PT6A-27 CAT 0699 r02

INTRODUCTION
1 ENGINE OVERVIEW
2 COMPRESSOR SECTION
3 HOT SECTION
4 GEARBOXES
5 OIL SYSTEM
PT6A-27/34 6 SECONDARY AIR SYSTEM

TRAINING COURSE 7 ENGINE INDICATING SYSTEM
JUNE
JUNE 1999
1999
8 IGNITION SYSTEM
Pratt
Pratt &
& Whitney
Whitney Canada
Canada 9 PERFORMANCE
Customer
Customer Training
Training
10 FUEL SYSTEM
11 PROPELLER SYSTEM
12 MAINTENANCE PRACTICES
INTRODUCTION
Pratt & Whitney Canada
This publication is issued by the CUSTOMER TRAINING CENTRE, Pratt & Whitney Canada, Longueuil, Quebec, Canada.
This document is to be used FOR TRAINING USE ONLY. The data contained herein does not replace or supersede the information
contained in the appropriate airframe or engine maintenance manuals or other official publications.
For information concerning this manual, contact the P&WC customer training centre,
Tel.: 1-450-468-7774 or Fax : 1-450-468-7834.
For technical queries, contact the P&WC technical support HELP DESK. (24 HOURS SERVICE)
TEL.: USA & CANADA ........ 1-800-268-8000

OVERSEAS ........................ 1-450-647-8000
FAX ..................................... 1-450-647-2888
Pratt & Whitney Canada on Internet : http://www.pwc.ca/

There is a page for technical support and then a page for Customer training with schedule and enrolment forms.
INTRODUCTION III
PT6A SERIES TURBOPROP
HEAVY MAINTENANCE COURSES
TC267-94-03
STUDENT SCHEDULE:
Course duration: 7 days (42 hours)
Classes 8:30 to 16:10
Breaks: 20 minutes at 10:15 & 14:45
Lunch period: 12:00 to 13:00
STUDENT HANDOUTS:
The appropriate training manual is given to each student.
COURSES AVAILABLE:
PT6A-20
PT6A-15/21/27/28/34/36/112/114/135
PT6A-41/42/45
PT6A-50
PT6A-60/61/64/65/66/67
PT6A-68
COURSE OBJECTIVES:
To teach the fundamentals and skills necessary to operate and maintain the engine. At the end the student should be in a
position to perform all Maintenance operations covered during the course.
NUMBER OF STUDENTS:
6-8
INTRODUCTION IV
TABLE OF CONTENTS
INTRODUCTION:
Scope of Course ……………………………….. VIII Gas Generator Case …………………………… 2.10

Publications ……………………………………... IX Compressor Wash ……………………………... 2.12
Service Bulletins / Compliance Codes ……….. XIII
Course Syllabus ………………………………... XIV
Engines Covered ……………………………….. XXI CHAPTER 3: Hot Section
Powerplant Aircraft Applications ……………… XXIII
Operation ………………………………………... 3.2
Combustion Chamber Liner …………………… 3.4
CHAPTER 1: Engine Overview A27 - Exit Ducts – Small & Large …………….. 3.6
A27 - Compressor Turbine Vane Assembly … 3.8
Abbreviation …………………………………….. 1.4 A34 – Exit Ducts – Small & Large ……………. 3.10
Features …………………………………………. 1.6 A34 – Compressor Turbine Vane Assembly … 3.12
Right Front View ………………………………... 1.8 Compressor Turbine …………………………… 3.14
Right Rear View ………………………………… 1.9 Power Turbine Vane Ring Area ………………. 3.16
Left Rear View ………………………………….. 1.10 Power Turbine Stator Housing ………………... 3.18
Left Front View …………………………………. 1.11 Power Turbine ………………………………….. 3.20
Engine Operation ………………………………. 1.12 Exhaust Duct ……………………………………. 3.22
Stations ………………………………………….. 1.14 Number 3 & Number 4 Bearing Area ………… 3.24
Bearings and Flanges …………………………. 1.16
Externals ………………………………………… 1.18
CHAPTER 4: Gearboxes
CHAPTER 2: Compressor Section Reduction Gearbox (RGB) ……………………. 4.2

Accessory Gearbox (AGB) ……………………. 4.4
Inertial Separator ……………………………….. 2.2 Accessory Gearbox Input Drive ………………. 4.6
Inlet Case ……………………………………….. 2.4
Compressor Rotor Assembly …………………. 2.6
Compressor Bleed Off Valve ………………….. 2.8
INTRODUCTION V
CHAPTER 5: Oil System CHAPTER 9: Performance
Oil System Description ………………………… 5.2 Performance Check ……………………………. 9.2

Oil System Servicing …………………………… 5.4 ECTM (Engine Condition Trend Monitoring) … 9.4
Oil Pressure Regulation & Filtration ………….. 5.6 Engine Troubleshooting ……………………….. 9.9
Troubleshooting Chart …………………………. 5.8 Compressor Section Troubleshooting Chart … 9.10
Hot Section Troubleshooting Chart …………... 9.12
HSI & TBO ………………………………………. 9.13
CHAPTER 6: Secondary Air System Rotor Components – Service Life ……………. 9.14
Operating Limits ………………………………... 9.16
Secondary Air System Description …………… 6.2 PT6A-21- Operating Chart …………………….. 9.17
Accessory Gearbox Breather …………………. 6.2 PT6A-27- Operating Chart …………………….. 9.18
Bearing Sealing ………………………………… 6.2 PT6A-28- Operating Chart …………………….. 9.19
PT6A-34 / 34B / 34AG - Operating Chart ……. 9.20
PT6A-36 - Operating Chart ……………………. 9.21
CHAPTER 7: Engine Indicating System PT6A-114 - Operating Chart ………………….. 9.22
PT6A-114A - Operating Chart ……………….. 9.23
Description ……………………………………… 7.2 PT6A135 - Operating Chart …………………… 9.24
T5 Indicating System ………………………….. 7.4 PT6A-135A - Operating Chart ………………… 9.25
T5 Troubleshooting Chart ……………………... 7.6
Torque System Description …………………… 7.8
Chip Detector …………………………………… 7.10 CHAPTER 10: Fuel System
Fuel Management ……………………………… 10.2

CHAPTER 8: Ignition Engine Fuel System ……………………………. 10.4
Fuel Heater ……………………………………… 10.6
Glow Plugs ……………………………………… 8.2 Fuel Pump ………………………………………. 10.8
Igniter Plugs …………………………………….. 8.4 Fuel Control Unit (FCU) Hydraulic Section ….. 10.10
Fuel Control Unit (FCU) Pneumatic Section … 10.12
Fuel Control Operation ………………………… 10.14
Starting Flow Control …………………………... 10.16
Flow Divider & Dump Valve …………………… 10.18
INTRODUCTION VI
Chapter 10 continued:
Fuel Nozzles ……………………………………. 10.20 Basic Engine Rigging ………………………….. 12.16

Fuel control Unit manual Override ……………. 10.22 Rear Linkage Rigging ………………………….. 12.18
Fuel Control Unit (FCU) Adjustments ………. 10.24 Front Linkage Rigging …………………………. 12.20
Fuel Control Unit Troubleshooting Chart …….. 10.28 Fuel Lever and Propeller Lever Rigging …… 12.22
Post Run Up Adjustments …………………….. 12.24
Summary of Controls …………………………... 12.26
CHAPTER 11: Propeller System
Description ……………………………………… 11.2

Governing Mode ………………………………... 11.4
Forward Beta Mode ……………………………. 11.6
Reverse Beta Mode ……………………………. 11.8
Primary Blade Angle (PBA) Check ………… 11.10
Feathering ………………………………………. 11.12
Overspeed Protection ………………………….. 11.14
Governor Adjustment ………………………….. 11.16
Reversing Cam …………………………………. 11.18
Propeller System Troubleshooting Chart ……. 11.20
CHAPTER 12: Maintenance Practices
Hot Section Inspection ………………………… 12.2

Borescope Inspection ………………………….. 12.4
Hot Section Tools ………………………………. 12.6
CT Tip Clearance Measurement ……………… 12.8
HSI Inspection ………………………………….. 12.10
Shroud Segment Grinding …………………….. 12.13
Fuel Nozzle Check ……………………………... 12.14
T5 Check ………………………………………... 12.15
INTRODUCTION VII
P&WC Publications :
Pratt and Whitney Canada publish various documents and manuals to support all the engines in service. This is a brief
description of the documents:
Illustrated Parts Catalogue (IPC):

Contains all part numbers and parts history information along with identifying drawings for an engine series. To be used
for ordering parts.
Maintenance Manual (MM):

The manual defines all the line and heavy maintenance tasks that can be done on the engine as well as various tests and
adjustments.
Service Bulletin (SB):

Service bulletins are published to introduce new parts, modify existing parts to improve the product.
Spare Parts Bulletins (SPB):

Spare parts bulletins are published to advise for new parts, fully interchangeable with existing parts.
Commercial Support Program Notification (CSPN):

Program issued to assist operators in the accomplishment of SB’s.
Airworthiness Directive (AD):

Issued by Governmental Aviation Regulatory Agencies. Requires compliance to rectify potential problems affecting the
airworthiness of the aircraft. AD’s refer to applicable SB’s for accomplishment instructions.
Special Instruction (SI):

Special instructions are produced by Customer Support to provide specific maintenance information to specific
Customers.
INTRODUCTION IX
Service Information Letter (SIL):
Service information letters are produced by Customer Support to inform all operators on new techniques, new
Products and other general information.
Aircraft Gas Turbine Operation Information Letter (AGTOIL):

AGTOIL’s provide general information on technical issues such as temperature measurements, torque measurement, etc.
Training Manual:
Training manual are published by the Customer Training Centre to assist the instructors in class.
Publication price list:

The publication price list contains the prices of all P&WC publications and training material available to customers.
For more information on Pratt & Whitney Canada publications contact:

Supervisor, Publications Customer Services (01CA4)
1000 Marie Victorin
Longueuil, Quebec
Canada J4G 1A1
Telephone: 1-450-647-2705 Fax: 1-450-647-2702
Publication Standards
General:
The engine manuals are published following the ATA 100 revision 15
Chapters:
In relation with the documentation used on an aircraft the chapter 71 is the POWERPLANT Chapter, and chapter 72 is the
ENGINE Chapter.
INTRODUCTION X
The basic engine chapters are:
72 - 00 ENGINE (GENERAL)
73 - 00 ENGINE FUEL AND CONTROL
74 - 00 IGNITION
75 - 00 AIR
76 - 00 ENGINE CONTROLS
77 - 00 ENGINE INDICATING
79 - 00 OIL
Component parts:
Component parts are treated under engine section number as follows:
72 – 00 - 01 & … ENGINE EXTERNALS

72 – 12 - 01 & … POWER SECTION ASSEMBLY
72 – 22 - 01 & … COMPRESSOR
72 – 32 - 01 & … GAS GENERATOR COMPONENTS
72 – 42 - 01 & … COMBUSTION CHAMBER LINER
72 – 52 - 01 & … TURBINES
72 – 62 - 01 & … AGB COMPONENTS
Example:
A basic Chapter will be identified as: 72 - 42 - 41

Indicates engine chapter:
Indicates combustion section:
Indicates combustion chamber liner:
INTRODUCTION XI
Pages :
The pages block number inside each chapter is used for breaking the subjects within the manual to small topics for ready
reference and ease of use.
The standard page blocks are as follows :
Description and Operation...................... 1 to 99

Fault isolation ........................................ 101 to 199
Maintenance Practices ........................... 201 to 299
Servicing................................................. 301 to 399
Removal/Installation ............................... 401 to 499
Adjustment/Test...................................... 501 to 599
Inspection/Check .................................... 601 to 699
Cleaning/Painting ................................... 701 to 799
Approved Repairs................................... 801 to 899
Example :
On page 73 - 12 - 45, page 201 you will find the Maintenance practice of the fuel nozzles.
INTRODUCTION XII
Service Bulletins (’s) Compliance Codes :
SB’s are now available on P&WC’s Intranet: http://www.pwc/d8200/d8400/index/index.htm
Category 1 Do before the next flight.
Category 2 Do the first time the aircraft is at a line station or maintenance base that can do the procedure.
Category 3 Do before xxx hours or xxx cycles. This Category may be expanded as required, to specify a minimum
and/or a maximum and/or repetitive interval/inspection.
Category 4 Do this SB the first time the engine or module is at a maintenance base that can do the procedures,
regardless of the scheduled maintenance action or reason for engine removal.
Category 5 Do this SB when the engine is disassembled and access is available to the necessary sub-assemblies. Do
all spare part assemblies.
Category 6 Do this SB when the sub-assembly is disassembled and access is available to necessary part.
Category 7 Do this SB when the supply of superseded parts is fully used.
Category 8 Do this SB if the operator thinks the change is necessary because of what he knows of the parts history.
Category 9 Spare parts information only. Old and new parts are directly interchangeable and operators can mix old and
new parts.
Category CSU: Used to evaluate new parts before final introduction in commercial service. Operators who participate
should include this SB at the next maintenance or overhaul of the engine.
INTRODUCTION XIII
ENGINES COVERED IN THIS GUIDE
Reference model Derivative models

PT6A-11 PT6A-11AG PT6A-21
PT6A-27
PT6A-28 (COATED SED & LED) PT6A-110 PT6A-112
PT6A-34AG PT6A-34B PT6A-36
PT6A-34
PT6A-114 / 114A PT6A-135 / 135A
MAJOR DIFFERENCES BETWEEN THE ENGINES COVERED IN THIS GUIDE
The PT6 engines covered in this guide can be divided in two major groups.
1. PT6A-27, A-11, A-11AG, A-21, A-28, A-110, A-112

2. PT6A-34, 34AG, A-34B, A-36, A-114/114A, A-135/135A
Group 1: PT6A-27, 11, 11AG, 21, 28, 110, 112 Group 2: PT6A-34, 34AG, 36, 114/114A, 135/135A
PT6A-27: Reference Model PT6A-34: Reference Model
PT6A-21: A-27 with A-20 fuel and starting systems and first stage PT6A-36: Identical to a A-34 except for higher take-off power
reduction gearing rating.
PT6A-28: Cruise rating increased through coated small and large PT6A-114: Derivative of a A-36 with single port exhaust and a
exit ducts. 1900 rpm low speed reduction gearbox.
PT6A- 11: Mechanically identical to PT6A-21 but is torque limited PT6A-114A: Mechanically similar to a PT6A-114 except for
to 500 SHP at 2200rpm. incorporation of the PT6A-135A compressor.
PT6A-10: Mechanically identical to PT6A-11 but is torque limited PT6A-135: A-34 with 1900 rpm low reduction gearbox and
to 475 SHP at 2200 rpm. improved hot end for higher cruise power rating.
PT6A-110: Mechanically identical to PT6A-10 but with a 1900
rpm low speed reduction gearbox. PT6A-135A: Mechanically similar to PT6A-135 but with PT6T-3B first
stage compressor blades and long inducer impeller. Single
PT6A-112: Mechanically identical to PT6A-11 but with a 1900 line fuel system.
rpm low speed reduction gearbox.
INTRODUCTION XVIII
POWERPLANT AIRCRAFT APPLICATIONS
ENGINE MODEL SHP / SHAFT RPM AIRCRAFT

Piper Cheyenne IA
PT6A-11 550 / 2200
Piper T1040
Air Tractor AT 402A/402B
PT6A-11AG 550 / 2200
Weatherly 620 TP
PT6A-15AG 680 / 2200 Air Tractor AT 402A/402B
AASI Jetcruzer
AVIC/HAMC Y-12
deHavilland Twin Otter Series 300
LET L410
PT6A-27 680 / 2200
Embraer Banderirante EMB-110
Pilatus Turbo Porter PC-6
Raytheon Beech 99A
Raytheon Beech B99
Raytheon Beech 99A
PT6A-28 680 / 2200 Raytheon Beech king Air A100
Raytheon Beech king Air E90
Air Tractor AT 502
Ayres Turbo Thrush T-34
CROPLEASE Fieldmaster
Embraer Caraja / Frakes Mallard
PT6A-34/34AG 750 / 2200
Frakes Turbo Cat Model A/B/C
Pacific Aero Cresco 750
PZL – Okecie PZL-106 Turbo-Kruk
Raytheon Beech T-44A
Scheweizer G-164B AG-Cat Turbine
Scheweizer G-164D AG-Cat Turbine
INTRODUCTION XIX
POWERPLANT AIRCRAFT APPLICATIONS (continued)
PT6A-110 Fairchild Dornier 128-6 Turbo Skyservant

Cessna Conquest I
PT6A-112 500 / 1900
Reims F406 Caravan II
PT6A-114 600 / 1900 Cessna 208 Caravan I
Cessna 208B Caravan I
PT6A-114A 675 / 1900
Soloy Pathfinder 21
Cessna Conquest I
C. Dornier Seastar
Embraer EMB-121 XINGU II (PT6A-135)
PT6A-135A 750 / 1900
Piper Cheyenne II XL
Raytheon Beech King Air F90-1
Vazar Dash 3 Turbine Otter
INTRODUCTION XX
ENGINE OVERVIEW
FRONT
LEFT
RIGHT 1
REAR
ENGINE ORIENTATION
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TRAINING USE ONLY 1.3

TURBOPROP ENGINE SYMBOLS
1.4
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POWER SECTION
ENGINE FEATURES
TWO STAGE
PLANETARY
REDUCTION
GEARBOX
ACCESSORY
GEARBOX
GAS GENERATOR
1.6
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TORQUE
TRANSDUCER
OUTPUT
PyLINE
PROPELLER
GOVERNOR (C.S.U.)
PROPELLER
MOUNTING PAD SHAFT
RGB MAIN OIL RGB SCAVENGE

PRESSURE SCREEN
RIGHT FRONT VIEW

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OIL RETURN CAM BOX
OIL COOLER
FUEL HEATER
FUEL PUMP
F.C.U.
OIL PRESSURE P3 LINE TO F.C.U.

SENSOR (SOME APPS. FILTER)
STARTING FLOW OIL TEMPERATURE SENSOR

CONTROL UNIT
(NONE IF FLOW DIVIDER)
RIGHT REAR VIEW
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P3 AIR CABIN OIL TANK VENT OIL FILLER CAP
SERVICES (VENT AIR TO AGB) & DIP STICK ASSY
STARTER
DRIVE PAD
NG TACHO
PAD
RGB SUMP AIRFRAME

SCAVENGE OIL ACC.
(OUT TO AIRFRAME) OIL OUT TO
NO. 3 & NO. 4 BRG AIRFRAME
SCAVENGE OIL OIL COOLER
INLET SCREEN
(INTERNAL AGB SCAVENGE EXTERNAL
TO SEPERATE NO. 2 BEARING SCAVENGE
OIL / AIR SEALS) (TO AGB) PUMP
LEFT REAR VIEW
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RGB STATIC
PRESSURE PORT
BETA LEVER
IGNITION
EXCITER
OVERSPEED BLEED BOX
GOVERNOR PAD VALVE
CHIP DETECTOR IGNITERS x 2 IGNITION
(9 O'CLOCK CENTER CABLES
4 O'CLOCK) FIRE SEAL
LEFT FRONT VIEW

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ENGINE CROSS-SECTION & AIRFLOW
1.12
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7 6 5 4 3 2.5 2 1
MAIN STATIONS
1.14
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6 5 4 3 2 1
A B C D E F G
FLANGES & BEARINGS

1.16
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COMPRESSOR SECTION
BYPASS (ICING) POSITION
NORMAL (NON-ICING) POSITION
AIR INLET INERTIAL SEPARATOR

TYPICAL
2.2
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OIL TANK VENT OIL RETURN FROM COOLER
OIL TANK
AIR INLET
DATA PLATE
OIL FILTER
HOUSING
LOCATION
OIL RETURN
FROM NO.1 BEARING NO.2 BEARING
SCAVENGE
RETURN
INLET CASE OIL TANK DRAIN
2.4 Inlet Case

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NO.1 BEARING
OIL PRESSURE
NOZZLE
COMPRESSOR INTERSTAGE
AIR BLEED (P2.5)
NO.1 BEARING
COMPRESSOR FRONT
STUB SHAFT
COMPRESSOR ROTOR
GAS GENERATOR CASE
& NO.1 BEARING AREA
Compress. Compress. 1st Stage Rotor
2.6 Inlet Hub Hub Blades
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Stators
PISTON GAS GENERATOR CASE
OPEN POSITION
P2.5
GUIDE PIN
P3
GUIDE
TUBE
SLEEVE DISCHARGE TO
ATMOSPHERE
METERING
ORIFICE
ROLLING Pa P2.5
DIAPHRAGM
COVER CONVERGENT P3
DIVERGENT
ORIFICE
Pa
COMPRESSOR BLEED VALVE CLOSED POSITION

BOV Top BOV Bott.
2.8 View View
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P3 PRESSURE TUBE SUPPLYING NO.2 BRG. SCAVENGE
FUEL CONTROL UNIT OIL TUBE
FLANGE "F"
DIFFUSER PIPE
P3 SUPPLY FOR
BLEED VALVE
FLANGE "C"
STRAIGHTENING VANE BLEED VALVE VANE
NO.2 BRG. PRESS. OIL TUBE
GAS GENERATOR CASE
2.10
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PRESSURE PRESSURE
GAGE GAGE
CLEAN OR CLEAN OR
DEMINERALIZED SPRAY DEMINERALIZED
WATER RING WATER
REGULATED REGULATED
AIR/NITROGEN AIR/NITROGEN
PRESSURE PRESSURE
SHUTOFF SHUTOFF
VALVE VALVE
DESALINATION SYSTEM
CLEANING
SOLUTION
PRESSURE
GAGE
SHUTOFF SPRAY
VALVE RING
REGULATED
AIR PRESSURE TURBINE WASH SCHEMATICS
CLEAN OR
DEMINERALIZED
WATER
PERFORMANCE RECOVERY
SYSTEM
COMPRESSOR WASH SCHEMATICS
2.12
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HOT SECTION
HOT SECTION AREA
3.2
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FUEL NOZZLE PORT
WITH SUPPORT BRACKET
IGNITER PLUG SLEEVE
LOUVERED COOLING RING
DOME END WIGGLE STRIP
COOLING RINGS
COMBUSTION CHAMBER LINER

Engine Small Exit
3.4 Sectional Duct
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LARGE EXIT DUCT
COMBUSTION
CHAMBER
LINER
SMALL
EXIT DUCT
A27 SMALL & LARGE EXIT DUCTS

3.6
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C.T. SHROUD HOUSING
INTERSTAGE
SEALING RING
VANE RING
SMALL EXIT DUCT
LARGE EXIT DUCT

TIP CLEARANCE
SHROUD SEGMENT
LOCK PLATE
NO.2 BEARING COVER
COMPRESSOR TURBINE
A-27 COMPRESSOR
TURBINE VANE ASSEMBLY
3.8
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LARGE EXIT DUCT
COMBUSTION
CHAMBER
LINER
SMALL
EXIT DUCT
A34 SMALL & LARGE EXIT DUCTS

3.10
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INTERSTAGE SEALING RING SHROUD SEGMENT
C.T. SHROUD HOUSING

SMALL EXIT DUCT
LARGE EXIT DUCT
P3 COOLING
TIP CLEARANCE
LOCK PLATE
NO.2 BEARING COVER
COMPRESSOR TURBINE
A-34 COMPRESSOR
TURBINE VANE ASSEMBLY
3.12
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MASTER
SPLINE
COMPRESSOR
TURBINE CUP WASHER
POWER TURBINE (REF.)
INTERSTAGE BAFFLE
ASSEMBLY (REF.)
RETAINING
POWER TURBINE BOLT
STATOR (REF.)
COMPRESSOR TURBINE
3.14 CT Disk
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POWER TURBINE
INTERSTAGE BAFFLE
ASSEMBLY (REF.)
SEALING RING
POWER TURBINE VANE RING
3.16
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A34 A27
POWER TURBINE STATOR HOUSING

3.18
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BALANCING ASSEMBLY
POWER TURBINE
INTER-STAGE
BAFFLE
POWER TURBINE
3.20
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FLANGE C FLANGE D
FLANGE A
EXHAUST DUCT
3.22
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OIL STRAINER
REDUCTION GEARBOX POWER TURBINE
REAR CASE SHROUD
POWER
TURBINE
TORQUEMETER
CONTROL VALVE
OIL NOZZLE
ASSEMBLY
PT6A-27/28 NO.3 BEARING
PT6A-34 LABYRINTH
SEAL
POWER TURBINE NO.4 BEARING SCAVENGE OIL TUBE POWER TURBINE

SHAFT HOUSING VANE RING
POWER TURBINE SHAFT
POWER TURBINE NO.3 & NO.4 BEARING AREA

3.24
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GEARBOX
ACCESSORY DRIVES (3)
FIRST STAGE RING GEAR
FIRST STAGE PLANET GEAR
FIRST STAGE SUN GEAR
SECOND STAGE SUN GEAR

SECOND STAGE PLANET GEAR
SECOND STAGE RING GEAR
REDUCTION GEARBOX PROPELLER SHAFT OIL SEAL DETAIL

4.2
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CENTRIFUGAL BREATHER & FUEL PUMP & FCU GEAR
STARTER GENERATOR GEAR
CARBON FACE SEAL

OIL TANK CENTRIFUGAL
BREATHER
IMPELLER
ACCEESSORY
DRIVES
OPTIIONAL
GEARBOX INPUT
GEARSHAFT
BALL
LOCK
EXTERNAL OIL SCAVENGE & INTERNAL OIL SCAVENGE,

OPTIONAL VACUUM PUMP REAR PRESSURE PUMP &
TACHO-GENERATOR
SCAVENGE
OIL PUMPS ACCESSORY GEARBOX
ABG
4.4 Internal
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ACCESSORY GEARBOX HOUSING
ACCESSORY GEARBOX DIAPHRAGM

VIEW A
INLET CASE
BALL LOCK
PLUG
FLANGED ROLLER
BEARING
OIL TRANSFER TUBE
GEARBOX INPUT
DRIVESHAFT
REAR HUB
COMPRESSOR ASSY. PRESSURE PUMP
ACCESSORY GEARBOX INPUT DRIVE ARRANGEMENT

4.6
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OIL SYSTEM
LUBRICATION SCHEMATIC
(REAR)
FUEL HEATER
OIL FILLER
& DIP
CHECK STICK
VALVE
CENTRIFUGAL
BREATHER
OIL
COOLER
OIL FILTER &

BRG 1 CHECK VALVE
BRG
2
FILTER
BYPASS
VALVE
RELIEF
VALVE OIL
PRES.
PRESSURE TRANSMITTER PUMP
TEMP. BULB
ACC. G/B
DRAIN
SCAVENGE OIL FROM P.T. HOUSING
SCAVENGE OIL FROM REDUCTION G/BV
OIL SUPPLY TO PROPELLER & REDUCTION G/B OIL TANK DRAIN
5.2
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LUBRICATION SCHEMATIC (FRONT)
CSU
PROPELLER TORQUE OIL
GOVERNOR CONTROL VALVE
OIL SUPPLY
TO PROPELLER
BRG 4 BRG 3
BRG 6 BRG 5
TO TORQUE
PRESSURE
INDICATOR
CHIP DETECTOR SCAVENGE OIL FROM P.T. HOUSING
DRAIN
SCAVENGE OIL FROM REDUCTION G/BV
OIL SUPPLY TO PROPELLER & REDUCTION G/B
PT6A-27/34 5.2
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TRAINING USE ONLY 5.3B

OIL TANK FILLER CAP OVERBOARD BREATHER VENT
AND DIPSTICK
OIL PRESSURE
RELIEF VALVE
ACCESSORY
GEARBOX
HOUSING
FILTER ELEMENT
OIL FILTER
COVER
FILTER CHECK VALVE

FILTER
HOUSING
PRESSURE OIL
AGB DRAIN PLUG TO REDUCTION GEARBOX
OIL PRESSURE REGULATOR AND POWER SECTION
5.4
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OIL PUMP HOUSING OIL FILTER HOUSING FILTER ELEMENT INLET CASE COVER
CHECK VALVE SEAT
CHECK VALVE
BY-PASS BY-PASS VALVE SECONDARY FILTER

CHECK VALVE SPRING
FILTER HOUSING & CHECK VALVE

5.6
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OIL SYSTEM TROUBLESHOOTING
SYMPTOMS POSSIBLE CAUSE AND FIX

· Check oil level.
· Check Indicating system / Aircraft 28V.
Low oil pressure:
· Check / Replace oil filter.
(indication may follow power lever setting)
· Check / adjust pressure regulating valve.
· Check pump housing for cracks.
· Check Indicating System.
High oil pressure.
· Adjust / verify pressure regulating valve.
· Check indicating system.
· Check oil level.
Oil pressure fluctuation.
· Check / Replace oil filter.
· Check / Replace or clean pressure regulating valve.
· Check oil level.
· Excessive operation with propeller feathered.
High oil temperature. · Check oil temperature indicating system.
· Check airframe oil cooler.
· AGB scavenge pump inlet screen for blockage.
OIL SYSTEM 5.8

OIL SYSTEM TROUBLESHOOTING
SYMPTOMS POSSIBLE CAUSE AND FIX

• Oil level kept too high.
• Internal static leakage problem.
• Oil venting out from AGB breather.
Excessive oil consumption.
• Check for oil leaks.
• Check exhaust, bleed valve and inlet case for oil.
• Fuel heater internal leakage.
• Oil level kept too high.
• Internal static leakage problem.
Oil venting out from AGB breather.
• Verify / replace breather carbon seal.
• AGB scavenge pump inlet screen blockage.
• Oil filter check valve, lap valve seat or replace O-ring
Static oil leakage:
(depending on configuration).
Oil level is found low after a period of engine inactivity.
• O-ring and plastic ring on oil filter housing, replace.
(Static internal oil leak, oil might leak out from
• O-rings in oil tank.
compressor inlet).
• Oil pressure pump shaft seal.
OIL SYSTEM 5.9

SECONDARY AIR SYSTEM
BEARING COMPARTMENT SEALS
TURBINE COOLING & AIR BLEED SYSTEM
6.2
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ENGINE INDICATING SYSTEM
9 0 1 0 0 10
8 2 1 9 10 120
7 3 %RPM
X 10 2 TORQUE 20
ITT 3 110
OE I
6 5 4 30
3 4 100
10 8 5
4 40
9 C X 100 6 NP 90
50
8 5 7 80
7 6 70 60
ENG
FUEL 0 10
7 FLOW 15 10 120
20
6 NG 10 OIL 8 ITT 110 TORQUE
PPH X 100 6 30
5 5
T C PSI
P2 100
R
0 4 PERCENT 40
0 X10 90 RPM
4 490 1 -5 0 80 50
3 2 70 60
WF OIL TEMPERATURE
& PRESSURE ENGINE INDICATING SYSTEM
7.2
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TERMINAL BLOCK
TERMINAL LUG
CHROMEL TERMINAL BUS-BAR

MOUNTING
CAP SCREW SCREW
ALUMEL TERMINAL
TERMINAL STRAPS
PROBE
RETAINING NUT PROBE ASSEMBLY
CHROMEL
BUS-BAR
ALUMEL BUS-BAR SEAL RING

TRIM THERMOCOUPLE RETAINING PLATE
T5 INTERTURBINE TEMPERATURE THERMOCOUPLE ASSEMBLY

7.4
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T5 SYSTEM TROUBLESHOOTING
SYMPTOMS POSSIBLE CAUSE CORRECTIVE ACTION

• Cockpit gage calibration. • Calibrate or change cockpit gage.
• Airframe loop resistance too high. • Adjust (ref. Aircraft Manual).
Lower T5 indication than • Dirt or corrosion on connections to cockpit gage. • Clean or replace as required.
normal.
• Wrong class trim stick. • Replace with proper trim stick class.
• Grounded system. • Do an insulation check.
• Do continuity or a heat response test.
• Burnt or broken T5 probes.
• Replace defective T5 probes.
• Cockpit gage calibration. • Calibrate or change cockpit gage.
• Airframe loop resistance too low. • Adjust (ref. Aircraft Manual).
Higher T5 indication than • Broken or wrong class trim stick (high class). • Replace trim stick.
normal.
• Dirt or corrosion on trim stick terminals. • Clean or replace as required.
• Do continuity or a heat response test.
• Burnt or broken T5 probes.
• Replace defective T5 probes.
No T5 indication • Open circuit between T5 probes and cockpit gage. • Verify / Clean / replace or Tighten to specification.
• Loose, corroded or dirty connectors on terminals. • Verify / Clean / replace or tighten to specification
Erratic T5 / T5 fluctuations • System grounded. • Verify ceramic insulation, ensure wires are not
• Broken / chafed wires. grounded to case.
Note: In all cases, ensure the problem is T5related ONLY, if other parameters are also off, refer to engine performance troubleshooting.
PT6A-27/34 TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.6

ELECTRIC TORQUE PRESSURE
TORQUE TRANSMITTER
SIGNAL (AIRFRAME)
FIRST STAGE
PLANET GEAR
REDUCTION GEARBOX
STATIC PRESSURE
1ST STAGE
RING GEAR
TORQUE OIL
PRESSURE
CONTROL
VALVE
TORQUE PISTON CYLINDER METERING ORIFICE

LOW POWER HIGH POWER
TORQUE SYSTEM
Torque RGB Rear
7.8 7.10 Stripped
Piston
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MAGNETIC POLES
PREFORMED LOCKWIRE
PACKING SECURING LUG
INSULATION
MAGNETIC
CHIP
DETECTOR
ELECTRICAL
CONNECTOR
CHIP DETECTOR
7.12
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IGNITION SYSTEM
LEFT IGNITION GLOW PLUGS RIGHT
(9 O`CLOCK POSITION) (4 O`CLOCK POSITION)
UPPER INPUT CONNECTOR

LOWER CENTER
OUTPUT CONNECTOR OUTPUT CONNECTOR
A B
3 4 4 5
5 3 6
2
1 6 2 7
8 7 1 8
NO. 1 NO. 3
3 4 3 4
2 5 2 5
1 6 1 6
8 7 8 7
NO. 2 NO. 4
NO. 4 COMMON
7 & 8 COMMON
CURRENT REGULATOR UNIT CIRCUIT & GLOW PLUG

8.2
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COMBUSTION CHAMBER
EXHAUST DUCT
COOLING AIR PASSAGE
SPARK IGNITER
GAS GENERATOR CASE
IGNITION SYSTEM
8.4
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PERFORMANCE
FIELD BAROMETRIC PRESSURE 3100 Hg 2000
SEA
48.0 1800 L
2000 EVEL
TORQUE FT / LB
2992
1600 4000 FT
46.0 2900
F
6000 T
OUTPUT TORQUE PSI 1400 F
8000 T
F
44.0 2800 1200 10,00 T
0
12,00 FT
2700 0F
42.0 100 14,00 T
0 FT
2600 800
40.0 2500 600
38.0 2400 500 SEA L
EV
450 2000 F EL
Wf LB / HR
2300 4000 FT
36.0 400 6000 F
T
T
2200 8000 F
34.0 350 10,000
T
F
ESSURE 3100 300 12,000 T
360 FILED BAROMETRIC PR 2992 14,000 FT
FT
14,000 F
T
250 12,000 FT
2900 10,000 FT
340 200 8000 FT
FUEL FLOW LBS/HR
2800
2700 102
320 100 FT
2600 6000
300 2500 98 4 0
FT
% Ng
0 0
2400 96 FT
2000 VEL
280 2300
94 SEA
LE
2200
260 92 14,000 FT
12,000 FT
90 10,000 FT
240
790
DATA PLATE SPEED
GAS GEN SPEED
1.05 770
± .02 750 00
FT
1.00 80 FT
730 60
00
T5A(T) C
0.95 710 00
FT
NOTES 1 PROP SPEED = 2000 RPM -A27 40
2 STATIC CONDITIONS 690 00
FT
20 EL
3 NO INSTALLATION LOSSES AIR 670 EV A34
AL
BLEED OR POWER EXTRACTION SE
4 TORQUE LBS FT = 30-57 PSI 650
700 630
INTERTURBINE TEMP. C
610
ITT
-2 8 MAX 590
PT6A T
600 AX IT -40 -30 -20 -10 0 10 20 30 40 50 60
-27 M
PT6A
STATIC CONDITIONS / NP = 2000 RPM
500
-20 -10 0 10 20 30 40
AIR INLET TEMPERATURE C
PERFORMANCE CHART (TYPICAL)

9.2
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ECTM
9.4
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COMPRESSOR CONTAMINATION
4
% 2
COMPRESSOR WASH
0
Ng
2
4
50
C
25
0
ITT
25
50
20
pph
10
0
10
Wf
20
TIME UNIT
SAMPLE PLOT
9.6
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HOT SECTION CONTAMINATION
4
2
%
0
Ng
-2
-4
50
C
25
0
ITT
-25
-50
20
pph
10
0
-10
Wf
-20
TIME UNIT
SAMPLE PLOT
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ENGINE TROUBLESHOOTING
Effective troubleshooting implies monitoring engine

parameters on a regular basis, using performance
check and Engine Condition Trend Monitoring.
Effective troubleshooting may be divided into four

steps:
1. Evaluate the symptom.

2. Logically isolate the possible cause of the
problem.
3. Try quick fixes when possible.
4. Determine the corrective action required to resolve
the problem.
Remember that troubleshooting is done by comparing

engine parameters with a set of reference valves for a
good engine or by looking at the trend of the
parameters of one engine over a period of time.
PERFORMANCE 9.9
NG ITT NP WF TORQUE
9 0 1 0
ENG
0 10 FUEL 0 10
8 2 1 9 10 120 7 120
7 % X
3 RPM 10 2 20 FLOW TORQUE 20
ITT 3 110 6 110
OE I
6 5 4 30 30
3 4 100
PPH X 100
100
10 8 5
R
5 PERCENT 40 0 40
9 4 6 90 RPM
90
8 5
C X 100
7 80 50 4 490 1 80 50
7 6 70 60 3 2 70 60
COMPRESSOR SECTION PROBLEMS

9.10
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HOT SECTION PROBLEMS
SYMPTOMS AT CONSTANT POWER

PROBLEM ACTION REQUIRED
Ng T5 Wf
• Reposition or replace seal ring.
Seal ring leak. Same Up Up Verify seal ring groove and replace
shroud housing if necessary.
Gas leakage at junction between • Lap sealing faces. Replace parts if
Same Up Up
small exit duct and vane ring. distorted.
Burnt vane ring (larger throat
Down Up Up • Replace vane ring.
area).
• Replace shroud segments to
restore clearance.
High CT tip clearance. Down Up Up
• Replace turbine if blades are worn
out.
Eroded compressor turbine • Send assembly to an authorized
Down UP UP
blades. facility for blade replacement.
Note: Hot section problems are always characterized by a higher T5 and Wf. Ng usually goes down or remains constant.
PERFORMANCE 9.12
HOT SECTION INSPECTION AND TIME BETWEEN
OVERHAUL
HSI and TBO are defined under the following Service TBO escalation Program:
Bulletins:
Operators desiring TBO extension should submit a
• SB 1003 for PT6A-21 / 27 /28 / 34B / 114 /114A / formal request in writing together with details of
116 / 135 / 135A sample engine log book to:
• SB 1303 for PT6A-34AG
• SB 1403 for PT6A-34 / 36 Pratt & Whitney Canada Inc.
ATTN: Manager, Technical Support
PT6 Engines.
TBO Industry: PWC recommended TBO applicable
to all operators.
ENGINE BASIC TBO BASIC HIS*
TBO Fleet: TBO attained by individual operators for PT6A-21 / 27 /28 /
engines of the same model in their fleet only. 34B / 114 / 114A / 3500 1750
116 / 135 /135A
Compressor turbine blades must be submitted to an PT6A-34AG 3500 1750
overhaul type inspection first at 5000 hours and then PT6A-34/36 4000 1250
every 3000 hours. Such inspection must include Non
Destructive Testing (NDT) inspection and blade
stretch measurement in accordance with Overhaul
* HSI interval may be based on Engine Condition
Manual Instructions.
Trend Monitoring as per:
Analytical Guide. Ref: SIL PT6A-036
PERFORMANCE 9.13
TAKE-OFF
IDLE
0
TAXI T.O. CLIMB CRUISE LET DOWN REVERSE TAXI STOP
TYPICAL GAS GENERATOR RUNNING MAP

9.14
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OPERATING LIMITS
The operating limits define, for each specific engine Maximum Continuous / Enroute Emergency: This
model, the upper and lower boundaries, where rating is intended for emergency use at the discretion
applicable, for all engine parameters observed in the of the pilot. Use of this rating is also authorized for
cockpit during normal operation. aircraft certification where flight at maximum
continuous power is called for.
Excursion beyond these limits may accelerate engine
wear and possibly lead to component failure. Maximum Climb / Maximum Cruise: Is the
maximum power approved for normal climb and
For current operating limits, refer to applicable Engine cruise.
Maintenance Manual (chapter 71).
Hi-Idle: Hi-idle is obtained by placing the starting
Operating limits are listed here for the: A-27, A-28, control lever in the Hi-idle position (approximately 26,
A-34/34B/34AG, A-36, A-114, A-114A, A-135, 000 rpm) as defined by the aircraft manufacturer.
A-135A, A-21 for reference only.
Idle: Idle power is obtained by placing the power
control lever in the Idle position with the stating
S.O.I. (Specific Operating Instructions) control lever in the Run position. This power
corresponds to that obtained at approximately 20, 000
ENGINE RATINGS gas generator rpm.
Reverse: Either full or partial reverse is obtained by
Take-off: This rating is the maximum power moving the power control lever to any position below
permissible and corresponds to the applicable model idle.
SHP at sea level up to their respective temperature.
The torque pressures for the various air inlets
temperatures and barometric pressures to give this
rating re shown within their respective charts. The
maximum allowable output torque must not be
exceeded.
PERFORMANCE 9.16
OPERATING LIMITS
PT6A-21
CONDITION OPERATING LIMITS

TORQUE ITT° C Ng Np OIL
POWER SETTING SHP MAXIMUM PRESSUR TEMP. C
LB.FT PSIG RPM % RPM
OBSERVED E PSIG
Takeoff and
550
Maximum / Enroute 10 to 99
32.8° C 1315 42.5 695 38,100 101.5 2200 80 – 100
Continued (50°to 210°F
(91° F)
Emergency
620
Maximum Climb 0 to 99
20.6° C 1628 42.5 695 38, 100 2200 80 – 100
Maximum Cruise (32° to 210° F)
(69° F)
Lo-Idle 660 40 (Min.) -40 to 99
(-40° to 210° F)
Starting 1090 -40 (Min.)
Acceleration 1500 48.5 825 38, 500 102.6 2420 0 to 99
(32° to 210° F)
500
2112 0 to 99
Maximum Reverse 32.8° C 1315 42.5 695 38, 100 101.5 80 -100
2068 (32° to 210° F)
(91° F)
PERFORMANCE 9.17
OPERATING LIMITS
PT6A-27

TORQUE ITT° C Ng Np Nf OIL
POWER
MAXIMUM PRESSURE TEMP. C
SETTING SHP LB.FT PSIG NOMINAL RPM % RPM %
OBSERVED PSIG
Takeoff and
Maximum / 680
10 to 99
Enroute 21.7° C 1628 53.3 725 38,100 101.5 2200 100 80 – 100
(50°to 210°F
Continued/ (71° F)
Emergency
Maximum
620
Climb 0 to 99
20.6° C 1628 53.3 675 695 38, 100 101.5 2200 100 80 – 100
Maximum (32° to 210° F)
(69° F)
Cruise
Lo-Idle 660 40 (Min.) -40 to 99
(-40° to 210° F)
Starting 925 1090 -40 (Min.)
Acceleration 2100 68.7 825 38, 500 102.6 2420 110 0 to 99
(32° to 210° F)
Maximum 2112 96 0 to 99
620 1628 53.3 725 38, 100 101.5 80 -100
Reverse 2068 94 (32° to 210° F)
PERFORMANCE 9.18
OPERATING LIMITS
PT6A-28

POWER
SETTING SHP LB.FT PSIG NOMINAL RPM % RPM %
OBSERVED PSIG
Takeoff and
Maximum / 680
10 to 99
Enroute 21.7° C 1628 53.3 750 38,100 101.5 2200 100 80 – 100
(50°to 210°F
Continued/ (71° F)
Emergency
620
Normal 0 to 99
20.6° C 1628 53.3 695 38,100 2200 100 80 – 100
Cruise (32° to 210° F
(69° F
Maximum
620
Climb 0 to 99
20.6° C 1628 53.3 750 38100 101.5 2200 100 80 – 100
Maximum (32° to 210° F)
(69° F)
Cruise
Lo-Idle 660 40 (Min.) -40 to 99
(-40° to 210° F)
Starting 925 1090 -40 (Min.)
Acceleration 2100 68.7 850 38, 500 102.6 2420 110 0 to 99
(32° to 210° F)
Maximum 0 to 99
620 1628 53.3 750 38, 100 101.5 2090 95 80 -100
Reverse (32° to 210° F)
PERFORMANCE 9.19
OPERATING LIMITS
PT6A-34 / 34B / 34AG

