K.
References Applicable PT6A Technical Manuals P&WC S.B. No. 1310 P&WC S.B. No. 1120, 1214, 1252, 1405 conversion bulletins P&WC Parts Digest Nos.: 715, 980A, 1014A, 1361, 1623, 1726, 2011 and 2821 Rev A PWA Overhaul Standard Practices Manual P/N 585005
L.
Publications Affected Applicable PT6A Technical Manuals
M. Interchangeability and Intermixability of Parts Not changed. 2.
Material Information A.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.C. from any Pratt & Whitney Canada Parts Distribution Center. The new parts are available.
B.
Industry Support Information Not applicable.
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Material Information (Cont’d) C.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1996) Disposition
For All Engines: 3109264-01
Liner Assembly, Combustion 3024576 Chamber
1
21078.00
(A)
3109267-01
Ê
1
668.60
(C)
3037788
Ring, Combustion Chamber Exit Large
1
325.20
(C)
3031172
1
N/A
(B)
3031167
1
7454.40
(A)
7454.40
(A)
Wrapper, Combustion Chamber Liner Outer
For PT6A-21, -25, -25A and -27 Engines: 3109266-01
Duct Assembly, Combustion Chamber Exit Large
For PT6A-21, -25, -25A, -27 and -28 Engines: 3109263-01
Duct Assembly, Combustion Chamber Exit Large
For PT6A-25C, -34, -34B, -34AG, -114, -116, -135 and -135A Engines: 3109263-02
Duct Assembly, Combustion Chamber Exit Large
3031154
1
(A)
To get the new part it is possible to make a modification to the old part, or you can get the new part from any Pratt & Whitney Canada Distribution Center.
(B)
To get the new part it is necessary to make a modification to the old part.
(C)
Part required for rework. D.
Reidentified Parts The following list of parts can be reworked: OLD P/N
NEW P/N
3024576 3031172 3031167 3031154
3109264-01 3109266-01 3109263-01 3109267-01
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Material Information (Cont’d) E.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
At engine disassembly, remove existing combustion chamber liner assembly P/N 3024576 and large exit duct assembly P/N 3031172, 3031167 or P/N 3031154 per applicable maintenance/overhaul manual instructions.
B.
Existing serviceable combustion chamber liner assembly P/N 3024576 may be reworked as follows (Ref. Fig. 1):
C.
(1)
Carefully grind each spot weld to permit removal of ring ‘‘H’’ without damaging wrapper ‘‘G’’. Minimum wall thickness ‘‘J’’ must be maintained in area of spot welds.
(2)
Use suitable tooling to expand mating diameter of wrapper ‘‘C’’ to suit mating part.
(3)
Thoroughly prepare contact surfaces for welding and degrease per SPOP 209.
(4)
Install wrapper ‘‘C’’ and resistance weld (seam or stitch) to dimension ‘‘D’’ per PWA Overhaul Standard Practices Manual P/N 585005.
(5)
Use suitable tooling to expand wrapper ‘‘G’’ to obtain dimensions ‘‘F’’.
(6)
Stress relieve per cycle No. 10 (SPOP 463).
(7)
Fluorescent penetrant inspect per SPOP 62.
(8)
Reidentify reworked liner assembly P/N 3024576 by striking out existing part number and adding new P/N 3109264-01 in same general area, using the vibropeen method of marking.
Existing serviceable large exit duct assemblies P/N 3031154 prior change letter ‘‘B’’, P/N 3031167 prior change letter ‘‘D’’, P/N 3031172 prior change letter ‘‘C’’ and not identified to CSL1040 may be reworked as follows (Ref. Fig. 2): (1)
Machine large exit duct assembly to dimension ‘‘B’’.
(2)
Polish edge and break sharp edges.
(3)
Use suitable tooling to expand large diameter to dimension ‘‘C’’, if necessary.
(4)
Fluorescent penetrant inspect per SPOP 62.
Apr 20/88 Revision No. 4: Jan 07/97
PT6A-72-1434 Page 4 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1434R4 TURBOPROP ENGINE COMBUSTION CHAMBER LINER ASSEMBLY AND LARGE EXIT DUCT REPLACEMENT/MODIFICATION OF PLANE
D DIMENSION 5.510 5.450
D
A (1.00)
OR
(1.00)
(S)
0.107 0.112 180 HOLES EQ SP (REF.)
RE−IDENTIFY IN THIS AREA
WRAPPER C P/N 3109267−01
A
0.150 0.125 DIM. F 15.985 15.975 AVG 0.700
.030
THIS DIM. FOR THIS LENGTH
RING H
WRAPPER G
THICKNESS 0.015 MIN.
J
VIEW A BEFORE RE−OPERATION
C36136 Modification of the Combustion Chamber Liner Assembly Figure 1
Apr 20/88 Revision No. 4: Jan 07/97
PT6A-72-1434 Page 5 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1434R4 TURBOPROP ENGINE COMBUSTION CHAMBER LINER ASSEMBLY AND LARGE EXIT DUCT REPLACEMENT/MODIFICATION OF
BY ELECTROLYTIC ETCH (DEEP) BETWEEN ANY 2 HOLES AS SHOWN
0.100 MIN.
NO COATING OVER MARKING AREA
DIMENSION B 2.950 2.900
PLANE A
NOTE: DIMENSION C 15.955 15.945 AVG (REF.)
DIM. E 1.000 MAX.
ON COATED PART, COATING MAY BE INCOMPLETE TO DIMENSION E
COATING
PARTIAL SECTION OF LARGE EXIT DUCT COMBUSTION CHAMBER
C36137 Modification of the Large Exit Duct Assembly Figure 2
Apr 20/88 Revision No. 4: Jan 07/97
PT6A-72-1434 Page 6 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1434R4 TURBOPROP ENGINE COMBUSTION CHAMBER LINER ASSEMBLY AND LARGE EXIT DUCT REPLACEMENT/MODIFICATION OF 3.
Accomplishment Instructions (Cont’d) (5)
D.
4.
Reidentify reworked large exit duct assembly P/N 3031154, P/N 3031167 and P/N 3031172 by striking out existing part number and adding new P/N 3109263-02, P/N 3109263-01 and P/N 3109266-01 respectively, in the same general areas, using the electrolytic etch (deep) method of marking.
Existing serviceable large exit duct assemblies P/N 3031154, P/N 3031167 and P/N 3031172 identified to CSL1040 may be reworked as follows (Ref. Fig. 3): (1)
Machine large exit duct assembly to dimension ‘‘F’’.
(2)
For large exit duct assembly P/N 3031154 and P/N 3031167 remove coating at inner surface to dimension ‘‘K’’ using an austenitic corrosion resistant wire brush or a suitable buffing wheel without reducing wall thickness below 0.019 inch.
(3)
Thoroughly prepare contact surfaces on ring P/N 3037788 and duct prior to resistance welding.
(4)
Install ring P/N 3037788 as shown in Figure 3 and resistance (seam or stitch) weld per PWA Overhaul Standard Practices Manual.
(5)
Machine duct to dimension ‘‘H’’ and expand to dimension ‘‘J’’ if necessary.
(6)
Fluorescent penetrant inspect per SPOP 62.
(7)
Reidentify reworked large exit duct assembly P/N 3031154, P/N 3031167 and P/N 3031172 by striking out existing part number and adding new P/N 3109263-02, P/N 3109263-01 and P/N 3109266-01 respectively and in the same general area using the electrolytic etch method of marking.
E.
At engine assembly, install new or reworked combustion chamber liner assembly P/N 3109264-01 and large exit duct assembly P/N 3109263-02, P/N 3109263-01 or P/N 3109266-01 per applicable maintenance/overhaul instructions.
F.
Record P&WC S.B. No. 1434 in the engine log book.
Appendix Not applicable.
Apr 20/88 Revision No. 4: Jan 07/97
PT6A-72-1434 Page 7 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1434R4 TURBOPROP ENGINE COMBUSTION CHAMBER LINER ASSEMBLY AND LARGE EXIT DUCT REPLACEMENT/MODIFICATION OF 3037788
(S)
(0.140)
OR
(0.160)
K
H 0.400 0.350
2.950 2.900 J
F 2.350 2.250
15.995 15.945 AVG (REF.)
TO FACE −A − VIEW B BY ELECTROLYTIC ETCH (DEEP) BETWEEN ANY 2 HOLES AS SHOWN
−A −
NO COATING OVER MARKING AREA
B
−E − 1.000 MAX. 0.100 MIN.
D COATING
PARTIAL SECTION OF LARGE EXIT DUCT COMBUSTION CHAMBER NOTE: COATING MAY BE INCOMPLETE TO DIM.
E
C36141 Modification of the Large Exit Duct Assembly Figure 3
Apr 20/88 Revision No. 4: Jan 07/97
PT6A-72-1434 Page 8 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5
BULLETIN INDEX LOCATOR
72-60-00 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF MODEL APPLICATION PT6A-21, -25, -25A, -25C, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135 and PT6A-135A Compliance: Summary:
CATEGORY 5
The scavenge-pump housing and assembly are modified or replaced with new ones with dowel pin holes to reduce wear and the possibility of cavitation.
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec Canada J4G 1A1 Tél. 514/677-9411 Fax 514/647-3620
07 January 1997
P&WC S.B. No. 1446R5 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1446, Rev. No. 5, dated Jan 07/97 (P&WC S.B. No. 1446R5) SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER - REPLACEMENT/MODIFICATION OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Clarified Accomplishment Instructions. 2. Revised Fig. 3 to show machined groove for the O-ring in the bottom surface of the spacer.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Apr 30/91 Revision No. 1: Jan 21/92 Revision No. 2: Apr 08/92 Revision No. 3: Jan 19/95 Revision No. 4: Jun 12/95 Revision No. 5: Jan 07/97
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF 1.
Planning Information A.
Effectivity PT6A-21 Engines which are before and include Serial No. PCE-25582 PT6A-25 Engines which are before and include Serial No. PCE-48719 PT6A-25A Engines which are before and include Serial No. PCE-48720 PT6A-25C Engines which are before and include Serial No. PCE-26332 PT6A-27 Engines which are before and include Serial No. PCE-42568 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1264). PT6A-28 Engines which are before and include Serial No. PCE-52696 and all engines converted to Engine Model PT6A-28 (Ref. P&WC engine conversion SB1120). PT6A-34 Engines which are before and include Serial No. PCE-57440 PT6A-34B Engines which are before and include Serial No. PCE-54137 PT6A-34AG Engines which are before and include Serial No. PCE-57450 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion SB1252). PT6A-36 Engines which are before and include Serial No. PCE-38215 and all engines converted to Engine Model PT6A-36 (Ref. P&WC engine conversion SB1405). PT6A-114 Engines which are before and include Serial No. PCE-17451 PT6A-114A Engines which are before and include Serial No. PCE-19124 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453). PT6A-116 Engines which are before and include Serial No. PCE-18008 PT6A-135 Engines which are before and include Serial No. PCE-92770 PT6A-135A Engines which are before and include Serial No. PCE-35100
B.
Concurrent Requirements None.
C.
Reason Improve the alignment and clearances between the assembled components.
D.
E.
Description (1)
The scavenge-pump housing and assembly are modified or replaced with new parts with dowel pin holes.
(2)
The scavenge pump spacer is modified or replaced with a new anti-cavitation spacer.
(3)
The retaining bolts are replaced with new hex head bolts.
Compliance CATEGORY 5 - Do this service bulletin when the engine is disassembled and access is available to the necessary subassembly (i.e. module, accessories, components, or build groups). Do all spare subassemblies.
P&WC No. 82764 Apr 30/91 Revision No. 5: Jan 07/97
© 1991 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1446 Page 1 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF 1.
Planning Information (Cont’d) F.
Approval D.O.T./D.A.A. approved.
G. Manpower Estimate of 6.0 man-hours required to include this service bulletin at overhaul. H.
Weight and Balance None.
I.
Electrical Load Data Not changed.
J.
Software Accomplishment Summary Not applicable.
K.
References All applicable PT6A Technical Manuals P&WC Parts Digest No. 3328A P&WC S.B. No. 1120, 1252, 1264, 1405, 1453 (Conversion Bulletins) PWA Overhaul Standard Practices Manual P/N 585005
L.
Publications Affected All applicable PT6A technical manuals.
M. Interchangeability and Intermixability of Parts Not changed. 2.
Material Information A.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.C. from any Pratt & Whitney Canada Parts Distribution Center. The new parts are available.
B.
Industry Support Information Not applicable.
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 2 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF 2.
Material Information (Cont’d) C.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1994) Disposition
For PT6A-21, -25, -25A, -25C, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -135 and -135A Engines: 3107324-01
Housing Assembly, Scavenge Pump
3107323-01
Ê
Housing, Scavenge Pump
Bolt, Machine, Slab MS9519-18
3011361
1
3499.80
(A)
3011360
1
Ref.
(A)
3012146
2
Bolt, Machine, Hex
2
(B) 1.56
For PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135 and -135A Engines: 3024286
Spacer, Assembly, Scavenge Pump
1
814.40
3024285
Ê
Spacer, Scavenge Pump
1
Ref.
AN122705
Ê
Pin, Straight, Headless, 0.1875 x 0.500
2
3024287
(A)
0.95
Spacer, Scavenge Pump
3011359
1
(A)
Housing, Scavenge Pump
3011358
1
2666.78
(C)
For PT6A-25, -25A and -25C Engines: 3105644-01
Spacer, Assembly, Scavenge Pump
1
956.20
(A)
3105643-01
Ê
Spacer, Scavenge Pump
1
Ref.
(A)
AN122705
Ê
Pin, Straight, Headless, 0.1875 x 0.500
2
3105645-01 (A)
Spacer, Scavenge Pump
3024969
1
Housing, Scavenge Pump
3024968
1
0.95 (A) 2666.78
(A)(C)
To get the new part it is possible to make a modification to the old part, or you can get the new part from any Pratt & Whitney Canada Distribution Center.
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 3 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF 2.
Material Information (Cont’d)
New P/N
Keyword
Old P/N
(B)
Discard the old part if you think it is unserviceable.
(C)
This part is superseded on P&WC S.B. No. 1500. D.
Est. Unit List Price Instructions Qty ($US,1994) Disposition
Reidentified Parts The following list of parts can be reworked:
E.
OLD P/N
NEW P/N
3011361 3011360 3011359 3011358 3024969 3024968
3107324-01 3107323-01 3024286 3024287 3105644-01 3105645-01
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
B.
At disassembly of the accessory gearbox assembly, refer to the instructions in the overhaul manual: (1)
Remove bolts P/N 3012146.
(2)
Remove scavenge-pump housing assembly P/N 3011361.
(3)
Remove scavenge pump spacer P/N 3011359 (PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or P/N 3024969 (PT6A-25, -25A, -25C).
(4)
Remove scavenge pump housing P/N 3011358 (PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or P/N 3024968 (PT6A-25, -25A, -25C).
At assembly of the accessory gearbox assembly, refer to the instructions in the overhaul manual: (1)
Install a new or modified scavenge pump housing P/N 3024287 (PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or P/N 3105645-01 (PT6A-25, -25A, -25C).
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 4 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF 3.
Accomplishment Instructions (Cont’d) (2)
Install a new or modified scavenge pump spacer P/N 3024286 (PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or P/N 3105644-01 (PT6A-25, -25A, -25C).
(3)
Install the new or modified scavenge-pump housing assembly P/N 3017324-01 using new bolts P/N MS9519-18.
C.
Record ‘‘P&WC S.B. No. 1446 incorporated’’ in the engine log book.
D.
A modification can be done to the serviceable scavenge-pump housing assembly P/N 3011361 (All engine models) (Ref. Fig. 1): (1)
Machine anti-cavitation feature and two holes B and C as indicated. PWA97 may be used (Ref. PWA Overhaul Standard Practices Manual).
(2)
Deburr, and break sharp edges 0.003 to 0.015 in.
(3)
Pressure flush the scavenge-pump housing assembly to remove any debris.
(4)
Fluorescent penetrant inspect the rework area per SPOP 62.
(5)
Anodize touch-up the rework area per SPOP 42.
(6)
Identify the modified scavenge-pump housing assembly by striking out the old part numbers and adding the new housing P/N 3107323-01 and the new assembly P/N 3017324-01 using the vibropeen method of marking.
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 5 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF
.001
0.880 0.030
A
S A
.001 M D E A CHAM 90° +- 5 ° INCL TO 0.210 - 0.230 DIA LOC AS SHOWN 0.150 MIN DIA DEPTH 0.260 MAX LOC WITHIN DIA -B-
0.316
.001 .0005
B
B
.001
.001 A -G-
.0005
SECTION
E
M A B M
-E-
0.078 R 0.016
(REF.) 1.640
C M
VIEW G
S G
0.18825 - 0.18875 DIA DEPTH SHOWN .001
3011361
G
E A
0.010 0.000
M A B M
-A-
1.965
C M
S G
A-A 3.340 3.335 REF
0.390 0.370
-D-
0.7010 - 0.7020 DIA. DEPTH SHOWN
BREAK EDGE 0.020 TO 0.050 8 PLACES
D
D
2.520 (REF.) 0.7010 - 0.7020 DIA. (REF.)
0.755 R 2PL 0.735
-B-
0.18825 - 0.18875 DIA DEPTH SHOWN
-C-
M A B M
.001
M A B M
C M
.001 M D E ° CHAM 90 +- 5 ° INCL TO 0.210 - 0.230 DIA LOC AS SHOWN 0.150 MIN DIA DEPYH 0.0260 MAX LOC WITHIN DIA -C0.160 0.150
0.005 MIN
.001 A SECTION D-D SECTION E-E (SIMILAR)
s1446_1_1c Scavenge-Pump Housing Assembly (P/N 3011361) - Modification of Figure 1 (Sheet 1 of 2)
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 6 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF
2 PLACES 0.810 0.790
19°+- 1° 2 PLACES
ƒ
ƒ
0.040 0.030 2 PLACES
L ƒ
L
0.047 R 0.016 2 PLACES
0.260 0.240 2 PLACES
SECTION
0.700 0.680
L-L
VIEW K 0.047 R 0.016 -A-
R 0.015 0.005 2 PL
-A-
0.062 R 0.031 4 PL
1.673 1.668 2 PLACES (REF.)
N 0.040 0.030
-G-
0.030 0.010 2 PLACES
VIEW N
SECTION
B-B
C23808 Scavenge-Pump Housing Assembly (P/N 3011361) - Modification of Figure 1 (Sheet 2)
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 7 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF 3.
Accomplishment Instructions (Cont’d) E.
F.
A modification can be done to the serviceable scavenge pump housing P/N 3011358 (PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or P/N 3024968 (PT6A-25, -25A, -25C) (Ref. Fig. 2): (1)
Machine two holes T and U as indicated.
(2)
Machine 2.500 in. Dia. and 0.030 to 0.050 corner radius (Ref. Fig. 2, Sheet 2).
(3)
Deburr and break sharp edges 0.003 to 0.015 in.
(4)
Pressure flush the scavenge pump housing to remove any debris.
(5)
Fluorescent penetrant inspect the rework area per SPOP 62.
(6)
Anodize touch-up the rework area per SPOP 42.
(7)
Identify the modified scavenge pump housing by striking out the old P/N 3011358 or P/N 3024968 and adding the new P/N 3024287 or P/N 3105645-01 respectively in the same general area using the vibropeen method of marking.
A modification can be done to the serviceable scavenge pump spacer P/N 3011359 (PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or P/N 3024969 (PT6A-25, -25A, -25C) (Ref. Figs. 3, 4 and 5): (1)
Machine anti-cavitation and two holes B and C as indicated. PWA97 may be used (Ref. PWA Overhaul Standard Practices Manual).
(2)
Deburr and break sharp edges 0.003 to 0.015 in.
(3)
Pressure flush the spacer to remove any debris.
(4)
Fluorescent penetrant inspect the rework area per SPOP 62.
(5)
Anodize touch-up the rework area per SPOP 42.
(6)
Heat spacer to 250 °C, and install pin P/N AN122705 to dimensions indicated.
(7)
Identify the modified scavenge pump spacer by striking out the old P/N 3024969 or P/N 3011359 and adding the new P/N 3105643-01 or P/N 3024285 respectively and new assembly P/N 3105644-01 or P/N 3024286 respectively, in the same general, area using the vibropeen method of marking.
G. Record accomplishment of S.B. No. 1446 in the engine log book. 4.
Appendix Not applicable.
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 8 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF 0.7010 - 0.7020 DIA
A
-D-
R S M .001 DIA M
PLANE
M .0005 S
2.400 (REF.)
