501-KB5 Oper & Maint Man

PUBLICATION NO.
GTP 5341-2D
Operation and
Maintenance
Manual
Allison Engine Company
MODEL 501-KB5
DIGITAL ELECTRICAL CONTROL SYSTEM
PROPRIETARY RIGHTS LEGEND

ALLISON ENGINE COMPANY
This technical data and the information embodied herein is the property of and proprietary to Allison
Engine Company, and shall not, without prior written permission of Allison Engine Company be
disclosed in whole or in part to third parties. This legend shall be included on any reproduction of this
data in whole or in part.
COPYRIGHT - ALLISON ENGINE COMPANY, INC. (unpublished)
This manual is bailed to the user for a period often (1 O) years from the date on his cover page
The manual, reprints and revisions, both temporary and permanent, remain the property of
Allison Engine Company, Inc. and must be returned upon demand.
#iillJiilJ@f&/
mm@
mm
INITIAL ISSUE :
Printed in U.S.A.
1 JANUARY 1991
@ 1995 Allieon Engine Company, Inc,

501-KB5 DEC OPERATION AND MAINTENANCE
IMPORTANT SAFETY NOTICE
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings
and cautions described in this manual. These warnings and cautions
advise of specific operating and servicing methods that, if not
observed, can result in personal injury, damage to the equipment, or
cause the equipment to be un: afe.
It is, however, important to
are not exhaustive. Al 1 i son
evaluate and advise the user
might be done or of the poss
Consequently, Allison Gas Tul
evaluation.
understand that these warnings and cautions

Gas Turbine could not possibly know,
of all conceivable ways in which service
ble hazardous consequences of each way.
bine has not undertaken any such broad
Proper methods of operation, service, and re~air are imDortant to the

safe, reliable operation ofall equipment. The procedu~es recommended
by Allison Gas Turbine and described in this manual are effective
methods for performing these operations. Some of these service
operations require the use of tools specially designed for the purpose.
The special tools should be used when and as recommended. ALLISON GAS
TURBINE STRONGLY RECOMMENDS THE PROCEDURES HEREIN SHOULD BE USED TO THE
EXCLUSION OF OTHERS.
ANYONE WHO USES A PROCEDURE WHICH IS NOT RECOMMENDED BY ALLISON GAS
TURBINE ASSUMES THE RISK OF ANY CONSEQUENCE THAT MIGHT OCCUR.
WARNINGS, CAUTIONS, AND NOTES
The following definitions apply in this manual.
WARNING
A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT STRICTLY
OBSERVED, COULD RESULT IN INJURY TO OR DEATH OF PERSONNEL.
CAUTION
A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT STRICTLY
OBSERVED, COULD RESULT IN DAMAGE TO OR DESTRUCTION OF THE EQUIPMENT.
NOTE
An essential operat ng or maintenance procedure, condition, or statement, which
must be highlighted
JAN/91
..
WP-1
.

501-KB5 DEC OPERATION AND MAIN ILNANLt
LIST OF WARNINGS
This manual contains the following warnings.
familiar with all of them.
IT IS YOUR RESPONSIBILITY to be
AN OPERATING PROCEDURE, PRACTICE, ETC., WHICH IF NOT CORRECTLY FOLLOWED, COULD

RESULT IN PERSONAL INJURY OR LOSS OF LIFE.
TRICRESYLPHOSPHATE (TCP) AND SOME OF THE OTHER ADDITIVES IN THE SYNTHETIC OILS
ARE READILY ABSORBED BY THE SKIN AND ARE HIGHLY TOXIC. ANY PART OF THE BODY
THAT COMES IN CONTACT WITH THESE OILS SHOULD BE CLEANSED AS SOON AS POSSIBLE.
A SOLUTION OF ALODINE, NITRIC ACID, AND WATER IS INJURIOUS TO THE SKIN AND
CLOTHING. OPERATORS MUST BE ADEQUATELY PROTECTED BY GOGGLES, RUBBER GLOVES,
APRONS, ETC.
KEEP HANDS OUT OF THE ENGINE. DO NOT TURN THE ENGINE ROTOR BY THE BLADES.
DISABLE STARTER CIRCUITS DURING INSPECTION; SEVER INJURY MAY OCCUR.
THE IGNITION SYSTEM MUST BE OFF FOR AT LEAST 5 MINUTES BEFORE HANDLING THE
EXCITER. THIS PERIOD OF TIME PERMITS BLEED RESISTORS WITHIN THE EXCITER TO
DISSIPATE ENERGY STORED IN THE CONDENSERS. SEVER INJURY OR DEATH MAY OCCUR, IF
AN ENERGIZED EXCITER IS HANDLED.
AS AN ADDED PRECAUTION TO GET RID OF ANY DANGEROUS ENERGY WHICH COULD PERSIST
IF THE BLEED RESISTORS WERE OPEN, SHORT THE CENTER ELECTRODE OF THE HIGH
TENSION CONNECTOR TO THE CASE OF THE EXCITER.
THE EXCITER TEST MUST NOT BE PERFORMED IN AN AREA WHERE THERE IS THE
POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE MATERIAL WHICH COULD BE
IGNITED. INJURY OR DAMAGE MAY OCCUR.
NEVER HANDLE AN ENERGIZED IGNITER. MAKE SURE THAT IGNITION SYSTEM HAS BEEN OFF
FOR AT LEAST FIVE MINUTES BEFORE REMOVING AN IGNITER. THIS TIME WILL ALLOW THE
EXCITER BLEED RESISTORS TO DISSIPATE ALL ENERGY STORED IN THE CONDENSERS.
SEVER INJURY OR DEATH MAY OCCUR IF AN ENERGIZED IGNITER IS HANDLED.
BURNING DRAIN LINES MAY BE HOT IF BURNER DRAIN VALVES ARE STUCK OPEN. INJURY
MAY OCCUR.
ALWAYS BEND THE LOCKWIRE ENDS IN TOWARDS THE FASTENED ITEM TO GUARD AGAINST
PERSONAL INJURY AND/OR PREVENT POSSIBLE DAMAGE TO ADJACENT PARTS.
NEVER HANDLE AN ENERGIZED IGNITER. SERIOUS PERSONAL INJURY MAY OCCUR FROM
CONTACT WITH AN ENERGIZED IGNITER.
THE IGNITER TEST SHOULD NOT BE PERFORMED IN AN AREA WHERE THERE IS THE
POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE MATERIAL WHICH COULD BE
IGNITED. INJURY OR DAMAGE MAY OCCUR.
WP-2
JAN/91

501 -KB5 DEC OPERATION AND MAINTENANCE
LIST OF WARNINGS (cent)
THE IGNITION SYSTEM SHOULD BE OFF AT LEAST 5 MINUTES BEFORE HANDLING THE
IGNITION SYSTEM COMPONENTS. SEVER INJURY MAY OCCUR.
SERIOUS PERSONAL INJURY MAY OCCUR IF IGNITION SYSTEM IS ENERGIZED.
USE CARE IN REMOVAL OF AIR VALVE STEM TO PREVENT IT FROM BLOWING OFF AND
CAUSING INJURY TO PERSONNEL.
MAKE SURE ALL PRESSURE IS RELEASED BEFORE REMOVING PIPE PLUG OR CONTAINER
COVER. INJURY OR DAMAGE MAY OCCUR.
MINERAL SPIRITS ARE TOXIC. ANY PART OF THE BODY THAT COMES IN CONTACT WITH
THESE MINERAL SPIRITS SHOULD BE CLEANSED AS SOON AS POSSIBLE. INJURY MAY
OCCUR.
THE TEMPERATURE RISE THROUGH THE COMPRESSOR CAN BE MORE THAN 500 F (260C) .
SEVERE BURNS CAN OCCUR.
PLASTIC GASKET, 56841, MAY BE IRRITATING TO THE SKIN. USE AN APPLICATOR TO
AVOID SKIN CONTACT. IN CASE OF SKIN CONTAC- , REMOVE BY WASHING WITH SOAP AND
WATER.
MAKE SURE ELECTRICAL POWER IS OFF. DAMAGE OR INJURY MAY OCCUR.
CLEANING SOLVENT FED. SPEC. P-D-680-2 IS TOXIC.
PROVIDE ADEQUATE VENTILATION.
THIS SOLUTION IS INJURIOUS TO THE SKIN AND CLOTHING: OPERATORS MUST BE

ADEQUATELY PROTECTED BY GOGGLES, RUBBER GLOVES, APRONS, ETC.
IF BLEED VALVES ARE NOT CLOSING, THE BLEED VALVE CAN BE HOT AND CAN BURN
MAINTENANCE PERSONNEL IF TOUCHED.
MAKE SURE SOLVENT IS DRY BEFORE HEAT IS APPLIED.
OCCUR.
JAN/91
INJURY AND/OR DAMAGE MAY
WP-3

BASIC (FIRST) EDITION
JANUARY 1991
200
LIST OF PAGES
PAGE NO.
WP1 TO WP3
TITLE PAGE
A
i to xxxi
1-1 to 1-18
2-1 to 2-38
3-1 to 3-28
4-1 to 4-156
5-1 to 5-9
6-1 to 6-39
7-1 to 7-33
8-1 to 8-25
9-1 to 9-8
10-1 to 10-25
11-1 to 11-17
12-1 to 12-21
13-1 to 13-60
14-1 to 14-23
Appendix-1 to Appendix-38
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JAN/91

INTRODUCTION
This manual provides information and instructions for the operation and
maintenance of the 501-KB5 Digital Electronic Control (DEC) Gas Turbine Engine.
501-KB5 DEC ENGINE
501 = Denotes Allison Model Number.
= Denotes Industrial Engine.
-K
-KB5 = Denotes Industrial Engine Adapted for a Generator Set.
DEC = Digital Electronic Control.
The engine can be operated on dual (gaseous or liquid) fuel, liquid fuel, or
gaseous fuel, and utilizes an axial inlet housing.
The information in this manual applies only to the 501-KB5 DEC engines.
Part numbers are rarely used in the maintenance manual because design
improvements often change them. Specific components, parts, part description,
and vendors can be identified by the GTP 5010-4, 501-KA, 501-KB, and 501-KB5
Parts Catalog which is an illustrated parts breakdown manual used at all levels
of maintenance. When repair must be expanded beyond this manual or not
contained in this manual, contact your Distributor and/or Major Repair Center
for assistance.
Additional manual(s) recommended by Allison Industrial Gas Turbine that may be
obtained and used by the customer at an additional cost are:
DIGICON IBM Communications Operator Manual, obtained from:
Hawker Siddeley Dynamics Engineering, LTD
2869 Higgins Road
Elk Grove, IL 60007-2618 (U.S.A.)
Telephone: (708) 956-6302
FA;e1:x708) 956-6304
: 4996095
The engine is a fourteen-stage axial flow compressor directly coupled to a
four-stage turbine. There are six combustion chambers of the through-flow type
within a single annular chamber. The power takeoff (PTO) shaft rotates
counterclockwise as viewed from the rear.
Where applicable, metric equivalents are added in parentheses after the U.S.
Standard values.
JAN/91

INTRODUCTION (cent)
The fo lowing introductory pages include:
A list of Abbreviations.
An Owner Assistance sheet of suggested procedures to be
followed if a problem occurs.
Table of Contents.
List of Figures.
List of Tables.
The following Installation Assembly Drawing is the final authority in defining

engine interface requirements in the event of differences with this manual or
other publications.
ii
Drawinq No.
23037500
501-KB5 Engine Installation, Digital Electrical

Control, Axial Inlet.
JAN/91

OHNER ASSISTANCE
The satisfaction and goodwill of the owners of Allison Gas Turbine products are
of primary concern to the Allison Gas Turbine Division and its Distributors.
Normally, any problem which arises in connection with the sale or operation of
your engine will be handled by the Distributor or Major Repair Center in your
area.
It is recognized however that despite the best intentions of everyone
concerned, misunderstandings may still occur. If you have a problem which has
not been handled to your satisfaction, we suggest that you take the following
steps:
Step One--First discuss your problem with a member of management of the
butorship or Major Repair Center in your area. Frequently, compla
the result of a breakdown in communication and can quickly be reso
a member of management. If you have already discussed the problem
the Sales or Service Manager, contact the General Manager.
Distrints are
ved by
with
Step Two--When it appears that your problem cannot readily be resolved at this
level without additional assistance, contact Allison Gas Turbine Division
at the address listed below. If outside the United States, contact the
applicable international office. Prior to this call, please have the
following information available:
Name and location of Distributor or Major Repair Center.
All information requested and what information that was not
Nature of problem(s).
given.
Allison Gas Turbine Division

Attention: Director, Customer Support
P.O. Box 420, Speed Code U04A
Indianapolis, Indiana 46206-0420 (U.S.A.)
Telephone: 317-230-5155
FAX : 317-230-4010
JAN/91
iii

INTERNATIONAL REGIONAL OFFICES
Allison Division of General Motors Overseas
Distribution Corporation
c/o General Motors Continental
Postbox No. 9, Noordelaan 75
B-2030 Antwerp, Belgium
Telephone:
9-011-32-3-542-0230
Telex: 32678
c/o General Motors France S.A.
56/68 Avenue Louis Roche
92231 Gennevilliers, France
9-011-33-1-790-7000
Telephone:
Telex: (842) 620050
15 Benoi Sector
Jurong Town
Singapore 2262
Telephone: 9-011-265-65-4697
Telex: RS23054
When contacting the Home Office or Regional, please bear in mind that ultimately your problem will likely be resolved at the Distributorship or Major Repair
Centers utilizing their facilities, equipment, and personnel. Therefore, it is
suggested that you follow the precedinci stet)s in sequence when pursuing a
problem.
Your purchase of an Al~ison Gas Turbine product is greatly appreciated. It is
Allisons sincere desire to assist in assuring you complete satisfaction.
DISTRIBUTORS
CENTRAX LIMITED
GAS TURBINE DIVISION
Shaldon Road, Newton Abbot
Devon, England TQ124SA
Mr. R.E. Whelband
General Manager, Product support
Telephone: 44-626-5-2251
Telex: 42935
Telecopier: 44-626-5-2250
iv
CEC EQUIPMENTS MARITIMOS

INDUSTRIALS SA
ILHA Do Caju, S/NR
CEP 24040 Niteroi - RJ
Brazil
Mr. George Stilgoe
Telephone: 55-021-719-2588
55-021-719-4969
Telex: 32151 (CES BR)
Telecopier: 55-021-719-1392
JAN/91

DISTRIBUTORS (cent)
DETROIT ENGINE AND TURBINE

COMPANY
P.O. Box 188, Blain Athol
Adelaide, South Australia 5084
Mr. Trevor Sando
Engineering Manager
Telephone: 61-8-260-2299
Telex: 82427 (DETCO AA)
Telecopier: 61-8-349-4142
TOMINAGA AND COMPANY, LIMITED

Shuwa Asakusabashi
Nishiguchi Building
4-2-2, Asakusabashi, Taito-Ku
Tokyo, 111, Japan
Mr. Y. Katsumi
Engineering Manager
Telephone: 81-3-5687-0040
Telex: J-22435 (TOMCO JAPAN)
Telecopier: 81-3-5687-0147
U.S. TURBINE CORPORATION

7685 South State Route 48
Mainville, Ohio 45039 (U.S.A.)
Mr. David L. Klue
VP of Operation
Telephone: 513-683-6100
Telex: 247358
Telecopier: 513-683-6939
ENGINEERED PRODUCT SUPPLIER

STEWART & STEVENSON SERVICES
16415 S. Jacintoport
Houston, Texas 77015 (U.S.A.)
Mr. Pete Watson
General Manager, Product Support
713-457-7517
Telephone:
Telex: 79-4221 (CPW HOU)
JAN/91

MAJOR REPAIR CENTERS
AVIALL, INC.
3111 Kenwood Street
Burbank, California 91505 (U.S.A.)
Mr. Leroy Johnson
Manager 501-K Industrial Sales and Services
Telephone: 818-973-1420
Telex: 673281 (AVI BUBK)
NATIONAL AIRMOTIVE CORPORATION

7200 Lockheed Street, Building 815
P.O. BOX 6069 (946-0069)
Oakland International Airport
Oakland, California 94621 (U.S.A.)
Mr. Tom Morjig
Director, 501 Industrial Support
Telephone: 415-635-1500
Telex: 160750 (AIRENGINE OAK
STANDARD AERO LIMITED

33 Allen Dyne Road
Winnipeg 21, Manitoba
Canada R3H lA1
Mr. Paul Bainbridge
Industrial Product Line Director
Telephone: 204-788-2270
Telex: 07-57878 (STANDARDO WPG)
vi
JAN/91

ABBREVIATIONS
ALLIGT
ASP
AL
AMS
gaseous
Gas
GENSET generator set
gallons per minute
;~m
gas producer
HI
high
high pressure
HP
horse power
hp
mercury
Hg
HSDE
Hawker Siddeley Dynamics
Engineering, LTD.
hertz
hz
inside diameter
ID
inch
in.
Incorporated
INC.
International Organization
I so
for Standardization
isochronous
ISOL
Industrial Engine
-K
Industrial Engine,
-KB5
Generator Set
kilograms
kg
kPa
kilopascals
kPaa
kilopascals absolute
kPad
kilopascals differential
kPag
kilopascals gage
kw
kilowatt or power
length or liter
;b
pound
lb ft
pound-force foot
lb in
pound-force inch
left hand
LH
LHV
Lower Heating Valve
Liq.
liquid
LO
1 Ow
LP
low pressure
liters per minute
Lpm
lubrication
Lube
linear variable
LVDT
differential transformer
milliampere
ma
maximum
max
Monochrome Display Adapter
MDA
manager
Mgr
MIL
military
minimum or minute
min
mL
milliliter
mm
millimeter
MS
military standard
N
newton or engine
JAN/91
vii
Allison Industrial Gas Turbines

Allison part
al umel
Aerospace Materials
Specifications
AN
Army (Air Force) Navy
Assembly
Assy
American Society for Testing
ASTM
and Materials
Attention
Attn
ave
avenue
AWG
American Wire Cage
Celsius (centigrade)
c
C.A.
Chromel alumel
CDP
compressor discharge pressure
center of gravity
Cg
compressor inlet pressure
CIP
compressor inlet temperature
CIT
centerline
C/L
Central Processing Unit
CPU
co.
Company
continued
cent.
Corporation
Corp.
CR
chromel
CTIT or Calculate turbine inlet
CALTIT temperature
counterclockwise
Ccw
clockwise
direct current
::
Digital Control Assembly
DCA
DCOMMS Digital Communications
driven equipment
Rc
Digital Electronic Control
diesel fuel
DF
diameter
dia
digital operating system
DOS
E
electrical
EDS
electrostatic discharge
EEPROM Erasable Programmable read only
memory
Fahrenheit or Fuel
F
FOD
foreign object damage
FSCM
Federal Supply Code of
Manufactures
FSN
Federal Stock Number
FMV
fuel metering valve
ft.
foot (feet)
fwd
forward
gallon
gal

ABBREVIATIONS (cent
N.C.
Nom
N1
N2
N.O.
No.
NPT
NVinit
NVM
o
OAT
OD
OEM
Oz
Pc
P/N
pos
posn
pot
pph
ppm
pr
press
P/s
psi
psia
psid
psig
PTO
Pt2
P4
pt
viii
Normal Closed
newton meter
Engine
Driven Equipment
Normal Open
number
National Pipe Thread
Non Volatile Memory
Initialization
Non Volatile Memory
oil
outside air temperature
outside diameter
Original Equipment
Manufacturer
ounce
personal computer
part number
positive
position
potentiometer
pounds per hour
parts per million
pressure
pressure
Pressure Switch
pounds per square inch
absolute
differential
pounds per square inch gage
power takeoff
compressor inlet pressure
compressor discharge pressure
point
R
Rc
Ref
RH
rpm
s
sec
SHP
S/N
s/o
SOAP
Ssu
T/C
TCP
temp
thd
TIT
TOT
Ttz
UNC
UNF
U.S.A.
v
vdc
WP
>
<
-u
#
P
0
radius or Rankine scale,

RAFT
compressor ratio
reference
right hand
revolutions per minute
seal
second
shaft horsepower
serial number
shutoff
sample oil analysis program
Sabolt Second Units
thermocouple
tricresylphosphate
temperature
thread
turbine inlet temperature
turbine outlet temperature
compressor inlet temperature
United Coarse Thread
United Fine Thread
United States of America
volt(s) or voltage
volt, direct current
Warning Page
more than
less than
centerline
micron
number
pressure differential
degree
percent
gage connection point
JAN/91

REFERENCE DESIGNATORS
A-2
F-1
F-2
F-3
F-4
F-5
F-6
F-7
F-8
F-15
F-16
F-17
F-22
F-37
F-39
F-46
F-47
F-48
F-52
o-1
0-2
0-3
0-7
0-8
0-19
0-20
0-22
0-23
R-1
R-2
R-3
R-4
R-5
R-6
R-7
R-8
R-9
R-10
R-n
R-12
R-13
R-14
R-15
R-16
R-17
w-l
JAN/91
Engine Breather Vent.

Main Fuel Supply
Fuel Manifold Pressure Connection
Burner Drain Valve Drain
Fuel Pump Seal Drain
Manifold Drain Valve Drain
Low Pressure Filter Inlet
Low Pressure Filter Outlet
Fuel Bypass and Relief Return
Manifold Drain Valves Outlet (RAPT)
Liquid Fuel High Pressure Filter Outlet (RAFT)
Liquid Fuel Check Valve Inlet (RAFT)
Gaseous Manifold Pressure (RAFT)
Pilot Manifold Purge Valve (RAFT)
Main Manifold Purge Valve (RAFT)
Fuel Heatinq Pressure Regulator Supply (Option)
Fuel Heatin~ Outlet (Option)
Fuel Thermocouple Port (Option)
Gaseous Fuel Manifold Inlet (RAFT)
Oil Pressure Inlet
Pressure Pump Inlet
Scavenge Pump Outlet
Power Takeoff Drain
Power Takeoff Oil Supply
Hydraulic (Control) Oil Pump Supply
Hydraulic (Control) Oil Pump Drain
Hydraulic (Control) Oil Pump Outlet Pressure
Filter Outlet Pressure
Liquid Fuel Bypass and Relief Return
Liquid Fuel Paralleling Control Valve Outlet
Air Supply to RAFT
Liquid Fuel Metering Valve Outlet Pressure
Purge Gas Pressure (To Gage)
Gas Purge Shutoff Valve Outlet
Gas Purge Shutoff Valve Outlet
Liquid Fuel Supply Pressure (From Fuel Pump)
Liquid Fuel Supply Pressure (To Gage)
Liquid Fuel Supply Pressure (To Gage)
Liquid Fuel Bypass Valve Outlet
Liquid Fuel Shutoff Unload Valve Outlet
Liquid Fuel To Engine
Gas Supply Pressure (To Gage)
Metered Gas To Engine
Gaseous Fuel Metering Valve Filter Inlet
RAFT Interface Connection
Water Injection Connection (Option)
ix

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS
You can help improve this manual. If you find any mistakes
or if you know of a way to improve the procedures, please
let us know. Fill out and mail form GT 11122 (Publication
Change Request) located in the back of this manual to:
ALLISON GAS TURBINE DIVISION
General Motors Corporation
ATTN : Publications Department
P.O. Box 420 Speed Code: U15
Indianapolis, Indiana 46206-0420 (U.S.A.)
TABLE OF CONTENTS
Section
LIST OF WARNINGS
TITLE PAGE
LIST OF EFFECTIVE PAGES
INTRODUCTION
OWNER ASSISTANCE
ABBREVIATIONS
TABLE OF CONTENTS
LIST OF FIGURES
LIST OF TABLES
A
i
iii
vii
ix
x
xxvi
xxx
ENGINE DESCRIPTION
1-1
TABLE OF CONTENTS
INDEX TO FIGURES
INDEX TO TABLES
General Definitions
;:::
Weights and Dimension
1-5.
Engine Description
1-8.
Compressor Section
1-1o.
Accessory Drive Gearbox
1-12.
Combustion Section
1-14.
Turbine Unit Assembly
1-16.
Turbine Outlet Temperature (TOT)
1-18.
Lubrication (Lube) System
1-20.
Ignition System
1-22.
Fuel and Control System
1-24.
Power Takeoff Assembly
1-26.
Engine Mounting
1-27.
Cooling
1-29.
Engine Configuration Options
1-30.
Operating and Maintenance Precautions
1-1
1-2
1-2
1-3
1-3
1-4
1-5
1-5
1-5
1-5
1-6
1-6
1-6
1-6
1-6
1-9
1-11
1-11
1-11
WP-1
JAN/91

TABLE OF CONTENTS
&
Section
1
ENGINE DESCRIPTION (cent)

1-31.
1-32.
1-33.
1-34.
1-35.
JAN/91
Lifting and Handling Information

Removal
Installing Engine in Engine Stand
Removal Engine From Engine Stand
Installation
1-12
1-12
1-16
1-16
1-18
ENGINE OPERATION AND TROUBLESHOOTING
2-1
TABLE OF CONTENTS
INDEX TO FIGURES
INDEX TO TABLES
2-1.
General Engine Operation and Checks
2-2.
Operating Parameters and Limits
2-3.
Engine Operation
Normal Engine Starting
2-4.
2-5.
Continuous Normal Operation
2-6.
Normal Shutdown
2-7.
Emergency Shutdown
2-8.
Stalled or Stagnated Starts
2-9.
Start-Run Monitoring Equipment
2-1o.
Troubleshooting
2-11.
Special Inspections
2-12.
Performance Evaluation
2-13.
Records
2-1
2-2
2-2
2-3
2-4
2-7
2-7
2-9
2-1o
2-1o
2-11
2-12
2-13
2-18
2-20
2-28
ENGINE INSPECTION AND MAINTENANCE TASKS
3-1
TABLE OF CONTENTS
INDEX TO FIGURES
INDEX TO TABLES
3-1.
Inspections
3-2.
Inspection Condition Definitions
3-3.
Routine Engine Inspections
3-4.
Special Inspections
3-5.
Borescope Information
Borescope Inspection Locations
;:;:
Borescope Inspection of Combustion Liners
3-8.
Borescope Inspection of Engine lst Stage Turbine
3-9.
Borescope Inspection of Engine 4th Stage Turbine
3-1o.
General Engine Preservation
3-11.
Preservation of Installed Engine
3-12.
Engine Shipping Container
Driven Equipment Shipping Container
3-13.
3-14.
Fuel System Preservation
Engine Removal and Installation
3-15,
3-1
3-2
3-2
3-3
3-3
3-5
3-8
3-8
3-9
3-9
3-12
3-16
3-18
3-19
3-19
3-27
3-28
3-28
xi

TABLE OF CONTENTS (cent)
&
Section
4
xii
FUEL SYSTEM
4-1
TABLE OF CONTENTS
INDEX TO FIGURES
INDEX TO TABLES
4-1.
Fuel Systems
4-2.
Gaseous Fuel System
Description and Operation
4-3.
Fuel Metering Valve (FMV)
u:
Removal
4-6.
Cleaning
4-7.
Inspection and Test
4-8.
Repair
4-9.
Installation
4-1o.
Installed Test and Adjustment
4-11.
Fuel Nozzle
4-12.
4-13.
Troubleshooting
4-14.
4-15.
Removal
4-16.
Inspection
4-17.
Cleaning
4-18.
Installation
4-19.
Final Filter
4-20.
4-21.
Removal
4-22.
Installation
Fuel Manifold and Hoses
4-23
4-24.
4-25.
Removal
4-26.
Installation
4-27.
Gaseous Fuel Water Injection
4-28.
4-29.
Dual Fuel Nozzle
4-30.
4-31.
Troubleshooting
4-32.
Removal
4-33.
Inspection
4-34.
Cleaning
4-35.
Installation
4-36.
Single Entry Liquid Fuel System
4-37.
Description
4-38.
Operation
4-39.
Fuel Pump
4-40.
4-41.
Removal
4-42.
Installation
4-43.
Troubleshooting
4-1
4-8
4-1o
4-11
4-11
4-11
4-12
4-12
4-14
4-14
4-15
4-15
4-16
4-16
4-17
4-17
4-17
4-17
4-18
4-18
4-20
4-20
4-20
4-20
4-22
4-22
4-22
4-22
4-23
4-23
4-23
4-23
4-23
4-24
4-25
4-26
4-26
4-27
4-27
4-27
4-28
4-28
4-28
4-33
4-35
4-36
JAN/91

TABLE OF CONTENTS (cent,
PacJ_e
Section
4
FUEL SYSTEM (cent)

4-44.
4-45.
4-46.
4-47.
4-48.
4-49.
4-50.
4-51.
4-52.
4-53.
4-54.
4-55.
4-56.
4-57.
4-58.
4-59.
4-60.
4-61.
4-62.
4-63.
4-64.
4-65.
4-66.
4-67.
4-68.
4-69.
4-70.
4-71.
4-72.
4-73.
4-74.
4-75.
4-76.
4-77.
4-78.
4-79.
4-80.
4-81.
4-82.
4-83.
4-84.
4-85.
4-86.
4-87.
JAN/91
High Pressure (HP) Fuel Filter

Removal
Installation
Filter Element Removal
Cleaning
Filter Element Installation
Paralleling Valve
Removal
Installation
Low Pressure (LP) Fuel Filter
Fuel Filter Element Removal
Fuel Filter Element Installation
Different Pressure Switch Removal
Different Pressure Switch Installation
LP Fuel Filter Removal
LP Fuel Filter Installation
Pressure Relief Valve
Removal
Installation
Descript~on and Operation
Removal
Installation
Fue Shutoff Valve
Inspection
Removal
Installation
Manifold Drain Valve
Removal
Installation
Inspection and Test
Burner Drain Valves
Removal
Maintenance and Inspection
Installation
Troubleshooting
Fuel Lines and Hoses
4-36
4-36
4-36
4-37
4-37
4-38
4-41
4-41
4-41
4-42
4-42
4-43
4-43
4-44
4-44
4-47
4-48
4-50
4-51
4-53
4-53
4-53
4-54
4-56
4-56
4-56
4-57
4-60
4-60
4-60
4-61
4-62
4-63
4-63
4-63
4-63
4-64
4-65
4-65
4-65
4-65
4-66
4-67
4-67
xiii

~
Section
4
FUEL SYSTEM (cent)

4-88.
4-89.
4-90.
4-91.
4-92.
4-93.
4-94.
4-95.
4-96.
4-97.
4-98,
4-99.
4-1oo.
4-101.
4-102.
4-103.
4-104.
4-105.
4-106.
4-107.
4-108.
4-109.
4-110.
4-111.
4-112.
4-113.
4-114.
4-115.
4-116.
4-117.
4-118.
4-119.
4-120.
4-121.
4-122.
4-123.
4-124.
4-125.
4-126.
4-127.
4-128.
4-129.
4-130.
4-131.
4-132.
xiv
Single Entry Fuel Nozzle (Fuel Nozzle)

Removal
Inspection
Cleaning
Installation
Liquid Fuel Water Injection
Flow Divider Valve
Removal
Maintenance
Installation
Manifold DrainValves
Pilot Manifold Drain Valve Removal
Pilot Manifold Drain Valve Installation
Main Manifold Drain Valve Removal
Main Manifold Drain Valve Installation
Liquid Fuel Nozzle
Removal
Inspection
Cleaning
Installation
Fuel Manifold (Pilot and Main)
Removal and Installation
Dual Entry Fuel System
Description
Operation
Fuel Pump
Paralleling Valve
Fuel Shutoff Valve
Flow Divider Valve
Burner Drain Valves
Fuel Manifolds (Pilot and Main)
Fuel Nozzles (Dual Entry)
Removal
4-67
4-67
4-68
4-70
4-70
4-72
4-73
4-73
4-73
4-73
4-74
4-74
4-77
4-77
4-77
4-80
4-80
4-81
4-82
4-82
4-82
4-83
4-84
4-84
4-86
4-86
4-86
4-87
4-87
4-87
4-88
4-88
4-88
4-91
4-91
4-91
4-91
4-91
4-91
4-91
4-92
4-92
4-92
4-92
4-93
JAN/91

Section
4
FUEL SYSTEM (cent)

4-133.
4-134,
4-135.
4-136.
4-137.
4-138.
4-139.
4-1400
4-141.
4-142.
4-143.
4-144.
4-145.
4-146.
4-147.
4-148.
4-149.
4-150.
4-151.
4-152.
4-153.
4-154.
4-155.
4-156.
4-157.
4-158.
4-159.
4-160.
4-161.
4-162.
4-163.
4-164.
4-165.
4-166.
4-167.
4-168.
4-169.
4-170.
4-171.
4-172.
4-173.
4-174.
4-175.
4-176.
4-177.
4-178.
JAN/91
Inspection
Cleaning
Installation
Manifold Drain Valves
Removal
Installation
Dual Entry Fuel Water Injection System
Dual Fuel System
Low Pressure (LP) Fuel Filter Assembly
Removal
Installation
High Pressure (HP) Fuel Filter Assembly
Cleaning
Removal
Installation
Liquid Fuel Pump
Removal
Installation
Liquid Fuel Metering Valve (FMV)
Removal
Installation
Liquid Fuel Shutoff Valve
Removal
Installation
Liquid Fuel Shutoff Valve (Ball Type)
Removal
Installation
Flow Divider Valve
Removal
Installation
Manifold Drain Valves (Pilot and Main)
4-94
4-95
4-96
4-97
4-97
4-98
4-98
4-98
4-98
4-98
4-98
4-99
4-99
4-99
4-1oo
4-103
4-103
4-106
4-106
4-106
4-106
4-106
4-106
4-107
4-107
4-107
4-107
4-108
4-109
4-109
4-109
4-114
4-115
4-115
4-115
4-116
4-116
4-116
4-117
4-118
4-118
4-118
4-119
4-122
4-123
4-123
xv

MJ1-KB5 DEC OPERATION ANDiiAINTENANCE
Section
4
FUEL SYSTEM (cent)

4-179.
4-180.
4-181.
4-182.
4-183.
4-184.
4-185.
4-186.
4-187,
4-188.
4-189.
4-190.
4-191.
4-192.
4-193.
4-194.
4-195.
4-196.
4-197.
4-198.
4-199.
4-200.
4-201.
4-202.
4-203.
4-204.
4-205.
4-206.
4-207.
4-208.
4-209.
4-210.
4-211.
4-212.
4-213.
4-214.
4-215.
4-216.
4-217.
4-218.
4-219.
4-220.
4-221.
4-222.
4-223.
4-224.
xvi

Dual Fuel Nozzle
Removal
Inspection
Cleaning
Installation
Removal
Installation
Parallel Air Control Valve
Gaseous Fuel Purge Valves
Removal
Installation
Liquid Fuel Outlet Bypass Valve
Removal
Installation
Liquid Fuel Heating Bypass Valve
Removal
Installation
Liquid Fuel Pressure Switch
Removal
Installation
Gaseous Fuel Shutoff and Vent Valves
Gaseous Fuel Filter
Removal
Installation
Gaseous Fuel Metering Valve
Removal
Clean, Inspect, Test, and Repair
Installation
4-124
4-124
4-125
4-126
4-126
4-126
4-127
4-127
4-127
4-128
4-129
4-130
4-131
4-132
4-132
4-132
4-133
4-133
4-133
4-133
4-133
4-134
4-134
4-135
4-135,
4-135
4-136
4-136
4-136
4-137
4-137
4-138
4-138
4-138
4-139
4-139
4-139
4-139
4-139
4-140
4-140
4-141
4-141
4-141
4-142
4-142
JAN/91
Allison Engine company

5cJ1-KB5 DEC OPERATION AND MAINTENANCE
Section
4
FUEL SYSTEM (cent)

4-225.
4-226.
4-227.
4-228.
4-229.
4-230.
4-231.
4-232.
4-233.
4-234.
4-235.
4-236.
4-237.
4-238.
4-239.
4-240.
4-241.
JAN/91
Gaseous Differential Pressure Switch

Removal
Installation
Gaseous Fuel Pressure Switch
Removal
Installation
Gaseous Fuel Manifold and Hoses
Gaseous Fuel Manifold Removal
Gaseous Fuel Manifold Installation
Gaseous Fuel Manifold Hoses Remova
and Installation
Dual Fuel Water Injection System
Optional Liquid Fuel Heating System
4-143
4-143
4-144
4-144
4-145
4-145
4-146
4-146
4-147
4-147
4-147
4-148
4-150
4-150
4-150
4-150
4 - 1 5 0
TURBINE OUTLET TEMPERATURE (TOT) SYSTEM
5-1
TABLE OF CONTENTS
INDEX TO FIGURES
5-1.
5-2.
System Components
5-3.
System Inspections and Checks
5-4.
I%;i%;gouples (T/C)
5-5.
5-1
5-1
5-2
5-3
5-3
5-5
5-8
CONTROL SYSTEM
6-1
TABLE OF CONTENTS
INDEX TO FIGURES
INDEX TO TABLES
6-1.
Description
6-2.
Caution
6-3.
Front Handles
6-4.
Removing Connector and Cables
Electrostatic Discharge (ESD)
::2:
Power Source Grounding
6-7.
Description of DCA Modules
6-8.
Central Processing Unit (CPU) Module
6-9.
Interface Unit Module
6-10.
Interface Extension Unit Modu e
6-11.
16-Way Relay Output Unit Modu e
6-12.
Status Lights
6-1
6-2
6-2
6-3
6-16
6-16
6-16
6-16
6-17
6-17
6-17
6-18
6-22
6-22
6-25
xvii

Section
6
CONTROL SYSTEM (cent)

6-13.
6-14.
6-15.
6-16.
6-17.
6-18.
6-19.
6-20.
6-21.
6-22.
6-23.
6-24.
6-25.
6-26.
6-27.
6-28.
6-29.
xviii
4-Way D-to-A Output Unit Module

Servo Driver Unit Module
Operating the Engine with the DEC System
Motoring
Starting Engine
Stopping Engine
Operating Modes and Modulation of Engine Power
DCA Generated Warnings
DCA Generated Autoshutdowns
Fault Log
Dumb Terminal
IBM Compatible Computer
Control Parameter Adjustments
Adjustments with a Dumb Terminal
Adjustments with a Hand Held Unit
Adjustments with a Computer
Maintenance of DCA and Modules
6-27
6-27
6-30
6-30
6-30
6-30
6-30
6-31
6-32
6-34
6-35
6-35
6-35
6-36
6-39
6-39
6-39
ENGINE LUBRICATION SYSTEM
7-1
TABLE OF CONTENTS
INDEX TO FIGURES
INDEX TO TABLES
7-1.
7-2.
Lubricating Oils
Oil Leaks and Troubleshooting
Oil System Cleaning
;:::
Servicing
7-5.
Oil System Components
7-6.
7-7.
Main Pressure and Scavenge Oil Pump
(Main Oil Pump)
7-8.
7-9.
Removal
7-1o.
Cleaning
7-11.
Installation
7-12.
Pressure Regulating Valve Assembly Removal
7-13.
Pressure Regulating Valve Assembly
Installation
7-14.
Adjustment and Test
7-15.
Magnetic Chip Detector
7-16.
7-170
Removal
7-18.
Installation
7-19.
Magnetic Drain Plug
7-20.
7-1
7-2
7-2
7-3
7-4
7-1o
7-15
7-16
7-18
7-18
7-18
7-18
7-21
7-21
7-21
7-21
7-22
7-22
7-22
7-23
7-23
7-23
7-23
JAN/91

~
Section
7
ENGINE LUBRICATION SYSTEM (cent)

7-21.
7-22.
7-23.
7-24.
7-25.
7-26.
7-27.
7-28.
7-29.
7-30.
7-31.
7-32.
7-33.
7-34.
7-35.
7-36.
JAN/91
Removal
Installation
Oil Filter Assembly
Removal
Oil Filter Element Rep acement
Installation
External Scavenge Oil Pump Assembly
(Scavenge Pump)
Description and Operat on
Removal
Installation
Turbine Rear Scavenge Oil Pump
Removal
Inspection
Installation
7-23
7-24
7-24
7-24
7-24
7-25
7-26
7-27
7-27
7-27
7-29
7-29
7-29
7-30
7-30
7-31
POWER TAKEOFF ASSEMBLY
8-1
TABLE OF CONTENTS
INDEX TO FIGURES
INDEX TO TABLES
8-1.
Speed Sensor Pickup
8-2
8-3.
Removal
8-4.
Inspection
8-5.
8-6.
Installation
Oil Nozzle
8-7.
8-8.
Removal
8-9.
Installation
8-10.
Power Takeoff (PTO) Housing
8-11.
8-12.
Removal
8-13.
Installation
8-14.
8-15.
Power Takeoff (PTO) Shaft
8-16.
Removal
8-17.
Installation
8-18.
8-19.
Adapter Housing
8-20.
8-21.
Removal
Installation
8-22.
8-1
8-2
8-2
8-3
8-3
8-3
8-5
8-6
8-6
8-9
8-9
8-9
8-9
8-10
8-10
8-10
8-13
8-16
8-16
8-17
8-17
8-17
8-17
8-19
8-19
xix

PacJ_e
Section
8
POWER TAKEOFF ASSEMBLY (cent)

8-23.
8-24.
8-25.
8-26.
10
xx
Shaft and Tapered Couplings

Removal
Installation
8-19
8-19
8-20
8-22
ACCESSORY DRIVE GEARBOX
9-1
TABLE OF CONTENTS
INDEX TO FIGURES
9-1.
Description
9-2.
Removal
9-3.
Installation
9-4.
Repairs
9-5.
Liquid Fuel Pump Oil Seal Replacement
9-6.
Magnetic Drain Plug and Chip Detector
9-7.
Corrosion Treatment and Painting
9-1
9-1
9-2
9-2
9-4
9-5
9-5
9-7
9-7
COMPRESSOR
1o-1
TABLE OF CONTENTS
INDEX TO FIGURES
1o-1.
10-2.
Air Inlet Housing
10-3.
10-4.
10-5.
Casing Assembly
10-6.
10-7.
10-8.
Engine No. 2 Speed Pickup
10-9.
Removal
1o-1o.
Installation
10-11. Rotor Assembly
10-12.
10-13.
10-14. Diffuser Assembly
10-15.
10-16.
10-17.
Internal Compressor Inspection
10-18. Compressor Cleaning
10-19.
Water Rinse
10-20.
Chemical Wash
10-21.
Abrasive (Ground Shell) Cleaning
10-22.
Special Cleaning Process
10-1
10-2
10-3
10-3
10-3
10-4
10-4
10-4
10-5
10-5
10-5
10-6
10-7
10-7
10-7
10-7
10-7
10-7
10-8
10-11
10-13
10-15
10-17
10-20
JAN/91

Section
11
12
JAN/91
COMPRESSOR AIR BLEED SYSTEM

TABLE OF CONTENTS
INDEX TO FIGURES
11-1.
Troubleshooting
11-2.
Speed Sensitive Valve
11-3.
Bleed Valves
11-4.
Air Filter
11-5.
11-6.
Removal
11-7.
Cleaning
11-8.
Installation
11-9.
11-10. Speed Sensitive Valve
11-11.
Removal
11-12.
Installation
11-13.
11-14. Compressor Air Bleed Valves
11-15.
Removal
11-16.
Repair of Valve Assembly
11-17.
11-18.
Installation
11-19. Hoses, Tubes, and Fittings
11-20.
Maintenance
11-21.
11-1
11-2
11-3
11-3
11-6
11-6
11-7
11-7
11-7
11-7
11-11
11-11
11-11
11-12
11-12
11-14
11-14
11-14
11-15
11-15
11-16
11-16
11-16
COMBUSTION SECTION AND IGNITION SYSTEM
12-1
TABLE OF CONTENTS
INDEX TO FIGURES
Combustion Section
12-1.
12-2.
Combustion Outer Case
12-3.
12-4.
Removal
12-5.
12-6.
Inspection
12-7.
Installation
Combustion Liners
12-8.
12-9.
Removal
12-10.
Inspection
12-11.
Installation
12-12.
Other Combustion Section Components
Crossover Clamps
12-13.
12-14.
Combustion Inner Case
12-15.
Combustion Inner Case Liner
12-16. Engine Ignition System
12-17.
12-1
12-2
12-3
12-3
12-5
12-5
12-5
12-8
12-8
12-9
12-9
12-10
12-10
12-12
12-12
12-12
12-12
12-12
12-12
xxi

Section
12
COMBUSTION SECTION AND IGNITION SYSTEM (cent)

12-18.
12-19.
12-20.
12-21.
12-22.
12-23.
12-24.
12-25.
12-26.
12-27.
12-28.
12-29.
12-30.
12-31.
13
xxii
Exciter
Removal
Inspection
Installation
Igniter, Liner Supports, and Liner
Body Supports
Removal
Inspection
Installation
Lead Assemblies
Removal
Inspection
Installation
12-13
12-13
12-13
12-14
12-16
12-17
12-17
12-17
12-18
12-19
12-20
12-20
12-21
12-21
TURBINE UNIT ASSEMBLY
13-1
TABLE OF CONTENTS
INDEX TO FIGURES
INDEX TO TABLES
13-1.
13-2.
13-3.
Turbine Unit Assembly Removal
13-4.
Combustion Inner Casing and Combustion
Inner Casing Liner Removal
13-5.
Front Bearing, Front Bearing Support,
Front Bearing Cage, and Front
Bearing Labyrinth Seal Removal
13-6.
Inlet Casing Removal
Vane Casing and 2nd, 3rd, and 4th Vanes
13-7.
Removal
13-8.
Rotor Assembly Removal
13-9.
Rear Bearing Support Disassemble
13-10. Cleaning
13-11.
Diffuser Sump Area
13-12.
Turbine Unit Assembly Components
13-13.
Bearing (No. 3 and No. 4)
13-14.
Inlet Casing, Vane Casing, Vanes,
and Rear Bearing Support
13-15. Turbine Unit Assembly Inspection
13-16. Assemble Rear Bearing Support
13-17. Rotor Assembly and 2nd, 3rd, and 4th Vane Installation
13-18.
Inlet Casing and 1st Stage Vane Installation
13-19. Front Bearing Support and Front Bearing Cage
Installation
13-1
13-2
13-4
13-5
13-6
13-6
13-18
13-19
13-24
13-27
13-29
13-32
13-34
13-34
13-37
13-37
13-38
13-39
13-40
13-42
13-45
13-47
JAN/91

Section
13
TURBINE UNIT ASSEMBLY (cent)

13-20.
13-21.
13-22.
13-23.
13-24.
13-25.
13-26.
14
Front Labyrinth Seal, Bearing, Shaft Adapter,

Shaft Coupling, and Turbine Coupling Clamp
Nut Installation
Rear Bearing Clamp Nut Installation
Rotor Assembly Axial Clearance Measurement
Combustion Inner Casing, Combustion Inner
Casing Liner, Scavenge Oil Tube, and Tube
and Nozzle Assembly Installation
Combustion Liners Installation
Turbine Unit Assembly Installation
Engine Installation
TABLE OF CONTENTS
INDEX TO FIGURES
INDEX TO TABLES
14-1.
Introduction
14-3.
General Maintenance Practices
14-4.
Cotter Pin Installation
14-5.
Standard Torque Limits
14-6.
Lockwiring
14-7.
Universal Fittings
14-8.
Installing Universal Fitting Without
Back-up Rings
Rigid Tube Installation
14-9.
Flared Tubes
14-11.
Flanged Tubes
14-12.
Use of Torque Wrenches
14-13.
14-14.
Dye Penetrant Inspection
14-15.
Foreign Object Damage (FOD)
14-16.
Recommended Markers
14-17.
DIGITAL COMMUNICATIONS OPERATOR MANUAL
TABLE OF CONTENTS
INDEX TO TEXT FIGURES
Introduction
1.0.
Installation Procedures
2.0.
Materials Required
2.1.
2.2.
Files Supplied on Your DCOMMS Disk
2.3.
Minimum Digital Operating System (DOS) Requirements
2.4.
Installation for a Floppy Disk System
RS232 Interconnect Cable Configuration
2.5.
JAN/91
13-52
13-53
13-55
13-60
14-1
GENERAL MAINTENANCE
APPENDIX A
13-48
13-50
13-51
......
14-1
14-2
14-2
14-3
14-3
14-4
14-4
14-12
14-13
14-13
14-17
14-17
14-17
14-18
14-19
14-21
14-22
14-23
A-1
A-1
A-2
A-3
A-4
A-4
A-4
A-4
A-6
A-7
xxiii
AllisonEngin eCompany
Section
APPENDIX A
3.0.
3.1.
3.2.
3.3.
3.4.
4.0.
4.1.
4.2.
4.3.
5.0.
5.1.
2:::
5.4.
;:::
5.6.1,
5.7.
5.7.1.
5.7.2.
5.7.3.
;:;:
;:!:
6.2.
6.3.
6.4.
6.5.
6.6.
6.7.
6.8.
::::10
6.9.2.
7.0.
;:;:
7.3.
%.
7.4.2.
7.4.3.
7.4.4.
xxiv
DIGITAL COMMUNICATIONS OPERATOR MANUAL (cent)

Engine and Control Parameters Monitor Mode
Screen Layout and Menu
Function Keys
Page Selection
Save Page
Fault Log
Format
Warnings
Shutdowns
Adjustments Change Mode
Adjustable Parameters and Ranges
Entry Into Change Mode
Parameter Selection
Direct Value Entry
Trimming
Entering a Trimmed Value to NVM
Error Messages
Wrong Password
Guarded Access
Range Error
Abort and Cancel of Change Mode
Cautions
Data Recording Log Mode
Entry Into Log Mode
Initial Setup
Log Parameter Selection
Return Key
Logging
Terminating Logging
Log Mode Reinvocation
Format and Limitations
Error Messages
Wrong Password
Invalid File Operation
DCA Non Volatile Memory (NVM Access NVM Mode
General
Entry Into NVinit
NVinit Menu
Operation
Read DCA
Write DCA
View DCA
View IBM Default Settings
A-7
A-8
A-8
A-9
A-9
A-n
A-n
A-12
A-12
A-12
A-12
A-13
A-14
A-14
A-15
A-16
A-17
A-18
A-18
A-18
A-18
A-19
A-19
A-19
A-20
A-20
A-22
A-23
A-23
A-24
A-25
A-25
A-27
A-27
A-27
A-27
A-27
A-28
A-28
A-29
A-29
A-30
A-30
A-30
JAN/91

APPENDIX A
8.0.
8.1.
8.1.1.
8.1.2.
8.1.3.
8.1.4.
8.2.
8.2.1.
8.2.2.
8.2.3.
9.0.
JAN/91
DIGITAL COMMUNICATIONS OPERATOR MANUAL (cent,

Use of DCOMMS
System Summary
Monitoring Mode
Change Mode
Log Mode
NVINIT Mode
DCOMMS With Or Without DCA
Starting DCOMMS Without DCA
Starting DCOMMS With DCA
Terminating DCOMMS
Cautions
A-31
A-31
A-31
A-31
A-32
A-32
A-33
A-33
A-35
A-35
A-38

LIST OF FIGURES
EmE
1-1.
1-20
1-3.
1-4.
1-5.
1-6.
2-1.
2-2.
2-3.
2-4,
2-5.
3-1.
3-2.
3-3.
3-4.
3-5.
3-6.
3-7.
3-8.
1;:
4-3.
4-4.
4-5.
4-6.
4-7.
4-8.
4-9.
4-1o.
4-11.
4-12.
4-13.
4-14.
4-15.
4-16.
4-17.
xxvi
Title
Engine Assembly
Engine Cross Section
Engine Mounting
Engine Lifting Adapter, 6796871
Engine Forward Attaching Details
Engine Stand, 6799609
Gas Turbine Engine Operating Theory
Operating Lines of Compressor Pressure
Ratio vs. Compressor Inlet Temperature
for 1750F CTIT
for 1700F CTIT
for 1600F CTIT
Shaft Horsepower Decrease Due to Dirty Compressor
Borescope Inspection of Combustion Liner
Unacceptable (Not Allowed) Sulfidation of
Turbine Blades and Vanes Examples
1st Stage Vane Airfoil Leading Edge
Damage Examples
Unacceptable (Not Allowed) 1st Stage
Vane Damage Examples
Acceptable (Allowed) 1st Stage Vane Damage Examples
4th Stage Vane Burn Through Example
4th Stage Vane with Unacceptable (Not Allowed)
Peripheral Cracking Example
Gaseous Fuel System Schematic
Gaseous Fuel System Components
Gaseous Fuel Nozzle
Gaseous Fuel Water Injection System
Gaseous Fuel Nozzle Water Injection System
Single Entry Liquid Fuel System Schematic
Liquid Fuel Pump and HP Fuel Filter
High Pressure Fuel Filter
High Pressure (HP) Fuel Filter Element
Cross Section
Paralleling Valve O-ring and Valve Seat Installation
Low Pressure Fuel Filter Assembly
Use of Spring Depressor, 6796975
Use of Pliers, 6796974
Differential Pressure Switch and LP Fuel Filter
Pressure Relief Valve, Fuel Shutoff Valve,
and Manifold Drain Valve
Burner Drain Valves
1-4
1-7
1-1o
1-14
1-15
1-17
2-8
2-23
2-25
2-27
2-29
3-11
3-13
3-14
3-14
3-15
3-17
3-17
3-23
4-13
4-19
4-21
4-24
4-25
4-31
4-34
4-39
4-41
4-43
4-45
4-46
4-46
4-49
4-55
4-59
4-66
JAN/91

LIST OF FIGURES (cent)
ml!m
4-18.
4-19.
4-20.
4-21.
4-22.
4-23.
4-24.
4-25.
4-26.
4-27.
4-28.
4-29.
4-30.
4-31.
4-32.
4-33.
4-34,
4-35.
5-1.
5-2.
5-3.
5-4.
6-1.
6-2.
6-3.
6-4.
6-5.
6-6.
6-7.
6-8.
6-9.
6-10.
7-1.
7-2.
7-3.
7-4.
7-5.
7-6.
7-7.
7-8.
7-9.
8-1.
8-2.
8-3.
8-4.
8-5.
8-6.
JAN/91
Title
Single Entry Liquid Fuel Nozzle Schematic
Single Entry Liquid Fuel Nozzle
Liquid Fuel Water Injection Schematic
Flow Divider and Manifold Drain Valves
Liquid Fuel Water Injection Fuel Nozzle
Dual Entry Fuel System Schematic
Dual Entry Fuel Nozzle
Removal and Installation of Dual Entry Fuel Nozzle
Dual Fuel System Schematic
Off-Engine Mounted Fuel Pump and Filter Assemblies
RAFT Mounted Components
RAFT Junction Box Terminals
Dual Fuel Nozzle
Dual Fuel Heating System
Single or Dual Entry Fuel Heating Systems
Thermocouple
Thermocouple Harness Terminal Block Connections
Thermocouple Harness Terminal Block Schematic
Thermocouple Circuits
Digital Electronic Control System
Digital Electronic Control Schematic
Digital Control Assembly (Front View)
Digital Control Assembly (Rear View)
Interface Extension Unit Module
16-Way Relay Output Unit Module
Servo Driver Park Unit Module
Engine Oil System Schematic
Engine Oil System Block Diagram
Hairlike Metal Particles
Main Oil Pump and Filter
Pressure Regulating Valve and Magnetic Chip Detector
Oil Filter Assembly
External Scavenge Pump
Inner Rear Exhaust Cone Puller, 6799754
Power Takeoff Assembly and Adapter Coupling Details
System to Prevent Oil Mix Between
PTO and Driven Equipment
Speed Sensor Pickup
Use of Depth Gage, 6797571
PTO Housing and Adapter Housing
&
4-69
4-71
4-75
4-79
4-83
4-89
4-93
4-96
4-101
4-105
4-111
4-113
4-121
4-129
4-149
4-151
4-153
4-155
5-3
5-4
5-4
5-6
6-12
6-13
6-19
6-20
6-21
6-23
6-24
6-26
6-28
6-29
7-5
7-7
7-17
7-19
7-20
7-26
7-28
7-32
7-33
8-4
8-4
8-5
8-8
8-8
8-11
xxvi i

EmrE
8-7.
8-8.
8-9.
8-10.
8-11.
8-12.
8-13.
8-14.
9-1.
9-2.
9-3.
9-4.
1o-1.
10-2.
10-3.
10-4.
10-5.
10-6.
10-7.
11-1.
11-2.
11-3.
11-4.
11-5.
12-1.
12-2.
12-3.
12-4.
12-5.
13-1.
13-2.
13-3.
13-4.
13-5.
13-6.
13-7.
13-8.
13-9.
13-10.
13-11.
13-12.
xxviii
Title
Midbearing Fuide Tool, 6797753
Roller Retainer Tool, 6797881
Assembled PTO Shaft Assembly
Installation Measurement
Bearing Pulling Fixture, 6797754
Bearing Inner Race Pusher, 6797756
Use of Main Drive Coupling Tool, 6798754
Tapered Coupling and Input Shaft
Dimension B Measurement
Accessory Drive Gearbox Drive Pads
Fuel Pump Drive Oil Seal Puller No. 6796461
Fuel Pump Drive Shaft Oil Seal Installation
No. 2 Engine Speed Pickup Locations
Compressor Rotor Blade Damage Limits,
Leading and Trailing Edges
Convex and Concave Faces
Compressor Blade Corrosion Limits
Ground Shell Cleaner Dispenser
Typical Plenum (Plan - View)
Steam and Chemical Cleaning System
Compressor Air Bleed System Schematic
Troubleshooting Chart
Compressor Air Bleed Systems and Components
Compressor Bleed and Speed Sensitive Valves
Screen and Shield Installation
Cross Section of Combustion Section
Splitline Locations
Combustion Liner Crossover Clamping
Engine Ignition System
Lockwiring of Igniter, Igniter Lead,
and Liner Support
Turbine Unit Assembly Cross Section
Compressor Holder, 3755
Turbine to Compressor Tie Bolt
Removal of Tie Bolt Retaining Nut
Removal of Tie Bolt
Loosening Rear Bearing Clamp Nut
Removal and Installation of Turbine
Unit Assembly
Lifting Adapter, 6799620
Engine Turnover Stand, 6796643, and
Stand Adapter, 6796644
Positioning Turbine Rotor Wrench, 6796569
Rotor Clearance Adjusting Jack, 6797484
Removing Combustion Liners
&
8-13
8-14
8-16
8-18
8-18
8-21
8-22
8-24
9-3
9-4
9-6
9-6
10-6
1o-1o
1o-1o
10-12
10-23
10-24
10-25
11-4
11-5
11-9
11-13
11-17
12-4
12-7
12-11
12-15
12-21
13-7
13-9
13-10
13-11
13-12
13-12
13-14
13-16
13-16
13-17
13-17
13-18
JAN/91

EWE
13-13.
13-14.
13-15.
13-16.
13-17.
13-18.
13-19.
13-20.
13-21.
13-22.
13-23.
13-24.
13-25.
13-26.
13-27.
13-28.
13-29.
13-30.
13-31.
13-32.
13-33.
13-34.
13-35.
13-36.
13-37.
13-38.
13-39.
13-40.
14-1.
14-2.
14-3.
14-4.
14-5.
JAN/91
Title
Casing Liner, and Front Bearing Support
Removing Combustion Liner Casing
Removing Combustion Liner Casing Liner
Removing Turbine Clamping Nut
Removing Bearing Inner Race and Rollers
Removing Front Bearing Support
Removing Front Bearing Outer Race
Removing Front Bearing Labyrinth Seal
Inlet Casing, Vane Casing, and Rear
Bearing Support
Removing Vane Casing
2nd, 3rd, and 4th Stage Vane Locations
Removal of Rotor Assembly
Removing Rear Bearing Inner Race and
Labyrinth Seal
Rotor Assembly Installed in Rotor
Transportation and Storage Stand
Removing Rear Bearing Cage
Removing Rear Bearing Outer Race
Removing Metallic O-ring Seals
Diffuser Sump Carbon Deposit Buildup Location
Rear Bearing Retainer Bolt Torque Sequence
Rear Bearing Rollers Retainer, 6798242
Installing Rotor Assembly
1st Stage Vane and Saddle Positions
Seating Front Bearing and Labyrinth Seal
Scavenge Oil Tube and Tube and Nozzle
Assembly Alignment
Step-by-Step Example of Lockwiring
Examples of Lockwiring
Universal Fittings
Torque Wrench and Extension
13-20
13-22
13-22
13-23
13-23
13-24
13-25
13-26
13-28
13-30
13-30
13-31
13-31
13-32
13-33
13-34
13-35
13-35
13-36
13-43
13-43
13-44
13-46
13-49
13-50
13-51
13-54
13-56
14-5
14-14
14-15
14-16
14-19
xxix

LIST OF TABLES
Table
1-1.
2-1.
2-2.
2-3.
2-4.
2-5.
;$:
;:::
3-1.
3-2.
4-1.
6-1.
7-1.
7-2.
8-1.
13-1.
14-1.
14-2.
14-3.
14-4.
14-5.
14-6.
14-70
14-8.
14-9.
14-10.
A-1.
A-2.
A-3.
A-4.
xxx
Title
Engine Weight and Dimensions
Operating Parameters
Operating Limits
Troubleshooting
Start, Run, and Stop Report
Engine Trouble Report
Installation Inspection Report
Control System Static Test and Instrument Calibration
Start-up and Adjustment Runs
Performance Estimate Date Record
Inspection Tasks
Engine Shipping Container Air Pressure
Requirements Versus Temperature
Approved Liquid Fuels
Dumb Terminal Access Adjustments
Lubrication Oils
Oil Leaks
Speed Sensor Pickup Shim Requirements
Turbine Unit Assembly Inspection
Standard Torque Limits to Either the Nut
or Bolt, When a Steel Tension Type Nut
is Used in the Combination. Values
also Apply to Bolts Torqued into
Steel Tapped Hobs or Steel Inserts.
Standard Torque Limits to be Applied to
Either Nut or Bolt When a Steel Shear
Type is Used in the Combination.
Standard Torque Limits for Bolts
Torqued into Aluminum Tapped Holes
With or Without Inserts.
Standard Torque Limits for Screws
into Aluminum Tapped Holes With
or Without Inserts.
Standard Torque Limits for Screws Torqued
into Tension or Shear Type Nuts With or
Without Self-1ocking Feature. Value also
Applies to Screw Torqued into Steel
Tapped Holes With or Without Inserts.
Steel Coupling Nuts on Steel Fitting
Steel With Aluminum or Aluminum With
Aluminum Coupling Nuts on Fitting
Aluminum or Steel Unions
Plugs and Bleeders
Recommended Markers
Test Table
Test Table
Test Table
Test Table
1-4
2-4
2-5
2-15
2-30
2-32
2-35
2-36
2-37
2-38
3-6
3-27
4-29
6-37
7-9
7-11
8-7
13-39
14-6
14-7
14-8
14-8
14-9
14-10
14-10
14-11
14-11
14-23
A-8
A-10
A-n
A-13
JAN/91

LIST OF TABLES (cent)
Table
Title
A-5.
A-6.
A-7.
A-8.
A-9.
A-10.
A-n.
A-12.
A-13.
A-14.
A-15.
A-16.
A-17.
A-18.
A-19.
A-20.
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
JAN/91
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
A-14
A-16
A-20
A-21
A-22
A-23
A-24
A-25
A-26
A-29
A-33
A-34
A-34
A-36
A-37
A-37
xxxi

, SECTION 1
ENGINE DESCRIPTION
TABLE OF CONTENTS
Paraqrar)h
JAN/91
Descri~tion
Paqe No.
1-1
General Definitions
1-3
1-3
Weights and Dimensions
1-3
1-5
Engine Description
1-4
1-8
Compressor Section
1-5
1-10
1-5
1-12
Combustion Section
1-5
1-14
Turbine Unit Assembly
1-5
1-16
Turbine Outlet Temperature (TOT)
1-6
1-18
Lubrication (Lube) System
1-6
1-20
Ignition System
1-6
1-22
Fuel and Control System
1-6
1-24
1-6
1-26
Engine Mounting
1-9
1-27
Cool ing
1-11
1-29
Engine Configuration Options
1-11
1-30
Operating and Maintenance Precautions
1-11
1-31
Lifting and Handling Information
1-12
1-32
Removal
1-12
1-33
Installing Engine in Engine Stand
1-16
1-34
Removal Engine From Engine Stand
1-16
1-35
Installation
1-18
1-1

I~DEX TO FIGURES
Paqe No.
Fiqure No.
1-1
Engine Assembly
1-4
1-2
Engine Cross Section
1-7
1-3
Engine Mounting
1-10
1-4
Engine Lifting Adapter, 6796871
1-14
1-5
Engine Forward Attaching Details
1-15
1-6
Engine Stand, 6799609
1-17
INDEX TO TABLES
Table No.
1-1
1-2
Title
Engine Weight and Dimensions
Paqe No.
1-4

SECTION 1
ENGINE DESCRIPTION
1-1.
GENERAL DEFINITIONS.
1-2.
The following orientation definitions apply to the nomenclature used in

this manual. The orientation as defined is related to the engine
assembly.
A. The FRONT of the engine is determined by the air inlet bell, the
accessory drive gearbox and engine vent assembly are attached to the
air inlet housing.
B. The REAR of the engine is determined by the turbine rear bearing
support.
c. The LEFT and RIGHT sides of the engine are determined by looking at
the engine from the rear, facing forward.
D. The TOP of the engine is determined by the breather vent located on
top of the air inlet housing.
E. The BOTTOM of the engine is determined by the accessory drive gearbox
located on the bottom of the air inlet housing.
F. All radial position locations begin at the top of the engine and
progress clockwise around the engine as the engine is viewed from the
rear.
G. The compressor wheels, turbine wheels and vane assemblies are
referred to by number from front to rear.
H, The direction of rotation of each accessory dr ve is determined when
facing the mounting pad for that accessory.
1. The direction of rotation of the compressor, turb ne rotor, and power
takeoff shaft is counterclockwise when the engine is viewed from the
rear of the engine facing forward.
J< The engine furnishes power to drive the necessary equipment thru
power takeoff shaft.
K, The fuel nozzles, liner support, combustion liners, spark igniters,
and the thermocouple (TC) and starting from the top they are numbered
clockwise (CW) when the engine is viewed from the rear.
1-3.
WEIGHTS AND DIMENSIONS.
1-4.
The weights and dimensions for the engine are shown in Table 1-1.
JAN/91
1-3

501-KB5 DEC OPERATION AND MAINTENANLk
1-5.
ENGINE DESCRIPTION.
1-6.
The gas turbine engine with a digital electrical control (DEC) system
is divided into a compressor section, a combustion section, a turbine
unit assembly (coupled to the compressor), and an accessory drive
gearbox (Ref. Figures 1-1 and 1-2).
Table 1-1.
Engine Weight and Dimensions.
Weight
1270 lb (577 kg)
Length, with Power Takeoff Shaft
123.7 in. (3141.9 mm)
Width
22.24 in. (564.9 mm)
Height
29.85 in. (758.2 mm)
Mechanical Limit (Max.)
37,700 lb in. (4259.5 Nom)
Normal Operating Speed
13,800 to 14,600 rpm
I
I
COMPRESSOR
ANDINLET
60MBusTi0N
ANDTURBINE
SECTION
ACCESSORY
DRIVE
GEARBOX
Figure 1-1.
.
1-4
QHA018XD
Engine Assembly,
JAN/91

1-8.
COMPRESSOR SECTION.
1-9.
The compressor is a single-entry, fourteen-stage, axial-flow type. An

air inlet housing, secured to the forward end of the compressor casing,
directs the inlet air to the compressor rotor. During operation, inlet
air is compressed approximately 9.5 times the intake pressure. The
accessory drive gearbox is attached to the bottom and the engine
breather to the top of the air inlet housing. A compressor diffuser,
secured to the rear of the compressor casing, directs the air from the
compressor rotor to the combustion section. The six fuel nozzles are
mounted in the diffuser. Refer to Section 10, Compressor Section, for
details and discussion.
1-1o.
ACCESSORY DRIVE GEARBOX.
1-11.
The accessory drive gearbox is mounted to the bottom of the air inlet
housing and receives its drive from the compressor rotor via the side
gear meshed to the compressor extension shaft. The main pressure and
scavenge oil pump assembly is mounted on the front and the external
scavenge oil pump assembly on the rear. Driven accessories are mounted
on the front and rear sides as required. Refer to Section 9, Accessory
Drive Gearbox, for details and discussion.
1-12.
COMBUSTION SECTION.
1-13.
The combustion section, which is attached to the diffuser, incorporates

six can annular shaped combustion liners. The combustion liners mix the
fuel and air, control combustion and guide the hot gases into the
turbine unit assembly. Refer to Section 12, Combustion Section and
Ignition System, for details and discussion.
1-14.
TURBINE UNIT ASSEMBLY.
1-15.
The turbine unit assembly, mounted to the rear of the outer combustion
casing, consists of a four stage rotor and vane assembly (stages 1, 2,
3, and 4), a inlet casing, a vane casing, and a rear bearing support.
The 1st stage blades and vanes are air cooled. The rotor assembly
absorbs the necessary energy from the expanding gases to drive the
compressor rotor, the engine driven accessories, and the driven
equipment through the PTO assembly. The turbine unit assembly also
provides the mounting flange for attaching the inner exhaust cone and
the rear scavenge oil pump. Refer to Section 13, Turbine Unit Assembly,
for details and discussion.
JAN/91
1-5

1-16.
TURBINE OUTLET TEMPERATURE (TOT) .
1-17.
The engine control system receives turbine temperature signals from TOT
systems thermocouples. The twelve thermocouples (T/C) are installed in
the turbine unit assemblys rear bearing support. Refer to Section 5,
Turbine Outlet Temperature (TOT) System, for details and discussion.
1-18.
LUBRICATION (LUBE) SYSTEM.

NOTE
For lubrication system(s) for driven equipment, refer to its OEM
manual(s).
1-19.
The lube oil system provide pressure oil to the engine shafts, gears and
bearings for lubrication and cooling. The oil system is a dry-sump type
which includes one combination pressure and scavenge oil pump, an
external scavenge pump, and an rear scavenge oil pump. Refer to Section
7, Engine Lubrication System, for details and discussion.
1-20.
IGNITION SYSTEM.
1-210
The ignition system includes an exciter assembly and two igniters

located in combustion liners, positions 2 and 5. Crossover ferrules
between individual combustion liners provide uniform lightoff during
starting. Refer to Section 12, Combustion Section and Ignition System,
for details and discussion.
1-22.
FUEL AND CONTROL SYSTEMS.
1-23.
The fuel and control systems includes pumps, filters, metering and
shutoff valves, manifolds, fuel nozzles and the control assemblies and
input devices. Refer to Section 4. Fuel Systems. and Section 6., Control
System, for details and discussion.
1-24.
POWER TAKEOFF ASSEMBLY.
1-25.
The power takeoff assembly is located between the forward end of

compressors air inlet housina and the rear (. nput) of the driven
equipment.
The power takeoff assembly transmits engine torque from the
compressor extension shaft to the driven equipment and provides a speed
pickup for measuring engine speed. Refer to Section 8, Power Takeoff
Assembly, for details and discussion.
1-6
JAN/91
Allison Engine Company .;

.;.
,.

COMPRESSOR SECTION
.
{/ , \ .,
&
\~
=2
AIR INLET
I ////+
EXHAUST GAS OUTLET
-pOwEROuTpuT
m
SEAL AIRFLOW
TURBINE COOLING AIR FLOW
* OPTIONAL STANDBY ()ER (SEE TABLE 2.2 FOR NORMAL OPERATING LIMITS)
* & OPERATING RPM RANGE: 13,800 TO 14,600

Figure 1-2.
JAN/91
Engine Cross Section (Sheet 1 of 2).

1-7

COMBUSTION SECTION
A
TURBINE SECTION
A
Y/
u-
0
0
d
SPECIFICATIONS
CONTINUOUS
MAXIMUM
RATED POWER, HP (KW)

ISO STD DAY
LIQUID: 5106 (3807)

GASEOUS: 5263 (3924)
* LIQUID: 5704 (4253)

*GASOUS:5822(4351 )
RATED TURBINE
lHII~fRATURE (CTIT)
1895 (1035)
*.2(JO()(~()93.3)
RATED RPM
**14,200
15,800
ENGINE DRY
WEIGHT
1270 LBS. (576.1 KG)
QHA020XK
Figure 1-2.
1-8
Engine Cross Section (Sheet 2 of 2 ) .
JAN/91

1-26.
ENGINE MOUNTING.
NOTE
There are various mounting systems for the 501-KB5 engine. The high
shock mount system is the one most frequently used, refer to the OEM
manual for the fixed mounting system.
A. The various types of the eng ne mounting systems are shown in Fgure
1-3.
B. The engine mounting systems:
1. Maintains engine position and alignment.
2. Supports weight, inertial, shock loads, and torque loads of the
engine.
3. Allows for thermal expansion.
4. Supports external air inlet and exhaust connection loads.
5. Dampens induced engine vibration.
NOTE
External loading caused by the inlet, exhaust, or other engine
connections is additive to weight and inertial loads.
c. The engine mounting system is designed to distribute the load through
the high shock mount which is located below the diffuser and connected to the two diffuser flanges. The high shock mount supports
vertical loads, limited side loads and no fore-and-aft loads. Loads
are transferred to the skid structure. Supplied linkage supporting
the lower mount accommodates the axial and radial growth of the
engine while maintaining the location of the engine axial center
line.
D. The engine bottom mounting bracket and plate are designed to
accommodate the following loads:
1. Vertical direction--20,000 pound force (88 964 N)
2. Lateral direction--3OOO pound force (13 345 N)
3. Axial direction--5O5O pound force (O N)
JAN/91
1-9

\: ,,
i\, !
f ([:.
,,
J-q
:Wc,,<jq
-<=
_/
~ AFT SUPPORT
MOUNT ~
PLATE
A{ri
-=4!0
PORTABLE
ENGINE
,MOUNT
SHOCK
MOUNT
PORTABLE ENGINEMOUNT ASSEMBLY
ENGINE HANDLING
AND
SHIPPINGBRACKET~
Ih(ik;
)1/1
*@
/w
DAMPER
MOUNT
= PLATE
- ---
HIGH SHOCK MOUNT ASSEMBLY
ENGINE REAR VIBRATION DAMPING MOUNT ASSEMBLY

QHA017XA
Figure 1-3.
1-10
Engine Mount Systems.
JAN/91

1-27.
COOLING.
1-28.
The engine requires external cooling. OEM provisions for cooling the
engine room or engine enclosure and control components are necessary and
must be maintained. It is important that the cooling air have a uniform
flow over the engine hot section to avoid any case warpage. The
combustion section and parts of the turbine are air cooled by internal
secondary air (air not required for combustion).
1-29.
ENGINE CONFIGURATION OPTIONS.
.
NOTE
As a result of engine improvements or the incorporation of various

options which owners/operators may select or choose to make system
modifications which affect the engine, this manual may not reflect these
specific engines in service.
OPERATING AND MAINTENANCE PRECAUTIONS.
1-30.
NOTE
Refer to OEMs Manual for a complete Operating and Maintenance
Precaution.
The following are the Operating and Maintenance Precautions
required by Allison Gas Turbine.
A. Establish a daily thorough installation and walk around visual
inspection (Refer to Section 3).
B. Maintain clean gaseous and/or liquid fuel filters. Check the
pressure drops of the fuel filters regularly. A dirty fuel filter
system with resulting high pressure losses can reduce the power of
the engine (Refer to Sections 2 and/or 3).
NOTE
Allison
Gas Turbine highly recommends the engine oil system be placed

in the sample oil analysis program (SOAP).
. If the periodic sample analysis indicates acid and viscosity numbers

have increased significantly, more frequent oil sampling should be
initiated.
Recommend three months or sooner.
JAN/91
1-11
I
c. Take an oil sample every six months or as recommended by the oil
Inspect the oil sample for contamination and have the
manufacturer.
sample analyzed to determine total acid number (TAN) and viscosity,
(refer to Industrial Engine Bulletin 8-GT-84). Additionally, on an
annual basis, or as recommended by the oil manufacturer, the oil
sample should be analyzed for the quality and integrity of the oil
additive packages used in the base lubricant.
D. Before the engine is started, accomplish prestart check. The use of
check lists,such as those included in the Maintenance Practices is
strongly encouraged by Al ison Gas Turbine.
E. Prior to starting the eng ne, clear the engine room (area) of all
unnecessary personnel.
F. Monitor starting and running operations with correctly calibrated
instrumentation and with well trained personnel.
G. Do not rely wholly on automatic devices to handle an emergency. Both
automation and human manual control should be available to accomplish
an operational task.
H. Do not stabilize at speeds below engine idle, at least 13,000 rpm.
The control system is designed to prevent such operation.
I. When engine running is simulated, regardless of method and kind,
check for any ancillary control circuitry which may be activated
(fuel, lube, air, high voltage systems) but should not be operated
during the test. Conversely, check that those devices and systems,
which are required for a proper test, installation well being and
human safety, are activated.
J. When increasing power, power should be increased in a steadv.
conservative m;nner to the required level.
Increasing engi;e turbine
temperature more rapidly and to a higher level than necessary will
shorten the turbine life.
1-31.
LIFTING AND HANDLING INFORMATION.
1-32.
REMOVAL.
A. Make sure all electrical, fuel, and oil systems are OFF and remain
OFF until installation is completed.
CAUTION
CAP ALL HOSES, HARNESS ENDS, AND OPENINGS TO PREVENT CONTAMINATION. IF
REQUIRED, RECORD OR IDENTIFY ALL HOSES, HARNESS ENDS, AND OPENINGS FOR
INSTALLATION.
1-12
JAN/91

NOTE
. If required, save fluids (fuel, oil , etc.) for inspection to aid in
troubleshooting.
Have
a container available to catch fluids.
B. Remove all hose and engine electrical harness connections. If

required, record or identify hose and harness connections. Plug or
cap all openings, hoses, and harness connections (Refer to OEM
manual).
c. Remove the engine exhaust system (augmenter) from engine exhaust
diffuser (Refer to OEM manual).
D. Remove clamp and move air inlet bell forward to inside of air inlet
plenum (Refer to OEM manual.
E. Install engine lifting adapter, 6796871, to lifting brackets at the
diffuser and turbine rear bearing support lift brackets spl itlines
(Ref. Figure 1-4).
F. Attach a hoist to engine lifting adapter, 6796871, and remove engine
weight from the engine mount(s) from engine support.
G. Remove nuts (1, Figure 1-5) at the power takeoff housinq-..
(2) and
compressor air inlet housing (8) spl itline.
NOTE
Due to the various mounting brackets hookup to the fixed engine support,
refer to the OEM manual for removal and installation.
H. Remove mounting bolts and nuts from mounting bracket(s) and fixed
engine support (Refer to OEM manual).
CAUTION
MAINTAIN
ALIGNMENT HORIZONTALLY AND VERTICALLY DURING SEPARATION
....
OR ------ ENGINE
DAMAGE MAY OCCUR.
I. Slowly separate engines compressor extension shaft (6) from the
power takeoff housing (2) and power takeoff shaft (3) by moving
engine aft at least 3.5 inches (88.9 mm). When engine has cleared,
hoist engine away from fixed engine support. Remove O-rings (4 and
5) and discard.
JAN/91
1-13

ENGINE LIFTING
ADAPTER
(P/N 6797690)
6.5 IN. (165.1 MM)-
ENGINE ASSY
QHT023XA
Figure 1-4.
1-14
Engine Lifting Adapter, 6796871.
JAN/91

3\
/6
\
./. , /,,
uL_J
wJ
1.
2.
3.
4.
NUT (16)
POWER TAKEOFF HOUSING
POWER TAKEOFF SHAFT
PACKING (O-RING)
5.
6.
7.
8.
PACKING (O-RING)
COMPRESSOR EXTENSION SHAFT
OIL NOZZLE
COMPRESSOR AIR INLET HOUSING
QHC023XA
Figure 1-5.
JAN/91
Engine Forward Attaching Details.
1-15
501-KB5 DEC OPERATION AND MAINTkNANLt

J. Install engine in an engine stand, 6799609, per Paragraph 1-33 or
install engine in a shipping container per Section 3.
1-33.
INSTALLING ENGINE IN ENGINE STAND.

A. If required, remove a bolt (1, Figure 1-6) securing each mounting
bracket (2) from engine stand, 6799609.
B. Secure a mounting bracket (2) to right and left side of the engine
air inlet housing. Secure each mounting bracket with four bolts (3)
each. Torque bolts to 240-280 lb in. (27.1-31.6 Nom).
c. If required, remove bolt (4), washer (5), nut (6), and bracket (7)
from jackscrew (8).
D. If required, remove bottom bolt and nut from turbine splitline.
E. Install bracket (7) and secure with bolt (9) and nut (10) at bottom
of turbine spl itline. Torque nut to 200-220 lb in. (22.6-24.8
Nom).
F. Install engine onto engine stand, 6799609, secure the mounting
brackets (2) to forward post. Secure the mounting brackets with
bolts (l). Torque bolts to 500-600 lb in. (56.5-67.7 N-m).
G. Install bracket (7) into elongated slot of jackscrew (8), if
required, loosen retaining nut (11) and adjust height of jackscrew.
Secure bracket to jackscrew with bolt (4), washer (5), and nut (6).
Torque nut to 400-470 lb in. (45.2-53.1 Nm).
H. If required, remove engine lifting adapter, 6796871, from engine.
1-34.
REMOVING ENGINE FROM ENGINE STAND.

A. If required, install engine lifting adapter, 6796871, to engine and
attach to hoist. Remove engine weight from engine stand, 6799609.
B. Remove bolt (4, Figure 1-6), washer (5), and nut (6) from bracket (7)
and jackscrew (8).
c. Remove bolts (1) from the left and right side of forward posts and
hoist the engine free of the engine stand, 6799609.
D. Remove nut (10), bolt (9), and bracket (7) from bottom of turbine
splitline.
Insert original bolt and nut, torque nut to 200-220 lb
in. (22.6 -24.8 Nm).
1-16
JAN/91
ENGINE
ASSY
. -----
-1
~.. ..
1
,,
>
~.;
-..
:_.. _.,
:.1
1,
- - - -
11
i.. .j
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t
-L. ... J
I
,/ !\
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. .
J..
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-J
CG
\+
/
-----4&-
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--. -- -
L-.
P]
--. _..
I
~.,
~_-.=..F-.- ..4
f-.
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+-=
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. ~<
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la
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#-
6
I
,--
ENGINE STAND
P/N 6799609
1.
2.
3.
4.
5.
6.
BOLT (2)
MOUNTING BRACKET (2)
BOLT (8)
BOLT
WASHER
NUT
7.
8.
9.
10.
11.
BRACKET
JACKSCREW
BOLT
NUT
RETAINING NUT
QHT024XA
Figure 1-6.
Engine Stand, 6799609.
1-17

E. Remove bolts (3) and both mounting brackets (2) from engine.
F. Connect bracket (7) to jackscrew (9) and secure with bolt (4), washer
(5), and nut (6). Install bolt (9) and nut (10) to top of bracket
(7).
G. Install mountina brackets (2) to forward Dosts of en~ine stand,
6799609, and se~ure with bdlts (l). Secu~e the eigh~ bolts (3) to
the engine stand or mounting brackets (tape, lockwire, nuts, etc).
1-35.
INSTALLATION.
NOTE
Het O-rings with clean engine oil.
A. Install O-ring (4, Figure 1-5) to power takeoff shaft (3) and O-ring
(5) to power takeoff housing (2).
CAUTION
DURING INSTALLATION, MAINTAIN ENGINE POWER TAKEOFF SHAFT AND COMPRESSOR
EXTENSION SHAFT ALIGNMENT HORIZONTALLY AND VERTICALLY, MAKING SURE
SPLINES ARE ALSO ALIGNED, OR DAMAGE MAY OCCUR.
B. Slowly hoist engine into place, aligning both horizontally and
vertically, carefully move engine forward engaging power takeoff
shaft (2) and compressor extension shaft (6) splines.
C. After checking alignment, install nuts (1) securing power takeoff
housing (2) to compressor air inlet housing (8). Torque nuts to
140-170 lb in. (15.9-19.6 Nom).
D. Install mounting bolts and nuts securing mounting bracket(s) to fixed
engine support and torque (Refer to OEM manual).
E. Install air inlet bell and secure with clamp (Refer to OEM manual).
F. Install augmenter to engine exhaust diffuser (Refer to OEM manual).
G. Install all hose and electrical harness connections (Refer to OEM
manual).
H. Service engine lubrication and fuel systems.
I. Perform engine operation and inspect for leaks.
1-18
JAN/91

SECTION 2
ENGINE OPERATION AND TROUBLESHOOTING
TABLE OF CONTENTS
Paraqra~h
Description
Paqe No.
2-1
General Engine Operation and Checks
2-3
2-2
Operating Parameters and L mits
2-4
2-3
Engine Operation
2-7
2-4
Normal Engine Starting
2-7
2-5
Continuous Normal Operation
2-9
2-6
Normal Shutdown
2-1o
2-7
Emergency Shutdowns
2-1o
2-8
Stalled or Stagnated Starts
2-11
2-9
Start-Run Monitoring Equipment
2-12
2-1o
Troubleshooting
2-13
2-11
Special Inspections
2-18
2-12
Performance Evaluation
2-20
2-13
Records
2-28
JAN/91
2-1
501-KB5 DEc OpERATION
AND MAINT ENANCE
INDEX TO FIGURES
Fiqure No.
Title
Paqe No.
2-1
Gas Turbine Engine Operating Theory
2-8
2-2

for 1750F CTIT
2-23

for 1700F CTIT
2-25

for 1600F CTIT
2-27
Shaft Horsepower Decrease Due to

Dirty Compressor
2-29
2-3
2-4
2-5
INDEX TO TABLES
Table No.
2-2
Paqe No.
2-1
Operating Parameters
2-4
2-2
Operating Limits
2-5
2-3
Troubleshooting
2-15
2-4
Start, Run, and Stop Report
2-30
2-5
Engine Trouble Report
2-32
2-6
Installation Inspection Report
2-35
2-7
Control System Static Test

and Instrument Calibration
2-36
2-8
Start-up and Adjustment Runs
2-37
2-9
Performance Estimate Date Record
2-38
JAN/91

SECTION 2
ENGINE OPERATION AilD TROUBLESHOOTING
GENERAL ENGINE OPERATION AND CHECKS.
2-1.
NOTE
This section is devoted to general engine operation and to those

precautionary checks to be made before starting the engine and after
operation if problems are suspected.
All things are important, but a recheck of the following is strongly

recommended for a-successful start and run.
A. Accomplish precautionary and prestart checks (Ref. OEMs Manual).
B. Electrical power supply--2O to 29 vdc.
NOTE
Some engines have 200 psig (1378 kPag) gaseous fuel pressure.
C. Fuel, Gaseous Pressure -- Nominal 250 psig (1725 kPag) at the engine
fuel metering valve inlet for nominal pipeline quality gas (Ref. to
Section 4).
D. Fuel, Liquid Pressure -- Liquid fuel supply, pressure is produced by
engine driven or an off engine motor pump (Ref. to Section 4).
CAUTION
ADEQUATE STARTER PRESSURE MUST BE MAINTAINED THROUGHOUT THE STARTER
SUPPORT CYCLE. A FAULTY OR DETERIORATED STARTER OR LOW PRESSURE OR
ENERGY STARTER POWER SUPPLY MAY NOT ALLOW PROPER ENGINE START AND
ACCELERATION. ENGINE DAMAGE CAN OCCUR THROUGH CONTINUED UNSATISFACTORY
STARTING ATTEMPTS.
NOTE
The starter assembly should have adequate torque. This can be
determined by motoring the engine (with no ignition and fuel) to the
maximum starter capability. This engine motoring speed should be at
least 3600 rpm. Accomplish this check periodically and on every occasion
that satisfactory engine starts cannot be obtained or whenever a starter
deficiency is suspected.
JAN/91
2-3

E. Starter Supply Pressure -- Proper pressure to limit as specified by
OEMs Manual.
NOTE
The ignition system and fuel nozzles are very important especially for
cold ambient temperature starts and should always be maintained in good
condition.
F. Inspect ignition system and fuel nozzles.
2-2.
OPERATING PARAMETERS AND LIMITS.

NOTE
The operating parameters are shown in Table 2-1. The operating limits
are shown in Table 2-2.
Table 2-1.
arameter
Operating Parameters.
*Control Limit
Setting
(Continous O~eration)
Warning
*Shutdown
Settinq
Settinq
:ngine speed
13,800 to
14,600 rpm
At 15,400 rpm
and above
15,800 rpm
:alculate
turbine
nlet temperature
CTIT)
1895F
(1035C)
1925F
(1052C)
1945F (1063)
for 10 sec or
1995F (1091C)
for 100 minisecond (MSEC).
uel System
Fuel metering
valve mistrack
more than plus
or minus 0.5 v
for 1.0 sec.
These are maximum settings established by Allison. The OEM may have
stablished lower settings, but cannot exceed the Allison maximum settings, for
Particular units.
2-4
JAN/91

Table 2-2.
Operating Limits.
ALCULATED TURBINE
NLET TEMPERATURE
(CTIT) F (C)
ENGINE (Nl)
SPEED - RPM
DRIVEN
EQUIPMENT
DE) SPEED - RPM
OIL PRE
PSIG
N1
<1570 (854).
>1570(854).
-U)
>1600(871).
<600 (316) WITHIN
10 SEC (LIQUID FUEL)
OR 3SEC (GASEOUS
FUEL) AND N1
>7200 RPM.
NOTE 1.
<7200 WITHIN 30 SE(

N1 DOES NOT
ACCELERATE >40
PER SEC FOR3 SEC
WHEN CTIT > 600F
(316C)AND N1
<13,000.
<1895 (1035).
13,800 TO 14,600
50 TO 60
(345 TO
414).
>1925 (1052).
>15,400.
<40 (276),
>1945 (1063) FOR

10 SEC
OR
>1995 (1091) FOR
100 MSEC.
>15,800.
<20 (138).
<13,000 AHER GG
HAS BEEN >13,000
FOR 3 SEC.
NOTE 2.
JAN/91
2-5

Table 2-2.
.PRESSURE(PAG)
*DE
OIL TEMPERATURE F 0 c)
N1
*DE
Operating Limits (Cent).
VIBRATION - lN/SEC
(MM/SEC)
N1
*DE
NOTE 1:
tiRBINEOtJTLET
TEMPERATURE (TOT)
OVER TEMPERATLIRE
BACKUP, > 1400F
(760C) AND NI
<13,000 RPM.
NOTE 2:
TOT RUN OVERTEMPERATUREBACKUP,

> 1650F (899C) AND
N1 >13,000 RPM.
-40 T0160
(-40 TO 71).
SYMBOLS : > = MORE THAN

< = LESS THAN
*
= REFER TO OEM
MANUAL FOR
OPERATING UMITS-
jO
<160 (71).
6).
w),
>180 (82).
>3MILS
(0.07MM) FOR
>3 SEC.

2-3.
ENGINE OPERATION.
A. Ouring starting, fuel and ignition are programmed by the control
system. Refer to the particular control system section for a
description of how this is accomplished. Overspeed, underspeed and
temperature protection is provided to the engine to initiate a
shutdown. Other safety circuits connected to safety devices such as
low oil pressure or high vibration sensors can also initiate a
shutdown in order to protect the engine (Ref. Tables 2-1 and 2-2).
B. Many safety circuits remain active during normal operation.
c. The gas turbine engine is essentially a heat engine using air as a
working fluid. Air-passing through the engine ii accelerated which
means that the kinetic energy of the air is increased. To obtain
this, the pressure energy is first increased and then heat energy is
added with the final conversion back to kinetic energy in the form of
a high velocity, high energy gas stream which is impinged on the
turbine rotor assembly. Refer to the working cycle pressure volume
diagram in Figure 2-1 with the following explanation:
1. Point X represents air at atmospheric pressure which is compressed
along line XY, which adds some heat.
2. From Y to Z more heat is added to the air by introducing and
burning fuel at constant pressure; this increases the temperature
and volume of air. Some pressure losses occur in the combustion
chamber as indicated by the drop between Y and Z.
3. From Z to Xthe hot gases expand through the turbine nozzle (jei
pipe or augmenter) and exhaust system to atmosphere. The kinet c
(gas) energy is converted to mechanical work in the turbine and
manifested as torque at the PTO shaft output spline.
2-4.
NORMAL ENGINE STARTING.

A. The starter begins to rotate the engine.
B. Eng ne rpm and oil pressure begin to increase.
C. The control system beqins to set the fue- metering valve in the
correct position for ;tarting and tracks the fuel metering valve to
verify the correct setting.
NOTE
If turbine temperature does not reach 600F (316C) CTIT and engine
speed is not more than 2200 rpm in 10 seconds for liquid fuel or 3
seconds for gaseous fuel, an automatic engine (fail to fire) shutdown
will occur.
JAN/91
2-7

COMBUSTION
COMPRESSOR
TURBINE
AIR
OUTPUT
SHAFT
TORQUE
EXHAUST
px
POWER-TAKEOFF
ASSEMBLY
I
4I
3
l-u
a
z
Cn
2
u
2
Yd
FUEL
NOZZLE
/coMBusTloN(ADDsH~TENERGyt
\r-N
1
\
VVnn,
nI
PRESSURE-VOLUME
DIAGRAM
w-w,w.:vr-,rn,,.
lu 1, , LLL
(THROUGH EXHAUST
COMPRESSION
1 (ADDS PRESSURE
ENERGY)
----- ----- ----- -
A
AMBIENT AIR
x
o
1
1
-,- - x
W
7
6
VOLUME
Figure 2-1.
2-8
Gas Turbine Engine Operating Theory.
JAN/91

D. At 2200 engine rpm, the control system turns on the ignition and
opens the fuel shutoff valve(s). The liquid fuel manifold drain
valves are closed (de-energized). Engine ignition (lightoff) occurs
and the engine should accelerate to running speed within one (1)
minute.
CAUTION
ALTHOUGH ENGINE STARTS ARE PERMITTED AT ANY RESIDUAL TURBINE
TEMPERATURE, IF POSSIBLE ALLOW ENGINE TO COOL TO 200F (93C) PRIOR TO
THE NEXT START.
E. At 8400 engine rpm, the control system turns off ignition (if not
turned off earlier by a timer) and starter systems.
NOTE
Engines having exceeding the one minute time period should be
investigated for possible starting problem.
F. The engine should normally accelerate to operating speed within one
(1) minute. The engine should be shutdown either manually or by the
control system if start cycle time is more than 45 seconds to reach
operating engine rpm from 2200 rpm. The control system will initiate
a shutdown if engine acceleration rpm increases less than 40 rpm per
second for a 3 second time period and speed is less than 13,000 rpm.
NOTE
If the bleed valves are not open below 12,225 engine rpmwith 59F
(15C) compressor inlet temperature (CIT), compressor surge and stal 1
will occur. This can damage the engine. Note and evaluate any deviation
from the operation described above in order to initiate proper
corrective action.
G. Up to 11,000 engine rpm the compressor bleed valves are fully open to
unload the compressor. At this speed they begin to move to the closed
position. At approximately 12,225 engine rpm, they are fully closed.
These speeds are for 59F (15C) compressor inlet temperature (CIT),
activation speeds vary with CIT. The reverse occurs during
deceleration to idle or shutdown. If the preceding limits are not
met, refer to Section 11, Compressor Bleed System, for corrective
procedures and/or refer to Troubleshooting (Ref. Table 2-3).
2-5.
CONTINUOUS NORMAL OPERATION.

A. The engine will operate between 13,800 and 14,600 rpm to satisfy the
load requirements of the driven equipment.
JAN/91
2-9

B. Maximum continuous CTIT is 1895F (1035C).
C. Less than 1.0 mil (0.023 mm) engine turbine vibration is normal.
Vibration above 1.0 mil (0.023 mm) a warning condition is given and
corrective action is required.
D. Engine oil pressure is 50-60 psig (345-414 kPag) and oil temperature
at the inlet to the engine should be less than 160F (71C).
2-6.
NORMAL SHUTDOWN.
CAUTION
STABILIZED RUNNING IS PROHIBITED AT SPEEDS BELOW THE IDLE SPEED. THE
CONTROL SYSTEM IS DESIGNED TO PREVENT ENGINE OPERATION BELOW 13,000
RPM .
NOTE
. Safeguards built into the engine control system to prevent engine
damage are listed and explained in the applicable control system
section.
. Compare starting difficulty symptoms with descriptions tabulated in
the control system section; refer there for details in order to
determine the malfunctioning item.
. Normal shutdown should include a minimum of 5 minutes operation at
idle rpm after operation at more than 1450F (788C) CTIT.
A. A signal is initiated which closes the fuel shutoff valve.
B. As fuel is completely shutoff, the flame extinguishes, and the engine
coasts down to zero rpm in a smooth manner.
c. Engine oil pressure declines to O psig (O kPag) as the engine comes
to a stop.
2-7.
EMERGENCY SHUTDOWNS.
NOTE
During an emergency shutdown, all functions associated with a normal
shutdown occur except for the time at idle and that they occur in rapid
sequence. An emergency shutdown will be initiated by the control system
or should be manually initiated if any of the following limiting
conditions occur:
A. CTIT is more than 1945F (1063C) for more than 10 seconds or 1995eF
(1091C) for 100 milliseconds. Automatic shutdown will occur.
2-1o
JAN/91

B. CTIT is less than 600F (316C). (This could occur due to a
thermocouple signal loss or a flameout.)
C. Engine speed is more than 15,800 rpm or less than 13,000 rpm.
D. Engine oil pressure is less than 20 psig (138 kPag).
E. Engine vibrations is more than 3.0 roils (0.07 mm) for a 3 second time
period.
F. Driven equipment vibration is more than established by the OEM
manual .
G. Driven equipment bearing temperatures refer to OEM for limits.
H. Driven equipment oil supply pressure refer to OEM for limits.
I. Fuel metering valve mistracks the fuel demand by more than a plus or
minus 0.5 volt for 1.0 second.
2-8.
STALLED OR STAGNATED STARTS.

NOTE
The following items can contribute to a stalled start:
A. Not enough fuel supply to keep the engine accelerating.
B. Low fuel supply pressure.
c. Fuel shutoff valve(s) not completely open.
D. In-line fuel filter blocked, collapsed, or dirty.
E. Fuel metering valve (FMV) stuck closed or partially open (the FMV
tracking will abort the start due to mistracking).
F. Loose fitting or broken fuel lines (leakage).
G. Blocked fuel nozzles.
H. Improper signal from the CIT sensor to the control system.
I. Engine speed pickup is faulty.
J. Excess fuel which chokes the engine causes partial compressor stall
and prevents acceleration:
1. Turbine airfoils are damaged and general hot section damage.
JAN/91
2-11

2. Compressor blading is damaged or badly contaminated (dirty).
3. Control system starting fuel flow schedule too high due to a
malfunction of a component.
K. Air inlet or exhaust system blocked.
1. Inlet louvers not opening.
2. Inlet duct collapsed,
3. Foreign material covering the inlet air filter opening.
4. Foreign material blocking the engine air inlet.
5. The exhaust duct blocked by foreign material.
L. Exhaust gas blowing directly into the air inlet.
M. Insufficient assist (driving force) from the starter:
1. Supply pressure too low.
2. Starter is worn or damaged.
3. Starter has too low a horsepower rating.
4. Starter drive is slipping (stripped side gear or mating gear).
CAUTION
IF BLEED VALVES ARE CLOSED ON START NOT ONLY WILL THERE BE A STALL BUT
ALSOAN 0VERTE14PERATURE CONDITION AND ENGINE DAMAGE WILL OCCUR.
N. Compressor bleed valves are closed on start.
2-9.
START-RUN MONITORING EQUIPMENT.