POWER
SETTING SHP LB.FT PSIG RPM % RPM %
OBSERVED PSIG
Takeoff and
Maximum / 750
10 to 99
Enroute 31.0° C 1970 64.5 790 38,100 101.6 2200 100 85 – 105
(50°to 210°F
Continued/ (87° F)
Emergency
A-34/34B A-34/34B
Maximum 700
1970 64.5 0 to 99
Climb 28.3° C A-34AG A-34AG 765 38, 100 101.6 2200 100 85 – 105 (32° to 210° F)
(83° F) 1840 60.2
700
Maximum 0 to 99
19.4° C 1840 60.2 740 38,100 101.6 2200 100 85 - 105
Cruise (32° to 210° F)
(67° F)
Idle 685 (6) 19,750 52.6 40 (Min.) -40 to 99
(-40° to 210° F)
Momentary 0 to 99
2100 68.4 850 38, 500 102.6 2420 110 85 to 105
Acceleration (32° to 210° F)
Maximum 0 to 99
750 1970 64.5 790 38, 100 101.6 2100 95±1% 85 to 105
PERFORMANCE 9.20
OPERATING LIMITS
PT6A-36

POWER
SHP MAXIMUM PRESSURE TEMP. C
SETTING LB.FT PSIG RPM % RPM
OBSERVED PSIG
750
Takeoff and 10 to 99
36.1° C 1970 64.5 805 38,100 101.6 2200 85 – 105
Max. Cont. (50°to 210°F
(97° F)
750
10 to 99
Takeoff Wet 47.8° C 1970 64.5 805 38,100 101.6 2200 85 – 105
(50°to 210°F
(118° F)
700
Maximum Climb 1970 0 to 99
28.3° C 64.5 765 38, 100 101.6 2200 85 – 105
(32° to 210° F)
(83° F)
700
Maximum Cruise 19.4° C 1840 60.2 740 38,100 101.6 2200 85 - 105 0 to 99
(32° to 210° F)
(67° F)
Idle 685 19,750 52.6 40 (Min.) -40 to 99
(-40° to 210° F)
Acceleration 2100 68.4 865 38, 500 102.6 2420 85 to 105 0 to 99
(32° to 210° F)
Maximum 0 to 99
750 1970 64.5 805 38, 100 101.6 2100 85 to 105
PERFORMANCE 9.21
OPERATING LIMITS
PT6A-114

POWER
OBSERVED PSIG
750
Takeoff and 10 to 99
57.8° C 1980 56.2 805 38,100 101.6 1900 85 – 105
Max. Cont. (50°to 210°F
(136° F)
600
40° C 56.2 765 38, 100 101.6 1900 85 – 105
(32° to 210° F)
(104° F)
600
(32° to 210° F)
(88° F)
Idle 685 19,500 52.0 40 (Min.) -40 to 99
(-40° to 210° F)
Transient 2400 68.2 865 38, 500 102.6 2090 85 to 105 104
(219° F) (10)
Maximum 0 to 99
600 1980 56.2 805 38, 100 101.6 1825 85 to 105
PERFORMANCE 9.22
OPERATING LIMITS
PT6A-114A

POWER
OBSERVED PSIG
Takeoff and
675
Max. / Enroute 10 to 99
61.1° C 1980 56.2 805 38,100 101.6 1900 85 – 105
Cont’d / (50°to 210°F
(142° F)
Emergency
675
47.2° C 56.2 765 38, 100 101.6 1900 85 – 105
(32° to 210° F)
(117° F)
675
(32° to 210° F)
(102° F)
Idle 685 19,500 52.0 40 (Min.) -40 to 99
(-40° to 210° F)
Acceleration 2400 68.2 865 38, 500 102.6 2090 85 to 105 104
(219° F) (10)
Maximum 0 to 99
675 1980 56.2 805 38, 100 101.6 1825 85 to 105
PERFORMANCE 9.23
OPERATING LIMITS
PT6A-135

POWER
OBSERVED PSIG
Takeoff and
750
29.5° C 2080 59.1 805 38,100 101.6 1900 85 – 105
Cont’d / (50°to 210°F
(85° F)
Emergency
700
36.7° C 55.1 805 38, 100 101.6 1900 85 – 105
(32° to 210° F)
(98° F)
700
(32° to 210° F)
(98° F)
Idle 685 19,750 52.6 40 (Min.) -40 to 99
(-40° to 210° F)
0 to 99
Acceleration 2400 68.2 865 38, 500 102.6 2090 85 to 105
(32° to 210° F)
Maximum 0 to 99
720 2080 59.1 805 38, 100 101.6 1825 85 to 105
PERFORMANCE 9.24
OPERATING LIMITS
PT6A-135A

POWER
OBSERVED PSIG
Takeoff and
750
33.9° C 2080 59.1 805 38,100 101.6 1900 85 – 105
Cont’d / (50°to 210°F
(93° F)
Emergency
700
40.6° C 55.1 805 38, 100 101.6 1900 85 – 105
(32° to 210° F)
(105° F)
700
(32° to 210° F)
(105° F)
Idle 685 19,750 40 (Min.) -40 to 99
(-40° to 210° F)
0 to 99
Acceleration 2200 68.2 880 38, 500 102.6 2090 85 to 105
(32° to 210° F)
Maximum 0 to 99
720 2080 59.1 805 38, 100 101.6 1825 85 to 105
PERFORMANCE 9.25
FUEL SYSTEM
PROPELLER SPEED
MIN. POWER POWER LEVERS CONTROL LEVERS
TAXI
MAX RANGE POWER FUEL CONDITIONS
RANGE LEVERS
REVERSE MAX. POWER
BETA
MIN. RPM LEVER LOCKS
FEATHER MAX. RPM
POWER
LEVER
CAM ASSY PROPELLER
(POWER CONTROL LEVER
LEVER) PROPELLER GOVERNOR
(PROPELLER LEVER)
LOW IDLE
SHUT-OFF HIGH IDLE
FUEL
LEVER
ENGINE MANAGEMENT
10.2
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FUEL NOZZLE STARTING FLOW CONTROL DUMP
MIN. PRESSURE
VALVE
MIN.
FLOW ACCEL.
DRAIN DRAIN STOP ADJ.
FCU CUT-OFF
TRANSFER
ENGINE FUEL SYSTEM GOVERNOR
PLUNGER
VALVE
BELLOWS BYPASS
VALVE BLEED TO TANK
PROPELLER
GOVERNOR FILTER
BYPASS
RESET VALVE
ARM FUEL
PRESSURE PUMP
MAX. RELIEF
FLOW VALVE 10
ACCEL. STOP MICRON
BELLOWS IDLE SPEED FILTER
(EVACUATED) ADJ.
MINIMUM
GOVERNOR
ADJUSTMENT TO POWER
LEVER
P1 PUMP DELIVERY FUEL DRAIN

P2 METERED FUEL
Po BYPASS FUEL COUPLING
Ng GOVERNOR Pa
SECONDARY FUEL BYPASS
Px METERING ORIFICE
P3 COMPRESSOR DISCHARGE PRESSURE
REG. VALVE
Px ACCELL. PRESSURE P3 AIR
74 MICRON
Py GOVERNING PRESSURE P3 FILTER STRAINER FUEL INLET
10.4
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FUEL INLET
THERMAL
ELEMENT
FUEL FUEL PUSH ROD
OUTLET OUTLET VALVE
OIL OIL OIL INLET OIL OUTLET
OPEN BYPASS
FUEL HEATER
10.6
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HIGH PRESSURE FUEL
TO FCU
OUTLET FILTER BYPASS

FILTER VALVE
CARBON
SEAL
CARBON
SEAL
BRASS
BUSHINGS
FCU BYPASS COUPLING TO

RETURN ACCESSORY
GEARBOX
INLET FILTER
(SELF RELIEVING)
BYPASS PRESSURE
REGULATING VALVE
FUEL INLET PRESSURE
BYPASS FUEL LOW PRESSURE FUEL
PUMP DELIVERY PRESSURE FROM FUEL HEATER FUEL PUMP
Fuel Pump NG Inter.
10.8 Gears Coupling
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MINIMUM FUEL ACCELARATION P1 PUMP DELIVERY FUEL
FLOW STOP ADJUSTMENT P2 METERED FUEL
P0 BYPASS FUEL
P3 COMPRESSOR DISCHARGE AIR
Px ACCELARATION AIR PRESSURE
METERING VALVE Py GOVERNING AIR PRESSURE
GOVERNOR BYPASS VALVE NG SCHEDULING IDLE SPEED

BELLOWS CAM ADJUSTMENT
RETURN TO TANK
RETURN
TO PUMP
TO PROP.
GOVERN.
TORQUE
TUBE HIGH PRESSURE
RELIEF VALVE
MAXIMUM FUEL P1 FROM
FLOW STOP FUEL PUMP
ACCELARATION
BELLOWS (EVACUATION) DRAIN
Pa
Px METERING
ORIFICE Py METERING
ORIFICE
FUEL CONTROL UNIT P3 AIR
NG Inter.
10.10 Coupling
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MIN. TO FLOW DIVIDER P1 PUMP DELIVERY FUEL
PRES. ACCELARATION P2 METERED FUEL
VALVE MINIMUM FUEL ADJUSTMENT
FLOW STOP P0 BYPASS FUEL
P3 COMPRESSOR DISCHARGE AIR
Px ACCELARATION AIR PRESSURE
Py GOVERNING AIR PRESSURE
METERING VALVE NG SCHEDULING IDLE SPEED

BYPASS VALVE CAM ADJUSTMENT
GOVERNOR
BELLOWS
RETURN TO TANK
RETURN
TO PUMP
TO PROP.
GOVERN.
TORQUE
TUBE HIGH PRESSURE
RELIEF VALVE
MAXIMUM FUEL P1 FROM
FLOW STOP FUEL PUMP
ACCELARATION DRAIN
BELLOWS (EVACUATION)
Pa
Px METERING
ORIFICE Py METERING
ORIFICE
FUEL CONTROL UNIT (WITH FLOW DIVIDER) P3 AIR
10.12 10.14
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BYPASS
NO.1
PLUNGER MANIFOLD
RIGGING SLOTS
(72 , 45 REF.)
TRANSFER TO COCKPIT
FUEL VALVE
INLET
NO.2
MANIFOLD
DUMP
MIN. PRESSURE
VALVE FUEL
A CUTOFF & DUMP POSITION INLET
NO.1
MANIFOLD MAX. STOP
CUTOFF & DUMP OUTLET TO
STOP (0 REF.) NO.1 MANIFOLD
FUEL OUTLET TO NO.2 MANIFOLD

INLET
NO.2
MANIFOLD NOTE 1
NO.1 MANIFOLD BOSS ROTATED 90 FOR
PURPOSES OF ILLUSTRATION IN VIEW A & B
B RUN POSTION
STARTING FLOW CONTROL
10.16
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DUMP POSITION
TO PRIMARY MANIFOLD
PRIMARY SECONDARY
VALVE VALVE
DUMP
PRIMARY FLOW POSITION VALVE
TO PRIMARY MANIFOLD TO SECONDARY MANIFOLD
PRIMARY AND SECONDARY FLOW POSITION FLOW DIVIDER & DUMP VALVE
10.18
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FUEL NOZZLE SHEATH FUEL NOZZLE
COMBUSTION
CHAMBER LINER
ASSEMBLY GAS GENERATOR
CASE ASSEMBLY
PRIMARY FUEL
MANIFOLD ADAPTER SECONDARY FUEL
ASSEMBLY FLOW MANIFOLD MANIFOLD ADAPTER
INLET ADAPTER ASSEMBLY
PRIMARY ADAPTER SECONDARY ADAPTER
FUEL MANIFOLD ASSY & NOZZLES

10.20
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POWER RECOVERY LEVER
METERING VALVE
ACTUATING CAM
BELLOWS TORQUE TUBE
MANUAL OVERRIDE
10.22
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MAX. GOVERNING SPEED ADJUSTMENT
IDLE SPEED ADJUSTMENT
ACCELERATION
ADJUSTMENT
PART POWER TRIM STOP
F.C.U. ADJUSTMENTS (WITH STARTING FLOW CONTROL)

10.24
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IN-USE HIGH IDLE
DETAIL B POSITION ADJUSTMENT MAX. Ng
CUT-OFF STOP
STOWED VIEW A
IDLE
ADJUSTMENT POSITION
ACCELERATION
ADJUSTMENT
CUT-OFF PART POWER FUEL BYPASS MINIMUM FLOW

ADJUSTMENT TRIM STOP
F.C.U. ADJUSTMENTS (WITH FLOW DIVIDER)

10.26
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FCU TROUBLESHOOTING
OBSERVED PROBLEM POSSIBLE CAUSE

• Aircraft fuel supply problem.
• Improper starting procedures.
Engine does not lightup.
• Starting Flow Control or Flow Divider problem.
• Internal FCU problem.
Hotter starting temperature than normal. • Starting Flow Control or Flow Divider problem.
• Internal FCU problems
Hung start. • Fuel Pump Filter blockage.
• Internal Fuel Pump Problem.
• Aircraft Fuel supply problem.
• Faulty rigging, lever not reaching maximum stop.
• Restricted P3 line to the FCU or P3 filter.
• Small leakage at P3 line to FCU.
Engine is slow to accelerate or limited in power range.
• Small leakage from Py line or propeller Nf governor.
• Fuel Pump filters blocked.
• Aircraft Fuel supply problem.
Engine remains at minimum fuel flow Ng speed and • Heavy leakage at Py line or propeller governor.
does not accelerate. • Blocked P3 line to the FCU or P3 filter.
FUEL SYSTEM 10.28

FCU TROUBLESHOOTING (continued)
OBSERVED PROBLEM POSSIBLE CAUSE

· Bleed Valve problem.
· “Pa” bleed blocked (Px bleed to atmosphere). Call help
Engine surges during acceleration. desk for assistance.
· “Px” resistrictor at the left side of the FCU (it should be
at the right side).
· Air leakage from Py line or Propeller Nf governor.
Fluctuations of Ng, Tq, ITT, Wf and Np.
· FCU Ng Governor bearing problem.
· Absence of FCU to Pump coupling.
Uncontrolled Ng acceleration.
· FCU Ng Governor bearing seized.
White smoke at shutdown from exhaust. · Improper function of Fuel cutoff.
· Replace Fuel Pump; ensure that the lubricating hole in
Rust out of Fuel Pump splines and drain.
the AGB fuel pump drive is free from contamination.
Blue stains between FCU and Fuel Pump or out of Fuel · Replace FCU and Fuel Pump.
Pump drain.
PT6A-27/34 TRAINING USE ONLY FUEL SYSTEM 10.29

PROPELLER SYSTEM
COARSE PITCH
HIGH SPEED
CRUISE
HYDRAULIC
LOW PITCH
IDLE
REVERSE
REVERSE
PITCH
COCKPIT LEVER TO PROPELLER BLADE ANGLE RELATION

11.2
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REVERSING CAM SUPPLY PRESSURE
PUSH-PULL CONTROL RETURN TO PUMP
PROPELLER SERVO PRESSURE
PROPELLER SPEED
CONTROL LEVER
RESET POST
Py PRESSURE
RELIEF
VALVE
RESET BETA
ARM VALVE
FCU
ARM MIN. GOV.
ADJ.
PILOT VALVE
TO SUMP CSU PUMP
TEST SOLENOID ENGINE
PROPELLER OIL
OVERSPEED
GOVERNOR
FEATHER
SOLENOID TO SUMP PROPELLER SYSTEM (GOVERNING)
11.4 CSU
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REVERSING CAM
PUSH-PULL CONTROL
PROPELLER SPEED
CONTROL LEVER BETA VALVE LEVER
RESET POST
GOVERNOR
SPRING
SHUT-OFF (LOCK PITCH)
Py SOLENOID VALVE
RESET
ARM
MIN. GOV.
FCU ADJ. BETA
ARM PILOT VALVE VALVE
CSU PUMP CARBON
BLOCK
ENGINE
OIL
SUPPLY PRESSURE
RETURN TO PUMP
PROPELLER SERVO PRESSURE BETA ROD
HYDRAULIC
LOW PITCH ADJ.
PROPELLER SYSTEM (BETA)
11.6 11.8
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EXAMPLE: SEA LEVEL , 15 C, TORQUE = 800 Lb -Ft
PRESSURE ALTITUDE (FEET)
60
-5000
-4000
-3000
-2000
-1000
10,000
11,000
12,000
13,000
14,000
15,000
1000
2000
3000
4000
5000
6000
7000
8000
9000
0
50
40
30
20
TEMPERATURE ( C)
10
-10
-20
-30
-40
-50
900 800 700 600 500 400 300
PROPELLER TORQUE (Lb -Ft) AT 1800 RPM
PRIMARY BLADE ANGLE CHECK CHART (typical)
11.10
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RESET POST
AIR BLEED ORIFICE
SPEEDER SPRING
RELIEF VALVE
Py
RESET
ARM
MAX. STOP SCREW
MIN. GOVERNOR ADJUSTMENT BETA VALVE
PILOT
VALVE
FROM TO SUMP PUMP
PROPELLER SERVO GEARS
GOVERNOR PUMP
ENGINE OIL SUPPLY

PROPELLER SYSTEM (GOVERNING)
11.12
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RESET POST
SPEEDER AIR BLEED ORIFICE
SPRING
Py
Py
AIR BLEED
ORIFICE
RESET
ARM
MIN. GOV.
ADJ.
PILOT BETA VALVE
MIN. GOVERNOR
VALVE TO SUMP ADJUSTMENT TO SUMP
SCREW
FROM
PROPELLER
SERVO
PROPELLER
OVERSPEED
GOVERNOR
Nf GOVERNOR
TEST
SOLENOID
TO SUMP PROPELLER OVERSPEED GOVERNOR

OVERSPEED PROTECTION
11.14
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MAXIMUM Np ADJUSTMENT
FEATHERING TIME ADJUSTMENT
RESET ARM
PNEUMATIC MINIMUM
ADJUSTMENT
C.S.U. ADJUSTMENT
11.16
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REVERSING CAM
Purpose: To operate the propeller reversing cable, to

control the prop blade angle for beta operations.
Description: There are several types of reversing cams.

Three types can be found on the small PT6A’s:
• Linear beta: Standard cam
• Quiet Taxi: Found on the majority of Beech King Airs.
• STOL cam: Found on the Short Take Off and Landing

aircraft. Ex: DH Twin Otter
PROPELLER SYSTEM 11.18

QUIET TAXI CAM
REVERSE IDLE TAKE-OFF

LINEAR BETA CAM
REVERSE IDLE MAX.

STOL CAM
REVERSE BETA RANGE TAKE-OFF
QUIET TAXI, LINEAR BETA & STOL CAM
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PROPELLER SYSTEM TROUBLESHOOTING
OBSERVED PROBLEM ACTION REQUIRED

• Overspeed governor interferes with propeller governor.
At HIGH
Np and Torque • Propeller governor problem. Replace unit if necessary
power
Fluctuations • Reduce Np during hi power operation - See if problem clears
(no Ng, ITT or Wf At LOW • Verify if slip ring is not distorted.
fluctuations) power • Ensure that the BETA nuts are evenly adjusted.
(in beta) • Verify operation of lock pitch solenoid.
• Carbon block worn out or beta valve rigged too far out.
Propeller slow to unfeather
• Air in the propeller dome (first start of the day)
• Ensure reset arm is positively sitting against forward stop.
Np, Tq, ITT and Ng fluctuation
• Verify Py line for leaks. Replace FCU if problem is still present.
• Adjust governor. Replace governor if adjustment is not effective.
Propeller RPM too high
• Check accuracy of propeller speed indicating system.
• Adjust governor. Ensure Ng is not limited by any P3 or Py leak.
Propeller RPM too low • Check accuracy of propeller speed indicating system.
• Replace governor

MAINTENANCE PRACTICES
HOT SECTION INSPECTION
Purpose:
HSI Frequency:
To optimize engine performance, fuel economy, safety and
prolong component life. The condition of the hot section parts • Scheduled (1250 hours, as per SB1003 or SB3003)
has a direct effect on engine performance. Deterioration of the • On condition (as per ECTM result)
hot section can be detected by using engine condition trend
monitoring (ECTM) and / or by doing performance checks
(refer to chapter 9). Pre HSI Actions:
Deterioration of hot section components may include cracking, • Do a performance check. The result of the performance
burning, buckling, erosion, fretting wear and corrosion. check will be compared with a post HSI check to monitor
performance recovery.
Hot section distresses is usually attributed to malfunctioning • Remove and inspect oil filter, magnetic chip detector and
fuel nozzles, hot starts, running the engine beyond acceptable RGB strainer for metal contamination.
ITT limits, continuous operation at maximum power, doing • Remove air inlet screen and inspect first stage compressor
rapid accelerations, or abusing reverse thrust or FOD. blades for F.O.D.
Return engine to an overhaul facility if any of the above checks

Goals of the HSI include: are beyond limits.
• Maintaining CT blade tip clearance close to a minimum

• Optimizing lug to slot fits on CT vane Engine Disassembly:
• Minimizing P3 air leaks, internal or external
• Ensuring that replacement compressor turbine vane ring • Remove power section
and power turbine vane ring classes are kept the same as • Measure Compressor Turbine blade tip clearance
installed in engine latest build. • Remove Compressor Turbine assembly
• Remove fuel nozzles
• Remove spark igniters
• Remove combustion chamber liner
• Remove CT vane assemble
• Remove large exit duct
MAINTENANCE PRACTICES 12.2

BORESCOPE INSPECTION
Procedure:
Description:
• Remove one fuel manifold adapter.
The borescope inspection allows operators to visually • Insert the guide tube through the open port.
inspect hot section components without disassembling • Install the holding fixture to the engine "C" flange.
the engine. • Connect the borescope to the light source.
• Insert the borescope into the guide tube with care.
The following components can be inspected with a
borescope: Note: Keep in mind that you are looking 125 degree
away from the point of entry of the tip as shown in the
• Compressor turbine blades. figure.
• Leading and trailing edges of compressor turbine
vane ring. Inner and outer walls of vane rings. All compressor turbine blades can be inspected through
• All CT vanes can be inspected when fuel nozzles are one fuel nozzle adapter port. Using the proper tool in the
removed for inspection. starter drive can rotate the compressor. Ensure
• Turbine shroud segments. borescope tip does not interfere with compressor turbine
• Cooling rings and dome section of the combustion blades.
chamber.
The guide tube is not required for the inspection of
Use the borescope with care since it is a very fragile combustion chamber liner.
device.
A 35-mm camera or a video camera may be mounted on
Engine must be cool prior to using the borescope. Cool the viewer to record inspection of hot section areas
down engine for a minimum of 40 minutes. (adapters required).

FUEL MANIFOLD ADAPTER PORT
RIGID GUIDE TUBE
POINT OF ENTRY (REF.)
125 FIBERSCOPE TIP
VANE RING
DISTAL POINT
RELATION BETWEEN POINT OF ENTRY AND DISTAL TIP
VIEW FROM EXHAUST DUCT

TOWARD AIR INLET CASE GUIDE TUBE ORIENTATION
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Hot Section Tools:
1. Power section sling (with the propeller installed on the

engine).
2. Compressor turbine holding wrench.
3. Spacers (4).
4. Spreader.
5. Compressor turbine puller.
6. Protector sleeve.
7. Puller no. 2 bearing cover.
8. Dial indicator.
9. Shroud grinder adapter.
10. Grinding wheel.
11. Grinder.
12. Crimper.

1 2 3 4
5 6 7 8
9 10 11 12
HOT SECTION TOOLS
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CT Tip Clearance Measurement
Procedure:
• Measure tip clearance using a tapered or a wire feeler
gage, at the trailing edge of the blades.
• The tip clearance limits for each individual model is
listed in the Engine Maintenance Manual.
• Do not rotate turbine while taking measurements.
• For best accuracy, install the rubber blocks between
the small and large exit ducts.
Three limits are shown in the Maintenance Manual:

• Average clearance for new segments.
• Average clearance for used segment (that ran at
least 5 minutes at take off power).
• Hi - low clearance for used segments (performance
permitting).
Amount of readings taken:
• Average all readings and compare with limits stated in

Engine Maintenance Manual.
• For PT6A-34 & 40 series, take 3 readings per
segments (3 readings x 9 segments = 27 readings).
• For PT6A-27 series, take 2 readings per segments (2
readings x 16 segments = 32 readings).

HOT SECTION INSPECTION (continued)
INSPECTION
Gas generator case CT vane
• Inspect case for cracks, distortion, corrosion and • Inspect vane ring for evidence of burning, cracking
evidence of overheating. and coating loss.
• Inspect engine mount threads. • Insure proper sliding fit (lugs to slots) with mating
• Inspect P3 air supply holes at CT vane flange for parts.
blockage. • Check air-cooling holes for blockage. (A-34 series only).
• Inspect diffuser pipes for cracks and fretting wear.
• Inspect shanknuts at CT vane flange for security.
Shroud housing
Combustion chamber liner • Inspect shroud housing for cracks, blockage of

cooling air holes, fretting wear at sealing ring contact
• Visually inspect the liner for evidence of burning, area
cracking, buckling or metal to metal fretting wear.
• Regap cooling rings if they are distorted.
Shroud segments
• Stop drilling of cracks and welding may be required
(refer M/M for limits). • Inspect shroud segments for cracks, burning
distortion and metal buildup
Combustion chamber large and small exit ducts
Compressor turbine
• Inspect the small and large exit ducts for evidence of
burning, cracking, buckling, coating loss or metal to • Inspect CT blades for: tip rub, cracks, sulphidation,
metal fretting wear. erosion, burning and coating loss.
• Stop drilling of cracks may be required (refer M/M for • Inspect CT disk for damage.
limits) • Wash turbine blades based on past sulphidation
experience.

Interstage Sealing Ring: SEALING SURFACE RESTORATION

• Inspect sealing ring(s) for fretting wear on sealing
diameter and face. Purpose:
• Fit ring on sealing diameter for full contact. To achieve best sealing of P3 in the gas generator case
area and keep leakage to a minimum.
Power Turbine Vane:
Description:
• Inspect vane ring for evidence of burning, cracking
There are 2 sealing surface contacts that must be
and coating loss.
checked for proper seating:
• Ensure proper sliding fit (lugs to slots) with PT stator
housing. 1. Lockplate to vane ring inner diameter.
• Damage to the power turbine vane ring is not 2. Vane ring outer diameter to small exit duct.
common unless bad fuel nozzles caused damage to
CT area. Gas tight contact ,between these surfaces, depends on
surface finish and flatness. Surface finish should be
Power Turbine: better than 32 micro-inches and .0005" max waviness.
Lapping can be used to eliminate minor surface
• Inspect the turbine for: cracks, burning, coating loss, imperfections. When lapping is impractical, the
corrosion, and impact damage and blade shift. assemblies should be machined at an approved overhaul
• Return the power section to an authorized overhaul facility.
facility if the turbine needs to be replaced.
Exhaust Case:
• Inspect the case for general condition.
• Check the case for cracks near the flanges.
• Inspect inner ski jump area for wear caused by #3
bearing cover.
• Inspect flange -D- area for cracks around PT shroud.

Vane Inner Vane Outer
FITTING OF HOT SECTION PARTS Step 1:

Install the vane ring on a bench with the inner lugs
Purpose: uppermost. Install the #2 bearing cover slots around the
• To achieve best fitting of the hot section parts for vane ring lugs.
minimizing side play which can result in CT tip rub. Rotate the vane in the direction it would want to turn, as
• To allow thermal expansion to take place, without any the gas flow through it. Hold the #2 bearing cover still.
binding. This will force the lugs to contact the slots on one side
and to have a loose fit on the other side. Measure
Description: clearance on both sides with a narrow feeler gage, ref.
MM for limits.
There are 2 lug to slot fit areas that must be checked for
proper fit:
Step 2:
1. Vane ring inner lugs to #2 bearing cover slots.
Install the shroud housing on a bench with the slots
2. Vane ring outer lugs to shroud housing slots (A34 &
uppermost. Install the vane ring lugs inside the shroud
A40 series)
housing lugs.
OR Rotate the vane in the direction it would want to turn, as
the gases flow through it. Hold the shroud housing still.
2. Vane ring outer slots to small exit duct lugs (A-27 This will force the lugs to contact the slots on one side
series). and to have a loose fit on the other side. Measure
clearance on both sides with a narrow feeler gage, ref.
MM for limits.
If clearance cannot be achieved, reindex the parts and
measure. If clearance can still not be obtained, remove
material lightly with a stone until fit is achieved.

Torque CT Disk Measure Tip Clearance
Shroud segment grinding

To achieve optimum Compressor Turbine tip clearance all Calculating amount of metal removed by grinding
around the shroud.
The shroud inside dimension (radius) is measured by
comparing reference master tool to the shroud dimension.
Note: operators who are equipped with the proper tooling and
do their own grinding use this procedure. The preferred The dimension stamped on the master tool is the radius from
method is to send the hot section kit to an approved P&WC the center of the gage to the step on the master tool. Set gage
service center, which can achieve a superior surface finish and dial to zero when it is on the master.
concentricity control. The hot section kit consists of the
following: Calculate actual tip clearance before grinding as follows:
(the numbers used are for examples only)
• CT vane assembly (vane ring, small exit duct, shroud
housing and segments.
• #2 bearing cover and / or flange. • Dimension stamped on side of gage (master). = 4.282"
• Lockplate. • Dial gage reading. = -0.009"
• Compressor turbine assembly. (plus or minus sign is important)
• CT largest diameter ÷ 2 (8.532 ÷ 2). = 4.266"
Grinding can be minimized by carefully selecting classes to
compensate for ovality or eccentricity of the shroud housing.
The best fitting class segments is picked after measuring the Step 1 = Find the radius of the shroud:
CT outside diameter and referring to a table from the Engine (master + dial reading => 4.282" -.009") = 4.273"
Maintenance Manual. It is recommended to go 1-class higher
(thicker segments) to offset any excessive ovality from the Step 2 = Find actual CT tip clearance:
shroud housing. (shroud radius - disk radius => 4.273" - 4.266") = 0.007"
Step 3 = Determine material to be removed, assuming

Preparations
required tip clearance is .010".
• Mask vane ring, #2 bearing and gas generator area
carefully. (actual clearance - required clearance : .007" - .010") = -.003"
• Install the 4 rubber spacers with equal tension between the
large and small exit ducts. We need to grind .003" off the segments.
• Install the grinder adapter on compressor stub shaft.
• Install the radius gage on the adapter and calculate the tip Note: Refer to Maintenance Manual for proper grinding
clearance. procedure.

Fuel nozzle functional check: Ensures the engine Pressure Test:

combustion chamber receives properly atomized fuel.
Pressure test for leakage between nozzle tip and adapter
at 500 PSI, no leakage allowed.
Inspection interval:
• 200 hours for new operators. Fuel nozzle cleaning:
• 400 hours max interval afterwards, depending of • When spraying, brush tip with a non-metallic brush to
condition. loosen any possible carbon debris.
• If above method is not effective, ultrasonically clean
Spray pattern check: nozzles in carbon remover solvent.
• Always hot water rinse nozzles after cleaning, since
• Flow test for spray pattern at 20 PSI. Check for carbon solvent is corrosive.
drooling and spitting (none permitted).
• There might be an onion or tulip shaped spray
pattern. Fuel nozzle sheaths:
• Flow test for spray pattern at 60 PSI. Check for spray
pattern streakiness, drooling or spitting. • Inspect sheaths for erosion on the dome top.
• 20% max streakiness is allowed • Inspect sheaths for wear at combustion chamber
contact area.
Note 1:All values are for reference only. Always refer to • Check gap between sheath and adapter flange.
the appropriate Maintenance Manual for proper settings. • Check concentricity between sheath and adapter
orifice with a .020" drill.
Note 2: If a streaking nozzle is found during testing, a
visual HSI or borescope inspection of the hot section
should be done.

T5 system functional check: Heat response test (T5 probe functional check)
T5 system inspection should be performed during hot This check is done to verify proper functioning of T5
section inspection with the engine split at flange "C" or probes. Ensures T5 probes respond to heat.
whenever a T5 indication problem is suspected. With engine split at "C" flange, connect test set to alumel
and chromel lead. Heat each probe individually and
Continuity Resistance (loop) check: verify response. Replace faulty thermocouple probe.
Ensures continuity and proper resistance in the T5
probes, busbars, wires and terminals. Note:
Disconnect all leads from T5 terminal block on gas • Each T5 probe can be checked for loop and insulation
generator case (use care, while disconnecting leads, to resistance if a fault is suspected.
avoid cracking the insulation material) and measure • Always clean connector carefully to ensure resistance
resistance between Alumel and Chromel terminals. of the system is not disturbed
Disconnect T5 probes from busbar and measure

Trim thermocouple check
resistance between Alumel and Chromel terminals, refer
to Maintenance Manual for resistance limits. This check is done to ensure proper resistance of the trim
stick.
Insulation (ground) resistance check:
This check is done to ensure system is not grounded
(shorted). Ensures that neither Alumel nor Chromel bus
bars are contacting the casing.
Connect test set between alumel or chromel and ground
(gas generator case) and measure insulation resistance.
Minimum resistance must not be less than specified limit.

PROPELLER SPEED
MIN. POWER POWER LEVERS CONTROL LEVERS
TAXI
MAX RANGE POWER FUEL CONDITIONS
REVERSE RANGE LEVERS
MAX. POWER
BETA
MIN. RPM LEVER LOCKS
FEATHER MAX. RPM
POWER
LEVER
CAM ASSY PROPELLER
(POWER CONTROL LEVER
LEVER) PROPELLER GOVERNOR
(PROPELLER LEVER)
LOW IDLE
SHUT-OFF HIGH IDLE
FUEL
LEVER
BASIC ENGINE RIGGING
12.16
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REVERSE CAM REAR CLEVIS REVERSING
CABLE
DEADBAND ADJUSTMENT
FCU INTRECONNECTING ROD
FCU ACTUATING
LEVER
FCU ARM
DIM. X CAM FOLLOWER
PIN
MAX. NG
ADJUSTMENT CAMBOX
INPUT CAM BOX
LEVER
22.5
AIRFRAME
POWER LEVER
CABLE
MAX. NG FUEL PUMP

STOP
REAR LINKAGE RIGGING

12.18
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RESET ARM MAX. STOP
DO NOT ADJUST
FRONT CLEVIS
BETA LEVER
BETA VALVE
INTERCONNECT ROD CAP NUT
RIG FLUSH
VALVE CLEVIS
FRONT LINKAGE RIGGING BEAT VALVE
12.20
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FEATHER STOP SCREW RESET ARM MAX. STOP
(DO NOT ADJUST)
HIGH IDDLE CUT-OFF STOP
MAX. SPEED ADJUSTMENT
FCU CSU
FUEL & PROPELLER SPEED LEVER RIGGING

12.22
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POST RUN UP ADJUSTMENTS
Prior to running the engine ensure that

• The FCU maximum Ng stop is contacted when the cockpit power lever is advanced to the maximum position.
• The cut-off stop is contacted when the condition lever is at the cut-off position.
• The speed select lever on the CSU makes firm contact with the maximum speed stop.
SYMPTOMS FIX
• Ensure minimum flow is not too high.
Idle Ng too high • Ensure FCU control rod is not rigged too short.
• Adjust.
• Ensure there are no P3 or Py leaks.
Idle Ng too low
• Adjust.
Before adjusting, ensure that:
Unequal power lever
• Low and high idles are the same on both engines and Ng pick-up point is the same on
travel movement from
both engines.
idle to take off between
• To shorten the power lever travel, (PLA ahead) lengthen the FCU control rod. This will
the two engines
displace the Ng pick-up point.
(progressive stagger)
• Reposition the pick-up point by adjusting the serrated washer (counterclockwise in this
case).
Before adjusting make sure that:
• The deadband is the same on the two engines.
Ng pick-up point is
• The power lever travel movement from idle to take off is the same on the two engines
different on the two
(stagger is constant).
engines
• To move the pick-up point forward on the quadrant, turn the serrated washer clockwise.
(Do not change the rod length) NB: 2 teeth change on serrated washer = .040"
movement on the cockpit quadrant.

POST RUN UP ADJUSTMENTS (continued)
SYMPTOMS FIX
Primary blade angle • Verify position of the beta valve is identical on the two engines when the cockpit power
check shows a difference lever is advanced halfway between idle and maximum power.
between the two engines • Adjust beta valve position if adjustment required is small, otherwise adjust beta nuts.
Propeller zero pitch • Confirm the beta valve position is flush with the beta valve cap nut.
position (Np increase in • Ensure the reverse cable clevis is connected to the specified reverse cam hole.
rearward deadband) is • Ensure Ng is in deadband zone (no increase yet)
staggered on the two • Perform primary blade angle check (Calibrate torque transducer).
engines. • Adjust PBA as required.

SUMMARY OF CONTROLS
Power setting Beta

Prop governor Nf governor
(prop blade Wf schedule mechanism Remarks
Operation operation
angle) operation
Provides for
Safety only ; reduces Power lever
Maintains constant prop RPM minimum blade
Take-off, climb fuel flow if Np exceeds schedules Ng only.
by controlling oil supply to Scheduled by angle only;
selected RPM by Propeller reversing
and cruise propeller via pilot valve
approx. 6% to 10% in
FCU normally
mechanism is
(+17° to +30°) plunger. via power lever inoperative in
case inoperative. Beta
Beta valve fully open. this range of
of a malfunction. valve is fully open
operation.
Schedule by FCU
Beta valve Cockpit power lever
Supplies servo oil to propeller Ng is at low idle
Approach maintains PBA schedules Ng only.
via beta valve. Pilot valve Safety only or high idle
(+11° to +17°) by controlling oil Beta valve controls oil
open. (Via condition
flow to propeller to propeller.
lever)
Beta valve Power lever
Supplies servo oil to propeller
Beta (taxi) Schedule by FCU maintains blade schedules
via beta valve. Pilot valve Safety only
(+11° to -2°) Ng remains at idle angle selected blade angle directly.
open.
by pilot. Ng remains at idle
Cockpit power lever
Scheduled by
Progressively reduces Beta valve schedules blade
Supplies servo oil to propeller FCU and modified
Reverse beta fuel flow to ensure maintains blade angle directly,
via beta valve. Constant by Nf governor Py
(-2° to -15°) actual Np is always less angle selected schedules fuel flow,
speed action inoperative. bleed (high power
than selected Np. by pilot. and resets Nf
reverse operation)
governor down.

PRATT & WHITNEY CANADA
CUSTOMER TRAINING
P P O RT S
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ABBREVIATIONS
Ag Agricultural (PT6A-15Ag) P1 Fuel pump delivery pressure

AGB Accessory Gearbox P2 Metered fuel pressure
AMM Airframe Maintenance Manual P3 Compressor discharge pressure (station 3)
BOV Bleed Off Valve Palt Pressure altitude
CW Clockwise Pamb Ambient air Pressure
CCW Counterclockwise PBA Primary Blade Angle
CSU Constant Speed Unit PLA Power Lever Angle
CT Compressor Turbine PPH Pounds Per Hour (Lb/hr)
ECTM Engine Condition Trend Monitoring PSI Pounds per Square Inch
ESHP Equivalent Shaft Horsepower PSIA Pounds per Square Inch Absolute
FCU Fuel Control Unit PSID Pounds per Square Inch Differential
FI Flight Idle (high idle) PSIG Pounds per Square Inch Gauge
FOD Foreign Object Damage PT Power Turbine
GI Ground Idle (low idle) RGB Reduction Gearbox
HSI Hot Section Inspection S/L Sea Level
IAS Indicated Air Speed S/N Serial Number
ISA International Standard Atmosphere SB Service Bulletin
ITT Interturbine Temperature (T5) SIL Service Information Letter
M/M Maintenance Manual SFC Specific Fuel Consumption
MOP Main Oil Pressure SHP Shaft Horsepower
MOT Main Oil Temperature T/O Take-Off
Nf Free turbine speed T5 Interturbine Temperature (ITT)
Ng Gas generator speed TBO Time Between Overhaul
Np Propeller speed Tq Torque
OAT Outside Air Temperature Wa Air mass flow
P0 Bypass (spill) fuel pressure Wf Fuel flow
ENGINE OVERVIEW 1.4

ENGINE FEATURES
• 450 to 750 SHP. Notes:

• Free turbine, reverse flow inlet configuration. _____________________________________________
• Reverse flow combustion system. _____________________________________________
• Two sections: gas generator, power section. _____________________________________________
• Two stage planetary reduction gearbox. _____________________________________________
• Variable speed propeller. _____________________________________________
• Reverse thrust capability. _____________________________________________
• Hydro pneumatic fuel control unit. _____________________________________________
• Hydraulic torque measurement system. _____________________________________________
• Three lever power management. _____________________________________________
• Fuel control with manual override.* _____________________________________________
_____________________________________________
*On certain single engine aircraft only. _____________________________________________
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ENGINE OVERVIEW 1.6

BASIC PT6A ENGINE
Engine Operation:
Design of the PT6 started in 1958. Production began in 1963 with The generated hot gases are then directed to the turbine area and
the 550 SHP PT6A-6. Over 50 different PT6A models are now in assist the starter in accelerating the compressor to idle speed.
operation, ranging from 500 SHP (PT6A-112) to 1424 SHP (PT6A-
67R). Over 24,000 engines were delivered with over 164,000,000 At this point, ignition and starter are turned off as the self-sustained
hours accumulated, the PT6A’s are used in 145 different countries. combustion is now able to drive the compressor.
The PT6A-34/42 engine series are lightweight turbine engines The hot expanding gases accelerate through the compressor turbine
driving a propeller shaft via a two-stage reduction gearbox. Two vane ring and cause the compressor turbine to turn. The gases
major rotating assemblies compose the heart of the engine. One leaving the compressor turbine are accelerated again as they
assembly consists of the compressor turbine and the compressor. expand through the power turbine vane ring(s). The power turbine(s)
The other one consists of the power turbine(s) and the power turbine provide rotational energy to drive the propeller. The reduction
shaft. The two rotating assemblies are not connected together and gearbox reduces the power turbine speed (33,000-rpm) to one
turn at different speeds and in opposite directions. This design is suitable for the propeller (1700 to 2200 rpm).
referred to as a "Free Turbine Engine".
Gases leaving the power turbine are expelled into the atmosphere by
This configuration allows the power turbine and propeller to rotate at the exhaust duct. Engine shutdown is accomplished by cutting fuel
constant speed while the fuel control system schedules compressor going to the combustion chamber.
speed (Ng) according to the power demand.
Engine oil is supplied from an integral oil tank located in the inlet
Starter cranking torque is low since only the compressor rotates on case rear section. The oil cools, lubricates and cleans all bearings
start. Engaging the starter mounted on the accessory gearbox starts and gears.
the engine. The compressor draws air into the engine via an annular
plenum chamber (inlet case), increases its pressure across 3 axial A hydro-pneumatic fuel control unit, mounted on the fuel pump,
stages and one centrifugal impeller and delivers it to the combustion regulates compressor speed by metering fuel flow to the nozzles, in
chamber. response to the power lever angle and flight conditions.
Air enters the combustion chamber through small holes. At the The propeller governor controls the power turbine / propeller speed
proper compressor speed, fuel is introduced into the combustion by varying the propeller blade angle in response to the propeller
chamber. Two igniters located in the combustion chamber ignite the speed control lever, engine power and flight conditions.
air-fuel mixture.
ENGINE OVERVIEW 1.12

STATIONS
STATION LOCATION TEMP. °C PRESSURE PSIA

1 Ambient 15° 14.7
2 Compressor Inlet 16° 14.7
2.5 Interstage Compressor 110° 26.4
3 Compressor Discharge 280° 103
4 Turbine 934° 101
5 Inter Turbine 690° 35
6 Turbine Exit 565° 16
7 Exhaust 551° 15.5
Note: Temperatures and pressures taken at take-off power, 15°C and at sea level.

FLANGES BEARINGS (MAIN)
Flanges: Mating faces where components are joined Bearings: They support major rotating assemblies. There
together. are six main bearings on the PT6 engine: three roller bearings
and three ball bearings. The ball bearings withstand the
following thrusts:
-A- Attaches the RGB front & rear housings to the exhaust
case. No. 1 bearing : Compressor thrust (rearward).
-B- Attaches the RGB rear housing to the No 3 bearing No. 4 bearing : Power turbine thrust (forward).
housing.
No. 6 bearing : Propeller thrust (forward).
-C- Attaches the exhaust case to the gas generator case.
Bearings number 2, 3 and 5 are roller bearings. They support
-D- Attaches the PT vane assembly to the exhaust case. radial loading and permit axial rotor movement required for
thermal expansion.
-E- Joins the CT vane assembly together.
-F- Attaches the inlet case to the gas generator case. Rotor Supported by:
No. 1 Ball
-G- Attaches the AGB to the inlet case. Compressor shaft
No. 2 Roller
No. 3 Roller
Power Turbine Shaft
No. 4 Ball
No. 5 Roller
Propeller Shaft
No. 6 Ball
Maintenance:
None on the bearings. Preventive maintenance consists of

periodic oil level checks and inspection of filter. Ensure oil
pressure is kept within limits.

