This action might not be possible to undo. Are you sure you want to continue?
LIST OF CONTENT
I. STARTING PROBLEMS I.1. No RPM (N1) During Start Attempt I.2. Insufficient N1 RPM at Start Attempt I.3. N1 RPM Excessively High With Rapid Acceleration I.4. Delayed Start I.5. Fails to Light I.6. Engine Lights but Slow to Idle (Cool) I.7. Hot Starts II. OPERATING PROBLEMS II. 1.Prop Overspeed (N2) II. 2.Compressor Overspeed (N1) II. 3.Prop Slow to Feather (Immediate) II. 4.Propeller Slow to Unfeather or Fails to Come Out of Feather II. 5.High Fuel Flow at Altitude II. 6.Fuel Leakage from FCU Vent to Feather (Immediate) II. 7. Vibration II. 8.High N1 RPM II. 9.Uncontrolled Acceleration II.10. Stall During Acceleration (Shotgun Sound) II.11. Unequal Acceleration on Twin Engine Aircraft II.12. Failure to Accelerate Properly II.13. Failure to Decelerate II.14. Flameout II.15. Incorrect Idle Speed II.16. Low Power (All Parameters Down) II.17. Overtemp (Above Maximum) II.18. Temperature Limited II.19. Inability to Reach Performance Check II.20. Low N1 RPM and High T5 II.21. Low Oil Pressure
II. High T5. High Oil Pressure II.31. Oil Leaking From compressor Inlet II.28.23.22. Fluctuation Oil Pressure II.33. Fluctuations (All Parameters) II. High Breather Discharge II. Fluctuations of Prop and Torque II.26.29.25. Excessive Oil Consumption II. Engines Accelerate in Reverse Unevenly II. High Oil Temperature II.24. Prop Does Not Increase in RPM Evenly . Low Prop RPM at High Idle II.27.30.32. Oil Leak at Compressor Drain (Static) II.
. I. Further start attempt by initiating fuel will cause an overtemp. Are the batteries low? • Check N1 RPM indicating system-indicator may read low. •Check voltage to ignition exciter-low voltage may be accompanied with low cranking RPM. Replace as necessary.2. If okay. •Air in the fuel system-bleed the system.I. N1 RPM Excessively High With Rapid Acceleration •Accessory gearbox input shaft is disconnected. STARTING PROBLEMS I. Check the reason for air entering the system. 1.5. •Fuel manifold adapters improperly positioned •Fuel nozzle restriction-flow check fuel nozzles. Fails to Light •Improper start technique-though not usually. the compressor is rubbing. •Check ignition exciter-check on air start and while motoring. Delayed Start •Improper start technique-check the flight manual. No RPM (N1) During Start Attempt •No electrical power to starter/generator.1. Insufficient N1 RPM at Start Attempt •Insufficient voltage to starter-check power source and leads. •N1 indication defective-is oil pressure rising? Could be defective indicator or sheared shaft on shaft on tach drive. I. •Starter shaft sheared-starter only spins. Can cause hot start. •Check spark igniters-replace as necessary. I. •Check N1 rotor system for rub-check turbine tip clearance. •N1 rotor system seized-remove starter and attempt to turn drive. hung up or be sticking. •Starter shaft spline work out-starter only spins.3.4.
Apply 5 PSI air pressure to bypass return port. •Pneumatic section of prop governor or fuel topping governor affecting Py signal blank Pyline. replace the FCU (PT6A-6. PT6A-41. -34) •Start control defective-check primary fuel line for flow. cracks and security. Check FCU fuel filter. Caused by open circuit. -34) •Flow divider and dump valve stuck-replace unit. •FCU bypass valve stuck open. Check fuel boost pump pressure. Check the reason for air entering the system. Check for proper pressure while cranking engine. Attempt start using air start igniters. -20. Start accomplished problem in aircraft electrical system. Caution: Allow ignition exciter of snap type ignition to bleed off energy. Check bypass valve for closing. Remove FCU cap fuel outlet and bypass fittings. • Fuel manifold adapters improperly installed-check proper position by proper Service Bulletin. blank also torque limiter. -28. •Leaking or restricted P3 signal lines-check all lines for obstruction.•No fuel to the engine-check aircraft valve on. •No ignition-will give wet stacks.6. No start-change igniters and/or ignition exciter. •Fuel nozzle restriction-flow check fuel nozzles. • Corrosion and/or ice in FCU bellows section-replace FCU. -28. If air leak is detected at fuel inlet.Check P3 filter for contamination. 3 •Fuel pump failure-attach direct reading line in fuel pump to FCU line. . •N1 RPM Fuel Pressure 15% 141 PSIG 20% 250 PSIG 25% 391 PSIG •Contaminated fuel system-check all filters. Will also cause hotter than normal starts. -27. Let engine drain and dry motor the engine. Engine Lights but Slow to Idle (Cool) •Improper start technique-early removal of starter. Clean fuel system as necessary. •Excessive air in fuel system-bleed fuel system. replace unit (PT6A-27. I. If no flow.