0.18825 - 0.18875 DIA -M-
0.880
-T-
.001 M D E DEPTH SHOWN
0.316
.001 S K CHAM 90° +- 5 ° INCL TO 0.210 - 0.230 DIA LOC AS SHOWN 0.150 MIN DIA DEPTH 0.260 MAX LOC WITHIN DIA -T-
1.965
-R-
1.640
A-A
3011358 OR 3024968
F
0.160 0.150
C
C
VIEW
.001 M D E TOL PAR TO BSC ANG LOC CHAM 90° +- 5 ° INCL TO 0.210 - 0.230 DIA LOC AS SHOWN 0.150 MIN DIA DEPYH 0.260 MAX LOC WITHIN DIA -U-
F -S-
A
.001 M S T M TOL PAR TO BSC RAD LOC
M .0005 S
SURF
R
0.18825 - 0.18875 DIA -UDEPTH SHOWN .001 M S
0.7010 - 0.7020 DIA -EDEPTH SHOWN R D M .001 DIA M
P
P
R
SECTION
-B-
0.005 MIN
-K-
.002 S
SECTION SECTION
P-P R-R
(SIMILAR)
s1446_2_1c Scavenge Pump Housing (P/N 3024968) Figure 2 (Sheet 1 of 2)
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 9 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF
s1446_2_2c Scavenge Pump Housing (P/N 3024968) Figure 2 (Sheet 2)
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 10 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF 1.640 19°+−1°
.7010 − .7015 DIA 2 HOLES (REF.) .001 M A B M C M
.880
.260 .240
.720 .660
−B−
.186 − .187 DIA
.141 .109 R 8PL
.316
.001 S A
.810 .790
R 2 PLACES
.531 .469 R 2PL
A 1.965 (REF.) .390 .370
1.160 1.100 R 2PL R
.001 M A B M
.001 A
1.420 1.360
.810 .790 .031 − .094 BREAK EDGES 2 PLACES
C M
.186 − .187 DIA −C−
.040 .030
.720 .660
.047 .016 R
.730 .670 .010 M A B M
A
.155 .095 .010 .000 .280 .220
.700 .680
.047 .016 R .078 .047 R
−A− SECTION A−A (ENLARGED)
.078 .047 R
.120 .100
.005 − .025 STEP PERMISSIBLE 2 PLACES
C25433A Scavenge Pump Spacer (P/N 3011359) - Modification of Figure 3
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 11 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF
1.640 19 °± 1° 0.880 0.260 0.240
0.7010 - 0.7015 DIA 2 HOLES (REF.) .001 M A B M C M
0.186 - 0.187 DIA. .001 S A
0.316
-B0.810 0.790
R 2 PLACES 0.531 R 2 PL 0.469
A 1.965 (REF.)
1.160 1.100 R
1.320 R 1.260
A 1.420 0.720 1.360 0.660
0.094 R 0.156
.781 .719 R 2 PL
0.810 0.790
0.031 - 0.094 BREAK EDGES 2 PLACES
0.186 - 0.187 DIA.
-C.001
0.280 0.220
M A B M
0.700 0.680
.001
0.093 0.031 R
A
-ASECTION A-A (ENLARGED)
0.120 0.100
0.005 - 0.025 STEP PERMISSIBLE 2 PLACES
C23815 Scavenge Pump Spacer (P/N 3024969) - Modification of Figure 4
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 12 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1446R5 TURBOPROP ENGINE SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER REPLACEMENT/MODIFICATION OF
s1446_5c Scavenge Pump Spacers (P/N 3011359 and P/N 3024969) - Modification of Figure 5
Apr 30/91 Revision No. 5: Jan 07/97
PT6A-72-1446 Page 13 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1456R2
BULLETIN INDEX LOCATOR
72-50-04 TURBOPROP ENGINE POWER TURBINE BLADE - REPLACEMENT OF MODEL APPLICATION PT6A-114 and -114A Commercial Support Program No: Compliance: Summary:
91C-57R1
CATEGORY 8
To improve power turbine blade durability and increase blade life.
Apr 11/91 Revision No. 2: Jan 07/97
PT6A-72-1456 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec Canada J4G 1A1 Tél. 514/677-9411 Fax 514/647-3620
07 January 1997
P&WC S.B. No. 1456R2 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1456, Rev. No. 2, dated Jan 07/97 (P&WC S.B. No. 1456R2) POWER TURBINE BLADE REPLACEMENT OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. To introduce P&WC Campaign Change Order No. 91C-57R1 in Industry Support Information section. 2. Revised References to add reference to SIL No. 1050R2 and P&WC Campaign Change No. 91C-57R1. 3. Revised instruction disposition codes in Material Necessary for Each Engine. 4. Added Figure 1: Parts Progression of the Power Turbine Rotor Balancing Assembly.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Apr 11/91 Revision No. 1: Jul 08/91 Revision No. 2: Jan 07/97
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1456R2 TURBOPROP ENGINE POWER TURBINE BLADE - REPLACEMENT OF
1.
Planning Information A.
Effectivity PT6A-114 Engines prior to Serial No. PC-E17460 PT6A-114A Engines prior to Serial No. PC-E19155
B.
Concurrent Requirements None.
C.
Reason To increase power turbine blade life by improving blade durability.
D.
Description The power turbine blades are removed and replaced with similar new blades made from a stronger material.
E.
Compliance CATEGORY 8 - Do this service bulletin if the operator thinks the change is necessary because of what he knows of the parts history.
F.
Approval D.O.T./D.A.A. approved.
G. Manpower No more man-hours are necessary to include this service bulletin at overhaul. H.
Weight and Balance None.
I.
Electrical Load Data Not changed.
J.
Software Accomplishment Summary Not applicable.
K.
References Applicable PT6A Technical Manuals Service Information Letter No. 1050R2
P&WC No. 91078 Apr 11/91 Revision No. 2: Jan 07/97
© 1991 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1456 Page 1 of 4
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1456R2 TURBOPROP ENGINE POWER TURBINE BLADE - REPLACEMENT OF
1.
Planning Information (Cont’d) P&WC Campaign Change Order No. 91C-57R1 L.
Publications Affected Applicable PT6A Technical Manuals
M. Interchangeability and Intermixability of Parts Not changed. 2.
Material Information A.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.C. from any Pratt & Whitney Canada Parts Distribution Center. The estimated total cost of new parts needed to replace old parts is $19680.00 (US, 1991). The new parts are available.
B.
Industry Support Information P&WC Campaign Change Order No. 91C-57R1 is in effect until 30 November 1997.
C.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
Old P/N
3104404-07
Rotor Balancing Assy, Power 3104404-03 Turbine
3115902-01
Ê
Blade, Turbine
3013102
Est. Unit List Price Instructions Qty ($US,1991) Disposition 1
Ref.
41
480.00
(A) (B)(C)
(A)
TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02) The old or the new part can replace the old or the new part.
(B)
INTERCHANGEABLE AS A SET - (ATA 200 Explanation Code 06) When the replacement set is a single part number, the old and the new parts are interchangeable in complete sets only.
Apr 11/91 Revision No. 2: Jan 07/97
PT6A-72-1456 Page 2 of 4
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1456R2 TURBOPROP ENGINE POWER TURBINE BLADE - REPLACEMENT OF
2.
Material Information (Cont’d)
New P/N (C)
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1991) Disposition
P&WC Campaign Change No. 91C-57R1 is in effect until 30 November 1997. Obtain the parts required for incorporation of this Service Bulletin from the local P&WC Parts Distribution Center with a Purchase Order (PO). Submit a request for Service Allowance (RSA). The RSA must include the Engine Serial Number, the Campaign Change No. 91C-57R1 along with a copy of the Purchase Order. Tag removed power turbine blades with the serial number of the engine from which it was removed. D.
Reidentified Parts None.
E.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
B. 4.
Refer to the instructions in the overhaul manual: (1)
At disassembly of power turbine rotor balancing assembly P/N 3104404-03, remove power turbine blades P/N 3013102.
(2)
At assembly of new power turbine rotor balancing assembly P/N 3104404-07, install new power turbine blades P/N 3115902-01 in power turbine disk.
Write ‘‘P&WC S.B. No.1456 incorporated’’ in engine log book.
Appendix A.
Refer to Figure 1 for the parts progression of the power turbine rotor balancing assembly.
Apr 11/91 Revision No. 2: Jan 07/97
PT6A-72-1456 Page 3 of 4
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1456R2 TURBOPROP ENGINE POWER TURBINE BLADE - REPLACEMENT OF
3026647 BASIC
3104404−03 SB1474
3104404−07 SB1456 PRC 02
CC 8
C36070 Progression of the Power Turbine Rotor Balancing Assembly Figure 1
Apr 11/91 Revision No. 2: Jan 07/97
PT6A-72-1456 Page 4 of 4
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1479R1
BULLETIN INDEX LOCATOR
77-20-00 TURBOPROP ENGINE T5 THERMOCOUPLE WIRING-HARNESS ASSEMBLY - REPLACEMENT/MODIFICATION OF MODEL APPLICATION PT6A-20, -20A, -20B, -21, -25, -25A, -25C, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -135 and -135A Compliance: Summary:
CATEGORY 8
The T5 thermocouple wiring-harness assembly is replaced with a new or modified assembly with the terminal lug at an angle of 45 degrees.
Dec 15/92 Revision No. 1: Jan 07/97
PT6A-72-1479 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec Canada J4G 1A1 Tél. 514/677-9411 Fax 514/647-3620
07 January 1997
P&WC S.B. No. 1479R1 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1479, Rev. No. 1, dated Jan 07/97 (P&WC S.B. No. 1479R1) T5 THERMOCOUPLE WIRING-HARNESS ASSEMBLY - REPLACEMENT/MODIFICATION OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. The service bulletin title is revised. 2. Revised model effectivities. 3. The Description, Para. 1.C., is revised. 4. The Accomplishment Instructions, Para. 3., are revised to include a modification instruction for serviceable T5 thermocouple wiring harnesses. 5. Figure 1, Modification of the T5 Thermocouple Wiring Harness is added. 6. Parts Progression of the T5 Thermocouple Wiring Harness is now Figure 2 (was Figure 1).
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Dec 15/92 Revision No. 1: Jan 07/97
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1479R1 TURBOPROP ENGINE T5 THERMOCOUPLE WIRING-HARNESS ASSEMBLY - REPLACEMENT/MODIFICATION OF
1.
Planning Information A.
Effectivity All PT6A-20/-20A/-20B Engines PT6A-21 Engines which are before and include Serial No. PCE-25697 PT6A-25 Engines which are before and include Serial No. PCE-48725 PT6A-25A Engines which are between and include Serial No. PCE-48743 PT6A-25C Engines which are before and include Serial No. PCE-26336 PT6A-27 Engines which are before and include Serial No. PCE-42686 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214) PT6A-28 Engines which are before and include Serial No. PCE-52696 and all engines converted to Engine Model PT6A-28 (Ref. P&WC engine conversion SB1120) PT6A-34 Engines which are before and include Serial No. PCE-57465 PT6A-34B Engines which are before and include Serial No. PCE-54137 PT6A-34AG Engines which are before and include Serial No. PCE-57467 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion SB1252) PT6A-36 Engines which are before and include Serial No. PCE-38215 and all engines converted to Engine Model PT6A-36 (Ref. P&WC engine conversion SB1405) PT6A-114 Engines which are before and include Serial No. PCE-17472 PT6A-114A Engines which are before and include Serial No. PCE-19210 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453) PT6A-135 Engines which are before and include Serial No. PCE-92771 PT6A-135A Engines which are before and include Serial No. PCE-35101
B.
Concurrent Requirements None.
C.
Reason (1)
Problem The T5 thermocouple wiring-harness assembly is not long enough for assembly.
(2)
Cause The T5 thermocouple wiring-harness contacts the power turbine housing.
(3)
Solution Replace the T5 thermocouple wiring-harness assembly with a new or modified harness with a terminal lug at an angle of 45 degrees.
D.
Description (1)
The T5 thermocouple wiring-harness assembly is replaced with a new assembly with the terminal lug at an angle of 45 degrees. NOTE:
If replacing pre-SB1457 parts, refer to P&WC S.B. No. 1457R1 for optional T5 trim adjustment instructions for engines in the field.
P&WC No. 93393A Dec 15/92 Revision No. 1: Jan 07/97
© 1992 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1479 Page 1 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1479R1 TURBOPROP ENGINE T5 THERMOCOUPLE WIRING-HARNESS ASSEMBLY - REPLACEMENT/MODIFICATION OF
1.
Planning Information (Cont’d) (2) E.
A modification can be done to the T5 thermocouple wiring-harness and identified to the new part number configuration (Ref. Para. 3.B.).
Compliance CATEGORY 8 - Do this service bulletin if the operator thinks the change is necessary because of what he knows of the parts history.
F.
Approval D.O.T./D.A.A. approved.
G. Manpower Estimate of 1.0 man-hours required to include this service bulletin at engine HSI. No more man-hours are necessary to include this service bulletin at overhaul. H.
Weight and Balance None.
I.
Electrical Load Data Not changed.
J.
Software Accomplishment Summary Not applicable.
K.
References All applicable PT6A Technical Manuals P&WC S.B. No. 1475 P&WC S.B. No. 1120,1214, 1252, 1405, 1453 Conversion Bulletins
Dec 15/92 Revision No. 1: Jan 07/97
PT6A-72-1479 Page 2 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1479R1 TURBOPROP ENGINE T5 THERMOCOUPLE WIRING-HARNESS ASSEMBLY - REPLACEMENT/MODIFICATION OF
1.
Planning Information (Cont’d) L.
Publications Affected All applicable PT6A Technical Manuals
M. Interchangeability and Intermixability of Parts Not changed. 2.
Material Information A.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.C. from any Pratt & Whitney Canada Parts Distribution Center. The estimated total cost of new parts needed to replace old parts is $1061.60 (US, 1994). The new parts are available.
B.
Industry Support Information Not applicable.
C.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
3040110
Wiring Harness, Interchangeability Control
3117924-01
Ê
3117923-01
Ê
Old P/N
Est. Unit List Price Instructions Qty ($US,1994) Disposition
3038545
1
1061.60
(A)
Wiring Harness, T5 Thermocouple
3037341
Ref.
NP
(B)
Wiring Harness, T5 Thermocouple
3037342
Ref.
NP
(B)
(A)
TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02) The old or the new part can replace the old or the new part.
(B)
To get the new part it is possible to make a modification to the old part, or you can get the new part from any Pratt & Whitney Canada Distribution Center.
Dec 15/92 Revision No. 1: Jan 07/97
PT6A-72-1479 Page 3 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1479R1 TURBOPROP ENGINE T5 THERMOCOUPLE WIRING-HARNESS ASSEMBLY - REPLACEMENT/MODIFICATION OF
2.
Material Information (Cont’d) D.
Reidentified Parts The following list of parts can be reworked:
E.
OLD P/N
NEW P/N
3037341 3038342
3117924-01 3117923-01
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
For Post-SB1457 engines: (1)
Refer to the instructions in the maintenance or overhaul manual: (a) At engine or power section module disassembly, remove the T5 thermocouple wiring harness assembly P/N 3037341 or P/N 3037342. (b) At engine or power section module assembly, install the new or modified T5 thermocouple wiring harness assembly P/N 3117924-01 or P/N 3117923-01 respectively. (c) Connect the leads of the trim thermocouple to the studs on the terminal block using nuts P/N 3009921 and P/N 3009922. Torque Large nut (P/N 3009921) 10 to 15 lb.in., and the small nut (P/N 3009922) 8 to 12 lb.in.
(2) B.
Write ‘‘P&WC S.B. No. 1479R1 incorporated’’ in the engine log book.
A modification can be done to the existing serviceable T5 thermocouple wiring harness P/N 3037341 or P/N 3037342 (Ref. Fig. 1): CAUTION: BE CAREFUL NOT TO DAMAGE SHIELDING OR WIRE CONDUCTORS.
4.
(1)
Bend the chromel terminal lug, marked ‘‘KP’’, to a 45 degree angle.
(2)
Reidentify new T5 thermocouple wiring harness by striking out old part number (P/N 3037341 and P/N 3037342) and adding new part number (P/N 3117924-01 and P/N 3117923-01) respectively, in the same general area, using the electrolytic etch (deep) method of marking.
Appendix A.
Refer to Figure 0. for the progression of the T5 thermocouple wiring harness.
Dec 15/92 Revision No. 1: Jan 07/97
PT6A-72-1479 Page 4 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1479R1 TURBOPROP ENGINE T5 THERMOCOUPLE WIRING-HARNESS ASSEMBLY - REPLACEMENT/MODIFICATION OF
ALUMEL TERMINAL LUG T5 WIRING HARNESS STAMP "KN"
D
D STAMP "KP" CHROMEL TERMINAL LUG T5 WIRING HARNESS POST−SB1479R1 P/N 3117923−01 45°
SECTION
45°
D−D T5 WIRING HARNESS POST−SB1479 R1 P/N 3117924−01
C36190 Modification of the T5 Thermocouple Wiring Harness Figure 1
Dec 15/92 Revision No. 1: Jan 07/97
PT6A-72-1479 Page 5 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1479R1 TURBOPROP ENGINE T5 THERMOCOUPLE WIRING-HARNESS ASSEMBLY - REPLACEMENT/MODIFICATION OF
C23822 Progression of the T5 Thermocouple Wiring Harness Assembly Figure 2
Dec 15/92 Revision No. 1: Jan 07/97
PT6A-72-1479 Page 6 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1505R2
BULLETIN INDEX LOCATOR TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF MODEL APPLICATION PT6A-25C, PT6A-114A, PT6A-135A Commercial Support Program No: Compliance: Summary:
CSPN No. A96038
CATEGORY 5
To improve resistance to high cycle fatigue at the vanes, the third-stage compressor-stator assembly is replaced with a similar one which has a stress relief process.
Nov 21/94 Revision No. 2: Jan 27/97
PT6A-72-1505 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec, Canada J4G 1A1 Tél. 514-677-9411
27 January 1997 P&WC S.B. No. 1505R2 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1505, Rev. No. 2, dated Jan 27/97 (P&WC S.B. No. 1505R2) THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. A Commercial Support Program Notification (CSPN) No.A96038 is added. 2. The effectivity for the engines is revised.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Nov 21/94 Revision No. 1: Jan 13/95 Revision No. 2: Jan 27/97
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1505R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
1.
Planning Information A.
Effectivity PT6A-25C Engines which are before and include Serial No. PCE-26368 but not including PCE-26354, PCE-26355, PCE-26358 and PCE-26359 PT6A-114A Engines which are between and include Serial No. PCE-19233 to Serial No. PCE-19322 but not including PCE-19248, PCE-19251, PCE-19262, PCE-19271, PCE-19272, PCE-19276, PCE-19286, PCE-19287, PCE-19289 and PCE-19292 to 19301 PT6A-135A Engines which are before and include Serial No. PCE-35101 NOTE:
B.
Do this service bulletin if the PT6A-25C and PT6A-114A and any PT6A-135A engines have had a compressor-stator assembly replacement between June 1993 and November 1994.
Concurrent Requirements This service bulletin must be incorporated in conjunction with P&WC S.B. No. 1504.
C.
Reason (1)
Problem The third-stage compressor-stator assembly can show high cycle fatigue at the vanes.
(2)
Cause Some stator manufacturing processes, such as heat treatment and vane twist, can increase the resistance to high cycle fatigue at the vanes.
(3)
Solution The third-stage compressor-stator assembly is replaced with one which has a stress relief process done after the vane twist process.
D.
E.
Description (1)
Remove the existing third-stage compressor-stator assembly and install a new or modified third-stage compressor-stator assembly.
(2)
P&WC CSPN No. A96038 is in effect.
Compliance CATEGORY 5 - (Do this service bulletin when the engine is disassembled and access is available to the necessary subassembly (i.e. module, accessories, components, or build groups). Do all spare subassemblies.)
P&WC No. B2562A Nov 21/94 Revision No. 2: Jan 27/97
© 1994 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1505 Page 1 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1505R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
1.
Planning Information (Cont’d) F.
Approval D.O.T./D.A.A. approved.
G. Manpower No more man-hours are necessary to include this service bulletin at overhaul. H.
Weight and Balance None.
I.
Electrical Load Data Not changed.
J.
Software Accomplishment Summary Not applicable.
K.
References All applicable PT6A Technical Manuals P&WC Commercial Support Program Notification A96038 (PT6A-25C, PT6A-114A, PT6A-135A) PWA Overhaul Standard Practices Manual P/N 585005
L.
Publications Affected All applicable PT6A Technical Manuals
M. Interchangeability and Intermixability of Parts Not changed. 2.
Material Information A.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.C. from any Pratt & Whitney Canada Parts Distribution Center. The estimated total cost of new parts needed to replace old parts is $7663.20 (US, 1995). The new parts are available.