INERTIAL SEPARATOR (AIRFRAME)
Purpose:
Protect the engine from ingesting foreign objects such as:

stones, ice, sand, snow, rain, etc.
Operation:
Deployment of the inertial separator to the bypass (icing)

position force air in the nacelle to execute a sharp turn
before entering the engine. Water droplets, ice crystals or
snow, because of their inertia, tend to maintain their
original high velocity path and are discharged overboard
through the separator bypass duct.
Note:
The inertial separator is an airframe supplied item. Not

using the inertial separator in icing conditions could result
in costly damage to the compressor blades. Ensure
separator operates freely. Erratic movement of the
separator vane may cause engine parameter fluctuation.
For specific maintenance action, refer to the Airframe

Maintenance Manual.
COMPRESSOR SECTION 2.2

INLET CASE
Operation:
Purpose: The annular configuration of the PT6 inlet case facilitates

the protection against Foreign Object Damage. Because
• Directs air into the compressor. the compressor rotor intake is not in line with the flight
• Support #1 bearing. path, air coming into the PT6 makes a sharp turn prior to
• Support the AGB. entering the inlet case. This configuration is combined
• Forms the oil tank. with the inertial separator for maximum protection against
• Inlet screen (1/4 inch mesh) prevents objects from FOD. The shape of the air inlet also contributes to the
entering the compressor. silent operation of the engine.
Inlet case struts anti-icing is provided by heat conduction

Construction: from the oil contained in the tank.
One piece aluminum casting protected against corrosion

with aluminized epoxy paint. Maintenance / Inspection:
• Inspect inlet screen for damage and cleanliness. Wire

mesh damage is not acceptable.
• Inspect inlet screen rubber sealing rims for damage.
• Repair damage as per Engine Maintenance Manual
instructions.
• Inspect inlet case for cracks in the strut area, refer to
maintenance manual for limits.

COMPRESSOR ROTOR ASSEMBLY Operation:
Purpose: The compressor rotor assembly has three axial stages plus a
single stage centrifugal impeller. Each axial stage accelerates
• Directs air into the compressor and provide the combustion the air, which is then decelerated through divergent stator
chamber with the correct airflow at the required pressure. vanes, thus increasing the air pressure. The same process is
• Supplies air under pressure for aircraft pneumatic needs. repeated throughout all the compressor stages.
The dynamic pressure (air velocity) generated by the

Construction: centrifugal impeller speed is converted into static pressure by
the diffuser pipes divergent shape which reduce the air speed
and increase the compressor discharge pressure (P3).
The compressor rotor assembly consists of 3 axial stages and
one centrifugal impeller joined together by 6 tie rods and
interstage spacers. It rotates within a stator assembly.
Compression ratio (take-off power sea level ISA)
The impeller and first stage blades are made of titanium. The 1.22 : 1 (each stage)
Axial:
remaining parts are steel. 1.80 : 1 (Axial total)
Centrifugal: 3.9 : 1
The compressor rotor is supported by the #1 ball bearing and Total ratio: 7.0 : 1
by the #2 roller bearing.
Mass airflow (take-off power sea level ISA): 6.5 lbs./sec
The #1 bearing is supported by the compressor inlet case via
a flexible housing. Compressor unbalance caused by normal
engine wear produces vibrations that are absorbed by the Maintenance / Inspection:
number 1 bearing flexible housing, reducing vibrations
transmitted to the engine mounts and aircraft. • Check for FOD on first stage blades every time the inlet
screen is removed.
The compressor stator assembly consists of 3 axial stationary • Blend repair first stage blades. Refer to the Engine
stages bolted together to an impeller housing. Maintenance Manual for procedure.
• Wash and rinse compressor at regular intervals.
The gas generator case and the inlet case support the • For performance recovery.
assembly. The 3rd stage stator shroud incorporates bleed air • For corrosion prevention.
slots for bleed valve operation.

COMPRESSOR BLEED VALVE
Maintenance / Inspection:
Purpose:
• Check for air losses at sealing faces and mating surface. Bleed
Prevent compressor stalls at RPM’s below 91% Ng. valve piston sticking. Seat or piston damage.
• Diaphragm changing.
• Diaphragm pressure check.
Description: • Clean orifices.
• Pressure operated piston sliding on a guide pin.

• Piston discharges P2.5 to atmosphere at low Ng speed. Pressure check:
• A rolling diaphragm mounted on the valve piston prevents
leakage between P2.5 and the P3 chamber. Purpose:
Verify the integrity of the bleed valve rubber diaphragm.

Operation:
Two forces act on the bleed valve piston. Modified P3 air (P3 mod) Description:
pressure pushes to close the valve and P2.5 air pressure, from the
interstage compressor area, pushes to open it.
• Remove bleed valve spring pin.
P3 air flows through a primary metering orifice and is directed to the • Seal valve seat on a rubber sheet and secure in position.
top of the piston and to atmosphere via a convergent divergent • Remove two plugs on bleed valves and install appropriate
orifice. The valve closing point is achieved during engine equipment as per Maintenance Manual instructions.
acceleration when the pressure acting on the valve diaphragm (P3 • Apply required pressure to valve and check that leakage rate is
mod) is sufficient to overcome the compressor interstage pressure within limits.
(P2.5).
As the compressor speed increases, P3 rises faster than P2.5, thus

increasing the pressure acting on the piston to gradually close it.
The speed (Ng) at which the valve closes is a function of the primary
and convergent divergent orifice sizes. A larger primary orifice
requires less Ng speed (less P3 pressure) to close the valve.
Note: The primary orifice is matched to the bleed valve and is not
field replaceable.

GAS GENERATOR CASE
Operation:
Purpose: Impeller air enters the diffuser tangentially. The diverging

diffuser pipes redirect the air axially and transform the high
The gas generator case is the engine main structural velocity into static pressure.
component and has multiple functions such as:
Two spring loaded drain valves are located under the case. P3
• Support the engine on the aircraft via engine mount pads. air pressure closes them soon after combustion initiation
• Support the power section, inlet case and accessory (approx. 2 PSIG). They open after shutdown to drain residual
gearbox. fluids from the case.
• Contain the air pressure coming from the compressor.
• Provide housing for the combustion chamber and the
compressor turbine stator assembly. Maintenance / Inspection:
• Support the #2 bearing.
• Provide oil supply and scavenge for the #2 bearing. • Inspect case for cracks, distortion, corrosion and evidence
• Support 21 diverging diffuser pipes. of overheating.
• Support the fuel nozzles and the igniter plugs. • Inspect engine mount threads.
• Support the compressor bleed valve. • Inspect P3 air supply holes at CT vane flange for blockage.
• Inspect diffuser pipes for cracks and fretting wear.
• Inspect shanknuts at CT vane flange for security.
Description:
The gas generator case is a welded assembly of steel alloy

machined parts and sheet metal coated with diffused
aluminide process treatment for increased resistance to
corrosion. The rear inner section provides a housing for the
compressor assembly while the front section forms the outer
housing for the combustion chamber liner.
Diffuser tubes, brazed inside the center section of the case,

increase the static pressure of the compressor discharge air
and direct it to the combustion area.

COMPRESSOR WASH
Desalination wash: Procedure:

This method of washing is used to remove salt deposits from the Refer to the Maintenance Manual for compressor wash procedure,
compressor section of the engine to minimize corrosion. The approved detergents and equipment’s used.
washing medium is normal drinking water. When the temperature is
below 2°C (36°F), methanol must be added to the water to prevent • 40 minutes minimum cooldown period before washing.
freezing (refer to the Engine Maintenance Manual for proper • Remove the P3 line going to the FCU.
mixtures). • Ensure cabin bleed is off.
• Ensure ignition is off.
It is strongly recommended that this procedure be carried out when • Respect starter limitations.
operating in a salt laden atmosphere. The washing mixture is
• Aircraft fuel boost pumps should be "on".
injected into the compressor section using the wash
• Turn starter on.
ring mounted over the inlet screen.
• At 5% Ng start flowing solution.
• Motor for 30 seconds.
• Stop starter, stop flow as Ng drops to 5%.
Performance recovery wash: • Soak for 15 to 30 minutes (when washing only).
• Rinse compressor, twice, as there might still be soap on the
This method of washing consists of injecting a water based cleaning compressor, using water or water methanol mix.
agent into the compressor section via the wash ring while motoring
• If water / methanol mix was used, motor for 30 seconds.
(starter only). It restores the compressor efficiency by removing dirt
• Reconnect P3 line to the FCU.
deposits from the compressor gas path. Approved chemical
additives are used to remove stubborn dirt deposits, which cannot be • Run engine at 80% Ng for one minute minimum.
removed using water only. When the temperature is below 2°C • Check engine acceleration time.
(36°F), methanol and kerosene must be added to the cleaning
solution to prevent freezing. Refer to the Engine Maintenance
Manual for washing mixtures and procedures. TURBINE WASH:
A 15-20 minute period is allowed for the cleaning agent to soak in, Purpose: Remove salt deposits from the turbine section of the
followed by one or two rinse cycles (water). This method of washing engine to minimize blade sulphidation attack.
should be carried out on a regular basis based on the flying
environment. Compliance with these guidelines and Maintenance Method: Motoring wash with turbine wash nozzle inserted in one of
Manual instructions will promote parts life and reduce potential the igniter port.
overhaul costs.
Note: The procedure to perform the turbine wash is very similar to
the compressor desalination wash. Refer to the Engine Maintenance
Manual chapter 71 for more details.
PT6A-27/34 TRAINING USE ONLY COMPRESSOR SECTION 2.12

HOT SECTION Operation:
This chapter covers the construction and operation of hot The hot section of the engine comprises of components
section components. Inspection, maintenance and down stream of the gas generator. Hot expanding gases
troubleshooting are covered in Chapter 9. leaving the combustion chamber are directed towards the
compressor turbine blades by the compressor turbine
vane ring.
Purpose:
Thereafter, gases travel across the power turbine vane
Extract energy from the hot expanding gases to: ring and hit the power turbine blades. Turbine rotation is
transmitted to the propeller via the power turbine shaft
• Drive the compressor turbine and the reduction gearbox.
• Drive the power turbines and the propeller
Gases leaving the power turbine are expelled to the
atmosphere through the exhaust duct.
Topics covered:
• Combustion Chamber.
• Compressor Turbine Vane Ring.
• Compressor Turbine.
• Power Turbine Vane Ring.
• Power Turbine.
• Exhaust Duct.
• Sealing of the Hot Section.
PT6A-27/34 TRAINING USE ONLY HOT SECTION 3.2

COMBUSTION CHAMBER LINER
Purpose: Operation:
The combustion chamber provides an area for the Air enters the primary zone, through holes and cooling
combustion of the fuel/air mixture. rings, in the dome end, allowing incoming fuel to be
continuously mixed and recirculated. This permits the
flame to be self-sustaining and to distribute the heat from
Description: each nozzle evenly.
• Annular, reverse flow type combustion chamber made The primary zone is, however, a fuel rich area and more
of heat resistant nickel alloy (Inco 625). air is needed, downstream, to complete the combustion
• Supported by the small and large exit ducts at the process.
rear and by the fuel nozzles at the front end.
• 14 fuel nozzle adapter bosses. More air enters the liner through larger holes on the inner
• 2 spark igniter bosses. and outer walls in the secondary zone. This completes
• Gapped cooling rings maintain a layer of cooling air to the combustion process and establishes the ideal 15:1
protect the combustion chamber walls from the flame. air/fuel ratio.
• Provides a primary zone for mixing incoming fuel and
air. The dilution zone allows more air in to cool the hot gases
• Provides a secondary zone for completing the for an acceptable turbine entry temperature. The open
combustion process and establishes the 15:1 air to side of the liner and the exit ducts forms it.
fuel ratio.
• Provide a dilution zone for cooling the gases to a
temperature suitable for the turbine operation. Maintenance / Inspection:
• Corrugated strip ensures a gap between liner and
large exit duct. • Visually inspect the liner for evidence of burning,
cracking, buckling or metal to metal fretting wear.
• Regap cooling rings if they are distorted.
• Stop drilling of cracks and welding may be required
(refer M/M for limits).
HOT SECTION 3.4

A-27 SMALL AND LARGE EXIT DUCTS:
Purpose: • Inspect the small and large exit ducts for evidence of
burning, cracking, buckling, coating loss or metal to
Form an envelope that changes the direction of the gas metal fretting wear.
flow 180° and complete the dilution process of the • Stop drilling of cracks may be required (refer M/M for
combustion gases. limits).
Description:
Double layer of heat resistant nickel alloy.
HOT SECTION 3.6

A-27 COMPRESSOR TURBINE VANE ASSEMBLY Operation:
Expanding gases, accelerated through classed vanes are directed at
the turbine blades. The vane exit area determines the vane ring
Vane ring: class. A smaller vane ring class (smaller area) accelerates the air
• Changes the combustion gases into velocity, at the optimum more and therefore increases the compressor turbine speed (Ng). A
angle to drive the compressor turbine. higher Ng speed provides more air to the engine, more cooling and a
• Supports the small exit duct and the shroud housing lower T5.
• Exit area is classed.
Effect of CT vane area on T5 & Ng at constant power:
Shroud housing: • Increase area = Ng Ò, T5 Ñ (Sluggish)
• Support and locates the shroud segments. • Decrease area = Ng Ñ, T5 Ò (More power but entering
surge zone – less surge margin)
Shroud segments: (16 segments)

Note: If you change the CT vane ring, use another one of the same
• Class selection and grinding of segments provide adequate class.
turbine blade tip clearance to minimize gas leakage and to suit
compressor turbine wheel diameter.
Interstage sealing ring:
Vane ring:
• Prevents P3 air leakage to station 5.
• Inspect vane ring for evidence of burning, cracking and coating
loss.
#2 bearing cover: • Insure proper sliding fit (lugs to slots) with mating parts.
• Supports the Compressor Turbine vane assembly with a lug to
Shroud housing:
slot fit arrangement.
• Inspect shroud housing for cracks, blockage of cooling air holes,
• Serves as a baffle to control cooling air to Compressor Turbine fretting wear at sealing ring contact area.
disk.
Shroud segments:
Lockplate:
• Inspect shroud segments for cracks, burning distortion and metal
• Secures the Compressor Turbine vane assembly to the gas buildup.
generator case and provides a sealing surface.
• Inspect sealing ring(s) for fretting wear on sealing diameter and
face. Fit ring on sealing diameter for full contact.
HOT SECTION 3.8

A-34 SMALL AND LARGE EXIT DUCTS:
Purpose: Maintenance / Inspection:
Form an envelope that changes the direction of the gas • Inspect the small and large exit ducts for evidence of
flow 180° and complete the dilution process of the burning, cracking, buckling, coating loss or metal to
combustion gases. metal fretting wear.
• Stop drilling of cracks may be required (refer M/M for

Description: limits).
Double layer of heat resistant nickel alloy.
HOT SECTION 3.10

A-34 COMPRESSOR TURBINE VANE ASSEMBLY Operation:
Expanding gases, accelerated through classed vanes are directed at

Vane ring: the turbine blades. The vane exit area determines the vane ring
• Changes the combustion gases into velocity, at the optimum class. A smaller vane ring class (smaller area) accelerates the air
angle to drive the compressor turbine. more and therefore increases the compressor turbine speed (Ng). A
• Supports the small exit duct and the shroud housing. higher Ng speed provides more air to the engine, more cooling and a
• Passages allow P3 air to cool each vane. lower T5. Cooled vanes have P3 air circulating in individual core
• Exit area is classed. passages.
Shroud housing: Effect of CT vane area on T5 & Ng at constant power:

• Support the shroud segments and interstage sealing ring.
• Increase area = Ng Ò, T5 Ñ (Sluggish)
Shroud segments: (9 segments) • Decrease area = Ng Ñ, T5 Ò (More power but entering the
• Class selection and grinding of segments provide adequate surge zone – les surge margin)
turbine blade tip clearance to minimize gas leakage and to suit
Note: If you change the CT vane ring, use another one of the same
compressor turbine wheel diameter.
class.
• Prevents P3 air leakage to station 5. Maintenance / Inspection:
Vane ring:
#2 bearing cover:
• Supports the Compressor Turbine vane assembly with a lug to • Inspect vane ring for evidence of burning, cracking and coating
slot fit arrangement. loss.
• Serves as a baffle to control cooling air to Compressor Turbine • Insure proper sliding fit (lugs to slots) with mating parts.
disk. • Check air-cooling holes for blockage. (A-34 series only).
Shroud housing:
• Lockplate: Secures the Compressor Turbine vane assembly to
the gas generator case and provides a sealing surface. Inspect shroud housing for cracks, blockage of cooling air holes,
fretting wear at sealing ring contact area.
CT blade tip clearance:
• Tip clearance is the gap between the tip of the compressor Shroud segments:
turbine blade and the shroud segment. Tip clearance
deterioration reduces engine performance. Inspect shroud segments for cracks, burning distortion and metal
buildup.
Inspect sealing ring(s) for fretting wear on sealing diameter and face.
Fit ring on sealing diameter for full contact.
HOT SECTION 3.12

COMPRESSOR TURBINE
Purpose:
Nearly 2/3 of all the energy available from the products of
Extract energy from the hot gases to drive the compressor rotor unit. combustion is needed to drive the compressor. The 1/3 remaining is
used to drive the propeller via the power turbine.
Construction: At maximum speed, each blade pulls on the disk with a force of
approximately one ton (2000 lbs.).
• The compressor turbine is a two-plane balanced disk assembly,
the disk is a machined nickel alloy forging with firtree serration’s
Ng at 100% = 37500 rpm
that provide a firm attachment as well as allowing for thermal
expansion differences between the blades and the disk. Rivets Max Ng at 101.5% = 38,100
are used to axially retain the 58 blades on the disk. Note: rotation counter clockwise viewed looking forward
• Compressor turbine blades are cast from a nickel-based alloy, Maintenance / Inspection:
tapered airfoil design or squealer tip construction, firtree
retention, and corrosion resistant protective coating. • Inspect CT blades for: tip rub, cracks, sulphidation, erosion,
burning and coating loss.
• The turbine is secured to the compressor stubshaft by a single
• Inspect CT disk for damage.
bolt locked by a cupwasher. A master spline ensures
• Wash turbine blades based on past sulphidation experiences.
reinstallation of the turbine in its initial position on the
compressor stub shaft during maintenance.
SB: 1439 / 12082 CT tip clearance:
• The Compressor turbine is dynamically balanced on two planes Tip clearance is the gap between the tip of the compressor turbine
with counterweights and a master spline ensures reinstallation of blade and the shroud segment. It is one of the most important
the turbine in its initial position on the compressor stub shaft factors affecting engine performance. It limits the gas leakage at the
during maintenance. This feature allows for compressor turbine tip of the compressor turbine blades. When the turbine tip clearance
replacement in the field. is too large, more gases leak, preventing the turbine from extracting
the power it needs to drive the compressor. To maintain power, fuel
flow and ITT will increase, but Ng remains below normal because of
Operation:
the less efficient turbine.
Expanding gases, accelerated through the vane ring hit the turbine
blades. The energy available in the gases is converted into Effect of CT tip clearance at constant power:
rotational movement to drive the compressor and the engine
accessories. Increase clearance = T5 Ñ, Wf Ñ, Ng Ò

POWER TURBINE VANE RING AREA
Power turbine vane ring: Maintenance / Inspection:
• Redirect the combustion gases toward the power • Inspect vane ring for evidence of burning, cracking
turbine at optimum angle and speed. and coating loss.
• Supported by the power turbine stator housing, it • Ensure proper sliding fit (lugs to slots) with PT stator
consists of a nickel alloy casting with a riveted sheet housing.
metal center baffle. A lug to slot arrangement • Damage to the power turbine vane ring is not
centralizes and prevents movements of the vane ring. common unless bad fuel nozzles caused damage to
• The exit area of the vane ring is classified. CT area.
Power turbine containment ring: Effect of PT vane area on ITT & Ng at constant
power:
• Supported by flange D of the exhaust case, it
Increase area = Ng, Ñ T5 Ò (Ng Limited)
provides containment of power turbine blades in case
of separation from the PT disk. Decrease area = Ng, Ò T5 Ñ (T5 Limited)
• Machined nickel alloy forging, supported by flange D.
Compressor stall margin is also lost when using a smaller
Operation: area PT vane.
Gases exiting the compressor turbine are accelerated Note: If you change the PT vane ring, use another one
through the power turbine vane ring and cause the power of the same class.
turbine to rotate.
The vane ring is held in place by lugs fitted in the power
turbine stator housing. The riveted inner baffle directs air
close to the power and compressor turbine disks for
cooling. During engine assembly, selection of the correct
vane ring class (area) will allow to get optimum Ng and
ITT parameters at engine test.

POWER TURBINE STATOR HOUSING
Purpose:
• Supports the power turbine vane ring, the T5 harness

and thermocouple probes.
• Interface with the gas generator section via a seal
ring.
• Machined stainless steel, inner lugs for PT vane
support, 8 - T5 thermocouple bores.
HOT SECTION 3.18

POWER TURBINE
Power turbine: Operation:
• Extracts the remaining energy from the combustion Expanding gases, accelerated through the PT vane ring
gases to drive the propeller through the reduction hit the turbine blades. The energy available in the gases
gearbox. is converted into rotational movement to drive the
propeller. Nearly one third of the energy available from
• Single stage disk assembly, made of nickel alloy and the combustion is used to drive the propeller.
splined to the power turbine shaft. A master spline
ensures that the turbine can only fit in one position on • Max Nf at 100% = 33,000 rpm.
the turbine shaft.
• Rotation CW viewed looking forward.
• There is no mechanical link between the power
turbine and compressor turbine thus the power Maintenance / Inspection:
turbine is "Free" to turn independent of the
compressor turbine operation. • Inspect the turbine for: cracks, burning, coating loss,
corrosion, impact damage and blade shift
• The blades are shrouded at the tip to form a solid • Return the power section to an authorized overhaul
outer rim and reduce blade vibrations. A labyrinth type facility if the turbine needs to be replaced
shroud achieves gas sealing at the tip of the blade
which provide a two step double knife-edge. The 41
blades are retained in the firtree serrations with rivets.
• Removal of the power turbine is permissible at field
level if an operator wants to inspect the area beneath
the turbine.
• Balancing of the power turbine is done with the power
turbine shaft and the no. 3 and 4 bearings altogether
and for that reason the power turbine is not field
replaceable.
• It is secured to the PT shaft by a single locking bolt.
HOT SECTION 3.20

EXHAUST DUCT
Exhaust duct: Maintenance / Inspection:
• Direct the exhaust gases to ambient atmosphere. • Inspect the case for general condition.
• Support the RGB and power turbine, flanges A, B & D • Check the case for cracks near the flanges.
• Dual port (A-27/34) or single port case (A-114). • Inspect inner ski jump area for wear caused by #3
• Ski jump helps evacuate the exhaust gases. bearing cover.
• Nickel alloy sheet metal and welded machined • Inspect flange -D- area for cracks around PT shroud.
flanges.
Insulation blanket:
• Reduce heat transmission between exhaust gases

and RGB.
• Fire resistant fiber, sandwiched between 2 nickel alloy
sheets.
HOT SECTION 3.22

NO. 3 & NO. 4 BEARING AREA
• Support the power turbine shaft. • With a suitable light or borescope, inspect inner ski
• Form a cavity for #3 and #4 bearings. jump area for any looseness or wear caused by #3
• Sheet metal steel cylinder, supported by flange B of bearing cover rotation.
the RGB.
• Contains oil passages to lubricate and scavenge #3 &
4 bearings.
#3 Bearing Cover:
• Reduce heat transmission between exhaust gases

and RGB.
• Sheet metal nickel alloy baffle with a machined inner
ring.
• Latest exhaust cases have an integral welded cover
(post SB 1430).
Power Turbine Shaft:
• Supports the power turbine and transmits the power

to the 1st stage reduction sun gear.
• Consists of a machined forged steel shaft.
HOT SECTION 3.24

REDUCTION GEARBOX
Purpose: Operation:
• Reduce the power turbine speed to a speed suitable for propeller The PT6 engines use a planetary type reduction gearbox system
operation. with two stages of reduction. The first stage consists of a sun gear
• Provide drive for the Prop. governor, Overspeed governor, and meshing with three planet gears mounted in a carrier. The three
Np tachometer. planet gears mesh on the outside with a ring gear splined into the
• Provide a system to indicate engine torque reduction gearbox casing. The first stage gear carrier drives the
second stage sun gear through a flexible coupling arrangement.
• Provides a sump area for the RGB scavenge oil to de aerate
Provision to measure torque is provided by the first stage reduction
Construction: system.
The second stage reduction system is similar to the first stage but
• Two stage planetary reduction system.
uses five planet gears instead of three. The second stage carrier is
• Light alloy front and rear housing.
splined onto the propeller shaft. A bevel gear, mounted on the
• 2 main bearings (No. 5 & 6). propeller shaft drives three gears for:
• 1 chip detector.
• Prop governor (CSU).
• Propeller Overspeed Governor (OSG).
REDUCTION RATIOS A-28/34 A-114/135 • Np Tach Generator.
Input Nf, 100%, CW 33,000 33,000
First Stage 5.000:1 5.000:1
Second stage 3.000:1 3.473:1 RGB Line Maintenance:
Output, 100%, CW 2200 1900
Propeller shaft oil seal replacement: Replace seal on condition.
OVERALL RATIO: 15.000:1 17.368:1 Visually inspect the seal runner for damage.
Np tach oil seal replacement: Replace seal on condition.

Propeller Governor / Np tach / 4171 rpm 4201 rpm
Overspeed governor CW CW Propeller governor replacement: Replace on condition.
Note: There are no repairs or accesses inside the reduction gearbox

at field level.
GEARBOXES 4.2
ACCESSORY GEARBOX
AGB line maintenance:
Purpose:
Starter generator gearshaft spline wear check: Inspect whenever
• To drive the fuel pump/fuel control unit, starter / generator, the starter is removed for maintenance.
pressure and scavenge oil pumps, Ng tachometer and airframe
accessories. AGB scavenge pump inlet screen: If carbon is found on main oil
• Support the oil filler neck, oil level dipstick and cap. filter, inspect and clean screen via AGB drain plug.
• Provides a sump area for the #1, 2, 3 and 4 bearings scavenge
oil to de aerate AGB accessory oil seal replacement: Replace seals on condition.
• Provides a centrifugal air oil separator breather impeller
Construction: AGB removal: There are three reasons for removal and splitting the
AGB: (heavy maintenance)
• Two light allow casings support the drive gears
• Carbon seal replacement.
• The casings are bolted to the inlet case
• Starter generator gearshaft replacement.
• The front casing (diaphragm) separates and seals the AGB from
the oil tank. • Oil pump gearshaft lip seal replacement.
• Hardened carbon steel gears
Carbon seal replacement: Required when excessive oil is coming
• Wet splines on starter, fuel pump and air conditioning gearshafts.
out of the overboard breather, for reasons other than over servicing.
• Plain aluminum bearing on oil pump gearshaft, roller bearings on Inspect starter gearshaft seal face for damage. It should be a mirror
all other gearshafts. finish. Replace if necessary.
Starter gear replacement: Replace starter generator gearshaft if

REDUCTION RATIOS, 100% Ng. inspection reveals worn out splines. Remove and reuse breather
Input Ng: 37,500 rpm CCW impeller.
Starter / Generator: 10,991 rpm CW
Fuel Pump / FCU: 6,262 rpm CCW Oil pump gearshaft lip seal replacement: A bad seal may cause
Ng Tach: 4,203 rpm CW static oil leak into the accessory gearbox.
External Scavenge Pump: 3,821 rpm CCW
Optional, High Speed: 12,028 rpm CW
Optional, Low Speed: 7,654 rpm CCW
Note: Always wear gloves when handling AGB internal components.
PT6A-27/28 TRAINING USE ONLY GEARBOXES 4.4

AGB INPUT DRIVE ARRANGEMENT
Purpose:
To lock the input driveshaft to the compressor rear hub.
Construction:
• 1 Ball.
• 1 "C" shape expander spring.
• 2 Locating plates.
• 1 Key pin.
• 1 Retaining ring.
• 2 Piece input gearshaft.
Ball lock system disassembly:
• Ensure ball is at 12 o’clock position before unlocking

(key at 3 o’clock) (see view A) when viewed from rear
of engine. Position ball by rotating compressor slowly.
• Unlock ball by pulling the input shaft using the puller-
pusher tool.
• Do not rotate compressor during disassembly.
• Remove the accessory gearbox.
• Replace expander spring and ball lock.
GEARBOXES 4.6
OIL SYSTEM DESCRIPTION
• Supplies oil to the engine in order to cool, clean and lubricate Scavenge oil system flow: The scavenge system returns used oil
bearings & gears. back to the tank. It consists of 2 oil sumps, one in the AGB, and one
• Provides oil to the prop governor (CSU) to allow propeller pitch in the RGB. The sumps allow the oil to be collected and deareated
and speed control. before it returns to the tank.
• Provides oil pressure for torquemeter indication.
Four gear type pumps assembled in two double elements form the
scavenge system. Two pumps are located inside the accessory
Description: The PT6 lubrication system provides a constant gearbox, the other two are mounted externally at the left rear side of
supply of clean oil to the engine bearings, reduction gears, the accessory gearbox.
accessory drives, torquemeter and propeller governor. The oil tank
is integrated in the engine air inlet casing. The oil lubricates and #1 bearing scavenges into the accessory gearbox by gravity. #2
cools the bearings and carries any extraneous matter to the oil filter bearing scavenges through an external tube mounted underneath
where it is precluded from further circulation. The oil is also an anti the engine. At high power a relief valve mounted at the #2 bearing
corrosion agent for the steel bearings and gears. A chip detector is scavenge pump inlet allows air/oil from the bearing cavity to bleed
located in the reduction gearbox to detect metal particles and warn into the accessory gearbox, preventing flooding of the #2 bearing
operators of metal contamination. cavity.
Pressure system flow: Oil is drawn from the oil tank and pumped #3 & 4 bearing area scavenges into the accessory gearbox via a
through a gear type pump and is then delivered to the oil filter. At scavenge tube mounted on the left-hand side of the engine. Oil is
the filter outlet, oil separates into several paths. scavenged by one of the pumps located at the rear of the accessory
gearbox.
The no. 1 bearing and accessory input drives are lubricated with
pressure oil directed through cored passages and transfer tubes. The reduction gearbox and the propeller system oil scavenge
through an external tube located along the #3 and #4 bearing
Pressure oil is sent to the fuel heater via a minimum pressure valve scavenge tube. The oil is pumped by the externally mounted
at 2 o’clock position on the inlet case. scavenge pump and goes directly to the airframe oil cooler.
A single tube located at the bottom, right hand side of the engine Oil from the AGB sump (from #1, 2, 3 & 4 bearings) is returned to the
delivers oil to lubricate the no. 2, 3 and 4 bearings, the reduction oil cooler by a scavenge pump located at its bottom.
gearbox, front accessories and supply the propeller system.
OIL SYSTEM 5.2

OIL SYSTEM SERVICING
Servicing: Max oil consumption:
• Use approved synthetic oil listed in proper service • 0.2 lb./hr max oil consumption.
bulletin (SB 1001). (For better accuracy, consumption should be
• No intermixing of different oil brands in an engine. monitored on a 10 hour period.) (r) (2 lb/10 hrs).
• Check oil level within 15 - 20 minutes after shut down. [Ref: 2 lbs. = 1 US quart (approx.)].
• If engine has been shut down for more than 30
minutes and the oil level indicates lower than Dipstick:
average, run engine before checking oil level.
• Oil changes required as specified by the Airframe • Shows oil quantity needed to keep the tank full,
Maintenance Manual. normal cold oil level is "MAX COLD".
• Ensure that oil pressure is within limits (approx. 80-
105 PSIG). Check with Ng above 72%. Locking cap:
• Inspect oil filter every 100 hours, discard every 1000
hours. • Seals oil tank when closed by a latch.
Caution: If a filter is ultrasonically cleaned, it has to be Caution: The major cause of in flight shutdown due to
removed and scrapped. loss of oil pressure is an improperly locked oil tank cap.
Oil system flushing:
Chip detector maintenance:
• Flush oil system if new brand or type of oil is to be
used. Refer to Engine Maintenance Manual for • Check for metal pickup (continuity check) at every
flushing procedure. 100 hrs.
• Flush system if oil is contaminated. • Check for function of the chip detector’s internal wiring
by bridging the 2 poles checking continuity at 600 hrs
Caution: If an engine is removed due to metal or 12 months.
contamination, the propeller, all oil lines and hoses
should be flushed, and the oil cooler should be replaced.
RGB oil strainer maintenance:
• Check RGB scavenge strainer for blocked passages
and non ferrous metal contamination.
PT6A-27/34 TRAINING USE ONLY OIL SYSTEM 5.4
OIL PRESSURE REGULATION AND FILTRATION
Oil Pressure Pump: Operation:
• Sends oil pressure to the bearings, gears, fuel heater and Oil is fed to the pump inlet by the positive static air pressure in the
propeller. tank. The oil is then displaced around the pump gears and delivered
• Gear type pump located in the oil tank and contained in a light simultaneously to the PRV and the filter.
alloy housing also supporting the oil filter housing and pressure
Pump oil pressure is sensed above the pressure relief valve piston.
relief valve.
When oil pressure increases over the limit set by the PRV spring
tension, the valve moves in, opening a passage to the tank, thereby
Pressure Relief Valve: limiting the oil pressure.
• Maintains engine oil pressure within specified limits. The oil that goes to the filter opens the check valve, exits the
• Consists of a sleeve, valve, adjusting spacers, spring and spring cartridge through holes then enters the filter element. Clean oil flows
seat, guide and retaining ring. Accessible through the oil filter out the filter center, to the cover, back in the inlet case bore and is
housing boss. distributed to the system.
Check Valve: The Teflon washer inside the cover loads the filter against the
bypass valve.
• Allows oil filter removal without draining the oil tank.
• Prevents oil gravity flow in static condition. If the filter gets contaminated, a bypass valve is provided to allow oil
• Spring loaded piston, opens when pump outlet pressure reaches to flow to the system. The valve senses filtered and unfiltered oil
15 PSI. pressure. Should the delta P exceed a preset limit, the valve will
move away from the filter and oil will flow through the center of the
filter, bypassing the main element. A 40-micron strainer will however
Bypass Valve: still filter the oil.
• Allows unfiltered oil to flow through the engine if the filter was
blocked. Opens when the pressure drop across the filter reaches
25 PSID.
• Consists of a piston, a “V” seal, and a spring.
Filter:
• Cleans the oil system by trapping any foreign matter on its outer Note: Earlier, all steel filters are still in use today. Refer to the
surface. Maintenance Manual for cleaning instructions and servicing.
• Cartridge type 15 micron fiber main element.
• Secondary 40 micron internal strainer element.
• Filter is marked "THIS SIDE IN", "THIS SIDE OUT" and
"NON CLEANABLE", for proper handling of filter.
OIL SYSTEM 5.6

SECONDARY AIR SYSTEM
General: The secondary air system consists of engine airflow used Maintenance / Inspection: No repair possible at field level
for other means than producing power.
• Ensure holes in the number 2 bearing area of gas generator are
Of all the air entering the compressor, approximately 25% is used in not blocked (during HSI)
the combustion process, 65% is used to cool the combustion gasses, • Ensure overboard breather line is unobstructed
5% is allowed for airframe services and the 5% remaining is used by
the secondary air system.
Symptoms of labyrinth seal leakage
Two sources of air used in the air system Oily inlet, bleed valve and compressor.
#1 Bearing
Air Source Use Oil smell and / or smoke in the cabin.
Bleed off from compressor bleed valve. #2 Bearing Rear Oil smell and / or smoke in the cabin.
P2.5 Coked oil around CT Disk and #2 Bearing
Seal No. 1 bearing labyrinth seal.
Cooling of hot section components. Area.
#2 Bearing Front
Seal No. 2 & No. 3 bearing labyrinths seals. Possible smoke in exhaust at start and
P3 shutdown.
Bleed Valve closing.
Fuel Control Unit operation. Coked oil around PT disk and #3 Bearing area.
Oil traces in exhaust pipes.
#3 Bearing
Possible smoke in exhaust at start and
Bearing compartment sealing: Prevent oil from leaking outside the shutdown.
bearing cavities.
Description: Air pressure is used to keep oil into the bearing

cavities. The air seal (labyrinth seal ) consists of two separate parts, NOTE: Contact a P&WC representative if you notice persisting oil
one stationary and one rotating with the bearing. One of the two smell in the cabin or suspect any labyrinth seal problems.
parts is machined with grooves and a small clearance is maintained
between the two. Pressure air is allowed to flow between them to
create the required sealing.
Air that flows into bearing compartments are evacuated via the oil
scavenges system and discharged overboard through the centrifugal
breather impeller located in the accessory gearbox.
SECONDARY AIR SYSTEM 6.2

ENGINE INDICATING SYSTEM
Purpose:
• Provide the pilot with indications concerning the Page 7.3 of this chapter shows typical airframe indicating
engine parameters during flight. systems:
• Provide the required data for engine condition trend
monitoring and performance check on the ground. • Compressor speed.
• Oil temperature indication.
• Oil pressure indication.
Description: • Propeller speed.
Different systems are designed into the engine to

transmit signals such as torque, propeller speed, Pages 7.4 to 7.10 describe the indicating system built in
interturbine temperature, compressor speed, etc. All the PT6:
these signals are sent electrically to the instrument panel
in the cockpit. • Inter Turbine Temperature system (T5).
• Torque Indication System.
• Chip Detector.
ENGINE INDICATING SYSTEM 7.2

T5 INDICATING SYSTEM
Purpose: Provide the pilot with an indication of the An external T1 trim probe provides trim compensation, to
engine combustion temperature. That temperature is the T5 signal, to compensate for temperature profile
sampled between the compressor turbine exit and the sampling errors. A classed trim probe located at 2
power turbine vane inlet. o’clock over the inlet case is connected in parallel with
the 8 thermocouples to bias the average temperature
reading. This temperature (T5c) is read in the cockpit.
Construction:
The amount of trimming is a function of the trim probe
• 8 individual thermocouples (Chromel-Alumel). internal resistance. The higher the trim resistance, the
• 1 positive bus bar (Chromel, small thread terminals). lower the down trim (higher T5). The resistance is
• 1 negative bus bar (Alumel, large thread terminals). established at engine test to match the required
• 1 trim probe. temperature trim. Because the amount of trim
• 1 T5 wiring harness with terminal block. compensation required vary from engine to engine, the
trim stick class is specified in the engine test certificate
Operation: As heat is sent to the thermocouples, provided with the log book.
voltage is generated at the tip of each Chromel / Alumel
probe. T5 system tests:
To obtain an average reading, the thermocouples are Loop (continuity) resistance check: Ensures
connected in parallel. T5 is the average temperature at 8 continuity and proper resistance in the T5 probes,
specific locations (thermocouple tips) within the gas path busbars, wires and terminals.
and therefore does not represent the exact average
temperature at station 5. Insulation (ground) resistance check: Ensures that
neither Alumel nor Chromel contact the casing.
The actual T5 is calculated at engine test and is used to
determine engine acceptance. Heat response (T5 probe functional) check: Ensures
Trimming: Uneven heat distribution within the gas path T5 probes response to heat. Test is done when engine is
causes individual thermocouples to see different open at "C" flange.
temperatures and generate different voltages.

TORQUE SYSTEM
Purpose:
Provide a representation of the shaft horsepower Static air pressure inside the reduction gearbox produces
produced by the engine by indicating the torque applied a force on the torquemeter piston and can cause wrong
to the propeller. torque reading. For this reason, that same static
pressure is sent to the opposite side of the transducer
and subtracted from the torque reading.
Description:
The torque is a force felt between the driving (power) Engine Model Maximum Torque
turbine and the driven propeller. The system is a hydro- PT6A-21 1315 Lb.-Ft (42.5 psig)
mechanical unit comprising: PT6A-27/28 1628 Lb.-Ft (53.3 psig)
PT6A-34/34B/34Ag 1970 Lb.-Ft (64.5 psig)
• Floating first stage ring gear with helical splines. PT6A-114 1980 Lb.-Ft (56.2 psig)
• Piston and seals.
• Cylinder.
• Spring loaded oil control valve. Maintenance:
Operation: Airframe:
• Torque applied to the propeller induces a small • Calibrate transducer as per Airframe Maintenance
rotational and rearward reaction movement of the first Manual instructions.
stage ring gear. This movement is due to the helical • Replace faulty transducers.
splines on the ring gear. The piston and the control
valve are pushed by the ring gear and always follow
it. Engine: No maintenance at field level.

TORQUE SYSTEM TROUBLESHOOTING
Note: in all cases, ensure the problem is torque related only, if other parameters also appear faulty, such as Np, the
problem is possibly propeller control system related. Often, a faulty torque system indication will make all engine
parameters read higher or lower than normal. This is easy to understand, as the pilot sets engine power using torque as
reference.
SYMPTOMS POSSIBLE CAUSE CORRECTIVE ACTION

• Too low main engine oil pressure. • Increase oil pressure within limits.
Lower Tq indication than normal. • Indicating system problem • Check or calibrate transducer or gage.
(engine parameters indicate higher than normal)
• Torque piston is stuck. • Return power section to overhaul shop.
• RGB static line leaking (~2psi) • Check and fix RGB static pressure line.
Higher Tq indication than normal. • Indicating system problem. • Check or calibrate transducer or gage.
(engine parameters indicate lower than normal)
• Control valve stuck. • Contact your PWC representative.
• Piston seals could be worn. • Increase oil pressure within limits.
Torque takes longer time than normal to indicate.
• Excessive internal oil leakage. • Return power section to overhaul shop.
High Torque indication at idle. • Control valve stuck open. • Contact your PWC Representative.
• Torque pressure tramsmitter. • Test wiring.
Tq indication fluctuations (Tq only) • Indicating system problem. • Test and/or replace transmitter.
• RGB static line loose.

CHIP DETECTOR
Purpose: Operation:
Provide an indication of metal particle contamination of When metal particles accumulate on the two magnetic
the engine oil system. poles and bridge the existing gap, the normally open
circuit closes.
Description: On some installations a light illuminates in the cockpit to

indicate the contamination. On other models, visually
• Two magnetic poles. inspect the chip detector(s) to detect contamination, then
• Normally open circuit. perform a continuity check of the chip detector to ensure
• Wired to a light in the cockpit. proper operation. Particles found on the chip detector can
• Self closing valve allows chip detector verification be analyzed and identified. Refer to Chapter 71 of the
without draining the RGB. Engine Maintenance Manual.
Maintenance:
• Check threads for damage.

• Check if continuity exist when the two poles are
shorted.
• Check that wires going to cockpit are in good
condition.
• Check area of chip detector underneath O-Ring for
wear and cracks.
• Check for security of terminal pins.
PT6A-27/34 TRAINING USE ONLY ENGINE INDICATING SYSTEM 7.12

IGNITION SYSTEM (GLOW PLUGS)
Purpose: Provide the heat source to ignite the fuel/air Maintenance / Inspection:
mixture.
• Inspect for carbon build up and clean.
Description: The glow plugs ignition system consist of an • Inspect cables for chaffing, replace if necessary.
engine mounted current regulator (left-hand side of the • Inspect coil end for fused areas.
accessory gearbox), two high tension cables and two glow • Refer to Engine Maintenance Manual for limits.
plugs. The system is energized only during engine start up. • Carry out functional test every minor airframe inspection,
glow plugs should reach an acceptable orange-yellow
Current regulator box: Comprise two sets of ballast tubes color within 8 seconds.
which keep the amount of current constant to the glow plugs • Proceed by elimination to find faulty components.
over a wide range of input voltages. The electrical circuitry is • Glow ignition components life 'on condition'.
designed to provide a selection of either glow plug on start • Voltage regulator and ballast tubes are replaceable.
(A/F option).
Ignition Cables: Two cables carry the electrical energy from Caution: Should a glow plug be dropped, internal damage
the current regulator to the glow plugs. Each cable consists of possibly not detectable by test can occur. Recommendation is
an insulated electrical lead contained in a flexible metal to replace the glow plug.
braiding.
Glow plugs: Located at 4 and 9 o’clock positions on the gas NOTE 1: When starting an engine with a glow plug system,
generator case, the glow plugs are in the form of threaded wait an additional 5 seconds after Ng has stabilized prior to
plugs with a central coil. When the current reaches a certain introduce fuel. (this delay will give more time for the plugs to
level, the coil element glow which ignite the fuel mixture. reach full glow).
NOTE 2: SB1196 introduced the spark ignition system on all

Current regulator specifications: new small PT6A's.
• Input voltage: 17-28 VDC. SB 1103: B-B = 1230°c. A-B = 1320°c.

• Coil temperature: 1200°c to 1300°c.
• Output current: 7-8 amp. DO NOT use A-A = it’s too hot.
IGNITION 8.2
IGNITION SYSTEM (SPARK IGNITERS)
Purpose: Provide the spark to ignite the fuel/air mixture. Exciter box specifications:
Description: • Input voltage: 9-30 VDC.

