PT6C 67CD LM e PDF
PT6C 67CD LM e PDF
PT6C 67CD LM e PDF
June 2004
Pratt & Whitney Canada
© 2001, 2004 Pratt & Whitney Canada, Corp.
Printed in Canada
Student :________________________________________________
Instructor _______________________________________________
This document is to be used for TRAINING USE ONLY. The data contained herein does not replace or supersede the
information contained in the appropriate airframe or engine maintenance manuals or other official publications.
For information concerning this manual, contact the P&WC Customer Training Department, by :
Tel: 1-450-468-7774, Fax: 1-450-468-7834, or Email: [email protected]
For technical queries, contact the P&WC technical support Help Desk (24 HOUR SERVICE):
INTRODUCTION
Line Maintenance:
Heavy Maintenance:
* In normal operation the EEC will limit the operation to these values.
77-10-00 Speed & Power Sensors The pages block number inside each chapter is used for
77-20-00 ITT System breaking the subjects within the manual to small topics
77-40-00 Data Collection Unit for ready reference and ease of use.
Chapter 79: Oil System The standard page blocks are as follows:
Category 6
Do this SB when the sub-assembly is disassembled
and access is available to necessary part.
CHAPTER 1
ENGINE OVERVIEW
Dimensions:
Metric (Imperial)
Propulsion:
Weights:
Performance:
UH 1 series
12 / 14 passengers utility helicopter
Multipurpose
Single Engine
Dimensions:
Metric (Imperial)
Propulsion:
Weights:
Performance:
Description:
Engine Features:
Exhaust:
- PT6C-67C: 60° up LH or RH configuration.
- BS 1019 for Left Hand and BS 963 for Right Hand
configuration
- PT6C-67D: 90° exhaust.
Output section:
- Direct drive to the aircraft transmission.
5 4 3 2 1
D E
A C F G
ºC PSIA
1500 180
TAKE-OFF CONDITION
STANDARD DAY
1125 135
750 T 90
375 45
P
0 0
STATIONS
2.8
7 6 5 4 3 2.5 2 1
TEMPERATURE
PRESSURE
DUAL FUNCTION
SWITCH FMM
SPARK IGNITER
ENGINE MOUNT
EXHAUST CASE
COMPRESSOR BLEED VALVE FUEL MANIFOLD
OIL STRAINER
T1 SENSOR
OIL PRESSURE
REGULATING VALVE
FUEL NOZZLE
WIRING HARNESS
CHIP DETECTOR
CHIP
STRAINER DETECTOR
OIL FILTER INPENDING
DATAPLATE
BYPASS INDICATOR
OIL FILTER
FUEL FILTER
OIL FILTER
DRAIN
PLA
FUEL COOLED
OIL COOLER
(FCOC)
DUAL FUNCTION PROBE
BORESCOPE
ACCESS
OUTPUT HOUSING
No 5 BEARING HOUSING
MATING FLANGE
OUTPUT SECTION
DATA PLATE
TORQUE SENSOR /
NF/N2 SPEED SENSOR
(PRIMARY)
TORQUE SENSOR /
NF/N2 SPEED SENSOR
PLA
FUEL FILTER
LOCK/DRAIN
MAIN OIL
PRESSURE SENSOR
EXHAUST CASE
T5 WIRING HARNESS
FUEL NOZZLE
FUEL MANIFOLD
P3 CABIN BLEED
AIR INLET SCREEN
OIL COOLING
FINS
COMPRESSOR
WASH RING
T5 TERMINAL
BORESCOPE
ACCESS PORT
OUTPUT HOUSING
NO.5 BRG HOUSING
OUTPUT SHAFT
OUTPUT SECTION
DATA PLATE
TORQUE SENSOR/
N2/NF SPEED SENSOR TORQUE SENSOR/
(PRIMARY) N2/NF SPEED SENSOR
CHIP DETECTOR
CHAPTER 2
COMPRESSOR SECTION
Subjects Covered:
- Compressor assembly
- P2.8 bleed
- Pre-swirl system (jet flap piccolo holes) NO.1 BRG FLEXIBLE HOUSING
INLET CASE
- Four axial and one centrifugal type compressor The actual static pressure at the outlet of the diffuser
machined from a titanium forging. section will be over 150 Psi.
- The No. 1 bearing supports the front end of the com-
pressor assembly.
- The No. 2 bearing supports the rear end of the com- Maintenance
pressor assembly.
Scheduled:
Construction:
- Wash and rinse compressor at regular intervals.
- Four Integral Bladed Rotors (IBR) type axial rotors and
a centrifugal impeller. Unscheduled:
- Rotating components are held in place with tie rods
that extend through the compressor stages. - Check for FOD and erosion. Refer to engine mainte-
- Stator vanes are installed after each axial rotor. nance manual for inspection limits. Some repairs are
permitted on the first stage blades (details in Mainte-
nance Practices Chapter).
NO. 1
BEARING
Description:
Operation:
When the bleed valve is opened, P2.8 air flows to the inlet
case hollow struts.
The piccolo holes located on the inlet case struts produce
P2.8 air jets that cause swirling of the incoming air before it
enters the compressor.
P 2.8
INTERSTAGE
AIR
PICCOLO
HOLES
P 2.8
Construction:
SCREEN COVER
- A spring loaded piston sliding inside the housing.
- Sealing done by a rolling diaphragm.
- P3 screen to prevent contamination.
- On the PT6C-67C, the EEC driven torque motor and
valve controls the closing point (N1/NG) of the bleed TORQUE
valve. MOTOR SCREEN
Operation:
- Two Forces Act On The Bleed Valve Piston: Px air NO OIL
pressure, proportional to P3 pressure or controlled by WATER ONLY
the torque motor valve, is provided to the bleed valve
to close the piston.
Maintenance Maintenance
Scheduled: Unscheduled:
- PT6C-67C: Remove and clean screens every 900 - Check valve closing point as per maintenance manual
hours. chart and procedure.
- PT6C-67D: Remove and clean screens every 600 - Check for evidence of air losses at sealing faces and
hours. mating surface.
- Check valve seat/piston for damage.
N1/Ng%
- Plot value on graph using the OAT and adjust valve as
required. 85
Adjustment:
82.5 REJECT
- Untight the locking screw.
- Turn the adjustment screw. (see Note)
- Tighten the locking screw (15 lb./inch maximum)
80
Note: COMPRESSOR STALLS
- 1/6 of a turn on the adjustment screw changes the -40 -30 -20 -10 0 10 20 30 40 ˚C
closing point by about 1.3% N1/NG. -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 ˚F
- CW to increase the closing point N1/NG speed. OUTSIDE AIR TEMPERATURE (OAT)
- CCW to decrease the closing point N1/NG speed
- Disconnect Compressor Bleed Valve electrical
connector during check.
A
D
FW RUBBER
TUBE FLANGE F
BUBBLER WATER
METHOD B
P2.8
P2.8
PSI
METHOD A
DETAIL A
Description:
LEFT SIDE
Maintenance
Scheduled:
Unscheduled:
OPEN CLOSED
DRAIN VALVE
Remove salt and dirt deposits from the compressor gas This method of washing consists of injecting water based
path. cleaning agent into the compressor section (motoring with
starter) via the wash ring. Approved chemical additives are
Type Of Washes: used to remove dirt deposits, which cannot be removed
- Desalination wash using water only. Refer to the Engine Maintenance Manual
- Performance recovery wash for washing mixtures and procedures.
SHUTOFF SPRAY
VALVE RING
REGULATED
AIR PRESSURE
WATER
NG/N1 ITT Wf
Compressor bleed Loss of power (closing to late) Check compressor bleed valve closing point, adjust as
valve closing point or necessary. Inspect/clean screen. Replace compressor bleed
out of limit Compressor stall / surge (closing valve.
to early)
Compressor bleed Compressor stall / surge Check, replace compressor bleed valve
valve stuck closed
*Generally, cold section problems cause NG, ITT and Wf to increase. However, the above list includes some that will make
the engine react differently.
CHAPTER 3
COMBUSTION
&
TURBINE SECTION
Description :
Operation :
AFT
Description :
Unscheduled :
OUTER
LINER
- Visually inspect liners for cracks, distortion, buckling P3
and burning conditions (borescope). P3
- Refer to engine Maintenance Manual for inspection CERAMIC COATING COOLING
P3
limits. RING
P3 P3
P3
INNER
LINER
Description :
Operation :
Maintenance :
ENGINE
SIDE
VIEW B
DETAIL A
DETAIL B SIMILAR
Description :
Shroud Segments :
INTERSTAGE SEAL
RING
SHROUD SEGMENT
TIP
CLEARANCE
VANE RING
SEAL RING
COMPRESSOR
TURBINE (REF.)
Directs and increase the speed of the gases to the power Gases leaving the compressor turbine are accelerated
turbines at the optimum angle and speed. through the power turbine vane rings while rotating the
Convergent vanes change static pressure into velocity. power turbines.
Description : The power turbine vane ring is held in place by bolts fitted in
the exhaust case. The riveted inner baffle directs air close
Nickel alloy casting with a riveted sheet metal inner section to the power and compressor turbine disks for cooling.
used to direct air for cooling and also used to support an The selection of vane classes allows optimization of N1/NG
abradable seal (honeycomb). Installed inside the exhaust versus ITT during engine test.
case by lug to slot arrangements to prevent rotation.
Effect Of Vane Area Class On NG And ITT
First Stage Power Turbine Vane Ring : (At Constant Power) :
NOTE:
- Replace with the same class
T5 PROBE SLOT
OW ANTIROTATION
AIRFL LUGS
Extract energy (33%) from the gases to drive the aircraft The power turbines extract the energy necessary to drive
transmission. the transmission and main rotor.
W
FLO
AIR
General : General :
The secondary air system consists of all the pressure air Internal passages in the engine guide P3 air for cooling of
that is not used directly to produce power. various hot section components like, combustion chamber,
turbine disks and vane rings.
