Pratt & Whitney Canada: Maintenance Manual MANUAL PART NO. 3017042

PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3017042
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Adjustment/ 502 Dec 02/2013
Test 503 Dec 02/2013
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P&WC Proprietary Information. Subject to the restriction on the title page.

The export control classification with respect to this document is contained on the back of the title page.
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71-00 LEP Dec 02/2013
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
POWER PLANT - ADJUSTMENT/TEST 71-00-00
1. General 501
A. Use of Procedures 501
B. Symbols 501
C. Ground Safety Precautions 502
D. Environmental Conditions 504

E. Fuel 505
F. Instruments 505
2. Ground Operating Limits 505
3. Ground Testing Procedures 506

A. General 506
B. Equipment Required 509
C. Wet Motoring Run 509

D. Dry Motoring Run 510
E. Pressure Test of Fuel Control Pneumatic System 511
F. Tt5 Temperature Compensator Verification 513

G. Pre-start Checks 519
H. Starting 519
I. Maximum Ng and Manual-Automatic Interconnect Linkage

Adjustment 525
J. Power Turbine (Nf) Governors 529
K. Torque Control Unit (PT6T-3, PT6T-3B and PT6T-3BF) 530
L. Torque Limiter (PT6T-3, 3B, 3BF Post-SB5267 and PT6T-3BE,

PT6T-3BG) 530
M. Performance/Power Assurance Check 533
N. Acceleration 533
O. Deceleration (Pre-SB5398 engines only) 534

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71-00 CONTENTS Dec 02/2013
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT PAGE
POWER PLANT - ADJUSTMENT/TEST (Cont’d) 71-00-00
P. Shutdown 534
Q. Bleed Valve Closing Point 535

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MAINTENANCE MANUAL
POWER PLANT - ADJUSTMENT/TEST
1. General
A. Use of Procedures
This section contains information for PT6T-3/-3B/-3BE/-3BF/-3BG engine ground running

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

Pt2 Total pressure - compressor inlet
Tt2 Total temperature - compressor inlet
Tt5 Inter-turbine temperature
Wf Fuel flow
Ng Gas generator rpm
Nf Power turbine rpm
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C. Ground Safety Precautions
WARNING: AT TAKEOFF POWER, THE EXHAUST STREAM MAY PICK UP AND

THROW LOOSE DIRT, GRAVEL AND OTHER DEBRIS OVER A
CONSIDERABLE DISTANCE. PRECAUTIONS MUST BE TAKEN DURING
ENGINE RUNNING TO AVOID INJURY TO PERSONNEL AND DAMAGE
TO PROPERTY. OCCASIONALLY, DURING POWER SECTION
STARTING, EXCESS FUEL ACCUMULATES IN EXHAUST DUCT WHICH
WHEN IGNITED CAUSES LONG FLAMES TO BE EMITTED FROM
THE EXHAUST. PERSONNEL MUST ENSURE THAT THE RUN UP AREA
IS CLEAR OF INFLAMMABLE MATERIALS AND GROUND EQUIPMENT.
WARNING: CARBON MONOXIDE CONTENT OF EXHAUST GASES IS RELATIVELY
LOW. HOWEVER OTHER GASES ARE PRESENT WHICH HAVE A
DISAGREEABLE ODOR AND AN IRRITATING EFFECT ON SKIN TISSUE.
EXPOSURE USUALLY RESULTS IN WATERING OF THE EYES
ACCOMPANIED BY A BURNING SENSATION. LESS NOTICEABLE, BUT
EQUALLY AS HAZARDOUS IS THE DANGER OF RESPIRATORY
IRRITATION. FOR BOTH OF THESE REASONS, EXPOSURE TO
EXHAUST GASES SHOULD BE AVOIDED, PARTICULARLY IN CONFINED
SPACES.
WARNING: AFTER POWER SECTION OPERATION, SUFFICIENT TIME MUST BE
ALLOWED FOR COOL DOWN BEFORE INSPECTING OR WORKING IN
THE EXHAUST CASE AREA.
WARNING: ALL JET FUELS AND LUBRICATING OILS HAVE AN INJURIOUS
EFFECT ON THE SKIN. PRECAUTIONS MUST BE TAKEN TO AVOID
CONTACT AS MUCH AS POSSIBLE.
CAUTION: POWER SECTION COMPRESSOR INLET CASES ARE DESIGNED FOR
RELATIVELY LOW INTAKE AIR VELOCITY. NEVERTHELESS THE
IMMEDIATE AREA OF THE INLETS MUST BE FREE FROM LOOSE
OBJECTS, SAND, GRIT, RAGS AND SPILLED FLUIDS WHICH COULD
PASS THROUGH THE INLET SCREENS AND CONTAMINATE OR
DAMAGE COMPRESSOR BLADES.
(1) The preceding WARNINGS and CAUTIONS shall be observed.
(2) The use of turbine-powered aircraft makes it necessary to improve existing ground
safety precautions. To prevent injury to personnel and damage to property, handling
and working procedures must be suitably modified depending on installations.
When handling or working on turbine-powered aircraft, not only must the areas with
rotating components be avoided, but allowances must also be made for the hot,
high velocity exhaust gases discharged from the exhaust nozzles (Ref. Fig. 501)
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MAINTENANCE MANUAL
6−FT
43 160 30
EXHAUST DANGER AREA