• Spark rate 10 VDC: 1 spark/sec.
The spark ignition system consist of an airframe mounted • Spark rate 30 VDC: 4 sparks/sec.
ignition exciter, two high tension cables and two spark igniters. • Output voltage: 8000 volts.
The system is energized only during engine start up.
Exciter Box:
• Inspect cables for chafing, replace if necessary.
Sealed unit which transfers a DC low voltage input into a high • Inspect cooling holes of spark igniters for blockage.
voltage output. When the unit is energized, a capacitor is • Inspect igniter shell and electrode for erosion.
progressively charged until the energy stored is sufficient to • Refer to Engine Maintenance Manual for limits.
ionize a spark gap, then the capacitor discharges through the • Carry out functional test every minor airframe inspection by
igniter plugs. disconnecting one ignition cable at the exciter box, switch
ignition on and listen for the spark.
• Proceed by elimination to find faulty components..
Ignition Cables:
• Spark ignition components life ’on condition’.
Two cables carry the electrical energy from the exciter box to • Do not clean carbon at plug tip.
the igniters. Each cable consists of an insulated electrical lead • No thread lubricant is allowed.
contained in a flexible metal braiding.
Spark Igniters: Caution: Should a spark igniter be dropped, internal damage

possibly not detectable by test can occur. Recommendation is
Located at 4 and 9 o’clock positions on the gas generator to replace the spark igniter.
case, the spark igniters are in the form of threaded plugs with
a central electrode enclosed in an annular semi-conducting
material. When the voltage reaches a certain level, the air Warning: Due to system lethal voltage, wait six minutes (or
between the central electrode and the plug outer shell ionizes more) after switching ignition off before handling any ignition
and allow a high energy spark to discharge from the centre components.
electrode.
IGNITION 8.4
PERFORMANCE CHECK
Procedure:
Purpose:
Permits verification of engine condition over a wide range 1. Determine Outside Air Temperature (OAT).
of ambient temperatures without exceeding torque or T5
limits. 2. Determine Pressure Altitude (Pa) or Barometric
Pressure.
The performance check run allows the operator to check
3. From appropriate curves, determine:
T5, Ng and Wf margin. Periodically, the engine is ran and
a) Target Torque.
checked against an Airframe supplied performance chart to
b) T5 Limit.
see what remains of this margin. The interval is at
c) Ng Limit.
operator’s discretion.
d) Fuel Flow (Wf) Limit.
4. Determine parameter limits using tolerance from the
Schedule:
Airframe Maintenance Manual applied to the graph
values.
Performance check should be performed:
5. Start engine and stabilize at idle for 5 min. During
• After engine installation. check, generator and P3 air supply must be switched
• Before and after hot section inspection (HSI). off.
• At regular interval.
6. Increase power until specified propeller speed and
target torque is reached. Allow engine and
Description: instrumentation to stabilize.
The performance check curves establishes engine 7. Record actual T5, Ng and Wf.
parameter limits of an acceptable engine for different
atmospheric conditions. The check is performed at a given 8. Compare recorded values of T5, Ng and Wf to chart
power (Tq and Np constant) and the values obtained for parameters. If values deviate from chart limits,
Ng, T5 and WF are compared to the limits obtained from troubleshooting action should be undertaken to restore
the curves on the chart. engine performance.
Note: Ensure gauges are properly calibrated.
PERFORMANCE 9.2
ENGINE CONDITION TREND MONITORING (ECTM)
Data acquisition:
Purpose:
The accuracy of the ECTM process depends on the quality
ECTM is a maintenance tool which allows the user to of the data entered in the computer program. ECTM Data
monitor the engine performance and: is collected in cruise flight since it is the operating
• Permit early detection of engine deterioration. environment where engine performance is most
• Help determine source of problems. predictable.
• Increase dispatch reliability.
• Perform repairs at the most economical time.
The data will be valid when the following restrictions are
• Do HSI’s on condition.
applied:
Description: • Record data daily, or every 6-flight hours, select the

flight with the longest cruise portion that is at a
ECTM is a process involving repetitive recording of engine representative altitude and airspeed.
and aircraft instrument parameters and comparing them to • Allow the engine to stabilize 3 to 5 minutes without
a computer reference model. ANY lever movements.
• The same flight configuration should be repeated (i.e.
Under specific ambient conditions, engine parameters electrical load, bleed air extraction).
such as compressor speed (Ng), interturbine temperature • Record data within a reasonable time frame.
(T5) and fuel flows (Wf) are predictable. The difference
between the actual engine parameters and the computer
model values will be plotted as 3 deltas using a graphical Data entry and calculation:
chart method.
• IBM PC with PWC supplied ECTM IV Version 2
Once a trend is established by the plotting of these deltas, program. (ECTM III discontinued)
any deviation would indicate some degree of engine
deterioration. Analysis of the trend reveals extent of Plotting and Trend Analysis:
deviation and possible need for corrective action.
Once the deltas are calculated, the computer does the
plotting and displays the result on the screen or sends it to
Note: Service Information Letter Gen 010 provides
a printer. Analysis of the trend reveals extent of deviation
generic information in regard to engine trend analysis.
and possible need for corrective action.
PERFORMANCE 9.4
ENGINE CONDITION TREND MONITORING (Continued)
PLOTTING GUIDELINES:
Following computation, DELTA Ng, DELTA T5, and

DELTA Wf are plotted on a continuous sheet. Flight log Delta T5
number may be used as the abscissa, although the trend
could also be recorded as a function of date or, preferably, • Net change of 5 to 10°C: Early signal of some
as a function of engine running time in hours. deterioration that should be investigated when
convenient.
Interpretation of Trend
• Net change of 20 to 25°C: Deterioration becoming
Definition of Terms: more serious. Further running could result in high cost
component replacement (Ex: Compressor turbine vane
1. Base Line: Delta values, for a particular engine with ring, compressor turbine blades, etc). Action should be
known conditions. Known conditions include a recently taken as soon as possible.
completed HSI, inspection of compressors and a
compressor wash. New or newly overhauled engines • Net change of 50°C: At this level, whether or not T5 is
also meet these conditions. redlined, deterioration has progressed to a point where
serious engine damage is imminent.
2. Net Change: The change from the base line to a line
passing through a delta point at a specific location on
the graph. Delta Ng
3. Revision of Base Line: In the event the position of the • Net change of .75 to 1% : Early signal of some
initial base line is improperly estimated a fault or deterioration.
change in the calibration of instrumentation often
causes (this), a revision of the base line values needs • Net change of 1.5 to 2% : Action should be taken as
to be carried out. soon as possible.
4. Analysis: The analysis of the trend graph should be

carried-out on a daily basis if possible, but not deferred NOTE: Courses on ECTM are available, please contact
for more than five days. P&WC Customer Training department for the schedule.
PERFORMANCE 9.6
COMPRESSOR SECTION PROBLEMS
SYMPTOMS AT CONSTANT POWER

PROBLEM ACTION REQUIRED
Ng T5 Wf
Restricted inlet screen. Up Up Up • Clean and/or remove obstruction
• Perform compressor wash / revise
Dirty compressor. Up Up Up
schedule
Damaged compressor • Return to an authorized overhaul
Up Up Up
blades. facility if damage is beyond limit.
• Ensure P3 is not leaking between
bleed valve and gas generator
Bleed Valve stuck open. Up Up Up
case.
• Replace bleed valve.
• Check for external leaks on gas
External P3 air leaks. Same or Up Up Up generator.
• Verify sealing surfaces at next HSI
Inertial separator in • Return separator vanes to normal
Up Up Up
bypass position. position.
Bleed valve closing point • Compressor stalls. • Replace bleed valve if found
out of limit. • Possible hooting noise. defective.
Bleed Valve stuck closed. • Compressor stalls. • Replace bleed valve
• Inspect first stage compressor
Compressor unbalance. • Vibration or humming noise
blades for FOD.
Note: Compressor section problems are always characterized by a higher T5 and Wf. Ng usually goes up.
PT6A-27/34 TRAINING USE ONLY PERFORMANCE 9.10

ROTOR COMPONENTS – SERVICE LIFE
Description: Accumulated (Abbreviated) Total Cycles =

Certain rotating components are subject to low cycle
fatigue due to cyclic operation of the engine.
[# of starts + ]
# of flights - # of starts X Flight count factor
Abbreviated cycle factor
Additionally, other factors such as high frequency
fatigue and metallurgical changes related to time
rather than flight cycles are considered. As a result, Example: Refer to Service Bulletin 1002
these parts must be removed from service when the
Part No. ………………………………………... 3013111
total cycle limit of the hourly limit is reached. st
(PT6A-27 / 34 1 stage compressor hub. Life = 1900 cycles)
Airworthiness regulations require the operator to log Abbreviated Cycle factor ……………………………... 2
engine hours, engines starts and aircraft flights. It is No. of Starts ………………………………………… 850
also the responsibility of the operator to calculate and No. of Flights ………………………………….…… 1910
record these hours and cycles. Flight Count Factor ……………………………..…….. 1
Operators having missions which include many touch- [850 + (1910 – 850)] x 1
and-go flights, or a frequency of scheduled in-flights 2
shutdowns (such as used during pilot training) or
which include more than 10 flights per hour should [850 + 530] x 1
submit their mission profiles to Pratt & Whitney
Canada for life cycle analysis. [1380] x 1 = 1380
Rotor components must be retired from service when The 1st stage compressor hub has accumulated 1380
the “Hour Limit” or “Cycle Limit” is reached, which cycles.
ever occurs first.
Component life is calculated using the following Note: Rotor components must be retired from service
formula: when the cycle limit is reached, regardless of the TBO
life of the engine.
Accumulated Total Cycles =
Number of flights X flight count factor
PERFORMANCE 9.14
FUEL MANAGEMENT
The PT6A is operated by using three cockpit levers:
1. Power lever:
The power lever is used for controlling the compressor The shut-off position stops fuel flow to the combustion
speed (Ng) and to control the propeller pitch in reverse. chamber and causes an engine to shut down.
The lever is connected to a cam box located on the
accessory gearbox. The cam box transmits power lever From low idle to high idle (optional), the fuel lever rotates
movement to the fuel control unit (FCU) which controls the fuel control unit input lever to increase Ng up to a
fuel flow to the engine, therefore Ng. specified value. This value is the minimum compressor
speed allowed for flight operation and is also used for
In the forward operation mode, the power lever controls cross generator starts.
Ng speed only and has no effect on the beta valve.
From idle to full reverse position, the power lever 3. Propeller lever:
increases Ng and also moves the beta valve to change
propeller blade angle into reverse pitch. This range of The propeller lever is connected to the speed lever on
operation is referred to as beta mode. Taxiing the aircraft the top of the propeller governor (CSU). It is used for two
is accomplished in this mode. purposes:
Control the propeller speed in the governing mode

2. Fuel lever (condition lever): (cruise)
To start the engine, the condition lever is moved to low Allows the pilot to feather the propeller on the ground
idle position when the correct Ng is reached. This allows prior to shut down of the engine or during flight, in the
fuel to the sent to the combustion chamber. event of an in-flight shutdown.
FUEL SYSTEM 10.2

ENGINE FUEL SYSTEM
Purpose: Provide the engine with clean fuel at the • Fuel Drain Valves (2): They drain residual fluids from
required pressure and flow to permit control of engine the gas generator case
power.
Fuel and additives: Refer to Service Bulletin of specific
The fuel system components control the following engine model for complete listing of approved fuel and
features: additives. (SB1244).
• Proper fuel flow at minimum fuel introduction speed Use of Aviation Gasoline (AVGAS) is limited to 150 hour
(12% Ng and above) per engine between overhaul periods (TBO)
• Sequencing fuel distribution to the proper nozzles
during start
• Controlling a ground idle speed Description: Fuel from the aircraft tanks is sent to the
• Providing a strong surge free acceleration fuel heater via airframe boost pumps. Heated fuel then
• Limiting a maximum compressor speed (Ng) flows to the engine driven fuel pump. High pressure fuel
• Providing a rapid deceleration without extinguishing now goes to the FCU via an external hose. The FCU will
the combustion determine the correct fuel flow for combustion and return
• Providing fuel shut off and fuel dump after shut down he unused fuel to the pump inlet.
Metered fuel exiting the FCU flows to the flow divider
Components: (PT6A-112/114) or the start flow control (PT6A-27/34)
which sequence the fuel distribution between the primary
• Fuel Pump: Made by Sundstrand or Argo-Tech and secondary manifolds. Fuel is then atomized by the
(TRW), sends fuel flow at high pressure to the FCU 14 nozzles for best combustion characteristics.
• Fuel Control Unit: DP-F2 Hydro pneumatic unit
made by Allied Signal (Bendix) . Controls the proper Inputs required:
fuel burn flow at all power ranges, acceleration and
deceleration Primary inputs (to operate the system):
• Flow Divider: (PT6A-21/36/114/135A) Made by • Power lever position (PLA)

Allied Signal (Bendix) • Ng (compressor speed)
• P3 (compressor discharge pressure)
• Start Flow Control Unit: (PT6A-27/28/34/135) made
by Lucas aerospace
• Fuel Nozzles: Made by Delevan or Parker Hannifin,
FUEL SYSTEM 10.4

FUEL HEATER
Purpose: Specification:
Heat the fuel to prevent ice crystal formation Outlet fuel temperature control range is 21 to 32°C.
Min oil temp for proper fuel heater operation = 55°C.
Description:
Troubleshooting:
The fuel heater is a heat exchanger using thermal energy
contained in the oil to heat fuel. A thermal element Internal failures of fuel heater may cause high oil
reacts to fuel temperature and moves a sliding valve to consumption when engine is running. Internal failure
control the amount of oil flowing into the heat exchanger. may also cause fuel to transfer into the oil tank in static
conditions.
Operation:
Cold fuel from the aircraft boost pump enters the fuel
heater and surrounds the thermal element. The Verify for proper operation by touching fuel filter bowl
thermostatic element contracts and allows oil to travel after shutdown. Should be warm but comfortable to
across the heat exchanger. Heat from the oil transfers to touch.
the fuel and fuel temperature starts to rise. At 21°C the
thermal element begins to expand and push the sliding Replace unit if internal problems are suspected.
valve out. In this position, oil progressively bypasses the
fuel heater and fuel temperature begins to stabilize.
A spring located at the back of the sliding valve returns it

back in (heating position) when fuel temperature drops.
During operation, the thermal element constantly reacts
to adjust fuel outlet temperature.
FUEL SYSTEM 10.6

FUEL PUMP
Purpose: Provide clean high pressure fuel to the fuel Maintenance / Inspection:
control unit, that in excess of engine burn fuel flow at all
speeds. Inlet filter: 74-micron wire mesh screen, with integral
bypass feature opening at 1.5 PSID, inspect and clean.
Description: Single stage, positive displacement gear Outlet filter: 10-micron non-cleanable fiber type filter,
type pump. The gears are supported with brass protected by a bypass valve (20 PSID), inspect and
bushings and sealed with carbon face seals. replace.
Pump Capacity (PT6A-34, typical) In situ fuel pump coupling inspection: Inspect fuel
Ng Wf Pressure pump drain port for traces of corrosion (rust).
12% 140 pph 75 psig
101.6% 1180 pph 850 psig Also inspect for traces of dark blue stains. If found,
replace both the fuel pump and FCU.
Wf at Take Off Power , approx. 470 pph
Refer to the Maintenance Manual for details.
Operation: Fuel coming from the fuel heater enters the
pump housing and passes through the inlet filter, then
through the pump gears. Fuel is filtered a second time
through the outlet filter before being delivered to the fuel
control unit via an external flexible hose.
The majority of fuel delivered by the fuel pump towards
the FCU is returned back to pump inlet via an internal
cored bypass passage.
CAUTION: Maximum pump running limits without

boost pressure = 10 hours. Replace pump if exceeded.
FUEL SYSTEM 10.8

FUEL CONTROL UNIT
Hydraulic Section:
High Pressure Relief Valve: The high-pressure relief During acceleration, more fuel is required. To supply that
valve protects the system from overpressure by dumping sudden need, less fuel is returned to the pump inlet by
excess fuel pressure to the pump inlet. It is a spring- the bypass valve. During deceleration, the opposite
loaded plunger, which set to open at 1000 psid (not situation happens. The bypass valve moves by reacting
adjustable). to the fuel pressure variations across the metering valve
as it moves. Fuel flow is a function of metering valve
position only, as delta P is always kept constant by the
Bypass Valve: The bypass valve regulates the pressure bypass valve.
differential (delta P) between pump delivery fuel (P1) and
metered fuel (P2) across the ports of the metering valve A stack of bi-metallic washers is mounted between the
by returning excess fuel (P0) back to the pump inlet. bypass valve seat and the adjuster. Depending on the
fuel temperature, a different volume of that fuel is
It consists of a steel plunger moving within a ported steel required to maintain acceleration constant.
sleeve. Actuated and supported by means of a
diaphragm and spring, it maintains a constant delta P (P1
- P2 = 20 psid). Metering Valve: The fuel flow-metering valve regulates
engine burn fuel flow over a wide range of settings. It
Engine acceleration is adjusted by changing the bypass travels between a minimum and a maximum flow stop.
valve spring tension (via the accel adjustment dome). Total travel is .080". It consists of a steel needle moving
Changing the spring tension modifies the P1-P2 within a ported steel sleeve. Position is controlled by
differential. The spring tension varies the pressure pneumatic bellows via a torque tube. The metering valve
difference from: 17 – 18 – 19 – 20 – 21 – 22 – 23 psid. minimum flow setting (90pph) is adjustable (refer MM).
FUEL SYSTEM 10.10

FUEL CONTROL UNIT: Pneumatic Section
(Governing Section)
FCU pneumatic system: Controls compressor speed (Ng) Ng governor: Controls Ng as a function of PLA. Driven by the
acceleration, deceleration and steady state at all power accessory gearbox via the fuel pump, the Ng governor
settings and altitudes. It governs Ng to a steady state at all flyweights rotate at a speed proportional to compressor speed.
power settings and altitudes. It governs Ng to a specific Power The cockpit power lever is linked to the speed-scheduling cam
Lever Angle (PLA). It governs the hydraulic section. located inside the governor section of the FCU. Movement of
the power lever from ground idle to higher power position
Governor bellows: Initiates acceleration, deceleration and increases the tension on the spring and closes the governor
controls Ng steady state. They are moved by modified P3 air bleed to prevent Py from venting to atmosphere. The
pressure, called Px and Py. To increase Ng, Py is increased. centrifugal governor flyweights apply a force in the opposite
To reduce Ng, Py is reduced. direction to re-open the Py bleed.
Acceleration (evacuated) bellows: They are moved by Interconnecting coupling: Plastic-coupling connecting the
modified P3 air pressure (Px). They are attached to the FCU fuel pump drives to the FCU. It drives the Ng governor.
housing while the rest of the bellows assembly is allowed to
move up and down depending on Px and Py pressure and Speed scheduling cam: Connected to the PLA, it moves the
torque tube spring loading. The acceleration bellows control cam follower lever.
accel & decel rates in response to Px air variations following
changes in Ng. Cam follower lever: Contacted by either the idle screw or the
Ng scheduling cam, it applies a spring tension to close the
When only atmospheric pressure acts on the acceleration governor lever Py bleed.
bellows, (engine stopped or starting), the torque tube loads the
metering valve to min fuel flow position. Py and Px pressures Torque tube: Transmits the movement of the bellows to the
are generated and controlled by the Ng governor section of the metering valve. The torque tube is torsion loaded towards
FCU. minimum flow. The bellows are spring loaded towards
maximum flow. These tensions will cancel each other;
Governor lever: Controls Py bleed off to actuate the governor therefore, a very small change in air pressure (2 to 5 psia) is
bellows. able to move the metering valve to the proper setting. It
consists of 2 arms connected together by a coaxial shaft. The
inner part of the shaft transmits movements from the bellows
to the metering valve and the outer hollow shaft exerts a
torsion force.
FUEL SYSTEM 10.12

FUEL CONTROL UNIT OPEARTION
Starting: At start, the fuel flow is determined by the pump Governing: Once the acceleration cycle has been completed,
RPM and minimum position of the metering valve. The any variation in engine speed from the selected speed will be
compressor is rotated by the starter until a minimum Ng of sensed by the governor flyweights and will result in increased
12% is obtained for introducing fuel. The pilot’s power lever or decreased centrifugal force. This change in force will cause
remains at “Idle” position, and the fuel condition lever is moved the governor valve to either open or close, which will then be
to “on” position to start fuel flow. As the engine accelerates reflected by the change in fuel flow necessary to re-establish
towards idle, compressor delivery pressure begins to move the the proper speed. When the fuel control is governing, the valve
metering valve away from the minimum stop. As Ng will be maintained in regulating or “floating” position.
approaches idle, the governor spring forces and opens the Deceleration: When the power lever is pulled back, the speed
governor orifice. This creates a Py-Px differential, which scheduling lever is rotated to a lower point on the cam. This
causes the metering valve to move to a floating position to reduces the governor spring force and causes the governor
maintain the required Ng idle speed. valve to open. The resulting drop in Py moves the metering
Acceleration: As the power lever is advanced above idle, the valve in closing direction. As Ng and P3 decreases, the
speed-scheduling cam is repositioned, moving the cam acceleration bellows now expands and progressively move the
follower lever to increase the governor spring force. The metering valve to a more closed position until it contacts the
governor spring then overcomes the flyweights and moves the minimum flow stop. The engine will continue to decelerate until
levers, closing the governor valve. Py increases and causes the governor weight force decreases to balance at the new
the governor bellows to compress, moving the metering valve governing position.
towards an increasing fuel flow position. Engine shutdown: the engine is stopped by moving the fuel
condition lever from “Idle” to “Cutoff”. This equalizes pressure
As Ng and P3 increases, the acceleration bellows on both sides of the minimum pressuring valve and its spring
progressively compress and move the metering valve to a causes it to close, cutting flow to the flow divider and nozzles.
more open position.
Altitude compensation: The compressor surge (stall) margin
Acceleration is then a function of increasing Px (P3). It is reduces as altitude increases. Therefore, the acceleration fuel
completed when the centrifugal force of the flyweights flow must be reduced at altitude to prevent surging.
overcomes the spring tension and opens the governor valve.
This is achieved by the acceleration bellows. As Px (P3) s a
function of engine speed and air density, its pressure will then
react by expanding more, reducing fuel flow during
acceleration. The compressor stall margin reduces as altitude
increases.
FUEL SYSTEM 10.14

STARTING FLOW CONTROL
(PT6A-27, 28, 34, 15AG, 135) As Ng speed approaches 35%, fuel pressure increases and at 18 -
21 PSIG, the transfer valve moves to contact a stop and allows fuel
to flow in the secondary manifold. At that point, fuel flows through all
Purpose: 14 nozzles.
• Provide fuel "on" and "cutoff" functions. When the fuel condition lever is moved to "off" position, the piston is
• Divide the flow between primary and secondary manifolds at moved forward (rightward on the view) by the input lever. The piston
start. now blocks fuel from flowing, at its end. Fuel from the manifolds is
• Dumps fuel from the manifolds after engine shutdown then routed to the piston, and sent outboard to a dump port. This
• Provide a minimum pressure valve to maintain a sufficient allows fuel to drain by gravity into a collector can. This prevents
pressure in the system. deposit formation in the manifolds and fuel nozzles. Inlet fuel
• A telescopic interconnecting rod linking the starting flow control pressure is also routed to the backside of the minimum pressurizing
to the FCU provides the High Idle option. valve, this will cause the fuel pressures to equalize on both sides and
the valve will close. This valve assists the piston to achieve fuel
cutoff during engine shutdown.
Construction:
Minimum pressurizing valve: Spring loaded plunger, opens at 75 - Maintenance / Inspection:

80 PSID. Maintains a sufficient pressure in the system. The valve
also assists the sliding piston during engine shutdown. • Inspect for cracks and leaks
• Confirm positive fuel cut off when fitting a replacement unit and
Sliding piston: A geared plunger actuated by the input lever via a every time a replacement engine is fitted
rack and pinion arrangement. Provides a positive mean of stopping • Replace unit if defective
fuel flow to the engine. Routes fuel to a dump port in "cutoff"
position.
TROUBLESHOOTING
Transfer valve: Spring loaded plunger which opens at a fuel
pressure of 18 - 21 PSIG allowing fuel to flow through secondary Observed Problem Possible Cause
manifold. Engine is slow to accelerate or Secondary valve stuck closed.
limited in power range.
Operation: When the cockpit fuel lever is moved to the "fuel on"
position, the sliding piston is moved rearwards by the input lever via Hotter start temperature. Secondary valve stuck open.
a rack and pinion arrangement. As the piston moves, a passage that Min pressuring valve stuck open.
supplied inlet fuel pressure to the back of the min pressure valve will
close. The min pressure valve then opens and fuel will flow through Controls without high idle: Cut Off> 0° Run> 72°c
the piston’s center and exit via the primary fuel outlet. Controls with High Idle: Cut Off> 0° Run (Idle)> 45° High Idle> 90°
FUEL SYSTEM 10.16

FLOW DIVIDER AND DUMP VALVE:
PT6A-10, A-11, A-21 A-110, A-112, A-114, A-114A, A-135A
Purpose: Divide the fuel flow between primary and Primary fuel position: Primary valve opens at fuel
secondary fuel manifolds at startup. Dumps fuel from the pressure of 9 - 13 psid allowing fuel to flow through
manifolds when the engine is shutdown. primary manifold only.
Secondary flow position: Secondary valve opens at
fuel pressure of 17 - 22 psid allowing fuel to flow through
Description: Two concentric valves spring loaded to the
secondary manifold.
closed position, operated by fuel pressure.
Dump position: Primary and secondary springs close
the valves, allowing fuel to dump overboard.
Operation: When the condition lever is moved to "on"
position, fuel enters the flow divider and pushes against
the spring loaded primary valve piston (9 to 13 PSIG),
and allows fuel to flow in the primary manifold only, to • Inspect for cracks and leaks
provide optimum fuel atomization and lightup • Confirm positive fuel cut off when fitting a
characteristics. replacement unit and every time a replacement
engine is fitted
As Ng speed approaches 35%, fuel pressure increases • Replace unit if defective
(17 to 22 PSIG) and the secondary valve also moves
against its stop. Fuel will then flow through all 14
TROUBLESHOOTING
nozzles.
Observed Problem Possible cause
When the fuel condition lever is moved to "off" position,
Engine is slow to accelerate or Secondary valve stuck closed.
fuel pressure ends and the two springs push the primary limited in power range.
and the secondary valves toward the closed position,
Hotter start temperature Secondary valve stuck open
allowing fuel to drain by gravity into a collector can. This
Hung start Primary valve partly stuck
prevents deposit formation in the manifolds and fuel
nozzles. Verify for proper operation of
White smoke on shut down from
flow divider and dump / purge
exhaust duct
valve.

FUEL NOZZLES
Purpose: Deliver and atomize metered fuel into the Maintenance: Regular fuel nozzle maintenance is important
combustion chamber. The type of fuel nozzles currently used for hot section durability. It cannot be over emphasized.
on the PT6A is single orifice type.
Testing: Ensures the combustion chamber receives properly
atomized and non-streaking fuel.
Construction:
Test fuel nozzles as per maintenance manual every 200 hours
• 14 fuel nozzle adapters, 10 primary, 4 secondary (for new operators) up to 400 hours (for experienced
(Some engines have 7p - 7s configuration). operators). The nozzles are tested for operating defects like
• 14 sheaths. leakage, spitting, drooling or streakiness.
• 28 transfer tubes.
• 14 fuel nozzle tips consisting of: A swirler, a spring, a Cleaning: Ultrasonically clean in carbon remover solvent.
strainer, a retaining ring and a plate. (Flush with hot water)
Operation: During operation, the 14 fuel nozzles receive fuel "In Situ" fuel nozzle cleaning:
from the flow divider (or the start flow control) and deliver it to
the combustion chamber. • In situ nozzle wash is a method, which permits cleaning of
fuel nozzles without having to remove them from the
On start, fuel flows through the ten primary fuel nozzles. The engine. Clean every 200 hours. A special rig and cleaning
position of the primary fuel nozzles is such that fuel is sprayed solution must be used. Refer to the Maintenance Manual
circumferentially towards the spark igniters in order to facilitate
ignition. • For new operators or if the fuel quality is questionable,
inspect and test fuel nozzles every 400 hours initially, with
At a specific Ng, the secondary manifold receives fuel and the extensions of 200 hours, based on inspection results.
secondary fuel nozzles will spray. At this point, all the 14
nozzles will deliver fuel. • For other operators, inspect and test fuel nozzles every
600 hours initially, with extensions of 200 hours, based on
inspection results.
Note: It is recommended that this method of cleaning should

only be initiated on new or newly overhauled nozzles, as the
procedure will not clear previous blockages.
FUEL SYSTEM 10.20

FUEL CONTROL UNIT MANUAL OVERRIDE
Purpose: Found on some single engine PT6A powered Test:

aircraft, it is integral with the FCU. Allows the pilot to
directly control the FCU pneumatic system, in the event • Start engine and let it warm up.
of a pneumatic failure. • Power lever and condition lever at IDLE position.
• Slowly advance override control lever toward Max
until target performance parameter is attained.
Description: In the event of a P3/Py air loss or FCU
pneumatic section malfunction, the pilot can manually
control the bellows to simulate P3 air pressure. A special Note:
lever is provided in the cockpit to that effect.
1. Aircraft control linkage must allow the override lever
stop to travel from OFF to MAX
Operation: Movement of the manual override lever in the
cockpit will rotate the manual override control lever on 2. No adjustments are permitted.
the FCU. This will act directly on top of the governor
bellows. The rate of acceleration is established by the
speed at which the pilot moves the lever. Any abrupt
setting changes can cause compressor stalls or
overheating the engine.
FUEL SYSTEM 10.22

FCU ADJUSTMENTS
1. Ground Idle: (Speed adjustment) 3. Maximum Ng: (101.5%)
a) Start engine and stabilize at ground idle. a) Deploy the Part Power Trim Stop. *
b) Ensure speed is: 52.5% Ng b) Start engine and bring power lever against the trim
stop
• If adjustment is required, stop engine, turn min governing c) Record actual Ng speed and ensure it is within limits:
screw CW to increase Ng, CCW to decrease Ng (1/16 turn (PT6A-34 = 97.1%).
approx. 2% Ng).
• If adjustment is required, turn max Ng stop screw CCW to
Note: Idle speed can only be checked or adjusted at Pressure increase and CW to decrease Ng speed (1 turn approx.
Altitudes below 3500 ft (25.2"Hg). Above 3500 feet the FCU 1% Ng).
ground idle is limited by the min flow adjustment (i.e. ground
idle screw has no effect on Wf). • Stow trim stop after check and adjustments are completed.
2. High Idle (PT6A-27, 28, 34, 15Ag): (Make adj. per MM) Part Power Trim Stop: Retractable spacer that allows to
adjust max Ng without exceeding max torque on a cold day, or
a) Start engine and stabilize at ground idle. max T5 on a hot day.
b) Push condition lever to "Hi Idle"
c) Ensure Ng is 70%
• If adjustment is required: WARNING: All adjustments are done with the engine not
a) Stop engine. running.
b) Set condition lever to RUN (low idle, 72°).
c) With the FCU lever at "Pickup Point", ensure there is a
minimum gap of .030" at lower end of telescoping rod,
when the starting flow control lever is at 72°. With the NOTE: All values are for reference only. Always refer to the
appropriate Maintenance Manual for proper settings.
rod adjusted as above, movement of the start control
lever from 72° to 90o will give approx. 70% Ng. Final
adjustments are made with the starting flow control
max stop.
Note: Most installations use the 72° position for their rigging,
however, for installations using the 45° RUN position,
movement of the lever from 45° to 90° will give a mch higher
flight idle Ng. This can be corrected by increasing the rod end
gap.

FCU ADJUSTMENTS (continued)
4. Acceleration: 6. Minimum fuel flow:
a) Start engine and stabilize at idle and let it warm a) Disconnect Py tube from FCU or Nf governor.
up. b) Start engine, stabilize for 3 minutes. No bleed
b) Increase power from idle to 64% with power lever. extraction or auxiliary power extraction.
c) Perform slam acceleration from 64% to 97.5% Ng. c) Record actual Ng, pressure altitude and OAT.
d) Ensure acceleration is within 2.5 to 4.0 seconds. d) Compare with chart in maintenance manual to
ensure Ng is within the limits.
• If adjustment is required, turn accel dome CW to
decrease accel time (quicker accel) or CCW to Note:
increase accel time (slower accel).
1. No bleed or power extraction during test. If
• One click changes accel time by 0.2 to 0.3 seconds adjustment is required, turn min flow screw CW to
(approx.). increase minimum flow Ng speed and CCW to
• Range of adjustments = Plus or Minus three clicks decrease.
from neutral. 2. Due to the sensitivity of the min flow adjustment, turn
the screw with 1/16 of a turn at a time.
5. High Idle: (PT6A-21, 36, 112, 114, 114A, 135A):
Ng at min fuel flow, 15° c (PT6A-34)
a) Start engine and stabilize at ground idle. P. ALT Hg %
b) Push condition lever to "Hi Idle" 0’ 46.7
c) Ensure Ng is 70% 3000’ 50.7
• If adjustment is required, turn flight idle adjustment 4250’ 52.6
stop screw CW to increase and CCW to decrease. 6000’ 55.2
9000’ 60.0
Ground Idle = 52.6% Ng
NOTE: All values are for reference only. Always refer to

the appropriate Maintenance Manual for proper settings.
FUEL SYSTEM 10.26

PROPELLER SYSTEM
Purpose Description
Change the power produced by the engine into thrust in The propeller consists of a hollow spider hub that
order to propel the aircraft through the air. supports the blades and also houses an internal oil pilot
tube and a feather return spring.
Description Centrifugal counterweights on each blade cuff and the
The propellers used on small PT6A engines vary from feathering spring in the servo piston load the propeller
three or four bladed propellers made of metal or blade angle toward feather position. In opposition, oil
composite materials. from the propeller governor, tends to drive the propeller
in the fine pitch or low blade angle position.
The propeller system used on all PT6A is of the variable
pitch, single acting type. A propeller governor adjusts the Operation
blade angle automatically to maintain the propeller speed
as selected by the pilot. Oil from the governor is fed into the propeller shaft and to
the servo piston via the oil transfer sleeve mounted on
When more power is applied, the angle of attack of the the propeller shaft.
blade is increased automatically to allow the propeller to
absorb the additional energy without increase in propeller As oil pressure increases, the servo piston is pushed
speed. forward and the feather return spring is compressed.
Servo piston movement is transmitted to the propeller
blade collars via a system of levers.
When oil pressure is decreased, the return spring forces
the oil out of the servo piston and changes the blade
pitch to a coarser position.
An increase in oil pressure, controlled by the propeller
governor, drives the blade towards a finer pitch.

GOVERNING MODE
Description Speeder Spring: Opposes a mechanical force against

the centrifugal force of the flyweights and determines
The governing mode corresponds to a range of propeller speed at which the flyweights will be "on
operations where engine power is sufficient to maintain speed". The pilot controls spring tension through the
the selected propeller speed by varying the blade angle propeller lever.
(pitch). The propeller speed (governing range) is
selected by the pilot and is between 75% and 100% Np.
Operation: Oil from the engine main oil pump is supplied
to the governor. A set of gear pumps, mounted at the
The system is governing when (on speed) base of the governor, increases the flow of oil going to
• Indicated propeller speed matches selected propeller the propeller governor relief valve.
speed. When the oil pressure reaches the desired level, the
• Change in Ng speed causes no change in propeller relief valve opens to maintain the pressure. Through
speed (changes in Tq only). internal passages, the oil is routed to the pilot valve and
• Moving the propeller lever results in a change in then to the propeller transfer sleeve.
propeller speed.
The flyweights and the pump gears are driven by a bevel
gear arrangement mounted on the propeller shaft. Once
MAIN COMPONENTS FUNCTIONS
the speed selected by the pilot is reached, the flyweight’s
centrifugal force equals the spring tension of the speeder
Pressure Relief Valve: Returns oil to the governor pump spring. The governor flyweights are then on speed.
inlet when maximum pressure is reached. (380 PSID
approx.) When more power is applied to the engine, the flyweights
turns faster and go into an overspeed condition, causing
the pilot valve to move up and restrict oil flow to the
Pump Gears: Supply a flow of oil at a pressure
propeller dome. The feathering spring increases the
necessary to control the propeller pitch.
propeller pitch to maintain the selected speed. Reducing
power causes an underspeed of the flyweights,
Flyweights: Sense the speed of the propeller and act downward movement of the pilot valve, more oil in
against variable spring pressure to move the pilot valve propeller dome, resulting in a finer pitch to control
up or down. propeller speed.
Pilot Valve: Moves up or down to control the oil pressure

going to the propeller dome.

FORWARD BETA MODE
Operation: At low power operation, with the propeller lever at

Beta Valve: Prevents the blade angle from going below the
max RPM, the propeller does not turn fast enough to satisfy
specified Primary Blade Angle (PBA) in flight and allows the
the demand. In this condition, the pilot valve moves down and
pilot to manually control the blade angle on the ground for
high-pressure oil goes to the propeller dome, moving the
taxiing and reverse operation.
blades towards a fine pitch.
Beta Mode: Corresponds to a range of operation where the When the preset PBA is reached, the servo piston, in it’s
blade angle is between PBA and reverse. Control of the forward movement contacts the beta nuts. Any further
propeller pitch is a direct function of the position of the beta movement pulls the beta rod and the slip ring forward. The
valve. forward motion of the slip ring is transmitted to the beta valve
via the beta lever. Forward movement of the beta valve
causes servo pressure to drop, which prevents any further
Primary Blade Angle (PBA): Minimum blade angle allowed blade angle change. At this point, blade angle control is no
for flight operation for the aircraft. longer a function of the propeller governor, the beta system is
now in control.
The System Is In Beta Mode When: (Underspeed)
In flight, the beta valve maintains a constant oil volume in the
• Propeller speed indicated is below propeller speed propeller dome to ensure blade angle remains at PBA.
selected
On the ground, the pilot is able, with the power lever, to
• Ng speed change causes propeller speed change
actuate the beta valve and change the blade angle as desired
• Propeller lever movement does not change propeller
for taxiing and reverse operation.
speed
Lock pitch solenoid valve: Optional device, bolted to the

The Beta Valve Is Operated By Two Means:
prop governor, serves as a backup to the beta valve. Consist
• Beta feedback system: In low pitch operation, the beta of a solenoid (energized by the airframe 28V), an oil cutoff
nuts, beta rods, slip ring, carbon block and the beta lever, plunger, and a slip ring position sensor.
which compose the beta feedback system, actuate the If the blade angle goes below PBA in flight, the sensor
beta valve. (microswitch or another carbon block) will close the 28V circuit
• Power lever: Movement of the power lever in the beta to the solenoid. The plunger will then block the oil flow to the
range causes the reversing cam to actuate the beta valve, prop servo dome, therefore locking the blade angle at a value
thus causing the blade angle to change. slightly lower than the PBA (ref Airframe manual).
To permit reverse thrust after landing, it is deactivated by a
squat switch, or by a microswitch in the power lever quadrant.
(Squat switch is located within the landing gear).

REVERSE BETA MODE
Purpose: Operation:
Allow the pilot to control the propeller blade angle in Moving the power lever rearwards causes the reversing
reverse. cam and cable to move the beta valve rearward, allowing
more oil to flow into the propeller dome, causing the
blades to go to reverse pitch.
Description:
The reset arm on the Nf governor is also moved rearward
Reverse operation is obtained by moving the power lever by the reversing cable while the blade angle is moving
below the Idle detent, into the reverse range. The toward reverse. This causes the reset lever and reset
reversing cam pulls on the reversing cable to move the post to move down.
beta valve inwards, allowing more oil to flow into the
propeller dome and send the propeller blades in reverse As Np increases in reverse operation, the governor
pitch. flyweights begin to move outwards. Before the flyweights
reach the on-speed position, the speeder spring cup
pushes the reset lever, which pivots and allows Py to
bleed into the propeller governor. This will limit Ng to
control Np to a preset level.
Propeller speed control in reverse is controlled differently

depending on Airframe installation. Some installations
limit Ng with the max reverse stop on the FCU. Other
installations use the Nf governor in reverse as described
above.

PRIMARY BLADE ANGLE (PBA) CHECK
Purpose If:
• To ensure that the minimum allowed blade angle for • Indicated torque is lower than target → PBA is too fine.
flight is within specified limits and safe for low power
operation. • Indicated torque is higher than target → PBA is too coarse.
• To ensure that, on twin applications, both engines
propel the aircraft with the same force at low power Adjust beta nuts as per Airframe Manual to rectify:
operation (PBA).
• Move beta nuts forward for a finer PBA
• Move beta nuts rearward for a coarser PBA.
Procedure Therefore Tq rises.
1. Record OAT. • Adjust nuts one flat at a time (60° per flat)
2. Record field barometric pressure or pressure altitude Ex. Hartzel Propeller > 35 ft. lbs. per flat.
(Refer to the Airframe Maintenance Manual).
3. Start engine. Note (1): Some airframe manufacturers do not allow
adjusting the beta nuts. The only option left is to adjust
4. Allow oil to warm up to operating temperature and
the beta valve, inwards only. This will give a finer PBA
perform two feathering cycles.
on the higher indicating engine.
5. Set propeller lever at maximum position.
6. Increase power until target Np is reached. Target Np Note (2): Never move the beta valve out (forward), as
speed is always less than selected speed to ensure this will restrict the oil flow to the propeller.
the beta valve is controlling.
7. Stabilize engine and record torque.
8. Compare indicated torque with torque given by chart
in Airframe Maintenance Manual.
Note: Ensure gauges are properly calibrated.

PROPELLER FEATHERING
Minimize drag in flight in the event of an engine Check feathering operation as per Airframe Maintenance
shutdown. Manual instruction.
Description:
Retarding the propeller lever to the feather position

causes the Propeller Governor to dump propeller servo
oil into the reduction gearbox sump.
The pressure loss in the propeller hub causes the

feathering spring and the propeller counterweights to
quickly bring the propeller to feather.
Caution: Gearboxes are often overtorqued when

selecting feather at high power setting.

PROPELLER OVERSPEED PROTECTION
Purpose: To provide protection against propeller and power 2. Nf GOVERNOR

turbine overspeeds. There are two propellers overspeed
systems on the reduction gearbox: Purpose: In forward propeller operation: Provide a back up
to the propeller overspeed governor. It will limit Np to approx.
1. Overspeed governor (hydraulic) 10% above selected speed.
2. Nf governor (pneumatic)
In reverse propeller operation: Limit propeller speed to a value
below the selected propeller speed to ensure propeller pitch
1. OVERSPEED GOVERNOR
remains in reverse. It will limit Np to approx. 5% below
Limits the propeller overspeed to 104% by hydraulically selected speed.
adjusting the blade angle.
Description: The Nf governor consists of a Py bleed, a reset
Description: The propeller overspeed governor has flyweights post, a reset arm and a reset lever.
connected to a pilot valve. The prop shaft drives the
flyweights. Two solenoid valves are mounted on the unit, one Operation: In the event of a propeller overspeed not
for testing purposes and the other one to feather the propeller controlled by the propeller overspeed governor, the flyweights
in the autofeather mode. A speed reset solenoid valve allows in the propeller governor will move outwards until the speeder
for verification of the unit at speeds below maximum. spring seat contacts the reset lever. The movement of the
reset lever around its pivot opens the Py air passage to bleed
On twin installation, a second solenoid valve is mounted on
into the reduction gearbox, limiting the fuel supply to the
the overspeed governor and is used in conjunction with the
engine.
aircraft autofeather system. The system is switched on
(armed) for take off and in the event of a loss of power will
This will prevent the propeller from accelerating beyond the
energize the solenoid valve to dump propeller servo oil into the
preset limit.
reduction gearbox sump. The feathering spring and propeller
counterweight move the blade quickly to feather.
Maintenance / Test: • Adjust speed limit in reverse using the minimum governing
adjustment screw.
• With the reset solenoid energized, verify the speed at
• Overspeed limit adjustment in forward propeller operation
which the overspeed governor reacts (propeller speed
is not permitted.
stops increasing).
• Turn the speed adjusting screw to increase or decrease
speed as required.(If permitted by the Airframe
Manufacturer).

PROPELLER GOVERNOR ADJUSTMENT
Maximum propeller speed (Np): (2200 or 1900 RPM) Reset arm rigging:
• Set propeller lever at maximum position in the cockpit. • Ensure the arm always contacts its forward stop.
• Ensure lever contacts maximum Np stop screws.
• Start engine . Beta valve rigging:
• Allow oil to heat up and do two feathering cycles.
• Increase power. Ensure Np stabilizes at quoted speed. • Adjust the barrel so that the beta valve slot face is flush
with the beta valve cap nut.
• Adjust screw counterclockwise to increase maximum Np,
clockwise to decrease.
Maximum propeller reverse speed:
• Set propeller lever at maximum Np position.

• Disconnect reset arm from interconnect rod and tie
rearwards to the lifting bracket.
• Start engine, increase power until Np stabilizes (95 ±1%).
• Check that Np stabilizes within specified limits.
• Adjust underspeed eccentric screw if required.
Propeller governor Py leak check:
• Disconnect Py line from prop governor.

• Cap Py line at governor.
• Start engine and set power lever at ground idle.
• Advance PLA sufficiently to bring Np at max speed.
(governing). Mark position on pedestal. Stop engine.
• Reconnect Py line.
• Start engine and move PLA to previous Mark.
• Verify Ng has not dropped more than 100 rpm.
• Replace propeller governor if necessary.

BASIC ENGINE RIGGING
Description:
Provide the operator with a basic approach to engine

rigging. This section defines the logical sequence that
should be followed when rigging the engine. It also
describes the post run-up adjustments necessary to get
an ideal cockpit lever to engine response relationship.
Use the airframe maintenance manual for specific engine
rigging information.
Pre-rigging verification:
• Ensure that cockpit levers and cables operate freely

and do not bind before making the connections to the
engine.
• Ensure that the engine reversing cable is not
damaged and operates freely when disconnected
from the beta lever.
• Remove the rod end clevis at both ends of the
reversing cable and inspect condition of wire rope and
attachment parts. Reinstall clevis and ensure lock
wire cannot be inserted through safety holes at both
ends (refer to the engine maintenance manual).
• Verify that the propeller-reversing lever is connected
to the beta valve and make sure the carbon block is in
good condition.
You are now ready to rig the engine.

