PT6 Training Manual PDF

PT6
DESCRIPTIVE COURSE
AND
GUIDE TO TROUBLESHOOTING
Training for PT6 engines technicians focused on resolving

problems in the field.
• Description of engine modules: Compressor, Hot Section,

Power Section, Accessory Gearbox and Reduction
Gearbox
• Systems: Fuel, Air, Oil and Electrical
• Integration of all Systems
Training offered by:
UNITED TURBINE
We keep your PT6 flying!
UNITED TURBINE CORP.
TRAINING MANUAL
ENGINE DIRECTIONAL (four on –65 an larger engines)

REFERENCES combined with a single centrifugal stage
The terms right and left, clockwise and assembled as an integral unit. The
counterclockwise, upper and lower, and rotating
similar directional references will apply compressor blades and impeller add
to the engine as viewed from the rear energy to the air passing through them
with the engine in a horizontal position by increasing its velocity.
and the accessory case facing the
viewer. When components or struts are A row of stator vanes located between
numbered in a circumferential direction, each stage of compressor rotor blades
the No.1 position is at 12 o’clock, or the diffuses the air, converting velocity into
first immediately clockwise position pressure, and directs it at the proper
increase arithmetically in a clockwise angle to the next stage of compression.
direction when viewed from the rear. From the tips of the centrifugal impeller,
the air passes through diffuser tubes
(diffuser vanes in older model engines),
ENGINE
which turn the air through 90 degrees in
DESCRIPTION direction and also convert velocity to
The PT6 power plant is a lightweight, pressure. The diffuser air then passes
free-turbine engine. Pressure ratio through straightening vanes to the
varies form 6.3:1 for early model annulus surrounding the combustion
engines to 10.0:1 for the second chamber liner.
generation. Power ranges from 475 to
1700 SHP are achieved. The engine The combustion chamber liner consists
utilizes two independent turbine of an annular weldment having
sections; one (compressor turbine) perforations of various sizes that allow
driving the compressor in the gas entry of compressor delivery air. The
generator section, and the second flow of air changes direction 180
(power turbine – two-stage in larger degrees as it enters and mixes with
model engines) driving the output shaft fuel. The location of the liner outside the
through a reduction gearbox. The turbines eliminates the need for a long
engine is self sufficient since its gas shaft between the compressor and the
generator driven oil system provides compressor turbine, thus reducing the
lubrication for all areas of the engine overall length and weight of the engine.
including pressure for the torquemeter Fuel is supplied by a dual manifold
and power for propeller pitch control. (single on early engine models)
consisting of primary and secondary
Inlet air enters the rear of the engine transfer tubes and adapters. The fuel /
through annular plenum chamber air mixture is ignited or glow plugs
formed by the compressor inlet case which protrude into the liner.
where it is directed forward to the
compressor. The compressor consists The resultant hot gases expand from
of three axial stages the liner, reverse direction in the exit
8950 NW 79 AVE MIAMI, FLORIDA 33166 USA PH (305) 885-3900 FAX (305) 885-0472
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TRAINING MANUAL
duct zone and pass through the block, mounted on the gas generator
compressor turbine inlet guide vanes to case (exhaust case in late model
the single – stage compressor turbine. engines), provides a connection point to
The guide vanes ensure that the cockpit instrumentation.
expanding gases impinge on the turbine
blades at the correct angle, with All engine driven accessories (with the
minimum loss of energy. The still exception of the propeller governor,
expanding gases continue forward to power turbine overspeed governor and
drive the power turbine section, which in power turbine tachometer-generator)
turn drives the prop shaft through a are mounted on the accessory gearbox
two–stage planetary reduction gearbox. at the rear of the engine. These
The reduction gearbox embodies an components are driven off the
intergral torquemeter device which is compressor by means of a coupling
instrumented to provide an accurate shaft which extends the drive through a
indication of engine power. conical tube in the center section of the
oil tank. The rear location of
The compressor and power turbines are accessories provides for a clean engine
located in the approximate center of the and simplifies any subsequent
engine with their respective shafts maintenance procedures.
extending in opposite directions. Their
feature provides for simplified The engine oil supply is contained in an
installation and inspection procedures. integral oil tank which forms the rear
The exhaust gases from the power section of the compressor inlet case.
turbine are directed through an annular The tank has a total capacity of 2.3 US
plenum to atmosphere via twin opposed gallons and is provided with a dipstick
ports provided in the exhaust duct. and drain plug.
Interturbine temperature (T5) ( turbine Fuel supplied to the engine from an

inlet temperature (T4) on PT6A-6 external source is further pressurized by
series) is monitored by an integral an engine–driven fuel pump and its rate
probe, bus-bar, and harness assembly of flow to the fuel manifold is controlled
installed between the compressor and by the fuel control unit (FCU) which is
power turbines with the probes also engine driven.
projecting into the gas path. A terminal
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AIRFLOW
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PT6 ENGINE MODEL piece CT vane ring, etc. 680 SHP

SUMMARY for TO at 2200 propeller rpm.
9. PT6A-28
1. PT6A-6 Mechanically identical to A-27 but
First PT6 engine certified, non- with high cruise rating for corporate
reversing. 550 Shaft Horsepower type aircraft such as the King air E-
(SHP) for Takeoff (TO) at 2200 prop 90, -100, A100 and Piper
rpm. Turbine Inlet Temperature (TIT) Cheyenne. 680 SHP for TO at 2200
indication (T4). propeller rpm.
2. PT6A-6A 10. PT6A-29
Same as PT6A-6 with A-6 reversing Very similar to A-27 with 750 SHP
system. at TO. Used only by US army.
3. PT6A-6B 11. PT6A-21
Same as PT6A-6 with A-20 style Mechanically identical to a -27 but
reversing system. using reduction gears like -20 and
has only one line of fuel nozzles.
4. PT6A-6/C-20 550 SHP at 2200 propeller rpm.
Limited number of PT6A-6
converted at overhaul to A-20. 12. PT6A-25
Updated with interstage turbine Mechanically identical to A-21
temperature (ITT) system (T5). except for modifications required for
inverted flight. Used by US Navy in
5. PT6A-20 T-34 trainer. 550 SHP for TO at
550 SHP TO at 2200 propeller rpm 2200 propeller rpm.
Introduces T5 temperature indication
system, ITT. 13. PT6A-25A
Mechanically identical to A-25
6. PT6A-20A except for modifications to front
Same as A-20 except with A-27 RGB casing, different torque
exhaust duct and A-27 style controller settings and no reversing.
propeller governor. Used in Pilatus PC-7 trainer.
7. PT6A-20B 14. PT6A-25C
Same as PT6A-20A except with A- Introduces a hot section similar to –
20 reversing system. Used by 34. It is use on trainer Tucano.
Pilatus. Modified for inverted flight
8. PT6A-27
Bored–out A-20 with diffuser pipes,
fine mesh reduction gears, one
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15. PT6A-11 21. PT6A-34AG

First model of the A-10 series to Identical to A-34 except for single
enter production. Basically a PT6A- taper compressor turbine blades (A-
27 fitted with a PT6A-20 reduction 42), P3 filter and 50-hole
gearbox. Flat rated to 500 SHP for compressor wash ring. Used in
takeoff at 2200 propeller rpm Ayres Rockwell Thrust & Frakes
Grumman AG-Cat conversions
16. PT6A-11AG certified for unlimited operations on
Identical to PT6A-11 with the diesel fuel.
addition of corrosion protected
hardware and special design 22. PT6A-34B
features for agricultural aviation. Identical to A-34 except for
Certified for unlimited operation on aluminum casings in place of
diesel fuel. magnesium. Used in Beech t-44A
for US Navy.
17. PT6A-110
Identical to PT6A-10 (uncertified) 23. PT6A-36
except for the incorporation of low Identical to A-34 except is flat rated
speed reduction gearbox. Flat rated to 97 F (36 C) and has single line
to 475 SHP for TO at 1900 prop fuel nozzles. Used in Saga
rpm. conversion of Beech C-90.
18. PT6A-112 24. PT6A-114

Similar to A-11 but with 1900 RPM Similar to –34 but with 600 SHP at
reduction gearbox. 500 SHP for TO. 1900 propeller rpm and only one
exhaust pipe at 5 o’clock. Used in
19. PT6A-15AG single engine Caravan.
Mechanically Identical to PT6A-27
but with the incorporation of 25. PT6A-114A
corrosion protected hardware Identical to –114 but living more
and special design features for power 675 SHP at 1900 propeller
agricultural aviation. Certified for rpm.
unlimited operation on diesel fuel.
Flat rated to 680 SHP for TO at 26. PT6A-135
2200 propeller rpm. Similar to A-34 with 1900 RPM
reduction gearbox. 750 SHP for TO
20. PT6A-34 but hot section similar to -41.
Identical to PT6A-27 except for the
air-cooled hot section which is 27. PT6A-135A
basically T-3 style. 750 SHP for TO Similar to A-34 with 1900 RPM
at 2200 propeller rpm. reduction gearbox. 750 SHP for TO
but hot section similar to -41.
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28. PT6A-41 35. PT6A-45R

New technology turboprop featuring Identical to PT6A-45A but with
a two-stage power turbine and new increased water injection to give
increased mass flow compressor. improved thermodynamic
Heavily flat rated to 850 SHP for TO performance.
at 2000 propeller rpm.
36. PT6A-50
29. PT6A-41AG Similar to PT6A-41 but with new
Identical to PT6-41 but with the reduction gearbox for lower
addition of corrosion protected propeller speed. 1120 SHP for TO
hardware and special design at 1210 prop rpm. Used in DHC-7
features for agricultural aviation. Short Takeoff and Landing (STOL)
Certified for unlimited operation on airliner.
diesel fuel.
37. PT6A-60A
30. PT6A-38 Same compressor as the -41 but the
Mechanically identical to A-41 hot section and power section are
except with un-cooled C/T vane. like -65 series. 1173/1400 SHP at
750 SHP for TO at 2000 prop 1700 propeller rpm. Used on King
rpm. Air 300 and 350.
31. PT6A-42 38. PT6A-60AG

Identical to PT6A-41 but with Identical to PT6-60A but with the
compressor improvements to give addition of corrosion protected
some 10% increase in cruise hardware and special design
performance. features for agricultural aviation.
Certified for unlimited operation on
32. PT6A-42 A diesel fuel.
Identical to PT6A-41, 850 SHP at
2000 propeller rpm. 39. PT6A-61, 61A
Same as -60A but rated at 850 SHP
33. PT6A-45A or 950 SHP depending on BS of the
Very similar to A-41 but using a engine.
higher power turbine speed
reduction. 1173 SHP for TO at 1700 40. PT6A-62
propeller RPM. Used in Shorts SD3- Similat to -61 with 950 SHP at 2000
30 Mohawk 298 (Nord 262) aircraft. propeller rpm. Used on Pilatus PC-9.
34. PT6A-45B 41. PT6A-64

Identical to PT6A-45A but with Same as -66 but with less power
increased water injection to give 700 SHP at 2000 propeller rpm.
improved thermodynamic
performance.
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42. PT6A-65B 49. PT6A-67B

Introduction of new technology. The Similar to -65 with 1450 test /1300
compressor has four axial stages SHP at 1700 propeller rpm.
and one centrifugal. The bleed valve
reintroduces the air into the 50. PT6A-67AF
compressor inlet. The combustion Has 1424 test /1300 SHP at 1700
chamber is made up to two parts, propeller rpm.
inner and outer. The FCU is
manufactured by Woodward. 1173 51. PT6A-67AG
SHP at 1700 propeller rpm. Used on Similar to -67AF 1424 test/1300
Beech 1900. SHP at 1700 propeller rpm. but
with the addition of corrosion
43. PT6A-65R protected hardware and special
Similar to -65B but with reserve design features for agricultural
power to reach 1327 SHP. aviation. Certified for unlimited
operation on diesel fuel
44. PT6A-65AR
Similar to –65B but with the power 52. PT6A-67R
increased to 1424 SHP. Used on Has 1424 test/1300 SHP at 1700
Short 360. propeller rp.
45. PT6A-65AG 53. PT6A-67T