Of All The Air Entering The Power Section :
3 ports located at 3, 6, 9 o'clock position on the gas
- Primary air system (power production) generator case can be used to deliver P3 air pressure for
- 25% is used in the combustion process. airframe application (heater, etc.).
- 60% is used to cool the combustion gasses.
- Secondary air system Operation :
- 8% is used for hot section cooling.
- 2% is used for labyrinth / carbon seals and P3 cooling air is taken from the gas generator section and
compressor bleed off valve. guided with various baffles to provide cooling and prolong
- 5% is allowed to airframe use. hot section components life. Once the air has been used for
cooling, it is evacuated in the gas path.
3 sources of air are used In the Secondary Air System :
Air that flows into bearing compartments is evacuated via
- P2.5 interstage air pressure. the oil scavenge system (described in chapter Oil System).
Sealing of No.1 Bearing cavity (described in chapter
Oil System). Maintenance
- P2.8 interstage air pressure.
Compressor bleed valve discharge pressure Unscheduled :
- P3 compressor delivery pressure.
Cooling of hot section parts - Ensure no leak exists on airframe air bleed system.
Sealing of bearing compartments (described in
chapter Oil System).
Operation of compressor bleed off valve
Operation of FMM
Cabin bleed (heating) 5% maximum.
NG/N1 ITT Wf
Note :
Hot section problems are all characterized by high ITT. NG usually goes down or remains constant.
CHAPTER 4
ACCESSORY GEARBOX
&
OUTPUT SECTION
- Starter-generator
- Permanent Magnet Alternator (PMA)
- Fuel Management Module (FMM)
- Oil pumps
BREATHER
OIL FILTER
INPUT SHAFT
NG/N1 SENSOR
STARTER / GENERATOR
PMA CHIP
STARTER/ DETECTOR
GENERATOR
PMA
FMM
FMM
OPTIONAL
OIL PUMP
GEAR
FCOC
These housings are bolted together with the compressor Starter Wet type 11 896 CW
inlet case at Flange "G". Generator Oil mist
The front face of the AGB housing and rear face of the Permanent N/A TBA CW
compressor inlet case makes the integral oil tank. Magnet
Alternator
The AGB is driven by the compressor rotor (N1/NG)
Wet type TBA CW
FMM
Operation : Oil mist
Maintenance
Unscheduled :
- Accessory drive lip seals replacement
Description :
OUTPUT
SHAFT
OUTPUT
SECTION POWER
HOUSING TURBINE
SHAFT
POWER TURBINE
SHAFT HOUSING SECOND STAGE COMPRESSOR STUBSHAFT
POWER TURBINE POWER TURBINE
SECOND STAGE STATOR COMPRESSOR TURBINE STATOR
BEARING NO. 5 POWER TURBINE FIRST STAGE SINGLE STAGE COMPRESSOR TURBINE
CHAPTER 5
OIL SYSTEM
Scavenge System :
The scavenge system returns the oil to the gearbox by
means of : Gravity, blowdown or dedicated pumps.
All returned oil, flow by a magnetic chip detector, located at OIL TEMPERATURE
the inlet of the oil tank. OIL FILTER LOW OIL PRESSURE
FUEL COOLED
DRAIN OIL COOLER MAIN OIL PRESSURE SENSOR
Cooling System :
Done by engine mounted fuel heat exchangers and air inlet
fins (Fuel Cooled Oil Cooler FCOC and fuel heater).
Servicing : SPRING
COLD START
- Approved synthetic oils are listed in engine VALVE
maintenance manual (chapter 72-00-00).
- Check oil level within 10 minutes after shut down. PRESSURE
OIL FILTER REGULATING
- No scheduled oil drain period. BYPASS VALVE VALVE
The oil pressure system has one pressure pump, a - Located next to the cold start valve
pressure regulating valve, a cold start valve, an oil filter, with - Field adjustable valve
bypass valve and bypass indication, various screens and - Used to set the oil system pressure to a predeter-
jets, a fuel cooled oil cooler and a fuel heater. mined value for a specified compressor speed and oil
temperature.
Operation : - This ensures :
- Every engine oil system exhibits similar perfor-
Oil is drawn from the tank, through a protective screen, to mance characteristics.
the inlet of the positive displacement, gear-type, pressure - Adequate lubrication is achieved throughout the
pump. entire operating range.
Cold start valve : The oil is then routed to the fuel cooled oil cooler, on the
AGB in order to maintain acceptable oil temperature.
- Located immediately at the outlet of the pressure
pump. The oil is used by the fuel heater to maintain proper fuel
- It provides a safeguard against excessive pressure temperature (details are given in the fuel system chapter).
build-up due to high oil viscosity in cold weather
operation. Oil pressure sensors located downstream of the fuel heater,
- The cold start valve opens at 200 Psig and returns oil provides the cockpit with system pressure indication, low oil
into the oil tank. pressure caution and oil temperature (details in indicating
chapter).
Caution:
The oil is then directed to the various locations of the
- Do not mix different brands or types of oil because engine.
their different chemical structures can make them All bearings are protected with last chance type strainers.
incompatible
- When changing from an existing oil to a “third gener-
ation” oil, P&WC strongly recommends that such a
change should only be made on a new or freshly
overhauled engine
CHIP DETECTOR
STRAINER
OIL FILTER
CENTRIFUGAL
NO.4 BRG NO.3 BRG IMPELLER
OIL FUEL
TANK HEATER
NO.2 NO.1
BRG BRG
NO.5 BRG COLD START
VALVE
PRESS. REG.
VALVE
FUEL COOLED
OIL COOLER
(FCOC)
OIL TANK DRAIN
TO OIL PRESSURE
INDICATOR
AGB DRAIN
Maintenance:
- Located at the top of the accessory gearbox the valve
is accessible from the outside.
- Rotation of the valve seat changes the spring tension
in order to increase or decrease the regulated pres-
sure.
Adjustment:
- Oil pressure check is done at 78.5% N1/NG. When oil
temperature is between 100 and 120°C, the observed TO FCOC
pressure should be between 105-110 Psi.
- Rotate the seat CW to increase oil pressure, or CCW
to decrease oil pressure.
- One full turn of the PRV = 10 Psi. OIL
PRESSURE
Note: PUMP
Do not adjust the oil pressure to compensate for
unsolved oil system problems.
Maintenance
Scheduled :
Prevent oil from leaking outside the bearing cavities. Labyrinth and carbon seals are normally maintenance free
items. Premature wear would be an indication of severe
Description : unbalance or bearing distress, which would be evident to
the crew.
Air pressure is used to prevent oil from leaking into areas
where it is not required or where it would be detrimental to A malfunction of the oil system even though improbable,
the engine operation. may cause flooding of certain bearing cavities and possible
smoke at the exhaust or oil smell in the cabin.
The labyrinth air seal consists of two separate parts, one
stationary and one rotating. One of the two parts has Oil consumption is linked to labyrinth and carbon seal
machined grooves (knife-edges). problems
A very small clearance is maintained between the two parts No repair possible at field level.
and pressure air is allowed to leak between them to create
the required sealing. Symptoms Of Labyrinth /Carbon Seal Problems :
The carbon seal consists of one or two separate carbon Seal Location Symptoms
rings, inserted in a small housing. The shaft rotating in front
of the seal is fitted with a race. No. 1 bearing Oily inlet, compressor and Bleed
Labyrinth seal valve
Each carbon ring is spring loaded and can float into the Oil smell and/or smoke in the cabin
housing, this will permit the rings to stay in close relation
with the race. No. 2 bearing rear Oil smell and/or smoke in the cabin
Carbon seal
A very small clearance is maintained between the carbon No. 2 bearing front At HSI, cocked up oil around
rings and the rotating race. Air pressure is allowed to leak Carbon seal compressor turbine
between the carbon rings and the race to create the
required sealing. No. 3 bearing Possible smoke through exhaust on
Carbon seal start and shutdown
P3 P3 P2.5
3 of the 4 Pumps are dedicated to oil scavenging : A dedicated sump scavenges pump picks up the engine oil
- 1 pump scavenges the No. 3, 4 and 5 bearing cavity at the bottom of the accessory gearbox and returns it to the
- 1 pump scavenges the No. 2 bearing cavity oil tank.
- 1 pump scavenges the accessory gearbox (AGB)
A self-closing, magnetic chip detector is located at the inlet
No. 3, 4 And 5 Bearing Cavity : of the tank will provide the cockpit with an indication of
Engine oil pressure flowing through a venturi draws the oil potential engine distress by monitoring the oil for the
from the No. 3 bearing. The No. 4 and 5 bearing oil (by presence of ferrous metal contaminants or debris.
means of gravity) is collected at the bottom of the output
section. With external and internal lines, a scavenge pump Maintenance
return the oil to the oil tank.
No field maintenance.
No. 2 Bearing Cavity :
The No. 2 bearing cavity is scavenged using a combination
of scavenge pump and blowdown system. At low engine
speeds, the scavenge pump is sufficient to ensure proper
return of the oil from the cavity.
The pump returns the oil to the AGB cavity. When the
pressure in the scavenge line overcomes the weight of the
relief valve, the ball lifts off its seat and allows air and oil in
excess, to drain directly into the accessory gearbox. The
relief valve prevents flooding of the No. 2 bearing cavity at
high engine power.
Separate oil particles from air in the accessory gearbox Oil and air scavenged from the bearing cavities are directed
before evacuating the air overboard. to the accessory gearbox.
Description : The continuous flow of scavenged air and oil causes the
accessory gearbox to pressurize. Prior to venting the air/oil
- Rotary centrifugal air/oil separator mist to the atmosphere, the air must be separated from the
- Mounted on the starter generator gearshaft oil.