Nov 21/94 Revision No. 2: Jan 27/97
PT6A-72-1505 Page 2 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1505R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
2.
Material Information (Cont’d) B.
Industry Support Information P&WC Commercial Support Program Notification A96038 is in effect, follow the instructions to obtain the Special Program Allowance.
C.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
3121030-01
Compressor Stator, Assembly of
Old P/N 3029363
Est. Unit List Price Instructions Qty ($US,1995) Disposition 1
7663.20
(A)(B)(C)
(A)
TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02) The old or the new part can replace the old or the new part.Refer to Para. 2.B. for the Industry Support Information.
(B)
Discard the old part if you think it is unserviceable.
(C)
Old unused parts on the shelf, or old parts in engines at OEM (Original Equipment Manufacturer) that have not been flight tested only may be modified. D.
Reidentified Parts None.
E.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
Refer to the instructions in the overhaul manual: (1)
Remove the existing third-stage compressor-stator assembly P/N 3029363.
(2)
Install the new or modified third-stage compressor-stator assembly P/N 3121030-01.
B.
Write ‘‘P&WC S.B. No. 1505R1 incorporated’’ in the engine log book.
C.
A modification can be done to the existing new serviceable third-stage compressor-stator assembly P/N 3029363 (Ref. Fig. 1): NOTE:
Old unused parts on the shelf, or old parts in engines at OEM (Original Equipment Manufacturer) that have not been flight tested only may be modified.
Nov 21/94 Revision No. 2: Jan 27/97
PT6A-72-1505 Page 3 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1505R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
-B-
-A-
0.020 MAX.
NP
NP
0.020 MAX.
+ 0.010 IN. - 0.000
P
NP
DO NOT COAT IN THESE AREAS
P
COATING TO BE 0.0005 TO 0.0008 IN. COATING IN OTHER AREAS TO BE 0.0005 TO 0.0015 IN. 20 SURFACE FINISH COATING
AFTER
s1505_1a Modification of the Third-Stage Compressor-Stator Assembly Figure 1
Nov 21/94 Revision No. 2: Jan 27/97
PT6A-72-1505 Page 4 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1505R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
3.
Accomplishment Instructions (Cont’d) (1)
Strip assembly of all cadmium plating per SPOP 21.
(2)
Visually inspect the brazed joints: CAUTION: NO CRACKING PERMITTED IN PARENT MATERIAL. DISCARD THE STATOR ASSEMBLY IF CRACKING IS PRESENT. (a) A complete line or ring of brazing alloy between component parts at end of joint at which the brazing alloy was introduced of the exterior joints is acceptable. In addition, a metallic stain of brazing alloy at the opposite end of the joint to indicate complete penetration of brazing alloy is also acceptable. (b) Brazing flux and excess brazing alloy is not acceptable on surfaces oaf parts. (c) Stray braze is acceptable if it is securely bonded: 1
On the outside of the shroud (non gas path area).
2
On the inside of the shroud (gas path side) and on the vanes, provided it does not exceed 0.005 in. (0.13 mm) in thickness beyond the run out of the fillet radius.
(d) Fusion of leading or trailing edges adjacent to tack welds in non gas path areas is acceptable. (e) All brazed joints shall have a 100 % line of braze on the inside of the shroud (gas path side) subject to the following conditions: 1
The braze fillet, between a vane and the inside of a shroud (gas path side) shall have a 0.050 in. (1.3 mm) maximum radius all around the vane.
2
Concave braze fillets are acceptable. Convex fillets are not acceptable.
3
These fillets may contain a maximum of two pin holes of 0.030 in. (0.8 mm) maximum diameter provided they are separated by a minimum of 0.250 in. (6.4 mm) and they do not show through the shroud.
4
In addition, these fillets may be interrupted by one gap of 0.020 in. (0.5 mm) maximum length provided it does not show through the shroud and the fillet forms a smooth transition on either side of the gap.
(3)
Stress relieve assembly at 1070 °F ± 25°F for 2 hours in a protective atmosphere.
(4)
Fluorescent penetrant inspect entire part per SPOP 62.
Nov 21/94 Revision No. 2: Jan 27/97
PT6A-72-1505 Page 5 of 8
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SERVICE BULLETIN P&WC S.B. No. 1505R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
3.
Accomplishment Instructions (Cont’d) (5)
Refer to the overhaul manual (Repair Section) and cadmium plate assembly per SPOP 21 or coat as follows: NOTE:
Either Sermetel W or Sermetel 5380 DP coatings may be used.
(a) If Sermetel W coating is used, refer to SPOP 147: 1
Mask area NP and apply two or three coats of Sermetel W to achieve a coating thickness of 0.0005 to 0.0015 in. NOTE:
Coating thickness of Area P should be 0.0005 to 0.0008 in.
2
Remove masking.
3
Identify the new third-stage compressor-stator assembly by striking out the old P/N 3029363 and adding the new P/N 3121030-01, in the same general area, using the electrolytic etch (deep method) of marking (Ref. PWA Overhaul Standard Practices Manual).
(b) If Sermetel 5380 DP coating is used: 1
Identify the new third-stage compressor-stator assembly by striking out the old P/N 3029363 and adding the new P/N 3121030-01, in the same general area, using the electrolytic etch (deep method) of marking (Ref. PWA Overhaul Standard Practices Manual).
Nov 21/94 Revision No. 2: Jan 27/97
PT6A-72-1505 Page 6 of 8
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SERVICE BULLETIN P&WC S.B. No. 1505R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
3.
Accomplishment Instructions (Cont’d) 2
Ship modified assembly to one of the following approved suppliers for application of Sermetel 5380 DP coating to a thickness of 0.0005 to 0.0015 in.: SermaTech Canada Inc. 747 Riddie Avenue Dorval, Quebec Canada H9P 1H4 Or SermaTech 155 South Limerick Road Limerick,, PA 19468 USA Or SermaTech 12505 Reed Road Sugarland, TX 77478 USA Or SermaTech UK High Holborn Road Candor Ripley, Derbyshire England, UK DE5 3NW
4.
Appendix A.
Refer to Figure 2 for the progression of the third-stage compressor-stator assembly.
Nov 21/94 Revision No. 2: Jan 27/97
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SERVICE BULLETIN P&WC S.B. No. 1505R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
3029363 BASIC TO PT6A-25C, -114A AND -135A
3121030-01 SB1505
s1505_2a Progression of the Third-Stage Compressor-Stator Assembly Figure 2
Nov 21/94 Revision No. 2: Jan 27/97
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SERVICE BULLETIN P&WC S.B. No. 1510R2
BULLETIN INDEX LOCATOR TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF MODEL APPLICATION PT6A-114A, PT6A-25C Compliance: Summary:
Refer to Para. 1.E. in the Service Bulletin
The third-stage compressor-stator assembly may show high cycle fatigue at the vanes which is caused by a high vibratory stress level. The third-stage compressor-stator assembly is replaced with a stator used on other engine models of an equivalent performance. The impeller housing and compressor bleed-valve assembly are also replaced or modified.
Apr 06/95 Revision No. 2: Jul 02/96
PT6A-72-1510 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec Canada J4G 1A1 Tél. 514/677-9411 Fax 514/647-3620
02 July 1996
P&WC S.B. No. 1510R2 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1510, Rev. No. 2, dated Jul 02/96 (P&WC S.B. No. 1510R2) THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Para. 2.B., Industry Support Information, revised to include additional Special Program Allowance information Ref. SPA96014 and removed all information pertaining to expiry dates. 2. Para. 2.C., Material Necessary for Each Engine, revised to include additional material and replaced the Trichloroethane with Magkleen 4 degreaser solvent. 3. Para. 3., Accomplishment Instructions, revised to include information on additional bolts and nuts.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Apr 06/95 Revision No. 1: Jul 06/95 Revision No. 2: Jul 02/96
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF 1.
Planning Information A.
Effectivity PT6A-114A Engines which are before and include Serial No. PCE-19322 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453). PT6A-25C (BS832) Engines which are before and include Serial No. PCE-26410 NOTE:
B.
Do this service bulletin if the PT6A-114A engines have had a compressor-stator assembly replacement between June 1993 and November 1994.
Concurrent Requirements None.
C.
Reason (1)
Problem It is possible for the third-stage compressor-stator assembly to show signs of high cycle fatigue at the vanes.
(2)
Cause There can be a high vibratory stress level in the engine power range.
(3)
Solution To decrease the stress level, the third-stage compressor-stator assembly is replaced with a new stator assembly used on other engines of an equivalent performance. The impeller housing and compressor bleed-valve assembly are also replaced or modified.
D.
Description (1)
Remove the existing third-stage compressor-stator assembly, impeller housing and compressor bleed-valve assembly and install a new third-stage compressor-stator assembly, impeller housing and compressor bleed-valve assembly.
(2)
A modification can be done to the existing serviceable compressor bleed-valve assembly and the impeller housing and can be identified to the new part number configuration.
P&WC No. B2330A to B2330M Apr 06/95 Revision No. 2: Jul 02/96
© 1995 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1510 Page 1 of 17
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF 1.
Planning Information (Cont’d) E.
Compliance For PT6A-114A engines with Serial No. PCE-19143 and PCE-19163, and engines with Serial Nos. between and including PCE-19233 to PCE-19322 and all engines converted to Engine Model PT6A-114A between June 1993 and November 1994: For PT6A-25C engines BS 832 only, between and including PCE-26338 and PCE-26410 CATEGORY 5 - Do this service bulletin when the engine is disassembled and access is available to the necessary subassembly (i.e. module, accessories, components, or build groups). Do all spare subassemblies. For the balance of PT6A-114A engines prior to and including PCE-19232 and PT6A-25C, BS832 engines prior to and including PCE-26337, SPA95017 is applicable and offers a ‘‘List Less’’ program for engines requiring 3rd stage stator replacement. CATEGORY 7 - Do this service bulletin when the supply of superseded parts is fully used. Old part will no longer be supplied and the repair scheme will be removed from the overhaul manual.
F.
Approval D.O.T./D.A.A. approved.
G. Manpower No more man-hours are necessary to include this service bulletin at overhaul. H.
Weight and Balance The engine weight will increase by 0.28 pounds (0.13 kgs).
I.
Electrical Load Data Not changed.
J.
Software Accomplishment Summary Not applicable.
K.
References Maintenance Manual P/N 3021242 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/ -135/-135A)
Apr 06/95 Revision No. 2: Jul 02/96
PT6A-72-1510 Page 2 of 17
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF 1.
Planning Information (Cont’d) Maintenance Manual P/N 3032142 (PT6A-25C) Overhaul Manual P/N 3021243 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/-135/-135A) Overhaul Manual P/N 3032143 (PT6A-25C) Illustrated Parts Catalog P/N 3021244 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/ -135/-135A) Illustrated Parts Catalog P/N 3032144 (PT6A-25C) P&WC S.B. No. 1003 and 1453 (Conversion Service Bulletin) PWA Overhaul Standard Practices Manual P/N 585005 P&WC Specification No. CPW420-2A L.
Publications Affected Maintenance Manual P/N 3021242 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/ -135/-135A) Maintenance Manual P/N 3032142 (PT6A-25C) Overhaul Manual P/N 3021243 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/-135/-135A) Overhaul Manual P/N 3032143 (PT6A-25C) Illustrated Parts Catalog P/N 3021244 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/ -135/-135A) Illustrated Parts Catalog P/N 3032144 (PT6A-25C)
M. Interchangeability and Intermixability of Parts Not changed. 2.
Material Information A.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.C. from Pratt & Whitney Canada Inc. The estimated total cost of new parts is $20554.26 (US, 1996). The new parts are available.
Apr 06/95 Revision No. 2: Jul 02/96
PT6A-72-1510 Page 3 of 17
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF 2.
Material Information (Cont’d) B.
Industry Support Information SPA95009 is applicable for PT6A-114A engines with or without SB1504 and not incorporating SB1505, between and including PCE-19233 to PCE-19291, PCE-19143 and PCE-19163. SPA95016 is applicable for PT6A-25C, BS832 engines which have SB1504 and SB1505 embodied. SPA95017 is applicable for PT6A-114A engines prior to and including PCE-19232 and PT6A-25C, BS832 engines prior to and including PCE-26337 and offers a ‘‘List Less’’ program for engines requiring 3rd stage stator replacement. SPA96014 is applicable for PT6A-114A engines which have SB1504 and SB1505 embodied.
C.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1996) Disposition
For PT6A-114A 3041175 CL06
Housing, Impeller
3027799
1
5102.70
(A)(B)
3121253-01
Compressor Stator, Assembly of
3029363 or 3121030-01
1
7950.60
(A)(C)
3037553
Ê
Vane, Compressor Stator
3031653
40
86.74
3037490
Ê
Shroud, Compressor
3029282
1
NP
MS9556-06
Bolt - Machine, 0.190-32J x 0.500 Double Hexagon
3
2.23
(A)
3012414
Nut Option Interchangeability Control (IC)
3
6.79
(A)
3012411
Ê
Nut - Self-locking, 12 Points 0.190-32 x 0.250
1
Ref.
(H)
3012412
Ê
Nut - Self-locking, 12 Points 0.190-32 x 0.254
1
Ref.
(H)
Apr 06/95 Revision No. 2: Jul 02/96
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF 2.
Material Information (Cont’d)
New P/N
Keyword
Old P/N
Nut - Self-locking, 12 Points 0.190-32 x 0.245
3012413
Ê
3121248-03
Valve Assembly, Compressor 3100829-07 Bleed or 3114735-01
ST3268-069
Ê
Est. Unit List Price Instructions Qty ($US,1996) Disposition 1
Ref.
1
3791.00
(H) (A)(B)
Metering Plug
3022094
1
213.30
(C)
3041175 CL06
Housing, Impeller
3027799
1
5102.70
(A)(B)
3121253-01
Compressor Stator, Assembly of
3121030-01 or 3029363
1
7950.60
(A)(C)
3037553
Ê
Vane, Compressor Stator
3031653
40
86.74
3037490
Ê
Shroud, Compressor
3029282
1
NP
MS9556-06
Bolt - Machine, 0.190-32J x 0.500 Double Hexagon
3
2.23
(A)
3012414
Nut Option Interchangeability Control (IC)
3
6.79
(A)
3012411
Ê
Nut - Self-locking, 12 Points 0.190-32 x 0.250
1
Ref.
(H)
3012412
Ê
Nut - Self-locking, 12 Points 0.190-32 x 0.254
1
Ref.
(H)
3012413
Ê
Nut - Self-locking, 12 Points 0.190-32 x 0.245
1
Ref.
(H)
3121248-04
Valve Assembly, Compressor 3100829-07 Bleed
1
3791.00
ST3268-067
Ê
1
213.30
(C)
1
0.62
(D)
For PT6A-25C
Metering Plug
3022094
(A)(B)
Consumable Materials and/or Parts Required: AS3208-02
Preformed Packing
Hylomar SQ32M
Sealant, Jointing
A/R
(E)
AMS3087 No.4
Compound, Anti-Sticking
A/R
(F)
Apr 06/95 Revision No. 2: Jul 02/96
AS3208-02
PT6A-72-1510 Page 5 of 17
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF 2.
Material Information (Cont’d)
New P/N Markleen 4
Keyword
Old P/N
Solvent, Degreaser
Est. Unit List Price Instructions Qty ($US,1996) Disposition A/R
(G)
(A)
QUALIFIED INTERCHANGEABILITY - (ATA 200 Explanation Code 07) When the replacement set is more than one part number, the old and the new parts are interchangeable in complete sets only.
(B)
To get the new part it is possible to make a modification to the old part, or you can get the new part from Pratt & Whitney Canada.
(C)
Discard the old part if you think it is unserviceable.
(D)
Standard replacement part.
(E)
Hylomar SQ32M jointing sealant can be purchased from: Kingsley & Keith (Canada) Ltd. 310 Victoria Avenue Westmount, Quebec Canada or Aviall 2075 Diplomat P.O. Box 7086 Dallas, Texas 75234 USA or Marston Lubricants Ltd. Naylor Street Liverpool, 36DS England
(F)
AMS3087 anti-sticking compound can be purchased from: Dow Corning Corp. P.O. Box 1-M Midland, MI 48686-0997 USA
Apr 06/95 Revision No. 2: Jul 02/96
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF 2.
Material Information (Cont’d)
New P/N (G)
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1996) Disposition
This degreaser solvent can be obtain: Magnus Chemical Ltd. (MAG - CHEM INC.) 190 Blvd. Industriel Boucherville, Quebec Canada J4B 2X3 TEL: (514) 655-1344 FAX: (514) 655-5428
(H)
Optional part. D.
Reidentified Parts You can make a modification to the OLD P/N and identify it to the NEW P/N (Ref. Accomplishment Instructions):
E.
OLD P/N
NEW P/N
3027799 3114735-01 3100829-07
3041175 CL06 3121248-03 3121248-04
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
Refer to the instructions in the overhaul manual: (1)
Remove the compressor bleed-valve assembly P/N 3114735-01 or P/N 3100829-07.
(2)
Remove the compressor rotor assembly.
(3)
Disassemble the compressor rotor assembly and remove the third-stage compressor stator assembly P/N 3029363 or P/N 3121030-01 and the impeller housing P/N 3027799.
(4)
Install the new third-stage compressor-stator assembly P/N 3121253-01 and the new or modified impeller housing P/N 3041175. NOTE:
(5)
Three additional bolts P/N MS9556-06 and nuts P/N 3012414 are used.
Assemble and install the compressor rotor assembly.
Apr 06/95 Revision No. 2: Jul 02/96
PT6A-72-1510 Page 7 of 17
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF (6)
Apply a film of jointing sealant (Hylomar SQ32M) to the mating flanges of the compressor bleed-valve assembly and the gas generator case and a light coating of anti-sticking compound (AMS3087, No. 4) to the threads of the bolts and to the threaded holes in the gas generator case. NOTE:
(7)
Install the new or modified compressor bleed-valve assembly P/N 3121248-03. NOTE:
(8) B.
D.
Refer to Table 1 for the new compressor bleed-valve assembly fits and clearances.
Remove any excess jointing or anti-sticking compound using trichloroethane.
Write ‘‘P&WC S.B. No. 1510 incorporated’’ in the engine log book. NOTE:
C.
Make sure that you do not put any compound in the P3 metering hole in the gas generator flange.
The Time Between Overhaul restrictions in P&WC S.B. No. 1003 for the third-stage compressor stator assembly do not apply if this service bulletin is incorporated.
A modification can be done to the existing serviceable compressor bleed-valve assembly P/N 3114735-01 (Ref. Fig. 1): (1)
Remove metering plug P/N 3022094 and preformed packing P/N AS3208-02. Discard preformed packing.
(2)
Install new preformed packing P/N AS3208-02 and new metering plug P/N ST3268-069 or P/N ST3268-067. Torque metering plug 15 to 20 lb.in.
(3)
Identify new compressor bleed-valve assembly by striking out the old P/N 3114735-01 and adding the new P/N 3121248-03 or P/N 3121248-04, in the same general area, using the vibropeen method of marking.
(4)
Refer to the instructions in the overhaul manual and do a compressor bleed-valve assembly leakage test.
(5)
Lockwire metering plug.
A modification can be done to the existing serviceable impeller housing P/N 3027799 (Ref. Fig. 2): (1)
Machine holes ‘‘B’’ to 0.216 to 0.226 inch diameter (Ref. View on Arrow Z).
(2)
Machine six slots as indicated (Ref. Section A-A and View B). NOTE:
Dimensions apply before application of the protective treatment.
Apr 06/95 Revision No. 2: Jul 02/96
PT6A-72-1510 Page 8 of 17
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF
PREFORMED PACKING P/N AS3208-02 REMOVE: METERING PLUG P/N 3022094
COMPRESSOR BLEED VALVE ASSEMBLY (PRE-SB1510) P/N 3114735-01 (POST-SB1510) P/N 3121248-03 OR P/N 3121248-04
INSTALL: METERING PLUG P/N ST3268-069 OR P/N ST3268-067
C25001A Modification of the Compressor Bleed-Valve Assembly Figure 1
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF
-GREF.
A
0.216-0.226 B 5 HOLES ON THE BASIS OF 6 HOLES EQ. SPACED LOCATION AS SHOWN .010 M F C M G M
B
60°
B
0.390-0.420 6 PLACES
B B B
MINIMUM MATERIAL REQUIRED BETWEEN SLOTS
A VIEW ON ARROW
0.800-0.820 BETWEEN SLOTS 6 PLACES
Z
C24988 Modification of the Impeller Housing Figure 2 (Sheet 1 of 3)
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF
-F1.664 6 PL
B
60° 6 PL
-CREF.