REAR LINKAGE RIGGING
• With the airframe power lever cable and the engine • With the FCU interconnecting rod removed and the
reverse cable disconnected from the cambox, move fuel lever in the cut off position, move the FCU control
the cockpit power lever through the full range and arm clockwise until the "pick up point" (spring
verify motion is free of binding and excessive friction. tension is felt) the angle between engine center line
and the control arm should be 22.5° below centerline.
• Ensure the cambox-input lever is installed at the Adjust with the serrated washer.
required angle from engine centerline. (Refer to
airframe manual) • Move the FCU control arm 1/8 inch away from the
pick up point and connect the FCU control rod to the
• Cycle the cockpit power lever between maximum specified holes (airframe manual). (The length of the
forward and reverse position and ensure the power rod for this position is specified in the airframe manual
lever cable terminal travel exceeds the required input for reference purposes). Measure dimension “X” and
lever displacement. Move the airframe power lever ensure it is the same on both engines.
cable on the airframe-supporting bracket to suit.
• Move the power lever through the full range. Ensure
• Connect the airframe power lever cable to the that the lever is not binding and that the maximum
cambox-input lever at the "track point". This point stop on the FCU is contacted. The cam follower pin
should correspond to the PLA idle detent in the should not bottom out at either end of the reverse
cockpit. The track point is defined as the position of cam slot.
the cambox input lever when the reverse cam moves
back 1/32 inch (apply light forward force on reverse • Adjust the dead band screw as per airframe
cam while measuring). Make sure this dimension is maintenance manual instructions.
the same on both engines.

FRONT LINKAGE RIGGING
• Make sure that the reverse cable is not connected at

the cambox.
• Move the cockpit power lever between idle and

maximum power.
• With the CSU interconnect rod in place, pull forward

on the beta lever and adjust the front clevis so that
the beta valve clevis slot face is flush with the beta
valve nut.
• Connect the reverse cable rear clevis to the reverse

cam required hole. Adjust the clevis so that the cable
is in light compression (pushed forward) when the
clevis pin is installed.
• Cycle the cockpit power lever from idle to maximum to

confirm smooth motion. Adjust the reverse cable
preload at the rear clevis connection if excessive
friction is observed.

FUEL LEVER RIGGING PROPELLER SPEED LEVER RIGGING
Rig as per airframe manual instructions then: Rig as per airframe manual instructions then:
• Ensure that there is a positive contact with the cut off • Connect the propeller speed cable to the speed
stop, and that the condition lever moves freely control lever on the CSU.
through the entire range.
• Move cockpit propeller lever to the maximum Np
• Ensure high idle stop is contacted when fuel lever is position and make sure that the skirt contacts the
moved to high idle position. CSU maximum Np stop screw.
• Prior to starting the engine, disconnect the fuel line • Move the propeller lever to feather and check that the
coming out of the flow divider. feather stop screw is contacted. If the engine is fitted
with a feathering valve, check that valve depresses as
• Perform a wet motoring run to confirm Positive fuel specified in the airframe maintenance manual.
cut off
• Ensure the propeller feathers when the cockpit
• Ensure cut-off happens when the fuel lever position is propeller lever is halfway through the feather detent.
halfway through the cut off detent.
• Check low and high idle as per aircraft maintenance

manual.

SERVICE BULLETIN
P&WC S.B. No. 1003R24
BULLETIN INDEX LOCATOR

TURBOPROP ENGINE
OPERATING TIME BETWEEN OVERHAULS AND HOT SECTION INSPECTION FREQUENCY
MODEL APPLICATION
PT6A-6, -6A, -6B, -6/C20, -20, -20A, -20B, -21, -25, -25A, -25C, -27, -28, -34B, -114, -114A, -116,
-135, -135A
Compliance: Refer to Para. 1.E. in the Service Bulletin
Summary: This service bulletin provides a recommended basic operating time between
overhauls and specifies a recommended initial hot section inspection frequency.
Dec 01/73 PT6A-72-1003

Revision No. 24: Nov 24/98 Cover Sheet
Pratt & Whitney Canada Inc.
1000, Marie-Victorin
Longueuil, Québec, Canada J4G 1A1
Tél. 450-677-9411
24 November 1998
P&WC S.B. No. 1003R24
REVISION TRANSMITTAL SHEET

TURBOPROP ENGINE MODEL PT6A
SUBJECT: Pratt & Whitney Canada Service Bulletin No. PT6A-72-1003, Rev. No. 24, dated Nov
24/98 (P&WC S.B. No. 1003R24) OPERATING TIME BETWEEN OVERHAULS AND
HOT SECTION INSPECTION FREQUENCY
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy the
superseded copy.
Please retain this Revision Transmittal Sheet with the revised bulletin.
SUMMARY: 1. Para.3.A.(10)., Time Between Overhaul Recommendations, new paragraph added

for Embraer EMB-312 installations.Existing Para. 3.A. (10).,Time Between
Overhaul Recommendations, is renumbered to Para. 3.A. (11) and revised to
delete PT6A-135A engine model.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT: None.
NOTE: A black bar in the left margin indicates a change in that line of text or figure.
REVISION HISTORY:
Original Issue: Dec 01/73 Revision No. 10: Jan 27/81 Revision No. 20: Nov 06/95
Revision No. 1: May 01/74 Revision No. 11: Mar 10/81 Revision No. 21: May 07/96
Revision No. 2: Jun 28/74 Revision No. 12: Jun 05/81 Revision No. 22: Dec 11/97
Revision No. 3: Jul 17/75 Revision No. 13: Aug 25/82 Revision No. 23: Apr 06/98
Revision No. 4: Oct 22/75 Revision No. 14: Apr 27/83 Revision No. 24: Nov 24/98
Revision No. 5: Jun 22/76 Revision No. 15: Jul 12/84
Revision No. 6: Oct 26/77 Revision No. 16: Jan 29/85
Revision No. 7: May 07/79 Revision No. 17: May 11/89
Revision No. 8: Aug 16/79 Revision No. 18: Jul 13/90
Revision No. 9: Oct 06/80 Revision No. 19: Sep 14/94
SERVICE BULLETIN
P&WC S.B. No. 1003R24
TURBOPROP ENGINE
1. Planning Information
A. Effectivity
All PT6A-6, -6A, -6B, -6/C20, -20, -20A, -20B, -21, -25, -25A, -25C, -27, -28, -34B, -114,
-114A, -116, -135, -135A Engines
B. Concurrent Requirements
None.
C. Reason
To provide a recommended basic operating time between overhauls and to specify a

recommended initial hot section inspection frequency.
D. Description
(1) Time Between Overhaul (TBO) recommendations take into consideration the
average effect of the many variables affecting overhaul life, such as average flight
duration, percentage of time at any given power level, climatic conditions and
environment, maintenance practices, utilization and engine modification standards.
(2) Under extreme conditions of very low utilization, coupled with continuous operation
in salt water atmosphere or heavy sand or dust environment, periodic inspections in
accordance with the applicable maintenance instructions may indicate
maintenance action prior to the recommended overhaul life.
E. Compliance
The inspection intervals and overhaul periods provided in this bulletin are the
manufacturer’s recommendations. Airworthiness authorities normally require operators to
follow these recommendations unless alternative arrangements have been made
between the operator and the manufacturer, and approved by the operator’s airworthiness
authority.
F. Approval
Transport Canada has reviewed and approved the technical contents of this Service
Bulletin.
NOTE: The service life values quoted herein are determined by the limiting values
stated on the Pratt & Whitney Canada drawings which form part of the
Department of Transport Aircraft Engine Type Approval for the applicable
engine model. These limiting values are based on the use of P&WC parts
installed on/in the engine. Use of other than P&WC supplied components may
reduce the life limits.
P&WC No. N/A

Dec 01/73 PT6A-72-1003
Revision No. 24: Nov 24/98 © 1973 Pratt & Whitney Canada Inc. Page 1 of 5
PRINTED IN CANADA
SERVICE BULLETIN
P&WC S.B. No. 1003R24
TURBOPROP ENGINE
1. Planning Information (Cont’d)
G. Weight and Balance
None.
H. Electrical Load Data
Not changed.
I. Software Accomplishment Summary
Not applicable.
J. References
Applicable PT6A Technical Manuals
Engine Condition Trend Monitoring Analytical Guide Manual 3043607
P&WC S.B. No. 1002, 1303, 1403, 1404, 1505 and 1510
K. Publications Affected
L. Interchangeability and Intermixability of Parts
Not changed.
2. Material Information
A. Industry Support Information
Not applicable.
B. Material - Cost and Availability
Not applicable.
C. Manpower
Not applicable.
D. Material Necessary for Each Engine
Not applicable.
E. Reidentified Parts
None.
Dec 01/73 PT6A-72-1003

Revision No. 24: Nov 24/98 Page 2 of 5
SERVICE BULLETIN
P&WC S.B. No. 1003R24
TURBOPROP ENGINE
2. Material Information (Cont’d)
F. Tooling - Price and Availability
Not applicable.
3. Accomplishment Instructions
A. Time Between Overhaul (TBO) Recommendations:
(1) Rotor component life limitations outlined in the latest revision of P&WC S.B.
No.1002 override TBO considerations.
(2) All PT6A-6, -6A, -6B, -6/C20, -20, -20A, -20B, -21, -27, -28, -34B, -114, -114A,
-116, -135, -135A may be operated to a TBO of 3500 hours. The basic TBO of
3500 hours may be escalated in increments not exceeding 500 hours on a sampling
basis, and following one satisfactory exhibit at each level.
(a) Example:
An operator having the basic 3500 hour TBO will have one engine time
expired, inspected and overhauled at that level, at the same time requesting a
TBO evaluation report from the overhaul facility. If the engine proves to be
in a satisfactory condition, P&WC will consider recommending a fleet extension
to 4000 hours.
NOTE: All TBO extension recommendations are subject to the approval of the
operators local regulatory authority.
(b) Operators desiring TBO extension should submit a formal request in writing
together with details of sample engine numbers and the TBO evaluation
report to:

1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada J4G 1A1
Attention: Manager PT6A Technical Support
Programs & Reliability
(3) Operators who have obtained TBO extension on one engine model covered by this
service bulletin and who later acquire other engine models also covered by this
service bulletin, with the exception of PT6A-25, -25A and -25C may apply this
extension to the newly acquired models.
(a) Example:
An operator having PT6A-20 engines obtains a TBO of 4500 hours by
adherence to this bulletin purchases aircraft equipped with PT6A-27 engines.
The PT6A-27 engines may now be operated to a TBO of 4500 hours.
Dec 01/73 PT6A-72-1003

SERVICE BULLETIN
P&WC S.B. No. 1003R24
TURBOPROP ENGINE
3. Accomplishment Instructions (Cont’d)
(4) All PT6A-25, -25A, -25C engines may be operated to a basic TBO of 3000 hours.
The basic TBO of 3000 hours may be escalated in increments not exceeding 500
hours on a sampling basis, and following one satisfactory exhibit at each level.
(5) Basic engine accessories as defined in the applicable Illustrated Parts Catalogs
may be operated to the engine/module TBO plus 500 hours. Where accessories
are removed for shop repair and subsequently reinstalled, operating time since new
or overhaul must be recorded on the repair tag.
(6) For engines engaged in crop dusting and other chemical applications, refer to
P&WC S.B. No.1303 as applicable to the appropriate ‘‘AG’’ model.
(7) P&WC Pre-S.B. No.1404:
First-stage reduction planet gear bearings must be replaced at each and every
overhaul, or 8000 hours, whichever occurs first.
P&WC Post -S.B. No.1404:
First-stage reduction planet gear bearings must be inspected at each and every
overhaul. Replace only if damage exceeds overhaul manual limits.
(8) Compressor turbine disk and compressor turbine blade set must each be submitted
to an overhaul type inspection. Such inspection must include Non Destructive
Testing (NDT) inspection and stretch measurement in accordance with overhaul
manual instructions at the following intervals:
(a) Compressor turbine disk with full set of zero time blades installed at last shop
visit, inspect within 5000 hours.
(b) Compressor turbine disk with full or partial set of previously run compressor
turbine blades installed, inspect within 3000 hours since last compressor
turbine blade inspection.
(9) For the PT6A-25C engines installed on the Pilatus PC-7MKII replace the propeller
shaft at every overhaul or 3000 hours whichever is less.
(10) For the PT6A-25C engines installed on the Embraer EMB-312:
P&WC Pre S.B. No. 1426: Replace the propeller shaft at overhaul.
P&WC Post S.B. No. 1426: Replace the propeller shaft at every third overhaul or
9000 hours whichever is less.
(11) P&WC Pre-S.B. No. 1510:
For the PT6A-25C engines installed on the Pilatus PC-7MKII and for -114A engines
incorporate the third-stage compressor-stator assembly in accordance with
P&WC S.B. No. 1510 at overhaul.
(12) Operators desiring a technical recommendation on progressive overhaul or
on-condition maintenance programs other than outlined in this service bulletin should
submit a formal request in writing together with a copy of their designated
program to:
Dec 01/73 PT6A-72-1003

SERVICE BULLETIN
P&WC S.B. No. 1003R24
TURBOPROP ENGINE

1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada J4G 1A1
Attention: Manager PT6A Technical Support
Programs & Reliability
B. Hot Section Inspection (HSI) Frequency
(1) All PT6A engines may be operated to a scheduled HSI interval, or alternatively, the
HSI frequency may be based on engine trend monitoring in accordance with the
Engine Condition Trend Monitoring Analytical Guide (EAG) Manual P/N 3043607 for
the model concerned. If trend monitoring is introduced part way through engine
life, a compressor wash and HSI must be accomplished to establish performance
base line.
(2) Scheduled HSI intervals, if selected are:
(a) PT6A-6, -6A, -6B, -6/C20, -20, -20A, -20B, -21, -27, -28, -34B, -114, -114A,
-116, -135, -135A = 1750 hours
(b) PT6A-25, -25A and -25C = 1500 hours
4. Appendix
Not applicable.
Dec 01/73 PT6A-72-1003

SERVICE BULLETIN
P&WC S.B. No. 1244R17

TURBOPROP ENGINE
ENGINE FUELS AND ADDITIVES - REQUIREMENTS AND APPROVED LISTING
MODEL APPLICATION
PT6A-6, PT6A-6A, PT6A-6B, PT6A-6/20C, PT6A-20, PT6A-20A, PT6A-20B, PT6A-21, PT6A-25,
PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34B, PT6A-36, PT6A-114,
PT6A-114A, PT6A-116, PT6A-135 and PT6A-135A
Summary: This service bulletin defines the minimum requirements for approved fuels and lists
various acceptable additives for use in commercially operated engines of the models
listed.
Jul 24/75 PT6A-72-1244

Revision No. 17: May 01/98 Cover Sheet
Tél. 514-677-9411
01 May 1998
P&WC S.B. No. 1244R17

SUBJECT: Pratt & Whitney Canada Service Bulletin No. PT6A-72-1244, Rev. No. 17, dated May
01/98 (P&WC S.B. No. 1244R17) ENGINE FUELS AND ADDITIVES - REQUIREMENTS
AND APPROVED LISTING
superseded copy.
SUMMARY: 1. Para. 3.C.(e)., Additives, revised to include additional anti-icing additives.

2. Para. 3.D., Acceptable Fuels (Unrestricted Use), revised to include an additional
fuel.
3. Para. 3.E., Acceptable Fuels Subject to Restriction on Use, revised to include an
additional fuel.
REVISION HISTORY:
Original Issue: Jul 24/75 Revision No. 9: May 21/85
Revision No. 1: Nov 10/76 Revision No. 10: Nov 26/85
Revision No. 2: Jun 09/77 Revision No. 11: Apr 18/86
Revision No. 3: Nov 04/77 Revision No. 12: Oct 08/86
Revision No. 4: Sep 12/79 Revision No. 13: Apr 21/89
Revision No. 5: Dec 19/79 Revision No. 14: Jan 29/90
Revision No. 6: Aug 12/81 Revision No. 15: Mar 18/96
Revision No. 7: Apr 15/83 Revision No. 16: Jun 19/96
Revision No. 8: May 17/84 Revision No. 17: May 01/98
SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
A. Effectivity
PT6A-6, PT6A-6A, PT6A-6B, PT6A-6/20C, PT6A-20, PT6A-20A, PT6A-20B, PT6A-21,
PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34B, PT6A-36,
PT6A-114, PT6A-114A, PT6A-116, PT6A-135, PT6A-135A
None.
C. Reason
To assure the use of approved engine fuels and acceptable additives for commercially
operated engines of the models listed.
D. Description
This service bulletin defines the minimum requirements for approved fuels and lists
various acceptable additives for use in commercially operated engines of the models
listed.
E. Compliance
Pratt & Whitney Canada Inc. recommends that Compliance conform to the requirements
of the Accomplishment Instructions.
F. Approval
Technical content approved by DOT/DAA.

None.
Not changed.
Not applicable.
J. References
P&WC Specification CPW204
P&WC Specification CPW46
None.
P&WC No. N/A
Jul 24/75 PT6A-72-1244
Revision No. 17: May 01/98 © 1975 Pratt & Whitney Canada Inc. Page 1 of 18
PRINTED IN CANADA
SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
Not changed.
Not applicable.
Not applicable.
C. Manpower
Not applicable.
Not applicable.
None.
Not applicable.
Jul 24/75 PT6A-72-1244

Revision No. 17: May 01/98 Page 2 of 18
SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
WARNING: UTILIZATION OF THE MATERIAL IN THIS SERVICE BULLETIN REQUIRES

THAT PRECAUTIONS BE TAKEN IN ACCORDANCE WITH THE
MANUFACTURER’S INSTRUCTIONS AND A MATERIAL SAFETY DATA
SHEET. A MATERIAL SAFETY DATA SHEET CONFORMING TO AMS 2825
SHALL BE SUPPLIED TO THE PURCHASER PRIOR TO, OR CONCURRENT
WITH, THE INITIAL SHIPMENT OF MATERIAL.
A. PART A: The list of minimum requirements for fuels as established by Specification

CPW204 is shown in Table 1. Refer to Table 11, for the list of acceptable fuels.
NOTE: The following list of fuel properties, Table 1, provides an envelope of the
minimum requirements that are acceptable for use in Pratt & Whitney of
Canada Inc. commercially operated engines of the models covered by this
Service Bulletin. Since these fuel properties address engine requirements only,
this Service Bulletin is neither intended nor suitable for direct use as a
purchase specification for procurement of fuel by operators of P&WC commercial
engines. Rather, it is intended to allow operators to include minimum approved
fuel requirements for P&WC engines in conjunction with other functional
requirements when formulating their own procurement specification or judging
the acceptability of fuels manufactured to other national specifications that
exist throughout the world.
(1) Technical Requirements
(a) Tests shall be performed, insofar as practicable, in accordance with the latest
issue of the listed American Society for Testing and Materials (ASTM) test
methods.
(b) High Temperature Stability
1 The high temperature stability property shall be measured in an ASTM -

CRC fuel coker after 5 hours of operation at conditions of 300°F (149°C)
preheater temperatures, 400°F (205°C) filter temperature, and six (6) pounds
(2.72 kg) per hour fuel flow rate. Maximum pressure change shall be 3
inches (76.2 mm) Hg, and preheater deposit shall be less than Code 3 in
accordance with ASTM D1660.
2 The Jet Fuel Thermal Oxidation Tester (JFTOT) ASTM D3241, may be
used as an alternate test method to ASTM D1660 for civil and military
fuels.
3 Testing shall be conducted at 260°C (500°F), maximum heater tube

temperature. Maximum pressure change shall be 1.0 inch (25.4 mm) Hg and
pre-heater deposit shall be less than Code 3 in accordance with ASTM
D1660.
Jul 24/75 PT6A-72-1244

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P&WC S.B. No. 1244R17
TURBOPROP ENGINE
4 If JFTOT test at control temperature of 260°C (500°F) should fail to meet

specification requirements of preceding step A.(1)(b)3, then test shall be
conducted at a temperature of 245°C (473°F) (See following NOTE) or,
tested as in preceding step A.(1)(b)1.
NOTE: The results from both the 260°C and 245°C (500°F and 473°F)
Control- temperature tests must be reported by the refiner on all
fuel analysis reports.
(c) Quality
1 Fuel shall consist solely of hydrocarbon compounds except as otherwise

specified herein. It shall be free from water, sediment, and suspended
matter, and shall be suitable for use in aircraft turbine engines.
2 The odor of the fuel shall not be nauseating or irritating. No substances of

known dangerous toxicity under usual conditions of handling and use shall
be used.
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 1, Fuel Properties

Properties Limits Test Method
Gravity, deg. API 37 to 57 ASTM D287

Distillation Temperature, ASTM D86
°F (°C)
10% Evaporated Max. 401 (205)
End Point Max. 572 (300)
Loss, % Max. 1.5
Residue, % Max. 1.5
Sulfur, % by Weight Max. 0.40 ASTM D1266
Mercaptan Sulfur, Max. 0.005 ASTM D1323 or ASTM D1219

% by Weight
(See Note 1)
Net Heat of Combustion, BTU/lb 18,300 Min. ASTM D240 or D2382

(J/kg) (42.6x106) Min.
Freezing Point, Max. −49 (−45) ASTM D2386

°F (°C)
Reid Vapour Pressure, Max. 3 (21) ASTM D323

psi (kPa)
Aromatic Content, Max. 25 ASTM D1319

% by volume
Burning Quality 45 Min. ASTM D1740

Luminometer Number
(See Note 2)
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 1, Fuel Properties (Cont’d)

Copper Strip Max. No. lb. ASTM D130

Corrosion at
212°F (100°C),
2 hrs
Viscosity, Max. 16.5 ASTM D445

cs at
−30°F (−35°C)
Water Reaction, Max. 1 ASTM D1094

Volume Change, ml
Water Reaction, Max. 1-b ASTM D1094

Interface rating
High Temperature Stability (Ref. 3. Part A
(1)(b)
NOTE: 1. Mercaptan sulfur determination may be omitted provided Doctor test in
accordance with ASTM D484 is conducted and results are negative.
NOTE: 2. Fuels will be acceptable provided they meet one of the following alternative
requirements or combination of requirements:
Smoke point of not less than 25 mm when determined in accordance with ASTM
method D1322.
Smoke point of not less than 20 mm when determined in accordance with ASTM
method D1322 provided fuel does not contain more than 3.0% by volume of
naphthalene as determined in accordance with ASTM D1840.
Due to occasional difficulties in meeting these requirements, a waiver is in
current effect which authorizes the relaxation, as necessary, in the value of
minimum smoke point down to 18 mm.
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
B. PART B: The list of minimum requirements for fuels conforming to Specification CPW46.
For engines operating in the Arctic region. Refer to Table 10, for the list of acceptable
fuels.
NOTE: The following list of fuel properties, Table 2, provides an envelope of the
minimum requirements that are acceptable for use in Pratt & Whitney of
Canada Inc. commercially operated engines of the models covered by this
Service Bulletin. Since these fuel properties address engine requirements only,
this Service Bulletin is neither intended nor suitable for direct use as a
purchase specification for procurement of fuel by operators of P&WC commercial
engines. Rather, it is intended to allow operators to include minimum approved
fuel requirements for P&WC engines in conjunction with other functional
requirements when formulating their own procurement specification or judging
the acceptability of fuels manufactured to other national specifications that
exist throughout the world.
(1) Technical Requirements
(a) Tests shall be performed, insofar as practicable, in accordance with the latest
issue of the listed American Society for Testing and Materials (ASTM) test
methods.
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 2, Fuel Properties

Gravity, deg. API 37 to 57 ASTM D287
Distillation Temperature, ASTM D86

°F (°C)
50% Evaporated To be reported
End Point Max. 650 (343)
Sulfur, % by Weight Max. 1.00 ASTM D1266
Mercaptan Sulfur, Max. 0.005 ASTM D1323 or ASTM D1219

% by Weight
(See Note 1)
Potential Gum, mg/100 ml (16 hours) Max. 14.0 ASTM D873
Net Heat of Combustion, BTU/lb 18,400 Min. ASTM D240 or D1405

(J/kg) (42.6x106) Min.
Pour Point, °F (°C) Max. -40 (-40) ASTM D97
Cloud Point, °F (°C) Max. -30 (-35) ASTM D97
Carbon Residue (on 10% Bottoms), % by Max. 0.2 ASTM D524

Weight
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 2, Fuel Properties (Cont’d)

Aromatic Content, % by Volume (See Max. 20 ASTM D1319

Note 2)
Ash, % by Weight Max. 0.01 ASTM D482
Copper Strip Max. No. 1 ASTM D130

Corrosion at
212°F (100°C),
2 hrs
Viscosity, Min. 1.4 ASTM D445

cs at
100°F (38°C)
Water Reaction, Max. 1 ASTM D1094

Volume Change, ml
Water Reaction, Max. 1-b ASTM D1094

Interface Rating
High Temperature Stability (Ref. 3. Part A

(1)(b)
NOTE: 1. Mercaptan sulfur determination may be omitted provided Doctor test in accordance
with ASTM D484 is conducted and results are negative.
NOTE: 2. Currently, a waiver is in effect which authourizes the use, as necessary, of approved
fuels with aromatic contents of up to 25% by volume.
C. PART B: Additives
(1) Oxidation Inhibitor: One or a combination of the following oxidation inhibitors may
be added to the basic fuel in total concentration not greater than 25 milligrams per
liter (0.025 g/l) to prevent formation of gum.
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
(a) 2, 4 - Dimethyl - 6 - Tertiary - Butyl Phenol
(b) 2, 6 - Ditertiary - Butyl - 4 - Methyl Phenol
(c) 2, 6 - Ditertiary - Butyl Phenol
(d) 75% 2,6 - Ditertiary - Butyl Phenol; 10-15% 2, 4, 6 - Tritertiary - Butyl Phenol;
10-15% Orthotertiary - Butyl Phenol.
(e) 72% min. 2,4 - Dimethyl - 6 Tertiary Butyl Phenol, 28% max. Monomethyl and
Dimethyl Tertiary Butyl Phenol.
(f) 60% min. 2,4 - Ditertiary - Butyl Phenol, 40% max., mixed Tertiary - Butyl
Phenol
(2) The following additives in addition to the oxidation inhibitors listed under Para. B.(1)
above, are acceptable for use in engine fuel subject to the limitations stated.
NOTE: These fuel additives were approved on the basis of information received
from manufacturers or suppliers of the additives. Analysis of this
information and results of tests on product samples have indicated no
significant adverse effect on engine materials provided the concentration
does not exceed the recommended maximum. The following corrosion
inhibitors are approved for the concentrations listed:
(3) Anti-corrosion and lubricity additives (Ref. Tables 3 and 4 of this sub-section) are
described as being primarily corrosion inhibitors and secondarily as lubricity
improvers, to meet a similarly defined U.S. Military Specification. In certain cases it
is necessary to adjust concentration of such additives to obtain necessary
lubricity improvement. Only products listed in Table 3 have been tested and approved,
by P&WC as both corrosion inhibitors and lubricity improvers at the concentration
specified.
(a) Anti-corrosion Additives

Corrosion inhibitors listed in Table 3 are approved for the concentrations listed.
TABLE 3, Anti-corrosion Additives

Additive Maximum Concentration Allowed Maximum Concentration Allowed
(Trade Name) lb. per 1000 Barrels Grams per 10,000 Liters
Dupont AFA-1 16 456

Dupont DCI-4A 8 228
Lubrizol 451 20 570
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 3, Anti-corrosion Additives (Cont’d)

Nalco 5400-A 8 228

Nalco 5403 8 228
Petrolite
TOLAD 245 20 570
(b) Anti-corrosion and Fuel Lubricity Improver Additives
NOTE: Extensive operation on low lubricity fuel can result in accelerated

engine fuel pump wear. Until a generally accepted method of
measuring and defining fuel lubricity is available, rapid fuel pump wear
should be considered an indication of low lubricity fuel and dictates
a change in the fuel or the addition of a lubricity improver. The corrosion
inhibitor and fuel lubricity improver additives (Table 4) are approved
for the concentrations listed:
TABLE 4, Anti-corrosion and Fuel Lubricity Improver Additives

Apollo PRI-19 4 114

Cooper Hiltec E-580 8 228
Mobilad F-800 8 228
(c) Thermal Stability Additives

Table 5 specifies a thermal stability additive approved for use in engine fuel, at
the option of the refiner, to ensure adequate high temperature stability at the
time of use.
TABLE 5, Thermal Stability additive

Dupont JFA-5 30 855
(d) Metal Deactivator

Table 6 specifies an approved metal deactivator.
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 6, Metal Deactivator

N, N1 - Disalicylidene -
1, 2 Propane - Diamine 2 57
WARNING: THESE FUEL SYSTEM ANTI-ICING ADDITIVES CONTAIN

ETHYLENE GLYCOL MONOETHYL ETHER WHICH IS HIGHLY
TOXIC. THESE PRODUCTS MUST BE HANDLED WITH EXTREME
CARE. AVOID ALL DIRECT CONTACT WITH SKIN OR
CLOTHING. ANY CLOTHING ACCIDENTALLY CONTAMINATED BY
SPLASHING SHOULD BE PROMPTLY REMOVED AND THE
SKIN WASHED WITH SOAP AND WATER. PREVENT CONTACT
WITH EYES AND AVOID INHALATION OF VAPORS. IF CONTACT IS
MADE WITH EYES THEY SHOULD BE FLUSHED WITH WATER
FOR 15 MINUTES. CONSULT WITH A PHYSICIAN AS RAPIDLY AS
POSSIBLE AFTER ALL CONTACT CASES.
(e) Any anti-icing additive which is directly equivalent to those listed in Table 7 is
approved.
TABLE 7, Anti-icing Additives

Maximum Concentration
Additive Allowed, Percentage
(Trade Name) by Volume
Phillips PFA 55MB 0.15
MIL-I-27686D 0.15
Ethylene GlycolMonomethyl Ether as 0.15
Defined in MIL-I-27686E
Diethylene Glycol Monomethyl Ether 0.15
(Diegme) as Defined in MIL- I-85470A
Liquid I (GOST 8313) 0.3
Liquid I-M (TU-6-10-1458) 0.3
(f) Anti-static Additives

Table 8 specifies approved anti-static additives.
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 8, Anti-static additives

Additive Allowed, Parts
(Trade Name) per Million by Weight
Shell ASA3 1.0
Dupont Stadis 450 3.0
(g) Anti-microbial Organisms Additive

Table 9 specifies anti-microbial organisms additives for use on the specific
basis. Specific basis is defined as intermittent or non-continuous use in a single
application to sterilize aircraft systems suspected or found to be contaminated
by microbial organisms, such as fungi, bacteria and yeasts. For those operators,
where the need for biocide use is indicated, Pratt & Whitney recommends,
as a guide, a dosage interval of once a month. This interval can then be adjusted,
either greater or lesser, as an operator’s own experience dictates. Engines
operated in private and executive aircraft, where overhaul periods and utilization
are relatively low, may use the additive continuously.
TABLE 9, Anti-microbial Organisms Additives

Additive Allowed, Parts per
(Trade Name) Million by Weight
Biobor JF 270
(4) Anti-smoke Additive

Table 10 specifies additives that may only be used in post overhaul test cell
operation of engines for maximum of five (5) hours duration. They are not approved
for flight use.
TABLE 10, Anti-smoke Additives

Additive Allowed, Parts per
(Trade Name) Million by Weight
Ethyl CI-2 0.10
Apollo DGT-2 0.10
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
D. Acceptable Fuels (Unrestricted Use)
(1) Fuels listed in Table 11 comply with P&WC specifications and are approved for
unrestricted use in the listed engine models.
NOTE: 1. Unless otherwise specified, the latest issue of fuel specifications applies.
NOTE: 2. An acceptable fuel or any mixture of acceptable fuels may be used.
TABLE 11, Approved Fuels

HIGH
FLASH
ISSUING KERO- FREEZE FREEZE KERO- FREEZE
AUTHORITY/ SENE POINT WIDE CUT POINT SENE POINT
BODY TYPE °C (°F) TYPE °C (°F) TYPE °C (°F)
Associations
ASTM (D1655) Jet A −40 (−40) Jet B −50 (−58) - -
Jet A-1 −47 (−53) - - - -
Jet A-2 (See - - - -
(See Note 2)
Note 1)
IATA Kerosene −47 (−53) Wide Cut −50 (−58) - -

Type Fuel Type Fuel
Military
US MIL-T-5624 - - JP-4 −58 (−72) JP-5 −46 (−51)
(See (See
Note 3) Note 3)
US MIL-T-83133 JP-8 −50 (−58) - - - -

(See
Note 3)
US MIL-T-5616 JP-1 (See -60 (-76) - - - -

Note 5)
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 11, Approved Fuels (Cont’d)

HIGH
FLASH
British Joint AVTUR N/A AVTAG N/A AVCAT N/A

Services (See (See (See
Designation Note 4) Note 4) Note 4)
AVTUR/ AVTAG/ N/A AVCAT/ N/A
FS11 FS11 FS11
(See (See (See
Note 3)N/A Note 3) Note 3)
NATO Code F34 N/A F40 N/A F43 N/A

(See (See
Notes 3 Notes 3
and 4) and 4)
F35 - - F44 N/A
(See (See
Note 4)N/A Notes 3
and 4)
Government
Canadian CAN/ −47 (−53) CAN/ −51 (−60) CAN/ −46 (−51)
General C.G.S.B. C.G.S.B. C.G.S.B.
Standards 3.23-M86 3.22-M86 3.6P-24Ma
Board
British DERD −47 (−53) DERD −58 (−72) DERD -46 (-51)
Ministry of 2453 2454 2452
Defence (See (See (See
Note 3) Note 3) Note 3)
DERD DERD −58 (−72) DERD −46 (−51)
2494−47 2486 2498
(−53)
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 11, Approved Fuels (Cont’d)

HIGH
FLASH
French AIR 3405 −50 (−58) AIR 3407 −58 (−72) AIR 3404 −46 (−51)
Ministry of
the Armed
Forces
CIS RT −55 (−67) - - - -

(Ref. GOST KERO-
10227) SENE
NOTE: 1. Fuel Jet-A-2 conforming to CAN/C.G.S.B. 3.23-M86 is acceptable for use providing the
restrictions covering flash and freezing points are strictly observed.
NOTE: 2. This fuel has both summer and winter freeze points of −40°C (−40°F) and −47°C
(−53°F) respectively.
NOTE: 3. Contains fuel system icing inhibitor FS11.
NOTE: 4. These designations are not specifications, therefore there are no freeze point
definitions.
NOTE: 5. Although obsolete, this fuel is still refined in some parts of the world.
E. Acceptable Fuels Subject to Restriction on Use:
(1) The following listed fuels in Table 12 comply with the specification requirements
noted against each fuel and are approved for use in Pratt & Whitney Canada
Limited’s commercially operated gas turbine flight engines, provided the restrictions
on their use are strictly observed.
NOTE: Unless otherwise stated, the latest revision of the fuel specifications will
apply in Table 12.
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
TABLE 12, Approved Fuels Subject to Restriction on Use

U.S.
Federal, Canadian
Fuel Type ASTM IATA U.S. Military CGSB Fuel Characteristics
Automotive Diesel D975 - VV-V-800 CAN 2-3.6 M88 Shall not be used
Fuel (CPW46) (Artic No. ID DF-A Type A below +5 °F (-15° C)
Grade) OAT
Automotive Diesel - - VV-F-800 CAN 2-3.6 M88 Shall not be used
Fuel (Winter Grade) DF-1 Type A below +20 °F
(-7 °C ) OAT
Automotic Diesel D975 - VV-F-800 CAN 2-3.6 M88 Shall not be used
Fuel (Regular Grade) No. 2D DF-2 Type B below +40 °F (+5°C)
OAT
Aviation Gasoline - - MIL-G-5572 CAN 2-3.25 Shall not be used for
(Grades: 80, 100, M82 more than 150 hours
100LL) during any period
between engine
overhaul
CIS - - - N/A For occasional use
TS-1 only. Shall not be used
(Ref. GOST 10227) below -76°F (-60°C)
(See Notes 1 and 2) OAT.
NOTE: 1. Intermittent or continued use of this fuel for up to 1000 hours is

allowed provided satisfactory fuel nozzle inspection results are
achieved at the approved intervals.
NOTE: 2. Continued use of this fuel for more than 1000 hours is allowed
provided periodic fuel nozzle inspection results are found
acceptable by P&WC.
F. Alternate/Emergency Fuels
CAUTION: ADDITIVES SUCH AS TETRAETHYL LEAD AND PHOSPHORUS

COMPOUNDS, USUALLY COMMON TO GASOLINE FUELS ARE
DELETERIOUS TO HOT SECTION PARTS FROM A CORROSION,
SULFIDATION AND METALLURGICAL STRENGTH STANDPOINT.
(1) The use of aviation gasoline (avgas) must be restricted to emergency purposes
only. Avgas shall not be used for more than 150 hours during any period between
engine overhauls.
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1244R17
TURBOPROP ENGINE
CAUTION: ALTHOUGH DIESEL AND HEATING FUELS ARE CHEMICALLY SIMILAR

TO JET FUELS, THEIR COLD FLOW, VISCOSITY AND FREEZING POINT
CHARACTERISTICS ARE SPECIFICALLY CONTROLLED DURING
REFINING TO A LEVEL GENERALLY NOT SUITABLE FOR USE IN
AIRCRAFT.
(2) The operation of P&WC commercial engines covered by this Service Bulletin on
fuels other than the approved Jet fuels is not permitted without the express
permission of P&WC. Specifically excluded, as possible alternate of emergency
fuels, are such products as automotive gasoline, diesel fuel, heating fuel or any
combination of these products with Jet fuels.
4. Appendix
Not applicable.
Jul 24/75 PT6A-72-1244

SERVICE BULLETIN
P&WC S.B. No. 1434R4

72-40-01 AND 72-50-01
TURBOPROP ENGINE
COMBUSTION CHAMBER LINER ASSEMBLY AND LARGE EXIT DUCT -
REPLACEMENT/MODIFICATION OF
MODEL APPLICATION
PT6A-21, -25, -25A, -25C, -27, -28, -34, -34AG, -34B, -36, -114, -116, -135 and -135A
Compliance: CATEGORY 5
Summary: To improve airflow and temperature distribution for the compressor turbine vane and
blades.
Apr 20/88 PT6A-72-1434

Revision No. 4: Jan 07/97 Cover Sheet
Longueuil, Québec
Canada J4G 1A1
Tél. 514/677-9411
Fax 514/647-3620
07 January 1997 P&WC S.B. No. 1434R4

SUBJECT: Pratt & Whitney Canada Service Bulletin No. PT6A-72-1434, Rev. No. 4, dated
Jan 07/97 (P&WC S.B. No. 1434R4) COMBUSTION CHAMBER LINER
ASSEMBLY AND LARGE EXIT DUCT - REPLACEMENT/MODIFICATION OF
Replace your existing copy of this service bulletin with the attached revised bulletin. Destroy
the superseded copy.
SUMMARY: 1. Revised effectivities for all models.

2. Changed old group code from B3 to new compliance code 5.
3. Revised Material Necessary for Each Engine and Instruction Disposition
Codes.
4. Added Reidentified Parts section.
REVISION HISTORY:
Original Issue: Apr 20/88
Revision No. 1: Feb 22/89
Revision No. 2: Jul 08/89
Revision No. 4: Jan 07/97
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
PT6A-21 Engines which are before and include Serial No. PCE-25300
PT6A-25A Engines which are between and include Serial No. PCE-48661
PT6A-25C Engines which are before and include Serial No. PCE-26217
PT6A-27 Engines which are before and include Serial No. PCE-42490 and all engines
converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1214)
PT6A-34B Engines which are before and include Serial No. PCE-54137
PT6A-34AG Engines which are before and include Serial No. PCE-57262 and all
engines converted to Engine Model PT6A-34AG (Ref. P&WC engine conversion
SB1252)
PT6A-135A Engines which are before and include Serial No. PCE-35102
None.
C. Reason
To improve airflow and temperature distribution for the compressor turbine vane and
blades.
D. Description
The combustion chamber liner assembly and the large exit duct assembly are replaced
with modified or new assemblies having redefined mating surfaces.
E. Compliance
CATEGORY 5 - Do this service bulletin when the engine is disassembled and access
is available to the necessary subassembly (i.e. module, accessories,
components, or build groups). Do all spare subassemblies.
F. Approval
D.O.T./D.A.A. approved.
P&WC No. 35200

Apr 20/88 PT6A-72-1434
Revision No. 4: Jan 07/97 © 1988 Pratt & Whitney Canada Inc. Page 1 of 8
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
G. Manpower
Estimate of 6 man-hours required to include this service bulletin at overhaul.
H. Weight and Balance
None.
I. Electrical Load Data
Not changed.
J. Software Accomplishment Summary
Not applicable.
K. References
P&WC S.B. No. 1310
P&WC S.B. No. 1120, 1214, 1252, 1405 conversion bulletins
P&WC Parts Digest Nos.: 715, 980A, 1014A, 1361, 1623, 1726, 2011 and 2821 Rev A
PWA Overhaul Standard Practices Manual P/N 585005
L. Publications Affected
M. Interchangeability and Intermixability of Parts
Not changed.
A. Material - Cost and Availability
You can get the procurable parts listed in Para. 2.C. from any Pratt & Whitney Canada
Parts Distribution Center.
The new parts are available.
B. Industry Support Information
Not applicable.
Apr 20/88 PT6A-72-1434

Revision No. 4: Jan 07/97 Page 2 of 8
SERVICE BULLETIN
TURBOPROP ENGINE
C. Material Necessary for Each Engine
The quantity of materials listed in this section is on a per engine basis.
Est. Unit
List Price Instructions
New P/N Keyword Old P/N Qty ($US,1996) Disposition
For All Engines:
3109264-01 Liner Assembly, Combustion 3024576 1 21078.00 (A)
Chamber
3109267-01 Ê Wrapper, Combustion 1 668.60 (C)
Chamber Liner Outer
3037788 Ring, Combustion Chamber 1 325.20 (C)
Exit Large
For PT6A-21, -25, -25A and -27 Engines:
3109266-01 Duct Assembly, Combustion 3031172 1 N/A (B)
Chamber Exit Large
For PT6A-21, -25, -25A, -27 and -28 Engines:
3109263-01 Duct Assembly, Combustion 3031167 1 7454.40 (A)
Chamber Exit Large
For PT6A-25C, -34, -34B, -34AG, -114, -116, -135 and -135A Engines:
3109263-02 Duct Assembly, Combustion 3031154 1 7454.40 (A)
Chamber Exit Large
(A) To get the new part it is possible to make a modification to the old part, or you can get the
new part from any Pratt & Whitney Canada Distribution Center.
(B) To get the new part it is necessary to make a modification to the old part.
(C) Part required for rework.
D. Reidentified Parts
The following list of parts can be reworked:
OLD P/N NEW P/N

3024576 3109264-01
3031172 3109266-01
3031167 3109263-01
3031154 3109267-01
Apr 20/88 PT6A-72-1434

SERVICE BULLETIN
TURBOPROP ENGINE
E. Tooling - Price and Availability
Not applicable.
A. At engine disassembly, remove existing combustion chamber liner assembly P/N 3024576
and large exit duct assembly P/N 3031172, 3031167 or P/N 3031154 per applicable
maintenance/overhaul manual instructions.
B. Existing serviceable combustion chamber liner assembly P/N 3024576 may be reworked
as follows (Ref. Fig. 1):
(1) Carefully grind each spot weld to permit removal of ring ‘‘H’’ without damaging
wrapper ‘‘G’’. Minimum wall thickness ‘‘J’’ must be maintained in area of spot
welds.
(2) Use suitable tooling to expand mating diameter of wrapper ‘‘C’’ to suit mating part.
(3) Thoroughly prepare contact surfaces for welding and degrease per SPOP 209.
(4) Install wrapper ‘‘C’’ and resistance weld (seam or stitch) to dimension ‘‘D’’ per PWA
Overhaul Standard Practices Manual P/N 585005.
(5) Use suitable tooling to expand wrapper ‘‘G’’ to obtain dimensions ‘‘F’’.
(6) Stress relieve per cycle No. 10 (SPOP 463).
(7) Fluorescent penetrant inspect per SPOP 62.
(8) Reidentify reworked liner assembly P/N 3024576 by striking out existing part
number and adding new P/N 3109264-01 in same general area, using the vibropeen
method of marking.
C. Existing serviceable large exit duct assemblies P/N 3031154 prior change letter ‘‘B’’,
P/N 3031167 prior change letter ‘‘D’’, P/N 3031172 prior change letter ‘‘C’’ and not
identified to CSL1040 may be reworked as follows (Ref. Fig. 2):
(1) Machine large exit duct assembly to dimension ‘‘B’’.
(2) Polish edge and break sharp edges.
(3) Use suitable tooling to expand large diameter to dimension ‘‘C’’, if necessary.
Apr 20/88 PT6A-72-1434

SERVICE BULLETIN
TURBOPROP ENGINE
PLANE D
DIMENSION D
5.510
5.450
A
(1.00) (1.00) (S)
OR
0.107
(REF.) 0.112
RE−IDENTIFY
IN THIS AREA 180 HOLES EQ SP
WRAPPER C
P/N 3109267−01
A 0.150
0.125
DIM. F
15.985
15.975 .030
AVG
0.700 THIS DIM.
FOR THIS LENGTH
RING H
WRAPPER G THICKNESS J
0.015 MIN.
VIEW A
BEFORE RE−OPERATION
C36136
Modification of the Combustion Chamber Liner Assembly
Figure 1
Apr 20/88 PT6A-72-1434

SERVICE BULLETIN
TURBOPROP ENGINE
BY ELECTROLYTIC ETCH
0.100 (DEEP) BETWEEN ANY 2 HOLES
MIN. AS SHOWN
NO COATING OVER MARKING AREA
DIMENSION B PLANE A
2.950
2.900
NOTE: ON COATED PART,

COATING MAY BE
DIMENSION C INCOMPLETE TO
15.955 DIM. E
15.945 DIMENSION E
1.000
AVG MAX.
(REF.)
COATING
PARTIAL SECTION OF LARGE EXIT

DUCT COMBUSTION CHAMBER
C36137
Modification of the Large Exit Duct Assembly
Figure 2
Apr 20/88 PT6A-72-1434

SERVICE BULLETIN
TURBOPROP ENGINE
(5) Reidentify reworked large exit duct assembly P/N 3031154, P/N 3031167 and
P/N 3031172 by striking out existing part number and adding new P/N 3109263-02,
P/N 3109263-01 and P/N 3109266-01 respectively, in the same general areas, using
the electrolytic etch (deep) method of marking.
D. Existing serviceable large exit duct assemblies P/N 3031154, P/N 3031167 and
P/N 3031172 identified to CSL1040 may be reworked as follows (Ref. Fig. 3):
(1) Machine large exit duct assembly to dimension ‘‘F’’.
(2) For large exit duct assembly P/N 3031154 and P/N 3031167 remove coating at
inner surface to dimension ‘‘K’’ using an austenitic corrosion resistant wire brush
or a suitable buffing wheel without reducing wall thickness below 0.019 inch.
(3) Thoroughly prepare contact surfaces on ring P/N 3037788 and duct prior to
resistance welding.
(4) Install ring P/N 3037788 as shown in Figure 3 and resistance (seam or stitch) weld
per PWA Overhaul Standard Practices Manual.
(5) Machine duct to dimension ‘‘H’’ and expand to dimension ‘‘J’’ if necessary.
(7) Reidentify reworked large exit duct assembly P/N 3031154, P/N 3031167 and
P/N 3031172 by striking out existing part number and adding new P/N 3109263-02,
P/N 3109263-01 and P/N 3109266-01 respectively and in the same general area
using the electrolytic etch method of marking.
E. At engine assembly, install new or reworked combustion chamber liner assembly

P/N 3109264-01 and large exit duct assembly P/N 3109263-02, P/N 3109263-01 or
P/N 3109266-01 per applicable maintenance/overhaul instructions.
F. Record P&WC S.B. No. 1434 in the engine log book.
4. Appendix
Not applicable.
Apr 20/88 PT6A-72-1434

SERVICE BULLETIN
TURBOPROP ENGINE
3037788 (0.140) (S) (0.160)

OR
H K
2.950 0.400
2.900 0.350 F
J 2.350
15.995 2.250
15.945 TO FACE
AVG
(REF.) −A −
VIEW B
BY ELECTROLYTIC ETCH
(DEEP) BETWEEN ANY 2 HOLES
AS SHOWN
−A −
NO COATING OVER MARKING AREA
B
−E −
1.000
MAX.
0.100
D MIN.
COATING
PARTIAL SECTION OF LARGE EXIT

DUCT COMBUSTION CHAMBER
NOTE:
COATING MAY BE INCOMPLETE TO DIM. E
C36141
Modification of the Large Exit Duct Assembly
Figure 3
Apr 20/88 PT6A-72-1434

SERVICE BULLETIN

72-60-00
TURBOPROP ENGINE
SCAVENGE PUMP HOUSING AND ASSEMBLY, SCAVENGE PUMP SPACER -
MODEL APPLICATION
PT6A-21, -25, -25A, -25C, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135 and PT6A-135A
Summary: The scavenge-pump housing and assembly are modified or replaced with new ones
with dowel pin holes to reduce wear and the possibility of cavitation.
Apr 30/91 PT6A-72-1446

Longueuil, Québec
Canada J4G 1A1
Tél. 514/677-9411
Fax 514/647-3620

Jan 07/97 (P&WC S.B. No. 1446R5) SCAVENGE PUMP HOUSING AND
ASSEMBLY, SCAVENGE PUMP SPACER - REPLACEMENT/MODIFICATION
OF
SUMMARY: 1. Clarified Accomplishment Instructions.