Identical to PT6-65B but with the Has 1424 test/1300 SHP at 1700
addition of corrosion protected propeller rp.
hardware and special design
features for agricultural aviation. 54. PT6A-67D
Certified for unlimited operation on Has 1450 test/1300 SHP at 1700
diesel fuel. propeller rpm.
46. PT6A-66, A, B, D 55. PT6A-67P

Similar to -65B but rated to 850 / Has 1450 test/1300 SHP at 1700
950 SHP. And a gearbox like-41 at propeller rpm.
2000 propeller rpm. It can be
maintained as three modules. 56. PT6A-67F
New design with 1700 SHP at 1700
47. PT6A-67 propeller rpm. Used on Air Tractor
Similar to -65 with 1400 test /1300 802 “Fire Boss” fire fighting.
SHP at 1700 propeller rpm.
57. PT6A-68
48. PT6A-67A 1250 SHP at 2000 propeller rpm.
Similar to -65 with 1400 test /1300 Used on Texan II (Pilatus) trainer,
SHP at 1700 propeller rpm. modified for inverted flight.
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58. PT6A-68B Similar to -67C and -67D …

Has 1600 SHP at 2000 propeller
rpm. Used on Pilatus PC-21, 67. PT6D-114A (Turboshaft)
modified for inverted flight. Based on the PT6A-114A but
without the second stage reduction
59. PT6A-68C
Has 1600 SHP at 2000 propeller 68. PT6T-3 (Turboshaft)
rpm. Used on Super Tucano Twin Pac using two 900 SHP gas
trainer, modified for inverted flight. generators and a combining
. gearbox. 1800 SHP at 6600 output
60. PT6B-9 (Turboshaft) shaft rpm. Used in Bell 212, AB-212
Similar to PT6A-6 but with single and Sikorsky S58T.
reduction gear stage. Very few
engines. In use with Lockheed 69. PT6T-3A (Turboshaft)
helicopter. Same as a PT6T-3 but with with
aluminum (instead of magnesium)
61. PT6B-36A, -36B (Turboshaft) gearbox casting. No longer used.
981 SHP a 6409 rpm eje, con 2 ½ y
30 minutos OEI a 1033 SHP. 70. PT6T-3B (Turboshaft)
Basically a PT6T-3 but fitted with
the improved hot end components
62. PT6B-37A (Turboshaft) of PT6T-6. Emergency single
Similar to A-34 but using single power section contingency rating of
stage reduction gear for helicopter 970 SHP for 30 minutes and 1025
application. 750 SHP for TO, at SHP for 2 ½ minutes. Used on Bell
6188 output shaft rpm. 212/412.
63. PT6B-67A (Turboshaft) 71. PT6T-3BE (Turboshaft)

Similar to A-67 but using single Same as the PT6T-3B with the
stage reduction gear for helicopter removal of the torque sharing
application. 1000 SHP for TO, at function in the torque control.
6188 output shaft rpm. USED on Bell 212/412.
64. PT6C- 67C (Turboshaft) 72. PT6T-3BF

Similar to -67. Used on August Similar to the PT6T-3B, except 30-
Westland AW139 with 1100 SHP at minute OEI rating is equivalent to
21000 shaft rpm. the 2½ minute OEI rating, 1025
SHP. Used on Bell 212/412.
65. PT6C-67D (Turboshaft)
Develops 1183 SHP at 21200 shaft 73. PT6T-3BG (Turboshaft)
rpm. Similar to the PT6T-3BF, but
without the torque sharing function
66. PT6C- 67E (Turboshaft) in the torque control. Bell 212/412.
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74. PT6T-6 (Turboshaft) 82. T74-CP-702

Same as the PT6T-3, except for the Military version of the PT6A-29
2½ min rating and higher ratings
and improved engine parts. 1875 83. T400-CP-400 (Turboshaft)
SHP for TO. Utilized in S58T, AB- Military version of the T-3, utilized
212 & version of AH-1J. in UH-1N and AH-1J.
75. PT6T-6B (Turboshaft) 84. T400-WV-401 (Turboshaft)

Same as the PT6T-6 with the Similar to T400-CP-400 but with T-
removal of the torque sharing 3 features satisfying civil
function in the torque control. certification requirement.
76. PT6T-3D (Turboshaft) 85. T400-WV-402 (Turboshaft)

Same as the PT6T-3B, except for Uprated version of the T400-CP-
improved hot section hardware to 400 similar to PT6T-6, utilized in
allow for increased ratings with an AH-1J.
engine inoperative (OEI), 1024
SHP continuous and 1133 SHP for
2 ½ minutes..
77. PT6T-3DE (Turboshaft)

Same as the PT6T-3D, except the
continuous OEI rating is 1079 SHP
and 1133 SHP for 2 ½ minutes.
78. PT6T-3DF (Turboshaft)

Same as the PT6T-3DE, except for
improved hot section hardware to
allow for increased ratings.
79. PT6T-9 (Turboshaft)

Similar to the PT6T-3DF, except for
an improved hot section and it is
equipped with an engine electronic
control system.
80. T74-CP-700
Military version of the PT6A-20
81. T74-CP-701
Military version of PT6A-27.
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ENGINE CONSTRUCTION nut. Lubrication of the bearing is

provided by an oil nozzle which is fitted
at the end of one of the pressure oil
GENERAL
passages in the casing.
This manual is based on a generic PT6
engine. Major differences between
A tapered tube, complete with
models have been noted, but for work
preformed packing at each end, is
done on an engine, Pratt & Whitney
located between the centerbores of the
manuals must be used.
compressor inlet casing and the
accessory gearbox diaphragm and
COMPRESSOR INLET CASE provides a passage through which a
The compressor inlet case is a circular coupling shaft drives the rear
casting, the front of which forms plenum accessories.
chamber for the passage of compressor
inlet air. A wire mesh screen, which is
COMPRESSOR ROTOR AND
secured around the air intake case
prevents ingestion of foreign objects by STATOR ASSEMBLY
the compressor. The rear of the inlet The compressor rotor and stator
case forms an intergral oil tank and assembly consists of a three-stage axial
incorporates oil passages for pressure rotor, three interstage spacers, three
and scavenge oil. A drain plug orifice is stators and single stage centrifugal
situated in the base of the tank case impeller and housing. The first stage
and accommodates a drain plug, held in rotor blades (wide chord) are of titanium
position by a pin which fits plug, held in to improve impact resistance, while the
position by a pin which fits through second and third stage rotors are of
integral brackets at each side of the stainless steel. The rotor blades are
orifice. An oil pressure pump, which dovetailed into their respective disks,
embodies a pressure relief valve, is the clearance between blades and disk
located in the lower part of the tank and produces the metallic clicking heard
is secured with bolts to the accessory during compressor rundown. Axial
gearbox diaphragm. A port on the right movement of the rotors is limited by the
hand side of the casing provides a interstage spacers located between the
mounting position for the engine main disks. The airfoil cross section of the
oil filter housing which incorporated s first stage blades differs from those of
filter check valve and bypass valve the second and third stages which are
assembly. identical. The length of the blades
The No.1 bearing, bearing housing and differs in each stage, decreasing from
labyrinth seal are housed within the inlet first to third stage.
case centerbore. The bearing housing
with support and adapter set is bolted to The first and second stage stator
the centerbore flange, The No.1 bearing assemblies each contain 44 vanes and
outer race being retained in the support the third stage 40 vanes. Each set of
by an internal keywasher and spanner stator vanes is held in position by a
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circular ring through which the vane compressor inlet case at the rear. A
outer ends protrude. Shrouds for the short, hollow steel coupling shaft,
first, second and third stage compressor internally splined, locates on the splined
blades are provided by the respective rear hub coupling to extend the
stage vane rings. The second stage compressor drive to the accessory
vane ring is supported inside the first gearbox input gearshaft. The coupling
and third stage stator housings which embodies a ball lock at the front end to
are bolted together. The third stage prevent end thrust on the input
stator assembly is bolted to the impeller gearshaft roller bearings.
housing and embodies a locating pin
which fits into a slot in the second stage GAS GENERATOR CASE
to prevent rotation of the assembly. The The gas generator case is in two
compressor front stubshaft, centrifugal sections, but this single structure
impeller and the impeller housing are houses both the compressor and the
positioned rearward in that order, combustion sections. It also provides a
followed alternately by an interstage mounting from No.2 bearing. On –6 and
spacer, a stator assembly and a rotor -20 models it contains 14 radial vanes
assembly. The rotating assembly is to provide a pressure increase and
stacked and secured together by six tie- velocity decrease to the air. 70
rods. A wedge-shaped retaining ring straightening vanes with a slotted
secures the impeller housing in the gas diffuser prepare the air for delivery to
generator case. The roller type #2 the combustion chamber. Four hollow
bearing and air seals are vanes at the bottom provide a residual
accommodated on the compressor fuel drain at engine shutdown.
stubshaft. This bearing supports the
stubshaft and the compressor rotor The gas generator case on the A-27
assembly in the gas generator case. and later engines differ in that it
The compressor rear hub is an integral contains 21 diffuser pipes brazed inside
part of the first stage compressor rotor the center section of the gas generator
disk and accommodates a labyrinth air case to provide a pressure increase to
seal rotor, a spacer and the ball type the compressed air as it leaves the
No.1 bearing which supports the rear centrifugal impeller. The compressed air
hub and compressor rotor assembly in is then directed through straightening
the compressor inlet case. A short, vanes, located at the outlet of the
hollow steel coupling, externally splined diffuser pipes, and out to the
at its protruding end is secured within combustion chamber liner. The gas
the compressor rear hub by a generator case is secured to the front
transverse pin which passes through flange of the compressor inlet case. The
the hub and coupling. The complete rear section provides a housing for the
compressor rotor and stator assembly compressor assembly and provides an
fits into the center rear section of the outlet port for the compressor bleed
gas generator case and is secured by valve. Cabin bleed air is ducted fr4om
the impeller housing at the front and the this area to a pad at the 1 o’clock
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Two air seals, is located in the perforations. The perforations ensure

centerbore of the case. The front air and even temperature distribution at the
seal which is the compressor turbine compressor turbine inlet. The domed
stator seal is bolted over a gasket to the front end of the combustion chamber
centerbore of the case the rear air seal liner is supported inside the gas
which is compressor front stator seal is generator case by 7 of the 14 fuel
secured inside the casing centerbore by nozzles sheaths. The rear of the liner is
a retaining ring. The front section of the supported by sliding joints which fit into
gas generator case and the rear section the small (inner) and large (outer) exit
o the exhaust duct form the combustion duct assemblies.
chamber. The gas generator case
provides mounting bosses for the 14 The small (inner) and large (outer) exit
fuel nozzles assemblies and the dual duct assemblies form an envelope
manifold. Mounting bosses are also which effectively changes the direction
provides at the 6 o’clock position for of gas flow by providing an outlet to the
front and rear drain valves. These allow compressor turbine guide vanes.
residual fuel to drain overboard during
engine shutdown. Ignition glow plug or The large exit duct contains a heat
spark igniter bosses are provides at the shield that forms a passage through
4 o’clock and 9 o’clock position. The which cooling compressor discharge air
plugs or igniters protrude into the is routed. The outer flange of the large
combustion chamber liner to ignite the duct engages with the outer flange of
fuel air mixture. The engine is mounted the combustion chamber liner to provide
on there flexible type mounts which are an outer support for the assembly, while
secured to three flexible type mounts the center section of the assembly is
which are secured to three equi-spaced bolted to a flange at the gas generator
mounting pads located on the outer case centerbore. The small exit duct
circumference of the gas generator assembly is bolted to the compressor
case. turbine guide vane support.
COMBUSTION CHAMBER COMPRESSOR TURBINE