SECTION
Z
A-A
C24987 Modification of the Impeller Housing Figure 2 (Sheet 2)
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF
0.1875-0.1925 6 SLOTS EQ. SP. 0.090-0.100
BREAK EDGE 0.003 MAX. ALL AROUND 6 PLACES
R 12 PL.
VIEW
B
NP
0.140 0.100 REF.
FACE
-BD
D NP NP
D REPEAT SECTION A-A
C24989 Modification of the Impeller Housing Figure 2 (Sheet 3)
Apr 06/95 Revision No. 2: Jul 02/96
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF (3)
Break sharp edges 0.003 to 0.015 in.
(4)
If the impeller housing needs recoating, send it to: Sermatech Canada Inc. 747 Riddle Avenue Dorval, Quebec Canada H9P 1H4 Sermatech UK Ltd. High Holborn Road Condor Ripley, Derbyshire United Kingdom Sermatech Inc. Windsor, Connecticut USA 06095 Sermatech International Limerick, Penn PA19468 1699 USA Treat with protective coating (5380 DP) 0.0010 to 0.0015 inches thick in all areas indicated by ‘‘D’’ (Ref. Repeat Section A-A). Apply two or three coats per CPW420-2A. Surface texture of airfoil 17 micro inches. NOTE:
(5)
If the impeller housing does not need recoating, apply local touch-up only per SPOP 147.
(6)
Identify modified impeller housing by striking out the old P/N 3027799 and adding the new P/N 3041175 in the same general area using the vibropeen method of marking. NOTE:
4.
Coating is not permitted in areas indicated by ‘‘NP’’.
The modified impeller housing is equivalent to a CL06.
Appendix A.
Refer to Figures 3, 4 and 5 for the progression of the third-stage compressor-stator assembly, impeller housing and compressor bleed-valve assembly.
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SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF
PT6A-114A, PT6A-25C 3029363 BASIC
3121030-01 SB1505
3121253-01 SB1510
C24986A Progression of the Third-Stage Compressor-Stator Assembly Figure 3
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PT6A-72-1510 Page 14 of 17
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF
3021182 BASIC SB1167
3027799 SB1351
3041175 SB1510
C24985 Progression of the Impeller Housing Figure 4
Apr 06/95 Revision No. 2: Jul 02/96
PT6A-72-1510 Page 15 of 17
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF
PT6A-114A 3100829-07 BASIC
3114735-01 SB1453
PT6A-25C 3100829-07 BASIC 3121248-04 SB1510
3121248-03 SB1510
C24984B Progression of the Compressor Bleed-Valve Assembly Figure 5
Apr 06/95 Revision No. 2: Jul 02/96
PT6A-72-1510 Page 16 of 17
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1510R2 TURBOPROP ENGINE THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF; IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY MODIFICATION/REPLACEMENT OF B.
Refer to Table 1 for the changes to Fits and Clearances. TABLE 1, Fits and Clearances
REF. NO. IFR
Dim. for Ref. inches (mm) Name
Min.
Max.
321
Blade, Compressor, Third Stage (By Selection)
1179
Piston, Compressor Bleed Valve
0.478
Spacer, Sleeve
0.472
0.474
Shaft, Guide Pin, Bleed Valve Piston
0.2350
0.2355
Spacer, Sleeve
0.2385
0.2420
1182
1506
Limits inches (mm) Min.
Max.
Replace
0.0100 0.0242 (Radial Tip Clearance) 0.480 0.004 0.008
0.003 0.007
Cancelled
Apr 06/95 Revision No. 2: Jul 02/96
PT6A-72-1510 Page 17 of 17
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1
BULLETIN INDEX LOCATOR
72-50-02 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF MODEL APPLICATION PT6A-6, PT6A-6A, PT6A-6B, PT6A-20, PT6A-20A, PT6A-20B, PT6A-21, PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34AG, PT6A-34B, PT6A-36, PT6A-114, PT6A-114A, PT6D-114A Compliance: Summary:
CATEGORY 8
The coating (CPW333) used on the compressor turbine blades does not have sufficient resistance to sulphidation. Introduce new or modified compressor turbine disk balancing assembly with an improved coating on the compressor turbine blades.
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec, Canada J4G 1A1 Tél. 514-677-9411
28 May 1998 P&WC S.B. No. 1521R1 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1521, Rev. No. 1, dated May 28/98 (P&WC S.B. No. 1521R1) COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES - REPLACEMENT/MODIFICATION OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Service Bulletin revised to include more engine models. 2. Para. 2.D. Material Necessary for Each Engine, revised PRC Code for Blades From 06 to 02.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Aug 19/97 Revision No. 1: May 28/98
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF 1.
Planning Information A.
Effectivity All PT6A-6, -6A, -6B Engines All PT6A-20, -20A, -20B Engines and all engines converted to Engine Model PT6A-20 (Ref. engine conversion SB1267) and all engines converted to Engine Model PT6A-20A (Ref. engine conversion SB1268) and all engines converted to Engine Model PT6A-20B (Ref. engine conversion SB1206) All PT6A-21, -25, -25A, -25C Engines All PT6A-27 Engines and all engines converted to Engine Model PT6A-27 (Ref. engine conversion SB1214) All PT6A-28 Engines and all engines converted to Engine Model PT6A-28 (Ref. engine conversion SB1120) All PT6A-34 Engines and all engines converted to Engine Model PT6A-34 (Ref. engine conversion SB1499) All PT6A-34AG Engines and all engines converted to Engine Model PT6A-34AG (Ref. engine conversion SB1252) All PT6A-34B Engines All PT6A-36 Engines and all engines converted to Engine Model PT6A-36 (Ref. engine conversion SB1405) PT6A-114 Engines which are before and include Serial No. PCE-17497 PT6A-114 Engines which are before and include Serial No. PCE-PB0517 PT6A-114A Engines which are before and include Serial No. PCE-19423 and all engines converted to Engine Model PT6A-114A (Ref. engine conversion SB1453) PT6A-114A Engines which are before and include Serial No. PCE-PC0507 and all engines converted to Engine Model PT6A-114A (Ref. engine conversion SB1453) All PT6D-114A Engines
B.
Concurrent Requirements None.
C.
Reason (1)
Problem Field operators are requesting that the coating used on compressor turbine blades be changed.
(2)
Cause Current coating used on compressor turbine blades does not have sufficient resistance to sulphidation.
(3)
Solution Introduce new compressor turbine blades with a coating (CPW486 or CPW550) which provides improved resistance to sulphidation.
P&WC No. B8888A/B/C Aug 19/97 Revision No. 1: May 28/98
© 1997 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1521 Page 1 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF 1.
Planning Information (Cont’d) D.
Description Replace the compressor turbine blades with a similar compressor turbine blades coated from (CPW486 or CPW550).
E.
Compliance CATEGORY 8 - This service bulletin is optional and can be done at the decision of the operator.
F.
Approval D.O.T./D.A.A. approved.
G. Weight and Balance None. H.
Electrical Load Data Not changed.
I.
Software Accomplishment Summary Not applicable.
J.
References Applicable PT6A Technical Manuals P&WC S.B. No. 1453, SB1268, SB1267, SB1206, SB1214, SB1120, SB1499, SB1252, SB1405 (Conversion Bulletin) PWA Overhaul Standard Practices Manual P/N 585005
K.
Publications Affected Applicable PT6A Technical Manuals
L.
Interchangeability and Intermixability of Parts Not changed.
2.
Material Information A.
Industry Support Information Not applicable.
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 2 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF 2.
Material Information (Cont’d) B.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.D. from any Pratt & Whitney Canada Parts Distribution Center. The estimated total cost of new parts needed to replace old parts is $57237.25 (US, 1997). The estimated total cost of new parts needed to replace old parts is $31165.14 (US, 1997). The new parts are available.
C.
Manpower No more man-hours are necessary to include this service bulletin at overhaul.
D.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1997) Disposition
For PT6A-114, -114A and PT6D-114A engine models: 3045761-01
Disk Balancing Assembly Compressor Turbine
3045741-01
Ê
Blade - Turbine
3102421-01
1
57237.25
3102401-01
58
534.00
(A)(B) (A)
PT6A-6, -6A, -6B, -20, -20A, -20B, -21, -25, -25A, -25C, -27, -28, -34, -34AG, -34B, -36 engine models: 3045741-01
Blade - Turbine
3102401-01
58
534.00
58
3.33
(A)
Consumable Materials Required: 3018240
Rivet - Tubular, 0.0805 x 0.745 Countersunk
(A)
TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02): The old or the new part can replace the old or the new part.
(B)
To get the new part it is possible to make a modification to the old part, or you can get the new part from any Pratt & Whitney Canada Distribution Center.
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 3 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF 2.
Material Information (Cont’d) E.
Reidentified Parts The following list of parts can be reworked:
F.
OLD P/N
NEW P/N
3102421-01
3045761-01
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
Refer to the overhaul manual for instructions: (1)
For PT6A-114, -114A and PT6D-114A engines: (a) Remove compressor turbine disk balancing assembly P/N 3102421-01. (b) Install new or modified compressor turbine disk balancing assembly P/N 3045761-01. (c) Write ‘‘P&WC S.B. No. 1521 Incorporated’’ in the engine log book.
(2)
For all engine models (Including PT6A-114, -114A and PT6D-114A): (a) Remove 58 rivets P/N 3018240. (b) Remove 58 compressor turbine blades P/N 3102401-01. (c) Install 58 new compressor turbine blades P/N 3045741-01 with 58 new rivets P/N 3018240. (d) Write ‘‘P&WC S.B. No. 1521 Incorporated’’ in the engine log book. NOTE:
(3)
Engines incorporating less than the full set of the compressor turbine blades P/N 3045741-01, write in the engine log book the number of the new blades installed.
For PT6A-114, -114A and PT6D-114A engines the existing compressor turbine disk balancing assembly can be modified and reidentified: (a) Identify the compressor turbine disk balancing assembly by striking out the old P/N 3102421-01 and adding the new P/N 3045761-01 in the same general area using electrolytic etch (deep) method of marking in accordance with SPOP 401 (Ref. Standard Practices Manual). NOTE:
Aug 19/97 Revision No. 1: May 28/98
This is only required if all 58 old compressor turbine blades P/N 3102401-01 have been replaced with 58 new compressor turbine blades P/N 3045741-01.
PT6A-72-1521 Page 4 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF 4.
Appendix A.
Refer to Figure 1 for Parts Progression.
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 5 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF
PT6A−6,−6A, −6B, −20, −20A, −20B
3007301 BASIC
3008701
3011101 SB1031
3008801
3014901 SB1081
3011301 SB1031
3011201 SB1031
3023401 SB1210
3102401−01 PD2738
3045741−01 SB1521 Improved Coating
CC 8
PRC 02
CC= Compliance Code PRC= ATA 200 Explanation Code
C38135 Parts Progression of the Compressor Turbine Blades Figure 1 (Sheet 1 of 8)
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 6 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF
3011201 BASIC
PT6A−27
3014901 SB1101
3023401 SB1210
3103901−01 PD2585
3120011−01 SB1514
3045741−01 SB1521 Improved Coating
3102401−01 SB1346
CC 8
PRC 02
3039901 SB1455
CC= Compliance Code PRC= ATA 200 Explanation Code
C62783 Parts Progression of the Compressor Turbine Blades Figure 1 (Sheet 2)
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 7 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF
3014701 BASIC
PT6A−34
3023301 SB1211
3024501 SB1265
3104801−01 SB1388
3102401−01 SB1346
3039901 SB1455
3045741−01 SB1521 Improved Coating
CC 8 3120751−01 SB1520
PRC 02
3103901−01 PD2585
3120011−01 SB1514
CC= Compliance Code PRC= ATA 200 Explanation Code
C62784 Parts Progression of the Compressor Turbine Blades Figure 1 (Sheet 3)
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 8 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF
3023401 BASIC
PT6A−25, −25A
3045741−01 SB1521 Improved Coating
3102401−01 SB1346
CC 8
PRC 02
3039901 SB1455
PT6A−25C
3045741−01 SB1521 Improved Coating
3102401−01 SB1346
CC 8
PRC 02
3039901 SB1455
CC= Compliance Code PRC= ATA 200 Explanation Code
C62785 Parts Progression of the Compressor Turbine Blades Figure 1 (Sheet 4)
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 9 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF
3023301 BASIC
3102401−01 SB1346
PT6A−34B
3045741−01 SB1521 Improved Coating
CC 8
3024501 BASIC
3102401−01 SB1346
3039901 SB1455
PRC 02
PT6A−36
3045741−01 SB1521 Improved Coating
CC 8
PRC 02
3104801−01 SB1388
CC= Compliance Code PRC= ATA 200 Explanation Code
C62786 Parts Progression of the Compressor Turbine Blades Figure 1 (Sheet 5)
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 10 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF
PT6A−114, −114A 3045741−01 SB1521 Improved Coating
3102401−01 BASIC
CC 8
PRC 02
PT6A−21
3023401 BASIC
3102401−01 SB1346
3038701 PD3012
3045741−01 SB1521 Improved Coating
CC 8
PRC 02
3039901 SB1455
CC= Compliance Code PRC= ATA Explanation Code
C62787 Parts Progression of the Compressor Turbine Blades Figure 1 (Sheet 6)
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 11 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF
PT6A−34AG 3024501 BASIC
3039901 SB1455
3102401−01 SB1346
3045741−01 SB1521 Improved Coating
CC 8
PRC 02
3120751−01 SB1520
CC= Compliance Code PRC= ATA 200 Explanation Code
C62788 Parts Progression of the Compressor Turbine Blades Figure 1 (Sheet 7)
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 12 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1521R1 TURBOPROP ENGINE COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES REPLACEMENT/MODIFICATION OF
3011201 BASIC
3014901 SB1101
PT6A−28
3023401 SB1210
3024501 SB1265
3102401−01 SB1346
3045741−01 SB1521 Improved Coating
CC 8
PRC 02
3039901 SB1455
CC= Compliance Code PRC= ATA 200 Explanation Code
C62789 Parts Progression of the Compressor Turbine Blades Figure 1 (Sheet 8)
Aug 19/97 Revision No. 1: May 28/98
PT6A-72-1521 Page 13 of 13
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1516R2
BULLETIN INDEX LOCATOR TURBOPROP ENGINE COMPRESSOR DELIVERY INSULATED AIR PRESSURE TUBE ASSEMBLY - REPLACEMENT OF MODEL APPLICATION PT6A-21, PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34AG, PT6A-34B, PT6A-36, PT6A-114, PT6A-114A, PT6A-135 and PT6A-135A Commercial Support Program No: Compliance: Summary:
A97006R1
CATEGORY 5
The compressor delivery insulated air pressure tube assembly was fractured on a PT6A-25C engine. The tube design has been improved and made from a different material.
Feb 17/97 Revision No. 2: Apr 08/97
PT6A-72-1516 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec, Canada J4G 1A1 Tél. 514-677-9411
08 April 1997 P&WC S.B. No. 1516R2 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1516, Rev. No. 2, dated Apr 08/97 (P&WC S.B. No. 1516R2) COMPRESSOR DELIVERY INSULATED AIR PRESSURE TUBE ASSEMBLY - REPLACEMENT OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Para. 1.A.Effectivity, revised to update engine serial numbers. 2. Para. 1.B., Concurrent Requirements, revised to include revised details of the requirements. 3. Para. 1.E., Compliance, revised to change compliance from 6 to 5.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Feb 17/97 Revision No. 1: Mar 27/97 Revision No. 2: Apr 08/97
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1516R2 TURBOPROP ENGINE COMPRESSOR DELIVERY INSULATED AIR PRESSURE TUBE ASSEMBLY - REPLACEMENT OF 1.
Planning Information A.
Effectivity PT6A-21 Engines which are before and include Serial No. PCE-25931 PT6A-21 Engines which are before and include Serial No. PCE-PE0105 PT6A-25 Engines which are before and include Serial No. PCE-58412 PT6A-25A Engines which are before and include Serial No. PCE-48757 PT6A-25C Engines which are before and include Serial No. PCE-26441 PT6A-25C Engines which are before and include Serial No. PCE-PF0043 PT6A-27 Engines which are before and include Serial No. PCE-42771 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214) PT6A-27 Engines which are before and include Serial No. PCE-47015 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214) PT6A-27 Engines which are before and include Serial No. PCE-PG0024 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214) PT6A-28 Engines which are before and include Serial No. PCE-52696 and all engines converted to Engine Model PT6A-28 (Ref. P&WC engine conversion SB1120) PT6A-34 Engines which are before and include Serial No. PCE-57521 PT6A-34B Engines which are before and include Serial No. PCE-54137 PT6A-34AG Engines which are before and include Serial No. PCE-57528 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion SB1252) PT6A-34AG Engines which are before and include Serial No. PCE-PH0077 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion SB1252) PT6A-36 Engines which are before and include Serial No. PCE-38215 and all engines converted to Engine Model PT6A-36 (Ref. P&WC engine conversion SB1405) PT6A-114 Engines which are before and include Serial No. PCE-17497 PT6A-114 Engines which are before and include Serial No. PCE-PB0520 PT6A-114A Engines which are before and include Serial No. PCE-19423 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453) PT6A-114A Engines which are before and include Serial No. PCE-PC0512 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453) PT6A-135 Engines which are before and include Serial No. PCE-92772 PT6A-135A Engines which are before and include Serial No. PCE-35102 PT6A-135A Engines which are before and include Serial No. PCE-PZ0013
B.
Concurrent Requirements P&WC recommends the incorporation of this service bulletin to be in conjunction with P&WC S.B. No. 1495R3 (Ref. P3 AIR FILTER DRAIN ADAPTER - INTRODUCTION OF).
C.
Reason (1)
Problem The compressor delivery insulated air pressure tube assembly was fractured on a PT6A-25C engine.
P&WC No. B8030D, C0504A Feb 17/97 Revision No. 2: Apr 08/97
© 1997 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1516 Page 1 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1516R2 TURBOPROP ENGINE COMPRESSOR DELIVERY INSULATED AIR PRESSURE TUBE ASSEMBLY - REPLACEMENT OF 1.
Planning Information (Cont’d) (2)
Cause Improper removal of the tube for compressor wash, and internal corrosion were found.
(3)
Solution Redesign the tube to improve durability: v Use a more durable and corrosion resistant material. v Increase tube diameter, wall and insulation thickness v Modify the end fittings to accommodate the larger tube. v Reroute the tube to give improved clearance with the engine.
D.
Description Replace the compressor delivery insulated air pressure tube assembly with a new resigned compressor delivery insulated air pressure tube assembly. NOTE:
E.
A Commercial Support Program Notification No. A97006R1, will be available to support these parts for the operators of PT6A-25C, -27, -28, -34 and -135 installed on Embraer aircraft application and for PT6A 25A and -25C installed on other aircraft applications.
Compliance CATEGORY 5 - Do this service bulletin when the engine is disassembled and access is available to the necessary subassembly (i.e. module, accessories, components, or build groups). Do all spare subassemblies.
F.
Approval D.O.T./D.A.A. approved.
G. Weight and Balance PT6A-25C (Build Specification 580) The engine weight will increase by 0.26 pounds (0.12 kgs). All other engines models The engine weight will increase by 0.17 pounds (0.07 kgs). H.
Electrical Load Data Not changed.
Feb 17/97 Revision No. 2: Apr 08/97
PT6A-72-1516 Page 2 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1516R2 TURBOPROP ENGINE COMPRESSOR DELIVERY INSULATED AIR PRESSURE TUBE ASSEMBLY - REPLACEMENT OF 1.
Planning Information (Cont’d) I.
Software Accomplishment Summary Not applicable.
J.
References Applicable PT6A Technical Manuals P&WC S.B. No. 1495R3 P&WC S.B. No. 1120, 1214, 1252, 1405 and 1453 (Conversion Bulletins) P&WC Commercial Support Program Notification Program No. A97006R1
K.
Publications Affected Applicable PT6A Technical Manuals
L.
Interchangeability and Intermixability of Parts Not changed.
2.
Material Information A.
Industry Support Information A Commercial Support Program Notification No. A97006R1, will be available to support these parts for the operators of PT6A -25C, -27, -28, -34 and -135 installed on Embraer aircraft and for PT6A 25A and -25C installed on other aircraft applications.
B.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.D. from any Pratt & Whitney Canada Parts Distribution Center. The estimated total cost of new parts needed to replace old parts is $Quote (US, 1997). The new parts are scheduled to be available in May 15, 1997.
C.
Manpower Once you have access to the part, an estimate of 2.0 man-hours is required to include this service bulletin at maintenance. No more man-hours are necessary to include this service bulletin at overhaul.