A. Refer to the instrumentation nstalled in the control panel for the
engine. The following is the minimum instrumentation required for
each engine:
1. CTIT meter.
2. Engine speed meter.
3. Control system operating lights (Refer to Section 6, Control
System).
2-12
JAN/91

4. Operating condition indicators (normally lights or flags) to
indicate a warning or emergency shutdown condition. Other
condition status which may be displayed are:
a. Power applied to Starter Relay.
b. Fuel ON.
c. Rundown timer.
d. Magnetic chip detector.
5. Engine and/or driven equipment oil pressures.
6. Fuel supply pressure at the fuel metering valve inlet.
7. Vibration meters.
8. CIT meter.
B. For additional information regarding speed pickups, vibration pickups
and other sensors, refer to those specific sections which deal with
these in detail.
C. Refer to Paragraph 2-12, Performance Evaluation for correct turbine
operation.
2-10. TROUBLESHOOTING.
A. General.
NOTE
The DEC control system may interrogated to identify the malfunction
shutdown.
1. When a malfunction is suspected, try initially to locate the fault
with the equipment in the static state. (Engine not running,
electrical power OFF, etc.)
2. Do not set up the prevailing conditions under which a malfunction
occurred, in order to see if it will appear again, until some
logical inspection has been made that may show what went wrong.
3. If it is possible during static checks, isolate assemblies and/or
components and inspect them individually. Take precautions to
protect one unit from another where there is some interlink while
either is being tested.
4. Observe and record indexing, spatial distances, and other special
JAN/91
2-13

linkages when components are detached from each other so correct
calibration can be attained upon reassembly.
5. Certain problems can be detected (or more easily detected) only
when a device is being operated. If it is possible, rig the test
to turn on sections of the system one at a time, checking each for
correct operation before proceeding to the next.
6. Introduce the necessary signals (electrical, pressure, temperature, rpm) keeping rigid control of them, into the suspected area,
and observe the results. What to expect as a response must be
known. Use the schematics (such as those in the501-KB5 Installation Drawing, 23037500) as well as specific component information
to determine what is to be expected, then, test for it. Also,
compare data with standard operating data acquired earlier.
7. If the action generated by the preceding suggestions of Steps 1.
thru 6. does not reveal the Droblem. reassemble, read.iust, recalibrate and rerun the or ginalsystemas a unit. Take ~ynarnic data
and watch carefully to see if the malfunction reoccurs and
persists.
8. The Troubleshooting Gu de, Table 2-3, is to acquaint the operator
with some of the kinds of difficulties that could be encountered.
9. Operator personnel should become acquainted with the principals
and basics of aas turbine enaine oDeration. Troubleshootina will
then be easier-and logical.
J.
10.
-,..
Maintain a historical record of engine performance. This will

then provide a baseline for monitoring changes in engine
performance, especially when a problem is suspected. The
historical record will shows trends, for example, the
compressor becoming dirty.
B. Troubleshooting Charts, Graphs, and Tables.

1. The troubleshooting information that follows is an outline or
guide. It is not practical to list or to point out every possible
operating problem. There are also differences between installations; making exact details difficult. The Operator should create
troubleshooting charts to cover their specific installations.
Refer to Table 2-3.
2. Additional troubleshooting information and techniques are in other
sections. Others that may be useful are:
a. Section 7, Engine Lubrication, Table 7-1, Oil Leaks.
b. Performance Evaluation, Paragraph 2-12.
c. Section 5, Turbine Outlet Temperature (TOT) System.
2-14
JAN/91

Table 2-3.
Trouble Indication(s)
No lightoff during
start attempt. . .
no rise in CTIT with
rpm above 2200
Troubleshooting
Probable Cause(s)
Fuel manifold pressure and/or fuel flow is normal,
suspect an ignition fault:
(1) Exciter not energized or low input voltage.
(2) Exciter output weak.
(3) Igniter plug spark weak.
(4) Igniter lead open or shorted to ground.
NOTE
Liquid fuel manifold pressure should be 150 to 155
psig (1035 to 1069 kPag) for proper fuel atomization. Gaseous fuel manifold pressure should be 4
to 6 psig (28 to 41 kPag).
Fuel flow and manifold pressure is low, suspect a
faulty fuel shutoff valve or electronic control
system.
Fuel flow is normal but no fuel manifold pressure,
suspect a manifold drain valve or fuel bypass valve
not closed (Liquid Fuel Only).
No fuel flow or fuel manifold pressure, suspect fuel
shutoff valve(s) (automatic or manual) not open.
NOTE
Ambient temperature is cold and below the fuel 10
centistokes temperature, fuel heating is required
(Liquid Fuel Only).
Engine inlet air temperature too low for fuel being
used.
Fuel temperature too low.
Poor fuel quality.
Fuel metering valve (FMV) position mistrack above
2300 engine rpm.
Starter too strong and accelerates engine too rapidly
through lightoff speed range.
JAN/91
2-15

Table 2-3. (Cont. )
Probable Cause(s)
Late lightoff. . .
Liquid fuel engine
in cold ambient
temperature. ..no
CTIT rise until 10
seconds after fuel
and ignition ON
Fuel temperature too low.

Poor fuel quality.
Engine inlet air temperature too low for fuel
being used.
Poor fuel quality.
Fuel shutoff valve not energized or is stuck closed.
Fuel flow and manifold pressure are low, suspect a
faulty fuel shutoff valve or electronic control
system.
Low voltage to ignition exciter.
No lightoff. . .
Gaseous fuel engine
. ..no CTIT rise 3
seconds after fuel
and ignition ON
Low fuel supply pressure. Gaseous fuel inlet

pressures should be 195 to 205 psig (1346 to 1414
kPag) or 245 to 255 psig (1691 to 1759 kPag) depending on gaseous fuel metering valve installed.
Low voltage to ignition exciter.
Minimum fuel flow too high or too low. Fuel flow
should be 4 to 6 psig (28 to 41 kPag).
No engine rpm
indication
Starter failure.
PTO shaft failure.
Acceleration slow or
stagnated and CTIT
appears normal
Inadequate starter assist,
Stagnated (stalled)
start, i.e. . . .
acceleration slow or
stagnated with low
CTIT (less than 1300F
or 704C) and engine
rpm in the 3500-6500
range; Iightoff may be
normal or late
Low fuel flow--suspect the following:

(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
2-16
Dirty or damaged compressor.

Partially closed fuel shutoff valve(s).
Low fuel pressure, faulty fuel pump.
Low acceleration fuel flow schedule
(Electronic Control System).
Defective fuel metering valve. Replace the
fuel metering valve.
Defective CIT sensor. Replace CIT sensor.
Clogged fuel filter.
Clogged flow divider valve (Liquid Fuel Only).
JAN/91

Table 2-3. (Cont. )
Stagnated (stalled)
start, i.e. . . .
acceleration slow or
stagnated with low
CTIT (less than 1300F
or 704C) and engine
rpm in the 3500-6500
range; lightoff may be
normal or late (Cont.)
Acceleration slow or
stagnated and CTIT
approaches or exceeds
the start warning or
maximum limit
Probable Cause(s)
Inadequate starter assist.
A manifold drain valve or bypass valve not closed
(Liquid Fuel Only)
Starting fuel flow too high. Replace fuel metering

valve or investigate the DEC control system.
Interstage (compressor) bleed valves not open.
Acceleration fuel flow too low or too high. Low fuel
flow normally results in slow acceleration with slow
increase in CTIT to the upper limit. High fuel flow
can also result in slow acceleration but CTIT will
rise rapidly. Suspect faulty fuel metering valve or
electronic control system.
Late lightoff

Improper fuel and air ratio.
High CTIT during

start. . .Normal lightoff and acceleration-CTIT approaches or
exceeds the start warning or maximum (shutdown) limit

Compressor 5th- and 10th-stage bleed valves not open.
Acceleration fuel flow too high. Suspect faulty fuel
metering valve or electronic control system.
Flow divider valve for secondary fuel flow stuck open
(Liquid Fuel Only).
JAN/91
2-17

C. Test Equipment and Techniques for Troubleshooting
1. The borescope is used to visually inspect the internal areas of
the combustion section, fuel nozzle heads and turbine inlet. It
is also convenient for probing into other places such as the
compressor inlet. (Ref. Section 3, General Engine Inspection and
Maintenance Tasks.)
D. Oi
Consumption Troubleshooting.
NOTE
Refer to Section 7, Engine Lubrication for troubleshooting procedures

or Dr ven Equipment OEM manual.
2-11.
SPECIAL INSPECTIONS.
A. Special inspections are usually those which come about because of a
malfunction or a pending malfunction as indicated by a warning.
Refer to appropriate manual sections.
B. Vibration limit is exceeded and a shutdown may or may not have
resulted:
1. Check for loose pickup, mounting plate or connector. Check the
wiring to the pickup connector.
2. Check magnetic chip detector for debris accumulation.
3. Restart engine. If the limits are exceeded again, check compressor
and turbine for damage.
c. Automatic shutdown occurs during engine start:
1. If three consecutive start attempts are unsatisfactory, determine
cause.
2. Inspect fuel and electronic control systems.
3. Inspect for fuel metering valve mistrack and electronic control
system.
4. Inspect engine oil system (Ref. Section 7).
5. Inspect turbine and compressor by the use of a borescope
Section 3).
Ref.
6. Inspect for disconnected engine harness, reconnect if required.

7. Inspect for open circuit in thermocouple wiring from engine to
2-18
JAN/91

D. Automatic overtemperature shutdown occurs during starting or dur ng
normal operation:
1. Inspect fuel, DEC electronic control, and thermocouple circuit
systems.
2. Inspect turbine and compressor by the use of a borescope.
3. Check 5th and 10th bleed valve operation.
E. Automatic overspeed shutdown occurs.
F. Magnetic drain plug - continuity established between contacts.
NOTE
Remove and inspect magnetic drain plug for metal particle
accumulation. Refer Section 7.
G. Engine power has depreciated.
WARNING
IF BLEED VALVES ARE NOT CLOSING, THE BLEED VALVE CAN BE HOT AND CAN
BURN MAINTENANCE PERSONNEL IF TOUCHED.
1. Make sure compressor bleed valves are fully closing. A quick check
is to make sure bleed valves are not too hot to the touch.
2. Inspect compressor for dirty bladina. If so. clean the
compressor. Try water, liq~id clea~er, and-ground nut shell,
kerosene, and steam. Refer to Section 11, Compressor Section.
Check engine performance.
H. Inspect fuel filter delta pressure. A dirty filter with a high
pressure drop will restrict fuel flow.
I. Inspect burner drain valves (Liquid Fuel Only).
1. At the time of compressor cleaning, determine that burner drain
valves are operational.
2. Refer to burner drain valve section for running inspection.
J. Inspect turbine 1st stage vanes and blades for heat damage by using a
borescope through several of 18 inspection ports in turbine inlet
case.
JAN/91
2-19

2-12.
PERFORMANCE EVALUATION .
A. General.
NOTE
In most applications there is no way to obtain complete data necessary
to exactly calculate engine performance. However decreased compressor
efficiency often due to ingested oil vapors, dirt, or other airborne
contaminates can be determined by a comparative performance method.
This method requires that a complete engine baseline of data is recorded
and kept whenever a new and/or a replacement engine is installed, or
whenever an engine has undergone a major on-site repair, such as turbine
unit change. Future data, such as the Performance Estimate Data Record,
Gas Turbine Trouble Report, etc, will use the engine baseline data for
estimating a decrease in performance.
1. Use the engine baseline to estimate performance of the engine(s).
NOTE
If compressor damage such as blade erosion or vane erosion or foreign
object damage (FOD) has not occurred, the performance can normally be
recovered by cleaning the compressor.
2. Cleaning or other maintenance is highly recommended by Allison
when performance depreciates 5 percent below the baseline.
CAUTION
ENGINE PERFORMANCE THAT DECREASE IN EXCESS OF 5 PERCENT IS TO BE
AVOIDED, SINCE THE ACCOMPANYING INCREASE IN CTIT LEVEL REDUCES TURBINE
LIFE.
3. The compressor cleaning methods, described in Section 10, are the
conditions and times to accomplish cleaning recommended by
Allison. The gas turbine engine owner may modify these clean ng
methods to suit the particular type operating conditions.
Excessive performance depreciation (5 percent below the basel ne)
can lead to starting difficulties and turbine damage.
NOTE
Since the calculated turbine inlet temperature (CTIT) is held constant
for the baseline and the subsequent performance checks, it is advisable
to inspect the thermocouples for integrity as well as all the thermocouple indicating circuitry prior to running a performance check.
2-20
JAN/91
---1

4. To determine engine performance use the following graphs.
a. Operating Lines of Compressor Pressure Ratio Versus Compressor
Inlet Temperature for 1750F (954C) CTIT (Ref. Figure 2-2).
b. Operating Lines of Compressor Pressure Ratio Versus Compressor
c. Operating Line of Compressor Pressure Ratio Versus Compressor
d. Shaft Horsepower Decrease Due to Dirty Compressor (Ref. Figure
2-5).
B. Estimate of Percent Decrease of Shaft Horsepower.
1. The basic principle is to compare the differential pressure across
the compressor with that measured at subsequent performance
checks.
2. The pressures and temperature should be taken at the same engine
locations (stations) for each performance check. Also, the
instrumentation used in recording the data should be in
calibration. All instruments should have at least a fl% full
scale accuracy.
C. Procedure to Estimate Decrease of Shaft Horsepower.
NOTE
Should operating power restrictions limit the maximum CTIT at which the
engine can be operated, a lower CTIT can be used as a stabilized power
check point condition orovidina the compressor bleed valves are fullv
closed_. A graph for operating % 1700F(927C) CTIT (Ref. Figure Z-i)
and 1600F (871C) CTIT (Ref. Figure 2-4) check points are provided
1. Start the engine and stabilize at 1750F (954C) CTIT. For th s
example the operating lines are on Figure 2-2.
NOTE
CIT is sometimes written as Tt2.
with added metric equivalents.
The graphs have been scribed for F
2. Record the following data.

a. Total compressor inlet temperature (CIT).
I
I
JAN/91
2-21

NOTE
CIP is sometimes written as P t2. Because of the nature of the
pressure, best results can be obtained by measur ng inches of water.
b. Total compressor inlet pressure (CIP).
NOTE
CDP is sometimes written as P4. Because of the high pressure,
mercury (Hg) manometer and aneroid-type pressure gages are recommended.
c. Compressor discharge pressure (CDP).
NOTE
For this example the follow ng pressures have been chosen:
CDP= 288.5 in. Hg absolute (974 kPa)
CIP = 29.5 in. Hg absolute (99.6 kPa)
Hence: Rc =~= 288.5 (974) = 9.78
CIP
29.5 (99.6)
NOTE
Since compressor performance (the differential pressure across the
compressor) is expressed as a ratio, the units of absolute pressure
could be psia (kPaa), etc. What matters is that for calculations both
the CIP and CDP must be in the same units.
3. Determine the compressor ratio (Rc) by dividing compressor
discharge pressure (CDP) by compressor inlet pressure (CIP) using
the same absolute pressure units.
4. The compressor ratio of9.78 versus the CITof27F (-2.8C)
chosen for this example is plotted as point A on Figure 2-3.
5. ,The value of the compressor ratio (R ) from the baseline data is
plotted as point o.
For this exampe
? the CIT is 65F (18.3C)
and Rc is 9.28.
6. Adjust the value of Rc, which is plotted at A , along a
constant operating line to the intersection of the CIT value of
the comparative baseline which is 65eF (18.3C) and plot the
pointm . Record the (new) adjusted value of Rc, which in this
example is 9.01 (Ref. Figure 2-2).
7. Compute the percent of R baseline by multiplying the adjusted
value of RC (9.01) by 106 and dividing the product by the comparative basellne Rc (9.28).
In this example, this is 97.09 percent.
2-22
JAN/91
Allison Engine Company.!, :

(-34)
(-29)
(-23)
(-18)
(-12)
(-7)
(-1)
(4)
TOTAL COMPRESSOR INLET

Operating Lines of Compressor Pressure Ratio Versus
Compressor Inlet Temperature for 1750F (954C) CTIT.
Figure 2-2.
JAN/91
2-23

1. BASELINE DATA
WHILE
IG STEADILY
CTIT.
50
(lo)
60
(16)
R, =9.281N. HG (31.34 KPA)POlNT@

SERVICE TEST DATA:
Tt z = 27 F ( -2.8 C )
F& = 9.78 IN. HG ( 33.03 KPA ) POINTA
3. ADJUSTED TESTRC POINT El
9.01 IN. HG (33.43 A) .9709 or97Y
4.%RC BASELINE =.1OOX
9.28 IN. HG (31 .34 KPA) .
2.
ENGINE IN
5. PLOT ON FIGURE 2-5.
70
80
90
(21)
(27)
(32)
TEMPERATURE ( T~2) -0 F ( 0 C ) CIT
100
(38)
Il(j
(43]
120
(49)
(54)
QHSO08XA
Operating Lines of Compressor Pressure Ratio Versus

Compressor Inlet Temperature for 1750F (954C) CTIT.
Figure 2-2.
2-24
JAN/91

501-K135 DEC OPERATION AND MAINTENANCE
11.0
10.5
10,0
Id
o
i=
u
a
9.5
!3
u)
fJ
9.0
n
a
51
fIJ
8.5
s
o
8.0
7.5
7.0
-10
(-23)
(-:8)
(::2)
&
(::)
TOTAL COMPRESSOR I
Figure 2-3. Operating Lines of Compressor Pressure Ratio Versus
Compressor Inlet Temperature for 1700F (927C) ClIT.
JAN/91
2-25

Ui
40
(4)
(%)
&
(%)
0
&
0
1 INLET TEMPERATURE ~Tt2) - F ( C) CIT
?2)
100
1 1 0
(38)
(43)
QttSO09XK

Compressor Inlet Temperature for 1700 F (927C) CTIT.
2-26
JAN/91 -
5cJ1-KB5 DEC OPERATION AND MAINTENANCE
--
F
w-%
I
1 I
-10
(-23)
(-:8)
!,
(!:2)
(~?)
(~:)
;,
(%)
(%
1
1
:,
I
I
($
I
,
?2)
TOTAL COMPRESSOR INLET TEMPERATURE ( T~ ~ ) -0 F ( C ) CIT

QHSO1OXA
Compressor Inlet Temperature for 1600 F (871C) CTIT.
JAN/91
2-27

8, Enter Figure 2-5 with the percent baseline R as determined by
the previous step and follow the line up to !he calculate turbine
In this example, this is the
inlet temperature (CTIT) line.
1750F (954C) line (curve). The percent decrease in engine shaft
horsepower is found at this point and is 5.4 percent.
9. When decrease in shaft horsepower (SHP) exceeds 5 percent,
accomplish engine cleaning per Section 10, Compressor Section.
10. For keeping records as well as the procedure, use PERFORMANCE
EVALUATION-DATA RECORD SHEET.
2-13.
RECORDS.
NOTE
The importance of keeping accurate records cannot be over emphasized
and is strongly recommended by Allison.
A. Records are used as an aid to locate problems as well as to determine
when maintenance is required.
B. This data can be useful in anal.yzinq oPeratin9 costs. Several kinds
of technical records should be ~ons~dered: 1. Those when the gas turbine engine and the driven equipment are
operating normally and efficiently.
2. Those when conditions indicate trouble or a when a malfunction
actually occurs (The Trouble Report).
3. A third set of records, eauall.y as important to the troubleshooter
as well as for record purposes; are those which cover prestart
checks and proper adjustments.
C. The following data forms are recommended by Allison. Samples of
these recommended forms follow.
1. Start, Run, and Stop Report (Ref. Table 2-4).
2. The Trouble Report is used as a supplement the Start, Run, and
Stop Report when a malfunction occurs (Ref. Table 2-5).
30 Installation Inspection Report (Ref. Table 2-6).
4. Control System Static Test and Instrument Calibration (Ref. Table
2-7).
5. Start-up and Adjustment Runs (Ref. Table 2-8).
6. Performance Estimate Data Record (Ref. Table 2-9).
2-28
JAN/91

o
10
15
20
100
90
95
BASELINERC
85
-pERcE~
QHSO1lXA
Figure 2-5.
JAN/91
Shaft Horsepower Decrease Due to Dirty Compressor.

2-29

Table 2-4.
START, RUN , AND STOP REPORT.
START, RUN, AND STOP REPORT

Report No.
Date
PLACE:
Country
Location No.
Other Location Ident.
Owner/Operator
Report Recorded by
Misc. Ident. Info.
Gas Turbine Engine Model - 501-KB5 DEC
Driven Equipment
Name
Model
ALLISON ASP NO.

S/N
START :
Take fuel sample and record condition, as required.
Lower Heating Valve (LHV)
Fuel
If applicable, prestart check list number
Record kind of instrumentation if different or unusual from normal, such as,
Start-Run Monitoring Test Set.
NOTE: This report assumes that prestart checks and startup and adjustment
runs have been done. If a separate record is not required, then
this information should be put here in this report.
Check and Record the Following: Starting Time: (2200 rpm
Compressor Inlet Temperature (CIT):
F (
F
Outside Air Temperature (OAT):
Fuel Supply Pressure:
Minimum Fuel Flow Manifold Pressure:
Initial CTIT:
Ignition RPM:
Peak light-off Calculate Turbine Inlet Temperature
Acceleration Time (start-to-crank to lightoff)
2-30
to 3,000 rpm)
c)
( c)
psig ( kPag)
ps:: (
(
(CTIT)
I
kPag )
c)
F
Or\
(to 1~,000 rpm) )
JAN/91

START. RUN, AND STOP REPORT (Cont.)
JllJJ/:
Compressor Discharge Pressure (CDP)
RPM Bleed Valves start to close:
RPM Bleed Valves are fully closed:
Peak Vibration:
Engine:
Driven Equipment:
Oil Pressure:
Idle Speed: Engine
Other Acceleration Notations
kPag)
psig(
mm)
mm)
kPag)
roils (
roils (
psig (
rpm
STOP:
Date
Time of day
Describe shutdown:
Record Engine coast-down time:
Listen for and record unusual noises (scraping, bumping, knocking, etc.) and
record:
Peak Vibration:
Enf <*F..
Dr ven Equipment:
F (
CIT
C). CTIT:
Engine Drain Oil Temperature:
Driven Equipment Drain Oil Temperature:
Take oil samples & record condition:
F (
F (
F (
c).
c)
c)
Inspect quantity of dirt in compressor inlet and on inlet vanes:

Inspect for oil leaks
Record any unusual condition or discrepancies:
JAN/91
2-31

TABLE 2-5. ENGINE
TROUBLE REPORT.
ENGINE TROUBLE REPORT

No.
Unit No.
Owner/Operator
Location Number
Country
Reported by
Contacted
FAX/Teletype No.
Telephone No.
City
Date
State
Allison Engine Serial No.: ASP1.
Unit Starts
2.
Total Operating Hours
3.
Time Since last Repair
4.
Start-up Date
5.
Unit Location
6.
Telephone/Telex No.
7.
Description of problem:
(record data) .
8.
Outside (ambient) air temperature when problem occurred

F
Indicate item that best covers the problem
9.
Is this a new start up? Yes
10.
List previous component removals or actions to correct this same

problem
2-32
No
JAN/91

ENGINE TROUBLE REPORT (Cont. )
11.
Did t)roblem occur after successful period of operation?

No
Yes
12.
Engine Inspection -- (Use borescope on turbine, compressor, etc.)

a.
b.
::
e.
13.
Quantity of Oil Consumed Per 24 Hours Operation _ g a l _l iters

liters
Normal Consumption g a l
O i l
L e a k i n g
f r o m
w h a t
A r e a
Yes
No
Is It Constant at All Power Levels _ R p m _CTIT
in. Hg
Lighthouse Pressure: Measure at Diffuser or Breather
kPag
psig
Oil Supply Pressure to Engine
kPag
psig
Oil Supply Pressure to Driven Equipment
Starting Problem
a.
b.
c.
d.
e.
f.
9
h.
JAN/91
mil m
Vibration Level at Time of Problem
mm
mil
Previous to Problem
Rundown Time of Engine after Shutdown from Idle:
Seconds
Minutes
Oil Consumption
::
c.
d.
e.
f.
9
15.
Clean and run for
Vibration Problem. (Check vibration sensing equipment. Is it

operating and properly calibrated?)
a.
b.
c.
14.
Compressor Inlet
Turbine Vanes & Blading
Combustion Area
Fuel Nozzles
Magnetic Plug(s)
30 minutes, check again.
Minimum Starter Crank Speed 3600 rpm

Actual
rpm
Fuel Supply Pressure-l)During Start
2)Before Starter Cutout
3)After Starter Cutout
Minimum Liquid Fuel Manifold Pressure is 150 psi (1035 kPa) at
kPa
Lightoff:
psi,
F
Lightoff Temperature, Approx, 1000F (538C):
Accel, Temp., Approx. 1400F (760C) at 6000 rpm: F
~:
Actual
Accel. Time to 13,000 rpm: 60 Sec Max
No
Any Previous Stagnated Starts? Yes How Many
No
Any Overtemp Shutdowns?
Yes HO W Many
2-33

ENGINE TROUBLE REPORT (Cent. )
15.
Starting Problem (Cont.)

i.
j.
k.
16.
psig
psig
kPag
kPag
Collapsed
Other
vdc .
Controlling Problem
;:
17.
Hydraulic Pressure to Starter

Other Kind of Starter
Fuel Supply Filters:
Blocked
Missing
Electrical Power Supply
Fuel Supply Pressure Steady State

Observe Bleed Valve Operation
Power Problem
;:
c.
d.
e.
f.
:.
.
i.
Bleed Valve Position, Open or Closed

Calibration of CTIT Indicator
Fuel Manifold Pressure
Ref. Item (12) Engine Inspection: Nozzles, Turbine, Compressor_
CTIT at which Overtemp Shutdown Occurs:
F
c
Fuel Metering Valve Position:
Fuel Supply Pressure at Fuel Shutoff Valve
psig
kPag
Fuel Supply Filters (Cleanliness):
Inlet Pressure
Pressure Drop
Notes:
2-34
JAN/91

TABLE 2-6.
INSTALLATION INSPECTION REPORT.
INSTALLATION INSPECTION REPORT

General Information and Checks
Country:
Site Owner/Operator
Report Recorded by
Engine Model No. 501-KB5 DEC
Date: Month:
Engine Run Time Since New:
Location and Unit No.

Report No.
Allison Engine Serial No. ASPYear:
Day:
Since Last Repair/Overhaul:
I. Check the following of the Gas Generator installation: (initial each

inspection)
1.
Suspension mount adjusted to proper alignment with Driven

Equipment attaching flange
2.
Inlet air bellmouth to plenum seal has snug fit with no air
leakage (static or running)
3.
Inlet air plenum chamber absolutely clean (no loose or unsecured

items)
4.
Compressor inlet and first stages clean (no contaminants or

foreign material)
5.
Inlet air plenum area doors (hatches) closed and properly secured
6.
Fuel and oil supply lines purged of contaminants and samples

taken
7.
All hoses properly connected (new gaskets installed)
8.
Oil operated systems connected and bled
9.
All bolts, nuts, fittings correctly torqued and safety wired.
ALL CONDITIONS HAVE BEEN CHECKED AND MEET THE APPLICABLE SPECIFICATIONS
INSPECTOR
JAN/91
SUPERVISOR
2-35

TABLE 2-7.
CONTROL SYSTEM STATIC TEST AND INSTRUMENT CALIBRATION.
CONTROL SYSTEM STATIC TEST AND INSTRUMENT CALIBRATION

Test Equipment
TT4 Uc
;:
~:
Turbine Engine Test Set

Voltohmeter (Multimeter or Equal)
Prior to removing or installing electrical connections, turn off

all power.
1.
2.
With speed-temperature simulators and voltohmeter connected,

conduct control system static test and check indicators.
a,
b.
c.
d.
Remove fuel shutoff valve connection and primary lead to

ignition exciter.
Install gage on fuel valve inlet block and gage with shutoff
valve on fuel manifold.
Motor the engine for one minute to
(1) Bleed air from oil pump (observe pressure rise) .
(2) Bleed air from bleed valves 5th and 10th stage
(3) Record starter peak rpm
. (This is also
engine rpm signal check.)
(4) Record compressor inlet temperature
(5) Check for leaks of all fuel system lines, connections
and components.
Turn off electrical power and reconnect fuel shutoff valve
and ignition exciter which were disconnected in Step a.
above.
ALL STATIC TESTS AND MOTORING OPERATIONS COMPLETED AND ENGINE READY FOR
STARTUP
.
INSPECTOR
2-36
SUPERVISOR
JAN/91

TABLE 2-8. START-UP AND ADJUSTMENT RUNS
START-UP AND ADJUSTMENT RUNS
1.
Inspect fuel shutoff valve and ignition control circuit for

correct connection.
2.
Make first start and monitor and record:

a.
b.
c.
d.
3.
a.
.
Lightoff rpm
Lightoff peak CTIT
Minimum fuel manifold pressure (If ~sed, close gage shutoff
valve before pressure exceeds gage limit).
Acceleration rate and temperature characteristics. (Time
.
lapse from lightoff to idle setting)
Record the following final settings.
(1)
(2)
(3)
(4)
b.
Compressor Inlet Temperature (CIT)

Fuel Pressure
Lightoff Turbine Temperature
Acceleration Time (Lightoff to 13,000 rpm)
.
.
.
During rpm increase from 13,000 rpm, monitor bleed valve

closing operation for rpm range of open to 100% closed
versus compressor inlet temperature. Compare data to
CIT-to-RPM graph.
ENGINE INSTALLATION, STATIC CHECKS AND OPERATIONAL ADJUSTMENTS ARE WITHIN

SPECIFICATIONS. UNIT IS READY FOR SERVICE.
INSPECTOR
JAN/91
SUPERVISOR
2-37

TABLE 2-9.
PERFORMANCE ESTIMATE DATA RECORD.
PERFORMANCE ESTIMATE DATA RECORD

SHEET NO.
DATE :
ENGINE SERIAL NUMBER: ASP

INSTALLATION:
OPERATOR:
1.
STEADY STATE RUN AT 1750F (954C) CTIT

1600F (871C) CTIT
RPM.
Engine (Nl)
2.
DATA RECORDED FOR CALCULATIONS:

Compressor Inlet Temperature (CIT)
Compressor Inlet Pressure (CIP)
* 1700F
(927C)
CTIT
F
F
F
c
c
c
3.
Calculation of COMPRESSOR PRESSURE RATIO (Rc) = ~=_=_.

CIP
4.
Plot value of R versus value of CIT on appropriate Operating Lines

graph. 1750F ~954C), 1700F (927C), or 1600F (871C). Identify this
point as A .
5.
Obtain the comparative Rc

record sheet No.
.
and identify as ~ .
6.
Adjust the Rc pointo along a constant operating line to the CIT

0
line
of previous step. Identify as . This is the Adjusted
Rc
.
7.
To compute the percent of R c baseline, divide the Adjusted R

by the comparative Rc
of step (5) and multiply by lbO. This
gives
percent-baseline Rc.
% baseline Rc =
from baseline data

and CIT
Plot this point on same graph as previous step
Ad.iusted c
Comparative Rc
x 100 =
8.
Enter Shaft HP Decrease Due to Dirty Compressor graph with the percentbaseline Rc
and determine percent of decrease of engine shaft
horse power is
.
9.
Determine the required maintenance if the horse Dower decrease exceeds 5

percent. Record decision and tiction
.
Notes:
2-38
JAN/91

SECTION 3
TABLE OF CONTENTS
Paraqra~h
3-1
Inspections
Paqe No.
3-3
3-2
Inspection Condition Definitions
3-3
3-3
Routine Engine Inspections
3-5
3-4
Special Inspections
3-8
3-5
Borescope Information
3-8
3-6
Borescope Inspection Locations
3-9
3-7
Borescope Inspection of Combustion Liners
3-9
3-8
Borescope Inspection of Engine 1st

Stage Turbine
3-12
Borescope Inspection of Engine 4th Stage

Turbine
3-16
3-9
3-1o
JAN/91
Descri~tion
General Engine Preservation
3-18
3-11
Preservation of Installed Engine
3-19
3-12
3-19
3-13
Driven Equipment Shipping Container
3-27
3-14
Fuel System Preservation
3-28
3-15
Engine Removal and Installation
3-28
3-1

INDEX TO FIGURES
Paqe No.
Fiaure No.
3-1
Borescope Inspection of Combustion Liner
3-11
3-2
Unacceptable (Not Allowed) Sulfidation of

Turbine Blades and Vanes Examples
3-13
1st Stage Vane Airfoil Leading Edge

Damage Examples
3-14
Unacceptable (Not Allowed) 1st Stage

Vane Damage Examples
3-14
Acceptable (Allowed) 1st Stage Vane

Damage Examples
3-15
3-6
4th Stage Vane Burn Through Example
3-17
3-7
4th Stage Vane with Unacceptable (Not

Allowed) Peripheral Cracking Example
3-17
3-23
3-3
3-4
3-5
3-8
INDEX TO TABLES
Table No.
3-2
Title
Paae No.
3-1
Inspection Tasks
3-6
3-2
Engine Shipping Container Air Pressure

Requirements Versus Temperature
3-27
JAN/91

SECTION 3
3-1.
INSPECTIONS.
3-2.
INSPECTION CONDITION DEFINITIONS.

il. Abrasion - An area of roughened scratches or marks, usually caused
by foreign matter between moving parts or surfaces.
B. Blistering - Raised areas indicating separation of the surface from
the base. Usually found on plated or painted surfaces. Associated
with flaking or peeling. The usual cause is the imperfect bond with
the base aggravated by the presence of moisture, gas, heat, or
pressure.
c. Brinelling - One or more indentations on bearing ring races,
usually caused by high static loads or application of force during
installation and/or removal. Indentations are rounded and/or
spherical due to the impression left by the contacting balls and/or
rollers of the bearing.
D. Burning - Surface damage due to excessive heat, usually caused by
improper fit, defective lubrication, or overtemperature operation.
E. Burnishing - Mechanical smoothing of a metal surface by rubbing.
Not accompanied by removal of material but sometimes by discoloration
around the outer edges of the area. Operational burnishing is not
detrimental if it covers approximately the area carrying the load,
and provided there is not evidence of pileup or burning. The usual
cause is the normal operation of the parts.
F. Burr - A sharp or roughened projection of metal, usually a result
of machine processing.
G. Chafing - Should be used to describe the cause for other defined
surface conditions rather than a description of the actual
condition. (same as Fretting. )
H. Chipping - The breaking away of pieces of material, usually caused
by excessive stress concentration or careless handling.
I. Corrosion - Surface damage caused by chemical action.
J. Crack - A partial separation of material, usually caused by vibration, overloading, faulty internal stresses, defective assembly, or
fatigue.
K. Crazing - A surface coating condition which may appear in
combination with grain boundary oxidation or other base metal attack
conditions. In appearance it will often be evident in parches and
JAN/91
3-3

craze lines. Craze lines will not necessarily follow gra n
boundaries but often tend toward symmetry.
L. Dent - A small, rounded depression in a surface, usually caused by
the part being struck with a rounded object.
M. Erosion - The removal of metal by the high velocity gases usually
in the combustion liners and turbine unit components.
N. Fatigue Failure - Progressive yielding of one or more local areas
of weakness such as tool marks, sharp indentations, minute cracks, or
inclusions under repeated stress. As the working stress on the piece
is repeated, cracks develop at the ends, where high concentrations of
stress exist. The cracks spread usually from the surface or near the
surface of the area. After a time, there is so little sound metal
left the normal stress of the piece is higher than the strength of
the remaining material, and it snaps. Failure is not due to
crystallization of metal as many mechanics believe. The appearance
of a typical fatigue failure is easily explained. As failure
proceeds, the severed surfaces rub and batter each other, crushing
the grains of the material and producing the dull or smooth
appearance; the remaining unfractured portion preserves the normal
grain structure up to the moment of failure. The progressive nature
of the failure is usually indicated by several more or less
concentric lines, the center or focus of which discloses the original
point or line of failure. The usual causes are tool marks, sharp
corners, nicks, cracks, inclusions, galling, corrosion, or
insufficient tightening of studs or bolts to obtain proper stretch.
o. Flaking - The breaking loose of small pieces of metal or coated
surfaces, usually caused by defective plating or excessive loading.
P. Fretting - (See definition for Chafing. )
Q. Galling - A severe condition of Chafing or Fretting in which a
transfer of metal from one part to another occurs, usually caused by
a slight movement of mated parts having limited relative motion and
under high loads.
R. Gouging - A furrowing condition in which a displacement of metal
has occurred (a torn effect), usually caused by a relatively large
piece of metal or foreign material between close moving parts.
s. Grain Boundary Oxidation - A pattern following boundaries of metal
grain resultinq from removed surface oxides. The more Drominent area
is usually in the form of stringers.
T. Grooving - A recess or channel with rounded and smoothed edges.
Usually caused by cont. nued abnormal wear or faulty alignment of
parts.
3-4
JAN/91

!) U1-KB5 UEC OPERATION AND MAINTENANCE
u. Inclusion - A particle of foreign matter in the metal, associated
with magnetic particle inspection.
v. Nick - A sharp sided gouge or depression with a V-shaped bottom,
usually a result of careless handling of tools and parts.
w. Peening - A series of blunt depressions in a surface, such as from
a hammer.
x. Pickup - A buildup or rolling of metal from one area to another,
usually caused by insufficient lubrication, clearances, or foreign
matter.
(See Scuff ing. )
Y. Pitting - Small hollows or irregular shape in the surface, usually
caused by corrosion or minute mechanical chipping of surfaces.
z. Scoring - A series of deep scratches, usually caused by foreign
particles between moving parts or careless assembly or disassembly
techniques.
AA. Scratches - Shallow, thin lines or marks, varying in degree, caused
by presence of fine particles during operation or contact with other
parts during handling.
AB . Scuffing - A surface condition evidenced by pickup, usually caused
by insufficient clearance or lubrication.
AC. Spalling - A roughened area indicated by a chipping or peeling of
the surface metal, usually caused by any surface damage under load.
(Do not misinterpret as Flaking. )
AD. Electrical Discharge Damage - Pitting as a result of localized
overheating of material at the moment of electrical arcing or
discharge. The center of the pit consists of a white, hard, brittle
substance surrounded bv a rim of liqht brown (straw) color.
In some
cases, the hard center bf the pit ma~ have separatedand be missing.
3-3.
ROUTINE ENGINE INSPECTIONS.

A. The basic engine inspections and inspection frequent es are provided
(Ref. Table 3-1).
B.
JAN/91
There is a great difference in engine operating conditions, therefore

the operator should develop and refine inspection criteria and
frequencies that will best suit the specific conditions of their
engine operating conditions, within the applicable regulatory
agencies that will establish certain inspections and inspection
intervals.
3-5

NOTE
The inspections list does not contain detailed maintenance instructions
on how to perform the inspection. Refer to the specific section of the
manual dealing with the component.
c.
The inspections list the components, systems, and conditions to be

inspected.
D.
Inspections do not have to be done at the exact hour frequency which

is shown. Allison recommends a 10 percent leeway be used.
Example:
The frequency interval for Igniters are 2000 hours. The igniters can
be inspected between 1800 to 2200 hours.
E. The operators and their maintenance personnel must use sound
judgement based on experience to adjust inspection frequency
intervals.
NOTE
If the operator and their maintenance personnel delete an inspection
task (item) or extends inspection frequency interval over the 10 percent
leeway, this will relieve Allison of its warranty obligations, while the
engine is within the warranty period.
F.
The following inspection tasks (items) and frequency intervals shown

in Table 3-1 are required by Allison Gas Turbines.
Table 3-1.
Item
Inspection Tasks.
Action
Interval
Engine oil level
Check quantity
Daily
Engine
Check general condition
Daily
Compressor
Water rinse (Section 10)
Weekly or
Note A
Chemical and water wash

(Section 10)
As required
Inspect for security, chafing,

fraying, and loose connectors.
500 hrs or
Note A
Electrical leads,
cables and
connectors.
3-6
JAN/91

Table 3-1.
Item
Inspection Tasks. (Cont. )
Action
Interval
Fuel, oil, and air

lines
Inspect for security, leaks,

chafing and loose connections.
500 hrs or
Note A
Inlet plenum and

engine air inlet.
Inspect for cleanliness, foreign

material, damage, and corrosion
(Ref. OEMs Manual).
Daily or
Note A
Magnetic (oil) drain

plugs and chip
detector
Inspect for continuity; continuity

indicates metal contaminates
in the oil (Section 7).
500 hrs or
Note A
Compressor bleed
valves
Inspect for leaks, security, and

operation, especially for
full closing (Section 2).
500 hrs or
Note A
Fuel nozzles
Inspect for damage and spray

tip carboning.
500 hrs
(First time)
and then 2000
hrs thereafter
Igniters
Inspect for damage and operation

(Section 12).
2000 hrs or
Note A
Combustion liners
Inspect with borescope for damage

(Section 12).
2000 hrs or
Note A
Turbines
Inspect with borescope for damage,

Paragraphs 3-8 and 3-9.
2000 hrs or
Note A
Engine oil
filter
Inspect for contamination. Clean or

replace filter element (Section 7).
500 hrs or
Note A
Driven equipment oil

filter
Inspect for contamination.

Replace filter element.
Refer to
driven equipment OEM.
Fuel quality
Ensure that fuel meets the

specification, especially no
liquids are carried over to
gaseous fuel supply.
Daily or as
required to
ensure
quality.
Fuel filter
Inspect for increased

pressure drop. Replace
filter element (Section 4).
2000 hrs
(Visual
Inspection)
Thermocouples
Inspect for damage and

operation (Section 5).
500 hrs or
Note A
JAN/91
3-7

Table 3-1.
Inspection Tasks. (Cont. )

Interval
Action
Temperature measurement (CIT and CALTIT)
Calibrate and inspect operation.
8000 hrs or
Note A
Control system
(DEC and B1 eed
valve systems)
Calibrate and adjust as

applicable to the particular
system.
8000 hrs or
Note A
Engine mounting
Inspect for security, damage and

deterioration (Section 1).
2000 hrs or
Note A
Note A.
3-4.
Or before restarting engine after an extended operation.
SPECIAL INSPECTIONS.
NOTE
Special inspections are usually those which are necessary as the result
of a malfunction or a pending malfunction as indicated by a warning.
Refer to appropriate manual sections and the troubleshooting section.
3-5.
BORESCOPE INFORMATION.
A. A borescope inspection instrument is necessary to inspect internal
areas of the engine without major disassembly. There are many sizes
and types of borescopes available for purchase. Some considerations
are:
1. Probe diameter:
0.355 inch (9 mm) or less is recommended.
2. View angle:
90 degree versus a direct view is recommended.
3. Magnification:
Zero at about one inch is recommended.
4. Light source type:
External, using fiberoptic light guide.
5. Scope construction: Rigid scopes with prism optics; are usually

mo~e durable and have excellent clarity.
NOTE
Fiberoptic
scopes are flexible so they can reach areas a rigid scope

can not, but may require more operator expertise. Quality fiberoptic
scopes have very good clarity and are easily damaged. -
3-8
JAN/91

A1l borescope inspection criteria are used for determining the

serviceability of installed components for continued operation. The
criteria (limits) for removed components is generally more restrictive.
Refer to the appropriate manual section(s) for this information.
B. The optical characteristics of borescopes are such that magnification
varies with the distance from the borescope tip to the object. For
this reason, damage needs to be judged carefully. Such a condition
can be evaluated by viewing a scale held the same distance from the
borescope tip as the damage.
c. Metal buildup and loose flakes may appear as cracks or surface
nicks. For this reason all suspected cracks or nicks should be
viewed carefully, if possible from a different angle, to avoid an
unnecessary engine removal.
D. Maintenance personnel users must be highly trained in use of
borescope.
3-6.
3-7.
BORESCOPE INSPECTION LOCATIONS.

A. Combustion liners (6):
Through the six fuel nozzle ports, two

igniter and four liner support holes in the
forward part of the outer combustion case and
the 18 inspection ports in the turbine inlet
case.
B. 1st stage turbine:
Through the 18 inspection ports in the

turbine inlet case.
C. 4th stage turbine:
Through the thermocouple ports in the

thermocouple support ring.
BORESCOPE INSPECTION OF COMBUSTION LINERS (Ref. Figure 3-l).

A. Remove the two igniters, four liner supports and at least one turbine
inlet case inspection port plug from each combustion liner position
for inspection access. For example inspection port positions 2 at top
center, 5, 8, 11, 14, and 17.
B. Inspect the combustion liner interior through the igniter and liner
support openings for the following:
1. Check for general shape conformance. Bulges (deformation) in
excess of 0.25 in. (6.35 mm) in height are unacceptable (not
allowed).
2. Burned holes through the outer wall in excess of 0.25 in. (6.35
mm) diameter, or more than one hole per liner are unacceptable
JAN/91
3-9

(not allowed). If continued operation with this condit on is
necessary, the liner should be inspected each 100 hours If a hole
more than one (1) in. (25.4 mm) in diameter, or if heat stress is
evident on theouter combustion case, the engine must not be
operated except in an extreme emergency.
3. Cracks which may allow a piece to break out are unacceptable (not
allowed). Other cracks should be monitored with frequent
inspections.
4. Circumferential cracks which are in excess of one-quarter of the
liner circumference are unacceptable (not allowed).
5. Cracks, bulges, or other distressed conditions which might distort
gas flow should be monitored with increased frequency.
6. Reverse flow baffles (12 and 13, Figure 3-1) and cooling air
baffles (14) located in the forward third of the liner assembly,
having edges burned away enough to see three or more adjacent
baffle air supply holes (4) beneath the air baffles are
unacceptable (not allowed). The limit is six locations per
baffle.
7. Reverse flow and cooling air baffles with more than 0.25 in. (6.35
mm) of material burned from the edge continuously for up to 1.50
in. (38.1 mm) are acceptable (allowed), but should be closely
monitored. More than four such sections per baffle is
unacceptable (not allowed).
8. Wear or burns completely throuqh an iqniter and surmort ferrule
(2) on the 1 iner exterior is u~accept~ble (not al lowed).
9. Any looseness of an igniter and support ferrule (2) is
NOTE
If required, remove fuel nozzles per Section 4, Fuel System.
10. Throuqh the fuel nozzle Dort. insDect for looseness of a fue
nozzl~ ferrule swirl vane (11) in the liner dome is unacceptable
(not al lowed).
D. Inspect each combustion liner with a borescope inserted through a
turbine inlet case thermocouple port for the following:
1. A missing thermocouple alignment grommet (10) is unacceptable (not
allowed). There are three grommets per liner.
2. Inspect for any of the conditions previously detailed for the
inspection through the igniter and support holes.
3-1o
JAN/91

2,
11
12
13
14
15
17
//
/
/
10
u:,
0
0
o
0
0
~:
~ FRONT LINER ASSEMBLY
1. FUEL NOZZLE FERRULE

2. lGNITOR/SUPPORT FERRULE
3. SUPPORT BRACKET
PRIMARY AIR HOLES
$ CROSSOVERTUBEFERRULES
6. BAFFLE AIR HOLES
7. COMBUSTION AIR HOLES
8. CORRUGATION TANGES
9. CORRUGATION TABS
TRANSITION ASSEMBLY
10. THERMOCOUPLE ALIGNMENT GROMMETS

11. SWIRL VANES
12,
13.
14.
15.
16.
17.
18.
FIRST REVERSE FLOW BAFFLE

SECOND REVERSE FLOW BAFFLE
COOLING AIR BAFFLE
DILUTION AIR HOLES
DILUTION AIR BAFFLE
TRANSITION AIR BAFFLE
THERMOCOUPLE GROMMET TABS
QHPOOIXA
Figure 3-1.
JAN/91
Borescope Inspection of Combustion Liner.
3-11

E. Borescoping combustion liners with ceramic coated interiors:
NOTE
3-8.
There is no limit to the loss of ceramic coating for continued engine

operation. Its purpose is to delay the time at which the combustion
liner walls are exposed to the high radiated heat. Inspect these
combustion liners using the same criteria as non-ceramic coated liners.
Combustion liner damage is often the result of a fuel nozzle problem.

Combustion liner damage is accelerated by excessive temperatures as may
be caused by overtemperature operation or poor starting. Reduced fuel
flow from one fuel nozzle will cause excess flow from the other fuel
nozzles thus creating an overtemperature condition. Liquid carry-over
into the gaseous fuel is a primary cause of combustion liner damage.
BORESCOPE INSPECTION OF ENGINE 1ST STAGE TURBINE.
A. Remove at least one turbine inlet case inspection port plug from each
combustion liner for inspection access. For example port positions 2
at top center, 5, 8, 11, 14 and 17.
B. Inspect the engine 1st stage turbine vanes and as much of the 1st
stage rotor blades as are visible with a borescope inserted in the
inspection port. If any damage is found, a complete inspection
through all 18 inspection ports is recommended. See the Figures 3-2
through 3-5 for sulfidation and cracking damage examples.
C. Inspect vanes for evidence of sulfidation. Sulfidation is a form of
hot corrosion that progresses from a rough or crusty appearance,
usually greenish black in color, to a condition that separates the
metal grain boundaries into layers. The 1st stage vane leading edges
are most subject to this damage. Sulfidation that severely affects
the airfoil contour or causes a badly delaminated appearance is
NOTE
The 1st stage vane cracks usually occur due to thermal shock, such as
occurs during poor (hot) starts or from fuel nozzle problems or from the
effects of water rinsing and washing when the turbine residual
temperature is more than 250F (121C).
D. Inspect vanes for evidence of cracks. Cracks more than 0.375 (3/8)
inch (9.53 mm) long are unacceptable (not allowed). Any number of
cracks less than 0.375 (3/8) inch (9.53 mm) long are acceptable
(allowed) provided they are separated such that piece breakout is
unlikely. Cracked vanesshould be monitored with frequent
inspections.
3-12
JAN/91
1
240743
Figure 3-2.
JAN/91
Unacceptable (Not Allowed) Sulfidation of Turbine

Blades and Vanes Examples.
3-13

Figure 3-3.
1st Stage Vane Airfoil Leading Edge Damage Examples.
. ..- .,. ,-,.
.----
-., .
Figure 3-4.
3-14
Unacceptable (Not Allowed) 1st Stage Vane Damage Examples.
JAN/91

-m
Figure 3-5.
Acceptable (Allowed) 1st Stage Vane Damage Example

(Coating Crazing Due to Thermal Shock).
CAUTION
THERMAL DAMAGE IN A LOCALIZED BURNER AREA MAY INDICATE FUEL NOZZLE

PROBLEMS.
E. Vanes severely distorted by heat or with burned away portions (areas,
are unacceptable (not allowed).
F. Inspect engine 1st stage turbine rotor blades for cracks. No cracks
are acceptable (allowed).
G. Inspect turbine blades for sulfidation. This form of corrosion is
acceptable (allowed) if evidenced only by a rough or crusty
appearance at the leadinq edqe, concave side of airfoil section. or
the platform at the root-of ~he airfoil. However, if any sulfidation
is detected, remaining blade life is reduced. Replace the rotor
assembly if there is any evidence of splitting, delamination,
separating, flaking or loss of material in any area of a rotor blade
(Ref. Figure 3-2).
H. Continued operation with any missing portion or complete turbine
rotor blade is unacceptable (not allowed).
JAN/91
3-15

I. Nicks or dents in a turbine blade which could result in a stress
point are unacceptable (not allowed). The inner 1/3 area of a
turbine blade is the most critical for this type of damage. Small
nicks, dents and burns are acceptable (allowed) provided they are
less than 0.03125 (1/32) inch (0.79 mm) deep and are in the outer 2/3
of the blade.
J. A visibly bent or bowed rotor blade is unacceptable (not allowed).
3-9.
BORESCOPE INSPECTION OF ENGINE 4TH STAGE TURBINE.

A. Remove alternate TOT thermocouples for an initial inspection access.
B. Viewing forward, inspect the 4th stage turbine blades and as much of
the 4th stage vanes as are visible. The rotor may be rotated by hand
to view all the rotor blades and improve visibility of the stator
vanes. Remaining thermocouples may be removed for complete viewing
(Ref. Figure 3-6).
C. Continued operation with any missing turbine rotor .blade or blades is
unacceptable (not allowed). Any turbine rotor blade which has a
piece missing (broken out) or burned away is unacceptable (not
allowed). Nicks or dents in a turbine blade which could result in a
stress point are unacceptable (not allowed). The inner 1/3 area of a
turbine blade is the most critical for this type of damage. Small
nicks, dents and burns are acceptable (allowed) provided they are
less than 0.03125 (1/32) inch (0.79 mm) deep and are in the outer 2/3
of the blade.
D. A visibly bent or bowed rotor blade is unacceptable (not allowed).
E. Inspect stator vanes for evidence of cracks. Leading edge cracks
more than 0.250 (1/4) in. (6.35 mm) long are unacceptable (not
allowed). Trailing edge cracks more than 0.500 (1/2) in. (12.7 mm)
long are unacceptable (not allowed). Any number of cracks are
acceptable (allowed) provided they are separated such that piece
breakout is unlikely. Cracked vanes should be monitored with
frequent inspections.
F. Stator vanes with minor burn damage on the trailing edge of the
airfoil are acceptable (allowed), but should be monitored closely for
cracking (Ref. Figure 3-7).
G. Vanes severely distorted by heat or with burned away portions (areas)
are unacceptable (not allowed) (Ref. Figure 3-6).
3-16
JAN/91

$*-
Figure 3-6. 4th Stage Vane Burn Through Example.
ACCEPTABLE
UNACCEPTABLE
CRACKING
Figure 3-7. 4th Stage Vane with Unacceptable (Not Allowed)

Peripheral Cracking Example.
JAN/91
3-17

CAUTION
IF ANY VANE AIRFOIL IS BURNED COMPLETELY THROUGH AXIALLY, SUCH THAT THE
CONNECTION BETWEEN THE INNER AND OUTER VANE BAND AT ANY AIRFOIL LOCATION
IS SEVERED, THE FOLLOWING ROTOR STAGE IS SUBJECTED TO HIGH CYCLE FATIGUE
EXCITATION. THE TURBINE UNIT ASSEMBLY MUST BE RETURNED TO A MAJOR
REPAIR CENTER FOR TURBINE BLADE REPLACEMENT.
3-10. GENERAL ENGINE PRESERVATION.
NOTE
For driven equipment preservation refer to its OEM Manual.
A. Preservation relates to protecting nonoperating engines from the
effects of corrosion inherent in the marine environment.
B. Combating corrosion in engine metals and alloys is primarily a fight
against moisture. There are two general types of surface corrosion:
direct chemical attack by corrosive liquids and gases on metals, and
electrochemical action in which the metal being corroded becomes a
part of an electrolytic cell in the presence of moisture. Both of
these reactions are effectively retarded by the absence of moisture.
c. All preservation procedures are evolved from the basic idea of
keeping moisture away from metal surfaces, either by maintaining a
dry, clean environment or by displacing the air with some type of
barrier (a protective finish or a moisture free film such as oil).
D. Both the environmental conditions and the effectiveness of the
barriers are factors in the different degrees of preservation
outlined here. When the stated procedures cannot be completely
carried out, common sense should prevail in keeping with the basic
concept of preservation.
E. Whenever practical, the engine gas path should be cleaned in
accordance with wash instructions before any preservation.
F. If possible, close or install closures on all engine openings when
the engine will not be operating for eight hours. If not possible,
means should be taken to prevent rain, snow and/or blowing seawater
from entering through air inlet and exhaust ducts.
G. Enciines removed and scheduled for repair or overhaul do not reauire
extended preservation provided disassembly beg ns within 28 days from
the date of removal from service.
3-18
JAN/91

H. Overhauled engines do not require extended preservation provided they
are installed within 28 days from the date of completed overhaul.
The exception would be if they are immediately subjected to extremely
corrosive atmospheres such as heavily salt ladened moist air. Fuel
systems are often preserved by overhaulers and manufacturers; Ref. to
Section 4. Fuel System.
3-11.
PRESERVATION OF INSTALLED ENGINE -- INACTIVE FOR 28 DAYS OR MORE.

A. Check that lubricating system is filled and operating.
B. Motor the engine to full cranking speed for at least one minute.
NOTE
If
be
of
is
inactivity of more than 28 days is expected the fuel system should

preserved. See Fuel System Preservation in Section 4. Fuel systems
new or overhauled engines should already be preserved, represervation
not necessary.
C. If inactivity is to be less than 28 days, cover the inlet and exhaust

ducts to prevent airflow through the engine. Protect the engine
exterior from moisture and salt ladened air. Cap all openings to
protect the engine from corrosion and foreign object entry.
D. If inactivity is to be more than 28 days, accomplish the preceding
step. Also add dry desiccant bags to the inlet and exhaust areas.
Check or replace desiccant every 28-30 days. Motor the engine every
28-30 days.
CAUTION
REMOVE DESICCANT AND ALL COVERS BEFORE CRANKING ENGINE.
E. If inactivity exceeds 90 days, inspect engine for adverse effects.
If the condition is good; continue with this procedure if not, the
engine should be preserved in a shipping and storage container (Ref.
to Paragraph 3-12).
3-12.
ENGINE SHIPPING CONTAINER.
A. Description.
1. The engine shipping container has been designed and tested to
protect the engine from shock and vibration resulting from
shipping (by any mode) and handling to a shock limit resulting
from a drop from height of 18 inches (457.2 mm).
JAN/91
3-19

2. The shipping container has two inspection ports (42, Figure 3-8),
a light may be used at one port while viewing from the other.
3. The humidity indicator (41) indicating element is normally light
blue in color. At 37 to 43 percent humidity within the shipping
container, the light blue color will change to lavender or
lavender pink, if this happens the engine should be inspected for
corrosion and change the desiccant (14 desiccant bags,
MIL-D-3464).
B. Removal.
1. Loosen nuts (1, Figure 3-8) enough to permit service cover (3) to
pivot around double end bolt (4).
WARN ING
USE CARE IN REMOVAL OF AIR VALVE STEM TO PREVENT IT FROM BLOWING OFF
AND CAUSING INJURY TO PERSONNEL.
WARNING
MAKE SURE ALL PRESSURE IS RELEASED BEFORE REMOVING PIPE PLUG OR
CONTAINER COVER. INJURY OR DAMAGE MAY OCCUR.
2. Release pressure by removing stem from air valve (5), when
pressure has been released, remove pipe plug (6).
3. Remove nuts (7) and bolts (8). Attach lift hooks to container
cover (9) and lift container cover up and away from base assembly
(10). Allow closure seal (11) to remain with base assembly.
Place container cover on wooden mounts (boards) to prevent damage
to the flange.
4. Attach engine lifting adapter to engine as outlined in Section 1.
Lift engine sufficiently to remove weight from the base assembly
(lo).
5. Remove yoke (12) from base assembly (10), by removing nuts (13),
washers (14), and bolts (15).
6. Remove LH bracket (16) from base assembly (10) by removing washers
(17) and bolts (18).
3-20
JAN/91

7. Remove RH bracket (19) from base assembly (10) by removing washers
(20) and bolts (21).
8. Hoist engine out of base assembly.
9. Remove LH bracket (16) and LH mount (22) from engine by removing
washers (23) and bolts (24). If required, remove LH bracket from
LHmount by removing nut (25), washer (26), and bolt (27).
10. Remove RH bracket (10) and RH mount (28) from engine by removing
washers (29) and bolts (30). If required, remove RH bracket from
RHmount by removing nut (31), washer (32), and bolt (33).
11. Place engine in engine stand, 6799609, or equivalent.
12. Remove voke from enqine b.y removinq nuts (34), washers (35), and
bolts (36) . Lift y~ke frhm engine-replace washers and nuts back
on bolts.
NOTE
If applicable, it is best to place protective covers directly onto
returning engine.
13. Remove all protective covers from engine and place in base
assembly storage box (44).
NOTE
If engine shipping container will not be used right away, perform the
following Steps.
14. Install all brackets, mounts, and yoke back on base assembly or
place in storage box (44).
15. Place container cover (9) and closure seal (11) on base assembly
(10), secure with nuts (7) and bolts (8), using care not to damage
closure seal.
16. Install pipe plug (6), air valve (5) stem, and serv. ce cover (3),
secure with lockwashers (2), and nuts (l).
C. Installation.
1. If required, loosen nuts (1, Figure 3-8) to permit service cover
(3) to pivot around double end bolt (4).
JAN/91
3-21
WARN ING
MAKE SURE ALL PRESSURE IS RELEASED BEFORE REMOVING PIPE PLUG OR
CONTAINER COVER. DAMAGE OR INJURY MAY OCCUR.
2. If required, release any pressure by removing stem from air valve
(5), when all pressure has been released, remove pipe plug (6).
3. If required, remove nuts (7) and bolts (8), attach lift hooks to
container cover (9) and lift container cover up and away from base
assembly (10). Place container cover on wooden mounts (boards) to
prevent damage to the flange. Allow closure seal (11) to remain
with base assembly.
4. If required, remove yoke (12) from base assembly (10) by removing
nuts (13), washers (14), and bolts (15).
5. If required, remove LH bracket (16) from base assembly (10) by
removing washers (17) and bolts (18).
6. If required, remove RH bracket (19) from base assembly (10) by
removing washers (20) and bolts (21).
7. If required, remove loose items from storage box (44) and place on
work bench.
8. Install yoke (12) to engine upper rear mounting bracket by
installing bolts (36), washers (35) and nuts (34). Torque nuts to
135-155 lb in. (15.3-17.5 Nm).
9. Attach engine lifting adapter to engine and remove engine from
engine stand, 6799609, or equivalent, as outlined in Section 1.
10. If required, install RH mount (28) to RH bracket (19), secure with
bolt (33), washer (32), and nut (33). Tighten nut to seat firmly
and then back nut off one complete turn.
11. Install assembled RH mount (28) and RH bracket (19) to lower RH
mounting pad on engine air inlet, secure with washers (29) and
bolts (30). Torque bolts to 240-300 lb in. (27.1-33.8 Nm).
Lockwire bolt heads in pairs.
12. If required, install LH mount (22) and LH bracket (16), secure
with bolt (27), washer (26), and nut (25). Tighten nut to seat
firmly and then back nut off one complete turn.
13. Install assembled LH mount (22) and LH bracket (16), to lower LH
mounting pad on engine air inlet, secure with washers (23) and
bolts (24). Torque bolts to.240-300 lb in. (27.1-33.8 Nm).
Lockwire bolt heads in pairs.
3-22
JAN/91
Allison Engine Company ,:

.!,

1.
2.
3.
4.
5.
6.
7.
8.
1::
11.
12.
13.
;;:
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
29.
40.
41.
42.
;::
NUTS (2)
LOCKWASHER (2)
SERVICE COVER
DOUBLE END BOLT (2)
AIR VALVE
PIPE PLUG
NUT (56)
BOLT (56)
CONTAINER COVER
BASE ASSY
CLOSURE SEAL
YOKE
NUT (4)
W&lE~4~4)
9
/
LH BRACKET
WASHER (3)
.-,
BOLT (3)
RH BRACKET
:~l~E: 313 )
LH MOUNT
h&U~E~4~4)
NUT
WASHER
BOLT
RH MOUNT
WASHER (4)
BOLT (4)
NUT
WASHER
BOLT
NUT (Z)
l1:l;E~2\2)
RECORD RECEPTACLE
NUT (2)
WASHER (2)
RECEPTACLE COVER
HUMIDITY INDICATOR
INSPECTION PORT (2)
DESICCANT RECEPTACLE
STORAGE BOX
Figure 3-8.
JAN/9 1,
Engine Shipping Container.

3-23
Allison Engine
501-KB5 DEC OPERATION
\ d
10
:.
Figure 3-8.
3-24
Eng ne Shipping Container.

JAN/91

14. Hoist engine up sufficiently to place base assembly (12) under
engine.
15. Lower engine and align RH bracket (19), LH bracket (16), and yoke
(12) mounting holes to mounting holes in base assembly (10).
Secure with bolts (15, 18, and 21), washer (14, 17, and 20), and
nuts (13). Lower engine to rest on base assembly. Torque bolts
(18 and 21) and nuts (13) to 480-690 lb in. (54.2 -77.9 Nom).
16. Remove engine lifting adapter from engine.
17. Torque nuts (25 and 31), that secure mounts (22 and 28) to
brackets (16 and 19) to 1100-1300 lb in. (124.4-146.9 Nom).
18. Attach lift hooks to container cover (9) and lift up and over base
assembly (10).
19. Make sure closure seal (11) is aligned properly on the base
assembly (10) mounting flange.
20. Lower container cover (9) carefully over engine and align the
guide pin hole with guide pin located on forward end of base
assembly (10) and secure with bolts (8) and nuts (7) with bolts
heads down. Prior to final torque, tighten a nut (7) at each
corner and each midpoint. Remove lift hooks from container
cover. Torque all nuts to 600-840 lb in. (67.8-95.0 Nom).
21. If required, install pipe plug (6). Torque pipe plug to 205-245
lb in. (23.6-27.6 Nm).
22. Service shipping container with compressed dry nitrogen per Step
D.
23. Install records into record receptacle (37) and secure receptacle
cover (40) with nuts (38) and washers (39): Torque nuts to 30-45
lb in. (3.9-5.ONm).
NOTE
If tamper proof seals are available use them. Tamper proof seals are
not required for engine returning for rework.
24. Install lockwire on the record receptacle (37) and receptacle
cover (40). Install a tamper proof seal on lockwire.
25. Install lockwire on the service cover (3) and shipping container.
Install a tamper proof seal on lockwire.
26. Install lockwire on the shipping container RH and LH corners.
Install tamper proof seal on each lockwire.
JAN/91
3-25

501-KB5 DEC OPERATION AND MAINTENANLt
27. Coat stud ends of nuts (1, 7, and 38) with corrosion preventive
compound, MIL-C-16173, Grade 1.
D. Servicing Shipping Container.
1. Make sure air valve (5, Figure 3-8), pipe plug (6), bolts (8), and
nuts (7) are installed and torque per Step C.
NOTE
The following pressure of 5.02 0.5 psig (34.5 ~3.45 kPag) is for a
normal day of 70F (21C) refer to Table 3-2 for correct pressures per
existing temperatures
2. Pressurize shipping container, at the air valve (5), with
compressed dry nitrogen to pressure of 5.0 psig (34.5 kPag).
Release nitrogen pressure to O psig (O kPag) by depressing center
(valve cord) of the air valve:
3. Repeat Step 2. to ensure shipping container is bled of any
humidity air.
4. Pressurize shipping container, at the air valve (5), with
compressed dry nitrogen to correct pressure versus temperature per
Table 3-2. Record pressure and temperature.
5. Apply a soap solution over all seams and closure joints, while
observing for any leaks. No leaks are allowed, repair as
required.
6. Install service cover (3) and secure with lockwashers (2) and nuts
(l). Torque nuts to 15-251b in. (1.7 -2.9 Nm).
NOTE
The normal color of humidity indicator element is light blue.
43 percent relative humidity within the shipping container the
indicator element color should change to lavender or lavender
the color will change to lavender or lavender pink to indicate
humidity is too high within the shipping container.
At 37 to
humidity
pink. If
the
7. Inspect humidity indicator (41), if a color of lavender or

lavender pink is shown, release pressure and change humidity
indicators element and desiccant bags. Repeat Steps 1. thru 7.
8. If the engine is not shipped within twenty four (24) hours after
shipping container was pressurized, recheck pressure and compare
3-26
JAN/91

with record pressure and temperature. If a pressure drop of more
than 0.5 psig (3.45 kPag), inspect for leads per Step 5. and
reservice.
9. Check pressure again immediately prior to shipment, repair or
reservice as required.
3-13.
DRIVEN EQUIPMENT SHIPPING CONTAINER.

NOTE
For information on driven equipment shipping and preservation
instructions refer to the driven equipment OEMs Manual.
Table 3-2. Engine Shipping Container Air Pressure
Requirements Versus Temperature.
TEMPERATURE
~
~
PRESSURE
~ ~
TEMPERATURE
~
~
PRESSURE
&
J2QJ2
+140
+130
+120
+110
+100
+90
+80
+70
+60
+50
7.6
52.4
4.4
3.9
;:;
6.5
6.1
5.8
5.4
5.0
4.6
4.3
:;::
44.8
42.1
40.0
37.2
34.5
31.7
29.6
+40
+30
+20
+10
-::;
-12.2
-18
-23
-29
-34
-40
::;
60
54
:;
38
32
27
21
16
10
-!0
-20
-30
-40
;::
2.0
26.9
24.1
22.1
19.3
16.5
13.8
;:;
0.9
;!07
6.2
NOTE
The temperature and pressure values are base on the requirement of 5.0
psig (34.5 kPag) air pressure at 70F (21-C) temperature, a ~ 0.5 psig
(3.45 kPag) from the correct pressure is allowable.
NOTE
If engine is not shipped within 24 hours after container is
pressurized, pressure shall be rechecked. Check pressure again
immediately prior to shipment.

3-14.
FUEL SYSTEM PRESERVATION.

NOTE
The fuel system shall be preserved in accordance with the Preservation
Procedures in applicable paragraphs of Section 4 as they refer to the
specific type of control system.
3-15.
ENGINE REMOVAL AND INSTALLATION.

CAUTION
THE PROCEDURES AND SEQUENCES OF REMOVING AND INSTALLING THE VARIOUS
EXTERNALLY ENGINE MOUNTED COMPONENTS ARE AT THE DISCRETION OF THE
COMPETENT MECHANIC USING THE CORRECT OEMS MANUAL INSTRUCTIONS.
3-28
JAN/91

SECTION 4
FUEL SYSTEMS
TABLE OF CONTENTS
Paraqra~h
Pacie No.
4-1
Fuel Systems
4-11
4-2
Gaseous Fuel System
4-11
4-3
4-11
4-4
4-12
4-5
4-12
4-6
Removal
4-14
4-7
Cleaning
4-14
4-8
Inspection and Test
4-15
4-9
Repair
4-15
4-1o
Installation
4-16
4-11
Installed Test and Adjustment
4-16
4-12
Fuel Nozzle
4-17
4-13
4-17
4-14
Troubleshooting
4-17
4-15
Removal
4-17
4-16
Inspection
4-18
4-17
Cleaning
4-18
4-18
Installation
4-20
4-19
Final Filter
4-20
4-20
4-20
4-21
Removal
4-20
4-22
Installation
4-22
4-23
Fue
Manifold and Hoses
4-22
4-24
4-22
4-25
Removal
4-22
4-26
Installation
4-23
4-27
JAN/91
Descri~tion
Gaseous Fuel Water Injection
4-23
4-28
4-23
4-29
Dual Fuel Nozzle
4-23
4-1

TABLE OF CONTENTS (CONT) .
Paraqra~h
Paqe No.
4-30
4-23
4-31
Troubleshooting
4-24
4-32
Removal
4-25
4-33
Inspection
4-26
4-34
Cleaning
4-26
4-35
Installation
4-27
4-36
Single Entry Liquid Fuel System
4-27
4-37
Description
4-27
4-38
Operation
4-28
4-39
Fuel Pump
4-28
4-40
4-28
4-41
Removal
4-33
4-42
Installation
4-35
4-43
Troubleshooting
4-36
4-44
4-36
4-45
4-36
4-46
Removal
4-36
4-47
Installation
4-37
4-48
4-37
4-49
Cleaning
4-38
4-50
4-41
4-51
4-2
Description
Paralleling Valve
4-41
4-52
4-41
4-53
Removal
4-42
4-54
Installation
4-42
4-55
4-43
4-56
4-43
4-57
Fuel Filter Element Removal
4-44
4-58
Fuel Filter Element Installation
4-44
4-59
Different Pressure Switch Removal
4-47
4-60
Different Pressure Switch Installation
4-48
4-61
LP Fuel Filter Removal
4-50
JAN/91

Paraqra~h
4-62
4-63
4-53
4-53
4-65
Removal
4-53
4-66
Installation
4-54
4-56
4-68
4-56
4-69
Removal
4-56
4-70
Installation
4-57
Fuel Shutoff Valve
4-60
4-72
4-60
4-73
Inspection
4-60
4-74
Removal
4-61
4-75
Installation
4-62
4-76
Manifold Drain Valve
4-63
4-77
4-63
4-78
Removal
4-63
4-79
Installation
4-63
4-80
Inspection and Test
4-64
4-81
4-51
4-71
JAN/91
LP Fuel Filter Installation
Pacle No.
4-64
4-67
Descri~tion
Burner Drain Valves
4-65
4-82
4-65
4-83
Removal
4-65
4-84
4-65
4-85
Installation
4-66
4-86
Troubleshooting
4-67
4-87
4-67
4-88
Single Entry Fuel Nozzle (Fuel Nozzle)
4-67
4-89
4-67
4-90
Removal
4-68
4-91
Inspection
4-70
4-92
Cleaning
4-70
4-93
Installation
4-72
4-3

Paraqraph
4-94
Descri~tion
Liquid Fuel Water Injection
4-73
4-95
4-73
4-96
Flow Divider Valve
4-73
4-97
4-73
4-98
Removal
4-74
4-99
Maintenance
4-74
4-1oo
Installation
4-77
4-101
4-77
4-102
4-77
4-103
4-80
4-104
Pilot Manifold Drain Valve

Installation
4-80
4-105
4-81
4-106
Main Manifold Drain Valve

Installation
4-107
Liquid Fuel Nozzle
4-82
4-82
4-108
4-82
4-109
Removal
4-83
4-110
Inspection
4-84
4-111
Cleaning
4-84
4-112
Installation
4-86
4-113
4-86
4-114
4-86
4-115
4-87
4-116
4-4
Paqe No.
Dual Entry Fuel System
4-87
4-117
Description
4-87
4-118
Operation
4-88
4-119
Fuel Pump
4-88
4-120
4-88
4-121
Paralleling Valve
4-91
4-122
4-91
4-123
4-91
JAN/91

ParaQra~h
Paqe No.
4-124
4-91
4-125
Fuel Shutoff Valve
4-91
4-126
Flow Divider Valve
4-91
4-127
Burner Drain Valves
4-91
4-128
4-92
4-129
Fuel Manifolds (Pilot and Main)
4-92
4-130
Fuel Nozzles (Dual Entry)
4-92
4-131
4-92
4-132
Removal
4-93
4-133
Inspection
4-94
4-134
Cleaning
4-95
4-135
Installation
4-96
4-136
4-97
4-137
4-97
4-138
Removal
4-98
4-139
Installation
4-98
4-140
4-141
4-142
Dual Entry Fuel Water Injection System

Dual Fuel System
4-98
4-98
4-98
4-143
4-98
4-144
Low Pressure (LP) Fuel Filter Assembly
4-99
4-145
4-99
4-146
4-99
4-147
4-1oo
4-148
Removal
4-103
4-149
Installation
4-103
4-150
JAN/91
Descri~tion
High Pressure (HP) Fuel Filter Assembly
4-106
4-151
4-106
4-152
4-106
4-153
Cleaning
4-106
4-154
4-106
4-155
Removal
4-106
4-5

Paraaraph
Paqe No.
4-156
Installation
4-107
4-157
Liquid Fuel Pump
4-107
4-158
4-107
4-159
Removal
4-107
4-160
Installation
4-108
4-161
Liquid Fuel Metering Valve (FMV)
4-109
4-162
4-109
4-163
Removal
4-109
4-164
Installation
4-114
4-165
Liquid Fuel Shutoff Valve
4-115
4-166
4-115
4-167
Removal
4-115
4-168
Installation
4-116
4-169
Liquid Fuel Shutoff Valve (Ball Type)
4-116
4-170
4-116
4-171
Removal
4-117
4-172
Installation
4-118
4-173
Flow Divider Valve
4-118
4-174
4 - 1 1 8
4-175
Removal
4-119
4-176
Installation
4-122
4-177
Manifold Drain Valves (Pilot and Main)
4-123
4-178
4-123
4-179
4-124
4-180
4-124
4-181
4-125
4-182
4-126
4-183
4-126
4-184
4-126
4-185
4-127
4-186
4-187
4-6
Descri~tion
Dual Fuel Nozzle

4-127
4-127
JAN/91

Paraqra~h
Paqe No.
4-188
Removal
4-128
4-189
Inspection
4-129
4-190
Cleaning
4-130
4-191
Installation
4-131
4-192
4-132
4-193
4-132
4-194
Removal
4-132
4-195
Installation
4-133
4-196
4-197
4-198
Parallel Air Control Valve

Gaseous Fuel Purge Valves
4-133
4-133
4-133
4-199
4-133
4-200
Removal
4-134
4-201
Installation
4-134
4-202
Liquid Fuel Outlet Bypass Valve
4-135
4-203
4-135
4-204
Removal
4-135
4-205
Installation
4-136
4-206
Liquid Fuel Heating Bypass Valve
4-136
4-207
4-136
4-208
Removal
4-137
4-209
Installation
4-137
4-210
Liquid Fuel Pressure Switch
4-138
4-211
4-138
4-212
R e m o v a l
4-138
4-213
Installation
4-139
4-214
4-215
4-216
JAN/91
Descri~tion
Gaseous Fuel Shutoff and Vent Valves

Gaseous Fuel Filter
4-139
4-139
4-139
4-217
4-139
4-218
Removal
4-140
4-219
Installation
4-140
4-7

TABLE OF CONTENTS (CONT) ,
Paraqra~h
4-220
Descrir)tion
Gaseous Fuel Metering Valve
Paqe No.
4-141
4-221
4-141
4-222
Removal
4-141
4-223
Clean, Inspect, Test, and Repair
4-142
4-224
Installation
4-142
4-225
Gaseous Differential Pressure Switch
4-143
4-226
4-143
4-227
Removal
4-144
4-228
Installation
4-144
4-229
Gaseous Fuel Pressure Switch
4-145
4-230
4-145
4-231
Removal
4-146
4-232
Installation
4-146
4-233
4-147
4-234
4-147
4-235
Gaseous Fuel Manifold Removal
4-147
4-236
Gaseous Fuel Manifold Installation
4-148
4-237
Gaseous Fuel Manifold Hoses Remova

and Installation
4-150
4-238
4-150
4-239
4-150
4-240
4-241
Optional Liquid Fuel Heating System

4-150
4-150
INDEX TO FIGURES
Fiqure No.
4-8
Paqe No.
4-1
Gaseous Fuel System Schematic
4-13
4-2
Gaseous Fuel System Components
4-19
4-3
Gaseous Fuel Nozzle
4-21
4-4
Gaseous Fuel Water Injection System
4-24
JAN/91

INDEX TO FIGURES (CONT) .
Fiaure No.
Title
4-5
Gaseous Fuel Nozzle Water Injection System
4-25
4-6
Single Entry Liquid Fuel System Schematic
4-31
4-7
Liquid Fuel Pump and HP Fuel Filter
4-34
4-8
High Pressure Fuel Filter
4-39
4-9
High Pressure (HP) Fuel Filter Element

Cross Section
4-1o
JAN/91
Paqe No.
4-41
Paralleling Valve O-ring and Valve Seat

Installation
4-43
4-11
Low Pressure Fuel Filter Assembly
4-45
4-12
Use of Spring Depressor, 6796975
4-46
4-13
Use of Pliers, 6796974
4-46
4-14
Differential Pressure Switch and LP Fuel Filter
4-49
4-15

and Manifold Drain Valve
4-55
4-16
4-59
4-17
Burner Drain Valves
4-66
4-18
Single Entry Liquid Fuel Nozzle Schematic
4-69
4-19
Single Entry Liquid Fuel Nozzle
4-71
4-20
Liquid Fuel Water Injection Schematic
4-75
4-21
4-79
4-22
Liquid Fuel Water Injection Fuel Nozzle
4-83
4-23
Dual Entry Fuel System Schematic
4-89
4-24
Dual Entry Fuel Nozzle
4-93
4-25
Removal and Installation of Dual Entry

Fuel Nozzle
4-96
4-26
Dual Fuel System Schematic
4-101
4-27
Off-Engine Mounted Fuel Pump and Filter

Assemblies
4-105
4-28
RAFT Mounted Components
4-111
4-29
RAFT Junction Box Terminals
4-113
4-30
4-121
4-9

Fiqure No.
Title
Paqe No.
4-31
Dual Fuel Nozzle
4-129
4-32
4-149
4-33
4-151
4-34
Dual Fuel Heating System
4-153
4-35
Single or Dual Entry Fuel Heating Systems
4-155
INDEX TO TABLES
Table No.
4-1
4-1o
T i t l e
Approved Liquid Fuels
Paqe No.
4-29
JAN/91

501-KB5 DEC OPERATION AND MAIN ItNANLt
SECTION 4
FUEL SYSTEMS
4-1.
FUEL SYSTEMS .
A. The following fuel systems may be installed on the 501-KB5 DEC
engine:
1. Gaseous Fuel.
Gaseous Fuel with Water Injection.
:: Liquid Fuel.
4. Liquid Fuel with Water Injection.
Dual Fuel (Gaseous and Liquid Fuels),
:: Dual Fuel with Water Injection.
7. Optional Liquid Fuel Heating Systems.
B. All these fuel systems will be covered in this Section.
C. Basically, the engine fuel system meters and distributes the required
fuel to the engine to maintain a selected engine speed under varying
loads.
D. Many fuel system components may be used in the different fuel systems
and will be identified.
4-2.
GASEOUS FUEL SYSTEM.
4-3.
DESCRIPTION AND OPERATION.

A. The engine gaseous fuel system meters and distributes the required
gaseous fuel to the engine to maintain a selected engine speed under
varying loads; the major components of the gaseous fueled system are
as follows:
1.
2.
3.
4.
5.
6.
Control System.
Fuel Metering Valve (FMV).
Fuel Nozzles (6).
Final Filter.
Fuel Manifold and Hoses.
Fuel Shutoff and Vent Valves (Ref. to OEMS).
NOTE
Some eng nes have an optional 200 + 5 psig (1380 + 34.5 kPag) fuel
metering valve (FMV). Normal FMV~s a 250~5 ps~g (1725 *34.5 kPag).
JAN/91
4-11

B. Gaseous fuel is suppled to the fuel metering valve (FMV) through a 2
(10 absolute) micron filter at 250 i 5 psig (1725 t 34.5 kPag). The
FMV is controlled by signals from the control system, regulates the
required fuel for all conditions of operation. From the FMV the
gaseous fuel enters the manifold where it is distributed to the six
fuel nozzles (Ref. Figure 4-l).
C. Engine starting is initiated by engaging the starter. During the
initial phase (below 2200 engine rpm) of the starting cycle, the
entire cranking task is the burden of the starter.
D. At approximately 2200 engine rpm, the control system actuates circuits which open the fuel shutoff valves and energize the ignition
system.
E. After light-off, the engine continues to accelerate with help from
the starter. At approximately 8400 engine rpm the control system deenergizes and locks out the starter and ignition circuits. If the
engine turbine inlet temperature (TIT) or calculated turbine inlet
temperature (CALTIT) exceeds 1600F (871C) during start, a shutdown
occurs.
F. An optional water injection system may be installed.
4-4.
FUEL METERING VALVE (FMV).
4-5.
Description and Or.)eration.

A. The explosion proof fuel metering valve (FMV) is engine mounted and
meters gaseous fuel to the engine in accordance with voltage inputs
from the control system. Gaseous fuel is supplied to the FMV at a
regulated pressure. The FMV is a balanced force type which is
positioned by a proportional solenoid assembly with an integral servo
system. The FMV is positioned as a function of the input command
voltage (O to 5 volts) from the control system. A feedback output
voltage from a linear variable differential transformer (LVDT)
proportional to valve position (metering area) is provided within the
FMV. The voltage is compared to the O to 5 volts input command
signal from the control system. The current in the proportional
solenoid is varied until the position signal equals the command
input.
If the input and/or feedback voltage to the control system
varies more than 0.5 vdc a fuel system malfunction will occur.
B. Some specifications of the FMV is as follows:
NOTE
Some eng. nes have an optional 200 + 5 psig (1380 + 34.5 kPag) fuel
metering valve (FMV). Normal FMV~s a 250~5 ps{g (1725 *34.5 kPag).
4-12
JAN/91

GASEOUS FUEL
IN LINE FILTER
(3 MICRONS)
GASEOUS FUEL
x-?
ENT+
FUEL
S SHUTOFF
VALVE
)--Q
FUEL
S SHUTOFF
VALVE
BASE MOUNTED
ENGINEMO~NTED
I
I
rl
PRESSURE
SWITCH
OPEN >20PSID
I ~NG l----fi:~:
r+ .
FUEL METERING VALVE

OUTLETPRESSUREGAGE
CONNECTION
FUELMANIFOLDPRESSURE
GAGECONNECTION
FUEL
NOZZLES
F==l
Figure 4-1.
JAN/91
FINAL FILTER
::$;2 (2MICRONSNORMAL,
j{~~? 10 MICRONSABSOLUTE)
:,,#jj,##
FUELMETERINGVALVE
INLETPRESSUREGAGE
CONNECTION
;u/j, ;
PRESSURESWITCH
OPEN >10 PSI (69 KPA)
QWXA
Gaseous Fuel System Schematic.
4-13

1. Operating pressure - 250 t 5 psig (1725 t 34.5 kPag).
2. Leakage - No leaks from splitlines, holes, or casting.
3. Response - Maximum transient time response is 0.120 seconds.
4. Ambient Temperature - Operates satisfactorily in surrounding air
temperature of -40 to 160F (-40 to 71C)0
5. Fuel Temperature - Operates satisfactorily with fuel temperatures
from
-40: to 160F (~40 to 71C). 4-6.
Removal.
A. Make sure electrical power is OFF and remains OFF until installation
is completed.
B. Make sure gaseous fuel is OFF and no pressure is at the inlet to the
FMV .
CAUTION
DO NOT DISCONNECT FMV ELECTRICAL LEADS INSIDE THE FMV. DAMAGE TO THE
FMV WILL OCCUR.
C. Remove FMV electrical leads (1, Figure 4-2) at point of interface
with the control system.
D. Remove bolts (2), fuel manifold (3), and gasket (4). Discard gasket.
E. Remove FMV outlet gage pressure hose (5).
F. Remove FMV inlet gage pressure hose (6).
G. Remove bolts (7) and washers (8).
H. Move adapter assemble (9) and remove gasket (10). Discard gasket.
I. Remove nuts (11) and remove FMV (16) with bracket (13).
J. Remove bolts (12) and bracket (13) from FMV (16).
K. If required, remove unions (14) and O-rings (15) from FMV (16).
Discard O-rings.
4-7.
Cleaninq.
A. Because of the electrical circuits, do not submerge the FMV in
cleaning solvent.
4-14
JAN/91

B. The non-electrical (lower) part of the FMV may be cleaned with
mineral spirits.
C. A-27 cleaner by Pennwalt Corporation (3 Penn Center, Philadelphia, PA
19102) may be used in nonelectrical areas. FOI1OW manufacturers
instructions. Usual mix is 3-10 ounces (89-296mL) to a gallon (3.79
L) of water, heat and stir for 3-15 minutes.
D. Kemtex Safe Solvent can also be used. (MacDermid of Bristol Inc.,
Bristol, Corm. or Sante Fe Springs, Calif.)
NOTE
This solvent is much safer to use than carbon tetrachloride. It
contains a rust inhibitor to temporarily prevent rusting of steel after
cleaning and is much safer to use than naphtha or benzene as it will not
burn.
1. Kemtex is a solvent for cleaning oily equipment and particularly
for cleaning and drying electrical equipment and components.
2. It is a sliqhtl.y ~ink, clear liquid having a distinctive odor.
This is a r;pid~drying, oil solvent having the unusual property of
driving moisture ahead of it and then evaporating rapidly to leave
a bone-dry surface. May be used to clean printed circuit boards
as well as metal parts. May be used in ultrasonic equipment.
Will not attack aluminum, steel, brass, copper, magnesium, zinc or
other metals under ordinary conditions of use. Will not harm most
paints or varnishes, but will rapidly dissolve asphalt and oils.
4-8.
Ins~ection and Test.

A. Accomplish the usual visual inspections to locate obvious mechanical
failure such as broken wires, bare and shorting wires, and damaged
housing, flange adapter and threads.
B. If the FMV is shook, there should be no rattle or sensation feel that
something is loose inside.
CAUTION
DO NOT PROBE CIRCUIT LEADS WITH A CONTINUITY TESTER SUCH AS A LOW
OHMS PER VOLT OHMMETER FOR SHORTS AND OPENS; TRANSIENTS MAY DESTROY A
SOLID STATE DEVICE.
4-9.
u
A. There is no disassembly, parts fix, or parts replacement allowed.
Repair consists of installing a known good, new or overhauled FMV.
JAN/91
4-15

B. Certain obvious things such as fixing the insulation of a bare wire,
splicing on a new wire (if accessible, 9 chasing threaded parts, paint
touchup may be done.
4-1o.
Installation.
A. Wet O-rings (15, Figure 4-2) with clean engine oil.
B. Install an O-ring (15) on each union (14). Install unions in FMV
(16). Torque unions to 55-80 lb in. (6.3 -9.0 N-m).
C. Install bracket (13) on FMV (16) and secure with bolts (12). Torque
bolts to 120-150 lb in. (13.6-16.9 Nom) and lockwire.
D. Install assemble bracket and FMV to engine and secure with nuts
(11). Torque nuts to 74-89 lb in. (8.4-10.0 N-m).
E. Install gasket (10) and adapter assembly (9) to FMV (16) and secure
with washers (8) and bolts (7). Torque bolts to 70-85 lb in.
(8.0-9.6 N-m) and lockwire.
F. Install FMV inlet gage pressure hose (6) to union (14). Retain union
(14) from turning and torque hoses coupling nut to 80-120 lb in.
(9.0 -13.5 Nm).
G. Install FMV outlet gage pressure hose (5) to union (14). Retain
union (14) from turning and torque hoses coupling nut to 80-120 lb
in. (9.0 -13.5 Nm).
H. Install gasket (4) and manifold (3) to FMV (16) and secure with bolts
(2). Torque bolts to 70-85 lb in. (8.0-9.6 N*m) and lockwire.
WARNING
MAKE SURE ELECTRICAL POWER IS OFF. DAMAGE OR INJURY MAY OCCUR.
I. Connect FMV leads (1) per color coding on FMVS (16) identification
tag to the control system to complete the interface.
4-11.
Installed Test and Adjustment.

A. Field adjustments to the FMV are not permitted.
B. Check operation of FMV via the control system by introducing to the
control signals which simulate engine operation.
4-16
JAN/91

4-12.
FUEL NOZZLE.
4-13.
Descrir)tion and O~eration,

A. The engine has six fuel nozzles. Each fuel nozzle is secured to the
diffuser and extends into the forward end of the combustion liner.
The gaseous fuel nozzle consists of two parts; the body assembly and
the body holder. The body assembly has ten holes at the exit throu~h
which the gaseous fuel is-directed-into the combustion liner.
B. Disassemb ing the fuel nozzle body from the body holder is not
permitted at this level of maintenance.
4-14.
Troubleshootinq.
NOTE
Although the following trouble indications may be traceable to
malfunctioning fuel nozzle(s), other devices, and/or a combination of
things can cause the same troubles.
A. Some symptoms which can lead to a fuel nozzle inspection:
1. Frequent fail-to-start or slow or stagnated starts.
2. Excessive and frequent torching and/or smoking.
3. High incidence of thermocouple failures such as burned-off probe
tips and/or open thermocouple junctions.
4. Appearance of hot spots on the outer combustion case.
5. Excessive engine vibration which may result in erosion and/or
cracking of the fuel nozzle bodies.-
4-15.
Removal.
NOTE
Individual gaseous fuel nozzles may be replaced.
A. Remove the fuel manifold hose (20, Figure 4-2) from the fuel nozzle
(19).
B. Cap the hose to keep out contamination.
C. Remove bolts (17) and carefully remove fuel nozzle (19) and gasket
(18). Discard gasket.
D. Repeat Steps A., B., and C. to required fuel nozzle(s) to be removed.
JAN/91
4-17

KEY TO FIGURE 4-2.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
1.
2.
3.
4.
FMV ELECTRICAL LEADS (7)

BOLT (4)
FUEL MANIFOLD
GASKET
FMV OUTLET GAGE PRESSURE HOSE
:: FMV INLET GAGE PRESSURE HOSE
7. BOLTS (4)
8. WASHER (4)
9. ADAPTER ASSY
10. GASKET
11. NUT (4)
12. BOLT (3)
13. BRACKET
14. UNION (2)
15. PACKING (O-RING) (2)
16. FUEL METERING VALVE (FMV)
17. BOLTS (4)
18. GASKET
19. FUEL NOZZLE
20. FUEL MANIFOLD HOSE (6)
4-16.
FUEL SUPPLY HOSE

ELBOW
BOLT
NUT
CLAMP
BRACKET
NUT
PACKING (O-RING)
NUT
PACKING (O-RING)
FINAL FILTER
MANIFOLD TEST CAP
NUT
NUT
BOLT
CLAMP
BRACKET
BOLT (4)
BURNER DRAIN VALVE COVER (2)
GASKET (2)
Inspection.
A. Inspect for obvious physical damage such as metal deterioration
(burns, erosion, corrosion) and cracks in the fuel nozzle body holder
and body. Damage which affects the structural integrity of the fuel
nozzle and/or which disturbs gas flow, is unacceptable.
B. Cracks between the jet holes or erosion of the holes is unacceptable.
co Inspect the flame plated coating on the wear surface of the fuel
nozzle body. Wear is permitted if the coating is not worn through to
the base metal at any place along the axial wear surface of the body.
D. Inspect for clogged passages and jet holes.
E. Inspect for carbon deposits. If they disturb the gas path in anyway,
they wi11 need to be removed.
4-17.
Cleaninq.
CAUTION
DO NOT USE A METHOD WHICH WILL REMOVE THE FLAME-PLATED ALUMINUM OXIDE
COATING. AVOID CAUSTIC (BASE/HYDROXIDE) CLEANING SOLUTIONS.
4-18
JAN/91

22 \
Figure 4-2.
JAN/91
Gaseous Fuel System Components.

NOTE
In order to ascertain the amount of damage, cleaning may have to
precede inspection.
A. Use light pressure with a soft cloth and petroleum solvent. If
necessary, use a carbon solvent.
B. Dry with filtered compressed air.
CAUTION
DO NOTHING WHICH WOULD INCREASE THE HOLE SIZE. IF HOLE SIZE IS
INCREASED REPLACE THE FUEL NOZZLE.
C. Assure that the spray orifices (jet holes) are open. If necessary,
use an appropriate size probe to clean the orifices, such as a copper
knife or wire. Hold fuel nozzle in such a position that scrapings
fall clear and not into the fuel nozzle (Ref. Figure 4-3).
4-18.
Installation.
A. Install gasket (18, Figure 4-2).
B. Apply Ablube, MIL-L-25681, on the bolts (17) threads.
C. Carefully install the fuel nozzle (19) and secure with bolts (17).
Torque bolts to 70-85 lb in. (7.9-9.6 Nom). Lockwire bolts.
D. Connect the fuel manifold hose (20) to the fuel nozzle. Torque hose
coupling nut to 325-400 lb in. (36.8-45.1 Nm) and lockwire.
4-19.
FINAL FILTER.
4-20. Description and O~eration.

A. The final filter is the final filtration of the gaseous fuel before
entering the fuel metering valve.
B. The normal filtration rating is 2 microns with a 10 micron absolute.
C. The filter element is removable and cleanable.
4-21.
Removal.
A. Remove fuel supply hose (21, Figure 4-2) from elbow (22).
4-20
JAN/91
<0
NOZZLE
BODY
HOLDER
0.185-0.197 IN. (4.70-5 .00 MM)
QHH078XD
Figure 4-3.
Gaseous Fuel Nozzle.
B. Remove bolts (7), washers (8), adapter assembly (9), and gasket (10)
from FMV (16). Discard gasket.
C. Remove bolt (23), nut (24), and assemble final filter (31) from
bracket (26).
D. If required, remove clamp (25).
E. If required, loosen nut (27) and remove elbow (22), nut (22), and
O-ring (28) from final filter (31). Remove and discard O-ring.
F. If required, loosen nut (29) and remove adapter assembly (9), nut
(29), and O-ring (30) from final filter (31).
JAN/91
4-21

4-22.
Installation.
A. If required, install nut (29, Figure 4-2) and O-ring (30) on adapter
assembly (9). Install adapter assembly in final filter (31). Do not
tighten nut (29).
B. If required, install nut (27) and O-ring (28) on elbow (22). Insta 1
elbow in final filter (31). Do not tighten nut (27).
c. Install assembled final filter (31) and clamp (25) to bracket (26)
and secure with nut (24) and bolt (23). Do not tighten nut (24).
D. Install gasket (10) and adapter assembly (9) to FMV (16). Secure
with bolts (7) and washers (8). Torque bolts to 70-85 lb in.
(8.0-9.6 Nm) and lockwire bolts.
E. Torque nut (24) to37-42 lb in. (4.2-4.7 N-m) and tighten nut (29).
F. Install fuel supply hose (21) to elbow (22), aligning elbow as
required. Torque hose coupling nut to 1200-1500-lb in. or 100 -125
lbft. (135.6-169.4 Nm). Tighten nut (27).
4-23.
FUEL MANIFOLD AND HOSES.
4-24.
Descri~tion and OReration.

A. The fuel manifold supplies gaseous fuel from the FMV to the fuel
manifold hoses.
B. The fuel manifold hoses distribute gaseous fuel from the fuel
manifold to the fuel nozzles.
4-25.
Removal.
NOTE
Record position of each fuel manifold hose for installation.
A. Remove fuel manifold hoses (20, Figure 4-2) from fuel nozzles (19)
and fuel manifold (3).
B. Remove fuel manifold (3) as follows:
1. Remove bolts (2) and gasket (4) from FMV (16). Discard gasket.
2. Remove manifold test cap (32).
3. Remove nut (33), nut (34), bolt (35), clamp (36), and bracket
(37) .
4-22
JAN/91

C. If reauired, remove bolts (38), burner drain valve covers .(39),
, . and
gaskets (40). Discard gasket~~
4-26.
Installation.
A. If required, install gaskets (40, Figure 4-2),burner dra n valve
covers (39), and secure with bolts (38) with Ablube, MIL L-25681,
applied. Torque bolts to 70-85 lb in. (8.0-9.6 Nom) and lockwire
bolts.
B. If required, install fuel manifold (3) as follows:
1. Install clamD (36) on fuel manifold (31 and secure to bracket {371
with bolt (3S) and nut (34). Torquenbt to 37-42 lb in. (4.2-4.7
Nom).
2. Install manifold test cap (32) and torque to 105-115 lb in,
(11.9 -12.9 N-m).
3. Install fuel manifold (3) and gasket (4) to FMV (16) and secure
with bolts (2). Torque bolts to 70-75 lb in. (8.0-9.6 Nom) and
lockwire bolts.
4. Install bracket (37) to engine and secure with nut (33). Torque
nut to 74-89 lb in. (8.4-10.0 Nom).
4-27.
GASEOUS FUEL WATER INJECTION.
4-28. Descri~tion and O~eration.

A. Water injection is an option used to cool the combustion flame
temperature of the engine reducing exhaust emissions.
B. Requirements for the water injection is a packaged water injection
supply system, a check valve, and water injection connection. The
fuel nozzles will be changed to the dual fuel nozzles (Ref. Figure
4-4) .
C. For maintenance on the packaged water injection supply system refer
to original equipment manufacturer (OEM) manual.
4-29.
Dual Fuel Nozzle.
4-30. Description and Operation.