AT TAKE−OFF RATING
TWO POWER SECTIONS
25
50 175
20
KNOTS 75 250 °F FEET
15
10
150
450
250 5
800
655 1100 0
C3042
Exhaust Danger Area - Typical
Figure 501
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D. Environmental Conditions
(1) Ambient Conditions
CAUTION: WHEN STARTING AN ENGINE THAT HAS BEEN EXPOSED TO

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

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

APPLYING HEAT FOR SEVERAL MINUTES DOES NOT
NECESSARILY MEAN THAT ALL ICE HAS MELTED. LUMPS MAY
STILL REMAIN AS A SERIOUS HAZARD. HEATING MUST BE
CONTINUED FOR A SHORT TIME AFTER FUEL BEGINS TO FLOW
AND DRAINED FUEL INSPECTED UNTIL IT IS EVIDENT THAT
ALL WATER HAS BEEN REMOVED.
As temperature drops, water becomes less soluble in fuel, with the result that water
and fuel separate, and water seeks the lowest point in the fuel system or
accessory. If temperature drops sufficiently, water freezes in the fuel and forms tiny
needle-shaped crystals which may impinge on strainers and restrict fuel flow. In
extreme cases fuel flow may be blocked entirely. This condition is evidenced by a
drop in fuel pressure to the power section. The remedy for this condition is to apply
heat to affected components.
In cold weather, it is most important that all fuel pumps and strainers be thoroughly
inspected prior to flight. As long a fuel flows freely from drains in tank and
strainers, it can be assumed that the system is free of ice. Any indication of restricted
flow is cause for heat application. Collect all drainage in a clear container, and
inspect for water globules in the fuel.
A similar condition may exist in lubrication systems, with water coming from
condensation in oil tanks or power section casings.
(3) Precipitation
Performance checks and engine adjustments should not be attempted in moderate

to heavy precipitation. Water, snow or ice entering engine inlets causes changes
in power output proportional to the amount entering the affected power section. Power
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output changes are minor, but not insignificant. Freezing rain and slushy snow have
the same effect on power output, and may cling to inlet ducts and screens and
upset air flow to the affected power section.
NOTE: Icing of the governor air pressure tube assembly may occur when
operating at or near the freezing point. This will prevent the normal
operation of the free turbine governor, which may result in an overspeed of
the power section. Heated governor air pressure tube (Post-SB5080) will
prevent icing.
E. Fuel
It is recommended that testing be carried out with the same fuel as is used in service
(Ref. SB5144).
F. Instruments
Testing procedures described depend, for their effectiveness, on the accuracy of cockpit
instrumentation. Instruments should be calibrated frequently to ensure continued
accuracy within the following limits:
Ambient ±1°F
temperature
Ambient ±0.05‘‘ Hg
pressure
Ng and Nf ± 0.5%
rpm
Tt5 ± 5°C (9°F) (system accuracy)
temperature
Torquemeter ± 7 lb.ft. (system accuracy)
2. Ground Operating Limits
The ground operating limits for each power section are as shown in Table 501 (PT6T-3) or
Table 502 (PT6T-3B/-3BE/-3BF/-3BG).
Limits quoted apply for Standard Day Conditions unless otherwise stated.
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If during testing procedures, overtemperature, overspeed or overtorque conditions occur,

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

Operating Gen- put Tur- Pressure Oil
Conditions Max erator Shaft bine (PSIG) Temperature
(6) (7) NOM Obs Speed Speed Speed (4) (°C) (8)
ITT ITT Ng Ns
°C °C RPM RPM Nf P/S RGB P/S (3) RGB (3)
No Load 450 600 24500 6798 103% 40 min. 40 min -54 to + 115 -54 to + 115
(64.2%) (1) (5)
Starting 870 1090 -54 Min. (3) -54 Min (3)
(2)
NOTE: 1. The output speed is limited to 6798 rpm (103%) at NO LOAD condition. Transient
overspeed (103%<Nf<=110%) is limited to 10 seconds.
NOTE: 2. This value is time-limited (Ref. 72-00-00, INSPECTION/CHECK).
NOTE: 3. Minimum oil temperature for starting is -40°C (-40°F) for 5 C/S (Type II) oil and -53.9°C
(-65°F) for 3 C/S (Type I) oil.
NOTE: 4. These pressure limits apply to normal operating temperatures. During extremely cold
starts, oil pressure may reach 300 psi.
NOTE: 5. This limit is the minimum oil pressure at 4400 rpm (Ns).
NOTE: 6. Engine inlet condition limits for engine operation:
Temperature: -53.9°C (-65°F) to 57.3°C (135°F)
Altitude: sea level to 20,000 ft. (temperature lapse rate of 2 °C (3.6°F) per 1000 ft.
assumed).
NOTE: 7. Fuel viscosity limit for cold starting is 12 centistokes maximum.
NOTE: 8. Oil overtemperature of up to 135°C (275°F) for a maximum duration of five minutes is
permissible. If normal operating limits are exceeded, reference should be made to
Special Condition Inspection for corrective action (Ref. 72-00-00, INSPECTION/
CHECK).
TABLE 502, Ground Operating Limits - PT6T-3B/-3BE/-3BF/-3BG Engines
Oil
Operating Output Pressure Oil
Conditions Max Gas Shaft (PSIG) Temperature
(6) (7) Obs Generator Speed (4) (°C)
Ng Ns
ITT °C RPM RPM P/S RGB P/S (3) RGB (3)
No Load 600 24500 6930 (1) 40 min. 40 min -54 to + 115 -54 to + 115
(64.3%) (5)
Starting 1090 (2) -54 Min. (3) -54 Min (3)
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TABLE 502, Ground Operating Limits - PT6T-3B/-3BE/-3BF/-3BG Engines (Cont’d)
Oil
Operating Output Pressure Oil
Conditions Max Gas Shaft (PSIG) Temperature
(6) (7) Obs Generator Speed (4) (°C)
NOTE: 1. The output speed is limited to 6930 rpm (105%) at NO LOAD condition. Transient
overspeed (105%<Nf<=110%) is limited to 10 seconds.
NOTE: 2. This value is time-limited (Ref. 72-00-00, INSPECTION/CHECK).
NOTE: 3. Minimum oil temperature for starting is -40°C (-40°F) for 5 C/S (Type II) oil and -53.9°C
(-65°F) for 3 C/S (Type I) oil.
NOTE: 4. These pressure limits apply to normal operating temperatures. During extremely cold
starts, oil pressure may reach 300 psi.
NOTE: 5. This limit is the minimum oil pressure at 4400 rpm (Ns).
NOTE: 6. Engine inlet condition limits for engine operation:
Temperature: -54°C (-65°F) to 57.5°C (135°F)
Altitude: sea level to 20,000 ft.
NOTE: 7. For operating conditions with ambient temperatures above 43°C (110°F), the maximum
allowable oil temperature is 120°C (248°F).
NOTE: 8. Fuel viscosity limit for cold starting is 12 centistokes maximum.
TABLE 503, Checks after Component Repair or Replacement

