KEY KE

NEW NE
OWNER OW
WISDOM W
YOUR PT6A YO
TURBOPROP TU
KNOW YOUR PT6A TURBOPROP KNOW YO

Congratulations on your acquisition of an aircraft powered by the Congratula

Pratt & W hitney Canada Corp.(P&W C) dependable PT6A Turboprop Pratt & W h
Engine! Just like you,operators around the globe have m ade the Engine! Ju
PT6A engines their choice in the business and general aviation PT6A engin
m arket – engines known to provide exceptional power,perform ance m arket – e
and peace of m ind.By m aking this wise choice,you are benefiting and peace
from 45 years and 300 m illion hours of in-service experience from 45 ye
resulting in unm atched reliability. resulting in
This handbook has been designed to give you a brief overview This handb
of the PT6A engine as well as som e m aintenance and power of the PT6A
m anagem ent recom m endations.Always refer to the Pilots Operating m anagem e
Handbook (POH),Aircraft Flight M anual (AFM ),Engine M aintenance Handbook
M anual (EM M ),Service Bulletin’s (SB) or other service inform ation M anual (EM
docum entation for a com plete text of the approved /recom m ended docum enta
procedures and latest inform ation. procedures

1
KNOW YOUR PT6A TURBOPROP KNOW YO

Should you require additional information related to: Should you

AOG /critical em ergency services AOG /critic
Technical /m aintenance consultation Technical /
Warranty Warranty
Publications Publication
Field Service Representative (FSR) contact info Field Servic
Rental Engines Rental Eng
Engine status in any P&W C Service Centre Engine sta
Eagle Service Plan® (ESP®) Eagle Serv
AOG Parts After Hours, AOG Parts
our Custom er FIRST Centre is available 24 hours a day, our Custom
7 days a week to assist you. 7 days a w
In Canada and the United States: In Canada
Tel:1-800-268-8000 Tel:1-800-
International: Internation
Tel:International Access Code + 8000-268-8000 Tel:Interna
Other Numbers: Other Num
Tel:(450) 647-8000 Fax:(450) 647-2888 Tel:(450) 6
Email: Email:
cfirst@ pwc.ca cfirst@ pwc
Visit our website at: Visit our w
www.pwc.ca www.pwc.c

2
KNOW YOUR PT6A TURBOPROP KNOW YO

Take note of your PT6A engine m odel and serial num ber. Take note o
This will help us to coordinate our support in a tim ely m anner. This will he
Engine M odel: Engine M od
Engine Serial Num ber: Engine Ser

Engine Logbook: Engine Log

Each engine is supplied with a logbook(s) to record all m aintenance Each engin
actions as well as engine running tim es and cycles.The logbook(s) actions as
m ust accom pany the engine or m odule each tim e they are sent to an m ust accom
approved service or overhaul facility. approved s

3
DISCLAIMER DISCLAIM

Disclaim er Disclaim er
The inform ation contained herein has been set out in sum m ary The inform
form and is provided for general reference purposes only and m ay form and i
be changed without prior notice. It should not be construed as be change
creating any obligation on the part of Pratt & W hitney Canada Corp. creating a
W hile every care has been taken to avoid errors,Pratt & W hitney W hile ever
Canada Corp.m akes no representations about the accuracy of Canada Co
these guidelines and accepts no responsibility for any error herein. these guid
In no event shall P&W C be liable for any dam ages whatsoever In no even
resulting from the m isuse,m isinterpretation,analysis, resulting f
interpretation or application of any of the guidelines contained interpretat
herein.The inform ation contained herein does not replace or herein.The
supersede the inform ation contained in the appropriate airfram e or supersede
engine m aintenance m anuals or other official publications. engine m a

Always refer to the Pilot’s Operating Handbooks (POH),Aircraft Always ref

Flight M anuals (AFM ),Engine M aintenance M anuals (EM M ), Flight M an
Service Bulletins (SB) or other Service Inform ation docum entation Service Bu
for a com plete text of the approved /recom m ended procedures for a com p
and latest inform ation. and latest

PT6 and PT6A are tradem arks of Pratt & W hitney Canada Corp. PT6 and PT

© Copyright Pratt & W hitney Canada Corp. M ay not be reproduced,in whole © Copyrigh
or in part,without prior written consent or in par

5
NOMENCLATURE NOMENCL

ADAS Aircraft Data Acquisition System ADAS

AFM Aircraft Flight M anual AFM
AGB Accessory Gearbox AGB
AOG Aircraft On Ground AOG

CT Com pressor Turbine CT

ECTM ® Engine Condition Trend M onitoring® ECTM ®

EESP Extended Engine Service Policy EESP

EPL Em ergency Power Lever EPL

ESP® Eagle Service Plan® ESP®

FOD Foreign Object Dam age FOD

FSR Field Service Representative FSR

HSI Hot Section Inspection HSI
ITT Interturbine Tem perature ITT

LCF Low Cycle Fatigue LCF

M OR M anual Override M OR
Ng Gas Generator Speed Ng

6
NOMENCLATURE NOMENCL

Np Propeller Speed Np
PPSP Prim ary Parts Service Policy PPSP
PLA Power Lever Assem bly PLA
POH Pilot’s Operating Handbook POH
PT Power Turbine PT
RPM Rotations Per M inute RPM
SB Service Bulletin SB
SHP Shaft Horsepower SHP
SIL Service Inform ation Letter SIL
STOL Short Takeoff and Landing STOL
TBO Tim e Between Overhaul TBO
TSO Tim e Since Overhaul TSO
TTSN Total Tim e Since New TTSN
TCSN Total Cycles Since New TCSN
UAC United Aircraft Corporation UAC
Wf Fuel Flow Rate Wf