Note: Usually PT6A-27 and -28 engines. Will causesecondary fuel flow during start cycle. •Incorrect FCU or start rigging-rerig as necessary. •Insufficient voltage to the starter-causes lower than normal cranking RPM and loss of starter assist. -28 and -34-check SFC dump port for fuel. • Dump valve in flow divider stuck closed-replace unit.• Contaminated or defective FCU-check all fuel filters. •Engine bleed air open or leaking-blank the engine bleed air port and try again. Remove Py line from prop governor or fuel topping governor and leave open. Hot Starts •Improper start technique-usually caused by entering fuel too early and/or early starter removal. •Prop slow to attain idle RPM-prop shaft transfer sleeve binding. •Deficient starter-replace unit. Check FCU bypass valve. Spray pattern does not reach the igniters. •Minimum fuel flow stop setting too high-replace FCU. •Fuel nozzle restriction-flow check fuel nozzles. replace unit. Check covers on transfer tube bosses. Caution: Do not attempt this procedure on PT6A41engines. 4 •Start control transfer valve stuck open-remove valve. •Delayed igniters-check the system. Will cause flame out the exhaust. •Fuel manifold adapters in the wrong position-check for proper position by proper Service Bulletin. Perform normal start. •Defective N1 indicator-reads high-causes early entry of fuel. Will not allow fuel to dump.7. remove one at a time. Check N1RPM per maintenance manual. •Hung start on PT6A-27. •Minimum fuel flow stop set too low-check minimum fuel flow. . If dumping. Binding accessories. clean and polish. I.
Have approved shop check feathering spring assembly for binding. •Defective overspeed governor-replace unit. •Defective prop governor-replace unit. . •FCU bypass valve stuck closed-replace unit. Do not mix bobbin covers. II.3. •Defective prop governor-replace unit.II. Prop Overspeed (N2) •Defective prop governor-check setting. Propeller Slow to Unfeather or Fails to Come Out of Feather (30 Seconds Normal) • Prop shaft transfer housing seals leaking-remove power section at A flange and replaceseals. •Defective RPM indicator-replace unit. Prop Slow to Feather (Immediate) •Prop governor rigging incorrect-rerig as necessary. •Defective pneumatic section of prop or fuel topping governorsreplace units. •Defective FCU bypass diaphragm-replace FCU.4. •Transfer bobbin seals leaking-remove bobbins and replace seals. Not contacting feather stop.2.1. OPERATING PROBLEMS II. Check prop blade bearings for binding-repair as necessary. •Binding or disconnected rigging-repair or replace as necessary. II. Compressor Overspeed (N1) •Sheared FCU drive coupling-replace FCU and coupling. Replace unit if not adjustable. • Propeller binding-check low pitch stop rods for binding. II.
if excessive wash of grease. II. Fuel Leakage from FCU Vent to Feather (Immediate) • Leak originates from fuel pump drive seals-replace fuel pump. If unable to balance out vibration. Will cause ITT and N1 RPM higher than normal. • Compressor out of balance-cause intermittent hoot. Check bleed valve for being stuck shut-will cause higher than normal ITT at idle. Check FCU drive bearings. •P3 air leaks-check all gaskets on gas generator case for integrity and security. •Power turbine out of balance-check turbine for balance and failure. This condition is okay if hoot goes away by 60% N1 RPM. . check blade angle and twist. High Fuel Flow at Altitude •Defective indicating system-check system. •Propeller binding-check as above. Check for FOD.7. replace unit. Check turbine balance.6. II. Vibration •Prop out of balance-check prop for damage and balance.•Defective overspeed governor-replace unit. •Defective or maladjusted compressor bleed valve-may not be closing all the way.5. II. •Compressor out of balance-cause steady hum. •Obstructed prop shaft oil passage-remove prop and inspect.
•Compressor bleed valve(s) open-will give accompanying high ITT. Will cause continuous hum at idle. High N1 RPM •Check indicating system-replace indicator as necessary. •Compressor FOD-check first stage compressor blades for FOD.10. II. •FCU bypass diaphragm ruptured. •Compressor bleed valve (s) out of calibration-have unit(s) bench checked and adjusted. Replace unit. Have bleed valve(s) bench checked. •FCU bypass valve stuck closed-replace unit. Unequal Acceleration on Twin Engine Aircraft •Check P3 inlet elbow at FCU for metering orifice-the fast accelerating engine may nothave it. Stall During Acceleration (Shotgun Sound) •P3 inlet elbow at FCU does not have metering orifice. •Defective FCU-overfueling. . Uncontrolled Acceleration • FCU drive sheared-replace coupling and FCU. •Compressor dirty-perform compressor wash. •Compressor bleed valve (s) stuck shut-replace unit(s). II. replace unit.9. •Compressor FOD-check first stage blades for FOD.8.11. •Excessive P3 air leaks-check all gas generator gaskets for integrity and security.II. II.