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

3.C. Wet Motoring Run 3.J., Power Turbine
(Nf) Governors
3.D. Dry Motoring Run 3.K. Torque Control Unit
(PT6T-3 and
PT6T-3B/-3BF)
3.E. Pneumatic System Pressure DELETED DELETED

Test
3.F. Tt5 Temperature Compensator 3.M. Performance/
Verification Power Assurance
3.G. Pre-start Checks 3.N. Acceleration Check

3.H. Starting 3.O. Deceleration Check
3.I. Max. Ng. and Manual 3.P. Shutdown
Automatic Interconnect
Linkage Adjustment
3.Q. Bleed Valve Closing Point
B. Equipment Required (Ref. Table 505)
(1) The equipment required for ground testing as follows:
TABLE 505, Ground Testing - Equipment Required

ITEM NO. PART NO./SPECIFICATION NOMENCLATURE/
PROCEDURE
Special Tools
(PWC32821) SLAVE STOP
(PWC70797) Adapter, P3 Leak Check
CONSUMABLE (Ref. CONSUMABLE MATERIALS)
MATERIALS
WARNING: READ MATERIAL SAFETY DATA SHEETS BEFORE USING THESE PRODUCTS
(PWC09-002A) MIL-S-22473 Loctite, Grade H or 222
(PWC05-007) Leak-Tec 372 Leak Checking Fluid
C. Wet Motoring Run
(1) Twist-grip - FUEL CUT-OFF.
(2) Pull ignition circuit breaker.
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(3) Fuel Control Selector Switch - AUTOMATIC.
(4) Fuel Shut-Off Valve - OPEN.
(5) Fuel Boost Pump Switch - ON. Check fuel pressure.
(6) Starter Switch - ON.
WARNING: IF THERE ARE ANY INDICATIONS OF A FIRE AT THIS POINT, CLOSE

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

THE FUEL SHUT-OFF VALVE AND CONTINUE MOTORING RUN.
(7) Maintain starter operation for the desired duration.
NOTE: Observe starter limits (Ref. Aircraft Flight Manual).
(8) Starter Switch - OFF.
(9) Fuel Boost Pump Switch - OFF.
(11) Allow the required cooling period for starter before attempting any further starting
operating (Ref. Aircraft Flight Manual).
E. Pressure Test of Fuel Control Pneumatic System (Ref. Fig. 502)
(1) Do the pressure test of fuel control pneumatic system by one of the following
methods:
(a) Method A:
1 Disconnect the P3 tube coupling from elbow at front fireseal.
2 Blank off coupling on heated tube assembly.
3 Connect an 80 (±5) psi air supply to elbow at fireseal.
4 Apply leak checking fluid (PWC05-007) to all connections in the fuel control
pneumatic system.
NOTE: Slow bubbling is permitted at the following joints only, no other

leakage is permitted:
v Between adapter and drive body assembly

v Nuts and main body assembly
v Cover and main body assembly
5 If leaks are detected, examine the components for defects and replace as
necessary.
NOTE: Retorque connections as required and repeat check.
6 Wipe all leak checking fluid from connections.
7 Disconnect air supply.
8 Connect P3 tube coupling to elbow at front fireseal, torque 90 to 100 lb.in.

and lockwire.
(b) Method B (Alternate procedure with P3 leak check adapter (PWC70797)):
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LEAK CHECK POINTS
REGULATED AIR 7
PRESSURE 80 (± 5) PSI FRONT
FIRESEAL
6
4
C3602
Pressure Test of Fuel Control Pneumatic System