7
KNOW YOUR PT6A TURBOPROP KNOW YO

Initial Customer Support Presentation Initial Custo

P&W C offers a three-part introduction to the com pany,engine m aintenance P&W C offer
and our afterm arket support logistics.You have the option of scheduling a and our afte
m eeting at your convenience or we will be happy to send you an inform ation m eeting at
kit with brochures and a copy of the presentation that you m ay review at kit with broc
your leisure.W hen the tim e com es,your local FSR can provide guidance your leisure
on such things as fuel nozzle exchange,boroscope inspection of the hot on such thin
section or other m aintenance areas. section or o
Publications Publication
P&W C offers a package of high-quality technical publications for new P&W C offer
aircraft operators.M oreover,a free two-year revision service is provided aircraft ope
for each new publications subscription.Additional publications m ay also for each new
be purchased.The price list for com m ercial publications is available upon be purchase
request by contacting Publications Custom er Services. request by c
For additional details on our Technical Publications,including contact info, For addition
please visit us at our website,www.pwc.ca please visit
W arranty W arranty
P&W C prides itself in offering transferable warranty coverage that is P&W C pride
am ongst the best in the aerospace business.The new engine warranty is am ongst th
com prised of the Basic Coverage Period and m ay be supplem ented by one com prised o
or both of the following available service policies: or both of th
· The Prim ary Parts Service Policy (PPSP) is a renewable pro-rata warranty · The Prim a
coverage for the repair or replacem ent of specific engine parts dam aged coverage
due to a defect in m aterial or m anufacturing workm anship during their due to a d
P&W C com m ercially-supported class life. P&W C com
· The Extended Engine Service Policy (EESP) applies for a prem ature, · The Exten
engine-chargeable event when an overhaul is required. engine-ch

8
KNOW YOUR PT6A TURBOPROP KNOW YO

Once we have been inform ed of a new PT6A engine delivery to an aircraft Once we ha
operator,a copy of the applicable new engine warranty will be sent operator,a c
to the new owner by the P&W C Warranty Adm inistration departm ent. to the new o
Notification of new aircraft sales is norm ally received directly from aircraft Notification
m anufacturers,their licensed dealers or directly from the owner.Note m anufactur
that warranty coverage is attached to the engine serial num ber,not to that warran
the owner.For any warranty questions,please feel free to em ail us at the owner.F
warranty@ pwc.ca. warranty@ p
If your aircraft is involved in an incident which affects the engine (e.g.prop If your aircr
strike,hard landing),you m ust inform P&W C Warranty by filling out the strike,hard
form included in SIL GEN-039.This will ensure that your warranty policy is form includ
reinstated following the corrective m aintenance actions. reinstated f
Customer Portal Customer P
Pratt & W hitney Canada is com m itted to providing global support services Pratt & W hi
that delights our custom ers.The P&W C Custom er portal is just one of the that delight
m any ways in which we collaborate with our custom ers.The portal will give m any ways
access to an increasing list of on-line services and inform ation. access to an
Register today on our website,www.pwc.ca,free of charge,to receive Register tod
the P&W C Extranet Application URL,usernam e and password once the the P&W C E
registration request has been approved and processed. registration

9
PT6A ENGINE GENERAL PT6A ENG

PT6A Engine Overview PT6A Engin

Unm atched versatility,dependability and perform ance have m ade the PT6A Unm atched
engine the m ost thoroughly proven and popular turboprop engine fam ily engine the m
in the 500- to 1,700-shp class,covering a diverse range of applications in the 500-
across all aircraft m arkets.We continually invest in technology to m ake our across all a
engines the m ost environm entally friendly and to offer even greater value in engines the
the form of higher perform ance and digital engine control. the form of
The PT6 engine,a lightweight free turbine engine incorporating a reverse The PT6 eng
flow com bustion path,is designed for aircraft propulsion use.It utilizes two flow com bu
counter-rotating turbines;one driving the com pressor and the other driving counter-rota
the propeller through a reduction gearbox.The latter turbine is “free” the propelle
or independent of the com pressor turbine.M ore recent,higher powered or independ
m odels incorporate a two-stage power turbine. m odels inco
Over the years,the PT6 engine has evolved and adapted to a m ultitude of Over the yea
uses.The PT6A engine is the turboprop designation,powering com m uter, uses.The PT
corporate and utility aircraft,aerobatic trainers,agricultural aircraft,short corporate an
takeoff and landing (STOL) aircraft and water bom bers.This handbook is takeoff and
dedicated to the PT6A variant. dedicated to
The PT6B,C & T (Twin-Pac®) engines are turboshaft variants,providing The PT6B,C
reliable power to m any of the worlds helicopters and m ore recently to reliable pow
tiltrotors. tiltrotors.
The ST6 engine is an industrial variant of the PT6 engine,originally The ST6 eng
developed for the United Aircraft Corporation (UAC) TurboTrain and developed f
intended for stationary application. intended for

10
MODULARITY MODULAR

The design of the PT6A engine allows it to be split into two m ajor parts The design
called the power section assem bly and the gas generator assem bly.Only called the p
certain engine m odels are defined as being m odular,which allows the certain engi
interchange and tracking of each m odule.Three criteria m ust be m et for the interchange
engine to be m odular. engine to be
1. Each m ajor assem bly is equipped with a data plate and a third data 1. Each m a
plate is located on the inlet case for the com plete engine assem bly. plate is l
2. There is a logbook for each m odule. 2. There is
3. In the appropriate SB on service lives,there will be an overhaul interval 3. In the ap
quoted for each m odule and the engine assem bly. quoted f
On non-m odular PT6A engines,the power section assem bly can be rem oved On non-m od
and sent for service,but m ust be returned and installed on the sam e gas and sent for
generator assem bly. generator a

Sm all PT6A Engine

11
ADVANTAGES OF THE PT6A ENGINE DESIGN ADVANTAG

A num ber of advantages are derived from the design of the PT6A engine A num ber o
which have proven valuable in routine field operation. which have
During an engine start,only the com pressor section of the PT6A engine During an e
needs be rotated by the starter-generator.By com parison,a fixed-shaft needs be ro
engine m ust spin all rotating com ponents including the reduction gearbox engine m us
and propeller during an engine start,resulting in a requirem ent for heavier and propelle
starting system s. starting sys
The PT6A engine free turbine design allows the propeller RPM to be reduced The PT6A en
and the propeller feathered during ground operation without shutting and the pro
down the engine.This facilitates fast passenger loading and perm its very down the en
quiet ground operation.Propeller RPM can also be varied in flight (on m ost quiet groun
applications) perm itting propeller RPM to be set for quieter cruise and applications
optim um efficiency. optim um ef

12
PRINCIPLES OF OPERATION PRINCIPL

The PT6A engine consists of two m ain sections,the gas generator section The PT6A en
and the power section. and the pow
The gas generator section com presses and delivers air to the com bustion The gas gen
cham ber where it is m ixed with fuel and ignited.The resulting hot gases cham ber wh
turn the com pressor turbine which provides the power to run the com pressor turn the com
and the accessory gearbox located at the rear of the engine.The hot gases and the acc
continue on to the power turbine where the rem aining energy is extracted to continue on
turn the propeller. turn the pro