Feb 17/97 Revision No. 2: Apr 08/97
PT6A-72-1516 Page 3 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1516R2 TURBOPROP ENGINE COMPRESSOR DELIVERY INSULATED AIR PRESSURE TUBE ASSEMBLY - REPLACEMENT OF 2.
Material Information (Cont’d) D.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1997) Disposition
3123100-01
Tube - Insulated, Air Pressure, Compressor Delivery, Assembly of
3016724
1
Quote
(A)
3123099-01
Ê
Tube - Air Pressure, Compressor Delivery
3032509
1
NP
(B)
Ê Ê
Tube - Air Pressure, Compressor
3016725
1
ST3410-06
Ê Ê
Tube - Seamless, 0.375 Diameter
1
NP
(B)
3123098-01
Ê Ê
Adapter - Tube, Compressor
1
NP
(B)
Ê Ê
Elbow - Tube To Boss, 0.250, 2 Hole, 90
Ê Ê
Elbow - Tube To Boss, 0.375, 2 Hole, 90
NP
(B)
Ê Ê
Nut - Tube Coupled, 0.4375-20
Ê Ê
Nut - Tube Coupling, 0.4375 -20J-3B
Ê Ê
Ferrule - Tube Fitting, 0.250
Ê Ê
Wire - Thrust, 0.078 x 1.438
3123040-01
ST3088-07
ST3197-05
3011864
MS9198-04
1
1 62.10
MS9483-04
1
(A)
TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02) The old or the new part can replace the old or the new part.
(B)
Part is not procurable. E.
4.10
Reidentified Parts None.
Feb 17/97 Revision No. 2: Apr 08/97
PT6A-72-1516 Page 4 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1516R2 TURBOPROP ENGINE COMPRESSOR DELIVERY INSULATED AIR PRESSURE TUBE ASSEMBLY - REPLACEMENT OF 2.
Material Information (Cont’d) F.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
4.
Refer to the maintenance or overhaul manuals for instructions: (1)
Remove compressor delivery insulated air pressure tube assembly P/N 3016724.
(2)
Install new compressor delivery insulated air pressure tube assembly P/N 3123100-01.
(3)
Write ‘‘P&WC S.B. No. 1516 Incorporated’’ in the engine log book.
Appendix A.
Refer to figure 1 for Parts Progression.
Feb 17/97 Revision No. 2: Apr 08/97
PT6A-72-1516 Page 5 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1516R2 TURBOPROP ENGINE COMPRESSOR DELIVERY INSULATED AIR PRESSURE TUBE ASSEMBLY - REPLACEMENT OF
3016724 BASIC
3123100−01 SB1516 Redesign Tube
CC 6
PRC 02
C37149 Progression of the Part Figure 1
Feb 17/97 Revision No. 2: Apr 08/97
PT6A-72-1516 Page 6 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1535
BULLETIN INDEX LOCATOR
73-20-00 TURBOPROP ENGINE FUEL CONTROL UNIT - MODIFICATION/REPLACEMENT OF MODEL APPLICATION PT6A-114A Compliance: Summary:
Jan 08/97
CATEGORY 7
To make sure that take-off power can be reached at all conditions, a new fuel control unit which has an increased fuel flow manual override function is introduced. The existing fuel control unit can be modified and reidentified.
PT6A-72-1535 Cover Sheet
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1535 TURBOPROP ENGINE FUEL CONTROL UNIT - MODIFICATION/REPLACEMENT OF
1.
Planning Information A.
Effectivity PT6A-114A Engines which are before and include Serial No. PCE-19423 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453) PT6A-114A Engines which are before and include Serial No. PCE-PC0465 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453)
B.
Concurrent Requirements None.
C.
Reason (1)
Problem Some instances have occurred where it was difficult to reach engine take-off power on the manual override function.
(2)
Cause In some instances, the fuel flow provided by the fuel control manual override function is low.
(3)
Solution Provide a new fuel control unit with an increased fuel flow manual override sufficient to make sure that engine take-off power can be reached at all conditions. The existing fuel control unit can be modified and reidentified.
D.
Description Remove and replace the fuel control unit with a new, or modified, fuel control unit with an increased fuel flow manual override function.
E.
Compliance CATEGORY 7 - Do this service bulletin when the supply of superseded parts is fully used.
F.
Approval D.O.T./D.A.A. approved.
G. Manpower Once you have access to the part, an estimate of 1 man-hours is required to include this service bulletin at maintenance. P&WC No. B7454A Jan 08/97 © 1997 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1535 Page 1 of 5
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1535 TURBOPROP ENGINE FUEL CONTROL UNIT - MODIFICATION/REPLACEMENT OF
1.
Planning Information (Cont’d) No more man-hours are necessary to include this service bulletin at overhaul. H.
Weight and Balance None.
I.
Electrical Load Data Not changed.
J.
Software Accomplishment Summary Not applicable.
K.
References Applicable PT6A Technical Manuals P&WC S.B. No. 1529 P&WC S.B. No. 1453 Conversion bulletin Allied-Signal S.B. No. 3244897-73-1
L.
Publications Affected Applicable PT6A Technical Manuals
M. Interchangeability and Intermixability of Parts Not changed. 2.
Material Information A.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.C. from any Pratt & Whitney Canada Parts Distribution Center. The estimated total cost of new parts needed to replace old parts is $30051.00 (US, 1996). The estimated total cost of new parts needed to modify old parts is $ Quote (US, 1996). The new parts are available.
B.
Industry Support Information Not applicable.
Jan 08/97
PT6A-72-1535 Page 2 of 5
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1535 TURBOPROP ENGINE FUEL CONTROL UNIT - MODIFICATION/REPLACEMENT OF
2.
Material Information (Cont’d) C.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
3244897-2
Old P/N
Fuel Control - Turboprop, Supplier (V07213) P&WC P/N 3122678-02 Fuel Control - Turboprop, Supplier (V07213) P&WC P/N 3122678-01
Est. Unit List Price Instructions Qty ($US,1996) Disposition 1
3244897-1
30051.00
1
(A)
TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02) The old or the new part can replace the old or the new part.
(B)
To get the new part it is possible to modify and reidentify the old part. D.
(A)(B)
(A)
Reidentified Parts The following list of parts can be reworked:
E.
OLD P/N
NEW P/N
3244897-1 (P&WC P/N 3122678-01)
3244897-2 (P&WC P/N 3122678-02)
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
B.
Refer to the maintenance or overhaul manual for instructions: (1)
Remove FCU P/N 3244897-1 (P&WC P/N 3122678-01).
(2)
Install new or modified FCU P/N 3244897-2 (P&WC P/N 3122678-02).
Write ‘‘P&WC S.B. No. 1535 incorporated’’ in the engine log book.
Jan 08/97
PT6A-72-1535 Page 3 of 5
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1535 TURBOPROP ENGINE FUEL CONTROL UNIT - MODIFICATION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) C.
FCU P/N 32448897-1 (P&WC P/N 3122678-01), can be modified and reidentified to P/N 3244897-2 (P&WC P/N 3122678-02) by sending the FCU to: Allied-Signal Aerospatiale Canada Inc. 200 Laurentian Blvd. St. Laurent, Montreal, Quebec Canada H4L 4X8 or Pratt & Whitney Canada 2525 Fernand Lafontaine Longueuil, Quebec Canada J4N 1N7
4.
Appendix A.
Refer to Figure 1 for the parts progression of the FCU.
Jan 08/97
PT6A-72-1535 Page 4 of 5
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1535 TURBOPROP ENGINE FUEL CONTROL UNIT - MODIFICATION/REPLACEMENT OF
PT6A−114A
3244809−3 P&WC P/N 3034361C SPB39
3244809−1 P&WC P/N 3034361 3244809−2 P&WC P/N 3034361B BASIC
3244809−4 P&WC P/N 3039066 SB1472
3244809−5 P&WC P/N 3122678−01 SB1525
3244809−5−4 P&WC P/N 01R3034361 SB1525
3244897−1 P&WC P/N 3122678−01A SB1529
3244897−2 P&WC P/N 3122678−02 Increased Fuel Flow Manual Override Function SB1535 PRC 02
CC 7
C27879B Parts Progression of the FCU Figure 1
Jan 08/97
PT6A-72-1535 Page 5 of 5
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3
BULLETIN INDEX LOCATOR TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF MODEL APPLICATION PT6A-21, -25, -25A,-25C, -27, -28, -34, -34B, -34AG, -114, -114A, -135 and -135A Commercial Support Program No: Compliance: Summary:
A96036
CATEGORY 3
There have been occurrences of BOV malfunction (Ref. Supplier’s Code 8070). This service bulletin specifies an inspection or a replacement of the BOV cover assembly on affected engines. A Commercial Support Program Notification No. A96036, has been defined to assist in this part.
Nov 22/96 Revision No. 3: Dec 02/96
PT6A-72-1538 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec Canada J4G 1A1 Tél. 514/677-9411 Fax 514/647-3620
02 December 1996
P&WC S.B. No. 1538R3 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1538, Rev. No. 3, dated Dec 02/96 (P&WC S.B. No. 1538R3) BLEED OFF VALVE (BOV) COVER INSPECTION/REPLACEMENT OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Added new models to the Effectivity: PT6A-25, -25A, -28 and -34. 2. Added new NOTE in Effectivity and same NOTE after Table 1. 3. Added a BOV serial number range: 21A233 to 21A287. 4. Added NOTE 2 and NOTE 3 in the Accomplishment Instructions after Table 1. 5. Added NOTE 1 for the transfer of information from old bleed valve cover assembly to new bleed valve cover assembly.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Revision No. 1: Revision No. 2: Revision No. 3:
Nov 22/96 Nov 26/96 Nov 28/96 Dec 02/96
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3 TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
1.
Planning Information A.
Effectivity PT6A-21 Engines which are between and include Serial No. PCE-25845 and PCE-25931 PT6A-21 Engines which are before and include Serial No. PCE-PE0051 PT6A-25 and -25A Engines (See NOTE 1) PT6A-25C Engines which are between and include Serial No. PCE-26372 and PCE-26440 PT6A-25C Engines which are before and include Serial No. PCE-PF0029 but not including PCE-PF0013, PCE-PF0015, PCE-PF0017 and PCE-PF0028 PT6A-27 Engines which are between and include Serial No. PCE-42767 and PCE-42771 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214) PT6A-27 Engines which are before and include Serial No. PCE-PG0008 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214) PT6A-28 Engines (See NOTE 1) PT6A-34 Engines which are before and include Serial No. PCE-RB0004 PT6A-34B Engines (See NOTE 1) PT6A-34AG Engines which are between and include Serial No. PCE-57494 and PCE-57528 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion SB1252) PT6A-34AG Engines which are before and include Serial No. PCE-PH0036 but not including PCE-PH0033 and PCE-PH0035 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion SB1252) PT6A-114 Engines which are between and include Serial No. PCE-17489 and PCE-17497 PT6A-114 Engines which are between and include Serial No. PCE-PB0498 and PCE-PB0509 PT6A-114A Engines which are between and include Serial No. PCE-19307 and PCE-19423 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453) PT6A-114A Engines which are between and include Serial No. PCE-PC0424 and PCE-PC0481 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453) PT6A-135 Engine Serial No. PCE-92772 PT6A-135A Engine Serial No. PCE-35102
P&WC No. R6071B Nov 22/96 Revision No. 3: Dec 02/96
© 1996 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1538 Page 1 of 9
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3 TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
1.
Planning Information (Cont’d) PT6A-135A Engines which are before and include Serial No. PCE-PZ0003 NOTE: 1. This service bulletin applies to all BOV (Supplier’s Code No. 8070) and to all installed BOVs on engines not identified in the above list, and including all spare BOV’s with that code number. This code number is found on the compressor bleed valve cover assembly P/N 3105436-01. NOTE: 2. The serial numbers of the affected BOVs are listed in Table 1. BOVs that have been reidentified to RE71 have been inspected and no further action is necessary. NOTE: 3. If there is a conflict between engine serial numbers and the serial numbers of the affected BOVs, the serial numbers of the affected BOVs take precedence. B.
Concurrent Requirements None.
C.
Reason (1)
Problem Malfunction of BOV (Ref. Supplier’s Code No. 8070).
(2)
Cause Possible movements of guide shaft pin can result in wear indications or fracture of the cotter pin.
(3)
Solution Perform an inspection on the cotter pin and check for any movement of BOV guide shaft pin. Replace the BOV cover assembly if any wear indications are found on the cotter pin or any movement of the guide shaft pin is apparent.
D.
Description For the BOV with the supplier’s code No. 8070, inspect and or replace the BOV cover assembly if any wear indications are found on the cotter pin or any movement in the guide shaft pin is apparent. NOTE:
A Commercial Support Program Notification No. A96036, has been defined to assist in procuring this part.
Nov 22/96 Revision No. 3: Dec 02/96
PT6A-72-1538 Page 2 of 9
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3 TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
1.
Planning Information (Cont’d) E.
Compliance CATEGORY 3 - Do within the next 100 flight hours. NOTE:
F.
Do all spare subassemblies.
Approval D.O.T./D.A.A. approved.
G. Manpower Once you have access to the part, an estimate of 1.0 man-hours is required to include this service bulletin at maintenance. No more man-hours are necessary to include this service bulletin at overhaul. H.
Weight and Balance None.
I.
Electrical Load Data Not changed.
J.
Software Accomplishment Summary Not applicable.
K.
References Applicable PT6A Technical Manuals Commercial Support Program Notification No. A96036 P&WC S.B. No. 1214, 1252, and 1453
L.
Publications Affected Applicable PT6A Technical Manuals
M. Interchangeability and Intermixability of Parts Not changed. 2.
Material Information A.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.C. from any Pratt & Whitney Canada Parts Distribution Center.
Nov 22/96 Revision No. 3: Dec 02/96
PT6A-72-1538 Page 3 of 9
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3 TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
2.
Material Information (Cont’d) B.
Industry Support Information A Commercial Support Program Notification No. A96036, will be available to support these parts.
C.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1996) Disposition
Refer to Para. 3, Accomplishment Instructions, for the details of any parts and consumable materials required, depending on the results of the inspection.
D.
Reidentified Parts None.
E.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
Refer to the maintenance manual and to Figure 1,for removal and installation instructions: (1)
For BOV with Supplier’s Code No. 8070 and serial numbers:
Nov 22/96 Revision No. 3: Dec 02/96
PT6A-72-1538 Page 4 of 9
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3 TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
100
20
110
30 100
70 110 40
10
80 50
90
60
A
INTERFACE AREAS VIEW ON
A
C36198 Compressor Bleed Valve Cover Inspection and Replacement Area Figure 1
Nov 22/96 Revision No. 3: Dec 02/96
PT6A-72-1538 Page 5 of 9
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3 TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) TABLE 1, Affected BOV Serial Numbers 19A757
TO
19A949
19A962
TO
20A011
20A114
TO
20A286
20A295
TO
20A375
20A409
TO
20A587
20A590
TO
20A717
20A818
TO
21A179
21A180
TO
21A189
21A210
TO
21A232
21A233
TO
21A287
21A388
TO
22A351
22A406
TO
22A411
22A512
TO
23A156
23A357
TO
23A389
23A444
TO
23A604
23A665
TO
23A761
23A762
TO
23A855
23A956
TO
24A135
24A336
TO
24A831
Nov 22/96 Revision No. 3: Dec 02/96
PT6A-72-1538 Page 6 of 9
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3 TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) NOTE: 1. This supplier’s code number is found on compressor bleed valve cover assembly P/N 3105436-01 (Ref. 10). NOTE: 2. The serial numbers of the affected BOVs are listed in Table 1. BOVs that have been identified to RE71 have been inspected and no further action is necessary. NOTE: 3. If you have identified a BOV in the above table, please contact your local P&WC Support Representative or P&WC Help Desk at 1-800-268-8000 (North America) or 1-514-647-8000 (International). NOTE: 4. If there is a conflict between engine serial numbers and the serial numbers of the affected BOVs, the serial numbers of the affected BOVs take precedence. (a) Remove compressor BOV from the engine. (b) Remove compressor bleed valve cover assembly by removing four nuts P/N 3016606 (Ref. 20), washers P/N MS9320-09 (Ref. 30). (c) Separate compressor bleed valve cover P/N 3105436-01 (Ref. 10) from compressor bleed valve housing. (2)
Perform an inspection on the compressor bleed valve cover assembly: (a) Verify the integrity of the cotter pin P/N MS9245-30 (Ref. 60). (b) Remove the cotter pin P/N MS9245-30 (Ref. 60). (c) Inspect middle section of the cotter pin for marks, dents, grooves or any evidence of pitting, pinching or any wear (Ref. View A). (d) Special attention should be placed on the interface areas between the guide shaft pin and the cover bore where the cotter pin may be subjected to shear stress as defined in Figure 1. NOTE:
Discard the cotter pin.
(e) Any defect found on the cotter pin is a true indication of movement of the guide shaft pin in the bore while valve is in operation. NOTE: (f)
If this condition is found, a new compressor bleed valve cover assembly must be installed (Ref. Para. 3.A.3).
Firmly hold the valve cover assembly with one hand and using the other hand apply radial and axial force from guide shaft pin end, to check for movement of the shaft in the cover bore. NOTE:
Nov 22/96 Revision No. 3: Dec 02/96
If movement is found, a new compressor bleed valve cover assembly must be installed (Ref. Para. 3.A.3).
PT6A-72-1538 Page 7 of 9
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3 TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) (g) Install a new cotter pin P/N MS9245-30 (Ref. 60) and assemble the compressor bleed valve cover assembly to the compressor bleed valve housing (Ref. Para. 3.A.4). (3)
Installation of a new compressor bleed valve cover assembly. (a) Remove metering components from unserviceable compressor bleed valve cover: NOTE: 1. Metering plugs must never be intermixed with parts from other valves or new parts fitted in the field. NOTE: 2. For the PT6A-25 and -25A engines, item 100 on top of the compressor bleed valve cover corresponds to the metering plug, and item 90 corresponds to one of the blanking plugs. 1
Remove plugs (Ref. 100) from the compressor bleed valve cover assembly (Ref. 10) and discard preformed packings (Ref. 110).
2
Remove metering plug (Ref. 90) from the compressor bleed valve cover assembly (Ref. 10) and discard preformed packing (Ref. 80).
(b) Assemble and install metering components on the new compressor bleed valve cover assembly:
(4)
1
Install new preformed packing (Ref. 110) on the blanking plugs (Ref. 100) and fit plugs in the compressor bleed valve cover assembly (Ref. 10). Do not torque plug at this time.
2
Install new preformed packing (Ref. 80) on the metering plug (Ref. 90) and install plug in the compressor bleed valve cover assembly (Ref. 10). Do not torque plug at this time.
Assemble the compressor bleed valve cover assembly P/N 3105436-01 (Ref. 10) and compressor bleed valve housing: CAUTION: MAKE SURE METERING PLUG PASSAGE IS CLEAR OF ANY FOREIGN MATERIAL. (a) Lightly smear mating face of the compressor bleed valve cover assembly P/N 3105436-01 (Ref. 10) with sealing compound (AMS3087, MIL-S-8660, Dow Corning No. 4), and position cover over studs on compressor bleed valve housing, so that shoulder pins P/N 3002376 (Ref. 40) are aligned. Make sure the diaphragm skirt is properly seated between housing and the cover. NOTE:
Nov 22/96 Revision No. 3: Dec 02/96
When applying compound (AMS3087, MIL-S-8660, Dow Corning No. 4), make sure that area around the metering plug is dry and the cavity is free from the compound.
PT6A-72-1538 Page 8 of 9
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1538R3 TURBOPROP ENGINE BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) (b) Install four washers P/N MS9320-09 (Ref. 30) and nuts P/N 3016606 (Ref. 20). Torque nuts 16 to 20 lb. in. (c) Withdraw piston towards end of the housing until diaphragm is taut; then push piston back up through housing to make sure the diaphragm is rolling properly between piston and the housing wall. (5)
Perform compressor bleed valve assembly checks in accordance with the maintenance manual. NOTE:
(6)
Identify serviceable compressor bleed valve assembly with ‘‘RE71’’ adjacent to the P/N using the vibropeen method of marking. NOTE:
4.
After test, torque all metering plugs in accordance with maintenance manual.
If a new compressor bleed valve cover assembly is used, transfer all necessary identification part numbers (including serial and class number) from the old cover assembly to the new cover assembly.
(7)
Install serviceable compressor bleed valve assembly in accordance with the maintenance manual.
(8)
Write ‘‘P&WC S.B. No. 1538 incorporated’’ in the engine log book.
Appendix Not applicable.