- Starter generator gearshaft rear end is sealed with a
carbon seal The pressure in the accessory gearbox forces the air/oil
- The centrifugal breather consists of a shrouded alumi- mist inside the breather impeller (air/oil separator).
num alloy impeller located by three pins to the face of The centrifugal force imparted by the impeller causes the
the starter-generator gear, and secured on the shaft heavier oil particles to be ejected back into the accessory
by a retaining ring. gearbox.
The relatively oil free breather air flows through the center
of the impeller and out to the atmosphere via a cored
passage in the accessory gearbox front housing.
The air is then directed towards the exhaust.
TO EXHAUST
BREATHER
IMPELLER
CARRIER
STARTER/
GENERATOR
GEAR
CARBON SEAL
Note : Adjustment of oil pressure must be done only after complete troubleshooting of the oil system.
CHAPTER 6
ENGINE INDICATING SYSTEM
- Provide the pilot with indications concerning the The engine indicating system, which consists of various
engine parameters during flight. sensors, probes and thermocouples mounted on the
- Provide the required data for engine condition trend engine, monitors engine performance.
monitoring and performance check on the ground.
Their signals are received by the cockpit instrumentation,
Subjects Covered : either directly through the wiring harness or indirectly
through the EEC.
- Compressor rotor speed signal (N1/NG)
- Power turbines speed signal (N2/NPT/NF) The speeds of the compressor rotor and the power turbines
- Engine Torque (Q) are monitored by magnetic pulse sensors. Compressor
- Engine Torque Shaft temperature (TQ) rotor speed (N1/NG), power turbines speed (N2/NPT/NF)
- Engine gas temperature (ITT/MGT/T5) and output shaft torque (Q) are monitored by these
- Data Collection Unit (DCU) sensors.
- Engine fuel filter impending bypass
- Engine low fuel pressure and temperature. The Interturbine Gas temperature (ITT/MGT/T5) sensing
- Engine oil filter impending bypass system monitors the engine gas path temperature, between
- Engine oil pressure & temperature the compressor turbine and the first stage power turbine
- Engine chip detector vane ring (station 5).
- T1 sensor
Other indicating systems will help the pilot in monitoring
information during the engine operation in order to warn the
pilot of abnormal situations.
DUAL FUNCTION
T1 SENSOR N1/NG SENSOR SWITCH (PT6C-67C)
OR
OIL FILTER TRIPLE FUNCTION
IMPENDING SWITCH (PT6C-67D)
BYPASS
CHIP
DETECTOR
ITT
MAIN OIL
TEMPERATURE MAIN OIL TEMPERATURE
SENSOR & LOW OIL PRESSURE SWITCH
ENGINE ROTORCRAFT
FMM
DUAL
SWITCH
RS 422
DCU
PMA
PAMB
PAMBIANT
TRANSDUCER
NgA
Ng
SENSOR
Q/NfA
EEC RS 422
GSE
Nf/Q TQ
Q/NfB 28 VDC
BATTERY BUS
Q/NfC
Nf/Q RS 422
Q/NfD
T1 FUEL TEMPERATURE
FUEL FILTER BYPASS INDICATION
T5-T1 ENGINE OUT
NgB COCKPIT
AGB CHIP NgC DISPLAY
DETECTOR AND
DATA
RECORDING
MAIN OIL OPPOSITE ENGINE EEC SYSTEM
PRESSURE
SENSOR
ENGINE ROTORCRAFT
FMM TRIPLE
FUNCTION
SWITCH
RS 422
DCU
PMA
PAMB
PAMBIANT
TRANSDUCER
NgA
Ng SENSOR
EEC RS 422
GSE
Q/NfA
Nf/Q Q/NfB
TQ 28 VDC
BATTERY BUS
Nf/Q RS 422
FUEL TEMPERATURE
T1 LOW FUEL PRESS. INDICATION
FUEL FILTER BYPASS INDICATION
T5-T1 ENGINE OUT GAUGES
NgB AND CAUTION
AGB CHIP PANEL
NgC
DETECTOR AND
NfC DATA
NfD RECORDING
MAIN OIL SYSTEM
PRESSURE
SENSOR
PRESSURE INDICATOR
ENGINE GREEN ARC 90 TO 130 psi
OI L YELLOW ARC 90 TO 130 psi 120
20 20 RED LINE 60 TO 145 psi 100
15 15 %
10 PSI C 10
RED TRIANGLE 130 psi
5 5 BARBER POLE 145 TO 200 psi TORQUE
0 0 80
5 0
TEMPERATURE INDICATOR
60
X10 GREEN ARC 10 TO 145 C 40 20
YELLOW ARC 145 TO 150 C
RED LINE 150 C
1. ENGINE OIL TEMP./PRESS. RED TRIANGLE 145 C
INDICATOR 4. TORQUE INDICATOR
RED LINE 100%
The speed sensor is located on the top left side of the AGB.
The sensor detects the passage of the gear teeth due to the
change in the magnetic flux density associated with the
proximity of the gear tooth in relation to the tip.
Maintenance :
The coils connected to the EEC are monitored all the time
when the EEC is operating and a fault code will be
displayed in case of defect. The EEC will write the fault in DETAIL A
the circular buffer (memory) of the DCU.
P7
b
TO EEC P1
Loss of N1/NG signal will trigger a critical fault and the EEC
B A C D E F
u
FW
D D
FW
A
B
LEFT HAND
NF/NPT
SPEED AND
TORQUE SENSOR
RIGHT HAND P9
NF/NPT
E F C D B A
SPEED AND
TORQUE SENSOR
FW D
D FW
A B
DETAIL A DETAIL B
P9
E F C D B A
P9 P10
Slope :
Maintenance :
• No field adjustment
N2/Nf/NPT SPEED
& TORQUE DATUM
SENSOR
LOCKING
PIN
REFERENCE TORQUE
SHAFT SHAFT
LOW TORQUE
HIGH TORQUE
Components :
WIRING
- 8 probes Chromel / Alumel thermocouple Harness. HARNESS
- T5 Connection T5 PROBE CLIPS
- T1 probe as cold junction
- Electrical wiring harness.
- EEC.
- Data Collection Unit (DCU)
- Aircraft indicating system.
Operation :
Maintenance
Special Tool :
- Barfield tester TT1000 (TT1200) or equivalent.
Loop Resistance :
Disconnect all leads from T5 terminal block on the exhaust
case.
Measure loop resistance of T5 system between alumel and
chromel terminals.
Refer to Engine Maintenance Manual for resistance limits.
- 1.30 to 1.55 Ohms
Insulation Resistance :
Connect test set to alumel or chromel terminal and ground
(exhaust case), measure insulation resistance. ALUMEL
- 5,000 Ohms minimum
E
VIEW A
Description :
1. Power-up mode
2. Operational mode
3. Fault mode
Operational Mode :
At the end of the power-up sequence, the DCU return ITT &
Q trim values, Cycles, Identification to the EEC. Then the
DCU wait (sleep) for commands from the EEC.
Fault Mode : P4
During fault mode, the DCU will set the internal fault
indicator and will respond only to specific EEC commands.
Maintenance
Scheduled :
- Enter the accumulated cycles for each rotor Caution:
component in the Engine Logbook as per engine
maintenance manual. When you remove a DCU to replace it with another one,
Unscheduled: make sure that the Trim values (Q and ITT) and the
- Reprogramming of replacement DCU using a Accumulated Total Cycles and blade creep life that are in
dedicated harness and a computer or Ground Support its memory module are recorded. These values will then
Equipment with the appropriate software. be entered into the replacing DCU. If you can not get the
values from the DCU, you can get the Trim values from
Note: the engine Data Plates and the Accumulated Total Cycles
from the Engine Logbook.
The EEC writes the last total (Running time and Cycles)
in the DCU during the engine run-down when the EEC
detects a shutdown. The aircraft electrical power should
not be turn off before the engine stops.
Description :
Description :
Description :
THERMAL LOCKOUT
UNFILTERED OIL
FILTERED
OIL OIL FILTER
IMPENDING
VIEW A BYPASS
NORMAL
CONDITION INDICATOR
Description :
Description :
Operation :
Maintenance DETAIL A
Scheduled :
- PT6C-67C : Check for metallic pick-up and clean and
perform operational check every 900 hours no calen-
dar
- PT6C-67D : Check for metallic pick-up and clean and
perform operational check every 600 hours or 12 CHECK VALVE CHIP DETECTOR
months.
4 STRAINER
P16 J14
A 53
C 50
B 31
D 28
CHAPTER 7
IGNITION SYSTEM
Provide the initial spark to ignite the fuel/air mixture. The two ignition cables carry the high voltage charge from
the exciter to the spark igniters.
Description : Each cable is made up of an insulated lead inside a flexible
metal braiding and is connected to the exciter at one end
The ignition system provides the engine with quick light-ups and to the igniter at the other by coupling nuts.
over a wide temperature range. The system consists of a
dual output ignition exciter, two high-tension cable Spark Igniters :
assemblies and two spark igniters.
The system is energized from the aircraft normal 28 volt DC Two spark igniters located at the 8 and 4 o’clock positions
supply but will generate sparks in the 9 to 30 volt range. respectively on the combustion chamber outer case, are
screwed through bosses on the case to locate in the
Operation : combustion chamber.
IGNITION E XCITER
S PA R K IGNITERS
H. T. OUTPUT
CON NECTORS
IGNITION C A BLE S
Maintenance
Scheduled :
- Remove and check igniter plugs for cleanliness and
erosion. Do a functional check to verify operational
capabilities every 600 hours.
- PT6C-67C : Visually check ignition cables for chafing,
burning, wear, corrosion and security every 600
hours.
- PT6C-67D : Visually check ignition cables for chafing,
burning, wear, corrosion and security every 600 hours
or 12 months.
Unscheduled :
- All ignition components are “on-condition” type mainte-
nance.
