71.00.00 Power Plant - Adjustment - Test

MAINTENANCE MANUAL 71-00-00 - POWER PLANT - ADJUSTMENT/TEST
Manual Part No.3017042 Rev. 52.0 - 15/APR/19
71-00-00
Engine Model(s): MODEL(S)PT6T-3/PT6T-3B/PT6T-3BE/PT6T-3BF/PT6T-3BG
POWER PLANT - ADJUSTMENT/TEST

1. General
A. Use of Procedures
This section contains information for PT6T-3/-3B/-3BE/-3BF/-3BG engine ground running for
checks and adjustment/test procedures to verify integrity of installed/replaced items and to
facilitate troubleshooting. These procedures are applicable solely to Pratt & Whitney Canada
(P&WC) supplied items and do not cover any airframe supplied parts.
For up-to-date technical accuracy for ground running, trim adjustments etc., the procedures
contained in the Power Plant Section of the airframe manufacturer's Flight Manual take
precedence and must be referred to.
Before making any control adjustment/check, engine should be run for ten minutes minimum,
and all parameters stabilized.
B. Symbols
The P&WC symbols designated for the working variables used in the adjustment/test procedures
contained in this section, are defined as follows:
Pamb Ambient pressure

Pt2 Total pressure - compressor inlet
Tt2 Total temperature - compressor inlet
Tt5 Inter-turbine temperature
Wf Fuel flow
Ng Gas generator rpm
Nf Power turbine rpm
C. Ground Safety Precautions
WARNING: AT TAKEOFF POWER, THE EXHAUST STREAM MAY PICK UP AND THROW
LOOSE DIRT, GRAVEL AND OTHER DEBRIS OVER A CONSIDERABLE
DISTANCE. PRECAUTIONS MUST BE TAKEN DURING ENGINE RUNNING TO
AVOID INJURY TO PERSONNEL AND DAMAGE TO PROPERTY.
OCCASIONALLY, DURING POWER SECTION STARTING, EXCESS FUEL
ACCUMULATES IN EXHAUST DUCT WHICH WHEN IGNITED CAUSES LONG
FLAMES TO BE EMITTED FROM THE EXHAUST. PERSONNEL MUST ENSURE
THAT THE RUN UP AREA IS CLEAR OF INFLAMMABLE MATERIALS AND
GROUND EQUIPMENT.
WARNING: CARBON MONOXIDE CONTENT OF EXHAUST GASES IS RELATIVELY LOW.

HOWEVER OTHER GASES ARE PRESENT WHICH HAVE A DISAGREEABLE
ODOR AND AN IRRITATING EFFECT ON SKIN TISSUE. EXPOSURE
USUALLY RESULTS IN WATERING OF THE EYES ACCOMPANIED BY A
BURNING SENSATION. LESS NOTICEABLE, BUT EQUALLY AS HAZARDOUS
IS THE DANGER OF RESPIRATORY IRRITATION. FOR BOTH OF THESE
REASONS, EXPOSURE TO EXHAUST GASES SHOULD BE AVOIDED,
PARTICULARLY IN CONFINED SPACES.
WARNING: AFTER POWER SECTION OPERATION, SUFFICIENT TIME MUST BE

ALLOWED FOR COOL DOWN BEFORE INSPECTING OR WORKING IN THE
EXHAUST CASE AREA.
Export Classification: ECCN=Contains 1025% 9E991;ECL=NSR Page 1

Printed on 14/JUN/19 P&WC Proprietary – subject to restrictions in Technical Data Agreement
WARNING: ALL JET FUELS AND LUBRICATING OILS HAVE AN INJURIOUS EFFECT ON
THE SKIN. PRECAUTIONS MUST BE TAKEN TO AVOID CONTACT AS MUCH
AS POSSIBLE.
CAUTION: POWER SECTION COMPRESSOR INLET CASES ARE DESIGNED FOR

RELATIVELY LOW INTAKE AIR VELOCITY. NEVERTHELESS THE
IMMEDIATE AREA OF THE INLETS MUST BE FREE FROM LOOSE
OBJECTS, SAND, GRIT, RAGS AND SPILLED FLUIDS WHICH COULD
PASS THROUGH THE INLET SCREENS AND CONTAMINATE OR DAMAGE
COMPRESSOR BLADES.
(1) The preceding WARNINGS and CAUTIONS shall be
observed.
(2) The use of turbine-powered aircraft makes it necessary to improve existing ground safety
precautions. To prevent injury to personnel and damage to property, handling and working
procedures must be suitably modified depending on installations. When handling or working
on turbine-powered aircraft, not only must the areas with rotating components be avoided,
but allowances must also be made for the hot, high velocity exhaust gases discharged from
the exhaust nozzles (Ref. Fig. 501)

Figure 501 Exhaust Danger Area - Typical
c3042

D. Environmental Conditions
(1) Ambient Conditions
CAUTION: WHEN STARTING AN ENGINE THAT HAS BEEN EXPOSED TO LOW

AMBIENT TEMPERATURES, FUEL AND OIL PRESSURES MUST BE
CAREFULLY OBSERVED. LACK OF, OR BELOW NORMAL PRESSURE
INDICATIONS ARE CAUSE FOR IMMEDIATE SHUTDOWN.
Engine performance is greatly affected by surrounding atmospheric conditions, so it is

essential that accurate values of barometric pressure (not corrected to sea level) and
ambient temperature in the immediate area at the time of testing be obtained.
Furthermore, it is highly desirable that power section trimming and performance checks be
carried out with low wind velocity, and with the intake facing the wind.
(2) Cold Weather
CAUTION: FUEL DRAINING FROM AFFECTED COMPONENTS AFTER APPLYING

HEAT FOR SEVERAL MINUTES DOES NOT NECESSARILY MEAN THAT
ALL ICE HAS MELTED. LUMPS MAY STILL REMAIN AS A SERIOUS
HAZARD. HEATING MUST BE CONTINUED FOR A SHORT TIME AFTER
FUEL BEGINS TO FLOW AND DRAINED FUEL INSPECTED UNTIL IT IS
EVIDENT THAT ALL WATER HAS BEEN REMOVED.
As temperature drops, water becomes less soluble in fuel, with the result that water and
fuel separate, and water seeks the lowest point in the fuel system or accessory. If
temperature drops sufficiently, water freezes in the fuel and forms tiny needle-shaped
crystals which may impinge on strainers and restrict fuel flow. In extreme cases fuel flow
may be blocked entirely. This condition is evidenced by a drop in fuel pressure to the power
section. The remedy for this condition is to apply heat to affected components.
In cold weather, it is most important that all fuel pumps and strainers be thoroughly
inspected prior to flight. As long a fuel flows freely from drains in tank and strainers, it can
be assumed that the system is free of ice. Any indication of restricted flow is cause for heat
application. Collect all drainage in a clear container, and inspect for water globules in the
fuel.
A similar condition may exist in lubrication systems, with water coming from condensation
in oil tanks or power section casings.
(3) Precipitation
Performance checks and engine adjustments should not be attempted in moderate to heavy
precipitation. Water, snow or ice entering engine inlets causes changes in power output
proportional to the amount entering the affected power section. Power output changes are
minor, but not insignificant. Freezing rain and slushy snow have the same effect on power
output, and may cling to inlet ducts and screens and upset air flow to the affected power
section.
NOTE: Icing of the governor air pressure tube assembly may occur when operating at or
near the freezing point. This will prevent the normal operation of the free turbine
governor, which may result in an overspeed of the power section. Heated governor
air pressure tube (Post-SB5080) will prevent icing.
E. Fuel
It is recommended that testing be carried out with the same fuel as is used in service (Ref.
SB5144).
F. Instruments
Testing procedures described depend, for their effectiveness, on the accuracy of cockpit
instrumentation. Instruments should be calibrated frequently to ensure continued accuracy
within the following limits:

