Pratt & Whitney Canada Maintenance Manual List of Effective Pages

PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3015442
LIST OF EFFECTIVE PAGES
PART PART
SECTION PAGE DATE SECTION PAGE DATE
LEP 1 Dec 02/2005 3-1-10 Jun 10/2005
2 Dec 02/2005 3-1-11 Jun 10/2005
3 Dec 02/2005 3-1-12 blank Jun 10/2005
4 Dec 02/2005
Section 2 3-2-1 Nov 26/2004
Contents 1 Dec 02/2005 3-2-2 Nov 26/2004
2 Dec 02/2005 3-2-3 Nov 26/2004
3 Dec 02/2005 3-2-4 Nov 26/2004
4 Dec 02/2005 3-2-5 Nov 26/2004
5 Dec 02/2005 3-2-6 Nov 26/2004
6 Dec 02/2005 3-2-7 Nov 26/2004
7 Dec 02/2005 3-2-8 Nov 26/2004
8 Dec 02/2005 3-2-9 Nov 26/2004
9 Dec 02/2005 3-2-10 Nov 26/2004
10 Dec 02/2005 3-2-11 Nov 26/2004
11 Dec 02/2005 3-2-12 Nov 26/2004
12 Dec 02/2005 3-2-13 Nov 26/2004
13 Dec 02/2005 3-2-14 Nov 26/2004
14 Dec 02/2005 3-2-15 Nov 26/2004
15 Dec 02/2005 3-2-16 Nov 26/2004
16 Dec 02/2005 3-2-17 Nov 26/2004
17 Dec 02/2005 3-2-18 Nov 26/2004
18 Dec 02/2005 3-2-19 Nov 26/2004
3-2-20 Nov 26/2004
List of 1 Dec 02/2005 3-2-21 Nov 26/2004
Figures 2 Dec 02/2005 3-2-22 Nov 26/2004
3 Dec 02/2005 3-2-23 Nov 26/2004
4 Dec 02/2005 3-2-24 Nov 26/2004
3-2-25 Nov 26/2004
List of 1 Dec 02/2005 3-2-26 Nov 26/2004
Tables 2 blank Dec 02/2005 3-2-27 Nov 26/2004
3-2-28 Nov 26/2004
Section 1 3-1-1 Jun 10/2005 3-2-29 Nov 26/2004
3-1-2 Jun 10/2005 3-2-30 Nov 26/2004
3-1-3 Jun 10/2005 3-2-31 Nov 26/2004
3-1-4 Jun 10/2005 3-2-32 Nov 26/2004
3-1-5 Jun 10/2005 3-2-33 Nov 26/2004
3-1-6 Jun 10/2005 3-2-34 Nov 26/2004
3-1-7 Jun 10/2005 3-2-35 Nov 26/2004
3-1-8 Jun 10/2005 3-2-36 Nov 26/2004
3-1-9 Jun 10/2005 3-2-37 Nov 26/2004
Page 1
PART 3 LEP Dec 02/2005
MAINTENANCE MANUAL
PART PART
3-2-38 Nov 26/2004 3-2-79 Nov 26/2004
3-2-39 Nov 26/2004 3-2-80 Nov 26/2004
3-2-40 Nov 26/2004 3-2-81 Nov 26/2004
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3-2-68 Nov 26/2004 3-2-109 Nov 26/2004
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3-2-78 Nov 26/2004 3-2-119 Nov 26/2004
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MAINTENANCE MANUAL
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3-2-120 Nov 26/2004 3-3-20 Dec 02/2005
3-2-121 Nov 26/2004 3-3-21 Dec 02/2005
3-2-122 Nov 26/2004 3-3-22 Dec 02/2005
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3-2-130 Nov 26/2004 3-3-30 Dec 02/2005
3-2-131 Nov 26/2004 3-3-31 Dec 02/2005
3-2-132 Nov 26/2004 3-3-32 Dec 02/2005
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3-2-134 Nov 26/2004 3-3-34 Dec 02/2005
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3-2-140 blank Nov 26/2004 3-3-40 Dec 02/2005
3-3-41 Dec 02/2005
Section 3 3-3-1 Dec 02/2005 3-3-42 Dec 02/2005
3-3-2 Dec 02/2005 3-3-43 Dec 02/2005
3-3-3 Dec 02/2005 3-3-44 Dec 02/2005
3-3-4 Dec 02/2005 3-3-45 Dec 02/2005
3-3-5 Dec 02/2005 3-3-46 Dec 02/2005
3-3-6 Dec 02/2005 3-3-47 Dec 02/2005
3-3-7 Dec 02/2005 3-3-48 Dec 02/2005
3-3-8 Dec 02/2005 3-3-49 Dec 02/2005
3-3-9 Dec 02/2005 3-3-50 Dec 02/2005
3-3-10 Dec 02/2005 3-3-51 Dec 02/2005
3-3-11 Dec 02/2005 3-3-52 Dec 02/2005
3-3-12 Dec 02/2005 3-3-53 Dec 02/2005
3-3-13 Dec 02/2005 3-3-54 Dec 02/2005
3-3-14 Dec 02/2005 3-3-55 Dec 02/2005
3-3-15 Dec 02/2005 3-3-56 Dec 02/2005
3-3-16 Dec 02/2005 3-3-57 Dec 02/2005
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3-3-18 Dec 02/2005 3-3-59 Dec 02/2005
3-3-19 Dec 02/2005 3-3-60 Dec 02/2005
Page 3
MAINTENANCE MANUAL
PART
SECTION PAGE DATE
3-3-61 Dec 02/2005
3-3-62 Dec 02/2005
3-3-63 Dec 02/2005
3-3-64 Dec 02/2005
3-3-65 Dec 02/2005
3-3-66 Dec 02/2005
3-3-67 Dec 02/2005
3-3-68 Dec 02/2005
3-3-69 Dec 02/2005
3-3-70 Dec 02/2005
3-3-71 Dec 02/2005
3-3-72 Dec 02/2005
3-3-73 Dec 02/2005
3-3-74 Dec 02/2005
3-3-75 Dec 02/2005
3-3-76 Dec 02/2005
3-3-77 Dec 02/2005
3-3-78 Dec 02/2005
3-3-79 Dec 02/2005
3-3-80 Dec 02/2005
3-3-81 Dec 02/2005
3-3-82 Dec 02/2005
3-3-83 Dec 02/2005
3-3-84 Dec 02/2005
3-3-85 Dec 02/2005
3-3-86 Dec 02/2005
3-3-87 Dec 02/2005
3-3-88 Dec 02/2005
3-3-89 Dec 02/2005
3-3-90 Dec 02/2005
3-3-91 Dec 02/2005
3-3-92 Dec 02/2005
3-3-93 Dec 02/2005
3-3-94 blank Dec 02/2005
Page 4
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
PART 3 - LINE MAINTENANCE
SECTION 1 - SPECIAL TOOLS
1. GENERAL 3-1-1
SECTION 2 - REMOVAL AND INSTALLATION
1. GENERAL 3-2-1
PROPELLER SHAFT OIL SEAL
2. REPLACEMENT (Pre-SB1227) 3-2-1

3. REMOVAL - NON-SPLIT TYPE SEAL (Pre-SB1227) 3-2-1
A. Procedure 3-2-1
4. REMOVAL - NON-SPLIT TYPE SEAL (Post-SB1227,

Pre-SB1377/Post-SB1390 AND Post-SB1377 EXCLUDING
PT6A-6A ENGINES) 3-2-1
A. Procedure 3-2-1
5. INSTALLATION - NON-SPLIT TYPE SEAL (Pre-SB1227) 3-2-2
A. Procedure 3-2-2
6. INSTALLATION - NON-SPLIT TYPE SEAL (Post-SB1227,
Pre-SB1377/Post-SB1390 AND Post-SB1377/Post-SB1381,
EXCLUDING PT6A-6A ENGINES) 3-2-5
A. Procedure 3-2-5
7. REMOVAL - SPLIT TYPE SEAL 3-2-7
A. Procedure 3-2-7
8. INSTALLATION - SPLIT TYPE SEAL 3-2-8
A. Procedure 3-2-8
POWER SECTION
9. REMOVAL 3-2-8
A. Procedure 3-2-8
10. INSTALLATION 3-2-10
Page 1
PART 3 CONTENTS Dec 02/2005
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)
A. Procedure 3-2-10
T5 THERMOCOUPLE HARNESS (PT6A-6/C20 AND PT6A-20 (PRE-SB1073) ENGINES) AND
POST-SB1246 ALL MODELS
11. REMOVAL 3-2-13

A. Procedure 3-2-13
A. Procedure 3-2-15
T5 THERMOCOUPLE HARNESS, BUS-BAR AND PROBES (PT6A-20/-20B (POST-SB1073) AND

ALL PT6A-20A ENGINES) AND POST-SB1246 ALL MODELS
13. REMOVAL OF HARNESS 3-2-18

A. Procedure 3-2-18
14. INSTALLATION OF HARNESS 3-2-19
A. Procedure 3-2-19
15. REMOVAL OF BUS-BAR AND PROBES (Post-SB1212) 3-2-19
A. Procedure 3-2-19
16. INSTALLATION OF BUS-BAR AND PROBES (Post-SB1212) 3-2-21
A. Procedure 3-2-21
COMPRESSOR TURBINE DISK
17. REMOVAL (Pre-SB1043 ENGINES) 3-2-22

A. Procedure 3-2-22
18. INSTALLATION (Pre-SB1043 ENGINES) 3-2-23
A. Procedure 3-2-23
19. REMOVAL (Post-SB1043 AND ALL PT6A-20A ENGINES) 3-2-25
A. Procedure 3-2-25
Page 2
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
20. INSTALLATION (Post-SB1043 AND ALL PT6A-20A ENGINES) 3-2-27

A. Procedure 3-2-27
TURBINE INLET T4 THERMOCOUPLE HARNESS (PT6A-6 SERIES ENGINES)
21. REMOVAL 3-2-29

A. Procedure 3-2-29
A. Procedure 3-2-29
T4 TRIM HARNESS (PT6A-6 SERIES ENGINES, POST-SB1198)
23. GENERAL 3-2-31

24. REMOVAL 3-2-32
A. Procedure 3-2-32
A. Procedure 3-2-32
26. FUNCTIONAL CHECK 3-2-32
A. Procedure 3-2-32
GLOW PLUGS AND CABLES (PRE-SB1429)
27. REMOVAL 3-2-33

A. Procedure 3-2-33
A. Procedure 3-2-33
SPARK IGNITERS AND IGNITER CABLES (POST-SB1429)
29. REMOVAL 3-2-33

A. Procedure 3-2-33
A. Procedure 3-2-37
Page 3
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
31. FUEL DUMP VALVE AND FUEL MANIFOLD ADAPTER

ASSEMBLIES 3-2-39
A. Removal 3-2-39
32. REPLACEMENT OF FUEL NOZZLES - LEAKAGE TEST 3-2-41
A. Procedure 3-2-41
A. Procedure 3-2-43
GAS GENERATOR CASE DRAIN VALVES
34. REMOVAL 3-2-49

A. Procedure 3-2-49
A. Procedure 3-2-49
COMBUSTION CHAMBER LINER
36. REMOVAL 3-2-49

A. Procedure 3-2-49
A. Procedure 3-2-51
POWER TURBINE GOVERNOR AND NF TACHOMETER-GENERATOR (ALL ENGINES EXCEPT
PT6A-20A AND -20B)
38. REMOVAL 3-2-51

A. Procedure 3-2-51
A. Procedure 3-2-52
Page 4
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
PROPELLER GOVERNOR (PT6A-20A AND -20B ENGINES)
40. REMOVAL 3-2-52

A. Procedure 3-2-52
A. Procedure 3-2-53
AIR INLET SCREEN
42. REMOVAL 3-2-53

A. Procedure 3-2-53
A. Procedure 3-2-55
INLET FAIRING
44. REMOVAL 3-2-56

A. Procedure 3-2-56
A. Procedure - Post-SB1056 and PT6A-20A Engines 3-2-56
WINTERIZED HEAT SHIELD
46. REMOVAL 3-2-56

A. Procedure 3-2-56
A. Procedure 3-2-57
COMPRESSOR BLEED VALVE
48. REMOVAL 3-2-57

A. Procedure 3-2-57
49. REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3022954)

(Pre-SB1414) 3-2-57
Page 5
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
A. Procedure 3-2-57
50. REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3027249)
(Post-SB1414) 3-2-59
A. Procedure 3-2-59
A. Procedure 3-2-64
FUEL CONTROL UNIT
52. REMOVAL 3-2-64

A. Procedure 3-2-64
A. Procedure 3-2-66
54. STORAGE 3-2-67
A. Preservation of FCU 3-2-67
B. Depreservation or Reconditioning of FCU after Storage 3-2-68
C. Packaging and Shipping of FCU 3-2-68
FUEL PUMP
55. REMOVAL 3-2-69

A. Procedure 3-2-69
A. Procedure 3-2-71
FUEL PUMP OUTLET FILTER (VANE-TYPE PUMP) (PRE-SB1071 ENGINES)
57. REMOVAL 3-2-72

A. Procedure 3-2-72

A. Procedure 3-2-72
Page 6
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
FUEL PUMP INLET SCREEN (VANE-TYPE PUMP) (POST-SB1071 AND POST-SB1112

ENGINES)
59. REMOVAL 3-2-72

A. Procedure 3-2-72
A. Procedure 3-2-74
FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1096 AND PRE-SB1155 ENGINES)
61. REMOVAL 3-2-74

A. Procedure 3-2-74
A. Procedure 3-2-74
FUEL PUMP OUTLET FILTER (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A
ENGINES)
63. REMOVAL 3-2-76

A. Procedure 3-2-76
A. Procedure 3-2-76
FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A
ENGINES)
65. REMOVAL 3-2-76

A. Procedure 3-2-76
A. Procedure 3-2-76
TEMPERATURE COMPENSATOR
67. REMOVAL 3-2-78

A. Procedure 3-2-78
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE

A. Procedure 3-2-78
PNEUMATIC CONTROL LINE (P3) AND P3 AIR FILTER
69. GENERAL 3-2-79

70. REMOVAL/INSTALLATION OF ELECTRICAL CONNECTOR 3-2-79
A. Procedure 3-2-79
71. REMOVAL (Pre-SB1294) 3-2-81
A. Procedure 3-2-81
72. REPLACEMENT OF P3 FILTER ELEMENT (Post-SB1294) 3-2-83
A. Procedure 3-2-83
73. REMOVAL (Post-SB1294) 3-2-83
A. Procedure 3-2-83
74. INSTALLATION (Pre-SB1294) 3-2-88
A. Procedure 3-2-88
75. INSTALLATION (Post-SB1294) 3-2-89
A. Procedure 3-2-89
OIL FILTER
76. REMOVAL OF FILTER ELEMENT 3-2-90

A. Procedure 3-2-90
77. INSTALLATION OF FILTER ELEMENT 3-2-90
A. Procedure 3-2-90
78. REMOVAL OF FILTER HOUSING (Pre-SB1247) 3-2-91
A. Procedure 3-2-91
79. INSTALLATION OF FILTER HOUSING (Pre-SB1247) 3-2-91

A. Procedure 3-2-91
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
80. STATIC LEAK CHECK OF FILTER HOUSING (Pre-SB1247) 3-2-91

A. Procedure 3-2-91
81. REMOVAL OF CHECK/BYPASS VALVE ASSEMBLY (Pre-SB1247) 3-2-93
A. Procedure 3-2-93
82. INSTALLATION OF CHECK/BYPASS VALVE ASSEMBLY
(Pre-SB1247) 3-2-95
A. Procedure 3-2-95
OIL FILTER HOUSING (POST-SB1247)
83. REMOVAL 3-2-95

A. Procedure 3-2-95
A. Procedure 3-2-97
85. STATIC LEAK CHECK 3-2-97
A. Procedure 3-2-97
OIL FILTER CHECK AND BYPASS VALVE ASSEMBLY (POST-SB1247)
86. REMOVAL 3-2-97

A. Procedure 3-2-97
A. Procedure 3-2-100
OIL PRESSURE RELIEF VALVE
88. REMOVAL 3-2-100


Page 9
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
IGNITION SYSTEM BALLAST TUBES (PRE-SB1429)
90. REMOVAL 3-2-101

IGNITION CURRENT REGULATOR (PRE-SB1429)
92. REMOVAL 3-2-101

IGNITION EXCITER (POST-SB1429)
94. REMOVAL 3-2-103

OIL-TO-FUEL HEATER
96. REMOVAL 3-2-105

ACCESSORY DRIVE SEALS
98. REMOVAL 3-2-109


Page 10
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
PROPELLER REVERSING INTERCONNECT LINKAGE
100. GENERAL 3-2-111

101. REMOVAL OF REVERSING SYSTEM FLOW DIVIDER VALVE
(PT6A-6A ENGINES) 3-2-111
102. INSTALLATION OF REVERSING SYSTEM FLOW DIVIDER
VALVE (PT6A-6A ENGINES) 3-2-114
103. REMOVAL OF PROPELLER REVERSING REAR LINKAGE
104. INSTALLATION OF PROPELLER REVERSING REAR LINKAGE
105. REMOVAL OF PROPELLER REVERSING FRONT LINKAGE
106. INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE
107. REMOVAL OF PROPELLER REVERSING REAR LINKAGE
(PT6A-6B, -6/C20, -20, -20A AND -20B ENGINES) 3-2-120
108. INSTALLATION OF PROPELLER REVERSING REAR LINKAGE
109. ADJUSTMENT OF PROPELLER REVERSING REAR LINKAGE
Page 11
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE

(PT6A-6B, -6/C20 AND -20 ENGINES) 3-2-126
(PT6A-6B, -6C/20 AND -20 ENGINES) 3-2-128
112. SPRING STOP (OPTIONAL) (PT6A-6B AND -20 ENGINES) 3-2-130
113. INSTALLATION OF PROPELLER REVERSING INTERCONNECT

FRONT AND REAR LINKAGE (PT6A-6B AND -20 ENGINES) 3-2-130
(PT6A-20A AND -20B ENGINES) 3-2-131
(PT6A-20A AND -20B ENGINES) 3-2-137
116. INSTALLATION OF PROPELLER REVERSING INTERCONNECT

FRONT AND REAR LINKAGE (PT6A-20A AND -20B ENGINES) 3-2-138
SECTION 3 - INSPECTION
1. INTRODUCTION 3-3-1
CONTROL LINKAGE
2. GENERAL 3-3-6
CORROSION
3. GENERAL 3-3-7
Page 12
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
SECTION 3 - INSPECTION (Cont’d)
TUBING AND HOSE ASSEMBLIES
4. TUBING 3-3-7
A. Procedure 3-3-7
5. INSULATED TUBES 3-3-7
A. Procedure 3-3-7
6. HEATED TUBES 3-3-8
A. Procedure 3-3-8
7. HOSE ASSEMBLIES 3-3-9
8. METAL BRAID 3-3-9
ACCESSORIES
9. STARTER-GENERATOR GEARSHAFT 3-3-9

A. Procedure 3-3-9
IN-SERVICE INSPECTION
10. HOT SECTION COMPONENTS 3-3-11

A. Procedure 3-3-11
11. POWER SECTION MODULE 3-3-13
A. Procedure 3-3-13
12. COMBUSTION CHAMBER (SMALL EXIT DUCT, INNER AND

OUTER COMBUSTION CHAMBER LINER ASSEMBLIES) 3-3-14
A. Procedure 3-3-14
13. CT VANE RING 3-3-15
A. Procedure 3-3-15
14. CT BLADES 3-3-17
C. Procedure 3-3-21
15. CT SHROUD SEGMENTS 3-3-21
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
16. POWER TURBINE (PT) VANE RING 3-3-21

A. Procedure 3-3-21
17. PT BLADES 3-3-22
HOT SECTION INSPECTION
18. GENERAL 3-3-22

A. Procedure 3-3-22
B. General 3-3-22
19. INSPECTION 3-3-24

A. General 3-3-24
B. Procedure 3-3-24
C. Inspection 3-3-25
20. GENERAL 3-3-25

21. ACCEPTABLE CONDITIONS - REPAIR UNNECESSARY 3-3-25
A. Procedure 3-3-25
22. ACCEPTABLE CONDITIONS - REPAIR NECESSARY 3-3-27
A. Procedure 3-3-27
23. UNACCEPTABLE CONDITIONS - NO REPAIR PERMITTED 3-3-35
A. Procedure 3-3-35
24. COMBUSTION CHAMBER SMALL AND LARGE EXIT DUCTS 3-3-35
A. Procedure 3-3-35
COMPRESSOR TURBINE BLADE TIP CLEARANCE
25. GENERAL 3-3-39
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
COMPRESSOR AND POWER TURBINE BLADES
26. GENERAL 3-3-39

COMPRESSOR AND POWER TURBINE VANES
27. GENERAL 3-3-43

COMPRESSOR BLADES (FIRST STAGE)
28. GENERAL 3-3-50

29. DAMAGE LIMITS - NARROW CHORD (Pre-SB1094 ENGINES) 3-3-50
A. Procedure 3-3-50
30. EROSION LIMITS - NARROW CHORD (Pre-SB1094 ENGINES 3-3-52
A. Procedure 3-3-52
31. DAMAGE LIMITS - WIDE CHORD (Post-SB1094 AND ALL
A. Procedure 3-3-52
32. EROSION LIMITS - WIDE CHORD (Post-SB1094 AND ALL
COMPRESSOR TURBINE VANES
A. Procedure 3-3-56
TURBINE INLET T4 THERMOCOUPLE HARNESS
34. GENERAL 3-3-56

A. Procedure 3-3-56
B. Checking 3-3-58
T5 THERMOCOUPLE HARNESS, PROBES AND BUS-BAR (PT6A-6/C20, -20, -20A AND -20B
ENGINES)
36. GENERAL 3-3-58
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE

A. Procedure 3-3-59
A. Procedure 3-3-60
COMPRESSOR TURBINE SHROUD HOUSING AND INTERSTAGE SEALING RINGS
39. GENERAL 3-3-61

A. Procedure 3-3-61
GLOW PLUGS (PRE-SB1429)
40. INSPECTION/FUNCTIONAL CHECK 3-3-61

A. Procedure 3-3-61
SPARK IGNITERS AND SPARK IGNITION SYSTEM (POST-SB1429)

A. Procedure 3-3-63
A. Procedure 3-3-63
FUEL MANIFOLD ADAPTER ASSEMBLIES
43. GENERAL 3-3-65

A. Procedure 3-3-65
A. Procedure 3-3-66
OIL FILTER ELEMENT (POST-SB1038, POST-SB1118 AND ALL PT6A-20A ENGINES)
45. GENERAL 3-3-67

A. Procedure 3-3-67
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MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
CHIP DETECTOR
46. GENERAL 3-3-72

A. Procedure 3-3-72
B. Inspection 3-3-73
FUEL PUMP INLET SCREEN AND OUTLET FILTER (POST-SB1155 AND ALL PT6A-20A
ENGINES)
47. GENERAL 3-3-73

A. Procedure 3-3-73
B. Inspection 3-3-73
48. CURRENT REGULATOR (Pre-SB1429) - IGNITION BALLAST

TUBES 3-3-74
A. Procedure 3-3-74
ENGINE UNSCHEDULED INSPECTION
49. GENERAL 3-3-76

A. General 3-3-76
B. Performance Deterioration 3-3-76
C. Engine Overspeed 3-3-76
D. Overtemperature 3-3-76
E. Overtorque 3-3-77
F. Immersion in Water 3-3-77
G. Dropped Engine 3-3-77
H. Material Ingestion (e.g., ice, stones, etc.) 3-3-77
I. Bird Strike/Soft Material Ingestion (e.g., soft rags, plastic bags,
etc.) 3-3-77
J. Chip Detector Circuit Completion and/or Debris in Oil Filter 3-3-78
K. Propeller Sudden Stoppage or Impact 3-3-78
Page 17
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
L. Propeller strike causing minor blade damage (e.g.,

delamination, indentation, blade tip bent slightly, etc.). 3-3-79
M. Propeller Lightning Strike 3-3-79
N. Heavy Landing 3-3-79
O. Sustained Running at an Oil Temperature Outside Limits 3-3-80
P. Loss of Oil or Oil Pressure or Low Oil 3-3-81
Q. Oil Pressure Follows Throttle 3-3-82
R. Contamination by Fire Extinguishing Agents 3-3-82
S. Audible Rubbing, Binding or Scraping 3-3-83

T. Propeller Windmilling after In-flight Shutdown 3-3-83
U. Starter-Generator Replacement 3-3-83
50. ENGINE OVERTEMPERATURE 3-3-84
51. ENGINE OVERTORQUE 3-3-84
52. BORESCOPE 3-3-84
A. General 3-3-84
B. Description 3-3-84
C. Removal/Installation 3-3-86
Page 18
MAINTENANCE MANUAL
LIST OF FIGURES
FIGURE PAGE
Propeller Shaft Oil Seal Garter Spring Figure 3-2-1 3-2-3

Propeller Shaft Oil Seal Figure 3-2-2 3-2-4
Power Section - Rear View Figure 3-2-4 3-2-14
Power Section Rear View and T5 Thermocouple Assembly Figure 3-2-5 3-2-16
T5 Bus-bar and Probe Installation Figure 3-2-6 3-2-20
Compressor Turbine - Splined Lock Arrangement Figure 3-2-7 3-2-24

Removal of CT Bolt Figure 3-2-8 3-2-26
Compressor Turbine Removal Figure 3-2-9 3-2-28
Compressor Turbine Disk and T4 Harness Installed Figure 3-2-10 3-2-30
Removal/Installation of T4 Trim Harness Figure 3-2-11 3-2-34
Removal/Installation of Igniter Cables Figure 3-2-12 3-2-36
Fuel Manifold and Fuel Dump Valve (Typical) Figure 3-2-13 3-2-40
Fuel Nozzle Sheath Removal Figure 3-2-14 3-2-42
Fuel Manifold Adapter Assembly Leakage Test Fixture Figure 3-2-15 3-2-44
Clearance Checks -Fuel Nozzle Adapter and Sheath Figure 3-2-16 3-2-46
Fuel Manifold Adapter Assembly Figure 3-2-17 3-2-47
Fuel Manifold Adapter Assembly Figure 3-2-18 3-2-48
Combustion Chamber Liner Figure 3-2-19 3-2-50
Engine Front Linkage Figure 3-2-20 3-2-54
Compressor Bleed Valve Figure 3-2-21 3-2-58
Compressor Bleed Valve - P/N 3022954 Figure 3-2-22 3-2-60
Compressor Bleed Valve - P/N 3027249 Figure 3-2-23 3-2-62
Installation of Fuel Control Unit to Fuel Pump Figure 3-2-24 3-2-65
Fuel Control Unit (Typical) - Storage Figure 3-2-25 3-2-70
Fuel Pump Inlet Screen Figure 3-2-26 3-2-73
Page 1
PART 3 LIST OF FIGURES Dec 02/2005
MAINTENANCE MANUAL
LIST OF FIGURES
FIGURE PAGE
Fuel Pump Inlet Screen Removal Figure 3-2-27 3-2-75

Fuel Pump and Filter Assembly Figure 3-2-28 3-2-77
Temperature Compensator Figure 3-2-29 3-2-80
Electrical Connector Wiring Details Figure 3-2-30 3-2-82
Temperature Compensator and P3 Tube Figure 3-2-31 3-2-84
Pneumatic Lines and P3 Filter Figure 3-2-32 3-2-86
Disassembly/Assembly of Oil Filter Figure 3-2-33 3-2-92

Oil Filter Cover and Element Figure 3-2-34 3-2-94
Oil Filter Housing Figure 3-2-35 3-2-96
Oil Filter Element, Housing and Bypass/Check Valve Figure 3-2-36 3-2-98
Main Oil Pressure Relief Valve Figure 3-2-37 3-2-102
Ignition Current Regulator Figure 3-2-38 3-2-104
Removal/Installation of Ignition Exciter Figure 3-2-39 3-2-106
Oil-to-Fuel Heater Figure 3-2-40 3-2-108
Accessory Drive Seal Replacement (Typical) Figure 3-2-41 3-2-110
Flow Divider Valve Assembly Figure 3-2-42 3-2-112
Engine Controls and Reversing System Figure 3-2-43 3-2-116
Engine Controls and Reversing System Figure 3-2-44 3-2-122
Engine Rear Linkage Figure 3-2-45 3-2-124
Engine Controls and Reversing System Figure 3-2-46 (Sheet 1 of 3) 3-2-132
Engine Controls and Reversing System Figure 3-2-46 (Sheet 2) 3-2-133
Engine Controls and Reversing System Figure 3-2-46 (Sheet 3) 3-2-134
Starter-Generator Gearshaft - Spline Wear Check Figure 3-3-1 3-3-10
Compressor Turbine Vane Ring - Damage (HSI Recommended) Figure 3-3-2 3-3-12
Compressor Turbine Vane Ring - Acceptable and Repairable Damage Figure
3-3-3 3-3-16
Page 2
MAINTENANCE MANUAL
LIST OF FIGURES
FIGURE PAGE
CT Blade - Manufacturing Anomalies Figure 3-3-4 3-3-18

Compressor Turbine Blade - Unacceptable Damage Figure 3-3-5 3-3-19
Compressor Turbine Blade - Acceptable Damage Figure 3-3-6 3-3-20
Acceptable Cracks in Inner Liner Figure 3-3-8 3-3-28
Acceptable Buckling and Cracks in Cooling Rings Figure 3-3-9 3-3-29
Acceptable Cracks in Louvered Cooling Rings Figure 3-3-10 3-3-30

Acceptable Cracks in Louvered Cooling Ring Seam Weld Figure 3-3-11 3-3-31
Acceptable Bulging in Liner Dome Figure 3-3-12 3-3-32
Acceptable Buckling in Liner Figure 3-3-13 3-3-33
Combustion Chamber Liner - Cooling Ring Gaps Figure 3-3-14 3-3-34
Unacceptable Buckling in Liner Figure 3-3-15 3-3-36
Unacceptable Multiple Cracks in Liner Figure 3-3-16 3-3-37
Inspection of Combustion Chamber Large Exit Duct Figure 3-3-17 3-3-38
Metal Buildup and Cracks on Shroud Segments Figure 3-3-18 3-3-40
Compressor Turbine Blade Inspection Figure 3-3-19 3-3-44
Compressor Turbine Vanes (All Models) and Individual Power Turbine Vanes
Figure 3-3-20 3-3-45
Compressor Blades (First Stage - Narrow Chord) - Damage Limits Figure

3-3-21 3-3-51
Compressor Blades (First Stage - Narrow Chord) - Erosion Limits Figure 3-3-22 3-3-53
Compressor Blades (First Stage - Wide Chord) - Damage Limits Figure 3-3-23 3-3-54
Compressor Blades (First Stage - Wide Chord) - Erosion Limits Figure 3-3-24 3-3-55
Inspection of Blind Rivets in Gas Generator Diffuser Area Figure 3-3-25 3-3-57
Glow Plug Showing Fused Area Figure 3-3-26 3-3-62
Spark Igniter Erosion Limits Figure 3-3-27 3-3-64
Fuel Manifold Adapter Assembly - Functional Check Figure 3-3-28 3-3-68
Page 3
MAINTENANCE MANUAL
LIST OF FIGURES
FIGURE PAGE
Fuel Nozzle Spray Conditions Figure 3-3-29 3-3-70

Fuel Pump Coupling Area - Inspection Figure 3-3-30 3-3-75
Borescope and Accessories Installed Figure 3-3-31 3-3-85
Side-viewing Adapter - Removal/Installation Figure 3-3-32 3-3-87
Guide Tube Orientation Figure 3-3-33 3-3-89
Borescope Views Figure 3-3-34 3-3-92
Page 4
MAINTENANCE MANUAL
LIST OF TABLES
TITLE PAGE
TABLE 3-1-1, Special Tools 3-1-2
TABLE 3-2-1, Trim Thermocouple Conversion Table 3-2-31
TABLE 3-3-1, Periodic Inspection 3-3-1
TABLE 3-3-2, Hot Section Inspection 3-3-23
TABLE 3-3-3, Compressor Turbine Blade Inspection 3-3-41
TABLE 3-3-4, Power Turbine Blade Inspection 3-3-42
TABLE 3-3-5, Inspection of Compressor Turbine Vanes (All Engines) and
Individual Power Turbine Vanes (Pre-SB1061 PT6A-20 Engines only) 3-3-46
TABLE 3-3-6, Power Turbine Vane Ring Inspection (PT6A-20 Post-SB1061 and
all PT6A-20A Engines) 3-3-47
TABLE 3-3-7, Spark Igniter Erosion Limits 3-3-63
TABLE 3-3-8, Borescope Troubleshooting 3-3-90
Page 1/2
PART 3 LIST OF TABLES Dec 02/2005
MAINTENANCE MANUAL
SECTION 1 - SPECIAL TOOLS
1. GENERAL
The special tools and fixtures necessary to carry out Line Maintenance on the PT6 engine
are listed in Table 3-1-1, and illustrated on Figure 3-1-1. Standard tools, which normally form
part of a mechanic’s tool kit, are not included.
Depending upon the geographical location of the operator, requests for the purchase of tools
should be addressed to:
USA:
Kell-Strom Tool Company Inc.

214 Church Street, P.O. Box 240
Wethersfield, CT 06109
USA
TEL: 860-529-6851 or
1-800-851-6851 (USA and Canada)
FAX: 860-257-9694
Website: http://www.kell-strom.com
E-mail: lpriest@kell-strom.com
or
Pratt & Whitney, Tool Support Services

411 Silver Lane, Mail Stop 129-20
East Hartford, CT 06118
USA
TEL: 860-565-0140 or
1-800-PWA-TOOL (USA and Canada)
FAX: 860-610-2670
E-mail: lemirejw@pweh.com
CANADA and all other locations:
Pratt & Whitney Canada, Tooling Solutions

333 rue d’Auvergne (02AN1)
Longueuil, Quebec
Canada J4H 3Y3
TEL: 450-442-5400 or
1-800-3-115-5122 (Canada, USA and International)
FAX: 450-442-5420
Website: http://www.pwctoolingsolutions.com
E-mail: henri.hudon@pwc.ca or
frank.caruso@pwc.ca
or
Page 3-1-1
Jun 10/2005
MAINTENANCE MANUAL
Rasakti Inc.
148 Sylvestre
St-Germain-de-Grantham, Quebec
Canada J0C 1K0
TEL: 819-395-1111 or (24 hour service number)
1-888-RASAKTI (727-2584) (Canada & USA)
FAX: 819-395-1100
Website: www.rasakti.com
E-mail: l. poirier@rasakti.com
TABLE 3-1-1, Special Tools

Maintenance Level
Part No. Name Line Heavy
PWC30036 Sling X
PWC30037 Sling (PS without prop) X
(Replaced by PWC70099)
PWC30042 Wrench X
PWC30044 Puller X
PWC30046-50 Puller X
(Replaced by PWC30046-52)
(Replaced by PWC30046-57)
PWC30047 Puller X
PWC30075 Drift X
PWC30077 Puller X
PWC30099 Plug X
PWC30111 Protector X
PWC30114-05 Wrench X
Page 3-1-2
Jun 10/2005
MAINTENANCE MANUAL
TABLE 3-1-1, Special Tools (Cont’d)

Maintenance Level
PWC30213 Puller X
PWC30239 Adapter Rod X
PWC30251 Sling X
PWC30267 Puller X
PWC30270 Fixture X
PWC30298 Drift X
PWC30325 Puller X
PWC30327 Sling X
PWC30328 Puller X
PWC30330 Puller X
PWC30331 Wrench X
PWC30333 Puller X
PWC30335 Spreader X
PWC30336 Protector Sleeve X
PWC30338 Sling (PS with prop) X
(Replaced by PWC70652 and
PWC70653)
PWC30403 Puller X
PWC30416 Puller X
PWC30443 Puller X
PWC30444 Puller X
PWC30458 Squeezer X
PWC30499-50 Gage X
PWC30506 Test Rig X
PWC30521 Fixture X
PWC30530 Plug X
PWC30556 Puller X
PWC30800 Engine Stand X
Page 3-1-3
Jun 10/2005
MAINTENANCE MANUAL
TABLE 3-1-1, Special Tools (Cont’d)

Maintenance Level
PWC32073 Sling X
PWC32327 Sling X
PWC32420 Sling X
PWC34073 Sling X
PWC34913 Holding Fixture X
PWC34910-101 Borescope Assembly X
PWC34910-200 Guide Tube X
PWC34941 Wrench X
PWC50057 Kit, Drill CT Bolt X
PWC50060 Injector, Oil X
PWC51861 Sling X
PWC70099 Sling (PS without prop) X
PWC70652 Sling (PS with prop) X
PWC70653 Sling Adapter (used with X
PWC70652)
Page 3-1-4
Jun 10/2005
MAINTENANCE MANUAL
PWC30036 PWC30044 PWC30046-52
TOOL TOOL
NOT NOT
ILLUSTRATED ILLUSTRATED
PWC30037 PWC30046-50 PWC30046-53
TOOL
NOT SIMILAR TO
ILLUSTRATED
PWC30046−52
PWC30042 PWC30046-51 PWC30046-54
TOOL
NOT
ILLUSTRATED
Special Tool Illustrations
Page 3-1-5
Jun 10/2005
MAINTENANCE MANUAL
PWC30046-57 PWC30077 PWC30114-05
PWC30047 PWC30099 PWC30114-08
TOOL TOOL
NOT NOT
PWC30075 PWC30111 PWC30114-09
TOOL
NOT
ILLUSTRATED
Page 3-1-6
Jun 10/2005
MAINTENANCE MANUAL
PWC30128-05 PWC30251 PWC30298
TOOL
NOT
ILLUSTRATED
PWC30213 PWC30267 PWC30325
TOOL TOOL
NOT NOT
PWC30239 PWC30270 PWC30327
TOOL TOOL
NOT NOT
Page 3-1-7
Jun 10/2005
MAINTENANCE MANUAL
PWC30328 PWC30333 PWC30338
TOOL
NOT
ILLUSTRATED
PWC30330 PWC30335 PWC30403
PWC30331 PWC30336 PWC30416
Page 3-1-8
Jun 10/2005
MAINTENANCE MANUAL
PWC30443 PWC30499-50 PWC30530
TOOL
NOT
ILLUSTRATED
PWC30444 PWC30506 PWC30556
TOOL
NOT
ILLUSTRATED
PWC30458 PWC30521 PWC30800
Page 3-1-9
Jun 10/2005
MAINTENANCE MANUAL
PWC32073 PWC34073 PWC34910-101
PWC32327 PWC34300 PWC34910-200
TOOL
NOT
ILLUSTRATED
PWC32420 PWC34913 PWC34941
Page 3-1-10
Jun 10/2005
MAINTENANCE MANUAL
PWC50057 PWC51861 PWC70653
TOOL
NOT
ILLUSTRATED
PWC51861
PWC50060 PWC70099
TOOL
NOT
ILLUSTRATED
PWC51140 PWC70652
TOOL
NOT
ILLUSTRATED
Page 3-1-11/12
Jun 10/2005
MAINTENANCE MANUAL
SECTION 2 - REMOVAL AND INSTALLATION
1. GENERAL
A. This section describes the removal and installation of components and accessories
applicable during line maintenance of the engine, but excluding airframe accessories
information. Any accessory which is replaced must be tested (refer to Part 2, Testing).
These instructions are written with the understanding that the standard practices
described in Part 2, Standard Practices, have been read and fully understood.
CAUTION: REMOVAL AND REPLACEMENT OF COMPONENTS MUST BE CARRIED

OUT WITH THE ENGINE IN A HORIZONTAL ATTITUDE WITHOUT LATERAL
ROTATION. THIS PRECAUTION WILL PREVENT THE RESIDUAL OIL IN
NO. 1 AND NO. 2 BEARING COMPARTMENTS FROM ENTERING THE
COMPRESSOR THROUGH AIR SEALS.
B. For special tools and fixtures used in removal and replacement procedures, refer to
Section 1, preceding.
2. REPLACEMENT (Pre-SB1227)
A. A propeller shaft oil seal of a non-split configuration is initially installed at engine

manufacture or overhaul. Should replacement of the oil seal be required at maintenance,
a split type seal or non-split type seal can be installed.
3. REMOVAL - NON-SPLIT TYPE SEAL (Pre-SB1227)
A. Procedure
(1) Remove eight bolts and washers that secure the seal retaining ring to the thrust
bearing cover.
(2) Back off the seal retaining ring (Pre-SB1137 engines) or remove both halves of the
retaining ring (Post-SB1137 engines).
(3) Work out the seal element from the cavity, taking care not to damage the cavity,
runner or cover.
(4) Remove the seal element from the shaft by cutting, and discard.
4. REMOVAL - NON-SPLIT TYPE SEAL (Post-SB1227, Pre-SB1377/Post-SB1390 AND

Post-SB1377 EXCLUDING PT6A-6A ENGINES)
A. Procedure (See Figure 3-2-3)
(1) Disconnect the drain tube (if fitted) from the thrust bearing cover (3).
Page 3-2-1
Nov 26/2004
MAINTENANCE MANUAL
(2) Remove the eight bolts (7) and washers (6) that secure the oil seal retaining ring
(Pre-SB1377/Post-SB1390) or ring halves (Post-SB1377/Post-SB1381) (1) to the
thrust bearing cover (3) and move the retaining ring forward toward the flange, or
remove ring halves.
(3) Slit across the gasket (2) half-way between the holes at the 1 and 2 o’clock
positions (Pre-SB1377/Post-SB1390) or open the pre-split gasket
(Post-SB1377/Post-SB1381) and remove the gasket. Retain the gasket if it is in a
good condition.
(4) If installed, remove the support ring halves (8, Post-SB1390 only).
(5) Work out the seal element (4) from the cavity, taking care not to damage the cavity,
runner or cover.
(6) Remove the garter spring from the seal element, and remove the garter spring and
seal element from the shaft.
5. INSTALLATION - NON-SPLIT TYPE SEAL (Pre-SB1227)
A. Procedure (See Figures 3-2-1 and 3-2-2)
(1) Ensure that the propeller shaft flange and the interior of the retaining ring halves
(Post-SB1137 engines) are free of nicks and burrs. Check the thrust bearing cover
seal cavity for possible damage caused during removal of the old seal.
CAUTION: AVOID APPLYING LOADS LOCALLY TO LIP OF SEAL. SEAL ELEMENT

IS SOFT AND HAS LOW TEAR RESISTANCE. IT MUST BE HANDLED
WITH CARE AT ALL TIMES TO PREVENT NICKING OR ANY FORM OF
DAMAGE.
(2) Moisten the seal element in engine oil and install on the shaft with the Vee-side
facing the cavity in the thrust bearing cover.
NOTE: To facilitate installation of seal on propeller shaft, it is recommended that a

strip of plastic material (polyethylene sheet) be taped over the flange of
propeller shaft, then liberally coated with engine oil. This will enable the seal
to be slipped over flange and retaining ring without undue stress. It is
also recommended that the new seal be heated in engine oil (not more than
93°C (200°F) for approximately 20 minutes to make the seal more
flexible as it is being stretched over the propeller shaft flange.
(3) Install a garter spring (see Figure 3-2-1) into the Vee-side of the seal. (See Figure
3-2-2)
(4) Gently press the seal into the cavity in the thrust bearing cover, and work around
with thumb pressure until the seal is correctly seated.
(5) Locate the retaining ring halves (Post-SB1137 engines) on the thrust bearing cover,
with the split line as close as possible to the horizontal plane. Install bolts and
washers. Torque the bolts in a diametrical sequence, 36 to 40 lb.in., and apply safety
wire.
Page 3-2-2
Nov 26/2004
MAINTENANCE MANUAL
GRASP SPRING SUCH THAT NARROW END IS IS RIGHT

HAND. STRAIGHT END IN LEFT. HOLDING LEFT END
FIRMLY ROTATE NARROW END TWO TURNS IN A
COUNTER−CLOCKWISE DIRECTION (SPRING HELIX
IS RIGHT−HANDED).
INSERT NARROW END (RIGHT HAND)

INTO OTHER END
ROTATE NARROW END TWO TURNS CLOCKWISE TO

SECURE ENDS TOGETHER, AND SPRING IS THEN
ASSEMBLED.
(Post-SB1137 Engines) C950

Propeller Shaft Oil Seal Garter Spring
Figure 3-2-1
Page 3-2-3
Nov 26/2004
MAINTENANCE MANUAL
GARTER
SPRING
SEAL
4
3
2
SEAL
5
6
7
(Post-SB1137 Engines) C949C

Propeller Shaft Oil Seal
Figure 3-2-2
Page 3-2-4
Nov 26/2004
MAINTENANCE MANUAL
Key to Figure 3-2-2
1. Oil Seal Retaining Ring

2. Self-locking Nut
3. Flat Washer
4. Propeller Thrust Bearing Cover Assembly
5. Seal
6. Flat Washer
7. Bolt (Double Hex)
6. INSTALLATION - NON-SPLIT TYPE SEAL (Post-SB1227, Pre-SB1377/Post-SB1390 AND
Post-SB1377/Post-SB1381, EXCLUDING PT6A-6A ENGINES)
(1) Make sure that the propeller shaft, flange and retaining ring (1) interiors are clean
and free from nicks and burrs. Check the thrust bearing cover (3), seal cavity, and
runner (5) for possible damage caused during removal of the old seal.
NOTE: If applicable, check sealant (730 RTV) between oil seal runner and
propeller shaft. Replace if necessary.