Np Tq Nf T5 (ITT) Ng Np

FCU

Wf

13
AIRFLOW AIRFLOW

Air is directed to a com pressor consisting of three axial stages (Four Air is direct
axial stages on large PT6A engine m odels) and one centrifugal stage. axial stages
Com pressed air leaving the com pressor passes through diffuser pipes Com pressed
which turn the flow 90 degrees,reduce its speed and direct the air into the which turn t
com bustion cham ber. com bustion
In the annular com bustion cham ber the air is m ixed with fuel and burned. In the annu
Two igniter plugs are used to light the fuel/air m ixture when the engine is Two igniter
started.They are not required to m aintain the com bustion process and can started.The
be shut off once the engine has reached idle speed. be shut off
The expanding hot gases are directed first through the com pressor turbine The expandi
and then through the power turbine.After passing through the power and then th
turbine,the gases are exhausted through ports on each side of the engine. turbine,the
(Som e engines are fitted with a single-port exhaust.) The exhaust stubs (Som e engin
fitted to the engine are norm ally directed to utilize the rem aining energy of fitted to the
the gases in the form of thrust for additional aircraft propulsion. the gases in
Two bleed air system s are incorporated in the PT6A engine.Autom atic bleed Two bleed a
air from the com pressor prevents com pressor stall during acceleration from air from the
low engine speeds or deceleration from high engine speeds.For aircraft low engine s
use,air m ay be bled for heating or pressurizing aircraft cabins. use,air m ay

M edium PT6A Engine

14
 POW ER TRAIN POW ER TR

A shaft connects the power turbine to the two-stage planetary reduction A shaft conn
gearbox.The first stage reduction ring gear floats axially against a hydraulic gearbox.Th
torquem eter cylinder.The oil pressure in this cylinder is proportional to torquem ete
output torque which is displayed on the torque indicator in the cockpit. output torqu
Bevel gears located forward of the second stage planetary gears drive the Bevel gears
following accessories m ounted on the forward reduction gearbox case: following ac
· propeller governor or constant speed unit · propeller
· propeller overspeed governor · propeller
· tachom eter-generator · tachom et

COMPRESSOR
TURBINE
2 ND STAGE 1 ST STAGE ACCESSORY 2 ND STAGE
REDUCTION REDUCTION POWER REDUCTION
GEAR TURBINES COMPRESSOR GEARBOX GEAR
GEAR
PROPELLER PROPELLER
SHAFT SHAFT

Large PT6A Engine

The accessory gearbox,m ounted on the rear of the engine,is used to drive The accesso
the following engine accessories: the followin
· High-pressure fuel pum p · High-pre
· Fuel control unit · Fuel cont
· Oil scavenge and oil pressure pum ps. · Oil scave
Space is also provided for aircraft m anufacturer provided accessories such Space is als
as the starter-generator,gas generator tachom eter-generator,fuel boost as the start
pum ps or hydraulic pum ps. pum ps or h

15
 BEARINGS BEARINGS

Support of the m ain shafts in the PT6A engine is accom plished by a Support of t
com bination of ball and roller bearings.Ball bearings support axial and com bination
radial loading,while the roller bearings support only radial loads,allowing radial loadi
for therm al expansion. for therm al

Propeller Shaft Power Turbine Compressor Propeller

No.5:Roller No.3:Roller No.1:Ball No.5:Rolle
No.6:Ball No.4:Ball No.2:Roller No.6:Ball
No.7:Roller** No.7:Rolle
** Sm aller reduction gearboxes do not utilize a No.7 bearing. ** Sm aller

7 6 5 7 6 5

A-60 A-60
A-65 A-65
A-67 A-67

A-52 A-52
A-61 A-61
A-64 A-64
A-66 A-66

6 5 4 3 2 1 6

16
FOD PROTECTION FOD PROT

Inertial Separator Inertial Sep

The nacelle inlet of m any aircraft m odels includes an inertial separator The nacelle
provided by the aircraft m anufacturer to prevent heavy particles from provided by
entering the engine inlet.M ost installations incorporate two m oveable entering the
vanes,one upstream of the engine inlet and the other blocking the bypass vanes,one
duct.For bypass operation,the inlet vane is lowered and the bypass duct.For by
duct vane is opened perm itting m axim um separating efficiency.In som e duct vane is
installations,the vanes are fixed in the bypass m ode. installation
As shown in the sketch,air entering the engine inlet m ust turn sharply past As shown in
the inlet vane (shown in the lowered position).Particles heavier than air the inlet van
are carried straight through,by their own inertia,into the bypass duct and are carried
dum ped overboard. dum ped ove
The aft radial inlet design provides m any advantages such as superior The aft radi
anti-icing utilizing the principle of inertial separation,low noise levels and anti-icing u
unequalled protection from FOD. unequalled

BYPASS (ICING)
POSITION

NORMAL
POSITION

17
FUEL SYSTEM FUEL SYS

The fuel system is designed to deliver clean fuel to the engine at the The fuel sys
pressure and flow that are necessary for all engine operating conditions. pressure an
The airfram e fuel system contains the necessary boost pum ps,transfer The airfram
pum ps,selector/shutoff valves,strainers and filters required to supply fuel pum ps,sele
to the engine(s) and to m anage the fuel load distribution in the airplane. to the engin
The engine is equipped with a fuel system which consists of a fuel heater, The engine
high-pressure fuel pum p,fuel filter,fuel control unit,start control or flow high-pressu
divider unit and a m anifold with fuel injection nozzles. divider unit
The fuel control unit is either a hydro-pneum atic or a hydro-m echanical The fuel con
system which m eters the correct am ount of fuel to the engine to m aintain system whic
the gas generator speed selected by the pilot via the power control lever.It the gas gen
also controls fuel flow scheduling during engine starting,acceleration and also control
deceleration. deceleration
The PT6A engine is approved for operation with all com m ercial jet fuels, The PT6A en
JP-4,JP-5 and for a m axim um of 150 hours during any overhaul period with JP-4,JP-5 a
all grades of aviation gasoline.Specific grades of diesel fuel are approved all grades o
as alternate fuels for restricted use.No engine adjustm ents are required as alternate
in changing from one fuel to another,nor is it necessary to purge the fuel in changing
system when changing fuels,except when using alternate fuels. system whe
For listings of approved fuels and fuel additives refer to the appropriate For listings
Service Bulletins for each PT6A engine m odel. Service Bull