Ambient temperature ±1°F

Ambient pressure ±0.05" Hg
Ng and Nf rpm ± 0.5%
Tt5 temperature ± 5°C (9°F) (system accuracy)
Torquemeter ± 7 lb.ft. (system accuracy)
2. Ground Operating Limits

The ground operating limits for each power section are as shown in Table 501 (PT6T-3) or Table
502 (PT6T-3B/-3BE/-3BF/-3BG).
Limits quoted apply for Standard Day Conditions unless otherwise stated.
If during testing procedures, overtemperature, overspeed or overtorque conditions occur, refer to
Special Condition Inspection Procedures (Ref. 72-00-00, INSPECTION/CHECK) for the applicable
action to be taken.
NOTE: 1. Overtemperatures are usually preceded by an excessively rapid rise in fuel flow,
compressor speed and inter-turbine temperature. Most commonly they are caused by
excessive fuel in the combustion area prior to light-up. Several momentary high
overtemperatures affect power section life just as seriously as a single prolonged lower
overtemperature.
NOTE: 2. Serious damage to power sections occurs sooner at higher temperatures. When an
overtemperature has occurred, or is anticipated, carry out a normal power section
shutdown. Avoid an emergency shutdown, unless it appears that continued operation will
result in greater damage than is normally associated with an overtemperature.
NOTE: 3. For approved oils and fuels refer to SB5001 and SB5144 respectively.
3. Ground Testing Procedures
NOTE: For complete operating parameters refer to airframe manufacturer's Flight Manual
A. General
The object of ground testing is to test an engine for mechanical soundness and to ensure that
applicable ground operating parameters are within limits.
To eliminate unnecessary ground running and thus conserve fuel, ground testing procedures are
divided into the fourteen checks detailed in Para. C.through P.. These checks are not intended to
be carried out as routine periodic checks on an engine but as required in the following cases:
- After component repair or replacement, in accordance with the sequence shown in Table
503.
- Whenever required as part of troubleshooting (Ref. 72-00-00, FAULT ISOLATION).
- As specified by the Aircraft Manufacturer.
- At the discretion of the operator.
Table 501 Ground Operating Limits - PT6T-3 Engines
Operating NOM Max Gas Output Power Oil Oil

Conditions Obs Generator Shaft Turbine Pressure Temperature
(6) (7) Speed Speed Speed (PSIG) (°C) (8)
(4)
ITT ITT Ng Ns Nf P/S RGB P/S RGB

°C °C RPM RPM (3) (3)
No Load 450 600 24500 6798 103% 40 40 -54 to -54 to

(64.2%) (1) min. min + 115 + 115

Operating NOM Max Gas Output Power Oil Oil

Conditions Obs Generator Shaft Turbine Pressure Temperature
(6) (7) Speed Speed Speed (PSIG) (°C) (8)
(4)
(5)
Starting 870 1090 -54 -54

(2) Min. Min
(3) (3)
NOTE: 1. The output speed is limited to 6798 rpm (103%) at NO LOAD condition.
Transient overspeed (103%<Nf<=110%) is limited to 10 seconds.
NOTE: 2. This value is time-limited (Ref. 72-00-00, INSPECTION/CHECK).
NOTE: 3. Minimum oil temperature for starting is -40°C (-40°F) for 5 C/S (Type II)
oil and -53.9°C (-65°F) for 3 C/S (Type I) oil.
NOTE: 4. These pressure limits apply to normal operating temperatures. During

extremely cold starts, oil pressure may reach 300 psi.
NOTE: 5. This limit is the minimum oil pressure at 4400 rpm (Ns).
NOTE: 6. Engine inlet condition limits for engine operation:

Temperature: -53.9°C (-65°F) to 57.3°C (135°F)
Altitude: sea level to 20,000 ft. (temperature lapse rate of 2 °C (3.6°F) per 1000 ft.
assumed).
NOTE: 7. Fuel viscosity limit for cold starting is 12 centistokes maximum.
NOTE: 8. For operating conditions with ambient temperatures more than 43 °C (110
°F), the maximum permitted oil temperature is 120 °C (248 °F). If more than
the limits, do an inspection (Ref. 72-00-00, INSPECTION/CHECK).
Table 502 Ground Operating Limits - PT6T-3B/-3BE/-3BF/-3BG Engines
Operating Max Gas Output Oil Oil

Conditions Obs Generator Shaft Pressure Temperature
(6) (7) Speed (PSIG) (°C)
(4)
ITT °C Ng Ns P/S RGB P/S (3) RGB (3)

RPM RPM
No Load 600 24500 6930 40 40 min -54 to + -54 to +

(64.3%) (1) min. (5) 115 115
Starting 1090 -54 Min. -54 Min (3)

(2) (3)
NOTE: 1. The output speed is limited to 6930 rpm (105%) at NO LOAD condition.
Transient overspeed (105%<Nf<=110%) is limited to 10 seconds.
NOTE: 2.This value is time-limited (Ref. 72-00-00, INSPECTION/CHECK).