2. Revised Fig. 3 to show machined groove for the O-ring in the bottom
surface of the spacer.
REVISION HISTORY:
Revision No. 2: Apr 08/92
Revision No. 4: Jun 12/95
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
converted to Engine Model PT6A-27 (Ref. P&WC engine conversion SB1264).
SB1252).
PT6A-114A Engines which are before and include Serial No. PCE-19124 and all engines
converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453).
None.
C. Reason
Improve the alignment and clearances between the assembled components.

D. Description
(1) The scavenge-pump housing and assembly are modified or replaced with new parts
with dowel pin holes.
(2) The scavenge pump spacer is modified or replaced with a new anti-cavitation
spacer.
(3) The retaining bolts are replaced with new hex head bolts.
E. Compliance
P&WC No. 82764
Apr 30/91 PT6A-72-1446
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
F. Approval
G. Manpower
Estimate of 6.0 man-hours required to include this service bulletin at overhaul.
None.
Not changed.
Not applicable.
K. References
All applicable PT6A Technical Manuals
P&WC Parts Digest No. 3328A
P&WC S.B. No. 1120, 1252, 1264, 1405, 1453 (Conversion Bulletins)
All applicable PT6A technical manuals.
Not changed.
Not applicable.
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
Est. Unit
For PT6A-21, -25, -25A, -25C, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -135 and -135A
Engines:
3107324-01 Housing Assembly, 3011361 1 3499.80 (A)
Scavenge Pump
3107323-01 Ê Housing, Scavenge Pump 3011360 1 Ref. (A)
Bolt, Machine, Slab 3012146 2 (B)
MS9519-18 Bolt, Machine, Hex 2 1.56
For PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135 and -135A Engines:
3024286 Spacer, Assembly, Scavenge 1 814.40
Pump
3024285 Ê Spacer, Scavenge Pump 1 Ref. (A)
AN122705 Ê Pin, Straight, Headless, 2 0.95
0.1875 x 0.500
Spacer, Scavenge Pump 3011359 1 (A)
3024287 Housing, Scavenge Pump 3011358 1 2666.78 (C)
For PT6A-25, -25A and -25C Engines:
3105644-01 Spacer, Assembly, Scavenge 1 956.20 (A)
Pump
3105643-01 Ê Spacer, Scavenge Pump 1 Ref. (A)
AN122705 Ê Pin, Straight, Headless, 2 0.95
0.1875 x 0.500
Spacer, Scavenge Pump 3024969 1 (A)
3105645-01 Housing, Scavenge Pump 3024968 1 2666.78 (A)(C)
(A) To get the new part it is possible to make a modification to the old part, or you can get the
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
Est. Unit
(B) Discard the old part if you think it is unserviceable.
(C) This part is superseded on P&WC S.B. No. 1500.
OLD P/N NEW P/N

3011361 3107324-01
3011360 3107323-01
3011359 3024286
3011358 3024287
3024969 3105644-01
3024968 3105645-01
Not applicable.
A. At disassembly of the accessory gearbox assembly, refer to the instructions in the

overhaul manual:
(1) Remove bolts P/N 3012146.
(2) Remove scavenge-pump housing assembly P/N 3011361.
(3) Remove scavenge pump spacer P/N 3011359 (PT6A-21, -27, -28, -34, -34B,
-34AG, -36, -114, -114A, -116, -135, -135A) or P/N 3024969 (PT6A-25, -25A, -25C).
(4) Remove scavenge pump housing P/N 3011358 (PT6A-21, -27, -28, -34, -34B, -34AG,
-36, -114, -114A, -116, -135, -135A) or P/N 3024968 (PT6A-25, -25A, -25C).
B. At assembly of the accessory gearbox assembly, refer to the instructions in the overhaul
manual:
(1) Install a new or modified scavenge pump housing P/N 3024287 (PT6A-21, -27, -28,
-34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or P/N 3105645-01
(PT6A-25, -25A, -25C).
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
(2) Install a new or modified scavenge pump spacer P/N 3024286 (PT6A-21, -27, -28,
-34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or P/N 3105644-01
(PT6A-25, -25A, -25C).
(3) Install the new or modified scavenge-pump housing assembly P/N 3017324-01
using new bolts P/N MS9519-18.
C. Record ‘‘P&WC S.B. No. 1446 incorporated’’ in the engine log book.
D. A modification can be done to the serviceable scavenge-pump housing assembly

P/N 3011361 (All engine models) (Ref. Fig. 1):
(1) Machine anti-cavitation feature and two holes B and C as indicated. PWA97 may
be used (Ref. PWA Overhaul Standard Practices Manual).
(2) Deburr, and break sharp edges 0.003 to 0.015 in.
(3) Pressure flush the scavenge-pump housing assembly to remove any debris.
(4) Fluorescent penetrant inspect the rework area per SPOP 62.
(5) Anodize touch-up the rework area per SPOP 42.
(6) Identify the modified scavenge-pump housing assembly by striking out the old part
numbers and adding the new housing P/N 3107323-01 and the new assembly
P/N 3017324-01 using the vibropeen method of marking.
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
0.18825 - 0.18875 DIA -B- 0.755 R 2PL

DEPTH SHOWN 0.735
0.880
.001 S A A 0.030 BREAK EDGE
0.020 TO 0.050
.001 M D E A 8 PLACES
CHAM 90° +- 5 ° INCL TO 0.316 D
0.210 - 0.230 DIA D
LOC AS SHOWN
0.150 MIN DIA
DEPTH 0.260 MAX
LOC WITHIN DIA -B-
B B
2.520 0.390 1.965

(REF.) 0.370
0.7010 - 0.7020 DIA. -D- E E A
(REF.)
.001 M A B M C M
0.078 R
.0005 S G 0.010 0.016
0.000
0.7010 - 0.7020 DIA. -E- (REF.)
DEPTH SHOWN
1.640
.001 A .001 M A B M C M
-G- .0005 S G VIEW G
0.18825 - 0.18875 DIA -C-

DEPTH SHOWN
SECTION A-A .001 M A B M C M
.001 M A B M
.001 M D E
°
CHAM 90 +- 5 ° INCL TO
3.340 -A-
3.335 0.210 - 0.230 DIA
REF LOC AS SHOWN
0.150 MIN DIA
DEPYH 0.0260 MAX
3011361 LOC WITHIN DIA -C-
0.160 0.005 MIN

G 0.150
.001 A
SECTION D-D
SECTION E-E (SIMILAR)
s1446_1_1c
Scavenge-Pump Housing Assembly (P/N 3011361) - Modification of
Figure 1 (Sheet 1 of 2)
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
2 PLACES
19°+- 1°
0.810
2 PLACES
0.790
ƒ
0.040
0.030
2 PLACES
L 0.047
ƒ R
0.016
L ƒ 0.260 2 PLACES
0.240
2 PLACES
SECTION L-L
0.700
0.680
VIEW K
0.047 R
0.016
-A-
R 0.015 -A-
0.005
2 PL 0.062
R 0.031
4 PL
1.673
1.668
2 PLACES N
(REF.)
0.040
0.030
-G-
0.030
0.010
2 PLACES VIEW N SECTION B-B
C23808
Scavenge-Pump Housing Assembly (P/N 3011361) - Modification of
Figure 1 (Sheet 2)
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
E. A modification can be done to the serviceable scavenge pump housing P/N 3011358
(PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or
P/N 3024968 (PT6A-25, -25A, -25C) (Ref. Fig. 2):
(1) Machine two holes T and U as indicated.
(2) Machine 2.500 in. Dia. and 0.030 to 0.050 corner radius (Ref. Fig. 2, Sheet 2).
(3) Deburr and break sharp edges 0.003 to 0.015 in.
(4) Pressure flush the scavenge pump housing to remove any debris.
(7) Identify the modified scavenge pump housing by striking out the old P/N 3011358 or
P/N 3024968 and adding the new P/N 3024287 or P/N 3105645-01 respectively in
the same general area using the vibropeen method of marking.
F. A modification can be done to the serviceable scavenge pump spacer P/N 3011359
(PT6A-21, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -116, -135, -135A) or
P/N 3024969 (PT6A-25, -25A, -25C) (Ref. Figs. 3, 4 and 5):
(1) Machine anti-cavitation and two holes B and C as indicated. PWA97 may be used
(Ref. PWA Overhaul Standard Practices Manual).
(2) Deburr and break sharp edges 0.003 to 0.015 in.
(3) Pressure flush the spacer to remove any debris.
(6) Heat spacer to 250 °C, and install pin P/N AN122705 to dimensions indicated.
(7) Identify the modified scavenge pump spacer by striking out the old P/N 3024969 or
P/N 3011359 and adding the new P/N 3105643-01 or P/N 3024285 respectively and
new assembly P/N 3105644-01 or P/N 3024286 respectively, in the same
general, area using the vibropeen method of marking.
G. Record accomplishment of S.B. No. 1446 in the engine log book.

4. Appendix
Not applicable.
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
0.7010 - 0.7020 DIA -D- A

R S M .001 DIA M
PLANE -B-
M .0005 S
2.400 (REF.)
0.880
0.18825 - 0.18875 DIA -T-
-M- .001 M D E
DEPTH SHOWN 0.316
P P
.001 S K
CHAM 90° +- 5 ° INCL TO
0.210 - 0.230 DIA
LOC AS SHOWN
0.150 MIN DIA
DEPTH 0.260 MAX
LOC WITHIN DIA -T- 1.965
R R
-R-
0.18825 - 0.18875 DIA -U-
0.7010 - 0.7020 DIA -E-
DEPTH SHOWN A
DEPTH SHOWN .001 M S
1.640
R D M .001 DIA M .001 M S T M
TOL PAR TO BSC RAD LOC
M .0005 S VIEW F
.001 M D E
SECTION A-A TOL PAR TO BSC ANG LOC
CHAM 90° +- 5 ° INCL TO
0.210 - 0.230 DIA
F LOC AS SHOWN
0.150 MIN DIA
3011358 DEPYH 0.260 MAX
OR
SURF -S- LOC WITHIN DIA -U-
3024968
0.160 0.005 MIN

C C 0.150
-K-
SECTION P-P
.002 S
SECTION R-R (SIMILAR)
s1446_2_1c
Scavenge Pump Housing (P/N 3024968)
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
s1446_2_2c
Scavenge Pump Housing (P/N 3024968)
Figure 2 (Sheet 2)
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
1.640
19°+−1°
.7010 − .7015 DIA
2 HOLES (REF.) .880
.260
.001 M A B M C M .240
.141 .186 − .187 DIA −B−
.316 .109 R 8PL .001 S A
.720 .810
.660 R 2 PLACES .790
A .531 A
1.965 .469 R 2PL 1.420
(REF.) .720 1.360
1.160
.390 1.100 R 2PL .660
.370
R .810
.047
.730 .016 R .790
.670
.031 − .094
.010 M A B M C M BREAK EDGES
.155 2 PLACES
.095
.186 − .187 DIA .010
−C− .000
.280
.001 M A B M .220 .700
.680
.047
.016 R .078
.001 A .047 R .120
.040 .078
.030 .047 R .100
.005 − .025 STEP

−A− PERMISSIBLE
SECTION A−A
2 PLACES
(ENLARGED)
C25433A
Scavenge Pump Spacer (P/N 3011359) - Modification of
Figure 3
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
1.640
19 °± 1°
0.7010 - 0.7015 DIA 0.880
2 HOLES (REF.) 0.260
0.240
.001 M A B M C M
0.186 - 0.187 DIA. -B-
.001 S A
0.316 0.810
R 2 PLACES 0.790
A 0.531 R 2 PL A
0.469 1.420
1.965
(REF.)
1.160 0.720 1.360
1.320 R 1.100 R 0.660
1.260
0.094 R
0.156 0.810
.781 0.031 - 0.094 0.790
.719 R BREAK EDGES
2 PL 2 PLACES
0.186 - 0.187 DIA.
-C-
.001 M A B M 0.280
0.220
0.700
0.680
.001 A 0.093
0.031 R 0.120
0.100
0.005 - 0.025 STEP

-A- PERMISSIBLE
2 PLACES
SECTION A-A
(ENLARGED)
C23815
Scavenge Pump Spacer (P/N 3024969) - Modification of
Figure 4
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN
TURBOPROP ENGINE
s1446_5c
Scavenge Pump Spacers (P/N 3011359 and P/N 3024969) - Modification of
Figure 5
Apr 30/91 PT6A-72-1446

SERVICE BULLETIN

72-50-04
TURBOPROP ENGINE
POWER TURBINE BLADE - REPLACEMENT OF
MODEL APPLICATION
PT6A-114 and -114A
Commercial Support Program No: 91C-57R1
Summary: To improve power turbine blade durability and increase blade life.
Apr 11/91 PT6A-72-1456

Longueuil, Québec
Canada J4G 1A1
Tél. 514/677-9411
Fax 514/647-3620

Jan 07/97 (P&WC S.B. No. 1456R2) POWER TURBINE BLADE -
REPLACEMENT OF
SUMMARY: 1. To introduce P&WC Campaign Change Order No. 91C-57R1 in Industry

Support Information section.
2. Revised References to add reference to SIL No. 1050R2 and P&WC
Campaign Change No. 91C-57R1.
3. Revised instruction disposition codes in Material Necessary for Each
Engine.
4. Added Figure 1: Parts Progression of the Power Turbine Rotor Balancing
Assembly.
REVISION HISTORY:
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
PT6A-114 Engines prior to Serial No. PC-E17460
PT6A-114A Engines prior to Serial No. PC-E19155
None.
C. Reason
To increase power turbine blade life by improving blade durability.
D. Description
The power turbine blades are removed and replaced with similar new blades made from
a stronger material.
E. Compliance
CATEGORY 8 - Do this service bulletin if the operator thinks the change is necessary
because of what he knows of the parts history.
F. Approval
G. Manpower
No more man-hours are necessary to include this service bulletin at overhaul.
None.
Not changed.
Not applicable.
K. References
Service Information Letter No. 1050R2
P&WC No. 91078

Apr 11/91 PT6A-72-1456
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
P&WC Campaign Change Order No. 91C-57R1
Not changed.
The estimated total cost of new parts needed to replace old parts is $19680.00 (US,
1991).
P&WC Campaign Change Order No. 91C-57R1 is in effect until 30 November 1997.
Est. Unit
3104404-07 Rotor Balancing Assy, Power 3104404-03 1 Ref. (A)
Turbine
3115902-01 Ê Blade, Turbine 3013102 41 480.00 (B)(C)
(A) TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02)
The old or the new part can replace the old or the new part.
(B) INTERCHANGEABLE AS A SET - (ATA 200 Explanation Code 06)
When the replacement set is a single part number, the old and the new parts are
interchangeable in complete sets only.
Apr 11/91 PT6A-72-1456

SERVICE BULLETIN
TURBOPROP ENGINE
Est. Unit
(C) P&WC Campaign Change No. 91C-57R1 is in effect until 30 November 1997. Obtain the
parts required for incorporation of this Service Bulletin from the local P&WC Parts Distribution
Center with a Purchase Order (PO). Submit a request for Service Allowance (RSA). The
RSA must include the Engine Serial Number, the Campaign Change No. 91C-57R1 along
with a copy of the Purchase Order. Tag removed power turbine blades with the serial
number of the engine from which it was removed.
None.
Not applicable.
A. Refer to the instructions in the overhaul manual:
(1) At disassembly of power turbine rotor balancing assembly P/N 3104404-03, remove
power turbine blades P/N 3013102.
(2) At assembly of new power turbine rotor balancing assembly P/N 3104404-07, install
new power turbine blades P/N 3115902-01 in power turbine disk.
B. Write ‘‘P&WC S.B. No.1456 incorporated’’ in engine log book.
4. Appendix
A. Refer to Figure 1 for the parts progression of the power turbine rotor balancing
assembly.
Apr 11/91 PT6A-72-1456

SERVICE BULLETIN
TURBOPROP ENGINE
3026647
BASIC
3104404−03
SB1474
3104404−07
SB1456
PRC 02 CC 8
C36070
Progression of the Power Turbine Rotor Balancing Assembly
Figure 1
Apr 11/91 PT6A-72-1456

SERVICE BULLETIN

77-20-00
TURBOPROP ENGINE
T5 THERMOCOUPLE WIRING-HARNESS ASSEMBLY - REPLACEMENT/MODIFICATION OF
MODEL APPLICATION
PT6A-20, -20A, -20B, -21, -25, -25A, -25C, -27, -28, -34, -34B, -34AG, -36, -114, -114A, -135 and
-135A
Summary: The T5 thermocouple wiring-harness assembly is replaced with a new or modified

assembly with the terminal lug at an angle of 45 degrees.
Dec 15/92 PT6A-72-1479

Longueuil, Québec
Canada J4G 1A1
Tél. 514/677-9411
Fax 514/647-3620

Jan 07/97 (P&WC S.B. No. 1479R1) T5 THERMOCOUPLE WIRING-HARNESS
ASSEMBLY - REPLACEMENT/MODIFICATION OF
SUMMARY: 1. The service bulletin title is revised.

2. Revised model effectivities.
3. The Description, Para. 1.C., is revised.
4. The Accomplishment Instructions, Para. 3., are revised to include a
modification instruction for serviceable T5 thermocouple wiring harnesses.
5. Figure 1, Modification of the T5 Thermocouple Wiring Harness is added.
6. Parts Progression of the T5 Thermocouple Wiring Harness is now Figure 2
(was Figure 1).
REVISION HISTORY:
Original Issue: Dec 15/92
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
All PT6A-20/-20A/-20B Engines
PT6A-25A Engines which are between and include Serial No. PCE-48743
SB1252)
converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453)
None.
C. Reason
(1) Problem
The T5 thermocouple wiring-harness assembly is not long enough for assembly.
(2) Cause
The T5 thermocouple wiring-harness contacts the power turbine housing.
(3) Solution
Replace the T5 thermocouple wiring-harness assembly with a new or modified
harness with a terminal lug at an angle of 45 degrees.
D. Description
(1) The T5 thermocouple wiring-harness assembly is replaced with a new assembly
with the terminal lug at an angle of 45 degrees.
NOTE: If replacing pre-SB1457 parts, refer to P&WC S.B. No. 1457R1 for optional
T5 trim adjustment instructions for engines in the field.
P&WC No. 93393A
Dec 15/92 PT6A-72-1479
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
(2) A modification can be done to the T5 thermocouple wiring-harness and identified to

the new part number configuration (Ref. Para. 3.B.).
E. Compliance
CATEGORY 8 - Do this service bulletin if the operator thinks the change is necessary
because of what he knows of the parts history.
F. Approval
G. Manpower
Estimate of 1.0 man-hours required to include this service bulletin at engine HSI.
None.
Not changed.
Not applicable.
K. References
P&WC S.B. No. 1475
P&WC S.B. No. 1120,1214, 1252, 1405, 1453 Conversion Bulletins
Dec 15/92 PT6A-72-1479

SERVICE BULLETIN
TURBOPROP ENGINE
Not changed.
1994).
Not applicable.
Est. Unit
3040110 Wiring Harness, 3038545 1 1061.60 (A)
Interchangeability Control
3117924-01 Ê Wiring Harness, T5 3037341 Ref. NP (B)
Thermocouple
3117923-01 Ê Wiring Harness, T5 3037342 Ref. NP (B)
Thermocouple
(B) To get the new part it is possible to make a modification to the old part, or you can get the
Dec 15/92 PT6A-72-1479

SERVICE BULLETIN
TURBOPROP ENGINE
OLD P/N NEW P/N

3037341 3117924-01
3038342 3117923-01
Not applicable.
A. For Post-SB1457 engines:
(1) Refer to the instructions in the maintenance or overhaul manual:
(a) At engine or power section module disassembly, remove the T5 thermocouple

wiring harness assembly P/N 3037341 or P/N 3037342.
(b) At engine or power section module assembly, install the new or modified T5
thermocouple wiring harness assembly P/N 3117924-01 or P/N 3117923-01
respectively.
(c) Connect the leads of the trim thermocouple to the studs on the terminal block
using nuts P/N 3009921 and P/N 3009922. Torque Large nut (P/N 3009921) 10
to 15 lb.in., and the small nut (P/N 3009922) 8 to 12 lb.in.
(2) Write ‘‘P&WC S.B. No. 1479R1 incorporated’’ in the engine log book.
B. A modification can be done to the existing serviceable T5 thermocouple wiring harness

P/N 3037341 or P/N 3037342 (Ref. Fig. 1):
CAUTION: BE CAREFUL NOT TO DAMAGE SHIELDING OR WIRE CONDUCTORS.

(1) Bend the chromel terminal lug, marked ‘‘KP’’, to a 45 degree angle.
(2) Reidentify new T5 thermocouple wiring harness by striking out old part number
(P/N 3037341 and P/N 3037342) and adding new part number (P/N 3117924-01
and P/N 3117923-01) respectively, in the same general area, using the electrolytic
etch (deep) method of marking.
4. Appendix
A. Refer to Figure 0. for the progression of the T5 thermocouple wiring harness.
Dec 15/92 PT6A-72-1479

SERVICE BULLETIN
TURBOPROP ENGINE
ALUMEL TERMINAL LUG

T5 WIRING
HARNESS
STAMP "KN"
D D
STAMP "KP"
CHROMEL TERMINAL LUG
T5 WIRING HARNESS
POST−SB1479R1
P/N 3117923−01
45°
SECTION D−D
T5 WIRING HARNESS
POST−SB1479 R1
P/N 3117924−01
45°
C36190
Modification of the T5 Thermocouple Wiring Harness
Figure 1
Dec 15/92 PT6A-72-1479

SERVICE BULLETIN
TURBOPROP ENGINE
C23822
Progression of the T5 Thermocouple Wiring Harness Assembly
Figure 2
Dec 15/92 PT6A-72-1479

SERVICE BULLETIN

TURBOPROP ENGINE
THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT/MODIFICATION OF
MODEL APPLICATION
PT6A-25C, PT6A-114A, PT6A-135A
Commercial Support Program No: CSPN No. A96038
Summary: To improve resistance to high cycle fatigue at the vanes, the third-stage
compressor-stator assembly is replaced with a similar one which has a stress relief
process.
Nov 21/94 PT6A-72-1505

Tél. 514-677-9411
27 January 1997

SUBJECT: Pratt & Whitney Canada Service Bulletin No. PT6A-72-1505, Rev. No. 2, dated Jan
27/97 (P&WC S.B. No. 1505R2) THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY
- REPLACEMENT/MODIFICATION OF
superseded copy.
SUMMARY: 1. A Commercial Support Program Notification (CSPN) No.A96038 is added.

2. The effectivity for the engines is revised.
REVISION HISTORY:
Original Issue: Nov 21/94
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
PT6A-25C Engines which are before and include Serial No. PCE-26368 but not
including PCE-26354, PCE-26355, PCE-26358 and PCE-26359
PT6A-114A Engines which are between and include Serial No. PCE-19233 to Serial No.
PCE-19322 but not including PCE-19248, PCE-19251, PCE-19262, PCE-19271,
PCE-19272, PCE-19276, PCE-19286, PCE-19287, PCE-19289 and PCE-19292 to
19301
NOTE: Do this service bulletin if the PT6A-25C and PT6A-114A and any PT6A-135A
engines have had a compressor-stator assembly replacement between June
1993 and November 1994.
This service bulletin must be incorporated in conjunction with P&WC S.B. No. 1504.
C. Reason
(1) Problem
The third-stage compressor-stator assembly can show high cycle fatigue at the
vanes.
(2) Cause
Some stator manufacturing processes, such as heat treatment and vane twist, can
increase the resistance to high cycle fatigue at the vanes.
(3) Solution
The third-stage compressor-stator assembly is replaced with one which has a

stress relief process done after the vane twist process.
D. Description
(1) Remove the existing third-stage compressor-stator assembly and install a new or
modified third-stage compressor-stator assembly.
(2) P&WC CSPN No. A96038 is in effect.
E. Compliance
CATEGORY 5 - (Do this service bulletin when the engine is disassembled and access
components, or build groups). Do all spare subassemblies.)
P&WC No. B2562A
Nov 21/94 PT6A-72-1505
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
F. Approval
G. Manpower
None.
Not changed.
Not applicable.
K. References
P&WC Commercial Support Program Notification A96038 (PT6A-25C, PT6A-114A,
PT6A-135A)
Not changed.
1995).
Nov 21/94 PT6A-72-1505

SERVICE BULLETIN
TURBOPROP ENGINE
P&WC Commercial Support Program Notification A96038 is in effect, follow the

instructions to obtain the Special Program Allowance.
Est. Unit
3121030-01 Compressor Stator, 3029363 1 7663.20 (A)(B)(C)
Assembly of
The old or the new part can replace the old or the new part.Refer to Para. 2.B. for the
Industry Support Information.
(B) Discard the old part if you think it is unserviceable.
(C) Old unused parts on the shelf, or old parts in engines at OEM (Original Equipment
Manufacturer) that have not been flight tested only may be modified.
None.
Not applicable.
(1) Remove the existing third-stage compressor-stator assembly P/N 3029363.
(2) Install the new or modified third-stage compressor-stator assembly P/N 3121030-01.
B. Write ‘‘P&WC S.B. No. 1505R1 incorporated’’ in the engine log book.
C. A modification can be done to the existing new serviceable third-stage compressor-stator
assembly P/N 3029363 (Ref. Fig. 1):
NOTE: Old unused parts on the shelf, or old parts in engines at OEM (Original
Equipment Manufacturer) that have not been flight tested only may be
modified.
Nov 21/94 PT6A-72-1505

SERVICE BULLETIN
TURBOPROP ENGINE
-B-
-A-
NP 0.020 MAX.
NP
0.020 MAX.
+ 0.010 IN.
- 0.000
NP DO NOT COAT IN
THESE AREAS
P
P COATING TO BE
0.0005 TO 0.0008 IN.
COATING IN OTHER AREAS

TO BE 0.0005 TO 0.0015 IN.
20
SURFACE FINISH AFTER
COATING
s1505_1a
Modification of the Third-Stage Compressor-Stator Assembly
Figure 1
Nov 21/94 PT6A-72-1505

SERVICE BULLETIN
TURBOPROP ENGINE
(1) Strip assembly of all cadmium plating per SPOP 21.
(2) Visually inspect the brazed joints:
CAUTION: NO CRACKING PERMITTED IN PARENT MATERIAL. DISCARD THE

STATOR ASSEMBLY IF CRACKING IS PRESENT.
(a) A complete line or ring of brazing alloy between component parts at end of joint
at which the brazing alloy was introduced of the exterior joints is acceptable. In
addition, a metallic stain of brazing alloy at the opposite end of the joint to
indicate complete penetration of brazing alloy is also acceptable.
(b) Brazing flux and excess brazing alloy is not acceptable on surfaces oaf parts.
(c) Stray braze is acceptable if it is securely bonded:
1 On the outside of the shroud (non gas path area).
2 On the inside of the shroud (gas path side) and on the vanes, provided it
does not exceed 0.005 in. (0.13 mm) in thickness beyond the run out of
the fillet radius.
(d) Fusion of leading or trailing edges adjacent to tack welds in non gas path
areas is acceptable.
(e) All brazed joints shall have a 100 % line of braze on the inside of the shroud
(gas path side) subject to the following conditions:
1 The braze fillet, between a vane and the inside of a shroud (gas path side)
shall have a 0.050 in. (1.3 mm) maximum radius all around the vane.
2 Concave braze fillets are acceptable. Convex fillets are not acceptable.
3 These fillets may contain a maximum of two pin holes of 0.030 in. (0.8 mm)
maximum diameter provided they are separated by a minimum of 0.250 in.
(6.4 mm) and they do not show through the shroud.
4 In addition, these fillets may be interrupted by one gap of 0.020 in.

(0.5 mm) maximum length provided it does not show through the shroud
and the fillet forms a smooth transition on either side of the gap.
(3) Stress relieve assembly at 1070 °F ± 25°F for 2 hours in a protective atmosphere.
(4) Fluorescent penetrant inspect entire part per SPOP 62.
Nov 21/94 PT6A-72-1505

SERVICE BULLETIN
TURBOPROP ENGINE
(5) Refer to the overhaul manual (Repair Section) and cadmium plate assembly per
SPOP 21 or coat as follows:
NOTE: Either Sermetel W or Sermetel 5380 DP coatings may be used.
(a) If Sermetel W coating is used, refer to SPOP 147:
1 Mask area NP and apply two or three coats of Sermetel W to achieve a

coating thickness of 0.0005 to 0.0015 in.
NOTE: Coating thickness of Area P should be 0.0005 to 0.0008 in.
2 Remove masking.
3 Identify the new third-stage compressor-stator assembly by striking out the

old P/N 3029363 and adding the new P/N 3121030-01, in the same general
area, using the electrolytic etch (deep method) of marking (Ref. PWA
Overhaul Standard Practices Manual).
(b) If Sermetel 5380 DP coating is used:
1 Identify the new third-stage compressor-stator assembly by striking out the

old P/N 3029363 and adding the new P/N 3121030-01, in the same general
area, using the electrolytic etch (deep method) of marking (Ref. PWA
Overhaul Standard Practices Manual).
Nov 21/94 PT6A-72-1505

SERVICE BULLETIN
TURBOPROP ENGINE
2 Ship modified assembly to one of the following approved suppliers for

application of Sermetel 5380 DP coating to a thickness of 0.0005 to
0.0015 in.:
SermaTech Canada Inc.

747 Riddie Avenue
Dorval, Quebec
Canada H9P 1H4
Or
SermaTech
155 South Limerick Road
Limerick,, PA 19468
USA
Or
SermaTech
12505 Reed Road
Sugarland, TX 77478
USA
Or
SermaTech UK
High Holborn Road
Candor Ripley, Derbyshire
England, UK DE5 3NW
4. Appendix
A. Refer to Figure 2 for the progression of the third-stage compressor-stator assembly.
Nov 21/94 PT6A-72-1505

SERVICE BULLETIN
TURBOPROP ENGINE
3029363
BASIC TO
PT6A-25C, -114A
AND -135A
3121030-01
SB1505
s1505_2a
Progression of the Third-Stage Compressor-Stator Assembly
Figure 2
Nov 21/94 PT6A-72-1505

SERVICE BULLETIN

TURBOPROP ENGINE
THIRD-STAGE COMPRESSOR-STATOR ASSEMBLY - REPLACEMENT OF;
IMPELLER HOUSING, COMPRESSOR BLEED-VALVE ASSEMBLY -
MODIFICATION/REPLACEMENT OF
MODEL APPLICATION
PT6A-114A, PT6A-25C
Summary: The third-stage compressor-stator assembly may show high cycle fatigue at the
vanes which is caused by a high vibratory stress level. The third-stage
compressor-stator assembly is replaced with a stator used on other engine models of
an equivalent performance. The impeller housing and compressor bleed-valve
assembly are also replaced or modified.
Apr 06/95 PT6A-72-1510

Revision No. 2: Jul 02/96 Cover Sheet
Longueuil, Québec
Canada J4G 1A1
Tél. 514/677-9411
Fax 514/647-3620
02 July 1996 P&WC S.B. No. 1510R2

Jul 02/96 (P&WC S.B. No. 1510R2) THIRD-STAGE COMPRESSOR-STATOR
ASSEMBLY - REPLACEMENT OF;
SUMMARY: 1. Para. 2.B., Industry Support Information, revised to include additional

Special Program Allowance information Ref. SPA96014 and removed all
information pertaining to expiry dates.
2. Para. 2.C., Material Necessary for Each Engine, revised to include
additional material and replaced the Trichloroethane with Magkleen 4
degreaser solvent.
3. Para. 3., Accomplishment Instructions, revised to include information on
additional bolts and nuts.
REVISION HISTORY:
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
converted to Engine Model PT6A-114A (Ref. P&WC engine conversion SB1453).
PT6A-25C (BS832) Engines which are before and include Serial No. PCE-26410
NOTE: Do this service bulletin if the PT6A-114A engines have had a compressor-stator
assembly replacement between June 1993 and November 1994.
None.
C. Reason
(1) Problem
It is possible for the third-stage compressor-stator assembly to show signs of high

cycle fatigue at the vanes.
(2) Cause
There can be a high vibratory stress level in the engine power range.
(3) Solution
To decrease the stress level, the third-stage compressor-stator assembly is

replaced with a new stator assembly used on other engines of an equivalent
performance. The impeller housing and compressor bleed-valve assembly are also
replaced or modified.
D. Description
(1) Remove the existing third-stage compressor-stator assembly, impeller housing and
compressor bleed-valve assembly and install a new third-stage compressor-stator
assembly, impeller housing and compressor bleed-valve assembly.
(2) A modification can be done to the existing serviceable compressor bleed-valve

assembly and the impeller housing and can be identified to the new part number
configuration.
P&WC No. B2330A to B2330M

Apr 06/95 PT6A-72-1510
Revision No. 2: Jul 02/96 © 1995 Pratt & Whitney Canada Inc. Page 1 of 17
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
E. Compliance
For PT6A-114A engines with Serial No. PCE-19143 and PCE-19163, and engines
with Serial Nos. between and including PCE-19233 to PCE-19322 and all engines
converted to Engine Model PT6A-114A between June 1993 and November
1994:
For PT6A-25C engines BS 832 only, between and including PCE-26338 and
PCE-26410
For the balance of PT6A-114A engines prior to and including PCE-19232 and
PT6A-25C, BS832 engines prior to and including PCE-26337, SPA95017 is applicable
and offers a ‘‘List Less’’ program for engines requiring 3rd stage stator
replacement.
CATEGORY 7 - Do this service bulletin when the supply of superseded parts is fully
used. Old part will no longer be supplied and the repair scheme will be
removed from the overhaul manual.
F. Approval
G. Manpower
The engine weight will increase by 0.28 pounds (0.13 kgs).
Not changed.
Not applicable.
K. References
Maintenance Manual P/N 3021242 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/
-135/-135A)
Apr 06/95 PT6A-72-1510

Revision No. 2: Jul 02/96 Page 2 of 17
SERVICE BULLETIN
TURBOPROP ENGINE
Maintenance Manual P/N 3032142 (PT6A-25C)
Overhaul Manual P/N 3021243 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/-135/-135A)
Overhaul Manual P/N 3032143 (PT6A-25C)
Illustrated Parts Catalog P/N 3021244 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/
-135/-135A)
Illustrated Parts Catalog P/N 3032144 (PT6A-25C)
P&WC S.B. No. 1003 and 1453 (Conversion Service Bulletin)
P&WC Specification No. CPW420-2A
Maintenance Manual P/N 3021242 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/
-135/-135A)
Maintenance Manual P/N 3032142 (PT6A-25C)
Overhaul Manual P/N 3021243 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/-135/-135A)
Overhaul Manual P/N 3032143 (PT6A-25C)
Illustrated Parts Catalog P/N 3021244 (PT6A-34/-34AG/-34B/-36/-114/-114A/-116/
-135/-135A)
Illustrated Parts Catalog P/N 3032144 (PT6A-25C)
Not changed.
You can get the procurable parts listed in Para. 2.C. from Pratt & Whitney Canada Inc.
The estimated total cost of new parts is $20554.26 (US, 1996).
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
SPA95009 is applicable for PT6A-114A engines with or without SB1504 and not
incorporating SB1505, between and including PCE-19233 to PCE-19291, PCE-19143
and PCE-19163.
SPA95016 is applicable for PT6A-25C, BS832 engines which have SB1504 and
SB1505 embodied.
SPA95017 is applicable for PT6A-114A engines prior to and including PCE-19232

and PT6A-25C, BS832 engines prior to and including PCE-26337 and offers a ‘‘List
Less’’ program for engines requiring 3rd stage stator replacement.
SPA96014 is applicable for PT6A-114A engines which have SB1504 and SB1505
embodied.
Est. Unit
For PT6A-114A
3041175 Housing, Impeller 3027799 1 5102.70 (A)(B)
CL06
3121253-01 Compressor Stator, 3029363 1 7950.60 (A)(C)
Assembly of or
3121030-01
3037553 Ê Vane, Compressor Stator 3031653 40 86.74
3037490 Ê Shroud, Compressor 3029282 1 NP
MS9556-06 Bolt - Machine, 0.190-32J x 3 2.23 (A)
0.500 Double Hexagon
3012414 Nut Option Interchangeability 3 6.79 (A)
Control (IC)
3012411 Ê Nut - Self-locking, 12 1 Ref. (H)
Points 0.190-32 x 0.250
Points 0.190-32 x 0.254
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
Est. Unit
Points 0.190-32 x 0.245
3121248-03 Valve Assembly, Compressor 3100829-07 1 3791.00 (A)(B)
Bleed or
3114735-01
ST3268-069 Ê Metering Plug 3022094 1 213.30 (C)
For PT6A-25C
3041175 Housing, Impeller 3027799 1 5102.70 (A)(B)
CL06
3121253-01 Compressor Stator, 3121030-01 1 7950.60 (A)(C)
Assembly of or
3029363
3037553 Ê Vane, Compressor Stator 3031653 40 86.74
3037490 Ê Shroud, Compressor 3029282 1 NP
MS9556-06 Bolt - Machine, 0.190-32J x 3 2.23 (A)
0.500 Double Hexagon
3012414 Nut Option Interchangeability 3 6.79 (A)
Control (IC)
Points 0.190-32 x 0.250
Points 0.190-32 x 0.254
Points 0.190-32 x 0.245
3121248-04 Valve Assembly, Compressor 3100829-07 1 3791.00 (A)(B)
Bleed
ST3268-067 Ê Metering Plug 3022094 1 213.30 (C)
Consumable Materials and/or Parts Required:
AS3208-02 Preformed Packing AS3208-02 1 0.62 (D)
Hylomar Sealant, Jointing A/R (E)
SQ32M
AMS3087 No.4 Compound, Anti-Sticking A/R (F)
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
Est. Unit
Markleen 4 Solvent, Degreaser A/R (G)
(A) QUALIFIED INTERCHANGEABILITY - (ATA 200 Explanation Code 07)
When the replacement set is more than one part number, the old and the new parts are
interchangeable in complete sets only.
new part from Pratt & Whitney Canada.
(C) Discard the old part if you think it is unserviceable.
(D) Standard replacement part.
(E) Hylomar SQ32M jointing sealant can be purchased from:
Kingsley & Keith (Canada) Ltd.
310 Victoria Avenue
Westmount, Quebec
Canada
or
Aviall
2075 Diplomat
P.O. Box 7086
Dallas, Texas 75234
USA
or
Marston Lubricants Ltd.
Naylor Street
Liverpool, 36DS
England
(F) AMS3087 anti-sticking compound can be purchased from:
Dow Corning Corp.
P.O. Box 1-M
Midland, MI 48686-0997
USA
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
Est. Unit
(G) This degreaser solvent can be obtain:
Magnus Chemical Ltd.
(MAG - CHEM INC.)
190 Blvd. Industriel
Boucherville, Quebec
Canada J4B 2X3
TEL: (514) 655-1344
FAX: (514) 655-5428
(H) Optional part.
You can make a modification to the OLD P/N and identify it to the NEW P/N (Ref.
Accomplishment Instructions):
OLD P/N NEW P/N

3027799 3041175 CL06
3114735-01 3121248-03
3100829-07 3121248-04
Not applicable.