LINER AND EXIT DUCTS VANE RING
The combustion chamber liner is of the The –6 and –20 models have individual
reverse flow type and consists primarily compressor turbine vanes. The cast
of an annular heat-resistant steel liner compressor turbine vane ring on –27
open at one end. A series of straight, and later models have integral vanes
plunged and shielded perforations, and are located between the
allow air to enter the liner in a manner combustion chamber exit ducts and the
designed to provide the best fuel air compressor turbine.
ratios for starting and sustained
combustion. Direction of air flow is The vanes direct the expanding gases
controlled by cooling rings specially to the compressor turbine blades at the
located opposite certain series of optimum angle to drive the compressor.
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An outer peripheral platform formed on stretch. The required number of

the vane ring engages into both the classified weights are determined
shroud housing and the inner exit duct, during balancing procedures and
the flanges of which are bolted together. riveted to the relevant flanges machined
The shroud housing extends forward to on the turbine disc. A small annulus
form a runner for an interstage sealing machined on the rear face of the disc,
ring(s); the ring(s) provides a provides a sealing surface to control the
mechanical point of separation and an flow of turbine disc cooling air.
air seal for the engine. Compressor
turbine shroud segments positioned in POWER TURBINE VANE RING
the shroud housing, act as a tip seal Some older model engines have
and allow running clearance for the individual power turbine vanes. On later
compressor turbine blades. And inner model engines the cast power turbine
shroud on the vane ring extends vane ring(s) have integral vanes which
rearwards and has a flange by which it direct the flow of gases at the optimum
is secured by a pressure plate to the angle to drive the power turbine rotor.
centerbore of the gas generator case. The stator housing and containment
ring with the enclosed vane assembly
COMPRESSOR TURBINE support the interstage sealing ring and
ROTOR ASSEMBLY are bolted to the exhaust duct at flange
The compressor turbine rotor, which D. The interstage sealing ring is self-
consists of a turbine disc, blades and centering and held in position by the
classified weights, drives the five mounted lugs of the interturbine
compressor in a counterclockwise busbar harness which are bolted to the
direction. rear face of the stator housing.
The turbine assembly is splined to the INTERSTAGE BAFFLE

compressor front stubshaft and secured The compressor turbine is separated
by a threaded turbine bolt and form the power turbine by means of an
keywasher. A master spline is provided interstage baffle, which is secured to
to ensure the disc assembly is always and supported by the power turbine
installed to a predetermined position to vane ring. The interstage baffle
retain original balance. The 58 blades in prevents dissipation of turbine gases
the compressor turbine disc are held in and consequent transmission of heat to
fir-tree serrations machined in the outer both turbine disc faces. The center
circumference of the disc and are section of the baffle includes small
secured in position by tubular rivets. circular lipped flanges on the front and
The steel alloy blades incorporate rear faces. These flanges fit over
squealer tips which ensure a minimum mating rotor seals machined on the
amount of rub should the rotating respective turbine disc faces to provide
blades make contact with the shroud control of cooling air flow through an
segments. A spot face is machined on orifice in the center of the baffle.
most blades to permit checking blade
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POWER TURBINE and an outer section. The outer conical

ROTOR ASSEMBLY section, which has two flanged exhaust
The power turbine rotor assembly outlet ports, forms the outer gas path
comprised of a turbine disc (later model and also functions as a structural
engines incorporate a two-stage power member to support the reduction
turbine shaft in a clock-wise direction. gearbox. The inner section forms the
inner gas path and provides a
The disc is held to close tolerances and compartment for the reduction gearbox
embodies a reference circumferential rear case and the power turbine support
groove to permit disc growth housing. A removable sandwich-type
measurements to be taken when heat shield insulated the rear case and
required. The turbine disc is splined to power turbine support housing from hot
the power turbine shaft and secured by exhaust gases. A drain passage located
a single, threaded bolt and keywasher. at the 6 o’clock position at flange C
A master splined ensures that the allows residual fuel, accumulating in the
turbine disc assembly is installed in a exhaust duct during engine shutdown,
predetermined position to retain the to drain into the gas generator case and
original balance. The required number flow overboard.
of classified weights, determined during
balancing procedures, is riveted to a NO.3 AND NO.4 BEARINGS
special flange located on the rear o f the The power disc and shaft assembly is
turbine disc. The power turbine blades Supported and secured in the power
differ from those of the compressor turbine support housing by the No.3
turbine in that they are formed with roller bearing and the No.4 ball bearing.
potched and shrouded tips. The blades Both bearings have flanged outer races
are held in fir-tree serrations in the which are individually bolted to flanges
turbine disc and secured individually by inside the power turbine shaft support
tubular rivets. The blade tips rotate housing. The power turbine disc holds
inside a double knife-edge shroud and the No.3 bearing plain inner race
form a continuous seal when the engine interposed between a shoulder on the
is running. This reduces tip leakage and turbine and the No.3 rotating air seal on
increases turbine efficiency. the rear end of the power turbine shaft.
The No.4 bearing has a split inner race
EXHAUST DUCT which is stacked between a shoulder on
The exhaust duct consists of a the turbine shaft, and a positioning ring
divergent heat- resistant steel duct and coupling secured by a cupwasher
provided with two outlet ports, one on and spanner nut. A puller groove of the
each side of the case (one outlet port front half of the split inner race to
on –50, -114 and T3). The duct is facilitate removal.
secured to the front flange of the gas
generator case and comprises an inner
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POWER TURBINE
SUPPORT HOUSING The first stage ring gear is located in
The power turbine support housing helical splines provided in the rear case
consists of a fabricated steel cylindrical of the reduction gearbox. The torque
housing attached to the reduction developed by the power turbine is
gearbox rear case by 12 studs. The transmitted through the sun gear and
housing provides support for the power planet gears to the ring gear which is
turbine shaft assembly and two opposed by the helical splines, resulting
bearings. A labyrinth seal, secured at in rotation of the planet carrier. The ring
the rear of the housing by a retaining gear, through held by the helical
ring prevents oil leakage into the power splines, can move axially between the
turbine section. An internal oil transfer case and three retaining plates. This
tube, fitted with four oil jets, provides movement is used in the torquemeter
front and rear lubrication to No.3 and application.
No.4 bearings. A scavenge tube
secured inside the housing at the 6 The second stage of reduction is
o’clock position, transfers bearing contained in the reduction gearbox front
scavenge oil to the front of the engine. case. The first stage planet carrier is
attached to the second stage sung ear
b a flexible coupling which serves to
REDUCTION GEARBOX
dampen any vibrations between the two
The reduction gearbox is located at the
rotating masses and corrects for
front of the engine and consists of two
possible misalignment. The second
magnesium (aluminum on some
stage sun gear drives five planet gears
models) alloy castings bolted to the
in the second stage carrier. A second
front flange of the exhaust duct. The
stage ring gear is fixed by splines to the
first stage of reduction is contained in
reduction gearbox front case and
the rear case. Torque form the power
secured by three bolted retaining plates.
turbine is transmitted through the power
The second stage carrier is in turn
turbine shaft to the first stage sun gear.
splined to the propeller shaft and
secured by a retaining nut and shroud
The sun gear consists of a short hollow
washer. A flanged roller bearing
steel shaft which has an integral spur
assembly, secured by four bolts to the
gear at the front end and external
front case, provides radial support for
splines at the rear. The external splines
the second stage carrier and propeller
fit over the end of the turbine shaft and
shaft. An oil transfer tube and nozzle
engage the internal splines of a retainer
assembly, fitted with preformed
coupling. The coupling is in turn splined
packings, is secured within the propeller
to the turbine shaft and secured there
shaft by a snap ring to provide
by a retaining nut and cupwasher. Two
lubrication to No.4 bearing and the first
snap rings secure the sun gear in the
stage sun gear.
retainer coupling. The spur gear end of
the sun gear drives the three planet
gears in the first stage planet carrier.
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the rear reduction gearbox housing

The accessories located on the which provides an accurate indication of
reduction gearbox front case are driven engine power output. The mechanism
by a bevel drive gear mounted on the consists of a cylinder, piston, seals,
propeller shaft behind the thrust bearing valve plunger and spring.
assembly. Propeller thrust loads are Rotation of the first stage ring gear is
absorbed by a flanged ball bearing resisted by the helical splines which
located in the front face of the reduction imparts an axial movement to the ring
gearbox centerbore. The bevel drive gear and, therefore, to the piston face.
gear, adjusting spacer, thrust bearing This in turn moves a valve plunger
and seal runner are stacked and against a spring, opening a metering
secured to the propeller shaft by a orifice and allowing an increased flow of
single spanner nut and keywasher. The pressure oil to enter the torquemeter
thrust bearing cover is secured to the chamber. This movement continues
front of the reduction gearbox and until the oil pressure in the torque
incorporated a removable retaining ring chamber is proportional to the torque
to facilitate replacement of the oil seal. being absorbed by the ring gear. Any
change in power lever setting recycles
TORQUEMETER the sequences until a state of
The torquemeter is a hydro-mechanical equilibrium is again reached.
torque measuring device located inside
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A hydraulic lock is prevented by a COMBINED GEARBOX

continuous oil bleed from the pressure (TWIN PAC)
chamber into the reduction gear casing This module is made of two input
through a small bleed hole in the sections and one output section. Each
cylinder. input section has an integral
torquemeter, similar to the ones on the
Because the external pressure and the A models, one tacho generator, one
pressure within the reduction gearbox power turbine (Nf) governor and one Pg
may vary and affect the total pressure air pressure accumulator. The housings
on the torquemeter piston, the internal have platforms for the oil coolers fan.
gearbox pressure is measured. The
difference between the torquemeter The input section has a three stages
pressure and the reduction gearbox reduction gear train that provides a
internal pressure accurately indicates reduction ratio of 5:1. The combined
the torque being produced. The two gearbox housing is made of 5 parts: the
pressures are routed through cast input housing, the output housing, a
passages to bosses located on the top diaphragm and two covers which
of the reduction gearbox front case provide mounting pads for the
where connections can be made to suit accessories. The output housing has
individual cockpit instrumentation flange “A” where the power sections
requirement. mate. All these parts are assembled
with bolts and guide pins, to provide a
good alignment of the bearings.
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The second stage gear transmits the inside the torquemeter is proportional to
rotation to the third stage thru a gear the engine power and it is used to
that is couple to its shaft with a clutch. provide an external indication of such
An extension of the second stage parameter. Also this pressure is sent to
passes the rotation for the oil cooler fan, the torque control unit which acts as a
the tacho generator and the power torque equalizer between power
turbine (Nf) governor. sections and torque limiter.
The clutch works in such a way that ACCESSORY GEARBOX

when the engine has power the second The accessory gearbox housing is
stage gear transmits movements to the located at the rear of the engine and is
third stage helical gear, which in turn comprised of two magnesium alloy
rotates the output gearshaft. (aluminum on some models) castings
which are secured by their joint flanges
In the event that one power section to studs on the rear flange of the
stops transmitting power, the clutch compressor inlet case. The front
disengages the helical gear from the casting, provided with front and rear
second stage gear. This is similar to the preformed packings forms an oil-tight
pedals on a bike when the cyclist does diaphragm between the oil tank
not apply any force. compartment of the inlet case and the
accessory drives. The diaphragm also
The output gearshaft rest at the rear on provides support for the accessory drive
the No.15 roller bearing (on the gear bearings, seals and the main oil
diaphragm) and at the front on the pressure pump which is bolted to the
No.16 roller bearing and No.17 ball front. The diaphragm is secured to the
bearing (on the output housing). In the accessory gearbox housing by four
rear, the shaft has an extension that countersunk screws and nuts.
moves the oil pump for the output
section. The rear casting forms an accessory
gearbox cover and provides support
COMBINED GEARBOX bosses for the accessory drive bearing
and seals.
TORQUEMETER The internal scavenge oil pump is
When there is a change in output
secured inside the housing, and a
power, the output helical gear produces
second scavenge oil pump is externally
an axial movement on the third stage
mounted. Mounting pads and studs are
gearshaft. The force that produces this
provided on the rear face for the
displacement is balanced by the
combined starter-generator, the fuel
pressure on the inside of the
control unit with the sandwich mounted
torquemeter cylinder which changes
fuel pump and the Ng tachometer-
according with the position of the torque
generator. A large access plug, located
meter valve. The pressure of the oil
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below the starter generator mounting One source bleeds P2.5 compressor air
pad, provides passage for a puller tool from the gas generator case at the 1
which must be used to disengage and o’clock position. The second source
hold the ball-locked coupling shaft and