A. The dual fuel nozzle used for gaseous fuel water injection is the
same dual fuel nozzle used for liquid fuel water injection and dual
fuel (gaseous and liquid) systems.
JAN/91
4-23
MAIN MANIFOLD INLET

WATER INJECTION
CONNECTION
WATER
SUPPLY IN
=+
FUEL
METERING
VALVE
FUEL METERING VALVE

INLET PRESSURE GAGE
CONNECTION
I
-----
y:;;
~1 FUELMETERINGVALVE
OUTLET PRESSUREGAGE
CONNECTION
FUELMANIFOLDPRESSURE
GAGECONNECTION
FUEL
NOZZLES
1
I
k
QHS041XD
Figure 4-4.
Gaseous Fuel Water Injection System.
B. The engine has six (6) dual fuel nozzles. Each dual fuel nozzle is
secured to the diffuser and extends into the forward end of the
combustion liner.
c. Disassembling the dual fuel nozzle is not permitted at this level of
maintenance.
4-31.
Troubleshooting.
NOTE
Although the following trouble indications may be traceable to
malfunction fuel nozzle(s), other devices, and/or a combination of
things can cause the same troubles.
A. Some symptoms which can lead to a fuel nozzle inspection:
1. Frequer,t fail-to-start or slow or stagnated starts.
4-24
JAN/91

2. Excessive and frequent torch-ing and/or smoking.
3. High incidence of thermocouple (T/C) failures such as burned-off
probe and/or open T/C junctions.
4. Appearance of hot spots on the outer combustion case.
5. Excessive engine vibration which may result in erosion and/or
cracking of the fuel nozzle bodies.
6. Large temperature spread between combustion liners on engine
equipped with individual thermocouple monitor systems.
4-32.
Removal.
NOTE
Cap all hoses and openings to prevent contamination.
A. Remove fuel manifold hose (1, Figure 4-5) from fuel nozzle (6).
QHH095XD
1.
2.
3.
FUEL MANIFOLD HOSE ASSY

WATER INJECTION INLET HOSE ASSY
CAP
Figure 4-5.
JAN/91
4.
5.
6.
BOLT (4)
GASKET
FUEL NOZZLE
Gaseous Fuel Nozzle Water Injection System.
4-25

..
B. Remove water injection inlet hose (2) from fuel nozzles (6) main
inlet port,
C. Remove bolts (4) and carefully remove fuel nozzle (6) and gasket
D. Repeat Steps A., B., and C. to required fuel nozzle(s) to be removed.
4-33.
Inspection.
A. Inspect for obvious physical damage such as metal deterioration
(burns, erosion, corrosion) and cracks in the fuel nozzle body holder
and body, Damage which affects the structural integrity of the fuel
nozzle and/or which disturbs gas flow, is unacceptable.
B. Cracks between the jet holes or erosion of the holes is unacceptable.
c. Inspect the flame plated coating on the wear surface of the fuel
nozzle body. Wear is permitted if the coating is not worn through to
the base metal at any place along the axial wear surface of the body.
D. Inspect for clogged passages and jet holes.
E. Inspect for carbon deposits. If they disturb the gas path in anyway,
they will need to be removed.
4-34.
Cleaning.
CAUTION
DO NOT USE A METHOD WHICH WILL REMOVE THE FLAME-PLATED ALUMINUM OXIDE
COATING. AVOID CAUSTIC (BASE/HYDROXIDE) CLEANING SOLUTIONS.
NOTE
In order to ascertain the amount of damage, cleaning may have to
precede inspection.
A. Use light pressure with a soft cloth and petroleum solvent. If
necessary, use a carbon solvent.
B. Dry with filtered compressed air.
CAUTION
DO NOTHING WHICH WOULD INCREASE THE HOLE SIZE. IF HOSE SIZE IS
INCREASED, REPLACE THE FUEL NOZZLE.
4-26
JAN/91

C. Assure that the spray orifices (jet holes) are open. If necessary,
use an appropriate size probe to clean the orifices, such as a copper
knife or wire. Hold fuel nozzle in such a position that scrapings
fall clear and not into the fuel nozzle.
D. Dry filtered compressed air may be blown through the fuel nozzles
inlet fuel connections to assure the fuel passages are cleared.
4-35.
Installation.
A. Apply Ablube, MIL-L-25681, to threads of bolts (4, Figure 4-5).
B. Install gasket (5) and carefully install fuel nozzle (6) and secure
with bolts (4). Torque bolts to 70-85 lb in. (7.9-9.6 Nom).
Lockwire bolts.
c. Install water injection inlet hose (2) to fuel nozzle (6). Torque
hose coupling nut to 200-250 lb in. (22.6-28.2 Nom) and lockwire.
D. Install fuel manifold hose (1) to fuel nozzle (6). Torque hose
coupling nut to 325-400 lb in. (36.72-45.19 N-m) and lockwire.
E. If required, install cap (3) and torque to 80-120 lb in. (9.0-13.5
N-m). Lockwire cap.
4-36.
SINGLE ENTRY LIQUID FUEL SYSTEM.
4-37.
DESCRIPTION.
A. The single entry fuel system consists of all the components necessary
to receive fuel, boost it to the necessary pressure, and supply it in
the necessary metered volume and pressure to the combustion section
of the engine.
B. Components of the fuel system are mounted in various locations on or
near the engine. The components are:
Fuel pump.
;: Low pressure (LP) fuel filter with differential pressure switch.
High pressure (HP) fuel filter.

Fuel pump paralleling valve.
Pressure relief valve.
Fuel metering valve (FMV).
Fuel shutoff valve.
Fuel manifold.
Fuel nozzles.
1:: Manifold drain valve.
11. Burner drain valves.
12. Lines and hoses.
3.
4.
5.
6.
7.
8.
JAN/91
4-27

C. An optional water injection may be installed, the fuel system is
converted to a dual entry fuel-system using dual fuel no~zles (Ref.
Paragraph 4-94).
D. The approved fuels are listed in Table 4-1.
4-38. OPERATION.
A. During engine operation, liquid fuel enters the fuel pump inlet and
passes into the boost (centrifugal) element of the engine driven fuel
pump. The boosted fuel flows from the fuel t)umD to the LP fuel
filter then returns through internal passage: o; the HP fuel--filter
to the gear elements of the fuel pump. The two gear elements of the
fuel pump normally operate in series but operate in parallel for
starting. The high pressure (HP) fuel flows from the fuel pump
through the HP fuel filter. The pressure relief valve limits fuel
pressure to 500 psi (3445 kPa) and will bypass the excess fuel back
to the fuel pump inlet. The HP fuel is delivered to the fuel
metering valve (FMV). The FMV, by direction of the control system,
meters the fuel required and bypasses the remainder fuel. Bypass fuel
is returned to the fuel pump inlet through a passage in the HP fuel
filter. The metered fuel passes through the fuel shutoff valve to the
manifold drain valve and directs the metered fuel to the fuel
manifold which distributes the fuel to the six fuel nozzles. A
schematic of the single entry liquid fuel system is shown in Figure
4-6.
B. The engine is shutdown by closing the fuel shutoff valve. Fuel
remaining in the fuel nozzles, fuel manifold, and combustion section
is automatically drained from the engine by the opening of the
manifold drain valves and burner drain valves.
CAUTION
FUEL DRAINAGE ACCUMULATION IS APPROXIMATELY 8.0 GALLONS (30.4 LITERS)
PER 100 ENGINE STARTS. THE VENTED DRAIN COLLECTOR TANK SHOULD NOT BE
ALLOWED TO FILL AS THIS RESTRICTS THE CORRECT FUNCTIONING OF THE FUEL
MANIFOLD DRAIN SYSTEM.
4-39.
FUEL PUMP.
4-40.
Descri~tion and ODeration.

A. The engine driven, dual element fuel pump is flange mounted on the
right rear drive pad of the accessory drive gearbox. The fuel pump
consists of an impeller type centrifugal boost pump with bypass valve
and a dual-element (primary and secondary) gear type pump. The
design of the fuel pump is such that the capacity of the primary
element is 10 percent more than that of the secondary element.
4-28
JAN/91

Table 4-1.
Approved Liquid Fuels.
Vendor Name & Address
Product Name
Atlantic Richfield Company

260 South Broad Street
Philadelphia, Pennsylvania
Atlantic #1 Diesel
Cities Service Oil Company

Drawer 2
Cranbury, New Jersey
CITGO
CITGO
CITGO
CITGO
Gulf Oil Corporation

Gulf Building
Houston, Texas
Gulf Kerosene
Humble Oil & Refining Company

Post Office Box 2180
Houston, Texas
Enco
Enco
Enco
Enco
Enco
Enco
Enco
Esso
Marathon Oil Company

539 South Main Street
Findlay, Ohio
No. 1 Fuel Oil
Mobil Oil Corporation

50 West 44th Street
New York, New York
Mobil Kerosene, Product No. 13001

Mobil Heating Oil No. 1, Product No. 14001
Mobil Diesel Fuel Special, Prod. No. 15001
Phillips Petroleum Company

Bartlesville, Oklahoma
Phillips
Phillips
PhilliDs
Phil ips
Shell Oil Company

50 West 50th Street
New York, New York
Shel
Shel
Shel
Kerosene Code 21020

Kerosene Code 20060
Kerosene Code 20080
Shel
Premium Dieseline Codes

22000
22020
22020C
Sinclair Refining Company

600 Fifth Avenue
New York, New York
JAN/91
Turbine A - Code No. 06-002

Kerosene - Code No. 08-001
No. 1 Fuel Oil - Code No. 11-001
No. 1 Diesel Fuel - Code No. 11-101
or Esso Turbo Fuel A (Jet A)

or Esso Turbo Fuel A-1 (Jet A-1)
or Esso Fuel B (Jet B)
or Esso Diesel Fuel 160
or Esso Kerosene (FN700)
or Esso Kerosene (FN702)
#1 Fuel Oil
#lD Fuel Oil
Kerosene
Stove Oil
Kerosene C
Light Diesel Fuel
Sinclair Superflame Light

Sinclair Superflame Kerosene
4-29

Table 4-1.
Approved Liquid Fuels. (CONT. )
Vendor Name & Address
Product Name
Sun Oil Company

Philadelphia, Pennsylvania
Sun No. 1 Fuel Oil
Standard Oil Company

Midland Building
Cleveland, Ohio
Sohio No. 1 Fuel Oil
Standard Oil Company of California

225 Bush Street
San Francisco, California 94120
Chevron Heating Fuel No. 1
Union Oil Company of California

P. O. BOX 76
Brea, California
76 Division Products
76 Turbine Fuel
76 Turbine Fuel
JP-5 Union Jet Fuel
76 Uniflame 1
76 Uniflame 1
Union Kerosene
J-1
J31
JS-51
M-2
M-31
M-1
Pure Division Products

JP-5 Jet Fuel
Pure Jet Turbine Fuel
Type A-1
Diesel Fuel Oil - Special
Grade #1
0805
0820
Energee Diesel Fuel #1

Kerosene
Range Oil
1051
1500
1601
1001
B. The fuel entering the fuel pump passes through the boost section then
flows externally through the LP fuel filter. The bypass valve opens
only in the event of boost pump failure.
c. The fuel returns to the dual element gear section through internal
passages in the HP fuel filter. The primary and secondary gear elements normally operate in series, i.e., the output of the secondary
pump is delivered to the inlet of the primary pump. Parallel
operation of the fuel pump primary and secondary elements is provided
during engine starting to ensure a sufficient volume of fuel flow.
During start (between 2200 and 8400 engine rpm), the paralleling
valve in the HP fuel filter is energized to parallel operation.
4-30
JAN/91

FUEL IN FROM
SUPPLY TANK
DRIVE
TO DRAIN
J
1
BOOST
PUMP
(F+)
DUAL ELEMENT
GEAR PUMP
I l
II
II H I G H
I I PRESSURE
II FILTER
>
OPTIONAL
DIFFERENTIAL
PRESSURE
GAGE
FUEL PUMP ASSEMBLY
(F-1)1
0-50 Psl
(O-345 KPA)
( F - 7 ) t
LOW
PRESSURE
FILTER
(F+
PARALLELING
VALVE
/ ~
[
RELIEF
VALVE
BYPASS
R=l--------------
Figure 4-6.
JAN/91
Single Entry Liquid Fuel System Schematic (Sheet 1 of 2).
ME
I

SYMBOLS
SINGLE ENTRY
FUEL NOZZLES
F-1
F-2
F-3
F-4
F-5
F-6
F-7
F+
F-47
MAIN FUEL SUPPLY

FUELMANIFOLDPRESSURE CONNECTION
BURNERDRAINVALVE DRAIN
FUELPUMPSEALDRAIN
MANIFOLD DRAIN VALVE DRAIN
LOW PRESSUREFILTER INLET
LOW PRESSUREFILTER OUTLET
OPTIONAL FUEL HEATING PRESS REGSUP
OPTIONAL FUEL HEATING OUTLET
OPTIONAL FUELTHERMOCOUPLE PORT
MANIFOLD
- - - -
PRESSURE
(F-2)~
ELECITllCAL
1
FUEL
:TERING
VALVE
FUEL
SHUTOFF
VALVE
I
METERED
e
MANIFOLD
DRAIN VALVE
@--
Uu
rt
(F-48) (F-47)
i
TO DRAIN =
COLLECTOR TANK
Figure 4-6.
Single Entry Liquid Fuel System Schematic (Sheet 2 of 2).
JAN/91

D. If either fuel pump element (primary or secondary) should fail, the
remaining element is capable of providing sufficient fuel flow and
pressure for normal operation, however, starting may be affected.
4-41.
Removal.
NOTE
The fuel pump with the HP fuel filter is removed and installed as a
complete assembly.
A. Provide containers to catch fuel drainage.
NOTE
Make sure fuel and electrical systems are OFF and remain OFF until
installation is completed.
B. Remove inlet fuel hose (Ref. OEMS Manual).
c. Remove LP filter return hose (6, Figure 4-7) and bypass return hose
(7) from tee (22).
D. Remove HP outlet hose (8) from elbow (21).
E. Remove LP filter outlet hose (9) from union (14).
F, Remove fuel pump seal drain hose (10) from elbow (11).
G. Cap all openings to prevent contamination.
H. Remove paralleling valve electrical connector.
I. Remove the washers (3) and nuts (2), and slide the assembled fuel
pump and HP fuel filter rearward and off as a complete assembly.
J. Remove and discard the gasket (4) and O-ring (5).
K. If fuel pump (1) and/or HP fuel filter (16) need to be separated,
remove the short bolts (17), long bolts (18) and washers (19).
Separate fuel pump and HP fuel filter. Remove and discard O-rings
(20) .
NOTE
Record position of elbow for installation.
L. If the fuel pump is to be replaced, remove union (14), elbow (11),
nut (13), and O-rings (12 and 15) for installation on the replacement
unit. Discard O-rings.
JAN/91
4-33

QHHO1OEA
1.
2.
3.
4.
5.
6.
7.
FUEL PUMP
NUT (4)
WASHiR (4)
GASKET
PACKING (O-RING)
LP FILTER RETURN IOSE
BYPASS AND RELIEF
RETURN HOSE
8. HP OUTLET HOSE
Figure 4-7.
L-34
9. LP FILTER OUTLET
HOSE
10. FUEL PUMP SEAL
DRAIN HOSE
11. ELBOW
12. PACKING (O-RING)
13. NUT
14. UNION
16.
17.
18.
19.
20.
21.
22.
23.
24.
HP FUEL FILTER
SHORT BOLT (3)
LONG BOLT (3)
WASHER (6)
PACKING (O-RING) (4)
ELBOW
TEE
NUT (2)
Liquid Fuel Pump and HP Fuel Filter.
JAN/91

4-42.
Installation.
A. If fuel pump was replaced, do the following:
1. Install O-ring (15, Figure 4-7) on union (14). Install union on
fuel pump (l). Torque union to 300-450 lb in. (33.9-50.0 Nm).
2. Install nut (13) and O-ring (12) on elbow (11). Install elbow on
fuel pump (1) to position recorded on removal, do not tighten nut
(13) now.
B. If fuel pump (1) and HP fuel filter (16) are separated, do the
following:
1. Install O-rings (20).
2. Connect HP fuel filter (16) to fuel pump (1) with short bolts
(17), long bolts (18), and washers (19). Torque all bolts to 70-85
lb in. (8.0-9.6 Nm). Lockwire bolts.
c. Install a gasket (4) on the mounting flange and an O-ring (5) on the
shaft of the fuel pump (l).
D. Install the assembled fuel pump and HP fuel filter as an assembly on
the mounting studs engaging the spline drive. Secure the assembly
with washers (3) and nuts (2). Torque nuts to 140-170 lb in.
(15.9 -19.6 Nom).
E. Remove all caps.
F. Install fuel pump seal drain hose (10) to elbow (11). Torque hoses
coupling nut to 80-120 lb in. (9.0-13.5 Nm). Tighten nut (13).
G. Install LP filter outlet hose (9) to union (14). Retain union from
turning and torque hoses coupling nut to 475-575 lb in. (53.7-64.9
Nom).
H. Install HP outlet hose (8) to elbow (21). Torque hoses coupling nut
to 475-575 lb in. (53.7-64.9 Nom). If required, tighten nut (24).
I. Install LP filter return hose (6) and bypass return hose (7) to tee
(22). Torque hoses coupling nuts to 475-575 lb in. (57.7 -64.9
N-m).
If required, tighten nut (24).
J. Install inlet fuel hose (Ref. OEM Manual).
K. Install paralleling valve electrical connector and lockwire.
L. Perform an operational and leakage check.
JAN/91
4-35
-1

4-43.
Troubleshootinq.
NOTE
There is no repair allowed for the fuel pump at this maintenance level.
A. Drainage of fuel from the fuel pump seal drain line indicates the
fuel pump shaft seal is leaking. Remove and replace the fuel pump.
B. Oil drainage from the seal drain indicates the seal in the accessory
drive gearbox for the fuel pump shaft is leaking. Refer to Section
9, Starter and Accessory Drive Gearbox, for replacement of the oil
seal.
C. Internal failure of one of the gear elements in the fuel pump is
indicated by slow cool starting without a temperature spike when the
fuel pump flow is shifted from parallel to series at about 9200 GG
rpm. Remove and replace the fuel pump.
4-44.
HIGH PRESSURE (HP) FUEL FILTER.
4-45.
Descrir)tion and O~eration.

A. The HP fuel filter is attached to the bottom of the dual element fuel
pump; fuel passages within the mounting flange connect the two
units. The HP fuel filter consists of the housing, filter element,
bypass valve, and two check valves. The paralleling valve mounts on
the HP fuel filter body.
B. The filter element is a 17 metal disk type, a 33 micron filter and is
removable for cleaning and servicing. The bypass valve permits a
continuous flow of fuel to the engine in the event the filter element
becomes clogged. Operating pressure of the bypass valve is 120 ~10
psi (828~69 kPa).
c. Should either gear element fail, the two check valves permit engine
operation from the other gear element.
D. A paralleling valve, when closed, permits the combininq of the output
ofboth gear-type fuel pump elements during starts; wh;n opened, it
provides series operation for normal engine operation.
4-46.
Removal.
NOTE
A. Remove the fuel pump and HP fuel filter as an assembly. Refer to
Paragraph 4-41.
4-36
JAN/91

B. Remove the short bolts (17, Figure 4-7), long bolts (18) and washers
(19), and HP fuel filter (16) from the fuel pump (1). Remove and
discard the O-rings (20).
NOTE
Record position of elbow and tee fittings for installation.
C. If required, remove elbow (21), tee (22), nuts (24) and O-rings
(23). Discard O-rings.
4-47.
Installation.
A. If required, install nut (24, Figure 4-7) and O-ring (23) on elbow
Install elbow on HP fuel filter (16) to position recorded on
(21).
removal. Do not tighten nut (24) now.
B. If required, install nut (24) and O-ring (23) on tee (22). Install
tee on HP fuel filter (16) to position recorded on removal. Do not
tighten nut (24) now.
CAUTION
MAKE SURE O-RINGS REMAIN IN PLACE WHEN INSTALLING HP FUEL FILTER TO
FUEL PUMP.
C. Install O-rings (20) on the fuel pump (1) to HP fuel filter (16)
mounting face and then install the HP fuel filter on the fuel pump
housing. Secure with washers (19), short bolts (17), and long bolts
(18) . Torque bolts to 70-85 lb in. (8.0-9.6 Nom). Lockwire bolts.
D. Install the assembled fuel pump and HP fuel filter as an assembly on
the accessory drive gearbox. Refer to Paragraph 4-42.
4-48.
Filter Element Removal.

NOTE
A. Remove bleeder plugs (1, Figure 4-8) and drain fuel into a container.
Remove and discard O-rings (2).
B. Remove bolts (3 and 4) and washers (5). Remove filter cover (6) and
disk and stud assembly (9). Remove and discard O-rings (7 and 8).
c. Remove disk and stud assembly (9) from filter cover (6).
JAN/91
4-37

4-49.
Cleaning.
A. Remove special nut (10, Figure 4-8), spring clip (11), filter pack
disks (12), and washer spacers (13) from perforated tube (14).
NOTE
If contamination is found, investigate and find source of
contamination.
B. Inspect filter pack disks (12) for contamination.
CAUTION
DO NOT USE A CLOTH TO CLEAN FILTER PACK DISKS. LINT NAY CONTAMINATE
THE FILTER PACK DISKS.
NOTE
Ultrasonic
cleaning is the recommended cleaning method.
Follow
instructions for cleaning provided by the ultrasonic cleaner

manufacturer.
. If ultrasonic cleaning equipment is not available clean per following

Step D.
C. Separate and clean filter pack disks (12), washer spacers (13), and
perforated tube (14) by the use of an ultrasonic cleaner.
1
~
D. If ultrasonic cleaner is not available, clean as follows:

CAUTION
DO NOT USE A CLOTH TO CLEAN FILTER PACK DISKS. LINT MAY CONTAMINATE
THE FILTER PACK DISKS.
1. Separate filter pack disks (12), washer spacers (13), and
perforated tube (14) and soak in mineral spirits for at least 30
minutes.
2. Clean filter pack disks (12), washer spacers (13), and perforated
tube (14) by the use of a soft bristle brush.
E. Rinse filter pack disks (12), washer spacers (13), and perforated
tube (14) in clean mineral spirits, AMS 3160.
JAN/91

~HH025DA
1.
2.
3.
4.
5.
6.
7.
8.
BLEED PLUG (2)

SHORT BOLT (3)
LONG BOLT (3)
WASHER (4)
FILTER COVER
PACKING (O-RING)
PACKING (O-RING)
9. DISK AND STUD

ASSEMBLY
10. SPECIAL NUT
11. SPRING CLIP
12. FILTER PACK
(17 DISKS)
13. WASHER SPACER (17)
14. PERFORATED TUBE
Figure 4-8.
15.
16.
17.
18.
19.
20.
21.
PLUG
PACKING (O-RING)
SCREW (4)
PACKING (O-RING)
PACKING (O-RING)
PARALLELING VALVE
FILTER BODY
High Pressure Fuel Filter.

CAUTION
DO NOT USE A CLOTH TO DRY FILTER PACK DISKS. LINT MAY CONTAMINATE THE
FILTER PACK DISK.
F. Use filtered air in reverse direction from normal fuel flow to dry
filter pack disks (12), washer spacers (13), and perforated tube
(14).
JAN/91
4-39

G. Clean all retainina - Darts
of the HP fuel filter in mineral spirits,
,
AMS 3160.
H. Use filter air to dry all parts.
I. Inspect filter pack disks (12) for any damage. If a filter pack disk
is less than 0.107 inch (2.72 mm) in height at the ID it is
considered collapsed and must be replaced.
NOTE
The filter pack disks must be assembled with all the flat sides of the
filter pack disks in the same direction.
J. Alternately install a filter pack dish (12), then a washer spacer
(13) on the perforated tube (14) until all 17 filter pack disks (12)
and washer spacers (13) are installed.
CAUTION
EXCESSIVE TORQUE ON SPECIAL NUT WILL CAUSE THE FILTER PACK DISKS TO
COLLAPSE.
NOTE
If special nut bottoms out before the required torque can be obtained
on the perforated tube, remove special nut and spring clip, install one
but not more than two additional washer spacers. Total of 19 washer
spacers may be used.
K. Install spring clip (11) on the perforated tube (14) and secure with
special nut (10). Torque nut to 40-60 lb in. (4.5-6.8 N-m).
NOTE
If clearance is less 0.015 inch (0.38 mm) remove special nut, spring
clip, and a washer spacer and repeat preceding Step 11.
L. Measure the clearance between the shoulder of the perforated tube
(14) and the special nut (10) (Ref. Figure 4-9). Clearance must be
at least 0.015 inch (0.38 mm).
M. Lockwire special nut (10, Figure 4-8) to perforated tube (14).
4-40
JAN/91

4-50.
Filter Element Installation.

A. Compress the spring clip (11, Figure 4-8) and install the disk and
stud assembly (9) in the filter cover (6).
B. Install an O-ring (8) on the perforated tube (14).
C. Install an O-ring (7) into the filter cover (6) groove.
D. Install filter cover (6) to the filter body (21) and secure with
bolts (3 and 4) and washers (5). Torque bolts (3 and 4) to 70-85 lb
in. (8.0 -9.6 Nm). Lockwire bolts.
E. Install O-rings (2), one on each bleed plug (l). Install and torque
bleeder plugs to 55-80 lb in. (6.3-9.0 mm). Lockwire bleeder plugs.
4-51.
PARALLELING VALVE.
5-52.
Description and OReration.

A. The paralleling valve is an electrically operated solenoid valve
mounted on the high pressure fuel filter assembly.
B. Its purpose is to place the discharge flows of the primary and
secondary gear pump elements in parallel to ensure adequate fuel flow
volume during the starting cycle from 2200 to 8400 engine rpm.
S-IL
0.0151N(0.38MM)NUT
FACETOSHOULDER
MINIMUMCLEARANCE
QHH038XD
Figure 4-9.
JAN/91
High Pressure (HP) Fuel Filter Element Cross Section.
4-41

4-53.
Removal.
NOTE
A. Remove the electrical connection.
B. Remove plug (15, Figure 4-8) and allow fuel to drain. Remove and
discard
O-~ing
(16): C. Remove the solenoid coil portion from the paralleling valve (20)
D. Remove the screws (17) and the paralleling valve (20) from the f 1 ter
body (21).
E. Remove and discard the O-rings (18 and 19).
4-54.
Installation.
A. If installed, unscrew the solenoid coil portion from the paralleling
valve (20, Figure 4-8).
B. Place the smaller diameter O-ring (18) in the groove on the end of
the paralleling valve (20) seat and the larger diameter O-ring (19)
on the outer diameter of the paralleling valve seat (Ref. Figure
4-lo).
CAUTION
USE EXTREME CARE WHEN INSTALLING THE PARALLELING VALVE TO PREVENT
DAMAGE TO THE PARALLELING VALVE SEAT AND MAKE SURE THAT O-RINGS REMAIN
IN PLACE.
NOTE
The paralleling valve mounting flange will not be flush against the
filter body after final torque of screws.
c. Install the paralleling valve (20, Figure 4-8) into filter body (21)
with a paralleling valve web positioned as shown in Figure 4-10.
Install and torque the screws (17, Figure 4-8) alterna~ely in 5 lb
in. (0.6 N-m) increments until a torque of 15 lb in. (1.7 N-m) is
obtained.
4-42
JAN/91
WEB
FUEL PASSAGE
SMALL
O-RING
LARGE
O-RING
QHH047XD
Figure 4-10. Paralleling Valve O-ring
and Valve Seat Installation.
D. Install solenoid coil portion to the paralleling valve (20, Figure
4-8) and tighten the electrical connector with the index in the up
position. Lockwire solenoid coil portion to one of the screws (17).
Lockwire remaining screws together.
E. Install O-ring (16) on plug (15). Install plug and torque to 80-120
lb in. (9.3-13.5 mm). Lockwire plug.
F. Connect and lockwire electrical connector.
G. Perform an operational and leakage check.
4-55.
LOW PRESSURE (LP) FUEL FILTER.
4-56.
Description and ODeration.

A. The low pressure (LP) fuel filter contains two 10 micron paper
cartridge type filter elements. It is bracket mounted to the right
side of the air inlet housing. Relative to the fuel flow path, it is
between the centrifugal boost pump outlet and the bypass inlet to the
gear elements of the fuel pump.
B. LP fuel filter inlet and discharge pressure connections are available
for operators use. The filter element should be changed when the
differential pressure across the filter is more than 5 psid (34.5
kPad) .
JAN/91
4-43

4-57.
Fuel Filter Elements Removal.

NOTE
A. Remove drain plug (2, Figure 4-11) from bar (15) and permit fuel to
drain from fuel filter into a container. Remove and discard O-ring
(3).
B. Remove case and bar assembly (7) by loosening bar (15).
C. Remove filter elements (5) from case and bar assembly (7).
D. Inspect filter elements (5) for evidence of fuel contamination.
E. Remove element support plate (6) from between the filter elements
(5). Discard filter elements.
F. Remove and discard O-ring (4) from head assembly (l).
G. Disassemble case and bar assembly (7) as follows:
1. Install spring depressor, 6796975, on bar (15) and tighten hand
knob until element support spring (11) is depressed (Ref. Figure
4-12).
2. Remove retaining ring (8, Figure 4-11) using pliers, 6796974 (Ref.
Figure 4-13).
3. Remove support washer (9, Figure 4-11), element support plate
(10), element support spring (11) and bar (15) from case (16) by
removing spring depressor, 6796975.
4. Remove and discard O-rings (12 and 13) and gasket (14) from bar.
H. Clean all parts in an approved cleaning solvent such as Federal Spec
P-D-680-2.
4-58.
Fuel Filter Elements Installation.

A. Assemble case and bar assembly (7, Figure 4-11) as follows:
1. Install gasket (14) on bar (15).
2. Apply a light coat of clean engine lubricating oil to the bar (15)
threads and O-rings (12 and 13).
3. Install O-rings (12 and 13) on bar and insert bar (15) in the case
(16).
4-44
JAN/91

1
5
I
10
3 2
12 13 14
16
11
H
WI!@
1.
2.
3.
4.
5.
HEAD ASSEMBLY
DRAIN PLUG
PACKING (O-RING)
PACKING (O-RING)
FILTER ELEMENT,
10 MICRON (2)
6.
7.
8.
9.
10.
11.
ELEMENT SUPPORT PLATE

CASE AND BAR ASSEMBLY
RETAINING RING
SUPPORT WASHER
12.
13.
14.
15.
16.
PACKING (O-RING)
PACKING (O-RING)
GASKET
BAR
CASE
QHH019CA
Figure 4-11.
Low Pressure Fuel Filter Assembly.
4. Install element support spring (11), element support plate (10),

support washer (9), and retaining ring (8) on bar (15).
5. Install spring depressor, 6796975, on bar and tighten hand knob
until element support spring is depressed (Ref. Figure 4-12).
6. Install retaining ring (8, Figure 4-11) in the groove on the bar
(15), using PI iers, 6796974 (Ref. Figure 4-13). Remove spring
depressor, 6796975.
B. Install disposable paper filter elements (5, Figure 4-11), with
element separator plate (6) between them, into the case and bar
assembly (7).
JAN/91
4-45
IJ
,y,.:
SPRING
L DEPRESSOR
(6796975)
\
= FUEL FILTER
QHT016XE
Figure 4-12. Use of Spr ng Depressor, 6796975.
DEPRESSOR
(6796975)
b. .z . . . . . . . . . . . . . . . . . ..z . . . .
PLIERS
(6796974)
.E.
..r,. . . . . . . ...rr.r. . . . . . .
7?4
FUELFILTER
QHT017XE
Figure 4-13.
Use of Pliers, 6796974.
C. Apply a light coat of clean engine lubricating oil to O-ring (4) and
mating diameters and install O-ring in head assembly (l).
D. Apply a light coat of clean engine lubricating oil to bar threads.
Secure case and bar assembly to head assembly with bar. Torque bar
to 200-225 lb in. (23-25 Nm). .Lockwire case and bar assembly to
head assembly.
4-46
JAN/91

E. Install O-ring (3) on drain plug (2) and install plug in bar (24).
Torque plug to 40-65 b in. (4.6-7.3 Nom). Lockwire plug to bar and
bar to case.
F. Bleed the fuel system of any trapped air after the replacement or
inspection of the low pressure fuel filter.
1. Open fuel supply valve; then, if required for positive head, turn
on the fuel boost pump.
2. Loosen the LP fuel filter fuel outlet hoses (14, Figure 4-14)
coupling nut.
3. Allow air to escape until system is bled, evidenced by a solid
flow of fuel from the loosened connection.
4. Torque fuel outlet hoses (14, Figure 4-14) coupling nut to
475-575 lb in. (53.7-64.9 Nm).
5. Inspect for leaks.
Turn off the fuel boost pump.
4-59. Different Pressure Switch Removal.

NOTE
A. Provide a container to catch fuel drainage.
NOTE
If the optional filter inlet gage is not installed, a cap is used at the
filter inlet gage pressure hose connection.
B. Remove filter inlet pressure hose (1, Figure 4-14) and filter inlet
gage pressure hose (8) from tee (5).
C. Remove filter outlet pressure hose (2) from union (9).
D. Remove bolts (3) and nuts (4) and then remove different Bressure
switch (11) f~orn bracket (~2j.
NOTE
Remove tee (5) and union (9) only if replacement of different pressure
switch (11) is required. Record position of tee for installation.
JAN/91
4-47
Allison Enghe Company

KEY TO FIGURE 4-14.
13. FUEL INLET HOSE
1. FILTER INLET
PRESSURE HOSE
14. FUEL OUTLET HOSE
2. FILTER OUTLET
150 BRACKET CLAMP NUT
PRESSURE HOSE
16. BOLT (4)
3. BOLTS (4)
17. WASHER (4)
4. NUT (4)
18. BOLTS (3)
5. TEE
19. WASHER (3)
6. NUT
20. MOUNTING BRACKET
7. PACKING (O-RING)
21. BOLT (3)
8. FILTER INLET GAGE
22. WASHER (3)
PRESSURE HOSE
23. SPACER (3)
9. UNION
24. SLEEVE (3)
25. GROMMET (3)
11. PRESSURE DIFFEREN- 26. SWIVEL NUT TEE
TIAL SWITCH
27. FILTER OUTLET GAGE
PRESSURE HOSE
12. BRACKET
28. UNION
30. FUEL HEATING PRESSURE
REGULATOR SUPPLY HOSE
31. CONNECTOR TEE
32. NUT
34. REDUCER
36. ELBOW
37. NUT
39. REDUCER (3)
41. LF FUEL FILTER
E. Remove tee (5), nut (6), and O-ring (7). Discard O-ring.
F. Remove union (9) and O-ring (10). Discard O-ring.
4-60.
Different Pressure Switch Installation.

NOTE
If tee (5, Figure 4-14) and union (9) were removed install per following
Steps 1. and 2.
A. Install O-ring (10, Figure 4-14) on union (9). Install union in
different pressure switch (11). Torque union to 55-80 lb in.
(6.3-9.0 Nm).
B. Install nut (6) and O-ring (7) on tee (5). Install tee in different
pressure switch to position recorded on removal. Do not tighten nut
(6) now.
C. Install pressure different switch (11) to bracket (12) and secure
:i;~ bolts (3) and nuts (4). Torque nuts to 37-42 lb in. (4.2-4.7
.
.
NOTE
Do not allow union to turn when applying torque to LO port hose
coupling nut.
4-48
JAN/91
21
10
i?
/::
[/
-~ Ii :. >.,
/ -. ,! -<-I
=-...
&
I
28\
29\
<
30
fjii+--25
11
23
24
y=
41
31
J+--+!!?!!
, 5/
QHHO08A
Figure 4-14.
JAN/91
Differential Pressure Switch and LP Fuel Filter.
4-49

D. Install filter outlet pressure hose (2) to union (9). Torque hoses
coupling nut to 80-120 lb in. (9.0-13.5 Nom).
NOTE
If the optional filter inlet gage is not installed, a cap is used at the
filter inlet gage pressure hose connection.
E. Install filter inlet pressure hose (1) and filter inlet gage pressure
hose (8) to tee (5). Torque hoses coupling nuts to 80-120 lb in.
(9.0 -13.5 Nom). Tighten nut (6).
F. Bleed system per preceding Paragraph 4-58, Step F.
4-61.
LP Fuel Filter Removal.

A. Provide a container to catch fuel drainage.
B. Remove different pressure switch (11, Figure 4-14) per preceding
Paragraph 4-59.
c. Remove filter inlet pressure hose (1) from reducer (34).
NOTE
If the optional filter outlet gage is not installed, a cap is used at
the filter outlet gage pressure hose connection.
D. Remove filter outlet pressure hose (2) and filter outlet gage
pressure hose (27) from swivel nut tee (26).
E. Remove fuel inlet hose (13) from elbow (36).
NOTE
If the optional fuel heating pressure regulator is not installed, a cap
is used at the fuel heating pressure regulator supply hose connection.
F. Remove fuel outlet hose (14) and fuel heating pressure regulator
supply hose (30) from connector tee (31).
G. Remove bracket clamp nut (15).
H. Remove bolts (16), washers (17), LP fuel filter (41), and brackets
(12 and 20).
4-50
JAN/91

NOTE
Remove the following only if replacement of the LF fuel filter is
required. Record position of the tee and elbow fittings for
installation. I. Remove bolts (18), washers (19), and mounting bracket (20).
J. Remove bolts (21), washers (22), spacers (23), sleeves (24), and
bracket (12) with grommet (25). Do not remove grommet from bracket
unless they are damaged.
K. Remove swivel nut tee (26) from union 28) .
L. Remove union (28) and O-ring (29) from connector tee (31). Discard
O-ring.
M. Remove connector tee (31), nut (32), and O-ring (33). Discard
O-ring.
N. Remove reducer (34) and O-ring (35). Discard O-ring.
O. Remove elbow (36), nut (37), and O-ring (38). Discard O-ring.
P. Remove reducer (39) and O-ring (40). Discard O-ring.
4-62.
LP Fuel Filter Installation.

NOTE
If LP fuel filter was replaced, do the following Steps A. to F.
A. Install O-ring (40, Figure 4-14) on reducer (39) and install reduced
in LP fuel filter (41). Torque reducer to 600-840 lb in. (67.8-94.9
N-m).
B. Install nut (37) and O-ring (38) on elbow (36). Install elbow in
reducer (39) to position recorded on removal. Do not tighten nut
(37) now.
C. Install O-ring (35) on reducer (34). Install,reducer in LP fuel
filter (41). Torque reducer to 55-80 lb in. (6.3-9.0 Nom).
D. Install nut (32) and O-ring (33) on connector tee (31). Install
connector tee in LF fuel filter (41) to position recorded on
removal. Do not tighten nut (32) now.
E. Install O-ring (29) on union (28). Install union on connector tee
(31). Torque union to 55-80 lb in. (6.2-9.0 N-m).
JAN/91
4-51

swivel nut tee (26) on union (28). Torque swivel nut tee to
F. Instal
40-65 b in. (4.6-7.3 Nm).
G. Instal filter inlet pressure hose (1) to reducer (34). Torque
hoses coupling nut to 80-120 lb in. (9.0-13.5 Nom).
NOTE
If the optional filter outlet gage is not installed, a cap is used at
the filter outlet gage pressure hose connection.
H. Install filter outlet pressure hose (2) and filter outlet gage
pressure hose (27) to swivel nut tee (26). Retain swivel nut tee
from turning and torque hoses coupling nut to 80-120 lb in.
(9.0 -13.5 Nom).
I. If removed, install grommets (25) in bracket (12).
J. Install bracket (12) to LP fuel filter (41) and secure with sleeves
(24), spacers (23),washers (22) and bolts. Torque bolts to
60-65 lb in. (6.8-7.3 Nm). Lockwire bolts.
K. Insta 1 mounting bracket (20) to LP fuel filter (41) and secure with
bolts (18) and washers (19). Torque bolts to 60-65 lb in. (6.8-7.3
N-m). Lockwire bolts.
L. Insta 1 mounting bracket (20) and LP fuel filter (41) and secure with
bolts (16), and washers (17). Torque bolts to 74-89 lb in. (8.4-10.0
Nom).
M. Install clamp on LP fuel filter and secure with bracket clamp nut
(15) . Torque bracket clamp nut to 74-89 lb in. (8.4 -10.0 N-m, .
NOTE
If the o~tional fuel heatina is not installed. a can is used at the fuel
heating pressure regulator supply hose connection.
N. Install fuel outlet hose (14) and fuel heating pressure regulator
supply hose (30) to connector tee (31). Torque hoses coupling nut
to 475-575 lb in. (53.7-64.9 Nom). Tighten nut (32).
O. Install fuel inlet hose (13) to elbow (36). Torque fuel inlet hose
coupling nut to 475-575 lb in. (53.7-64.9 Nom). Tighten nut (38).
P. Install different pressure switch (11) per preceding Paragraph 4-60.
Q. Bleed system of air per preceding Paragraph 4-58, Step F.
4-52
JAN/91

4-63.
PRESSURE RELIEF VALVE.
4-64.
Descrit)tion and ODeration.

A. The pressure relief valve is mounted to a bracket on the lower side
of the compressor section and is spring loaded closed.
B, The pressure relief valve is spring loaded closed and set to open
above 500 psi (3450 kPa).
c. The purpose of the pressure relief valve is to limit fuel pressure to
500 psi (3450 kPa) above the bypass pressure.
D. When fuel r)ressure becomes hiqh enouclh to overcome the Dressure
relief valve spring loaded pr=ssure ~500 psi or 3450 kPa) and the
bypass pressure, the pressure relief valve will relieve the excessive
fuel pressure and allow the excessive fuel pressure to return to the
fuel pump (Ref. Figure 4-6).
4-65.
Removal.
NOTE
Cap
all openings to prevent contamination.
Make
sure fuel and electrical systems are OFF and remain OFF until
A. Remove pressure relief valve inlet hose assembly (1, Figure 4-15)
from adapter (4).
NOTE
If required, remove pressure relief valve outlet hose assembly (2,
Figure 4-15) from tee (3).
B. Remove pressure relief valve outlet hose assembly (2) from elbow (5).
c. Remove bolts (6), nuts (7), and pressure relief valve (10) from
mounting bracket (8).
D. Remove adapter (4) from pressure relief valve (10).
E. Remove elbow (5) from pressure relief valve (10).
F. Remove clamps (9) from pressure relief valve (10).
JAN/91
4-53

KE\ TO FIGURE 4-15
PRESSURE RELIEF VALVE INLET HOSE ASSY
PRESSURE RELIEF VALVE OUTLET HOSE ASSY
TEE
::
4. ADAPTER
5. ELBOW
6. EM#(;)
7.
8. MOUNTING BRACKET
9. CLAMP (2)
10. PRESSURE RELIEF VALVE
11. FUEL SHUTOFF VALVE ELECTRICAL CONNECTOR
12. METERED FUEL TO FUEL SHUTOFF VALVE HOSE ASSY
13. FUEL SHUTOFF VALVE TO MANIFOLD DRAIN VALVE HOSE ASSY
14. OPTIONAL HEATING HOSE ASSYS
15. BOLT (3)
16. WASHER (3)
17. NUT (3)
18. UNION
20. UNION (3)
22. PIPE PLUG
23. FITTING
24. NUT
26. UNION
27. FUEL SHUTOFF VALVE
MANIFOLD DRAIN VALVE ELECTRICAL CONNECTOR
;:: FUEL MANIFOLD
30. BOLT (2)
W:H~J)(2)
:;:
MANIFOLD DRAIN VALVE
:;: FMV BYPASS HOSE ASSY
FMV INLET PRESSURE HOSE
::: BYPASS AND RELIEF RETURN HOSE ASSY
37. DRAIN LINE
1.
4-66.
Installation.
A. Install elbow (5, Figure 4-15) in pressure relief valve (10).
B. Install adapter (4) in pressure relief valve (10). Torque adapter to
75-110 lb in. (8.5-12.4 N+m).
C. Install clamps (9) onto pressure relief valve (10).
4-54
JAN/91

35
34
12
28
QHH083XA
Figure 4-15.
JAN/91

and Manifold Drain Valve.
4-55

501-KB5 DEC OPERATION AND MAINltNANLE
D. Install pressure relief valve (10) to mounting bracket (8), secure
with bolts (6) and nuts (7). Torque nuts to 37-42 lb in. (4.2-4.7
Nm).
E. Install pressure relief valve outlet hose assembly (2) to elbow (5).
Torque hose coupling nut to 475-575 lb in. (53.7-64.9 N-m).
F. Install pressure relief valve inlet hose assembly (1) to adapter
(4). Torque hose coupling nut to 475-575 lb in. (53.7- 64.9 Nm).
G. Pressurize fuel system and inspect pressure relief valve and fitting
connections for leaks.
4-67.
FUEL METERING VALVE (FMV).
4-68.
Descri~tion and O~eration.

A. The fuel metering valve (FMV) is mounted on engine compressor case
and meters the fuel to the engine in accordance with voltage commands
from the electronic control system, also includes a differential
pressure regulating valve to maintain an constant pressure across the
FMV by bypass fuel back to the fuel pump inlet.
B. The FMV is a flapper type valve which is positioned by a proportional
solenoid assembly with integral servo system. The FMV is positioned
as a function of the input command voltage (O to 5 volts) from the
control system. A feedback output voltage from a linear variable
differential transformer (LVDT) proportional to FMV position (metering area) develops a O to -5 volts position analog. The position
signal is compared to the O to 5 volts input command signal. If the
position feedback does not compare to the input command signal from
the control system, the current in the proportional solenoid is
varied until the position signal equals the command input.
C. The FMV inlet pressure in normal operation can range from 60 to 600
psig (414 to 4140 kPag) and sometimes as high as 700 psig (4830 kPag)
at shutdown. The bypass pressure normally ranges between O to 150
psig (O to 1035 kPag). The pressure drop from inlet to discharge to
the engine must not exceed 70 psi (483 kPa) at an engine fuel flow of
3250 pph (1474 kg ph) with a supply flow of6000 pph (2722 kg ph).
The FMV can regulate the pressure drop to 45-55 psi (311-379 kPa) at
an fuel flow of 200 pph (91 kg ph) and over and inlet flow range of
1,000 to 10,000 pph (454-4536 kg ph).
4-69.
Removal.
CAUTION
NO FIELD ADJUSTMENTS TO THE FMV IS ALLOWED. DAMAGE MAY OCCUR FROM A
MALFUNCTION, AND/ORMISADJUSTED FMV.
4-56
JAN/91

NOTE
Make
sure fuel and electrical systems are OFF and remains OFF until
Have
container to catch fuel.
. Cap all hoses and ports to prevent contamination.

A. Remove electrical connector (1, Figure 4-16).
B. Remove pressure relief valve inlet hose assembly (2).
c. Remove FMV pressure inlet hose assembly (3).
D. Remove FMV bypass hose assembly (4).
E. Remove metered fuel to fuel shutoff valve hose assembly (5).
F. Remove nuts (6), washers (7), and assembled fuel metering valve (FMV)
from compressor case.
G. Remove bolts (8) and FMV (20) from mounting bracket (9).
NOTE
Record positions of elbow and tee fitting for installation.
H. If required, loosen nut (10) and remove elbow (12) from FMV (20).
Remove and discard O-ring (11).
I. If required, loosen nut (13) and remove assembled tee from FMV (20).
J. If required, remove reducer (15), and O-ring (16) from tee (17).
Discard O-ring.
K. If required, remove reducer (18) and O-ring (19) from FMV (20).
Discard O-ring.
4-70.
Installation.
NOTE
Uet O-rings with clean engine oil.
A. If required, install O-ring (19) on reducer (18) and install
assembled reducer in FMV (20). Torque reducer to 300-450 lb in.
(33.9 -50.8 Nom).
JAN/91
4-57

KEY TO FIGURE 4-16.
1.
::
4.
5.
6.
i
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
;::
ELECTRICAL CONNECTOR
PRESSURE RELIEF VALVE INLET HOSE ASSY
FMV PRESSURE INLET HOSE ASSY
FMV BYPASS HOSE ASSY
METERED FUEL TO FUEL SHUTOFF VALVE HOSE ASSY
NUT (4)
[~M7E~3j4)
MOUNTING BRACKET
NUT
PACKING (O-RING)
ELBOW
NUT
PACKING (O-RING)
REDUCER
PACKING (O-RING)
TEE
REDUCER
PACKING (O-RING)
FUEL METERING VALVE (FMV)
B. If required, install O-ring (16, Figure 4-16) on reducer (15).

Install reducer in tee (17). Torque reducer to 420-600 lb in.
(47.5 -67.7 Nom).
C. If required, install nut (13) and O-ring (14) on end of assembled tee
(17). Install assembled tee in FMV (20) to position recorded on
removal. Do not tighten nut (13) at this time.
D. If required, install nut (10) and O-ring (11) on elbow (12). Install
assembled elbow in FMV (20) to position recorded on removal. Do not
tighten nut (10) at this time.
E. Install assembled FMV (20) to mounting bracket (9) and secure with
bolts (8). Torque bolts to 120-150 lb in. (13. 6-16.9 Nom).
Lockwire bolts.
F. Install assembled mounting bracket and FMV to compressor case and
secure with washers (7) and nuts (6). Torque nuts to 74-89 lb in.
(8.4 -10.0 Nom).
G. Install metered fuel to fuel shutoff valve hose assembly (5) to elbow
(12). Torque hoses coupling nut to 325-400 lb in. (36.8 -45.1
N-m). Tighten nut (10).
H. Install FMV bypass hose assembly (4) to reducer (18). Torque hoses
coupling nut to 325-400 lb in. (36.8-45.1 Nm).
4-58
JAN/91

Y-----
)! -y#
k+
Q&
/
Figure 4-16.
JAN/91
\*
/7
Fuel Metering Valve (FMV).
4-59

I. Install FMV pressure inlet hose assembly (3) and pressure relief
valve inlet hose (2) to tee (17). Tighten nut (13). Torque both
hoses coupling nuts to 325-400 lb in. (36.8-45.1 Nm).
J. Using 5/16 (0.3125) inch Allen wrench loosen bleed plug (24) and
motor engine to bleed a r from fuel system. Tighten bleed plug.
CAUTION
NO FIELD ADJUSTMENT TO THE FUEL METERING VALVE ARE ALLOWED.
NOTE
Flake sure electrical power is OFF.
K. Install electrical connector (1) to FMV (20). Tighten and lockwire
electrical connector.
L. Perform an operation and leakage test.
4-71.
FUEL SHUTOFF VALVE.
4-72.
Descrit)tion and ODeration.

A. The fuel shutoff valve is on the bottom of the compressor section to
mounting bracket.
B. In fuel flow path, the fuel shutoff valve is located between the fuel
metering valve and manifold drain valve and is a normally closed
electrical solenoid operated valve (Ref. Figure 4-6).
c. The fuel shutoff valve electrical power is controlled by the control
system. During the starting cycle at 2200 engine rpm, electrical
power from control system is sent to open the fuel shutoff valve.
The fuel shutoff valve will close whenever the electrical power is
removed by the shutdown circuits of the control system.
D. The purpose of the fuel shutoff valve is to control the metered fuel
to the fuel manifold and fuel nozzles thru the manifold drain valve.
The fuel shutoff valve provides the only means of shutting down the
engine operation by stopping the metered fuel flow.
4-73.
Inspection.
A. Remove fuel shutoff valve to manifold drain valve hose assembly (13,
Figure 4-15) from union (18).
4-60
JAN/91

B. Place a container under union (18) and motor the engine for one
If more than 2 cc comes from
minute with fuel and ignition O.FF.
union, the fuel shutoff valve must be replaced.
C. Install fuel shutoff valve to manifold drain valve hose assembly (13)
to union (18). Torque hose coupling nut to 325-400 lb in. (36.8-45.1
N.m).
4-74.
Removal.
NOTE
Cap all openings to prevent contamination.
A. Remove the fuel shutoff valve electrical connector (11, Figure 4-15).
B. Remove meter fuel to fuel shutoff valve hose assembly (12) and fuel
shutoff valve to manifold drain valve hose assembly (13).
NOTE
If the optional fuel heating is not installed, outlets will be

capped.
If required, record position of caps for insta lation.

c. Remove optional heating hose assemblies (14) from unions (20).
D. Remove bolts (15), washers (16), nuts (17), and fuel shutoff valve
(27) from the mounting bracket (8).
E. Remove union (18) and O-ring (19) from fuel shutoff valve (27).
Discard O-ring.
F. Remove unions (20) and O-rings (21) from fitting (23). Discard
O-rings.
G. Remove pipe plug (22) from fitting (23).
NOTE
Record position of fitting for installation.
H. Loosen nut (24) and remove fitting (23) and union (26).
JAN/91
4-61

I. Remove union (26) from fitting (23).
J. Remove nut (24) and O-rings (25) from union (26). Discard O-rings.
NOTE
No repairs are allowed to the fuel shutoff valve.
4-75.
Installation.
NOTE
Wet O-ring with clean engine oil.
A. Install O-rings (25, Figure 4-15) and nut (24) on union (26).
B. Install union (26) in fitting (23).
C. Install pipe plug (22) in fitting (23). Tighten pipe plug.
D. Install O-rings (21) on Unions (20).
E. Install unions (20) in fitting (23).
in. (22.6 -33.8 Nom).
Torque all unions to 200-300 lb
NOTE
If optional fuel heating system is not installed, install caps on the
recorded two unions.
F. If required, install caps on two unions (20) recorded on removal,
G. Install fitting (23) and union (26) on fuel shutoff valve to position
mark on removal. Tighten nut (24).
H. Install O-ring (19) on union (18) and install union on fuel shutoff
valve (27). Torque union to 200-300 lbs in. (22.6-33.8 N+m).
I. Install assembled fuel shutoff valve (27) to mounting bracket (8) and
secure with bolts (15), washers (16), and nuts (17). Torque nuts to
74-89 lb in. (8.4-10.0 Nom).
J. Install meter fuel to fuel shutoff valve hose (12) to union (20).
Torque hoses coupling nut to 325-400 lb in. (36.8-45.1 Nom).
K. If required, install optional heating hose assemblies (14) to unions
(20). Torque hoses coupling nuts to 325-400 lb in. (36.8-45.1
Nm).
L. Install fuel shutoff valve electrical connector (11) to fuel shutoff
valve (27). Lockwire connector.
4-62
JAN/91

M. With empty container position at union (18), motor for one minute
with fuel and ignition OFF. If more than 2CC of fuel comes from
union, the fuel shutoff valve must be replaced.
N. Install fuel shutoff valve to manifold drain valve hose assembly (13)
to union (18). Torque hose coupling nut to 325-400 lb in. (36.8-45.1
Nom).
O. Perform an operation and leakage test.
4-76.
MANIFOLD DRAIN VALVE.
4-77.
Description and Operation.

A. The manifold drain valve is located on bottom of the fuel manifold
mounted to a mounting bracket. It is a spring loaded solenoid
operated valve designed to drain the fuel manifold when engine is
shut down (not operating) and minimizing the amount of fuel dripping
into the combustion liners at extremely low pressures, 8 to 10 psig
(55.2 to 69 kPag).
B. During the engine starting cycle, the manifold drain valve is closed
by the control system energizing the solenoid at 2200 engine rpm and
is held closed by the subsequent buildup of fuel pressure, above the
spring operating pressure, within the fuel manifold. The solenoid is
de-energized by the control system at 8400 engine rpm. When fuel
manifold pressure drops below spring-loaded operating pressure, the
spring will open the manifold drain valve, and allow drainage of the
fuel from the fuel manifold.
c. The operating pressure is 8 to 10 psig (55.2 to 69 kPag) for the
spring-loaded portion of the manifold-drain valve. -
4-78.
Removal.
A. Remove manifold drain valve electrical connector (28, Figure 4-15).
B. Remove fuel shutoff valve to manifold drain valve hose assembly (13),
drain line (37), and fuel manifold (29).
c. Remove bolts (30). washers (311. nuts (32). and manifold drain valve
(33) from mounting bracket ~8)~
4-79.
Installation.
A. Install manifold drain valve (33, Figure 4-15) to mounting bracket
(8) and secure w th bolts (30), washers (31), and nuts (32). Torque
nuts to 74-89 lb in. (8.4 -10.0 N-m).
JAN/91
4-63

B. Install fuel shutoff valve to manifold drain valve hose assembly (13)
to the IN port of manifold drain valve (33). Torque hoses coupling
nut to 325-400 lb in. (36.8-45.1 Nom).
C. Install fuel manifold (29) to the OUT port of the manifold drain
valve (33). Torque fuel manifolds coupling nut to 325-400 lb in.
(36.8 -45.1 Nom).
NOTE
If the angle of the electrical connector on the replacement manifold
drain valve will not permit connection of manifold drain valve
electrical connector, loosen nut on top of the solenoid housing and
reposition the housing. Torque nut to25-351b in. (2.8-4.0 Nm).
D. Install manifold drain valve electrical connector (28) and lockwire.
E. Test the manifold drain valve for satisfactory operation per
Paragraph 4-80.
F. Install drain line (37) to the DRAIN port of the manifold drain valve
(33). Torque drain lines coupling nut to 80-120 lb in. (9.0-13.5
Nom).
4-80.
Inspection and Test.

A. Position a container under DRAIN port and if required, remove the
drain line (37, Figure 4-15).
B. Disconnect electrical input lead assemblies to the ignition exciter
(Ref. Ignition System, Section 9).
c. Set up engine controls for a START.
D. Engage START button and allow engine to accelerate above 2200 rpm,
there should be no fuel drainage at the manifold drain valve DRAIN
port while the starter is energized, push the STOP button.
E. Observe the fuel drainage from the manifold drain valves DRAIN
port. Fuel drainage will occur when the starter is released and the
fuel manifold pressure drops below spring loaded operating pressure,
8-10 psig. (55.2-69 kPag).
F. After engine coast, install electrical input lead assemblies to the
ignition exciter (Ref. Ignition System Section 9).
G, During the first engine run after a manifold drain valve replacement,
test for leakage at the DRAIN port during engine operation. Replace
manifold drain valve if leakage exceeds 40 drops per minute.
4-64
JAN/91

4-81.
BURNER DRAIN VALVES.
4-82.
Descri L)tion and Or)eration.

A. Two burner drain valves are located on the bottom of the outer
combustion case. One is near the forward end, the other is near
the rear end.
B.
Each burner drain valve is a spring loaded, flat plate type

valve. The burner drain valves remains open until the combustion
case internal pressure increases to 5-10 psig (34.5-69.0 kPag). It
opens and remains open by spring action when the pressure falls to
1-3 psig (6.9-20.7 kPag).
C. The burner drain valves prevent accumulation of fuel in the

combustion section by draining it after an unsuccessful start or
after stopping the engine.
4-83.
Removal.
CAUTION
AN ATTEMPT TO REMOVE THE BOLTS WITHOUT USING A PENETRATING OIL MAY
CAUSE THE THREADS TO STRIP DURING REMOVAL.
A. Remove the drain hose.

B. Apply penetrating oil, VV-P-216, to the bolts (6, Figure 4-17).
Allow sufficient time for oil to penetrate the threads.
C. Remove bolts (6) and the burner drain valve (8). Remove and discard
the gasket (7).
4-84. Maintenance and Ins~ection.
A. Unscrew the adapter (5, Figure 4-17) from the body (l). Remove valve
(2), spring (3), and gasket (4). Discard gasket.
B. Inspect the adapter (5) and body (1) for thread damage and
corrosion.
If the threads are damaged, the burner drain valve must
be replaced.
WARNING
CLEANING SOLVENT FED. SPEC. P-D-680-2 IS TOXIC.
VENTILATION.
PROVIDE ADEQUATE
C. Clean all the parts with Fed. Spec P-D-680-2 cleaning solvent
(mineral spirits), using a wire brush. If required, polish body (1)
with crocus cloth.
JAN/91
4-65

OUTER
-COMBUSTION
CASE
D
. .i
J@@
/
*~z
J6
&
$~ 3
=
& 4
6
-----+3
L--
BODY
VALVE
:: SPRING
4. GASKET
5. ADAPTER
6. BOLT (20)
7. GASKET
8. BURNER DRAIN VALVE
1.
f?
5
QHH039XD
Figure 4-17. Burner Drain Valves.
D. Make sure that the spring (3) can move the burner drain valve freely
in the adapter (5).
E. Lightly coat the threads of the body (1) and adapter (5) lightly with
silicone (Ablube), MIL-L-25681, or antiseize compound, MIL-L-15719.
F. Light coat valve (2) and spring (3) with silicone (Adlube),
MIL-L-25681, or antiseize compound, MIL-L-15719.
G. Install gasket (4), spring (3), and valve (2) on adapter (5).
Install adapter (5) in body (1). Torque adapter to 300-350 lb in.
(34-40 N-m).
Lockwire
adapter;
4-85.
Installation.
A. Apply a light coat of antiseize compound, MIL-L-15719, or silicone
(Ablube), MIL-L-25681, to bolts (6, Figure 4-17) threads.
B. Clean the combustion outer casing to burner drain valve mounting
flange.
4-66
JAN/91

C. Install a gasket (7) and burner drain valve (8) to the bottom of the
outer combustion casing mounting flange with bolts (6). Torque bolts
to 70-85 lb in. (7.9-9.6 Nm). Lockwire bolts.
D. Connect the drain hose to the burner drain valve. Torque hose
4-86.
Troubleshootinq.
WARN ING
BURNING DRAIN LINES MAY BE HOT IF BURNER DRAIN VALVES ARE STUCK OPEN.
INJURY MAY OCCUR.
A. While the engine is running, feel the lower end of the burner drain
line(s).
B. If the line(s) are hot, a burner drain valve(s) is leaking and must
be cleaned, repaired, or replaced.
4-87.
FUEL LINES AND HOSES.

NOTE
All flexible fuel lines furnished with the engine have an inner core of
teflon, protected by one or more layers of protective material and a
braided metal sheath. These hoses are very durable and not prone to
deterioration, however they are susceptible to damage from sharp bends,
kinks, twists and crushing. Evidence of such damage to the teflon core
is difficult to detect. If damage is suspected, the hose must be
replaced or pressure tested.
A. All fuel lines and hoses should be inspected regularly for:
1.
2.
3.
4.
5.
6.
7.
8.
Leaks
Chaffing
Wear
Damage coupling nuts (connectors)
Kinks
Twisting
Swelling
Crushing
4-88.
SINGLE ENTRY FUEL NOZZLE (FUEL NOZZLE).
4-89.
Descri~tion and Operation.

A. Each fuel nozzle consists of a dual atomizing system which incorporates a pilot (primary) injector for starting and an airblast
JAN/91
4-67

(main) injector for the remaining fuel. The pilot injector atomizes
fuel by means of fuel pressure in the pilot spray tip orifice which
forces the fuel through small tangential holes in the metering set
assembly. The fuel from the sixteen main jets in the main injectrr
is atomized by compressor air which passes through the air shroud
swirler and blasts the fuel from the main jets to achieve a good fuel
and air mixing (Ref. Figure 4-18).
B. The fuel nozzle employs a single entry of fuel to service both, the
pilot and main, atomizing systems and spring loaded piston and sleeve
assembly which meters fuel flow to the main injector. On starting,
fuel flows through the filter screen, along the flats of the valve
body, through the metering sets tangential holes, and finally exits
through the spray tip orifice. When the fuel pressure across the
fuel nozzle reaches 150 psi (1035 kPa), the spring loaded piston and
sleeve assembly opens and fuel flows through inside of valve body,
through the axial holes in the spacer, forward end of the nozzle tip
assembly, and finally exits through the sixteen main jets.
c. The six (6) single entry fuel nozzles are mounted on pads around the
compressor diffuser.
4-90.
Removal.
NOTE
A. Remove fuel manifold (1, Figure 4-19) from fuel nozzle (4).
CAUTION
PARTICULAR CARE MUST BE TAKEN DURING FUEL NOZZLE REMOVAL TO PREVENT
DAMAGE TO THE FUEL NOZZLE. CARBON DEPOSITS ON THE FUEL NOZZLE TIP ARE
ABRASIVE AND CAN DAMAGE THE ORIFICES IF HANDLING IS CARELESS.
B. Remove bolts (2), fuel nozzle (4), and gasket (3), using care to
avoid damage to the fuel nozzle orifices. Discard gasket.
C. Install protective caps on the inlet and outlet fittings and place
removed fuel nozzle in a protective storage case.
D. Repeat Steps 1., 2., and 3. to remaining fuel nozzles.
4-68
JAN/91

AIR SHROUD
MAINJETS
INLET A
FUELA
i
LOC~UT
%
PRIMARY SPRAY
TIP ORIFICE
AIR SHROUD
FILTER
SCRFFN
SPRING
SEAT
SPRING
PRIMARY SPRAY
TIP ORIFICE
NOZZLE TIP
ASSEMB[Y
----- . . .
/
PISTON AND
SLEEVE ASSEMBLY
I
VALVE
BODY
11SPACER
SPRING
SEAT
QHH069XA
Figure 4-18.
JAN/91
Single Entry Liquid Fuel Nozzle Schematic.

4-69

4-91.
Insl)ection.
CAUTION
DO NOT DISASSEMBLE FUEL NOZZLES FOR INSPECTION. DISASSEMBLY IS NOT
ALLOWEDAT THIS MAINTENANCE LEVEL.
NOTE
Carbon deposits anywhere except around the tip and shroud indicates
leakage, which is allowed.
A. Visually inspect for excessive carbon accumulation on the fuel
nozzles.
NOTE
Some carbon deposited around the pilot spray tip and the main jets is
normal . If there is no visible damage or hot spots in the associated
combustion liners or turbine vanes as seen by borescope inspection, and
if there are no startinq ~roblems or dark exhaust smoke, the carbon is
not interfering with th~ operation of the fuel nozzle and should not be
disturbed.
B. Replace or clean the fuel nozzles if excessive smoking occurs from
the exhaust or if carbon buildup appears to be restricting or
distorting the fuel flow.
C. Warpage of the fuel nozzle air shroud or worn places through the wear
coating to the bare metal along the axial Portion of the air shroud
the fuel nozzle must be replac~d.
D. Any damage to the spray tip orifice or main jets which changes fue
flow characteristics or to the air shroud which changes air flow
characteristics or to the internal screen which is suspected of be ng
clogged the fuel nozzle must be replaced.
E. Replacement of individual liquid fuel nozzles is not allowed. A
complete bench test is necessary to accurately determine which fuel
nozzle(s) of the six are deficient. The fuel nozzles are changed in
sets of six (6).
4-92.
Cleaning.
CAUTION
DO NOT DISASSEMBLE FUEL NOZZLES FOR CLEANING. DISASSEMBLY IS NOT
ALLOWED AT THIS MAINTENANCE LEVEL.
4-70
JAN/91

.-. . .. -
;:
3.
4.
FUEL MANIFOLD
BOLT (4)
GASKET
FUEL NOZZLE
QHH084XD
Figure 4-19.
Single Entry Liquid Fuel Nozzle.
CAUTION
INTERNAL CLEANING OF THE FUEL NOZZLES EXCEPT ATA REPAIR CENTER IS

IMPRACTICAL BECAUSE OF THE NEED FORA QUALIFIED TECHNICIAN SPECIALIZED
EQUIPMENT AND A FLOW BENCH TEST.
NOTE
If carbon is excessive, especially that of the hard type or air will
not flow freely from the pilot and main passages, a faulty fuel nozzle
is indicated. Replacement of all six fuel nozzles are required.
External carbon buildup, especially that of the soft type, can be
cleaned, and the fuel nozzles can continue in service.
A. Connect clean, dry shop air to each fuel inlet fitting. Maintain a
steady flow of air while cleaning.
B. Hold the fuel nozzle at an attitude so that carbon, when removed,
will fall clear of the fuel nozzle.
JAN/91
4-71

C. Initially attempt to clean the tip with a cotton swab.
CAUTION
DO NOT WIPE OR CLEAN CARBON WITH SHOP TOWELS WHICH MAY ALLOW CARBON TO
ENTER THE FUEL NOZZLE ORIFICES. BLOCKAGE CAN OCCUR WHICH WILL ALTER
FUEL NOZZLE OPERATION.
CAUTION
SCRAPERS MADE OF COPPER CAN BE USED TO CAREFULLY SCRAPE OFF THE
CARBON. SCRAPING MOTION SHOULD BEGIN NEARAN ORIFICE AND MOVE AWAY SO
THE CARBON FALLS FREE OF THE FUEL NOZZLE. MUCH CARE SHOULD BE TAKEN NOT
TO PUSH CARBON INTO AN ORIFICE.
CAUTION
CARBON IS ABRASIVE. DO NOT CRUSH CARBON BETWEEN THE TOOL AND THE
SURFACE BEING RUBBED.
CAUTION
KEEP COPPER SCRAPER TOOLS SHARP AND SCRAPE JUST HARD ENOUGH TO BREAK
THE CARBON LOOSE.
D. If carbon can not be removed with a cotton swab, use copper scraper
and carefully remove the external carbon.
4-93.
Installation.
CAUTION
FUEL NOZZLES MUST BE REPLACED IN A MATCHED SET. DO NOT MIX FUEL
NOZZLES WITH DIFFERENT FLOW CHARACTERISTICS SUCH AS NEW AND USED FUEL
NOZZLES OR THOSE OF DIFFERENT PART NUMBER EVEN THOUGH THEY PHYSICALLY
FIT. UNBALANCED FLOWS CAN CAUSE EXTENSIVE TURBINE DAMAGE.
A. Apply a light coat of antiseize compound, MIL-L-15719, or Adlube,
MIL-L-25681, to the threads of the bolts (2, Figure 4-19).
B. Carefully install gasket (3) and fuel nozzle (4) and secure with
bolts (2). Torque bolts to 70-85 lb in. (7-9-9.6 Nm). Lockwire
bolts.
c. Install fuel manifold (1) and torque coupling nut to 200-250 lb in.
(22.6 -28.2 Nom).
D. Repeat Steps 1. thru 3. for remaining fuel nozzles.
E. Preform an operational and leakage check.
4-72
JAN/91

4-94.
LIQUID FUEL WATER INJECTION.
4-95. Descri~tion and Oc)eration.

A. Water injection is used to cool the combustion flame temperature of
the engine reducing exhaust emissions.
B. Requirements for the water injection system is a packaged water
injection supply system, a check valve, and engine installed
components.
C. The single entry fuel system components removed are:
1. Manifold drain valve.
2. Single entry fuel nozzles.
D. Water injection fuel system components required are (Ref. Figure
4-20):
1. Flow divider valve.
2. Pilot and main manifolds.
3. Two manifold drain valves (one each for the pilot and main
manifolds).
4. Dual fuel nozzles (6).
E. For maintenance on the packaged water injection supply system refer
to OEM manual.
4-96.
FLOW DIVIDER VALVE.
4-97.
Description and ODeration.

A. The flow divider valve of the fuel system is mounted on a bracket
near the bottom of the engine compressor.
B. In the fuel flow path, the flow divider valve is located between the
fuel shutoff valve and the fuel manifolds (pilot and main).
c. Fuel entering the flow divider is routed to the pilot and main fuel
manifold. The fuel flows directly into the pilot fuel manifold and
then to the pilot orifices of the fuel nozzles. When the fuel
pressure reaches 150 psig (1035 kPag) a metering valve in the flow
divider valve starts to open, allowing fuel to flow into main fuel
manifold and then to main orifices of the fuel nozzles.
JAN/91
4-73
501-ut5 DECOpERATION AND MAINTENANCE

4-98.
Removal.
NOTE
Cap
Have container to catch fuel leakage from hoses.
A. Remove flow divider inlet hose assembly (1, Figure 4-21) from flow
divider union (9).
B. Remove flow divider to pilot manifo d drain hose assembly (2) from
flow dividers tee (13).
C. Remove pilot fuel manifold (3) from tee (13).
D. Remove main fuel manifold (4) from tee (16).
E. Remove flow divider to main manifold drain valve hose assembly (5)
from tee (16).
F. Remove bolts (6), washers (7), nuts (8), and assemble mounting flow
divider valve (17) from mounting bracket (18).
NOTE
Record positions of tees for installation..
G. Remove union (9) and O-ring (10) from flow divider valve (17).
H. Loosen nut (11), remove tee (13), nut (11), and O-ring (12) from flow
divider valve (17). Remove and discard O-ring (12).
I. Loosen nut (14) and remove tee (16), nut (14), and O-ring (15) from
flow divider valve (17). Remove and discard O-ring (15).
4-99.
Maintenance.
A. The flow divider valve requires flow bench calibration, therefore
operator maintenance is limited to replacement.
B. When reDair or calibration is reauired. the six fuel nozzles and flow
divider valve should be calibrated andreplaced as a set.
co The most common problem with the flow divider valve is contamination
of the internal metering valve. This usually results from sticking
causing low or no main manifold fuel flow and aborted, stagnated, or
slow starts.
4-74
JAN/91

...

I
FUEL SUPPLY
Cjjl
0-50 Psl
(O-345 KPA)
}
t
TO DRAIN
1
,
FUEL PUMP ASSEMBLY
1300ST
PUMP
DUAL ELEMENT
GEAR PUMP
II
ml
I
Ii
HIGH
II
PRESSURE! ;
FILTER II
COLLECTOR~
TANK
Ii
PARALLELING
VALVE
.-
PRESS ~
RELIEF
VALVE
OPTIONAL
DIFFERENTIAL
PRESSURE
GAGE
1 1 - - -
~ y+)
11~
ow
PRESSURE:
FILTER
(F-7)
I
t
(F+ I
~
BYPASS
m--
FUEL
METERING
VALVE
~
PRESSURE
METERED
(F-48) (F-47)
Figure 4-20.
JAN/91
a
v
I
I
FUEL
SHUTOFF
VALVE
(N.C.)
Liquid Fuel Water Injection Schematic (Sheet 1 of 2).
4-75

WATER
INJECTION
SUPPLY
SYMBOLS
CHECK
T VALVE
F-1
F-2
F-3
MAIN FUEL SUPPLY

FUEL MANIFOLD PRESSURE CONNECTION
BURNER DRAIN VALVE DRAIN
F-4
F-7
F-6
F+!6
FUEL PUMP SEAL DRAIN

LOW PRESSURE FILTER INLET
LOW PRESSURE FILTER OUTLET
MANIFOLD DRAIN VALVES DRAIN
OPTIONAL FUEL HEATING PRESS REG SUP
F-47
F-48
w-1

OPTIONAL FUELTHERMOCOUPLEP ORT
OPTIONAL WATER lNJECllON
F-6
NOZZLE CONNECTION
{
[
----
ELECTRICAL
1
I
MAIN
FUEL
MANIFOLD
0.061-0.063 IN.
(1.55-1.60 MM)
ORIFICE, 6 REOUIRED
/
t
j
FLOW
DIVIDER
VALVE
BURNER DRAIN VALVES
MANIFOLD
DRAIN
VALVE
(F-8)
l
y
e
<
TO DRAIN COLLECTOR TANK

cx+smwuc
Figure 4-20.
4,-76
Liquid Fuel Water Injection Schematic (Sheet 2 of 2).
JANf 91

4-1oo. Installation.
A. Install nut (14, Figure 4-21) and O-ring (15) on tee (16).
B. Install assembled tee (16) in flow divider valve (17). Do not
tighten nut (14) now.
c. Install nut (11) and O-ring (12) on tee (13).
D. Install tee (13) in flow divider valve (17). Do not tighten nut (11)
now.
E. Align tees (13 and 16) to position recorded on removal and tighten
nuts (11 and 14).
F. Install O-ring (10) on union (9) and install union in flow divider
valve (17). Torque union to 55-80 lb in. (6.3-9.0 Nom).
G. Install assembled flow divider valve (17) to mounting bracket (18)
and secure with bolts (6), washers (7), and nuts (8). Torque nuts to
74-89 lb in. (8.4-10.0 Nom).
H. Install flow divider to main manifold drain valve hose assembly (5)
to tee (16). Torque hose coupling nut to 325-400 lb in. (36.8-45.1
Nrm).
I. Install main fuel manifold (4) to tee (16). Torque manifold coupling
nut to 325-400 lb in. (36.8-45.1 N-m).
J. Install pilot fuel manifold (3) to tee (13). Torque manifold
K. Install flow divider to pilot manifold drain hose assembly (2) to tee
(13). Torque hose coupling nut to 80-120 lb in. (17.0-22.5 N-m).
L. Install flow divider inlet hose assembly (1) to union (9). Torque
hose coupling nut to 325-400 lb in. (36.8-45.1 Nm).
M. Perform operational and leakage test.
4-101. Manifold Drain Valves.
A. The fuel system has two manifold drain valves (main and pilot), one
for each manifold. They are mounted on a bracket near the bottom of
the compressor section. Their purpose is to drain any fuel remaining
in the fuel nozzles or manifolds when the engine is shutdown. The
manifold drain valves are energized open simultaneously with the
closing of the fuel shutoff valve.
JAN/91
4-77

501-KB5 DEC OPERATION ANIJ MAINltNANLt
KEY TO FIGURE 4-21.
FLOW DIVIDER INLET HOSE ASSY
;: FLOW DIVIDER TO PILOT MANIFOLD
DRAIN VALVE HOSE ASSY

3. PILOT FUEL MANIFOLD
4. MAIN FUEL MANIFOLD
5. FLOW DIVIDER TO MAIN MANIFOLD
DRAIN VALVE HOSE ASSY
6. BOLT (2)
7. WASHERS (2)
8. NUT (2)
9. UNION
11. NUT
13. TEE
14. NUT
16. TEE
17. FLOW DIVIDER VALVE
18. MOUNTING BRACKET
19. MAIN MANIFOLD DRAIN VALVE
DRAIN HOSE ASSY
20. MANIFOLD DRAIN HOSE ASSY
BOLT (3)
:;: [ll:H:~)(3)
23.
24. MOUNTING BLOCK
25. REDUCER
PACKING (O-RING)
;!: UNION
29. NUT
TEE
:;: PILOT MANIFOLD DRAIN VALVE
BOLT (3)
;:: WASHER (3)
35. NUT (3)
36. NUT
38. E L B O W
NUT
:;: PACKING (O-RING)
41. ELBOW
42. MAIN MANIFOLD DRAIN VALVE
B. The pilot manifold drain valve inlet tees into the pilot fuel
manifold. The main manifold drain valve connects to the main fuel
manifold. Both manifold drain valve outlets are connected to a drain
tube which has a single outlet fitting. The drain tube outlet should
be connected to a drain collector tank. The manifold drain valves are
spring-loaded to the closed position and solenoid actuated to open by
command of the control system.
C. The control system opens the manifold drain valves immediately upon
any shutdown signal. Combustion section pressure then forces fuel
remaining in the fuel nozzles and manifolds to the drain tank through
the manifold drain valves. During starts, the manifold drain valves
are held open until engine 2200 rpm. After shutdown, the manifold
drain valves are held open by a timer for 30 seconds.
D. It is essential that the fuel manifold drains have little or no back
pressure. For this reason, the drain line must not have kinks or
other restrictions. The fluid in the drain tank(s) must not create a
head pressure causing a back pressure on the drain system.
4-78
JAN/91

QHH086XA
Figure 4-21.
JAN/91
Flow Divider and Manifold Drain Valves.
4-79

4-103. Pilot Manifold Drain Valve Removal.
NOTE
A. Remove electrical connector from pilot manifold drain valve (32,
Figure 4-21).
B. Remove flow divider to pilot manifold drain hose assembly (2) from
reducer (25).
C. Remove main manifold drain valve drain hose assembly (19) from tee
(31).
D. Remove manifold drain hose assembly (20) from tee (31).
E. Remove bolts (21), washers (22), nuts (23), mounting block (24), and
assembled pilot manifold drain valve (32).
F. Remove reducer (25) and O-ring (26) from union (27). Remove and
discard O-ring (26).
G. Remove union (27) and O-ring (28). Remove and discard O-ring.
NOTE
Record position of tee for installation.
H. Loosen nut (29), remove tee (31), nut (29), and O-ring (30) from
pilot manifold drain valve (32). Remove and discard O-ring (30),
4-104. Pilot Manifold Drain Valve Installation.
NOTE
Wet all O-ring with clean engine oil.
A. Install O-ring (30, Figure 4-21) and nut (29) on tee (31).
B. Install assembled tee (31) in pilot manifold drain valve (32) to
position recorded on removal. Tighten nut (29).
C. Install O-ring (28) on union (27) and install union in pilot manifold
drain valve (32). Torque union to 55-80 lb in. (6.3-9.ONm).
4-80
JAN/91

D. Install O-ring (26) on union (27) and install reducer (25) on union.
Hold un on from turning and torque reducer to 55-80 lb in. (6.3-9.0
Nm).
E. Install pilot manifold drain valve (32) andmountinq block (24) to
mounting bracket (18), secure with bolts (21), wash~rs (22); and nuts
(23). Torque nuts to 74-89 lb in. (8.4-10.0 Nom).
F. Install manifold drain hose assembly (20) to tee (31). Torque hoses
G. Install main manifold drain valve drain hose assembly (19) to tee
(31). Torque hoses coupling nut to 325-400 lb in. (36.8-45.1
Nm).
H. Install flow divider to pilot manifold drain hose assembly (2) to
reducer (25). Hold reducer from turninq and toraue hoses coupling
nut to 325-400 lb in. (36.8-45.1 Nom). I. Install electrical connector to pi- ot manifold drain valve (32).
J. Perform an operational and leakage test.
4-105. Main Manifold Drain Valve Removal.
NOTE
Make sure fuel and electrical system are OFF and remain OFF until
A. Remove electrical connector from main manifold drain valve (42,
Figure 4-21).
B. Remove flow divider to main manifold drain valve hose assembly. (5)
from elbow (38).
c. Remove main manifold valve drain hose assembly (19) from main
manifold drain valve (42).
D. Remove bolts (33), washers (34), nuts (35). and main fue
drain valve (42) -from mount{ngbracket(18).
manifold
NOTE
Record position of elbows for installation.
E. Loosen nut (36) and remove nut (36), O-ring (37), and e bow (38) from
main manifold drain valve (42). Remove and discard O-r ng.
JAN/91
4-81

F. Loosen nut (39) and remove nut (39), O-ring (40), and elbow (41) from
main fuel manifold drain valve (42).
4-106. Main Manifold Drain Valve Installation.
NOTE
Het all O-rings with clean engine oil.
A. Install nut (39, Figure 4-21) and O-ring (40) on elbow (41).
B. Install assembled elbow (41) on main fuel manifold drain valve (42)
to position recorded on removal. Tighten nut (39).
C. Install nut (36) and O-ring (37) on elbow (38).
D. Install assembled elbow (38) on main fuel manifold drain valve (42)
to position recorded on removal. Tighten nut (36).
E. Install assembled main fuel manifold drain valve (42) on mounting
bracket (18) and secure with bolts (33), washers (34), and nut (35),
Torque nuts to 74-89 lb in. (8.4-10.0 Nom).
F. Install main manifold drain valve drain hose assembly (19) to main
manifold drain valve (42). Torque hose coupling nut to 325-400 lb
in. (36.8 -45.1 Nom).
G. Install flow divider to main manifold drain valve hose assembly (5)
to main manifold drain valve (42). Torque hose coupling nut to
325-400 lb in. (36.8-45.1 N*m).
H. Perform an operational and leakage test.
I
4-107. Liquid Fuel Nozzle.
A. The purpose of the fuel nozzles is to deliver fuel into the
combustion liners in the correct atomized and directed manner under
variable flow and pressure conditions. Also allows inlet for water
injection.
B. The pilot inlet is used for starting the engine and both, pilot and
main inlets, are used for normal operation of the engine.
C. The six (6) fuel nozzles are flanged mounted on a pad around the
diffuser.
4-82
JAN/91

4-109. Removal.
NOTE
. Cap all openings to prevent contamination.
Make
A. Remove water injection supply hose assembly (1, Figure 4-22).

B. Remove main fuel manifold (2).
C. Remove pilot fuel manifold (3).
CAUTION
D. Remove bolts (3), fuel nozzle (5), and gasket (4), using care to
E. Install protective caps on the pilot and main inlet fittings and
place removed fuel nozzle in a protective storage case.
F. Repeat Steps A., B., C., D., and E. to remaining fuel nozzles.
;:
3.
4.
5.
6.
WATER INJECTION SUPPLY HOSE ASSY

MAIN FUEL MANIFOLD
PILOT FUEL MANIFOLD
BOLT (4)
GASKET
FUEL NOZZLE
Figure 4-22.
JAN/91
Liquid Fuel Water Injection Fuel Nozzle.
4-83

4-110. Inspection.
CAUTION
NOTE
A. Visually inspect for excessive carbon accumulation on the fuel
nozzles.
B. Replacement of indiv dual fuel nozzles is not allowed. A comDlete
bench test is necessary to accurately determine which fuel nhzzle(s)
of the six are deficie~t. The fuel n~zzles are changed in sets of-six
(6). The flow divider valve should be replaced and sent with the
fuel nozzles for repair and calibration.
NOTE
normal . If there is no visible damage or hot spots in the associated
if there are no starting problems or dark exhaust smoke, the carbon is
not interfering with the operation of the fuel nozzle and should not be
disturbed.
C. Replace or clean the fuel nozzles if excessive smoking occurs from
the exhaust or if carbon buildup appears to be restricting or
D. Warpage of the fuel nozzle air shroud or worn places through the wear
coating to the bare metal along the axial portion of the air shroud
the fuel nozzle must be replaced.
E. Any damage to the spray tip or main jets which changes fuel flow
characteristics or to the shroud which changes air flow
characteristics or to the internal screen which is suspected of being
4-111. Cleaning.
CAUTION
4-84
JAN/91

CAUTION
INTERNAL CLEANING OF THE FUEL NOZZLES EXCEPT AT A REPAIR CENTER IS
IMPRACTICAL BECAUSE OF THE NEED FORA QUALIFIED TECHNICIAN SPECIALIZED
NOTE
If carbon is excessive, especially that of the hard type or if air will
A. Connect clean, dry shop air to each fuel fitting (water pilot, and
main). Maintain a steady flow of air while cleaning.
CAUTION
CAUTION
SCRAPERS MADE OF COPPER CAN BE USED TO CAREFULLY SCRAPE OFF THE CARBON.
SCRAPING MOTION SHOULD BEGIN NEAR AN ORIFICE AND MOVE AWAY SO THE CARBON
FALLS FREE OF THE FUEL NOZZLE. MUCH CARE SHOULD BE TAKEN NOT TO PUSH
CARBON INTOAN ORIFICE.
CAUTION
CAUTION
KEEP COPPER SCRAPER TOOLS SHARP AND SCRAPE JUST HARD ENOUGH TO BREAK THE
CARBON LOOSE.
JAN/91
4-85

4-112. Installation.
CAUTION
FUEL NOZZLES MUST BE REPLACED IN A MATCHED SET. DO NOT MIX FUEL NOZZLES
WITH DIFFERENT FLOW CHARACTERISTICS SUCH AS NEW AND USED FUEL NOZZLES OR
THOSE OF DIFFERENT PART NUMBER EVEN THOUGH THEY PHYSICALLY FIT.
UNBALANCED FLOWS CAN CAUSE EXTENSIVE TURBINE DAMAGE.
bolts (4). Torque bolts to 70-85 lb in. (7-9-9.6 Nom). Lockwire
bolts.
co Install pilot fuel manifold (3) and torque coupling nut to 80-120 lb
in. (9.0-13.5 Nm) and lockwire.
D. Install main fuel manifold (2) and torque coupling nut to 200-250 lb
in. (22.6-28.2 Nm) and lockwire.
E. Install water injection supply hose assembly and torque coupling nut
to 325-400 lb in. (36.7-45.1 Nom) and lockwire.
F. Repeat Steps A. thru E. for remaining fuel nozzles.
G. Preform an operational and leakage check.
4-113. Fuel Manifolds (Pilot and Main).
A. The fuel system has two fuel manifolds, the pilot and main. Each
fuel manifold is composed of sections of flexible high pressure hose.
B. Thepilot and main fuel manifolds are essentially the same, except
the pilot fuel manifold hoses and fittings are smaller.
C. The pilot fuel manifold distributes fuel from the flow divider valve
pilot fuel outlet to the pilot fuel entry of each fuel nozzle. It
has a connection for the pilot fuel manifold drain valve. The pilot
fuel manifold also has a pressure connection for maintenance trouble
shooting.
D. The main fuel manifold distributes fuel from the flow divider valve
main fuel outlet to the main fuel entry of each fuel nozzle. It also
has a connection for the main fuel manifold drain valve.
4-86
JAN/91

4-115. Removal and Installation.
A. Remove the fuel manifolds from the flow divider valve outlets.
NOTE
B. Remove the fuel manifolds at each fuel nozzle. The smaller
connection is the pilot, the larger is the main.
C. Disconnect any hoses, clamps, and connectors as necessary to remove
the fuel manifolds.
D. Installation is the reverse of the removal procedure
E. Be sure to connect any hoses, clamps, and connectors that were
removed.
F. Perform an operational and leakage test, being sure to inspect all
items disturbed for accessibility.
4-116. DUAL ENTRY FUEL SYSTEM.
4-117. DESCRIPTION.
A. The dual entry fuel system consists of all the components necessary
to receive fuel, boost it to the necessary pressure, and supply it in
the necessary metered volume and pressure to the combustion section
of the engine.
B. Components of the fuel system are mounted in various locations on or
near the engine. The components are:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Fuel pump.
Low pressure (LP) fuel filter with differential pressure switch.
High pressure (HP) fuel filter.
Fuel pump paralleling valve.
Pressure relief valve.
Fuel metering valve.
Fuel shutoff valve.
Flow divider valve.
Pilot and main fuel man folds.
Fuel nozzles.
Manifold drain valves.
Burner drain valves.
Lines and hoses.
C. The approved liquid fuels al e listed in Table 4-1.

JAN/91
4-87

4-118. OPERATION.
A. During engine operation, fuel enters the fuel pump inlet and passes
into the boost (centrifugal) element of the engine driven fuel pump.
The boosted fuel flows from the fuel pump to the LP fuel filter then
returns throuqh internal Passa9es of the HP fuel filter to the gear
elements of t~e fuel pump. The two gear elements of the fuel pump
normally operate in series but operate in parallel for starting. The
high pressure (HP) fuel flows from the fuel pump through the HP fuel
filter. The pressure relief valve limits fuel pressure to 500 psi
(3445 kPa) and will bypass the excess fuel back to the fuel pump
inlet. The HP fuel is delivered to the fuel metering valve. The
fuel metering valve, by direction of the control system, meters the
fuel required and bypasses the remaining fuel. Bypass fuel is
returned to the fuel pump inlet through a passage in the HP fuel
filter. The metered fuel passes through the fuel shutoff valve to the
flow divider valve, which directs the meter fuel to the pilot and/or
main fuel manifolds which distributes the fuel to the six fuel
nozzles. A schematic of the fuel system is shown in Figure 4-23.
B. The engine is shutdown by closing the fuel shutoff valve. Fuel
remaining in the fuel nozzles, pilot and main manifolds, and
combustion section is automatically drained from the engine by the
opening of the manifold drain valves and burner drain valves.
CAUTION
FUEL DRAINAGE ACCUMULATION IS APPROXIMATELY 8.0 GALLONS (30.4 LITERS)
PER 100 ENGINE STARTS. THE DRAIN COLLECTOR TANK SHOULD NOT BE ALLOWED
TO FILL AS THIS RESTRICTS THE CORRECT FUNCTIONING OF THE FUEL MANIFOLD
DRAIN SYSTEM.
4-119. FUEL PUMP.
NOTE
For Description, Operation, and Maintenance refer to Paragraphs 4-39 to
4-43.
4-120. HIGH PRESSURE (HP) FUEL FILTER.
NOTE
4-50.
4-88
JAN/91

------501 -KB5 DEC OPERATION AND MAINTENANCE
=J~~7ELuMAssEMBLy
DUAL ELEMENT
GEAR PUMP
BOOST
PUMP
+
()
(F4)
TO DRAIN
COLLECTOR
TANK
Ei%uRl EFELNGls
--
II
PRESS
RELIEF
VALVE
Unul-
1
(F+ I
EEF----
FUEL
METERING
VALVE
BYPASS
.
PRESSURE
METERED
e
UU
/t
(F+) (F-47)
I
I
Figure 4-23.
JAN/91
Dual Entry Fuel System Schematic (Sheet 1 of 2).
4-89

501-KB5 tiEC OPERATION AND MAINTENANCE
SYMBOLS
F-1
F-2
F-3
F-4
F-6
F-7
F-B
F-46
F-47
F-48
MAIN FUEL SUPPLY

FUEL MANIFOLD PRESSURE CONNECTION
BURNER DRAIN VALVE DRAIN

FUEL PUMP SEAL DRAIN
LOW PRESSURE FILTER INLET
LOW PRESSURE FILTER OUTLET
MANIFOLD DRAIN VALVES DRAIN
OPTIONAL FUEL HEATING PRESS REG SUP
OPTIONAL FLJELTHERMOCOUPLE PORT
----
It
ELECTRICAL
PILOT
K iiRiFoL13
FLOW
DIVIDER
VALVE
BURNER DRAIN VALVES
MANIFOLD
DRAIN
VALVE
(F-$)
<
I 1
TO DRAIN COLLECTOR TANK

QHS019BK
Figure 4-23.
4-90
Dual Entry Fuel System Schematic (Sheet 2 of 2).
JAN/91
501-KB5 DEc
OPERATION
AND
MAINTENANCE
4-121. PARALLELING VALVE.

NOTE
4-54.
4-122. LOW PRESSURE (LP) FUEL FILTER.
NOTE
4-62.
4-123. PRESSURE RELIEF VALVE.
NOTE
4-66.
4-124. FUEL METERING VALVE (FMV).
NOTE
4-70.
4-125. FUEL SHUTOFF VALVE.
NOTE
4-75.
4-126. FLOW DIVIDER VALVE.
NOTE
4-1oo.
4-127. BURNER DRAIN VALVES.
NOTE
4-86.
JAN/91
4-91
I
4-128. FUEL LINES AND HOSES.
A. All flexible fuel lines furnished with the engine have an inner core
of teflon, protected by one or more layers of protective material and
a braided metal sheath. These hoses are very durable and not prone
to deterioration, however they are susceptible to damage from sharp
bends, kinks, twists and crushing. Evidence of such damage to the
teflon core is difficult to detect. If damage is suspected, the hose
must be replaced or pressure tested.
B. All fuel lines and hoses should be inspected regularly for:
1.
2.
3.
4.
5.
6.
7.
8.
Leaks
Chaffing
Wear Damage coupling nuts (connectors)
Kinks
Twisting
Swelling
Crushing
4-129 FUEL MANIFOLDS (PILOT AND MAIN).

NOTE
For Descri~tion, O~eration, and Maintenance refer to Paragraphs 4-113
to
4-115.
NOTE
4-130. FUEL NOZZLES (DUAL ENTRY).
A. The fuel nozzles are called dual entry because they have two inlet
connections, a pilot and main in et.
B. The dual entry system is more resistance against coking and
contamination when using lower grade fuels. This is done by a coo er
operating nozzle design with larger purging passages, the use of a
flow div;der valve, aid a high flow rnanifoiddrai~ valves.
C. The pilot fuel inlet is used for starting the engine and both, pilot
and main, fuel inlets are used for normal operation of the eng ne.
D. The six (6) dual entry fuel nozzles are flange mounted on pads around
the diffuser.
4-92
JAN/91

501 -KB5 DEC OPERATION MD MAINTENANCE
E. The fuel nozzles pilot fuel is injected from the center orifice
(pilot jet) and main fuel is injected from orifices (main jet) are
located in a circle around the pilot jet. The fuel nozzle directs
compressor discharge air through other passages to improve
atomization and control the pattern of the fuel nozzle discharge
(Ref. Figure 4-24).
F. The purpose of the fuel nozzles is to deliver fuel into the
combustion liners in the correct atomized and directed manner under
variable flow and pressure conditions.
4-132. Removal.
NOTE
Cap
Make
A. Remove the pilot and main fuel manifolds (1 and 2, Figure 4-25) from
the fuel nozzles.
MAINFUELINLET
/
JET
SHROUD
MAINJET1
QHHO09AD
Figure 4-24. Dual Entry Fuel Nozzle.
CAUTION
JAN/91
4-93

B. Remove bolts (3), fuel nozzle (5), and gasket (4), using care to
C. Install protective caps on the pilot and main inlet fittings and
place removed fuel nozzle n a protective storage case.
D. Repeat Steps 1., 2., and 3
to remaining fuel nozzles.
4-133. Inspection.
CAUTION
NOTE
A. Visually inspect for excessive carbon accumulat on on the fuel
nozzles.
B. Replacement of individual fuel nozzles is not allowed. A complete
bench test is necessary to accurately determine which fuel nozzle(s)
of the six are deficient. The fuel nozzles are changed in sets of six
(6). The flow divider valve should be replaced and sent with the
fuel nozzles for repair and calibration.
NOTE
normal.
If there is no visible damage or hot spots in the associated
disturbed.
C. Replace or clean the fuel nozzles if excessive smokincl occurs from
the exhaust or if carbon buildup appears to be restri~ting or
D. Warpage of the fuel nozzle air shroud or worn places through the wear
coating to the bare metal along the axia portion of the air shroud
the fuel nozzle must be replaced.
4-94
JAN/91

E. Any damage to the spray tip or main jets which changes fuel flow
characteristics or to the shroud which changes air flow
4-134. Cleaninq.
CAUTION
CAUTION
INTERNAL CLEANING OF THE FUEL NOZZLES EXCEPT AT A REPAIR CENTER IS
IMPRACTICAL BECAUSE OF THE NEED FOR A QUALIFIED TECHNICIAN SPECIALIZED
NOTE
A. Connect clean, dry shop air to each fuel inlet fitting (pilot and
main). Maintain a steady flow of air while cleaning.
CAUTION
CAUTION
SCRAPING MOTION SHOULD BEGIN NEAR AN ORIFICE AND MOVE AWAY SO THE CARBON
FALLS FREE OF THE FUEL NOZZLE. MUCH CARE SHOULD BE TAKEN NOT TO PUSH
CARBON INTOAN ORIFICE.
JAN/91
4-95

501-KB5 DEC OPERATION AND MAIN ILNANLt
CAUTION
CAUTION
CARBON LOOSE.
CAUTION
FUEL NOZZLES MUST BE REPLACED IN A MATCHED SET. DO NOT MIX FUEL
NOZZLES WITH DIFFERENT FLOW CHARACTERISTICS SUCH AS NEW AND USED FUEL
NOZZLES OR THOSE OF DIFFERENT PART NUMBER EVEN THOUGH THEY PHYSICALLY
FIT. UNBALANCED FLOWS CAN CAUSE EXTENSIVE TURBINE DAMAGE.
/1
ill
i
PILOT FUEL MANIFOLD

~: MAIN FUEL MANIFOLD
3.
BOLT(4)
4. GASKET
5. FUEL NOZZLE
f
\
6
0
b
Figure 4-25.
4-96
QHH088XD
Removal and Installation of Dual Entry Fuel Nozzles.
JAN/91

. . . ----- . - ..
bolts (3) . Torque bolts to 70-85 lb in. (7-9-9.6 Nom). Lockwire
bolts.
c. Install main fuel manifold (2) and torque coupling nut to 200-250 lb
in. (22.6 -28.2 Nom).
D. Install pilot fuel manifold (1) and torque coupling nut to 80-120 lb
in. (9.0 -13.5 Nom).
E. Repeat Steps A. thru D. for remaining fuel nozz es.
F. Preform an operational and leakage check.
4-136. MANIFOLD DRAIN VALVES.
A. The fuel system has two manifold drain valves (main and pilot), one
for each manifold. They are mounted off the engine. Their purpose is
to drain any fuel remaining in the fuel nozzles or manifolds when the
engine is shutdown. The manifold drain valves are energized open
simultaneously with the closing of the fuel shutoff valve.
B, The pilot manifold drain valve inlet tees into the pilot fuel
manifold. The main manifold drain valve connects to the main fuel
manifold. Both manifold drain valve outlets are connected to a drain
tube which has a single outlet fitting. The drain tube outlet should
be connected to a drain collector tank. The manifold drain valves are
spring-loaded to the closed position and solenoid actuated to open by
command of the control system.
C. The control system opens the manifold drain valves immediately upon
are held open until 2200 engine rpm. After shutdown, the manifold
drain valves are held open by a timer for 30 seconds, unless an
emergency restart is required. NOTE
It is essential that the fuel manifold drains have little or no back
pressure. For this reason, the drain line must not have kinks or other
restrictions. The fluid in the drain tank(s) must not create a head
pressure caus ng a back pressure on the drain system.
JAN/91
4-97

4-138. Removal.
NOTE
. Make sure fuel and electrical systems are OFF and remain OFF until
Refer
4-139.
to OEM Manual for removal.
Installation.
NOTE
Refer to OEM Manual for installation.
4-140.
DUAL ENTRY FUEL WATER INJECTION SYSTEM.