WITH CARE AT ALL TIMES TO PREVENT NICKING OR OTHER FORM OF
DAMAGE.
(2) Position a strip of plastic material (e.g., polyethylene sheet) over the propeller shaft
flange and retaining ring (1) with adhesive tape. Make sure that the retaining ring is
as close as possible to the flange.
NOTE: The oil coated plastic material will enable the seal to be slipped over
flange and retaining ring without undue stress.
(3) Moisten the seal element (4) in engine oil and slide it over the flange and onto the
propeller shaft with the Vee recess of the element facing rearward.
NOTE: It is recommended that the new seal be heated in engine oil (93°C (200°F)
max.) for approximately 20 minutes to make the seal more flexible as it is
being stretched over the propeller shaft flange.
(4) Install a garter spring (see Figure 3-2-1) into the Vee recess in the seal element.
(See Figure 3-2-3).
(5) Gently press the seal element (4) into the cavity between the thrust bearing cover
(3) and the runner (5), and work around the seal with thumb pressure until correctly
seated.
(6) If removed, install support ring halves directly over the seal element (Post-SB1390
only).
Page 3-2-5
Nov 26/2004
MAINTENANCE MANUAL
3
3
2 2
1 4 1
5 6
7 A
FOR FIELD MAINTENANCE, CUT

GASKET AT LOCATION SHOWN
GASKET AT LOCATION SHOWN GARTER SPRING
GARTER SPRING
8 4
PRE−SB1377
(PRE−SB1390)
POST−SB1390
1
2 4
1
2
VIEW A
1 8 (ALTERNATE CONFIGURATIONS)
GARTER SPRING GARTER SPRING 4

4
POST−SB1377
1 2 POST−SB1381 1 2
SB1227, Pre-SB1377, SB1390, SB1377, SB1381, excluding PT6A-6A C41987

Figure 3-2-3
Page 3-2-6
Nov 26/2004
MAINTENANCE MANUAL
Key to Figure 3-2-3
1. Oil Seal Retaining Ring (Pre-SB1377/Post-SB1390) or Ring

Halves (Post-SB1377/Post-SB1381)
2. Gasket
3. Thrust Bearing Cover
4. Propeller Shaft Oil Seal
5. Runner
6. Bolt
7. Washer
8. Support Ring Halves (Post-SB1390)
9. Felt Strip Inserts (Post-SB1381 only)
(7) If applicable (Post-SB1381 only), moisten the felt strip inserts (9) of the oil seal
retaining ring halves, with engine oil.
(8) Install the previously slit gasket (2) (Pre-SB1377), over the propeller shaft between
the retaining ring (1) and the thrust bearing cover (3). When a new gasket is
required, slit the gasket (Ref. Para. 4. ,(3) preceding) or install a pre-split gasket
(Post-SB1377/Post-SB1381).
(9) Remove the plastic sheeting from the flange and retaining ring (Pre-SB1377) (1),
and secure the retaining ring to the thrust bearing cover (3) with the bolts (6) and
washers (7). Torque bolts 36 to 40 lb.in. and apply safety wire.
(10) For engines incorporating retaining ring halves (Post-SB1377/Post-SB1381),

position ring halves on the thrust bearing cover, ensuring that the felt strip
inserts (9, Post-SB1381 only) engage the lip of the seal runner, and secure with the
bolts (6) and washers (7). Torque bolts 36 to 40 lb.in. and apply safety wire.
(11) Connect the airframe drain line (if fitted) to the nipple at the 6 o’clock position on
the thrust bearing cover (5).
7. REMOVAL - SPLIT TYPE SEAL
A. Procedure
(1) Remove the eight bolts and washers securing the seal retaining ring to the thrust
bearing cover.
(2) Back off the seal retaining ring (Pre-SB1137 engines), or remove both halves of the
retaining ring (Post-SB1137 engines).
(3) Remove the seal element using a suitable tool, taking care not to damage the
cavity in the magnesium alloy thrust bearing cover.
(4) Remove the seal element from the propeller shaft by cutting, and discard.
Page 3-2-7
Nov 26/2004
MAINTENANCE MANUAL
8. INSTALLATION - SPLIT TYPE SEAL
A. Procedure
(1) Ensure that the interior of the retaining ring (Pre-SB1137 engines), or the interior of
the retaining ring halves (Post-SB1137 engines), are free of nicks and burrs. Check
the cavity in the thrust bearing cover for possible damage caused during removal
of the old seal.

WITH CARE AT ALL TIMES TO PREVENT NICKING OR OTHER FORM OF
DAMAGE.
(2) Moisten the seal in engine oil.
(3) Open the seal element sufficiently to install it around the propeller shaft with the
Vee-side of the seal facing the cavity in the thrust bearing cover.
(4) Press the split ends gently into the seal cavity at, approximately, the 9 o’clock
position. Work around with thumb pressure on both sides of the seal until
correctly seated.
(5) Check that the split is lined up and pinched evenly into place.
(6) Slide the retaining ring (Pre-SB1137 engines) up the shaft to bear against the thrust
bearing cover, or install the retaining ring halves (Post-SB1137 engines) on the
thrust bearing cover.
NOTE: When fitting retaining ring halves (Post-SB1137), ensure that split lines do
not line up with split line of oil seal.
(7) Secure the retaining ring to the thrust bearing cover with eight bolts and washers.
Tighten bolts in a diametrical sequence, torque to 36 to 40 lb.in. and apply lockwire.
POWER SECTION
9. REMOVAL
A. Procedure
(1) Place a suitable container under the reduction gearbox and remove drain plug
(Pre-SB1217 engines) or chip detector (Post-SB1217 engines), and allow oil to
drain.
NOTE: If chip detector is removed (Post-SB1217 engines), inspect chip detector

(refer to Inspection, following).
(2) Disconnect pneumatic tube (Py) from power turbine governor, or from propeller
governor on PT6A-20A and -20B engines only.
(3) Disconnect electrical connections as required.
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MAINTENANCE MANUAL
(4) Disconnect propeller reversing linkage as follows:
NOTE: After disconnecting linkage ensure that it is adequately supported to

prevent undue stress on wire rope casing.
(a) PT6A-6A engines: Remove plain nut, bushing, spacer and dowelled bolt (13,
Figure 3-2-43) securing push-pull control front clevis (15) to reversing lever
(12). Detach bracket (23), complete with assembly of linkage, from flange A, by
removing self-locking nuts, washers and bolts.
(b) PT6A-6B, -6/C20 and -20 (Pre-SB1185) engines: Disconnect propeller

reversing linkage as follows: (See Figure 3-2-44).
1 Disconnect clevis rod end (17) from propeller reversing lever (18) and
interconnect rod (16).
2 Remove nuts, washers and bolts securing lifting bracket (10) to flange A.
3 Remove nuts and bolts securing wire rope casing to flange C as applicable,
and suitably support push-pull control rod and wire rope assembly.
(c) PT6A-6B, -6/C20 and -20 (Post-SB1185) engines: Disconnect propeller

1 Disconnect clevis rod end (17) from propeller reversing lever (18) and
interconnect rod (16).
2 Loosen locknut (8) securing push-pull control rod assembly to lifting bracket
(10).
3 Remove bolts and self-locking nuts securing wire rope casing support
brackets to flange C, as applicable.
4 Remove inboard bolt and self-locking nut and loosen outboard bolt and
self-locking nut securing retaining plate (31) to lifting bracket (10).
Swivel retaining plate (31) outward to release front swivel joint (7).
5 Remove push-pull control rod and wire rope assembly from lifting bracket
(10) and suitably support.
(d) PT6A-20A and -20B engines: Disconnect propeller reversing linkage as follows:
(See Figure 3-2-46).
1 Disconnect clevis rod end (12) from propeller reversing lever (29).
2 Disconnect lower end of interconnect rod (14) from propeller governor air
bleed link (31).
3 Remove bolts and self-locking nuts securing wire rope casing to flange C.
4 Loosen lock-nut (20) securing push-pull control rod assembly front

swivel joint (19) to lifting bracket (8).
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MAINTENANCE MANUAL
5 Remove inboard bolt and self-locking nut and loosen outboard bolt and
self-locking nut securing retaining plate (26) to lifting bracket (8). Swivel
retaining plate (26) outward to release front swivel joint (19).
NOTE: PT6A-20B engines may or may not incorporate SB1185.
6 Remove push-pull control rod and wire rope assembly from lifting bracket
(8) and suitably support.
(5) Attach applicable power section sling. For PT6A-20A engines, using (PWC30037)
for power section with propeller removed. If propeller is installed, use sling
(PWC30338). For PT6A-20B engines, use sling (PWC30038).
(6) Remove bolts securing pressure and scavenge oil transfer couplings to flange C;
remove couplings and forward sections of tubing. Protect center section of
pressure and scavenge oil tubes with plastic caps.
(7) Remove bolts and release T5 terminal block and gasket into gas generator case.
CAUTION: CAUTION MUST BE TAKEN NOT TO ROTATE OR DISTURB THE

INTERSTAGE SEALING RING(S) ON THE REAR OF THE POWER
TURBINE STATOR HOUSING.
(8) Remove bolts and nuts, at flange C and separate power section assembly from gas
generator case. If propeller has been removed, install power section in suitable
stand. Remove sling.
(9) Using suitable marking pencil, mark location of split line of interstage sealing ring(s)
with respect to shroud housing.
10. INSTALLATION
A. Procedure
NOTE: Whenever a replacement power section is installed on an engine at maintenance,

the original power turbine vane and interstage baffle assembly must be
retained and installed on the new power section. This requirement is to ensure
vane throat area match between compressor turbine and power turbine
vanes, which can affect operating parameters of the engine.
(1) Attach applicable sling (refer to Paragraph 9.,(5) preceding). Raise power section
into position and align offset holes located at 12 o’clock position.
(2) PT6A-6/C20, -20, -20A and -20B engines: Attach new gasket to T5 terminal block
and insert into gas generator case locating terminal block on mounting boss.
NOTE: If required, a light coat of sealant SQ32M may be applied to mating face
of flange C and T5 terminal block and boss prior to assembly.
Page 3-2-10
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MAINTENANCE MANUAL
CAUTION: PRIOR TO MATING THE POWER SECTION TO THE GAS GENERATOR

CASE, CENTRALIZE INTERSTAGE SEALING RING(S). THIS MAY BE
ACCOMPLISHED BY INSERTING ONE OR MORE PIECES OF BEESWAX
OF SUITABLE SIZE IN CAVITY AT 6 O’CLOCK POSITION IN STATOR
HOUSING. ENSURE RING(S) IS IN SAME POSITION AS NOTED ON
DISASSEMBLY. ON POST-SB1218 CONFIGURATION, ENSURE SIDE OF
RING MARKED ’PRESS’ FACES REAR OF ENGINE.
CAUTION: ENSURE FLANGE C OF GAS GENERATOR CASE AND EXHAUST DUCT
ARE PARALLEL AND AXIALLY ALIGNED. IF ASSEMBLIES DO NOT
MATE FREELY, DO NOT USE FORCE; WITHDRAW POWER SECTION
AND CHECK FOR CAUSE OF INTERFERENCE.
(3) Secure terminal block in position with two bolts ensuring that gasket is in proper
position. Tighten bolts, torque to 32 to 36 lb.in. and apply lockwire.
(4) Pre-SB1078: Install pressure and scavenge oil transfer tubes with new preformed
packings in their respective couplings, and install new preformed packings on
exposed ends of scavenge and pressure tube center sections. Align engine at flange
C and mate power section to gas generator.
(5) Post-SB1078: Install new packing retainers and preformed packings on front
section of pressure oil transfer tube ensuring that concave face of each packing
retainer is toward adjacent preformed packings.
(6) Install bolts (with bolt heads to rear) and self-locking nuts in flange C to secure
power section to gas generator section. Tighten nuts, in diametrical sequence,
and torque 36 to 40 lb.in. Remove sling from power section.
(7) Install reduction gearbox drain plug or magnetic chip detector, as applicable.
Tighten and torque plug (Ref. No. 184, Fits & Clearances), or detector and cover (Ref.
Nos. 200 and 199), and apply lockwire.
(8) Reconnect pneumatic tube (Py) to power turbine governor or propeller governor.
Tighten coupling nut, torque 90 to 100 lb.in., and apply lockwire.
(9) Reconnect propeller reversing linkage as follows:
(a) PT6A-6A engines: Attach bracket (23, Figure 3-2-43) complete with linkage to
flange A, and secure with two bolts, washers and self-locking nuts. Tighten nuts
and torque 36 to 40 lb.in. Ensure that lever guide is properly located in slot in
actuating lever and connect front clevis to reversing lever with bushing, spacer,
dowelled bolt and plain nut. Tighten nut, torque 32 to 36 lb.in., and lockwire
nut and bolt.
(b) PT6A-6B, -6/C20 and -20 (Pre-SB1185) engines: Reconnect linkage in the
following manner. (See Figure 3-2-44).
1 Secure lifting bracket (10), complete with linkage, to flange A with bolts and
self-locking nuts. Tighten and torque nuts 36 to 40 lb.in.
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Nov 26/2004
MAINTENANCE MANUAL
2 Connect clevis rod end (17) to propeller reversing lever (18) and interconnect
rod (16), with shouldered stud, spacer and castellated nut. Tighten nut,
torque (Ref. No. 599, Table Fits & Clearances) and lock with cotterpin.
3 Secure wire rope casing support brackets to flange C with bolts and
self-locking nuts. Tighten nuts and torque 36 to 40 lb.in.
(c) PT6A-6B, -6/C20 and -20 (Post-SB1185) engines: Reconnect propeller

1 Locate push-pull control rod with wire rod assembly front swivel joint (7)
into position in recess in lifting bracket (10). Pivot retaiing plate to retain
front swivel joint (7) in lifting bracket recess.
2 Install inboard bolt and self-locking nut and secure retaining plate (31) to
lifting bracket (10). Tighten and torque nuts 36 to 40 lb.in.
3 Connect front clevis rod end (17) to propeller reversing lever (18) and
interconnect rod (16), with shouldered stud, spacer and castellated nut.
Tighten nut, torque (Ref. No. 599, Fits & Clearances) and lock with
cotterpin.
4 Tighten locknut (8), securing front swivel joint (7) to lifting bracket (10),
torque (Ref. No. 583, Fits & Clearances) and lockwire.
5 Secure wire rope casing support brackets to flange C with bolts and
(d) PT6A-20A and -20B engines: Reconnect propeller reversing linkage as follows:
(See Figure 3-2-46).
1 Locate push-pull control rod, with wire rope assembly, front swivel joint (19)
into position in recess in lifting bracket (8). Pivot retaining plate (26) to
retain front swivel joint (19) in lifting bracket recess.
NOTE: PT6A-20B engines may or may not incorporate SB1185.
2 Install inboard bolt and self-locking nut and secure retaining plate (26) to
lifting bracket (8). Tighten and torque nuts 36 to 40 lb.in.
3 Connect front clevis rod end (12) to propeller reversing lever (29) and
secure with bolt, spacer sleeve and castellated nut. Tighten nut, torque 24 to
36 lb.in. and lock with cotterpin.
4 Connect propeller governor interconnect rod (14) to governor air bleed link
(31) with bolt, washer and castellated nut. Tighten nut, torque 24 to
36 lb.in. and lock with cotterpin.
5 Tighten locknut (20), securing front swivel joint (19) to lifting bracket (8),
torque (Ref. No. 583, Fits & Clearances) and apply lockwire.
6 Secure wire rope casing support bracket to flange C with bolts and
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MAINTENANCE MANUAL
(10) Check adjustments on reversing linkage. Refer to Paragraphs 100., 101., 103. and 106.,
following.
(11) Refill oil system. (Refer to Part 2.)
(12) Carry out power section checks as outlined in Part 2, Table 2-6-4.
T5 THERMOCOUPLE HARNESS (PT6A-6/C20 AND PT6A-20 (PRE-SB1073) ENGINES) AND

POST-SB1246 ALL MODELS
11. REMOVAL
(1) Remove power section. (Refer to Paragraph 9., preceding.)
(2) Remove ten bolts (23, Figure 3-2-5) securing containment ring (22) at flange D. Do
not remove bolts (5) at 1 and 7 o’clock positions.
CAUTION: WHEN LIFTING CONTAINMENT RING TO REMOVE HARNESS

ASSEMBLY, EXERCISE CARE TO PREVENT EXCESSIVE PRESSURE
BEING APPLIED TO HARNESS OR PROBES.
(3) Lift containment ring, cut lockwire lacings and release thermocouple harness from
clips (5) on exhaust duct (10).
(4) Cut lockwire lacing and release harness from four clips on stator housing (13).
(5) Loosen thermocouple probe retaining nuts (2) using wrench (PWC30114-05) and
withdraw each probe (1) from stator housing (13) with harness still attached to
probe terminals. If further disassembly is not necessary allow containment ring to
rest on flange D.
NOTE: Pre-SB1212: Ten T5 thermocouple probes are installed. Post-SB1212:

Eight T5 thermocouple probes are installed; two bosses on stator housing
nearest 6 o’clock position are plugged and respective bus-bar terminal
straps removed.
CAUTION: PROBE TERMINAL BARS ARE INSULATED WITH BAKED CERAMIC

WHICH IS EXTREMELY FRAGILE. AVOID TWISTING TERMINAL WHEN
REMOVING SCREWS. USE 9/64 INCH ALLEN WRENCH FOR
SCREWS ON ALUMEL AND 7/64 INCH ALLEN WRENCH FOR SCREWS
ON CHROMEL TERMINALS. ANY LOOSENESS OF PROBE TERMINAL
BARS IS CAUSE FOR REJECTION OF PROBE.
(6) Individual probes may be removed by holding probe terminals with a 9/32 open end
wrench and removing terminal screws with appropriate Allen wrench.
Page 3-2-13
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MAINTENANCE MANUAL
16
3
6
4
5
7
15 9
10
14 11
13 12
(Pre-SB1073 Engines) C211

Power Section - Rear View
Figure 3-2-4
Page 3-2-14
Nov 26/2004
MAINTENANCE MANUAL
Key to Figure 3-2-4
1. T5 Probes
2. Probe Retaining Nuts
3. Double Hexagon Bolts
4. Interstage Sealing Ring(s) (SB1218)
5. Cable Clips
6. T5 Terminal Block
7. Probe Terminals
8. Reinforcing Ring - Right Half
9. Flange D
10. Exhaust Duct
11. Bottom Clevis Pin Location
12. Reinforcing Ring - Left Half
13. Stator Housing
14. Interstage Baffle
15. Retaining Plates
16. Vanes
12. INSTALLATION
A. Procedure
NOTE: Prior to assembly, ensure all probe and harness contact surfaces have been
cleaned with No. 400 grit abrasive cloth.
(1) Displace containment ring (22, Figure 3-2-5) from its position on flange D and
insert terminal block (6) end of harness assembly under ring and temporarily
secure to exhaust duct (10) with appropriate masking tape.
CAUTION: DAMAGE WILL OCCUR IF THE ANTISEIZE COMPOUND COMES INTO

CONTACT WITH TITANIUM PARTS. MAKE SURE THAT THE WORKPLACE
IS CLEAN TO PREVENT ACCIDENTAL CONTAMINATION.
(2) Locate harness assembly complete with probes (Pre-SB1212, ten probes:
Post-SB1212, eight probes) on stator housing. Pre-SB1061, place one copper washer
on each probe and Post-SB1061, place four copper washers or one thick spacer
on each probe, before inserting probes into respective bosses. Apply antiseize
compound (PWC06-023) to the T5 thermocouple threads only, with a small
paintbrush. Do not use engine oil for a lubricant in this area. Tighten each probe
retaining nut and torque (Ref. No. 597, Fits & Clearances). Lockwire retaining nuts in
pairs.
(3) Exercising care, lift containment rings and position harness ring and cable in clips
provided on stator ring and exhaust duct and secure harness and cable to clips
with lockwire lacing.
(4) Post-SB1212: Ensure that plugs are correctly fitted to lower bosses adjacent to
6 o’clock position on stator housing.
Page 3-2-15
Nov 26/2004
MAINTENANCE MANUAL
23
22
21
2
4
5
20 3
6 7
B 8
A
4
9
19 10
11
18
12
17
16
15
14 10 13
30
DETAIL OF LOWER PROBE
BOSS BLANKING PLUGS
24
25
26
A B
27
29
28
NOTE DETAIL OF TYPICAL 11
CORRECT LACING OF THERMOCOUPLE PROBES
HARNESS TO CLIPS
(Post-SB1061, Post-SB1073 and Post-SB1246) C3991A

Power Section Rear View and T5 Thermocouple Assembly
Figure 3-2-5
Page 3-2-16
Nov 26/2004
MAINTENANCE MANUAL
Key to Figure 3-2-5
1. Exhaust Duct
2. T5 Terminal Block
3. T5 Thermocouple Harness
4. Clip
5. Bolt
6. Long Lead
7. Half Rings
8. Clip
9. Clip
10. Clip
11. Thermocouple Probe Assembly
12. Short Lead
13. Stator Housing
14. Interstage Sealing Ring(s) (SB1218)
15. Alumel Bus-Bar
16. Chromel Bus-Bar
17. Screws
18. Seal Retaining Plate (Post-SB1102)
19. Bus-Bar Straps
20. Power Turbine Vane Ring
21. Socket Head Screw
22. Containment Ring
23. Bolt
24. Alumel Terminal
25. Chromel Terminal
26. Capscrews
27. Coupling Nut
28. Copper Washer
29. Thermocouple Probe
30. Plug (Post-SB1212)
(5) If a new probe is to be installed, ensure that chromel and alumel wire lugs are secured
to their respective terminals on the probe terminal bars. Install and connect probes
as detailed in Subpara. (1) and (5).
Page 3-2-17
Nov 26/2004
MAINTENANCE MANUAL
CAUTION: PROBE TERMINAL BARS ARE INSULATED WITH BAKED CERAMIC

WHICH IS EXTREMELY FRAGILE. AVOID USING EXCESSIVE FORCE
OR TWISTING TERMINALS WHEN TIGHTENING SCREWS. USE A 9/64
INCH ALLEN WRENCH FOR SCREWS ON ALUMEL TERMINALS AND
7/64 INCH ALLEN WRENCH FOR SCREWS ON CHROMEL TERMINALS.
ANY LOOSENESS OF PROBE TERMINAL BAR IS CAUSE FOR
REJECTION OF PROBE.
(6) Hold each terminal bar with a 9/32-inch open end wrench and tighten each terminal
screw. Torque (Ref. No. 596, Fits & Clearances) and lockwire each screw to
terminal wire.
(7) Secure containment ring (22, Figure 3-2-5) to flange D with ten bolts (23). Tighten
bolts, torque 32 to 36 lb.in., and apply lockwire.
(8) Carry out functional check of T5 system as detailed in Part 3, Inspection.
(9) Install power section. (Refer to Paragraph 10., preceding.)
NOTE: T5 terminal block mounting bolts should be retorqued and lockwired after
engine ground check.
T5 THERMOCOUPLE HARNESS, BUS-BAR AND PROBES (PT6A-20/-20B (POST-SB1073)

AND ALL PT6A-20A ENGINES) AND POST-SB1246 ALL MODELS
13. REMOVAL OF HARNESS
(1) With power section removed (refer to Paragraph 11., preceding) and suspended
from appropriate sling or supported on bench with wooden blocks, disconnect
harness leads (6) and (12) from respective terminals on bus-bar, by removing two
socket head screws (21).
(2) Cut lockwire lacings and detach leads from clips (4) and (10) on stator housing
(13).
(3) Remove ten bolts (23) securing containment ring (22) at flange D of exhaust duct.
Do not remove bolts (5) at 1 and 7 o’clock positions.
CAUTION: When lifting containment ring to remove harness, exercise care to prevent
excessive pressure being applied to thermocouple probes and bus-bar.
(4) Lift containment ring (22) sufficiently to clear clip (8) on exhaust duct (1).
NOTE: Using an approved marker, mark position of harness relative to clip (9). If
a new harness is to be installed, transfer this mark to exact position on
new harness.
(5) Cut lockwire lacings at clips (8 and 9), and remove harness by pulling leads clear of
containment ring.
Page 3-2-18
Nov 26/2004
MAINTENANCE MANUAL
(6) If further disassembly is not required, allow containment ring to rest on flange D, or
temporarily secure with one slave bolt.
14. INSTALLATION OF HARNESS
CAUTION: WHEN LIFTING CONTAINMENT RING TO INSTALL HARNESS, EXERCISE

CARE TO PREVENT EXCESSIVE PRESSURE BEING APPLIED TO
THERMOCOUPLE PROBES AND BUS-BAR.
(1) Lift containment ring (22) sufficiently to clear clip (8) on exhaust duct.
(2) Install harness (3) by passing leads under containment ring and aligning with clips
(8 and 9). Exercising care to prevent chafing leads, pull outward and locate mark
on harness (refer to NOTE in Paragraph 13., preceding) with clip (9).
(3) Fasten harness to clips (8 and 9) using safety wire. (See Detail A.)
(4) Fasten containment ring at Flange D with bolts (23). Torque bolts 32 to 36 lb.in.,
and safety wire bolts (5 and 23).
(5) Pre-SB1457: Connect leads (6 and 12) of harness to respective terminals of

bus-bar with socket head screws. Torque screws (Ref. No. 596, Fits & Clearances)
and safety wire .
(6) Post-SB1457: Connect leads (6 and 12) or harness to respective terminals of

bus-bar with nuts. Torque large nuts (AL) 10 to 15 lb.in., and small nuts (CR) 8
to 12 lb.in.
(7) After installation of power section (refer to Paragraph 10., preceding), carry out loop
and resistance checks as detailed in Inspection, following.
15. REMOVAL OF BUS-BAR AND PROBES (Post-SB1212)
(1) SB1218: Identify relative position of interstage sealing ring(s) (14, Figure 3-2-5)
and mark location of split joint of ring on stator housing (13), using an approved
marker (refer to Part 2, Section 8). Remove ring(s).
(2) With power section removed (refer to Paragraph 9., preceding) and suspended
from appropriate sling, or supported on bench with wooden blocks, disconnect
leads (6 and 12, Figure 3-2-5) of harness (3) from respective terminal on bus-bar.
Cut lacings and release leads from clips (4 and 10). To prevent possible damage,
fold leads over containment ring (22) and temporarily tape to end of harness.
Page 3-2-19
Nov 26/2004
MAINTENANCE MANUAL
1
2
8
5
7
6
(Post-SB1073 and Post-SB1246) C3795

T5 Bus-bar and Probe Installation
Figure 3-2-6
Page 3-2-20
Nov 26/2004
MAINTENANCE MANUAL
Key to Figure 3-2-6
1. Chromel Terminal Strap

2. Capscrew (Chromel Terminal)
3. Alumel Terminal Strap
4. Capscrew (Alumel Terminal)
5. Allen Wrench
6. Open-end Spanner (9/32)
7. Stator Housing
8. Screw
CAUTION: EXERCISE CARE WHEN REMOVING CAP SCREWS. DO NOT APPLY
EXCESSIVE PRESSURE ON PROBE TERMINAL BARS, AS CERAMIC
INSULATION IS EXTREMELY FRAGILE.
(3) Hold probe terminals and remove cap screws connecting bus-bar straps (1 and 3,
Figure 3-2-6) to probes; use 9/64 inch Allen wrench for screws (4) and 7/64 inch
Allen wrench for screws (2).
NOTE: Any looseness of probe terminal bar is cause for rejection of probe.
(4) Remove screws (17, Figure 3-2-5), interstage seal ring retaining plates (18)
(Post-SB1102) and bus-bar, from stator housing (13).
(5) Unscrew probe coupling nuts (27) using wrench (PWC30114-08), and remove
probes (29) and copper washers (28).
NOTE: SB1061: Note quantity of washers (28) removed for ease of reassembly.
16. INSTALLATION OF BUS-BAR AND PROBES (Post-SB1212)
(1) Using No. 400 grit abrasive cloth (PWC05-003), thoroughly clean contact surfaces
of bus-bar terminals and probe terminal bars.
NOTE: Post-SB1212: Ensure plugs (30, Figure 3-2-5) are correctly fitted and
secured in two bosses at 6 o’clock position on stator housing.
(2) Install copper washers (28, Figure 3-2-5) (SB1061) on each probe (29) and insert
probes in respective bosses on stator housing (13). Position terminal bar of probes
parallel to rear flange of stator housing, tighten probe coupling nuts (27) and
torque (Ref. No. 597, Fits & Clearances) using wrench (PWC30114-08), and lockwire.
(3) Carefully position bus-bar assembly on stator housing. Align terminal straps (19) with
respective alumel and chromel terminal of probes and secure to stator housing with
five seal retaining plates (18) and screws (17). Tighten screws, torque 22 to
24 lb.in. and lockwire.
Page 3-2-21
Nov 26/2004
MAINTENANCE MANUAL
CAUTION: EXERCISE CARE WHEN INSTALLING TERMINAL SCREWS. AVOID

TWISTING TERMINAL WHEN TIGHTENING SCREWS AS CERAMIC
INSULATION IS EXTREMELY FRAGILE.
(4) Connect alumel and chromel straps (3 and 1, Figure 3-2-6) to respective terminal
of probe terminal bar as follows:
(a) Hold each probe terminal in turn using 9/32 inch open-end wrench and secure
each strap of bus-bar to probe terminal bar with appropriate cap screws (4)
and (2).
(b) Using a 9/64-inch Allen wrench for screw (4) and 7/64-inch Allen wrench for
screw (2), tighten screws, torque (Ref. No. 596, Fits & Clearances) and
lockwire.
(5) Connect leads (6 and 12, Figure 3-2-5) of harness (3) to respective terminal of
bus-bar with socket head screws. Tighten screws, torque (Ref. No. 596, Fits &
Clearances) and lockwire.
(6) Secure long lead (6) of harness to clips (4) and short lead (12) to clips (10) on
stator housing, by lacing with lockwire. (See Detail B.)
(7) Install interstage sealing ring(s) (14) in original location, noted in Paragraph 15 (a),
preceding.
NOTE: Single ring configuration (Post-SB1218) must have (PRESS) marking

facing rear of engine.
(8) Carry out heat response check of probes. (Refer to Section 3, following.)
(9) After installation of power section (refer to Paragraph 10. preceding) carry out loop
and resistance checks as detailed in Inspection, following.
COMPRESSOR TURBINE DISK
17. REMOVAL (Pre-SB1043 ENGINES)
(1) Remove power section and install in stand (Refer to Paragraph 9., preceding.)
(2) Disengage splined lock (5) in turbine retaining bolt (4) using puller (PWC30325), in
following sequence:
(a) Back off puller body (2) until it touches nut on puller screw (1).
(b) Install puller by running puller screw (1) into splined lock (5) until it bottoms.
Page 3-2-22
Nov 26/2004
MAINTENANCE MANUAL
(c) Hold puller screw with suitable wrench and run down puller body (2) until
splined lock is in fully disengaged position.
NOTE: Fully disengaged positions can only be determined by ’feel’, i.e. when
splined lock (5) contacts rear face of turbine retaining bolt (4).
CAUTION: DO NOT EXCEED 150 LB. FT. TORQUE ON BOLT.

(3) Break torque (50 to 100 lb.ft.) on turbine retaining bolt using wrench (PWC30042)
and remove bolt.
CAUTION: CONTINUED USE OF PULLER IN SUBPARAGRAPH (4), FOLLOWING,

MAY DAMAGE BLADE TRAILING EDGES IF SHROUD HEAT SHIELD IS
CONTACTED.
(4) Use puller (PWC30330) to release turbine disk snap diameters only. This will be
observed by a drop of the disk and freedom of puller operation. Withdraw disk.
(5) If Pre-SB1439 bolt is seized (Ref. Fig. 3-2-8):
(a) Install drill bit, part of kit (PWC50057), in suitable hand drill.
(b) Install stop on drill bit, 4.270 in. from tip.
(c) Install bushing into CT bolt hole, fingertight.
(d) Set drill at slow speed and drill through bolt until drill stop contacts bolt head.
Use cutting oil, and remove debris at regular intervals.
(e) Remove bushing from CT bolt and clean surrounding area.
(f) Fill oil injector (PWC50060): turn knob clockwise until plunger bottoms; place
injector tip in penetrating oil (50% kerosene, 50% engine oil is suitable); and
turn knob counter-clockwise to draw in oil.
(g) Install injector in CT bolt. Make sure packing seals between injector and bolt
head.
(h) Turn injector knob clockwise, fingertight, to empty injector and flood stubshaft
cavity. Maintain pressure in cavity by tightening knob at regular intervals for 5
minutes minimum.
(i) Remove injector, and loosen bolt.
(j) If bolt does not move, repeat steps (f) through (i) until bolt is removed.
18. INSTALLATION (Pre-SB1043 ENGINES)
(1) Lightly smear splines of stubshaft and disk, and threaded portion and shoulder of
turbine retaining bolt with lubricant (PWC06-036). Install disk and blade assembly
aligning master splines.
Page 3-2-23
Nov 26/2004
MAINTENANCE MANUAL
SPLINED LOCK ARRANGEMENT

OF DISK AND STUB SHAFT IN
THE UNLOCKED POSITION
1 2 3 4 5 6
Pre-SB1043 Engines C77B

Compressor Turbine - Splined Lock Arrangement
Figure 3-2-7
Page 3-2-24
Nov 26/2004
MAINTENANCE MANUAL
Key to Figure 3-2-7
1. Puller Screw (PWC30325)

2. Puller Body (PWC30325)
3. Splined Lock Spring
4. Turbine Retaining Bolt
5. Splined Lock
6. Stubshaft
(2) Use puller (PWC30325) to draw splined lock (5) to its disengaged position as shown
on Figure 3-2-7.
(3) Install bolt (4), with puller in place into centerbore of disk. Tighten and double
torque bolt, (Ref. No. 541, Fits & Clearances) using wrench (PWC30042).
Remove puller (PWC30325) and ensure that splined lock is properly engaged.
NOTE: Locking position may be found by inserting threaded puller (PWC30128-05)

into splined lock and pulling back slightly to allow lock to be turned,
checking each spline in turn. When properly aligned, splined lock (5) will
drop in flush with end of bolt (4).
(4) Install power section on gas generator assembly (Refer to Paragraph 10.,
preceding.)
19. REMOVAL (Post-SB1043 AND ALL PT6A-20A ENGINES)
(1) Remove power section and install in stand (Refer to Paragraph 9., preceding.)
(2) Install wrench (1, PWC30331) at flange C of gas generator case to prevent
compressor turbine disk from rotating.
(3) Insert protector sleeve (3, PWC30336) into centerbore of turbine disk.
(4) Use unlocking tool (2, PWC30335) to unlock keywasher at retaining bolt.
(5) Remove unlocking tool and break torque of mounting bolt using a conventional
socket. Remove bolt and keywasher.
NOTE: DELETED
CAUTION: CONTINUED USE OF PULLER IN SUBPARAGRAPH (6), FOLLOWING,

MAY DAMAGE BLADE TRAILING EDGES IF SHROUD HEAT SHIELD IS
CONTACTED.
(6) Use puller (PWC30403)to release turbine disk snap diameters only. This will be
observed by a drop of disk and freedom of puller operation. Withdraw disk.
(7) If Post-SB1439 bolt is seized:
Page 3-2-25
Nov 26/2004
MAINTENANCE MANUAL
4.270
DRILL STOP
DRILL BIT
C T BOLT
BUSHING
OIL INJECTOR
PREFORMED PACKING
C T BOLT
C25663
Removal of CT Bolt
Figure 3-2-8
Page 3-2-26
Nov 26/2004
MAINTENANCE MANUAL
(a) Apply sufficient penetrating oil (50% kerosene, 50% engine oil is suitable)
through bolt center hole to flood stubshaft cavity.
(b) Rotate CT several times to let oil reach slots in bolt thread, and let soak for 20
minutes minimum.
CAUTION: IF FORCE DOES NOT DECREASE, DO NOT EXCEED 150 LB.FT.

THIS INDICATES PERMANENT SEIZURE, AND BOLT MUST BE
DRILLED OUT. DRILL OUT IN TWO STAGES. DO NOT EXCEED
MINOR THREAD DIA. OF 0.5538 IN.
(c) Break torque on bolt (50 to 100 lb.ft.). If bolt does not move, apply sufficient
tightening force to move bolt; then loosen. Repeat tightening/loosening until
bolt is free and can be removed.
CAUTION: CONTINUED OPERATION OF PULLER DURING REMOVAL OF DISK

MAY DAMAGE BLADE TRAILING EDGES IF SHROUD HOUSING IS
CONTACTED.
(8) Insert compressor turbine disk puller into centerbore of turbine disk and release
turbine disk snap diameters. Withdraw turbine disk and blade assembly from gas
generator case.
NOTE: A drop of the disk or freedom of puller operation will be observed when
the disk snap diameters are released.
CAUTION: HANDLE TURBINE DISK AND BLADE ASSEMBLY WITH CARE.

(9) Place disk and blade assembly on clean bench and remove puller. Install assembly
in a suitable container.
20. INSTALLATION (Post-SB1043 AND ALL PT6A-20A ENGINES)
(1) Lightly smear splines of turbine disk hub with lubricant (PWC06-004). Install bladed
compressor turbine disk on compressor front stubshaft, aligning master splines.
(2) Make sure keywasher is dry and free from burrs. Lightly smear inside of keywasher
with lubricant (PWC06-004). Apply same lubricant to shoulder and threaded portion
of bolt.
NOTE: On mounting bolt (Post-SB1439) make sure axial lubricating hole and
thread slots are clear.
(3) Insert keywasher and retaining bolt into disk centerbore.
(4) Install wrench (PWC30331) at flange C of gas generator case to prevent compressor
turbine disk from rotating.
(5) Tighten and double torque mounting bolt, (Ref. No. 541, Fits & Clearances) using a
conventional socket wrench.
Page 3-2-27
Nov 26/2004
MAINTENANCE MANUAL
2
1
3
Post-SB1043 Engines C487C

Compressor Turbine Removal
Figure 3-2-9
Page 3-2-28
Nov 26/2004
MAINTENANCE MANUAL
Key to Figure 3-2-9
1. Wrench (PWC30331)
2. Unlocking Tool (PWC30335)
3. Sleeve Protector (PWC30336)
(6) Use locking tool (PWC30458) to lock keywasher and withdraw tool taking care
not to scratch centerbore of disk.
(7) Install power section onto gas generator assembly (Refer to Paragraph 10.,
preceding.)
TURBINE INLET T4 THERMOCOUPLE HARNESS (PT6A-6 SERIES ENGINES)
21. REMOVAL
(2) Remove bolts fastening T4 terminal block to gas generator case and detach
terminal block and gasket.
CAUTION: FLEXING OF BRAIDED LEAD MUST BE KEPT TO A MINIMUM TO AVOID

SHORTING AND/OR FRAYING OF BRAID. ATTACH TERMINAL BLOCK
LOOSELY TO BUS-BAR WITH SAFETY WIRE IMMEDIATELY ON
REMOVAL FROM GAS GENERATOR CASE.
(3) Release thermocouple wire from three clips on combustion chamber liner.
(4) Remove safety wire and bolts fastening thermocouple harness to compressor
turbine shroud housing. Remove harness assembly.
(5) Install harness in protector (PWC30111) to avoid damage to probes.
22. INSTALLATION
(1) Position T4 thermocouple harness assembly on compressor turbine shroud housing

with harness support bracket in the 3 o’clock position, and secure with 12 bolts.
Tighten bolts, torque 32 to 36 lb.in. and lockwire individually.
(2) Secure T4 harness conduit in three clips provided on combustion chamber liner.
(3) Install T4 terminal block together with gasket on gas generator case and secure with
two bolts. Tighten bolts, torque 32 to 36 lb.in. and lockwire.
Page 3-2-29
Nov 26/2004
MAINTENANCE MANUAL
C599A
Compressor Turbine Disk and T4 Harness Installed
Figure 3-2-10
Page 3-2-30
Nov 26/2004
MAINTENANCE MANUAL
T4 TRIM HARNESS (PT6A-6 SERIES ENGINES, POST-SB1198)
23. GENERAL
A. The T4 trim harness is connected externally in parallel with the T4 thermocouple

harness, on some overhauled engines, to eliminate readout error. Should the trim harness
require replacement in the field, it must be replaced with one of identical resistance.
Careful note should be made of the part number of the unit removed and the part number
of the unit to be installed (refer to Table 3-2-1).
TABLE 3-2-1, Trim Thermocouple Conversion Table

P/N 3013604 Resistance Value P/N 3031417
and class (Ohms at 70°F) and class
3.75 to 3.95 10
3.95 to 4.20 11
4.20 to 4.45 12
4.56 to 4.75 13
4.75 to 5.10 14
5.10 to 5.50 15
5.50 to 5.90 16
5.90 to 6.40 17
6.40 to 6.90 18
6.90 to 7.60 19
8 20
1 9 25
2 10.5 30
3 12 35
5 14 40
7 16 45
10 19 50
20 24 55
30 30 60
40 43 65
50 72 70
60 110 75
Page 3-2-31
Nov 26/2004
MAINTENANCE MANUAL
24. REMOVAL
(1) Remove two nuts securing T4 trim harness chromel and alumel lead lugs to T4
thermocouple harness terminal block on gas generator case. Remove lugs from
terminal posts.
(2) PT6A-6A and -6B engines: Remove bolt (14), self-locking nut (4) and spacer
securing clamp (1) to clamp (12) on wire rope casing. Slide clamp (1) from probe (8).
(3) PT6A-6 engines: Remove bolt (2), self-locking nut (4) and spacer (10) securing probe
(8) and clamp (9) to bracket (11). Slide clamp (9) off probe.
(4) Remove two bolts (7), nuts (4) and washer (6) securing probe (8) flange and
support bracket (3, if fitted) to center fireseal.
(5) Remove probe (8) carefully, feeding harness (5) through center fireseal.
25. INSTALLATION
(1) Feed harness leads (5) forward through respective hole in center fireseal until
probe flange (8) abuts rear face of center fireseal.
(2) Secure support bracket (3) if applicable, and probe flange to center fireseal with
two bolts (7), two nuts (4) and washer (6). Bolt heads must be on rear face of
fireseal. Tighten nuts and torque 36 to 40 lb.in.
(3) PT6A-6 engines: Slide clamp (9) onto probe (8) to align with bracket (11) secure to
support bracket (3). Insert spacer (10) between bracket (11) and clamp (9) and
secure spacer and clamp to bracket using bolt (2) and self-locking nut (4). Tighten
and torque bolt 36 to 40 lb.in.
(4) PT6A-6A and -6B engines: Slide clamp (1) onto probe (8) to align with clamp (12).
Insert spacer between clamps (1) and (12) and secure clamps using bolt (14) and
self-locking nut. Tighten nut and torque 36 to 40 lb.in.
(5) Install respective harness (5) chromel and alumel lugs on respective T4 thermocouple
terminal block posts and secure with respective self-locking nuts. Tighten large
(alumel terminal) nut and torque 36 to 40 lb.in. Tighten smaller (chromel terminal)
nut and torque 23 to 26 lb.in.
26. FUNCTIONAL CHECK
A. Procedure
(1) Using Turbine Temperature Indicating System Test Set (Barfield TT1000A, or
equivalent), check resistance across trim harness lugs. Acceptable resistance is
detailed in the Illustrated Parts Catalogue, for each class of trim harness.
Page 3-2-32
Nov 26/2004
MAINTENANCE MANUAL
(2) With test set connected to either chromel or alumel wire lugs, and second lead to
trim harness probe cover, check insulation resistance. The minimum acceptable
resistance is 5000 ohms.
GLOW PLUGS AND CABLES (PRE-SB1429)
27. REMOVAL
A. Procedure
(1) Disconnect cables at ignition current regulator and glow plugs.
(2) Detach clamps securing cables to engine, and remove cables.
(3) Remove glow plugs from gas generator case.
NOTE: If inspection of glow plug bosses indicates damage, dress threads with
0.5625-18 UNF thread tap.
28. INSTALLATION
A. Procedure
(1) Install glow plugs (no thread lubricant is permitted) and gaskets. Tighten plugs and
torque (Ref. No. 562, Fits & Clearances).
(2) Connect cables to glow plugs. Tighten cable nuts, torque (Ref. No. 566, Fits &
Clearances) and apply lockwire.
(3) Attach electrical connectors to ignition current regulator. Tighten connectors, torque
(Ref. No. 561, Fits & Clearances) and apply lockwire.
(4) Install clamps on cables and secure to engine. Tighten clamp bolts and torque 36
to 40 lb.in.
SPARK IGNITERS AND IGNITER CABLES (POST-SB1429)
29. REMOVAL
WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY

HIGH. MAKE SURE IGNITION IS SWITCHED OFF AND SYSTEM HAS BEEN
INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING ANY
IGNITION COMPONENTS. ALWAYS DISCONNECT COUPLING NUTS AT
IGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO
REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT
CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
(1) Isolate power from ignition system.
Page 3-2-33
Nov 26/2004
MAINTENANCE MANUAL
INLET SCREEN (REF.) FIRESEAL ASSEMBLY (REF.)
❉
2
❉
1 3
4
A
❉
14 11 FIRESEAL MOUNT
BRACKET (REF.)
A 9
7
❉
8
❉
❉
10 6
12 13
5
SYMBOLS
❉
❉
PT6A−6A & PT6A−6B ONLY 11 15

❉
❉
PT6A−6 AND PT6B−9 ONLY 2

❉
10
❉
❉
8
4
❉
9
❉
3 7
SECTION A−A
(PT6A-6, PT6A-6A and PT6A-6B, Post-SB1198) C320

Removal/Installation of T4 Trim Harness
Figure 3-2-11
Page 3-2-34
Nov 26/2004
MAINTENANCE MANUAL
Key to Figure 3-2-11
1. Clamp
2. Bolt
3. Support Bracket
4. Self-locking Nuts
5. T4 Trim Harness
6. Washer
7. Bolts
8. T1 Probe
9. Clamp
10. Spacer
11. Bracket
12. Clamp
13. Reversing Cable
14. Bolt
15. Bolt
CAUTION: WHEN UNSCREWING CABLE COUPLING NUTS, DO NOT ALLOW
BRAIDING, FERRULES OR IGNITER TO TURN AT SAME TIME.
(2) Disconnect coupling nuts on left and right igniter cables (7 and 8) from respective
spark igniters (1) and ignition exciter (9).
(3) Remove self-locking nuts and bolts and separate loop clamps (3 and 5) from angle
brackets (4 and 2) at center fireseal.
(4) Remove self-locking nuts and bolts and separate loop clamps (10 and 12) from
angle brackets (11 and 13).
(5) Remove self-locking nut and bolt and separate loop clamp (21) from bracket (20) at
P3 boss on gas generator case.
(6) Remove self-locking nut and bolt and separate loop clamp (19) from loop clamp on
fuel tube.
(7) Remove self-locking nut and bolt and separate loop clamp (14) from bracket (22)
on inlet screen.
(8) Remove self-locking nuts and bolts and separate loop clamps (15 and 17), and
brackets (16 and 18) from rear fireseal mount ring.
(9) Remove self-locking nut and bolt and separate loop clamps (6) on igniter cables (7
and 8).
(10) Withdraw igniter cables (7 and 8) through fireseal mount rings.
(11) Remove spark igniters (1) from gas generator case.
(12) Remove copper gasket from each spark igniter and discard.
Page 3-2-35
Nov 26/2004
MAINTENANCE MANUAL
3
2 8
4 6
5
DETAIL A DETAIL B
7
1
9
A
B
C
8
1
1
15
16
12 22 14
11
17
10 13
18
21
19
DETAIL C
20 DETAIL D
(Post-SB1429) C17951
Removal/Installation of Igniter Cables
Figure 3-2-12
Page 3-2-36
Nov 26/2004
MAINTENANCE MANUAL
1. Spark Igniter
2. Angle Bracket
3. Loop Clamp
4. Angle racket
5. Loop Clamp
6. Loop Clamp
7. Igniter Cable (Left Hand)
8. Igniter Cable (Right Hand)
9. Ignition Exciter
10. Loop Clamp
11. Angle Bracket
12. Loop Clamp
13. Angle Bracket
14. Loop Clamp
15. Loop Clamp
16. Angle Bracket
17. Loop Clamp
18. Angle Bracket
19. Loop Clamp
20. Angle Bracket
21. Loop Clamp
22. Angle Bracket
30. INSTALLATION
CAUTION: APPLY COMPOUND TO IGNITER THREADS OR IGNITER BOSS

THREADS ONLY.
(1) Install new copper gasket on each spark igniter (1).
(2) Using a small paintbrush, apply antiseize compound (PWC06-023) only to spark
igniter threads.
NOTE: Spark igniter threads must not be lubricated with oil.
(3) Install spark igniters in bosses at 4 o’clock and 8 o’clock positions on gas generator
case. Tighten igniters and torque (Ref. No. 562, Table Fits & Clearances).
(4) Assemble igniter cables (7 and 8) between center and rear fireseal mount rings,
passing cable ends through respective holes in mount rings. Pull cables through
until cable flanges bear against mount rings.
Page 3-2-37
Nov 26/2004
MAINTENANCE MANUAL
CAUTION: BOLTS SECURING SEAL RETAINING PLATES TO REAR AND CENTER

FIRESEALMOUNT RINGS MUST HAVE BOLT HEADS LOCATED ON AIR
INLET SIDE.
(5) Position angle brackets (16 and 18), on front face of each cable flange, left hole,
position. Secure each bracket and cable flange to rear fireseal mount ring with two
bolts and self-locking nuts. Tighten nuts, torque 36 to 40 lb.in.
(6) Position angle brackets (4 and 13) on rear face of center firesealmount ring against
cable flanges. Secure brackets and cable flanges to mount ring with two bolts and
self-locking nuts. Tighten nuts, torque 36 to 40 lb.in.
CAUTION: UNDER NO CIRCUMSTANCES ARE LUBRICANTS OF ANY TYPE TO BE

USED ON CABLES WITH TEFLON INSULATED SLEEVES. LUBRICANTS
CONTAINING GREASE, SILICONE OR PETROLATUM MUST NOT BE
USED ON ANY IGNITION COMPONENTS, AS CONTAMINATION OF
ELECTRICAL CONTACTS WITHIN CONNECTORS OR CENTRAL
CONDUCTOR OF CABLE CAN RESULT IN A HIGH RESISTANCE PATH
WHICH COULD GENERATE HEAT AND OXIDATION.
CAUTION: DO NOT ALLOW BRAIDING, FERRULES OR IGNITER PLUGS TO TURN
WHENSCREWING ON COUPLING NUTS.
(7) Connect coupling nuts at end of igniter cables (7 and 8), to respective spark igniters
(1) and ignition exciter (9). Screw couplings on to mating threads by hand, making
sure that no binding occurs between coupling nuts and cables. Tighten coupling
nuts and torque (Ref. No. 566, Table Fits & Clearances). Secure coupling nuts at
ignition exciter with lockwire.
(8) Secure loop clamps (6) on cables (7 and 8) with bolt and self- locking nut. Tighten
nut and torque 36 to 40 lb.in.
(9) Secure loop clamps (15 and 17) on cables (7 and 8) to angle brackets (16 and 18)
with bolts and self-locking nuts. Tighten nuts and torque 36 to 40 lb.in.
(10) Secure loop clamp (19) on cable (8) to loop clamp on fuel pressure tube, with bolt
and self-locking nut. Tighten nut and torque 36 to 40 lb.in.
(11) Secure loop clamp (21) on cable (8) to angle bracket (20) with bolt and self-locking
nut. Tighten nut and torque 36 to 40 lb.in.
(12) Secure loop clamp (14) on cable (7) to bracket (22) on air inlet screen with bolt and
self-locking nut. Tighten nut and torque 36 to 40 lb.in.
(13) Secure loop clamps (3 and 12) to brackets (4 and 13) with bolts and self-locking
nuts. Tighten nuts and torque 36 to 40 lb.in.
(14) Secure loop clamps (5 and 10) to angle brackets (2 and 11) with bolts and
Page 3-2-38
Nov 26/2004
MAINTENANCE MANUAL
31. FUEL DUMP VALVE AND FUEL MANIFOLD ADAPTER ASSEMBLIES
A. Removal (See Figure 3-2-13)
(1) Disconnect glow plug or spark igniter cables, as applicable.
(2) Number fuel manifold adapters prior to removal.
(3) Disconnect fuel delivery tube (10) at dump valve elbow (9).
(4) Remove attachment bolts and lockplates from inlet manifold adapter (3) located at
6 o’clock position on gas generator case and each adjacent manifold adapter (11).
Remove fuel manifold transfer tubes (4).
(5) Remove fuel dump valve and inlet fuel manifold adapter as an assembly.
(6) Loosen locknut on fuel dump valve connection and remove dump valve from inlet
manifold adapter.
NOTE: Unless glow plugs or spark igniters remain installed, do not attempt to
remove all fuel manifold adapter assemblies at any one time, since seven
of the assemblies serve to locate the combustion chamber liner and
alignment problems may be encountered at reassembly.
(7) Remove bolts and lockplates from remaining fuel manifold adapters and withdraw
transfer tubes and adapters.
CAUTION: EXTREME CARE MUST BE EXERCISED WHEN HANDLING FUEL

NOZZLES AND SHEATHS. WEAR CLEAN, LINT-FREE, COTTON
GLOVES WHILE HANDLING COMPONENTS; FINGERPRINTS LEFT ON
ORIFICE MAY PRODUCE A POOR SPRAY PATTERN.
(8) Remove sheath from each manifold adapter using puller (PWC30416), as
necessary (See Figure 3-2-14).
NOTE: 1. Manifold components are to be inspected as detailed in Section 3,

following, and cleaned as detailed in Part 2, Section 3.
NOTE: 2. If manifold assemblies are not to be reinstalled in engine immediately,

they should be placed in a clean, covered container to prevent exposure
to dirt and dust.
NOTE: 3. If manifold assemblies are to be shipped to an overhaul facility, or stored,

they must be individually wrapped and securely packaged in a manner to
prevent their relative movement and possible damage to orifice faces.
Page 3-2-39
Nov 26/2004
MAINTENANCE MANUAL
2 3 4 5 6
7
1
8
12
9
11
10
C76B
Fuel Manifold and Fuel Dump Valve (Typical)
Figure 3-2-13
Page 3-2-40
Nov 26/2004
MAINTENANCE MANUAL
1. Gas Generator Case Front Drain Valve (Rear Valve Similar)

2. Adapter Securing Bolt and Lockplate
3. Inlet Fuel Manifold Adapter
4. Fuel manifold Transfer Tube (Typical 14)
5. Nut
6. Valve Coupling
7. Fuel Dump Valve
8. Nut
9. Elbow
10. Fuel Delivery Tube
11. Fuel Manifold Adapter (Typical 13)
12. Drain Valve Securing Bolt
32. REPLACEMENT OF FUEL NOZZLES - LEAKAGE TEST
A. Procedure

(1) When fuel nozzle replacement is necessary, the fuel manifold adapter assembly
must be pressure-tested before installation. Test fuel manifold adapter assembly
for leakage as follows:
(a) Lubricate adapter, nozzle assembly and new tabwasher with fuel and install
fuel nozzle with tabwasher in fuel manifold adapter; tighten and torque 45 to
50 lb.in. (Ref. No. 550, Fits & Clearances).
(b) Install fuel manifold adapter assembly in test fixture (PWC30270) - (See Figure
3-2-15).
NOTE: Use one blanking plug (PWC30099) when pressure testing inlet
manifold adapter.
(c) Connect supply line of clean, dry, compressed air or nitrogen, to test fixture
and pressurize to 500 psig.
(d) Pressure test for leaks by applying leak checking fluid, Leak Tec 372
(PWC05-007) around fuel nozzle and tabwasher area, or by immersing in
petroleum solvent, AMS3160 (PWC11-027).
NOTE: No leakage is permitted between fuel nozzle and manifold adapter.
(e) If leakage test is satisfactory, remove assembly from test fixture and lock
keywasher over fuel nozzle.
Page 3-2-41
Nov 26/2004
MAINTENANCE MANUAL
C974
Fuel Nozzle Sheath Removal
Figure 3-2-14
Page 3-2-42
Nov 26/2004
MAINTENANCE MANUAL
33. INSTALLATION
CAUTION: TAKE EXTREME CARE WHEN HANDLING FUEL NOZZLES AND SHEATHS.
WEAR CLEAN, LINT-FREE, COTTON GLOVES WHILE HANDLING
COMPONENTS; FINGERPRINTS LEFT ON ORIFICE MAY PRODUCE A
POOR SPRAY PATTERN.
CAUTION: ENSURE THAT THE SHEATH FOR THE NO. 8 FUEL NOZZLE IS NOT USED
IN ANY OTHER POSITION. THE LOCATING HOLE IS PECULIAR TO THE
NO. 8 FUEL NOZZLE ONLY.
(1) Install sheaths on fuel manifold adapters ensuring that locating pins engage hole in
sheaths.
NOTE: Primary fuel manifold adapters are identified by a single weld blob on the
larger mounting flange. Other weld blobs appearing on the knuckle section
of the adapters should be ignored.
(2) Using feeler gage, check circumference gap between fuel manifold adapters and
sheaths, maximum gap allowed is 0.003 inch (See Figure 3-2-16). Larger gap
suggests one or both parts are distorted. Return parts for repair as necessary.
(3) Carefully check gap between fuel nozzle tip and side of hole in sheath (See Figure
3-2-16), a clearance of 0.020 inch is required. If a clearance is less at any point,
this suggests one or both parts are distorted. Return parts for repair as necessary.
(4) Assemble fuel dump valve coupling (6) together with new preformed packing to dump
valve (7). Torque nut 40 to 65 lb.in.
(5) Assemble nut (5), new packing retainer and new preformed packing, on coupling,
and insert into fuel inlet manifold adapter (3) - (Ref. No. 650, Table Fits &
Clearances).
(6) Assemble fuel line elbow (9) and nut (8), together with new packing retainer and
preformed packing, to dump valve (7) - (Ref. No. 650, Table Fits & Clearances).
Torque locknut 38 to 40 lb.in.
(7) Install assembled manifold adapter and dump valve, complete with new gasket, on
generator case boss at 6 o’clock position and secure as follows:
(a) Pre-SB1276: Install bolts and torque 32 to 36 lb.in. (Ref. No. 658, Fits &
Clearances); do not safety wire at this stage.
Page 3-2-43
Nov 26/2004
MAINTENANCE MANUAL
C214A
Fuel Manifold Adapter Assembly Leakage Test Fixture
Figure 3-2-15
Page 3-2-44
Nov 26/2004
MAINTENANCE MANUAL
1. Hose Assembly
2. Test Fixture
3. Set Screw (Part of Fixture)
4. Adapter and Nozzle Assembly
5. Plastic Pad (Part of Fixture)
6. Torque Screw (Part of Fixture)
CAUTION: TO AVOID POSSIBLE FAILURE OF STAINLESS STEEL GASKETS
(POST-SB1276), IT IS ADVISABLE TO SLIDE THE GASKET OVER
THE SHEATH, CAREFULLY ALIGN HOLES AND INSERT BOTH
BOLTS. THE WHOLE ASSEMBLY CAN THEN BE MATED WITH THE
PADS ON THE GAS GENERATOR CASE, THUS AVOIDING ANY
ATTEMPT TO LEVER THE GASKETS INTO ALIGNMENT WITH THE
BOLTS.
(b) Post-SB1276: Install two bolts and torque 15 to 20 lb.in., then retorque 32 to
36 lb.in., in same sequence without loosening, then apply safety wire.
(c) Insert fuel transfer tubes (4), complete with new preformed packing on each
end, into manifold adapters. Assemble fuel manifold adapters together with
interconnecting fuel transfer tubes in original positions. Secure each adapter with
lockplate and two bolts.
(d) Pre-SB1276: Torque bolts 32 to 36 lb.in. (Ref. No. 658, Table Fits & Clearances).
NOTE: Some early engines may be equipped with manifold adapters having
equal diameter bores at each end and transfer tubes having equal
O.D. at each end. These adapters should be assembled as shown on
Figure 3-2-18. Later engines have adapters with different diameter
bores at each end, with transfer tubes to suit. These adapters can only
be assembled as shown on Figure 3-2-17. The two types are
interchangeable on the basis of one new transfer tube for a comparable
quantity of like parts of the older type.
NOTE: Do not safety wire bolts at this stage as they must be retorqued after
engine ground check.
(e) Post-SB1276: Torque bolts sequentially 15 to 20 lb.in., then continue in same

sequence 32 to 36 lb.in. without loosening; safety wire bolts in pairs.
NOTE: After torquing a maximum 0.001 in. gap is allowed between the
adapter and sheath flanges (See Figure 3-2-13).
(f) Safety wire fuel dump valve fittings.
(g) Connect fuel delivery tube (10) to fuel line elbow. Torque nut 90 to 100 lb.in.
and safety wire.
(h) Install cables to glow plugs or spark igniters, as applicable, torque coupling
nuts (Ref. No. 566, Table Fits & Clearances).
Page 3-2-45
Nov 26/2004
MAINTENANCE MANUAL
ADAPTER
MAX. ALLOWABLE
GAP 0.003 INCH
AT ANY POSITION
SHEATH
# 76 SIZE DRILL (0.020" DIA.)
SECTION THROUGH FUEL MANIFOLD ADAPTER AND SHEATH HAND HELD
ADAPTER
MAX. ALLOWABLE
GAP 0.001 INCH
AT ANY POSITION
METAL GASKET
GAS GENERATOR CASE

SHEATH
SECTION THROUGH FUEL MANIFOLD ADAPTER AND SHEATH

INSTALLED ON GAS GENERATOR CASE
C41914
Clearance Checks -Fuel Nozzle Adapter and Sheath
Figure 3-2-16
Page 3-2-46
Nov 26/2004
MAINTENANCE MANUAL
FUEL MANIFOLD
ADAPTER ASSEMBLY
LOCKING
PLATE FUEL MANIFOLD
TRANSFER TUBE
GASKET
GAS GENERATOR
CASE ASSEMBLY
COMBUSTION CHAMBER
LINER ASSEMBLY FUEL NOZZLE FUEL NOZZLE
SHEATH
(PT6A6, PT6A-6B and Early PT6A-20 Engines) C33A

Fuel Manifold Adapter Assembly
Figure 3-2-17
Page 3-2-47
Nov 26/2004
MAINTENANCE MANUAL
LOCKING PLATE FUEL MANIFOLD FUEL MANIFOLD

ADAPTER ASSEMBLY TRANSFER TUBE
GASKET
GAS GENERATOR
CASE ASSEMBLY
COMBUSTION CHAMBER
LINER ASSEMBLY
FUEL NOZZLE
FUEL NOZZLE
SHEATH
(PT6A-20 and -20A Engines) C1213

Fuel Manifold Adapter Assembly
Figure 3-2-18
Page 3-2-48
Nov 26/2004
MAINTENANCE MANUAL
(i) Pre-SB1276: Retorque manifold adapter bolts 32 to 36 lb.in. (Ref. No. 658,
Table Fits & Clearances) and safety wire after applicable engine ground
check (Ref. Part 2, Section 6).
GAS GENERATOR CASE DRAIN VALVES
34. REMOVAL
A. Procedure (See Figures 3-2-13)
(1) Remove two bolts (12) securing front drain valve assembly to gas generator case.
(2) Withdraw drain valve and gasket from mounting boss.
(3) Remove retaining ring and withdraw valve and valve spring.
(4) Repeat process for rear drain valve assembly.
35. INSTALLATION
NOTE: To eliminate possibility of leakage after assembly, drain valves shouldbe lapped
lightly in drain valve bodies using lapping compound, Clover 2A (PWC05-019).
Remove all traces of lapping compound by washing valves and bodies
thoroughly in petroleum solvent, AMS3160 (PWC11-027).
(1) Assemble valve and valve spring to each valve body and secure with retaining ring.
(2) Install front and rear drain valve assemblies (1) together with gaskets to gas
generator case bosses. Secure with bolts (12), tighten, torque 32 to 36 lb.in. and
lockwire.
NOTE: Valve mounting bolts should be retorqued and lockwired after engine
ground check.
36. REMOVAL
(2) Remove fuel manifold transfer tubes, fuel manifold adapters and fuel dump valve.
(Refer to Paragraph 31., preceding.)
(3) Remove ignition glow plugs (Pre-SB1429) or spark igniters (Post-SB1429) - (Refer
to Paragraph 27. or 29., preceding.)
Page 3-2-49
Nov 26/2004
MAINTENANCE MANUAL
1 2
C492A
Combustion Chamber Liner
Figure 3-2-19
Page 3-2-50
Nov 26/2004
MAINTENANCE MANUAL
1. Combustion Chamber Liner

2. Gas Generator Case
3. Ignition Plug Boss
4. Ignition Plug Locating Hole
(4) On PT6A-6 Series engines, detach T4 thermocouple harness terminal lead from clips
on combustion chamber liner.
CAUTION: IF DIFFICULTY IS EXPERIENCED IN FREEING LINER, STRIKE INSIDE

OF LINER SHARPLY WITH PALM OF HAND. DO NOT ATTEMPT TO PRY
LINER LOOSE.
(5) Withdraw combustion chamber liner from gas generator case.
37. INSTALLATION
A. Procedure
(1) Insert combustion chamber liner into gas generator case and install two glow plugs
(Pre-SB1429) or spark igniters (Post-SB1429) - (Refer to Paragraph 28. or 30.,
preceding).
NOTE: The ignition plugs and the inner and outer exit ducts will align the liner
prior to installation of the fuel manifold adapters.
(2) Install fuel dump valve, fuel manifold adapter assemblies, and fuel transfer tubes
(Refer to Paragraph 33., preceding).
(3) Install power section (Refer to Paragraph 9., preceding).
POWER TURBINE GOVERNOR AND NF TACHOMETER-GENERATOR (ALL ENGINES

EXCEPT PT6A-20A AND -20B)
38. REMOVAL
A. Procedure
(1) Disconnect governor pneumatic tube and tachometer-generator electrical connector.
(2) On engines equipped with reversing system, disconnect reversing linkage by

removing castellated nut and bolt at governor control arm.
(3) Remove nut and washer and withdraw governor from mounting pad on Nf
tachometer-generator.
(4) Withdraw tachometer-generator from reduction gearbox case.
Page 3-2-51
Nov 26/2004
MAINTENANCE MANUAL
39. INSTALLATION
A. Procedure
NOTE: It is important to ensure that all solid pneumatic lines are properly and correctly
fitted before the coupling nuts are tightened. The coupling nuts should be
seated without the use of tools, i.e., finger tight, before torquing. The installation
of any pipe brackets should not distort the pipe in any way.
(1) Install new gasket over studs on reduction gearbox case.
(2) Lubricate shaft with lubricant (PWC04-004) and install tachometer-generator, taking
care not to damage threads on studs.
(3) Lubricate shaft lightly with lubricant (PWC04-004) and install Nf governor. Secure
with four washers and self-locking nuts. Tighten and torque 75 to 85 lb.in.
(4) Connect governor pneumatic tube to union on governor, tighten nut, torque 90 to
100 lb.in. and apply lockwire.
(5) On engines not equipped with reversing system, ensure that governor lever is
lockwired in maximum speed position.
(6) On engines equipped with reversing system, connect reversing linkage at governor
control arm and secure with castellated nut and bolt. Tighten nut, torque (Ref.
No. 599, Fits & Clearances) and install cotterpin.
(7) Connect electrical fitting, torque (Ref. No. 561, Fits & Clearances) and apply
lockwire.
PROPELLER GOVERNOR (PT6A-20A AND -20B ENGINES)
40. REMOVAL
(1) Disconnect cockpit control lever linkage from speed adjusting lever (6) on propeller
governor.
(2) Disconnect Py pneumatic tube (5) at propeller governor.
(3) Disconnect reversing lever (8) from Beta control valve (7) by removing cotterpin,
washer, sleeve bushing and straight pin.
(4) Disconnect interconnect rod (2) from air bleed link (3) by removing cotterpin,
castellated nut, washer and bolt.
(5) Remove reversing lever (8) from fork end of push-pull control linkage (1) by
removing cotterpin, castellated nut, spacer and bolt.
(6) Remove nuts and washers, and remove governor from mounting pad on reduction
gearbox.
Page 3-2-52
Nov 26/2004
MAINTENANCE MANUAL
41. INSTALLATION
CAUTION: AFTER MAJOR TURBINE BLADE FRACTURE, THE PROPELLER GOVERNOR

ON ENGINES WITH PROPELLER REVERSING MUST BE SENT TO AN
APPROVED OVERHAUL FACILITY FOR INSPECTION PRIOR TO RETURNING
UNIT TO SERVICE.
(1) Install gasket over studs on governor mounting pad on reduction gearbox. Ensure
that raised side of screen faces upward.
(2) Install governor and secure with four plain washers and self-locking nuts. Tighten
nuts and torque (Ref. No. 186, Fits & Clearances), using wrench (PWC30114-09).
(3) Connect reversing lever (8) to Beta control valve (7) with sleeve bushing, straight
pin and washer. Lock with cotterpin.
(4) Connect reversing lever to fork end of push-pull control linkage (1) with bolt, spacer
and castellated nut. Tighten nut, torque 24 to 36 lb.in., and lock with cotterpin.
(5) Connect interconnect rod (2) to air bleed link (3) with bolt, washer and castellated
nut. Tighten nut, torque (Ref. No. 599, Fits & Clearances), and lock with cotterpin.
(6) Connect Py pneumatic tube (5) at governor (4). Tighten coupling nut, torque 90 to
100 lb.in., and lockwire.
(7) Connect cockpit control lever linkage to governor speed adjusting lever (6).
AIR INLET SCREEN
42. REMOVAL
A. Procedure
CAUTION: KEEP COMPRESSOR INLET AREA CLEAR OF ALL FOREIGN OBJECTS

WHICH COULD BE INGESTED BY ENGINE AND CAUSE SERIOUS
INTERNAL DAMAGE.
(1) Remove self-locking nuts, washers and bolts securing screen flanges at 6 o’clock
position.
(2) Carefully open screen and remove from inlet area.
Page 3-2-53
Nov 26/2004
MAINTENANCE MANUAL
3 4
5
9
8
C494B
Engine Front Linkage
Figure 3-2-20
Page 3-2-54
Nov 26/2004
MAINTENANCE MANUAL
1. Push-pull Control Linkage

2. Interconnect Rod
3. Air Bleed Link
4. Propeller Governor
5. Py Pneumatic Tube
6. Governor Speed Adjusting Lever
7. Beta Control Valve
8. Reversing Lever
9. Nf Tachometer-Generator
43. INSTALLATION
A. Procedure

INTERNAL DAMAGE.
NOTE: If fine mesh screen (Pre-SB1056) is to be installed ensure that inlet fairing
halves are not fitted.
(1) Apply thin film of compound (PWC09-003) to rubber rims of air inlet screen.
(2) Before installing screen, inspect inlet area and inlet fairing sealing strips as detailed
in Inspection.
(3) Carefully install air inlet screen around inlet area. Locate mating flanges at 6 o’clock
position.
(4) Secure flanges with three bolts, washers and self-locking nuts. Tighten nuts and
torque 12 to 15 lb.in.
(5) If installing new screen, check unstressed flange gap clearance (0.000 to 0.150
inch). If gap exceeds measurement, install spacers as required (Ref I.P.C.,
Post-SB1191).
NOTE: Ensure ignition cable support bracket is installed at center bolt location
during assembly.
Page 3-2-55
Nov 26/2004
MAINTENANCE MANUAL
INLET FAIRING
44. REMOVAL
A. Procedure

INTERNAL DAMAGE.
(1) On Post-SB1056 and all PT6A-20A engines, remove inlet fairing halves as follows:
(a) Remove air inlet screen. (Refer to Paragraph 42., preceding.)
(b) Remove six bolts and washers securing inlet fairing halves to mounting bracket
assemblies attached to compressor inlet case.
(c) Remove four self-locking nuts, washers and bolts securing upper and lower
inlet fairing halves at mating flanges. Remove fairing halves.
45. INSTALLATION
A. Procedure - Post-SB1056 and PT6A-20A Engines
(1) Install upper and lower inlet fairing halves in inlet area, with mating flanges at the
approximate horizontal centerline.
(2) Secure mating flanges with four bolts, washers and self-locking nuts. Do not tighten
nuts at this stage.
(3) Locate fairing halves on mounting bracket assemblies and secure with six bolts and
washers. Tighten bolts and torque 32 to 36 lb.in.
(4) Tighten mating flange self-locking nuts and torque 36 to 40 lb.in.
(5) Install air inlet screen (Refer to Paragraph 43. preceding).
WINTERIZED HEAT SHIELD
46. REMOVAL
A. Procedure

INTERNAL DAMAGE.
(1) Remove fine mesh air inlet screen (Refer to Paragraph 42., preceding).
(2) Rotate pin fasteners 90 degrees to release upper heat shield assembly from lower
heat shield assembly.
Page 3-2-56
Nov 26/2004
MAINTENANCE MANUAL
(3) Remove bolts and washers securing upper and lower heat shield assemblies to gas
generator case.
(4) Remove heat shield assemblies and remove gaskets from lower assembly.
47. INSTALLATION
A. Procedure
(1) Install new gaskets on lower heat shield assembly horizontal mating flanges.
(2) Install upper and lower heat shield assemblies on gas generator case, with mating
flanges at approximate horizontal centerline. Align flanges of both assemblies and
secure by engaging pin fasteners and turning through 90 degrees.
(3) Align heat shield mating flange with gas generator mounting bosses and secure
with bolts and washers. Tighten bolts and torque to 32 to 36 lb.in.
(4) Install fine mesh air inlet screen (Refer to Paragraph 45. preceding).
COMPRESSOR BLEED VALVE
48. REMOVAL

INTERNAL DAMAGE.
(1) Remove air inlet screen (Refer to Paragraph 42., preceding).
(2) On PT6A-6A engines, incorporating winterized heat shield installation, remove

upper heat shield assembly (Refer to Paragraph 46., preceding).
(3) Remove two hold-down bolts and plain washers at flanged elbow.
(4) Remove two bolts and plain washers securing bleed valve to gas generator case.
(5) Withdraw bleed valve complete with transfer tube and flanged elbow from case.
Remove gasket.
(6) Remove transfer tube and elbow. Remove preformed packings from tube and base
of bleed valve.
49. REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3022954) (Pre-SB1414)
(1) Disassemble bleed valve as follows:
Page 3-2-57
Nov 26/2004
MAINTENANCE MANUAL
C830B
Compressor Bleed Valve
Figure 3-2-21
Page 3-2-58
Nov 26/2004
MAINTENANCE MANUAL
(a) Remove four slotted screws (1) and washers (2) and remove cover assembly
(3) from housing (14).
(b) Remove complete assembly of piston (8) from housing.
(c) Remove cotterpin (13), castellated nut (12) and washers (11), and separate
assembly. Discard diaphragm (7) and seal washer (5).
(d) Clean bleed valve components as detailed in Part 2, Cleaning.
(2) Assemble bleed valve in sequence as follows:
(a) Install new seal washer (5) on guide pin bolt (4) followed by retainer (6).
(b) Lightly coat top outer circular surface of piston (8) with compound (PWC09-003).
(c) Locate rubber side of new diaphragm (7) to contact retainer (6) on guide pin
bolt, followed by piston (8). Ensure diaphragm is evenly contoured between
retainer and piston.
(d) Install sleeve (9) and support plate (10) on guide pin bolt.
(e) Secure assembly with two washers (11) and castellated nut (12). Tighten nut,
torque (Ref. No. 950, Fits & Clearances) and lock with cotterpin (13).
(f) Lightly coat mounting face of housing (14) with compound (PWC09-003).
(g) While holding skirt firmly on housing, push piston up and down to ensure
diaphragm rolls correctly between piston and housing wall.
(h) Lightly coat mounting face of cover assembly (3) with compound (PWC09-003).
(i) Install cover assembly on housing, mate guide pin to bolt (4) on piston
assembly and align mounting holes. Ensure diaphragm skirt is well seated and
secure cover fingertight with four washers (2) and slotted screws (1). Insert
bleed valve mounting bolts (15) in respective holes to ensure cover is centralized.
(j) Check movement of piston for full and free travel, then tighten slotted screws (1).
Torque 16 to 20 lb.in.
50. REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3027249) (Post-SB1414)
(1) Disassemble bleed valve as follows:
(a) Remove four slotted screws and washers (2) and remove cover assembly (3)
from housing (15).
(b) Remove complete assembly of piston (8) from housing.
(c) Remove cotterpin (13) and castellated nut (14), and separate assembly.
Discard diaphragm (7).
Page 3-2-59
Nov 26/2004
MAINTENANCE MANUAL
2
15
RUBBER SURFACE
8
FABRIC SURFACE DIAPHRAGM
10
11
12
13
14
(Pre-SB1414) C6227A
Compressor Bleed Valve - P/N 3022954
Figure 3-2-22
Page 3-2-60
Nov 26/2004
MAINTENANCE MANUAL
1. Slotted Screw
2. Washer
3. Cover Assembly
4. Guide Pin Bolt
5. Seal Washer
6. Retainer
7. Diaphragm
8. Piston
9. Sleeve
10. Support Plate
11. Washers
12. Castellated Nut
13. Cotterpin
14. Valve Housing
15. Valve Mounting Bolt
(d) Clean bleed valve components as detailed in Part 2, Cleaning.
(2) Assemble bleed valve, in sequence, with new diaphragm as follows:
(a) Install retainer (5) on guide pin bolt (4), followed by washer (6).
NOTE: If dimension between shoulder and nearest full thread is greater than
1.525 inches, guide pin bolt must be replaced (Ref. Post-SB1413).
(b) Lightly coat outer circular surface of piston (8) with compound, (PWC09-003).
(c) Locate fabric side of new diaphragm (7) on piston (8), ensuring holes are
centrally aligned. Use washer (6) if necessary to achieve this. Press area to
provide an even and smooth bond between diaphragm and piston.
(d) Exercising care to provide an even contour, fold diaphragm over piston to
expose rubber surface as shown in Detail A.
(e) Install assembly of diaphragm on guide pin bolt (4), with rubber side of
diaphragm seated on retainer (5). Check for correct seating of washer (6).
(f) Lightly coat flat end of sleeve (9) with compound, (PWC09-003).
(g) Install sleeve on guide pin bolt, coated end to piston, followed by one washer
(10), support plate (11), second washer (10) and spacer (12). Ensure spacer
(12) is assembled with large diameter flange facing washer and support plate
(11). Secure assembly with castellated nut (14). Tighten nut, torque (Ref.
No. 950, Fits & Clearances) and lock with cotterpin (13).
(h) Lightly coat mounting face of housing (15) with compound, (PWC09-003).
Page 3-2-61
Nov 26/2004
MAINTENANCE MANUAL
16 1
2 8
10
RETAINER RUBBER 3
SURFACE
11
10
PISTON DIAPHRAGM 12
FABRIC
SURFACE 13
5 14
6
7
15
(Post-SB1414) C6228
Compressor Bleed Valve - P/N 3027249
Figure 3-2-23
Page 3-2-62
Nov 26/2004
MAINTENANCE MANUAL
1. Slotted Screw
2. Washer
3. Cover Assembly
4. Guide Pin Bolt
5. Retainer
6. Washer
7. Diaphragm
8. Piston
9. Sleeve
10. Washers
11. Support Plate
12. Spacer
13. Cotterpin
14. Castellated Nut
15. Housing
16. Valve Mounting Bolt
(i) Locate piston assembly in housing. Carefully align mounting holes
(diaphragm skirt to housing) and ensure complete seating of skirt on mounting
face of housing.
(j) While holding skirt firmly on housing, push piston up and down to ensure
diaphragm rolls correctly between piston and housing wall.
(k) Lightly coat mounting face of cover assembly (3) with compound, (PWC09-003).
(l) Install cover assembly on housing; mate guide pin on cover with guide pin
bolt in piston assembly, and locating pin in housing with related hole in
cover. Ensure diaphragm skirt is well seated and secure assembly fingertight
with four washers (2) and slotted screws (1). Insert valve mounting slotted screws
(16) in respective holes to ensure cover is centralized.
(m) Check movement of piston for full and free travel, then tighten bolts (1). Torque
(Ref. No. 967, Fits & Clearances) and lockwire in pairs. Remove bolts (16).
Page 3-2-63
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MAINTENANCE MANUAL
51. INSTALLATION
CAUTION: KEEP THE COMPRESSOR INLET AREA CLEAR OF ALL FOREIGN OBJECTS
THAT COULD BE INGESTED BY THE ENGINE AND CAUSE SERIOUS
INTERNAL DAMAGE.
NOTE: 1. Prior to installation, the bleed valve must be pressure checked as detailed in
Part 2, Troubleshooting.
NOTE: 2. When the compressor bleed valve has been stored for a period exceeding 24
months, the valve must be returned to an approved service facility for
retesting and calibration.
(1) Install new preformed packings on base of bleed valve and both ends of transfer
tube. Install tube and elbow in bleed valve port.
(2) Install new gasket on flanged elbow.
(3) Ensure that valve piston is free to travel, then install bleed valve assembly on gas
generator case.
(4) Secure bleed valve to case with two bolts and plain washers. Do not tighten bolts
at this stage.
(5) Secure flanged elbow to gas generator case with two bolts and plain washers.
Tighten bolts, torque 32 to 36 lb.in., and lockwire.
(6) Tighten bleed valve bolts, torque 35 to 45 lb.in., and lockwire.
(7) On PT6A-6A engines incorporating winterized heat shield, install upper heat shield
assembly (Refer to Paragraph 47., preceding.)
(8) Install air inlet screen. (Refer to Paragraph 43., preceding.)
FUEL CONTROL UNIT
52. REMOVAL
NOTE: If the FCU is to be stored off the engine, prepare the FCU for short or long
term storage (Ref. STORAGE) after removal is complete.
(1) Disconnect fuel inlet and outlet at FCU.
(2) Disconnect Py and Px pneumatic tubes at FCU.
(3) Install dust caps over ends of all tubes and fittings.
(4) Disconnect FCU rod by removing castellated nut, washer and bolt.
Page 3-2-64
Nov 26/2004
MAINTENANCE MANUAL
FUEL FILTER CAP NUT
PREFORMED PACKING
F.C.U.
FUEL PUMP
COUNTERBORE THIS END
DRIVE COUPLING
C618A
Installation of Fuel Control Unit to Fuel Pump
Figure 3-2-24
Page 3-2-65
Nov 26/2004
MAINTENANCE MANUAL
(5) Disconnect control linkage at FCU cut-off valve lever.
(6) Remove mounting nuts and washers which secure FCU to fuel pump. Withdraw
pump and retain coupling.
53. INSTALLATION
NOTE: When a replacement FCU is being installed, check the length of storage and
do reconditioning after storage (Ref. STORAGE).
(1) Install new preformed packing in bypass port recess of fuel pump mating flange.
NOTE: If recess contains a preformed packing which was not discarded at

removal, or which was installed under the shipping plate on a new pump,
such packing must be removed and a new preformed packing of
correct part number installed.
(2) Clean FCU and fuel pump drive shafts thoroughly with petroleum solvent
(PWC11-027). Ensure solvent does not enter FCU bearings.
(3) Install FCU drive coupling as follows:
(a) For engines with fuel pump P/N 4V146R002, ensure that the deeper counterbore
of the coupling is facing toward the FCU.
(b) For engines with fuel pump P/N 4V146R100 or 4V146R101, ensure that the
counterbored end of the coupling is facing toward the FCU. (See Figure
3-2-24).
(c) For engines with fuel pump P/N 024800-101B, 024800-104 or 025323-101, the
coupling has a male and female end and can only be installed in one position.
(4) Install FCU on fuel pump. If necessary, rotate drive shaft to ensure proper
engagement of coupling splines. Secure with self-locking nuts, tighten and torque 75
to 85 lb.in.
CAUTION: IF NECESSARY TO ALTER ANGULAR POSITION OF INLET ELBOW TO

ALIGN WITH INLET HOSE, REFER TO INSTRUCTIONS IN PART 2,
STANDARD PRACTICES TO AVOID DAMAGE TO PREFORMED PACKING.
(5) Connect fuel inlet and outlet hose couplings at FCU. Tighten coupling nuts, torque
170 to 200 lb.in. for inlet and 90 to 100 lb.in. for outlet and safety wire.
(6) Connect Py and Px pneumatic tube couplings at FCU. Torque coupling nuts 65 to
75 lb.in. and safety wire.
(7) On engines equipped with reversing mechanisms, connect FCU control rod to FCU
control arm with bolt, washer and castellated nut. Torque 12 to 18 lb.in. and secure
with cotterpin.
(8) Connect control linkage to FCU cut-off valve lever.
Page 3-2-66
Nov 26/2004
MAINTENANCE MANUAL
54. STORAGE
A. Preservation of FCU
(1) Short term storage - 28 days or less:
CAUTION: DO NOT PERMIT FUEL OR OIL TO ENTER THE DRIVE BODY

CAVITY OR ANY AIR PRESSURE PORTS.
(a) Fill the fuel section of the FCU with calibrating fluid (PWC03-002) filtered
through a 10 micron filter.
(b) Install caps and plugs in all ports of the fuel section of the FCU.
(c) Check the security of all caps and plugs in all ports of the air section of the
FCU to prevent the entrance of dirt or other contaminates.
(d) Put a tag on the unit indicating date of storage.
(e) Refer to Para. C., Packaging and Shipping, for protection from dirt and other
contaminants.
(f) Every ten days, check the fluid level in the fuel section of the unit and refill as
necessary.
(2) Long term storage - more than 28 days:
CAUTION: DO NOT PERMIT FUEL OR OIL TO ENTER THE DRIVE BODY

CAVITY OR ANY AIR PRESSURE PORTS.
(a) Drain all remaining fluid from the FCU.
(b) Fill the fuel section of the FCU with preservative oil (PWC05-077) filtered
through a 10 micron filter.
NOTE: Tip the FCU as necessary to make sure that a complete film of oil
goes into all ports and passages of the fuel section of the unit.
(c) Drain the excess oil as required and install caps and plugs in all ports of the
fuel section of the unit.
(d) Check the security of all caps and plugs in all openings of the air section of the
FCU to prevent the entrance of dirt or other contaminates.
(e) Put a tag on the unit indicating date of storage.
(f) Refer to Para. C., Packaging and Shipping, for protection from dirt and other
contaminants.
Page 3-2-67
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MAINTENANCE MANUAL
B. Depreservation or Reconditioning of FCU after Storage
CAUTION: DO NOT PERMIT FUEL OR OIL TO ENTER THE DRIVE BODY CAVITY OR
ANY AIR PRESSURE PORTS.
CAUTION: DO NOT ATTEMPT TO REPLACE ANY LOCKWIRE SEAL UNTIL THE FCU
HAS BEEN CHECKED TO BE CERTAIN THAT CALIBRATION OR OPERATION
HAS NOT BEEN EFFECTED.
(1) Inspect all lockwire and lockwire seals. Replace broken lockwire after checking the
torque value of nuts, plugs, caps or screws that were lockwired.
(2) Return the unit for recalibration if any lockwire seal indicates tampering or if the
lockwire is broken.
(3) For units in storage three years or less, remove the plugs and drain preservation
fluid prior to the return to service. No further action is required.
(4) Three year requirement:
(a) For units in storage three years or more but less than six years, ship the unit to
an approved overhaul facility (Ref. Step (6)) for the following:
1 Replacement of the drive shaft bearings in accordance with the Honeywell

Accessory Overhaul Manual (ATA No. 73-20-54).
2 Inspection of all remaining drive body assembly bearings.
3 A functional test of the FCU in accordance with the Honeywell Accessory

Overhaul Manual (ATA No. 73-20-54).
(5) Six year requirement:
(a) For units in storage more than six years, ship the unit to an approved overhaul
facility for reconditioning.
(b) For units on engines that are inactive for more than six months and that are
not preserved, remove the FCU from the engine (Ref. Removal/Installation)
and ship the unit to an approved overhaul facility for reconditioning.
(6) Fuel control units may be shipped to:
Pratt & Whitney Canada Corp.