input gearshaft during disassembly. provides P3 air from the gas generator
case at the 11 o’clock position. Either or
Three additional pads are available for both may be blanked off, depending on
optional requirements. All accessory installation requirement.
drives are supported on identical roller
bearings fitted with garter type oil seals. COMPRESSOR BLEED VALVE
The compressor bleed valve
An oil tank filler cap and dipstick is automatically opens a port in the gas
located at the 11 o’clock position on the generator case to spill interstage
gearbox cover to facilitate servicing of compressor air (P2.5), there by
the oil system. An oil tray is providing anti-stall characteristics at low
incorporated in the lower section of the engine speeds. The port closes
gearbox, adjacent to the scavenge gradually as higher engine speeds are
pump drive gears, to prevent oil attained. On later engine models, two
foaming during operation. valves are used to bleed excess air at
two different speed ranges.
A centrifugal oil separator, mounted on
the starter-generator drive gearshaft, The compressor bleed valve, located on
separates the oil from the engine the gas generator case at the 7 o’clock
breather air in the accessory gearbox (varies by application) position and
housing. A cored passage in the secured by four bolts, consists of a
accessory diaphragm connects the oil piston type valve in a ported housing.
separator to an external mounting pad The piston is supported in the bore of
located at the 2 o’clock position on the the housing by rolling diaphragm which
rear housing. A carbon-face seal permits piston full travel in either
located in front of the gearshaft in the direction to open or close the ports
accessory diaphragm prevents pressure while, at the same time, effectively
leakage through the baring assembly. sealing the compartment at the top of
the piston. A port in the gas generator
AIR SYSTEMS case provides a direct passage for the
GENERAL flow of compressor interstage air (P2.5)
The engine has three separate air to the bottom of the bleed valve piston.
systems: a compressor air bleed
control, a bearing compartment air seal Compressor discharge air (P3) is
and breather system, and a hot section tapped off and metered through a fixed
cooling system. Two optional sources of orifice in the body of the unit, then
high pressure air are also provided. across the top of the piston and out to
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atmosphere through a metering plug orifices acts upon the upper side of the
(convergent/divergent orifice). The bleed valve piston, so that when Px is
control pressure Px between the two
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seal where it is leaked through the

greater than P2.5, the bleed valve labyrinth to provide the required
closes. In the closed position, the port is pressure seal.
sealed off by the piston which is forced
against its seat by the action of Px. The No.2 bearing is protected by a
Conversely, when Px is less than P2.5, single air seal at the front and a double
the bleed valve opens and allows seal at the rear of the bearing. (The
interstage (P2.5) to discharge to reverse is true in PT6A-6 and –20
atmosphere. engines). Pressure air for this system is
bled either from the centrifugal impeller
BEARING COMPARTMENT tip or, depending on engine speed,
SEALS, TURBINE COOLING from the cavity behind the large exit
duct. The air flows through passages in
AND AIR BLEED SYSTEMS
the No.2 bearing support, equalizing the
Pressure air, in conjunction with air
air pressure at the front and rear of the
seals, is utilized to seal the first,
bearing compartment, to ensure a
second, and third bearing compartment,
pressure seal in the front and rear
and also to cool both the compressor
labyrinth. The No.2 bearing cavity seal
and power turbine parts. The air seals,
air is vented into the accessory gearbox
which establish and control the required
through the oil scavenge line.
pressure gradients, comprise two
separate parts: the inner part housing a
The compressor and power turbine
plain rotating surface; the outer
discs are both cooled by compressor
stationary part consisting of a series of
discharge air bled form the diffuser exit
expansion chambers (labyrinths)
zone down the rear face of the outer
formed by deep annular grooves
exit duct. It is then metered through
machined in the bore of the seal. A
holes in the cover of the compressor
minimum clearance, consistent with
turbine bearing housing where it divides
mechanical safety, is maintained
into three paths. Some of the air is
between the inner rotating, and the
metered to cool the rear face of the
outer stationary parts of the seal.
compressor turbine disc and some to
pressurize the bearing seals. The
Compressor inter-stage air is utilized to
balance is led forward through
provide a pressure drop across the
passages in the compressor turbine
labyrinth seal located in front of No.1
disc hub. Some is used to cool the front
bearing. The air is led through
face of the compressor turbine a portion
perforations in the rim of the third stage
of this cooling air is also led through a
compressor spacer into the center of
hole in the center of the interstage
the rotor. It then flows rearward through
baffle to the rear face of the power
passages in the three compressor
turbine disc. The remainder passes
discs, and in the compressor rear hub;
forward through the center of the power
to an annulus in the center of the air
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turbine disc, out through drilled and indicate the quantity of oil required
passages in the hub to pressurize the to top the tank to the full mark. An anti-
No.3 bearing air seals, and on the cool flooding and breather arrangement,
the front face of the disc.
The cooling air from both of the turbine

discs is dissipated into the main gas located in the highest point of the oil
stream flow to atmosphere. The bearing tank, prevents flooding of the accessory
cavity leakage air is scavenged with the gearbox in the event that the oil tank is
oil into the accessory gearbox and overfilled. A drain plug in the bottom of
vented to atmosphere through the the tank facilitates drainage.
centrifugal breather.
OIL PUMP
LUBRICATION SYSTEM Pressurized oil is circulated form the oil
GENERAL tank, through the engine lubricating
The lubrication system is designed to system, by a self-contained gear type
provide a constant supply of clean pressure pump located in the lowest
lubricating oil to the engine bearings, part of the oil tank. The oil pump
reduction gears, torquemeter, propeller comprises two gears, contained in a
and all accessory drive gears. The oil cast magnesium alloy housing which is
lubricates and cools the bearings, and bolted to the front face of the accessory
conducts any foreign matter to the main diaphragm, and is driven, through the
oil filter where it is separated from the gearbox diaphragm, by an accessory
oil flow. Calibrated oil nozzles are used drivegear. The oil pump body
on the main engine bearings to ensure incorporated a circular mounting boss to
that an optimum oil flow is maintained accommodate the filter housing
for all operating conditions. A main accessory. A second mounting boss on
pressure pump located in the oil tank the pump accommodated the pressure
supplies oil to the accessory section relief valve on later model engines.
and, through an external transfer tube, Earlier engines have the pressure relief
to the gas generator section and valve located in a cast boss at 2 o’clock
reduction gearbox. on the inlet case.
OIL TANK OIL FILTER ASSEMBLY

The oil filter assembly is located in the
The oil tank is an integral part of the
compressor inlet case at the 3 o’clock
compressor inlet case and is located in
position. The assembly comprises a
front of the accessory gearbox. The oil
filter housing accommodating a
tank is provided with an oil filler neck
disposable metal screen cased filter
and a quantity dipstick and cap which
element with a perforated flange, a
protrude through the accessory gearbox
spring-loaded bypass valve and a check
housing at 11 o’clock. The markings on
valve. The disposable filter element is
the dipstick correspond to US quarts
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formed by an outercore main filter

screen and a centercore coarse
conehat type bypass filter screen.
Some cleanable filters are still in use.
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moulded seal located on the front end

A filter cover, which is secured to the of the filter element. In the event of a
inlet case by four nuts, holds the filter blocked filter, the increased pressure
element and housing in position. overcomes the bypass valve spring,
Pressure oil flows through the check opens the bypass valve and provides
valve into the housing, through the filter an alternative passage, through the
element and out to the engine system coarse filter screen in the centercore of
via a cored passage, leaving any the filter element, for the oil flow through
foreign matter deposited on the exterior the engine.
of the element.
PRESSURE OIL SYSTEM
The check valve, positioned in the end The engine oil pressure is regulated by
of the housing, prevents gravity flow a removable plunger type pressure
into the engine after shutdown and relief valve secured to the top of the
permits the filter element to be changed
without having to drain the oil tank. main oil pressure pump housing. All oil
in excess of the regulated pressure is
A filter bypass is provided by a spring- bypassed back to the tank upstream of
loaded bypass valve located in the the main oil filter. The pressure relief
downstream side of the check valve. valve is secured in the relief valve
The bypass valve is normally closed housing by a retaining ring both of
and sealed against leakage by a
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which are accessible through the Pressure oil is delivered at 80 to 100

engine main filter port. PSIG to the reduction gearbox where it
is divided into three branches. One
The oil pressure may be adjusted by the branch is fed to the first stage reduction
addition or deletion of spacers.
gears, splines, torquemeter is fed
Lubrication of the accessory drives and through a metering valve which controls
bearings is supplied from the oil filter the flow into the torquemeter chamber.
through cored passages and transfer
tubes in the accessory diaphragm and The position of the metering valve is
rear gearbox housing. The No.1 bearing dependent on the torquemeter piston
is lubricated by pressure oil, routed via which reacts in direct proportion to
an internal passage in the compressor engine torque. In addition to the
inlet case, through a fine strainer and oil torquemeter, oil in this branch is
nozzle jet secured in the center section directed via an internal transfer tube
of the inlet case at the rear of the and strainer in the power turbine
bearing. The oil is sprayed by the jet support housing to four nozzles. The
into a collector ring mounted on the end first oil jet directs a stream of oil against
of the compressor hub, and directed the rear face of the first stage sun gear
through passages in the split inner race coupling. Oil splashing off this coupling
to the bearing assembly by centrifugal lubricates the No.4 bearing from the
force. front. The second oil nozzle is
positioned in the rear of the No.4
A direct supply of oil is provided to bearing to ensure sufficient lubrication.
lubricate the No.2 bearing, reduction The other two nozzles are located one
gearbox, front accessories, and the in the front and the other in the rear of
power turbine shaft bearings. Front he No.3 bearing to provide cooling and
filter, the oil is directed through a cored lubrication. Oil in this branch also
passage to an outlet boss at the bottom lubricates the plain bearing which
of the compressor inlet case. An supports the first stage carrier and, by
external transfer tube, connected to the means of drilled passages inside the
boss, leads pressure oil forward to the carrier, also lubricated the planet gears
reduction gearbox. Oil is tapped front and bearings. The second branch
his tube to lubricate No.2 bearing via an delivers oil to the second stage
internal transfer tube secured in the gas reduction gears and also to the No.4
generator case. bearing I.D. Oil flow is directed to this
bearing through an oil nozzle secured in
The tube passes between two diffuser the rear of the propeller oil transfer
pipes to an oil gallery with two nozzles. tube.
A fine strainer protects the two oil jets Passages in the split inner races of the
which are positioned one in front and bearing line up with a drilled annulus on
one at the rear of the No.2 bearing. the power turbine shaft to provide
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access for centrifugal oil flow into the quillshaft to the main oil pump in the oil
bearing assembly. The third branch tank and drives an externally mounted
provides oil through cored passages in tachometer – generator.
the RGB front case tot he propeller
governor unit, the accessory drive gears Oil from No.3 and No.4 bearing
and the propeller thrust bearing. Oil mist compartments is scavenged, via
internal tubes, into the reduction
provided lubrication to the second stage gearbox sump, then rearward through
carrier bearing.
an external transfer tube, to the front
SCAVENGE OIL SYSTEM element of the external scavenge pump.
The scavenge oil system includes two This pump also scavenges any
double-element scavenge pumps reduction gearbox oil which drains
connected by internal passages and rearward when the engine is in a high
lines to two main external transfer angle of climb attitude. The oil is then
tubes. One pump is secured inside the fed forward to the accessory gearbox,
accessory gearbox and the other is via a machined passage in the pump
externally mounted. They are contained housing, and a deflector. Oil from the
in separate housings and driven off propeller governor, front thrust bearing
accessory gearshafts. reduction gears and the torquemeter
bleed orifice drains into the reduction
Oil from the No.1 bearing compartment gearbox sump and is then scavenged
is returned by gravity through a cored by the rear element of the external
passage to the bottom of the scavenge pump, via a second external
compressor inlet case, and then transfer tube which extends rearward to
through a transfer tube in the oil tank the accessory housing. The oil from
and accessory diaphragm into the both internal and external scavenge
accessory gearbox. No.2 bearing oil pumps is forced through a T-fitting into
drains into an external transfer tube, a common line to an airframe oil cooler,
rearward to the bottom of the oil tank. It form where it is returned to the oil tank
is then scavenged, through a cored via a deaerator tray in the top of the
passage in the accessory diaphragm, to tank.
the scavenge pump which pumps the oil
into the accessory gearbox. Oil from the BREATHER SYSTEM
centrifugal breather, bearings and input Breather air from the engine bearing
gearshaft drains to the bottom of the compartments and the accessory
accessory gearbox and scavenged from gearbox is vented overboard through a
the gearbox, together with oil from No.1 centrifugal breather impeller located in
and No.2 bearings, and scavenged oil
from No.3 and No.4 bearings, by the the accessory gearbox. The various
rear element of the internal scavenge engine compartments are connected to
pump. The double-element internal the accessory gearbox by cored
scavenge pump is connected by a passages or existing oil scavenge
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transfer tubes. The No.1 bearing vents CENTRIFUGAL BREATHER