Operating Max Gas Output Oil Oil

Conditions Obs Generator Shaft Pressure Temperature
(6) (7) Speed (PSIG) (°C)
(4)
NOTE: 3. Minimum oil temperature for starting is -40°C (-40°F) for 5 C/S (Type II)
oil and -53.9°C (-65°F) for 3 C/S (Type I) oil.
NOTE: 4. These pressure limits apply to normal operating temperatures. During

extremely cold starts, oil pressure may reach 300 psi.
NOTE: 5. This limit is the minimum oil pressure at 4400 rpm (Ns).
NOTE: 6. Engine inlet condition limits for engine operation:

Temperature: -54°C (-65°F) to 57.5°C (135°F)
Altitude: sea level to 20,000 ft.
NOTE: 7. For operating conditions with ambient temperatures more than 43 °C (110
°F), the maximum permitted oil temperature is 120 °C (248 °F). If more than
the limits, do an inspection (Ref. 72-00-00, INSPECTION/CHECK).
NOTE: 8. Fuel viscosity limit for cold starting is 12 centistokes maximum.
Table 503 Checks after Component Repair or Replacement
COMPONENT REPLACED CHECKS REQUIRED

(PARA. REF. NO.)
Power Section 3.C., D., E.*, F., G., H., I., J., M., N., P.
Reduction Gearbox 3.E.*, G., H., J.,K. or L., N., P.
T5 Temperature Compensator 3.F.
Automatic Fuel Control Unit (AFCU) 3.C., D., E.*, G., H., I., J., M., N., P.
Manual Fuel Control Unit (MFCU) 3.C., D., G., H., I., P. (Ref. NOTE 2)
Fuel Pump 3.C., D., G., H., I., J., M., N., P.
Power Turbine (NF) Governor 3.E.*, G., H., J., M., P.
Ignition Exciter 3.G., H., P.
Torque Control Unit 3.E.*, G., H., K. or L., M., P.
Flow Divider and Dump Valve 3.C., D., G., H., M., P.
Oil-to-Fuel Heater 3.G., H., M., P.
Compressor Bleed Valve 3. H., M., P.Q.
NOTE: 1. Where marked with an asterisk (*) , Pneumatic system pressure test (Para.
3.E.) should only be carried out if an air leak is suspected.
NOTE: 2. Checks 3. C. D. and H. on manual fuel control unit must be carried out in
manual mode.
Table 504 Ground Testing- Definition and Location

Paragraph Check Paragraph Check
3.C. Wet Motoring Run 3.J., Power Turbine

(Nf) Governors
3.D. Dry Motoring Run 3.K. Torque Control Unit

(PT6T-3 and
PT6T-3B/-3BF)
3.E. Pneumatic System Pressure

Test
3.F. Tt5 Temperature Compensator 3.M. Performance/

Verification Power Assurance
3.G. Pre-start Checks 3.N. Acceleration Check
3.H. Starting 3.O. Deceleration Check
3.I. Max. Ng. and Manual 3.P. Shutdown

Automatic Interconnect
Linkage Adjustment
3.Q. Bleed Valve Closing Point
B. Equipment Required (Ref. Table 505)

(1) The equipment required for ground testing as follows:
Table 505 Ground Testing - Equipment Required
ITEM NO. PART NO./SPECIFICATION NOMENCLATURE/

PROCEDURE
Special Tools
(PWC32821) SLAVE STOP
(PWC70797) Adapter, P3 Leak Check
CONSUMABLE (Ref. CONSUMABLE MATERIALS)

MATERIALS
WARNING: READ MATERIAL SAFETY DATA SHEETS BEFORE USING THESE

PRODUCTS
(PWC09-002A) MIL-S-22473 Loctite, Grade H or 222
(PWC05-007) Leak-Tec 372 Leak Checking Fluid
C. Wet Motoring Run

(1) Twist-grip - FUEL CUT-
OFF.
(2) Pull ignition circuit
breaker.
(3) Fuel Control Selector Switch -
AUTOMATIC.
(4) Fuel Shut-Off Valve -
OPEN.
(5) Fuel Boost Pump Switch - ON. Check fuel

pressure.
(6) Starter Switch -
ON.
WARNING: IF THERE ARE ANY INDICATIONS OF A FIRE AT THIS POINT, CLOSE THE
FUEL SHUT-OFF VALVE AND CONTINUE MOTORING RUN.
(7) When Ng reaches 12%, set twist-grip to
IDLE.
(8) Maintain starter operation for the required duration (Approx. 15
seconds).
NOTE: Observe starter limits (Ref. Aircraft Flight Manual).
(9) Check for fuel
leaks.
(10)Twist-grip - FUEL CUT-OFF.
(11)Starter Switch - OFF.
(12)Check that dump valves and gas generator drain valves operate correctly by observing
overboard drain.
(13)Fuel Boost Pump Switch - OFF.
(14)Fuel Shut-off Valve - CLOSED.
(15)Allow the required cooling period for starter before attempting any further operation (Ref.
Aircraft Flight Manual).
D. Dry Motoring Run
NOTE: The following procedure is used as required to clear a power section of trapped fuel and
vapor or in the event of fire in a power section. During the motoring run, the airflow
through the power section purges the fuel vapor or fire from the combustion, gas
generator, turbine and exhaust sections.
OFF.
(2) Pull ignition circuit
breaker.
AUTOMATIC.
(4) Fuel Shut-off Valve -
OPEN.
(5) Fuel Boost Pump Switch - ON. Check fuel
pressure.
ON.
WARNING: IF THERE ARE ANY INDICATIONS OF A FIRE AT THIS POINT, CLOSE THE
FUEL SHUT-OFF VALVE AND CONTINUE MOTORING RUN.
(7) Maintain starter operation for the desired duration.
NOTE: Observe starter limits (Ref. Aircraft Flight Manual).
OFF.
(9) Fuel Boost Pump Switch -
OFF.
(10)Fuel Shut-off Valve - CLOSED.

(11)Allow the required cooling period for starter before attempting any further starting
operating (Ref. Aircraft Flight Manual).
E. Pressure Test of Fuel Control Pneumatic System (Ref. Fig. 502)
Figure 502 Pressure Test of Fuel Control Pneumatic System
c3602

1. Tube Assembly
2. Adapter
3. Pressure Gage
4. Elbow
5. Tube Assembly
6. Locknut
7. Tube Assembly

(1) Do the pressure test of fuel control pneumatic system by one of the following methods:
(a) Method A:
1 Disconnect the P3 tube coupling from elbow at front fireseal.
2 Blank off coupling on heated tube assembly.
3 Connect an 75 to 85 psig clean and dry air supply to the elbow (4) at the fireseal.
4 Apply leak checking fluid (PWC05-007) to all connections in the fuel control
pneumatic system.
NOTE: Slow bubbling is permitted only at the AFCU joints that follow:
• Between P3 inlet adapter and drive body assembly
• Nuts and main body assembly
• Cover and main body assembly
No other leakage is permitted.
5 If leaks are detected, examine the components for defects and replace as necessary.
NOTE: Retorque connections as required and repeat check.
6 Wipe all leak checking fluid from connections.
7 Disconnect air supply.
8 Connect P3 tube coupling to elbow at front fireseal, torque 90 to 100 lb.in. and
lockwire.
(b) Method B (Alternate procedure with P3 leak check adapter (PWC70797)):

1 Remove the P3 filter bowl and filter element from the power section.
2 Install adapter (PWC70797) and tighten with your fingers.
3 Connect a 75 to 85 psig clean and dry air supply to the adapter (PWC70797).
4 Apply leak checking fluid (PWC05-007) to all connections in the fuel control
pneumatic system.
NOTE: No other leakage is permitted, slow bubbling is permitted at the following
joints only:
• Between adapter and drive body assembly
• Nuts and main body assembly
• Cover and main body assembly
5 If leaks are detected, examine the components for damage and replace as
necessary.
NOTE: Retorque connections as required and repeat check.
6 Clean all leak checking fluid from connections.
7 Disconnect air supply.
8 Remove the adapter (PWC70797).
9 Install again the P3 filter bowl and filter element.
F. Tt5 Temperature Compensator Verification

NOTE: The Tt5 temperature compensator may be checked with engine running as detailed in
step (1) following or by using a tester to simulate operating conditions as detailed in
step (2) .