Nov 22/96 Revision No. 3: Dec 02/96
PT6A-72-1538 Page 9 of 9
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1550
BULLETIN INDEX LOCATOR
72-60-00 TURBOPROP ENGINE THINNER ADJUSTMENT SPACERS FOR OIL PRESSURE RELIEF VALVE - INTRODUCTION OF MODEL APPLICATION PT6A-25C, -34AG Compliance: Summary:
CATEGORY 8
Adjustment of the main oil pressure indication is difficult because of the pressure relief valve (PRV) sensitivity. Additional thinner spacers are introduced to permit more sensitive adjustment of the pressure relief valve.
B
A
VIEW ON A (PT6A−34AG)
Feb 23/98
VIEW ON B (PT6A−25C)
PT6A-72-1550 Cover Sheet
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1550 TURBOPROP ENGINE THINNER ADJUSTMENT SPACERS FOR OIL PRESSURE RELIEF VALVE - INTRODUCTION OF 1.
Planning Information A.
Effectivity PT6A-25C Engines which are before and include Serial No. PCE-PF0044, and Serial No. PCE-26001 thru PCE-26441 PT6A-34AG Engines which are before and include Serial No. PCE-PH0116, and Serial No. PCE-57001 thru PCE-57528 and all engines converted to engine model PT6A-34AG (Ref. engine conversion SB1252)
B.
Concurrent Requirements None.
C.
Reason (1)
Problem It is not easy to obtain the proper torque indication requirement.
(2)
Cause The pressure relief valve adjustment sensitivity is not sufficient to permit the fine adjustment required.
(3)
Solution Provide thinner spacers to permit a finer range of adjustment of the PRV.
D.
Description At engine assembly, to obtain the required oil pressure, new thinner adjustment spacers may be installed as required following maintenance manual instructions.
E.
Compliance CATEGORY 8 - Do this service bulletin based on experience with the old part(s).
F.
Approval D.O.T./D.A.A. approved.
G. Weight and Balance None. H.
Electrical Load Data Not changed.
P&WC No. C0721A Feb 23/98 © 1998 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1550 Page 1 of 3
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1550 TURBOPROP ENGINE THINNER ADJUSTMENT SPACERS FOR OIL PRESSURE RELIEF VALVE - INTRODUCTION OF 1.
Planning Information (Cont’d) I.
Software Accomplishment Summary Not applicable.
J.
References Applicable PT6A Technical Manuals P&WC S.B. No. 1252 (Conversion Bulletin)
K.
Publications Affected Applicable PT6A Technical Manuals
L.
Interchangeability and Intermixability of Parts Not changed.
2.
Material Information A.
Industry Support Information Not applicable.
B.
Material - Cost and Availability You can get the procurable parts listed in Para. 2.D. from any Pratt & Whitney Canada Parts Distribution Center. The new parts are available.
C.
Manpower No more man-hours are necessary to include this service bulletin at maintenance.
D.
Material Necessary for Each Engine The quantity of materials listed in this section is on a per engine basis.
New P/N
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1998) Disposition
PT6A-25C 3045236-01
Feb 23/98
Spacer, Flat, 0.655 ID X 0.855 OD X 0.025 Thick
AR
6.70
(A)(C)
PT6A-72-1550 Page 2 of 3
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1550 TURBOPROP ENGINE THINNER ADJUSTMENT SPACERS FOR OIL PRESSURE RELIEF VALVE - INTRODUCTION OF 2.
Material Information (Cont’d)
New P/N
Keyword
Old P/N
Est. Unit List Price Instructions Qty ($US,1998) Disposition
PT6A-34AG AJ3011810
Gearbox Assembly, Accessory
3045432-01
Ê
A3011810
Spacer, Flat, 0.655 ID X 0.855 OD X 0.025 Thick
1
Ref.
(B)
AR
Quote
(C)
(A)
ONE WAY INTERCHANGEABLE - (ATA 200 Explanation Code 01): The old part can only replace the old part; the new part can replace the old and the new part.
(B)
TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02): The old or the new part can replace the old or the new part.
(C)
A maximum of one (1) spacer may be used. E.
Reidentified Parts None.
F.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
B. 4.
Refer to the instructions in the maintenance manual (Ref. 72-60-00): (1)
To obtain the required oil pressure, install a maximum of one (1) spacer P/N 3045236-01 (PT6A-25C) or P/N 3045232-01 (PT6A-34AG).
(2)
Install the oil pressure relief valve.
Write ‘‘P&WC S.B. No. 1550 incorporated’’ in the engine log book.
Appendix Not applicable.
Feb 23/98
PT6A-72-1550 Page 3 of 3
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1555R4
BULLETIN INDEX LOCATOR
73-10-05 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF MODEL APPLICATION PT6A-21, PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34AG, PT6A-34B, PT6A-36, PT6A-114, PT6A-114A, PT6A-135, PT6A-135A, PT6D-114A Commercial Support Program No: Compliance: Summary:
A98005 (And subsequent revision while program is in effect).
CATEGORY 3
There have been two occurrences where unusual exhaust gas temperature distribution has been observed at P&WC production facilities. This service bulletin specifies an inspection or a replacement of the fuel manifold adapter assemblies procured from any P&WC Parts Distributor or installed on new engines prior to January 31st 1998. Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), has been defined to assist in the accomplishment of this service bulletin.
Feb 11/98 Revision No. 4: May 13/98
PT6A-72-1555 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec, Canada J4G 1A1 Tél. 514-677-9411
13 May 1998 P&WC S.B. No. 1555R4 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1555, Rev. No. 4, dated May 13/98 (P&WC S.B. No. 1555R4) FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Para. 3., Table 1, revised to correct and add applicable fuel nozzle part numbers.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
Yes, see Table 1.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Revision No. 1: Revision No. 2: Revision No. 3: Revision No. 4:
Feb 11/98 Feb 16/98 Mar 17/98 May 01/98 May 13/98
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1555R4 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information A.
Effectivity PT6A-21 Engines which are before and include Serial No. PCE-PE0142 PT6A-25 Engines which are before and include Serial No. PCE-58412 PT6A-25A Engines which are before and include Serial No. PCE-48757 PT6A-25C Engines which are before and include Serial No. PCE-PF0043 PT6A-27 Engines which are before and include Serial No. PCE-PG0042 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214) PT6A-28 Engines which are before and include Serial No. PCE-52696 and all engines converted to Engine Model PT6A-28 (Ref. P&WC engine conversion SB1120) PT6A-34 Engines which are before and include Serial No. PCE-RB0015 and all engines converted to Engine Model PT6A-34 (Ref. P&WC engine conversion SB1499) PT6A-34AG Engines which are before and include Serial No. PCE-PH0115 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion SB1252) PT6A-34B Engines (See Note 2) PT6A-36 Engines which are before and include Serial No. PCE-38215 and all engines converted to Engine Model PT6A-36 (Ref. P&WC engine conversion SB1405) PT6A-114 Engines which are before and include Serial No. PCE-PB0526 (Notes 1 through 4 also apply) PT6A-114A Engines which are before and include Serial No. PCE-PC0559 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453) (Notes 1 through 4 also apply) PT6A-135 Engines which are before and include Serial No. PCE-RE0002 PT6A-135A Engines which are before and include Serial No. PCE-PZ0017 PT6D-114A Engine Serial No. PCE-RG0001 NOTE: 1. This service bulletin applies to all fuel manifold adapter assemblies shown in Table 1 installed on new engines identified in the above list. NOTE: 2. This service bulletin applies to all spare fuel manifold adapter assemblies procured from any P&WC Parts Distributor prior to January 31st 1998 that have been installed. NOTE: 3. This service bulletin applies to all new spare fuel manifold assemblies procured from any P&WC Parts Distributor prior to January 31st 1998 not yet installed. NOTE: 4. Fuel manifold adapter assemblies that have been reidentified to RE00 have been inspected and no further action is necessary.
B.
Concurrent Requirements None.
P&WC No. R6100A Feb 11/98 Revision No. 4: May 13/98
© 1998 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1555 Page 1 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1555R4 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information (Cont’d) C.
Reason (1)
Problem Premature hot section deterioration can be caused by incorrect assembly detail parts of the fuel manifold adapter assemblies.
(2)
Cause Fuel manifold adapter assemblies were assembled with the incorrect fuel nozzle assembly detail part.
(3)
Solution Perform an inspection on the fuel manifold adapter assemblies to determine the correct detail parts of that assembly. Replace incorrect parts as shown in Table 1.
D.
Description For the fuel manifold adapters assemblies remove, inspect, reidentify or replace with the correct parts and install. NOTE:
E.
Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), has been defined to assist in the incorporation of this service bulletin.
Compliance CATEGORY 3 - Do within the next scheduled fuel nozzle inspection interval, but not to exceed 400 flight hours.
F.
Approval D.O.T./D.A.A. approved.
G. Weight and Balance None. H.
Electrical Load Data Not changed.
I.
Software Accomplishment Summary Not applicable.
Feb 11/98 Revision No. 4: May 13/98
PT6A-72-1555 Page 2 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1555R4 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information (Cont’d) J.
References Applicable PT6A Technical Manuals P&WC S.B. No. 1214, 1120, 1499, 1252, 1405 and 1453 (Conversion Bulletins) Commercial Support Program Notification A98005 (And subsequent revision while program is in effect)
K.
Publications Affected None.
L.
Interchangeability and Intermixability of Parts Not changed.
2.
Material Information A.
Industry Support Information Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), will be available to support these parts.
B.
Material - Cost and Availability Not applicable. Refer to Para. 3, Accomplishment Instructions for details of any parts and consumable materials required, depending on the results of the inspection.
C.
Manpower Once you have access to the part, an estimate of 6.0 man-hours is required to include this service bulletin at maintenance. No more man-hours are necessary to include this service bulletin at overhaul.
D.
Material Necessary for Each Engine Not applicable.
E.
Reidentified Parts None.
F.
Tooling - Price and Availability Not applicable.
Feb 11/98 Revision No. 4: May 13/98
PT6A-72-1555 Page 3 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1555R4 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions A.
Refer to the applicable maintenance, overhaul manuals and to Figure 1 for instructions: (1)
Remove all fuel manifold adapters from the engine.
CAUTION: FOR PARTS REMOVED FROM THE ENGINE, DO NOT STRAIGHTEN LUGS ON TAB WASHERS OR REMOVE FUEL NOZZLE ASSEMBLIES FROM THE MANIFOLD ADAPTERS. (2)
If necessary, remove carbon build-up from the general area surrounding the fuel nozzle hexagon. Refer to the cleaning instructions. NOTE:
(3)
Scrubbing the fuel nozzle with a non-metallic bristle brush can be used as an alternate method to remove the carbon build-up from around the fuel nozzle, provided the fuel manifold adapter is installed in a flow fixture and is kept flowing during the brushing operation.
With a 10X magnifying glass verify that each manifold adapter carries the correct detail fuel nozzle assembly part number. (a) The part identification number of the fuel manifold adapter assemblies (primary, secondary or inlet) must correspond with one of the approved configurations of the fuel nozzle assemblies. (Refer to Table 1). NOTE:
If the identification number of the nozzle part cannot be identified, the manifold adapter must be sent to an approved overhaul facility to comply with this service bulletin.
(4)
All suspect fuel manifold adapter assemblies including spare assemblies must be returned for calibration and reidentification. (Refer to Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), for details).
(5)
If one of the fuel manifold adapter assemblies is found with the incorrect configuration of the fuel nozzle assembly (Ref. Table 1), or if the identification number of one fuel nozzle assembly could not be identified, proceed as follows: NOTE:
For new engines with total time of 20 flight hours or less, the following procedure is not required.
(a) Remove power section module. (b) Remove combustion chamber liner. (c) Inspect combustion chamber liner, small exit duct and compressor turbine vane ring for signs of overheating. Refer to applicable manuals for acceptable conditions. NOTE:
Feb 11/98 Revision No. 4: May 13/98
Check specially the compressor turbine vane ring for distortion, if necessary, remove the compressor turbine disk assembly to facilitate the inspection of the compressor turbine vane ring.
PT6A-72-1555 Page 4 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1555R4 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
ADAPTER
LOCATION OF PART NUMBER TO BE VERIFIED. (ONE OF THE FACES OF THE HEXAGON)
C61487 Inspection of Fuel Manifold Adapter Assembly Figure 1
Feb 11/98 Revision No. 4: May 13/98
PT6A-72-1555 Page 5 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1555R4 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) (d) If the compressor turbine vane ring has trailing edge burn through beyond the limits specified in the manual, the compressor turbine blades must be replaced. (e) Repair or replace all other parts as necessary. (f)
Install the combustion chamber liner.
(g) Install power section module.
B.
(6)
Serviceable fuel manifold adapter assemblies must be identified with ‘‘RE00’’ adjacent to the part number using the vibropeen method of marking.
(7)
Install serviceable fuel manifold adapter assemblies.
Write ‘‘P&WC S.B. No. 1555 Incorporated’’ in the engine log book. TABLE 1, Acceptable Fuel Manifold Nozzle Assemblies
Engine Model
Fuel Manifold Adapter Type
Manifold Adapter Part Numbers
Fuel Nozzle Part Numbers
Primary
3014704 3106347-01
3010036 or 3034891 or 3030946
Secondary
3014705 3106346-01
3010036 or 3034891 or 3030946
Inlet
3019757 3106345-01
3010036 or 3034891 or 3030946
Primary
3014704 3106347-01
3010036 or 3030946 or 3034891
Secondary
3014705 3106346-01
3010036 or 3030946 or 3034891
Inlet
3019757 3106345-01
3010036 or 3030946 or 3034891
PT6A-21
PT6A-25, -25A
Feb 11/98 Revision No. 4: May 13/98
PT6A-72-1555 Page 6 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1555R4 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) TABLE 1, Acceptable Fuel Manifold Nozzle Assemblies (Cont’d) Engine Model
Fuel Manifold Adapter Type
Manifold Adapter Part Numbers
Fuel Nozzle Part Numbers
Primary
3014704 3106347-01
3010036 or 3030946 or 3034891
Secondary
3014705
3010036 or 3030946 or 3034891
Inlet
3019757 3106345-01
3010036 or 3030946 or 3034891
Primary
3014704 3106347-01
3010036 or 3030946 or 3034891
Secondary
3014705 3106346-01
3010036 or 3030946 or 3034891
Inlet
3106348-01
3010036 or 3030946 or 3034891
Primary
3014704 3106347-01
3010036 or 3030946 or 3034891
Secondary
3014705 3106346-01
3010036 or 3030946 or 3034891
Inlet
3106348-01
3010036 or 3030946 or 3034891
PT6A-25C
PT6A-27, -28
PT6A-34, -34AG, -34B, -36
Feb 11/98 Revision No. 4: May 13/98
PT6A-72-1555 Page 7 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1555R4 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) TABLE 1, Acceptable Fuel Manifold Nozzle Assemblies (Cont’d) Engine Model
Fuel Manifold Adapter Type
Manifold Adapter Part Numbers
Fuel Nozzle Part Numbers
Primary
3014704 3106347-01
3010036 or 3030946 or 3034891
Secondary
3014705 3106346-01
3010036 or 3030946 or 3034891
Inlet
3019757 3106348-01 3106345-01
3010036 or 3030946 or 3034891
PT6A-114, -114A, -135, -135A
4.
Appendix Not applicable.
Feb 11/98 Revision No. 4: May 13/98
PT6A-72-1555 Page 8 of 8
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1558R1
BULLETIN INDEX LOCATOR
73-10-05 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF MODEL APPLICATION PT6A-21, PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34AG, PT6A-34B, PT6A-36, PT6A-114, PT6A-114A, PT6A-135, PT6A-135A, PT6D-114A Commercial Support Program No: Compliance: Summary:
A98005 (And subsequent revision while program is in effect).
CATEGORY 3
There have been three occurrences where secondary fuel manifold adapter assemblies have been found incorrectly identified as primary fuel manifold adapter assemblies. This service bulletin specifies an inspection or a replacement of the fuel manifold adapter assemblies procured from any P&WC Parts Distributor or installed on new engines prior to February 28th 1998. Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), has been defined to assist in the accomplishment of this service bulletin. If P&WC S.B. No.1555 (Ref. FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF) was not accomplished, then it must be incorporated in conjunction with this Service Bulletin.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-1558 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec, Canada J4G 1A1 Tél. 514-677-9411
01 May 1998 P&WC S.B. No. 1558R1 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-1558, Rev. No. 1, dated May 01/98 (P&WC S.B. No. 1558R1) FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Para. 1.A., Effectivity, revised to amend the Notes 1 and 2. In addition, the customer has requested a reference to Notes 1 through 4 for the PT6A-114 and PT6A-114A engine models. 2. Para. 1.E., Compliance, revised to amend the requirements.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Mar 13/98 Revision No. 1: May 01/98
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1558R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information A.
Effectivity PT6A-21 Engines which are before and include Serial No. PCE-PE0146 PT6A-25 Engines which are before and include Serial No. PCE-58412 PT6A-25A Engines which are before and include Serial No. PCE-48757 PT6A-25C Engines which are before and include Serial No. PCE-PF0043 PT6A-27 Engines which are before and include Serial No. PCE-PG0042 and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214) PT6A-28 Engines which are before and include Serial No. PCE-52696 and all engines converted to Engine Model PT6A-28 (Ref. P&WC engine conversion SB1120) PT6A-34 Engines which are before and include Serial No. PCE-RB0017 and all engines converted to Engine Model PT6A-34 (Ref. P&WC engine conversion SB1499) PT6A-34AG Engines which are before and include Serial No. PCE-PH0117 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion SB1252) PT6A-34B Engines (See Note 2) PT6A-36 Engines which are before and include Serial No. PCE-38215 and all engines converted to Engine Model PT6A-36 (Ref. P&WC engine conversion SB1405) PT6A-114 Engines which are before and include Serial No. PCE-PB0527 (Notes 1 through 4 also apply) PT6A-114A Engines which are before and include Serial No. PCE-PC0565 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453) (Notes 1 through 4 also apply) PT6A-135 Engines which are before and include Serial No. PCE-RE0002 PT6A-135A Engines which are before and include Serial No. PCE-PZ0017 PT6D-114A Engine Serial No. PCE-RG0001 NOTE: 1. This service bulletin applies to all fuel manifold adapter assemblies shown in Table 1 installed on new engines identified in the above list. NOTE: 2. This service bulletin applies to all spare fuel manifold adapter assemblies procured from any P&WC Parts Distributor prior to February 28th 1998 that have been installed. NOTE: 3. This service bulletin applies to all new spare fuel manifold assemblies procured from any P&WC Parts Distributor prior to February 28th 1998 not yet installed. NOTE: 4. Fuel manifold adapter assemblies that have been reidentified to RE02 have been inspected and no further action is necessary.
B.
Concurrent Requirements If P&WC S.B. No.1555 (Ref. FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF) was not accomplished, then it must be incorporated in conjunction with this Service Bulletin.
P&WC No. R6102 Mar 13/98 Revision No. 1: May 01/98
© 1998 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-1558 Page 1 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1558R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information (Cont’d) C.
Reason (1)
Problem New engines have been shipped with incorrect configuration of primary and secondary fuel manifold adapter assemblies.
(2)
Cause Incorrect identification of the primary and secondary fuel manifold adapter assemblies.
(3)
Solution Perform an inspection of the fuel manifold adapter assemblies to determine whether the correct adapter assemblies are installed on the engine in accordance with the applicable maintenance manual.
D.
Description For the fuel manifold adapter assemblies determine by inspecting the correct number of weld spots and the positioning of each adapter. Replace incorrectly identified fuel manifold adapters with the correct serviceable fuel manifold adapter assemblies as defined in the applicable maintenance manual for the actual engine configuration. NOTE:
E.
Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), has been defined to assist in the incorporation of this service bulletin.
Compliance CATEGORY 3 - Do within the next scheduled fuel nozzle inspection interval, but not to exceed 400 flight hours.
F.
Approval D.O.T./D.A.A. approved.
G. Weight and Balance None. H.
Electrical Load Data Not changed.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-1558 Page 2 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1558R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information (Cont’d) I.
Software Accomplishment Summary Not applicable.
J.
References Applicable PT6A Technical Manuals P&WC S.B. No. 1555 P&WC S.B. No. 1214, 1120, 1499, 1252, 1405, 1453 (Conversion Bulletins) Commercial Support Program Notification A98005 (And subsequent revision while program is in effect)
K.
Publications Affected None.
L.
Interchangeability and Intermixability of Parts Not changed.
2.
Material Information A.
Industry Support Information Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), will be available to support these parts.
B.
Material - Cost and Availability Not applicable. Refer to Para. 3, Accomplishment Instructions for details of any parts and consumable materials required, depending on the results of the inspection.
C.