Plant 12, Accessories Business
2525, Fernand-Lafontaine
Longueuil, PQ
Canada J4N 1N7
C. Packaging and Shipping of FCU (Ref. Fig. 3-2-25)
(1) When the FCU is to be shipped or stored, prepare the unit as follows:
(a) Make sure that all shipping plugs and caps are secure.
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Nov 26/2004
MAINTENANCE MANUAL
(b) Place the FCU (2) on the shipping base (5) and secure with bolts (4).
CAUTION: THE POWER LEVER MUST BE SECURED DURING STORAGE OR

SHIPPING OR ELSE DAMAGE TO THE DRIVE SHAFT OR POWER
LEVER CAN RESULT.
(c) Put the power lever (6) in position and secure with lockwire (3) as shown to
prevent movement during storage or shipping.
(d) Put the FCU and stand into a moisture and vapor proof container or plastic bag
and seal the opening. Attach a tag to the unit indicating the date of storage.
(e) Store the unit in an approved shipping carton or case.
(2) The shipping base P/N 2529654 can be purchased from:
Air Parts and Supply Company

12840 SW 84th. Avenue Rd.,
Miami, FL 33156
USA
TEL: (305) 235-5401
FAX: (305) 235-8185
FUEL PUMP
55. REMOVAL
(1) Remove FCU (Ref. Paragraph 52., preceding).
(2) Disconnect all fuel lines at fuel pump.
(3) Install dust caps over ends of all lines and fittings.
(4) Remove nuts and washers securing fuel pump to accessory gearbox housing.
Withdraw fuel pump.
(5) Remove gasket and discard.
Page 3-2-69
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MAINTENANCE MANUAL
FUEL
1
OUT
9
2
FUEL
OUT
FUEL
IN 3
7
4
6 5
C88316
Fuel Control Unit (Typical) - Storage
Figure 3-2-25
Page 3-2-70
Nov 26/2004
MAINTENANCE MANUAL
1. Fuel Bypass Connector and Shipping Cap/Plug

2. Fuel Control Unit
3. Lockwire
4. Bolt
5. Shipping Stand (P/N 2529654)
6. Power Lever
7. P3 Air Port and Shipping Cap/Plug
8. Fuel Inlet Connector and Shipping Cap/Plug
9. Fuel Pressure Connector and Shipping Cap/Plug
56. INSTALLATION
CAUTION: PRE-SB1316: ENSURE INPUT DRIVE COUPLING IS CORRECTLY

SECURED ON PUMP INTERNAL SPLINES BY LIGHTLY PULLING AND
PUSHING BY HAND. COUPLING SHOULD BE SLIGHTLY LOOSE, BUT
SHOULD NOT MOVE IN OR OUT. DO NOT REMOVE COUPLING
FROM PUMP. CHECK PROTRUSION OF COUPLING FROM MOUNTING
FACE OF PUMP; MEASUREMENT SHOULD BE 1.00 TO 1.12 INCHES.
ENSURE COUPLING IS NOT DISPLACED DURING ASSEMBLY TO
GEARBOX. POST-SB1316 PUMP INPUT DRIVE COUPLING FEATURES
A STOP FLANGE AND MORE POSITIVE RETENTION; THERE
SHOULD BE NO AXIAL MOVEMENT.
(1) Install gasket over studs on fuel pump mounting pad on accessory gearbox
housing.
(2) Apply a thin film of engine oil to splines of fuel pump drive, ensuring that hole in
gearshaft centerbore is clear, and teflon insert is installed. Ensure drive splines
align and mesh correctly with internally splined gearshaft. Secure assembly to
accessory gearbox housing with three plain washers and self-locking nuts. Tighten
nuts and torque 75 to 85 lb.in.
NOTE: 1. Some engines prior to serial number PCE20172 do not have the oil mist
lubrication hole in gearshaft centerbore. For these engines, apply
lubricant (Plastilube No. 3) sparingly to splines. For all other engines, all
traces of grease should be removed from both the coupling and bore
of gearshaft, then lubricated with a thin film of engine oil.
NOTE: 2. On Post-SB1165 and all PT6A-20A engines, oil mist lubrication hole in
gearshaft centerbore is larger in diameter and is countersunk on
upstream side to provide better spline lubrication.
NOTE: 3. On Post-SB1409 engines, ensure oil mist lubrication hole in gearshaft

centerbore is clear by manually inserting No. 55 drill (0.0520 inch) in hole
and turning by hand.
(3) Remove all dust caps from lines and fittings.
Page 3-2-71
Nov 26/2004
MAINTENANCE MANUAL
(4) Connect fuel inlet and outlet hose couplings to fuel pump. Tighten coupling nuts,
torque 170 to 200 lb.in. and lockwire to their respective adapters.
(5) Install fuel control unit. (Refer to Paragraph 53., preceding).
FUEL PUMP OUTLET FILTER (VANE-TYPE PUMP) (PRE-SB1071 ENGINES)
57. REMOVAL
A. Procedure
(1) Unscrew and remove filter housing from fuel pump.
(2) Remove filter element and discard.
58. INSTALLATION
A. Procedure
(1) Before installing new filter element, check for presence of preformed packing in
internal diameter. The element must be installed so that the preformed packing
slides over the spigot in the pump body.
(2) Install filter element.
(3) Install and handtighten filter housing.
(4) Lockwire lugs on filter housing to fuel pump body.
(5) Check filter housing for leaks after engine run. (Refer to Part 2, Testing)
FUEL PUMP INLET SCREEN (VANE-TYPE PUMP) (POST-SB1071 AND POST-SB1112

ENGINES)
59. REMOVAL
(1) Cut lockwire securing fuel screen cap nut to fuel pump body.
(2) Unscrew and remove screen cap nut together with screen, lifting assembly
vertically to prevent any possible damage to screen body.
(3) Disconnect fuel inlet line at pump end to drain off residual fuel.
(4) Clean inlet screen as outlined in Part 2, Cleaning.
Page 3-2-72
Nov 26/2004
MAINTENANCE MANUAL
FUEL FILTER CAP−NUT
(Post-SB1071 and Post-SB1112 Engines) C751A

Fuel Pump Inlet Screen
Figure 3-2-26
Page 3-2-73
Nov 26/2004
MAINTENANCE MANUAL
60. INSTALLATION
(1) Install preformed packing in groove provided on screen cap nut.
(2) Install screen and cap nut assembly. Tighten cap nut, torque 75 to 100 lb.in. and
apply lockwire.
(3) Connect fuel inlet line, tighten coupling nut, torque 270 to 300 lb.in. and apply
lockwire.
(4) Check pump body for leaks after engine ground run. (Refer to Part 2, Testing).
FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1096 AND PRE-SB1155

ENGINES)
61. REMOVAL
(1) Remove screws securing fuel inlet screen cover to fuel pump body.
(2) Insert Puller (PWC30443 or PWC30444) as applicable, in threaded removal hole

provided in cover and extract inlet screen assembly.
(3) Remove long bolt, spring and washers, and separate screen from cover.
(4) Clean screen as detailed in Part 2, Cleaning.
62. INSTALLATION
A. Procedure
(1) Attach filter to cover and secure with long bolt, spring and two washers. Tighten
bolt and torque 20 to 23 lb.in.
(2) Install two preformed packings on inlet screen cover and assemble screen and
cover assembly to pump body.
(3) Secure cover with four washers and screws. Tighten screws, torque 40 to 46 lb.in.,
and lockwire.
Page 3-2-74
Nov 26/2004
MAINTENANCE MANUAL
STEEL WASHER
TEFLON WASHER
(Pre-SB1155 Engines) C835

Fuel Pump Inlet Screen Removal
Figure 3-2-27
Page 3-2-75
Nov 26/2004
MAINTENANCE MANUAL
FUEL PUMP OUTLET FILTER (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A
ENGINES)
63. REMOVAL
(1) Unscrew and remove filter housing from fuel pump.
(2) Remove filter element and discard.
64. INSTALLATION
(1) Before installing new filter element, check for presence of preformed packing in
internal diameter. The element must be installed so that the preformed packing
slides over the spigot in the pump body.
(2) Install filter element.
(3) Install preformed packing on filter housing.
(4) Install filter housing, tighten to compress preformed packing and obtain
metal-to-metal contact.
(5) Lockwire filter housing to hole A on name plate boss.
(6) Check filter housing for leaks after engine run.
FUEL PUMP INLET SCREEN (GEAR-TYPE PUMP) (POST-SB1155 AND ALL PT6A-20A
ENGINES)
65. REMOVAL
(1) Remove outlet filter as detailed in Paragraph 63., preceding.
(2) Unscrew inlet screen cover and withdraw assembly.
(3) Remove long bolt, spring, washers and separate screen from cover.
(4) Clean screen as detailed in Part 2, Cleaning.
66. INSTALLATION
(1) Attach screen to cover and secure with long bolt, spring, steel washer and teflon
washer. Tighten bolt, and torque 20 to 30 lb.in.
Page 3-2-76
Nov 26/2004
MAINTENANCE MANUAL
OUTLET PORT
PUMP DRIVE COUPLING
F.C.U. DRIVE
COUPLING
OUTLET FILTER HOUSING
HOLE ’A’
FUEL HEATER OUTLET
INLET SCREEN COVER
HOLE ’B’
INLET PORT
STRAIGHT ADAPTER
FUEL PUMP
PUMP OUTLET / INLET HOSE
F.C.U. INLET HOSE
FUEL PUMP OUTLET FILTER
ELBOW ADAPTER
(Post-SB1155 and all PT6A-20A Engines) C1214

Fuel Pump and Filter Assembly
Figure 3-2-28
Page 3-2-77
Nov 26/2004
MAINTENANCE MANUAL
(2) Install two new preformed packings on screen cover, and assemble screen and
cover assembly to pump body.
(3) Tighten cover to compress preformed packing and obtain metal-to-metal contact.
Lockwire to hole B.
(4) Install outlet filter as detailed in Paragraph 65., preceding.
TEMPERATURE COMPENSATOR
67. REMOVAL
(1) Disconnect Py tube at coupling nut (1) and P3 tube at coupling nut (4) from
temperature compensator.
(2) Remove two bracket nuts (2) at flange G.
(3) Loosen four bolts and nuts securing seal retaining plate (5) to rear fireseal (6).
(4) Remove temperature compensator complete with mounting bracket (3).
68. INSTALLATION
(1) If a new temperature compensator is to be installed, transfer mounting bracket (3)

to new unit. Tighten nut at plug and torque to 28 to 32 lb.in.; tighten and torque nut
at coupling 38 to 42 lb.in. Apply lockwire to both nuts.
(2) Position temperature compensator together with mounting bracket on rear fireseal
(6).
(3) Secure mounting bracket with two self-locking nuts (2) to flange G. Tighten nuts
and torque 36 to 40 lb.in.
(4) Secure seal retaining plate (5) with four bolts and nuts. Tighten nuts and torque
(Ref. No. 549, Fits & Clearances).
(5) Reconnect tubes. Tighten coupling nuts (1 and 4), torque 40 to 65 lb.in. and apply
lockwire.
Page 3-2-78
Nov 26/2004
MAINTENANCE MANUAL
PNEUMATIC CONTROL LINE (P3) AND P3 AIR FILTER
69. GENERAL
A. Should it be necessary to replace the heated compressor discharge air pressure (P3)
tube, disconnect the heater electrical leads from the electrical connector installed on
bracket at flange G.
70. REMOVAL/INSTALLATION OF ELECTRICAL CONNECTOR
CAUTION: ENSURE CABLE HARNESS LEADS DO NOT TURN WHEN UNSCREWING

BELL END FITTING FROM CONNECTOR SHELL.
(1) Remove two clamp screws (5) and remove clamp halves from bell end fitting (4).
(2) Unscrew bell end fitting (4) from flange mounted connector shell (1) and slide bell end
fitting and cable sleeve (6) down electrical heater harness.
(3) Slide nylon sleeve (3) and rubber insulator (2) down heater harness to reveal
soldered terminals at rear of connector pins (7).
(4) Using a suitable soldering iron, unsolder leads from connector pins A and B
(PT6A-6 Series, -6/C20, -20 and -20B) or B and D (PT6A-20A) for removal of
compressor discharge air pressure (P3) tube heater leads.
NOTE: Compressor discharge pressure (P3) tube heater leads connect to pins:
A and B (PT6A-6 Series, PT6A-20 and -20B), Detail B
B and D (PT6A-20A), Detail A.
(5) Carefully remove unsoldered tube heater leads by pulling through rubber insulator
(2), bell end fitting (4) and cable sleeve (6).
(6) Insert relevant tube leads of replacement unit through cable sleeve (6), bell end
fitting (4) and nylon sleeve (3). Pass leads through relevant holes in rubber
insulator (2).
(7) Using suitable soldering iron, solder leads to connector pins (7) solder buckets,
using Kester solder (PWC05-205)and Kester resin flux (PWC05-031) (see Figure
3-2-30 for wire to pin location).
(8) Slide rubber insulator (2) and nylon sleeve (3) over soldered connections.
Page 3-2-79
Nov 26/2004
MAINTENANCE MANUAL
3 4
C70
Temperature Compensator
Figure 3-2-29
Page 3-2-80
Nov 26/2004
MAINTENANCE MANUAL
1. Coupling Nut
2. Bracket Nut
3. Mounting Bracket
4. Coupling Nut
5. Seal Retaining Plate
6. Rear Seal
CAUTION: DO NOT ALLOW LEADS TO TURN WHILE TIGHTENING BELL END
FITTINGS.
(9) Slide bell end fitting over sleeve and screw onto connector body; tighten fingertight.
(10) Locate cable clamp halves over cable sleeve (6) and bell end fitting and secure
with two screws (5).
71. REMOVAL (Pre-SB1294)
(1) Disconnect coupling nuts of insulated tube assembly (11) from elbow (9) at gas
generator case and tube assembly (13) at rear fireseal mount ring. Remove
insulated tube assembly.
(2) Remove two self-locking nuts that secure sealing sleeve (10) to center fireseal
mount ring.
(3) Remove two bolts that secure flanged elbow (9) to gas generator case. Remove
flanged elbow, gasket (8) and sealing sleeve.
(4) Release self-locking nuts and bolts that secure seals (17) and seal retaining plates
(16) (Post-SB1195) or seals (18) and seal retaining plates (19) (Pre-SB1195) to rear
fireseal mount ring.
NOTE: Seals (17) and retaining plates (16) are common items shared with the
fuel pressure line and, therefore, remain loosely attached to the mount
ring.
(5) Disconnect coupling nut of tube assembly (13) at straight nipple (14) on temperature
compensator. Remove tube assembly.
(6) Disconnect electrical leads at connector (12) secured to bracket (4) at flange G.
(Refer to Paragraph 70., preceding.) Remove self-locking nuts that secure loop
clamps, on electrical lead, to studs on flange G.
(7) Disconnect coupling nuts of heated tube assembly (1) at elbow on FCU and tube
coupling (5) on temperature compensator.
Page 3-2-81
Nov 26/2004
MAINTENANCE MANUAL
1 2 3 4 5 6
KEY
D A
A C B
7 FOR AIRFRAME USE
A B
B
P3 HEATER LEAD
C5173
Electrical Connector Wiring Details
Figure 3-2-30
Page 3-2-82
Nov 26/2004
MAINTENANCE MANUAL
1. Flange Mounted Connector Shell

2. Rubber Insulator
3. Nylon Sleeve
4. Bell End Fitting
5. Clamp Screws
6. Cable Sleeve
7. Pin
72. REPLACEMENT OF P3 FILTER ELEMENT (Post-SB1294)
(1) Cut lockwire and remove cover (32) from filter housing (14); withdraw filter element
(34) and remove preformed packings (17 and 33) and discard.
(2) Install new preformed packing (17) in recess at inner end of new filter element (34)
and install new preformed packing (33) on cover (32).
(3) Install filter element in filter housing (14); ensure preformed packing (17) slides over
spigot in centerbore of housing.
(4) Apply engine oil to cover threads and screw filter cover (32) into filter housing,
tighten to compress preformed packing (33) and torque 60 to 70 lb.in. Lockwire
cover to housing.
73. REMOVAL (Post-SB1294)
(1) Disconnect electrical leads at connector secured to bracket (26) at flange G. (Refer
to Paragraph 70., preceding.) Remove self-locking nut and bolt that secure loop
clamps (30) to bracket (35) and remove loop clamps from electrical leads of heated
tube assemblies (1 and 4).
(2) Disconnect coupling nuts of heated tube assembly (4) at elbow on FCU and at
elbow on top of P3 filter housing (14). Remove tube assembly.
(3) Disconnect coupling nuts of heated tube assembly (1) at straight nipple (2) on the
rear of filter housing (14) and tube coupling (25), and on the rear of temperature
compensator (18); remove tube assembly.
(4) Disconnect coupling nuts of insulated tube assembly (28) from elbow (22) at gas
generator case and tube assembly (29) at rear fireseal mount ring; remove
insulated tube assembly.
(5) Remove two bolts and self-locking nuts that secure sealing sleeve (23) at center
fireseal mount ring.
Page 3-2-83
Nov 26/2004
MAINTENANCE MANUAL
16
17
16
6 15 14
3 4 5
FCU 1 2
POST−SB1195
7 REAR FIRESEAL
MOUNT RING
12
19
18
PRE−SB1195 8
9
10
11
13
CENTER FIRESEAL
MOUNT RING
(Pre-SB1294) C9169
Temperature Compensator and P3 Tube
Figure 3-2-31
Page 3-2-84
Nov 26/2004
MAINTENANCE MANUAL
1. Heated Tube Assembly

2. Jam Nut
3. Jam Nut
4. Mounting Bracket
5. Tube Coupling
6. Plug
7. Preformed Packing
8. Gasket
9. Flanged Elbow
10. Sealing Sleeve
11. Insulated Tube Assembly
12. Electrical Connector
13. Tube Assembly
14. Straight Nipple
17. Seal (Post-SB1195)
18. Seal (Pre-SB1195)
19. Seal Retaining Plate (Pre-SB1195)
(6) Remove two bolts that secure flanged elbow (22) at gas generator case. Remove
elbow, sealing sleeve and gasket (21); discard gasket.
(7) Loosen self-locking nuts and bolts that secure seals (8) and retaining plates (7)
(Post-SB1195) or seal (6) and retaining plate (5) (Pre-SB1195) to rear fireseal
mount ring.
NOTE: Seals (8) and retaining plates (7) are common items shared with the fuel
pressure line, therefore, they should only be removed if found unserviceable.
(8) Disconnect coupling nut of tube assembly (29) from straight nipple (36) at
temperature compensator. Remove tube assembly.
(9) Remove self-locking nuts, washers and bolts that secure housing assembly (14) to
filter bracket (26). Remove housing assembly, spacers (13) and bracket (16).
(10) If filter housing assembly is to be replaced with a serviceable unit, remove elbow
fitting (9) and straight nipple (2) from assembly, and retain for reuse. Discard
preformed packings (3 and 12), and packing retainer (11).
Page 3-2-85
Nov 26/2004
MAINTENANCE MANUAL
5 6 8 7
7 8
F.C.U.
4 5 6
PRE−SB1195 POST−SB1195
9
VIEW A
10
11 13
2 12
1 3
14
17
34
FLANGE G
REAR FIRESEAL
16 MOUNT RING
33
15 19 20 18
32
A
27
30 35
24
25
31 26 21
23 22
30
28 CENTER FIRESEAL
MOUNT RING
20 36 29
(Post-SB1294) C8140
Pneumatic Lines and P3 Filter
Figure 3-2-32
Page 3-2-86
Nov 26/2004
MAINTENANCE MANUAL

2. Straight Nipple
3. preformed Packing
5. Seal Retaining Plate (Pre-SB1195)
9. Elbow
10. Jam Nut
11. Packing Retainer
13. Spacer
14. Filter Housing Assembly
15. Loop Clamp (Fuel pressure)
16. Angle Bracket
18. Temperature Compensator
19. Plug
21. Gasket
22. Flanged Elbow
23. Sealing Sleeve
25. Tube Coupling
26. Filter Bracket
27. Jam Nut
28. Insulated Air Pressure Tube
29. Air Pressure Tube
30. Loop Clamps
31. Jam Nut
32. Cover
34. Filter Element
35. Bracket
36. Straight Nipple
Page 3-2-87
Nov 26/2004
MAINTENANCE MANUAL
74. INSTALLATION (Pre-SB1294)
(1) Locate sealing sleeve (10) on flanged elbow (9) then locate elbow and new gasket
(8) on gas generator case, passing screwed end of elbow and boss of sealing
sleeve through hole in center fireseal mount ring.
(2) Secure flanged elbow to gas generator case with two bolts. Tighten bolts, torque 36
to 40 lb.in., and apply lockwire. Secure sealing sleeve to center fireseal mount ring
with bolts and self-locking nuts. Tighten nuts and torque 36 to 40 lb.in.
(3) If seals and retaining plates were removed from rear fireseal mount ring during
removal, proceed as follows. If seals and retaining plates were serviceable and
remained attached to mount ring, proceed to Subparagraph (d). Locate seals (17)
and seal retaining plates (16) on front and rear faces of rear fireseal mount ring
(Post-SB1195) or single seal (18) and seal retaining plate (19) on front face of
rear fireseal mount ring (Pre-SB1195) and secure with bolts and self-locking nuts
(bolt heads to be on air inlet side of mount ring). Do not tighten nuts at this stage.
(4) Pass tube assembly (13) through rear fireseal mount ring and loosely mounted seals
and connect coupling nut of assembly to straight nipple (14) on temperature
compensator. Tighten coupling nut, torque to 90 to 100 lb.in., and apply lockwire.
Tighten self-locking nuts and bolts that secure seals and seal retaining plates to
mount ring and torque fingertight plus 180 degrees.
(5) Locate heated tube assembly (1) between elbow fitting on fuel control unit (FCU)
and tube coupling (5) on temperature compensator. Tighten coupling nuts 90 to
100 lb.in., and apply lockwire.
(6) Route electrical lead of heated tube assembly forward and under mounting bracket
(4) and connect leads to relevant pins of connector on bracket. (Refer to Paragraph
70.).
(7) Locate insulated tube assembly (11) between tube assembly (13) and flanged
elbow (9). Connect coupling nut of insulated tube to threaded fitting of tube
assembly (13). Tighten nut and torque 90 to 100 lb.in., and apply lockwire.
(8) Perform fuel system pneumatic pressure test (Refer to Part 2, Testing) connecting
pressure source to coupling nut at front end of insulated tube assembly.
(9) At conclusion of satisfactory pressure test, connect coupling nut of insulated tube
assembly (11) to flanged elbow (9). Tighten nut, torque 90 to 100 lb.in., and
lockwire.
Page 3-2-88
Nov 26/2004
MAINTENANCE MANUAL
75. INSTALLATION (Post-SB1294)
seated without the use of tools (finger tight) before torquing. The installation of
any pipe brackets should not distort the pipe in any way.
(1) If new or overhauled P3 air filter assembly is being installed, fit elbow fitting (9) and
straight nipple (2) prior to installation as follows:
(a) Fit new preformed packing (3) on straight nipple (2) and install in boss at rear
of filter housing (14). Tighten nipple and torque 38 to 42 lb.in.
(b) Fit jam nut (10) on double-threaded section of elbow followed by packing
retainer (11) and preformed packing (12), locating preformed packing in
non-threaded annulus. Assemble elbow fitting into boss at top of filter housing
(14) and tighten (Ref. 640, Fits & Clearances). Do not torque at this stage.
(2) Locate two bolts and washers in filter bracket, bolt heads on air inlet side of
bracket. Fit two spacers (13) on bolts followed by filter housing (14). Secure filter
housing with two self-locking nuts, positioning bracket (16) at outer location.
Tighten nuts and torque 32 to 36 lb.in.
(3) Locate heated tube assembly (4) and connect coupling nuts to elbow fitting on fuel
control unit and to elbow (9) at top of filter housing (14). Tighten nuts, torque 90 to
100 lb.in., and apply lockwire.
(4) Locate heated tube assembly (1) and connect coupling nuts to tube coupling (25)
on temperature compensator (18). Tighten nuts, torque 90 to 100 lb.in., and apply
lockwire.
(5) Route electrical leads of heated tube assemblies (1 and 4) under bracket (26) and
connect leads to relevant connector pins of electrical connector mounted on
bracket. (Refer to Paragraph 70. for wiring details). Secure two leads to angle bracket
(35) with two loop clamps (30), nuts and bolts. Tighten self-locking nuts and
(6) If seals and retaining plates were removed from rear fireseal mount ring during
removal, proceed as follows. If seals and retaining plates were serviceable and
remained attached to mount ring, proceed to Subparagraph (7). Locate seals (8) and
retaining plates (7) on front and rear faces of rear fireseal mount ring (Pre-SB1195)
or single seal (6) and retaining plate (5) on front face of mount ring (Post-SB1195)
and secure with bolts and self-locking nuts (bolt heads to be on air inlet side of mount
ring). Do not tighten nuts at this stage.
(7) Pass tube assembly (29) through rear fireseal mount ring and loosely mounted
seals and connect coupling nut of assembly to straight nipple (36) on temperature
compensator (18). Tighten coupling nut, torque 90 to 100 lb.in., and apply lockwire.
Tighten self-locking nuts and bolts that secure seals and seal retaining plates to
rear fireseal mount ring and torque fingertight plus 180 degrees.
Page 3-2-89
Nov 26/2004
MAINTENANCE MANUAL
(8) Locate sealing sleeve (23) on flanged elbow (22), then locate elbow and new
gasket (21) on gas generator case, passing screwed end of elbow and boss of
sealing sleeve through hole in center fireseal mount ring.
(9) Secure flanged elbow to gas generator case with two bolts. Tighten bolts, torque 36
to 40 lb.in., and apply lockwire. Secure sealing sleeve to center fireseal mount ring
with two bolts and self-locking nuts (bolt heads to be on air inlet side of mount
ring). Tighten nuts and torque 36 to 40 lb.in.
(10) Locate insulated tube assembly (28) between tube assembly (29) and flanged
elbow (22). Connect coupling nut of assembly to threaded fitting of tube assembly
(29). Tighten nut, torque 90 to 100 lb.in. and apply lockwire.
(11) Perform fuel system pneumatic pressure test (Refer to Part 2, Testing) connecting
pressure source to coupling nut at front end of insulated tube assembly (28).
(12) At conclusion of satisfactory pressure test, connect coupling nut of insulated tube
assembly (28) to flanged elbow (22). Tighten nut, torque 90 to 100 lb.in., and apply
lockwire.
OIL FILTER
76. REMOVAL OF FILTER ELEMENT
(1) Remove four self-locking nuts (20, Figure 3-2-33) and washers (19) securing filter
cover (1) to compressor inlet case.
(2) Remove cover from case and remove preformed packing (17) from cover.
CAUTION: EXERCISE CARE WHEN INSERTING PULLER FOR REMOVAL OF

FILTER ELEMENT NOT TO DAMAGE INNER SCREEN OF ELEMENT.
(3) Remove filter element (15) from filter housing (5) using Puller (PWC30556).
(4) Remove preformed packings (16 and 21) from filter element.
(5) Clean filter element as detailed in Part 2, Cleaning.
77. INSTALLATION OF FILTER ELEMENT
(1) Install preformed packings (16 and 21, Figure 3-2-33) on filter element (15).
(2) Insert element into filter housing (5) perforated flange first, in compressor inlet case.
(3) Ensure teflon spacer (18) is firmly seated on filter cover (1).
(4) Install preformed packing (17) on filter cover, and install cover on compressor inlet
case.
Page 3-2-90
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MAINTENANCE MANUAL
(5) Secure cover with four washers (19) and self-locking nuts (20). Tighten nuts and
78. REMOVAL OF FILTER HOUSING (Pre-SB1247)
(1) Remove filter element. (Refer to Paragraph 76., preceding.)
(2) Place suitable container under compressor inlet case. Remove cotterpin and drain
plug lockpin from bottom of inlet case. Remove drain plug using Puller (PWC30077)
and allow engine oil tank to drain. Remove preformed packing from drain plug.
(3) Remove filter housing (3, Figure 3-2-35) from compressor inlet case using Puller
(4) (PWC30328).
(4) Remove preformed packings (3 and 9, Figure 3-2-33) and plastic ring (4) from
housing.
79. INSTALLATION OF FILTER HOUSING (Pre-SB1247)
(1) Install preformed packing (9) on housing.
(2) Install plastic ring (4) and preformed packing (3) on housing. (Refer to Figure
3-2-35 for positioning of ring and packing.)
(3) Insert filter housing in compressor inlet case; push in by hand until firmly seated.
Avoid applying side loads on housing while pressing into position.
(4) Install filter element. (Refer to Paragraph 77., preceding.)
(5) Install drain plug with preformed packing in bottom of compressor inlet case.
Secure with lockpin and cotterpin.
(6) Fill oil tank with approved oil and check oil level. (Refer to Part 2, Engine Oil
System Servicing.)
80. STATIC LEAK CHECK OF FILTER HOUSING (Pre-SB1247) (Ref. Fig. 3-2-33)
A. Procedure
(1) Let engine stand for two hours. Monitor oil leakage into filter housing; maximum
leakage permitted is 0.5 ml/hr. If leakage exceeds limits, verify condition of
preformed packing(s) (items 3 and 9).
(2) If necessary, replace preformed packing(s) and repeat step (1).
(3) If leakage persists, replace part(s) if necessary and/or repeat lapping procedure as
applicable.
Page 3-2-91
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MAINTENANCE MANUAL
21
15
16 17
18
1
8
7
6
9
22
19 20
5
5
4
3
14
2 10
11
12
13
14
2 9 10 11 12 13
DETAIL A
INSTALLATION OF VEE PACKING
C1237D
Disassembly/Assembly of Oil Filter
Figure 3-2-33
Page 3-2-92
Nov 26/2004
MAINTENANCE MANUAL
1. Oil Filter Cover

2. Check Valve
4. Plastic Retaining Ring
5. Filter Housing
6. Check Valve Spring
7. Spring Retainer Collar
8. Lockpin
10. Bypass Valve Spring
11. Packing
12. Bypass Valve Piston
13. Washer
14. Cotterpin
15. Oil Filter Element
18. Teflon Spacer
19. Washer
20. Nut
22. Repair Washer (if fitted).
81. REMOVAL OF CHECK/BYPASS VALVE ASSEMBLY (Pre-SB1247)
(1) Remove oil filter element. (Refer to Paragraph 76., preceding.)
(2) Remove oil filter housing. (Refer to Paragraph 78., preceding.)
(3) Compress check valve spring (6) and remove lockpin (8) and collar (7). Remove
check valve spring and repair washer (22) if fitted, and remove assembly of check
and bypass valve from housing (5). Care should be exercised not to damage
valve face.
NOTE: If repair washer is fitted and housing is serviceable, retain washer for
reinstallation. If housing is to be replaced, discard repair washer.
(4) If new check valve (2) or bypass valve piston (12) is to be installed, or check valve
seating requires lapping (refer to Part 4, Repair), disassemble check and bypass
valve in the following manner:
(a) Compress bypass valve piston (12) and remove cotterpin (14) and washer (13)
from stem of check valve.
Page 3-2-93
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MAINTENANCE MANUAL
1 2 3
C660A
Oil Filter Cover and Element
Figure 3-2-34
Page 3-2-94
Nov 26/2004
MAINTENANCE MANUAL
1. Filter Element
2. Teflon Spacer
3. Oil Filter Cover
(b) Carefully release and remove piston, spring (10) and packing (11) from
check valve.
82. INSTALLATION OF CHECK/BYPASS VALVE ASSEMBLY (Pre-SB1247)
(1) Assemble check valve and bypass valve piston in the following manner:
(a) Install bypass valve spring (10) over stem on check valve (2).
(b) Install packing (11) in inner groove of bypass valve piston (12) with open end
of packing facing outer groove of piston (Det. A).
(c) Install bypass valve piston over spring (10) and into centerbore of check valve
(2).
(d) Compress spring until stem protrudes from end of piston and secure piston on
stem with washer (13) and cotterpin (14).
(2) Slide check and bypass valve assembly into filter housing until seated.
(3) Hold valve assembly in position with suitable fiber drift and install check valve
spring (6), and spring retaining collar (7) on protruding section of check valve
stem.
NOTE: If a repaired filter housing is being reinstalled ensure repair washer (22) is
installed between shoulder on housing and check valve spring.
(4) Compress spring with collar and insert lockpin (8) through hole in valve stem.
Release spring and allow collar to slip over lockpin. Ensure lockpin is completely
covered by retaining collar.
(5) Install oil filter housing and element (Ref. Para. 79. and 77.).
OIL FILTER HOUSING (POST-SB1247)
83. REMOVAL
A. Procedure (Ref. Figure 3-2-36)
(1) Place a suitable container directly under the oil drain plug of the compressor inlet
case. Remove oil drain plug from bottom case using puller (PWC30077) and drain
oil.
Page 3-2-95
Nov 26/2004
MAINTENANCE MANUAL
1 2 3 4
PREFORMED PACKING
PLASTIC RING
C25
Oil Filter Housing
Figure 3-2-35
Page 3-2-96
Nov 26/2004
MAINTENANCE MANUAL
1. Oil Filter Cover Mount Pad

2. Check Valve Collar
3. Filter Housing
4. Puller (PWC30328)
(2) Remove filter element (Ref. Para. 76.).
(3) Remove filter housing (9) from compressor inlet case using puller (PWC30328).
84. INSTALLATION
(1) Install preformed packing (8) on housing (9).
(2) Install plastic ring (10) and preformed packing (11) on housing (Refer to Figure
3-2-35 for positioning of ring and packing).
(3) Insert filter housing in compressor inlet case; push in by hand until firmly seated.
Avoid applying side loads on housing while pressing into position.
(4) Install filter element (Refer to Paragraph 77., preceding).
(5) Install drain plug with preformed packing in bottom of compressor inlet case.
Secure with lockpin and cotterpin.
(6) Fill oil tank with approved oil and check oil level (Refer to Part 2, Engine Oil
System Servicing).
85. STATIC LEAK CHECK (Ref. Fig. 3-2-36)
A. Procedure
(1) Let engine stand for two hours. Monitor oil leakage into filter housing (maximum
leakage permitted is 0.5 ml/hr). If leakage exceeds limits, verify condition of
preformed packing(s) (items 8 and 11).
(2) If necessary, replace preformed packing(s) and repeat step (a).
(3) If leakage persists, replace the necessary part(s) and/or repeat lapping procedure,
as applicable.
OIL FILTER CHECK AND BYPASS VALVE ASSEMBLY (POST-SB1247)
86. REMOVAL
(1) Remove oil filter and filter housing (Refer to Paragraphs 76. and 83., preceding).
Page 3-2-97
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MAINTENANCE MANUAL
ITEM 14 ON PRE−SB1379 ENGINES ONLY
3 INSTALL ITEM 20
4 IN THIS POSITION
6
5
12
13
15
14 17
16 19
20
21
18
7
8 22
9 23
10
11
Post-SB1247, Pre-SB1379 C6218C

Oil Filter Element, Housing and Bypass/Check Valve
Figure 3-2-36
Page 3-2-98
Nov 26/2004
MAINTENANCE MANUAL
2. Filter Element
5. Teflon Spacer
6. Cover
7. Retaining Ring
9. Filter Housing
10. Plastic Ring
13. Valve Housing
14. Preformed Packing (Pre-SB1379)
15. Check Valve
16. Spring
17. Bypass Valve Guide
18. Spring
19. Retaining Ring
20. Preformed Packing (V-type)
21. Bypass Valve
22. Washer
23. Cotterpin
(2) Exercising care, remove retaining ring (7) and withdraw assembly of check and
bypass valve from filter housing (9).
(3) Remove preformed packing (12) from check valve housing (13).
(4) Remove retaining ring (19) and separate bypass valve guide (17) from valve
housing (13). Exercise care when removing check valve (15) as it is spring loaded to
valve guide.
(5) Remove check valve (15) and spring (16) from valve seat.
(6) Remove preformed packing (14, Pre-SB1379) from valve (15).
(7) Exercise care during this operation as parts are spring loaded. Apply light pressure
to bypass valve (21) and remove cotterpin (23) and washer (22). Separate
assembly.
(8) Remove spring (18) from shaft of guide and preformed packing (20) from valve
(21).
Page 3-2-99
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MAINTENANCE MANUAL
87. INSTALLATION
NOTE: Prior to assembly, new check valve and/or seat (Post-SB1379) must be lapped.
(Refer to Part 4, Repair)
(1) Install preformed packing (20) on bypass valve (21). Ensure packing is installed as
shown.
(2) Install spring (18) on internal shaft of bypass valve guide (17). Locate bypass valve
(21) over shaft and compress spring so that shaft protrudes from end of valve.
Secure assembly with washer (22) and cotterpin (23).
(3) Install preformed packing (14, Pre-SB1379) on seating face of check valve (15).
NOTE: Preformed packing (14) not required on reworked (Post-SB1379) valve

assembly.
(4) Install spring (16) in recess in external shaft of bypass valve guide (17). Install
complete assembly in valve housing (13) and secure with retaining ring (19).
(5) Install preformed packing (12) on valve housing (13).
CAUTION: PRIOR TO INSERTION OF VALVE ASSEMBLY INTO HOUSING, ENSURE

PREFORMED PACKING (12) IS CORRECTLY SEATED ON VALVE SEAT
AND IS NOT DISTORTED.
(6) Install complete assembly of check and bypass valve in oil filter housing, and
secure with retaining ring (7).
(7) Install oil filter housing (Refer to Paragraph 84., preceding).
(8) Install oil filter element (Refer to Paragraph 77., preceding).
(9) Fill oil tank with approved oil (Refer to Part 2, Engine Oil System Servicing).
OIL PRESSURE RELIEF VALVE
88. REMOVAL
(1) Remove two bolts (4) and plain washers (3) securing relief valve cover (2) to inlet
case.
(2) Remove cover using Puller (PWC30046-53).
(3) Withdraw relief valve assembly.
(4) Wash valve assembly in petroleum solvent (PWC11-027).
Page 3-2-100
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MAINTENANCE MANUAL
89. INSTALLATION
(1) Install new preformed packing (7) on main oil pressure relief valve body (10) and
insert valve body into housing in compressor inlet case (6).
(2) Assemble bypass valve (9), adjusting spacers (8; max. 4 required) and spring (5).
Insert assembly into main oil pressure relief valve body (10).
(3) Install new preformed packing (1) on relief valve cover (2) and place cover over
relief valve assembly, secure with washers (3) and bolts (4). Tighten bolts, torque
32 to 35 lb.in. and apply lockwire.
IGNITION SYSTEM BALLAST TUBES (PRE-SB1429)
90. REMOVAL
(1) Remove four spacers securing cover of ignition current regulator, and detach cover.
(2) Remove tubes together with tubular copper spring cushions. Slide out cushions
taking care not to bend spring fingers.
91. INSTALLATION
A. Procedure
CAUTION: POST-SB1103 AND ALL PT6A-20A ENGINES: INSTALL RESISTOR

TUBES IN POSITIONS INDICATED ON FIGURE 3-2-38.
(1) Slide copper spring cushion over glass bulb end of tube taking care not to bend
spring fingers.
(2) Press tube firmly into receptacle provided in ignition current regulator.
(3) Install ignition current regulator cover and secure retaining screws. Torque screws
10 to 11.5 lb.in. and apply safety wire.
IGNITION CURRENT REGULATOR (PRE-SB1429)
92. REMOVAL
A. Procedure
(1) Disconnect power input and ignition glow plug cables from receptacles on cover.
(2) Remove three bolts and washers securing ignition current regulator to accessory
gearbox housing. Remove regulator.
Page 3-2-101
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MAINTENANCE MANUAL
2 4 3
1 8
10
C135A
Main Oil Pressure Relief Valve
Figure 3-2-37
Page 3-2-102
Nov 26/2004
MAINTENANCE MANUAL
2. Relief Valve Cover
3. Plain Washer
4. Relief Valve Cover Bolt
5. Valve Spring
6. Compressor Inlet Case
8. Adjusting Spacers
9. Bypass Valve
10. Relief Valve Body
93. INSTALLATION
A. Procedure
(1) Install ignition current regulator on three bosses provided on accessory gearbox
housing with washers and bolts. Torque bolts 36 to 40 lb.in. and apply safety wire.
(2) Connect power input and ignition glow plug cables to receptacles on regulator cover.
Torque cable nuts (Ref. No. 561, Fits & Clearances) and apply safety wire.
IGNITION EXCITER (POST-SB1429)
94. REMOVAL

HIGH. ENSURE THAT IGNITION IS SWITCHED OFF, AND SYSTEM HAS
BEEN INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING
ANY IGNITION COMPONENTS. ALWAYS DISCONNECT COUPLING NUTS AT
IGNITION EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO
REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT
CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
(1) Isolate power from ignition system.
(2) Remove supply cable from input connector on ignition exciter (4).
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULE TO ROTATE

WHEN REMOVING COUPLING NUTS.
(3) Remove two ignition cable couplings from output connectors on ignition exciter.
(4) Remove four bolts (1), self-locking nuts (3) and washers (2) securing unit to bracket
(7) and remove ignition exciter.
(5) Remove three bolts (5) and washers (6) securing bracket (7) to engine casing.
Page 3-2-103
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MAINTENANCE MANUAL
1 2
A
4
B
7
6 5
C1327A
Ignition Current Regulator
Figure 3-2-38
Page 3-2-104
Nov 26/2004
MAINTENANCE MANUAL
1. Ignition Box
2. Cover
3. Bolt
4. Cables
5. Resistor
6. Cushion
7. Spring
95. INSTALLATION
(1) Secure bracket (7) to engine casing with three bolts (5) and washers (6). Tighten
bolts, torque 36 to 40 lb.in., and safety wire.
(2) Secure ignition exciter (4), with single input connector uppermost, to bracket (7)
with four bolts (1), washers (2) and self-locking nuts (3). Tighten nuts and torque
36 to 40 lb.in.
CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME IN CONTACT WITH

CENTRALCONDUCTORS OF EXCITER CONNECTORS. CONTACT WITH
CONDUCTORS MAY RESULT IN A HIGH RESISTANCE PATH WHICH
COULD GENERATE HEAT AND OXIDATION.
(3) Lightly coat threads of ignition exciter connectors with fluorocarbon spray lubricant.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO

ROTATE WHEN SCREWING ON COUPLING NUTS.
(4) Connect coupling nuts of supply cable and two high tension ignition cable couplings
to respective connectors on ignition exciter. Tighten nuts, torque fingertight plus 45
degrees and safety wire.
CAUTION: DO NOT ALLOW BRAIDING OR FERRULES TO ROTATE WHEN

SCREWING ON COUPLING NUTS.
(5) Reconnect coupling nuts at other end of ignition cables to spark igniters. Tighten
nuts and torque fingertight plus 45 degrees.
OIL-TO-FUEL HEATER
96. REMOVAL
(1) Disconnect lines from oil-to-fuel heater assembly (1) at fuel inlet (2), fuel outlet (3),
oil inlet (4) and oil outlet (7) connections.
Page 3-2-105
Nov 26/2004
MAINTENANCE MANUAL
7
1
6
INPUT
CONNECTOR
4 3
OUTPUT CONNECTORS
(Post-SB1429) C41498
Removal/Installation of Ignition Exciter
Figure 3-2-39
Page 3-2-106
Nov 26/2004
MAINTENANCE MANUAL
1. Bolt
2. Washer
3. Self-locking Nut
4. Ignition Exciter
5. Bolt
6. Washer
7. Bolt
(2) Remove self-locking nuts and washers securing heater mounting bracket to
flange G.
(3) Withdraw heater mounting bracket (6) and heater from studs on flange G.
(4) Remove bolts (5) securing heater to mounting bracket.
(5) Withdraw heater, together with two transfer tubes, from mounting bracket.
(6) Install dust caps over ends of all lines and fittings.
97. INSTALLATION
(1) Install new preformed packings on two transfer tubes and insert transfer tubes into
mounting bracket (6).
(2) Install heater (1) over transfer tubes and secure to mounting bracket with bolts (5).
Tighten bolts, torque 32 to 36 lb.in. and attach lockwire.
(3) Install heater and mounting bracket assembly over studs on flange G and secure
with washers and self-locking nuts. Tighten nuts and torque 32 to 36 lb.in.
(4) Remove all dust caps and reconnect fuel and oil lines to their respective connections.
Tighten nuts, and torque as follows:
(a) Fuel inlet hose coupling nut, torque 65 to 85 lb.in.
(b) Fuel outlet hose coupling nut, torque 200 to 225 lb.in.
(c) Oil inlet hose coupling nut, torque 110 to 120 lb.in.
(d) Oil outlet hose coupling nut, torque 110 to 120 lb.in.
Page 3-2-107
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MAINTENANCE MANUAL
2
1
3
5
C630
Oil-to-Fuel Heater
Figure 3-2-40
Page 3-2-108
Nov 26/2004
MAINTENANCE MANUAL
1. Oil-to-Fuel Heater Assembly