Figure 502
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Key to Figure 502
1. Tube Assembly
2. Adapter
3. Pressure Gage
4. Elbow
5. Tube Assembly
6. Locknut
7. Tube Assembly
1 Remove the P3 filter bowl and filter element from the power section.
2 Install adapter (PWC70797) and tighten with your fingers.
3 Connect an 80 (±5) psi air supply to the adapter (PWC70797).
4 Apply leak checking fluid (PWC05-007) to all connections in the fuel control
pneumatic system.
NOTE: No other leakage is permitted, slow bubbling is permitted at the

following joints only:
v Between adapter and drive body assembly

v Nuts and main body assembly
v Cover and main body assembly
5 If leaks are detected, examine the components for damage and replace as
necessary.
NOTE: Retorque connections as required and repeat check.
6 Clean all leak checking fluid from connections.
7 Disconnect air supply.
8 Remove the adapter (PWC70797).
9 Install again the P3 filter bowl and filter element.
F. Tt5 Temperature Compensator Verification
NOTE: The Tt5 temperature compensator may be checked with engine running as
detailed in step (1) following or by using a tester to simulate operating
conditions as detailed in step (2).
(1) Verification with engine running.
(a) On Pre-SB5040 engines, note amount of trim indicated on power section data
plate located on gas generator case in intake plenum area (Ref. Fig. 505).
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5
1 4
A 3
2
C D
VIEW B
(VIEW ON CENTER FIRESEAL)
6 REDUCTION GEARBOX
3
VIEW A
B
7
Z
6
7
Z 4
VIEW C
(VIEW D SIMILAR) SECTION Z−Z
Post-SB5040/Pre-SB5509 C3603A
Location of Trim Value Plates

Figure 503 (Sheet 1 of 2)
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Key to Figure 503
1. Air Inlet Screen

2. Tt5 Trim Value Plate (1 ea)
3. Power Section Data Plate (1 ea)
4. Center Fireseal
5. Gas Generator Case
6. Mounting Bracket
7. T5 Trim Value Plate
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E
VIEW B
(VIEW ON CENTER FIRESEAL)
REDUCTION GEARBOX
VIEW E
Post-SB5509 C191045
Location of Trim Value Plates

Figure 503 (Sheet 2)
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(b) On Post-SB5040 and PT6T-3B engines, note amount of trim indicated on trim
value plates on center fireseal and on gas generator case in intake plenum
area (Ref. Fig. 503).
NOTE: Power section data plate trim is marked in °F on some power sections
and in °C and °F on others. Where trim is marked in °F only, it must
be converted to °C using the following formula:
5
Trim °C = Trim °F x 9
(c) Start power section (Ref. Para. G.and H.) following.
(d) Run for five minutes at a minimum of 75% Ng (90% optimum) to allow
stabilization of operating parameters.
(e) Disconnect power supply lead from temperature compensator (Ref. Fig. 504)
NOTE: Tt5 indicated should rise by an amount equal to trim. If necessary

remove protective cap from adjuster and adjust as required.
(f) Reconnect power supply lead to compensator.
(g) Repeat check as necessary until correct adjustment is achieved.
(h) Install protective cap on adjuster and lockwire.
(2) Verification using tester (engine not running)
NOTE: This check requires the use of a Barfield Tester 2312G-8 or equivalent.
The tester may be obtained from the following address.
Barfield Inst. Corp.,

4101 N.W. 29th St.
Miami, FL 33142
USA
(a) On Pre-SB5040 engines, note amount of trim indicated on power section data
plate located on gas generator case in intake plenum area (Ref. Fig. 505).
(b) On Post-SB5040 and PT6T-3B engines, note amount of trim indicated on trim
value plates on center fireseal and on gas generator case in intake plenum
area (Ref. Fig. 503).
NOTE: Power section data plate trim is marked in °F on some power sections
and in °C and °F on others. Where trim is marked in °F only, it must
be converted to °C using the following formula:
5
Trim °C = Trim °F x 9
(c) Disconnect Tt5 thermocouple input lead from compensator.
(d) Using suitable connector, connect tester to compensator.
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POWER SUPPLY LEAD
ADJUSTER
PROTECTIVE CAP
INPUT LEAD
C9352
T5 Temperature Compensator Adjustment

Figure 504
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(e) Supply 28 VDC to compensator.
(f) Adjust tester to obtain reading of 600°C on cockpit instrument.
(g) Disconnect power supply lead from temperature compensator.
NOTE: Tt5 indicated should rise by an amount equal to trim. If necessary,

remove protective cap from adjuster and adjust as required.
(h) Reconnect power supply lead to compensator and observe that reading returns
to 600°C.
(i) If necessary, repeat steps (f) and (g).
(j) Disconnect tester and reconnect input lead.
(k) Install protective cap on adjuster and lockwire.
G. Pre-start Checks
(1) Inspect air inlets thoroughly, and ensure that they are clear of loose nuts, bolts,
tools and other objects which might cause damage and subsequent failure.
(2) Inspect area in vicinity of air inlets and exhaust, and remove any loose objects
which might possibly be ingested or blown rearward by exhaust gases.
(3) Check for evidence of oil leaking into air intakes.
(4) Check each power section fuel system for presence of water.
(5) Check engine controls for full travel, freedom of movement and correctness of
direction.
(6) Check oil level in each power section and reduction gearbox oil tank and service as
necessary.
H. Starting
NOTE: 1. Each power section may be started with its fuel system in MANUAL or
AUTOMATIC mode. However it is recommended that the AUTOMATIC mode
be used.
NOTE: 2. Refer to step (3) following for unsatisfactory start conditions.
NOTE: 3. Refer to Tables 506 and 507 for power section/reduction gearbox operating oil
pressures and temperatures.
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1 2 3 4
C3149B
Location of Power Section T5 Trim Data Plate (Pre-SB5040)