Manpower Once you have access to the part, an estimate of 6.0 man-hours is required to include this service bulletin at maintenance. No more man-hours are necessary to include this service bulletin at overhaul.
D.
Material Necessary for Each Engine Not applicable.
E.
Reidentified Parts None.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-1558 Page 3 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1558R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
2.
Material Information (Cont’d) F.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
Refer to the applicable maintenance, overhaul manuals and to Figures 1 and 2 for instructions: (1)
Identify the configuration of the primary and secondary fuel manifold adapters assemblies applicable to the engine in accordance with the engine modification status referenced in the engine log book and the applicable maintenance manual.
(2)
Fill in the blanks of the ‘‘Reference View’’ in Figure 1, with ‘‘P’’ (Primary) or ‘‘S’’ (Secondary) locations respectively, in accordance with the engine’s required configuration of fuel manifold adapters.
(3)
Record the position of each manifold adapter installed on the gas generator case to identify its original location.
(4)
Remove all fuel manifold adapters from the engine. NOTE:
(5)
If this service bulletin is accomplished at the aircraft manufacturer, removal of the fuel manifold adapter assemblies is optional.
Verify the number of weld marks on each of the fuel manifold adapters. Refer to Table 1, for the affected parts and to Figure 2, for the location of the weld marks on the primary or secondary fuel manifold adapter assemblies. NOTE: 1. Primary fuel manifold adapters have two weld marks, one located on the surface adjacent to the flange and the other located on the elbow of one of the fuel manifold passages. NOTE: 2. Secondary fuel manifold adapters have only one weld mark on the elbow of one of the fuel manifold passages. NOTE: 3. It is not necessary to inspect the Inlet Fuel Manifold Adapter in any installation.
(6)
Use the ‘‘Status View’’ (Ref. Fig. 1) to record the number of the weld marks found on each fuel manifold adapter at each location. Write 1 or 2 in the parentheses.
(7)
Complete Figure 1, by writing ‘‘P’’ or ‘‘S’’ beside the parentheses. Write ‘‘P’’ where two weld marks were found, and ‘‘S’’ where only one weld mark was found.
(8)
Compare the results obtained in both the ‘‘Reference View’’ and the ‘‘Status View’’ in Figure 1. The distribution of the primary and secondary adapters must be the same on both views.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-1558 Page 4 of 7
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SERVICE BULLETIN P&WC S.B. No. 1558R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1 14
2 3
13 12
4 ENGINE CONFIGURATION REFERENCE VIEW
I 11
5 I
6
10 9
8
(
7 (
)
)
( 1
INLET VIEWED FROM ENGINE REAR
(
14
)
2
(
) 12
)
11
(
5
9 (
)
8
)
(
)
I
6
10
)
( 4
ENGINE ACTUAL STATUS VIEW
I (
)
3
13 (
)
(
)
7 (
)
INLET VIEWED FROM ENGINE REAR
P − PRIMARY S − SECONDARY I − SPARK IGNITERS
C61931 Location of the Fuel Manifold Adapter Assemblies Figure 1
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-1558 Page 5 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1558R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
PRIMARY FUEL MANIFOLD ADAPTER ASSEMBLY HAS TWO WELD MARKS
FLANGE
SECONDARY FUEL MANIFOLD ADAPTER ASSEMBLY HAS A SINGLE WELD MARK
FLANGE
C61927 Identification of the Fuel Manifold Adapter Assemblies Figure 2
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-1558 Page 6 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 1558R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) (9)
If the distribution of the adapters found on the engine does not coincide with the ‘‘Reference View’’, all suspect fuel manifold adapters must be replaced with the correct type of serviceable fuel manifold adapter assemblies as defined in the applicable maintenance manual.
(10)
Fuel manifold adapter assemblies found with the incorrect number of weld marks or identification part numbers must be returned to the supplier for calibration and reidentification (Refer to the Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect)).
(11)
Serviceable fuel manifold adapter assemblies must be identified with ‘‘REO2’’ adjacent to the part number using the vibropeen method of marking. NOTE:
(12) B.
For engines inspected at the Aircraft Manufacturer before aircraft delivery, the identification of the fuel manifold adapters assemblies is optional.
Install serviceable fuel manifold adapter assemblies.
Write ‘‘P&WC S.B. No. 1558 Incorporated’’ in the engine log book. TABLE 1, Acceptable Fuel Manifold Nozzle Assemblies
Engine Model
4.
Fuel Manifold Adapter Type
Manifold Adapter Part Numbers
Correct No. of Weld Marks
Primary
3106347-01
TWO
Secondary
3106346-01
ONE
Appendix Not applicable.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-1558 Page 7 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12147R2
BULLETIN INDEX LOCATOR
73-10-05 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF MODEL APPLICATION PT6A-11, PT6A-11AG, PT6A-15AG, PT6A-110, PT6A-112 Commercial Support Program No: Compliance: Summary:
A98005 (And subsequent revision while program is in effect).
CATEGORY 3
There have been two occurrences where unusual exhaust gas temperature distribution has been observed at P&WC production facilities. This service bulletin specifies an inspection or a replacement of the fuel manifold adapter assemblies procured from any P&WC Parts Distributor or installed on new engines prior to January 31st 1998. Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), has been defined to assist in the accomplishment of this service bulletin.
Feb 11/98 Revision No. 2: May 01/98
PT6A-72-12147 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec, Canada J4G 1A1 Tél. 514-677-9411
01 May 1998 P&WC S.B. No. 12147R2 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-12147, Rev. No. 2, dated May 01/98 (P&WC S.B. No. 12147R2) FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Para. 1.A., Effectivity, revised to amend the Notes 1 and 2. 2. Para. 1.E., Compliance, revised to amend the requirements.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Feb 11/98 Revision No. 1: Mar 17/98 Revision No. 2: May 01/98
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12147R2 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information A.
Effectivity PT6A-11 Engines which are before and including Serial No. PCE-10539 PT6A-11AG Engines which are before and include Serial No. PCE-RH0024 PT6A-15AG Engines which are before and include Serial No. PCE-PD0036 PT6A-110 Engines which are before and include Serial No. PCE-15052 PT6A-112 Engines which are before and include Serial No. PCE-PA0004 NOTE: 1. This service bulletin applies to all fuel manifold adapter assemblies shown in Table 1 installed on new engines identified in the above list. NOTE: 2. This service bulletin applies to all spare fuel manifold adapter assemblies procured from any P&WC Parts Distributor prior to January 31st 1998 that have been installed. NOTE: 3. This service bulletin applies to all new spare fuel manifold assemblies procured from any P&WC Parts Distributor prior to January 31st 1998 not yet installed. NOTE: 4. Fuel manifold adapter assemblies that have been reidentified to RE00 have been inspected and no further action is necessary.
B.
Concurrent Requirements None.
C.
Reason (1)
Problem Premature hot section deterioration can be caused by incorrect assembly detail parts of the fuel manifold adapter assemblies.
(2)
Cause Fuel manifold adapters were assembled with the incorrect fuel nozzle assembly detail part.
(3)
Solution Perform an inspection on the fuel manifold adapter assemblies to determine the correct detail parts of that assembly. Replace incorrect parts as shown in Table 1.
P&WC No. R6100A Feb 11/98 Revision No. 2: May 01/98
© 1998 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-12147 Page 1 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12147R2 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information (Cont’d) D.
Description For the fuel manifold adapters assemblies remove, inspect, reidentify or replace with the correct parts and install. NOTE:
E.
Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), has been defined to assist in the incorporation of this service bulletin.
Compliance CATEGORY 3 - Do within the next scheduled fuel nozzle inspection interval, but not to exceed 400 flight hours.
F.
Approval D.O.T./D.A.A. approved.
G. Weight and Balance None. H.
Electrical Load Data Not changed.
I.
Software Accomplishment Summary Not applicable.
J.
References Applicable PT6A Technical Manuals Commercial Support Program Notification A98005 (And subsequent revision while program is in effect)
K.
Publications Affected None.
L.
Interchangeability and Intermixability of Parts Not changed.
2.
Material Information A.
Industry Support Information Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), will be available to support these parts.
Feb 11/98 Revision No. 2: May 01/98
PT6A-72-12147 Page 2 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12147R2 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
2.
Material Information (Cont’d) B.
Material - Cost and Availability Not applicable. Refer to Para. 3, Accomplishment Instructions for details of any parts and consumable materials required, depending on the results of the inspection.
C.
Manpower Once you have access to the part, an estimate of 6.0 man-hours is required to include this service bulletin at maintenance. No more man-hours are necessary to include this service bulletin at overhaul.
D.
Material Necessary for Each Engine Not applicable.
E.
Reidentified Parts None.
F.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
Refer to the applicable maintenance, overhaul manuals and to Figure 1 for instructions: (1)
Remove all fuel manifold adapters from the engine.
CAUTION: FOR PARTS REMOVED FROM THE ENGINE, DO NOT STRAIGHTEN LUGS ON TAB WASHERS OR REMOVE FUEL NOZZLE ASSEMBLIES FROM THE MANIFOLD ADAPTERS. (2)
If necessary, remove carbon build-up from the general area surrounding the fuel nozzle hexagon. Refer to the cleaning instructions. NOTE:
(3)
Scrubbing the fuel nozzle with a non-metallic bristle brush can be used as an alternate method to remove the carbon build-up from around the fuel nozzle, provided the fuel manifold adapter is installed in a flow fixture and is kept flowing during the brushing operation.
With a 10X magnifying glass verify that each manifold adapter carries the correct detail fuel nozzle assembly part number.
Feb 11/98 Revision No. 2: May 01/98
PT6A-72-12147 Page 3 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12147R2 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
ADAPTER
LOCATION OF PART NUMBER TO BE VERIFIED. (ONE OF THE FACES OF THE HEXAGON)
C61487 Inspection of Fuel Manifold Adapter Assembly Figure 1
Feb 11/98 Revision No. 2: May 01/98
PT6A-72-12147 Page 4 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12147R2 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) (a) The part identification number of the fuel manifold adapter assemblies (primary, secondary or inlet) must correspond with one of the approved configurations of the fuel nozzle assemblies. (Refer to Table 1). NOTE:
If the identification number of the nozzle part cannot be identified, the manifold adapter must be sent to an approved overhaul facility to comply with this service bulletin.
(4)
All suspect fuel manifold adapter assemblies including spare assemblies must be returned for calibration and reidentification. (Refer to Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), for details).
(5)
If one of the fuel manifold adapter assemblies is found with the incorrect configuration of the fuel nozzle assembly (Ref. Table 1), or if the identification number of one fuel nozzle assembly could not be identified, proceed as follows: NOTE:
For new engines with total time of 20 flight hours or less, the following procedure is not required.
(a) Remove power section module. (b) Remove combustion chamber liner. (c) Inspect combustion chamber liner, small exit duct and compressor turbine vane ring for signs of overheating. Refer to applicable manuals for acceptable conditions. NOTE:
Check specially the compressor turbine vane ring for distortion, if necessary, remove the compressor turbine disk assembly to facilitate the inspection of the compressor turbine vane ring.
(d) If the compressor turbine vane ring has trailing edge burn through beyond the limits specified in the manual, the compressor turbine blades must be replaced. (e) Repair or replace all other parts as necessary. (f)
Install the combustion chamber liner.
(g) Install power section module.
B.
(6)
Serviceable fuel manifold adapter assemblies must be identified with ‘‘RE00’’ adjacent to the part number using the vibropeen method of marking.
(7)
Install serviceable fuel manifold adapter assemblies.
Write ‘‘P&WC S.B. No. 12147 Incorporated’’ in the engine log book.
Feb 11/98 Revision No. 2: May 01/98
PT6A-72-12147 Page 5 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12147R2 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) TABLE 1, Acceptable Fuel Manifold Nozzle Assemblies Engine Model
Fuel Manifold Adapter Type
Manifold Adapter Part Numbers
Fuel Nozzle Part Numbers
Primary
3014704 3106347-01
3010036 or 3034891 or 3030946
Secondary
3014705 3106346-01
3010036 or 3034891 or 3030946
Inlet
3019757 3106345-01
3010036 or 3034891 or 3030946
Primary
3014704 3106347-01
3010036 or 3030946 or 3034891
Secondary
3014705 3106346-01
3010036 or 3030946 or 3034891
Inlet
3106348-01
3010036 or 3030946 or 3034891
PT6A-11, -11AG, -110, -112
PT6A-15AG
4.
Appendix Not applicable.
Feb 11/98 Revision No. 2: May 01/98
PT6A-72-12147 Page 6 of 6
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12148R1
BULLETIN INDEX LOCATOR
73-10-05 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF MODEL APPLICATION PT6A-11, PT6A-11AG, PT6A-15AG, PT6A-110, PT6A-112 Commercial Support Program No: Compliance: Summary:
A98005 (And subsequent revision while program is in effect).
CATEGORY 3
There have been three occurrences where secondary fuel manifold adapter assemblies have been found incorrectly identified as primary fuel manifold adapter assemblies. This service bulletin specifies an inspection or a replacement of the fuel manifold adapter assemblies procured from any P&WC Parts Distributor or installed on new engines prior to February 28th 1998. Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), has been defined to assist in the accomplishment of this service bulletin. If P&WC S.B. No.12147 (Ref. FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF) was not accomplished, then it must be incorporated in conjunction with this Service Bulletin.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-12148 Cover Sheet
Pratt & Whitney Canada Inc. 1000, Marie-Victorin Longueuil, Québec, Canada J4G 1A1 Tél. 514-677-9411
01 May 1998 P&WC S.B. No. 12148R1 REVISION TRANSMITTAL SHEET TURBOPROP ENGINE MODEL PT6A
SUBJECT:
Pratt & Whitney Canada Service Bulletin No. PT6A-72-12148, Rev. No. 1, dated May 01/98 (P&WC S.B. No. 12148R1) FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Para. 1.A., Effectivity, revised to amend the Notes 1 and 2. 2. Para. 1.E., Compliance, revised to amend the requirements.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT:
NOTE:
None.
A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY: Original Issue: Mar 13/98 Revision No. 1: May 01/98
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12148R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information A.
Effectivity PT6A-11 Engines which are before and include Serial No. PCE-10539 PT6A-11AG Engines which are before and include Serial No. PCE-RH0028 PT6A-15AG Engines which are before and include Serial No. PCE-PD0036 PT6A-110 Engines which are before and include Serial No. PCE-15052 PT6A-112 Engines which are before and include Serial No. PCE-PA0004 NOTE: 1. This service bulletin applies to all fuel manifold adapter assemblies shown in Table 1 installed on new engines identified in the above list. NOTE: 2. This service bulletin applies to all spare fuel manifold adapter assemblies procured from any P&WC Parts Distributor prior to February 28th 1998 that have been installed. NOTE: 3. This service bulletin applies to all new spare fuel manifold assemblies procured from any P&WC Parts Distributor prior to February 28th 1998 not yet installed. NOTE: 4. Fuel manifold adapter assemblies that have been reidentified to RE02 have been inspected and no further action is necessary.
B.
Concurrent Requirements If P&WC S.B. No.12147 (Ref. FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF) was not accomplished, then it must be incorporated in conjunction with this Service Bulletin.
C.
Reason (1)
Problem New engines have been shipped with incorrect configuration of primary and secondary fuel manifold adapter assemblies.
(2)
Cause Incorrect identification of the primary and secondary fuel manifold adapter assemblies.
(3)
Solution Perform an inspection of the fuel manifold adapter assemblies to determine whether the correct adapter assemblies are installed on the engine in accordance with the applicable maintenance manual.
P&WC No. R6102 Mar 13/98 Revision No. 1: May 01/98
© 1998 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PT6A-72-12148 Page 1 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12148R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1.
Planning Information (Cont’d) D.
Description For the fuel manifold adapter assemblies determine by inspecting the correct number of weld spots and the positioning of each adapter. Replace incorrectly identified fuel manifold adapters with the correct serviceable fuel manifold adapter assemblies as defined in the applicable maintenance manual for the actual engine configuration. NOTE:
E.
Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), has been defined to assist in the incorporation of this service bulletin.
Compliance CATEGORY 3 - Do within the next scheduled fuel nozzle inspection interval, but not to exceed 400 flight hours.
F.
Approval D.O.T./D.A.A. approved.
G. Weight and Balance None. H.
Electrical Load Data Not changed.
I.
Software Accomplishment Summary Not applicable.
J.
References Applicable PT6A Technical Manuals P&WC S.B. No. 12147 Commercial Support Program Notification A98005 (And subsequent revision while program is in effect)
K.
Publications Affected None.
L.
Interchangeability and Intermixability of Parts Not changed.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-12148 Page 2 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12148R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
2.
Material Information A.
Industry Support Information Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect), will be available to support these parts.
B.
Material - Cost and Availability Not applicable. Refer to Para. 3, Accomplishment Instructions for details of any parts and consumable materials required, depending on the results of the inspection.
C.
Manpower Once you have access to the part, an estimate of 6.0 man-hours is required to include this service bulletin at maintenance. No more man-hours are necessary to include this service bulletin at overhaul.
D.
Material Necessary for Each Engine Not applicable.
E.
Reidentified Parts None.
F.
Tooling - Price and Availability Not applicable.
3.
Accomplishment Instructions A.
Refer to the applicable maintenance, overhaul manuals and to Figures 1 and 2 for instructions: (1)
Identify the configuration of the primary and secondary fuel manifold adapters assemblies applicable to the engine in accordance with the engine modification status referenced in the engine log book and the applicable maintenance manual.
(2)
Fill in the blanks of the ‘‘Reference View’’ in Figure 1, with ‘‘P’’ (Primary) or ‘‘S’’ (Secondary) locations respectively, in accordance with the engine’s required configuration of fuel manifold adapters.
(3)
Record the position of each manifold adapter installed on the gas generator case to identify its original location.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-12148 Page 3 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12148R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
1 14
2 3
13 12
4 ENGINE CONFIGURATION REFERENCE VIEW
I 11
5 I
6
10 9
8
(
7 (
)
)
( 1
INLET VIEWED FROM ENGINE REAR
(
14
)
2
(
) 12
)
11
(
5
9 (
)
8
)
(
)
I
6
10
)
( 4
ENGINE ACTUAL STATUS VIEW
I (
)
3
13 (
)
(
)
7 (
)
INLET VIEWED FROM ENGINE REAR
P − PRIMARY S − SECONDARY I − SPARK IGNITERS
C61931 Location of the Fuel Manifold Adapter Assemblies Figure 1
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-12148 Page 4 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12148R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
PRIMARY FUEL MANIFOLD ADAPTER ASSEMBLY HAS TWO WELD MARKS
FLANGE
SECONDARY FUEL MANIFOLD ADAPTER ASSEMBLY HAS A SINGLE WELD MARK
FLANGE
C61927 Identification of the Fuel Manifold Adapter Assemblies Figure 2
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-12148 Page 5 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12148R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) (4)
Remove all fuel manifold adapters from the engine. NOTE:
(5)
If this service bulletin is accomplished at the aircraft manufacturer, removal of the fuel manifold adapter assemblies is optional.
Verify the number of weld marks on each of the fuel manifold adapters. Refer to Table 1, for the affected parts and to Figure 2, for the location of the weld marks on the primary or secondary fuel manifold adapter assemblies. NOTE: 1. Primary fuel manifold adapters have two weld marks, one located on the surface adjacent to the flange and the other located on the elbow of one of the fuel manifold passages. NOTE: 2. Secondary fuel manifold adapters have only one weld mark on the elbow of one of the fuel manifold passages. NOTE: 3. It is not necessary to inspect the Inlet Fuel Manifold Adapter in any installation.
(6)
Use the ‘‘Status View’’ (Ref. Fig. 1) to record the number of the weld marks found on each fuel manifold adapter at each location. Write 1 or 2 in the parentheses.
(7)
Complete Figure 1, by writing ‘‘P’’ or ‘‘S’’ beside the parentheses. Write ‘‘P’’ where two weld marks were found, and ‘‘S’’ where only one weld mark was found.
(8)
Compare the results obtained in both the ‘‘Reference View’’ and the ‘‘Status View’’ in Figure 1. The distribution of the primary and secondary adapters must be the same on both views.
(9)
If the distribution of the adapters found on the engine does not coincide with the ‘‘Reference View’’, all suspect fuel manifold adapters must be replaced with the correct type of serviceable fuel manifold adapter assemblies as defined in the applicable maintenance manual.
(10)
Fuel manifold adapter assemblies found with the incorrect number of weld marks or identification part numbers must be returned to the supplier for calibration and reidentification (Refer to the Commercial Support Program Notification No. A98005 (And subsequent revision while program is in effect)).