18
OIL SYSTEM OIL SYSTE

The PT6A engine has a self-contained oil system with the exception of the The PT6A en
oil cooler,air duct and associated plum bing.The oil level should be verified oil cooler,ai
after engine shutdown and while the oil is still hot,using either a dipstick after engine
or a sightglass. or a sightgl
For more information related to the oil system,please refer to page 29. For more in

19
TYPICAL PT6A ENGINE INSTRUMENTATION TYPICAL P

Incorporated into the design of the PT6A engine are accurate and reliable Incorporated
torque and ITT m easuring system s that give the pilot an accurate torque and
indication of the prim ary engine operating param eters. indication o
Torque Pressure is sensed by a torque pressure transducer m ounted on the Torque Pres
reduction gearbox,to indicate the torque being developed by the engine. reduction ge
Torque is the prim ary param eter used to set power for takeoff and cruise Torque is th
operation for specified propeller speeds. operation fo
ITT is m onitored to ensure that com bustion gas tem perature lim its of the ITT is m onit
engine are not exceeded. engine are n
Two tachom eter-generators are installed on the engine:one on the Two tachom
reduction gearbox m onitors propeller speed (Np),and the other on the reduction ge
accessory gearbox m onitors gas generator speed,(Ng). accessory g
Pressure and tem perature gauges m onitor the oil system . Pressure an

20
 CONTROLS CONTROL

Cockpit Powerplant Controls Cockpit Pow

PT6A engine applications use the engine power m anagem ent system PT6A engine
and propeller beta control capability to obtain optim um airplane flight and propelle
and ground handling capability.The powerplant functions are typically and ground
com m anded from the cockpit by m eans of three control levers and push- com m anded
pull cables. pull cables.
In som e applications where certain powerplant functions are not required, In som e app
sim plified system s using two or even one cockpit control lever m ay be used. sim plified s

MIN. POWER MIN. POWER

TAXI TAXI
RANGE POWER RANGE POWE
REVERSE RANGE REVERSE RANG
MAX. POWER
BETA BETA
MIN. RPM
FEATHER MAX. RPM
POWER POWER
LEVER LEVER
PROPELLER
CAM ASSY LEVER CAM ASSY
PROPELLER GOVERNOR

LOW IDLE LOW IDLE

SHUT-OFF HIGH IDLE SHUT-OFF HIGH

FUEL FUEL
LEVER LEVER

Control Location Control Function Control

Condition Fuel control unit Fuel cut-off and idle Condition
(or start control) speed(s)
Power Fuel control unit Gas Generator speed Power
Propeller Propeller governor Prop speed and feathering Propeller

21
CONTROLS CONTROL

Secondary control inputs located on the propeller governor include the beta Secondary c
valve and the fuel governor reset.These controls are used in conjunction valve and th
with the propeller low blade angle feedback system and the engine with the pro
propeller reversing control system for propeller beta control and reverse propeller rev
thrust control.A cam box unit is part of the engine control system and its thrust contr
purpose is to schedule gas generator speed and propeller angle by m eans purpose is t
of linkages to the fuel control power lever and to the propeller governor of linkages
beta valve and fuel governor reset controls. beta valve a
Propeller Low Blade Angle Reset Systems Propeller L
During the developm ent program of an airplane,the m ost desirable During the d
propeller low pitch lim its (prim ary blade angle) and engine flight idle propeller low
settings required for optim um flight handling are determ ined.In som e settings req
cases,certain ground operating requirem ents such as propeller restricted cases,certa
speed ranges m ay dictate a different propeller low pitch lim it for ground speed range
operation.Som e installations utilize an airfram e-supplied propeller low operation.S
pitch reset system actuated by m eans of a switch which senses the weight pitch reset s
of the airplane on the m ain landing gear.This functionality is integrated of the airpla
with the engine-supplied propeller beta control system .The system with the eng
autom atically sets the propeller low pitch lim it to either the ground or autom atica
light positions. light positio
Automatic Feathering Automatic F
Takeoff perform ance for m ulti-engine aircraft is based upon having one Takeoff perf
engine inoperative.M ost m ulti-engine aircraft are equipped with aircraft engine inop
m anufacturer provided autom atic feathering system s to reduce drag on m anufactur
the aircraft.However these system s are norm ally not arm ed during m ost the aircraft.
other phases of flight.Autom atic feathering is not used in single-engine other phase
PT6A engine applications.Please refer to the applicable AFM for specific PT6A engine
operating instructions. operating in
Because the free turbine configuration of the PT6A engine has less rotating Because the
inertia than a fixed turbine engine,an unfeathered propeller creates less inertia than
in-flight drag.Therefore,negative torque sensing system s are not required. in-flight dra

22
CONTROLS CONTROL

Propeller Overspeed Governor Propeller O

All PT6A turboprop installations are equipped with an airfram e-supplied All PT6A tur
propeller overspeed governor.This unit has its own dedicated drive from propeller ov
the engine reduction gearbox and is intended to lim it the propeller speed the engine
to a predeterm ined m axim um value in the event of a m alfunction of the to a predete
prim ary propeller governor. prim ary pro
In m ost installations which feature an autom atic feathering system ,the In m ost inst
autom atic propeller feathering function is perform ed by an electrically- autom atic p
activated propeller servo oil dum p valve on the overspeed governor. activated pr
Overtorque Limiter Overtorque
On som e PT6A engine installations an overtorque lim iter is installed On som e PT
to lim it m axim um engine output torque to a preset value.This function to lim it m ax
has been utilized on applications where the norm al power setting and has been ut
m onitoring procedures cannot be used,such as m ilitary trainer aircraft m onitoring
which are intended to m aintain the m axim um operational sim ilarity to which are in
high-perform ance jet aircraft.Other applications with substantially flat high-perform
rated PT6A engines utilize an overtorque lim iter to prevent inadvertent rated PT6A
excessive power settings by the pilot. excessive po
An electronic lim iter system is also installed on som e engine m odels An electroni
intended for m ilitary trainer aircraft.This system offers both torque and intended for
ITT lim iting capability. ITT lim iting
M anual Override M anual Ove
All PT6A engines intended for single-engine aircraft are equipped with a All PT6A eng
m anual override function installed on the fuel control unit.The m anual m anual ove
override can be connected to an Em ergency Power Lever (EPL) in the override can
cockpit by an airfram e-supplied linkage,if required by the aircraft cockpit by a
m anufacturer. m anufactur