2. Heater fuel Inlet Connection
3. Heater Fuel Outlet Line
4. Heater Oil Inlet Connection
5. Retaining Bolts
6. Heater Mounting Bracket
7. Heater Oil Outlet Connection
ACCESSORY DRIVE SEALS
98. REMOVAL
(1) Remove the accessory unit, if applicable, from the mounting pad on the accessory
gearbox housing.
(2) Use the gearshaft oil-seal carrier puller (PWC30046-57), and the starter-generator
gearshaft oil-seal carrier puller (PWC30046-52) on Pre-SB1386 dry-spline
starter-generator arrangements, or puller (PWC30046-54) on Post-SB1386
wet-spline starter-generator arrangements, to remove oil-seal and carrier from the
gearbox housing.
NOTE: When removing seals at the fuel control unit (FCU) and the starter-generator
mounting pads, make sure that the retaining rings are removed before
attempting to withdraw the assembled seal and carrier.
(3) Remove seal and preformed packing from the oil-seal carrier.
99. INSTALLATION
(1) Moisten silicone element seal with engine oil and gently press seal into carrier until
correctly seated.
NOTE: Use hand pressure only to install seal. Do not use bench press.
(2) Install new preformed packing on carrier and install seal and carrier assembly into
respective boss using Drift (PWC30075 Pre-SB1386) or (PWC30675 Post-SB1386).
(3) For starter-generator and FCU drive seal and carrier assemblies, secure with
retaining rings.
NOTE: Starter-generator gearshaft may be of dry spline (Pre-SB1386) or wet

spline (Post-SB1386) configuration.
(4) Check for oil leakage (Ref. Part 2, Section 6, Para. 31).
Page 3-2-109
Nov 26/2004
MAINTENANCE MANUAL
NOTE:
DETAIL A RETAINING RINGS AT FCU AND
STARTER−GENERATOR GEARSHAFT
NOT SHOWN
C502B
Accessory Drive Seal Replacement (Typical)
Figure 3-2-41
Page 3-2-110
Nov 26/2004
MAINTENANCE MANUAL
(5) Check for oil leakage after 5 to 10 hours of operation (Ref. Part 2, Section 6, Para.
31).
PROPELLER REVERSING INTERCONNECT LINKAGE
100. GENERAL
CAUTION: THE FOLLOWING ASSEMBLY INSTRUCTIONS ARE GIVEN PRIMARILY TO

SATISFY SHIPPING REQUIREMENTS AND THE RESULTANT RIGGING MAY
DIFFER QUITE CONSIDERABLY FROM WHAT IT SHOULD BE WHEN
THE ENGINE IS INSTALLED IN THE AIRFRAME. AT ENGINE INSTALLATION
BY THE AIRFRAME MANUFACTURER THE LINKAGE IS ADJUSTED TO
SUIT A PARTICULAR AIRFRAME REQUIREMENT. THIS ADJUSTMENT MAY
INCLUDE ALTERING ROD LENGTHS, MOVING CLEVIS PINS TO
DIFFERENT HOLES AND, IF NECESSARY, SELECTING A DIFFERENT CAM
TO PROVIDE THE REQUIRED POWER RESPONSE CHARACTERISTICS.
THE FINAL RIGGING ARRANGEMENT IS PART OF THE AIRCRAFT
CERTIFICATION REQUIREMENT AND IS DETAILED IN THE APPROPRIATE
AIRCRAFT MAINTENANCE MANUAL. THEREFORE, WHEN AN ENGINE
IS REINSTALLED IN AN AIRCRAFT AFTER OVERHAUL OR REPAIR, THE
ENGINE SHOULD BE RIGGED IN ACCORDANCE WITH THE RELEVANT
AIRCRAFT MAINTENANCE MANUAL AND NOT IN ACCORDANCE WITH
THE APPLICABLE P&WC MAINTENANCE OR OVERHAUL MANUAL.
A. The adjustments in the following paragraphs are designed to provide the correct power
relationship at all ambient temperatures. However, aircraft installations will differ and
reference should be made to the power plant section of the applicable aircraft manual. It
is assumed that all rigging will be accomplished with the propeller installed and
blades in the full feather position.
101. REMOVAL OF REVERSING SYSTEM FLOW DIVIDER VALVE (PT6A-6A ENGINES)
(1) Unlock retaining ring (10) and push oil transfer tube (11) into boss of thrust bearing
cover (8).
(2) Remove packing cover (39) from valve housing assembly (14) by removing two
bolts (23) and washers (24).
(3) Install Puller (PWC30267) on sleeve (36) of flow divider valve. Carefully withdraw
sleeve complete with valve and sealing sleeve.
(4) Remove preformed packings (38 and 37) from sleeve (36).
(5) Remove retaining ring (25) and remove valve (26) from sleeve (36).
(6) Remove retaining ring (31) and remove sealing sleeve (32), preformed packings
(30 and 33) from sleeve (36).
(7) Compress spring (35) and remove retaining ring (29). Remove spacer (34) and
spring.
Page 3-2-111
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MAINTENANCE MANUAL
5
4
3
6 7
21
22
21 13 8
20
9
19 10
11
14 12 31
15 32
33
30
16 29
34
17 35
28
18 27
36
37
26
25
38
39
24
23
(PT6A-6 Engines) C647B

Flow Divider Valve Assembly
Figure 3-2-42
Page 3-2-112
Nov 26/2004
MAINTENANCE MANUAL
1. Bolt
2. Reduction Gearbox
4. Reversing Valve Tube
5. Bolt
6. Governor Actuating Lever Bracket
10. Retaining Ring
11. Transfer Tube
12. Sleeve Strainer
14. Valve Housing
15. Check Valve
16. Spring
17. Spring Seat
18. Retaining Ring
19. Bolt
20. Washer
21. Preformed Packings
22. Transfer Tube
23. Bolt
24. Washer
25. Retaining Ring
26. Valve
27. Retaining Ring
29. Retaining Ring
31. Retaining Ring
32. Sealing Sleeve
34. Spacer
35. Spring
36. Valve Sleeve
39. Cover
Page 3-2-113
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MAINTENANCE MANUAL
(8) Remove retaining ring (27) from valve sleeve (36).
(9) Remove two bolts (19) and washers (20) securing flow divider valve housing (14) to
reduction gearbox. Remove housing with transfer tube (22) and preformed packings
(21).
(10) Remove retaining ring (18) and remove spring seat (17), spring (16) and check
valve (15) from housing.
(11) Remove strainer (12) from open boss in reduction gearbox.
(12) Remove transfer tube (11) with preformed packings (13 and 9), and retaining ring
(10) from boss in thrust bearing cover (8).
102. INSTALLATION OF REVERSING SYSTEM FLOW DIVIDER VALVE (PT6A-6A ENGINES)
(1) Insert valve (26) in valve sleeve (36) and secure with retaining ring (25).
(2) Install spring (35) in valve sleeve, compress with spacer (34). Secure spring and
spacer with retaining ring (29).
(3) Install retaining ring (27) on valve sleeve.
(4) Install preformed packings (28, 38 and 37) on valve sleeve.
(5) Install preformed packings (33 and 30) on sealing sleeve (32).
(6) Install sealing sleeve (32) on sleeve (36) and secure with retaining ring (31).
(7) Install complete valve assembly in housing (14) and install cover (39). Secure cover
to housing with two washers (24) and bolts (23). Tighten and torque bolts 32 to
36 lb.in., and attach lockwire.
(8) Install check valve (15), spring (16) and spring seat (17) in housing (14). Compress
spring with seat and secure with retaining ring (18). Insert strainer (12), fully
bottomed, in boss in reduction gearbox.
(9) Install preformed packings (13 and 9), and retaining ring (10) on transfer tube (11).
Insert tube, fully bottomed, in boss in thrust bearing cover (8).
(10) Install preformed packings (21) on transfer tube (22). Insert tube into port in
mounting flange of housing (14).
(11) Install complete assembly of valve housing on reduction gearbox and secure with
two washers (20) and bolts (19). Tighten and torque bolts 32 to 36 lb.in., and attach
lockwire.
(12) Retract transfer tube (11), (refer to Subparagraph (9), preceding) into port in valve
housing and secure in position with retaining ring (10).
Page 3-2-114
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MAINTENANCE MANUAL
103. REMOVAL OF PROPELLER REVERSING REAR LINKAGE (PT6A-6A ENGINES)
(1) Disconnect rear clevis (30) from reversing control lever (29) by removing cotterpin,
washer and straight pin (28).
(2) Loosen self-locking nut on clamping bolt (33). Unscrew and remove rear wire rope
terminal (32).
(3) Remove FCU interconnect rod (25) by removing cotterpins, castellated nuts and
bolts at follower lever (26) and at FCU arm (42).
(4) Remove cotterpin, washer and straight pin (27) securing follower lever (26) to
reversing control lever (29).
(5) Remove follower lever (26) from linkage bracket (38) by loosening lock bolt (35)
and removing splined, grooved pin (36).
(6) Remove reversing control lever (29) from linkage bracket (38) by removing
cotterpin, washer and straight pin (34).
104. INSTALLATION OF PROPELLER REVERSING REAR LINKAGE (PT6A-6A ENGINES)
(1) Install rear wire rope terminal (32) by screwing onto wire rope until bottomed.
Secure clamping bolt (33) by tightening self-locking nut and torquing (Ref.
No. 581, Fits & Clearances).
(2) Locate reversing control lever (29) between front holes in linkage bracket (38) and
secure with straight pin (34), washer and cotterpin.
(3) Locate follower lever (26) between rear holes in linkage bracket (38) and secure
with grooved pin (36) and lock bolt (35). Apply lockwire to the bolt.
(4) Connect follower lever (26) to reversing control lever (29) with straight pin (28),
washer and cotterpin.
NOTE: If lockwire at rod end connectors of interconnect rod (25) has been
broken, check and, if necessary, adjust length to 7-1/8 inches (between
rod-end centers).
(5) Connect rod (25) to lower hole on follower lever (26) and to FCU arm (42), with two
bolts and castellated nuts. Tighten nuts, torque (Ref. No. 585, Fits & Clearances)
and lock with cotterpins.
(6) Adjust length of rod (25) so that lever (26) and arm (42) are approximately parallel.
Tighten locknuts, check rod-end for safety, and secure with lockwire.
Page 3-2-115
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MAINTENANCE MANUAL
1 2 3 4 26 27 28 29 30 31 32 33
24
25 35
34
39
36
37 38
42
17 6 41
7
23
8
22
9
21 15 11 10
12
16 14 13
20 40
19 18
(PT6A-6 Engines) C596

Engine Controls and Reversing System
Figure 3-2-43
Page 3-2-116
Nov 26/2004
MAINTENANCE MANUAL

1. Rod Ends 22. Swivel Joint
2. Maximum Stop 23. Bracket
3. Nf Governor Arm 24. Rod Ends
4. Maximum RPM Adjustment 25. FCU Interconnect Rod
5. Reverse Thrust Speed 26. Follower Lever
Adjustment 27. Straight Pin
6. Pin 28. Straight Pin
7. Carbon Block Pin 29. Reversing Control Lever
8. Nf Governor Actuating Lever 30. Rear Clevis
9. Pin 31. Jam Nut
10. Reversing Valve 32. Wire Rope Terminal
11. Reversing Valve Housing 33. Clamping Bolt
12. Reversing Valve Lever 34. Straight Pin
13. Dowelled Bolt 35. Lock Bolt
14. Clamping Bolt 36. Splined Grooved Pin
15. Front Clevis 37. Bracket
16. Adjustable Stop 38. Linkage Bracket
17. Turnbuckle Assembly 39. Maximum FCU Stop
18. Locknut 40. Part Power Stop
19. Adjuster 41. Maximum Reverse Stop
20. Internal Spring 42. FCU Arm
21. Lock Bolt
Page 3-2-117
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(7) Connect rear clevis (30) at center hole on reversing control lever (29), and secure
with straight pin (28), washer and cotterpin. Ensure that lever (29) is approximately
parallel to follower lever (26), and that pin (27) is in neutral position in cam slot
in lever (29).
(8) Ensure that FCU arm (42) makes contact with stops before pin (27) reaches end of
cam slot in lever (29).
105. REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6A ENGINES)
(1) Disconnect front clevis (15) from reversing valve lever (12) by removing lever guide,
nut sleeve bushing, sleeve spacer and dowelled bolt (13).
(2) Remove turnbuckle assembly (17) by removing cotterpin, castellated nut, flanged
sleeve, washer and bolt at Nf governor arm (3), and cotterpin, castellated nut, two
washers and bolt at actuating lever (8).
(3) Remove actuating lever (8) by removing cotterpin, washer and straight pin (6).
(4) Remove reversing valve lever (12) from reversing valve (10) by removing cotterpin,
(5) Remove valve housing (11) complete with valve (10) from thrust bearing cover by
removing two bolts.
(6) Remove valve from housing by removing retaining ring.
(7) Remove one preformed packing from valve. Remove two preformed packings and
one packing retainer from housing.
(8) Disconnect rear clevis (30) from reversing control lever (29) by removing cotterpin,
(9) Loosen self-locking nut on clamping bolt (33). Unscrew and remove rear wire rope
terminal (32).
(10) Disconnect wire rope front casing from front swivel joint (22).
(11) Remove locknut and washer securing front swivel joint (22) to mounting bracket
(23). Remove swivel joint complete with push-pull control linkage and wire rope.
Exercise care to prevent damage to wire rope when extracting from casing.
(12) Loosen self-locking nut on clamping bolt (14), and unscrew complete assembly
from wire rope.
(13) Remove lock bolt (21), and unscrew front swivel joint from assembly. Remove
internal compression spring.
(14) Remove front clevis (15) by sliding it rearward through adjustable stop (16).
(15) Loosen locknut (18) and remove adjustable stop from adjuster (19).
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(16) Disconnect rear wire rope casing from swivel joint at rear fireseal.
(17) Remove locknut and washer and remove rear swivel joint from fireseal.
(18) Disconnect and remove rear wire rope casing from coupling on center fireseal.
(19) Remove self-locking nut and bolt securing clamp on front wire rope casing to flange
C.
(20) Disconnect and remove front wire rope casing from coupling on center fireseal.
(21) Remove coupling from center fireseal by removing locknut and two washers.
106. INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6A ENGINES)
(1) Install bulkhead coupling on center fireseal, with one washer on each side of
fireseal, and secure with locknut. Tighten locknut, torque (Ref. No. 586, Fits &
Clearances) and secure with lockwire.
(2) Install rear swivel joint on rear fireseal and secure with washer and locknut. Tighten
locknut, torque (Ref. No. 583, Fits & Clearances) and secure with lockwire.
(3) Install front swivel joint (22) on mounting bracket (23) and secure with washer and
locknut. Tighten locknut, torque (Ref. No. 583, Fits & Clearances) and secure with
lockwire.
(4) Install rear wire rope casing, by connecting to swivel joint at rear fireseal and to
coupling at center fireseal. Tighten casing coupling nuts, torque (Ref. No. 582,
Fits & Clearances) and secure with lockwire.
(5) Install front wire rope casing, by connecting to coupling at center fireseal and to
front swivel joint on mounting bracket. Tighten casing coupling nuts, torque (Ref.
No. 582, Fits & Clearances) and secure with lockwire.
(6) Screw adjustable stop (16) into adjuster (19) followed by locknut (18). Finger-tighten
locknut leaving approximately six threads showing on adjustable stop.
(7) Insert front clevis (15) into stop followed by compression spring. Screw assembly
onto swivel joint (22), until holes in swivel joint and adjuster are aligned. Secure
with lock bolt (21). Tighten bolt, torque (Ref. No. 585, Fits & Clearances) and secure
with lockwire.
(8) Ensure that wire rope is clean and free of foreign matter, and insert through casings
from rear swivel joint. Screw wire rope counterclockwise through clamping bolt (14)
in front swivel joint until fully bottomed. Tighten self-locking nut on clamping bolt
and torque (Ref. No. 581, Fits & Clearances).
(9) Install clamping bolt (33) on wire rope terminal (32). Screw assembly, clockwise, on
rear end of wire rope until bottomed. Tighten self-locking nut on clamping bolt and
torque (Ref. No. 581, Fits & Clearances).
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(10) Install one preformed packing and packing retainer on reversing valve (10).
(11) Install two preformed packings on valve housing (11). Install valve in housing and
secure with retaining ring.
(12) Install assembly of reversing valve on thrust bearing cover and secure with two
bolts. Tighten bolts and torque 36 to 40 lb.in.
(13) Install reversing valve lever (12) by securing to reversing valve with straight pin (9),
(14) Install Nf governor actuating lever (8) by securing to bracket on thrust bearing cover
with straight pin (6), washer and cotterpin.
(15) Secure short arm of actuating lever (8) and reversing valve lever (12) to front clevis
(15) with dowelled bolt (13) spacer, bushing, plain nut and lever guide.
(16) Tighten nut, torque 32 to 36 lb.in. and secure with lockwire.
NOTE: If lockwire at rod end connectors (1) of turnbuckle assembly (17) has been
broken, check and, if necessary, adjust length to 3-3/8 inches and
lockwire. Check rod ends for safety.
(17) Install turnbuckle assembly (17) as follows:
(a) Connect one rod end to long arm of actuating lever (8) with bolt, two washers
(on each side of rod end), and castellated nut.
(b) Connect other rod end to governor arm (3) with bolt, washer, flanged sleeve
and castellated nut.
NOTE: Assemble washer on side of rod end opposite to sleeve flange.
(c) Tighten both castellated nuts 24 to 36 lb.in., and lock with cotterpins.
(18) Adjust stop (16) in adjuster (19) to obtain specified clearance (Ref. No. 86, Fits &
Clearances) between reversing valve (10) and reversing valve housing (11). Tighten
locknut (18), torque (Ref. No. 584, Fits & Clearances) and secure with lockwire.
107. REMOVAL OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20, -20A
AND -20B ENGINES)
(1) Disconnect airframe linkage from power input lever (39, Figure 3-2-44), and
remove lever.
(2) Remove FCU control rod (6, Figure 3-2-45) from actuating lever (2) and FCU
control arm (9) by removing two cotterpins, castellated nuts, washers and bolts.
(3) Disconnect rear clevis rod end (3) from propeller control cam (1) by removing
cotterpin, washer and straight pin.
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(4) Loosen self-locking nut on clamp bolt (4, Figure 3-2-44), and remove rear wire
rope terminal by unscrewing from wire rope.
(5) Remove mounting bracket (8, Figure 3-2-45), complete with rear linkage from
flange G, by removing two self-locking nuts and one bolt.
(6) Disassemble rear linkage from mounting bracket as follows:
(a) Remove extension spring (5) from actuating lever (2) and mounting bracket by
removing two cotterpins and washers.
(b) Remove two cotterpins, washers, straight headed pin (17), cam follower pin
(16), and remove control cam (1) and actuating lever (2) from mounting
bracket (8).
(c) Loosen lock bolt on cam follower lever (15). Remove grooved pin (7), follower
lever (15), and actuating lever (13) from mounting bracket (8).
108. INSTALLATION OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20,

-20A AND -20B ENGINES)
(1) Assemble FCU actuating lever (2, Figure 3-2-45) and propeller control cam (1) to
control lever mounting bracket (8), and insert straight headed pin (17) through front
holes of bracket, cam (1), and lever (2), and secure pin with washer and cotterpin.
(2) Assemble actuating lever (13) and cam follower lever (15) to control lever mounting
bracket (8). Install grooved pin (7) through rear holes of bracket (8) and levers (13
and 15). Tighten bolt on cam follower lever (15) and torque 32 to 36 lb.in.,
securing with lockwire.
(3) Install fork end of cam follower lever (15) over propeller control cam (1) and insert
cam follower pin (16) through holes in fork end of lever and through cam slot in
propeller control cam. Secure with washer and cotterpin.
(4) Temporarily secure angle bracket (12) to control lever mounting bracket (8) with
bolt. Do not torque bolt at this stage.
(5) Locate control lever mounting bracket assembly at flange G of accessory gearbox
and secure to gearbox studs with two self-locking nuts. Tighten nuts and torque 36
to 40 lb.in. Secure angle bracket (12) to accessory gearbox boss with two bolts.
Tighten three angle bracket bolts 36 to 40 lb.in., and secure with lockwire.
(6) Install extension spring (5) between post on control lever mounting bracket (8) and
post on FCU actuating lever (2), and secure with washers and cotterpins.
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TO COCKPIT POWER 15
14 4 16
CONTROL LEVER 13
E B 17
10 11
12
9
8
1 6 C
51 34 7
50 35 26 D
48 25
47 24
49 36 18
23 19
40 A 20
37 TO COCKPIT 22 21
41 PROPELLER 33 32
38
CONTROL LEVER CENTER
39
43 FIRESEAL
REAR FIRESEAL
42
46 45 44
1 2
6
53
3 4
90°± 1° 5
TAKE−OFF POSITION REVERSE POSITION
IDLE POSITION
DETAIL A
DIM. ’Z’
27
52 10 12
28
29
DETAIL B 26
30 9
10 DETAIL D DIM. ’X’

31 (0.010 INCH)
DETAIL C DETAIL E
POST−SB1185
(PT6A-6B and -20 Engines) C1968A

Figure 3-2-44
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1. Propeller Control Cam 28. Low Pitch Adjuster Stop
2. Clevis Rod End 29. Locknut
3. Locknut 30. Spring
4. Clamp Bolt 31. Retaining Plate
5. Idle Deadband Adjusting Bolt 32. Wire Rope
(NON-STOL APPLICATION) 33. Wire Rope Casing
6. FCU Actuating Lever 34. Locknut
7. Front Swivel Joint 35. Rear Swivel Joint
8. Locknut 36. Extension Spring
9. Spring Stop (Dimension X) 37. Cam Follower Pin
10. Front Lifting Bracket 38. Grooved Pin
11. Propeller Governor 39. Power Input Lever (Airframe
12. Propeller Governor Arm Supplied)
13. Propeller Speed Adjusting Lever 40. Actuating Lever
14. propeller Governor Stop 41. FCU Control Rod
15. Actuating Lever Support Arm 42. Ng Maximum Stop
16. Governor Interconnect Rod 43. FCU Arm Extension
17. Clevis Rod End 44. FCU Control Arm
18. Propeller Reversing Lever 45. Cut-off Valve Lever
19. Governor Maximum Stop 46. Fuel Control Unit (FCU)
20. Governor Arm 47. Hi-idle Stop
21. Governor Interconnect Rod 48. Cut-off Stop
(Lower) 49. Serrated Spacer
22. Governor Lever 50. Governor Air Pressure Line (Py)
23. Governor Air Pressure Line (Py) 51. Cam Follower Lever
24. Propeller Feedback Ring 52. Propeller Constant Speed Control
25. Propeller Governor Actuating Unit Stop
Lever 53. Track Point
26. Low Pitch Stop Adjuster
27. Lockbolt
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3 4
1 2
15
16
17
14
13 12
11 6
7
9
10
(PT6A-6B, -20, -20A and -20B Engines) C1969

Engine Rear Linkage
Figure 3-2-45
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1. Propeller Control Cam

2. Fuel Control Actuating Lever (6, Figure 3-2-44)
3. Clevis Rod End (2, Figure 3-2-44)
4. Locknut (3, Figure 3-2-44)
5. Extension Spring (36, Figure 3-2-44)
6. FCU Control Rod (41, Figure 3-2-44)
7. Grooved Pin (38, Figure 3-2-44)
8. Mounting Bracket
9. FCU Control Arm (44, Figure 3-2-44)
10. FCU Arm Extension (43, Figure 3-2-44)
11. Serrated Spacer (49, Figure 3-2-44)
12. Angle Bracket
13. Actuating Lever (40, Figure 3-2-44)
14. Idle Deadband Adjusting Bolt (NON-STOL APPLICATION)
(5, Figure )
15. Cam Follower Lever, (51, Figure 3-2-44)
16. Cam Follower Pin (37, Figure 3-2-44)
17. Straight Headed Pin
109. ADJUSTMENT OF PROPELLER REVERSING REAR LINKAGE (PT6A-6B, -6/C20, -20, -20A
AND -20B ENGINES)
A. Procedure
NOTE: Adjustment (rigging) of the rear linkage will vary considerably with various
airframe installations and types of propeller control cam (STOL, NON-STOL,
etc.) being used. The following adjustment procedure may be used as a general
guide. For final adjustment (rigging) of propeller reversing linkage in airframe,
reference must be made to applicable airframe manufacturer’s manual. Adjust
the propeller reversing rear linkage as follows: (See Figures 3-2-44 and
3-2-45).
(1) Rotate FCU arm (44, Figure 3-2-44) fully counterclockwise. Holding the cut-off
valve lever (45) against the cut-off stop (48) slowly rotate the FCU arm (44)
clockwise until governor cam pick-up point is reached.
NOTE: Initial movement of the FCU arm from the fully counterclockwise position
will be free of resistance. The pick-up point will be recognized when a
small resistant force is encountered.
(2) Slacken FCU arm extension (43) and adjust serrated spacer (49) until FCU arm
(44) is approximately 16 degrees below horizontal as the pick-up point is reached.
Tighten FCU arm extension (43), torque (Ref. No. 598, Fits & Clearances) and
secure with lockwire.
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(3) Install and adjust idle deadband adjusting bolt (5) in actuating lever (40) to suit
specific airframe installation and propeller control cam (Refer to airframe
manufacturer’s manual).
(4) Rotate power input lever (39) until cam follower pin (37) rests in track point (53) of
propeller control cam (1), (See IDLE POSITION, Figure 3-2-44).
(5) With FCU arm (44) set approximately two degrees counterclockwise from pick-up
point and rear linkage in idle position and cam follower pin in track point, adjust
length of FCU control rod (41) until holes in rod end connectors align with top hole
of FCU actuating lever (6) and inner hole of FCU control arm (44). Tighten rod
end connector locknuts and install FCU control rod (41). Temporarily secure with
bolts, washers and castellated nuts.
(6) Rotate power input lever (39), if fitted, or grooved pin (38), fully clockwise, then fully
counterclockwise, confirm that stop is contacted in both positions. Adjust length of
FCU control rod (41) as necessary. Remove FCU control rod.
(7) Tighten locknuts on control rod, torque nuts 32 to 36 lb.in., and secure with
lockwire.
(8) Apply light film of grease (PWC04-001) to ball end fittings on control rod. Install
control rod and secure with bolts, washers and castellated nuts. Tighten nuts,
torque (Ref. No. 585, Fits & Clearances) and lock with cotterpins.
110. REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6B, -6/C20 AND -20
ENGINES)
(1) Disconnect rear clevis rod end (2) from propeller control cam (1) by removing
(2) Loosen self-locking nut on clamp bolt (4) and remove wire rope terminal by
unscrewing from wire rope. Remove locknut (34) and washers, and unscrew swivel
joint (35) from wire rope casing nut.
(3) Remove cotterpin, castellated nut, three washers and bolt securing power turbine
governor interconnect rod (16) to governor lever (22). Remove cotterpin, castellated
nut and two washers securing interconnect rod to propeller reversing lever (18).
(4) Disconnect clevis rod end (17) from reversing lever (18) by removing cotterpin,
castellated nut, spacer and shouldered stud.
(5) Disconnect front wire rope casing nut from front swivel joint (7).
(6) On Pre-SB1185 engines, remove locknut (8) securing front swivel joint (7) to lifting
bracket (10). Remove push-pull control linkage complete with wire rope, exercising
care not to damage wire rope.
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(7) On Post-SB1185 engines, remove innermost nut and bolt, and loosen remaining nut
and bolt securing remaining plate (31), to lifting bracket. Loosen locknut (8) and
pivot retaining plate outward. Remove push-pull control linkage complete with wire
rope, exercising care not to damage wire rope.
(8) Remove bolts and self-locking nuts, securing wire rope casing bracket to flange C,
as required.
(9) Disconnect rear wire rope casing nut from bulkhead coupling, on center fireseal,
and remove casing.
(10) Remove locknut and washers securing bulkhead coupling to center fireseal.
(11) Remove self-locking nut and washer from clamp bolt (4) and unscrew control linkage
assembly from wire rope. Remove clamp bolt.
(12) Disassemble push-pull control linkage as follows:
(a) Remove lock bolt (27) and remove front swivel joint (7) and spring (30) from
assembly.
(b) Loosen locknut and remove clevis rod end (17) from front wire rope terminal.
Remove wire rope terminal from assembly.
(c) Remove locknut (29) and remove adjuster stop (28) from low-pitch stop
adjuster (26).
(13) Remove propeller reversing lever (18) from governor actuating lever (25) by
removing cotterpin, castellated nut and bolt. Ensure that sleeve bushings on
either side of reversing lever arm remain firmly in place.
(14) Remove actuating lever (25) from governor arm (12) and support arm (15) by
removing two cotterpins, castellated nuts and bolts, and governor arm shield (if
fitted).
(15) Remove arms (12 and 15) by removing two self-locking nuts and washers.
(16) Remove spring stop (9), if fitted, from lifting bracket by removing one self-locking
nut, two bolts and washers.
(17) Disconnect and remove interconnect rod (21) by removing cotterpin, castellated nut,
washer and bolt and power turbine governor arm (20). Remove cotterpin,
castellated nut, three washers and bolt at power turbine governor lever (22).
(18) Remove two self-locking nuts and remove support bracket, complete with governor
lever (22), from flange A.
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111. INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE (PT6A-6B, -6C/20 AND

-20 ENGINES)
NOTE: To obtain freedom of movement, lubricate all rod end connectors with grease
(PWC04-001).
(1) On Pre-SB1185 engines, insert front swivel joint (7) in engine lifting bracket (10) on
flange A, and secure with locknut (8). Tighten nut and torque (Ref. No. 583, Fits &
Clearances).
(2) On Post-SB1185 engines, locate front swivel joint (7) in slot of lifting bracket, and
secure with retaining plate (31), bolt and self-locking nut. Tighten both nuts and
torque 36 to 40 lb.in. Install locknut (8) on swivel joint, tighten nut and torque (Ref.
No. 583, Fits & Clearances).
(3) Install rear swivel joint (35) on rear fireseal and secure with two plain washers and
locknut (34). Tighten nut and torque (Ref. No. 583, Fits & Clearances).
(4) Install bulkhead coupling and washer on center fireseal, inserting from rear, and
secure with washers and locknut. Tighten nut, and torque (Ref. No. 586, Fits &
Clearances).
NOTE: Two additional washers may be installed if necessary to compensate for

discrepancy in length of wire rope casing.
(5) Install front and rear section of wire rope casing. Tighten coupling nuts, torque (Ref.
No. 582, Fits & Clearances) and attach lockwire to adjacent locknuts. Secure front
section of wire rope casing and bracket to flange C (as applicable) with bolts
and self-locking nuts. Tighten and torque nuts 36 to 40 lb.in.
(6) Assemble locknut (29) on adjuster stop (28) and screw assembly into adjuster (26)
leaving approximately eight to twelve threads showing.
(7) Insert front push-pull control terminal from rear, into adjuster, followed by spring
(30). Slide assembly over front of swivel joint and secure with lockbolt (27) on
collar. Tighten bolt, torque (Ref. No. 585, Fits & Clearances) and secure with lockwire.
(8) Install clevis rod end (17), complete with locknut, on push-pull control terminal.
Ensure that threads are visible through inspection hole on clevis rod end. Check
that travel of adjuster is approximately 1-1/4 inches.
NOTE: Early engines may not incorporate inspection hole in rod end clevis; in this
condition ensure that minimum of 3 threads are showing beyond locknut.
Clevis must be drilled at next shop visit (Ref. Airworthiness Directive
CF-80-21).
(9) Suitably hold propeller governor speed adjusting lever against maximum speed stop
(52).
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(10) Insert feeler gage under pilot valve lifting rod on propeller governor, and hold
dimension ‘‘Z’’ (see Detail B) at its low setting of 0.085 (±0.001) inch. Install arm
(12) so that fork end is at 6 o’clock position or slightly forward.
NOTE: When installing the arm (12), the pilot valve lifting lever must be held
against upper flange of governor spool rod.
(11) Move the arm (12) forward sufficiently to insert feeler gage beneath spool to set
dimension ‘‘Z’’ at 0.210 inch. Screw in pilot valve maximum stop (14) on governor
bracket to arm. Tighten nut on stop screw, and torque (Ref. no. 599, Fits &
Clearances).
CAUTION: DO NOT FORCE THE ARM (12) TO GIVE A DIMENSION GREATER THAN
0.230 INCH OR DAMAGE TO THE GOVERNOR WILL RESULT.
(12) Connect top end of actuating lever support arm (15) to forward hinge bolt on
propeller governor bracket. Connect lower fork end of arm (15) and arm (12), to
propeller actuating lever (25).
(13) Assemble propeller reversing lever (18) as follows:
(a) For Pre-SB1067 engines, insert spherical bearing into bore in propeller
reversing lever and secure bearing in place with retaining ring.
(b) For Post-SB1067 engines, insert one retaining ring into bore in propeller
reversing lever. Install spherical bearing and secure with second retaining ring.
(14) Connect lever (18) to lever (25) with spacer inserted on each side.
(15) While holding dimension ‘‘Z’’ to 0.085 inch, adjust clevis rod end (17) and/or
adjuster (28) in order to connect lever (18) to clevis rod end (17).
(16) Loosely install power turbine governor lever (22) and bracket on flange A.
(17) Assemble and install the upper power turbine governor interconnect rod (16)
between levers (22 and 18). Adjust rod so that lower half of lever (15) is
approximately parallel to flange A.
(18) Install power turbine governor arm (20) so that, with contact made to the power
turbine governor maximum stop (19) i.e., fully clockwise, the arm points directly
inward at right angles to engine axis.
(19) Hold clevis rod end (17) fully forward, and install the lower power turbine governor
interconnect rod (21) by adjusting its length until arm (20) is lightly touching stop
(19). Shorten rod (21) by one complete turn on one end before installing rod.
(20) Tighten all nuts on front linkage and controls, torque (Ref. No. 599, Fits &
Clearances) and lock with cotterpins. Recheck dimension ‘‘Z’’ with front control
terminal held fully forward.
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CAUTION: DO NOT TORQUE RETAINING NUTS THAT ATTACH ARMS (12 AND 15)
TO PROPELLER CONSTANT SPEED CONTROL UNIT ABOVE SPECIFIED
LIMITS.
(21) Tighten power turbine governor lever mounting bracket hold down nuts at flange A
and torque 36 to 40 lb.in. Ensure all rod ends are free to swivel.
112. SPRING STOP (OPTIONAL) (PT6A-6B AND -20 ENGINES)
(1) Install stop shield on arm (12). Tighten bolt and nut, torque (Ref. No. 599, Fits &
Clearances) and secure with cotterpin.
(2) Assemble propeller reversing lever spring stop by inserting two springs into
cylinder. Compress springs with piston and insert spiral retaining ring into groove
provided in cylinder. Install adjuster screw into piston leaving approximately 3/8
inch threads showing.
NOTE: Use lubricant (PWC06-036) on the piston during assembly.
(3) Install spring stop assembly in hole provided in lifting bracket at flange A, inserting
from front. Secure with three bolts, plain washers and self-locking nuts. Tighten
nuts and torque to 36 to 40 lb.in.
(4) Using feeler gage, control dimension ‘‘X’’ (between adjuster screw and stop shield
on arm) to 0.010 inch, secure adjuster screw with cotterpin.
NOTE: The adjuster screw may be turned clockwise up to 1/2 turn to facilitate
installation of cotterpin.
113. INSTALLATION OF PROPELLER REVERSING INTERCONNECT FRONT AND REAR

LINKAGE (PT6A-6B AND -20 ENGINES)
(1) Secure bracket with self-locking nut and bolt, at approximately the 3 o’clock position
on flange C, tighten nut and torque 36 to 40 lb.in.
(2) Install clamp over front wire rope casing and secure to bracket on flange C with nut
and bolt. Tighten nut and torque to 32 to 36 lb.in.
(3) Install clamp over front wire rope casing and another clamp over power turbine
governor pneumatic line front section. Secure two clamps together with bolt and
nut, tighten nut and torque to 32 to 36 lb.in.
(4) Insert wire rope into rear swivel joint (35), through rear and front casings, into front
adjuster assembly. Secure counterclockwise through clamping bolt (4) until wire
rope end contacts bottom of blind hole in front terminal.
NOTE: As casing sections are internally lined, no lubrication is required on wire

rope.
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(5) Check for safety of wire rope, by inserting a piece of wire into small hole in front
terminal. Secure wire rope front end by tightening self-locking nut on clamping bolt
(4), and torque (Ref. No. 599, Fits & Clearances).
(6) Install rear terminal on wire rope, allowing wire rope to pass through internally
threaded clamping bolt (4).
(7) Check for safety of wire rope, by inserting a piece of wire into small hole in
terminal. Secure wire rope rear end by tightening self-locking nut on clamping bolt (4),
and torque (Ref. No. 581, Fits & Clearances).
(8) Screw locknut (3) and clevis rod end (2) on the rear push-pull terminal and adjust
to align with middle hole on the control cam (1). Extend clevis rod end by one half
turn to ensure positive movement of control. Tighten locknut and torque 75 to
85 lb.in.
(9) Insert straight pin through clevis rod end (2) and control cam (1), and secure with
(10) On completion of all adjustments, carry out a thorough check of engine control and
reversing system for correct torque loading of coupling and linkage nuts, and for
securing with lockwire or cotterpins, as applicable.
114. REMOVAL OF PROPELLER REVERSING FRONT LINKAGE (PT6A-20A AND -20B

ENGINES)
(1) Disconnect rear clevis rod end (2) from propeller control cam (1), by removing
(2) Loosen self-locking nut on clamping bolt (4) and remove rear wire rope terminal, by
unscrewing from wire rope.
(3) Loosen and unscrew coupling nut (7) at front end of wire rope casing from the
swivel joint (19).
(4) Remove cotterpin, nut, spacer, sleeve and bolt securing clevis rod end (12) to
propeller reversing lever (29).
(5) Remove cotterpin, washer and straight headed pin securing propeller reversing
lever (29) to Beta control valve clevis (30).
(6) Remove control lever and sleeve bushing.
(7) Remove cotterpin, castellated nut, washer and bolt securing propeller governor
interconnect rod (14) to propeller governor air bleed link (31).
(8) Remove cotterpin, castellated nut (25) and washer securing upper end of
interconnect rod (14) to outer end of wire rope clamp bolt (27).
(9) Remove interconnect rod (14).
Page 3-2-131
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MAINTENANCE MANUAL
8
REAR FIRESEAL
CENTER FIRESEAL
6 7
33
50 2 35 32 26
51 16
1 DETAIL A
17 POST−SB1185
48
34
47 49
36
B 18
40
38
37
42 TO COCKPIT POWER
CONTROL LEVER
39
41
44 43
46 45
12
11
TO COCKPIT PROPELLER
CONTROL LEVER
10
9
8
A LOW PITCH & REVERSE

C
21
HIGH PITCH & FEATHER
PROPELLER FEEDBACK RING

13
14
(PT6A-20A and -20B Engines) C1967C_1

Figure 3-2-46 (Sheet 1 of 3)
Page 3-2-132
Nov 26/2004
MAINTENANCE MANUAL
CAM TRACK POINT

1 2 6
3 4
90 ° ± 1° 5
IDLE POSITION TAKE−OFF POSITION REVERSE POSITION
DETAIL B
21 23 24 25 14 12
20 22
28 27
19 MAX. STOP
15
LOCK BOLT
29
21 21 22 23 24 52 27 25
14 30
31
12 GOVERNOR AIR CARBON
BLEED LINK BLOCK
14 (REF.)
MAX. STOP 53 54
28
19 15 29
DETAIL C
31 30 PT6A−20A PUSH−PULL CONTROL
ROD ARRANGEMENT (SOLID LINK)
14 CARBON
BLOCK
(REF.)
DETAIL C
PT6A−20B PUSH−PULL CONTROL
ROD ARRANGEMENT (TELESCOPIC LINK)
(PT6A-20A and -20B Engines) C1967C_2

Figure 3-2-46 (Sheet 2)
Page 3-2-133
Nov 26/2004
MAINTENANCE MANUAL
PROPELLER
GOVERNOR
BETA VALVE
PROPELLER
REVERSING
LEVER
E
REVERSING LEVER
GUIDE PIN BRACKET
ASSEMBLY
SEE DETAIL E
FOR CORRECT
INSTALLATION.
29
PROPELLER REVERSING LEVER

MUST BE POSITIONED BETWEEN
GUIDE PIN AND PROPELLER SHAFT
THRUST
BEARING
COVER
55
DETAIL E
56
PT6A-20A and -20B Engines C80839

Figure 3-2-46 (Sheet 3)
Page 3-2-134
Nov 26/2004
MAINTENANCE MANUAL

1. Propeller Control Cam 29. Propeller Reversing Lever
2. Clevis Rod End 30. Bata Valve Clevis
3. Locknut 31. Governor Air Bleed Link
4. Clamp Bolt 32. Wire Rope
5. Idle Deadband Adjusting Bolt 33. Wire Rope Casing
(NON-STOL APPLICATION) 34. Locknut
6. Fuel Control Actuating Lever 35. Rear Swivel Joint
7. Coupling Nut 36. Extension Spring
8. Locknut 37. Cam Follower Pin
9. Front Lifting Bracket 38. Grooved Pin
10. Propeller Governor 39. Power Input Lever (Airframe
11. Propeller Speed Adjusting Lever Supplied)
12. Clevis Rod End 40. Actuating Lever
13. Propeller Feedback Ring 41. FCU Control Rod
14. Propeller Governor Interconnect 42. Ng Maximum Stop
Rod 43. FCU Arm Extension
15. Lock Bolt 44. FCU Control Arm
16. Bracket 45. Cut-off Valve Lever
17. Insulation Gasket 46. Fuel Control Unit (FCU)
18. Self-locking Nut 47. Hi-idle Stop
19. Front Swivel Joint 48. Cut-off Stop
20. Locknut 49. Serrated Spacer
21. Low Pitch Stop Adjuster 50. Governor Air Pressure Line (Py)
22. Spring 51. Cam Follower Lever
23. Locknut 52. Telescopic Terminal Housing
24. Low Pitch Adjuster Stop 53. Compression Spring
25. Castellated Nut 54. Bolt
26. Retaining Plate 55. Guide Pin Bracket Assembly
27. Clamp Bolt 56. Self-locking Nut
28. Self-locking Nut
Page 3-2-135
Nov 26/2004
MAINTENANCE MANUAL
(10) Pre-SB1185: Remove locknut (20) securing front swivel joint (19) to lifting bracket
(8) on flange A. Withdraw front swivel joint complete with push-pull control rod
assembly and attached wire rope.
(11) Post-SB1185: Remove innermost nut and bolt, and loosen remaining nut securing
retaining plate (26) to lifting bracket (8). Loosen locknut (20) and pivot retaining
plate outward. Remove front swivel joint (19) complete with push-pull control rod
assembly and attached wire rope.
(12) Remove self-locking nut and bolt securing wire rope casing clamp to bracket
attached at flange C.
(13) Remove self-locking nut (18), washer and bolt securing wire rope casing (33) to
bracket (16) attached to center fireseal.
(14) Remove two self-locking nuts (18) and bolts securing retaining plates, seals,
insulation gaskets (17) and angle bracket (16) to center fireseal. Split retaining
plates and seals to enable wire rope casing (33) to be withdrawn through fireseal.
(15) Loosen and remove wire rope casing coupling nut (7) from front end of rear swivel
joint (35). Carefully remove clamp, seals, insulation gaskets and angle bracket from
casing. Withdraw casing forward through center fireseal.
(16) Remove rear swivel joint (35) from rear fireseal by removing swivel joint locknut
(34) located on forward face of rear fireseal.
(17) Disassemble push-pull control rod assembly removed at Step (10) or(11) as follows:
(a) Remove self-locking nut (28), and spacer from wire rope clamping bolt (27) to
release tension on wire rope.
(b) Remove wire rope (32) from front linkage assembly by unscrewing wire rope in
a counterclockwise direction to disengage rope from clamping bolt (27) internal
threads. Withdraw wire rope.
(c) PT6A-20A: Remove clamp bolt (27) from wire rope terminal and front clevis rod
(12). Withdraw clevis rod from wire rope terminal.
(d) PT6A-20B: Remove bolt (54) securing front clevis (12) and withdraw clevis.
Remove clamp bolt (27) from telescopic terminal housing (52), spring sleeve
and wire rope terminal. Remove telescopic terminal housing (52) spring sleeve
and compression spring (53) from wire rope terminal.
(e) Remove locknut (23) from low pitch adjuster stop (24).
(f) Unscrew low pitch adjuster stop (24) from low pitch stop adjuster (21) and
remove, complete with wire rope terminal and spring.
(g) Remove lock bolt (15) from low pitch stop adjuster (21) and front swivel joint
(19). Slide low pitch stop adjuster from swivel joint flange.
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MAINTENANCE MANUAL
115. INSTALLATION OF PROPELLER REVERSING FRONT LINKAGE (PT6A-20A AND -20B

ENGINES)
NOTE: If rod end connectors have been washed, or if there is any evidence of sticking
or binding, turn ball outward and lubricate surface using grease (PWC04-001)
or equivalent.
(1) Pre-SB1185: Insert front swivel joint (19) in forward engine lifting bracket (8) at
flange A and secure with locknut (20). Tighten nut, torque (Ref. No. 960, Fits &
(2) Post-SB1185: Locate front swivel joint (19) in slot of lifting bracket (8) and secure
with retaining plate (26), bolt and self-locking nut. Tighten both nuts and torque 36
to 40 lb.in. Install locknut (20) on swivel joint (19). Tighten nut and torque (Ref.
No. 960, Fits & Clearances) and secure with lockwire.
(3) Install pitch stop adjuster (21) on front end of swivel joint (19) and lock in position
with lockbolt (15). Tighten bolt, torque 24 to 36 lb.in., and secure with lockwire.
(4) Install short helical compression spring (22) over front end of swivel joint stubshaft.
NOTE: On Post-SB1129 engines, this spring has been removed permanently.