Figure 505
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Key to Figure 505
1. Air Inlet Screen

2. Power Section Data Plate (1 ea.)
3. Center Fireseal
4. Gas Generator Case
TABLE 506, Power Section - Operating Oil Pressure and Temperature
Operation below 79% Ng Operation above 79% Ng

40 to 80 psi 80 to 115 psi
0°C to 115°C 0°C to 115°C
NOTE: At oil temperature 82°C to 93°C (180°F to 200°F) and Ng speed of 90.5 % (34500 rpm),
set oil pressure between 85 to 95 psi (nominal) by adding or removing spacers from
main oil pressure regulating valve (Ref. 79-20-05).
TABLE 507, Reduction Gearbox - Operating Oil Pressure and Temperature

Operation below 94% Nf Operation above 94% Nf
40 to 60 psi 60 to 80 psi
0°C to 115°C 0°C to 115°C
NOTE: At oil temperature 82°C to 93°C (180°F to 200°F) and Nf speed of 97% set oil pressure
between 65 to 75 psi by adding or removing spacers from reduction gearbox oil
pressure relief valve (Ref. 72-10-00).
(1) AUTOMATIC mode start procedure.
(a) Twist-grip Setting - FUEL CUT-OFF.
(b) Power Turbine Governor Setting - Anywhere in operating range.
(c) Master Switch - ON.
(d) Fuel System Shut-off Valves - OPEN.
(e) Fuel Boost Pump Switches - ON (Check power section fuel inlet pressure 5
psig minimum).
(f) Aircraft Bleed Air - OFF.
(g) Electrical Generators - OFF.
(h) Fuel Control Selector Switch - AUTOMATIC.
(i) Starter Switch - ON.
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CAUTION: IF LIGHT UP IS NOT OBTAINED WITHIN 15 SECONDS OF THE

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

Starter Switch - OFF
(m) Check oil pressures (Ref. Table 501 or 502)
(n) Check clutch engagement.
1 Start second power section.
2 Slowly increase power on second power section until equal power turbine
speed (Nf) on both power sections is obtained.
3 Check that small power increases on one power section produce equal Nf
increases on both power sections, this indicating that both clutches are
engaged.
NOTE: If a clutch fails to engage, carry out the procedures detailed in

(3)(e).
CAUTION: ELECTRICAL GENERATORS MUST NOT BE SWITCHED ON UNTIL

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

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

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

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

Ng IS AT LEAST 71%. IN MANUAL MODE IT WILL BE NECESSARY
TO ADJUST THE TWIST-GRIP TO MAINTAIN DESIRED Ng WITH
CHANGES IN ELECTRICAL GENERAL LOAD.
(n) Check clutch engagement.
1 Start second power section.
2 Slowly increase power on second power section until equal power turbine
speed (Nf) on both power sections is obtained.
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MAINTENANCE MANUAL
3 Check that small power increases on one power section produce equal Nf
increases on both power sections, this indicating that both clutches are
engaged.
NOTE: If a clutch fails to engage, carry out procedures detailed in

(3)(e)following.
(3) An unsatisfactory start will occur if one or more of the following take place:
CAUTION: IF Tt5 CONTINUES TO RISE, OR IF GREATER THAN NORMAL FUEL

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

FIRE, THE AFFECTED POWER SECTION MUST BE CLEARED BY
PERFORMING A DRY MOTORING RUN (REF. PARA. D.
PRECEDING).
(a) Hot Start - Interturbine temperature (Tt5) exceeds starting temperature limits.
NOTE: A hot start may also be caused by a False Start or a Hung Start.
(b) False or Hung Start - After light-up has occurred, gas generator speed does
not reach 51% within 30 seconds of twist-grip being set to IDLE.
(c) No Start - Power section does not light up within 15 seconds of twist-grip being
set to IDLE.
NOTE: Light-up is indicated by a rise in interturbine temperature. Actual time

to light-up is dependent upon ambient temperature and the amount of
torque supplied by the starter.
(d) Power section oil pressure fails to reach 40 psi minimum.
(e) Sprag clutch of second power section started, fails to engage. In the event of
clutch non-engagement, proceed as follows:
1 Hold power section with the normally engaged clutch at its stabilized speed
- do not decelerate.
CAUTION: IF CLUTCH ENGAGES DURING POWER SECTION RUNDOWN,

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

and inspected by an overhaul facility.
6 If engagement is normal, start other power section.
7 Run the power section with the suspect clutch, at Flight Idle for five
minutes.
8 Shut down power section and inspect reduction gearbox output section oil
filter and chip detector.
NOTE: If condition of oil filter and chip detector is satisfactory, the engine
may remain in service.
I. Maximum Ng and Manual-Automatic Interconnect Linkage Adjustment (Ref. Fig. 506)
WARNING: ENSURE THAT THE AIRCRAFT IS PROPERLY TIED DOWN (REF. AIRCRAFT
FLIGHT MANUAL).
CAUTION: AT AMBIENT TEMPERATURES BELOW MINUS 4°C (+25°F), USE SLAVE
STOP (PWC32821) IN PLACE OF PART POWER TRIM STOP.
NOTE: 1. The maximum gas generator speed adjustment and the manual-automatic
interconnect linkage adjustment affect each other. Hence, the entire
procedure in this check must be carried out whenever either of these
adjustments requires checking.
NOTE: 2. To ensure the capability of setting the gas generator maximum speed stop
under a wide variety of ambient conditions without exceeding engine
operating limits, an intergral part power trim stop is provided. If, due to extreme
cold weather, the required Ng cannot be obtained using the integral stop,
use Slave Stop (PWC32821). The part power trim stop, when in use, enables
adjustment of the maximum obtainable Ng at lower power settings.
NOTE: 3. During adjustment of the gas generator maximum speed stop, ensure the
following conditions:
v The internal threads of the index lever are fully engaged.