•FCU bypass valve stuck-replace unit. •Defective FCU-replace unit.• Incorrect setting of acceleration dome-maximum adjustment three (3) clicks either side of datum. Check reason for air entering fuel system.12. •Contaminated P3 filter-check and change filter.) •FCU air system contaminated-send unit in for cleaning or exchange II. Check P3 line forwater. Has a part of the system been apart? . •Fuel pump drive failure-preceded by slight increase in N1 RPM.14. Try bypassing unit with slave line. Flameout •Interrupted fuel supply-aircraft fuel valve shut off inadvertently. •Corrosion or ice in FCU bellows section-remove FCU for cleaning. •Defective temperature compensator-replace unit. •Px metering orifice contaminated-remove and clean Px orifice or send in FCU for cleaning. Bleed fuel system. •Air in fuel system-flameout at idle after a start. Check fuel pump cranking pressure. II. •Dirt in pneumatic section of FCU. (Clockwise to increase acceleration rate. May have to speed one engine up and slow other down. Failure to Decelerate •Disconnected or improperly rigged FCU-repair or rerig as necessary. repair as necessary II. •Binding control linkage-check control linkage.13. Failure to Accelerate Properly • P3 sense line restricted or leaking-check line for obstruction. Will also cause slow start.
•FCU control rod binding-will not return to idle position. •Dirt in pneumatic section of FCU-caused incorrect signal effect. Clean fuel system and replace filters as necessary.• Minimum fuel stop setting too low-flameout during deceleration. Remove Py line from prop governor or fuel topping governor. Will not decrease to idle fuel flow. •Contaminated or defective FCU-disconnect FCU outlet and check for flow while motoring. •Air leak in P3 or Py signal lines-usually causes low idle RPM. Clean and flow check fuel nozzles. •Air leak in P3 or Py sense line-check P3 and Py lines for cracks and security. Lubricate and/or cam assembly. Incorrect Idle Speed •Incorrect idle setting-set per maintenance manual. II.16. Clean or replace unit. Will cause slow acceleration. II. Change P3 filter. Perform normal start and check N1 RPM. •Contaminated P3 filter-restricts P3 signal. Rerig FCU. •Incorrect riging-lengthen rod to relieve cam. •Minimum fuel flow stop setting too high-check minimum fuel flow. •FCU maximum stop set too low-perform part power check.15. • Fuel nozzle restriction-partially plugged. Lubricate or replace bearing ends. •Contaminated FCU-check all fuel filters. . Check lines for cracks and security. •Incorrectly rigged FCU linkage-not contacting maximum stop at full throttle. Will cause hot section distress. • Selected wrong torque from graph-recompute desired torque. Low Power (All Parameters Down) •Faulty instrument (s)-have all instruments calibrated. If no flow-remove FCU for bypass valve check.
•Faulty T5 system-check T5 system per the maintenance manual. Perform HSI. T5 up.• Defective prop governor pneumatic section or fuel topping governor-plug Py line and recheck power. II. •Hot section distress-N1 speed down.19. Replace generator and/or supercharger. Will have high N1 RPM. II.18. Adjust as necessary. • Defective compressor bleed valve (s)-blowing air overboard. Temperature Limited •Instruments out of calibration-have all instruments calibrated. •Excessive accessory load-place generator off line. •Prop governor pneumatic or topping governor incorrectly riggedcheck arm for contact against maximum stop. •Dirty compressor-perform compressor wash.17. •Torque indication low-have instrument calibrated. Check accessories for extra loading. •Air leaks-check all gas generator case P3 gaskets and flanges for leaks. • Selected wrong torque from graph-recheck. II. •Compressor FOD-check compressor first stage blades. Overtemp (Above Maximum) •Instruments out of calibration-have all instruments calibrated. •Excessive accessory loading-place generator off line and recheck. Inability to Reach Performance Check . Open inlet screen and check compressor. • Torque limiter setting too low-cap Py line at torque limiter and recheck power. Cause high N1 RPM.