A. Water injection is used to cool the combustion flame temperature of
the engine reducing exhaust emissions.
B. Requirements for the water injection system is a packaged water
injection system, a check valve, and dual fuel nozzles replaces the
dual entry fuel nozzles (Ref. Figure 4-20).
C. For Maintenance reter to OEMs Manual(s).
D. For dual fuel nozzles description, operation, and maintenance refer
to Paragraphs 4-107 through 4-112.
4-142. DUAL FUEL SYSTEM.
4-143. DESCRIPTION AND OPERATION.
A. The dual fuel system will permit normal engine operation on either
gaseous fuel or liquid fuel.
B. The control system meters either gaseous fuel or liquid fuel and will
allow making a crossover from one fuel system to the other fuel
system without shutting down the engine (Ref. Figure 4-26).
C. The dual fuel system is an explosion proof system and many of the
dual fuel system components are not mounted on the engine.
D. Some of the normal engine components are mounted off engine on a
remote RAFT and electrical motor driven liquid fuel pump.
4-98
JAN/91

E. Optional packaged water injection system may be installed.
F. The dual fuel system liquid fuel will be covered in Paragraphs 4-144
to 4-212.
G. The dual fuel system gaseous fuel will be covered in Paragraphs 4-213
to 4-236.
4-144. LOW PRESSURE (LP) FUEL FILTER ASSEMBLY.
4-145. Descrir)tion and ODeration.
A. The purpose of the LP fuel filter assembly is to filter incoming
liquid fuel. Normal filtration is 10 microns, 20 micron absolute
through a paper pleated filter.
B. The filter element should be changed if the pressure differential
across the filter element is more than 5 psid (34.5 kPad).
C. The LP fuel filter assembly is mounted off the engine with liquid
fuel pump and HP filter assembly as an assembly.
4-146. Filter Element Removal.
NOTE
Provide containers to catch fuel drainage and cap all openings to

prevent contamination.
A. Remove case (17, Figure 4-27), spring (18), filter element (19)
gasket (20) and O-ring (21) from head assembly (22). Discard gasket
and O-ring.
NOTE
Filter element may required to send a Major Repair Center if
contamination is found for further investigation. If required, place
filter element in a clean plastic bag.
B. Inspect filter element (19) and case (17) for contamination.
C. If required, discard filter element (19) after inspection.
JAN/91
4-99

REFERENCE DESIGNATORS TO FIGURE 4-26
F = FUEL
F- 1
F- 3
F- 6
F- 7
F- 8
F-15
F-16
F-17
F-22
F-37
F-39
F-52
LIQUID FUEL INLET

BURNER DRAIN VALVE DRAINS
FUEL FILTER INLET PRESSURE
FUEL FILTER OUTLET PRESSURE
FUEL BYPASS AND RELIEF RETURN
MANIFOLD DRAIN VALVES OUTLET
LIQUID FUEL HIGH PRESSURE FILTER OUTLET
LIQUID FUEL CHECK VALVE INLET
MANIFOLD PRESSURE (GASEOUS)
PILOT MANIFOLD PURGE VALVE
MAIN MANIFOLD PURGE VALVE
GASEOUS FUEL MANIFOLD INLET
R = RAFT
R- 1
R- 2
R- 3
R- 4
R- 5
R- 6
R- 7
R- 8
R- 9
R-10
R-n
R-12
R-13
R-14
R-15
R-16
R-17
LIQUID FUEL BYPASS AND RELIEF RETURN

LIQUID FUEL PARALLELING CONTROL VALVE OUTLET
AIR SUPPLY TO RAFT
PRESSURE AT LIQUID FUEL METERING VALVE OUTLET
PURGE GAS PRESSURE
GAS PURGE SHUTOFF VALVE OUTLET
GAS PURGE SHUTOFF VALVE OUTLET
LIQUID FUEL SUPPLY PRESSURE (FROM FUEL PUMP)
LIQUID FUEL SUPPLY PRESSURE
LIQUID FUEL SUPPLY PRESSURE
LIQUID FUEL BYPASS VALVE OUTLET
LIQUID FUEL SHUTOFF UNLOAD VALVE OUTLET
LIQUID FUEL TO ENGINE
GAS SUPPLY PRESSURE
METERED GAS TO ENGINE
GASEOUS FUEL METERING VALVE FILTER INLET
RAFT INTERFACE CONNECTION
4-147. Filter Element Installation.

A. Wet O-ring (21, Figure 4-27) and gasket (20) with clean engine oil.
B. Install gasket (20) and O-ring (21) in head assembly (22).
c. Place spring (18) and filter element (19) in case (17). Install
assembled case, aligning filter element, on head assembly. Tighten
and lockwire case.
4-1oo
JAN/91

m
LJOUID FUEL
SUPPLY TANK
_~17
CHECK
VALVE
El
El
..
/
FUEL
PUMP
wL&
_
FILlsn
WIl
-El
SYMEOLS
N.C.
NORMAL CLOSED
N.O.
NORMA OPEN
P/s
PREsSURE SWITCH
SIo
SHUTOFF
c1
PG >
d
R-14
<
LESS THAN
>
MORE 11w
OPSN
10 PSIG
(69 $7AGl
---{+5?
OPEN
>20P9G
(136
KPAGl
~y
P/s
LIOUID FUEL
GASEOUS FUEL
CONTROL AIR
GAGE CONNECTION POINT
Figure
4-26.
G4SELIS FUEL SUPRV
Dual Fuel System Schematic (Sheet 1 of 2).
4-101
JAN/91
WEL
FILTER

I
I
- ~
LIOIAD
PAOT
MAJN
0-
1
:-
r*&.
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fmspp
r-
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, J,=. rl
N.C.
NC.
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~Eal
SNUTOFF VAMS
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---
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VAL VES N.C.
%7-
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--0---
6-- -- G--- ----------1
s
IG
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+-&---------- d--.. ------4.. - . . ..---.-. A\
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R.15
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h
-t=
El-\
I
I
a--
J
ow FUEL
RAFT
DRAW
VALVE
QHS037AK
Wl VALVE
Figure 4-26.
4-102
Dual Fuel System Schematic (Sheet 2 of 2).

4-148. Removal .
NOTE
Provide containers to catch fuel drainage and cap all openings to