Refer to appropriate aircraft manufacturer’s manual for information and
instructions.
(5) Install low pitch adjuster stop (24) on wire rope terminal. Slide wire rope terminal
over swivel joint (19) stubshaft and screw adjuster stop (24) into stop adjuster (21),
to obtain between 1.00 inch and 1.25 inch of travel on wire rope terminal. Screw
plain locknut (23) onto adjuster stop (24) until fingertight.
NOTE: Locknut must not be torqued until final adjustments have been made.
(6) PT6A-20A engines: Assemble clevis rod end (12) to wire rope terminal and insert
clamp bolt (27) through holes in terminal and clevis rod end. Ensure that wire rope
screw hole in clamp bolt is lined up correctly, then screw wire rope into bolt,
ensuring wire rope is visible when viewed through inspection hole in clevis rod end.
Secure clamp bolt (27) with spacer and self-locking nut. Tighten nut and torque
36 to 40 lb.in.
(7) PT6A-20B engines: Install telescopic terminal housing (52) and compression spring
(53) on front end of wire rope terminal. Install spring sleeve into telescopic terminal
housing (52) and insert clamp bolt (27) into slot in telescopic terminal housing,
hole in wire rope terminal and hole in spring sleeve. Ensure that wire rope screw
hole in clamp bolt (27) is correctly aligned, then screw wire rope into bolt. Secure
clamp bolt with spacer and self-locking nut. Secure clamp bolt with spacer and
self-locking nut. Tighten nut and torque 36 to 40 lb.in. Install clevis rod end (12) into
telescopic terminal housing and secure with bolt and castellated nut. Tighten nut,
torque 12 to 18 lb.in. and lock with cotterpin.
Page 3-2-137
Nov 26/2004
MAINTENANCE MANUAL
CAUTION: THE LOWER END OF THE PROPELLER REVERSING LEVER (29) IS

MACHINED WITH A STEPPED NOTCH. MAKE SURE THE STEPPED
NOTCH AT THE END OF THE PROPELLER REVERSING LEVER (39) IS
UNDER THE PIN IN THE REVERSING LEVER GUIDE PIN BRACKET
ASSEMBLY (55) (REF. FIG. 3-2-46, DETAIL E.
(8) Install upper end of propeller reversing lever (29) into clevis rod end (12). Install
sleeve spacer and secure with bolt and castellated nut. Tighten nut, torque 12 to
18 lb.in., and lock with cotterpin.
(9) Insert sleeve bushing in reversing lever (29) hole, place lever in Beta control valve
clevis (30) slot, and secure with a straight headed pin, washer and cotterpin.
(10) With propeller feathered and carbon block against rear face of slip ring, set low
pitch adjuster stop (24) so that, with linkage pulled fully forward, Beta valve clevis
slot end is flush with front face of Beta valve captive nut. Tighten nut (23), torque (Ref.
No. 584, Fits & Clearances) and secure with lockwire to adjuster (21).
(11) Secure lower end of propeller governor interconnecting rod (14) to lower hole of
propeller governor air bleed link (31) with bolt, washer and castellated nut. Tighten
nut, torque 12 to 18 lb.in., and lock with cotterpin.
(12) Adjust length of interconnect rod so that, with reversing linkage held fully forward
against pitch adjuster stop (24), and reset arm against maximum stop, rod end
connector at upper end of rod (14) aligns with wire rope clamp bolt (27).
(13) Shorten governor interconnect rod (14) by turning each rod end connector one half
turn. Tighten locknuts, torque 24 to 36 lb.in., and apply lockwire to the internally
threaded rod.
(14) Install upper end of rod end connector to clamp bolt (27), secure with two plain
washers and castellated nut. Tighten nut, torque (Ref. No. 599, Fits & Clearances)
and lock with cotterpin.
116. INSTALLATION OF PROPELLER REVERSING INTERCONNECT FRONT AND REAR

LINKAGE (PT6A-20A AND -20B ENGINES)
(1) Install rear swivel joint (35) to rear fireseal using two plain hexagon locknuts (34).
One locknut is installed forward of the fireseal and the other to the rear. Do not
torque at this point.
(2) Install insulation gaskets (17), seals and retaining plates on center fireseal mount
ring at the 3 o’clock position. Install angle bracket (16) on front lower side of
fireseal. Secure with two bolts and self-locking nuts (18). Do not torque at this point.
NOTE: Seal retaining bolt heads should be positioned so that bolt heads are on
air inlet side of fireseal mount ring.
(3) Install wire rope casing (33) through seals and center fireseal mount ring and
connect casing coupling nuts (7) to front swivel joint (19) and rear swivel joint
(35). Adjust rear swivel joint position to compensate for variations in casing length.
Page 3-2-138
Nov 26/2004
MAINTENANCE MANUAL
(4) Tighten locknut (34) on rear swivel joint (35), torque (Ref. No. 583, Fits &
Clearances).
(5) Tighten coupling nuts at each end of casing (33), torque (Ref. No. 582, Fits &
(6) Tighten self-locking nuts (18) and torque (Ref. No. 549, Fits & Clearances).
(7) Install clamp on casing (33) and secure to angle bracket (16) with bolt, washer and
self-locking nut (18). Tighten nut and torque 24 to 36 lb.in.
(8) Insert wire rope (32) into rear swivel joint (35) and push forward into casing toward
the front adjustable assembly. Check that internally threaded clamping bolt (27) is
loose and screw wire rope (32) clockwise through clamp until rope bottoms. Check for
safety by inserting a piece of wire into inspection hole in terminal. Tighten
self-locking nut (28) on wire rope clamping bolt and torque (Ref. No. 581, Fits &
Clearances).
(9) Slip rear control terminal (complete with clevis rod end) over end of wire rope, and
screw clockwise to engage wire rope into threaded hole of clamp bolt (4). Check for
safety by inserting a piece of wire through small viewing hole in rod end. Tighten
nut on clamping bolt and torque (Ref. No. 581, Fits & Clearances).
NOTE: On Post-SB1170 engines, viewing hole is located on hexagon section of

rod end adjacent to clamp bolt (4), while on Pre-SB1170 engines, viewing
hole is located nearer clevis end of rod assembly.
(10) Adjust length of clevis rod end (2) to align with center hole of propeller control cam
(1). Extend clevis rod end by one half turn, to ensure positive movement of
controls. Tighten locknut (3), torque 65 to 85 lb.in. and secure with lockwire.
(11) Attach clevis rod end (2) to center hole of propeller control cam (1) and secure with
straight headed pin, plain washer and cotterpin.
(12) On completion of all adjustments, check through engine control and reversing
system to ensure that all fasteners are correctly installed and locked where
applicable.
Page 3-2-139/140
Nov 26/2004
MAINTENANCE MANUAL
SECTION 3 - INSPECTION
1. INTRODUCTION
A. The inspection procedures detailed are considered a normal function of operating

organizations and are intended as a guide for minimum inspection and maintenance
requirements. ROUTINE inspection coincides with the daily or preflight airframe
inspection. MINOR coincides with a typical airframe zone inspection. The intervals at
which these inspections are performed may be altered by the aircraft manufacturers
maintenance program and approved by the local airworthiness authority. Engines
maintained in compliance with the aircraft manufacturer’s approved maintenance program
shall be as required by performance monitoring in accordance with the
operator/regulator authority agreed plan. Engines operating in sandy or dusty
environments or in smog or salt-laden atmospheres should be subjected to regular
inspections for corrosion and compressor erosion (Ref. Table 3-3-1). Hot Section
inspection intervals are outlined in the applicable service bulletin (Ref. AIRWORTHINESS
LIMITATIONS), and will be updated periodically as dictated by service experience and
time-between- overhauls (TBO). If, in the light of experience, it becomes necessary to
modify procedures, these will be included in subsequent revisions to this manual.
TABLE 3-3-1, Periodic Inspection

Component Inspection Interval
1. ENGINE EXTERNALS
A. Tubing, (1) All accessible connections, clamps and brackets MINOR
Wiring, for security.
Control
Linkages,
Hose
Assemblies
(2) Evidence of wear, chafing, cracks and MINOR
corrosion.
(3) Evidence of fuel and old leakage. ROUTINE
(4) Pay particular attention to rear linkage cam box, Every 100
fuel control unit arm, telescopic rod and rod end hours
fittings. Disconnect rod ends and clean using
solvent (PWC11-027) or (PWC11-031). Examine
rod end for corrosion, roughness in rotation,
side play and radial play. Lubricate with light
grease (PWC04-001)as necessary, making sure
of free movement of linkage. After lubrication
reinstall rod ends and torque to specified value
(Ref. Part 3, Section 2, Removal & Installation).
Page 3-3-1
Dec 02/2005
MAINTENANCE MANUAL
TABLE 3-3-1, Periodic Inspection (Cont’d)

NOTE: With the exception of rod end fittings, linkages generally will
operate satisfactorily without lubrication. While lubrication will
be effective in some instances, it must be realized that
grease and oil attracts dirt and foreign matter. Depending on
local conditions, operators should take these facts into
consideration before deciding to lubricate components.
B. Air Inlet Cleanliness. For screen edge rebonding MINOR
Screen instructions refer to Part 4, Section 4, Repair.
C. Gas Cracks, distortion and corrosion and evidence of MINOR
Generator overheating.
Case
D. Fireseals Cracks and attachment of brackets and seals MINOR
E. Exhaust Duct (1) Cracks and distortion. MINOR
(2) Engines that exhibit inferior welds MINOR not
(Ref. Part 4, Section 3, Inspection) (SB1610). to exceed
150 hours.
(3) Engines that exhibit cracks 25 hours
(Ref. Part 4, Section 3, Inspection) (SB1610).
F. Propeller Check for oil leaks. ROUTINE
Shaft Seal MINOR
G. Accessories (1) Security of installation, linkage and sense lines. MINOR
(2) Evidence of fuel and oil leaks. ROUTINE
MINOR
(3) Starter-generator gearshaft splines for wear.
At starter-generator removal/replacement only.
2. ENGINE INTERNALS
A. Compressor Overhaul. Remove assembly and ship to an approved Refer to SB
Turbine Disk overhaul facility. 1003 or SB
Assembly 1803 as
applicable.
B. Hot Section Examine with borescope (Ref. Para. 52.). In
conjunction
with
periodic fuel
nozzle leak
and
function
tests (Ref.
4.H.).
3. OIL SYSTEM
A. Oil Level CAUTION: DELETED.
Page 3-3-2
Dec 02/2005
MAINTENANCE MANUAL

(1) Check oil level. ROUTINE
MINOR
NOTE: Do check within 10 minutes of engine shutdown (Ref.
Part 2, Section 1, Engine Oil System Servicing).
(3) Check condition and locking of oil filler cap. ROUTINE
MINOR
B. Oil Filter (1) Remove and inspect for foreign matter.
Element
Post-SB1118
(2) Filter elements must be cleaned (Ref. Part 2, MINOR
Section 3, Cleaning) and inspected in (See
accordance with Paragraph 45., normally at NOTE)
intervals coinciding with oil change periods
recommended in SB1001.
NOTE: Inspect initially at 100 hours with extension to relevant
airframe zone inspection based on inspection results
but not to exceed 200 hours.
(3) Filter element must be cleaned and inspected
every 1500 hours at an overhaul facility using
approved equipment prior to further use.
Following this cleaning at an overhaul facility,
the filter may be utilized for further 1500 hour
period, maintaining the same inspection and
cleaning schedule.
C. Reduction (1) Connect test set (Ref. Para. 36.B.) or utility Every 100
Gearbox Chip volt-ohmmeter hours across the pins of chip hours
Detector detector. If a resistance of 100 ohms or less is
indicated, remove and inspect chip detector in
accordance with Paragraph 46., following.
(2) Remove magnetic chip detector (Ref. Para. Every 600
46.). Bridge chip hours detector magnetic poles hours
with suitable metallic jumper and using suitable
ohmmeter check for continuity between
connector pins. Replace chip detector if
continuity does not exist.
NOTE: For aircraft equipped with an airframe supplied
indicating device, the integrity of the complete
indicating system can be checked by re-attaching the
electrical connector to the removed chip detector and
check for chip indication when magnetic poles are
bridged. Closed circuit condition must exist (Ref.
Aircraft Maintenance Manual).
Page 3-3-3
Dec 02/2005
MAINTENANCE MANUAL

(3) Any foreign material found on the chip detector
or in the main oil filter should be identified
before further inspection/operation (Ref. Part 2,
Section 4, Standard Practices).
4. FUEL SYSTEM
A. Fuel Check fuel for water contamination. MINOR
NOTE: On new aircraft, check for presence of water/
contamination after each flight until no contamination is
found; also check after first flight or ground run
whenever any component upstream of filter is
replaced.
B. Fuel Pump Check for attachment and leaks (Ref. Part 2, ROUTINE
Section 6, Testing).
NOTE: If airframe boost pump (either electrically or engine
driven) fails or is inadvertently left off for a cumulative
time in excess of 10 hours, the engine driven fuel
pump must be removed and replaced.
C. Fuel Pump Check inlet screen for foreign matter or Every 500
Inlet Screen distortion. Clean and reinstall the screen or hours
(74 micron) install a new screen.
D. Fuel Pump Check for foreign matter or distortion. Install MINOR
Outlet Filter new filter as service conditions dictate. If fuel
system contamination is suspected, flush
system and replace filter.
E. Fuel Pump If Sundstrand fuel pump is installed, check fuel Not to
Coupling pump coupling in-situ for fretting corrosion (Ref. exceed 600
Para. 47.A. and B.). hours
F. Drain and Check for security and leaks. MINOR
Dump Valves
G. Fuel Control (1) Attachment of unit, linkage and pneumatic MINOR
Unit sense lines.
(2) Evidence of FCU bearing wash-out indicated by ROUTINE
traces of blue dye effluent at FCU vent. Effluent
is caused by mixture of bearing grease and fuel
(Ref. Para 2, Troubleshooting - Fuel Leakage at
FCU Vent).
H. Fuel Manifold (1) Leak-test, function-test, and clean fuel manifold See NOTE
Adapter and adapter and nozzle assemblies. Refurbish as
Nozzle necessary (Ref. Para. 43. and 44.).
Assemblies
NOTE: Do the periodic borescope inspection of the hot section
components in conjunction with these tests (Ref. 2.B.).
Page 3-3-4
Dec 02/2005
MAINTENANCE MANUAL

(2) Engines ON in-situ fuel nozzle cleaning
program:
(a) Recommended initial interval for operators in 400 hours
areas where fuel quality may be questionable
and for operators new to PT6A operation:
Extension based on inspection results. 200 hours
(b) Recommended initial interval for other 600 hours
operators.
Extension based on inspection results. 200 hours
(3) Engines NOT ON in-situ fuel nozzle cleaning
program.
(a) Recommended initial interval for 200 hours
cleaning/inspection for operators in areas where
fuel quality may be questionable and for
operators new to PT6A operation:
Extension, if applicable, to be determined based
on inspection results.
(b) Recommended initial interval for 400 hours
cleaning/inspection for other operators.
Extension, if applicable, to be determined based 200 hours
on inspection results.
NOTE 1: If one or more unacceptable nozzle(s) is (are) found
during the leak and function tests, it is highly recommended
that the hot section be inspected for damage by a direct visual
inspection or borescope inspection.
NOTE 2: Regular fuel nozzle maintenance is important for hot
section durability. Inspection is recommended at routine
intervals according to either one of the above programs.
J. Oil-to-Fuel Check oil-to-fuel heater installation MINOR
Heater (Ref. Part 2, Section 6).
5. PNEUMATIC SYSTEM
A. Compressor (1) Install new filter element based on service MINOR
Delivery Air experience and environment, maximum interval
P3 Filter 1000 hours (Refer to Part 3, Section 2,
Element Removal/Installation, P3 Filter Element
Post-SB1294 (Post-SB1294). The filter element may be
cleaned electrosonically (Refer to Part. 2,
Section 3, Cleaning, P3 Filter Element).
Page 3-3-5
Dec 02/2005
MAINTENANCE MANUAL

B. Bleed Valve (1) For engines operating in dusty, industrial/smog, Every 600
salt laden environments or high cyclic hours.
conditions. Extension
may be
based on
operators
experience.
(2) For other engines NOT operating in conditions Inspect in
in Step (1). conjunction
with a Hot
Section
inspection.
6. IGNITION SYSTEM
A. Ignition Security and condition. MINOR
Current
Regulator
Pre-SB1429
B. Cable Security of attachment. Chafing, wear and MINOR
Assemblies twisting of braid.
C. Glow Plugs (1) Cleanliness and condition of elements. MINOR
Pre-SB1429
(2) Functional check. (Refer to Paragraph 40.). MINOR
D. Ignition Security and condition. MINOR
Exciter
Post-SB1429
E. Spark Igniters Cleanliness, erosion and operation. MINOR
Post-SB1429
CONTROL LINKAGE
2. GENERAL
A. Check all engine controls for correct operation, ensuring that the linkage from the
cockpit controls to the engine units is connected to permit full and free movement. Make
sure that the controls are adjusted to permit over-travel of the control lever, full
operation of the engine unit and that the linkage can be operated without interference.
Also investigate and eliminate any slack in the control system. Lubricate and adjust all
controls in accordance with the aircraft manufacturer’s instructions.
Page 3-3-6
Dec 02/2005
MAINTENANCE MANUAL
CORROSION
3. GENERAL
A. Corrosion may be identified as metal loss or pitting, but more usually appears as local
swelling or buildup due to the greater volume occupied by nickel oxides. These
corrosion products vary in color from black to green and in the advanced state there will
be associated cracking, referred to as exfoliation. Care should be taken to distinguish
between corrosion buildup and possible light brown or rust colored deposits which are
essentially harmless combustion by products. The latter are usually more widespread
over hot section components and while possibly affecting performance, will not directly
affect compressor turbine and power turbine blade integrity.
TUBING AND HOSE ASSEMBLIES
4. TUBING
A. Procedure
(1) Inspect all engine scavenge oil, pressure oil, pneumatic control and fuel supply
tubing, except where special instructions apply, for the following:
(a) Circumferential scratches in tubes are acceptable provided they do not exceed
a 45 degree segment on circumference. Any number of scratches is permissible;
these may be blended out provided depth of blend does not exceed
one-quarter of the wall thickness of tube.
(b) Longitudinal scratches in tubes must not exceed 1⁄2 inch in length. Any number
of scratches is permissible.
(c) Nicks and chafing marks in tubes are acceptable provided three-quarters of the
wall thickness remains after blending. Each blended area must not exceed
on-half square inch.
(d) Dents in tubes are of limited acceptability, provided there are no restrictions to
flow caused by sharp edges or corners. Dents are unacceptable within one
inch of ferrule scarf-welds, or in a blended area.
(e) Minor isolated pitting is acceptable if not greater than 0.003 inch in depth.
Clusters of pits should be blended out to a maximum depth of 0.005 inch.
(f) Rust and stains on tubes are acceptable if they can be removed by light
polishing with very mild abrasive.
5. INSULATED TUBES
A. Procedure
(1) Examine silicone rubber sheathing for damage. Surface cuts up to three inches in
length are rectified by use of cement filler (Ref. Repair).
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Dec 02/2005
MAINTENANCE MANUAL
(a) If damage exceeds limits specified above (a), but depth is superficial, sheathing
may be repaired by replacement of damaged portion (Ref. Repair).
(b) Examine flanged end fitting for elongated holes.
(c) Examine tubes for cracks, especially at brazed joints.
(d) Check tube assemblies for corrosion, dents, fretting, nicks, pitting and
scratches.
(e) Blend out minor damage that does not exceed limits specified in Inspection,
Tubing.
(f) Examine couplings and threaded fittings for cracks or damaged threads.
(g) Check tube bores for obstructions.
(h) Reject tube assemblies damaged beyond specified limits (Ref. Inspection,
Tubing).
(i) Examine insulation on pneumatic tube assemblies for cuts in outer rubber
sheath. Cuts up to three inches long may be repaired. (Ref. Repair.)
6. HEATED TUBES
A. Procedure
(1) Check resistance value of heating element and lead of pneumatic tube assemblies
using Turbine Temperature Indicating System Test Set (Barfield TT1000A) or
equivalent. The resistance should be as follows:
(a) Pre-SB1294 heated tube assembly, the resistance should be 20.0 ± 1.4 ohms.
(b) Post-SB1294 heated tube assemblies, the resistance (measured in parallel)

should be 19.0 ± 3.0 ohms.
NOTE: Test Set (Barfield TT1000A) obtainable from:
Barfield Instrument Corp.

PO Box 527705
Miami, FL 33152-7705
USA
TEL: 305-871-5629
NOTE: Post-SB1294 heated tube assemblies, measured individually, should

be as follows:
P/N’s 3030944 and 3030944A: 35.0 ± 3.5 ohms
P/N’s 3030978 and 3030978A 40.0 ± 4.0 ohms
P/N 3030944B:39.0 ± 2.0 ohms
P/N 3030978B:41.2 ± 2.0 ohms
Page 3-3-8
Dec 02/2005
MAINTENANCE MANUAL
7. HOSE ASSEMBLIES
A. Examine high and low pressure hose assemblies for crimps and buckling. High pressure
hoses with such defects must be replaced, while low pressure hoses with such defects
are acceptable. Flattening, caused by a permanent set at the bend of an assembly
and not associated with a crimp or buckling, is acceptable.
NOTE: A crimp or buckle is an abrupt change in the hose teflon inner liner contour
caused when the hose is bent at too small a radius. As a result, the liner will
be partially or completely collapsed on one location. This condition, which can be
detected through the outer hose covering, is similar to that which occurs
when a cardboard tube is bent. When a hose assembly is straightened, the
collapsed area will expand, but the inner liner contour may remain collapsed.
8. METAL BRAID
A. Inspect metal braid sections of pneumatic tube assemblies for cuts in metal braid. Three
broken wires per plait, or six broken wires per linear foot, are acceptable. Replace tubes
on which wire braid is chafed or worn through to electrical conductors.
ACCESSORIES
9. STARTER-GENERATOR GEARSHAFT
A. Procedure
(1) Inspect starter-generator gearshaft internal splines for wear, after starter-generator
removal as follows: (Ref. Fig. 3-3-1).
(a) Set Gage (PWC30499-50) to 0.660 inch dimension ’A’ (View A, Figure 3-3-1)
as follows:
1 Release gage clamp screw (3) and adjust ball and screw assemblies (4) to
obtain dimension ’A’ (0.660 inch).
2 Tighten gage clamp screw (3) and check dimension ’A’ has not altered.
(b) Insert gage into gearshaft, tilting gage so that it enters gearshaft splines at
approximately 45 degrees.
(c) Slowly allow gage to support itself in gearshaft splines. If gage supports itself,
the gearshaft is serviceable. If gage does not support itself, gearshaft must be
replaced as detailed in Part 4, REMOVAL & INSTALLATION.
Page 3-3-9
Dec 02/2005
MAINTENANCE MANUAL
ALLOW GAGE TO SUPPORT ITSELF
3 4 1
DIM. A
DETAIL A
C1539B
Starter-Generator Gearshaft - Spline Wear Check
Figure 3-3-1
Page 3-3-10
Dec 02/2005
MAINTENANCE MANUAL
Key to Figure 3-3-1
1. Gage (PWC30499-50)
2. Starter-generator Gearshaft Spline
3. Gage Clamp Screw
4. Ball and Screw Assemblies
5. Starter-Generator Mount Pad
IN-SERVICE INSPECTION
10. HOT SECTION COMPONENTS
A. Procedure
(1) In-service inspection is a troubleshooting procedure used to find the reason for
performance deterioration. Parts can be inspected using a borescope (Ref. Part
3, Section 3, Inspection) or by removing the power section. Refer to Part 2, Section
7, Troubleshooting, for areas to be inspected.
(a) Using a borescope is more practical for this inspection. Removal and
installation of the power section components/assemblies could result in damage
to parts and/or distortion of sealing surfaces causing gas leaks and
performance loss.
(b) Acceptable damage will have to be documented and the rate of progression
monitored. Record engine module time and cycles, fuel nozzle port used, if
found by borescope, component, description, location and dimensions of defect.
(c) If rotating components are found with unacceptable damage during inspection,
an HSI must be done before the next flight. If damaged non- rotating
components are found, except when holes are burnt through the combustion
chamber (Ref. Para. 12.A.(c)), or the CT vane ring trailing edge defects are
beyond limits shown (Ref. Fig. 3-3-2), the HSI may be delayed, providing
an engine ground power test (Ref. Aircraft Maintenance Manual) is done to check
engine performance.
(d) An additional engine ground power test and inspection of the affected area
must be done after 50 hours. If further extensions are required, subsequent
inspections and engine ground power test intervals will depend on the rate of
progression and level of deterioration. Keeping an engine in service after
components have deteriorated may substantially increase the cost of subsequent
repairs/refurbishments due to the effect on downstream components.
(e) Gas path components downstream of components having material missing

must be inspected to check if secondary damage has occurred. Pay special
attention to rotating components. Compressor turbine (CT) vane airfoils burnt
through at the trailing edge (both pressure and suction sides) may mean
replacement of the complete set of CT blades, depending on the area of the
surface burnt through.
Page 3-3-11
Dec 02/2005
MAINTENANCE MANUAL
NOTE:
TRAILING EDGE DEFECTS EXCEEDING THESE LIMITS
ARE NOT ACCEPTABLE. DIMENSIONS CANNOT BE
ACCURATELY MEASURED WHEN USING A BORESCOPE
THEREFORE THE EXTENT OF THE DAMAGE MAY BE
ESTIMATED AS A PERCENTAGE OF AIRFOIL LEADING
EDGE HEIGHT (1.130 APPROX.)
0.230
1.130 APPROX.
0.230
LEADING EDGE
OPEN CRACK
TRAILING EDGE SURFACE
MISSING (BURNT MATERIAL)
CRACKS IN THE OUTER RING

EXTENDING INTO THE FILLET
RADIUS OR ON THE AIRFOIL
BURNT AREA ON
INNER/OUTER RING
C23013
Compressor Turbine Vane Ring - Damage (HSI Recommended)
Figure 3-3-2
Page 3-3-12
Dec 02/2005
MAINTENANCE MANUAL
(f) The ability of an engine to produce the TO power required by the flight manual
for the actual Tam is the only engine power airworthiness requirement.
However, on some installations the aircraft maintenance manual provides an
engine ground power test. This test may be used to confirm TO power is
produced within operating limits over the complete range of ambient
temperature and altitude for which the engine/aircraft is certified. If, at an
anticipated high ambient temperature and/or altitude, T5 and Ng will approach
or exceed the maximum limits, an HSI is recommended before the actual
conditions occur.
NOTE: When T5 and Ng approach or are anticipated to approach or exceed

the maximum limits, troubleshoot the engine/installation before doing
an HSI.
(g) Carbon accumulation inside fuel nozzle passages is the principle cause of
spray pattern degradation which results in non-uniform combustion and
local high temperature peaks. Exposure to these peaks contributes to premature
hot section deterioration. Carbon accumulation is progressive and can affect
all nozzles. Therefore, inspect all nozzles to minimize premature deterioration
occurring at other locations.
(h) If component deterioration exceeds limits, either replace the individual

component or do an HSI, depending on the general condition of the hot section
and engine performance.
(i) The inspections are recommended concurrent with scheduled engine

maintenance checks applicable to individual aircraft installations.
11. POWER SECTION MODULE
A. Procedure
(1) As an alternative to using the borescope, proceed as follows to remove/install the

power section module for visual inspection (heavy maintenance only):
(a) Removal
1 Remove power section (Ref. Part 3, Section 2, Removal & Installation).
2 Remove CT disk assembly (Ref. Part 3, Section 2, Removal & Installation).
3 Remove combustion chamber inner liner (Ref. Part 3, Section 2, Removal

& Installation).
4 Remove CT vane ring assembly, shroud housing and small exit duct (Ref.
Part 4, Section 2, Removal & Installation).
NOTE: Do not separate these parts unless CT stator damage exceeds

limits.
5 Inspect hot section (Ref. Para. 18.).
(b) Installation
Page 3-3-13
Dec 02/2005
MAINTENANCE MANUAL
1 Install CT vane ring assembly, shroud housing and small exit duct (Ref.
Part 4, Section 2, Removal & Installation).
2 Install CT disk assembly (Ref. Part 3, Section 2, Removal & Installation).
3 Install combustion chamber inner liner (Ref. Part 3, Section 2, Removal &
Installation).
4 Install power section (Ref. Part 3, Section 2, Removal & Installation).
12. COMBUSTION CHAMBER (SMALL EXIT DUCT, INNER AND OUTER COMBUSTION
CHAMBER LINER ASSEMBLIES)
A. Procedure
(1) Combustion chamber liner cracks may be repairable, and an HSI is recommended
before they progress to such an extent that component replacement is required.
Converging cracks in the inner and outer combustion chamber liner walls which do
not meet are acceptable. Inspect affected area at 100 hours. Subsequent
inspection intervals must not exceed 400 hours.
(a) Plasma top coating (ceramic) loss revealing undercoat (diffused aluminide) on
outer and inner liners is acceptable, providing base metal is not burnt or
eroded.
(b) Small areas (approx. 1 sq.in.) bulging and/or hot spots on inner or outer liner
walls may be repairable and a HSI is recommended for economic reasons.
However, the engine may remain in service, providing the associated fuel
nozzle(s) are inspected and replaced if not within limits. Inspect the affected area
at intervals not exceeding 400 hours.
(c) Holes in inner and outer liner walls are unacceptable. An HSI must be done to
identify and then replace the affected component. Associated fuel nozzle(s)
must be inspected and replaced if not within limits.
(d) Cracked or distorted cooling rings on liners may be repairable. For economic
reasons, a HSI is recommended before cooling rings are burnt through and
pieces enter the gas stream. Bulging and/or burning in the dome area, associated
or not with axial cracks, is acceptable provided the axial cracks (circumferential
cracks are unacceptable) do not exceed 1.0 inch in length or 0.030 inch in
width. Alternatively, the engine may remain in service if it is understood that the
cooling air flow is changed, and the rate at which the combustion chamber
deteriorates may increase. Thus, if a HSI is not done, combustion chamber liner
having distorted cooling rings or converging cracks must have the associated
fuel nozzle(s) inspected and replaced if not within specified limits. Inspect the
damaged area at 100 hours. Subsequent inspection intervals must not
exceed 400 hours.
Page 3-3-14
Dec 02/2005
MAINTENANCE MANUAL
(e) Excessive carbon deposits inside combustion chamber liners could be the
result of poor fuel atomization by the fuel nozzles (indicated by deposits
around fuel nozzle bosses). Distortion of combustion chamber liner cooling
rings may produce carbon deposits in the dome area downstream of the affected
cooling ring. If excessive carbon deposits are found, flow check the fuel
nozzles. If the nozzles are serviceable, the combustion chamber liner is the
probable cause. Inspect the CT blades, as erosion by carbon particles (some
carbon particles remain in the gas stream and are not deposited in the
combustion area) may damage and eventually cause CT blade replacement. If
CT blades are eroded, refer to Para. 14. If CT blades are not eroded, the
engine may remain in service and the CT blades and combustion chamber liners
must be inspected within 100 hours. Subsequent inspection intervals must
not exceed 400 hours.
(f) As the structural integrity of the small exit duct is not affected, cracks and open
radial cracks extending from the inner to the outer diameter are acceptable
(length not limited), and an unlimited amount of coating loss is acceptable. Holes
less than 0.500 in. in diameter in the outer wall are acceptable. If holes or
open cracks are found, a HSI is recommended for economic reasons. The engine
may remain in service, and HSI delayed, providing it is understood that the
CT vane ring cooling air flow is affected, increasing the rate of deterioration.
When damage is found, inspect the CT vane ring and associated fuel nozzle.
Inspect the damaged area at 100 hours. Subsequent inspection intervals
must not exceed 400 hours. If deterioration exceeds the above limits, an HSI is
recommended.
(g) Cracks along, or across, the dome to outer liner seam weld are acceptable
provided the cracks do not intersect the fuel manifold support bracket.
Inspect damage at 100 hours. Subsequent inspections are at the operators
discretion but must not exceed 400 hours.
13. CT VANE RING
A. Procedure
CAUTION: IF ANY CT VANE HAS TRAILING EDGE BURN THROUGH AS SHOWN

(Ref. Fig. 3-3-2), THE CT BLADES MUST BE DISCARDED.
(1) Burned areas on vanes increase flow area which accelerates downstream
component deterioration, deceases Ng and increases T5.
(a) Cracks (Ref. Fig. 3-3-3) are repairable. Keep the engine in service and monitor
deterioration progression. Do an HSI before defects progress tosuch an extent
that the CT vane ring becomes unrepairable. This will increase the cost of
the subsequent HSI. Inspect CT vane ring having the defects shown within 100
hours. Subsequent inspection must not exceed 400 hours.
Page 3-3-15
Dec 02/2005
MAINTENANCE MANUAL
AIRFOIL CRACKS ON
PRESSURE AND
SUCTION SIDES
LEADING EDGE
CRACK
TRAILING EDGE
PARALLEL CRACKS
INNER/OUTER RING
CRACKS NOT EXTENDING
INTO FILLET RADIUS
NOTE:
THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER SERVICE.
THE EXTENT OF THE DEFECT(S) MUST BE RECORDED AND
MONITORED BY ADDITIONAL INSPECTIONS. THE ASSOCIATED
FUEL NOZZLE MUST BE INSPECTED AND REPLACED IF NOT
WITHIN SPECIFIED LIMITS.
C23014
Compressor Turbine Vane Ring - Acceptable and Repairable Damage
Figure 3-3-3
Page 3-3-16
Dec 02/2005
MAINTENANCE MANUAL
(b) If defects have progressed beyond repair limits shown, engine may remain in
service, providing a ground power check (Ref. Aircraft Maintenance Manual) is
done, and the airfoil trailing edge damage does not exceed limits shown
(Ref. Fig. 3-3-2). An HSI is recommended if the vane trailing edge defects are
beyond the limits shown or downstream components are affected by the CT
vane distress or engine performance is unacceptable.
NOTE: Refer to Para. 10. for additional recommendations.
14. CT BLADES
A. While performing compression turbine blade inspection, operators might notice surface
anomalies that could be mistaken for sulphidation. In fact, these surface anomalies are
a result of the blade manufacturing process and do not affect turbine performance.
The following points of inspection will help operators determine if the blades are
serviceable:
v No loss of coating.
v No change in color.
v No evidence of sulphidation on adjacent blades.
v Geometrical deviations do not exceed 0.005 inches deep or 0.005 inches high. There
is no width limitation (Ref. Fig. 3-3-4).
B. The condition of airfoils and tips is critical to obtain rated power. Most significant blade
tip defects (rubs and oxidation) increase T5. Even if T5 is below maximum, an HSI may
be recommended for economic reasons if distress is beyond the limits shown (Ref.
Fig. 3-3-5). Defects shown are acceptable, providing their condition is monitored by
further inspections and engine ground power checks. Subsequent inspection intervals
must not exceed 400 hours. Cracks 0.050 in. long in the upper 1/3 of the trailing
edge are acceptable providing the complete set of blades is removed within 100 hours
and inspected in accordance with overhaul manual criteria. If defects are beyond those
shown (Ref. Fig. 3-3-6), an HSI is recommended.
NOTE: Refer to Para. 10., sSteps (c) and (d), for additional HSI recommendations.
Page 3-3-17
Dec 02/2005
MAINTENANCE MANUAL
0.005 IN
0.005 IN
C77352
CT Blade - Manufacturing Anomalies
Figure 3-3-4
Page 3-3-18
Dec 02/2005
MAINTENANCE MANUAL
BLADE TIP OPEN CRACK

EROSION
ORIGINAL
CONTOUR
VIEW ON ARROW A
BURNT OR MISSING
MATERIAL
EROSION BURNT
MATERIAL OR A TRAILING
FOREIGN OBJECT EDGE
DAMAGE (FOD)
SULFIDATION
(COATING BLISTERING
WITH SOME BLISTERS
BURST)
LEADING
EDGE
C23067
Compressor Turbine Blade - Unacceptable Damage
Figure 3-3-5
Page 3-3-19
Dec 02/2005
MAINTENANCE MANUAL
HEAVY RUBBING AND BURNT MATERIAL

IS ACCEPTABLE PROVIDING ENGINE
PERFORMANCE IS WITHIN LIMITS.
EROSION CRACK
0.050 0.050
TYPICAL TYPICAL
CRACK
1/3 h
0.050
TYPICAL h
COATING TRAILING
LOSS EDGE
0.970
(REF.)
LEADING
EDGE
COATING LOSS
(CHANGE IN
COLOUR)
THE ABOVE DEFECTS ARE ACCEPTABLE FOR FURTHER

SERVICE. THE EXTENT OF THE DEFECT(S) MUST BE
RECORDED AND MONITORED BY ADDITIONAL INSPECTIONS.
C23004
Compressor Turbine Blade - Acceptable Damage
Figure 3-3-6
Page 3-3-20
Dec 02/2005
MAINTENANCE MANUAL
C. Procedure
(1) Check blades for axial shift. Normally, with components within assembly tolerances,
the blade platforms are approximately in line. When a blade shifts, the blade moves
axially and can be seen as having moved in relation to the adjacent platform.
NOTE: 1. Checking, with a borescope, the CT blade TE platforms mismatch for

each blade is quite difficult. The recommended method is to look at the
leading edge (LE) mismatch while rotating the CT disk. When a mismatch
is observed (one of the airfoils LE is shifted), check blade trailing edge
platform. Maximum shift is 0.020 inch.
NOTE: 2. The amount of blade shift may be estimated by using a 0.020 in. thick
wire The free end should be positioned within the field of view of the
borescope. When estimating the amount of shift, position the free end of
the wire adjacent to the platform being checked.
(2) If blade shift in excess of the limit is observed, an HSI is recommended.
15. CT SHROUD SEGMENTS
A. Heavy rubbing and oxidation are acceptable, providing T5 is within limits. Operating the
engine with areas burnt on the shroud segments may cause damage to the CT shroud
housing (cracking and burning of the attachment rim), and an HSI is recommended
for economic reasons. A damaged shroud housing must be replaced at the next HSI or
refurbishment.
NOTE: Refer to Para. 10., Steps (c) and (d), for additional HSI recommendations.
16. POWER TURBINE (PT) VANE RING
A. Procedure
(1) Damage on the airfoils may produce an increase in flow area which will increase
Ng and T5.
NOTE: Inspection of the PT stator and/or blades is recommended when upstream

component damage does not explain performance loss or when secondary
damage is suspected.
(a) Cracks on the inner and outer rings and airfoils are repairable. Keeping the
engine in service, these defects will progress until the PT vane ring becomes
unrepairable. This will increase the cost of the subsequent HSI. Inspect the
damaged area within 100 hours. Subsequent inspection intervals must not
exceed 400 hours.
(b) An HSI is recommended when the defects are still repairable.
Page 3-3-21
Dec 02/2005
MAINTENANCE MANUAL
(c) If the defects are not repairable, replace PT vane ring at the next power
section repair. Providing Ng and T5 are within limits, there is no need for power
section repair and PT stator change, regardless of the amount of damage,
unless structural integrity of the airfoils is affected (e.g. wide open cracks,
excessive foreign object damage (FOD) and missing or burnt material are
unacceptable).
17. PT BLADES
A. Increased tip clearance of PT stator blades increases T5. If T5 is within limits, there is
no need to change the PT stator assembly, regardless of the amount of the damage,
providing the structural integrity of the components is not affected. Cracks, missing
material, excessive FOD, heavy sulphidation or blade distortion are unacceptable.
HOT SECTION INSPECTION
18. GENERAL
A. Procedure
(1) Hot section inspection is normally carried out under one of two sets of circumstances:
(a) Operators using Trend Monitoring, H.S.I. will be preformed when dictated by
performance deterioration, in which case pre-inspection performance will be
known and post-inspection improvement duly recorded. When performance has
deteriorated sufficiently to warrant an H.S.I., some rework to the hot section
may be expected.
(b) When H.S.I. is performed on a time basis, the object will be to avert component
deterioration. Due to the fact that it may be necessary to rework or replace
parts, it is recommended that a performance check be carried out both prior to
and after the inspection, since components replaced during H.S.I. may
affect engine performance.
NOTE: For Hot Section Inspection interval frequency refer to SB1003.
B. General
(1) The scope of the hot section inspection (H.S.I.) is outlined in Table 3-3-2. In order
to accomplish this inspection, proceed as follows:
(a) Remove power section (Ref. Section 2, Removal/Installation)
(b) Remove compressor turbine disk assembly. (Ref. Section 2, Removal/Installation).