(1) Verification with engine running.

Figure 503 Location of Trim Value Plates

(SHEET 1 OF 2)
Post-SB5040/Pre-SB5509
c3603a

(SHEET 2 OF 2)
Post-SB5509
c191045

1. Air Inlet Screen

2. Tt5 Trim Value Plate (1 ea)
3. Power Section Data Plate (1 ea)
4. Center Fireseal
5. Gas Generator Case
6. Mounting Bracket
7. T5 Trim Value Plate

(a) On Pre-SB5040 engines, note amount of trim indicated on power section data plate
located on gas generator case in intake plenum area (Ref. Fig. 505).
(b) On Post-SB5040 and PT6T-3B engines, note amount of trim indicated on trim value
plates on center fireseal and on gas generator case in intake plenum area (Ref. Fig.
503).
NOTE: Power section data plate trim is marked in °F on some power sections and in °C
and °F on others. Where trim is marked in °F only, it must be converted to °C
using the following formula:
5
Trim °C = Trim °F x
9
(c) Start power section (Ref. Para. G.and H.) following.
(d) Run for five minutes at a minimum of 75% Ng (90% optimum) to allow stabilization of
operating parameters.

(e) Disconnect power supply lead from temperature compensator (Ref. Fig. 504)
Figure 504 T5 Temperature Compensator Adjustment
c9352

NOTE: Tt5 indicated should rise by an amount equal to trim. If necessary remove
protective cap from adjuster and adjust as required.
(f) Reconnect power supply lead to compensator.
(g) Repeat check as necessary until correct adjustment is achieved.
(h) Install protective cap on adjuster and lockwire.
(2) Verification using tester (engine not running)

NOTE: This check requires the use of a Barfield Tester 2312G-8 or equivalent. The tester
may be obtained from the following address.
Barfield Inst. Corp.,
4101 N.W. 29th St.
Miami, FL 33142
USA
(a) On Pre-SB5040 engines, note amount of trim indicated on power section data plate
located on gas generator case in intake plenum area (Ref. Fig. 505).

Figure 505 Location of Power Section T5 Trim Data Plate (Pre-

SB5040)
c3149b

1. Air Inlet Screen

2. Power Section Data Plate (1 ea.)
3. Center Fireseal
4. Gas Generator Case

(b) On Post-SB5040 and PT6T-3B engines, note amount of trim indicated on trim value
plates on center fireseal and on gas generator case in intake plenum area (Ref. Fig.
503).
NOTE: Power section data plate trim is marked in °F on some power sections and in °C
and °F on others. Where trim is marked in °F only, it must be converted to °C
using the following formula:
5
Trim °C = Trim °F x
9
(c) Disconnect Tt5 thermocouple input lead from compensator.
(d) Using suitable connector, connect tester to compensator.
(e) Supply 28 VDC to compensator.
(f) Adjust tester to obtain reading of 600°C on cockpit instrument.
(g) Disconnect power supply lead from temperature compensator.
NOTE: Tt5 indicated should rise by an amount equal to trim. If necessary, remove
protective cap from adjuster and adjust as required.
(h) Reconnect power supply lead to compensator and observe that reading returns to
600°C.
(i) If necessary, repeat steps (f) and (g).
(j) Disconnect tester and reconnect input lead.
(k) Install protective cap on adjuster and lockwire.
G. Pre-start Checks
(1) Inspect air inlets thoroughly, and ensure that they are clear of loose nuts, bolts, tools and
other objects which might cause damage and subsequent failure.
(2) Inspect area in vicinity of air inlets and exhaust, and remove any loose objects which might
possibly be ingested or blown rearward by exhaust gases.
(3) Check for evidence of oil leaking into air
intakes.
(4) Check each power section fuel system for presence of
water.
(5) Check engine controls for full travel, freedom of movement and correctness of
direction.
(6) Check oil level in each power section and reduction gearbox oil tank and service as
necessary.
H. Starting
NOTE: 1. Each power section may be started with its fuel system in MANUAL or AUTOMATIC
mode. However it is recommended that the AUTOMATIC mode be used.
NOTE: 2. Refer to step (3) following for unsatisfactory start conditions.
NOTE: 3. Refer to Tables 506 and 507 for power section/reduction gearbox operating oil
pressures and temperatures.
Table 506 Power Section - Operating Oil Pressure and Temperature
Operation below 79% Ng Operation above 79% Ng
40 to 80 psi 80 to 115 psi
0°C to 115°C 0°C to 115°C

Operation below 79% Ng Operation above 79% Ng
NOTE: 1. At oil temperature 82°C to 93°C (180°F to 200°F) and Ng speed of 90.5 % (34500
rpm), set oil pressure between 90 to 100 psi (nominal) by adding or removing
spacers from main oil pressure regulating valve (Ref. 79-20-05).
NOTE: 2. For operating conditions with ambient temperatures more than 43 °C (110 °F), the
maximum permitted oil temperature is 120 °C (248 °F). If more than the limits, do
an inspection (Ref. 72-00-00, INSPECTION/CHECK).
Table 507 Reduction Gearbox - Operating Oil Pressure and Temperature
Operation below 94% Nf Operation above 94% Nf
40 to 60 psi 60 to 80 psi
0°C to 115°C 0°C to 115°C
NOTE: 1. At oil temperature 82°C to 93°C (180°F to 200°F) and Nf speed of 97% set oil
pressure between 65 to 75 psi by adding or removing spacers from reduction
gearbox oil pressure relief valve (Ref. 72-10-00).
NOTE: 2. For operating conditions with ambient temperatures more than 43 °C (110 °F), the
maximum permitted oil temperature is 120 °C (248 °F). If more than the limits, do
an inspection (Ref. 72-00-00, INSPECTION/CHECK).
(1) AUTOMATIC mode start procedure.