A. Remove liquid fuel inlet hose (1, Figure 4-27).
B. Remove fuel filter inlet gage pressure hose (2).
c. If required, remove adapter (23) and LP filter assembly (16) from
filter to pump tube (24).
D. If required, remove bolts (6), lockwasher (7), washers (8), and LP
filter assembly (16) from adapter (23). Remove and discard gasket
(9)0
E. If required, remove bolts (12), lockwashers (13), and assembled
~~~~ter (15) from LP filter assembly (16). Remove and discard O-ring
.
F. If required, remove union (10) and O-ring (11) from adapter (15).
Discard O-ring.
G. If required, remove fuel filter outlet gage pressure hose (3) and
fuel bypass and relief return hose (4) from filter to pump tube (24).
H. If required, remove fuel bypass and relief return hose (4) from
filter to pump tube (24).
.
1. If required, remove filter to pump tube (24) from union (43).

A. If required, install filter to pump tube (24, Figure 4-27) to union
(43). Retain union from turning, align tube, and torque tubes
coupling to 1200-1500 lb in. (135 6-169.4 Nm).
B. If required, install fuel bypass and relief return hose (4) to filter
to pump tube (24). Torque hoses coupling nut to 660-780 lb in.
(74.6 -88.1 N+m),
C. If required, install fuel filter outlet pressure hose (3) to filter
to pump tube (24). Torque hoses coupling nut to 80-120 lb in.
(9.0 -13.5 Nom).
JAN/91
4-103
AllisonEngi neCompany

KEY TO FIGURE 4-27.
10
2.
3.
4.
5.
6.
7.
8.
9.
:!:
i::
14.
15.
16.
&
:::
21.
22.
23.
&
LIQUID FUEL INLET HOSE

FUEL FILTER INLET GAGE PRESSURE HOSE
FUEL FILTER OUTLE- GAGE PRESSURE
HOSE
FUEL BYPASS AND RELIEF RETURN HOSE
LIQUID FUEL HP FILTER OUTLET HOSE
BOLT (4)
LOCKWASHER (4)
WASHER (4)
GASKET
UNION
PACKING (O-RING)
BOLT (4)
LOCKWASHER (4)
PACKING (O-RING)
ADAPTER
LP FILTER ASSY
CASE
SPRING
FILTER ELEMENT
GASKET
PACKING (O-RING)
HEAD ASSY
ADAPTER
FILTER TO PUMP TUBE
NUT
PACKING (O-RING)
i;: UNION
29. HP FILTER ASSY
B
O
W
L
:;:
FILTER ELEMENT
PACKING (O-RING)
HEAD ASSY
34. INDICATOR
35. BOLT (6)
36. LOCKWASHER (6)
37. WASHER (6)
38. SCREW (2)
39. FLEXIBLE COUPLING
KEY
:;: UNION
UNION
::: PACKING (O-RING)
45. FUEL PUMP ASSY
KEY
:!: BOLT (4)
48. LOCKWASHER (4)
49. WASHER (4)
50. MOUNT ASSY
51. MOTOR ASSY
:$
D. If required, install O-ring (14) and adapter (15) to LP filter

assemblys head (22), secure with lockwashers (13) and bolts (12).
Torque bolts to 70-85 lb in. (8.0-9.6 Nom).
E. If required, install O-ring (11) on union (10) and install union in
adapter (15). Torque union to 55-80 lb in. (6.3-9.0 Nm).
F. If required, install gasket (9) and adapter (23) to LP filter
assemblys head (22), secure with washers (8), lockwashers (7), and
bolts (6). Torque bolts to 70-85 lb in. (8.0-9.6 Nm).
G. Install assembled LP filter assembly (16) to filter to pump tube (24)
at adapter (23). Align and retain LP filter assembly in position
record on removal. Torque tubes coupling nut to 1200-1500 lb in.
(135.6 -169.4 Nom).
H. Install fuel filter inlet pressure hose (2) to union (10). Torque
hoses coupling nut to 80-120 lb in. (9.0-13.5 N-m).
I. Install liquid fuel inlet hose (1) to adapter (15). Torque hoses
4-104
JAN/91
501-KB5 DEC OPERATION AND
/ n /
9
+
11
1,>>$13
10
12
L2
QHH089XA
Figure 4-27.
JAN/91
Off Engine Mounted Liquid Fuel Pump and Filter Assemblies.
4-105

4-150. HIGH PRESSURE (HP) FUEL FILTER ASSEMBLY .
A. The HP fuel filter assembly is located in liquid fuel system between
the off engine mounted fuel pump and fuel metering valve of the RAFT.
B. The HP fuel filter assembly has a cleanable wire mesh filter element
with filtration rating of 40 microns absolute.
C. The HP fuel filter assembly has no bypass and if the filter element
became clogged the engine will not operate on liquid fuel. A
mechanical indicator (34, Figure 4-27), located on the HP fuel filter
assemblys head, will indicate the filter element is becoming clogged
if the differential pressure drop is more than 45 psid (310.5 kPag).
Normal clean differential pressure drop is not more than 7 psid (48.3
kPad).
4-152. Filter Element Removal.
A. Remove bowl (30, Figure 4-27), filter element (31), and O-ring (32)
from head assembly (33). Discard O-ring.
B. Inspect bowl (30) and filter element (31) for contamination.
4-153. Cleaning.
A. Clean filter element (31, Figure 4-27) and bowl (30) with cleaning
solvent, P-D-680-2.
B. Allow filter element (31) and bowl (30) to air dry. Inspect both for
damage.
4-154. Filter Element Installation.
A. Install O-ring (32, Figure 4-27), filter element (31), and bowl (30)
to head assembly (33).
B. Torque bowl (30) to 180-240 lb in. (20.3-27.1 Nom) and lockwire
bowl to head assembly.
c. Perform operation and leakage test.
4-155. Removal.
A. Remove liquid fuel HP filter outlet hose (5, Figure 4-27) from union
(27) .
4-106
JAN/91
I
NOTE
Record position of HP filter assembly for installation.
B. Loosen nut (25) and remove HP filter assembly (29) from union (41).
C. If required, remove union (27) and O-ring (28) from HP filter
assembly. Discard O-ring.
A. Install O-ring (28, Figure 4-27) on union (27) and install union in
HP filter assembly (29) outlet. Torque union to 200-300 lb in.
(22.6 -33.8 Nom).
B. If required, install nut (25) and O-ring (26) on union (41).
c. Install HP filter assembly (29) on union (41) to position recorded on
removal. Tighten nut (25).
D. Install liquid fuel HP filter outlet hose (5) to union (27). Torque
hoses coupling nut to 200-300 lb in. (22.6-33.8 Nm).
E. Perform operation and leakage test.
4-157. LIQUID FUEL PUMP.
4-158. Descri~tion and ODeration.
A. The electric motor driven liquid fuel pump is the main fuel pump for
the liquid fuel system.
B. The minimum flow rate is 12 gpm (45.4 Lpm) at 500 psig (3450 kPag)
and 80F (26.7C) fuel inlet temperature at 1800 rpm electric motor
speed.
4-159. Removal.
A. Remove LP filter assembly (16, Figure 4-27) and filter to pump tube
(24) per Paragraph 4-148.
B. Remove HP filter assembly (29) per Paragraph 4-155.
C. On fuel pump side, loosen screw (38) through bottom slot on mount
assembly (50).
D. Remove bolts (35), lockwashers (36), washers (37), and assembled fuel
pump assembly (45).
JAN/91
4-107

E. If required, remove union (41) and O-ring (42) from fuel pump
assembly (45). Discard O-ring.
F. If required, remove union (43) and O-ring (44) from fuel pump
assembly (45), Discard O-ring.
G. If required, remove bolts (47), lockwashers (48), washers (49), and
mount assembly (50) from motor assembly (51).
H. If required, loosen screw (38) on motor side and remove flexible
coupling (39).
I. If required, remove keys (40 and 46) from motor assembly and pump
assembly.
A. If required, install key (46, Figure 4-27) and flexible coupling (39)
on motor assembly (51). Torque screw (38) on motor side to 75-90 lb
in. (8.5 -10.1 Nm).
B. Install mount assembly (50) on motor assembly (51) and secure with
washers (49), lockwashers (48), and bolts (47). Torque bolts to
400-470 lb in. (45.2-53.1 Nom).
c. If required, install O-ring (44) on union (43) and install union on
fuel pump assembly (45). Torque union to 780-1020 lb in. (88.2-115.2
Nm),
D. If required, install O-ring (42) on union (41) and install union on
fuel pump assembly (45). Torque union to 420-600 lb in. (47.5-67.7
Nom).
E. If required, install key (40) in fuel pump assembly (45) drive shaft
slot.
F. Install assembled fuel pump assembly (45) aligning flexible coupling
(39) with key (46) and secure with washers (37), lockwashers (36),
and bolts (35). Torque bolts to 400-700 lb in. (45.2-53.1 N-m).
G. Through the bottom slot on the mount assembly, on the fuel pump side,
torque screw (38) to 75-90 lb in. (8.5-10.1 N-m), making sure the
key (40) is align in fuel pump assemblys drive shaft slot.
H. Install HP filter assembly (29) per Paragraph 4-156.
I. Install LP filter assembly (16) and filter to pump tube (24) per
Paragraph 4-149.
J. Perform operation and leakage test.
4-108
JAN/91

4-161. LIQUID FUEL METERING VALVE (FMV).
4-162. Descrir)tion and Operation.
A. The liquid fuel metering valve (FMV) is located on the RAFT and
meters the liquid fuel to the engine in accordance with voltage
commands from the control system, also includes a differential
pressure regulator to maintain a constant pressure across the FMV by
bypassing the excess fuel back to the liquid fuel pump inlet, while
operating on liquid fuel.
B. The FMV is a flapper type valve which is positioned by a proportional
solenoid assembly with integral servo system. The FMV is positioned
as a function of the input command voltage (O to 5 volts) from the
control system. A feedback output voltage from a linear variable differential transformer (LVDT) proportional to FMV position (metering
area) develops a O to -5 volts position analog. The position signal
is compared to the O to 5 volts input command signal. If the
position feedback does not compare to the input command signal from
the control system, the current in the proportional solenoid is
varied until the position signal equals the command input. If the
position and/or feedback signal varies more than 0.5 vdc from each
other, a fuel system malfunction will occur.
4-163. Removal.
CAUTION
NO FIELD ADJUSTMENTS TO THE FMV IS ALLOWED. DAMAGE MAY OCCUR FROM A
MALFUNCTION AND/ORMISADJUSTED FMV.
NOTE
installation is completed. -
Have container to catch fuel leakage.
Cap all hoses and ports to prevent contamination.

A. Remove the seven electrical leads 1, Figure 4-28) at the e ectrical
junction box terminals 35, 36, 37, 38, 39, 40, and 41 (Ref. Figure
4-29) .
B. Remove fuel supply tube (2, Figure 4-28) from FMV (10 .
c. Remove fuel bypass tube (3) from FMV (10).
D. Remove metered fuel tube (4) from FMV (10).
E. Remove bolts (5), lockwashers (6), and FMV (10) from RAFT bracket.
F. If required, remove adapters (7, 8, and 9) from FMV (10).
JAN/91
4-109
AHlson Engine Company

KEY TO FIGURE 4-28.
i
3.
4.
::
;:
9.
10.
11.
12.
13.
k
16.
17.
18.
ELECTRICAL LEAD (7)

FUEL SUPPLY TUBE
FUEL BYPASS TUBE
METERED FUEL TUBE
BOLT (4)
LOCKWASHER (4)
SUPPLY FUEL ADAPTER
BYPASS FUEL ADAPTER
METERED FUEL ADAPTER
FMV
ELECTRICAL LEAD (2)
TEE
PRESSURE GAGE TUBE
PRESSURE SWITCH TUBE
BYPASS VALVE TUBE
SHUTOFF VALVES TUBE
104~T7~)(2)
LOCKWASHER (4)
;:: FUEL SHUTOFF VALVE
ELECTRICAL LEAD (2)
& METERED FUEL TO
ENGINE TUBE
23. AIR SUPPLY TUBE
24. BOLT (3)
25. LOCKWASHER (3)
26. ADAPTER (2)
27. AIR ADAPTER
28. BALL TYPE FUEL
SHUTOFF VALVE
29. ELECTRICAL JUNCTION
BOX
30. RELIEF VALVE TUBE
31. RELIEF AND BYPASS
RETURN TUBE
32. SOCKET HEAD
SCREW (2)
33. RETAINER
ADAPTER
% TEE
36. PRESSURE RELIEF
VALVE
37. PARALLEL AIR CONTROL
VALVE
38. GASEOUS PURGE
TUBE (2)
39. GASEOUS U TUBE
40. SOCKET HEAD SCREW
(8)
41. LOCKWASHER (8)
4-110
42.
43.
44.
45.
:!:
48.
49.
50.
51.
52.
53.
54.
55.
:!:
58.
59.
60.
61.
62.
63.
64.
:;:
67.
:::
70.
;;:
73.
;::
76.
77.
78.
79.
80.
CROSSOVER TUBE
TEE (3)
ADAPTER
GASEOUS FUEL PURGE
VALVE (2)
OUTLET BYPASS TUBE
SOCKET HEAD SCREW
(4)
LOCKWASHER (4)
ADAPTER (2)
OUTLET BYPASS VALVE
TEE
INCOMING FUEL SUPPLY
TUBE
HEATING BYPASS TUBE
SOCKET HEAD SCREW
(4)
LOCKWASHER (4)
ADAPTER
ADAPTER
HEATING BYPASS VALVE
LIQUID FUEL PRESSURE
SWITCH
GASEOUS FUEL SUPPLY
HOSE
ELBOW
GASEOUS FUEL FILTER
INLET PRESSURE TUBE
BOLT (4)
LOCKWASHER (4)
GASKET
NUT
PACKING (O-RING)
ADAPTER ASSEMBLY
HEX HEAD SCREW (2)
LOCKWASHER (2)
RETAINER
NUT
PACKING (O-RING)
GASEOUS FUEL FILTER
GASEOUS FUEL
MANIFOLD HOSE
ELBOW
GASEOUS FUEL TO TEE
TUBE
GASEOUS FUEL FILTER
OUTLET PRESSURE TUBE
PRESSURE SWITCH AND
GAGE TUBE
HEX HEAD SCREWS (3)
81.
82.
83.
84.
85.
86.
87.
88.
89.
90.
91.
92.
93.
94.
95.
;!:
98.
99.
100.
101.
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.
LOCKWASHERS (3)
HEX HEAD SCREWS (4)
LOCKWASHERS (4)
FLANGE
GASKET
OUTLET ADAPTER
HEX HEAD SCREW (4)
LOCKWASHER (4)
GASKET
CHECK VALVE
HEX HEAD SCREW (4)
LOCKWASHER (4)
GASKET
GASEOUS FMV
HEX HEAD SCREW (2)
LOCKWASHER (2)
ADAPTER (2)
DIFFERENTIAL
PRESSURE SWITCH
GASEOUS - PRESSURE
SWITCH TUBE
GASEOUS FUEL
PRESSURE SWITCH
HOSE CONNECTIONS
LIQUID FUEL BYPASS
AND RELIEF
AIR TO PARALLEL
VALVE (NORMALLY
CAPPED)
AIR SUPPLY
LIQUID FUEL PRESSURE
GAGE
GASEOUS FUEL PURGE
PRESSURE GAGE
GASEOUS FUEL PURGE
GASEOUS FUEL PURGE
LIQUID FUEL SUPPLY
LIQUID FUEL SUPPLY
PRESSURE GAGE
LIQUID FUEL TO
ENGINE PRESSURE GAGE
LIQUID FUEL TO HEAT
EXCHANGE OR PUMP
INLET
LIQUID FUEL TO PUMP
INLET
LIQUID FUEL TO
ENGINE
GASEOUS FUEL
PRESSURE GAGE
JAN/91

DEC OPERATION AND MAINTENANCE
o
1
&
r015
&iiiFr6
,9,
/3 6FGfkl
El===
1
13-
3 0 \
15-
3 4 \
43
[F,
42
!5 40
A 41 /43
A/
32
33 1=
3 6 _
35
53
I
I
Cl+
101 102
r+
103 104
105
106
107
108 109
Figure 4-28.
JAN/91
Mounted Components (Sheet 1 of 2).
4-111
11[

501-KB5 DEC OPERATION AND
29
(CJ
\\
Q
c)
100
\
79
II
22
59
\
66 I
7A
169
70
71 72
73 61
rn
I*
1,
C)
::
ti
d4!lwh? 2T
. --- - 1
i
6
60
-.- 3---:
.+?)
*!-!
Iil
li2
li3
,
94
i
99
lb+
I
li4
Figure 4-28.
95
96
7CJ
I
75
f%
RAFT Mounted Components (Sheet 2 of 2).

1
SPARES
:1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
(~
BLUE
BROWN
RED
GAS FUEL VALVE INLET PRESSURE SWITCH POWER (+)

}
1-
LtQUIDFUELSHUTOFF VALVES(2)POWER(+)
LIOUIDFUELBYPASS ANDUNLOADVALVES POWER(+)
GAS FUELPURGEVALVES (2)POWER(+)
LIQUID FUEL PARALLEL VALVE POWER (+)
PRESSURE SWITCHES (3) GROUND (-)
LKIUID FUEL SHUT OFF VALVES (2) RETURN (-)
L~UID FUEL BYPASS AND UNLOAD VALVES RETURN (-)
GAS FUEL PURGE VALVES (2) RETURN (-)
LK)UID FUEL PARALLEL VALVE RETURN (-)
34 *
35
36
37
38
39
1
40 [
41 ~+
42
43
44
45
46
47
48V
49
50
51
B-
BROWN
YELLOW
GREEN
VIOLET
BLUE
RED
ORANGE
BROWN
YELLOW
GREEN
VIOLET
. BLUE
--.
BLUE
BROWN
RED
Figure 4-29.
JAN/91
LIQUIDFUELSHUTOFF VALVEINLET
PRESSURESWITCHPOWER (+)
1
1\
LK2UID FMV
GAS FMV
GAS FMV INLET FILTER AP SWITCH POWER +)

QHS043XA
RAFT Junction Box Terminals.
4-113

A. If required, install metered fuel adapter (9, Figure 4-28) on FMV
(lo). Torque adapter to 300-450 lb in. (33.9-50.8 Nom).
B. If required, install bypass fuel adapter (8) on FMV (10). Torque
adapter to 200-300 lb in. (22.6-33.8 N-m).
c. If required, install supply fuel adapter (7) on FMV. Torque adapter
to 420-600 lb in. (47.5-67.7 Nom).
D. Install assembled FMV (10) to RAFT bracket and secure with
lockwashers (6) and bolts (5). Torque bolts to 120-150 lb in.
(13.6 -16.9 N-m).
E. Install metered fuel tube (4) to metered fuel adapter (9). Retain
adapter from moving and torque tubes coupling nut to 475-575 lb in.
(53.7 -64.9 N-m).
F. Install bypass fuel tube (3) to bypass fuel adapter (8). Retain
adapter from moving and torque tubes coupling nut .to 325-400 lb in.
(36.8 -45.1 N-m).
G. Install supply fuel tube (2) to supply fuel adapter (7), Retain
adapter from moving and torque tubes coupling nut to 660-780 lb in.
(74.6 -88.1 N$m).
H. Connect seven electrical leads (1) to electrical junction box
terminals as follows (Ref. Figure 4-29):
1. Brown lead to terminal 35.
2. Yellow lead to terminal 36.
3. Green lead to terminal 37.
4. Violet lead to terminal 38.
5. Blue lead to terminal 39.
6. Red lead to terminal 40.
7. Orange lead to terminal 41.
I. Using 5/16 (0.3125) inch Allen wrench loosen bleed plug and motor
engine to bleed air from fuel system. Tighten bleed plug.
J. Perform operation and leakage test,
4-114
JAN/91

4-165. LIQUID FUEL SHUTOFF VALVE.
4-166. Descrir)tion and Ot)eration.
A. The fuel shutoff valve is located between the FMV and ball type fuel
shutoff valve on the RAFT.
B. The fuel shutoff valve is a normally closed electrical solenoid
operated valve.
C. The fuel shutoff valve electrical power is controlled by the control
system. During the starting cycle, at 2200 engine rpm, electrical
power from the control system is sent to open the fuel shutoff
valve. The fuel shutoff valve will close whenever electrical power
is removed by the shutdown circuits of the control system.
D. The purpose of the fuel s! utoff is to control the metered fuel to the
ball type fuel shutoff va- ve. The fuel shutoff valve provides the
means of a quick shutdown of the engine operation by stopping the
metered fuel flow.
4-167. Removal.
NOTE
Have a container to catch fuel leakage.
A. Remove the two electrical leads (11, Figure 4-28) at the electrical
junction box terminals 25 and 30 (Ref. Figure 4-29).
B. Remove metered fuel tube (4, Figure 4-28) at tee (12).
C. Remove pressure gage tube (13) at tee (12).
D. Remove pressure switch tube (14) at tee (12).
E. Remove bypass valve tube (15) at tee (12).
F. Remove shutoff valves tube (16) from fuel shutoff valve adapter (17).
G. Remove bolts (18), lockwashers (19), and assembled fuel shutoff valve
(20) from RAFT bracket.
JAN/91
4-115

NOTE
H. If required, remove adapters (17) and tee (12) from fuel shutoff
valve (20).
A. Install adapters (17, Figure 4-28) in fuel shutoff valve (20) on each
end. Torque adapter to 200-300 lb in. (22.6-33.8 Nm).
B. Install tee (12) on fuel shutoff valve inlet side to position
recorded on removal.
c. Install assembled fuel shutoff valve (20) to RAFT bracket and secure
with lockwashers (19) and bolts (18). Torque bolts to 60-65 lb in.
(6.8-7.3 Nom).
D. Install shutoff valves tube (16) to fuel shutoff valve outlet adapter
(17)0 Retain adapter from turning and torque tubes coupling nut to
325-400 lb in. (36.8-45.1 N*m).
E. Install bypass valve tube (15) to tee (12). Retain tee from turning
and torque tubes coupling nut to 325-400 lb in. (36.8-45.1 Nm).
F. Install pressure switch tube (14) to tee (12). Retain tee from
turning and torque tubes coupling nut to 35-40 lb in. (4.0-4.5
Nm).
G. Install pressure gage tube (13) to tee (12). Retain tee from turning
and torque tubes coupling nut to 35-40 lb in. (4.0-4.5 Nom).
H. Install metered fuel tube (4) to tee (12). Retain tee from turning
and torque tubes coupling nut to 325-400 lb in. (36.8-45.1 Nm).
I. Connect the two electrical leads (11) to electrical junction box
terminals as follows (Ref. Figure 4-29):
1. Power (+) to terminal 25.
2. Return (-) to terminal 30.
J. Perform operation and leakage test.
4-169. LIQUID FUEL SHUTOFF VALVE (BALL TYPE).
A. The ball type fuel shutoff valve is located between the quick acting
fuel shutoff valve and the liquid fuel to engine outlet on the RAFT.
4-116
JAN/91

B. The ball type fuel shutoff valve is a normally positive closed
electrical solenoid operated valve.
C. The ball type fuel shutoff valve electrical power is controlled by
the control system. During the starting cycle, at 2200 engine rpm,
electrical power from the control system is sent to open the ball
type fuel shutoff valve. The ball type fuel shutoff valve will close
whenever electrical power is removed by the shutdown circuits of the
control system.
D. The purpose of the ball type fuel shutoff valve is to control the
metered fuel and to provide a positive liquid fuel shutoff to the
engine. The ball type fuel shutoff valve is slow acting positive
closed and the other fuel shutoff valve is quick acting to the closed
position, but can allow some fuel seepage. The ball type fuel
shutoff valve will assure no liquid fuel seepage to the engine when
operating on gaseous fuel.
4-171. Removal.
NOTE
Cap
Have

a container to catch fuel leakage.
Make
A. Remove electrical leads (21, Figure 4-28) at the electrical junction

box terminals 25 and 30 (Ref. Figure 4-29).
B. Remove shutoff valves tube (16, Figure 4-28) from ball type fuel
shutoff valve inlet adapter (26).
c. Remove metered fuel to engine tube (22) from ball type fuel shutoff
valve outlet adapter (26).
D. Remove air supply tube (23) from air adapter (27).
E. Remove bolts (24), lockwashers (25), and assembled ball type fuel
shutoff valve (28) from RAFT bracket.
F. If required, remove inlet and outlet adapters (26) from ball type
fuel shutoff valve (28).
G. If required, remove air adapter (27) from ball type fuel shutoff
valve (28).
JAN/91
4-117

A. If required, install air adapter (27, Figure 4-28) to ball type fuel
shutoff valve (28). Torque adapter to 18-25 lb in. (2.0-2.8 N-m).
B. If required, install adapters (26) to ball type fuel shutoff valve
(28) inlet and outlet parts. Torque adapters to 200-300 lb in.
(22.6 -33.8 Nom).
c. Install assembled ball type fuel shutoff valve (28) to RAFT bracket
and secure will Iockwashers (25) and bolts (24). Torque bolts to
35-40 lb in. (4.0-4.5 Nom).
D. Install air supply tube (23) to air adapter (27). Retain adapter
from turning and torque tubes coupling nut to 35-40 lb in. (4.0-4.5
Nm).
E. Install metered fuel to enqine tube (22) to ball twe fuel shutoff
valve outlet adapter (26).- Retain adap~er from tu~ning and torque
tubes coupling nut to 325-400 lb in. (36.8-45.1 Nom).
F. Install shutoff valves tube (16) to ball type fuel shutoff valve
inlet adapter (26). Retain adapter from turning and torque tubes
G. Connect the two electrical leads (21) to electrical junction box as
follows (Ref. Figure 4-29):
1. Power (+) to terminal 25.
2. Return (-) to terminal 30.
H. Perform operation and leakage test, plug while operating gaseous
fuel, remove liquid metered fuel to engine hose (113, Figure 4-28).
No leakage allow after residue fuel has been drained from hose
connection.
I. Connect liquid metered fuel to enqine (113). Toraue hoses cou~linq
.
nut to 325-400 lb in. (36.8-45.1 ~-m).
4-173. FLOW DIVIDER VALVE.
4-174. Descrir)tion and Or)eration.
A. The flow divider valve of the dual fuel system in mounted on a
bracket at the bottom of the engine compressor section.
B. In the liquid fuel flow path, the flow divider valve is located
between the ball type fuel shutoff and the fuel manifolds (pilot and
main).
4-118
JAN/91

C. Liquid fuel entering the flow divider is routed to the pilot and main
fuel manifolds. The fuel flows into the pilot fuel manifold and then
to the pilot orifices of the fuel nozzles. When the liquid fuel
pressure reaches 150 psig (1035 kPag), a metering valve in the flow
divider valve starts to open, allowing liquid fuel to flow into the
main fuel manifold and then to main orifices of the fuel nozzles.
4-175. Removal.
NOTE

A. Remove RAFT liquid metered fuel to engine hose (1, Figure 4-30) from
check valve (20).
B. Remove cross to check valve hose (2) from check valve (16) and cross
(19).
C. Remove cross to pilot manifold drain valve hose (3) from cross (19).
D. Remove pilot fuel manifold (4) from cross (19).
E. Remove tee to main manifold drain valve hose (5) from tee (28).
F. Remove purge gaseous fuel hose (6) from check valve (23).
G. Remove purge gaseous fuel hose (7) from elbow (15).
H. Remove main fuel manifold (8) from tee (31).
I. Remove bolt (9), washer (10), nut (11), clamp (12), assembled elbow
(15), and check valve (16) .
J. Remove bolt (9), washer (10), nut (11), and assembled flow divider
valve (32) from mounting bracket (48).
NOTE
Record position of tees and cross for installation.
K. Loosen nut (17) and remove nut (17), O-ring (18) and cross (19) from
flow divider valve (19). Discard O-ring.
JAN/91
4-119

KEY TO FIGURE 4-30.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
RAFT LIQUID METERED FUEL TO

ENGINE HOSE
CROSS TO CHECK VALVE HOSE
CROSS TO PILOT MANIFOLD DRAIN
VALVE HOSE
PILOT FUEL MANIFOLD
TEE TO MAIN MANIFOLD DRAIN
VALVE HOSE
PURGE GASEOUS FUEL HOSE
PURGE GASEOUS FUEL HOSE
MAIN FUEL MANIFOLD
BOLT (2)
WASHER (2)
NUT (2)
CLAMP
NUT
PACKING (O-RING)
ELBOW
CHECK VALVE
NUT
PACKING (O-RING)
CROSS
CHECK VALVE
PACKING (O-RING)
UNION
CHECK VALVE
24.
25.
26.
27.
28.
29,
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
PACKING (O-RING) 2)
UNION
NUT
PACKING (O-RING)
TEE
NUT
PACKING (O-RING)
TEE
FLOW DIVIDER VALVE
MANIFOLD DRAIN HOSE
DRAIN VALVES CROSSOVER
DRAIN TUBE
BOLT (4)
NUTS (4)
UNION (2)
MAIN MANIFOLD DRAIN VALVE
BOLT (4)
NUT (4)
UNION
PACKING (O-RING)
REDUCER
PACKING (O-RING)
PILOT MANIFOLD DRAIN VALVE
NUT (4)
MOUNTING BRACKET
L. Remove union (22) and check valve (20) as an assembly from flow
divider valve (32). Discard O-ring (21). If required, remove union
(22) from check valve (20). Discard O-ring (21).
M. Loosen nut (29) and remove assembled tees (28 and 31) from flow
divider valve (32). Remove and discard O-ring (30).
N. If required, loosen nut (13) and remove nut (13), O-ring (14), and
elbow (15) from check valve (16). Discard O-ring.
O. If required, loosen nut (26) and remove nut (26), O-ring (27) and
assembled tee (28) from tee (31). Discard O-ring.
P. If required, remove check valve (23) from union (25). Remove and
discard O-ring (24).
Q. If required, remove union (25) and O-ring (24) from tee (28).
Discard O-ring.
4-120
JAN/91
8
111111/1 )
4
45 44
;-= -*=I
7
t).
JAN/91
4 0
F4?T!3
b,
**
Ii
Figure 4-3o.
Flow Divider and Manifold Drain Valves.

NOTE
Met O-rings with clean eng ne oil.
A. If required, install O-ring (24, Figure 4-30) on union (25) and
install union in tee (28). Torque union to 200-300 lb in. (22.6-33.8
Nom).
B. If required, install O-ring (24) on union (25) and install check
valve (23) on union. Retain union from turning and torque check
valve to 200-300 lb in. (22.6-33.8 Nm).
c. If required, install nut (26) and O-ring (27) on assembled tee (28).
Install assembled tee in tee (31). Do not tighten nut (26) now.
D. If required, install O-ring (21) on union (22) and install union with
O-ring in check valve (20). Torque union to 200-300 lb in.
(22.6 -33.8 Nom).
E. If required, install nut (13) and O-ring (14) on elbow (15) and
install elbow in check valve (16) and clamp (12) on check valve.
Tighten nut (13) now.
F. Install nut (29) and O-ring (30) on assembled tee (31). Install
assembled tee in flow divider valve (32) main manifold outlet, to
position record on removal.
G. Install O-ring (21) on union (22) and install assembled union and
check valve (20) in inlet Dort of flow divider valve. (32).
Toraue
,
union to 200~300 lb in. (22.6-33.8 N-m).
H. Install nut (17) and O-ring (18) on cross (19) and install assembled
cross in flow divider valve (32) pilot manifold ou- let, to position
record on removal. Do not tighten nut (17) now.
I. Install assembled flow divider valve [32) to mount ng bracket (48),
secure with bolts (9), washers (10), ~ndnuts (11) with assembled
check valve (16) clamp (12) installed on rear bolt. Torque nuts to
74-89 lb in. (8.4-10.0 Nom).
J. Install main fuel manifold (8) to tee (31). Retain tee from turning
and torque hoses coupling nut to 80-120 lb in. (9.0-13.5 N-m).
Tighten nut (13) now.
K. Install purge gaseous fuel hose (7) to elbow (15). Retain elbow from
Nm). Tighten nut (13) now.
L. Install purge gaseous fuel hose (6) to check valve (23). Retain
check valve from turning .and torque hoses coupling nut to 325-400 lb
in. (36.8 -45.1 Nom).
4-122
JAN/91

M, Install tee to main manifold drain valve hose (5) to tee (28).
Retain tee from turning and tor-que hoses coupling nut to 325-400 lb
in. (36.8 -45.1 Nom). Tighten nuts (26 and 29) now.
o. Install pilot fuel manifold (4) to cross (19). Retain cross from
turning and torque pilot fuel manifold coupling nut to 80-120 lb in.
(9.0 -13.5 Nm).
P. Install cross to pilot manifold drain valve hose (3) to cross (19).
Retain cross from turning and torque hoses coupling nut to 80-120 lb
in. (9.0 -13.5 Nom).
Q. Install cross to check valve hose (2) to check valve (16). Retain
check valve from turning and torque hoses coupling nut to 80-120 lb
in. (9.0 -13.5 Nom).
R. Install cross to check valve hose (2) to cross (19). Retain cross
from turning and torque hoses coupling nut to 80-120 lb in.
(9.0 -13.5 Nom). Tighten nut (17) now.
s. Install liquid metered fuel RAFT to engine hose (1) to check valve
(20) . Retain check valve from turning and torque hoses coupling nut
to 325-400 lb in. (36.8-45.1 Nom).
T. Perform an operation and leakage test.
4-177. MANIFOLD DRAIN VALVES (PILOT AND MAIN).
4-178. Description and Ot)eration.
A. The liquid fuel system has two manifold drain valves (a main and a
pilot), one for each fuel manifold. They are mounted on a bracket
near the bottom of the compressor section. Their purpose is to drain
any liquid fuel remaining in the fuel nozzles or manifolds when the
engine is shutdown. The manifold drain valves are energized open
simultaneously with the closing of the fuel shutoff valve.
B. The pilot manifold drain valve inlet tees into the pilot fuel
manifold. The main manifold drain valve tees into the main fuel
manifold.
Both manifold drain valve outlets are connected to a
crossover drain tube which has a single outlet fitting. The drain
tube outlet should be connected to a drain collector tank. The
manifold drain valves are spring-loaded to the closed position and
electrical solenoid actuated to open by command of the control
system.
c
JAN/91
The control system opens the manifold drain valves immediately upon
are held open until 2200 engine rpm. After shutdown, the manifold
4-123

drain valves are held open by a timer for 30 seconds.
CAUTION
THE FLUID IN THE DRAIN TANK(S) MUST NOT CREATE A HEAD PRESSURE CAUSING
A BACK PRESSURE ON THE DRAIN SYSTEM. DAMAGE MAY OCCUR.
D. It is essential that the fuel manifold drains have little or no back
pressure.
For this reason, the drain line must not have kinks or
other restrictions.
4-179. Main Manifold Drain Valve Removal.
NOTE
Installation is completed.

A, Disconnect electrical connections of the main manifold drain valve
(39, Figure 4-30).
B. Remove tee to main manifold drain valve hose (5) from main manifold
drain valve (39).
c. Remove manifold drain hose (33) from drain valves crossover drain
tube (34).
D. Remove draiti valves crossover drain tube (34) from main manifold
drain valve (39) and pilot manifold drain valve (46) outlet ports.
E. Remove bolts (35), nuts (36), and assembled main manifold drain va ve
(39) from mounting bracket (48) .
F. If required, remove unions (37) and O-rings (38) from main manifold
- - drain valve (39). Discard O-rings.
4-180. Main Manifold Drain Valve Installation.

NOTE
Wet O-rings with clean engine oil.
A. If required, install an O-ring (38, Figure 4-30) and each union (37)
and the O-ring side into main manifold drain valve (39). Torque each
union to 200-300 lb in. (22.6-33.8 N-m).
4-124
JAN/91
Allkon Engine Company

B. Install assembled main manifold drain valve (39) to mounting bracket
(48) with outlet port to the right, to connect with the drain valves
crossover drain tube (34), and secure with bolts (35) and nuts (36).
Torque nuts to 74-89 lb in. (8.4-10.0 N-m).
c. Install drain valves crossover tube (34) to the outlet ports of main
manifold drain valve (39) and pilot manifold drain valve (46).
Retain outlet union from turning and torque each tubes coupling nut
to 325-400 lb in. (36.8-45.1 Nm).
D. Install manifold drain hose (33) to drain valves crossover drain tube
(34). Torque hoses coupling nut to 325-400 lb in. (36.8 -45.1
N-m).
E. Install tee to main manifold drain valve hose (5) to main manifold
drain valves (39) inlet port union (37). Retain inlet union from
Nom).
F. Connect main manifold drain valves electrical leads.
G. Perform operation and leakage test.
4-181. Pilot Manifold Drain Valve Removal.
NOTE

A. Disconnect electrical leads of pilot manifold drain valve (46, Figure
4-30).
B. Remove cross to pilot manifold drain valve hose (3) from pilot
manifold drain valves (46) inlet reducer (44).
C. If required, remove manifold drain hose (33) from drain valves
crossover drain tube (34).
D. Remove drain valves crossover drain tube (34) from main manifold
drain valve (39) and pilot manifold drain valve (46) outlet ports.
E. Remove bolts (40), nuts (41), and assembled pilot manifold drain (46)
from mounting bracket (48).
JAN/91
4-125

F. If required, remove union (42) and O-ring (43) from pilot manifold
drain valve (46) outlet port. Discard O-ring.
G. If required, remove reducer (44) and O-ring (45) from pilot manifold
drain valve (46) inlet port. Discard O-ring:
4-182. Pilot Manifold Drain Valve Installation.
NOTE
A. If required, install O-ring (45, Figure 4-30) on large size of
Install reducer (44) in pilot manifold drain valve
reducer (44)
inlet port. Torque reducer to 200-300 lb in. (22.6-33.8 Nom).
B. If required, install O-rinq (43) on union (42) and install O-rina
side of union in pilot man~fold-drain valve (46) outlet port. T6rque
union to 200-300 lb in. (22.6-33.8 Nom).
c. Install assembled pilot manifold drain valve
(48) with outlet port union to the right, to
valves crossover drain tube (34), and secure
(41). Torque nuts to 74-89 lb in. (8.4-10.0
D. Install drain
main manifold
Retain outlet
to 325-400 lb
(46) to mounting bracket

connect with the drain
with bolts (40) and nuts
Nm).
valves crossover drain tube (34) to the outlet ports of

drain valve (39) and pilot manifold drain valves.
union from turning and torque each tubes coupling nut
in. (36.8-45.1 Nom).
E. If required, install manifold drain hose (33) to drain valves

crossover drain tube (34). Torque hoses coupling nut to 325-400 lb
in. (36.8 -45.1 Nm).
F. Install cross to pilot manifold drain valve hoses (3) to pilot
manifold drain valves reducer (44). Retain reducer from turn and
torque hoses coupling nut to 80-120 lb in. (9.0-13.5 Nom).
G. Connect pilot manifold drain valves electrical leads.
H. Perform operation and leakage test.
4-183. FUEL MANIFOLDS (PILOT AND MAIN).
4-184. Descrit)tion and O~eration.
A. The fuel system has two fuel manifolds, the pilot and main. Each
fuel manifold is composed of sections of flexible high pressure hose.
4-126
JAN/91

B. The pilot and main fuel manifolds are essentially the same, except
the pilot fuel manifold hoses and fittings are smaller.
C. The pilot fuel manifold distributes fuel from the flow divider valve
pilot fuel outlet to the pilot fuel entry of each fuel nozzle. It
has a connection for the pilot fuel manifold drain valve. The pilot
fuel manifold also has a pressure connection for maintenance trouble
shooting.
D. The main fuel manifold distributes fuel from the flow divider valve
main fuel outlet to the main fuel entry of each fuel nozzle. It also
has a connection for the main fuel manifold drain valve.
4-185. Removal and Installation.
NOTE

A. Remove the fuel manifolds from the flow divider valve outlets.
B. Remove the fuel manifolds at each fuel nozzle. The smaller
connection is the pilot, the larger is the main.
c. Disconnect any hoses, clamps, and connectors as necessary to remove
the fuel manifolds.
D. Installation is the reverse of the removal procedure, refer to
General Maintenance Section for torques and lockwiring.
E. Be sure to connect any hoses, clamps, and connectors that were
removed.
F. Perform an operational and leakage test, being sure to inspect all
items disturbed for accessibility.
4-186. DUAL FUEL NOZZLE.

4-187. Description and Oc)eration.
A. The purpose of the dual fuel nozzles is deliver gaseous and/or liquid
fuel into the combustion liners in the correct atomized and directed
manner under variable flow and pressure conditions.
JAN/91
4-127

B. If operating on liquid fuel, the pilot inlet is used for starting the
and both, pilot and main inlets, are used for normal operation of the
engine.
c. If operating on gaseous fuel, gaseous fuel in deliver into the large
center inlet and use for starting and normal operation of the engine.
D. The dual fuel nozzles are flanged mounted to the diffuser and extend
into the forward end of the combustion liners.
E. The dual fuel nozzles will allow water injection to be induced into
the combustion liners. If operating on gaseous fuel, water injection
is induced through the liquid fuel main inlet and if operating on
liquid, water injection is induced through the gaseous fuel inlet.
4-188. Removal.
NOTE
Cap
_ Make sure fuel and electrical svstems are OFF and remain OFF until
A. Remove gaseous fuel manifold (1, Figure 4 31) from the dual fuel
nozzle (6).
B. Remove the liquid fuel pilot and main fue manifolds (2 and 3) from
the dual fuel nozzles (6).
CAUTION
DAMAGE TO THE DUAL FUEL NOZZLE. CARBON DEPOSITS ON THE FUEL NOZZLE TIP
ARE ABRASIVE AND CAN DAMAGE THE ORIFICES IF HANDLING IS CARELESS.
C. Remove bolts (4), dual fuel nozzle (6), and gasket (5), using care to
avoid damage to the dual fuel nozzle orifices. Discard gasket.
D. Install protective caps on the gaseous pilot, and main inlet fittinqs
and place removed duai fuel noz;le in a- protective storage case. E. Repeat Steps A., B., C., and D. to rema ning dual fuel nozzles.
4-128
JAN/91
(+
2
/
QHH089XD
1. GASEOUS FUEL MAN I FOLD
2. LIQUID MAIN FUEL MANIFOLD
3. LIQUID PILOT FUEL MANIFOLD
4. BOLT (4)
5. GASKET
6. DUAL FUEL NOZZLE
Figure 4-31. Dual Fue 1 Nozzle.

4-189. Inst)ection.
CAUTION
DO NOT DISASSEMBLE DUAL FUEL NOZZLES FOR INSPECTION. DISASSEMBLY IS NOT
NOTE
A. Visually inspect for excessive carbon accumulation, excess wear of
hard coat, and/or evidence of orifice stoppage on the dual fuel
nozzles.
B. Replacement of individual dual fuel nozzles is not allowed. A
complete bench test is necessary to accurately determine which dual
fuel nozzle(s) of the six are deficient. The dual fuel nozzles are
changed in sets of six (6). The flow divider valve should be
replaced and sent with the dual fuel nozzles for repair and
calibration.
JAN/91
4-129

NOTE
Some carbor deposited around the pilot spray tip and the main jets is
normal. If there is no visible damage or hot spots in the associated
disturbed.
c. Replace or clean the dual fuel nozzles if excessive smoking occurs
from the exhaust or if carbon buildup appears to be restricting or
D. Warpage of the dual fuel nozzle air shroud or worn places through the
wear coating to the bare metal along the axial portion of the air
shroud the dual fuel nozzle must be replaced.
E. Any damaqe to the spray tip or main jets which changes fuel flow
characte~istics or to the shroud which changes air Flow
clogged the dual fuel nozzle must be replaced.
4-190. Cleaninq.
CAUTION
DO NOT DISASSEMBLE DUAL FUEL NOZZLES FOR CLEANING.
DISASSEMBLY IS NOT
CAUTION
INTERNAL CLEANING OF THE FUEL FUEL NOZZLES EXCEPT AT A REPAIR CENTER IS
IMPRACTICAL BECAUSE OF THE NEED FOR A QUALIFIED TECHNICIAN SPECIALIZED
NOTE
is indicated. Replacement of all six dual fuel nozzles are required.
cleaned, and the dual fuel nozzles can continue in service.
A. Connect clean, dry shop air to each fuel inlet fitting (gaseous,
pilot, and main). Maintain a steady flow of air while cleaning.
B. Hold the dual fuel nozzle at an attitude so that carbon, when
removed, will fall clear of the dual fuel nozzle.
4-130
JAN/91

CAUTION
ENTER THE DUAL FUEL NOZZLE ORIFICES. BLOCKAGE CAN OCCUR WHICH WILL
ALTER THE DUAL FUEL NOZZLE OPERATION.
CAUTION
SCRAPING MOTION SHOULD BEGIN NEARAN ORIFICE AND MOVE AWAY SO THE CARBON
FALLS FREE OF THE DUAL FUEL NOZZLE. MUCH CARE SHOULD BE TAKEN NOT TO
PUSH CARBON INTO AN ORIFICE.
CAUTION
CAUTION
CARBON LOOSE.
CAUTION
DUAL FUEL NOZZLES MUST BE REPLACED IN A MATCHED SET. DO NOT MIX DUAL
FUEL NOZZLES WITH DIFFERENT FLOW CHARACTERISTICS SUCH AS NEW AND USED
DUAL FUEL NOZZLES OR THOSE OF DIFFERENT PART NUMBER EVEN THOUGH THEY
PHYSICALLY FIT. UNBALANCED FLOWS CAN CAUSE EXTENSIVE TURBINE DAMAGE.
CAUTION
DO NOT USE DUAL FUEL NOZZLES, P/N 23006598, ON WATER INJECTION
SYSTEMS.
B. Carefully install gasket (5) and dual fuel nozzle (6) and secure with
bolts (4). Torque bolts to 70-85 lb in. (7.9-9.6 N-m). Lockwire
bolts.
C. Install pilot fuel manifold (3) and torque coupling nut to 80-120 lb
in. (9.0-13.5 N0m) and lockwire.
JAN/91
4-131

D. Install main fuel manifold (2) and torque coupling nut to 200-250 lb
in. (22.6-28.2 Nom) and lockwire.
E. Install gaseous fuel manifold (1) and torque coupling nut to 375-400
lb in. (36.7-45.1 Nom) and lockwire.
F. Repeat Steps A. thru E. for remaining dual fuel nozz es.
G. Preform an operational and leakage check.
4-192. PRESSURE RELIEF VALVE.
A. The pressure relief valve is mounted to the lower left side of the
RAFT and is spring loaded closed.
B. The pressure relief valve is spring loaded closed and set to open
above 500 psi (3450 kPa).
C. The purpose of the pressure relief valve is to limit fuel pressure to
500 psi (3450 kPa) above the bypass pressure.
D. When fuel pressure becomes high enough to overcome the pressure
relief valve spring loaded pressure (500 psi or 3450 kPa) and the
bypass pressure, the pressure relief valve will relieve the excessive
fuel pressure and allow the excessive fuel pressure to return to the
fuel pump (Ref. Figure 4-26).
4-194. Removal.
NOTE
Have container to catch fuel leakage.

A. Remove relief valve tube (30, Figure 4-28) from adapter (34).
B. Remove fuel bypass tube (3) and relief and bypass return tube (31)
from tee (35).
C. Remove socket head screws (32), retainer (33), and assemb- ed pressure
relief valve (36) from RAFT.
D. Remove adapter (34) from pressure relief valve (36).
E. Remove tee (35) from pressure relief valve (36).
4-132
JAN/91

A. Install tee (35, Figure 4-28) in pressure relief valve (36) outlet.
Torque tee to 200-300 lb in. (22.6-33.8 Nom).
B. Install adapter (34) in pressure relief valve (36) inlet. Torque
adapter to 200-300 lb in. (22.6-33.8 N-m).
C. Install assembled pressure relief valve (36) to RAFT, secure with
retainer (33) and socket head screw (32). Torque Screws to 370-400
lb in. (41.8-46.3 Nom).
D. Install relief and bypass return tube (31) and bypass fuel tube (3).
Retain tee from turning and torque both coupling nuts to 325-400 lb
in. (36.8 -45.1 Nom).
E. Install relief valve tube (30) to adapter (34). Retain adapter from
turning and torque tubes coupling nut to 325-400 lb in. (36.8 -45.1
Nom). F. Pressurize fuel system and inspect pressure relief valve and fitting
connections for leaks.
4-196. PARALLEL AIR CONTROL VALVE.
A. The parallel air control valve (37, Figure 4-28) located on the lower
left side of the RAFT and is a normally closed valve.
B. The r)arallel air control valve is a three way electrical operated
solenoid with an explosion proof housing to control the air to
parallel valve.
c. The electrical connections connect to the RAFT electrical junction
box terminals (28 and 33, Figure 4-29).
D. The parallel air control valve is normally not used and RAFT outlet
with be capped.
E. If removal and installation are required, refer to General
Maintenance, Section 14, for torques.
4-198. GASEOUS FUEL PURGE VALVES.
A. The gaseous fuel purge valves are located on lower left .center of the
RAFT.
JAN/91
4-133

B. The gaseous fuel purge valves are a normally closed electrical
solenoid operated valve. The electrical operation is control by the
control system.
c. The purpose of gaseous fuel purge valves are to allow purging of the
liquid fuel through check valves when operating on gaseous fuel.
D. The gaseous fuel purge valves inlet ports are install to the left
opposite the gaseous-fuel flow to prevent liquid fuel entering
gaseous fuel system when operating on liquid fuel in case of a check
valve failure (16 and 23, Figure 4-29).
4-200. Removal.
NOTE
Record position of fittings and tubes for installation.
Removal only the damage gaseous fuel purge valve.

A. Disconnect the required gaseous fuel purge valves (45, Figure 4-28)
electrical connections from RAFT junction box terminals (27 and 32,
Figure 4-29).
B. Remove the required gaseous purge tube (38, Figure 4-28).
c. Remove gaseous U tube (39) at the damage gaseous fuel purge valve
(45) .
D. Remove crossover tube (42) from tee (43).
E. Remove the required socket head screws (40), lockwashers (41), and
assembled gaseous fuel purge valve (45) from RAFT bracket.
F. If required, remove tee(s) (43) and/or adapter (44) from gaseous fuel
purge valve (45), recording position for installation.
4-201.
Installation.
A. If required, install adapter (44, Figure 4-28) and tee(s) (43) on
gaseous fuel purge valve (45), to position recorded on removal.
Torque tee and/or adapter to 200-300 lb in. (22.6-33.8 N-m).
4-134
JAN/91

B. Install assembled gaseous fuel purge (45) with inlet port to the
left, secure with lockwashers (41) and socket head screws (40).
Torque screws to 35-40 lb in. (4.0-4.5 N-m).
C. Install crossover tube (42) to inlet tees (43). Torque tubes
coupling nuts to 325-400 lb in. (36.8-45.1 N6m).
D. Install outlet gaseous U tube (39) to outlet tee (43) and/or adapter
(42) . Retain outlet tee or adapter from turning and torque tubes
coupling nut(s) to 325-400 lb in, (36.8-45.1 Nom).
E. Install gaseous purge tube (38) to inlet tee (43). Retain tee from
turning and torque tubes coupling nut to 325-400 lb in. (36.8-45.1
Nom).
F. Connect gaseous fuel purge valves electrical connections to RAFT
junction box terminals (27 and 32, Figure 4-29).
G, Perform operation and leakage test.
4-202. LIQUID FUEL OUTLET BYPASS VALVE.
4-203. Description and ODeration.
A. The liquid fuel outlet bypass valve (outlet bypass valve) is located
on the left center of the RAFT.
B. The outlet bypass valve is normally open electrical operated solenoid

valve which is electrically controlled by the control system to allow
the liquid fuel to be bypass back to the liquid fuel pump inlet, when
operating on gaseous fuel.
C. When operating on liquid fuel, the outlet bypass valve is
electrically closed by the control system.
4-204. Removal.
NOTE

A. Remove liquid fuel outlet bypass valves (outlet bypass valve)
electrical connections from RAFT junction box terminals (26 and 31,
Figure 4-29).
JAN/91
4-135

B. Remove bypass tube (15, Figure 4-28) from outlet bypass valve (50).
C. Remove outlet bypass tube (46) from outlet bypass valve (50).
D. Remove socket head screws (47), lockwashers (48), and assembled
outlet bypass valve (50) from RAFT bracket.
E. If required, remove adapters (49) from outlet bypass valve (50).
A. If required, install adapters (49, Figure 4-28) in outlet bypass
valve (50). Torque adapters to 200-300 lb in. (22.6-33.8 Nom).
B. Install assembled outlet bypass valve (50) with inlet pot to the left
on RAFT bracket and secure with lockwashers (48) and socket head
screws (47). Torque screws to 35-40 lb in. (4.0-4.5 Nm).
co Install outlet bypass tube (46) to the outlet bypass valve (50)
outlet adapter (49). Retain outlet adapter from turning and torque
tubes coupling nut to 325-400 lb in. (36.8-45.1 N-m).
D. Install bypass tube (15) to the outlet bypass valve (50) inlet
adapter (49). Retain the inlet adapter from turning and torque
tubes coupling nut to 325-400 lb in. (36.8-45.1 Nm).
E. Connect outlet bypass valve (50) electrical leads to RAFT junction
box terminals (26 and 31, Figure 4-29).
F. Perform an operation and leakage test.
4-206. LIQUID FUEL HEATING BYPASS VALVE.
A. The liquid fuel heating bypass valve (heating bypass valve) is
located on lower center of the RAFT.
B. The heating bypass valve is normally open electrical operated
solenoid valve which is electrically controled by the control system
to allow the liquid fuel to be bypass to a heat exchanger for heating
the liquid fuel in cold weather for engine starting. It will also
open allowing the liquid fuel to be bypassed back to inlet side of
the liquid fuel pump when operating on gaseous fuel.
C. The heat exchanger is an option and may not be installed. The liquid
fuel can still be heated by bypassing the liquid fuel using the fuel
flow friction to heat the liquid fuel. This method will take more
time to heat the liquid fuel for starting the engine.
4-136
JAN/91

4-208. Removal.
NOTE
Make

Have
a container to catch fuel leakage.
A. Disconnect heating bypass valve (58, Figure 4-28) electrical

connection from RAFT junction box terminals (26 and 31, Figure 4-29).
B. Remove fuel supply tube (2, Figure 4-28) from tee (51).
C. Remove incoming fuel supply tube (52) from tee (51).
D. Remove heating bypass tube (53) from outlet adapter (57).
E. Remove socket head screws (54), lockwashers (55), and assembled
heating bypass valve (58) from RAFT bracket.
NOTE
F. If required, remove tee (51) and adapters (56 and 57) from heating
bypass valve (58).
A. If required, install adapter (57, Figure 4-28) in heating bypass
valve (58) outlet port and torque adapter to 200-300 lb in.
(22.6 -33.8 Nom).
B, If required, install adapter (56) in heating bypass valve (58) inlet
port and torque adapter to 200-300 lb in. (22.6-33.8 N-m).
c. If required, install tee (51) on inlet adapter (56) to position
recorded on removal.
D. Install assembled heating bypass valve (58) to RAFT bracket, secure
with lockwashers (55) and socket head screws (54). Torque screws to
35-40 lb in. (4.0-4.5 Nom).
E. Install heating bypass tube (53) to outlet adapter (57). Retain
adapter from turning and torque tubes coupling nut to 325-400 lb in.
(36.8 -45.1 N-m).
F. Install incoming fuel supply tube (52) to tee (51). Retain tee from
turning and torque tubes coupling nut to 475-575 lb in, (53.7-64.9
N-m).
JAN/91
4-137

G. Install fuel supply tube (2) to tee (51). Retain tee from turning
and torque tubes coupling nut to 475-575 lb in. (53.7-64.9 N.m).
H. Connect heating bypass valve (58) electrical connections to RAFT
junction box terminals (26 and 31, Figure 4-29).
I. Perform an operation and leakage test.
4-210. LIQUID FUEL PRESSURE SWITCH.
4-211. Descrit)tion and Operation.
A. The liquid fuel pressure switch is located on the upper right connect
to junction box of the RAFT.
B. The purpose of the liquid fuel pressure switch is to indicate that
the liquid fuel pressure is more than 50 psig (345 kPag), even when
operating on gaseous fuel and the off engine mounted liquid fuel pump
is operating.
C. The liquid fuel pressure switch will give a signal (indication) when
the liquid fuel pressure drop below 40 psig (276 kPag).
D. The liquid fuel pressure switch will actuated on increasing pressure
of 50 t 5 psig (345 t 34.5 kPag) moving the contact from the brown to
red contacts to brown to blue contacts. On deceasing pressure the
liquid fuel pressure will be actuated at 40 t 5 psig (276 t 34.5
kPag) moving the contact from brown to blue to brown to red contacts,
de-energize the starter circuit.
E. The liquid fuel pressure switchs electrical leads connects to the
RAFT junction box terminals as follows (Ref. Figure 4-29).
1. Green lead (Ground) to terminals 29.
2. Red lead to terminal 24,
4-212. Removal.
NOTE
4-138

JAN/91

A. Disconnect liquid fuel pressure switch (59, Figure 4-28).
B. Remove pressure switch tube (14) from liquid fuel pressure switch
(59) .
C. Remove liquid fuel pressure switch (59) from electrical junction box
(29) .
A. Install liquid fuel pressure switch (59, Figure 4-28) to electrical
junction box (29).
B. Install pressure switch tube (14) to liquid fuel pressure switch
(59). Retain pressure switch from turning and torque tubes coupling
nut to 35-40 lb in. (4.0-4.5 Nom).
c. Install liquid fuel pressure switch (59, Figure 4-28) to RAFT
electrical junction box (29) terminals (Ref. Figure 4-29):
1. Green lead (Ground) to terminal 29.
D. Perform an operation and leakage test.
4-214. GASEOUS FUEL SHUTOFF AND VENT VALVES.
4-215. Descrir)tion and O~eration.
A. The dual fuel system gaseous fuel has two inlet gaseous fuel shutoff
valves and a vent valve (Ref. Figure 4-26).
B. The two gaseous fuel shutoff valves are used to make sure gaseous
fuel supply is completely shutoff and a vent valve is used to vent
(remove) to gaseous fuel pressure from between the shutoff valves.
c. For complete description and operation, refer to the OEM manual(s).
D. For removal and installation instructions refer to the OEM manual(s).
4-216. GASEOUS FUEL FILTER.
4-217. Descri~tion and ODeration.
A. The gaseous fuel filter is located on right center of the RAFT.
JAN/91
4-139

B. The gaseous fuel filter is sometimes called the final filter and is
the final filtration of the gaseous fuel before entering the gaseous
fuel metering valve.
C. The normal filtration rating is 2 microns with a 10 micron absolute.
D. The filter element is removable and cleanable.
4-218. Removal.
NOTE
A. Remove gaseous fuel supply hose (60, Figure 4-28) from elbow (61).
B. Remove gaseous fuel filter inlet pressure tube (62) from elbow (61).
C. Remove bolts (63), lockwashers (64), hex head screws (69),
lockwashers (70), retainer (71), and assembled gaseous fuel filter
(74). Remove and discard gasket (65).
D. If required, loosen nut (66) and remove nut (66), O-ring (67), and
adapter assembly (68) from gaseous fuel filter (74). Discard O-ring.
E. If required, loosen nut (72) and remove nut (72), O-ring (73), and
elbow (61) from gaseous fuel filter (74). Discard O-ring.
A. If required, install nut (72, Figure 4-28) and O-ring (73) on elbow
(61) and install elbow in gaseous fuel filter (74) inlet port. Do
not tighten nut (71) now.
B. If required, install nut (66), and O-ring (67) on adapter assembly
(68) and install adapter assembly in gaseous fuel filter (74) outlet
port. Do not tighten nut (66) now.
c. Install assembled gaseous fuel filter (74) and adapter assembly (68)
to gaseous FMV (94) and RAFT, with gasket (65) and secure with
lockwashers (64), bolts (63), retainer (71), lockwashers (70) and hex
head screws (69). Torque bolts (63) to 70-85 lb in. (8.0-9.6
N-m). Torque hex head screws (69) to 205-245 lb in. (23.6-27.6
Nom). Tighten nut (66).
D. Install gaseous fuel supply hose (60) to elbow (61). Retain elbow
from turning and torque hoses coupling nut to 1200-1500 lb in. or
100-125 lb ft. (135.6-169.4 N*m). Tighten nut (72).
4-140
JAN/91

E. Install gaseous fuel filter inlet pressure tube (62) to elbow (61).
Torque tubes coupling nut to 35-40 lb in. (4.0-4.5 Nom).
F. Perform operation and leakage test.
4-220. GASEOUS FUEL METERING VALVE (FMV).
4-221. Descri~tion and Operation.
A. The explosion proof gaseous fuel metering valve (FMV) is located on
the lower right of the RAFT.
B. The gaseous FMV meters the gaseous fuel to the engine in accordance
with voltage inputs from the control system. Gaseous fuel is
supplied to the gaseous FMV at a regulated pressure. The gaseous FMV
is a balanced force type which is positioned by a proportional
solenoid assembly with an integral servo system.
c. The gaseous FMV is positioned as a function of the input command
voltage (O to 5 volts) from the control system. A feedback voltage
from a linear variable differential transformer (LVDT) proportional
to valve position (metering area) is provided within gaseous FMV.
The voltage is compared to the O to 5 volts input command signal from
the control system. The current in the proportional solenoid is
varied until the position signal equals the command input. If the
position and/or feed back voltage varies 0.5 vdc from each other a
fuel system malfunction will occur.
D. A check valve is installed on qaseous FMV outlet to Drevent reverse
gaseous fuel flow.
4-222. Removal.
NOTE
Make sure fuel and electrical svstems are OFF and remain OFF until
installation is completed. -
Cap all openings to prevent contamination

A. Remove gaseous FMV (94, Figure 4-28) e ectrical leads from the RAFT
electrical junction box (29) terminals as follows (Ref. Figure 4-29):
1. Brown lead from terminal 42.
2. Yellow lead from terminal 43.
3. Green lead from terminal 44.
4. Violet lead from terminal 45.
JAN/91
4-141

5. Blue lead from terminal 46.
6. Red lead from terminal 47.
7. Orange lead from terminal 48.
B. Remove gaseous fuel filter per Paragraph 4-218.
c. Remove gaseous fuel manifold hose (75, Figure 4-18) from elbow (76).
D. Remove gaseous fuel to tee tube (77) from outlet adapter (86).
E. Remove gaseous fuel filter outlet pressure tube (78) from gaseous FMV
(94) inlet.
F. ~:~~[e pressure switch and gage tube (79) from gaseous FMV (94)
.
G. Remove hex head screw (80), lockwashers (81), and assembled gaseous
FMV (94) from RAFT.
H. If required, remove hex head screws (82), lockwashers (83), flange
(84), gasket (85), and elbow (76) from outlet adapter (86). Discard
gasket.
I. If required, remove hex head screws (87), lockwashers (88), gasket
(89), and outlet adapter (86) from check valve (90). Discard gasket.
J. If required, remove hex head screws (91), lockwashers (92), gasket
(93), and check valve (90) from gaseous FMV (94). Discard gasket.
4-223. Clean. InsDeCt. Test and ReDair.
Paragraphs 4-7 to 4-9.
Clean, inspect, test, and repair per
NOTE
Make sure check valve is installed to prevent reverse flow.
A. If required, install gasket (93, Figure 4-28) and check valve (90) to
gaseous FMV (94) outlet port and secure with lockwashers (92) and hex
head screws. Torque screws to 70-85 lb in. (8.0-9.6 Nom).
B. If required, install gasket (89) and outlet adapter (86) to check
valve (90) and secure with lockwashers (88) and hex head screws
(87) . Torque screws to 70-85 lb in. (8.0-9.6 N-m).
C. If required, install gasket (85), elbow (76), and flange (84) to
outlet adapter (86) and secure with lockwashers (83) and hex head
4-142
JAN/91

screws (82).
to turn.
Do not tighten or torque screws (82) allow elbow (76)
D. Install assembled gaseous FMV (94) to RAFT and secure with

lockwashers (81) and hex head screws (80). Torque screws to 120-150
lb in. (13.6-16.9 Nm).
E. Install gaseous fuel manifold hose (75) to elbow (76). Torque hex
head screws (82) to 70-85 lb in. (8.0-9.6 N-m). Retain elbow from
turning hoses coupling nut to 1200-1500 lb in. or 100-125 lb ft.
(135.6 -169.4 Nom).
F. Install pressure switch and gage tube (79) to gaseous FMV (94)
inlet. Torque tubes coupling nut to 80-120 lb in. (9.0-13.5 Nom).
G. Install gaseous fuel filter outlet pressure tube (78) to gaseous FMV
(94) inlet. Torque tubes coupling nut to 80-120 lb in. (9.3-13.5
N$m).
H. Install gaseous fuel to tee tube (77) to outlet adapter (86). Torque
tubes coupling nut to 325-400 lb in. (36.8-45.1 N-m).
I. Install gaseous fuel filter per Paragraph 4-219.
J. Connect gaseous FMV (94) electrical leads to the RAFT electrical
junction box (29) terminals as follows (Ref. Figure 4-29):
2. Yellow lead to terminal 43.
4. Violet lead to terminal 45.
7. Orange lead to terminal 48.
K. Perform an operation and leakage test.
4-225. GASEOUS DIFFERENTIAL PRESSURE SWITCH.
4-226. Descri~tion and Ot)eration.
A. The gaseous differential pressure switch is located on the lower
right of the RAFT.
JAN/91
4-143

B. The gaseous differential pressure switch measure gaseous fuel
pressure before (inlet) and after (outlet) the gaseous fuel filter.
If the gaseous fuel filters outlet fuel pressure is less than 20 t 2
psig (138 f 13.8 kPag) than the inlet fuel pressure (differential
pressure) the gaseous differential pressure switch will give a signal
that the gaseous fuel filter is becoming clogged (dirty).
C. The gaseous differential pressure switch electrical lead connect to
the RAFT electrical junction box terminals.
4-227. Removal.
NOTE
A. Remove gaseous differential pressure sw tch (98, Figure 4-28)
electrical leads at the RAFT electrical junction box (29) terminals
as follows (Ref. Figure 4-29):
B. Remove gaseous fuel filter inlet pressure tube (62, Figure 4-28) from
gaseous differential pressure switch (98) high port adapter (97).
C. Remove gaseous fuel filter outlet pressure tube (78) from gaseous
differential pressure switch (98) low port adapter (97).
D. Remove hex head screws (95), lockwashers (96), and gaseous
differential pressure switch (98) from RAFT.
E. If required, remove adapters (97) from gaseous differential pressure
switch (98).
A. If required, install adapters (97, Figure 4-28) in low and high ports
of the gaseous differential pressure switch (98). Torque adapters to
35-40 lb in. (4.0-4.5 Nom).
4-144
JAN/91

B. Install assembled gaseous differential pressure switch (98) to RAFT
and secure with lockwashers (96) and hex head screws (95). Torque
screws to 60-65 lb in. (6.8-7.3 Nom).
C. Install gaseous fuel filter outlet pressure tube (78) to gaseous
differential pressure switch (98) low port adapter (97). Retain
(9.0 -13.5 N-m).
D. Install gaseous fuel filter inlet pressure tube (62) to gaseous
differential pressure switch (98) high port adapter (97). Retain
(9.0 -13.5 Nom).
E. Connect electrical leads of gaseous differential pressure switch (98)
to RAFT electrical junction box (29) terminals as follows (Ref.
Figure 4-29):
F. Perform operation and leakage test,
4-229. GASEOUS FUEL PRESSURE SWITCH.
A. The gaseous fuel pressure switch is located on the RAFT electrical
junction box.
B. The purpose of gaseous fuel pressure is to give a signal that less
than 10 psig (69 kPag) of gaseous fuel pressure in the gaseous fuel
system. If initiating an engine start when operating on gaseous fuel
and more than 10 psig (69 kPag) is in the gaseous fuel system, a
signal is sent to the control system and the control system will
de-energize the starter and ignition system to prevent damage to the
engine.
C. The operating pressures on gaseous fuel pressure switch is 10 ~ 2
psig (69 t 13.8 kPag).
D. The gaseous fuel pressure switch electrical terminals connects to the
RAFT junction box terminals.
JAN/91
4-145

4-231. Removal.
NOTE
Make
Cap
A. Disconnect gaseous fuel pressure switch (100, Figure 4-28) electrical

leads from RAFT electrical .iunction box (291
., terminals as follows
(Ref.
Figure
4-29):
B. Remove gaseous pressure switch tube (99, Figure 4-28) from gaseous
fuel pressure switch (100).
C. Remove gaseous fuel pressure switch (100) from electr cal junction
box (29).
D. If required, remove adapter from gaseous fuel pressure switch (100).
A. If required, install adapter on gaseous fuel pressure switch (100,
Figure 4-28).
B. Install gaseous fuel pressure switch (100) to RAFT electrical
junction box (29).
c. Install gaseous pressure switch tube (99) to gaseous fuel pressure
switch (100). Retain adapter from turning and torque tubes coupling
nut to 80-120 lb in. (9.0-13.5 Nom).
D. Connect electrical leads of gaseous fuel pressure switch (100) to
RAFT electrical junction box (29) terminals as follows (Ref. Figure
4-29) :
4-146
JAN/91

E. Perform operation and leakage test.
4-233. GASEOUS FUEL MANIFOLD AND HOSES.
A. The gaseous fuel manifold connects gaseous fuel from the RAFT gaseous
fuel hose to the fuel manifold tubes.
B. The six gaseous fuel manifold tubes connects gaseous fuel from the
gaseous fuel manifold to the fuel nozzles.
C. The gaseous fuel manifold and tubes are located on the engine.
4-235. Gaseous Fuel Manifold Removal.
NOTE
Record position of gaseous fuel manifold tubes, c amps, and brackets

for installation.
A. Remove RAFT gaseous fuel hose (1, Figure 4-32) from elbow (2).
B. Remove bolts (3), washers (4), flange (5), gasket (6), nuts (7), and
gaseous fuel manifold (8) from gaseous manifold bracket (15).
C. Remove six gaseous fuel manifold tubes (9) from gaseous fuel manifold
(8). If required, remove bolt (22), nut (23), and clamp (24) from
bracket (25).
D. Remove bolt (10) and nut (11) holding clamp (12) to 90 bracket (14)
and remove gaseous fuel manifold (8).
E. If required, remove clamp (12) from gaseous fuel manifold (8).
F. If required, remove nut (13), and 90 bracket (14) from engine.
G. If required, remove bolts (16), washers (17), nuts (18), and gaseous
manifold bracket (15) from engine bracket (19).
H. If required, remove nuts (20), washers (21), and engine bracket (19)
from engine.
JAN/91
4-147

KEY TO FIGURE 4-32.
RAFT GASEOUS FUEL HOSE
ELBOW
:: BOLT (4
4. WASHER 4)
5. FLANGE
6. GASKET
7. NUT (4)
8. GASEOUS FUEL MANIFOLD
9. GASEOUS FUEL MANIFOLD
TUBE (6;
10. BOLT
11. NUT
12. CLAMP
1.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
NUT
BRACKET 90
GASEOUS MANIFOLD BRACKET
BOLT (3)
WASHER (3)
NUT (3)
ENGINE BRACKET
NUT (3)
WASHER (3)
BOLT
NUT
CLAMP
BRACKET
2-236. Gaseous Fuel Manifold Installation.

A. If required, install engine bracket (19, Figure 4-32) to engine and
secure with washers (21) and nuts (20).
Torque nuts to 74-85 lb in.
. .
(8.4 -10.0 Nm). B. If required, install gaseous manifold bracket (15) to engine bracket
(19) and secure with nuts (18), washers (17), and bolts (16). Torque
nuts to 74-89 lb in. (8.4 -10.0 Nm).
c. If required, install 90 bracket (14) to engine and secure with nut
(13). Torque nut to 74-85 lb in. (8.4-10.0 Nm).
D. Install clamp (12) on gaseous fuel manifold (8). Install gaseous
fuel manifold and clamp to 90 bracket and secure with nut (11) and
bolt (10). Leave nut loose, do not torque at this time.
E. Install gaseous fuel manifold (8), gasket (6), and elbow (2) to
gaseous manifold bracket (15), secure with nuts (7), flange (5),
~a;~ers (4), and bolts (3). Torque nuts to 74-89 lb in. (8.4-10.0
.
. Torque nut (11) to37-42 lb in. (4.2-4.7 Nom).
F. Install the six gaseous fuel manifold tubes (9) to gaseous fuel
manifold (8) to position recorded on removal. Torque hoses coupling
nut to 325-400 lb in. (36.8-45.1 Nom). If required, install clamp
(24), bolt (22), and nut (23) to bracket (25), torque nut to 37-42 lb
in. (4.2-4.7 Nom).
G. Install RAFT gaseous fuel hose (1) to elbow (2). Retain elbow from
turning and torque hoses coupling nut to 1200-1500 lb in. or 100-125
lbft. (135.6-169.4 Nm).
H. Perform operation and leakage test.
4-148
JAN/91

x
24 L
d
10
11
12
13
14
5
~ +4
lh-
8
9
h-l
I__ -
I
9
BOTTOM
VIEW
QHH091XA
Figure 4-32.
JAN/91
Gaseous Fuel Manifold and Hoses.
4-149

. . ..
501 -KB5 Dic oWifioN AND tiINTENANCE

2-237. Gaseous Fuel Manifold Hoses Removal and Installation.
NOTE
Record position for installation.
A. Remove gaseous fuel manifold hose (9, Figure 4-32) from gaseous fuel
manifold (8) and fuel nozzle.
B. If required, remove bolt (22), nut (23), clamp (24), and bracket (25)
recording position for installation.
C. If required repeat steps A. and B. for remaining gaseous fuel
manifold hoses (9).
D. Install gaseous fuel manifold hose (9) to fuel nozzles gaseous fuel
port and to gaseous fuel manifold 8). Torque hoses coupling nuts
to 325-400 lb in. (36,8-45.1 Nom).
E. If required, install bracket (25), clamp (24), nut (23), and bolt
(22) to position recorded in Step B. Torque-nut to37~42 lb in.
(4.2-4.7 Nom).
F. If required, repeat Steps D. and E. to remaining gaseous fue<
manifold hoses (9).
G. Perform operation and leakage test.
2-238. DUAL FUEL WATER INJECTION SYSTEM.
A. Water injection is an option and is used to cool the combustion flame
temperature of the engine reducing exhaust emissions.
B. If operating on liquid fuel, water injection is induced through fuel
nozzles gaseous fuel port and if operating on gaseous fuel, water
injection is induced through fuel nozzles liquid fuel main port
(Ref. Figure 4-33).
C. For maintenance refer to OEMs manual(s).
2-240. OPTIONAL LIOUID FUEL HEATING SYSTEMS.
A. During cold weather, 2 fuel heating systems are used to heat the
liquid fuel to 130-1500 F (55.5-65.50 C) for starting the engine on
liquid fuel (Ref. Figure 4-34 or4-35)
B. For maintenance refer to OEMs manual(s).
4-150
JAN/91

r--l
I
1
I
I
TOW R-13
SEE DUAL FUEL

SYSTEM SCHEMATIC
J4zl
CNECK
VALVE
O-i
s
I
I
I
-9
I
I
MANIFOLODR41N
VPMISNC
-!
F-15
1
TO llA~ %
- - - - ---- 9-- ---.
R-7
-O-----TO RAW
- 1-
L .
*
Figure 4-33.
JAN/91
Dual Fuel Water Injection System (Sheet 1 of 2).
4-151
DRAIN
wvE

* RESTRICTION
* CHECK
ORIFICES
WRNER OWN VWES
I
I
1
I
t
:-1.9
,..... q .m.. m.m.
1
$
I
t t
I
1
SYMBOLS
F-18
*
UOOID FUEL WATER NUECTION CONKCTSJN

PMIT OF PACKAGED WATER
IN.IECT!ON SYSTEM
SSSOEM FOR MUNTENA*E
.mm,=m WATER ltMXTIONWPFtY
--
F-52
G
QHS042AK
Figure 4-33.
4-152
Dual Fuel Water Injection System (Sheet 2 of 2).
Allison Engine Company :

.!. . .
:;::;
~
syw~Y
BREATHER
.~ C A P
--l
FUEL HEATING T/C
MAINTAIN 130-1500 F
(54.4=65.63 c)
PRIOR TO START
+
1
. -
FUEL
HEATER
LIQUID FUEL T
HEATING BYPASS
VALVE
N.O. i
I
I
.- --
El
HIGH
PRE;:IRE
OPEN FOR CIROUIATIDN PRIO

TO START. CLOSED FOR STAR
AND DURING RUNNING ON
R+ ##iDN~~h
In
/
1
1 /
~~\!$&!kIEL
~
1
FUEL
PUMP
/
n.
F-6
DIFFERENTIAL
PRESSURE SWITCH
>5 PSID (34.5 KPAD)
m
F-7
Figure 4-34. Dual Fuel Heating System (Sheet 1 of 2).
JAN/91
4-153

501-KB5 DEC OPERATION AND MAIN IkNANLk
t
---
LIQUID FUEL INLET

FUEL FILTER INLET PRESSURE
FUEL FILTER OUTLET PRESSURE
FUEL BYPASS AND RELIEF RETURN
LIQUID FUEL HIGH PRESSURE FILTER OLJTLET
LIQUID FUEL CHECK VALVE INLET
R-1
R-6
R-II
R-1 2
R-13
R = RAH
LIQUID FUEL BYPASS AND RELIEF RETURN
LIQUID FUEL SUPPLY PRESSURE (FROM FUEL PUMP)
LIQUID FUEL HEATING BYPASS VALVE OUTLET
LIQUID FUEL OUTLET BYPASS VALVE OUTLET
LIQUID FUEL TO ENGINE
SYMBOLS
)-HI
- -- --
-4I
R
s
F-1
F-6
F-7
F-6
F-16
F-17
1
I
I
LIQUID FUEL
OU;~W;3Y~ASS
..
t
t
I
/mF
?&
s
N.C.
BALL
V A L V E
N.C.
v
LIQUID FUEL
1
SHUTOFF VALVES I
FLOW
DIVIDER
fl-11-l;(
TO MAIN
MANIFOLD
QHif082XK
Figure 4-34.
4-154
Dual Fuel Heating System (Sheet 2 of 2).
Allison Engine Company ;

.:
501-KB5 DEC OPERATION AND MAINTEtiCEFROM
BULK
SUPPLY
* BREATHER
. . . CAP
k 4
-J /
*FUEL
HEATER
*RELIEF VALVE
1 40-50 PSI (276345 KPA)
TO DRAIN
COUEECJOR
*GAGE
OPTIONAL ~
DIFFERENTIAL
PRES::RE
(FL
*GAGE
*BACK PRESSURE
REGULATOR
20-30 PSI (13B-207 KPA)
\
F,
~.
OPENFORCIRCl
PRIORTOSTART
CLOSEDDURING
STARTINGANDF
*OPTIONALFUELHEATING COMPONENTS
Figure 4-35. Single or Dual Entry Fuel Heating System (Sheet 1
JAN/91
of
2).
4-155

FUEL PUMP ASSEMBLY
DIJAJ:LflvlJvlpJT
II
1!
(F-7)
q
(F-46)1
1- -
BYPASS
FUEL
- METERING
VALVE
METERE[
(F-46)
VES
KIJLATION
~RT.
NG ENGINE
DRUNNING
~
P R E S S U R E , ,
MAINTAIN131.IOF I
J-L
s
+
VALVE
,hl n ,
. . . . . . . ..- I FUELSYSld I
TO 150F (54.5 C
TO~6W~~P10R
.
(F-47) I
(JHS044XK
Figure 4-35.
4-156
Single or Dual Entry Fuel Heating System (Sheet 2 of 2).

SECTION 5
TABLE OF CONTENTS
ParaqraRh
Description
Paqe No.
5-1
5-2
5-2
System Components
5-3
5-3
System Inspections and Checks
5-3
5-4
Thermocouples (T/C)
5-5
5-5
Harness
5-8
INDEX TO FIGURES
Fiqure No.
Paqe No.
5-1
Thermocouple
5-3
5-2
Thermocouple Harness Terminal

Block Connections
5-4
Thermocouple Harness Terminal

Block Schematic
5-4
Thermocouple Circuits
5-6
5-3
5-4
JAN/91
Title
5-1

SECTION 5
5-1.

A. Turbine outlet temperature (TOT) is one of the primary controlling
parameters of the engine and is obtained from twelve (12) thermocouples (T/Cs) located in the turbine exhaust gas path. The life of
the turbine assembly depends upon keeping it within the designed
temperature specifications. A well maintained TOT measurement system
is necessary for this.
B. The TOT system is used with the control system to measure the turbine
exhaust gas stream temperature. The TOT system includes a standard
wiring harness to provide an average output signal to the control
system which schedules the fuel flow and protect the engine from
excessive turbine temperature.
c. An optional individual read out harness may be installed. The outer
average harness is removed and an outer individual read out harness
with a pigtail assembly is installed to provide individual T/C temperature readings. If individual read out is required the pigtail
assembly is removed and stowed. For a complete description and maintenance of the individual read out system, refer to the OEMs Manual.
D. Twelve (12) dual element T/Cs (Figure 5-1) are mounted in an
irregular, circular pattern at the rear of the turbine. Dual element
means there are two independent thermocouple junctions within each
thermocouple probe. One element of each of the 12 T/Cs is connected
in parallel, by the inner averaging thermocouple harness to a
terminal block. The millivoltage generated by these T/Cs provides a
signal that is proportional to the average temperature sensed at the
12 T/C locations. This signal is provided to the control system via
wiring where it is processed for engine control and operator
monitoring,
E. The second junction of each T/C connected by a separate harness is
used to provide a redundant signal to the control system.
F. A thermocouple harness terminal block (Figure 5-2) is located on a
bracket at the diffuser rear flange. The terminal block has two pairs
of input terminals and two pairs of output terminals. The internal
connection wiring is shown in Figure 5-3. The inner averaging
thermocouple harness connects to two inr)ut terminals and the outer
averaging harness to the other pair. The wiring to the control system
connects to the two pairs of output term nals.
5-2
JAN/91

1.
THERMOCOUPLE ASSEMBLY
2. CHROMEL NUTS
3. ALUMEL NUTS
4.
SENSING PROBES
QHI025CD
Figure 5-1.
5-2.
Thermocouple.
SYSTEM COMPONENTS.
A. Thermocouples (12).
B. Inner thermocouple averaging harness.
c. Outer thermocouple averaging harness.
D. Thermocouple harness terminal block and bracket.
E. Associated brackets and clamps.
5-3.
SYSTEM INSPECTIONS AND CHECKS.

A. Check the engine installed components as follows:
CAUTION
EXERCISE CARE AS THE THERMOCOUPLE STUDS ARE OF ALUMEL AND CHROMEL
MATERIAL AND LOW STRENGTH, DAMAGE TO STUDS MAY OCCUR.
JAN/91
5-3
1,
CHROMEL NUT (4)

;: ALUMEL NUT (4)
3. CONTROL SYSTEM LEAD

4. CONTROL AND MONITORING SYSTEM LEAD
6.
5. OUTER AVERAGING HARNESS

6. INNER AVERAGING HARNESS
7. T/C TERMINAL BLOCK
QHI026CD
Figure 5-2.
Thermocouple Harness Terminal Block Connections.
QHI027XD
Figure 5-3.
5-4
Thermocouple Harness Terminal Block Schematic.
JAN/91

1. Disconnect the control system leads (3 and 4, Figure 5-2) at the
thermocouple harness terminal block. This isolates the check to
the engine system from the skid system (Ref. OEMs Manual).
2. Use an ohmmeter and check the resistance from each chromel
(smallest stud) to ground (shield).
3. If the resistance of each circuit to ground is at least 1000 ohms,
the engine thermocouple system is satisfactory as far as ground
leakage is concerned; however, some thermocouples could be open or
have missing or damaged probe tips.
4. If the resistance is less than 1000 ohms in either circuit:
a. Remove all harness connections from the terminal block and
check continuity of the terminal block.
b. If the resistance is less than 1000 ohms, replace the terminal
block.
c. Check each thermocouple resistance to ground. (Refer to
Paragraph 5-5, Step C.)
d. Check the harness resistance to ground. (Refer to Paragraph
5-6, Step C.)
B. Check the resistance of the wiring from engine to control.
1. The specifications for these leads (cables) from the engine to the
control are two conductor (ISA type K positive and ISA type K
negative) with a minimum wire size of No. 17 AWG, insulated from
each other, twisted, shielded, jacketed together and flexible.
The cable must tolerate a 160F (71C) or greater heat inside the
engine compartment.
2. The total (i.e. loop) circuit resistance of each lead -- short the
alumel and chromel together at one end and measure resistance
between them at the other end -- must not exceed 20 ohms. The
circuit leakage resistance to ground minimum is 10,000 ohms for
each channel.
5-4.
THERMOCOUPLES (T/C~.
A. Description.
1. The twelve (12) thermocouples (T/Cs) have bas tally alumel (AL)
and chromel (CR), ISA type K junctions. The T/C probes are
exposed to the hot exhaust gasses.
2. The design of the T/C is such that it holds and protects the
sensing probes while it controls and directs the hot exhaust
JAN/91
5-5

gasses over the sensing probes. The T/C AL and CR studs are
connected to the T/C circuits as shown in Figure 5-4.
B. Troubleshooting.
NOTE
Theoretically, all but one T/C could open and the engine could operate.
However, all 12 are required for accurate sensing. Since the T/Cs are
in one of the hottest locations generally are the first ones that fail,
the actual TOT would be higher than indicated. Therefore, it is
important to periodically check the T/Cs. See Section 3, Engine
Inspection and Maintenance Tasks, Paragraph 3-2.
1. A T/C can fail in several ways each of which is cause for
rejection:
a. The T/C circuit can open,
b. The T/C circuit can short out.
c. The sensing probe tip of the T/C can fail.
d. Connection AL or CR stud(s) broken.
2. The effect of a short between the AL and CR in the T/C outside the
probe or the circuits at a cooler location will result in an
erroneous lower indicated TOT and a higher actual TOT as compared
to the indicated.
FRONT
f
&(&y~
LEFTHAND4
TERMINALS
L REAR
RIGHTHAND
TERMINALS
QHI029XD
Figure 5-4. Thermocoup e Circuits.

5-6
JAN/91

3. Tests indicate that up to 6F (3.33C) loss in indicated CALTIT
can be expected for every T/C circuit that opens and a 13F
(7.2C) loss in indicated CALTIT may be expected for every failure
in the T/C sensing probe tip.
4. Periodically removing and carefully nspecting the T/Cs individually is the most direct approach to troubleshooting these
conditions. Keeping good records and analyzing engine performance
from them is important.
CAUTION
WITH ANY SUBSEQUENT SPEED OR POWER INCREASE WITH NO INCREASE IN
INDICATED CALTIT, CHECK FORAN OVERLY HOT TURBINE AND LOOK FOR TROUBLE
IN THE TOT AND CONTROL SYSTEMS. THE CONTROL SYSTEM COMPUTES CALTIT.
C. Removal.
CAUTION
EXERCISE CARE AS THE THERMOCOUPLE STUDS ARE OF A LOW STRENGTH ALUMEL
AND CHROMEL MATERIAL. DAMAGE TO STUDS MAY OCCUR.
1. Disconnect the T/C harness from the individual T/C.
2. Remove the T/C mounting nuts, remove the T/C and the gasket.
Discard gasket.
D. Inspection of Removed Thermocouples (T/C).
1. Perform the electrical check if not already accomplished. Reject
the T/C if the resistance between individual T/C circuits or the
resistance from either circuit to the case is less than 100,000
ohms. Reject if the resistance of either circuit is 5 ohms or
less.
2. Inspect for the following conditions each of which is cause for
rejection:
a. Probe body is badly bent or shows evidence of a burned
condition.
b. Visual evidence of missing (eroded) aluminum oxide insulating
material from around the wires up in the wire shield.
c. Burned or missing T/C junction (should be detectable by
electrical check).
d. Broken AL or CR stud(s).
JAN/91
5-7
Allison Engine company

E. Installation.
1. Instal
gasket on each T/C.
2. Instal
T/C in support.
3. Instal nuts on mounting support studs and torque nuts to 40-60 lb

in. (4 5-6.8 N-m).
4. Install harness terminals on respective CR and AL studs.
5. Install terminal nuts on respective CR and AL studs. Torque nuts
to 18-22 lb in. (2.0-2.8 N-m).
5-5.
HARNESS.
A. Description.
1. Terminal connectors for the T/Cs, 12 pair of chromel (CR) and
alumel (AL) (CR and AL terminals are of different hole size with
the CR being the smaller).
2. Internal Type K wiring to connect the 12 inputs in parallel thus
providing an average output signal.
3. An output connection pair of CR and AL terminals.
4. The wires are sheathed in a wrapping shield with inconel wire
braid on the exterior.
B. Removal.
CAUTION
EXERCISE CARE AS THE T/C STUDS ARE OF A LOW STRENGTH ALUMEL AND CHROMEL
MATERIAL. DAMAGE TO STUDS MAY OCCUR.
1. Disconnect the harness from the T/C terminal block (located on the
engine at the diffuser aft flange) and from individual T/Cs studs
per Paragraph 5-4, Step C. (Ref. Figures 5-1 and 5-2).
2. Remove or loosen the clamps holding the harness.
C. Inspection and Checks.
1. Check for outer braid for evidence of wear. Replace if areas are
worn through.
2. Check for deteriorated or missing insulation at the breakouts
(near connections to T/C studs and to terminal block studs).
5-8
JAN/91

3. Perform a resistance check. With all leads disconnected from the
T/Cs and the terminal block, the resistance of any alumel circuit
measured from the T/C connection to the terminal block connection
should be between 0.64 and 0.71 ohms. The resistance of any CR
circuit measured from the T/C connection to the terminal block
connection should be between 1.60 and 1.77 ohms. The resistance
values are for 70F (17.7C). If the resistance values are outside
these limits, the harness must be replaced.
D. Installation.
1. Install clamps.
2. Connect harness to T/C terminal block and T/Cs studs per
Paragraph 5-4, Step E-5 (Ref. Figures 5-1 and 5-2).
JAN/91
5-9

SECTION 6
CONTROL SYSTEMS
TABLE OF CONTENTS
Paraqrar)h
Paqe No.
6-1
Description
6-3
6-2
Caution
6-16
6-3
Front Handles
6-16
6-4
Removing Connector and Cables
6-16
6-5
Electrostatic Discharge (ESD)
6-16
6-6
Power Source Grounding
6-17
6-7
Description of DCA Modules
6-17
6-8
6-17
6-9
6-18
6-10
6-22
6-11
6-22
6-12
Status Lamps
6-25
6-13
6-27
6-14
Servo Driver Park Module
6-27
6-15
JAN/91
Descri~tion
Operating the Engine with the DEC System
6-30
6-16
Motoring
6-30
6-17
Starting Engine
6-30
6-18
Stopping Engine
6-30
6-19
Operating Modes and Modulation of Engine Power
6-30
6-20
DCA Generated Warning
6-31
6-21
DCA Generated Autoshutdowns
6-32
6-22
Fault Log
6-34
6-1

TABLE OF CONTENTS (CONT).
Paraqrat)h
Description
Paqe No.
6-23
Dumb Terminal
6-35
6-24
IBM Compatible Computer
6-35
6-25
Control Parameter Adjustments
6-35
6-26
Adjustments with a Dumb Terminal
6-36
6-27
Adjustments with a Hand Held Unit
6-39
6-28
Adjustment with a Computer
6-39
6-29
Maintenance of DCA and Modules
6-39
INDEX TO FIGURES
Fiqure No.
Title
Paqe No.
6-1
Digital Electronic Control System
6-12
6-2
Digital Electronic Control Schematic
6-13
6-3
Digital Control Assembly (Front View)
6-19
6-4
Digital Control Assembly (Rear View)
6-20
6-5
Central Processing Unit (CPU) Modu- e
6-21
6-6
6-23
6-7
6-24
6-8
6-26
6-9
6-28
6-10
Servo Driver Park Unit Module
6-29
INDEX TO TABLES
Table No.
6-1
6-2
Title
Dumb Terminal Access Adjustments
Paqe No.
6-37
JAN/91

SECTION 6
I
CONTROL SYSTEMS
6-1.

A. The control system is a digital electronic control (DEC) system
consisting of a digital control assembly (DCA) and many of the
electrical components as shown in Figures 6-1 and 6-2 and will be
discussed in this Section.
B. The DEC system is designed for use with liquid, gaseous, or dual fuel
applications.
c. The DCA package is a 19 inch rack mounted assembly housing the
control electronics and a power supply. This package is designed for
installation and operation within the control room. The DCA has six
(6) modules, which are:
1.
2.
3.
4.
5.
6.
Central Processing Unit (CPU).

Interface Unit.
Interface Extension Unit.
16 Way Relay Output.
4 Way D to A Output Unit.
Servo Driver Park Unit.
D. The gaseous or liquid fuel metering valve (FMV) is linear force

direct driven motor with integral position control electronics.
E. The DCA is operated in conjunction with the compressor inlet
temperature (CIT) sensor.
F. Some specific features of the DEC system are:
1. Redundant engine speed and turbine outlet temperature sensing.
2. Turbine inlet temperature (TIT) calculation (CALTIT).
3. CALTIT governing and limiting.
4. Power (KW) governing and/or limiting.
5. Automatic start sequencing and control.
6. Prime plant power or utility grid operation compatibility.
7. Stand alone (isochronous) or paralleled (droop) generator set
(GENSET) operation compatibility.
8. Warnings and Autoshutdowns for engine protection.
9. Fault detection, display, and storage in control memory.
JAN/91
6-3

10. Control event monitoring for display and operator use.
11. Both digital and analog/discrete customer interfaces for
monitoring operation.
12. Nineteen (19) dynamic adjustments for engine and plant
integration.
G. The DCA interfaces with the following items (Ref. Figures 6-1 and
6-2):
NOTE
The descriptions will include the purpose of the item and provides some
DEC system interfacing data.
1, Engine Sensors.
NOTE
The DEC system design is to include the parameter sensors for the
following engine control:
Turbine Out Temperature (TOT).

Engine Speed.
Compressor Inlet Temperature (CIT).
Gaseous Fuel Supply Pressure, If Required.
a. Thermocouple (T/C): Twelve (12) T/Cs are used to sense the
TOT. Each T/C provides two independent input signals that
harnessed together to provide an average temperature input of
the 12 T/Cs.
Both average input signals are sent to the DCA.
b. Magnetic Speed Sensors (Pickups): Two (2) magnetic speed
pickups are used to sense engine speed. The DCA receive the
inputs from both magnetic speed pickups for engine speed
sensing.
c. Compressor Inlet Temperature (CIT) Sensor: A dual element type
sensor is installed on the lower left side of air inlet housing
to provide two inputs to the DCA for CIT.
d. Gaseous Fuel Supply Sensor: A 10 psig (69 kPag), normally
closed, pressure switch is used tode~ect and insure thatgaseous fuel supply line is not charged prior to gaseous fuel
turn ON, The DCA will inhibit a start using gaseous fuel if
the contacts are open which indicates a gaseous fuel pressure
of 10 psig (69 kPag) or higher, indicating a malfunction of the
gaseous fuel shutoff valve(s) and/or vent valve. This pressure
switch is used only on dual fuel or gaseous fuel systems.
6-4
JAN/91

2. Load Sensing.
a. The DEC system accepts analog signals sensing the power or KW
of a generator set (GENSET) and power unbalance from a load
share sensor.
b. The load analog signal is to be accommodated as an input to the
DCA is to be a O to 5 vdc signal to be generated by a GENSET
load sensor. This input would be used in applications using KW
control or limiting. KW sensing is not required to have droop
governing.
co The load share bus signal is analog -0.8 to +0.8 vdc input to
be generated by a sensor, This input would be used in
applications where two (2) or more GENSETS are operated in
parallel in an electrical system.
3. Set Point Inputs.
NOTE
The DEC system is to be designed to operate with the following analog
O to +5 vdc inputs for use by the operator in controlling the engine
power. The analog inputs are:
Speed Set Point.
Calculated Turbine Inlet Temperature (CALTIT) Set Point.
KW Set Point.
Process Input.
a. The speed set point input will enable the governing setting to
be varied over the range permitted for the engine. Zero (0)
vdc (or no input) shall select the minimum (rein) speed set
point. This signal is derived from an external potentiometer
(POT) or equivalent.
b. The CALTIT set point input will enable varying the temperature
limiter setting for engine control when operating on a power or
for reducing the maximum continuous limiting set point. This
input will allow setting the temperature. Zero (0) vdc (or no
input) shall select the maximum (max) temperature set point
(engine rating). This signal is derived from a POT or
equivalent.
c. The KW set point will enable settinq a KW or Dower limiter and
control level for applications usin~ a load sensor. Zero
vdc (or no input) shall select the max KW or power set po
This signal is derived from a POT.
JAN/91
6-5

d. The Process Input is to incorporate special plant control
functions and interface with the engine to control its fuel
flow. This input can be used to directly reduce engine fuel,
bypassing the other governor loops. Zero (0) vdc (or no input)
shall select the max POT or a process governor with its self
contained closed loop dynamics.
4. Manual Operating Switches.
a. The DEC system design will include provision for accommodating
switches for operation of the engine,
b. The DEC system will provide 24 vdc to be connected to following
switches:
(1)
(2)
(3)
(4)
(5)
(6)
START switch.
STOP switch.
MOTOR switch.
GOVERNOR switch.
FUEL SELECT switch.
AUTOSHUTDOWN Reset Input.
5. Sequencing Relays.
NOTE
. The DCA will operate seven (7) sequencing relays to control the
ignition, starter, and liquid and/or gaseous fuel systems.
. The outputs are provided by the 16 Way Output Relay Module. The 7
relays are:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Liquid Fuel Shutoff and Pump Unloading.

Gaseous Fuel Shutoff and Vent.
Ignition Exciter.
Starter.
Fuel Pump Control.
Liquid Fuel Manifold Drain Valves.
Gaseous Fuel Purge Shutoff Valves.
a. Liquid Fuel Shutoff and Pump Unloading Relay.

NOTE
This relay is not used in a gaseous fuel system since there is no liquid
fuel .
(1) In the dual fuel system, this relay controls three (3)
solenoid operated valves (fuel pump unloading valve, fuel
shutoff valve, and air operated shutoff valve).
6-6
JAN/91
I

(2) In a liquid fuel system, this relay only controls the fuel
shutoff valve.
b. Gaseous Fuel Shutoff and Vent Relay.
NOTE
This relay is not used for a liquid fuel system engine, since there is
no gaseous fuel.
(1) The gaseous fuel shutoff and vent relay control three (3)
solenoid operated valves in either a dual fuel or gaseous
fuel systems. Two (2) gaseous fuel shutoff valves and a
vent valve.
(2) When the gaseous fuel shutoff and vent relay is energized
both gaseous fuel shutoff valves are open and the vent
valve is closed.
c. Ignition Exciter Relay.
(1) The ignition exciter relay control the ON and OFF operation
of the ignition system.
(2) When the ignition exciter relay is energized, the exciter
will be furnishing high voltage to the two (2) spark
igniters.
d. Starter Relay.
(1) The starter relay is to sequence the engine starter for
engine starting and/or engine motoring.
(2) When the starter relay is energized the engine starter is
allowed to crank (turn) the engine.
e. Fuel Pump Relay.
NOTE
The fuel pump relay is not used for only gaseousfuel system engines.
(1) For dual fuel system, the fuel pump relay is used to
control the ON and OFF operation of the fuel pump motor. A
motor starter relay is operated by this relay to allow
operation of the fuel pump motor causing the fuel pump to
operate.
JAN/91
6-7

(2) For the single or dual entry liquid fuel systems, the fuel
pump relay is used to switch the engine driven fuel pump
from series to parallel operation during engine start by
the operation of fuel pump paralleling valve. The pumps of
the dual element fuel pump are operated in parallel when
this relay is energized.
f. Manifold Drain Relay.
NOTE
The fuel manifold drain valve(s) are not used on gaseous fuel only
engines.
(1) The liquid fuel manifold drain valves are, norms ly closed
solenoid valves, one each for the pilot fuel man fold drain
and main fuel manifold drain.
(2) Both the pilot and main manifold drain valves are operated
by this relay and are open when energized.
6. Analog Meter Signals.
a, The DCA provides three analog voltage outputs for operator use
in monitoring engine operation.
b, The three (3) signals are generated by the Central Processing
Unit (CPU) and outputed via the 4 Way D-to-A Output Unit.
c. The signals are:
(1) Engine speed.
(2) Turbine outlet temperature (TOT).
(3) Calculated turbine inlet temperature (CALTIT),
7. Status Lamp Signals,
a. The DCA provides nine (9) output status lamps that may be used
for remote indications of the DEC system status for oDerator
monitoring.
b. The status signals are developed by the CPU and outputted via
the Interface Unit and the 16-Way Output Relay Unit.
c. The output signals can be used to operate indicator lights or
for plant sequencing.
d. The output signals are:
6-8
JAN/91

(1) The System Healthy Output is used to indicate when the CPU
and its associated electronic hardware are functioning
properly, including the power supply.
(2) The Warning Output is provided to signal when an abnormal
operation has been detected by the CPU that warrants
attention.
(3) The Autoshutdown Output is provided to siqnal when the CPU
initiate an engine shutdown.
(4) The Rundown Time Output is to indicate when this control
function is in control and an engine start cannot be
effected.
(5) The Motoring Output is provided to indicate when the engne
is being turned by the starter with fuel and ign tion
systems OFF.
(6) The Speed Control, Temperature Control, Power (KW) Control,
and Process Control OutDuts are to indicate durina
operation which control loop in CPU is controllin~ the fuel
flow.
8. Control Adjustments.
a. Control adjustments are provided for use in setup and/or
changing control gains and dynamics. These adjustments alter
software valves used in the control loops.
b. The control adjustment process will require a digital keyboard
and monitor or an equivalent hand held unit. The interfacing
to the DCA will be via the RS232 V24 port on either the back of
the DCA or the front of the CPU module.
c. The DCA can provide up to 19 control adjustments for the engine
and there are:
(1) Gaseous Fuel Ramp.
(2) Liquid Fuel Ramp.
(3) Dual Fuel Transfer Time.
(4) N Governor Proportional.
(5) N Governor Integral.
(6) N Governor Droop.
(7) Overspeed Shutdown Setting.
(8) Motoring Time.
(9) TIT Governor Proportional.
(10) TIT Governor Integral.
(11) N Meter Offsectional.
(12) TIT Meter Offset.
(13) TOT Meter Offset.
(14) N Meter Gain,
JAN/91
6-9

(15)
(16)
(17)
(18)
(19)
TIT Meter Gain.

TOT Meter Gain.
KW Governor Proportional.
KW Governor Integral.
TOT Sensing Trim.
d. The control adjustments range and rate of change are software

limited.
e, The control adjustments can be performed whenever the DEC
system is powered up, even with the engine running. They will
perform similarly to the POT adjustments of an analog type
f. The control adjustments, when being performed, alter settings
in the operating RAM. Upon completion of control adjustment
trimming for DEC system, these values may be written (stored)
into DCA nonvolatile memory. The control adjustments will be
stored in the EEPROM by a manual command to be used in the
future engine operation, Future control adjustments at a later
time are possible via the same mechanization and procedures.
9. Connector Interlocking and System Healthy.
a. To prevent operation in the event any of the DCA plant interface connectors are not engaged, the 24 vdc for the fuel
shutoff relay coil is daisy chained through connectors and the
Interface Unit card frame connector. In series with these is
the System Healthy Relay in the Interface Unit, if the System
Healthy Relay detects a DEC system failure or that one of the
DCA plant connectors is not attached, the 24 vdc supply to the
fuel shutoff valve(s) is removed.
b. The DCA is also designed that if any of the DCAS modules are
not in place or removed during operation, the 24 vdc to the
fuel shutoff valve(s) will be removed.
NOTE
The System Healthy Relay is energized when the system is healthy, but is
de-energized if a CPU unhealthy condition occurs and the DCA 24 vdc is
then supplied to the relay common.
c. The CPU also includes a watchdog timer that operates through the
System Healthy Relay to initiate a shutdown and fuel OFF condition in the event of a digital software or hardware failure.
10. Fault Detection.
a. The DCA includes fault detection and protection logic to prevent damage to the engine in the event of a detectable DEC
system fault.
6-10
JAN/91

b. The following is a list of detectable faults for which
mon toring is provided:
(1) Failed CIT Sensors.
(2) Failed TOT Sensors.
(3) Fail to Fire.
(4) Fail to Crank.
(5) Stagnation on Starting.
(6) Failed Cold Junction Sensors.
(7) Fuel Metering Valve Malfunction.
(8) Underspeed.
(9) Overspeed.
(10) Overtemperature.
(11) Excessive Gas Pressure at Starting.
(12) DCA Software Cycle Malfunction.
c. The Warning and Autoshutdown functions are engaged from the
fault detection protection logic.
(1) For Warnings, the Warning indicator relay is energized,
only as long as the fault is occurring.
(2) For Autoshutdowns, a momentary fault detection causes
latching of the Autoshutdown indicator and the fuel flow to
the engine is secured. An engine restart cannot be made
without enactment of a manual Autoshutdown Reset,
d. In the event any faults are detected by the DCA they are
transmitted to and retained in a section of the electrically
erasable programmable read only memory (EEPROM) nonvolatile
memory. Several events may be stored and keyed to an engine
start count, that is also stored in the EEPROM nonvolatile
memory. This fault detection log can be called up for viewing
and DEC system troubleshooting via a terminal keyboard, either
with the engine running or not running.
11. DIGITAL SERIAL V24 RS232C INTERFACE.
a. A standard RS232C digital interface is provided on the rear of
the DCA via a 25 way D connector for use by the operator.
b. The RS232C digital interface is used for two basic f{ nctions:
(1) Inputting. Use for performing setup or introduc ng control
adjustments.
(2) Outputting.
fault log.
Use for monitoring engine operation or the
c. The DCA is designed to operate with different types of

interfacing equipment. The two basic types are persona
computers (PC) or dumb terminals.
JAN/91
6-11
MANUAL OPERATING
SWITCHES
STATUS
LAMP
SIGNALS
SETPOINT POT
INPUTS
DIGITAL
CONTROL
ASSEMBLY
(DCA)
PROCESS
CONTROL
INPUT
FUEL METERING
VALVE(S)
z~ : SEQUENCING
RELAYS
ENGINESENSORS
LOADSENSORS
SEQUENCING
RELAYS
DIGITAlfSERIAL
INTERFACE
Fwv
I
CONTROL
ADJUSTMENTS
MODE
SELECTIONS
OPERATION
ANDFAULT
MONITORING
QHI053AA
Figure 6-1.
6-12
Digital Electronic Control System.

----
JAN/91

FUEL DIFFERENTIAL
PRESSURE SWITCH
LOW PRESSURE
F~ELFILTER
-----q
PARALLELING VALVE
DIRECTLY DRIVEN BY DCA
LIC2UID FUEL
P#;L&:
PRESSURE
WITCHES
IL
CIT
11
POSITION. Ov
DEMAND .15 V-15VOV
THERMIXOUPLE ~~) s
J7 ~1
If
u:
J6 J5
FWUSNCY SIGNAL FROM

MAGNmC SPEED PBXUp
Figure 6-2.
Ji
J3
Jz
DIGITAL CONTROtASSEMBLY (DGA)
L
~
v
I
gital E l e c t r o n i c C o n t r o l S y s t e m S c h e m a t i c .
6-13

501-KB5 DEC OPERATION
POWER INPUT 10 IGNITION EKITER

FROM IGNITION RELAY
VIMATIC+4
Cl-l SENSOR
PILOT
M AIN
MANIFOLO
DRAIN VALVE
MANIFOLO
DRAIN V A L V E ,
-cd
_.
FUEL
, Cb
) METERING
VMVES(S) ~Q
TOT
THERMOCOUPLES
FUEL
SHv;;;~F
-...
:J~
Q
Ssracmxm
l?
~mw
II
iv
MONITORING
CWER OUTPUT
To
ACTIVATE
ACCESSORIES
SWITCHES INPUT
u u
vmRATlcl
SIGNAL
: (-m) SIGNAL
WARNING
LIGHTS
CONTROL
PANEL
CONTROL
RELAYS
$D $T ,:,
L1
START
.
wIsoc
ADJUSTMENT
POTS
lr
OPTIONAL
THERMOCOUPLE
SPREAD
MONITOR
VIBIIATION
AMPLIFIER
t.&iSTER
SWTTCH
S P E E D CAITIT W
CONTROL CONSOLE
Figu e 6-2.
6-14
QHI045XK
Digital Electronic Control System Schematic.
JAN/91

d. The dumb terminals may be either the monitor keyboard type or a
hand held configuration.
e. The PCs must be IBM software compatible that has been
developed for this engine.
f. With the dumb terminal setup, it is possible to perform the DEC
system control adjustments and read the DCA fault log. The
fault log data will be displayed in an alpha numeric format.
The control adjustment procedure is affected by the fact that
prompting is not available in this mode, requiring close
reference to the definitive documents when performing this
process.
9. With the PC setup, it is also possible to perform the control
adjustment and read the fault log, it is also possible to
perform other system monitoring functions while the engine is
Some of these are:
operating.
(1) Display engine control parameters on the PC monitor.
(2) Display engine control modes on the PC monitor.
(3) Continuously monitoring engine control parameters, with
storage on magnetic media (floppy disk) for later analysis.
h. The performance of the DEC system control ad.iustments with PC
equipment is enhanced by the-continuous display of the engine
parameters and the control adjustments. It is also possible to
record these settings on disk or to input the setting from a
master disk.
12. Mode Selections.
a. Mode selections are provided for checkout or setup of the DEC
system. These are to alter flags in the software to select
specific modes from the options provided for the engine.
b. Similar to the control adjustments (Step 8,), the mode
selections will require interfacing the DCA via the RS232 port
with a PC or dumb terminals.
c. The DCA will provide for six (6) selections:
1)
2)
3)
4)
5)
6)
JAN/91
Liquid Fuel Only Mode.

Gaseous Fuel Only Mode.
Bench Test Mode.
Static Checkout Mode.
Failed Sensor Fault Mode.
Speed Governor Setpoint Mode.
6-15

NOTE
The DCA may have been customized for your particular site. The OEM
should be consulted for the customized details and other features that
may be unique to your site.
6-2.
CAUTIONS.
NOTE
The following cautions must be observed.
6-3.
FRONT HANDLES. The front mounted handles on the card frame were not
designed for carrying the DCA. They are intended for extending the DCA
from a rack which uses slide rail mounting.
6-4.
REMOVING CONNECTORS AND CABLES. It is important that the engine be

operated with each cable installed in its proper place. The cable
connectors and the corresponding jacks should be labelled. Connectors
and modules should not beremov;d-or installed with power appl ed to the
modules, as damage may occur to the electronics.
NOTE
An exception is made for the RS232 V24 connector on the DCA CPU module
and the J1 connector on the back of the DCA. If necessary, the V24
connector may be removed or installed with power applied. However,
maximum protection from damage to either the DCA or the terminal
computer is assured by making the cabling changes with all power OFF.
6-5.
ELECTROSTATIC DISCHARGE (ESD). All electronic components are sensitive

to static electricity and some are more sensitive then others. Damage
may appear immediately or later as degraded performance or failure. You
should observe the following precautions to minimize or prevent damage
from electrostatic discharge (ESD).
A. Do not remove modules from the DCA unless absolutely necessary.
B. If module removal is required, do not touch any part of the module
except the frame. Avoid touching the printed circuit board, the
connectors, and the components.
c. Place a conductive shorting strip on the modu es card edge connector
if module is to be stored or shipped.
D. Removed module should be placed in antistatic protective bag.
E. Avoid plastics, vinyls, and styrofoam when handling, shipping, or
storing the module. These materials are excellent generators of
static electricity.
6-16
JAN/91

6-6.
POWER SOURCE GROUNDING. The DCA must be properly grounded for safe and
reliable operation. It is necessary to maintain the DCA ground at the
same potential as earth ground. This is achieved by connecting the OV
terminal on the rear of the DCA to a suitable earth ground, e.g. utility
power neutral.
6-7.
DESCRIPTION OF DCA.
A. The DCA is mounted in a nineteen (19) inch rack and consists of six
(6) individual modules which slide into the card frame. Five (5)
unused module slots exist on the DCA for the 501-KB5 engine.
B. The front and rear views are shown in Figures 6-3 and 6-4. It is
important to note that each module has one or more cable connectors
installed on the front. These cables then enter the lower front of
the chassis and are internally connected to the electrical connectors
on the back of the DCA.
c. The Power ON and OFF switch is found on the front of the DCA, on the
lower right of the front panel. This is a protective circuit
breaker, as well as the control power ON and OFF switch. The nearby
red lamp (Input Supply) is not affected by the operation of this
switch. This lamp indicates that 24 volts dc power is provided to
the DCA from the external power source.
D. When the Power switch is in the ON position the electrical power is
provided to the DCA power supply regulation unit located at the back
of the DCA. There are two additional power supply lamps on the DCA
that are found on this power supply regulation unit and an additional
circuit breaker. The red 24V Input lamp and the yellow POWER SUPPLY
ON lamp will be ON (illuminated) when the front panel power switch is
ON. The yellow lamp will not be ON (illuminated) if the power supply
circuit breaker trips open.
E. There is one potentiometer (POT) on the lower left of the card frame
that is marked Trim A, This adjustment POT is not used in this
application.
F. All lamps (LEDs) on the front of each module are red in color.
Although this manual notes that some lamps will not be used, it is
not unusual to observe a brief illumination of any lamp. This
flickering may occur due to switching transients as the DCA is first
powered.
6-8.
CENTRAL PROCESSING UNIT (CPU) MODULE.

A. The CPU module contains the microprocessor or central processing
unit.
JAN/91
6-17

B. The front panel has two lamps and two connector jacks. The ON LINE
lamp will be continuously ON (illuminated) when the power is ON and
the CPU module is functioning properly. The other lamp, POWER FAIL,
will illuminate when the power supply voltages are out of tolerance.
POWER FAIL is not normally ON (illuminated). The CPU module is shown
in Figure 6-5.
c. The two d connectors (jacks) are marked as the FREQUENCY INPUTS and
the V24. Cable connectors are attached to these jacks and are routed
through the lower part of the DCA chassis. This routinq is common to
all cables on the DCA modules.
D. The V24 input is sometimes referred to as the RS232 input or the
serial communications line. Connection to a terminal (CRT) can be
made at the J-1 connector at the rear of the chassis of the DCA or
directly to the V24 jack on the front of the module.
CAUTION
DO NOT INSTALL OR REMOVE CONNECTORS WITH THE FRONT MOUNTED DCA POWER
SWITCH IN THE ON POSITION. DAMAGE MAY RESULT TO THE POWERED MODULE. AN
EXCEPTION IS MADE FOR THE RS232 CONNECTOR ON THE DCA CPU MODULE. THE
V24 OR J-1 CONNECTORS MAY BE REMOVED OR INSTALLED WITH POWER APPLIED.
6-9.
INTERFACE UNIT MODULE.

A, The interface unit receives analog and discrete inputs from the
engine and plant, which are conditioned and converted to a digital
format and transmitted to the CPU.
B. The interface unit module is part of the input and output (1/0)
interface between the CPU module and the engine.
It has f~ve lamps,
three test jacks, and four connector jacks. The interface unit
module is shown in Figure 6-6.
c. The four phase lamps marked PA, dB, dC, and ~D, are not used in this
application and should not be ON (illuminated). The ON LINE lamp
should normally be ON (illuminated) and indicates that the system is
healthy.
D. The three test jacks, +12 V ISOL, -12 V ISOL. and O V. are used onlv
for special bench testing. Do not attach anything tothese test
jacks. To the left of the test jacks are three holes with caps
(plugs) installed. Do not remove these plugs.
CAUTION
WHEN REMOVING THE LARGE INPUT CONNECTOR, BE CAREFUL TO PREVENT BREAKING
THE PLASTIC SECURING LATCHES AT THE TOP AND BOTTOM OF THE JACK.
6-18
JAN/91
Figure 6-3.
JAN/91
Digital Control Assembly (Front View).
6-19

501-KB5 DEC OPERATION AND MAIN- ENANCE
MAGNETIC
CIRCUIT BREAKER
WARNING
ISOLATE24V DC
I SUPPLY EMWHERE
c
\(
\
BACK PLANE
POWER SUPPLY
DCAPOWER
INPUT
CONNECTOW
QHI059XA
Figure 6-4.
6-20
Digital Control Assembly (Rear View).
JAN/91
ENGINE
SPEED
INPUT
, /
UVPROMS \
SERIAL
INTERFACE
RS232C124V ~
AM
LINKCH
EEPROM
MICRO
PROCESSOR
GiD-
D
-01
MEMORY
LINKS
~ TIME
LINK
QHI060XA
Figure 6-5.
JAN/91
Central Processing Unit (CPU) Module,
6-21

E. One of the four connectors is not used in this application. It is
the one marked THERMOCOUPLE, which may or may not have a dummy plug
installed. The other three, the large INPUT connector, RELAY OUTPUT
connector, and ACTUATOR DRIVE connector, have cables attached and
routed through the lower chassis. These three cables must be
installed before operating the engine.
6-10.
INTERFACE EXTENSION UNIT MODULE.

A. The interface extension unit module is part of the 1/0 interface
system in the DCA. It has only one lamp and four connectors. The
interface extension unit module is Shown in Figure 6-7.
B. The ON LINE lamp should be ON (illuminated) continuously and
indicates that the system is healthy.
CAUTION
BECAUSE THESE BOTTOM THREE INPUT JACKS ARE SIDE-BY-SIDE AND IDENTICAL,
IT IS VERY IMPORTANT THAT GREAT CARE IS TAKEN TO MATE THE APPROPRIATE
CONNECTOR TO ITS JACK, E.G., SK8 WITH PL8, SK9 WITH PL9, AND SK1O WITH
PL1O. ALL FOUR CABLES MUST BE ATTACHED BEFORE OPERATING THE ENGINE.
C. The OUTPUT CONNECTORS connector is on the top half of the module and
the three INPUT CONNECTORS jacks are on the bottom half.
6-11.
16-WAY RELAY OUTPUT UNIT MODULE.

A. The 16-way relay output unit module contains 16 relays which are
controlled by the CPU. It has 17 lamps and one connector. 16 of the
lamps are illuminated when the output relays are active and are
referred to as Status Lamps. These relays and lamps are in two banks
of eight, referred to as Banks A and B and lamps are numbered one
through eight. The 16-way relay output unit module is shown in
Figure 6-8.
B. The ON LINE lamp is found below the 16 annunciator lamps. Unlike the
other modules, this On Line lamp does not illuminate continuously,
but operates momentarily as the CPU module updates the data sent to
this module. It is not unusual to observe this lamp rapidly
flickering.
c. The OUTPUT CONNECTOR is on the bottom half of the module. Like the
other modules, the cable is routed through the lower part of the card
frame. This cable must be connected prior to operating the engine
and before power is applied to the modules.
6-22
JAN/91
LIGHTS
(NOT USED)
PLUGS
+ 12 VISOL CDT
-2vsL~
m
RELAY AND
INDICATOR
LAMPS
DRIVE OUTPUT
- SYSTEM HEALTHY
- WARNING
-AUTOSHUTDOWN
{15 PINS)
E
T
12i-1-FiB
1=
Pm
L~
1-
1-
1-
11-
CONDITIONED
ENGINEANALoG
SIGNALS INPUT
(64 PINS)
,/
/=
,-
u
T
1=
[
I
NOT usED
LATCH
Figure 6-6.
JAN/91
Interface Unit Module.
6-23
L!l
UP TO 3 FUELVALVE DRIVE
CONTROL OUTPUTS
ON LINE
LIGHT
Kc
lNPLJl
CONNECTORS
m
THERMOCOUPLES
HARNESS INPUT ~
QHI062XA
Figure 6-7.
6-24
Interface Extension Unit Module.

JAN/91

6-12.
Status Lamps.
A. The 16 Status Lamps are all red in color and when illuminated
indicate that the related relay has been act vated. These lamps are:
Al
;:
;:
:!
A8
;;
::
B5
B6
B7
B8
GAS FUEL SHUTOFF

GAS PURGE SHUTOFF
LIQUID FUEL SHUTOFF
PARALLELING VALVE/PUMP
MANIFOLD DRAIN VALVE
IGNITION EXCITERS
STARTER CIRCUITS
NOT USED
PROCESS OUTPUT
DECEL CONTROL
ACCEL CONTROL
KW CONTROL
SPEED CONTROL
MOTOR OUTPUT
TEMP CONTROL
RUNDOWN TIMER
B. The Status Lamps are summarized as:

1. ~ Gas Fuel Shutoff. When this lamp is ON (illuminated), the gaseous fuel shutoff valves are open and supplying gaseous fuel to the
engine. This lamp is not used on a liquid fuel only application.
2. ~ Gas Purse
gaseous fuel
only on dual
ate) only on
Shutoff. When this lamp is ON (illuminated), the

purge shutoff valves are open. These valves are used
fuel applications. This lamp will come ON (illumingaseous fuel systems as well, but should be ignored.
3. A3 LiQuid Fuel Shutoff. This lamp is ON (illuminated) when the

fiquid shutoff valves are open and supplying liquid fuel to the
engine. The lamp is not used on a gaseous fuel only application.
4. ~ Paralleling Valve/PumR.
This lamp indicates the closure of a
relay. The relay serves either of two purposes. When used in a
liquid fuel only application, the relay activates the liquid fuel
pump paralleling valve. When used in a dual fuel application, it
activates the electric fuel pump motor. This lamp is not used on
a gaseous fuel only application.
5. ~ Manifold Drain Valve(s). This lamp indicates that power is
applied to the manifold drain valve(s).
6. ~ Iqnition Exciters. This lamp indicates that power is applied
to the engine ignition exciter.
7. ~ Starter Circuits, This lamp indicates that power is applied to
the engine starter relay.
JAN/91
6-25
RELAY INDICATING LIGHTS
RELAY INDICATING LIGHTS
11111=J2?!?
Al
A2
A3
A4
A5
A6
A7
A6
GAS FUEL SHUTOFF (K7)

GAS PURGE SHUTOFF (K33)
LIQUID FUEL SHUTOFF (K6)
PARALLELING VALV13PUMP
MANIFOLD DRAIN VALVE (K31 )
IGNITION EXCITERS (K5)
STARTER CIRCUITS (K4)
NOT USED ON KB5
B1
B2
B3
B4
B5
B6
B7
B8
PROCESS CONTROL (INSIDE)

DECEL CONTROL (INSIDE)
ACCEL CONTROL(INSIDE)
KW CONTROL (INSIDE)
SPEED CONTROL (INSIDE)
MOTORING(INSIDE)
TEMPERATURE CONTROL
RUNDOWN TIMING
ouTPur
CONNECTOf
P
D
y
m
cl-!!
.$
.
.
.
;>:
.*,
>
:, ,
.,
.:,
. ,,
,
:>:
OUTPUTS
TO RELAYS AND DCA
STATUS INDICATOR LAMPS
IN CONTROL CONSOLE
..
,.
>
QHI055XA
Figure 6-8.
6-26
16-Way Relay Output Unit Module.

JAN/91

8. ~.
This lamp is not used.
9. U Process OutDut. This lamp indicates the externa 1 Process

Control has control of the engines fuel flow.
10. ~ Decel Control. This lamp indicates that the eng ne is
operating on the decelerate fuel schedule.
11. ~Accel Control. This lamp indicates that the engine is
operating on the accelerate fuel schedule. This lamp will be