23
EMERGENCY POW ER LEVER EMERGEN

Introduction Introductio
The m anual override function,when connected to the EPL,is intended for The m anual
use during em ergencies or closely m onitored training only and m ust never use during e
be used during norm al engine operation. be used dur
This lever should only be used to m odulate engine power to allow the pilot This lever sh
to continue flight to the nearest airport in the event of m alfunction in the to continue
fuel control pneum atic system resulting in one of the following conditions: fuel control
1. Uncom m anded power roll back and inability to recover with the 1. Uncom m
Power Lever Assem bly (PLA). Power Le
2. No response to PLA m ovem ent,when starting from or around idle. 2. No respo
3. PLA becom es stuck at or around idle. 3. PLA beco
The EPL does not duplicate the function of the PLA and is not to be used as The EPL doe
an optional m eans of controlling the engine. an optional
The EPL overrides all autom atic fuel control features and acts directly The EPL ove
on the fuel valve to directly m odulate the fuel flow to the engine.Rapid on the fuel v
m ovem ents of this lever should not be m ade for any reason whatsoever. m ovem ents
EPL sensitivity increases with altitude and above 5000 ft.,extrem e care EPL sensitiv
should be exercised. should be e
Please refer to the applicable AFM or POH for correct operation of the EPL. Please refer
CAUTION: CAUTION:
W HEN USING THE M ANUAL OVERRIDE SYSTEM ,THE ENGINE RESPONSE W HEN USIN
M AY BE M ORE RAPID THAN W HEN USING THE POW ER LEVER.A RAPID M AY BE M O
INCREASE IN EM ERGENCY POW ER LEVER POSITION TOWARDS M AXIM UM INCREASE I
IS TO BE AVOIDED,AS THIS CAN CAUSE ENGINE SURGE,ENGINE OVER- IS TO BE AV
TEM PERATURE,Ng OVER-SPEED OR OVER-TORQUE. TEM PERATU
Inappropriate use of the EPL will increase m aintenance costs and can be a Inappropria
contributory factor to CT blade fractures. contributory

24
SCHEDULED MAINTENANCE SCHEDUL

The following inform ation is intended as an overview of m aintenance The followin

practices.For a com plete description please refer to the Engine practices.F
M aintenance M anual (EM M ). M aintenanc
Chapter 70-00-00 describes standard practices including servicing the Chapter 70-
engine oil system . engine oil s
Chapter 71-00-00 contains inform ation on m aintenance practices, Chapter 71-
including adjustm ent,test and cleaning. including ad
Chapter 72-00-00 outlines inspection criteria for various sections of the Chapter 72-
engine. engine.
The inspection procedures are considered a norm al function of the The inspect
operating organization and are intended as a guide for m inim um operating or
inspection and m aintenance requirem ents.The aircraft m anufacturer inspection a
m ay have additional requirem ents or suggest different service intervals. m ay have a
See the airfram e m aintenance m anual for details. See the airf

25
ENGINE INSPECTIONS ENGINE IN

Chapter 72-00-00,Table 601,of the EM M contains the m inim um Chapter 72-

recom m endations for regular inspections of the engine.There are two recom m end
prim ary intervals,ROUTINE and M INOR.M ore precise intervals are used for prim ary inte
specific com ponents when required. specific com
· ROUTINE inspections coincide with the daily or preflight airfram e · ROUTINE
inspection. inspection
· M INOR inspections coincide with a typical airfram e zone inspection. · M INOR in
The intervals at which these inspections are perform ed m ay be altered The interval
by the aircraft m anufacturer’s m aintenance program and approved by by the aircra
the operator’s local airworthiness authority.Engines operating in sandy the operator
or dusty environm ents or in sm og or salt-laden atm ospheres should be or dusty env
subjected to additional inspections for corrosion and com pressor erosion. subjected to
The engine m aintenance m anual quotes recom m ended intervals,which the The engine
operator can adjust,based upon operating experience.Typical m aintenance operator can
actions include: actions incl
· Engine washing · Engine wa
- Com pressor Desalination Wash - Com pre
- Com pressor Turbine Desalination Wash - Com pre
- Com pressor Perform ance Recovery Wash - Com pre
· Foreign Object Dam age (FOD) inspection of the com pressor · Foreign O
- Inspection of Com pressor Inlet Case for corrosion - Inspect
- Inspect the fuel system based upon environm ent and fuel quality - Inspect
- In-situ fuel nozzle cleaning - In-situ
- Fuel nozzle inspection,cleaning and tip replacem ent - Fuel no
- Ignition system - Ignition
- Oil system flush - Oil syst
- Borescope inspection of com bustion cham ber,com pressor turbine - Boresco
vane and blades vane an
Two areas of the PT6A engine have no scheduled m aintenance intervals: Two areas o
· Reduction gearbox · Reduction
· Propeller control system · Propeller

26
OIL SYSTEM INSPECTION AND SERVICING OIL SYSTE

Oil Level Sightglass Oil Level Sig

Som e PT6A engine m odels are equipped with a sightglass to sim plify the Som e PT6A
inspection of the engine oil level.The sightglass has a centre green zone inspection o
with red on each end.Engine operation is perm itted with the oil level at any with red on
point in the green zone.The oil level dipstick m ust be checked when the oil point in the
level is in either the red zone or is not visible in the sightglass. level is in ei
Oil Level Check Oil Level Ch
Oil level should be checked regularly and replenished as necessary. Oil level sho
Although consistency is the m ost im portant factor when establishing a Although co
schedule for checking the oil level,P&W C recom m ends this check be done schedule fo
15 m inutes after every shutdown. 15 m inutes
Oil Replenishment Oil Replenis
P&W C recom m ends that the engine not be filled over the “M AX COLD” level P&W C recom
on the oil level dipstick.This corresponds with the centre of the green band on the oil le
on the oil level sightglass.A high oil level m ay result in an increase in on the oil le
either the oil consum ption rate or the am ount of oil m ist passing through either the oi
the engine oil breather.Each engine will seek its own norm al operating oil the engine o
level. level.
Space is required in the oil tank for expansion as the oil reaches full Space is req
operating tem perature.If the oil level is over the “M AX HOT” level,drain operating te
som e of the oil.Refer to the EM M for com plete instructions. som e of the
A listing of approved oils is provided in the appropriate Service Bulletins for A listing of
each PT6A m odel.W hen switching to another approved oil brand or should each PT6A m
oil of different brands or viscosities becom e m ixed it is necessary to drain oil of differe
and flush the com plete oil system . and flush th