(a) Twist-grip Setting - FUEL CUT-OFF.
(b) Power Turbine Governor Setting - Anywhere in operating range.
(c) Master Switch - ON.
(d) Fuel System Shut-off Valves - OPEN.
(e) Fuel Boost Pump Switches - ON (Check power section fuel inlet pressure 5 psig
minimum).
(f) Aircraft Bleed Air - OFF.
(g) Electrical Generators - OFF.
(h) Fuel Control Selector Switch - AUTOMATIC.
(i) Starter Switch - ON.
CAUTION: IF LIGHT UP IS NOT OBTAINED WITHIN 15 SECONDS OF THE TWIST

GRIP BEING PLACED IN “IDLE” POSITION, SET TWIST GRIP TO “FUEL
CUT OFF” AND SWITCH OFF STARTER AND IGNITION. WAIT FOR
ROTATION TO STOP COMPLETELY. AFTER A 30 SECOND FUEL
DRAINING PERIOD CARRY OUT A 15 SECOND DRY MOTORING RUN
(REF. PARA. D. PRECEDING) BEFORE ATTEMPTING ANOTHER START.
REPEAT COMPLETE STARTING SEQUENCE OBSERVING STARTER
LIMITS (REF. AIRCRAFT FLIGHT MANUAL).
(j) Twist-grip Setting - IDLE after stabilized Ng (gas generator speed) of not less than 12%
is reached.
(k) Observe that gas generator accelerates to Idle rpm (51% minimum), and that nominal
inter-turbine starting temperature is not exceeded (Ref. Table 501 or 502).
(l) When Ng attains Idle rpm:
Starter Switch - OFF

(m) Check oil pressures (Ref. Table 501 or 502)

(n) Check clutch engagement.
1 Start second power section.
2 Slowly increase power on second power section until equal power turbine speed (Nf)
on both power sections is obtained.
3 Check that small power increases on one power section produce equal Nf increases
on both power sections, this indicating that both clutches are engaged.
NOTE: If a clutch fails to engage, carry out the procedures detailed in (3) (e).
CAUTION: ELECTRICAL GENERATORS MUST NOT BE SWITCHED ON UNTIL Ng IS

AT LEAST 71 %.
(o) After successful start of both power sections:
Electrical Generators - ON (as required)
Bleed Air - ON (as required)
(2) MANUAL mode start procedure.
CAUTION: IN MANUAL MODE, MAJOR ENGINE PARAMETERS, i.e. Ng, Nf AND

TORQUE, ARE NOT LIMITED AUTOMATICALLY. CONSEQUENTLY IN
THIS MODE THE OPERATOR MUST MONITOR ENGINE INSTRUMENTS,
MAKE CHANGES IN POWER SETTINGS GRADUALLY AND EXERCISE THE
ADDITIONAL SKILLS REQUIRED TO ENSURE THAT OPERATING LIMITS
ARE NOT EXCEEDED.
(a) Twist-grip Setting - FUEL CUT-OFF.
(b) Power Turbine Governor Setting - Anywhere in operating range.
(c) Master Switch - ON.
(d) Fuel System Shut-off Valves - OPEN.
(e) Fuel Boost Pump Switches - ON (check power section fuel inlet pressure 5 psig
minimum).
(f) Aircraft Bleed Air - OFF.
(g) Electrical Generators - OFF.
(h) Fuel Control Selector Switch - MANUAL.
(i) Starter Switch - ON.
CAUTION: IF LIGHT UP IS NOT OBTAINED WITHIN 15 SECONDS OF TWIST-GRIP

BEING PLACED IN “IDLE” POSITION, SET TWIST-GRIP TO “FUEL CUT
OFF” AND SWITCH OFF STARTER AND IGNITION. WAIT FOR
ROTATION TO STOP COMPLETELY. AFTER A 30 SECOND FUEL
DRAINING PERIOD CARRY OUT A 15 SECOND DRY MOTORING RUN
(REF. PARA. D. PRECEDING) BEFORE ATTEMPTING ANOTHER START.
REPEAT COMPLETE STARTING SEQUENCE OBSERVING STARTER
LIMITS (REF. AIRCRAFT FLIGHT MANUAL).
(j) Twist-grip Setting - IDLE after stabilized Ng (gas generator speed) of not less than 12%
is reached.
(k) Observe that gas generator accelerates to Idle rpm (51% minimum), and that nominal
inter-turbine starting temperature limits are not exceeded (Ref. Table 501 or 502).
(l) When Ng attains Idle rpm:
Ignition Switch - OFF

Starter Switch - OFF
(m) Check oil pressures (Ref. Table 501 or 502)
CAUTION: ELECTRICAL GENERATORS MUST NOT BE SWITCHED ON UNTIL Ng IS

AT LEAST 71%. IN MANUAL MODE IT WILL BE NECESSARY TO ADJUST
THE TWIST-GRIP TO MAINTAIN DESIRED Ng WITH CHANGES IN
ELECTRICAL GENERAL LOAD.
(n) Check clutch engagement.
1 Start second power section.
2 Slowly increase power on second power section until equal power turbine speed (Nf)
on both power sections is obtained.
3 Check that small power increases on one power section produce equal Nf increases
on both power sections, this indicating that both clutches are engaged.
NOTE: If a clutch fails to engage, carry out procedures detailed in (3) (e)following.
(3) An unsatisfactory start will occur if one or more of the following take place:
CAUTION: IF Tt5 CONTINUES TO RISE, OR IF GREATER THAN NORMAL FUEL

FLOW IS OBSERVED WHEN POWER CONTROL LEVER IS SET TO “IDLE”,
A HOT START MAY BE ANTICIPATED. THE OPERATOR MUST BE
PREPARED TO ABORT START BEFORE Tt5 STARTING TEMPERATURE
LIMITS ARE EXCEEDED.
CAUTION: FOLLOWING AN UNSATISFACTORY START, OR IN THE EVENT OF FIRE,

THE AFFECTED POWER SECTION MUST BE CLEARED BY PERFORMING
A DRY MOTORING RUN (REF. PARA. D. PRECEDING).
(a) Hot Start - Interturbine temperature (Tt5) exceeds starting temperature limits.
NOTE: A hot start may also be caused by a False Start or a Hung Start.
(b) False or Hung Start - After light-up has occurred, gas generator speed does not reach
51% within 30 seconds of twist-grip being set to IDLE.
(c) No Start - Power section does not light up within 15 seconds of twist-grip being set to
IDLE.
NOTE: Light-up is indicated by a rise in interturbine temperature. Actual time to light-
up is dependent upon ambient temperature and the amount of torque supplied
by the starter.
(d) Power section oil pressure fails to reach 40 psi minimum.
(e) Sprag clutch of second power section started, fails to engage. In the event of clutch
non-engagement, proceed as follows:
1 Hold power section with the normally engaged clutch at its stabilized speed - do not
decelerate.
CAUTION: IF CLUTCH ENGAGES DURING POWER SECTION RUNDOWN, THE

REDUCTION GEARBOX MUST BE REMOVED AND INSPECTED BY AN
OVERHAUL FACILITY.
2 Shut down power section with the non-engaged clutch and allow rotation to stop.
3 Shut down remaining power section and allow rotation to stop.
4 Start power section with previously non-engaged clutch and listen carefully for
unusual noises indicating a damaged clutch.
5 If audible indications are noted, the reduction gearbox must be removed and
inspected by an overhaul facility.