(1) Remove the compressor bleed-valve assembly P/N 3114735-01 or P/N 3100829-07.
(2) Remove the compressor rotor assembly.
(3) Disassemble the compressor rotor assembly and remove the third-stage compressor
stator assembly P/N 3029363 or P/N 3121030-01 and the impeller housing
P/N 3027799.
(4) Install the new third-stage compressor-stator assembly P/N 3121253-01 and the
new or modified impeller housing P/N 3041175.
NOTE: Three additional bolts P/N MS9556-06 and nuts P/N 3012414 are used.
(5) Assemble and install the compressor rotor assembly.
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
(6) Apply a film of jointing sealant (Hylomar SQ32M) to the mating flanges of the
compressor bleed-valve assembly and the gas generator case and a light
coating of anti-sticking compound (AMS3087, No. 4) to the threads of the bolts and
to the threaded holes in the gas generator case.
NOTE: Make sure that you do not put any compound in the P3 metering hole in
the gas generator flange.
(7) Install the new or modified compressor bleed-valve assembly P/N 3121248-03.
NOTE: Refer to Table 1 for the new compressor bleed-valve assembly fits and
clearances.
(8) Remove any excess jointing or anti-sticking compound using trichloroethane.
B. Write ‘‘P&WC S.B. No. 1510 incorporated’’ in the engine log book.
NOTE: The Time Between Overhaul restrictions in P&WC S.B. No. 1003 for the
third-stage compressor stator assembly do not apply if this service bulletin is
incorporated.
C. A modification can be done to the existing serviceable compressor bleed-valve assembly

P/N 3114735-01 (Ref. Fig. 1):
(1) Remove metering plug P/N 3022094 and preformed packing P/N AS3208-02.
Discard preformed packing.
(2) Install new preformed packing P/N AS3208-02 and new metering plug P/N
ST3268-069 or P/N ST3268-067. Torque metering plug 15 to 20 lb.in.
(3) Identify new compressor bleed-valve assembly by striking out the old P/N 3114735-01
and adding the new P/N 3121248-03 or P/N 3121248-04, in the same general area,
using the vibropeen method of marking.
(4) Refer to the instructions in the overhaul manual and do a compressor bleed-valve
assembly leakage test.
(5) Lockwire metering plug.
D. A modification can be done to the existing serviceable impeller housing P/N 3027799
(Ref. Fig. 2):
(1) Machine holes ‘‘B’’ to 0.216 to 0.226 inch diameter (Ref. View on Arrow Z).
(2) Machine six slots as indicated (Ref. Section A-A and View B).
NOTE: Dimensions apply before application of the protective treatment.
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
PREFORMED PACKING COMPRESSOR BLEED

P/N AS3208-02 VALVE ASSEMBLY
(PRE-SB1510)
P/N 3114735-01
REMOVE: (POST-SB1510)
METERING PLUG P/N 3121248-03
P/N 3022094 OR
P/N 3121248-04
INSTALL:
METERING PLUG
P/N ST3268-069
OR
P/N ST3268-067
C25001A
Modification of the Compressor Bleed-Valve Assembly
Figure 1
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
-G-
REF.
A
0.216-0.226 B
B 5 HOLES ON THE BASIS
OF 6 HOLES EQ. SPACED
LOCATION AS SHOWN
.010 M F C M G M
60°
0.390-0.420
6 PLACES
0.800-0.820
B BETWEEN SLOTS
B 6 PLACES
B MINIMUM
A MATERIAL REQUIRED
BETWEEN SLOTS
VIEW ON ARROW Z
C24988
Modification of the Impeller Housing
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
-F-
1.664
6 PL
60°
6 PL
-C- Z
REF.
SECTION A-A
C24987
Figure 2 (Sheet 2)
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
0.1875-0.1925
6 SLOTS EQ. SP.
0.090-0.100
BREAK EDGE
0.003 MAX. ALL AROUND
R 6 PLACES
12 PL.
VIEW B NP
0.140
0.100 FACE
REF. -B-
D
NP
NP D
REPEAT SECTION A-A
C24989
Figure 2 (Sheet 3)
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
(3) Break sharp edges 0.003 to 0.015 in.
(4) If the impeller housing needs recoating, send it to:
Sermatech Canada Inc.

747 Riddle Avenue
Dorval, Quebec
Canada H9P 1H4
Sermatech UK Ltd.
High Holborn Road
Condor Ripley, Derbyshire
United Kingdom
Sermatech Inc.
Windsor, Connecticut
USA 06095
Sermatech International
Limerick, Penn PA19468 1699
USA
Treat with protective coating (5380 DP) 0.0010 to 0.0015 inches thick in all areas
indicated by ‘‘D’’ (Ref. Repeat Section A-A). Apply two or three coats per CPW420-2A.
Surface texture of airfoil 17 micro inches.
NOTE: Coating is not permitted in areas indicated by ‘‘NP’’.
(5) If the impeller housing does not need recoating, apply local touch-up only per
SPOP 147.
(6) Identify modified impeller housing by striking out the old P/N 3027799 and adding
the new P/N 3041175 in the same general area using the vibropeen method of
marking.
NOTE: The modified impeller housing is equivalent to a CL06.
4. Appendix
A. Refer to Figures 3, 4 and 5 for the progression of the third-stage compressor-stator

assembly, impeller housing and compressor bleed-valve assembly.
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
PT6A-114A, PT6A-25C
3029363 3121030-01
BASIC SB1505
3121253-01
SB1510
C24986A
Progression of the Third-Stage Compressor-Stator Assembly
Figure 3
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
3021182
BASIC
SB1167
3027799
SB1351
3041175
SB1510
C24985
Progression of the Impeller Housing
Figure 4
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
PT6A-114A PT6A-25C
3100829-07 3114735-01 3100829-07

BASIC SB1453 BASIC
3121248-04
SB1510
3121248-03
SB1510
C24984B
Progression of the Compressor Bleed-Valve Assembly
Figure 5
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN
TURBOPROP ENGINE
B. Refer to Table 1 for the changes to Fits and Clearances.
TABLE 1, Fits and Clearances

Dim. for Ref. Limits
inches (mm) inches (mm)
REF.
NO. IFR Name Min. Max. Min. Max. Replace
321 Blade, Compressor, 0.0100 0.0242
Third Stage (Radial Tip
(By Selection) Clearance)
1179 Piston, Compressor 0.478 0.480

Bleed Valve 0.004 0.008
Spacer, Sleeve 0.472 0.474
1182 Shaft, Guide Pin, 0.2350 0.2355

Bleed Valve Piston 0.003 0.007
Spacer, Sleeve 0.2385 0.2420
1506 Cancelled
Apr 06/95 PT6A-72-1510

SERVICE BULLETIN

72-50-02
TURBOPROP ENGINE
COMPRESSOR TURBINE DISK BALANCING ASSEMBLY AND BLADES -
MODEL APPLICATION
PT6A-6, PT6A-6A, PT6A-6B, PT6A-20, PT6A-20A, PT6A-20B, PT6A-21, PT6A-25, PT6A-25A,
PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34AG, PT6A-34B, PT6A-36, PT6A-114,
PT6A-114A, PT6D-114A
Summary: The coating (CPW333) used on the compressor turbine blades does not have
sufficient resistance to sulphidation. Introduce new or modified compressor turbine
disk balancing assembly with an improved coating on the compressor turbine blades.
Aug 19/97 PT6A-72-1521

Tél. 514-677-9411
28 May 1998

28/98 (P&WC S.B. No. 1521R1) COMPRESSOR TURBINE DISK BALANCING
ASSEMBLY AND BLADES - REPLACEMENT/MODIFICATION OF
superseded copy.
SUMMARY: 1. Service Bulletin revised to include more engine models.

2. Para. 2.D. Material Necessary for Each Engine, revised PRC Code for Blades
From 06 to 02.
REVISION HISTORY:
Original Issue: Aug 19/97
Revision No. 1: May 28/98
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
All PT6A-6, -6A, -6B Engines
All PT6A-20, -20A, -20B Engines and all engines converted to Engine Model PT6A-20
(Ref. engine conversion SB1267) and all engines converted to Engine Model
PT6A-20A (Ref. engine conversion SB1268) and all engines converted to Engine
Model PT6A-20B (Ref. engine conversion SB1206)
All PT6A-21, -25, -25A, -25C Engines
All PT6A-27 Engines and all engines converted to Engine Model PT6A-27 (Ref. engine
conversion SB1214)
conversion SB1120)
conversion SB1499)
All PT6A-34AG Engines and all engines converted to Engine Model PT6A-34AG (Ref.
engine conversion SB1252)
All PT6A-34B Engines
conversion SB1405)
PT6A-114 Engines which are before and include Serial No. PCE-PB0517
converted to Engine Model PT6A-114A (Ref. engine conversion SB1453)
PT6A-114A Engines which are before and include Serial No. PCE-PC0507 and all
engines converted to Engine Model PT6A-114A (Ref. engine conversion SB1453)
All PT6D-114A Engines
None.
C. Reason
(1) Problem
Field operators are requesting that the coating used on compressor turbine blades
be changed.
(2) Cause
Current coating used on compressor turbine blades does not have sufficient
resistance to sulphidation.
(3) Solution
Introduce new compressor turbine blades with a coating (CPW486 or CPW550)

which provides improved resistance to sulphidation.
P&WC No. B8888A/B/C
Aug 19/97 PT6A-72-1521
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
D. Description
Replace the compressor turbine blades with a similar compressor turbine blades coated
from (CPW486 or CPW550).
E. Compliance
CATEGORY 8 - This service bulletin is optional and can be done at the decision of the
operator.
F. Approval
None.
Not changed.
Not applicable.
J. References
P&WC S.B. No. 1453, SB1268, SB1267, SB1206, SB1214, SB1120, SB1499, SB1252,
SB1405 (Conversion Bulletin)
Not changed.
Not applicable.
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
You can get the procurable parts listed in Para. 2.D. from any Pratt & Whitney Canada
1997).
1997).
C. Manpower
Est. Unit
For PT6A-114, -114A and PT6D-114A engine models:
3045761-01 Disk Balancing Assembly - 3102421-01 1 57237.25 (A)(B)
Compressor Turbine
3045741-01 Ê Blade - Turbine 3102401-01 58 534.00 (A)
PT6A-6, -6A, -6B, -20, -20A, -20B, -21, -25, -25A, -25C, -27, -28, -34, -34AG, -34B, -36 engine
models:
3045741-01 Blade - Turbine 3102401-01 58 534.00 (A)
Consumable Materials Required:
3018240 Rivet - Tubular, 0.0805 x 58 3.33
0.745 Countersunk
(A) TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02):
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
OLD P/N NEW P/N

3102421-01 3045761-01
Not applicable.
A. Refer to the overhaul manual for instructions:
(1) For PT6A-114, -114A and PT6D-114A engines:
(a) Remove compressor turbine disk balancing assembly P/N 3102421-01.
(b) Install new or modified compressor turbine disk balancing assembly
P/N 3045761-01.
(c) Write ‘‘P&WC S.B. No. 1521 Incorporated’’ in the engine log book.
(2) For all engine models (Including PT6A-114, -114A and PT6D-114A):
(a) Remove 58 rivets P/N 3018240.
(b) Remove 58 compressor turbine blades P/N 3102401-01.
(c) Install 58 new compressor turbine blades P/N 3045741-01 with 58 new rivets
P/N 3018240.
(d) Write ‘‘P&WC S.B. No. 1521 Incorporated’’ in the engine log book.
NOTE: Engines incorporating less than the full set of the compressor turbine
blades P/N 3045741-01, write in the engine log book the number of
the new blades installed.
(3) For PT6A-114, -114A and PT6D-114A engines the existing compressor turbine disk
balancing assembly can be modified and reidentified:
(a) Identify the compressor turbine disk balancing assembly by striking out the old
P/N 3102421-01 and adding the new P/N 3045761-01 in the same general area
using electrolytic etch (deep) method of marking in accordance with SPOP 401
(Ref. Standard Practices Manual).
NOTE: This is only required if all 58 old compressor turbine blades
P/N 3102401-01 have been replaced with 58 new compressor
turbine blades P/N 3045741-01.
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
4. Appendix
A. Refer to Figure 1 for Parts Progression.
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
PT6A−6,−6A, −6B, −20, −20A, −20B
3007301
BASIC
3008701 3011101 3011201 3011301

SB1031 SB1031 SB1031
3008801 3014901
SB1081
3023401
SB1210
3045741−01
SB1521
3102401−01 Improved Coating
PD2738
CC 8 PRC 02
CC= Compliance Code

PRC= ATA 200 Explanation Code
C38135
Parts Progression of the Compressor Turbine Blades
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
3011201
BASIC
PT6A−27
3014901
SB1101
3023401 3103901−01 3120011−01

SB1210 PD2585 SB1514
3045741−01
3102401−01 SB1521
SB1346 Improved Coating
CC 8 PRC 02
3039901
SB1455
CC= Compliance Code

C62783
Figure 1 (Sheet 2)
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
3014701 PT6A−34
BASIC
3023301 3024501 3039901

SB1211 SB1265 SB1455
3045741−01
SB1521
3104801−01 3102401−01 Improved Coating
SB1388 SB1346
CC 8 PRC 02
3120751−01
SB1520 3103901−01
PD2585
3120011−01
SB1514
CC= Compliance Code

C62784
Figure 1 (Sheet 3)
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
3023401 PT6A−25, −25A

BASIC
3045741−01
SB1521
SB1346
CC 8 PRC 02
3039901
SB1455
PT6A−25C
3045741−01
SB1521
SB1346
CC 8 PRC 02
3039901
SB1455
CC= Compliance Code

C62785
Figure 1 (Sheet 4)
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
3023301 PT6A−34B
BASIC
3045741−01
3102401−01 SB1521
SB1346 Improved Coating
CC 8 PRC 02
3024501 PT6A−36
BASIC
3045741−01
3039901 3102401−01 SB1521
SB1455 SB1346 Improved Coating
CC 8 PRC 02
3104801−01
SB1388
CC= Compliance Code

C62786
Figure 1 (Sheet 5)
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
PT6A−114, −114A
3045741−01
SB1521
BASIC
CC 8 PRC 02
PT6A−21
3023401 3038701
BASIC PD3012
3045741−01
SB1521
SB1346
CC 8 PRC 02
3039901
SB1455
CC= Compliance Code

PRC= ATA Explanation Code
C62787
Figure 1 (Sheet 6)
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
PT6A−34AG
3024501
BASIC
3045741−01
SB1521
3039901 3102401−01 Improved Coating
SB1455 SB1346
CC 8 PRC 02
3120751−01
SB1520
CC= Compliance Code

C62788
Figure 1 (Sheet 7)
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN
TURBOPROP ENGINE
3011201
BASIC
3014901
SB1101
PT6A−28
3023401
SB1210
3024501
SB1265
3045741−01
SB1521
SB1346
CC 8 PRC 02
3039901
SB1455
CC= Compliance Code

C62789
Figure 1 (Sheet 8)
Aug 19/97 PT6A-72-1521

SERVICE BULLETIN

TURBOPROP ENGINE
COMPRESSOR DELIVERY INSULATED AIR PRESSURE TUBE ASSEMBLY - REPLACEMENT
OF
MODEL APPLICATION
PT6A-21, PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34AG, PT6A-34B,
PT6A-36, PT6A-114, PT6A-114A, PT6A-135 and PT6A-135A
Commercial Support Program No: A97006R1
Summary: The compressor delivery insulated air pressure tube assembly was fractured on a
PT6A-25C engine. The tube design has been improved and made from a different
material.
Feb 17/97 PT6A-72-1516

Revision No. 2: Apr 08/97 Cover Sheet
Tél. 514-677-9411
08 April 1997

SUBJECT: Pratt & Whitney Canada Service Bulletin No. PT6A-72-1516, Rev. No. 2, dated Apr
08/97 (P&WC S.B. No. 1516R2) COMPRESSOR DELIVERY INSULATED AIR
PRESSURE TUBE ASSEMBLY - REPLACEMENT OF
superseded copy.
SUMMARY: 1. Para. 1.A.Effectivity, revised to update engine serial numbers.

2. Para. 1.B., Concurrent Requirements, revised to include revised details of the
requirements.
3. Para. 1.E., Compliance, revised to change compliance from 6 to 5.
REVISION HISTORY:
Original Issue: Feb 17/97
Revision No. 1: Mar 27/97
Revision No. 2: Apr 08/97
SERVICE BULLETIN
TURBOPROP ENGINE
OF
A. Effectivity
PT6A-21 Engines which are before and include Serial No. PCE-PE0105
PT6A-25C Engines which are before and include Serial No. PCE-PF0043
PT6A-27 Engines which are before and include Serial No. PCE-PG0024 and all engines
SB1252)
PT6A-34AG Engines which are before and include Serial No. PCE-PH0077 and all
SB1252)
PT6A-114 Engines which are before and include Serial No. PCE-PB0520
PT6A-114A Engines which are before and include Serial No. PCE-PC0512 and all engines
PT6A-135A Engines which are before and include Serial No. PCE-PZ0013
P&WC recommends the incorporation of this service bulletin to be in conjunction with
P&WC S.B. No. 1495R3 (Ref. P3 AIR FILTER DRAIN ADAPTER - INTRODUCTION OF).
C. Reason
(1) Problem
The compressor delivery insulated air pressure tube assembly was fractured on a
PT6A-25C engine.
P&WC No. B8030D, C0504A
Feb 17/97 PT6A-72-1516
Revision No. 2: Apr 08/97 © 1997 Pratt & Whitney Canada Inc. Page 1 of 6
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
OF
(2) Cause
Improper removal of the tube for compressor wash, and internal corrosion were
found.
(3) Solution
Redesign the tube to improve durability:
v Use a more durable and corrosion resistant material.

v Increase tube diameter, wall and insulation thickness
v Modify the end fittings to accommodate the larger tube.
v Reroute the tube to give improved clearance with the engine.
D. Description
Replace the compressor delivery insulated air pressure tube assembly with a new
resigned compressor delivery insulated air pressure tube assembly.
NOTE: A Commercial Support Program Notification No. A97006R1, will be available to
support these parts for the operators of PT6A-25C, -27, -28, -34 and -135
installed on Embraer aircraft application and for PT6A 25A and -25C installed
on other aircraft applications.
E. Compliance
F. Approval
PT6A-25C (Build Specification 580)

All other engines models
Not changed.
Feb 17/97 PT6A-72-1516

Revision No. 2: Apr 08/97 Page 2 of 6
SERVICE BULLETIN
TURBOPROP ENGINE
OF
Not applicable.
J. References
P&WC S.B. No. 1120, 1214, 1252, 1405 and 1453 (Conversion Bulletins)
P&WC Commercial Support Program Notification Program No. A97006R1
Not changed.
A Commercial Support Program Notification No. A97006R1, will be available to

support these parts for the operators of PT6A -25C, -27, -28, -34 and -135 installed
on Embraer aircraft and for PT6A 25A and -25C installed on other aircraft
applications.
The estimated total cost of new parts needed to replace old parts is $Quote (US, 1997).
The new parts are scheduled to be available in May 15, 1997.
C. Manpower
Once you have access to the part, an estimate of 2.0 man-hours is required to include
this service bulletin at maintenance.
Feb 17/97 PT6A-72-1516

SERVICE BULLETIN
TURBOPROP ENGINE
OF
Est. Unit
3123100-01 Tube - Insulated, Air 3016724 1 Quote (A)
Pressure, Compressor
Delivery, Assembly of
3123099-01 Ê Tube - Air Pressure, 3032509 1 NP (B)
Compressor Delivery
Ê Ê Tube - Air Pressure, 3016725 1
Compressor
ST3410-06 Ê Ê Tube - Seamless, 0.375 1 NP (B)
Diameter
3123098-01 Ê Ê Adapter - Tube, 1 NP (B)
Compressor
Ê Ê Elbow - Tube To Boss, 3011864 1
0.250, 2 Hole, 90
3123040-01 Ê Ê Elbow - Tube To Boss, NP (B)
0.375, 2 Hole, 90
Ê Ê Nut - Tube Coupled, MS9198-04 1
0.4375-20
ST3088-07 Ê Ê Nut - Tube Coupling, 62.10
0.4375 -20J-3B
Ê Ê Ferrule - Tube Fitting, MS9483-04 1
0.250
ST3197-05 Ê Ê Wire - Thrust, 0.078 x 4.10
1.438
(B) Part is not procurable.
None.
Feb 17/97 PT6A-72-1516

SERVICE BULLETIN
TURBOPROP ENGINE
OF
Not applicable.
A. Refer to the maintenance or overhaul manuals for instructions:
(1) Remove compressor delivery insulated air pressure tube assembly P/N 3016724.
(2) Install new compressor delivery insulated air pressure tube assembly
P/N 3123100-01.
(3) Write ‘‘P&WC S.B. No. 1516 Incorporated’’ in the engine log book.
4. Appendix
A. Refer to figure 1 for Parts Progression.
Feb 17/97 PT6A-72-1516

SERVICE BULLETIN
TURBOPROP ENGINE
OF
3016724
BASIC
3123100−01
SB1516
Redesign Tube
CC 6 PRC 02
C37149
Progression of the Part
Figure 1
Feb 17/97 PT6A-72-1516

SERVICE BULLETIN
P&WC S.B. No. 1535

73-20-00
TURBOPROP ENGINE
FUEL CONTROL UNIT - MODIFICATION/REPLACEMENT OF
MODEL APPLICATION
PT6A-114A
Summary: To make sure that take-off power can be reached at all conditions, a new fuel control
unit which has an increased fuel flow manual override function is introduced. The
existing fuel control unit can be modified and reidentified.
Jan 08/97 PT6A-72-1535

Cover Sheet
SERVICE BULLETIN
P&WC S.B. No. 1535
TURBOPROP ENGINE
A. Effectivity
PT6A-114A Engines which are before and include Serial No. PCE-PC0465 and all engines
None.
C. Reason
(1) Problem
Some instances have occurred where it was difficult to reach engine take-off power
on the manual override function.
(2) Cause
In some instances, the fuel flow provided by the fuel control manual override
function is low.
(3) Solution
Provide a new fuel control unit with an increased fuel flow manual override
sufficient to make sure that engine take-off power can be reached at all conditions.
The existing fuel control unit can be modified and reidentified.
D. Description
Remove and replace the fuel control unit with a new, or modified, fuel control unit with
an increased fuel flow manual override function.
E. Compliance
CATEGORY 7 - Do this service bulletin when the supply of superseded parts is fully
used.
F. Approval
G. Manpower
Once you have access to the part, an estimate of 1 man-hours is required to include
P&WC No. B7454A
Jan 08/97 PT6A-72-1535
© 1997 Pratt & Whitney Canada Inc. Page 1 of 5
PRINTED IN CANADA
SERVICE BULLETIN
P&WC S.B. No. 1535
TURBOPROP ENGINE
None.
Not changed.
Not applicable.
K. References
P&WC S.B. No. 1529
P&WC S.B. No. 1453 Conversion bulletin
Allied-Signal S.B. No. 3244897-73-1
Not changed.
1996).
The estimated total cost of new parts needed to modify old parts is $ Quote (US, 1996).
Not applicable.
Jan 08/97 PT6A-72-1535

Page 2 of 5
SERVICE BULLETIN
P&WC S.B. No. 1535
TURBOPROP ENGINE
Est. Unit
3244897-2 Fuel Control - Turboprop, 1 30051.00 (A)(B)
Supplier (V07213) P&WC
P/N 3122678-02
Fuel Control - Turboprop, 3244897-1 1 (A)
Supplier (V07213) P&WC
P/N 3122678-01
(B) To get the new part it is possible to modify and reidentify the old part.
OLD P/N NEW P/N

3244897-1 3244897-2
(P&WC P/N 3122678-01) (P&WC P/N 3122678-02)
Not applicable.
A. Refer to the maintenance or overhaul manual for instructions:
(1) Remove FCU P/N 3244897-1 (P&WC P/N 3122678-01).
(2) Install new or modified FCU P/N 3244897-2 (P&WC P/N 3122678-02).
Jan 08/97 PT6A-72-1535

Page 3 of 5
SERVICE BULLETIN
P&WC S.B. No. 1535
TURBOPROP ENGINE
C. FCU P/N 32448897-1 (P&WC P/N 3122678-01), can be modified and reidentified to
P/N 3244897-2 (P&WC P/N 3122678-02) by sending the FCU to:
Allied-Signal
Aerospatiale Canada Inc.
200 Laurentian Blvd.
St. Laurent, Montreal, Quebec
Canada H4L 4X8 or
Pratt & Whitney Canada

2525 Fernand Lafontaine
Longueuil, Quebec
Canada J4N 1N7
4. Appendix
A. Refer to Figure 1 for the parts progression of the FCU.
Jan 08/97 PT6A-72-1535

Page 4 of 5
SERVICE BULLETIN
P&WC S.B. No. 1535
TURBOPROP ENGINE
PT6A−114A
3244809−1
P&WC P/N 3034361
3244809−2
P&WC P/N 3034361B
BASIC
3244809−3
P&WC P/N 3034361C
SPB39
3244809−4
P&WC P/N 3039066
SB1472
3244809−5
P&WC P/N 3122678−01
SB1525 3244809−5−4
P&WC P/N 01R3034361
SB1525
3244897−1
P&WC P/N 3122678−01A
SB1529
3244897−2
P&WC P/N 3122678−02
Increased Fuel Flow Manual
Override Function
SB1535
PRC 02 CC 7
C27879B
Parts Progression of the FCU
Figure 1
Jan 08/97 PT6A-72-1535

Page 5 of 5
SERVICE BULLETIN

TURBOPROP ENGINE
BLEED OFF VALVE (BOV) COVER - INSPECTION/REPLACEMENT OF
MODEL APPLICATION
PT6A-21, -25, -25A,-25C, -27, -28, -34, -34B, -34AG, -114, -114A, -135 and -135A
Commercial Support Program No: A96036
Summary: There have been occurrences of BOV malfunction (Ref. Supplier’s Code 8070). This
service bulletin specifies an inspection or a replacement of the BOV cover assembly
on affected engines. A Commercial Support Program Notification No. A96036, has
been defined to assist in this part.
Nov 22/96 PT6A-72-1538

Revision No. 3: Dec 02/96 Cover Sheet
Longueuil, Québec
Canada J4G 1A1
Tél. 514/677-9411
Fax 514/647-3620
02 December 1996 P&WC S.B. No. 1538R3

Dec 02/96 (P&WC S.B. No. 1538R3) BLEED OFF VALVE (BOV) COVER -
INSPECTION/REPLACEMENT OF
SUMMARY: 1. Added new models to the Effectivity: PT6A-25, -25A, -28 and -34.
2. Added new NOTE in Effectivity and same NOTE after Table 1.
3. Added a BOV serial number range: 21A233 to 21A287.
4. Added NOTE 2 and NOTE 3 in the Accomplishment Instructions after Table
1.
5. Added NOTE 1 for the transfer of information from old bleed valve cover
assembly to new bleed valve cover assembly.
REVISION HISTORY:
Original Issue: Nov 22/96
Revision No. 1: Nov 26/96
Revision No. 2: Nov 28/96
Revision No. 3: Dec 02/96
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
PT6A-21 Engines which are between and include Serial No. PCE-25845 and PCE-25931
PT6A-25 and -25A Engines (See NOTE 1)
PT6A-25C Engines which are between and include Serial No. PCE-26372 and
PCE-26440
PT6A-25C Engines which are before and include Serial No. PCE-PF0029 but not
including PCE-PF0013, PCE-PF0015, PCE-PF0017 and PCE-PF0028
PT6A-27 Engines which are between and include Serial No. PCE-42767 and PCE-42771
and all engines converted to Engine Model PT6A-27 (Ref. P&WC engine conversion
SB1214)
PT6A-28 Engines (See NOTE 1)
PT6A-34 Engines which are before and include Serial No. PCE-RB0004
PT6A-34B Engines (See NOTE 1)
PT6A-34AG Engines which are between and include Serial No. PCE-57494 and
PCE-57528 and all engines converted to Engine Model PT6A-34AG (Ref. P&WC engine
conversion SB1252)
PT6A-34AG Engines which are before and include Serial No. PCE-PH0036 but not
including PCE-PH0033 and PCE-PH0035 and all engines converted to Engine Model
PT6A-34AG (Ref. P&WC engine conversion SB1252)
PT6A-114 Engines which are between and include Serial No. PCE-17489 and
PCE-17497
PT6A-114 Engines which are between and include Serial No. PCE-PB0498 and
PCE-PB0509
PT6A-114A Engines which are between and include Serial No. PCE-19307 and
PCE-19423 and all engines converted to Engine Model PT6A-114A (Ref. P&WC engine
conversion SB1453)
PT6A-114A Engines which are between and include Serial No. PCE-PC0424 and
PCE-PC0481 and all engines converted to Engine Model PT6A-114A (Ref. P&WC
engine conversion SB1453)
PT6A-135 Engine Serial No. PCE-92772
PT6A-135A Engine Serial No. PCE-35102
P&WC No. R6071B

Nov 22/96 PT6A-72-1538
Revision No. 3: Dec 02/96 © 1996 Pratt & Whitney Canada Inc. Page 1 of 9
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
NOTE: 1. This service bulletin applies to all BOV (Supplier’s Code No. 8070) and
to all installed BOVs on engines not identified in the above list, and
including all spare BOV’s with that code number. This code number is
found on the compressor bleed valve cover assembly P/N 3105436-01.
NOTE: 2. The serial numbers of the affected BOVs are listed in Table 1. BOVs that
have been reidentified to RE71 have been inspected and no further
action is necessary.
NOTE: 3. If there is a conflict between engine serial numbers and the serial
numbers of the affected BOVs, the serial numbers of the affected BOVs
take precedence.
None.
C. Reason
(1) Problem
Malfunction of BOV (Ref. Supplier’s Code No. 8070).
(2) Cause
Possible movements of guide shaft pin can result in wear indications or fracture of
the cotter pin.
(3) Solution
Perform an inspection on the cotter pin and check for any movement of BOV guide
shaft pin. Replace the BOV cover assembly if any wear indications are found on
the cotter pin or any movement of the guide shaft pin is apparent.
D. Description
For the BOV with the supplier’s code No. 8070, inspect and or replace the BOV cover
assembly if any wear indications are found on the cotter pin or any movement in the guide
shaft pin is apparent.
NOTE: A Commercial Support Program Notification No. A96036, has been defined to
assist in procuring this part.
Nov 22/96 PT6A-72-1538

Revision No. 3: Dec 02/96 Page 2 of 9
SERVICE BULLETIN
TURBOPROP ENGINE
E. Compliance
CATEGORY 3 - Do within the next 100 flight hours.
NOTE: Do all spare subassemblies.

F. Approval
G. Manpower
None.
Not changed.
Not applicable.
K. References
Commercial Support Program Notification No. A96036
P&WC S.B. No. 1214, 1252, and 1453
Not changed.
Nov 22/96 PT6A-72-1538

SERVICE BULLETIN
TURBOPROP ENGINE
A Commercial Support Program Notification No. A96036, will be available to support

these parts.
Est. Unit
Refer to Para. 3, Accomplishment Instructions, for the details of any parts and consumable
materials required, depending on the results of the inspection.
None.
Not applicable.
A. Refer to the maintenance manual and to Figure 1,for removal and installation instructions:
(1) For BOV with Supplier’s Code No. 8070 and serial numbers:
Nov 22/96 PT6A-72-1538

SERVICE BULLETIN
TURBOPROP ENGINE
20 100
110
30
100
70
110
40 10
80
50
90
60
INTERFACE AREAS
VIEW ON A
C36198
Compressor Bleed Valve Cover Inspection and Replacement Area
Figure 1
Nov 22/96 PT6A-72-1538

SERVICE BULLETIN
TURBOPROP ENGINE
TABLE 1, Affected BOV Serial Numbers

19A757 TO 19A949
19A962 TO 20A011
20A114 TO 20A286
20A295 TO 20A375
20A409 TO 20A587
20A590 TO 20A717
20A818 TO 21A179
21A180 TO 21A189
21A210 TO 21A232
21A233 TO 21A287
21A388 TO 22A351
22A406 TO 22A411
22A512 TO 23A156
23A357 TO 23A389
23A444 TO 23A604
23A665 TO 23A761
23A762 TO 23A855
23A956 TO 24A135
24A336 TO 24A831
Nov 22/96 PT6A-72-1538

SERVICE BULLETIN
TURBOPROP ENGINE
NOTE: 1. This supplier’s code number is found on compressor bleed valve cover
assembly P/N 3105436-01 (Ref. 10).
NOTE: 2. The serial numbers of the affected BOVs are listed in Table 1. BOVs that
have been identified to RE71 have been inspected and no further action
is necessary.
NOTE: 3. If you have identified a BOV in the above table, please contact your local
P&WC Support Representative or P&WC Help Desk at 1-800-268-8000
(North America) or 1-514-647-8000 (International).
NOTE: 4. If there is a conflict between engine serial numbers and the serial
numbers of the affected BOVs, the serial numbers of the affected BOVs
take precedence.
(a) Remove compressor BOV from the engine.
(b) Remove compressor bleed valve cover assembly by removing four nuts
P/N 3016606 (Ref. 20), washers P/N MS9320-09 (Ref. 30).
(c) Separate compressor bleed valve cover P/N 3105436-01 (Ref. 10) from
compressor bleed valve housing.
(2) Perform an inspection on the compressor bleed valve cover assembly:
(a) Verify the integrity of the cotter pin P/N MS9245-30 (Ref. 60).
(b) Remove the cotter pin P/N MS9245-30 (Ref. 60).
(c) Inspect middle section of the cotter pin for marks, dents, grooves or any
evidence of pitting, pinching or any wear (Ref. View A).
(d) Special attention should be placed on the interface areas between the guide
shaft pin and the cover bore where the cotter pin may be subjected to shear
stress as defined in Figure 1.
NOTE: Discard the cotter pin.
(e) Any defect found on the cotter pin is a true indication of movement of the guide
shaft pin in the bore while valve is in operation.
NOTE: If this condition is found, a new compressor bleed valve cover
assembly must be installed (Ref. Para. 3.A.3).
(f) Firmly hold the valve cover assembly with one hand and using the other hand
apply radial and axial force from guide shaft pin end, to check for movement of
the shaft in the cover bore.
NOTE: If movement is found, a new compressor bleed valve cover assembly
must be installed (Ref. Para. 3.A.3).
Nov 22/96 PT6A-72-1538

SERVICE BULLETIN
TURBOPROP ENGINE
(g) Install a new cotter pin P/N MS9245-30 (Ref. 60) and assemble the compressor
bleed valve cover assembly to the compressor bleed valve housing (Ref. Para.
3.A.4).
(3) Installation of a new compressor bleed valve cover assembly.
(a) Remove metering components from unserviceable compressor bleed valve
cover:
NOTE: 1. Metering plugs must never be intermixed with parts from other
valves or new parts fitted in the field.
NOTE: 2. For the PT6A-25 and -25A engines, item 100 on top of the
compressor bleed valve cover corresponds to the metering plug,
and item 90 corresponds to one of the blanking plugs.
1 Remove plugs (Ref. 100) from the compressor bleed valve cover assembly
(Ref. 10) and discard preformed packings (Ref. 110).
2 Remove metering plug (Ref. 90) from the compressor bleed valve cover
assembly (Ref. 10) and discard preformed packing (Ref. 80).
(b) Assemble and install metering components on the new compressor bleed valve
cover assembly:
1 Install new preformed packing (Ref. 110) on the blanking plugs (Ref. 100)
and fit plugs in the compressor bleed valve cover assembly (Ref. 10). Do
not torque plug at this time.
2 Install new preformed packing (Ref. 80) on the metering plug (Ref. 90) and
install plug in the compressor bleed valve cover assembly (Ref. 10). Do not
torque plug at this time.
(4) Assemble the compressor bleed valve cover assembly P/N 3105436-01 (Ref. 10)
and compressor bleed valve housing:
CAUTION: MAKE SURE METERING PLUG PASSAGE IS CLEAR OF ANY
FOREIGN MATERIAL.
(a) Lightly smear mating face of the compressor bleed valve cover assembly
P/N 3105436-01 (Ref. 10) with sealing compound (AMS3087, MIL-S-8660,
Dow Corning No. 4), and position cover over studs on compressor bleed valve
housing, so that shoulder pins P/N 3002376 (Ref. 40) are aligned. Make
sure the diaphragm skirt is properly seated between housing and the cover.
NOTE: When applying compound (AMS3087, MIL-S-8660, Dow Corning
No. 4), make sure that area around the metering plug is dry and the
cavity is free from the compound.
Nov 22/96 PT6A-72-1538

SERVICE BULLETIN
TURBOPROP ENGINE
(b) Install four washers P/N MS9320-09 (Ref. 30) and nuts P/N 3016606 (Ref. 20).
Torque nuts 16 to 20 lb. in.
(c) Withdraw piston towards end of the housing until diaphragm is taut; then push
piston back up through housing to make sure the diaphragm is rolling properly
between piston and the housing wall.
(5) Perform compressor bleed valve assembly checks in accordance with the
maintenance manual.
NOTE: After test, torque all metering plugs in accordance with maintenance
manual.
(6) Identify serviceable compressor bleed valve assembly with ‘‘RE71’’ adjacent to the
P/N using the vibropeen method of marking.
NOTE: If a new compressor bleed valve cover assembly is used, transfer all
necessary identification part numbers (including serial and class number)
from the old cover assembly to the new cover assembly.
(7) Install serviceable compressor bleed valve assembly in accordance with the
maintenance manual.
(8) Write ‘‘P&WC S.B. No. 1538 incorporated’’ in the engine log book.
4. Appendix
Not applicable.
Nov 22/96 PT6A-72-1538

SERVICE BULLETIN
P&WC S.B. No. 1550

72-60-00
TURBOPROP ENGINE
THINNER ADJUSTMENT SPACERS FOR OIL PRESSURE RELIEF VALVE - INTRODUCTION
OF
MODEL APPLICATION
PT6A-25C, -34AG
Summary: Adjustment of the main oil pressure indication is difficult because of the pressure
relief valve (PRV) sensitivity. Additional thinner spacers are introduced to permit more
sensitive adjustment of the pressure relief valve.
VIEW ON A VIEW ON B
(PT6A−34AG) (PT6A−25C)
Feb 23/98 PT6A-72-1550

Cover Sheet
SERVICE BULLETIN
P&WC S.B. No. 1550
TURBOPROP ENGINE
OF
A. Effectivity
PT6A-25C Engines which are before and include Serial No. PCE-PF0044, and Serial
No. PCE-26001 thru PCE-26441
PT6A-34AG Engines which are before and include Serial No. PCE-PH0116, and Serial
No. PCE-57001 thru PCE-57528 and all engines converted to engine model
PT6A-34AG (Ref. engine conversion SB1252)
None.
C. Reason
(1) Problem
It is not easy to obtain the proper torque indication requirement.
(2) Cause
The pressure relief valve adjustment sensitivity is not sufficient to permit the fine
adjustment required.
(3) Solution
Provide thinner spacers to permit a finer range of adjustment of the PRV.
D. Description
At engine assembly, to obtain the required oil pressure, new thinner adjustment spacers
may be installed as required following maintenance manual instructions.
E. Compliance
CATEGORY 8 - Do this service bulletin based on experience with the old part(s).
F. Approval
None.
Not changed.
P&WC No. C0721A

Feb 23/98 PT6A-72-1550
© 1998 Pratt & Whitney Canada Inc. Page 1 of 3
PRINTED IN CANADA
SERVICE BULLETIN
P&WC S.B. No. 1550
TURBOPROP ENGINE
OF
Not applicable.
J. References
P&WC S.B. No. 1252 (Conversion Bulletin)
Not changed.
Not applicable.
C. Manpower
No more man-hours are necessary to include this service bulletin at maintenance.
Est. Unit
PT6A-25C
3045236-01 Spacer, Flat, 0.655 ID X AR 6.70 (A)(C)
0.855 OD X 0.025 Thick
Feb 23/98 PT6A-72-1550

Page 2 of 3
SERVICE BULLETIN
P&WC S.B. No. 1550
TURBOPROP ENGINE
OF
Est. Unit
PT6A-34AG
AJ3011810 Gearbox Assembly, A3011810 1 Ref. (B)
Accessory
3045432-01 Ê Spacer, Flat, 0.655 ID X AR Quote (C)
0.855 OD X 0.025 Thick
(A) ONE WAY INTERCHANGEABLE - (ATA 200 Explanation Code 01):
The old part can only replace the old part; the new part can replace the old and the new
part.
(B) TWO WAY INTERCHANGEABLE - (ATA 200 Explanation Code 02):
(C) A maximum of one (1) spacer may be used.
None.
Not applicable.
A. Refer to the instructions in the maintenance manual (Ref. 72-60-00):
(1) To obtain the required oil pressure, install a maximum of one (1) spacer
P/N 3045236-01 (PT6A-25C) or P/N 3045232-01 (PT6A-34AG).
(2) Install the oil pressure relief valve.
4. Appendix
Not applicable.
Feb 23/98 PT6A-72-1550

Page 3 of 3
SERVICE BULLETIN

73-10-05
TURBOPROP ENGINE
FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF
MODEL APPLICATION
PT6A-36, PT6A-114, PT6A-114A, PT6A-135, PT6A-135A, PT6D-114A
Commercial Support Program No: A98005 (And subsequent revision while program is in effect).
Summary: There have been two occurrences where unusual exhaust gas temperature
distribution has been observed at P&WC production facilities. This service bulletin
specifies an inspection or a replacement of the fuel manifold adapter assemblies
procured from any P&WC Parts Distributor or installed on new engines prior to January
31st 1998. Commercial Support Program Notification No. A98005 (And subsequent
revision while program is in effect), has been defined to assist in the accomplishment of
this service bulletin.
Feb 11/98 PT6A-72-1555

Tél. 514-677-9411
13 May 1998

13/98 (P&WC S.B. No. 1555R4) FUEL NOZZLES AND MANIFOLD ADAPTERS
superseded copy.
SUMMARY: 1. Para. 3., Table 1, revised to correct and add applicable fuel nozzle part numbers.
EFFECT OF REVISION ON PRIOR ACCOMPLISHMENT: Yes, see Table 1.
REVISION HISTORY:
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
PT6A-34 Engines which are before and include Serial No. PCE-RB0015 and all engines
SB1252)
PT6A-34B Engines (See Note 2)
PT6A-114 Engines which are before and include Serial No. PCE-PB0526 (Notes 1
through 4 also apply)
engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion
SB1453) (Notes 1 through 4 also apply)
PT6A-135 Engines which are before and include Serial No. PCE-RE0002
PT6D-114A Engine Serial No. PCE-RG0001
NOTE: 1. This service bulletin applies to all fuel manifold adapter assemblies
shown in Table 1 installed on new engines identified in the above list.
NOTE: 2. This service bulletin applies to all spare fuel manifold adapter assemblies
procured from any P&WC Parts Distributor prior to January 31st 1998
that have been installed.
NOTE: 3. This service bulletin applies to all new spare fuel manifold assemblies
not yet installed.
NOTE: 4. Fuel manifold adapter assemblies that have been reidentified to RE00
have been inspected and no further action is necessary.
None.
P&WC No. R6100A

Feb 11/98 PT6A-72-1555
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
C. Reason
(1) Problem
Premature hot section deterioration can be caused by incorrect assembly detail

parts of the fuel manifold adapter assemblies.
(2) Cause
Fuel manifold adapter assemblies were assembled with the incorrect fuel nozzle
assembly detail part.
(3) Solution
Perform an inspection on the fuel manifold adapter assemblies to determine the

correct detail parts of that assembly. Replace incorrect parts as shown in Table 1.
D. Description
For the fuel manifold adapters assemblies remove, inspect, reidentify or replace with the
correct parts and install.
NOTE: Commercial Support Program Notification No. A98005 (And subsequent

revision while program is in effect), has been defined to assist in the
incorporation of this service bulletin.
E. Compliance
CATEGORY 3 - Do within the next scheduled fuel nozzle inspection interval, but not to
exceed 400 flight hours.
F. Approval
None.
Not changed.
Not applicable.
Feb 11/98 PT6A-72-1555

SERVICE BULLETIN
TURBOPROP ENGINE
J. References
P&WC S.B. No. 1214, 1120, 1499, 1252, 1405 and 1453 (Conversion Bulletins)
Commercial Support Program Notification A98005 (And subsequent revision while
program is in effect)
None.
Not changed.
Commercial Support Program Notification No. A98005 (And subsequent revision

while program is in effect), will be available to support these parts.
Not applicable.
Refer to Para. 3, Accomplishment Instructions for details of any parts and

consumable materials required, depending on the results of the inspection.
C. Manpower
Not applicable.
None.
Not applicable.
Feb 11/98 PT6A-72-1555

SERVICE BULLETIN
TURBOPROP ENGINE
A. Refer to the applicable maintenance, overhaul manuals and to Figure 1 for instructions:
(1) Remove all fuel manifold adapters from the engine.
CAUTION: FOR PARTS REMOVED FROM THE ENGINE, DO NOT STRAIGHTEN
LUGS ON TAB WASHERS OR REMOVE FUEL NOZZLE ASSEMBLIES
FROM THE MANIFOLD ADAPTERS.
(2) If necessary, remove carbon build-up from the general area surrounding the fuel
nozzle hexagon. Refer to the cleaning instructions.
NOTE: Scrubbing the fuel nozzle with a non-metallic bristle brush can be used as
an alternate method to remove the carbon build-up from around the fuel
nozzle, provided the fuel manifold adapter is installed in a flow fixture and is
kept flowing during the brushing operation.
(3) With a 10X magnifying glass verify that each manifold adapter carries the correct
detail fuel nozzle assembly part number.
(a) The part identification number of the fuel manifold adapter assemblies (primary,
secondary or inlet) must correspond with one of the approved configurations of
the fuel nozzle assemblies. (Refer to Table 1).
NOTE: If the identification number of the nozzle part cannot be identified, the
manifold adapter must be sent to an approved overhaul facility to
comply with this service bulletin.
(4) All suspect fuel manifold adapter assemblies including spare assemblies must be
returned for calibration and reidentification. (Refer to Commercial Support Program
Notification No. A98005 (And subsequent revision while program is in effect), for
details).
(5) If one of the fuel manifold adapter assemblies is found with the incorrect configuration
of the fuel nozzle assembly (Ref. Table 1), or if the identification number of one fuel
nozzle assembly could not be identified, proceed as follows:
NOTE: For new engines with total time of 20 flight hours or less, the following
procedure is not required.
(a) Remove power section module.
(b) Remove combustion chamber liner.
(c) Inspect combustion chamber liner, small exit duct and compressor turbine vane
ring for signs of overheating. Refer to applicable manuals for acceptable
conditions.
NOTE: Check specially the compressor turbine vane ring for distortion, if
necessary, remove the compressor turbine disk assembly to facilitate
the inspection of the compressor turbine vane ring.
Feb 11/98 PT6A-72-1555

SERVICE BULLETIN
TURBOPROP ENGINE
ADAPTER
LOCATION OF PART NUMBER

TO BE VERIFIED. (ONE OF THE
FACES OF THE HEXAGON)
C61487
Inspection of Fuel Manifold Adapter Assembly
Figure 1
Feb 11/98 PT6A-72-1555

SERVICE BULLETIN
TURBOPROP ENGINE
(d) If the compressor turbine vane ring has trailing edge burn through beyond the
limits specified in the manual, the compressor turbine blades must be replaced.
(e) Repair or replace all other parts as necessary.
(f) Install the combustion chamber liner.
(g) Install power section module.
(6) Serviceable fuel manifold adapter assemblies must be identified with ‘‘RE00’’
adjacent to the part number using the vibropeen method of marking.
(7) Install serviceable fuel manifold adapter assemblies.
B. Write ‘‘P&WC S.B. No. 1555 Incorporated’’ in the engine log book.
TABLE 1, Acceptable Fuel Manifold Nozzle Assemblies

Fuel Manifold Manifold Adapter Fuel Nozzle
Engine Model Adapter Type Part Numbers Part Numbers
PT6A-21
Primary 3014704 3010036 or
3106347-01 3034891 or
3030946
Secondary 3014705 3010036 or
3106346-01 3034891 or
3030946
Inlet 3019757 3010036 or
3106345-01 3034891 or
3030946
PT6A-25, -25A
Primary 3014704 3010036 or
3106347-01 3030946 or
3034891
Secondary 3014705 3010036 or
3106346-01 3030946 or
3034891
Inlet 3019757 3010036 or
3106345-01 3030946 or
3034891
Feb 11/98 PT6A-72-1555

SERVICE BULLETIN
TURBOPROP ENGINE
TABLE 1, Acceptable Fuel Manifold Nozzle Assemblies (Cont’d)

PT6A-25C
Primary 3014704 3010036 or
3106347-01 3030946 or
3034891
Secondary 3014705 3010036 or
3030946 or
3034891
Inlet 3019757 3010036 or
3106345-01 3030946 or
3034891
PT6A-27, -28
Primary 3014704 3010036 or
3106347-01 3030946 or
3034891
Secondary 3014705 3010036 or
3106346-01 3030946 or
3034891
Inlet 3106348-01 3010036 or
3030946 or
3034891
PT6A-34, -34AG, -34B, -36
Primary 3014704 3010036 or
3106347-01 3030946 or
3034891
Secondary 3014705 3010036 or
3106346-01 3030946 or
3034891
Inlet 3106348-01 3010036 or
3030946 or
3034891
Feb 11/98 PT6A-72-1555

SERVICE BULLETIN
TURBOPROP ENGINE
TABLE 1, Acceptable Fuel Manifold Nozzle Assemblies (Cont’d)

PT6A-114, -114A, -135, -135A

Primary 3014704 3010036 or
3106347-01 3030946 or
3034891
Secondary 3014705 3010036 or
3106346-01 3030946 or
3034891
Inlet 3019757 3010036 or
3106348-01 3030946 or
3106345-01 3034891
4. Appendix
Not applicable.
Feb 11/98 PT6A-72-1555

SERVICE BULLETIN

73-10-05
TURBOPROP ENGINE
MODEL APPLICATION
PT6A-36, PT6A-114, PT6A-114A, PT6A-135, PT6A-135A, PT6D-114A
Summary: There have been three occurrences where secondary fuel manifold adapter
assemblies have been found incorrectly identified as primary fuel manifold adapter
assemblies. This service bulletin specifies an inspection or a replacement of the fuel
manifold adapter assemblies procured from any P&WC Parts Distributor or installed
on new engines prior to February 28th 1998. Commercial Support Program Notification
No. A98005 (And subsequent revision while program is in effect), has been defined
to assist in the accomplishment of this service bulletin. If P&WC S.B. No.1555 (Ref.
FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF)
was not accomplished, then it must be incorporated in conjunction with this Service
Bulletin.
Mar 13/98 PT6A-72-1558

Tél. 514-677-9411
01 May 1998

superseded copy.
SUMMARY: 1. Para. 1.A., Effectivity, revised to amend the Notes 1 and 2. In addition, the
customer has requested a reference to Notes 1 through 4 for the PT6A-114 and
PT6A-114A engine models.
2. Para. 1.E., Compliance, revised to amend the requirements.
REVISION HISTORY:
Original Issue: Mar 13/98
SERVICE BULLETIN
TURBOPROP ENGINE
A. Effectivity
PT6A-34 Engines which are before and include Serial No. PCE-RB0017 and all engines
SB1252)
PT6A-34B Engines (See Note 2)
PT6A-114 Engines which are before and include Serial No. PCE-PB0527 (Notes 1
through 4 also apply)
engines converted to Engine Model PT6A-114A (Ref. P&WC engine conversion
SB1453) (Notes 1 through 4 also apply)
PT6A-135 Engines which are before and include Serial No. PCE-RE0002
PT6D-114A Engine Serial No. PCE-RG0001
procured from any P&WC Parts Distributor prior to February 28th 1998
not yet installed.
If P&WC S.B. No.1555 (Ref. FUEL NOZZLES AND MANIFOLD ADAPTERS

INSPECTION/REPLACEMENT OF) was not accomplished, then it must be incorporated
in conjunction with this Service Bulletin.
P&WC No. R6102

Mar 13/98 PT6A-72-1558
PRINTED IN CANADA
SERVICE BULLETIN
TURBOPROP ENGINE
C. Reason
(1) Problem
New engines have been shipped with incorrect configuration of primary and
secondary fuel manifold adapter assemblies.
(2) Cause
Incorrect identification of the primary and secondary fuel manifold adapter

assemblies.
(3) Solution
Perform an inspection of the fuel manifold adapter assemblies to determine whether

the correct adapter assemblies are installed on the engine in accordance with the
applicable maintenance manual.
D. Description
For the fuel manifold adapter assemblies determine by inspecting the correct number of
weld spots and the positioning of each adapter. Replace incorrectly identified fuel
manifold adapters with the correct serviceable fuel manifold adapter assemblies as defined
in the applicable maintenance manual for the actual engine configuration.