27
OIL SYSTEM INSPECTION AND SERVICING OIL SYSTE

Oil Temperature and Colour Oil Tempera

High oil tem perature will accelerate the accum ulation of carbon particles High oil tem
in the oil and the deterioration of oil additives.Oil colour will darken with in the oil an
usage and exposure to light.The rate of colour change is dependent upon usage and e
the oil m anufacturer’s form ula.A darkening of the oil does not indicate the oil m anu
deterioration in the lubricity of the base stock.Additives are replenished deterioratio
with the addition of oil during level servicing. with the add
Chip Detectors Chip Detect
All PT6A engines are fitted with an RGB chip detector,while som e m odels All PT6A eng
also have a chip detector in the AGB housing.AGB chip detectors are not also have a
equipped with a self-closing valve.W hen the chip detector is rem oved, equipped w
the oil in the accessory gearbox will drain from the engine.During norm al the oil in th
operation,there will be approxim ately ½ litre (17 oz.) of residual oil. operation,t
Chip detectors should be checked regularly for continuity and any foreign Chip detect
m aterial.If the aircraft is equipped with a cockpit indication of the chip m aterial.If
detector,the whole system should also be checked regularly.Refer to the detector,the
applicable m aintenance m anuals for inspection intervals. applicable m
Oil Filter Debris Analysis Oil Filter De
The oil filter m ust be changed or cleaned at scheduled intervals.At the The oil filter
sam e tim e a visual inspection of the oil filter and chip detectors should sam e tim e a
be done.This is a sim ple and reliable m ethod of assessing the wear of be done.Th
oil-wetted parts.As an extra step,a solvent m ay be used to flush trapped oil-wetted p
particles from the engine oil filter.The solvent is poured through filter paper particles fro
to collect the debris.This is referred to as a filter “patch” check. to collect th
The filter paper is sent to a laboratory for analysis.Laboratory techniques The filter pa
can be used to determ ine the alloy of the particles which helps determ ine can be used
their source.W ith successive sam ples,a wear trend for oil-wetted parts their source
can be established. can be esta

28
PERFORMANCE CHECK PERFORM

Over the life of the PT6A engine,the perform ance charts have evolved in Over the life
nam e,style and function.Today,a variety of charts can be found.They nam e,style
m ay be titled Power Assurance Check,Perform ance Check or Ground Power m ay be title
Check charts.The charts allow operators of PT6A engines to m onitor the Check chart
condition of their engines and the results of m aintenance actions. condition of
The chart m ay be used over a wide range of am bient tem perature and The chart m
altitude. altitude.
The chart is intended to indicate when m aintenance action m ight be The chart is
required and the results of the repair when data is recorded before and required an
after the m aintenance action.W ith regular use,the chart can becom e a after the m a
useful tool for scheduling m aintenance. useful tool f
Check charts do not appear in all engine m aintenance m anuals.Som e of Check chart
them are published in the airfram e m aintenance m anual. them are pu
The perform ance check is influenced by the powerplant as a whole,not just The perform
the engine.The effects of poor nacelle seals,bleed air leaks,accessory the engine.
drive power and instrum entation errors are all reflected in the recorded drive power
data. data.
Do not use the chart to reject engines from service.Engines m ay rem ain Do not use t
in service provided that no operating lim its are exceeded at the certified in service p
powers.P&W C recom m ends that troubleshooting and a flight test be done powers.P&W
at the typical flight altitude to determ ine engine serviceability and that any at the typica
step changes in param eters be investigated. step change
The perform ance check charts are based upon estim ated “average” engine The perform
perform ance.Every engine has its own unique characteristics.On certain perform anc
types of perform ance check charts,this will affect the slope of the lines.By types of per
recording data at a few different am bient tem peratures,within a short tim e recording da
of each other,the slope for a particular engine can be determ ined.P&W C of each othe
recom m ends that this be done soon after aircraft delivery to establish a recom m end
baseline for investigating future,perform ance-related issues. baseline for

29
ENGINE WASHING ENGINE W

Atm ospheric pollutants m ay contam inate the engine gas path,leading to Atm ospheri
a build up of deposits on airfoils,the initiation of corrosion,sulphidation a build up o
or perform ance deterioration.These effects can be alleviated with engine or perform a
washing.Internal engine washes are done while m otoring the engine at washing.In
10-25% Ng speed for a thorough cleaning. 10-25% Ng
Compressor Desalination W ash Compresso
Used to rem ove salt deposits which can cause corrosion,however light Used to rem
dirt deposits m ay also be rem oved.Wash fluid is drinking quality water, dirt deposit
provided m inim um standards are m et.Water is injected into the engine provided m
intake using either an installed com pressor wash ring or a hand held intake usin
wash wand. wash wand
Compressor Turbine Desalination W ash Compresso
Used to rem ove salt deposits from the com pressor turbine blades and Used to rem
stator which can cause sulphidation,a reaction between the salt and stator which
sulphur from the fuel.This wash m ust be done im m ediately following a sulphur from
com pressor desalination or perform ance recovery wash as contam inants com pressor
will be transferred from the com pressor to the hot section during a will be trans
com pressor desalination or perform ance recovery wash.Wash fluid is com pressor
drinking quality water,provided m inim um standards are m et.Water is drinking qu
injected through a wash tube inserted through one of the ignitor ports. injected thr
Compressor Performance Recovery W ash Compresso
Used to rem ove m ore stubborn deposits which cannot be rem oved during Used to rem
norm al desalination washes.Wash fluid includes an approved detergent. norm al desa
This wash should only be done when engine perform ance loss is noticeable This wash s
or trend m onitoring dictates.Wash fluid is injected into the engine intake or trend m o
using either an installed com pressor wash ring or a hand held wash wand. using either
A water rinse of both the com pressor and com pressor turbine is required A water rins
following the detergent wash. following th