illuminated prior to starting also.
12. ~ KW Control. This lamp indicates that the engine is operating
on KW (load) governor control.
13. ~ S~eed Control. This lamp indicates that the engine is
operating on the speed governor.
Motor OutDut. This lamp is ON (illuminated) when the engine
being MOTORED, but not started.
TemII Control. This lamp indicates that the engine is operating
the temperature control governor.
Rundown Timer. This lamp indicates that the timer is active.
engine start cannot be initiated until this lamp goes OFF.
6-13.
4-WAY D-TO-A OUTPUT UNIT MODULE.

A. The 4-way D-to-A output unit module converts digital data from the
CPU module into analog TOT, TIT, and engine speed output signals. It
has one lamp and one connector. The 4-Way D-to-A output unit module
is shown in Figure 6-9.
B. The ON LINE lamp is not continuously illuminated, but operates
momentarily as the CPU module updates the data sent to the 4-way
D-to-A output unit module. It is not unusual for this lamp to
flicker.
c. The OUTPUT CONNECTOR on the front must be connected, and is routed
throuqh the bottom of the chassis. The cable connector should be install~d before the engine is operated and power s applied to the
modules.
6-14. SERVO DRIVER PARK UNIT MODULE.

A. The servo driver park unit module has two connections to provide
connection of the two INPUT and OUTPUT electric connector.
B. The only electrical purpose is to continue the interlock chain.
JAN/91
6-27
CHANNEL
LINK
CHANNEL 2
LINK
Dm
Our!=ur
XWNECTOR
4 ANALOG SIGNALS TO
DRIVE N METER, CALTIT METER,
TOT METER, AND A SPARE ~
(6-20mA OR O-1OV)
II
CHANNEL 3
LINK
CHANNEL 4
LINK
II.
*
o
000
do
F
Figure 6-9.
6-28
4-Way D-to-A Output Unit Module.
JAN/91
1QHI063XA
Figure 6-10.
JAN/91
Servo Driver Park Unit Module.

6-29
501-KB5 DEC OPERATION AND MAIN ENANCE

6-15.
OPERATING THE ENGINE WITH THE DEC SYSTEM.
6-16. MOTORING.
A. Motoring the engine may be desired for purging the air intake,
engine,-and exhaust system of residual natural gas, for low speed
mechanical tests, or for compressor cleaning. The Motoring Switch
must be held closed to facilitate motoring. When motoring, the
starter circuit is allowed to be energized, but the fuel and ignition
systems are not energized. Motoring will continue until terminated
by the motoring timer or the Motoring Switch is released (opened).
The motoring timer is adjustable. The Motoring Output status light
(B6) on the 16-Way Relay Output Unit will be ON (illuminated).
B. The engine can be started from the Motoring mode if the engine speed
is not above 2200 rpm. If above engine 2200 rpm, the start signal is
ignored.
c. Following any automatic shutoff by the motoring timer, the Motoring
Switch must be reset to OFF to permit additional motoring.
6-17.
STARTING ENGINE.
A. The engine is started by momentarily closing the Start Switch. A
start is allowed if the Rundown Timer has expired, if the engine
speed is below 2200 rpm, and if no autoshutdown or malfunction
signals are present.
B. The Reset Switch will reset any autoshutdown or malfunction signals.
6-18.
STOPPING ENGINE.
A. The engine is stopped by momentarily closing the Stop Sw tch. This
command supersedes all other commands and initiates fuel shutoff.
The Rundown Timer is then activated.
B. The, engine may also be stopped by an Autoshutdown, in which the
operator has no control. An Autoshutdown signal would be generated.
Any Autoshutdown will require pressing Reset before a restart.
6-19. OPERATING MODES AND MODULATION OF ENGINE POWER. The DCA can allow
engine operation in these modes: isochronous (ISOL) speed governing,
droop speed governing, process control, temperature control, KW (power)
control. Since each engine installation is different, not all of these
modes will be used.
A. ISOCHRONOUS SPEED GOVERNING. Isochronous mode is used where constant
speed and variable load is encountered, as in a stand alone or stand
by generator set. The Governor Selection Switch must be in the
6-30
JAN/91

Isochronous (ISOL) position (non-energized). If the generator is to
never be used in the Droop Mode, it is possible that the Governor
Selection Switch will not be installed (Refer to OEM Manual).
B. Droop Speed Governing. Droop mode is used when the generator set
output is connected to an infinite (utility) bus. The Governing
Selection Switch must be in the Droop position (energized).
c. Process Control. Process Control mode allows the operator to control
special plant functions, interfacing with the engine for direct
control of the fuel flow. The process signal may be derived from a
console mounted potentiometer (POT) or a Process Governor. If the
DCA is controlling the engine as a result of the Process Input, then
the Process Status Lamp (Bl) on the 16-Way Relay Output will be ON
(illuminated).
The mode may not be used in all applications.
D. TEMPERATURE CONTROL.
1. This mode allows the DCA or limiting of the Calculated turbine
It may be used when operating a
inlet temperature (CALTIT).
generator on an infinite utility bus or simply to reduce the
maximum continuous temperature limit.
2. The DCA set point is derived from a console mounted POT or
equivalent.
This mode may be used in all applications.
E. KW CONTROL. This mode allows the use of a kilowatt (KW) load sensor
to limit or control the engine fuel flow. The desired load may be
requested with a console mounted POT. This mode may not be used in
all applications.
F. Dual Fuel Transfer. When a dual fuel system is used, the engine can
be started with either gaseous or liquid fuel. Transitions from one
fuel source to the other is possible while the engine is running.
Simply throw the fuel selector switch to the desired position (gaseous or liquid) and the DCA will perform the transition automatically.
6-20. DCA GENERATED WARNINGS.
A. The DCA can generate warnings to indicate an operating limit is be. ng
exceeded or a system Droblem has occurred that warrant attention.
These warnings hay be helpful in noting a problem which could be
corrected before an autoshutdown occurs.
B. There is no status LED provided on the DCA that indicates a Warning.
c. When an abnormal operation is detected by the DCA the Warning relay
(in the Interface Unit) will be energized. This is provided for
operator implementation for illuminating a remote lamp or operating a
warning device. The Fault Log can be interrogated for determination
of the specific fault, even after the Warning indication is ended.
JAN/91
6-31

D. The Warnings are summarized as:
1. CIT Sensor Failure -- If one of the two sensors fail or if a high
differential exists between them, a Warning is generated. Sensor
failure may be an open or a short.
2. S~eed Sensor Failure -- If one of the two speed sensors is failed
a Warning is generated. Sensor failure may be an open or a short.
3. TOT Thermocouples (T/C) Sensor Failure -- If one of the two T/C
sensors is failed, a Warning is generated. Sensor fail may be an
open or a short.
4. Run Overtemperature -- If the CALTIT exceeds the Warning limit,
but not the Autoshutdown limit during engine running.
5. Start Overtem~erature -- If the CALTIT exceeds the Warning limit,
but not the Autoshutdown limit during engine running. Start and
Run Overtemperature is recorded separately.
6. Overspeed -- If the engine speed exceeds the Warning limit, but
not the Autoshutdown limit.
7. EEPROM Write Fail -- An unsuccessful attempt at writing to the
electrically erasable programmable read only memory (EEPROM).
6-21.
DCA GENERATED AUTOSHUTDOWNS.

A. The DCA can generate Autoshutdown to protect the engine from damage
due to system malfunction. In this event the fuel flow will be
shutoff automatically and restart will not be possible until the
external Reset Switch is actuated.
CAUTION
BEFORE THE ENGINE IS RESTARTED, FOLLOWING AN AUTOSHUTDOWN, THE ENGINE
SYSTEM PROBLEM (MALFUNCTION) MUST BE DETERMINED AND REMEDIED. OTHERWISE
FURTHER DAMAGE MAY BE DONE TO THE ENGINE.
B. There is no status LED provided on the DCA that
Autoshutdown.
ndicates an
c, When an abnormal operation (fault) is detected by the DCA the

Autoshutdown relay (in the Interface Unit) will be ener~ized at the
same time as the fuel shutoff occurs. Th{s is provided-for operator
implementation for illuminating a remote lamp, operating a warning
device, or other related system functions. The Fault Log can be
interrogated for determination of the specific fault after after the
Autoshutdown has occurred.
6-32
JAN/91

D. The autoshutdowns are summarized as:
1. CIT Sensors Failed -- When both sensors are failed. Modes of
failure may be an open or a short.
2, S~eed Sensors Failed -- When both speed sensors are failed while
engine running an autoshutdown will be initiated as an Underspeed
Shutdown. A start will be prevented by failure to detect the fuel
on and ignition speed.
3. TOT Thermocou~le (T/C) Sensors Failed -- When both T/C sensors are
failed. Modes of failure may be an open or a short.
4. CJC Compensation Failed -- When the cold junction compensation
(CJC) circuit for the TOT thermocouples has failed.
5. Start OvertemDerature -- When the CALTIT exceeds the Start
Autoshutdown limit during engine starting.
6. Run Overtemr)erature -- When the CALTIT exceeds the Run
Autoshutdown limit after engine starting.
7. oversDeed -- When the engine speed exceeds the Autoshutdown limit.
8. UndersDeed -- When the engine speed drops below the Autoshutdown
limit after completion of a start.
9. A/D Conversion and/or Communications Failure.
a. Fuel Meterinq Valve Malfunction -- When the gaseous and/or
liquid fuel metering valve does not track the valve demand.
10. Normal StoD.
a. Hiqh Start Gas Pressure -- When the gaseous fuel pressure at
fuel metering valve inlet exceeds the Autoshutdown limit at
start, before fuel on.
11. Ultra Violet Erasable Programmable Read Only Memory (UVEPROM)
Failure.
a. Stagnation -- When the engine rotor acceleration rate drops
below the Autoshutdown limit before the start is completed.
12. EEPROM Corru~ted.
a. Fail-to-crank -- When the engine speed fails to reach ignition
speed within the Autoshutdown time limit during starting.
JAN/91
6-33

b. Fail-to-fire -- When the engine CALTIT fails to reach the
Autoshutdown limit within a specific time after the ignition
speed is exceeded. Also, if the CALTIT falls below the TOT
limit after an engine start (lightoff) has been detected.
c. Svstem Healthy Malfunction.
(1) When the CPU determines that a condition in the power
supply exists that exceeds the Autoshutdown limits.
NOTE
The System Healthy Relay is energized when the system is healthy, but is
de-energized if a CPU unhealthy condition occurs and the DCA 24 vdc is
then supplied to the relay common.
(2) A System Healthy relay (located in the Interface Unit) is
provided to cause a shutdown in the event the CPU operation
is detected to be faulty by a watchdog timer. One set of
contacts are connected in the DCA system in such a fashion
as to interrupt the 24 vdc to the fuel metering valves,
fuel shutoff valves, and ignition system when an unhealthy
condition occurs. This relay provides an additional set of
contacts for operator use of illuminating a remote lamp,
operating a warning device, or other related system
functions (Refer to OEM).
(3) The CPUs ON LINE lamp will be ON (illuminated) when the
CPU is healthy and will go OFF when an unhealthy condition
is detected.
6-22.
FAULT LOG.
A. The DCA ncludes a running Fault Log storage in the computer memory
that can be examined to determine the specific faults detected that
produced a Warninq indication or an Autoshutdown. The loq is keyed
to a start event ~nd records all Warnings that have occur~ed fro~ the
start to a shutdown. The fault log also indicates whether the
shutdown was a normal shutdown or if it was an Autoshutdown, it
records which one occurred.
B. The Fault Log can be accessed while the engine is running or
stopped. Approximately 10 start and stop log events will be
available for viewing.
c. The Fault Loq is accessed via the RS232 V24 serial data Dort of the
DCA or CPU. Either the connector on the back of the DCA(J1) or the
connector on the front of the CPU Unit (V24) may be used for
connection to appropriate digital monitoring equipment.
D. Two types of digital monitoring equipment which may be used are:
6-34
JAN/91

1. Dumb terminal consisting of a keyboard and screen.
2. IBM comt)atible Dersonal computer with digital communications
(DCOMMS) softwa~e.
6-23.
DUMB TERMINAL.
A. The following is an exp- anation of the procedure to follow for
accessing the Fault Log with a dumb terminal connected to the serial
data port.
B. The log is displayed by simply pressing L (uppercase only). The CRT
will then display the log of the most recent start. It may look like
this:
********** ALLISON 501-KB5 EVENT LOG START #0056
WARNINGS
CIT PROBE FAILURE
N1 PROBE FAILURE
SHUTDOWN
NORMAL STOP
BY typing another L, the log of the previous start wildisplayed:
be
********** ALLISON 501-KB5 EVENT LOG START #0055

WARNINGS
CIT PROBE FAILURE
OVERTEMP AT START
SHUTDOWN
OVERTEMP AT START
c. Approximately ten (10) previous loqs can be recalled. The sDecific

number depends upon the amount of ~nformation stored. If ma;y Warning messages are stored in memory, this number may be less than ten.
D. After the oldest log in memory has been displayed, typing another L
will result again in viewing the most recent log.
6-24.
IBM COMPATIBLE COMPUTER. The explanation of Fault Log accessing and

displays with the DCOMMS software is contained in the Appendix A. It is
specifically devoted to describing and explaining the use of DCOMMS.
6-25.
CONTROL PARAMETER ADJUSTMENTS.

A. The DCA allows operator adjustment of selected engine control
parameters.
These include governor gains, timers, meter drives, and
certain set points,
JAN/91
6-35

NOTE
The DCA when shipped from Allison will have nominal values, but these
parameters may be readjusted when it or the engine is installed and
commissioned.
B. The Parameter Adjustments can be made while the engine is running or
stopped. All control adjustments will be made in the DCA memory and
can be accessed via the RS232 V24 serial data port of the DCA CPU.
Either the connector on the back of the DCA (Jl) or the connector on
the front of the CPU Unit (V24) may be used for connection to
appropriate digital equipment.
C. Three (3) types of digital interfacing equipment which may be used
are:
1. Dumb terminal consisting of a keyboard and screen.
2. Hand held device with keypad and readout.
3, IBM compatible personal computer with DCOMMS software.
6-26.
ADJUSTMENTS WITH A DUMB TERMINAL.

A. The following is a detail explanation of the procedure to follow for
performing the adjustments with a dumb terminal unit.
B. In the event that the dumb terminal should require the setting of
conditions, below is the protocol:
1.
2.
3.
4.
5.
Baud Rate:
Parity:
Data Bits:
Stop Bits:
Data Type:
9600
None
8
1
ASCII
c. With the dumb terminal connected to the RS232 port, power up the
DCA . After any power up, fault reset, or operation of the return
key, hereafter referred to as (RET), the following sign on message
should appear on the screen:
COMMAND >H>
D. Before any parameter adjustment can be done, the correct access code
must be entered by typing AC PAS] followed by a return.
E. A parameter adjustment is performed by entering CR ###=XXXX. Where
### represents a register number given on the following table, and
XXXX is the hexadecimal representation of the desired new value.
6-36
JAN/91

F. To change from hexadecimal to decimal numbering, press the / key.
The prompt will change to:
COMMAND >D>
G. A list of the alterable parameters with the corresponding register
numbers as shown in Table 6-1.
Table 6-1.
Register
Number
13
14
15
16
17
18
19
35
36
12
22
23
37
26
::
21
DUMB TERMINAL ACCESS ADJUSTMENTS

. . . Value . in Decimal
plilJ
Nominal
~
.Parameter
Name
Isochronous Speed Governor . . . . . 12362

(Proportional Gain)
8040
Isochronous Speed Governor . . . . .
(Integral Gain)
Droop Speed Governor . . . . . . . . 14011
(Proportional Gain)
TIT Governor Proportional Gain . . .
200
TIT Governor Integral Gain . . . . .
900
KW Governor Proportional Gain . . .
100
KW Governor Integral Gain . . . . .
2800
Liquid Fuel Start Level . . . . . .
Gaseous Fuel Start Level . . . . . .
:
TOT Sensing Trim . . . . . . . . . .
-600
Fuel Changeover Timer . . . . . . .
1
Motor Timer . . . . . . . . . ...-15453
Overspeed Shutdown . . . . . . . . . -2454
TOT Meter Calibration (Gain) . . . .
1
TIT Meter Calibration (Gain) . . . .
1
Speed Meter Calibration (Gain) . . .
1
Static Check/Bench Test Selection .
1
Normal Running = 1
Static Checkout = 2
Bench Test = 3
20
Fuel System Configuration . . . . .

Liquid = 1
Gaseous = 2
Dual = 3
10
Load Share Gain

Load Share Gain
N Meter OFFSET .
TOT Meter OFFSET
TIT Meter OFFSET
Liquid Ratio . .
Gaseous Ratio
;:
27
29
35
36
JAN/91
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. , . . . .
.,...,. .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
18432
24725
13672
23400
20211
32767
768
1908
160
4096
218
166
-87
1299
2899
279
5799
307
307
500
8
-154:
-2454
512
366
3316
1
-22;:
524
373
3376
3
102
1
-327
-327
-327
1
1
1024
4
0
0
4096
21:
154
32i~
3277
3277
307
307
6-37

Ho The parameters can be changed. The list of the eligible parameters
with the corresponding register numbers as shown in Table 6-1.
NOTE
The DCA only responds to uppercase letters.
I. Parameter trimming is performed by entering DR ###
Where ###
represents a register number. You will see a cont. nuously updating
display of the current register value. Unlock the current register
value by pressing the U key.
J. To change the current register value in the register, type M for
decrease or P for increase. For help in remembering this, think of M
for minus and P for plus.
K. M or P will make a change each time the key is depressed. If the key
is held continuously, the current register value will ramp with
time. There are minimum and maximum values for each parameter which
cannot be exceeded.
L. Note that the current register values are displayed in hexadecimal
numbering system, i.e.. O-9 and A-F. If decimal numbering system is
desired, simply type / which is a backslash. Typing / again will
toggle back to hexadecimal. It is recommended that decimal numbering
be used.
M. When the current register value of the parameter is satisfactory, it
may be stored in permanent memory. Otherwise, the current register
value will revert to the original current register value upon cycling
control power ON/OFF or activating the fault reset.
N. Type S to permanently save the adjusted current register value. Typing any other key will cause this current register value to be lost
and the original current register value to be retained in memory.
o. Press enter to exit trim mode.
P. Here is a summary of the commands:
1. M=
Decreases (minus) the current register value of a selected
parameter.
2. P
Increases (plus) the current register value of a selected
pa;ameter.
6-38
3. s =
Saves the current register value of a selected parameter.
4. /
Toggles between decimal and hexadecimal numbering system.
JAN/91

6-27.
ADJUSTMENTS WITH A HAND HELD UNIT. A portable hand held unit can also
be used to perform control adjustments. The procedure to be followed is
identical to that described above for a dumb terminal unit.
6-28.
ADJUSTMENTS WITH A COMPUTER. Allison provides software, on a 5.25

(5 1/4) inch (133.35 mm) flexible disk, that simplifies the DCA control
adjustment procedure and is user friendly. This software, referred to
as DCOMMS, is designed to be used in an IBM compatible personal
computer. The explanation of the procedure to be used with the DCOMMS
software is contained in Appendix A specifically devoted to describing
and explaining the use of DCOMMS.
6-29.
MAINTENANCE OF DCA AND MODULES.

A. This manual was not intended to serve as an overhaul service manual,
however some basic tips on troubleshooting are included. In general,
if a module has no lamps (LEDs) which illuminate, it may indicate a
failure. This is particularly true of the ON LINE lamps. The ON
LINE lamps on all modules will illuminate continuously, with the
exception of the blinking lamps on the 16 Way Relay Output and the
4 Way D to A Output modules. The blinking ON LINE lamps may flash so
quickly that they appear to flicker dimly.
B. If the Input Supply lamp on the front of the chassis does not
illuminate, verify that 24 vdc is present on the 24 vdc Monitor jacks
on the rear of the card frame. If no voltage is present at the
jacks, then the supply to the DCA should be checked. If voltage is
present at the jacks, the DCA has a problem and service personnel
should be contacted.
CAUTION
WHEN REMOVING THE LARGE INPUT CONNECTOR ON THE IN ERFACE UNIT MODULE,
BE CAREFUL TO PREVENT THE BREAKING OF THE PLASTIC SECURING LATCHES AT
THE TOP AND BOITOMOF THE JACK.
c. If a module is suspected of failure. it mav. be replaced after
removing power to the modules. Turn off the front power switch and
the remove the connector(s) on the front of the module. Loosen the
larger straight slot screws on the front and remove the module
carefully.
Remove the card edge shorting strips from the replacement
and install the strips on the suspect module. Carefully install the
replacement module in the card frame. Place the suspect module in
the replacements packing, preferably an anti-static protective bag.
Tighten the loosened screws, reconnect the module connector(s), and
apply power to the modules.
D. If this does not remedy problem, it will be necessary to contact
service personnel.
JAN/91
6-39

SECTION 7
ENGINE LUBRICATION SYSTEM
TABLE OF CONTENTS
ParaqraDh
Description
7-1
7-3
7-2
Lubricating Oils
7-4
7-3
Oil Leaks and Troubleshooting
7-1o
7-4
Oil System Cleaning
7-15
7-5
Servicing
7-16
7-6
Oil System Components
7-18
7-7
Main Pressure and Scavenge Oil Pump

(Main Oil Pump)
7-18
7-8
7-18
7-9
Removal
7-18
7-1o
Cleaning
7-21
7-11
Installation
7-21
7-12
Pressure Regulating Valve

Assembly Removal
7-13
7-14
7-15
7-21
Pressure Regulating Valve

Assembly Installation
7-21
Adjustment and Test
7-22
Magnetic Chip Detector
7-22
7-16
7-22
7-17
Removal
7-23
7-18
Installation
7-23
7-19
Magnetic Drain Plug
7-23
7-20
7-23
7-21
Removal
7-23
7-22
Installation
7-24
7-23
JAN/91
Paqe No.
Oil Filter Assembly
7-24
7-24
7-24
7-25
Removal
7-24
7-26
Oil Filter Element Replacement
7-25
7-1

TABLE OF CONTENTS (CONT).
Paraqra~h
Description
Installation
7-27
7-28
External Scavenge O 1 Pump Assembly
Paqe No.
7-26
7-27
(Scavenge Pump)
7-29
7-27
7-30
Removal
7-27
7-31
Installation
7-29
7-32
7-29
7-33
7-29
7-34
Removal
7-30
7-35
Inspection
7-30
7-36
Installation
7-31
INDEX TO FIGURES
Fiqure No.
Paqe No.
7-1
Engine Oil System Schematic
7-5
7-2
Engine Oil System Block Diagram
7-7
7-3
Hairlike Metal Particles
7-17
7-4
Main Oil Pump and Filter
7-19
7-5
Pressure Regulating Valve and Magnetic
7-20
Chip Detector
7-6
Oil Filter Assembly
7-26
7-7
External Scavenge Pump
7-28
7-8
7-32
7-9
Inner Rear Exhaust Cone Puller, 6799754
7-33
INDEX TO TABLES
Table No.
7-2
Pacie No.
7-1
Lubrication Oils
7-9
7-2
Oil Leaks
7-11
JAN/91

. . . ..
501-KB5
DEC
OPERATION
AND
MAINTENANCE
SECTION 7
ENGINE LUBRICATION SYS EM
7-1.

A. The engine incorporates a low-pressure, ndependent, dry sump oil
system-(Ref. Figures 7-1 and 7:2) which includes:
1. Main pressure and scavenge oil pump assembly (Main Oil Pump) with
a pressure regulating valve.
2. An external scavenge pump.
3. An oil filter assembly with a filter bypass valve.
4. Check valve.
5. Scavenge pressure relief valve.
6. Magnetic chip detector (Indicating type).
7. Magnetic drain plug.
8. Turbine scavenge pump.
B.-The main oil pump is located on the center of the front face of the
accessory drive gearbox cover. Filtered oil is supplied to the main
oil pump inlet from the original equipment manufacturer (OEM) o 1
tank and filter equipment, ;S pumped through a metal element-type oil
filter assembly and check valve, through internal drilled and cored
passages, and external lines to those parts of the engine which
require lubrication. A pressure regulating valve located in the main
oil pump regulates the oil pressure to 50-60 psig (345-414 kPag). A
check valve is provided in the system for installation when oil
supply tank is above the main oil pump, this will prevent oil from
leaking into the engine when the engine is not operating. For
installation, when oil supply tank is below the main oil pump,
extreme care must be taken that the main oil pump does not loose its
prime during downtime. Oil must not be supplied to the engine at a
pressure more than 5 psig (34.5 kPag) when the engine is not
operating.
When engine is operating the engine oil pressure should
be 50-60 psig (345-414 kPag).
C. Scavenge oil is returned from the accessory gearbox sump to the oil
tank by the main scavenge pump of the main oil pump. Scavenge oil is
returned to accessory drive gearbox sump from turbine rear sump by
the turbine scavenge pump. Scavenge oil is returned to the main scavenge pump of the main oil pump from the compressor rear sump and the
turbine front sump by the external scavenge pump. Scavenge oil is
carried by internal drilled passages and external lines to a common
JAN/91
7-3

connection at the main oil pump. Scavenge oil pressure above 45 psig
(310.5 kPag) is relieved by the scavenge relief valve back to the
accessory drive gearbox sump. Care must be used to ensure that the
engine scavenge oil back pressure does not exceed 30 psig (207 kPag)
during engine operation.
D. An indicating type magnetic chip detector is provided on the scavenge
side of the main oil pump, to give a warning signal to the operator,
refer to original equipment manufacturers (OEM) Manual for details.
E. Drilled passages in the turbine coupling shaft and turbine fourthstage wheel provide a means of venting the combustion inner casing
down the turbine shaft and into the exhaust stream. Air which leaks
past the compressor rear bearing air seal is vented through the two
side struts of the compressor diffuser. The air inlet housing cavity
and the interior of the accessory drive housing is vented through an
external line attached to the breather on top of the air inlet
housing.
F. A magnetic drain plug is located on the bottom of the accessory
gearbox housing to provide for draining and inspection for metal
contamination.
7-2.
LUBRICATING OILS.
A. The engine and engine driven components are sometimes supplied by
different oil systems. Other times they are suDDlied bv a common oil
system. Oils m~st conform to one of th; following specifications for
the engine.
1. MIL-L-23699
2. Allison Gas Turbine Specification EMS-53
Synthetic
Synthetic
CAUTION
MINERAL OIL MUST NOT BE USED IN THE ENGINE. DAMAGE TO THE ENGINE WILL
OCCUR.
CAUTION
LUBE OILS WHICH MEET THE REQUIREMENTS OF ANY ONE OF THE OIL
SPECIFICATIONS MAY NOT NECESSARILY PERFORM SATISFACTORILY IN THE
ENGINE. THEY MAY CAUSE SEVERE COKING IN THE ENGINE AND RESULT IN
BEARING FAILURE. TO BE FULLY QUALIFIED, THE OIL MUST MEET REQUIREMENTS
OF THE SPECIFICATION AND HAVE COMPLETED A SATISFACTORY SERVICE
EVALUATION IN THE ENGINE (REFER TO INDUSTRIAL ENGINE BULLETIN 8-GT-84).
B. Lubricants which are fully qualified for use in the engine are listed
by oil brand name and vendor (Ref. Table 7-l).
7-4
JAN/91
Allison Engine Company .;

.!.
FROM POWER TAKEOFF SHAFT

TO POWER TAKEOFF SHAH MID BEARING
ACCESSORY DRIVE GEARBOX VENT LINE
k
MAGNETIC
CHIP
DETECTOR
RE:~JING
PRESSURE PUMP J
PRESSURE OIL
Figure 7-1.
JAN/91
L TO ACCESSORY DRIVE GEARBOX GEARS AND BEARINGS

MAGNETIC DRAIN PLUG
~v
MAIN SCAVENGE PUMP
FILTER BYPASS VALVE
Engine Oil System Schematic.
7-5

- COMPRESSOR REAR SUMP
~TRBINE FRONTSIJMP
TURBINE REAR SUMP 1
L TURBINE REAR
SCAVENGE PUMP
B, SCAVENGE OIL
QHJO16XK
Figure 7-1.
7-6
Engine Oil System Schematic.
JAN/91

ACCESSORY
GEARBOX
\
SYMBOLS
A-2
0-1
o-2
o-3
o-7
o-8
ENGINE BREATHER CONNECTION

OIL PRESSURE INLET
PRESSURE PUMP INLET
SCAVENGEPUMPOUTLET
PTO DRAIN
PTO OIL SUPPLY
CHIP
PUMP
1?
D3 fl
PSIG
KPAG
GPM
34.5
89.7
124.2
379.5
1.0
4.5
6.0
13
18
55
LPM
DRAIN-PLUG
3.8
17.0
22.7
PRESSURE
PUMP
3
>-Q
A
/
{
/
f
HI
.
3
PF
PI
MOUNTED
ENGINE
. .
-- --
BASE MOUNTED
CHECK
VALVE
/
REWIRED IF OIL COOLER IS
HIGHERTHANSCAVENGE OIL
RETURNPORT
Figure 7-2.
JAN/91
Engine Oil System Block Diagram.
7-7

...
,.

VENT-1 .00 IN. H@ MAX ALLOWABLE BACK PRESSURE
EST MAX FLOW -0.04 LBISEC
2
\
<
TURBINE
SCAVENGE
PUMP
A
COMPRESSOR
REAR SUMP
&
S C A V E N G E -- ;
PRESSURE
:ENGE
ELEF
/l\
EXTERNAL
SCAVENGEPUMP
TURBINE
FRONT
SUMP
SUMP
TOCOMPRESSOR
REARBEARING
TOCOMPRESSOR
INLETHOUSING
L:~:::sORyL&l%rRrNG
1
!
1
n
o-1
PRESSUREREGULATOR
(55 PSIG)
SHAFT
-i. .----- --
.. -- - -- - -
--
--
ENGINE MOUNTED
-- --
--
BASE MOUNTED
L
PTO GRAVllY DRAIN (1.0 GPM MAX)
PTO OIL SUPPLY (13-18 PSIG,=&%lL

0.5 PSIG MIN)
f
SYSTEM
ENGINE OIL SUPPLY (O-5 PSIG, 4.S-6.0 GPM)
I
+
ENGINE OIL RETURN (6.0 GPM MAX)

1
Figure 7-2.
7-8
OKRnnac
Engine Oil System Block Diagram.
JAN/91

Table 7-1.
Lubrication Oils.
Iroup
lumber Oil Brand Name
Vendor Name
CAUTION
OILS WITH DIFFERENT GROUP NUMBERS SHOULD NOT BE MIXED. SYNTHETIC AND
MINERAL OIL SHOULD NEVER BE MIXED. DAMAGE TO THE ENGINE WILL OCCUR.
NOTE
Oils within any one group number may be mixed. Oil from different vendors
with same group numbers are rebrands of the same oil and can therefore be
mixed. Oils from different group numbers should not be mixed.
9
9
9
Esso Turbo Oil 2380

Exxon Turbo Oil 2380
Enco Turbo Oil 2380
Humble Oil & Refining Co.

Post Office Box 2180
Huston, Texas 77001
Mobil Jet Oil 11
Mobil Oil Corporation

150 East 42nd Street
New York, New York 10017
10
Stauffer Jet II (Castrol 205)
Stauffer Chemical Company

299 Park Avenue
11
Aeroshell Turbine Oil 500
Shell International Petroleum Co

50 West 50th Street
;:
Castrol 5000
Castrol 580
Burmah-Castrol Company
Castrol Research Laboratories
Whitchurch Hill, Pangbourne
Reading, Berkshire RG8 7QR
Engl and
C. Oil samples should be taken as outlined in Section 1, Paragraph 1-30,

Step C.
NOTE
Increased filtration to 100 percent of particles 1 micron or larger is
recommended as experience has shown that bearing lives are increased.
JAN/91
7-9

D. Oil supplied to the engine must be prefiltered through a full flow
filter capable of removing 100 percent of particles 3 micron or
larger.
E. The maximum oil temperature of inlet oil to the engine is 160F
(71C). The minimum oil inlet temperature is -40F (-40C) for the
engine.
F. The minimum oil supply to the engine main oil pump inlet is 4.5 gpm
(17.1 Lpm) at a pressure of O-5 psig (O-34.5 kPag).
CAUTION
AIR IN THE OIL CAN RESULT IN INADEQUATE LUBRICATION AND SHORTENED ENGINE
LIFE DUE TO ABNORMAL BEARING WEAR.
G. Oil provided
gear, shaft,
delivered to
lines should
installation.
by the engine main oil pump satisfies engine bearing,

and other engine lubrication requirements. The lube oil
the engine must be free of entrained air. Lube oil
be bled prior to the initial engine start at the time of
CAUTION
PRELUBE OF THE ENGINE PRIOR TO START OR POSTLUBE AFTER COASTDOWN IS NOT

REQUIRED AND MUST NOT BE ATTEMPTED. THE LUBE OIL SYSTEM IN THE ENGINE
IS A DRY SUMP SYSTEM AND REQUIRES THAT THE ENGINE BE ROTATING TO PROVIDE
PROPER SCAVENGING. ENGINE OIL INLET PRESSURE MUST BE LESS THAN 5 PSIG
(34.5 KPAG) WHENEVER THE ENGINE IS NOT ROTATING.
7-3.
OIL LEAKS AND TROUBLESHOOTING.

A. As the engine ages, normal wear may cause the oil loss to increase;
this can be corrected at overhaul. Engine oil consumption through
normal loss, vaporizing, seeping, and expelling mostly out the
exhaust can increase to 0.5 gallon (1.9 liters) per 24 hours of
operation.
The best way to measure this kind of oil loss is at the
oil tank which supplies the oil system.
B. For leaks of the drip or seep type, some of which can exist when the
engine is not operating, refer to Table 7-2, Engine Oil Leaks. Drip
leaks can be measured by catching the oil in a container or by
measuring the oil loss at the oil tank which supplies the oil
system. To help locate oil leaks of the seeping type, the area
should be cleaned and powder (powdered Bon Ami or similar) placed
around the suspected oil leak area and the engine operated for five
minutes. When the oil leak is found refer to Table 7-2.
7-1o
JAN/91

C. Oil vapor or smoke should not be seen escaping from the engine vents
except after extended idle operation when the scavenge pumps are less
efficient Otherwise, this usually indicates seal wear. Oil dripping
from No. 3 bearing vents after a period following operation can be
due to extended idle operation prior to shutdown.
NOTE
Radial positions on an engine are oriented by observing the engine from
the rear.
1. The vent for the No. 1 (compressor front) bearing labyrinth seal
is on the left side of the air inlet housing at the 11 oclock
position.
2. The vents for the No. 2 (compressor) bearing labyrinth seal are on
the diffuser at the 3 and 9 oclock positions.
3. The two (3 and 9 oclock) vents, located on the turbine inlet
casing, vent the combustion inner casing (lighthouse).
4. The main engine vent, called the breather, is mounted on the top
of the air inlet housing. It vents the accessory drive gearbox,
number 1 bearing housing compartment, and the power takeoff shaft.
5. The number 2, 3, and 4 bearing housing compartments and casing
liner assembly (inner lightout) is vented along the turbine
tie-bolt to the turbine rear bearing support out into the exhaust
system.
6. Oil loss can be measured at the oil tank which supp ies the oil
system.
Table 7-2. Oil Leaks.
Leakaqe
Probable Source
1.
Leakage past vent

assembly gasket
Replace gasket.
Leakage past splitline gasket
Check torque of pump holddown nuts to 74-89 lb in.

(8.4 -10. ONm). If leakage persists, remove pump
and replace splitline gasket. Refer to Para. 7-7.
2.
Vent assembly to
air inlet splitline
Main oil
.pump-to-accessory
gearbox splitline
JAN/91
7-11

Table 7-2.
Oil Leaks (Cent).
Leakaqe
Probable Source
3.
Main oil pump

cover-to-oil pump
body splitline
Leakage past splitline O-rings
Torque cover holddown nuts

to 74-89 lb in. (8.4-10.0
Nm).
If leakage persists, replace main oil
pump. Refer to Para. 7-7.
4.
Oil filter coverto-accessory

gearbox
Leakage past splitline

O-ring
Torque filter cover holddown nuts to 74-89 lb in.

(8.4 -10.0 N-m). If
leakage persists, remove
oil filter assembly and
replace O-ring. Refer to
Para. 7-23.
5.
Accessory gearbox
cover-to-accessory
gearbox body
splitline
6.
Puddle of oil in
bottom of inlet
housing
Leakage past compressor

front seal. (Leakage
will coat compressor
with oil eventually
reducing engine
power slightly.)
Check breather venting

systems. Compressor inlet
housing must be removed to
facilitate seal replacement. The compressor unit
should be sent to a Major
Repair Center for repair.
7.
Main oil pressure

tube splitlines
Pressure oil tube
FRONT: Torque nuts to

74-89 lb in. (8.4-10.0
Nom) and/or replace
gasket (13, Figure 7-4).
Refer to Para. 7-7.
8.
External scavenge
pump oil tube
splitlines
Pump connection
FRONT: Torque tube connector nut to 200-250 lb

in. (22.6 -28.3 Nm)
and/or replace tube.
Refer to Para. 7-11.
Diffuser connection
REAR: Torque bolts to 7085 lb in. (7.9-9.6 N-m)

and/or replace O-ring.
O-ring
Remove and replace O-ring.

9.
7-12
External scavenge
pump spl itline -
Torque cover holddown nuts

(14, Figure 7-4) to 74-89
lb in. (8.4-10. N-m).
If leakage persists, refer
to Section 9.
JAN/91

Table 7-2.
Leakaqe
10. Compressor
bleeds 5th,
10th stage
Oil Leaks (Cent).
Probable Source
Past compressor front

oil seal
Check compressor
seal vent system. See
No. 6 Leakage above.
NOTE
If oil leakage is enough to coat the compressor bleed valves with oil,
then the engine instruments should be monitored to detect low power
level . Refer to operating limits, Table 1-1, and clean the compressor
when the compression ratio decreases below recommendation. Refer to
Section 10, Compressor Section.
No external repair.
Remove enaine for rei)air.
11.
Diffuser side
vents (can have
breather spew
also). Engine
running should be
continued unti
repaired.
Leakage past rear

compressor seal:
(l) Excessive clearance in labyrinth seal
at rear of compressor
or front of turbine.
(2) Diffuser cracked
in sump area.
12.
Bottom turbine
inlet casing
struts. En~ine
running should be
discontinued until
repair is done.
Indicates malfunction
Remove engine or turb ne
at front turbine posifor repair.
tion of one of the
following:
(1) Metal O-ring gasket
between inner combustion
casing and turbine
bearing support.
(2) Turbine scavenge tube
out of diffuser connection.
(3) Front turbine bearing cage
vent holes plugged with carbon.
(4) Excessive clearance
in labyrinth seal(s).
(5) Blockage of breather
system.
13.
Oil wet static

engine.
Excessive oil pressure,

more than 5 psig (34.5
kPag) to the engine
while the engine is not
running will cause flooding of the engine. Oil
will flow past a faulty
check valve and cause
flooding of the engine.
JAN/91
Reduce static oil pressure

Repair or replace check
valve in engine oil filter
assembly.
7-13

Table 7-2.
Oil Leaks (Cent).
Leakaqe
Probable Source
14.
Power takeoff
housing-to-gearbox
splitline
Leakage past housing

front-O-ring
Remove engine. Remove

power takeoff housing and
replace front O-ring
(Refer to Section 8).
15.
Power takeoff
housing-to-speed
sensor pickup
splitline
Leakage past p ckup

O-ring
Remove pickup and replace

O-ring (Refer to Section
8).
16.
Power takeoff
housing-to-engine
inlet housing
splitline
Leakage past power

takeoff housing rear
O-ring
Remove engine. Repl ace

power takeoff housing rear
O-ring (Refer to Section
8).
17.
Speed sensitive
valve drain holes
(located immediately forward of
mounting flange,
90 apakt.
Leakage past speed

sensitive valve pad oil
seal
Remove speed sensitive

valve. Replace seal, if
leakage is from holes
around the large diameter,
replace speed sensitive
valve since rear bearing
grease has probably been
washed out.
18.
Fue pump drain
Leakage past fuel pump

pad oil seal (lip type)
Remove fuel pump and

filter assembly. Replace
seal. Refer to Section 9.
19.
Compressor bleeds
5th, 10th stage
Past front compressor

oil seal
No external repair. The

compressor air inlet housing must be removed to facilitate seal replacement.
20.
Inside turbine rear

bearing support.
(Recommend engine
running be discontinued until
repaired.)
Rear turbine scavenge

pump malfunction.
Indicated by puddle of
oil in front of turbine
strut at turbine 4th
stage wheel, or
increased oil
consumption or
considerable oil
streaking of the turbine
area.
Remove inner exhaust cone,

insulation blanket and
rear turbine scavenge pump
Inspect rear
support.
pump, drive shaft, etc.
Replace parts as
necessary. (Refer to
Turbine Rear Scavenge Oil
Pump Para. 7-32.)
7-14
JAN/91

Table 7-2.
20.
7-4.
Oil Leaks (Cent).
Leakaqe
Probable Source
Inside turbine rear

bearing support.
(Recommend engine
running be di;continued until
repaired. ) (Cont.)
Rear turbine pump

support splitline.
Indicated by oil swir
on tailcone~ or possible
oil puddle at rear of
turbine strut.
Remove inner exhaust cone,

insulation blanket, and
rear turbine scavenae Dumo
support. Replace m~tai
O-ring gasket.
OIL SYSTEM CLEANING.

A. The components forming the oil system must be thoroughly cleaned
whenever the oil system becomes contaminated, when failure occurs,
excessive carbon is generated; or other foreign particles are
inadvertently introduced.
B. The extent of cleanup depends on the magnitude of the failure or item
causing the contamination. In the event the contamination causes
clogging and bypassing of the oil filters, consideration should be
given to disassemble and clean the entire unit to avoid blocking oil
jets and passages within the engine or mating extension shafts and
gearbox if this is applicable because their oil systems are integral.
c. Perform continuity and visual check of engine magnetic drain plug and
a visual inspection of the indicating chip detector plug. If there
is evidence of a failure and cause is not obvious, make visual check
of the scavenge pump filter element to help trace source of
contamination.
D. When a filter or other cause of contamination is identified, all
areas downstream of the contamination source should be checked for
the effects of the contamination. The entire oil system will have to
be inspected and cleaned. Also the external filter element will have
to be replaced and/or cleaned.
NOTE
JAN/91
If the external oil system filter failed in such a way that the
contaminant has passed through, then the entire exter~al oil system will
require cleaning. This could include such things as the heat exchanger,
oil cooler, valves, fittings, hoses, piping and oil tank. (Ref. OEMs
Manual.)
7-15

F. If the compressor extension shaft assembly is suspect based on the
inspection of the accessory gearbox sump magnetic dra n plug, remove
the compressor extension shaft assembly. Disassemble, clean and
inspect the assembly. Inspect the compressor extension shaft housing
bore for contamination. Check for contamination in the compressor
side gear bearings.
G. If contaminant is found in the area of the extension shaft per
preceding Step F, there is a possibility that it originatedup in the
vent assembly. If the failed component is in this area, the
following would require the most intensive cleaning and inspection
after repairs are made: extension shaft area, side gears, compressor
inlet housing scavenge oil paths, accessory drive gear gearbox
components including the internal scavenge oil pump and finally the
oil return external lines. The compressor rear bearing, oil jets,
turbine bearing and sumps probably would not be contaminated.
H. After repair and cleaning, accomplish the following:
1. Service the oil system (Ref. OEMs Manual).
2. Operate the engine for 30 minutes. Check the oil filters and
magnetic drain plug for contamination to ensure that the oil
system is clean. If contaminants are still present, drain
complete oil system, replace oil filter elements, clean magnetic
drain plug, and repeat Steps 1. and 2.
7-5.
SERVICING.
NOTE
In addition to the instructions of this manual regarding the servicing
of the engine oil system, refer to the OEMs Manual for servicing the
oil system external to the engine.
A. Drain all oil from the engine system. Remove magnetic drain plug
from fitting in bottom of accessory drive gearbox to drain the sump.
Remove scavenge line from lower left of diffuser to drain diffuser
sump.
B. Service the main oil tank with the required amount of oil conforming
to Allison Specifications for Synthetic Oils. (Ref. OEMs Manual.)
NOTE
When excessive oil consumption is suspected, refer to Paragraph 7-3 for
oil leaks and reps rs.
7-16
JAN/91

co Whether insr)ection is a calendar (t)reventive maintenance) or a
troubleshooting event initiated b~a signal from the ind~cating
magnetic chip detector, accomplish the following and checks.
1. Engine Inspection.
a, Place a container under the engine. Remove the magnetic chip
detector and drain plugs per Paragraphs 7-17 and 7-21 and
inspect for metal particle accumulation.
NOTE
During normal operation some accumulation of fuzz-like particles will be
found on the plug. The quantity will vary but it is not necessarily a
cause for engine removal.
b. Questionable Metal Particle and Material Accumulation:
If
four or more hairlike magnetic metal pieces (Ref. Figure

7-3) or magnetic metal particles less than 0.0625 (1/16) in.
(1.6 mm) in diameter that are not fuzz-like and are found on
the magnetic drain plug, clean and reinstall the magnetic drain
plug per Step 2., operate engine at no load for 30 minutes. If
the same amount or more material is present, remove the engine.
c. Abnormal Metal Particle Accumulation: Any metallic material

other than normal accumulation is cause for engine removal.
d. As oil drains from the engine, collect a sample for analysis,
2. Install the magnetic chip detector and drain plugs per Paragraphs
7-18 and 7-22. Torque the plugs to 240-300 lb in. (27.1 -33.9
Nom) and lockwire.
CLEAN
Figure 7-3.
JAN/91
HAIR LIKEACCUMULATION
QHJO08XD
Hairlike Metal Particles.
7-17

7-6.
OIL SYSTEM COMPONENTS.

NOTE
The components discussed in the following sections are the externally
mounted items of the engine lube oil system.
7-7.
MAIN PRESSURE AND SCAVENGE OIL PUMP (MAIN OIL PUMP).
7-8.
Description and O~eration.

A. The main oil pump assembly incorporates two gear type oil pumps (a
pressure and a scavenge), a pressure regulating valve, and an
indicating type magnetic chip detector. Oil is supplied to the
pressure pump element from the OEM furnished oil supply. Scavenge
oil, from the accessory drive gearbox, is returned to the oil tank
tank by the scavenge pump elements of the main oil pump. The
assembly is mounted in the center of the front face of the accessory
drive gearbox.
B. The pressure regulating valve provides adjustment of engine oil
pressure.
It is located on the front of the main oil pump assembly.
C. The indicating-type magnetic chip detector is located in the scavenge
oil outlet adapter. Ferrous metal particles present in the scavenge
- oil will adhere to the magnetic chip detector. If these metal
particles build up sufficiently to bridge the gap of the detector,
the resultant circuit may be used for a warning signal or an engine
shutdown (Ref. OEMs Manual for details).
7-9.
Removal.
A. Disconnect electrical connector from the magnetic chip detector.
WARN ING
TRICRESYLPHOSPHATE (TCP) AND SOME OF THE OTHER ORGANIC ADDITIVES IN THE
SYNTHETIC OILS ARE READILY ABSORBED BY THE SKIN AND ARE HIGHLY TOXIC.
ANY PART OF THE BODY THAT COMES IN CONTACT WITH THESE OILS SHOULD BE
CLEANSED AS SOON AS POSSIBLE.
B. Remove the nuts (11, Figure 7-4) and washers (12) securing the oil
inlet and oil lines (14 and 15) to the main oil pump (7) and remove
the oil lines. Remove and discard gaskets (13). Cap all openings to
7-18
JAN/91
\ -i2
11
1. NUT (6)
9.
PACKING (O-RING)
2. WASHER (6)
10. ACCESSORY DRIVE GEARBOX
3. OIL FILTER ASSEMBLY
11. NUT (8)
4. PACKING (O-RING)
12. WASHER (8)
5. NUT (8)
13. GASKET (2)
6. WASHER (8)
14. SCAVENGE OIL LINE
7. MAIN OIL PUMP
15. INLET OIL LINE
8. GASKET
16. NUT (17)

17. WASHER (17)
QHJ018XD
Figure 7-4.
JAN/91
Main Oil Pump and Filter.

7-19
1. VALVE CAP
6. VALVE STEM
2. PACKING (O-RING)
7. VALVE POPPET
3. VALVE PLUG LOCK
8. MAGNETIC CHIP DETECTOR (INDICATING-TYPE)
4. VALVE ADJUSTMENT SCREW
90 PACKING (O-RING)
5. VALVE SPRING
10. MAIN OIL PUMP
QHJO06XD
Figure 7-5.
7-20
Pressure Regulating Valve and Magnetic Chip Detector.

JAN/91

c. Remove the nuts (5), washers (6), and main oil pump (7) from the
accessory drive gearbox (10) cover.
D. Carefully remove the main oil pump (7), gasket (8), and O-ring-.,
(9).
- - Discard
the
gasket
and
O-ring.
7-1o.
Cleaning.
A. Use mineral spirits, AMS 3160, or equivalent and allow to air dry.
B. Visually inspect for damage.
7-11.
Installation.
NOTE
Het O-ring and gasket with clean engine oil before installing.
A. Install O-ring (9, Figure 7-4) on the main oil pump (7) and gasket
(8) on the accessory drive gearbox (10) cover mounting flange. .Then,
install the main oil pump (7) and secure with nuts (5) and washers
(6). Torque nuts to 74-89 lb in. (8.4 -10.0 Nm).
B. Install oil inlet and outlet gaskets (13). Install the outlet and
inlet lines (14 and 15) to the main oil pump and secure with nuts
(11) and washers (12). Torque nuts to 74-89 lb in. (8.4-10.0 Nom).
C. Install magnetic chip detector electrical connector and lockwire.
7-12.
Pressure Requlatinq Valve Assembly Removal.

A. Remove the valve cap (1, Figure 7-5) and O-ring (2). Discard O-ring.
B. Remove the valve plug lock (3).
C. Remove valve adjustment screw (4), valve spring (5), valve stem (6),
and valve poppet (7).
D. Clean and inspect pressure regulating valve assembly parts. Replace
defective parts as required.
7-13.
Pressure Recmlatinq Valve Assembly Installation.

A. Lubricate all parts with clean engine lubricating oil.
B. Install valve poppet (7, Figure 7-5), valve stem (6), valve spring
(5), and valve adjustment screw (4) in the main oil pump. Install
the valve screw until it is recessed approximately 0.0625 (1/16) in.
(1.6 mm) within the main oil pump body (10).
JAN/91
7-21

. .._
C. Install valve plug lock (3). Make sure the valve plug lock engages
the slots in both the valve adjustment screw (4) and the main oil
pump body (10).
D. Install O-ring (2) and install valve cap (l).
180-220 lb in (20-25 Nom) and ockwire.
Torque valve cap to
7-14. Ad.iustment and Test.

A. Adjust the Pressure Regulating Valve.
1. Remove the valve cap (1, Figure 7-5) and O-ring (2). Discard
O-ring.
2. Remove the valve plug lock (3).
NOTE
One revolution of the valve adjustment screw clockwise will cause an oil
pressure increase of approximately psi (21 kPa). One revolution of
the valve adjustment screw counterclockwise will decrease the oil
pressure approximately 3 psi (21 kPa).
3. Adjust the valve adjustment screw (4) as required.
4. Install valve plug lock (3), The plug lock must engage the slots
in both the valve adjustment screw and the main oil pump body.
5. Install O-ring (2) and valve cap (l). Torque valve cap to 180-220
lb in. (20-25 Nom) and lockwire.
B. Test the Pressure Regulating Valve.
1. Start the engine and operate at 13,000 to 14,600 rpm.
2. The regulating valve should maintain 50-60 Dsi (345-414 kPa)
engine-oil pr;ssure with 130-150F (54-66eCj oil inlet
temperature. If it does not, shutdown engine, make an adjustment
and repeat the test.
7-15.
MAGNETIC CHIP DETECTOR.

A. The two magnets in the face of the magnetic chip detector are
designed to attract metal particles. When the gap between the two
magnets is bridged a circuit is completed.
7-22
JAN/91

B. The magnetic chip detector includes a connector which the operator
may use for connecting an external circuit to a lamp or warning
device to indicate when detector magnets have been bridged by debris.
7-17. Removal.
A. Remove electrical connector.
B. Remove magnetic chip detector (8, Figure 7-5) and O-ring (9) from
main oil pump (10). Discard O-ring.
c. Clean with a clean cloth.
D. Inspect (Ref. Paragraph 7-5, Step C.).
7-18.
Installation.
A. Install O-ring (9, Figure 7-5) onto magnetic chip detector (8).
B. Install magnetic chip detector and O-ring into main oil pump. Torque
to 240-300 lb in. (27.1 to 33.9 N*m) and lockwire.
7-19.
MAGNETIC DRAIN PLUG.
7-20.
DescriI)tion and Operation.

A. The magnetic drain plug is located in the bottom of the accessory
drive gearbox housing (Ref. Section 9, Accessory Gearbox). It is in
the lowest location of the accessory drive gearbox sump.
B. The two magnets in the face of the chip detector are designed to
attract metal particles. Each magnet is connected to 2 terminals on
the exterior of the magnetic drain plug. When the gap between the
two magnets is bridged a circuit completed. An ohm meter can be used
to check if metal has bridged the gap.
7-21.
Removal.
A. Remove magnetic drain plug and O-ring. Discard O-ring.
B. Clean with clean cloth.
C. Inspect (Ref. Paragraph 7-5, Step C.).
JAN/91
7-23

7-22.
Installation.
A. Install O-ring onto magnetic drain plug.
B. Install magnetic drain plug and O-ring into accessory gearbox
housing. Torque to 240-300 lb in. (27-34 N-m) and lockwire.
7-23.
OIL FILTER ASSEMBLY.
7-24.
DescriL)tion and O~eration.

A. The engine oil filter assembly, located on the front face of the
accessory drive gearbox, incorporates a filter element and a check
valve. The check valve is an elastomer seated poppet-type valve.
B. The check valve is part of the filter assembly and is removed when
the oil filter is removed from the accessory drive gearbox.
C. Filtered oil passes through the check valve to the passages and tubes
which distribute it to those parts of the engine which require
lubrication.
D. The check valve prevents oil from leaking into the engine when the
engine is shut down,
NOTE
Access to the filter bypass valve is from the inside of the accessory
drive gearbox and is serviced at overhaul.
E. A filter bypass valve is located in the accessory drive gearbox front
cover which opens at 10 psi (69 kPa) differential pressure.
7-25. Removal.
A. Remove nuts (1, Figure 7-4) and washers (2).
NOTE
If oil filter assembly will not come out of accessory drive gearbox, use
jackscrews in the jackscrew holes (9, Figure 7-6).
B. Remove oil filter assembly (3, Figure 7-4) and O-r ng (4) from the
front of the accessory drive housing (10).
7-24
JAN/91

7-26.
Oil Filter Element Rer)lacement.

A. Remove bolt (1, Figure 7-6), O-ring (2) and perforated tube (6) from
cover (3). Discard O-ring.
B. Remove O-rin~ (4) and filter element (5) from the perforated tube
(6). DiscardO~r{ng and filter element.
L
CAUTION
DISASSEMBLY OF THE CHECK VALVE WILL REQUIRE THE CHECK VALVE TO BE
ADJUSTED AT A MAJOR REPAIR CENTER.
C. Remove check valve (8) from perforated tube (6). Do not disassemble
check valve.
D. Remove O-ring (7) from perforated tube (6). Discard O-ring.
WARNING
MINERAL SPIRITS ARE TOXIC. ANY PART OF THE BODY THAT COMES IN CONTACT
WITH THESE MINERAL SPIRITS SHOULD BE CLEANSEDAS SOON AS POSSIBLE.
INJURY MAY OCCUR.
E. Clean the perforated tube (6) and cover (3) with mineral spirits,
AMS-3160, and allow to air dry.
NOTE
Wet O-rings and gasket with clean engine oil before installing.
F. Install O-ring (7) on the perforated tube (6).
G. Install check valve (8) on the perforated tube (6).
!
H. Install element (5) on perforated tube (6).

I. Install O-ring (4) on the perforated tube (6).
J. Install O-ring (2) on bolt (l).
K. Install cover (3) on the perforated tube (6) and install bolt (l).
Torque the bolt to 105-135 lb. in. (12-15 Nm) and lockwire.
JAN/91
7-25
1 2
7\n
5\
\ \
@ill@
..
. . ..
~;) ;
-b
1. BOLT
6. PERFORATED TUBE
2. PACKING (O-RING)
7. PACKING (O-RING,
3. COVER
8. CHECK VALVE
4. PACKING (O-RING)
9. JACKSCREW HOLE 3)
5. FILTER ELEMENT
QHJO07AD
Figure 7-6.
7-27.
Oil Filter Assembly.
Installation.
A. Make sure the filter cavity is clean and free of coke and carbon
deposits.
If not, clean the filter cavity using a lint-free cloth
and mineral spirits, AMS-3160, and allow to dry before installing the
filter.
NOTE
Wet O-rings and gasket with clean engine oil before installing.
B. Install O-ring (4, Figure 7-4) in the oil filter (3) cover.
C. Install oil filter (3), in the accessory drive gearbox cover (10) and
secure with washers (2) and nuts (l). Torque nuts to 74-89 lb in.
(8.4 -10.0 Nm),
7-26
JAN/91

7-28.
EXTERNAL SCAVENGE OIL PUMP ASSEMBLY (SCAVENGE PUMP).
7-29.
Description and Operation.

A. The external scavenge oil pump (scavenge pump) is a double-element
pump incorporating three gears. It is mounted on the rear center pad
of the accessory drive gearbox housing.
B. The scavenge pump scavenges the oil from the front turbine bearing
sump in the turbine inlet housing and the compressor rear bearing
sump in the diffuser.
c. An oil line from the front turbine bearing sump extends forward
through the combustion inner liner casing to the diffuser and out the
lower right strut.
D. An external line then carries the oil forward to the scavenge pump.
E. An oil line from the diffuser sump goes out the lower left strut and
extends forward to the scavenge pump.
7-30.
Removal.
WARNING
TRICRESYLPHOSPHATE (TCP) AND SOME OF THE OTHER ORGANIC ADDITIVES IN THE
SYNTHETIC OILS ARE READILY ABSORBED BY THE SKIN AND ARE HIGHLY TOXIC.
ANY PART OF THE BODY THAT COMES IN CONTACT WITH THESE OILS SHOULD BE
CLEANSED AS SOON AS POSSIBLE.
A. Remove outlet tube (2, Figure 7-7).
B. Disconnect tubes (3 and 4) at the scavenge pump (11).
C. Remove the nuts (10) securing scavenge pump (11,
gearbox (1) and remove the scavenge pump.
to accessory drive
D. Remove and discard O-rings (12 and 13).

NOTE
If the scavenge pump is to be replaced, record position and remove the
following parts for installation on the replacement scavenge pump:
E. Remove nut (7) and elbow (6).
F. Remove unions (5 and 8).
G. Remove and discard O-rings (9).
JAN/91
7-27
1. ACCESSORY DRIVE GEARBOX
8. UNION (2)
2. PUMP OUTLET TUBE
3. PUMP RH TUBE
10. NUT (4)
4. PUMP LH TUBE
11. EXTERNAL SCAVENGE OIL PUMP (SCAVENGE PUMP)
5, UNION
6. ELBOW
7. NUT
14. BOLTS (4)
QHJO08XD
Figure 7-7.
7-28
External Scavenge Oil Pump (Scavenge Pump).

JAN/91

7-31.
Installation.
NOTE
Apply clean engine oil to the O-rings and threads of unions and elbow.
A. Install O-rings (9, Figure 7-7) on unions (5 and8) and elbow (6).
B. Install the short union (5) with O-ring in scavenge pump bottom
intake port.
C. Install a long union (8) with O-ring in scavenge pump top intake port
and in scavenge pump outlet port.
D. Install elbow (6) in the scavenge pump outlet port. Do not tighten
nut at this time.
NOTE
If leaks are experienced through the O-ring (12), install an O-ring in
the groove and fill the groove with RTV or Permatex.
E. Apply clean engine oil to scavenge pump drive shaft splines and
O-rings.
F. Install O-rings (12 and 13) on scavenge pump.
G. Carefully install the scavenge pump (11) on the accessory drive
gearbox (l), turning scavenge pump shaft as necessary to permit
spline engagement. Secure the scavenge pump with nuts (10) and
torque nuts to 140-170 lb in. (15.8-19.2 N-m).
H. Install tubes (3 and 4).
Lockwire tubes to each other.
I. Install tube (2) and tighten nut (7). Lockwire the tube to the nut.
7-32. TURBINE REAR SCAVENGE OIL PUMP.
7-33.
Descri~tion and O~eration.

A. The turbine rear scavenge oil pump (pump assembly) is a gear type
pump driven by the rear scavenge oil pump drive gearshaft (gearshaft)
which is splined to the tie bolt.
B. The pump assembly is mounted in the rear turbine bearing support
assembly (support assembly) and picks up the scavenge oil out of the
turbine rear sump.
C. The pump assembly is covered by an insulation blanket and the inner
exhaust cone (cone assembly).
JAN/91
7-29

7-34.
Removal.
A. Remove sleeve nut (1, Figure 7-8) and discard sleeve nut.
NOTE
Normally an inner rear exhaust cone puller (cone puller), 6799754, is
used to remove the cone assembly due to heat exposure.
B. Remove cone assembly (2) using cone puller, 6799754, as follows (Ref.
Figure 7-9):
10 Use penetrating oil, VV-P-216, at forward end slots of the cone
assembly (2, Figure 7-8), as required.
2. Install cone puller, 6799754, aligning guide with the rear stud of
the support assembly (5) and tighten the thumb screws into forward
end slots of the cone assembly, (2).
3. Slowly tighten the tee handle of cone puller and remove cone
assembly (2).
co Remove insulation blanket (3).
D. Remove bolts (4) and carefully remove assembled support assembly (5)
from the rear bearing support. Remove and discard gasket (6).
E. Remove gearshaft (11), shaftgear (10), and O-ring (12) from pump
assembly (13). Discard O-ring.
F. Remove bolts (7), gasket (8), bushing (9), and pump assembly (13)
from support assembly (5). Discard gasket.
G. Remove bushing (9) from pump assembly (13).
7-35.
Inspection.
NOTE
7-30
Failure of the pump assembly will result in excessive oil consumption.

The loss of the pump assembly will cause the scavenge oil level to rise
in turbine rear sump to over the level of the labyrinth seal and the oil
will overflow down the rear face of the 4th stage turbine rotor wheel
and blades.
The oil flow rate to the rear turbine bearing is 4.7 ppm (2.13 kpm),
with oil weight figure at 8.0 ppg (0.96 KpL) a 12 gallon (45 liters)
tank would be emptied in approximately 20-25 minutes of engine
operation, with no scavenging from turbine rear sump.
JAN/91

A. Inspect for oil found in rear turbine area after engine shutdown,
when high oil consumption is reported.
B. Inspect magnetic drain plug, magnetic chip detector, and engine oil
filter for contamination. Excessive contamination found is cause for
engine removal for teardown and/or overhaul.
C. If required, replace the pump assembly per Paragraphs 7-34 and 7-36.
D. Service oil system per OEMs manual and run engine for 5 minutes.
Shutdown and inspect for external leakage in rear turbine area.
7-36.
Installation.
NOTE
Wet gaskets and O-ring with clean engine oil.
A. Install bushing (9, Figure 7-8) and gasket (8) in pump assembly (13).
B. Apply Ablube, MIL-L-25681, to the threads of bolts (4 and 7).
c. Install pump assembly (13) on support assembly (5) and secure with
bolts (7). Torque bolts to 70-85 lb in. (8.0-9.6 Nom) and lockwire
bolts in pairs.
D. Install shaftgear (10) into pump assembly (13) gears. Inspect for
freedom of movement.
E, Install O-ring (12) on gearshaft (11) and install gearshaft into pump
assembly (13) meshing the gears of shaftgear (10). Inspect for
freedom of movement.
F. Install gasket (6) on mounting flange of support assembly (5).
G. Carefully install assembled support assembly (5) on rear bearing
support, aligning the gearshaft (11) with the splines in the tie
bolt. Secure with bolts (4). Tighten bolts in circumferential
pattern until a torque of 100-110 lb in. (11.3-12.4 Nom) is
obtained.
Lockwire bolts.
H. Install insulation blanket (3) aligning the forward end with clips on
the support assembly (5).
I. Install cone assembly (2) and secure with sleeve nut (l). Torque
sleeve nut to 140-170 lb in. (15.9-19.6 N-m).
J. Install high temperature lockwire, MS9226-04, into support assemb Y
(5) stud holes in figure 8 pattern.
JAN/91
7-31
1. SLEEVE NUT
2. CONE ASSY
8. GASKET
3. INSULATION BLANKET
9. BUSHING
4. BOLT (12)
10. SHAFTGEAR
5. SUPPORT ASSY
11. GEARSHAFT
6. GASKET
7. BOLT (4)
13. PUMP ASSY
Figure 7-8.
7-32
Turbine Rear Scavenge Oil Pump.
JAN/91
SUPPORT
ASSYISTUD
TEE HANDLE
CONE ASSY
I
THUMB
SCREW
___JL _____
la
GUIDE
QHT015XA
Figure 7-9.
JAN/91
Inner Rear Exhaust Cone Puller, 6799754.
7-33

SECTION 8
POWER TAKEOFF ASSEMBLY
TABLE OF CONTENTS
paraqraph
Paqe No,
8-1
8-3
8-2
Speed Sensor Pickup
8-3
8-3
8-3
8-4
Removal
8-5
8-5
Inspection
8-6
8-6
Installation
8-6
8-7
Oil Nozzle
8-9
8-8
8-9
8-9
Removal
8-9
8-10
Installation
8-9
8-11
Power Takeoff (PTO) Housing
8-10
8-12
8-10
8-13
Removal
8-10
8-14
Installation
8-13
8-15
Power Takeoff (PTO) Shaft
8-16
8-16
8-16
8-17
Removal
8-17
8-18
Installation
8-17
8-19
Adapter Housing
8-17
8-20
8-17
8-21
Removal
8-19
8-22
Installation
8-19
8-23
JAN/91
Descrir)tion
Shaft and Tapered Couplings
8-19
8-24
8-19
8-25
Removal
8-20
8-26
Installation
8-22
8-1
INDEX TO FIGURES
Fiqure No.
Title
8-1
8-2
Power Takeoff Assembly and Adapter

Coupling Details
8-3
Paqe No.
8-4
8-4
System to Prevent Oil Mix Between

PTO and Driven Equipment
8-5
8-4
Speed Sensor Pickup
8-8
8-5
Use of Depth Gage, 6797571
8-8
8-6
PTO Housing and Adapter Housing
8-11
8-7
Midbearing Guide Tool, 6797753
8-13
8-8
Roller Retainer Tool, 6797881
8-14
8-9
Assembled PTO Shaft Assembly

Installation Measurement
8-16
8-10
Bearing Pulling Fixture, 6797754
8-18
8-11
Bearing Inner Race Pusher, 6797756
8-18
8-12
Use of Main Drive Coupling Tool, 6798754
8-21
8-13
Tapered Coupling and Input Shaft
8-22
8-14
Dimension B Measurement
8-24
INDEX TO TABLES
Table No.
8-1
8-2
Paqe No.
.$~eed Sensor pickut) Shim Requirements
-,
8-7
JAN/91

SECTION 8
POUER TAKEOFF ASSEMBLY
8-1.

A. The power takeoff (PTO) assembly provides the means of transmitting
the torque and measuring the speed produced by the engine. A tapered
coupling and shaft coupling is used to connect PTO assembly to the
driven equipment.
B. The PTO assembly consists of PTO shaft assembly, adapter housing,
midbearing assembly, PTO housing, oil nozzle, and speed sensor pickup
(Ref. Figure 8-1 and 8-2).
c. The PTO shaft assembly transmits the torque from the engine to the
driven equipment (normally a gearbox). It consists of solid steel
shaft and a shaft adapter which are balanced as a set.
D. The solid steel shaft is splined, at the rear end, to the compressor
extension shaft and bolted to the shaft adapter at the forward end.
Also on the forward flange, forty (40) equallys paced machined
exciter teeth to provide for the speed sensing. The shaft coupling
is spline internal to PTO shaft adapter and tapered coupling, which
are retained by retaining rings.
E. The midbearing assembly supports the PTO shaft assembly and prevent
the PTO shaft assembly from whipping. The midbearing is retained in
place by internal grooves in the PTO housing, bearing lock tube, tube
locating key, and retaining rings.
F. The PTO housing encloses the PTO shaft and provides mounting of
adapter housing, speed sensor pickup, and the complete PTO assemb Y
to the engine.
G. Adapter housing provides mounting of the oil nozzle and the complete
PTO assembly to the driven equipment.
H. For a system for preventing the driven eQuiDment and PTO assemblv
lubricating oils from mixi~g and contaminating each other, Referto
Figure 8-3.
8-2.
SPEED SENSOR PICKUP.
8-3.

A. The speed sensor pickup is connected to the PTO housing and over the
forty (40) exciter teeth of the PTO shaft assembly.
JAN/91
8-3

TAPERED COUPLING
/- SHAH COUPLING
%~6HnlRp
~ TUBE LOCATING KEY
OIL
MIDBEARING
+11~
&
L ADAPTER HOUSING
BEARING LOCK TUBE
QHY023XF
Figure 8-1.
15
14
13
12 11
POWER
TAKEOFF
~ HOUSING
POWER TAKEOFF SHAFT

Power Takeoff Assembly.
1*
10
\
/
17
.z-
,..
w\
1 2 3
\
4
1. NUT (16)
INTERNAL RETAINING RING (2)
:: PTO SHAFT ADAPTER
4. INTERNAL RETAINING RING
5. BEARING LOCK RING
6, PTO SHAFT
7. PTO HOUSING
8. MIDBEARING
9. LOCK KEY
Figure 8-2.
8-4
QHY024XF
:!:
12.
:::
150
16.
17.
SPEED SENSOR PICKUP

PTO SHAFT COUPLING
PACKING (O-RING)
PRESSURE OIL SC~EEN
OIL JET NOZZLE
HOUSING ADAPTER
PTO TAPERED COUPLING
GEARBOX INPUT SHAFT
Power Takeoff Assembly and Adapter Coupling Details.
JAN/91

FLOW METER AND SWtTCH
NOMINAL FLOW 12 CFM (0.34 M3/MIN.)
LOW FLOW SET POINT -5 CFM (014 M3/lWN.)
HIGH FLOW SET POINT -20 CFM(057M3MIN) @pREss~REGAGE
t,---
1
NEEDLE VALVE
PRESSURE GAGE
COMPRESSOR
DISCHARGE
PRESSURE
PRESSURE
REGULATINGVALVE
20 PSIG (138 KPAG)
FINNED
LOOP COOLER
PTO SHAFT
FILTER
ORIFICE (
T
TO DRAIN
COLLECTOR
TANK
QHJ020XF
DRIVEN EQUIPMENT +- PTO ASSEMBLY

Figure 8-3.
System to Prevent Oil Mix Between PTO and Driven Equipment.
B. Movement of the 40 exciter teeth produces electrical impulses for the

magnetic speed sensor pickup which is transmitted and used by the
control system for engine speed sensing and control.
c. The speed sensor picku~ is called enqine No. 1 sDeed DickuD and can
be removed without removing the PTO fiousing. r r
8-4.
REMOVAL .
A. Disconnect electrical connector (1, Figure 8-4) from speed sensor
pickup (7).
NOTE
Tee handle pullers, 6797000, may also be used to remove speed sensor
pickup.
B. Remove bolts (2) and washers (3), then carefully remove speed sensor
pickup (7) from PTO housing (6) and if required use two tee handle
pullers, 6797000, in the jackscrew holes (8) as jackscrews to remove
speed sensor pickup (7) evenly. ,
JAN/91
8-5

C. Remove shim(s) (4) and O-ring (5). Measure thickness of shim and
record for installation. Discard O-ring.
D. Inspect pickup block assembly (9) for damage and stud for damage.
E. If required, remove pickup block assembly per Paragraph 8-13, Step G.
8-5.
INSPECTION.
A. Clean the speed sensor pickup by wiping with a clean cloth dampened
with mineral spirits, AMS3160, and allow to air dry.
B. Inspect to ensure continuity between pins A and B. No continuity,
replace speed sensor pickup.
C. Inspect for no continuity between pins and pickup hous ng. If
continuity exists, replace speed sensor pickup.
s
D. If the speed sensor has an open coil or a between winding short

suspected, replace speed sensor pickup.
CAUTION
IF EXCITER TEETH TO SPEED SENSOR PICKUP RUB IS EVIDENT, THIS CONDITION

MUST BE CORRECTED BEFORE RUNNING THE ENGINE.
E. Inspect the speed sensor pickup for damage due to PTO shaft exciter
teeth rub. If rub has occurred, correct the cause and replace the
speed sensor pickup.
F. Inspect the speed sensor for damage (crossed threads, loose pins,
etc.). Replace speed sensor pickup if damage is found.
8-6.
INSTALLATION.
A. If required, install pickup block assembly (9, Figure 8-4) per
Paragraph 8-14, Step D.
B. If required, clean pickup block assembly (9) and speed sensor pickup
(7) mounting flanges.
NOTE
Make sure the pickup block assemblys dowel pin is inserted into the
depth gages dowel pin hole or clearance measurement will be a high
inaccurate reading.
8-6
JAN/91

c. Install depth gage, 6797571, in the PTO housings pickup block
assembly (9) with the gages dowel pin hole over the pickup block
assemblys dowel pin. Hold depth gage firmly against the PTO shaft
exciter teeth and using a feeler gage measure the clearance between
the depth gage and pickup block assemblys (9) mounting flange (Ref.
Figure 8-5). Record the clearance distance.
CAUTION
IF LESS THAN ONE SHIM OR MORE THAN SIX SHIMS ARE REQUIRED, THE PTO
SHOULD BE REMOVED AND INSPECT FOR DAMAGE AND/OR DI S C R E P A N C I E S .
ASSEMBLY
D. Remove depth gage and select the required shim(s) as outlined in

Table 8-1. The required shim(s) will give the speed sensor pickup an
air gap clearance of 0.025 to 0.030 inch (0.635 to 0.762 mm) from the
exciter teeth.
CAUTION
DO NOT ALLOW THE SPEED SENSOR PICKUP TO COCK WHEN INSTALLING AND/OR
TIGHTENING BOLTS. COCKING MAY DAMAGE THE PICKUPS DOWEL PIN HOLES.
NOTE
Wet O-ring with clean engine oil.
E. Install O-ring (5) on speed sensor pickup (7) and install requ red
shim(s) (4) and speed sensor pickup to pickup mounting assembl~ b(;:,
secure with washers (3) and bolts (2). Torque bolts to 70-85
.
(8.0-9.6 Nom) and Iockwire.
F. Connect electrical connect (1) and lockwire.
Table 8-1.
Speed Sensor Pickup Shim Requirements.
Clearance Distance
0.017
0.022
0.027
0.031
0.036
0.041
JAN/91
to
to
to
to
to
to
0.021
0.026
0.030
0.035
0.040
0.046
in
in
in
in
in
in
(0.432
(0.559
(0.686
(0.788
(0.915
(1.042
Shims Reauired
to
to
to
to
to
to
0.533
0.660
0.762
0.889
1.016
1.168
mm)
mm)
mm)
mm)
mm)
mm)
;
3
4
5
6
8-7
1.
2.
3.
4.
5.
QHY025XD
ELECTRICAL CONNECTOR
BOLT (4)
WASHER (4)
SHIM(S) (AR)
PACKING (O-RING)
6.
7.
8.
9.
Figure 8-4.
PTO HOUSING
SPEED SENSOR PICKUP
JACKSCREW HOSE (2)
PICKUP BLOCK ASSY
Speed Sensor pickuD.
00WELPINHOLE
/
PICKUPBLOCKASSY
GAGE
DEPTH
(679757
QHT018XD
Figure 8-5,
8-8
Use of Depth Gage, 6797571.
JAN/91

8-7.
OIL NOZZLE.
8-8.

A. The oil nozzle provides lubrication for shaft adapter and taper
coupling area.
B. A wire mesh filter is contained in the oil nozzle for final
filtration of the lubrication oil.
8-9.
REMOVAL.
A. Remove pressure hose (1, Figure 8-6) from oil nozzle union (2). If
required, remove union and O-ring (3). Discard O-ring.
B. Remove bolts (4), O-ring (5), and oil nozzle (6) from adapter housing
(37). Remove and discard O-ring (5).
c. Remove wire mesh filter (7) from oil nozzle (6) using care not to
damage wire mesh filter. Inspect for contamination.
D. If required, clean wire mesh filter (7) with a clean cloth damr)ened
with mineral oil, AMS3160, and allow-to dry. Inspect wire mesh
filter for damage.
8-10.
INSTALLATION.
NOTE
A. Carefully install wire mesh filter (7, Figure 8-6) into oil nozzle
(6) with taper end down.
B. Install O-ring (5) on oil nozzle (6) and install assembled oil nozzle
in adapter housing (37), secure with bolts (4). Torque bolts to
60-65 lb in. (6.8-7.3 Nom) and lockwire,
C. Install O-ring (3) on union (2) and install union with O-ring side in
oil nozzle (6). Torque union to 55-80 lb in. (6.3-9.0 Nom).
D. Install pressure hose (1) to union (2). Retain union from turning
and torque hoses coupling nut to 80-120 lb in. (9.0-13.5 N-m).
JAN/91
8-9

8-11.
POWER TAKEOFF (PTO) HOUSING.
8-12. DESCRIPTION AND OPEilATION.

A. The PTO housing encloses the PTO shaft with a roller type bearing
(midbearing) within the PTO housing to prevent PTO shaft whip. The
PTO housing also provides mounting of the speed sensor pickup to the
pickup block assembly.
B. The midbearing is held in position with a bearing locktube and
internal retaining rings.
c. The rear end of the PTO housing connects to engine and front end to
the adapter housing.
8-13.
REMOVAL.
A. Remove speed sensor pickup per Paragraph 8-4.
B. Remove nuts (9, Figure 8-6) securing PTO housing (8) to the engine.
C. Remove engine per Section 1.
KEY TO FIGURE 8-6.

PRESSURE HOSE
UNION
$ PACKING (O-RING)
4. BOLT (2)
PACKING (O-RING)
2: OIL NOZZLE
WIRE MESH FILTER
:: PTO HOUSING
9. NUT (16)
11. NUT (16)
13. BOLT (5)
14. NUT (5)
15. PICKUP BLOCK ASSY
16. RETAINING RING
17. LOCK KEY
18. BEARING LOCK TUBE
19. RETAINING RING
1.
8-10
20. BEARING ASSY

21. INNER RACE
22. OUTER RACE, ROLLERS, AND
SEPARATOR
24. PTO SHAFT
25. RETAINING RING
26. SHAFT COUPLING
27. RETAINING RING
28. TAPER COUPLING
29. BACKUP RING
31. BACKUP RING
33. DRAIN HOSE
34. UNION AND PACKING (O-RING)
35. BOLT
37. ADAPTER HOUSING
JAN/91

.
l~
,,
,5
//
23
I
//
25
./
QHY027XA
Figure 8-6.
JAN/91
PTO Housing and Adapter Housing.
8-11

NOTE
The midbearings inner race will remain with the PTO shaft when the
PTO housing is removed. The midbearing guide, 6797753, is required to
protect the midbearings rollers during PTO housing removal and holds
the midbearings rollers in place during PTO housing installation.
The roller retainer, 6797881, is used to hold the midbearings

rollers in place until the PTO housing is installed and/or the
midbearing has to be replaced.
D. Make sure knurl knob scribe line is placed to LOAD, slide midbearing
guide tool, 6797753, over the end of PTO shaft and hold in place by
turning knurl knob scribe line to LOCK (Ref. Figure 8-7).
E, Remove nuts (11) and carefully remove PTO housing (8) keeping it
centered on the PTO shaft (24).
F, When PTO housing (8) is removed, install roller retainer tool,
6797881, in the midbearings roller (Ref. Figure 8-8). Remove and
discard O-rings (10 and 12).
G. If required, remove bolts (13), nuts (14), and pickup block assembly
(15) from PTO housing (8).
H. If required, remove retaining ring (16), lock key (17), bearing lock
tube (18), and retaining ring (19).
CAUTION
DO NOT REMOVE OUTER RACE, ROLLERS, AND SEPARATOR UNLESS BEARING
ASSEMBLY IS DAMAGED.
CAUTION
THE OUTER RACE, INNER RACE, ROLLERS, AND SEPARATOR IS A SERIALIZED SET
AND CANNOT BE CHANGED INDIVIDUALLY. A COMPLETE BEARING ASSEMBLY MUST
CHANGE IF ANY DAMAGE HAS OCCURRED TO THE BEARING ASSEMBLYS COMPONENTS.
REFER TO PARAGRAPH 8-17.
1. If required, remove outer race, rollers, and separator (22) from PTO
housing (8).
8-12
JAN/91

PTO HOUSING
7
~ MIDBEARING
KNURL KNOB J
%y
VIEW
A-A
QHT019XA
Figure 8-7.
8-14.
Midbearing Guide Tool, 6797753.
INSTALLATION.
CAUTION
THE BEARING ASSEMBLY IS SERIALIZE SET CONSIST OF INNER RACE, OUTER RACE,
ROLLERS, AND SEPARATOR. THE INNER RING IS INSTALLED ON THE PTO SHAFT
PER PARAGRAPH 8-18.
A. If required, make sure roller retainer tool, 6797881, is installed to
retain rollers (Ref. Figure 8-8).
JAN/91
8-13
PTO HOUSING -
\\
=z- ,=-- I
,
=
\\
-
NIDBEARING
L ROLLER RETAINER (6797881
QHT020XD
Figure 8-8.
Roller Retainer Tool, 6797881.
B. If required, install outer ring, rollers, and separator (22, Figure

8-6) of bearing assembly (20) to PTO housing (8).
C. If required, install retaining ring (19), bearing lock tube (18),
lock key (17), and secure with retaining ring (16) in PTO housing
(8) .
D. If required, install pickup block assembly (15) to PTO housing (8) as
follows:
WARN I NG
PLASTIC GASKET, 56841, MAY BE IRRITATING TO THE SKIN. USE AN APPLICATOR
TO AVOID SKIN CONTACT. IN CASE OF SKIN CONTACT, REMOVE BY WASHING WITH
SOAP AND WATER.
CAUTION
AREAS MUST BE CHEMICALLY CLEAN. NEVER USE GASOLINE, NAPTHA, OR OTHER
COMMON SOLVENTS WHICH LEAVE A THIN FILM AFTER DRYING. LOCKTITE SAFETY
SOLVENT 755 OR LOCKTITE ACTIVATOR PRIMER N OR Tn IS RECOMMENDED.
8-14
JAN/91

1. Clean pickup block assembly (15) and PTO housing (8) contacting
areas with Locktite safety solvent, 755, or Locktite activator
primer N or T per manufacturer instructions.
NOTE
Step 2. and 3. are done as one continue step.
2. Apply plastic gasket, 56841 (obtain from Pressure Cure Sealant Locktite Corp., Newington, CN 06111) to pickup block assembly
(15) and PTO housing (8) bolt holes and contacting surfaces, and
threads and bolts head underside of bolts (13).
3. Install pickup block assembly (15) to PTO housing (8) and secure
with bolts (13) and nuts (14). Torque nuts to 180-200 lb in.
(20.3 -22.5 Nom).
4. After assembling, excessive plastic gasket may be removed with
chlorinated solvents or Locktite safety solvent, 755.
5. After curing of plastic gasket, retorque nuts (14) to valve used
in Step 3.
E. Make sure midbearing guide tool, 6797753, is installed on PTO shaft
(24) (Ref. Figure 8-7).
CAUTION
THE MIDBEARING GUIDE TOOL, 6797753 WILL CONTACT THE ROLLER RETAINER
TOOL, 6797881, WHEN THE PTO HOUSING IS APPROXIMATELY ONE-THIRD
INSTALLED. A SLIGHT BUMPING MOTION WILL BE REQUIRED FOR THE MIDBEARING
GUIDE TOOL TO PUSH THE ROLLER RETAINER TOOL OUT OF THE BEARING. WHEN
THE PTO HOUSING IS APPROXIMATELY TWO-THIRDS (2/3) INSTALLED, BE
ESPECIALLY CAREFUL TO KEEP THE PTO HOUSING CENTERED SO THAT THE BEARING
LOCK TUBE ID DOES NOT RUB AND/OR DAMAGE THE BEARING INNER RACE.
NOTE
Wet O-rings with clean engine oil.
F. Install O-ring (12, Figure 8-6) to PTO housing (8) and carefully
install PTO housing, keeping the PTO housing centered, over
midbearing guide tool and PTO shaft (24) and secure to adapter
housing (37) with pickup block assembly up and with nuts (11),
Torque nuts to 160-190 lb in. (18.1-21.4 N-m).
G. Remove midbearing guide tool. Remove and install new O-ring (23) to
PTO staff (24). Install O-ring (10) to PTO housing (8).
JAN/91
8-15

H. Inspect PTO shaft assembly for correct engagement as shown in Figure
8-9. The measurement must be 1.946-2.114 inch (49.4-53.7 mm).
I. Install engine per Section 1. Install nuts (9), Torque nuts to
160-190 lb in. (18.1-21.4 N-m) and lockwire.
J. Install speed sensor pickup per Paragraph 8-6.
8-15. POWER TAKEOFF [PTO) SHAFT.
8-16.

A. The PTO shaft consists of solid steel shaft and shaft adapter that is
balanced as a set. Do not attempt to disassemble the PTO shaft at
this level of Maintenance, the balance will be destroyed.
B. The PTO shaft transmits torque from the engines compressor extension
shaft to the shaft coupling.
C. Forty (40) equally spaced exciter teeth are machined on the flange at
the forward end of the solid steel staff. These exciter teeth
provide the excitation for speed sensing.
la
td
Figure 8-9 .
8-16
QHY026XD
Assembled PTO Shaft Assembly Insta lation Measurement.
JAN/91

8-17.
REMOVAL .
A. Remove PTO housing (8, Figure 8-6) per Paragraph 8-13.
B. Remove aft retaining ring (25) and PTO shaft (24) from shaft coupling
(26).
CAUTION
DO NOT REMOVE SHAFT ADAPTER FROM SOLID STEEL SHAFT. THE SHAFT ADAPTER
AND SOLID STEEL ARE A BALANCED ASSEMBLY AND MUST REMAIN BOLTED TOGETHER.
C. If required, remove inner race (21) from PTO shaft (24) using bearing
pulling fixture, 6797754, turn tee handle to push off inner race
(Ref. Figure 8-10). Inspect PTO shaft for damage.
8-18.
INSTALLATION.
CAUTION
THE PTO SHAFT IS A BALANCED ASSEMBLY, THE SOLID STEEL SHAFT AND SHAFT
ADAPTER MUST REMAIN BOLTED TOGETHER. IF SEPARATED, THE PTO SHAFT MUST
BE RETURNED TO A MAJOR REPAIR CENTER FOR BALANCING.
A. If required, press inner race (21, Figure 8-6) onto PTO shaft (24)
using bearing inner race pusher, 6797756 (Ref. Figure 8-11) to seat
inner race on PTO shaft.
B. Thread retaining ring (25, Figure 8-6) on the forward end of the
shaft adapter of the PTO shaft (24).
c. Install forward external splines of the PTO shaft (24) to the
internal splines of the shaft coupling (26) and secure with retaining
ring (25).
D. Install PTO housing per Paragraph 8-14.
8-19. ADAPTER HOUSING.

A. The adapter housing provides mounting of the PTO housing and encloses
the shaft coupling and taper coupling.
B. The adapter housing provides mounting of the oil nozzle and drain
hose.
JAN/91
8-17

EAR NG NNERRACE
/-f
3
I
,,
,,
I
/
TEE HANDLE /
BEARING PULLING J
FIXTURE (6797754)
Figure 8-10.
Bearing Pulling Fixture, 6797754.
BEARING INNER RACE PUSHER (6797756)

/
/
~ MIDBEARING INNERRACE
QHT022XD
Figure 8-11.
8-18
Bearing Inner Race Pusher, 6797756,
JAN/91

8-21.
REMOVAL .
A. Remove PTO shaft (24, Figure 8-6) per Paragraph 8-17.
B. Remove oil nozzle (6) per Paragraph 8-9.
C. Remove drain hose (33) from union (34).
D. Remove bolts (35) and adapter housing (37) from driven equipment.
E. If required, remove union and O-ring (34). Discard O-ring.
8-22.
INSTALLATION.
NOTE
A. If required, install O-ring on union (34, Figure 8-6) and install
union and O-ring into housing adapter (37). Torque union to 50-70 lb
ft. (67.8-94.9 Nom).
B. Install O-ring (36) to adapter housing (37).
C. Install adapter housing (37) to driven equipment and secure with
bolts (35). Torque bolts to 400-470 lb in. (45.2-53.1 Nom).
Lockwire bolts.
D. Install drain hose (33) to union (34) and torque hoses coupling nut
as outlined in Section 15, General Maintenance.
E. Install oil nozzle per Paragraph 8-10.
F. Install PTO shaft (24) per Paragraph 8-18.
8-23.
SHAFT AND TAPERED COUPLINGS.
8-24.
A. The shaft coupling is splined internal to PTO shaft and to tapered

coupling and retained by an internal reta. ning ring on each end.
B. The tapered coupling is pressure pumped on the driven shaft of the
driven equipment to provide connection of the PTO assembly to the
driven equipment.
C. The shaft and tapered couplings transmit the PTO shafts torque to
the driven equipment.
JAN/91
8-19

8-25.
REMOVAL .
A. Remove adapter housing (37, Figure 8-6) per Paragraph 8-21.
B. Remove retaining ring (27) and shaft coupling (26) from tapered
coupling (28).
c. Remove tapered coupling (28) as follows:
1. Make sure O-ring (1, Figure 8-12) is serviceable and installed in
stud (2).
2. Install
stud (2) in the threaded portion of input shaft (6, Figure
.-.
8-13).
NOTE
Make sure bearing races (5, Figure 8-12) and bearing (6) are properly
installed in the nut (7) and sleeve(3).
3. Install sleeve (3, Figure 8-12), bearing assembly (4), and nut
on stud (2). Position nut until sleeve is approximately 0.125
(1/8) inch (3.2 mm) from taper coupling (3, Figure 8-13).
7)
4. Install elbow (8) in end of stud (2) while retaining stud from
moving, torque elbow per Section 15, General Maintenance.
5. Connect tube (9) to elbow (8) and to pump and gage assembly (10).
Torque tubes coupling nuts per Section 15, General Maintenance.
NOTE
If required, service and bleed main drive coupling tool, 6798754, by
loosening tubes coupling nut at elbow and slowly activating the pump
and gage assembly until air free oil leaves connection. Torque tubes
coupling nut per Section 14, General Maintenance.
6. Build up pressure with pump and gage assembly (10) until tapered
coupling (3, Figure 8-13) moves in contact with the sleeve (3,
Figure 8-12). Back off nut (7) while retaining stud (2) from
turning and continue building up pressure until tapered coupling
(3, Figure 8-13) is free of driven equipment input shaft (6).
7. Remove tube (9, Figure 8-12) from elbow (8).
8. Remove remaining coupling tools and tapered coupling (3, Figure
8-13) by removing (screw out) stud (2, Figure 8-12) and removing
sleeve (3), bearing assembly (4), nut (7), and elbow (8).
8-20
JAN/91
;:
3.
4.
5.
PACKING (O-RING)
STUD
SLEEVE
BEARING ASSY
BEARING RACE (2)
6.
BEARING
NUT
:: ELBOW
9. TUBE
10. PUMP AND GAGE ASSY
QHT013AD
Figure 8-12.
JAN/91
Use of Main Drive Coupling Tool, 6798754.
8-21

2
3
BACKUP RING
PACKING (O-RING)
TAPERED COUPLING
5
4. PACKING (O-RING)
5. BACKUP RING
6. DRIVEN EQUIPMENT INPUT SHAFT
QHY028XD
Figure 8-13.
Tapered Coupling, Removal and Installation.
9. Remove backup ring (1, Figure 8-13) and O-ring (2) from tapered
coupling (3). Discard backup ring and O-ring.
10. Remove backup ring (5) and O-ring (4) from driven equipment input
shaft (6). Discard backup ring and O-ring.
11. Clean and inspect mating surfaces of tapered coupling (3) and
driven equipment input shaft (6) for damage.
8-26.
INSTALLATION.
A. Inspect driven equipment input shaft (6, Figure 8-13) end play per
OEM manual.
NOTE
Do not install backup rings and O-rings on tapered coupling and driven
equipment input shaft until told to do so.
B. Make sure driven equipment input shaft (6) and tapered coupling (3)
mating surfaces are clean and lightly lubricated with clean engine
oil and install tapered coupling on the driven equipment input shaft
as far as it will go by hand without backup rings (1 and 5) and
O-rings (2 and 4) installed.
8-22
JAN/91

CAUTION
TO ENSURE CORRECT MEASUREMENTS, APPLY A SLIGHT HAND PRESSURE AGAINST THE
REAR END OF THE TAPERED COUPLING WHILE MEASUREMENTS ARE TAKEN AT
DIMENSIONS A AND B.
c. Using a depth micrometer, measure the axial distance from the rear
end of tapered coupling (3) to the rear end of driven equipment input
shaft (6), record this measurement as Dimension A (Ref. Figure 8-13).
D. Measure the distance from the forward end of the splines of tapered
coupling to the adapter housing mounting flange on the rear end of
the driven equipment, record this measurement as Dimension B (Ref.
Figure 8-14).
E. Remove hand force and tapered coupling (3, Figure 8-13) from driven
equipment input shaft (6).
NOTE
smaller O-ring and backup ring are installed on the input shaft.
The driven equipment input shafts backup ring also as countersunk ID
and tapered OD, while the tapered couplings backup ring is chamfered.
The
.Wet O-rings and backup rings with clean engine oil.

F. Install O-ring (4) first and then backup ring (5) on driven equipment
input shaft (6). Install O-ring (2) and then backup ring (1) on
tapered coupling (3).
G. Install tapered coupling (3) on driven equipment input shaft (6)
using main drive coupling tool, 6798754, as follows:
1. Make sure O-ring (1, Figure 8-12) is serviceable and installed in
the end of stud (2).
2. Install stud (2) into threaded portion of driven equipment input
shaft (6, Figure 8-13).
NOTE
Make sure bearing races (5, Figure 8-12) and bearing (6) are properly
installed in the nut (7) and sleeve (3).
3. Install sleeve (3, Figure 8-12), bearing assembly (4), and nut
(7). Tighten nut until snug.
4. Install elbow (8) in end of stud (2) while retaining stud from
moving, torque elbow per Section 15, General Maintenance.
JAN/91
8-23
DRIVEN
EQUIPMENT
QHYO09AD
II
Figure 8-14.
Dimension B Measurement.
5. Connect tube (9) to elbow (8) and to pump and gage assembly (10).
Torque tubes coupling nuts per Section 15, General Maintenance.
NOTE
If required, service and bleed main drive coupling tool, 6798754, by
loosening tubes coupling nut at elbow and slowly activating the pump
and gage assembly until air free oil leaves the connection. Torque
tubes coupling nut per Section 14, General Maintenance.
6. Subtract 0.350 in. (8.89 mm) from recorded Dimension B. Build up
pressure with pump and gage assembly (10) and continue tightening
nut (7), while retaining stud (2) from turning, until the new
Dimension B measurement is reached (Ref. Figure 8-14). A plus
I
I
8-24
JAN/91
I

0.015 in. (0.38 mm) tolerance from the new Dimension B is allowed
(Ref. following example):
EXAMPLE:
= 3.265 inch (82.93 mm)
Recorded Dimension B
= -0.350 inch (8.89 mm)
Subtract
New Dimension B measurement = 2.915 inch (74.04 mm)
With the measurement tolerance of plus or minus 0.015 inch (0.38
mm), this new Dimension B must be between 2.900 to 2.930 inch
(73.66 to 74.42 mm).
7. Release all pressure from pump and gage assembly (10, Figure 8-12)
when correct measurement is reached. Back off (unscrew) nut (7)
and make sure tapered coupling (3, Figure 8-13) remains in the
same measured position obtained in Step 6. If not, repeat Step 6.
8. Remove tube (9, Figure 8-12) from elbow (8).
9. Remove remaining coupling tools from input shaft.
CAUTION
ALL THREE MEASUREMENTS IN STEP 10., 11., AND 12. MUST BE MET. IF
MEASUREMENTS ARE NOT MET, INSPECT FOR DAMAGED INPUT SHAFT, END PLAY,
TAPERED COUPLING, ETC.
10. Using a depth micrometer, measure the axial distance from the rear
end of tapered coupling (3, Figure 8-13) and the rear end of
driven equipment input shaft (6). This measurement shall be 0.350
t 0.015 inch (8.89 t 0.38 mm) less than the recorded Dimension A
taken in Step C.
11. Inspect tapered coupling runout with micrometer. Runout shall not
exceed 0.001 inch (0.025 mm) as measured in Figure 8-14.
12. With driven equipment input shaft (6, Figure 8-13) positioned in
its running position, measure the distance between the forward end
of the splines of tapered coupling to the adapter housing mounting
flange on the rear end of the driven equipment, this measurement
must be 2.855 to 2.975 inch (72.52 to 75.56 mm) as shown as
Dimension B in Figure 8-14.
E. Thread retaining ring (27, Figure 8-6) on tapered coupling (28).
Install shaft coupling (26) and secure with retaining ring (27).
F. Install adapter housing (37) including all other PTO assembly
component per Paragraph 8-21.
JAN/91
8-25

SECTION 9
TABLE OF CONTENTS
Paraqraph
Description
Paqe No.
9-1
Description
9-2
9-2
Removal
9-2
9-3
Installation
9-4
9-4
Repairs
9-5
9-5
Liquid Fuel Pump Oil Seal Replacement
9-5
9-6
Magnetic Drain Plug and Chip Detector
9-7
9-7
9-7
INDEX TO FIGURES
Fiqure No.
JAN/91
Paqe No.
9-1
9-3
9-2
Accessory Gearbox Drive Pads
9-4
9-3
Fuel Pump Drive Oil Seal Puller No. 6796461
9-6
9-4
Fuel Pump Drive Shaft Oil Seal Installation
9-6

SECTION 9
9-1.
DESCRIPTION.
A. The accessory drive gearbox is mounted to the bottom of the
compressor air inlet housing as shown in Figure 9-1. It is driven by
a right angle drive from the compressor extension shaft. There are a
set of bevel gears inside the accessory drive gearbox to provide the
drive to the accessories. The center line of these drives are
parallel to the engine main shafts. There are accessory drive pads on
the front and rear face as shown in Figure 9-2.
B. There is no recommended operator performed internal maintenance of
the accessory drive gearbox. The recommended maintenance tasks are
performed from the outside of the accessory drive gearbox as covered
in this Section.
9-2.
REMOVAL.
A. Remove magnetic drain plug and allow oil to drain from accessory
drive gearbox per Section 7.
B. Remove oil inlet and outlet hoses per Section 7.
C. Remove external scavenge oil pump per Section 7.
D. If required, remove liquid fuel pump and HP fuel filter per Section
4.
E. Remove bleed valve control hoses and speed sensitive valve per
Section 11.
NOTE
If any more components are installed on accessory drive gearbox, refer
to their OEM Manual(s) for removal.
F. Remove cotter pins (1, Figure 9-l), castellated nuts (2), and washers
(3). Discard cotter pins.
G. Remove long bolts (4), washers (5), short bolts (6), and washers (7).
H. Support the accessory drive gearbox (11). Remove nuts (8), washers
(9), and carefully lower accessory drive gearbox (11), and accessory
drive shaft (12) away from compressor air intake.
9-2
JAN/91
;:
3.
4.
5.
6.
7,
8.
9.
10.
11.
12.
COTTER PIN (2)

CASTELLATED NUT (2)
WASHER (2)
LONG BOLT (2)
WASHER (2)
SHORT BOLT (2)
WASHER (2)
NUT (5)
WASHER (5)
PACKING (O-RING)
ACCESSORY DRIVE SHAFT
QHFO1OXF
Figure 9-1.
JAN/91
Accessory Drive Gearbox.

9-3
OIL
FILTER
LIQUID FUEL PUMP DRIVE PAD
OIL PUMP
SPEED SEFklTIVE VALVE

DRIVE PAD
/
COVER
QHDO08BD
Figure 9-2.
Accessory Gearbox Drive Pads.
I. Remove and discard O-ring (10).

J. Remove accessory drive shaft (12).
9-3.
INSTALLATION.
A. Apply a light coat of permatex, No. 1372 (EMS-2771O), to the
accessory drive gearbox and air inlet housing spl itline, using care
not to get permatex in oil passages.
B. Coat O-ring (10, Figure 9-1) with clean engine oil and install O-ring
and accessory drive shaft (12) .in accessory drive gearbox (11).
9-4
JAN/91

c. Install accessory drive gearbox (11) on bottom side of air inlet
housing, align accessory drive shaft (12), if required, by slowly
turning accessory drive gearbox drive train. Secure with washers (9)
and nuts (8). Support accessory drive gearbox and torque nuts to
74-89 lb in. (8.4-10.0 Nm).
D. Install washers (5) and long bolts (4). Install washers (7) and
short bolts (6). Torque all bolts to 120-150 lb in. (13.6-16.9
N-m). Lockwire bolts in pairs. Remove accessory drive gearbox
support.
E. Install washers (3) and castellated nuts (2). Torque castellated
If cotter
nuts to 70 lb in. (8.0 Nom), install cotter pins (l).
pin holes do not align, torque castellated nuts until the next
alignment hole, but do not exceed 85 lb in. (9.6 N-m) of torque.
F. Install speed sensitive valve and bleed valve control hoses per
Section 11.
G. If required, install liquid fuel and HP fuel filter per Section 4.
H. Install external scavenge oil pump per Section 7.
I. Install oil inlet and outlet hoses per Section 7.
J. If required, install any more components that were removed per their
OEM Manual.
K. Install magnetic drain and service engine per Section 7.
L. Perform an operation and leakage test.
9-4.
REPAIR.
9-5.
LIQUID FUEL PUMP DRIVE OIL SEAL REPLACEMENT.

A. Remove fuel pump and HP fuel filter per Section 4.
B. Insert threaded end of fuel pump drive oil seal puller (seal puller),
6796461, in the seal center hole and tighten until threaded end is
firmly gripping seal (Ref. Figure 9-3).
C. Use the sliding hammer of seal puller and remove the seal.
D. Clean and inspect seal hole in accessory drive gearbox for damage.
E. Insert seal expander, 6796355, in fuel pump drive shaft (Ref. Figure
9-4).
JAN/91
9-5
FUEL PUMP DRIVE OIL SEAL PULLER

6796461
QHTOOIXD
Figure 9-3.
Fuel Pump Drive Oil Seal Puller (Seal Puller), 6796461
L....2..
1
\
+- Y
q
3
1. SHA!7
2. SEAL
3. SEAL EXPANDER6796355 ;
~...
~-
--
,:
ji
&
Figure 9-4.
9-6
Fuel Pump Drive Shaft Oil Seal Installation.

JAN/91
Ailison Engine Company

F. Apply a light coat of clean engine oil or a light grease to lip and
OD of the seal and to OD of seal expander, 6796355.
G. Install seal over the seal expander with the lip toward the accessory
drive gearbox,
H. Carefully drive and seat the seal into place, using a socket as a
drift.
I. Install liquid fuel pump and HP fuel filter per Section 4.
9-6.
MAGNETIC DRAIN PLUG AND CHIP DETECTOR.

A. A magnetic drain plug (non-indicating) is located in the bottom of
the accessory drive gearbox to collect magnetic particles from the
oil system. This magnetic drain plug provides an oil system drain
point.
B. The magnetic drain plug is inspected for accumulated material by
removing the magnetic drain plug. (Ref. Section 7, Engine Lubrication
System.)
c. A magnetic chip detector (indicating) is located in the main oil pump
scavenge outlet and monitors the oil flowing to the oil tank.
D. During engine operation metal particles may accumulate on the
magnetic chip detector. When the contacts have a resistance of
20,000 ohms or less, remove and inspect the magnetic chip detector.
(Ref. to Section 7, Engine Lubrication System. )
E. The magnetic chip detector may be connected to an optional warning
light. The light will illuminate whenever metal particle accumulation is sufficient to establish electrical continuity in the alarm
circuit. When this occurs, proceed in accordance with Section 7,
Engine Lubrication System,
9-7.
CORROSION TREATMENT AND PAINTING.

NOTE
Exterior surface coatings of the accessory drive gearbox and cover that
are damaged and allow bare metal exposure shall be treated as follows:
A. Abrade the damaged area with emery cloth.
JAN/91
9-7
WARNING
THIS SOLUTION IS INJURIOUS TO THE SKIN AND CLOTHING: OPERATORS MUST BE
ADEQUATELY PROTECTED BY GOGGLES, RUBBER GLOVES, APRONS, ETC.
B. Swab area to be treated with clean water. While still wet, coat area
with the following aqueous solution using a nylon bristle brush:
Alodine No. 1200* 3 oz per gal
1/2 fluid oz per gal
Nitric Acid (HN03)
* American Chemical Paint Co., Ambler, Pa.
C. Both part and solution must be maintained at room temperature. Allow
solution to remain on area from one to five minutes, but in no case
should it be allowed to dry on the part.
D. Rinse or swab the coated area thoroughly with clean water to
completely remove all remaining solution.
CAUTION
ALL BRUSHES AND SWABS MUST BE WATER RINSED TO MINIMIZE FIRE HAZARD.
E. Blow surface dry with clean, dry air.
F. ADDIV Daint, consisting of a mixture, by volume, of two parts
A~ti~hane WC1OO (produ~t of Saren Chemical Co. ,Detroit, Michigan),
and one part special lacquer reducer No. 9012 (product of Gliden CO.,
Cleveland, Ohio).
G. Brush part with two coats; allow first coat to air dry for at least
20 minutes. Localize heat cure after the second coat.
9-8
JAN/91

SECTION 10
COMPRESSOR SECTION
TABLE OF CONTENTS
Paraqraph
Paqe No.
1o-1
10-3
10-2
Air Inlet Housing
10-3
10-3
10-3
10-4
10-4
10-5
Casing Assembly
10-4
10-6
10-4
10-7
10-5
10-8
Engine No. 2 Speed Pickup
10-5
10-9
Removal
10-5
1o-1o
Installation
10-6
10-11
Rotor Assembly
10-7
10-12
10-7
10-13
10-7
10-14
JAN/91
Description
Diffuser Assembly
10-7
10-15
10-7
10-16
Maintenance and Inspect on
10-7
10-17
Internal Compressor Inspect on
10-8
10-18
Compressor Cleaning
10-11
10-19
Water Rinse
10-13
10-20
Chemical Wash
10-15
10-21
Abrasive (Ground Shell) Cleaning
10-17
10-22
Special Cleaning Process
10-20
1o-1

INDEX TO FIGURES
Fiqure No.
10-2
Title
Paqe No.
1o-1
No. 2 Engine Speed Pickup Locations
10-6
10-2

Leading and Trailing Edges
1o-1o
10-3

Convex and Concave Faces
1o-1o
10-4
Compressor Blade Corrosion Limits
10-12
10-5
Ground Shell Cleaner Dispenser
10-23
10-6
Typical Plenum (Plan - View)
10-24
10-7
Steam and Chemical Cleaning System
10-25
JAN/91

SECTION 10
COMPRESSOR SECTION
1o-1.
DESCRIPTION AND OPERATION .

A. The compressor is a single-entry, fourteen-stage, axial-flow type,
with bleed ports at the 5th and 10th stages. A stage consists of a
rotor wheel with blades and the stator vane assembly in front of it.
B. The compressor receives the inlet air, compresses it to about 9.5 to
1 and delivers it through the diffuser to the combustion section.
C. The compressor is a major structural member of the engine.
D. The air inlet housing assembly provides mounting for the accessory
drive gearbox and engine breather vent.
E. The compressor casing supports the bleed valves, the engine No. 2
speed pickup, and a number of bracket-mounted components.
F. The condition and efficiency of the compressor is critical to power
performance because the air is also used for combustion and cooling.
G. Air is the major portion of the mass accelerated through the turbine.
Any reduction of air mass will greatly reduce the power developed by
the engine for a given turbine temperature. Nominally, at about
14,000 engine rpm, the compressor ingests about 33 lb. (15kg) of air
per second.
H. The compressor, also called the cold section, major components are:
1.
2.
3.
4.
Air inlet housing assembly.

Casing assembly.
Rotor assembly.
Diffuser assembly.
10-2.
AIR INLET HOUSING ASSEMBLY.
10-3.

A. The air inlet housing assembly is machined from an aluminum casting
and secured to the forward end of the compressor casing. It houses
the inlet guide vanes which help direct the inlet air to the
compressor rotor and the number one main rotor bearing, a roller
type, which supports the front of the compressor rotor.
B. The accessory drive gearbox assembly is attached to thebottom and
the engine breather vent to the top of the air inlet housing. The
accessary drive gearbox is driven by a vertical shaft and gears from
JAN/91
10-3

the main rotor through the compressor extension shaft which
supported by a ball bearing in the extension shaft housing.
C. The air inlet housing assembly has internal cored passages for lube
oil supply and scavenge, venting, and passage of the accessory drive
shafts. It has the forward attachment points for engine handling and
mounting of external components as needed.
I
10-4.
MAINTENANCE AND INSPECTION.

A After 60,000 hours of operation the compressor is recommended to be
returned to Major Repair Center for maintenance based upon thorough
inspection.
B. Visually inspect the air inlet hous ng assembly for nicks, dents,
cracks, and corrosion.
1. Nicks and dents 0.125 in. (3 mm) deep are allowed, but should be
protected from corrosion Deeper damage is cause for repair or
replacement.
2. Crack indications should be verified by dye penetrant inspection.
A confirmed crack is cause for replacement.
C. Corrosion Treatment.
deep as follows:
Treat any corrosion less than 0.125 in. (3 mm)
1. Thoroughly swab damaged areas with trichloroethy ene and air dry
for five to ten minutes.
2. Abrade the damaged area into a slightly larger area with feathered
edges.
3. Clean abraded areas with solvent and dry with clean compressed air.
4. Apply aluminum coating SermeTel 196 (a product of Teleflex Inc.,
North Wales, PA) in two coats w th a 30 to 60 minute air dry
period between coats.
10-5.
CASING ASSEMBLY.
10-6.

A. The casing assembly is bolted between the air inlet housing and the
diffuser assembly. It consists of four steel quarters that are permanently bolted together to form halves. The permanent splitlines
should not be disturbed, they are at 4:30 and 10:30 oclock positions. The compressor stator vane segments, also made in halves, are
mounted inside the casing halves. The casing surrounds the rotor assembly and provides the sealing surface for the rotating blade tips.
10-4
JAN/91

B. Ports in the blade tip track at the 5th and 10th stages are
manifolded to allow the bleed valves to unload the compressor for
starting and shutdown operations.
C. The engine No. 2 speed pickup is threaded into the top of the 5th
stage bleed adapter. It provides an engine speed signal by sensing
the passage of the forty-one (41) 5th stage compressor blades.
10-7.

A. Visually inspect the casing assembly for nicks, dents, cracks, and
corrosion.
1. Nicks and dents not more than 0.0625 (1/16)
are allowed, provided they do not cause air
flanges.
nch (1.6 mm) deep

eakage at the
2. Cracks are not allowed.

3. Corrosion is usually a cosmetic ~roblem, but should be cleaned
when possible.
NOTE
Air leaks reduce engine performance and can often be reduced or
eliminated by torquing the splitline bolts.
4. Check for spl itline air leakage while the engine is running.
5. Refer to Compressor Internal Inspection, Paragraph 10-17, for
inspection of rotor blades and stator vanes.
10-8.
ENGINE NO. 2 SPEED PICKUP (Ref. Figure 10-1).

NOTE
The engine No. 1 speed pickup in the forward end of the power takeoff
shaft. Refer to Section 8, Power Takeoff Shaft.
10-9.
Removal.
A. Remove the electrical connector at the engine No. 2 speed pickup.
B. Loosen the locknut and remove.
JAN/91
10-5
ENGINE NO. 2
SPEED PICKUP
LOCKNUT
R
RS
QHI064X
Figure 10-1.
1o-1o.
Engine No. 2 Speed Pickup Location.
Installation.
A. Turn the compressor rotor to align a 5th stage blade directly
across the engine No. 2 speed pickup hole in the 5th stage bleed
adapter.
B. Apply a light coating of Permatex sealant No. 1372 (EMS 27710) to
the engine No. 2 speed pickup threads which go into the 5th stage
bleed cover.
C. Carefully, using finger pressure only, thread the engine No. 2
speed pickup into the bleed adapter until it touches the 5th stage
blade (positioned in preceding Step a.), then back it Out 180 t
10 (about 1/2 turn).
D. Retain the engine No. 2 speed pickup to prevent it from turning
and tighten the locknut to 100-150 lb in. (11-17 Nom). Measure
and record the resistance of the engine No. 2 speed pickup winding
for troubleshooting comparison in the future.
E. Connect the electrical connector to the engine No. 2 speed pickup
and lockwire.
10-6
JAN/91

10-11.
ROTOR ASSEMBLY.
10-12.

A. The rotor assembly is made of fourteen bladed wheels stacked together
and held by a single tie bolt through the center. The wheels are
progressively larger in diameter with progressively shorter blades
from front (lst stage) to rear (14th stage). A stub shaft on the 1st
stage wheel supports the front of the rotor by a roller bearing in
the air inlet housing. A stub shaft on the 14th stage wheel supports
the rear of the rotor by a ball (thrust) bearing in the diffuser
assembly. The rotor assembly is driven by the engine turbine shaft
through splines on the 14th stage wheel stub shaft.
B. The purpose of the rotor assembly is to use the energy provided by the
engine turbine to compress the air. It also transmits power from the
turbine to the compressor extension shaft in the air inlet housing to
drive the accessory drive gearboxe and power takeoff assembly.
10-13.

NOTE
Refer to Internal Compressor Inspection, Paragraph 10-17, for
inspection of rotor blades and stator vanes.
10-14.
DIFFUSER ASSEMBLY.
10-15.

A. The diffuser assembly is a welded steel fabrication that serves as
the primary mounting and support of the engine. It is secured
between the rear of the compressor casing assembly and the front of
the outer combustion case. The No. 3 main bearing (ball type), which
reacts all engine rotor thrust loads, is supported by the diffuser
assembly. The diffuser assembly also provides mounting for the six
fuel nozzles.
B. The primary purpose of the diffuser assembly is to direct the air
from the compressor rotor to the combustion section while reducing
the velocity of the air.
10-16.

A. Check for splitline and 14th stage b eed port air leakage while the
engine is running. Air leaks reduce engine performance and can often
be reduced or eliminated by torquing the splitline bolts or replacing
bleed port gaskets.
JAN/91
10-7

B. Fuel nozzle gaskets and retaining bolt torque should also be checked
as a source of air leakage.
10-17.
INTERNAL COMPRESSOR INSPECTION.

A. The condition of the compressor flow path is a major factor of engine
health. Any condition that reduces compressor efficiency will cause
a reduction of engine performance. Conditions that reduce compressor
efficiency include:
1. Contamination.
2. Corrosion.
3. Mechanical damage.
4. Erosion.
5. Leakage.
6. Inlet flow restrictions (partial blockage).
7. External inlet air ducting design and pressure drop.
8. Exhaust system backpressure.
B. Inspections and maintenance should be performed as necessary to
detect and correct or minimize these conditions.
WARNING
KEEP HANDS OUT OF THE ENGINE. DO NOT TURN THE ENGINE ROTOR BY THE
BLADES. DISABLE STARTER CIRCUITS DURING INSPECTION. SEVERE INJURY MAY
OCCUR.
C. Inspection access to an installed engine is limited. The primary
inspection access is the engine air inlet. A thorough inspection of
the air inlet guide vane assembly and the 1st stage rotor blades can
be done. Portions of the 1st stage stator vanes, 2nd stage rotor
blades and 2nd stage stator vanes can be seen.
D. Local inspection of 4th stage vane trailing edges, 5th stage vane
leading edges, and complete inspection of the 5th stage rotor blades
is accomplished by removing the bleed valve at one or more of the 5th
stage bleed adapters. Similarly, the 9th, and 10th stages are
inspected through one or more of the 10th stage bleed valve ports.
Usually, inspection through these bleed valve ports is more revealing
of contamination, FOD, erosion, and corrosion than an inlet
inspection, because the condition is more concentrated in these
smaller areas.
NOTE
The engine rotor may be turned manually for inspection using an adapter
to turn the accessary drive gearbox or the driven equipment
E. Inspect for contamination: dirt, scale, oil, and residues. To clean
the compressor, refer to compressor cleaning, Paragraph 10-18.
10-8
JAN/91
WARNING
THE TEMPERATURE RISE THROUGH THE COMPRESSOR CAN BE MORE THAN 500F
(260C). SEVERE BURNS CAN OCCUR.
F. Inspect for air leaks. While the engine is runri ng, check splitlines,
bleed adapters and manifolds for air leakage. Rt pair as necessary.
G. Evidence that indicates the engine has operated with air inlet
blockage or partial blockage for more than 5 minutes is cause for
engine removal for major repair.
1. Blockage, or partial blockage, of the engine air inlet at the air
inlet housing or the air inlet guide vanes causes a harmonic
excitation of some compressor blade stages which can quickly
reduce blade strength and life due to high cycle fatigue.
2. Blockage is considered to be material found to cover the area of
two or more air inlet guide vanes or sufficient to cause a
noticeable reduction of power.
H. InsDect for mechanical damage: evidence of foreign object damage
(FOD), cracks, nicks, dents; bent, or otherwise damaged parts.
Remove the eng ne for repair if any of the following condt ions are
seen.
NOTE
Damaaed vanes or blades exceeding inspection limits may be only
reworked or replaced during engi~e major repair.
1. Any missing, cracked, or broken stator vane or rotor blade.
2. Any rotor blade with a nick, or dent in a blade, in the area from
the base to 1/3 of the distance to the tip, if the damage is deep
enough to feel.
3. Any rotor blade with damage in the outer 2/3 of blade length and
the damage exceeds the limits shown in Figure 10-2 and 10-3.
Sharp nicks or dents are not allowed.
4. Any rotor blade bent enough to make contact with a stator vane.
5. Damage to ten or more stator vanes or rotor blades in the 1st
stage.
6. Any rotor blade with corrosion exceed ng the limits shown in
Figure 10-4.
JAN/91
10-9
bO1-KB5 DEC OPERATION AND MAINTENANCE
(NO CRACKS)
?wL )- I
A
OUTI
WHEEL STAGES
MAX DEPTH
1 THRU 5
6THRU14
0.250 IN (6.4 MM)

0.125 IN (3,18 MM)
/3 -
OUTI 2/3
I--#
LEADING & TRAILING

EDGE - SAME PLANE
MINIMUM OF
oRiGtNAL CHORD
LESS B
WHEEL
STAGES
1 THRU 5
6 THRU 14
LOWE
DENT DAMAGE
MAX DEPTH
0.100 IN (2.5 MM)
0.050 IN (1 .3 MM)
tiING At4D TRAtLING EDGE

QHC013XD
Figure 10-2.
OUTER 2/3
0+
/ NICKS
/
MAXDEPTH
1 THRU5
6THRU 14
0.0321N(0.81 MM)
0.010 IN (0.25 MM)
\
QHC014XD
Figure 10-3.
1o-1o
1
\
WHEEL STAGES
BLENDEDEDGES
1
LOWER 1/3

Leading and Trailing Edge.

Convex and Concave Faces.
JAN/91

7. Any stator vane that is loose at the braze joint on either end.
8. Any stator vane with a tear or sharp nick which might initiate a
crack.
9. Any stator vane with leading or trailing edge damage exceeding:
0.100 in. (2.54 mm) in stages 1 to 5; 0.060 in. (1.52 mm) in
stages 6 to 14.
10. Any stator vane with a nick or dent deeDer than 1/2 the airfoil
thickness in either side of the vane.
11. Corrosion Pittinq of a stator vane that exceeds the condition 3
example for comp~essor blades shown in Figure 10-4.
10-18.
COMPRESSOR CLEANING.
A. A compressor cleaning program is necessary to maintain compressor
efficiency for optimum power, fuel consumption, and service life.
Contamination of the compressor reduces the mass of air supplied to
the combustion section. Reduced air mass results in either:
1. Higher turbine temperature for the same fuel flow, with lower
power output.
2. Even higher turbine temperature with the increased fuel
consumption necessary to achieve the same power output.
B. Power losses that cannot be blamed to contamination of the compressor
must be further investigated. Dirt or other contaminates in the
compressor are the most common cause of gradual loss of engine performance. As a general rule, for each percent of loss in compressor
efficiency, approximately two percent of power is lost at the driven
equipment output shaft.
c. Engines operating in a salt laden environment requires extra attention to avoid corrosion. Corrosion in the compressor reduces air