rearward through the bearing rear The centrifugal breather consists of an
housing and the oil tank center tube, shrouded aluminum alloy impeller
into the accessory gearbox through its secured to the rear face of the starter-
oil scavenge tube and sump generator gearshaft by a retaining ring.
arrangement. A bypass valve, Rotational torque is transmitted from the
immediately upstream of the front gearshaft to the impeller by three equi-
scavenge pump, vents to the accessory spaced alloy pin. Breather air flows
gearbox when the engine is running at radial inward through the rotating
impeller housing where the oil particles
are separated from the air mist by
high power. The No.3 and No.4 centrifugal force. The oil particles are
bearings and reduction gearbox are thrown outward and drain freely to the
vented, utilizing the internal and bottom of the accessory gearbox. The
external scavenge tubes leading back relatively oil-free breather air passes
from the reduction gearbox to the forward through the hollow center
external oil scavenge pump mounted on section of the gearshaft to a cored
the accessory gearbox, and dump into passage in the accessory diaphragm.
the oil tank via the airframe oil cooler.
Equalization of air pressure between It is then routed through a transfer tube
the oil tank and accessory gearbox is to a breather boss on the rear face of
provided by a breather tube. This the accessory gearbox housing where a
arrangement also prevents transfer of connection for an overboard vent line is
oil from tank to accessory gearbox provided.
during aircraft maneuvers with engine in
changing attitudes. The oil tank in turn
vents into the accessory gearbox
through its anti-overfilling arrangement.
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OIL SYSTEM
OIL-TO-FUEL HEATER INSTRUMENTATION
The oil-to-fuel heater assembly utilizes
heat from the engine oil system to Main oil pressure is measured form the
preheat the fuel in the engine fuel transmitter located at the 3 o’clock
system, and incorporates a multiple- position on the accessory housing. The
pass oil circuit and a two pass fuel flow. normal oil pressure range is 80 to 100
A minimum pressurizing valve is fitted in PSIG. Oil outlet temperature is detected
a port at the 2 o’clock position on the by a temperature bulb located at the 4
inlet side of the oil-to-fuel heater. The o’clock position on the accessory
valve closes at approximately 40 PSIG gearbox.
to prevent oil flow to the heater when
the engine is shut down in flight with the IGNITION SYSTEM
propeller windmilling. A check valve on GENERAL
the outlet side of the heater is
incorporated in the rigid oil return line to The ignition consists of an ignition
the top of the oil tank. A fuel exciter unit, two spark igniters and two
temperature sensing oil bypass valve shielded leads.
regulates the fuel temperature by either
permitting oil flow through the heater
IGNITION EXCITER UNIT
core, or bypassing it through the valve
to the engine oil tank via an external The exciter unit is mounted similar to
line. the current regulator. It converts DC
input to high energy output (8KVA) via
The thermal element, which senses fuel solid state circuitry comprising a series
temperature, consists of a highly of transformers, diodes and a storage
expansive material sealed in a metallic capacitor. When the energy in the
chamber. The expansion force is storage capacitor reaches a level
transmitted through a diaphragm and equivalent to four joules, an internal
plug to a piston. Since the element spark gap in the exciter arcs and allows
exerts an expansive force only, it is the stored energy to be discharged to
counterbalanced by a spring which the igniters through a dividing and
provides a contracting force during circuit protection transformer network.
decreases in temperature. The element The network is such that if one igniter is
senses outlet fuel temperatures and, at inoperative, the remaining igniter will
temperatures above 21C (70F), starts to continue to function.
close the core valve and simultaneously
opens the bypass valve at 32C (90F),
the core valve is completely closed and
the oil bypasses the heater core.
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interdependent functions: the Fuel

Control Unit (FCU), a Propeller
SPARK IGNITERS Governor and a Starting Flow Control.
The spark igniters are mounted in the The FCU determines the proper fuel
gas generator at 9 and 4 o’clock. A schedule for engine steady state
semiconductor material is incorporated operation and acceleration/deceleration.
in the igniter, as a shunt between center The starting flow control acts as a flow
electrode and ground electrode (shell). divider, directing FCU metered fuel
As the potential across the electrodes output to the primary fuel manifold or to
increases, a small amount of current both primary and secondary manifolds
passes across the shunt; this current as required. Full propeller control during
increases until air in the annular gap forward and reverse thrust operation is
ionizes and high energy discharges provided by a governor package which
across the electrodes, producing a contains a normal propeller control
spark to ignite the atomized fuel in the during forward and reverse operation is
combustion chamber. provided by a governor package which
contains a normal propeller governor
(CSU) section, a reversing valve, and a
FUEL CONTROL SYSTEM
power turbine governor section (Nf), (in
The fuel control system consists of
three separate units with
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early engine models this function is

provided by a separate unit). Engine power output is directly
dependent upon compressor turbine
The Nf governor section provides power speed. The FCU governs Ng thereby
turbine overspeed protection during actually governing the power output of
the engine. Control of Ng is
accomplished by regulating the amount
normal operation. During reverse thrust of fuel supplied to the combustion
operation the propeller governor is section of the engine.
inoperative and control of power turbine
speed is accomplished by the Nf FUEL SECTION
governor section. The FCU is supplied with fuel at pump
pressure (P1). Fuel flow is established
FUEL CONTROL UNIT by a metering valve and bypass valve
GENERAL system. The fuel pressure, immediately
The fuel control unit (FCU) is mounted after the metering valve is called
on the engine driven fuel pump and is metered fuel pressure (P2). The bypass
driven at a speed proportional to valve maintains an essentially constant
compressor turbine speed (Ng). The fuel pressure differential (P1-P2) across
FCU determines the fuel schedule for the metering valve. The orifice area of
the engine to provide the power the metering valve changes to meet
required as established by the power specific engine power requirements.
lever. This is accomplished by Fuel pump output in excess of these
controlling the speed of the compressor requirements will be returned via
turbine (Ng).
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bimetallic discs under the bypass valve

spring.
internal passages in the FCU and fuel
pump to the pump inlet downstream of
the filter. This returned fuel is referred to POWER INPUT, SPEED
as Po. The bypass valve consists of a
GOVERNOR AND ENRICHMENT
sliding valve working in a ported sleeve.
The valve is actuated by means of a SECTION
diaphragm and spring. In operation, the The power input shaft incorporates a
spring force is balanced by the P1-P2 cam which depresses an internal lever
pressure differential working on the when the power is increased. A spring
diaphragm. The bypass valve will connects this cam follower lever to the
always be in a position to maintain the governor lever. The governor lever is
P1-P2 differential and bypass fuel in pivoted and one end operates against
excess of engine requirements. an orifice to form the governor valve.
The enrichment lever pivots at the same
A relief valve is incorporated parallel to point as the governor lever and has two
the bypass valve to prevent a build-up extensions which straddle a portion of
of excessive P1 pressure in the FCU. the governor lever so that after a slight
The valve is spring-loaded closed and movement a gap will close and then
remains closed until the inlet fuel both levers must move together. The
pressure (O1) overcomes the spring enrichment lever actuates a fluted pin
force and opens the valve. As soon as which operates against the enrichment
the inlet pressure is reduced, the valve “hat” valve. Another, smaller, spring
closes. The metering valve consists of a connects the enrichment lever to the
contoured needle working in a sleeve. governor lever. A roller on the arm of
The metering valve regulates the flow of the enrichment lever contacts the end of
fuel by changing the orifice area. Fuel the governor spool.
flow is a function of metering valve
position only, as the bypass valve The speed scheduling cam applies
maintains an essentially constant tension to the governor spring through
differential fuel pressure across the the intermediate lever which applies a
orifice regardless of variations in inlet or force to close the governor valve. The
discharge fuel pressures. enrichment spring between the
enrichment and governor levers
An external adjustment is provided on provides a force to open the enrichment
the bypass valve spring cover to match valve. As the drive shaft revolves, it
accelerations between engines on rotates a table on which the governor
multi-engine installations. weights are mounted.
Compensation for variations is specific
gravity resulting from changes in fuel Small levers on the inside of the
temperature is accomplished by the weights contact the governor spool. As
Ng increases, centrifugal force causes
the weights to apply increasing force
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against the spool. This tends to move valve by a cross shaft and associated
the spool against the enrichment lever. levers.
As the governor weight force
overcomes the opposing spring force, The cross shaft moves within a torque
tube which is attached to the cross shaft
the governor valve opens and the

enrichment valve closes. The
enrichment valve will start to close near the bellows lever. The tube is
whenever Ng increases enough to secured in the body casting at the
cause the weight force to overcome the opposite end by means of an
force of the smaller spring. If Ng adjustment bushing. Therefore, any
continues to increase, the enrichment rotational movement of the cross shaft
lever will continue to move until it will result in an increase or decrease in
contacts the governor lever, at which the force of the torque tube. The torque
time the enrichment valve will be fully tube forms the seal between the air and
closed. The governor valve will open if fuel sections of the control. (The torque
Ng increases sufficiently to cause the tube is positioned during assembly to
weight force to overcome the force of provide a force in a direction tending to
the larger spring. At this point the close the metering valve. The bellows
governor valve will be open and the act against this force to open the
enrichment valve closed. The main metering valve.) Py pressure is applied
body incorporates a vent port which to the outside of the governor bellows.
vents the inner cavity to atmospheric Px pressure is applied to the inside of
pressure (Pa). Modified compressor the governor bellows and to the outside
charge pressure, Px and Py, will be of the acceleration bellows.
bled off to Pa when the respective
enrichment and governor valves are For explanation purposes, the governor
open. bellows is illustrated as a diaphragm. Py
pressure is applied to one side of the
BELLOWS ASSEMBLY “diaphragm” and Px is applied to the
The bellows assembly consists of an opposite side. Px is also applied to the
evacuated (acceleration) bellows and a evacuated bellows attached to the
governor bellows connected by a “diaphragm.” The force of Px applied
common rod. The end of the against the evacuated bellows is
acceleration bellows opposite the rod is cancelled by application of the same
attached to the body casting. The pressure on an equal area of the
accelerating bellows provides an “diaphragm,” as the forces applied to
absolute pressure reference. The the bellows section can be resolved into
governor bellows is secured in the forces acting on the “diaphragm” only.
body cavity and its function is similar to
that of a diaphragm. Movement of the These forces are: Py pressure acting on
bellows is transmitted to the metering the entire surface of one side: the
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internal pressure of the opposite turbine overspeed condition, an air

side(within the area of pressure bleed orifice in the Nf governor section
cancellation); and Px acting on the is opened by flyweight action to bleed
remainder of that side. Any change in off Py pressure through the governor.
Py will have more effect on the When this occurs, Py pressure acting
“diaphragm” than an equal change in on the FCU bellows decreases to move
Px, due to the difference in effective the FCU metering valve in a closing
area. direction, thus reducing fuel flow.
Reduction in fuel flow decreases Ng
Px and Py vary with changing engine
operating conditions as well as inlet air speed and consequently Nf speed. The
temperature. When both pressures speed at which the air bleed orifice
increase simultaneously, as during opens is dependent on the setting of the
acceleration, the bellows cause the propeller governor control lever and the
metering valve to move in an opening setting of the Nf air bleed Iink. Normally
direction. When Py decreases as the the air bleed orifice is opened at
desired Ng is approached (for approximately 6% above propeller
governing after acceleration), the governor speed setting with the Nf
bellows will travel to reduce the opening governor air bleed link at maximum
of the metering valve. When both position, and at approximately 4%
pressures decrease simultaneously, the under propeller governor speed setting
bellows will travel to reduce the at minimum position. In reverse thrust
metering valve opening because a the propeller reversing interconnect
change in Py is more effective than the linkage resets the Nf governor air bleed
same change in Px. This occurs during link to a setting below the propeller
deceleration and moves the metering governor control lever setting.
valve to its minimum flow stop.
Power turbine speed (Nf), and hence
POWER TURBINE (Nf) propeller speed, is then limited by the
Nf propeller speed, is then limited by
GOVERNOR
the Nf governor and power supplied by
The propeller governor, mounted on the
the gas generator is reduced to allow a
reduction gearbox of the engine,
propeller speed approximately 5%
contains a normal propeller governor
under the speed set by the propeller
(CSU) section, a reversing valve and a
governor.
power turbine governor section, driven
at a speed proportional to power turbine
speed (Nf). The Nf governor section STARTING FLOW CONTROL
provides power turbine overspeed The starting flow control consists of a
protection during normal operation. The ported plunger sliding in a ported
Nf governor section senses Py pressure housing. Rotational movement of the
through an external pneumatic line from input lever is converted to a linear
the drive body adapter on the FCU to translation of the plunger through a rack
the governor. In the event of a power and pinion engagement. Rigging slots
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are provided at the 45 and 75 RUN now being delivered through the No.2
positions. One of these positions, manifold is filled, the total flow is
depending on the aircraft type is used to increased by that amount now being
rig the system and to identify the cockpit delivered through the No.2 system and
lever position. the engine further accelerates to idle.
When the lever is moved beyond the
A minimum pressurizing valve, located RUN position (45 or 72) towards the
at the inlet to the starting flow control, maximum stop (90), the starting flow
maintains a minimum pressure in the control has no further effect on fuel
metered to the engine. This range is
overtravel and is used for convenience
FCU to ensure correct fuel metering.