30
ENGINE WASHING ENGINE W

External Engine W ash External En

Used as an effective m ethod of tracing oil leaks,as well as rem oving salt Used as an
and other environm ental contam inants from the engine external surfaces. and other en
Wash fluid is drinking quality water,provided m inim um standards are m et. Wash fluid i
W ash Schedule W ash Sche
W hen operating continuously in a salt laden environm ent (typically within W hen opera
10 nautical m iles from the sea and under 10,000 ft),it is recom m ended 10 nautical
to perform com pressor and com pressor turbine desalination washes and to perform c
external washes daily,after the last flight of the day to prevent corrosion external wa
from initiating overnight.For occasionally salt laden operation,weekly from initiati
desalination washes and external washes are recom m ended.Perform ance desalination
recovery washes are only recom m ended when a noticeable perform ance recovery wa
shift is recorded.In all cases,engine washing frequency should be based shift is reco
on operator experience and regular inspections of engine com ponents to on operator
check for initiation of corrosion. check for in
Refer to P&W C SIL PT6A-144 for additional inform ation and FAA Advisory Refer to P&W
Circular 43-4A for a com prehensive overview of corrosion.On the next page Circular 43-
you will find a m ap of North Am erica showing areas where environm ental you will find
conditions will require particular attention to corrosion.M aps of the rest of conditions w
the world can be found in the above m entioned Advisory Circular. the world ca

31
ENGINE WASHING ENGINE W

Fairbanks

Anchorage Ancho

Seattle S
Montreal

Denver

Los Angeles New York Los Ange

Dallas
Atlanta
Houston

Miami
Havana Haiti Puerto Rico
Mexico

Corrosion Severity Zone Jamaica St. Domingo Corrosion S

Mild Mild

Moderate Moder

Severe Severe

Figure 1
North Am erican Corrosion Severity M ap,
extracted from FAA Advisory Circular 43-4A,

32
HOT SECTION INSPECTION HOT SECT

A Hot Section Inspection (HSI) is usually done halfway through the basic A Hot Sectio
TBO interval or when perform ance loss dictates.This involves splitting the TBO interva
engine between the com pressor and power turbines at “C” Flange.Since it engine betw
is generally not necessary to rem ove the engine from the aircraft during an is generally
HSI,the inspection procedure is both sim ple and fast. HSI,the ins

33
OVERHAUL OVERHAU

The basic Tim e Between Overhaul (TBO) and Hot Section Inspection (HSI) The basic Ti
interval is published in the appropriate Service Bulletin for each PT6A interval is p
engine m odel.Under extrem e conditions,m aintenance action prior to the engine m od
recom m ended overhaul life m ay be necessary. recom m end
The TBO interval depends on the specified operation of the engine. The TBO int
The interval can be escalated increm entally with the approval of your The interval
airworthiness authority,using an “on-condition” or a sam pling program . airworthines
The current TBO escalation is lim ited at 8,000 hours for single-engine The current
aircraft and 10,000 hr to 12,500 hr,for twin-engine aircraft,depending on aircraft and
the application. the applicat
TBO escalation recom m endations take into account the average effect TBO escalat
of flight duration,tim e at a given power level,clim ate,environm ent, of flight dur
m aintenance practices,utilization and engine hardware standard. m aintenanc

34
CYCLE COUNTING CYCLE CO

Certain rotating com ponents of the engine have a lim ited life based upon Certain rota
the num ber of operating cycles they experience.These lives are quoted the num ber
in the Rotating Com ponent Lives Service Bulletin for each PT6A engine in the Rotat
m odel.It is im portant to continuously record the num ber of operating cycles m odel.It is
and partial cycles to track rotor lives.Rotor com ponents not supported and partial
by proper docum entation are to be rem oved from service.Prior to engine by proper do
servicing,the total cycles and all flights and starts m ust be recorded in the servicing,th
appropriate engine logbook. appropriate
At engine overhaul,a calculation will be m ade of the rem aining service life At engine ov
for each rotating com ponent.This calculation is based upon the rate of for each rot
cycle accum ulation recorded in the engine logbook. cycle accum

35
ENGINE CONDITION TREND MONITORING® ENGINE C

ECTM ® is a com puter software program sold by P&W C that assists in early ECTM ® is a
detection of potential problem s through continuous m onitoring of engine detection of
operation.The advantage of using ECTM ® is a savings in troubleshooting operation.T
tim e,reduced m aintenance costs,the ability to schedule corrective action tim e,reduce
and an increased dispatch rate. and an incr
The pilot or an on-board m onitoring system m ust record the readings of the The pilot or
aircraft and engine gauges after the aircraft has been flying at a stable aircraft and
cruise condition for several m inutes.Gauge readings are to be recorded cruise cond
daily or once per flight.Alternatively,you m ay send your recorded trend data daily or onc
to a designated analysis centre for processing and recom m endations. to a designa
Accurate and consistent readings are crucial to effective trend m onitoring; Accurate an
the quality of the engine condition evaluation is only as good as the quality the quality o
of the data provided. of the data
On-board data recording On-board d
Altair Avionics m arkets a PT6A engine-m ounted data recording system Altair Avion
called TrendCheck Plus+,and the Aircraft Data Acquisition System (ADAS), called Trend
an airfram e-m ounted engine m onitor,for a wide variety of PT6A engine an airfram e
applications.These m onitors enhance safety and reduce direct operating applications
costs through sophisticated aircraft exceedance m onitoring and autom ated costs throug
trend sam ple collection.Operated in conjunction with Altair’s internet- trend sam p
based TurbineTracker™ system ,these m onitors are a powerful diagnostic based Turbi
tool and engine health m onitor. tool and eng
W hile both system s m onitor the engine param eters of turbine tem perature, W hile both s
gas generator speed,power turbine speed,torque pressure and fuel flow as gas generat
well as pressure altitude,aircraft airspeed and am bient tem perature each well as pres
system has their own unique recording capabilities as well.TrendCheck system has
Plus+ system records tim e history into a storage buffer.The ADAS system Plus+ syste
provides the ability to m onitor the airfram e param eters of approach flaps, provides the
landing flaps,gear extended and weight on wheels. landing flap

36
ENGINE CONDITION TREND MONITORING® ENGINE C

Autom atic trends can be defined or pilot-initiated sam ples can be Autom atic t
captured by the push of a button.Data stored in the Altair Internet based captured by
TurbineTracker™ system can be used directly with the ECTM ® program . TurbineTrac
Additional inform ation on these products can be found at www.altair.aero. Additional i