Prior to disk removal, check tip clearances (Ref. Para. 25.).
(c) Remove fuel manifold adapter assemblies. (Ref. Section 2, Removal/Installation).
Page 3-3-22
Dec 02/2005
MAINTENANCE MANUAL
(d) Remove combustion chamber liner. (Ref. Section 2, Removal/Installation).
NOTE: Should it be necessary during H.S.I. to make a more detailed

inspection of engine components listed in Table 3-3-2 which have
not been disassembled (i.e. compressor turbine vane ring assembly
and small and large exit duct), remove these parts as detailed in Part 4,
Section 2, Removal/Installation.
TABLE 3-3-2, Hot Section Inspection

Component Nature of Inspection
Gas Generator Case Cracks, distortion, overheating and
corrosion (Ref. 72-30-04).
Combustion Chamber Liner Cracks, distortion, burning, fretting wear or
hot spots.
Combustion Chamber Large Exit Duct Cracks, burning or distortion.
Combustion Chamber Small Exit Duct Cracks, burning or distortion.
Combustion Turbine Vanes Cracks, coating loss, erosion of parent
metal or impact damage.
Compressor Turbine Shroud Segments Cracks, distortion, erosion and metal
build-up.
Compressor Turbine Shroud Housing Wear and grooving in area of contact with
interstage sealing rings. If wear is uneven
and conducive to leakage, return shroud
housing to an approved overhaul facility for
incorporation of SB1157.
Compressor Turbine Disk Assembly Measure radial tip clearance (Ref. Par.
25.).
Inspect blades for tip rub, erosion, impact
damage, coating loss, cracks, shift and
circumferential movement, heat
discoloration and corrosion (Ref. Table
3-3-3).
Inspect blade retaining rivets for condition.
If unacceptable, return bladed disk
assembly to an overhaul facility for
rectification and, if necessary, incorporation
of SB1139.
Examine disk for nicks, scratches and
dents. Damage to 0.005 inch deep is
acceptable in any area. Damage exceeding
limit, ship disk to an approved overhaul
facility.
Page 3-3-23
Dec 02/2005
MAINTENANCE MANUAL
TABLE 3-3-2, Hot Section Inspection (Cont’d)

Component Nature of Inspection
Interturbine or Turbine Security, wiring and functional check.
Inlet Temperature Sensing System Probes and bus-bar terminal straps or lugs
(as applicable) for condition. For weld repair of straps or
lugs, refer to Part 4, Section 4.
OnPost-SB1102 and all PT6A-20A engines,
inspect seal retaining plates for condition.
Interstage Sealing Rings Wear, fretting and distortion (Two
ringsPre-SB1218 and one ring on
Post-SB1218 engines).
NOTE: To facilitate inspection of power
turbine blade retaining rivets and inner
exhaust duct, remove one airframe exhaust
stub (if not already removed).
Power Turbine Disk Assembly Inspect blades for impact damage, erosion
or cracks. Inspect blade retaining rivets for
condition. If unacceptable, return bladed
disk assembly to an overhaul facility for
rectification and, if necessary, incorporation
of SB1150.
Exhaust Duct Cracks or distortion.
Power Turbine Vane Ring Cracks, erosion or impact damage.
Fuel Nozzles Dissimilarity of carbon buildup. Perform
functional check.
Fuel Nozzle Sheaths Fretting wear, erosion and carbon build-up.
Compressor Inlet Remove inlet screen and check
compressor inlet area and first-stage
compressor blades and vanes for dents,
nicks, dirt deposits, corrosion and erosion.
Reduction Gearbox Oil Strainer Remove and inspect strainer for foreign
matter.
19. INSPECTION
A. General
(1) Inspect Propeller Thrust Bearing Cover as follows:
(a) Inspect thrust bearing cover seal cavity for burrs, nicks and other surface
damage. Light stoning of damaged surfaces is acceptable.
B. Procedure
(1) Inspect Oil Seal Retaining Ring as follows:
Page 3-3-24
Dec 02/2005
MAINTENANCE MANUAL
(a) Inspect retaining ring or ring halves for nicks, burrs and surface damage. Light
stoning of damaged surfaces is acceptable.
(b) Check integrity of felt strip inserts (Ref. Fig. 3-3-7) in oil seal retaining ring
halves (Post-SB1381 only). If worn or damaged, retaining ring halves must
be shipped to an approved overhaul facility for felt strip insert replacement.
C. Inspection
(1) Inspect oil seal runner as follows:
(a) Inspect visible area of oil seal runner for nicks, burrs and other surface damage
caused by tooling during removal of seal. No repair is acceptable. Ship power
output section to an approved overhaul facility for replacement of defective
seal runner.
(b) Inspect propeller shaft oil seal contact surface on oil seal runner for evidence
of wear (grooving). If concentrated wear exists, installation of alternate offset
propeller shaft oil seal should be considered. The alternate oil seal contacts seal
runner at a new location (Ref. I.P.C.).
20. GENERAL
A. Inspect the combustion chamber liner for cracks, buckling and/or burning. Cracks in the
liner surfaces are usually of a stress-relieving nature and, as such, are not serious in
that the rate of growth decreases as the crack lengthens. Thermal stresses, in effect,
relieve original stress conditions. It is normal to observe a given type of deterioration
repeated from liner in the same engine or engines of the same model. Typical liner distress
consists of buckling and cracking of cooling rings and buckling at the inner wall
adjacent to the dome.
21. ACCEPTABLE CONDITIONS - REPAIR UNNECESSARY
A. Procedure
(1) Acceptable conditions not requiring repair are as follows:
(a) Localized buckling and/or burning of all cooling rings (except louvered type)
accompanied by cracking is acceptable provided the cracks do not extend
into the seam weld. (See Figure 3-3-9).
(b) Cracks in the louvered cooling ring (Ref. Fig. 3-3-10) are acceptable provided
that circumferential cracks in the seam weld (see Figure 3-3-11) do not exceed
0.300 inch in length and are stop-drilled using a 1/16 inch drill.
(c) Straight line cracks between two adjacent cooling holes.
Page 3-3-25
Dec 02/2005
MAINTENANCE MANUAL
3
3
2 2
1 4 1
5 6
7 A

GASKET AT LOCATION SHOWN
GASKET AT LOCATION SHOWN GARTER SPRING
GARTER SPRING
8 4
PRE−SB1377
(PRE−SB1390)
POST−SB1390
1
2 4
1
2
VIEW A
1 8 (ALTERNATE CONFIGURATIONS)
GARTER SPRING GARTER SPRING 4

4
POST−SB1377
1 2 POST−SB1381 1 2
Post-SB1227, Post-SB1390, Post-SB1381, excl. PT6A-6A Engines) C41987

Figure 3-3-7
Page 3-3-26
Dec 02/2005
MAINTENANCE MANUAL
Key to Figure 3-3-7
1. Oil Seal Retaining Ring (Pre-SB1377/Post-SB1390) or Ring

Halves (Post-SB1377/Post-SB1381)
2. Gasket
4. Propeller Shaft Oil Seal
5. Runner
6. Bolt
7. Washer
8. Support Ring Halves (Post-SB1390)
9. Felt Strip Inserts (Post-SB1381 only)
CAUTION: CRACKS RUNNING IN THE SAME DIRECTION, SO THAT THEY
COULD JOIN, ARE NOT ACCEPTABLE UNLESS THEY ARE
SEPARATED BY AT LEAST THREE INCHES OF SOUND METAL.
(d) A maximum of seven cracks, each crack not exceeding one inch in length, is
acceptable in the inner liner adjacent to the dome end. (See Figure 3-3-8).
(e) Localized areas that have been heated to an extent as to cause bulging of the
liner dome are considered acceptable (Ref. Fig. 3-3-12), provided there is no
crack and the bulging is not associated with excessive burning, which
would reduce the wall thickness and weaken the structure. The dome bulging
is often associated with cooling ring buckling and reduction of cooling ring gap,
and repair of the gap is necessary (Ref. Repair, Para. 22. A. (a)).
22. ACCEPTABLE CONDITIONS - REPAIR NECESSARY
A. Procedure
(1) Acceptable conditions requiring repair are as follows:
(a) Buckled cooling rings, in which the gap has been eliminated, must be
reworked. Use a suitable bar to restore a uniform gap to dimensions shown in
Figure 3-3-14.
(b) Cracks not exceeding two inches in length must be welded. (Refer to Part 4,
Section 4, Repair).
(c) Circumferential cracks adjacent to seam welds must be repaired by welding.

(Refer to Part 4, Section 4, Repair).
NOTE: Crack openings in excess of 0.030 inch are not repairable.
(d) Cracks progressing from a free edge so that their meeting is imminent and
could allow a piece of metal to break loose must be repaired by welding.
(Refer to Part 4, Section 4, Repair).
Page 3-3-27
Dec 02/2005
MAINTENANCE MANUAL
C88A
Acceptable Cracks in Inner Liner
Figure 3-3-8
Page 3-3-28
Dec 02/2005
MAINTENANCE MANUAL
CRACK MUST NOT EXTEND

INTO SEAM WELD
(Except Louvered Type) C223A

Acceptable Buckling and Cracks in Cooling Rings
Figure 3-3-9
Page 3-3-29
Dec 02/2005
MAINTENANCE MANUAL
ACCEPTABLE, PROVIDED ANY CRACK IN

COOLING RING SEAM WELD DOES NOT
EXCEED 0.300 INCH IN LENGTH AND IS
STOP−DRILLED USING 1/16 DRILL
MULTIPLE CRACKS THROUGH COOLING

RING ARE ACCEPTABLE, PROVIDED
SEAM WELD CRACKS ARE WITHIN LIMITS
C224B
Acceptable Cracks in Louvered Cooling Rings
Figure 3-3-10
Page 3-3-30
Dec 02/2005
MAINTENANCE MANUAL
CRACKS OF THIS NATURE ARE ACCEPTABLE, PROVIDED

THEY DO NOT EXCEED 0.300 INCH IN LENGTH AND ARE
STOP−DRILLED USING 1/16 DRILL.
C225B
Acceptable Cracks in Louvered Cooling Ring Seam Weld
Figure 3-3-11
Page 3-3-31
Dec 02/2005
MAINTENANCE MANUAL
TYPICAL
C25837
Acceptable Bulging in Liner Dome
Figure 3-3-12
Page 3-3-32
Dec 02/2005
MAINTENANCE MANUAL
C89A
Acceptable Buckling in Liner
Figure 3-3-13
Page 3-3-33
Dec 02/2005
MAINTENANCE MANUAL
INNER LINE #4 #5 #6 #7
.080 IN. .080 IN. .050 IN.

.060 IN. .080 IN. .060 IN. .030 IN.
.060 IN.
LINER DOME
B .050 IN. .080 IN. .050 IN.
.030 IN. .060 IN. .030 IN.
DOME TO OUTER
A
COOLING RINGS #1 − #7
LINER SEAM WELD
#3 #2 #1
LOUVERED COOLING
RING
.060 IN.
.050 IN. .040 IN.
.030 IN.
.010 IN.
ALL DIMENSIONS GIVEN .000 IN.
ARE INTERNAL AS SHOWN
IN THIS TYPICAL VIEW VIEW ON ARROWS B
DETAIL A
C1057A
Combustion Chamber Liner - Cooling Ring Gaps
Figure 3-3-14
Page 3-3-34
Dec 02/2005
MAINTENANCE MANUAL
23. UNACCEPTABLE CONDITIONS - NO REPAIR PERMITTED
A. Procedure
(1) Unacceptable conditions necessitating rejection of the combustion chamber liner

are as follows:
NOTE: Rejected liners must be returned to an overhaul facility.
(a) Severe buckling causing kinked metal. (Ref. Fig. 3-3-15).
(b) Multiple cracks as shown on Figure 3-3-16.
(c) Cracks exceeding two inches in length.
(d) Circumferential cracks adjacent to seam welds which are opened in excess of
0.030 inch.
24. COMBUSTION CHAMBER SMALL AND LARGE EXIT DUCTS
A. Procedure
(1) Inspect combustion chamber small and large exit ducts as follows: (Ref. Fig.
3-3-17).
(a) Inspect small exit duct for fretting wear at duct flange which contacts the
combustion chamber liner. Wear up to 0.015 inch is acceptable. If wear is in
excess of 0.015 inch, duct should be returned to overhaul facility for possible
repair.
(b) Radial cracks up to 1.00 inch long in small exit duct outer wall are acceptable
provided they are stop drilled using a 1⁄16 (0.0625) inch drill.
(c) Inspect large exit duct for fretting wear at surface which contacts the combustion
chamber liner. Wear up to 50 percent of material thickness is acceptable. If
wear is in excess of 50 percent, duct should be returned to overhaul facility for
possible repair.
(d) Cracks up to 1.00 inch long in the large exit duct inner wall are acceptable
provided they are stop-drilled using a 1⁄16 (0.0625) inch drill.
(e) Coating loss of any amount is acceptable on both small and large ducts
provided there is no evidence of burning or erosion of parent metal.
Page 3-3-35
Dec 02/2005
MAINTENANCE MANUAL
C90A
Unacceptable Buckling in Liner
Figure 3-3-15
Page 3-3-36
Dec 02/2005
MAINTENANCE MANUAL
C91A
Unacceptable Multiple Cracks in Liner
Figure 3-3-16
Page 3-3-37
Dec 02/2005
MAINTENANCE MANUAL
COMBUSTION CHAMBER
LARGE EXIT DUCT
CRACKS OF THIS NATURE ARE

A ACCEPTABLE WITHOUT REPAIR
DETAIL A
C110A
Inspection of Combustion Chamber Large Exit Duct
Figure 3-3-17
Page 3-3-38
Dec 02/2005
MAINTENANCE MANUAL
COMPRESSOR TURBINE BLADE TIP CLEARANCE
25. GENERAL
A. Measure and record the turbine tip clearance at several locations. Average tip clearance
should be between 0.011 and 0.018 inch (REF. NO. 318, Fits & Clearances). Clearances
should be measured with wire or tapered feeler gages. Make sure that the shroud
assembly is centralized.
NOTE: Tip clearance at any one location should not exceed 0.019 inch or be less than
0.008 inch. However, if clearance exceeds 0.018 inch at one location, continue
segments in service provided performance has been satisfactory and top
average clearance (0.018 inch) is not exceeded.
B. If the tip clearances are below 0.008 inch due to a shroud high spot, a maximum of
three segments may be ground locally over a length not exceeding one inch per
segment. For localized grinding use an air drill (or equivalent) with abrasive wheel A54
IBF (or equivalent). When the total length of all high spots exceeds three inches, they must
be ground using shroud Grinder (PWC30122) (Refer to Part 4, Section 4, Repair).
C. Examine the compressor turbine shroud segments for evidence of metal buildup and
cracks. Limits are shown on Figure 3-3-18.
COMPRESSOR AND POWER TURBINE BLADES
26. GENERAL
A. For compressor turbine blade inspection requirements, refer to Table 3-3-3; for power
turbine blade inspection requirements, refer to Table 3-3-4.
Page 3-3-39
Dec 02/2005
MAINTENANCE MANUAL
HEAVY RUB − WHERE FUSION OF METAL FROM

COMPRESSOR TURBINE BLADE SQUEALER TIPS
HAS OCCURRED, GRIND SEGMENT UNTIL FLUSH
WITH CONTOUR. INSPECT COMPRESSOR TURBINE
BLADES FOR 0.008 IN. MINIMUM SQUEALER TIP.
LIGHT TIP RUB OF THIS

NATURE IS ACCEPTABLE
ONE CRACK (THROUGH) PERMITTED IN

EACH COMPRESSOR TURBINE SHROUD SEGMENT
(Pre-SB1147 Engines) C226C

Metal Buildup and Cracks on Shroud Segments
Figure 3-3-18
Page 3-3-40
Dec 02/2005
MAINTENANCE MANUAL
TABLE 3-3-3, Compressor Turbine Blade Inspection

Inspection Maximum Serviceable Maximum Repairable Corrective Action
CORROSION Refer to Paragraphs Not repairable
3. and 26.F.
BLADE SHIFT Protrusion of blade Not repairable. See NOTE 1.
root beyond disk rim
must not exceed
0.005 inch on either
side of disk. If blade
shift is between 0.005
and 0.060 inch,
further serviceability
of the disk will be
determined at an
overhaul facility. Blade
shift in excess of
0.060 inch will result
in discarding of the
disk.
CIRCUMFERENTIAL Max. 0.030 inch Not repairable. See NOTE 1.
MOVEMENT acceptable
at blade tip
SQUEALER Minimum squealer tip Not repairable. See NOTE 1.
TIP RUB height 0.008 inch.
AREA A
Nicks, dents and pits Three 0.005 inch Not repairable. See NOTE 1.
deep
per blade.
Cracks Not acceptable Not repairable. See NOTE 2.
AREA B (FILLET)
Nicks, dents and pits One 0.005 inch deep Not repairable. Ref. NOTE 1
per blade.
Cracks Not acceptable Not repairable. Ref. NOTE 2
LEADING AND
TRAILING
EDGES
Nicks, dents and pits One 0.020 inch deep Not repairable. Ref. NOTE 1
per blade.
Cracks Not acceptable Not repairable. Ref. NOTE 2
LEADING EDGE TIP
EROSION AND
BURNING
Erosion (Ref. Fig. 3-3-19) Not repairable Ref. NOTE 1
Page 3-3-41
Dec 02/2005
MAINTENANCE MANUAL
TABLE 3-3-3, Compressor Turbine Blade Inspection (Cont’d)

Burning The entire set of Not repairable Ref. NOTE 1
Compressor Turbine
blades must be
scrapped if a
compressor turbine
vane ring inspection
reveals that vane
trailing edge burning
has resulted in loss of
airfoil area of
0.125 sq.in. or more,
on any one vane and
burnt area can be
seen from the leading
edge of vane ring
when viewed parallel
to engines
longitudinal axis.
NOTE: 1. Send bladed disk assembly to an approved overhaul facility.
NOTE: 2. If any blade is found cracked, return turbine assembly to an approved overhaul facility
for replacement of complete set of blades.
TABLE 3-3-4, Power Turbine Blade Inspection

BLADE SHIFT Protrusion of blade root beyond Not repairable. See NOTE 1.
disk rim must not exceed 0.005
inch on either side of disk.
BLADE LOOSENESS
Circumferential 0.030 inch Not repairable. See NOTE 1.
movement
Axial Not acceptable Not repairable. See NOTE 1.
movement
AREA A
Nicks, dents and pits Three 0.003 inch deep Not repairable. None
Cracks Not acceptable Not repairable. See NOTE 1.
AREA B
Nicks, dents and pits One 0.010 inch deep One 0.020 inch deep Blend
Cracks Not acceptable Not repairable Ref. NOTE 1
Page 3-3-42
Dec 02/2005
MAINTENANCE MANUAL
TABLE 3-3-4, Power Turbine Blade Inspection (Cont’d)

LEADING AND
TRAILING
EDGES
Nicks, dents and pits One 0.010 inch deep Not repairable. None
Cracks Not acceptable Not repairable Ref. NOTE 1
NOTE: 1. Send bladed disk assembly to an approved overhaul facility.
NOTE: Cracks may not extend beyond coating depth. When after stripping coating,
cracks do not extend into the base metal, blade may be considered serviceable.
Other normal inspection criteria must be applied.
B. Examine compressor turbine airfoil surfaces, particularly concave surface, for loss of
coating, up to 25 percent is permissible, and/or corrosion using 10-power magnification.
Assess stage of deterioration and accept or reject bladed disk as follows:
Stage 1 - Initial Coating Deterioration (Sulfidation)
C. Evidenced by slight color change of part of coating area. May be rust colored or dark
gray. If coating has deteriorated but is probably still intact, blades are considered
acceptable for further service.
Stage 2 - Initial Corrosion
D. Evidenced by apparent rise of sulfidated coating over surrounding surface, with small,
scattered blisters appearing in coating. Corrosion of base material has started.
Acceptance or rejection of disk is at discretion of operator based on previous experience.
If blades are to remain in service, operators must increase existing desalination
washes and schedule regular borescope inspection of blades every 200 hours.
Stage 3 - Advanced Corrosion
E. Evidenced by clusters of ruptered blisters exposing bare material. Craters so formed

progressively deepen and crater surfaces darken with glazed appearance. Ship disk
assembly to an approved overhaul facility for blade replacement.
Stage 4 - Severe Corrosion
F. Deep penetration with large ruptured blisters exposing large areas of bare metal. Failure
is very likely due to structural loss. Ship disk assembly to an approved overhaul facility
for blade replacement.
COMPRESSOR AND POWER TURBINE VANES
27. GENERAL
A. For inspection requirements on compressor turbine and power turbine vanes, refer to
Table 3-3-5 (PT6A-6, -6A, -6B and PT6A-20 (Pre-SB1061 engines) and Table 3-3-6
(PT6A-20 (Post-SB1061) and all PT6A-20A engines).
Page 3-3-43
Dec 02/2005
MAINTENANCE MANUAL
0.100 0.100 0.200
❉
TRAILING LEADING
EDGE EDGE
LEADING
EDGE
A
0.100 PROVIDED ENGINE

❉
PERFORMANCE IS
SATISFACTORY
FILLET
AREA B TIP RADIUS
EROSION LIMITS
BLADES HAVING THINNED OR FEATHERED LEADING EDGES DUE TO EROSION

ARE NOT ACCEPTABLE
C3112E
Compressor Turbine Blade Inspection
Figure 3-3-19
Page 3-3-44
Dec 02/2005
MAINTENANCE MANUAL
UNACCEPTABLE CRACKED
BEYOND LIMITS
ACCEPTABLE
(Pre-SB1061 Engines) C334B

Compressor Turbine Vanes (All Models) and Individual Power Turbine Vanes
Figure 3-3-20
Page 3-3-45
Dec 02/2005
MAINTENANCE MANUAL
TABLE 3-3-5, Inspection of Compressor Turbine Vanes (All Engines) and Individual Power
Turbine Vanes (Pre-SB1061 PT6A-20 Engines only)
Inspection Max. Serviceable Max. Repairable Action
COMPRESSOR
TURBINE VANES
Loss of coating 0.300 inch square on Not repairable Replace *
any airfoil surface at maintenance level
Parent metal erosion 0.010 inch deep on Not repairable Replace with new
any vane of same class
airfoil surface
Trailing edge cracks Multiple hairline Not repairable Replace *
cracks not exceeding at maintenance level
0.100 inch long
Not more than five Not repairable Replace *
cracks at maintenance level
per vane, which
exceed
0.185 inch long.
Erosion and When a compressor Not repairable Replace with new
burning turbine vane ring vane of same class
inspection reveals
that vane trailing edge
burning has resulted
in loss of airfoil area,
of 0.125 sq.in. (i.e.,
average length times
average width equals
or exceeds
0.125 sq.in.) or more,
on any one vane and
burnt area can be
seen from the leading
edge of the vane ring
when viewed parallel
to the engine
longitudinal axis, the
entire set of
compressor turbine
blades must be
scrapped.
* Ship power section/turbine disks to an approved overhaul facility.
POWER TURBINE
VANES
Erosion or 0.020 inch 0.020 Blend power turbine
chipping of leading vanes to a smooth
or trailing edges contour
Page 3-3-46
Dec 02/2005
MAINTENANCE MANUAL
TABLE 3-3-5, Inspection of Compressor Turbine Vanes (All Engines) and Individual Power
Turbine Vanes (Pre-SB1061 PT6A-20 Engines only) (Cont’d)
Airfoil surface 0.125 inch square by Not repairable Replace with new
erosion or 0.010 inch deep on vane
pitting any of same class
vane
Cracks Not repairable Not repairable Replace with new
vane
of same class
NOTE: 1. Cracks longer than 0.125 in. must be separated by at least 0.100 in.
NOTE: 2. Cracks must not be open in excess of 0.020 in.
NOTE: 3. Classification, replace vane ring with same class within + 0.03. If vane class
unknown, refer to last test cell run matching figures in log book or contact P&WC
Customer Support.
TABLE 3-3-6, Power Turbine Vane Ring Inspection (PT6A-20 Post-SB1061 and all PT6A-20A
Engines)
CRACKS
Leading and/or 0.400 inch long on Not repairable Return power turbine
trailing edges any number of vanes at maintenance level vane ring to an
any airfoil surface. overhaul
facility for possible
repair.
Outer ring 0.600 inch long Not repairable Return power turbine
at maintenance level vane ring to an
overhaul
facility for possible
repair.
Inner ring One crack through Not repairable Return power turbine
entire at maintenance level vane ring to an
length is acceptable overhaul
provided crack facility for possible
is not open more than repair.
0.020 inch
EROSION OR
PITTING
Page 3-3-47
Dec 02/2005
MAINTENANCE MANUAL
Engines) (Cont’d)
Airfoil 0.250 square inch by Not repairable Replace assembly
surfaces 0.010 inch deep on with
any one same class
vane for any number
of vanes
INTERSTAGE
BAFFLE
Retaining rivets Replace rivets as
for security necessary
INTERSTAGE
BAFFLE SEALING
RING(S)
FRETTING WEAR
Inside diameter Acceptable provided Not repairable Replace
end
faces of ring do not
meet when ring
is installed in seating
location
over compressor
turbine shroud
housing
Page 3-3-48
Dec 02/2005
MAINTENANCE MANUAL
Engines) (Cont’d)
Sealing face Acceptable provided Not repairable Replace with new
face vane
shows witness of of same class
contact
around complete
circumference
when checked against
true flat surface.
Install original or new
ring(s) individually in
correct location and
orientation
on compressor
turbine shroud
housing.
Check gap between
ring and
housing sealing
diameter, maximum
acceptable gap in
free state is 0.002
inch over not more
than
120 degrees of arc,
remaining area to be
light tight.
Reject ring and/or
housing if this
limit is exceeded
POWER TURBINE
STATOR HOUSING
FRETTING WEAR
LUGS Acceptable providing Not repairable Replace
minimum lug width of
0.190 inch is
maintained
Sealing face Acceptable providing Not repairable Replace
face shows witness of
contact around
complete
circumference when
checked against
sealing ring
Page 3-3-49
Dec 02/2005
MAINTENANCE MANUAL
Engines) (Cont’d)
NOTE: 1. Light stoning of ring inside diameter and compressor turbine shroud housing sealing
surface to remove localized high spots is acceptable
NOTE: 2. Replace vane ring and interstage baffle assembly with same class or +0.1. For vane
ring classification, refer to IPC.
COMPRESSOR BLADES (FIRST STAGE)
28. GENERAL
A. If, after troubleshooting, it is necessary to inspect the first stage compressor blades,
inspect them for acceptable or unacceptable blade damage as detailed in Paragraphs
29. and 31. Damage limits to first stage compressor blades are based primarily on
structural integrity considerations. In assessing damage, it should be remembered
that continued operation with a large percentage of blades damaged or eroded to
maximum or near maximum acceptable limits may result in decreased compressor and
engine efficiency. Due to restricted areas, and difficulty in accomplishing proper
blending repairs, the damage and erosion limits in Paragraphs 30. to 32., are considered
acceptable without repair.
29. DAMAGE LIMITS - NARROW CHORD (Pre-SB1094 ENGINES)
A. Procedure
(1) Inspect compressor first stage, narrow chord blades for damage as follows: (Ref.
Fig. 3-3-21).
(a) Multiple superficial leading edge nicks, 0.010 inch maximum depth on any
number of blades.
(b) Leading or trailing edge dents 0.030 inch deep by 0.040 inch long. Four dents
per blade on either leading or trailing edge on any number of blades.
NOTE: A dent is considered to be an indentation caused by impact in which

the parent metal has been displaced.
(c) Leading or trailing edge tip curl without presence of tearing. Maximum
allowable deformation 0.050 inch on one edge, six blades only.
(d) Leading or trailing edge nicks 0.020 inch maximum depth. No more than two
nicks on either leading or trailing edge, on any number of blades.
NOTE: A nick is considered to be a sharp surface indentation caused by

impact, resulting in parent metal loss. No cracks permitted.
Page 3-3-50
Dec 02/2005
MAINTENANCE MANUAL
TIP CURL
DENT (MATERIAL DISPLACED)

NICK (MATERIAL LOSS)
MULTIPLE SUPERFICIAL NICKS
NARROW CHORD
0.050 INCH NO FOREIGN

OBJECT DAMAGE ALLOWABLE
IN ROOT FILLET RADIUS
C600B
Compressor Blades (First Stage - Narrow Chord) - Damage Limits
Figure 3-3-21
Page 3-3-51
Dec 02/2005
MAINTENANCE MANUAL
30. EROSION LIMITS - NARROW CHORD (Pre-SB1094 ENGINES
A. Procedure
(1) Inspect compressor first stage, narrow chord blades as follows (Ref. Fig. 3-3-22):
(a) Use Detail A for comparison.
(b) Acceptable leading edge erosion 0.200 inch maximum material loss (Ref. Detail
B).
(c) Unacceptable leading edge and adjacent airfoil surface erosion (Ref. Detail C).
31. DAMAGE LIMITS - WIDE CHORD (Post-SB1094 AND ALL PT6A-20A ENGINES)
A. Procedure
(1) Inspect compressor first stage, wide chord blades as follows (Ref. Fig. 3-3-23):
CAUTION: NICKS IN LEADING AND TRAILING EDGES BECOME INCREASINGLY

CRITICAL TOWARD THE ROOT OF THE BLADE. DAMAGE IS NOT
PERMITTED WITHIN 0.050 INCH OF THE BLADE ROOT FILLET
RADIUS.
(a) Multiple superficial leading edge nicks 0.050 inch maximum depth on any
number of blades.
(b) Leading or trailing edge dents 0.100 inch deep by 0.100 inch long. Two dents
per blade on either leading or trailing edge on any number of blades.
NOTE: A dent is considered to be an indentation caused by impact in which

the parent metal has been displaced.
(c) Leading or trailing edge tip curl without presence of tearing. Maximum
allowable deformation 0.150 inch on one edge, four blades only.
(d) Leading or trailing edge nicks 0.100 in. max. depth. Two dents maximum per
blade on leading or trailing edge on any number of blades.
NOTE: A nick is considered a sharp surface indentation caused by impact,

resulting in parent metal loss. No cracks permitted.
32. EROSION LIMITS - WIDE CHORD (Post-SB1094 AND ALL PT6A-20A ENGINES)
A. Inspect compressor first stage, wide chord blades for leading edge erosion (Ref. Fig.
3-3-24). Eroded blades are considered acceptable without repair, provided maximum
erosion from leading edge to apex of eroded area does not exceed 0.400 inch.
NOTE: If damage to the first stage compressor blades is acceptable and, following
blending, engine performance remains within acceptable limits, inspection of
the subsequent compressor rotors and stators is not required. Under these
conditions, the engine is considered acceptable for service.
Page 3-3-52
Dec 02/2005
MAINTENANCE MANUAL
0.200
DETAIL A DETAIL B DETAIL C

NARROW CHORD
C613B
Compressor Blades (First Stage - Narrow Chord) - Erosion Limits
Figure 3-3-22
Page 3-3-53
Dec 02/2005
MAINTENANCE MANUAL
LEADING EDGE
TIP CURL
DENT
(MATERIAL DISPLACED) NICK
(MATERIAL LOSS)
WIDE CHORD
0.050 INCH NO FOREIGN OBJECT

DAMAGE ALLOWABLE IN ROOT
FILLET RADIUS
C935
Compressor Blades (First Stage - Wide Chord) - Damage Limits
Figure 3-3-23
Page 3-3-54
Dec 02/2005
MAINTENANCE MANUAL
0.400 MAXIMUM MATERIAL

LOSS FROM EROSION
LEADING EDGE
WIDE CHORD
C936A
Compressor Blades (First Stage - Wide Chord) - Erosion Limits
Figure 3-3-24
Page 3-3-55
Dec 02/2005
MAINTENANCE MANUAL
COMPRESSOR TURBINE VANES
33. INSPECTION
A. Procedure
(1) If any of the vanes exhibit evidence of impact damage, remove inner and outer exit
duct assemblies and inspect the 14 blind rivets (if fitted) in gas generator case for
security and condition (Ref. Fig. 3-3-25). Acceptable conditions without repair are as
follows:
(a) Four adjacent rivet or rivet heads are missing.
(b) Six rivets or rivet heads are missing from total of 14.
(c) A total of eight loose rivets is permissible provided no rivets are missing.
(d) A total of six missing and two loose rivets is maximum acceptable condition.
NOTE: A gap of 0.005 inch (maximum) is acceptable between the rivet head
and the sheet surface as shown on Figure 3-3-25, Detail A, provided
that at least 40% of the rivet head circumference is in contact with
the sheet surface. Should any of the above limiting conditions be
exceeded, new rivets must be installed in accordance with the
instructions contained in Part 4, Section 4, Repair.
TURBINE INLET T4 THERMOCOUPLE HARNESS
34. GENERAL
A. Since the harness is a single integral unit consisting of 24 thermocouples averaged by

means of a bus-bar, the probes cannot be checked separately. The following method of
checking will therefore only uncover circuit malfunctions such as an integral short
circuit, and an open circuit in the harness lead.
A. Procedure
(1) Check the harness at major inspection or when troubleshooting as follows:
(a) Using Turbine Temperature Indicating System Test Set (Barfield TT1000A) or
equivalent, check resistance of internal harness at terminal block. When
measured from each of chromel and alumel posts of terminal block to gas
generator case, the minimum acceptable resistance is 25,000 ohms.

PO Box 527705
Miami, Florida 33152-7705
USA
TEL: 305-871-5629
Page 3-3-56
Dec 02/2005
MAINTENANCE MANUAL
POST−SB1143
RIVET (14)
MARK LETTER SR IN THIS AREA TO A

INDICATE COATED CASE HAS BEEN
STRESS RELIEVED. VIBRO−PEEN
MAXIMUM DEPTH 0.003 INCH.
A
PRE−SB1143
PARTIAL VIEW OF
GAS GENERATOR CASE
C1651B
Inspection of Blind Rivets in Gas Generator Diffuser Area
Figure 3-3-25
Page 3-3-57
Dec 02/2005
MAINTENANCE MANUAL
(b) Check the continuity and loop resistance, measured across the chromel and
alumel posts of the terminal block, using a Barfield TT1000A (or equivalent).
Acceptable loop resistance is 1.26 to 1.54 ohms.
(c) Check the resistance of the harness extension (if fitted) using a Barfield
TT1000A or equivalent. When measured from Pin A to Pin B of the connector to
the metal overbraid, resistance must not be less than 25,000 ohms.
NOTE: If several probes are damaged or broken internally, the loop resistance
would not necessarily fall outside the allowable tolerance. Erroneous
temperature indication could occur because of the resultant
unbalance in the harness circuit.
B. Checking
(1) Check suspected probes as follows:
NOTE: This check requires removal of power section and T4 harness (Refer to
Section 2, preceding).
(a) Attach Barfield TT1000A or equivalent to the harness terminal block chromel
and alumel posts.
(b) Heat each probe separately using a soldering iron.
(c) Observe for a positive deflection of uniform polarity on the test set (or on the
cockpit gage) from each probe. The harness should be replaced if it is found
that:
1 Any probe exhibits reversed polarity.
2 Four or more probes are otherwise defective.
T5 THERMOCOUPLE HARNESS, PROBES AND BUS-BAR (PT6A-6/C20, -20, -20A AND -20B
ENGINES)
36. GENERAL
A. The installed T5 temperature sensing system may be considered as a single unit. On

Pre-SB1073 PT6A-6/C20, -20 and -20B engines, the assembly comprises a number of
thermocouple probes (SB1212, ten probes; Post-SBPost-SB1212, eight probes) and a
wiring harness incorporating an integral terminal block. On Post-SB1073 and PT6A-20A
engines, the assembly comprises a number of thermocouple probes (Pre-SB1212, ten
probes; Post-SB1212, eight probes), a chromel and alumel bus-bar assembly and a
wiring harness incorporating an integral terminal block. The assembly cannot be checked
individually from the exterior. The following method of checking will only reveal circuit
malfunctions.
B. To carry out inspection and functional checks use Turbine Temperature Indicating
System Test Set, Model TT1000A. The inspection and heat response check of probes will
be accomplished with power section removed. (Refer to Section 2, preceding.)
Page 3-3-58
Dec 02/2005
MAINTENANCE MANUAL

PO Box 527705
Miami, Florida 33152-7705
USA
37. INSPECTION
A. Procedure
(1) Check harness, bus-bar and probes for general condition as follows:
(a) With power section removed, inspect harness lead terminals and terminal block
for attachment and signs of damage. Block and terminals may be repaired as
detailed in Part 4, Section 4, Repair.
(b) Post-SB1073: Inspect bus-bar terminal straps for damage (Refer to Part 4,
Section 4, Repair).
(c) Inspect individual probes in the following manner:
1 Check terminal bar of probes for attachment. Reject probe if bar is loose.
2 Disconnect either chromel or alumel terminal from probe using 9⁄32 inch
open-end spanner and an Allen wrench (9⁄64 inch wrench for alumel or 7⁄64
inch wrench for chromel). Isolate strap from terminal bar.
3 Using test set, measure resistance across probe terminals. If resistance is

not within 0.24 to 0.46 ohm, replace probe (Refer to Section 2).
4 Measure resistance between open terminal and stator housing. If

resistance is less than 50,000 ohms, replace probe (Refer to Section 2).
5 Connect bus-bar strap (or harness lead) to probe. Torque screw (Ref.
No. 596, Fits & Clearances) and lockwire (MS9226-02).
(d) Carry out heat response check of each probe (Ref. Par. 38.).
(2) Bus-bar inspection:
(a) Bus-bar insulation resistance must not be less than 5000 ohms.
(b) Check bus-bar for breaks, kinks, damage or loose bracket.
(c) Return defective bus-bar for possible repair to the following P&WC facility:
Pratt & Whitney Canada (Plant 12)

2525 Fernand Lafontaine
Longueuil, Quebec
Canada J4N 1N7
Attention: Accessories Overhaul Shop
TEL: (450) 442-6800
FAX: (450) 442-6807
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A. Procedure
(1) Check T5 temperature sensing system at major inspection and troubleshooting as

follows:
(a) Insulation Resistance Check: Disconnect all leads from terminal block on gas
generator case. Connect leads of test set to each terminal on block, in turn,
and ground (Flange C), and measure harness insulation resistance. As measured
from either chromel or alumel terminal to ground, resistance must not be less
than 5000 ohms.
(b) Continuity and Loop Resistance Check: Using test set, measure resistance
across terminals of terminal block. Resistance must be 0.58 to 0.74 ohms for
Post-SB1073, or 0.3 to 0.5 ohms for Pre-SB1073. If several probes are broken or
damaged, the loop resistance may not necessarily fall out of the acceptable
tolerance. However, erroneous temperature indications could occur due to
resultant unbalance in the harness and bus-bar circuit.
(c) If thermocouple leads fail continuity or resistance test, or are found shorted,
proceed as follows:
1 Heat T5 terminal block for five minutes using heat gun having maximum
heat range of 538°C (1000°F).
2 Let terminal block cool to room temperature.
3 Repeat test in Step (1)(b).
4 If problem persists, repeat Steps (1)(b) and (a).
(d) Probe Heat Response Check: With power section removed, apply heat source,
such as 100-watt soldering iron (to heat probes to 94°C (200°F), but not
exceeding 540°C (1000°F)) to each probe and check for positive temperature
deflection. After checking one probe allow heated probe to cool to room
temperature before proceeding with next probe.
NOTE: When polarity of one of the T5 probes is reversed in a T5 sensing

system, the EMF of reversed polarity cancels out a portion of the total
T5 signal. The amount of reduction depends on the total source
impedances of the probes of each polarity. One probe with reversed
polarity may produce a temperature change of 55.6°C (100°F).
Therefore, when performing a heat response check on a probe, confirm
that output signal is of same polarity with that of the other probes.
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Dec 02/2005
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COMPRESSOR TURBINE SHROUD HOUSING AND INTERSTAGE SEALING RINGS
39. GENERAL
A. Procedure
(1) Sealing area between compressor and power turbines is critical to engine
performance. Check as follows:
(a) Remove interstage sealing ring(s) from power section. Two rings required on
Pre-SB1218 engines and one ring on Post-SB1218 engines.
(b) Install rings on compressor turbine shroud housing and check gap in sealing
rings. If gap is less than 0.030 inch, sealing ring(s) should be replaced and
shroud housing should be inspected for wear, fretting and distortion. If necessary,
housing should be reworked or replaced (refer to Table 3-3-2).
(c) Single ring configuration (Post-SB1218) must have (PRESS) marking facing
rear of engine.
GLOW PLUGS (PRE-SB1429)
40. INSPECTION/FUNCTIONAL CHECK
A. Procedure
(1) Inspect the glow plugs as follows (Ref. Fig. 3-3-26):
(a) Check the element for evidence of carbon build-up. Clean as detailed in Part 2,
Section 3, Cleaning.
(b) Check the element for the presence of fused area. The maximum fused area
must be not more than 1⁄8 inch x 1⁄32 inch in one area only. Plugs with fused
area(s) greater than this limit must be discarded.
(c) Inspect the threads on body of the plugs for condition.
(2) Perform functional check of glow plugs as follows:
(a) Remove glow plugs (Refer to Section 2).
(b) Attach glow plugs to ignition harness.
(c) Switch ignition OFF.
(d) Confirm that glow plug elements attain an acceptable orange-yellow color in
approximately 8 seconds.
(e) Switch ignition OFF.
(f) Secure glow plugs in gas generator case (Refer to Section 2).
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MAINTENANCE MANUAL
C222
Glow Plug Showing Fused Area
Figure 3-3-26
Page 3-3-62
Dec 02/2005
MAINTENANCE MANUAL
SPARK IGNITERS AND SPARK IGNITION SYSTEM (POST-SB1429)
41. INSPECTION
A. Procedure
(1) Inspect spark igniters and ignition exciter after cleaning as detailed in Part 2,
CLEANING:
(a) Inspect exterior cylindrical area of firing end of igniter shell for chafing wear.
Wear is acceptable to a depth of 0.015 inch.
(b) Inspect igniter shell and electrode for erosion (Ref. Fig. 3-3-27 and Table
3-3-7). If erosion equals or exceeds amounts shown, reject spark igniter.
TABLE 3-3-7, Spark Igniter Erosion Limits

P&WC PART NO. VENDOR NAME AND PART NO. DIM. A (IN) DIM. B (IN)
3035102 Champion: CH34055 0.3000 Not Applicable
3031213 Bendix: 10-390667-1 0.3000 Not Applicable
(c) Carry out functional test on acceptable and replacement spark igniters (Ref.
Para. 42.).
(d) Inspect ignition exciter for signs of damage and general condition.
(e) Inspect input and output connectors for damage, paying particular attention to
connector threads for corrosion.
A. Procedure

HIGH. MAKE SURE IGNITION IS SWITCHED OFF AND SYSTEM HAS
BEEN INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING
ANY IGNITION COMPONENTS. ALWAYS DISCONNECT COUPLING
NUTS AT IGNITION EXCITER END FIRST. ALWAYS USE INSULATED
TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH
OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
(1) Perform functional check of spark ignition system as follows:
(a) Switch ignition system OFF.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO

ROTATE WHEN RELEASING COUPLING NUTS.
(b) Disconnect coupling nut of one ignition cable from output connector on ignition
exciter.
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Dec 02/2005
MAINTENANCE MANUAL
CAUTION:
SHOULD AN IGNITER PLUG BE DROPPED, INTERNAL DAMAGE,
POSSIBLY NOT DETECTABLE BY TEST, CAN OCCUR.
RECOMMENDATION IS TO REPLACE THE IGNITER PLUG.
DIM. A
DIM. B
NEW IGNITER ACCEPTABLE WEAR WORN OUT
NOTE: FOR DIMENSIONS A AND B REFER TO TABLE 201.
C174
Spark Igniter Erosion Limits
Figure 3-3-27
Page 3-3-64
Dec 02/2005
MAINTENANCE MANUAL
CAUTION: BEFORE SWITCHING ON IGNITION TO PERFORM OPERATIONAL

CHECK, CARRY OUT A DRY MOTORING RUN (REFER TO PART 2,
SECTION 6, TESTING) TO MAKE SURE THAT NO FUEL REMAINS
IN GAS GENERATOR CASE.
(c) Switch ignition ON.
(d) Listen at gas generator case for snapping sound with frequency of at least one
snap per second. Switch ignition OFF.
(e) Reconnect coupling nut of ignition cable to ignition exciter and remove other
cable coupling nut. Repeat steps (c) and (d).
(f) If snapping sound is not heard on either check, replace ignition exciter (Refer
to Part 3, Section 2, Removal And Installation) and repeat steps (a) through
(e).
(g) If snapping sound is not heard on one check only, replace associated spark
igniter and/or ignition cable (Refer to Part 3, Section 2, Removal And
Installation), and repeat operational check. If spark igniter still fails, replace
ignition exciter.
FUEL MANIFOLD ADAPTER ASSEMBLIES
43. GENERAL
A. Procedure

CAUTION: IF FUEL MANIFOLD ADAPTERS ARE REMOVED, AND ARE NOT TO BE
REINSTALLED IMMEDIATELY, THEY MUST BE PLACED IN A COVERED
CONTAINER TO PREVENT EXPOSURE TO DIRT AND DUST. IF FUEL
NOZZLE TIPS EXHIBIT SIGNS OF CARBON BUILDUP, THEY SHOULD BE
CLEANED. (REFER TO PART 2, CLEANING).
(1) Inspect fuel manifold adapter assemblies as follows:
(a) Remove fuel manifold adapter assemblies (Refer to Section 2).
(b) Remove sheath from each manifold adapter assembly (Refer to Section 2).
(c) Inspect sheaths for fretting wear to a maximum depth of 0.010 inch.
(d) Inspect nozzle sheath for erosion and wear. Eroded areas may be lightly buffed
provided final dome thickness is 0.040 inch minimum.
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Dec 02/2005
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A. Procedure
CAUTION: TO ELIMINATE DANGER OF ELECTROSTATIC DISCHARGE,