A A
NEW IGNITER
SECTION A-A
CHAPTER 8
PERFORMANCE
The physical aspects of the installation significantly Obtain the values for following steps 1, 2 and 3.
influence the performance parameters of an installed OAT : +20°C PALT : Sea Level
engine. For this reason, the engine performance
procedures are detailed in the applicable Flight Manual. Engine NO. 1 NO. 2
Enter chart in the torque side, move down to intercept P.Alt proceed to the right to intercept OAT line, move up to obtain the
“not to exceed” value for temperature and N1/NG. If either engine exceed the allowable temperature or N1/ NG perform the
test again after stabilization of 4 minutes. Cause of problem should be determined as soon as practical.
For Example : Torque = 82%, P.Alt = Sea level, OAT = 20°C The maximum allowed Temperature = 732°C The maximum
NG = 96.5 %
Engine Torque in % Maximum ITT in °C Maximum NG speed in %
+++70++++80++++90++++100 600++++650++++700++++750++++800 80++++85++++90++++95++++100
50 50
40 40
30 30
20 20
-1,000
10 10
0 S.L
0 0
1000
-10 -10
2000
-20 -20
3000
5000
P alt in feet OAT in °C OAT in °C
6000
7000
NI MARGIN ( 1.8 )
0.0
1.0
2.0
3.0
4.0
ITT MARGIN ( 32 )
0
15
30
45
60
HRS 1 9 17 25 33 41
Note:
Any serious troubleshooting should begin with the
calibration of the instruments used in the process.
1100
847
1050
INTERTURBINE GAS TEMPERATURE (˚C)
835
STARTING CONDIDITONS ONLY
2 1 MIN. OEI
2
735
2 5 10 15 20 5s
1
TIME (SECONDS) 1 2 22 3 4 5 30
TIME (MINUTES)
AREA A 1- PERFORM A VISUAL INSPECTION OF THE POWER TURBINE BLADES AND AREA A 1- RECORD MAGNITUDE AND DURATION IN ENGINE LOGBOOK.
VANE THROUGH EXHAUST DUCT. CHECK FOR FREE ROTATION OF THE TURBINES. 2- DETERMINE AND CORRECT CAUSE OF OVERTEMPERATURE.
2- RECORD IN ENGINE LOG BOOK. 3- DO A HOT SECTION INSPECTION WHEN THERE IS A
CUMULATIVE DURATION OF 15 MINUTES AND RESET DCU
NOTE: (REF. 72-00-00, INSPECTION; HOT SECTION INSPECTION).
TROUBLE SHOOTING IS RECOMMENDED (REF. 72-00-00, TROUBLESHOOTING) AREA B 1- RECORD IN ENGINE LOG BOOK, DETERMINE AND CORRECT
WHEN TEMPERATURE IS CONSISTENTLY IN AREA A CAUSE OF OVERTEMPERATURE.
AREA B 1- PERFROM HOT SECTION INSPECTION (REF. MM 72-00-00) 2- DO A HOT SECTION INSPECTION WHEN THERE IS A
CUMULATIVE DURATION OF TWELVE HOURS AND RESET DCU
2- RECORD MAGNITUDE AND DURATION IN ENGINE LOG BOOK. (REF. 72-00-00, INSPECTION; HOT SECTION INSPECTION).
AREA C 1- RETURN ENGINE WITH DCU TO AN OVERHAUL FACILITY FOR AREA C 1- RETURN ENGINE WITH DCU TO AN OVERHAUL FACILITY FOR
OVERTEMPERATURE INSPECTION/REPAIR IN ACCORDANCE OVERTEMPERATURE INSPECTION/REPAIR IN ACCORDANCE
WITH THE OVERHAUL MANUAL (REF. 72-00-00, LIGHT OVERHAUL).
WITH THE OVERHAUL MANUAL (REF. 72-00-00, LIGHT OVERHAUL).
Engine
Parameters Probable Cause Action Required Remarks
ITT NG
Restricted inlet screen Do an inspection or a repair
Impeller dirty compressor Do a compressor wash
Foreign Object Damage or Do a borescope inspection Remove the engine if
rubs FOD limits are exceeded
Compressor Bleed Off Valve Do an inspection or a repair Check compressor bleed
stuck open off valve closing point.
Ý Ý Adjust as necessary.
Inspect/clean screen.
Replace compressor
bleed off valve.
Engine
Parameters Probable Cause Action Required Remarks
ITT NG
Ý or ß Aircraft/Engine NG indicating system Do an inspection or a repair
Ý ß
Note :
An increase in ITT. without changes to other parameters can be the result of a defective fuel nozzle. This can cause a
change in the combustion pattern and modify the distribution of the temperature.
Calculation :
é æ 15 - 5 ö ù
ê5 + ç 10
÷ + (1 X 2 ) ú X 1 .0 = Manual Calculated Cycles + DCU Cycles
ë è ø û
é æ 10 ö ù
ê 5 + ç 10 ÷ + ( 2 ) ú X 1 .0 = (5 + 1 + 2) X 1.0 = 8 Manual Calculated Cycle + 3245 DCU Cycles = 3253 new Cycle Value
ë è ø û
CHAPTER 9
FUEL SYSTEM
Provide the engine with clean fuel at the required pressure - No main rotor droop (Isochronous governing)
and flow to permit control of the engine power. - Reduced pilot workload
- Optimized engine power
Types Of Fuel And Additives: - Improved engine response
- Precise engine control
Approved fuels and additives are specified in the Engine - Troubleshooting fault codes
Maintenance Manual, chapter 72-00-00.
The engine fuel and control systems consist of the following
Aviation Gasoline: units :
The use of Aviation Gasoline (AVGAS) must be restricted Fuel System Components :
to emergency purposes only. AVGAS shall not be used for
more than 150 hours during any period between engine - Fuel pump and filter as part of the FMM.
overhauls. - Fuel heater
- Fuel Management Module (FMM).
Caution: - Fuel Cooled Oil Cooler (FCOC)
- Ecology Fuel Accumulator.
Additives such as tetraethyl lead and phosphorus
- Fuel manifold.
compounds, usually common to gasoline fuels such
- 14 Fuel nozzles with integral flow dividers.
as AVGAS, are harmful to hot section parts from a
corrosion, sulfidation and metallurgical strength
Electronic Components :
standpoint. Use of above fuel is not recommended.
Description : - Electronic Engine Control (EEC) (airframe mounted)
- Permanent Magnet Alternator (PMA)
The PT6C-67C/D Turboshaft engine is equipped with a - Compressor Rotor speed sensor (N1/NG)
single channel Electronic Control (EEC system). - Torque & Power Turbine speed sensors (Q & N2/NF)
- Gas Temperature (ITT) sensing system
This integrated powerplant control system incorporates all - Data Collection Unit (DCU)
control units and accessories for complete automatic and - Interconnecting harnesses
manual control of the engine.
FUEL HEATER
FUEL FILTER
FMM
FUEL NOZZLE
FUEL MANIFOLD
- Fuel heater
Note :
The FMM requires no adjustments.
JET PUMP
DUAL OR DRIVE FROM AGB
TRIPLE
FUNCTION
SWITCH
AIRCRAFT FUEL HEATER
SHUT-OFF
VALVE
BYPASS VALVE FUEL
NOZZLES
BOOST
PUMP
LOW PRESSURE
HIGH PRESSURE
METERED
FUEL TANK FUEL FILTER BYPASS
1) Automatic Mode
2) Manual Mode AUTO / MANUAL
SOLENOID
• In both modes the pressurized fuel is routed to the RETURN TO
Fuel Metering Valve (FMV) and to the bypass valve, TANK
which keeps a constant pressure differential across
the FMV.
• In automatic mode the FMV is controlled by a torque
motor, which is commanded by the EEC.
• In manual mode the FMV is controlled by a 3D-cam
actuated by the PLA (twistgrip).
PLA P3
METERED
FUEL
Filter By-Pass Valve : - FMM replacement in case of excessive fuel leak from
Piston type bypass valve set to open at 15 to 17 Psid if filter the carbon seal (See Maintenance Manual).
gets restricted
LOCK PIN
FUEL FILTER
LOCK SLOT
FUEL
FILTER BOWL
GEAR PUMP
(HIGH PRESSURE)
REGENERATIVE PUMP
(LOW PRESSURE)
CARBON SEAL
High Pressure Relief Valve : The FMV is rotated by the Torque Motor system in EEC
mode or by the 3D Cam linkage in manual mode.
The relief valve protects the control and pump from
abnormal high pressures. The overpressure is discharged Rotation of the valve sets the metering window width.
back to the pump interstage (Pb). The valve is set to open
at 750 Psid. The valve moves axially as a function of P3 to set the
metering window height position.
Bypass Valve :
Minimum Fuel Flow Orifice :
The bypass valve is a differential pressure-regulating valve.
The valve maintains a constant pressure drop across the The Minimum Fuel Flow orifice prevents the engine to
fuel-metering valve (50 Psid). The valve bypasses excess receive not enough fuel during deceleration or during initial
fuel to the pump interstage (Pb). start and prevent engine flameout. The minimum flow is set
at approximately 65 PPH.