(11)
Serviceable fuel manifold adapter assemblies must be identified with ‘‘REO2’’ adjacent to the part number using the vibropeen method of marking. NOTE:
(12)
For engines inspected at the Aircraft Manufacturer before aircraft delivery, the identification of the fuel manifold adapters assemblies is optional.
Install serviceable fuel manifold adapter assemblies.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-12148 Page 6 of 7
PRATT & WHITNEY CANADA
SERVICE BULLETIN P&WC S.B. No. 12148R1 TURBOPROP ENGINE FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
3.
Accomplishment Instructions (Cont’d) B.
Write ‘‘P&WC S.B. No. 12148 Incorporated’’ in the engine log book. TABLE 1, Acceptable Fuel Manifold Nozzle Assemblies
Engine Model
4.
Fuel Manifold Adapter Type
Manifold Adapter Part Numbers
Correct No. of Weld Marks
Primary
3106347-01
TWO
Secondary
3106346-01
ONE
Appendix Not applicable.
Mar 13/98 Revision No. 1: May 01/98
PT6A-72-12148 Page 7 of 7
CODE: BKA
NUMERICAL INDEX OF ENGINE SERVICE BULLETINS FOR ENGINE MODEL(S) PT6A-10/-11/-11AG/-15AG/-110/-112
REISSUED 31 OCTOBER 1998 (DISCARD ISSUE DATED 31 JULY 1998)
PRATT & WHITNEY CANADA 1000 Marie-Victorin, Longueuil, Quebec, Canada J4G 1A1
© 1997 Pratt & Whitney Canada Inc. PRINTED IN CANADA
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
INTRODUCTION Section 1 of this index provides a numerical listing in ascending order by P&WC SB. No. of all Engine Service Bulletins issued for the relevant engine models as of the reissue date shown on the title page. The ATA 100 Chapter Issue Sequence Number is included and, where applicable, the Campaign Change Order Number or CSPN No. associated with the bulletin. The letter group and number/letter code in the Group/Code column indicates the Group/Code for the Complance requirements for that bulletin. For convenience, a listing of Compliance Requirements together with their Group/Code identifiers is included in the this Introduction. Engine Service Bulletins revised or added in this issue are indicated by a black bar in the left-hand margin. Engine Service Bulletins and Spare Parts Bulletins are available as a document set and may be procured as follows: v For PT6A-10/-11/-11AG/-15AG/-110/-112/-121 Series Engine Models Only .... Part No. 3020779 Contact:
Pratt & Whitney Canada 1000 Marie-Victorin Longueuil, Quebec Canada J4G 1A1 Att: Supervisor, Publications Customer Service (01CA4) Tel: (450) 647-2705 Fax: (450) 647-2702
BKA INTRODUCTION
Page 1 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
The compliance statements listed below were introduced on P&WC service bulletins issued or revised after August 08, 1998. P&WC SERVICE BULLETIN COMPLIANCE CODES Category 1
P&WC recommend to do this service bulletin before the next flight.
Category 2
P&WC recommend to do this service bulletin the first time the aircraft is at a line station or maintenance base that can do the procedures.
Category 3*
P&WC recommend to do this service bulletin within........hours or........cycles. * Category 3 may be expanded as required, to specify a minimum and/or maximum and/or repetitive interval/inspection.
Category 4
P&WC recommend to do this service bulletin 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
P&WC recommend to do this service bulletin when the engine is disassembled and access is available to the necessary sub-assemblies (i.e. module, accessories, components, or build groups). Do all spare sub-assemblies.
Category 6
P&WC recommend to do this service bulletin when the sub-assembly (i.e. module, accessories, components, or build groups) is disassembled and access is available to the necessary part. Do all spare sub-assemblies.
Category 7
You can do this service bulletin when the supply of superseded parts is fully used.
Category 8
This service bulletin is optional and can be done at the decision of the operator.
Category 9
Spare Parts Information Only. Old and new parts are directly interchangeable and operators can mix old and new parts.
Category CSU
Operators who participate should include this service bulletin at the next maintenance or overhaul of the engine.
BKA INTRODUCTION
Page 2 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
Service Bulletins issued or revised prior to January 01, 1996 contain either the ″non-simplified English″ version of the preceding compliance statements or the following GROUP/CODE style compliance codes and statements: GROUP/CODE A
COMPLIANCE STATEMENT For conditions which could result in an in-flight shutdown, significant loss of power/thrust or any other similar situation affecting flight safety:
A1A
Recommended - Urgent. P&WC recommends (Alert SBs) accomplishment prior to next flight. An Airworthiness Directive has been requested.
A1B
Recommended - Most desirable. To be accomplished during next visit to a facility where specified maintenance action(s)/ modification(s) can be accomplished.
A1C
Currently not used.
A1D
Recommended - Highly desirable. To be accomplished prior to part life expiry or within .......... hours (or .......... cycles).
A2
Recommended - Highly desirable. P&WC recommends accomplishment at first shop visit of module/engine/power section/RGB/accessory regardless of extent of disassembly.
B
For conditions which affect engine life (PERs) and operating costs:
B3A
Recommended - Desirable. P&WC recommends accomplishment when disassembly of engine/power section/RGB/accessory is sufficient to afford access to affected module/subassembly.
B3B
Recommended - Desirable. P&WC recommends accomplishment when disassembly of engine/power section/RGB/accessory is sufficient to afford access to the affected part.
B4
Recommended - Incorporation applicable on attrition of prior configuration parts when supply of such items is depleted.
B5
Optional - At the discretion of an operator. P&WC recommends accomplishment based on operator’s experience with prior configuration parts.
B6
Informational - For record purposes and/or to provide useful technical information or to support engine operation/maintenance/ logistics.
BKA INTRODUCTION
Page 3/4 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
SECTION 1 - NUMERICAL INDEX OF ENGINE SERVICE BULLETINS
P&WC SB No.
Chapter Issue Seq.
Campaign Change No./ CSPN No.
12001
72-1
B5
6
Approved Listing of (Synthetic) Lubricating Oils
12002
72-2
NA
7
Rotor Components - Service Life
12003
72-3
NA
7
Operating Time Between Overhauls and Hot Section Inspection Frequency
12004
72-4
B5
2
Improved Spark Igniter - Introduction of
12005
72-5
B3B
1
Power Turbine Shaft Housing and No. 3 Bearing Cover - Introduction of Antirotation Feature
12006
72-6
B3B
3
Improved Main Oil Pressure Pump Intake Screen - Introduction of
12007
72-7
B4
1
Single-piece Compressor Turbine Shroud Housing and Heatshield Introduction of
12008
72-8
1
Starter-generator Gearshaft - Repair of
12009
72-9
B4
1
Second-stage Reduction Planet Gear Pins Incorporating Oil Separators Introduction of
12010
72-10
B4
1
First-stage Reduction Planet Gear Pins Incorporating Oil Separators Introduction of
12011
72-11
B6
2
Alternate Compressor Turbine Blades Introduction of
12012
72-12
B4
-
Improved Rear Stator Compressor Air Seal - Introduction of
12013
72-13
-
New Configuration No. 2 Bearing Labyrinth Seal - Introduction of
12014
72-14
B4
-
Improved First-stage Reduction Planet Gearshafts - Introduction of
12015
72-15
B4
-
Improved Second-stage Reduction Planet Gearshafts - Introduction of
12016
72-16
B3B
1
Improved Oil-to-Fuel Heater Introduction of
Group/ Code
Rev. No.
Title
BKA SB INDEX
Page 1-1 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
P&WC SB No.
Chapter Issue Seq.
12017
Campaign Change No./ CSPN No.
Group/ Code
Rev. No.
72-17
B3B
2
Corrugated Stainless Steel Gaskets at Fuel Nozzle Adapter and Compressor Air Delivery Tube Assembly Introduction of
12018
72-18
B3B
1
Fine Mesh Oil Filter Element Introduction of
12019
72-19
B4
1
Reduced Width First-stage Reduction Planet Gears - Introduction of
12020
72-20
B4
-
Combustion Chamber Outer Exit Duct of Improved Material - Introduction of
12021
72-21
B3B
1
Cleanable Compressor Delivery Air Filter - Introduction of
12022
72-22
A1B/ B3B
-
Heated and Insulated Compressor Delivery Air Tubes having Increased Wall Thickness - Introduction of
12023
72-23
A1B
1
Additional Support for Compressor Delivery Air Heated Tube - Introduction of
12024
72-24
A1B
1
Replacement of Compressor Delivery Heated Air Tube by a Non-metallic Hose - Introduction of
12025
72-25
A1B
2
Improved Engine/Fuel Pump Coupling Introduction of
12026
72-26
B3B
1
Torquemeter Piston - Modification of
12027
72-27
B4
1
Improved Fuel Pump - Modification of
12028
72-28
A2
1
Oil Tank Cap - Modification of
12029
72-29
A1B
1
Propeller Governor Positive Retention of Speed Setting Stop Assembly
12030
72-30
3
CANCELLED
12031
72-31
B5
-
Larger Propeller Shaft Seal Drain Connection - Introduction of
12032
72-32
B5
3
Modified Turbine Exhaust Duct Assembly - Introduction of
12033
72-33
B3B
1
Improved Oil-to-Fuel Heater Introduction of
Title
BKA SB INDEX
Page 1-2 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
P&WC SB No.
Chapter Issue Seq.
Campaign Change No./ CSPN No.
12034
72-34
B4
1
First-stage Reduction Planet Gearshafts with Improved Lubrication Characteristics - Introduction of
12035
72-35
B4
1
Second-stage Reduction Planet Gearshafts with Improved Lubrication Characteristics - Introduction of
12036
72-36
B3B
2
Improved Propeller Governor Speed Setting Lever Clamping Screw Introduction of
12037
72-37
B3B
-
Reidentification of Specific Centrifugal Impellers
12038
72-38
B4
-
First-stage Reduction Planet Gear Bearings with Tin-rich Overlay Introduction of
12039
72-39
B4
-
Second-stage Reduction Planet Gear Bearings with Tin-rich Overlay Introduction of
12040
72-40
B3B
1
Compressor Turbine Vane Ring with Improved Material - Introduction of
12042
72-42
B3B
1
Improved Oil-to-Fuel Heater Introduction of
12043
72-43
B5
-
Oil Tank Filler Cap and Gage Assembly - Modification of
12044
72-12044
N/A
8
Engine Fuels and Additives Requirements and approved listing
12045
72-45
B5
-
Two-piece Propeller Shaft Oil Transfer Housing - Introduction of
12046
72-46
B5
-
Modified Reduction Gearbox Rear Housing Assembly - Introduction of
12047
72-47
B5
1
Propeller Governor Incorporating a Synchronizer - Introduction of
12048
72-48
B5
-
T5 Terminal Bolts - Replacement of
12049
72-49
B4
1
Propeller Shaft Oil Seal Improved Support - Introduction of
12051
72-51
B3A
2
Improved Retention for First-stage Carrier Balancing Assembly and Second-stage Sun Gear - Introduction of
Group/ Code
Rev. No.
Title
BKA SB INDEX
Page 1-3 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
P&WC SB No.
Chapter Issue Seq.
Campaign Change No./ CSPN No.
12052
72-52
B4
1
Improved Compressor Bleed Valve Assembly - Introduction of
12053
72-53
A1B
2
Fuel Nozzles Revised Configuration Introduction of
12054
72-54
B3B
-
Improved Lubrication to No. 6 Pad Spline Drive - Introduction of
12055
72-55
B3B
2
Oil Filter Housing Check Valve Modification of
12056
72-56
B4
2
New Two-piece Propeller Shaft Oil Transfer Housing - Introduction of
12058
72-58
B3B
3
Improved Filtration for Reduction Planet Gear Bearings - Introduction of
12059
72-59
B5
2
Starter Generator Gearshaft Wet Spline Drive - Introduction of
12060
72-60
B3B
-
Compressor Air Filter Housing Assembly - Modification of
12061
72-61
B5
3
Support Ring - Propeller Shaft Oil Seal Introduction of
12062
72-62
B3B
-
Power Turbine Shaft Housing and No. 3 Bearing Cover Improved Antirotation Feature - Introduction of
12063
72-63
B3A
1
Propeller Governor Incorporating Improved Beta Valve Sealing Introduction of
12064
72-64
B3A
-
Propeller Governor Incorporating Improved Control Shaft Bushing Introduction of
12065
72-65
A2
-
Improved Fuel Nozzle Assembly Introduction of
12066
72-66
2
CANCELLED
12067
72-67
B3B
-
Gas Generator Case Assembly Modification of
12068
72-68
B3B/ B6
4
Bronze Planet Gear Bearings Introduction of
12069
72-12069
6
1
Accessory Gearbox Housing Assembly Modification of
Group/ Code
Rev. No.
Title
BKA SB INDEX
Page 1-4 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
P&WC SB No.
Chapter Issue Seq.
Campaign Change No./ CSPN No.
12070
72-70
B4
-
New First-stage Planet Gears and Carrier Assembly - Introduction of
12071
72-71
B4
1
First-stage Planet Gears and Carrier Assembly - Introduction of
12072
72-72
B3B
1
Air - Compressor Bleed Valve Piston Modification of
12073
72-73
B3B
1
Air - Compressor Bleed Valve Assembly - Replacement of
12074
72-74
B5
-
Ignition Exciter Bracket Assembly Modification of
12075
72-75
B3B
-
Improved Lubrication to Fuel Pump Gearshaft Spline - Introduction of
12076
72-76
4
3
Power Turbine Containment Ring -Modification of
12077
72-77
B5
-
Turbine Exhaust Duct Assy Modification of
12078
72-53
B5
-
Propeller Shaft Oil Seal Runner Modification of
12079
72-79
B3B
-
Primary Fuel Pressure Tube Assembly Replacement of
12080
72-80
B5
1
Improved Combustion Chamber Liner Assembly and Large Exit Duct Assembly - Introduction of
12081
72-81
6
-
Turboprop Fuel Control - Replacement of
12082
72-82
B5
1
New Compressor Turbine Bolt Introduction of
12083
72-83
B3B
-
Fireseal Mounting Ring Spacers Introduction of
12084
72-84
7
1
Propeller Shaft and Sleeve Set Replacement of
12085
72-85
B4
-
Gas Generator Case Assemblies -Replacement of
12086
72-86
5
2
Scavenge Pump Housing Assembly, Scavenge Pump Housing and Spacer Replacement/Modification of
Group/ Code
Rev. No.
Title
BKA SB INDEX
Page 1-5 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
P&WC SB No.
Chapter Issue Seq.
Campaign Change No./ CSPN No.
12087
72-87
B5
-
Tachometer Drive Bevel Gearshaft Modification of
12088
72-88
8
2
Propeller Shaft Oil Seal Dust Seal Introduction of Propeller Shaft Oil Seal Runner - Replacement of
12089
72-89
8
1
Compressor Turbine Blade Replacement of
12090
72-90
8
1
T5 Thermocouple Wiring Harness Assembly - Replacement of
12091
72-91
8
2
Power Turbine Retaining Bolt Replacement of
12093
72-93
8
-
Propeller Shaft Oil Seal - Replacement of
12094
72-94
8
-
Turboprop Fuel Control - Replacement of
12095
72-95
6
-
Turboprop Fuel Control - Replacement of
12096
72-96
6
1
Propeller Governor - Replacement of
12097
72-97
7
-
Gaskets Containing Asbestos Fibers Replacement of
12098
72-12098
5
1
Fuel Control Unit - Replacement/ Modification of
12099
72-99
6
-
Power Turbine Rotor and Stator Air Seals - Replacement of
12100
72-100
8
-
Fuel Control Unit - Replacement/ Modification of
12101
72-101
7
-
Propeller Governor Mounting Gasket Replacement of
12102
72-102
4
Rotor Components - Service Life
12103
72-12103
See SB
3
Operating Time Between Overhauls and Hot Section Inspection
12104
72-104
8
-
T5 Thermocouple Wiring Harness Assembly - Replacement of
12105
72-105
7
-
Gaskets Containing Asbestos Fibers Replacement of
Group/ Code
Rev. No.
Title
BKA SB INDEX
Page 1-6 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
P&WC SB No.
Chapter Issue Seq.
12106
Campaign Change No./ CSPN No.
Group/ Code
Rev. No.
72-106
6
-
Compressor Bleed Valve Assembly Preformed Packing - Replacement of
12107
72-107
6
-
First-Stage Reduction Carrier Balancing Assembly -Replacement of
12108
72-108
8
-
Compressor-Turbine Stator Air-Seal and Gasket - Replacement of
12109
72-109
7
-
Fuel-Control Actuating Lever and Control-Lever Mounting Bracket -Replacement of
12110
72-110
6
-
Asbestos Fiber Gasket - Replacement of
12111
72-111
7
-
Asbestos Fiber Gasket - Replacement of
12112
72-112
7
-
Asbestos Fiber Gasket - Replacement of
12113
72-12113
7
2
Asbestos Fiber Gaskets - Replacement of
12114
72-114
7
-
Asbestos Fiber Gaskets - Replacement of
12115
72-115
4
-
Fuel-Control Actuating Lever Replacement of
12116
72-116
7
-
Asbestos Fiber Insulation - Replacement of
12117
72-117
9
-
Starting Control Shaft Extension Removal of
12118
72-118
7
-
Ignition Cable Assembly - Replacement of
12119
72-119
8
-
Scavenge Pump Housing Replacement of
12120
72-12120
7
-
Compressor Inlet-Case Assembly Studs - Replacement of
12121
72-12121
8
-
T5 Thermocouple Immersion Screws Replacement of
12122
72-12122
8
1
P3 Air Filter Adapter - Introduction of
12123
72-12123
8
-
Oil-Filler-Tube and Oil-Filler-Cap and Gage Assembly - Replacement of
Title
BKA SB INDEX
Page 1-7 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
P&WC SB No.
Chapter Issue Seq.
12124
Campaign Change No./ CSPN No.
Group/ Code
Rev. No.
72-12124
8
-
Main Scavenge-Pump Screen Assembly - Replacement of
12125
72-12125
7
-
No. 2 Bearing Housing-cover flange bolts - Replacement of
12126
72-12126
7
-
T5 Thermocouple Bolts - Replacement of
12127
72-12127
8
-
Fuel Nozzle Sheaths - Replacement of
12128
72-12128
7
-
No.3 Bearing Oil Pressure Tube Replacement of
12129
72-12129
8
-
No. 3 and 4 Bearing Oil Pressure Tube Assemblies - Replacement of
12130
72-12130
7
-
Accessory Drive, Plain Cover Replacement of
12131
72-12131
8
1
Bracket - Replacement of
12132
72-12132
7
1
First Stage Carrier and Sleeve Replacement of
12133
72-12133
8
1
Gas Generator Case Assembly, No. 2 Bearing - Replacement of
12134
72-12134
3
1
Bleed Off Valve (BOV) Cover Inspection/Replacement
12135
72-12135
8
-
Identification Support Plate Replacement of
12136
72-12136
7
-
Turbine Disk - Replacement of
12137
72-12137
8
-
No.2 Bearing Housing Cover Bolts Replacement of
12138
72-12138
5
1
Compressor Delivery Insulated Air Pressure Tube Assembly - Replacement of
12139
72-12139
6
-
Rear Wire Rope Push-Pull Control Terminal - Replacement/Modification of
12140
72-12140
8
-
Oil Scavenge Adapter - Replacement of
12141
72-12141
8
-
Tube - Oil to Fuel Heater Assembly Replacement of
12143
72-12143
8
-
Reduction Gearbox Housing Replacement of
A96036
A97006R2
Title
BKA SB INDEX
Page 1-8 Oct 31/98
PRATT & WHITNEY CANADA SERVICE BULLETIN INDEX APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
P&WC SB No.
Chapter Issue Seq.
12144
72-144
12145
72-12145
12147
72-12147
12148
72-12148
12149
Campaign Change No./ CSPN No.
Group/ Code
Rev. No.
Title
1
Engine Fuels - Requirements and Approved Listing
8
-
Second Stage Reduction Planet Gear Assembly - Replacement of
A98005
3
2
Fuel Nozzles and Manifold Adapters Inspection/Replacement of
A98005
3
1
Fuel Nozzles And Manifold Adapters Inspection/Replacement of
72-12149
8
-
Accessory Gearbox Diaphragm Assembly - Replacement/Modification of
12152
72-12152
8
-
Scavenge Pump Housing Assembly Modification of
12153
72-12153
8
-
No. 2 Bearing Scavenge-Tube Seal-Retaining-Plate - Replacement of
12154
72-12154
6
-
Combustion Chamber Liner Assembly Replacement/Modification of
BKA SB INDEX
Page 1-9/10 Oct 31/98
1003 1244 1434 1446 1456 1479 1505 1510 1516 1521 1535 1538 1550 1555 1558 12147 12148