CONNECTABLE (15) OF TEST RIG (PWC30506) (1) TO SUITABLE
GROUND POINT.
(1) Perform functional check on fuel manifold adapter assemblies as follows: (See
Figure 3-3-28).
(a) Partially fill container (4) of Test Rig (PWC30506) (1), or equivalent, with clean
fuel.
(b) Carefully insert blanking tube (13) and connecting tube (9) in fuel manifold
adapter (11) and connect hose assembly (7) to connecting tube (9). Tighten
coupling nut securely.
(c) Locate and secure fuel manifold adapter (11) with blanking tube (13) and
connecting tube (9) in Fixture (PWC30521) (12) and position drip tray below
fixture.
NOTE: For the No. 8 fuel manifold inlet adapter, blank off inlet connections
using Plug (PWC30530) or equivalent, prior to locating adapter in
Fixture (PWC30521).
(d) Operate pressure regulating valve (3) gradually until pressure gage (6)
indicates 20.0 psig.
(e) A full conical spray, free of spitting or drooling, should appear at, or below 20.0
psig. An onion formation may or may not appear ( Ref. Fig. 3-3-29).
(f) Adjust pressure regulating valve (3) to increase the fuel pressure to 60 psig.
The volume of spray should increase and be evenly spread about the center
axis of the fuel nozzle orifice.
(g) Spitting or drooling at 20.0 psig, or more than 20% streakiness at 60 psig, is
reason for rejection of fuel nozzle (10).
NOTE: Streakiness is defined as variations of spray quantity indifferent parts

of the spray cone, showing up as darker streaks in the spray.
(h) Remove external carbon deposits on the fuel nozzle by lightly brushing orifice
face, with a brush having either bronze or non-metallic bristles.
NOTE: Brush nozzle only while fuel is flowing through orifice.
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MAINTENANCE MANUAL
(i) Close off air supply (2), by means of pressure regulating valve (3), and allow
pressure gage to decrease to zero.
(j) Uncouple hose assembly (7) from connecting tube (9).
(k) Remove fuel manifold adapter assembly (11) from fixture (12), and withdraw
blanking tube (13) and connecting tube (9).
(l) Replacement fuel nozzles must be pressure tested as detailed in Section 2.
OIL FILTER ELEMENT (POST-SB1038, POST-SB1118 AND ALL PT6A-20A ENGINES)
45. GENERAL
A. Procedure
CAUTION: IN INSTANCES OF ENGINE-GENERATED METAL CONTAMINATION,

THE POSSIBILITY OF RESIDUAL MATTER REMAINING IN PROPELLER
AND AIRFRAME OIL SYSTEMS COULD CONTRIBUTE TO
CONTAMINATION OF NEWLY INSTALLED ENGINE. WHEN AN ENGINE
IS REMOVED DUE TO METAL CONTAMINATION OF THE OIL
SYSTEM, ALL AIRFRAME COMPONENTS ASSOCIATED WITH THE
ENGINE OIL SYSTEM - INCLUDING PROPELLER, PROPELLER
GOVERNORS (WHEN AIRFRAME SUPPLIED), TUBES AND HOSES -
SHOULD BE FLUSHED ACCORDING TO AIRFRAME MANUFACTURER’S
INSTRUCTIONS. AIRFRAME OIL COOLERS SHOULD BE REPLACED.
ENGINE-SUPPLIED OIL-TO-FUEL HEATERS AND GOVERNORS SHOULD
BE RETURNED WITH THE ENGINE.
(1) Any foreign material found on the chip detector or in the main oil filter should be
identified before further inspection/operation (Ref. Part 2, Section 4, Standard
Practices). Inspect oil filter element as follows:
(a) Remove oil filter element (Ref. Part 3, Section 2, Removal And Installation).
(b) If no visible metallic contaminant is evident, proceed as follows:
1 Clean oil filter element (Ref. Part 2, Section 3, Cleaning).
2 Using a 10 power (minimum) magnifying glass, inspect filter element for

blocked passages and broken wires.
3 If dents and/or broken wires are found, the filter element must be replaced.
4 If more than five percent of visible passages are found blocked after
repeated cleaning, element must be sent to an overhaul facility for ultrasonic
cleaning and bubble point testing.
NOTE: Operators requiring further information should contact:
Page 3-3-67
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MAINTENANCE MANUAL
5 6 7
14
NOTE:
MAXIMUM AIR INLET SUPPLY
PRESSURE 100 P.S.I.G.
8
9
15
11
12
10
13
C993E
Fuel Manifold Adapter Assembly - Functional Check
Figure 3-3-28
Page 3-3-68
Dec 02/2005
MAINTENANCE MANUAL
1. Test Rig (PWC30506)

2. Air Supply
3. Pressure Regulating Valve
4. Fuel Container
5. Filter
6. Pressure Gage
7. Hose Assembly
8. Check Valve
9. Connecting Valve
10. Fuel Nozzle
11. Fuel Manifold Adapter
12. Fixture (PWC30521)
13. Blanking Tube
14. Pressure Relief Valve
15. Ground Cable
Pratt & Whitney Canada
Customer Support Department
1000 Marie-Victorin
Longueuil, Quebec
Canada L4G 1A1
(c) When a small amount of visible metallic contaminant is evident, proceed as

follows:
NOTE: In determining filter metal contamination, (Ref. Part 2, Section 4,

Standard Practices, Paragraphs 19, 20 and 21) consideration must be
given to particle/flake size, shape and engine operating history. A
particle is a piece of metal with finite thickness large enough in area
to become entrapped on the main oil filter surface. A flake is a metal
chip having immeasurable thickness but large enough to become
also entrapped on the main oil filter surface. The following should be
used as a guide and not as a specification of engine serviceability.
Examples of possible contaminants are:
Small flakes of non-ferrous metal normally originate from plain
bearings or bushings of babbit, tin, bronze or silver.
Small flakes of ferrous metal normally originate from spalled
anti-friction bearings, gear teeth or fretting.
Slivers of steel normally originate from interference between steel
parts or from heavy scoring.
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MAINTENANCE MANUAL
ACCEPTABLE
GOOD UNIFORM LIGHT STREAKS

SPRAY QUALITY (20%) MAX.
NOT ACCEPTABLE
ONE OR MORE ONE OR MORE SKEWNESS DROOLING SPITTING

HEAVY STREAKS VOIDS
25%
A 20%
FUEL NOZZLE A
THE ADDITION OF THE STREAKS MUST NOT
EXCEED 20% OF THE TOTAL FUEL SPRAY. FUEL SPRAY UNDER VIEW
VIEW A
C67153A
Fuel Nozzle Spray Conditions
Figure 3-3-29
Page 3-3-70
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Fuzz or powdered material is cast iron and originates from the

propeller shaft oil transfer sleeve.It can be assumed that less than 40
small particles of miscellaneous metal, largely non ferrous, can be
discounted. In such cases the filter element should be cleaned and
reinstalled. It must also be considered that new engines, or engines
immediately after extensive shop work, may produce metal
contamination at the oil filter. In such cases normal precautions apply.
(d) If Silver Plating Flakes are found, proceed as follows:
1 If the main oil filter contains a large quantity (15 or more) of silver flakes,
the engine oil system must be flushed (Ref. Part 2, Section 1).
2 If silver flakes greater than 0.080 inch are found in the main oil filter, the
AGB internal scavenge pump screen must be cleaned (Ref. Part 4,
Section 2). The engine oil system must be flushed (Ref. Part 2, Section 1).
3 In both cases after performing the above, the engine may be returned to
service and the oil filter reinspected at the next scheduled inspection (Ref.
Part 3, Table 3-3-1).
(e) White Metal
1 On first discovery, clean oil filter (Ref. Part 2, Section 3, Cleaning) and
recheck after 10 hours.
2 On second discovery of similar amount of metal, clean oil filter, drain and
change engine oil and recheck after 10 hours.
3 On third inspection, if the same amount of white metal continues to be

generated, the engine should be shipped to an overhaul facility for
inspection.
(f) Bronze or Steel
1 On first discovery, if there are less than 40 pieces of steel or bronze, clean
filter (Ref. Part 2, Section 3, Cleaning) and recheck after 5 to 10 hours.
2 On first discovery, if there are more than 40 pieces of steel or bronze, clean
filter, drain and change engine oil. Perform ground run for one hour and
recheck.
a If on recheck after one hour ground run, a greater quantity of steel or

bronze is found, the engine should be shipped to an overhaul facility
for inspection.
b If on recheck after one hour ground run, a smaller quantity of metal is

present, clean filter and recheck after five to 10 hours.
c If recheck after 5 to 10 hours reveals presence of similar quantity of

steel or bronze metal, the engine should be shipped to an overhaul
facility for inspection.
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MAINTENANCE MANUAL
CHIP DETECTOR
46. GENERAL
A. Procedure
CAUTION: IN INSTANCES OF ENGINE-GENERATED METAL CONTAMINATION THE

POSSIBILITY OF RESIDUAL MATTER REMAINING IN PROPELLER AND
AIRFRAME OIL SYSTEMS COULD CONTRIBUTE TO CONTAMINATION
OF NEWLY INSTALLED ENGINE. WHEN AN ENGINE IS REMOVED DUE
TO METAL CONTAMINATION OF THE OIL SYSTEM, ALL AIRFRAME
COMPONENTS ASSOCIATED WITH THE ENGINE OIL SYSTEM -
INCLUDING PROPELLER, PROPELLER GOVERNORS (WHEN
AIRFRAME SUPPLIED), TUBES AND HOSES - SHOULD BE FLUSHED
ACCORDING TO AIRFRAME MANUFACTURER’S INSTRUCTIONS.
AIRFRAME OIL COOLERS SHOULD BE REPLACED. ENGINE-SUPPLIED
OIL-TO-FUEL HEATERS AND GOVERNORS SHOULD BE RETURNED
WITH THE ENGINE.
(1) Any foreign material found on the chip detector or in the main oil filter should be
identified before further inspection/operation (Ref. Part 2, Standard Practices).
Inspect reduction gearbox chip detector, which has indicated electrical continuity as
follows:
(a) Remove chip detector from reduction gearbox.
NOTE: Whenever the chip detector is removed for inspection, the oil filter
should also be inspected as indicated in Paragraph 45.
(b) If only a single chain of magnetic particles bridge the gap across the poles of
the chip detector and the particles consist of small slivers, clean and reinstall
detector.
NOTE: Clean poles of chip detector by wiping with lint-free cloth; discard cloth
after cleaning.
(c) If more than 10 pieces of small, nugget shaped magnetic material are evident
the engine should be shipped to an overhaul facility for inspection.
NOTE: The chip detector can be easily overtightened. Use of a torque wrench
is recommended to avoid overtightening and possible fracture of chip
detector body.
(d) When a small amount of fuzz, made up of powdered material, is evident, clean
detector, reinstall and recheck for continuity after 10 hours.
(e) When powdered fuzz is evident a second time, but the quantity has not
increased, clean detector, reinstall and recheck for continuity after a further 10
hours.
(f) When powdered fuzz is found a third time in similar or greater quantities the
engine should be shipped to an overhaul facility for inspection.
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B. Inspection
(1) Perform detailed inspection of chip detector as follows:
(a) Examine threads for damage. Chase threads as necessary. Replace chip
detector if threads are damaged or crossed.
(b) Examine lacquer witness stripes on detector housing/connector body (P/N

3019373 only). Misaligned stripes are an indication that rotation between
the two parts of the detector has taken place with the possibility of short circuit
between the two poles of the detector and therefore give rise to false
indication. In this condition, reject chip detector.
NOTE: Chip detector P/N 3029199 change letter B and subsequent

incorporates a splined locking arrangement that prevents
movement; therefore it does not require witness stripe identification.
(c) Connect an ohmmeter across detector output terminals and place a suitable
steel bar (keep) across the detector poles. Circuit continuity must exist.
(d) Check security of output terminal pins and condition of potting compound. If
pins are loose or compound is cracked reject detector.
(e) Connect an ohmmeter between shell of detector and each connector pin, in
turn. Insulation resistance must be not less than 5000 ohms.
FUEL PUMP INLET SCREEN AND OUTLET FILTER (POST-SB1155 AND ALL PT6A-20A
ENGINES)
47. GENERAL
A. Procedure
(1) Inspect fuel pump inlet screen and outlet filter as follows:
(a) Remove inlet screen and outlet filter (Ref. Section 2).
(b) Clean inlet screen (Ref. Part 2, Section 3, Cleaning).
(c) Using a 10-power (minimum) magnifying glass, inspect inlet screen for clogged
passages and broken wires. Inspect outlet screen for contamination.
NOTE: It is recommended that the fuel pump outlet filter (disposable type) be
replaced every 600 hours or as service conditions dictate.
(d) If dents or broken wires are found in fuel pump inlet screen, the screen must
be replaced.
B. Inspection
(1) Inspect fuel pump coupling as follows:
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MAINTENANCE MANUAL
CAUTION: IF COTTON SWAB OR SIMILAR DEVICE IS USED FOR THIS

INSPECTION, CARE MUST BE TAKEN TO MAKE SURE THAT NO
FOREIGN MATTER REMAINS IN DRAIN PORT OR ASSOCIATED
FITTINGS AND LINES.
(a) Remove drain line and fitting from pump drain port (Ref. Section 2).
(b) Inspect fuel drain port internal passage wall above drain port threads and
inside diameter of drain port, drain fitting and drain line for evidence of
reddish-brown (iron-oxide) stain. If none evident fuel pump may remain in
service.
CAUTION: DO NOT REMOVE FUEL PUMP COUPLING, REMOVAL MAY CAUSE

CHIPPING OF SPLINES AND/OR LOSS OF CIRCLIP RETENTION.
CIRCLIP ALLOWS VERY LIMITED MOVEMENT OF PUMP
COUPLING.
(c) If reddish-brown (iron-oxide) stain is evident, remove fuel pump (Ref. Section
2) as precautionary measure and proceed as follows:
1 Examine input coupling side area of pump face (See Fig. 3-3-30) for
residue from fretting corrosion (iron-oxide deposit). If none present pump
may remain in service.
2 Evidence of corrosion residue indicates excessive spline wear. Ship fuel

pump to approved overhaul facility.
3 Install original or replacement fuel pump as applicable (Ref. Section 2).
(d) Check for leakage from seal drain port as follows:
1 Coupling drive oil leaks from fuel pump drain should not exceed 3 cc per
hour. If limits are exceeded, replace plain seal on accessory gearbox pad
(Ref. Section 2). If leaks are still present and exceed limits, ship unit for
overhaul.
2 Fuel leaks should not exceed 20 cc per hour. If leakage exceeds limit, ship
fuel pump for overhaul.
NOTE: If limit is exceeded, inspect FCU driveshaft bearing area for fuel
contamination.
48. CURRENT REGULATOR (Pre-SB1429) - IGNITION BALLAST TUBES
A. Procedure
(1) Inspect current regulator ignition ballast tubes as follows:
(a) Inspect base of ballast tubes for cracks. If there is any suspicion of air leakage
into the tube, reject tube.
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DRIVE COUPLING
SEAL DRAIN PORT
AREA TO BE
INSPECTED
C41986
Fuel Pump Coupling Area - Inspection
Figure 3-3-30
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(b) Using turbine temperature indicating test set (Ref. Barfield 2312G-8*) or
equivalent, check for circuit continuity between Pins 2 and 8, and between Pins
3 and 7, of each ballast tube. If no continuity exists in either circuit, reject
ballast tube.
NOTE: Pin numbers on ballast tubes may be identified by reference to the

key on the base. No. 1 pin being the first pin clockwise from the key.
Any or all of Pins 1, 4, 5 and 6 may be missing.
ENGINE UNSCHEDULED INSPECTION
49. GENERAL
A. General
Whenever unusual engine conditions (e.g. overspeed, sudden stoppage, lightning strike
or loss of oil) are experienced, perform unscheduled inspection.
B. Performance Deterioration
(1) Refer to Part 2, Section 7, Troubleshooting.
C. Engine Overspeed
(1) When observed gas generator speed (Ng) exceeds 101.5% but does not exceed
102.6%:
(a) No action required.
(2) When observed gas generator speed (Ng) exceeds 102.6%:
(a) Overhaul engine for Light Overhaul, Engine Overspeed. Indicate Ng observed.
(3) When observed propeller speed (Np) exceeds 100% but does not exceed 110%:
NOTE: For transient conditions, refer to Table 6-2-1 (PT6A-20, -20A, -20B) or
Table 2-6-2 (PT6A-6, -6A, -6B).
(a) No action required.
(4) When observed propeller speed (Np) exceeds 110%:
(a) Overhaul engine or power section for Light Overhaul, Engine Overspeed.
Indicate Np observed.
D. Overtemperature
(1) Check engine/aircraft temperature indicating system. If satisfactory, refer to Fig.

2-6-2 and 2-6-3 for required action.
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E. Overtorque
(1) Check engine/aircraft temperature indicating system. If satisfactory, refer to Fig.

2-6-4 and the following steps for required action.
(2) Carry out the following maintenance action.
(a) If the overtorque is in the shaded area, remove and inspect the RGB chip
detector, strainer and scavenge filter element. If no metallic debris is found,
the power section module can remain in service without further unscheduled
maintenance actions. If either is contaminated with metal, carry out
procedure called up for debris in oil system (Ref. Part 2, Section 7,
Troubleshooting).
(b) If the overtorque is above shaded area in excess of transient, overhaul power
section module for Light Overhaul, Overtorque
(c) Refer to Aircraft Maintenance Manual for related aircraft checks.
F. Immersion in Water
(1) Overhaul engine for Light Overhaul, Immersion in Water.
G. Dropped Engine
(1) Overhaul engine for Light Overhaul, Dropped Engine.
H. Material Ingestion (e.g., ice, stones, etc.)
(1) Check first-stage compressor rotor for foreign object damage (FOD) (Ref. Para.
28.).
(2) Carry out engine performance/ground power check (Ref. Part 2, Sec. 6, Para. 31).
I. Bird Strike/Soft Material Ingestion (e.g., soft rags, plastic bags, etc.)
(1) Remains on inlet screen and first-stage compressor airfoils confirm a bird or
material has passed through the engine and possibly contaminated the gas path and
CT vane cooling air passages. If contamination occurs, hot section components
deteriorate rapidly, increasing the cost of refurbishment. Therefore, operators are
recommended to carry out a hot section inspection (HSI) as soon as possible after a
bird strike or ingestion of soft material is confirmed.
(2) However, if the engine remains in service, carry out the following procedure:
(a) Check first-stage compressor airfoils for FOD and bird remains or soft material
(Ref. Ref. Para. 28.).
(b) Carry out a performance recovery wash (Ref. Part 2, Sec. 3, Para. 17).
(c) Carry out an engine performance/ ground power check (Ref. Part 2, Sec. 3,
Para. 17).
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J. Chip Detector Circuit Completion and/or Debris in Oil Filter
(1) Refer to Part 2, Section 7, Troubleshooting.
K. Propeller Sudden Stoppage or Impact
(1) Propeller sudden stoppage occurs when propeller rotation stops due to contact with
a hard object (e.g., ground, ground service equipment, etc.)
(a) Overhaul power section module for Light Overhaul, Sudden Stoppage
(b) Inspect remainder of engine:
1 Check exterior of gas generator case, engine mounts, inlet case, struts,
accessories, accessory mountings and flanges for cracks and buckling.
2 Remove starter-generator and check mounting pad area on accessory

gearbox for cracks.
3 Rotate compressor turbine and check for unusual noises.
4 If damage is found, overhaul complete engine for Light Overhaul Propeller,

Sudden Stoppage.
5 Remove and overhaul propeller governor for Propeller Sudden Stoppage.
(2) Propeller strike causing blade structural damage propeller spar bent or metallic
blades: propeller blade tip bent (over 1.00 in.) or missing and blade bent).
NOTE: Propeller strike occurs when (1) a rotating propeller hits a stationary object
of (2) a stationary propeller is hit by a moving object, causing blade
damage.
(a) Overhaul power section for Light Overhaul, Overtorque.
(b) Inspect remainder of engine:
1 Check gas generator case for surface damage or distortion.
2 Check flanges for cracks or buckling
3 If any damage is found, overhaul complete engine for Light Overhaul,

Propeller Strike.
Page 3-3-78
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MAINTENANCE MANUAL
L. Propeller strike causing minor blade damage (e.g., delamination, indentation, blade tip
bent slightly, etc.).
(1) Remove main oil filter, strainer and chip detector, and inspect for metallic debris. If
metallic debris is found, refer to Part 2, Section 7, Troubleshooting. If no metallic
debris is found, reinstall oil filter, strainer and chip detector. Then run engine at 80%
torque for 10 minutes, recheck RGB chip detector, oil strainer and main oil filter.
Return engine to service if no metallic debris is found. Check RGB chip detector daily
for one week (approx. 65 hours). Return to standard inspection intervals if no
chip indications occur. If chip detector circuit is completed or metallic debris is found,
refer to Part 2, Section 7, Troubleshooting.
M. Propeller Lightning Strike
(1) If signs of arcing are found on the propeller blades, the propeller shaft and flange
must be checked for magnetism. If the propeller shaft or flange is found magnetized,
overhaul power section for Light Overhaul, Lightning Strike.
(2) Remove and overhaul propeller governor for Lightning Strike.
(3) Procedure:
(a) Check propeller shaft and flange for magnetism with one of the following:
1 Check propeller shaft, especially flange, using a magneto meter residual

to make sure magnetism is within ± 3 gauss or 3 oersted or 2.38 A/cm. If
reading is above ± 3 gauss or 3 oersted or 2.38 A/cm., replace power section.
2 If propeller shaft or flange is not magnetized, remove and inspect main oil
filter, RGB chip detector and oil strainer for metallic debris. If metallic debris
is found, refer to Troubleshooting.
3 If no metallic debris is found, return engine to service. Monitor chip detector

daily for 1 week. Remove main oil filter and inspect after 7 days (approx.
65 flight hours) (Ref. Part 3, Sec. 2, Para. 59).
4 If no metallic debris is found, engine may continue in service with

subsequent inspections carried out as defined in the relevant maintenance
program.
N. Heavy Landing
(1) If engine was subjected to a heavy landing incident, carry out the following checks:
NOTE: A heavy landing is by structural damage to aircraft landing gear, wing span
causing underwing skin buckling and rivet heads missing.
(a) Inspect and if any of the following defects are evident, replace engine:
1 Cracks/distortion of engine skin mounts.
2 Damage to engine structural housings (RGB, Exhaust, Gas Generator,

AGB and Inlet Housing).
Page 3-3-79
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MAINTENANCE MANUAL
3 Check all engine-mounted accessory adapters and/or mounting bosses for

cracks and distortion. Pay special attention to:
a Fuel pump, FCU and associated adapter.
b Starter-generator and associated adapter.
c AC unit or vacuum pump, propeller control and overspeed governor.
d Fuel heater and external oil pump packs.
4 Check the engine accessories specified in Step 3a for security. Rectify as

required.
5 Check the following airframe/engine connections for attachment:

fuel inlet
oil cooler
indicating system
ignition system
air system
fuel oil drains
control linkage
6 Remove main oil filter, strainer and chip detector and inspect for metallic
debris. If metallic debris is found, refer to Part 2, Section 7,
Troubleshooting. If no metallic debris is found, reinstall oil filter, strainer and
chip detector. Then run engine at 80% torque for ten minutes, and
recheck RGB chip detector, oil strainer and main oil filter. If no metallic
debris is found, return the engine to service. Check chip detector daily for
one week. Remove and inspect main oil filter after seven days (approx. 65
hours). If no metallic debris is found, the engine may remain in service
with subsequent inspection carried out as defined in the relevant
maintenance program.
O. Sustained Running at an Oil Temperature Outside Limits
(1) Check aircraft/engine oil temperature indicating system (Ref. Table 2-6-1 (PT6A-20,
-20A, -20B) or Table 2-6-2 (PT6A-6, -6A, -6B). If satisfactory, do the following
maintenance procedure:
(a) Drain and discard oil (Ref. Part 2, Section. 1, Para. 3).
(b) Remove and check oil filter and strainer (Ref. Part 3, Section 2, Para. 59).
(c) Remove and check chip detector(s) (Ref. Part 3, Section 3, Para. 46.).
(d) Rectify cause of high oil temperature (Ref. Part 2, Section 7, Troubleshooting,
Table 2-7-5).
(e) Fill oil system (Ref. Part 2, Sec. 1, Para. 4).
Page 3-3-80
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MAINTENANCE MANUAL
P. Loss of Oil or Oil Pressure or Low Oil
NOTE: Low oil pressure is defined as running the engine with the oil pressure below
the specified limits (Ref. Table 2-6-1 (PT6A-20, -20A, -20B) or Table 2-62
(PT6A-6, -6A, -6B).
(1) If the loss of oil is 6 qt. or more and the oil pressure or torquemeter indication
fluctuated or oil pressure dropped below minimum value:
(a) Check oil pressure and torque indicator system. If correct, and the engine did
not run above 1315 lb.ft., torque with pressure below 85 psi (minimum time
running is permitted to allow flight crew to follow the emergency procedure),
remove main filters, strainer, and chip detector and inspect for metallic debris. If
metallic debris is found, refer to Troubleshooting.
(b) Turn the propeller by hand and listen for unusual noises coming from the
reduction gearbox or PT bearings.
(c) If unusual noises are heard, overhaul power section for Light Overhaul,
Unusual Oil Conditions.
NOTE: 1. Oil pressures below 40 psig are unsafe and require the engine to be
shut down (min. time running permitted to allow flight crew to follow
emergency procedure).
NOTE: 2. If oil pressure fluctuates or drops below the nominal value (i.e., 85
psi), reduce the engine power from the maximum of 1315 lb.ft.
torque. The engine may be kept running provided that the oil pressure
does not fall lower than 40 psig; however, the torque indicating
system will be unreliable at this low pressure (min. time running is
permitted to allow flight crew to follow emergency procedure).
NOTE: 3. The PT blades may rub, immediately after engine shutdown which is
not an indication of distress, providing the rubbing disappears when
the engine cools down.
(d) Turn the compressor rotor. Listen for unusual noises coming from bearings,
seals, gears, compressor and/or CT.
(e) If unusual noises are heard, overhaul gas generator for Light Overhaul,
Unusual Oil Conditions.
(f) Remove main oil filter, strainer and chip detector and inspect for metallic
debris. If metallic debris is found, refer to Part 2, Section 7, Troubleshooting. If no
metallic debris is found, reinstall oil filter, strainer and chip detector. Then run
engine at 80% torque for 10 minutes; re check RGB chip detector, oil strainer and
main oil filter. Return engine to service if no metallic debris is found. Check
RGB chip detector daily for one week (approx. 65 hours). Return to standard
inspection intervals if no chip indications occur. If chip detector circuit is
completed or metallic debris is found, refer to Part 2, Section 7, Troubleshooting.
Page 3-3-81
Dec 02/2005
MAINTENANCE MANUAL
(g) If the engine was kept running above the maximum 1315 lb.ft. torque with an
oil pressure below 85 psi (Ref. Table 1-2-1), check oil pressure and torque
indication systems; if correct, remove and overhaul the engine for low oil
pressure inspection.
(h) If the loss of oil is 6 qt. or more and the engine oil pressure or torquemeter
indication have fluctuated or oil pressure dropped below 40 psi.
NOTE: In case the oil pressure drops below 40 psi, an engine shut down is
required. In single engine installation or emergency, use minimum
power to sustain flight and prepare for emergency landing.
(i) Check oil pressure indicating system. If correct and the engine was kept
running with oil pressure below 40 psi in excess of the time required to carry out
the emergency engine shutdown procedure, overhaul engine for Light
Overhaul, Unusual Oil Conditions.
(j) Remove and overhaul propeller governor for Loss of Oil.
Q. Oil Pressure Follows Throttle
(1) In normal operation, oil pressure indication is stable. Malfunction of pressure relief
valve or oil leakage can cause oil pressure indication to increase as throttle is
advanced or to drop when throttle is retarded.
(a) Check external lines for breaks and leakage. Remove pressure relief valve and
check for scoring, sticking, etc. (Ref. Part 3, Sec. 2, Para. 71).
(b) Remove accessory gearbox. Check oil pump housing for cracks.
(c) Remove oil pressure relief valve and body. Examine body for wear resulting
from relief valve rotation. Replace housing if necessary (Ref. Part 3, Sec. 2,
Para. 71).
R. Contamination by Fire Extinguishing Agents
(1) In case of engine contamination by fire extinguishing agents (foam or powder from
the ground fire fighting equipment), do the following immediately:
(a) Do a dry motoring run (Ref. Part 2, Sec. 6, Para. 26) to blow out residual
deposits.
(b) Wash engine externally (Ref. Part 2, Sec. 3, Para. 19) using fresh water only.
(c) Carry out engine motoring performance recovery wash (Ref. Part 2, Sec. 3, Para.
17) omitting dry motoring run.
(2) Halon fire extinguishing agent from aircraft on board fire extinguishing bottles
(system).
(a) No engine maintenance required.
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MAINTENANCE MANUAL
S. Audible Rubbing, Binding or Scraping
(1) Any unusual (internal) engine noises (e.g. rubbing, scraping and/or squealing, etc.)
warrant immediate investigation. as follows:
(a) Rotate compressor and/or turbine rotors and listen for any undesirable
interference of rotating components with stationary parts.
(2) Compressor rotor audible rubbing, scraping, rapid or abrupt deceleration on

shutdown.
(a) Check for rear accessory case mounted accessory drag.
(b) Check for compressor turbine tip rub (Ref. Part 3, Section 3, Para. 15)
(c) Indications of compressor rub or bearing distress. Overhaul engine for Light
Overhaul. Indicate Compressor Rotor Rub.
(3) Power turbine rotor for rattles, rubbing or scraping. Slow propeller acceleration on
start. Abrupt deceleration on shutdown.
(a) Examine power turbine disk assembly and exhaust area through exhaust ports
for evidence of distress.
(b) If inspection reveals damage, carry out inspection
(c) Slow or stiff propeller rotation. Overhaul power section for Light Overhaul.
Indicate Audible Rubbing.
T. Propeller Windmilling after In-flight Shutdown
(1) With stabilized windmilling Np less than or equal to 20 rpm.
(a) If less than six quarts of oil are required to bring oil level up to MAX on
dipstick, no further action is necessary
(b) If six quarts of oil or more are required to bring oil level up to MAX on dipstick,
refer to Loss of Oil/Oil Pressure.
(2) With an unknown (not recorded) Np or stabilized windmilling Np greater than 20

rpm and related to engine failure (serviceable engine).
(a) Refer to Loss of Oil/Oil Pressure.
(3) With in-flight shutdown attributed to a confirmed engine problem, send engine to an
approved overhaul facility. Indicate reason for removal.
U. Starter-Generator Replacement
(1) If the starter-generator is replaced in order to rectify a reported engine starting or

electrical generation defect, that is suspected as an electrical fault or bearing
distress of the starter-generator, inspect the main oil filter as follows:
Page 3-3-83
Dec 02/2005
MAINTENANCE MANUAL
(a) Do a main oil filter patch check (Ref. Part 2, Section 1). The results of the filter
patch analysis should be reviewed within the next 25 flight hours. If non
allowable debris is found, follow the recommended maintenance actions (Ref.
Part 2, Section 1).
(b) Regardless of the results of the patch analysis, repeat step (a) every 100
hours, for the next 700 flight hours.
(c) If bearing material (AMS 6440/6444 or AMS 6490/649, Ref. Part 2, Section 1)
is found, remove the engine/gas generator module and send to an approved
overhaul facility for repair.
50. ENGINE OVERTEMPERATURE
A. For overtemperature limits and corresponding inspection procedures, refer to Part 2,

Section 6.
51. ENGINE OVERTORQUE
A. For overtorque limits and corrective action, refer to Part 2, Section 6.
52. BORESCOPE
A. General
The borescope is an optical device which enables an operator to perform visual

inspection of hot section areas of PT6A series engines. Access is through ports or
openings created by removal of engine components. Personnel performing borescope
inspection must be fully qualified to do this check and analyze results.
B. Description
(1) The borescope assembly comprises a pattern-controlled rigid Guide Tube

(PWC34910-200), a direct viewing flexible 5 mm fiberscope (PWC34910-100), a light
source, a side viewing adapter and other accessories. A still or video camera
may be used to record engine areas.
(2) Using the borescope, without removal of the engine power section, an operator can
inspect the following:
(a) Compressor turbine blades and shroud segments.
(b) Leading and trailing edges of compressor turbine stator assembly.
(c) Inner and outer vane rings of the compressor turbine stator assembly.
(d) Cooling rings and dome section of the combustion chamber liner.
NOTE: Before using the borescope, study the following procedures, the
borescope assembly and its accessories (Ref. Fig. 3-3-31). it is
considered vulnerable to severe shocks, twisting and pinching. Care
and attention must therefore be used when handling it to prolong
service life.
Page 3-3-84
Dec 02/2005
MAINTENANCE MANUAL
CAMERA AND LENS
CAMERA ADAPTER
EYEPIECE
GUIDE TUBE
HOLDING FIBERSCOPE
FIXTURE WRENCH
FLANGE C
LIGHT SOURCE
C41524
Borescope and Accessories Installed
Figure 3-3-31
Page 3-3-85
Dec 02/2005
MAINTENANCE MANUAL
(3) Light Source
NOTE: Specify power requirements when purchasing borescope.
(a) A halogen lamp is used to provide lighting from either a 110V, 60-Hz or a 220V,
50 Hz power supply.
(b) Remove top cover from light source to replace lamp.
(c) Remove top cover from light source to replace lamp.
(d) Before installing light source refer to manufacturer’s instructions.
C. Removal/Installation
(1) Side Viewing Adapter (Ref. Fig. 3-3-32) .
(2) An adapter (SL-4TP) is used to inspect components located at a nominal 90 degree

angle to fiberscope distal tip. The use of side-viewing adapter will introduce a
reduction in the field of view as compared to the direct viewing field. A ring is installed
to protect distal end when side-viewing adapter is not fitted.
(a) Installation
CAUTION: INSTALL SIDE-VIEWING ADAPTER CAREFULLY. IF NOT

INSTALLED AND TIGHTENED CORRECTLY, ADAPTER COULD
FALL INTO THE ENGINE. OVERTIGHTENING ADAPTER
COULD DAMAGE DISTAL END.
1 Hold fiberscope as close as possible to distal end and remove protective
ring.
2 Hold fiberscope as close as possible to distal end. Install adapter with

indexing slot and lug aligned. Tighten adapter fingertight.
(b) Removal
CAUTION: INSTALL PROTECTIVE RING CAREFULLY. IF NOT INSTALLED

AND TIGHTENED CORRECTLY, RING COULD FALL INTO THE
ENGINE. OVERTIGHTENING RING COULD DAMAGE
DISTAL END.
1 Hold fiberscope as close as possible to distal end and remove side-viewing
adapter.
(3) Camera
(a) A camera may be used with borescope to photograph internal engine

components. It must be equipped with a 50 mm F1.8 lens. Refer to camera
handbook for guidance
1 Installation
Page 3-3-86
Dec 02/2005
MAINTENANCE MANUAL
BORESCOPE DISTAL END
PROTECTIVE RING
DIRECTION OF ROTATION
FOR RING REMOVAL
RING REMOVAL
PRISM BODY
INDEXING LUG
INDEXING SLOT
BORESCOPE DISTAL END
SIDE VIEWING ADAPTER
THREADED RING
DIRECTION OF ROTATION
FOR RING REMOVAL
ADAPTER INSTALLATION
C12191
Side-viewing Adapter - Removal/Installation
Figure 3-3-32
Page 3-3-87
Dec 02/2005
MAINTENANCE MANUAL
CAUTION: DO NOT USE COMPRESSED AIR TO CLEAN CAMERA,

BORESCOPE OR ASSOCIATED EQUIPMENT.
a Clean camera view finder, reflex mirror, focusing screen and 50 mm
lens with lens cleaning tissue and cleaner.
b Install endoscopic focusing screen in camera.
c Install the 50 mm lens.
d Install camera adapter (CAII) on lens.
e Load camera with film (Ref. camera handbook).
f Set camera film speed to suit film and exposure compensation to -2

(Ref. camera handbook).
g Align bayonet slot of adapter and push-install camera on borescope

eyepiece pins.
NOTE: Make sure distal end is not moved when taking photographs.
(b) Removal
1 Turn outer ring of camera adapter to disengage locking mechanism and

remove camera from eyepiece.
2 Remove camera adapter from lens.
3 Remove film from camera and, using a label, add following data:
4 Engine serial number.
5 Date and area of component photographed.
6 Engine operating time or cycles since last overhaul.
7 Reason for borescope inspection (suspected foreign object damage, lower

power, etc.).
(4) Guide Tube (Ref. Fig. 3-3-33)
(a) Installation
1 Remove appropriate fuel manifold adapter(s) (Ref. Part 3, Section 2, Para.

24).
NOTE: The rigid, pattern-controlled guide tube must be inserted freely, no

force must be used.
2 Ease the Guide Tube (PWC34910-200) through manifold adapter port into
the combustion chamber and exit duct zone turning the guide tube
counterclockwise until it achieves a three-quarter turn.
Page 3-3-88
Dec 02/2005
MAINTENANCE MANUAL
FUEL MANIFOLD ADAPTER PORT

FLANGE C
RIGID GUIDE TUBE
POINT OF ENTRY (REF.)
FIBERSCOPE TIP
125 °
VANE RING
DISTAL TIP
RELATION BETWEEN POINT OF ENTRY AND DISTAL TIP
VIEW TOWARD AIR INLET CASE
C41525
Guide Tube Orientation
Figure 3-3-33
Page 3-3-89
Dec 02/2005
MAINTENANCE MANUAL
3 Installed, the guide tube end locates between vanes of compressor turbine
stator, while its supporting flange rests on the adapter boss. Secure flange
to boss.
(b) Removal
1 Loosen knurled screw to release guide tube supporting flange.
2 Withdraw guide tube, turning clockwise.
3 Reinstall manifold adapter(s) (Ref. Part 3, Section 2, Para. 24).
(5) Troubleshooting
(a) The possible sources of, and remedies for, problems encountered when using
borescope are shown in Table 3-3-8.
TABLE 3-3-8, Borescope Troubleshooting

PROBLEM SOURCE REMEDY
Poor illumination Oil or dirt on distal tip, Clean using lens cleaner and
or side viewing adapter tissue.
prism
Light source intensity Set switch to HIGH.
switch set at LOW
Defective lamp Replace lamp
Damaged borescope Return to manufacturer
light tube for repair.
Defective transformer Return to manufacturer
for repair.
Poor definition
Diopter ring not adjusted Adjust to suit eyes.
correctly
Damaged fibers in Return to manufacturer
fiberscope, (seen as for repair.
black dots through viewer)
Poor illumination See previous problem
Fiberscope distal Damaged control wires Return to manufacturer
end does not move for repair.
when control knob is
turned
NOTE: Repairs should be done only by the manufacturer.
(6) Inspection
(a) Compressor Turbine (CT) Blades
Page 3-3-90
Dec 02/2005
MAINTENANCE MANUAL
1 Install guide tube (Ref. Para. C.(4).
2 Clamp holding fixture PWC34913 to flange C (Ref. Fig. 3-3-31).
3 Fasten borescope to holding fixture and connect borescope to light source

(Ref. Fig. 3-3-31).
CAUTION: MAKE SURE ENGINE TEMPERATURE IS BELOW 60°C (140°F).

4 Slowly insert fiberscope into guide tube while looking through eyepiece.
Stop inserting fiberscope immediately distal tip reaches end of guide
tube.
NOTE: Make sure distal tip actuating lever is in neutral position when
installing or removing fiberscope.
5 Remove starter-generator from engine accessory gearbox (Ref. Aircraft

Maintenance Manual).
6 Attach wrench (PWC34941) to splined gearshaft.
7 Loosen knurled knob on holding fixture.
8 Examine CT blade tip, root and airfoil section (Ref. Views A and B, Fig.
3-3-34 and Para. 26., for limits).
CAUTION: MAKE SURE DISTAL TIP OF BORESCOPE IS NOT LOCATED

BETWEEN COMPRESSOR TURBINE BLADES BEFORE
TURNING COMPRESSOR.
9 Continue inspection of CT blades while a second operator, using wrench,
rotates the compressor.
10 Retract fiberscope into guide tube.
11 DELETED
12 Withdraw fiberscope from guide tube.
13 Remove borescope and holding fixture.
14 Remove guide tube (Ref. Para. C.(4).
15 Insert fiberscope through the exhaust duct port.
CAUTION: MAKE SURE THE PROPELLER AND THE POWER TURBINE

DO NOT ROTATE WHILE FIBERSCOPE IS INSERTED
THROUGH THE PT BLADES.
16 Examine the trailing edge of the CT blades while a second operator, using
the wrench, rotates compressor.
17 Carefully remove the fiberscope from the exhaust duct.
Page 3-3-91
Dec 02/2005
MAINTENANCE MANUAL
COMPRESSOR TURBINE BLADE ROOT COMPRESSOR TURBINE BLADE TIP

VIEW A VIEW B
VANE LEADING EDGE VANE TRAILING EDGE

VIEW C VIEW D
COMBUSTION CHAMBER LINER COOLING RING

VIEW E
C27489
Borescope Views
Figure 3-3-34
Page 3-3-92
Dec 02/2005
MAINTENANCE MANUAL
18 Remove wrench from splined gearshaft, and install starter generator (Ref.
Aircraft Maintenance Manual).
(b) CT Stator Assembly
1 Install guide tube (Ref. Para. C.(4).
2 Clamp holding fixture PWC34913 to Flange C (Ref. Fig. 3-3-31).
3 Install borescope to holding fixture and connect light source.
CAUTION: MAKE SURE ENGINE TEMPERATURE IS BELOW 60°C (140°F)

4 Insert fiberscope into guide tube.
NOTE: The use of side viewing adapter may add to inspection capability
(Ref. Para. C.(1).
5 Examine vane leading and trailing edges, inner and outer rings of vane ring
assembly (Ref. Views C and D, Fig. 3-3-34, and Para. 27. for limits).
NOTE: To photograph inspected area refer to paragraph C.(3).
6 Remove borescope and holding fixture.
7 Remove guide tube (Ref. Para. C.(4).
(c) Combustion Chamber Liner Assembly
CAUTION: MAKE SURE ENGINE TEMPERATURE IS BELOW 60°C (140°F).

1 Remove fuel manifold adapters as necessary (Ref. Part 3, Section 2,
Fuel Dump Valve and Fuel Manifold Adapter Assemblies).
2 Clamp holding fixture (PWC34913) to flange C.
3 Insert fiberscope into a fuel manifold adapter port, secure eyepiece to

holding fixture and connect light source.
4 Inspect combustion chamber liner (Ref. View E, Fig. 3-3-34 and Para. 20.
for limits).
5 Remove fiberscope, light source and holding fixture.
6 Install fuel manifold adapters (Ref. Part 3, Section 2, Fuel Dump Valve and
Fuel Manifold Adapter Assemblies).
Page 3-3-93/94
Dec 02/2005

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PART 3 - LINE MAINTENANCE

SECTION 1 - SPECIAL TOOLS

2. REPLACEMENT (Pre-SB1227) 3-2-1

4. REMOVAL - NON-SPLIT TYPE SEAL (Post-SB1227,

SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)

11. REMOVAL 3-2-13

T5 THERMOCOUPLE HARNESS, BUS-BAR AND PROBES (PT6A-20/-20B (POST-SB1073) AND

13. REMOVAL OF HARNESS 3-2-18

17. REMOVAL (Pre-SB1043 ENGINES) 3-2-22

SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)

20. INSTALLATION (Post-SB1043 AND ALL PT6A-20A ENGINES) 3-2-27

21. REMOVAL 3-2-29

T4 TRIM HARNESS (PT6A-6 SERIES ENGINES, POST-SB1198)

23. GENERAL 3-2-31

25. INSTALLATION 3-2-32

27. REMOVAL 3-2-33

29. REMOVAL 3-2-33

SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)

31. FUEL DUMP VALVE AND FUEL MANIFOLD ADAPTER

34. REMOVAL 3-2-49

36. REMOVAL 3-2-49

38. REMOVAL 3-2-51

SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)

PROPELLER GOVERNOR (PT6A-20A AND -20B ENGINES)

40. REMOVAL 3-2-52

42. REMOVAL 3-2-53

44. REMOVAL 3-2-56

A. Procedure - Post-SB1056 and PT6A-20A Engines 3-2-56

WINTERIZED HEAT SHIELD

46. REMOVAL 3-2-56

COMPRESSOR BLEED VALVE

48. REMOVAL 3-2-57

49. REPLACEMENT OF DIAPHRAGM (BLEED VALVE P/N 3022954)

SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)

52. REMOVAL 3-2-64

55. REMOVAL 3-2-69

57. REMOVAL 3-2-72

58. INSTALLATION 3-2-72

SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)

FUEL PUMP INLET SCREEN (VANE-TYPE PUMP) (POST-SB1071 AND POST-SB1112

59. REMOVAL 3-2-72

61. REMOVAL 3-2-74

63. REMOVAL 3-2-76

65. REMOVAL 3-2-76

67. REMOVAL 3-2-78

SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)

68. INSTALLATION 3-2-78

69. GENERAL 3-2-79

76. REMOVAL OF FILTER ELEMENT 3-2-90

79. INSTALLATION OF FILTER HOUSING (Pre-SB1247) 3-2-91

SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)

80. STATIC LEAK CHECK OF FILTER HOUSING (Pre-SB1247) 3-2-91

83. REMOVAL 3-2-95

86. REMOVAL 3-2-97

88. REMOVAL 3-2-100

89. INSTALLATION 3-2-101

SECTION 2 - REMOVAL AND INSTALLATION (Cont’d)