v The stop screw touches the part power trim stop in the ’’in use‘‘ position or
in the ’’stowed‘‘ position.
v The locking nut and screw are correctly locked and lockwired.
(1) Remove pin securing part power trim stop in stowed position.
(2) If required install slave stop (PWC32821) in place of part power trim stop.
(3) Rotate part power trim stop in ’’in use‘‘ position so that it limits travel of automatic
fuel control arm.
(4) Install cotterpin to secure stop and bend ends of pin over.
(5) Start power section and proceed as follows:
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MAINTENANCE MANUAL
AUTOMATIC FUEL
CONTROL ARM
PART POWER TRIM STOP 1

"STOWED" POSITION
C
A MAX. STOP
2 ADJUSTMENT
COTTER PIN (AUTOMATIC FUEL
CONTROL)
PART POWER TRIM STOP

"IN USE" POSITION
VIEW C Pg CONNECTION
PART POWER TRIM STOP
ON AUTOMATIC FUEL
IDLE SPEED CONTROL UNIT
7 ADJUSTMENT
VIEW A
ACCELERATION 6
ADJUSTER
DATUMLINE
(TYPICAL)
MANUAL−AUTOMATIC
INTER−CONNECT LINKAGE 4
ADJUSTMENT (PRE−SB5089)
(REF. DETAIL B
FOR POST−SB5089)
CLEARANCE CHECK WITH TWIST−

GRIP AT MAXIMUM SETTING
SPACER
DETAIL B
4
MANUAL MAX. MANUAL−AUTOMATIC
STOP MAX. STOP ADJUSTMENT INTER−CONNECT LINKAGE
5 (MANUAL CONTROL) ADJUSTMENT (POST−SB5089
3 CLEARANCE
MANUAL CONTROL ARM AND PT6T−3B)
C9351B
Fuel Control Adjustment

Figure 506
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MAINTENANCE MANUAL
(a) Fuel Control Selector Switch - AUTOMATIC.
(b) Set twist-grip so that arm contacts stop.
CAUTION: ADJUST COLLECTIVE PITCH RESET SETTING AS NECESSARY TO

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

38024 (99.8%) to 38409 (100.8%) with part power trim stop
or
36631 (96.1%) to 36830 (96.7%) with slave stop.
(e) If necessary, adjust automatic fuel control arm maximum stop adjuster (2) to
obtain Ng values as follows:
On PT6T-3 Engines:
36700 (96.3%) with part power trim stop
or
35300 (92.6%) with slave stop.
On PT6T-3B/-3BF and PT6T-3BE/-3BG Engines:

38130 (100.1%) with part power trim stop
or
37034 (96.4%) with slave stop.
NOTE: A half-turn of adjuster corresponds to a change of 225 rpm approx.

Turn counterclockwise to increase rpm or clockwise to decrease rpm.
CAUTION: PART POWER TRIM STOP MUST NOT BE STOWED OR SLAVE

STOP REMOVED UNTIL MAXIMUM STOP ADJUSTMENT HAS
BEEN COMPLETED. FAILURE TO OBSERVE THIS PRECAUTION
COULD CAUSE AN Ng OVERSPEED.
(f) Shut down power section.
(g) On completion of adjustment, lockwire adjuster.
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(h) Remove pin from stop. Rotate part power trim stop to stowed position or
remove slave stop and install part power trim stop in stowed position.
(i) Secure stop with a new pin and bend ends of pin.
(6) On Pre-SB5165 engines, hold automatic fuel control arm in contact with maximum
stop and proceed as follows:
(a) On Pre-SB5089 engines, check that pointer on manual fuel control unit (MFCU)
indicates 90 degrees.
(b) If necessary, apply finger pressure to automatic fuel control arm to ensure
contact with stop and adjust manual-automatic interconnect adjuster (4) to
obtain 90 degrees on pointer.
NOTE: During adjustment, check that torque required to turn self-locking

adjustment nut is greater than 1-1/2 lb.in. If torque is 1-1/2 lb.in. or
less, remove existing nut and replace with a new nut of the same type.
If torque requirement cannot be met with a new nut, secure the nut
in its final adjusted position with sealing compound (PWC09-002A).
(c) On Post-SB5089 engines, check that pointer on MFCU indicates 90 degrees. If

not, adjust manual-automatic interconnect linkage (4) as follows:
1 With indicator at zero degrees (minimum stop), retard automatic fuel control
arm to compress spring and to disengage spacer tangs from self-locking
nut.
2 Adjust self-locking nut position as required and recheck indicator against 90

degree position.
NOTE: Ensure that spacer tangs are correctly positioned on nut flats and
between tangs of interconnect lever. (Ref. Detail B.)
3 With MFCU pointer indicating 90 degrees, check that clearance (3)