Will cause high N1 RPM. •Pressure relief valve malfunctioning-probably stuck open. •T5 system defective-should have been caught on first step. Oil filter is installed backwards. •Defective oil pressure indication-check with direct reading gauge. •Oil pressure follows the throttle. • No oil pressure-all models. . Can happen after normal filter check. • Selected wrong torque from graph-recheck. N1 RPM andITT will be high.20. Low Oil Pressure • Low oil level-check the tank oil level. Check oil pump housing for cracks.can not adjust or adjustment is less than expected.•Instruments out of calibration-have all instruments calibrated. •Air leaks-check all gas generator case P3 gaskets and flanges for leaks. Low N1 RPM and High T5 •Hot section distress-perform HSI. changes classification. •Compressor FOD-check first stage-compressor blades. II. •Internal oil leak-will cause oil smoke on start or shutdown and oil smell in cabin area. II. •Compressor bleed valve (s) open-bench check and/or replace bleed valves. • Dirty compressor-perform compressor wash. •Compressor turbine vane ring class is changed. •Hot section distress-turbine tip clearance excessive. Check oil consumption. Replace unit.21. first stage power turbine vane ring class may need changing. •Failed heat shield in power section-causes excessive heating of oil. compressor turbine vanes bowed or burned. Oil cooler may not be able to handle the added temperature.
II. High Oil Temperature •Insufficient supply-check tank level. •Clogged scavenge screen in rear case-check main oil filter for carbon. Unable to scavenge oil will cause bearing area flooding.24. •Oil from breather excessive-cocked or defective carbon seal. Oil pressure will follow N1 RPM. II. • Defective labyrinth seals-check inlet and exhaust for oil. •Failed heat shield in power section-causes excessive heating of oil. Check oil cooler for air non eage. pull engine to clean scavenge screen. • Defective packing on oil filter housing-check packings. • Pressure relief valve malfunctioning-stuck closed. Change unit. II. High Oil Pressure •Defective oil pressure indication-check with direct pressure gauge.23. Remove and repair power section. •Restriction in scavenge tubes -check all tubes for noneage. •Defective cooling system-check oil cooler thermostat. Carbon originates at #3 bearing area. Will cause smoke during start and/or oil smell in cabin area.22. check consumption. Replenish supply. Excessive Oil Consumption •Extended leakage-repair oil leak. If excessive carbon is found. #1 bearingleak at inlet. #2 bearing-smoke during start (turbine side) • Oil to fuel heater leak-oil migrating to fuel system and is burned. . • Excessive idling in feather-reduces air volume to oil cooler.
•If consumption still exceeds 12 lbs/hr-return engine to overhaul shop. High Breather Discharge • Overfilled system-same as above • Breather carbon seal defective-same as above. •Defective packings on oil filter housing-replace packings II. • Excessive back pressure in scavenge system-check scavenge tubes. • Defective indication-loose wire in connector. Check oil filter. Check with direct reading gauge. II.26. oil lines and oil cooler for restriction. Oil Leak at Compressor Drain (Static) .25. Check oil immediately after shutdown. II. •No.27. •Restricted oil filter-bypassing. Oil Leaking From compressor Inlet •Defective packings oil tank tubes-replace.•Defective or missing packings on oil tank center tube-remove rear case and check packings. Debris may have clogged oil jets. •Defective filter check valve-will allow oil to migrate to pressure system over flowing bearing areas. II.28. •System overserviced-keep level at one quart to maximum level. • Pressure relief valve sticking-change or polish relief valve. •Seal on pressure pump backwards-will cause excessive oil in scavenge system overloading oil separator. Fluctuation Oil Pressure •Insufficient oil supply-replenish supply and check consumption. 1 bearing pressure and/or scavenge tube packings defectiveremove rear case and check packings.
•Defective OSG-install blank to pad and run engine. II. • loose control linkage-repair or replace control linkage. Low Prop RPM at High Idle •Blade angle incorrectly set-reset blade angle II. replace unit.32. •Dirt in fuel inlet filter and/or fuel filter strainer. High T5. Cap Pyline to confirm problem. II. •FCU coupling defective-loose cooupling will cause erroneous RPM signal. Fluctuations of Prop and Torque •Loose linkage-check all linkage for security. •Fuel pump shaft seal leaking-has washed grease from FCU bearings and started failure of these bearings.31. Dead band idle screws projection vary. Engines Accelerate in Reverse Unevenly •FCU interconnect rods of different lengths.33.29. FCU arms not installed envenly. Rerig control. •Prop sticking-check low pitch top rods for sticking or rubbing. Fluctuations (All Parameters) •Faulty instruments-not usually. II. II. •Power turbine pneumatic governor not on maximum stop-can cause low power. clean or replace. Check or change feather spring assembly. •Defective CSU-replace unit.•Defective packings on #2 bearing scavenge bobbin. Prop Does Not Increase in RPM Evenly •Preload difference between engines-recheck preload. .30.
•"Z" gaps set different-check blade angles setting (PT6A-20) .•Adjustable low pitch stops set differently-recheck low pitch stop. 8-10 threads showing normal.
This action might not be possible to undo. Are you sure you want to continue?
We've moved you to where you read on your other device.
Get the full title to continue listening from where you left off, or restart the preview.