6 If engagement is normal, start other power section.

7 Run the power section with the suspect clutch, at Flight Idle for five minutes.
8 Shut down power section and inspect reduction gearbox output section oil filter and
chip detector.
NOTE: If condition of oil filter and chip detector is satisfactory, the engine may
remain in service.
I. Maximum Ng and Manual-Automatic Interconnect Linkage Adjustment (Ref. Fig. 506)

Figure 506 Fuel Control Adjustment

c9351b

WARNING: ENSURE THAT THE AIRCRAFT IS PROPERLY TIED DOWN (REF. AIRCRAFT
FLIGHT MANUAL).
CAUTION: AT AMBIENT TEMPERATURES BELOW MINUS 4°C (+25°F), USE SLAVE

STOP (PWC32821) IN PLACE OF PART POWER TRIM STOP.
NOTE: 1. The maximum gas generator speed adjustment and the manual-automatic
interconnect linkage adjustment affect each other. Hence, the entire procedure in
this check must be carried out whenever either of these adjustments requires
checking.
NOTE: 2. To ensure the capability of setting the gas generator maximum speed stop under a
wide variety of ambient conditions without exceeding engine operating limits, an
intergral part power trim stop is provided. If, due to extreme cold weather, the
required Ng cannot be obtained using the integral stop, use Slave Stop (PWC32821).
The part power trim stop, when in use, enables adjustment of the maximum
obtainable Ng at lower power settings.
NOTE: 3. In very bad cold-weather conditions it may not be possible to do the maximum Ng
check before reaching the maximum torque limit when you use slave stop. In such
circumstances refer to the airframe maintenance manual to do an in-flight maximum
Ng check.
NOTE: 4. During adjustment of the gas generator maximum speed stop, ensure the following
conditions:
• The internal threads of the index lever are fully engaged.
• The stop screw touches the part power trim stop in the "in use" position or in the
"stowed" position.
• The locking nut and screw are correctly locked and lockwired.
(1) Remove pin securing part power trim stop in stowed
position.
(2) If required install slave stop (PWC32821) in place of part power trim
stop.
(3) Rotate part power trim stop in “in use” position so that it limits travel of automatic fuel
control arm.
(4) Install cotterpin to secure stop and bend ends of pin
over.
(5) Start power section and proceed as follows:
(a) Fuel Control Selector Switch - AUTOMATIC.
(b) Set twist-grip so that arm contacts stop.
CAUTION: ADJUST COLLECTIVE PITCH RESET SETTING AS NECESSARY TO

ENSURE THAT MAXIMUM OUTPUT SHAFT SPEED IS NOT EXCEEDED
(REF. TABLE 501 OR 502).
(c) Gradually increase collective pitch until maximum possible Ng is obtained.
NOTE: Ensure that torque limit is not exceeded (Ref. Airframe Manual).
(d) Check that Ng falls within the following range.
On PT6T-3 Engines:
36614 (96.1%) to 36995 (97.1%) with part power trim stop
or
35200 (92.4%) to 35400 (92.9%) with slave stop.
On PT6T-3B/-3BF and PT6T-3BE/-3BG Engines:

38024 (99.8%) to 38409 (100.8%) with part power trim stop

or
36631 (96.1%) to 36830 (96.7%) with slave stop.
(e) If necessary, adjust automatic fuel control arm maximum stop adjuster (2) to obtain Ng
values as follows:
On PT6T-3 Engines:
36700 (96.3%) with part power trim stop
or
35300 (92.6%) with slave stop.
On PT6T-3B/-3BF and PT6T-3BE/-3BG Engines:
38130 (100.1%) with part power trim stop
or
37034 (96.4%) with slave stop.
NOTE: A half-turn of adjuster corresponds to a change of 225 rpm approx. Turn
counterclockwise to increase rpm or clockwise to decrease rpm.
CAUTION: PART POWER TRIM STOP MUST NOT BE STOWED OR SLAVE STOP
REMOVED UNTIL MAXIMUM STOP ADJUSTMENT HAS BEEN
COMPLETED. FAILURE TO OBSERVE THIS PRECAUTION COULD CAUSE
AN Ng OVERSPEED.
(f) Shut down power section.
(g) On completion of adjustment, lockwire adjuster.
(h) Remove pin from stop. Rotate part power trim stop to stowed position or remove slave
stop and install part power trim stop in stowed position.
(i) Secure stop with a new pin and bend ends of pin.
(6) On Pre-SB5165 engines, hold automatic fuel control arm in contact with maximum stop and
proceed as follows:
(a) On Pre-SB5089 engines, check that pointer on manual fuel control unit (MFCU)
indicates 90 degrees.
(b) If necessary, apply finger pressure to automatic fuel control arm to ensure contact with
stop and adjust manual-automatic interconnect adjuster (4) to obtain 90 degrees on
pointer.
NOTE: During adjustment, check that torque required to turn self-locking adjustment
nut is greater than 1-1/2 lb.in. If torque is 1-1/2 lb.in. or less, remove existing
nut and replace with a new nut of the same type. If torque requirement cannot
be met with a new nut, secure the nut in its final adjusted position with sealing
compound (PWC09-002A).
(c) On Post-SB5089 engines, check that pointer on MFCU indicates 90 degrees. If not,
adjust manual-automatic interconnect linkage (4) as follows:
1 With indicator at zero degrees (minimum stop), retard automatic fuel control arm to
compress spring and to disengage spacer tangs from self-locking nut.
2 Adjust self-locking nut position as required and recheck indicator against 90 degree
position.
NOTE: Ensure that spacer tangs are correctly positioned on nut flats and between
tangs of interconnect lever. (Ref. Detail B.)
3 With MFCU pointer indicating 90 degrees, check that clearance (3) between MFCU
arm maximum stop adjuster (5) and maximum stop is 0.025 to 0.035 in (one full

turn of adjuster).
4 If necessary, adjust MFCU arm maximum stop to obtain this clearance.
5 Retard twist-grip setting until MFCU minimum stop is contacted.
6 If pointer deviates from 0 degrees by more than 1/16 (0.0625) in., MFCU must be
replaced.
(7) On Post-SB5165, PT6T-3B, PT6T-3BE, PT6T-3BF and PT6T-3BG engines, proceed as follows:
NOTE: It is recommended that rigging of the interconnect linkage be accomplished with the
airframe control tube disconnected at the MFCU lever (Ref. Airframe Maintenance
Manual).
(a) Hold the automatic fuel control arm in contact with maximum stop. Do a check for
clearance (3) between MFCU arm maximum stop adjuster (5) and maximum stop. The
clearance must be 0.015 to 0.020 in.
(b) If necessary, adjust manual-automatic interconnect linkage (4) to obtain the required
minimum clearance - no other adjustment is permitted.
NOTE: Ensure that torque required to turn adjustment nut is 1½ lb.in., minimum. If
necessary, replace nut.
(c) Retard twist-grip setting until MFCU minimum stop is contacted.
(d) Ensure that pointer is not bent. Straighten if necessary.
(e) If pointer deviates from 0 degrees by more than 1/16 (0.0625) in., MFCU must be
replaced.
(8) Start power section and run at