Two connections are provided to the
dual manifolds which are to actuate the HI-IDLE system through
interconnected via the transfer valve. a telescopic interconnecting linkage to
This valve permits the primary manifold the FCU on most installation.
to fill initially for light-up and, as
pressure increases in the control, the FUEL CONTROL SYSTEM-
transfer valve opens, allowing fuel into COMPLETE OPERATION
the secondary manifold. When the lever (TYPICAL)
is in the CUT-OFF AND DUMP (zero
degree) position, the fuel supply to both
manifolds is blocked off; at the same ENGINE STARTING
time drain ports are aligned (via porting The engine starting cycle is initiated
in the plunger) with the dump port with the power control lever placed in
allowing the residual fuel in the the IDLE position and the starting
manifolds to drain overboard. This control lever in CUT-OFF. The ignition
prevents the fuel from being coked in and starter are switched on and, when
the system due to heat absorption. Fuel required Ng is attained, the starting flow
entering the starting flow control during control lever is advanced to the RUN
engine rundown is diverted through the position. Successful ignition is normally
bypass port to the fuel pump inlet. achieved in approximately 10 seconds.
After successful ignition the engine
When the lever is placed in the RUN accelerates to idle. For particular engine
position, the outlet port to No.1 manifold procedures on specific aircraft
is uncovered and the bypass port is installations, refer to relevant Specific
completely blocked off. As the engine Operating Instructions (SOI) or to
accelerates, both the fuel flow and aircraft operating Manual.
manifold pressure increase until the
transfer valve opens and No.2 manifold During the starting sequence, the FCU
fills. When No.2 manifold is filled, the metering valve is in a low flow position.
total flow is increased by that amount As the engine accelerates, the
compressor discharge pressure (Pc)
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increases, causing an increase in Px

pressure. Px and Py increase As Ng approaches idle, the centrifugal
simultaneously as Px = Py during force of the drive body weights begins
engine acceleration. The increase in to overcome the governor spring force
pressure sensed by the bellows causes and to open the governor valve.
the metering valve to move in an
opening direction.
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direction. Acceleration is then a function

This creates a Px – Py differential which of increasing Px (Px = Py).
causes the metering valve to move in a
closing direction until the required-to run With the increase in fuel flow, the
idle fuel flow is obtained. compressor turbine will accelerate.
When Ng reaches a predetermined
Any variation in engine speed from the point (approximately 70 to 75%), weight
selected (idle) speed will be sensed by force overcomes the enrichment valve.
the governor weights and will result in When the enrichment valve starts to
increased or decreased weight force. close, Py and Px pressure increases
This change in weight force will cause causing an increase in the movement
movement of the governor valve which rate of the governor bellows and
will then be reflected by a change in fuel metering valve, thus providing speed
flow necessary to reestablish the proper enrichment to the acceleration fuel
speed. schedule. Continued movement of the
enrichment lever will cause the valve to
ACCELERATION close and enrichment will then be
As the power control lever is advanced discontinued. Meanwhile, as Ng and
above idle, the speed scheduling cam is
repositioned, moving the cam follower hence Nf increase, the propeller to
lever to increase the governor spring control Nf at the selected speed and to
force. The governor spring then apply the increase power as additional
overcomes the weights and moves the thrust.
lever closing the governor valve and
opening the enrichment valve. Px and Acceleration is completed when the
Py immediately increase and cause the centrifugal force of the weights again
metering valve to move in an opening overcomes the governor spring and
opens the governor valve.
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GOVERNING decelerate until the governor weight

Once the acceleration cycle has been decreases to balance the governor
completed, any variation in engine spring force at the new governing
speed from the selected speed will be position.
sensed by the governor weights and will
result in increased or decreased weight REVERSE THRUST
force. This change in weight force will OPERATION
cause the governor valve to either open Reverse thrust can be obtained at any
or close, which will then be reflected by selected propeller speed provided that
the change in fuel flow necessary by the the forward speed of the aircraft on
change in fuel flow necessary to re- landing or during taxiing is not high
establish the proper speed. When the enough on the way into reverse.
FCU governs, the valve is maintained in
a regulating, or “floating” position. The FCU speed scheduling cam has a
single contoured lobe operating through
ALTITUDE COMPENSATION a cam-box which permits the scheduling
Altitude compensation is automatic with of full power at each end of the power
this fuel control system since the lever travel. When the power control
acceleration bellows assembly is lever is moved to the REVERSE
evacuated and affords an absolute THRUST position, the propeller pitch
pressure reference. Compressor control and the FCU are integrated.
discharge pressure is a measurement Increased power control lever
of engine speed and air density. Px is movement toward FULL REVERSE will
proportional to compressor discharge increase compressor turbine speed
pressure, so it will decrease with a (Ng) and propeller (reverse) pitch. The
decrease in air density. This is sensed propeller governor is kept in an
by the acceleration bellows which acts underspeeding condition in the reverse
to reduce fuel flow. thrust range by controlling propeller
DECELERATION speed with the Nf governing section of
the propeller governor.
When the power control lever is
retarded, the speed scheduling cam is With correct Nf during reverse thrust
rotated to a lower point on the cam rise. operation, the governor servo will be
This reduces the governor spring force partially open bleeding off some Py
pressure. If Nf decreases, the servo
and allows the governor valve to move

in an opening direction. The resulting valve will move toward its closed
drop in Py moves the metering valve in position, increasing Py pressure and
a closing direction until it contacts the fuel flow to increase Ng, thereby
minimum flow stop. This stop assures increasing Nf. If Nf exceeds the desired
sufficient fuel to the engine to prevent value, the servo piston will open further
flameout. The engine will continue to to decrease Py pressure and fuel flow.
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transfer tubes. Locking plates, secured

POWER TURBINE LIMITING to each manifold adapters and transfer
The Ng governor section of the tubes may be removed and replaced
propeller governor senses Py pressure without disconnecting the remainder of
through a line from the drive body the assembly.
adapter of the FCU. If a power turbine
overspeed should occur, the air bleed FUEL NOZZLE ASSEMBLY
orifice will be opened to bleed off Py The fuel nozzle assembly consists of 14
pressure through the propeller simplex fuel nozzles fitted with swirl-
governor. This decrease in Py will type tips. These provide a finely
cause the metering valve in the FCU to atomized fuel spray in the annular
move in a closing direction, thus combustion chamber liner. Each fuel
reducing fuel flow and consequently gas nozzle assembly is secured to an
generator speed. individual fuel manifold adapter which
extends into the combustion chamber
liner. The nozzle assembly consists of a
sheath, a spray nozzle assembly
ENGINE SHUTDOWN
consists of a sheath, a spray nozzles
The engine is shut down by placing the
and tip protected by a fine strainer. The
starting flow control lever in CUT – OFF
sheath, which functions as a heat
position. This action moves the
shield, fits over the fuel nozzle
manually operated plunger to the CUT-
assembly. It is perforated at the flange
OFF AND DUMP position, stopping all
end to permit the entry to compressor
fuel flow to the engine and dumping the
discharge air which cools the nozzle tip
residual fuel contained in the dual
and helps atomize the fuel sprayed
manifold overboard.
through a hole drilled in the lower side
of the sheath.
FUEL MANIFOLD AND
NOZZLES The fuel nozzles are positioned on the
The dual fuel manifold assembly (a adapters so as to produce a continuous
single manifold is used on older tangential spray from one nozzle to the
engines) delivers a constant supply of next in the combustion chamber liner.
high pressure fuel from the starting flow The combustion chamber liner is
control to the manifold primary and located and supported by alternate fuel
secondary fuel nozzles. The dual nozzle sheaths. The sheaths pass
manifold assembly consists of 14 fuel through suspension collars and support
manifold adapters (seven primary, six brackets welded to the outer wall of the
liner, thereby securely locating the front
secondary and one secondary inlet

adapter) each of which incorporates a
simplex fuel nozzle. The fuel manifold of the combustion chamber liner in the
adapters are interconnected by fuel gas generator case.
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CONTROLS AND
INSTRUMENTATION INTERTURBINE
The following instrumentation and TEMPERATURE
control are available and considered SENSING SYSTEM (T5)
necessary for normal operation of the The inter-turbine temperature sensing
engine during flight, to ascertain its system (T5) is designed to provide the
mechanical condition, and to ground operator with an accurate indication of
check and adjust the power output engine operating temperature taken at a
when necessary. point between the two turbines. The
system consists of twin leads, two bus
POWER CONTROL LEVER bars and eight (or ten) individual
The power control lever control the gas chromel-alumel thermocouple probes
generator speed and thus modulates connected in parallel. Each probe
engine power output from idle to protrudes through a threaded boss on
takeoff. The position for idle represents the power turbine stator housing into an
the lowest permissible power. The lever area adjacent to the leading edge of the
is interconnected with the propeller power turbine vanes,. The probe is
governor and modulated engine power secured to the boss by means of a
from full reverse thrust to takeoff. floating, threaded fitting which is part of
the thermocouple probe assembly.
STARTING CONTROL LEVER Shielded leads connect each bus bar
The starting control lever opens and assembly to a terminal block which
closes a manually operated plunger in provides a connecting point for external
the starting flow control which selects leads to a cockpit instrument. The
fuel cut-off and run positions. Certain terminal block is bolted to the gas
installations also incorporate a hi-idle generator case at the 2 o’clock position.
position. The leads form the bus bars are
supported by brackets welded on the
PROPELLER GOVERNOR stator housing and exhaust duct. The
LEVER alumel and chromel terminals on the
thermocouple assembly are identified
AL and CR respectively. To ensure
Selection of the required propeller RPM
making correct connections, the
is provided by the propeller control lever
chromel terminal screws are smaller
which positions the speed adjusting
than those for the alumel terminals.
lever on the propeller governor. When
Thermocouples may be removed and
placed in the maximum decrease RPM
replaced individually thereby facilitating
position, the propeller will automatically
maintenance.
feather.
A trim harness is connected externally
in parallel with the T5 harness system
at terminal block to bias de ITT signal
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harness is selected at engine final

acceptance test and may only be
replaced in the field with a harness of
the same class.
such that the indicated ITT bears a fixed
relationship with the compressor inlet TURBINE INLET
turbine temperature and other
TEMPERATURE SYSTEM (T4)
parameters. This calculated
temperature is the true representative of (PT6A-6,-6A, -6B AND PT6B-9
the critical component temperatures in ENGINES ONLY)
the engine hot end. The biased The turbine inlet temperature sensing
indicated temperature relates to the system monitors the temperature of the
critical component temperatures and gases in the area immediately in front of
the biasing probe compensates for the compressor turbine guide vanes
sampling error in ITT indication. The and consists of 24 chromel/alumel
trim harness consists of a T1 probe and thermocouple probes, a chromel and an
a chromel resistor all enclosed in a alumel bus bar assembly and a wiring
stainless steel tube and is mounted harness. The thermocouple probes are
externally at the 2 o’clock position in the mounted in pairs on 12 brackets and
air inlet stream just above the inlet connected in parallel to f two bus bars.
screen. There are several classes of Each bracket is secured to flange E by
trim harness depending on the value of a centrally located bolt.
the chromel resistor. The required trim
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The probes extend through the small