Pc Regulator :
Wf/P3 Torque Motor Servo-Valve :
The Pc regulator provides regulated control pressure to the
Torque Motor servo valve, the Tachometer (3-D Cam), the The Torque Motor is used to position the FMV arm and
speed bias tracking servo, and the speed setting servo. valve. The Torque Motor is a dual nozzle flapper servo-
valve operated by the EEC. In auto mode, the EEC
The valve minimizes the effects of inlet pressure variation. calculates the desired Wf/P3 ratio. The calculation
The Pc pressure regulator maintains the control pressure at considers the pilot input, ambient conditions, and engine
200 Psid above the fuel pump interstage pressure. parameters.
PC REGULATOR
Pc Pb
SPRING MAX
FLOW
Pb STOP
FUEL
METERING
VALVE Ps
Pb
Pm MIN FUEL
FLOW
FUEL METERED ORIFICE
METERING FUEL
VALVE
BYPASS
VALVE
MAX Pb
P3 BELLOWS PLA
P3
Pb
HPRV
MANUAL Pb
SHUTOFF
VALVE SHUTDOWN
MIN SOLENOID
Ps SUPPLY VALVE VAPOR
VENT
Pm METERED
PC REGULATED
Pb BYPASS
METERED
SERVO PRESSURE FUEL OUTLET
P3 AIR PRESSURE PRESSURIZING
& SHUTOFF
VALVE
RETURN
TO TANK
When electrical power to the mode select solenoid is Tachometer And Speed Setting System :
removed, the valve moves up and the fuel scheduling
control is changed from EEC to manual mode. The primary component of the tachometer and speed
setting system is the NG governor. The governor provides
When power is restored, control by the EEC is also stable NG speed control in response to the power lever
restored. angle in manual mode. The governor is part of the NG
speed tracking system in EEC mode.
The mode select system consists of a solenoid, a servo-
valve (MSSV), a 3-D cam with linkage, the Torque Motor A pair of flyweights senses NG speed. The flyweights, in
(servo-valve), and the Fuel Metering Valve (FMV). The FMV response to input NG speed, positions the speed servo to
has a EEC control arm and a manual control arm. provide governed fuel flows.
When the mode select solenoid valve is de-energized, it The governor provides stable NG speed control in manual
supplies control pressure (Pc) to the backside of the MSSV mode by adjusting the axial position of the 3-D cam.
piston. This causes the MSSV linkage to engage the 3-D
cam and contact the manual mode lever on the FMV arm. As the input NG speed increases, the flyweights force
increase. The flyweight force compresses the tachometer
And it also supplies control pressure (Pc) to the speed bias spring slightly, covering the servo drain port.
brake to lock the speed bias servo. The MSSV will bleed the
control pressure (Pc) from the Torque Motor, and the speed The Pc pressure is unable to drain away and pressurizes
bias pilot valve into drain pressure (Pb). the servo head area, pushing the servo toward the
flyweights. The servo compresses the spring until the force
When the Torque Motor supply changes from Pc pressure balances the flyweights at the null position.
to Pb pressure, the pressure on the head end of the Torque
Motor drops to Pb, and Pc on the rod end of the Torque
Motor servo moves against the max. Stop.
Ps
Pb FUEL
INC. METERING
SPEED BIAS Ng GOV. VALVE
EEC PILOT VALVE TOP VIEW
INPUT VIEW B-B Pm
TORQUE MOTOR
SERVO VALVE PC
MIN
INCREASE Ng
Ps SUPPLY
B
DECREASE Ng Pm METERED
I NC R E A SE W
F PC REGULATED
D
Pb BYPASS
Ng PC Pb SERVO PRESSURE
3D CAM GOVERNOR Pb P3 AIR PRESSURE
PC
FLY WEIGHT
MODE
BLEED SELECT
TO Pb SOLENOID
VALVE
Ng GOVERNOR
The face gear is mounted in the housing wall and engages Shutdown can also be achieved by moving the power lever
a mating gear mesh on the 3-D cam. The face gear in the shutoff position, this will rotate the shutoff valve and
positions the 3-D cam. open a port allowing supply pressure (Ps) to drain into
bypass flow (Pb) causing the pressurizing valve to close.
The force on the linkage is applied by the speed setting
valve. The linkage has a feedback link to null the pilot valve N2/NF Overspeed Solenoid and Servo Valve :
when the cam is in the proper position. When the power
lever is rotated, it moves the speed setting pilot valve off the The overspeed system is actuated by energizing the
null position. overspeed solenoid to port supply pressure (Ps) to the
overspeed servo valve. Ps pressure moves the servo
This will either port Pc pressure to the speed setting servo, causing the fuel-metering valve to rotate and reduce the
or open the servo to Pb. This will cause the speed setting metered fuel flow to the engine.
servo to move, rotating the 3-D cam, and feeding back the
cam position with the feedback link. When the cam moves To recover, the overspeed solenoid is de-energized
to the position commanded by the power lever, the returning the overspeed servo pressure to Pb. This allows
feedback link will reposition the speed setting pilot valve in the servo to retract and transfer control of the fuel-metering
its null position. valve to the torque motor.
Pressurizing Valve :
Ps
PC REGULATOR
MAX STOP MIN STOP OVERSPEED OVERSPEED
SERVO VALVE SOLENOID
PC PC Pb
EEC FUEL Pb MAX
VALVE SERVO FLOW
Pb STOP
Pb INC.
FUEL Ps
SPEED BIAS METERING
EEC PILOT VALVE VIEW B-B VALVE
INPUT Pb
TORQUE MOTOR Pm
SERVO VALVE TACHOMETER PC
SPEED PC MIN
MAX
SETTING NG GOV.
SERVO TOP VIEW
BYPASS
MIN VALVE
MAX Pb MODE SELECT
Pb
SERVO VALVE
PLA P3
NG Pb
GOVERNOR PC Pb Pb HPRV
Pb SPEED SETTING Pb
PC PILOT VALVE
PC SHUTDOWN
MIN SHUTOFF SOLENOID
VALVE VALVE VAPOR
MODE VENT
SPEED BIAS SELECT
SERVO SOLENOID
RVDT VALVE
MIN MAX METERED
FUEL OUTLET
Pc
Pb PRESSURIZING
Ps SUPPLY SPEED & SHUTOFF
Pm METERED BIAS VALVE
PC REGULATED BRAKE Pb RETURN TO TANK
Pb BYPASS
SERVO PRESSURE
P3 AIR PRESSURE
Ps
PC REGULATOR
MAX STOP MIN STOP OVERSPEED OVERSPEED
PC SERVO VALVE SOLENOID PC Pb
EEC FUEL Pb MAX
VALVE SERVO FLOW
Pb STOP
Pb INC. FMV Ps
SPEED BIAS METERING
EEC PILOT VALVE VIEW B-B VALVE
INPUT Pb
TORQUE MOTOR PC Pm
SERVO VALVE TACHOMETER
SPEED PC MAX MIN
SETTING NG GOV.
SERVO TOP VIEW
BYPASS
MIN VALVE
MAX Pb MODE SELECT
Pb SERVO VALVE
PLA P3
NG PC Pb
Pb Pb
GOVERNOR HPRV
Pb SPEED SETTING Pb
PC PILOT VALVE PC
SHUTDOWN
MIN SHUTOFF SOLENOID
VALVE VALVE VAPOR
MODE VENT
SPEED BIAS SELECT
SERVO SOLENOID
RVDT VALVE
MIN MAX METERED
FUEL OUTLET
Pc
Pb PRESSURIZING
Ps SUPPLY SPEED & SHUTOFF
Pm METERED BIAS VALVE
BRAKE Pb RETURN TO TANK
PC REGULATED
Pb BYPASS
SERVO PRESSURE
P3 AIR PRESSURE
High power
Ng % Mid power
Low power
Neutral
Position
Range
100
50
C
U
T
O
F
0 F
Description :
Maintenance
- No scheduled maintenance.
BYPASS HEATING
CONDITION CONDITION
OIL IN OIL IN
CONTROL
VALVE THERMAL
ELEMENT
Description :
CAUTION:
Maintenance
- No scheduled maintenance.
SPRING
SHUTDOWN RUNNING
SEAL
SHEATH
SECONDARY
FLOW STEM SUPPORT
PRIMARY FLOW
RETAINING RING
B
A FUEL
INLET
DETAIL A
(INLET FUEL MANIFOLD)
METAL
SEAL RING FLOW DIVIDER VALVE
SHEATH PRIMARY
FLOW
LOCATION PIN
RETAINING RING SECONDARY
FLOW
DETAIL B
Ps SUPPLY
PREFORMED PACKING PC REGULATED
1
DUPLEX
FUEL 14 2 VIEW LOOKING TO REAR OF ENGINE
NOZZLE
13 3
12 4
DUPLEX
FUEL
DUPLEX SIMPLEX NOZZLE
FUEL FUEL NOZZLES (7 LOCATIONS)
NOZZLE 11 5
SPARK
IGNITER
SPARK DUPLEX
IGNITER 10 6 FUEL
NOZZLE
DUPLEX
FUEL 9 7
NOZZLE 8
OFFSET
BOLT
HOLES
MANIFOLD
MATING FACE
SIMPLEX NOZZLE
DUPLEX FUEL
NOZZLES (10 PLACES)
SIMPLEX
FUEL NOZZLES
SPARK IGNITER
SPARK IGNITER
LOCATION OF
SIMPLEX FUEL NOZZLES
VISUAL MISTAKE
PROOFING FEATURES:
MARK SYMBOL X
ON SIMPLEX NOZZLE
IDENTIFICATION OF
SIMPLEX FUEL NOZZLES PAINT SYMBOL X
ON GGC BOSS
Provide engine oil cooling with temperature regulation. The fuel-cooled oil cooler is a heat exchanger with two flow
circuits : engine oil and fuel. The oil circuit has two flow
Components paths (bypass and internal) and a valve that controls flow
between these two paths.
- Cooler element
- Thermal sensor & valve The valve remains in the open position, allowing oil to
bypass the core until the temperature reaches 60 to 71°C
Description : (140 to 160°F).
Exchange of temperature between cold fuel and hot oil by 2 Within this temperature range, bypass flow is reduced and
fluid paths. The thermal sensor senses oil temperature and routed through the internal path for more cooling effect.
positions control valve to modulate oil temperature between
60°C to 71°C (140 to 160°F). oil flow = ¯ oil temp. / ¯ oil flow = oil temp.