Idle.
(9) Carry out several transfers from Automatic to Manual and vice
versa.
(10)Check that successful transfer has taken place in both directions by observing shift of
parameters.
NOTE: 1. Mild surges or pops during transfer may be considered as normal.
NOTE: 2. If operator flies below 5000 ft., ground check as above is acceptable. If operator
flies above 5000 ft., the cross over must be checked as per Aircraft Maintenance
Manual.
(11)Check and adjust AFCU Idle setting.
(a) Start affected power section.
(b) Set twist-grip to position pointer on MFCU at 30 to 35 degrees on quadrant.
(c) Check that Ng is between 19350 (51%) and 20000 rpm (52.5%).
(d) If necessary, adjust idle stop (7) to bring Ng within required range.
NOTE: The difference between Ng idle speeds of both power sections must not exceed
250 rpm.
(e) On completion of check, torque idle stop locknut 20 to 25 lb.in. and lockwire.
J. Power Turbine (Nf) Governors

For instructions on setting the Nf governor maximum and minimum stops, refer to the Aircraft
Maintenance Manual.
K. Torque Control Unit (PT6T-3, PT6T-3B and PT6T-3BF)
FLIGHT MANUAL).

(1) Start both power sections.

NOTE: For alternate instructions on setting the TCU torque limiter, refer to the aircraft
maintenance manual.
(2) Both Fuel Control Selector Switches -
AUTOMATIC.
(3) Both twist-grips - Maximum
setting.
CAUTION: ADJUST COLLECTIVE PITCH RESET AS NECESSARY TO ENSURE THAT

OUTPUT SHAFT MAXIMUM SPEED IS NOT EXCEEDED. DO NOT EXCEED
AIRFRAME MANUFACTURER'S OUTPUT SHAFT TORQUE LIMITATIONS
DURING THIS CHECK.
(4) Gradually increase collective pitch and check that the maximum obtainable sum of the
torque readouts of the two power sections is within the range specified by the aircraft
manufacturer.

(5) If necessary adjust torque control unit to bring torque within required range (Ref. Fig. 507).
Figure 507 Torque Control Unit Adjustment
c9338

NOTE: 1. Turn adjuster clockwise to increase and counterclockwise to decrease maximum

torque.
NOTE: 2. This is the only adjustment permissible on the torque control unit.
L. Torque Limiter (PT6T-3, 3B, 3BF Post-SB5267 and PT6T-3BE, PT6T-3BG)
Figure 508 Torque Limiter Adjustment
c22210b

FLIGHT MANUAL).
(1) Start both power
sections.
(2) Both Fuel Control Selector Switches -
AUTOMATIC.
(3) Both Power Control Levers - Maximum
setting.
CAUTION: ADJUST COLLECTIVE PITCH RESET AS NECESSARY TO ENSURE THAT

OUTPUT SHAFT MAXIMUM SPEED IS NOT EXCEEDED. DO NOT EXCEED
AIRFRAME MANUFACTURER'S OUTPUT SHAFT TORQUE LIMITATIONS
DURING THIS CHECK.
(4) Gradually increase collective pitch and check that the maximum obtainable sum of the
torque readouts of the two power sections is within the range specified by the aircraft
manufacturer.
(5) If necessary adjust torque limiter “fine” adjustment (Ref. Fig. 508) to bring torque within
required range.
NOTE: 1. For alternate instructions on setting the TCU torque limiter, refer to the aircraft
maintenance manual.
NOTE: 2. Turn “fine” adjuster clockwise to increase and counterclockwise to decrease
maximum torque.
NOTE: 3. Full travel (stop to stop) is equivalent to one coarse adjustment position change.
The fine adjustment screw shall be returned to the nominal (center) position
prior to any coarse adjustment change. Turn the coarse adjuster as required.
(6) Torque locknut 15 to 20 lb.in. after adjustment and
wirelock.
(7) Shutdown both power
sections.
M. Performance/Power Assurance Check
The purpose of the performance/ power assurance check is to detect any signs of engine
deterioration.
All forms of engine deterioration can cause increased Tt5 and fuel consumption at a given power
output. Compressor deterioration which in most cases, is due to dirt deposits, causes increase of
Ng at given power settings. This can be remedied by Field Cleaning (Ref. 72-00-00, ENGINE -
CLEANING). Hot section deterioration, in addition to causing Tt5 increases, causes decreases, in
Ng at given power settings.
The performance parameters of an installed engine are significantly influenced by the physical
aspects of the installation. For this reason, operators who need to do a power assurance or
performance checks on an engine must refer to the procedures detailed in the applicable
Rotorcraft Flight Manual.
If the observed parameters are outside the limits quoted for the installed engine, instrument or
engine faults are indicated and reference must be made to the applicable troubleshooting
procedures (Ref. 72-00-00, FAULT ISOLATION).
N. Acceleration
(1) Start power section and operate to obtain stabilized
temperatures.
AUTOMATIC.
(3) Increase power to obtain Ng of 61 ±
1%.