mass flow and can weaken the components.
D. Compressor approved methods of cleaning compressor:
1. Water rinse with fresh pottable water while motoring, for rinsing
corrosive contaminates from the gas path and/or rinse the engine
after chemical wash (Ref. Paragraph 10-19).
2. Chemical wash while motoring, for washing contaminates from the
compressor (Ref. Paragraph 10-20).
3. Abrasive (walnut shell) cleaning, for removing dry or baked on
contaminates when other methods are not effective (Ref. Paragraph
10-21).
JAN/91
10-11

LE17VIEWSHOWSCQNCAVE SIDE OF BLADE RIGHT VIEW SHOWS CONVEX SIDE OF BLADE
rlrlnll
1ST STAGE
2ND STAGE
3RD STAGE
4TH STAGE
/5%TEwDP77-l
THIS AREA CRITICAL ALONG THIS RADIUS THRU
5TH STAGE
il
6TH STAGE
BQ
7TH STAGE
8TH STAGE
Ii i i i i i l I)IIIB4 Jiiiiiia
10TH STAGE
9TH STAGE
Ifz%ll
11TH STAGE
12TH STAGE
CRITICAL AREA
A. SLIGHT PITTING (NO. 1 ) IS ACCEPTABLE. PIT DEPTH MUST
NOT EXCEED 0.W4 INCH (0.1 MM)
B. PITTING CLUSTERS (NO. 2) ARE NOT ACCEPTABLE IN THIS
14TH STAGE
.n. -. . . .
.,;. .. ..,
AREA
1(3
SEMI-CRITICAL AREA
A. SCATTERED PITTING (NO. 3) IS ACCEPTABLE, PROVIDED
THE PITS DO NOT FORMA DEFINITE LINE ACROSS THE bLADE
WIDTH.
B. PITTING CLUSTERS (NO.2) ARE NOf ACCEPTABLE IN THIS
AREA
NON-CRITICAL AREA
m A. SCATTERED PIITING [NO.3) IS ACCEPTABLE, PROVIDED
I
I
THE PITS DO NOT FORMA DEFINITE LINE ACROSS THE BIADE
WIDTH.
B. PrTTING CLUSTERS (NO. 2) ARE ACCEPTABLE IF NOT EXCEEDING:
(1.) STAGES 1-5: TWO PITTING CLUSTERS PER SIDE AND
DEPTH DOES NOT EXCEED 0.010 INCH (0.25 MM).
(2.) STAGES 6-14: ONE PITTING CLUSTER PER SIDE AND
DEPTH DOES NOT EXCEED 0.CQ5 INCH (0.13 MM).
c. PITTING CLUSTERS (NO. 2) ARE ONLY ACCEPTABLE IN THE
CENTER 1/3 OF BLADE WIDTH AND THEY MUST NOT OPPOSE
EACH OTHER FROM OPPOSITE SIDES
Jiuil
13TH STAGE
s ,..;. .,
., :,.,.:.
.- .:..
,.. .
. .
,
1
+
-&
PllllNG EXAMPLES
QHC015XA
Figure 10-4.
Compressor Blade Corrosion Limits.

.@
10-12
JAN/91

4. Special process motoring washes, for cleaning the compressor if
chemical and water is unavailable or not effective and abrasive
cleaning is not desired (Ref. Paragraph 10-22).
5. Online compressor washing using approved cleaners (Ref. Industrial
Service Letter - 3, Revision No. 3).
E. The best method and frequency of application depend upon the conditions under which the engine operates. As a general rule, the compressor should be at least water washed each day after operating in
the salt laden environment. The cleaning methods and frequency
should be determined by frequent compressor inspections, operating
conditions, and performance evaluations. Some conditions may require
more than one cleaning method to maintain compressor cleanliness.
10-19.
WATER RINSE.
A. Water rinse is done by spraying fresh, pottable, filtered water into
the compressor air inlet while the engine is being motored by the
starter. The purpose is to remove water soluble contaminates from
the gas path of the engine. It is also used to rinse out residues
after chemical wash of the engine.
1. Frequency of Water Rinse.
a. An engine which has ingested salt water or mist directly into
the compressor air inlet shall receive a motoring water rinse
wash after each days use.
b. An engine in a salt laden environment which has not been
operated for a period of three days shall receive a water rinse
wash prior to operation.
c. An engine which has received a water wash immediately prior to
becoming inactive may remain inactive for a period of fourteen
(14) days. If inactivity is to continue, the water wash application must be reapplied at the end of the 14th day unless an
inspection indicates that the need does not exist.
d. Engines which have visually observable compressor blade and
vane contamination and/or which show a trend of deteriorating
performance should receive a water rinse wash and/or liquid
cleaner chemical wash.
2. Materials for Water Rinse.
a. Water: Use pottable water if possible. Fresh, drinkable, filtered water is the lowest acceptable quality. The flow rate is 3.5
gallons (13.25 liters) per minute for a total of 10 gallons (38
liters). Flow can be continuous or divided into equal motoring
time intervals, as required, depending on starter limitations.
JAN/91
10-13

b. Wetting agent: A wetting agent is recommended and if used, the
wetting agent should be a nonionic detergent that does not
contain sulphur or phosphorous. Approved wetting agents are:
NOTE
The wetting agent mixture is one ounce (30 mL) of 100% agent per 100
liquid ounces (2 958 mL) of water to get a 1% solution. Mix two ounces
(60 mL) of the l% solution per gallon (3.79 L) to the water rinse.
Tergitol
Aerosol
15-S-9 (Union Carbide Corporation)

Type OT (American Cyanamid Chemical Corporation)
c. Antifreeze: If the ambient temperature is 32*F (O*C) or less, mix

methanol (methylalcohol, Ch30H) or isopropanol (isopropyl
alcohol) at a minimum mixture ratio of one part to three parts
water.
B. Equipment for Water Rinse.
1. The equipment used should be adaptable for both water rinse and
chemical wash. The equipment must be capable of supplying rinse
water or the water and chemical mixture under pressure to a fine
spray nozzle at the compressor air inlet at a volume of 3.5 gpm
(13.25 Lpm). The spray nozzle may be mounted or hand held and
should provide a fine spray that covers the engine inlet
uniformly.
Some installations may have water rinse and wash spray
systems incorporated.
NOTE
Chemical wash agent manufacturers are a good source for wash systems or
wash system designs (Ref. Paragraph 10-20, Step C-2).
C. Precautions.
1. Make sure oil supply to engine is ON, while the fuel and ignition
is OFF while the engine in motoring.
2. Obey any starter restrictions recommended by the starter
manufacturer or damage may occur to the starter.
3. If ambient temperature is 32F . (OC)
. or less Drevent freezinq.? .r)er
preceding StepA, 2-c.
D. Procedures for Water Rinse.
1. Service the wash equipment with water rinse prepared with wetting
agent and antifreeze if necessary.
10-14
JAN/91

2. Motor (crank) the engine with the starter in the motoring mode
(oil supply ON, fuel and ignition systems OFF).
NOTE
Bleed valves should be held closed during wash and rinse.
3. Begin injecting the water rinse when the engine (Nl) rpm reaches
motoring speed, N1 rpm should be no more than 1800 rpm.
4. Stop water rinse after 10 gallons (38 liters) of rinse has been
injected, then stop motoring. If necessary, the rinse can be done
in more than one motoring cycle, but be sure to stop water flow
before stopping motoring.
5. Within 30 minutes the engine should be started and operated for at
least 5 minutes to dry the engine. Idle speed is satisfactory.
10-20.
CHEMICAL WASH.
A. Chemical Wash the compressor internally with a chemical wash agent
and water mixture is the ~referred method of cleaning. Chem cal Wash
is done by spraying a chemical and water mixture into the engine
inlet while the engine is being motored by the starter. The purpose
is to clean the gas path of the compressor to maintain optimum
performance and reduce corrosive damage. Chemical Wash is effective,
convenient, and does not damage the engine.
B. Frequency of Chemical Wash. Engines which have visually observable
compressor blade and vane. contamination or which show a trend of
deteriorating performance should be chemical washed
c. Materials for Chemical Wash.
1. Water used in the chemical wash mixture must meet the same
requirements as discussed for Materials for Water Rinse, Paragraph
10-19, Step A-2.
2. Listed below are chemical wash agents that have been tested and
approved for compatibility with the materials within the engine.
The cleaninq effectiveness of cleaners may differ with the type of
contamination present. Comply with the chemical cleaner
manufacturers instructions for mixture concentrations.
NOTE
Do not exceed the chemical manufacturers recommendations for the
chemical concentration.
JAN/91
10-15

Manufacturer
Product
Uresco Ardrox
Ardrox 624
Brulin Chemical
B & B 3100
McGean Rohco
Cee Bee R674
Rochem
G. T. E.
Penetone Corp.
Penair M5704
Penetone Corp.
Penetone 19
*RMC
Ivar Rivenaes
Rochestor Midland
S E 310
Aeromarine
T C 200
Kent Chemical Ltd.
Turboclean
Purex Div. of Turco
Turco 5884
*ZOK 27
Airworthy Ltd.
Racascan
512M
*May also be used as an online compressor cleaner.
D. Equipment for Chemical Wash.
NOTE
Refer to Equipment for Water Rinse, Paragraph 10-19, Step B.
E. Precautions.
1. Do not inject chemical wash mixture into the compressor air inlet
if the CTIT is above 150F (66C). The flash (kindling) point of
some cleaning chemicals is quite low. Make sure the engine
temperature is below this point before chemical wash is initiated.
2. A water rinse and a drying cycle are required after a chemical
wash per Paragraph 10-19, Step D.
3. If the ambient temperature is below the freezing point of the
chemical solution, refer to the chemical manufacturers
recommendations to prevent freezing.
CAUTION
USE OF UNAPPROVED ENGINE CHEMICAL CLEANERS MAY DAMAGE ENGINE AND/OR ITS
COMPONENTS.
4. Do not use unapproved engine chemical cleaners. The approved
chemical cleaners have been tested for compatibility with the
materials in the engine.
5. Make sure the oil supply to the engine is ON and the fuel and
ignition systems are OFF while the engine is motoring.
6. Obey any starter restrictions recommended by the manufacturer or
damage may occur to the starter (Refer to OEMs Manual).
10-16
JAN/91
501-KB5 DEC OPERATION AND ~INILNANCt

7. If an in-line siphon type mixer is used, be sure it uses the
correct ratio of chemical wash mixture. This type of mixer is
sensitive to viscosity and supply pressure.
8. Gelling or excessive foaming of a chemical cleaner in the engine
usually indicates the engine was too hot.
F. Chemical Wash Procedure.
1. Service the chemical wash equipment with the cleaning chemical and
water, prepared with wetting agent and antifreeze if necessary.
2. Motor (crank) the engine with the starter in the motoring mode
(oil supply ON, fuel and ignition systems OFF).
3. Close bleed valves.
4. Begin injecting the chemical wash mixture when the engine (Nl)
rpm reaches maximum motoring speed, N1 rpm must be 1800 rpm or
below.
5. Stop the flow of chemical wash mixture when the recommended amount
of cleaner has been injected, then stop motoring. If necessary,
the wash can be done in more than one motoring cycle, but be sure
to stop the flow of chemical wash mixture before stopping
motoring.
6. Allow the cleaner mixture to work as recommended by the
manufacturer, usually 10 to 15 minutes.
7. Water rinse and run the engine per Paragraph 10-19, Step D., until
water comes out clean.
8. If visual inspection reveals the compressor is still contaminated,
repeat the chemical wash or try one of the special cleaning
procedures (Ref. Paragraph 10-22.) If compressor is still
contaminated, clean with abrasive cleaning (Ref. Paragraph 10-21).
10-21.
ABRASIVE (GROUND SHELL) CLEANING.

A. Abrasive cleaning (ground shell cleaning) is done while the engine is
running. Abrasive cleaning works by allowing the engine to ingest
specially prepared ground walnut shells which scour the compressor
gas path and are then burned in the combustion section. It is
especially effective for removing dry baked-on deposits. The process
is mildly erosive to metal parts, and very erosive to the marinized
(corrosion resistant) coating in the compressor. The use of abrasive
cleaning should not be needed and can be avoided by maintaining a
clean compressor by cleaning frequently by the water rinse method,
chemical wash method or using special cleaning processes.
JAN/91
10-17

CAUTION
ALTHOUGH ABRASIVE (GROUND SHELL) CLEANING IS THE MOST EFFECTIVE CLEANING
METHOD, IT SHOULD BE MINIMIZED DUE TO THE EROSIVE EFFECT ON COMPRESSOR
BLADES AND AIR AND OIL SEALS. TRY ALL OTHER CLEANING METHODS, SUCH AS,
WATER RINSE, CHEMICAL WASH, AND/OR SPECIAL CLEANING PROCESSES BEFORE
USING GROUND SHELL CLEANING. USE OF GROUND SHELL CLEANING IS RECOMMENDED ONLY WHEN ALL OTHER METHODS WILL NOT RECOVER ENGINE PERFORMANCE SUFFICIENTLY AFTER SHAFT HORSEPOWER LOSS HAD REACHED 5 PERCENT OR MORE.
B. Frequency of Ground Shell Cleaning. Ground shell cleaning is
damaging to the marinized coating in the compressor and should be
avoided. Contamination that resists all other cleaning methods
should be removed by ground shell cleaning if engine performance
reduction is severe. Frequent water rinse and chemical wash cleaning
is even more important to engines which have been cleaned abrasively.
C. Materials for Ground Shell Cleaning.
CAUTION
TO AVOID CHANCE OF PUTTING CONTAMINATED WALNUT SHELLS INTO AN ENGINE
WHICH WILL CAUSE SERIOUS DAMAGE, IT IS RECOMMENDED THAT USERS ORDER THE
WALNUT SHELLS UNDER P/N 23002488. IT IS ALSO RECOMMENDED THAT ANY
PARTIALLY USED PACKAGE NOT BE SAVEDAS AN OPENED PACKAGE IS CONSIDERED
TO BE CONTAMINATED.
1. One gallon (3.8 liters) packages of ground walnut shells which has
been properly sized, graded and cleaned may be ordered from
Allison parts outlets by part number 23002488. To assure the
ground walnut shell is the correct size, type, and is not
contaminated, it is recommended that users order ground walnut
shells under these part numbers. Any partially used package
should be discarded as the integrity of an opened package cannot
be relied upon.
CAUTION
ONLY GROUND APRICOT PITS CONFORMING TO MILITARY SPEC MIL-G-5634C, TYPE
111, MAY BE USED AS APPROVED SUBSTITUTE FOR THE WALNUT SHELLS. GROUND
APRICOT PITS ARE AVAILABLE FROM AGRASHELL INCORPORATED, 4560 EAST 26TH
STREET, LOS ANGELES, CALIFORNIA 90040. TURBO SOFT BLAST, MEDIUM GRADE,
HAS ALSO BEEN APPROVED AND IS AVAILABLE FROM TURCO PRODUCTS, 24600 SOUTH
MAIN STREET, CARSON, CALIFORNIA 90745.
2. Ground apricot pits conforming to Military Spec MIL-G-5634C, type
III, may be used.
10-18
JAN/91

CAUTION
SCREEN ALL BULK GROUND SHELL MATERIAL THROUGH A NO. 12 MESH SCREEN APPROXIMATELY 0.066 INCH (1.68 MM) - AND ONTOA NO. 20 MESH SCREEN APPROXIMATELY 0.033 INCH (0.84 mm). USE ONLY THE MATERIAL THAT PASSES
THE NO. 12 AND NOT THE NO.20 SCREENS. MAKE A CLOSE VISUAL INSPECTION OF
THE MATERIAL CONTAINED BETWEEN THE SCREENS AND REMOVE ANY HARD, FOREIGN,
MAllER CAPABLE OF CAUSING ENGINE DAMAGE. FINALLY, CHECK THE SHELLS WITH
AMAGNETTO REMOVE POSSIBLE METAL SLIVERS. COPPER, ALUMINUM OR PLASTIC
SCREENS ARE PREFERRED. PLACE IN A SEALED CONTAINER TO PREVENT
CONTAMINATION.
D. Equipment for Ground Shell Cleaning.
1. A suitable dispenser capable of injecting two gallons (7.6 liters)
of ground shells into the engine air inlet in five minutes is
required.
NOTE
A ground shell dispenser, 6799610, may be obtained from Allison.
2. The equipment must be capable of a flow rate adjustment to the
desired rate. Adjust the ground shell flow rate for a unit
designed like the one represented in Figure 10-5 as follows:
a. A flow rate of two gallons (7.6 liters) of ground shells in
five minutes is desired. The rate should not exceed one half
gallon per minute.
b. The outlet of the ground shell dispenser in the inlet plenum
should be located in a position expected to allow good distribution through the compressor inlet. The compressor inlet airflow causes a lower pressure in the plenum which causes air to
be drawn through the ground shell dispenser (Ref. Figure 10-6).
c. The first time the ground shell dispenser is used, set the
adjustable orifice at the base of the hopper conservatively
small . Follow the cleaning procedure and while cleaning,
adjust the orifice to achieve the desired flow rate. The
ON-OFF valve should be completely open.
d. The flow rate should not require adjustment on subsequent
cleaning.
E. Precautions for Ground Shell Cleaning.
1. Be sure ground shell meets the specifications as discussed in
material for ground shell cleaning, preceding Step C.
JAN/91
10-19
501-KB5DEC OPERATION AND MAINTENANCE

2. Ground shell cleaning must be done only while the engine is running with the acceleration bleed valves closed, above 13,000 N1
rpm.
3. Make sure that ground shell dispenser is internally clean and dry,
i.e., free of anything that could disturb shell flow.
F. Procedure for Ground Shell Cleaning.
1. Check the ground shell cleaning equipment for cleanliness.
Install and service it with one to two gallons (3.8 to 7.6 liters)
of approved clean ground shells.
2. If the engine uses air bleed from the engine diffuser ports,
install blanking plates to prevent contamination of the engine
system by the ground shells.
3. When ready to begin cleaning, increase the engine (Nl) speed to
between 13,800 and 14,600 rpm.
4. Begin the flow of ground shell.
CAUTION
GROUND SHELL FLOW RATE MUST NOT EXCEED 1/2 GALLON (1.9 LITERS) PER
MINUTE. EXCESSIVE USE OF GROUND SHELL CLEANING IS NOT RECOMMENDED. USE
ONLY THE AMOUNT NECESSARY TO RESTORE PERFORMANCE, BUT DO NOT EXCEED TWO
GALLONS (7.6 LITERS). DAMAGE TO ENGINE MAY OCCUR.
5. Monitor the engine (Nl) rpm at all times and DO NOT use more than
two gallons (7.6 liters) of ground shells.
6. Shut down the engine, remove the cleaning equipment and restore
the engine to normal operating configuration.
10-22.
SPECIAL CLEANING PROCESSES.

NOTE
Special cleaning processes have been used successfully for unusual
contamination problems or in place of the more standard cleaning
processes. Special cleaning processes include:
Kerosene and water, with or without chemical cleaners
Steam and steam with chemical cleaner and water
10-20
JAN/91

A. Kerosene and Water.
1. Mix 10 gallons (38 liters) of equal parts of clean, filter
kerosene and clean water.
NOTE
Use clean, filtered kerosene and water mixture instead of chemical wash
mixture.
2. Motor engine with starter and insert the 10 gallons 38 liters) of
kerosene and water mixture per Paragraph 10-20, Step F.
3. Water rinse and run engine per Paragraph 10-19, Step D. until
water comes out clear.
B. Kerosene, Water, and Chemical Cleaner.
1. Mix 10 gallons (38 liters) of equal parts of a approved chemical
cleaner, clean - filter kerosene, and clean water.
2. Motor engine with starter and insert the 10 gallons (38 liters) of
chemical cleaner, kerosene, and water mixture per Paragraph 10-20,
Step F.
3. Water rinse and run engine per Paragraph 10-19, Step D. until
water comes out clean.
C. Steam,
CAUTION
DO NOT SOAK THE AIR INLET WITH STEAM WITHOUT MOTORING THE ENGINE. IT
MAY DAMAGE THE LABYRINTH SEAL OR CONTAMINATE THE OIL WITH CONDENSATION.
NOTE
Use steam instead of chemical wash mixture.
1. Motor engine with starter and insert steam per Paragraph 10-20,
Step F.
2. Water rinse and run engine per Paragraph 10-19, Step D.
D. Steam and Chemical Cleaner.
CAUTION
DO NOT SOAK THE INLET WITH STEAM WITHOUT MOTORING THE ENGINE. IT MAY
DAMAGE THE LABYRINTH SEAL OR CONTAMINATE THE OIL WITH CONDENSATION.
JAN/91
10-21

NOTE
Some of the chemical cleaners list in Paragraph 10-20, Step C-2. are
compatible for use with steam. Check the chemical cleaner manufacturer
for compatibility and recommendations.
1. A fixture for combinina. steam and a chemical cleaner is shown in
Figure 10-7.
2. Motor engine with starter and insert the steam and chemical cleaner
per Paragraph 10-20, Step F.
3. Water rinse and run engine per Paragraph 10-19, Step D.
10-22
JAN/91

0.88 (22.4) OD XO.06(1.5) WALL TUBING
DISPENSING RATE IS CONTROLLED

BY ORIFCE PLUG ADJUSTMENT.
ADJUSTMENT
SECTliN B-B
0.41 (10.4) DIA THRU LOCATED

WITHIN 0,01 (0.3) OTP 4 PLACES
1- B
0.750 (19.05) OD X 0.125 (3.18)

WALL TUBING
\ ~ 0.88 (22.4) OD XO.06 (1.5)
NPT
PIPE COUPLING
1.0 (25.4)
-1.13(22,6)
k 1.75(44.5)
GAS GENERATOR
VERTICLE
$
DIMENSIONS ARE IN INCHES (MILLIMETERS)

0.375-16 UNC-2B THRU
CSK 9)0 TO 0.39-0.42(9.9-1 0.7) DIA
LOCATE WITHIN 0.015 (0.38) R OTP
T4 PLACES
(It!!)fi
-.0W5-16BOLT
?,~.\~w~/pLENuM16.0(
+6wwg
-r--t
.l
45T.2)-~0(5566)
(APPROX)
TT ol-l-r
--i-+
-o
1(!
---I
.
A_
G-N GENERATOR-~iZWTAL ~
Figure 10-5.
JAN/91
QHCO1lXA
Ground Shell Dispenser.

10-23
AND MAINTENANLt
SAFETY SCREEN
\
L/
/-2
INLET BELL
Ik /
4=
SE
--
A-M
ENGINE
GROUND SHELL CLEANING PORT

LOCATEDONBAFFLE.ALL
QHC016XD
Figure 10-6.
10-24
Typical Plenum (Plan View).
JAN/91
PRESS.
nAr2c
UAUL
11-~ as DC I
PRESS.
REG.
0
SPRAY
YOKEIN
COMPRESSOR
0 INLET
0
FOR SHOP AIR

!_
PRESS.
RELIEF
VALVE
125 Psl
CHECK
VALVE
ON-OFF
AIR VALVE
GRADUATED
LOADING AND
MEASURING TANK
ON-OFF
PRESS. ~
%
AIR VALVE
SWITCH
Q -*~
PRESSURE
TAP
SPRAY
.(-. . 1
TAAM
,ru .,.
NULLLC3
1
II
II
+
I
It
II
II
A
I
--h-l+
Ill
~1
lKzl-.fY
~%#OhOES_C_~BE Ill
AGITATION
ON-OFF u
II
PIPE PLUGS. I
CIRCIJTAND
AIR VALVE
DRILL INVHPEPLUGS
-YOKE AND
10-30 GAL
0.0S25 H{OLESTOHELP
TANK CLEANB&B,BRULIN,
MIXINGTEE
VAPORLZEANDSPREAD
r]
OR OTHER
THEMIXTURE.
MIXTURES
al./. k
ra
I1
0
%% hi :.-4
\7 ~
.,
\T
YOKE
-,,
G.,-
0.5CQ IN.
ON-off
WATER
VAIVE
WATER
CONTROL
H
D.750 IN.
ON-OFF
WATER VALVE
VALVE
..,,.-,,
>
f).k25
IN,
I
CHECK
VALVE
SOLENOID
VALVE
PURE CLEAN
WATER INPUT
WATER
Md4-&
STEAM FROM STEAM GENERATOR SYSTEM
STEAM
REGULATOR
45=
ON-OFF
STEAM
VALVE
METRIC CHART
INCH
0.0625 (1/16)
0.5000 (1/2)
0.7500 (3/4)
MILLIMETER
1.6
12.7
19.05
Psl
125
kPa
862.5
GAL
:
LITERS
38
114
QHCO1OXA
Figure 10-7.
JAN/91
Steam and Chemical Cleaning System.
10-25

SECTION 11
COMPRESSOR AIR BLEED 5YSTEM
TABLE OF CONTENTS
Paracra~h
Description
Paqe No.
11-1
11-3
11-2
Troubleshooting
11-3
11-3
11-6
11-4
Bleed Valves
11-6
11-5
Air Filter
11-7
11-6
11-7
11-7
Removal
11-7
11-8
Cleaning
11-7
11-9
Installation
11-11
11-10
11-11
11-11
11-11
11-12
Removal
11-12
11-13
Installation
11-12
11-14
Compressor Air Bleed Valves
11-14
11-15
11-14
11-16
Removal
11-14
11-17
Repair of Valve Assembly
11-15
11-15

INDEX TO FIGURES
Fiaure No.
11-2
Title
Paqe No.
11-1
Compressor Air Bleed System Schematic
11-4
11-2
Troubleshooting Chart
11-5
11-3
Compressor Air Bleed Systems Components
11-9
11-4
Compressor Bleed and Speed Sensitive Valves
11-13
11-5
Screen and Shield Installation
11-17
JAN/91

SECTION 11
COMPRESSOR AIR BLEED $YSTEM
11-1.

A. The engine incorporates a compressor air bleed system to unload the
compressor and to reduce the possibility of a surge occurring during
the engine starting and shutdown cycles.
B. The compressor air bleed system consists of eight (8) pneumatically
oDerated coml ressor air bleed valves (bleed vaivesj,-a speed
sensi ive va! ve, and a filter with inconnecting hoses and tubes.
c. ;;:e: eed va- ves are located on the compressor casing. Four (4)
valves are mounted on the fifth (5th) stage manifolds and 4
bleed valves are mounted on the tenth (lOth) stage manifolds. The
bleed valves are open when engine speed is below 12.750 rpm to permit
unloa[ ing the compressor during engine starts.
D. The speed sensitive valve is mounted on the forward accessory drive gearbox and controls the opening and
bleed valves. The speed sensitive valve positioning
piston spring tension) is controlled by engine speed
eft side of the

closing of the 8
(fly weight and
(rpm) .
E. At engine speeds below 12,750 rpm the speed sensitive valve is

positioned so that the outboard side of all 8 bleed valves is vented
to atmospheric pressure thru the speed sensitive valves vent. The
5th and 10th stage air pressures are greater than atmospheric
pressure, the bleed valves are held open allowing air to bleed from
the compressor (Ref. Figure 11-1).
F. At engine speeds above 12,750 rpm the speed sensitive valve is
positioned so that the vent to atmospheric pressure is closed and
fourteenth (14th) stage (diffuser) pressure is directed to the
outboard side of all 8 bleed valves. The 14th stage (diffuser)
pressure is greater than the 5th or 10th stage pressure, the 8 bleed
valves are closed and air is no longer being bled from the
compressor,
G. A filter is installed in the line between the 14th stage (diffuser)
bleed air and the speed sensitive valve to prevent foreign materials
from entering the speed sensitive valve.
11-2.
TROUBLESHOOTING.
NOTE
Troubleshoot compressor air bleed system per Troubleshooting Chart,
Figure 11-2.
JAN/91
11-3

A.
ATMOSPHERIC
VENT
.VENT OPENED
BLEED
VALVE
OPEN
TO 5TH STAGE
BLEED VALVES
BELOW 12,750 ENGINE RPM

~ VENT CLOSED
r MANIFOLD
.. .. .. ..
,:..:..
........
~:... .
U
L1
..........................................................
w TO 10TH STAGE
BLEED VALVES
ABOVE 12,750 ENGINE RPM
SYMBOLS:
...........
... ... ... ... . .. . .. . ... ... ... . . . . .
14TH STAGE PRESSURE
. . . . . . . .. . .. . .. . .. . .. . .. . .. . .~..
m
.. : .. .. .. .. ... .. . ... .... ..
..........
..$ . . .::::::..:
.........
o
5TH & 10TH STAGE PRESSURE
c1
ATMOSPHERIC PRESSURE
F gure 11-1 .
11-4
QHC029XA
Compressor Air Bleed System Schematic.

JAN/91
LOW ENGINE POWER AT A STABLE

RUN AND COMPRESSOR IS CLEAN
w
BAD
REPAIRORREPLACE COMPRESSOR
> AIR BLEEDHOSES,TUBES, AND/OR
FITTINGS PER PARA 11-21
INSPECT COMPRESSOR AIR BLEED

FILTER FOR CLEANNESS
BAD
CLEAN FILTER PER PARA 11-B
INSPECT SPEED SENSITIVE

VALVE PER PARA 11-3
BAD
REPLACE SPEED SENSITIVE VALVE

PER PARA 11-12 AND 11-13
BAD
>
REPAIR OR REPLACE DEFECTIVE

BLEED VALVE PER PARA 11-17
INSPECTCOMPRESSOR AIRBLEED
HOSES,TUBES,AND FITTINGSFOR
LEAKAGE DURINGENGINE OPERATION
OK
1
INSPECT 5TH OR 10TH STAGE
BLEED VALVE PER PARA 11-4
OK
1
PERFORM ENGINE OPERATION
AND LEAKAGE TEST RUN
QHS048XA
Figure 11-2.
JAN/91
Troubleshooting Chart.
11-5

11-3. SPEED SENSITIVE VALVE.
A. Remove outlet hose (1, Figure 11-3) and install a 100 psi (690 kPa)
air pressure gage in the speed sensitive valve (3) outlet port.
B. Remove inlet hose (2) and apply 50 psig (345 kPag) air pressure to
the inlet port of the speed sensitive valve. Replace speed sensitive
valve (3) if any indication of pressure is observed on the air
pressure gage installed on the outlet port.
c. Apply a thin film of Ablube, MIL-L-25681, to the speed sensitive
valve inlet port threads. Install inlet hose (1) to speed sensitive
valve (3) and torque hoses coupling nut to 200-250 lb in. (22.6-28.2
N-m).
D. Operating the engine above 12,750 rpm, inspect for pressure at the
outlet port. If no pressure is present at the outlet port, replace
the speed sensitive valve (3).
E. If reauired, remove air qaqe, appl.v a thin coat of Ablube,
MIL-L-2568l~ to the outl~t-port th~ead, and install outlet hose (1)
to speed sensitive valve (3). Torque hosess coupling nut to 325-400
lb in, (36.8-45.1 Nom).
11-4.
BLEED VALVES.
A. Remove air hoses (4 and 5, Figure 11-3) from tee (6) on the upper
right side of the compressor.
NOTE
Hose (4, Figure 11-3) controls the top (12 oclock) and left (9
oclock) side 4 bleed valves. Hose (5) controls the right (3 oclock)
and bottom (6 oclock) side 4 bleed valves.
B. Inspect bleed valve
close and vacuum to
the set of 4 should
screens surrounding
operation by applying mouth pressure (pressure to

open) on hoses (4 and/or 5). Each bleed valve in
open and close freely (observe movement through
bleed valves).
co Repair or replace any sluggish or inoperative bleed valve per

Paragraph 11-17.
D. If required, apply a thin film of Ablube, MIL-L-25681, to the threads
and install hoses (4 and 5) to tee (6). Torque hoses coupling nuts
to 200-250 lb in. (22.6-28.2 Nom).
11-6
JAN/91

11-5. AIR FILTER.
+
A. The air filter is installed in the compressor air bleed system

between the compressor diffuser (14th stage) and the speed sensitive
valve.
NOTE
The filter rating in a nominal of 10 micron and absolute of 25 micron.
B. The filter prevents foreign material from entering the speed
sensitive valve, which may cause a malfunction of the speed sensitive
valve.
11-7.
REMOVAL.
A. Remove inlet hose (2, Figure 11-3) and inlet tube (10) from filter
(13).
B. Remove bolt (11) retaining filter clamp (12) to CIT sensor and remove
filter (13) and clamp (13).
C. If required, remove clamp (12) from filter.
11-8. CLEANING.
Note
If required, disassemble filter for cleaning.
A. Remove housing (14, Figure 11-3) and seal (15) from filter element
(16). Discard seal.
CAUTION
DO NOT USE A CLOTH TO DRY FILTER ELEMENT. LINT NAY BE INTRODUCED INTO
THE SPEED SENSITIVE VALVE ANDA MALFUNCTION MAY OCCUR.
Note
If an ultrasonic cleaner is not available, clean filter element and
housing Per Step C.
JAN/91
11-7

KEY TO FIGURE 11-3
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
11-8
OUTLET HOSE
INLET HOSE
SPEED SENSITIVE VALVE
TEE TO TOP HOSE
TEE TO RH HOSE
TEE
NUT
NUT (2)
BRACKET
INLET TUBE
BOLT
CLAMP
FILTER
HOUSE
SEAL
FILTER ELEMENT
NUT
WASHER
BOLT
CLAMP (2)
NUT
BOLT (2)
GASKET
14TH STAGE TUBE
CDP HOSE
TEE
NUT
WASHER
BOLT
CLAMP (2)
PACKING (O-RING)
NUT
ELBOW
PACKING (O-RING)
NUT
TEE
LH HOSE, 5TH TO 10TH
STAGE
TOP TO LH HOSE
NUT
WASHER
BOLT
CLAMP
BRACKET
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
82.
83.
84.
85.
86.
87.
NUT
PACKING (O-RING)
NUT
SPECIAL TEE
NUT
WASHER
BOLT
CLAMP
BRACKET
PACKING (O-RING)
UNION
NUT
WASHER
BOLT
CLAMP
BRACKET
NUT
TOP HOSE, 5TH TO 10TH STAGE
PACKING (O-RING)
UNION
RH HOSE, 5TH TO 10TH STAGE
NUT
WASHER
BOLT
CLAMP
BOLT
BRACKET
PACKING (O-RING)
NUT
SPECIAL TEE
RH TO BOTTOM HOSE
PACKING (O-RING)
NUT
SPECIAL ELBOW
NUT
WASHER
BOLT
CLAMP
BRACKET
NUT
BOTTOM HOSE, 5TH TO 10TH STAGE
PACKING (O-RING)
NUT
ELBOW
JAN/91

4:
481
46
47t
24
& +yp!iiii
TrT
16
15
33
32
31
14
LEFT SIDE VIEW
Figure 11-3.
JAN/91
Compressor Air Bleed System Components (Sheet 1 of 2).

11-9

148
62
63
J-b
5
I
64
/--
27
28
29
30
RIGHT SIDE VIEW
71
:1
85A
86 -----@+
87
78
79
81
80
82
84
BOITOM VIEW
QHC030XK
Figure 11-3.
11-10
Compressor Air Bleed System Components (Sheet 2 of 2).

B. Clean filter element (16) and housing (14) using an ultrasonic
cleaner per cleaning equipment manufacturer instructions and allow to
air dry.
.
C. Optional Cleaning Procedure as follows:
1. Soak housing (14) and filter element (16) in mineral spirits,
AMS3160, for at least 15 minutes.
2. Clean housing (14) and filter element (16) using a soft bristle
brush and rinse in mineral spirits, AMS3160.
3. Use filter air (reverse direction to normal flow) to dry, do not
use a cloth. If not completely dry allow to air dry.
D. Apply a thin film of Ablube, MIL-L-25681, to internal threads of
filter element (16) and install seal (15) and housing (14). Torque
to 300-360 lb in. (33.9-40.6 Nom) and lockwire housing and filter
element.
11-9.
INSTALLATION.
A. Apply a thin film of Ablube, MIL-L-25681, to filter (13, Figure 11-3)
hose and tube threads.
B. If required, install clamp (12) on filter (13).
c. install filter (13) and clamp (12) to CIT sensor and secure with bolt
(11). Torque bolt to 70-85 lb in. (8.0-9.6 Nm) and lockwire bolt.
D. Install inlet hose (2) and inlet tube (10) to filter (13). Torque
both coupling nuts to 200-250 lb in. (22.6-28.2 Nom).
11-10.
SPEED SENSITIVE VALVE.
11-11.

A. The speed sensitive valve is mounted on the forward left side of the
accessory drive gearbox. The speed sensitive valve controls the
opening and/or closing of the 8 bleed valves.
B. At engine speed below 12,750 rpm the piston spring pressure overcomes
flyweight force venting the area between the 8 bleed valve and the
speed sensitive valve, allowing the 5th and 10th stage pressure to
force open the bleed valve pistons and bleeds the 5th and 10th stage
pressure to the atmospheric (Ref. Figure 11-1).
JAN/91
11-11

C. At engine speed above 12,750 rpm the flyweight force overcomes piston
spring pressure, which opens the poppet valve and closes the vent,
allowing the 14th stage (diffuser) pressure to overcome the 5th and
10th stage pressure closing the bleed valve pistons. Now, all of the
compressor air is used for engine operation.
11-12.
REMOVAL.
A. If, Required, remove air inlet bell (Ref. to OEM Manual).
B. Remove outlet hose (1, Figure 11-3) and inlet hose (2) from speed
sensitive valve.
C. Remove nuts (1, Figure 11-4), washers (2), gasket (3), and speed
sensitive valve (4) from accessory drive gearbox. Discard gasket.
11-13.
INSTALLATION.
A. Make sure mounting pads on accessory drive gearbox and speed
sensitive valve (4, Figure 11-4) are clean and free of foreign
material.
B. Apply a thin film of Permatex, No. 1372, to both sides of the gasket
(3) and install on the accessory drive gearbox mounting pad for the
speed sensitive valve.
CAUTION
IF A NEW SPEED SENSITIVE VALVE IS INSTALLED, MAKE SURE THAT THE VENT
SHIPPING CAP IS REMOVED OR DAMAGE MAY OCCUR.
NOTE
It may be required to rotate the speed sensitive valves drive shaft
slightly to align the splines of the accessory drive gearbox and speed
sensitive valve.
c. Install speed sensitive valve (4) on accessory drive gearbox and
secure with washers (2) and nuts (1). Torque nuts to 74-89 lb in.
(8.4 -10.0 N.m).
D. Apply thin film of Ablube, MIL-L-25681, to inlet and outlet port
threads of the speed sensitive valve.
E. Install inlet hose (2, Figure 11-3) to speed sensitive valve inlet
port. Torque hoses coupling to 200-250 lb in. (22.6-28,2 N.m).
11-12
JAN/91
1.
2.
3.
4.
5.
6.
7.
8.
NUT (4)
WASHER (4)
GASKET
SPEED SENSITIVE VALVE
BOLT (3)
\,
WASHERS (3)
VALVE ASSY
PISTON
9.
10.
11.
12.
13.
14.
15.
PISTON RING (4)

EXPANDING SPRING (2)
HOUSING
SCREW (2)
LOCKRING
SPACER
SCREEN
QHC031XF
Figure 11-4.
JAN/91
Compressor Bleed and Speed Sensitive Valves.
11-13

F. Install outlet hose (2) to speed sensitive valve outlet port. Torque
hoses coupling nut to 325-400 lb in. (36.8-45.1 Nom).
11-14.
COMPRESSOR AIR BLEED VALVES.
11-15.

A. The eight (8) piston type compressor air bleed valves (bleed valves)
are mounted on the 8 compressor manifolds, four (4) on the 5th stage
and 4 on the 10th stage. The bleed valves are mounted at top (12
oclock), right (3 oclock), bottom (6 oclock), and left (9 oclock)
positions of the compressor section.
B. The opening and closing of the bleed valves are controlled by the
speed sensitive valve (Ref. Paragraph 11-11).
c. The 8 bleed valves and the speed sensitive valve are connected by
hoses in parallel.
D. The bleed valves are opened to unload the compressor and to reduce
the possibility of surge occurring during the engine start and stop
cycles. The bleed valves are closed during normal engine operation
above 12,750 engine rpm.
E. Each bleed valve consists of the following:
1.
2.
3.
4.
5.
Three (3) mounting bolts and washers.

A valve assembly.
Two (2) screws.
A lockring.
A spacer,
NOTE
The top (12 oclock) 2 bleed valve screens do not have shields where
the remaining 6 screens do have shields.
6. A screen,
11-16.
REMOVAL.
NOTE
Due to different types of hose and fitting (elbow, tee, special tee,
etc.) connections, refer to Figure 11-3 and locate the correct type of
hose and fitting connection.
A. Remove the required hose(s) (Ref. Figure 11-3).
11-14
JAN/91

NOTE
If the screen has a shield, record location for installation.
B. Remove bolts (5, Figure 11-4), washers (6), valve assembly (7),
spacer (14) with Iockring (13), and screen (15) from compressor.
C. If required, remove screws (12) and lockring (13) from spacer (14).
D. If required, record and remove fitting (elbow, tee, special tee,
etc.), nut, and O-ring from valve assembly (7). Discard O-ring (Ref.
Figure 11-3).
11-17.
REPAIR OF VALVE ASSEMBLY.

A. Remove assembled piston (8, Figure 11-4) from housing (11).
B. Remove piston rings (9) and expanding spring (10) from piston (8).
C. Inspect all valve assembly components for damage and wear. Replace
damage or worn components.
D. Install expanding springs (10) on piston (8). The cut ends of the
expanding spring must be adjacent to the bottom of each piston
groove.
NOTE
The piston rings are installed in each piston groove with overlaps 160
to 180 apart, also the piston ring overlaps are to be located 70 to
100 from cut ends of the expanding springs.
E. Install two piston rings (9) in each piston (8) groove per the above
note.
F. Lightly coat inside of the housing (11) with Ablube, MIL-L-25681.
G. Compress piston rings (9) with hand pressure ard carefully install
assembled piston (8) into housing (11) until the piston is fully
seated (open position) within the housing.
11-18.
INSTALLATION.
NOTE
Due to different types of hose and fitting connections, Ref. to Figure
11-3 and locate correct type of hose and fitting connections.
JAN/91
11-15

A. If required, install correct O-ring, nut, and fitting into valve
assembly (7, Figure 11-4) to record position as outlined in Genera
Maintenance, Section 14.
.
B. If required, install lockring (13) on spacer (14) and secure with
screws (12). Torque screw to 12-14 lb in. (1.4-1.7 Nom).
NOTE
The 2 top (12 oclock) position screens do not have shields, but the
remaining 6 screens do have shields and must be installed to position
recorded on removal. If shield position(s) were not recorded on
removal, refer to Figure 11-5 for correct shield position(s).
For correct valve assembly, Ref. to Figure 11-3.

c. Install screen (15, Figure 11-4) to correct position, spacer (14)
with Iockrinq (13), and valve assembly (7) to correct ~osition,
secure with washers (6) and bolts( 5)-. Torque bolts to 70-85 lb in.
(8.0-9.6 Nom). Lockwire bolts.
D. Install required hose(s) per General Maintenance, Section 14 (Ref.
Figure 11-3).
11-19.
HOSES, TUBES, AND FITTINGS.
11-20.

A. The two tubes (10 and 24, Figure 11-3) are made of steel and direct
14th stage (diffuser) compress air to air filter. A tee separates
the two tubes and allows for compressor discharge pressure to be
taken.
B. The hoses direct 14th stage (diffuser) compress air from the air
filter thru speed sensitive valve (if opened) to close the bleed
valve (Ref. Figure 11-1).
c. The fittings, gasket, and O-rings allow connection of the hoses and
tubes.
11-21.
MAINTENANCE.
A. Leakage may occur from a hose, tube, gasket, O-ring, and/or fitting
(elbow, union, tee, etc.) and should be inspected for leakage while
the engine is in the normal operation mode.
B. Remove and install hoses, tubes, fittings, O-rings, and gaskets using
Figure 11-3 and General Maintenance procedures, Section 14.
11-16
JAN/91
INSTALL SHIELD
IN THIS SEGMENT
BOTTOM VIEW
LEIT SIDE VIEW
IN THIS SEGMENT
Wv
QHC032XA
Figure 11-5.
JAN/91
Screen and Shield Installation.
11-17

SECTION 12
TABLE OF CONTENTS
Paraqrauh
12-1
Combustion Section
Paqe No.
12-3
12-2
12-3
12-3
Combustion Outer Case
12-5
12-4
12-5
12-5
Removal
12-5
12-6
Inspection
12-8
12-7
Installation
12-8
12-8
Combustion Liners
12-9
12-9
Removal
12-9
12-10
Inspection
12-10
12-11
Installation
12-10
12-12
Other Combustion Section Components
12-12
12-13
Crossover Clamps
12-12
12-14
Combustion Inner Case
12-12
12-15
Combustion Inner Case Liner
12-12
12-16
JAN/91
Description
12-12
12-17
12-12
12-18
Exciter
12-13
12-19
12-13
12-20
Removal
12-13
12-21
Inspection
12-14
12-22
Installation
12-16
12-1

ParaqraPh
12-23
Description
Igniter, Liner Supports,
and Liner Body Supports
Paqe No.
12-17
12-24
12-17
12-25
Removal
12-17
12-26
Inspection
12-18
12-27
Installation
12-19
12-28
Lead Assemblies
12-20
12-29
Removal
12-20
12-30
Inspection
12-21
12-31
Installation
12-21
INDEX TO FIGURES
Fiqure No.
12-2
Paqe No.
12-1
Cross Section of Combustion Section
12-4
12-2
Splitline Locations
12-7
12-3
12-11
12-4
12-15
12-5
Lockwiring of Igniter, Igniter Lead,

and Liner Support
12-21
JAN/91

SECTION 12
12-1.
COMBUSTION SECTION .
12-2.

A. The combustion section (Ref. Figure 12-1) consists of six individual
can annular combustion liners (liners) evenly spaced n an annular
chamber formed by an outer casing and an inner casing
1. The liners, a Low-Emission II type, is a two-piece assembly,
consisting of a front liner section and transition section that
are bolted together.
2. The liners are located radially at the front by the fuel nozzles
and at the rear by the turbine inlet casing.
3. The liners are located axially by the igniters in two diametrically opposed liners and by liner support assemblies in the other
four liners.
4. Crossover ferrules connect adjacent liners to spread the flame
during starting to the adjacent liners that contain no igniters.
5. The fuel nozzles, mounted in the diffuser, extend into the center
of each liner dome.
6. The Emission II type liner was developed to control smoke and
other emissions.
7. Portions of the forward liner section interior are ceramic coated.
8. The purpose of the liners is to properly mix the fuel and air for
combustion and contain and control the combustion. This is
accomplished by design for air flow control.
B. The combustion outer case encloses the liners and serves as the
supporting structure between the compressor diffuser and turbine unit
assembly.
1. Air from the compressor diffuser passes through the space between
the inner and outer combustion casings and cools the combustion
section.
NOTE
Some engines may have a 1 piece combustion outer case. The 2 piece
combustion outer case is an option and will be discussed in this
section.
JAN/91
12-3

SPLIT OUTER
COMBUSTION CASE
z AXIAL SPLITLINE
r
h
UPPER
CASE HALF
(%0
LINERS ~
3
COMBUSTION INNER CASING
CROSSOVERTUBES(6 PLACES)
A17LOOKINGFORWARD
Figure 12-1.
QMPOOIXD
Cross Section of Combustion Section.
2. The outer combustion case is of two basic types: a l-piece design

and a 2-piece design. The 2-piece design has horizontal, bolted
splitline flanges to connect the two halves.
3. The 2-piece design also uses close tolerance bolts in the forward
and aft flanges to achieve proper alignment. The l-piece design
uses dowel pins to accomplish the same function.
C. The combustion chamber inner casing (lighthouse) consists of two
pieces, an inner case and inner casing liner which are bolted
together at the forward end. A vented air space separates the inner
case and inner casing liner and forms a heatshield to protect the
turbine shaft and pressure and scavenge oil lines which pass through
the center. The combustion chamber inner casing is often called the
lighthouse.
D. Air enters the combustion section from the compressor diffuser. Fuel
is mixed with the air and burned. Some air flows through the liner
dome and holes in the forward part of the barrel section for
combustion. Air also flows through holes and passages in the sides of
the liners to control the burning pattern and provide cooling of the
combustion liner walls. The hot gases pass through the transition
section of the liners into the turbine.
12-4
JAN/91

E. Components of the combustion section are:
1.
2.
3.
4.
5.
Combustion
Combustion
Combustion
Combustion
Combustion
Outer Case (2-piece or l-piece).

Liners (6).
Liner Supports.
Liner Clamps and Spacers.
Chamber Inner Casing (Lighthouse).
12-3.
COMBUSTION OUTER CASE.
12-4.
Descric)tion and Operation.

A. The combustion outer case is the structural support member that
supports and aligns the diffuser to the turbine assembly.
B. It is a pressure vessel that forms the outer wall of an annulus in
which the combustion liners are supported. The six combustion liner
supports attach to and protrude into the outer combustion case to
support the combustion liners axially. Igniters are assembled with
the liner supports in liner positions two and five.
NOTE
Some engines may have a 1 piece combustion outer case. The 2 piece
combustion outer case is an option and will be discussed in this
section.
C. The 2-piece outer combustion casing has axial split line bolted
flanges, which allows for direct view inspection or replacement of
the combustion liners, when l-piece (half) of the 2-piece outer
combustion cas ng is removed.
12-5.
Removal.
CAUTION
THE ENGINE MUST BE SUPPORTED AT THE DIFFUSER AND THE TURBINE UNIT
ASSEMBLY WHILE ONE OF THE OUTER COMBUSTION CASE HALVES IS LOOSE OR
REMOVED.
NOTE
To remove and install the one piece combustion outer case the turbine
unit assembly must be removed, refer to Section 13.
A. Either half of the outer combustion case may be removed. The upper
left half (referred to as the upper) will expose combustion liners 1,
5, and 6. The lower right half (referred to as the lower) will
expose combustion liners 2, 3, and 4. The position of the axial
JAN/91
12-5

spl itlines allows access to the crossover clamps associated with the
exposed combustion liners.
NOTE
Remove the liner supports and igniter per Paragraph 12-25.
Record location of all bolts, components, brackets, thermocouple

harness, etc., for installation.
B. Remove components adjacent and attached to the outer combustion case

half selected for removal, including the three liner supports (one
with an igniter), brackets, and thermocouple harness(s).
CAUTION
ONLY ONE OUTER COMBUSTION CASE HALF MAY BE REMOVED AT A TIME. THE
REMAINING CASE HALF MUST REMAIN IN PLACE TO HOLD ALIGNMENT. IF BOTH
HALVES
NEED TO BE-----REMOVED
AT SAME TIME, THE TURBINE UNIT ASSEMBLY MUST
---..,----. . . . -. . . .L$t KtMUVHJ, KLl_tK I(J 3LL11UN 1.5.
NOTE
It is permissible to use a soft drift (brass or aluminum) to tap out

the close tolerance bolts.
Record the locations of the close tolerance bolts, brackets and

extra length bolts at bracket locations for installation.
c. Remove the nuts and bolts from both horizontal splitline flanges and
from the splitlines with the diffuser and with the turbine inlet case
as necessary to release the particular case half (Ref. Figure 12-2).
D. Loosen the nuts two full turns in the splitlines of the diffuser and
the turbine inlet case on the casing half not being removed.
CAUTION
DO NOT PRY OR INSERT TOOLS BETWEEN ANY OF THE SPLITLINE FLANGES. DAMAGE
TO THE SEALING SURFACES MAY OCCUR.
E. Use jackscrews in the threaded holes in the lower case half splitline
flanges to separate the case halves. Varying the tension on the
support at the diffuser may help free the case half. Do not pry or
use tooling between any splitlines (Ref. Figure 12-2).
F. Remove the case half and place it where it will not be damaged.
12-6
JAN/91
JACKSCREW
JACKSCREW
UPPER CASE
0.3125-24 UNJF-3B)
(0.31 25-24 UNJF-3B)
\
345678910111213
1415161718192021222324
25
mmm. .mmmm
mm m. Un m.m, m.m.mun. mm.
HORIZONTAL SPLITLINE
48
40
40
10
10
,30
30
An SPLITLINE
LOOKING FORWARD
FRONT SPLITLINE
LOOKING FORWARD
QHPO03XA
Figure 12-2.
JAN/91
Spl itl ine Locations.
12-7

CAUTION
DO NOT DAMAGE FLANGE SEALING SURFACES.
G. Remove any sealing compound from the sealing face. Use a cloth or
Scotch Brite dampened with water. If necessary, use a copper scraper
with care not to damage sealing surfaces.
12-6.Inspection (Both 2-~iece or l-piece conficwrations].
A. Inspect the outer combustion case for cracks, dents, bulges, and
Smooth
splitline leakage. Cracks and sharp dents are not allowable
dents or bulges to 0.250 in. (6.35 mm) depth or height are a 1 owabl e
if the cause is known and corrected.
B. Discoloration of the outer combustion case is allowable, but should
be investigated as a possible indication of fuel nozzle-or combustion
liner problems.
12-7.
Installation.
A. Prior to placing the removed outer combustion case half in position,
coat sealing surfaces of horizontal flanges with EMS-27700 sealant
(Plastiseal F).
B. Place the removed outer combustion case half in position. Loosely
install the combustion liner support assemblies and igniter with new
gaskets to ensure axial positioning of the combustion liners.
co Use a soft drift to achieve hole alignment and loosely install the
close tolerance bolts (hex head) in the proper holes. Loosely install
the remaining bolts and nuts in the splitlines with the diffuser and
with the turbine inlet case.
D. In the horizontal splitline flanges, loosely install the close
tolerance bolts (hex head) in holes 2, 8, 14, 20 and 26 numbered from
the diffuser end. Loosely install the remaining bolts and nuts (Ref.
Figure 12-2).
E. Torque the horizontal splitline flange bolts as follows:
1. On one horizontal splitline flange, torque to 140 lb in. (15.8
Nm) above prevailing nut torque in the following sequence:
Bolt position numbers 14, 15, 13, 16, 12, 17, 11, 18, 10, 19, 9,
20, 8, 21, 7, 22, 6, 23, 5, 24, 4, 25, 3, 26, 2, 27 and 1.
2. Repeat Step 1. for the opposite horizontal splitline.
12-8
JAN/91

30 On the first splitline, retorque to 265-275 lb in. (29.9-31.1
N-m) above prevailing torque in the same sequence as Step 1.
4. Repeat Step 3. for the opposite splitline.
5. Remove excess sealant applied in Step A.
F. Torque the close tolerance bolts (hex head) and the remaining bolts
and nuts in the splitlines with the diffuser and with the turbine
inlet case to 100-110 lb in. (11.3-12.4 Nm) and then torque
200-220 lb in. (22.6 to 24.8 N-m).
NOTE
Install combustion liner supports and igniter per Paragraph 12-27.
G. Install the components adjacent and attached to the outer combustion
case half, including the three combustion liner supports (one with an
igniter), brackets, and thermocouple harness(s) that were removed for
the procedure.
12-8. COMBUSTION LINERS.
12-9.
Removal.
NOTE
The combustion liners can be removed by two methods; (1) With the engine
in a shop with the engines turbine unit assembly removed and (2) with
the engine installed by removing one of the outer combustion case
halves. The instructions contained here are for method (2) only. The
instructions for method (1) are contained in Section 13, which if
possible, is the recommended way.
A. Remove the outer combustion case half (Ref. Paragraph 12-5).
NOTE
If more than one combustion liner is to be removed, complete the removal
of each one before proceeding to the next combustion liner.
B. Remove the nut and bolt from the crossover clamp on both sides of the
combustion liner (Ref. Figure 12-3).
JAN/91
12-9

CAUTION
DO NOT ALLOW CROSSOVER SPACERS OR ANY OTHER MATERIAL TO DROP INTO THE
ENGINE. ANY MATERIAL DROPPED INTO ENGINE MUST BE REMOVED.
c. Remove each clamp and the associated spacer(s) from between the
crossover tube ferrules. Note the position and thickness of the
spacers. The fuel nozzle attaching bolts may be loosened to allow
spacer removal.
D. Remove the three borescope port plugs associated with the liner from
the turbine inlet case per Section 13.
E. Remove the fuel nozzle.
Record the position (Ref. Section 4).
F. Lift the nozzle end of the combustion liner forward and out to
remove. Record the position of the combustion liner for
troubleshooting and/or installation.
12-10. Inspection.
NOTE
Refer to Section 3, Engine Inspection and Maintenance Tasks, Paragraph
3-6 for inspection and damage limits for combustion liners whether installed or removed. The limits are the most severe conditions that are
allowed to continue operation. If combustion liners are either removed
or accessible with an outer combustion casing half removed, consideration should be given to replacing marginally serviceable liners, or
individual liner sections (front liner section and/or transition
section).
A. Place the combustion liner in position with the transition section
opening over the first stage turbine vanes. Work the liner rearward
until it is in position. The axial position of the liner is
determined by the liner support and the liner support ferrule.
Measuring the distance may help position the liner for easier
installation.
B. Install the fuel nozzle with gasket. Tighten bolts finger tight.
C. Use a small drift, punch or screwdriver to align the grommets, and
install the three associated borescope port plugs with gaskets per
Section 13.
12-10
JAN/91
501-KB5 DEC OpERATION
AND
IZUNTENANCE
v
QHPO05XD
Figure 12-3.
Combustion Liner Crossover Clamping.

CAUTION
IT IS IMPORTANT TO ACCURATELY MEASURE THE CROSSOVER FERRULES GAP AND

INSTALL CORRECT SPACER TO FILL THE GAP DIMENSION AS CLOSE AS POSSIBLE TO
PREVENT AND MINIMIZE ANY STRESS DAMAGE ON THE CROSSOVER FERRULES.
D. Use shim gages to measure the minimum gap dimension between the
crossover ferrules at each crossover clamp location, and record by
position as dimension A. Select spacer(s) for each position equal to
Dimension A plus or minus 0.005 in. (0.127 mm).
E. Loosen fuel nozzle bolts if necessary, and install the spacers
between the crossover ferrules.
F. Position the crossover clamps over the spacers and crossover ferrules
with the open portion outward. Install the clamp bolt with the bolt
head toward the engine inlet. Install a new nut, and torque to 25-35
lb in. (2.82-3.95 N-m) above prevailing torque (the torque of the
lock nut drag).
G. Visually inspect to ensure the clamp is fitted correctly over the
ferrules and spacers and the nut is not bottomed on the threads.
Check that the clamp will not turn on the ferrule with hand pressure.
H. Make sure the fuel nozzle will lay flat on the mounting pad. If it
will not, remove the crossover clamps and recalculate the required
spacer thickness.
I. Complete the installation of the fuel nozzle per Section 4.
JAN/91
12-11

J. When all combustion liners have been installed, inspect and remove
any foreign material. Install the outer combustion case ha f (Ref.
Paragraph 12-7).
12-12.
OTHER COMBUSTION SECTION COMPONENTS.
12-13.
Crossover Clamps.
A. The six crossover clamps with spacers connect the crossover ferrules
of adjacent combustion liners.
B. The crossover clamps should be inspected whenever the engine is
disassembled enough to expose them.
12-14.
Combustion Inner Case.

A. The combustion inner case is attached to the turbine inlet case and
is a slip fit with expander ring seals into the inner bore of the
compressor diffuser. It forms the inner wall of an annulus in which
the combustion liners are supported.
B. Inspect the inner combustion casing when other maintenance causes the
engine to be dissembled sufficiently for inspection. Inspect for
cracks and wear in the piston ring grooves and the mating surfaces of
the diffuser sleeve. No cracks are allowed. Maximum piston ring
groove width is 0.269 in. (6.83 mm)
12-15.
Combustion Inner Case Liner.

A. The combustion inner case liner fits inside the inner combustion case
to form a double wall assembly with an air space between to provide
thermal protection. The turbine shaft and oil tubes for the front
turbine bearing pass through the bore of the inner combustion case
and liner assembly, which is often called the lighthouse.
B. Inspect the combustion inner casing liner when other maintenance
causes the engine to be dissembled sufficiently for inspection.
Inspect for cracks and damage in the seal grooves. No cracks are
allowed.
12-16.
ENGINE IGNITION SYSTEM.
12-17.

A. The engine is equipped with a capacitor discharge, high voltage, high
energy type ignition system. The ignition system includes an ignition exciter and two spark igniters. The spark igniters are mounted
in number 2 and number 5 combustion liners. Two high tension,
12-12
JAN/91
w1-KB5 DEC OPERATION AND MAINTENANCE

shielded lead assemblies connect the ignition exciter to the spark
igniters.
B. The 20 to 29 volts dc input power required by the ignition exciter is
supplied through a relay which, in turn, is controlled by the control
system. During engine starting, the control circuits energize the
ignition system at approximately 2200 engine rpm and de-energize the
system at approximately 8400 engine rpm.
NOTE
The ignition system is the same for gaseous or liquid fuels.
c. After ignition takes place in number two and five combustion liners,
the flame propagates via crossover tubes to the remaining four
liners. Once the fuel-air mixture is burning, combustion is
selfsustaining as long as fuel is supplied.
12-18.
EXCITER.
12-19.
Description and O~eration.

A. The exciter is a high tension, triggered gap, capacitor discharge
type exciter. The exciter furnishes the high voltage required to
fire two spark igniters, one in the number 2 and one in the number 5
combustion liners. The exciter is a hermetically sealed unit.
B. The exciter will operate satisfactorily on dc voltaae ranaina between
20 and 29 volts. Variations in input ~oltage affec~ the ~pa~k rate
but do not have a proportionate effect on the amount of energy
dissipated in the spark.
NOTE
For liquid fuel engines the exciter can be mounted on the top of the
compressor section just behind the air intake housing. For gaseous and
dual fuel engines the exciter is mounted off the engine in an explosion
proof enclosure. The maintenance for either mounted exciter is the
same, the off-engine mounted exciter will be covered in this Section.
12-20.
Removal.
WARNING
THE IGNITION SYSTEM MUST BE OFF FORAT LEAST 5 MINUTES BEFORE HANDLING
THE EXCITER. THIS PERIOD OF TIME PERMITS BLEED RESISTORS WITHIN THE
EXCITER TO DISSIPATE ENERGY STORED IN THE CONDENSERS. SEVERE INJURY OR
DEATH MAY OCCUR, IFAN ENERGIZED EXCITER IS HANDLED.
JAN/91
12-13

NOTE
Hold terminal assembly to prevent lead assembly from turning.
A. Disconnect terminal assemblies (18, Figure 12-4) from exciter (l).
WARN ING
AS AN ADDED PRECAUTION TO GET RID OF ANY DANGEROUS ENERGY WHICH COULD
PERSIST IF THE BLEED RESISTORS WERE OPEN, SHORT THE CENTER ELECTRODE OF
THE HIGH TENSION CONNECTOR TO THE CASE OF THE EXCITER.
B. Remove bolts (2), washers (3), nuts (4), and exciter (1) from LH and
RH supports (5 and 6).
C. If required, remove nuts (7), LH support (5) and/or RH support (6).
12-21.
Inspection.
WARN ING
THE EXCITER TEST MUST NOT BE PERFORMED IN AN AREA WHERE THERE IS THE
POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE MATERIAL WHICH COULD
BE IGNITED. INJURY OR DAMAGE MAY OCCUR.
A. Connect two known good lead assemblies (8, Figure 12-4) and igniters
(29) to exciter (l).
WARN ING
NEVER HANDLE ENERGIZED IGNITER. SERIOUS PERSONAL INJURY MAY OCCUR FROM
CONTACT WITH AN ENERGIZED IGNITER.
B. Clip a jumper from the igniter (29) case and to the ground of the
power supply.
CAUTION
CONNECT 24 VOLT POSITIVE LEAD TO THE EXCITER INPUT PIN AND NEGATIVE
LEAD TO EXCITER CASE. REVERSING POLARITY CAN CAUSE INTERNAL DAMAGE TO
THE EXCITER.
C. Apply 24 volts dc to input terminal of the exciter (l), using a
minimum wire size of 16 gage, and observe firing, of the igniter.
12-14
JAN/91
13
14
15
1. EXCITER
2. BOLT (4)
3. WASHER (4)
4. NUT (4)
5. L.H. BRACKET
6. R.H. BRACKET
7. NUT (4)
8. LEAD ASSY (2)
9. BOLT
10. LONG BOLT
11. CLAMP (4)
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
NUT (2)
BOLT(Z)
CLAMP (2)
NUT (2)
LEAD FLANGE (2
TERMINAL ASSY 2)
TERMINAL ASSY 2)
WASHER (4)
WASHER (4)
SOCKET (4)
CONNECTOR (4)
Figure 12-4.
JAN/91
f-l
23.
24.
25.
26.
SPRING ASSY (4)

NUT (4)
BOLT (9)
LONG BOLT
QHI032AA
BRACKET
:;: DOUBLE ANGLE BRACKET (2)
29. IGNITER (2)
LINER BODY SUPPORT (4)
:;: STEEL EMBOSSED GASKET (6)
LINER SUPPORT (6)
COPPER CLAD GASKET {6)
Engine Ignition System.

12-15

CAUTION
NEVER OPERATE AN EXCITER WITHOUT LEADS AND IGNITERS. SPARK INTENSITY
IS SUCH THAT CONNECTORS WILL BE DAMAGED FROM ARCING.
CAUTION
THE IGNITION SYSTEM HAS A MAXIMUM CONTINUOUS RATING OF THREE MINUTES.
HOWEVER, TO PREVENT OVERHEATING OF THE EXCITER, THE OPERATING CYCLE
SHOULD NOT BE MORE SEVERE THAN TWO MINUTES ON, THREE MINUTES OFF, TWO
MINUTES ON AND 23 MINUTES OFF. DAMAGE WILL OCCUR, WHEN THE EXCITER
OVERHEATS.
D. Determine whether the observed spark is the initial (trigger) spark,
or the actual ignition spark. The trigger spark is a continuous,
flowing spark, while the ignition spark is instantaneous, very
brilliant, and accompanied by a sharp report. This latter spark
observed at each igniter is repetitive with a rate of approximately
six to eight sparks per second. If either igniter fails to fire,
fires at a greatly reduced rate, fires intermittently, or fires only
the trigger spark, replace the exciter.
E. If there is a question about the exciter after the above tests, check
the unit at 20 volts dc input voltage measured at the input terminals
to the exciter. The minimum acceptable spark rate at 20 volts dc
input voltage is four sparks per second.
12-22.
Installation.
A. If removed, install LH support (5, Figure 12-4) and/or RH support
(6), secure with nuts (7). Torque nuts to 74-89 lb in. (8.4-10.0
Nom).
B. Install exciter (1) to LH and RH supports (5 and 6), secure with
bolts (2), washers (3), and nuts (4). Torque nuts to 74-89 lb in.
(8.4 -10.0 N-m).
NOTE
Hold terminal to prevent lead assembly from turning.
C. Install terminal assemblies (18) to exciter (l). Torque terminal
nuts (24) to 100-120 lb in. (11.3-13.6 Nom) and lockwire nuts to
each other.
12-16
JAN/91

12-23.
IGNITER, LINER SUPPORTS, AND LINER BODY SUPPORTS.
12-24.
Description and Or)eration.

A. Two igniters are mounted on the outer combustion case, one igniter
for the number two combustion liner and one igniter for the number
five combustion liner.
B. The liner supports are used to position the combustion liners and
retain them axially.
co Combustion liners (number 1, 3, 4, and 6) which do not have igniters
have a liner body support to position and support these combustion
liners.
D. The igniter receives the electrical energy from the exciter during
starting to ignite the fuel-air mixture in the combustion liners.
12-25.
Removal.
WARN ING
NEVER HANDLE AN ENERGIZED IGNITER. MAKE SURE THAT IGNITION SYSTEM HAS
BEEN OFF FORAT LEAST FIVE MINUTES BEFORE REMOVING AN IGNITER. THIS
TIME WILL ALLOW THE EXCITER BLEED RESISTORS TO DISSIPATE ALL ENERGY
STORED IN THE CONDENSERS. SEVERE INJURY OR DEATH MAY OCCUR IF AN
ENERGIZED IGNITER IS HANDLED.
NOTE
Removal of the igniters and liner body supports are the same
procedures, except for the lead assemblies. Delete following Step 1.,
if only removing the liner body supports.
NOTE
Hold lead assembly to prevent from turning when removing nut.
A. Disconnect terminal assembly (17, Figure 12-4) from igniter (29).
Hold lead assembly (8) to prevent any twisting damage when removing
nut (24). Remove lead assembly from igniter by pulling straight
outward with no rotational movement.
B. Apply penetrating oil, VV-P-216, to bolts (25 and/or 26) and allow
sufficient time for penetrating oil to penetrate the threads.
JAN/91
12-17

NOTE
Record location of long bolts for installation and liner supports.
C. Remove bolts (25 and/or 26), igniter (29) and/or liner body support
(30), steel embossed gasket (31), liner support (32), and copper clad
gasket (33) from oute~ combustion case. Discard -all gaskets.
12-26.
Insr)ection.
NOTE
If liner support is worn on one side and not worn through, the liner
support may be used again, but will have to be rotated 180 degrees on
installation.
A. Inspect liner support (32, Figure 12-4) for wear and/or burning.
Wear over 0.03125 (1/32) inch (0.8 mm) deep on both sides or if liner
support is worn through is cause for replacement of the liner
support.
NOTE
During engine operation, the electrodes erode (or burn away) becoming
rounded. This is a natural condition and does not affect igniter
performance unless the electrode becomes shorter than the ceramic, when
this condition occurs, replace the igniter.
B. Inspect the igniter center electrode length. If electrode is shorter
than the ceramic, replace the igniter.
C. Inspect the igniter ceramic tips for cracks. If any cracks are
visible through the carbon coating, replace the igniter.
D. Clean igniters carbon deposits using a bristle brush or a clean dry
cloth.
E. Inspect igniter firing.
WARNING
NEVER HANDLE AN ENERGIZED IGNITER. SERIOUS PERSONAL INJURY MAY OCCUR
FROM CONTACT WITHAN ENERGIZED IGNITER.
12-18
JAN/91
WARNING
THE IGNITER TEST SHOULD NOT BE PERFORMED IN AN AREA WHERE THERE IS THE
POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE NATERIAL WHICH COULD
BE IGNITED. INJURY OR DAMAGE MAY OCCUR.
1. Connect a known good exciter (1, Figure 12-4) and a lead assembly
(8) to the igniter (29) being tested. 2. Clip a jumper from the igniter (29) case and to the ground of the
power supply.
CAUTION
CONNECT 24 VOLT POSITIVE LEAD TO THE EXCITER INPUT PIN AND NEGATIVE
LEAD TO EXCITER CASE. REVERSING POLARITY CAN CAUSE INTERNAL DAMAGE TO
THE EXCITER.
NOTE
Difference n spark rate between the two igniters is not cause for
replacement unless the spark rate is intermittent.
3. Apply 24 volts dc to the input terminal of the exciter, usinq
minimum wire size of 16 gage, and observe the firing. If sp~rk
rate is intermittent, replace the igniter.
F. Shut off 24 volts dc power to exciter, short the igniters with
insulated tool.
G. Remove igniter from test equipments.
12-27.
Installation.
A. Apply Ablube, MIL-L-25681, to the bolts (25 and/or 26, Fiwre 12-4)
threads.
NOTE
The order of assemble must be the following order: copper clad

gasket, liner support, steel embossed gasket, and then liner body
support or igniter.
Make sure that no moisture, lubricant, or foreign material is in the

igniters lead terminal insulator or the electrical connector wall of
the igniter.
. If line support wear is 0.03125 (1/32) inch (0.8 mm) and not worn
through rotate 180 degree and install.
JAN/91
12-19

B. Install copper clad gasket (33), liner support (32), steel embossed
gasket (31), and liner body support (30) or igniter (29), secure with
Ablube threaded bolts (25 and/or 26). Torque bolts to 70-85 lb in.
(8.0-9.6 Nom).
CAUTION
HOLD LEAD ASSEMBLY TO PREVENT TURNING WHEN TIGHTENING OR TOROUING NUT
TO PREVENT DAMAGE TO THE LEAD ASSEMBLY.
c. Connect a terminal assembly (17) to each igniter (29), while holding
lead assembly (8), torque nut (24) to 100-120 lb in. (11.3-13.6
Nom).
D. Lockwire terminal assembly (17) and/or bolts (25 and/or 26) as shown
in Figure 12-5.
E. Repeat Steps A. thru D. until all igniters (29) and liner body
support (30) are installed.
12-28.
LEAD ASSEMBLIES.
12-29.
Removal.
WARNING
SERIOUS PERSONAL INJURY MAY OCCUR IF IGNITION SYSTEM IS ENERGIZED.
A. Make sure 24 volts dc is removed from exciter (1, Figure 12-4).
UARN ING
THE IGNITION SYSTEM SHOULD BE OFFAT LEAST 5 MINUTES BEFORE HANDLING
THE IGNITION SYSTEM COMPONENTS. SEVERE INJURY MAY OCCUR.
B. Disconnect terminal assemblies (18, Figure 12-4) from exciter (1)
while holding lead assembly (8) to prevent twisting. Remove terminal
from exciter by pulling straight outward with no rotational movement.
C. Disconnect terminal assemblies (17) from igniters (29) while holding
lead assembly (8) to prevent twisting. Remove terminal from igniter
by pulling straight outward with no rotational movement.
NOTE
Record location of clamps and long bolts for installation.
12-20
JAN/91

D. Remove bolts (9, 10, and 13), clamps (11 and 14), nuts (12 and 15),
and lead flange(s) (16) as required.
12-30.
Inspection.
A. Inspect lead assemblies for cuts, kinks, and damage. Replace as
required.
B. Inspect terminal assemblies (17 and 18, Figure 12-4) for damage.
Replace washers (19 and 20), socket (21), connector (22), or spring
assemblies (23) as required.
12-31.
Installation.
A. Install lead assembly(ies) (8, Figure 12-4) to exciter (1) and
igniter (29). Tighten terminal nuts (24) finger tight only.
B. If required, install bolts (9, 10, and 13), clamp (11 and 14), nuts
(12 and 15), and lead flange(s) (16) to positions record on removal,
Torque all nuts to 37-42 lb in. (4.2-4.7 Nom).
CAUTION
HOLD LEAD ASSEMBLY TO PREVENT TURNING WHILE TIGHTENING OR TORQUING NUT
TO PREVENT DAMAGE TO THE LEAD ASSEMBLY.
C. Hold lead assembly (8) to prevent turning, torque nut (24) to 100-120
lb in. (11.3-13.6 N-m) and lockwire per Figure 12-5.
Figure 12-5.
JAN/91
QHI031XE
Lockwiring of Igniter, Igniter Lead, and Liner Support.
12-21

SECTION 13
TABLE OF CONTENTS
Description
Paraara~h
JAN/91
Paae No.
13-1
13-5
13-2
13-6
13-3
Turbine Unit Assembly Removal
13-6
13-4
Combustion Inner Casing and Combustion

Inner Casing Liner Removal
13-18
13-5
Front Bearing, Front Bearing Support,

Front Bearing Cage, and Front
Bearing Labyrinth Seal Removal
13-19
13-6
Inlet Casing Removal
13-24
13-7
Vane Casing and 2nd, 3rd, and 4th Vanes

Removal
13-27
13-8
Rotor Assembly Removal
13-29
13-9
Rear Bearing Support Disassemble
13-32
13-10
Cleaning
13-34
13-11
Diffuser Sump Area
13-34
13-12
Turbine Unit Assembly Components
13-37
13-13
Bearing (No. 3 and No. 4)
13-37
13-14
Inlet Casing, Vane Casing, Vanes,

and Rear Bearing Support
13-38
13-15
13-39
13-16
Assemble Rear Bearing Support
13-40
13-17
Rotor Assembly and 2nd, 3rd, and 4th Vane

Installation
13-42
13-18
Inlet Casing and 1st Stage Vane Installation
13-45
13-19
Front Bearing Support and Front Bearing Cage

Installation
13-47
13-1

ParaqraDh
t)escri Dtion
Paqe No.
13-20
Front Labyrinth Seal, Bearing, Shaft Adapter,

Shaft Coupling, and Turbine Coupling Clamp
Nut Installation
13-48
13-21
13-50
13-22
13-51
13-23

Casing Liner, Scavenge Oil Tube, and Tube
and Nozzle Assembly Installation
13-52
13-24
Combustion Liners Installation
13-53
13-25
Turbine Unit Assembly Installation
13-55
13-26
Engine Installation
13-60
INDEX TO FIGURES
Fiqure No.
13-2
Paqe No.
13-1
Turbine Unit Assembly Cross Section
13-7
13-2
Compressor Holder, 3755
13-9
13-3
Turbine to Compressor Tie Bolt
13-10
13-4
Removal of Tie Bolt Retaining Nut
13-11
13-5
Removal of Tie Bolt
13-12
13-6
Loosening Rear Bearing Clamp Nut
13-12
13-7
Removal and Installation of Turbine

Unit Assembly
13-14
13-8
Lifting Adapter, 6799620
13-16
13-9
Engine Turnover Stand, 6797352, and

Stand Adapter, 6796644
13-16
13-10
Positioning Turbine Rotor Wrench, 6796569
13-17
13-11
Rotor Clearance Adjusting Jack, 6797484
13-17
13-12
Removing Combustion Liners
13-18
JAN/91
1
501-KB5 DEC OPERATION-AND -~ INTENANCE

Fiqure No.
JAN/91
Title
Paqe No.
13-13

Casing Liner, and Front Bearing Support
13-20
13-14
Removing Combustion Liner Casing
13-22
13-15
Removing Combustion Liner Casing Liner
13-22
13-16
Removing Turbine Clamping Nut
13-23
13-17
Removing Bearing Inner Race and Rollers
13-23
13-18
Removing Front Bearing Support
13-24
13-19
Removing Front Bearing Outer Race
13-25
13-20
13-26
13-21
Inlet Casing, Vane Casing, and Rear

Bearing Support
13-28
13-22
13-30
13-23
Removing Vane Casing
13-30
13-24
2nd, 3rd, and 4th Stage Vane Locations
13-31
13-25
Removal of Rotor Assembly
13-31
13-26
Removing Rear Bearing Inner Race and

Labyrinth Seal
13-32
13-27
Rotor Assembly Installed in Rotor

Transportation and Storage Stand
13-33
13-28
Removing Rear Bearing Cage
13-34
13-29
Removing Rear Bearing Outer Race
13-35
13-30
Removing Metallic O-ring Seals
13-35
13-31
Diffuser Sump Carbon Deposit Buildup Location
13-36
13-32
Rear Bearing Retainer Bolt Torque Sequence
13-43
13-33
Rear Bearing Rollers Retainer, 6798242
13-43
13-34
Installing Rotor Assembly
13-44
13-3

Fiqure No.
Title
Pacie No.
13-35
1st Stage Vane and Saddle Positions
13-46
13-36
Seating Front Bearing and Labyrinth Seal
13-49
13-37
13-50
13-38
13-51
13-39
13-54
13-40
Scavenge Oil Tube and Tube and Nozzle

Assembly Alignment
13-56
INDEX TO TABLES
Table No.
13-1
13-4
Title
Paqe No.
13-39
JAN/91

SECTION 13
13-1.

A. The turbine unit assembly converts the energy of the hot gases
leaving the combustion liners into shaft horsepower (SHP) by the
means of a four (4) stage turbine rotor assembly. The turbine unit
assembly drives the compressor, accessory drive gearbox, power
takeoff assembly, and driven equipment.
B. The turbine unit assembly consists of the following components (Ref.
Figure 13-1).
1.
2.
3.
4.
5.
6.
Combustion inlet casing.

Combustion inlet casing liner.
Inlet casing.
Vane casing.
Rear bearing support.
Rotor assembly.
c. The combustion inlet casing and combustion inlet casing liner form a
heat shield and enclose the scavenge and pressure oil tubes and the
turbine shaft. The combustion inlet casing liner incorporates a
bellows type expansion joint at the rear end to allow for expansion,
contraction, and/or misalignment.
D. The inlet casing encloses the 1st stage vane assembly, front bearing
support, and bearing (No. 3). The inlet casing is bolted to the
combustion outer casing, at the forward end, and to the vane casing
at the rear end.
E. The vane casing encloses the rotor assembly and the 2nd, 3rd, and 4th
vane assemblies. The vane casing is bolted to the inlet casing, at
the forward end, and to the rear bearing support, at the rear end.
F. The rear bearing support houses the rear bearing (No. 4), rear
bearing labyrinth seal, provides a mount flange for the rear scavenge
oil pump, and for the turbine outlet temperature (TOT) thermocouples
(T/C) . The rear bearing support provides an outlet duct for the hot
exhaust gas.
Go The rotor assembly consists of four turbine wheels supported by
roller bearings at each end. The four stage turbine rotor assembly
provides the horsepower (HP) to drive the components.
H. Labyrinth seals are used at the front and rear bearing locat ens.
JAN/91
13-5

13-2.
MAINTENANCE AND INSPECTION .

A. Allison Gas Turbine recommends the turbine unit assembly be sent to a
Major Repair Center after 30,000 operation hours for inspection,
repair, and overhaul.
B. Inspect for surface defects of the turbine rotor blades and turbine
vane assemblies as outlined in Section 3, Engine Inspections and
Maintenance Tasks.
C. Surface defects of the turbine rotor blades and vane assemblies are
classified as dents, nicks, cracks, erosion, and hot corrosion
(sulfidation).
13-3.
TURBINE UNIT ASSEMBLY REMOVAL.

NOTE
Removal of the turbine unit assembly can be done at the Maintenance
Service Level 1 (Operational Level) provided fully trained qualified
personnel and the special tools and equipment are available.
A. Reasons for local removal of the turbine unit assembly are:
1. To perform a hot section inspection (HSI).
2. To replace the turbine unit assembly and/or the rotor assembly.
3. To replace a damaged component of the turbine unit assembly.
B. Have available suitable lifts, stands, working areas, and all special
tools required to perform the task.
c. Remove engine as outlined in Section 1, Engine Description.
D. The following removal procedures are assumed that the engine is
removed and mounted in a transportation and storage stand, 6799609.
WARNING
THE IGNITION SYSTEM SHOULD BE OFF AT LEAST 5 MINUTES BEFORE HANDLING THE
IGNITION SYSTEM COMPONENTS. SEVERE INJURY MAY OCCUR.
1. Initiate external stripping. Leave ignition leads attached to the
igniters to protect the lead ends and record or identify all
removed items for installation.
2. Lubricate the liner support and igniter bolts with penetrating
oil, VV-P-216, and remove liner supports and igniter as outlined
in Section 12, Combustion Section and Ignition System.
13-6
JAN/91

COMPRESSOR SECT~N
mF
ROTOF
COMBUSTION
OUTERCASING
I
+
- - - - >.
t
I - - - 1 0 >
~+
. . . . .,-,. . % . ~.,. .*T . ... . . . ,.
3)
-TT---Tyy
COMBUSTION
.#--
ST;
STAGE
S%E
TURBINE TLK
TURBINE II
.Ai
,-
-/7\\
LKXIOiiEL
DRAIN VALVE
Figure 13-1.
JAN/91
Turbine Unit Assembly Cross Section Schematic (Sheet 1 of 2).
13-7
Allison Engine Com@my

.!. . .
501-KB5 DEC OPERATION AND MAINltJWNLL
TuRBINE UNIT ASSY
<OTORASsy
1
~-.-r.>
----+
COOLING AIR
~ VENTEDAIR
~ EXHAUSTAIR
<....<=
d
%.
., .\ \
..:.:.,,
.
.......
.y,.:h
. . . -..:..... t
. .*. ../..;
~
b ., -.:.,.
*& . . . . . .;
~.s, .
.- --- :.. .
. . .1..c:;G
3RD
STAGE
VANES
TK\(12)
S;;E
VANES
Figure 13-1.
13-8
\
REhR BEARING
SUPPORT
QHFOISXK
Turbine Unit Assembly Cross Section Schematic (Sheet 2 of 2).
JANf91

30 Remove leads from thermocouples (T\C) and junction block as
outlined in Section 5, Turb~ne O~tle~ Temperature (TOT) System.
4. Remove nuts, bolts, and brackets which retain the T/C harness
Remove T/C harness.
5. Remove rear bearing scavenge oil pump and external scavenge o 1
pumps oil lines as outlined in Section 7, Engine Lubrication
System.
6. Remove vibration pickup, other instrumentation devices, and leads
which may interfere with removing turbine unit assembly or may
become damaged during removal procedures.
7. Install compressor holder, 3755, on front of the compressor and
retain with two nuts (Ref~ Figure 13-2).
NOTE
A 0.750 (3/4) inch ratchet or hinge handle may be used instead of a
T-handle.
8. Remove lockring (1, Figure 13-3). Remove retaining nut (2) using
wrench support, 6796382, retaining nut wrench, 6796530, and a
0.750 (3/4) inch T-handle (Ref. Figure 13-4).
COMPRESSOR
HOLDER(3755)
QHT036XD
Figure 13-2.
JAN/91
Compressor Holder, 3755.
13-9
/----
LOCKRING
TIE BOLT RETAINING NUT
LOCKPIN
DRIVE COUPLING
GASKET
;: TIE BOLT
7. HEADLESS PIN
8. PACKING (O-RING)
QHF012XA
Figure 13-3.
13-10
Turbine-to-Compressor Tie Bolt.
JAN/91
RETAINING NUT
WRENCH (6796S30)
WRENCH SUPPORT
(6796382)
T-HANDLE
QHT025XD
Figure 13-4. Removal of Tie Bolt Retaining Nut.
9.
Remove wrench support, retaining nut wrench, and T-handle.
10. Remove lockpin (3, Figure 13-3), drive coupl ng (4), and gasket
CAUTION
IF DURING REMOVAL OF THE TIE BOLT, BREAKAWAY TORQUE EXCEEDS 5500 INCH
POUNDS (621 N-m). DO NOT REUSE TIE BOLT IF TIE BOLT IS DAMAGED,
TWISTED, BENT, AND/ORTHREAD STRESSED.
11. Remove tie bolt (6) usina a toraue wrench. wrench suDDort.
6796382, and tiebolt wr=nch, 6i96533 (Ref. Figure 13:5),if
breakaway torque exceeds 5500 lb in. 621 Nom), replace the tie
bolt. When tie bolt is loose, remove torque wrench, wrench
support, and tie bolt wrench. Remove tie bolt by hand. Remove
and discard O-ring (8, Figure 13-3). Do not remove headless pin
(7).
12. Only loosen, do not remove, rear bearing clamp nut (35, Figure
13-13) using rear bearing clamp nut wrench, 6796529, and wrench
support, 6796382 (Ref. Figure 13-6).
13. Remove the four top bolts (1, Figure 13-7) and nuts (3) at
positions 1, 2, 47, and 48, and install turbine lifting adapter,
6799620, to the turbine lift bracket and engage the lifting
JAN/91
13-11
TIE BOLT
WRENCH
\\%&k
*?.. \\\N\ \\ \\\\\\P
\\\\ \vlll/ 1
WRENCH
SUPPORT /
(6796382)
0
sL-
Figure 13-5.
Removal of Tie Bolt.
REAR BEARING
CL&f#T , py-.i-.~
. . . .
\ \
%
7
.
- - -
-_
=*
K!!r
Figure 13-6.
13-12
ET
QHT037XD
Loosening Rear Bearing Clamp Nut.
JAN/91

adapter dowel pins into the removed bolt holes by screwing on the
lifting adapters adjustment knob for a tight fit. Attach a hoist
to the lifting adapter and remove the slack (weight) (Ref. Figure
13-8) .
CAUTION
USE CARE WHEN REMOVING TURBINE UNIT ASSEMBLY, KEEPING IT HORIZONTALLY
AND A SLOW MOVEMENT TO REAR UNTIL IT IS CLEAR OF OUTER COMBUSTION CASING
OR DAMAGE MAY OCCUR.
NOTE
Record positions of slab head bolts, hex head bolts, and brackets for
installation.
Hex head bolts are used for the two piece outer combustion casing.
If a one piece outer combustion casing is installed, all are slab head
bolts.
14. Remove slab head bolts (1, Figure 13-7), hex head bolts (2), nut
(3), and brackets (4), and slowly pull the turbine unit assembly
(22) to the rear to disengage it from the compressor, turbine
coupling shaft assembly (5), and to the outer combustion case (6).
15. Install the turbine unit assembly (22) horizontally in an engine
turnover stand, 6797352, with the attaching stand adapter,
6796644, clamping it to the forward rib of the turbine rear
bearing support (Ref. Figure 13-9).
NOTE
Removal of the turbine coupling shaft assembly for inspection is
allowed. Disassembly of the turbine coupling shaft assembly is not
allowed at this Maintenance Level. The turbine coupling shaft assembly
requires a high speed balance if it is disassembled.
16. If required, remove retaining ring (7, Figure 13-7) and turbine
coupling shaft assembly (5) from compressor diffuser for
inspection.
17. Remove and discard split seal rings (20) and O-rings (21).
CAUTION
USE CAUTION WHEN PULLING TURBINE ROTOR ASSEMBLY TO THE REAR, EXCESSIVE
FORCE MAY DAMAGE THE TURBINE ROTOR ASSEMBLY AND/OR VANES.
JAN/91
13-13

5\
l-fl~
./
- 1
46
,1
/
30
21
SPLITLINE
BOLT POSITION
LOOKING FORWARD
22
>
b ./
e
c?
r\\2
15
QHF013XA
Figure 13-7.
13-14
Removal and Installation of Turbine Unit Assembly.
JAN/91

KEY TO FIGURE 13-7.
4.
5.
6.
7.
8.
9.
10.
110
SLAB HEAD BOLTS (40 or 48)

HEX HEAD BOLTS (8).
NUTS
(48)
BRACKET (AR)
TURBINE COUPLING SHAFT ASSY
OUTER COMBUSTION CASING
RETAINING RING
NUT (36)
GASKET (18)
PORT PLUG (18)
COMBUSTION LINER (6)
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
CROSSOVER CLAMP
BOLT
NUT
SPACER
BOLT (6)
NUT (6)
TRANSITION ASSY
FRONT LINER ASSY
SPLIT SEAL RING (2)
TURBINE UNIT ASSY
18. Insert positioning wrench, 6796569, into the turbine rear bearing
clamp nut and slowly pull the turbine rotor assembly to rear until
it has touched or seated (Ref. Figure 13-10).
19. Remove positioning wrench and install rotor clearance adjusting
jack, 6797484, by its two screws to the rear scavenge oil pump
mounting flange of the rear bearing support. Adjust the rotor
clearance adjusting jack until it seats against the rear of
turbine rotor assembly shaft (Ref. Figure 13-11).
20. Rotate the turbine unit assembly (22, Figure 13-7) in the engine
turnover stand until combustion liners are in the vertical
position (pointed straight up).
21. Remove all nuts (8), gaskets (9), and port plugs (10) from the
turbine unit assembly (22). Discard gaskets.
CAUTION
WHEN MARKING AND/OR IDENTIFYING ANY PART SUBJECTED TO HIGH TEMPERATURES
DO NOT USE ANY tiRKING MATERIAL (PEN, PENCIL, INK, ETC.) CONTAINING
GRAPHITE. GRAPHITE MAY CAUSE DAMAGE TO THE PARTS.
22. Mark combustion liners, positions 1 through 6, using the approved
marker. To select the approved marker, refer to Section 14,
General Maintenance.
23. Remove combustion liners as a unit, using a combustion liner
adjustment and lifting fixture, 23003623 (Ref. Figure 13-12).
24. To protect the turbine unit assembly during disassembling and/or
temporary storage, install cover, 6799717, over the turbine inlet
casing.
JAN/91
13-15

.
ADJ
AP TER
QHT027XD
Figure 13-8.
Lifting Adapter, 6799620.
LIFTINGADAPTER
(6799620)
STAND ADAPTER
(6796644)
\
Q
@
Q
ENGINETURNOVER
STAND(679~52)
( d%QL
QHF017XD
Figure 13-9.
13-16
Engine Turnover Stand, 6797352, and Stand Adapter, 6796644.
JAN/91
POSITIONING
WRENCH
(6796569)
JAN/91
Figure 13-10.
Positioning Turbine Rotor Wrench, 6796569.
F gure 13-11.
Rotor Clearance Adjusting Jack, 6797484.
13-17
.COMBUSTION LINER
LIFTING ADAPTER
(23003623)
MH
0
00
00
QHF020XD
Figure 13-12.
Removing Combustion Liners.
25. Remove combustion liner(s) (11, Figure 13-7) from the assembled
combustion liner unit by removing the required crossover clamps
(12), bolts (13), nuts (14), and spacers (15) per Combustion
Section, Section 12.
26. If required, disassemble combustion liner(s) (11) by removing
bolts (16), nuts (17) and separate the transition assembly (18)
from the front liner assembly (19). Inspect as outlined in Engine
Inspection and Maintenance, Section 3.
13-4.
COMBUSTION INNER CASING AND COMBUSTION INNER CASING LINER REMOVAL.

NOTE
Disassemble only as far as required to repair or replace the damage or
malfunction part.
A, Remove bolts (1, Figure 13-13) and screws (2) from forward end of
combustion inner casing (6).
B. Remove bolts (3), gang nuts (4 and 5), and combustion inner casing
(6) using four T-handles, 6797000 (Ref. Figure 13-14).
13-18
JAN/91

C. Remove and discard O-ring (7, Figure 13-13) from the rear of the
combustion inner casing (6).
D. Remove and discard O-ring (9) from forward end of the combustion
inner casing liner (11) (Ref. Figure 13-15).
E. Remove bolts (8, Figure 13-13) and combustion inner casing liner (11)
from forward end of the turbine unit (34). Remove and discard seal
(10) from the rear end of the combustion inner casing liner.
F. Remove bolts (12) and scavenge oil tube (13) from the forward end of
the turbine unit (34).
G. Remove bolts (14) and the tube and nozzle assembly (15) from the
forward end of the turbine unit (34).
H. If required for cleaning or maintenance, disassemble tube and nozzle
assembly (15) as follows:
1. Bend locking tab down on the tab lockwasher (16), remove oil
nozzle (17) and tab lockwasher from tube and nozzle assembly
(15). Discard tab lockwasher.
2. Bend locking tab down on the tab lockwasher (18), remove taper oil
nozzle (19) and tab lockwasher from tube and nozzle assembly
(15). Discard tab lockwasher.
3. Clean, repair, or replace parts as required.
13-5.
FRONT BEARING, FRONT BEARING SUPPORT, FRONT BEARING CAGE, AND FRONT
BEARING LABYRINTH SEAL REMOVAL.
A. Remove lockring (20, Figure 13-13) from the turbine coupling clamp
nut (21) and inside of the turbine drive shaft.
B. Remove turbine coupling clamp nut (21) using a 0.750 (3/4) inch
T-handle and clamp nut wrench, 6799621 (Ref. Figure 13-16).
C. Remove assembled shaft coupling (22, Figure 13-13) and shaft adapter
(23) from turbine units drive shaft. Separate shaft COUPI ing and
shaft adapter by removing a retaining ring (24) and after separation
remove remaining retaining ring (24).
D. Remove bearings (25) inner race and rollers using bearing removal
tool, 6799902 (Ref. Figure 13-17).
E. Remove front bearing support (26, Figure 13-13) using three
T-handles, 6797000 (Ref. Figure 13-18).
JAN/91
13-19
/-
--- //
33
r+
13
QHG16XA
Figure 13-13.
13-20
Combustion Inner Casing, Combustion Inner Casing Liner, Front

Bearing Support, and Rear Bearing Support.
JAN/91

KEY TO FIGURE 13-13
B O L T 10)
;: SCREW (4)
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
B O L T 241
GANG NUT
GANG NUT (5)
COMBUSTION INNER CASING
PACKING (O-RING)
BOLT (24)
PACKING (O-RING)
SEAL
COMBUSTION INNER CASING LINER
BOLT (2)
SCAVENGE OIL TUBE
BOLT (2)
TUBE AND NOZZLE ASSY
TAB LOCKWASHER
OIL NOZZLE
TAB LOCKWASHER
TAPERED OIL NOZZLE
LOCKRING
TURBINE COUPLING CLAMP NUT
i SHAFT COUPLING
23. SHAFT ADAPTER
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39,
40,
41,
42.
43,
44.
45.
46.
RETAINING RING (2)

BEARING (NO. 3)
FRONT BEARING SUPPORT
FRONT BEARING CAGE
INTERNAL RETAINING RING
OUTER RETAINING RING
FRONT BEARING VIBRATION DAMPER
SPLIT SEAL RING
SPLIT SEAL RING
FRONT LABYRINTH SEAL
TURBINE UNIT
REAR BEARING CLAMP NUT
SHORT BOLT (2)
LONG BOLT (7)
REAR BEARING RETAINER
OIL NOZZLE
TAB LOCKWASHER
RETAINER
LOCKING KEY
REAR BEARING (NO.4)
METALLIC O-RING SEAL
REAR BEARING CAGE
F. If required, remove internal retaining ring (28, Figure 13-13) from

front of bearing cage (27) and remove bearing (25) outer race using
front bearing outer race puller, 6799642 (Ref. Figure 13-19) as
follows:
1. Loosen nut from pin lock enough to allow guide pins and jaws to be
moved fully inboard.
2. Loosen nut on tension bolt to ensure clearance.
3. Pass tension bolt into front bearing cage and engage jaws behind
bearing outer race. Tighten pin lock to hold guide pins and jaws
outboard in the guide pin plate, locking jaws behind bearing outer
race.
4. Tighten nut on tension bolt and remove bearings (25, Figure
13-13) outer race.
G. If required, remove external retaining ring (29, Figure 13-13) and
separate front bearing support (26) and front bearing cage (27).
Remove front bearing vibration damper (30).
H. If required, remove and discard split seal rings (31 and 32) from
front bearing cage (27).
JAN/91
13-21
,B
COMBUSTION
~ INNER CASING
HANDLE
(6797000)
COVER
(6799717)
Jf
QHP012XD
Figure 13-14.
Removing Combustion Inner Casing.
COMBUSTION
INNERCASING
~ LINER
e
u
QHP013XD
Figure 13-15.
13-22
Removing Combustion Inner Casing Liner.
JAN/91
JT
QHG021XE
Figure 13-16.
Removing Turbine Coupling Clamp Nut.
ROLLERS
f
Figure 13-17.
JAN/91
I
\1
QHT038XD
Removing Bearing Inner Race and Rollers.
13-23
QHF027XD
Figure 13-18.
Removing Front Bearing Support.
NOTE
If difficulty is encountered in the following step, the front bearing
labyrinth can be removed after the inlet casing has been removed,
refer to Paragraph 13-6, Step D.
I. If required, remove front bearing labyrinth seal (33) using front
bearing labyrinth seal, 6799902 (Ref. Figure 13-20).
13-6.
INLET CASING REMOVAL.

NOTE
Record positions of the front piloting keys, slab head bolts, and oil
tube brackets for installation.
A. Remove slab head bolts (1, Figure 13-21), nuts (2), front piloting
keys (3), upper oil tube brackets (4), lower oil tube bracket (5),
and inlet casing (6) from vane casing (26) and place inlet casing on
a work bench, rear end up.
13-24
JAN/91

TENSION
s
BEARING
OUTER
RACE
FRONT
BEARING
CAGE
S P1. .ATE
BOLTS
FRONT BEARING SUPPORT
FRONT BEARING CAGE

QHF028XD
Figure 13-19.
Removing Front Bearing Outer Race.
13-25
QHT039XD
Figure 13-20.
Removing Front Bearing Labyrinth Seal.
NOTE
Record position of 1st stage vanes, saddles, and gang nuts for
installation.
B. Remove bolts (7), guide vane and seal support (8), 1st stage vanes
(9), saddles (10), 1st stage vane air seal ring (11), and gang nuts
(12 and 13).
C. Turn inlet casing (6), forward side up, on work bench and remove
screws (14), gang nuts (15 and 16), and insulation blanket (17).
NOTE
If removal of the front bearing labyrinth seal (33, Figure 13-13) is
required, remove per following step.
D. If required, remove front bearing labyrinth seal (33, Figure 13-13)
as follows:
1. Clean labyrinth seal (33) and surrounding area with solvent,
MIL-M-13999 and wipe with a clean cloth to remove all traces of
oil. Allow solvent to air dry.
13-26
JAN/91
WARNING
MAKE SURE SOLVENT IS DRY BEFORE HEAT IS APPLIED. INJURY TO PERSONNEL
AND/OR DAMAGE MAY OCCUR.
CAUTION
DO NOT CONCENTRATE HEAT IN ONE AREA, HEAT MUST BE KEPT MOVING OR DAMAGE
MAY OCCUR.
NOTE
Steps 2 and 3 should be done as quickly as possible, not allowing
labyrinth seal to cool.
2. Cover turbine rotor assembly with a suitable fire blanket. Heat
forward bearing labyrinth seal (33), using propane or butane
torch, moving the torch around the labyrinth seal. Heating should
require approximately three (3) minutes.
3. Install turbine front bearing labyrinth seal puller, 6799902,
engaging clam shell flange in a slot in the labyrinth seal.
Remove labyrinth seal (Ref. Figure 13-22).
4. Remove fire blanket.
NOTE
Use front labyrinth seal puller, 6799623, the same as front bearing
labyrinth seal puller, 6799902, refer to Figure 13-20.
If difficult is encountered in the followin~ step, use heat and the

rotor front labyrinth seal puller, 6799623, & perthe prior Step D.
E. If required, remove snapring (18, Figure 13-21) and then remove rotor
front labyrinth seal (19) using the rotor front labyrinth seal
puller, 6799623, from rotor assembly (32) shaft.
13-7.
VANE CASING AND 2ND. 3RD, 4TH VANES REMOVAL.

A. Remove slab head bolts (20, Figure 13-21), nuts (21), lift bracket
(22), and 2nd stage vane retainers (23).
B. Remove vane casing (26) from rear bearing support using four
T-handles, 6797000 (Ref. Figure 13-23).
JAN/91
13-27
---
1
231
i ___
18
19
I!fi
20--T
II
I-@
32
QHG019XA
Figure 13-21,
13-28
Inlet Cas. ng, Vane Casing, and Rear Bearing Support.
JAN/91

KEY TO FIGURE 13-21
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
SLAB HEAD BOLT (48)

NUT (48)
FRONT PILOTING KEY (4)
UPPER OIL TUBE BRACKET (2)
LOWER OIL TUBE BRACKET
INLET CASING
BOLT (24)
GUIDE VANE AND SEAL SUPPORT
1ST STAGE VANE (30)
SADDLE (6)
1ST STAGE VANE AIR SEAL RING
GANG NUT
GANG NUT (5)
SCREW (4)
GANG NUT
GANG NUT
INSULATION BLANKET
SNAPRING
ROTOR FRONT LABYRINTH SEAL
SLAT HEAD BOLT (40)
NUTS (40)
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
LIFT BRACKET
2ND STAGE VANE RETAINER (4)
REAR PILOTING KEY (4)
NUT (4)
VANE CASING
2ND STAGE VANE AIR SEAL RING
3RD STAGE VANE AIR SEAL RING
2ND STAGE VANE (12)
3RD STAGE VANE (6)
4TH STAGE VANE (6)
ROTOR ASSY
REAR LABYRINTH SEAL
OIL TUBE BRACKET
PACKING (O-RING)
REAR BEARING OIL TUBE
GASKET
REAR BEARING OIL SEAL
BOLT (13)
INNER FRONT EXHAUST CONE
REAR BEARING SUPPORT
C. Remove 3rd and 2nd stage vane air seal rings (27 and 28, Figure
13-21).
NOTE
Record and mark the 2nd, 3rd, and 4th vane positions to aid in
inspection location of burner problems. Refer to General Maintenance,
Section 14, for correct marking material.
D. Remove 2nd, 3rd, and 4th stage vanes (29, 30, and 31) from rotor
assembly (32). Be sure to number (mark) each vane in their
respective place for insta lation (Ref. Figure 13-24).
E. Remove rear piloting keys
13-8.
24, Figure 13-21) and nuts (25).
ROTOR ASSEMBLY REMOVAL.

A. Remove rotor assembly (32, Figure 13-21) from rear bearing support
(42) using rotor lif~ing adapter, 6799619, trunnion adapter, 6799523,
and hoist (Ref. Figure 13-25).
B. Remove previously loosened turbine rear bearing clamp nut (35, Figure
13-13).
JAN/91
13-29

FRONT BEARING
/7
QHT035XD
Figure 13-22.
Removing Front Bearing Labyrinth Seal.
/F--
QHT034XD
Figure 13-23.
13-30
Removing Vane Casing.
JAN/91
QHG015XD
Figure 13-24.
2nd, 3rd, and 4th Stage Vane Locations.
4P
TRUNNION~ z
ADAPTER
;
(6799523)
pil!J
ROTORLIFFINGADAPTER
(6799619)
ROTORASSY
REARBEARING
SUPPORT
QHT033XD
Figure 13-25. Removal of Rotor Assembly.
JAN/91
13-31

C. Remove rear bearings (43) inner race and rear labyrinth seal (33,
Figure 13-21) using rear bearing and seal puller, 23055344 (Ref.
Figure 13-26).
D. Install stand adapter, 6796836-202, on rotor assembly rear shaft and
install rotor assembly in a transportation and turnover stand,
6796836 (Ref. Figure 13-27).
E. Install the protective cover, 6796546 over the rotor assembly.
13-9.
REAR BEARING SUPPORT DISASSEMBLE.

CAUTION
BEFORE ROTATING (TURNING) THE REAR BEARING SUPPORT IN THE ENGINE
TURNOVER STAND, REMOVE ROTOR CLEARANCE ADJUSTING JACK AND REAR BEARINGS
ROLLERS AND RETAINER OR REAR BEARINGS ROLLERS AND RETAINER MAY BECOME
DAMAGED FROM FALLING FREE AND HITTING THE FLOOR.
A. Remove rotor clearance adjusting jack, 6797484, and bearings (43,
Figure 13-13) rollers and retainer from rear of rear bearing support
(42, Figure 13-21).
B. Turn rear bearing support to horizontal position in the engine
turnover stand.
1---
REARBEARINGAND
SEAL PULLER (23055344)
9
QHT032XD
Figure 13-26.
13-32
Removing Rear Bearing Inner Race and Labyrinth Seal.

JAN/91
ER
QHF024XD
Figure 13-27. Rotor Assembly Installed in Rotor
Transportation and Storage Stand.
CAUTION
REMOVE REAR BEARING OIL TUBE BY USING A WRENCH ONLY ON THE HEX PORTION
DO NOT USE A WRENCH ON THE INNER OR OUTER FLANGE OF THE REAR BEARING O iL
TUBE OR DAMAGE MAY OCCUR.
c. Remove oil tube bracket (34) and rear bearing oil tube (36) by using
a wrench of hex portion. Remove and discard O-ring (35).
D. Remove the seven long bolts (37, Figure 13-13) rear bearing retainer
(38), and locking key (42).
E. If required, disassemble rear bearing retainer (38) as follows:
1. Bend locking tab down on tab lockwasher (40) and remove oil nozzle
(39) and tab Iockwasher from retainer (41). Discard lockwasher.
2. Repair, replace, or clear as required.
F. Remove two short bolts (36) and then remove rear bearina caae (46)
using rear bearing cage-puller, 6796531 (Ref. Figure 13~28)~
JAN/91
13-33

REAR BEARING
CAGE PULLER
(6796531)
QHF023XD
Figure 13-28.
Removing Rear Bearing Cage.
G. Remove rear bearinqs (43, Fiqure 13-13) outer race from rear bearina
cage (46) using re~r outer ra;e puller,6796541 (Ref. Figure 13-29).
H. Remove metallic O-ring seals (44 and 45, Figure 13-13) from rear
bearing cage (46) and/or rear bearing support (42, Figure 13-21)
using pliers, 6796619 (Ref. Figure 13-30).
I. Remove bolts (40, Figure 13-21), inner front exhaust cone (41), rear
bearing oil seal (39), and gasket (38) from the rear bearing support
(42) . Discard gasket.
J. Remove and discard metallic O-rinq seal (37) from rear bearinq
support (42) using pliers, 6796613.
13-10. CLEANING.
13-11. DIFFUSER SUMP AREA.
CAUTION
IF A BAFFLE HAS NOT BEEN INSTALLED, CARBON DEPOSIT CAN ACCUMULATE JUST
OUTBOARD OF THE DIFFUSER SLEEVE AND BECOME DISLODGED CAUSING A BLOCKAGE
OF THE SUMP DRAIN. A THOROUGH INSPECTION AND CLEANING OF THIS AREA MUST
BE DONE WHENEVER THE TURBINE UNIT ASSEMBLY HAS BEEN REMOVED. LATER
UNITS HAVE A WELDED BAFFLE INSTALLED TO PREVENT THE CARBON BUILDUP.
13-34
JAN/91
-)
?
\
\
(
REARBEAI?ING
C)UTERRACEPULLER
(6796541)
REAR BEARltiG CAGE

Figure 13-29.
Removing Rear Bearing Outer Race.

PLIERS
( 6796619)
CAGE
QHF021XD
Figure 13-30.
JAN/91
Removing Metallic O-ring Seals.
13-35

CAUTION
REMOVE SCAVENGE OIL TUBES BEFORE CLEANING TO PREVENT CONTAMINATION.
A. Diffuser Sleeve.
1. If required, remove carbon deposit buildup in the area just
outboard of the diffuser s eeve, using mineral spirits, AMS-3160
(Ref. Figure 13-31).
14TH STAGE
COMPRESSOR
WHEEL
BAFFLE
WELDEDAREA
BAFFLEINSTALLED
I
DIFFUSER
SCAVENGE
OIL TUBE
QHJ012AD
Figure 13-31.
13-36
Diffuser Sump Carbon Buildup Location.
JAN/91

2. If required, inspect baffle and welded area for damage, none
allowed.
3. Clean area thoroughly, using mineral spirits, AMS-3160.
B. Diffuser, Diffuser Drain, and Drain Tubes.
NOTE
Do not reinstall oil tubes until complete cleaning is done.
1. Remove and clean both diffuser scavenge oil tubes, using mineral
spirits, AMS-3160.
2. Clean sump area, sump drain and sump drain tubes using mineral
spirits, AMS-3160.
13-12. TURBINE UNIT ASSEMBLY COMPONENTS.
13-13. Bearinas {No. 3 and No. 4).
BEARINGS INNER RACE, OUTER RACE, AND ROLLERS ARE A MATCHED SET. DAMAGE
TO ANY PART WILL REQUIRE COMPLETE BEARING REPLACEMENT. BEARING MUST BE
RETAINED AS A MATCHED SET.
A. Cleaning.
1. Immerse bearing in mineral spir ts, AMS-3160, or equivalent for 10
minutes.
CAUTION
DO NOT SPIN BEARINGS HITHAIR BLAST.
DAMAGE TO ROLLERS MAY OCCUR.
2. Dry bearing with filtered, compressed air, while holding rollers

to prevent spinning.
B. Inspection.
CAUTION
ANY BEARING REMOVED BY PULLING OR PUSHING ON THE ROLLERS WILL RESULT IN
A LOAD TRANSFER THROUGH THE ROLLERS. IF THIS OCCURS THE BEARING MATCHED
SET(S) SHOULD BE REJECTED AND REPLACED.
JAN/91
13-37

1. Inspect bearing for roughness, pitting, denting, abrasion, nicks,
wear, spalling, flaking, brinelling, cracks, skidding, etc.
2. Replace complete bearing matched set if any of the above damages
are found.
C. Preservation.
1. Bearing may be immersed and left in clean engine lube oil for up
to 30 days storage.
NOTE
Storage may be made using plastic bags or other protective wrappings.
2. Immerse bearing in clean engine lube oil and wrap the bearing in
glassine paper with the waxed side against the bearing. Secure
glassine paper to ensure a dust-tight seal using tape. This
storage is also good for up to 30 days.
3. Storage more than 30 days:
a. Clean bearing prior to Step A.
b. Immerse bearing in clean corrosion preventive compound
petrolatum, MIL-C-11796A, Class 3, heated at 165-175F
(74-79C). Move bearing up and down to ensure the first
congealed coating melts off and the bearings have an oily
Allow bearing to cool to less than lOOF (38C).
appearance.
NOTE
Storage may be made using plastic bags or other protective wrappings.
c. Wrap bearing in glassine paper with the waxed side against the
bearing. Secure glassine paper to ensure a dust-tight seal.
13-14. Inlet Casinq, Vane Casinq, Vanes, and Rear Bearincl Support.
CAUTION
DO NOT CLEAN FLAME PLATED PARTS (SUCH AS THE BEARING CAGES) USING
ALKALINE RUST REMOVER SOLUTIONS. DAMAGE TO FLAME PLATED AREA MAY OCCUR.
13-38
JAN/91

CAUTION
DO NOT USE TURCO, 4008, IN CLEANING lSTAND 2ND STAGE VANES. TURCO,
4008, OR EQUIVALENT, REMOVES THE ALUMINUM COATING.
A. Use mineral spirits, AMS-3160, to clean all parts.
B. Allow to air or use filtered compressed air to blow dry.
13-15. TURBINE UNIT ASSEMBLY INSPECTION.
A. Inspect combustion liners (11, Figure 13-7) as outlined in the Engine
Inspection and Maintenance, Section 3 (Refer to IEB 11-GT-84).
B. Inspect rotor assembly (32, Figure 13-21) turbine blade as outlined
in the Engine Inspection and Maintenance, Section 3.
If a turbine
blade requires replacement, the rotor assembly must be sent to a
Major Repair Center.
c. Inspect components as outlined in Table 13-1.
Table 13-1.
Turbine Unit Assembly Inspection.
Accet)tance Condition
1.
Cone Assembly (2, Figure 7-8)
No cracks in the doubler.

No wear or cracks on the flange.
2.
Insulation B anket
(3, Figure 7 8)
No holes, bends, and/or dents.
3.
Turbine Rear Scavenge Pump

(Figure 7-8)
No visual evidence of damage or

malfunction. A smooth bearing
operation.
No abnormal drive gear
teeth wear patterns.
4.
Support Assembly
(5, Figure 7-8)
Retaining clips broken off (No more

than a total of three missing and/or no
two together can be missing). Stud,
not fretted or worn. Stud boss, no
wear on OD or rear surfaces.
5.
Tie Bolt (6, Figure 13-13)
No thread damage allowed.
6.
Lockpin (3, Figure 13-13)
No visual damage.
7.
Igniters and/or Liner Supports
Refer to Section 12, Combustion Section

and Ignition System.
JAN/91
13-39

Table 13-1.
Turbine Unit Assembly Inspection (cent).
Part
Acceptance Condition
8.
Combustion Liners
Refer to Section 3, Engine Inspection

and Maintenance.
9.
Combustion Inner Casing

(6, Figure 13-13)
No cracks allowed. Area adjacent to

combustion liner clips, wear in excess
of 0.025 inch (0.635 mm) in depth not
allowed, and a 0.030 inch (0.762 mm)
minimum remaining skin thickness.
10.
Combustion Inner Casing

Liner (11, Figure 13-13)
No cracks allowed.
11.
Scavenge Oil Tube and/or Tube

and Nozzle Assembly
(13 and 15, Figure 13-13)
No cracks allowed. Visual inspection

shows clean tube IDs (May use shop air
to blow out ID).
13-16. ASSEMBLE REAR BEARING SUPPORT.

CAUTION
USE GREASE, SEALING COMPOUND, ANTI-SEIZE COMPOUND, ETC. SPARINGLY ON
ASSEMBLING, CLEAN EXCESSIVE UP AFTER INSTALLATION OF PARTS TO PREVENT AN
OIL BLOCKAGE WITHIN THE OIL PASSAGES.
A. Place rear bearing support (42, Figure 13-21) to a horizontal
position in engine turnover stand.
B. Install the four rear piloting keys (24) in the rear bearing support
(42) splitline B and secure with nuts (25). Seal nuts with a torque
of 8-10 lb in. (0.9-1.13 Nom) above the turning torque of the nut.
C. Install a metallic O-ring seal (45, Figure 13-13) on rear bearing
supports (42, Figure 13-21) rear flange.
D. Chill rear bearing cage (46, Figure 13-13) as required and install
into the rear of the rear bearing support (42, Figure 13-21), make
sure the oil passage and bolt holes are aligned.
E. Install a metallic O-ring seal (37, Figure 13-21) into front flange
of the rear bearing support (42).
13-40
JAN/91

F. Install a gasket (38) on the rear face of the rear bearing oil seal
(39) . Hold gasket in place with grease, VV-P-236. Lubricate ID of
rear bearing oil seal with anti-seize compound (Never-Seize), NS-165.
G. Install rear bearing oil seal (39) on the front face of the rear
bearing support, make sure the oil passage and bolt holes are
aligned.
H. Apply anti-seize (Never-Seize), NS-165, to the short bolts (36,
Figure 13-13) and install the short bolts through the rear of the
rear bearing cage (46) to the rear bearing oil seal (39, Figure
13-21), making sure the oil passage and bolt holes are aligned. Snug
up the bolts just enough to hold parts in place.
NOTE
Steps I. and J. are done as one continuous Step.
I. Install O-ring (35) on rear bearing oil tube (36) and then apply a
sealing compound (Permatex, No. 1372 or 3M, EC-776) to the threads of
the rear bearing oil tube. Install rear bearing oil tube in the rear
bearing support (42).
J. Install oil tube bracket (34) and retain by two bolts and nuts.
Torque rear bearing oil tube (36) to 250-300 lb in. (28.25-33.90
N-m), aligning rear bearing oil tube and oil tube bracket. Remove
oil tube bracket and lockwire rear bearing oil tube.
K. Install inner front exhaust cone (41) and secure to the front of the
rear bearing support (42) with bolts (40). Torque bolts to 35-40 lb
in. (4.O-4.5Nm) and lockwire.
CAUTION
THE BEARINGS INNER RACE, OUTER RACE, AND ROLLER ARE ANATCHED SET WITH
PART NUMBER AND SERIAL NUMBER LOCATED ON THE FRONT. DO NOT INTERMIX
THESE PARTS WITH A DIFFERENT BEARING. ALWAYS INSTALL BEARING WITH PART
NUMBER AND SERIAL NUMBER TOWARD FRONTON THE ENGINE. THE BEARING OUTER
RACEASA LOCKING KEY SLOT ON THE REAR.
L. Chill rear bearings (43, Figure 13-13) outer race as required and
install bearings outer race locking key slot in the rear bearing
cage (46) to the rear and at the 10 oclock position. Install
locking key (42).
M. If required, install tab lockwasher (40) and oil nozzle (39) into
retainer (41). Torque oil nozzle to 20-25 lb in. (2.2-2.9 N-m).
Bend a locking tab up to engage and retain oil nozzle.
N. Inspect oil passage in rear bearing retainer (38) by using pressure
type oil can at the 0.125 in. (3.175 mm) oil passage, oil shall flow
JAN/91
13-41

from oi nozzle (39) when pressure has been built-up. If no oil
appears at oil nozzle disassemble rear bearing oil retainer (38),
clean o 1 passage and repeat Steps M. and N.
0. Instal 1 metallic O-rinq (44) into rear flange of the rear bearing
cage (46) and install Fear bearing retainer-(38), secure with lo~g
bolts (37) with anti-seize compound (Never-Seize), NS-165, apply to
the threads. Torql e bolts (36 and 37) in sequence shown in Figure
13-32. Lockwire a 1 bolts.
NOTE
Bearing roller serial number and part number are installed towards the
front of engine.
P. Install bearings (43, Figure 13-13) rollers into rear bearing cage
(46) and install rear bearing roller retainer, 6798242, to hold
bearings rollers (Ref. Figure 13-33).
Q. Rotate rear bearing support (42, Figure 13-21) until the forward end
is pointed up (vertical).
13-17. ROTOR ASSEMBLY AND 2ND, 3RD, AND 4TH VANE INSTALLATION.
A. If required, remove protective cover, 6796546. Install a hoist to
rotor lifting adapter, 6799619, and hoist rotor assembly (32, Figure
13-21) from rotor transportation and turnover stand, 6796836. If
required, remove stand adapter, 6796836-202 from rotor assembly rear
shaft (Ref. Figure 13-27).
NOTE
When aluminum graphite seals are used, apply a light coat of anti-seize
compound, EMS-27627, to labyrinth seal mating surfaces, prior to
installation.
B. If required, install rear labyrinth seal (33, Figure 13-21) on
rotor assemblys (32) rear shaft. The rear labyrinth seal to 4th
stage wheel tolerance is 0.0005 in. (0.013 mm) L to 0.0020 in.
(0.051 mm) L.
c. If required, heat rear bearings (43, Figure 13-13) inner race and
install on rotor assemblys (32, Figure 13-21) rear shaft. The
bearings inner race to rotor assemblys shaft is 0.0005 in. (0.013
mm) T to 0.001 in. (0.025 mm) L.
CAUTION
MAKE SURE REAR BEARING SUPPORT AND ROTOR ASSEMBLY ARE ALIGNED. DO NOT
FORCE OR TILT THE ROTOR ASSEMBLY DURING INSTALLATION. DAMAGE MAY OCCUR
TO REAR LABYRINTH SEAL OR REAR BEARING.
13-42
JAN/91

501-KB5 DH--WERATIONAND
MAINTENANCE
TOP
REAR BEARING
RETAINER
USING THIS SEQUENCE SHOWN, FIRST TORQUE BOLTS

TO 40 LB IN. (4.5 N-m), THEN TO 70 LB IN. (8.0 N-m) AND
THEN TO 90-100 LB IN. (10.1 -11.3 N.m). RECHECK FINAL
TORQUE OF 90-100 LB IN. (10.1 -11.3 Nom)
Figure 13-32.
QHG017XD
Rear Bearing Retainer Bolt Torque Sequence.
REAR
BEARING ~=
RETAINER
A
II
ER
(6798242)
W&J& /
..tm n,l-rrn
ANU UUltll
L4
RACE
Figure 13-33. Rear Bearing Rollers Retainer, 6798242.
JAN/91
QHT040XD
13-43

501-KB5 DEC OPERATION AND MAIN1 ENANCE
Do Install
shaft.
support
out the
seated,
rear bearing guide, 6799803, on rotor assemblys (32) rear

Slowly lower and rotate rotor assembly into rear bearing
(42) (Ref. Figure 13-34). Rear bearing guide will be pushed
rear bearing rollers retainer. When rotor assembly has
remove rear bearing guide.
E. Install rotor clearance ad.justincl jack (Ref. Figure 13-11) and adjust
until it supports the roto; asse;bly (32, Figure 13-21). Remove
hoist and rotor lifting adapter, 6799619.
F. Install 4th stage vanes (31) to positions recorded on removal (Ref.
Figure 13-24).
G. Install 3rd stage vanes (30, Figure 13-21), align number 1 position
between number 1 and six position of the 4th stage vanes position
locating tang at the top vertical center line (Ref. Figure 13-24).
H. Install 3rd stage vane air seal ring (28, figure 13-21) over 3rd
stage vanes. Align notches in the 3rd stage vane air seal with 3rd
stage vane tangs and slit in 3rd stage vane air seal ring shall be
aligned with the midpoint of the 3rd stage vane segment.
I. Install 2nd stage vanes (29) with key aligned into 3rd stage vanes
(30) and slot opening of 3rd stage vane air seal ring (28) (Ref.
Figure 13-24).
J. Install 2nd stage vane air seal ring (27, Figure 13-21) over 2nd
stage vanes and slit in 2nd stage vane air seal ring shall be aligned
~ROTORASSY
QHT033AD
Figure 13-34.. Installing Rotor Assembly.
13-44
JAN/91

with the midpoint of the 2nd stage vane segment.
K. Install front piloting keys (3) on forward flange of vane casing (26).
CAUTION
DO NOT PULL VANE CASING AND REAR BEARING SUPPORT TOGETHER WITH BOLTS AND
NUTS . VANE CASING WILL COME TOGETHER EASILY WITH REAR BEARING SUPPORT
IF ALL PARTS ARE POSITIONED CORRECTLY. OFFSET BOLT HOLES IN MATING
FLANGES ARE AT THE TOP.
L. Install vane casing (26) over assembled rotor assembly, vanes, and
vane air seal rings until the rear flange of the vane casing is
resting on the forward flange of the rear bearing support (42) before
any bolts are installed.
NOTE
The forty slab head bolts, all are not the same size. There are thirtysix short bolts, two mid size bolts, and two long bolts. The two long
bolts will secure the lift bracket and the two mid size will secure the
oil tube bracket.
M. Install lift bracket (22), oil tube bracket (34) and secure with
correct slab head bolts (20) and nuts (21). Install retaining slab
head bolts (20) and nuts (21). Torque all nuts to 70-90 lb in.
(7.91-10.17 N-m).
N. Install 2nd stage vane retainers (23) in openings of the 2nd stage
vane air seal ring (27).
O. Adjust rotor clearance adjusting jack until the rotor assembly (32)
is resting on the vanes.
13-18. INLET CASING AND 1ST STAGE VANES INSTALLATION.
A. Install insulation blanket (17, Figure 13-21) over the rear of inlet
casing (6), secure with screws (14) and gang nuts (15 and 16).
Torque screws to 22-26 lb in. (2.49-2.94 Nom).
NOTE
Ref. to Parts Catalog, GTP 5010-4, for latest vane part number. As of
the date of this manual, vane segment, P/N 6894140 or 23030076, are in
positions 2, 4, 7, 9, 12, 14, 17, 19, 22, 24, 27, and 29. Vane segment,
P/N 6894141 or 23030077, are in positions 1, 6, 11, 16, 21, and 26. Vane
segment, P/N 6894142 or 23030078, are in positions 5, 10, 15, 20, 25, and
30. Vane segment, P/N 23030533 or 23030079, are in positions 3, 8, 13,
18, 23, and 28. Saddles, P/N 23031744, are in positions 3, 8, 13, 18,
23, and 28. The vane segments may be comprised of old and new P/Ns, such
as P/N 6894140 and 23030076 or P/N 6894141 and 23030077 etc. only.
JAN/91
13-45

501 -KB5
DEC OPERATION AND
FIAINTENANCE
B. Place guide vane and seal support (8) on a work bench and install 1st
stage vanes (9) and saddles (10) the correct positions (Ref. Figure
13-35) .
C. Install the 1st stage vane air seal (11, Figure 13-21) over the 1st
stage vanes (9).
D. Apply high temperature lubricant and anti-seize compound (SiliconeMolybdenum Disulfide), DC-550-R, to the threads of bolts (7).
QHG020XF
Figure 13-35.
13-46
1st Stage Vane and Saddle Positions.
JAN/91

NOTE
The gang nut which has a wider spacing of the two center nuts goes to
the top or over the dowel pin.
E. Install guide vane and seal support (8) on the rear face of the inlet
casing (6), secure with gang nuts (12 and 13) and bolts (7). Torque
bolts to 74-89 lb in. (8.4-10.0 Nm) and lockwire bolts.
NOTE
Make sure front piloting keys (3, Figure 13-21) are installed on the
rear of the front flange on the vane casing (26).
F. Install assembled inlet casing (6), with the O positioning mark on
the rear flanqe to top, to the vane casinq-..
(26). Install Protective
cover, 6799717, on iniet casing.
G. Apply high temperature lubricant and anti-seize compound
(Silicone-Molybdenum Disul fide), DC-550-R, to the thread of slab head
bolts (l).
NOTE
The eight longer slab head bolts retain the four front pile
the 3, 6, 9, and 12 oclock or the Splitline A positions 1,
25, 36, 37, and 48. The six midsize slab head bolts retain
upper oil tube brackets and a lower oil tube bracket at the
positions 20, 21, 26, 27, 32, and33 (Ref. Figure 13-21).
ing keys at
12, 13, 24,
the two
Splitline A
H. Install the upper oil tube brackets (4) and the lower oi tube
bracket (5), secure Splitline A with the correct slab hei d bolts (1)
and nuts(2). Torque all nuts to 70-90 lb in. (7.91-10.17 N-m).