FUEL IN
FUEL
OUT
OIL IN
FUEL IN
FUEL
OUT
OIL OUT
THERMOSTATIC
BYPASS VALVE
Engine fails to light up Air in fuel system Check airframe tubing, shut-off valve
CHAPTER 10
ELECTRONIC SYSTEM
The electronic engine control is an electronic package - Engine Electronic Control (EEC)
which contains all the components necessary for effective
automatic control of an installed turboshaft engine and - Manual Back-Up (by FMM)
helicopter rotor system. The EEC is airframe mounted and
is connected to the engine sensors and to the airframe by - Starting and shutdown supervision
wiring harnesses.
- Auto start with ITT limiting logic
Made by Hamilton-Sundstrand
- Power Management
Electrical wiring harnesses provides interconnection of all
engine mounted control components, and aircraft wiring. - Isochronous N2/NF governing in twin engine operation
- Training function
- Cross talk
J2 (AIRCRAFT)
J1 (ENGINE)
Two electrical connectors provide the necessary electrical The EEC is an electronic controller, used in conjunction with
connections to interface the EEC with the engine’s compo- a mechanical Fuel Management Module, to monitor various
nents and aircraft wirings. parameters and adjust the fuel flow delivered to the engine.
The EEC interface with the engine and aircraft sensors, The EEC is a full authority as it controls fuel from start to full
cockpit discretes, and serial communication between the power within established upper and lower limits The EEC
aircraft indicating provides closed loop engine speed control, engine speed
system, and the opposite engine. limiting protection and stability accommodation.
A power supply regulator converts 28 VDC or 64 VAC input In the event of malfunction or for training purposes, a fuel
power to dc levels required by various EEC control devices. metering manual backup mode is activated, in which fuel
flow control reverts solely to the FMM.
The EEC consists of two functionally independent
sub-systems: the control and the limiter sub-systems. Both Fuel flow is adjusted by a Torque Motor interface valve
sub-systems are isolated from the other, including power housed in the FMM, in response to EEC commands.
supplies, signal conditioning interfaces and signal inputs.
- The “control sub-system” provide control of the engine Specifications:
fuel flow.
- The “limiter sub-system” provides independent - Single channel
hardware protection against inadvertent power turbine - Power requirements: 28 VDC @ 1.75 A (Nominal)
overspeed. - Minimum continuous voltage: 18 VDC
ENGINE ROTORCRAFT
P3 PNEUMATIC PLA MECHANICAL LINKAGE ENGINE
CONTROL
LEVER
Wf
FUEL FLOW SHUTDOWN SOLENOID SHUTDOWN
SOLENOID
SWITCH
FMM
NG CLP SENSOR
NR SENSOR
REMOTE EEC
STARTER
CAUTION/OEI
LIMIT EXPIRE
OVERSPEED
IGNITION
SOLENOID
SOLENOID
EXCITER
TORQUE
SELECT
EEC FAIL
MOTOR
MODE
RELAY
RS 422 COCKPIT
DCU
DISCRETES
PMA
COMPRESSOR AMBIENT
BLEED STARTER RELAY
PRESSURE
VALVE TRANSDUCER IGNITION
NGA
RELAY
NG
SENSOR EEC RS 422
GSE
Q/NFA
N2/NF SPEED 28 VDC
TQ
AND BATTERY BUS
TORQUE SENSOR Q/NFB RS 422
T1
T5-T1
ENGINE OUT
COCKPIT
N2/NF SPEED DISPLAY
AND
TORQUE SENSOR
Power Management Controls : The pilot uses the collective pitch stick to increase or
decrease the main rotor lift, engine power requirement is
The EEC controls the engine for normal flight, with selec- proportional to pitch angle.
tions through the aircraft console mounted power
management switches (PMS). Selection includes three As long as the power management switch is set to “FLY”,
basic discrete mode settings. the EEC will maintain N2/NF (and main rotor) at the
required speed.
The three modes are as follows : ” OFF “,“ IDLE ”,“ FLY ”
The EEC software is divided into four basic units :
In addition of the basic discretes the pilot can : - Initialization (Boot sequence, all checks and tests)
- Select Torque or Temperature matching based on the - Background Logic (Memory management all the time)
actual flying conditions. - Foreground Logic (Input/Output signals, Algorithms,
- Modify the rotor speed reference point (from 100 to Fault detection)
102 N2/NF) - Test Mode (Only for re-programming)
- Select to control the engine in manual (Auto/Manual
switch) The control logic can be divided into the following modes:
- Select the OEI training function (Training switch) - Engine and Main Rotor Governing
- Test the overspeed System (Overspeed test switch) - Transient Governing
- In Emergency activate the Limit Override switch. - Engine Limit Governing
- Engine Starting
- Engine Shutdown
- Engine Flame-Out
- Compressor bleed valve
If “OFF” mode is selected the shut-off solenoid is activated The pilot, then has the option of leaving the engine power
and the fuel flow will be shut off. fixed, or using the PLA to modulate the engine power. The
Fault code is stored by the EEC inside the DCU and pro-
Training Function : vided to the aircraft indicating system for troubleshooting
If “TRAIN” is selected on one engine, the selected engine purpose.
will simulate a single engine condition at lower limits (Max In the event of a power turbine overspeed (111% N2/NF)
continuous power) and govern the power turbine while the the EEC activates a solenoid in the FMM to reduce engine
opposite engine will govern at a reduced speed of speed. EEC de-activates the FMM solenoid when reduced
92% N2/NF. to 109% N2/NF.
For all auto mode running conditions the PLA remains in the
normal flight detent (55× ± 2.5×).
It is possible to start the engine in manual. During manual An overspeed test function is provided to the pilot. The test
start the pilot with the PLA position and P3 air pressure is carried-out at Ground Idle (65% N2/NF flat pitch).
controls the engine speed and temperature. In addition the The overspeed test switch will simulate an overspeed
pilot must activate the starter and the ignition. The PLA is signal the engine will react in the same manner by a
positioned in the flight detent to obtain the proper reduction in fuel flow. At the end of the test the engine
START / IDLE / ENGINE POWER. returns to normal control.
The overspeed protection is active in MANUAL and AUTO Always observe the starter operating limitations.
modes.
Q / ITT Match Command: Torque or Closed = ITT Match The collective pitch (CLP) is an analog signal required from
ITT Matching the aircraft system. The signal is sent via the airframe
mounted CLP sensor. The sensor is a two output winding
Engine Limits Reduces Override Closed = ‘Off’
Override Limits resolver.
Frequency Signals :
Main rotor speed (Nr) is a required input for the EEC. The
signal is sent via the airframe mounted NR sensor.
CONTROL
28 VDC AC OUTPUTS CLP SENSOR
POWER INPUTS
(ALSO TO LIMITER
PMA SUB-SYSTEM)
COMPRESSOR BLEED VALVE
Ng A TORQUE MOTOR
TORQUE
MOTOR
Remote Npt/Q B SPEED/TORQUE DRIVERS FMM TORQUE MOTOR
INPUTS
Nr
OFF MODE HIGH SIDE SWITCH FMM MODE SELECT SOLENOID POWER
(THROUGH AUTO.MANUAL SWITCH)
IDLE MODE
ITT/Q MATCH
GSE INTERFACE
NPT LIMITER
Npt/Q A SPEED INPUT
(ALSO TO CONTROL)
O/S SOLENOID FMM O/S SOLENOID
DRIVER
O/S TEST DISCRETE INPUTS
(ALSO TO CONTROL)
Collective
The electronic engine control is an electronic package - Engine Electronic Control (EEC)
which contains all the components necessary for effective
automatic control of an installed turboshaft engine and - Manual Back-Up (by FMM)
helicopter rotor system. The EEC is airframe mounted and
is connected to the engine sensors and to the airframe by - Starting and shutdown supervision
wiring harnesses.
- Auto start with ITT limiting logic
Made by Hamilton-Sundstrand
- Power Management
Electrical wiring harnesses provides interconnection of all
engine mounted control components, and aircraft wiring - Isochronous N2/NF governing
J2 (AIRFRAME)
J1 (ENGINE)
ANTI-VIBRATION
MOUNTING SURFACE
(TYPICAL 4 PLACES)
Two electrical connectors provide the necessary electrical The EEC is an electronic controller, used in conjunction with
connections to interface the EEC with the engine’s compo- a mechanical Fuel Management Module, to monitor various
nents and aircraft wirings. parameters and adjust the fuel flow delivered to the engine.
The EEC interface with the engine and aircraft sensors, The EEC is a full authority as it controls fuel from start to full
cockpit discretes, and serial communication between the power within established upper and lower limits The EEC
aircraft indicating provides closed loop engine speed control, engine speed
system, and the opposite engine. limiting protection and stability accommodation.
A power supply regulator converts 28 VDC or 64 VAC input In the event of malfunction, a fuel metering manual backup
power to dc levels required by various EEC control devices. mode is activated, in which fuel flow control reverts solely to
the FMM.
The EEC consists of two functionally independent
sub-systems: the control and the npt limiter sub-systems. Fuel flow is adjusted by a Torque Motor interface valve
Both sub-systems are isolated from the other, including housed in the FMM, in response to EEC commands.
power supplies, signal conditioning interfaces and signal
inputs. Specifications :
- The “control sub-system” provide control of the engine
fuel flow. - Single channel
- The “limiter sub-system” provides independent - Power requirements: 28 VDC @ 1.75 A (Nominal)
hardware protection against inadvertent power turbine - Minimum continuous voltage: 18 VDC
overspeed.