between MFCU arm maximum stop adjuster (5) and maximum stop is 0.025
to 0.035 in (one full turn of adjuster).
4 If necessary, adjust MFCU arm maximum stop to obtain this clearance.
5 Retard twist-grip setting until MFCU minimum stop is contacted.
6 If pointer deviates from 0 degrees by more than 1/16 (0.0625) in., MFCU
must be replaced.
(7) On Post-SB5165, PT6T-3B, PT6T-3BE, PT6T-3BF and PT6T-3BG engines, proceed

as follows:
NOTE: It is recommended that rigging of the interconnect linkage be accomplished

with the airframe control tube disconnected at the MFCU lever (Ref.
Airframe Maintenance Manual).
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MAINTENANCE MANUAL
(a) Hold automatic fuel control arm in contact with maximum stop (95 degrees)
and check that clearance (3) between MFCU arm maximum stop adjuster (5)
and maximum stop is 0.015 in. to 0.020 inch.
(b) If necessary, adjust manual-automatic interconnect linkage (4) to obtain the

required minimum clearance - no other adjustment is permitted.
NOTE: Ensure that torque required to turn adjustment nut is 1½ lb.in.,

minimum. If necessary, replace nut.
(c) Retard twist-grip setting until MFCU minimum stop is contacted.
(d) Ensure that pointer is not bent. Straighten if necessary.
(e) If pointer deviates from 0 degrees by more than 1/16 (0.0625) in., MFCU must
be replaced.
(8) Start power section and run at Idle.
(9) Carry out several transfers from Automatic to Manual and vice versa.
(10) Check that successful transfer has taken place in both directions by observing shift
of parameters.
NOTE: 1. Mild surges or pops during transfer may be considered as normal.
NOTE: 2. If operator flies below 5000 ft., ground check as above is acceptable. If
operator flies above 5000 ft., the cross over must be checked as per
Aircraft Maintenance Manual.
(11) Check and adjust AFCU Idle setting.
(a) Start affected power section.
(b) Set twist-grip to position pointer on MFCU at 30 to 35 degrees on quadrant.
(c) Check that Ng is between 19350 (51%) and 20000 rpm (52.5%).
(d) If necessary, adjust idle stop (7) to bring Ng within required range.
NOTE: The difference between Ng idle speeds of both power sections must
not exceed 250 rpm.
(e) On completion of check, torque idle stop locknut 20 to 25 lb.in. and lockwire.
J. Power Turbine (Nf) Governors
For instructions on setting the Nf governor maximum and minimum stops, refer to the
Aircraft Maintenance Manual.
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MAINTENANCE MANUAL
K. Torque Control Unit (PT6T-3, PT6T-3B and PT6T-3BF)
WARNING: ENSURE THAT THE AIRCRAFT IS PROPERLY TIED DOWN (REF.

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

THAT OUTPUT SHAFT MAXIMUM SPEED IS NOT EXCEEDED. DO NOT
EXCEED AIRFRAME MANUFACTURER’S OUTPUT SHAFT TORQUE
LIMITATIONS DURING THIS CHECK.
(4) Gradually increase collective pitch and check that the maximum obtainable sum of
the torque readouts of the two power sections is within the range specified by the
aircraft manufacturer.
(5) If necessary adjust torque control unit to bring torque within required range (Ref.
Fig. 507).
NOTE: 1. Turn adjuster clockwise to increase and counterclockwise to decrease

maximum torque.
NOTE: 2. This is the only adjustment permissible on the torque control unit.
L. Torque Limiter (PT6T-3, 3B, 3BF Post-SB5267 and PT6T-3BE, PT6T-3BG)
WARNING: ENSURE THAT THE AIRCRAFT IS PROPERLY TIED DOWN (REF.

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

THAT OUTPUT SHAFT MAXIMUM SPEED IS NOT EXCEEDED. DO NOT
EXCEED AIRFRAME MANUFACTURER’S OUTPUT SHAFT TORQUE
LIMITATIONS DURING THIS CHECK.
(4) Gradually increase collective pitch and check that the maximum obtainable sum of
the torque readouts of the two power sections is within the range specified by the
aircraft manufacturer.
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MAINTENANCE MANUAL
TORQUE LIMIT ADJUSTER
C9338
Torque Control Unit Adjustment
Figure 507
71-00-00
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MAINTENANCE MANUAL
FINE ADJUSTMENT
LOCKNUT COARSE ADJUSTMENT
C22210B
Torque Limiter Adjustment

Figure 508
71-00-00
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MAINTENANCE MANUAL
(5) If necessary adjust torque limiter ’’fine‘‘ adjustment (Ref. Fig. 508) to bring torque
within required range.
NOTE: 1. For alternate instructions on setting the TCU torque limiter, refer to the
aircraft maintenance manual.
NOTE: 2. Turn “fine” adjuster clockwise to increase and counterclockwise to