TACHOMETER-GENERATOR-
exit duct into the gas stream between
the large and small exit ducts, through a GAS GENERATOR (Ng) SPEED
locating ring mounted on the front face INDICATOR
of the small exit duct. The shielded The tachometer-generator produces an
wiring harness connected to the bus electric current which is used in
bars incorporates an integral terminal conjunction with a tachometer to
block which is mounted at the 2 o’clock indicate gas generator RPM. The
position on the gas generator case. The tachometer-generator drive and mount
terminal block pad are located at the 5 o’clock position
and gasket are secured to the inner wall on the accessory gearbox and is driven
of the gas generator case, with the form the internal scavenge pump.
terminal posts protruding through a port Rotation is counterclockwise with a
in the case, to provide the connection drive ratio of 0.112:1.
point for the trim harness and for
external wiring for cockpit
instrumentation. Trim harness is
provided on some overhauled engines
to eliminate readout errors.
OIL PRESSURE INDICATOR

The oil pressure in the lubricating
system is taken from the delivery side of
the oil pump. Provision has been made
to fit an oil pressure transmitter in a
mounting boss located at the 3 o’clock
position on the accessory gearbox
housing.
OIL TEMPERATURE
INDICATOR
The temperature of the lubricating oil is
taken as it leaves the delivery side of
the oil pressure pump. A mounting boss
is provided on the accessory gearbox
housing just below the oil pressure
transmitter to accommodate an oil
temperature bulb.
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TROUBLESHOOTING 4. DELAYED START
♦ STARTING PROBLEMS a. Improper start technique - check

the flight manual.
b. Fuel manifold adapters improperly
1. NO RPM (N1) DURING START positioned.
ATTEMPT. c. Fuel nozzle restriction - flow check
fuel nozzles.
a. No electrical power to d. Air in the fuel system - bleed the
starter/generator. system. Check the reason for air
b. Starter shaft sheared - starter only entering the system.
spins. e. Check spark igniters - replace as
c. Starter shaft splines worn out - necessary.
starter only spins. f. Check ignition exciter - check on
d. N1 indication defective - is oil air start and while motoring.
pressure rising? Could be Replace as necessary.
defective indicator or sheared g. Check voltage to ignition exciter -
shaft low voltage may be accompanied
on shaft on tach drive. with low cranking RPM. Can cause
e. N1 rotor system seized - remove hot start.
starter and attempt to turn drive.
5. FAILS TO LIGHT
2. INSUFFICIENT N1 RPM AT
START ATTEMPT. a. Improper start technique- though not
usually.
a. Insufficient voltage to starter - b. No fuel to the engine – check aircraft
check power source and leads. valve on. Check fuel boost pump
Are the batteries low? pressure.
b. Check N1 RPM indicating system - c. Excessive air in fuel system - bleed
indicator may read low, hung up or fuel system. Check the reason for air
be sticking. entering the system.
c. Check N1 rotor system for rub - d. No ignition - will give wet stacks.
check turbine tip clearance. If Caused by open circuit. Let engine
okay, the compressor is rubbing. e. Drain and dry motor the engine.
Attempt start using air start igniters.
3. N1 RPM EXCESSIVELY HIGH Start accomplished-problem in
WITH RAPID ACCELERATION aircraft electrical system. No start –
change igniters and/or ignition
a. Accessory gearbox input shaft is exciter. CAUTION: ALLOW
disconnected. Further start IGNITION EXCITER OF SNAP
attempt by initiating fuel will cause TYPE IGNITION TO BLEED OFF
an overtemp.
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ENERGY. cracks and security. Check P3 filter

for contamination.
c. Pneumatic section of prop governor
f. Fuel manifold adapters improperly of fuel topping governor affecting Py
installed-check proper position by
proper Service Bulletin.
g. Fuel pump failure - attach direct d. signal blank Py line. PT6A-41, -25
reading line in fuel pump to FCU blank also torque limiter.
line. Check for proper pressure while e. Corrosion and/or ice in FCU bellow
cranking engine. Check FCU fuel section –replace FCU.
filter. f. Contaminated or defective FCU-
N1 RPM Fuel Pressure check all fuel filters. Check FCU
15% 141 PSIG bypass valve.
20% 250 PSIG g. Minimum fuel flow stop set too low -
25% 391 PSIG check minimum fuel flow. Remove
h. Contaminated fuel system-check all Py line from prop governor of fuel
filter. Clean fuel system as topping governor and leave open.
necessary. Perform normal start. Check N1
i. FCU bypass valve stuck open. RPM per maintenance manual.
Check bypass valve for closing. Caution: Do not attempt this
Remove FCU cap fuel outlet and procedure on PT6A-41 engines.
bypass fittings. Apply 5 PSI air Note: Usually PT6A-27 and 28
pressure to bypass return port. If air engines.
leak is h. Hung start on PT6A-27 and –28 -
j. Detected at fuel inlet, replace the check SFC dump port for fuel. If
FCU (PT6A-6, -20, -27,-28) dumping, replace unit.
k. Start control defective-check primary i. Prop slow to attain idle RPM - prop
fuel line for flow. If no flow, replace shaft transfer sleeve binding. Check
unit (Pt6a-27-28,-34). covers on transfer tube bosses.
l. Flow divider and dump valve stuck- Binding accessories, remove one at
replace unit. a time.
m. Fuel nozzle restriction-flow check
fuel nozzles. 7. HOT START
6. ENGINE LIGHTS BUT SLOW TO a. Improper start technique - usually

IDLE (COOL) caused by entering fuel too early
and /or early starter removal.
a. Improper start technique - early b. Insufficient voltage to the starter -
removal of starter. Will also cause causes lower than normal cranking
hotter than normal starts. RPM and loss of starter assist.
b. Leaking or restricted P3 signal lines c. Deficient starter - replace unit.
- check all lines for obstruction,
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d. Engine bleed air open or leaking - d. Binding or disconnected rigging -

blank the engine bleed air port and repair or replace as necessary.
try again. e. Defective RPM indicator - replace
e. Delayed igniters - check the system. unit.
f. Minimum fuel flow stop setting too
high - replace FCU. 2. COMPRESSOR OVERSPEED
(N1)
a. Sheared FCU drive coupling -

replace FCU and coupling.
g. Fuel nozzle restriction - flow check b. Defective FCU bypass diaphragm -
fuel nozzles. Spray pattern does replace FCU.
not
reach the igniters. Will cause flame
out the exhaust. c. FCU bypass valve stuck closed -
h. Incorrect FCU or start rigging - re-rig replace unit.
as necessary.
i. Fuel manifold adapters in the wrong 3. PROP SLOW TO FEATHER
position - check for proper position (IMMEDIATE)
by proper Service Bulletin.
j. Start control transfer valve stuck a. Prop governor rigging incorrect - re-
open - remove valve, clean and rig as necessary. Not contacting
polish. Will cause secondary fuel feather stop.
flow during start cycle. b. Defective prop governor-replace
k. Dump valve in flow divider stuck unit.
closed - replace unit. Will not allow c. Propeller binding - check low pitch
fuel to dump. stop rods for binding. Have
l. Defective N1 indicator - reads high - approved shop check feathering
causes early entry of fuel. spring assembly for binding. Check
prop blade bearings for binding-
♦ OPERATING PROBLEMS repair as necessary.
1. PROP OVERSPEED (N2) 4. PROPELLER SLOW TO

UNFEATHER OR FAILS TO COME
a. Defective prop governor - check OUT OF FEATHER (30 SECONDS
setting. Replace unit if not NORMAL)
adjustable.
b. Defective pneumatic section of prop a. Prop shaft transfer housing seals
or fuel topping governors - replace leaking - remove power section at A
units. flange and replace seals.
c. Defective overspeed governor - b. Transfer bobbin seals leaking -
replace unit. remove bobbins and replace seals.
Do not mix bobbin covers.
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c. Defective prop governor - replace cause higher than normal ITT at

unit. idle.
d. Defective overspeed governor - c. Compressor out of balance - cause
replace unit. intermittent hoot. This condition is
e. Obstructed prop shaft oil passage- okay if hoot goes away by 60 % N1
remove prop and inspect. RPM. Check turbine balance.
f. Propeller binding - check as above. d. Power turbine out of balance -
check turbine for balance and
5. HIGH FUEL FLOW AT failure.
ALTITUDE
8. HIGH N1 RPM
a. Defective indicating system-check
system. a. Check indicating system - replace
indicator as necessary.
b. Compressor dirty – perform
compressor wash.
b. Defective or maladjusted
compressor bleed valve - may not
be closing all the way. Will cause c. Compressor FOD - check first
stage blades for FOD.
c. ITT and N1 RPM higher than d. Compressor bleed valve(s) open -
normal. will give high ITT. - have bleed
d. P3 air leaks - check all gaskets on valve(s) bench checked.
gas generator case for integrity and
security. e. Excessive P3 air leaks - check all
gas generator gaskets for integrity
6. FUEL LEAKAGE FROM FCU and security.
VENT
9. UNCONTROLLED
a. Leak originates from fuel pump drive ACCELERATION
seals - replace fuel pump. Check
FCU drive bearings, if excessive a. FCU drive sheared - replace
wash of grease, replace unit. coupling and FCU.
b. FCU bypass diaphragm ruptured -
7. VIBRATION replace unit.
c. FCU bypass valve stuck closed -
a. Prop out of balance - check prop for replaced unit.
damage and balance. If unable to
balance out vibration, check blade 10. STALL DURING ACCELERATION
angle and twist. (SHOTGUN SOUND)
b. Compressor out of balance - cause
steady hum. Check for FOD. Check a. P3 inlet elbow at FCU does not have
bleed valve for being stuck shut-will metering orifice.
Page 63 of 69
TRAINING MANUAL
b. Compressor bleed valve bleed(s) f. Contaminated P3 filter - check and

stuck shut - replace unit(s). Will change filter. Will also cause slow
cause continuos hum at idle. start.
c. Compressor bleed valve(s) out of g. Defective temperature compensator
calibration - have unit(s) bench -replace unit. Try bypassing unit
checked and adjusted. with slave line.
d. Defective FCU - overfueling.
Replace unit. 13. FAILURE TO DECELERATE
e. Compressor FOD - check first stage
compressor blades for FOD. a. Disconnected or improperly rigged
FCU - repair or re-rig as necessary.
11. UNEQUAL ACCELERATION ON b. FCU bypass valve stuck - replace
TWIN ENGINE AIRCRAFT unit.
c. Binding control linkage- check
a. Check P3 inlet elbow at FCU for control linkage, repair as necessary.
metering orifice - the fast
accelerating engine may not have it. 14. FLAMEOUT
a. Interrupted fuel supply - aircraft fuel

b. Incorrect setting of acceleration valve shut off inadvertently.
dome - maximum adjustment three
(3) clicks either side of datum. May
have to speed one engine up and
slow other down. (Clockwise to b. Fuel pump drive failure - preceded
increase acceleration rate). by slight increase in N1 RPM. Check
c. FCU air system contaminated - send fuel pump cranking pressure.
unit in for cleaning or exchange. c. Air in fuel system - flameout at idle
after a start. Bleed fuel system.
12. FAILURE TO ACCELERATE Check reason for air entering fuel
PROPERLY system. Has a part of the system
been apart.?
a. P3 sense line restricted or leaking - d. Minimum fuel stop setting too low -
check line for obstruction. flameout during deceleration.
b. Px metering orifice contaminated - Remove Py line from prop governor
remove and clean Px orifice or send
in FCU for cleaning. or fuel topping governor. Perform
c. Corrosion or ice in FCU bellows normal start and check N1 RPM.
section - remove FCU for cleaning. e. Contaminated FCU - check all fuel
Check P3 line for water. filters. Clean fuel system and
d. Defective FCU - replace unit. replace filters as necessary.
e. Dirt in pneumatic section of FCU.
15 INCORRECT IDLE SPEED
Page 64 of 69
TRAINING MANUAL
a. Incorrect idle setting - set per h. Dirt in pneumatic section of FCU