Maintenance :
An internal pressure transducer supplies ambient pressure
(P0) data to the electronic circuit. The transducer is a strain - No field maintenance
gauge type sensor. - On Condition
ROTORCRAFT
P3 - Pneumatic Mechanical Power Lever
Linkage
Shutdown
Fuel Flow FMM Solenoid
Shutdown Solenoid Switch
RS422 Bi-
Starter / Ignition Relays
DCU
Directional
Communication EEC CLP Sensor
PMA Nr Sensor
Maintenance Mode
EEC Failure Indication
Compressor
Bleed Valve Overspeed Test
Degraded EEC Mode Indication
Torque Motor NPT Datum Select
Npt/Q A Manual Mode Indication
Tq Auto/Man Select 28 VDC Emergency Bus
Npt/Q &Tq
RS422 Bi-Directional
Communication GSE Connector
T1
T1
EEC Discrete Inputs
T5-T1
T5 - T1 Ambient RS422 Uni-Directinal (provisional)
Pressure
PAMB Transducer Communication
Ng A
Engine Out Discrete
Ng Sensor
Npt/Q C
Ng B
PLA Sensor
NgC
Npt/Q D COCK PIT
Npt/Q Fuel Temp. RTD Ind.
Npt/Q B INDICA TORS
Fuel Filter IBS Ind.
Low Fuel Pressure Switch
Oil Dual Function
Low Oil Press Indication
Sensor
Main Oil Temp. Indication
Engine
Power Management Controls : The pilot uses the collective pitch stick to increase or
decrease the main rotor lift, engine power requirement is
The EEC controls the engine for normal flight, with selec- proportional to pitch angle.
tions through the aircraft console mounted power
management switches (PMS). Selection includes three The EEC software is divided into four basic units :
basic discrete mode settings. - Initialization (Boot sequence, all checks and tests)
- Background Logic (Memory management all the time)
In addition of the basic discretes the pilot can : - Foreground Logic (Input/Output signals, Algorithms,
- Modify the rotor speed reference point (from 100 to Fault detection)
102% N2/NF) - Test Mode (Only for re-programming)
- Select to control the engine in manual
(AUTO/MANUAL switch) The control logic can be divided into the following modes:
- Test the overspeed System (Overspeed test switch) - Engine and Main Rotor Governing
- In Emergency activate the Limit Override switch. - Transient Governing
- Engine Limit Governing
- Engine Starting
- Engine Shutdown
- Engine Flame-Out
There are two cockpit indications to warn the pilot that the
EEC is not operating normally. Both cockpit indications are
provided to the EDS through the RS422 serial communica-
tion interface.
Discrete Software Function Switch Activation Only one of the discretes marked with + can be selected at
any one time.
Auto/Manual Automatic or Manual Closed=Manual If both discretes are activated simultaneously a discrete
operation
fault is logged and the EEC will default to 101.5% N2/NF. If
Overspeed Test Initiate O/S Test Closed = Test none of the discrete are selected, the system N2/NF refer-
Select Disabled when ence will be set to 100% (Nomimal)
N2/NF>80%
N2/NF Datum Low Command Low N2/NF, Closed =N2/NF Analog Signals :
Reference(97% N2/NF) reference Low
N2/NF Datum High Command High N2/NF, Closed =N2/NF The collective pitch (CLP) is an analog signal required from
Reference(101.5% N2/ reference high the aircraft system. The signal is sent via the airframe
NF)
mounted CLP sensor. The sensor is a two output winding
Fault Display Activates Maintenance Closed=Maintenance On resolver.
Request Function
(Maintenance)
Frequency Signals :
Starter/Ignition Command Starter/Igni- Closed=Starter/Ignition
Request tion Request Request ON
Main rotor speed (NR) is a required input for the EEC. The
signal is sent via the airframe mounted NR sensor.
CONTROL
28 VDC CLP SENSOR
POWER INPUTS AC OUTPUTS
(ALSO TO LIMITER
PMA SUB-SYSTEM)
DCU INTERFACE
- ITT
- N1/NG
- Torque
M SL LDG LT
A E ON ON
N E O
C F
F
A STOW OFF
U
T
O
SEARCH CONT
N2 EXT LDG LT
HIGH EXT
O
F
F
L R RETR
NOR RETR
SR ENG
TE
OL
P IDLE
PILOT COLLECTIVE
Note :
P&WC can also use the GSE connector for re-programming
of the EEC
On power-up with engine switch in “OFF” The “EEC FAIL” For convenience a light is illuminated when the twist grip is
warning light will be illuminated until the EEC has com- out of the normal detent. This is an airframe wiring.
pleted the initial self-test.
Engine Out Light :
EEC Built In Test :
Whenever the engine compressor rotor speed is below 40%
In normal operation the EEC perform routine tests to check N1/NG or the EEC detect a decelleration of 10% / Sec, the
proper internal operation, system and sensors. EEC illuminates the “ENGINE OUT” light in the EDS.
If the EEC detects a critical fault it will illuminate the critical Serial Communication :
fault annunciator, it will revert to manual mode.
The EEC communicate with the aircraft indicating system
The others faults will be identified as non-critical. The EEC (EDS), with the DCU with the Ground Support Equipment
will illuminate the caution / OEI Limit Expire light (steady), (GSE) by serial links (UART RS422), with the opposite EEC
the EEC remains in control. In these conditions the EEC by ARINC 429 link (Cross talk).
can use default values, redundant signals (N2/NF) and
some parameters may be exchanged from the other EEC
(NR, T1, CLP, etc...).
The fault codes remain in the EEC memory, until they are cleared, either by cycling the power to the EEC, cycling AUTO/
MANUAL or until the signal become valid again. The faults are stored in the circular buffer (memory) of the DCU.
Fault Codes :
Bit Number Critical Fault CFUR1 Non-Critical NCFUR1 Non-Critical NCFUR2
1 Q & NF Input Engine switches Manual relay
2 NG “A” Speed Input Training switch Critical Fault relay
3 EEC fault NF trim discrete NF overspeed trip speed setting
4 FMM Torque motor Q / ITT match discrete NF "A" & "B" Cross check
5 FMM mode select ITT Limit override discrete
6 Not used T1 Remote Q/NF “B” interface
7 Engine Trim Torque temperature Q/NF “A” interface
8 Not used Not used Not used
9 Start ITT Nr LCF creep Fault
10 Start configuration PMA / low power CLP
11 Not used Overspeed solenoid CLP Cross check
12 Not used DCU P. Amb. Cross check
13 Not used ARINC T1 Cross check
14 Not used EDS RS422 Interface Compressor bleed valve interface
15 Not used Ambient pressure 30 sec/2 min limit expire
YES
REPLACE THE ENGINE
ELECTRICAL WIRING HARNESS RETURN TO SERVICE
(REF. 73-20-40).
On power up with the engine switch at OFF, the ‘EEC During engine start (N1/NG<33.5%) and in the unlikely
FAILURE’ indication, is turned ON, and will go OFF when case of engine flameout, the EEC will send a discrete out-
the EEC successfully completes its initialization and self put to the cockpit.
check.
Serial Communication
EEC Built In Test :
The EEC is capable of communicating with the rotorcraft’s
The engine control system incorporates built-in test routines Display System (optional) through UART RS-422-A serial
to check the proper operation of the EEC, system effectors, link.
and sensors. Upon detection of critical faults, the engine
control system will revert to Manual Mode and turn on the Another UART RS-422-A serial link is used for EEC/DCU
“Critical Failure” indication light in the cockpit. Other faults communication. The DCU contains Torque trims needed
are categorized as Non-Critical, i.e., the control system for torque calibration, ITT and PLA trims, LCF/CREEP data
retains the control of the rotor speed by using redundant and information required for provisional health monitoring.
signals or default values. The fault management scheme is
described later in this document. The third UART RS-422-A serial link is used for EEC/GSE
communication.
PLA Out Of Neutral
110 10% OFF ON OFF PLA fault (including trims fault) NCFUR1/1
112 20% OFF ON OFF Npt Datum Discrete Fault NCFUR1/3
114 30% OFF ON OFF T5-T1 Fault NCFUR1/5
115 40% OFF ON OFF T1 Fault NCFUR1/6
116 50% OFF ON OFF Torque Shaft Temperature Fault NCFUR1/7
117 60% OFF ON OFF NR Fault NCFUR1/9
118 70% OFF ON OFF PMA Fault NCFUR1/10
119 80% OFF ON OFF Overspeed Solenoid Discrete Fault NCFUR1/11
120 90% OFF ON OFF DCU Fault NCFUR1/12
121 100% OFF ON OFF Torque Limit Discrete Fault NCFUR1/13
122 110% OFF ON OFF Cockpit Display RS422 I/F Fault NCFUR1/14
(EEC Internal) (Provisional only)
123 120% OFF ON OFF PAMB Fault NCFUR1/15
Non-Critical Fault groups 1 & 2 should be displayed following removal of Critical Faults.
125 20% OFF OFF ON Critical Failure Relay Discrete Fault NCFUR2/2
126 30% OFF OFF ON Npt Overspeed Trip Speed Setting Fault NCFUR2/3
133 90% OFF OFF ON Degraded EEC Mode Discrete Fault (Caution) NCFUR2/11
136 110% OFF OFF ON Compressor Bleed Valve Interface Fault NCFUR2/14
Note : Non-Critical Fault groups 1 & 2 will be displayed following removal of Critical Faults
CFUR1/4
NCFUR1/5
RETURN TO SERVICE
- Turn the connectorbackshell counterclockwise with - Ensure connectors are properly tightened (refer to
your hand when applying the initial load on connec- Engine/Airframe Maintnance Manuals) to prevent
tor. This will prevent connector from becoming loose connectors becoming loose.
because of vibration.