decrease maximum torque.
NOTE: 3. Full travel (stop to stop) is equivalent to one coarse adjustment position
change. The fine adjustment screw shall be returned to the nominal
(center) position prior to any coarse adjustment change. Turn the coarse
adjuster as required.
(6) Torque locknut 15 to 20 lb.in. after adjustment and wirelock.
(7) Shutdown both power sections.
M. Performance/Power Assurance Check
The purpose of the performance/ power assurance check is to detect any signs of
engine deterioration.
All forms of engine deterioration can cause increased Tt5 and fuel consumption at a
given power output. Compressor deterioration which in most cases, is due to dirt deposits,
causes increase of Ng at given power settings. This can be remedied by Field
Cleaning (Ref. 72-00-00, ENGINE - CLEANING). Hot section deterioration, in addition to
causing Tt5 increases, causes decreases, in Ng at given power settings.
If the observed parameters are outside the limits quoted for the installed engine,
instrument or engine faults are indicated and reference must be made to the applicable
troubleshooting procedures (Ref. 72-00-00, FAULT ISOLATION).
N. Acceleration
(1) Start power section and operate to obtain stabilized temperatures.
(3) Increase power to obtain Ng of 61 ± 1%.
CAUTION: TWIST-GRIP MUST BE RETARDED TO ’’IDLE‘‘ AS SOON AS 90% Ng IS

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

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

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

inlet and exhaust covers after a suitable cool-down period.
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MAINTENANCE MANUAL
TABLE 508, Engine Oil and Fuel Permissible Leakage
Overboard Drain Leakage

Fuel (Each Power Section)
Fuel Pump 0.5 cc/minute (30 cc/hour) Maximum
Dump Valve 0.5 cc/minute (30 cc/hour) Maximum
Oil
Starter Generator Seal (each) 3 cc hour Maximum
Output Shaft Seal 0.2 cc/minute (12 cc/hour) Maximum
AGB Breather 50 cc/hour Maximum
RGB Breather 8 cc/hour Maximum
NOTE: 1. Where a specific seal leakage is not specified, seal leakage must not exceed 3 cc/hr.
NOTE: 2. Oil consumption is 0.3 lb./hr. (150 cc/hr.) for the whole engine or 0.1 lb./hr. (50 cc/hr.)
for each power section and 0.1 lb./hr. (50 cc/hr.) for the gearbox, measured over a 10
hour period.
Q. Bleed Valve Closing Point
(1) Perform Bleed valve closing point (Ref. 75-30-00 Adjustment/ Test).
71-00-00
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LIST OF EFFECTIVE PAGES

Contents 1 Dec 02/2013

71-00-00 501 Dec 02/2013

P&WC Proprietary Information. Subject to the restriction on the title page.

POWER PLANT - ADJUSTMENT/TEST 71-00-00

A. Use of Procedures 501

C. Ground Safety Precautions 502

D. Environmental Conditions 504

3. Ground Testing Procedures 506

C. Wet Motoring Run 509

F. Tt5 Temperature Compensator Verification 513

I. Maximum Ng and Manual-Automatic Interconnect Linkage

J. Power Turbine (Nf) Governors 529

K. Torque Control Unit (PT6T-3, PT6T-3B and PT6T-3BF) 530

L. Torque Limiter (PT6T-3, 3B, 3BF Post-SB5267 and PT6T-3BE,

O. Deceleration (Pre-SB5398 engines only) 534

P&WC Proprietary Information. Subject to the restriction on the title page.

POWER PLANT - ADJUSTMENT/TEST (Cont’d) 71-00-00

P&WC Proprietary Information. Subject to the restriction on the title page.

POWER PLANT - ADJUSTMENT/TEST

This section contains information for PT6T-3/-3B/-3BE/-3BF/-3BG engine ground running

Pamb Ambient pressure

C. Ground Safety Precautions

WARNING: AT TAKEOFF POWER, THE EXHAUST STREAM MAY PICK UP AND

EXHAUST DANGER AREA

KNOTS 75 250 °F FEET

(1) Ambient Conditions

CAUTION: WHEN STARTING AN ENGINE THAT HAS BEEN EXPOSED TO

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

(2) Cold Weather

CAUTION: FUEL DRAINING FROM AFFECTED COMPONENTS AFTER

Performance checks and engine adjustments should not be attempted in moderate

If during testing procedures, overtemperature, overspeed or overtorque conditions occur,

3. Ground Testing Procedures

TABLE 501, Ground Operating Limits - PT6T-3 Engines

Gas Out- Power Oil

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

TABLE 502, Ground Operating Limits - PT6T-3B/-3BE/-3BF/-3BG Engines (Cont’d)

TABLE 503, Checks after Component Repair or Replacement

TABLE 504, Ground Testing- Definition and Location

Paragraph Check Paragraph Check

3.E. Pneumatic System Pressure DELETED DELETED

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

B. Equipment Required (Ref. Table 505)

(1) The equipment required for ground testing as follows:

TABLE 505, Ground Testing - Equipment Required

C. Wet Motoring Run

(1) Twist-grip - FUEL CUT-OFF.

(2) Pull ignition circuit breaker.

(3) Fuel Control Selector Switch - AUTOMATIC.

(4) Fuel Shut-Off Valve - OPEN.

(5) Fuel Boost Pump Switch - ON. Check fuel pressure.

(6) Starter Switch - ON.

WARNING: IF THERE ARE ANY INDICATIONS OF A FIRE AT THIS POINT, CLOSE

(7) When Ng reaches 12%, set twist-grip to IDLE.

NOTE: Observe starter limits (Ref. Aircraft Flight Manual).

(9) Check for fuel leaks.

(10) Twist-grip - FUEL CUT-OFF.

(11) Starter Switch - OFF.

(13) Fuel Boost Pump Switch - OFF.

(14) Fuel Shut-off Valve - CLOSED.

D. Dry Motoring Run