E. Compliance
F. Approval
None.
Not changed.
Mar 13/98 PT6A-72-1558

SERVICE BULLETIN
TURBOPROP ENGINE
Not applicable.
J. References
P&WC S.B. No. 1555
P&WC S.B. No. 1214, 1120, 1499, 1252, 1405, 1453 (Conversion Bulletins)
None.
Not changed.

Not applicable.
C. Manpower
Not applicable.
None.
Mar 13/98 PT6A-72-1558

SERVICE BULLETIN
TURBOPROP ENGINE
Not applicable.
A. Refer to the applicable maintenance, overhaul manuals and to Figures 1 and 2 for
instructions:
(1) Identify the configuration of the primary and secondary fuel manifold adapters
assemblies applicable to the engine in accordance with the engine modification
status referenced in the engine log book and the applicable maintenance manual.
(2) Fill in the blanks of the ‘‘Reference View’’ in Figure 1, with ‘‘P’’ (Primary) or ‘‘S’’
(Secondary) locations respectively, in accordance with the engine’s required
configuration of fuel manifold adapters.
(3) Record the position of each manifold adapter installed on the gas generator case to
identify its original location.
NOTE: If this service bulletin is accomplished at the aircraft manufacturer, removal

of the fuel manifold adapter assemblies is optional.
(5) Verify the number of weld marks on each of the fuel manifold adapters. Refer to
Table 1, for the affected parts and to Figure 2, for the location of the weld marks
on the primary or secondary fuel manifold adapter assemblies.
NOTE: 1. Primary fuel manifold adapters have two weld marks, one located on the
surface adjacent to the flange and the other located on the elbow of one
of the fuel manifold passages.
NOTE: 2. Secondary fuel manifold adapters have only one weld mark on the elbow
of one of the fuel manifold passages.
NOTE: 3. It is not necessary to inspect the Inlet Fuel Manifold Adapter in any
installation.
(6) Use the ‘‘Status View’’ (Ref. Fig. 1) to record the number of the weld marks found
on each fuel manifold adapter at each location. Write 1 or 2 in the parentheses.
(7) Complete Figure 1, by writing ‘‘P’’ or ‘‘S’’ beside the parentheses. Write ‘‘P’’ where
two weld marks were found, and ‘‘S’’ where only one weld mark was found.
(8) Compare the results obtained in both the ‘‘Reference View’’ and the ‘‘Status View’’
in Figure 1. The distribution of the primary and secondary adapters must be the
same on both views.
Mar 13/98 PT6A-72-1558

SERVICE BULLETIN
TURBOPROP ENGINE
1
14 2
13 3
12 4
ENGINE
I CONFIGURATION
REFERENCE VIEW
11 5
I
10 6
9 7 ( )
8 ( ) ( )
1
INLET ( ) 14 2 ( )
VIEWED FROM ENGINE REAR
13 3
( ) ( )
12 4
ENGINE
I ACTUAL STATUS
VIEW
( ) 11 5 ( )
I
10 6
( ) ( )
9 7
8
( ) ( )
INLET
P − PRIMARY VIEWED FROM ENGINE REAR
S − SECONDARY
I − SPARK IGNITERS
C61931
Location of the Fuel Manifold Adapter Assemblies
Figure 1
Mar 13/98 PT6A-72-1558

SERVICE BULLETIN
TURBOPROP ENGINE
PRIMARY
FUEL MANIFOLD
ADAPTER ASSEMBLY
HAS TWO WELD MARKS
FLANGE
SECONDARY
FUEL MANIFOLD
ADAPTER ASSEMBLY
HAS A SINGLE WELD MARK
FLANGE
C61927
Identification of the Fuel Manifold Adapter Assemblies
Figure 2
Mar 13/98 PT6A-72-1558

SERVICE BULLETIN
TURBOPROP ENGINE
(9) If the distribution of the adapters found on the engine does not coincide with the
‘‘Reference View’’, all suspect fuel manifold adapters must be replaced with the
correct type of serviceable fuel manifold adapter assemblies as defined in the
(10) Fuel manifold adapter assemblies found with the incorrect number of weld marks or
identification part numbers must be returned to the supplier for calibration and
reidentification (Refer to the Commercial Support Program Notification No. A98005
(And subsequent revision while program is in effect)).
(11) Serviceable fuel manifold adapter assemblies must be identified with ‘‘REO2’’
NOTE: For engines inspected at the Aircraft Manufacturer before aircraft delivery,
the identification of the fuel manifold adapters assemblies is optional.

Fuel Manifold Manifold Adapter Correct No. of
Engine Model Adapter Type Part Numbers Weld Marks
Primary 3106347-01 TWO

Secondary 3106346-01 ONE
4. Appendix
Not applicable.
Mar 13/98 PT6A-72-1558

SERVICE BULLETIN
P&WC S.B. No. 12147R2

73-10-05
TURBOPROP ENGINE
MODEL APPLICATION
PT6A-11, PT6A-11AG, PT6A-15AG, PT6A-110, PT6A-112
Summary: There have been two occurrences where unusual exhaust gas temperature
distribution has been observed at P&WC production facilities. This service bulletin
specifies an inspection or a replacement of the fuel manifold adapter assemblies
procured from any P&WC Parts Distributor or installed on new engines prior to January
31st 1998. Commercial Support Program Notification No. A98005 (And subsequent
revision while program is in effect), has been defined to assist in the accomplishment of
this service bulletin.
Feb 11/98 PT6A-72-12147

Tél. 514-677-9411
01 May 1998
P&WC S.B. No. 12147R2

superseded copy.
SUMMARY: 1. Para. 1.A., Effectivity, revised to amend the Notes 1 and 2.

REVISION HISTORY:
SERVICE BULLETIN
P&WC S.B. No. 12147R2
TURBOPROP ENGINE
A. Effectivity
PT6A-11 Engines which are before and including Serial No. PCE-10539
PT6A-11AG Engines which are before and include Serial No. PCE-RH0024
PT6A-15AG Engines which are before and include Serial No. PCE-PD0036
PT6A-112 Engines which are before and include Serial No. PCE-PA0004
not yet installed.
None.
C. Reason
(1) Problem
Premature hot section deterioration can be caused by incorrect assembly detail

parts of the fuel manifold adapter assemblies.
(2) Cause
Fuel manifold adapters were assembled with the incorrect fuel nozzle assembly
detail part.
(3) Solution
Perform an inspection on the fuel manifold adapter assemblies to determine the

correct detail parts of that assembly. Replace incorrect parts as shown in Table 1.
P&WC No. R6100A

Feb 11/98 PT6A-72-12147
PRINTED IN CANADA
SERVICE BULLETIN
P&WC S.B. No. 12147R2
TURBOPROP ENGINE
D. Description
For the fuel manifold adapters assemblies remove, inspect, reidentify or replace with the
correct parts and install.
E. Compliance
F. Approval
None.
Not changed.
Not applicable.
J. References
None.
Not changed.

Feb 11/98 PT6A-72-12147

SERVICE BULLETIN
P&WC S.B. No. 12147R2
TURBOPROP ENGINE
Not applicable.

C. Manpower
Not applicable.
None.
Not applicable.
A. Refer to the applicable maintenance, overhaul manuals and to Figure 1 for instructions:
CAUTION: FOR PARTS REMOVED FROM THE ENGINE, DO NOT STRAIGHTEN

LUGS ON TAB WASHERS OR REMOVE FUEL NOZZLE ASSEMBLIES
FROM THE MANIFOLD ADAPTERS.
(2) If necessary, remove carbon build-up from the general area surrounding the fuel
nozzle hexagon. Refer to the cleaning instructions.
NOTE: Scrubbing the fuel nozzle with a non-metallic bristle brush can be used as
an alternate method to remove the carbon build-up from around the fuel
nozzle, provided the fuel manifold adapter is installed in a flow fixture and is
kept flowing during the brushing operation.
(3) With a 10X magnifying glass verify that each manifold adapter carries the correct
detail fuel nozzle assembly part number.
Feb 11/98 PT6A-72-12147

SERVICE BULLETIN
P&WC S.B. No. 12147R2
TURBOPROP ENGINE
ADAPTER
LOCATION OF PART NUMBER

TO BE VERIFIED. (ONE OF THE
FACES OF THE HEXAGON)
C61487
Inspection of Fuel Manifold Adapter Assembly
Figure 1
Feb 11/98 PT6A-72-12147

SERVICE BULLETIN
P&WC S.B. No. 12147R2
TURBOPROP ENGINE
(a) The part identification number of the fuel manifold adapter assemblies (primary,
secondary or inlet) must correspond with one of the approved configurations of
the fuel nozzle assemblies. (Refer to Table 1).
NOTE: If the identification number of the nozzle part cannot be identified, the
manifold adapter must be sent to an approved overhaul facility to
comply with this service bulletin.
(4) All suspect fuel manifold adapter assemblies including spare assemblies must be
returned for calibration and reidentification. (Refer to Commercial Support Program
Notification No. A98005 (And subsequent revision while program is in effect), for
details).
(5) If one of the fuel manifold adapter assemblies is found with the incorrect configuration
of the fuel nozzle assembly (Ref. Table 1), or if the identification number of one fuel
nozzle assembly could not be identified, proceed as follows:
NOTE: For new engines with total time of 20 flight hours or less, the following
procedure is not required.
(a) Remove power section module.
(b) Remove combustion chamber liner.
(c) Inspect combustion chamber liner, small exit duct and compressor turbine vane
ring for signs of overheating. Refer to applicable manuals for acceptable
conditions.
NOTE: Check specially the compressor turbine vane ring for distortion, if
necessary, remove the compressor turbine disk assembly to facilitate
the inspection of the compressor turbine vane ring.
(d) If the compressor turbine vane ring has trailing edge burn through beyond the
limits specified in the manual, the compressor turbine blades must be replaced.
(e) Repair or replace all other parts as necessary.
(f) Install the combustion chamber liner.
(g) Install power section module.
(6) Serviceable fuel manifold adapter assemblies must be identified with ‘‘RE00’’
Feb 11/98 PT6A-72-12147

SERVICE BULLETIN
P&WC S.B. No. 12147R2
TURBOPROP ENGINE

PT6A-11, -11AG, -110, -112

Primary 3014704 3010036 or
3106347-01 3034891 or
3030946
Secondary 3014705 3010036 or
3106346-01 3034891 or
3030946
Inlet 3019757 3010036 or
3106345-01 3034891 or
3030946
PT6A-15AG
Primary 3014704 3010036 or
3106347-01 3030946 or
3034891
Secondary 3014705 3010036 or
3106346-01 3030946 or
3034891
Inlet 3106348-01 3010036 or
3030946 or
3034891
4. Appendix
Not applicable.
Feb 11/98 PT6A-72-12147

SERVICE BULLETIN
P&WC S.B. No. 12148R1

73-10-05
TURBOPROP ENGINE
MODEL APPLICATION
PT6A-11, PT6A-11AG, PT6A-15AG, PT6A-110, PT6A-112
Summary: There have been three occurrences where secondary fuel manifold adapter
assemblies have been found incorrectly identified as primary fuel manifold adapter
assemblies. This service bulletin specifies an inspection or a replacement of the fuel
manifold adapter assemblies procured from any P&WC Parts Distributor or installed
on new engines prior to February 28th 1998. Commercial Support Program Notification
No. A98005 (And subsequent revision while program is in effect), has been defined
to assist in the accomplishment of this service bulletin. If P&WC S.B. No.12147 (Ref.
FUEL NOZZLES AND MANIFOLD ADAPTERS INSPECTION/REPLACEMENT OF)
was not accomplished, then it must be incorporated in conjunction with this Service
Bulletin.
Mar 13/98 PT6A-72-12148

Tél. 514-677-9411
01 May 1998
P&WC S.B. No. 12148R1

superseded copy.
SUMMARY: 1. Para. 1.A., Effectivity, revised to amend the Notes 1 and 2.

REVISION HISTORY:
Original Issue: Mar 13/98
SERVICE BULLETIN
P&WC S.B. No. 12148R1
TURBOPROP ENGINE
A. Effectivity
PT6A-11AG Engines which are before and include Serial No. PCE-RH0028
PT6A-15AG Engines which are before and include Serial No. PCE-PD0036
PT6A-112 Engines which are before and include Serial No. PCE-PA0004
not yet installed.
If P&WC S.B. No.12147 (Ref. FUEL NOZZLES AND MANIFOLD ADAPTERS

INSPECTION/REPLACEMENT OF) was not accomplished, then it must be incorporated
in conjunction with this Service Bulletin.
C. Reason
(1) Problem
New engines have been shipped with incorrect configuration of primary and
secondary fuel manifold adapter assemblies.
(2) Cause
Incorrect identification of the primary and secondary fuel manifold adapter

assemblies.
(3) Solution
Perform an inspection of the fuel manifold adapter assemblies to determine whether

the correct adapter assemblies are installed on the engine in accordance with the
P&WC No. R6102

Mar 13/98 PT6A-72-12148
PRINTED IN CANADA
SERVICE BULLETIN
P&WC S.B. No. 12148R1
TURBOPROP ENGINE
D. Description
For the fuel manifold adapter assemblies determine by inspecting the correct number of
weld spots and the positioning of each adapter. Replace incorrectly identified fuel
manifold adapters with the correct serviceable fuel manifold adapter assemblies as defined
in the applicable maintenance manual for the actual engine configuration.

E. Compliance
F. Approval
None.
Not changed.
Not applicable.
J. References
P&WC S.B. No. 12147
None.
Not changed.
Mar 13/98 PT6A-72-12148

SERVICE BULLETIN
P&WC S.B. No. 12148R1
TURBOPROP ENGINE

Not applicable.

C. Manpower
Not applicable.
None.
Not applicable.
A. Refer to the applicable maintenance, overhaul manuals and to Figures 1 and 2 for
instructions:
(1) Identify the configuration of the primary and secondary fuel manifold adapters
assemblies applicable to the engine in accordance with the engine modification
status referenced in the engine log book and the applicable maintenance manual.
(2) Fill in the blanks of the ‘‘Reference View’’ in Figure 1, with ‘‘P’’ (Primary) or ‘‘S’’
(Secondary) locations respectively, in accordance with the engine’s required
configuration of fuel manifold adapters.
(3) Record the position of each manifold adapter installed on the gas generator case to
identify its original location.
Mar 13/98 PT6A-72-12148

SERVICE BULLETIN
P&WC S.B. No. 12148R1
TURBOPROP ENGINE
1
14 2
13 3
12 4
ENGINE
I CONFIGURATION
REFERENCE VIEW
11 5
I
10 6
9 7 ( )
8 ( ) ( )
1
INLET ( ) 14 2 ( )
VIEWED FROM ENGINE REAR
13 3
( ) ( )
12 4
ENGINE
I ACTUAL STATUS
VIEW
( ) 11 5 ( )
I
10 6
( ) ( )
9 7
8
( ) ( )
INLET
P − PRIMARY VIEWED FROM ENGINE REAR
S − SECONDARY
I − SPARK IGNITERS
C61931
Location of the Fuel Manifold Adapter Assemblies
Figure 1
Mar 13/98 PT6A-72-12148

SERVICE BULLETIN
P&WC S.B. No. 12148R1
TURBOPROP ENGINE
PRIMARY
FUEL MANIFOLD
ADAPTER ASSEMBLY
HAS TWO WELD MARKS
FLANGE
SECONDARY
FUEL MANIFOLD
ADAPTER ASSEMBLY
HAS A SINGLE WELD MARK
FLANGE
C61927
Identification of the Fuel Manifold Adapter Assemblies
Figure 2
Mar 13/98 PT6A-72-12148

SERVICE BULLETIN
P&WC S.B. No. 12148R1
TURBOPROP ENGINE
NOTE: If this service bulletin is accomplished at the aircraft manufacturer, removal

of the fuel manifold adapter assemblies is optional.
(5) Verify the number of weld marks on each of the fuel manifold adapters. Refer to
Table 1, for the affected parts and to Figure 2, for the location of the weld marks
on the primary or secondary fuel manifold adapter assemblies.
NOTE: 1. Primary fuel manifold adapters have two weld marks, one located on the
surface adjacent to the flange and the other located on the elbow of one
of the fuel manifold passages.
NOTE: 2. Secondary fuel manifold adapters have only one weld mark on the elbow
of one of the fuel manifold passages.
NOTE: 3. It is not necessary to inspect the Inlet Fuel Manifold Adapter in any
installation.
(6) Use the ‘‘Status View’’ (Ref. Fig. 1) to record the number of the weld marks found
on each fuel manifold adapter at each location. Write 1 or 2 in the parentheses.
(7) Complete Figure 1, by writing ‘‘P’’ or ‘‘S’’ beside the parentheses. Write ‘‘P’’ where
two weld marks were found, and ‘‘S’’ where only one weld mark was found.
(8) Compare the results obtained in both the ‘‘Reference View’’ and the ‘‘Status View’’
in Figure 1. The distribution of the primary and secondary adapters must be the
same on both views.
(9) If the distribution of the adapters found on the engine does not coincide with the
‘‘Reference View’’, all suspect fuel manifold adapters must be replaced with the
correct type of serviceable fuel manifold adapter assemblies as defined in the
(10) Fuel manifold adapter assemblies found with the incorrect number of weld marks or
identification part numbers must be returned to the supplier for calibration and
reidentification (Refer to the Commercial Support Program Notification No. A98005
(And subsequent revision while program is in effect)).
(11) Serviceable fuel manifold adapter assemblies must be identified with ‘‘REO2’’
NOTE: For engines inspected at the Aircraft Manufacturer before aircraft delivery,
the identification of the fuel manifold adapters assemblies is optional.
Mar 13/98 PT6A-72-12148

SERVICE BULLETIN
P&WC S.B. No. 12148R1
TURBOPROP ENGINE

Fuel Manifold Manifold Adapter Correct No. of
Engine Model Adapter Type Part Numbers Weld Marks
Primary 3106347-01 TWO

Secondary 3106346-01 ONE
4. Appendix
Not applicable.
Mar 13/98 PT6A-72-12148

CODE: BKA
NUMERICAL INDEX
OF
ENGINE SERVICE BULLETINS
FOR
ENGINE MODEL(S)
PT6A-10/-11/-11AG/-15AG/-110/-112
REISSUED 31 OCTOBER 1998
(DISCARD ISSUE DATED 31 JULY 1998)

1000 Marie-Victorin, Longueuil, Quebec, Canada J4G 1A1
© 1997 Pratt & Whitney Canada Inc.

PRINTED IN CANADA
SERVICE BULLETIN INDEX
APPLICABLE TO PT6A-10/-11/-11AG/-15AG/-110/-112 ENGINES
INTRODUCTION
Section 1 of this index provides a numerical listing in ascending order by P&WC SB. No. of all
Engine Service Bulletins issued for the relevant engine models as of the reissue date shown on the
title page.
The ATA 100 Chapter Issue Sequence Number is included and, where applicable, the Campaign
Change Order Number or CSPN No. associated with the bulletin. The letter group and
number/letter code in the Group/Code column indicates the Group/Code for the Complance
requirements for that bulletin. For convenience, a listing of Compliance Requirements together
with their Group/Code identifiers is included in the this Introduction.
Engine Service Bulletins revised or added in this issue are indicated by a black bar in the
left-hand margin.
Engine Service Bulletins and Spare Parts Bulletins are available as a document set and may be
procured as follows:
v For PT6A-10/-11/-11AG/-15AG/-110/-112/-121 Series Engine Models Only .... Part No. 3020779
Contact: Pratt & Whitney Canada

1000 Marie-Victorin Longueuil,
Quebec Canada J4G 1A1
Att: Supervisor, Publications Customer Service (01CA4)
Tel: (450) 647-2705
Fax: (450) 647-2702
Page 1
BKA INTRODUCTION Oct 31/98
The compliance statements listed below were introduced on P&WC service bulletins issued or
revised after August 08, 1998.
P&WC SERVICE BULLETIN COMPLIANCE CODES

Category 1 P&WC recommend to do this service bulletin before the next
flight.
Category 2 P&WC recommend to do this service bulletin the first time the
aircraft is at a line station or maintenance base that can do the
procedures.
Category 3* P&WC recommend to do this service bulletin within........hours
or........cycles.
* Category 3 may be expanded as required, to specify a
minimum and/or maximum and/or repetitive interval/inspection.
Category 4 P&WC recommend to do this service bulletin the first time the
engine or module is at a maintenance base that can do the
procedures, regardless of the scheduled maintenance action or
reason for engine removal.
Category 5 P&WC recommend to do this service bulletin when the engine is
disassembled and access is available to the necessary
sub-assemblies (i.e. module, accessories, components, or build
groups). Do all spare sub-assemblies.
Category 6 P&WC recommend to do this service bulletin when the
sub-assembly (i.e. module, accessories, components, or build
groups) is disassembled and access is available to the necessary
part. Do all spare sub-assemblies.
Category 7 You can do this service bulletin when the supply of superseded
parts is fully used.
Category 8 This service bulletin is optional and can be done at the decision
of the operator.
Category 9 Spare Parts Information Only. Old and new parts are directly
interchangeable and operators can mix old and new parts.
Category CSU Operators who participate should include this service bulletin at
the next maintenance or overhaul of the engine.
Page 2
Service Bulletins issued or revised prior to January 01, 1996 contain either the ″non-simplified
English″ version of the preceding compliance statements or the following GROUP/CODE style
compliance codes and statements:
GROUP/CODE COMPLIANCE STATEMENT

A For conditions which could result in an in-flight shutdown,
significant loss of power/thrust or any other similar situation
affecting flight safety:
A1A Recommended - Urgent. P&WC recommends (Alert SBs)
accomplishment prior to next flight. An Airworthiness Directive
has been requested.
A1B Recommended - Most desirable. To be accomplished during next
visit to a facility where specified maintenance action(s)/
modification(s) can be accomplished.
A1C Currently not used.
A1D Recommended - Highly desirable. To be accomplished prior to

part life expiry or within .......... hours (or .......... cycles).
A2 Recommended - Highly desirable. P&WC recommends
accomplishment at first shop visit of module/engine/power
section/RGB/accessory regardless of extent of disassembly.
B For conditions which affect engine life (PERs) and operating
costs:
B3A Recommended - Desirable. P&WC recommends accomplishment
when disassembly of engine/power section/RGB/accessory is
sufficient to afford access to affected module/subassembly.
B3B Recommended - Desirable. P&WC recommends accomplishment
when disassembly of engine/power section/RGB/accessory is
sufficient to afford access to the affected part.
B4 Recommended - Incorporation applicable on attrition of prior
configuration parts when supply of such items is depleted.
B5 Optional - At the discretion of an operator. P&WC recommends
accomplishment based on operator’s experience with prior
configuration parts.
B6 Informational - For record purposes and/or to provide useful
technical information or to support engine operation/maintenance/
logistics.
Page 3/4
SECTION 1 - NUMERICAL INDEX OF ENGINE SERVICE BULLETINS
Chapter Campaign
P&WC Issue Change No./ Group/ Rev.
SB No. Seq. CSPN No. Code No. Title
12001 72-1 B5 6 Approved Listing of (Synthetic)

Lubricating Oils
12002 72-2 NA 7 Rotor Components - Service Life
12003 72-3 NA 7 Operating Time Between Overhauls and
Hot Section Inspection Frequency
12004 72-4 B5 2 Improved Spark Igniter - Introduction of
12005 72-5 B3B 1 Power Turbine Shaft Housing and No. 3
Bearing Cover - Introduction of
Antirotation Feature
12006 72-6 B3B 3 Improved Main Oil Pressure Pump
Intake Screen - Introduction of
12007 72-7 B4 1 Single-piece Compressor Turbine
Shroud Housing and Heatshield -
Introduction of
12008 72-8 1 Starter-generator Gearshaft - Repair of
12009 72-9 B4 1 Second-stage Reduction Planet Gear
Pins Incorporating Oil Separators -
Introduction of
12010 72-10 B4 1 First-stage Reduction Planet Gear Pins
Incorporating Oil Separators -
Introduction of
12011 72-11 B6 2 Alternate Compressor Turbine Blades -
Introduction of
12012 72-12 B4 - Improved Rear Stator Compressor Air
Seal - Introduction of
12013 72-13 - New Configuration No. 2 Bearing
Labyrinth Seal - Introduction of
12014 72-14 B4 - Improved First-stage Reduction Planet
Gearshafts - Introduction of
12015 72-15 B4 - Improved Second-stage Reduction
Planet Gearshafts - Introduction of
12016 72-16 B3B 1 Improved Oil-to-Fuel Heater -
Introduction of
Page 1-1
BKA SB INDEX Oct 31/98
Chapter Campaign
12017 72-17 B3B 2 Corrugated Stainless Steel Gaskets at
Fuel Nozzle Adapter and Compressor
Air Delivery Tube Assembly -
Introduction of
12018 72-18 B3B 1 Fine Mesh Oil Filter Element -
Introduction of
12019 72-19 B4 1 Reduced Width First-stage Reduction
Planet Gears - Introduction of
12020 72-20 B4 - Combustion Chamber Outer Exit Duct of
Improved Material - Introduction of
12021 72-21 B3B 1 Cleanable Compressor Delivery Air
Filter - Introduction of
12022 72-22 A1B/ - Heated and Insulated Compressor
B3B Delivery Air Tubes having Increased
Wall Thickness - Introduction of
12023 72-23 A1B 1 Additional Support for Compressor
Delivery Air Heated Tube - Introduction
of
12024 72-24 A1B 1 Replacement of Compressor Delivery
Heated Air Tube by a Non-metallic Hose
- Introduction of
12025 72-25 A1B 2 Improved Engine/Fuel Pump Coupling -
Introduction of
12026 72-26 B3B 1 Torquemeter Piston - Modification of
12027 72-27 B4 1 Improved Fuel Pump - Modification of
12028 72-28 A2 1 Oil Tank Cap - Modification of
12029 72-29 A1B 1 Propeller Governor Positive Retention of
Speed Setting Stop Assembly
12030 72-30 3 CANCELLED
12031 72-31 B5 - Larger Propeller Shaft Seal Drain
Connection - Introduction of
12032 72-32 B5 3 Modified Turbine Exhaust Duct
Assembly - Introduction of
Introduction of
Page 1-2
Chapter Campaign
12034 72-34 B4 1 First-stage Reduction Planet Gearshafts
with Improved Lubrication
Characteristics - Introduction of
12035 72-35 B4 1 Second-stage Reduction Planet
Gearshafts with Improved Lubrication
Characteristics - Introduction of
12036 72-36 B3B 2 Improved Propeller Governor Speed
Setting Lever Clamping Screw -
Introduction of
12037 72-37 B3B - Reidentification of Specific Centrifugal
Impellers
12038 72-38 B4 - First-stage Reduction Planet Gear
Bearings with Tin-rich Overlay -
Introduction of
12039 72-39 B4 - Second-stage Reduction Planet Gear
Bearings with Tin-rich Overlay -
Introduction of
12040 72-40 B3B 1 Compressor Turbine Vane Ring with
Improved Material - Introduction of
Introduction of
12043 72-43 B5 - Oil Tank Filler Cap and Gage Assembly
- Modification of
12044 72-12044 N/A 8 Engine Fuels and Additives -
Requirements and approved listing
12045 72-45 B5 - Two-piece Propeller Shaft Oil Transfer
Housing - Introduction of
12046 72-46 B5 - Modified Reduction Gearbox Rear
Housing Assembly - Introduction of
12047 72-47 B5 1 Propeller Governor Incorporating a
Synchronizer - Introduction of
12048 72-48 B5 - T5 Terminal Bolts - Replacement of
12049 72-49 B4 1 Propeller Shaft Oil Seal Improved
Support - Introduction of
12051 72-51 B3A 2 Improved Retention for First-stage
Carrier Balancing Assembly and
Second-stage Sun Gear - Introduction of
Page 1-3
Chapter Campaign
12052 72-52 B4 1 Improved Compressor Bleed Valve
12053 72-53 A1B 2 Fuel Nozzles Revised Configuration -
Introduction of
12054 72-54 B3B - Improved Lubrication to No. 6 Pad
Spline Drive - Introduction of
12055 72-55 B3B 2 Oil Filter Housing Check Valve -
Modification of
12056 72-56 B4 2 New Two-piece Propeller Shaft Oil
Transfer Housing - Introduction of
12058 72-58 B3B 3 Improved Filtration for Reduction Planet
Gear Bearings - Introduction of
12059 72-59 B5 2 Starter Generator Gearshaft Wet Spline
Drive - Introduction of
12060 72-60 B3B - Compressor Air Filter Housing Assembly
- Modification of
12061 72-61 B5 3 Support Ring - Propeller Shaft Oil Seal -
Introduction of
12062 72-62 B3B - Power Turbine Shaft Housing and No. 3
Bearing Cover Improved Antirotation
Feature - Introduction of
12063 72-63 B3A 1 Propeller Governor Incorporating
Improved Beta Valve Sealing -
Introduction of
12064 72-64 B3A - Propeller Governor Incorporating
Improved Control Shaft Bushing -
Introduction of
12065 72-65 A2 - Improved Fuel Nozzle Assembly -
Introduction of
12066 72-66 2 CANCELLED
12067 72-67 B3B - Gas Generator Case Assembly -
Modification of
12068 72-68 B3B/ 4 Bronze Planet Gear Bearings -
B6 Introduction of
12069 72-12069 6 1 Accessory Gearbox Housing Assembly -
Modification of
Page 1-4
Chapter Campaign
12070 72-70 B4 - New First-stage Planet Gears and
Carrier Assembly - Introduction of
12071 72-71 B4 1 First-stage Planet Gears and Carrier
12072 72-72 B3B 1 Air - Compressor Bleed Valve Piston -
Modification of
12073 72-73 B3B 1 Air - Compressor Bleed Valve Assembly
- Replacement of
12074 72-74 B5 - Ignition Exciter Bracket Assembly -
Modification of
12075 72-75 B3B - Improved Lubrication to Fuel Pump
Gearshaft Spline - Introduction of
12076 72-76 4 3 Power Turbine Containment Ring
-Modification of
12077 72-77 B5 - Turbine Exhaust Duct Assy -
Modification of
12078 72-53 B5 - Propeller Shaft Oil Seal Runner -
Modification of
12079 72-79 B3B - Primary Fuel Pressure Tube Assembly -
Replacement of
12080 72-80 B5 1 Improved Combustion Chamber Liner
Assembly and Large Exit Duct Assembly
- Introduction of
12081 72-81 6 - Turboprop Fuel Control - Replacement
of
12082 72-82 B5 1 New Compressor Turbine Bolt -
Introduction of
12083 72-83 B3B - Fireseal Mounting Ring Spacers -
Introduction of
12084 72-84 7 1 Propeller Shaft and Sleeve Set -
Replacement of
12085 72-85 B4 - Gas Generator Case Assemblies
-Replacement of
12086 72-86 5 2 Scavenge Pump Housing Assembly,
Scavenge Pump Housing and Spacer -
Replacement/Modification of
Page 1-5
Chapter Campaign
12087 72-87 B5 - Tachometer Drive Bevel Gearshaft -
Modification of
12088 72-88 8 2 Propeller Shaft Oil Seal Dust Seal -
Introduction of Propeller Shaft Oil Seal
Runner - Replacement of
12089 72-89 8 1 Compressor Turbine Blade -
Replacement of
12090 72-90 8 1 T5 Thermocouple Wiring Harness
Assembly - Replacement of
12091 72-91 8 2 Power Turbine Retaining Bolt -
Replacement of
12093 72-93 8 - Propeller Shaft Oil Seal - Replacement
of
of
of
12096 72-96 6 1 Propeller Governor - Replacement of
12097 72-97 7 - Gaskets Containing Asbestos Fibers -
Replacement of
12098 72-12098 5 1 Fuel Control Unit - Replacement/
Modification of
12099 72-99 6 - Power Turbine Rotor and Stator Air
Seals - Replacement of
12100 72-100 8 - Fuel Control Unit - Replacement/
Modification of
12101 72-101 7 - Propeller Governor Mounting Gasket -
Replacement of
12102 72-102 4 Rotor Components - Service Life
12103 72-12103 See 3 Operating Time Between Overhauls and
SB Hot Section Inspection
12104 72-104 8 - T5 Thermocouple Wiring Harness
12105 72-105 7 - Gaskets Containing Asbestos Fibers -
Replacement of
Page 1-6
Chapter Campaign
12106 72-106 6 - Compressor Bleed Valve Assembly
Preformed Packing - Replacement of
12107 72-107 6 - First-Stage Reduction Carrier Balancing
Assembly -Replacement of
12108 72-108 8 - Compressor-Turbine Stator Air-Seal and
Gasket - Replacement of
12109 72-109 7 - Fuel-Control Actuating Lever and
Control-Lever Mounting Bracket
-Replacement of
12110 72-110 6 - Asbestos Fiber Gasket - Replacement
of
of
of
12113 72-12113 7 2 Asbestos Fiber Gaskets - Replacement
of
12114 72-114 7 - Asbestos Fiber Gaskets - Replacement
of
12115 72-115 4 - Fuel-Control Actuating Lever -
Replacement of
12116 72-116 7 - Asbestos Fiber Insulation - Replacement
of
12117 72-117 9 - Starting Control Shaft Extension -
Removal of
12118 72-118 7 - Ignition Cable Assembly - Replacement
of
12119 72-119 8 - Scavenge Pump Housing -
Replacement of
12120 72-12120 7 - Compressor Inlet-Case Assembly Studs
- Replacement of
12121 72-12121 8 - T5 Thermocouple Immersion Screws -
Replacement of
12122 72-12122 8 1 P3 Air Filter Adapter - Introduction of
12123 72-12123 8 - Oil-Filler-Tube and Oil-Filler-Cap and
Gage Assembly - Replacement of
Page 1-7
Chapter Campaign
12124 72-12124 8 - Main Scavenge-Pump Screen Assembly
- Replacement of
12125 72-12125 7 - No. 2 Bearing Housing-cover flange
bolts - Replacement of
12126 72-12126 7 - T5 Thermocouple Bolts - Replacement
of
12127 72-12127 8 - Fuel Nozzle Sheaths - Replacement of
12128 72-12128 7 - No.3 Bearing Oil Pressure Tube -
Replacement of
12129 72-12129 8 - No. 3 and 4 Bearing Oil Pressure Tube
Assemblies - Replacement of
12130 72-12130 7 - Accessory Drive, Plain Cover -
Replacement of
12131 72-12131 8 1 Bracket - Replacement of
12132 72-12132 7 1 First Stage Carrier and Sleeve -
Replacement of
12133 72-12133 8 1 Gas Generator Case Assembly, No. 2
Bearing - Replacement of
12134 72-12134 A96036 3 1 Bleed Off Valve (BOV) Cover -
Inspection/Replacement
12135 72-12135 8 - Identification Support Plate -
Replacement of
12136 72-12136 7 - Turbine Disk - Replacement of
12137 72-12137 8 - No.2 Bearing Housing Cover Bolts -
Replacement of
12138 72-12138 A97006R2 5 1 Compressor Delivery Insulated Air
Pressure Tube Assembly - Replacement
of
12139 72-12139 6 - Rear Wire Rope Push-Pull Control
Terminal - Replacement/Modification of
12140 72-12140 8 - Oil Scavenge Adapter - Replacement of
12141 72-12141 8 - Tube - Oil to Fuel Heater Assembly -
Replacement of
12143 72-12143 8 - Reduction Gearbox Housing -
Replacement of
Page 1-8
Chapter Campaign
12144 72-144 1 Engine Fuels - Requirements and
Approved Listing
12145 72-12145 8 - Second Stage Reduction Planet Gear
12147 72-12147 A98005 3 2 Fuel Nozzles and Manifold Adapters -
Inspection/Replacement of
12148 72-12148 A98005 3 1 Fuel Nozzles And Manifold Adapters
Inspection/Replacement of
12149 72-12149 8 - Accessory Gearbox Diaphragm
Assembly - Replacement/Modification of
12152 72-12152 8 - Scavenge Pump Housing Assembly -
Modification of
12153 72-12153 8 - No. 2 Bearing Scavenge-Tube
Seal-Retaining-Plate - Replacement of
12154 72-12154 6 - Combustion Chamber Liner Assembly -
Replacement/Modification of
Page 1-9/10
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1434
1446
1456
1479
1505
1510
1516
1521
1535
1538
1550
1555
1558
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12148

PT6A-27 CAT 0699 r02

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INTRODUCTION

PT6A-27/34 6 SECONDARY AIR SYSTEM

TEL.: USA & CANADA ........ 1-800-268-8000

Pratt & Whitney Canada on Internet : http://www.pwc.ca/

Scope of Course ……………………………….. VIII Gas Generator Case …………………………… 2.10

CHAPTER 2: Compressor Section Reduction Gearbox (RGB) ……………………. 4.2

Oil System Description ………………………… 5.2 Performance Check ……………………………. 9.2

Fuel Management ……………………………… 10.2

Fuel Nozzles ……………………………………. 10.20 Basic Engine Rigging ………………………….. 12.16

Description ……………………………………… 11.2

CHAPTER 12: Maintenance Practices

Hot Section Inspection ………………………… 12.2

Illustrated Parts Catalogue (IPC):

Maintenance Manual (MM):

Service Bulletin (SB):

Spare Parts Bulletins (SPB):

Commercial Support Program Notification (CSPN):

Airworthiness Directive (AD):

Special Instruction (SI):

Aircraft Gas Turbine Operation Information Letter (AGTOIL):

Publication price list:

For more information on Pratt & Whitney Canada publications contact:

Component parts are treated under engine section number as follows:

72 – 00 - 01 & … ENGINE EXTERNALS

A basic Chapter will be identified as: 72 - 42 - 41

The standard page blocks are as follows :

Description and Operation...................... 1 to 99

SB’s are now available on P&WC’s Intranet: http://www.pwc/d8200/d8400/index/index.htm

Category 1 Do before the next flight.

Category 7 Do this SB when the supply of superseded parts is fully used.

Reference model Derivative models

MAJOR DIFFERENCES BETWEEN THE ENGINES COVERED IN THIS GUIDE

1. PT6A-27, A-11, A-11AG, A-21, A-28, A-110, A-112

PT6A-27: Reference Model PT6A-34: Reference Model

ENGINE MODEL SHP / SHAFT RPM AIRCRAFT

PT6A-110 Fairchild Dornier 128-6 Turbo Skyservant

TRAINING USE ONLY 1.3

TRAINING USE ONLY 1.5

TRAINING USE ONLY 1.7

RGB MAIN OIL RGB SCAVENGE

RIGHT FRONT VIEW

TRAINING USE ONLY 1.8

OIL PRESSURE P3 LINE TO F.C.U.

STARTING FLOW OIL TEMPERATURE SENSOR

TRAINING USE ONLY 1.9

RGB SUMP AIRFRAME

LEFT REAR VIEW

TRAINING USE ONLY 1.10

LEFT FRONT VIEW

TRAINING USE ONLY 1.11

TRAINING USE ONLY 1.13

TRAINING USE ONLY 1.15

FLANGES & BEARINGS

TRAINING USE ONLY 1.17

NORMAL (NON-ICING) POSITION

AIR INLET INERTIAL SEPARATOR

TRAINING USE ONLY 2.3

INLET CASE OIL TANK DRAIN

2.4 Inlet Case

TRAINING USE ONLY 2.5