13-19. FRONT BEARING SUPPORT AND FRONT BEARING CAGE INSTALLATION.
A. Install rotor front labyrinth seal (19, Fi~ure 13-21) on rotor
assemblys (32) front shaft and sec;re witfi locking. The rotor
front labyrinth seal to rotor assembly front shaft fit shall be
0.000-0.001 in. (0.000-0.025 mm) L.
NOTE
When aluminum graphite seals are used, apply a light coat of anti-seize
compound, EMS-27627, to labyrinth seal mating surface, prior to
installation.
B. If required, apply clean engine oil to the mating surfaces of the
split seal rings (31 and 32, Figure 13-13) and the front bearing cage
(27). Install split seal rings on the front bearing cage.
JAN/91
13-47

C. Install front bearing vibration damper (30) on the front of front
bearing cage (27) and install front bearing cage into front bearing
support (26) aligning locating key and slot.
NOTE
Be sure the damper ring has been checked with the mating front bearing
support and bearing cage for the 0.003 in. (0.08 mm) maximum clearance.
D. Secure the front bearing cage (27) to the front bearing support (26)
with the outer retaining ring (29).
CAUTION
MAKE SURE THE NOTCHES IN THE INTERNAL RETAINING RING ARE ENGAGED WITH
THE PINS IN THE FRONT BEARING SUPPORT. WHEN PROPERLY ENGAGED, INTERNAL
RETAINING RING GAP WILL BE POSITIONED AT THE TOP TO ALLOW OIL NOZZLE
SPRAY TO FRONT BEARING.
E. Install front bearings (25) outer race in front bearing cage (27)
and secure with internal retaining ring (28). The front bearings
outer race to front bearing cage tolerance is 0.0001 in. (0.0025 mm)
T minimum and 0.0014 in. (0.036 mm) L maximum.
F. Install front bearing support (26) and front bearing cage (27) into
front of the turbine unit (34) inlet casing and retain by two bolts
(8) .
13-20. FRONT LABYRINTH SEAL. BEARING, SHAFT ADAPTER, SHAFT COUPLING, AND
TURBINE COUPLING CLAMP NUT INSTALLATION.
A. Heat front labyrinth seal (33, Figure 13-13) to 250-300F
(122 -1480C) and install on forward end of the turbine unit (34)
rotor shaft, with the small ID forward. The front labyrinth seat to
front bearing cage tolerance is 0.002 in. (0.05 mm) L minimum and
0.006 in. (0.15 mm) L maximum.
B. Install front bearing inner race and rollers guide, 6799634, on front
bearing support (26) (Ref. Figure 13-36).
NOTE
Make sure bearing inner race puller lip is forward on installation.
C. Heat bearings (25, Figure 13-13) inner race and rollers to 250-300F
(122 -148C).
Install bearings inner race and rollers on forward
end of turbine unit (34) rotor shaft, with the bearings inner race
13-48
JAN/91
501-KB5 DEc OpERATION AND MAI NT ENANC E
*I
/:
.
FRONT BEARING
INNER RACE PUSHER
(6799641)
FRONT BEARING
QHT041XD
Figure 13-36.
Seating Front Bearing and Labyrinth Seal.
puller lip forward, using front bearing inner race pusher, 6799641
(Ref. Figure 13-36). The bearings inner race to rotor shaft fit
shall be 0.0005 in. (0.0127 mm) T to 0.001 in. (0.025 mm) L.
D. Coat splines of shaft coupling (22, Figure 13-13), shaft adapter
(23), and turbine units (34) rotor shaft with clean engine oil.
E. Install shaft coupling (22) to shaft adapter (23) and secure with
retaining rings (24). Install assembled shaft coupling and adapter
to turbine units (34) rotor shaft.
F. Coat threads of turbine coupling clamp nut (21) with high temperature
lubricant and anti-seize compound (Silicone-Molybdenum Disulfide),
DC-550-R.
NOTE
Use a torque wrench instead a T-handle as shown in Figure 13-16.
G. ~;:~;ll turbine coupling clamp nut (21) to turbine units (34)
Torque turbine coupling clamp nut to 70-90 lb ft. (95-122
Nm), using torque wrench and clamp nut wrench, 6799621, aligning
the lockring (20) holes. Install lockring inside turbine unit rotor
shaft (Ref. Figure 13-16).
JAN/91
13-49

13-21. REAR BEARING CLAMP NUT INSTALLATION.
A. Position the turbine unit assembly to the horizontal position in the
engine turnover stand.
B. Remove the rotor clearance adjusting jack, 6796569, from the rear of
the turbine unit assembly.
c. Coat threads of the rear bearing clamp nut (35, Figure 13-13) with
high temperature lubricant and anti-seize compound
(Silicone-Molybdenum Disulfide), DC-550-R.
D. Hold rotor assembly from turning by using clamp nut wrench, 6799621,
installed on the shaft adapter (23). Using the wrench support,
6796382, the rear bearing clamp nut wrench, 6796529, and a torque
wrench, pretighten rear bearing clamp nut (35) to a torque of 100-110
lbft. (136-149 Nm). Then loosen the rear bearing clamp nut and
then torque to 70-90 lb ft. (95-122 Nom), aligning a hole in the
rear bearing clamp nut with a lockpin slot in rotor assembly shaft.
NOTE
The rear bearinq clamp nut must be torque to measure total axial rotor assembly travel b~tween- vanes. The rear-bearing clamp nut may be torque now
or after the turbine unit assembly is assembled to the compressor unit.
m
Figure 13-37.
13-50
I
I ---- .-
WRENCH
SUPPORT
Rear Bearing Clamp Nut Installation.
JAN/91

13-22. ROTOR ASSEMBLY AXIAL CLEARANCE MEASUREMENT.
CAUTION
USE CARE DURING ROTOR ASSEMBLY AXIAL CLEARANCE (TRAVEL) MEASUREMENT.
ROTOR ASSEMBLY MUST TURN FREELY WITHOUT ANY FRICTION WHEN ASSEMBLED. IF
ROTOR ASSEMBLY SEIZES OR SCRAPES BEFORE OBTAINING REQUIRED ROTOR
ASSEMBLY AXIAL TRAVEL, DO NOT FORCE, INSPECT REASON AND CORRECT BEFORE
CONTINUING.
CAUTION
TO ENSURE CORRECT MEASUREMENT THE REAR BEARING CLAMP NUT MUST BE
TORQUE.
A. Install positioning wrench, 6796569, into rear bearing clamp nut (35,
Figure 13-13), carefully push and rotate rotor assembly to the
maximum forward position as determined by a firm contact with the
stator vanes (Ref. Figure 13-10).
B. Install gage adapter, 6796535, to the rear bearing clamp nut (35,
Figure 13-13) and install the measuring gage (dial indicator), 3856,
to the rear scavenge oil pump flanqe of th; rear bearing support.
Pre-load and zero the dial indicat~r on the measuring gage (Ref.
Figure 13-38).
MEASURING
GAGE(3856)
QHF015XD
Figure 13-38.
JAN/91
Rotor Assembly Axial Clearance Measurement.
13-51

c. If required, install positioning wrench, 6796569, and then move the
rotor assembly to the maximum rearward position measuring the
movement from the maximum forward position. This movement must not
be less than 0.328 inch (8.33 mm). If total rotor assembly axial
clearance (travel) is less than 0.328 inch (8.33 mm), inspect turbine
unit assembly for misaligned or warped vanes and/or incorrect
assembled parts, correct as required.
6796535,
and
D. Do not remove positioning wrench, 6796569, gage adapter,
...
measuring gage 3856, from rear of turbine unit assembly. Move rotor
assembly to the maximum rear position.
13-23. COMBUSTION INNER CASING, COMBUSTION INNER CASING LINER. SCAVENGE OIL
TUBE, AND TUBE AND NOZZLE ASSEMBLY INSTALLATION.
CAUTION
DO NOT ALLOW ROTOR ASSEMBLY TO DROP WHILE POSITION IS BEING CHANGED.
A. Slowly turn turbine unit assembly to vertical position (front end up)
in engine turnover stand.
B. If required, assemble tube and nozzle assembly (15, Figure 13-13) as
follows:
1. Install a tab lockwasher (18) and taper oil nozzle (19), and
torque to 70-85 lb in. (8.0-9.6 Nm). Bend a tab to lock taper
oil nozzle in place.
2. Install a tab lockwasher (16) and oil nozzle (17) and torque to
70-85 lb in. (8.0-9.6 Nom). Bend a tab to lock oil nozzle in
place.
c. Install tube and nozzle assembly (15) and secure with bolts (14).
Torque bolts to 70-85 lb in. (8.0-9.6 Nm) and lockwire bolts.
D. Install scavenge oil tube (13) and secure with bolts (12). Torque
bolts to 70-85 lb in. (8.0-9.6 Nm) and lockwire bolts.
E. Remove the two bolts (8) installed temporarily in Paragraph 13-19,
Step F.
F. Coat the threads of bolts (8) with high temperature lubricant and
anti-seize compound (Silicone-Molybdenum Disulfide), DC-550-R.
G. Install metallic type seal (10) to the rear of combustion inner
casing liner (11) and the metallic type O-ring (9) to the front of
the combustion inner casing liner.
13-52
JAN/91

H. Carefully install the combustion inner casing liner (11) over the
installed scavenge oil tube (13) and tube and nozzle assembly (15),
secure with coated bolts (8). Torque bolts in a circumferential
direction to 70-85 lb in. (8.0-9.6 N-m) and lockwire bolts.
I. Coat the threads of bolts (2 and 3) and screws (1) with high
temperature lubricant and anti-seize compound (Silicone-Molybdenum
Disulfide), DC-550-R.
J. Install metallic type O-ring (7) to rear flange of the combustion
inner casing (6).
CAUTION
TORQUE THE RING OF BOLTS IN PROGRESSIVE STAGES OF TORQUE, 20, 40, AND 60
LB IN. (2.26, 4.52, 6.78 NM), TO PREVENT PIE CRUSTING OF THE METALLIC
TYPE O-RING.
K. Carefully install combustion inner casing (6) over combustion inner
casing liner (11), scavenge oil tube (13), and tube and nozzle
assembly (15), secure with coated bolts (3). Torque bolts in a
circumferential direction in progressive stages until the final
torque is 70-85 lb in. (8.0-9.6 N-m) and lockwire bolts.
L. Install bolts (1) at front to secure combustion inner casing (6) to
combustion inner casing liner (11). Torque bolts to 70-85 lb in.
(8.0-9.6 N-m) and lockwire bolts.
M. Install screws (2) to secure to scavenge oil tube (13) and tube and
nozzle assembly (15). Do not tighten screws (2). Screws will be
secure on final assembly after being aligned with an alignment
fixture.
13-24. COMBUSTION LINERS INSTALLATION.
A. If required, assemble combustion liner (11, Figure 13-7) by
connecting front liner assembly (19) to the transition assembly (18)
and securing with nuts (17) and bolts (16). Torque nuts to 74-89 lb
in. (8.4 -10.0 Nom).
NOTE
At their record positions, all combustion liners should be installed
onto the turbine unit assemblys inlet casing and the combustion inner
casing with the crossover ferrules clamps, spacers, bolts, and nuts
installed.
B. Install each combustion liner (11) to forward end of combustion inner
casing (6, Figure 13-13) and into the turbine unit assemblys (22,
Figure 13-7) to their position recorded and marked on disassembly.
Install three gaskets (9) and port plugs (10) to retain each comJAN/91
13-53

bustion liner to turbine unit assemblys inlet casing and secure with
nuts (8). Do not tighten nuts at this time.
C. Install a combustion liners alignment and lifting fixture, 23003623,
onto combustion liners (11) forward end to retain each combustion
liner. Torque nuts (8) to 74-89 lb in. (8.4 -10.0 Nm).
CAUTION
IT IS IMPORTANT TO ACCURATELY MEASURE EACH CROSSOVER FERRULE GAP BETWEEN
EACH COMBUSTION LINER. SELECT A SPACERTO FULLY FILL EACH CROSSOVER
FERRULE GAP, MACHINE GRINDING OF SPACER IS ALLOWED TO ACHIEVE THE
CORRECT SPACER MEASUREMENT. A PLUS OR MINUS 0.003 INCH (0.076 MM)
TOLERANCE IS ALLOWED FROM MEASURED GAP, BUT MACHINE GRIND SPACERAS
CLOSE AS POSSIBLE TO THE MEASURED GAP.
CAUTION
IF MACHINE GRINDING IS NOT AVAILABLE AT THE OPERATIONAL SITE, A PLUS OR
MINUS 0.005 INCH (0.125 MM) TOLERANCE FROM MEASURED GAP MAY BE USED, BUT
SELECT A SPACERAS CLOSE AS POSSIBLE TO FILL THE MEASURED GAP.
D. Use feeler gage to measure the crossover ferrules gap at each
crossover clamp position and record these positions as Dimension A.
Select and install the correct spacer for each position, retain each
spacer only with a clamp with the open portion facing outboard,
before installing bolts and nuts, inspect all spacers for correct
selection (Ref. Figure 13-39).
V-TYPECOUPLINGCLAMP
\
BOLT
IE al
NUT L
1
Figure 13-39.
13-54
t
I
FERRULE
Combustion, Liner Crossover Clamping.
QHPO05XD
JAN/91

CAUTION
THE CURRENT CLAMPING BOLT, MS9557-18 OR MS9697-18, IS THE ACCEPTABLE
BOLT FOR USE WITH SPACERS, 23008797 DASH 4 THRU DASH 15, DIMENSION A
WAS 0.040 TO0.150 IN. (1.02 T03.81 MM). THE CLAMPING BOLT, MS9557-22
0RMS9697-22, IS THE ACCEPTABLE BOLT FOR USE WITH SPACERS, 23008797 DASH
16 THRU DASH 23, DIMENSION A WAS 0.160 TO0.230 IN. (4.07 T04.31
MM) . THE LONGER BOLT IS REQUIRED TO PREVENT THE CLAMP TANGS FROM BEING
BENT AND WEARING THROUGH THE BOLT SHANK.
NOTE
It is recommended that new nuts be installed to prevent loss of nut
retention.
E. Install the correct bolts (13, Figure 13-7), with the boltheads
towards the engine inlet (forward), and new nuts (14). Torque the
nuts to 25-35 lb in. (2.82-3.95 N-m) above the prevailing locknut
torque (the locknut drag torque).
F. Remove combustion liners alignment and lifting fixture, 23003623.
13-25. TURBINE UNIT ASSEMBLY INSTALLATION.
A. Inspect alignment of the scavenge oil tube (13, Figure 13-13) and
tube and nozzle assembly (15) using alignment fixture, 6799708 (Ref.
Figure 13-39).
B. Install split seal rings (20, Figure 13-7) on turbine unit assemblys
(22) combustion inner casing.
C. Install O-rings (21) on turbine unit assemblys (22) oil tubes, one
on the tube and nozzle assembly and two on the scavenge oil tube.
D. If required, install turbine coupling shaft assembly (5) to
compressor diffuser and secure with retaining ring (7).
E. Install lifting adapter, 6799620, to top of turbine unit assembly
(22) (Ref. Figure 13-8).
F. If required, install compressor holder, 3755, on front of compressor
(Ref. Figure 13-2).
G. If required, rotate the turbine unit assembly (22, Figure 13-7) to a
horizontal position in the engine turnover stand, 6797352, and stand
adapter, 6796644, using the lifting adapter and hoist (Ref. Figure
13-9).
JAN/91
13-55

ALIGNMENT FIXTURE (6799708)
--~--
..~-- -
TUBE AND NOZZLE ASSY

SCAVENGE OIL TUBE
1
GAGE PIN
Figure 13-40.
-. --
-. -- /
COmbUStiOn
INNERCASING
STOP RING
QHF016XD
Scavenge Oil Tube and Tube and Nozzle Assembly Alignment.
H, Install positioning wrench, 6796569, in turbine rear bearing clamp

nut (Ref. Figure 13-10), to be used in turning rotor assembly.
1. Carefully install turbine unit assembly (22, Figure 13-7) into
combustion outer casing (6) while aligning the combustion liners
(11), making sure scavenge oil tube and tube and nozzle assembly
enter the compressor diffuser, and slowly rotate the rotor assembly
to make sure engagement of the splines of the turbine coupling shaft
assembly (5) and rotor assembly front drive shaft.
NOTE
Hex head bolts are used for the two piece outer combustion casing at
splitline positions 3, 6, 13, 20, 27, 30, 37, and 44.
J. Coat the threads of slab head bolts (1) and hex head bolts (2)
with high temperature lubricant and anti-seize compound (SiliconeMolybdenum Disulfide), DC-550-R.
K. Install slab head bolts (l), hex head bolts (2), brackets (4), and
nuts (3), to positions recorded on disassembly, to secure the outer
combustion casing (6) and turbine unit assembly (22). Torque all
nuts to 200-220 lb in. (22.6-24.8 Nm).
13-56
JAN/91

NOTE
If the rear bearing clamp nut has not been torqued, do the following
step.
L. If required, torque the rear bearing c amping nut (35, Figure 13-13)
as follows:
1. Remove positioning wrench, 6796569, from rear bearing clamp nut
(35) .
2. Using the wrench support, 6796382, rear bearing clamp nut wrench,
6796529,and a torque wrench, torque the rear bearing clamp nut
(35) to a torque of 100-110 lb ft. (136-149 N-m), then loosen
rear bearing clamp nut and apply a torque of 70-90 lb ft. (95-122
Nm), aligning a hole in the rear bearing clamp nut with a
lockpin slot in rotor assembly shaft (Ref. Figure 13-6).
3. Remove wrench support, 6796382, rear bearing clamp nut wrench,
6796529, torque wrench and from the front compressor remove
compressor holder, 3755.
4. Install Dositioninu wrench. 6796569. to the rear bearina clamD nut
(35, Figure 13-13)(Ref. Figure 13-10) and position the-rotor
assembly to full forward position.
CAUTION
USE CARE DURING ROTOR ASSEMBLY AXIAL CLEARANCE (TRAVEL) MEASUREMENT.
ROTOR ASSEMBLY MUST TURN FREELY WITHOUT ANY FRICTION. IF ROTOR ASSEMBLY
SEIZES OR SCRAPES BEFORE OBTAINING ROTOR ASSEMBLY AXIAL TRAVEL, DO NOT
FORCE, INSPECT FOR REASON AND CORRECT BEFORE CONTINUING.
CAUTION
IF TOTAL AXIAL TRAVEL OF THE ROTOR ASSEMBLY IS LESS THAN 0.328 INCH
(8.34 mm) , INSPECT TURBINE UNIT ASSEMBLY FOR MISALIGNED OR WARPED VANES
AND/OR INCORRECT ASSEMBLED PARTS, CORRECT AS REQUIRED.
5. Install gage adapter, 6796535, to the rear clamp nut (35, Figure
13-13) and install measuring gage (dial indicator), 3856, to the
rear scavenge oil pump flange of the rear bearing support.
Positioning the measuring gage pickup so that it contacts gage
adapter. Pre-load and zero the dial on the measuring gage dial
indicator (Ref. Figure 13-38). Carefully pull and rotate rotor
assembly to full rearward position. Total axial travel must be
0.328 inch (0.834 mm) or more.
JAN/91
13-57

6. Install compressor holder, 3755, to forward end of compressor unit
(Ref. Figure 13-2).
M. Move the rotor assembly full maximum forward position of the total
axial travel, using the positioning wrench, 6796569, and install gage
adapter, 6796535, to the rear bearing clamp nut (35, Figure 13-13)
and install the measuring gage (dial indicator), 3856, to the rear
scavenge oil pump flange. Pre-load and zero the measuring gage dial
indicator (Ref. Figure 13-38). Take a reference measurement from a
bar (straightedge) across the rear scavenge oil pump flange to rear
face of rear bearing clamp nut. Record this measurement as Dimension
A. Record position of bar before removing bar.
CAUTION
IF TOTAL AXIAL TRAVEL CANNOT BE MET, 0.328 INCH (8.34 mm) OR MORE,
INSPECT TURBINE UNIT ASSEMBLY FOR REASON WHY. THE TOTAL AXIAL TRAVEL
MUST BE OBTAINED OR DAMAGE MAY OCCUR.
N. Move the rotor assembly to the full maximum rearward position and
record this measurement as the total rotor assembly axial travel.
This movement must be at least 0.328 inch (8.34 mm) or more. Record
this measurement as total axial travel.
O. Remove positioning wrench, 6796569, with the rotor assembly in the
full rearward position.
P. Install O-ring (8, Figure 13-3) on forward end of tie bolt (6), coat
the tie bolt threads with lubricant, MIL-M-7866, and install tie bolt
into turbine unit assembly and the compressor unit, making sure the
measuring gage reading is the same as taken in Step M. before the tie
bolt touches the rear bearing retaining nut.
CAUTION
THE CORRECT MEASURING GAGE INITIAL READING FORATWO PIECE OUTER
COMBUSTION CASING IS 0.253 INCH (6.42 MM) FOR REAROF VANE CLEARANCE.
CAUTION
THE MEASURING GAGE FINAL READING ON A TWO PIECE OUTER COMBUSTION CASING
MUST NOT BE LESS THAN 0.247 INCH (6.28 MM). FINAL REAR VANE CLEARANCE
MUST BE 0.247 TO0.253 INCH (6.28 T06.42 MM).
Q. Install wrench support, 6796382, and tie bolt wrench, 6796533, tighten tie bolt (6, Figure 13-3) on one piece outer combustion casing
until an initial reading of 0.214 in. (5.43 mm) is obtained on the
13-58
JAN/91

measuring gage. Remove wrench support and tie bolt wrench inspect
for alignment of tie bolt Iockpin slot to lockpin slot in the rear
bearing clamp nut and rotor assembly shaft. If lockpin slot is not
aligned screw tie bolt in (tightening) to align lockpin slot. Install lockpin (3) and inspect reading on measuring gage, the reading
must not be less than 0.209 in. (5.31 mm) and the final rear vane
clearance must be 0.209 to 0.214 in. (5.31 to 5.43 mm). If not,
repeat Step M., N.j O., P., and Q. R. Remove measuring gage and gage adapter from rear bear ng clamp nut
and rear bearing support.
S. Install gasket (5, Figure 13-2) to the drive coupling (4) and install
assembled drive coupling into rear splines of the tie bolt (6). Make
sure lockpin (3) is installed and aligned in all lockpin slots.
T. Coat threads of the tie bolt retaining nut (2) with lubricant,
MIL-L-25681, and install tie bolt retaining nut inside of rear
bearing clamp nut, using wrench support, 6796382, retaining nut
wrench, 6796530, and a torque wrench (Ref. Figure 13-4). Torque tie
bolt retaining nut to 140-150 lb ft. (190-203 Nom), then loose tie
bolt retaining nut and then torque 125 lb ft. (169 Nm). Inspect
for lockring (1, Figure 13-3) hole alignment between tie bolt
retaining nut and rear bearing clamp nut, if not aligned, tighten tie
bolt retaining nut to next aligning hole. Remove wrench support,
retaining nut wrench, and torque wrench.
U. Inspect final rotor assembly position (rear of vane clearance) as
follows:
CAUTION
MAKE SURE BOTH DIMENSION A AND B MEASUREMENT ARE TAKEN AT THIS SAME
RECORDED POSITION, TO ENSURE CORRECT MEASUREMENT.
NOTE
The turbine rotor assembly movement at this time consists of the
compressor rear bearing internal clearance (axial) and axial movement of
the compressor rear bearing outer race in the bearing cage. This
movement must not exceed 0.024 inch (0.61 mm) . If movement is excessive
the compressor unit should be replaced.
1. Due to the bearing movement, obtain both the extreme forward and
rearward positions measurement of the rotor assembly. Take these
measurements as outlined in Step M. by placing a bar (straightedge) in the same recorded position when taking these two measurements from the bar to rear face of rear bearing clamp nut. Take
the average of the two measurements and record as Dimension B.
JAN/91
13-59

2. Subtract Dimension B from the record Dimension A and this
dimension (rear of vane clearance) should be, for the one piece
outer combustion between 0.209 to 0.214 inch (5.31 to 5.43 mm) and
for the two piece outer combustion casing between 0.247 to 0.253
inch (6.28 to 6.42 mm).
3. If rear of vane clearance is within its limits, remove tie bolt
retaining nut (2, Figure 13-2), lockpin (3), drive coupling (4)
and gasket (5).
4. If clearance is more than allowed limit, turn tie bolt (6)
clockwise (in), for every tie bolt slot change the dimension with
decrease by 0.006 inch (0.15 mm).
5. If clearance is less than allowed limit, turn tie bolt (6)
counterclockwise (out), for every tie bolt slot change the
dimension with increase by 0.006 inch (0.15 mm).
6. Repeat Step S., T., and U.
v. Install lockring (1, Figure 13-3) and remove compressor holder, 3755,
from front of compressor.
w. Install rear bearing scavenge oil pump and external scavenge oil
pumps oil lines as outlined in Section 7, Engine Lubrication System.
x. Install nuts, bolts, brackets, and T/C harness.
Y. Install T/Cs and T/C junction block as outlined in Section 5,
Turbine Outlet Temperature (TOT) System.
z. Install liner supports and igniter as outlined in Section 12,
Combustion Section and Ignition System.
AA. Install all external lines, hoses, and ignition leads that were
removed.
13-26. ENGINE INSTALLATION.
A. Install engine as outlined in Section 1, Engine Description.
B. Perform an operation and leakage test.
13-60
JAN/91

SECTION 14
GENERAL MAINTENANCE
TABLE OF CONTENTS
ParaqraDh
Paqe No.
14-1
Introduction
14-3
14-3
General Maintenance Practices
14-3
14-4
14-4
14-5
Standard Torque Limits
14-4
14-6
Lockwiring
14-12
14-7
Universal Fittings
14-13
14-8
14-9
JAN/91
Descri~tion
Installing Universal
Fitting Without Back-up Rings
Rigid Tube Installation
14-13
14-17
14-11
Flared Tubes
14-17
14-12
Flanged Tubes
14-17
14-13
Use of Torque Wrenchs
14-18
14-14
Corrosion Treatment And Painting
14-19
14-15
Dye Penetrant Inspection
14-21
14-16
Foreign Object Oamage (FOD)
14-22
14-17
Recommended Markers
14-23
14-1

_____
.. _..

INDEX TO FIGURES
Fiaure No.
Title
Paqe No.
14-1
14-5
14-2
Step-by-Step Example of Lockwiring
14-14
14-3
Examples of Lockwiring
14-15
14-4
Universal Fittings
14-16
14-5
Torque Wrench and Extension
14-19
INDEX TO TABLES
Paqe No.
Fiaure No.
14-2
14-1
Standard Torque Limits to Either the Nut

or Bolt, When a Steel Tension Type Nut
is Used in the Combination. Values
also Apply to Bolts Torqued into
Steel Tapped Hobs or Steel Inserts.
14-6
14-2
Standard Torque Limits to be Applied to

Either Nut or Bolt When a Steel Shear
Type is Used in the Combination.
14-7
14-3
Standard Torque Limits for Bolts

Torqued into Aluminum Tapped Holes
With or Without Inserts.
14-8
14-4
Standard Torque Limits for Screws

into Aluminum Tapped Holes With
or Without Inserts.
14-8
14-5
Standard Torque Limits for Screws Torqued

into Tension or Shear Type Nuts With or
Without Self-locking Feature. Value also
Applies to Screws Torqued into Steel
Tapped Holes With or Without Inserts.
14-9
14-6
Steel Coupling Nuts on Steel Fitting
14-10
14-7
Steel With Aluminum or Aluminum With

Aluminum Coupling Nuts on Fitting
14-10
14-8
Aluminum or Steel Unions
14-11
14-9
Plugs and Bleeders
14-11
14-10
Recommended Markers
14-23
JAN/91

SECTION 14
GENERAL MAINTENANCE
14-1.
INTRODUCTION.
14-2.
This Section presents general maintenance information and procedures.
14-3.
GENERAL MAINTENANCE PRACTICES .

CAUTION
DO NOT REUSE LOCKWIRE, COTTER PINS, PACKINGS (O-RINGS), LIP SEALS,
COMPOSITION GASKETS, AND SPLIT OR TAB LOCKWASHERS. REPLACE SELF-LOCKING
NUTS WHEN THE MINIMUM BREAKAWAY TORQUE IS BELOW THE REQUIREMENTS OF
SPECIFICATION MIL-N-25027. MINIMUM TORQUE IS DEFINED AS THE TORQUE
REQUIRED TO START TURNING AN UNLOADED NUTONA BOLT.
NOTE
During the various stages of dismantling, observe all parts, closely for
signs of scoring, burning or other defe~ts. Frequently the-conditi& of
parts is better revealed by examination before cleaning.
A. Note the location and approximate position of each fuel, oil, air,
and drain line fitting before transferring it from a removed
accessory to the replacement unit. This practice will facilitate
installation and enable the connecting of various lines in their
correct relationship. When hoses are installed, watch for evidence
of a hose being twisted, and guard against the possibility of chafing
against other hoses or equipment.
B. Most maintenance work can be done with standard hand tools that an
engine mechanic normally has available to him. If special tools are
required they are specified in the maintenance practices of the item
being worked on.
c. Whenever a fluid carrying part is removed, make a leakage check after
installation by motoring or operating the engine.
CAUTION
DO NOT USE COMMON LEAD PENCILS FOR MARKING BECAUSE THEY CONTAIN GRAPHITE
THAT CAN EAT INTO METAL PARTS. -
I
I
.
JAN/91

D. If information must be marked on a part, use only approved marking
pencils (Ref. Paragraph 14-17).
E. Before assembly, clean all parts in the correct cleaner. Dry and
lubricate, if this is required, with oil and corrosion resistant
mixture.
F. Extreme care should be taken to prevent dirt, dust, cotter pins,
nuts, washers, and other small particles from falling into the engine
assembly during the maintenance. These can work into the gears or
oil lines, and cause considerable damage.
G. Completely finish each step in the process of assemble as the work
progresses. Do not leave a bolt loose or nut uncottered pin (safety)
with the idea of coming back to it later, except as specifically
instructed herein.
14-4.
COTTER PIN INSTALLATION.

A. All cotter pins used must be new,
B. The plane of cotter pin eye must be parallel to the axis of bolt or
stud ,
C. The cotter pin eye must be seated against bolt or stud and prongs
must be bent tight so that cotter pin will not move axially after
installation.
D. If there is interference between cotter pin eye and bottom of nut
castellation, the cotter pin must be deformed slightly by forcing it
into nut castellation.
E. Figure 14-l,example (A) shows the preferred method of installation.
Installation per examples (B), (C), and (D) may be done when required
by a particular application.
14-5.
STANDARD TORQUE LIMITS.

A. Standard torque limits for bolts, nuts, and screws are contained in
Tables 14-1, 14-2, 14-3, 14-4, and 14-5.
B. Standard torque limits for hose and tube assemblies are contained in
Tables 14-6 and 14-7.
1. Coupling nuts and connecting items (union, elbow, nipples, etc.)
should be lubricated with clean engine oil or equivalent unless
otherwise specified, prior to torque application.
14-4
JAN/91
2!!3
2!33
/SHORT PRONG
LONG PRONG
CUT
c
f!!!!
QHYO06XD
Figure 14-1.
Cotter Pin Installation.

CAUTION
MAKE SURE CONNECTING ITEM DOES TURN OR DAMAGE MAY OCCUR.

2. When tighten or loosening coupling nuts of hose or tube
assemblies, make sure that connecting item (union, elbow, nipples,
etc.) does not turn.
C. Standard torque limits for unions and nipples are contained in Table
14-8.
D. Standard torque limits for plug and bleeders are contained in Table
14-90
E. Standard torque limits for hose clamps on installation is 14-20 lb in
(1.7-2.2 Nm).
F. Plugs used to prevent contamination for hose and tube assemblies are
tightened tight enough to seal.
NOTE
Normally 0.020 in. (0.51 mm) diameter lockwire is used for electrical
knurled coupling nuts.
G. Electrical knurled coupling nuts are tightened not more than twenty
degrees beyond finger tight, until connecting parts are in solid
contact, then lockwired.
JAN/91
14-5

TABLE 14-1.
STANDARD TORQUE LIMITS TO BE APPLIED TO EITHER THE NUT OR BOLT,
WHEN A STEEL TENSION TYPE NUT IS USED IN THE COMBINATION.
VALUES ALSO APPLY TO BOLTS TORQUED INTO STEEL TAPPED HOLES
OR STEEL INSERTS.
WITHOUT SELFLOCKING FEATURES
Thread
Size
4-40
4-48
6-32
6-40
8-32
8-36
10-24
10-32
1/4-20
1/4-28
5/16-18
5/16-24
3/8-16
3/8-24
7/16-14
7/16-20
1/2-20
9/16-12
9/16-18
5/8-18
14-6
WITH SELFLOCKING FEATURES
Torque
Lb ln (N-m)
Lb Ft (Nom)
6-8 (0.7-0.9)
6-8 (0.7-0.9)
7-9 (0.8-1.0)
9-11 (1.1-1.2)
12-15 (1.4-1.7)
17-20 (2.0-2.2)
25-30 (2.9-3.9)
35-40 (4.0-4.5)
60-65 (6.8-7.3)
70-85 (8.0-9.6)
105-115 (11.9-12.9)
120-150 (13.6-16.9)
205-245 (23.6-27.6)
240-280 (27.1-31.6)
350-390 (39.6-44.0)
400-465 (45.2-52.5)
48-54 (65.1-73.2)
60-65 (81.4-88.1)
65-75 (88.2-101.6)
90-100 (122.0-135.5)
Torque
Lb In (Nm)
Lb Ft (Nom)
6-8 (0.7-0.9)
6-8 (0.7-0.9)
8-10 (0.9-1.1)
10-12 (1.2-1.3)
13-17 (1.5-1.9)
19-22 (2.2-2.4)
27-32 (3.1-3.6)
37-42 (4.2-4.7)
65-70 (7.4-7.9)
74-89 (8.4-10.0)
113-123 (12.8-13.8)
140-170 (15.9-19.6)
217-257 (24.6-29.0)
265-300 (30.0-33.8)
367-407 (41.5-45.9)
414-479 (46.8-54.1)
49-55 (66.5-74.5)
63-67 (88.5-90.8)
67-77 (90.9-104.3)
93-102 (126.1-138.2)
JAN/91

TABLE 14-2.
STANDARD TORQUE LIMITS TO BE APPLIED TO EITHER NUT OR BOLT WHEN
A STEEL SHEAR TYPE NUT IS USED IN THE COMBINATION.
Thread Size
Torque
Lb In (Nm)
6-32
6-40
8-32
8-36
10-24
10-32
1/4-20
1/4-28
5/16-18
5/16-24
3/8-16
3/8-24
7/16-14
7/16-20
1/2-13
1/2-20
9/16-12
9/16-18
5/8-11
5/18-18
3/4-10
JAN/91
Lb Ft (Nom)
7-9 (0.8-1.0)
9-11 (1.1-1.2)
12-16 (1.4-1.8)
14-17 (1.6-1.9)
22-25 (2.5-2.8)
24-28 (2.7-3.1)
35-45 (4.0-5.0)
45-55 (5.0-6.2)
65-85 (7.4-9.6)
85-110 (9.6-12.4)
125-165 (14.1-18.6)
160-200 (18.1-22.5)
245-335 (27.7-37.8)
290-350 (32.8-39.5)
400-470 (45.2-53.1)
43-48
51-53
50-52
60-65
70-75
84-88
(58.3-65.0)
(69.1-71.8)
(67.8-70.5)
(81.4-88.1)
(95.0-101.6)
(113.9-119.3)
14-7

TABLE 14-3.
STANDARD TORQUE LIMITS FOR BOLTS TORQUED INTO
ALUMINUM TAPPED HOLES WITH OR WITHOUT INSERTS.
Thread Size
Torque
Lb In (Nm)
6-32
8-32
10-24
10-32
1/4-20
1/4-28
5/16-18
3/8-16
7/16-14
1/2-13
7-9 (0.8-1.0)
12-15 (1.4-1.7)
22-25 (2.5-2.8)
24-28 (2.7-3.1)
50-58 (5.7-6.5)
60-68 (6.8-7.6)
105-115 (11.9-12.9)
190-200 (21.5-22.5)
300-325 (33.9-36.7)
420-450 (47.5-50.8)
TABLE 14-4.
STANDARD TORQUE LIMITS FOR SCREWS TORQUED INTO ALUMINUM TAPPED
HOLES WITH OR WITHOUT INSERTS.
Thread Size
Torque
Lb In (Nom)
6-32
8-32
8-36
10-24
10-32
1/4-20
1/4-28
5/16-18
3/8-16
7/16-14
1/2-13
14-8
8-10 (0.9-1.1)
12-15 (1.4-1.7)
14-16 (1.6-1.8)
18-22 (2.0-2.4)
22-26 (2.5-2.9)
35-40 (4.0-4.5)
50-58 (5.7-6.5)
75-90 (8.5-10.1)
135-165 (15.3-18.6)
240-275 (27.1-31.0)
370-410 (41.8-46.3)
JAN/91

TABLE 14-5.
STANDARD TORQUE LIMITS FOR SCREWS TORQUED INTO TENSION OR SHEAR TYPE
NUTS WITH OR WITHOUT SELF-LOCKING FEATURE. VALUES ALSO APPLY TO
SCREWS TORQUED INTO STEEL TAPPED HOLES WITH OR WITHOUT INSERTS.
Torque
Thread Size
Lb In (Nm)
6-32
6-40
8-32
8-36
10-24
10-32
1/4-20
1/4-28
5/16-18
5/16-24
3/8-16
3/8-24
7/16-14
7/16-20
1/2-13
1/2-20
9/16-12
9/16-18
5/8-11
5/8-18
3/4-10
JAN/91
Lb Ft (Nom)
8-10 (0.9-1.1)
8-10 (0.9-1.1)
12-15 (1.4-1.7)
14-16 (1.6-1.8)
18-22 (2.0-2.4)
22-26 (2.5-2.9)
35-40 (4.0-4.5)
50-58 (5.7-6.5)
75-90 (8.5-10.1)
95-110 (10.8-12.4)
135-165 (15.3-18.6)
170-210 (19.2-23.7)
240-275 (27.1-31.0)
290-335 (32.8-37.8)
370-410 (41.8-46.3)
450-500 (50.9-56.4)
43-47
46-50
56-60
60-65
77-82
(58.3-63.7)
(62.4-67.7)
(76.0-81.3)
(81.4-88.1)
(104.4-111.1)
14-9

TABLE 14-6.
STEEL COUPLING NUTS ON STEEL FITTINGS
WRENCH SIZE
TORQUE
THREAD SIZE
Lb Ft (Nm)
Lb In (Nm)
3/8
7/16
9/16
5/8
11/16
7/8
1
1 1/4
1 1/2
2
5/16-24
3/8-24
7/16-20
1/2-20
9/16-18
3/4-16
7/8-14
1 1/16-12
1 5/16-12
1 5/8-12
35-40 (4.0-4.5)
65-100 (7.4-11.2)
80-120 (9.0-13.5)
150-200 (17.0-22.5)
200-250 (22.6-28.2)
325-400 (36.8-45.1)
475-575 (53.7-64.9)
55-65 (74.6-88.1)
60-80 (81.4-108.4)
100-125 (135.6-169.4)
TABLE 14-7.
STEEL WITH ALUMINUM OR ALUMINUM WITH ALUMINUM
COUPLING NUTS ON FITTINGS
WRENCH SIZE
THREAD SIZE
TORQUE
Lb In (Nom)
3/8
7/16
9/16
5/8
11/16
7/8
1
1 1/4
1 1/2
: 1/4
14-10
5/16-24
3/8-24
7/16-20
1/2-20
9/16-18
3/4-16
7/8-14
1 1/16-12
1 5/16-12
1 5/8-12
1 7/8-12
Lb Ft (Nom)
14-25 (1.7-2.8)
25-40 (2.9-4.5)
40-65 (4.6-7.3)
60-80 (6.8-9.0)
80-120 (9.0-13.5)
150-200 (17.0-22.5)
200-350 (22.6-39.5)
300-500 (33.9-56.4)
40-60 (54.3-81.3)
50-75 (67.8-101.6)
50-75 (67.8-101.6)
JAN/91

TABLE 14-8.
ALUMINUM OR STEEL UNIONS

WRENCH SIZE
TORQUE
THREAD SIZE
Lb Ft (Nom)
Lb In (Nom)
9/16
5/8
11/16
3/4
13/16
1
1 1/8
1 3/8
1 5/8
1 7/8
1 15/16
5/16-24
3/8-24
7/16-20
1/2-20
9/16-18
3/4-16
7/8-14
1 1/16-12
1 5/16-12
1 5/8-12
1 5/8-12
18-25 (2.0-2.8)
50-75 (5.7-8.4)
55-80 (6.3-9.0)
75-110 (8.5-12.4)
100-150 (11.3-16:9)
200-300 (22.6-33.8)
300-450 (33.9-50.8)
420-600 (47.5-67.7)
50-70 (67.8-94.9)
65-85 (88.2-115.2)
65-85 (88.2-115.2)
TABLE 14-9.
PLUGS AND BLEEDERS
WRENCH SIZE
THREAD SIZE
TORQUE
Lb In (N-m)
9/16
5/8
1 1/16
3/4
13/16
1
1 1/8
1 3/8
JAN/91
5/16-24
3/8-24
7/16-20
1/2-20
9/16-18
3/4-16
7/8-14
1 1/16-12
10-16 (1.2-1.8)
30-40 (3.4-4.5)
40-65 (4.6-7.3)
60-80 (6.8-9.0)
80-120 (9.0-13.5)
150-200 (17.0-22.5)
200-350 (22.6-39.5)
300-500 (33.9-56.4)
14-11

14-6. LOCKWIRING.
A. Use 0.020 or 0.032 in. (0.51 or 0.81 mm) diameter stainless steel
lockwire as required.
B. All lockwire shall be new.
c. Use spiral lockwire pliers wherever practical for twisting lockwire.
D. Be sure that any part requiring torque, such as bolts, nuts, plugs,
screws, etc., must be tightened to the proper torque before
installing lockwire.
E. Make first lockwire turn by hand for proper formation and removal of
slack, except for inaccessible locations where first turn may be made
by pliers. Remaining turns may be made with a Iockwire twisting tool
or by hand.
F. Use lockwire tools which are protected against the possibility of
marring the lockwire.
G. Lockwire must be installed in a manner that a tendency of the secured
parts to loosen will put a tension on the lockwire.
H, Use double strand (twisted lockwire) in all applications, unless
otherwise specified.
1. Only use single strand lockwire in tight places where it is
impractical to use twisted lockwire.
J, Lockwire fasteners in pairs or in threes, unless otherwise specified,
with double strand (twisted lockwire) any series of bolts or other
parts.
K, Lockwire must have four to six turns per inch (25.4 mm) when twisted
and must not be overstressed to the point where it will break under
slight load.
WARNING
ALWAYS BEND THE LOCKWIRE ENDS IN TOWARDS THE FASTENED ITEM TO GUARD
AGAINST PERSONAL INJURY AND/OR PREVENT POSSIBLE DAMAGE TO ADJACENT
PARTS .
L. The free end of the lockwire must have a minimum of three twists and
should be 0.250 (1/4) to 0.500 (1/2) inch (6.35 to 12.70 mm) in
length. Lockwire ends must always be bent in toward the fastened
item.
M. When single strand lockwire is. used, all bolts or other parts in any
one splitline may be lockwired with the same piece of lockwire.
14-12
JAN/91

N. In some locations it may be necessary for lockwire to be installed
around a bolt or over a bolt to prevent interference with neighboring
parts.
O. Install Iockwire as shown with the examples in Figures 14-2 and 14-3.
14-7.
UNIVERSAL FIllINGS.
NOTE
Installing universal fittings with back-up rings per Figure 14-4.
A. Install the nut on the fitting and run it back until the counterbore
of the nut aligns with the upper inner corner of the gasket groove.
B. Lubricate the seal and install it on the fitting.
c. Work the back-up ring into the counterbore of the nut.
D. Turn the nut down until the seal is pushed firmly against the lower
threaded section of the fitting.
E. Install the fitting into the boss, making certain the nut turns with
the fitting, until the seal touches the boss. Then tighten the
fitting one and one-half turns.
F. Put a wrench on the nut to prevent its turning, and position the
fitting by turning it not more than one turn.
G. Hold the fitting in its position and tighten the nut against the
boss.
14-8.
Installing Universal Fittinas Without Back-U~ Rinqs.

A. Run the nut on the fitting end back until the washer face is aligned
with the upper inner corner of the gasket groove.
B. Lubricate the seal and place it in the groove
c. Screw the fittings into the boss until the seal barely touches the
boss.
D. Turn the fitting and nut together until the nut touches the boss.
E. Put a wrench on the nut to prevent its turning, and position the
fitting by turning it in up to 270 or unscrewing it up to 90.
F. Hold the fitting in its proper position and tighten the nut against
the boss.
JAN/91
14-13
,
.
4
(9
QHYO07XA
Figure 14-2.
14-14
Step-by-Step Example of Lockwiring.
JAN/91
~lt!t!lb
.a-: :.
J
E,
.-
:.,c L_
,-
. /:
SEAL
SEAL NOT TO BE REMOVEO
Figure 14-3.
JAN/91
Examples of Lockwiring.
14-15

BULKHEAD 0.1875(3/16) INCH (4.7625 MM)
MAXIMUM THICKNESS FOR ALL FITTINGS
WITH BULKHEAD END EXCEPT AN832; 0.375
(3/8) INCH (9.525 MM) MAXIMUM MAY BE
USED WITH FITTINGS CONFORMING TO
WASHER 0.0625 (1/16) INCH (1.5875 MM)

THICK FOR FITTING SIZE -6 OR SMALLER;
0.09375 (3/32) INCH (2.3813 MM) THICK FOR
FITTINGS LARGER THAN+ WASHER IS NOT
rlNC I= NIIMAC UEY
NECESSARYWHERE FITT,,.k,.w,,mU,,_
~
,,,
.,
~.nll
I
1 1
FLARED TUBE NUT
iii!!%
,.,,.
,+
(-T
lL-!r--sLEEvE
II
TUBI
Lk
O-RING OR-PACKING
,m
,
SEAL RING
f=d
CKNUT
OR PAC
POSIT
AND
LOCKNUT TIGHTENED
NOTES:
1. THREAD LOCKNUT ON BULKHEAD END OF FITTING PAST SEAL RING GROOVE.
2. PLACE SEAL RING AND/OR O-RING SEAL IN GROOVE.
3. SCREW FITTING INTO BOSS UNTIL SEAL RING Oi-&-RING SEAL CONTACTS
UPPER THREAD OF BOSS.
CAUTION
DO NOT BACK-UP FllllNG MORE
THAN 360 TO ALIGN CONNECTION.
4. ASSEMBLE CONNECTION; TIGHTEN LIGHTLY. TIGHTEN LOCKNUT LIGHTLY.
FINAL TIGHTEN.
QHYO09XA
Figure 14-4. Un versal Fittings.
14-16
JAN/91

14-9.
RIGID TUBE INSTALLATION.
14-10. Remove rigid tube assemblies from components that are to be replaced.
Remove all interfering tube assemblies to allow for easy removal of the
component. This precaution will help prevent damage to the tube
assemblies.
14-11. Flared Tubes.
A. Tube assemblies must fit and be aligned with the mating flare tube
fittings in a free state so that the nuts at each end of the assembly
will engage the mating tube fitting threads up to the final one-half
turn with light finger pressure. In the event a tube does not align
with the mating fittings, reposition the mating fittings to the
degree that proper alignment may be attained. Final tightening of
these fittings must be done before the tube assembly is connected.
B. If proper alignment cannot be attained by repositioning mating flare
tube fittings, bend the tube sufficiently to provide alignment in the
free state as specified. Accomplish all bending with the tube
removed from the engine. Adjustment of the fit may be accomplished
by bending by hand at principal bends. In the event the tube cannot
be bent by hand, the tube must be clamped in a fixture or device
which will not scratch, indent, crimp, or mark the surface of the
tube during the bending operation. The flattened effect of the cross
section of the tube as a result of the reforming operation must not
exceed 15 percent of the tube OD.
c. When Drot)er free state alianment is attained, complete the tubing
instaila~ion by simultaneously securing the coupling nuts and tightening them to proper torque.
14-12. Flanqed Tubes.
NOTE
The alignment of tube fittings with mating sealing surfaces and the
securing of tube clips must conform to the following steps.
A. Nut and Nipple Joints. With one end hand tightened, it must be
Dossible to locate the nipple at the free end in its conical seating,
by flexing the tube by hand, without causing a permanent set to the
assembly. The alignment of the joint must be such that the nut
readily engages with its mating thread.
B. Setscrew Retained Flanged Adapters. The clearance and parallelism
between flange and mating surface, with the opposite end secured,
JAN/91
14-17

must be such that the total flange area contact can be achieved by
flexing the tube by hand without causing a permanent set to the
Flange clearance holes must line up with mating holes that
assembly.
bolts can be fitted without subjecting the tube to a torsional load.
c. Clipping Points. Locate clips to securing points such that the
setscrews can be fitted by flexing the tube by hand without causing a
permanent set to the assembly. Tubes which fail to meet this
requirement may be removed from the engine and reformed as follows:
1. Tubes must be clamped in a fixture which will not scratch, indent,
crimp or mark the surface of the tube during the bending
operation.
2. Retention of the tube during bending should be made in a manner
which does not permit bending or torsional loads across welded or
brazed areas.
3. Tubes which can be corrected for fit only by submitting welded
areas to bending or torsional loads must be inspected by X-ray or
Zyglo for any evidence of weld or braze fracture prior to
installation on the engine.
4. Reformed tubes must meet the requirements of Steps A. or B.
D. When removal of the tube from the enqine would result in excessive
lost time due to the need for teardo;n and rebuild, the tube may be
reformed while attached to the engine if the following precautions
are followed:
1. Bending and torsional loads must not be applied across welded or
brazed areas.
2. The tube attachment points are to be loosened after bending.
(Attachment points which are inaccessible due to the state of
assembly are excluded.)
3. Reformed tubes must meet the requirements of Steps A. and B.
14-13. USE OF TORQUE WRENCHES.
A. When using a torque wrench with a pivoted handle, the handles must be
balanced so that pressure is applied only at the pivot.
B. In some ar)~lications, it is necessary to use a s~ecial extension or
adapter wrench with a standard torqu~ wrench as shown in Figure
14-5. When the axis of the adapter or extension is positioned 90
from the axis of the torque wrench (as shown in dotted lines, Figure
14-5), no correction factor is required.
14-18
JAN/91
L
E1 -,
+---E1+L~
t-
QHTO1OXG
Figure 14-5. Torque Wrench and Extension.
C. With the axes of the extension or adapter and the torque wrench in a
straight line, the actual torque applied will be greater than that
indicated by the torque wrench. To determine the torque wrench
reading required to produce a given torque, use the following
formula:
L
L+E
R = T x
where,
E =
Center-to-center distance between drive end and wrench end of

extension or adapter.
L =
Distance between hand hold (or handle pivot point) to drive end of
torque wrench.
R =
Reading on scale or dial of torque wrench.
T=
Desired torque on part.

Find the torque wrench reading required to produce 75 lb in (8.5
Nom) torque using a three inch extension and a torque wrench
measuring ten inches from center of handle (or pivot) to drive end.
Example:
E=
10 in (254 mm)
10 in (254mm) +3 in (76.2 mm)
58 lb n 66 m)
14-14. CORROSION TREATMENT AND PAINTING.

NOTE
Exterior surface coatings that are damaged and allow bare metal exposure
shall be treated in following steps.
A. Accessory Drive Housing, Cover, and Inlet Housing.
JAN/91
14-19

1. Repair the damaged area, as required, with emery cloth.
2. Swab area to be treated with clean water. While still wet, coat
area with the following liquid solution using a nylon bristle
brush.
WARN ING
ASOLUTION OF ALODINE, NITRIC ACID, AND WATER IS INJURIOUS TO THE SKIN
AND CLOTHING. OPERATORS MUST BE ADEQUATELY PROTECTED BY GOGGLES, RUBBER
GLOVES, APRONS, ETC.
NOTE
The liquid solution is made of3 oz (85 grams) of Alodine No. 1200
(American Chemical Paint Co., Ambler, Pennsylvania) and 1/2 fluid oz
(14.8 ml) of nitric acid (cone) (HN03) per gal
(3.8 L) of water.
3. Both the part and liquid solution must be maintained at room
temperature. Allow the liquid solution to remain on area for at
least one to not more than five minutes, but in no case should it
dry on the part.
4. Rinse or swab the liquid solution coated area thoroughly with
clean water to completely remove all remaining solution.
CAUTION
ALL BRUSHES AND SWABS MUST BE WATER RINSED TO MINIMIZE FIRE HAZARD.
5. Blow treated surface dry with clean, dry, filtered shop air.
6. Handle dried treated housing with clean rubber gloves.
7. Keep time interval between cleaning and painting to a minimum.
8. Mask housing for painting so all outside surfaces can be coated
except tapped holes, dowel pins, bolt clearance holes, and
machined surfaces.
NOTE
The mixed paint has a limited pot life of eight hours at room
temperature. The pot life may be extended by keeping container tightly
covered and in a refrigerator.
14-20
JAN/91

9. The paint, Actithane WC 100, FSN 8010-831-5934, is a two component
package which requires mixing. Blend three parts paint by volume
with one part activator by volume. Thoroughly blend the mixture
and allow it to age at least fifteen minutes before using.
10. Brush or spray the part with two thoroughly blended and mixed
coats of paint. Allow the first coat to air dry for twenty
Localize heat cure after the second coat of paint per
minutes.
paint manufacturer requirements.
B. Compressor Case and Diffuser.
1. Thoroughly swab damaged areas to be treated with trichloroethylene
and air dry for five to ten minutes.
2. Repair the damaged area with emery cloth, into a slightly larger
area and feather the edges.
3. Clean the abraded areas with solvent and dry with clean, filtered
compressed air.
NOTE
Sermetel 196 is a product of Sermetel Inc., Sub of Teleflex Inc., 155 S.
Limerick Rd., Limerick Pennsylvania 19468.
4. Apply aluminum coating, Sermetel 196, in two coats with a thirty
to sixty minute air dry period between coats.
14-15. DYE PENETRANT INSPECTION.
NOTE
Use either the Flaw Finder dye check kit, made by the Met-L-Check
Company, 1639 Euclid St., Santa Monica, California 90404, or the
Fluorescent Dye Penetrant Kit, P/NA-43.
A. Thoroughly clean the area to be inspected with any approved solvent.
Dry the area of the part to be inspected, with clean, filtered
compressed air.
B. Dry brush the cleaned area to remove oxide and carbon deposits.
c. Brush the dye penetrant on the area and allow the dye penetrant to
stand for five to ten minutes.
D. Wipe off the penetrant with a clean cloth. Dry brush the area to
remove all surface penetrant.
JAN/91
14-21

CAUTION
DO NOT USE A CLEANING SOLVENT BEFORE APPLYING THE DEVELOPER. SOLVENT
UOULD WASH THE DYE PENETRANT FROM CRACKS.
E. Shake the developer to make certain it is well mixed. Using a
different brush, apply a thin coat of developer. A very thin coat of
developer gives the best results, so gently blow off any excess
Quickly dry the developer with filtered air so that dye
immediately.
from shallow defects will not bleed out prematurely. If the coating
is not white when dry, it indicates that the dye-penetrant was not
completely removed from the surface; in this case remove the
developer and apply a second coat. Normally two coats of developer
can be applied without applying additional penetrant, although the
second coat requires additional developing time. If the second coat
is also too pink to allow accurate checking, start over and clean the
area thoroughly.
F. Allow time for dye penetrant from any cracks to bleed through. Large
cracks will show up almost as soon as the developer is dry, but it
will take at least five minutes for indicating small cracks. A solid
or dotted line bleeding through the white coating indicates a crack.
14-16. FOREIGN OBJECT DAMAGE (FOD).
NOTE
Foreign object damage caused by ingesting material into the engine air
inlet is not covered by Allison warranty or guarantee agreement with
customers. The following information is provided not as limits but as a
guide to determine engine serviceability.
A. Surface defects of engine compressor rotor blades and engine
compressor inlet and stator vanes are classified as dents, nicks, and
cracks.
B. Sharp nicks are generally considered a more serious problem than
smooth ones.
c. Foreign object damage to the front of the engine compressor may be
detected by removing the inlet bell and by looking through the front
of the inlet housing. The engine should be rotated manually in order
to inspect as many blades as possible.
14-22
JAN/91

14-17.
RECOMMENDED MARKERS .
CAUTION
UHEN MARKING OR IDENTIFYING ANY PART SUBJECTED TO HIGH TEMPERATURES DO
NOT USE ANY tlARKING MATERIAL CONTAINING GRAPHITE. GRAPHITE MAY CAUSE
DAMAGE TO THE PART.
NOTE
The recommended markers are contained in Table 14-10.
Table 14-10.
MANUFACTURER
Recommended Markers.
COLOR
1.
Red
Dixon Ticonderoga Co.,
756 Beachland Blvd,
B1 ue
P.O. Box 3504
Vero Beach, FL 32964
White
Phone (800) 824-9430
Formerly:
Joseph Dixon Crucible Co.
Jersey City, N.J.
2.
Berol Corp. Internation

P.O. Box 1000
Danbury, CT 06810
Phone (203) 792-1900
Formerly:
Blaisdell Company,
Bethayres, PA
3.
Linton Pencil Co.,

Lewisbury, TN
JAN/91
MODEL NO.
TYPE
940
1940
950
1950
1998
Anadel Pencils
White
Orange
B1 ack
169T
269T
365T
561
268T
551
556
557
273T
Red
B1 ue
Green
Yellow
---------
Liqua-Tip
Markers
Red
1803
Vita-Color
Red
B1 ue
14-23

APPENDIX A
DIGITAL COMMUNICATIONS OPERATORS MANUAL
ParacvaDh
TABLE OF CONTENTS
l)escrir)tion
Paqe No.
1.0
Introduction
2.0
2.1
2.2
;::
2.5
Installation Procedures
Materials Required
Files Supplied on Your DCOMMS Disk
Minimum Digital Operating System (DOS) Requirements
Installation for a Floppy Disk System
RS232 Interconnect Cable Configuration
4
4
4
4
6
7
3.0
3.1
3.2
3.3
3.4
Engine and Control Parameters Monitor Mode

Function Keys
Page Selection
Save Page
7
8
8
9
9
4.0
4.1
4.2
4.3
Fault Log
Format
Warnings
Shutdowns
11
5.0
5.1
5.2
5.3
Adjustments Change Mode

Adjustable Parameters and Ranges
Entry Into Change Mode
Parameter Selection
Direct Value Entry
Trimming
Entering a Trimmed Value to NVM
Error Messages
Wrong Password
Guarded Access
Range Error
Abort and Cancel of Change Mode
Cautions
i::
5.6
5.6.1
::; .1
5.7.2
5.7.3
5.8
5.9
6.0
6.1
6.2
6.3
:::
6.6
6.7
6.8
6.9
JAN/91
Data Recording Log Mode

Entry Into Log Mode
Initial Setup
Log Parameter Selection
Return Key
Logging
Terminating Logging
Log Mode Reinvocation
Format and Limitations
Error Messages
;;
12
12
::
14
14
15
16
17
18
18
18
18
19
19
;:
20
22
23
23
;;
25
27
Appendix-1

INDEX (Contd)
Paraqra~h
6.9.1
6.9.2
Descrir)tion
Paae No.
Wrong Password
Invalid File Operation
27
27
7.0
7.1
7.2
7.3
7.4
7.4.1
7.4.2
7.4.3
7.4.4
DCA Non Volatile Memory (NVM) Access NVM Mode

General
Entry Into NVinit
NVinit Menu
Operation
Read DCA
Write DCA
View DCA
View IBM Default Settings
8.0
8.1
8.1.1
8.1.2
8.1.3
8.1.4
8.2
8.2.1
8.2.2
8.2.3
Use of DCOMMS
System Summary
Monitoring Mode
Change Mode
Log Mode
NVINIT Mode
DCOMMS With Or Without DCA
Startina DCOMMS Without DCA
Startin~ DCOMMS With DCA
Terminating DCOMMS
31
31
31
31
32
32
33
33
35
35
9.0
Cautions
38
INDEX TO TEST TABLES
Table No.
1
:
4
5
6
7
8
9
10
;;
13
14
15
16
17
18
19
20
Appendix-2
Paqe No.
8
10
11
13
14
16
;;
;:
24
25
26
;:
34
34
36
37
37
JAN/91

APPENDIX A
DIGITAL COMMUNICATIONS OPERATORS MANUAL
1.0
INTRODUCTION .
A. This ar)~endix describes the Digital Communications (DCOMMS) package
as it is used with the Allison-501-KB5 engine using a Hawker Siddeley
Dynamics Engineering, LTD (HSDE) Digital Control Assembly (DCA).
DCOMMS utilizes the RS232C serial interface via an IBM compatible
personal computer (PC) setup.
B. The material herein is adapted from a HSDE document entitled, DIGICON
IBM Communications Operator Manual.
C. The DCOMMS package provides the following key features:
1. On line monitoring of engine parameters (both interfaced directly
to the DCA and computed by the DCA), with engineering unit display.
2
On line adjustment of parameters in either engineering unit format

or by up and down trimming. Adjustment is both password protected
and limited to within prescribed upper and lower boundaries, for
safety reasons.
On line data lominq of UP to 8 parameters at a time with a

minimum time re;;lu~ion of approximately 1 second (period is
operator selectable) for up to 1000 records (number of scans
recorded).
The logged data may be directed to either disk file,
serial ports or printer.
4. Selected monitoring pages may be saved at any time to disk or

external device (e.g. printer) for off line analysis.
5. Via Non Volatile Memory (NVM) initialization functions, many
control systems may be simply and efficiently set up.
6. All operator applied changes (setpoints etc.) are recorded internally (within the IBM) and may, if required, be saved to disk on
termination of the communications session via automatic configuration file reconstruction, such that changes may be recorded.
7. A TEST mode allows verification of an operator configuration file
before committing the system to the final control environment. In
this mode, the IBM and DCOMMS package act in a stand alone manner
without the need for a DCA series controller.
8. All Tables in this Appendix were generated in TEST mode.
Numerical values have no significant meaning. The Tables show
examples of procedural functionality and not engine configuration
specifics.
They are test examples only.
JAN/91
Appendix-3

2.0
INSTALLATION PROCEDURES.
2.1
MATERIALS REQUIRED.
A. To successfully use the DCOMMS package, you need:
1. The DCOMMS package: a single disk labeled, DCOMMS .
2. An IBM (or fully compatible) personal computer (PC) equipped with
a minimum of:
256K of RAM
;: Monochrome Display Adapter (MDA)
c. one disk drive (either floppy or hard)

d. one Serial (RS232) port configured to COM1
e. IBM Personal Computer DOS version 2.0 or h gher (or equivalent
for IBM compatibles)
f. A printer (highly recommended).
2.2
FILES ON YOUR DCOMMS DISK.

A. The following are the files provided on your master DCOMMS disk:
1. DCOMMS.EXE
The Digital Communications executable program.
2. DCOMMS.OV1
The password file containing encrypted passwords used by
DCOMMS.EXE for parameter adjustments, NVM changes and historical
data logging modes. The passwords are not viewable and may not be
altered.
3. CONFIGURATION
This is the master configuration file which acts as a data card,
providing parameter definitions for the system. The name of this
file will vary.
4. README.NOW
This is an on board abbreviation of this report for easy access.
2.3
MINIMUM DIGITAL OPERATING SYSTEM (DOS) REQUIREMENTS.

A. In order to successfully run the DCOMMS package, the following DOS
programs will be necessary. (Note that for some IBM compatible
computers, the program names may be slightly different, and that some
programs may indeed not be necessary).
1. COMMAND.COM
The DOS operating system itself.
Appendix-4
JAN/91

2. KEYBUK.COM
NOTE
Most systems automatically support a U.S. type format which is
sufficient. (Other simi 1 ar programs are KBUK.COM and KBUK.SYS . . .
see your computer reference manual for exact details).
The United Kingdom (U.K.) keyboard program which replaces the
program resident in ROM. Note that this may not be necessary if
your computer system already supports a U.K. type keyboard
program.
3. MODE.COM
A program which sets the mode of operation on a printer and sets
options for operation for an Asynchronous Communications Adapter.
The serial port used for communications must be set using this
program.
4. ANSI.SYS
This program is a screen and keyboard driver which handles the
screen cursor positioning and screen character attributes as used
within the DCOMMS package. This driver is invoked at system reset
time by placing the command:
DEVICE = ANSI.SYS
in your CONFIG.SYS (system setup) file.
5. CONFIG.SYS
This is a system (IBM or equivalent computer) setup or
configuration file, defining to the operating system at reset time
the 1/0 drivers to use and limits on memory and file size. For
DCOMMS operation, you should have the lines:
DEVICE = ANSI.SYS
FILES
= 8
BUFFERS = 20
incorporated.
On some IBM compatible systems:
DEVICE = KBUK.SYS
may be required if the keyboard driver is not a directly
executable program (e.g. .COM or .EXE file), refer to your
computer reference manual if in doubt.
2.4
INSTALLATION FOR FLOPPY DISK SYSTEM.

A. It is most convenient to make up a single floppy disk containing both
the computer operating system, the DOS support programs, and the
JAN/91
Appendix-5

DCOMMS package, such that it will not be necessary to perform disk
swapping when using the DCOMMS package. It is also convenient to
hold a single disk that can be used to boot up straight into DCOMMS
without any intermediate steps.
1. Get a blank disk and format it as a SYSTEM disk. Refer to your
personal computer DOS Reference manual for information on

formatting disks. This procedure will format the disk and place
the file COMMAND.COM on it.
2. copy onto the newly formatted disk, the keyboard support program
for your particular country (e.g. KEYBUK.COM for lJ.K. based IBM pc
operators).
3. Copy onto the disk the program MODE.COM.
4. CODY onto the disk the keyboard and screen support driver
ANS_i.SYS.
5. Copy onto the disk the DCOMMS package files:
DCOMMS.EXE
DCOMMS.OV1
your configuration file, e.g. 501KB5
6. Create the system setup file CONFIG.SYS on the disk, containing
the fo lowing lines (for non-IBM systems, refer to your reference
manual for equivalent statements):
DEVICE = ANSI.SYS
FILES = 8
BUFFERS = 20
7. In order to provide automatic boot up into
system reset, create the AUTOEXEC.BAT file
ing lines (refer to your personal computer
details on batch files and particularly if
(PC) is non-IBM):
the DCOMMS program from

containing the followreference manual for
your personal computer
KEYBUK
DATE
TIME
MODE COM1:9600, n, 8, 1
DCOMMS
this will, when run either from system reset or by entering
AUTOEXEC (followed by pressing Return key), prompt you to enter
correct date and time, configure the serial port for 9600 baud
with no parity 8 bit data and 1 stop bit as required for DCA. If
DCA is configured for alternative serial port parameters then
modify the AUTOEXEC.BAT file as necessary. The DCOMMS program
will then be automatically entered.
Appendix-6
JAN/91

8. Make a copy of this disk and store it in a safe place.
2.5
RS232 INTERCONNECT CABLE CONFIGURATION.

A. The interconnecting cable between the personal computer and the DCA
may be up to 50 Ft; (15.24 M.) in length. Generally, the shorter the
better. It is recommended that shielded (screened) cable be used
(Belden 8771 or equivalent). Shield terminations can be made to
frame ground, usually Pin 1 on a 25-way serial port. Connect the
shield at one end only. The digital engine control has a 25-pin
connector, sometimes known as a DB-25. The personal computer may
have either a DB-25 or a DB-9 connector. Wiring for both cases is
shown below:
(RS232 25-Way Plug)
Personal Computer
(25-Way Socket)
TXD 2
RXD 3
GND 7
RTS 4
CTS 5
DSR 6
DTR 20
CR 8
3
2
7
6
8
Personal Computer
(9-Way Socket)
RXD
TXD
GND
DSR
CD

(RS232 25-Way Plug)
TXD 3
RXD 2
3 RXD
2 TXD
CAUTION
THE ABOVE IS FOR INFORMATION ONLY. IT IS HIGHLY RECOMMENDED THAT EACH OPERATOR
VERIFY THE PIN ASSIGNMENTS ON THEIR PERSONAL COMPUTER (PC) BEFORE CONNECTING
AND APPLYING POWER. NOT ALL PCS ARE ALIKE.
3.0
ENGINE AND CONTROL PARAMETERS MONITOR MODE.

A. This mode allows engine and control parameters to be displayed on the
PC screen. This is the primary operating mode. When DCOMMS is initialized, Page 1 will appear in the monitoring mode. Ref. Table 1.
JAN/91
Appendix-7

3.1
SCREEN LAYOUT.
A. The screen will now appear as Table 1.
B. The screen is split into four fields. The top field depicts
application, page, mode, date, and time information. The center
field (most of the screen) shows parameter names, their values and
units. The bottom field shows actions associated with function keys
on the IBM keyboard (the functions are shown in cryptic form due to
the screen space available). The field above the function key
legends is reserved for DCOMMS prompts and error messages.
C. The screen fields will be referred to, from now on, as header.
parameter, prompt, and function key fields. Function keys will be
referred to as labeled on the keyboard, e.g. F2 or F1O.
Test Mode Table 1.
Station:Allison 501KB5
ENGINE
TEST MODE
PARAMETERS
Mode Monitor
Clock O1-18-89 09:17
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
17.8
35.6
53.4
71.2
ENGINE CIT
89.0 DEGF
ISOC=O DROOP>O
106.8
RPM
DEGF
DEGF
LBS/HR
Unitless
Page 1
Log OFF
GAS V DEMAND
GAS V POSITION
124.6 VDC
142.4 VDC
LIQ V DEMAND
LIQ V POSITION
160.2 VDC
178.0 VDC
LIQ=O
194.7 Unitless
GAS>O
FUEL OFF=O ON>O
212.4 Unitless
data fail
1
3.2
2Change 3Log
4NVinit
7SavePg 8Reset 91ndex OQuit
FUNCTION KEYS.
A. The function key field shows the functions associated with them, i.e.
F2 . . . . Change mode
F3 . . . . Historical Data Log mode
F4 . . . . NVM Initialization mode
Append x-8
JAN/91

F7 . . . . Save page data to file
F8 . . . . Data fail reset
Index to pages
;?0::: Quit (terminate session)
3.3
PAGE SELECTION.
A, The mode of operation we are currently operating in is the Monitoring
mode, whereby parameters may be viewed (monitored) page by page, but
no changes can be made to them.
B. In order to view other pages, either page number may be entered
directly followed by pressing the return key,
- . or the Home, End, PgUp
or PgDn-keys may be-used: Home . . . . . . .
End . . . . . . .
PgUp . . . . . .
PgDn . . . . . . .
displays
disp ays
. disp ays
disp ays
the
the
the
the
first page
very last page
previous page
next page
NOTE
Try out these page movement keys a few times to familiarize operation.
In all cases, note that the page number display changes, and that the
page title changes to reflect the newly selected display page.
c. If pages are selected by page number, then the numbers appear in the
header field as they are typed in, and are removed on pressing the
return key. DCOMMS will limit you in a maximum number equivalent in
the number of pages available. The Del key may be used to edit the
page number in this direct page number entry mode.
D. Obviously it would be a tedious process to scan throuah pages using
the page selection keys until you came across the act~al page you are
interested in. In this case, an Index to pages may be called up
through use of function key F9. Press the F9 key. Immediately an
index is shown, similar to Table 2, depicting page numbers and the
associated page titles. (When more than 12 pages exist, the up and
down cursor keys may be used to scroll through the list.) Having
noted the page you are interested in, exit Index mode by pressing
F1O, then enter the page number directly as outlined above (page
number then Return).
3.4
SAVE PAGE.
A. A facility is provided for saving a currently selected Monitoring
mode display page to a logical file (e.g. disk).
JAN/91
Appendix-9

501-KB5 DEC OPHWI1ON AND MAINltNANLt
Test Mode Table 2.
Mode Monitor
Clock 01-18-89 09:17
TEST MODE
Page 1
Log OFF
Index to pages
ENGINE PARAMETERS
; LIGHTOFF DETECTION
3 CONTROL MODES
4 CONTROL ADJUSTMENTS
SELECTORS/TIMERS/SDs
2 METER ADJUSTMENTS
7 FLT LOG PREV STRT 7
FLT LOG PREV STRT 5
1? FLT LOG PREV STRT 4
use cursor keys to scroll, F1O to quit
data fail
1
Mode Monitor
Clock 01-18-89 09:17
TEST MODE
OQuit
Page 1
Log OFF
Index to pages
LIGHTOFF DETECTION
: CONTROL MODES
4 CONTROL ADJUSTMENTS
5 SELECTORS/TIMERS/SDs
6 METER ADJUSTMENTS
13 FAULT LOG-CURRENT
use cursor keys to scroll, F1O to quit
data fail
1
OQuit
I
Appendix-10
JAN/91

B. This is particularly useful for test recording purposes and data
collection, where post system running analysis may be required.
c. To save a Daae of information, use the SavePQ (F7) function kev.
DCOMMS wili ~rompt for a valid filename (use-some~hing that la;er
makes sense) and will then send the Mon. tor page information to that
page.
D. See Paragraph 6.2 for procedure to send save a page to printer.
4.0
FAULT LOG.
4.1
FORMAT .
A. The DCOMMS Fault Log consists of two segments: warnings and shutdowns. Also, some engine parameters are included for easy monitoring
convenience (Ref. Table 3). The fault log is viewed in the
monitoring mode and consists of seven (7) pages. Each page contains
information of one (1) start and is updated as the next start is
made. Hence, the most recent seven (7) starts are always available.
B. The seven (7) pages of fault log have been numbered backwards so that
the most recent start is the last page of DCOMMS (Ref. Table 2).
This configuration allows for the easiest access to the current start
fault log from any other page in the monitoring mode by simply
pressing the end key.
Test Mode Table 3.
FAULT LOG-CURRENT
TEST MODE
START NO.
ALARMS/WARNINGS
N1 DIFF.
T/C
T/C
T/C
CIT
CIT
CIT
687.5
0000001010110100
START O/TMP
RUN O/TMP yes
yes OVERSPEED
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
DIFF.
1 FAULT
2 FAULT yes
DIFF
yes
1 FAULT
2 FAULT yes
SHUTDOWN
Mode Monitor
Clock 01-18-89 09:17
704.0
709.5
715.0
720.5
Page 16
Log OFF
RPM
DEGF
DEGF
LBS/HR
LIQ, FUEL
data fail
JAN/91
2Change 3Log
4NVinit 5
7SavePg
8Reset
91ndex OQuit
Appendix-n
Aliison Engine Company

4.2
WARNINGS.
A. The portion of the fault log for warnings is set up such that
multiple warnings may be displayed as they occur in operation. When
a warning signal is transmitted to the PC from the DCA, a YES will
appear to the side of the warning designator.
4.3
SHUTDOWNS.
A. The portion of the fault log for shutdowns is set up such that no
message is given until a shutdown occurs. When a shutdown does
occur, the cryptic response will be displayed near the bottom of the
screen.
B. Both the warnings and the shutdown messages are reset as a new start
This moves the data to the next page of fault log for
is attempted.
later evaluation.
5.0
ADJUSTMENTS CHANGE MODE.

A. This mode allows parameters to be altered in engineering units, with
protection applied in terms of password entry and limited authority
of adjustment.
B. Parameters may be changed either by direct value entry or by trimming
facilities.
c. Parameters that are chanqed may be either RAM or NVM based: aenerallv
RAM based parameters are-used ~or temporary changes while NVfi change:
are made for permanent changes.
5.1
ADJUSTABLE PARAMETERS AND RANGES.

Ad.iustment Parameter
Liq. Ratio x 100
Gas Ratio x 100
K-Trim
Load Share Gain
Load Share Lag
N Isoc Prop
N Isoc Integral
N Droop Prop
TIT Prop
TIT Integral
KW Proportional
KW Integral
L=l, G=2, DF=3 Fuel-Conf.
R=l, STCK=2, BT=3 Test-Conf.
Appendix-12
Maximum
Minimum
Nominal
120.000
120.000
50.000
560.000
5.000
3000.000
1251.800
3997.600
1014.910
607.630
871.880
707.480
3.000
3.000
0.391
0.391
-60.000
14.000
0.296
1500.000
751.100
1709.300
156.260
188.640
312.500
314.600
1.000
1.000
85.200
64.800
-8.700
140.000
3.432
2236.000
934.700
2465.700
600.000
400.000
500.000
499.700
3.000
1.000
JAN/91

!iO1-K135 DEC OPERATION AND MAINTENANCE
Ad.iustment Parameter
Fuel C/O Timer (seconds)
Motoring Timer (seconds)
Overspeed S/D (RPM)
N Meter Gain (uV/RPM)
N Meter Offset (mVDC)
TOT Meter Gain (uV/Deg F)
TOT Meter O/Set (mVDC)
TIT Meter Gain (uV/Deg F)
TIT Meter O/Set (mVDC)
5.2
Maximum
Minimum
Nominal
29.812
1800.000
15,800.000
636.380
1000.000
6396.500
1000.000
4529.500
1000.000
3.720
0.120
14,358.000
0.188
-100.000
12.207
-100.000
12.143
-100.000
11.200
180.000
15,800.000
625.000
0.000
6250.000
0.000
4444.000
0.000
ENTRY INTO CHANGE MODE.

A. Entry into Change mode is via Monitoring mode (as indicated in the
function key field) by pressing F2.
B. DCOMMS will now prompt for entry of a valid password in the prompt
field (Ref. Table 4). At this stage, the screen/parameter update is
frozen (locked out); A valid password must nowbe entered, basswords
NOT being echoed to the screen for securit.v reasons. The Dassword is
ALLIGT (in acronym for Allison Industrial Gas Turbines).
Test Mode Table 4.
ENGINE PARAMETERS
TEST MODE
ENGINE SPEEN
37.5
T/C TOT
75.0
CALCULATED TIT 112.5
FUEL FLOW RQST
150.0
ENGINE CIT
ISOC=O DROOP>O
RPM
DEGF
DEGF
LBS/HR
187.5 DEGF
225.0
Unitless
Mode Monitor
Clock 01-18-89 09:17
Page 1
Log OFF
GAS V DEMAND
GAS V POSITION
262.5 VDC
300.0 VDC
LIQ V DEMAND
LIQ V POSITION
337.5 VDC
375.0 VDC
LIQ=O
412.5 Unitless
GAS>O
FUEL OFF=O ON>O
450.0 Unitless
password?
data fail
1
dAN/91
2Change 3Log
4NVinit 5
7SavePg
8Reset
91ndex OQuit
Appendix-13

C. Either enter a valid password to continue, or enter an invalid
password (or just press Return) to resume operation in Monitor mode.
D. If an invalid password is entered, then the error message wrong p/w
will be displayed and the DCOMMS revert back into Monitor mode
automatically. To remove the error message, press the F8 key, and
reattempt Change mode by repeating the above steps.
E. As soon as a valid password is entered, the screen will resume its
normal dynamic display.
5.3
SCREEN LAYOUT.
A. The screen layout will be very similar to that of Monitor mode (Ref.
Table 5) with the exceptions being that the mode displayed (in header
field) will be CHANGE, and that the first parameter on the page will
be highlighted.
Test Mode Table 5.
~ENGINE SPEED I
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
ENGINE CIT
46.1
92.2
138.3
184.4
RPM
DEGF
DEGF
LBS/HR
230.5 DEGF
ISOC=O DROOP>O
276.6
Unitless
Page 1
Log OFF
Mode CHANGE
Clock 01-18-89 09:17
ENGINE PARAMETERS
TEST MODE
GAS V DEMAND
GAS V POSITION
322.7 VDC
368.8 VDC
LIQ V DEMAND
LIQ V POSITION
414.9 VDC
461.0 VDC
LIQ=O
507.1 Unitless
GAS>O
FUEL OFF=O ON>O
553.2
Unitless
~
data fail
1
5.4
2Mon
3Change
4Trim
8Reset
91ndex OQuit
PARAMETER SELECTION.
A. To select the parameter required for changing, highlight that
parameter using the cursor keys:
(up-arrow) . . . . . . . . . . move to previous parameter
(dn-arrow) . . . . . . . . . . move to next parameter
Appendix-14
JAN/91

(left-arrow) . . . . . . . . move to first parameter in page
(right-arrow) . . . . . . . move to last parameter in page
B. If the required parameter is not displayed on the current page, then
select the required page either by using the page select keys or by
direct page number entry.
c. The page index is available in this mode via the F9 key as described
in Par=graph 3.3.
D. Use the page selection keys and the cursor control keys to
familiarize yourself with operation.
E. On determining the parameter YOU want to change, and highlighting t,
then a change-may be applied either by direct-value entry oi trirnm ng
via the following procedure.
5.5
DIRECT VALUE ENTRY.

A. With the required parameter highlighted, press the F3 key. The
parameter name and-value will now be transferred into the prompt
field, and the associated NVM (default value) will also be
displayed. In test mode, the statement:
NVM value = ????
will be d splayed, as DIGICON is not on-line, and a communication
error has been detected., ignore this.
B. The screen and parameter update will now be frozen, awaiting a valid
data entry for the parameter from the keyboard.
c. Enter a valid data value at the prompt, in engineer ng units, without
entering the units name, i.e., enter a valid decima value
terminating with pressing Return.
D. Should a valid data value be entered, DCOMMS will now prompt you for
RAM, NVM, or both RAM and NVM update (Ref. Table 6). Press the key
associated with your selection (R, N, or B). Selecting R will update
RAM based values only, N will update NVM base values only while B
will update both RAM and NVM based values simultaneously.
E. If either R or B is selected from above, then the IBM internal
database will be updated together with the displayed screen value, if
N is selected then the associated IBM internal default database is
modified but not the screen displayed value (as the displayed
parameters are RAM based).
F. DCOMMS will revert back to a dynamic display, and remain in Change
mode allowing further changes to be made as required. Experiment a
few times to familiarize yourself.
JAN/91
Appendix-15

Test Mode Table 6.
Station:All i son 501KB5
Mode CHANGE
CONTROL ADJUSTMENTS
Clock 01-18-89 09:17
TEST MODE
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
418.5
434.0
449.5
465.0
RPM
DEGF
DEGF
LBS/HR
Page 4
Log OFF
N ISOC PROP
36.0 ---
N ISOC INTEGRAL
37.0 ---
LIQ RATIO X 100
31.0 Unitless
N DROOP PROP
38.0 ---
GAS RATIO X 100
32.0 Unitless
TIT PROP
39.0 ---
LOAD SHARE GAIN
33.0 Unitless
TIT INTEGRAL
40.0 ---
LOAD SHARE LAG
34.0 Unitless
KW PROPORTIONAL
41.0 ---
KW INTEGRAL
42.0 ---
IK-TRIM
35.0 DEGF
K-TRIM
NVM value = ????=
1
5.6
2Mon
3Change
Ram/Nvm/Both
40.0
?
data fail
4Trim
8Reset
91ndex OQuit
TRIMMING.
A. Sometimes it is necessary to alter a value in small continuous finite
steps analogous to a potentiometer adjustment, while observing the
effects on other parameters without having to repeatedly enter exact
values on the keyboard. For example, it may be required to establish
a control loop gain term by continuous adjustment while observing the
measured input value, such as changing speed loop proportional gain
and observing the stability effects on speed. This may be achieved
via the Trim function selected by function key F4 from Change mode.
B. With the required parameter highlighted, press the F4 key. The
parameter name and value will now be transferred into the prompt
field, and the associated NVM (default value) will also be
displayed. In test mode the statement:
NVM value = ????
will be displayed, as the DCA is not on-line, and a communication
error has been detected, ignore this.
C. The display will continue to be a dynamically updating screen.
Appendix-16
JAN/91

D. The parameter (RAM based only) may now be adjusted by use of one of
the trimming keys, these being (from the cursor movement keys on the
keyboard):
Home . . . . . . . . . . . . . . . . . . . .
(up-arrow) . . . . . . . . . . . . . .
PgUp . . . . . . . . . . . . . . . . . . . .
(shift) PgUp . . . . . . . . . . . .
End . . . . . . . . . . . . . . . . . . . . .
(Down-arrow) . . . . . . . . . . . .
PgDn . . . . . . . . . . . . . . . . . . . .
(shift) PgDn . . . . . . . . . . . .
very slow speed trim up

slow speed trim up
medium speed trim up
fast trim up
very slow speed trim down
slow speed trim down
medium speed trim down
fast trim down
E. Experiment with these keys to get a feel of response. It is

acceptable to keep the desired cursor key pressed to trim the
parameter as much as it is to just inch it with stabs on the
appropriate key.
F. Note that DCOMMS will limit adjustment to upper or lower limits as
defined in the DCOMMS Configuration file. The rates of adjustment
are not adjustable. Some parameters require larger steps than others
and must be trimmed using the medium or fast trim keys.
G. On achieving the required value, press the Return key to remain in
Change mode and change/trim other parameters, or press the Quit (F1O)
key to exit back to Monitor mode.
5.6.1 Enterinq a Trimmed Value to NVM.
CAUTION
DURING ENGINE OPERATION, ALL ADJUSTMENTS MUST BE MADE USING THE TRIM
FEATURE.
INSTANTANEOUSLY INSERTING A SPECIFIC VALUE WITH THE CHANGE
FEATURE MAY CAUSE ENGINE DAMAGE.
A. The trim feature only changes the RAM based parameters (temporary
changes). At this time, if a permanent change to the NVM based
parameter is desired, the change feature can be used during engine
operation to insert the new trimmed value without consequence. This
is possible because the engine is operating at the current trimmed
RAM value.
1. Enter Change Mode.
2. Use trim feature to make desired adjustment (RAM temporary;
small
incremental changes safe during engine operation).
3. Use change feature to insert new trimmed value. When asked for
NVM, RAM, or BOTH, either NVM or BOTH are appropriate selections.
JAN/91
Appendix-17

4. Verify that the NVM value now matches the RAM value. Use the
change feature again and compare the value in the parameter field
(RAM) with that in the prompt field (NVM). If they match, simply
push return; if they do not, try the procedure again.
5. Continue with other adjustments or exit Change Mode.
5.7
ERROR MESSAGES.
A. It may become apparent through experimentation that several different
types of error messages can be displayed, these being described as
follows.
5.7.1 Wronq Password.

A. This message is d splayed if an incorrect password is entered at the
keyboard. At the same time DCOMMS will revert back to Monitor mode.
B. To remove the error message, press the Reset (F8) key, and if
desired, repeat the required operation.
5.7.2 Guarded Access.
A. This message will be displayed if unauthorized access (to change) is
attempted on a parameter. This may occur if, for example, operator
access is attempted on a parameter that has been defined as a
monitoring only within the DCOMMS configuration file, or if an
attempt has been made (at any level) to change the value of a
parameter defined as a status/flag parameter. Operator access is
restricted solely to parameters defined as adjustable setpoints.
B. To remove the error message, press the Reset (F8) key, and if desired
repeat the required operation.
5.7.3 Ranqe Error.
A. This message will be displayed if an attempt has been made to alter a
value out of prescribed limits (as defined in the DCOMMS configuration file).
B. The selected parameter value will not be altered.
C. To remove the error message, press the Reset (F8) key and if desired,
Appendix-18
JAN/91

5.8
ABORT AND CANCEL FUNCTIONS .

A. If at any time during the Change mode you want to quit back to
Monitoring mode, then either press the Quit (F O) key or the Monitor
mode (F2) key.
5.9
CAUTIONS.
A. It is not wise to leave the system unattended while operating in
Change mode as it would be possible for unauthorized changes to be
made. Until Monitor mode is reestablished, the system remains in an
unlocked state, as password entry is required only to change mode,
not for each and every discrete alteration.
6.0
DATA RECORDING LOG MODE.

A. This mode allows selected parameters to be logged at discrete time
intervals, with associated data being saved to an external medium
(e.g., disk file or printer) for later analysis or for information
recording reasons.
B. Up to 8 parameters may be selected for logging at any one time, these
parameters being independent of screen and parameter layout. The
logging function is performed within DCOMMS during Monitor mode
operation, such that parameters may be displayed on one screen page
while parameters from that and/or other pages may be logged at the
same time.
c. Parameters are logged as records, where a record is one block of
parameter information as selected. Up to a limit of 1000 records may
be selected for logging, thus if 8 parameters and 1000 records are
selected, then a total of 1000 lines of data associated with 8
parameters will be logged.
D. The data logged is time tagged, per record, in units of hours,
minutes and seconds.
E. The resolution of data logging largely depends on the speed/power of
the IBM (or compatible) personal computer system used, as well as the
number of parameters being displayed on a Monitoring mode display
page (as the communication process to the DCA and subsequent data
conversion/display processes are increased, due to the fact that both
Monitoring and Logging functions are interleaved within DCOMMS).
However, generally the minimum update time may be of the order of 1
second for XT compatible com~uters and 0.5 seconds for AT
compatibles.
F. The data logging function w 11 terminate naturally after all records

have been logged, or may be terminated prematurely by operator
demand.
JAN/91
Appendix-19

G. Those ~arameters currently beinq loqqed are identified on the
Monitoring mode display b~ blinking-~sterisk characters in the
associated data field for that parameter.
6.1
ENTRY INTO LOG MODE.

A. Entry into Log mode for selection of parameters and logging functions
is via Monitoring mode.
B. Select Log mode by pressing F3 key from Monitor. ng mode.
6.2
INITIAL SETUP.
A. Enter the required password as prompted. The password is ALLIGT (an
acronym for Allison Industrial Gas Turbines).
B. Enter the time interval You want subseauentl.y selected parameters to
be logged against, in units of seconds: For-example, enter 5 (for
every 5 seconds) or 120 (for every 2 minutes) or 3600 (for every
hour) (Ref. Table 7).
Test Mode Table 7.
CONTROL ADJUSTMENTS
Mode Log set_up
TEST MODE
Clock 01-18-89 09:17
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
526.5
546.0
565.5
585.0
RPM
DEGF
DEGF
LBS/HR
Page 4
Log OFF
N ISOC PROP
36.0 ---
N ISOC INTEGRAL
37.0 ---
LIQ RATIOX 100
31.0 Unitless
N DROOP PROP
38.0 ---
GAS RATIO X 100
32.0 Unitless
TIT PROP
39.0 ---
LOAD SHARE GAIN
33.0 Unitless
TIT INTEGRAL
40.0 ---
LOAD SHARE LAG
34.0 Unitless
KW PROPORTIONAL
41.0 ---
K-TRIM
40.0 DEGF
KW INTEGRAL
42.0 ---
Enter time interval (sec.) 5.

data fail
I 1
2Mon
Appendix-20
8Reset 9
OQuit
JAN/91

C. The next prompt is for the number of log records (Ref. Table 8). The
number you enter must be between 1 and 1000. So if you want to log
t)arameters everv 5 seconds for 10 minutes, then enter 120 (10x60/5).
~fyou want to log for an unspecified period and will terminate the
log manually at a later time, then enter the maximum of 1000.
Test Mode Table 8.
Mode Log set_up

CONTROL ADJUSTMENTS
Clock 01-18-89 09:17
TEST MODE
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
526.5
546.0
565.5
585.0
LIQ RATIO X 100
Page 4
Log OFF
RPM
DEGF
DEGF
LBS/HR
N ISOC PROP
36.0 ---
N ISOC INTEGRAL
37.0 ---
31.0
Unitless
N DROOP PROP
38.0 ---
GAS RATIOX 100
32.0
Unitless
TIT PROP
39.0 ---
LOAD SHARE GAIN
33.0
Unitless
TIT INTEGRAL
40.0 ---
LOAD SHARE LAG
34.0
Unitless
KW PROPORTIONAL
41.0 ---
K-TRIM
40.0
DEGF
KW INTEGRAL
42.0 ---
Enter no of records 20
data fail
1
2Mon
8Reset 9
OQuit
D. The next DromDt is for the filename of the lociical device that YOU
want the iogged data to be sent (stored) (Ref~ Table 9). This must
be a valid DOS filename, but cannot be the screen display. It may
typically be a disk filename or perhaps a connected printer (in which
case enter PRN:).
If the selected filename already exists, then this
will be over-written with new data, else a new file will be opened.
Be careful in that if a printer is selected (i.e., PRN:) and a
printer is not actually connected to the computer, then the system
will fail (due to DOS).
E. Having entered valid responses to the above prompts, the mode
automatically changes to Log set-up in the header field, and
parameter names associated with the current page appear on the
display; parameter values and units are not shown as they are not
relevant to parameter selection for logging.
F. To abort log mode at any of the above points, enter a non-valid
response (which will be followed by associated error message) or use
the quit (F1O) function, returning back to Monitor mode.
JAN/91
Appendix-21

Test Mode Table 9.
Mode Log set_up

CONTROL ADJUSTMENTS
Clock 01-18-89 09:17
TEST MODE
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
526.5
546.0
565.5
585.0
RPM
DEGF
DEGF
LBS/HR
Page 4
Log OFF
N ISOC PROP
36.0 ---
N ISOC INTEGRAL
37.0 ---
N DROOP PROP
38.0 ---
GAS RATIO X 100 32.0 Unitless
TIT PROP
39.0 ---
LOAD SHARE GAIN 33.0 Unitless
TIT INTEGRAL
40.0 ---
LOAD SHARE LAG
34.0 Unitless
KW PROPORTIONAL
41.0 ---
K-TRIM
40.0 DEGF
KW INTEGRAL
42.0 ---
LIQ RATIO X 100
31.0 Unitless
Enter filename record.001

data fail
1
6.3
2Mon
8Reset 9
OQuit
LOG PARAMETER SELECTION.

A. The prompt field will now indicate the total number of Parameters
already selected for logging, out of a maximum of 8. 0
B. Select parameters for logging by moving the highlighted cursor to the
appropriate parameter (using cursor and page movement keys).
co The page index feature (via F9) is available in this mode.
D. On highlighting the required parameter, give this parameter the LOG
attribute by either pressing the ON (F2) key or the + key; the text
LOG will then be shown against that parameter indicating selection,
and the log counter in the prompt field will be incremented (Ref.
Table 10).
E. If you want to de-select a parameter from being logged, move the
highlighted cursor to that parameter and press the OFF (F3) key or
the - key; the LOG attribute will be then removed, and the log
counter in the prompt field decremented.
F. If you want to clear (cancel) all currently selected logging
parameters, then press F6.
Append x-22
JAN/91

Test Mode Table 10.
ENGINE PARAMETERS
TEST MODE
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
LOG
LOG
LOG
LOG
Mode Log set_up

Clock 01-18-89 09:17
GAS V DEMAND
GAS V POSITION
LIQ=O
ISOC=O
FUEL OFF=O ON>O
DROOP>O
GAS>O
Select log parameters

No of parameters selected = 6/8
20N
30FF
LOG
LOG
LIQ V DEMAND
KIQ V POSITION
ENGINE CIT
Page 1
Log OFF
6CANCEL 7
data fail
8Reset
91ndex OQuit
G. Continue selecting parameters as required by using the above

techniques. Have a go at selecting and de-selecting several
parameters across several pages until you get accustomed to it.
6.4
RETURN KEY.
A. On having finalized your log selection, press the Return key. This
signifies to DCOMMS that you have completed the log selection.
B. Now a summary of your chosen parameters will be displayed (Ref. Table
11). If you are not happy with this, then press the N key, in which
case you will be prompted for all parameters again, else DCOMMS will
quit Log set-up mode withthe parameters that you have chosen.
C. Familiarize yourself with operation by entering N (for No) to the
above summary response, and changing your selection. DCOMMS will
re-prompt you for time, record and file information and re-display
the current parameter page with the associated log attributes.
6.5
LOGGING.
A. On exiting Log, set up mode with valid selections, DCOMMS will return
to Monitor mode with the Log status in the header field initially
JAN/91
Appendix-23

Test Mode Table 11.
Mode Log set_up

Clock 01-18-89 09:17
TEST MODE
Page 1
Log OFF
Parameters selected for log../

ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
GAS V DEMAND
GAS V POSITION
Sampling time = 5 sec

Number of Log Records = 20
use these parameters?
No of parameters selected = 6/8
1
data fail
6
OQuit
showing ON, soon followed by a count of the number of records currently Logged (i.e., O, 1, 2, and so on until the Log terminates).
This is initiated by entering Y (for Yes) at the prompt described in
6.4.
B. It will also be seen that any parameter that has been selected for
Logging has a blinking asterisk (*) to the right of the parameter
data field (Ref. Table 12).
C. Normal monitoring mode is in operation, with Logging occurring in the
background (actually interleaved with Monitoring mode functions).
D. If another mode is selected from Monitoring mode, however, for
example Change or NVinit, then the Logging function will be suspended
until Monitor mode is re-invoked.
6.6
TERMINATING LOGGING.
A. Unless otherwise demanded, the Logging function will carry on until
its natural termination; that is, when the selected number of records
have been logged.
Appendix-24
JAN/91

Test Mode Table 12.
ENGINE PARAMETERS
TEST MODE
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
61.3
122.6
183.9
245.2
ENGINE CIT
306.5 DEGF
ISOC=O DROOP>O
367.8
*RPM
*DEGF
*DEGF
*LBS/HR
Unitless
Mode Monitor
Clock 01-18-89 09:17
Page 1
Log 5
GAS V DEMAND
GAS V POSITION
429.1 *VDC
490.4 *VDC
LIQ V DEMAND
LIQ V POSITION
551.7 VDC
613.0 VDC
LIQ=O
674.3 Unitless
GAS>O
FUEL OFF=O ON>O
735.6 Unitless
data fail
1
2Change 3Log
4NVinit
7SavePg
8Reset
91ndex OQuit
B. If it is desired to prematurely terminate the Log function, for

whatever reason, then this may be accomplished by selecting Log mode
(F3) from Monitor mode, whereupon DCOMMS (knowing that a Log is
currently in progress) will prompt you whether or not you wish to
terminate, after entering the valid password. Enter a Y to terminate
or N to continue (the Return key is not required).
C. On final Log termination, the Log attributes (*) as shown on the
Monitor mode display pages will disappear.
6.7
LOG MODE RE-INVOCATION.

A. Should you have previously performed a Logging function in the
current DCOMMS session, and invoke Log mode (F3) again after entering
the valid password, DCOMMS will give the summary (as in Paragraph
6.4) of the previous Log parameter selection to allow you to repeat
the previous Log or use some of those parameters from that previous
Log . Go to Paragraph 6.3 above to change parameters after entering N
(for No) to the prompt.
6.8
FORMAT AND LIMITATIONS.

A. Table 13 depicts an example historical data log file printout.
JAN/91
Appendix-25

Test Mode Table 13.
Station: Allison 501KB5
Date=O1-18-89
Parameters selected for
Tag
identity
P1
ENGINE SPEED
P2
T/C TOT
P3
CALCULATED TIT
P4
FUEL FLOW RQST
GAS V DEMAND
;:
GAS V POSITION
logging . . .
units
RPM
DEGF
DEGF
LBS/HR
VDC
VDC
Time
P2
09:37:58
09:38:03
09:38:09
09:38:14
09:38:19
09:39:01
09:39:06
09:39:11
09:39:16
09:39:21
09:39:26
09:39:32
09:39:37
09:39:42
09:39:47
09:39:52
09:39:57
09:40:02
09:40:07
09:40:12
PI
59.5
59.5
59.5
59.6
61.1
61.5
63.0
64.5
66.0
67.5
69.0
70.5
72.0
73.5
75.0
76.6
78.1
79.6
81.1
82.6
119.0
119.0
119.0
119.2
122.2
123.0
126.0
129.0
132.0
135.0
138.0
141.0
144.0
147.0
150.0
153.2
156.2
159.2
162.2
165.2
P3
178.5
178.5
178.5
178.8
183.3
184.5
189.0
193.5
198.0
202.5
207.0
211.5
216.0
220.5
225.0
229.8
234.3
238.8
243.3
247.8
P4
238.0
238.0
238.0
238.4
244.4
246.0
252.0
258.0
264.0
270.0
276.0
282.0
288.0
294.0
300.0
306.4
312.4
318.4
324.4
330.4
P5
416.5
416.5
416.5
417.2
427.7
430.5
441.0
451.5
462.0
472.5
483.0
493.5
504.0
514.5
525.0
536.2
546.7
557.2
567.7
578.2
P6
476.0
476.0
476.0
476.8
488.8
492.0
504.0
516.0
528.0
540.0
552.0
564.0
576.0
588.0
600.0
612.8
624.8
636.8
648.8
660.8
og terminated 01-18-89 at 09:40:12
B. The log file will show engineering unit information for the following
monitoring parameters. (All found on page 1 of the DCOMMS program. )
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
Appendix-26
GAS V DEMAND
GAS V POSITION
JAN/91

6.9
ERROR MESSAGES .
A. The following error messages may be encountered in Log set-up mode:
6.9.1 Wronq Password.

A. This message is displayed if an incorrect password is entered at the
keyboard. At the same time DCOMMS will revert back to Monitor mode.
B. To remove the error message, press the Reset (F8) key, and if desired
6.9.2 Invalid File O~eration.
A. This message will be displayed if an illegal filename has been
entered when one has been prompted for, or if the selected file is a
read only device, or some other illegal file operation has occurred.
B. DCOMMS will allow you to re-enter a valid filename and continue.
7.0
DIGICON NON VOLATILE MEMORY (NVM) ACCESS NVM MODE.
7.1
GENERAL.
A. The DCOMMS package allows access to the DCAS NVM based parameters,
these generally being used for default settings of adjustments. The
operations described in this section refer to the adjustable
parameters as defined in Paragraph 5.1. Where the phrase DIGICON NVM
parameters is used, the adjustable parameters are inferred. This
function allows block transfer of information from one memory station
to another.
B. While the Change mode allows discrete alteration of NVM based
parameters, the NVinit mode allows block transfer of all DCA NVM
parameters to and from the personal computer (PC).
C. This mode allows block read and write of the DCA NVM values as well
as examination of both the DCA based parameters and the internal IBM
default values (as defined in the DCOMMS configuration file).
D. The block read and write functions are particularly useful in:
1. (Block read) Keeping a record of currently stored information
within the DCA system.
2. (Block write) Performing a complete default value initialization
on the DCA system.
JAN/91
Appendix-27

3. (Block read and write) In commissioning several DCA systems of
the same application, the first system may be adjusted and trimmed
extensively using the normal Change mode operations, then to
transfer the same information to the other DCAS without repeating
the lengthy discrete changes to each, download all data from the
first to the IBM and subsequently disk file, then upload that data
from IBM to the other DCAS using the block write function. This
saves considerable time and minimizes risk of forgetting to set
some parameters up or entering incorrect date.
7.2
ENTRY INTO NVINIT MODE.

A. Entry into NVM initialization (NVinit) mode is via Monitoring mode
(as indicated in the function key field) by pressing F4.
B. DCOMMS will now prompt for entry of a valid password in the prompt
field. At this stage, the screen and parameter update is frozen. A
valid password must now be entered. The password is ALLIGT; an
acronym for Allison Industrial Gas Turbines.
c. Either enter a valid password to continue, else enter a non-valid
password to abort the-function to revert back to Monitor mode; if the
latter is performed, then reset the password error message using the
reset (F8) key.
7.3
NVINIT MENU.
A. The screen layout will now appear as shown in Table 14.
B. The menu shown depicts the functions that are supported, i.e.:
1. F3 Read all DCA based NVM values into IBM internal default
database. This will overwrite the default settings that were
previously present and loaded in via the DCOMMS configuration
file. This is the inverse function to F4 below.
2. F4 Write all default settings as currently stored in the IBM
internal default database to DCA NVM. This will overwrite all
DCA NVM parameters associated with those parameters declared in
the DCOMMS configuration file. This is the inverse function of
F3 above.
3. F5 Examine (view) the current DCA NVM based parameter values.
This reads the DCA NVM parameters into the IBM, page by page as
required, and allows examination only of those parameters.
4. F6 Examine (view) the IBM current default database settings, page
by page as required. These values will reflect the DCOMMS
configuration file default settings plus any subsequent changes
Appendix-28
JAN/91

Test Mode Table 14.
ENGINE PARAMETERS
TEST MODE
Station: Allison 501KB5
Mode NVM init

Clock 01-18-89 09:17
Page 1
Log OFF
Selection Menu
Read NVM values into IBM memory . . . . . . . . . . . .
Download Configuration file values to NVM . .
View NVM values page by page . . . . . . . . . . . . . . .
View IBM default values page by page . . . . . .
Return to Monitor mode . . . . . . . . . . . . . . . . . . . . .
F3
F4
. ;:
F1O
enter function selection

data fail
1
3Rd NVM 4Wr NVM 5SeeNVM 6SeeDef 7
8Reset
91ndex OQuit
that were applied to NVM ~ n Change mode operations (if any), or

reflect the DCA values if the F3 bock read operation above has
recently been performed.
7.4
OPERATION.
A. Any of the aforementioned operations may be performed from the NVinit
menu. To return to the menu from any of these operations, use the
Quit (F1O) key, and to return back to Monitoring-mode, do this from
the NVinit menu using again the Quit (F1O) key.
7.4.1 Read DIGICON.

A. From the NVinit menu select F3.
B. The DCA based NVM values are read into IBM internal default
previously present and loaded in via the DCOMMS configuration file.
c. Progress of the block read function is indicated in the prompt field
by a parameter counter.
D. Should a communication failure occur (other than test mode) then this
JAN/91
Appendix-29

will be indicated, allowing the operator to retry the data transfer
(and continue if successful), else ignore the communication failure
for this parameter (go on to next one, this is a bit dodgy - you
should either retry or abort and ascertain the cause of the problem)
or else abort the block read function (return to NVinit menu).
7.4.2 Write DIGICON.
A. From the NVinit menu, select F4.
B. The DCA based NVM values are written to form IBM internal default
previously present in the DCA.
c. Progress of the block write function is indicated in the prompt field
by a parameter counter.
D. Should a communication failure occur (other than test mode), then
this will be indicated, allowing the operator to retry the data
transfer (and continue if successful), else ignore the communication
failure for this parameter (go on to next one, this is a bit dodgy you should either retry or abort and ascertain the cause of the problem) or else abort the block read function (return to NVinit menu).
7.4.3 View DIGICON.
A. From the NVinit menu, select function F5.
B. The screen layout will follow that of the Monitor mode display, see
Table 1 (with mode set at NVMinit).
c. Parameters are read in from the DCA on a page by page basis as
required (as each page is selected). The values displayed are the
NVM values as opposed to the Monitor mode RAM based values.
D. The normal page selection facilities are available, as is the page
index facility.
E. To return to the NVinit menu, use the Quit (F1O) key.
F. No modification to NVM values is permitted in this mode (this is
performed on a discrete basis using Change mode).
7.4.4 View IBM Default Settinas.
A. From the NVinit menu, select function F6.
B. The screen layout will follow. that of the Monitor mode display, see
Table 1 (with-mode set at NVinit).
Appendix-30
JAN/91

C. Parameters displayed are the default settings as existing in the IBM
internal default database as opposed to the Monitor mode RAM based
values. These values will reflect the DCOMMS configuration file
default settings plus any subsequent changes that were applied to NVM
in Change mode operations (if any), or reflect the DCA values if the
F3 block read operation (above) has recently been performed.
D. The normal page selection facilities are available, as is the page
index facility.
E. To return to the NVinit menu, use the Quit (F1O) key.
F. No modification to default values is permitted in this mode (this is
performed on a discrete basis using Change mode, or off line using a
suitable text editor).
8.0
USE OF DCOMMS.
8.1
BRIEF SYSTEM SUMMARY.
8.1.1
Monitoring Mode.
A. Monitoring mode is the primary operating mode, and it is from this
mode that others (e.g. Historical data logging, Change) are entered.
B. DisDlay r)aqes may be selected either via the page selection keys
(Horne,-End~ PgUp~ PgDn) or direct entry. c. An Index facility (F8) provides a list of display pages available
within the system.
D. A Save Paqe facility (F7) stores the currently selected Pa9e to a
selected logical file:
8.1.2
Chanae Mode.
A. Change mode is entered via Monitoring mode, after entry of a valid
password. The password is ALLIGT (an acronym for Allison Industrial
Gas Turbines).
B. Operator password access is to operator definable adjustable
parameters, and subsequent parameter changes are limit protected.
c. The required parameter for adjustment is selected through use of page
selection and cursor movement keys.
D. Page Indexing (via F9) is available.
JAN/91
Appendix-31

E. Parameters may be either adjusted via direct value entry (F3) or
trimming (F4) methods.
F. Various error messages may appear should incorrect procedures be
attempted.
G. Termination of Change mode is via use of Quit (F1O) key reverting
operation back to normal Monitoring mode. 8.1.3 Loq Mode.
A. This mode allows selected parameters to be logged at discrete time
intervals, with associated data being saved to an external medium
(e.g., disk file or printer) for later analysis or for information
recording reasons.
B. Historical data logging is set up through F3 from Monitor mode and is
password protected. The password is ALLIGT.
C. Data logging is in records, time tagged, with logging interval
operator definable.
D. From 1 to 1000 records may be logged in a single log session. Each
log record contains data for each parameter selected fore logging.
E. Parameters required for logging are selected using page and cursor
movement keys and toggling Log status with on/off function keys or +
- keyboard keys.
F. Logging will terminate naturally when all records are complete, or
prematurely on demand.
G. A blinking asterisk in the data field of parameter display in Monitor
mode indicates that that parameter is currently being logged.
8.1.4 NVinit Mode.
A. The DCOMMS package allows access to the DCAS NVM based parameters,
these generally being used for default settings of adjustments and
the like. NVinit Mode is password protected. The password is
ALLIGT.
B. NVinit mode is entered via function F4 from Monitor mode.
C. Facilities are provided for:
1.
2.
3.
4.
Appendix-32
F3 .
F4 .
F5 .
F6 .
.
.
.
.
.
.
.
.
Block Read of DCA NVM into IBM memory

Block Write of DCA NVM from IBM memory
Examine DCA NVM page by page
Examine IBM default settings page by page
JAN/91

D. While the Change mode allows discrete alteration of NVM based parameters, the NVinit mode allows -block transfer of all DCA NVM
parameters to/from the personal computer (PC).
8.2
DCOMMS WITH AND WITHOUT THE DCA.

A, For initiation into the use of DCOMMS, it is recommended that the
system summary be reviewed. Also, use of the test mode provided is
advised. The test mode is automatically engaged when DCOMMS is run
without the PC connected to the DCA. This mode is also useful for
testing a new configuration file before exposing to a real control
atmosphere. Remember, in the test mode the values will be changing
on the screen with no true meaning or reflection of
interrelationship.
B. Now that the operator is familiar with DCOMMS and the configuration
file is verified, the package is ready for operation with the 13CA.
8.2.1 Startinq DCOMMS Without The DCA.

A. Turn the PC ON.
the prompt C.
The PC will go through initial sequence and display
B. Type DCOMMS and the program should operate correctly.

C. Enter the numeral 1 at the comport prompt. Ref. Table 15.
Test Mode Table 15.
DIGICON IBM PC Communications facility
DCOMMS V2.03
Designed by: Bill Harlow
Copyright (C) 1987 Hawker Siddeley Dynamics Engineering Inc
2869 Higgins Road
Elk Grove
Chicago Illinois 60007
tel 312-956-6302 fax 312-956-6304
Enter comm port number [1-4]
D. Enter the configuration file name 501KB5 at the station prompt.

Table 16,
JAN/91
Ref.
Appendix-33

Test Mode Table 16.
DIGICON (DCA) IBM PC Communications facility
DCOMMS V2.03
2869 Higgins Road
Elk Grove
tel 312-956-6302 fax 312-956-6304
Enter comm port number [1-4] 1
enter station
E. The prompt will now appear abort, retry, test mode. Ref. Table 17.
Abort returns to normal DOS system, retry may be used if a
configuration file was on a floppy disk not inserted and a wrong name
error message was given. Test will display the DCOMMS package in
Monitoring mode.
Test Mode Table 17.
DIGICON (DCA) IBM PC Communications facility
DCOMMS V2.03
2869 Higgins Road
Elk Grove
tel 312-956-6302 fax 312-956-6304
Enter comm port number [1-4] 1
enter station a:xxxxxxxx.kb5
downloading configuration file. ..wait
lines read = 562
all lines read
Digicon not on line, abort, retry, or test mode?
Appendix-34
JAN/91

8.2.2 Startinq DCOMMS With DCA.
A. The DCA may or may not be ON.
The PC computer should be OFF.
B. Install the RS232 (P/N EX-157395) cable to the rear serial port of
the PC. Do not install this cable to the DCA until later.
c. Turn the PC ON. The computer will go through its initial sequence
and display the prompt C.
D. Change the PCs CPU speed from 12 to 8 MHz.
E. Install the RS232 cable to the front CPUs V24 connector of the DCA.
F. Type MODE COM1 9600,N,8,1 at the C prompt. Follow this by a RETURN.
This command establishes the communication parameters, i.e., baud
rate, parity, etc.
G. If the DCA is not turned ON yet, do so.
H. Type DCOMMS and the program should operate correctly.
I. Enter the numeral 1 at the comport prompt (Ref. Table 15).
J. .-.
Enter the configuration file name at the station prompt (Ref. Table
lb).
8.2.3 Terminating DCOMMS.

A. When terminating the DCOMMS communications session, do this from
Monitor mode of operation by selecting Quit (F1O).
B. DCOMMS will prompt you to be sure that you really do want to
terminate the session. Enter Y (yes) if required to quit, else N
(no) to remain in DCOMMS or if you accidentally pressed F1O to begin
with (Ref. Table 18).
c. DCOMMS will then prompt you as to Save the updated configuration file
(Ref. Table 19):
1. If you have carried out any changes to the
either through Change mode or NVinit mode)
settings in the IBM internal database will
modified. Thus, it is a good idea to keep
changes on disk file.
system (NVM parameters,

then the default
be correspondingly
a record of these
2. If you enter N to the prompt, then DCOMMS will abort to DOS

without saving the information (this can later be retrieved by
using NVinit function F3, and terminating session using the save
configuration file option).
JAN/91
Appendix-35

Test Mode Table 18.
Station:Al 1 i son 501KB5
ENGINE PARAMETERS
TEST MODE
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
100.9
201.8
302.7
403.6
ENGINE CIT
504.5 DEGF
ISOC=O DROOP>O
605.4
RPM
DEGF
DEGF
LBS/HR
Mode Monitor
Clock O1-18-89 09:17
Page 1
Log OFF
GAS V DEMAND
GAS V POSITION
706.3 VDC
807.2 VDC
LIQ V DEMAND
LIQ V POSITION
908.1 VDC
1009.0 VDC
LIQ=O
1109.9 Unitless
GAS>O
FUEL OFF=O ON>O 1210.8 Unitless
Unitless
Terminate session ?
data fail
I 1
2Change 3Log
4NVinit
7SavePg
8Reset
91ndex OQuit
3. If YOU enter Y to the ~rom~t, then DCOMMS will prompt YOU for a
con~iguration filename; At this point, you should enter a different filename to the one entered at the very start of DCOMMS
invocation (from the Enter station prompt) if you want to maintain
the previous configuration; else if you do want to overwrite the
existing configuration file then enter the same filename as the
one you started with.
4. In response to entering a valid filename, DCOMMS will reconstruct
a configuration file, writing to it all parameter and screen
information.
This file can at a subsequent time be used as the
starting filename for DCOMMS at the Enter station prompt. As the
file is written, an indication of progress is indicated by a
parameter counter in the prompt field. This may take a little
time, as DCOMMS will be performing quite a bit of data manipulation, data conversion and file manipulation, be patient.
5. DCOMMS will then prompt, Do You want another run?. An Y response
will return you to the DCOMMS-monitor mode. An N response will
abort DCOMMS and return the system to DOS prompt (see Table 20).
dcomms aborted
c>
CAUTION
DO NOT TERMINATE DCOMMS BY ANY OTHER TECHNIQUE (E.G., Ctrl-C OR CtrlBreak OR Ctrl-Alt-Del) AS DCOMMS DATA (internal to IBM) WILL BE LOST.
Appendix-36
JAN/91

Test Mode Table 19.
ENGINE PARAMETERS
TEST MODE
100.9 RPM
ENGINE SPEED
T/C TOT
201.8 DEGF
CALCULATED TIT 302.7 DEGF
FUEL FLOW RQST
403.6 LBS/HR
504.5 DEGF
ENGINE CIT
ISOC=O DROOP>O
605.4
Mode Monitor
Clock O1-18-89 09:17
GAS V DEMAND
GAS V POSITION
706.3 VDC
807.2 VDC
LIQ V DEMAND
LIQ V POSITION
908.1 VDC
1009.0 VDC
LIQ=O
1109.9 Unitless
FUEL
Unitless
Page 1
Log OFF
GAS>O
OFF=O ON>O 1210.8 Unitless
Save updated configuration file ?

data fail
1
2Change 3Log
4NVinit 5
7SavePg
8Reset
91ndex OQuit
Test Mode Table 20.

ENGINE PARAMETERS
TEST MODE
ENGINE SPEED
T/C TOT
CALCULATED TIT
FUEL FLOW RQST
100.9
201.8
302.7
403.6
ENGINE CIT
504.5 DEGF
ISOC=O DROOP>O
605.4
RPM
DEGF
DEGF
LBS/HR
Mode Monitor
Clock O1-18-89 09:17
Page 1
Log OFF
GAS V DEMAND
GAS V POSITION
706.3 VDC
807.2 VDC
LIQ V DEMAND
LIQ V POSITION
908.1 VDC
1009.0 VDC
LIQ=O
GAS>O
1109.9 Unitless
FUEL OFF=O ON>O 1210.8 Unitless
Unitless
Do you want another run?

data fail
1
JAN/91
2Change 3Log
4NVinit
7SavePg 8Reset 91ndex OQuit
Appendix-37
1,
.-
9.0
CAUTIONS.
A. The following is a list of CAUTIONS that may tend to interfere with
the system operation:
1. Depressing Ctrl-Alt-Del resets the computer and aborts everything
(standard IBM/DOS).
2. Pressing Ctrl-S suspends screen update (standard DOS).
3. Pressing Ctrl-P sends subsequent screen data to assigned printer
port until Ctrl-P is pressed again. Note that if printer is not
connected then standard DOS will print screen error message and
ruin the DCOMMS display.
4. Ctrl-NumLock suspends system operation until any other character
key is pressed (standard DOS). Thus, if used, this will freeze
the DCOMMS operation.
5. Shift-PrtSc sends a copy of what is currently displayed on the
screen to the printer. If printer is not attached, the system
will eventually (many seconds) timeout and resume operation,
though in intervening period, all system activity is suspended.
Appendix-38
JAN/91

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PROPRIETARY RIGHTS LEGEND

@ 1995 Allieon Engine Company, Inc,

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understand that these warnings and cautions

Proper methods of operation, service, and re~air are imDortant to the

Allison Engine Company

AN OPERATING PROCEDURE, PRACTICE, ETC., WHICH IF NOT CORRECTLY FOLLOWED, COULD

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PROVIDE ADEQUATE VENTILATION.

THIS SOLUTION IS INJURIOUS TO THE SKIN AND CLOTHING: OPERATORS MUST BE

INJURY AND/OR DAMAGE MAY

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The following Installation Assembly Drawing is the final authority in defining

501-KB5 Engine Installation, Digital Electrical

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Allison Gas Turbine Division

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CEC EQUIPMENTS MARITIMOS

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DETROIT ENGINE AND TURBINE

TOMINAGA AND COMPANY, LIMITED

U.S. TURBINE CORPORATION

ENGINEERED PRODUCT SUPPLIER

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NATIONAL AIRMOTIVE CORPORATION

STANDARD AERO LIMITED

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Allison Industrial Gas Turbines

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radius or Rankine scale,

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Engine Breather Vent.

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ENGINE DESCRIPTION (cent)

Lifting and Handling Information

ENGINE OPERATION AND TROUBLESHOOTING

ENGINE INSPECTION AND MAINTENANCE TASKS

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501-KB5 DEC OPERATION AND MAINTENANCE

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501-KB5 DEC OPERATION AND MAINTENANCE

FUEL SYSTEM (cent)

High Pressure (HP) Fuel Filter

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501-KB5 DEC OPERATION AND MAINTENANCE

FUEL SYSTEM (cent)

Single Entry Fuel Nozzle (Fuel Nozzle)

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501-KB5 DEC OPERATION AND MAINTENANCE

FUEL SYSTEM (cent)

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FUEL SYSTEM (cent)

Main Manifold Drain Valve Removal

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FUEL SYSTEM (cent)

Gaseous Differential Pressure Switch

TURBINE OUTLET TEMPERATURE (TOT) SYSTEM

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CONTROL SYSTEM (cent)

4-Way D-to-A Output Unit Module

501-KB5 Oper & Maint Man

501-KB5 Oper & Maint Man