28 VDC
7.5A
CLOSED WITH CLOSED WITH
ENGINE PMS ENGINE PMS
TRAINING SWITCH AT FLIGHT AT FLIGHT
2 1
EEC Q/NPT&TQ TRAIN
3
DCU PMA SENSOR BOV SWITCH
J1 ABCDFE ADC FEABCD BA
5
6
4
HH
GG
DD
LA
LW
CC
LB
EE
LU
LH
BB
M
LG
LK
LQ
LC
LD
LV
LE
LS
LT
LZ
S
D
C
A
V
T
N
P
L
X
P1
G
H
Z
K1 K2
P4 P3 P8 1-2,4-6 1-2,4-5 1-3,4-5
TRAIN SWITCH
ENGINE WIRING
P9 RELAY
AIRFRAME WIRING
ENGINE WIRING
CLP/LVDT
1
5
3
4
AIRFRAME
CONNECT 28VDC ESSENTIAL BUS
N 7.5A STANDBY MODE #1
M 7.5A 5.0A
FOR CONTINUATION
D
LQ EDS/
COCKPIT
LR SHUT DOWN
ESSENTIAL BUS RTN
GF J H S T E D
E SOLENOID
F
EEC FAIL
TORQUE
MANUAL
FUEL MANAGEMENT
K
EEC IN
MOTOR
CIRCUIT
MODULE (FMM)
L
H MODE SELECT IGNITER PLUGS GSE INTERFACE CONNECTOR
J SOLENOID
G OVERSPEED BKJ GH PR U T E D F L CN A
LK SOLENOID
NPTD SIGNAL
T5 IGNITER A A
NGC SIGNAL
NGB SIGNAL
NPTD RTN
EXCITER B B
NGC RTN
NGB RTN
A
B
P12 CHIP
DUAL FUNCTION
FUEL SWITCH
C
D
A DETECTOR
B
P5
P10 P7 E C
CDBA FEDCAB P6 T1 D
FUEL FILTER IMPENDING
BYPASS SWITCH
A B C FG JH
P P13
R
S
T
PMS Q ITT
X MATCH MATCH
Y
U
V
N.C.
COMMON
N.O.
NR EDS/
W
SENSOR COCKPIT
TEST
LA
ON
OFF
LB RTD RTN
LC RTD HI
GND
LD
P14 B AC D F E
MANUAL
28V SUPPLY
AIRFRAME
AUTO
CONNECT ENGINE WIRING
AIRFRAME WIRING
P11 AIRFRAME P2
WIRING
CC
LM
DD
LD
AA
LN
LT
LA
LP
LQ
LS
LR
LB
LC
LK
FF
EE
LE
W
R
X
P
Z
L
A
Y
S
U
H
E
F
D
K
J
V
T
J2
EEC
P8
A P6
P5
P4
P12
P14
P7 P1
P11
P13
P9 P10
P3
VIEW A
P3 P13
P7
P12
P9
P10
Harness to J1 : Component :
ConnectorComponent - NR Sensor
- EDS Cockpit
P1 EEC - PMS Swith
P3 Permanent magnet alternator (PMA) - Auto/Manual Switch
P4 Data collection unit (DCU) - GSE Connector
P5 Fuel management module (FMM) - 28VDC Power
P6 T1 Temperature sensor - CLP sensor
P7 Compressor rotor speed sensor (Ng) - ITT/Torque
P8 Compressor Bleed Valve - Start & ignition relays
P9 Torque, N2/Nf and Temperature sensor - Shutdown Selenoid Switch
P10 Torque and N2/Nf sensor - PLA Sensor RVDT
P11 Aircraft Connection
P12 Chip Detector
P13 Triple function switch (Fuel temperature , Fuel Filter Caution:
Impending Bypass and Low Fuel Pressure)
P14 Airframe Connection - Make sure the Airframe electrical power is OFF
when you disconnect or reconnect the electrical
Note: connectors.
- All connectors are keyed to ensure correct installa- - Do not stretch the electrical wiring harness when
tion of harness to the component. you connect the connector.
- Turn the connector backshell counterclockwise with - Ensure connectors are properly tightened (refer to
your hand when applying the initial load on connec- Engine/Airframe Maintnance Manuals) to prevent
tor. This will prevent connector from becoming loose connectors becoming loose.
because of vibration.
P8
A P6
P5
P4
P12
P7 P1
P11
P13
P10
P3 P9
VIEW A
P7
P3 P13
P12
P4
Connector End Device
J1 EEC Connector (Engine)
J2 EEC (Airframe) Connector
P1 EEC Connector (EEC Harness - EEC side
of ®rewall)
P3 Permanent Magnetic Alternator (PMA)
P4 Data Collection Unit (DCU)
P5 Fuel Management Module (FMM)
P6 T1 Temperature Sensor
P7 Ng Sensor
P8 Electronic Bleed Valve
P5 P9 N2/Npt and Torque Sensor
P10 N2/Npt and Torque Sensor
P11 Airframe Connector
P8 P12 AGB Chip Detector
P1 P11 P13 Dual Function Fuel Switch
P6
P9
P10
DCU
P1
EEC CONNECTOR
Description:
FW
D
P3
CHAPTER 11
MAINTENANCE PRACTICES
900 Hours EEC/FMM Do a Manual Mode response check and do an operational check of the alternate
engine shutdown system (Ref. Aircraft/Flight Manuals).
Air Inlet Screen Clean, Inspect for general condition.
Exhaust Duct Check for cracks or distortion.
Gas Generator Case Check for cracks, corrosion and distortion
900 Hours or Electrical Wiring Visual check for evidence of chafing, cracks, corrosion and wear. Do a security
12 Months Harness check to verify connector security.
Tubing Check for security, wear, chafing, corrosion, cracks and evidence of leaks.
Chip Detector Check for metallic pick-up and clean using lint-free cloth.
Perform operational check.
Ignition Cables Visual checks for chafing, wear, corrosion and security.
900 Hours or Oil filter Inspect and replace oil filter.
36 Months Fuel Filter Inspect and replace fuel filter.
12 Months EEC Do an EEC Diode failure check (PMA disconnected).
10,000 Hours CT Blades Compressor turbine blades must be replaced (Overhaul level).
or 60% Creep
15,000 Hours PT Blades Power turbine blades must be replaced (Overhaul level).
or 50% Creep
1
REPLENISH OIL 2
TO WITHIN GREEN
GREEN BAND BAND
A
ACCESSORY GEARBOX
OIL LEVEL INDICATOR
VIEW A
SEAT
SPRING 116
COVER
PRESSURE 114
REGULATING
VALVE
112
110
MOP (PSIG)
108
106
104
102
100
180 190 200 210 220 230 240 250 260 270 280 290 F o
90 100 110 120 130 140 Co
MOT
FIBERSCOPE TIP
125
VANE RING
DISTAL POINT
LEADING
EDGE
0.025 in.
0.020 in.
MEASURED DAMAGE MAXIMUM BLEND LIMIT AFTER REWORK
0.120 0.120
0.375
LEADING
EDGE
MATERIAL AVAILABLE
FOR FUTURE REPAIR MAXIMUM MATERIAL
REMOVAL ALLOWED
IF REQUIRED.
LEADING EDGE
ORIGINAL
CONTOUR
FUEL FILTER
COVER
PWC42045
1
2
3
4
COVER
PREFORMED
O N T CARBON SEAL
PACKING
FR NO. 5 BEARING
RUNNER
RETAINING NUT
COVER
CARBON
PREFORMED
RETAINING SEAL PACKING
RING
DRIFT
BOLT A BOLT B
FERRULE
CARTRIDGE
BOLT B
BOLT B
BOLT A NOSE
ASSEMBLY
BOLT A
90 BOLT A
BOLT B BOLT A
BOLT B
BOLT B
FERRULE
CHAPTER 12
GROUND-BASED SOFTWARE
GBS-PWCÔ
The Ground-based software is used to help general man- The basic functions of the software are :
agement of P&WC electronic control driven engines.
- Troubleshooting of the Electronic Engine Control and
The operator will be able to track engine configuration. In - Reprogramming of Data Collection Unit (DCU)
addition it will be possible to interrogate fault codes stored - The GBS software will permit the operator to :
in the Electronic Engine Control (EEC), and to perform trou- - View / Record (engine running) or Replay engine
bleshooting with the help of a dedicated Transfer Module. parameters for troubleshooting purpose.
For troubleshooting purposes, it will be possible to look at - Import data
and record live data parameters. - Change configuration
Note:
PWC64570 A
PWC64570 A RS422 (1) TO COMPUTER
RS422 FROM AIRCRAFT (ENGINE #1 - LH)
TO E.E.C. TO E.E.C.
PWC64285 REV. G TO E.E.C.
PWC64570 A
RS422 FROM AIRCRAFT
PWC64570 A OR
RS422 (2) TO COMPUTER
(ENGINE #2 - RH)
TO E.E.C. TO E.E.C.
PWC64285 REV. G TO E.E.C.
PWC64570 A
CAUTION: DO NOT PLUG TO COMPUTER 28V POWER
THIS BRANCH INTO LAPTOP. (NOT USED) (P&WC USE ONLY)
SERIOUS COMPUTER DAMAGE
WILL RESULT.
PWC64656
ADAPTOR RS232
RS-232 Side
Model 222NM
Converter
CONVERTER
DCE
PWC64656
ADAPTOR RS232
COMPUTER PWC64656
PWC64431
REV. N/C
TO COMPUTER
(RS422
DCU
RS422
QUATECH
PWC64682-2
ADAPTOR RS232
PWC70548 REV C
(DCU COARSE THREAD) PWC90035
PWC90035 DO NOT USE RS422 TO RS232
RS422 TO RS232 CONVERTER
Converter
S/N: 9607230001 LOT: 553596
DCE
RS-232 TO RS-422 Interface
DTE
-25F
RS-232 Side
Model 222NM
Converter
DCE
PWC64656
ADAPTOR RS232
PWC64656
PC RS232
PWC64656
ADAPTOR RS232 APPROVED COMPUTER PWC64656
ADAPTOR RS232
PWC64656
PWC64431
REV. N/C
TO COMPUTER
(RS422
APPROVED COMPUTER
RS422 PORT PWC64
PCRS2 656
(REF. NOTE)
32
TO COMPUTER (RS422)
PWC70548 REV C
RS422
9 PIN DB FEMALE
or
A window will then appear showing location of the saved "Replay Recorded Data"
file.
The user can continue the replay using the "Resume" but-
ton.
or
Date: ______________________________
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