maintenance manual. caused incorrect signal effect.
b. Incorrect rigging – lengthen rod to Clean or replace unit.
relieve cam. i. Contaminated P3 filter - restricts p3
c. Minimum fuel flow stop setting too signal. Will cause slow
high - check minimum fuel flow. Will acceleration. Change P3 filter.
not decrease to idle fuel flow. j. Defective prop governor pneumatic
d. Air leak in P3 or Py signal lines - section or fuel topping governor -
usually causes low idle RPM. plug Py line and recheck power.
Check lines for cracks and security. k. Prop governor pneumatic or
e. FCU control rod binding - will not topping governor incorrectly rigged-
return to idle position. Lubricate or check arm for contact against
replace bearing ends. Lubricate maximum stop.
and / or re-rig cam assembly. l. Torque limiter setting too low-cap
Py line at torque limiter and check
16. LOW POWER (ALL power. Adjust as necessary.
PARAMETERS DOWN)
17. OVERTEMPERATURE (ABOVE
a. Faulty instrument(s) - have all MAXIMUM)
instruments calibrated.
b. Selected wrong torque from graph - a. Instrument out of calibration - have
recalculate desired torque. all instruments calibrated.
b. Faulty T5 system - check T5 system
per the maintenance calibrated.
c. Excessive accessory loading - place
generator off line and recheck.
c. Incorrectly rigged FCU linkage - not
contacting maximum stop at full
throttle. Re-rig FCU. d. Replace generator and/or
d. Air leak in P3 or Py sense line - supercharger.
check P3 and Py lines for cracks e. Torque indication low - have
and security. instrument calibrated.
e. FCU maximum stop set too low -
perform part power check. 18. TEMPERATURE LIMITED
f. Fuel Nozzle restriction - partially
plugged. Clean and flow check fuel a. Instruments out of calibration - have
nozzles. Will cause hot section all instruments calibrated.
distress. b. Selected wrong torque from graph -
g. Contaminated or defective FCU - recheck.
disconnected FCU outlet and check c. Dirty compressor - perform
for flow while motoring. If no flow - compressor wash. Open inlet
remove FCU for bypass valve screen and check compressor.
check.
Page 65 of 69
TRAINING MANUAL
d. Excessive accessory load - place i. Compressor turbine vane ring class

generator off line. Check is changed - first stage power
accessories for extra loading. turbine vane ring class may need
e. Defective compressor bleed valve(s) changing.
blowing air overboard - cause high 20. LOW N1 RPM AND HIGH T5
N1 RPM.
f. Compressor FOD - check a. Hot section distress - perform HSI
compressor first stage blades. Will
have high N1 RPM. 21. LOW OIL PRESSURE
g. Air leaks - check all gas generator
case P3 gaskets and flanges for a. Low oil level - check the tank oil
leaks. level. Check oil consumption.
h. Hot section distress - N1 speed b. Defective oil pressure indication -
down, T5 up. Perform HSI check with direct reading gauge.
c. Pressure relief valve malfunctioning
19. INABILITY TO REACH - probably stuck open. Replace unit.
PERFORMANCE CHECK d. Internal oil leak - will cause oil
smoke on start or shutdown and oil
a. Instruments out of calibration –have smell in cabin area.
all instruments calibrated. e. Failed heat shield in power section -
b. Selected worn torque from graph - causes excessive heating of oil. Oil
recheck. cooler may not be able to handle the
c. Dirty compressor - perform added temperature.
compressor wash. Will cause high f. Oil pressure follows the throttle - can
N1 RPM. not adjust or adjustment is less than
d. Compressor bleed valve(s) open - expected. Check oil pump housing
bench check and/or replace bleed for cracks or wear.
valve. N1 RPM and ITT will be high. g. No oil pressure - all models. Can
happen after normal filter check. Oil
filter is installed backwards.
e. Compressor FOD - check first stage

compressor blades.
f. T5 system defective - should have
been caught on first step. 22. HIGH OIL PRESSURE
g. Air leaks - check all gas generator
case P3 gaskets and flanges for a. Defective oil pressure indication -
leaks. check will direct pressure gauge.
h. Hot section distress - turbine tip b. Pressure relief valve
clearance excessive, compressor malfunctioning - stuck closed. Oil
turbine vanes bowed or burned pressure will follow N1 RPM.
changes classification.
23. HIGH OIL TEMPERATURE
Page 66 of 69
TRAINING MANUAL
f. Oil to fuel heater leak - oil migrating

a. Insufficient supply - check tank level. to fuel system and is burned.
Replenish supply, check Change unit.
consumption. g. Oil form breather excessive - cocked
b. Defective cooling system - check oil or defected carbon seal.
cooler thermostat. Check oil cooler h. Defective or missing packings on oil
for air blockage. tank center tube - remover rear case
c. Excessive idling in feather - reduces and check packing.
air volume to oil cooler. i. No 1 bearing pressure and/or
d. Failed heat shield in power section - scavenge tube packings defective -
causes excessive heating of oil. remove rear case and check
Remove and repair power section. packings.
j. Defective filter check valve - will
24. EXCESSIVE OIL CONSUMPTION allow oil to migrate to pressure
system overflowing bearing areas.
a. Extended leakage - repair oil leak. k. Seal on pressure pump backwards-
b. Restriction in scavenge tubes - will cause excessive oil in
check all tubes for blockage. Unable scavenge system overloading oil
to scavenge oil- will cause bearing separator.
area flooding. l. System overserviced - keep level at
c. Defective packing on oil filter on quart to maximum level. Check
housing - check packings. oil immediately after shutdown.
d. Clogged scavenge screen in rear m. If consumption still exceeds 12 lbs./
case - check main oil filter for hr return engine to overhaul shop.
carbon. If excessive carbon is found,
pull engine to clean scavenge 25. HIGH BREATHER DISCHARGE
screen.
Carbon originates at No.3 bearing a. Overfilled system-same as above.
area. b. Breather carbon seal defective -
e. Defective labyrinth seals - check same as above.
inlet and exhaust for oil. Will cause c. Excessive back pressure in
smoke during start and/or oil smell in scavenge system - check scavenge
tubes, oil lines and oil cooler for
restriction.
26. FLUCTUATION OIL PRESSURE

cabin area. No.1 bearing - leak at
inlet. No.2 bearing - smoke during
start (turbine side) - puff of smoke
during start and oil smell in cabin a. Insufficient oil supply - replenish
immediately after takeoff, supply and check consumption.
disappears quickly.
Page 67 of 69
TRAINING MANUAL
b. Defective indication - loose wire in FCU and retighten nuts. Check

connector. Check with direct again for fluctuation. Remove FCU
reading gauge. and rotate coupling 180 Reinstall
c. Restricted oil filter - bypassing. FCU and check again for fluctuation.
Check oil filter. Debris may have f. Defective power turbine pneumatic
clogged oil jets. governor - plug Py line and check
d. Pressure relief valve sticking - for fluctuation. If cured, replace unit.
change or polish relief valve. g. P3 elbow loose - check integrity of
P3 gasket and security of elbow.
27. OIL LEAKING FROM h. Bleed valve moving off seat -
COMPRESSOR INLET oscillating N1 and T5 up, torque
down. Bench check or exchange
a. Defective packings oil tank tubes - bleed valve(s).
replace.
b. Defective packings on oil filter
housing - replace packings. 30. FLUCTUATION OF PROP AND
TORQUE
28. OIL LEAK AT COMPRESSOR
DRAIN (STATIC) a. Loose linkage - check all linkage for
security.
a. Defective packings on No.2 bearing b. Defective CSU - replace unit.
scavenge bobbin. c. Defective OSG - install blank to pad
and run engine, replace unit.
29. FLUCTUATION (ALL d. Prop sticking - check low pitch top
PARAMETERS) rods for sticking or rubbing. Check
or change feather spring assembly.
a. Faulty instruments - not usually.
b. Loose control linkage - repair or 31. HIGH T5, LOW PROP RPM AT
replace control linkage. HIGH IDLE
c. Power turbine pneumatic governor
not on maximum stop – can cause a. Blade angle incorrectly set - reset
low power. Cap Py line to confirm blade angle.
problem. Re-rig control.
d. Fuel pump shaft seal leaking - has 32. ENGINES ACCELERATE IN
washed grease from FCU bearings REVERSE UNEVENLY
and started failure of these bearings.
e. FCU coupling defective - loose a. FCU interconnect rods of different
coupling will cause erroneous RPM lengths - FCU arms not installed
signal. FCU to fuel pump may be evenly. Dead band idle screws
misaligned - loosen nuts and rotate projection vary.
Page 68 of 69
TRAINING MANUAL
33. PROP DOES NOT INCREASE IN

RPM EVENLY
a. Preload difference between engines

- Recheck preload.
b. Adjustable low pitch stops set
differently - recheck low pitch stop.
8-10 threads showing normal.
c. “Z” gaps set different - check blade
angles setting.
Page 69 of 69

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PT6

Training for PT6 engines technicians focused on resolving

• Description of engine modules: Compressor, Hot Section,

Training offered by:

ENGINE DIRECTIONAL (four on –65 an larger engines)

Interturbine temperature (T5) ( turbine Fuel supplied to the engine from an

PT6 ENGINE MODEL piece CT vane ring, etc. 680 SHP

15. PT6A-11 21. PT6A-34AG

18. PT6A-112 24. PT6A-114

28. PT6A-41 35. PT6A-45R

31. PT6A-42 38. PT6A-60AG

34. PT6A-45B 41. PT6A-64

42. PT6A-65B 49. PT6A-67B

45. PT6A-65AG 53. PT6A-67T

46. PT6A-66, A, B, D 55. PT6A-67P

58. PT6A-68B Similar to -67C and -67D …

63. PT6B-67A (Turboshaft) 71. PT6T-3BE (Turboshaft)

64. PT6C- 67C (Turboshaft) 72. PT6T-3BF

74. PT6T-6 (Turboshaft) 82. T74-CP-702

75. PT6T-6B (Turboshaft) 84. T400-WV-401 (Turboshaft)

76. PT6T-3D (Turboshaft) 85. T400-WV-402 (Turboshaft)

77. PT6T-3DE (Turboshaft)

78. PT6T-3DF (Turboshaft)

79. PT6T-9 (Turboshaft)

ENGINE CONSTRUCTION nut. Lubrication of the bearing is

Two air seals, is located in the perforations. The perforations ensure

COMBUSTION CHAMBER COMPRESSOR TURBINE

An outer peripheral platform formed on stretch. The required number of

The turbine assembly is splined to the INTERSTAGE BAFFLE

POWER TURBINE and an outer section. The outer conical

the rear reduction gearbox housing

A hydraulic lock is prevented by a COMBINED GEARBOX

The clutch works in such a way that ACCESSORY GEARBOX

hold the ball-locked coupling shaft and

seal where it is leaked through the

The cooling air from both of the turbine

OIL TANK OIL FILTER ASSEMBLY

formed by an outercore main filter

moulded seal located on the front end

which are accessible through the Pressure oil is delivered at 80 to 100

transfer tubes. The No.1 bearing vents CENTRIFUGAL BREATHER

interdependent functions: the Fuel

early engine models this function is

bimetallic discs under the bypass valve

the governor valve opens and the

internal pressure of the opposite turbine overspeed condition, an air

FCU to ensure correct fuel metering.

increases, causing an increase in Px

direction. Acceleration is then a function

GOVERNING decelerate until the governor weight

and allows the governor valve to move

transfer tubes. Locking plates, secured

secondary and one secondary inlet

harness is selected at engine final

The probes extend through the small

OIL PRESSURE INDICATOR

TROUBLESHOOTING 4. DELAYED START

♦ STARTING PROBLEMS a. Improper start technique - check

ENERGY. cracks and security. Check P3 filter

6. ENGINE LIGHTS BUT SLOW TO a. Improper start technique - usually

d. Engine bleed air open or leaking - d. Binding or disconnected rigging -

a. Sheared FCU drive coupling -

1. PROP OVERSPEED (N2) 4. PROPELLER SLOW TO