CAUTION: TWIST-GRIP MUST BE RETARDED TO “IDLE” AS SOON AS 90% Ng IS

ATTAINED.
(4) Rapidly (0.5 second max.) advance twist-grip to maximum setting and retard as soon as
90% Ng is reached.
(5) Record time taken to accelerate to 90% Ng. Maximum acceptable time is 4
seconds.
(6) If acceleration time exceeds limits, rotate acceleration adjuster on fuel control unit clockwise
to increase rate of acceleration.
NOTE: 1. Acceleration adjuster is Item 6 on Figure 506.
NOTE: 2. Adjuster must be rotated one click at a time, repeating Steps (3) and (4) after
each adjustment. If acceleration time is not met within a maximum of three
clicks in either direction from the datum line, the AFCU must be replaced.
O. Deceleration (Pre-SB5398 engines only)
CAUTION: REFER TO AIRCRAFT FLIGHT MANUAL FOR COMPLETE STARTING AND

GROUND RUNNING PROCEDURES.
(1) With the engine running at ground idle, advance (rotate) the throttle of one power section
to full throttle position and allow Ng to stabilize.
(2) Retard throttle as quickly as possible (approximately one second), allowing the power
section to decelerate to idle speed.
(3) Repeat steps (1) and (2) for the second power
section.
(4) Replace the fuel surge accumulator if engine flame-out, rumble, or compressor stall occurs
during the rapid deceleration check.
P. Shutdown
WARNING: IF THERE IS ANY EVIDENCE OF FIRE IN A POWER SECTION AFTER

SHUTDOWN, PROCEED IMMEDIATELY WITH A DRY MOTORING RUN (REF.
PARA. D. PRECEDING)
(1) Twist-grip -
IDLE.
(2) Allow both power sections to stabilize for a minimum of one minute at
Idle.
OFF.
(4) Check for any changes in run-down time, which should not be less than 20 seconds from
Idle and listen for any unusual noises such as scraping, rubbing or grinding.
(5) Fuel Boost Pump -
OFF.
(6) Fuel Shut-off Valve -
CLOSED.
(7) Check that dump valves and gas generator drain valves operate correctly by observing
overboard drain.
(8) Check engine for fuel and/or oil leaks (Ref. Table 508).
NOTE: If engine is scheduled to remain inactive for an extended period, install inlet and
exhaust covers after a suitable cool-down period.
Table 508 Engine Oil and Fuel Permissible Leakage

Overboard Drain Leakage
Fuel (Each Power Section)
Fuel Pump 0.5 cc/minute (30 cc/hour) Maximum
Dump Valve 0.5 cc/minute (30 cc/hour) Maximum
Oil
Starter Generator Seal (each) 3 cc hour Maximum
Output Shaft Seal 0.2 cc/minute (12 cc/hour) Maximum
AGB Breather 50 cc/hour Maximum
RGB Breather 8 cc/hour Maximum
NOTE: 1. Where a specific seal leakage is not specified, seal leakage must not
exceed 3 cc/hr.
NOTE: 2. Oil consumption is 0.4 lb./hr (182 cc/hr) for the complete engine or 0.2
lb./hr (91 cc/hr) for each power section or 0.1 lb./hr (45 cc/hr) for the
reduction gearbox. All oil consumption measured over a 10 hours period.
Q. Bleed Valve Closing Point

(1) Perform Bleed valve closing point (Ref. 75-30-00 Adjustment/
Test).


71.00.00 Power Plant - Adjustment - Test

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

71.00.00 Power Plant - Adjustment - Test

Uploaded by

Copyright:

Available Formats

MAINTENANCE MANUAL 71-00-00 - POWER PLANT - ADJUSTMENT/TEST

Manual Part No.3017042 Rev. 52.0 - 15/APR/19

POWER PLANT - ADJUSTMENT/TEST

Pamb Ambient pressure

C. Ground Safety Precautions

WARNING: CARBON MONOXIDE CONTENT OF EXHAUST GASES IS RELATIVELY LOW.

WARNING: AFTER POWER SECTION OPERATION, SUFFICIENT TIME MUST BE

Export Classification: ECCN=Contains 1025% 9E991;ECL=NSR Page 1

CAUTION: POWER SECTION COMPRESSOR INLET CASES ARE DESIGNED FOR

Export Classification: ECCN=Contains 1025% 9E991;ECL=NSR Page 2

Figure 501 Exhaust Danger Area - Typical

Export Classification: ECCN=Contains 1025% 9E991;ECL=NSR Page 3

CAUTION: WHEN STARTING AN ENGINE THAT HAS BEEN EXPOSED TO LOW

Engine performance is greatly affected by surrounding atmospheric conditions, so it is

CAUTION: FUEL DRAINING FROM AFFECTED COMPONENTS AFTER APPLYING

Export Classification: ECCN=Contains 1025% 9E991;ECL=NSR Page 4

Ambient temperature ±1°F

2. Ground Operating Limits

Operating NOM Max Gas Output Power Oil Oil

ITT ITT Ng Ns Nf P/S RGB P/S RGB

No Load 450 600 24500 6798 103% 40 40 -54 to -54 to

Export Classification: ECCN=Contains 1025% 9E991;ECL=NSR Page 5

Operating NOM Max Gas Output Power Oil Oil

Starting 870 1090 -54 -54

NOTE: 2. This value is time-limited (Ref. 72-00-00, INSPECTION/CHECK).

NOTE: 4. These pressure limits apply to normal operating temperatures. During

NOTE: 6. Engine inlet condition limits for engine operation:

NOTE: 7. Fuel viscosity limit for cold starting is 12 centistokes maximum.

Table 502 Ground Operating Limits - PT6T-3B/-3BE/-3BF/-3BG Engines

Operating Max Gas Output Oil Oil

ITT °C Ng Ns P/S RGB P/S (3) RGB (3)

No Load 600 24500 6930 40 40 min -54 to + -54 to +

Starting 1090 -54 Min. -54 Min (3)

NOTE: 2.This value is time-limited (Ref. 72-00-00, INSPECTION/CHECK).

Export Classification: ECCN=Contains 1025% 9E991;ECL=NSR Page 6

Operating Max Gas Output Oil Oil

NOTE: 4. These pressure limits apply to normal operating temperatures. During

NOTE: 6. Engine inlet condition limits for engine operation:

NOTE: 8. Fuel viscosity limit for cold starting is 12 centistokes maximum.

Table 503 Checks after Component Repair or Replacement

COMPONENT REPLACED CHECKS REQUIRED

Reduction Gearbox 3.E.*, G., H., J.,K. or L., N., P.

T5 Temperature Compensator 3.F.

Power Turbine (NF) Governor 3.E.*, G., H., J., M., P.

Ignition Exciter 3.G., H., P.

Torque Control Unit 3.E.*, G., H., K. or L., M., P.

Oil-to-Fuel Heater 3.G., H., M., P.

Compressor Bleed Valve 3. H., M., P.Q.

Table 504 Ground Testing- Definition and Location

Export Classification: ECCN=Contains 1025% 9E991;ECL=NSR Page 7

Paragraph Check Paragraph Check

3.C. Wet Motoring Run 3.J., Power Turbine

3.D. Dry Motoring Run 3.K. Torque Control Unit

3.E. Pneumatic System Pressure

3.F. Tt5 Temperature Compensator 3.M. Performance/

3.G. Pre-start Checks 3.N. Acceleration Check

3.H. Starting 3.O. Deceleration Check

3.I. Max. Ng. and Manual 3.P. Shutdown

3.Q. Bleed Valve Closing Point

B. Equipment Required (Ref. Table 505)

ITEM NO. PART NO./SPECIFICATION NOMENCLATURE/

(PWC32821) SLAVE STOP

(PWC70797) Adapter, P3 Leak Check