37
 RECOMMENDED PT6A ENGINE POW ER MANAGEMENT RECOMME

The PT6A engine power m anagem ent system has been designed to give The PT6A en
the pilot control of the powerplant thrust over the entire airplane flight and the pilot con
ground-operating envelope.It is a sim ple and reliable system ,which fully ground-ope
com plim ents the inherent operating flexibility of a free turbine engine. com plim ent
M ission M ission
In conjunction with the Aircraft M anufacturer,a m ission profile is In conjuncti
established for every PT6A engine application.This m ission is used to established
analyze and establish engine com ponent lives and durability factors such analyze and
as Low Cycle Fatigue (LCF),Creep,Oxidation and Vibration.Using this data as Low Cycl
and taking into consideration airfram e influences such as bleed extraction, and taking
accessory loading and inlet efficiency,the power setting inform ation is accessory lo
established and then published in the POH /AFM . established

Take-off
Climb
Cruise
SHP SHP

Descent
Taxi Taxi Taxi

TIME

38
RECOMMENDED PT6A ENGINE POW ER MANAGEMENT RECOMME

Rating Philosophy Rating Philo

P&W C’s power rating philosophy is to ensure the m axim um likelihood P&W C’s pow
that your PT6A engine will deliver the power specified in the POH /AFM that your PT
throughout its overhaul life.To achieve this,all PT6A engine installations throughout
use torque as the prim ary power setting param eter.All other engine use torque
param eters are only m onitored to verify they are within acceptable lim its. param eters
The POH /AFM contains power setting inform ation which m ust be used The POH /A
to determ ine the torque setting for all ratings which vary according to to determ in
altitude,am bient tem perature and aircraft weight.This is im portant altitude,am
because the P&W C rating philosophy is based on the engine being operated because the
per the POH /AFM and m aintained in accordance with the EM M /AM M per the POH
including all applicable periodic inspection recom m endations by P&W C. including al
Operating the engine in accordance with the POH /AFM will achieve Operating th
optim um reliability and durability while m inim izing operating costs. optim um re

39
RECOMMENDED PT6A ENGINE POW ER MANAGEMENT RECOMME

Performance M argins Performanc

“New Engine” production acceptance lim its are designed to allow a “New Engin
sufficient m argin to carry the engine through a desired overhaul period.Any sufficient m
engine overhauled and put back into service m ust m eet sim ilar standards. engine over
However,with use,the engine perform ance m argins will gradually However,wi
reduce characterized by an increase in ITT,Ng and/or fuel flow (W f) while reduce char
m aintaining POH /AFM specified power m aintaining

Maxim um certified operating lim it

Deterioration m argin g
SPEED ro
i ratin SPEED
AND TEMP dete AND TEM
ine
Eng

TIME IN SERVICE - HRS

40
RECOMMENDED PT6A ENGINE POW ER MANAGEMENT RECOMME

Power Ratings Power Rati

The take-off rating is the m axim um power certified for takeoff and is tim e The take-off
lim ited to five m inutes. lim ited to fi
The m axim um continuous rating is a certified power setting for in-flight The m axim u
em ergency use only,typically for twin engine applications where one engine em ergency
is inoperative. is inoperativ
M axim um clim b and m axim um cruise ratings are the m axim um powers M axim um c
approved by P&W C for clim b and cruise operation. approved by

TAKE-OFF
MAX.
CONTINUOUS
MAX CLIMB
MAX CRUISE

POWER

41
RECOMMENDED PT6A ENGINE POW ER MANAGEMENT RECOMME

Flat Rating Flat Rating

At constant ITT,PT6A engine power reduces with both increasing am bient At constant
tem perature and altitude.This represents the therm al capacity of the tem perature
engine or “therm al rating” and is how the engine would perform without engine or “t
the m echanical lim itations of the reduction gearbox. the m echan

TAKE-OFF TAKE
MAX. MAX.
CONTINUOUS CONT
MAX CLIMB MAX
MAX CRUISE MAX

POWER PO

AMBIENT
TEMPERATURE
AND ALTITUDE

42
RECOMMENDED PT6A ENGINE POW ER MANAGEMENT RECOMME

It is a general characteristic of aircraft that for a particular gross It is a gener

weight,the power required for take-off varies com paratively little with weight,the
am bient conditions.PT6A engines are typically “flat rated” to allow for am bient con
the m axim um possible take-off power required by the aircraft over a wide the m axim u
range of am bient tem peratures without having to work the engine harder range of am
than is necessary at any tim e. than is nece

Take-off Take-of
M ax. M ax.
Continuous Continu
M ax Climb M ax Cli
M ax Cruise M ax Cru

Gearbox Limit Gearbo

POWER PO

Ambient
Temperature
and Altitude

The flat-rated power is available up to the therm al capability of the The flat-rat
engine,specified as an am bient tem perature and altitude. engine,spe

43
RECOMMENDED PT6A ENGINE POW ER MANAGEMENT RECOMME

Power Settings Power Setti

All PT6A engine applications use engine output torque as the prim ary power All PT6A eng
setting param eter.The POH /AFM contains power setting inform ation setting para
which m ust be used to determ ine the correct torque settings to achieve which m ust
take off and cruise in accordance with altitude,am bient tem perature and take off and
aircraft weight. aircraft wei

44
RECOMMENDED PT6A ENGINE POW ER MANAGEMENT RECOMME

The power lever should be set to the position which produces the required The power le
torque.Other engine param eters such as ITT and Ng are m onitored only torque.Othe
to verify that they are within acceptable lim its.Operating the engine in to verify tha
accordance with the POH /AFM by using torque as the prim ary power accordance
setting param eter will achieve optim um reliability and durability while setting para
m inim izing operating costs. m inim izing

Maximum fully deteriorated limit

ITT ITT
or or
NG NG
MARGIN REDUCING

POWER POWER
Torque set as per POH

0 LIFE 100%

45
RECOMMENDED PT6A ENGINE POW ER MANAGEMENT RECOMME

Operating the engine beyond the recom m ended power settings specified Operating th
in the POH /AFM for a prolonged period will result in accelerated m argin in the POH /
deterioration due to hot section com ponent distress and will affect engine deterioratio
reliability and durability.This effect is cum ulative and will lead to the reliability an
engine prem aturely reaching an operating lim it (usually ITT) before the engine prem
recom m ended power is produced. recom m end
Refer to P&W C SIL PT6A-125 for additional inform ation. Refer to P&W

M axim um fully deteriorated lim it

ITT
or
NG P O W ER S ET A T M A X ITT LIM IT

A ctu a
l torq u
e

P O W ER PO
N orm al torque as per P O H

0 LIFE 1 00%

P R EM A TU R E O VER H A U L

46
 P&WC Customer FIRST Centre P
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24 –hours a day,7 days a week 2
In Canada and the United States: In
Tel:1-800-268-8000 Te
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